Skoda Fabia vs Volkswagen Golf

What's the difference?

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.

The Volkswagen Golf GTI is still a standard-setter when it comes to the “do it all” style of sporty hatch.

I wish the media screen was simpler, and that it wasn’t so loud inside on rougher road surfaces that are so common around Australia, and I wish it was cheaper, too. 

But if you can justify the cost, and you want a five-door hatch with plenty of power and presence, then the Golf GTI could well be the go. But I’d also personally be checking out the Cupra Leon, which I think looks better and has a bit more individual appeal.

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.

You can tell it’s a GTI at a glance, and that means it’s off to a good start. There’s the telltale red grille strip, sitting proud above a very aggressive lower bumper with chequered-flag style daytime running lights. 

In profile there’s a GTI badge on the front fender, and I think the 19s on this particular car sit a lot nicer than the ‘Richmond’ 18-inch rims on the standard car. There are red calipers, too, and tinted rear glass.

At the rear there is a minimalist approach to the badging - just the three important letters ‘GTI’ below the VW emblem, which doubles as the boot opening handle. The lower bumper features a pair of round exhaust tips, which poke out a bit more than you might expect.

The inside has the iconic - but not identical between generations - tartan seat trim, and I love it. Got a few really nice compliments on the design, which is called ‘Scale Paper’, in this gen and spec.

Otherwise, it’s a pared back affair, and you could be sitting in any other high-grade Golf.

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.

You’ll fit more in the Golf hatch than you might expect. I took myself, my daughter and both my parents for a few-hour drive in it, and there were no complaints about comfort or space.

The 374-litre (VDA) boot space was large enough to fit the pram, a few shopping bags and a baby backpack, though for families with a baby or toddler, longer trips with more baggage might prove a squeeze. If you need more space and don’t have a child-seat in the back, you’ll get 1230L (VDA) with the back seat folded down. And there’s a space-saver spare under the floor.

The back seat is easily roomy enough for smaller adults and kids, and I could even slot in behind my own driving position (I’m 182cm/6’0” tall) with enough room. Three across will be a squishy, but it is possible.

There are dual ISOFIX and three top-tether points for kid seats, plus there’s a fold-down armrest with cup holders, big door pockets for a bottle or loose items, and a few pockets on the front seat-backs, too. There are USB-C ports (x2), and directional air-vents.

Up front you’ll find similar storage - cup holders between the seats, a pair of big cubbies in the doors, and additional holsters for a phone (with wireless charging) and 2x USB-C ports, a centre console bin, and reasonable glovebox.

The usability of the media system is not terrific. There are menus upon menus, and nothing as intuitive as it could be because so much of it is touchscreen-based. There are only a few hard buttons below, and then you still need to use the screen to get where you need.

I also think the much-criticised lack of knobs and buttons for volume and temperature control is an issue. There are controls below the screen, but they aren’t illuminated, and they aren’t always the most receptive. 

I also didn’t love the haptic touch buttons on the steering wheel. I kept bumping buttons inadvertently when driving enthusiastically.  

As I mentioned, the 2023 VW Golf GTI lists at $54,990 (all prices listed are MSRP, or before on-road costs). So, on the road, you’re up over sixty grand. That used to be more than enough for a Golf R, but times they are a-changin.

And don’t go thinking you’re getting 15-inch touchscreens and leather trim for that money, either. The Golf GTI runs the iconic tartan cloth trim as standard, has the typical exterior styling treatment with red highlights, and it has LED headlights, keyless entry and push-button start, electric heated folding side mirrors, standard-fit 18-inch alloys and adaptive chassis control dampers.

Inside you’ll find a 10.0-inch touchscreen with sat nav, digital radio, wireless Apple CarPlay and Android Auto, a six-speaker stereo, wireless phone charging, auto-dimming rearview mirror, a digital instrument cluster, front, side and rear parking sensors with auto-parking, sports front seats with manual adjustment, leather-wrapped steering wheel, 

The car I drove had the $2500 Sound and Style pack, which adds 19-inch wheels and Hankook Ventus S1 Evo3 (235/35/19) tyres as well as a Harman Kardon stereo with subwoofer, plus a head-up display. 

