Volkswagen Polo review
The Volkswagen Polo still holds its own as a highly capable supermini, providing an impressive amount of comfort, refinement, and premium features
Building on its strong heritage, the sixth-generation Volkswagen Polo has followed a more premium path; evolving into a miniature Golf and setting a high standard in the supermini segment for quality and refinement. With exceptional space and decent onboard technology, surpassing many of its rivals, the Polo effectively bridges the gap to more premium small cars like the MINI hatchback. However, its high-end positioning comes with a significant price tag, which might be a turn-off for potential buyers.
About the Volkswagen Polo
No matter which Volkswagen Polo you choose, from entry-level Life to the rapid GTI, you're getting one of the classiest superminis for sale in the UK today. The sixth generation Polo arrived in 2018, bringing a step up in quality over the old car, as well as a range of efficient engines and some of the latest tech from the larger Golf.
The (five-door only) Polo is now nearly as long as a Mk3 Golf and almost as wide as the Mk5 version, which means it's one of the roomiest cars in the supermini class. It's a strong selling point in the face of a long list of rivals with their own talents. With the demise of the iconic Ford Fiesta, other capable small car options include the Peugeot 208 or Vauxhall Corsa, both of which can be had in all-electric form, while the highly-rated Renault Clio and Skoda Fabia are fine choices.
Used - available now
Then there are premium offerings like the Audi A1 or MINI hatchback to consider, along with a pair of fuel-efficient high-tech hybrids in the Honda Jazz and Toyota Yaris – although the Jazz is quite expensive to buy nowadays. If value for money is your main concern, there's the Hyundai i20, along with the aforementioned Corsa, and not forgetting our 2024 Supermini of the Year - the Citroen C3 (voted Auto Express Car of the Year in e-C3 guise). Other, less popular models include the SEAT Ibiza and Mazda 2.
To help the VW Polo compete with this raft of rivals, it comes with an array of up-to-the-minute turbocharged engines, which put power to the road through the front wheels. At the entry point to the range, there's a 79bhp, three-cylinder naturally aspirated unit, but we'd recommend going for the 1.0 TSI three-cylinder turbo petrol engine – available with either 94bhp or 113bhp. The former gets a five-speed manual, while the latter has a seven-speed DSG auto 'box. The sporty GTI model delivers 204bhp from its 2.0-litre TSI petrol unit, and can only be had with that DSG auto.
Trim levels include Life, Match, Style, R-Line, Black Edition and the GTI, with all cars coming with alloy wheels, Apple CarPlay and Android Auto, two USB sockets, and a multi-function steering wheel. The Polo range starts at just shy of £21,500, with a further £1,600 needed to climb up to Match specification. The Style and R-Line versions are around £25,000, with the Black Edition rising towards £28,000, and the performance GTI almost £31,000.
Engines, performance and drive
Although not the default choice for driving fun, the Volkswagen Polo would take the honour of providing the best refinement and comfort of almost any small car. It boasts a supple ride, edging out its competitors with Golf-like composure, providing a comfortable character out of the Polo compared to the firmer SEAT Ibiza – a car that uses the same MQB A0 architecture that underpins this Polo, as well as the Audi A1 and Skoda Fabia.
Adding the stiffer sports suspension pack and larger alloy wheels does compromise comfort levels, but that’s true of most cars with such options added. We’d avoid picking it because it’ll give the car a rough edge on potholed roads or over nasty ridges in the poorly maintained tarmac, and even then, it doesn’t make the Polo a particularly entertaining car to drive.
That’s not to say the Polo is a bad driving car, it’s just that some rivals are sharper and more enjoyable to pilot on twisty B roads. The steering is sharp and direct enough, but devoid of feel. It’s the same deal with the clutch pedal action and gearshift on manual models, revealing that the Polo is focused towards being easy and relaxing to drive, rather than providing an engaging experience.
It does mean that the Polo works well in town, however. The good low-speed ride paired with the direct, lightweight steering means it’s a very easy car to navigate through heavy stop-start traffic.
On A-roads and motorways, the Polo impresses because it has the refinement of a much larger car. The engines fade into the background hum, while low levels of wind and road noise mean you don’t need to crank up the stereo or shout to your passengers.
Most Polo versions are equipped with a standard five-speed manual gearbox, while a seven-speed DSG automatic is available as an option on the 94bhp 1.0 TSI. Both the 113bhp 1.0-litre TSI and 204bhp 2.0-litre GTI models come only with the DSG gearbox.
