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: q q q q q 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

NEW

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.

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

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

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 connection, 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.

216_003

Lightweight materials
Aluminium
Chemical symbol: Al Aluminium is the most commonly occurring metal in the earth's crust. However, it does not occur naturally as a pure metal. It has to be extracted from its compounds. Aluminium is principally extracted from bauxite on an industrial scale. Aluminium oxide is extracted from bauxite by a breakdown process using caustic soda. This chemical process is known as the Bayer Method. Highly pure aluminium can be obtained from aluminium oxide by means of melt flow electrolysis. Increasing amounts of used aluminium are meanwhile being recycled. This closed recycling loop is reducing demand for mining bauxite and the energy consumption associated with aluminium extraction.

NaOH

Caustic soda

216_021

Bauxite mining

Bayer Method

Al2O3 Aluminium oxide

Melt flow electrolysis

Aluminium

Aluminium is a silvery metal which protects itself against further oxidation by a solid oxide layer. In the case of iron, for example, the oxide layer - commonly known as rust - does not adhere to the metal surface, with the result that iron continues to rust. The aluminium's oxide layer can be thickened by a process known as anodising.

216_023 Oxide formation on aluminium surfaces

216_024 Oxide formation on iron surfaces

Magnesium
Chemical symbol: Mg In the 60s and 70s, magnesium was used on an industrial scale in motor construction at Volkswagen. However, magnesium technology fell by the wayside due to a sharp rise in prices in comparison with aluminium in the eighties and the demise of air-cooled engines. The extremely low weight of magnesium has now resulted in a renaissance as a result of pressure on vehicle manufacturers to reduce fuel consumption. Magnesium does not occur naturally as a pure metal. It has to be extracted from its compounds. Unlike aluminium, however, a salt of magnesium - magnesium chloride - is used industrially and not the oxide. As with aluminium, the process consists of melt flow electrolysis. The development of new alloys made it possible to improve casting properties, heat resistance and corrosion resistance of magnesium parts.

CaF2

Flux agent

Magnesium chloride mining in the Dead Sea

Purification and drying of MgCl2

Melt flow electrolysis

Magnesium

216_022

The Dead Sea Magnesium company was established in Israel in order to safeguard the availability, price stability and quality of magnesium in future. This company is a joint venture between Volkswagen AG and the Israeli Dead Sea Works in which Volkswagen has a 35 percent holding. The headquarters of Dead Sea Magnesium are located directly next to the Dead Sea in Israel. Here, high-grade magnesium is produced from magnesium chloride and supplied directly to processing plants.

Lightweight materials
Melt flow electrolysis
The concept can best be explained by breaking it down into its two component parts. Melt flow implies that the starting material is in a molten, i.e. liquid, state. That is the prerequisite for the second part of the concept - electrolysis. Electrolysis is the name given to a process in which a chemical compound is split up by means of an electrical current. The overall reaction process is very complex; explaining it in full would involve an in-depth seminar into subatomic physics. For this reason, we will explain the reaction which takes place by means of a heavily simplified model. Imagine the starting material (aluminium oxide or magnesium chloride) in a heat-resistant tank. The tank is heated until its contents melt. Two carbon electrodes are suspended in the melt and a DC voltage is applied. Pure metal then forms a deposit on the cathode. At the anode, electrode carbon is used up and released in the form of carbon dioxide.

Anode

Cathode CO2 Melts of aluminium oxide

Aluminium

Voltage source

216_014

Melts of aluminium oxide

Carbon blocks serving as anodes

Aluminium Cathodes

Aluminium melt electrolysis is carried out industrially in large iron vats. The side walls and base are coated with carbon and serve as cathodes. Carbon blocks serving as anodes are suspended in the melt. Aluminium is deposited on the base of the vat, since the distance between the anodes and the base is less than the distance between the anodes and the walls. A layer of liquid aluminium forms beneath the melt. This layer is racked off every 2-4 days and can be cast in ingots.

