Polo GT/GTI history Sport Sport for for all: all: 25 25 years years of of sporting sporting Polos Polos
Motorsport Cup Cup Racing Racing Polos Polos report report
city slicker newsletter 20
powerful new 130 PS Polo GT tested over 700 miles
Members of the Association of British VW Clubs
Special Special issue issue featuring featuring the the performance performance Polos Polos Also inside: News/Polo production jubilee, entry-level and Polo Twist prices cut, ad awards Twin test/1994 Polo Coupe GT and 2004 Polo GT compared/GTI International 2004 photo report
what’s in
autumn 2004
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Cover Story 16 X The new Polo GT is finally here.The most sporting model of the current range, we subject it to a 700 mile test. Read our verdict starting on page 16
contents issue 20
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03 news 06
VW Polo Register celebrates Polo’s thirtieth birthday in 2005; entry-level Polo prices are cut; Pamplona’s 4 millionth Polo produced; new Polo Twist prices reduced and a Polo ‘R25’design study at the VW museum
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06 model history Polo GT or GTI? They’re both here in our celebration of 25 years of sporting Polo moments
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16 road test Latest 130 PS Polo GT tested: is it sporting enough?
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25 event report GTI International 2004: lots of Polo eye candy!
28 motorsport Matthias Meyer wins Polo Cup; Polo TDI racer’s progress
23
news
VW Polo: 1975-2005 Next March, it will be thirty years since the Polo was launched. Presented in Hannover, our favourite car has been through four generations and has sold over 8.4 million units. The VW Polo Register will celebrate with special newsletter issues, each devoted to a single model generation, starting with the Series 1. VWPR
Entry-level Polo prices cut Potential new Polo customers only have a month left to secure a cut-price Polo! Volkswagen has recently cut £455 off the price of all its entry-level models, with Polo E prices having savings up to £645 for all models sold until 15 December. That means that ‘onthe-road’ prices now start at £6,995. The entry-level recommended retail price comes as a result of list price reductions on all models of £455. However, despite its low price, the Polo is no cutprice VW, and offers customers a high level of standard kit. All models feature ABS and twin front and side airbags, three-point seatbelts for all front and rear passengers, Isofix child seat preparation and also power steering. Buyers also benefit from a three year warranty, a three year paintwork guarantee and a twelve year body protection warranty. The E trim accounts for almost a quarter of UK Polo sales, with the 1.2 55bhp being most popular. VWPR Polo E: ‘on-the-road’ prices (until 15 December) 1.2-litre 55bhp £6,995 (3dr), £7,495 (5dr) 1.2-litre 65bhp £7,725 (3dr), £8,225 (5dr) 1.9-litre SDI 64bhp £8,025 (3dr), £8,525 (5dr)
Production jubilee The Volkswagen factory at Pamplona recently celebrated another Polo production milestone. A flash red, 1.4-litre model was the
4 millionth Polo to be produced at the facility since assembly started in 1984. The Polo now finds over 500,000 new homes a year. VWPR
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 03
news
Polo ‘R25’?
Polo Twist prices now from £8,495 The best-selling Polo model, the Twist has recently been reduced in price. The high-value variant is now even more appealing to costconscious buyers, as the range now starts at £8,495, representing a further £690 saving. The 1.2-litre 65bhp model kicks off the Twist models, with the next rung up the ladder being a 1.4-litre 75 PS variant. Two diesel versions are also available: a 1.9-litre SDI car with 64bhp and also the ubiquitous 1.4-litre 75bhp TDI model. Launched in 2003, the Twist uses a classic Polo name, and gained a reputation with costaware buyers, thanks to its extra equipment count and a significant price saving compared to the equivalent-engined S model. This is the car on which the Twist is in fact based. All models have 14” ‘Sao Paulo’ alloy wheels, and a choice of pearl effect or metallic paint as standard. The list of standard Polo S features is still in place: ABS, semi-automatic air-conditioning, central locking, electric front windows, front and side airbags, and electrically heated and adjustable door mirrors. A chrome ‘Twist’ badge on the tailgate further distinguishes the model. The 75bhp petrol version is also available as an auto. For more information on this and other models in the Polo range, log on to www.volkswagen.co.uk. VWPR
The web has been a hotbed of Polo speculation just recently. Picked up from a link on the uk-polos website, photographs of a hot-looking Polo have caused much furore. Fitted with 17” alloys from the Polo Dune/Fun, and an aggressive bodykit, Bernhard M Höhne from BMH Images in Germany – who supplied our original pictures – reported that the sporty Polo was a design study for a possible mooted ‘R23/R25’ performance modeI. ‘The car itself is only a prototype, equipped with the 1.4 engine, just to show the styling kit for the planned Polo R25. It’s not certain, if the Polo R25 will really be built, but if it is, it will first be presented shortly after the facelift in spring 2005,’ he said. ‘My source heard from one side, that the car will be built but another person told him that the Polo R25 was cancelled because it would be too expensive. The car was in the VW museum for about two weeks, AS the museum had to give it back to the VW-development-center, but I don’t know why.’ Sadly, the car isn’t in the Volkswagen museum any longer. VWPR
Polo Twist: ‘on-the-road’ prices 1.2-litre 65bhp £8,495 (3dr), £8,995 (5dr) 1.4-litre 75bhp £8,895 (3dr), £9,395 (5dr) 1.4-litre 75bhp auto £9,495 (3dr), £9,995 (5dr) 1.9-litre SDI 64bhp £8,795 (3dr), £9,295 (5dr) 1.4-litre TDI 75bhp £9,495 (3dr), £9,995 (5dr)
04 VW POLO REGISTER NEWSLETTER AUTUMN 2004
Photography www.bmh-images.com (Special thanks to Bernhard M Höhne)
comment The ‘performance’ Polo has been around for over 25 years now. That two-and-a-half decades has seen many notable changes – not least in the power needed to make a car ‘hot’ – and has seen the go-faster Polo take on many forms. Welcome to our second themed issue, and our celebration of some of the Polo’s sporting moments. The story starts in 1979 with the GT, with the latest chapter being the newly-launched GT. With more than twice the power of that Series 1 car, we thank Nicki Collett and the Volkswagen UK Press Office team for allowing us access to a long weekend with the 2004 ‘hot’ Polo. Tested over 700 miles, you can read our thoughts in this issue. Another UK Polo publication exclusive, we posted a pre-publication report of this test on www.vwpolo.co.uk, so we could bring you the verdict on the new model first. It’s just part of our push to keep you, the Polo enthusiast abreast of latest developments and well-informed. Welcome to This issue of the newsletter is in fact, a our second milestone in itself. A landmark edition, it is number 20, since we began publishing themed issue, the magazine in 1996. Back in those days celebrating it was a single-page A4-sized document. some of the In those intervening 8 years, it has evolved into the form that you now have in sporting Polo’s hot 25 years your hands. It helped us establish our five-year relationship with the Volkswagen UK Press Office, and we hope that you are still enjoying the varied content gathered from around the world. There is yet more in store next year, when every issue will be themed around a Polo generation. As you can read in the ‘News’ section of this issue, 2005 sees the Polo’s thirtieth anniversary, and we will devote an entire issue to each series. All the usual features will be present, but – we hope – with an added interest for those who are fond of a particular model or model style. If you have any ideas for features or any material you would like to contribute, please get in touch. The usual contact details are to be found in the column on the right. Here’s to 2005. VWPR
Take a look back: previous VW Polo Register Newsletter landmark issues
VWPOLO REGISTER newsletter 20 Editor/design Richard Gooding Sub Editor Tony Lo Chairman Nigel Middleton Contributors this issue Graham Richards Photographic resources this issue Richard Gooding, Tony Lo and Volkswagen AG The VW Polo Register Newsletter is published for members of the VW Polo Register and is wholly independent of Volkswagen AG/UK and its subsidiaries. © VW Polo Register 2004 Editorial address VW Polo Register 10 Highwood Manor 21 Constitution Hill Ipswich Suffolk IP1 3RG Chair address VW Polo Register 25 Queen’s Road Sandy Bedfordshire SG19 1HD VW Polo Register Online www.vwpolo.co.uk
Newsletter 1 First-ever issue, with future Polo projects and general info
Newsletter 11 Polo’s 25th anniversary, new for 2000 models, Polo TDI report
Newsletter 15 new 2001 Polo launch,VWPR’s Polo fleet, racing Polo Saloon 1.8
E-mail contacts richard @vwpolo.co.uk nigel @vwpolo.co.uk info @vwpolo.co.uk
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 05
model history
sport for all
