[suhaas307]

The Volkswagen Polo 1.0L TSI is on sale in India at a price of between Rs. 7.89 - 9.60 lakhs (ex-Delhi).

What you’ll like:

• Fast & fun to drive. Begs to be driven hard!
• Brilliant 109 BHP 1.0L TSI engine is an enthusiast's delight. Mated to a slick 6-speed MT
• Mature suspension gives the Polo good road manners
• Still looks great. Old, but timeless, clean & classy
• Solidly built with an European feel that no other hatchback matches till today
• Among the safest hatchbacks in India - GNCAP rating of 4 stars
• Features such as cruise control, reach + rake steering, auto-wipers, driver armrest, tinted windows

What you won’t:

• Yet another Polo variant & engine. Enough already (related thread)!!
• 1.0 TSI’s refinement is poor at high rpm (it’s acceptable at regular revs)
• An 11-year old model. The next-generation Polo is already on sale abroad
• Limited rear bench legroom and a large floor hump. Your family won’t be pleased
• VW's sub-par dealership & service experiences
• Many missing features: keyless-entry-go, reversing camera, oldschool MID, boot light, split rear seat, projector / LED headlamps, basic 4-speaker ICE
• Premium pricing! Amongst the most expensive cars in the segment, despite being the oldest

This review has been jointly compiled with Vid6639. Thanks to him for the expert observations and photography!

[suhaas307]

Since the Volkswagen Polo has already been reviewed by Team-BHP, this report will only focus on changes made to the 1.0L TSI.

For easy reference, here are direct links to the complete Polo road-test:

The Full Review

The Polo 1.6 GT TDI

The Polo 1.2L GT TSI

[suhaas307]

Even after 10 years, the Polo looks smart and warrants a second look. Timeless design has aged gracefully:


The 5th generation Polo was first introduced by Volkswagen in European markets in August 2009, and it did not take long for the company to bring the little hatchback to our country. Early 2010 witnessed its formal introduction in the Indian market, positioned as a premium hatchback and pitted against the likes of the Maruti Swift and Hyundai i20. VW made a big bang entry in India and the company was then unbelievably aggressive; its long-term plan was to become a Top 3 brand in India. On one day, every page of the Times Of India was plastered with VW ads - related thread.

While the rest of the world received the new 6th generation Polo at the end of 2017, Volkswagen continues to flog the old 5th generation car in India. The model has now been around for over 10 years and has received two significant facelifts, several engine options & a plethora of features + equipment over the last 4 years to keep things interesting. There is no doubt this is the "senior citizen" of the premium hatchback segment. In the same time, we have seen THREE different Maruti Swift generations (ditto with the i20 as its all-new gen is just around the corner).

When it was first launched, the Polo came equipped with wheezy 1.2 litre 3-pot petrol / diesel engines and (a bit later) a smooth 4-cylinder 1.6L MPI petrol engine, all of which were mated to manual transmissions. In 2013, Volkswagen replaced the 1.6 MPI with the EA-111 4-cylinder 1.2L TSI unit paired with the infamous 7-speed dual-clutch automatic gearbox. Volkswagen had also given the Polo an absolutely stonking 1.6L TDI diesel engine in 2013. The cars that got these 1.2 TSI and 1.6 TDI engines were bestowed with the 'GT' moniker to distinguish them from the regular garden variety 1.2L petrol and diesel variants.

The first facelift was introduced in 2014, and the car received new (for India) headlights, tail-lights, alloy wheels, front grille and front + rear bumpers. However, a close look at the front bumper would reveal that Volkswagen had cleverly recycled the pre-facelift GTI bumper by using it on the regular model and then calling it a facelift!! Unfortunately, this facelift also witnessed the discontinuation of the famed 1.6 TDI engine from the GT variants. This diesel was subsequently replaced by a neutered version of the same TDI unit, with a reduced capacity of 1.5 liters. This was done to overcome additional taxes imposed by the Central Government on diesel engines larger than 1,500cc.

