Miguel Sánchez
At the beginning of the eighties, the world of rallies experienced one of its greatest technological escalations, culminating in Group B. Extreme, experimental and, above all, very fast, these cars still continue to make up the most desired and remembered panoply in the entire history of the World Rally Championship. Rallies. All this thanks to models such as the Peugeot 205 T16 or the Renault 5 Turbo. The latter born under the alpine assembly line while the first was the fruit of Jean Todt's ingenuity and leadership skills. An excellent "team man" who was decisive in the constructors' world title achieved by the Talbot-Lotus Sunbeam in 1981. Also complemented by the second position in the drivers' category, with Todt himself acting as co-driver for Guy Fréquelin.
Thus, there is no doubt about what was one of the most widespread work routes at the top of the rallies at the beginning of the eighties. The mid-rear engine. In fact, from the two models mentioned above to the Lancia Delta S4 or the Ford RS2000, this engine layout was the majority in Group B. Of course, overshadowed by the success of the Audi Quattro and its not only front engine. But even off the hook in front of the axis itself to luck and form a 911 in the opposite way. At this point, although it was clear that these models had no mechanical relationship with the series ones, they did have a significant commercial impact on dealers. And it is that, after all, the Group B had a certain aesthetic affinity with the compact from which they took their name.
In this way, and beyond achieving specific successes or not, the big brands wanted to be in the World Rally Championship in order to achieve a technological showcase. Something that could have been especially interesting for Volkswagen. Especially if it had launched a variant approved for Group B made from the Polo or the Golf. A possibility that ultimately did not materialize because Ferdinand Piëch decided to bet all his efforts on the success of the Audi Quattro. However, despite everything, Volkswagen was not far behind in experimenting with mid-rear-engine compacts, presenting the Polo Sprint in 1983. A prototype of which only one unit was made, today preserved in the halls of the Volkswagen Museum in Wolfsburg.
FAR FROM THE COMPETITION EVEN THOUGH IT APPEARS OTHERWISE
At the end of 1983 Volkswagen held its recurring annual balance conference before the media. A routine act in which the journalists did not expect more news than the sales figures or the business balance, although suddenly a most striking project was announced. It was the Polo Sprint. A rear-engined prototype that made more than one excited about the hypothetical participation of Volkswagen in the world rally. After all, this model had an obvious relationship with the R5 Turbo and, especially, with the 205 T16 expected just a few months later.
Also, at the end of the press release you could read “there are no plans to take it to mass sale”. Which was still pretty indefinite. Since for approval in Group B only 400 units were required. With all that, Was Volkswagen really interested in racing the Polo Sprint? Well, not really. To start with what we mentioned before about the Audi Quattro. But especially since the purpose of the Polo Sprint did not go beyond experimenting with the limits of the chassis and some traction problems derived from weight distribution.
In fact, as is known, front-wheel drive has obvious limits when mixing light weight and high torque. Situation in which the wheels can slip easily, compromising steering control and therefore safety. In order to remedy this, the Volkswagen engineers wanted to test the rear engine scheme already known in the Beetle although applied here to a Polo Mk2 unit. Also, considerable mechanical improvements were made in search of the most spectacular acceleration possible. In short, obviously we must follow the documentation of the brand as the best existing documentation. But at the time, doesn't it seem that something more than an investigation into the traction and the chassis was really brewing there?
VOLKSWAGEN POLO SPRINT, DESIGNED FOR SAFETY
As much as we like the idea that Volkswagen could have come close to creating a Group B, the truth is that the Polo Sprint does not demonstrate this at all. And it is that, although it is true that its design goes far beyond what is marked by its experimental purposes, there is no proof of it. It's more, There are similar cases in other brands such as the one that occurred in Alfa Romeo with the Periscope. A 1972 prototype in which the mid-engine compact formula was also tested. That time using a Junior Z as a base in what was a simple technical test without wanting to go to series. Things of the engineers and their investigations.
However, the truth is that the Polo Sprint showed ways to have been a good rally model. Let's see. Once the engine compartment was arranged behind the rear axle, a 1,9-liter block with four boxer cylinders from the Caravelle van was incorporated there. Yes indeed, aided by electronic injection and a supercharger G-Lader G40. The iconic supercharging system applied by Volkswagen in several of its sports cars in the late XNUMXs and early XNUMXs. Based on the compression of air through a concentric spiral driven by the crankshaft. A true technical marvel that managed to increase power without compromising the progressive and smooth response from low revs.
With all this, the Polo Sprint reached 155CV at 5.750rpm. Approximately 300% more than what is offered by the street versions of the Polo. Requiring therefore a thorough work on the chassis based mainly on increasing rigidity with stabilizer bars. In addition, thanks to the studied distribution of weights -the engine was housed hanging behind the rear axle, having to go the gasoline tank and the spare wheel to the front- the poise of the Polo Sprint was outstanding. Quality that enabled him to accelerate dramatically. Without losing traction to reach 207 kilometers per hour exhausting its five-speed transmission.
With all this, one might think that the Polo Sprint was the boast of some engineers with sporty airs. And in truth, nothing could be further from the truth. Not surprisingly, this prototype had been developed to study how to avoid slippage problems. So typical at that time when we talked about light cars with more than 130CV. Especially if they were front wheel drive. A purpose confirmed by Jürgen Nitz. Engineer in charge of the Polo Sprint project, who confirmed that, paradoxically, this design was made not for sportsmanship but to study safety. Of course, with the rear-wheel drive, the boxer engine and the G40 compressor, it is impossible to let your imagination run wild and think what this small B-segment model would have done in rallies.
Images: Volkswagen
