Volkswagen Polo VS Honda Civic
- Looks super polished
- Tiny engines don’t feel underpowered
- Sharp-looking multimedia
- Engines can feel raspy when pushed
- Ride might be too firm for some
- Very sparse back seat
- Looks are good (or bad)
- Suspension and steering are both terrific
- Plenty of legroom in the rear seat
- CVT drones at pace
- Standard safety lacking on base models
- RS is noisy on the wrong road surfaces
The new Volkswagen Polo has been so supersized you half expect to find Morgan Spurlock hiding in its (now much bigger) boot.
For one, this sixth-generation car is longer than the model it replaces. And it’s wider. And there’s more room for passengers and cargo than ever before.
But are they enough to push the bigger-than-ever Polo around?
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
If you think the new Civic Hatch looks a little lower-slung than its sedan sibling, that can likely be attributed to the crushing weight of expectation placed on its little metal shoulders.
See, this 10th-gen Civic might be the most important car Honda has ever made. While most manufacturers were pouring funds into their SUV ranges, Honda was diverting a huge chunk (heavily tipped to be a whopping 35 per cent) of their research and development budget into the Civic, using the evergreen nameplate as a key pin in their Australian comeback.
And with that much riding on it, it had to be good. In sedan form, which launched here last year, it mostly lived up to the hype, with Honda shifting more than 800 units per month. And with the Civic hatch finally touching down in Australia, Honda is hoping to add 1000 sales to the tally.
So the question now is, does this new hatch version shine, too?
|Fuel Type||Regular Unleaded Petrol|
By far the biggest and most lasting impression from my initial time with the Polo is that it feels like a whole lot of car for the money, even in its base-model guise. There is a feeling of quality in (most of) the cabin and in the drive experience, and its improved ability to people or cargo will surely put it on more customer’s radars than ever before.
For ours, the entry-level Trendline with the DSG gearbox makes the most sense, getting the best of the standard features without breaking the bank.
Energetic and engaging (if not quite sporty), the Civic hatch is quiet and comfortable around town, but it can more than hold its own on a twisting backroad, too. It’s looks will either appeal or not, but a lack of comprehensive safety equipment on the cheaper models is sure to ruffle some feathers.
For us, the cheapest way into the turbocharged engine forms the pick of the bunch, so we'd call the VTi-L the sweet spot.
Well, a lot like a Golf that has been shrunk in the wash. But in a world of super-busy design, the Polo’s exterior treatment is refreshingly simple and unfussy.
A single accent line that runs the length of the body, joined by a kink at the base of the door, gives the Polo a clean, polished look, and it’s difficult to catch it at a bad angle.
There’s no angry body kit, rear spoiler, side skirts, rear diffuser or front spoiler either, but in this case, that’s a good thing. You could perhaps level the accusation that it looks a little boring, but for mine, that just means it’s unlikely to age poorly.
The pick of the regular fleet, design-wise, has to be the Comfortline model - the hubcaps of the Trendline do it absolutely no favours.
Inside, the interior treatment is clean and straightforward, with a two-tone dash with a soft top that’s joined by the very premium-looking 8.0-inch touchscreen in a gloss-black surround. Honestly, look at the interior images and tell us it looks like it belongs in an entry-level model.
The flat-bottomed wheel and silver-edging on the centre console are nice touches, too - as is the functionality of the driver’s binnacle that houses the trip computer (MFD) - but some of the plastics are utterly unforgiving to the touch.
The word 'polarising' is usually a thinly disguised way of saying 'lots of people don’t like it'. And the all-new Civic sedan was, well, very polarising. A glance at this new hatch version shows it hasn’t strayed too far from that design approach, either.
It’s as understated as a snakeskin suit in all grades, but nowhere is it quite so busy as in the RS trim level, in which the sporty trimmings jump out from every possible angle. Strangely, though, we quite like the way it looks, and it's undeniably an individual in the small car segment.
Inside, Honda has produced the comfortable and tech savvy interior that was missing from the outgoing model, but the sense of well executed semi-premium fades as you approach the spartan rear seat.
Thanks largely to the merits of VWs MQB modular platform (the same chassis that underpins everything from the Golf to the Tiguan), the new Polo now stretches 4053mm in length (78mm longer than its predecessor) and sits on a wheelbase that is 81mm longer.
But of all the dimensions, it’s the 69mm in extra width (now 1751mm) that really counts here. It doesn’t sound like much, sure, but every centimetre counts in a city car, and it means you can fit full-size adults into the backseat without breaking any ribs.
I still wouldn’t rush to go three adults across the back, but the improved interior dimensions ensure two can ride in plenty of comfort, with good head and rear legroom on offer for all but the tallest of passengers.
