The new Eos in detail

The new Volkswagen Eos is the first car in the world to feature a five-section hard top with an integrated sliding/tilting glass roof.

The roof can be opened and closed respectively in only 25 seconds by electrohydraulics. The CSC-roof (convertible, sliding and coupe roof) offers not only visual, but also practical advantages.

Firstly, a pure convertible feeling. As the windscreen frame (the roof cross member to be precise) projects far less into the interior than is the case with previous similar models - there is nothing above the driver and front passenger than the sky.

Secondly, it is easier getting in and out of the car. The shorter windscreen frame makes it easier to get into the Eos when the roof is open, as the driver or passengers do not have to manoeuvre their heads past the frame.

Thirdly, the large sliding/tilting glass roof - since the sun doesn’t always shine! In such cases, the large glass sliding roof fitted in the Eos captures light, air and a good mood. It weighs twelve kilogrammes and its dimensions of 1.125 metres width and 0.605 length metres clearly exceed those of a conventional sun roof. Completely retracted the glass roof opens an aperture of 1.035 metre width and 0.390 metre length. The first sun roof fitted into a retractable hard top can be tilted upwards by 35 millimetres. The sliding/tilting roof is activated via a separate black button integrated into a silver switch for opening and closing the roof.

In addition, the CSC-roof offers the general advantages of unimpeded suitability throughout the year, as well as low noise levels even at higher driving speeds and with the roof closed. Also, the hard shell makes life harder for thieves and vandals.

The roof was developed together with the specialists of the German company Webasto.

FUNCTIONING

The roof of the Eos is made of steel and glass; never before has a hard top technology of such a complexity and reliability been put into practice.

And this is how the CSC-system works: the CSC-roof is opened and closed via a specially designed switch in the centre console. As described earlier, from the first ‘click’ to the last ‘clack’ it takes only 25 seconds. After pushing the convertible roof actuation button, all 4 windows are lowered.

Only when the windows have lowered fully does the glass panel begin to open via the electric drive.

The parking sensors integrated in the bumpers scan the space behind the car for obstacles before activating the roof. If the system detects obstacles, the opening procedure of the CSC-roof is blocked.

COMPACT IN THE BOOT

Folded up the roof is compact and provides room for more design quality.

Due to the fact that during the opening and closing of the roof the longitudinal roof spars first move horizontally backwards and then vertically downwards, a very low height is achieved in conjunction with the equally compact ‘sandwich’ unit. This allows the transformation to go ahead even in a low garage without any problem. In addition - and this is a real clincher - the lid of the boot is less bulky, which provides room for a harmonious rear design.

When the top is down the boot offers the equivalent of 205 litres space; when the roof is closed the available space is 380 litres. For the last few millimetres the lid of the boot closes via a power latching system as a standard feature.

The boot lid is completely made of high rigidity synthetic and serves as a kind of link to the outside world. All antennas are built into the bonnet.

A lockable load through provision is integrated into the rear seat bench and the rear splash wall allowing to transport skis and other bulky items. The hard shell luggage compartment cover in the boot protects the contents of the boot and the roof from damage. This hard shell has to be lowered before opening the roof cover. If this is not done, the roof cover electronics will sound an acoustic alarm and a signal appears in the standard multi-functional display.

The CSC-roof consists of a total of 470 components. One of the parts is a wind deflector located in the front window frame which can also be pulled down in the sun roof mode.

ELECTROHYDRAULICS FOLDS AND UNFOLDS

The CSC roof is activated via an electro-hydraulic pump; a total of eight hydraulic cylinders sort out the five roof cover sections.

The propulsion of the roof kinematics and locking devices is done using electro-hydraulics via a radial piston pump. It is located (protected by an acoustic capsule) under the luggage compartment cover behind the spare wheel. The necessary pump pressure (150 bar) is provided by an electric motor with a maximum input of 40 ampere and is activated by a central roof control unit. The hydraulic pump and a total of eight hydraulic cylinders (four cylinder pairs) for the opening and closing of the CSC-roof are activated by pushing the roof cover switch in the middle console.

