Up for the Cup? Extra-hot 178bhp Polo GTI Cup Edition Wolfsburg wonders More gems from AutoMuseum Volkswagen Polo 2001 to 2006 buyer’s guide All you need to know newsletter 24
Members of the Association of British VW Clubs
Series 4/4F profiled The most mature Polo ever, including new GTI and Dune
four played News Frugal new Advertising Polo Polo BlueMotion ads in the 2000s
Road test Polo 1.2 S Motorsport ADAC driven for 700 miles VW Polo Cup 2006
what’s in
autumn 2006
Cover Story Our Polo 30th birthday celebrations come to an end in this issue, with the Series 4/4F cars built from 2001 to the present day
contents issue 24 04 news
New Polo BlueMotion,GTI Cup Edition,and UK range changes
06 model history
04
The first global Polo,the 2001 Series 4 built on strengths of its predecessors. Niche models followed, and a facelifted model in 2005.We profile the most mature Polo
16
16 lessons in history Brace of Series 4 Polo prototypes at VW’s Automuseum
20 power stranger?
20
Full 700-mile road test of Polo 1.2S. Is it power deficient?
26
26 up for the cup? Hottest-ever Polo: are you ready for the GTI Cup Edition?
27 safe and solid?
27
What to look for when buying a used Series 4 or 4F Polo
32 swedish star The first rounds of the ADAC Volkswagen Polo Cup 2006
32
comment Welcome to our fourth and final ‘heritage’ issue of the VW Polo Register Newsletter. Covering the Series 4 and 4F models built from 2000 – and including the current cars – no apologies are made for the amount of new model content in this issue! Making its first public appearance at the IAA Frankfurt motor show in the autumn of 2001, the ‘Small but tough’ new Polo wasn’t in fact that small. Closer to the Mk 2 Golf in dimensions, it was described as the first Polo that could fulfil a new role as a small family car. Of course, needs of the market and the trend of larger models replacing older ones contributed to the upscaling and dual role of the new-Millennium superminis, and the Polo was only following the trends of its contemporaries. Designed to appeal to a broadly female customer base, the new swollen-Lupo looks weren’t to everyone’s taste, but luxury options and a strong range of new engines and models made the car a sales success. Always The Series 4 was popular in Europe, the Series 4 was the first the first Polo to be Polo to be a truly global car in the model’s a truly global car in history. Exported and built in places such as the model’s Australia, South Africa, the South Americas, thirty-year history and the Far East, it soon became yet another weapon in VW’s extensive world car armoury. Although not garnering as much praise as its predecessor, motoring press reviews and public opinions were favourable. Carrying on the traditional Polo strengths of quality, refinement, and safety, the car did little to harm the reputation of VW’s now second best-selling model range. Saloon variants followed soon after, and VW bestowed an important engine development on the car in 2003. The first of the new range of FSI (fuel-stratified injection) engines was fitted to the Polo range, and showcased the lean-burning technology to an enthusiastic market. The competition was now fierce, with Ford also having launched a new Fiesta for the 2002 model year, and the mini-MPV Jazz arriving from Honda, and so diversification was needed. The Polo Fun/Dune, a front-wheel drive 4x4 facsimile appeared in 2004, and the most powerful Polo ever, the 128bhp GT arrived the same year. Adding its clout to the diesel versions already on sale, this is now eclipsed by the new-for-2006 148bhp Polo GTI. The comprehensively-facelifted Series 4F arrived in June 2005, and continues the success story. Still the new models arrive. Over the last few months we have been testing a 1.2 S, driving the new Polo Dune in both the UK and France, and soon hope to try the GTI. With an ultra-frugal diesel model unveiled recently, and a facelifted saloon still soldiering on in some VW outposts, the company seems to be aiming for Polo world domination! Then there’s the 178bhp Polo GTI ‘Cup Edition’ (see page 30)... VWPR
VWPOLO REGISTER newsletter 24 Editor/design Richard Gooding Sub Editor Tony Lo Chairman Nigel Middleton Contributors this issue Uwe Baldes Photographic resources this issue Richard Gooding, Volkswagen Communications, and Volkswagen UK Press Office 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 2006 Editorial address VW Polo Register 6 Framlingham Court Valley Road Ipswich Suffolk IP1 4EF Chair address VW Polo Register 25 Queen’s Road Sandy Bedfordshire SG19 1HD VW Polo Register Online www.vwpolo.co.uk www.vwpoloshow.co.uk E-mail contacts richard @vwpolo.co.uk nigel @vwpolo.co.uk info @vwpolo.co.uk
AUTUMN 2006 VW POLO REGISTER NEWSLETTER 03
news
New economic Polo BlueMotion raises the sustainability stakes Economy-minded new model stars alongside Polo Dune and GTI at Geneva motor show
Story Richard Gooding and Volkswagen Communications Photography Volkswagen Communications
A
surprise Volkswagen unveiling at the Geneva motor show in March was the new Polo BlueMotion. Rumoured to be in the pipeline for some months and now on sale on the continent, the unexpected new variant is geared towards economical driving. Taking the now defunct (and continental-market only) 61bhp Lupo 3L TDI’s spirit, the frugal BlueMotion is powered by the higher-output three-cylinder 1.4-litre 79bhp TDI from the regular Polo range. Fitted with a particulate filter, emissions are reduced, and along with a low 103g/km carbon dioxide emissions figure (down by 16g/km), it even beats the eco-conscious hybrid Toyota Prius. With 144lb ft of torque developed at 4000rpm (and available from a low 1800rpm) it does the 0-62mph dash in 12.8 seconds and will top out at 110mph. Third, fourth, and fifth gears get 12 to 24 per cent longer ratios, while aerodynamic front and rear spoilers and a grille faring help to achieve the 72.4mpg figure.
Positioned as a more dynamic drive than the miserly 3L Lupo, equipment includes 14-inch ‘Jerez’ alloy wheels apparently developed especially for the BlueMotion, fitted with 165/70 R14 roll-resistant tyres. The new aerodynamic enhancements are all painted in body colour, and the interior features new ‘Popcorn’ upholstery, as well as all the usual Polo comforts. A UK sales plan for the BlueMotion is yet to be confirmed. Built in the Spanish Pamplona plant, Austria, Germany, Holland, and Switzerland will be the first continental markets taking the car in the summer. The sustainability initiative ‘BlueMotion’ is not only focused on the consumption and emissions of Volkswagen vehicles but also on the company, with the goal being to protect the earth’s resources for future generations. The BlueMotion name will signify the most economical model of each series. The Polo BlueMotion is just the first product in the model offensive. VWPR
news
Rationalised Polo range now on sale in UK
Polo TDI engines now with particulate filters >> Volkswagen in Germany has recently announced that a diesel particulate filter (DPF) will be available for all Polo TDI models from immediate effect (UK availability to be confirmed). Costing 575 euros,the DPF is available on the 1.4 TDI units with 69 and 79bhp, and also the 99bhp 1.9, and makes them even more eco-friendly.Also, the current 1.4 16v petrol unit with 99bhp is to be replaced with a new 1.6-litre version with 102bhp, as installed in other models in the Volkswagen range.Again, availability for the UK is yet to be confirmed. This will be sold as both a five-speed manual or six-speed auto.VWPR
Volkswagen UK has recently rationalised all of its model ranges, deleting several colours, engine options, trims, and variants, with the Polo one of the products most affected. The deleted combinations have had a low take-up in the past say VW. Four petrol and five diesel-engined Polo models are now unavailable: S 1.4 74bhp manual, SE 1.4 74bhp manual, SE 1.2 63bhp, Sport 1.4 FSI 85bhp, E 1.4 TDI 69bhp, S 1.4 TDI 79bhp, SE 1.4 TDI 69bhp, Sport 1.4 TDI 79bhp, and the previous top-flight Sport 1.9 TDI with 129bhp. Candy White (available now to order on the GTI only), Sunflower, Fairway Green Metallic, Silver Bird Metallic, and Winter Red Pearl Effect no longer feature in the UK Polo colour palette. Finally, three unpopular trim and upholstery combinations have been withdrawn: E/S Flannel Grey ‘Select’ cloth, SE Flannel Grey and Blue ‘Maxima’ cloth, and Sport Blue Antracite and Red Antracite 'Limit’ cloth. VWPR Cull: Five diesel-engined Polo models have been deleted in VW UK’s range rationalisation. Four petrol models have gone, along with five shades from the colour palette.
Photography Volkswagen Kommunication
New Polo models addressed No doubt to promote the flurry of recently-launched new Polo models and any coming soon, Volkswagen recently bought the internet web address www.polo.eu. Fighting off competition from designer Ralph Lauren and Polo mint maker Nestlé, it is reported that VW beat its rivals to take the new domain name by around three minutes. All three firms reportedly applied for the specific address within five minutes of each other. The name went live at the start of April, and with the recent Dune/CrossPolo, GTI, and new BlueMotion (see opposite) models, the new .eu suffix could be Volkswagen’s ideal internet promotional tool. VWPR Adding up: new Polo has helped to boost VW’s German sales figures
STOP ! S S E R P
178bhp Polo GTI Cup Edition >> After months of speculation, rumour and spyshots on internet forums the world over, VW announced details of the Polo GTI Cup Edition just before we went to press. Boasting 30bhp more than the new GTI, we believe that there are currently no plans for UK sales. Striking in looks and performance, we have the first details of the new hot Polo flagship on page 30, while full details of the new standard GTI are provided in the history section which starts on page 6. The Polo GTI Cup Edition goes on sale in 2007 from £15,425. VWPR AUTUMN 2006 VW POLO REGISTER NEWSLETTER 05
model history
I
n true Volkswagen tradition, the Series 4 Polo had its world debut at the IAA Frankfurt motor show in October 2001. Early press images had been released prior to the show’s opening, and it really was a cutthroat market that the new car had to prove itself in, as VW’s competitors were all using that autumn’s motoring showcase as a springboard for their new models. The Frankfurt show has a reputation for being a giant, but in 2001 it really was, as Citroen, Ford, Honda were all debuting their new supermini contenders at the German event. This was fierce competition, and the competing big guns had high hopes that their new C3, Fiesta, and Jazz would prove formidable rivals for the new small Volkswagen (the Jazz in particular with its new small MPV-like styling), in what was now a very-hotly contested marketplace. Trading traditional Volkswagen design cues for a front-end reminiscent of the three-year old Lupo, the
looks of the new car weren’t too everyone’s taste. Designed to appeal to predominantly women (60% of the new car’s sales target), the four round headlamps gave the car a decidedly feminine look. When we first saw the press images in late summer of 2001, we reported that, ‘Volkswagen could have been more adventurous. In some pictures the new car looks too bloated, the front resembles a Lupo maybe too closely, and the rear looks even more Golf-like.’ There was an undoubted solidity to the new shape though, and the chunky design gave an impression of safety. The main difference in profile to the outgoing model was an added third window behind the rear door on five-door models, while the rear had cues taken from the Series 3F, with a similar rear hatchback and bumper arrangement. A new set of clear and red-lensed rear lamps in the then-new Volkswagen style completed the new updated visuals. Sensible evolution: new Series 4 evolved the Polo shape further, but remained faithful to its predecessor.The round headlamp face was also seen on the smaller Lupo
Story Richard Gooding Photography Volkswagen Media Services/Volkswagen UK Press Office
four played The first global Polo, the 2001 Series 4 built on the strengths of its predecessors. Niche models followed, and a facelifted model in 2005.We profile the most mature Polo ever
model history Dynamic (clockwise from main picture): Series 4 Polo rear similar to 3F’s; interior boasted ‘big car’ options; five-door featured third side window; pair of new 54 and 64bhp three-cylinder engines powered basic models; women made up 60% of sales targets for UK market
The interior, as befitted the model, was all new. Like its predecessors, quality was high, and bar the cheap-feeling ratchet cup holder which sprang out of the dashboard centre console, the materials used were of the type expected of a VW. The Series 3F had more flair however, with the hooded dials, knobbly dashboard top texture and cheeky style, making way for an altogether more sombre affair for the more mature Series 4. Almost at odds with the cheeky exterior front-end looks, the dash was very plain in design, but everything worked as is should, and the usual clear Volkswagen ergonomics were in place. As was is customary with all new models, the Polo had grown again with the new generation – it now being close to a Series 2 Golf in dimensions. This was due to new customer demands, more stringent safety regulations, and the use of VW’s new PQ24 platform, which had underpinned the new Skoda Fabia and SEAT Ibiza a year earlier. This was now well-used Volkswagen Group practice, and just as the 1993 SEAT Ibiza had used the mechanicals of the Series 3 Polo before it, the new small VW shared some engines both with its predecessor, and also the new small VW Group models that made up the triumvirate. The new Polo was 154mm longer than the outgoing Series 3F, 47mm higher, 18mm wider, and boasted a 53mm longer wheelbase. Despite the rapidly-accelerated refinement of the competition, Volkswagen promised the new car would move the small car benchmarks of quality and safety to a new level. It had a great deal resting on its broader shoulders, as European sales were slated at 400,000 a year, and an additional 250,000 units would be produced annually when Volkswagen’s factories in Argentina, Brazil, China, and South Africa were ready for production. The Series 4 Polo was a world car in the eyes of its German parent (and the first truly global Polo) and it had to deliver.
