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01 March 2011 ~ 1 Comment

Geneva Motor Show 2011: Italdesign Tex – a VW Polo coupé for the 2010s?

Famed design house Italdesign has been part of the Volkswagen Group since the middle of last year, and the first fruits of the companies’ joint cooperation were unveiled last night on the eve of the 81st Geneva Motor Show. Leaked online last week, the two concepts are both less than four metres long, and feature twin-drive hybrid drivetrains. But, most intriguingly, does the Tex, the sportier of the the two models – the other, the Go! is a compact MPV, maybe another future Polo variant – point to a new spin on the ‘80s Polo coupé? The current Polo is 3970mm long, and lacks a true out-and-out sports focused model, so could the Tex fill the void and be a baby brother to the successful Scirocco?

Building on current and reported future Volkswagen design cues, we think the Tex already looks like a slightly edgier Polo, with echoes of the current model in its side profile. The front grille is an even slimmer version of that seen on current VWs, while the rear features a glass hatchback, with hidden rear lights (first shown on the Up! concept from 2007) and a mounted blade-type spoiler. A full-length panoramic glass roof lets light into the brown and read leather interior, while deeply-sculpted ‘quarterlight’ windows provide a new Volkswagen design flourish. Large spider-like multi-spoke wheels fill the pronounced wheelarches, while the red pinstripe evokes that of the original 1982 Polo coupé.

Powered by a Twin Drive plug-in engine built by Volkswagen, the Tex showcases modern hybrid technology. A 1.4-litre turbocharged engine is paired with a 114bhp electric motor, which, when used together, can produce 295lb ft of torque, enough for 0-62mph in around six seconds and a top speed of 137mph. All this power is driven through a seven-speed DSG gearbox, with paddles on the steering wheel, as seen on the latest Polo GTI. As well as being a sporty powerhouse, the Tex is also eco-minded, too, and can travel around 20 miles in all-electric mode only. If given the green light for production, both the Tex and Go! could be on the market by 2018. The full Italdesign/VW press release follows.

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31 December 2010 ~ 0 Comments

The PoloDriver review of 2010

2010 was the first full year of production for the fifth-generation (6R) of the Volkswagen Polo and one where the model became a truly global car, with local production in India and Russia. It also won more major awards than in 2009, and made its international debut in motorsport, with the inaugural season of the Volkswagen Polo Cup India. We look back at both the major Polo 6R developments and happenings over the last year, and also chronicle the main news stories pertaining to the Polo Vivo, the South African entry-level replacement for the CitiGolf. (Bold entries are illustrated by the picture above that particular month.)

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15 September 2009 ~ 2 Comments

Series 3 Polo: 1994-2001

The Series 3 Polo was presented to the European press in Paris in August 1994 and launched in the UK after the British Motor Show at the NEC, Birmingham, the following November.

Completely new range
A completely new range from the ground-up, the Series 3 Polo owed nothing to the Series 1, or 2 cars that preceded it. Initially in hatchback from only, it was available in four trim levels: L, CL, GL and GLX. Engine options consisted of three variants; 1043cc 45bhp, 1272cc 55bhp and 1598cc 75bhp units. For the first time in the Polo’s history, three and five-door models were now available.

1994 Volkswagen Polo GLX
Class-leading: the Series 3 Polo arrived in 1994, and with it banished memories of the older and cruder Series 2 cars. Five doors, power steering and ABS were all Polo firsts

The underpinnings of the new Polo had been widely reported as being those of the just-lauched 1993 SEAT Ibiza. This was certainly true, with both cars sharing many common components, including such major items as interior dashboards and minor switchgear. Trim materials differed though, with the Polo being the more sobre of the two cars.

1994 Volkswagen Polo Interior
Shared: Series 3 Polo dashboard was also fitted to the 1993 SEAT Ibiza, from which the Polo borrowed chassis components. Platform-sharing endures in VW Group cars today

The engine bay of the new Polo was also smaller and could not accept anything larger than a 1.6-litre unit, while the SEAT was later launched in fire-breathing 2.0-litre, 150bhp Cupra Sport guise. The Volkswagen’s smallest new model was well-received by the motoring press, winning almost every group test or award it participated in. Autocar and What Car? magazines both awarded Car of the Year 1995 awards to the impressive newcomer, stating that it set new standards for small cars, particularly in the areas of ride, handling and refinement.

Waiting lists
The UK range of eighteen models for the beginning of 1995 was the same as the continental launch at the tail end of 1994. The 1.3 and 1.6-litre models came first, followed by the base 1.0-litre engined cars. Waiting lists were inevitable.

