VOLKSWAGEN

STAY IN THE BLACK WITH BLUEMOTION Volkswagen is making it easy for customers to choose the most economical models in its range. Just look for the BlueMotion badge as attached to the back of this Polo. Andy Enright reports

When it comes to fuel economy, Volkswagen has some history. Remember the Lupo 3-Litre? No, it wasn’t a citycar with a big V6 shoehorned in. Instead it was a car offered in Europe that claimed to be able to run 100km on only three litres of fuel, which works out at around 94 miles per gallon. Other manufacturers caught onto the idea of offering special economy models but strangely, Volkswagen have until recently ignored the market where fuel prices are so high that motorists feel as if they’re being squeezed until the pips squeak. Right here in the UK.

That’s changed with the launch of their BlueMotion range of cars and the Polo is the first to make landfall. The BlueMotion concept boosts fuel economy in three key ways, namely lower weight, improved aerodynamics and higher gearing. The results are impressive to say the least and offer real world savings to motorists. In its base form, this car benefits from a combined fuel consumption figure of 74.3 mpg and CO2 output of 99 g/km, so it qualifies for a place in the tax-exempt VED band ‘A’. Developing an all-new economy diesel engine from scratch would have cost an arm and a leg so it was lucky that Volkswagen already had an award-winning unit to plumb into the Polo BlueMotion. The 1.4-litre three-cylinder TDI engine is fitted with electronically controlled, high pressure direct injection. The variable geometry turbocharger provides high levels of torque at low engine speeds and swift response with very little lag. The end result is 80bhp at the flywheel which is a respectable amount of poke for a car that’s marketed as an economy special. The BlueMotion will zip to 60mph in 12.5 seconds and run on to a top speed of 109mph if you’re willing to adopt caveman throttle tactics. The aerodynamic changes to the car haven’t upset the handling although the low rolling resistance 165/70 tyres are optimised for fuel economy rather than handling. As with all mainstream Polo models, ride quality is very good and all-round visibility is also better than many key rivals. With its slightly odd-looking smoothed off grille, the BlueMotion looks like no other Polo. The only differentiation over other variants is that regardless of the body colour, the wing mirrors and trailing edge of the rear bumper are finished in silver. The spoiler that hoods the rear window isn’t too over the top either. Only those in the know will twig your aversion to filling stations.

"It’s a testament to Volkswagen’s efforts that the Polo BlueMotion manages an average economy figure of some 74.3 miles per gallon…"

As far as space and versatility are concerned, there’s very little about this BlueMotion model that’s different to a regular Polo model. This means that there’s plenty of headroom front and rear and a decent amount of carrying capacity. Only a lack of MPV-style oddments storage counts as a demerit. Build quality is predictably good with the Polo leading the way in terms of perceived quality in the cabin. Yes, if you look a little lower down on the fascia you’ll find cheaper, harder plastics but the main panels are expensively thermoformed and the cool blue interior lighting and unique fabric finishes help differentiate the BlueMotion model. The problem with developing cars like the BlueMotion is one of simple economics. By its very appeal, it is targeted at customers who are the most pragmatic when it comes to spending money. The first question is whether these same people will play the badge equity game in the first instance and choose a Volkswagen. A marginally thirstier Peugeot or Ford will probably work out cheaper over a three year ownership period if typical supermini mileages are concerned. Even if Volkswagen does woo them into the fold, the next question is whether the incremental advantages of the BlueMotion model are worth choosing over the better equipped Polo diesels. It’s a testament to Volkswagen’s efforts that the Polo BlueMotion manages that average economy figure of some 74.3 miles per gallon. Compare that to the 60.1 mile per gallon figure of a standard Polo 1.4TDI three-door and it’s clear that real world fuel savings are achievable. I’m fairly sceptical of absolute manufacturer fuel economy claims but the percentage difference between the two cars is probably reliable. The BlueMotion should also do very well in terms of depreciation. It’s actually priced at around the same as a Polo 1.4TDI SE and the fuel saving advantages can only become more attractive. It’s not as if the Government is going to start feeling sorry for Britain’s motorists and slash fuel prices. The green commitment appears to be gaining even more traction in the corridors of power and an escalation in fuel costs may be one cross-party solution that has some legs. Tyre-shredding teens are probably not the market Volkswagen are aiming this car at and as a result, insurance ratings are reasonable. Expect to pay premiums reflected by a Group 5 rating and you shouldn’t be too far wide of the mark. Although £12,120 is a fair sum of money to hand over for a car that aims to save you cash, the Volkswagen Polo BlueMotion is not without its attractions. It comes in two guises – BlueMotion 1 and BlueMotion 2.  Adding to the BlueMotion 1’s list of standard equipment (which includes a diesel particulate filter, twin front and side airbags, a CD player and electric windows), the BlueMotion 2 benefits from air conditioning, rain sensing windscreen wipers, remote central locking and leather trim for the steering wheel, handbrake and gear knob.  The most attractive thing about this model is that it asks so little of its owner. You don’t have to put up with intrusive engineering solutions or weird styling. In most respects, it’s just another Polo, albeit one that can drive from London to the South of France on one 45-litre thankful thanks to that headline 74.3mpg economy. There will be many more BlueMotion models across the Volkswagen range, so think of this as a painless way to have a little pop back at the Chancellor. I think we can all appreciate that.

Facts At A Glance CAR: Volkswagen Polo BlueMotion PRICE: £12,120-£13,535– on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 99g/km PERFORMANCE: 0-60mph 12.5s / Max Speed 109mph FUEL CONSUMPTION: (urban) 57.6mpg / (extra urban) 88.3mpg / (combined) 74.3mpg STANDARD SAFETY FEATURES: twin front and side airbags, ISOFIX fittings, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 3897/1650/1465mm

THE SECRET OF MY SUCCESSOR As Good As Volkswagen’s Golf GTI Is, There’s No Getting Away From The Fact The It’s Priced Out Of The Reach Of Many Buyers. Andy Enright Takes A Look At A More Affordable GTI From Volkswagen…

It’s hard not to develop a deep and lasting admiration of the current Golf GTI. It’s a fantastic car but there’s no getting away from the fact that it has moved significantly upmarket. Taking inflation into account, a Golf GTI bought for £5,700 in 1981 would equate to a £13,000 car today, some way removed from the current Golf’s near £20,000 price tag. Therefore a truer successor to the spirit of the original GTI comes from elsewhere in Volkswagen’s range. The Polo is that car and in its latest GTI form looks to replicate the Golf’s success at a more accessible price.