If you want leather trim, you’ll have to option the Luxury Package ($3900) which adds Vienna leather upholstery, a panoramic sunroof, heated front seats, electric driver’s seat adjustment and electric driver’s lumbar adjustment, too.

Colour options include the no-cost Pure White and Moonstone Grey, Atlantic Blue metallic, Dolphin Grey metallic, and Deep Black pearl. Only the eye-catching Kings Red metallic costs $300 more.

Rivals for the VW Golf GTI include the Hyundai i30 N (from $46,200 for the manual; $49,200 for the dual-clutch auto), Renault Megane RS Trophy (from $62,300) and the mechanically related Cupra Leon VZ (from $52,990).

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.

You know the VW Golf GTI formula. Punchy engine, front-wheel drive.

In this iteration, the engine is a 2.0-litre four-cylinder turbo-petrol with 180kW of power (from 5000-6200rpm) and 370Nm of torque (from 1600-4300rpm).

This generation doesn’t come with the option of a six-speed manual transmission like GTI models before it - instead, you get a seven-speed dual-clutch automatic transmission as standard.

The 0-100km/h claim is 6.4 seconds. But in some situations it feels faster than that.

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 official combined cycle fuel consumption figure is 7.0 litres per 100 kilometres. That’s what you should be able to achieve across a mix of driving.

During my time in the Golf GTI, I did a few hundred kilometres of mixed driving, and saw a real-world return of 8.1L/100km. Respectable, I think. Undoubtedly it would be higher if all you do is drive hard - but this test was about how usable the car is in normal life.

It has a 50-litre fuel tank that needs to be filled with 95RON premium unleaded at a minimum.

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.

This was an urban test first and foremost, and the Golf GTI still is one of the most liveable sporty hatchbacks on the market.

There are things you will need to contend with - the amount of coarse-chip road road that intrudes into the cabin is downright nasty at times, and even in the most comfortable drive mode it’s quite firm over Sydney’s pockmarked city roads - but otherwise, this thing is great.

The steering has heaps of weight to it, and is super direct. The heftiness of it might take some getting used to, especially when negotiating tight parking spaces, but there’s always the auto-parking function if you’re nervous. 

Now, the adaptive chassis control dampers will be stiffer or softer depending on the drive mode you choose. There are Eco, Comfort, Sport and the configurable Individual setting, and when my family was on board I had the car in Comfort mode. Again, no complaints about ride comfort.

In Sport mode, it is sharper and lumpier, but never lacking in control or refinement. Yes, you do feel sharp edges, and it might be too edgy for full-time use, but it really does help the car feel more confident and planted.

The engine is terrific. It has more than enough grunt to make easy work of daily duties, and you needn’t fear about whether you’ll have enough squirt to make it for overtaking moves. It has an abundance of torque and the linear way in which it builds power from low in the rev range is superb.

I also had no complaints about the dual-clutch auto transmission. The action of it can take some getting used to at lower speeds, where it can feel like it’s slurring a bit, but it really is a super gearbox, with snappy shifts at speed and smooth changes when you want them.

The Golf 8 range scored a maximum five-star ANCAP crash test rating in 2019. Standards have changed a bit since then, but it still has plenty of standard active safety tech.

The list includes forward AEB with pedestrian and cyclist detection, plus it has blind-spot monitoring, rear cross-traffic alert, reversing collision avoidance, lane keeping support, adaptive cruise control, a reversing camera and front and rear parking sensors.

If you’re waiting for a new VW Golf GTI, the brand has confirmed that from November production, the R-Line, GTI and R models pick up a front centre airbag. That’ll make the tally seven airbags, with dual front, front side and full-length curtains fitted to all earlier and future models.

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.

Buying a VW? You’ll score a five-year/unlimited kilometre warranty. That’s good, but not as good as Skoda, MG, GWM Haval or Kia. But none of those brands have a real hot-hatch like this.

Servicing is every 12 months/15,000km. There’s a capped-price plan or “Care Plan” prepay packs for three years/45,000km ($1600) or five years/75,000km ($2800). Choose the latter and you’re saving heaps over pay-as-you-go ($786, to be precise).

You get a year of roadside assistance included, but that renews each time you service your car with VW.