Volkswagen Polo 5th gen. has certainly succeeded, as evidenced not only by excellent sales results, but also the overall satisfaction of the owners. Of course, there are some problems, for example, problems with the drive chain for the first 1.2 TSi, but in general, Vw Polo 5.gen. is a very successful vehicle that makes little trouble.
The Vw Polo V was unveiled at the 2009 Geneva Motor Show in a five-door version. Compared to its predecessor, the Polo has grown only slightly and, unlike most competitors, has retained its compact dimensions. Length increased by 54 mm to 3970 mm, width 32 mm to 682 mm and height decreased by 13 mm to 1454 mm. Wheelbase increased by 4 mm to 2470 mm. Three trim levels were available from the start, the Basic Trendline, the Comfortline Higher, and the Higher Highline.
For launch, three 1,2 MPI gasoline engines were available in 6-valve version with 44 kW, 12-valve version with 51 kW and four-cylinder 1.4 16V with 63 kW. The diesel engines are represented by a four-cylinder 1.6 TDI with common-rail injection in three 55, 66 and 77 kW versions. In the second half of 2009, 1.2 TSI (77 kW) and Polo Bluemotion with 1.6 TDi (66 kW) were added.
In early 2014, the manufacturer did a restailing of the Volkswagen Polo 5th gen. The design of the front bumper is slightly modified, as is the case with headlights, which are equipped with bi-LED technology for an extra charge. Major changes have taken place in the interior. The Polo has a new dashboard, steering wheel, gear lever or multimedia system from Golf.
Technically, the upgraded Volkswagen Polo 5th gen. got a new electro-mechanical servo, with the actuator being an integral part of the steering wheel. Electronically controlled adaptive shock absorbers called Sport Select are also available at an additional cost. The engine offering has also changed. All engines meet the new Euro 6 emission standard. The new 1.2 MPI replaces the all-new 1.0 MPI atmospheric three-cylinder engine with two versions of 44 kW and 55 kW. Despite the same name of the 1.2 TSi, this unit is brand new. The engine got a cylinder head of sixteen valves and the timing belt replaced the chain. It is available in two versions, 66 and 81 kW. The Polo GTi (also a manual transmission) and CrossPolo have also been upgraded. In April, the new 1.4-liter TDi EA 288 three-cylinder engine was also available in three power versions (55, 66 and 77 kW), replacing the existing 1.2 TDi and 1.6 TDi.
At the Euro NCAP crash test, Volkswagen Polo 5th gen. has achieved five stars with 90% for adult protection, 85% for child seat protection, 41% for pedestrians and 71% for safety systems.
Interior Volkswagen Polo 5th gen. will delight with simple modern curves and quality workmanship. The layout and layout of the interior respect the tradition, so the owners of the previous generation Polo, as well as other vehicles from the group of brands, will feel at home. The layout of the controls is almost identical to the previous generation, but the small change is just the rotation of the center panel towards the driver. Ergonomic controls are at a very good level because all controls are clearly spaced and easily accessible. The shape and finish of the steering wheel will also be satisfactory.
The seats for the basic version are quite rigid, providing enough comfort for longer journeys but not shaping. Higher-level seats offer better shape and better seating comfort. The advantage is a good range of adjustments to find the optimal seating position. There is enough room for four average people. If people are more than 190 cm tall, the seats in the back will be noticeably smaller, which is a common thing in this class.
The interior offers adequate storage space. The trunk has a decent 280 liters, when the rear seats are folded, the volume increases to 962 liters. The trunk is quite well shaped and accessible through a high opening lid, only the problem is the larger loading edges.
The driving characteristics of the little Paul deserve praise. The manufacturer has been able to balance driving safety well with ride comfort. When you go through most of the bumpiness on our roads, wheel bumps are well damped, and greater noise penetration and worsening comfort occur only on larger holes. Good stability at higher speeds along the highway should also be commended, and easy to handle as well as faster driving through steeper turns.