Fast Polo variants have never really established much of a reputation for themselves. Yes, the old G40 supercharged model achieved a small cult following, but in latter years faster Polos found themselves uncomfortably squeezed between Volkswagen’s positioning of the Lupo and Golf GTI models. Much of that has changed now. The pricey Lupo GTI is dead and there’s a little more headroom above the Polo now that the Golf GTI has become a properly premium hot hatch. With some more air to breathe and the designers getting a freer hand, the current Polo GTI looks to be the best yet. Unveiled at the 2005 Tokyo Motor Show, the Polo is powered by a 150bhp turbocharged engine, in this case a 1.8-litre 20v four cylinder that has seen sterling service elsewhere in Volkswagen’s range. Aftermarket tuners know the potential of this engine, it being largely the same unit that powers the 240bhp Audi TT quattro Sport, albeit shorn of some of the high performance refinements. The Polo G40 became popular because it could be tweaked so easily with the addition of a modified chip and pulley. I wouldn’t be surprised if this version of the Polo GTI achieved similar status. You won’t need to take this car to a tuner to extract a whole bunch of fun from it, however, as the standard package will be more than enough for many. It’ll notch off the sprint to 60mph in just over eight seconds and keep going until it reaches 135mph, making it a good deal quicker than the old 125bhp Polo GTI.

"The Polo GTI offers big car pace and quality in a manageably sized package"

The turbocharged engine develops quite a fair degree of torque and the 220Nm peak figure (at a lowly 1,950rpm) is identical to that of a supercharged Mini Cooper S. This mid-range power will see the car accelerate from 50 to 75mph in a mere 7.5 seconds. This is exactly the sort of useable power you need when dispatching dawdling traffic and the Polo scores well in this regard. Drive the car with a modicum of restraint and you should see a figure not too far removed from Volkswagen’s published 36.4 combined economy claim. That’s the engine covered but modern hot hatch buyers don’t just want a shopping trolley with a bottle rocket underneath it. They want a premium look and feel and Volkswagen are past masters at endowing their GTI models with some serious presence. The Polo GTI features the same radiator grille design as the Golf GTI, with black upper air grilles with a honeycomb grating. The headlights and fog lamps are also edged in black, giving the Polo a rather more malevolent frontal aspect than its benign-looking siblings. Move round to the rear and you’ll spot a roof edge spoiler with an integrated brake light and a chromed twin-tipped exhaust pipe. Red brake discs are easily visible through the five apertures of the 16-inch alloy wheels shod with 205/45 R16 rubber. The ride height is 15mm lower than a standard Polo, ensuring that the wheels really fill the arches convincingly. There’s nothing worse than acres of fresh air on show above the tyres of your GTI. The visual effect of the car sitting low to the road is helped by black lateral sill boards. The interior is also bedecked with a whole bunch of sporting fitments. There’s even a nod to classic GTI history with the fitment of chequered Interlagos upholstery. A leather-trimmed steering wheel, gear stick and gaiter and handbrake lever are only to be expected in a car of this ilk, but Volkswagen have also added extra metallic touches to lift the visual appeal of the fascia. Small details such as the red stitching work on the steering wheel and the red borders on the seat belts are nice, setting off the red badging and brake callipers. A metal top plate on the gear lever and an aluminium pedal set are also standard features. Aside from the GTI-specific refinements, the interior remains what we’ve come to expect from Volkswagen, that is to say class leading. The cabin is probably more impressive than the low-key changes to the exterior. With 270 litres of boot space, the Polo can now realistically function as family transport, with rear legroom particularly generous. Fold the rear seats down and there’s a cavernous 1.030 litres at your disposal. Park yourself behind the steering wheel and you’ll witness a level of fit and finish normally unseen on supermini class cars. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. The power steering plus a tiltable and telescopic steering column, pretty much guarantee comfort behind the wheel and taller drivers will like the GTI’s adjustable height drivers seat. Front and side airbags are fitted as standard and the passenger airbag can be deactivated if you’ve got a child seat fitted. Available in both three and five-door guises priced at £15,165 and £15,765 respectively, the Polo GTI isn’t the cheap ‘people’s hot hatch’ that many of us would have liked but it’ll still be a car that deserves to do very well. Let’s just say this is a Polo with potential.

Facts At A Glance CAR: Volkswagen Polo 1.8 GTI PRICES: £15,165-£15,765 - on the road INSURANCE GROUP: 13 CO2 EMISSIONS: 190g/km PERFORMANCE: 0-60mph 8.2s / Max Speed 135mph FUEL CONSUMPTION: (combined) 36.4mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist, ESP WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 3197/1658/1420mm

MORE THAN A MATCH Volkswagen is expecting to shift its Polo Match models in large numbers. Steve Walker reports

There are more exciting models in the Volkswagen Polo range than the Match derivatives we’re taking a peek at here. The SE has a hint of luxury about it, there’s the GTi for those who like their small cars to pack a punch, the Dune model has a soupcon of offroad attitude to set it apart and the BlueMotion is the solution for motorists wanting to do their bit for the planet. In comparison, the humble Match might look unremarkable but, if we’re honest, its combination of a decent specification, economical engines and low prices is what most supermini buyers really want.

