Skoda

• From engine to rally: Škoda Motorsport celebrates 120 years of existence

  In order to complete its permanent exhibition, the Škoda Museum in Mlada Boleslav is now hosting a special exhibition "120 years of Škoda Motorsport", which gives visitors an insight into the most important successes of Škoda Auto in motorsport. Numerous exhibits, information boards and interactive elements provide fans of the brand with the opportunity to immerse themselves in the atmosphere of races and rallies. The special exhibition will last until March 20, 2022.

  Thanks to unique photographs, original film footage of Škoda vehicles on racetracks, interesting information boards and modern posters, visitors can dive deep into the history of the Czech car manufacturer. The collection also features a spectacular wall of fame with a large selection of trophies.

  Andrea Frydlová, director of the Škoda Museum in Mlada Boleslav, explains: “With the new special exhibition“ 120 years of Škoda Motorsport ”, Škoda is marking its long line of success in motorsport. The "starting pistol" was fired in Paris on June 27, 1901, when Narcis Podsednicek set off on a three-day race to Berlin on a Laurin & Clement motorcycle. Numerous victories followed, world championships won, records and other triumphs of his successors, which led to the formation of today's Škoda Motorsport team with Fabia Rally2 evo rally vehicles. This year's Museum Night on September 24 will be dedicated to motor sports, and a tour of the new exhibition is available. "

  The five original race cars are the highlight of a special exhibition, and the real spectacle is the 1903 single-cylinder Laurin & Klement BZ motorcycle dating back to the early days of motorsport, while the L&K FC (1909) represents the company's first generation of race cars. The Škoda Sport, which took part in the legendary 24 Hours of Le Mans race (1950), is also part of the exhibition.

  The past 30 years of motorsport at Škoda have been marked by two rally cars: the Škoda Octavia WRC (2003) and the Škoda Fabia R5 (2019). The exclusive collection is rounded off by the Škoda 130 RS (1978) and the Škoda Fabia S 2000 (2015) from the museum's permanent exhibition. Other vehicles of the brand can be seen in a special hall next to the publicly accessible museum, in agreement with the museum service for visitors.

• New Skoda Enyaq Coupe iV prototype review

  We hit the road in a prototype version of the all-electric Skoda Enyaq Coupe iV 80

   
   Verdict

  Almost as practical and as clever as ever, it appears the Skoda Enyaq Coupe will offer few drawbacks over its conventional counterpart. Skoda has never been one for compromise, and on this evidence, that trend looks set to continue long into the future.

  Skoda has dabbled with coupes in the past, but most recently it’s come to be known for its humble family hatchbacks, cavernous estate models and spacious SUVs rather than anything you’d conventionally call stylish, or fashionable.

  

  But not one to get left behind, the Czech maker is gearing up to launch a coupe version of its pure-electric Enyaq SUV later this year. Set to be revealed in December, the Enyaq Coupe iV will go on sale in the UK in January next year, with first customer cars arriving in early summer 2022.

  It’ll get all the same battery and motor combinations as the existing Enyaq SUV, meaning a choice of iV 60 (58kWh battery, 177bhp) and iV 80 (77kWh, 201bhp) models, plus a range-topping iV 80X with all-wheel drive and 261bhp. A performance-focused vRS version is planned for later.

  

  To get a taste of what’s in store, we were given the chance to try a camouflaged version of the 4.65m-long Skoda SUV on European roads. Identical from nose to B-pillar, the Coupe’s smoother, more rakish roofline and the subsequent changes inside are the big news here.

  These tweaks are arguably best sampled from the rear seat, then. Every version gets a fixed, full-length panoramic roof, but thanks to special heat reflecting glass, the car doesn’t require a roller blind. This frees up space in the back, where only those over six foot will find their heads brushing the roof; knee room is particularly generous, while the MEB platform’s flat floor means even those in the middle can get comfortable.

  The boot shrinks, but only marginally – from 585 litres in the standard Enyaq, to 570 litres in the Coupe. It’s a decent shape, and unless you’re regularly loading the car to the roof you’re unlikely to notice the slightly smaller capacity; there’s a big, deep well under the floor that’s perfect for storing the car’s charging cables, too.

  

  Speaking of which, Skoda says that developments in battery technology mean that the Enyaq Coupe will launch with brand-new ‘ME3’ software enabling not only faster peak charging, but a flatter charging curve. While bosses couldn’t confirm charge times at this stage, we can expect the Coupe to better the current flagship Enyaq’s 125kW maximum, as well as slightly reducing the 10-80 per cent charge time of 34 minutes.

  In terms of range, a more favourable drag coefficient means the Enyaq Coupe is, Skoda says, capable of “10 to 15km” (6-9 miles) more than the conventional car on a single charge. That should mean, for this iV 80 model, somewhere in the region of 340 miles – versus 331 in the normal Enyaq. The figures haven’t yet been homologated, but in any case, the difference is likely to be negligible in real-world driving.

  From behind the wheel, the Coupe is near-enough indistinguishable from any Enyaq we’ve driven to date. Refinement is excellent, tyre noise is non-existent, and wind noise was barely noticeable. This is largely true of the standard SUV too, of course, despite its boxier shape. 

  

  The suspension and chassis feel stiff, but never uncomfortable – aided by smooth roads, the smallest 19-inch wheels, and our Enyaq’s adaptive dampers. The steering is on the weightier side compared with rivals, but lacks the finesse or sharpness found on a Ford Mustang Mach-E, for example.

  On-paper, performance is little more than satisfactory alongside, say, a Tesla Model 3, although that doesn’t dent its appeal. You still get that shove of instant torque, but without constantly having to watch your throttle inputs or your speed via the standard-fit digital instrument cluster. Figures haven’t been confirmed, but we expect 0-62mph in around eight seconds and a top speed of around 100mph.

  We mentioned that the Enyaq Coupe is visually identical to its standard sibling from the B-pillar forwards – and it’s the same story inside. The cabin is finished in high-grade materials, customisable via Skoda’s range of Loft, Suite, Lounge, EcoSuite and Sportline trims. The overall layout feels familiar, but the climate controls remain hidden in the central infotainment display – frustrating if you want to adjust the temperature or fan speed on the move.

  

  Prices and specs will be revealed alongside the full production car in December, but we expect the Coupe iV to command a circa-five per cent premium over the standard SUV, with prices from around £33,500.

  Model:	Skoda Enyaq Coupe iV 80
  Price:	TBC
  Engine:	77kWh battery, single electric motor
  Power/torque:	201bhp/310Nm
  Transmission:	Single-speed auto, rear-wheel drive
  0-62mph:	8.0 seconds (est)
  Top speed:	100mph (est)
  Range/CO2:	340 miles (est), 0g/km
  Charging:	10-80% @ 125kW+ in 30 minutes (est)
  On sale:	January 2022

  (autoexpress.co.uk)

• New Skoda Fabia 2021 review

  The new Skoda Fabia has all the credentials to challenge the very best in the supermini class

   
   
  Verdict

  The new Skoda Fabia shows lots of promise on this early drive; it’s comfortable, spacious, neatly finished and packed with lots of clever features and useful technology. Pricing - particularly those crucial monthly finance rates - will determine its overall standing in the class, but on raw merit it feels every bit the serious rival for the Clio, Fiesta and i20. Be careful on engine choice, though, if you’re planning regular travel with the car fully laden.

  The Skoda Fabia is a huge car for the Czech manufacturer - and never more than with the all-new fourth generation. The popular supermini still has to provide a slightly better-value, more roomy alternative to the likes of the Renault Clio and Ford Fiesta. But it also has to be cheap enough at its entry point to appeal to customers of the now-discontinued Citigo city car. And due course it’ll also need to satisfy buyers of the Scala, Skoda’s compact family car, which won’t get a successor.

