Skoda Scala vs Toyota Corolla

What's the difference?

In many ways, the Scala 110TSI Monte Carlo reminds us of the lower-line Mercedes-Benz A180 and BMW 118i in the way it blends premium European presentation with a sporty flavour. Seen in this context, the $15K or so you save going the Skoda instead makes it a winner.

However, the Monte Carlo’s stiff suspension is one trait shared with the above luxury brands’ offerings at base level that we can live without, so if you’re enamoured with the Scala’s looks and packaging, we suggest checking out the regular 110TSI with a couple of the option packs added, and enjoy a smoother and softer experience.

Or check out one of the latest VW Golf alternatives instead.

After several years in market, the Toyota Corolla Ascent Sport Hybrid stands up well. Late 2022 upgrades have helped keep the hybrid powertrain on the pace and the multimedia system competitive. The sedan layout is better than the hatch for carrying people and cargo, it’s a refined and comfortable drive, and the ownership package sets the pace in this category. That said, safety is good but could be better, the CVT’s a bit drony, there are some small things we’d like to see on the standard equipment list (adjustable rear ventilation, extra USBs) and there’s room for improvement in terms of in-cabin storage. But overall, it’s hard to go past this small sedan proposition.

The Rapid was only sold in boxy Spaceback shape in Australia, and the wagon-oid look established by that elongated five-door two-box hatch silhouette has migrated to the Scala too.

It's not unique to this brand of course, with Mazda’s BJ 323 Astina and (maybe more stylishly) the original Impreza wagon of the ‘90s espousing similar themes.

The differences between old and new Skoda are in the latter's more contemporary body surfacing and modernised nose and tail treatments that are all, frankly, a little fussy and too confusingly similar to other Skodas of today, especially the Octavia and Kamiq. We’re talking cookie-cutter clones of each other from some vantage points. Not unattractive, just samey.

Germans love this sort of Matryoshka doll thinking when it comes to car design.

Still, the upshot is plenty of space inside.

The current Corolla sedan arrived in late 2019, a bit over a year after the hatch, and the car’s dramatic face with long angular headlights and huge lower grille has held up well.

Always a subjective call, but I think it still looks fresh and distinctive, in the case of the sedan, balanced by a less complex rear treatment, no doubt applied with a four-door buyer’s typically more conservative tastes in mind.

Worth noting for an entry-grade model our Ascent Sport looked particularly classy in ‘Atomic Rush’, a sedan-only body colour, and overall the car’s ‘three-box’ proportions are well balanced, helped by the base car’s step up from 15- to 16-inch alloy wheels in the 2022 upgrade.

The interior is simple without crossing over into plain, the dual-level dash design accommodating an 8.0-inch media screen standing proud in the centre, and a compact instrument binnacle sitting under a curved brow.

The grey fabric seat trim looks tough but doesn’t feel it, with some squiggly quasi-quilting in the centre panels adding visual interest. The only other hint of flashiness being gloss black finish panels in the centre console, around the ventilation controls and media screen.

The Scala might be built on a stretched Polo platform, but there is nothing short or skinny about this roomy little runabout. Long doors, wide apertures and a sense of space as a result of the six-window glass area means the Skoda squares up as a solid small hatch proposition.

Apart from the badges, umbrella holder in the driver’s door side, cruise control stalk seemingly stolen from a ‘90s Audi 80, brand-specific graphics and there being no flocked door pockets, there’s very little that isn’t VW inside. German heft, precision quality, squidgy upper plastics and a premium ambience are present in abundance.

Take the driving position. It offers a pleasing amount of adjustment so taller or larger drivers can fit inside. The same goes for the steering rack adjustment (tilt and telescopic), firm and always supportive sports-style front seats, while the weight of the switchgear and the feel of the textures are all kin to the Golf.

Drilling into them a little further, the Monte Carlo's front pews look wild. Tombstone-shaped, with outlandish shoulder flares and side bolsters, thick red striping and deep contours, they promise – and deliver – exceptional comfort and support. They're designed this way for improved body location during g-force-inducing hard cornering, speaking to this grade's athletic nature.