There’s little else to enjoy back there, though, with no air vents, USB connections or power sources. Hell, there aren’t even any cup holders. You do get two ISOFIX attachment points for your baby car seat, though, one in each window seat in the back.
Up front, it’s only the cheaper plastics at key touchpoints (the area your knees and elbows constantly contact, for example) that diminish an otherwise comfort-packed space. The touch screen set-up is clean, clear and simple to use, and there are two USB connection points and a power source for all your gadget needs. There are two cup holders for up-front riders, room in each of the doors for bottles, and a central cubby that adds a little extra storage space.
Another benefit of the Polo’s growth spurt is the new boot space dimensions, now 71 litres bigger than before. It means you’ll now find 351 litres on offer - 1125 litres with the rear seats folded flat - a number VW proudly points out outshines even the bigger Mazda3’s luggage capacity.
The Civic hatch is surprisingly spacious in the cabin, where up front the two seats are split buy a central bin housing two of the fattest, deepest cupholders we’ve ever seen (that would be America’s 'Big Gulp' influence on the Civic’s design), along with a hidden USB and power source that sits behind the centre console, hiding the ugly chords while you’re plugged into touchscreen unit.
The back seat, is plenty spacious in the longer and wider hatch - which also sits on a 30mm longer wheelbase than the outgoing car - with more shoulder, leg and knee room for backseat riders.
Which is just as well, as there’s not much else happening back there, with no air vents, power outlets or USB points on offer, with just the two cupholders housed in a pulldown divider that separates the rear seat.
Price and features
The new Polo arrives in a fairly limited range, with just the entry-level 70TSI Trendline and top-sec 85TSI Comfortline on offer initially - though they’re joined by a limited-run 'Launch Edition' which adds some extra styling kit.
Crystal-ball gazers will see a GTI sport edition following a little later this year, along with what will surely be the first of many special editions, the Polo Beats edition, with the associated RRPs for those models climbing accordingly.
For now, the price list kicks off with the Trendline, which will cost you $17,990 (five-speed manual), or $20,490 should you opt for a seven-speed 'DSG' dual-clutch auto. Those are drive-away prices, too, which makes them seem very sharp indeed. In short, it’s a new car at near second-hand price.
That money buys you cloth seats, a lovely (and vaguely flat-bottomed) leather steering wheel, keyless entry, central locking (with automatic unlocking and door locks that activate once you’re in motion), air conditioning, cruise control and electric mirrors. You also get halogen - not projector, bi-xenon or LED headlights - lights with daytime running lights.
There are some reminders of how much you’ve paid on the Trendline, though, like the 15-inch steel wheels with hubcaps - still, they’re better than 14 inch. Silver linings and all that.
Stepping up to the Comfortline trim level will set you back $19,490 for the six-speed manual ($20,490 drive-away), and $21,990 for the DSG automatic ($22,990 drive-away). You get more power, of course, but you’ll also upgrade to 15-inch alloy wheels (vs the hubcaps on the Trendline), rain-sensing wipers, some chrome highlights and a better quality cloth seat in the cabin. There are no leather seats, a panoramic sunroof or climate control on any of the trim levels.
Tech gadgets across the Polo range include a fantastic 8.0-inch touchscreen that’s Apple CarPlay and Android Auto-equipped, and which pairs with a sound system with six speakers - but no sub-woofer, of course.
The screen controls your radio (though there’s no DAB) and there’s a CD player (but not a CD changer or a DVD player). Or the Bluetooth connectivity function will stream your MP3s. It’s an undeniably strong tech pack for a city car, and those features are unlikely to hurt resale value.
There’s no sat nav, but happily, your phone’s GPS system subs in as a navigation system, displaying directions from Google or Apple Maps up on the touchscreen.
Finally, a Launch Edition car ($20,490 manual, $22,990 automatic) completes the models comparison. arriving with 16-inch rims, tinted windows, fog lights and LED taillights, as well as a wireless charging station for your compatible phone - sorry iPhone users, you’ll need a special case. And those prices translate to $21,490 and $23,990 drive-away.
There has been no word on comfort or convenience packs as yet, but the night is still young for the sixth-generation Polo.
You can have your Polo in 'Pure White', which is free, or opt for 'Energetic Gold' (a kind of burnt orange), 'Limestone Grey', 'Reflex Silve'r, or a 'Deep Black Pearl', all of which will set you back $500. Not exactly a rainbow of colours, then, and there’s no blue, red, yellow or green, etc.
Roof rails or a roof rack to carry sports equipment, and premium floor mats appear in a fat official accessories guide.