Commendable and manageable. Starting from a well-designed steering wheel, sensitivity around the mid-position, to a properly adjusted steering wheel.
|Body type:||three and five door hatchback|
|Dimensions (L x W x H in mm):||3970 x 1682 x 1454|
|Luggage compartment (l):||280/962|
|Fuel tank (l):||45|
Volkswagen Polo experiences - Engines
Vw Polo 1.2 MPI
The choice of engines for the Polo is really diverse and will satisfy even the most demanding drivers. The basis of the petrol offer is the famous HTP three-cylinder, with the designation 1.2 MPI. Two versions of 44 kW and 51 kW are available. The engines have undergone several upgrades since their first installation in 2002. In the Pole, there is its latest evolution, which is equipped with a timing chain instead of a timing belt, another type of oil pump, other management software, etc. Noise is reduced, consumption is improved, but reliability is improved. Weaker accelerates from 0 to 100 km / h at a top speed of 16,1 and is 157 km / h.
Both engines are characterized by their own sound and mild vibrations, especially noticeable at idle and lower speeds. Their consumption depends on the driving style. That's about 7 liters in the city, it drops to about 5 liters outside the city, while the average ride is about 6 liters. However, if it is driven (eg by driving on the highway), consumption can reach the limit of 9 and more liters.
The 1.2 MPI engine will satisfy less demanding drivers who mostly drive around the city or for shorter distances outside the city, mostly with empty vehicles. Urban driving is predetermined by a relatively short transmission, which makes both engines at lower speeds relatively lively. The weaker 44 kW version loses from the stronger 51 kW mostly at higher speeds, which can mean less acceleration or slower overtaking. Although the transmission is short, both engines (especially the weaker version of 44 kW) noticeably lose breath at higher speeds, and acceleration is significantly reduced, which is especially noticeable on high slopes or highways. In addition to excessive consumption and noise, driving on the highway also has a significant impact on its lifespan. It is important not to pull the oil change interval, but to shorten it to 10.000 km. With normal driving and quality maintenance, the improved HTP motors are characterized by solid reliability. The divorce chain skip is almost gone, as is the ignition malfunction.
Volkswagen Polo 1.4 MPI
Another option is a four-cylinder 1.4 MPI with a cast iron block and an aluminum head, with DOHC 16V, which drives a toothed belt. The engine has a power of 63 kW and a torque of 132 Nm. It's quite flexible, although subjectively in the city it seems to be less lively than 1,2 MPI due to the shorter transmission. For an ordinary driver, the dynamics of the engine is enough, he loses his breath only in longer ascents where it is necessary to conclude. Even more dynamic driving does not bother the engine, but then it is necessary to keep the speed in the upper half. The engine will not disappoint consumption either, and in normal driving it is around 6-6,5 liters. At a good level, there is sophistication and reliability, where only occasionally can ignition coils cause a problem. Along with the distribution system, it is recommended to replace the water pump, which can start to leak and save labor costs. The advantage was also the possibility of combining with a DSG transmission with seven speeds.
In terms of driving performance, the 1.2 TSI (CBZA) - 63 kW, 160 Nm and the 1.2 TSI (CBZB) - 77 kW, 175 Nm are good choices. It is a fully aluminum four-cylinder engine with direct fuel injection, OHC with 8 valves, which is driven by a chain, and the air charge is provided by a turbocharger with electrically controlled bypass, and there is also a cooler for compressed air. From a structural point of view, both engines are identical, the different power is due to the use of a different control unit. In practice, the differences are especially pronounced at higher speeds, where the weaker version seems slightly slower. Due to their volume, both engines are satisfied with their flexibility at low and medium speeds, so they do not have to be inferior to atmospheric engines so often.
Vw Polo GTI 1.4 TSI
A special chapter is the GTI version with the 1.4 TSI engine. It is also a compressor and a turbocharged four-cylinder turbocharger with sixteen valves. It achieves a maximum power of 132 kW and peak torques at 250 Nm between 2000 and 4500 rpm. The compressor operates mainly at low speeds. The turbo is also connected via a bypass valve and the compressor is shut off for 3500 rpm. . Consumption depends more on the driving style of the driver, with a little effort, the problem is about 8 liters in diameter.
