Volkswagen Polo VS Suzuki Baleno
Volkswagen Polo
Likes
- Refinement
- Safety
- Space efficiency
Dislikes
- Needs premium unleaded
- No adjustable rear vents
- No rear centre armrest
Suzuki Baleno
Likes
- Cheap to buy
- Light
- Big boot
Dislikes
- Expensive servicing
- Cheap interior
- Dull
Summary
Volkswagen Polo
The sixth-generation Volkswagen Polo arrived in Australia in 2018, and four years down the track it’s time for an update.
The line-up has been trimmed from four to three grades, and in a conscious decision to better align the car with what Polo buyers are typically opting for, standard specification is up along with cost-of-entry.
Some of the headline upgrades are cosmetic tweaks front and rear, as well as new digital instrumentation, wireless charging, AEB, and LED headlights on all models.
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We’ll get into the details shortly, but to clarify, this review will deal with the entry-level Life and more highly specified Style model, with the GTI hot hatch covered in a separate review.
Volkswagen Australia invited us to the car’s local launch drive which took in a combination of city, suburban, B-road, highway and freeway running. So we were able to get a solid first taste of how the refreshed small hatch measures up in a slowly shrinking, but still hotly contested city car market.
| Safety rating | |
|---|---|
| Engine Type | 1.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 5.4L/100km |
| Seating | 5 seats |
Suzuki Baleno
The fact of the Suzuki Baleno's existence is one of the more puzzling features on the automotive landscape. It's a car that pits itself against all manner of worthy competition - some of it exceedingly so - in the small hatch segment.
People still buy what the industry calls light cars (in ever-diminishing numbers) so perhaps Suzuki thought offering two would be a good idea, as its Swift occupies the same patch of sales ground in this city-sized segment.
In this part of the market, you've really, really got to want it. You need to be stylish, sophisticated and packed with tons of safety gear if you've any hope of so much as laying a fingernail on the Mazda2. Or, let's face it, be dirt cheap to counter Yaris and (the soon to depart) Accent.
It's all the more puzzling because Suzuki does interesting cars like the Jimny, Swift, Vitara and Ignis. And the oddball S-Cross (RIP).
The Baleno seems far too tame, timid and, well, blergh. But according to VFacts, Suzuki shifts at least a hundred of these per month, sometimes over 200.
| Safety rating | |
|---|---|
| Engine Type | 1.4L |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 5.1L/100km |
| Seating | 5 seats |
Verdict
Volkswagen Polo8/10
The Polo has always been a desirable, high-quality, small car option. Effectively moving it to a more premium positioning by aligning its specification with what the market has been buying is a bold move. But this mid-life upgrade has given the Polo the extra safety tech and digital sophistication it needs to substantiate the shift.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Suzuki Baleno6.5/10
The Baleno is a disappointingly dull car from a company that makes plenty of un-dull cars. I suppose it's prudent for Suzuki to at least try to look like a grown-up, but as this car proves, there's no fun in that.
It will no doubt be dependable and if kept in metropolitan areas, will serve its owners well. But it's lacking in key safety gear, the servicing is a bit on the stiff side and the interior feels cheaper than most of its competitors.
And on top of all that, it feels really old.
Is there anything tempting about the Baleno? Tell us what you think in the comments below.
Design
Volkswagen Polo7/10
It’ll take a sharp eye to spot the external differences between this upgraded Polo and its predecessor.
The car’s compact, tightly wrapped body and finely chiselled lines are unchanged, the only differences being reshaped (body-coloured) bumpers front and rear, a new headlight signature, with LED units now standard across the range, and remodelled LED tail-lights.
And after dark car-spotters should look out for the Style’s standard ‘IQ.LIGHT’ LED matrix headlights adding a continuous LED strip across the nose.
Inside things have shifted further, most notably in the entry-level Life, which now boasts the sleek digital instrument display, previously reserved for higher grades, as well as a neatly integrated 8.0-inch multimedia touchscreen above the centre stack.