Thanks to what Honda refers to as its “One Civic” philosophy, this new hatch lineup perfectly mirrors the sedan range that was launched here last year, with the only major change being the ‘Ring-burning Type R, which will be hatch-only when it arrives later in 2017.
And that means the five-strong Hatch range kicks off with the entry-level VTi ($22,390) before stepping up to the VTi-S ($24,490) and the VTi-L ($27,790). Next up is the sport-sprinkled RS ($32,290), before the range tops out with the high-flying VTi-LX ($33,590).
Entry-level shoppers will make do 16-inch steel wheels, fabric seats and single-zone climate control, but there are some nice and premium-feeling flourishes, like LED DRLs, a 7.0-inch touchscreen that’s now Apple CarPlay and Android Auto-equipped and a second colour screen in the driver’s binnacle for your trip information.
Stepping up to the VTi-S adds 16-inch alloy wheels, integrated LED indicators in your wing mirrors and proximity locking and unlocking, along with some clever safety stuff we’ll come back to under the Safety heading.
Along with a better engine (more on that in a moment), springing for the VTi-L will earn you 17-inch alloy wheels, twin-zone climate control and automatic windows in both rows, while the sporty-flavoured RS adds LED fog and headlights, along with a hearty dose of sporty styling courtesy of a bumper kit, skirting and a liberal splashing of piano black highlights.
Inside the RS gets leather trimmed seats, a better 10-speaker stereo and and a standard sunroof, too.
Finally, the range-topping Civic - the VTi-LX - gets satellite navigation, and a fairly comprehensive suite of safety kit.
Engine & trans
Just the one engine on offer here; a tiny and turbocharged 1.0-litre, three-cylinder unit - a motor borrowed from the brand’s Up! - which is available in two states of tune. Both are petrol-powered, and there are no diesel, LPG, EV or plug-in hybrid options.
It’s a tiny engine size, but neither option feels underpowered. The cheaper 70TSI Trendline cars make use of the lower-spec version, good for 70kW at 5000rpm and 175Nm at 2000rpm. That’s enough to produce a fairly leisurely 0-to-100km/h sprint of 10.8 seconds.
The 85TSI Comfortline shares the same capacity, but ups the horsepower to 85kW at 5000rpm and 200Nm at 2000rpm. That set-up will up the speed, too, with the acceleration to 100km/h now at 9.5 seconds.
They might not be the most pulse-quickening performance figures, but they do suit the personality of the little Polo, as does the turning radius of 10.6m.
You can then choose between a five-speed manual (Trendline) or six-speed manual (Comfortline) gearbox, or you can spring for a seven-speed DSG gearbox in both. Either way, the transmission will shuffle power to the front wheels, with both the Trendline and Comfortline Polos exclusively front-wheel drive; there are no 4x4, all-wheel drive, or rear-wheel drive cars here.
Like the sedan version, there are two engine choices on offer, with the cheaper option a 1.8-litre petrol engine, good for 104kW at 6500rpm and 174Nm at 4300rpm found in the VTi and VTi-S trim levels.
The better option, though, is a perky turbocharged 1.5-litre petrol engine that will push 127kW at 5500rpm and 220Nm at 1700rpm to the front tyres.
Both engines are partnered with a CVT automatic transmission, with or without wheel-mounted shifters, depending on the trim level.
The Trendline will sip 4.8 litres per hundred kilometres in manual guise (5.0 with the DSG) on the claimed/combined cycle, with emissions pegged at between 110-113g/km of C02.
The Comfortline ups the consumption to a claimed 5.1L/100km for the manual cars (5.0 with the DSG), with emissions of between 115-116g/km of CO2.
Either way, that’s near-diesel fuel economy/consumption, and they’re impressive mileage figures. The Polo’s fuel tank capacity size is 40 litres, and will accept 95RON fuel.
Fuel use is pretty impressive across the board, with the 1.8-litre engine sipping a claimed combined 6.4-litres per hundred kilometres, while the turbocharged version needs just 6.2 litres on the same cycle.
Emissions are pegged at 150 and 142 grams per kilometre of C02 respectively.
If the Polo doesn’t look like a cut-price city car, then the good news is that it doesn’t drive like one either. Our several-hour test route took us from city streets to broken B-roads, freeways to fast-flowing county runs, and the pint-sized Polo handled it all with little bother.
The single-tune suspension is definitely set up to favour firmer sportiness over comfort, and while you can catch the outside edges of the ride on seriously rough tarmac, it’s never overly teeth-rattling, and the little Polo will happily chug along no matter where you point it.