Carbon coating

216_015

216_025

216_026

Alloys
Aluminium and magnesium are very light but they are not very strong or tough in their pure states. The characteristics of a pure metal melt can be changed by adding other metals or suitable elements. This produces what is known as a metal alloy. Foreign metal atoms attach themselves to the atomic lattice of a metal and, in so doing, change the metals characteristics. No doubt you will be familiar with this process in connection with iron. It can be endowed with special hardness, toughness, ductility or corrosion resistance by adding chromium, titanium, molybdenum, vanadium or other metals.

Metal lattice of a pure metal, e.g. iron

Metal lattice of a ferrous alloy

The strength and corrosion resistance of aluminium and magnesium can be increased by alloying. Alloying also improves the casting properties of magnesium in particular, allowing gravity die castings with a very low wall thickness. The strength of a metal can be increased not only by alloying but also by forging and hardening. Both process alter the microstructure of the metal. It becomes harder and stronger.

Lightweight materials
Processing
Shaping of sheet aluminium parts Once the aluminium has been extracted by the process described above and the alloy constituents have been added, the aluminium must still of course be given its final shape. Aluminium is shaped in two stages. First of all, the raw material must be rolled into sheet-metal panels. This is done in several stages until the necessary sheet-metal thickness has been reached. The sheet-metal panels are then made into the required shape by cutting and deep drawing. Depending on the degree of deformation of the body section produced, deep drawing can also be performed in several stages. After being reshaped, aluminium parts are still too soft. For this reason, they are post-hardened (by heat treatment) to increase their strength. During the hardening process, certain alloy elements bind themselves to the aluminium, increasing the tension in the metal lattice and thus increasing its strength.

Cutting and Aluminium Rolling deep drawing

216_032 Deep drawing Hardening

10

Shaping magnesium parts In automobile manufacturing, the majority of magnesium parts are made by gravity die casting. This process is ideal for producing filigree shapes. Much-used motor vehicle parts made of magnesium include gearcases, steering wheels, ignition starter lock housings, trim panels, covers, body inner sections, etc. As with aluminium, alloy constituents are added to the extracted magnesium, improving its casting characteristics markedly. The molten magnesium alloy is injected into a casting die under high pressure and at a high rate. The casting cools down inside the die and is ejected after the die is opened. The die is not destroyed and so can be re-used for further castings. After the parts have been cast, they must be released from the sprue and deburred but otherwise their fitting accuracy is very high.

Magnesium

Gravity die casting process

216_033

Remove sprue and deburr

11

Contact corrosion
Electrochemical series and corrosion
The relatively high susceptibility of aluminium and magnesium to corrosion when they come into contact with iron is reflected in the so-called electrochemical series of these metals. In these electrochemical series, the metals are arranged in the following order: ... Na, Ce, Mg, Al, Ti, Mn, Zn, Cr, Fe, Cd, ... Explaining this concept would also involve an indepth lecture on chemistry and physics. First of all, it would be necessary to explain what a normal hydrogen cell is and how the metals are measured against this cell in order to determine their electrochemical properties. That would easily exceed the scope of this booklet. For this reason, we will make use of a model here, too.

Salt water

Let us assume you have a test setup where you place an iron cylinder together with a plate made of, say, aluminium into a vessel so that they are in contact with each other. Pour some water containing a small amount of dissolved table salt on the two metal parts and watch what happens. You will find that the surface of the aluminium disintegrates and the solid aluminium seems to disappear.

Iron Aluminium

216_016

216_017 Corrosion

Salt water Iron

If you now conduct the same experiment with a plate made of magnesium instead of aluminium then you will find that the magnesium is corroded to a much higher degree.

Magnesium

216_018

216_019 Higher degree of corrosion

12

The different corrosion behaviour of aluminium and magnesium is attributable to the distance between the metals in the electrochemical series. If they are located closer to each other in the electrochemical series and their electrochemical properties are similar, then they will be corroded to a lower degree. If they are located far apart from each other in the electrochemical series and have very different properties, then they will be corroded to a higher degree.

