Volkswagen Polo vs BMW i Series

What's the difference?

The VW Polo may be getting old, but it still shines on a number of fronts, including design, interior packaging and presentation, driving sophistication, efficiency and quality.

But, the ride can be too firm and the turbo/DCT lag frustrating, it is also expensive and not fully equipped enough in CityLife grade as tested, undermining the German’s value-for-money equation somewhat.

Haggle hard, though, and you’ll end up with a fine and mature urban hatch.

The thing that really grabs you from behind the wheel of a car like this is just how far EVs have come. The fact you can get a ridiculous range and have a really, really good time on the right twisting road is a pretty good deal and solidifies the fact EVs like this one are the future.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

Still looking good after nearly a decade, the 2026 Polo’s styling was overseen by the same person who created the landmark Mk4 Golf’s interior, and helped shape every existing ID. electric vehicle (EV) in VW’s arsenal, though now he’s with Changan of China.

Anyway, Polo 6’s dimensions were substantially larger than its pert predecessor’s, riding on a shortened Mk7 Golf platform (dubbed MQB A0) that has since also underpinned the very closely related Audi A1 (the circle of life!) and Fabia, as well as Skoda’s Kamiq light SUV and its VW T-Cross cousin.

The obvious upshot of all this growth is generous cabin space (being roomier than the first four Golfs), as well as a very Golf-esque/ID. EV-style dash layout that's inline with the brand’s existing design themes. It pays to be first with the new stuff. Even though some of that tech, like the touchscreen slide controllers and other buttonless nonsense developments, have taken the shine off VW since.

And it would be remiss of us not to mention that there is no sign of the current Polo being retired anytime soon despite its advancing years, with VW suggesting the newly unveiled ID. Polo EV – essentially series number seven – will run alongside with identical dimensions but far greater interior space, to help keep the company cost-competitive in the light-car class.

At this stage we don't know if Australia will even receive the new electric Polo, so the status quo here remains.

It's hard to talk about the design of the BMW iX3 without spending some time at the front end. This is a bold, bold take on a BMW grille, and one that is entirely devoid of chrome or metallic lashings.

That’s not to say it’s boring. The iX3 has a light theme that runs inside and outside, the latter of which is called the Iconic Glow exterior package, which replaces the physical embellishments with white lighting that frames the kidney grille and the other inserts. It looks very cool and very modern.

In the cabin, the lighting theme continues, this time under the dash inserts that illuminate from within. But that’s not what really draws your eye.

That honour goes to the Panoramic Vision, which replaces the traditional driver’s screen with a pillar-to-pillar display that stretches the width of the cabin and displays all your key driving info.  It seems like a strange thing to get your head around but it felt natural almost immediately, with everything you might need (including a g-meter in its sportiest mode) on display.

Also new is the funky and chunky BMW steering wheel, which reminds me a little of one of those double-sided lizards, in that it can be hard at times to figure out which way is up, and which features 'Shy Tech' (features and controls stay out of sight until the driver or passenger needs them).

All in all, I like the space. There are just enough traditional-feeling elements mixed with new tech to make it feel futuristic and familiar.

The Polo features classic light-car proportions, but typical VW touches largely elevate the experience compared to most rivals.

For starters, because it’s German (though built in South Africa), everything feels high quality, even down to the harder lower-set plastics. Contrasting textures, soft cloth and glossy trim really up the ante. Care has obviously been taken here.

Likewise, the front seat area has been designed to easily accommodate people upwards of two metres tall. Just don’t expect much legroom behind. And the driver’s seat can be set ultra low.

Entry/egress is fine, on typically firm-ish yet highly supportive front seats, as evidenced by a four-hour weekender trip away.

The driver is sat ahead of a solid, stylised console angled slightly for a heightened connection to the car, aided by an excellent operating position offering ample reach/rake steering adjustability. Most people should settle in very nicely behind the handsome wheel here. Vision is fine but many competitors do offer deeper side windows for better sightlines.

The updated multimedia system at last brings a volume control, the touchscreen is positioned high for easy access, with crisp graphics and instant responses, and the switchgear have a quality feel to them. And while CityLife’s climate-control slider actuators are nobody’s favourite, this one works as intended. Cheaper grades have basic dials.

Smallish twin cupholders won’t please American-sized drink-holder expectations, but otherwise the Polo’s storage options are plentiful and generous. So is the ventilation output and reliable wireless connection for the Bluetooth phone and Apple CarPlay media, never dropping out once during our entire trip.