1994 Volkswagen Polo engine
Weakest links: Series 3 Polo’s engines were based on its predecessor’s and were the only chinks in the new model’s armoury. Mid-range 1.3-litre unit soon replaced by 60bhp 1.4

The L was available in 1.0 45bhp, 1.3 55bhp and 1.6 75bhp guises. The CL was available with the 1.3 and 1.6 engines, while the GL and GLX were only available with the top-spec 1.6 75bhp engine option. Cars were well-equipped, with all having electrically-heated and adjustable mirrors, while all except the 1.0 and 1.3 L had power-steering. A 1.9 64bhp diesel unit arrived in spring 1996 and was available in L and CL models.

The new Polo was comprehensively well-equipped. The L model boasted a height-adjustable steering column, a Sony radio/cassette with four speakers, rev counter, digital clock, colour-coded bumpers, heated and electrically-adjustable mirrors and a dust and pollen filter.

1994 Volkswagen Polo CL
Mid-range: CL was the big-seller of the Series 3 Polo range, and was suitably well-equipped with central locking, front electric windows, power steering and rear head restraints

The CL added front seat height adjusters, rear head restraints, split-folding rear seats, power steering, central locking, and front electric windows (the latter three all Polo firsts). The GL built on the additional features of the CL and gained ABS, a manual glass tilt/slide sunroof and 13″ eight-spoke ‘Interlagos’ alloy wheels.

Finally, the range-topping GLX was distinguished from the Polo GL by way of its deeper ‘sports’ bumpers, front fog lamps, white front indicators, darkened rear light clusters and the addition of heated windscreen washer jets. The GLX also boasted many interior refinements which included front sports seats, driver and passenger airbags and black ‘Speed’ upholstery.

1994 Volkswagen Polo GLX
Range-topper: GLX was top of the Series 3 Polo tree, and looked both upmarket and sporty. Alloy wheels, front foglights, ‘sports’ bumpers and white front indicators marked it out

Prices for the new range began at £6,950 for the 1.0 L three door, rising to £11,750 for the 1.6 five door GLX model.

New model package
At the 1995 London Motor Show, Volkswagen announced the first range revisions and a possible new model package which was being shown as a ‘concept’. The Polo Open Air featured a full-length, electrically-operated folding roof, similar to those fitted on VW Beetles or Citroën 2CVs many decades earlier. The 1.3-litre engine in the Polo was also to be replaced with a more efficient 1.4-litre 60bhp unit that delivered its power at a much lower engine speed with 16 per cent more torque.

1996 Volkswagen Polo Open Air
Open for business: Polo Open Air had a full-length electrically-operated canvas sunroof and proved popular. Introduced as a special model, it soon became a permanent model option

The GLX also now had new 14-inch ‘Indianapolis’ alloy wheels fitted, replacing the previous 13″ versions. All models had a revised tailgate too, with a tiny lip ‘spoiler’ shaped out of the metal at the top of the rear window.

Modern-day Derby
A few weeks later, another flavour of new Polo was announced. Now available as a four-speed automatic, the car was fitted with the 1.4 or 1.6-litre engines and spanned all four mainstream trim levels. But the big news of 1996 was the launch of the modern-day Derby.

The Polo Saloon (‘Classic’ in Germany, resurrecting the name last seen in 1987) was released in April 1996. Basically a re-engineered SEAT Cordoba, the car was built on the same lines as the SEAT, but had different front and rear styling. The rear resembled a truncated Audi A4, while the front was similar in style to the new Polo it was to complement.

1996 Volkswagen Polo Saloon
Notchback: Series 3 Polo Saloon arrived four years after the Series 2 car disappeared from showrooms. Based on the SEAT Cordoba (itself a SEAT Ibiza saloon) it was  slow-seller

Other styling flourishes on the Polo Saloon included colour-coded door handles and rubbing strips. The car was 423mm longer than the hatchback and had a 40mm longer wheelbase. Launched in five four-door versions, there were 1.6 75bhp, 1.6 100bhp and new 1.9 64bhp SDI diesel engine options. The diesel unit was claimed to be the most economical Volkswagen to date, while the 1.6 featured new variable intake manifold technology.

L and CL specifications made up the saloon range with the L being made available with the 1.6 petrol or 1.9 SDI engines. The CL was fitted with a choice of both 1.6s or SDI units. Optional extras were priced the same as the Polo hatchback range and in many cases, the actual cost of the cars was the same, too.

All-aluminium engine
More Polo range alterations were made in 1997. The 1.0 L now had a new 999cc, all-aluminium engine, developing 50bhp. An increase of 5bhp over the old unit wasn’t the only benefit – torque figures rose and the car accelerated faster and was also more economical. The engine also boasted multi-point fuel injection, rather than the single-point system used on the earlier models.