For this reason, the boundary surfaces between different metals are separated from one another by a coating. The applies to all fasteners and body parts which come into contact with different metals.

0 Magnesium Aluminium Iron Copper Gold

-2.36

-1.66 -1.22 -1.92

-0.44

+0.34

+1.5

216_020 The numeric values reflect the position of the element within the electrochemical series and are known as normal reduction potentials.

13

Contact corrosion
Non-metallic joining elements
Non-metallic joining elements include: rubber parts, plastic parts, adhesives and body sealants The following rule of thumb applies here: All non-metallic joining elements must have a specific volume resistance and may not be electrically conductive.

The constituent materials of these joining elements can cause contact corrosion if they join two different metals and are electrically conductive. The joining elements are used much like a bridge. This means that if, say, two different metals are joined via an electrically conductive rubber seal, then the metal with the lower value in the electrochemical series will be destroyed by corrosion. Conventional adhesives and plastics can be made electrically conductive by using soot as a filler. No soot or similar fillers were added to the materials used in the Lupo 3L.

Only the original parts and materials specified in the Workshop Manual may be used to carry out repair work.

14

Windscreen bonding

Rubber seals (also applicable to the doors and bonnet)

Glazing

Body

Bonding 216_050 216_053

The diagram shows the damping measures employed in the Lupo 3L.

216_049

216_052

216_051

Body fine sealing

Body bonding

15

Contact corrosion
Metallic joining elements
Metallic joining elements include: - screws, - clips, - hinges, joints, etc. These joining elements are normally manufactured from ferrous products and, therefore, are incompatible with aluminium and magnesium. To avoid contact corrosion, the various metals have to be kept apart from each other. This is done by using a variety of coatings. The coatings specified in the following are not used exclusively for the joining elements specified above. Instead, they are used to protect the connecting points of various add-on parts (such as the locks). The following coatings are used: q Coatings containing zinc and aluminium dust (Dacromet, Delta Tone) Usages: screws/bolts, hinges, joints, etc. q Special zinc alloy coatings Usage: Connecting points of add-on parts (e.g. wheel housing liners) q Tin coatings (for non-ferrous metals such as copper and brass) Usage: screws/bolts q Duplex systems (zinc and paint) Usages: screws/bolts, locks, etc. The coatings work on the basic principle that the various metals are separated from each other by an electrically insulating layer and the coatings contain more basic metals which are slowly sacrificed by residual corrosion.

216_054

To ensure that no mix-ups with normal joining elements can occur, the coatings are coloured green.

These joining elements may only be used once because the coatings can be damaged mechanically and, as a result, cause contact corrosion.

16

Joining methods
Roll and pierce riveting
The technology of roll and pierce riveting is already being used in a similar form in the Audi A8. In the Lupo 3L, various sheet-metal panels of the bonnet and the door are joined together using this technology. The advantages are: - Prepunching of sheet-metal panels is no longer necessary. - The lower metal sheet is not completely separated. - Higher panel strength and less energy consumption in comparison with spot welding.

Process Roll and pierce riveting involves pressing a semihollow rivet through the first sheet metal layer by means of riveting tools. The second sheet metal layer is only deformed by the rivet and the base of the semi-hollow rivet is spread apart. This forms a closing head which holds the flush rivet joint securely. Corrosion protection The base material of the roll and pierce rivets is steel. In order to prevent contact corrosion occurring when the rivets come into contact with the aluminium panels, the roll and pierce rivets have a zinc-nickel coating.
216_005

216_004

216_006

Of all the aluminium parts, only the bonnet and the doors (add-on parts) are riveted. For this reason, riveting is of no importance to repair work because the riveted joints are not repaired in this case.

