Volkswagen Polo hatchback (2010-2017) Buyer’s Guide
Juliet McGuire lists the strengths and weaknesses, common problems and parts prices of the 5th-gen VW Polo. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…
For the 7 years it was on the market in South Africa, the locally produced 5th-gen Volkswagen Polo hatchback held the title of the country’s 2nd best-selling passenger vehicle (nearly 200 000 new units of the model were sold in Mzansi, although its sales success was trumped by its prolonged lifecycle Vivo-badged sibling). As a result, there’s anything but a shortage of 5th-gen Polos in the used market.
Indeed, the 5th-gen Polo – known internally at VW as the Typ 6R – was an incredibly important vehicle for Volkswagen South Africa, with the Kariega (then Uitenhage) factory servicing the needs of both local and export markets, shipping off units to many right-hand-drive countries. The hatchback garnered rave reviews, bagging both the World Car of the Year and European Car of the Year titles in 2010.
Today, the 5th-gen Polo effectively lives on in the form of the likewise locally built Polo Vivo, albeit with a few choice tweaks. Let’s take a look back at the original.
The 5th-gen Volkswagen Polo line-up
Unveiled at the Geneva International Motor Show in March 2009, this iteration of the 5-door Polo hatchback arrived on dealership floors in South Africa almost a year later in February 2010. At launch, 6 variants were available:
- 1.4 Trendline (63 kW/132 Nm) 5-speed manual
- 1.6 Trendline (77 kW/155 Nm) 5-speed manual
- 1.4 Comfortline (63 kW/132 Nm) 5-speed manual
- 1.6 Comfortline (77 kW/155 Nm) 5-speed manual
- 1.6 Comfortline (77 kW/155 Nm) 6-speed automatic
- 1.6 TDI Comfortline (77 kW/250 Nm) 5-speed manual
Initially, the local Polo range comprised three 4-cylinder engines: a pair of naturally aspirated petrol powerplants – displacing 1.4 and 1.6 litres – and a 1.6-litre turbodiesel unit. All shipped standard with a 5-speed manual gearbox, though the 1.6-litre Comfortline (in petrol guise) was available with an optional 6-speed automatic Tiptronic transmission.
Towards the middle of 2010, the Wolfsburg-based firm’s local division added the CrossPolo to the mix, offered with the 77 kW 1.6-litre petrol and diesel engines. The CrossPolo (which was further available with an optional Urban Ice package from late in 2012) was differentiated from cooking models by items such as black-plastic body cladding, silver-anodised roof rails and a hike in ride height.
By the end of that year, another oil-burning option had been added to the line-up in the form of the 1.2 TDI BlueMotion (55 kW/180 Nm), featuring a 3-cylinder turbodiesel engine boasting a claimed fuel consumption as low as 3.4 litres per 100 km. At the time, VW suggested it might be considered the “most economical 5-seater in the world”.
What about the other end of the range? Well, the Polo GTI (with the same 5-door body shell) arrived in April 2011 and assumed the role of performance flagship, introducing a 7-speed dual-clutch (DSG) transmission to the 5th-gen Polo line-up in the process. Interestingly, this version of the GTI downsized from its predecessor’s 1.8-litre heart to a 1.4 TSI engine, though featured both super- and turbocharging. There was no option of a manual gearbox for the 132 kW/250 Nm twin-charged 4-pot.
Midway through 2014, the Polo facelift introduced subtle styling changes, touchscreens and the Highline specification, but perhaps more importantly dropped the atmospheric engines in favour of 1.2 TSI units offered in two states of tune: 66 kW/160 Nm and 81 kW/175 Nm. The lower-powered motor stuck with the 5-speed manual gearbox, while the higher-output version upgraded to a 6-speed manual cog-swapper, with the option of a 7-speed DSG on the Highline trim level.
A revised version of the GTI hit the market just under a year later, switching back to an EA888-derived 1.8 TSI with 141 kW and 250 Nm. Initially again available only in 7-speed DSG form, a 6-speed manual option was added by August 2015, boasting an extra 70 Nm.
It was then that Volkswagen also introduced a new 1.0 TSI BlueMotion derivative (bearing a turbocharged 3-cylinder worth 70 kW and 160 Nm, and sipping at a claimed 4.2 litres per 100 km) as well as a likewise 3-cylinder 1.4 TDI engine available in two states of tune: 55 kW/210 Nm and 77 kW/250 Nm. In October 2016, the special-edition Polo Beats arrived, set apart by its premium sound system and eye-catching exterior details.