The whole Polo range was also rationalised to make way for the most powerful new Polo – the 16V. The Polo GL three-door was discontinued, the GL five-door lost its anti-lock brakes and the GLX trim level was dropped.

The Polo 16V appeared identical in outward appearance to the deleted GLX, with the exception of the ’16V’ badge on the tailgate. Specifications and the interior was as the GLX, too, but the one thing the car didn’t share with its previous range-topping sister was its engine. A new 1.4-litre, 100bhp 16V unit with the same variable intake manifold geometry as the 1.6 100bhp engine in the Polo Saloon had been reserved for the new sports Polo, and sprinted the 16V to 60mph in 10.5 seconds and onto a top speed of 117mph.

1996 Volkswagen Polo 16V
Hot: 1996 Polo 16V was the most powerful Polo since the G40 of 1991. Outwardly identical to the discontinued GLX, new features included ‘Indianapolis’ alloys and rear spoiler

Costing £12,095 for the three-door model, once again the options list was extensive and included air-conditioning, passenger airbag and anti-lock brakes. In other 1997 model year revisions, the ‘Open Air’ sunroof was made a UK optional fitment on every model for £565. Worldwide celebrations heralded the arrival of the 5,000,000th Polo to roll off the production lines.

More secure
In 1998, the Polo was made more secure with the fitting of new locks on the doors and steering column, without affecting prices. The new locks were free-wheeling and were also fitted to the recently-introduced Passat, which also donated its steering lock. Other changes also saw the introduction of a new instrument panel with the speedometer and rev counter flanking an inner warning light display, new dashboard outer air vents and an electrically-adjustable headlight beam. The colour range was updated, too, while some Polo models gained better-spec radio/cassette units.

1998 also saw the UK launch of yet another Polo variant; the Polo Estate. Like the saloon, the new load-lugger was based on a SEAT (the Cordoba Vario) and was built alongside this car and the regular versions of the SEAT Cordoba and the Polo Saloon at SEAT’s modern Spanish Martorell plant. Released in ten versions, the engines options and trim levels were the same as the Polo Saloon, with the addition of a new GL specification. The car was the same length as the notchback, too, but offered more loadspace because of the deliberately ‘squarebacked’ tailgate.

1998 Volkswagen Polo Estate
Squareback: 1998 SEAT Cordoba Vario-based Polo Estate was aimed at the lifestyle set, even though it had utilitarian looks. Useful extra space attracted a select band of buyers

The 1.6-litre 75bhp L started the range at £11,205 and included height-adjustable front seats and buyers could also choose a 1.9 64 bhp SDI diesel engine. The CL was released with the two 1.6s (75 and 100 bhp) and the SDI diesel. The range-topping GL was fitted with the larger 1.6 litre unit only.

Shortly after the car’s introduction, Volkswagen announced that both this and the saloon would be available with a 1.9-litre, 90bhp TDI engine. Available in newly-introduced GL trim, the Polo Estate range now topped off at £13,550, while both of the GL-specced SEAT-based Polos were also available with the 1.6 100bhp engine. The new GL specification included 14″ ‘Solitude’ alloy wheels, Polo 16V interior trim with front sports seats. One advantage the estate had over the saloon was that the new TDI engine was fitted to the car in more lowly L and CL trim, too.

All this model diversication added to the Polo’s total production figures; the 6,000,000th example was produced since Volkswagen’s second most popular modern-day model line was introduced in 1975.

Spiritual successor
With all this activity, buyers would have thought that things would quieten down, but Volkswagen had one more card up its sleeve. The Polo GTI was launched on mainland Europe in the autumn of 1998, 23 years after the Polo’s introduction. Appearing at the Paris AutoSalon, it was launched in Germany not long after in a limited run of 3,000 cars. Seen as a spiritual successor to the Series 1 Golf GTI (their dimensions were almost identical), Volkswagen UK delayed plans to introduce the car into Britain until the range was revamped (Series 3F Polo) in mid-1999.

1998 Volkswagen Polo GTI
Racing ahead: leap-frogging the 16V and overtaking it as the fastest-ever Polo, the GTI was sold in limited numbers in mainland Europe for around 11,000. It soon sold out

Special offers
The range remained much the same for the last year of pre-facelift Series 3 production. Volkswagen offered its ‘1999 Polo Summer Campaign’, which was a range of special offers to heighten the Polo’s appeal. The 16V and GL were offered with manual air-conditioning in lieu of the sunroof that came as standard, while the ‘Open Air’ electrically-operated sunroof module was offered to L and CL hatchback drivers for £160 (usually £565). Any customer that ordered a Polo L or CL hatchback, saloon or estate had a manual glass tilt/slide sunroof fitted free.