  

  What that all means, in short, is that this Fabia has to be bigger, better and more refined than before, including the sort of technology that customers in the class above expect, while not really raising its price much beyond current levels. No pressure, then Still, Skoda has an ace card up its sleeve, because the outgoing Mk3 Fabia was the last VW Group supermini to be based on the old PQ platform. The new fourth-generation Fabia switches onto the MQB A0 platform, instantly giving Skoda’s designers and engineers more freedom to broaden the Fabia’s remit.

  The result is a substantial growth in length - by more than 11cm, in fact. And almost all of that goes into the wheelbase, in a bid to improve rear cabin space. The boot capacity increases too, mind; it’s up by 50 litres, to a Golf-rivalling 380 litres, although this is still a little down on what you’ll find in our class favourite, the Clio.

  

  Under the skin, Skoda has resisted the temptation to spend money developing mild-hybrid powertrains (now offered in the Hyundai i20 as well as the Fiesta). Instead the engine line-up looks rather familiar, with a pair of normally aspirated MPI three-cylinder motors, producing 64bhp and 79bhp and both delivering 0-62mph times worryingly beyond 15 seconds, and then two more TSI turbocharged three-pots, with 94bhp and 109bhp.

  Early next year the Fabia will get a 1.5-litre four-cylinder TSI producing 148bhp and featuring cylinder deactivation. It’ll be pitched right at the top of the line-up, though, and will be limited to an automatic gearbox only as a result.

  What we’re driving today is pretty much the likely sweet spot of the UK Fabia range: the TSI 1.0-litre engines in both states of tune, and both with manual gearboxes - a five-speed in the 94bhp, a six-speed in the 108bhp. Skoda sources suggest the more modest of these configurations is likely to be the best seller in the UK, although the split may be closer if the Fabia does succeed at pulling in family car customers.

  

   

   

  Get inside and you’ll find a cabin that’s smart and functional, without ever feeling properly plush. There’s a strip of fabric along the middle of the fascia to help break up the plastic, but it’s all pretty hard underneath - and unlike in the Clio, that approach extends to the door inlays. There’s a curiously fussy graphics treatment on the top of the instrument binnacle - quite unlike Skoda, we’d say - but we’re probably nitpicking by highlighting these elements. On the whole, it’s a very pleasant place to sit, with an easy-to-use dashboard layout.

  Entry-level cars will stick with conventional dials but many Fabias will get a 10.25-inch digital instrument panel that’s crisp and clear. The core of the UK range will have an eight-inch infotainment system - again, straightforward to use and spared the dubious honour of controlling heating and ventilation, because you get regular switches for that. A larger 9.25-inch set-up will also be available.

  There are plenty of big-car features on offer, depending on trim level and how much you’re prepared to spend on options. Dual-zone climate control is on the list, along with heating on the windscreen and steering wheel, up to five USB-C ports and wireless smartphone charging. Skoda claims the car features a record 42 of its ‘Simply Clever’ touches too; the Fabia now gets Skoda’s trademark umbrella in the door armrest, plus a neat pen holder at the base of the dashboard and a removable central storage box for the back-seat passengers.

  

  Stretching the wheelbase by more than nine centimetres has indeed had a positive effect on the rear cabin, which is a definite improvement on the Mk3 Fabia’s - and sufficiently spacious, we’d argue, to make this one of the most accommodating superminis on the market. In case you are weighing up this supermini as a possible family car, it’s probably still not quite as roomy as the Scala’s, but the rest of the onboard tech and the cabin finish make the Fabia’s environment comfortably more appealing overall.

  On the road, the Skoda quickly makes a strong case for being the most accomplished of all the VW Group superminis. The steering is direct and nicely weighted, and the suspension set-up is definitely softer than in the likes of the SEAT Ibiza, so even with its relatively simple layout - MacPherson struts at the front, and a torsion beam at the rear - the Fabia does a great job of dialling out bumps and potholes, particularly at lower speeds around town. 

  The compromise is body control that can get out of phase and require a second stab at mid-corner bumps, so the Skoda isn’t really a car that appreciates being thrown around at speed. But it’s comfortable and composed most of the time.

  The engines are where the Fabia might find it toughest to fulfil family car duties. The 94bhp unit is refined enough once you’re up and running, but getting to that point requires some patience. There’s not much grunt at all below around 2,300rpm, and there’s a noticeable delay as it spools up before delivering the required shove. It’s acceptable around town, we’d say, but going anywhere in a rush with four occupants and luggage would require a little patience, along with tolerance of a fair bit of three-cylinder thrum.

  The 108bhp is stronger all round, with a slightly quicker response and noticeably more punch when it does kick in. It’s happier at motorway cruising speeds too, aided by that extra ratio in the transmission, and we doubt it would really be much less efficient in real-world use. Given that any price gap between the pair is bound to narrow when boiled down to monthly PCP rates, we’d try to find the extra few quid per month for the more potent engine.

  (autoexpress.co.uk)

• New Skoda Octavia e-TEC 2021 review

  The mild-hybrid Skoda Octavia e-TEC offers a cheaper way to electrification

  Verdict
  The Octavia e-TEC is a fine first effort at mild-hybrid propulsion from Skoda. It drives smoothly, while the ride, refinement and practicality make a strong supporting case to the impressive efficiency on offer given the price. In SE Tech trim the Octavia Estate e-TEC is a versatile and affordable choice for those looking to explore what electrification can offer.

  

  If you’re dead against diesel and still find the price of a plug-in hybrid hard to swallow, then mild-hybrid tech can be a more affordable way into an impressively efficient model – and the Skoda Octavia 1.0 TSI e-TEC proves this fact resolutely.

  The e-TEC tag highlights that the Octavia, tested here in Estate form, is powered by a 1.0-litre three-cylinder turbocharged petrol engine with a belt-driven starter-generator as part of the car’s 48-volt electrical system.

  It charges a small 0.6kWh lithium-ion battery when slowing down or lifting off the throttle, allowing engine-off coasting, which it’s surprisingly keen to do. It can also provide a boost of torque (up to 50Nm) to help performance when pulling away.

  

  You simply don’t notice it working though, such is the system’s impressive calibration. Given that this is Skoda’s first mild-hybrid model, it’s a great effort. Total output is 108bhp and 200Nm of torque, enough for a 0-62mph time of 10.6 seconds. But that’s not important. It never feels quick, but it also never feels slow or particularly underpowered, despite the Estate’s weight.

  Performance is adequate because the combustion engine’s torque is delivered low down, helped by the turbo’s variable-vane geometry, plus the small electric boost.

  

  Refinement is excellent because the three-cylinder unit is so quiet under light loads when cruising that you rarely notice the engine cutting out. The needle on the digital rev counter falling to zero is the main hint.

  Touch the throttle and the petrol engine fires back up quickly and smoothly (a benefit of the mild-hybrid technology and its starter-generator system), while the DSG dual-clutch gearbox handles changes with similar finesse, even if it is a little jerkier at low speed, losing some drivability compared with the best automatics.

  

  The beauty of this set-up is claimed efficiency of 54.3mpg and CO2 emissions as low as 118g/km, yet in fleet-focused SE Technology trim the newcomer costs from just £24,505 – that’s £7,680 less than an Octavia Estate iV plug-in hybrid in the same specification.

  You get the same level of equipment, but due to the need to package the iV’s bigger battery there’s 150 litres more room in the e-TEC’s boot (its battery is located under the front passenger seat), at a total of 640 litres. This has long been an Octavia Estate strong point, and it’s no different here, with a simply cavernous load bay that opens out to 1,700 litres, while a pair of levers in the boot means you can flip the seat backs down at the touch of a button.

  

  SE Technology is a solid blend of kit and cost, with LED headlights, Skoda’s Front Assist system with collision warning and autonomous braking, a 10-inch touchscreen infotainment set-up with sat-nav, Android Auto and wireless Apple CarPlay, a 10.25-inch digital dash panel, all-round parking sensors, dual-zone climate control, and 16-inch alloy wheels all fitted as standard.

