VW Polo Blue GT in the driving report: Save quickly

D he extensive drive range of the VW Polo currently contains two special ones Specialties: As a Blue Motion with 75 hp three-cylinder diesel, the small Volkswagen chases fuel consumption records, while the GTI develops 180 hp thanks to combined turbo and compressor charging and plays the pulse accelerator. From the fourth quarter, there will be an appealing combination of the two: VW Polo Blue GT

The new VW Polo Blue GT is supposed to combine the best of both worlds - extremely fuel-efficient and yet anything but joyless. With 140 hp, the direct-injection petrol engine, charged by a fast-responding single turbo, ranks directly below the GTI in the performance spectrum, while with a standard consumption of 4.6 liters per 100 kilometers (4.5 liters with the optional dual clutch transmission) it is not even half as powerful Entry-level petrol in the VW Polo Blue GT still clearly undercut.

VW Polo Blue GT with GTI and Blue Motion borrowings

The equipment of the VW Polo Blue GT, which costs 19,650 euros, is based on a sports chassis, 17-inch aluminum wheels, sports seats and rear spoiler on the GTI. The aerodynamic fine-tuning with underbody paneling and 15 millimeter lowering as well as the start-stop system and the recovery of braking energy come from the Blue Motion.

The most important element, however, is the engine of the VW Polo Blue GT, which despite the same key data clearly differs from the previous 1.4 liter twin charger The newly developed aluminum engine in the VW Polo Blue GT is the most powerful version of a new gasoline engine family (internal EA211) and, thanks to meticulous precision work, weighs 22 kilos less than its gray cast iron predecessor. For a more effective use of the exhaust gas energy, the manifold is integrated in the cylinder head, and the charge air cooler is integrated in the plastic intake manifold for faster pressure build-up. This means that the compressor can be dispensed with without compromising the response behavior.

In addition to the weight, the internal friction was also examined. The two overhead camshafts are adjustable and are no longer driven by a timing chain, but by a toothed belt that does not need to be changed over the life of the vehicle. The fuel shoots directly into the combustion chambers with a maximum of 200 bar and up to three individual injections via five-hole nozzles.

Cylinder deactivation remains unobtrusive

ThatThe core of the efficiency-increasing measures, however, is the cylinder deactivation, first used by VW in a four-cylinder. At low to medium acceleration and speeds between 1,400 and 4,000 rpm, only the two outer of the four cylinders in the VW Polo Blue GT work. In the cycle this saves 0.4 L /100 km, in city traffic, according to VW, even up to one liter should be possible.

The driver can find out whether the VW Polo Blue GT only runs on two cylinders via a message on the on-board computer display. Switching takes place in fractions of a second and thanks to smooth interventions on the ignition and throttle valve, completely jerk-free. Otherwise, the driver has to perk up his ears: At constant freeway speed, the smooth-running four-cylinder, also as a two-cylinder, sounds subdued and cultivated, just a little slow. In city and rural traffic, the typical two-cylinder growl when accelerating is a little more pronounced. Before it could get intrusive, the engine of the VW Polo Blue GT changes imperceptibly to four-cylinder mode.

A later test of the VW Polo Blue GT can show whether the theoretical consumption advantage is also retained in everyday life. After the first driving impression, the average value on the on-board computer is just as positive as the vigorous acceleration of the VW Polo Blue GT. After all, the promise is not just Blue, but also GT.