Though Volkswagen has tinkered with its Polo supermini in the last few years, substantially improving upon it is a tough task. Yes, you could throw technological gimmickry at the thing in a bid to instil even more of a big car feel, but the Volkswagen has long been near the top of its class in terms of price and jacking the asking fee up still further would only alienate loyal customers. So it is that the Germans have stuck in recent times to merely finessing what has been something of a winning formula for them. The Polo is a well-rounded product that the Match trim level might just show in its best light. The Polo Match presents a choice of 1.4 or 1.2-litre powerplants but within that there’s the option of petrol or diesel. Take the petrol path and you can choose the 59bhp 1.2-litre engine that takes 16.5s to get the substantial Polo to 60mph. It’s not the most satisfying engine in a car of the Volkswagen’s weight and the 68bhp version of the same 1.2-litre powerplant is probably a better bet. 60mph is 14.5s away here so you won’t be generating a sonic boom as you move through the gears but there’s more poke for getting briskly about town. The quickest Polo Match models are fitted with the 1.4-litre 78bhp petrol engine which takes 12.2s to do the standstill to 60mph trial. That only leaves the 68bhp 1.4-litre TDI diesel which takes 1.2.8s but feels stronger than that thanks to the torque made by its oil-burning internals.

"Levels of fit, finish and comfort wouldn’t be out of place in a car costing two or three times as much."

The Polo always feels like a bigger car than it is on the road. It means that some of the agility and zest that makes small cars so much fun is lost. However, the same is true of so many supermini products these days and the advantages come in the form of superior ride comfort and composure. The Polo is at home nipping around town or stretching its legs on the motorway although, we’d select one of the larger engines if lengthy trips are a regular part of your car’s duties. The Polo’s smart front end introduced in 2005 is now the ‘family face’ of Volkswagen, with a deep grille forming the point of a V-shape which then continues up through the bonnet to the base of the windscreen pillars. The reshaped headlights lose the cute look of the old Polo in favour of something wielding a little more gravitas, the circular headlamp cutting into the bumper to give a resolutely contemporary look. At the back, the glass emulates the front-end’s V-shaped theme, while the rear lights again reprise the design from the front, with large circular elements. Otherwise, apart from a few interior trim tweaks, Polo fanciers should feel pretty much at home. As far as space and versatility are concerned, there’s plenty of headroom front and rear and a decent amount of carrying capacity. Only a lack of MPV-style oddments storage counts as a demerit. Build quality is predictably good with the Polo leading the way in terms of perceived quality in the cabin. Yes, if you look a little lower down on the fascia you’ll find cheaper, harder plastics but the main panels are expensively thermoformed. With 270 litres of boot space, the Polo, especially in five-door form, can realistically function as family transport, with rear legroom particularly generous. The Polo Match is designed to give supermini buyers that which they desire most. Namely, lots of equipment at an attractive price. Standard spec on all Polos runs to an MP3-compatible CD stereo, a heated rear window with washer and wiper, central locking and an immobiliser but it’s hardly the Ritz. The Match derivative comes in at around £1,600 more than the entry-level E model but it feels far less of a pauper. The package includes alloy wheels, body-coloured exterior trim, leather coverings for the steering wheel, gearknob and handbrake, semi-automatic air-conditioning, electric front windows, front fog lights, a 6CD autochanger and electric door mirrors. There’s more too, but you get the general idea that the Match would make a far more rewarding companion than the rather Spartan E. The key themes behind the Polo are the worthy (but slightly dull) avenues of safety and environmental friendliness. Both are top notch, all Polos being fitted with anti lock brakes with electronic braking assistance, twin front and side airbags, ISOFIX child seat mountings and a passenger airbag that can be deactivated when a child seat is fitted. The Polo Match models may lag behind slightly in terms of performance but they’re a match for most of the alternatives in terms of economy. Both of the 1.2-litre petrol engine options return 48mpg with emissions of 138g/km. The 1.4-litre petrol can deliver 44mpg and 152g/km but the diesel is star performer with an excellent 63mpg and 119g/km. Volkswagen has traditionally charged a premium for its wares compared to rival products from other mainstream brands and the Polo Match is no exception. The advantage comes on the used market where that Volkswagen badge carries plenty of weight and prices remain buoyant. A 1.4-litre TDI Match will retain a very healthy 52% of its value after the typical 3-year ownership period. Value for money is a key issue for any car buyer but in the cost-conscious supermini sector it’s all the more important. Volkswagen offers cheaper versions of the Polo than the Match models we look at here but if it’s value for money that you’re after, it’s the Match that strikes it really big. The Polo isn’t as youthful or vibrant in feel as some of its supermini rivals but it is a more grown-up proposition than virtually anything else. Levels of fit, finish and comfort wouldn’t be out of place in a car costing two or three times as much. The only thing that isn’t up-market is the price.

Facts At A Glance CAR: Volkswagen Polo Match PRICES: £9,325-£11,385 - on the road INSURANCE GROUPS: 3-5 CO2 EMISSIONS: 119-152g/km PERFORMANCE: [1.2 60PS] 0-60mph 14.5s / Max Speed 100mph FUEL CONSUMPTION: [1.2 60PS] (urban) 36.7mpg / (extra urban) 55.4mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm [5dr] 3897/1650/1465mm

1.2 GOOD TO BE TRUE? As the first rung on the Volkswagen Polo ladder, the 1.2-litre E and S models get the maximum big car bang for the least bucks, especially at recently reduced prices. Jonathan Crouch reports

Just how much of a new car can you get for £7,700? Your expectations will probably not be very high. A Far Eastern cheapie perhaps. Or some dubious special edition. It might be something of a surprise to learn then, that this is precisely the amount required to land a Volkswagen Polo.

Not one of the most expensive versions obviously, but still an ‘E’ specification version complete with speed-sensitive power steering, central locking, driver and front passenger airbags, a 4-speaker MP3-compatible radio/CD player, a height and reach-adjustable steering wheel and an electronic engine immobiliser. If you want more, then you want a plusher Polo Match, from £9,325. Here you get 15" alloy wheels, body-coloured bumper inserts, door handles and mirrors, electric front windows, front foglights, heated mirrors, a 6-disc CD autochanger or an iPod connector and split-folding rear seats. Though it’s possible to order the ‘Match’ version with 1.4-litre petrol or diesel power, most ‘E’ or ‘Match’ specification entry-level Polo models come with a 1.2-litre petrol engine. In an attempt to cover all the bases, Volkswagen offers two different versions of this unit, developing either 60 or 70PS. As with virtually all Polo variants, two body styles are available, three and five-door, with a £600 premium should you opt for five doors.