Five engines were available at the UK launch on 8 February 2002 (the car on continental sale the previous November), in five trim levels, in part, adopted from the outgoing car. Kicking off with E, rising through S, S A/C and SE, the range-topping Sport was a new addition and fitted in with other models in the UK VW range. The previous 16V and GTI designations were dropped. Initial engine choice was split between two petrol and three diesel units, ranging from 64 to 99bhp. A new 1.2-litre three-cylinder petrol engine provided the entry-level option, while the 1.4-litre 74bhp unit from the outgoing range was also available in five-speed manual or four-speed automatic guise. Two of the three diesel engines were carried over from the new model’s predecessor: the 1.9-litre 63bhp SDI and award-winning three-cylinder 1.4-litre 74bhp TDI PD. A range-topping 1.9-litre TDI PD with 99bhp available in the Passat was also available. Performance of this range-topper was impressive, with the maximum 177lb ft of torque arriving at 1800rpm, 0-62mph took 10.7 seconds, and the car would still record over 47mpg. Three further petrol units were due to follow later that year, including a 1.4-litre 84bhp FSI (direct injection petrol) and another 1.2-litre three-cylinder, this time with 54bhp. The Series 3F’s 1.4-litre 16v 99bhp unit would later complete the line-up. In keeping with its forebears, the new Polo was said to offer ‘big car’ items which would enhance comfort and safety. In conjunction with an electronic stability program (ESP), Volkswagen offered a hydraulic brake assistant (HBA), designed to cut emergency braking distance. Other options included a semi-automatic air-conditioning system, and integrated rear child seats. With a high standard kit and safety equipment count, the Polo was now quite portly, with the most basic 1.2-litre E model weighing 1173kg. Performance was brisk enough, AUTUMN 2006 VW POLO REGISTER NEWSLETTER 07
model history
with most engines coping with the increased weight. Standard specification on all models included driver, front passenger, and side airbags, and ABS (anti-lock braking system), all of which were a class first. Electro-hydraulic power steering made the new model better to drive than the old. A reach and rake adjustable steering wheel and 14-inch wheels were fitted to all models, while S specification cars added central locking with anti-hijack facility, electric windows and door mirrors, driver and front seat passenger height adjustment and under-seat drawers for additional storage. Buyers of the E models could choose between the 1.2-litre and 1.9 SDI units, while prospective S owners could choose between both the 1.2 and 1.4 petrols, but also the 1.9 SDI, and 1.4 three-cylinder TDI. Additionally, the lower-output 1.2 unit was soon to become available for E, S, and S A/C cars. As the name suggested, S A/C models gained a new semi-automatic ‘Climatic’ air-conditioning and climate control system. Costing £10,375 in three-door 1.2-litre 64bhp guise, the S A/C represented a six per cent value enhancement over the model it most closely replaced, and was predicted to be one of the most popular models in the range. The engine range mirrored that of the lower S. SE models featured remote central locking with an alarm, body-coloured door mirrors and door handles, and a split folding rear seat with centre armrest. With the deletion of the 1.9 SDI option, buyers could again choose between 08 VW POLO REGISTER NEWSLETTER AUTUMN 2006
Looking good, and with added pep (clockwise from main picture): new Polo smart, especially with optional 16-inch ‘Barcelona’ alloys ; 1.4 FSI engine a first for a UK Volkswagen; ride and handling much improved
the 1.2- and 1.4-litre petrols, and the 1.4 TDI PD. Sitting at the top of the new Polo tree, the Sport added 15” ‘Melbourne’ alloy wheels with anti-theft wheel bolts, front fog lights and heated windscreen washer jets, sports seats and suspension, and a multi-function computer. No doubt due to the high torque characteristics of diesel units, Sport models were only marketed initially with the 1.4 or the 1.9 TDIs, with the 99bhp 1.4 petrol-engined variant announced soon after launch. Prices started at £7995 for the incoming base 1.2-litre 54bhp E with three doors (the same cost as the lowest-priced outgoing model), rising to £12,500 for the three-door 1.4 99bhp car, available in Sport trim only. The absolute top-flight five-door 1.9 TDI PD 99bhp Sport could be parked on driveways for £13,995. German buyers had the traditional Basis, Comfortline, and Highline trim levels, while models in most markets could also have a ‘Colour Concept’ pack fitted from mid-2002 which featured an interior trimmed in leather colour matched to the bodywork. The three-colour palette of blue, red, and yellow leather could be specified for Black and Diamond Black Pearl Effect cars; while the blue complemented Jazz Blue Pearl Effect models; red contrasted with Flash Red paintwork; and yellow suited cars with Yellow paint. Seat panels, door inserts, the gear lever gaiter, and handbrake grip were trimmed in the coloured leather of choice, while extra equipment included height-adjustable heated sports seats. The additional price
model history in the UK was £1800 for three-door models, with an extra £145 premium for five-door versions. Colour Concept models in the UK were only available when a SE model was chosen, to which the pack could be fitted. Fanfares were made about the new model being lower to insure due to improved security; lower DVLA road fund licence and company car tax bracket bandings thanks to lower emissions; variable servicing intervals, with some diesel owners theoretically able to drive 30,000 miles between services; and the prediction of continuing class-leading residuals. Much was also made of the fact that the new Polo could be combined with a number of options to make around 120 different cars, meaning there was ‘a Polo to suit every need, taste and pocket’. Factory-fitted options included cruise control, leather upholstery, integrated child seats, and satellite-navigation systems. Volkswagen UK predicted to sell 44,000 units of the new model in the first year of production, with three-quarters of these being private sales, and around 14 per cent diesel – compared with ten per cent for the last generation. Two thirds of buyers were predicted to be females aged 35 to 55. Since its introduction 27 years earlier, the model name had sold seven million examples worldwide, and over 760,000 in the UK, a success that Volkswagen was keen to continue. Driving the car on the UK press launch, it made a favourable impression on us: ‘The new Polo builds on the traditional VW strengths, but with added dynamicity. Although still no balls-out driver’s car, it is definitely more fun to hustle along than the old model, but still finds time to transport you and your passengers in extreme comfort.’ Our picks of the range were the 1.2 petrol models and the quasi-performance car 1.9 TDI. Autocar stated that: ‘The new Volkswagen Polo is spacious, comfortable, impeccably built and blessed with a ride quality far above the usual supermini expectations. It may not be the last word in style or driving pleasure, but it comes closer to delivering big car comforts in a small car package than any of its rivals. Look no further for a small luxury car.’ Seeing an opportunity to strike while the iron was hot and build on the public awareness for the new model, Volkswagen unveiled a highly advanced rally version almost instantly. The Polo Super 1600 was charged with the Junior World Rally Championship hopes of Volkswagen Racing, it was based on a design study shown at the Essen Motor Show the previous November. Powered by a 215bhp development of VW’s 1.6-litre 16-valve petrol engine, it was one of the most advanced cars yet seen in the category. Expected to make its motorsport debut that summer, a full assault on the global championship for young drivers was planned for 2003. May 2002 saw the first range revisions. One of the most significant changes was the standardisation of
semi-automatic climate control (Climatic) on all Polos, with the exception of basic E specification cars. Coming with a £395 reduction on S A/C models, split/fold rear seats, and a leather-rimmed steering wheel, gearknob and gaiter, these were now called S. Central locking was made a standard fitment across the range, while 14-inch alloy wheels became standard from SE upwards (previously a £375 option), while a dash-mounted six-disc CD autochanger now completed the Sport’s generous specification. The following month, the road safety body Euro-NCAP announced that the Polo was the best-performing ‘supermini’ in its class, scoring 28 points. Laser welding and extensive use of high-strength grades of steel gave it a static strength rating of 20,000Nm per degree, and although the previous model was already an excellent performer in this respect, the new car surpassed it by thirty-three per cent. With literally a new development every month, August 2002 saw the E and S models come with free insurance, and the debut of the new model into the Australian market. Available in Basic, S, and SE versions, one of the main differences between it and European cars was the fitment of a CD player across the range, and the fact that the engine choice was severely limited to only the 1.4-litre, 74bhp unit. Shortly afterwards, Brazil had its first acquaintance with the Polo too, and once again, specifications were different to European models. Engines were larger, with 100bhp 1.6, and 115bhp 2.0-litre units available in Basic, Comfortline, and Sportline trims. January 2003 saw a five per cent price reduction. Now starting at £7995 for the three-door 1.2 54bhp E, the highest-specification five-door 99bhp 1.9 TDI Sport was £13,160, saving £835. Mid-range five-door S 1.4-litre 74bhp models were down from £10,890 to £10,305, while the identically-engined automatic models benefited from a £875 price reduction. The 1.4-litre TDI PD 74bhp S using VW's advanced high pressure Pumpe-Düse injection technology, was now £10,405 for the three-door S model, a whole £850 less than previously. Every model now came with central locking; four airbags; electrically-heated and adjustable door mirrors (not previously available on E trim); immobiliser, and a three-year/60,000 mile warranty as standard. It was at this time that the introduction of the 1.4-litre, 85bhp Polo FSI marked the first use of this exciting new technology by Volkswagen in the UK market. The new stratified direct-injection engine used direct-injection petrol technology in a similar manner to that employed in the TDI engines, and was gradually introduced to other models in the Volkswagen range. Fuel was injected into the combustion chamber at a pressure of 100 bar, with the reduced consumption of the FSI engine achieved by stratification in the low and medium speed ranges. Direct AUTUMN 2006 VW POLO REGISTER NEWSLETTER 09
model history
petrol injection was used to precisely control the quantity of fuel injected and the fuel spray pattern, which brought the new petrol engine closer to the efficiency of a diesel. Compared with other petrol engines of equivalent power, it was claimed to provide a fuel consumption improvement of around 15 per cent, VW stating an official figure of 47.9mpg. Resulting in improved performance and efficiency, the FSI unit produced 96lbs ft of torque at 3500rpm. Top speed was 111mph; 0-62 in 12.1 seconds. Available in both SE and Sport trim with either three or five doors, the FSI was priced at £11,020 to £12,230. Both models built on the high kit count of the other models and added remote central locking, while the Sport added 15-inch ‘Melbourne’ alloy wheels; sports seats and suspension; front fog lights; plus a multifunction computer, and a CD autochanger. One vital element was missing though: although FSI technology was claimed to deliver immediate benefits on standard quality petrol, due to the way in which it worked to reduce NOx emissions, it was said to provide even further reductions in fuel consumption when sulphur-free petrol (containing a maximum of 10ppm of sulphur) was gradually phased into Britain during that year. A South African ‘Car of the Year’ award swiftly followed for the whole range. The first of the Series 4 Polo special models arrived in July 2003. The high-value Twist extra equipment and a significant £415 price saving when compared with similar engined Polo S models. Starting at £8995 and ending at £10,495, the Twist was a stylish way to ‘tackle city streets’, as in addition to the comprehensive list of Polo S standard features, it boasted distinctive 14” ‘Sao Paulo’ alloy wheels, chrome ‘Twist’ badging, and a choice of metallic or pearl effect paint as standard. Engine choices were the 1.2 64bhp and 1.4 74bhp petrols, while oil burner lovers could choose the 1.9-litre 73bhp SDI or the much more modern 74bhp three-cylinder TDI. Five-speed gearboxes were fitted all round, with the option of the proven fourspeed auto on 1.4-litre petrol models. The extra equipment fitted to the Twist was said to represent a saving of over £1,000 over the S if buyers chose all of the fitted options separately. A ‘special-edition’ model, it was planned to be sold until the end of the year. A high-profile advertising campaign was rolled out, with a particularly ‘cool’ culmination. A life-sized, 8.5-tonne Polo made of ice was parked outside the Saatchi Gallery on London's South Bank. True to the real car in every detail, three sculptors carved the ice Polo, which was then transported in 100 pieces to the capital by ‘freezer freight’. Early autumn saw rumours appear in the motoring press that Volkswagen was readying a surprise new version of the Series 4 to take on mini-SUV-styled superminis from Citroen and Rover. Based on already available versions of the C3 and 25 respectively, they were said to be creating 10 VW POLO REGISTER NEWSLETTER AUTUMN 2006
