Volkswagen Polo vs GWM ORA

What's the difference?

The Polo GTI faces tough competition in the form of Hyundai’s recently arrived, very good, and well-equipped i20 N, as well as Ford’s sleek and super-capable Fiesta ST. But as mentioned at the start, VW occupies the hot-hatch high ground with the GTI badge, and this upgraded Polo is loaded with features, dynamically outstanding and on the leading edge in terms of safety. Time will tell if the higher price, higher spec strategy is the right one, but there’s no doubting this updated Polo GTI is a compelling package.  

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The GWM Ora is a solid electric car for the city with an extremely competitive price, balanced with some flaws that might frustrate some - Android phone owners especially. But the GT variant doesn’t offer enough to justify how much more expensive it is than the variants below.

It has a slightly lower range, no more performance (not that it needs more power), a features list almost identical to the Ultra and arguably loses its appealing cutesy looks. 

While the rest of the Ora line-up has its strengths and a cute but daring design, the GT effectively offers only its bark-over-bite styling changes.

If the Ora is on your shopping list, it’s certainly worth checking out the $43,990 Ultra, or even the $40,990 Extended Range if its list of features suits you. But if you for some reason enjoy the GT’s styling, that extra spend might be worth it.

Not exactly a massive change to the exterior of the Polo GTI with this mid-life refresh, but sharp-eyed car spotters will notice a new front bumper treatment including a revised lower grille, defined by a body-coloured border and flanked by LED driving lights.

The headlights have also been reshaped to mark the arrival of standard matrix LED beams, with the signature horizontal red keyline moves from the centre to the bottom edge of the upper grille. A continuous LED strip across the nose stands the car apart after dark.

Previously part of the GTI’s ‘Luxury Pack’, the ‘Faro’ design 18-inch alloys fill the wheel arches nicely, and overall the car’s compact, tightly wrapped body and finely chiselled lines are familiar.

At the back, the LED tail-light clusters have been extended laterally into the hatch door, but the car’s fundamental shape is unchanged. 

Inside the dash layout is the same, although the centre of the sports steering wheel has been massaged into a more organic shape with the airbag/horn now an oval rather than a circle.

The rest of the interior is relatively understated in typical VW fashion, the neatly sculpted sports seats trimmed with traditional ‘Clark’ tartan cloth on the cushion and backrest centres. And ‘Kings Red’ inlays in the dash, centre console and front door trims, are a reminder of the car’s heritage and sporty intent.

Yep, as a step-up from the Ora Ultra, the GT’s main selling point is its styling. For a car with a 400km driving range, it’s so non-threatening it looks like it would get beaten up and have its lunch money stolen by dual-cabs if it left the city - but cute works, just ask Mini or Fiat.

Its headlights have a splash of Porsche 911 in them. There are some angles that even look a little like someone had an Abarth explained to them then tried to draw it. More than one friend has told me it reminds them of a VW Beetle.

None of that bothers me in particular, but the GT-specific additions to the Ora make it feel like a deeply unserious car.

The fake carbon trim is tacky on a car that has no performance improvement over its base variant sibling, the red strip under the number plate looks like a tongue poking out under an overbite, the wheels look like Tony Stark designed them, and the rear ‘wing’ and diffuser just don’t feel at home.

One thing that didn’t bother me as much as I thought it would was the lack of ‘traditional’ tail-lights, instead a light bar under the rear window takes that role.

The rest of the Ora range is cute, fun, and looks at home in the city where the Ora is at its best. The GT’s features are mostly the same as the Ultra, so the extra $3000 for the GT exterior doesn’t really feel like value.

Inside, however, the design is less in-yer-face. A tidy set-up features a Mini-style row of switches (for some of the climate control) under a bar that spans the dash with the vents integrated.

The steering wheel is big, arguably too big, behind it is the 10.25-inch driver display attached to the central multimedia display. Everything’s very tidy and minimalistic inside, even the gear selector is a round dial.

It looks like a reasonably fashionable interior, but when it comes to the functionality, it starts to fall apart.