During the three-year period between 2016 and 2018, Volkswagen updated the Polo on a near monthly basis by constantly giving it new stickers jobs, features and equipment including cruise control, rain sensing wipers, electric-folding ORVMs, larger 16" alloy wheels, touchscreen infotainment head-unit etc. as if it was some sort of consolation. Just as Mercedes launches a new CBU every month, so did VW with updated Polos. This happened while the rest of the world was getting a taste of what the 6th generation Polo was like. Equally, we might add, for such an old model, the Polo has garnered respectable sales volumes. Says a lot about the car's competency as well as the lure of the VW badge.

In 2019, two years after the 6th-generation Polo was unveiled to the rest of the world, the Indian Polo received its 2nd significant facelift and just like in 2014, Volkswagen dipped into the GTI parts bin and slapped on the 5th-gen 6C Polo GTI bumpers, tail-lights and side skirts. 2019 also saw the discontinuation of the 1.2L, naturally aspirated, 3-cylinder petrol motor in favour of a downsized 1.0 litre, 3-cylinder, naturally aspirated petrol engine. If the 1.2 n/a was lame, this 1.0 n/a was lamer.



Fast forward to 2020 and Volkswagen has persisted with the 5th generation car, but has also chosen to discontinue the old EA-111 1.2 TSI engine by replacing it with this - the all-new EA-211 1.0 TSI. With the introduction of this new engine, Volkswagen's Polo not only holds the record for the longest production stint for a premium hatch in India, but also for the most engines to be deployed in one car. If you include the GTI that was sold for around 2 years between 2016 and 2018, the count for the number of engines used stands at 9. That's 9 engines in one car over a span of 10 years! Check out GTO's thread on the topic at this link.

It remains to be seen if Volkswagen will ever bring the 6th generation Polo (that is already almost half-way through its life cycle in European markets) to India. Government regulations and the rising costs associated with new tooling & assembly lines have ensured that the 4,053 mm long 6th gen Polo won’t make its way into the country in its current form, unless Volkswagen comes up with something radical only for the Indian market. But the problem is, the "VW brand" has been withdrawing investments in India. With Skoda taking charge of the auto giant's Indian operations, we can assume that India will possibly never see the new Polo and that’s quite a shame, considering the wide-spread popularity and the cult following Volkswagen has managed to garner over the last 10 years.

So, what's new on the outside?

Externally, there are no changes to the Polo. It is identical to the September 2019 facelift which received subtle cosmetic tweaks:


The grille and front bumper are similar to the 6C GTI with small black splitters on either side of the front bumper:


The rear receives the GTI bumper and GTI style tail-lights:


Side profile remains the same including the 16" rims:


Sadly, the headlights remain simple halogen units inside a reflector housing. These are mediocre, even though they are double barrel units. At least the Highline should have got the LED units from the Vento for this facelift:


A close look at the front grille with the new honeycomb mesh pattern. A thin chrome strip runs along its lower edge:


Front bumper gets a honeycomb mesh grille as well:


Foglamps too are simple halogen units. They double up as cornering lights:


Notice that the foglamps have 2 reflectors with the smaller one being a dummy (served as DRLs in the poverty-spec 6C Polo when it was sold in the EU markets):


16" alloys finished in a gun-metal shade and shod with 195/55 tyres fill up the front wheel arches nicely but...


...the gap between the tyres and rear wheel arch looks ungainly and gives the Polo a severely jacked up stance:


The only extra bit on the side is the subtle black plastic skirt that compliments the front splitters and rear diffuser:


Rear lights are similar to the GTI:


The TSI badging is no longer exclusive to the GT variant:


Faux diffuser on the rear bumper is similar to the GTI model, but without the provision for exhaust pipes:


Rear exhaust is on the left side and well concealed. Notice the cut-out in the rear bumper to accommodate it:

[suhaas307]

So, what's new on the inside?