"Any rival model trying to wrestle sales from the Polo range will have a fight on its hands.…"

Certainly, in both its forms, the 1.2-litre three-cylinder petrol engine is a beguiling unit, its distinctive offbeat thrum giving the car genuine character. The 60PS version of this powerplant doesn’t shift the Polo’s with any great alacrity, so if your intended use includes much motorway work, you’re better off shaking the piggy bank a little further for the high output version. Both engines use a balancer shaft to reduce vibration and Volkswagen claim they are as refined as a four-cylinder. Whilst that may be true as regards vibration, they are quite vocal, especially when extended. The key difference between the two engines is that the 70PS version features a quartet of valves per cylinder whereas the 60PS version makes do with a pair. With the 70PS unit, 60mph is around 15 seconds away en route to a top speed of just over 100mph, whilst the 60PS car keeps your licence that little bit safer by topping out at 95mph. Combined fuel consumption figures are identical at around 48.7mpg, a creditable figure given the Polo is so solidly built. An integral aspect of the Polo’s appeal is the drive to downsize. Although this may sound odd given that the car’s girth has manifestly swelled, it now caters very well to drivers no longer interested in running something Mondeo-sized without making them feel as if they’ve suddenly become a member of the underclass. Swap from a Passat to a Polo and you certainly won’t feel as if your station in life has taken a dive; you’ll just feel as though you’ve taken an informed decision to downsize. The key themes behind the Polo are the worthy (but slightly dull) avenues of safety and environmental friendliness. Both have been ratcheted up a notch or two in recent times, all Polos now being fitted with anti lock brakes with electronic braking assistance, twin front and side airbags, ISOFIX child seat mountings and a switchable passenger airbag. With 270 litres of boot space, the Polo, especially in five-door form, can now realistically function as family transport, with rear legroom particularly generous. Park yourself behind the steering wheel and you’ll witness a level of fit and finish unseen on Supermini class cars. The steering wheel design is slightly unusual, resembling an early Porsche 911 design, but the rest of the cabin has that elegant, understated simplicity of all Volkswagen Group products. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. All models get power steering, an adjustable height driver’s seat plus a tiltable and telescopic steering column. In summary? Well, surprising at it may seem given the influx of new arrivals into the supermini sector over the last couple of years, the Polo still has a great deal of life in it – especially at the kinds of prices being asked for the 1.2-litre E and Match models we’ve been looking at here. As ever, any rival model trying to wrestle sales from the Polo range will have a fight on its hands.

Facts At A Glance CAR: Volkswagen Polo 1.2 range PRICES: £7,700-£10,325 - on the road INSURANCE GROUPS: 2-3 CO2 EMISSIONS: 138g/km PERFORMANCE: [1.2 70PS] 0-60mph 14.9s / Max Speed 101mph FUEL CONSUMPTION: [1.2 60PS] (urban) 37.2mpg / (extra urban) 58.9mpg / (combined) 48.7mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm [5dr] 3897/1650/1465mm

NO HOLES IN THIS POLO’S PLANS The Polo has long been the most over-engineered supermini on sale. It still is. Andy Enright reports

Though Volkswagen have tinkered with their Polo supermini in the last few years, substantially improving upon it is a tough task. Yes, you could throw technological gimmickry at the thing in a bid to instil even more of a big car feel, but the Volkswagen has long been near the top of its class in terms of price and jacking the asking fee up still further would only alienate loyal customers. So it is that the Germans have stuck in recent times to merely finessing what has been something of a winning formula for them, albeit one that may now have a tougher time of it since Volkswagen’s introduction of the smaller Fox model.

The smart front end introduced in 2005 is now the ‘family face’ of Volkswagen, with a deep grille forming the point of a V-shape which then continues up through the bonnet to the base of the windscreen pillars. The reshaped headlights lose the cute look of the old Polo in favour of something wielding a little more gravitas, the circular headlamp cutting into the bumper to give a resolutely contemporary look. Prices start at £7,690. If you haven’t tried a Polo for the last few years, you may also notice some visual changes to the rear. Here, the glass emulates the front-end’s V-shaped theme, while the rear lights again reprise the design from the front, with large circular elements. Otherwise, apart from a few interior trim tweaks, Polo fanciers should feel pretty much at home. Rear seat passengers still get the same amount of headroom and the view out of the car from the driver’s seat is identical to the outgoing model.

"The Polo still feels like a £25,000 car that’s just emerged from a hot-wash cycle"