The rest of the interior is relatively understated in typical VW style (no pun intended), the neatly sculpted seats trimmed with a mix of textured and smooth cloth on both models.
Suzuki Baleno6/10
Suzuki says the Baleno's look reflects the brand's 'Liquid Flow' design language, but I'd much prefer it if they had stuck with the angular design of its other cars. Almost all of them are far better looking, or at least characterful.
The Baleno's recent facelift, which is mostly a new front bumper and a headlight tweak, was probably supposed to improve the looks but instead the car now appears to have had some fillers pumped into its cheeks.
It's not an attractive car from the front, with the grille overpowered by the lower fascia's sheer breadth. The rear and profile are fairly anonymous and to ensure its anonymity, there is little in the way of adornment. Looks basic, is basic.
Step in to the spacious-for-its-size cabin and you'll be greeted with the usual Suzuki staples of super-hard plastics, hardy carpets and tough cloth trim.
There is a little curvaceousness to the dash design but it just feels a bit half-hearted until the curves run into the centre console's alien-with-flappy-ears effect. There's nothing wrong with it but it does look dated.
Practicality
Volkswagen Polo9/10
Volkswagen has developed the Polo over six generations (the first appearing in 1975) and its packaging and space-efficiency game has been honed to a fine point.
This car measures just under 4.1 metres end-to-end, yet the wheelbase is close to 2.6m, which isn’t a million miles away from the Golf. Well, actually, it’s 72mm shorter, but still pretty impressive.
And it shows in terms of interior space. The driver and front passenger have plenty of breathing room, and the rear is remarkable.
At 183cm, sitting behind the driver’s seat set to my position, I enjoyed ample legroom, and more than enough headroom.
Width is another story, because while two grown-ups will be fine in the back, there isn’t enough space for three to sit in comfort for any length of time. You need to be realistic about what to expect from a city-sized car.
Storage options in the front include a small lidded box between the seats (which doubles as an adjustable armrest), two cupholders and various oddments spaces in the centre console, as well as the wireless charging bay in front of the gearshift.
There are also pockets in the doors with room for (medium) bottles, a decent glove box, a shallow drawer under the passenger seat, and an overhead drop-down tray for glasses.
Map pockets on the front seat backrests, and small bins in the doors add extra practicality, but there’s no fold-down centre armrest or individual ventilation control for rear seaters.
For connectivity and power, there are two USB-C ports in the front, plus another two in the rear, as well as a 12-volt socket in the front centre console.
Boot space is 351 litres (VDA) with the 60/40 split-folding rear seats upright, which is impressive for a car of this size, that number growing to 1125L with them folded down. You can also change the floor level when you’re making a call between maximum volume and ease of loading.
Tie down anchors are handy for strapping loose loads, while shopping bag hooks help keep smaller bundles under control. And all this efficiency is even more impressive given the spare is a 15-inch steel rim.
Suzuki Baleno7/10
Here's some excellent news - there is plenty of space in the Baleno's tiddly sub-four metre frame. The awkwardly-proportioned body has delivered good space for front and rear passengers who would be happier on more comfortable seats, but for city driving, they do just fine.
If you're up to around 180cm tall, there's enough space for you and your legs in the back and headroom is adequate.
Storage is a limited to a couple of open trays but you can put your phone in the same place as the USB port. You get two cupholders at the front and if you don't mind losing the rearmost of your storage trays, the back seat passengers can share it as a solitary cupholder. Each door has a very handy bottle holder that will secure a 1.5-litre vessel.
The boot is a good size for the segment at 355 litres to begin with and 746 with the 60/40 split fold rear seat folded down.
Price and features
Volkswagen Polo8/10
Let’s rip the Band-Aid off and get to the bottom of a more than 30 per cent base price increase before we go any further.
Yep, you read that correctly. Previously, a Trendline 70TSI manual gained you Polo club membership for $19,290, before on-road costs. Now, the entry-grade Polo Life, with exactly the same powertrain underneath it, will set you back $25,250.
