Hybrid petrol/electric cars like the Toyota Prius and Honda Insight have earned a reputation for being kind to both the wallet and the environment.

But a properly-sorted diesel can match them when it comes to both fuel consumption and low CO2 emissions.

Take the new VW Polo Bluemotion 1.2 litre TDI, which promises a blend of German build quality with amazing fuel  onsumption of over 80mpg.

It’s also a conventionally engineered vehicle without the worry of an expensive lithium battery pack to worry about.

But does it do what it says on the tin when it comes to economy – and do you have to compromise your driving style to get the best out of it?

The most immediately striking feature of the car is its sporty appearance. Lowered suspension, side skirts and rear spoilers may seem a bit ‘boy racer’ but they also boost economy by improving the car’s aerodynamics.

The upshot is the Bluemotion looks closer to a GTI than a regular Polo.

The most economical version of the current International Car of the Year comes with a tiny three-cylinder 1,199cc diesel, pushing out 75PS.

I thought it might be under-powered but it turns out to be a really torquey unit.

The test route took in a 12 per cent gradient and the Bluemotion zipped up it in third gear without batting an eyelid.

On the flat, the car reaches 60mph in under 14 seconds.

The Polo Bluemotion boasts a stunning combined cycle fuel consumption figure of 80.7mpg but the best I managed was 68mpg.

The test car was fresh from the factory, however, and its economy level would improve by a few mpg once it was properly run-in.

This means drivers are likely to be looking at a still impressive 70mpg in real world use – even higher for those with a light right foot.

It likes to be driven in a certain way and the gear change indicator seems to encourage the driver to change up too  arly – but the engine has so much torque it pulls on regardless.

The key to getting the best out of the car seems to be to change gear early and keep an eye on the instantaneous fuel consumption figure, as this tells you whether or not you are driving in an economical manner.

Maybe VW could fit a Subaru-style ‘eco gauge’ which would fulfil this function.

The Bluemotion’s engine is capable enough, but hardly the most refined of units.

The little power plant rasps into  action with an agricultural note and remains vocal through the gears.

Everything else about the Polo oozes class, however, from the positive gearchange, to the steering feel and quality of the switchgear.

I also prefer the implementation of stop/start that VW has adopted: the engine cuts out only when you have come to a standstill and employed the handbrake.

This seems to me more sensible than having the car cut out automatically when stationary, because it is easier to plan a quick getaway at a junction without worrying whether the engine is actually running.

Low emissions of just 91g/km of carbon dioxide mean that no car tax has to be paid.

I can see fleet bosses making a bee-line to their nearest VW outlet to check out the Polo Bluemotion and doubt they’ll be disappointed: the firm reckons 75 per cent of sales will be to fleets.

The on-road price of £14,445 may be the steep side for a supermini but the car looks good, is well-built, should be  heap to run and will therefore command high residual values.