Image Gallery

Exterior Styling

This latest generation of Skoda Octavia is the sleekest, most stylish yet. And the vRS model is the most aggressive to date. The model you see here may be a hatchback, but the vRS is equally good-looking in Estate form too.

At the front there are lots of sharp lines which give a really purposeful look. With the distinct twin-‘L’ shaped LED daytime running lights either side of a prominent grille, the Octavia vRS is imposing in the rear-view mirrors of other cars.

The nose seems to sit lower, giving a more poised stance, with well-placed lines sweeping up the bonnet to enhance sleekness.

To the side, 19-inch alloy wheels have a two-tone silver/grey design, behind which sit red brake callipers. Again there are sharp lines, most noticeably the large ridge which runs from the top of the front wing right back to the taillights.

Moving to the back there is a sharply raked tailgate to give the hatchback an almost Fastback-like appearance. There is a subtle lip spoiler on the tailgate, and a shark-fin aerial on the roof.

The tail lights are sharp like the front end, whilst the bottom half of the car is broadened by the bumper design. At the bottom sit two rather large exhaust tips, shaped to match the contours of the rear valance.

Finished in Quartz Grey Metallic, this particular car had a more mature feel to it than the stand-out reds and blues available, but still offered an impressive visual package when combined with the gloss black exterior features; which include the grilles, window surrounds, door mirrors, aerial, rear valance and even the lettering on the back.

This car is less about shouting “look at me” and more about blending into a crowd, which gives it the element of surprise.

Interior Finish

And if you like the exterior design of this Skoda Octavia vRS, then just wait until you see inside. Because now, more than ever, the Skoda feels as premium as its VW-Audi Group siblings. In fact, for my personal preferences, there are touches that elevate it higher than some of the other models.

And the most significant of those touches is the choice of materials throughout the cabin. Most noticeable, and most impressive, is the alcantara finish on the dashboard. This is a masterstroke, and gives a level of sportiness in the Octavia vRS not seen before. The large bucket front seats and chunky flat-bottomed steering wheel enhance this, as does contrast red stitching throughout.

Skoda has been more selective over the plastics used in the cabin too. The only questionable quality comes much lower down in the cabin where an element of robustness is more important than visual appeal anyway, and can be forgiven. What’s more, there are multiple textures to the finish, which prevents a monotonous feel to what is a very one-colour interior.

In the middle of the dashboard is a large, 10-inch widescreen multimedia system. Coupled with the 10.25-inch fully-digital instrument cluster it puts the Octavia vRS in a modern space by minimising the amount of manual switches and dials on show.

The finisher in the cabin is a rather convincing carbon-effect trim, which rounds off the interior rather well. Throw in some ambient mood lighting and it’s genuinely a really nice place to be.

Engine/Performance

When it comes to powertrain, this particular Octavia vRS is going to be one of the most popular. It has the purists’ choice – 2.0-litre turbocharged petrol engine with 6-speed manual gearbox. Power – 245PS and 370Nm of torque to be precise – is sent to the front wheels. Forget the diesel and plug-in hybrid, this is what the vRS is all about.

The 0-62mph time of 6.7 seconds is just one tenth behind the DSG, which seems a fair price to pay for the additional driver engagement gained. Top speed is a limited 155mph; more than enough to get you in to trouble.

There are several different drive modes and, as is often the case with VW-Audi Group cars, there is an Individual mode where you can choose the perfect combination of settings. Those settings include steering response, engine dynamics, and even engine sounds.

Don’t get too excited about the latter though, because that’s the main gripe with this car. The noise is artificially enhanced through the speakers. You sort of get used to it over time, but there just isn’t any ‘real’ fun to the soundtrack. I never heard any playful pops and crackles from the exhausts, and that’s a shame because the Octavia vRS is otherwise a very fun car to drive.

Dial this car up to the max and there’s an instant throttle response with punchy acceleration. You work your way up the gears and the speedo keeps on climbing. To say it is not really a new powertrain, it seems sharper than before; more responsive to driver inputs.

Ride/Handling

When testing the vRS iV plug-in hybrid recently, I noted that the weight of the hybrid powertrain killed the handling characteristics. It was a great relief, then, when I got behind the wheel of the simpler, more joyful petrol version.

Whilst I appreciate the iV was also the larger Estate version of the Octavia, its kerb weight of 1,720kg represents a not-insignificant 306kg – or 21% – increase over this version’s 1,414kg kerb weight. And that is a colossal difference when you start to throw a car into some tight, twisty corners with vigour.

This car feels exactly like a hot hatch should; nimble, and eager. Turn-in is sharp, with the electronic differential maximising grip as you accelerate through the corners. By comparison the iV never really felt at all comfortable when forced to change direction in a hurry.

This particular car had the optional Dynamic Chassis Control (DCC). It costs £945 but is definitely worth the money. This is an adaptive damping system which works in conjunction with the drive mode selector, and it means that there are more noticeable ride characteristics in each mode.

Comfort mode, for example, is noticeable more supple than Dynamic mode. It also means that for your individual mode you can tweak the damping to your liking.

With the DCC this car becomes a much more capable all-rounder. It can be firmer and more aggressive when you want it to be, but also softer and more forgiving when you don’t. It makes a great motorway cruiser, and means your kids need not be rattled to their bones in the back.

Brakes are nothing fancy – no Brembo setup here – but they do the job they need to and enable the vRS to pull up sharply when you stamp on the middle pedal.

Economy

Although this is ‘only’ the petrol version of the Octavia vRS, it still has rather impressive economy credentials.

Combined fuel consumption is a very respectable 40.4mpg on the combined cycle. On longer runs in the car I certainly found this figure achievable, and that’s not bad going for a hot hatch. Granted, if you drive like a maniac you will return a lower figure, but then that’s the case in all cars.

CO2 emissions are 157-160g/km. That equates to a first-year VED of £555 absorbed into the ‘On The Road’ price, with subsequent years charged at the standard £155. With a price far below the VED Surcharge-incurring £40,000 there is no change of triggering it, even if you go a bit silly with the options list.

That could be an advantage to the Skoda over its rivals – stick a few options on a VW Golf GTi and you can get perilously close to the £40,000. And if you get the Audi A3 Saloon with the more powerful petrol engine this will easily exceed £40,000.

Perhaps the only downside to the Octavia vRS in this guise is that it is made to look bad by the plug-in hybrid iV model. That car is much more appealing to company car drivers, with a BIK charge of just 11% compared to the petrol version at 35%.

Practicality

The Skoda Octavia vRS is available in both Hatch and Estate bodystyles. But which you are better off with is, in all honesty, wholly stylistic for the most part. If you prefer the look of an Estate, go for the Estate. If you like the Hatch, then go for that.

I say this because, on the whole, the levels of practicality are equally impressive on both bodystyles. Don’t think that this Hatch compromises on space because it really doesn’t. It has boot space of 600-litres. Yes, you read that correctly. 600-litres. The Estate version has 640-litres, so there isn’t much between them.

It’s the same story in the cabin – the sloping roofline has no detriment to the headroom in the rear, and the legroom for rear-seat passengers is especially generous.

The vRS can even be a capable tow car, with a capacity of 1,600kg braked and 740kg unbraked. That’s exactly the same as the Estate version. Two things to note here – if you don’t have the towbar preparation fitted at the factory the weight plate of the car may not display a towing limit and therefore the car would never be able to tow. Second, the best powertrain for towing is the 200PS diesel with 4WD, which can tow 2,000kg braked.

Perhaps the only advantage of the Estate model is that roof rails allow for roof-mounted accessories such as a roof box or cycle carrier, and the boot is a better shape for the family dog.

But to live with, the Octavia vRS is about as family-friendly as a hot hatch can be. It’s comfortable, spacious and easy to get along with. Then you can go berserk after you drop the kids off at school. It is the best of both worlds.

Equipment

Since the Octavia is Skoda’s flagship family car (Skoda’s words, not mine) you get an impressive standard specification across the range.

All Octavia models feature Alloy wheels, LED lighting throughout the exterior and interior, electrically-adjustable heated door mirrors, rear parking sensors, dual-zone air conditioning, automatic lights and wipers, and cruise control with speed limiter.

A comprehensive array of safety equipment – including Collision Avoidance Assist, Turn Assist and Exit Warning – helps the Octavia achieve a full 5-star Euro NCAP rating, which gives peace of mind for a family car.

As you work your way up the range, the specification is enhanced each time. By the time you reach the vRS, the standard specification includes, in addition to the sporty exterior and interior design, Full LED Matrix headlights with adaptive front lighting system and dynamic indicators.

You also get Columbus satellite navigation with 10-inch touchscreen display, electrically-operated boot with foot operation (‘virtual pedal’), keyless entry and go, front and rear parking sensors, and heated front seats.

The safety equipment is also bolstered by Adaptive Cruise Control and lane assist as standard, whilst the connectivity includes a wireless SmartLink for Apple CarPlay which, although much more convenient than needing to connect a wire each time, seemed to sap my phone’s battery at an alarming rate. I’d recommend opting for the wireless charging pad if you plan to use this functionality.

There are a few options available on the Octavia vRS, from an integrated tow bar to a head-up display. More on those in a moment…

Value For Money

If you want an Octavia vRS then this is undoubtedly the best-value model in the range. The vRS 245PS Hatch with 6-speed manual starts at £31,260 on the road. That is £1,680 cheaper than the same car with a DSG gearbox. So look at it this way; if you’re willing to use your left foot and change gear yourself you can tick a few option boxes and still come up cheaper than a DSG.

Options are pretty fairly priced on the Octavia vRS. You can bolster the specification quite nicely without spending a great deal of money. The options fitted to my test car included a CANTON Sound System boasting 610W and 3D surround sound (£590), Dynamic Chassis Control (£945), Driver Fatigue Sensor (£45), Head-up Display (£700), rear wiper (No cost option) and a temporary space-saver spare wheel (£185).

So all in it stands at £33,725 on the road, which is still pretty reasonable. It is worth commending Skoda for allowing all paint choices – including metallic and even the exclusive Hyper Green – at no additional cost.

Other reasonably-priced options include wireless charging (£335), integrated tow bar (£975), Park Assist automatic parallel and bay parking (£355) and blind spot detection (£510).

Some options seem a little on the expensive side. A rear-view parking camera, for example, is £410. And the Winter Pack, which adds heater washer nozzles, a heated windscreen and heated steering wheel to the standard heated front seats, is £485. Still, that seems good value when compared to the Winter Pack 2.0 which includes all of the aforementioned, and adds tri-zone climate control and heated outer rear seats, costing a rather hefty £950.

So the overarching message is ditch the DSG, and use that money to bolster the standard specification to your liking. This is a great package.

Facts and Figures

The post REVIEW – Skoda Octavia vRS 245 Hatch appeared first on Simply Motor.

Image Gallery

Exterior Styling

With every iteration, the Skoda Octavia vRS has become increasingly handsome. This latest version is by far the best looking to date, both in Hatch and Estate form. Finished in one of my favourite Skoda colours – Velvet Red Metallic – it was a lovely thing to look at on the driveway.

At the front the split headlights have gone, replaced by a slimmer, sleeker-looking single unit. The LED daytime running lights compliment the bumper lines, and give a sharp, aggressive look.

There is gloss black detailing on the grille, the bumpers, door mirrors, window surrounds and even the shark-fin aerial. Paired with a bright colour like Velvet Red or Race Blue, this contrast works well. Even the “SKODA” lettering on the tailgate is black.

The 19-inch alloys on the latest vRS are a new design, but somewhat similar to the previous model, which is no bad thing. They suit this car very well – filling the arches nicely.

At the rear, the use of the word “SKODA” as opposed to the badge gives a more premium feel, whilst the tail lights are also slimmer and sleeker than before. Like the front, this aspect of the car seems more aggressive than before, giving the vRS a purposeful look.

Neatly nestled into the rear valance are a pair of large exhaust tips. They are mostly for show, but they look good nonetheless.

Interior Finish

The changes on the exterior may be impressive, but they are nothing compared to how the cabin has been elevated from the previous model. I am going to put it out there that this cabin is actually nicer than the Volkswagen Golf GTi, and that’s a huge acclaim for Skoda.

Unlike previous models, the latest Octavia vRS has ditched practically all of the hard, scratchy plastics. They are still present – take the lower centre console and door grab handles as examples – but they are much harder to find, and not in the areas that matter the most.

The area that does matter the most – the dashboard – is the main reason I rate the Octavia vRS so highly. The use of alcantara, with contrast red stitching – is inspired. It gives a distinct motorsport feel to the cabin that really makes the vRS stand out.

This feel is only enhanced by the chunky, perforated leather steering wheel, and the pair of enormous front bucket seats, again with plenty of red contrasting details.

I have to confess that I am not a huge fan of the new rocker switch gear selector, although it is a minimalist touch. I am, however, a big fan of the 10.25-inch Virtual Cockpit and the Columbus navigation system with large 10-inch touchscreen display.

And that touchscreen is neatly incorporated into the dashboard. It isn’t flush-fitting, nor is it perched atop the dashboard. It is designed to stand out as a design feature, and rightly so. There is even a touch slider to adjust the volume, which is a novel feature.

Engine/Performance

Potentially the most controversial aspect of this particular model is the vRS designation on a plug-in hybrid. Purists may argue that it waters down the vRS branding, and that SportLine trim would suffice.

On the flip side, environmental-based regulation is forcing car manufacturers to downside engines, cut emissions and reduce the reliance on traditional fuels. In that regard the iV makes sense – it may not be long before this is the only vRS available.

So what exactly is the iV powertrain? Well, it is a 1.4-litre, 4-cylinder turbocharged petrol engine, helped by an 85kW electric motor.