  Those rims help deliver a nice level of comfort and the Estate rides with composure but plenty of compliance. Combined with the quiet powertrain, it’s a very refined car.

  It’s a bit bland and boring inside, despite the new fourth-generation Octavia’s smarter cabin design, while the lack of personality isn’t helped by our car’s metallic grey paint, but then this is a pragmatic choice and it fulfils that brief completely.

  

  Remember that while it’s more affordable, despite the ‘hybrid’ tag associated with the e-TEC name, as a mild-hybrid it can’t run solely on electric power; its battery isn’t big enough for that and the belt starter-generator isn’t strong enough to support it. It means that if you’re after a heavily electrified model to lower your running costs (especially if you mostly travel short distances that could be covered on electricity alone) then the Octavia iV will be a better choice, with fuel efficiency claims of up to 282.5mpg and CO2 emissions as low as 23g/km.

  As with any PHEV, take these figures with a pinch of salt, because if you don’t plug in at every opportunity when the battery is depleted, you’ll be carrying around that extra weight but not reaping the benefit.

  If as a result your circumstances still don’t work with a plug-in though, this mild-hybrid model is yet another great Skoda.

  Model:	Skoda Octavia Estate 1.0 TSI e-TEC DSG SE Technology
  Price:	£24,505
  Engine:	1.0-litre 3cyl mild-hybrid petrol
  Power/torque:	108bhp/200Nm
  Transmission:	Seven-speed dual-clutch automatic, front-wheel drive
  0-62mph:	10.6 seconds
  Top speed:	124mph
  Economy/CO2:	54.3mpg/118g/km
  On sale	Now

  autoexpress.co.uk

• New Skoda visual identity

  The next generation of Skoda models will not be distinguished by the previous emblem, according to the company, but instead a new mark will be used.

  Revealing its new visual identity, along with the new Modern Solid design language, Skoda confirmed that two versions have been created: an updated classic emblem and a lettermark.

  The historic emblem, which will be used for communication and digital purposes only, replaces the 3D design for a 2D effect. Like the Volkswagen logo, it's simpler and cleaner than the previous design, so it looks better digitally, according to Britain's Autocar.

  The letter version was created to be installed on all future cars. This will be introduced across the range from 2024, with the new Skoda Superb and Skoda Kodiaq models to be announced next year expected to be the first to carry it, followed by the refreshed Skoda Octavia.

  It will also have a confirmed seven-seat electric SUV, a supermini and a compact crossover, which should arrive before 2026. These will also be the first cars to go on sale with Skoda's new design language.

  Skoda says these changes are the biggest for the company in the last 30 years.

  Describing the new logo, head of sales and marketing Martin Jahn said: "We see this as the perfect opportunity to align our brand to a decade of transformation."

  For the lettermark, the designers incorporated the accent usually found above the "S" into the letter - which they describe as a key to their Czech roots. The firm wanted to maintain the accent while removing the confusion it believed it had created among non-Czech-speaking customers.

  The new emblem features two different shades of green, called Emerald and Electric, which Skoda says represent ecology, sustainability and electromobility.

• Recorded new Skoda Fabia

  The official announcement from Škoda arrived in September last year that the new, fourth generation Fabia will be on sale during 2021, and then it was confirmed that its station wagon version (Fabia Combi) will also get a successor.

  The current, third generation Fabia was promoted in 2014 at the Paris Motor Show, while in 2018, an updated version of it was shown at the Geneva Motor Show.

  

  Still, given the innovations in the B segment (the new Renault Clio, the new generation Peugeot 208, the Opel Corsa, the Hyundai i20 and the Toyota Yaris), it’s time for bigger changes.

  With a more striking look modeled on the brand's newer models (Scala, Kamiq, Octavia), the new Fabia will be built on the MQB A0 platform, and will also get a more modern interior and advanced technology.

  Some information says that the car will be slightly wider, as well as that the spaciousness in the cabin will remain at a level similar to the current model so that the Fabia does not get too close to the larger Scala. Still, that will be enough to be one of the most spacious cars in its class. Also, the trunk should be slightly larger than it is now.

  

  A wider wheelbase, better sound insulation, better quality materials in the interior, richer equipment, as well as a digital instrument panel (for more expensive versions) and an infotainment system with a screen of up to 9.2 inches are also announced.

  As for the engine, the basis will be a 1.0-liter three-cylinder petrol engine in several versions, with a 5-speed and 6-speed manual transmission, as well as a 7-speed dual clutch. Mild-hybrid versions will also be available, while diesel and plug-in variants do not appear to be available.

• Skoda Enyaq Coupe review
   

    PROS

  • It's an Enyaq, so it'll be easy to live with
  • Roomy, inviting interior
  • Long-range from biggest battery pack

   CONS

  • Likely to cost more than standard Enyaq
  • infotainment less intuitive than rivals
  • Above average road noise

   

  Is the Skoda Enyaq Coupe any good?

  The Coupe version of our current Car of The Year promises more style at a modest price premium over the regular car – but it is aimed squarely at a higher-end audience. Under the skin, the two cars are mechanically identical, which means in the case of Skoda Enyaq iV Coupe, it's off to a very good start.

  When it goes on sale later in 2022, it will be up against its in-house rival, the Volkswagen ID.5, and we'll wait and see how that goes. But we can say it's good – we've driven one in prototype form (the iV 80) and we'd go ahead and say yes. Mostly because it's remarkably similar to the SUV Enyaq.

  It's probably the most premium car Skoda offers – you can't spec a base-model car, for instance. And in a world where Brits are obsessive about buying M-Sport, AMG Line, and S-Line, it makes sense. As a consequence, it's not the coupe shape that's the biggest difference between this and the SUV. It's the thinking behind it.

   What's it like inside?

  You won't find any interior pictures yet because the car you see here wasn't quite finished.

  Nevertheless, the Enyaq Coupe's interior is handsome and airy. The first thing that strikes you when you step in the cabin is the amount of space. There's loads of elbow and head room, for instance.

  Up front, the infotainment is pared back and very modern. The Coupe will come with Skoda's latest software, so new that it wasn't ready in time for us to test it. Not much is known about it other than it improves charging times.

  Look up and you'll notice a huge glass roof. The light coming in makes the Skoda feel huge.

  Seating for rear passengers is strong. That huge glass roof doesn't cut into headroom too much either.

  Boot space is large, at 570 litres, although the regular Enyaq's measures in at 585 litres. It remains usefully wide and easy to unload into.

  

  What's it like to drive?

  Broadly the big coupe is solid and comfortable. There's nothing that will be particularly new or exciting (until the vRS model comes along in 2022) for anyone accustomed to electric driving.

   But if electric cars are new to you, you might find the Enyaq Coupe to be quick off the mark. Acceleration is brisk up until 40mph where it begins to tail off.

  The steering is neutral, neither particularly heavy nor light. Turning circle is impressive for a car of this size. Brakes are a bit spongy and take a bit of a heave, but you get used to it.

  The suspension is soft and it floats along nicely over most surfaces. A fair bit of tyre and road noise at autobahn speed mind you, especially as our test car was riding on 19-inch wheels. Enyaq Coupes will be available with 20 and 21-inch wheels too. We expect cars with bigger wheels to be even louder.

  What models and trims are available?

  Model	Power and torque	0-62mph time	Top speed
  Enyaq iV 60	179hp, 310Nm	8.4secs (est)	99mph (est)
  Enyaq iV 80	204hp, 310Nm	8.2secs (est)	99mph (est)
  Enyaq iV 80x (all-wheel drive)	262hp, 425Nm	tbc	tbc

  
  You'll be able to choose from Loft, Suite, Lounge, Ecosuite, and Sportline trims.

  What else should I know?

  The Enyaq Coupe will be formally announced on 31 January, with UK sales starting later in 2022. Prices will be announced nearer the time.

  Should you buy one?