So, what gives? Instead of getting down and dirty with the likes of the Kia Rio, Mazda2, and Suzuki Baleno, maybe even the poshest MG3, the Polo’s aiming up at its Audi A1 cousin and the Toyota Yaris, the latter undergoing a similar upscaling evolution in 2021.
The answer is standard equipment, and more of it. Volkswagen believes the days of a ‘price leader’ Polo are behind it. That is, pique a buyer’s interest with a keenly priced but relatively sparse base model, and they inevitably move up to a higher grade once engaged in the process.
No, the new Polo cuts right to the chase, specified more in line with the cars ultimately ending up in consumers driveways.
As mentioned, the Polo range now kicks off with the 1.0-litre, three-cylinder turbo-petrol Life in manual for $25,250, and auto at $28,250, before on-road costs.
The gap between five-speed manual and seven-speed auto versions is slightly larger this time around ($3000 vs $2500) because the auto now boasts a more powerful (85kW/200Nm) version of the turbo triple than the manual (70kW/175Nm).
On top of the active and passive safety tech detailed in the Safety section (and it’s a pretty big story), the Life picks up new standard features including, LED headlights and tail-lights, 15-inch alloy wheels, the ‘Digital Cockpit’ configurable digital instrument display, front and rear parking sensors, ‘Manoeuvre Braking’ (low-speed rear AEB), wireless phone charging, electrically-folding exterior mirrors, auto headlights, rain-sensing wipers, and an auto-dimming rearview mirror. That’s the $5960 difference between prior and current Polo entry models in a nutshell.
As well, the Life boasts leather trim on the steering wheel, gearshift and handbrake lever, an 8.0-inch media touchscreen, six-speaker audio, rain-sensing wipers, LED tail-lights and DRLs, and more.
Opt for the auto-only Style ($31,250) and you’ll pick up front fog lights (with static cornering function), ‘Matrix’ LED headlights, ‘Premium’ LED tail-lights (with dynamic indicators), ‘Dynamic Light Assist’ (auto low to main beam switch with light profile adjusted to avoid dazzling cars ahead or oncoming), 16-inch alloys, dual-zone climate-control air con, front and rear carpet mats, ‘Digital Cockpit Pro’ (incorporating nav and phone functions), ambient interior lighting, and sports front seats.
A sharp package in the Polo’s brave new world of $25-$35K small car competition.
Two option packs are available, starting with the ‘Vision & Tech Package’ for the Life (auto only - $1700), incorporating ‘Discover’ nav in the 8.0-inch media set-up, Digital Cockpit Pro, voice control, wireless app connect, ‘Travel Assist’ (Level 2 semi-autonomous driving) and adaptive cruise control.
A ‘Sound & Tech Package’ is available for the Style ($1900) delivering ‘Discover’ nav in the 8.0-inch media set-up, voice control, wireless app connect, keyless entry and start, and a Beats branded premium audio system (digital eight-channel amp, 300 watts).
A Panoramic glass sunroof ($1500) is available for the Style, and metallic paint adds $600 for both models.
Suzuki Baleno7/10
For $16,990 drive away, Suzuki opens the range with this GL. That scores you 15-inch steel wheels with less than fetching hubcaps, a six-speaker stereo, air-conditioning, reversing camera, remote central locking, cruise control, sat nav, auto halogen headlights, power mirrors and windows, and a space-saver spare.
A 7.0-inch touchscreen that you can find in almost every Suzuki handles the sat nav and entertainment duties. It's not a bad piece of hardware except it doesn't have a proper volume knob, but more than makes up for that with Apple CarPlay and Android Auto. Then ruins it again with tinny sound. You can't have it all, I suppose.
Under the bonnet
Volkswagen Polo7/10
The Polo is powered by Volkswagen’s 1.0-litre (EA211) three-cylinder turbo-petrol engine, driving the front wheels through either a five-speed manual gearbox (yep, five-speed) or seven-speed dual-clutch auto in the Life, or auto only in the Style.
