Instead of getting stuck in the variability mania, getting lost in design experiments or To speed into dead ends with excessive performance, the small car squad is steadfastly approaching the optimum. They are more streamlined than high-roof station wagons, more dynamic than small SUVs and more practical than coupés - those who are pragmatic can hardly get past them.
The VW Polo has worked on its weaknesses and has retained what has been tried and tested
It is particularly difficult with Skoda Fabia, Ford Fiesta and Renault Clio, who proved their all-round qualities in the international master test of auto motor und sport. Even the (previous) VW Polo (for the top test) line up in the back to beat the Opel Corsa. The new one should now also succeed with the rest of the four-meter baggage. In addition, the VW Polo has its weaknesses worked and received the tried and tested. He was never particularly rebellious anyway, took his commitment as a Volkswagen seriously, and moved in small steps without revolutionary exuberance. Even fans sometimes didn't know for sure whether Volkswagen had brought a completely new model or just a facelift into the showroom. The VW Polo has come a long way since its debut in 1975. Started as an Audi 50 offshoot below the Beetle, he initially pursued the idea of reduction almost to the point of caricature: cardboard door panels, spiral steering wheel, neither handle, door contact switch nor sun visor on the passenger side. In addition, there was the combination of around 700 kilos in weight and a basic four-cylinder with a size of 900 cubic centimeters with 40 hp.
The fifth generation of the VW Polo is of high quality
In contrast, generation five appears saturated, grinning mischievously with their de Silva face. The days of googly eyes are over, the headlight graphics are reminiscent of VW Golf and VW Scirocco , the spoiler overbite on the Audi A4. Inside, too, the Polo, which costs 19,210 euros as a highline version with a 105 PS TDI, is oriented upwards. Comfortable surfaces, high-quality buttons and controls with precise pressure point, quality right down to theCorners - regardless of whether under the fold-up seats in the rear, the removable double loading floor or on the rotary switch for the rear light in the headliner. In contrast to the comfortable accommodation at the front including easy-to-swallow door pockets, shelves and exemplary operation, the space available from the B-pillar decreases somewhat. Rear leg and headroom as well as the luggage volume meet average - no more.
The VW Polo TDI has 1.6 liter displacement and 105 hp
In contrast to the engine. The new 1.6-liter TDI is retiring the unit injector, allowing common rail with piezo elements to bridge the gap between punch and smooth running. Once you've gotten from the job. Starting weakness and the hill start aid (standard) with its braking effect are annoying. The Polo requires soulful juggling with accelerator and clutch in order to drive off smoothly. Otherwise it will stand before it starts. Which would be a shame, because apart from an externally audible nailing in the partial load range, the new 105 hp diesel engine can largely hide its working principle. The uninitiated might guess that the petrol engine is in a poor condition.
The test consumption of the VW Polo TDI was 5.4 L /100km
Until View of the on-board computer and fuel gauge (via easily readable digital bars). Four point X can be managed, in the test cut it is a cheap 5.4 liters. However, bought at the price of a long gear ratio in the upper aisles, which kind of pulls a plastic bag over the head of the TDI when it races. But one with big holes, because he can still get started with appropriate swing. Only the upshift indicator is sometimes optimistic. If you stick to it slavishly, you sometimes go for a swim on slopes at 1,000 rpm. Otherwise the Polo swims all the way forward. He steers proportionally with always the appropriate power assistance, springs - except for the wooden rolling 16-inch option wheels - balanced, remains calm and calculable at any speed, gets the last remnant of annoying understeer driven out by the finely intervening ESP. Safe, quiet, fast - a car for everyone who doesn't have to drive a four-meter car, but wants to.
The Ford Fiesta 1.6 TDCi scores with its suspension and the attractive steering
This almost distinguished appearance the Ford Fiesta , as 1.6 TDCi Titanium 17,250 euros expensive, but pronounced popiness on the other hand - from the color selection to the coupé-like shape to the extroverted cockpit design. Reflecting instruments, the operating menu, which takes getting used to, as well as the mediocre overview cost sympathy, which immediately regains the sporty seating position and the supple suspension. It absorbs large and small bumps without swinging, regardless of whether it is empty or fully loaded. Free ofThe Ford rushes down the slopes with rumbling noises every stripe. Its spontaneously responsive steering and the agile chassis design encourage jagged maneuvers without remorse. Neutral self-steering behavior and attentive ESP, together with the brakes that are stable as with the competition, ensure safety.
