The latest Polo GTi is an automotive ‘cliché’ but it is also bloody good!
During the 1990s, there were more Golf GTi models than any other trim, recalls Iain Robertson, with engines ranging from small ‘fours’ to big ‘V6s’ and even diesel variants, all of which combined to devalue the iconic badge, yet it still sold loads.
Golf was a vital car for VW. When launched in 1974, it was to replace the Beetle. Two years later, VW screwed a ‘golf ball’ onto the manual gearstick, applied some red stitching on upholstery and dropped in a 1.6-litre fuel injected motor. The early versions were sold in the UK in left-hand drive form, riding on wider steel wheels and gifting the German carmaker an immediate sales success.
Fortunately, even though the Marks Two and Three models were not a patch on the original they witnessed a series of evolutions, not least of which was the 1.8-litre engine and its subsequent 16-valve sister. The Mark Four was the return to form for VW and it has scarcely looked back since, eight generations in. However, the new order at Wolfsburg wanted more from Golf and apart from providing its platform and running gear to a plethora of VW Group models, the company embarked on a profiteering kick turning unworthy variants into badge bunnies.
By 1998, while the Golf had grown progressively into a more spacious and larger car, the Polo of the period adapted the GTi badge and worked the essence of GTi to an inevitable sheen, reflecting that it was also pretty much the same dimensions as the original Golf. It was a very capable hatchback. However, the ultimate cliché arrived in the form of the up! city car, when VW launched the GTi pocket rocket that was sure to spike sales Europe-wide. It was super cute but purists scorned it inevitably.
Earlier this year, VW revealed its new version of the Polo based on the firm’s advanced MQB platform, which was more evolution in the customary style of the company. Now it is the turn of the new GTi. The changes are not major, although the platform does introduce a raft of driver aids that are intended to make it safer and more comfortable to drive. The headlamp units are not dissimilar to those of the Golf, being LED and less space consuming, while including a light bar that runs across the grille and new taillight structures that add a beefier look to the five-door hatchback.
Thanks to a modest kerbweight of not quite 1.3-tonnes, the performance from its 2.0-litre, 204bhp TSi engine is sparkling enough to despatch the 0-60mph sprint in around 6.2s, before coursing on to a top whack of 149mph, all through a 7-speed DSG transmission, without a manual gearbox option. The front-wheel drive ‘sports’ chassis sits 15mm closer to tarmac than regular Polos, balanced attractively by a set of alloys and low-profile rubber.
Fortunately, the driver can still switch off the EC ‘nanny’ controls, should he wish to indulge in the Polo’s crisp, if marginally over-damped suspension. To be honest, I expected better feedback from the steering and brakes, which suggests that the various overriding electronics are more impactful than they need to be in a car of this type. However, there is no quibble with the impressive body rigidity.
Packed with the latest technology, IQ.Drive Travel Assist, used for the first time in a Polo GTI, enables semi-automated motoring. The system can take over the steering, braking and accelerating of the new Polo GTI from standstill to 130mph. Travel Assist calls upon familiar systems like Adaptive Cruise Control (ACC) and latitudinal guidance is supported by Lane Assist, also standard. The system can be activated by depressing the Travel Assist button in the redesigned, multifunctional, leather-wrapped steering wheel. As a final safety measure, the driver’s hands must remain on the steering wheel while the system is working.
As is to be expected, connectivity levels are state of the art and an integrated eSIM makes it possible to use online services from We Connect. Voice control, access to streaming services and cloud-based personalisation enhance the experience. As in the regular Polo, instruments and the infotainment system are arranged on a visual axis, ensuring that they can be viewed and operated easily in any driving situation. The Digital Cockpit Pro impresses with a higher pixel density, an improved contrast ratio and more intense colours, as well as its sheer size, with the screen measuring 10.25 inches diagonally.
The new Polo GTI is available in five colours: Deep Black Pearl Effect, Smoke Grey Metallic, Kings Red Metallic, Pure White Uni, and Reef Blue Metallic. The latter three colours can be combined with a contrasting black roof as an extra cost option. The car rides on 17.0-inch spoked alloy wheels as standard, although the more handsome 18.0-inch diameter alternatives do add to the GTi’s jarring ride quality.
Internally, black, red, grey and chrome are the predominant colours. Typical of the breed, the roof pillars and roof liner are finished in Titanium Black, while red contrast stitching, another typical characteristic of a GTI, adorns the multifunctional, leather sports steering wheel, the gear lever trim and the seat surfaces. The optional cost Beats sound system, which boasts 300 watts through six speakers, does create an impressive soundtrack. It features an amplifier that is located beneath the floor of the variable cargo area, which provides a decent 351-litres of carrying capacity, more than adequate for a weekend shopping trip.
Volkswagen has not yet revealed the retail price of its newcomer but it is sure to start in the region of £25,500 to slot perfectly between up! GTi and Golf GTi. The first examples to hit UK soil are said to arrive later this year but could even stretch into early-2022. It is very easy to become cynical about a truly successful and well-established car format, because you can see clearly its parts-bin origins. VW may not have done itself any favours in stretching the GTi envelope but you can also guarantee that it will sell like hotcakes.
