Is selling 56,300 examples of any car a poor performance? That was how many units of the Scala its maker says were delivered to buyers in 2024. UK orders accounted for 3,451 of that total. This hatchback is more than good enough to outsell not only many rivals but other Škoda models too. So why doesn’t it?
Announced at the end of 2018, the Scala has been in production at the company’s Mladá Boleslav plant since mid-2019. Linked closely to the Kamiq SUV, facelifts for both were revealed in August 2023. The updated models reached the UK in the latter part of last year.
Go deeper with GlobalData
Škoda may point out that the changeover is partly to blame for worldwide deliveries falling by 10 percent in 2024. The Scala’s age might be another factor, along with intense competition in all European markets. Added to this, multiple Chinese brands continue to appear, their cars’ prices usually undercutting those of established marques.
No hybrids or plug-ins
One further big reason why the Scala may not be connecting with many customers is the lack of any HEV, PHEV or EV power. And yet the three petrol engine choices which do exist – the 1.6-litre diesel formerly available in many countries is gone – are all exceptionally economical.
The choice is now between a 1.0-litre three-cylinder unit available in two forms plus a 1.5-litre four-cylinder alternative. The base 70 kW (95 PS) engine is paired with a five-speed manual gearbox, while the 85 kW 1.0 TSI 116 (PS) and 110 kW 1.5 TSI 150 add an extra ratio in manual form or seven speeds as a DCT automatic.
US Tariffs are shifting - will you react or anticipate?
Don’t let policy changes catch you off guard. Stay proactive with real-time data and expert analysis.
By GlobalDataAside from the latest evolutions of these Volkswagen Group powertrains, the Scala gains new lights at both ends, a larger grille and fresh wheel designs. There are three trim levels for the British market, these being SE Edition, SE-L Edition and Monte Carlo.
Refreshingly retro
Even though the base grade lacks things such as keyless entry and electric retraction of the mirrors, during a week with a Scala SE, these were rarely missed. Not to mention how novel it was to have a real handbrake and physical HVAC controls.
Other delights include a twist or pull headlights and foglights switch along with a logically positioned button to start or stop the car. Škoda has placed this to the lower right of the steering wheel. As in where the ignition key used to be inserted.
One other seemingly small thing shows that the Czech company is not completely in thrall to allegedly higher technology. Some people like their front and rear lights to always be on, not just the DRL. Trouble is, lots of cars now emit a shrill, startling beep ordering you to extinguish them when the ignition is switched off. Why not just sync with what the start-stop button is doing? We need more silence in cars and an end to the nagging which all too often increases stress rather than safety.
Tech that never torments
Other things which contain a wonderful almost retro appeal would include the lovely clunk as you press the unlock or button. There is neither beeping nor flashing of lights. Maybe Škoda should run advertisements pointing out such features? I’m not joking: it isn’t just keen pricing which makes Dacias such big sellers nowadays – the absence of aggressive technology in the brand’s models holds a lot of appeal.
Something else which its maker might do well to talk more about is the Scala’s size. As usual with the brand’s cars, you get a lot of metal for the money. At 4,362 mm from end to end it’s about eight centimetres lengthier than the Golf hatchback.
Real world room for five
Seating space in the back has to be seen to be believed. Official data note that there is 73 mm of knee room. I would add that soft backs for the front seats make this even better than it seems on paper. Head room is also fantastic, that being 982 mm, and even the middle occupant won’t feel squished.
The boot is also exceptionally big, at 467 litres (which expands to 1,410), and the car’s width is a refreshing 1,793 mm. Britain’s generally too-narrow parking bays cause little concern to this car’s owners. OK, including mirrors it’s 1,988 mm but that’s still better than many models in the 4.2-4.4 m length class, if not quite Suzuki-like.
Seat yourself as the driver and immediately there is lots to admire. Not only are most of the ADAS functions benign until needed, but switching off Lane Assist and/or Speed Warning can be done quickly by a steering wheel button and dial. These even have a pleasantly satisfying action. Please, all other brands, copy immediately. Digital dials are large and clear, indicator stalks precise in action, their various functions instantly clear. So safety-wise, there are a lot of positives.
Comfort versus sharp dynamics
If there is a possible downside to the Scala, to some it might be the driving dynamics. The 1.0-litre turbo engine and manual gearbox of the car I drove could easily return more than seventy miles per gallon and the ride comfort is lovely. Just don’t expect it to behave like a sports car (or even a Golf) when hustling along an engaging road.
I can’t imagine there will ever be a Scala RS/vRS – Škoda just doesn’t see the model that way. Which is fine. And perhaps the unsaid thing is no more-metal-for-the-money alternative to the Golf GTI is allowed? In any case, the cars are not really that similar anyway, the Scala being all about comfort and roominess.
Summary
The best way to look at this car is to accept its position straddling two segments, just as the Octavia does. That model is wildly successful but we should remember that it took several generations for this to happen. So in that context, the Scala is doing well. Not everybody knows it even exists, yet for those who own one, there must be a nice, constant feeling of contentment.
The Scala 116 PS manual SE Edition is priced from GBP24,580. The test car featured an optional (GBP150) space-saving spare tyre, tool kit and jack.