Combined power is 245PS – the same as the 2.0-litre TSI petrol engine – and torque is 400Nm, which is actually more than the petrol version.

As a result, the on-paper performance reads well; 0-62mph in 7.2 seconds and a top speed of 139mph. That’s half a second slower than the petrol engine, which isn’t a bad trade-off for the extra fuel economy benefits.

But from the driving seat, the iV just doesn’t feel like a vRS. With the instant boost from the electric motor, the iV picks up well. But the petrol engine never seems all that happy to be pushed hard like a vRS should be. It sounds unpleasant at higher revs and seems much happier being driven like a hybrid – just working with the electric motor at low revs to use as little fuel as possible.

The other downside to having a hybrid system is that the lump of torque from the electric motor is more than enough to slip the front wheels.

On balance, this is not a powertrain designed with the keen driver in mind so, unfortunately, it wouldn’t be the vRS I’d choose.

Ride/Handling

If there is one thing that can easily spoil the handling of a car, it would be weight. Whether it be a poor weight distribution, top-heavy centre of gravity or just sheer bulk, it can have a severely detrimental effect on how cars behave when you throw them into corners.

With the Skoda Octavia vRS iV, the electric motor and battery pack adds around 200kg over the standard car. That equates to around 13 percent, which is a lot. And the problem here is that the Skoda Octavia is one of the largest hot hatches around, so it doesn’t really have the room to add that extra bulk.

And when you start to throw the vRS iV at some corners, you can feel every extra kilogram. You would expect a hot hatch to be playful round the bends, but the iV feels like it just stumbles from one to the next, not really enjoying the experience.

The sheer torque of that electric motor doesn’t help things either. Under lock, the iV has a tendency to slip its inside wheel. This only adds to the handling woes, and makes it hard to justify the vRS iV if you’re looking to regularly enjoy your favourite rode.

It has to be said that this particular test car didn’t have the optional Dynamic Chassis Control. It’s possible that with better control of the damping, some of the problems could have been mitigated.

When you’re not being a hooligan, however, the vRS iV is very comfortable. Motorway cruising is great, and around town it absorbs the lumps and bumps well. So if you opt for the iV, play to its strengths. Take the scenic route, but slow down and enjoy the view.

Economy

One of the main aspects that appeals about the Octavia vRS iV is the ability to own a performance-oriented car without having astronomical fuel bills.

On paper, the iV certainly delivers, with a combined fuel consumption of 176.6 – 235.4mpg on the WLTP combined cycle. That might sound remarkable, but before you run off to the dealership to place an order, let me explain a little further.

How efficient the iV is will depend entirely on how you use it. Let’s say you pop to the shops a couple of times per week, and charge up in between, you will use virtually no petrol, ever. So you would have ‘infinity’ miles per gallon.

On the flip side, if you regularly drive long motorway journeys with no time to stop and charge, you will use mostly petrol, and come nowhere near 176.6mpg.

What I can say is that the pure-electric range of the Octavia vRS iV is up to 43 miles on the WLTP cycle, and a full charge takes around five and a half hours on a domestic 3-pin socket.

Company car drivers will be pleased to hear the vRS iV has emissions of 27 – 36g/km on the WLTP cycle. That equates to a company car BIK% of 11%, which is much better than the 35% of the petrol vRS Estate.

From a VED perspective the first year rate is £nil, and currently £145 thereafter. The Octavia vRS iV is classified as an “Alternative” fuel type vehicle. What’s more, even with a few extras this Octavia was below £40,000 which means it avoids the VED surcharge too. You can’t ask for more than that!

Practicality

As a car to live with, the Octavia vRS iV Estate is a great companion. It handles the trials and troubles of family life with ease. There is plenty of room in the back, and even taller adults will find the outer-rear seats comfortable on a long drive. The middle seat is less comfortable, but still fine for kids.

The benefits of the iV powertrain is that, unlike a pure-electric vehicle, you can travel further without restriction. And yes, rapid chargers may sound good in practice, but if you are traveling the length of the country do you really want to stop at a services once (or maybe twice) for 40-odd minutes whilst it charges? Probably not. In the vRS iV, you just fill up with petrol and off you go.

There are, however, two main downside to the iV powertrain. First, having a large battery pack and an electric motor in addition to the petrol engine means you lose some boot space.

In the vRS iV Estate, you get a healthy 490 litres. But that represents a 150-litre reduction from the ‘regular’ vRS, with its cavernous 640 litre boot space. Even the vRS Hatch has more space – at a very impressive 600 litres.

Secondly, the iV is not rated for towing. If you want to drag something behind you, such as a caravan, this isn’t the Octavia for you. The other vRS’s in the range can tow 1,600kg braked, and the 200PS TDI 4×4 can tow 2,000kg braked.

Equipment

If there weren’t already enough reasons to buy the new Skoda Octavia, just wait until you get a load of the standard specification. It’s definitely what you’d call generous. It may not be as comprehensive as, say, a Kia or Hyundai, but there is some logic to that.

With a Kia, if you want a certain feature, you have to buy the trim that has it. With Skoda, you can bolster any level of trim you like, meaning you don’t necessarily have to have the top-spec model to get the best toys.

As it is, all Octavia models have a great standard spec. Alloy wheels, LED headlights and tail lights, electrically-adjustable heated door mirrors, rear parking sensors, dual-zone air conditioning, light and rain sensors, and cruise control with speed limiter are all standard across the range.

The safety equipment is similarly impressive – and helps the Octavia achieve a full 5-star Euro NCAP rating. These systems include Collision Avoidance Assist, Turn Assist and Exit Warning.

By the time we come to the vRS iV, the specification is even greater. Included as standard on this trim is Adaptive Cruise Control, Columbus satellite navigation with 10-inch touchscreen display, electrically-operated boot, keyless entry and go, lane assist, Virtual Cockpit, and a wireless Smartlink for Apple CarPlay.

There are some options available should you wish to enhance this specification further. The most appealing ones include wireless mobile phone charging, panoramic sunroof, winter pack, blind spot detection and Dynamic Chassis Control. These vary in cost but can certainly add an extra something to your Octavia – I mean who wouldn’t like to point out heated rear seats to their friends?!

Value For Money

Whether or not you will view the iV variant of the vRS as good value for money will depend on the type of purchaser you are.

IF you are a company car user, this is probably the only vRS you could probably justify as a P11D benefit, so you might well be all but tied to this powertrain. And, if that is the case, you will be able to enjoy an element of the power and performance for a reasonable monthly charge.

For private buyers, however, the iV is a little harder to justify. Take the vRS Estate you see here. For an iV, the starting price is £36,875 on the road. For a 245PS petrol with 6-speed manual gearbox the price is £31,850. That’s just over £5,000 cheaper. And if you want a DSG version it’s £33,530. That’s still £3,345 cheaper than the iV, and to a private buyer that’s not insignificant.

For me it’s not just about the price, either. The reason to buy a vRS is because you want a hot hatch experience. The Octavia is a big car already, but the extra weight of the batteries and electric motor are detrimental to the nimbleness of the car to such a degree that it’s not all that fun on a tight, twisty B-road. In other words, it’s not a ‘true’ vRS.

For that reason my gut tells me I’d save myself the full £5,000 and buy a 245PS manual. Incidentally I have that car booked in to test very soon, so let’s see if I change my mind…

Facts and Figures

The post REVIEW – Skoda Octavia vRS 245PS iV appeared first on Simply Motor.

Image Gallery

Exterior Styling

When it comes to being a great all-round family hatchback, looks are important. Because the family hatchback needs to look nice outside the family home, at the school gates, and in the local supermarket car park.

To this point Skoda’s ‘go-to’ hatchback has been the Octavia, which doesn’t look like a conventional hatchback at all. With the introduction of the Scala, Skoda has bridged this gap. Not only that, but this is a rather good-looking car.

The model you see here is a high-grade SE L trim, which means it has plenty of bells and whistles. It also has a few option boxes ticked, most notably the £1,465 ‘Exterior Design Pack’ comprising panoramic roof, elongated tailgate glass, full-LED head and tail-lights and gloss black spoiler and wing mirrors.

This pack was further complemented by the 18-inch black/silver alloys (£810) and finished in Meteor Grey special solid paint (£595). It looked tremendous on the drive and attracted glances in the supermarket car park… not something you’d usually associate with a Skoda.

The front end has chunky lines, whilst the angular headlights give an almost menacing appearance. The bonnet has a subtle ridge in the middle, and sweeping curves to either side. The bonnet also extends over the top of the front wings and the line where the two meet continues all the way to the tail-lights.

The elongated tailgate glass, complete with ‘Skoda’ lettering, is a masterpiece that gives a premium flair. The rear bumper has softer lines than the front end, although the tail-lights are as angular as the headlights.

From every angle the Scala looks fantastic, especially in this colour combination. Skoda is making a bold statement with the styling of its latest models, and is showing us all that it mean business.

Interior Finish

The Scala was the first model to showcase Skoda’s new interior architecture. And whilst there was nothing particularly wrong before, this is still a welcome change.

The dashboard has a slimmer profile, which aids visibility and gives a greater sense of spaciousness for front seat passengers. The large 9.2-inch multimedia screen found on the SE L model is not integrated into the dashboard, nor is it perched on top like an afterthought. Instead the dashboard almost moulds around it at the bottom, turning it into the focal point that a screen of this size ought to be.

The materials used throughout the cabin are of a higher quality than before. Moreover, Skoda has given thought to textures: even when all the plastics are black, there are differing textures/finishes which avoid the feeling of dull monotony.

This particular car had the optional ‘Sport interior’ (£670), which adds sculpted, body-hugging front seats, a sport steering wheel and decorative insert. And it is the seats which were the ‘wow’ feature: without fail everyone who saw the Scala commented how nice they were.

It is worth mentioning at this point that if sportiness is your game you will be pleased to hear Skoda has added a ‘Monte Carlo’ trim to the Scala range. It has some striking colour choices and extensive gloss black detailing on the exterior, and a sporty interior complete with bucket seats and red accenting. It’s the grade we’d choose for sure.

On the SE L model (and the Monte Carlo for that matter) you also get a Virtual Cockpit as standard. This fully-digital instrument cluster gives a crisp, modern feel, and has plenty of customisation options; allowing you to scroll through map, media and trip data with ease.

Engine/Performance

There are several engine choices available in the Skoda Scala and, in what could be a sign of things to come for the motoring industry, none of them are diesel. The engine range comprises 1.0-litre turbocharged petrol with either 95PS or 110PS, and a 1.5-litre turbocharged petrol with 150PS.

We tested the 1.0 TSI 110PS with 7-speed DSG automatic gearbox, which is likely to be a popular combination. It offers 110PS and 200Nm of torque. With the 7-speed gearbox making the most of every last ounce of power, the Scala will go from 0-62mph in 10.3 seconds and on to a top speed of 123mph.

On paper, that isn’t too bad for a decent-sized family hatchback with a 1.0-litre engine. The reality is even more impressive. The Skoda Scala is a car that drives with the same sporty enthusiasm it has in its appearance. It zips around town with great gusto: even catching you out with its eagerness in first gear at times.

Admittedly, this eagerness does little to overcome significant inclines. It will drop a gear or two. But then given how infrequent this actually occurs, and how competent the Scala is on the motorway, we’ll let that slide. If you live in a particularly hilly area, or just want a little bit more oomph, then the 1.5 TSI is a great engine.

When it comes to gearboxes, few automatics come close to the razor-sharp DSG units fitted to VW-Audi Group vehicles. But if you’re looking for a little more involvement in the driving, maybe the 6-speed manual will be more up your street.

Ride/Handling

When it comes to ride and handling, the Skoda Scala is very well-balanced. I would say that it leans more towards a life around town. The steering is a little on the light side, which is great for the hustle and bustle of a busy town centre. It’s not as great when you get to a fast, flowing B-road.

The suspension setup is a very happy medium. It is supple enough to allow for comfortable motorway cruising, no matter how far you are going. Yet when you come to some fast, cambered corners the Scala doesn’t fall over. In fact, it hold the road well and seeks out the apex.

One advantage of the small, 1.0-litre engine is a weight saving. In this guise, the Skoda Scala weighs just 1,170kg, which is pretty light for a car this size. So it feels nimble, light on its toes. It may not have mountains of power on tap, but it carries speed through the corners very well indeed.

This lightness also means that the Scala is an easy car to bring to a stop. It pulls up well, whatever speed you are doing. That gives confidence both at low speeds through town, and at higher speeds on the motorway or A-roads.

What surprised me most about the Skoda Scala is how much fun I had driving it. On paper it doesn’t sound that impressive, but get behind the wheel and this is car that encourages you to keep driving, taking your favourite roads at every opportunity. It put a big, and unexpected, smile on my face.

Economy

The small 1.0-litre engine and relatively low kerb weight have another advantage too: economy. Combined fuel consumption on the WLTP cycle is 44.8mpg with the 7-speed DSG gearbox. And, as we have seen time and time again under this cycle, the quoted figures are achievable in the real world. Assuming you don’t drive like a lunatic, of course.

So unless you’re doing thousands upon thousands of motorway miles each year, the Skoda Scala is likely to be a perfectly suitable, and cost-effective, family car to run.

CO2 emissions for this model are between 133g/km and 143g/km depending on the option/trim selected (different alloy wheels make a difference, for example). In any instance the first year VED is £215. The rate in subsequent years is currently £150. That’s pretty standard nowadays, with little to separate the Scala from its rivals.

The generously-equipped SE L models have cruise control with speed limiter, which is a useful way to improve economy on a long motorway drive. And it has to be said that the 7-speed DSG is especially clever when it comes to choosing a gear; balancing the need to make progress with that to save fuel.