The final tweak to the 5th-gen Polo range came in March 2017, when a new 1.0 TSI engine was rolled out in conjunction with the R-Line package. This 3-cylinder unit was mated to a 7-speed DSG transmission as standard, delivering 81 kW and 200 Nm to the front axle.
| Date of introduction | Volkswagen Polo hatchback model derivative |
| January 2010 | 1.4 (63 kW/132 Nm) Trendline 5-spd MT 1.6 (77 kW/155 Nm) Trendline 5-spd MT 1.4 (63 kW/132 Nm) Comfortline 5-spd MT 1.6 (77 kW/155 Nm) Comfortline 5-spd MT 1.6 (77 kW/155 Nm) Comfortline 6-spd AT 1.6 TDI (77 kW/250 Nm) Comfortline 5-spd MT |
| June 2010 | 1.6 (77 kW/155 Nm) CrossPolo Comfortline 5-spd MT 1.6 TDI (77 kW/250 Nm) CrossPolo Comfortline 5-spd MT |
| December 2010 | 1.2 TDI (55 kW/180 Nm) BlueMotion 5-spd MT |
| April 2011 | 1.4 TSI (132 kW/250 Nm) GTI 7-spd DSG |
| June 2014 | 1.2 TSI (66 kW/160 Nm) Trendline 5-spd MT 1.2 TSI (66 kW/160 Nm) Comfortline 5-spd MT 1.2 TSI (81 kW/175 Nm) Highline 6-spd MT 1.2 TSI (81 kW/175 Nm) Highline 7-spd DSG 1.2 TSI (81 kW/175 Nm) CrossPolo 6-spd MT |
| April 2015 | 1.8 TSI (141 kW/250 Nm) GTI 7-spd DSG |
| August 2015 | 1.0 TSI (70 kW/160 Nm) BlueMotion 5-spd MT 1.4 TDI (55 kW/210 Nm) Trendline 5-spd MT 1.4 TDI (77 kW/250 Nm) Highline 5-spd MT 1.4 TDI (77 kW/250 Nm) CrossPolo 5-spd MT 1.8 TSI (141 kW/320 Nm) GTI 6-spd MT |
| March 2017 | 1.0 TSI (81 kW/200 Nm) R-Line 7-spd DSG |
Product strengths of the 5th-gen Polo
Comfort and refinement: Not only did the 5th-gen Polo have more than a hint of Golf about its exterior design, but it also shared a sense of maturity and classlessness with its larger sibling. Virtually all derivatives in the Polo hatchback range majored in comfort and refinement, managing to feel more upmarket than the majority of rivals. After all, there’s a reason it was dubbed a proper “Baby Golf”.
Fuel economy: While the naturally aspirated petrol engines that initially made up the bulk of the local line-up weren’t exceptionally efficient with fuel, the 1.6 TDI unit sipped at a claimed 4.2 litres per 100 km (a figure matched by the 1.0 TSI BlueMotion that launched in 2015). Then, with lightweight wheels, low rolling resistance tyres and a clever regenerative braking system, the 1.2 TDI BlueMotion could theoretically travel nearly 1 200 km on a single 45-litre tank. Meanwhile, the 1.2 TSI engines introduced with the facelift were all rated to use around 5 litres per 100 km, with the 1.4 TDI derivatives coming in at a claimed 4.1 litres per 100 km.
Safety equipment: Soon after its launch, the Polo was awarded a full 5-star safety rating from Euro NCAP, returning particularly high scores in the adult and child occupant protection areas, though surprisingly low marks for pedestrian safety. In South Africa, standard safety kit at launch included ABS with EBD, dual front airbags, side airbags and IsoFix child-seat anchors at the rear, with only the 1.6 TDI shipping standard with an electronic stability programme. However, the latter system became standard across the range after the facelift, which also brought automatic post-collision braking to all variants (as well as the option of front and rear curtain airbags).
Parts availability: Considering the sheer number of units sold in South Africa as well as VW’s extensive national network of dealers, there should be no problem sourcing parts for a used 5th-gen Polo variant There’s a broad choice of “original equivalent” (as opposed to original equipment) parts on the market.
Product weaknesses of the 5th-gen Polo
Potentially patchy service history: When this generation of Polo launched in South Africa, a service plan was – a little controversially considering what rival brands were offering at the time – entirely optional. Thankfully, VWSA added a 3-year/45 000 km service plan as standard from the mid-cycle update. Still, it’s worth insisting on evidence showing the vehicle was diligently maintained, particularly if you’re looking at a pre-facelift model. Remember, there are enough on the market to simply walk away if you’re not entirely convinced.
Timing belt versus chain: Some of the engines in the Typ 6R range used timing belts while others used chains. Of course, it’s worth keeping in mind the former tend to require routine changing (even if VW billed some as “lifetime” belts), though in the case of this Polo the latter certainly weren’t exempt from issues, either. Still, checking which one your potential buy uses is often as simple as opening the bonnet and examining the end of the block; if you find a clip-on plastic cover, you’re likely dealing with a belt.