The first spy photographs of the facelifted Series 3F model started to appear in the motoring press in early autumn 1999 and the new car was launched to the world’s motoring press in Vienna in October. Arriving in time for the Polo’s 25th birthday, the launch of this new model was available on the continent soon after the first reviews arrived from Vienna, with the UK having to wait until 5 February 2000.

1999 Volkswagen Polo in Vienna
Wheely great: although a heavy facelift of the 1994 model, the new Series 3F Polo set new benchmarks for small car refinement and quality, along with a new smoother look

The new model was effectively a facelift of the 1994 car, suitably freshened up for the new Millennium. The hatchback model was the most revised, and grew to a thirty-two-model range. Starting with the 1.0 50bhp, the hatchback’s engines rose through 1.4 60bhp, 1.4 75bhp (16V), 1.4 100bhp (I6V), 1.9 SDI 64bhp, and topped out with the 1.6 GTI, now a full production model.

Expanded range
Within this expanded range was a choice of seven engines, with new three-cylinder 1.4 TDI and 1.6 GTI units being available for the first time. The new model boasted a galvanised and stiffer body and sixty per cent of the car’s components were revised to improve the handling, ride and refinement that had been the weapons in the previous model’s armoury.

The appearance of the revised models was much as before, but as the factory’s body-pressing dies were wearing out, the opportunity was taken to make the body’s shutlines smaller and the looks a little sharper. Clear-lensed lights and a revised bumper and grille were the most prominent changes at the front of the car, while the rear saw red light clusters and a new bumper with a licence plate recess.

1999 Volkswagen Polo
Revised: new Polo 3F featured new galvanised body panels and minor styling changes over its predecessor including a smooth tailgate with bumper-mounted licence plate

The new interior saw a Lupo-style dashboard fitted with more comfortable seats and the then-new trademark blue backlighting. The interior quality was as good as the larger Volkswagen models such as the Golf (itself a benchmark). The changes to both the saloon and estate were much less far-reaching, both gaining revised interior trim and the new dashboard from the hatchback. The only external changes for the SEAT-based pair were the fitment of different wheels and white front indicator units.

1999 Volkswagen Polo 1999 dashboard
Something borrowed, something blue: new 3F dashboard lifted from the smaller Lupo and much more characterful than what had gone before, giving the interior a personality

The three and five-door hatchbacks were available in five trim levels, while the saloon and estate ranges were expanded to three-model ranges with five engine options and continued to be specified with the larger 1.6 100bhp and 1.9 TDI 90bhp engines not available in the hatchback.

All models included ABS and all-disc braking as standard, in addition to two front airbags.The E was the base-model and was available with 1.0 50bhp, 1.4 60bhp, and 1.9 SDI 64bhp engines in the hatchback, with 1.4 75bhp, 1.9 SDI 68bhp and 1.9 TDI 90bhp units for the saloon and estate.

Equipment included power steering, tinted glass, split-folding rear seat, electrically heated and adjustable door mirrors, and rear head restraints. The base-model hatchback cost £8,290, the same price as the outgoing 1.0 L. Saloons started at £10,735 for the 1.4, while the cheapest 1.4 estate was £11,135.

1999 Volkswagen Polo range
Family: Polo 3F range offered a model for everyone; the SEAT-based estate and saloon were fitted with 100bhp 1.6-litre and 90bhp 1.9-litre engines not available in the hatchback

The S trim level was the next rung up the new Polo ladder. The hatchback was available with 1.4 60bhp, 1.4 75bhp and 1.9 SDI 64bhp units, while the higher-output 1.4, 1.9 SDI, 1.6 100bhp and 1.9 TDI 90bhp engines were fitted to the saloon and estate only. Extra equipment over the E included anti-hijack central locking, cup-holder and electric front windows.

The SE was the plushest ‘non-sporting’ Polo. Again, available in all three Polo variants, the engine choice was as wide as the E and S, with 1.4 60bhp, 1.4 75bhp units being fitted to the hatchback, while saloon and estate buyers could choose between 1.6 100bhp, 1.9 TDI 90bhp and larger 1.9 TDI 110bhp engines. The SE trim level was the highest specification available for the saloon and estate ranges, with topping-out at £14,315 for the notchback and £14,715 for the square-backed car.

Critically-acclaimed
The SE hatchback was also available with a new three-cylinder 1.4 litre TDI unit, developing 75bhp. With a giant-killing 144lb ft of torque (surpassing even that of the GTI), it featured unit-injector technology, which provided class-leading fuel efficiency and very low emissions. An engine balancer shaft added to the smooth and quiet driving experience. Diesel Car magazine awarded this critically-acclaimed new model their Car of the Year 2000 award.