17

Joining methods
Clinching
The technique of clinching is already being used in the production of the Audi A8. Clinching is only used to join non-load-bearing, simple components because the connecting points have little static strength. In the case of the Lupo 3L, clinching is also used for roll and pierce riveting during door production. The advantages are: - Clinching is a quick and clean joining method - Clinching is inexpensive because no supply cables are required during production

Process Clinching eliminates the need for rivets. At the joining seam, the upper die presses the two sheet-metal panels into a lower die. A non-positive and flush joint is made by sinking and compressing the upper metal sheet into the lower metal sheet.
216_007

Corrosion protection Use of clinching during door production for the Lupo 3L eliminates the risk of contact corrosion because both metal sheets are made of aluminium. However, different materials can in principle be joined by means of clinching, provided that they are isolated from each other by a coating.
216_008

216_009

18

Laser welding
Laser welding is a fully automated welding technique for making high-quality joints. On the body exterior in particular, this process offers major advantages in the form of cleaner weld seams, high strength and minimum overlapping of the body parts to be joined. This minimises rework by contrast with other welding techniques. On the Lupo 3L body, the body side panels are joined to the sills. The roof outer skin and the upper A and B pillars are joined using this welding technique. The advantages are: - minimal distortion - little rework is necessary because the weld is clean - easy to seal - good top coat - high strength - no corrosion occurs because there is little overlap

216_011

Process In the laser welding process, the material is melted on by means of a laser beam. In this process, the sheet-metal panels either fuse together directly or an additional welding wire is fed in. During laser welding with welding wire in-feed, the welding is shielded against a reaction with the atmosphere with an inert gas. Corrosion protection With this joining method, only steel sheets are joined together. For this reason, there is no need for protection against contact corrosion. Otherwise, conventional corrosion protection measures are employed for the weldings.

Laser beam

Steel sheets

216_012

Welding wire

Protection

19

Bodyshell
High-strength body panels in the bodyshell
As in the bodyshell of the entry-level Lupo, highstrength body panels are also used in the Lupo 3L. High-strength body panels are notable for their low sheet-metal thickness and higher strength. This also results in weight savings compared to conventional body panels. The tasks of these high-quality sheet-metal panels are: - To absorb and distribute energy more specifically in the event of a collision and - to absorb the vibrations induced in the rear axle by the rear axle mount.

2 3 6
216_010

1 2 3 4 5 6

Reinforcement, plenum chamber Cover plate, side member Unit support Reinforcement, side member Upper wheel housing (wing add-on part) Rear axle mount

20

Differences to the entry-level Lupo

The body side panels are now lighter thanks to optimised sheet-metal thicknesses. The sheet-metal thickness used in the Lupo 3L version is still only 0.66mm.

Roof outer skin

216_042

Laser-welded seam

Body side panel

216_044

The sills were flared slightly in order to improve air flow at the rear wheels. They are attached to the body side panels by means of laser welding. This avoids a doublelayering of material in the sill area.

Laser-welded seam
216_043

21

Bodyshell
The rear side member is also thinner (sheet-metal thickness has been reduced to 1.25mm from 1.5mm). However, it is not manufactured from high-strength sheet metal.

216_062

The seat cross-members and rails were adopted from the Polo.

216_045

The mounting plate for the Lupo 3L, with openings for the steering and lines and for attaching the foot controls, is made of aluminium.

216_039

22

Add-on parts
The doors
Door-glass channel reinforcement

are manufactured entirely from aluminium panels and, for this reason, are about 30% lighter than doors of conventional steel construction. The design of the aluminium door is identical to that of the entry-level Lupo with steel door. The single-piece door inner panel matches the quality of the outer body panels. By comparison with the steel door, requirements for crash safety, door rigidity and acoustics were met and even exceeded in some cases. For offset crash safety, for example, a special profile section was developed for the door-glass channel reinforcement. Thanks to the characteristics of the aluminium from which it is manufactured, this profile section keeps deformation of the occupant cell to a minimum. The side impact reinforcements in the doors are also made of aluminium. The inner and outer door panels are joined by lock-seaming and clinching. The folds are bonded with epoxy resin adhesive and a PVC edge protection (body fine sealing). In areas which are required to meet high strength specifications, roll and pierce riveting is employed in addition.

