2009-2017 (6R/6C) - EA111 chain (CBZB/CBZC) or EA211 belt (CJZC/CJZD) engines, 86-110 hp
Popular German city car, cheap to insure with widely available parts. The critical issue depends on engine generation: pre-2014 EA111 engines (chain-driven) suffer from notorious timing chain tensioner failures that can destroy the engine if ignored - listen for cold start rattle. Post-2014 EA211 engines (belt-driven) are more reliable but require timing belt replacement at 90,000-120,000 km. Both generations can have turbo actuator sticking from gentle driving, and the DSG automatic is significantly less reliable than the manual gearbox. A camshaft adjuster pulley recall affects Dec 2013 - Dec 2014 production.
This is the most critical issue on pre-2014 Polo 1.2 TSI engines (codes CBZB, CBZC). The hydraulic tensioner can lose oil pressure after engine shutdown, causing the chain to rattle for 1-30 seconds on cold start. Typically occurs between 60,000-100,000 km, though some failures reported as early as 25,000 km. If the chain jumps a tooth, pistons can contact valves, destroying the engine. VW released updated tensioner parts. Repair involves replacing chain, tensioner, guides, and sprockets. Labour is approximately 3 hours. If engine damage has occurred, replacement can cost €4,000-6,500. Always use the updated "B" or newer kit from INA, Febi, or genuine VW.
Wastegate linkage seizes from gentle driving, causes EPC light and limp mode · more· less
The turbo actuator linkage can seize if the car is driven too gently or only on short trips. Carbon buildup causes the wastegate pivot to stick. VW has a Technical Product Information (TPI) document acknowledging this issue. Symptoms include EPC warning light, limp mode, and overboost fault codes. VW produced a modified linkage with a semi-spherical connection (the old type is square/rectangular). If caught early, the actuator can be replaced for around €500-600 at a specialist. However, if the seizure damages the turbo internals, full turbo replacement costs €1,200-2,500. Using premium fuel and occasional spirited driving helps prevent this.
7-speed dry-clutch DSG has known valve body and clutch pack issues · more· less
The DQ200 7-speed dry-clutch DSG is the most problematic automatic option in the VAG range. Common failures include: mechatronic unit pressure accumulator wear, valve body splitting (design flaw - wall too thin), selector fork failure (reverse/6th gear), and premature clutch pack wear causing judder. Problems typically appear between 40,000-80,000 km. Pre-2012 units were filled with synthetic oil that became conductive, damaging the mechatronics. VW extended warranty to 5 years/150,000 km on some models due to complaints. VAG issued recalls affecting approximately 80,000 vehicles. Manual gearbox is significantly more reliable.
Water pump/thermostat housing failure€600 - €1,200
Integrated electric water pump fails, typically between 70,000-100,000 km · more· less
The TSI engine uses an electric water pump integrated with the thermostat housing. This is a well-documented failure point on Polos and Golfs with TSI engines. The EA211 version uses a plastic housing that can warp or leak. Symptoms include coolant warning light, overheating, or poor cabin heating. VW does not have a regular service interval for this component, but failures can occur as early as 40,000 km. The integrated electric design makes the part expensive (approximately €400-500). Labour is approximately 5-6 hours due to accessibility.
Coil pack/ignition lead failure€150 - €400
Heat-damaged coils and HT leads cause misfires, especially on 2011 models · more· less
The coil pack position on the 1.2 TSI makes it sensitive to heat, causing operational failures and misfiring. The HT leads are a known weak point - even without visible oxidation, they can be internally damaged. Production year 2011 appears particularly affected. Symptoms include loss of power, rough running, stalling, and check engine light with misfire codes (P0301, P0302, etc.). The newer version of the leads has improved plastic protection. Always replace with quality brands (Beru, Bremi, NGK). Check cable resistance - should be around 6 kOhm; if higher (8-9 kOhm), replacement needed.
Weak pistons crack between rings, causing excessive oil burning · more· less
Early EA111 engines (2010-2012, codes CAV/CAVE) had a piston design flaw where the part of the piston between the rings would crack and break away, damaging piston rings and cylinder bores. VW initially claimed it was a "minor piston ring batch problem" but it was a fundamental design weakness. Symptoms include excessive oil consumption (more than 1 litre per 1,000 km), blue smoke from exhaust, and oil residue in the exhaust. VW has a TPI identifying affected engine numbers. Engines were revised to CTH/CTHE in 2013-2014. Repair requires engine rebuild or replacement. VW considers 0.5L per 1,000 km "acceptable" - most owners disagree.
