Volkswagen Polo (2001 - 2005) Car Review

BIGGER, BETTER, FASTER, STRONGER!

Our Rating: 6.7 / 10

BY ANDY ENRIGHT

For years the Polo represented the first stepping stone into Volkswagen ownership, like a Golf only less so. That was until the baby Lupo arrived and suddenly the Polo’s remit was a little more clearly defined. In 2001 the Polo adopted an all-new chassis, a completely different look and a bigger, tougher body shell sending the Polo resolutely upmarket. Occupying a slot once held by the Golf, the Polo soon became a hit with UK buyers and a number of good quality used examples are currently doing the rounds. Don’t expect them to be cheap though. Quality costs.

History

Once the darling of little old ladies and student freshers, the Polo developed over time into a car with more widespread appeal. The 2001 model year car represented probably the largest step-change between any of the Polo generations and could genuinely be bought as the family’s sole transportation. Unlike previous models there was no four-door saloon or five-door estate on offer, Volkswagen instead concentrating on offering core three and five-door hatchbacks. Although the Polo did seem very new at the time of its launch, much of the technology was borrowed either from other Volkswagen model or, in the case of the chassis, from the Skoda Fabia, a model which got the so-called Polo chassis a good year before the Polo itself. Five petrol engines and three diesel engines were available, including Volkswagen’s revolutionary FSI petrol powerplant. In summer 2004 Volkswagen unveiled the Polo Dune, a standard model with extended ride height, good equipment levels and various 4x4 styling accessories but no four-wheel-drive. This was quickly followed by the sporty GT version powered by a 130bhp TDI diesel engine.

The GT was short-lived, however, because a facelift in the summer of 2005 saw it renamed rather uninspiring as the TDI 130 Sport. At the same time, the SDi diesel engine and the Dune faux 4x4 were axed. The facelifted cars sport a V-shaped grille and angular single-lens headlamps in place of the cute round ones on the old car. In early 2006, a 148bhp GTI was added to the range with a 1.8-litre turbo engine as was a mock-4x4 Dune model.

Opinion

As evidence that the platform-sharing antics of the Volkswagen Group have truly turned the way we look at motoring on its head, take the latest Volkswagen Polo. You know it’s going to be good because it shares the same underpinnings as a Skoda Fabia. You know it’s going to be spacious as the spec sheets show it’s bigger than a Mk1 Golf. Is it still a Supermini? You be the judge.

After all, a Supermini is all about nippiness in the city traffic, a certain cheeky appeal, cramped rear seats and a marked reluctance to tackle any journey longer than an hour or so. This was a list of criteria Volkswagen obviously junked quite early in the Polo design process. Yes, you do get the cutesy Lupo-style face, but the rest of the car is extremely functional. The tail lights are punctuated by round lenses, but aside from that it’s very Germanic. The three-door model’s waistline arcs upwards slightly more aggressively than the five-door version, which also features a third side window. From the rear, many will miss the fact that this is an all-new car, whilst from the front, the Polo best resembles a Lupo that’s been given a few gallons of growth hormone rather than regular unleaded.

Whereas once a Polo was the stripped-out, somewhat bouncy and decidedly compact social passport for thousands of middle class student girls the length and breadth of the country, it has evolved in to something quite different. The students decamped to the Peugeot 306 as the Polo got plusher and more refined, each successive generation adding a few pounds, both fiscal and physical. The this car accelerated that trend, being a full six inches longer than its predecessor, with a far more spacious interior and a boot that can take much more than a couple of bottles of cheap plonk and a road cone.

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 som

Cost

The Polo has long been one of the priciest superminis around and the latest model, coupled with strong customer demand for decent used examples means that prices are top of the shop and the cars rarely hang about in dealers. One contributory factor for a low turnover of stock is the fact that many customers regard Polo ownership as a long-term proposition. Indeed, the best chances of getting hold of a car may well be through the ex-demo route. Prices start at £4,000 for a 51-plated 55bhp 1.2-litre E three-door with five-door versions adding £200 to that price. Spend from £4,300 and you’ll land a similar vintage 65bhp three-door E-spec car. £4,400 is the entry level for the air-conditioned S trim but many will be tempted to stretch to the 75bhp 1.4-litre S that starts at £4,600.

The 64bhp SDi model represents the most affordable way to go the diesel route and prices start at £4,500 for an E-spec 51-plated five-door car. Far more satisfying is the 75bhp TDI that starts at £6,000. Insurance for the Polo is very affordable, given its decent safety and security rating.

Problems?

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.

Parts

(approx based on a 1.4 TDi PD) 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.

Road

Polo customers get a 75bhp 1.4-litre 16v engine carried over from the old range and a 100bhp version of this unit. The 1.2-litre engines are well worth a look, but the 1.4-litre FSI engine is the pick of the petrol bunch. Diesel buyers can choose between a non-turbo 1.9-litre and two TDI engines, the 1.4-litre 75bhp three-cylinder unit most will be familiar with and a punchy 100bhp 1.9-litre four, which is probably the best choice for long range work.

The SDI engine should be given a wide berth, such is the obvious superiority of the three-cylinder 1.4 TDI and the four-cylinder 1.9TDI units. With far more midrange power to call upon, they are part of the current breed of diesel superminis that you’d drive just for the fun of it rather than as a necessity.

The 1.4-litre car can make 60mph in 13.6 seconds on the way to 106mph, whilst the 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 130bhp GT has a 128mph top speed and should reach 60mph in 9.2s while the GTi’s 1.8-litre Turbo engine is a second quicker to 60mph – not particularly impressive by today’s hot hatch standards. At least the SDI model’s terminal velocity of 99mph could be viewed as a potential licence saver. The Polo’s handling is a revelation with far crisper turn-in and improved road holding and the electro-hydraulic power steering is a generation on from its predecessor’s somewhat baggy helm.

Overall

If you track down a well-looked after Polo, you won’t be so