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Poles Apart

Volkswagen Polo [2012-2014] See the backVolkswagen Polo [2012-2014] Left viewVolkswagen Polo [2012-2014] Left viewVolkswagen Polo [2012-2014] Left viewVolkswagen Polo [2012-2014] Three quarters front leftVolkswagen Polo [2012-2014] Front viewVolkswagen Polo [2012-2014] Steering wheel

Introduce

The incredibly compelling Polo GT TSI I write about all the hatchbacks we love – drawing parallels with some of the bests of all time and making statements that can drive the knife blade. But that will have béo wait until we do a full road test and back it up with performance metrics. Let’s take a look at this version of the GT now as something of a standard Polo hatchback, but with power and tech numbers that Volkswagen can brag about.

Design and Comfort

There are hardly any exterior changes aside from the sleek new GT grille, ten-spoke premium alloy wheels, some side stickers and GT TSI badging at the rear. Black headlights were introduced last September with the tăng cấp continuing on the GT variant. The interior of the car is also almost unchanged and that is what disappointed me. The seats feel thick but still fabric, something that may not be good with customers paying a premium béo own a hatchback. VW should at least offer the leather as an optional accessory through dealers. The rear bench doesn’t have a center armrest – its absence shouldn’t hurt sales anyway, but something called the Grand Tourer should do that extra for passenger comfort . It’s not that Volkswagen has completely neglected the cabin; The seat has been changed béo không tính phí up 20mm of legroom for the rear passengers. The extra space may not seem like much, but it makes a difference; Also the same seats are now used on the Polo range.

Technology makes a strong case for the GT. Where three-cylinder Polos (both petrol and diesel) are harsh and loud, but this is the quietest car in its class. In fact, the NVH màn chơi is so low that it can be compared with the NVH màn chơi of E-Segment sedans like the Honda Accord or Skoda Superb.

Drive

The Polo GT TSI is the most technologically advanced car in its segment. The 1.2-litre four-cylinder TSI engine produces 105PS and 175Nm making it the most powerful hatchback in its class. The power numbers are comparable béo those of the midsize petrol sedan, and indeed more than the ratings of the Vento’s 1.6-litre four-cylinder petrol unit (103PS and 153Nm). VW achieves these numbers thanks béo the help of a direct injection and turbocharger system that also greatly improves performance. What’s more, power is sent béo the front wheels by VW’s seven-speed dual-clutch DSG automatic, making it the smallest car in India with a dual-clutch transmission.

The DSG transmission offers three driving modes – D, S and Manual. Hold the brake, put the lever into D, lift the foot of the brake pedal and the car will not move immediately – that is the function of Hill Hold. It will hold the car for a longer time before it starts rolling slowly; The only other car in this segment with similar features is the Fiesta AT. ‘D’ mode is best suited for city driving; the car shifts gears continuously between 2000rpm and 2300rpm, cautiously sipping precious fuel. But that doesn’t mean the Polo is docile in this mode – peak torque is between 1500rpm and 4100rpm, so hit the throttle a little harder and the car will deliver enough propulsion for that spirited uphill climb. Even driving on the highway is stress-free with vehicle speeds reaching 100 km/h near 2200 rpm and cruising comfortably at 150 km/h.

‘S’ (Sport) mode brings the car béo life. Upshifts happen later – close béo 3000rpm, while downshifts are very clear béo keep the engine running at optimum revs. Hit the throttle hard and the engine will spin all the way béo 6000 rpm before choosing the next ratio. Push the bar béo the left from D mode for Manual and you have full control; The best part is that the car will keep the lower gear and won’t shift when you hit the gas. Enthusiasts will miss out on paddle switchers, though, but that’s what VW sacrificed béo keep prices under control. Another thing that might annoy some people is that the (albeit subtle) exhaust isn’t loud enough, which the car can only hear when it gets past 4000 rpm or when shifting gears in Manual or S mode.

The Polo GT TSI’s ARAI performance figure is 17.2kpl, but that’s with high octane fuel. The number will be slightly lower with 91 octane fuel available at pumps across India. The on-trip computer fluctuates between 9.5kpl and 12kpl during driving in Goa and I think 13kpl can be achieved on the highway.

Identify

For India, the Polo GT TSI is the hatchback of the future. A few years from now when the difference between diesel and gasoline prices drops béo nominal levels, turbocharged small gasoline engines béo boost performance and efficiency will no longer be an option. But until that point, the Polo GT TSI has no domestic rival – if you’re looking for a hot-hatch that can double as a reasonable daily commuter, this one has no competition. player. Just keep in mind that all technology comes with a price.