1999 Volkswagen Polo TDI engine
Lusty performer: Series 3F Polo’s new 1.4-litre three-cylinder TDI engine was a revelation. Its 144lb ft of torque eclipsed even that of the GTI. It was the surprise of the range

SE hatchback trim differences over the S included the addition of an electric sunroof, front fog lamps and 14” ‘Kyalami’ alloy wheels. Saloon and estate models were fitted with 14” ‘Solitude’ alloys, front foglights, and an electric glass sunroof.

The hatchback was available in two further trim levels. The 16V was the first ‘sporting’ model. Better value against the outgoing model, it featured a 1.4 16v 100bhp engine with such luxuries as manual air-conditioning, interwoven upholstery, and 15” ‘Spa’ alloys, and was better value against the outgoing model.

Most powerful production Polo
Fitted with a new 1.6 16V, 125bhp engine, the new Polo GTI eclipsed the previous 1998 version as the most powerful production Polo to date. It looked the part too with its unique body styling, consisting of deeper bumpers with mesh inserts, mesh grille, tailgate spoiler, deeper sills and 15” BBS ‘Split Rim’ alloys, wearing 195/45 15 tyres.

1999 Volkswagen Polo GTI
Legendary? Using the GTI badge as a selling point and continuing the Volkswagen GTI family, the hot Polo was praised by some and derided in others. It looked the part, though

Extra equipment over the 16V included a 6-disc CD autochanger, Xenon gas-discharge headlights and electronic air-conditioning. In homage to the first Golf GTI of 1975, the new model was also available in just three colours – Diamond Black Pearl Effect, Flash Red and Satin Silver Metallic. Prices for the three-door model started at £13,995, rising to £14,460 for the five-door version.

1999 Volkswagen Polo GTI 1999 interior
Top-of-the-line: not only was the Polo GTI the most powerful production Polo, it was also the plushest, too, with air-conditioning, chrome-ringed dials and optional leather trim

car magazine said of the GTI: ‘It is a VW GTI with proper credibility, so is not to be dismissed.’ But, as with most press reports at the time, the TDI impressed the magazine just as much: ‘The GTI is fun, but what you see is what you get. Try the 1.4 TDI, and be amazed.’

Optional equipment levels for the new Polo were truly gargantuan, the revised range being available with rain-sensitive wipers, in-car satellite-navigation system, and leather upholstery. The owners of Polo SE models could also upgrade their cars to include air-conditioning in lieu of the electric sunroof, while all models were also available with the option of side-mounted seat airbags.

1999 Volkswagen Polo acessories
No bit-parts: range of accessories and optional equipment on the Series 3F Polo was vast and included body styling kits and alloy wheels. Big-car options saw the Polo come of age

May 2000 saw the S hatchback also available with the revolutionary new 1.4 75bhp TDI unit that had only previously seen service in the SE. Celebrations marked the production of the 6,480,000th Polo, since the model’s introduction 25 years earlier. Things were relatively quiet in 2001 with only the introduction of the Colour Concept and Match special editions (see the Series 3 Polo specials page).

The Series 3 and 3F Polos had been an overwhelming success story for Volkswagen, adding over 3 million vehicles to the model’s overall production tally and winning many new buyers. However, the 3F was always intended to be a stopgap until the advent of the next all-new model, and fast advances in the small car class meant that it was starting to fall behind the competition.

Volkswagen had this covered, though. The all-new Series 4 Polo was announced at the Frankfurt Motor Show in October 2001 and went on sale in continental Europe shortly afterwards.

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06 September 2009 ~ 9 Comments

Series 2 Polo: 1981-1994

A month after Series 1 Polo production ended, the Series 2 was launched. Volkswagen had given the new car a completely different look, the new hatchback model resembling a small estate car. Commonly referred to as a ‘squareback’, the new Polo was introduced into the UK as a three-tier range.

1982 Volkswagen Polo
Squareback: based on Series 1 mechanicals, the Polo was radically redesigned for 1982, the new generation hatchback resembling a two-door estate car

Starting with the basic-spec C, rising through the mid-range CL and topping off with the plush GL, the new family of small cars promised the same impressive levels of refinement and quality as their predecessors. The 895cc 40bhp engine of the earlier generation had been developed into a 1043cc unit with an increased output of 45bhp. This powered the C, while the CL and GL had the 1093cc engine carried over from the Series 1.

1982 Volkswagen Polo interior
Plush: Series 2 Polo had a more up-to-date interior – with GL models featuring bold check upholstery – and matching coloured dashboard depending on trim

1983 Volkswagen Polo engine
More power: Series 2 Polo’s revised engines were up on power over the Series 1’s units across the range. Every left-hand drive Series 2 had a brake servo

VW also chose to expand on the Formel E fuel economy system first introduced on the run-out Series 1 Polo LX. Powered by the 1093cc high-compression engine, it needed an exclusive diet of four-star petrol to develop its 49bhp and had a wide-ratio 3+E gearbox and fuel consumption indicator. At the UK launch the C model cost £3,799.