new and different market niche, and it was clearly one which Volkswagen wanted a slice of. On a trip to Wolfsburg in the October, we saw a ‘concept’ version of the new model, reported to be called Polo ‘Trek’. Liking its funky, chunky, and striking looks, we had to wait to drive it. Launched on European markets as the Polo ‘Fun’ in January 2004, UK sales were confirmed for the summer. Despite denying widely-reported press stories, Volkswagen launched a notchback version of the Series 4 Polo in October. Called imaginatively, Polo ‘Saloon’, it offered 432 litres of luggage space, up 162 litres on the hatchback. Unique body panels and styling were employed from the B-pillar rearwards, with the overall length up 280mm on the hatch. Volkswagen had traditionally made good-looking cars when transforming a hatchback into a three-box saloon, and the new booted Polo was no exception. Tidy, and even handsome from some angles, the new variant had shades of mini-Bora about it. Again, only available to continental buyers, Basis and Comfortline versions were offered, powered by the venerable 1.4 74 and 99bhp petrol, and 63bhp SDI and 1.4 74bhp TDI engines. However, South African and South American/Latin countries also provided useful markets for Volkswagen, with most Polo Saloons being exported worldwide, after being manufactured in Brazil at the Anchieta plant which had also been producing Polo hatchbacks from 2002. Domestic latin markets again had a larger engine choice, with the 1.6 and 2.0-litre units taken from the hatchback for both Basic and Highline versions of the new Polo, named ‘Sedan’ for hispano buyers. The 8 millionth Polo milestone was celebrated in November, when a red five-door 1.4-litre model rolled off the production lines at Volkswagen Navarra S. A. in Pamplona. The Polo had been produced at the German giant’s Spanish subsidiary since 1984, starting with the second generation. Three generations of the model and 3.9 million units had been produced at the latin facility in 19 years, and it was now one of five factories producing the car, Bratislava in Slovakia being the most recent addition (building mostly ‘Fun’ models). It was also announced that the most important markets for the Polo were Germany, Italy, the UK, China, Spain and Brazil. A continental-only engine option was announced in December 2003. Volkswagen’s popular 1.9 TDI PD unit with 129bhp was married to the much more compact Polo body for European buyers in all Basis, Comfortline, and Highline trims. A six-speed gearbox helped the compact sports diesel post a 9.3 seconds 0 to 62mph time, and a maximum speed of 128mph. Torque of 229lb ft was available from 1900rpm, while 195/55 R 15 tyres were fitted to optimise the new car’s performance. At the same time, continental buyers were also spoilt with the new Polo ‘Special’ limited-edition. An attractive ‘special’ model,
model history standard extra optional equipment offered savings over the normal price of these options. Black-painted sills, and colour-coded door mirror housings, bump strips and door handles, made the car stand out visually, along with 16-inch ‘Montreal II’ alloy wheels from the larger Golf and Bora. The interior boasted sports seats in ‘French Sportiv’ upholstery, while the steering wheel, gear knob, and handbrake grip were all trimmed in leather with contrasting seams. Aluminium pedal covers were fitted, as was an MP3-compatible CD player by Volkswagen Individual; remote central locking; and electric windows front and rear. The car was offered in five-door form only, while petrol engines offered were the two 1.2s, and all three 1.4s (8v, 16v and FSI). Diesel buyers had the choice of the 1.9 SDI and both TDIs. Hot on the heels of the Special and in something of a Polo special model bonanza, the Polo ‘Cricket’ was offered to European buyers in January 2004. Again, more kit for less money was the card played here, and available with petrol and diesel engines ranging from 55
to 129bhp, there was indeed something for everyone. Standard equipment included: ‘Flat Spot’ upholstery; CD player; electric windows; semi-automatic air-conditioning; cruise control; central locking; rain sensing wipers; automatic dipping rear view mirror; third rear restraint; and a third rear three-point inertia reel seatbelt. Externally, the high-value three and five-door model was distinguished by its colour-coded bodywork; black-painted sills; darkened rear tail lamp;, and a unique colour palette. Australia had the introduction of the new Polo Saloon the very same month. Called the Polo ‘Classic’ – reviving a familiar Polo name – it was available in one trim level and only with the 1595cc 100bhp engine. Increasing competiton and market niches dictated that yet another new variant on the Polo theme was imminent, and two months later, Volkswagen UK released details of the Polo ‘Dune’ (the reported ‘Trek’ being wide of the mark). Largely identical to the Fun previewed at the end of 2003, the Dune combined
A Polo for everyone (clockwise from main picture): ‘Dune’ based on European Polo Fun pseudo-4x4; production at five factories in 2003; ‘Twist’ UK-only high-value model; saloon available in European and Latin markets; ‘Special’ limited model
model history the off-road looks of a small 4x4, with the compact Polo dimensions and nimble dynamics. Striking in style, the latest addition to the range featured suspension raised by 20mm; darkened rear lights; anodised chrome finish door mirror housings and roof rails; unique SUV-style bumpers; and 17-inch BBS ‘Radial’ alloy wheels. Powered by the trusted 1.2-litre 64bhp, 1.4 74bhp, and 1.4-litre 74bhp TDI units, prices kicked off at £12,495 for the 1.2 and topped out at the £13,470 asked for the TDI. Additional equipment unique to the model was an electric glass sunroof; four electric windows; CD player; and front fog lights. Moving inside, the four-spoke sports steering wheel with anodised chrome spokes was trimmed with perforated leather, along with the gear knob and handbrake grip. A set of racing-style pedals and unique ‘Fun’ upholstery finished off the interior perfectly. Making its UK debut at The Sunday Times Motor Show Live, held at Birmingham’s NEC (following a Geneva motor show debut as the identical Polo Fun in March), unique colours included Raven Blue Metallic and Limette, a very striking pale lime. The only options available were metallic or pearl effect paint finishes and a six-disc CD autochanger. A riposte to the Citroen C3 XTR and Rover Streetwise, the Dune offered a stylish alternative to supermini buyers. Testing the car on UK roads, we said: ‘The Dune offers something different, and VW has
Sport for all: Polo Club Sport (above) touted 178bhp and was only sold in Germany; more mundane Polo GT came in 2003, was powered by a 128bhp 1.9 TDI unit. Became the sportiest Series 4 Polo and the range-topper where available
12 VW POLO REGISTER NEWSLETTER AUTUMN 2006
to be applauded for going into uncharted waters, and producing a car which is better styled and finished than its French and British rivals. Slightly high price not withstanding, the Polo Dune should kick sand in the faces of the opposition.’ European buyers also had the choice of the 55 and 99bhp engines, the 85bhp FSI, and the 99bhp 1.9 TDI. All markets bar the UK and Spain had the ‘Fun’ tag; for the Mediterranean market the ‘Fun’ became ‘Soho’. The rising shift to diesel-powered hot hatchbacks signalled the next new Polo model. Seemingly aware that no true ‘sports’ model had been part of the Series 4 line-up and that the small fast petrol car tide was turning, the Polo GT was announced in July with little fanfare. Powered by the VW Group's now-ubiquitous 1.9-litre TDI engine with 129bhp previously only available in the Polo on the continent, the GT was in-house competition to both the SEAT Ibiza Cupra and Skoda Fabia VRs, fielded by the company’s Mediterranean and Eastern Bloc arms. Claimed to offer vigourous power and 50mpg economy, the frugal but fun GT's 229lb ft peaked at 1900rpm, helped by a variable geometry turbocharger and a six-speed gearbox. The new Polo range-topper, the GT featured as standard: six-disc CD autochanger; leather-rimmed steering wheel, gear knob and gaiter; front fog lights; multi-function computer; front sports seats; and front electric windows (but no rear operation on
model history five-door models). The external looks were very low-key, almost as if VW didn't want to market the car as a hot hatch, and was concerned about how hot the car actually was. Distinguished by 16-inch ‘Montreal II’ alloy wheels, chrome ‘GT’ badges and lowered suspension, it looked like an E with big wheels. Priced at £14,250 for the three-door (with a £500 premium for the family friendly five-door), Volkswagen UK only intended to sell around 400 examples that year. With demand anticipated to be around 300 units in 2005 out of the 20,000 Series 4 Polos to be sold, the GT was certainly a niche-filling model. Continental buyers were treated to a full six-engine model range, with petrol outputs of 74, 85 (FSI), and 99bhp, and diesels including all of the 74, 99, and 129bhp units. Reviews for the hottest Polo since the Series 4’s introduction weren’t encouraging, with Autocar stating that: ‘The hot Polo is hard to swallow. It looks pretty rosy for the Polo GT, but sadly things aren’t that simple, and it's the VW group’s own products that complicate matters. The Skoda Fabia vRS offers pretty much everything the Polo GT does, bar side airbags and CD autochanger, for £2500 less. Adding those to the Fabia costs £550. Do you really want to spend £1950 for the sake of a badge?’ Testing the car, we commented: ‘Although it is a good-looking car, the overall appearance is at odds with its ethos – it really needs to be more distinctive. You could have plenty of good times with this car, but for keener drivers, we’re sure that the true hot Polo is still waiting in the wings.’ We did think it was a good motorway cruiser. German buyers had quite a surprise shortly afterwards, when, completely unannounced, the Polo Club Sport was released for sale. We believe it was a limited-edition road-going model based on the ADAC Volkswagen Polo Cup racers which had been pounding racing circuits in the homeland, and was certainly the most powerful Polo to date. Powered by a 178bhp development of the 1.8T engine as fitted into the Audi TT, it was marketed by Volkswagen Individual, the offshoot arm of the company dedicated to special vehicle projects. Equipment included 17-inch ‘Aristo’ alloy wheels with 205/45 R17 Dunlop tyres; front, rear, and side lower skirts; rear hatch spoiler; sports suspension; a pair of Recaro racing seats with Schroth harnesses; liberal use of alcantara trim; a roll cage matched to the body colour; and a plaque with edition number. A purposely-limited choice of Flash Red, Reflex Silver Metallc and Yellow paint finishes were available. Production numbers and prices are sadly unknown. Entry-level list-price reductions were announced in August, and with average savings of £645 off the E models, a Polo could now be parked ‘out front’ for £6995. Accounting for almost a quarter of all Polo sales, the most popular entry-level E model was powered by the 1.2-litre 55bhp unit. The final UK flourish of the Series 4
All change: facelifted model arrived in 2005, with restyled front, rear,and interior
range was the second coming of the Polo Twist which was again promoted in October 2004. Even more attractive thanks to a further £690 price reduction, the range started with the 1.2-litre 64bhp three-door at £8495, and rose to the £9995 1.4 TDI. Engine choices were as before. Patchy details of a facelifted Polo had appeared in the motoring press, and with an approximate appearance scheduled for 2005, its arrival was very imminent. First official images of the new (and current) Series 4F model surfaced in March 2005, ahead of a world debut at the Leipzig motor show, where the new Polo was to be sharing stand space with the equally new Fox, VW’s city car replacement for the Lupo. In what had been a busy first quarter for the manufacturer – who had also released first details of the new Passat – 2005 marked the Polo’s thirtieth birthday, and so seemed a fitting time for another refresh. Following the lead of the Passat, the new Polo featured a new front end look in the style of Volkswagen’s new corporate design language. A new deep V-shaped grille was flanked by trapezoid-shaped headlights, which incorporated a semi-circular repeater housing which cut into the new bumper. New wings and a bonnet with more pronounced fluting completed the refreshed lines. Rear changes were limited to a new tailgate with a subtle V-shaped rear window (echoing the style at the front of AUTUMN 2006 VW POLO REGISTER NEWSLETTER 13
model history
Sports car: marketing the GTI The press and TV advertising campaigns for the Polo GTI broke in Germany at the end of April.Using the slogan‘Make it sporty. The GTI – now also as a Polo,’ VW presents the sports Polo as a car which guarantees driving fun.The 40-second TV ad is set in a US basketball yard. Two teams argue about whether to have Peter, another player, in their team. But Peter is unsporty and can hardly catch the ball. But when the shot moves to the car, the viewer sees why Peter is so desired by his fellow players: he drives a Polo GTI.The press ad (above) features a Polo GTI parked into a tight parking space. Nothing new in that, but look closer and see the handbrake turn tread marks on the road.... the car), and redesigned tail lights with a large circular
element, again picking up then-current Volkswagen design cues. The roof, rear wings, doors, and profile panel work were the same as before. In part, due to the unchanged bodywork, dimensions were barely altered, with only the redesigned front end extending the car’s length by a marginal 19mm. Weight and height remained the same as its predecessor. The refreshed look extended to the interior, with new, high-quality fabrics and redesigned instrument graphics and steering wheel designs. The basic dashboard architecture remained the same as the Series 4, bar the upgrading of plastics and redesigned instrument fonts. Volkswagen took the opportunity to minimally overhaul the mechanicals, although the basic engine range was again similar to what was offered before. Five petrol engines and four advanced TDI units gave the new model an unusually large breadth of ability and choice. Petrols started with the 1.2-litre 54 and 64bhp units, with the familiar 1.4 74bhp variant coming next. The 84bhp FSI advanced powerplant was deemed to be popular enough to keep in the range, with the 99bhp 1.4 the most powerful petrol unit available. The rumour mill was rife that a 148bhp GTI model would add more fizz at a later date, and although this was indeed true, confirmation came sometime later. Interesting changes in the diesel line-up saw the Series 4’s 1.9-litre 63bhp SDI dropped, to be 14 VW POLO REGISTER NEWSLETTER AUTUMN 2006
