Volkswagen Polo 1.0 TSI Manual First Drive Review

On idle, the motor is silent and feels refined for a three-cylinder. Slot into first gear and let go of the clutch, and the car gets off the mark smoothly with a stirring eagerness. There’s a considerable lag below 2,000rpm but the engine doesn’t stutter even if the needle drops below 1,000rpm mark. Which means you can potter around town in a gear or two higher than necessary. So, at city speeds, it feels docile and usable without feeling underpowered or boring. But go past the 2,000rpm mark – when the turbo is spooled up – and the engine comes into its own. It becomes peppy, responsive, and very eager to drive. And when stomped on the accelerator, the motor manages to jolt you down in the seat as well. Although it does get noisy, the din is far from unpleasant. In fact, we loved the sound it makes when under full bore acceleration, more so because the noise is accompanied by good progression in terms of speed.

It’s a high-revving engine, going all the way to its 6,500rpm redline. But the mid-range – between 2,000-4,000rpm – is where the motor feels alive and responds to the throttle inputs almost immediately. Also, it is in the mid-range that the throttle response is good making it a rev-happy engine. Triple-digit speeds arrive quickly which adds to its fun-to-drive nature. Even keeping the motor on the boil isn’t necessary for maintaining highway speeds. With rev-counter clocking between 2,500rpm and 3,000rpm, you can easily keep up with other vehicles on the highway. And for overtakes, you have a good chunk of powerband at disposal. Moreover, at 1,100kg the Polo isn’t exactly a light car. But the new motor masks it well and you don’t feel that you are carrying that much weight around.

Since now you get a three-pedal setup, the driving involvement factor has gone up a notch. Sure, the shifts aren’t as smooth as the DSG, but manual gearshifts make it more connecting and add to the driving experience. On the flip side, the short-throw gear lever isn’t the slickest and has a rubbery feel to it. But one can get accustomed to it quickly.

As for the fuel efficiency, Volkswagen claims an ARAI figure of 16.47kmpl. Hence, real-world fuel efficiency in double-digit should be easily attainable. Lastly, the Polo appears to be the last old-school car around without fancy equipment like drive modes or mild-hybrid. It's got that analogue aura about it which emphasizes more on driver’s involvement rather than unnecessary gimmickry.

As for handling, the Polo takes corners with confidence which few other hatchbacks can manage. The steering is well-weighted and direct, and the Polo can change direction at the drop of a dime. The 195/65 R16 section tyres offer a good amount of grip while the body roll is fairly controlled, thanks to the rigid chassis setup. At highway speeds, this VW remains surefooted and planted as well. Overall, the Polo continues to cater as a great driver’s car.

Behind it, that no-nonsense analogue, circular dials have a unique charm to it which seems to have been lost in the new-age cars. Even the buttons for air-con on either side of the touchscreen have a good, tactile feel to them. And though the monochromatic feel of the touchscreen might not be favoured by many, its clean interface is complemented by smooth touch and ease of use.

As for the seats, they could do with more bolstering on the side and more under-thigh support too. You get height-adjustment for the driver but on its lowest setting, the under-thigh support is next to nothing. This means, taller drivers will find it odd to find a perfect driving position.

Moving to the rear bench and space here is the Achilles’ heels for the Polo. Especially when you have competition now that offers tremendous rear-seat space. For my height (I am 5.5’), legroom and headroom are just about sufficient, so taller passengers won’t be comfortable for longer jaunts. Having said that, there’s no centre armrest, no back-seat pocket, and the door pads are only good enough to hold a piece of paper. It also misses out on a USB port here but there are rear AC vents and a 12V on offer.

Lastly, the boot space of 280 litres is less as compared to, say, the Baleno or the Altroz. But it’s fairly square and usable, and for more space, the back seats tumble down too, but there’s no split-fold.