Every Polo generation has had a sporting model, from the Series 1 car to the latest GT offered in the current range. And although the Golf GTI has always overshadowed it, the sporting Polo models have offered poke on a cheaper budget. Over the next 10 pages we chart the sporting Polo’s development Story Richard Gooding Photography Volkswagen Communications and Volkswagen UK Press Office
t is well documented that the Polo was presented to the public in Hannover in March of 1975, and was a low-cost and lowerequipped version of the Audi 50. But, what is less well documented is that the sporting Polo was first born in 1979, and that the 25 years that the ‘performance’ Polo has been around is almost as long as that of the Golf GTI itself. Flushed with success from the hot Golf’s launch in 1976, VW took the opportunity to launch a sports X
I
‘The 25 years that the sporting Polo has been around are almost that of the Golf GTI itself’
model history
W variant when the Polo was facelifted for the 1980 model year. Making a ‘hot’ Polo was easy – the car only weighed 685kg, and so a powerful, largecapacity engine wasn’t needed. So the engineers took the 1272cc unit that was already giving service in the range-topping GLS version on the Continent – the UK GLS cars had the 1093cc 50bhp engine fitted, the Derby having the 1272cc 60bhp version sometime later – and installed into the GT. By adding sporting addenda and interior trim, the ‘performance’ Polo was born. Destined only to be sold on the Continent, and therefore not to be produced in right-hand drive (and not sold in Britain), the GT posted a 0-62mph time of 12.9 seconds and a top speed of 92mph. The model was introduced to the public at the Frankfurt Motor Show in September 1979, with customer deliveries beginning at the end of that year. Extra equipment over the GLS included a front chin spoiler, red-trimmed grille borrowed from big brother Golf GTI, red and black painted steel wheels with wider 155/70 SR 13 tyres, ‘GT’ badges on the front grille and rear tailgate, and special ‘GT’ side stripes – again, a feature borrowed from the hot Golf. Interior changes included a ‘GT’ emblem steering wheel, a rev-counter, red-trimmed instruments, and very bright red-striped seats. As with the original Golf GTI, it was only available in black, diamond silver metallic, mars red, and white. The GT was produced for two years, until the introduction of the Series 2 Polo – again at the Frankfurt Motor Show – in October 1981. VW had given its smallest car a radical new look, akin to that of a mini-estate car. Initially, there was no sporting model available, with the GL version providing the ‘go’ with its 50bhp engine, carried over from the previous generation. Although the new version was
‘A Polo with a spoiler, what’s that then?’ The opening sentence of the 1979 Polo GT sales brochure asked the question. The answer was (clockwise, from above) the GT, powered by a 1.3-litre 60bhp engine, and boasting a spoiler, very loud wheels, and ‘GT’ stripes and badges. The interior was to adopt an ongoing sports Polo theme The Polo coupe from 1982 re-introduced the fastback shape to Polo buyers and came in GT form, with suitably sporty addenda including twin-headlamp grille,body striping, front and rear spoiler, wheel arch spats and wider 5.5J wheels
introduced with a new three-box version of the Derby, many people missed the old ‘fastback’ shape of the now defunct Series 1. Volkswagen responded to this criticism in 1982, when it launched the Polo coupe. Although not a coupe in the true sense of the word, it returned the fastback shape of the previous generation to Polo buyers and enthusiasts. It was just as practical as the hatchback version too, with the emphasis being more on the sporty nature of the new variant. It first appeared at the 1982 Paris Motor Show. Just as the first Polo GT did, the Polo coupe took its sporting cues from the Golf GTI (now into its second generation). All models featured a distinct rakish and sporty look, devoid of the utilitarian appearance of the ‘squareback’ version. Externally, X AUTUMN 2004 VW POLO REGISTER NEWSLETTER 07
model history
Glamourous companion: (Heidi loved hers!): the Coupe GT offered more power with 75bhp engine; interior followed the theme set by the Series 1 GT of three years earlier
The Volkswagen marketing machine was in full swing:‘The Polo Coupe GT: it’s great to find that driving can still be fun’
W the new model boasted a red-trimmed grille, front and rear spoilers, wheel arch spats, black plastic trim around the rear window and rear numberplate surround, black-painted sills, and 5.5J x 13 steel wheels fitted with 165/65 SR 13 tyres. The car was available in two trim levels on the Continent: ‘Coupe’ and ‘Coupe GT’, while the UK market only received it in ‘Coupe’ trim. Three engines powered the coupe range. The tried and trusted 1,093cc unit developing 50 PS was installed into the base ‘Coupe’ version (and all UK cars); the 1272cc Series 1 Polo GT engine powered a second ‘Coupe’ version, while the range-topping GT now had 75bhp, courtesy of a development of the same engine. Whereas the 60bhp engine developed its peak power at 5,600rpm, the new unit’s peak output arrived at 5,800rpm. All versions were fitted with four-speed gearboxes. Faster than the Series 1, the Series 2 Coupe GT dashed to 62mph in 11.5 seconds, even though it was around 50kg heavier, now weighing 730kg. As with the Series 1, the Coupe GT was available in black, diamond silver metallic, mars red, and white. A new colour – comet blue metallic – was also added for continental buyers. The GT also gained a twin-headlamp grille fitted X
model history W with fog or driving lamps, ‘GT’ embossed steering wheel, and the option of Golf GTI-style 5.5J x 13” 9-spoke alloy wheels. All models had black seats with grey or red stripes depending on body colour, with matching front door trims. The UK launch price was £4,985. For the 1984 model year, the 1093cc and 1272 cc 60bhp engines were dropped from the coupe range, the base models getting a new 1272cc 55bhp unit. The GT still remained with 75bhp. Comet blue metallic was added to the UK colour choice at this point, while continental models could also be specified in lhasa green metallic. The VW marketing machine was in full swing at this point, with the brochure stating: ‘The Polo Coupe GT: it’s great to find that driving can still be fun’. The UK saw the largest mass-market changes in 1985. A new 1043cc engine developed from the 895cc unit in the Series 1 Polo was introduced to all ranges. Fitted to the base model ‘Coupe’, it developed 45bhp. The 1,272 cc unit was still available, but now in a model called ‘Coupe S’. Basically a continental GT model with the lower output engine, it gained a three-spoke sports steering wheel and front sports seats. Continental GTs also adopted these changes, but also gained a second version. The GT was now also made available with the 55bhp engine, at a lower price point. A new colour – rally yellow – was also introduced, which, like comet blue, is very sought after. Volkswagen was also experimenting with boosting the Polo’s engine outputs, and at the 1985 Frankfurt Motor Show exhibited a Polo coupe fitted with a small supercharger. Named the Polo Coupe GT G40, it developed 115bhp and was marked for a limited production run of 500 examples. Referred to by VW as the G-Lader after its spiral displacer shape, the revolutionary supercharger spiral only measured 40mm, and therefore lent its name to the car’s designation. Suspension was lowered by 20mm and the all-important fuel-injection/ignition electronics package was the Digifant system used in the Series 2 Golf GTI. Performance was outstanding for a car of this type, with 0-62mph coming up in under 9 seconds, and a top speed of 120mph. All 500 cars for sale were rumoured to have been bought by VW employees and proved to be a success. Not designated for export, all GT G40s were left-hand drive only, and it is thought that two further production runs of 500 cars were also made in 1986 and 1987. The model appeared the same as the other Polo coupes, but was fitted with ‘Hockenheim’ 13” alloy wheels and 175/60 tyres, a deeper slotted front spoiler to let air into the low-mounted intercooler, and ‘G40’ badging. Three specially-modified factory cars were also used to make successful attempts on two
1300cc endurance world records at the Ehra-Lessien test track. An average speed of 208.1 km/h over 24 hours established the G40 as a force to be reckoned with, and VW used the advance publicity to market the cars. A one-make European racing series was also used to turn initial public interest into sales figures. For 1986, the range of Polo engines gained new cylinder heads, hydraulic tappets and electronic ignition. The Coupe S now had full-size flush wheel trims and the option of a five-speed gearbox, while the continental GT with 75bhp was fitted with this as standard. Like the UK model, the 55bhp car was available with the five-speed gearbox as an option. The Coupe S was now priced at £6,090, while the foreign 75bhp car was also marketed with a catalytic converter. In August 1987, VW extended the GT’s appeal, and launched a hatchback version, using the ‘squareback’ bodystyle. Available with both engine options, the model was only destined for continental markets, and was something of a misnomer, lacking some of the sporting accutrements of the coupe version. Seemingly marrying a Polo CL body and interior with the faster engines, standard equipment included a twin-headlamp grille, sports steering wheel, rev-counter and 4J x 13” alloy wheels. A ‘special package’ was also available and included kit such as black roof rails, door storage pockets, green heat-insulating glass, and front sports seats. X