Just like the exteriors, changes to the interiors are minimal. Even though this is the Highline trim, the interiors now are all black which were earlier exclusive to the GT TSI. Compared to the exteriors, the cabin feels dated and is in need of an update. Plus, it's not the most feature laden car, missing out on kit such as an engine start/stop button, large touchscreen head-unit, auto headlamps and some other gizmos:


The familiar Volkswagen steering wheel which is common on all cars from the Polo to the Passat:


Old school dials are classy, but the MID should have been updated to a larger colour display for 2020. Instrument cluster looks terribly outdated:


Pink OBD port is located just below the steering wheel (this pic is important for the VCDS folks ):


The Highline gets tinted windows; these are among the darkest tints we have seen on a car as OE fitment. The glass even has "Dark Green" printed on it. We welcome it


The seats have been revised slightly with new upholstery and additional bolstering. They seem much more supportive than in my Polo GT TSI. However, I did find that the seats were slightly higher even in the lowest setting vs my Polo. You can no longer drop the seat squab all the way down to the floor:


A closer look at the new upholstery pattern. Rather boring for a car with such an entertaining engine under the hood:


The Polo now gets an armrest like the Vento. It took 9 years for it to make it to the Polo!


You can adjust the height of the armrest, but just like in the Vento, the handbrake is not easy to operate with the armrest in place:


You get a compact storage bin under the armrest...


...with a rubber base that can be removed for easy cleaning:


There's a proper dead pedal, but the overall foot space is a bit cramped:


IRVM is auto dimming (no switch to disable this function like in some cars):


The earlier GT TSI had piano black finishing around the center fascia. It is now a dark shade of silver. Also note the lack of the TCS switch:


Small 6.5" screen with a thick bezel and large buttons feels a generation too old. The good thing is that it offers Android Auto and Apple CarPlay connectivity, but the USB port for this is located in a horrible position. The cable will foul with your hand while changing gears unless you clip it to the dash:


Storage space at the base of the center fascia is deep. The 12V power socket has been relocated to just ahead of the gear lever. Earlier, it was positioned between the cupholders and the cubby ahead of it:


This close-up shows a red plastic cover which, in the international variant, illuminates the storage area. However, in the India spec car, there is no bulb provided. This kind of cost cutting doesn't suit VW:


Finally, a 6-speed manual gearbox! And it's very slick to use too. Gear knob has a leather boot and glossy black top:


Glovebox is illuminated (finally, after 9 years!) and even comes with a cooling function:


Rear seat has also been slightly revised. The seat squab appears angled by a few more degrees and the bench has a little more under-thigh support:


Rear legroom remains a Polo sore point. This is not a family hatch:


Rear air-con vents, a bottle holder as well as a 12V DC charging port for rear seat passengers to use:


280L boot. Doesn't even have a light:

[suhaas307]

Driving the 1.0L TSI Petrol MT

As the saying goes, big things come in small packages. This 1.0L TSI looks tiny inside the Polo's engine bay, which now has so much of empty space. Make no mistake though, it packs a punch!


It has taken Volkswagen 5 years to introduce an updated TSI engine in India! The 1.0 TSI belongs to the EA-211 family of engines, introduced with a view to replace the old & ageing EA-111 TSI motors. And we can safely assume that this motor is here to stay. After all, the Polo is not the only VAG car to have received this engine. The Skoda Rapid is also now powered by the 1.0 TSI, and we can expect the upcoming small SUVs from both Volkswagen and Skoda to get it as well.

In fact, Volkswagen in Europe has deployed this engine in a number of applications across brands within the VAG family, such as the Volkswagen Golf, the 6th generation Polo, Audi’s A1 supermini, Seat’s Ibiza, Skoda Karoq, Volkswagen T-Roc etc. in various states of tune.