Side impact reinforcement in the door

216_048

Epoxy resin adhesive

PVC edge protection

Sheet metal
216_013

23

Add-on parts
The wings
have a lightweight construction and made of aluminium. Corrosion protection plays an important role in the assembly process due to the numerous connecting points to the bodyshell. Several insulating methods have to be used and carefully monitored to ensure that absolutely no contact occurs between steel and aluminium parts. Insulation between aluminium wing and bodyshell: - Foils - Spacing nipple - Edge-raised seam in upper A pillar area For fixing purposes, the bolts/screws and windows have an additional Dacromet coating.

216_035

Edge raise Wing

Window

A pillar

216_046

Sheet metal bolt Spacer bump Plain washer Wing Foil

Body
216_047

24

The bumpers
were modified to reduce their weight and improve their aerodynamics. The modifications involved using lightweight construction methods and optimised air ducting in the bumper covers. Front bumper
216_034

The improved spoiler and the air scoop now integrated in the spoiler reduce front-end aerodynamic drag. Rear bumper The integrated rear diffusor improves air flow at the rear wheels.

Rear diffusor
216_036

The bonnet
has been made about 40% lighter by using aluminium. The parts of the inner body panels are joined by means of roll and pierce riveting, lock-seamed to the outer body panels in the conventional manner and bonded with epoxy resin adhesive. The folds have a PVC-impregnated seam. All bonnet add-on parts made of steel (e.g. gasfilled spring-bearing) are have a Dacromet coating at the connecting points.

216_037

25

Add-on parts
The tailgate
is manufactured from two materials using a new composite construction method: q The inner section is made of die-cast magnesium. q The body outer skin is made of sheet aluminium. The weight of the tailgate was reduced by 45% by using these light-alloys. The body outer skin and inner section are joined by lock-seaming and epoxy resin adhesive. The aerodynamics were also improved substantially. For this purpose, the upper edge of the tailgate was drawn outwards in order to create a more favourable spoiler.

216_040

Body outer skin The aluminium body outer skin is lock-seamed on all sides and has a lateral flange for mounting the body finish seal.

216_038

26

Inner section Due to the good casting properties of magnesium it is possible to combine the inner section and the reinforcements for the hinge, gas-filled spring and wiper motor mounts in a single part. These parts are cast in one piece and threaded inserts manufactured from high-strength aluminium are used for fixing the add-on parts. The lock reinforcement, which is still a single part for casting reasons, is one exception. It is made of aluminium and is bolted on to the inner section. To prevent contact corrosion occurring, an adhesive insulating layer is applied. The inner section is protected against corrosion and mechanical damage by an epoxy resin and a polyester powder coat. This powder coat is used, firstly, because it is easier to apply than a layer of paint and, secondly, because different coating thicknesses can be obtained by applying powder systematically.

216_058

27

Glazing
A weight reduction of 3 kg compared to the entry-level Lupo was achieved by using thin glass. To ensure that the use of thin glass in the Lupo 3L does not impair safety, the pane designs and thicknesses were optimised while making allowance for the different stresses and applicable safety requirements. No compromise were made either with regard to aerodynamics and acoustics. In other words, the bonded windows are flush-fitted.

216_028

Windscreen - Laminated safety glass - Pane thicknesses: 2 x 1.6mm - Overall thickness (incl. windscreen aerial): 3.9mm
216_027

The lighter panes may only be installed in the Lupo 3L. The entry-level Lupo is fitted with normal panes for design reasons.

28

Rear window - Tempered safety glass - Pane thickness: 2.85mm

216_029

Side window - Tempered safety glass - Pane thickness: 2.85mm

216_030

Door glass - Tempered safety glass - Pane thickness: 3.0mm

216_031

29

Service
Tools and equipment
For repairing the body, steel and aluminium body parts must be worked separately at all times, since contact with unsuitable tools or grinding dust can trigger off unwanted corrosion. For this reason, you are strongly advised to observe the working instructions given on the following pages.