Practicality

As a country we are becoming almost American in our love of the SUV. They’re everywhere, and come in all shapes and sizes. I dare say their popularity comes, to some degree, at the expense of the ‘traditional’ family hatchback.

But take a look in and around a Skoda Scala and it’s hard to see why. The boot on this car is a rather spacious 467litres. That’s more than plenty for the big supermarket shop, or the family dog. What’s more, a hatchback is a much more accessible height, making the loading of heavier – or bulkier – items a simpler task.

It’s the same story when it comes to cabin space. Rear legroom in the Skoda Scala is generous, even with the optional sports seats which, it has to be said, are rather bulky. But unlike an SUV the toddlers amongst us can actually climb in themselves. As a parent I can’t tell you just how thankful your back is of this simple feat.

Then we come to my favourite thing about Skoda; its ‘simply clever’ mantra. You get little touches of brilliance that could easily go unnoticed. Take the umbrella neatly stowed away in the driver’s door card. Simple idea, and one that can be a godsend with the unpredictable British weather. There’s also an ice scraper on the inside of the fuel filler cap. Genius.

So as a car to live with the Skoda Scala is an absolute dream. It will do pretty much anything you throw at it, and that includes towing. You see this 1.0 TSI model can haul 1,200kg braked and 620kg unbraked, which is pretty remarkable. What more could you possibly want?

Equipment

When it comes to standard specification versus optional extras, Skoda sits somewhere in the middle of the road. At one end you have the Kia and Hyundai mentality, where each model gets a certain specification, and that’s your lot. You want more kit, buy the next model up.

At the opposite end of the spectrum is the likes of BMW, Mercedes-Benz and Audi. These manufacturers give you a decent specification as standard, but then have option lists spanning several pages and soon adding up to many thousands of pounds.

With the Scala SE L you have heaps of features as standard. Keyless entry and go, Amundsen satellite navigation with 9.2-inch touchscreen, DAB digital radio, SmartLink (with Apple CarPlay and Android Auto), dual-zone climate control, cruise control and speed limiter.

LED headlights and tail lights are standard, giving you a clear view of the road ahead. On the safety front you get Lane Assist, Front Assist with autonomous emergency braking, and hill hold control.

There is certainly nothing wrong with the standard specification, with no glaring omissions. But, should you wish, you can bolster this specification with some reasonably-priced options.

As mentioned earlier, Skoda has now added the Monte Carlo trim to the Scala line-up. It sacrifices some of the goodies of the SE L – such as Keyless entry and go and dual-zone climate control – but replaces these with the sporty design features as standard. For me this is a worthy trade but, as we’ll come on to in a moment, you can add some sporty flourish to the SE L should you wish…

Value For Money

When it comes to overall value for money, there are absolutely no complaints with the Skoda Scala. The line-up is broad and covers a variety of budgets.

The entry-level ‘S’ model costs from £17,265 and comes with a 1.0 TSI engine offering up 95PS. It may not have the comprehensive specification mentioned above but don’t think it’s completely without frills. You still get enough safety equipment to justify a 5-star Euro NCAP rating.

The ‘SE’ model costs from £18,455, the ‘SE Technology’ from £18,855, the ‘SE L’ from £20,085 and the ‘Monte Carlo’ from £23,010.

The car tested here – SE L 1.0 TSI 110PS DSG – costs £22,195 on the road. To this standard cost there were quite a few options, some of which cost a pretty penny.

The 18-inch alloy wheels are £810, exterior design pack is £1,465 and sport interior is £670.

Blind spot detection is a further £555. It’s a useful addition to the safety equipment, but not an essential one. Sport chassis control with drive mode select is £525, whilst the stunning Meteor Grey paint is £595.

On the cheaper end there is a Boot pack for £85, Voice control for £25 and a front centre armrest with two rear USB ports for £100.

So the price, as tested, of this particular car is £27,025. And I appreciate to some – me included – this will seem expensive. But there is, thankfully, a simpler solution.

It is the sporty additions which add a big chunk of cost. If this is the look you want to go for, it makes much more sense to sacrifice some creature comforts and opt for a Monte Carlo model. For £25,720 you can have the 1.5 TSI 150PS DSG model too, with a bit more oomph!

Facts and Figures

The post REVIEW – Skoda Scala SE L appeared first on Simply Motor.

Image Gallery

Exterior Styling

We’ve tested the Skoda Karoq before, in Edition guise. And whilst we liked the styling, the car was missing that sporty edge that could allow us to love it. Fast forward to now and an enhanced Karoq line-up now includes a SportLine model: the one you see here.

First impressions are promising. Our test car was finished in the same Race Blue as the Kodiaq vRS we tested last year. It’s a fantastic colour; standing out in a crowd. Velvet Red is equally impressive, and would still be our pick.

Further enhancing the sporty theme is a host of gloss black detailing, including the front grille, side mirrors and roof rails. A couple of SportLine badges formally identify this particular Skoda Karoq.

There are some striking lines on this facelifted car, from the protruding curves of the bonnet to the bold ridge running the entire length of the car; from the front wing to the tail light. Beneath this are the 19-inch turbine-style alloy wheels. Finished in a two-tone dark grey and silver they complement the other dark detailing.

One of the biggest changes comes at the back of the Skoda Karoq. Gone is the Skoda badge, replaced by the word ‘Skoda’. The reason for this is twofold. First, it gives a more premium appearance. Secondly, and perhaps more importantly, Skoda felt that in some markets its logo may not be that well know. Putting the full name on the back of the car could help boost the awareness of the badge on the front. It’s the sort of cleverness we’ve come to expect of Skoda these days.

In the absence of vRS model – for the time being, at least, the Skoda Karoq SportLine remains the sportiest option, and a good-looking one at that.

Interior Finish

A key area of improvement in Skoda’s recent history comes in the form of cabin quality. By making marked improvements to materials, fit and finish Skoda has moved, in the opinion of media and consumers alike, from the flanks of the Volkswagen-Audi group to being up there with the best of the brands.

Take the Skoda Karoq SportLine as a prime example of this. The overall finish in the cabin is of a high enough quality to allow it to take the fight to an Audi Q3. If you look past the badge – which for some people just isn’t possible – you may be pleasantly surprised.

There are still some questionable plastics in the cabin of the Skoda Karoq, but now you have to look harder to find them. Kept to the lower parts of the dashboard and doors, the harder plastics make sense by adding a robustness in areas that could be caught by shoes, bags and the like.

The SportLine model comes as standard with fixed-headrest buckets in the front. Our test car had the optional full leather trim, which actually looks less impressive than the standard offering! Save yourself £1,610 and stick to the huge sports seats.

The finisher in the SportLine is a carbon-effect trim. It’s nice enough, but creates the problem of monotony. From the black leather, to the black plastics, to the black finisher, the cabin of the Skoda Karoq ends up a rather dark place. In this regard a brushed aluminium or silver trim would have been better.

Saving the day on the colour front is the customisable LED ambient lighting, which features on the front doors and across the dashboard. This can inject some life into the cabin, with a colour to suit your mood.

Engine/Performance

There are several engines available in the Skoda Karoq, both petrol and diesel. In the absence of a vRS model, the largest power output is 190PS. That can come from a 2.0-litre turbocharged engine; either petrol or diesel. Our test car had the former, a 2.0 TSI petrol with 190PS and 320Nm of torque.

Sending power to all four wheels – when required – and mated to a 7-speed DSG gearbox, this is the fastest Karoq available; accelerating from 0-62mph in 7.3 seconds and on to a top speed of 132mph. Admittedly the TSI is not much faster than the diesel model; at 7.4 seconds and 131mph respectively.

But crucially that’s only a few tenths slower than the Kodiaq vRS; certainly enough for us to describe the Karoq SportLine as ‘sprightly’. And what the petrol engine adds over the diesel is a larger rev range and what is, perhaps, a more traditional sporty setup. Yes, diesels have more torque. But that the TSI is a rev-happy motor that urges you to explore the uppermost realms of its range gives it a certain charm.

The DSG gearbox helps the TSI perform greater than expectations. Ultra-fast gear changes mean you’re never out of the power band, and having 7-ratios improves acceleration. It’s worth mentioning that you don’t get steering wheel paddles as standard, so if you like to feel more involved, make sure you tick that option box.

There are different drive modes, including a custom mode, which change the engine and steering characteristics. There is a ‘sport’ mode to the gearbox which gives a more urgent feel by keeping revs higher and being more eager to drop a gear.

Ride/Handling

One of our major problems with the Skoda Kodiaq vRS was the way it handled. That’s because, despite the best efforts of many engineers, it couldn’t hide its size and bulk; lurching into corners in a rather unsettling manner.

With the Karoq SportLine, things are a little different. This car is a much better size than the Kodiaq. It is shorter, lower and lighter, all of which are good traits when it comes to handling. The result is that the Karoq SportLine is better to drive in anger than the (much) more expensive Kodiaq vRS.

In previous reviews we have raved about Skoda’s Dynamic Chassis Control (DCC) system, which alters the damping depending on the drive mode. It wasn’t actually fitted to our test car on this occasion, yet the Karoq SportLine still drove brilliantly.

The steering lacks feel, but is nicely weighted in its most dynamic setting. The Karoq still suffers a degree of pitch when you corner in anger, but that was with the standard, compromised setup. It would be interesting to see what DCC adds to the equation, when Dynamic mode can be firmer and more focussed. Grip is never an issue; the non-permanent 4×4 system shifts power around to ensure all 190PS can be used, whatever the weather.

But perhaps what makes the Karoq SportLine so much fun in the bends is that 2.0 TSI engine. Its fondness for revving its head off mates well with the addition of a synthesised engine note. Add in the brilliant DSG gearbox and watch your favourite B-road come alive.

On the motorway the Karoq SportLine is peaceful and refined. It has the overtaking power needed, but in truth a diesel model will be a better companion for a long motorway slog.

Economy

A diesel model will also be better when it comes to economy. It may have start/stop technology and an Eco drive mode, but the 2.0 TSI is never going to be the most efficient powertrain. And the amount of fun you’ll be having on the B-roads won’t help matters either.

Combined fuel consumption on the WLTP cycle is 32.1mpg. It’s about in line with our expectations heading into the test; you’d hope for low 30s in a petrol and mid 40s in a diesel. Yet with a quoted figure of 39.8mpg for the 2.0 TDI, the gap is not as large as you might think.

If you do mostly motorway miles, then it would be hard to ignore the diesel. But if you spend your life nipping here and popping there, the TSI petrol could actually be better for you. The economy difference won’t matter too greatly, and you’ll have more fun on the road.

CO2 emissions for emission purposes are now the WLTP figures. For the Karoq SportLine these are 192g/km in the petrol, and 177g/km in the diesel. That equates to first-year VED of £1,305 and £870 respectively. Subsequent VED would be at the standard £150 in both cases.

Even if you are liberal with the options list, you’ll most likely remain below £40,000 which ensures the VED surcharge – currently £325 a year – is not applicable. And given how easy it is to surpass £40k these days, it’s a welcome relief.

Practicality

It may be smaller than the Kodiaq, but the Skoda Karoq SportLine is a vastly practical car. In truth, the only practical difference between the two cars is that the Kodiaq has seven seats. Unless you absolutely need them, you’ll be just as happy with a Karoq.

The boot space is a very usable 521 litres. Suitcases won’t cause any problems, and you’d have to go a bit mad at the supermarket to fill it.

The same is true of the cabin. Up front, the leg and head room is especially generous. Even tall adults will not struggle for room.

The amount of rear leg room depends largely on who’s in the front. If you’re behind a 6ft person it will be good. If you’re behind me (at 5ft 7in) it’s really spacious. A good test of a car is how comfortably you can sit behind your own driver’s seat and, in that regard, the Karoq SportLine is a resounding success.

Being smaller than the Kodiaq has other benefits too. It never feels like you’re at the helm of a cruise ship; always advantageous in a supermarket car park.

If you wish to fit a tow bar to your Karoq SportLine, it can tow a braked trailer up to 1,900kg, which should be plenty. If you want to make your Karoq look like the true adventurer, you can make use of the roof rails to fit a roof rack or roof box.

Above all else, the Karoq is a family car, and it excels as such. What the SportLine adds is a sense of style and a level of performance that can put a smile on your face. It’s very much ‘Daddy Cool’.

Equipment

To assist with family life, the Skoda Karoq SportLine boasts a high specification and plenty of cool kit as standard. Most of the SportLine additions are visual – the exterior body styling, large alloy wheels, sports seats and carbon-effect interior finisher.

The touchscreen in the centre of the dashboard is an 8-inch unit with Amundsen satellite navigation, DAB radio, Bluetooth, voice control and integrated Wi-Fi. Our test car had the optional Virtual Cockpit (£465) and this can be customised using the main touchscreen.

The Karoq SportLine features a complete LED lighting system. The adaptive front lighting system – including LED daytime running lights – and the tail lights are full-LED, as is all the interior lighting.

For comfort and convenience the SportLine gets keyless entry and start system, auto lights, auto wipers, heated front seats, dual-zone climate control and an electrically-operated tailgate.

For safety, you get a front assist radar with autonomous emergency braking as standard. There is also a pedestrian monitor, driver fatigue sensor, and an anti-lock braking system (ABS) that encompasses a whole host of other acronyms that mean absolutely nothing to us: MSR, EDS, MKB and the like.

Compared to the Kodiaq, the Karoq is a doddle to park. But, just to be sure, you get a rear-view camera in addition to front and rear parking sensors.

In case you get fed up of blasting down the local B-road and decide to hit the motorway, you’ll find the cruise control with speed limiter function useful too.

Value For Money

One of the main reasons we find Skoda models appealing is the price point. They are often a few thousand pounds cheaper than their Volkswagen and Audi siblings, and come with more equipment as standard.