  If you're wedded to the idea of having an electric family car that's just a bit flashier than the ordinary, the Enyaq Coupe seems like a good idea.

  Full prices are yet to be announced, but expect it to cost around £1,500 more than the regular Enyaq.

  For many people after the biggest and best, the 300hp vRS will be a tempting buy. We'll let you know more once we drive it.

  What we like?

  The coupe shape might be a bit of a niche, but it looks suitably different enough without compromising on practicality.

  Ride is pliant and pillowy. Exactly what you're after.

  What we don't like

  Infotainment is fiddly. Irritatingly confusing when you just want to turn the fan down.

  Road noise is harsh at motorway speeds.

  We'll keep this page updated as more information is released.

  https://www.parkers.co.uk/skoda/enyaq/coupe/review/verdict/

• Skoda has prepared a new version of the Octavia model

  Skoda has prepared a new equipment package for its bestseller, so the fourth generation Octavia model will now be offered for the first time in a more dynamic edition - Sportline. It will, therefore, be a version just below the sporty Octavia RS model.

  Situated between the Style trim level and the sporty Octavia RS model, the new Sportline variant brings black exterior elements, a three-spoke multifunction sports steering wheel, sports seats with integrated headrests and, perhaps best of all, the option to order with DCC dynamic chassis control.

  On the outside, the Sportline Octavia differs from the others in the front splitter, as well as in the grille frame and the Skoda inscription on the tailgate, which comes in a glossy black color. The rear is also a black diffuser with chrome elements, while the hatchback version also boasts a black rear spoiler.

  Standard equipment for the Octavia Sportline includes black 17-inch Pulsar alloy wheels, and metallic black 18-inch Vega wheels are also available as an option, and exclusively for Sportline 19-inch black polished Taurus alloy wheels. The front wings are decorated with Sportline badges.

  In terms of engines, the Škoda Octavia Sportline is available with petrol and diesel engines, a natural gas (CNG) version, as well as plug-in hybrid and mild-hybrid technology and front-wheel drive or all-wheel drive. Output power ranges from 85 kW (115 hp) to 150 kW (204 hp). The 110 kW (150 hp) 1.5 TSI petrol can be ordered with the optional 7-speed DSG transmission and mild-hybrid technology, while the 140 kW (190 hp) 2.0 TSI comes standard with a DSG transmission and all-wheel drive.

  The 2.0 TDI diesel can be ordered with 85 kW (115 hp), 110 kW (150 hp) and 147 kW (200 hp).

  The Octavia iV Sportline is a 150 kW (204 hp) plug-in hybrid, while the G-TEC version on compressed natural gas (CNG) delivers 96 kW (130 hp).

  In the cabin, the Octavia Sportline is inspired by the level of Style equipment and includes Piano Black decorative strips. The sports seats have integrated headrests and are equipped with specially breathable ThermoFlux upholstery. The multifunctional sports steering wheel has three arms and the Sportline mark, while the decorative sills on the front door have the inscription Octavia. In addition, the new variant of the Czech bestseller also offers well-known Simply Clever solutions, such as a USB-C port on the interior mirror.

• Skoda Karoq Review

  If you want a well-built small SUV with plenty of space, the Skoda Karoq is well worth a look. Just don’t expect to be wowed by its design or the way it goes around corners.

  The Skoda Karoq is the Czech brand doing what it does best – providing practical family transport with plenty of equipment and few fripperies. It’s comfortable, too, but you’ll have to look elsewhere if you want style and driving entertainment.

  In short, it’s the knife and fork of the SUV world, dead simple and wonderfully effective.

  

  Having said all that, the Skoda Karoq is an excellent choice if you want a roomy small SUV with a raised driving position and a solid-feeling interior. As an added bonus, it comes with loads of clever features that’ll make it dead easy to live with.

  The Skoda Karoq isn’t a car to shout about all its clever kit, though – it certainly doesn’t look as flashy as the sportier Hyundai Tucson and Kia Sportage. You do get some cool two-piece headlights like on the larger Kodiaq and the Karoq’s raised ride height means it’ll still tower over most conventional family hatchbacks in the school car park.

  Step inside, and the Skoda’s sensible, staid theme continues – garish colours and oddly placed buttons just aren’t Skoda’s style. While this might mean the Karoq’s cabin isn’t particularly memorable, it does mean everything’s a doddle to navigate and use – including the standard 8-inch touchscreen infotainment system.

  You’ll be sitting comfortably while you fiddle with the Skoda’s built-in gizmos, too. Every model comes with height-adjustable front seats to help you get settled and there’s absolutely loads of space for tall adults to stretch out.

  The Skoda Karoq’s sliding rear seats and wide cabin mean three adults won’t feel like tinned sardines in the back and the boot’s roomy enough to carry everything you need for a family week away. It’s easy to load and you can even remove the back seats in high-spec cars to carry some seriously bulky loads, just like in a van.

  The Skoda Karoq is a no-frills family SUV with a very practical cabin and a range of sensible, economical engines.
  Mat Watson, carwow expert

  That said, the Skoda Karoq drives much better than any van ever will. Entry-level SE models have comfy suspension that only jars over sharp bumps and the cabin is quiet at a cruise – save for a little bit of wind noise coming from the door mirrors.

  

  You won’t notice any of this around town, but the slightly jerky automatic gearbox can start to frustrate when pulling out of junctions and parking in town.

  Stick to the standard six-speed manual and one of the Skoda Karoq’s smaller petrol engines though, and it feels right at home nipping to the shops or pottering along urban streets.

  If motorway journeys are more your thing, a diesel will be more economical and you’ll want to consider the optional adaptive cruise control that’ll accelerate, brake and steer to keep you in lane.

  All this makes the sensible Skoda Karoq one of the safest and most practical small family SUVs on sale. It’s well worth seeing how much you can save by checking out our Skoda Karoq deals, then.

  Common Skoda Karoq questions

  What does Karoq mean?
  Kodiaq, Karoq, Kamiq… you see the theme here – Skoda names its SUVs starting with the letter K and ending with the letter Q.

  The origins of the Karoq name goes deeper than that, however. The name is derived from Alutiiq – a native Alaskan language. Karoq is a combination of the terms ‘KAA’RAQ’ (car) and ‘RUQ’ (arrow – an arrow is part of the Skoda logo). Hence Karoq.

  Is the Skoda Karoq 4-wheel drive
  The Skoda Karoq can come with four-wheel drive. The 2.0-litre 190hp petrol and the 2.0-litre 150hp diesel are 4×4 cars. And remember, the chunkier Karoq Scout model is only available as a 4×4.

  Where is the Skoda Karoq made?
  The Skoda Karoq is made at Skoda’s main plant in Mlada Boleslav alongside the Octavia, Fabia, Scala and the new Kamiq SUV.

  How practical is it?
  The Skoda Karoq has a big boot and space inside for four tall adults. The VarioFlex back seats can slide and recline individually, or be removed for a huge load bay

  Skoda Karoq interior

  The Karoq’s cabin might not be particularly exciting to look at but it feels sturdy and all models get a slick 8-inch touchscreen infotainment system as standard

  Style
  
  The Skoda Karoq’s interior is logically laid out, solidly built and packed with useful features.

  Expensive-feeling soft-touch plastics are used for the top half of the dashboard and the doors, and although the lower half of the dashboard’s plastics aren’t soft they don’t look cheap.

  The large glovebox lid feels robust and opens with a damped action, you get flashes of chrome and reasonable looking trim pieces that brighten up the interior. The only black mark in terms of quality is the cheap-looking plastic used for the lower half of the doors.

  Even entry-level cars get an 8-inch colour touchscreen with clear graphics which does wonders for adding a bit of a high-tech air to the Karoq’s cabin.
  SE models have chrome door handles and chrome surrounds for the air vents that give them a classier look than an equivalent Nissan Qashqai. The Karoq comes with attractive dark cloth upholstery that should hide bad stains very well. SE L models are worth considering though because they come with suede-effect upholstery that looks and feels expensive.

