Skoda's new hot hatch
November 26, 2008
Sport. Turbodiesel. Skoda. Three words with no apparent association. So how does that work?
Actually, it works really well in the Octavia vRS. Skoda's 'hero' model, a hot hatch more Mondeo than Focus in size, definitely still has sizzle after having gone to the dark side.
For sure, it's a lot different to the vRS we've been served for the past couple of years, the model that has the turboed 2.0-litre that serves the Golf GTI.
But forget about the petrol engine. Skoda New Zealand has. The brand has decided to become a wholly diesel brand, a transformation that starts at the top. So out goes the turbocharged 147kW TFSI that does such a good job in the go-go Golf and in comes a turbodiesel.
The idea of a oiler road rocket might seem a bit odd to some (they're probably still vexed by Skoda in general, actually), but it's weird only in the New Zealand sense.
In reality, what's new and different here is old hat in Europe. Back there, diesel racers aren't that uncommon, with a proud and rich history on road and proper track. Quite a few brands - VW included - have 'em and we're going to see more over time.
The change of fuel allegiance obviously shows in consumption - try as you might, it never really guzzles - and in environmental awareness. True, diesels are not a complete saviour - they emit less carbon dioxide (the main greenhouse gas) but more noxious gases than a similar petrol car - but it is still something of a Green GT. And it is Euro IV-compliant and particulate filtered.
Performance-wise, it's not really the same as the petrol, having less verve down low - actually, it's quite flat initially - but more mid-range muscle.
As is always the case with diesels, this isn't a story about revvy power (it manages a modest 125kW) but torque. The 350Nm maximum delivered from as low as 1800rpm is 70Nm more than the petrol served up. In fact, it's a truck-load for a car this size.
Wheel-spinning starts are within the gambit, but it's not a rev-em-up racer as the petrol was. With diesel, there's less linearity in delivery, with a momentary lack of immediate urge until the turbo spools up. This reminds how tricky it is to tune diesels for this sort of application. Keeping it quiet is also a challenge Skoda cannot quite meet; it's also noisy on start-up and diesel clatter is noticeable.
However, on the open road and riding that torque tidal wave, it's really quite lusty. In sixth gear at 100kmh, it's showing less than 2000rpm on the dial, but that's still right in the steroidal shove zone, so overtaking is a breeze. At best, you might have to cut down two cogs on the DSG transmission to get things going. Otherwise the automated manual can just be left in Drive, which seems a bit of a waste of its talents.
Remember what I said about the low-key visuals? Well, the dynamics remind why this car should not be judged by the 'sleeper' styling. The vRS shares much of its mechanicals with the Golf, which means it is a fine-handling machine, with direct steering, taut body control and good grip from the 225/40 R18 tyres.
Ultimately the characteristic front-drive tendency to push wide on tight corners cannot be disguised, and you also notice it has more of a 'big car' feel than the VW, but overall it's a really a lot of fun on a winding road. For the driver, anyway.The suspension tuning is particularly good for, while the ride is firmer than the standard Octavia's, it seldom feels harsh, and the standard stability control is not too intrusive.
Visually, the diesel and petrol vRS are indistinguishable. Deep bumpers, a boot spoiler and racy alloy wheels are part of the package intended to fizz up a car that is, as I said, a bit straight and sober. Look closely you'll see flashy painted brake callipers.
Inside, the sporting-up continues ... to a point. Black and grey sports seats with green vRS badging and a smattering of alloy-look metal are implemented, and instrumentation is clear and concise, but it's still a bit conservative overall regardless of the Golf-sourced switchgear and robust plastics. A bit more colour wouldn't go amiss.
The sports seats turn out to be a bit squidgy and less supportive than some, but it offers a good driving position and plenty of room for four more occupants. There's no arguing with the Octavia's practicality, either, with lots of storage opportunities in the cabin. The boot is excellent, too, and all-round build quality is good.
Dual-zone air-conditioning system, rear parking sensors, six-stack CD player with an MP3 input socket, heated front seats, rain-sensing wipers, cruise control and a cooled centre arm rest binnacle, ISOFIX child seat fittings and six airbags feature.
At $49,990, the Octavia vRS is a reasonable propostion for the tight-pocketed sports enthusiast looking for something out of left field. If family considerations also come into the equation, there's an edition of the larger Superb with the same drivetrain, for $10,000 more.
