NEW Polo, now rolling off the lines at the Uitenhage plant, signals a further step in the alignment of Volkswagen South Africa with its parent company. The export contract for the current Golf range has been the catalyst, establishing German practices in the local operation, and paving the way for a range that mirrors the line-up produced in Europe.
The arrival of the new model signals the end of Polo Playa, the unique-to-South Africa hatch adapted from the Seat Ibiza. Next year, South Africa will also bid farewell to the current Polo Classic, when production begins of a new-generation saloon version identical to those produced in plants in Europe and South America. The changes will be tinged with sorrow for those who regret the loss of individualism to a country that has a tradition of finding its own automotive solutions. But there’s no doubt that the new deal will hugely benefit the local motorist, bringing new levels of quality, safety and technology. Local VW buyers will have similar choices to their counterparts in other countries, and will benefit from the standards customers in the developed world take for granted.
Two key examples of this movement are evident in the new Polo line-up. One is the introduction of a state-of-the-art high-pressure small turbodiesel, the other is the option of satellite navigation. Both technologies have filtered through to South Africa in more expensive models, but are commonplace on small cars in Europe. VW’s lead means their availability will also become the norm in less expensive cars on our market.
It’s fitting, therefore, that the first new Polo model tested by CAR should have both these features. In fact, the 1,4 TDI is the flagship model of the new range. Its turbocharged and inter-cooled three-cylinder, six-valve 1 422 cm3 engine is a state-of-the art modern diesel. Key features are a balance shaft to smooth out the vibrations inherent in a triple, and Volkswagen’s latest pumpe-düse fuel supply system, with a high-pressure injector pump for each cylinder. Outputs are impressive for a small-capacity diesel, power peaking at 55 kW at 4 000 r/min, with a maximum torque value of 195 N.m at a lazy 2 200. VW says the engine meets the forthcoming European clean air standards as a result of extra fine-tuning of the combustion process, and the adoption of exhaust gas recirculation with a cooler to lower the combustion temperatures, thus reducing Nox emissions.
Although suspension follows general Volkswagen practice, there are modifications in the interests of weight-saving, durability and better space utilisation. The front MacPherson struts and lower wishbones are carried on a lightweight aluminium-and-steel subframe, and the front anti-roll bar is directly activated to do away with the flexing (and resultant greater wear) of a rubber mounting.
This has allowed a thinner, lighter bar to be used. Rear springing is by the usual torsion beam, located by trailing arms and suspended on coil springs, but the dampers have been positioned outside the spring units to leave space for a wider luggage compartment. The axle has been designed to do away with the need for an anti-roll bar.
Steering is rack and pinion, with electro-hydraulic assistance, and adapts to road speed and driver input. Braking is by discs all round (the front units being ventilated) and ABS and EBD are standard on all new Polo models. The 1,4 TDI has smart five-spoke 15x6J alloy wheels, shod with 195/55 rubber.
Styling is chunky, with a Lupo-derived four-headlight front end and a tailgate that has a distinct family resemblance to that of the current Golf, though the tail-light units are more rounded. The 1,6-litre petrol and 1,4 TDi models have fully colour-coded bumpers. The car looks compact on the road, but is, in fact, larger than the Polo Playa. Length is up by 69 mm, width by 10 mm, and height by 40 mm.
There’s also a 17 mm increase in wheelbase which, together with improved space utilisation, has made the newcomer a lot roomier than its predecessor. VW says the interior dimensions are virtually identical to those of Golf II. We found the cloth-upholstered seats comfortable and supportive, with good levels of clearance for head and feet at the rear, thanks to the squab angle. In usual hatchback tradition, the 60:40-split rear seatbacks fold forward to add to the luggage area. Our standard ISO-block test measured a competitive 232 dm3 in the luggage compartment with the seats in their normal position, and a total load capacity of 848 dm3 with the backs tumbled forward and the parcel shelf removed. There’s a full-size spare wheel under the load bay floor.