  

  In fact, it’s nicer than the leather you get in Edition models, although the latter should be a lot easier to keep clean. Edition models also get lights that illuminate the sides of the car at night – so you don’t hop out into puddles – and ambient lighting that makes the interior look prettier at night.

  If you fancy something a bit sportier, there’s also the aptly named Sportline model. These versions come with more supportive front seats with some contrasting silver trim, a set of aluminium pedals and a posher leather-trimmed steering wheel.

  Infotainment

  Even the entry-level SE Karoq comes with an 8-inch touchscreen that’s smart looking and easy to use.

  It’s actually slightly easier to operate than the upgraded system because it has a couple of large knobs for volume and scrolling in and out of maps.

  Sat-nav doesn’t come as standard, but you do get Android Auto, Apple CarPlay and Smartlink so you can use the navigation apps on your compatible smartphone via the Karoq’s big screen. It’s such a good system that you’ll not miss having integrated sat-nav and it also makes it easier to access your phone’s contact list and play music.

  Mid-range SE L models’ infotainment screens look exactly the same but do come with Skoda’s own sat-nav system. Its graphics are slightly more detailed than the ones you get when you use your phone, but your phone’s sat-nav is better because it can route around congestion.

  Edition models are the only ones to come with a 9.2-inch sat-nav screen that has a faster processor – although loading times are quick enough on the other systems – and a higher-resolution display.

  Its touch controls – for volume and map scrolling – are trickier to operate when you’re trying to concentrate on driving, but on the plus side, they give the system a pretty, glassy appearance that looks a fair bit posher than the cheaper screens. It also gets gesture control – so you can wave your hand to scroll through menus, but its unresponsiveness means it isn’t worth the extra cash.

   

  Source: carwow.co.uk

• Skoda Kodiaq Review

  The Skoda Kodiaq is a big, practical family SUV that’s available with seven seats – although the rearmost two are only big enough for kids.

  Is the Skoda Kodiaq a good car?

  If you’ll forgive the tired cliche, the Skoda Kodiaq is like a Swiss army knife. It’s got all the tools to suit any situation, and once you’ve driven one, you’ll wonder what you did without it. It’s best aspect is its practicality, though, as it’s massive inside.

  It’s a seven-seater SUV like the VW Tiguan Allspace and SEAT Tarraco, and it’s available in lots of configurations, from a diesel front-wheel-drive manual right up to a powerful four-wheel-drive automatic petrol called the vRS.

  It’s not the biggest seven-seater, but it’s very roomy on the inside, but a seven-seater MPV like a Renault Scenic is slightly better for carrying lots of people around, because the rearmost seats in the Skoda are only useful for kids.

  It’s at its best as a five-seater, because in that configuration there’s an absolutely enormous boot. In five-seat mode there’s room for everything you need for a family holiday with space left over, and with all the seats folded down, it’s van-like in there.

  This is the first seven-seater Skoda has ever made, and it’s spot on for family life.
  Mat Watson
  carwow expert

  The interior is practical too, with plenty of clever touches, but it’s also good quality. The plastics and materials used look and feel good, and build quality is high. It makes the Kodiaq feel a lot more upmarket than a Nissan X-Trail, for example.

  

  Plus, the Skoda Kodiaq is really easy to drive. There are some blind spots, but the high driving position gives a good view forward and the steering is very light. The same is true of the gearshift in manual models, and auto versions are even easier.

  The suspension is a little firm around town at low speeds but it settled down nicely on the motorway, so the Skoda is comfortable overall. Versions on bigger wheels aren’t as comfortable so the lower-spec cars actually make more sense.

  There’s a great range of engines to pick from, too. The 1.5-litre petrol model is a highlight, thanks to a good mix of performance and economy, but if you’re off-roading or towing in a four-wheel drive car, we’d go for the 2.0-litre diesel as it’s really torquey. The vRS model is fast but not all that fun to drive, so we’d stick with more pragmatic models.

  A five-star Euro NCAP safety rating means it’s one of the safest SUVs around, so you can be relaxed about it acting as a family bus. Plus, a recent update added even more safety kit, including predictive adaptive cruise control, that steers, and adjusts your speed for you. It’s like finding another tool in your Swiss Army knife you hadn’t used before: once you know what it’s for you’ll wonder how you managed to live without it.

  Read on for more information on the Skoda Kodiaq, or see how much you can save with these Skoda Kodiaq deals.

  Common Skoda Kodiaq questions

  Is the Skoda Kodiaq a 4×4?
  Most versions of the Skoda Kodiaq come with four-wheel drive, but 125hp and 150hp petrol models and 115hp and 150hp diesel models come with front-wheel drive have to make do with front-wheel drive as standard.

  Is the Skoda Kodiaq a 7-seater?
  Entry-level Skoda Kodiaq models in S trim come with only five seats, but all other versions can be had with seven seats. Pick a high-spec Sportline or Scout version and you get seven seats as standard.

  Where are Skoda Kodiaqs made?
  The Skoda Kodiaq is built in six factories worldwide, but the majority of cars sold in Europe come from the firm’s Czech facility in Kvasiny.

  Skoda Kodiaq interior

  The Skoda Kodiaq’s dashboard is smartly designed and easy to use, but it doesn’t get the same high-tech features as the VW Tiguan.

  Style
  The Skoda Kodiaq interior is of good quality and feels well-built. The dashboard, doors and centre console are all covered in nice soft-touch plastics, while the seats – trimmed in suede-like Alcantara on high-spec SE L models – are supportive and help make the interior feel genuinely upmarket.

  

  Everything is pretty easy to operate, too, as you’re not faced with a huge number of buttons; and, the knobs for the ventilation system and stereo volume are easy to operate when you’re on the move.

  The standard infotainment system is operated through an 8-inch touchscreen, which is flanked by two banks of shortcut buttons and a pair of neat vertical air vents, while the gloss black wood-effect dashboard trims look great – even if they’ll scratch easily over time.

  However, it’s not all good news: the second digital display in the instrument cluster looks significantly more dated – think Game Boy rather than iPad – and some materials in the rear feel brittle and cheap; but, in both cases, this is nit-picking.

  Infotainment
  Entry-level Skoda Kodiaq SE cars come with an 8-inch touchscreen infotainment screen. It’s sharp, bright and easy to read, and comes with a set of handy shortcut buttons to stop you getting lost in a sea of menus. Unfortunately, these buttons don’t buzz or click when you press them so you’ll have to occasionally take your eyes off the road to make sure you’re hitting the right ones.

  A neat proximity sensor displays extra on-screen buttons when it detects your hand nearing the screen. This is especially useful when you’re using the built-in satellite navigation on SE L cars – it’ll flash up petrol station icons when you reach for the screen and hide them away automatically so you can see the map more clearly.

  The standard sat-nav can rapidly calculate three route choices at once and you can swipe and pinch to zoom to preview its directions – just like using a smartphone. Unfortunately, the screen’s glossy finish shows up grubby finger marks like nothing else.

  

  Happily, Android Auto, Apple CarPlay and MirrorLink connectivity to mirror your smartphone’s navigation on the built-in infotainment screen is standard on all Kodiaqs.

  High-spec SE L models come with a larger 9.2-inch touchscreen infotainment system while top-spec Edition versions have a wireless smartphone charging feature that’ll also boost your phone signal.

  Unfortunately, if you like to stream music from your phone, the standard stereo just isn’t up to scratch. The Skoda Kodiaq’s Bluetooth connection makes your music sounds tinny and bassless – things sound much better when you connect your phone using the USB port. Upgrade to the Canton sound system and you’ll be rewarded with much clearer and bassier tunes.