Power to the Polo (clockwise, from above: the arrival of the Polo GT G40 in 1985 saw the most powerful model up until that date. Production was limited to 500 units; engine had 115bhp; G40 charger laid bare; the endurance version
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 09
model history W UK Coupe S models gained the five-speed gearbox as standard in 1987 and also had minor specification changes. The interior door panels were plain vinyl, and the desirable steel sliding sunroof that had hitherto been a factory-fit option was now standard. The red-trimmed instrument surround had also gone and the sports seats were now of a check design. Changes were minimal in 1988, with all coupe models in all markets gaining the ‘Hockenheim’ 13” alloy rims that were fitted to the GT G40 and available as optional equipment on earlier cars; and losing the front sports seats (available as an option in the UK, and part of the continental ‘special package’). The fully-trimmed door panels and redtrimmed instrument surrounds were regained though! The continental hatchback GT remained unchanged. The last full year of Series 2 production was 1989, and again changes were mainly confined to trim. The Coupe S’ sunroof was once again an option, and sports seats once more part of the equation. Variants on the Continent remained unchanged, until January 1990, when a new development of the 75bhp engine emerged. A forerunner to the later ‘3F’ engine fitted to the facelifted GT models to appear in October of that year, it employed Digifant multipoint fuelinjection, and a ‘big bore’ inlet manifold. Although similar in mechanical appearance to the ‘NZ’ 55bhp engine available in the same period, the 3F unit had a throttle angle sensor and fully-mapped ignition control, opposed to the throttle switches and vacuum advance ignition control of the lower output engine. Both catalyst and non-catalyst versions were offered. The new engine was fitted to all 75bhp variants, although confusion arises over the hatchback data. Sales brochures from the time list it fitted with the carburettor engine, while the coupe had fuel injection. Strangely, a German-market catalogue lists the hatchback GT with both the 55bhp carburettor and ‘Digijet’ NZ fuel injected variants, and also the 75bhp 3F ‘Digifant’ engine. All 3F-engined GT models were produced until July of 1990, when the production lines were readied for the introduction of the facelifted car, due in the autumn of that year. Concluding Series 2 production, UK-bound coupes were never offered with the servo-assisted braking system of the foreign-market cars (due to the lack of space in right-hand drive engine bays). This is the quoted reason as to why the more powerful version was sadly never exported to any right-hand drive markets. Also, some of the lower-specification GT cars arrived in the UK with their badges still in place. Dealers in this country were informed to remove these original badges and place the ‘S’ designation onto these cars instead – the Coupe S was a UK-only model – but some slipped through the net and were still GTs. 10 VW POLO REGISTER NEWSLETTER AUTUMN 2004
Series 2F Polo arrived in 1990 and continued the sporting theme (clockwise from top): Polo GT was sold in the UK for the first time; Polo G40 now a mass-market model; new Passat-style dashboard
Up to the autumn of 1990, 2.8 million Polos had been built and the Wolfsburg factory in Germany and the Pamplona plant in Spain, and the Series 2 had now served well for nine years. But it badly needed updating, and an all-new model was still four years away, so comprehensively facelifting the popular model seemed to be a sound proposition. And it was a very comprehensive facelift. The Series ‘2F’ Polo range was introduced in the October of that year, Volkswagen billing it as the ‘new Polo’, although clearly it was a welcome facelift of the outgoing car. The UK launch of the car took place after a public appearance at the British International Motor Show in Birmingham. In profile, the old model heritage was clear, but new rounded front and rear ends did help disguise the dated design. Large, single unit rectangular headlamps replaced the old twin items, while a new reprofiled deep bumper housing optional foglights gave the car a much more substantial look. The rear followed suit, with a new tailgate, lamps and bumper. The interior was given a new dashboard, which borrowed its styling from the larger Passat. New seats and upholstery fabrics continued the fresh look. The many mechanical changes were trumpeted too, especially the new Polo could boast a small car first. The previous range of engines were upgraded to accept fuel injection, meaning the whole range could
model history Hatching a plan: GT was available in the hatchback version from the off in the new for 1991 range, VW hoping to boost Polo sales
be fitted with catalytic converters. Units of 1043 and 1272cc were again employed, the lowest capacity unit developing 45bhp. The 1272cc came in two versions as before. One developed 55bhp, while the other pumped out 75bhp, and was fitted with the Digifant injection system. Revised suspension settings gave a much improved ride, and UK models finally got the brake servo they had been previously denied. The range was available in three trim levels as before across the three coupe, hatchback and saloon bodystyles. Kicking off with the Fox, rising through CL and ending with the GT, it was with great fanfare that the UK also now got a proper ‘sporting’ Polo. Available in both the hatchback and coupe bodies and priced identically, it exclusively used the 75bhp ‘3F’ engine. The specification was comprehensive – the coupe exterior was again fitted with wheel arch spats and black trim around the rear numberplate, and was joined by red piping in the bumpers, ‘GT’ badging and black VW roundels, the latter yet again being a style statement taken from the Golf GTI. The hatchback did without the wheel arch spats and was fitted with narrower 155/70 R13T tyres on 4.5J x 13 steel wheels, while the coupe’s footprint was wider, with 5.5J x 13 rims with 165/65 R13T tyres. Full-sized wheel trims with black centres were fitted, with ‘Hockenheim’ alloys being left on the options list, along
with a sliding steel sunroof, front foglights, heated washer jets and headlamp washers. As before, the GT was fitted with a five-speed gearbox, a rear anti-roll bar and a brake pressure regulator. Weight was now 785kg. Again there were continental market differences, with the 55bhp, single-point injection engine being available in GT trim in both bodystyles. A fourth non-UK engine was also introduced – a 1398cc diesel unit displacing 48bhp. VW UK listed the Polo GT price as £8,990. The UK press didn’t exactly welcome the new car with open arms. Autocar stated that ‘The Polo GT is competent, but far from outstanding’, going on to say that ‘The Polo doesn’t really drive as a GT, even a small one, should.’ However, they were much more open to the next ‘hot’ version of VW’s smallest car, which arrived in May 1991. The earlier run of Polo GT G40s had paved the way for a proper massmarket production model, and upon its launch, the Polo G40 displaced the GT as the range-topper. The engine specification wasn’t that different to before, the car now developing 113bhp due to the catalyst that had been fitted. Uprated springs and X
‘The Polo GT is competent, but far from outstanding’ – Autocar, December 1990
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 11
model history W dampers were fitted (65 per cent stiffer in the case of the front springs), as were ball joints at the ends of track rods. The front anti-roll bar bushes were also some 20 per cent stiffer. The wheels were still 5.5J x 13, but were of a BBS cross-spoke design, with 175/60 HR13 tyres. Performance was ballistic, with 62mph coming up in 8.6 seconds (compared to 12.1 seconds for the GT). Outwardly, the G40 took its styling cues from the GT, with the addition of those BBS alloys, and a roof-mounted ‘bee-sting’ aerial, borrowed from the Golf/Scirocco 16v and the Corrado. Autocar was much more unequivocal in its praise: ‘The addition of a supercharger has transformed the Polo from a self-effacing town car into a brawny GTI-basher.’ The £11,568 price was almost that of a new Golf GTI. An Alpine White Coupe GT was the three millionth Polo to be produced in August 1991, and January 1992 saw the announcement of a UK G40 racing series. The ten-round Volkswagen Polo G40 Cup was to visit major UK circuits and cars were sold as a car-plus-parts package, or as a ready-to-race vehicle. Minor cosmetic changes were also made in 1992, with the G40 gaining white front indicators and darktinted rear lamps. The hatchback version of the GT was discontinued in the UK, while all others saw new ‘Triangle’ seat upholstery, replacing the check pattern.