Important to note the all-alloy triple is tuned to produce 70kW/175Nm in the Life manual, those numbers jumping to 85kW/200Nm in the Life auto and Style.
No matter the output, maximum torque is available from 2000-3500rpm, with peak power arriving from 5000-5500rpm.
Suzuki Baleno6/10
You'll not need to hold on to your hat in the Baleno. The 1.4-litre naturally-aspirated four-cylinder musters up 68kW at 6000rpm and 130Nm 2000rpm earlier. It's not a lot, but at 915kg, the Baleno isn't doing too badly.
There's an old relic in the transmission department. Power reaches the front wheels via a four-speed automatic transmission. There aren't many of those left in circulation on new car forecourts.
You can't buy a Baleno with the plucky 1.0-litre turbo anymore, which is a bit of shame.
Efficiency
Volkswagen Polo8/10
If VW’s aim in turning the wick down on the manual Polo is improved fuel-efficiency it’s a dubious move with both versions of the 1.0L three-cylinder engine returning an official fuel economy figure of 5.4L/100km on the combined (ADR 81/02 - urban, extra-urban) cycle.
And the environment is ultimately the (not so big) loser, the 70kW manual producing 124g/km of CO2, while the 85kW auto trims that to 123g/km.
Minimum fuel recommendation is 95 RON premium unleaded, although you’ll need just 40 litres of it to brim the tank. Using the official consumption figure that translates to a range of 740km.
Suzuki Baleno7/10
Suzuki says you'll get 5.4L/100km on the combined cycle, which isn't too far off reality, our time delivering around 6.6L/100km. Which was remarkable in itself given how much throttle you have to use to move along.
Another bonus is that even though the fuel tank is just 37 litres, you won't spend half your life filling up.
Driving
Volkswagen Polo8/10
The Polo’s launch drive program covered around 150km of city, suburban and freeway running from inner Sydney, through twisting B-roads to the city’s south, and sprawling semi-rural areas further west.
We sampled the Life and Style, both in 85kW seven-speed auto form, and first impressions are dominated by how refined this little car feels in terms of ride quality and noise suppression.
Typically throaty three-cylinder engine and exhaust noise is there under load, but it’s relatively low-key. And even on coarse secondary roads the Polo remains quiet and composed.
Zero to 100km/h comes up in around 10.5 seconds, which isn’t going to rewrite the class record books, but with seven ratios to play with the engine stays in its 2000-3500rpm sweet spot most of the time.
There’s more than enough pulling power for safe highway overtaking, and cruising at 100-110km/h is easy. You don’t have to mash the accelerator to maintain a comfortable pace.
Suspension is strut front, torsion beam rear, and if you’re inclined towards a cheeky fang through your favourite set of corners, the Polo is heaps of fun. At a fraction over 1.1 tonnes it’s light but feels planted and stable on twisty sections.
The steering’s nicely weighted and road feel is good, plus the front seats are supportive and comfortable over long stints behind the wheel.
Not surprisingly, parking is stress-free thanks to the Polo’s compact dimensions and good visibility.
Braking is progressive and reassuringly firm, but, although we didn’t drive the Life manual at launch, be aware its back brakes are drums, a ‘technology’ largely unknown beyond base utes in 2022.
Nothing wrong with an efficient drum set-up on a light-weight car, but let’s just say it’ll be interesting to drive that variant and see how it pulls up under pressure.
Under the heading of random thoughts, the combination of on-screen touch controls, and physical dials for the multi-media system is welcome. And the connection for Apple CarPlay and Android Auto is wired or wireless which is handy for those who prefer the surety of a wired connection or the flexibility of one less cable in their life.
Suzuki Baleno6/10
Most Suzukis are fun to drive even if they're on the slow side. The Jimny bounces around like a fat puppy full of sugar, the Swift is a good laugh and the Vitara is quite handy. The Baleno fails to be any of these things, but it's not all bad news.
The first thing you'll notice is the very light steering that makes a high-pitched noise when you turn it.