Complimentary models
The Polo family grew larger in 1983 with the addition of two new models. The Polo Classic was launched first and was a Series 2 Derby equivalent (it was even called Derby in its home market on its launch in the autumn of 1982). The range mirrored that of the Polo hatchback, but C and CL models were powered by the 1093cc engine. The GL was powered by the 60bhp unit from the outgoing Derby GLS.

1983 Volkswagen Derby
The same but different: Derby/Polo Classic arrived in 1982, and boasted an enormous boot, square headlamps, but no lower-capacity 1043cc 40bhp engine

The car had a different face to the hatchback too, with two square headlamps, replacing the circular units, giving it as Volkswagen stated at the time, ‘more striking styling an an air of greater self-confidence.’ The Formel E had a rear boot spoiler – as did the hatchback equivalent – while GL versions of both the hatchback and saloon boasted headlight washers, twin-tone horn and internally adjustable door mirrors. Prices for the Classic stated at £3,975 for the C, rising to £4,798 for the GL.

1983 Polo Coupe
Rakish: was the Polo coupé a solution for would-be buyers put off by the hatchback’s angular redesign? A three-door hatch, design echoed Series 1 Polo’s

Following on from the Classic’s launch, the Polo coupé was released a few months later. Its fastback styling was more of a progression from the Series 1’s and although not a proper coupé, it was thus labelled, as Volkswagen had already used the ‘hatchback’ designation for the regular square-backed model.

1983 Volkswagen Polo coupe interior
Sporty: interior traded on big brother Golf GTI’s and featured dark trim with red accents, centre console, thicker-rimmed steering wheel and door pockets

Initially available with the 1093cc engine, only one model was available, the ‘Coupé’. It featured many sporty additions such as wheel-arch extensions borrowed from the larger Golf GTI, sporting seat trim, rear window spoiler, rev-counter, ‘sports’ wheel trim centres and low-profile 165/65 13 tyres on steel pressed rims. Celebrations marked the production of the 1,000,000th Polo.

Model revisions
Model revisions first took place in 1984. The Classic CL and GL had a new 1272cc, 54bhp engine fitted, which also found new service in the Polo Coupé, replacing the previous 1093cc model. The Polo Coupé now cost £5,070.

The Polo hatchback range was to expand still, with the addition of the ‘Standard’ model. Named simply ‘Polo’, this new base-model car was to be found lacking the twin door mirrors, head restraints, luggage cover and additional items of extra equipment of the C. With the addition of the new no-frills car, the range now started at £3,695.

Finally for 1984, the mainstream hatchback and classic Formel E models now had the 1272cc 54bhp engine and an automatic stop-start system fitted. This stopped the cars when the gearbox was in neutral, restarting when first or reverse was selected. Revised trim included flush-fitting quarter-light windows for extra fuel economy!

Upgraded specification
Model changes for 1985 included the upgrading of the C specification of the Polo hatchback. It now gained the wraparound rear window spoiler of the Formel E, black-trimmed door pillars, ‘Glencheck’ upholstery, cigarette lighter and GL instrument panel featuring an analogue clock and trip mileage recorder.

The Polo Classic was renamed the Polo Saloon (the Derby tag having been dropped in Germany) and now gained the circular headlamps of the hatchback and coupé.

1985 Volkswagen Polo Saloon CL
It’s all in the name: the Polo Classic was renamed the Polo Saloon in 1985 and gained the round headlamps shared with its hatchback and coupé sisters

The mainstream coupé range was also realigned. The Polo ‘Coupé’ was renamed the S. Upgraded specification now included sports seats, twin-headlight grille (fitted with either driving lights or fog lamps), digital clock and a three-spoke sports steering wheel. Launch price was £5,654. A new lower-powered model was announced: the 1043cc 40bhp Polo ‘Coupé’ had a specification which mirrored that of the Polo C hatchback.

Overhauled engines
For 1986, the 1043cc and 1272cc engines were overhauled and now included new valvegear and a five-bearing camshaft, hydraulic tappets and an automatic choke. The 1043cc unit was fitted into the Polo C hatchback, the C saloon and the Fox coupé; the new trim which superseded the Polo ‘Coupe’.