Both front seats offer multitude of adjustability, with lumbar support and height movement, as well as the obvious front-to-rear sliding functionality, for both front passengers. These are great chairs to travel in.

Being a Monte Carlo with Travel Pack, the (1.2-inch larger) 9.2-inch touchscreen is another expensive-looking addition, with its (fiddly and unreliable) gesture control, wide fascia, colourful look and elegant layout. It feels slick and smooth on the fingertips.

Five instrumentation panel designs are offered in the digital instrumentation, including a two-dial (speedo and tacho) approximation of an analogue dial and a full-screen map view, as well as a load of other-data related info displays. There’s bound to be one to suit everybody.

But the climate control is needlessly complicated and confusing (it takes a prod of a button in the multimedia system to access air-flow, fan speed and other controls; and what is the point of a glass roof if it doesn’t open? The fabric covering is OK but not strong enough to block out the hot sun. And how can a $40K Euro not offer digital radio nowadays?

Take away the flashy add-ons, though, and you’re still left with a basically sound cabin layout. Large door bins make up for the small-ish centre console storage (with sliding fabric-covered armrest); there’s a sizeable glovebox, two too-small cupholders (it wouldn’t hold our standard-sized Keep Cup), while vision out is very respectable – even without the big camera view.

Some surprise-and-delight details abound, but perhaps not as many as you might expect from the off-beat brand. There’s the aforementioned umbrella that lives in the driver’s door, as well as a waste-bin that sits in the driver’s door card storage area. Generous rear legroom. You’ll discover four USB-C outlets (two under the back of the centre console) and rear face-level air vents. And the Monte Carlo’s racing-car style tombstone front seats, that afford excellent forward visibility for rear-sited passengers. Our Travel Pack-derived rear (as well as front) seat warmers are also nice to behold on a cold journey.

The rear bench is pretty comfortable, though a bit more thigh support from the cushion would be appreciated. There’s no level of sliding or reclining adjustability, however, while the lack of armrest (and subsequently any form of cupholders) is a disappointing omission in any 2021 car.

Further back, behind the long and wide electrically operated tailgate is a big, deep cargo area, which stretches from 467 litres in five-seater mode to 1410 litres with the rear seatbacks dropped. Among other things, you’ll find a double-sided mat with fabric or rubber as required, sturdy bag hooks, a 12-volt boot socket, ‘Trunk Package’ with a net under the rear shelf and two hooks in the top tether), and a space-saver spare wheel beneath that low, low floor.

All-in-all, then, the Scala’s as spacious and practical as you’d expect from a Skoda.

At just over 4.6m long, close to 1.8m wide and a fraction over 1.4m tall, the Corolla sedan is a ‘big’ small car. And at 2700mm, the sedan’s wheelbase is 60mm longer than its hatch equivalent.

There’s plenty of breathing space up front and storage runs to generous door bins with space for large bottles, two cupholders in the centre console, a lidded box (which doubles as a centre armrest) between the seats, a decent glove box and the wireless charging tray in front of the gearshift. That’s all fine, but some extra oddments space in the centre console would be nice.

Move to the rear and the sedan’s extra wheelbase length manifests itself in the shape of noticeably more room than the hatch.

Sitting behind the driver’s seat set for my 183cm height, I enjoyed good legroom and ample headroom. Three adults will be okay for short to medium journeys and a trio of up to teenage kids will be fine for the long haul.

There’s a fold down armrest with two cupholders built in, although the cushion lowers all the way onto the seat creating a slightly awkward downward angle. And no map pockets on the front seat backs feels a bit stingy.

The rear door bins can accommodate a medium-size bottle and a small tray at the back of the front centre console is where you’d like the adjustable ventilation and USB outlets to be, but sadly, they don’t exist.

In fact, power and connectivity options number just two; a USB-C socket in the front for charging and media connection as well as a 12V outlet in the front centre storage box. 

Modest boot space is an Achilles Heel for the Corolla hatch, but the sedan’s 470 litres of cargo volume is way better.

It swallowed our three-piece luggage set or the bulky CarsGuide pram with room to spare, and the 60/40 split-folding rear seat lowers to liberate extra space. Just bear in mind that the relatively tight aperture is a large-load disadvantage relative to a wide-opening hatch door.

