Volkswagen Polo GTI 2010 Review - International

Volkswagen Polo 5 GTI

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The previous Polo was never meant to pack a turbo punch, but once the marketing department realised how much of a hit the Golf GTI was, they adapted the formula to the baby of the bunch and stuck a black nose and some GTI badges on the pint-sized Polo. It was a mixed success -- while it sold relatively well, it wasn't as skilled or as accomplished as its bigger brother Golf GTI.

In short, the previous Polo GTI was too narrow and didn't have the right dimensions and suspension geometry worthy of a hot hatch. It went well in a straight line on a smooth road, but corners and bumps could easily upset it.

With the latest Polo GTI, Volkswagen has addressed these concerns. Indeed, as the chief engineer for the vehicle Dr Ernst Lindner told the Carsales Network at the European launch in Frankfurt, the fifth generation Polo was designed from the very beginning with the GTI concept at the forefront of the engineers' minds -- not as a late addition.

And so we have a Polo with a bigger body (with a wider, longer, more GTI-like stance) and, for the GTI, a new engine and a seven-speed DSG self-shifting dual clutch transmission.

The results are impressive but, as we discovered, Volkswagen has deliberately held some treats back to stop an exodus of customers switching from the Golf GTI to the more affordable Polo GTI.

If all goes well, the new Polo GTI should join the rest of the just-released Polo range in Australia by the end of 2010, likely making it a strong contender for the annual Car of the Year awards given the breadth and capability of its model line-up.

The bad news: the price will likely rise to accommodate the extra equipment and the now compulsory seven-speed DSG gearbox. A conventional manual is not available (The outgoing five-speed manual starts from $26,990 -- a price that has not changed since the Polo GTI arrived in Australia in 2005).

Volkswagen Australia may have been aggressive with the pricing on the rest of the new Polo range recently, but the Polo GTI will almost certainly creep up by at least a thousand dollars or so.

If the regular Polo range is a guide, the five-door variant could add $2000 to the three-door's price, perhaps scraping in below $30,000. Fingers crossed.

Let's hope there is not too much of a price hike. Although the Polo GTI is in many ways a class of its own, part of the appeal is its affordability.

The outgoing Polo was already well equipped, with stability control and six airbags. The new one continues this but now gains the Golf instrument cluster with digital speedometer, better quality materials, and the option of an integrated touch screen navigation/audio unit and integrated rear parking sensors.

Such luxuries as the rear view camera hidden behind the VW badge on the boot, and steering wheel audio controls, have been held back from the Polo GTI so there isn't a rush of Golf GTI customers down-sizing.

The new Polo GTI has a 1.4-litre engine, but it is supercharged and turbocharged. It is the same engine that is fitted to the latest Golf 118TSI hatch, but power has increased from 118kW to 132kW.

Torque, the measure of an engine's ability to overcome resistance, is changed, too. In the Golf 118TSI this 1.4-litre 'Twincharger' engine has 240Nm of torque; in the Polo GTI it has 250Nm, from 2000-4500rpm, the most common driving range.

This figure is just 30Nm shy of the Golf GTI's output. And the premium Polo only has 20kW less power than the Golf GTI.

It's worth noting at this point that the new Polo GTI is 150kg lighter than the Golf that carries the same engine -- and almost 200kg lighter than the Golf GTI. So the engine gets to do more with less weight.

It's the same engine that is currently at the centre of a field service campaign in Australia for a faulty knock sensor, and which can lead to engine failures. Volkswagen is calling back to dealers almost 6700 Golf hatches and Jetta sedans to have the faulty sensors fixed; but for the Polo GTI, the problem will be solved before the vehicles leave the factory.

The engine is matched to a seven-speed twin clutch self-shifting transmission that can select gears manually via fingertip paddles on the steering wheel or by flicking the gear lever.

The DSG can still get caught out and hesitate slightly when moving from rest, but once on the move the gearchanges are faster and smoother than DSGs in other, older Volkswagens.

Combining the twincharge engine and the seven-speed DSG helps the Polo GTI sprint from 0 to 100km/h in 6.9 seconds -- the same quoted figure as the Golf GTI, which is more than one second faster than the previous Polo GTI and the current Golf 118TSI.

Incredibly, the new Polo GTI also uses 25 per cent less fuel than before, with a combined average fuel consumption rating of just 5.9L/100km -- down from 7.9L/100km.

The body itself is 20kg lighter than the previous Polo -- despite growing in every dimension. And, for the record, the new Polo GTI is 3kg lighter than its predecessor (1190kg versus 1193kg) even though it has gained the (heavier) seven-speed DSG transmission.

As we mentioned earlier the new Polo's wider stance not only gives the car better roadholding but also more shoulder room inside the cabin.

It is understandable that Volkswagen is now trying to find ways to separate the Polo from the Golf because, to be frank, the Polo size will likely be just about right for most inner city types.

The old Polo only earned a four star safety rating from Euro NCAP but the new model now earns five stars.

Other improvements include new, broader, wide-view mirrors on both doors, and good-sized glass areas to take the guesswork out of parking and lane-changing.

Rear parking sensors are optional but the clever rear view camera (hidden behind the VW badge on the boot) is not. Volkswagen says it may make the camera available as an option at a later date if there is customer demand for it. Otherwise, in the meantime, Volkswagen says they can sell you a Golf.

In philosophy, however, there are a few rivals that might make the consideration list of potential customers. The Suzuki Swift Sport, powered by a non-turbo 1.6-litre four-cylinder engine is zippy enough, and priced right ($23,990 drive-away as the story was published) but it is a manual-only proposition and is not quite as roomy or well finished as the Polo GTI.

Then there is the recently revised Renault Clio Cup, which has similar performance as the Polo GTI from a non-turbo 2.0-litre engine, and would probably out-manoeuvre the Volkswagen on a racetrack or winding road, but it is about $10,000 more expensive, starting at $36,490.

The other alternative is the cute-as-a-button Mini Cooper S, powered by a turbo 1.6-litre engine -- but its starting price is $39,990, and it too is not as roomy as the Polo. The Cooper S is standard as a six-speed manual but is also available with the option of a six-speed auto ($42,100).

The Fiat 500 Abarth is around the corner but it is even smaller than the Mini, and likely to be priced in excess of $30,000.

With all of the above in mind, you can begin to see why the Polo GTI is seen as such a bargain.

Overall it's a good thing.

You can feel every corner of the car through the chunky steering wheel. Brake performance is strong, and the pedal has good feel right up until the maximum braking point.

Power delivery from the 'twincharged' 1.4-litre engine is brilliantly smooth and responsive. The performance times help tell the story. The new Polo GTI does the 0 to 100km/h dash in 6.9 -- the same as its bigger brother Golf GTI and more than a full second quicker than the old model.

The DSG gearbox continues to improve its shift behaviour once on the move, but it can still get baulked when moving from rest.

In general, though, early indications are that the Polo GTI is a class act, and there is a fair chance it will appeal to owners of the previous Golf GTI who may want to downsize their vehicle -- or their loan or lease repayments.

We just hope Volkswagen doesn't diminish the Polo GTI's appeal by getting too greedy and trying to charge too much for it.

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