replaced by a development of the 1.4 three-cylinder TDI developing 69bhp. The outgoing 1.4 TDI with 74bhp was uprated to 79bhp to make way for the lower-output unit. The remaining 99 and 129bhp 1.9-litre TDIs continued with trim changes, while all of the new model’s diesel units complied with Euro 4 emissions legislation. The new car’s wheelbase was extended by 5mm, creating a blink-andyou'll-miss-it increased cabin size. An April on-sale date was given for Germany and continental Europe, while the UK had to wait until early June. As before, the UK market Polo came in four flavours: E, S, SE and Sport. The ‘Twist’ had been dropped, as it was essentially a special edition which had enjoyed a rather more permanent position in the outgoing range. Prices started at £7495 for the three-door 1.2 54bhp E, rising to £15,290 for the top of the tree 1.9 TDI Sport with 129bhp. The mid-range S model was predicted to be the best-seller in the range, and with prices starting at £8850 for the 54bhp variant, was thought to offer good value for money. Specification was comprehensive: ‘Climatic’ semi-automatic climate control; alloy wheels; electric front windows; electrically-heated and adjustable mirrors; front fog lights; central locking; CD player; ABS; and body-coloured bump strips, door mirrors and handles. The cheapest 1.4 TDI with 69bhp was the threedoor E at £9095, while £10,725 bought the new 79bhp version in S trim. Unlike before, the FSI was only specified in Sport trim, costing £11,770 in three-door form. The first rung on the SE ladder was the 1.2-litre 64bhp version, coming in at £9915. German models were available in Trendline, Comfortline, and Sportline trims, with factory-fitted options including a ‘coming home’ delayed-switching off function for the headlights; 'Park Pilot' rear parking sensors; and a tyre pressure indicator. The only notable ‘hole’ was still the hotly-anticipated GTI, which had been mooted from the Series 4’s launch four years earlier, and if it was as good as the new 2004 Golf GTI, it promised much… Testing the rejuvenated range at a Volkswagen UK Press Office driving day, we found the new Polo family to be as impressive as its predecessor: ‘The facelift works well, as the car now looks confident, even more upmarket, and finally has the face it was always deserving of. In driving experience and looks, the new model feels refined and refreshed. The changes are more than skin deep, and should be enough to defend it against the onslaught of new and facelifted rivals that it will have to face over the coming months.’Again, our favourites were the 64bhp 1.2 and the 99bhp Sport TDI. Confirmation of the performance Polo finally came in October. Unveiled to the world at the 39th Tokyo motor show in Japan, it was – as expected – powered by the ubiquitous 1.8-litre, turbocharged engine which had seen
All in the details – the new Polo GTI (left and right, clockwise from top right): ‘GTI’ badging in style of 1970s Golf GTI original; larger rear wraparound roof spoiler; interior has silver-finish centre console and sports trim; twin chrome exhausts nestle at rear; proven 1.8T engine pumps out 148bhp; 16-inch ‘Monza I’ alloys; costs from £14,810 (main picture)
All white (above): Candy White only available on Polo GTI. Handling said to be more sporting than the standard car’s
service in other Volkswagen Group cars from the late 1990s. Producing 148bhp, 162lb ft of torque, and sprinting to 62mph in 8.2 seconds, top speed was 134mph. Maximum power was developed at 5800rpm. All of these figures made it the most powerful series production Polo since the model’s birth in 1975 and certainly faster than the previous 125bhp Polo to wear the famed GTI badge in 2000. Clearly onto a good thing, Volkswagen based the styling on the ‘big brother’ Golf GTI, with the highlights being a deep, black V-shaped grille with honeycomb mesh inserts; red grille trim; darkened headlights; black side skirts; rear spoiler; twin exhausts; and 6.5J x 16-inch ‘Monza 1’ alloy wheels with 205/45 tyres, again in the style of the larger hot Golf. Suspension was 15mm lower than non-sporting Polos, and uprated brakes with 288mm
and 232mm discs at the front and rear respectively ensured that the stopping power matched the peppy acceleration. A host of acronyms were fitted as standard, with ABS, HBA, ESP (Electronic Stability Program), and EDL (Electronic Differential Lock) were also part of the standard specification, along with a tyre pressure monitor. The interior featured ‘Interlagos’ chequer-trimmed sports seats; leather-trimmed sports steering wheel, gear knob, gaiter, and handbrake grip; red-stitched seat belts; aluminium detailing on the air vents and centre console, and embossed ‘GTI’ door shut/sill trim. Black, Black Magic Pearl Effect, Candy White, Flash Red, Reflex Silver Metallic, and Silverbird Metallic provided colours in the traditional GTI hues, while Shadow Blue Metallic added something different. Pricing was to be
model history announced nearer the continental Europe and UK launch dates, but both three and five-door versions were available. Although fielding less armoury in the power department than the more hardcore and forthcoming Renaultsport Clio 197, the 148bhp Ford Fiesta and SEAT Ibiza FR (with the GTI’s engine) would prove to be more willing and able rivals. It was a busy autumn for the German manufacturer, as shortly afterwards, images of the new version of the Polo Dune were released. Underlining a new corporate model segment named ‘Cross’ which would signify SUV-style versions of existing cars, the new car was called CrossPolo. Clearly not a name that would not translate well to the UK market, Volkswagen UK decided to stick to the ‘Dune’ tag, stating that the model has ‘heritage’ in this country due to the reference of the outgoing version. Again, as with the other new Polo models – with the exception of the mildly-tweaked front and rear styling – the story was the same as before. Distinctively styled, the Dune again featured 7.5 J x 17-inch BBS alloys with 215/ 40 ZR tyres; SUV-style body styling; silver-coloured roof rails and door mirrors (with integrated indicator repeaters as with the other models in the rejuvenated Polo range); raised suspension; aluminium pedals; sports seats; unique ‘Dimension’ upholstery, and leather-trimmed steering wheel and handbrake grip. Standing a full 32mm higher than regular Polo models, the car actually differed 70mm
Beach buggy (main picture andright):second-generation Polo Dune arrived in early 2006. The story was much the same as before, with vibrant colours, and lifestyle styling cues to the fore. A funky Polo hatch alternative
16 VW POLO REGISTER NEWSLETTER AUTUMN 2006
in height up to its roof rails, the suspension raised by 15mm. Available only in five-door trim as previously, the high specification included semi-automatic climate control; electric windows; radio/MP3 compatible CD player; front fog lights; and electrically heated and adjustable door mirrors. As with its stablemates, ABS and HBA (Hydraulic Brake Assist) and a full raft of airbags came as standard. A unique palette of six colours were available: Black Magic Pearl Effect, Flash Red, Limette, Magma Orange, Raven Blue Metallic, and Reflex Silver Metallic. A full complement of engines powered the lifestyle model: 64, 74, and 99bhp petrols were available, as well as 69 and 99bhp diesels. A world debut at the Essen motor show followed, and along with the GTI, built up public anticipation for these two welcome (and individual) Polo range additions. UK sales were slated for April 2006. The start of 2006 saw the launch of the Polo ‘Goal’ special edition in Germany, to tie-in with the country’s hosting of the 2006 World Cup football tournament. One of a number of special Volkswagen Goal models, it was again created with the German car maker’s love of value added items. Additional standard equipment over the Polo Trendline included: multifunction computer; ‘RCD 200’ radio with CD player; three-spoke leather sports steering wheel with orange stitching; leather-trimmed gear knob, gaiter and handbrake grip with orange stitching; ‘Popcorn’ upholstery; ‘Goal’ sill trim strips ‘ParkPilot’ rear parking
model history sensors; front fog lights; 15-inch steel wheels with full-size wheel trims and 195/55 R 15 tyres; and special ‘Goal’ badging. Colours available were: Black, Candy White, Reflex Silver Metallic, Shadow Blue Metallic, Silver Bird Metallic, Blue Anthrazite Pearl Effect, Black Magic Pearl Effect, and the Goal-only Copper Orange Metallic. The only factory options were two sets of alloy wheels. Petrol engines available started with the two 1.2-litre units, rising to the 74 and 99bhp 1.4s. The full complement of diesels could be ordered – the 69 and 79bhp units with or without newly-introduced particulate filters – including the powerful 129bhp version. March 2006 saw what was thought to be the final anticipated version of the Series 4F Polo unveiled at the Geneva motor show. Rumoured in the motoring press for some months, the Polo ‘Eco’ was thought to be an extremely economical variant of the facelifted model. Much like the continental-only Lupo 3L – which drank only three litres of fuel every 100km – weight-saving measures were thought to be high on the car’s list of changes. In reality, the Polo ‘BlueMotion’ (the first model to wear the new ‘BlueMotion’ badge, which would signify the most economical version of each model range) used a modified version of the new 1.4 TDI 79bhp engine and used various aerodynamic changes to the bodywork to help achieve 72.4mpg. A diesel particulate filter was used to reduce emissions by 16g/km (down to 103g/km),
and a modified five-speed gearbox with twelve to twentyfour per cent longer third, fourth, and fifth ratios helped implement the engines miserly sipping power. Maximum power was developed at 4000rpm, while maximum torque of 144lbs ft arriving from 1800rpm. Performance was adequate enough: 62mph was reached in 12.8 seconds from rest, and top speed was 110mph. Wind tunnel developments shaped the new aerodynamic body addenda, the most striking of which were a faired in front grille panel and large rear spoiler, reminiscent of that first fitted to the Series 2 Formel E hatchbacks from 1981. Aerodynamic lower spoilers were fitted front and rear, and in unision with a side skirt package, all played their part in fine-tuning the Polo BlueMotion package. Specially-developed ‘Jerez’ 14-inch alloy wheels with 165/70 R 14 low rolling-resistance tyres were the last pieces of the economical jigsaw. The interior was as other Polo models, with the exception of ‘Popcorn’ upholstery , to go with the new Ice Age Silver Metallic paint colour. A projected date of summer 2006 was given as an on-sale date in Austria, Germany, and Switzerland. April and May 2006 saw the new versions of both the Polo Dune and Polo GTI hit UK shores respectively, with specifications identical to the continental models. The exception was the Dune’s range of paint colours: the shades which seemingly suited the car best, Limette and Magma Orange, were not deemed suitable for the
production and sales figures United Kingdom sales figures: Polo hatchback (units) 2002 41,280; 2003 48,133; 2004 43,530; 2005 40,640; 2006 22,916 (January-June) (2005: Total Polo 4: 17,318; Total Polo 4F: 20,113) Global production figures: Polo hatchback (units) 2002 523,512; 2003 422,003; 2004 334,143; 2005 352,120
Frugal and fun? (Main picture and right): new Polo BlueMotion introduced the world to VW’s new environmental philosophy. Powered by a mildly updated 78bhp 1.4 TDI engine,an aero kit was also fitted to help the car achieve its claimed 72mpg. UK sales are still to be confirmed
Global production figures: Polo Sedan/Classic (units) 2002 24,702; 2003 84,272; 2004 100,331; 2005 59,623 Global factories producing the Polo: Anchieta (Brazil), Bratislava (Slovakia), Pamplona (Spain), Shanghai (People’s Republic of China), Uitenhage (South Africa) AUTUMN 2006 VW POLO REGISTER NEWSLETTER 17
model history
Party of four (main picture and inset): 2006 Polo line-up most diverse ever, with a model for everyone. Regular version joined by Dune (UK)/CrossPolo (Europe), GTI, and frugal BlueMotion
the specials The Series 4 and 4F Polos spawned a handful of special edition models, especially in Germany, but also in Latin markets. The most popular models are below (by no means a definitive list). 2003 Twist (UK), Cricket (Germany), Special (Germany); 2004 Twist (UK), Club Sport (Germany); 2006Concept(France), Goal (Germany), GTI Cup Edition (Germany),Tour (Germany) conservative UK market. However, Volkswagen did relent on one count, and confirmed availability of Magma Orange, although it was warned that the option was strictly limited. The ‘lifestyle’ Polo was available in two five-door versions, with the 1.4 74bhp petrol priced at £12,645, and the 79bhp 1.4 TDI at £13,495. The new range-topping performance Polo was available in both three and five-door versions, available from £14,810 and £15,410 respectively. Reaction from the UK motoring press to the new Polo GTI was mixed. Group tests in both Test Drive and What Car? magazines resulted in bottom placings for the new pocket rocket. Tested against rivals such as the Ford Fiesta ST, Mini Cooper S, Renaultsport Clio 197, SEAT Ibiza Cupra, and Skoda Fabia vRS, opinion was that the Polo was underpowered, its body control was poor, and 18 VW POLO REGISTER NEWSLETTER AUTUMN 2006
