ŠKODA Scala Monte Carlo review 2022

ŠKODA’s ascendency over the last two to three decades has been a joy to watch.

Its cars are now so good that it’s producing sports versions of them – and doing so credibly.

The Scala is a family car which blurs the line somewhat between hatchback and estate. ŠKODA felt that its Octavia, excellent though it is, was too big for some families. So, this model aims to offer something larger than a small hatchback but smaller than a big estate car.

It’s great value for money, too, with the basic entry-level car pricing cheaper than smaller hatchbacks, such as the Ford Focus and Volkswagen Golf.

However, an extra £4,500 over the price of the near bottom-of-the-ladder SE trim will get you the top-of-the-range Monte Carlo trim, the ‘perfect blend of luxury and pulse-racing sports styling’ according to its manufacturer. We’ll see about that.

The Monte Carlo version is largely de-chromed. It features black surrounds on the grill, partially black 18-inch Vega wheels, black door mirrors, black ŠKODA lettering, a roof spoiler, and prominent side skirts.

These subtle tweaks take the Scala from ordinary to... maybe not quite extraordinary, but it certainly warrants a second look.

You get a 9.2-inch touchscreen with Amundsen sat nav, a virtual cockpit, a panoramic glass roof, sports seats, styling details and full LED headlights. Cruise control, front and rear parking sensors, a rear-view camera and climate control are included too.

The Scala Monte Carlo also comes in a default colour called ‘Energy Blue’, which really looks the part.

Unfortunately, given all the blurb about sportiness, I was a little underwhelmed with the engine choices.

The 1.0-litre TSI three-cylinder produces just 110PS, while the 1.5-litre TSI four-cylinder produces 150PS. Both are available with a choice of a six-speed manual or a seven-speed DSG automatic gearbox – and all variants are front-wheel drive only.

Lower trims are also offered, with a three-cylinder 1.0-litre powerplant producing 95PS, although it’s only available with a five-speed manual gearbox. All the engines are turbocharged.

The lack of anything approaching 200PS meant my expectations were lowered somewhat. So, I was pleasantly surprised with the pulling power in the 150PS version I tested.

For example, 0-62mph is dealt with in 8.2-seconds, which isn’t bad, but it somehow felt quicker. The automatic gearbox in my test car was responsive and smooth, changing down quickly when more clout was commanded from the accelerator pedal.

I later tested the 110PS engine and found it exceeded my expectations. It felt a little sluggish given I’d just driven its bigger brother, but it had plenty of pulling power in the low-end of the rev range to make good progress off the line. Nevertheless, the 150PS engine is superior and feels more refined with a smoother power delivery. Meanwhile, its bigger capacity means it doesn’t need to be thrashed to get the most out of it – so you’ll find it’s quieter, too.

In terms of ride comfort, the suspension is absorbing and rides over creases and potholes well. But, if anything, especially for something so sports-focused, it's a tad too soft. This set-up can make the ride bouncy if the road surface is poorly maintained, although it’s somewhat offset by the larger 18-inch wheels fitted to the Monte Carlo spec car.

The springy suspension means there is a fair bit of body lean in the corners. So, rivals such as the SEAT Leon are better if you’re the sort that likes to throw a car around a bend.

Nevertheless, the handling isn’t bad. It is grippy, responsive, and the steering feels well-weighted. But it's not class-leading, and something like a Ford Focus or Volkswagen Golf is better in terms of overall drivability.

There is a fair amount of wind and road noise at higher speeds and, while it’s not deafening, the competitors are better in this department as well.

With the automatic gearbox in my test car, ŠKODA claims it’ll achieve 48.2mpg, producing 133g/km of CO2. However, it’s to be expected that the manual is slightly better in this regard, achieving 50.4mpg and 127g/km of CO2.

The 110PS engine manages 48.6mpg, producing 132g/km of CO2 with the automatic and 52.2mpg and 123g/km of CO2 with the manual.

The 95PS engine, which isn’t available on the Monte Carlo trim, manages 53.8mpg, producing 119g/km of CO2.

Inside, the Scala’s cabin is nice, although there’s less of a premium feel compared with ŠKODA’s Superb Estate and Octavia. There are fewer plush surfaces and more scratchy plastics.

Adjustable lumbar support is offered as standard on the SE trim and above, which assists with the comfort of the seats. And it helps hold you in place if you like to push the car to its limits.

Thanks to the driver's seat adjustment, finding a good driving position is easy. Furthermore, the visibility is good out of the front and rear, despite slightly meatier pillars at the back. But you get front and rear parking sensors anyway, so they should help.

The infotainment system is great, too, with shortcut buttons surrounding the screen to get to the menus you want quickly. It’s responsive, clear, crisp and, overall, very impressive. However, the shortcut buttons are touch-sensitive, so they're tricky to operate on the move.

It is also worth noting that lower trims get fewer features, while the entry-level S-trim gets a smaller screen.

The digital instrument display on the SE L and Monte Carlo grades replaces the analogue dials, giving you lots of useful statistics in a concise and informative way.

Thankfully, ŠKODA has retained physical buttons and dials for the climate control system, so it’s easy to adjust while driving.

In terms of space, taller drivers won’t be complaining about the headroom, although it isn’t as spacious as the Octavia. Thanks to the generous head and legroom, those in the back are well accommodated too. Anyone downsizing from an Octavia should be pleasantly surprised.

Three adults in the back are a bit of a squeeze, but I’ve seen much worse, and the middle seat is reasonably comfortable.

Also, there is a generous quantity of storage space with big door pockets – especially in the front – an accommodating glove compartment and a decent centre console cubby. There is also storage beneath the front seats (although that’s an optional extra) and space for your phone behind the gear selector.

Boot space measures in at 467-litres, increasing to 1,410-litres with the rear seats put down. They fold away in a 60/40 split – giving you more room than most of its main rivals. Unfortunately, folding the chairs creates a ridge, and there’s a boot lip, too. But you can reduce both if you raise the adjustable boot floor, which is, again, an optional extra.

Speaking of which, there are many add-ons, including the Simply Clever Package (yes, that's its actual name). This option adds door edge protection, a 12-volt socket in the boot and under-seat storage in the front. The Winter Pack adds heated front and rear seats.

Reliability-wise, ŠKODA is highly regarded, though perhaps not as much as the Far Eastern brands like Kia and Hyundai. Still, its dependability is greater than the likes of Volkswagen and Ford nowadays.

The Scala was awarded a five-star safety rating by Euro NCAP, achieving an impressive 97 per cent for adult occupants, 87 per cent for children, 81 per cent for vulnerable road users (i.e. cyclists and pedestrians) and 76 per cent for safety assists.

Safety gadgets include automatic emergency braking and lane-keeping assist. Although, a lot of safety tech, including some extra airbags, are only available as optional extras, along with blind-spot monitoring.

Overall, the ŠKODA Scala is an excellent all-rounder.

The engines are good and well refined, even if they don’t quite meet the Monte Carlo’s sporty credentials in terms of outright power. Meanwhile, the handling is decent, albeit not class-leading.

There seems to be little point in choosing a sporty variant if you're not going to have some level of sports performance. And, although the engines aren’t massively powerful, you’d surely have to pick the 150PS engine. This unit maintains a decent level of fuel economy that’s barely inferior to the 110PS alternative, despite the extra grunt.

The breadth of optional extras likely explains the low price point at entry-level. But even paying several thousands of pounds more for the Monte Carlo version still leaves you with a lengthy options list to tempt you into spending more.