R0027A

Car test See also R9612 and R9959

May 2000

T
TESATE
UPD
VW 3-cylinder diesels
Featuring Polo 1.4 TDi and Lupo 3L

T
HIS ISN’T THE FIRST THREE-CYLINDER t ur bo- di es el , t he “convent i onal ” f i ve- s p e e d
diesel in modern times – Daihatsu had one under synchromesh gearbox is also electronically controlled, it
the bonnet of the Charade in the early eighties. uses hydraulics to do the shifting, so it finishes up
However, this state-of-the-art VW diesel has come to behaving like an automatic, with an additional
fruition as part of a project to demonstrate how frugal and “Tiptronic” manual shift facility when required.
environmentally considerate future motoring can be. Even the automatic shift sequence has dual modes –
In 1.2 litre/61bhp guise, installed in a special version for ultimate fuel economy, an Eco button on the facia is
of the Lupo (not yet on sale here in the UK), VW claims depressed, which results in very early upshifts
that its fuel consumption will average 3 litres per (1800rpm on half-throttle compared with 2800rpm in
100km (i.e. 94½ mpg) in the official tests – hence the non-Eco mode), plus two other features. These are a
title Lupo 3L(itre). freewheel on the overrun (like being in neutral) and the
To achieve such frugality, VW has virtually engine switching off a few seconds after coming to a
reconstructed the model, so that although it looks similar traffic halt – if the footbrake stays depressed. The
to any other Lupo, in fact it bristles with ingenious (and traffic-lights turn green, you release the brake and the
expensive) solutions to reduce weight and ensure engine starts again, with gentle “creep” (just like a
ultimate mechanical efficiency. The use of aluminium, conventional automatic) in gear.
plastics, even magnesium in the body and chassis has We found the early upshifts embarrassing at times
produced a formidable weight saving, compared with an (when it changed from first to second half way across
equivalent, regular-series Lupo 1.7SDi, and its the traffic, emerging from a junction, for instance) and
aerodynamic efficiency has improved from a Cd value of the shift quality can be rather ponderous, especially
.32 to .29. when taking off from rest.
However, it’s the under-bonnet wizardry that plays a In non-Eco automatic guise, these “special effects”
major role. As well as the direct-injection three-pot don’t occur and if you prefer a clutchless manual car,

Continued on page 3
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PERFORMANCE - 1.4 TDi PERFORMANCE - 3L
Acceleration time in seconds Acceleration time in seconds - using kick-down or manual
mph 30 40 50 60 70
mph 30 40 50 60 70
THROUGH
THE 13.3 THROUGH
4.9 8.4
GEARS 2.0 THE 9.6 15.8
GEARS 2.0 6.0
IN 5TH
GEAR 17.8 22.8
7.8 13.3
20 mph 30 40 50 60 70
IN 4TH SPEED 4.0 7.6
GEAR 10.8 15.4 RANGES
4.0 7.2
USING
KICKDOWN 4.0 9.8
20 mph 30 40 50 60 70
5TH/4TH Maximum speeds
17.6/10.2 10.0/6.8
SPEED using accelerator kickdown or manual
RANGES
13.3/7.2 9.5/8.2 5 103

Maximum speeds using accelerator kickdown 1st/2nd 3rd 4th 5th

4 93
REVS
1 3 5 PER 4400 4175 3975 3475
mph
25½ 64 108
MINUTE
3 67
REVS 1st 4th 5th
PER 2nd 4200* 4200* 4100
MINUTE 3rd 2 42
mph
* for best acceleration 43½ 87
2 4 1 24

FUEL CONSUMPTION - 1.4TDi FUEL CONSUMPTION - 3L

Type of use - with air conditioning off* mpg Type of use - Eco mode switched on/switched off mpg
Urban (17mph average/heavy traffic) 39½ Urban (17mph average/heavy traffic) 49 / 48
Suburban (27mph average/6.4 miles from cold start) 55 Suburban (27mph average/6.4 miles from cold start) 60 / 59
Motorway (70mph cruising) 55½ Motorway (70mph cruising) 66 / 66
Cross-country (brisk driving/20 miles from cold start) 64½ Cross-country (brisk driving/20 miles from cold start) 72 / 73
Rural (gentle driving/20 miles from cold start) 76 Rural (gentle driving/20 miles from cold start) 90 / 86
Typical mpg overall 62 Typical mpg overall 71½
Realistic tank range (not nominal tank capacity) 37 litres/500 miles Realistic tank range (not nominal tank capacity) 28 litres/440 miles
*with air conditioning switched on, consumption will increase by 2–4% in *with air conditioning switched on, consumption will increase by 2–4% in
winter and 4–8% in summer winter and 4–8% in summer

