2010 Volkswagen PoloEnlarge Photo
Is it 1973 all over again? Volkswagen is amping up for a fuel-economy battle with Honda and Ford, right here in America, with a new hatchback. Only this time, some of the names have changed, and so have the rules. Come 2011 or so, it's the VW Polo readying for a fight with the Honda Fit and Ford Fiesta. The fuel economy sea-changes and financial crises? Those things are
reassuringly chillingly familiar.
Now, the Polo you see here--the one we drove in Germany recently--isn't the car you'll see in the U.S. in about two years' time. This Polo's a mid-lifecycle freshening of the current car, with the added spin of a three-door hatchback joining the existing five-door lineup in Europe. By the time the Polo gets to the U.S. sometime in 2011, it'll be a new model that will come in hatchback and sedan body styles--but then, you knew that already, since you read our exclusive confirmation of the new VW sedan lineup.
It's still educational, driving the current Polo, in the way that driving around the former East Germany's also a teachable moment. There are some ways in which the former East Germany leapfrogged by the West--skipping land lines for mobile phones and such--but as we played with the Polo in and around Dresden, Germany, we sidled through villages and burgs where it's all too obvious the 20th anniversary of the fall of the Berlin Wall wasn't all that long ago.
What is also obvious, is that the Polo's more that set for a matchup against the best-selling Honda subcompact and the newest global version of Ford's smallest world car. Like the Fiesta, the Polo's taken a sporting aim on this size class with a wide range of engines, from diesels to supercharged and turbocharged Twincharger powerplants, and with a new seven-speed dual-clutch gearbox, a new three-door version, and handling that's a cut above what you'd expect from something so small and short of wheelbase.
For one driver, it's more of an unqualified B-plus hoot. It's a lightweight machine, with a deft, responsive feel to steering and brakes that's about as close as you can get to the all-time cheap-car sweet spot (original VW GTI, 1984 Honda CRX). The huge spectrum of drivetrains in the Polo boiled down to one choice for us, a 1.2-liter four with direct injection, turbocharging and a seven-speed dual-clutch transmission. Living with small displacement wouldn't be bad, if it felt like this. Paddle the transmission down and the turbo four responds with gusto. U.S. drivers wouldn't have any qualms with this kind of subcompact performance, which easily put the Polo at sub-9-second acceleration times, and felt even brisker at urban speeds. It's a good thing, as this is likely the kind of powertrain we'll get in the U.S. One thing that won't likely change: the typically bouncy short-wheelbase ride. Cobbly eastern German pathways, you're a total buzzkill.