Audi Q2 vs Skoda Fabia

What's the difference?

The Q2 is just fun. It's fun to look at, fun to drive, while it might also be a little harsh and not quite as fast as its BMW competition, it's also a relatively compelling premium car value offering. Just be aware that this is a pint-size SUV best enjoyed by singles or couples.

For a lot of people looking for a light hatchback, the Fabia Monte Carlo simply won't be an option, because of the pricing. Luckily there are a number of other high-quality, yet more affordable models to choose from. Remember, that entry-price will come down eventually when a lower grade Fabia arrives.

But if you look at the Fabia as a rival to something with a fancier badge - say the aforementioned Audi and Mini - then it starts to make more sense. Neither of those models come close to the standard gear of the Fabia, and the Skoda offers practical features that no other brand has. Add in the fact that it is a joy to drive and the Fabia rises above those premium contenders by some margin.

So, if you're after an affordable runabout, look elsewhere. But if you were considering a more high-end brand of hatchback, the Fabia Monte Carlo is likely more than a match.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Yes! The Q2 is huge fun to look at from every angle. It was one of the first cars in Audi's refreshed range to reflect a new design language, standing apart from its stablemates.

This is evident in its stepped grille design, square light clusters, and neat two-tone roof which extends down the C-pillar at the back (an optional touch, mind you).

Other distinct features include its polygonal beltline which runs down the sides and a neatly squared off rear, which, complete with the little roof spoiler, makes for a dashing, sporty profile.

Controversially, our car also came with a gloss white five-spoke 19-inch wheel with grey inlays and sneaky little Audi Sport logos on them. Perhaps a nod to Audi's rally history.

This little car makes a big statement. It's a lot to take in, but so much more fun than Audi's usual business-first visage.

Inside is interesting. It looked good when it came out, but pre-dates the incredible new Audi interior which resides in the new A1 and Q3. To be fair, it still looks good, but doesn't quite have the wow-factor of its siblings. We suspect some sort of heavy facelift will be in the Q2's near future to address this issue.

While you won't get the new design, touchscreen or materials, the Q2's interior is still a nice place to be, with plenty of high-quality fittings, a sporty flat-bottomed steering wheel, and cool turbine air vents.

It's even packed with Audi's super neat 'Virtual Cockpit' digital dash suite, and all the sleek switchgear from more recent models, so it's not as though you'll be getting an 'old-feeling' car by any means.

There was something a bit odd and left of centre about the previous Fabia's design. It was tall and not particularly sleek, but it was still super appealing.

For the new generation, the Fabia has matured into a modern, handsome, even sleek European hatchback.

Being a Monte Carlo it gets a sporty body kit with gloss black highlights on the grille, front and rear bumper, the mirror caps and on the two-tone roof.

The bi-LED headlights, sharp-looking LED tail-lights and 18-inch black metallic brushed alloy wheels elevate the Fabia in Monte Carlo guise to one of the sexiest models in the segment.

That sporty look continues inside with Monte Carlo flourishes throughout. It gets a three-spoke flat-bottom leather sports steering wheel, red inserts on everything from the dash, doors, centre console and even the seats as part of a five-stripe motif, and aluminium finish pedals and carbon-fibre look inserts.

That splash of red, as well as the Fabia's dash and interior layout work well, although it's not as clean a design as the Polo. But it's hard to fault.

There's no getting around the fact that the Q2 is a small SUV. Very small. Great for two occupants, a young couple seems to be the ideal target demographic.

To that end, front passengers are treated quite well with the standard array of Volkswagen group sensibilities. These include decently sized bottle holders in the doors, a variable-height centre console box, and a neat cupholder cluster up front with a key-shaped slot in the divider. A pleasing touch.

Space is a bit compact. Definitely on par with a hatchback rather than an SUV, and the panoramic sunroof, which is part of this Edition #2, lowers the roofline.

One major drawback is the lack of a touchscreen. The 8.3-inch screen which is included with our car as part of a pack (see more in the price and spec section) is controlled via dial.

This includes Apple CarPlay, which is a bit of an awkward solution. You'll get used to it, but the brand's newer touchscreen designs are notably better.

The back seat is tight. My knees were almost pressed against the front seat, which was set to my own (182cm tall) driving position.

The roofline is low, too, and the descending C-pillar makes getting in and out harder than it needs to be. The middle seat, due to the presence of a tall transmission tunnel is too tight for a full size adult human.

Unlike its Q3 big brother, amenities for rear passengers are light-on, as well. There are no directional air-vents, just a single 12-volt outlet, pockets on the backs of the seats and small bottle holders in each door.

You get a 355-litre (VDA) boot – surprisingly large all things considered, although still smaller than the BMW X2 (470L) and incoming new-generation Mercedes-Benz GLA (435L).

The new-gen Fabia shares a vehicle platform with its Volkswagen Polo cousin and has grown in every dimension except height over the previous model.

Up front, you get a great driving position and feel lower to the ground, helping the connection with the road.

There's decent head and shoulder room in the front row, and those sports seats offer significant lateral support, almost hugging your torso. They are comfortable and the cloth trim gets a big tick from me.