It’s for this reason we were left unconvinced by the Kodiaq vRS; which seemed expensive for what it offered. The opposite is true of this Karoq SportLine, which is a well-balanced offering of performance, practicality and price.

The Karoq range starts at £22,575 on the road. For the 2.0 TSI SportLine you’re looking at £33,430. With a few options our car, as tested, was priced at £35,805.

Bearing in mind that included £1,610 for the leather seats, which wouldn’t be on our list. Instead we would have the Dynamic Chassis Control and a few hundred quid in our pockets.

But the price of this car is some £10,000 cheaper than the Kodiaq vRS. And that’s a lot of money for what is, essentially, some vRS badging and a pair of seats in the boot. Hell, the Karoq is even the same colour.

The only issue with the logic of saying “the Kodiaq is too big and expensive, why not have the Karoq?” is a simple one: the Skoda Octavia Estate. It offers all the space and practicality of the Karoq, with even better handling characteristics, and costs a few thousand pounds less.

And yet, the charm of the Karoq SportLine is hard to ignore. We love an SUV in Britain, and this is a fantastic one at that. You get all the benefits – a higher driving position, cabin space and 4×4 grip – but with the added bonus of a punchy engine and decent handling.

Facts and Figures

The post REVIEW – Skoda Karoq SportLine appeared first on Simply Motor.

Image Gallery

Exterior Styling

For a car that’s the size of a bus, the Kodiaq vRS’s striking looks are a pleasant surprise. It has a distinct presence, especially in metallic Racing Blue, that’ll no doubt gain approval from today’s youth.

The front grille is gloss black, whilst the lower grilles have a sporty honeycomb design. Sleek headlights incorporate LED daytime running lights, with more angular cornering lights just below. The front is very similar to the SportLine model, but a vRS badge and a slightly different bumper design set this car apart.

The Kodiaq vRS sits on 20-inch Xtreme alloy wheels, finished in dark grey with silver accents. Behind you’ll find contrasting red brake callipers which help signify the sportiness of this SUV.

Round the entire body work you’ll find gloss black finishes to the window surrounds and roof rails, along with black plastic edging to the arches and side skirts, all of which offers contrast to the blue paintwork.

At the rear, the Kodiaq vRS is more sleek than aggressive. The tail lights may be angular, but the body lines are softer. The vRS badge takes pride of place. The colour-coded rear spoiler is well-proportioned, and rounds off the exterior nicely.

To the bottom there’s 2 rather large exhausts on show, finished in a silver trim. It would have been nice to see these also finished in black to match the rest of the exterior; however they still stand out! Do not be fooled by this twin-pipe appearance though, as only 1 of the exhaust’s serves a purpose… I’ll expand on this later.

Interior Finish

Happily the vRS treatment doesn’t stop on the outside. The interior of the Kodiaq vRS has been spruced up to maintain the sporty feel of the exterior.

The front seats are absolutely massive, I guarantee it’ll be the first thing to grab your attention on opening the door. They are finished in quilted alcantara with leather edging and contrasting red stitching. Shoulder and side bolster support is great for blasting round corners like a lunatic, whilst still being comfortable on longer journeys.

The Kodiaq’s switchgear is logically laid out and easy to use. Buttons are big and clearly labelled, meaning you can hit them easily on the move. It’s what we’ve come to expect from a VW / Audi Group car.

Throughout the interior you’ll find a range of different materials, the most stand-out of which is a carbon-effect plastic. This is better than the one you get in an Octavia vRS and would convince most people, so that’s got to be a win.

There’s a flat-bottomed steering wheel with perforated leather and contrasting red stitching. The Kodiaq vRS also gets a virtual cockpit as standard. The cockpit allows 5 different displays, with a decent amount of customisation available.

Around the cabin there’s LED ambient lighting on the door trims, which helps brighten up the rather dark interior. You can customise the colour via 10 choices, unless you’ve got a picky daughter…. then there’s only 1, Pink!

The Kodiaq vRS features a keyless entry and start system. It’s practical when your hands are full, but the location of the start button is yet again in the wrong place…on the steering column. Why take the fun out of a starter button?!

Engine/Performance

When we tested the Kodiaq SportLine, the engine was a 1.4 litre turbocharged petrol engine that felt underpowered and deserved more oomph. So naturally we’d expect a significant step up for the Kodiaq vRS to be worthy of its badge.

To achieve this, Skoda has opted for a 2.0 twin turbocharged diesel engine that produces 240PS and 500Nm of torque. The power output is a little disappointing, given that there’s a brilliant 2.0 TSI with 300PS in the VW/Audi parts bin. We can only assume that this would have been unfeasible in the Kodiaq from an economy perspective…

So, what about performance figures? We’ll the Kodiaq vRS achieves a 0-62mph time of 7.0 seconds, with a top speed of 136mph. On paper, that doesn’t seem particularly fast, and is a little underwhelming for a car donning a vRS badge.

And in reality, it doesn’t feel that quick either. We’d describe this car as brisk, rather than outright fast. The mountain of torque gives good in-gear acceleration, with plenty for overtaking on a motorway. But you never feel thrown back in your seat like a hot hatch.

That’s probably not all that surprising when you consider the sheer size of the Skoda Kodiaq. Large, 7-seat SUVs don’t lend themselves to being sprightly.

Diesel engines are also not well-known for producing sporty tuneful symphonies from the exhausts. Rather than just leaving the exhaust noise alone, Skoda have included what they call ‘Dynamic Sound Boost’. This is an artificial soundtrack, but achieved through the exhaust system rather than through the interior speakers.

I can only describe the exhaust note as an old school V8 which from the back actually sounds pretty convincing. However you can still hear the diesel rattle from the front, so the overall package is a rather confusing experience.

Ride/Handling

Handling is where the Skoda Kodiaq SportLine suffered, lacking an engaging drive and suffering from rather bad body roll. We hoped that the vRS treatment would rectify these flaws and give the Kodiaq some capable handling ability.

Skoda has equipped the vRS with Dynamic Chassis Control (DCC) as standard, which is an adaptive damping system. Principally this helps to set a comfort setting when driving normally but a firmer ride for when the roads get twisty.

Overall, the adaptive dampers work, and Kodiaq vRS’s bulk is kept in check a lot better than it was on the SportLine.

However there’s still a lingering amount of body roll in the corners. That’s pretty much due to the sheer size and height of the car, which you’re never going to avoid completely.

But it means that you just don’t get enjoyment from really throwing the Kodiaq vRS into a series of corners. If you did, your passengers may well be a little bit sick. And that’s no fun at all.

On a more positive note, grip is rather good due to the 4×4 system. So while the 0-62mph time wasn’t the quickest in the dry, you’ll have the last laugh when you blast past all the rear-wheel drive BMWs on a snow-filled winter morning.

Drift away from the B-Roads towards straighter A-roads and motorways, and it’s pleasantly surprising how comfortable the ride is.

It’s quiet too, so long as you avoid that artificial V8 rumble, which can be a bit of a drone on the motorway. Thankfully this is easily done through selectable drive modes. For taking a large family on a road trip, you’ll struggle to find anything better than the Kodiaq vRS.

Economy

As mentioned earlier, the reason for the Kodiaq vRS sporting a diesel engine is down to economy. Throwing a 300PS petrol engine would have undoubtedly made this car more appealing on the performance front. But it would have also likely resulted in a fuel consumption in the mid-20s and that’s far from ideal in the real world.

In order to make the Kodiaq vRS more economical, it features start/stop technology, and the drive mode selection includes an ‘Eco’ preset, which looks for higher gears and reduces throttle responsiveness.

The results can be seen in the figures. This large, 7-seat SUV with 4-wheel drive returns 35.3mpg on the WLTP combined cycle. As we are finding quite often these days, this figure is easily achievable in the real world. In fact, on a long and gentle motorway drive you can get closer to 40mpg.

CO2 emissions are 167g/km, which means first-year VED of £855. Because the Kodiaq vRS costs in excess of £40,000 – more on that a bit later – it falls foul of the VED surcharge. Road tax in years two through six will incur an extra £320 over the standard £145, making £465 a year.

Practicality

Let’s be honest, you’ll struggle to top the all-round practicality of the Skoda Kodiaq. I’m pleased to say that the Kodiaq vRS loses none of the standard car’s adaptability to family life.

Firstly, it has seven seats, making it unique for the rather large family. The middle row is definitely spacious both in leg and head room. Those on the middle row can also slide and recline seats for added comfort… what is this, business class?

The third row has 2 pop up seats that are essentially in the boot. Ideally these are best suited for the smaller children due to limited leg room. However, at a push you could get an adult back there, it’ll just be uncomfortable on a longer journey.

With the third-row seats folded away, the boot space is an enormous 720 litres. Perfect for doing the annual clear out tip run. Even with the 2 rear seats in situ, there is 270 litres which would be plenty for the usual weekly shop.

Visibility in the Kodiaq vRS is actually surprising, thanks to the elevated driving position and limited blind spots. The driving assists help manoeuvre the Kodiaq like a city car. The only drawback is its sheer size, you’ll soon realise parking spots are less generous then they once were.

The Kodiaq vRS is an easy car to live with, and caters for all the family needs. Therefore, it’s an easy sell to the Mrs!

Equipment

As a flagship model, the Kodiaq vRS receives a generous standard specification. There’s a 9.2 inch Columbus touchscreen display with DAB radio, Smartlink+ for Apple CarPlay and Android Auto, intergrated WIFI, USB, 2 x SD card readers and Bluetooth.

You also get a virtual cockpit as standard. It’s very easy to navigate and can essentially access almost all of the car’s features without taking your eyes of the road.

Those large bucket seats are heated for those cold mornings and our test car also had the optional heated steering wheel for an additional £95. The driver’s seat is also electrically adjustable.

For added comfort, you get heated door mirrors, light and rain sensors, dual-zone climate control, privacy glass to the rear and ample interior storage. There’s even an umbrella in each of the front door panels, meaning the Mrs won’t have to get her hair wet when it’s raining on date night.

In terms of safety, the Skoda Kodiaq vRS provides some of the more recent additions which are becoming more common. Most significantly is the front assist with autonomous emergency braking.

A keyless entry and start system (KESSY) mean you’ll not only get in and out of the car easily, but can also play guess where the start button is every morning. Opening and closing the boot is a doddle thanks to the electrically-operated tailgate.

I guess you can, by now, see the general picture. As a family car, the Skoda Kodiaq vRS has you well covered. The standard car comes packed with technology and equipment to make ownership easy and enjoyable.

Value For Money

We’ll in terms of value for money, the Skodiaq has already been well covered in our SportLine review – take a look here. Therefore, is the range topping vRS good value for money?

The Kodiaq vRS starts at £43,390. Extras fitted to our test car were as follows. Adaptive cruise control for £310, Children’s Pack for £180 which includes sun blinds and power child locks, an electric folding tow bar for £875, heated steering wheel for £95 and a heated window screen and washer nozzles for £340. That brings the price of our test car to £45,190.

There are some reasonably-priced optional extras which are worth a look into. Heated outer middle row seats are £205. A virtual pedal for the electric tailgate is £195. A rear-view camera is £385.

If you’re looking at splashing the cash more expensive options include the panoramic sunroof at a whopping £1,175. An area view camera with lane assist and blind spot detection is £2,160, but bear in mind that lane assist comes as standard on other Skoda vehicles.

Everything considered, the Kodiaq vRS comes at a significant cost. And considering it’s not especially fast anyway, why not stick to the Kodiaq SportLine?
On the whole, the SportLine is great value, given the price falls below £40k and that’s with options included. You still get 4WD, 7 seats, those massive bucket seats and a similar exterior styling.

If only Skoda made the Kodiaq a true vRS with a larger petrol or diesel engine. A car that would rival the Cupra Ateca in a straight line, but rivals the Titanic for size. That would have been special and worthy of the vRS logo.

Facts and Figures

The post REVIEW – Skoda Kodiaq vRS appeared first on Simply Motor.

Image Gallery

Exterior Styling

On the whole, the Skoda Superb SportLine Plus is a bit of a ‘sleeper’ car. That is to say that it looks somewhat unassuming, hiding its power and performance beneath.

That’s not to say that the Superb looks bland. Not in any way. In fact the Superb SportLine Plus looks, well, sporty. There’s a subtle-yet-effective body kit, including honeycomb grille, prominent side skirts and broad shoulders.

Look closely and you will spot the SportLine badges on the wings. Angular headlights are nestled among striking body lines, and incorporate sleek LED daytime running lights.

19-inch two-tone alloy wheels look a perfect size for what is a large estate car, and are clad in 235/40/R19 tyres. Window surrounds, roof rails and door mirrors are all finished in black.

This was a nice contrast against the Moon White metallic of our test car, which in itself is a ‘sleeper’ colour. There are more bold colours, such as Velvet Red or Dragon Green, depending on the level of subtlety you’d like.

At the back there are twin tail pipes and a subtle roof spoiler. But overall the lines are clean and executive. This is a car that chooses to be sleek over being aggressive, and that’s just one of the ways it hides its performance.

The reason why this Superb SportLine Plus is a sleeper comes down to badging. You see there are no engine-distinguishing badges on the car. So this could well be a 2.0-litre TDI with 150PS, or it could be a 1.5-litre TSI petrol with 150PS.

The reality, as we’ll come to in due course, is much more exciting than either. But nobody can tell by looking, and that’s a nice touch.

Interior Finish

The interior of the Superb SportLine Plus is a very plush place to be. It’s a harmonious blend of sporty touches and premium feel.

The front seats are heavily bolstered and finished in leather and alcantara. With a fixed headrest they have a sculpted, sporty shape.

There’s a perforated leather flat-bottomed steering wheel, more alcantara on the door cards and some faux carbon fibre finisher. Best of all it feels high quality and well put together.

