Self-Study Programme 216 Body Lupo 3L.pdf

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Service.
Self-Study Programme 216
Body – LUPO 3L
Design and Function
Realising a 3-litre car on the basis of the Lupo
called, above all, for innovative ideas and a
whole string of new production methods and
technologies. The further development and
redevelopment of the body were just two of the
many milestone achievements.
The body had to satisfy various requirements in
order to achieve the defined goals. The key
factors were systematic weight reduction and
improved aerodynamics on the one hand, and
safety, design and customer utility value on the
other.
To meet all these requirements, several
problem-solving approaches were adopted for
implementation purposes:
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Use of aluminium and magnesium
Use of high-strength sheet-metal panels
Material thickness optimisation
Flushness
Adherence to minimum small gap sizes
For implementation purposes, it was necessary to
develop and utilise new production and joining
methods which will also be reflected in your
activities.
216_002
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Important
Note
The Self-Study Programme
is not a Workshop Manual.
Please always refer to the relevant Service Literature
for all inspection, adjustment and repair instructions.
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Table of contents
Body – a lightweight . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lightweight materials . . . . . . . . . . . . . . . . . . . . . . . . . 6
Contact corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Joining methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Bodyshell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Add-on parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
The doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
The wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
The bumpers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
The bonnet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
The tailgate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Glazing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . 34
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Body – a lightweight
An important task of body development was to reduce weight. There are two possibilities for achieving
this goal:
- Use of lightweight materials
- Material savings
During the development of the Lupo 3L body, both these possibilities were utilised in order to bring a
lightweight and affordable body to production maturity. This means that the two possibilities mentioned
above for weight reduction were exploited to the full by reducing material thickness, saving material and
utilising composite construction methods (use of various materials within the body).
But in this case, no compromises on safety were made when saving material.
The safety of the body fully complies with the high safety standards which Volkswagen sets.
The main weight savings are distributed among the individual body elements as follows:
Body elements
Doors
Tailgate
Bonnet
Wing
Mounting plate
Backrest
PVC underseal
Glazing thickness
Body side panel
Seat cross-member
Door weather strip/damping
elements
Window lifter
Cavity flooding wax
Bumper cover
Aluminium
Aluminium/magnesium
Aluminium
Aluminium
Aluminium
Aluminium
Only corrosion-prone areas of the
underbody are protected with PVC
Glazing thickness reduction
The material thicknesses of body side panels
were optimised
adopted from the Polo
Weight optimised materials
Material savings
Optimisation of cavity flooding wax
quantities
Material savings
Saving (body)
Total saving (compared to Lupo SDI)
Modifications
Saving
-16.0 kg
-4.5 kg
-4.2 kg
-3.4 kg
-1.2 kg
-7.0 kg
-6.9 kg
-3.1 kg
-1.7 kg
-1.3 kg
-1.0 kg
-0.6 kg
-0.5 kg
-0.5 kg
approx. -51.9 kg
approx. 154.0 kg
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The body structure was adopted from the Lupo base model. It was adapted to meet the requirements by
employing the lightweight construction method described here.
The body is based on a self-supporting bodyshell manufactured from fully galvanised steel.
It embodies consequently the corrosion protection measures that have proven effective for several years.
All add-on parts are of lightweight construction.
What is meant by lightweight construction in this case is that most parts are made of aluminium or
magnesium. New production and joining methods had to be developed and utilised for this purpose.
Here, we were able to draw on experience gained with the Audi A8.
The demands on corrosion protection between the various materials are not inconsiderable. In this con-
nection, the keyword is “contact corrosion”. This has to be avoided by systematically segregating the
various materials. New materials and new joining methods for avoiding contact corrosion also involve,
of course, a change in working procedures.
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