At just under 4.1 metres long the Polo GTI is a decidedly compact hot hatch, but thanks in no small part to a relatively lengthy (2.6m) wheelbase, interior space is impressive.

The driver and front passenger have plenty of breathing room, and the rear is remarkable. At 183cm, sitting behind the driver’s seat set to my position, I enjoyed ample legroom, and more than enough headroom.

Width is another story, because while two adults will be fine in the back, there isn’t enough space for three to sit in comfort for any length of time. 

Storage options in the front include a small lidded box between the seats (which doubles as an adjustable armrest), two cupholders and various oddments spaces in the centre console, as well as the wireless charging bay in front of the gearshift. 

There are also pockets in the doors with room for (medium) bottles, a decent glove box, a shallow drawer under the passenger seat, and an overhead drop-down tray for glasses.

Map pockets on the front seat backrests, and small bins in the doors add extra practicality, but there’s no fold-down centre armrest or individual ventilation control for rear seaters. 

For connectivity and power, there are two USB-C ports in the front, plus another two in the rear, as well as a 12-volt socket in the front centre console.

Boot space is a healthy 305 litres (VDA) with the 60/40 split-folding rear seats upright, that number growing to 1079L with them folded down. 

Tie down anchors are handy for strapping loose loads, while shopping bag hooks help keep smaller bundles under control. And be aware, the spare is a space-saver.

I can see the appeal of the Ora, but there are some glaring issues that I suspect many will find frustrating over time during ownership.

I’ll start with the big one - Android Auto. Or the lack thereof. Apple CarPlay is available however, even wirelessly.

Being a car journalist in 2024 involves a lot of playing around with in-car tech, and it’s been an awfully long time since I wasn’t able to mirror my phone to a car’s central screen where those with an Apple iPhone could. About 70 per cent of the world uses a phone running Android, by the way. Mostly Samsungs, like mine, but pretty much anything else that isn’t an iPhone too.

It wouldn’t be as major an issue if there was a navigation function in the car’s native multimedia system, but there isn’t. Having only a Bluetooth connection and no map felt a little like taking a step back in time, with an old iPad tacked onto the dash. No Fruit Ninja though.

Smaller things come down to basic ergonomics. The touchscreen itself and the system on it are simple and easy enough to use, if a little unresponsive. The driver display is fairly simple and doesn’t fall too far into the trap of sub-menus on sub-menus.

Physically, the cabin is almost there - the seat and steering wheel adjustment, however, made it a little tricky for me to find a comfortable driving position. 

I’m pretty much dead-on the average height of an Australian man, and the lack of tilt for the base of the seat meant no under-thigh support if I was to be the right distance to have a proper hold on the steering wheel - not telescopically adjustable, by the way.

Another interesting ergonomic fail is the placement of the drive mode select button (one of the GT’s few unique features) being to the right side of the steering column, near where you’d expect rarely-used controls like the headlight height adjust to be - or in this case a couple of centimetres from the button that kills the power to the battery if pressed while not in motion.

This caused severe embarrassment at a set of lights while searching for the drive mode switch, with no obvious way to start the car again, short of opening and closing the driver door.

Oh, and switching through the drive modes elicits a unique videogame-style chime or jingle for each mode. Gimmicky at first, potentially rather irritating after some time.

A positive of the interior layout, however, is the space in the rear seats is fairly generous for a small car - at almost six-feet tall behind my own seating position, I wasn’t lacking space to move and the seat itself is comfortable enough for a decent trip.

Behind that, a relatively limited 228-litre boot is probably less useful for a decent trip, though its 858L of space with the rear seats folded down is more handy in a pinch.

The GWM Ora GT was once a mid-$50K car, once you got it on the road. Its former sticker price of $51,990 before on-roads has, along with every other variant in the range, been dramatically knocked into a more budget-friendly shape: $46,990 drive-away.

That’s pretty cheap for a top-spec electric car, or for an electric car in general in Australia, but it’s still $11,000 more expensive than the entry-level Ora Standard Range ($35,990 DA).