Interestingly, there aren’t any tie-down anchors in the boot to secure loads, but there’s a space-saver spare under the floor.

Also worth noting the Corolla Hybrid a no-tow zone. If you need to hook up a boat or campervan, the 2.0-litre non-hybrid Corolla sedan is rated for a 1300kg braked trailer (450kg unbraked).

As mentioned, small sedans aren’t exactly thick on the ground in the Aussie new-car market, but there are three similarly-sized four-doors in close range to this Corolla Ascent Sport Hybrid’s $32,110 (before on-road costs) asking price.

Namely the Kia Cerato Sport+ ($31,440), Mazda 3 G20 Pure Vision ($32,320) and Subaru Impreza 2.0i-S ($32,590).

None can match the Corolla’s hybrid efficiency, but each is well equipped for a small car in the low $30K bracket and the Corolla takes a lengthy equipment list into battle against them.

Aside from the performance and safety tech covered a little later, the Ascent Sport Hybrid’s standard features include an 8.0-inch touchscreen multimedia display with voice control, Android Auto and (wireless) Apple CarPlay, six-speaker audio with digital radio and in-built satellite navigation.

There’s also climate control air (single-zone), a 7.0-inch information display in the instrument cluster, keyless entry and start, wireless phone charging, active cruise control, an electro-chromatic rear view mirror, 16-inch alloy wheels, LED headlights, tail-lights and DRLs as well heated door mirrors.

The seat trim is fabric and for things like rain-sensing wipers, side and rear privacy glass, as well as a ‘Premium’ steering wheel, you’ll need to step up the SX Hybrid Sedan at $33,780. But the Ascent Sport lines up well relative to its direct competitors.

At the other end of the Scala is VW’s evergreen EA211 four-cylinder direct-injection petrol engine. Turbo-charged and intercooled, this 1498cc 1.5-litre twin-cam unit with variable-valve timing and a Euro-6 emissions rating develops 110kW of power at 6000rpm and 250Nm of torque from a low 1500rpm to 3500rpm.

It drives the front wheels via a seven-speed dual-clutch transmission (DCT) VW calls DSG. Tipping the scales at 1215kg (tare), this gives the Scala a power-to-weight ratio of a healthy 90.5kW/tonne.

VW says it can hit 100km/h in 8.3 seconds, on the way to a 219km/h top speed, so it’s no slug.

The Corolla hybrid is powered primarily by a naturally aspirated 1.8-litre four-cylinder petrol engine operating on the ‘Atkinson Cycle’, which adjusts cam timing to maximise the effective cylinder expansion ratio (compression stroke vs power stroke) for greater efficiency and reduced emissions.

But the downside of this combustion cycle is a relative lack of power, which is where the car’s primary AC synchronous, permanent magnet electric motor comes into play.

Upgraded in late 2022, the motor now features double the number of magnets (per pole) inside the rotor.

At the same time a lighter lithium-ion battery was added, featuring greater input and output power compared to the nickel-metal hydride unit it replaced.

A compact starter/generator (effectively a second electric motor) is powered by the engine (it also starts it) in turn sending energy to the main drive motor and battery. 

The end result is combined outputs of 103kW (+13kW) at 5200rpm and 142Nm at 3600rpm, although it’s worth noting Toyota has a strange habit of not including the torque output from the electric motors in its overall numbers for hybrid models.

With the primary motor alone producing more than 160Nm of pulling power, you’d have to imagine the actual combined torque figure is somewhere in the region of 250Nm, with drive going to the front wheels via a CVT auto.

Tuned to operate on a minimum of 95 RON premium unleaded petrol and aided by stop/start technology, the Scala’s official combined average fuel consumption figure is just 5.5 litres per 100km, which translates to a carbon-dioxide emissions rating of 127 grams per kilometre.

That’s impressive stuff for a non-hybrid small car of this amount of space and practicality. Fitted with a 50L fuel tank, over 900km between refills is possible.

What did we manage at the pump though? An OK 7.9L/100km, some 0.4L/100km more than what the on-board computer displayed.