1986 Volkswagen Polo engine
Overhauled: modern technology came to the Series 2 Polo engines in 1985 with a new five-bearing camshaft, hydraulic tappets and an automatic choke

This new base-model coupé featured colour-keyed wheel trims, special ‘Fox’ decals, special upholstery and contrasting bumper piping. A new 4+E gearbox was now standard on the Polo Formel E models as was the addition of a standard radio. This gearbox was available as an option on the Coupé S, while the Polo GL hatchback now had the 1272cc engine, 155/70 SR 13 tyres and full-size flush wheel trims.

Elsewhere, the Polo Saloon GL was dropped from the range, while in Germany Volkswagen experimented with the Polo Coupé GTG40. This car featured the 1272cc 55bhp engine fitted with a supercharger and fuel injection, pushing the output to 115bhp. Special models of this car set several world speed records for their class, averaging 129mph over 24 hours. This wasn’t the only event Volkswagen was celebrating; 2,000,000 Polos had now been produced.

Minimal changes
Changes to the Polo ranges were minimal for 1987. The previously special edition Polo Ranger gained alloy wheels and became the range-topping hatchback model priced at £5,979; the Polo CL hatchback and saloon were fitted with the 1272cc engine; the GL hatchback was dropped from the range, while the Coupé S now had the new 4+E gearbox fitted as standard. VW also dropped the Formel E versions from all of its model ranges.

1988 Volkswagen Polo Ranger
Range-topper: special edition Polo Ranger moved up to the top of the Polo hatchback tree in 1987 and gained ‘Zolder’ alloy wheels in the move upmarket

1988 was a quiet year for the now seven year-old Series 2. All four-speed versions of the CL hatchback, C saloon and coupé were dropped. Minor trim changes also followed. Prices now started at £4,929 for the Polo ‘Standard’ rising to £6,980 for the Coupé S, which now had ‘Hockenheim’ alloy wheels as standard, while the Ranger also had alloys fitted as standard, these being the earlier design previously offered on the CX.

The last full year of pre-facelifted Series 2 Polo production was 1989. All models gained tinted glass, while the Fox name was introduced on the entry-level Polo hatchback. Trimmed as the coupé version, it replaced the Polo ‘Standard’.

Mould-breaking move
Production of the pre-facelifted Series 2 Polo range was to end in September 1990, so range revisions were the order of the day. In an inspired and mould-breaking move, Volkswagen introduced the Polo Catalyst range. All Polo 1043cc models were fitted with a three-way Euro catalytic converter, which cut emissions from the engine. Trim was as the C-spec cars.

In March 1990, VW Motoring magazine published first details and an artist’s impression of what the ‘new Polo’ was to look like. It was to appear only seven months later.

Appearing at the Birmingham NEC Motor Show, the facelifted Series 2 (2F) Polo was launched in October 1990. Looking similar to the cars the new ranges replaced, the models had undergone major re-engineering. Although it was essentially a facelift of the outgoing Series 2 and not quite the ‘new Polo’ as Volkswagen claimed, chassis, suspension, exterior and interior changes marked the coming of the new model.

1990 Volkswagen Polo range
Major re-engineering: ‘new’ Polo 2F was a comprehensively facelifted Series 2. New-to-UK flavours included the GT (red coupé) and the G40 (black coupé)

Launched in the three popular Series 2 variants – hatchback, saloon and coupé – all models now had integrated, square headlamps, deeper remodelled plastic bumpers and chunkier rear end styling. The interior boasted a new, Passat-style dashboard (which was much more in keeping with the ‘grown-up’ image), new trims and fabrics and full-size door cards that left no bare metal on display.

1990 Volkswagen Polo CL interior
Grown-up: new Series Polo 2F interior styled similar to the much larger Passat’s, giving the range a more mature and modern look with better quality

The engine options were carried over from the previous range, but all variants now had fuel-injection and catalytic converters – a first for the UK small-car market.

Answering criticism
The range started with the 1043cc Polo Fox hatchback/coupé and topped off with the Polo hatchback/coupé GT boasting a 1272cc 75 bhp engine. All of the new models also gained servo-assisted brakes answering criticism over the previous generation models. The hatchback and coupé models were also priced identically trim-for-trim, the first time in the two bodystyle’s history.

The £6,500 Polo Fox started the range, available in hatchback and coupé forms fitted with the 1043cc 45bhp engine with Monomotronic single-point fuel injection and four-speed gearbox. A three-spoke steering wheel was standard issue along with what must be the most garish interior trim Volkswagen has ever produced – a combination of cerise, mint green and grey striping covering the door panels and seats!

The CL was the next rung up the Polo ladder and, again, was available as a hatchback or coupé. In addition to these, the saloon was also available – its sole trim level. Engine options were once again the venerable 1043cc and 1272cc units, producing 45 and 55bhp respectively, the higher output units being fitted with Digijet fuel injection.