The Ora GT also shares most of the key draw cards on its features list with the Ultra.

Its panoramic sunroof, electric tailgate, heated and ventilated seats with massage function and its heated steering wheel are all available in the Ultra for $3000 less.

One of the only things the GT has in terms of functionality in the cabin is a light for the driver visor vanity mirror.

There are a couple of differences when it comes to driving functionality, and we’ll get to that in a later section of this review, but the rest of the tech in the cabin is standard across the range.

The 10.25-inch touchscreen and same-sized driver display, six-speaker sound system, wireless phone charger, electrically adjustable synthetic leather seats - it’s all in the base-level Ora.

What is missing, very notably, is Android Auto functionality. The Ora does however feature wireless Apple CarPlay.

The Polo GTI is powered by a version of Volkswagen’s 2.0-litre (EA888) four-cylinder turbo-petrol engine, driving the front wheels through a six-speed dual-clutch auto transmission.

The iron block/alloy head unit uses direct- and port-injection, variable valve lift on the intake side, and variable valve timing on the intake and exhaust sides to produce maximum torque of 320Nm from 1450 to 4390rpm, at which point peak power of 147kW takes over from 4390-6000rpm.

All four variants of the Ora have the same outputs from its front-mounted electric motor - 126kW and 250Nm. Yes, even the GT.

What the GT does have over at least the base model is a larger battery shared with the Long Range and Ultra variants, but despite having the same weights and outputs, the GT is, on paper, claimed to be a tenth of a second slower to 100km/h than the rest of the range: 8.5 seconds versus 8.4sec for the cheaper models.

VW’s official fuel economy figure for the Polo GTI on the combined (ADR 81/02 - urban, extra-urban) cycle is 6.5L/100km, the 2.0-litre turbo four emitting 150g/km of CO2 in the process. Not bad for hot-hatch with this kind of performance. 

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 40 litres of it to fill the tank. Using the official consumption figure that translates to a range of 615km.

That aforementioned larger battery is a 63kWh lithium-iron phosphate (LFP) battery, over the 48kWh unit in the Standard Range base variant.

According to GWM’s brochure, the GT’s electric driving range under WLTP is 400km, 20km less than the Long Range and Ultra (and like the acceleration time, for no obvious reason).

With a 400km claimed range and 63kWh battery, the Ora GT should return a power consumption figure of around 15.75kWh/100km, though on test we saw 16.4kWh.

GWM claims charging with 11kWh AC power will take 6.5 hours to jump from 10 to 80 per cent charge, while 80kW DC charging takes 50 minutes to do the same.

The Polo launch drive program covered around 150km of city, suburban and freeway running from inner Sydney, through twisting B-roads to the city’s south, and sprawling semi-rural areas further west, topped off with a closed track session at the Luddenham Raceway.

Weighing in at a fraction over 1.3 tonnes, with 147kW/320Nm sent to the front wheels, the Polo GTI is capable of sprinting from 0-100km/h in 6.8 seconds, which is satisfyingly quick.

And the 2.0-litre, four-cylinder turbo-petrol engine’s dyno sheet must be a thing of beauty with maximum torque available from from 1450 to 4390rpm, and peak power picking things up at precisely the end of that plateau, remaining on tap all the way to 6000rpm.

So, mid-range punch is always there, and the six-speed ‘DSG’ dual-clutch auto delivers rapid, precise shifts, with wheel-mounted paddles dialling up the fun factor when you want to shift ratios yourself.

Combined engine and exhaust noise is agreeably rorty without tipping over the annoyance threshold, although the high-performance 215/40 Continental ContiSportContact rubber transfers a fair amount of rumble on coarser surfaces.  

The base suspension set-up is strut front/torsion beam rear, with the standard ‘Sport Select’ system built around switchable dampers, offering the choice of ‘Normal’ and ‘Sport’ modes. 

Normal is nicely composed with comfy compliance over longer undulations as well as higher frequency bumps and dips. But if the red mist descends and you’re ready for some fun the (noticeably firmer) Sport setting buttons everything down that bit more. 

