Volkswagen Lupo User Manual

The Lupo

Design and function

Self-Study Programme No. 201

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The Lupo, a new addition to the
subcompact family, extends the
Volkswagen product range.

In spite of its compact dimensions, the Lupo
boasts a specification which stands comparison
with any saloon and is rounded off by a
distinctive design.

Environmental pollution kept to a minimum by
using fuel-efficient, low-emission and quiet
engines as well as recycleable and recycled
plastic parts.

The Lupo conforms to all internationally
recognised safety standards for head-on
collision, side impact, offset collision and rear
collision as well as for rollover.

The small and highly manoeuvrable vehicle
is simply likeable, chic and natural.

The Self-Study Programme
is no Workshop Manual.

2

SSP 201_130

Please always refer to the relevant
Service Literature for all inspection,
adjustment and repair instructions.

SSP 201_134

SSP 201_131

New Important

Note

At a glance

The Lupo .......................................................................

Vehicle dimensions, aerodynamics
The car and the environment
Environmental protection, recycling

Body ..............................................................................

Safety bodyshell,
paintwork structure and corrosion protection, high-strength body panels
Soundproofing, Isofix, fabric sliding roof
Front and rear bumpers
Restraint system, airbags

Engines ..........................................................................

Engine-gearbox combination
Engines, roller cam follower,

Power transmission ......................................................

Manual gearbox 085 and gear selection
Manual gearbox 002 and gear selection
Automatic gearbox and gate selection

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26

Fuel system ................................................................... 29

Running gear ................................................................

Steering
Front axle/rear axle
Brake system
Front and rear brakes
ESBS

Electrical system ..........................................................

Vehicle electrical system/components
Fitting locations of control units,
Dash panel insert, central locking
Radio generation ’99

Heating, air conditioning system ...............................

Heating, air conditioning system,
Radiator fan control unit,
high pressure sender, system overview, functional diagram

30

38

48

Service ...........................................................................

Special tools

55

3

The Lupo

The small LUPO achieves great things in terms
of safety, quality, performance, running gear
and equipment.

• Safety

The safety bodyshell, belt
tensioners, front airbags
and side airbags mean that the
little Lupo is no baby when it
comes to safety.

SSP 201_174

SSP 201_133

• The running gear

The suspension strut front axle with
wishbones, as well as the torsion beam
rear axle are a winning team and place
the LUPO firmly on the road.

SSP 201_080

4

• Equipment level

A 4-seater or 5-seater version can
be specified. Easy Entry seats are
standard for the driver and front
passenger. They exceed the
standard specification.
Also available for the LUPO is a
complete range of extras ranging
from the electric fabric sliding roof
and the air conditioning system to
the navigation system.

• Quality

The Lupo also meets
Volkswagen's recognised
quality standard:

• Narrow body joints

• High-quality materials

SSP 201_168

SSP 201_132

SSP 201_131

• Engines and gearboxes

A choice of four petrol engines and
one
diesel engine in combination with
a 5-speed manual gearbox and a
4-speed automatic gearbox will be
available when the LUPO is
launched on the market.

5

The Lupo

Vehicle dimensions

Width: 1639 mm

Front track width: Rear track width:

1387 mm (4 1/2 J x 13)

1371 mm (5 1/2 J x 13, 6 J x 14)

With a maximum
length of 3527 mm, the
LUPO belongs to the
subcompact class.

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SSP 201_010

Tank capacity
34 litres

1400 mm (4 1/2 J x 13)

1384 mm (5 1/2 J x 13, 6 J x 14)

SSP 201_011

The Lupo offers space
for 4 or 5 persons,
depending on the
equipment level.

729
mm

Wheelbase: 2323 mm

Length: 3527 mm

The luggage compartment has a capacity of
139 or 792 litres. The rear seat backrest can be
folded down. The inclination of the rear seat
backrest can be adjusted in two stages in order

475
mm

SSP 201_012

to enlarge the luggage compartment.

SSP 201_007

6

Aerodynamics

cd = 0.32

Aerodynamic
drag

D = 0.62 m

2

A = 1.94 m

SSP 201_018 SSP 201_130

2

One of the main goals in the
development of the LUPO's
aerodynamics was to
streamline the bodyshell in
such a way as to eliminate
additional measures to
improve the vehicle’s
aerodynamics, measures
which involve higher costs
and weight.

SSP 201_020

A streamlined bumper with integral front spoiler,
optimised door mirror, small gap and joint
dimensions as well as flush-fitting windows and
headlights minimise aerodynamic drag and wind
noise.

7

The car and the environment

In addition to households, industry,
power stations, heating stations and
industrial agriculture, the car is one
of the principal sources of air
pollution.

Global annual CO2 emissions caused by man

Source: Technical University of Vienna

Other modes of transport

Ocean-going ships

Air traffic

Trucks and buses

Passenger cars

Industry

Power stations and heating
stations

Combustion of biomass

House fires and small
consumers

SSP 201_005

CO2 emissions constitute
approx. 50 percent of the

greenhouse gases which are
responsible for the "man­made" phenomenon of
global warming. Industry,
power stations, households
and small consumers are
responsible a good two thirds
of CO

emissions. Road traffic

2

worldwide accounts for
approx. 12 percent of CO

2

emissions, whereas cars
contribute less than 6 percent.

For Volkswagen, reducing fuel consumption, and

Fuel consumption of cars
supplied by Volkswagen in Germany

along with it CO2 emissions, is one of its main
goals in the development of new automobiles. We

have agreed to reduce the fuel consumption of our
new vehicles by 25 percent between 1990 and

2005. During the period from 1990 to 1995, we
achieved a 10 percent reduction. We plan to
achieve another 15 percent reduction within the
next ten years. The so-called "3-litre car" (a car

Polo SDI

3-litre car

Source: VOLKSWAGEN AG

8

SSP 201_006

which consumes 3 litres of fuel per 100 km) is a
major step towards low-CO

-emission vehicles,

2

both for production and during operation.

