Distributor weighing up further need for more Golf-like model given strong sales preference for its like-sized and priced crossovers.

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CONSUMER swing toward two strong-selling Volkswagen crossovers will weigh on unreconciled decision-making about whether the heavily revised Polo small hatch revealed in Europe today finds its way to New Zealand.

This today from the distributor, with a spokesman for Volkswagen New Zealand commenting: “We are still in discussions with the factory over the Polo facelift for New Zealand for 2022.

“The current Polo will continue to be sold well into next year.

“Polo is an important vehicle for us, but we are seeing customer demand moving from the hatches into sports utilities such as T-Cross and T-Roc.”

T-Cross is based on the same MBQA platform as the new Polo whereas T-Roc is the next size up and drawn off a Golf underpinning. The two models together account for a substantial chunk of VW NZ registrations, far more than are achieved by Polo, which in present form releases in 1.0-litre base, R-Line and 2.0-litre GTI formats.

The facelift is a massive refresh, basically turning this sixth-generation car into a pint-sized replica of the new Golf, with a swath of technologies first seen in the larger hatch transferring across. In addition, as the images, it achieves a styling update that also cements association with the big brother.

The front end achieves a fresh front bumper and headlight arrangement incorporating a new LED lighting bar that runs from the new-look headlights (available with IQ. Light matrix LED technology for the first time) to the VW badge.

At the rear, the Polo receives new badging, the LED tail-light clusters have a Golf 8-inspired shape and can be had with dynamic indicators - the ‘wiping’ effect previously only found on more expensive VW Group cars.

The R-Line continues a sporty-looking but standard performance alternate to the genuine GTI and the Style and Life designations given the Golf now apply on Polo as well.

The interior refit is major. A digital instrument panel is standard, either eight inches or 10.25 inches in the Digital Cockpit Pro version, there’s a new multifunction steering wheel and the central display is also much like that in the Golf, with knobs and buttons replaced with a touch-sensitive panel, albeit only in models with automatic climate control. It achieves two USB-C ports, while a wireless smartphone charging bay is an option.

In respect to infotainment systems, the base car has a 6.5-inch display while more expensive versions adopt either a 8.0-inch touchscreen system or the highest-level 9.2-inch display. These come with Volkswagen’s We Connect connectivity , designed to deliver real-time traffic info and live music streaming in markets where those services are provisioned (so, not yet NZ). Wireless Apple CarPlay and Android Auto also include.

Semi-autonomous driving assistance comes to the Polo for the first time, with the adoption of the Travel Assist function available in the latest Golf and Passat. It can take over the accelerating, braking and steering of the Polo, from standstill in automatic models all the way to the vehicle’s top speed. It’s a combination of lane-keep assistance and the new predictive adaptive cruise control set-up, though the driver must keep their hands on the wheel at all times.

The United Kingdom is the only right-hand-drive market cited as certainty for the car at the moment. Engine provision there will consist entirely of 1.0-litre three-cylinder petrols for every mainstream variant; from a naturally-aspirated 59kW /93Nm option married to a five-speed manual gearbox then a pair of turbocharged TSI variants, one developing 70kW and the other making 80kW. If VW NZ does decide to continue with Polo, then the latter will likely be its preference, as it alone matches purely to a direct shift transmission, the only gearbox choice availed here. It’s still a seven speed.

The GTI is also to be continued, but VW won’t show off the new one until 2022. Belief is that it will continue with the current car’s 2.0-litre turbocharged four-cylinder engine. However, whether it continues to develop 147kW remains to be seen. Industry observers have noted that Volkswagen has had to decrease the power of some of its hot hatchbacks in the past, to comply with more stringent WLTP CO2 homologation.

The Golf GTI celebrating motorsport success that recently released here has already been shown up by an equivalent in the next-gen line still months from NZ launch.

two levels of heat - the golf gti tcr (above), a sizzler final fling version of the seventh generation line still offered in New Zealand, has just been gazzumped by the gti clubsport in trhe gen eight line already in Europe.

AS Kiwis are seeing off the seventh-generation Golf GTi with a hot version that’s an ode to motorsport, Volkswagen’s home market is preparing for an even spicier equivalent in the all-new family arriving here next year.

The announcement several days ago from VW headquarters in Wolfsburg, Germany, of a Clubsport version of the really new – as in, generation eight model that is set to replace the variant still on sale here – Golf GTI has been a surprise.