LED ambient lighting features on the dashboard and door cards. You can adjust the colour and brightness to suit your mood.

There is now the option of a Virtual Cockpit. Although not fitted to our test car, this is a must-have option. It lifts the cabin aesthetics significantly, and is a neat feature to show off down the pub. Without it, the dials are a little plain and boring.

The cabin of the Superb SportLine Plus is just on the right side of interesting. The layout is somewhat traditional, and there are no particularly exciting features, which further necessitates that Virtual Cockpit! Nonetheless the liberal use of alcantara and mood lighting does enough to make it feel on trend.

One of the features of the Superb SportLine Plus is a Columbus satellite navigation system which comes with a 9.2-inch touchscreen. The ‘regular’ SportLine features an 8-inch screen, so the Plus is a noticeable improvement.

We like how it’s fitted too: it’s in the centre of the dashboard, but is raised as opposed to being flush. This makes for a more prominent centrepiece.

Engine/Performance

So why is the Superb SportLine Plus the pinnacle of sleeper cars? Well despite looking nice, the word ‘Line’ in a model designation usually means a style-over-substance offering. A ‘looks great but has a 1.0-litre engine’ type car.

So if I proceeded to tell you this Skoda has a 2.0-litre diesel with 150PS, you wouldn’t be in the least bit surprised. And it can have. Or there’s a 1.5-litre TSI petrol with 150PS.

But the car which is the subject of this review has neither. It actually has the same 2.0-litre turbocharged petrol engine found in the Volkswagen Golf R. It’s slightly de-tuned – for emissions and economy reasons – so it puts out 272PS and 350Nm of torque.

With a 7-speed DSG gearbox and four-wheel drive, this enormous estate car can put every last ounce of power to good use.

Use the launch control feature (as it’s all too tempting to do) and the Superb takes off like a scalded cat.

0-62mph takes just 5.6 seconds and the top speed is a limited 155mph. That acceleration figure is reasonably cautious too: we timed it closer to 5 seconds with just the driver on board. So when you see a Skoda Superb SportLine at the lights, be cautious. It could well be packing a ferocious punch.

The only thing that spoils the party with this blisteringly-quick car is a rather drab soundtrack. Strangely the engine sounds a little harsh at higher revs, and there is no anti-social exhaust dishing out pops and bangs.

Now I get that subtlety is the name of the game for the Superb, but with the different drive modes there could have been a loud button.

Ride/Handling

This Superb SportLine Plus is not just quick in a straight line too. Steering is nicely weighted and direct.

For a big car the Skoda feels surprisingly agile; darting from corner to corner, hunting down the apex at each one.

The 4×4 system works brilliantly. It never seems to break traction, even under full acceleration on damp and greasy roads. That in turn brings a high level of confidence to push the car harder, and faster, to get the most out of it.

Our test car had Dynamic Chassis Control (DCC) fitted at a cost of £760. This, for us, would be another ‘must-have’ option. It works an absolute treat in conjunction with the selectable drive modes.

In ‘comfort’ setting the damping is softer and more forgiving, making the Superb a perfect companion for a long motorway slog.

In ‘dynamic’ mode the damping firms up to better control body roll and improve cornering. You can really tell the difference between each mode, and it allows the Superb SportLine to be more extreme in each setting.

This isn’t a compromised setup: it is both properly comfortable on a long drive, yet surprisingly composed on tight, twisty B-roads. £760 is, therefore, a small price to pay for such accomplished handling.

Stopping power is in generous supply too, with disc brakes all round. The Superb pulls up with sufficient force to put all your organs back in the correct place after the acceleration rearranged them.

Economy

Perhaps the most compromised aspect of the Superb SportLine Plus, with this engine at least, comes with economy.

It may only be a 2.0-litre engine but this is a sizeable car with blistering performance. As such the combined fuel consumption is quoted as 30.1mpg under WLTP testing.

That’s a realistically-achievable figure for the most part. Over-exuberance with the accelerator will understandably dent the figures into the mid-to-high 20s.

CO2 emissions are 162g/km as an NEDC-equivalent figure. That’s perhaps not as high as you might have expected.

There’s an ‘Eco’ drive mode to help economy, which dials back the throttle response, encourages the gearbox to upshift early and also go into neutral when coasting. The Superb SportLine Plus also features start/stop technology to save fuel and reduce CO2 emissions.

The previous version of this car had a 6-speed DSG gearbox. This new one, with a 7-speed DSG keeps revs lower at motorway speeds, helping to improve economy on a long run.

Importantly though, this high-performance Superb costs under £40,000, subject to how many options are chosen.

So there is no VED surcharge to pay. After the £530 payable when the car is registered, its £145 a year.

That could be significant if you’re also considering cars like the Audi A6 or Mercedes-Benz E-Class; both of which will be difficult to keep under £40k.

Practicality

And then we come to the Skoda Superb’s party piece: spaciousness. This is a car that doesn’t shy away from its vastness, opting instead to embrace it and all the advantages it brings.

You won’t be surprised, therefore, to learn that the boot is enormous. Space is a very impressive 660 litres with the rear seats in place. Even more impressive is the whopping 1,950 litres you get when you fold the rear seats down.

The Superb SportLine Plus Estate will be your best friend at Ikea, even if you’ve just bought every Besta unit in the shop. Should you ever need to do a run to the tip, it will again show its worth.

Cabin space is equally generous. There’s plenty of headroom throughout, and the copious rear leg room has to be seen to be believed.

There’s enough for 6ft-odd adults to be relaxed and comfortable back there. And that’s still the case if the front-seat passengers have their seats set up as sun loungers.

You even get an umbrella hidden in each of the front doors! It’s a small touch, but makes a big impact. And there will come a time when you arrive in town, it’s raining and your wife has forgotten her umbrella. The Skoda will save the day, and give you bragging rights.

The Superb SportLine Plus is an easy car to live with. It isn’t too wide, but is rather long. Care is needed when parallel parking, but you soon get used to it. Small price to pay for the amount of space and practicality on offer.

Equipment

Standard specification on the Skoda Superb is reasonably generous. Basic ‘S’ models feature height adjustable driver and front passenger seats, leather steering wheel, electronic parking brake, electric front and rear windows and electrically-adjustable, heated door mirrors.

Standard safety equipment includes Electronic Stability Control (ESC) with a whole host of other acronyms (ABS, EBV, MSR etc. – no we don’t know what they stand for either!). Seven airbags have the cabin covered, while the tyre pressure monitoring system lets you know if any deflation occurs.

All Superb models feature Bluetooth, DAB radio, adaptive cruise control and front assist with autonomous emergency braking.

The SportLine trim adds yet more creature comforts. It features privacy glass, LED interior lighting, electrically-adjustable driver’s seat with memory, 8-inch touchscreen with navigation and keyless entry and go.

Also included as standard are dual-zone climate control, auto-dimming rear-view mirror, SmartLink+ (with Apple CarPlay and Android Auto), front and rear parking sensors and Bi-Xenon headlights with adaptive front lighting system.

The SportLine ‘Plus’ adds heated front seats, an electric tailgate, blind spot monitoring, a 9.2-inch touchscreen and progressive dynamic steering.

There is no doubt that if you opt to purchase a Superb SportLine Plus, you will not feel short changed. The standard level of equipment is plenty to live with, and the options list is there just in case you would like some additional creature comforts.

Value For Money

The starting price of a Skoda Superb SportLine Plus with the 2.0 TSI 272PS engine is £38,045. The ‘must-have’ options of DCC ad Virtual Cockpit are £760 and £450 respectively.

That makes the car £39,255. IF you so wish, you can add other options. Metallic and Pearl paints will cost £595. And in truth that’s all the Superb you’ll ever need.

Sure, there are other options available. Heated outer rear seats, heated steering wheel, sun blinds for the rear side windows, a panoramic sunroof and uprated Canton sound system to name but a few.

Remember though, if a car has a list price in excess of £40,000 then a VED surcharge is applicable. There will be an extra £320 to pay in year 2-6 (or £1,600) in total. So you should consider this before you go a bit trigger happy with the options list.

But the great thing about the Superb SportLine Plus is that you needn’t go mad with the options. It has more than enough gadgetry to make life easy, and impress your mates.

What’s more, the Superb has an advantage over similar large cars. Equivalent Audi A6, BMW 5-Series or Mercedes-Benz E-Class models will have prices far above £40,000, so will carry higher running costs.

Some people will find the notion of a near-£40,000 Skoda hard to stomach, but you need only see one in person to realise the price is justified.

And if you drive the 272PS model you’ll come away, as we did, thinking it may just be a hidden gem in the current car market. Add in a rarity factor and £40,000 doesn’t seem bad value at all.

Facts and Figures

The post REVIEW – Skoda Superb Sportline Plus Estate appeared first on Simply Motor.

Image Gallery

Exterior Styling

Big and broad seems to be the styling of choice in the small hatchback market these days. That much is especially true when you look at the VW Audi Group models.

The VW Polo, Seat Ibiza, Skoda Fabia and recently-launched Audi A1 are all beefier than ever before. Furthermore, all are now strictly 5-door models. It’s a good thing, with all of these being worth a look in for that small family car.

The Skoda Fabia you see here is no ordinary one. It’s the Skoda Fabia Monte Carlo; the sportiest-looking model in the absence of a SportLine trim.

It features contrast black details: alloy wheels, front grille, door mirrors, roof, rear spoiler and rear diffuser. This looks great with just about any colour, but the Corrida Red of our test car is, in our view, the pick of the bunch.

LED daytime running lights are incorporated into the angular headlights. The bonnet features a raised centre section, as well as sweeping lines to the outer edges.

Our test car had optional 17-inch alloy wheels, which were a nice step up from the standard 16-inch design. There is even a further 18-inch option: these are the most striking design too.

There is a Monte Carlo badge on the B-pillar, evoking images of one of the most iconic rallies on the WRC calendar. There’s also a prominent body line running from front to back, giving the Skoda Fabia a broad, muscular feel.

At the back there are yet more bold lines on the tailgate. There are no visible exhaust pipes, which is a bit of a shame, but the gloss black diffuser finishes off the exterior styling nicely.

Interior Finish

The rally-imagery continues on the inside of the Skoda Fabia Monte Carlo. Don’t worry, there’s no roll cage or hydraulic handbrake, but there is a sporty feel that resonates throughout the cabin.

And the centrepiece is, without question, the seats. The front sports seats have a fixed headrest, giving a much more aggressive appearance.

They are finished in black and red cloth with contrast white stitching. The side and leg bolsters feature a ‘carbon’ leather finish, which looks fantastic.

Sitting right in the driver’s eye line is a flat-bottomed steering wheel. Another sporty feature, finished in perforated black leather with contrast red stitching.

The dashboard is finished with a carbon-effect trim. It doesn’t really look like the real deal – this is a small family hatchback after all – but then neither does the ‘carbon’ leather. Nevertheless it still looks good, and is a fitting finish for a Monte Carlo.

Nestled into the centre of the dashboard is a 6.5-inch touchscreen multimedia system. It does look a little on the small side, especially given how the Skoda Fabia is now a bigger car than ever.

We are starting to see virtual cockpit options appearing on Skoda models, starting with the bigger ones. It hasn’t yet filtered down to cars like the Fabia, which is a shame. Certain Audi A1 and VW Polo models do have this option, so maybe it will happen in the future.

On the whole the quality inside the Skoda Fabia is good. There are a few hard plastic surfaces – like the lower dashboard and parts of the door cards – but it didn’t cause us great dismay. The cabin does feel incredibly well-built, with no squeaks or rattles, so no complaints there.

Engine/Performance

Despite this being the most sporty-looking trim in the Skoda Fabia line-up, our test car featured the smallest engine. It’s a 1.0-litre TSI; a 3-cylinder petrol engine complete with turbocharger.

Power is a modest 95PS, with 160Nm of torque. This power is sent to the front wheels via a 5-speed manual gearbox. The performance figures don’t make for particularly exciting reading: 0-62mph in 10.8 seconds and a top speed of 114mph.

In truth, these figures don’t tell the full story. This little engine has a big attitude. It happily revs right up to the red line. The soundtrack is a satisfying 3-cylinder thrum, adding further character to the 1.0 TSI.

Around town the Skoda Fabia zips around happily. It’s reasonably comfortable on the motorway too, for the most part.

It’s only on steeper inclines at motorway speeds where you notice this is a small engine. Acceleration slows significantly, even requiring a drop down to fourth gear to maintain speed on occasion.

Given that the Skoda Fabia Monte Carlo has such a strong image, this engine doesn’t really have the substance to back it up.

Don’t worry though, because there is another option. Still a 1.0 TSI, but with 115PS. An extra 20PS may not sound like a lot on the face of it, but it represents a 21 per cent hike in power. And that should give the Monte Carlo the extra oomph it deserves.

The larger-output engine comes with the choice of a 6-speed manual or 7-speed DSG gearbox. We’d still stick with the manual for the most engaging driving experience. There is no denying, however, that a DSG unit would be slick and smooth.

Ride/Handling

Given the 1.0 TSI 95 is somewhat lacking in straight-line speed, it’s left to the handling capabilities of the Skoda Fabia Monte Carlo to ensure a fun driving experience. And thankfully, the Fabia delivers.

We should state from the outset that our test car was fitted with the optional Sports suspension, which gives a lower ride height and firmer suspension. It costs just £125.

On the 17-inch alloy wheels it was nicely balanced and not too firm, but we are unsure of how this would fare with the even lower-profile 18-inch wheels. And be aware; you cannot specify the 18-inch wheels without opting for the Sports suspension.

This latest-generation Skoda Fabia has seen tremendous success as a rally car. Whilst the Monte Carlo is a completely different animal to the mighty R5 that competes on the stages, there is a basic proficiency to the chassis.