Apart from its roominess, what impresses about the interior is the high quality levels. Plastics are high-grade, the upper facia is a laminated soft moulding, and fit is near-perfect – certainly the best in class. With shades of black and charcoal dominating, some may find the interior a little sombre, and the facia is very straight, with an angular, jaw-like centre section that does not flow into the centre console. There are a number of useful stash spaces, including a parcel shelf that extends the full width of the facia, handy drawers under both front seats, and (rather narrow) door-bins.
Equipment is comprehensive for a car in this class, and includes electrically adjustable exterior mirrors, remote door-locking/alarm/immobiliser, air-conditioning with pollen/dust filters and calibrated temp adjustment (by rotary switches and touch pads on the central facia), electric windows front and rear, an adjustable steering column, a trip computer and airbags for driver and front seat passenger. Both visors feature illuminated vanity mirrors, the driver’s side unit on the test car refusing to switch off as it should have when the mirror was covered. TDI models come with a standard radio/tape, with a CD player as an option, but the test car had the full-house set-up, which includes satellite navigation, offered as a R12 500 extra. The system is mounted in the central section of the facia, and features a monochrome dot matric display and voice-simulator instructions.
Instruments are white-on-black gauges, with the tachometer red-lined at 4 500. They are clearly viewed through the upper half of the four-spoke wheel. There are the usual soft-feel stalks for wipers, indicators and high/low beam, with the on/off switch for the lights on the facia to the right of the wheel. Pedals are nicely positioned, with an adequately-sized footwell and a rest for the clutch foot, and the gearlever falls nicely to hand, with no stretching to engage the away-and-forward reverse gear.
The driver’s seat offers a decent range of adjustment (including squab height), and the chairs are comfy and supportive. Despite a fairly high waist-line, all-round visibilty is good.
Twist the key and the diesel triple fires up instantaneously, idling with a pleasant, if noisy, off-beat sound. With loads of torque low-down, a gentle stroke of the throttle is enough to get the car on its way in first. In traffic, we found the car would lope along quite comfortably in fifth, with the tacho reading around 1 500 r/min. Depressing the throttle above 2 000 r/min would make the vehicle surge forward strongly as the high-pressure injector pumps did their thing, without any shudder or hesitation. We reckon that, driven in this way, the 1,4 TDI would post astonishing fuel economy. As it is, put through our usual test programme, the car realised a CAR fuel index (our calculation of overall consumption in the hands of an enthusiastic driver not particularly concerned about fuel thirst) of 6,26 litres per 100 km. So, even though the fuel tank has a fairly small 45-litre capacity, expected range should be over 700 km.
Driven with even greater verve on our test strip, the TDI sprinted to 100 km/h through the gears in 14,51 seconds, completed the kilometre in 36,1 seconds, and topped out at 175 km/h in fifth. But the telling figures were those showing in-gear acceleration in fourth and top, illustrating a level of performance that will allow drivers to hold their own easily with other traffic.
True to German tradition, the Polo also brakes well, the ABS-modulated and EBS-regulated all-disc system stopping the car in an average time of 3,09 seconds in our 10-stop 100-to-0 test routine. The only niggle was that the the pads felt “grabby” in sudden applications at low speeds.
Away from straight, smooth road conditions, the Polo excelled once again. Ride is outstandingly absorbent for a small car, yet also well-controlled. The only sign of distress was a certain amount of harshness over ridges.
The variable steering is precise, with good feedback, and handling is agile and predictable. Understeer sets in at the limit, but is easily countered with a throttle lift, which will gently bring the front back into line.
Driven at the limit, the new Polo chassis is both competent and rewarding. But, in TDI form, its major strength is unfussed cruising, both at city speeds (when you can almost feel every stroke of the three cylinders) and at the legal limit. The flexible engine, the well-insulated body and the efficient suspension all contribute to the feeling of effortlessness. And calling up the trip computer’s instant consumption readout adds to the feeling of well-being.
