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VW Premieres New Polo GTI; “Textbook Downsizing” Results in 25% Reduction in Fuel Consumption from Predecessor

The new Volkswagen Polo GTI. Click to enlarge.

Volkswagen is premiering the new Polo GTI. The new Polo GTI, in what Volkswagen is calling “textbook downsizing”, is powered by a new 1.4-liter TSI with gasoline direct injection plus turbo- and supercharging. The engine, which delivers 132 kW (177 hp), is coupled with a 7-speed DSG as standard.

Weighing 1,194 kg, the Polo GTI accelerates to 100 km/h in 6.9 seconds and reaches a top speed of 229 km/h. At the same time, it is VW’s most fuel-efficient and lowest emitting GTI. Combined fuel consumption is 5.9 L/100km (40 mpg US)—equivalent to CO2 emissions of 139 g/km.

By comparison, its direct predecessor with regard to power—equipped with a 132 kW 1.8-liter turbo engine—consumed 7.9 L/100km (30 mpg US)—equivalent to 188 g/km CO2. The new GTI reduces fuel consumption by 25%.

The 177 hp Euro-5 16-valve four-cylinder engine reaches its maximum power at 6,200 rpm. Maximum torque of 250 N·m (184 lb-ft) is there from 2,000 rpm and stays at a constantly high level up to 4,500 rpm.

The GTI variant in the Polo model range is sporty and safe. Among the systems responsible for this is the GTI sport chassis including ESP and the XDS electronic transverse differential lock. It ensures that the Polo GTI’s power is cleanly transferred to the road, even in tight curves. The running gear is based on the fundamental layout of a McPherson front suspension and semi-independent rear suspension combined with exceptionally dynamic tuning.

The tradition of the sporty top Polo model versions reaches back nearly a 25 years and is based on the Polo Coupé G40 from 1986—the first car ever to be equipped with a mechanical G-charger.

Its engine had a power of 83 kW / 111 hp and made the Polo G40, which in top condition today is a collector’s item, nearly 200 km/h fast. The predecessor of the new Polo GTI first switched over to turbo technology in 2006. Its base version had a power of 110 kW / 148 hp; the Cup Edition then took this figure up to 177 hp.

The first new Polo GTIs will appear in Germany at the end of May, and will then progressively be introduced across Europe and in Japan.


Account Deleted

For comparison the most fuel efficient Polo is the new 2010 edition of the Blue Motion diesel that only uses 3.3l/100km.1) That is better than the gasoline Prius III that uses 4l/100km.2) However, the Prius is a much larger car that weights 1470kg versus only 1150 kg for the Polo Blue motion.

I think that both VW and Toyota will introduce small hybrid cars in the 1100 kg segment when they are able to procure high-power lithium batteries that will be small enough to be installed directly under the hood along with the rest of the power train. This, I think, will be the moment when hybrid technology go mainstream and get beyond a 10% market share. What is needed is a 5kW/kg lithium battery that cost half the price of a NiMH hybrid battery and that takes up one third of the space. Before year 2015 it is not unlikely we will see such a hybrid gasoline Polo doing about 3l/100km and such a hybrid diesel Polo doing about 2.5l/100km.

1) http://www.volkswagen.dk/vw/personbiler/Polo/Sub-Navigation/Tal-og-Fakta/Teknik/?strModelType=6R127N

2) http://www.toyota.dk/cars/new_cars/prius/fullspecs.aspx

The Goracle


3.3l/100km = 71.3 mpg for those of you who believe that CO2 is the boogeyman (not so bright ones).

4l/100km = 58.8 mpg

Yes, diesel is absolutely the way to go. Hybrids destroy the environment with their toxic batteries (read mother Earth destroying strip mining). Having to replace expensive battery packs is not cost efficient when compared to a diesel engine that will last 300,000+ miles. My biodiesel fueled 81 VW Rabbit pickup has 400,000 miles on the 1.6l diesel and still gets 50 mpg highway! Sadly, I can't give other drivers a smug look as I toodle by them in a politically correct, hybrid, vehicle.




Two of our neighbours, in the same building, were invited to park their smelly Rabbit Diesel outside and they did without major objections, on condition that they be given (free) access to the 120 VAC block heater e-plug for winter time.

Note: Most older Rabits diesel had a hard time to start on very cold (-30C) mornings, without a block heater. Newer units certainly can do better and smell less.

Those 2 Rabits probably cost about $40/year in e-energy, paid by co-owners, but we dont mind. It is a small price to pay to have cleaner air (and less cold air circulation) in the garages.


Does this mean that we are going to get a common sense, affordable, one tonne, 70+ mpg car soon?

All the technologies seem to be there to do it.

The Goracle


Does this mean that we are going to get a common sense, affordable, one tonne, 70+ mpg car soon?

The diesel VW Rabbit sedan and 1/2 ton pickup of the 1980's both got 50 mpg highway, and were the same car from behind the front door, forward. So, of course if VW saw a market for 70 mpg 1/2 ton trucks it has the capability to produce them in short order. A one ton truck will have to be based on a heavier platform so will weigh more. Therefore, it will probably get less mileage. Maybe 50 mpg highway, not 70 mpg.


Stan Peterson


No, we are going to get 2 ton, reasonably sized vehicles that get 230 mpge, 3.5 times as much, and produce less toxic pollution than a BEV.


If it gets cold enough even gasoline engined vehicles require block heaters. These new diesels are not your father's diesels.


