Volkswagen Polo Trendline 2012 Review

Price Guide (recommended price before statutory & delivery charges): $16,990
Options fitted to test car (not included in above price): Nil
Crash rating: Five-star (ANCAP)
Fuel: 95 RON PULP
Claimed fuel economy (L/100km): 6.1
CO2 emissions (g/km): 142
Also consider: Ford Fiesta (from $16,990); Kia Rio (from $16,290); Mazda Mazda2 (from $15,790)

As detailed in our news piece earlier this year the 2012 version of Volkswagen’s award-winning light car improves its value equation in two ways: more kit, less cost.

With the Up! city car arriving on these shores later in the year the entry-level Polo Trendline three-door has been dropped from the range. It is replaced as the bottom rung on the Polo ladder by a five-door version. For a $16,990 (MRLP) asking price -- only $300 more than the three-door -- MY12 Trendline also adds Bluetooth connectivity, daytime running lights and a new Media Device Interface (MDI) to its standard specification.

The mechanical package is retained from the previous model, Trendline housing a naturally-aspirated 1.4-litre in-line four-cylinder that produces a relatively lethargic 63kW/132Nm with combined consumption of 6.1L/100km in tested five-speed manual form (the $2500 optional seven-speed DSG lowers this to 6.0L/100km). At this point, it’s worth noting the 132kW/250Nm Polo GTI returns the same consumption figure, giving an indication as to how hard the aspirated engine works in Trendline.

Polo cuts a fine figure on approach, the styling remaining modern with a distinctly European feel. Upon closer inspection you notice a couple of items that give the Trendline away. The 15-inch steel wheels are most obvious, the rear drum brakes less so.

The theme continues inside, with a plastic steering wheel lacking audio controls and flat, unsupportive seats. The new for 2012, glovebox-mounted MDI does come with a USB cable; cables for iPod and other auxiliary devices are a dealer-fit option. It, along with the Bluetooth touch adapter, is intuitive to use.

Despite the upgrade in accessories, cruise control remains unavailable and other omissions such as the lack of rear pockets on the front seats and lack of basic dashboard information such as water temperature are perplexing.

More positive is the way Volkswagen engineers have created a sense of airiness in the cabin, with good headroom and all-round visibility; even those occupying the rear have good legroom for a car of this size. Contributing to its five-star ANCAP rating, front and side airbags are provided for the front-seat occupants with curtain airbags across the front and rear. Additionally, small touches like the front door mounted cup-holders, that easily hold a 1.25-litre bottle of water, demonstrate a well resolved basic interior layout.

Moving off, the immediate impression is of light control interfaces; the pedals are easy to modulate, the electro-hydraulic power steering almost comically light, the gearbox slightly rubbery in feel but nicely sprung to assist with your next gear selection.

After a couple of intersections, you quickly learn that the engine’s lack of torque necessitates a few extra revs when taking off from a standstill, simply to avoid stalling or bogging down. On paper, the engine’s outputs lag behind comparable rivals (i.e. Ford Fiesta CL: 88kW/151Nm, Mazda2 Neo: 76kW/137Nm, Kia Rio S: 79kW/135Nm), and that deficit is amplified in practice.

There is also a big gap between first and second gears, the engine apparently falling out of its power band on the change and again requiring more revs and a speedy shift to maintain momentum. This is exacerbated during slow-speed manoeuvring where it’s safer to engage first rather than rely on bottom-end response in second.

There is a digital gear selection recommendation that appears on the dash and displays an arrow (either up or down-ward facing) along with the appropriate gear to maximise economy. But in everyday conditions you find yourself holding gear for longer, especially when a momentum-killing uphill gradient enters your vision. In essence, Trendline demands more throttle more of the time, and partly explains why it lags 0.6L/100km off the turbocharged 1.2-litre, 77kW/175Nm unit found in the $18,990 (MRLP) six-speed manual Polo Comfortline.

While its driveline may be disappointing, Polo Trendline’s ride/handling combination goes a long way to redressing the balance. With all the safety mod-cons (stability and traction control, anti-lock brakes, electronic brake-force distribution and an electronic differential lock) it’s actually the basic chassis that shines through.  It smooths bumps large and small, the extra cushioning effect of relatively high-profile 185/60 tyres an added boon.

Braking performance is adequate despite the rear drums and road-noise is minimal especially at cruising speeds when the overworked engine is relatively relaxed. The steering remains light even at speed, requiring a smooth initial turn to point accurately, though once turned in there are high levels of grip and traction. The handling is very benign, offering an overall sense of safety.

As an overall ownership proposition, if the budget can stretch another $2000 (MRLP) to the mid-spec Polo Comfortline 77TSI, it would be wise to hold out for its much-improved all-round equipment levels and driveline which combines stronger performance with improved economy.  If the budget can’t stretch that far, there is plenty of choice for under $17,000, so take the time to shop around.

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