Recycling

Volkswagen, in association with
disposal firms, runs a Workshop
Disposal Programme. This process
is co-ordinated through the
distribution centre or the importer
in charge in accordance with
prevailing national legislation.

These components can be disposed of
without posing a burden on the environment:

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•

Starter batteries

•

Laminated glass windscreens

•

Airbags and belt tensioner

(not fired)

Brake fluid

•

Coolant

•

Shock absorbers

•

Plastic bumpers

•

Radiator grilles

•

Plastic fuel tanks

•

Wheel housing liners

•

Wheel covers

•

Lock carriers/subframes

•

Old tyres

•

SSP 201_013

SSP 201_009

9

Body

Development
of the safety bodyshell

The blueprint for development of the
LUPO's body was the Polo ‘95.
A key development goal was to design a body
whose occupant cell offers a high level of
dimensional stability in crash situations.

During a head-on collision,

the impact energy is absorbed
via 2 crash planes:

SSP 201_021

In the 1st crash plane, the side re-inforcement in
the doors located directly behind the bumper
cover, transmits the impact energy to the side
members. The energy is then distributed evenly
to the centre tunnel and re-inforced side
members.

In the 2nd crash plane, the wheelhouse side
members transfer the impact energy via the door
re-inforcements to the rear end.

In the event of a rear collision,

the side re-inforcement in the doors behind the
bumper cover transmits the force to the side
members.
The body side panel which is almost fully
enclosed on the inside helps to absorb more
energy.

= 1st crash plane

= 2nd crash plane

SSP 201_046

10

= 1st crash plane

= 2nd crash plane

SSP 201_046

In the event of a side impact,

the re-inforced A- and B-pillars, the strong side
members and the almost fully integrated inner
panel of the door minimise deformation of the
occupant cell.

The side impact re-inforcement in
the door, the door-glass channel re­inforcement and the intermediate
padding produce an optimal barrier
against the force of impact.

Door-glass

channel re-

inforcement

SSP 201_024

The closed door is securely
anchored to the side member by
means of a bracket on the
underside. During a side impact, it
prevent the door from intruding into
the occupant cell.

Padding

Side

impact

reinforce

ment in

the door

Bolt-on

bracket

Plastic guide

SSP 201_026

SSP 201_025

11

Body

The body of the
LUPO has

features which surpass the norm for this class:

-

Long-term corrosion protection

-

Fully-galvanised body

Crash performance in acordance with VW's

-

safety standard

Modular design

-

Narrow ioints

-

Paintwork structure
and corrosion protection

Environmentally friendly, water­dilutable paints are:

The cathodic cataphoresis,

-

filler, top coat (met. base
coat,
solid base coat )

Galvanised sheet steelLegend:

Zinc phosphatisation

Water based

Cathodic
immersion
cataphoresis

Filler coat

All outer panel are

-

electroplated.

All inner panels are hot-dip

-

galvanised.

SSP 201_027

High-strength body panels

are also used in the LUPO.
They are not as thick as conventional body panels and, as a
result, weigh less but are stronger.
High-strength body panels have the task of absorbing and
distributing energy during a crash in a more controlled
manner.
They absorb vibrations at the rear axle mount.

You can find detailed information regarding
high-strength sheet-metal panels in Self-Study
Programme No. 200.

Top coat

Clear coat

High-strength body
panels

SSP 201_028

12

F

Bitumen-based heat-shrinkable and adhesive
foils of various thickness as well as felt parts and
carpeting are used for soundproofing purposes.
The adhesive foils absorb the vibrations which
occur in various areas of the body. Felt parts
absorb noise by interrupting the sound wave.

The Isofix child safety seat fastening

is fitted in the LUPO as standard.

There are 4 retaining eyelets below the rear
seats, which make it possible to install two child
safety seats with the Isofix fastening system. The
retaining eyelets are welded to the floorpan
assembly and hold the child safety seat securely
during a crash.

F

B

FBFelt parts

Heat-shrinkable/
adhesive foils

B

B

F

SSP 201_029

The electric fabric sliding roof

In addition to the electrically-operated glass
sliding/tilting roof, an electrically-operated
fabric sliding roof is also available for the LUPO.
The roof spoiler allows the vehicle to be driven
without any draught and quietly with the sunroof
open, even at high speed.

The electric fabric sliding roof is identical
to the sunroof used in Polo model ‘95.

SSP 201_030

Fabric sliding roof

Sunroof opening

Roof spoiler

SSP 201_031

13

Body

The front and rear bumpers

comprise a side re-inforcement in the doors and
a bumper cover.

Front

The front bumper cover
comprises 2 components

The front and rear bumper covers are capable of
absorbing impact energy at speeds of up to 4
kph without damage.
Higher impact speeds of up to approx. 15 kph
are absorbed by the side re-inforcement in the
doors without deformation of the side members.
The side members only become deformed as a
result of a severe impact.

Side re-inforcement in
the doors

The upper section is painted
in the body
colour

Rear

Side re-

inforcement in the

doors

SSP 201_032

Bumper

cover

14

SSP 201_034

The restraint system
and the airbags

Seat belts
Front:

They have ball-type
tensioners which are
fired both
mechanically and
pyrotechnically.

SSP 201_171

SSP 201_170

For more detailled information on the belt
tensioners, please refer to
Self-Study Programme No. 192.

3-point seat belt concepts for the rear seats

Standard equipment The 5-seater version is also equipped with a lap

belt for the middle seat.

SSP 201_173SSP 201_172

15

Body

The front airbags

have a volume of 57 litres for male/female
drivers
and a volume of 95 litres for the front passenger.

At production launch, a 120-litre front
passenger's airbag will be used. It will be
identical to the airbag used in the Golf ’98.
The 120-ltr. front passenger's airbag cannot be
replaced by the 95-ltr. airbag, therefore it can
only be replaced in accordance with the original
equipment level.

The side airbags

SSP 201_174

have a volume of 12 litres.

All gas generators contain acid-free propellant.

