Everything Volkswagen Polo Issue 006 // November 2011 G 4 0 G T, and GT I
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Reflected glory?
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O L O P V W GTI
1000-MILE ROAD TEST //
Reflected glory? NOVEMBER 2011 | POLODRIVER.COM | PAGE 02
2012 Volkswagen Polo GTI // 1000-mile road test
Should the latest Polo GTI bask in the light of its bigger brother, the Golf GTI? A 1000-mile test should find out WORDS // RICH GOODING PICTURES // RICH GOODING, NIK RAWLINSON AND VOLKSWAGEN UK PRESS OFFICE PAGE 03 | POLODRIVER.COM | NOVEMBER 2011
Traditionally – and a key characteristic of the Mk 1 Golf GTI of 1976 – Volkswagen GTIs have blended performance with practicality, and, on paper, the latest Polo GTI certainly follows its ancestors’ template. But can it cut the hot hatch mustard, does it have the right to wear Volkswagen’s iconic GTI badge, and is it to be considered in the same breath as its larger brother?
dashboard trim, racing pedals and a flat‑bottommed, leather-trimmed steering wheel all feature in the hot Polo’s cabin. It’s all of a high-quality feel, though, and help to make the Polo GTI worth its relatively high £18,795 starting price. For comparison, the GTI’s related cousins, the SEAT Ibiza Cupra and the Skoda Fabia vRS – which use the same engine and DSG gearbox – cost from £17,905 and £16,415 respectively.
These are the questions the new Polo GTI has to answer. Based on the regular fifth-generation Polo ‘6R’ hatchback, the GTI is available in either three or five-door configurations, and straight from the off, it takes cues from Volkswagen’s larger hot hatchback. A slim front honeycomb grille framed by red trim, a larger rear spoiler, twin exhausts, sill extensions, and copycat 17-inch ‘Monza’ alloy wheels all ape the Golf GTI, and give the Polo’s shape a welcome boost of extra muscle. Like the Golf, it’s all very subtle, and, we think, all the better for it.
Powering the 6R GTI is Volkswagen’s latest four-cylinder 1390cc TSI engine, fitted with both a supercharger and a turbo, good for 178bhp. Believing VW’s 0-62mph time of 6.9 seconds, the performance on offer takes you by surprise. With the supercharging providing the push up to around 3500rpm from where the turbocharger takes over, the 1269kg Polo GTI rides on 184lb ft of torque available between 2000-4500rpm, and is flat out at 142mph. That’s only 7mph less than the 208bhp Golf GTI, while the benchmark 0-62mph dash time is the same. And yet the Polo is almost £6500 cheaper. Could it actually be Volkswagen’s performance car bargain?
So, first impressions are good, and they continue when you open the door. The same ‘Jacara’ chequred trim as the Golf GTI covers the seats, while similar piano black
Smooth engine with seamless power switchover Turbocharged performance cars are ever-increasingly becoming the norm, but the cleverness of the
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Polo GTI’s engine is in the way that the switch from supercharging to turbocharging is seamless. It’s often said that what makes a good car is its engine, and certainly, a lot of the Polo GTI’s character is down to the TSI powerplant. Smooth, extremely tractable, and really quite fast, it makes the car seem not that dissimilar to the Golf GTI in terms of pace, as well as grown-up ability. One feature we liked is the very audible wastegate chatter of the turbocharger which can be heard if the window is left open. The hot Polo is also as refined as you might expect, but shows its sporty side with a determined growl when accelerating. J6 VWW came to us with only 2202 miles on the clock, and so felt very tight. Controverisal decision Although not to everyone’s taste, the controversial decision to equip the Polo GTI (and its related cousins) with the semi-auto double-clutch gearbox is good in practice, as the seven‑speed ‘box is equally as smooth as the engine it’s mated to. The ratios are largely well-judged, and manual control can be had by using the paddles monted just behind the steering wheel. If there is a criticism, it’s that the ‘box’s software can hunt around a bit for what it thinks is the correct gear; it holds on to, or down shifts if it anticipates your driving style might be in the least bit sports‑orientated. NOVEMBER 2011 | POLODRIVER.COM | PAGE 06
The gearbox can also upshift too early when driving in normal traffic, resulting in too high a gear for the speed, or it can change up violently when driving uphill. It rarely gets above 3000rpm in ‘Drive’ mode, and will cruise happily at 80mph spinning the engine at 2500rpm. Idle is much more pronounced in ‘Sport’ mode when the rev counter reads 1000rpm; it’s a smoother 700rpm in ‘Drive’. When changing manually, the gearbox goes back into automatic mode after a few seconds. ‘Sport’ mode can also hold onto the ratios for slightly too long, taking the revs almost up to the limit. While this can be fun, at times, the noise of the engine can be intrusive. One passenger also commented that the gear changes seem more violent and jerky. When in ‘Sport’, the ‘box
‘The controversial decision to equip the Polo GTI with the semi‑auto DSG gearbox is good in practice...’