The switch from EA-111 to EA-211 was a long time coming. The old EA-111 1.2 TSI was unveiled globally somewhere in the middle of the 2000s, but was pressed into service in the Indian Polo only in 2013. At the time, the EA-111 was revolutionary as it was the first small-capacity turbocharged engine to be used in a mass-market car in India. In 2015 however, Volkswagen had globally replaced the EA-111 family of engines with the EA-211 series of small-capacity turbocharged motors. Fast-forward to 2020 and Volkswagen has finally deemed our market to be suitable for the new EA-211 TSI engine. You can thank BS6 emission norms for that.

On the face of it, the EA-211 1.0 TSI with one missing cylinder and lower cubic capacity may appear to be a downgrade from the old EA-111 1.2 TSI. The 1.0 TSI makes 109 BHP @ 5,500 rpm and 175 Nm @ 1,750 rpm. This increase in power and torque on paper is marginal at best. But in the real world, the difference is more than just noticeable! Volkswagen has gone back to the drawing board by starting from scratch and ditching the EA-111 in favour of improved performance and efficiency. The new 1.0 TSI benefits from an all-new, all-aluminium head, forged internal components such as a forged steel crankshaft, forged connecting rods, dual-overhead camshafts and 4-valves per cylinder! Even with one cylinder missing, this car has more valves than the outgoing Polo 1.2 TSI! These revisions would not only help with efficiency and performance, but also make the 1.0 TSI a hit with tuners who will finally be able to extract something significant from this engine.

It is not really an apples to apples comparison between the 1.2L TSI and 1.0L TSI as the 1.2L TSI was coupled to a 7-speed DSG, and the 1.0L TSI is available only with a 6-speed manual as of now. Come August, it will get an old 6-speed torque converter gearbox seen in the Rapid MPI and older Vento 1.6L MPI. However, this manual gearbox will be loved by those who truly enjoy rowing through the gears.

With the new 1.0 TSI, Volkswagen has addressed 2 major issues that plagued the EA-111 1.2 TSI.

The 1.0L TSI engine is now oriented with the exhaust manifold and turbocharger positioned behind the engine block and closer to the bulkhead. This rotation helps in effectively dissipating heat generated from the exhaust manifold and prevents it from lingering in the engine bay while the car is on the move, effectively ensuring that intake air temperatures are kept in check despite the weather or repeated flogging. The new engine also has an intercooler to cool the intake temperatures (similar to the outgoing engine).

The other ‘flaw’ that the outgoing 1.2 TSI suffered from was the power delivery at the top end. The old engine would make most of its power and torque in the mid-range. Power would be available in the mid-range all the way up till 4,500 rpm after which, it would start tapering off despite the balance 1,500 revs and the 6,000 rpm redline. This is not the case with the new 1.0 TSI, which benefits from a host of advancements such as forged internals, an all-new all-aluminium head, 4 valves per cylinder and DOHC configuration. Yep, it has a superior top end.

Peek under the bonnet and you will be surprised by just how small this engine is. Also, the whole unit is quite tightly packaged. It almost seems like there's a lot of empty, wasted space.

Turn on the ignition and the car thrums to life, like any typical small capacity 3-cylinder would. But the characteristic 3-cylinder clatter is not intrusive or off-putting, unlike its naturally aspirated sibling. Idling refinement is very good for a triple-cylinder (although it is far from a 4-cylinder Hyundai i20). There is mild cabin shake on startup too.

The clutch has a medium level of weight (not superlight like the Hyundais & Marutis), but its travel is on the longer side. Still, it is easier to operate than earlier Polos. The biting point for the clutch is predictable, which is uncharacteristic of a VAG car. What will bother you in traffic is the clutch pedal's high resting point which leads to an awkward angle for your left leg (if you're on the taller side).

The gearbox is slick and provides you with a positive shift action. Not only is the gear lever easy to operate, it is well weighted and is super fun to swap cogs. I found myself changing gears more often than it was necessary! Sure, it's not as fast as the DSG, yet the manual is without a doubt more engaging and this makes the 1.0 TSI MT the sweet spot in the Polo catalogue. To sweeten things further, this variant is not equipped with TCS and as a result, the power delivery isn't cut off abruptly during a hooning session, making the Polo 1.0 TSI a properly fun thing to drive!