Rear-seat room is down basically to how far back the front seats are, but for a car of this size the Polo’s more than fine.

A sufficiently comfy backrest and fixed, sculptured cushion mean this isn’t misery, aided by another helping of the appealing material finishes found up front, as well as the extra side window that makes it feel a little bit airier than many others. And while there are no face-level air vents, the large dash outlets provide enough flow through.

But the lack of a centre armrest means there are no cupholders, so occupants must rely on the (albeit deep) door pockets. At least VW bothers to provide two USB-C ports, a pair of map pockets and big, grippy door handles as a make-do.

Finally, the easy-to-load and quite hungry boot area is big for such a small car and some 25 per cent larger than the previous Polo, offering from 351 litres with the twin backrests in situ to 1125L dropped, and that’s with a space-saver spare wheel underneath the floor.

The BMW iX3 is 4782mm in length, 1895mm in width, 1635mm in height and it rides on a 2897mm wheelbase.

It doesn't feel huge, but there's certainly enough space in the back seat for me. At 175 centimetres I have enough knee and headroom sitting behind my own driving position, plus you can adjust the angles of the rear backrest to get a little more comfy.

But while the front seat feels very modern, the rear is more a traditional back seat experience. Back seat riders get their own air vents and temperature controls, twin USB-C charge ports and a pull-down divider with twin cupholders, but that's about it.

The auto-opening boot reveals a 520-litre luggage space (1750 with the seats folded), all of which is unencumbered by charging cables and the like, which are housed in the 58-litre frunk.

Towing and electric vehicles are never the greatest of matches, such is the drain on the battery, but the iX3 can be fitted with a standard tow ball, unlocking a braked trailer capacity of 2000kg.

There are two iX3 options for now. Or at least there will be when the 40 model joins this 50 xDrive in a couple of months. Happily, aside from the smaller battery and single motor in the 40, the feature list is identical.

In terms of pure spec, the 50 xDrive gets a lot. It’s only colours, interiors and alloys to choose as extras. 

The tech is the highlight, though. There’s a big, crisp central screen, with wireless Apple CarPlay and Android Auto, but the showpiece is what BMW calls its Panoramic Vision, which swaps the traditional driver’s screen and gauges for a vast display that stretches the entire width of the cabin.

What cost for all that, you ask? Probably less than you think. The 50 xDrive is $109,900, before on-road costs, and for that you get a massive drive battery, lots of range and plenty of dual-motor punch. But the bang-for-buck bargain will be the incoming 40 eDrive, which will arrive at a LCT-busting $89,900, MSRP.

EXTERIOR:

• M Sport Package
• Blue M Sport brake calipers
• 20-inch M Sport wheels
• Body-coloured M rear roof spoiler
• BMW Iconic Glow exterior package
• Intelligent charging flap
• Panoramic glass sunroof with glazing
• Automatic boot

INTERIOR:

• Tri-zone climate control 
• Ambient lighting
• Sports seats with heating for driver and passenger 
• M Sport steering wheel with heating
• Verganza (synthetic leather) upholstery

TECH:

• BMW 3D Head-Up Display
• BMW Panoramic Vision
• 17.9-inch central screen, with wireless Apple CarPlay and Android Auto
• Digital radio
• Harman Kardon stereo
• Wireless charging

The 85TSI is a 1.0-litre three-cylinder turbo-petrol engine, with direct injection and a start/stop system designed to save fuel.

That said, this EU6 emissions-rated unit provides a healthy 85kW of power between 5000-5500rpm, as well as 200Nm of torque from 2000-3500rpm.

It drives the front wheels via a seven-speed dual-clutch transmission (DCT) VW brands DSG, while other markets enjoy the option of a six-speed manual.

The official 0-100km/h acceleration time is 10.4 seconds, on the way to a top speed of 200km/h.

We’ll focus on the 50 xDrive, as that’s the one we’ve driven, and because the powertrain is a peach. Its twin-motor all-wheel drive set-up delivers a total 345kW and 645Nm, which is a lot. And because there is no traditional transmission to step through, and because all that oomph arrives at once, it feels plenty punchy indeed.

BMW says the sprint to 100km/h takes 4.9 seconds, and we believe them. Top speed is a claimed 210km/h.