One obvious weak point in the old Polo line up was the inclusion of the archaic 1.9-litre 64bhp SDI diesel engine. We regularly advised buyers to steer well clear of this budget unit, a powerplant that could be wheeled out to show how far modern diesels had come. Wheezy, harsh but frustratingly gutless, this engine had little to recommend it and Volkswagen have thankfully wielded the axe, replacing it with a far superior 70PS 1.4-litre TDI unit. The old 75PS 1.4-litre TDI has been treated to a sprucing and is now good for 80PS, creating a pair of three-cylinder TDI diesel options. The frugal BlueMotion model uses this engine, plus a series of extra tweaks to record an impressive 74.3mpg combined fuel consumption figure. There’s also a 100PS 1.9-litre TDI turbodiesel and, like both the 1.4-litre diesels, it’s fully Euro4 compliant. If you’d prefer a petrol-powered engine, Volkswagen offer 60 and 70PS 1.2-litre units, plus an 80PS version of the 1.4-litre powerplant and a 1.6-litre unit developing 105PS. For those who must have the ultimate Polo and don’t mind paying around £15,000, there’s a GTI variant featuring a 1.8-litre turbocharged petrol engine with 150PS. There’s even a mock-4x4 model called the Dune, if you like that sort of thing and are prepared to pay a premium that pitches it around the £13,000 mark. This comes in 1.4-litre guise with either the 70PS diesel or the 80PS petrol unit. Ordinary Polos comes in either E, Match, SE or Sport guises and are priced from £7,700. Diesel models cost from £10,785. An integral aspect of the Polo’s appeal is the drive to downsize. That may sound odd given that the car’s girth has noticeably swelled, but it now caters very well to drivers no longer interested in running something Mondeo-sized without making them feel as if they’ve suddenly become a member of the underclass. Swap from a Passat to a Polo and you certainly won’t feel as if your station in life has taken a dive; you’ll just feel as though you’ve taken an informed decision to drive a smaller car. No more, no less. With 270 litres of boot space, the Polo, especially in five-door form, can realistically function as family transport, with rear legroom particularly generous. Park yourself behind the steering wheel and you’ll witness a level of fit and finish that was once unseen on supermini class cars. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. All models get power steering plus a tiltable and telescopic steering column, pretty much guaranteeing comfort behind the wheel. Plusher models get an adjustable height drivers seat. Invisible laser welding makes the roof, rear wing and sills look all of a piece and also contributes to Volkswagen’s claim that the Polo has better structural rigidity than any car in its class, although as a rather outsized Supermini, one hesitates to identify exactly which class that is. The key themes behind the Polo are the worthy (but slightly dull) avenues of safety and environmental friendliness. Both are top notch, all Polos being fitted with anti lock brakes with electronic braking assistance, twin front and side airbags, ISOFIX child seat mountings and a passenger airbag that can be deactivated when a child seat is fitted. Overall? Well, yes, you can buy cheaper, but the Polo feels worth every penny feeling like a £25,000 car that’s emerged from a hot wash cycle. Whether you view the Polo’s small premium as money well spent depends on your personal perspective on Volkswagen Group products. If you think this is a fleecing, buy a SEAT or Skoda. Personally, I’d be happy paying the small premium for a finish like this.

Facts At A Glance CAR: Volkswagen Polo range PRICES: £7,700-£15,775 - on the road INSURANCE GROUPS: 4-13 CO2 EMISSIONS: 99-186g/km PERFORMANCE: [1.2 60PS] 0-60mph 14.5s / Max Speed 100mph FUEL CONSUMPTION: [1.2 60PS] (urban) 36.7mpg / (extra urban) 55.4mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm [5dr] 3897/1650/1465mm

DUNE ROAMING It Looks Like a Mini 4x4 But Looks Can Deceive. Does The Volkswagen Polo Dune Fill A Growing Niche Or Is It Merely A Me-Too Charlatan? Andy Enright Passes Judgement

Car makers can be very good at overlooking the obvious. None of the publicity material that accompanied the Volkswagen Polo Dune’s launch pack made any mention of the Polo Dune that was launched in 2004. It’s a mystery to you too? That’s not surprising. The car wasn’t on sale very long and it didn’t exactly floor dealers with demand in the period that it was. Therefore, it’s probably fair to say that the current generation Dune has very little to live up to.

It’s probably just as well. Not because the latest Dune is a bad car – it patently isn’t – but because this genre of vehicle has become a legitimate target for the ribbing of every motoring scribe in the business. On the face of it, dressing a supermini up as a 4x4 is faintly ridiculous and no matter how hard I attempt to justify the macho body mouldings in terms of supermarket car park protection, the Polo Dune will always be a tough sell. Volkswagen are justified in being a little aggrieved at being beaten to the punch in this sector. Having thought up the whole ‘4x4-look supermini’ concept with the Polo Fun show car, they quickly saw first MG Rover and then Citroen beat them to market. As galling as it was for Volkswagen, imagine how the top brass at Ford must feel. With sales of this sort of vehicle looking surprisingly buoyant, they must now regret the decision to tone down the Fusion’s 4x4 styling cues, instead positioning it as a sort of half-baked Fiesta MPV. Of all the entrants to this niche market to date, Volkswagen’s Polo Dune looks by far the most convincing. Much of that is due to its styling which is chunky and purposeful. Neither the Citroen nor the now dead Rover could claim to offer a modern chassis coupled with a raised ride height and these two factors contribute to make the Polo Dune worth a look.

"The suspension gets a 20mm altitude adjustment"

Prices start from £12,955 for 80PS petrol power or £13,790 for the 70PS diesel, both 1.4-litre units. Both are well mannered engines with the diesel just getting the nod in terms of driveability. Its fuel economy is superior too but you’ll need to do a sum regarding your annual mileage and the two cars’ respective list prices to see whether the diesel is worth the premium. With unit injector technology and variable geometry turbocharging, this is a state of the art diesel unit and is a lot more refined and progressive in its power delivery than previous generation TDI powerplants. Volkswagen have striven to give the Polo Dune a burly appearance but retain the standard Polo’s agility. Many drivers like the raised ride height as it allows them to see over other traffic, hedges, walls etc, giving a subconscious feeling of safety. This secure feel is aided by the beefy front and rear bumpers, the side and wheel arch protection and the chunky tyres. BBS alloy wheels, silver coloured roof rails and door mirrors with integrated indicators are also part of the Polo Dune styling package. Despite its macho styling, underneath it’s virtually identical to a normal front-wheel drive Polo shopping hatch. Although this may limit its ability to tackle the Rubicon Trail, anybody who’s driven one of the latest generation of Polo models will know this is a very good thing when it comes to tarmac performance. The interior of the Polo Dune has been jazzed up to offer a younger look and feel than the rather sombre Polo cabin. The chrome plated instrument surrounds, aluminium effect pedals, sports seats and leather trim for the steering wheel and handbrake set the Dune apart from lesser Polo models. Standard trim is generous and includes semi automatic climate-controlled air-conditioning, electric windows all round, a multifunction computer, an MP3-compatible CD stereo, front fog lights and electrically heated and adjustable door mirrors. The key themes behind the Polo are the worthy (but slightly dull) avenues of safety and environmental friendliness. Both have been ratcheted up a notch or two, the Dune being fitted with anti lock brakes with electronic braking assistance, twin front and side airbags, ISOFIX child seat mountings and a switchable passenger airbag. With 270 litres of boot space, the Dune can realistically function as family transport, with rear legroom particularly generous. Park yourself behind the steering wheel and you’ll witness a level of fit and finish unseen on Supermini class cars. The steering wheel is slightly unusual, resembling an early Porsche 911 design, but the rest of the cabin has that elegant, understated simplicity of all Volkswagen Group products. Sales figures would suggest that there is a market for this type of car, despite what many supercilious commentators may suggest. The trick is to build a car that’s attractive and affordable. Volkswagen have certainly scored with the first count but the Dune is by no means a snip with prices at a premium of over £2,000 compared to a normal 1.4-litre Match Polo model. In other words, you’ve really got to want it. Many would feel that a safari holiday to Tanzania makes a more definitive lifestyle statement than some body mouldings and raised suspension on your Volkswagen Polo but that’s the beauty of personal choice. There’s always somebody around to tell you what you could have spent your money on.

