Volkswagen Polo vs Leapmotor B05

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.

Now I know how my school teachers felt. There is a lot of potential in the Leapmotor B05, but the brand needs to study harder and apply itself in some key areas to really put in its best performance. 

There is so much potential, there is definitely a good car underneath it, and the brand also deserves credit for the improved interior design. 

But there is also some important work to do to make it really enjoyable and a more relaxing drive. Given the rate of improvement from the C10 to the B05, there is every indication that Leapmotor could soon find itself becoming more popular in Australia.

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

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.

While the B05 was very much driven by the European side of the Leapmotor International operation because of its preference for hatchbacks, there’s no doubt it has a distinctive family look to sit nicely alongside the B10 and C10 SUVs.

The company says it has a ‘coupe silhouette’ and a ‘wide-body stance’ to give it a sporty look, which also helps it cut through the air better and help with range. While it’s very much a conventional five-door hatch, it does look well proportioned and inoffensive, which is a good place for Leapmotor to find itself in these early days in Australia.

But to help it stand out and make sure you don’t think this is a plain, vanilla hatchback, it comes in the distinctive Lightning Yellow paint as standard. It’s a bold move, but this is the hero colour used in all marketing material, and clearly Leapmotor hopes the yellow will help give the B05 some cut-through.

And as a bonus, if you don’t want a yellow car, it costs $990 more - even for plain white.

Inside it’s relatively simple - for better and worse.

One of the criticisms of the C10 I had was the extreme simplicity of the cabin. Every surface was seemingly covered in the same terracotta colour trim and it lacked definition, and that made it feel cheap.

For the B05 there are more varied trim elements - around the cupholders, door trims and dashboard - which make for a more interesting and polished design.

From an ergonomic perspective, the seating position lacked enough adjustment for me to get really comfortable, in particular the under thigh support, so there are some design areas where Leapmotor can improve.

However, overall the finish and the design of the cabin is another step forward for the brand.

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.

Technology is clearly a key selling point for Leapmotor, with a lot of its marketing presentation focused on a younger demographic.

It certainly has a clean and straightforward interior, but that’s what’s expected of most modern cars, but in particular the Chinese. There are the two screens for all information and entertainment, but almost no buttons or switchgear.

It means you need to either rely on the voice command, which can be hit and miss, or navigate the multimedia screen menus or remember what each of the multi-purpose buttons and dials on the steering wheel do.

In short, it’s not a particularly user-friendly car to drive, especially when you’re new and learning its controls.

But there is some interesting technology. Starting with the digital key and NFC card, which completely replaces a traditional key fob. It’s not going to please everyone, as unlike typical keyless ignitions that work on proximity, to turn on the B05 you need to place the NFC card in the smartphone charging tray, you can’t just leave it in your pocket.

Alternatively you can set up a pin code that you enter on the multimedia screen to get the car started. You can also share that pin code, and a digital key via the Leapmotor app, that allows your partner, kids or friends to drive the car if you’re not there to hand over the NFC card.

You can even geo-fence it, setting a radius on the app so you can get an alert if the kids or friends stray too far.

The B05 also comes with an e-SIM and its own data plan - 2GB per month - with Leapmotor footing the bill for at least the first three years. However, there are no clear plans for what happens after that date. It means you can run apps, such as the included Spotify and TikTok, through the multimedia screen without connecting your phone.

Another technological selling point is the ‘Automated Routines’, which can be programmed into the car. So, for example, if the ambient temperature reaches a certain degree, it can automatically turn the air-conditioning to a preselected temp.

As for the space, it’s a well-packaged car, with good room front and rear. You’ll get two adults or teenagers, and three smaller kids, in the back. Rear seat occupants in the Design get a centre armrest with cupholders (no such luck for Style buyers) and there are air-con vents, a USB-A and USB-C port as well as a small pull-out storage spot that can double as a tissue dispenser.

As for the boot, it measures 357L, with the space to expand to 1205L if you drop the rear seats. However, there is no spare tyre, only a puncture repair kit if you find yourself with a flat.

Chinese cars have built their reputation on value, which is where Leapmotor has an obvious advantage over Stellantis stablemates like Alfa Romeo, Peugeot and Jeep which are not known for being particularly cheap.

Having said that, the B05 is not the cheapest hatch you can buy, and certainly not the cheapest electric hatch, but from launch the brand is offering drive-away deals of $35,990 for the entry-level Style and $39,990 for the more generously equipped Design.

Rivals include the MG4, GAC Aion UT and BYD Dolphin but none of them have the traditional low-slung hatch shape of the Leapmotor.

The Style is not the most generously equipped small car you’ll find, but it does have all the essential areas covered. The Design not only has a larger battery but also a bit more gear.

B05 Style standard equipment:

• 19-inch alloy wheels
• LED headlights 
• 8.8-inch digital driver display
• 14.6-inch multimedia touchscreen
• Wireless Apple CarPlay and Android Auto
• Satellite Navigation
• Wireless phone charger
• NFC & Bluetooth key

B05 Design standard equipment, in addition to Style:

• Fixed panoramic glass roof with electric sunshade
• Synthetic leather seats
• 12-speaker Surround Audio System 
• Interior ambient lighting
• Six-way electrically adjustable driver seat
• Four-way electrically adjustable passenger seat
• Heated steering wheel
• Heated front seats
• Rear centre armrest and cupholders

Notably, Leapmotor does include two different charging cables - Type 2 and 3 - as standard, which is surprisingly rare for modern EVs.