  Source: carwow.co.rs

• Skoda Octavia (2021) review: simply too clever

  Already the practical and well-respected choice when it comes to members of the Volkswagen Group, the latest-generation Skoda Octavia is now treated to even more tech, engine and chassis components from the VW toybox, including those shared with the Seat Leon and more upmarket relatives like the equally new Volkswagen Golf Mk8 and Audi A3.

  The four-door Skoda hatchback was always known as the sensible option of these cars over its many generations, so does this new latest version of Octavia carry on that trend after a big injection of 2021 tech?

  What’s new?

  The hatch is 19mm longer and 15mm wider than before, and the already cavernous boot has increased in volume by 10 litres to 600 litres for the hatch variant – absolutely massive for something running in the same class size as the VW Golf. LED lights are standard, front and rear.

  

  The biggest change, though, is inside. It’s even tidier and airier in here than before and there are new, posher (and genuinely lovely) materials adorning the dashboard, doors (including slick new doorhandles) and an attractively retro two-spoke steering wheel. All models to have been introduced so far have cruise control, digital instruments, dual-zone air-con and wireless Apple CarPlay as standard.

  As we’ve mentioned, the Octavia also now uses tech from the Mk8 Golf, meaning all-new software for the free-standing infotainment system. This system upgrade (if you can call it that, which we’ll get to soon) has minimised the number of buttons. New tech options to be made available include LED matrix headlights and a head-up display, along with ‘Ergo’ front seats with massage function.

  

  Let’s get out on the road, please

  Don’t come here for driving thrills (the hot vRS version will sort you out there), instead just get comfortable and cruise, as it's all just very pleasant. Not blow-your-mind amazing, but far from rubbish either; the manual has a sweet shift to it and is accompanied by a light clutch. The brakes have plenty of feel and the steering weight is well-judged; light n’ easy in town and relaxed with some additional weighting on the motorway.

  

  What excels is the ride; our test car rode on 18s – the highest size you can spec on a regular Octavia – and, even so, the suspension delivers impressive balance. It’s a little roly-poly in the corners, but bigger lumps are still smoothed out with aplomb and there’s not much road noise either.

  

  Our test car was a manual-equipped 1.5 TSI with 148bhp. The engine itself is already familiar to us in recent years driving VW Group products, and it’s still an engine we recommend. It’s fast enough, though feels a little breathy at the top end – you’re better served by juggling the ratios and using the torque band instead. It’s also tremendously hushed; barely a grumble is heard even at higher revs. Cylinder deactivation under low throttle loads will help your economy, too – we were seeing high 40s during our drive.

  Is it still as practical as ever?

  Yes and no. It’s a gripe that’s plagued the latest Golf, and it’s one that we have to begrudgingly talk about here, too: the infotainment. While that new, central display does wonders for cleaning up the cabin and the digital instruments mean you don’t have to look over at the middle screen as much, the method in which you activate or change simple controls requires going through sub-menu after sub-menu.

  Changing the air con temperature or fan speed, plumbing in an address into the navigation or even changing the drive mode feels like more of a faff than it ought to be; the old Discover infotainment used by Skodas (and VWs) of old was much more intuitive. There are also varying sensitivity issues; the central screen is hypersensitive to touch, so much so that you could scroll down a menu when you just wanted to tap at something, while the flat volume touchbar just below the central screen can either barely recognise your input or quickly deafen you if you stroke it awkwardly. Just use the steering wheel controls.

  

  Elsewhere, though, the Octavia is still as roomy as ever. Rear legroom can hold the lankiest of adults, and you can’t forget that huge 600-litre boot is bigger than some estate cars out there. Skoda also still boasts about its little Simply Clever touches, so you still get an umbrella in the drivers’ door, a ticket holder in the windscreen, an ice scraper in the fuel cap and so on.

  Skoda Octavia: verdict

  It’s a shame that the infotainment system has taken a step in the wrong direction, frustrating enough to lop off an entire usability star on our verdict. Considering you’re going to use it constantly, we suspect it will take some time to get used to; perhaps Skoda has made its Octavia too Simply Clever for its own good.

  But, other than that, Skoda has pulled it off once again. The Octavia is still a no-nonsense family hatch that rides well, is pleasant to drive, delivers good value and is still as roomy as it always has been.

  

  Specs

  Price when new:	£25,150
  On sale in the UK:	Now
  Engine:	1498cc turbocharged four-cylinder, 148bhp @ 5000rpm, 184lb ft @ 1500rpm
  Transmission:	Six-speed manual, front-wheel drive
  Performance:	8.2sec 0-62mph, 142mph, 42.2-50.4mpg, 127-153g/km
  Weight / material:	1338kg
  Dimensions (length/width/height in mm):	4689/1829/1470mm

  https://www.carmagazine.co.uk/car-reviews/skoda/octavia-hatchback/

• Skoda Octavia iV Estate review: Ivy League hybrid

   

  ► Plug-in load-lugger offers big boot and electric range
  ► Ideal for private or company car drivers alike
  ► Standard iV makes more sense than vRS version

  Some cars appeal to your head, while others grab you by the heart. Then there are modern Skodas - some of which start with the former but end up doing plenty of the latter, to a fairly unexpected extent.

  

  Few will browse and configure an Octavia iV in the advanced stages of face-flushing lust, but it’s easy to find yourself getting a little hot under the collar at the idea of a handsome estate car with 43 miles of electric-only range, a ludicrously low benefit-in-kind tax rate, a handy 201bhp with which to get around and the promise at least of some very miserly fuel consumption.

   This, smaller, iV (the bigger Superb launched first) goes about its business with the kind of quiet and classy competence that, in time, is likely to nurture a real if unlikely love for this hunk of smartly-creased, petrol ’n’ electric metal.

  

  What’s the Skoda Octavia iV like to drive?
  Under the hood is a 1.4-litre turbo four-cylinder, an e-motor the other side of the clutch (housed within the twin-clutch gearbox) and, out back, a 13kWh battery that, in return for that decent all-electric range, steals some boot space and adds 135kg of weight.

  On the road, the iV just works, blending quiet and refined (if steady) progress on electric power alone. The petrol motor feels reluctant to contribute in the best of PHEV traditions, so it’s easy to whisk around on quiet e-power without having to keep half an eye on the gauge to make sure you’re not about to inadvertently fire up the four-pot.

  

   In more conservative drive modes the Octavia coasts forever too, meaning you can release the gas hundreds of yards before a roundabout or junction and roll up to it silently and efficiently. If you’d rather the regenerative brakes assist your deceleration in a more natural way then simply switch into Sport mode for one-pedal regen up to every traffic light and junction.

  Handling-wise there’s plenty of grip and ride comfort, even if the car’s weight and soft set-up conspire to create a floaty sensation at times and a decent slug of roll should you get carried away, with nicely weighted and calibrated driving controls (abrupt brakes aside).

  Does it work as a PHEV?
  If your usage is textbook PHEV – off-street parking with a garage for charging (albeit on a three-pin plug) and daily short journeys – then, within those parameters, the iV excels.

  

   Anything less than ideal conditions will see the fanciful fuel economy claim drop but you should get 55mpg at the very least, and in cold weather on a route poorly suited to EVs, we ‘lost’ around 20 per cent of the displayed battery range (covering 21 miles on 24 miles of range and 16 on 21 miles).

  You can well imagine going months between fill-ups, so little work does the engine do if you exhibit a shred of restraint - a stern challenge on motorways, where the Skoda’s weight, drag and e-power limits you to a mobile-chicane 70mph.

  What’s it like inside?
  In the cabin there’s space, order, a touch-based interface you can work with and the unmistakable perfume of VW Group quality – the Octavia’s is a £35k interior that feels like a £45k one.

  

   The Octavia has the least fussy infotainment system of its Golf/Leon/A3 siblings, with physical buttons on the centre console and clear, and well laid-out menus. Small annoyances remain – static home and menu buttons on the 10.25-inch touchscreen are a useful touch, but they’re positioned on the side of the screen furthest away, and fans of a physical volume knob will still have to retrain their fingers to the slidey arrangement now used across the VW Group.

