Churning out a similar peak power figure to the sportier
petrol-driven 1,6s on the market, along with a healthy extra dose of torque,
the pumpe-düse-powered Polo is a nifty performer. Add to that its out-of-this-world
fuel economy and a price that’s right in the ballpark for a sporty three-door,
and VW should have a winner in the sales stakes, too.
Not surprisingly, the new Polos and their Polo Classic siblings have rapidly
become serious players on the monthly NAAMSA sales charts. Bringing new levels
of quality, safety and technology to locally-manufactured small cars, they offer
customers similar packages to those on offer in sophisticated international
markets.
Now the three-door body style adds a sportier dimension, slotting into the
trendy sports-hatch market. While the Polo’s main rivals are cars such
as the three-door Renault Clio 1,6 and Mini Cooper, the cachet of more upmarket
three-doors such as the Audi A3 and BMW Compact also rubs off on vehicles in
the segment. On the TDI, 16-inch Barcelona alloy wheels, shod with low-profile
205/45 tyres (Bridgestone Turanzas on the test car), add to the racy looks.
Underpinnings are similar to the other models in the Polo range, with MacPherson
struts and lower wishbones in front and a torsion beam axle, located by trailing
arms, at the rear. Brakes are four-wheel discs (ventilated in front), and ABS
with EBD is standard.
The turbocharged and intercooled four-cylinder power-unit is from the same
family as the three-cylinder in the 1,4 TDI, with identical bore and stroke
dimensions. Like the smaller unit, it features the pumpe-düse fuel supply
system, with a high-pressure injector pump for each cylinder. Compression ratio
is 19,0:1, slightly lower than that of the triple, and peak outputs are 74 kW
at 4 000 r/min and 240 N.m between 1 800 and 2 400 r/min. Drive is taken to
the front wheels via a five-speed manual
gearbox.
Open the wide driver’s door – taking care that the detent mechanism
doesn’t send it crashing into the garage wall, or a vehicle parked alongside
– and you’ll immediately notice the stylish “easy entry”
sports seats, which slide and tilt forward to allow reasonably easy access to
the rear compartment. Though they lack side support, the cloth-upholstered front
buckets are comfy and provide plenty of adjustment. This, in concert with the
rake/reach adjustable leather-rimmed wheel, allows drivers of all sizes to find
an ideal position at the controls. But the passenger seat rattled when unoccupied,
a problem often associated with tip-up buckets in two- or three-door cars.
There are good levels of clearance for feet and heads of rear-seat passengers,
too. As in most small hatchbacks, the 60:40-split rear seatback folds forward
to add to the luggage area. Measured by the ISO-block method, the primary load
area took 232 dm3 of our test luggage. This expands to 848 dm3 with the rear
seatbacks folded forward.
The cabin is of very high quality. While some may not like the predominance
of black, most will be impressed by the premium grade materials. Facia and door-toppings
are in classy soft-feel plastic, instruments are clear (though VW’s standard
acid rock blue and red backlighting doesn’t go down well with some members
of the CAR test team), and controls are user friendly.
The 1,9 TDI is very well-specced for its R155 240 list price. Among the standard
items are electric windows, electrically-adjustable exterior mirrors, removable
front and rear floor mats, a dual-tone hooter, a trip computer, a Gamma radio/tape
with removable face, a front-loading six-CD changer, remote central locking/alarm
/immobiliser, and a full-size alloy spare to match the other four road wheels.
Options include satellite navigation, cruise control, metallic paint, and VW’s
Automotion service and maintenance plans.
As on all the current Polos, the 1,9 TDI is well-equipped with passive safety
features. There are airbags for driver and front passenger, and the front seatbelts
have pyrotechnic pretensioners.
Twist the key, and the turbodiesel growls into life, idling with a familiar
diesel clatter. Engage first and put your foot down, and the car surges forward
with that familiar “elastic” turbo feel. Keep it planted on the
accelerator pedal, and the revs continue rising, the motor feeling more like
a petrol unit. The secret: the high-pressure pump injection system, which results
in more rev-happy characteristics. In fact, the 1,9 TDI offers the best of both
worlds, providing high levels of torque from around 1 500 r/min, but allowing
a wide rev-range when you need to get a move-on.
Out on the test strip, the TDI recorded the kind of figures you’d expect
from a sporty 1,6-litre petrol-engined superhatch, surging from zero to 100
km/h in 9,67 seconds, passing the kilometre mark in 31,48 seconds, and accelerating
briskly onwards to a top speed of 188 km/h. The gearshift is slick – though
one tester had problems with the fourth-to-fifth change – and the engine
spun happily past the 4 500 r/min red line, without the upper-range drop-off
in momentum that bedevils many diesels.
Avoid the heroics, however, and the Polo rewards the driver with effortless
cruising ability and impressive economy. Our standard fuel test resulted in
an index of 5,67 litres/100 km (our estimate of overall fuel thirst in “enthusiastic”
driving), considerably better than the 6,26 posted by the 1,4 TDI, and the best
ever recorded in a CAR test. We reckon most drivers would have no problem travelling
800 km on a 45-litre tankful of diesel.
Away from “cruise roads”, the Polo handles reasonably well. Its
ride is not as floaty as other models in the range, possibly because of the
heavier diesel engine. But it is still a bit underdamped, wallowing in corners
and understeering quite soon when pushed in corners.
The steering is precise, and provides good feedback. The brakes are difficult
to modulate in traffic until you get used to them, but provide good emergency
stopping ability. Our 10-stop 100-to-0 emergency brake test routine produced
no trace of fade, and the car stopped repeatedly in a fraction over three seconds.