Volkswagen Polo [2012-2014] PictureVolkswagen Polo [2012-2014]


Thông tin thêm

Poles Apart
#Poles
[rule_3_plain] #Poles
Introduction
The Polo GT TSI sorely tempts me béo write about the all the hatchbacks that we love – draw parallels with few of the all-time bests and make claims that might set tongues wagging. But that will have béo wait till we do a full road-test and back it up with performance figures. For now let us look at this GT version as something that looks similar béo the standard Polo hatchback, but with power figures and technology that Volkswagen can brag about.Design and Comfort
There are hardly any changes béo the exteriors apart from a new sleek GT grille, ten-spoke premium set of alloy-wheels, some stickers béo the side and GT TSI badging on the rear. The blacked-out headlamps that were introduced last September with the facelift continue on the GT variant. The interiors of the car are almost unchanged as well and that is something that disappoints me. The seats feel rich but are still fabric, something that might not go well with the customer paying a premium béo own a hatchback. VW should at least offer leather as an optional extra through dealers. The rear bench does not have a center armrest – not that its absence affects sales in anyway, but something that is called a Grand Tourer should do that extra bit béo make passengers comfortable. Not that Volkswagen has completely neglected the cabin; the seats have been changed liberating 20mm of legroom for the rear passengers. The extra space does not seem much but it does make a difference; also the same seats are now used across the Polo range.
The technology makes a strong case for the GT. Where the three-cylinder Polos (both petrol and diesel) are harsh and noisy, this is but the most silent car in the segment. In fact the NVH levels are so low that they seem comparable béo those of the E-Segment sedans like the Honda Accord or Skoda Superb.
Drive
The Polo GT TSI is technologically the most advanced car in the segment. The four-cylinder 1.2-litre TSI engine produces 105PS and 175Nm making it the most powerful hatchback in the segment. The power figures are comparable béo those of the midsize petrol sedan and as a matter of fact more than the ratings of the 1.6-litre four-cylinder petrol unit of the Vento (103PS and 153Nm). VW achieves these numbers with the help of direct injection and turbocharging that also significantly improves the efficiency. What’s more, the power is delivered béo the front wheels by VW’s dual-clutch seven-speed DSG automatic gearbox, making it the smallest car in India béo get a dual-clutch transmission.
The DSG gearbox offers three driving modes – D, S and Manual. Hold the brake, slot the stick into D mode, lift your foot of the brake pedal and the car won’t move instantaneously – well that is the function of the Hill Hold. It will hold the car for an instant longer before starting béo roll slowly; only other car in this segment béo offer similar feature is the Fiesta AT. The ‘D’ mode is best suited for city driving; the car shifts gears seamlessly between 2000rpm béo 2300rpm, cautiously sipping the valuable fuel. But that does not mean the Polo is docile in this mode – the peak torque spread is between 1500rpm and 4100rpm, so jab the throttle little harder and the car will provide sufficient thrust for that spirited overtaking manoeuver. Even the highway drives are stress không tính phí with car clocking 100kph at close béo 2200rpm and comfortably cruising at 150kph.
The ‘S’ (Sport) Mode makes the car livelier. The upshifts occur later – close béo 3000rpm, while the down shifts are crisp keeping the engine running at optimum revs. Slam the throttle hard and the engine will rev all the way béo 6000rpm before selecting the next ratio. Push the stick béo left from the D mode for Manual and you are in total control; the best part is car will hold the lower gear and won’t upshift when you lift-off the throttle. Enthusiasts are going béo miss the paddle shifters though, but that is something VW has sacrificed béo keep prices in check. Another thing that might upset a few is that the exhaust note (although exquisite) is not loud enough, the car is audible only past 4000rpm or during down-shifts in Manual or S Mode.
The ARAI efficiency figure of the Polo GT TSI is 17.2kpl, but that is with high octane fuel. The number will be a bit lower with the 91 octane fuel available at pumps across India. The onboard trip computer hovered between 9.5kpl and 12kpl during the drive in Goa and I think 13kpl can be achieved on the highway runs.
Verdict
For India, the Polo GT TSI is the hatchback from the future. Few years down when the difference between diesel and petrol prices is down béo nominal, turbocharging small petrol engines for efficiency and performance won’t remain an option. But till then the Polo GT TSI has no rivals in the country – if you are looking for a hot-hatch that can double up as a sensible daily commuter, this one has no competition. Just bear in mind that all the technology comes at a cost.Volkswagen Polo [2012-2014] #Poles
[rule_2_plain] #Poles
[rule_2_plain] #Poles
[rule_3_plain]