The steering, too, is perfectly suited to the character of the car, feeling connected without being darty, and plenty light enough for easy city use. The cabin is commendably quiet, locking out intrusive noise on all but the loudest road surfaces, too.
The biggest question, of course, is whether the little three-cylinder engine options pack enough grunt to push the Polo along faster than a slow-moving snail. But even the smallest output version never feels underpowered, and is more than peppy enough even with two adult passengers on-board.
The clever turbocharging has even largely done away with the lag sometimes associated with VW’s bigger cars, with the power arriving nice and early when you plant your foot from a rolling start, the 1.1-tonne (tare weight) Polo pulling away pretty cleanly.
What’s that? You want me to nitpick? Well, it can feel a little uncertain at times - especially when pulling away from hills - rolling back more than you’d like before engaging and pulling away. It’s far from a deal-breaker, but you’d need to get used to it.
Honda struggles a little in explaining exactly what its new 1.5-litre turbo-powered Civic is.
Is it a hot hatch? Nope, the incoming Type R will handle those duties. Oh, so it's a warm hatch, then? Not really - it's mechanically identical (same engine, gearbox and suspension) to the other, top-tier Civics. In fact, only the brand of tyres seperate the RS from the more luxurious VTi-LX.
"We would say it's a 'sporting hatch'," says Honda's head honcho, Stephen Collins.
And sporting it is, with its clever turbocharged 1.5-litre engine a willing and perky unit, delivering plenty of oomph all over the rev range and with no noticeable, soul-destroying lag in its power delivery.
The steering, too, has a sporty flavouring, it's super direct, and offers such crisp direction changes that you have to pay keen attention driving, as even the slightest input will see you steering out of your lane. And while the ride is a little crashy through bumps, it pays you back with composed cornering antics that see the front wheels hanging on to the tarmac for much longer than you might expect.
But the best trick of the 1.5-litre engine is that it doesn't require much accelerator to make it move, which means there's never too much strain on the CVT auto in town. And, given the auto is both loud and intrusive when you ask too much of it, that can only be a good thing.
Like most CVT 'boxes, it's quiet and composed in city driving, but loud and with a tendency to surge when you start to test it. So much so that heavy acceleration requires a kind of lucky dip as to when to back off the throttle, with the Civic continuing to accelerate for a moment or so even once you get off the gas.
Happily, then, the 1.8-litre models are much easier to classify. They're the cheap ones.
It's a a simple, honest and hardworking engine that feels both slower and slower to respond than its newer, turbocharged sibling, but is more than capable of getting up to speed, even if it struggles to add pace from the mid-range onward.
It’s a strong safety story, even from the base model, with every Polo arriving with an airbag count of six, a reverse camera, parking sensors and AEB with pedestrian detection. You get a fatigue-warning system and a tyre-pressure monitor, too, along with hill start assist, and the usual suite or braking and traction features like ESP.
An optional 'Driver Assistance Package' ($1400) adds VW’s manoeuvre braking system to the Polo, which combines with the rear parking sensors to act as AEB in reverse when you’re parking, along with adaptive cruise, blind-spot monitoring, rear-traffic alert and 'Park Assist', but no lane assist.
The Polo was awarded the maximum five-star safety rating when tested by Euro NCAP last year - a score that has since been adopted by Australia’s ANCAP.
While some of its key competitor are throwing safety functions at all trim levels, with Honda it’s still sadly a case of you get what you pay for.
The entry-level VTi, for example, makes do with six airbags (front, front-side and curtain) and a 180-degree reversing camera, opting for the VTi-S, VTi-L or RS adds front and rear parking sensors and Honda’s cool 'LaneWatch' (with activates a side-mounted camera when you indicate, beaming an image of the lane running alongside the lefthand-side of the car up onto the 7.0-inch screen).
The entire Civic range was awarded the maximum five-star ANCAP safety rating.
The Polo is covered by a three-year/unlimited km warranty, and will require servicing every 12 months or 15,000km - the annual schedule helping to lower maintenance costs. Dealerships will likely offer an extended warranty, but always read the fine print.
There’s no need to crack the tool kit out either, with VW’s capped-price servicing - the 'Assured Price Program' - limiting the service cost for five years, and there’s roadside assistance for the duration of the warranty period, too. There’s a full-size steel spare tyre, and the owner’s manual will tell you all you need to know about the required oil type and capacity.
As with all cars reviewed here, if any owner issues, reliability issues or common faults are ever reported, including automatic gearbox problems, oil pump, clutch, injector, engine, battery or suspension issues, turbo complaints, defects, or issues with the timing belt or chain, you’ll find them on our owner’s page.
Where is the Volkswagen Polo built? Well, many places around the world. But ours will arrive from South Africa.