The dash design and layout is bordering on busy but all controls are easy to identify. I will never understand why some carmakers insist on using a steering wheel stalk for the cruise control when it is much easier to operate from the steering wheel itself. Make it happen please, Skoda!

The sizeable 9.2-inch multimedia touchscreen uses capacitive touch and is relatively simple to navigate.

The Fabia has two USB-C ports up front and a 12-volt charge point in the central storage bin.

Speaking of, the central compartment is average in size but will fit a phone or two. For the moment, there is no removable front cupholder in the Fabia, but it is offered as an accessory. Skoda Australia said it was due to a mistake in ordering and that it will be fitted as standard in Fabias built from October onwards.

There's extra space next to the wireless charging pad for another device, the glove box is big, and there's ample room for big bottles in the door cavity. The Fabia comes with a number of Skoda touches - hello, umbrella in the door - including a tiny waste bin for the door storage, which I think is a simple but brilliant idea.

In the second row, you'll find lower air vents, a pair of USB-C ports, ISOFIX points on the outboard seats, three tether points and a small storage tray over the transmission tunnel. But you won't be able to fit larger bottles in the doors.

It is tight back there, too, especially behind my 183cm (six foot) driving position. The chunky sports seats seem to eat into rear seat legroom, so it will be interesting to see how much space there is in a lower grade model without those seats.

The Fabia's boot can swallow 380 litres with all seats in place, increasing to 1190L with rear seats lowered.

That is a bit more than the VW Polo (351L) but can't quite match its SUV stablemate, the Skoda Kamiq (400L).

Extra cargo features, standard on the Monte Carlo, include a luggage net system, extra hooks that can be attached to the rear ISOFIX hooks, and a multi-function storage hammock that can be used for delicate items or just extra security in the boot.

It's a good thing the new Fabia is packed with standard gear, because the price for the single-grade 110TSI Monte Carlo flagship is… $37,990 drive-away. That's a lot of dollars for a light hatchback.

Skoda Australia says that is approximately $8000 more expensive than the previous-generation Fabia Monte Carlo 70TSI. The company also says the new Fabia has more than $15,000 worth of additional equipment compared with its predecessor. And taking into account the price, that means there is $6700 worth of value gained.

Skoda is launching with the top-spec model because it believes it is more appealing to buyers and will get more attention than an entry-grade model. But, while Skoda Australia hasn't confirmed it yet, you can bet that there will be a more affordable model grade coming soon.

Unfortunately, there is no sign of the super practical wagon body style for this generation of Fabia.

Being a Monte Carlo, it comes with a sporty body kit and interior, and it gains a punchy 110kW turbocharged petrol engine. Any additional Fabia grades are likely to get the 1.0-litre 80TSI engine.

What else do you get for your $38k?

The Fabia Monte Carlo comes with heated front seats, auto-dimming rear-view mirror, power folding and heated exterior mirrors, dual-zone air conditioning, keyless entry and start, wireless device charging, a 10.25-inch fully digital instrument cluster, a 9.2-inch multimedia screen with digital radio, wireless Apple CarPlay and Android Auto, voice control, and a six-speaker audio system.

And there's more standard safety gear, too - see the section below.

There's no question the Fabia is packed with standard gear. In fact, it's a challenge to find another light hatch as well equipped.

But that price is also a stretch when you consider some of its high quality rivals like the Mazda2 GT, from $26,490 before on-road costs, the flagship Toyota Yaris ZR Hybrid from $32,200 (which is jam-packed with safety gear), and even the mechanically related Volkswagen Polo Style from $31,250.

The Fabia price is only $1000 cheaper than the Volkswagen Polo GTI - but that's a dedicated hot hatch.

If you're badge focused, you can get into a premium light hatch for less money than the Fabia. For example, an Audi A1 (from $33,800 before on-road costs) or a Mini Cooper five-door Hatch (from $38,500), although they don't have the same level of standard gear as the Fabia.

Our 40 TFSI has a 2.0-litre turbo-petrol engine which produces 140kW/320Nm. Punchy, about on par with its most direct X2 rival (20i) which puts out 141kW/280Nm from the same sized engine.

The Q2 drives all four wheels via a seven-speed dual-clutch automatic transmission.

The Skoda is powered by a 1.5-litre, four-cylinder turbocharged petrol engine, offering up a healthy 110kW of power and 250Nm of torque.

It is paired with a seven-speed dual-clutch automatic transmission that drives the front wheels only.

This engine is familiar from other Volkswagen Group models, including the VW T-Roc, and more.

Skoda has an advantage over its rivals with this powertrain. Not including the dedicated hot hatches in the light-car segment - VW Polo GTI, Ford Fiesta ST, Hyundai i20 N, Toyota GR Yaris - the Fabia Monte Carlo is the most powerful model in its class.

The 40 TFSI wears a claimed/combined fuel consumption number of 6.5L/100km. Over a week of testing we had a computer-shown 8.1L/100km but an at-the-pump measure of 7.9L/100km on a 104km comparison test loop.