0-62mph acceleration and top speed
The non-turbocharged 1.0-litre 79bhp option might be okay for strictly urban driving, but it struggles to keep up with traffic on faster roads. It takes 15.6 seconds to hit 62mph from a standstill, and reaches a top speed of 106mph.
In almost every case, we’d recommend stumping up a bit more cash for one of the newer, more powerful 1.0-litre TSI units. Of the two choices, it’s the 94bhp model that gets our vote. The extra performance it has due to its turbocharger makes driving much more relaxing, because you won’t be left struggling to make a gap when merging into traffic. Its torque figure swells from a mere 93Nm for the lesser engine to a healthy 175Nm, all helping to drop the 0-62mph time to 10.8 seconds, while the top speed increases to 117mph. The pricier 113bhp version provides a little more oomph, being a second faster across the sprint benchmark and providing a 125mph maximum. The quickest Polo is the GTI, which delivers an impressive 6.5-second 0-62mph time and a top speed of 150mph.
MPG, CO2 and running costs
The 1.0-litre TSI is our favourite choice from a performance perspective, and it also makes sense when it comes to fuel economy and emissions. Volkswagen claims a best of 55.3mpg (on the combined cycle) for our preferred 94bhp version under the latest WLTP test, with CO2 emissions from 116g/km.
This is the version we drove in our twin test against the Hyundai i20 and SEAT Ibiza, with the Polo returning 41mpg. It was the lowest figure of the three in the test, though the Ibiza only achieved 41.6mpg, while the i20 trumped them both by hitting 45.2mpg.
However, several hybrid options are available in the small car class that offer even greater efficiency, the most impressive of which is the Toyota Yaris, with an average economy figure of 68.9mpg. During our own testing, we saw an average of 65mpg, maintained through a lot of urban driving.
Add the seven-speed DSG gearbox to the Polo, and its stats drop slightly, with a maximum fuel economy of 53.1mpg and CO2 emissions of 121g/km – pretty much the same as the non-turbo 79bhp 1.0-litre. Move to the 113bhp engine with its seven-speed DSG auto, and it delivers economy of 52.3mpg with CO2 emissions from 123g/km. The GTI is the least efficient Polo, managing 43.4mpg and emissions of 148g/km.
In terms of business users, hybrid rivals like the Yaris (mentioned above), Honda Jazz, and Renault Clio offer lower emissions, and will cost you less to run in BiK (Benefit-in-Kind) tax. Then, there are a few fully-electric alternatives in the form of the Peugeot E-208, and Vauxhall Corsa Electric that have even lower company car tax costs.
Insurance groups
The entry 79bhp model will be very cheap to insure, sneaking into group 3 on the 1-50 scale – also making it a candidate for anyone looking for a cheap to insure first car. All cars fitted with our recommended 94bhp 1.0-litre TSI engine occupy groups 9-10, with 113bhp cars stepping things up to group 12. Those are all lower than hybrid competitiors, with the entry-level Yaris in Icon trim sitting in group 13, while the Honda Jazz starts from group 19.
The price for opting for the 204bhp GTI performance model is an insurance rating of group 23.
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Depreciation
Our expert data suggests the VW Polo should hold onto around 49 to 52 per cent of its original list price over a typical three-year/36,000-mile period of ownership. In comparison, the Vauxhall Corsa is a little behind that, retaining between 43 to 45 per cent (the Corsa Electric is down to 32-35 per cent) over the same period.
If you want a supermini that holds on to its value even better, go for the Audi A1. The best-performing model in the range is the 30 TFSI S line, maintaining almost 59 per cent of its value.
To get an accurate valuation on a specific model check out our free car valuation tool
Interior, design and technology
From a design standpoint, the sixth-generation Volkswagen Polo lacks any real flair, but it's still a neatly designed supermini – it looks more like a Golf than ever, especially because it's grown considerably in width.
While the business-as-usual shape means that the Polo isn’t quite as eye-catching as some rivals, you can’t fault the level of the fit and finish. Tight shut lines are a sign of its quality, plus the classless looks mean it will appeal to a broad cross-section of customers. A decent paint colour palette and choice of optional alloy wheels means that you’ll be able to make the Polo your own, although personalisation options are not as extensive as they once were.
A facelift in 2021 brought in exterior styling tweaks, with new matrix-LED headlights as standard on the mid-spec Style model and above, along with a full-width LED running light at the front. The nose is sharper, while the redesigned rear lights look very similar to the cluster design on the Polo's bigger Golf sibling. It's in the cabin where the biggest changes have occurred.