PAGE 07 | POLODRIVER.COM | NOVEMBER 2011
2012 VOLKSWAGEN POLO GTI GTI looks, interior, performance, roadholding DSG-only, price
tends to drop two gears lower than in ‘Drive’, and naturally hold on them through the revs. The rev counter reads 3500 to 4000rpm when cruising at 80-90mph in fifth gear, while if ‘Drive’ is selected, the gearbox immediately climbs two gears higher, into seventh, dropping the revs and the engine noise. Volkswagen is to be applauded for taking the brave step to make DSG the only gearbox option, but at times we wondered if a more traditional manual would be a better fit for more interactive driving control. Meaty without stodginess OK, so the 2011 Polo GTI is frighteningly fast, has seamless power and, as they go, a good automatic gearbox. What about the handling, a traditional – and essential – GTI ingredient? The electro-mechnical steering is nicely-weighted, not too heavy and not too light, meaty without stodginess. Yes, as with most modern cars, feel is debatable, but you can place the car accurately enough. It grips gamely around corners and stays relatively flat with minimal body roll, although if really pushed, understeer will make itself known. Overall though, if not the sharpest and most focused driver’s hatchback on the market, we found the that the Polo GTI is a car which inspires confidence on narrow country roads, and it feels very stable, surefooted and confident.
A good, class-leading ride is a traditional Polo strength, and although the GTI is 15mm lower than its regular bretheren, it’s on the firm side of comfortable. The standard 7J x 17” ‘Monza’ alloy wheels are wrapped in 215/40 R17 tyres and soak up poor road surfaces well, demonstrating a finely-judged balance of comfort and sportiness. The brakes are, as you’d expect, strong, with ABS and hydraulic brake assist, ESP and traction control. The Polo GTI also has a version of the Golf GTI’s XDS electronic differential lock for, according to Volkswagen, ‘improved traction and handling.’ One particularly good example of the new Polo GTI’s confidence‑inspiring handling we encountered was a trip which included a soaking M3 at Fleet Services on the way to Dorset. Torrential rain had made the motorway very shiny and slippery, but the Polo ploughed on regardless and delivered us safely. Added ‘GTI-ness’ Moving inside, the cabin is of very good quality, as buyers have come to expect from Volkswagen, and is a very comfortable place in which to spend time. The three-spoke, flat-bottomed steering wheel is one of the company’s best, and like the gear knob, gaiter, and handbrake, is wrapped in black leather with PAGE 09 | POLODRIVER.COM | NOVEMBER 2011
red stitching. The black and red theme continues with the supportive sports seats, trimmed in ‘Jacara’ chequered cloth, and the red-edged black floor mats. Gloss black inlays in the dashboard and centre console enhance the standard Polo cabin, while the charcoal grey door trims and black headlining contribute to the added ‘GTI-ness’.
£840, but it is extremely useful, and is one of the most accurate systems we’ve tried. The iPod controls work successfully, too, with the device connected via the MDI connector in the glovebox. Standard GTI equipment highlights include semi-automatic air‑conditioning, a multifunction computer (which shows sat-nav directions), and a tyre pressure indicator.
J6 VWW had the optional RNS 310 touchscreen navigation and radio system fitted, which integrates very well. The 5-inch colour screen is very clear, while the MP3-compatible CD player comes with six speakers, an SD card reader (perfect for our audiobooks) and an external AUX‑IN socket for connection to external multimedia sources. It’s not cheap at
Other optional kit available for the Polo GTI includes electronic climate control, auto-dimming rear view mirror and rain sensor, rear parking sensors, panoramic sunroof, winter pack, bi‑xenon headlights with LED daytime running lights and numberplate lights, and a multifunction steering wheel. The UK sadly doesn’t get the optional ‘Detroit’ (often referred to as ‘Monza Shadow’ alloy wheels which are available for 150 euros in Germany. The same design and size as the standard-fit ‘Monza’ rims, the ‘Detroit’ wheels have a polished look, while the inner surrounds are framed by black paint in a similar fashion to the larger ‘Monza Shadow’ rims fitted to the Mk VI Golf GTI.