Volkswagen Polo 5th gen. 1.6 TDI
The 1.6 TDi engine in three versions represented the diesel engine at the outset. The base version achieves 55 kW and 195 Nm of torque. Stronger effect 66 respectively. 77 kW and 230 rpm. 250 Nm. The diesel four-cylinder engine with cast iron block and aluminum cylinder head has a 16-valve DOHC belt drive, common-rail injection with max. 1600 bar and comes standard with a particulate filter. The engine is much more sophisticated and quieter than the 1.9 TDI, but many drivers respond to consumption, especially at higher loads (highway driving, fully occupied vehicles) and lower thrust at lower speeds. Of course, this difference is even more pronounced in the case of 66 kW, and especially of the 55 kW version. Poor engine dynamics are caused by shorter piston stroke and lower compression, relatively long speeds (in the case of a five-speed manual gearbox) and slower engine response to accelerator pedal pressure relative to PD. The advantage is that the motors have a wider range of usable revolutions and can be selected over 4000 rpm. In normal driving, the engines are characterized by relatively economical operation and can be maintained at around 5-5,5 liters without major problems.
Volkswagen Polo 5th gen. 1.2 TDI
An interesting engine designed mainly for fans of economical driving is the 1.2 TDi turbo diesel. The engine is based on a four-cylinder 1.6 TDI. However, it has three cylinders, DOHC distribution - four valves in each cylinder, common rail rail injection in Delphi with poppy. injection pressure of 1800 bar, compression ratio 16,5: 1 and contains a particulate filter. At 1199 cc, maximum power is 55 kw at 4200 rpm and 180 Nm at 2000 rpm. Unlike its 1.4 TDi predecessor, the 1.2 TDi is significantly quieter and more refined. The speed slows down a bit, and its extraction is less pronounced. He does not give in to even longer ascents, where he must be inferior, especially when he is occupied or loaded. Therefore, it is necessary to keep the engine above 2000 rpm for a more agile ride. The advantage over the older 1.4 TDi PD is the torque that spreads over a much wider range of speeds, and the drop in dynamics starts after more than 4300 rpm.
Consumption in normal driving ranges from 4-4,5 liters, while fuel economy is not a problem, even consumption below 4 liters, especially in the Bluemotion version. Bluemotion versions were shipped with the 1.6 TDi (66 kW) engine and later with the 1.2 TDi (55 kW) engine. In addition to the usual modifications (longer 3-5 gears, lower rolling resistance tires, Stop Start, etc.), these versions also have a visibly modified front and rear bumper design, wheel disks and side sills that contribute to better aerodynamics. Less negative of these versions are only five-speed transmissions with relatively long gears, which exacerbates vehicle dynamics, especially in the fourth and fifth gears.
The gearboxes are generally five-speed or 6-speed manual, with precise, easy movements and short changes. An alternative to manual transmissions is the seven-speed DSG transmission. Although quick to advise, get used to a little jerk, especially if the car is moving in a column. The gearbox is capable of emitting a maximum of 250 Nm, with a relatively low weight of 70 kg, with 1,7 l of gearbox oil changing at regular intervals (60.000 km interval is recommended). The manual transmissions are characterized by robust design and solid reliability, so that only clutch wear is present in many miles or heavy city traffic.
Some engines also have a seven-speed DSG. The DSG automatic transmission is characterized by fast responses, which will delight many agile drivers. However, the downside of the transmission is acceleration or column driving, when the car is jerked. Attention should also be paid to the so-called. starting the vehicle without throttle, where the driver releases only the brake. This leads to increased slippage and thus to overheating of the couplings, which adversely affects their service life. Overall, keep an eye out for this type of gearbox and if the vehicle is driven more than 100.000 km, the functionality of the transmission must be properly checked. Possible repairs are quite expensive.
Volkswagen Polo 5th gen. problems and failures
The polo holds up quite well, with problems occurring mainly in the early years of motorization regarding the 1.2 TSI.
General malfunctions include occasional failure of electric windows, or central locking. Occasionally, there were also problems with the control unit software that had to be reprogrammed. The chassis is relatively durable and the first problems will appear after more mileage. First, there is a clatter of worn front stabilizers over the holes, and later there is noise in the strong shoulder blocks. Corrosion in Paul occurs on the edges of the engine cover of the model from the first years of production and, of course, on the exhaust pipes.