12 VW POLO REGISTER NEWSLETTER AUTUMN 2004
Side-impact reinforcement beams were also added into the doors, while a headlamp height adjustment system became optional on continental cars. European markets were also introduced to the Polo Coupe Genesis, a special-edition model to celebrate the sponsoring of rock group Genesis’ 1992 tour. Fitted with all the sporting Polo engines, it differed in appearance by having partially lower colour-coded bumpers and door mirrors, front foglights, white front indicators and darkened rear lamps, ‘bee-sting’ aerial, the G40 BBS alloys, special upholstery and a ‘Genesis Sound’ branded radio. It was only available in a special metallic purple colour named ‘Violet Touch’ pearl effect. The penultimate year of 2F production was 1993, and minimal changes were made to the now soon-tobe replaced range. August 1993 saw the GT and G40 be special order only in the UK, while a run-out model was introduced in Europe. The ‘Extra’ range included special items at a special price. The Scot Edition, CL Extra and GT Extra were available, the GT version adding such items as a sliding steel sunroof, green heat-insulating glass, leather-trimmed steering wheel and gear gaiter, radio/cassette with four speakers, the revised front and rear lighting; bee-sting aerial, ‘Extra’ badging, and five-speed gearbox where applicable. Around 780 examples
model history were sold, while the UK racing series continued as a stand alone championship. By mid-1994, the first press photographs of the all-new Polo had been published, and it was an open secret that the new model would be exhibited at the Paris Motor Show later that year. The final year of 2F production saw few, if any changes, and the 2F production lines halted in August of that year. The Volkswagen Polo G40 Cup also came to a natural conclusion too, with the Volkswagen Vento VR6 Challenge taking over the mantle of VW’s motorsport-related promotion. General consensus is that 500 G40 models were sold in the UK – and an unmolested example would now be hard to find. With the introduction of the all-new Series 3 Polo, an era ended too – the 15-year legacy of the GT badge would not be added to for another 10 years, the 2004 Polo reviving the name for a new generation. The launch of the Series 3 Polo was something of an event. The car was all-new, and based on the similarly all-new SEAT Ibiza, launched a year earlier. It was a completely new car from the ground up, and a few commentators wondered why VW stuck with the Polo name. Four trim levels were available when the car hit the streets in October 1994. Starting with the L, they rose through CL and GL to the top-spec GLX. Initially, the power units were carried over from the
Long time coming: 23 years after it was launched, the Polo range finally gained a GTI version. Powered by a new 1.6, 16v unit with 120bhp, it featured sports styling and a very red interior
previous cars, with the exception of the 1272cc 75bhp unit and the small capacity diesel. This was replaced with an engine of 1896cc, while the 75bhp was replaced with a unit of the same power, but of a larger 1598 cubic capacity. None of these were particularly quick, and although a new 1390cc unit was brought in to replace the ageing 1272 cc 55bhp powerplant, a sporting model was still lacking. Expectations were high when VW announced that there would be a ‘sporting’ Polo, in the shape of the 16V, launched in 1996. The first-ever Polo to feature a modern 16v engine, on paper at least, it sounded like the ‘hot’ Polo was getting back on track. Developing 100bhp from a double-overhead cam 1390cc unit, it dispatched the 0-60mph dash in 10.5 seconds, and was fitted with a five-speed gearbox. Replacing the GLX at the top of the Polo tree, it boasted deeper ‘sports’ bumpers, darkened rear lamps, white front indicator lenses, 6J x 14 ‘Indianapolis’ alloy wheels, and front sports seats. Lowered suspension was also fitted, and as all Polos now had power steering, it stood a decent chance of being a tidy handler. However, performance wasn’t that brisk, in no part due to the fact that in three-door form, it weighed 1025kg. Again there were continental differences – these cars had ABS as standard, along with white dials and front foglights. Compared to the regular models, Autocar declared it ‘quicker, but not better’. However, a Polo with true sporting intent was still to come. Buyers in Europe didn’t have long to wait. The Polo GTI came in 1998. Limited to 3,000 units, the car appeared at the Paris Auto Salon in the autumn of that year. Seen as a spiritual successor to the Series 1 Golf GTI (their dimensions were very similar), the car was available in both three- and five-door forms. It certainly looked the part too, with 15” BBS alloys fitted with 195/45 15 tyres, red brake calipers, ‘GTI’ badges front and rear, darkened rear lamps and side repeaters, white front indicators, and front foglamps. The interior featured body-coloured door panel inserts, front sports seats in a new fabric, a leather-rimmed steering wheel, red floor mat edging, red seatbelts, and VW’s then new trademark blue instrument lighting. The engine featured red plug leads, and was completely new. A 16v 1.6-litre unit with 120bhp, it was claimed the GTI could sprint to 62mph in 9.1 seconds and romp onto 120mph. Chassis modifications included uprated and lowered suspension, paired with uprated brakes featuring discs both front and rear. The front track was widened by 16 mm and ABS was at last standard, in addition to Electronic Brake Distribution and Electronic Differential Lock. In Germany, the Polo GTI retailed for around £11,000. It seemed that this time VW were serious. VW UK took the decision to X AUTUMN 2004 VW POLO REGISTER NEWSLETTER 13
model history W import the car when the revamped range went on sale in 2000. Again, it was an open secret that Volkswagen were to nip and tuck the Polo again, to update the car ahead of another all-new model in 2001. In line with traditional Polo launches, the new model was shown at the Frankfurt Motor Show in September 1999, and unveiled to the motoring press in Vienna. Although, like the Series 2F in 1990, it was a very comprehensively revamped version of the outgoing car, Volkswagen claimed it was as much as 80 per cent new. Largely noticeable over the older car by its Bora-style nose and red-lamped rear, the new car had a stiffer structure; a 20mm wider front track, and revised rubber bushings for the front suspension struts and the rear torsion beam. All the panels were now galvanised too, so the longer-lasting Polo now lasted even longer. January 2000 saw the car arrive on UK shores and six-tier range had the GTI atop of it. A broad new range of engines has also been fitted. Starting with a 999cc 50bhp unit, the range had three 1.4 engines with outputs of 60, 75 and 100bhp. Two diesels were also offered. A non-turbo 64bhp SDI sat alongside a very modern three-cylinder TDI unit, which developed 75bhp, but had an astonishing torque figure of 144lbs ft! This was more than the GTI, itself rated at 112lbs ft. Like the older version, the 100bhp 1.4 was designated 16V and was intended to be the first rung up the sporting Polo ladder. For the GTI, the UK brochure proclaimed ‘The Polo GTI. The birth of a legend.’ The birth of legend perhaps, if you hadn’t been to Europe in the last two years... Priced at £14,500, the new GTI came fullyequipped. Fitted as standard were 15” BBS ‘Split Rim’ alloys, body colour side rubbing strips and door handles, a rear spoiler, front foglights, a honeycomb front grille, ‘GTI’ badging, and Xenon gas-discharge headlights. The interior featured a Lupo-style dash with chrome instrument bezels under a hooded cowl-like pod, but the red seatbelts were gone. Maybe someone at Wolfsburg had memories of the MG Metro! The car was also fitted with a bootmounted CD changer; an alarm, and air-conditioning. The engine powering the new ‘hot’ Polo was a slightly tuned version of the previous GTI’s unit. Now developing 125bhp, it managed to get the car to 62mph in 8.5 seconds, and increased the top speed by 7mph. Should the power be too much, ABS and Electronic Differential Lock could again reign it in. The handling was much improved over the previous version, with meatier steering and good grip from the 195/45 15 tyres. Although deemed expensive over its rivals, it proved to be a moderate success and won some positive reviews from the press. It lasted until the next all new model, which was launched in 2001. 14 VW POLO REGISTER NEWSLETTER AUTUMN 2004
Again exhibited at the 2001 Frankfurt Motor Show, the new Polo was unveiled to an expectant public. It was based on the chassis of another VW Group supermini, the Skoda Fabia, which had been around since the advent of the outgoing facelifted car. The new model’s styling was a mix of traditional Polo looks, married with the front end of VW’s smaller car, the Lupo. Twin headlamps gave way to deeper sculpted flanks and a very Golf-like rear end, with Passat-style lamps. As was customary with a new Polo launch, a bewildering array of engines was on offer. When the car came to the UK in February 2002, there were two 1.2 units developing 55 and 65bhp; three 1.4 units developing 75, 86 and 100bhp and three diesels of 64, 75 and 100bhp. The 86bhp 1390cc unit utilised VW’s new fuel-stratified injection, which pumped the fuel directly into the cylinders. The 1.9-litre TDI PD with 100bhp was the range-topper, and was only available in ‘Sport’ guise. Trim levels started with E, rising through S and SE to Sport. Although the Sport-trim cars were fitted with 6J x 15 ‘Melbourne’ alloy wheels, sports suspension and all-round disc brakes, they were still a little on the soft side. All Polos now had luxury and comfort items such as ABS as standard, which meant that even the most basic 1.2litre 55bhp E model weighed 1100kg – nearly twice as much as the 685kg Series 1 car. Apart from the 100bhp TDI, no model could really be considered sporting. X
2004 Polo GT brought the moniker back to the range. This time around it was a diesel model with 130bhp, 16”‘Montreal II’ alloys and an anodised trim interior
model history W That was to change in February 2004. The Polo GT was launched on the Continent after being exhibited at the Frankfurt Motor Show in September 2003. A 130bhp TDI PD unit provided the motive power for UK models, upon the launch in this country in July 2004. Continental buyers also had the choice of the 1.4-litre 75, 86 and 100bhp engines, and also the 1.4 three-cylinder 75bhp, 1.9-litre 100 and 130bhp diesel units. Featuring equipment such as 16” ‘Montreal II’ alloy wheels; darkened rear lamps and side repeaters; leather-covered steering wheel; front sports seats, air-conditioning; 6-CD autochanger and a six-speed gearbox, it carried on the wellequipped mantle of previous ‘hot’ Polos. Performance was brisk, with the 130 PS car taking 9.3 seconds to reach 62mph, despite its 1319kg weight. Available in the traditional ‘GTI’ colours of black, red and silver, the GT is also available in raven blue metallic. The UK price is £14,250 for the three-door car. The new GT (which we report on overleaf) is just the latest in the ‘hot’ Polo story. While none of the ‘hot’ Polos has class-leading handling or performance, they offered more power with an outwardly sporting package. The latest chapter in is set to take to the roads in 2005, when a new and much-rumoured 150bhp GTI version of the soonto-be facelifted model is finally announced. VWPR
Polo GTI of 2000 was a full, mass-market model. Developing 125bhp it was the most powerful Polo to date. Interior featured a Lupo-style, well-appointed dashboard
road test
Story Richard Gooding Photography Richard Gooding and Tony Lo
As a new 'hot' Polo finally arrives, we put the range-topping GT through its paces over a varied 700 mile test, and ask is it too little too late, or are its talents broad enough to amuse the keenest of drivers and fill that quick Polo hole? 16 VW POLO REGISTER NEWSLETTER AUTUMN 2004
city slicker t seems to be an opportune time for Volkswagen to finally launch a performance version of the current Polo. With sales of hot hatches back to their post-bad press days, almost every manufacturer seems to have a powerful version of their latest supermini in the range. However, the days when a guarantee that the sporting model would be petrol-powered are gone. Encouraged by lower taxes and rising fuel costs, a good few of these GTI-wannabes (or indeed GTIs) are now powered by diesel engines. Volkswagen trailblazed this idea in the late 1990s with the Mk 4 Golf GT TDI (itself later to become a
I
road test
GTI), and has applied the same basic and essential ingredients to the latest hot Polo. But, three years after the launch of the rest of the range (similarly, with the last Polo GTI a three-year memory), and a few months before the reported facelifted model is due to hit the streets, is it a case of rushing through a half-hearted effort to steal some sales? Badged GT, and using the same 1.9 TDI PD engine as fitted to the SEAT Ibiza FR and the Skoda Fabia vRS, the new Polo range-topper kicks out 130bhp, and posts a quoted 0-62mph time of 9.3 seconds. Combining this performance with a quoted combined
55mpg figure, the new Polo GT appears to offer the best of both worlds. It's certainly not lacking in performance – the well-proven 'Pumpe-Düse' engine develops its peak 229lbs ft of torque at 1,900rpm, which gives the GT a true giant-killing ability. Due to the nature of the engine, power needs to be kept in the 1,900rpm to 4,000rpm power band to make full use of that crushing ability. Before that 1,900rpm marker nothing much seems to happen, but once that point is hit, there's nothing stopping the incredible surge of torque – you find yourself hitting speeds over the legal X AUTUMN 2004 VW POLO REGISTER NEWSLETTER 17
road test W limit before you know it. We think that 0-62mph figure is on the conservative side. One thing we noticed was typically turbo 'lag' before the surge of acceleration comes in, but this is slight enough not to hamper progress and to be too much of a problem. Fitted with a smooth six-speed gearbox as standard, the car literally rockets when the middle pedal is pressed, even in top gear. Although engine noise is prevalent on start-up, it soon quietens when on the move. Refined at speed, one tester commented that he thought it to be marginally noisier than a similiarly-specced Polo 1.9 TDI PD 100 Sport. But then this model has smaller wheels and tyres fitted (195/55 15s compared with the 205/55 16s of the GT, although interestingly the test car was fitted with Dunlop SP2 Sport 200E tyres in 205/45 16 size).