The cylinders are split into four pairs, as two are deployed per vehicle side. The engineers designed the unit in such a way that the separate steps of the opening and closing operation merge in a visually harmonious fashion. For this purpose, end position absorbers in the area of the main joint hydraulics and of the rear windscreen element are used. The outwards opening/upwards sliding glass sun roof is separately powered by an electric motor integrated into the roof.

KINEMATICS

The CSC-roof follows the motion of two uncoupled mechanical systems.

In kinematics terms the power is transmitted via a mechanism with a total of six joints. With the help of an innovatively designed functional coupling, the amount of propulsion components used and subsequently the system weight could be reduced.

Viewed in detail, two uncoupled mechanical systems are mainly responsible for the kinematics transformation of the roof motion. The main kinematics is formed by a six part transmission. Located in the functional level above is the kinematics of the rear roof section together with an eight part transmission. The mechanics on the driver as well as on the passenger side are each activated by one of the hydraulic cylinders. The additional swing motion of the side spars and with it the front locking device is achieved by coupling it with the main kinematics. The necessary locking action of the CSC roof in the rear is controlled in conjunction with the kinematics of the rear roof section.

The passive control of the roof locking device on the A-pillar (via the swing motion lateral roof spars) provides the construction conditions for the short windscreen frame in the typical convertible style. In addition the weight was kept down. The roof mechanics weigh a mere 22 kilogrammes.

ELECTRONIC CONTROL

A newly developed control device coordinates the transformation from coupe to convertible and vice versa.

The central folding top control unit was developed especially for the Eos. It is located on the vehicle's left side under the rear luggage cover. This Electronic Control Unit (ECU) communicates bi-directionally with the vehicle control devices via the Comfort-CAN-bus. The roof-ECU evaluates the signals coming from the different vehicle system areas. All relevant external information flows into the system. The information is provided by the central gateway, the on-board network control unit, the instrument cluster, the doors, the comfort functions and the braking system, to name but a few. Internally these are joined by the data from the hydraulics pump and the twelve contact free sensors. An interesting piece of information in this context: the roof control device monitors 250 parametres inside the system.

BODY

The new Eos sets new standards regarding body stiffness.

The Eos is 1.79 metres wide, 4.41 metres long and 1.44 metres high. The wheel base is 2.58 metres. These dimensions affect the dynamics of the Eos: due to the relatively broad width in comparison with the length and height, the Eos sits powerfully on its wheels. The considerable track width (more than 1.55 metres) doesn’t just look good; it rather adds to the extraordinary agile and safe road handling characteristics. A further factor contributing to the dynamic driving and handling characteristics of the body is the high body stiffness of the standard Eos, due to the specific use of highly firm sheet metal and further innovative systems, such as the use of a special railing pipe inside the doors. The consequence: pure driving fun, whether the top is down or up.

DESIGN

The CSC roof allows highly streamlined and elegant curve lines.

Front: The chrome grill in the shape of a coat of arms (used for the first time as standard on the new Passat) as well as the expressive head lights, shape the Volkswagen face of the new era. An equally typical design element is the engine bonnet which is slightly extended over the headlights. The headlight position and form as well as the radiator grille influence the modulation of the Eos’ bonnet. The V-shaped theme of the grille continues as a broad indentation in the bonnet. On the edges of the V, the sides of the bonnet rise in a slight curve, clearly and visually emphasising the convertible-coupe's wing and wheel housing sections. As a result the appearance of the shoulder area in the front section is very powerful. This superior image is enhanced by the projecting wheel arches and the very wide track.

Rear:The design of the Eos’ rear is impressive. Reflecting the theme of the bonnet, the rear wings curve upwards in a continuous, lateral crease. The bonnet’s aerodynamic outline edge lies embedded between the wings. And this in itself provides a particular dynamic image.