Generally, VW practice has been to deliver fizzed up specials of the world’s most famous hot hatch only after the core versions have settled into sale.

In this instance, though, the Clubsport – a name that could probably be legitimately promoted in NZ by VW because the original user, Holden Special Vehicles, ceases to be at the end of this month – is being introduced just a few months after the latest GTI has hit production.

When, or even if, the Clubsport reaches NZ is up in the air. The new Golf that it derives from is coming, of course, but has been delayed until 2021, Covid-19 delays having ruined the original plan to have it here by Xmas.

Meantime, VW New Zealand is working to push out remaining stock of the seventh-gen car that, of course, was discontinued in Europe months ago.

Part of that runout has been to bring in the Golf GTI TCR, a $65,990 special edition with an interesting back story, in that it celebrates the brand’s success in a motorsport category that has been promoted as a potential for NZ, yet has yet to reach the grid.

That’s the FIA’s Touring Car Racing motorsport formula; VW won the TCR title when the series was running red hot in Europe and seemed set to become the next bi thing globally. You might recall seeing the cars run in Australia last year. The concept was set to also come to NZ … but, then, Covid hit. Also, some brands also pulled back their support. One of those being VW.

The end result is that it has a Golf GTI TCR that celebrates being in a category it no longer involves in at manufacturer level.

Whether that really matters is moot. NZ has 40 TCR units and basically all have been accounted for. So it’s also done a great job of keeping this evergreen hot hatchback competitive. The allure is more power – whereas the regular GTI makes 180kW the TCR has 213kW.

That’s courtesy of it having a version of the 2017 GTi Clubsport Edition 40’s ‘EA888’ 2.0-litre turbo four pot that’s been updated with new software management, furnished with a couple of extra radiators, and made WLTP-emissions compliant.

gen eight GTI retains the famous EA888 engine.

The TCR also gets VW’s electronic locking ‘eDiff’ as standard, but it adds the sizable composite brake discs and 17in calipers of the old GTI Clubsport S, as well as forged 18in alloy wheels. It comes as standard with passive suspension developed from that of the GTI Performance, with revalved, firmed-up dampers, and with shortened, stiffened coil springs that drop the car 5mm.

Nice car, right?

The new (meaning, in case you’re confused, gen right) GTI Clubsport also seems set to have the same status.

Most of the exterior changes to the very latest, still in Europe Golf GTI that denote it as a Clubsport model are designed to enhance the car's aerodynamic performance. There’s a redesigned bumper incorporating a splitter-like lower spoiler and larger open area for engine cooling. The default wheel is an 18-incher, sitting on 225/30 R18 tyres, but potentially it will have 19s in export form.

A side sill graphic sets the Clubsport apart, though its most prominent feature is a new two-tier roof spoiler at the back. Restyled exhaust outlets are further apart than in the regular GTI and the diffuser between them has been redesigned.

It also runs that EA888 engine, but in an evo four tune that increase the power to 3223kW and pushes torque to 400Nm, so a 30Nm gain on the optimal claimed for the standard gen-eight Golf GTI and 50Nm more than the TCR has.

That's all sent to the front wheels via a seven-speed DSG dual-clutch automatic gearbox and the official 0-100kmh time is six seconds (0.3 seconds quicker than the standard car).

Considerable changes have been made to the chassis, starting with a 15mm reduction in ride height. The McPherson front struts and four-link rear axle layout are retained, but there is increased positive camber on the front and the variable ratio steering is more direct.

Like this cabin? the new Golf has stepped up considerably in respect to the interior.

As in the regular GTI, there is the XDS 'electronic differential lock' system and the electromechanical locking differential called VAQ (for 'Vorderachsquersperre' in German, meaning simply 'front axle differential lock').

Both are under the control of the Vehicle Dynamics Manager system that debuts on the gen eight GTI, as are the shock absorbers of the optional Dynamic Chassis Control (DCC). All of this has been ramped up for the Clubsport with an emphasis on response, reducing understeer and allowing higher cornering entry and exit speeds and traction on a racetrack.

Actually, there’s a special driving profile that has been optimised for driving at one particular racing circuit. Surely you know it’s name?

Anyway, according to Benjamin Leuchter, a racing driver employed by Volkswagen to help develop the Clubsport's driving dynamics, the Clubsport when put into ‘special’ mode is up to 13 seconds per lap faster than a regular GTI around the Nurburgring Nordschleife.