The steering is a little on the light side for our liking, and it lacks feel. But there is no denying it is direct. You can chuck the Skoda Fabia into a corner with much vigour, and the nose will find the apex with precision.

Even with the firmer suspension the ride is spot on. On the motorway the Skoda Fabia is comfortable, thanks in part to those bolstered sports seats.

On a bumpier B-road the firmer suspension provides a good sense of what’s going on beneath the car. You can feel the bumps and undulations, but the Fabia absorbs enough to maintain composure.

This means you can carry more speed through corners, making up for the lack of oomph to get you from one bend to the next.

Economy

Small, turbocharged petrol engines are becoming much more commonplace, and not just in small cars either. For the first time in a while there is a sizeable gap between petrol and diesel at the pumps.

For lower-mileage users there is now a serious argument for choosing a petrol car, and we therefore expect that the 1.0 TSI will be a popular choice in the Skoda Fabia.

The 95PS model in our test car claims a respectable 47.1mpg under the new WLTP standards. We’re seeing much more realistic economy figures under the WLTP standards, and can happily report that with gentle driving the figures are attainable.

The main problem is that it’s hard to drive this car gently. When all is said and done, 95PS is not an awful lot. So you find yourself driving at full throttle all too often. And anyone who owns a turbocharged car will know that this is a sure-fire way of killing economy.

In terms of CO2 emissions, our test car emits an NEDC-equivalent 106g/km. VED is therefore £150 in the first year, and then the standard £145 thereafter.

For reference, the 115PS version of the 1.0 TSI emits 107g/km of CO2 and returns 45.6mpg on the combined cycle (106g/km and 43.5mpg for the DSG version).

This simply provides further evidence that suggests the 115PS manual is the most logical choice for the Skoda Fabia Monte Carlo.

Practicality

As a 5-door only model, the Skoda Fabia is a relatively practical car for a small family hatchback. The rear doors make access easier. This applies to both loading and unloading children – no more human tetris trying to get them into their car seats – and also for adults.

There is a decent amount of leg room in the outer rear seats, providing the front seat passengers aren’t being overly liberal with theirs. The middle seat is based saved for children, and it can get a bit crowded with three people back there.

The boot space of 330 litres will be ample for everyday use. Buggies will go in no problem, as will the weekly shop. Even the family pooch – providing it’s not a Newfoundland – will have plenty of space back there. What the boot lacks in width it makes up for in depth, creating a very usable load space.

Despite looking broad, the Skoda Fabia is still a relatively compact car. Finding a parking space is a breeze, and visibility is great for parking and other manoeuvres. Rear parking sensors provide extra reassurance.

On the whole, the Skoda Fabia Monte Carlo is a great car to live with. It even boasts a 5-star Euro NCAP rating, giving you peace of mind. It is marred only by a slight lack of refinement in the engine department.

The 115PS engine with 6-speed manual gearbox would certainly improve things when it comes to motorway driving. Having the DSG option with that engine also provides the opportunity for even more refinement, albeit at the cost of a properly fun, engaging driving experience.

Equipment

It is often the case that the models amongst the ‘flanks’ of the VW Audi Group have a more enhanced standard specification than the main brands. The Skoda Fabia Monte Carlo is one of those cars.

In addition to the unique exterior styling and black contrasting features, it gets privacy glass and LED rear lights as standard. Full LED headlights with adaptive lighting function are optional, but pricy at £960.

The creature comforts continue. Both driver and passenger seats are height adjustable. There’s climate control, Electric front and rear windows, electrically-adjustable and heated door mirrors and rear parking sensors.

For safety, the Skoda Fabia comes with Front assist which includes autonomous emergency braking. It’s one of the reasons the Fabia has achieved a 5-star Euro NCAP rating.

The outer rear seats have ISOFIX mounting points, and there are luggage hooks in the boot to make the most out of the space.

In terms of in-car entertainment, there’s a DAB radio, USB and Bluetooth connectivity. There’s even an SD card slot, and the car will index this if in a suitable format. You can easily have your entire iTunes library with you on the go.

There are a couple of niggles, however. The 6.5-inch screen isn’t big enough. An 8-inch unit would have looked a lot smarter in the dashboard.

The lack of wireless charging pad in the Skoda Fabia also shows it needs a bit of modernising. Skoda might as well give the option of a virtual cockpit while they’re at it, too.

Value For Money

The Skoda Fabia, with the 1.0 TSI 95PS as tested, is the cheapest Monte Carlo model available. On the road price is £17,185. That makes it cheaper than the equivalent Ford Fiesta ST-Line. It also undercuts the equivalent VW Polo and Audi A1.

The most direct competition at this price point comes from the Seat Ibiza FR. With the exact same 1.0 TSI 95PS engine, it costs £17,610; marginally more expensive than the Skoda Fabia. That’s a tough decision to make between two competent – and handsome – family hatchbacks.

There are quite a few options available with the Skoda Fabia. You don’t necessarily need any given the standard specification of the Monte Carlo. That being said, there are some great value options to really spice things up.

The 17-inch alloy wheels seen on our test car cost a very reasonable £360. The Sports suspension is a mere £125. Keyless entry and go would be £325, and the Admundsen touchscreen navigation system is £770.

But the best value option of all is the more powerful 1.0 TSI 110PS engine. In Monte Carlo trim, it costs £17,835 with a manual gearbox. And that’s the best £650 you could possibly spend.

To us, it’s the final nail in the coffin of the 1.0 TSI 95PS, especially on the Skoda Fabia Monte Carlo. It’s difficult to see why anyone would choose the lesser-power engine, given the price difference.

Facts and Figures

The post REVIEW – Skoda Fabia Monte Carlo appeared first on Simply Motor.

Image Gallery

Exterior Styling

It has been almost a year since we first drove the Skoda Kodiaq. When we did so, there was no sporty model. Now there is the Kodiaq SportLine; the car you see here.

Think of this as the Skoda Kodiaq in its running gear. This is the most visually-appealing model in the range. It has an incredible amount of kerb appeal, especially when finished in stunning Velvet Red Metallic.

At the front end, the grille surround is black, and the lower grilles are a honeycomb design. The sleek headlights incorporate LED daytime running lights. Below these are more angular cornering lights. The overall shape of the bumper is more aggressive.

20-inch grey/polished turbine alloy wheels are needed to match the enormous silhouette. The window surrounds and roof rails are black which, along with the plastic edging to the arches and side skirts, offers contrast to the body colour. Look closely and you’ll notice the SportLine badging.

The side of the tail lights is a fantastic piece of design, featuring a criss-cross pattern. This looks especially effective in dusk with the lights on.

At the rear, the Kodiaq SportLine takes a more sleek approach. The lights may be angular, but the body and bumper lines are softer than the front. The flash of honeycomb is a nice sporty touch.

There are no actual exhausts on show, but there is a silver trim which gives off a similar appearance. Equally subtle is the rear spoiler, which you could miss if you weren’t looking closely enough. It’s body-coloured at the top and black at the side which makes an effective combination.

Interior Finish

The sportiness isn’t just limited to the exterior either. The Kodiaq SportLine applies the tried and tested recipe of bucket seats, leather, alcantara and carbon-look trim.

The front seats are a triumph. Huge, sculpted numbers with leather edging, quilted-alcantara centre and contrast white stitching. With a fixed headrest and prominent shoulder support they really look the business.

There are two finishers in the cabin; a carbon-effect plastic on the dashboard and door cards, with gloss black plastic elsewhere. Although not real, the carbon-effect stuff is pretty pleasant.

In front of the driver is a flat-bottomed steering wheel with perforated leather and contrast white stitching. The dials are a relatively simplistic black and white. It would have been good to see a digital instrument cluster to bring the Kodiaq SportLine in line with other VW-Audi Group models.

As a Seat Leon driver, the centre console layout is familiar. But it’s logical and easy to operate, so why fix what isn’t broken?

Another familiar feature on the Kodiaq Sportline is the keyless entry and start system. It’s practical, but the location of the start button – on the steering column – is just wrong. It doesn’t have the premium feel the Kodiaq deserves, and that’s a shame.

LED ambient lighting, on the door trims, finishes off the cabin nicely. You can customise the colour to suit your mood; we went for red to match the car’s striking exterior.

Engine/Performance

If you were hoping that this section would be as emotive and thrilling as the styling, you’re in for disappointment. Because the engine, on paper at least, is rather underwhelming.

It’s a 1.4-litre**, turbocharged petrol unit that produces 150PS and 250Nm of torque. In a small hatchback that would be ample. But this is a large, 7-seat SUV. The resulting 0-62mph time of 9.9 seconds and top speed of 121mph are not exactly exciting.

And yet, the Kodiaq Sportline is rather good to drive. Unlike the diesel we tried last time (also with 150PS) the petrol engine is rev-happy and rewards being worked hard. The 6-speed manual gearbox is more engaging than a DSG, adding to that exciting drive.

Don’t be too put off by that 0-62mph time either. The Kodiaq Sportline has a kerb weight under 1,600kg. So once on the move, if you push the engine and gearbox hard, the Kodiaq actually feels nippy.

In truth, a car like the Kodiaq Sportline deserves more oomph. It has the looks, so should have the performance to match. There are enough interesting engines in the Skoda parts room to make that happen.

At the very least, a bit more theatre would have helped set the SportLine apart from the standard Kodiaq. Something like a sound symposer to enhance the engine note, or a more throaty exhaust.

Skoda has now launched the Kodiaq vRS, which boasts 240PS from a twin-turbo diesel. So there will be a Kodiaq with serious performance very soon. We’ll have to test one to see if it is exciting to drive as a gutsy petrol…

**Since we tested the Kodiaq SportLine, the 1.4 TSI has been replaced by a 1.5 TSI with the same power. The only difference: it’s only available with a DSG.

Ride/Handling

In a straight line, it’s easy to find yourself wanting more power from the Kodiaq SportLine Get to a corner, and you’re glad it only has 150PS.

With its tall frame, the Kodiaq doesn’t lend itself to proficient handling. There’s far too much lean through the corners, and it all but kills the exciting drive.

Again, Skoda has the equipment in its armoury to help the issue. Dynamic Ride Control (adaptive damping) would have really helped. It would enable a comfort setting when driving normally but a firmer setting for more spirited drives, to improve cornering stability.

One expects that Skoda will have solved the shoddy handling on the Kodiaq vRS. We’ll have to wait and see on that one.

Thankfully, there are some positives to report. The front seats are wonderfully-supportive. So much so that they alleviate some of the cornering woes. Unfortunately, there are only two of them, so passengers on the middle and third rows will still suffer.

Get away from the twisty B-roads and on to the motorway, and you’ll find the Kodiaq pleasant and comfortable, making it a great companion for a family road trip.

It’s also worth mentioning that despite only having a small petrol engine, the Kodiaq SportLine still has the option of a 4WD system. That means that there is always enough grip to use ever last drop of power.

It also means that unlike some small-engined “SUVs” it does what it says on the tin. Come rain or snow, it will get the family where it needs to be.

Economy

The reasonably-low weight combined with a small engine make the Kodiaq SportLine surprisingly efficient.

The little 1.4-litre petrol engine is packed with fuel-saving technology. It is capable, for example, of shutting down two of its cylinders under minimal throttle.

You also get start/stop technology, and the drive mode selection includes an ‘Eco’ preset. This eases the throttle response and makes the air conditioning sap less power from the engine.

The results can be seen in the figures. This large, 7-seat SUV with 4-wheel drive returns 40.9mpg on the combined cycle. It’s also easy to get close to this figure in the real world, which was a pleasant surprise.

CO2 emissions seem a little high at 156g/km. But in truth it doesn’t make a huge impact for private owners. First year VED is £515 which is included in the ‘on the road’ price.

The list price of the Kodiaq SportLine with this engine is sufficiently below £40,000 that the VED surcharge is no danger. Subsequent years’ VED is therefore fixed at £140, which you can’t grumble about.

Practicality

As cars go, you’ll struggle to top the all-round practicality of the Skoda Kodiaq. And the Kodiaq SportLine loses none of the standard car’s versatility.

It has seven seats, making it ideal for a large or extended family. The middle row is spacious enough for adults to sit on a long journey. The third row is best suited to children due to limited leg room. As a 5ft7in adult it was possible to sit back there; it just wouldn’t be comfortable on a long drive.

The boot is plenty spacious too. Even with all 7 seats in situ, there is enough space for a few shopping bags: 270 litres to be precise. Fold away the rearmost two seats and that becomes a cavernous 720 litres.

The visibility from the elevated driving position is great For the most part, the Kodiaq SportLine doesn’t feel as big as it looks. The exception to this is when you get to a car park, where the spaces suddenly feel tighter.

Despite its small size, the 1.4-litre TSI engine has strength. With a 2,000kg braked towing capacity you’ll be able to tow your caravan, race car or boat, making that family adventure possible. And even with 7 people in the car it will still make progress, albeit not as quickly as a more powerful engine could.

The Kodiaq SportLine is a great car to live with, and you will probably never find something it can’t do. Throw in the great looks and this is a car you could be proud of having on the driveway.

Equipment

As one of Skoda’s flagship models, the Kodiaq receives a generous standard specification; even in base ‘SE’ trim.

We’ll start with the safety kit: important for keeping the family safe. The most prominent system is the front assist with autonomous emergency braking. In the case of an accident, the Kodiaq also cuts off fuel supply and auto-releases the doors.

For comfort, you get dual-zone climate control, privacy glass, ample interior storage, and even an umbrella in each of the front door panels.

All models have a touchscreen display with DAB radio, USB and SD card connectivity, Bluetooth and SmartLink+ (Apple CarPlay and Android Auto).