Facts At A Glance CAR: Volkswagen Polo Dune range PRICES: £12,955-£13,790 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 127-163g/km PERFORMANCE: [1.4 petrol] 0-60mph 14.2s / Max Speed 106mph FUEL CONSUMPTION: [1.4 diesel] (combined) 60.1mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 3897/1650/1485mm

HOW TO GET MINTED IN A NEW ECONOMY When it comes to cars, saving money usually means making sacrifices. The latest range of Volkswagen Polo TDI diesels aim to make economising as painless as possible. Fun even? Andy Enright finds out…

Whilst Volkswagen’s Polo may not significantly advance the state of the supermini art, it nevertheless makes an attractive ownership proposition. Especially if you’re looking at one of the TDI diesel-engined models.

Think about it for a moment. The truly groundbreaking cars usually end up as sales flops with the crew who picked up the idea and refined it usually laughing all the way to the bank. Colin Chapman never retired on the proceeds of the Elan, although the Mazda MX5 which aped its qualities has been a huge global success story. Likewise although Toyota could claim credit for the mini-MPV with the Picnic, it was Renault who raked in the lucre with the Scenic. When it comes to separating people from their money, a pioneering approach rarely succeeds. Harsh, but there it is. Instead, customers look for a close fit to their often prosaic requirements and this is where the Polo diesel range scores. It majors in the sort of virtues that rarely generate eyecatching copy. Sensible criteria like low insurance ratings, firm residual values, admirable build quality, low emissions and laudable fuel economy won’t shift too many copies of Top Gear magazine, but ensure that the order book for the Polo diesels is healthy. Trim levels run from Match, through SE, up to Sport. No estates or saloons (they’re long dead), just a choice of three or five-door hatches which diesel buyers can choose fitted with one of three TDI engines, at prices starting from £10,785. There’s a 1.4-litre three-cylinder unit in 70 and 80PS guises, plus a punchy 100bhp 1.9-litre four cylinder version of the latter which powers the Sport model. All three powerplants boast superb economy figures, the 70 and 80bhp TDI units capable of returning an average of 60mpg, while the more vivacious 100bhp 1.9TDI is capable of 56mpg. There’s also an economy-focused BlueMotion model with the 80PS engine, capable of returning over 70mpg.

"The handling is far superior to any diesel Polo yet seen…"

Though petrol-powered Polo prices start at £7,700, to compare like with like, you’ll need to compare petrol versus diesel models in Match trim, since you can’t buy a Polo diesel in base E spec. That still means a premium of around £1,600, so you can’t really justify the more expensive diesel variant in terms of its superior fuel economy. Driving 12,000 miles per year, you’d need to keep the car for more than twelve years for it to repay itself on that basis. What does skew the figures is the superior residual value of the turbodiesel models, due in no small part to them being far better drives. In the pre-facelifted version of this generation Polo, the one exception to that rule was the entry-level diesel SDI model. That’s now thankfully been dropped in favour of the 70PS 1.4-litre TDI unit. With far more midrange power to call upon, this engine is part of the current breed of diesel superminis that you’d drive just for the fun of it rather than as a necessity. The 70PS 1.4-litre car can make 60mph in 14.6 seconds on the way to 102mph, whilst the 100PS 1.9-litre TDI – only available in Sport trim - zips through the increment in a mere 10.7 seconds and doesn’t run out of will until 117mph. The smart front end introduced in 2005 is now the ‘family face’ of Volkswagen, with a deep grille forming the point of a V-shape which then continues up through the bonnet to the base of the windscreen pillars. The reshaped headlights lose the cute look of the old Polo in favour of something wielding a little more gravitas, the circular headlamp cutting into the bumper to give a resolutely contemporary look. This front end adds another 19mm to the length of the Polo, so if the garage is already a tight squeeze, you may need to consider some extension work. If you haven’t tried a Polo for the last few years, you may also notice some visual changes to the rear. Here, the glass emulates the front-end’s V-shaped theme, while the rear lights again reprise the design from the front, with large circular elements. Otherwise, apart from a few interior trim tweaks, Polo fanciers should feel pretty much at home. Rear seat passengers still get the same amount of headroom and the view out of the car from the driver’s seat is identical to the outgoing model. With 270 litres of boot space, the Polo, especially in five-door form, can realistically function as family transport, with rear legroom particularly generous. Park yourself behind the steering wheel and you’ll witness a level of fit and finish that was once unseen on supermini class cars. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. All models get power steering plus a tiltable and telescopic steering column, pretty much guaranteeing comfort behind the wheel. Plusher models get an adjustable height drivers seat. If you view economising or downsizing as a necessary evil in today’s anti-car culture, the Polo sugars the pill more effectively than most. If getting fewer things wrong than any rival is a sound basis for recommendation, the Polo diesel gets a qualified thumbs up.