The function of the restraint system
during severe accidents

The restraint system prevents
contact occurring between the
shoulder and head area with
the steering wheel or dash
panel insert.

SSP 201_175

16

Once the firing threshold
is attained, the airbag
control unit transmits the
"Open central locking (CLS)" signal
to the CLS control unit.

SSP 201_176

The airbag system

As of a defined degree of accident severity and
the
the associated delay period, the appropriate
airbags are triggered depending on the impact
side and the angle of impact.

Head-on collision

The driver's and front
passenger's airbags
are triggered.

Side/head-on
collision

SSP 201_102

The driver's, front
passenger's and side
airbags are triggered.

Side impact

Only the side airbag
which is actually
required to protection
the vehicle's
occupants is triggered.
This considerably
reduces repair costs
after an accident.

SSP 201_103

SSP 201_104

17

Engines

The engine-gearbox combination

Engines Gearbox

1.0-ltr.
37 kW petrol engine with camshaft in block

1.4-ltr.
16V 55 kW petrol engine

5-speed

manual

gearbox

085

4-speed

automatic

gearbox

001

5-speed

manual

gearbox

002

18

1.4-ltr.
16V 74 kW petrol engine

1.7-ltr.
44 kW SDI engine

1.0-ltr.
37 kW rocker lever petrol engine

The 1.0-ltr. 37 kW petrol engine

is an advanced version of the proven 1.0-ltr.
aluminium engine with the camshaft in block

SSP 201_038

Features of the engine mechanicals are:

Aluminium cylinder crankcase with press-fitted

•
cast iron cylinder liners

Cylinder head with single overhead camshaft•

Bucket tappets with hydraulic adjusters•

Features of the engine management system
are:

Motronic MP 9.0 (refer to Self-Study

•
Programme No. 168)

Sequential injection•

Rotating ignition voltage distribution•

Selective knock control•

Conforms to exhaust emission standards EU III

•
and D3

Power output
crankshaft

80

70

60

40 120

30

20

10

0

1000 3000 5000

0

2000 4000 6000

Engine speed rpm

Torque

Nm

200

180

160

14050

100

80

60

40

SSP 201_041

Specifications

Engine code “ALL“
4-cylinder inline engine

Valves per cylinder 2:

Displacement

Bore 70.6 mm

Stroke 67.1 mm

Compression ratio 10.5 : 1

Max. output 37 kW

:

:

:

:

:

999 cm

3

at 5000 rpm

Max. torque 86 Nm at

:

3000 to 3600 rpm

Engine management Bosch Motronic

:

MP 9.0

Fuel type unleaded 95 RON

:

Knock control allows the engine to be operated
alternatively with unleaded 91 RON fuel but with
a slight reduction in power output and torque.

19

Engines

The new engine generation:

Overview

The 1.4-ltr. engines described on the
following pages belong to a new generation
of petrol engines.

All have:

a new cylinder head with valve activtion

•
via roller cam follower

Aluminium cylinder block•

•

An engine speed sensor which is
integrated in the flange for the crankshaft
sealing ring at the flywheel end

static high-voltage distribution•

All conform to
exhaust emission standards EU III

and D3.

Cylinder head

The camshafts are mounted in the
camshaft housing. The camshaft housing
also acts as the valve cover.

SSP 201_049

SSP 201_044

Camshaft

Roller cam follower

20

The valves and hydraulic support elements
are fitted in the cylinder head.
The roller cam follower engages in the
support element and abut the end of the
valve stem.

Illustration of the 16V engine

Camshaft

Hydraulic
support
element

SSP 201_050

Valve activation
by roller cam follower

Conventional cam follower

The roller cam follower

Slip face

Counter­bearing
(adjustable)

SSP 201_052

Roller running
in needle
bearings

The cam glides over the slip face of the cam
follower. As a result, high friction losses occur
and the cam follower is subjected to mechanical
stress.
Valve clearance is adjusted manually via the
adjustable counter-bearing.

The roller cam follower (depressed)

Hydraulic
support
element

SSP 201_053 SSP 201_054

The cam of the roller cam follower rolls off a
roller running in needle bearings.
The cam stroke is transmitted to the valve stem
with minimal friction loss.

Oil duct

The hydraulic support element replaces the
manually adjustable counter-bearing. It acts as
the pivot for the roller cam follower and assumes
the task of automatic valve clearance adjustment.
Lubrication and filling are performed via an oil
channel in the cylinder head.

For more detailled information, please
refer to Self-Study Programme No. 196.

21

Drive units

The 1.4-ltr. 16V 55 kW petrol engine

SSP 201_043

Features of the engine mechanicals:

Aluminium cylinder crankcase•

Press-fitted cast iron cylinder liners•

Cylinder head with roller cam followers•

Secondary belt drive•

Primary catalytic converter integrated in the

•
exhaust manifold

Conforms to exhaust emission standards EU III

•
and D3

Power output
kW

80

70

60

40 120

30

20

10

0

1000 3000 5000

0

2000 4000 6000

Engine speed rpm

Torque

Nm

200

180

160

14050

100

80

60

40

SSP 201_045

Specifications

Engine code “AKQ“
4-cylinder inline engine

Valves per cylinder 4:

Displacement

Bore 76.5 mm

Stroke 75.6 mm

Compression

:

1390 cm

:

:

:

10.5 : 1

3

ratio

Max. output 55 kW

:

at 5000 rpm

Max. torque 128 Nm

:

at 3300 rpm

Engine management Magneti Marelli 4AV:

Fuel type unleaded 95 RON

:

22

For more detailed information, please
refer to Self-Study Programme No. 196.

Knock control allows the engine to be operated
alternatively with unleaded 91 RON fuel but with
a slight reduction in power output and torque.

The 1.4-ltr. 16V 74 kW petrol engine

The basic engine is the 1.4-ltr.-16V 55 kW petrol
engine.