Clogged DPF: The diesel particulate filter (DPF) on oil-burning engines such as the 1.6 TDI is prone to becoming clogged, particularly if the vehicle is primarily used for short journeys. Check for warning lights on the instrument cluster. Though it is sometimes possible to clear with a 15-minute open-road drive at higher revs (termed a “DPF regeneration”), a particularly saturated filter could lead to all sorts of expensive problems. Also bear in mind these EA189 engines were at the centre of the Dieselgate scandal, though no action was taken in South Africa since VW said all models complied with local standards.
GTI’s problem-prone 1.4 TSI: Though the twin-charged 1.4-litre engine in the pre-facelift GTI was certainly an interesting powerplant, it wasn’t without its gremlins. We’ve heard of multiple reliability problems arising with this engine, from misfires and excessive oil consumption to stretched timing chains potentially leading to the costly collision of valves and pistons. The GTI’s dry dual-clutch transmission was also known to present reliability troubles, though this was perhaps amplified by the sort of abuse hot hatches tend to attract. The 1.8-litre engine that debuted in the facelifted GTI suffered from far fewer reliability foibles, though we have been told of a few instances of turbo failures.
How much does a 5th-gen Polo cost today?
Since there tend to be plenty of examples of the 5th-gen Polo on the second-hand market, any hint of a red flag is more than enough reason to walk away. In short, you can afford to be picky here.
Of the used stock listed on Cars.co.za at the time of writing, the 1.2 TSI was easily the most common engine derivative. Interestingly, less than 9% of 5th-gen Polo units listed were diesel-powered, while around 22% of all stock featured an automatic transmission (the majority in the form of the DSG).
- Below R125 000: We combed through this section of the market and unsurprisingly found it was dominated by the older, free-breathing 1.4- and 1.6-litre petrol powerplants, with the odd diesel and higher-mileage TSI thrown in.
- From R125 000 to R150 000: This price bracket contained a decent number of units as well as plenty of variety in the engine department, though we saw many odometers on the wrong side of 200 000 km. If you plan on selling again in the next couple of years, it’s worth keeping your eyes open for a lower-mileage example.
- From R150 000 to R200 000: At the time of writing, this is where the majority of used 5th-gen Polo stock was to be found. We uncovered a number of high-spec 1.2 TSI units, each with mileage well under 100 000 km and priced not much more than R150 000. The majority of the 1.4 TSI GTI models were also nestled between these pricing bookends.
- R200 000 and up: As you’d expect, the newer versions – note that facelifted models tend to be tagged as “GP” (standing for Grosse Produkt wanderung) – are generally priced above R200 000. Here, we found a few 1.2 TSI examples with under 50 000 km on the clock as well as a handful of seemingly clean 1.8 TSI GTI derivatives.
Pick of the range?
So, where in the range should you be looking? Well, we’d likely limit our search to facelifted models, which benefit from generally more frugal engines, added safety features and more modern infotainment systems. The 1.2 TSI engine arguably represents the sweet spot in terms of powertrain options (though the 1.0 TSI BlueMotion and 1.0 TSI R-Line variants are also worth a look), offering a pleasing mix of oomph and potential frugality. It’s easily the most common engine, too, which means there is plenty of choice.
The Comfortline specification should cover most needs, though it’s certainly worth looking at Highline variants, too, as well as keeping your eyes open for optional extras fitted, such as the popular panoramic sunroof, uprated climate control, parking sensors (fore and aft) and reversing camera. Should you prefer something a little different, the CrossPolo is an interesting alternative.
What about those in the market for a hot hatch? Well, we’d suggest avoiding the 1.4 TSI altogether and going for a post-facelift 1.8 TSI, preferably in manual guise (considering this gearbox has a far better reputation for reliability than the DSG). However, be aware that a three-pedal Polo GTI is already a relatively rare thing, with only two of the 39 examples listed at the time of writing featuring this cog-swapper.
Verdict
The SA-built 5th-generation Polo was a smash hit on South Africa’s new-vehicle market for the seven years it was in production and remains an immensely popular car on the used market today. Back then, it was one of the most polished, classiest contenders in the B-segment, with only the likes of the closely related Audi A1 and the Mini Hatch managing to feel any more upmarket (for more money, it must be said). That remains true today, helping render it a compelling used buy.
Although the Polo is not nearly as rewarding to drive with verve as the 6th-generation Ford Fiesta, it’s still a thoroughly composed – not to mention noticeably more refined – small hatchback. Other traditional rivals in this space include the Renault Clio, Opel Corsa and Mazda2, as well as the Hyundai i20 and Kia Rio. In the hot-hatch space, the Polo GTI was a more forgiving everyday performance model than the Fiesta ST (and the Clio RS) of that era, though offered less in the way of thrills.
Despite an abundance of used stock, there’s still plenty of local demand for the 5th-gen Polo, which has retained its value rather well. As a result, you’re likely to pay a little more for one than you would for an equivalent Fiesta or Clio, for instance. But if can bag a well-maintained, relatively low-mileage facelifted example, it’s arguably worth the premium considering the comfort, fuel economy and safety kit on offer.
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