Skoda Karoq
Current class favourite has a broad range of abilities that make it a strong opponent for Ford’s newcomer
THE Skoda Karoq is our current favourite family SUV and is an Auto Express Award winner. Here, we’re testing the SE model (our pictures show a SportLine) in 2.0 TDI 150 DSG 4x4 spec, which costs £30,585.
Design & engineering
THE Karoq sits on the widely used
VW Group MQB platform, so it shares parts with lots of other models, including rivals like the SEAT Ateca and cars in other classes, such as the Skoda Octavia and larger Skoda Kodiaq. There are MacPherson struts up front, and while front-wheel-drive models have a torsion beam at the rear, our test car’s four-wheel-drive layout means it gets a multi-link set-up. There’s not too much difference between the two configurations, though, because all Karoqs are good to drive.
Adaptive dampers are available if you choose the Dynamic Chassis Control optional extra, which costs £1,030. It lowers the car by 10mm and allows you to choose damper settings when cycling through the different driving modes.
While the Ford uses mild-hybrid tech and the Toyota is a full hybrid, the diesel engine here is entirely conventional. The 2.0 TDI motor produces 148bhp, which is the same as the Kuga’s, but there’s a bit less torque (at 340Nm to the Ford’s 370Nm).
The DSG gearbox drives all four wheels here, although we’d recommend a front-wheel-drive model because it will be cheaper to run, and few will need off-roading capability in a Karoq. It might be useful for towing, though, because it helps with traction on wet grass – and the Skoda has the highest towing capacity here, at 2,100kg.
The Karoq’s interior has a neat, modern-looking layout. It could have a bit more flair, because it’s dominated by black plastics, but build quality is good.
Standard kit is reasonable, although the Skoda misses out on a few features that are included on the Ford or Toyota, such as keyless entry and a reversing camera. It does have Android Auto and Apple CarPlay, plus climate control, cruise control, parking sensors and autonomous emergency braking, though.
Driving
THE Skoda’s turbocharged diesel gives it lots of flexibility; unlike the Toyota, its auto box keeps revs low. Maximum torque arrives at 1,750rpm, so cruising refinement is good, although the Skoda’s engine is the loudest here if you do need a few more revs to get up to speed.
The DSG gearbox is very good in most situations: it shifts swiftly and smoothly, and manual changes are quick enough. Unfortunately, it’s a little jerky and laggy at low speed, especially when the stop-start system cuts the engine. The box comes into its own when you consider acceleration, though, because the Karoq was quite a bit quicker at the track than the Ford, which has an identical power figure.
The Skoda took 8.4 seconds to go from 0-60mph and 8.5 seconds to go from 30-70mph, times helped by the quick shifts of the DSG box; the manual Ford took 9.3 and 8.7 seconds in those tests respectively. The Toyota was quicker than both because it’s the most powerful car here, but all three vehicles
meet the minimum level of performance we’d expect from a family SUV such as these.
In gear the Skoda was identical to the Ford from 30-50mph in third and fourth, and slightly slower from 50-70mph in fifth and sixth. Both cars were slower than the Toyota because the RAV4’s gearbox always sets the optimal engine speed when you hit full throttle.
The Karoq is well controlled in corners and remains composed on country roads, keeping the worst potholes from crashing through the suspension. It’s good at speed too, and matches its rivals when it comes to comfort.
It’s not as good to drive as the Ford, though. Body roll is more controlled than in the Toyota, but the steering is numb and a little light, although it’s precise.
Practicality
WE’RE testing a Karoq SE model, so it has a fixed rear boot space of 521 litres.
Cars in SE L spec and above feature ‘Varioflex’ seating in the rear, which means the 60:40-split bench can slide forward and back, allowing you to prioritise load capacity or legroom.
Yet even without them there’s lots of room in the back of the Karoq. The high roofline and big windows mean it has an airy, spacious feel.
There’s up to 1,630 litres of boot space available with the rear seats folded, which isn’t quite as much as the RAV4, but the Skoda is still a practical choice. It’s got the biggest towing capacity, as well as the tightest turning circle. It means the Karoq is the most manoeuvrable and easiest to drive.
Ownership
SKODA Driver Power usually surveys, scores and well its in 2020 our result was no different. The brand matched its fifth-place finish from 2019, while Toyota was sixth, so both of these brands impressed their customers a lot more than Ford did, in 24th.
Safety kit could be better though, because there’s no lane-keep assist here, which is standard on both rivals. A reversing camera costs extra as we’ve already seen, but at least autonomous braking is fitted on the Karoq in SE trim.
Running costs
OUR depreciation experts predict that the Skoda will hold on to 45. 2 per cent its value after three years or 36,000 miles. That means it will lose £16,761 over that time, retaining £13,824 after a typical ownership period. That places it in between its rivals for residuals.
The Ford should keep 44.9 per cent, which is a drop of £16,174 over the same period to a value of £13, 201, while the Toyota is expected to retain
55.3 per cent, falling by £13,844 to £17,126.