All-new VW ID Polo GTI revealed with 226hp
Hotted-up EV hatch promises more power, range and space than Alpine A290
Fun and functionality. That’s what the best hot VWs have always been about. Since the introduction of MEB models via the ID.3 in 2020, however, the German brand appeared to lose its way. Mellow handling and annoying, touch-sensitive interior buttons made models like the ID.3 GTX hard to like. Certainly they felt a world away from the spot-on blend of performance and practicality that the likes of the Mk7.5 Golf GTI offered. Well, Wolfsburg has finally taken note: the new ID Polo GTI aims to fix all of that with some not insubstantial changes to the MEB recipe both outside and in.
Expected to be priced from about £30k when it goes on sale in October (UK grant included), VW’s first battery-powered Polo sends 226hp to its front axle. Granted, it’s not completely unique, as it shares a mechanical MEB+ setup with the new Cupra Raval VZ, but with a full suite of mechanical buttons and switches inside, the ID Polo GTI holds a key advantage over its Spanish-built sibling: functionality. Better still, unlike the loveable but compromised Alpine A290 that it also rivals, the Polo upholds VW's ethos when it comes to space and range.
The manufacturer claims a 0-62mph time of 6.8 seconds, alongside a range of 263 miles thanks to the 52kWh nickel-manganese-cobalt battery in this MEB+ platform. That’s 27 miles better than the on-paper range of the A290, despite that car having an identical amount of kilowatt hours, and it’s over 50 miles better than the 54kWh Abarth 600E. It even just pips the Mini JCW Electric on distance, meaning the ID Polo GTI shouldn't be restricted to urban environments. Hold that thought, as there’s more interesting stuff when it comes to the chassis.
Before that, the design. Up front, the headlights make this ID model recognisably Polo, and there’s even a plastic splitter on the lower part of the bumper that’s angled downwards like the one first fitted to the Mk1 Golf GTI. At the back, the design is more ID than Polo, with a light bar (obvs) splitting a pair of blocky light modules, a rear spoiler with an extended lip, and a butch bumper, which creates the visual effect of a diffuser without offering any of the aero advantages of one.
The stance looks pretty good on 19-inch alloys, themselves another nod back to the Mk1 GTI’s design, equipped with 235-section Bridgestone Potenza Sport tyres. At just shy of 4.1 metres long and 1,540kg, the ID Polo GTI is a fraction larger and heavier than the petrol car it replaces (shock), so it’s good to hear that Dynamic Chassis Control will be standard, theoretically improving both ride quality and body control versus a passive setup.
The most promising feature from a handling perspective though is the use of a stiffer torsion beam at the rear, pinched from the bigger ID Cross to improve agility versus the non-GTI model. That combined with the VAQ electronic limited-slip differential means the car should, we hope, be more agile both under power and also with a trailed brake than earlier electric VWs. The use of lower, firmer springs and stiffer knuckles versus the regular ID Polo adds to that potential - and support claims from VW itself that this will be a more ‘driver-focused’ proposition than previous GTX-badged MEB products.
The changes inside are good, too. Like the regular car, a suite of physical buttons including individual switches for the dual-zone climate control appear on the centre console, while the flat top and bottom steering wheel features proper switchgear for the media and driver assist stuff. But look a little closer and you’ll notice the GTI badge is also a button, which allows you to cycle through the car’s drive modes or shortcut your way to the mode customisation menu. Handy.
The infotainment system doesn't exactly rewrite the MEB rulebook, but the menus and widgets of the old system were always intuitive enough - and now everything feels slicker and more user-friendly again. The ID Polo GTI’s MEB+ instrument cluster is a much better solution than the dinky one the ID.3 first introduced; it has a sharp, customisable layout with retro dials and flashes of colour to match the ambient lighting. While we’re yet to drive the car, VW promises a new simulated ‘engine’ sound for its MEB+ EV, although there are no fake gear shifts, a la Ioniq 5 N.
We have seen the car in the flesh, mind, and can report that in terms of ambience, it's still a fairly bland affair, although the fit and finish of the fabrics and suedes feels genuinely good. The tartan cloth seats are supportive as well, with firm cushioning and integrated headrests for a racier vibe, and unlike the A290, you get actual cup holders. But the key advantage over its non-group stablemates is in the back. Rear leg- and headroom is decent, even for a near six-footer, while a flat floor means using the admittedly narrow middle seat won’t require a foot amputation.
Open the boot and the MEB+ forward placement of the battery means a usefully large storage area is accompanied by a hidden underfloor section that’s more than big enough to swallow the charge cables, a subwoofer and the usual safety/breakdown equipment. Added to the promise of a respectable range, decent performance and vastly improved interior ergonomics, the space on offer here means the ID Polo GTI at least initially feels worthy of its three iconic letters.
It’s just a shame that this class of hatchbacks is so far behind the best of the industry when it comes to charging speeds, because even this MEB+ model can only manage 105kW, equating to a claimed 10-80 per cent charge time of 24 minutes. That’s competitive for the segment, but given that those who buy hotter models are often eager to get a move on, it means even a 226hp Polo might struggle to lure unconvinced buyers away from a petrol alternative. (Not that there are many choices at this end of the market anymore.)
There are, however, plenty more options in the fast-growing compact EV segment, and the ID Polo GTI appears to be one of the most rounded options launched so far. Obviously we won’t know for sure whether that MEB+ mechanical setup delivers on the handling front, nor how the claimed range plays out in the real world - but first impressions, those gleaned from seeing it under studio lights, are positive not just for the Polo itself, but also VW in general. Functionality, it seems, is back at the top of the priority list, and hopefully fun too. Want further proof? Rumours of a GTI Clubsport variant are already doing the rounds, and suggest it might get Hyundai-style fake gear ratios. Wonders never cease, eh?
The outgoing Polo GTi wasn't exactly the most characterful car to drive so I don't much will be lost moving it to EV. A good alternative to the Alpine A290.
It would be nice to see a bit more range but, otherwise, this looks like a good start. Would definitely like to try one.
It looks like this will have something like 10% more than the latest ICE version....so a step up without being daft.
I'd think manufacturers would be well served rowing back from feeling they have to provide 1000bhp EVs, and focus on weight and economy with power levels around what their last ICE variants had.
I think the whole car looks decent for the type of car it is.
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