  In terms of PHEV-specific giveaways though the only obvious change is a battery level meter on the left-hand side of the digital cockpit where the coolant temperature used to be. Positioned opposite the petrol gauge, this gives a clear and instant view of your remaining fuel and charge.

   Practicality-wise the iV loses little – the gargantuan rear legroom remains and the boot is only mildly inconvenienced, with the space under the floor taken up by the battery, and cable storage slot. The Octavia’s boot is so large anyway this reduction in volume is of little consequence, dropping from 640/1700-litres to 490/1555 seat up/down – the same as an Audi A4 Avant or BMW 3 Series Touring.

  

  Verdict
  Like all plug-ins the Octavia makes sense for regular, reliable journeys within its electric range (which in fairness is usefully long) and the occasional longer jaunt on petrol power. Basically, it’s a great company car if you live 20-30 miles from the office, and still visit it five days a week.

  Its ultra-low 6% BiK rate thanks to low CO2 and decent e-range means it’s good value for business use, although perhaps not so good as those willing and able to take the plunge into a full EV.

   There’s also a vRS version of the Octavia iV if your heart craves a little more speed, body control and kudos. We think that the uprated plug-in powertrain becomes unresponsive and at times confused in a hot hatch setting, undermining the keen steering and chassis, though.

  No, stick with the standard iV. And be prepared to fall for – of all things – a plug-in estate. Not exciting but classy, refined, a pleasure to drive.

  Source: carmagazine.co.uk

• Skoda Octavia selected for "Family Car" as part of the selection for "Women's World Car of the Year"

   

  The SKODA OCTAVIA won the “Women's World Car of the Year 2020” award in the “Family Car” category.

   This is the first success for the Czech car manufacturer within this international award, which is being awarded for the tenth time this year, and which is awarded exclusively by professional car journalists. As one of a total of nine winners in individual categories, the ŠKODA bestseller is now competing for the main prize: the winner of the main award "Women's World Car of the Year 2020" will be announced on March 8 on the occasion of International Women's Day. The jury consists of 48 journalists from 38 countries from Argentina to New Zealand.

  The "Women's World Car of the Year" award has been given since 2011, and the jury consists exclusively of professional car journalists. This year, 48 members of the jury from 38 countries evaluated all nine models that were presented between January and December 2020, and first nominated three finalists in each of the nine categories at the beginning. In the "Family Car" category, the OCTAVIA model won and thus qualified as a candidate for the main prize.

  The evaluation criteria are, for example, safety, quality, price, design, driving comfort and environmental friendliness.

• Skoda Octavia vRS Estate review

  “The Skoda Octavia vRS Estate offers great performance, technology, space and choice”

  The vRS version of the Skoda Octavia hatchback might be swamped with hot hatch rivals, but the vRS estate occupies a less competitive area of the market. Its main rival for the moment is the Ford Focus ST Estate, while the Cupra Leon ST and Volkswagen Golf GTD Estate will aim to tempt you to a different part of the VW Group empire when they arrive.

  So there’s not too much choice for a fast estate of this size, but settle on the Skoda and you’ve got some decisions to make. Like before, you can pick from hatchback or estate body styles, petrol or diesel engines, manual or automatic gearboxes, and whether you want the power going to just the front wheels or to all four. Now there’s yet another option, with a new plug-in hybrid powertrain promising pace and big economy gains.

  

  The low CO2 emissions makes it seem like a good option on paper but not all of the Skoda Octavia vRS iV estate’s quirks are appealing. The battery means it has the same ride height as the standard Octavia, so its stance is less sporty, sitting higher than the petrol and diesel vRS. The battery is heavy too, adding around 250kg and blunting the car’s performance somewhat, which results in a 0-62mph time of 7.3 seconds. The positioning of the battery under the boot floor also means the PHEV loses 150 litres of boot space compared with the regular Octavia vRS estate.

  The petrol and diesel versions, meanwhile, follow the same tasty recipe as before, passed down through the generations and honed over time. Shared with the new Volkswagen Golf GTI and GTD, the Octavia vRS is offered with 242bhp petrol and 197bhp 2.0-litre diesel engines. Accelerating from 0-62mph takes 6.7 seconds in the petrol and we expect a figure of around 7.4 seconds for the more frugal diesel, which is slated to arrive in the first quarter of 2021 with the option of four-wheel drive.

  

  Whichever you decide on, all versions get pumped-up styling - like the bigger wheels, boot spoiler and black trim pieces - and a slightly racier interior than a standard Octavia. It’s quite a subtle upgrade, despite a flat-bottomed steering wheel, red stitching, more heavily bolstered seats and a couple of Alcantara suede-like trimmings. In truth, it’s probably what you’d expect from an Octavia vRS - the sportiness doesn’t get in the way of comfort and everyday usability. However, it's also noticeably less exciting than the GTI, with a muted engine and less agile handling. It's certainly a lot more practical, though, and several thousand pounds cheaper to buy.

  MPG, running costs & CO2

  New Octavia vRS iV plug-in hybrid promises a good electric range, while the diesel should be economical too

  The new plug-in hybrid Skoda Octavia vRS iV version should be very economical indeed, as long as you regularly recharge the battery. Up to 37 miles of silent electric running can be achieved, and the tiny 27-36g/km CO2 figure will appeal to any company-car drivers eyeing up a vRS. Skoda’s claimed economy figure of up to 233mpg shows what might be achievable, but again this depends on the journeys you do and how often you top the battery up. The iV model is also several thousand pounds more expensive to buy over the conventional petrol and diesel models.

  The vRS iV is fitted with a 13kWh battery, which is charged via a Type 2 connection port. A full charge takes three and a half hours when using a 3.6kW wallbox home charger. Owners can also use a three-pin domestic plug socket, which takes around five hours.

  

  When running in hybrid mode on longer journeys, the car does a good job of stretching its battery life but you can expect it to be largely depleted after a few hundred miles. Equally, when running in pure-electric mode, if driven carefully, you can expect to have some charge remaining after around 25 miles.

  With its turbocharged 2.0-litre petrol engine, the vRS manages significantly worse figures, returning up to 40.4mpg with its seven-speed DSG gearbox. Economy figures haven’t been finalised for the diesel version just yet but, given that the new car uses a similar engine to its predecessor, it’s highly unlikely the figures will be vastly different. Expect nearly 55mpg from the diesel, while CO2 emissions will put both in high Benefit-in-Kind tax brackets for business users, compared to the iV plug-in hybrid.

  VED (car tax) costs £150 a year for the diesel and petrol, and cars costing more than £40,000 after options will incur an extra £325 surcharge until they’re six years old. The plug-in hybrid version will get a £10 annual discount. Skoda offers a pretty standard three-year/60,000-mile warranty, and you can buy service plans upfront or spread the cost out monthly.

  Engines, drive & performance

  Not the fastest, but the Skoda Octavia vRS estate offers decent performance

  The big news for this latest Octavia vRS is the introduction of an iV plug-in hybrid. It’s the same system you’ll find in the Volkswagen Golf GTE, Skoda Superb iV and the Cupra Formentor SUV, so produces 242bhp and offers up a 7.3-second 0-62mph time. You might notice that’s a couple of seconds off some hot hatchbacks and estates, and the feeling of speed is blunted by the heavy battery. The last-gen vRS definitely feels that bit faster, even with the iV’s big torque reserve and a fake engine note pumped into the cabin.

  

  Weight distribution is further towards the rear with the battery underneath the boot floor, but there’s little to be gained from that as it feels like you reach the end of the car’s grip sooner. We suspect this isn’t helped by the tall ride height required by the battery (petrol and diesel models get lower suspension). That’s not to say you should immediately write off the plug-in hybrid; it’s the best choice if you want the sporty styling and will spend most of your time around town, which is where the vRS iV excels; the instant power of the electric motor and whisper-quiet running make it relaxing and refined. The transition from electric to petrol power is almost seamless, and you can choose how to use the powertrain - saving battery charge for later in the trip, for example.