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.

The B05 is powered by a 160kW and 240Nm electric motor which, unlike most hatches these days, drives the rear wheels. That obviously has a major impact on its dynamic performance, but we’ll get to that in a moment.

That power is enough for the B05 to accelerate from 0–100 km/h in 6.7 seconds, using it's launch control function. Which is good without being particularly rapid, but this is not a hot hatch, so you shouldn’t expect punchy performance.

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.

While the Style and Design have the same motor, the two different trim levels get different batteries.

The Style features a 56.2kWh lithium phosphate battery (LFP) which provides up to 410km of driving range, according to the WLTP test cycle. While the Design gets a larger 67.1kWh LFP battery that extends the range to a theoretical 482km.

Maximum charging is 156kW and 174kW DC for the two models, respectively. This means the Design can charge from 30-80 per cent in approximately 18 minutes.

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.

This very much depends on how the safety systems are behaving, because it dramatically changes how you experience the B05.

Getting the positives in first, as part of the European focus of the B05 it was tested and had its handling tuned at the Balocco proving ground in Italy, which is where Alfa Romeo has tuned its cars for decades.

This underlines the Stellantis influence on the B05, because hatchbacks are not popular in China so it is very much focused on the European audience. Which should be more inline with traditional Australian tastes.

The combination of this European influence with the rear-wheel-drive layout means the B05 can be a genuine pleasure to drive, even on the winding mountain and flowing country roads we experienced it on.

To be blunt, the roads we drove in the B05 would have been insufferable in the C10 I experienced from Leapmotor in the past.

There are three different settings for the acceleration, steering and regenerative braking, so you can tailor it between sporty and comfort modes, depending on the conditions and your preference.

It’s by no means perfect, the steering could be improved to make it more direct and responsive, but for what is a hatchback and not a hot hatch, the B05 impresses. The rear-wheel-drive layout helps it feel balanced and responsive in a way front-wheel-drive hatches simply aren’t.

Unfortunately, this improved dynamic experience is largely spoiled by the poorly calibrated and integrated active safety features. The primary culprit is the lane keeping assist, which tugs at the wheel and sounds an alarm anytime you even get close to a lane marking.

Even if you try turning it off it keeps turning itself back on unless you also turn off the driver attention monitoring system. Putting aside the obvious dangers and pointlessness of turning safety systems off, it is clear that Leapmotor still has a lot of work to do with calibrating this kind of technology.

Even though the Stellantis side of the operation did the ride and handling tuning, the Chinese-based team at Leapmotor still did the safety calibration. Perhaps drawing on the experience from the likes of Alfa Romeo, Peugeot, Opel, etc would be beneficial in making sure the driving experience isn’t spoiled by intrusive safety technology.

Putting the lane keeping assist aside for a moment, the B05 actually has a pretty comprehensive suite of safety features as part of the LEAP Pilot system. This incorporates all the usual safety technology you expect in a modern car.

In addition to this, there’s also:

• Leapmotor Connected Services
• 360-degree camera with dynamic guidelines
• Integrated 360-degree dash cam 
• Rear parking sensors  

All this is enough for the B05 to score a five-star ANCAP rating (based on a EuroNCAP test), and notably it was tested to the 2026 protocols. That makes it one of the first to achieve this new, more strict crash testing procedure, as the majority of cars rated this year have been to the previous protocols.

However, and not to be unkind to ANCAP, but the fact that the B05 scored a 99 per cent rating and reportedly performed “very well” for its lane keeping assist during the testing is a glaring problem. Based on my experience with the car it suggests there is still a gulf between the testing procedure and the real world, which is not good for Australian customers who are not getting clear information.

A system that scores 99 per cent shouldn’t be something you’re eager to switch off, it should be seamlessly integrated into the car and not disturb the driving experience unless the driver needs it. 

Instead, at one stage during our test drive, a car on the opposite side of the road drifted into our lane and when we attempted to steer left to avoid a head-on collision, the lane keeping tried to correct course back to the right which could have resulted in an accident.

While this safety technology is undoubtedly worthwhile, as motorists we should be demanding a higher standard from both manufacturers and the safety bodies.

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.

Leapmotor offers a respectable, but by no means segment leading, six-year/150,000km warranty plus an eight-year/160,000km battery warranty as well as eight years roadside assistance and eight years of capped-price servicing.

As for how much that servicing will cost you over the eight years, it works out at a cost of $2980. A minor service costs $215 but the major ones are up to $470, and they are due every second year.

While we’re discussing ownership, one of the reasons for the brand’s slow growth in Australia is the fact it has a limited number of places where you can actually buy one. Leapmotor only has 25 dealers and service centres in Australia (at the time of publication), and while there are plans to expand, it does leave it lagging behind many of its competitors.