SSP 201_147

Power output
kW

80

70

Torque

Nm

200

180

The key differences compared to the

1.4-ltr. 16 V 55 kW petrol engine

Stronger pistons•

Cylinder head with larger intake

•
and exhaust ducts

Modified camshaft timing•

Modified intake module•

Modified exhaust system•

Aluminium oil sump for increased rigidity of

•
higher-performance engine

conforms to exhaust emission standards EU III

•
and D3

Specifications

Engine code “ANM“
4-cylinder in-line engine

Valves per cylinder 4:

60

40 120

30

20

10

0

1000 3000 5000

0

2000 4000 6000

Engine speed rpm

For more detailed information, please
refer to Self-Study Programme No. 196.

160

14050

100

80

60

40

SSP 201_048

Displacement

Bore 76.5 mm

Stroke 75.6 mm

Compression ratio 10.5 : 1

Max. output 74 kW

:

1390 cm

:

:

:

:

3

at 6000 rpm

Max. torque 128 Nm

:

at 4500 rpm

Engine management Magneti Marelli 4 AV:

Fuel type unleaded 98 RON

:

The knock control also allows the engine to be
operated alternatively with unleaded 91 RON
fuel with a slight reduction in power output and
torque.

23

Drive units

the 1.7-ltr. 44 kW SDI diesel engine

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Features of the engine
mechanicals:

Diesel direct injection engine•

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Naturally aspirated engine•

•

Displacement was reduced
to 1.7-ltr. from 1.9-ltr. by
modifying the crankshaft
stroke.
The external crankcase

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•
breather has been deleted.

•

The gases in the crankcase
are diverted into the intake
duct via the oil return ducts
and the valve cover.

SSP 201_055

•

Two-stage EGR valve for
better metering of the
exhaust gas recirculation

conforms to exhaust emission

•
standards EU III

Power output
kW

80

70

60

40 120

30

20

10

0

1000 3000 5000

0

2000 4000 6000

Engine speed rpm

Torque

Nm

200

180

160

14050

100

80

60

40

Specifications

Engine code “AKU“
4-cylinder inline engine

Valves per cylinder 2:

Displacement 1.7-ltr.

Bore 79.5 mm

Stroke 86.4 mm

Compression ratio 19.5 : 1

Max. output 44 kW

:

:

:

:

:

at 4200 rpm

Max. torque 115 Nm

:

at 2200-3000 rpm

Mixture preparation Bosch distributor

:

injection pump
and electronic control
unit EDC 15

24

SSP 201_057

Fuel type min. 45 CN

:

The 1.0-ltr. 37 kW petrol engine

is an improved version of the 1.3-ltr. engine fitted
in the Skoda Felicia.

( for certain markets only )

SSP 201_037

Features of the engine mechanicals are:

The valve is driven via a camshaft in block

•
(ohv), tappets, push rods and rocker levers

The cylinder crankcase is made of die cast

•
aluminium

“wet-type" cast iron cylinder liners •

The crankshaft runs in 3 bearings•

Features of the engine management system
are:

Multipoint injection•

Static high-voltage distribution•

Conforms to exhaust emission standards EU III

•
and D3

Power output
kW

80

70

60

40 120

30

20

10

0

0

1000 3000 5000

For more detailed information, please
refer to Self-Study Programme No. 203.

2000 4000 6000

Engine speed rpm

Torque

Nm

200

180

160

14050

100

80

60

40

SSP 201_039

Specifications

Engine code “AHT“
4-cylinder in-line engine

Valves per cylinder 2:

Displacement

Bore 72 mm

Stroke 61.2 mm

Compression ratio 10 : 1

Max. output 37 kW

:

:

:

:

:

997 cm

3

at 5000 rpm

Max. torque 84 Nm

:

at 3250 rpm

Engine management Siemens Simos 2P:

Fuel type unleaded 95 RON

:

Knock control allows the engine to be operated
alternatively with unleaded 91 RON fuel with a
slight reduction in power output and torque.

25

Power transmission

The 5-speed manual gearbox 085

is fitted in petrol engines with overhead camshaft

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synchronisation

1st and 2nd gear

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and in the diesel engine.

The total transmission ratio
matched to the installed
engine version is spread
by means of different gear
ratios and final drive ratios.
The gearbox is assigned to
the engine via the gearbox
code.

The gear selection system

Gear engagement is via a gate selector lever
and gear selector cable.

Gate selector cable

SSP 201_062

Gear selector
cable

26

SSP 201_063

Thanks to the selector cables, the swinging
motion of the engine only has a minimal effect
on the gear lever. As a result, gears can be
selected with greater precision.

The 5-speed manual gearbox 002

is exclusive with the 1.0-ltr. rocker lever petrol
engine “AHT“, an improved version of the 1.3-ltr.
engine in the Skoda Felicia.

( for certain markets only )

Technical features:

5-speed manual gearbox•

Reverse gear is

•
unsynchronised

Two-part aluminium

•
gearcase

•

The end cover and the
engine suspension have
been modified.

Common oil filling for

•
gearbox and final drive

Final drive via drive shaft

•
flanges

Trie

d

a

n

d

te

ste

d

g

e

a

rb

ox

a

d

o

p

te

d

fro

m

th

e

C

a

d

d

y

p

icku

p

A gear change

is performed by a selector rod.

SSP 201_060

Selector rod

Guide

Selector
housing

The gear lever is mounted on
two bearing bolts in a guide in
floating configuration. A cable
pull transmits the relative
movement of the engine to the
guide. This reduces oscillation
at the gear lever.
The gears can therefore be
engaged with greater
precision.

Cable pull

SSP 201_061

27

Power transmission

The 4-speed automatic gearbox 001

is available for 1.4-ltr. 16V 55 kW petrol engine

e

h

t

s

i

“AKQ“.

P

h

t

n

i

t

c

e

l

E

o

c
d

e

e

p

s

-

4

5

9

'

o

l

Po

e

y

l

l

a

c

i

n

ro

d

e

l

l

ro

t

n

ox

b

r

a

e

g

d

e

t

t

i

f

o

s

l

a

y

l

s

u

o

i

rev

Gear selection

The individual drive positions, the parking lock
and neutral are selected mechanically with the
gate selector lever.