that it was lacking an overall sense of fun – something it was felt that a small sports hatchback should have in abundance. Motoring website www.4car.com stated that: 'Although the Polo GTI isn't the fastest or the bestgripping hot hatch, it is one of the most fun cars we’ve driven for a long time. Even the new Clio 197, which we had high hopes for, lacks the kind of sparkle that makes the Polo so engaging. Sure, the Clio will leave the Polo for dead on a quarter-mile sprint or on a track but the Polo driver will be having more fun. And isn’t that really the point?’ UK motoring weekly Auto Express was of similar thought: ‘The Polo GTI manages to be a thoroughly entertaining hot hatch. Its compact dimensions give it a sharp and nimble feel and, if you can't afford a Golf GTI, the Polo equivalent is a capable understudy.’ Autocar was more damning saying that ‘A baby Golf GTi this is not.’ However, our friends at Volkswagen Driver have said that the new performance Polo is a force to be reckoned with, is more agile than the Golf GTI, and that it could catch on as a cult car with Volkswagen enthusiasts. At the time of the introduction of the Dune and GTI, Volkswagen UK took the opportunity to realign the rest of the Polo range and delete unpopular and slow-selling variants. The long-serving 74bhp 1.4-litre engine only became available with an automatic gearbox, deleting the S and SE manual models, but became available in uprated 79bhp guise for the S, SE, and Dune, where the lower-
model history specifications Model Polo 1.9 TDI Sport*/1.4 FSI Sport**/GTI*** Displacement (cc) 1896/1390/1781 Power output 99bhp @ 4000rpm/ 75bhp @ 4000rpm/148bhp @ 5800rpm Maximum torque 177lb ft @ 1800rpm/ 96lb ft @ 3500rpm/162lb ft@ 1950rpm Transmission *,**,*** Front-wheel drive, five-speed manual gearbox Top speed (mph) 117/111/134 0-62mph (seconds) 10.7/12.1/8.2 Brakes *,**,*** Ventilated discs (front), discs (rear), diagonal-split circuit with ABS and servo Wheels 6J x 15 (‘Melbourne’ alloy)/6J x 15 (‘Melbourne’ alloy)/6.5J x 16 (‘Monza I’ alloy) Tyres 195/50 R15/ **195/55 R15/ ***205/45 R16 Unladen weight (kg) 1280/1197/1283 Dimensions (l/w/h mm) *, ** 3897/1650/1465/ ***3916/1650/1467 *2001/**2003/***2006 output manual had previously been employed. The 1.4 85bhp FSI engine was also dropped from the UK range, making the Sport-trimmed model unavailable, but a new 1.6-litre 104bhp engine was added. The E and SE 1.4 TDI 69bhp models were deleted, while the 79bhp TDI S model was withdrawn. Sport models saw the same engine choice disappear, while the powerful 129bhp 1.9 TDI was offered for a short while after the GTI’s introduction (no doubt in part to it being more expensive) , but was then withdrawn. Four colours were deleted leaving a very limited spectrum, while Candy White was made available only on the GTI. Dune buyers also saw the loss of Magma Orange, perhaps meaning that Volkswagen were possibly correct in their initial concerns about the UK market being a too conservative market when compared to the rest of Europe. Finally, a total of three upholstery choices bit the bullet across the four E, S, SE, and Sport trims. Prices now started at £7490 for the three-door 1.2 54bhp E, while the cheapest model with the revised 1.4 petrol engine was the three-door S at £9800. The cheapest Sport with the new 1.6-litre unit was the £12,535 threedoor. The new Dune and GTI prices had obviously been recently set, and so remained the same. Similar alignments took place in Germany, with the new 1.6 available in Comfortline, Trendline, Sportline, Goal, and CrossPolo versions, and the same options available for the 1.4 petrol units. The new engine could also be
specified in self-shifting form, with a newly-developed sixspeed automatic gearbox. The 129bhp TDI stayed, as a happy medium between the 104bhp 1.6 and the 148bhp GTI. Continental diesels with 69, 79, and 99bhp could now also be specified with a diesel particulate filter, reducing emissions. Trendline and Comfortline models could also be specified with self-supporting (run-flat) tyres, costing extra on models fitted with 15-inch wheels only. But still there was one further variation on the Series 4F to come. Owing its inception to the German-only racing series which was in its third season, the 178bhp Polo GTI Cup Edition, was based stylistically on the racers in the ADAC Volkswagen Polo Cup. Available only on continental markets, it quickly picked up the most powerful mainstream production Polo ever baton from the GTI. First details of this exciting new model are on page 30 of this issue. As seems to be the case in 2006, another development to the Polo range was announced just before this issue went to press. The new 1.6-litre 104bhp engine was to be available with a new six-speed automatic gearbox, reducing noise and improving fuel consumption. German Trendline, Comfortline, Sportline, and Goal models with this unit could be ordered with the new self-shifter, which was reported to do the 0 to 62mph dash in 11.3 seconds, and go onto a top speed of 116mph. More interestingly, a ‘Tiptronic’ function was offered on the new auto, The Series 4 Polo along with a sport mode, offered a sensible which changed each gear at – sometimes too a higher engine speed. sensible – quality Manual gear selection is also possible when the product in one of Tiptronic function was in the fiercest arenas use. The 1.6’s manual gearbox is also still available. The 2006 new-model rush finally appears to have come to an end, although the arrival of the BlueMotion to UK shores is still to be confirmed. Details of the most recent developments can be found elsewhere in this issue, but we anticipate the Series 4F Polo range to remain as it is until the proposed replacement is unveiled. Rumoured to be having the covers taken off in 2008, the motoring press rumour mills are once again talking of many exciting new variants including cabriolet/roadster and mini-MPV versions. Volkswagen is, of course, tight-lipped, but we hope that the core values of the model that have kept it successful for the last 30 years aren't forgotten. Like the Series 1, 2, and 3 before it, the Series 4 offered a sensible, quality product – at times too sensible – in one of the fiercest arenas of the car market. But,the company must be doing something right, as over 9 million Polo owners worldwide over 30 years can’t be wrong. VWPR AUTUMN 2006 VW POLO REGISTER NEWSLETTER 19
advertising history
Safety sells. The Polo in advertising: 2000s Volkswagen’s advertising is legendary, with some of the most memorable campaigns ever created. Over the last thirty years, the ads for the Polo have been multi-award winners, and in the last of a four-part series, we look at the Series 4 and 4F campaigns
J
ust as previous advertising campaigns had focused on quality and safety, the series of press and TV advertisements for the Series 4 Polo carried on these themes. However, 2002’s run featured an ‘invincible’ twist. The new car was sold on its inherent ‘toughness’ and copywriters seemingly had fun dreaming up all manner of situations where the car could protect its occupants from harm. Using the new strapline, ‘Small but tough. The New Polo.’ each press ad featured a single car in a different situation. Parked outside a roadside café, a Polo was among a group of Hell’s Angels-type motorcycles; another was parked outside a bank and used as a Police car; while a further new model was parked in a street and seemingly protecting a squad of Police officers from a supposed robbery suspect. The most memorable featured a new Polo parked in a suburban street with the door open. Where the door had swung out, it had hit and bent a lamp post, and left behind a door-shaped imprint. Winner of the Euro Gold ‘Effie’ award in 2004, the campaign aimed to convey the superior quality and safety standards of the Polo to buyers in specific rollouts to individual countries. It was developed in both the UK and Germany and allowed the car to achieve above average ‘likeability’ values in both countries. Following numerous creative awards, the campaign was recognised globally 20 VW POLO REGISTER NEWSLETTER AUTUMN 2006
advertising history for its effectiveness with the Effie award. BMP DDB, the agency famously and long-associated with Volkswagen were involved with the campaign. Using the same slogan, a UK TV ad depicted a young man closing every door he used daily too hard. With the viewer not knowing why, the car and strapline where shown at the end, along with him closing the door of the Polo. The UK launch materials also featured the ‘The New Polo. Don’t let it go to your head.’ strapline, along with images showing the car in situations similar to the ‘Small but tough’ campaign. Another UK-market launch brochure came with a fake tattoo stuck to the front of it, and the words ‘Careful, it may wear off.’ were printed underneath. As the Polo was now a global Volkswagen car, overseas countries had their own advertising campaigns. Of all, South Africa seemed to have the most innovative. ‘You’ll think you can. New Polo.’ was the chosen strapline, and two television ads proved particularly memorable. The first featured a land speed record attempt. Focusing on the streamlined, almost rocket-like car, which (in style at least) paid homage to its 1960s forebears, it streaks down the desert, and passes a Polo parked at the end of the run. The Polo driver removes his helmet, and the strapline appears, implying that the driver feels tough enough to have had a go at the record himself. The second commercial featured a runaway steamroller careering down a San Francisco-esque
‘Small, but tough’ (opposite page, top and bottom; this page top): first series of award-winning press advertisements for 2002 Series 4 Polo featured situations in which the car was seen to be protecting the occupants, or was made to appear ‘invincible’; later campaigns for recently-introduced model focused on ‘safe’ and ‘wild’ Polo personality aspects
street, destroying everything in its path. A Polo owner on his balcony sees the ensuing havoc, and jumps into his car, and gives chase. Thinking he can stop it, as the car is tough enough, he frantically drives through back streets bringing the car to a neat handbrake turn finish ahead of the steamroller, just as it comes back into shot, heading for the car directly in its path. The strapline then appears. In 2004, a German press campaign for the SUV-like Polo Fun (Dune) featured a car parked under a coconut tree with fallen coconuts around it, which had smashed open on hitting the car. The current Polo was launched under the ‘The New Polo. New look, still tough.’ slogan in the summer of 2005, making reference to its predecessor’s award-winning campaign. The first UK TV ad depicted a new model being driven through a road, which was closed due to tree felling. Emerging from the forest with a tree over it, the car overtakes a truck driven by a puzzled driver, and is then pictured by the forest with the end slogan. ‘The New Polo. Tough can be beautiful.’ was another strapline, referring to the car’s facelifted looks. A press ad campaign featured a Polo driving through a townscape, where padding covered all buildings, telephone kiosks and signage. Marketing materials focused on the toughness angle too, with one luxuriously-made teaser brochure featuring a diamond-shaped cut-out on the cover with the headline ‘Beauty and toughness from Bond Street.’ Upon opening, it continued ‘And Volkswagen retailers nationwide. The New Polo. Tough can be beautiful.’ with the new Polo’s headlamp showing through the cut-out jewel. A recent UK campaign was reportedly aimed at young, independent women seeking a small, safe car. ‘The Polo. Built to protect.’ TV commercial features a city of guardian angels protecting their assigned individuals, with the exception of one, who seemed to not need his protection, as she was driving a Polo. Created by the long-standing DDB London agency, filming took place in Rio. A run of German press ads featured the ‘The Polo. Reassuringly safe.’ slogan and hark back the early 2002 ideas. A Polo in convoy with Hell’s Angels, and in the middle of the Spanish Pamplona bull run convey the car’s ‘tough’ credentials, while a TV campaign depicted a Polo driving in a city centre, while large objects fell around it. Finally, the recently launched Polo Fun successor, the CrossPolo (Dune) features well-known cartoon characters such as Snoopy and Charlie Brown, and the legend: ‘The CrossPolo. The Polo, only a bit wilder.’ Thirty years of Polo advertising have created highly memorable and clever campaigns, using the often recurring themes of quality, reliability, safety, and style. As the car continues to develop, we will watch and see if the advertising campaigns do the same. VWPR AUTUMN 2006 VW POLO REGISTER NEWSLETTER 21
wolfsburg wonders
We end our coverage of Polos in the AutoMuseum Volkswagen with two special Series 4s. Styling exercises or a pair of production model prototypes?
lessons in history Story and photography Richard Gooding
ARE A PAIR
wolfsburg wonders
S
imilar to the Series 3 Polos exhibited in the treasure trove that is the AutoMuseum Volkswagen, the Series 4 cars are notable for the few in number that are represented. With only two vehicles ever seen at Volkswagen’s building housing the historic collection, the most obvious question is why are there so few? A Series 4 Polo Fun is displayed, seemingly with no information, so we were not sure of its history, or even its place in the museum. Often, the cars on display are either prototypes, special motorsport or development vehicles, or the first examples of a particular model range off the line. We thought that the Fun could be the latter, as it appears to be a standard model. However, a visit to the AutoMuseum Volkswagen website (www.volkswagen-automuseum.de) results in the information that the car is actually more of a prototype, as it is a design study from 2002. Before VW decided to produce the vehicle as a sub-range in the main Polo family, this was the embodiment of its ideas for the faux-SUV Polo. With its 17” BBS ‘Radial Spoke’ alloys, silver-painted body detailing, lower-body cladding, raised ride height and unique ‘Limette’ body colour, it is interesting to note that it made it through to production in 2004 unchanged. Resembling a modern interpretation of the dune-buggy inspired ‘Vario 1’ concept from 1990 alongside it, the lime paint colour inspiration is clear for all to see. Of course, in the UK we know the Polo Fun as the Polo Dune.