placed fairly accurately, even if the last degree of feel needed to truly savour the experience is missing. The brakes are typically VW – good and positive, with none of the over-servoed 'grabby' feel that blights a lot of modern cars. Economy was a little disappointing, with the car being billed as offering ‘frugality with fun'. Over our varied country, motorway and city/town test routes, we achieved an average of 41.9mpg. To be fair though, a great deal of the driving we did, was of a performance type, and any driver with a lighter right foot would achieve much higher figures that would be closer to Volkswagen's quoted values. They say appearances can be deceptive, and the smart but rather unexceptional external look of the Polo GT certainly plays true to this statement. Extra external equipment is limited to colour-coded door
‘Although the GT is a good-looking car, the overall appearance is at odds with its ethos – it really needs to b e more distinctive’ A large proportion of our test involved motorway journeys, and the Polo GT is an ideal cruising companion. It's in this environment that the car feels best suited, as the handling is still on the softer side of the sports barometer. Although keen drivers wouldn't find the GT a complete softie on country and B-roads, it still lacks that real sporting edge. Although fitted with 15mm lower 'sports' suspension (the same as the Polo Sport), the ride remains on the soft side, which is good when cruising, but results in a floating sensation over crests and badly-surfaced roads when pressing on. We thought the car was particularly underdamped at the rear, the dampers seeming unable to keep things in check. Hustling the small VW through a corner results in a fair bit of roll, and safe, controllable understeer. The steering, as on the Dune tested last issue, does give a certain amount of feedback though, and the car can be 18 VW POLO REGISTER NEWSLETTER AUTUMN 2004
handles (why not the whole optional 'Colour' pack which paints all the exterior bumpstrips and bumper inserts?), and a set of 16" 'Montreal II' alloy wheels borrowed from the Golf GTI 1.8T and V5. There are also 'darkened' rear light lenses (though you'd be hard-pressed to tell the difference) and side repeaters, and a pair of chrome 'GT' badges on the front grille and tailgate. Not the most overtly sporting in appearance then, the GT could, and did, look at times, to be nothing more than a standard Polo fitted with a nice set of wheels. Although it is a good-looking car, the overall look is at odds with the sporting bent of the car, and is more in line with that of a more modestly-powered and trimmed range-topping model, and we think, needs to be more distinctive. Volkswagen UK only intend to sell around 600 units this year (3% of UK Polo sales), and 550 in 2005, before the facelifted X
road test
Main picture: although Polo GT is smart in appearance, it looks too much like an upgraded lower-spec model. Below, clockwise from top: sports suspension gives safe, predictable but sure-footed handling; interior has sporting flourishes; undoubtedly the best Polo engine in the current range
W model is launched, and so don't need or desire the car to sell in huge numbers. We've yet to see a three-door model, and as this will account for around 67% of that 600 unit total, it should, as three-door cars normally do, look sportier than the five-door car. Just like the original Golf GTI and last-generation Polo GTI, the GT is available in a limited range of colours. Customers can order the car in black, flash red, reflex silver or the stunning raven blue metallic. The interior follows the same theme, with the 'Le Mans' trim appearing very plain – a far cry from the G40 material with the same name. The front seats are sports items, while the rear has a one-piece folding bench. This appears to be something of an anomaly – the standard-fit split-folding rear seat noted in the 2005 brochure and fitted to S models and above is not available. The dashboard is standard Polo-fayre, and as always, is well laid out with light controls, while the addition of chrome rings around the instruments is a nod to the sporting nature of the car. The steering wheel is stock Polo too, but has been trimmed in leather and has anodised chrome-effect finishing on the four spokes. Leather also covers the handbrake grip and gear lever gaiter, but again, you almost feel that more could have been done to differentiate the cabin from the lower models. X
road test
Clockwise from above: lack of rear electric windows is a disappointment; GT is a fun car; six-speed gearbox is slick and well-suited to the engine’s power
‘You could have plenty of good times in this car’ 20 VW POLO REGISTER NEWSLETTER AUTUMN 2004
W One thing the cockpit is though is commodious. With the modern Polo the size of a Series 1 Golf, it carried four grown men on a 100-mile round trip journey with no complaints. However, if you are not particularly blessed with height, then you cannot see over the bonnet of the car, such is the steep angle, but this is a criticism that could be leveled at many modern cars. Build quality appeared to be up to the usual VW standards, but by the end of our evaluation, the test car had developed a pair of creaks, one at the front of the dashboard, and another at the rear. One very minor observation – the modern dictation of safety standards has robbed the Polo of a decent glovebox, with the (deactivatable) passenger airbag taking up a great deal of space. However, the other rubber-lined cabin trays go some way to providing decent storage. Boot space is similarly good. Priced at £14,250 for the three-door and £14,750 for the five, the Polo GT sits at the top of the Polo tree, and costs a not inconsiderable sum. The equipment count is generally good, with semi-auto air-conditioning, Volkswagen's 'Gamma' radio/cassette paired with an in-dash 6-disc CD autochanger with eight speakers, a multifunction computer, remote central locking, electrically adjustable and heated mirrors, four airbags, ABS and front foglights. However, there are some notable absences, which we think would need adding to make the GT a more complete car. We were very surprised by the non-inclusion of electric windows in the rear, and although we don't know how many of the Polo's competitors don't offer them as standard, we found it to be almost unacceptable that a modern car should do without. The fact that both some form of traction control or ESP and cruise control are absent too, could mean that they may appear on the next Polo GTI, but we think that some form of traction control should be fitted to a car of this performance. Overall, the most powerful and fastest series production Polo to date is worthy – if only really in performance terms – of its GT badge. It fulfills the 'Grand Tourer' role in most senses of the word, while providing the fun of a 'small' car at the same time. When on a motorway it literally eats up the miles, and the performance is quite astonishing. Believe us, any prospective owner would have plenty of good times in this car. But, the appearance and interior could be of a more sporting nature, and as in most cases, the Polo is priced at a premium above its competitors. It is a good car, and will conclusively fill the void left by the sorely-missed Polo GTI for some, and will fill the ‘performance’ Polo gap for many (me included), but, for keener drivers, we’re sure the true hot Polo is still waiting in the wings. VWPR
road test polo particulars Model Polo GT Price £14,250 (3dr), £14,750 (5dr)
In-fighting: 130 PS SEAT Ibiza FR (top) and Skoda Fabia vRS are rivals
Price as tested £14,750 Engine type Four cylinder diesel Engine capacity (litres/cc) 1.9/1896 Bore/stroke (mm) 79.5/95.5 Power output (PS/rpm) 130/4000 Maximum torque (lbs ft/rpm) 229/1900 Compression ratio 19.0:1 Top speed (mph) 128 0 – 62mph (seconds) 9.3 Gearbox Six-speed manual Braking system Servo assisted, diagonally split circuit with ABS, front ventilated discs, rear discs Wheel and tyres 205/55/16 Unladen weight (kg) 1319 Dimensions (l/w/h mm) 3897/1910/1465 Fuel tank capacity (litres) 45 Fuel economy (mpg) Urban, 42.2; extra-urban, 67.3; combined, 55.4 CO2 emissions (g/km) 138 Standard equipment 6-disc dash mounted CD autochanger, darkened rear lamps and side repeaters, driver’s, front passenger’s, and front seat side airbags, electric front windows, electrically adjustable door mirrors, front foglights, front sports seats, ‘Gamma’ RDS radio/cassette with 8 speakers and roof aerial, immobiliser, leather rimmed steering wheel and gearknob gaiter, ‘Le Mans’ interior trim, multifunction computer, 6.5J x 16” ‘Montreal II’ alloy wheels with anti-theft bolts, power assisted steering, remote central locking with alarm and anti-hijack interior protection, 15mm lowered sports suspension ABI Insurance group 8 Contact www.volkswagen.co.uk/0800 333 666