Facts At A Glance CAR: Volkswagen Polo TDI range PRICES: £10,785-£14,390 - on the road INSURANCE GROUPS: 5-6 CO2 EMISSIONS: 127-143g/km PERFORMANCE: [1.9TDI] 0-60mph 10.6s / Max Speed 117mph FUEL CONSUMPTION: [1.4TDI] (combined) 61mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm [5dr] 3897/1650/1465mm

POLO WITH A STRONGER FLAVOUR Does The 1.6-itre Petrol-Powered Volkswagen Polo Make A Powerful Case For Itself? Jonathan Crouch Decides

If the latest Volkswagen Polo has a hole, then a dash of character would seem to fill it. Character perhaps, like that provided by the 105PS 1.6-litre petrol engine featured in the Sport variant we examine here.

This reasonably rapid unit would seem on paper at least to be enough to create a kind of ‘warm hatch’ out of this car. Hence Volkswagen’s decision to offer it here only in Sport guise at £12,825 (or £13,425 for the five-door). In truth, it won’t be the sparkiest warm hatch you’ve driven this year, but decent reserves of torque are enough to make the driving experience a reasonably rapid one. Sixty from rest takes 10.4s on the way to 119mph, so you’ll be able to snap at the heels of the odd GTi around your favourite country back double. As you’d have a right to expect for this kind of money, there’s plenty of equipment included at Sport level. Check off remote central locking with an alarm, an eight-speaker stereo (with dash-mounted 6-disc CD autochanger), 15" alloy wheels, sports suspension, sports seats, a multi-function trip computer, climate controlled air conditioning and front foglamps. All Polos get twin front and side airbags and ABS with Brake Assist. This Polo’s more grown-up attributes mean that you might well be tempted to use it on much longer journeys than the average supermini might usually be subjected to. Ride and refinement levels are both impressive in this respect. You can still hear the stereo at 70mph with the heater fan full on. Moreover, the handling will be a revelation to previous Polo owners, with far crisper turn-in and improved road holding, while the electro-hydraulic power steering is a generation on from the somewhat baggy helm that those who used older models will be used to.

"You’ll be able to snap at the heels of the odd GTi around your favorite country back double…"

As for that styling – well the look is still undeniably Germanic. The smart front end introduced in 2005 is now the ‘family face’ of Volkswagen, with a deep grille forming the point of a V-shape which then continues up through the bonnet to the base of the windscreen pillars. The reshaped headlights lose the cute look of the old Polo in favour of something wielding a little more gravitas, the circular headlamp cutting into the bumper to give a resolutely contemporary look. An integral aspect of the Polo’s appeal is the drive to downsize. That may sound odd given that the car’s girth has noticeably swelled, but it now caters very well to drivers no longer interested in running something Mondeo-sized without making them feel as if they’ve suddenly become a member of the underclass. Swap from a Passat to a Polo and you certainly won’t feel as if your station in life has taken a dive; you’ll just feel as though you’ve taken an informed decision to drive a smaller car. No more, no less. The finish is certainly as slick as anything in the £20,000 bracket. Invisible laser welding makes the roof, rear wing and sills look all of a piece and also contributes to Volkswagen’s claim that the Polo has better structural rigidity than any car in its class, although as a rather outsized supermini, one hesitates to identify exactly which class that is. The key themes behind the Polo are the worthy (but slightly dull) avenues of safety and environmental friendliness. Both have been ratcheted up a notch or two, all Polos now being fitted with ISOFIX child seat mountings and a passenger airbag that can be deactivated when a child seat is fitted. With 270 litres of boot space, the Polo, especially in five-door form, can realistically function as family transport, with rear legroom particularly generous. Park yourself behind the steering wheel and you’ll witness a level of fit and finish that was once unseen on supermini class cars. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. All models get power steering plus a tiltable and telescopic steering column, pretty much guaranteeing comfort behind the wheel. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. All models get power steering, an adjustable height driver’s seat plus a tiltable and telescopic steering column, pretty much guaranteeing comfort behind the wheel. Only the rather nasty spring-mounted cupholder lets things down. Its flimsy mechanism pops out of the dash at you and looks a rather perilous place to entrust your polystyrene cup, especially if you plan to be taking the ‘warm hatch’ thing in any way seriously. Expect to reach your destination with cold coffee still dribbling into the controls of the hi-fi. Given the prices being asked, you’ll need to be particularly partial to Polos to enjoy this one. Still, a while at the wheel could just leave you with a taste that can’t be satisfied anywhere else.

Facts At A Glance CAR: Volkswagen Polo 1.6 Sport PRICES: £12,825 - £13,425 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 169g/km PERFORMANCE: 0-60mph 10.4s / Max Speed 119mph FUEL CONSUMPTION: (urban) 29.7mpg/ (extra urban) 49.6mpg / (combined) 39.8mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 3197/1658/1435mm

NO HOLES IN THIS POLO’S PORTFOLIO Models Covered: (3/5dr hatchback, 1.2 55bhp, 1.2 64bhp, 1.4 16v 75bhp, 1.4FSi 85bhp, 1.4 16v 100bhp, 1.8T 150bhp petrol, 1.4 TDI 70bhp, 80bhp, 1.9TDi 100bhp, 130bhp diesel [Dune, E, S, Match, SE, Sport, GTI, BlueMotion])

BY ANDY ENRIGHT

It seems an aeon ago now when the Polo was that likeable little lightweight propping up Volkswagen’s product range. As time went by, it became bigger and better built, getting an extra dose of maturity when in mid-2005, Volkswagen facelifted the post-2001 generation model with thorough revisions inside and out. By this time, the German company had introduced the little Fox citycar and to preserve sales, the Polo now had to be seen as a little more up-market. Customers paying for a Volkswagen badge expect a lot and they weren’t disappointed by this more mature Polo, a car that makes downsizing attractively viable. Used car buyers looking for a classy small car should look here first.