The SportLine trim builds on this specification, adding further creature comforts. It has full LED headlights with LED fog/cornering lights. The front seats are heated for those cold mornings. An electrically-operated tailgate saves you exerting energy once you’ve loaded the shopping.

A keyless entry and start system (KESSY) means you’ll never need to get your key out of your pocket again.

The 8-inch standard touchscreen is replaced with a 9.2-inch display which features Columbus satellite navigation and integrated Wi-Fi.

Inside you get sports dials, LED interior light pack, aluminium pedals, a black roof lining and an electrically-adjustable driver’s seat with memory function.

Throw in a few SportLine badges inside and out, the black styling exterior touches and those stunning 20-inch alloy wheels and you have an impressive package.

Value For Money

So we’ve established that the Kodiaq SportLine is a great looker, reasonably-engaging to drive, surprisingly economical and has a great specification. So you’d probably imagine, as we did, it comes at a price.

The Kodiaq range starts from a very reasonable £25,770. There are various engines and trims, right up to the mighty vRS at £42,870.

As we mentioned earlier the 1.4 TSI is no more. Its replacement, the 1.5 TSI DSG, starts at £35,270. Given the DSG gearbox adds £1,300 the price is only a slight increase on the one we tested.

In truth the standard car, especially in SportLine trim, probably has more than enough equipment to meet your needs. If you do want a little bit more, then there are options available to make your Kodiaq extra special.

There are some reasonably-priced ones too. Heated middle row seats are £205. A virtual pedal for the electric tailgate is £195. A rear-view camera is £385. Adaptive cruise control is £305.

Other more expensive options include the panoramic sunroof at a whopping £1,175. An area view camera with lane assist and blind spot detection is £2,160.

All things considered, the Kodiaq SportLine is great value for money. For such a well-equipped car with 4WD and 7-seats it’s priced very reasonably. Even with a few options on it you’re well below £40k.

The only down side is the relatively small engine. But given that the handling isn’t worthy of driving any faster, you really don’t need any more power. Unless of course you want to go the whole hog, and get the vRS…

Facts and Figures

The post REVIEW – Skoda Kodiaq SportLine appeared first on Simply Motor.

Image Gallery

Exterior Styling

The Skoda Karoq is the replacement for the Yeti. As practical as the Yeti was, it could never quite compete with the likes of the Volkswagen Tiguan when it came to styling.

It’s a completely different story now. The Skoda Karoq has a distinct presence. It is tall, broad and rugged-looking, whilst maintaining a certain sleekness to its appearance.

At the front, a large grille takes centre stage. Slim, sleek headlights sit either side, which incorporate simple LED daytime running lights. Below the main headlight unit are some smaller lights. These operate as both cornering lights and front fog lights.

Broad arches create a rugged feel, as does the bulge in the centre of the bonnet.

Without doubt one of the nicest lines on the Karoq is the one which runs from the front headlight, right down the side of the car, and right around the back of the car. It’s a bit like a broad shoulder line, enhancing the rugged edge to the styling.

On the Edition model, 19-inch alloy wheels fill the arches nicely. That being said, they somewhat take away from the rugged appearance, as they don’t look like they’d be best suited to a field.

The rear end of the Karoq is the most understated. There is the smallest of spoilers, accented by gloss black trims to the side of the rear window. Look closely and you will spot the crystalline pattern on the ‘C’ shaped rear lights.

The Karoq is well-proportioned, but with the recently-announced ‘SportLine’ trim it has the potential to be even better. We can’t wait to see a sportier Karoq in the flesh, as this could really take the fight to the VW Tiguan R-Line and Seat Ateca FR.

Interior Finish

On the inside the Yeti left a little to be desired. Some of the plastics were a bit dubious, and the height difference was just off: the multimedia screen and seats much lower than the top of the dashboard and dials.

Skoda has definitely improved things with the Karoq. The interior feels much more cohesive and, crucially, more luxurious.

The show-stopping centrepiece of the Karoq interior comes in the form of sculpted leather seats. Finished in black with contrast grey stitching, they are well-bolstered and inviting.

The soft leather also features on the front armrest and steering wheel. LED ambient lighting strips feature on both driver and passenger sides of the dashboard, and on the front door cards. You can select a colour to suit your mood, and it really boosts cabin ambiance.

The 9.2-inch touchscreen multimedia system is placed at the top of the dashboard, making it much more visible and accessible to the driver. The dials are simple, with a small multi-function display in the middle of them. There is an optional virtual cockpit available for a more immersive driving experience.

The plastics are nice, and the cabin feels well put together. There were no trim squeaks or rattles, and the switch gear felt robust enough to match the exterior image.

It might seem like nit-picking, but the push-button start is in a bit of a naff place: on the steering column. Yes, this is where a key would go, but it just doesn’t feel as premium as being incorporated into the dashboard or centre console.

Similarly to the exterior, we can’t wait to see How Skoda spices things up for the Karoq SportLine.

Engine/Performance

There are several engines available in the Skoda Karoq. Our test car featured the 1.5-litre, 4-cylinder TSI petrol engine. A six-speed manual gearbox is standard, with the optional 7-speed DSG fitted to our car.

Don’t be put off by the seemingly small engine capacity. With power of 150PS and 250Nm it has ample oomph for a car the size of the Karoq.

With the super-slick gear changes of the DSG, it’s able to sprint from 0-62mph in 8.6 seconds, and on to a top speed of 126mph. It’s certainly punchy enough to make this family car feel nippy.

The 1.5 TSI revs nicely; comfortable in the lower rev range but also willing to playfully explore the upper realms. The engine note is a little harsh as you get higher up the rev range, with no electronic symposer to sooth its delivery to the cabin.

That being said, in the most part it’s a quiet engine, and with the 7-speed DSG keeping revs to a minimum the 1.5 TSI in generally unobtrusive. It handles motorway speeds with ease, and the gearbox has no hesitation dropping a cog or two should you need some overtaking power.

The 1.5 TSI is only available with front-wheel drive. With 150PS it’s not entirely relevant to performance; the front wheels can cope with that power even in wet, slippery conditions.

Should you decide to drive the Karoq with vigour, you can switch the DSG to manual mode and use the paddles behind the steering wheel.

The most exciting drivetrain available in a Karoq is reserved for the SportLine. The 2.0-litre TSI is not only the most powerful, with 190PS, but it is also the only petrol engine available with four-wheel drive. Shame that it’s not available across the trim levels.

Ride/Handling

To drive, the Skoda Karoq is exactly as you expect it’s going to be. As an SUV its very design is counter-productive to handling greatness.

The Edition model we tested is geared up towards luxury. As a result the suspension is reasonably forgiving, and comfortable on the motorway. And that isn’t great when you come to a twisty B-road.

There is a lot of lean in the corners, which is when those bolstered front seats are a saving grace. A major issue is the lack of Dynamic Chassis Control (DCC) even as an option. This is essentially an adaptive damping system which brings the best of both worlds to the handling.

The steering weight is varied depending which drive mode is selected, and the heavier setting in ‘Sport’ mode was our choice. There isn’t a great deal of feeling through the steering wheel, nor did we expect there to be. But at least the Karoq changes direction well.

Despite a lack of four-wheel drive our 1.5 TSI found plenty of grip, and was competent through the corners. Aside from the odd few days a year when it snows, I don’t think the majority of people would be disadvantaged by the front-wheel drive setup.

Economy

The 1.5 TSI engine is particularly clever when it comes to saving you money at the fuel pumps. You see being front-wheel drive has the advantage of better fuel economy.

Then there’s the selectable drive modes. Put the Karoq in ‘Eco’ mode and throttle response is dialled down, the DSG ensures you are in the most efficient gear, and the air con goes into ‘save the earth’ mode.

Start/stop technology shuts the engine off when stationery to ensure you aren’t wasting fuel when sat in traffic. When driving under extremely light throttle input the Karoq 1.5 TSI shuts down two cylinders to further improve fuel consumption.

We’re not entirely sure what has to happen for the engine to do this. Some journeys it seemed particularly keen to run on 0.75-litres. Other times it refused to do so at all. Nonetheless, it’s an impressive feature and highlights how clever engines are becoming.

The result is a combined fuel consumption quoted at 51.4mpg. For a car this size with a petrol engine that’s not bad at all.

CO2 emissions of 127g/km mean that VED is £165 in the first year and £140 thereafter. With a price far below £40,000 there’s no danger of the VED supplement in the Karoq.

Practicality

The Skoda Yeti was an immensely practical car. Yeti owners looking to trade up will be particularly interested in whether or not the Karoq is as useful in day-to-day life. Short answer: it is.

By far the best feature is the VarioFlex rear seating. The three rear seats are all independent. The middle one can be removed and the two outer seats moved in slightly, to create a roomy four-seater. This is great for when it’s just adults travelling.

When you need a trip to the tip, or want to chuck the mountain bikes in the back, then you can simply remove all three rear seats. This creates a cavernous luggage space – 1,810 litres to be exact – and is a big advantage to the Skoda over rivals.

One area where the 4WD may be missed is when it comes to towing. Sure, the capacity of 1,700kg braked/690kg unbraked for the 1.5 TSI DSG is still impressive. But if you were in a field, with a caravan on the back, it’s not inconceivable to imagine you could become stuck in your 2WD Karoq.

With all the seats in place the boot space is an impressive 521 litres. That means the family holiday is no issue, nor is the weekly shop.

The cabin itself is spacious, with plenty of leg and head room all around. Rear-seat passengers have adjustable backrests which can be reclined slightly to boost comfort. On the back of the front seats is a foldable table. This has a ‘tablet’ position which is great for keeping the kids entertained.

Then you get the nice little ‘Skoda’ touches, such as the umbrella under the passenger seat and ice scraper in the fuel filler cap.

Equipment

The Skoda Karoq comes very generously equipped. Privacy glass, electronic parking brake with auto hold, dual-zone climate control, cruise control with speed limiter, rear parking sensors and automatic lights are featured across the range.

Front assist with autonomous emergency braking is also standard on all Karoq models, which contributed to its 5-star Euro NCAP rating.

By the time you get up to the Edition model you are particularly spoilt. A panoramic sunroof with electric blind will wow passengers and creates a wonderfully airy cabin. The aforementioned LED cabin lighting, and exterior puddle lights featuring the Skoda logo are also bound to be a hit.

Instead of the standard 8-inch touchscreen multimedia system you get the bigger 9.2-inch unit and Columbus navigation system which includes voice and gesture control, along with integrated Wi-Fi.

But it’s the raft of safety features that are most appealing in a family car such as the Karoq. The Edition model has lane assist, blind spot detection with rear traffic alert and traffic sign recognition.

For convenience there’s keyless entry and go, front and rear parking sensors, a rear-view camera and electric tailgate. Heated front seats and the aforementioned VarioFlex rear seating add to interior practicality.

For visibility on the road you get full-LED headlights which feature adaptive front lighting and built-in cornering lights.

There is an options list, should you wish to make your Karoq even more practical. But the important thing is that the standard specification is plentiful. You certainly don’t feel hard done by when you sit in a Karoq Edition and take in all the technology.

Value For Money

So what does it cost? Well the ‘basic’ price of the 1.5 TSI Edition with 7-speed DSG is £29,005. This is more expensive than the Yeti was, but in truth the Karoq is a much better all-round car and more than justifies this higher price.

Our test car was fitted with a few options, pushing the price up to £30,435.

The most expensive of these was the CANTON sound system at £550. It’s a great sound system, but this is certainly not something we’d class as an ‘essential’ extra. If you were determined to keep the cost below £30,000 then this would be an easy sacrifice to make.

The Family Pack is great value at £120. Power child locks are a brilliant feature. Heat-insulating side glass reassures you with your kids in the back. A rubbish bin in the front door pocket is a simple idea yet great use for disposing of empty wrappers or half-eaten bits of food. A double-sided boot mat has a rubber side for practicality in addition to the standard fabric side.

ISOFIX points are standard on the outer rear seats. For a mere £35 you can have them on the front passenger seat. For travelling alone with a baby this is brilliant, and worth every penny.

A heated windscreen and washer nozzles was £275, park assist £300 and space-saver spare wheel £150.

The Skoda Karoq is a brilliant family car, and represents great value for money when compared to the more expensive VW Tiguan. We do, and always will, take issue with 2WD SUVs, especially when you’re spending £30,000.

The 2019 model year looks like it will feature more 4WD availability, and an introduction of DCC. So it seems like Skoda is listening to what people want. Fair play, Skoda.

Facts and Figures

The post REVIEW – Skoda Karoq 1.5 TSI Edition DSG appeared first on Simply Motor.

Image Gallery

Exterior Styling

Skoda gave the Octavia a minor freshen up in 2017. Most notable is the split front headlight, which I have to admit I’m still not 100% sold on. The Octavia vRS 245 certainly has a presence about it thanks to a host of gloss black detailing and some rather striking colour options.

My test car was finished in solid Meteor Grey, which is akin to primer, and matched really well with the gloss black. At the front, the split headlights with their split LED daytime running lights (which double up as indicators) sit either side of a big gloss black grille. The front bumper is angular, with sharp corners, and the lower grille features a honeycomb insert.

The 19-inch Xtreme alloy wheels are mostly black, with a flash of polished silver detailing. The black styling includes the window surrounds, door mirrors and even the shark-fin aerial. Privacy glass adds a luxury feel whilst complementing the black contrasting details.

At the back a subtle spoiler curves from one side of the boot to the other. LED tail lights sit either side, and the number plate nestles between some rather sharp lines. To the bottom of the rear bumper, a full-width reflective strip sits above a black plastic trim, which almost hides the black exhaust tips.