Silhouette:With a closed or open roof, the Eos’ lateral line is characterised by a wedge shape which rises towards the rear. Also striking are the seams of the bonnet and boot lid which extend laterally as far as the guards. The dividing line between the bonnet and the front guards merges seamlessly into the lower edge of the side windows. The hindmost of the lid seams (the border line between boot lid and rear guard) continues the line of the side windows as a dynamic counterpoint. The ensemble of all the lateral shapes achieves an extremely beautiful line, as a coupe with the roof closed. Open and from a side perspective, the Eos develops the characteristic charm of a large convertible.

PASSIVE SAFETY

Roll bar system rises from behind the rear bench in 0.25 seconds.

The Eos is equipped with a roll bar system which shoots up after 0.25 seconds after the transverse acceleration or if the vehicle’s incline in the back head restraint area exceeds a fixed mark. The roll bar system corresponds in its construction and function to the system used in the New Beetle convertible. The systems roll-over bars are composed of a tensioned and stationary mounted aluminium profile. The interior profile is kept in the rest position through a magnetic control solenoid. Activated by the airbag control unit, the magnetic solenoid opens up a retaining latch in case of a roll over and uncovers the interior profile.

During the extension a spur rack mounted on the interior profile traverses a support latch and secures the interior profile from retracting anytime. Together with the windscreen frame, the extended aluminium profiles provide effective protection in the event of the vehicle being turned over. The extended roll bar can be pushed back down manually as a reversible system.

NEW AIRBAG TECHNOLOGY

Head-thorax airbags double as lateral and window airbags.

Also as standard, the Eos has safety optimised head restraints and four airbags on board, yet the number four does not reflect the airbag coverage. Parallel with the front airbags, Volkswagen equipped this convertible with special lateral airbags; head-thorax airbags. During a collision they open horizontally and vertically and cover the entire lateral window band. From a conceptual approach, this way they also perform the tasks of conventional head or window airbags, which could obviously not be stored in an open roof.

AIRBAG SENSOR SYSTEM

Sensors in the front doors measure the pressure increase during a collision.

The airbag activation system and the sensor system for front, side and rear end collisions consists of the following components: an airbag control device in the front section of the frame tunnel with three internal acceleration sensors, two longitudinal sensors and one transverse sensor, two pressure sensors for lateral impact recognition. The pressure sensors in the two front doors are designed to react to pressure and measure the increased air pressure caused by the deformation of the front doors in the case of a sideways collision - the most effective concept for the measurement of the subsequent transverse acceleration.

A rear end collision is recognised by the two longitudinal acceleration sensors which are integrated in the airbag control devices. Two additional sensors of this kind with an adapted measurement range and a rotary rate sensor in the airbag control device activate the roll bars as well as the electric safety belt tighteners in case of the vehicle turning around its longitudinal axis. In order to best protect the passengers in a bad front, sideways or rear end collision, the roll bars are also activated and the safety belts are tightened. Similar to the Passat, the Eos is equipped with a steering column which has the newly designed clamp for height and length adjustment and which in combination with a energy absorbing telescopic steering column prevents the steering wheel from tilting upwards in a crash.

BODY STRUCTURE

By using mould hardened steels in the vehicle floor and in the lateral structure a missing load path - the fixed roof - could be replaced.

The great potential of passive safety was part of the Eos’ construction concept from the first hour of its development. In contrast to a sedan, the roof can only be used in a limited manner when looking at a convertible. Volkswagen has solved this problem: by using highly solid and ultra solid - mould hardened - steels in the vehicle floor and the lateral structure, the load path ‘fixed roof’ could be replaced.

These ultra solid metal sheets (warm-remolded) were used in all safety relevant building elements (A-pillars, pipes on the seat cross member with support to the B-pillar, doors and vehicle floor cross members). Example: thanks to the use of an ultra solid railing pipe in the doors the Eos offers a significant improvement in comparison to conventional solutions in terms of the protective function of the passenger space. Also protected and integrated into the body in the space between the rear bench and the rear axle is the 55-litre fuel tank.

Furthermore, Eos has a self-aligning bearing of the engine/transmission unit. It consists of two journal bearings which are supported by the front longitudinal members of the body and a motor torque support on the front auxiliary frame. An ideal vibration damper. Separate, weight intensive vibration dampers are therefore unnecessary in the Eos.