The EU6-rated Polo’s ADR 81/02 lab-tested average combined fuel consumption figure is 5.4 litres per 100km, for a carbon dioxide emissions average of 123 grams/km.

Brimming the 40-litre tank with premium unleaded petrol (95 RON minimum is recommended) should result in about 740km between refills.

We managed a respectable 5.9L/100km driving over 605km with the distance-to-empty still showing 85km remaining, while the trip meter’s long-term average read 6.1L/100km.

As we mentioned at the top of this review, this is another big plus for the iX3. Its massive 108.7kWh net NMC battery delivers a maximum driving range of 805km, which is frankly ridiculous. To get it, you need to engage Efficiency Max, which dulls the drive experience, but that is an impressive number all the same. Engage the sportier settings and the figure drops to more like 650km-plus. 

Charging is 22kW AC and an impressive 400kW DC – or 300kW in the upcoming 40 model — which means a 10 to 80 per cent charge in 21 minutes when plugged into the fastest of chargers.

BMW says to expect 15.1-17.1kWh/100km in terms of energy usage on the WLTP cycle.

It is quite astounding how VW manages to maintain a consistency throughout its model range, from Polo to Touareg, and the CityLife’s 85TSI DSG is no exception.

Press the starter button and you’ll barely discern the engine as a three cylinder, so effective is the sound deadening. Slot the satisfyingly normal gear lever into ‘D’ and, depending on your expectations, what comes next seems either a tad frustrating or impressively lively.

Let’s explain this more.

As with almost all turbo/DCT applications, there is a moment’s hesitation due to the turbo spooling and gears meshing up. If you’re rushing to merge with fast motorway traffic or turning at an intersection, the acceleration can feel like it needs forever before the car lurches into action and you’re on your way. Every single time.

Yet, in every other circumstance, the 85TSI is a lusty and lively machine, stepping away eagerly and smoothly under moderate throttle input, with the speed then instantly piling on as the engine’s revs reach towards the 5000rpm sweet spot, accompanied by a throaty exhaust note.

Combined with the ultra-fast ratio changes that the DCT is famous for, this is when you’d call the Polo enjoyably rapid, offering instant response for quick and easy overtaking. And all the while, the powertrain feels and sounds silky-smooth.

We noted that the adaptive cruise control betrays the VW’s age, since it can maintain varying speed with traffic flow, but once fully stopped, it requires the driver to keep a foot on the brake pedal to keep it from releasing and creeping forward (or backward on a hill). Nowadays, most newer systems stay stopped until traffic moves on again. It’s a surprise that the company did not update this with the Polo’s 2022 facelift.

The steering, though, feels state-of-the-art. A real treat, it is precisely weighted and beautifully tactile, for immersive, controlled cornering agility and feel over an impressively broad range of speeds and environments.

On smooth roads the 85TSI’s dynamic fluency is lovely, with the front end working with the keen driver while also providing reassuring grip and control. Yet it’s also light and easy enough to fit in tight spots, or zig-zag through traffic, making it an ideal urban runabout.

After a seemingly endless run of (especially Chinese) EVs and hybrids serving up dull and detached steering, the Polo’s nuance and finesse is a total breath of fresh air. VW, please don’t lose this ability.

The same also applies to the advanced driver-assist systems (ADAS) tune, which works quietly yet effectively in the background without jarring interference. The Polo feels light years ahead here as well.

But a bit more suspension comfort is required when the roads get rough.

Isolating and cushy on the smooth stuff to the point it feels like a luxury car, the suspension starts transmitting bumps and lumps when the bitumen turns bad, breaking the seamless flow of an otherwise accomplished chassis tune. It can also become a bit vocal over coarse bitumen, due to road and tyre noise intrusion.

Otherwise, the 85TSI is a slick and accomplished drive, with a quiet ride and long legs for easy, long-distance cruising.

Just like every other new VW.

BMW spent a lot of time describing this car as being of revolutionary importance to the brand. It was designed as an EV from its inception, but is also the flag bearer for the New Class gen of cars, and so it has all sorts of features and tech that will roll out across the rest of the BMW range.

Does it feel overly revolutionary from behind the wheel? Not really. I mean, it drives forwards and backwards, and turns around corners when you move the wheel, all of which is to be expected.