You don’t need to build the revs up to get this car going in city limits. Light throttle inputs are all you need to potter around town. It has enough torque below 2,000 rpm to navigate the city crawl (not dead like Ford's 1.0 turbo-petrol was). However, if you find yourself in a hurry, you will experience some lag in 2nd and 3rd gears before the turbo spools and the car gets going. The Polo 1.0 TSI clears the 2nd gear speed breaker test, although you shouldn't let the revs drop too low. At around 2,000 rpm is where the engine truly wakes up and surges forward. It can close gaps much quicker than its size would lead you to believe. The Polo TSI feels truly ‘punchy’ between 2,000 - 5,000 rpm with enough shove to surprise cars from one segment above it.

But, it is the last 1,000 rpm in the rev-range that surprised us. The engine didn’t feel like it was running out of breath. It kept going all the way till ~6,500 rpm with a noticeable amount of power. Credit has to go to the new DOHC and 4-valve setup as the revised head allows you to extract the last drop of power right at the top of the rev range. Nonetheless, the mid-range is where the fun begins, as the car really comes into its own. This is a lively little engine and although it does feel quite buzzy right through the rev range, the fact that it is a small 1.0L, 3-cylinder engine is seldom highlighted. It's rev-happy and the power gets delivered in a linear but strong surge right from 2000 rpm all the way to the top at 6,500 rpm (the needle nudges 6,600 before bouncing off and settling at ~6,500 rpm).

When it comes to NVH, the new 1.0 TSI isn't exactly the poster-child for refinement. Take your foot off the accelerator pedal at the redline, for instance, and there is a lot of audible feedback in the form of unpleasant noises and sounds as the revs drop. At 5,000 rpm, the engine groans quite a bit. While executing a gear change and lifting off the throttle, there is an audible metallic sound from the engine that is a little disconcerting. There are vibrations that can be felt through the steering, pedals (especially the clutch pedal) and gear lever, more so whilst being driven within an inch of its life. Although the refinement levels are at par with some 3-cylinder engine powered cars we have driven, it is nowhere as refined as the Venue's 1.0 turbo 3-pot motor, rather surprisingly. We would've expected Volkswagen's engineering strength to match Hyundai in NVH. And the 1.0 TSI is definitely not as refined as a classic 4-cylinder powered hatchback at all. That said, it does not sound terrible and you could potentially live with the lack of refinement, especially if you are used to a 3-cylinder car. In fact, at some points in the rev-range, you could even say that it sounds good and pretty sporty! Enthusiasts will enjoy the aural experience while the revs are climbing, but the "regular Amit" won't. And all that vibration & noise feedback does remind us of the "raw" nature of the Tata JTPs.

We noticed that the car loves being beaten hard and does not suffer from a loss in performance as such, unlike its predecessor, the 1.2 TSI which used to wheeze a bit after a few hard runs, thanks to poor heat management and the agricultural SOHC, 8-valve setup. This proves that the new EA-211 1.0 TSI is not just fast, but the performance is sustained over longer periods as the engine quickly recovers from its hard runs without suffering from heat soak.

Highway cruising is a doddle in this car, despite what the spec-sheet (1-liter 3 cylinder) might suggest. The engine allows the car to cruise respectably at 80 km/h as it ticks over at 2,100 rpm in 5th gear and 1,600 rpm in 6th. While doing 100 km/h in 6th gear, the engine ticks over at 2,100 rpm. Overtaking is a breeze as long as you are in the right gear, as the car has enough punch in the mid-range to fly past trucks and regular highway traffic. We were able to achieve almost 100 km/h in 2nd gear, which is pretty good for an engine of these specifications.

Vid6639 and I had an absolute blast revving the nuts off this engine and rowing through the gears! The new 1.0 TSI is happy sitting at 2,000 rpm all day and is equally happy being wrung by the scruff of its neck! We quite liked the high strung and rev-happy nature of the little TSI! Drive hard on the open road and you could surprise cars from a segment above.