1990 Volkswagen Polo CL hatchback
Mid-range: just as before, the Polo CL remained a mainstay of the range, with the more basic Fox below it and the higher-specification GT and G40 above

Additional exterior items over the Fox included rubbing strips and full-size wheel trims, designed to look like alloy wheels. Interior embellishments included a centre console, cigarette lighter, trip mileage recorder and a vanity mirror on the passenger sun visor. A five-speed gearbox was available as an option.

The range-topping Polo was the GT. Available in hatchback and coupé, this was the ‘sports’ model of the range. Powered by a 75bhp version of the 1272cc unit, and more of a warm hatchback than a hot one, the GT could reach 107mph and featured a five-speed gearbox as standard.

1990 Volkswagen Polo GT hatchback
Spritely: Polo GT was a first for the UK market, even though previous incarnations had been available on the Continent; 75bhp, 0-60mph in 10.9 seconds

Perky performance
The smooth and spritely engine owed its perky performance to Digifant multi-point fuel-injection as used on the Series 2 Golf GTI. Featuring many sporting accents as standard such as red piping in the bumpers, wheel arch extensions, rev-counter, sports seats, low-profile tyres (155/70 on the hatchback and 165/65 on coupé), wheel trims with black centres, black ‘VW’ badging, ‘GT’ grille badge, driver’s seat height adjustment and a three-spoke sports steering wheel, the new range-topper followed in the tyre tracks of the continental-only Series 2 GT, and was the UK’s sportiest Polo yet.

This all changed in July 1991. The Polo G40 was introduced and immediately charged into the hot hatch arena. Powered by the same 1272cc engine as in the Polo GT but with the addition of a small supercharger, power was upped from 75 to 113bhp. The car was a later version of the model produced in the mid-eighties and introduced into the continental Series 2 range as a limited production run.

1991 Volkswagen Polo G40
Supoercharged: 1.3-litre, 112bhp Polo G40 could keep up with the exhaust pipes of a Series 2 Golf GTI, but unfortunately almost cost as much as one, too

Acceleration was a claimed 0-60 mph in 8.6 seconds, with top speed a useful 13mph over the GT. Mechanical differences over its lesser-powered siblings included 65 per cent harder front springs, 25mm lowered suspension and balljoints replacing the standard rubber bushings on the trackrods and wishbones. The front anti-roll bar also had 20 per cent harder mountings while the addition of a rear anti-roll bar added stability. Rolling stock was 5.5J X 13 BBS ‘cross-spoke’ alloy wheels wrapped in 175/60 13 tyres.

Cosmetic additions over the GT included a roof-mounted Golf GTI-style ‘bee sting’ aerial and special badging, wwhile interior refinements included different sports seats trimmed in ‘Le Mans’ cloth. Priced at £11,568 the G40 was not an especially cheap car, and was only a few hundred pounds less than the then run-out Series 2 Golf GTI. May 1991 saw another production milestone when the 3,000,000th Polo (a white GT with recycled plastic bumpers) rolled off the production lines.

1992 Volkswagen Polo G40 coupe racer
Charging around: one-make, ten-round, centrally-run Volkswagen Polo G40 Cup inaugurated in 1992 (Picture: Volkswagen Car and Driver magazine)

The range was to stay unchanged until September 1991. Model revisions for 1992 saw the Fox gain a passenger sun visor, while this and the 1043cc CL now had internally-adjustable door mirrors (the CL also getting a driver’s seat height adjuster). Further up the range, the G40 had clear front indicators and partially darkened rear light clusters fitted to differentiate it from models further down the ladder.

In March 1992 Volkswagen announced a ten-round racing series featuring the Polo G40. Named the ‘Volkswagen Polo G40 Cup’ it was to run for three seasons. But perhaps the most significant change for 1992 was that the saloon was dropped from production. Never finding as many homes as the hatchback or coupé variants, Britain was one of the last markets to continue selling the slow-selling notchback. The GT hatchback was also discontinued.

1992 Volkswagen Polo Saloon CL
Slow-seller: notchback Polo Saloon discontinued from the range in 1992, not to return until four years later. Britain was one of the car’s best markets

Refined and mature
The final full year Series 3 production saw new upholstery for the CL and GT (‘Rainbow’ and ‘Triangle’ respectively) and the addition of side impact beams mounted in the doors for all models in the range offering greater side-impact protection. Signalling the end was close, the G40 was made special order only.

The Series 2F Polo was last produced in 1994, the much refined and mature Series 3 presented to the press in August of that year. The range was trimmed considerably, with the Genesis hatchback disappearing, leaving only Fox, Boulevard and CL versions. There was no change to coupé variants.

The last Series 2F Polos rolled off the Spanish production lines at Pamplona (where the model has been manufactured since 1985) in August 1994.

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