Hot & Eco

0-100km/h in 7.9 seconds, top speed 210km/h──With a 2-box FF layout, announcing such performance figures suggests it could be categorized as a sporty "hot hatch."

On the other hand, with a fuel consumption of just 4.5 liters per 100km according to the latest European measurement method "NEDC" (New European Driving Cycle), and CO2 emissions of only 105g per km, it also merits the description of an excellent "eco-car."


The target positioning of the Polo BlueGT can be inferred to some extent from its appearance. While it doesn't adopt iconic GTI elements like the honeycomb grille or tartan check seats, the rear bumper with diffuser, front bumper, and roof spoiler, from which two tailpipes emerge on the left side, are all designs inherited from the GTI.

Active Cylinder Management

The 1.4-liter turbocharged direct-injection engine produces a maximum output of 140ps and a peak torque of 220Nm. Compared to the 1.2-liter turbo engine in the "TSI" grade (105ps and 175Nm) and the 1.4-liter turbo with supercharger in the "GTI" grade (179ps and 250Nm), its positioning squarely in the middle is clear.

While a 3-door body will be offered for the European market, it appears only the 5-door version will be introduced in Japan.

Similarly, while both a 6-speed manual and a 7-speed DSG will be available in Europe, given recent trends, it's reasonable to assume only the latter will be offered in Japan.


The engine mounting angle, previously tilted forward by 10 degrees, has been changed to a 12-degree rearward tilt, and the exhaust direction has been switched from front to rear. These significant changes mean the engine's mounting position is now shared with the diesel models.

These refinements, including layout changes, are in anticipation of Volkswagen's upcoming vehicle architecture,"MQB" (Modular Transverse Matrix)In other words, the 1.4-liter engine in the Polo BlueGT is a new-generation unit intended for use in future Volkswagen vehicles.


Furthermore, this powertrain incorporates a notable technology that developers plan to make standard on all future TSI engines: "ACT" (Active Cylinder Management). This is a two-cylinder deactivation mechanism. When engine speed is between 1,400 and 4,000 rpm and torque is between 25 and 100 Nm, the valve drive for cylinders 2 and 3 is stopped, deactivating these cylinders. The objective is to improve fuel economy by reducing pumping losses. This operating range corresponds to approximately 70 percent of the NEDC cycle, potentially saving 0.4 liters of fuel per 100km.

The Sensation of Cylinder Deactivation

Even with this mechanical background, or perhaps without it, the Polo BlueGT's driving feel is entirely natural. The dual-clutch transmission, branded "DSG," is often criticized for lacking smoothness at very low speeds, a point I've made myself. However, the Polo BlueGT offers "torque-converter-like smoothness" from the moment you start moving.

From there, it provides a satisfying responsiveness where vehicle speed and engine revs are precisely linked to accelerator input. This is a key advantage of dual-clutch transmissions, offering high efficiency similar to a manual. The tenacious pull from low revs, with the turbo boost kicking in promptly on acceleration without resorting to frequent downshifts, is characteristic of Volkswagen's direct-injection turbo engines.

Once accustomed, you might notice a subtle change in engine sound, but it's only perceptible if you listen very carefully. Apart from that, there are no shocks or perceived power loss.

On the other hand, when you press the accelerator pedal fully, triggering a downshift and raising the engine revs, the surge of power that follows is truly befitting of the "GT" name. While it doesn't easily spin the wheels even in lower gears, the difference in power compared to the TSI grade with its 1.2-liter engine is stark. This dual-purpose tuning is quite remarkable.

The Overall Driving Experience

The true value of the Polo BlueGT lies not just in its impressive powertrain, but in the exceptionally high level of its overall refinement as a vehicle.

The suspension, lowered by 15mm like the GTI, and the 17-inch wheels, also GTI-sized, strike a superb balance: "firm yet slightly milder than the GTI," satisfying both sporty driving and family use. Furthermore, the quietness, dispelling concerns that an aluminum engine block might be noisier, feels top-class for this segment.



Thus, with an even more positive impression than usual for a Polo, the average fuel consumption data displayed after driving approximately 180km near Amsterdam, the Netherlands, where the international press event was held, at a completely uninhibited pace, was 5.5 L/100km. In Japanese terms, this translates to about 18.2 km/L.

This model, which delivers driving performance befitting its "GT" designation while also offering an eco-friendly aspect of "20 km/L with relaxed driving," is a formidable competitor that will undoubtedly shake up its rivals. Sadly, the arrival of this small giant makes one feel that Japanese rivals are already "a lap behind."
*Editorial Postscript

In September 2013,the Polo BlueGT was introduced in Japan.Domestic test drive review by Fumio Ogawais also available, so please take a look.

Volkswagen Polo BlueGT | Volkswagen Polo BlueGT
Body | Length 3,976 x Width 1,682 x Height 1,462 mm
Wheelbase | 2,470 mm
Tread (Front/Rear) | 1,443 / 1,437 mm
Weight | 1,216 kg
Engine | Water-cooled inline 4-cylinder 16-valve, direct injection, with single-scroll turbo
Displacement | 1,395 cc
Compression Ratio | 10.5
Maximum Output | 103 kW (140 ps) / 4,500-6,000 rpm
Maximum Torque | 250 Nm / 1,500-3,500 rpm
Transmission | Dry 7-speed semi-automatic (DSG)
Tires | 215 / 40 R17
Luggage Capacity | 250 liters (952 liters with rear seats folded)
0-100km/h Acceleration | 7.9 seconds
Top Speed | 210 km/h
Minimum Turning Radius | 5.3 m
CO2 Emissions | 105 g/km
Fuel Consumption | 4.5 L/100km (NEDC combined)
*The above specifications are for the 2-door / 7-speed DSG version in the home market.