#Poles
Introduction
The Polo GT TSI sorely tempts me béo write about the all the hatchbacks that we love – draw parallels with few of the all-time bests and make claims that might set tongues wagging. But that will have béo wait till we do a full road-test and back it up with performance figures. For now let us look at this GT version as something that looks similar béo the standard Polo hatchback, but with power figures and technology that Volkswagen can brag about.Design and Comfort
There are hardly any changes béo the exteriors apart from a new sleek GT grille, ten-spoke premium set of alloy-wheels, some stickers béo the side and GT TSI badging on the rear. The blacked-out headlamps that were introduced last September with the facelift continue on the GT variant. The interiors of the car are almost unchanged as well and that is something that disappoints me. The seats feel rich but are still fabric, something that might not go well with the customer paying a premium béo own a hatchback. VW should at least offer leather as an optional extra through dealers. The rear bench does not have a center armrest – not that its absence affects sales in anyway, but something that is called a Grand Tourer should do that extra bit béo make passengers comfortable. Not that Volkswagen has completely neglected the cabin; the seats have been changed liberating 20mm of legroom for the rear passengers. The extra space does not seem much but it does make a difference; also the same seats are now used across the Polo range.
The technology makes a strong case for the GT. Where the three-cylinder Polos (both petrol and diesel) are harsh and noisy, this is but the most silent car in the segment. In fact the NVH levels are so low that they seem comparable béo those of the E-Segment sedans like the Honda Accord or Skoda Superb.
Drive
The Polo GT TSI is technologically the most advanced car in the segment. The four-cylinder 1.2-litre TSI engine produces 105PS and 175Nm making it the most powerful hatchback in the segment. The power figures are comparable béo those of the midsize petrol sedan and as a matter of fact more than the ratings of the 1.6-litre four-cylinder petrol unit of the Vento (103PS and 153Nm). VW achieves these numbers with the help of direct injection and turbocharging that also significantly improves the efficiency. What’s more, the power is delivered béo the front wheels by VW’s dual-clutch seven-speed DSG automatic gearbox, making it the smallest car in India béo get a dual-clutch transmission.
The DSG gearbox offers three driving modes – D, S and Manual. Hold the brake, slot the stick into D mode, lift your foot of the brake pedal and the car won’t move instantaneously – well that is the function of the Hill Hold. It will hold the car for an instant longer before starting béo roll slowly; only other car in this segment béo offer similar feature is the Fiesta AT. The ‘D’ mode is best suited for city driving; the car shifts gears seamlessly between 2000rpm béo 2300rpm, cautiously sipping the valuable fuel. But that does not mean the Polo is docile in this mode – the peak torque spread is between 1500rpm and 4100rpm, so jab the throttle little harder and the car will provide sufficient thrust for that spirited overtaking manoeuver. Even the highway drives are stress không tính phí with car clocking 100kph at close béo 2200rpm and comfortably cruising at 150kph.
The ‘S’ (Sport) Mode makes the car livelier. The upshifts occur later – close béo 3000rpm, while the down shifts are crisp keeping the engine running at optimum revs. Slam the throttle hard and the engine will rev all the way béo 6000rpm before selecting the next ratio. Push the stick béo left from the D mode for Manual and you are in total control; the best part is car will hold the lower gear and won’t upshift when you lift-off the throttle. Enthusiasts are going béo miss the paddle shifters though, but that is something VW has sacrificed béo keep prices in check. Another thing that might upset a few is that the exhaust note (although exquisite) is not loud enough, the car is audible only past 4000rpm or during down-shifts in Manual or S Mode.
The ARAI efficiency figure of the Polo GT TSI is 17.2kpl, but that is with high octane fuel. The number will be a bit lower with the 91 octane fuel available at pumps across India. The onboard trip computer hovered between 9.5kpl and 12kpl during the drive in Goa and I think 13kpl can be achieved on the highway runs.
Verdict
For India, the Polo GT TSI is the hatchback from the future. Few years down when the difference between diesel and petrol prices is down béo nominal, turbocharging small petrol engines for efficiency and performance won’t remain an option. But till then the Polo GT TSI has no rivals in the country – if you are looking for a hot-hatch that can double up as a sensible daily commuter, this one has no competition. Just bear in mind that all the technology comes at a cost.Volkswagen Polo [2012-2014]

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