Volkswagen Polo GTI 2005 Review

What we liked
>> Smooth, torquey engine
>> Price, equipment levels
>> Sporty looks

Not so much
>> Not as involving as RS Clio
>> Ride can get a bit busy

OVERVIEW
It's perhaps overstating it slightly, but Volkswagen's Polo has been something of a non-entity in Australia. Undercut on price by Japanese and Korean rivals -- as well as by Euro-sourced offerings such as the Ford Fiesta and just superseded Holden Barina -- the Polo has generated modest sales Down Under.

Add to this the fact that its Mark V Golf stablemate has hogged the media spotlight, and the result is that the Polo has been seemingly lost in the wash. Perhaps this helps to explain why Australia is the first market in the world to receive the brand-new Polo GTI -- a force-fed hot hatch that aims to slipstream in the jetwash created by the electrifying Golf GTI. It seems a totally logical move. There's a waitlist of around six months for the Golf GTI, and where it costs around $40K, the Polo GTI is priced at a razor-sharp $26,990.

The pint-sized prizefighter's credentials are impressive, too. Its 1.8-litre turbo engine punches out 110kW and 220Nm, which means it's the most potent car to wear the Polo badge since the model was conceived 30 years ago.

It comes in one flavour only -- a three-door, five-speed manual. The only options are metallic paint ($490), an electric glass sunroof ($1490) and leather upholstery ($2490).

FEATURES
Like its GTI-badged Golf sibling, the Polo hottie gets a host of external tweaks to visually differentiate it from lesser models.

Volkswagen chairman Dr Wolfgang Bernhard, who was present at the car's Sydney motor show unveiling, memorably said at the time, "In the rear-view mirror it says only two things: Piss off!" That pretty much sums it up. The blacked-out grille section, angry headlights, integrated fog lights and lowered stance endow the Polo GTI with a formidable appearance, befitting its hot-hatch aspirations. Further boosting its visual appeal are a striking set of five-spoke 16x6.5-inch alloys, twin exhausts and a subtle roof-mounted spoiler.

The interior also has a distinctly sporting feel, thanks to sculpted sports seats with the GTI logo, and leather trimmed three-spoke steering and gearknob. There's also aluminium pedals and beautifully presented chrome-ringed, blue-lit instrumentation.

It comes as standard with six airbags -- front, side and curtain -- and the latest generation Bosch ABS and stability control system. So there's no real need to tick any extra boxes, unless you want leather trim, a sunroof or metallic paint.

COMFORT
The Polo's cabin is, on the whole, a pleasant place to be. The sports seats are comfortable and supportive, and the steering wheel adjusts for both reach and rake, so it's not that hard to conjure up an agreeable driving position.

Even the rear seats are useable -- provided their occupants are under six-feet (183cm) tall. Perched in the rear, my head was still short of the roof lining, and my knees weren't brushing the front seat -- but I should point out here that my noggin tops out at a modest 172cm.

The Polo's relatively large glasshouse means the cabin feels bright and airy -- despite the abundance of black trim. Refinement levels are also beyond approach, and wind and mechanical noise is well suppressed at cruising speeds. Ride quality, too, is generally well composed. It can get a bit busy over lumpy bitumen, but never enough to induce serious discomfort.

The cars we drove felt well screwed together, and there were no noticeable squeaks or rattles emanating from the cabin. The layout of all the controls and switchgear is also well thought out -- all of these are placed within easy reach of the driver.

SAFETY
Safety -- both active and passive -- are, on paper at least, top class. As mentioned earlier, the Polo GTI comes with six airbags, a rarity for the class. Also standard is a lap-sash seatbelt for the centre rear seat and head restraints for each of the three rear pews.

The upgraded braking system features 288mm discs at the front and 232mm at the rear, modulated by the latest-gen ABS system with (BA) Brake Assist and (EBD) Electronic Brakeforce Distribution. On-board driver aids also include ASR traction control and an Electronic Stability Program. All these features are designed to assist the driver when braking or cornering thresholds are exceeded -- but they manage to do so without being overly intrusive, but more on that later.

Another useful safety aid is a tyre pressure monitoring system alerts the driver when air pressure in any of the hoops falls outside the recommended parameters.

All told, it's an impressive safety arsenal for a sub-$30K car.