  Selecting Sport mode in the vRS iV highlights that the automatic gearbox can be rather sluggish; it feels like it holds the car back when you want to drive it more quickly. Using the steering-wheel mounted paddles to change gear yourself and force the car to hold on to gears for longer makes it very easy to spin the front wheels, thanks to the extra torque from the electric motor.

  Gearbox aside, the Octavia vRS iV estate remains composed throughout faster corners thanks to stiffer suspension. The steering also provides a sharp and positive feel, giving you the confidence to accurately direct the car into corners.

  The suspension may be stiff but it’s sophisticated enough that the vRS iV makes a very comfortable motorway cruiser, with only the roar from the standard 19-inch alloy wheels noticeable inside at high speeds. The only inherent drawback of using a PHEV for longer journeys is the economy drop once the battery for the electric motor is depleted.

  The petrol engine has already impressed us in the Volkswagen Golf GTI. It has 242bhp, like the iV, but a quicker 0-62mph time of 6.7 seconds - and in the GTI it’s been tuned to feel more keen to rev to the limiter. For now, the fastest family estate in this price range is the Ford Focus ST, with its power advantage and 5.8-second 0-62mph time. Start the petrol powered vRS and the lack of drama is a bit disappointing - there's little to distinguish it from a regular 1.5-litre TSI, emitting a distant drone as you pick up speed.

  On twisty roads there's a reasonable amount of punch out of corners, but the DSG automatic gearbox is keen to shift up relatively quickly, making the vRS feel swift and mature rather than blazingly fast. The steering is direct and a limited-slip differential helps the front tyres find grip in corners, but bumpy roads and sudden direction changes can unsettle the chassis and the Ford Focus ST Estate and Golf GTI are both more exciting to drive.

  A six-speed manual or a seven-speed automatic gearbox are offered on the Octavia vRS, while the 197bhp diesel only comes with the latter - but you can add all-wheel drive. The diesel is likely to complete 0-62mph in around 7.4 seconds because it’s a little more powerful than the last car.

  Interior & comfort

  All the good bits of the standard Octavia with extra sportiness

  Inside, the new Octavia vRS looks more futuristic than the car it replaces, thanks to a sleek two-spoke steering wheel and a large floating touchscreen. You do have to access the climate control through the screen but Skoda has provided a place to rest your wrist on the full-width trim piece intersecting the dashboard. The vRS-specific touches include a flat-bottomed wheel, red ambient lighting and sports seats, and it looks a little more restrained than the Ford Focus ST estate.

  

  The vRS will come with a Virtual Cockpit digital instrument display, Matrix LED headlights, sat nav and multi-zone climate control. There's also a diamond stitching pattern for the seats with integrated headrests. Options will include extra driver assistance technology, bigger wheels and a couple of equipment packs. It's also possible to add a Canton premium stereo system with 12 speakers, adjustable suspension, a panoramic sunroof, a head-up display and an electrically powered tailgate.

  Practicality & boot space

  Space and pace; the Skoda Octavia vRS estate offers a vast boot and lots of passenger room

  Skoda didn’t need to make the Octavia’s boot any bigger - it was already class-leading - but the new car is even more cavernous. The boot capacity isn’t affected in the petrol and diesel vRS models, so you get 640 litres to fill. That’s the same as the Mercedes E-Class estate, which is class-leading itself and a bigger car than the Octavia.

  Skoda Octavia vRS Estate boot20
  The Octavia vRS iV plug-in hybrid doesn’t have so much to boast about, as the positioning of the batteries means you lose some of that huge boot. It shrinks by 150 litres; 490 litres doesn’t sound so impressive but it’s still roughly the same as you get in the BMW 3 Series Touring. It does however feature clever underfloor storage for the charging cables and means the vRS iV estate gets a completely flat load area.

  At least there’s room for your passengers to stretch out, regardless of the engine you pick. Unlike most estates this size, the Octavia allows three adults to sit side-by-side across the back row. There are an array of storage areas, plus Skoda’s Simply Clever touches like a parking ticket holder and an integrated ice scraper.

  Reliability & safety

  Skoda has achieved the best customer satisfaction in the VW Group

  It’s almost hard to believe that Skodas were mocked just a couple of decades ago; now, they’re customer favourites and consistently score highly in our Driver Power owner satisfaction survey. In 2020, the brand finished in fifth place out of 30 manufacturers, with build quality, practicality and infotainment all praised. The previous-generation Octavia finished 34th in the list of the top 100 cars on sale, and we’d expect the new car to build on that.

  

  We’ll be shocked if the new Octavia scores anything less than a five-star Euro NCAP safety rating; the VW Group’s family cars all get positive scores in crash tests. Safety systems are extensive, with collision avoidance assistance, an exit warning system and lane-departure warning. You can add even more kit to the options list.

  Source: carbuyer.co.uk

• Skoda, in cooperation with ABT, has prepared a special edition of the Scala model with 190 hp

  The German branch of Skoda, together with the tuning company ABT, has prepared a special edition of the Scala model. The car is characterized not only by significantly enhanced drive, but also an extremely attractive appearance.

  With the help of ABT, the Czech manufacturer has improved the Scala, which has 190 horsepower in the sporty S version. Skoda's German division has teamed up with the well-known factory for finishing factory models, the company ABT, and the result is the powerful Scala Edition S.

  The car is powered by an existing 4-cylinder 1.5-liter TSI turbo-petrol engine with 150 hp, from which ABT has extracted an additional 40 hp and 40 Nm. In this way, the Skoda Scala Edition S got an engine with 190 "horsepower" and 290 Nm. A 6-speed manual transmission is used for power transmission, so this Scala is the right car for traditional sports driving fans.

  

  The Scala Edition S comes in a rich, Monte Carlo equipment package, and in addition to a modified engine, it also has a harder suspension. The vehicle is lowered by 15 mm compared to the standard Scala and is equipped with 18-inch alloy wheels, which are also signed by ABT. The Scala S also has improved aerodynamics, including a large diffuser on the lower part of the rear bumper.

  The color offer consists of three options - Steel Gray, Black Magic Pearl Effect and Velvet Red Premium Metallic (like on a car with promo photos). Although ABT participated in the upgrade of the Scale S, the car will be made entirely in the Škoda factory. A limited series of 500 copies is planned, and the starting price in Germany is 33,790 euros. For comparison, the "ordinary" Scala Monte Carlo on the German market starts at 24,250 euros, and the much more powerful Octavia RS at 38,940 euros.

• The new Skoda concept heralds a radical change in the interior

  One of the great things about the current Kodiaq and Superb models is Skoda's previous interior design that includes a multimedia screen integrated into the center console, while in other models this display is in the form of a tablet that "protrudes". Things seem to be even more radical as the first teaser photo of the new Vision 7S concept announces.

  Skoda has just published the first teaser photo of the new concept, which shows a vertically positioned screen of the infotainment system, which is a solution we are seeing for the first time with the brand from Mladá Boleslav.

  And while traditionalists won't like the design, there are some extenuating circumstances like the air conditioning controls that aren't integrated into the massive screen. The rectangular digital instrument panel will be easily visible as Škoda has designed a new steering wheel that is beveled at the top and bottom.

  It seems that the company that is known for always playing it safe when it comes to design, has now decided to be bolder when designing the next generation vehicle.

  As for the Vision 7S concept itself, it should come as no surprise that it is an all-electric car. It will have room for seven passengers, and should be indicative of the Czech company's new design vocabulary. In addition, this concept should also be the basis for one of three new Skoda electric models arriving before the end of 2030. All will be smaller and cheaper than the Enyaq.

  The world premiere is scheduled for August 30, when we will get the first impression of the new Škoda interior, which is designed to be minimalist but also functional.