FORTRESS

With the use of diagonal struts in the rear underbody and a reinforcing shell an extra level of reinforcement was developed.

The Eos has generally been developed according to convertible specific requirements. The focus was on the static and dynamic torsional stiffness of the body and the trimmed bodies. Due to the diagonal struts fixed to the rear section of the underbody and an aluminium reinforcing shell which forms a connection between the front auxiliary frame and the longitudinal members in the vehicle front, an additional reinforcement level was designed. In addition, the cross section and the sheet metal thickness of the reinforced sill board and the also reinforced back wall improve the torsional stiffness.

Clever seats: Option / The Eos can be ordered with an exclusive 12 way seat system with electrically easy entry system included.

Volkswagen offers an electric 12 way seat adjustment option for the Eos. In this case the driver and front passenger seat have the additional function of the electric entry help "Easy Entry". They "remember" the seat positions of the driver and front seat passenger and return to it by the push of a button. The Eos comes standard with sport seats with manual lumbar support.

The setting of the ergonomic seats which are typical for Volkswagen, happens intuitively. Whoever takes a seat in the Eos for the first time can check the following two requirements from the Eos specification book very quickly. Firstly, the front seat position should not be constricted by a windshield frame that reaches to far into the interior. Secondly, the Eos should fit like your favourite jeans. Therefore the operating components and instruments in the 1.684 millimetre long interior were not supposed to leave any questions unanswered.

At the same time the driving position, the driver’s leg and foot position, the arm position on the steering wheel, the gear shift knob reach, the seating position should be perfectly ergonomic. All theses points get a green check mark in the Eos specification book.

Transparent CSC-roof lets the light and a pure convertible feeling.

The CSC-roof provides a special interior atmosphere. Even in bad weather, the Eos interior is bright and flooded with light thanks to the sliding/tilting glass roof. So the interior, which is generous to begin with, appears even bigger. A light-proof blind prevents too much sunlight from getting through. It’s simply pulled up front at the height of the B columns.

Sophisticated aerodynamics reduce the turbulence in the interior of the open Eos significantly. For instance on country roads, when the side windows are shut, the wind deflector doesn't have to be mounted to route the air stream over the front seats. In the rear, the air stream is of course clearly felt and when the side windows are down this is true in the front as well. When the easily installed accessory wind deflector is up, the Eos invites driver and front seat passenger to any fast ride over the motorway or highway. Nevertheless the Volkswagen is also in its element when cruising with four.

AN OPTIONAL ALARM PROTECTED INTERIOR

Microwave based interior surveillance protects the Eos reliably from thieves.

The theft alarm system protects the Eos not only with a closed top but just as effective when it's down. The technical answer at this point is the "microwave based interior surveillance". Two sensors directly networked together and integrate into the vehicle function as sender and receiver and monitor the front and rear area of the interior.

The sensitivity of the sensors was tuned to optimum alarm recognition with simultaneous high false alarm security. The motion registration of the system is based on a redundancy analysis. The theft alarm system is not susceptible to outside influences such as wind or electromagnetic disturbances. The interior surveillance can be deactivated via a switch in the pocket of the driver door.

AUTOMATIC AIR CONDITIONING

As soon as the roof is opened, the system switches to convertible mode.

The Eos is a convertible and coupe at the same time. The air conditioning of the new Volkswagen needed to be adjusted to that. The result: an automatic air conditioning (Climatronic) which responds to the opening and closing of the roof, adjusting its operation mode accordingly. The settings and scheduled values for the convertible and coupe operation are stored separately in the system. They are activated depending on the mode – convertible or coupe.

As a convertible the Eos requires specific software in the air conditioning control unit. It changes the blower voltage, the grading of the sun beams, the air distribution in heating mode, the compressor operation as well as the behaviour of the Climatronic when opening and closing the top. The most important thing here is surely the air distribution in the heating mode. At low outside temperatures, the air distribution generally happens via the foot area; when in the convertible mode also through the directional passenger air vent.