The other Series 4 on display is certainly the more interesting of the pair. Featured in the ‘News’ section of the VW Polo Register Newsletter Issue 20, the full history of the Golf R32-coloured Polo is again unknown, but through sources at the time, we can shed more light on this rarity. Dubbed ‘R18’, ‘R23’ or ‘R25’, this design study for a high performance model boasts a colour-coded body kit with a larger rear spoiler, sills, and wheel arches. Sports bumpers filled with mesh and twin exhausts have been added too, along with Polo Dune 17-inch BBS wheels. Looking stunning, it was rumoured that a newly-developed 1.8, 2.3 or 2.5-litre engine had been fitted, but we believe that the styling exercise was simply that, or at the very least a running prototype. Sources close to the museum said at the time that the car was powered by nothing more exotic than a 1.4-litre engine from a normal Polo. Rumour also has it the proposed ‘R23’ model was cancelled at the last minute due to the on-sale price being too expensive. Out from hibernation on our visit in 2004, we don’t believe the car to be on permanent display, as it was returned to the VW development centre at Wolfsburg. A scheduled exhibition of Polos celebrating the model’s thirtieth birthday was rumoured to have been happening last year, but never took place. We were led to believe that this was planned to rolled over into 2006, but we received no more details. However, we’ll keep you posted. VWPR
Special Series 4s: Polo ‘R23’ seemingly a styling exercise with 1.4-litre engine. Painted in Golf R32 Mystic Blue and fitted with tough bodykit and 17” BBS alloy wheels, it looks every inch the baby brother to the über-Golf. Lime Polo Fun is a design study built in 2002 to gauge reaction for the production model. Did the ‘Vario 1’ concept from 1990 inspire VW? AUTUMN 2006 VW POLO REGISTER NEWSLETTER 23
road test
POWER stranger? Do the more basic and lower-powered versions of the current Polo share the same ethos of the original Series 1 from 1975? We took a new 1.2 S on a two-day, 500-mile trip last summer to the stunning scenery of the Peak District to find out...
Story and photography Richard Gooding
Special thanks to Nicki Collett of the Volkswagen UK Press Office. For more details on the new Polo range, please contact your local VW retailer or visit www.volkswagen.co.uk
T
he idea was simple. As 2005 marked the Polo’s thirtieth birthday, Nigel Middleton and I would drive a low-powered ‘basic’ version of the then-new Polo to the VW Northwest Volkswagen event in Cheshire, from a start in the wilds of Suffolk. People thought we were mad – why a more basic version, and wouldn’t Cheshire, with its spectacular scenery and steep gradients, prove a stretch too far for the 1.2-litre engine? A ‘basic’or mid-range version was chosen, as power unit at least, it would provide a valid comparison for the thirty-year old benchmark. By 1981, the most powerful Series 1 Polo delivered 60bhp, whereas thirty years later, the minimum a modern supermini has is around this output. All things considered, we wanted to see if the current model shared the original’s ‘upmarket’ ethos, and just how three decades of development had moved the game on. The challenge had been set.
road test
After a seventy-five minute jaunt across Suffolk, Cambridgeshire, and Bedfordshire, I arrived at Nigel’s suitably calm, not something you might expect with just 64bhp to let loose. The car we had borrowed from the Volkswagen UK Press Office wasn’t quite the most basic Polo 1.2 54bhp E model; OY05 JKV was a higher-specification three-door S, powered by the higher output 1.2-litre unit with a whole 10bhp more. Costing £9490 (the three-door 54bhp 1.2 E is £7490), the S offers semi-automatic air-conditioning, electrically-operated mirrors, electric front windows and a split-folding rear seat over its more lower-trimmed stablemate. Externally distinguished by the additions of front fog lights (strangely not fitted on the higher-spec SE) Interestingly, we had driven OY05 JKV two months earlier at a Volkswagen new model driving activity, and it had impressed us that day, so I had been
looking forward to getting to know the car better. Set to be the best-selling model in the new Polo range, the S is also available in 1.2-litre 54bhp, 1.4-litre 74bhp, 1.4-litre 69bhp TDI, and 1.4-litre 79bhp variants with three or five doors. Other Polo trim levels include the more basic E, the higher specification SE and Sport, and the recently-added Dune and GTI. When specification and trim levels are considered, a Polo L of the mid-1970s is the nearest model for comparison, as this sat above the N, but below the LS and GLS. In 1975, only 40bhp 895cc and 50bhp 1093cc engines were offered, with a 60bhp 1272cc unit arriving later. After a refuel of tea and a photographic session in the locality of the power station at Little Barford near St Neots, we pointed the Polo to the A1 and started the first leg of the run. The route wasn’t going to be direct, as Nigel had an unscheduled stop to make along the way at Grantham, so the plan was to drive up the A1,
road test cut across the A617 to Mansfield and Chesterfield, join the A619, B6001 and the A57 to Glossop, and then the A624 to Chapel-le-Frith. Finally, the A624 would also take us to our overnight stop, the Lee Wood Hotel in Buxton. We also wanted to drive the fearsome ‘Cat and Fiddle’ pass (A537) that circulates Macclesfield, and although it was obviously no sports car, the road would certainly test the Polo’s handling. As was usually the way, OY05 had been well-specified with extra trinkets by the VW UK Press Office team, and was fitted with the welcome addition of a CD autochanger and monochrome satellite-navigation system package, costing £1350.00. So far, so good. We had reached the first stop with no undue stress, and the Polo had proved to be a good choice of travelling companion. Be in no doubt, the 1.2 three-cylinder unit impressed us with its tractability, although with 1194kg to haul around, it was never going to be fast. With a quoted 0-62mph time of 14.9 seconds and only 83lb ft of torque, it is more of an ‘inertia’ or ‘momentum’ car. If the speed is built up, then the little three-pot is fine for overtaking. And although no ‘point and squirt’ or gap-plugging car, the level of performance available does surprise. This was also true of the featherweight Series 1 with only 685kg to lug around. The current Polo TDIs and new 148bhp GTI would ultimately fulfil the relaxed overtaking brief better than the 1.2 S, but I suspect the everyday performance would be fine for most prospective owners in the real world. With its thrummy and characterful note, the engine does encourage you to press on. But the real test would be the mountain peaks that awaited us, 88 miles ahead. The A617 to Mansfield proves to be an unexciting piece of road, and as we wind our way on to the even more uninspiring town along it, we take time to reflect more on the Polo’s level of refinement. Working hard, the engine noise was never intrusive, and OY05 was impressively refined and relaxed at speed. In fact, even though 70mph developed 3500rpm, I didn’t realise how fast we had been going on certain stretches of the journey, so hushed was the balancer shaft-equipped engine. A big plus for a three-cylinder engine is that it is smaller and lighter than an equivalent four-cylinder, and is therefore more fuel efficient for the same performance. So, the engine was very quiet at highly-stressed speeds, but we did notice wind noise coming from the door seals, and the tyres appeared to transmit a more than expected degree of road noise into the cabin. Overall though, we concluded that the Polo is a very comfortable way of ferrying us the 188 miles north. Continuing along the A617 to Chesterfield, OY05 JKV impressed us with its comfortable interior. Modern superminis now also fulfil the role of a small family car, and with room in the back for average-sized adults, the Polo is certainly roomy enough. The driving position is spot-on: low 26 VW POLO REGISTER NEWSLETTER AUTUMN 2006
enough to place the car accurately, and not too high as in rivals such as the Renault Clio. Like the rest of the car, the cabin appeared to be well-built, although – like its predecessor – cost-cutting is evident in some of the lower plastic on the ergonomic but slab-like dashboard. Not changed with the facelift, it received detail changes to certain controls (although the awful sounding but practical ratchet cupholder remains), but we found it still a slightly dull interface with which to interact. New upholstery makes the cabin bright, but there is still too much grey plastic on the door and rear panels. On the plus side, the interior is well-equipped, and all new Polos are fitted with a single-slot MP3 CD player/ radio unit with at least four speakers. The upgraded model on the test car had a mid-1990s style six-disc magazine mounted under the passenger seat where the seat drawer would be. While we appreciated the extra capacity, the location is poor. The satellite-navigation is CD-based, so with the CD player being used for the mapping CD, there is no other way of playing digital music, hence why the extra magazine is part of the package. The sound setup was excellent though, the unit being allied to eight (standard) speakers. How times have changed – a radio was optional on a Series 1 Polo, with the driver’s sun visor, carpets, and rear wash/wipe seen as luxuries! Other notable comments on the new car included an imprecise wiper stalk, and the fantastic four-spoke steering wheel. Some breathtaking mountain scenery awaited us before the last few miles to Buxton. We had decided to take the ‘scenic’ route (quite literally), which meant the A57 which winds its way past the huge Ladybower Reservoir and then onto Glossop and the Snake Pass. We had used the satellite-navigation system for the duration of the journey, and with a road map as back-up, we had tried to confuse it occasionally. But, the GRPS satellite always beamed back the location and let the software plot the correct course. Overcompensating on some occasions, ‘Vera’ (yes, we named the female voice) was surprisingly accurate, with only a few mini roundabouts not being picked up at all. Displacing the display in the instrument cluster and working from the monochrome screen in the centre console, the CD-based system appeared to be non-intuitive at first, but by the end of the trip we had mastered the menu interfaces. Journey’s end, day one. Although pleased to arrive in Buxton, we concluded that the Polo had proved entertaining and comfortable for one so adequately powered. A quick run back down the A6 into Bakewell (home of the famous tarts) provided some additional scenic delights and ended the day. Breakfast is at 8.00am the following morning, and then the drive to Knutsford, which includes driving the exciting ‘Cat and Fiddle’ pass. An interesting (and long) day awaited us.
road test
Truly breathtaking scenery awaited us on the A57 that winds its way past the Ladybower Reservoir and then onto Glossop and the Snake Pass Scenic route (main picture and inset): Derbyshire mountain roads fun to drive, and were an endless source of beauty; Polo 1.2 coped with steep hills
Sunday dawned overcast, but a hint of brightness promises better weather ahead. The twenty-four-mile journey to Tatton Park includes more spectacular scenery, with the misty mountain peaks interlaced with streams, waterfalls, and fields. Part of the A537 to Macclesfield is the ‘Cat and Fiddle’ pass, named after the pub which sits atop one of the road’s many peaks. Claiming the lives of bikers and car drivers, the two-mile stretch of tarmac has built up a fearsome reputation, and will give any sports car a workout, let alone a low-powered supermini. Nigel and I had driven the road before on another pilgrimage to the VW Northwest event, but three years ago we were both driving elderly Coupe GTs. This time around, we would have to rely on the Polo’s light but well-judged brakes and a lot of momentum. The ‘Cat and Fiddle’ snakes its way through the mountains, and we think that the Polo and the road itself would be mismatched. But, to our surprise, the Polo gave a good and entertaining fight. All weekend the weather AUTUMN 2006 VW POLO REGISTER NEWSLETTER 27
road test
Comfortable companion: facelift gives current model a more aggressive face; satellite-navigation proved useful in the Derbyshire peaks; 1.2 64bhp engine proved characterful; interior a comfortable place to be, but little changed
polo particulars Model Polo 1.2 S Price £9495 Engine type Three-cylinder petrol Displacement (cc) 1198 Power output 63bhp @ 5400rpm Maximum torque 83lb ft @ 3000rpm Bore/stroke (mm) 76.5/86.9 Compression ratio 10.5:1 Gearbox Five-speed, manual Top speed (mph) 101 0-62mph (seconds) 14.9 Official fuel consumption (mpg, urban/ extra-urban/combined) 36.7/55.4/47.1 Fuel tank capacity (gallons/litres) 10.0/45 Brakes Dual-circuit system with ventilated discs (front), self-adjusting drums (rear), and ABS and HBA Wheels/tyres 6J x 14 ‘Sao Paulo’ alloy, 185/60 R14 Unladen weight (kg) 1194 Dimensions (l/w/h mm) 3916/1650/1467 28 VW POLO REGISTER NEWSLETTER AUTUMN 2006
had been very wet, but OY05 proved that the new Polo’s handling has been revised enough to make it fun. The road holding and grip through the 185/60 R14 tyres is good, although body roll is more prominent than I remembered when I had driven the very same car two months previously. We had a 128bhp Polo GT (TDI) on test in 2004, and although very fast, sub-editor Tony Lo commented that the ride of the 1.2 seems more composed than that of the high-performance diesel. The electro-mechanical speed-sensitive power steering is very direct, but, as we’ve commented before, is lacking in feel. Of course, this applies to most modern cars, but Nigel observed that the Fiesta is still more fun to drive, as the VW’s steering feels over-assisted compared to that of the Ford. The five-speed gearbox is very positive, but we found that third gear is very easily selected when reaching for first. By the time we arrived at Tatton Park, OY05’s performance again impresses. Thanks to spirited driving, the brakes had been given a good workout, and only prove grabby at the end of the pedal’s travel. Obviously, the engine can be found wanting on steep gradients (just like the new Polo Dune’s – especially as that’s a car marketed as a ‘lifestyle’ model), so Derbyshire isn’t ideal for ‘performance’ testing. But, we again arrived comfortable, relaxed and look forward to the day’s activities. Interestingly, thinking about the Series 1 brakes bring back many horror stories -– no servo, rear drums, and small brake pads can certainly scare on a non-familiar road! After arriving at VW Northwest, and meeting up with VW Polo Register member Mark Lingard from Sheffield who was showing his Series 16V on the club stand, we spent the day discussing our findings about the car to inquisitive showgoers. At the time, the new Polo had only been on sale for two months, so this was the first time that many people had seen the revised model. Canvassing opinions from current and prospective owners, we found that the overall verdict was positive, with many people preferring the new aggressive face to the outgoing car with it’s distinctive (if slightly female) front end. The rear features a new gently-sloping ‘V’shape window, and new tail lights with a pronounced circular element; a new Volkswagen design cue. The journey back home to the flatlands of East Anglia was to be done in one four-hour trip, taking a different route. The first leg would be a three-county jaunt, with the M6 and A500 taking us to Stoke-on-Trent (Staffordshire) where we would pick up the A50 to Derby (Derbyshire), and then the A516, A52 and A6005 to Long Eaton (Nottinghamshire) where we would stop for fuel. The mountain roads again proved inspiring, with their spectacular differences in gradients and scenery, while the M6 provides us with the chance to stretch the Polo’s legs a little and test its refinement at motorway speeds.