The interior of the Ford Fiesta 1.6 TDCi doesn't make a good impression
The Ford people could have invested a little more care in the workmanship. Apart from the torn off screw on the front axle wishbone, there is also a lot of trouble in the interior. Backrest backs made of sheet metal, a sloppy fixed headliner, door handles and glove compartment lid with an inexpensive feel and a leather cover for the steering wheel with hard plastic appeal dampen the joy of the dynamic Fiesta (for an individual test). The 1.6-liter TDCi successfully strives for reconciliation. Even power development and the pulling power favored by the short gear ratio of the precise five-speed gearbox are pleasing, as is the low average consumption of 5.8 L /100 km.
The Opel Corsa 1.3 CDTi is a little too thirsty for its 90 hp
The Opel Corsa - as a 1.3 CDTi innovation, 19,100 euros expensive - shows up with 6.1 L /100 km thirstier, but not stronger. The comparatively lowest torque of 200 Newton meters is clearly noticeable. Hesitantly, the 90-horsepower diesel climbs out of the turbo lag, turns cautiously through the rev range, cannot even be cheered up by the appropriately geared, crisp, shiftable six-speed gearbox. The pilot is enthroned quite high on his tightly upholstered seat, looking at a solidly crafted cockpit landscape that can withstand a critical look behind the scenes. A steering wheel heating flatters him for a surcharge, while he works his way through the somewhat confusing operating menu and struggles with the mediocre overview.
The handling of the Opel Corsa 1.6 CDTi is rather unbalanced
There is enough space for passengers and luggage. The more of them are on board, the better: the unloaded, firm suspension, which bounces on rough waves, gains flexibility on the way to the maximum 440 kilograms payload. But nothing about the unbalanced handling of the Opel Corsa- Test car changes (for the individual test), which reacts slightly delayed to commands from the inexact power steering. To then push with the rear, which feels as if the front and rear end are connected with a hinge. An effect that occurs even at a moderate pace, prevents a lively and round course andfrequent ESP interventions provoked.
The Skoda Fabia 1.9 TDI presents itself dynamically, but remains economical
A lively, round course? The Skoda Fabia 1.9 TDI Sport pushes (19,520 euros) his spoiler lower lip far in front, scratches with the 16-inch. Their grip is condensed with the tight suspension set-up and the 105 PS strong TDI to create a sparkling dynamic mix. Here he can go again, the old pump-nozzle comrade with his 240 Newton meters of torque. And make injection pressure almost noticeable, whistle on cultivated running and take advantage of its displacement increase compared to the competition without requiring large extra diesel, as the consumption of 5.7 liters shows despite the five-speed gearbox.
The suspension of the Skoda Fabia 1.9 TDI could be better
On the course and on the road, the Fabia bites into the Polo, show the rest of the diffuser. However, its occupants, which are surrounded by sports seats, suffered from the fleet Fabia with a permanent diesel roar, wind noise and a jerky suspension. Short bumps penetrate as well as long waves, and it can get restless on board when loaded. The interior is all the more calming. It spreads the gray veil that is wanted by brand policy, that mixture of (apart from the occasional crackling) of clean workmanship and exemplary operation with a dreary surface appearance. Skoda connoisseurs don't care. You enjoy the generous amount of space, the feeling of space favored by the high roof and good practical benefits through wide-opening doors, useful storage areas and the large tailgate cut-out including maxi loading volume.
The Renault Clio 85 dCi offers the largest standard equipment in the test
The Renault Clio is trying to be a compact class replacement even after its facelift. Now with a smoother face (according to Renault a customer request) and a different equipment structure. As a Luxe dCi for 19,000 euros, it is presented with 1.5-liter diesel and more standard equipment than its rivals - from automatic air conditioning to stereo with USB connection, cornering lights and cruise control to a navigation device. The latter comes from TomTom and is permanently installed, but can only be controlled by remote control, which is far more distracting when driving than making a phone call at the wheel.
Little sportiness in the Renault Clio, but a balanced suspension
The courteous nature of the Renault , the one with high-quality, easy-to-grip materialsflatters. In addition, there is the balanced suspension as a compromise between necessary feedback and long-distance absorption. However, with its somewhat anemic, relatively thirsty 86-hp diesel, it is not good as a best-time supplier, especially since high-mounted, low-lateral seats, which despite improvement, still have synthetic steering and the neutral, but somewhat sluggish handling, additionally dampen the spirit of sport. Hot-heads can still rely on the cleanly coordinated ESP and almost snappy appealing, stable brakes.
Conclusion: VW Polo TDI is ahead, Opel Corsa 1.3 CDTi brings up the rear
Ultimately, the Clio can outpace the Corsa, while Fabia is and Fiesta deliver an almost dead race before him. But without endangering the all-round successful Polo, which leaves its opponents behind without any revolutionary behavior.