Not a bad outcome, given the at-times hard-revving and racy nature of this powertrain prompting us to put the pedal to the metal. In fact, we didn’t give two thoughts about saving petrol, driving our Skoda one or two-up with the air-con constantly on, and mostly in inner-city or urban areas.

Toyota’s official combined cycle fuel economy number for the Corolla’s hybrid powertrain is 3.9L/100km, the 1.8-litre engine emitting 81g/km of CO2 in the process.

That’s up slightly from the pre-upgrade model’s 3.5L/100km claim, but over a week with the Ascent Sport we covered around 250km of urban, B-road and some freeway running, returning an average of precisely 3.9L/100km (at the bowser), which is an outstanding result for a close to 1.4-tonne four-door sedan.

Of course, the super smooth stop-start system (controlled by the starter/generator) plays a part, plus the bonus is the 1.8-litre four is happy to accept ‘standard’ 91 RON unleaded, and the fuel tank holds 43 litres, which translates to a range of just over 1100km. Pretty great.

From the moment you step inside and press the starter button, you’ll be taken by the spirit and effervescence of the Scala 110TSI’s powertrain.

Slick and speedy off the line, with a minimum of lag despite the inclusion of a turbo and DCT, the Skoda is a strong and consistent performer, with an eagerness to rev right up to the red line without fuss and plenty left in reserve when you need to overtake quickly.

Even in normal mode, throttle response is lively, but for extra snappy acceleration, there’s sport mode, as well as a handy set of paddle shifters for manual transmission manipulation. This is a naturally rapid little commuter... hang on, where have we heard that name before?

The engineers have also done a great job balancing steering effort and reaction, meaning tipping the Scala into corners, zipping through gaps in traffic or parking in tight spaces is no chore at all. You just need to get used to the turbo's thrust if you're coming from a naturally-aspirated car. The 110TSI's fiery nature can catch you by surprise.

There’s much to really admire here, and it is clearly designed for round-town commuting in terms of size, ease and manoeuvrability.

However, we wonder whether the Monte Carlo – with its sports chassis set-up and 15mm-lower suspension – is the right grade for you if you travel regularly over rough or uneven roads.

This is because the ride can feel stiff and unyielding, as well as loud in certain conditions. A set of adaptive dampers would help, as the Drive Selector Mode does not alter the suspension settings at all. Speaking of which, fitted with MacPherson struts up front and a torsion beam rear end, it’s clear that this Scala grade is tuned for the type of rippleless roads you find in more affluent areas of Europe. In Oz, it can get tiresome.

Out on the open highway, it’s a similar story. And you might also find the amount of road noise coming through the Goodyear Eagle 205/45R18 tyres might be wearing over coarse bitumen.

On the other hand, find a set of snaking turns, and the Monte Carlo really comes to life, drawing upon its muscular throttle responses, fast-shifting DCT and taut chassis set-up to gel together beautifully; precise steering brings involving handling and excellent body control, for fast yet secure point-to-point transportation.

This Scala isn’t quite up to GTI standards, but at least it has the dynamic capability to please the keen driver, as compensation for the terse and at times vocal suspension arrangement. Think of it as a warmed-over hatch, rather than a hot one.  

Note that while most of the driver-assist safety tech is right up to class standards, the adaptive cruise control will bring the Scala to a full stop but will not hold on to the automatic braking, meaning that after a few seconds, it will release and roll forward again. Unlike the best systems around nowadays, you need to consciously apply the brakes straight away, and it won’t resume afterwards. This is disappointing for a model that was all-new on the world market less than two years ago.

Over all, then, we rate the Scala 110TSI’s punchy performance, handling agility and smooth-road refinement, but reckon the Monte Carlo’s sub-standard suspension comfort is enough to have us gravitate towards one of the less sporty grades, given that they ride on a less-firm chassis tune.

The Corolla Ascent Sport Hybrid is a comfortable, stress-free driving experience. Toyota’s series parallel hybrid set-up means the wheels can be driven by the internal-combustion engine, electric motors, or both. And the transition happens seamlessly.

Start-up is silent with the motor(s) doing the driving at low speed, the petrol engine kicking in as the power requirement rises.