In terms of fuel economy, the 1.0 TSI carries an ARAI rating of 18.24 km/l.

You can see how the engine mounts had to be extended to even reach the Polo's mounting point on the chassis:


Sadly, there is no underbody protection whatsoever for this high-tech motor and things are fully exposed underneath:


Bosch ECU is imported from Romania. Perhaps, localisation of this engine is not fully complete yet:


No mention of fuel type on the fuel lid or the cap. You should paste a sticker yourself and be super careful at the pump. The wrong fuel destroys these modern engines:


95 RON recommended:

[suhaas307]

Ride & Handling

When Volkswagen launched the Polo in India back in 2009, the car benefited from excellent running gear and suspension components. Some of the 1.6 MPI versions that ply on our roads today are still running on their stock struts. Volkswagen clearly did not shy away from using quality components at the start. But the growing and fierce competition coupled with rising assembly costs made it seek local vendors for manufacturing these parts, and post 2013, the company began its cost-cutting exercise. This may have saved it a pretty penny in the long run, but the cost-cut parts resulted in premature failures and early wear.

The 2020 Polo continues to feature the India-specific Gabriel suspension components. Ride quality on city roads is average. It is busy at lower speeds and small ruts + cracks filter into the cabin. Of course, this could be attributed to the larger 16” wheels that are now stock on the Highline variants (lower variants with smaller wheels will indisputably ride superior). That said, the ride does get better as you pick up the pace. On the open road, it settles down a touch. It is still a bit busy and the texture of the road does filter into the cabin. But on smoother roads, one can easily maintain serious speeds, and this car is capable of holding the tarmac at high speeds better than you would expect from something of this class.

The steering doesn't have much feel, but is fairly accurate. The return to center action is not violent as such. The steering weighs up adequately at speed, yet not as much as we would like it to as enthusiasts. Around faster corners and sweeping turns, the car holds its line without flinching, although body roll is present and can be felt while negotiating fast corners at speed. The Apollo 195/55 R16 tyres offer enough grip for you to negotiate most corners; for enthusiasts, stickier rubber would greatly benefit this car's chassis.

Braking performance is good for the most part, and the car stops on a dime, but not without a little fuss. Although the feel of the pedal is satisfactory, the brakes can, at times, feel a bit grabby when the pedal reaches 50% of its travel. We also felt the rear feels loose and shimmy under hard braking on some occasions. Long-term longevity of these brakes is definitely a question mark though, as several Polo owners on the forum have complained of premature rotor wear and warpage. Overall, the braking and chassis could have complimented the fantastic little 1.0 TSI mill better, and the Polo could greatly benefit from aftermarket dampers and upgraded brakes.

All said and done, the Polo 1.0 TSI can be a fun car. The combination of a light front end, courtesy the small and tightly packaged engine, the rev-happy nature of the motor, the short-ish throw of the 6-speed 'box and the suspension give this car a character that is missing in many hatchbacks today. It has a lot of potential and especially without TCS, the refreshed Polo gives you room to play around with it. The high speed stability is undoubtedly unmatched in this segment. Its main competition in the "fun to drive" department is the Ford Figo.

• The Volkswagen Polo 1.0L TSI brochure can be viewed here - VW Polo 1.0.pdf.

[Aditya]

Thread moved from the Assembly Line to Official Reviews!

[itwasntme]

Excellent crisp review, thanks!

While I agree wholeheartedly with that yummy engine (I drove it briefly), the interiors are inexcusably shabby for a 2020 premium hatch. The dashboard finish leaves a lot to be desired, as does the overall execution of that 'OEM' armrest. Did not like the quality of the diffuser or rocker panel rubber strips either. The latter makes it look like a half-hearted 'Cross' concept. I like my Polos lower slung :-)

I'd think hard before investing in a 11 year old Polo UNLESS driving + ride & handling were the ONLY considerations AND no back seat passengers unless they are contortionists!