FOR THE TECHNICAL - Polo 1.4TDi MEASUREMENTS

ENGINE CHASSIS Centimetres Polo Five-door hatchback
Type transverse three cylinder Suspension front: independent
with all-alloy block and head. Four damper/struts with integral coil 93-98
main bearings and counter- springs and lower wishbones. (with sunroof) 91
balance shaft Rear: torsion beam (dead) axle
with trailing arms and coil springs; 81-108
Size 79.5 x 95.5mm = 1422cc 142
T 66 60 91
telescopic dampers. (Modified 173
Power 75bhp at 4000rpm front wishbone and wider track in 42-45 93 51 29
latest Polos) T 68
Torque 144 lb ft at 2200rpm 11 33
(inner sill) (outer sill)
Valves b e lt -d riv e n s i ngl e
overhead camshaft actuating two Steering rack and pinion with 374
valves per cylinder hydraulic power assistance; 2.9
turns between full locks. Turning T: typical back seat space behind medium-sized front occupants
Fuel/ignition direct injection
circle diameter averages 10.1m
dies el w it h e le c t ro n i c a l l y
between kerbs, with 14.6m circle
controlled high pressure unit
for one turn of the wheel
injec ti o n f o r e a c h c yl i nder ;
turbocharger and intercooler with
unregulated catalyser. 45-litre
Wheels 6J alloy with 124 117
tank, with low-level warning lamp
185/55R14H tyres (Michelin
Energy on test car) 183* 163 89-110
TRANSMISSION 123
Type f iv e -s p e e d manual, No 47-62
Brakes ventilated discs front,
front-wheel drive
drums rear with servo-assistance
Mph per 1000rpm 26.4 in 5th; and standard anti-lock control
20.7 in 4th (ABS)
* 168 with mirrors folded
kerb weight : 1016kg (maker’s figure)
 3
moving the selector across the gate produces sequential with all the safety equipment and low pollution
shifts, up and down, as the stick is nudged fore and aft. measures demanded nowadays; car makers have been
That’s unless your selection is unreasonable, in which struggling in recent years to maintain diesel economy
case you’ll be ignored, or it will make its own choice in the face of latest legislation.
(e.g. selecting first as you pull up, even if you didn’t In fact, the Lupo can attain as much as 90mpg away
remember to). You sometimes finish up wondering from traffic. However, you must be prepared to
which gear you’re in. bridle yourself to under 2000rpm, no more than
The electric power steering (another fuel-saving 45mph and be happy to live with the Lupo’s Eco
measure) can weight-up in brisker cornering, when mode switched on.
pronounced roll and lack of tyre grip also begin to show;
this Lupo really doesn’t like being pressed, though the Testers’ choice
ride is reasonable. For ourselves, we would settle for the Polo; it really is
an endearing performer. Forget the economy aspect
The Polo alternative for a minute and you’re left with a sweet power unit
As we write, VW has still to decide whether this Lupo will that combines vibration-free response with eager
be converted to right hand-drive and brought to UK pull-away from lower revs than you would think
showrooms. In any event, it’s hardly likely to make a profit sensible. The contra-rotating balancer shaft
– it really is costly to build and is a bit of a flag-waving effectively quells most of those nasty vibes that afflict
exercise even back home, with politics involved. so many diesels around 1500rpm – including VW’s
However, the latest revised Polo has recently been four-cylinder derv-burner.
augmented by a 1.4/75bhp version of this special This brings us back to the problems of how and when
engine, but without the drastic weight-saving to change gear. The Lupo’s auto-solution doesn’t
measures or the transmission complexities. The result work too well, and we suspect that, left to their own
is a still-expensive (but larger, five-door) proposition devices, most Polo TDi drivers will spend too much
that weighs 186kg more, has an extra 14bhp, but has time in the lower ratios.
an mpg Combined Official test result that’s 33 per cent We found it paid off to operate between 1200 and
worse than the Lupo 3L – or that’s how it seems. 1800rpm when accelerating normally. VW should
install a change-up advisory light (like that used on the
100mpg - Fact or Fiction? Formel E models in the early eighties) to encourage
The AA has always made a point of conducting its own drivers to do the right thing.
real-life mpg tests, using special test routes and metering Our track testing confirmed that revving this
equipment. This results in accuracy and repeatability to only-too-willing engine is largely pointless – it goes
within 1mpg – vital when comparing the counter-claims almost as well in fourth when overtaking!
of rivals. In this instance, of course, they’re from the This reinforces the fact that, unlike many small
same manufacturer, but VW was as keen as we were to diesels, this Polo gives you the choice of remarkable
see our results. For the test, we borrowed a left-hand mpg or eager acceleration – but you can’t enjoy both at
drive Lupo 3L specially brought-in from Germany. the same time, of course.
Our tables speak for themselves. The trouble is that
the actual 10mpg gain we recorded in overall terms in VERDICT
the Lupo’s favour may seem a let-down, compared with The Lupo 3L is a valiant enterprise and the car isn’t
the publicity hype. Yet in engineering development without appeal to environmentalists or those who are
terms (where gains are always more modest than in the simply worried by escalating fuel costs. However, the Polo
sales department), any fully equipped four-seater 1.4TDi, compromise though it may be, looks the better
hatchback that can accelerate this respectably and still proposition, even though its asking price is too high.
attain over 70mpg in typical use, has to be something of Of course, it’s the engine rather than the host car
a tour de force. Remember, this Lupo comes equipped that’s the main attraction – married to the Fabia, it
would look irresistible.
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REVISED POLO FOR 2000