STANDARD EQUIPMENT

All Eos models have sport seats and a leather steering wheel, leather gear shift knob and leather brake lever.

The Eos also uses the quick responding long life LEDs. This goes for all blinkers in the outside mirrors and in the main area of the double round rear lights. Just as with the Passat, the rear lights of the Eos are set up in two parts. LED blinkers, LED rear light and LED brake light are located on the outside of the guards. Located on the inside of the boot lid are the rear fog light and the tail-lights which light up with conventional incandescent lamps, because they are only needed temporarily. The third brake light in the boot lid is also built using the LED technique.

SPECIAL EQUIPMENT

From various applications to the Dynaudio sound system.

The special equipment enables an almost boundless fine tuning of the Eos.

Audio equipment and navigation systems: Apart from the audio system with an integrated 6 CD changer, a satellite navigation system is available. The hi-fi specialist Dynaudio can combine the top audio CD changer and navigation systems with a 600 watt strong 10 channel high-end sound system. An ipod adaptor is available as an accessory and a Bluetooth phone kit is planned.

Electric 12-way seat adjustment: Volkswagen optionally offers an electric 12 way seat adjustment for the Eos. In this case the driver and the front passenger seat have the additional function of the electric entry help "Easy Entry", electrical lumbar support in the front, electric adjustment of the length position, seat height and seat and seatback incline.

Optional Bi-Xenon headlights with curve and bending light: Due to dynamic range adjustment the Bi-xenon headlights of the Eos enable a greater field of vision ahead. The integrated dynamic curve light follows the progression of the road with a maximum pivot angle of 15 degrees and therefore enables a consistently optimum illumination. This system is perfected through an additional static bending light: thanks to alignment of approximately 35 degrees sideways to the vehicle axle, it brings a clear advantage turning at intersections or crossroads.

Wind break:The accessory wind deflector of the Eos can be collapsed to a fourth of its actual size and attaching it is foolproof (excuse the expression!). Two plug-in connections are anchored on the sides of the rear bench seat back, two additional ones at the height of the B columns.

Alloy rims / Sport chassis: The Eos comes standard with 17" alloy rim (Le Mans). There are optionally 18" rims (Samarkand) with sport suspension available.

Park distance control with boot lid assist as standard: The park distance control does not only scan the area behind the Eos while driving backwards, but also the boot when the top is opened. Should there be anything in the way, a warning signal sounds and the opening process does not start.

EOS INDIVIDUAL

With dual coloured leather equipment, 18"alloy rims and dark chromium elements, the Eos Individual is good news for those who would like additional features and class.

The Eos Individual is the most exclusive way to drive an Eos and it is offered by a programme from Volkswagen known as "Individual". Among other features, the Eos Individual package includes 18" alloy rims type VeraCruz, sport chassis, radiator grille in chrome, dual coloured sport seats in Nappa leather (black with light corn silk beige), light seams (also for the leather steering wheel), decor inlays in black piano lacquer and aluminium hook sill inlays.

Engines / Transmission

Two engines: Turbo petrol or TDI (diesel)

2.0 TFSI with 147 kW The 2.0 T FSI, first deployed in the Golf GTI, suits the Eos perfectly with its 1,800 rpm motor torque maximum of 280 Nm. Its capacity is also 1,984 cm3. Up to 5,000 rpm this motor torque maximum is consistent. The superior front drive manual vehicle breaks through the 100-km/h mark after only 7.8 seconds and reaches a top speed of 232 km/h. The turbo engine uses on average 8.4 litres per 100 km (manual transmission). The four cylinder engine, condensed at a ratio of 10.3:1 thus combines the advantages of a direct injection system with the powerful characteristics of a turbo charge.

2.0 TDI with 103 kW The 103 kW (4,000 rpm) strong Eos 2.0 TDI reaches a top speed of 206 km/h (manual). The four cylinder engine reaches a maximum torque of 320 Nm even at 1,750 rpm (up to 2,500 rpm). The Eos 2.0 TDI reaches 100 km/h in 10.3 seconds. Average consumption is 6.0 litres per 100 km with a standard manual six speed transmission.