The second thing you'll notice is the whine coming from the transmission or somewhere very like it, no matter how much throttle you have on. It shifts smoothly enough, though, which isn't very often given the lack of gears.
It's not often I yearn for a CVT, but that might be the better transmission for this car. Yes, I just checked outside for airborne pigs, too.
The Baleno does feel like it teeters a little on its skinny, high profile tyres. It's not a car to drive with enthusiasm, but if you're happy enough with its almost-lively off-the-mark acceleration, which then fades away rapidly, you'll be perfectly happy.
It's not very quiet, though, with plenty of noise passing through the trademark thin sheetmetal and sparingly damped shell. It's light, but you can hear why - there's not much sound-deadening to weigh it down.
On the open road the Baleno further reinforces its credentials as a city car - it wanders around on the tyres, the steering loses all its feel and the wind noise means you have to turn up the volume to either drown it out or make yourself heard.
Safety
Volkswagen Polo9/10
With a maximum five-star ANCAP score already in the bag for the Polo from a 2018 assessment, the path of least resistance for VW would have been to rest on its laurels. But to its credit the German giant resubmitted this updated version for testing against stricter 2022 criteria.
That’s largely because it’s squeezed in several key active safety features under the umbrella of ‘IQ.Drive’, with all Polos now featuring, AEB (with cyclist and pedestrian detection), lane-keeping assist (with lane departure warning), ‘Multi-Collision Brake’ (automatically slows the car after a collision, reducing the chance of a secondary impact), driver fatigue detection, front and rear parking distance sensors, rear AEB (low-speed), a reversing camera (with static and dynamic guidelines), cruise control (with speed limiter and distance warning display), tyre pressure monitoring, and more.
‘Park Assist’ (perpendicular and parallel) and active cruise and are standard on the Style, with the latter optionally available on the Life auto as part of the Vision & Tech package.
If, despite all that, a crash is unavoidable there are seven airbags on-board - driver and front passenger (front and side), front centre (to minimise head clash injuries) and full-length side curtain.
There are three top tether points across the rear seat for child seats and/or baby capsules, with ISOFIX anchors on the two outer positions.
Suzuki Baleno6/10
Sadly, the Baleno is not among the frontrunners for safety features. It does arrive with six airbags, ABS, stability and traction controls and a reversing camera but misses out on every advanced safety feature we expect to see at least one or two of, such as AEB.
There are two ISOFIX points and three top-tether restraints for the baby and child seats.
The Baleno does not have an ANCAP safety rating.
Ownership
Volkswagen Polo8/10
Volkswagen Australia covers the Polo with a five-year/unlimited kilometre warranty, which is now the volume market standard.
The paint is warranted for three years/unlimited kilometres, “Through Corrosion” is covered for 12 years/unlimited kilometres, and 12 months roadside assistance is included.
Servicing is required every 12 months or 15,000km, with prices over the first five years for the Life manual (70kW) ranging from a low of $413 to a high of $929, the average per service coming out at $560, bumping up to $580 for the Life auto and Style (85kW).
Capped price servicing is available, however, over five- and three-year plans. Paying up-front for five years results in a $664 saving over pay-as-you-go for the Life manual, and $716 for the Life auto and Style.
A compelling side benefit is the ability to fold servicing costs into the vehicle’s financing at the time of purchase, and the plan is transferable if you decide to sell the car before the five or three years is up.
Suzuki Baleno7/10
Suzuki has joined the mainstream market herd with a five year/unlimited kilometre warranty for private use (ie not Uber) but there isn't even a solitary year of roadside assist.
Happily, since we last drove the Baleno, service intervals on the 1.4-litre have improved to 12 months/15,000km (rather than the previous 10,000km) and the company also offers five years of capped pricing up to 90,000km.
Services come in between $239 and $499, unless you've somehow covered 90,000km inside the five year window, and then it blows out to $649. That last figure aside, you can expect to pay $1635 over five years (or $2045 if you go nuts on the mileage). It's not especially cheap.