[EuroMachine]

Great insights on the new engine.

In short, this seems like an improved 1.2TSI at highend mated to a manual with the expected 3 cylinder feel.
Good performance for our "regular Amit" and "speedy Sam" who will want to tune it up further.

Is this the second best after the Abarth Punto?

[1.2TSI7DSG]

When I read the news link, i shouted Woo Hooooo.... and the review didn't disappoint!!!

Of the "what you won't" for me, there is really only a coupe of deal breakers. One is the rear space. i am 6'4" so I practically drive on the backseat
The other is the pathetic lighting setup. Should have (and cant stress this enough) come with better lightings. Even the Activa with LEDs have blind me. Rest of the stuff is liveable.

[Rajeevraj]

Great review. Thanks for sharing. Although VW has been flogging this car for the last 10 years, they still manage to do the small and significant things necessary to keep it relevant. Bringing in the 1.0 TSI +MT or TC AT combination is a very good and relevant decision in the Indian context and I think will help sustain it for some more time.

Knowing the feel the 1.2 TSI has given me for the last 7 years, and considering that the 1.0 TSI seems to be better than that, pretty sure it will leave a smile on the face of the folks going for a test drive of this. Without the baggage of the DSG, which makes it mass market friendly, I see a lot of folks opting for this in the segment.

[GTO]

Great review Suhaas & Vid6639. Suhaas' experience of owning the 1.2L GT TSI was definitely an asset for this review. I'm a total "engine" guy and look at the powerplant before any other aspect of the car. That, the classy clean Euro styling (another one of my favourites) and the fact that I don't care about models being old (all my current cars are discontinued) make the Polo rank high in my books. I experienced this motor + slick gearbox in the Rapid. All I can say is, if you're looking at driving pleasure, it's either this or the Figo. Honestly, it would be a very tough choice between the two.

[tejascshetty]

Thanks Suhaas and Vid6639 for this review!

Combined with GTO's impressions of the same engine in the Skoda Rapid, it makes for good reading that the 1.0 TSI Unit is a solid performer. Remember taking this for a test drive and was absolutely floored by the performance of this engine. I had gone ahead with the Skoda Rapid Rider myself, though I was sorely tempted by the Polo in this top end variant which came with certain feel good features as well.

The Rapid came with the same engine and comparable performance at a price almost 50K cheaper than this variant of the Polo. As you rightly mentioned, the Polo is expensive, especially for the features it offers. If it follows the Skoda path, and includes the Trendline and Comfortline variants with this engine (which is something the Vento has done with this new 1.0 TSI Unit), I believe Volkswagen has a sure winner on its hands which could definitely eat into the sales of all the other hatchbacks in the segment. The 1.0 litre wheezy MPI unit currently being offered on those variants is certainly not in the league of the other options being offered by the competition. The addition of the 1.0 litre TSI unit to those variants would surely set the cat among the pigeons!

[ram.iyer95]

Originally Posted by suhaas307

So, what's new on the inside?

The Highline gets tinted windows; these are among the darkest tints we have seen on a car as OE fitment. The glass even has "Dark Green" printed on it. We welcome it

Pardon me if this sounds silly, but will this not create issues with the cops, since there is a ban on such dark window tints? If I remember correctly, the minimum permitted transparency for the side windows is 50%, and from the pictures, the tint does look rather heavy and makes its presence obvious.

[Vid6639]

Originally Posted by ram.iyer95

Pardon me if this sounds silly, but will this not create issues with the cops, since there is a ban on such dark window tints? If I remember correctly, the minimum permitted transparency for the side windows is 50%, and from the pictures, the tint does look rather heavy and makes its presence obvious.

There is absolutely no issues. The law says you cannot apply any external film, period.

The law says the glass should allow 70% visibility if provided by the manufacturer. No external film is permitted irrespective of the visibility.

The VW glass is tinted and not an external film hence no question of being an issue. The same is printed on the glass as VW original.