Gasoline is always produced with crude oil and since gasoline cannot be transformed into diesel at any reasonable cost, we will always need and have some cars running on gasoline.



Who is going to build those 2-tonne vehicles (PHEVs?) @ 230 mpge. Are you referring to new-GM claims for their Volt and derivatives?

With enough batteries and for short distances, even a 3+ tonnes Hummer style monster PHEV could get 300 mpge. However, when the batteries run out, you will be lucky to get much more than 20 mpg.

Without international standards, current mpge for PHEVs are not that relevant.



All resonably maintained gasoline cars start on cold mornings (without block heaters) but very few diesels do unless the block heater is turned on for at least 2 hours. Newest specially equipped diesels are the exceptions.

My son has a new VW diesel claimed to do 1135 Km on a tank full. He hasn't been able to do more than 850 Km for the last 7 months. My wife Camry does about the same after 11 years of trouble free driving. It starts @ -40C. The new VW diesel had no major problems with cold starts but even specialized drivers, in a match against the Prius III could not get much more than 1000 KM range.


I feel like I might be only the second person on this thread to really comment on the vehicle...

It is very reminiscent of a mid 90's Honda Civic hatchback.

I would be in the market for one of these, but I'd have to check rear-seat leg room first AND crash ratings.

It's funny that this diminutive car is still a good 2600 lbs when similar vehicles from 15 years ago were around 2400 lbs - but that is the price you pay for safety and comfort.


This new Polo is about the same size as my old (mid-1980s) Jetta Turbo Diesel, but it has 100 extra HP, it gets better mileage (I was averaging 6.0l/100km), and it pollutes much much less.

It looks like the only advantage the old VW diesels still hold is their classier interiors (can't stand the cheap all-black cabins on new VWs).



I lived in Canada where many parking lots as well as private parking spaces had electrical outlets for block heaters. At the time most cars were gasoline powered. At night temperatures in January would often get to 40 Degress F below zero. If you didn't plug in the night before your car wouldn't start in the morning. It had nothing to do with car maintainance. Lead acid batteries loose capacity when the temperature drops be they installed in diesels or gas powered vehicles.

Been there done that.



In our area, almost none of the public & commercial parking lots and very few private ones are equipped with electrical outlets.

Private home owners use extensions mostly or outside wall outlets for the second and/or third family car. Few appartment buildings (most condos excluded) have equipped their exterior parkings with e-outlets.

You are correct about batteries. Most gasoline cars that failed to start in cold weather had poor (or too small) battery. Many people under estimate the battery power (and good connections) required to start a car at -40C. Something like 82% of CAAs calls are battery or e-connections related in winter time. Many car owners do not realize that a single year CAA fee can replace a poor battery and get connections cleaned and lubrificated. If I work for CAA I would inform all members, at least once a year, to have their batteries and connections checked and promote the use of high quality, high power, longer life batteries costing about $30 more.


Before some people get carried away a bit too much about diesel:

diesel ≠ gasoline

It is heavier, contains more energy, costs more oil to produce and emits more CO2 (for those that have decided that wishful thinking is a poor substitute for science).

You can not compare diesel and gasoline consumption on 1:1 basis in whichever way you look at it.


The use of synthetic instead of mineral motor oil makes HUGE difference for starting a car at -20 degC or below (without the use of a bloc heater).
I remember that on Mobil One synthetic it was said "Flows at - 45 degC".

The VW's "TSI with gasoline direct injection plus turbo- and supercharging" is good for flat torque curve, but IMO it's the engine to avoid for those who plan to keep it for many years or to buy it used.
Simply because it uses both turbo- and super-chargers, and both are expensive to repair.
I think it also requires very high octane gasoline (98 in euro terms).
Neither Toyota or Honda use those chargers in their best selling models, and their engines are considered the most durable ones - that's what mechanics say.


MG..actually they seem to be pretty reliable if my 1999 VW 1.8T Passat is anything to go by (160,000 miles, others getting 250,000+ miles), and the flat torque curve make it a nice drive.

Anne...the CO2 of diesel is reflected in the quoted figures for vehicles. Gallon for gallon diesel has a higher CO2 content but mile for mile they are better compated to gasoline engines because of their lower fuel consumption.

Take the passat for instance, my 1.8T is meant to average 34 mpg (UK) and has a CO2 of 198g/km, although I regularly get 40mpg and lower CO2. The equivalent diesel engine gets around 50mpg and about 150 g/km CO2 (i'd probably get 60+mpg and even less CO2 from how I drive - I already do in my wife's 1997 Audi A6 2.5TDi).

In this respect, diesel is no brainer.


MG: You are correct about synthetic oil making a car easier to crank in very cold weather. We used it in my wife's Camry for years and no problem on very cold weekend mornings in the mountains. Another trick that CAA should promote to reduce calls for help on very cold mornings.

One can wonder why those people dont seem to do much to reduce calls for assistance. Is it part of their game plan?

The same applies to medical staff and drugs-drugstores. Promoting prevention does not always pay, depending where you sit.

Specialists Doctors in our region recently came out with a proposition to tax unhealty junk foods (like was done for tobacco) to reduce obesity, diabetes, chlolesterol, heart related deseases and health care cost. Well, the principal News Papers immediately can out aginst it because they maintain that it is a constitutional right to eat as much (un-taxed) junk food you like and that Doctors should not try to practice preventative medecine.

What a world we have created?

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