Every Polo version features a standard digital instrument display, measuring either eight or 10.25 inches. A multi-function steering wheel is also included, along with a redesigned panel for the heating and ventilation controls – which are now touch-sensitive. We generally prefer to have physical dials for the air-con (as seen in the current Vauxhall Corsa), but at least the controls are located within easy reach on the dashboard, rather than being buried within the infotainment screen as they are on the Peugeot 208.
Sat-nav, stereo and infotainment
The Polo's infotainment system works well, with bright, clear graphics and rapid responses to prods of the screen. Bluetooth connectivity is standard, along with a DAB radio and Apple CarPlay and Android Auto smartphone connectivity. Volkswagen’s We Connect Plus system is also included for all versions, bringing real-time traffic info and live music streaming.
Compared to the likes of the Hyundai i20 or Ibiza, the eight-inch touchscreen in the Polo is pretty small. Still, it's neatly integrated into the Polo’s dash design, and although the system itself isn’t as modern as the set-ups used by its Spanish or Korean rivals in that test, it remains logical and straightforward to use.
The mapping is easy to use, thanks to a screen that responds quickly to pinching and swiping motions. However, the smaller display size means that the on-screen keyboard is a little small, making address entry a little fiddly, we found. At least there are shortcut keys surrounding Polo’s eight-inch screen, and there's a proximity sensor means that menu keys appear as your hand draws close.
The Digital Cockpit Pro instrument cluster in our test car was simply excellent. It’s easy to switch through the various functions of the 10.25-inch display via the steering wheel buttons, and the dark background means that it isn’t a strain on the eyes, even at night.
Practicality, comfort and boot space
Though superminis are still popular cars in Europe, more buyers are opting for five-door accessibility over three-door sportiness, and the Mk6 Polo is now sold strictly with five doors.
It’s a totally conventional supermini set-up, unlike the taller Honda Jazz with its MPV-style raised driving position and deep dashboard. There’s plenty of head, leg and shoulder room for two full-size adults in the front of the Polo, while there’s lots of adjustment in the steering wheel, seat, and seat belt height for drivers of all sizes to get comfortable. Manual front seat height adjustment is standard across the range, but you’ll need to pay a modest £125 to get front seat lumbar adjustment on Life trim, or upgrade to Style, R-Line, or GTI. The modern, pared-back dashboard layout is logically laid out and built with classy materials. It’s also home to a decent number of storage bins and cubbies.
Visibility is good, and it’s easy to get a sense of where the Polo’s corners are, although the thick C-pillars at the back are less than ideal. Front and rear parking parking sensors are standard on Style models and above, along with sat-nav and dual-zone air conditioning.
Dimensions and size
Using a modified version of the Golf’s platform called MQB A0, the Mk6 VW Polo grows in size compared to the fifth-generation car. Against the tape measure, it’s 4,074mm long, 1,751mm wide, and 1,451mm tall. Compared to the top-selling Vauxhall Corsa, it’s longer and taller, but not quite as wide. Helpfully for passengers, the Polo has a much longer wheelbase (2,552mm vs 2,538mm), which explains why rear leg room in the Volkswagen is much more accommodating than that rival for those in the back.
Leg room, head room & passenger space
That longer wheelbase means that the Polo is a roomy car for the class in terms of passenger space. Three in the back remains a tight fit though, because a large central tunnel cuts noticeably into legroom for the middle passenger.
There are two ISOFIX child seat mounting points for the outer rear seat positions, along with (unusually for this class) an ISOFIX point for the front passenger seat. That could be a very helpful feature for any parents who are concerned about their little one while out and about, because they don’t have to waste time running to the back of the car should anything happen. However, we’d strongly advise you to check that the passenger airbag is deactivated if you decide to fit a child seat in the front.
Boot space
The Polo’s boot sizes up at 351-litres with the rear seats raised, meaning it's neck and neck with the SEAT Ibiza. It’s also a huge advance on the previous generation Polo’s 280-litre load space. It still trails the 380-litre of space provided by the Skoda Fabia, although the Polo has an adjustable height boot floor to give it a load area level with the boot opening. While this does take up space, it provides an area below in which to hide valuables.
The rear bench folds forward with a 60:40 split, although the seats don’t go completely flat. The cargo bay expands to an impressive 1,380-litres with the seats lowered, firmly planting the Polo’s flag as a practical supermini.
