Skoda Scala
We find out if Czech company’s diesel newcomer has what it takes to be best in class
THE Scala is the cheapest car in this test, starting from £20, 265 in SE form as driven here. It has a 1.6-litre diesel engine with 113bhp and a six-speed manual gearbox.
Design & engineering
THE Skoda’s engine is shared with many other models in the Volkswagen
Group range. It’s a four-cylinder unit that produces 113bhp and 250Nm of torque, so it has the same power output as the petrol engine we tested last time, yet the diesel has more torque, which is the figure that often affects an engine’s flexibility.
Scalas use an evolution of the MQB architecture that underpins many VW Group cars, and the variation here is called MQB A0. This is mostly used for superminis such as the VW Polo, and the Scala is the biggest car so far on this platform.
It has MacPherson struts at the front and a torsion beam at the back, which is a cheaper and less complex set-up than the Civic’s. But the Skoda’s platform has helped engineers to shed weight, which benefits ride, handling and fuel economy – and despite its cheaper rear suspension, the Skoda doesn’t fall behind in the first of those areas either.
A simple interior design means the Scala feels more upmarket than its low price suggests. That’s also helped by the eight-inch touchscreen display, with Android Auto and Apple CarPlay as standard. Material quality is a match for its rivals’ here; it’s not particularly exciting, but it does the job. The layout of the dashboard is neat and clean, which gives it a more elegant feel, even on this SE trim.
This specification is strong for the money and features lane-keep assist, parking sensors, cruise control and air-conditioning as standard.
Driving
THE Scala’s diesel engine is torquey, with 250Nm available from just 1,500rpm, so the pulling power is delivered where you want it and easily accessible to help give a relaxed drive. That’s lower down in the rev range than both rivals here, and because the Scala is lighter as well, there’s plenty of flexibility.
The motor is a bit rattly, but isn’t overly noisy, and the slick six-speed manual transmission is satisfying to use, if slightly less precise than its rivals’ gearboxes.
Performance is good, too, because all three models are evenly matched. Just 0.2 seconds separated them in our 0-60mph tests, where the Skoda, Ford and Honda took 9.4, 9.3 and 9.2 seconds respectively. The Scala was quickest in third from 30-50mph, taking four seconds flat (0.1 seconds faster than both rivals), yet it split its rivals in our other in-gear tests. For example, 50-70mph in top took 11.3 seconds, where the Focus needed 12.1 seconds and the Civic just 9.5 seconds.
The Scala isn’t as quiet as its rivals on the motorway, because wind noise is a bit more intrusive, but it’s not by much. The engine is also spinning a bit faster, at 2,000rpm at 70mph, but it’s still a great motorway car because its motor is so efficient at speed, and the ride is comfortable.
The suspension and sensibly sized 16-inch wheels do a great job of soaking up bumps and potholes, and this is the softest-feeling car of the three. That also
means the Skoda isn’t quite as sharp to drive as its rivals, however. Still, the steering is precise and well weighted but not particularly engaging, while there’s more body roll than its rivals and not quite as much grip in corners, although there’s still plenty. This is all relative, though, because the Ford and Honda are among the best driver’s cars in this class, so it’s not surprising that they’re more fun than the Skoda.
Practicality
ONE of the Scala’s most appealing aspects is how versatile it is given the price, and the Skoda’s strong practicality is a big part of that. The boot is very large for a family hatch, at 467 litres, and although that’s not quite as spacious as the Honda’s 478-litre load bay, both are much bigger than the 341-litre Focus.
With the rear seats folded, the Skoda’s 1,410-litre total space is the biggest of the three, and it’s also the roomiest model for rear-seat passengers. There’s plenty of head and legroom in the back, plus lots of light inside, so it doesn’t feel cramped, either.
The simple and spacious interior offers a decent amount of storage as well, and continues Skoda’s trend for combining practicality, robustness and decent-quality materials in its cars’ cabins.
Ownership
SAFETY kit on the Scala SE includes autonomous braking, lane-keep assist and parking sensors, which is matched by both rivals tested here. Blind-spot assist costs £525 and a reversing camera is £300, yet the latter is standard on the Civic – although the Honda is around 10 per cent more expensive.
Our Driver Power ownership survey tracks customer satisfaction with car brands, and Skoda is a consistently high finisher; this year it came fifth. Ford was way behind in 23rd place, while Honda was much closer, in seventh.
Running costs
DIESEL power means that the Scala is at its most efficient on the motorway, and on our mixed route it averaged 50.1mpg. That was identical to the Civic’s return, which means both models will cost £1,431 at the pumps in a typical year (12,000 miles).
The Scala’s slightly larger 50-litre fuel tank means it has a range of 551 miles between fills, while the Civic can manage 507 miles. They were both beaten by the impressively efficient Ford Focus, which returned 59.9mpg on test. That works out at just £1,197 in fuel annually.