Optional: Direct Shift Gearbox (DSG)
The DSG system combines the comfort of an automatic gearbox with a sporty and fuel saving advantages of a manual gearbox. It has six forward gears and changes gear extremely quickly and without interrupting the drive power. The Direct Shift Gearbox (DSG) has sparked a revolution in the field of automatic gearing. This is easily explained: it combines the advantages of a manual gearbox with those of an automatic gearbox and it’s just fun, a lot of fun. The gear changes happen so quickly that even experienced drivers would not be able to keep up changing gears manually as quickly. Every gear change is so crisp and at the same time comfortable, that there’s a risk of becoming addicted. Particularly in the manual Tiptronic-mode, where the gears are changed via “+ / - “, there is an unprecedented sporty feel.

KEY FEATURES

• 5 piece convertible, sliding and coupe roof (CSC roof) with tilt/slide glass sunroof
• Driver and passenger front and side/head airbags
• Anti-lock Braking System (ABS) with Brake Assist
• Electronic Stabilisation Programme (ESP)
• Front fog lights
• Remote central locking
• Alloy wheels (Le Mans) 17 x 7.5” with 235/45 R17 tyres
• Low tyre pressure indicator
• Automatic dimming rear-view mirror
• Dual zone climate control air conditioning
• Cruise control
• Coming / leaving home with automatic headlight function
• 6 disc CD changer (mounted in-dash) with 8 speakers
• Parking distance sensors, rear
• Sport front seats with height adjustment and easy entry function
• 3 spoke multi-function leather steering wheel
• Multi-function trip computer
• Aluminium decorative inserts in dashboard and doors
• Rain sensing windscreen wipers
• Power windows, front and rear

RUNNING GEAR

Agile, comfortable and with ESP. The front axle is based on the Golf’s McPherson-strut system The rear axle is based on the Passat’s four link suspension system.

It was the declared goal of Volkswagen’s driving gear engineers to fine tune the Eos both in respect to sportiness and comfort. But it has to be said that the concepts of sport and comfort agree like cats and dogs. Yet in the case of the Eos they get on remarkably well. Technically speaking, with the Golf’s McPherson-strut system front axle and the Passat’s four link suspension rear axle, the Eos combines two of the best axle systems.

The newly designed running gear including the steering and brakes should above all fulfill the following requirements: the front axle and steering should be unaffected by the drive motion. The steering shouldn’t vibrate - which is a familiar problem in a convertible. The overall tuning should be neutral and as such controllable. The handling of the running gear should be highly agile. And yet the comfort levels should be unlimited. Characteristics to be wished for: Passat-comfort with a dash of Golf GTI-handling.

McPherson-strut system front axle: The Golf’s McPherson-strut system front axle was specially adapted for the use in the heavier Eos (1,469 kilogrammes with the standard engine). The structure is a single wheel suspension on McPherson struts with coil springs. The stabiliser was also specially adapted to suit the Eos.

The four link suspension system: Compared with other concepts, the four link suspension system offers a maximum degree of driving comfort and stability. Due to the special arrangement of the links, the longitudinal and transverse dynamics can be separated. The separation of the functions guarantees maximum dynamics and driving safety on one hand and on the other a convincing rolling comfort.

The Eos’ relatively compact four link rear axle consists of an uncoupled auxiliary frame to which the three transverse links, spring links, track rod and upper transverse link are connected in a transverse direction. The longitudinal wheel guiding is managed by the longitudinal link. In addition there are weight optimised pipe stabilizers mounted on the rear axle.

Electro-mechanical power steering: The handling and comfort characteristics are perfected by the electro-mechanical power steering (EPS), which does not just offer speed adapted assisted steering but which also contributes a great deal to the running stability when driving in a straight line. Furthermore, the new steering system reduces the Eos’ fuel consumption by around 0.2 litres. The steering is exactly fine tuned to each different engine option available for the Eos.

