Other four-cylinder engines are under consideration for the production version of the BlueSport. They include the gutsy 265bhp turbocharged 2.0-litre four-cylinder direct injection petrol unit recently confirmed for the Scirocco R.
Although you can expect the styling, credited to Christian Felske, to be refined by the time it reaches production, the one thing that won’t change much is its basic dimensions. At 3999mm in length, 1750mm in width and 1260mm in height, it is roughly the same size as the Mazda MX-5 – a car that appears to have played a key role in prompting Volkswagen to decide to build the BlueSport.
What’s it like?
Rarely have we driven a concept car with such mechanical proficiency. In fact, the BlueSport seems to have skipped all the usual early development processes Volkswagen models normally undergo and gone straight into testing phase, such is its inherent togetherness.
In all, we managed almost 50 miles over a variety of roads. So consider this more a proper test drive than a simple tootle up the road.
There is no key. All you’ve got to do is touch a starter button that's mounted within a bezel controlling the PRND functions of the gearbox in place of a traditional lever. Initial impression? The raspy sound the engine makes is more like a petrol unit than typical diesel. It’s also well isolated, too, considering it sits just over your shoulder.
It may be a diesel, but there’s nothing lacking about the way the BlueSport gets along. A determined nudge of the throttle unleashes a heady turn of speed. Top speed for the concept car has been pegged at 62mph, but you really only need half of it to discover there’s real intent here. A distinct rearward weight bias sees the BlueSport squat and hug the bitumen as you accelerate hard out of a third gear corner.
The performance is partly a product of the 1200kg kerb weight, which gives it a weight to power ratio of 142bhp per tonne – roughly the same the MX-5. It’ll hit 62mph in 6.6sec and reach 140mph flat out.
With Volkswagen’s Blue TDI technology that sees the exhaust gas recycled, it’s also claimed to return almost 50mpg on the combined cycle and CO2 emissions of just 113g/km. It also complies with North America’s strict BIN5 NOx regulations.
There’s more to it than outright speed, though. Displaying a level of response and composure well beyond what you might expect from a one off concept car, the chassis flows in concert with the camber of the smooth surfaced German country roads we drove the BlueSport on, and there’s proper feel to the pedals, enough to allow you to provide measured increases in throttle and confidence inspiring dabs of the brakes, which have been taken from the Golf R32.
The steering, an electro-mechanical set-up borrowed from the Polo, is typically light in feel but at the same time is terrifically direct. A lack of mass introduces a degree of eagerness upon turn in not apparent in any existing Volkswagen model. It all adds up to a wonderfully deft cornering feel, and with 19-inch aluminium wheels shod with 235/35 (front) and 245/35 (rear) Pirelli P-Zero Nero tyres underneath, you can be assured of plenty of grip.
The BlueSport sits low to the road to accentuate its stance. But even without any meaningful tuning of its suspension, the ride is sufficiently controlled and possesses enough composure to allow you to attack pockmarked roads, rather than simply tootle over them as you would with most concept cars. The underpinnings combine the front MacPherson strut set-up from the new fifth generation Polo with the rear multi-link arrangement from upcoming four-wheel drive 4Motion versions of the sixth-generation Golf – all in the interests of cost saving apparently. But when it all works this well, there’s really no reason to hide the fact.