SSP 201_064

Technical features:

Ravigneaux planetary gear•

•

Torque converter
with integrated lock-up
clutch

•

Solenoid valves at the valve
body for electro-hydraulic
control

•

Common oil supply
for planetary gear and
final drive

in out

The control unit records the
incoming sensor signals
during vehicle operation,
evaluates these signals and
activates the individual
solenoid valves.
The integrated dynamic shift
program automatically selects
the "Eco" shift characteristic or
"Sport" shift characteristic.

SSP 201_065

For more detailed information, please refer to in
Self-Study Programme No. 176 “4-speed
Automatic Gearbox 001“ .

28

The fuel tank

of the LUPO is located in the crash-protected
area in front of the rear axle.
It has a volume of 35 litres.

Petrol engines

The activated charcoal canister
is located at the front right­hand side of the vehicle.
The activated charcoal
absorbs fuel components from
fuel vapours.

Fuel system

P

rove

n

E

le

ctric

in

te

rio

r

ta

n

k p

u

m

p

G

ra

vity

p

re

f va

m

ssu

lve

te

d

ch

a

re

lie

Activa

syste

Quick-release couplings are used
for installing the fuel pipes.

rco

re

a

l ca

n

iste

r

SSP 201_051

Act. char. canister

SSP 201_059

The fuel gauge sender is attached to
the fuel pump housing.

SSP 201_047

Quick-release

couplings

Fuel pump

Sender

Diesel engines

Diesel-engined vehicles do not require a fuel
pump or activated charcoal canister. The fuel
gauge sender, in combination with the intake
manifold

SSP 201_058

for the intake, form a single unit. The fuel pump
is an integral part of the distributor injection
pump.

29

Running gear

The running gear

of the LUPO is identical to the Polo’95.

s

le

u

d

o

m

n

sio

n

e

sp

u

S

ro

g

e

th

co

la

u

d

o

m

p

u

To

m

r sy

Fro

s

r

S

p

i

risin

e

t

n

n

o
re

ste

e

t

a

g

m

g

n

i

r

e

l

x

a

m

a

e

b

e

l

x

a

r

The running gear has been adapted to the
LUPO, making allowance for driving safety and
driving comfort.

The following pages will present you

with the following items:

•

The steering

•

The front axle

•

The rear axle

•

The brakes

•

The traction control systems

SSP 201_080

30

The steering

comprises a safety steering column which is
height-adjustable and a mechanical steering
gear.

The safety steering column

m

m

9

3

1

5

0

SSP 201_066

S

u

sp

e

n

sio

n

m

o

d

u

le

s

o

d

u

la

r syste

m

g

n

n

i

c

a

l

g

e

a

r

e

e

r

i

n

g

th

co

m

p

risin

g

Pow

g

e

M
s

ro

u

p

m

S

a

fe

ty

ste

e

rin

co

lu

m

e

c

h

a

t

e

e

r

i

n

g

e

r

s

t

a

r

e

G

The safety steering column can be
compressed by up to 150 mm during

m

m

a crash. This reduces the injury risk
for the driver.

Power steering

Depending on performance and wheel size, the
LUPO is equipped with power steering.

The two track rods for
power steering and
mechanical steering
are adjustable.

SSP 201_067

31

Running gear

The front axle of the LUPO

comprises suspension struts and wishbones. The
suspension struts are bolted to the wheel bearing
housing and the wishbones are bolted to the
subframe by rubber mountings.

e

th

m

o

s fr

le

u

d

o

m

n

sio

n

e

sp

u

S

u

ro

G

Wh

la

u

d

o

m

p

s

n

e

p

s

u

S

s

ra

f

b

u

S

a

e

b

l

e

e

o

h

m

ste

r sy

n

o

i

t

u

r

t

e

m

g

n

i

r

g

n

i

s

u

For more detailed information regarding this axle
in respect of castor, shock absorption
characteristics and the track-stabilising kingpin
offset, please refer to Self-Study Programme No.

166.

32

SSP 201_068

The Lupo with power
steering has an anti­roll bar on the front
axle.

Anti-roll bar

SSP 201_069

The rear axle

is a torsion beam axle.

S
co
Th

u

sp

e

n

sio

n

m

o

d

u

le

m

p

risin

g

G

ro

u

p

m

e

s

o

d

u

la

r syste

m

Toe and camber design are defined by design
and are non-adjustable. For vehicle alignment,
the ascertained values can only be compared
with the nominal values in the Workshop
Manual.

Shock absorbers

SSP 201_070

To

rsio

n

b

e

e

r a

e

a

x

le

n

d

e

l b

e

a

rin

ra

tio

n

re

a

S

e

co

w

h

g

e

n

Springs and dampers
are positioned separately.

m

-

g

SSP 201_072

SSP 201_083

The bonded rubber bushes of the rear axle
have been fitted rotated through 45°.
This reduces noise transmission from the
road to the body.

33

Th
e

Running gear

The brake system

The standard equipment comprises:

rd

a

d

n

sta

re

s a

m

ite

g

in

llow

fo

e

t

n

e

m

ip

u

q

ll ve

a

in

ra

b

s:

icle

h

l

a

n

o

g

a

i

D

u

d

k

ra

b

ra

B

d

-

d

a

Lo

re

u

s

s

re

p

e

k

t

i

l

p

s

t

i

u

rc

i

c

-

l

a

m

e

t

s

y

s

e

vo

r

e

s

e

k

t

n

e

d

n

e

p

e

re

r

to

a

l

u

g

ventilated front disc brakes•

self-adjusting rear drum brakes•

For added active safety, the anti-lock braking
system ITT Mark 20 IE is available with electronic
brake pressure distributor.