Braking and ESP: The new Eos comes standard with the Electronic Stabilisation Programme (ESP) and Brake Assist. The front brakes are ventilated from the inside; the disc radius is 288 millimetres for the 2.0 TDI and for the 2.0 TFSI it is 312 millimetres. The rear disc radius: For the 2.0 TDI it is 255 millimetres and the 2.0 TFSI it is 286 millimetres.

TEST PHASE

One million test kilometres with one goal: Perfection - Twenty Eos prototypes and pre-series vehicles passed the test marathon and high noise control due to intensive wind tunnel tests.

Two years after the debut of the Eos study “Concept C” at the Geneva Motor Show, the series version completed the last kilometres of the over one million kilometre long test marathon in South Africa. With the last acceptance run in the “Warmland” – regions, so called by automobile developers, characterised by predominantly above average temperatures – the trial phase is completed. The CSC-roof system, the body as well as the drive train and brake components stood at the centre of the pre-series phase final checks. Conclusion: start-up production!

PROTOTYPES

Around the world 25 times, tracking every mistake, every noise and all with one goal: absolute perfection for the series production vehicles.

Mathematically speaking the trial engineers took the Eos around the world 25 times. It’s a fact that the ten prototypes and ten pre-series vehicles had to run through an entire life span in a fast forward mode. The first Eos prototypes, called construction step 1, rattled off a total of 108,800 kilometres in a few weeks in a “mild climate” under central-European weather conditions, like the one present eight months out of the year at the highly secure VW test grounds Ehra-Lessien near Wolfsburg.

In the subsequent construction step 2 another eight prototypes were built. This series already showed significant optimisation towards series production. Generally speaking, thanks to pre-calculation and computer simulations, all prototype construction steps start the test programmes more refined than ever.

The Eos construction step 2 was harried over 497,600 kilometres of sometimes treacherous roads. Including: steep mountain passages and most demanding off-road trails. On many of these half million kilometres, the prototypes were exposed to extreme weather: During this phase, the Eos’s completed 69,900 kilometres in “Warmland”; i.e. in the hottest climate; another 62,000 kilometres were spent in “Coldland”, in the winter regions north of the Polar circle, and therefore at temperatures, which in “real life” an Eos would not be exposed to neither in Europe, Asia or North America. But it’s a fact: Even at artic temperatures, the first five part coupe-push-convertible roof could still be opened and closed easily. So neither the Hamburg nor the Hobart winter can do the system any harm when taking the top down on a frosty sunny day for a trip around the neighbourhood. Rides in the perpetual ice confirm that the performance strong radiator of the Eos recommends itself as a reliable companion on winter convertible drives. The same goes for the fast responding optional heatable seats of the new Volkswagen convertible coupe.

AERODYNAMIC

The trial cars had to prove themselves not only on the street but also in the wind tunnel. There, the aerodynamic specialists from Volkswagen optimised the drag coefficient, essential for the behaviour of the new model and also reduced the, for a convertible critical, wind noises to a minimum as well as improved its performance when raining. So the wind tunnel hours for the new Eos added up to a total of 350. More than 143 of those hours Volkswagen invested in temperature readings on the roller dynamometer which was integrated in a special wind tunnel.

PRESERIES

The last of the 400,000 test kilometres confirm, that a good job was done on the first 600,000 kms.

The developers from Volkswagen conducted the last important test chapter with pre-series vehicles. For this phase ten vehicles were planned and produced on the production line with original production tools (presses, welding equipment, robots etc.). The testing began with a car that completed 100,000 kilometres in mild climate. The results of these tests served as validation of what had been achieved up to then. The following nine pre-series vehicles spooled off another 286,900 kilometres: 52,400 kilometres under Warmland conditions and 30,400 kilometres under Coldland conditions.

The total distance of the development drives reached an impressive mark: The trial carriers completed a total of 993,000 kilometres in different parts of the world, under arctic cold (92,400 kilometres) as well as equatorial heat (122,000 kilometres). The final approval of the Volkswagen board was in early 2006. It was the last hurdle the new convertible-coupe had to take. Then the development teams had reached their goal: The new model received the go ahead!

And now the Eos has arrived in Australia. We have driven numerous new VW Eos models and we will be reporting our delight soon.