In atmospheric gasoline engines, the throttle can be dirty (variation at idle or power fluctuation). In most cases, it is enough to properly clean the gas butterfly. In the case of several kilometers, non-functional catalysts or lambda probes are not uncommon. It is also interesting that the occasional damage to the spark plug cables (and not only those) is sometimes enough for the cables to be properly wrapped with insulating tape; There are also sometimes faulty ignition coils (more often if regular spark plug replacement is neglected), which results in uneven operation, less power or oscillations at idle.
Especially in the case of neglected maintenance or service intervals above 15.000 km, clogging of the hydraulic soot lifter can occur. This problem is gradually manifested by a decrease in engine power, idle fluctuations, subsequent loss of engine pressure, burnout of the valve, excessive wear of the bearings as well as the camshafts themselves and increased oil consumption. Extending service intervals or using unsuitable oil also leads to excessive drive mechanism wear - for faster extraction and increased time chain noise (HTP, TSi, 1.6 16V). Idle oscillations and shutdowns after a cold start can cause poor spray injection.
At 1.4 16 V it is not necessary to forget the regular replacement of the timing gear, with tensioners and a water pump.
There was often a problem with the noisy drive chain for TSi engines. The problem of the distribution chain is usually manifested by excessive noise, and the ignition of the engine malfunction lamp, poor start, reduced power or higher consumption. Regular maintenance (unnecessary increase in oil change interval) and driving itself have a significant impact on the duration of the drive chain. In particular, the so-called negative impact is light driving at too low a speed, when the torsional oscillations are the strongest. The manufacturer has modified the drive mechanism (since mid-2011) and the problems have stopped significantly. In most cases, the chain is resolved during the warranty period.
Turbo-compressors 1.2 TSi can cause a faulty electronic pressure regulator due to lower resistance to thermal load, which, in addition to excessive noise, also means a significant reduction in engine dynamics - emergency mode (more common 2009-2013). The rattle of the turbine valve bypass rod can rarely occur, but beware, this sound is similar to the sound of the drive chain rattling. Most of these issues are resolved under warranty. Sometimes there is an oil leak, which is mainly due to a leak in the ventilation hose of the crankshaft housing (usually at 1.2 TSi).
1.4 TSi There is a problem with this engine with a unit that contains an electromagnetic clutch to connect the compressor and a water pump at the same time. In addition to the coolant leak, the unit sometimes does not connect the compressor, resulting in loss of performance. The solution is to replace the unit. There may also be thermal damage or a broken piston and their piston rings. The first symptom is a gradual loss of compression and increased oil consumption, with only pistons, rings and connecting rods replaced. Excessively long oil change intervals also lead to excessive wear of the variable valve timing mechanism, resulting in noisier operation and uneven engine operation (especially at low speeds) or even an error message (MIL illuminated) or reduced thrust. It is recommended to replace the variator together with the divorce. In the case of the 1.4 TSi engine, sometimes there is a problem with the injectors, which detect malfunctioning of the engine, reducing the power often and the engine failure light on.
The 1.2 TSI petrol engines range from vehicles made between 2010 and 2012 to regular failures of the turbocharger pressure regulator, resulting in a sudden loss of power.
With 1.4 16V petrol engines, problems with the camshaft sensor are common, which can indicate a difficult start in warm weather.
In TSi engines, more soot may be present due to higher recirculation of a significant amount of exhaust gases, but also the principle of direct injection, often supported by lower quality gasoline, when fresh fuel does not wash the intake tract as in the case of direct injection engines. As a result, engine power gradually decreases, engine performance decreases, and the risk of valve ignition gradually increases. Soot also contaminates engine oil faster, which together with long oil change intervals contributes to faster wear of the engine (cylinders / pistons, wiring, valve mechanism) and its components (turbochargers). Therefore, it is recommended to change the oil to a maximum of 15 km / year, in more demanding vehicle use, of course less fuel quality - from time to time more octane (min 000) gasoline. add regularly (at least every 98-3 km) to gasoline additives.
