2013 Volkswagen Up Problems: 7 Known Issues

On the 2012-2015 Volkswagen Up EA211 1.0 MPI, cars fitted with the optional ASG (a single-clutch automated manual, not a DSG) suffer well-documented driveability faults. Owners report harsh/jerky gearchanges, a noticeable power dip then lurch when pulling away or rounding corners, the car creeping forward when stopping, refusal to select a gear from standstill, stalling on hills, and reverse failing to engage when cold (requiring several attempts). The clutch actuator/hydraulic unit and its basic-setting adaptation are the common culprits; software updates only partially help, and some owners report replacing the actuator with the fault still present, indicating the gearbox/mechatronic adaptation rather than the actuator alone.

On the 2012-2017 Volkswagen Up EA211 1.0 MPI, owners of manual Ups report clutch failure far earlier than expected, sometimes under 15,000 miles, occasionally as low as a few thousand. Symptoms include a burning smell when climbing motorway gradients, slipping, and a rattling clutch release bearing at idle that quiets when the clutch is pressed. Because the clutch is a wear item, VW often declines warranty cover, leaving owners with the bill; UK dealer quotes around £1,000 or more have been reported.

On the 2012-2020 Volkswagen Up EA211 1.0 MPI, separate from clutch wear, the 5-speed manual itself draws complaints of notchy, baulky shifting into 1st and reverse when cold (some owners resort to double-declutching), occasional jumping out of 5th, and a rising gearbox whine indicating worn bearings. Cold-shift difficulty is partly characteristic but worsens with worn synchros and old/incorrect gearbox oil.

On the 2012-2015 Volkswagen Up EA211 1.0 MPI, early VW Up models (and the platform-shared SEAT Mii / Skoda Citigo) were built without rear inner wheel-arch liners. Road salt and damp debris collect against the bare metalwork, and corrosion also tracks out from the thin folded edge of the fuel-filler recess. Owners report paint bubbling at the top of the rear wheel arches and rust blistering around the petrol filler flap, often appearing symmetrically on both sides. VW has frequently declined claims under the 12-year anti-perforation warranty, classifying it as surface/edge paint corrosion under the shorter 3-year paint warranty, which has usually expired. Later cars were given arch liners as a running production improvement.

On the 2012-2020 Volkswagen Up, rainwater collecting in the front footwells is a recurring complaint. Leaves and debris block the rectangular plenum/scuttle drain holes at the base of the windscreen, so water backs up and finds its way through the bulkhead grommet (where the wiring loom passes) into the cabin. Left unaddressed it soaks the carpet/underlay and can corrode electrical connectors, leading to damp smells and electrical gremlins.

On the 2012-2020 Volkswagen Up EA211 1.0 MPI, the Up's rear drum brakes are prone to sticking on. After the car stands with the handbrake applied in wet or humid conditions, the shoes can stay bound to the drum and a rear wheel can lock; wheel-cylinder pistons also corrode and stick. Because these light city cars are driven gently, the rear brakes rarely get worked hard, so the internal components corrode, dry out and seize. Leaking wheel cylinders contaminating the linings have also been reported.

On the 2012-2018 Volkswagen Up, the front DRL/sidelight bulbs (type 580 / W21/5W in the early bulb-type lights) are a common failure on the Up, SEAT Mii and Skoda Citigo, with one side typically blowing before the other. It triggers a dash warning and an MOT advisory/fail. On bulb-type headlamps the fix is cheap, though the retaining clip is fiddly; some markets/trims have LED DRL modules that are pricier to address.