34

SSP 201_073

The front brakes

Ventilated
disc brakes

up to 55 kW

dia. 239 mm x 18 mm

SSP 201_074

as of 74 kW

dia. 256 mm x 20 mm

SSP 201_071

The rear brakes

Drum brakes to 55 kW Disc brakes for 74 kW and above

dia. 180 x 30 mm
without ABS

dia. 200 x 40 mm
with ABS

SSP 201_075 SSP 201_076

dia. 232 x 9 mm
Alu. sliding caliper

35

Running gear

The

ElectronicStabilityBrakeSystem

improves track stability and steerability when the
vehicle is being braked by activating the brakes
selectively.

ESBS is an improved software in the
ITT Mark 20 IE control unit.

It utilises the sensors and actuators from the anti­lock braking system system.

SSP 201_077

SSP 201_078

Understeer

If a vehicle is braked heavily in a corner, the
wheel location forces acting on the front wheels
are reduced.
As the vehicle has forwards momentum, its
pushes towards the outer edge of the corner
over the front axle.
This driving situation is termed “understeer“.

In vehicles with ESBS, the ABS control unit
recognises this driving situation and responds by
altering the speeds of the individual wheels as
appropriate.
The anti-lock braking system reduces the brake
pressure applied to the front axle. This increases
the wheel location forces and the vehicle retains
its directional stability.

36

SSP 201_079

SSP 201_081

Oversteer

If the vehicle is steered into a corner too sharply
at high speed and if the brakes are applied
heavily, the rear will break away towards the
outer edge of the corner.
This driving situation is referred to as “oversteer“.

The ABS control unit recognises this situation and
responds by reducing the speed of the rear
wheels and reducing the brake pressure applied
to the wheels on the inside of the corner. This
increases the wheel traction forces acting on the
wheels on the inside of the corner and the vehicle
rear end retains its directional stability.

SSP 201_082

Malfunctioning of the ESBS can neither be
diagnosed nor repaired, because a vehicle's
driving dynamics cannot be reproduced with
workshop facilities.

37

Electrical system

Decentralised vehicle electrical
system

The layout of the electrical system is
decentralised, i.e. the basic component parts of
the electrical system are located at different
fitting locations.

The main components are:

Main fuse box at the battery•

•

Relay carrier, coupling station, potential
distributor and fuse holder behind the dash
panel insert

Coupling station at A-pillar,

•
left and right

Vehicle-specific wiring harness•

Diagnosis plug•

Coupling station
A-pillar

Main fuse box

Diagnosis plug

Coupling station at A-pillar

Fuse holder

Relay
carrier

Battery

38

Bracket at en-gine
bulkhead

Pot. distributor

Coupling station

SSP 201_095

The components of the
decentralised vehicle electrical
system

SSP 201_090

Main fuse box

Here, the electrical system is protected by fuses
directly behind the battery.

•

The alternator, cabin power supply, glow plug
system and the air conditioning system are
protected by metal fuses.

The ABS system and the radiator fan are

•
protected by micro-fuses (Little Fuse).

In the current flow diagram, the fuses positioned
here have the code designation “SA“.

100 19

1515153015151515151515151515303020

167

100 19

1515153015151515151515151515303020

Relay carrier

167

Used for mounting the relays for standard
equipment and optional extras.The relay carrier
is fixed by two retaining lugs.

SSP 201_091

Coupling station below relay carrier

The connections to the vehicle electrical system
are made in the coupling station by means of
colour-coded and mechanically coded
connectors (e.g. engine compartment, dash
panel insert). The potential distributor is located
on the left next to the coupling station (threaded
terminal, terminal 30).

SSP 201_092

39

Electrical system

The components of the
decentralised vehicle electrical
system

Fuse-holder

100 19

1515153015151515151515151515303020

167

Two different fuses are used to protect the
electrical circuit.

Mini-fuse rated for max. 15A-

Micro-fuse (Little Fuse) rated for over 15 A-

SSP 201_093

This combination offers the following
advantages:

More fuses within the same construction space-

More electrical circuits protected by individual

-

fuses

In the current flow diagram, the fuses positioned
here have the code designation “SB“.

SSP 201_097

SSP 201_087

Coupling station at A-pillar

The connections to the doors, e.g. loudspeakers,
central locking and power windows, are located
in this coupling station.

Diagnosis plug

Fitting location: in dash panel insert, behind
oddments tray.

40

The fitting locations of the control
units

Airbag control unit
on gearbox tunnel

Engine control unit

Automatic gearbox

control unit

ABS control

unit

Control unit for

radiator fan

Control unit for
central locking/above
relay carrier

Control unit for
immobiliser/above fuse­holder

SSP 201_094

41

Electrical system

The dash panel insert

The distinctive design of the dash panel insert
comprises two instrument clusters.

The rev counter comprising:

- Fuel indicator

The speedometer comprising:

- Odometer and trip recorder

9
8
0

1_
0

2
P
S
S

- Coolant temperature display

- Digital clock

- and warning lamps

40

30

20

50

60

10

0

Setting buttons for digital clock Reset button for trip recorder and

- Service Interval Display

- Indicator

- and warning lamps

70

SSP 201_098

Service Interval Display

42

Technical features:

•

LEDs are used exclusively for illumination and
as warning lamps.

Blue instrument lighting with luminous red

•

pointers.

•

The analogue displays (rev counter, speed­ometer, fuel gauge and coolant temperature)
are activated by stepping motors with
software-controlled damping.

Connected to vehicle electrical system by

•

means of a 32-pin connector.

The same version of the dash panel insert is

•

used for all model variants.

The Lupo has the same self-diagnosis (address

•

word 17) as in the Polo ‘98.

The immobiliser

The immobiliser has a separate control unit
which is equivalent to the 2nd generation in
design and function and comprises an additional
variable code. The control unit is behind the dash
panel insert via the fuse holder.
The self-diagnosis function (address word 25) is
identical to the POLO ‘98.

Functional description:

After turning on the ignition, the transponder
transmits a fixed code via the reader coil to the
immobiliser control unit. If this code matches the
code stored in the immobiliser control unit, a
random number generator generates a variable
code. This variable code is transmitted to the
transponder in the car key fob. A secret
arithmetic operation is now started in the
transponder and in the immobiliser control unit.