What this means to you: It's not a bad life in the world of proletarian performance.
Actually, it works really well in the Octavia vRS. Skoda's 'hero' model, a hot hatch more Mondeo than Focus in size, definitely still has sizzle after having gone to the dark side.
For sure, it's a lot different to the vRS we've been served for the past couple of years, the model that has the turboed 2.0-litre that serves the Golf GTI.
But forget about the petrol engine. Skoda New Zealand has. The brand has decided to become a wholly diesel brand, a transformation that starts at the top. So out goes the turbocharged 147kW TFSI that does such a good job in the go-go Golf and in comes a turbodiesel.
The idea of a oiler road rocket might seem a bit odd to some (they're probably still vexed by Skoda in general, actually), but it's weird only in the New Zealand sense.
In reality, what's new and different here is old hat in Europe. Back there, diesel racers aren't that uncommon, with a proud and rich history on road and proper track. Quite a few brands - VW included - have 'em and we're going to see more over time.
The change of fuel allegiance obviously shows in consumption - try as you might, it never really guzzles - and in environmental awareness. True, diesels are not a complete saviour - they emit less carbon dioxide (the main greenhouse gas) but more noxious gases than a similar petrol car - but it is still something of a Green GT. And it is Euro IV-compliant and particulate filtered.
Performance-wise, it's not really the same as the petrol, having less verve down low - actually, it's quite flat initially - but more mid-range muscle.
As is always the case with diesels, this isn't a story about revvy power (it manages a modest 125kW) but torque. The 350Nm maximum delivered from as low as 1800rpm is 70Nm more than the petrol served up. In fact, it's a truck-load for a car this size.
Wheel-spinning starts are within the gambit, but it's not a rev-em-up racer as the petrol was. With diesel, there's less linearity in delivery, with a momentary lack of immediate urge until the turbo spools up. This reminds how tricky it is to tune diesels for this sort of application. Keeping it quiet is also a challenge Skoda cannot quite meet; it's also noisy on start-up and diesel clatter is noticeable.
However, on the open road and riding that torque tidal wave, it's really quite lusty. In sixth gear at 100kmh, it's showing less than 2000rpm on the dial, but that's still right in the steroidal shove zone, so overtaking is a breeze. At best, you might have to cut down two cogs on the DSG transmission to get things going. Otherwise the automated manual can just be left in Drive, which seems a bit of a waste of its talents.
Remember what I said about the low-key visuals? Well, the dynamics remind why this car should not be judged by the 'sleeper' styling. The vRS shares much of its mechanicals with the Golf, which means it is a fine-handling machine, with direct steering, taut body control and good grip from the 225/40 R18 tyres.
Ultimately the characteristic front-drive tendency to push wide on tight corners cannot be disguised, and you also notice it has more of a 'big car' feel than the VW, but overall it's a really a lot of fun on a winding road. For the driver, anyway.The suspension tuning is particularly good for, while the ride is firmer than the standard Octavia's, it seldom feels harsh, and the standard stability control is not too intrusive.
Visually, the diesel and petrol vRS are indistinguishable. Deep bumpers, a boot spoiler and racy alloy wheels are part of the package intended to fizz up a car that is, as I said, a bit straight and sober. Look closely you'll see flashy painted brake callipers.
Inside, the sporting-up continues ... to a point. Black and grey sports seats with green vRS badging and a smattering of alloy-look metal are implemented, and instrumentation is clear and concise, but it's still a bit conservative overall regardless of the Golf-sourced switchgear and robust plastics. A bit more colour wouldn't go amiss.
The sports seats turn out to be a bit squidgy and less supportive than some, but it offers a good driving position and plenty of room for four more occupants. There's no arguing with the Octavia's practicality, either, with lots of storage opportunities in the cabin. The boot is excellent, too, and all-round build quality is good.
Dual-zone air-conditioning system, rear parking sensors, six-stack CD player with an MP3 input socket, heated front seats, rain-sensing wipers, cruise control and a cooled centre arm rest binnacle, ISOFIX child seat fittings and six airbags feature.
At $49,990, the Octavia vRS is a reasonable propostion for the tight-pocketed sports enthusiast looking for something out of left field. If family considerations also come into the equation, there's an edition of the larger Superb with the same drivetrain, for $10,000 more.
What this means to you: It's not a bad life in the world of proletarian performance.
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