As the engine operates it’s also charging the battery and under braking the front wheels turning causes the motor and generator to send power to the main battery pack, as well.

Toyota doesn’t quote acceleration figures for the Corolla but you can expect 0-100km/h in around 12 seconds, which is hardly neck-snapping, however this hybrid combination provides enough torque for nimble acceleration in the city and suburbs as well as easy freeway cruising.

Then there’s the Continuously Variable Transmission. I’m no CVT fan, largely because of the disconnect between road speed and engine speed it creates. The transmission is always trying to keep the engine in its efficiency sweet spot and the most noticeable byproduct is an incongruous droning sound.

Developed by transmission specialist (and Toyota subsidiary) Aisin, the Corolla’s unit is ‘tighter’ than some but the sluggish ‘slipping clutch’ effect is still there from time to time.

Underpinned by Toyota’s TNGA platform, precise handling and excellent ride comfort are dynamic hallmarks of this 12th-generation Corolla. And the Ascent Sport Hybrid Sedan is no exception.

Suspension is by struts at the front and multi-links at the rear, and compliance is super impressive, especially for a car of this size.

The electrically-assisted steering is responsive and road feel is good, the car remaining planted and predictable, with only modest body roll if the red mist descends and you decide to ‘push on’ through your favourite set of corners.

This kind of response is especially noteworthy given the car’s low-rolling resistance Bridgestone Ecopia rubber (205/55) is primarily designed for efficiency rather than race-circuit grippiness.

Braking is by 255mm ventilated discs at the front (slightly smaller than the 2.0L non-hybrid’s) and 265mm solid rotors at the rear. They’re progressive with good pedal feel. Not always the case when regenerative braking is part of the picture.

In terms of general comfort and ergonomic efficiency, the seats remain comfortable, even over road-trip-style stints, while the mix of physical and digital controls is sensible and works well.

The Corolla Ascent Sport Hybrid Sedan boasts a maximum five-star ANCAP rating, although the assessment was in 2018 and the criteria have been dialled up since then.

That said, active (crash-avoidance) tech includes AEB - operating from 10-180km/h (with pedestrian and cyclist detection from 10-80km/h), active cruise control, lane trace assist, lane-keep assist, emergency lane keeping, road sign assist and auto high beam. 

‘Active Cornering Assist’ and a reversing camera are also standard, but sadly, blind-spot monitoring (with ‘Safe Exit Assist’) and rear cross-traffic are optional.

If a crash is unavoidable, there are seven airbags on board (front, front side, full length curtain and driver’s knee). No front centre bag, though.

There are three top-tethers across the back seat for baby capsules or child restraints with ISOFIX anchors on the two outer positions.

Also fitted is a manually-triggered, roof-mounted SOS button for a back-to-base call that can direct emergency services to the vehicle's location if required.

Skoda has switched to an industry-average five-year/unlimited kilometre warranty, while roadside assistance is free for the first year only.

Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $307 in year one, then change to $467, $452, $769, $452 and $542 in the subsequent years. This adds up to $2989 over five years and averages out to $598 annually. Prices are valid until December 31, 2021.

Scala owners can also subscribe to a pre-paid three-year/45,000km or five-year/75,000km pre-paid service regime, which works out to be a little cheaper again.

Toyota covers the Corolla with a five-year, unlimited-km warranty, which is the industry standard these days. But significantly, the hybrid battery is included and if you follow the annual servicing schedule for those five years, your engine and driveline warranty extends to seven years and the battery to 10 years (if the latter is also inspected annually). Impressive.

Seven years emergency assistance is provided (expenses related to car hire or towing), and corrosion (to the point of perforation) is covered for seven years.

On top of that ‘Toyota Connected Services’, accessed through the ‘myToyota’ app, is complimentary for 12 months, offering everything from vehicle data and member discounts to driving insights and multimedia profiles.

Servicing is recommended every 12 months or 15,000km, and ‘Toyota Service Advantage’ capped pricing is available, with the number sitting at $245 for the first five visits to the workshop. 

That’s up from $175 when the current generation Corolla launched here in 2019, but it’s still a sharp price.