The transponder transmits its result to the
immobiliser control unit which recognises the
correct car key by comparing this result with its
own result.
A variable code is then cross-checked between
the immobiliser control unit and engine control
unit. Once a match has been established, the
vehicle is ready for operation.

Engine control unit

Transponder

Reader coil

Immobiliser control unit

SSP 201_099

43

Electrical system

The central locking system

In vehicles that are also equipped with power
windows, a control unit is integrated in the

The central locking system, in combination with
manual window lifters, is available as an
optional extra. The motors for central locking are
activated directly by the central control unit.

window lifter motor for operation and force
limitation. With this version also, the motors for
the central locking and window lifters are
activated directly by the central control unit.

The central locking comprises the following
functions:

•

Electric motor operated central locking
system with SAFE function for locking the
doors and tailgate.

Doors are locked and unlocked with interior

•

•

Convenience opening of the power windows
as well as convenience locking of the window
lifters and sliding/tilting roof is possible via
the door lock cylinder.

Self-diagnostic capability (address word 35).•

Lock - Unlock button

Interior light and boot light control.• Anti-theft warning system with radio-wave

•

remote control as an option

•

The airbag control unit unlocks the doors if it
recognises that the vehicle has been involved
in a crash.

Window lifter motor
and control unit

Contact switch for anti­theft warning system
(option)

Tailgate actuator motor

Alarm signal horn
(option)

Window lifter motor with
control unit

Operating unit

Central module

SSP 201_096

44

Radio generation ‘99

The

BETA

and

GAMMA

fundamentally revised from a technical
viewpoint and their design has been updated.
The alpha radio system is available with
unchanged technology and design.
.

radio systems have been

Control panel

The figures show the user interface of the
and

GAMMA

radio systems with removable

control panel.

Radio system

BETA

Radio system

GAMMA

BETA

SSP 201_124

SSP 201_118

The main new features of the
and

GAMMA

Display lighting in blue, button and

•

radio systems are:

buttons backlit in red.

•

Optionally available with
permanent or removable control
panel.

BETA

SSP 201_119

•

New menu adjustments,
e.g. balance or bass, and on-screen
menu assistance are possible.

•

The convenience anti-theft device
saves recoding the radio system,
e.g. after cutting off the power
supply for servicing.

Self-diagnostic capability•

45

Electrical system

The

BETA

radio system

The new functional features are:

30-station memory•

•

The loudspeaker balance on the left and
right can be adjusted with the BAL (Balance)
button.

SSSSpeed-dependent volume adaption /

•
AA

GGGGAAAALLLLAA

Prepared for connecting CD changer •

•

Playback of calling or called party through
all loudspeakers while conducting a
telephone call.

Slider for removing the
control panel

The convenience anti-theft device

To commission the radio, the four-digit code
number of the electronic anti-theft device must
be entered.

When the NO contact is closed, a
communication link is established between the
radio and the dash panel insert via the self­diagnosis wire (K wire).

If the supply is cut off, e.g. to carry out work on
the electrical system, the radio checks whether
the dash panel insert is the same as before
voltage cut-off after inserting the ignition key and
turning on the ignition.

SSP 201_127

If the radio recognises the dash panel insert, the
radio is again ready for operation without having
to reenter the four-digit code number a delay of
several seconds.

However, if the radio is fitted in another vehicle,
the four-digit code number must be re-entered.

46

The

GAMMA

radio system

offers the following new features in addition to
the functional features of the

BETA

:

•

If the vehicle has a Highline dash panel
insert, the frequency and the station name
are displayed.

The above-specified combination is currently not
available for the LUPO.

•

With the TIM function, up to 9 traffic
announcements of a selected TP station can
be recorded automatically.
Max. total duration is 4 minutes.
When the radio is on, every traffic information
message is recorded as soon as TP appears in
the display. When the radio is off, record
mode can be activated by briefly pressing the
TIM button. The memory automatically stores
traffic information messages for a 24-hour
period.
Once this period of time has elapsed or when
the radio is switched on, the standby function
ends.

•

Due to programme content, e.g. classical
music or rock music, the various stations have
a different basic volume.
The radio adjusts the basic volume by
automatically adapting the volume, provided
that the stations have been programmed in
the station keys.

For more detailed information regarding the
subject of Radio Reception/Basics, please refer to
Self-Study Programme No. 147 “Radio Systems
´94“.

The CD player

The new CD player can be
combined with the
and

GAMMA

radio

BETA

systems.
The fitting location is
above or below the radio,

SELECT

depending on the vehicle
model.

To select CD player mode and
CD changer mode

The CD player can play back one music CD at a
time. The CD player is operated by means of the
radio buttons.

CD

CD IN

CD eject buttonSELECT button

CD CHANGERCD PLAYER

CD

SSP 201_125

The CD player can also be combined with a 6­disc CD changer which has been optimised in
size.

47

Heating, air conditioning

For heater and air conditioner operation in the
LUPO, two equipment variants are available:

a heater or-

a manually operated

­heater and air conditioner

Heater

As in other models, too, fresh air/air
recirculation mode is possible for added
comfort.

Air recirculation mode can be switched on
and off with the air recirculation button

Air recirculation mode is switched off
automatically when the rotary switch for air
distribution is set to "Defrost".
The depressed air recirculation button
is released mechanically.
This keeps any moist cabin air, e.g. due to
wet clothing, away from windscreen.

Manual air conditioner

In the case of the manual air conditioning
system, the driver or front passenger
controls the interior climate. Air conditioning
mode can be switched on or off by pressing
the AC button (Air Conditioning).

SSP 201_106

SSP 201_107

48

The fresh air/air recirculation flap
isoperated by electric motor. All other flaps
are activated via Bowden cables.

An electronic high pressure sender
records the overall refrigerant pressure
curve.

SSP 201_108

SSP 201_109

High pressure sender G65

is integrated in the high-pressure pipe of the
refrigerant circuit.