road test Rather obviously, when compared to a Series 1, the refinement of the new car is on a different level. As expected with thirty years of development and modern production techniques, the newer model is very, very quiet, and after a spell of frenetic motorway driving, we were again impressed with the refinement at higher speeds. Again, performance is adequate enough, and with a little forward planning, the car can be slotted into fast-moving gaps in the traffic. I have memories of driving a four-speed 45bhp 1978 original model from Suffolk to the Malvern Hills in one day, and I’ll always remember the shriek of the engine crying out for an extra gear! Upon arrival at Long Eaton, Nottinghamshire, we stopped to fill up with fuel. We hadn’t been recording the mpg values on the on-dash display, although one reading gave a cumulative figure of 38.1mpg. Volkswagen give an official touring figure of 47.1mpg, so this is some way short of the mark. However, we hadn’t been driving with economy in mind (and we did take the car to the landscape that it is probably least suited to), so it’s not too disrespectful a figure. Our own calculations record 37.9 mpg. The second leg of the return journey took in the A6006 to Kegworth and Rempstone in Leicestershire and the A606 to Melton Mowbray and Oakham in Rutland, before finally turning back down the A1 to Sandy. Taking time to reflect on the weekend’s events, we praised the car’s ride, which is perfectly-judged. The motoring press have also noted this in comparison to its rivals. A winning combination of damping that is firmer than it is soft and good bump absorption means that the Polo rides very well indeed, with only slight road imperfections making themselves felt in the cabin. This was true of the original model too, even with its much narrower 145 SR 13 tyres. The new front and rear looks suit the car well, and it appears much more striking, particularly at the front. Many people looked at the car when passing, but this could have been because the car was so new to UK roads. One memorable moment came when an older model followed us just after we had left for Grantham, and the driver seemed to be straining for a better look! We decided that the paint colour has grown on us, although it does become dirty incredibly quickly (and has since been deleted). Joining the A1 again, we remembered what seemed to be one of the only failings with the sat-nav system. On the way to Grantham, it had thought that the stretches of the A1(M) were the M1. So easily confused… Arriving at Nigel’s earlier in the evening and after a discussion over another refuel of tea, I pointed the Polo east and headed home to Ipswich. As the dusk turned to darkness, the Polo’s new and very good trapezoid headlights shone the way ahead. Thinking about our weekend’s journey and findings on the very long and straight A14, I finally pulled up on the drive at 11pm.
So, what do we think? Well, our moment of madness maybe wasn’t quite so mad after all. After the limited time sub-editor Tony Lo and I had spent with the car the previous June, it had impressed, and we even considered it as quite possibly the best model of the range. The reasons it impressed us then were the same reasons that impressed us on our 514-mile adventure to the northern counties. The levels of refinement and build quality must be close to class-leading. It’s often said that an engine gives a car its personality, and the little 1198cc unit is genuinely a gem. With a very characterful note, its tractability is truly impressive and its performance genuinely surprising. Nigel commented that ‘acceleration has to be booked in advance’ which can be true, but it never feels out of its depth whether driving at speed or on the motorway. Laid back in attitude, it does struggle on steeper gradients, but our test wasn’t indicative of the life that most Polo 1.2s would lead, with most only fighting car park bay duels in town centres. While still not the best supermini for driver appeal, the handling has been sharpened up enough to make it more fun to punt along a favoured back road than the old model. All the controls are well-weighted, and along with a comfortable and well-appointed interior, smart new looks, and a not too optimistic price tag, it makes a pretty convincing case for itself. The new Dune and GTI models can surely only strengthen the Polo brand. New technologies, modern production ‘In terms of the processes and demanding Polo providing customers could have comparable levels rendered the comparison with the thirty year-old Polo of refinement, pointless, but in terms of upmarket feel, providing comparable levels and “big-car” of refinement, upmarket feel, and ‘big-car’ qualities qualities in comparison to its rivals, comparison to its in the current model continues rivals, the current the story set by the Series 1 and its successors. Yes, model continues equipment and technology the success story has moved the game on, set by the Series 1.’ but that’s to be expected after three decades of continuous development. Maybe more so now as then, a 1.2-litre supermini is never going to set the world on fire, but if our trip proved anything, it is that fun can be had from a car that’s not sporty, is low-powered and is therefore arguably more accessible. All of which were qualities which the original Polo possessed. The world has moved on, but the new model’s ethos is remarkably similar to the trailblazing Series 1. The Polo’s future (for now at least) appears to be in safe hands. VWPR AUTUMN 2006 VW POLO REGISTER NEWSLETTER 29
new model Road racer: new Polo GTI Cup Edition’s produces 178bhp; bodykit features bumpers from ADAC Volkswagen Polo Cup racers; 17” ‘Aristo’ alloy rims similar in style to Golf R32s; there are no UK sales plans
Story Richard Gooding Photography Volkswagen Communications
Up for the Cup? J
ust when we thought the Polo couldn’t get any hotter, Volkswagen pull the Polo GTI Cup Edition out of the hat (or should that be helmet?). Hot on the heels of the recently-launched Polo GTI, and barely giving it time to catch its breath, the 178bhp Cup Edition develops 30bhp more than the already spritely GTI from its 1.8T engine, and takes the hottest ever production Polo crown, which the GTI has only worn for a few months! The Cup Edition’s 235Nm of torque is available from 2000rpm. The new road racer hits 62mph from standstill in just 7.5 seconds (0.7 seconds quicker than the GTI), and runs out of puff at 140mph (an increase of 6mph). The Cup Edition’s striking bodykit features a wraparound roof spoiler designed by Volkswagen Individual, while, as the name suggests, the deeper and more aggressive front and rear bumpers are based on the ADAC Volkswagen Polo Cup racing car items. The tailgate features the ‘Cup Edition’ legend, while staying on the outside, the GTI’s 16-inch rims have now grown to ‘Aristo’ 17-inchers, similar in style to those of the Golf R32. Wrapped in 205/ 40 ZR 17 rubber, the brakes have also been uprated and feature red-painted callipers. The interior has been carried over from the GTI, and complements the Black Magic Pearl Effect, Flash Red, or Reflex Silver Metallic paint finishes. Two and four-door versions are available, priced from £15,425. There are no plans for UK sales. VWPR 30 VW POLO REGISTER NEWSLETTER AUTUMN 2006
Hot on the heels of the new Polo GTI, the 178bhp Cup Edition develops 30bhp more from the GTI’s engine, and takes the hottest ever production Polo crown
buyer’s guide The Series 4 and 4F Polo have even more of a ‘big car’ feel than their predecessors. But, are they a good used buy, and are they built as well as their reputation would suggest? Story Richard Gooding Photography Richard Gooding,Volkswagen Communications and Volkswagen UK Press Office
safe and solid? A
s you can read elsewhere in this issue, the Series 4 Polo was introduced to the world at the IAA Frankfurt Motor Show In the autumn of 2001. UK sales started in February 2002, and just like the previous generations before, it soon endeared itself to UK buyers who placed comfort, big-car feel and solid build high on their wish lists. Class firsts included the standard fitment of ABS and twin front airbags. The new range ushered in a new or at least updated range of engines, with a 63bhp three-cylinder 1.2 twelve-valve motor and a 99bhp 1.9-litre TDI joining the 1.4 16v 74bhp petrol, low-technology non-turbocharged 63bhp SDI and 1.4 three-cylinder TDI with 74bhp units, which were all carried over from the outgoing facelifted Series 3. Three and five doors were available, in E, S, SE and Sport trim levels. The first VW in
the UK to employ Volkswagen’s new FSI engine technology, the economical and ultra-efficient 85bhp Polo FSI joined the range in early 2003, while a second 1.2-engined derivative with six valves and 54bhp arrived to complement the higher displacement unit. A second 1.4 unit with 99bhp was made available in high-level Sport trim only. Summer 2003 saw the special-edition Twist introduced with engines of 64bhp, 74bhp, 63bhp SDI and 74bhp TDI. Standard equipment included ‘Sao Paulo’ alloy wheels, metallic or pearl effect paint finishes, and ‘Climatic’ air-conditioning. The faux-SUV Polo Dune arrived in the summer of 2004, with its higher suspension and 4x4-alike styling, and joined the range-topping 128bhp GT, which arrived at the same time. A booted saloon version, the Polo ‘Limousine’ was available on the continent and some AUTUMN 2006 VW POLO REGISTER NEWSLETTER 31
buyer’s guide South American markets from late 2003. A four-speed automatic gearbox was available on 1.4 74bhp models in S and SE trim. The facelifted – and current – Series 4 was introduced to the UK in June 2005, with largely the same engines as its predecessor. New three-cylinder TDI units of 69 and 79bhp replaced the previous 74bhp version, while the 128bhp GT was now encompassed as part of the ‘Sport’ range. A revised version of the Dune arrived in April 2006, swiftly followed by a high performance GTI, developing 148bhp courtesy of its 1.8T engine, previously seen in a range of VW Group vehicles from the late 1990s. Finally, an ultra fuel-efficient TDI version, the Polo BlueMotion, went on continental-market only sale in the summer of 2006. A limited-edition 178bhp performance flagship for left-hand drive markets only, the Polo GTI Cup Edition, was announced shortly afterwards. The Series 4 Polo was marketed as ‘Small, but tough’, and certainly seems to build on its predecessor's solid reputation. However, like all cars, it is not immune to problems, and we have heard reports that it is not as ‘tough’ as VW’s advertising campaigns suggest. Build quality does genuinely seem to be an issue, with website forums littered with posts complaining of shoddy build, and interior and
exterior squeaks and rattles. Leaking door seals can necessitate new door locks being fitted in extreme cases, and also latch plates being adjusted. Door speakers can vibrate, and seats, seatbelts, centre console trim, and windows can squeak. Rust can also form under the window sealing strip, and a catalogue of problems have been reported with the rear wiper, from not clearing properly, to even failing to operate. It appears that front and rear washer jets can also be problematic. Some cars are still new enough to have these problems looked at under warranty, however, owners that have done this seemingly report that this has caused more problems than it has solved due to dealer incompetence. We have heard that Technical Bulletins have been issued by VW – particularly in regard to the rattles and squeaks – so the company clearly recognise that there is a problem. Mechanically, all models can suffer gearbox problems, which did affect the older facelifted Series 3 models, the GTI in particular. ECUs can give problems, so upon buying a used Series 4, check that all warning lights go out when the engine is started, and also listen for uneven running. Tell-tale signs include lumpy running, a ‘shivering’ sensation, and a spitting exhaust. Owners report misfires after long journeys and under 3000rpm, often resulting in oil leaks In with the new ( from left): FSIenginetechnology debuted in Polo range; facelift in 2005 featured newheadlights,bonnet, wings, rear lights and tailgate; post-facelift cars have new interior fabrics and trim; profile little changed (main picture)
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buyer’s guide which can find their way to the coil pack and render a replacement necessary. Ignition coil packs can also fail unexpectedly, without warning. FSI models can also suffer from intermittent cutting out, and even on occasions, nonrestarting. Upgraded ECU software from a servicing agent can help, and in some quarters has fixed any problems. Again, it can be a warranty issue depending on when the car was built. Engine problems have been reported, with the new 1.2 units seemingly having the most amounts of maladies. Auxiliary drive belts can break, and the exhaust gas recirculation valves can also give trouble. In extreme cases, units that fail to start have been diagnosed with camshafts physically moving out of position, which can be down to the timing chain tensioner not working correctly. ABS units have also been known to have been replaced, which can be indicated by a beeping when the engine is started. Oil leaks are common, and in 2003 VW carried out a workshop campaign to cure any camshaft oil seepages. The three-cylinder 1.4 TDI units can also be afflicted by this problem due to their similar design, and in extreme cases the fuel/vacuum pump, camshaft cover, and camshaft oil seals have all been replaced. The plastic
Safe and solid? (Clockwise from top left): 1.2 engines can seemingly be problematic; even badge is more grown-up; ‘cute’ looks may be off-putting to male buyers, early models on ‘51’ plate; interior lacks flair, but is generally well-built; owners report suspension problems