But it does mostly feel very BMW, which I think is what they meant. The Jekyll-Hyde nature of the iX3 becomes apparent the moment you engage its sportiest driving modes and flatten your foot. This is proper push-you-back-in-your-seat acceleration that feels slightly more violent than the iX3's claimed zero-to-100km/h time suggests.

Then there's the flip side of that coin. Engage Efficiency Max and you can seemingly drive forever (or at least more than 800km), sipping battery juice and riding in peace, quiet and comfort. 

But at its core, and no matter the drive mode, it feels like a BMW. Crucial to that is a thing the brand calls the Heart of Joy, which sounds utterly sci-fi but really is a computer brain that works on traction and power to make sure you never lose grip.

If you've ever been in a car where the traction control light is flashing on a dash, you'll know what usually happens is it cuts engine power until you find grip, and it gives you power again, then cuts it, then gives it to you as required to find the grip, and it can give you that kind of jerky, stop-starty kind of feeling.

The iX3 doesn't do that. Instead, it plays with traction and is far more subtle without ever cutting power, and gives you the feeling of being able to tip into a corner and then power out without ever feeling like you're going to lose grip, or power.

The bigger electric motor is at the rear axle, which delivers most of your performance unless you need extra grip. So, when you are powering out of a bend, it feels a lot like a rear-wheel drive car and really well sorted from behind the wheel.

If that's the driver's side of the equation, the other side of it is pretty good, too. We took to the town at city speeds, and it was super comfortable, quiet and absorbed most of the road imperfections pretty easily.

Interestingly, the suspension isn't high-tech. There's nothing adaptive about it, and there's no air cushioning or anything like that. But it feels well tuned, and is pretty comfortable, even on dodgier road surfaces, while still delivering a sense of connection.

My favorite kind of mid-size SUVs are ones that have that dual nature. Something that has space for the family and all of their things, but also something that can be a fair bit of fun on the right twisting road, and this one absolutely nails that brief. It is a hoot to drive on twisty stuff. 

Downsides? Well, you can't entirely disguise more than two tonnes of weight. If you're going downhill, especially on a twistier road, you can feel the weight around you, especially when you go to pull up in a hurry, despite the strong-biting brakes.

The other thing is the steering, which is direct and lovely but quite light. It doesn't have that meaty heft some BMWs offer, and as a result, it can be interesting to place the vehicle. You can find yourself a bit further over in the lane, or further away from an apex than you're expecting, because your light inputs have really shifted the vehicle. 

But BMW has nailed the brief here. Do keep an eye out for the cheaper one that's coming, though. It could be a bang-for-bucks, rear-drive bargain.

The iX3 is fitted with all the active safety stuff you might imagine – things like active lane keeping, dynamic cruise control and more cameras than were used to film The Odyssey. Happily, only the driver attention monitor chirped me on my test drive, and usually when I had my head turned to the far side of the Panoramic Vision display.

It also has a self-parking function you might actually use, given how quick it is to pick a spot then park in it.

There are eight airbags and three top tethers across the rear for child seats (as well as ISOFIX anchors on the two outer positions. But the big news is that its maximum five-star rating was achieved under ANCAP’s super-strict 2026 protocols, which is something few, if any, cars on sale in Australia can claim.

The Polo comes with an industry-standard five year/unlimited kilometre warranty, as well as one-year’s free roadside assistance.

This can be extended annually if serviced at a VW dealer. Service intervals are 12 months or every 15,000km.

VW also offers a pay-as-you-go capped-price servicing program. For 2026, prices have been reduced over the previous year, coming in at $425, $681, $407, $1037 and $407 at the time of publishing.

Alternatively, buyers can prepay for a three or five-year service pack to save a bit more money. Three years costs $1507 and five years is $2799.

Note, however, that a Toyota Yaris SX Hybrid equivalent costs about $250 annually to service, or around $1250 over five years.

Finally, there are about 100 dealers or agents throughout Australia offering servicing and mechanical repairs.

BMW offers a five-year, unlimited kilometre warranty, which is about right for the traditional premium players, but off the pace elsewhere. The traction battery is then covered for eight years or 160,000km.

The service intervals are condition based, rather than timed, and BMW sells a pre-paid package for the iX3 which is $1614 for four years, or $2420 for six years.

You can upgrade either to what BMW calls Service Inclusive Plus, which includes high-wear stuff like brake discs and pads and it is $5535 for four years or $6615 for six years.

There are around 50 BMW dealers across Australia covering mainly cities and key regional centres.