Reliability and safety
The Volkswagen Polo’s high level of perceived quality is matched with strong safety features, culminating in a five-star rating from Euro NCAP in 2022, beating the disappointing four-star result for the Hyundai i20, which was tested under similar criteria as the Polo.
Entry-level Life models feature a host of active safety kit, including a driver fatigue detection warning, a radar-controlled emergency braking system, a Lane Assist function, and hill start assist. Style trim and above adds VW's Dynamic headlight range control, which can self-adjust the main beam pattern while driving to avoid dazzling oncoming vehicles. There’s also a Dynamic road sign display system that flags road sign/speed information on the digital instrument screen.
Travel Assist is also available, combining the adaptive cruise control and the Lane Assist systems to help keep you within the centre of your lane while driving along a motorway of dual-carriageway when the cruise control and lane-keep assistance systems are activated.
A driver's assistance pack is offered as an option and incorporates a lane change side assist system that monitors rear blind spots. If you want to specify a rear-view camera, you'll need to add this as an option.
The Polo finished in 41st position out of 50 cars in our 2024 Driver Power customer satisfaction survey, following 62nd spot (on a 75-car list) the previous year. Volkswagen placed a disappointing 29th place out of 32 brands.
Warranty
Volkswagen provides a three-year/60,000-mile warranty, but it’s worth investigating the small print. The manufacturer covers years one and two for unlimited mileage, while year three is a 12-month/60,000-mile retailer warranty. The manufacturer warranty will remain valid if you exceed 60,000 miles in the first 24 months, but the third year’s cover provided by the dealer will no longer be valid.
You don’t need to delve into the small print to realise that the VW warranty isn’t as long as the up to 10 years or up to 100,000 miles of cover provided by Toyota - provided you have an annual service carried out at a Toyota main dealer, the warranty will be extended by 12 months at a time.
An extended warranty is available on the Polo, covering up to a maximum of five years or 90,000 miles. Body protection is good; the Polo’s internal body sections and panels covered against rusting through from the inside for 12 years. The paintwork is covered for just three years, though.
Servicing
Volkswagen offers two servicing plans. The Fixed Service plan is recommended for drivers covering fewer than 10,000 miles a year, predominantly driving their Polo in urban environments and stopping a lot in traffic. The Flexible Service plan is aimed at drivers regularly chalking up more than 25 miles a day with plenty of motorway miles per year.
Used and nearly new
The history of the Volkswagen Polo dates back to 1975. Since then, it has grown from being a rebadged Audi into one of the best superminis you can buy. It’s not the cheapest supermini you can buy, but solid residuals mean you’ll lose less money when you sell it, while the latest versions feel like slightly smaller versions of the excellent Volkswagen Golf.
Volkswagen Polo history
Volkswagen Polo Mk6: 2017-
The current Polo is one of the classiest superminis you can buy. It’s like owning a smaller Golf, although this means you’ll pay a premium for the privilege compared with the Polo’s immediate rivals. Buying a used version of this will be your only way of getting the short-lived diesel version because this engine choice disappeared with the 2021 facelift, which also ushered in some styling tweaks, and made the digital instrument display a standard feature.
Volkswagen Polo Mk5: 2009-2017
Launched in 2009, the Mk5 was the first Volkswagen Polo to be named European Car of the Year. It was also the 2010 World Car of the Year, completing a double of gongs for the impressive supermini. Only a lacklustre driving experience puts a blot in its copybook, although the Polo GTI offers grown-up thrills. Read our full Mk5 Volkswagen Polo buyer’s guide here…
Volkswagen Polo Mk4: 2002-2009
Feeling every inch a ‘mini Golf’, the Mk4 Polo felt like a grown-up supermini. Excellent ride quality, superb build quality and economical engines are just some of the highlights, although a mediocre driving experience lets down the Polo. The 2005 facelift introduced Golf-style headlights and rear lights that wouldn’t look out of place on the VW Phaeton luxury car. Read our full Mk4 Volkswagen Polo buyer’s guide here...
Older Volkswagen Polo models
The Volkswagen Polo has come a long way since it arrived in 1975 as a rebadged version of the Audi 50. The Mk1 Polo lived on until 1981 when it was replaced by the Mk2, which included a now iconic ‘breadvan’ version. Things stepped up a gear in 1994 with the launch of the Polo Mk3, which was based on a new platform and came complete with new body and engines.
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