Still, given the amount of fun I was having behind the wheel, under 9.0L/100km is not a bad result.

On the downside, the Q2 requires top shelf 98 RON unleaded petrol to fill its 55L tank.

Skoda claims the new-gen Fabia will consume an average of 4.9 litres of petrol per 100 kilometres on the combined cycle.

The Fabia requires RON 95 premium fuel and it has a 40-litre fuel tank.

In terms of emissions, the Euro 6 engine emits 113 grams per kilometre.

Given we got in and out of different examples of the Fabia at the media launch, we didn't do a fuel test.

The Q2 is exactly as fun to drive as it looks from the outside. It's light, springy, athletic, and compelling behind the wheel.

The 40 TFSI 2.0-litre engine is super willing compared to lesser engines in Audi's range, where turbo lag can be a real issue.

It can be a tad sluggish off the mark, where the moment of turbo lag conspires with the start-stop system and dual-clutch auto to make for a jerky start, but it's far better than the 1.4-litre engine in the 35 TFSI.

That said, once you're going, peak torque arrives from 1500 rpm, at which point the lively Q2 is primed to rip through its seven gears with avid enthusiasm. It even sounds good, with a satisfying rasp working its way into the cabin at higher revs.

Handling is stellar for an SUV, too. In fact, the Q2 drives more like a hatchback, even more so than the new Q3 which shares similar characteristics.

Quattro all-wheel drive helps it keep traction, in the corners and off the line, where an enthusiastic prod of the accelerator would otherwise have you spinning wheels.

At no point did this compact SUV feel out of its comfort zone, with little suggestion of understeer when pushed.

Handling is nice, too. Audi's steering calibration is sporty and dynamic, with its lightness at low speed firming up to increase confidence when you're travelling a bit faster.

We used the Q2 as a guest wildcard / camera car on a recent premium SUV comparison test, and all agreed it was the most fun to drive.

The suspension is firm, adding to its sporty allure, but this attribute also combines with the gigantic wheels to make for a harsh and noisy ride on chopped up suburban streets – where this car will spend most of its life.

It's a known cost for having such entertaining handling characteristics, but one which premium buyers should be aware of. This might be an Audi, but it's strongly in the sporty camp, rather than the luxurious one.

Whatever questions there are over value-for-money, the Fabia is a winner on the road.

The turbocharged engine is a real sweetie and is a terrific match for the Fabia's chassis. Acceleration from a standing start is brisk without blowing one's socks off. It's not a hot hatch, but honestly, it's not far off. Skoda says 0-100km/h is done and dusted in 8.0 seconds but it feels slightly quicker.

The seven-speed dual-clutch transmission is well matched with the engine, but tends to hold gears on steep descents.

With a tare weight of 1265kg, the Fabia is light enough to be nimble on the tight and twisty Blue Mountains roads where the launch event was held. There's plenty of grip from the tyres and the Fabia hugs corners exceptionally well.

Strong brakes and excellent steering response help ensure the Fabia is a driver's car.

The ride is firm but far from jarring. Aside from a massive pothole that I didn't see until it was too late, the Fabia seemed to soak up the many bumps and corrugations of the uneven roads on the drive route better than the Karoq SUV we drove the day prior.

Skoda is offering a healthy list of standard safety gear with the new Fabia.

As well as auto emergency braking with pedestrian and cyclist detection, it has multi-collision braking, driver fatigue detection, lane keeping aid, adaptive cruise control, driver fatigue detection, blind-spot monitor, rear cross-traffic alert, lane keeping aid, tyre pressure monitor, reversing camera, front and rear parking sensors and an emergency stop signal.

It has already received a five-star rating from crash safety watchdog, ANCAP, in 2021.

The Fabia is not offered with a front centre airbag that can lower the risk of injury between the front passengers in a side collision, but it scored top marks for side impact tests, regardless.

Audi persists with a three-year/unlimited kilometre warranty. This is consistent with its BMW rival, but now Mercedes has significantly upped the premium market game with a five-year/unlimited kilometre warranty, which will cover its incoming GLA.

Perhaps the worst part is VW will cover many of the same components with a five-year warranty on its T-Roc (closely related to the Q2). Worth thinking about.

Audi does thankfully cover the Q2 with an impressive capped price servicing program, provided you bundle it in at the time of purchase.

You can choose it as either a three-year package ($1580) or a five-year plan ($2140). You'll need to return the Q2 to a service location every 12 months or 15,000km.

Like other Skoda models, the Fabia is offered with a five year, unlimited kilometre warranty.

The servicing schedule is every 12 months or 15,000 kilometres, whichever occurs first.

Capped-price servicing packs for the Fabia Monte Carlo cost $1500 for five years or $2100 for seven years, both breaking down to a reasonably competitive $300 per service.

Skoda has also just launched service and maintenance subscription plans that allow owners to pay a monthly fee to cover servicing and some parts costs.

The Fabia is covered by an initial one year of free roadside assist, but if you continue servicing your Fabia with a Skoda dealer, it will be topped up by a year for a maximum of nine years.