‘While it may not beat the Golf GTI or more foscused hot hatch rivals for outright driving thrills, the Polo GTI could easily be all the car you could ever need. ’ NOVEMBER 2011 | POLODRIVER.COM | PAGE 10
Other Polo GTI need-to-knows? It sits in insurance group 30E, has CO2 emissions of 139g/km, and has official fuel consumption figures of 37.7, 55.4 and 65.7mpg on the urban, extra-urban and combined cycles respectively. With just over 1000
Dorset drives (clockwise from top left): sharper looks for Mk 5 Polo; Sandbanks ferry; the ancestor; and visiting Haynes Motor Musuem
miles of mixed driving, we recorded a highest reading of 41.5mpg, that dropped to 26.6 at its lowest point. Overall consumption was 38.0mpg. Fun and relatively frugal, then. On a purely practical note, the boot holds 280 litres with the seats up and 952 with them folded. Under the boot floor, is the battery – moved to improve weight distribution – and a spacesaver spare wheel. Practical, fast, fun and desirable Just like the Golf GTI, the Polo GTI is a practical, well-made, fast, fun and desirable all-rounder. It combines a
practical shape with an added dash of style and performance, just as GTIs have done for the past 35 years. While it doesn’t beat the larger VW or more foscused junior hot hatch rivals such as the Renaultsport Clio 200 for outright driving thrills, it could easily be all the car you could ever need, and is the hot Polo most worthy of the ‘GTI’ tag. Other drivers seem to approve of it, too, from Saxo-driving lads to mature women in Mercedes saloons. If the price is a little on the high side for you now, why not wait and buy one in a couple of years’ time – you’ll own a performance car bargain. PAGE 11 | POLODRIVER.COM | NOVEMBER 2011
32 years of exploring the hot Polo Volkswagen has had plenty of opportunity to get the hot Polo right. In 1979, four years after the first generation car’s launch, came the Polo GT. With 60bhp from its 1272cc engine, the GT had 20bhp more than the base car, a front and rear spoilers, a red-trimmed grille, and red and black wheels. With the Mk 2 Polo coupé’s arrival in 1982, the GT line was continued, later boosted to 75bhp, and also available as a hatchback. Alloy wheels were now added to the specification list. When the facelifted Mk 2 Polo came onto the market in 1990, the G40 became the sportiest Polo. Based on the 75bhp fuel-injected GT, the
G40’s supercharger took power to 112bhp. Upgrades to the chassis helped, but ultimately the G40 was too dated underneath to pose anything more than a niche threat to the established competition. Until the arrival of the first Polo GTI in 1998, the hottest Mk 3 Polo was the 100bhp 16V of 1996. The 120bhp GTI which followed was much more sports‑orientated in its intent. 15‑inch BBS alloys were fitted, as were ‘GTI’ badging, ABS, front and rear spoilers, unique GTI interior trim. Limited to 3000 units, the Polo GTI made a regular appearance in the model range from 2000, when the Mk 3 car was facelifted and given an extra 5bhp.
GTI genesis: from 1979 GT to 2012 GTI 1982 Polo GT 1272cc, 75bhp, 0–62mph 11.5s
1979 Polo GT 1272cc, 60bhp, 0–62mph 12.9s NOVEMBER 2011 | POLODRIVER.COM | PAGE 12
2000 Polo GTI 1598cc, 125bhp, 0–62mph 8.7s
1990 Polo G40 1272cc, 113bhp, 0–62mph 8.6s
The Mk 4-based Polo GTI arrived in 2006 as part of a mid‑term facelift, and boasted 148bhp, courtesy of its 1.8T engine, previously found under the bonnet of the Mk 4 Golf GTI. Taking most of its styling cues from the Mk 5 Golf GTI (which rejuvenated the GTI franchise for Volkswagen), the latest performance Polo was fast and competent, if lacking in focus. A more aggressively-styled 178bhp GTI Cup Edition was launched in limited numbers in Europe, celebrating the ADAC Volkswagen Polo Cup racing series. The current 6R-generation turbocharged and supercharged Polo GTI brings the small performance Volkswagen story up to date. With 178bhp, the latest GTI is the fastest and most powerful series production Polo to date. 2010 Polo GTI 1390cc, 178bhp, 0–62mph 6.9s
2006 Polo GTI 1781cc, 148bhp, 0–62mph 8.2s
Polo particulars Model 2011 Volkswagen Polo GTI Displacement (cc)/cylinders/ fuel type 1390/4/petrol Power output 178bhp @ 6200pm Maximum torque 184lb ft @ 2000-4500rpm Transmission Front-wheel drive, seven-speed auto DSG Top speed (mph) 142 0-62mph (seconds) 6.9 Braking system Diagonal twin‑circuit with discs (ventilated, front); ABS, Electronic Brake‑pressure Distribution and Hydraulic Brake Assist Running gear Independent with coil springs, telscopic shock absorbers (front axle); semi‑independent with gas shock absorbers and coil springs (rear axle), XDS differential lock Steering Electro-mechnical steering rack; collapsible adjustable steering column Wheels 7.5J x 17 ‘Monza’ alloy Tyres 215/40 R17 Unladen weight (kg) 1269 Track (front/rear, mm) 1463/1456 Wheelbase (mm) 2468 Dimensions (l, w, h, mm) 3976/1901/1452 Price/as tested £18,795/£20,080 Emissions (g/km CO2 ) 139 PAGE 13 | POLODRIVER.COM | NOVEMBER 2011
Many thanks to Jonny, Nicki and the Volkswagen UK Press Office For more information on the Volkswagen Polo visit www.volkswagen.co.uk
Everything Volkswagen Polo