Variable timing pulley can come apart, causing timing belt to snap · more· less
This is a recall issue affecting cars built between December 2013 and December 2014. The bolts holding the inlet camshaft adjuster pulley can work loose, causing it to fall apart. If this happens while driving, the timing belt snaps, leading to piston-valve contact. One documented case showed belt failure at only 22,000 miles, requiring a new engine quoted at €6,500+. If engine makes noises from the right-hand side, have the timing pulley inspected immediately by removing the cam belt cover. Verify with VW dealer using VIN whether recall work has been completed.
Carbon buildup on intake valves€300 - €600
Direct injection causes carbon deposits, symptoms appear around 80,000 km · more· less
All direct injection TSI engines can suffer from carbon deposits on intake valves because fuel is injected directly into the combustion chamber rather than washing over the valves. Oil mist from crankcase ventilation causes coking on inlet valve areas. Symptoms include rough idle, hesitation, misfires on cold start, and reduced power. Usually appears around 80,000+ km. Traditional fuel additives do not help because fuel never touches intake valves. The only effective solution is mechanical cleaning - walnut shell blasting is the preferred method (approximately €300-500). Some owners report minimal buildup when using VW-spec 502/505 oil.
Reliable if you avoid the DSG and check for timing issues
The Polo Mk5 with manual gearbox can be a solid ownership proposition if you verify the timing chain (pre-2014) or timing belt (post-2014) status. The EA211 belt-driven engines from 2014+ are generally more reliable than earlier EA111 chain engines. Avoid the DQ200 DSG automatic if possible. Most issues are well-documented and diagnosable during a pre-purchase inspection.
Pre-Purchase Inspection Checklist
General checks
Service history
Complete VW dealer or specialist records essential. Verify timing chain/belt replacement if due.
Tires
Check tread depth, age (date codes), and uneven wear patterns indicating suspension issues.
Cold start
Must start engine completely cold. Critical for detecting timing chain rattle.
Body condition
Check sills and wheel arches under plastic covers for rust/corrosion. Avoid cars with mud flaps - dirt accumulates underneath causing paint wear.
Test drive
Minimum 20 minutes including varied speeds to get engine and gearbox up to temperature.
Specific for this vehicle
Cold start timing chain rattle (EA111 engines)
Start engine completely cold and listen for metallic rattle/chatter in first 1-30 seconds. This is the most critical check for pre-2014 cars. Any rattle indicates imminent chain replacement needed.
Check oil level and consumption history
Low oil level or evidence of frequent top-ups indicates piston ring issues. Ask owner about oil consumption - more than 0.5L per 1,000 km is excessive regardless of what VW says.
Watch for EPC warning light
Drive the car and observe for EPC light. If it appears with loss of power, turbo actuator issues likely. Test under acceleration and varied throttle positions.
Identify engine type (chain vs belt)
Check if turbo is at front (late 6R, chain) or rear (6C, belt) of engine. Engine codes CBZB/CBZC = chain, CJZC/CJZD = belt. This determines which timing issues to check for.
DSG gearbox operation (if equipped)
Drive for 20+ minutes in varied conditions. Feel for jerky starts, hesitation between gears, clunking, or delayed engagement. Check service history for DSG oil changes. Any issues = walk away.
Verify camshaft adjuster recall (Dec 2013 - Dec 2014)
Contact VW with VIN to confirm recall completion. Listen for unusual noises from right-hand side of engine.
Test all electrical windows and blower speeds
Power window failures are common. Run all windows multiple times. Test blower on all speeds 1-4, not just maximum.
Check trunk lid wiring
Classic VAG issue - wire insulation tears at the trunk hinge from repeated opening. Check all trunk-mounted lights and lock operation.
Recalls and Technical Service Bulletins
Camshaft adjuster bolts (Dec 2013 - Dec 2014)Verify completed
Contact a Volkswagen dealer with the VIN to verify all recalls have been completed. The camshaft adjuster recall is critical for Dec 2013 - Dec 2014 models. DSG-equipped cars may have multiple open service actions.
Warranty Status
Factory warranty (2 years)Expired on all Mk5
DSG extended warranty5 years / 150,000 km (check eligibility)
Independent service allowedYes (EU Block Exemption)
All Polo Mk5s are outside original factory warranty. Due to widespread DSG complaints, VW extended the DQ200 warranty to 5 years/150,000 km on some vehicles - check eligibility with your VIN. Under EU Block Exemption Regulation, you can use any qualified independent garage without voiding remaining coverage.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.