Sometimes there are problems with the catalytic converter clogged in the TSi, especially for drivers who run mostly at a slow pace and keep the engine at low speed. For longer driving periods of this style, there is a risk that the catalyst will be clogged with unburned fine soot particles, which can be evaluated over time by the control unit as a catalyst failure. Who drives a TSi engine more often on shorter routes with mostly cold engines, the risk is that the engine oil will be excessively diluted with unburnt gasoline, leading to additional risks of excessive engine wear. The solution is to take the motorway from time to time or change the engine oil more often. TSi engines often have thicker sound, less refined operation and sometimes less smooth acceleration after a cold start. This is due to the accelerated heating of the catalyst by increasing the temperature. However, this mode only takes a moment and does not indicate a technical problem.
In the case of 1.6 TDi Euro 5 and 1.2 TDi engines, sometimes there is a lit indicator, engine shutdown, speed fluctuations or heavier starting. This is usually due to incorrect air mass flow sensor data, which results in its replacement. However, it often happens that the problem is not resolved and the reason may be an inappropriate air filter (best changed by the original) or a temperature sensor malfunction.
Excessively worn injectors can come with higher mileage. Excessive wear or malfunction of the injectors can also be a consequence of the use of lower quality fuel, so it is recommended to add high quality diesel additives from time to time. Excessive injector wear leads to a harder cold start, uneven noise, moderate speed fluctuations or poor engine thrust. Also, clogging of the control valves in the common rail system leads to poor fuel quality, which is similar to that of faulty injectors. Higher mileage also carries the risk of excessively worn turbocharger (manifested by increased oil consumption, oil penetration, reduced / variable power) or pressure regulation.
DPF filter problems usually occur only at higher miles (usually around 200-250.000 km), and if they occur earlier, this is mainly due to more frequent trips on shorter routes, when regeneration fails and the filter becomes clogged. The condition of the engine and its accessories (injectors, turbo, EGR valve, etc.) also have a significant impact on the life span of the DPF filter. Filter problems are usually reported by the illuminated indicator. moving the engine in safe mode.
With 1.6 TDI diesel engines, more owners say an increase in coolant consumption. The problem is usually eliminated by replacing the cylinder head gasket.
For DSG vehicles, pay attention to regular servicing and smooth gear shifting. If the transmission is noisy and awkward, service and reprogramming of the electronics must be performed, if that does not help, the control unit needs to be changed.
For some vehicles, owners report problems with electronic assistance (no radio on radio, warning light, incorrect fuel display). the problem is solved by reprogramming the computer.
Volkswagen Polo 5th gen. - Engines
|1.0||999 cc||CHYA||44 kW|
|1.0||999 cc||chyb||55 kW|
|1.2 TSI||1197 cc||CBZC||66 kW|
|1.2 TSI||1197 cc||CBZB||77 kW|
|1.2 TSI||1197 cc||CJZD||81 kW|
|1.2 TSI 16V||1197 cc||CJZC||66 kW|
|1.2||1198 cc||CGPB||44 kW|
|1.2||1198 cc||CGPA||51 kW|
|1.4||1390 cc||CGGB||63 kW|
|1.4 BiFuel||1390 cc||CMAA||60 kW|
|1.4 GTI||1390 cc||CAVE, CTHE||132 kW|
|1.4 TSI||1395 cc||CPTA||103 kW|
|1.4 TSI||1395 cc||CZEA||110 kW|
|1.6||1598 cc||CWVA||81 kW|
|1.6 BiFuel||1598 cc||CNCA||60 kW|
|2.0 R WRC||1984 cc||CDLJ||162 kW|
|1.2 TDI||1199 cc||CFWA||55 kW|
|1.4 TDI||1422 cc||CUSA||55 kW|
|1.4 TDI||1422 cc||CUSB||66 kW|
|1.4 TDI||1422 cc||CYZA||77 kW|
|1.6 TDI||1598 cc||CAYA||55 kW|
|1.6 TDI||1598 cc||CAYB||66 kW|
|1.6 TDI||1598 cc||CAYC, CLNA||77 kW|
Volkswagen Polo Second-hand Price - Second-hand overview
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Hi there, I am Mladen and I am an auto enthusiast. I started this blog years ago to help like minded people share information about latest cars, car servicing ideas, used car info, exotic cars, and auto technology. You will find helpful articles and videos on a wide variety of cars - Audi, Mercedes, Toyota, Porsche, Volvo, BMW and much more. Ping us if you have anything cool to share on latest cars or on how to make older cars more efficient, or just want to say hi!