Volkswagen Polo 2000 User Manual

Car test

R0027A

See also R9612 and R9959

May 2000

TEST

UPDATE

VW 3-cylinder diesels

Featuring Polo 1.4 TDi and Lupo 3L

HIS ISN’T THE FIRST THREE-CYLINDER
diesel in modern times – Daihatsu had one under
the bonnet of the Charade in the early eighties.

T

However, this state-of-the-art VW diesel has come to
fruition as part ofaproject to demonstrate how frugal and
environmentally considerate future motoring can be.

In 1.2 litre/61bhp guise, installed in a special version
of the Lupo(not yet on sale here inthe UK), VWclaims
that its fuel consumption will average 3 litres per
100km (i.e. 94½ mpg) in the official tests – hence the
title Lupo 3L(itre).

To achieve such frugality, VW has virtually
reconstructed the model, so that although it looks similar
to any other Lupo, in fact it bristles with ingenious (and
expensive) solutions to reduce weight and ensure
ultimate mechanical efficiency. The use of aluminium,
plastics, even magnesium in the body and chassis has
produced a formidable weight saving, compared with an
equivalent, regular-series Lupo 1.7SDi, and its
aerodynamic efficiency has improved from a Cd value of
.32 to .29.

However, it’s the under-bonnet wizardry that plays a
major role. As well as the direct-injection three-pot

turbo-diesel, the “conventional” five-speed
synchromesh gearbox is also electronically controlled, it
uses hydraulics to do the shifting, so it finishes up
behaving like an automatic, with an additional
“Tiptronic” manual shift facility when required.

Even the automatic shift sequence has dual modes –
for ultimate fuel economy, an Eco button on the facia is
depressed, which results in very early upshifts
(1800rpm on half-throttle compared with 2800rpm in
non-Eco mode), plus two other features. These are a
freewheel on the overrun (like being in neutral) and the
engine switching off a few seconds after coming to a
traffic halt – if the footbrake stays depressed. The
traffic-lights turn green, you release the brake and the
engine starts again, with gentle “creep” (just like a
conventional automatic) in gear.

We found the early upshifts embarrassing at times
(when it changed from first to second half way across
the traffic, emerging from a junction, for instance) and
the shift quality can be rather ponderous, especially
when taking off from rest.

In non-Eco automatic guise, these “special effects”
don’t occur and if you prefer a clutchless manual car,

Continued on page 3

PERFORMANCE - 1.4 TDi

2

PERFORMANCE - 3L

Acceleration time in seconds

mph

THROUGH
THE
GEARS

IN 5TH
GEAR

IN 4TH
GEAR

20 mph

5TH/4TH
SPEED
RANGES

30

30

2.0

7.8

4.0

40

40

50

4.9

13.3

7.2

50

17.6/10.2 10.0/6.8

13.3/7.2

60

8.4

17.8

10.8

60

Maximum speeds using accelerator kickdown

3

1

REVS
PER
MINUTE

1st

2nd

3rd

* for best acceleration

4200*

4200*

5th4th

4100

25½

43½

24

64

87

13.3

22.8

15.4

9.5/8.2

5

108

mph

Acceleration time in seconds - using kick-down or manual

70

70

mph

THROUGH
THE
GEARS

20 mph

SPEED
RANGES
USING
KICKDOWN

30 40 50 60 70

2.0

6.0

9.6

30 40 50 60 70

4.0

7.6

4.0 9.8

Maximum speeds

using accelerator kickdown or manual

5

REVS
PER
MINUTE

4th

1st/2nd

3rd

4400 4175 3975 3475

5th

4

33

2

1

103

93

67

42

24

15.8

mph

FUEL CONSUMPTION - 1.4TDi

Type of use - with air conditioning off* mpg

Urban (17mph average/heavy traffic) 39½

Suburban (27mph average/6.4 miles from cold start) 55

Motorway (70mph cruising) 55½

Cross-country (brisk driving/20 miles from cold start) 64½

Rural (gentle driving/20 miles from cold start) 76

Typical mpg overall 62

Realistic tank range (not nominal tank capacity) 37 litres/500 miles

*with air conditioning switched on, consumption will increase by 2–4% in
winter and 4–8% in summer

FOR THE TECHNICAL - Polo 1.4TDi

ENGINE
Type transverse three cylinder

with all-alloy block and head. Four
main bearings and counter­balance shaft

Size 79.5 x 95.5mm = 1422cc

Power 75bhp at 4000rpm

Torque 144 lb ft at 2200rpm

Valves belt-driven single

overhead camshaft actuating two
valves per cylinder

Fuel/ignition direct injection
diesel with electronically
controlled high pressure unit
injection for each cylinder;
turbocharger and intercooler with
unregulated catalyser. 45-litre
tank, with low-level warning lamp

TRANSMISSION
Type five-speed manual,

front-wheel drive

Mph per 1000rpm 26.4 in 5th;

20.7 in 4th

CHASSIS
Suspension front: independent

damper/struts with integral coil
springs and lower wishbones.
Rear: torsion beam (dead) axle
with trailing arms and coil springs;
telescopic dampers. (Modified
front wishbone and wider track in
latest Polos)

Steering rack and pinion with
hydraulic power assistance; 2.9
turns between full locks. Turning
circle diameter averages 10.1m
between kerbs, with 14.6m circle
for one turn of the wheel

Wheels 6J alloy with
185/55R14H tyres (Michelin
Energy on test car)

Brakes ventilated discs front,
drums rear with servo-assistance
and standard anti-lock control
(ABS)

FUEL CONSUMPTION - 3L

Type of use - Eco mode switched on/switched off mpg

Urban (17mph average/heavy traffic) 49 / 48

Suburban (27mph average/6.4 miles from cold start) 60 / 59

Motorway (70mph cruising) 66 / 66

Cross-country (brisk driving/20 miles from cold start) 72 / 73

Rural (gentle driving/20 miles from cold start) 90 / 86

Typical mpg overall 71½

Realistic tank range (not nominal tank capacity) 28 litres/440 miles

*with air conditioning switched on, consumption will increase by 2–4% in
winter and 4–8% in summer

MEASUREMENTS

Centimetres

(with sunroof)

142

T: typical back seat space behind medium-sized front occupants

183*

163

81-108

42-45 51

11

(inner sill)

374

124

No

* 168 with mirrors folded

kerb weight : 1016kg (maker’s figure)

Polo Five-door hatchback

93-98

T

93

T

33

(outer sill)

91

66

123

60

117

47-62

91

89-110

173

29

68