It records the refrigerant pressure and transduces
the physical quantity of "pressure" into an
electrical signal.

It is an electronic pressure sensor which replaces
the air conditioner pressure switch F 129 used
previously.

Unlike the pressure switch for the air
conditioning system, not only the defined
pressure thresholds but also the overall pressure
characteristic of the refrigerant are recorded.

SSP 201_110

The high pressure sender is currently fitted in
petrol-engined vehicles with air conditioning
system.

Signal utilisation:

By evaluating the signal, the engine control unit
and the radiator fan control unit recognise the
load which the air conditioner compressor exerts
on the engine.

Signal failure:

If the radiator fan control unit does not detect a
pressure signal, the air conditioner compressor is
switched off.

Self-diagnosis “fault message“:

Plus-points:

-

In idling mode, engine speed can be
adapted exactly to the power consumption of
the air conditioner compressor.

-

The cut-in and cut-out cycles of the radiator
fan settings are staggered by a short delay
time. This ensures that the speed variations of
the cooling fan are barely perceptible in
idling mode and enhances comfort
particularly in vehicles with less powerful
engines.

The high pressure sender is stored in the fault
memory of the engine electronics.

e.g.: 00819 high pressure sender G65

“Signal too low“

49

Heating, air conditioning

Function of the high pressure sender

The refrigerant pressure is sent to a silicon
crystal. A characteristic of this silicon crystal is
that its electrical resistance changes as soon as it
is “bent“. This is dependent on pressure level and
curve.

At low pressurea

If the crystal is only “bent“
minimally, the resistance change
is equally as a small as the
voltage change.

The silicon crystal, together with a
microprocessor, is integrated in the sensor and
supplied with voltage.
Changes in the resistance of the silicon crystal
and the resulting voltage changes in the crystal
are processed by the microprocessor and
converted into a pulse-width modulated output
signal (PWM).

Low pressure

Silicon crystal
(resistance)

Pulse-width modulated signal (PWM)

The pulse-width modulated signals are
generated at a frequency of 50 Hz.
This results in a period duration
of 20 ms, which is equivalent to 100%.

The pulse width at a low pressure of

1.4 bar is 2.6 ms. This is equivalent to 13% of the

period duration.

Voltage

Microprocessor

Pulse-width modulated
signal

SSP 201_111

Period duration
20 ms ≈ 100%

Pulse width

2.6 ms

Low pressure

13% ≈ 1.4 bar

SSP 201_113

50

At high (rising) pressure

is the crystal thickness “bent“.
The resistance increases in
direct proportion to the
voltage change.

Pulse-width modulated signal (PWM)

High pressure

Silicon crystal
(resistance)

Voltage

Microprocessor

Pulse-width modulated
signal

SSP 201_112

The pulse width increases in direct proportion to
increasing pressure.
The pulse width at a high pressure of 37 bar is
18 ms.
This is equivalent to 90% the period duration.

Period duration
20 ms ≈ 100%

Pulse width
18 ms

High pressure
90% ≈ 37 bar

SSP 201_114

51

Heating, air conditioning system

Radiator control unit J293

has been improved technically, and its function
has been adapted to the new high pressure
sender G65.

It will be fitted with the high pressure sender, and
its distinguishing design features are its modified
plug connections.

The functions are:

SSP 201_121

-

Activating/de-activating the next higher
radiator fan setting and the solenoid
coupling of the air conditioner compressor

-

Monitoring the overall pressure
characteristic of the refrigerant by evaluating
the pulse-width modulated signal (PWM)
from the high pressure sender

-

Bi-directional signal exchange with
the engine and gearbox control unit

Test function:

The control unit currently does not have self­diagnostic capability. For details of test
possibilities, please refer to the current
Workshop Manual on the "Heating/air
conditioning system".

52

System overview

Switch for
A/C system

E 35

Ambient
temperature
switch

F 38

Gearbox control unit

J . . .

Engine ctrl unit

J . . .

Radiator fan
control unit

J 293

High press.
sender

G 65

Radiator fan

V 7

Solenoid coupling

N 25

Thermoswitch for
radiator fan

F 18

SSP 201_116

53

Heating, air conditioning system

Functional diagram

A/+

F18

V7

E9

1234

0

SA4 SB27SA8SA7

J 293

N25

SB48

F38

E35

G65

Engine control unit

engine control unit

Gearbox control unit

V2

N 24

SSP 201_117

54

Colour
codes:

Components

Battery positive terminalA/+

Switch for fresh air blowerE 9

Switch for air conditioning systemE 35

Thermoswitch for radiator fanF 18

Ambient temperature switchF 38

High pressure senderG 65

Radiator fan control unitJ 293

N 24

Series resistor for fresh air blower
with safety thermal cut-out

Input signal

Output signal

SB 27

SA 4

SA 8

SA 7

SB 48

V 2

Positive
terminal
Earth

Solenoid couplingN25

Fuse in
fuse holder/relay board

Fuse in
fuse holder/battery

Fuse in
fuse holder/battery

Fuse in
fuse holder/battery

Fuse in
fuse holder/relay board

Fresh air blower

Cooling fanV 7

Bidirectional

PWM signal

Here you can see the new
special tools and workshop
equipment

LLLLaaaasssshhhhiiiinnnngggg ssssttttrrrraaaapppp set (2 pcs.)
T 100 38

Service

SSP 201_192

Application Before removing the rear axle, the Lupo must be

lashed to the support arms of the lifting platform.

For this purpose, the plugs must first be removed from the side
members. The lashing straps on the left and right must then be
fed through the holes in the side members and lashed securely.

If the vehicle is not lashed securely, there is the danger
that the vehicle will slide off the lifting platform
because the front end of the vehicle bears most of the
weight.

SSP 201_193

55

Service.

201

For internal use only. © VOLKSWAGEN AG, Wolfsburg

All rights reserved. Technical specifications subject to change without notice.

740.2810.15.00 Technical status: 08/97

! This paper is produced from

non-chlorine-bleached pulp.