W hile the next all-new Polo is having its audition (at

lower ticket prices) as the Skoda Fabia, both the
Polo and Seat Ibiza have been freshened up in appearance
and equipment in an attempt to remain competitive for the
next couple of years.
The Polo in this latest guise is a shade longer outside,
though not to the enhancement of interior space, which is
restricted in the rear; only headroom shows any
improvement. The Lupo-style facia isn’t without its
irritations (poor ventilator direction control, hard-to-see
minor controls and dials), but both interior finish and
safety equipment are impressive, with standard ABS and
dual airbags on even the cheapest version.
Apart from this 1.4TDi, engines aren’t particularly
refined – we found the racey GTi’s acceptably raucous,
the all-alloy 1.4 16v’s unacceptably gruff at times, with a
surprisingly ruffled ride, as well.

Engine Revs at 30-70mph 30-70mph Fuel Brakes Maximum Typical leg/ Steering Overall
HOW THE POLO cyl/cap/power 70mph through in 5th/4th economy best stop legroom - kneeroom - turns/ length
1.4TDi COMPARES (no/cc/bhp) (rpm) gears (sec) gears (sec) (mpg) (m/kg) front (cm) rear (cm) circle (cm)
VW POLO 1.4 TDi 3/1422/75 2650 13.3 22.8/15.4 62 26/26† 108 93/66 2.9/10.1 374
Fiat Punto 1.9 JTD 4/1910/80 2330 14.2 25.4/17.1 51½ 27/12 108 96/67 2.8/10.9 384
Peugeot 206 Dturbo 4/1997/90 2600 11.4 19.8/14.4 52½ 26½/8 108 94/66 3.3/10.1 384
Seat Ibiza 1.9 TDi* 4/1896/90 2400 11.3 21.7/15.1 57 28/32 109 97/72 3.1/10.1 385
Vauxhall Astra 1.7 DTi 4/1686/75 2675 14.0 32.3/20.5 56½ 26/21 108 99/75 3.1/10.4 411
VW Lupo 1.7SDi 4/1760/60 2700 18.3 36.5/26.0 62 26½/18 104 92/65 2.9/9.9 353
* 1998 model † with ABS

© The Automobile Association 2000