MECHANICAL
At the heart of the Polo GTI is a turbocharged 1.8-litre four-cylinder engine with five valves per cylinder. It's not an unfamiliar unit, having been offered here before in the previous-generation Golf GTI, as well as in the Passat.

The turbo four is designed to crank out oodles of low- and mid-range torque, rather than a stratospheric peak power output, and this is reflected by the raw numbers -- peak torque of 220Nm is on tap from just 1950rpm, while maximum power of 110kW arrives at 5800rpm. These figures compare favourably with the superseded Polo GTI (not sold here), which had just 92kW and 148Nm at its disposal.

Volkswagen claims the Polo GTI can sprint from 0-100km/h in a very respectable 8.2 seconds, while top speed is quoted at 216km/h. Undoubtedly more relevant in day-to-day driving is the fact that it can dispatch the 80-120km/h split in 7.5 seconds (in fourth gear). Overall fuel consumption is claimed to be 7.9L/100km.

A five-speed manual gearbox is the only transmission offered (there's no auto), which is just as well, as a self-shifter would only dilute the car's sporty character.

But the Polo GTI isn't just about the powertrain. Ensuring that its chassis dynamics are upgraded accordingly, VW's boffins lowered the GTI's ride height by 15mm and fitted harder springs and dampers at the front and rear. There's also a thicker (by 2mm) front sway bar and reprogrammed (for sharper responses) electro-hydraulic steering system. Rounding off the upgrades are 16-inch alloys with 205/45R16 tyres and bigger brakes.

As mentioned earlier, the on-board nanny list includes Brake Assist, Electronic Brakeforce Distribution, traction control and Electronic Stabilisation Program.

COMPETITORS
Volkswagen says the Polo GTI's competitors are all French -- specifically, the Renaultsport Clio ($32,990), Peugeot 206 GTi ($29,990) and 206 GTi 180 (34,990). To this list you could add the Proton Satria GTi ($25,990), Mazda 3 SP23 ($29,120) and Toyota Corolla Sportivo ($28,990).

The dynamic benchmark among this lot is undoubtedly the Renaultsport Clio. Blessed with a rip-snorting 2.0-litre engine and cracking chassis, this is a car that's guaranteed to put a smile on your face. Also quite accomplished is the Peugeot 206 GTi 180, although it's now long in the tooth and not quite as sharp as the Clio.

The Satria is best left alone (feels dated and a bit flimsy), which leaves the two Japanese contenders. The Mazda 3 SP23 is a great all-round package -- it's practical, rewarding to drive and well built, which means it's definitely worth short-listing. The Corolla Sportivo has a potent, high-revving engine (it's the same unit as the Celica), but its chassis isn't as sharp as that of the Mazda.

In the Polo GTI's favour is its ultra-keen pricing -- it undercuts every other car here, barring the Satria -- and comprehensive kit levels. It also has the best-presented interior, and a quality feel abounds throughout the car.

ON THE ROAD
There's a lot to like about the Polo GTI, but perhaps the standout characteristic is its combination of tractability and zippy performance.

Trundling away from Volkswagen's headquarters at the car's media launch, the turbo four's fat band of torque made light work of negotiating the nip and tuck of Sydney traffic. The five-speed manual is a relatively slick and user-friendly device, but the engine's characteristics mean it's possible to be bit lazy and hang on to a higher gear, where some rivals might demand a downshift.

The drive route included some twisty, narrow and undulating back roads -- the sort of terrain where genuine hot-hatches revel. In this environment, the GTI proved entertaining and confidence inspiring. Unsurprisingly for a front-driver, it tends towards understeer as you approach the limits, but the easy remedy when this occurs is to just ease off a tad and allow the front wheels to regain bite.

Ride quality can get a little busy offer lumpy surfaces, but it's never on the bone-jarring end of the scale.

The drive program essentially culminated in some hot laps at Oran Park Raceway, and this exercise reinforced what had already become apparent on the sinuous back roads: in other words, that it's possible to punt the Polo at a brisk clip in complete safety. It's predictable, fun to drive and well supported by the cast of electronic driver aids.

However, it should be pointed out here that the Polo GTI doesn't offer the dynamic finesse of a Golf GTI (which benefits from a newer-generation chassis and engine) or the sheer involvement and brio of a Renaultsport Clio.

Overall, though, it's a lot of car for the money... a very agreeable exchange for twenty-seven grand.