watch your back! The Volkswagen Group now has three hot diesel superminis, all powered by the same engine. The Polo GT joins the SEAT Ibiza FR and the Skoda Fabia vRS in the hot hatch arena. At £14,250 for the three-door model, the hot Polo is over £2,200 more expensive than its Czech bedfellow, and carries a £1,300 premium over the SEAT. The five-door version costs £14,750, and in this respect the Polo scores over its Spanish in-house rival, as the Ibiza FR is only available in the sporty three-door bodystyle. Both the Fabia and the Polo are only available with the TDI engine, and it’s here where the Ibiza plays its hand – there is also a 150bhp 1.8T petrol version. Incidentally, since its launch, there has been an identically-powered Sport model, and there is also a 160bhp TDI Cupra version. The Fabia and Ibiza are more sporting in appearance. All three have 16” alloy wheels, ABS, air-con, front foglights and a six-speed gearbox. However, both the Fabia and Ibiza have traction control, which the Polo does without. But, the VW does have a 6-disc CD autochanger, while the other two make do with single-disc players. But then, the Fabia and Polo are also available with a third three-point seat belt for the rear seat. Blimey – you pay your money and take your choice... VWPR
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 21
volkswagen driver promotion
Special offer for VW clubs Subscribe to Volkswagen Driver magazine at the special rate of £25 and save £17 compared with shop prices! VW Club members can now take out a subscription at the special rate of £25, a saving of over £17 when compared with the normal cover price. Fax 01525 750 700, or e-mail mail@autometrix.co.uk. Alternatively, log on at www.autometrix.co.uk or write to the following address: Autometrix Publications,Campion House,1 Greenfield Road,Westoning,Beds,MK45 5JD 22 VW POLO REGISTER NEWSLETTER AUTUMN 2004
To take advantage of this subscription deal, reference code CH 0804 must be quoted when ordering by any method, or call 01525 750 500
twin test
GT too
The new Polo GT is the fourth version of the VW supermini to wear the badge. How does it compare to the last model to sport the tag, and how much has the Polo itself changed over the last ten years? Richard Gooding referees
Photography Richard Gooding
Let the good times roll: last Polo GT rolled off the lines over ten years ago, and was a different beast. New car dwarfs the mid-90s Mk 2 facelifted coupe, and has nearly twice as much power
As you can read in this issue, the new Polo GT has quite a lineage to call on. That lineage spans 25 years, with the last version to wear the badge being produced in 1994. We thought it may be interesting to compare the two models and see how the new car differs to the old in character, performance and style and how the Polo itself has progressed in the intervening ten years. Without wishing to repeat much of the sporting Polo history told elsewhere in this issue, the Polo 2F (or Mk 3, as it more widely known in Polo circles) was produced from 1990 to 1994, and was a comprehensive facelift of the second-generation model introduced in 1981. Launched in October 1990, the GT was the top model (until it was ousted by the G40 in the summer of 1991) and was available in both hatchback and coupe guises. It doesn’t need a genius to spot that the Polo has undergone significant changes over the duration of its life. The contrast is more markedly illustrated with these two cars, both representations of the sports Polo in their respective ranges and eras, and it may seem a little pointless to compare them. Driven by customer demands and the safety constraints modern cars are now expected to conform to, the new Polo GT shockingly tips the scales at 1,319 kg, almost double the standard 1994 car’s featherweight 785 kg. Related to this, the choice of engines fitted is just one area which shows the ‘disparity’ between the two cars. The new car is powered by the Volkswagen Group’s 1.9 TDI PD 130 PS unit, which, no question, helps it overcome its inevitable weight problem. Such was the low weight and other demands in 1994, that the older car gets by with X
twin test Left: Polo GT of 1994 asserts its style with red ‘GT’ badges, bumper piping and spats
Left: Polo GT of 2004 wears a sober suit, with only ‘GT’ badges and alloys on show
W a lowly 75bhp eight-valve petrol unit. The higher output of the newer car is a sign of the world we now live in, a world of really hot and über hatches. The 228lbs ft of torque it develops propels it to the benchmark 62mph in a quoted 9.3 seconds, while the coupe does the same yardstick in a quoted 12.1 seconds, fully using its 73 lbs ft of torque. Due to the nature of the engines, the character of the new car is more that of a Grand Tourer, while the older car is a more intimate and raucous buzzbox. A trait both models share though, is good acceleration, even in top gear. Although both cars will never win any awards for their dynamics, both are fun to drive. The coupe is more amusing to pilot down a twisty lane, again due to its size, but also because the non power-assisted steering relays more faithfully what the smaller 13-inch wheels are doing. As you would expect from a modern car, the new GT has more toys than the sparse cabin of the 1994 car, but both feel well-built – the elderly coupe surprisingly so, given its low weight. So, as the ever-changing demands have shaped the Polo over its history, it has changed significantly, but it is still the ‘upmarket’ small car it always was. The new GT is more of a relaxed drive than its predecessor, but that doesn’t mean its any less fun. It just plays the same range-topping role in a more modern way. VWPR 24 VW POLO REGISTER NEWSLETTER AUTUMN 2004
Clockwise from top right: new Polo GT is powered by a diesel engine; two cars different in character; both interiors well-built; older car’s lusty 8v 75bhp engine
event report Polos for all (clockwise from right): ‘The Undesirables’ line-up; Ged McConnville’s show-winning G40 engine; tuning a Polo takes on a different meaning in Holland; Mk 2F coupe of VW Polo Register member Jessica Watson; custom display; Daniel Krebs’ G40 was runner-up to Ged in concours; Ian WilsonClarke’s very bright coupe
international rescued Intermittent downpours very nearly spoiled the annual performance VW gathering at Bentwaters Park in Suffolk, but GTI International 2004 was saved by the exceptional cars and a revised layout. Pictured here are only a few of the many Polo highs
Story and Photography Richard Gooding
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 25
event report
Class of 2004: Bentwaters Parks certainly had something for everyone. French LHD GT G40 kept posting times on the sprint (main picture and top); wide-arch Mk 2 coupe (far left); VW Polo Register club stand (middle left); AAT’s Mk 2 Hatchback’s engine had been breathed upon (left). UK-Polos.Net had all bases covered (below, clockwise from top): Mk 3F GTI; Neil Laney’s FSI Sport; Mk 2F and Mk 3F
Team Guru’s rear-engined Derby was fantastic, and looked tough with extended arches, wide rims and bike exhaust
26 VW POLO REGISTER NEWSLETTER AUTUMN 2004
event report
Classic and modern machines (clockwise from left): Thomas Miller’s Audi 50 clone looked very retro; blue Mk 3F Hatchback had a very modern look; Dutch contingent were out in force, Mk 2F coupe stunning
Volkswagen Driver track day
Photography Jim Gaisford and Graham Richards
The VW Polo Register attended the Volkswagen Driver magazine track day in mid-July and Richard Gooding and Simon Kimber took their Polo GTs to the track. A good event, but short on Polo attendees!