timing belt tensioners on 1.4-litre petrol engines have also been known to break. Suspension problems seem to be a sore point with many owners. Dampers can fail after three years, and tracking can be out with cars pulling to the left, necessitating wheel realignment. Worn suspension bushes – from as little as 4000 miles – can cause more squeaks, from both the front and rear, and again should be a warranty job. In extreme cases, the failure of suspension bushes have caused loose anti-roll bars to move, damaging the damper. Knocking noises can also be heard through the steering system, and top mounts have been known to be incomplete. We must stress that in all these cases of reported problems, we do not know how the car has been driven, which of course could have a bearing on how extreme some of the causes and outcomes are. Just as it predecessors did, the Series 4 Polo performs well on the used car market, with good, if not classleading residuals. An early ‘02’ 2002 three-door 1.2-litre 55bhp E with 30,000 miles can be picked up for £4300, while £6600 can net one of the first FSIs in Sport trim. A mid-range 20k 1.4 75bhp SE from early 2003 can cost £7100, while a top of the line 99bhp TDI Sport from the same period can be had for £7900, again with 20,000 miles. An early ‘04’ 1.4-litre petrol five-door only Dune with 74bhp can be bought for £9700, while the surprising street-sleeping GT can now be picked up for £10,900 with five-doors – if you can find one. Early facelifted cars can start from £6800 for the 1.2 55bhp E with 10,000 miles, rising to £8700 for the mid-range 1.4-litre S, £9500 for a 10k SE with the same engine, £9300 for the 79bhp SE 1.4 TDI, and £12,400 for the most powerful diesel Sport model with 128bhp and 10,000 miles. All our prices are based on those quoted for a three-door car on a retailer’s forecourt, so these should be able to be undercut by both independent dealers and private sellers. In most cases five-door cars can command a price premium of £400 or more. So, is the Series 4 Polo a good used buy? After a period of low sales at the beginning of its campaign, it has sold well, and there is a plethora of models to choose from. Insurance groups start at 2 for the lowest-powered petrol models, so most are not too costly to insure. Slight reservations about the ‘cute’ looks could be off-putting to potential buyers (especially males), and the jury is still out on the worrying amount of reported problems. Overall though, if you find a good one, the Series 4 Polo should provide years of use, and shouldn’t prove too demanding a companion. Our picks of the Series 4 and 4F ranges would be either a 2004 GT, or a post-2005 facelifted 1.2 S. Models to avoid include the 74bhp 1.4, which from our limited experience, can have lacklustre performance. VWPR AUTUMN 2006 VW POLO REGISTER NEWSLETTER 33
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swedish star! ADAC Volkswagen Polo Cup 2005 runner-up Jimmy Johansson has staked his claim on the 2006 series to take the lead ahead of his nearest rivals in the first rounds of this season’s championship
Story Uwe Baldes and Richard Gooding Photography Volkswagen Motorsport GmbH Communications Swedish star: (clockwise from main picture): 2005 ADAC Volkswagen Polo Cup runner-up Jimmy Johansson looks set to win the 2006 series; podium places at the Motorsport Arena Oschersleben for - left to right - Grünewald, Johansson, Olsson and Bastian; three-way fight for first place as Johansson leads at Hockenheim over Grünewald and Paulsen
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tarting on the weekend of 8 and 9 April, 22 racing Polos again fired up their engines in anger, as the opening rounds of the ADAC Volkswagen Polo Cup 2006 played out on the Hockenheim circuit. Once again supporting the German DTM programme, drivers aged 16 to 24 from six nations fought for honours. The 2006 Polo racers are largely unchanged mechanically from 2005, still powered by 2.0-litre 150bhp FSI engines mated to a six-speed manual gearbox, with only the use of a limited slip differential and lightweight flywheel new for this season. All the racers are built alongside regular production Polos at Volkswagen’s factory in Bratislava, 34 VW POLO REGISTER NEWSLETTER AUTUMN 2006
before being transported to Bavaria for preparation for the ten round championship by tuner Abt Sportsline. The eleven-lap race at Hockenheim saw Swede Patrick Olsson start in pole-position ahead of his compatriot Jimmy Johansson and Norway’s Stian Paulsen after a tough qualifying session. Starting the season as he ended the 2005 championship, Olsson staked his claim: ‘After two pole positions and two podium places, it should actually be time for a win. But the race will probably be close. Jimmy and I are both real fighters.’ Newcomers Alex Rambow and Sebastian Voges took the top two rookie positions at eight and nine. Once the green light had
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Frenetic and fun (clockwise from top): Marc Marbach takes a chicane on two wheels at Hockenheim; ADAC VW Polo Cup 2006 full of thrilling fights and close run duels; Russian Timur Sadredinov takes fourth place at EuroSpeedway Lausitz; while Stian Paulsen charges hard at Lausitz
been shown, it was a three-way Scandinavian fight for first place. Paulsen made a braking mistake and threw Olsson out of the race, leaving Johansson clearly in the lead. Markus Grünewald capitalised on Olsson’s error and took the lead from Johansson on lap 8. The Swede recovered well though, snatching the lead back from Grünewald, and leaving Paulsen in third by the race end. Timo Walter took the rookie crown, being the first newcomer to finish. Following the turbulent and thrilling curtain raiser at Hockenheim, the spectators attending the DTM weekend at the EuroSpeedway at the end of April saw a double bill of exciting racing action as well as a new qualifying format. For the first time, the grid positions for both the Polo Cup races were determined in two short qualifying sessions which will be interrupted merely by a short, five-minute break. Fresh from his victory at Hockenheim, and speaking before the qualifying sessions, Johansson said: ‘I wouldn’t mind if things continued this way, but I’m afraid my rivals won’t let me get away that easily.’ It was not to be though. Niclas Kentenich took pole in the first qualifying session ahead of Christoffer Nygaard and Steffen Faas, while Olsson snatched the second top position for race three, relegating Faas and Johansson to second and third places respectively. Rambow completed
his best rookie standing, taking fifth and ninth positions in the starting line-ups for the two races. Race one saw Olsson take his first Polo Cup victory. In the pouring rain, Kentenich and Nygaard gave chase and ended up second and third, with Paulsen and the Russian Timur Sadredinov coming fourth and fifth. Voges was the best rookie in eleventh place. The start was performed behind the safety so bad was the rain, but Kentenich defended his lead, and fourth-placed Olsson passed Faas and Nygaard and took the lead on lap 4 after a small mistake by the leader. Kentenich then defended second place from Nygaard and was obviously very satisfied with the outcome: ‘This was my first real rain race in the Polo Cup and at the same time my best result ever. I’m really happy.’ Johansson, after receiving a drive-through penalty following body contact with Nygaard, only took seventh place, yet remained championship leader on points. Johansson’s sentiment at the start of the weekend stood him in good ground, as he took victory in the second of the EuroSpeedway races, and again expanding his points lead. Olsson and Faas were relegated to second and third places respectively. Grünewald finished fourth ahead of Kentenich and Nygaard, while highest rookie was Nico Bastian. ‘The “touring car school” of Volkswagen and the ADAC again presented itself at its best this weekend. Despite conditions that were difficult at times, the young drivers put up a great fight and there were many fair duels to be seen,’ said Volkswagen Motorsport Director Kris Nissen. ‘This was really my race today. The start was perfect since I started on the drier side of the track, and I immediately overtook Steffen Faas and got behind Olsson,’ reported Johansson. On the second lap, the runner-up in last year’s championship neatly outbraked his rival, pulled ahead somewhat and kept the lead until crossing the finish line. Olsson was happy with his second place: ‘This weekend has shown me that I am capable of winning races and fighting for the championship,’ he rejoiced. Bastian was pleased with his rookie win too: ‘Eleventh place is something like a victory for me, because all that counts for me this year is the “rookie” classification. Once I knew I was running at the front, I finished the race in a controlled manner,’ said the 16-year-old student. The weekend of 20/21 May saw the Polo Cup circus arrive at the Motorsport Arena Oschersleben. Championship leader and 2005 championship runner-up Johansson took both pole-positions on offer after the two twenty-minute qualifying sessions, scoring a maximum success with minimum investment – merely two fast laps per session were enough for him to set the best times. Rookie Andreas Sauter captured a place on the first row of the grid for Saturday’s race, while Alexander Rambow started the Sunday round from third place. Johansson started race one in the lead, and ended it in the same AUTUMN 2006 VW POLO REGISTER NEWSLETTER 35
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position, ahead of Grünewald and Olsson. Bastian again took the rookie win in the first race. Johansson’s run was a straight one, and Grünewald too reported few problems. After spins by Sauter and then Faas, Olsson clinched third. It really was Johansson’s weekend, as he repeated his first race victory in the second. Paulsen and Nygaard in second and third places completed a Scandinavian podium respectively. This took Johansson’s lead over Paulsen to 83 points, the Swede having grabbed a total of 224 over the season. Constantin Dressler, Grünewald, and Kentenich took places four to six, with Sauter yet again first rookie home. The Norisring in Nuremberg was the next destination on 22/23 July, the street circuit promising some hot duels. A vast platform awaited the young drivers, as 100,000 spectators are often attracted to the fast circuit, which mainly consists of public streets in which close slipstream duels are fought, and tough braking manoeuvres can be the key to success. Before the race, the points tables saw Johansson ahead of Paulsen and Olsson, while in the rookie championship, Marc Marbach led over Sauter and Bastian. Kentenich only just took pole in qualifying ahead of Johansson with a lead of fifteen-thousandths of a second with a best time of 1m03.859s. The Swede intended to fight back but ran out of time, and then an incident caused the session to be abandoned entirely. Nygaard and Grünewald ensured that they had done enough, and started from the second row. In the end, all the 23 Polo drivers were within 1.3 seconds of each other. Kentenich was well aware of the task that lay ahead: ‘The high temperatures really don’t bother me all that much, but with Jimmy breathing down my neck the race will be particularly tough.’ Sauter qualified as fastest rookie in the permitted time, finishing in sixth place. In the frenetic race that followed, a series of rear-end collisions on the first turn after Grünewald damaged his driveshaft meant that several cars retired. After a safety car phase, Johansson thought his race was over. After the restart, Kentenich had to relinquish his early lead after a time penalty imposed for a jump-start. Thereafter, Nygaard, Faas and Johansson set the pace at the front of the field. All overtaking attempts yielded nothing until the final lap. ‘There was no way to see how many laps remained to be driven,’ said Nygaard and Faas later in unison. Johansson, on the other hand, did not lose sight of the situation: ‘I had been shooting for second place and was going to attack Faas towards the end,’ he reported later. Faas felt the pressure, took the lead in the penultimate hairpin and opened up a gap for Johansson. ‘Now I knew that I was able to brake later in front of the last corner. Faas left a lot of room on the inside, and I took advantage of it,’ rejoiced Johansson, extending his lead further. Nygaard slipped through the gap too and
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In Polo-positions (above and left): Niclas Kentenich led round 6 at the Norisring at Nuremberg after a race restart but had to give it up to Johansson; Marleen Seilheimer one of only two female drivers in Polo Cup
polo particulars Model ADAC Volkswagen Polo Cup racer Configuration 4-cylinder with FSI direct injection Engine capacity (litres/cc) 2.0/1984 Power output (bhp/rpm) 150/6000 Gearbox Front-wheel drive, six-speed manual, lightweight flywheel, limited-slip differential Clutch LuK hydraulically operated single-plate Dampers/springs H&R fully-adjustable Braking system ATE Racing ABS, ATE two-piston sliding-calliper with 334mm ventilated discs (front), TRW one-piston sliding-calliper with 232mm ventilated discs (rear) Wheels RH alu-wheel alloy rims, 7.5J x 17” Tyres Dunlop 200/605-17 (wets and slicks) Kerb weight (kg) 1060 Dimensions (l/w/h mm) 3897/1670/1420 Body FIA roll cage, extended front wheel arches
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reshuffled the order at the front once more, which moved up to the position of the overall points runner-up, ahead of Olsson. Walter finished fourth, the best placed rookie of the entire season so far, and recapturing his rookie points lead in the process. VWPR Series championship standings 1 Jimmy Johansson/Sweden, 284 points 2 Christoffer Nygaard/Denmark, 177 points 3 Patrik Olsson/Sweden, 172 points ‘Rookie’ championship standings 1 Timo Walter/Germany, 190 points 2 Andeas Salter/Germany, 176 points 3 Marc Marbach/Germany, 173 points