As well as the damping, throttle response is faster, the DSG picks up the pace as does the steering. Even the exhaust is enhanced, although it’s via the synthetic ‘Sound Actuator.’ Boo!

Balanced and predictable in quick cornering, the Polo GTI’s electro-mechanically assisted steering is precise and beautifully weighted, with great road feel. And the car’s ‘Extended Differential Lock’ uses the traction control and braking systems to minimise wheel spin, maximise traction, and help limit understeer.

On top of all that, the carefully sculpted sports seats deliver secure location without compromising comfort, and the grippy sports wheel feels great.

Braking is by ventilated discs at the front with solid rotors at the rear, and even under the pressure of a flat-out track session (moderated with the help of some admirably patient tame racing drivers) they remained progressive and firm.

In more civilised surroundings the Polo’s size and excellent all-around vision (not to mention a clear reversing camera) make it a cinch to park. The combination of on-screen touch controls, and physical dials for the multimedia system is welcome. And the connection for Apple CarPlay and Android Auto is wired or wireless which is handy for those who prefer the surety of a wired connection or the flexibility of one less cable in their life.

As is the case with the GT’s outputs and features, there’s nothing to suggest the GT would be fundamentally better to drive than any other variant. Unless all those kids at school were right about red bits making cars go faster.

The Ora’s front-drive layout paired with relatively immediate electric torque delivery, however, means you probably wouldn’t want it to be much more powerful with this particular mechanical setup.

The Ora, as a city car, does its job reasonably well in standard drive modes, though its sport mode is possibly a little too eager for day-to-day affairs - and the way it quite conservatively understeers on corners suggests there’s not much ‘sport’ driving to be done in this cute EV.

The steering itself feels fairly numb (again, fine day-to-day) and becomes heavier or lighter in different drive modes, but with no real advantage - the wheel itself is also a little on the large side.

Its suspension tune is comfortable enough for the low-speed streets on which this car is likely to find itself most often, where most city cars aren’t exactly riding on clouds, though can more obviously start to feel a little underdone on rougher roads at high speed.

It’s not a light car, after all, a hatchback that weighs 1580kg and has a short wheelbase isn’t going to be a dynamic masterpiece, though it does at least feel stable enough through corners thanks to its low centre of gravity.

It’s not going to encourage any heroic driving, but it’s also more likely to deter rather than outright punish any silly behaviour behind the wheel.

The GWM Ora’s safety features are almost all standard across the range, which is great even if you don’t opt for the GT.

This means its seven airbags (dual frontal, side chest, curtain and centre) are all standard, as well as autonomous emergency braking, secondary collision avoidance, rear cross-traffic alert and forward collision warning, lane keep assist, traffic jam assist and even a surround-view parking camera. The Ultra and GT are the only variants with a front parking sensor and auto parking assist.

The features are all there, but some finer tuning when it comes to some driver assistance could be looked at - thus the slightly lower side of the scoring scale for a car that’s ticking all the boxes on paper.

Volkswagen Australia covers the Polo GTI with a five-year/unlimited kilometre warranty, which is now the volume market standard.

The paint is warranted for three years/unlimited kilometres, “Through Corrosion” is covered for 12 years/unlimited kilometres, and 12 months roadside assistance is included.

Servicing is required every 12 months or 15,000km, with prices over the first five years ranging from a low of $455 to a high of $1498, the average per service coming out at $701, which is a pretty solid number.

Capped price servicing is available, however, over five- and three-year plans. Paying up-front for five years results in a $765 saving over pay-as-you-go.

A nice side benefit is the ability to fold servicing costs into the vehicle’s financing at the time of purchase, and the plan is transferable if you decide to sell the car before the five or three years is up.

GWM offers a seven-year/unlimited kilometre warranty, as well as an eight-year/unlimited kilometre battery warranty. The former is quite decent for the industry, the latter relatively par when it comes to battery warranties.

Five years or 150,000km of roadside assistance is also included.

The Ora’s first five services, each coming in at 12 month/15,000km intervals, are capped price, all at $99.