In this colour scheme, there is no doubt that the Octavia vRS 245 stands out. The same could be said if you opted for Rallye Green or Corrida Red. But if you prefer your hot hatch to be a bit more understated then you could always choose Black Magic Pearl and have a more stealth-like appearance.

Interior Finish

The inside of the Octavia vRS 245 is a lovely place to be. Open the door, step over the vRS scuff plates and take your seat in the sumptuous, body-hugging vRS sports seat. From here the fun begins!

My test car featured an accessory that I didn’t know was available for purchase: an alcantara steering wheel. And at £190 I’d have it on mine too! You see not only does this compliment the alcantara seats, but it has a distinct motorsport feel to it. And that gives the Octavia vRS 245 a racing personality.

Each of the four door cards features mood lighting, and you can choose from ten colours: from white to purple, whatever takes your fancy. In the ‘regular’ vRS the door trim finisher is a carbon-effect, which is sorely missed in the 245, replaced by a simple and less visually-effective gloss black trim.

The plastics are generally nice, barring a couple of scratchy bits here and there on the lower door card and glove box. There are no trim rattles or squeaks: the interior is as well put together as you would expect from any car under German ownership.

Speaking of German ownership, the dashboard, stalks, centre console and infotainment unit are familiar to the VW-Audi Group family. I could liken a lot of the controls to our Seat Leon, which is no bad thing: the cabin is logically laid out and ergonomic.

Engine/Performance

The engine in the Octavia vRS 245 is the same 2.0-litre, turbocharged petrol engine you find in the ‘regular’ vRS. In fact, it’s the same 2.0-litre, turbocharged petrol engine you find in the Seat Leon Cupra. And in the Volkswagen Golf GTi. And in, well, quite a lot of Volkswagen-Audi Group vehicles.

Power is 245PS and 370Nm of torque. You can have either a 6-speed manual or a 7-speed DSG automatic. My test car had the latter, and it’s the better choice. With seamless gear changes the acceleration never lets up. Steering wheel paddles make you feel like you’re a professional racing driver, and immerse you in the driving experience.

And what an experience it is: 0-62mph takes just 6.6 seconds, and the top speed is 155mph. That’s certainly worthy of the term ‘hot hatch’ and puts the Octavia vRS 245 well in the mix with the best of them.

One thing that is missing from the driving experience is a proper soundtrack. Granted, the electronic sound symposer feeds a rather deep, throaty engine note into the cabin. It sounds rather pleasant. But there’s no exhaust note. No pops, bangs or burbles. Other models burble on the upchange, and pop on lift off. The Octavia, sadly, does not.

With a press of the ‘vRS’ button on the centre console, you can select different drive modes, including one that can be personalised to suit your individual taste. From the sharper, more responsive ‘Dynamic’ mode to the relaxed, more laid-back ‘Eco’ mode, the Octavia vRS 245 has different personalities to suit every occasion.

Ride/Handling

Where the ‘regular’ vRS sits on 18-inch alloy wheels, the Octavia vRS 245 gets 19-inch ‘Xtreme’ wheels. These are clad in a low-profile sports tyre, which reduces roll in the corners but also makes the ride firmer.

To combat this you can opt for the Dynamic Chassis Control. It allows for variable steering and damping characteristics and is worth every last penny of its £850 price tag. In ‘Comfort’ mode the damping compensates for the lower profile tyres, but in ‘Dynamic’ mode the Octavia vRS 245 becomes a hardcore racer that gives you confidence to push harder.

The steering is direct, pointing the front exactly where you want it to go. And you can keep your hands firmly planted on in thanks to the gearshift paddles mounted behind it. Responsive brakes bring you to a swift halt and dare you to brake later into the corners.

The ace up the sleeve of the Octavia vRS 245 is the electro-mechanical front locking differential. With 245PS going to the front wheels, it’s inevitable that grip could be an issue as you load the front end in the corners. But not in the Skoda. It simply grips and goes, throwing you out of one corner and into the next one.

On looks alone, you would be forgiven for thinking that a car the size of the Octavia could never be as nimble and light on its feet as the likes of the Ford Fiesta and Peugeot 208. Once you’ve driven it, you will realise that the Octavia vRS is definitely agile, and can make serious progress on tight, twisty B-roads.

Economy

Hot hatches have always been reasonably frugal; it’s part of the reason we love them. The Octavia vRS 245 tries hard to maintain this quality.

Despite having a 2.0-litre, turbocharged petrol engine and being a rather large car, it quotes combined fuel consumption of 44.1mpg. Not bad.

Part of the reason for this is the start/stop technology, which saves fuel in traffic and around town. The 7-speed DSG also keeps revs low, which it can do thanks to the amount of torque on offer. Lastly the selectable drive modes enable you to put the engine and gearbox and climate control in ‘Eco’ mode which reduces throttle response and makes the gearbox keen to shift up.

One thing that will harm this consumption is the temptation to bury your right foot in the carpet. You will soon end up at a figure in the low 30s should you get a bit throttle-happy.

As for CO2 emissions, the 146g/km of the Octavia vRS 245 is about where you’d expect it to be. That equates to a first-year VED of £205 and then £140 thereafter. With such a reasonable price tag, there’s no danger of going over the £40,000 threshold and incurring a surcharge.

Practicality

When you think about the ‘hot hatch’ you automatically think three-door, big bucket seats and no rear legroom whatsoever. Well think again. In the Skoda Octavia vRS 245 you have a sensible, sizeable 5-door family car.

The rear legroom is very generous, and means adults can sit comfortably in the back. It also means that there’s enough room for big, bulky infant car seats without needing to move the front seats forward.

The boot is plenty big enough for prams and strollers, as well as the weekly big shop and luggage for a family holiday. The Octavia is also available as an estate. This might make it more suitable for the family dogs.

An optional extra fitted to my car, the Dynamic Chassis Control is a must-have. It compliments the vRS drive mode selector by facilitating variable steering and damping characteristics. That means that for long motorway drives you can have a comfortable suspension, further enhancing the appeal of the Octavia vRS 245.

Equipment

Having spent some time with the ‘regular’ 230PS Octavia vRS – our very own Nick has one – I really noticed the impressive amount of equipment featured on the Octavia vRS 245.

On the outside, you get electrically-adjustable, heated and foldable door mirrors. To light the way at night there’s full LED headlights with adaptive front lighting system.

For interior comfort and convenience the sports seats are finished in alcantara. The front seats are heated and electrically-adjustable, with a memory function for the driver’s seat.

Other standard equipment includes front and rear parking sensors, dual-zone climate control, cruise control and interior ambient lighting.

My test car featured some optional extras, including a Canton sound system, Dynamic Chassis Control and Winter pack. You can also add keyless entry and go, blind spot detection, rear view camera, park assist and adaptive cruise control. All of these are reasonably priced.

Value For Money

The Octavia vRS 245, with the 7-speed DSG gearbox, starts at a reasonable £29,490. Given the performance on offer, and the standard equipment, that’s not a bad price. After all, the Skoda is a big, spacious family car.

A Volkswagen Golf GTi performance also has 245PS. In fact, it has a lot in common with the Octavia vRS 245. With a 7-speed DSG gearbox it costs from £31,650, showcasing the Skoda for the bargain it is.

And it isn’t just me who thinks it. The sales of the Octavia vRS speak for itself; all 2018 build slots are sold out. That’s right: if this review has made you want to get your wallet out, then I’m afraid it’s tough.

I suppose you could keep an eye on the used car market, or for future availability. If you really can’t wait, then try the ‘regular’ vRS with a few goodies on it. Then again, there’s always the Seat Leon Cupra or, dare I say it, the Golf GTi…

Facts and Figures

The post REVIEW – Skoda Octavia vRS 245 appeared first on Simply Motor.

In my review of the Seat Leon Cupra a couple of weeks back, I talked about the success of the VW Audi ‘flanks’. Skoda has also been giving us some fantastic cars recently. The Octavia vRS is like a Golf GTi for grown-ups. The Superb Sportline had a marvellous cabin full of alcantara and is available with a punchy 280PS petrol engine. I would. So what about their large SUV? Well, it’s called the Kodiaq, and you may well have seen Sir Bradley Wiggins promoting it on the television. Available with 5 or 7 seats and a host of engines – from a 1.4-litre TSI petrol engine up to a 2.0-litre TDI diesel – there’s something to suit everyone. I opted for a Kodiaq Edition, with a mid-range diesel. All that was left is to see if it was any good…

Looks – 8/10

On the outside, the Skoda Kodiaq has a large frame, but some clever styling cues ensure that is still looks executive. At the front, the ridged bonnet, angular cornering lights and streamlined headlights create a sleek image. The side profile benefits from 19-inch alloy wheels (on the ‘Edition’ model) along with silver roof rails, a chrome window surround and a prominent line which runs from headlight to taillight. Privacy glass adds a premium feel, whilst the plastic arch surrounds nod to the Kodiaq’s off-road capabilities. At the rear the taillights are crisp and pointy. A subtle spoiler frames the rear window to three sides. The Kodiaq looks great parked outside the local shops, and really has an executive air about it.

Step inside, and the executive feel continues. All 7 seats of my ‘Edition’ test car were finished in black leather with contrast white stitching. The finish on the dashboard is a dark, almost black wood; which was a really nice feature and more interesting than a simple gloss black. Admittedly, some of the plastics are a little on the cheap side – mostly on the door cards and lower parts of the dashboard – but I can forgive this as the overall feel is still one of quality. You even get an umbrella which stows away inside the front doors: how neat is that!? In the centre of the dashboard is the 8-inch touchscreen multimedia unit, with an interface familiar to any VW/Seat/Skoda drivers. The instrument cluster is minimalistic, with simple black and white dials and a trip computer screen in the middle. But by being simple they feel classy. Lastly, the light headlining stops the cabin feeling too dark: it’s a lovely place to be.

Handling/Performance – 5/10

My test car was fitted with a 2.0-litre turbocharged diesel engine. It was the lower power version, putting out 150PS and 240Nm of torque. Sent to all four wheels via a 6-speed manual gearbox, it hardly provides electrifying performance: 0-62mph takes 9.9 seconds and the top speed is 121mph. By today’s standards that’s slow, and you really feel it from behind the wheel. There’s no urgency. More importantly, a large SUV should waft along with ease. Personally I’d go for a more powerful engine – either the 190PS diesel or 180PS petrol – and a DSG gearbox for a smooth, effortless drive. With the manual you really have to work the gears to get the most out of the engine, and this removes some of the premium feel generated by the styling.

The Skoda Kodiaq rides well. Being the ‘Edition’ model my test car featured 19-inch alloy wheels, but was still extremely comfortable even on bumpy B-roads. As you might expect for such a tall car, there is some lean in the corners, but with the 150PS engine you’re never going fast enough to even care. The 4×4 system gives a sure-footed drive, whatever the conditions. If you opt for the Dynamic Chassis Control system the suspension has comfort and sport modes to match the engine, and this can be used to give that extra bit of comfort on the motorway. One good thing about the Kodiaq is that you can adjust the weight of the steering, and if you choose the heavier ‘sport’ setting it has a great feel to it.

Economy – 9/10

What the 150PS diesel Skoda Kodiaq lacks in oomph it makes up for in efficiency. Despite being a large, 7-seat SUV this engine will return 51.4mpg on a combine cycle. A six speed gearbox, Eco drive mode and start/stop technology help to save fuel. CO2 emissions are 144g/km, which means first-year VED of £200, and then £140 thereafter. Keep the cost of your car below £40,000 – and that’s relatively easy with the Kodiaq – and you’ll avoid the ‘expensive car’ surcharge. One little grumble I do have is that the lack of power means you need to drive harder to make progress, and this can seriously dent the real-world economy figures.

Practicality – 10/10

If you need a versatile family car, then you need look no further than the Skoda Kodiaq. It is available in both 5 and 7-seat variations. My test car was the latter, and I was impressed at how easy the third row seats were to operate. Best suited to children, they fold flat when not in use to maintain a level boot floor. Impressively there is still room for a few shopping bags or a buggy even with all seats in place, highlighting the Kodiaq’s vast interior. Fold them away, and you could fit a rugby team in the boot. The middle row fold and slide to provide easy access to the back. Being the ‘Edition’ model my test car was fully loaded, with standard equipment including blind spot detection, dual-zone air conditioning, electrically-operated tailgate, ‘KESSY’ keyless entry and start, lane keeping assist, rear parking sensors and wireless charging capability.

Fun – 8/10

It is refreshing to see Skoda making properly interesting cars, and there are now several in the range I would happily own. The Kodiaq would be the car of choice for all those family adventures: whether that be a trip to Center Parcs – with the bikes on the roof and the dog in the boot – or the airport run with all the luggage that comes with it. The point is this car will never come unstuck. It has 4×4 capability, looks great in a car park and never feels out of place. Your friends will be impressed with the quality and will complement the interior. The only factor letting the Kodiaq down is a lack of engaging drive. There are more powerful models available, and with the new Sportline trim for 2018 there is a bit more appeal to the keen drivers, but for me I’d be just as well with a Superb estate. Plus I could have that with a 280PS engine…

Concluding Remarks

Despite the enviornmentalists running around telling us that 4x4s are no good, we still keep buying them. And after spending a week with the Kodiaq I can absolutely see why. This is a car that appears sleek and stylish, despite its large frame. It’s comfortable, and hugely practical. From the school run to the family holiday, you could do it all. And best of all, the Kodiaq is reasonably priced. Prices start from £22,625. Even a top of the range Sportline 4×4 DSG is £37,120 which I think is great value for money. Some people may be put off the Skoda badge, but I urge you not to be. Why not head over to the Skoda website, or see your local dealer. The Skoda Kodiaq was a pleasant surprise: charming and delightful.

Total Score – 40/50

The post REVIEW – Skoda Kodiaq Edition appeared first on Simply Motor.