This generation Polo’s underpinnings actually date back to 2001 when Volkswagen launched a Polo that shared its chassis with the Skoda Fabia. This was by far the biggest revolution in the development of the Polo to date and the running gear was so accomplished that even today the basic architecture is still one of the most advanced in any small car. In 2005, which is where we begin our interest, the Polo was extensively facelifted with a deep grille forming the point of a V-shape which then continued up through the bonnet to the base of the windscreen pillars. The reshaped headlights lost the cute look of the old Polo in favour of something wielding a little more gravitas, the circular headlamp cutting into the bumper to give a resolutely contemporary look. At the back, the glass design emulated the front-end’s V-shaped theme, while the rear lights again reprised the design from the front, with large circular elements. Otherwise, apart from a few interior trim tweaks, Polo fanciers felt pretty much at home. The engine range was tweaked and a mock 4x4 ‘Dune’ model was introduced in Spring 2006. The punchy 150bhp GTI model debuted about the same time, looking for all the world like a Golf GTI having undergone a hot wash cycle. "007 saw the arrival of the economy-focused BlueMotion derivative and the Match trim level replaced the S a short time later.

An integral aspect of the Polo’s appeal is the drive to downsize. That may sound odd given that the car’s girth has noticeably swelled, but it now caters very well to drivers no longer interested in running something Mondeo-sized, without making them feel as if they’ve suddenly become a member of the underclass. Swap from a Passat to a Polo and you certainly won’t feel as if your station in life has taken a dive; you’ll just feel as though you’ve taken an informed decision to drive a smaller car. No more, no less. With 270 litres of boot space, the Polo, especially in five-door form, can realistically function as family transport, with rear legroom particularly generous. Park yourself behind the steering wheel and you’ll witness a level of fit and finish that was once unseen on supermini class cars. It takes enormous corporate confidence to build something this tasteful and without resort to gimmickry to pull the punters in, but Volkswagen have pulled it off with aplomb. All models get power steering plus a tiltable and telescopic steering column, pretty much guaranteeing comfort behind the wheel. Plusher models get an adjustable height drivers seat. Invisible laser welding makes the roof, rear wing and sills look all of a piece and also contributes to Volkswagen’s claim that the Polo has better structural rigidity than any car in its class, although as a rather outsized Supermini, one hesitates to identify exactly which class that is. The key themes behind the Polo are the worthy (but slightly dull) avenues of safety and environmental friendliness. Both are top notch, all Polos being fitted with anti lock brakes with electronic braking assistance, twin front and side airbags, ISOFIX child seat mountings and a passenger airbag that can be deactivated when a child seat is fitted.

Don’t expect any pocket money Polos here. The Volkswagen has long been one of the more expensive supermini picks from new and the fact that it clings to residual values like a limpet means that you’ll have to stump up at least £6,700 to lay your hands on even the most basic 1.2-litre E model on an 05 plate. Opt for a 1.4-litre S version and you can expect to pay around £8,350 for a similar vintage car, while a 1.4 FSI Sport, the most dynamic model until the introduction of the GTI, will run to around £10,750. The diesel engined models have proven very popular and these begin at £7,850 for the 1.4 TDI70 E while a 1.9 TDI 130 Sport will still be worth around £12,800, again on the 05 plate. Insurance ranges from 3-8 for the mainstream Polo range with the GTI skewing the figures a little with a Group 13 rating.

A nearly new Volkswagen is not a good place to start if you’re interesting in hearing ‘what went wrong’ stories. The Polo is no exception, with no major faults having been reported. The new engines appear to be trouble free, and the older power units have a good pedigree. As with any car that sees its fair share of city driving, check for parking bumps and scrapes Otherwise it’s hard to find fault with the Polo. Look for a main-dealer serviced car and you really can’t go far wrong.

(approx based on a 1.4 TDI 70) Volkswagen spares have developed a reputation for costliness but you might be surprised at how reasonably priced they now are. A new alternator will set you back almost £245, while an ECU engine management unit is around £550. Other parts are far more reasonable still. An exhaust system is around ££95, rising to £500 if you need a catalytic converter as well. Front brake pads are just over £40 a pair, while a clutch is a little over £150. A new radiator will be around £90 and a new fuel pump is approximately £100.

One obvious weak point in the old pre-’05 Polo line up was the inclusion of the archaic 1.9-litre 64bhp SDI diesel engine. We regularly advised buyers to steer well clear of this budget unit, a powerplant that could be wheeled out to show how far modern diesels had come. Wheezy, harsh but frustratingly gutless, this engine had little to recommend it and Volkswagen thankfully wielded the axe as part of the ’05 facelift, replacing it with a far superior 70bhp 1.4-litre TDI unit. The old 75PS 1.4-litre TDI was swapped out at the same time for an 80bhp unit, creating a pair of three-cylinder TDI diesel options. There’s also a 100PS 1.9-litre TDI turbodiesel and, like both the 1.4-litre diesels, it’s fully Euro4 compliant. The diesel flagship is the 1.9TDI 130 unit. If you’d prefer a petrol-powered engine, Volkswagen offered 55 and 64bhp 1.2-litre units with this particular Polo, plus an 80bhp version of the 1.4-litre powerplant. For those who must have the ultimate Polo and don’t mind paying for it, there’s a GTI variant featuring a 1.8-litre turbocharged petrol engine with 150bhp. The Dune was offered in 1.4-litre guise with either the 70bhp diesel or the 80bhp petrol unit. Ordinary Polos came in either E, S, SE or Sport guises. This Polo’s handling will be a revelation for those used to older versions of this car, with far crisper turn-in and improved road holding. They may also notice that the electro-hydraulic power steering has been finessed for a more natural feel. The GTI is of course the car for the keener driver. Going head to head with the Ford Fiesta ST, this Polo offered a bigger midrange punch but a little less tactility. Make your choice.

With this generation Polo, Volkswagen refined the engine range down to the powerplants that really worked and cleverly made the car feel more upmarket. As a result, they ended up with probably the most accomplished line up of superminis of any manufacturer. Go on, pick one – any of them. You can’t miss.