Sheet metal working Separate tool sets are used for sheet steel and aluminium working. In addition, these tool sets are stored and cleaned separately. These are the main prerequisites for avoiding contact corrosion. To ensure the separation of these tools, tool set V.A.G 2010/2 was introduced for aluminium working. This set has been adapted to the specific requirements for aluminium working and is accommodated in a tool trolley with drawers or in the tool carrier (modular workstation VAS 5220). To prevent the aluminium tools being confused with the conventional steel tools, they former are coloured red.

Surface working For mechanical paint working, separate tools, equipment and abrasives must also be used for steel and aluminium body parts.

216_063

216_065

216_064

Tool carrier and red markings of aluminium tools

30

Extraction system The central extraction system of the body workstation plays a new and important role in two respects: - Contact corrosion is avoided by extracting grinding dust. - Extraction prevents the formation of flammable dust concentrations. For this reason, use the extraction system purposefully since it safeguards the quality of your work and protects your health.
216_066

Extraction system for steel (blue) and for aluminium (gray)

Straightening bench Alignment bracket set VAS 5042 for the entrylevel Lupo and the Seat Arosa can be used for the Lupo 3L without any restrictions.

It is absolutely necessary to make sure that aluminium and steel body parts are worked separately and that the correct materials are used.

31

Service
Modular workstation VAS 5220
The above-mentioned separation of the working of steel and aluminium parts sets new demands on your technical knowledge and on the workstation and/or workshop equipment. To satisfy these demands, the workshop concept was developed on the basis of the existing workstations. The concept of modular workstation VAS 5220 combines the manufacturer's design specifications with standard workshop facilities. Based on known body workstations V.A.G 1647 (steel) and V.A.G 2010 (aluminium), module workstation VAS 5220 represents a technically improved version. Module selection depends on workshop conditions. In addition, module workstation VAS 5220 can in future be adapted to technical development by adding further modules.

The various tool modules

1 Standard equipment for assembly work

6 Tools for saddling and cover work Basic module Equipped with curtain and rail system Extension Tool cupboards for safekeeping of tools 5 Tools for bumper repair work 4 Tools for riveting and bonding aluminium parts

2 Standard equipment for assembly work on aluminium parts

3 Tools for bonding/repairing panes

216_061

32

Painting work on aluminium parts

Certain materials have been designated for painting work and the associated preliminary work. These materials may only be processed with the associated components (hardener, thinner).

Please use the following materials: - 1-component filler coat LGF 008 001 A2 is to be used on bare aluminium. - For smoothing off surfaces, use Vario filler ALN 786 003 13. - For filling please use 2-component IR filler LSP 010 000 A3.

216_055

216_056

216_057

33

Test your knowledge

1. From what raw materials are the light alloys aluminium and magnesium extracted industrially? a) Aluminium and magnesium chloride b) Magnesium chloride (magnesium), bauxite (aluminium) c) Magnesium and aluminium oxide 2. What are the shaping processes that are used to give aluminium and magnesium body parts their final shape? Aluminium: Magnesium:

3. With what combination of two metals would contact corrosion be most severe?
0 Zinc Lead Copper Gold

Electrochemical series -0.76 -0.13 +0.34 +1.5

216_060

Solution: 4. What new joining methods are will be used for the Lupo 3L in comparison with the entry-level Lupo?

5. What body section(s) is (are) made of magnesium? a) Door inner section b) Tailgate inner section c) Bonnet d) All add-on parts, including locks and hinges

34

Notes

35 Solutions: 1.) b 2.) Aluminium: Deep drawing Magnesium: Die casting 3.) Zinc and gold 4.) Roll and pierce riveting, clinching, laser welding 5.) Tailgate inner section

216

For internal use only VOLKSWAGEN AG, Wolfsburg All rights reserved. Technical specifications subject to change without notice. 940.2810.35.20 Technical status: 03/99

Y This paper is produced from

non-chlorine-bleached pulp.