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 27
motorsport
the championship chasers! Story Richard Gooding Photography Volkswagen Motorsport
The chase for the ADAC VW Polo Cup hotted up during the last rounds of the season. With three possible championship victors, Matthias Meyer finally won out in an action-packed finale at Hockenheim
M
atthias Meyer has been crowned the 2004 ADAC VW Polo Cup champion, after the tenround series came to an exciting climax on the weekend of October 2/3. Meyer was victorious over his nearest rival Patric Lachmann, scoring 359 points over Lachmann’s 306. Third place went to Manuel Lauck, who has been a consistent finisher all season. Round 5 at the Nürburgring in July saw Meyer start from fourth place, and battle through to finish second behind Florian Plöchinger, who secured his first season victory in the championship. Plöchinger’s victory was a commandable one – he finished ten seconds ahead of Matthias Meyer and third-placed Dieter Svepes. He took the lead on the second lap, only to lose it again after a safety car incident, involving 17-year old Rookie-Cup driver Dennis Nägele. After the restart, an attack in the penultimate lap saw him snatch victory from Patric Lachmann, and also allowed both Matthias Meyer and Dieter Svepes through. Plöchinger then defended his leadership until the end of the race: ‘Unfortunately I was eliminated at the previous race at the Norisring, so am very happy with this victory.’ Meyer was pleased with this second place which extended his championship lead.
28 VW POLO REGISTER NEWSLETTER AUTUMN 2004
At the Motopark Oschersleben in early August, Patric Lachmann scored his second season victory and finished ahead of both Matthias Meyer and Manuel Lauck. ‘I went well from the start, and was also had an incident-free first corner. Into the finish, I had to give full acceleration, for Matthias gave me a lot of pressure. And in the car, it was extremely hot.’ Both he and Meyer posted near identical times, with only seven tenths of a second separating them. Florian Plöchinger clinched third place, after a long duel with Manuel Lauck. But Manuel Lauck scored a victory in the second Motopark race, marking his second season win. Matthias Meyer again finished second, with Florian Plöchinger scoring another third place. ‘This victory was a hard piece of work. It simply may not have looked it, but I had to give everything’, Lauck commented. ‘Matthias tried again and again, to attack me. And the heat in the car was enormous.’ These racing Polos are obviously very hot hatches! Going to a very misty Zandvoort in September, Meyer had increased his championship lead over Patric Lachmann by 23 points. The trip to the Dutch North Sea coast proved worthwhile for Meyer, scoring a third season victory and a second pole position. In
Photography VAG/Volkswagen Individual
motorsport
road racer Close racing (clockwise from top): Matthias Meyer had a very consistent season and scored a resounding victory; close racing was always guaranteed; Patric Lachmann finished second; Manuel Lauck was also very consistent
front of 70,000 spectators, Meyer finished ahead of Phillip Leisen and third-placed Manuel Lauck. Consistent top five finishers Florian Plöchinger and Patric Lachmann came fourth and sixth respectively. The penultimate round at the Czech Republic’s Brünn circuit gave Lachmann his third season victory and saw Meyer finish down the field in 9th place. The win for Lachmann saw him close the gap on Meyer, and kept him in with a chance to win the 2004 championship. Meyer’s low finish was a result of a clash with Kristian Nägele on the first lap, which saw him hit the gravel trap. There were only 17 points separating first-placed Meyer and Lachmann going into the final round, when the cars returned to Hockenheim. The championship really was wide open. Race 10 at Hockenheim saw Meyer score a very memorable victory over Lachmann and Johannes Stück in third place. Watched by 120,000 spectators, Meyer commented that ‘The racing was very stressful, but I am very happy’. He also thanked Lachmann for the fair fight in the thrilling season finale. In addition to the title, he secured a place on the starting grid as a guest driver in the finale of the South African VW Polo Cup in Kyalami. A 2005 ADAC VW Polo Cup season has been confirmed for Germany. VWPR
The Polo Club Sport is a road racer, based on the ADAC VW Polo Cup racing car. It’s also the fastest Polo to date, and has a 1.8T engine and race trim ‘Race-feeling for the road’ is how Volkswagen Individual describes the Polo Club Sport. Marrying the ubiquitous 1.8T 180 PS engine to a pseudo race car, it trades off the image of the latest ADAC VW Cup cars that have been pounding European circuits this year. We found out about this car by accident when a sales brochure appeared on eBay very recently. Volkswagen Individual, a subsiduary firm of Volkswagen in Germany markets the car, and from the brochure translation, it seems to push all the
right performance and ‘sport’ buttons. Exhibited at the large Austrian Wörthersee GTI festival this year, it has 17” ‘Aristo’ alloy wheels, bodykit, rear spoiler, and sports suspension. Strictly a two-seater, the interior features Recaro racing seats with Schroth harnesses, Alcantara roof lining trim and a numbered plaque. Unfortunately, there is no confirmation of price, whether it was a still-born project, or if it was only available to VW Polo Cup drivers.
VWPR
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 29
motorsport
support act
‘Classic Caddy’ was at Brands with Polo TDI of Paul Lloyd-Roach
The ADAC VW Polo Cup was catapulted onto the world stage with a recent support race at the Chinese Grand Prix Story Richard Gooding Photography Volkswagen Motorsport Kommunikation In late September, the ADAC VW Polo Cup was introduced to the world stage, with a supporting race at the Singopec Chinese Grand Prix in Shanghai. The ‘Volkswagen Polo Celebrity Race’ featured 18 race cars shipped over from Germany. These were piloted by ex-F1 drivers who now commentate on TV, and boosted the Polo’s burgeoning profile in the Far East.
The Polo’s Shanghai factory is very close to the circuit, and the race itself included famous British names such as Martin Brundle and Eddie Jordan. Swedish 79-time Grand Prix starter Stefan Johansson was in pole position, while Brundle qualified fourth. The race was won by Ivan Capelli from Italy, after an exciting duel with Germany’s Christian Danner, who had lead from the start. Thirdplaced Frenchman Jacques Lafitte completed the podium line-up. VWPR
Polo positions: the ex-F1 and guest drivers take the racing Polos to the world stage in China
30 VW POLO REGISTER NEWSLETTER AUTUMN 2004
Story Richard Gooding Photography Jakob Ebrey and Richard Gooding
mixed fortunes
he Polo TDI racer of Paul Lloyd-Roach finished 19th and 14th respectively in rounds 9 and 10 of the Volkswagen Racing UK Cup at Thruxton in August. The Hampshire track provided thrills and spills for the spectators and drivers alike, as the tight and twisty circuit made many of the championship contenders corner on two wheels! The final two rounds at Brands Hatch in early October again proved to be a feast for the spectators – but for the wrong reasons. Very heavy rainfall resulted in only seven laps of the first race being completed, as the number of cars from the full capacity grid slid off the track. The Polo TDI was the last car to do so, slewing off into the gravel trap at Paddock Hill bend. The second race proved worse for Lloyd-Roach and the Polo – a non-start was put down to a complete loss of throttle response, presumably due to the earlier gravel excursion. VWPR
T
motorsport Two wheels on my (Volks) ‘wagen: Paul Lloyd-Roach puts the Polo TDI racer through its paces at Thruxton, where it had its best finish
With a finish at Thruxton and a non-start at Brands, the VW Racing Cup TDI racer has had a mixed 2004 season ending... polo particulars
Tidy TDI: Polo takes Druids hairpin moments before the off...
Model Polo TDI racer Engine type 1.9 four cylinder diesel with Bosch EMS engine management; ‘Superchips’ mapping Power output (PS/rpm) 210/4000 Maximum torque (lbs ft/rpm) 280/1750 Braking system Volkswagen Racing drilled front discs and calipers; standard solid rear discs Suspension Uprated bushes; KW adjustable front struts and rear dampers; camber adjustment Wheels and tyres 7J x 17”, 215/40 ZR 17 Unladen weight (kg) 1003
Missed opportunity: very wet track makes Paul LloydRoach’s Polo a slippery customer
AUTUMN 2004 VW POLO REGISTER NEWSLETTER 31