Skoda Scala vs Volkswagen T-ROC

What's the difference?

The new Skoda Scala Select proves base models can be well-equipped and have a great price tag, which is not always the case at this grade level.

Its driving experience might not be as exciting as some rivals but it’s a great urban dweller nonetheless and it offers really good value overall.

So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.

Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.

Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.

If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.

The new Scala has had a minor facelift that sees a redesigned black grille with slim LED headlights, refreshed 17-inch alloy wheels and an extended rear windscreen.

The new Scala more than holds its own against its European rivals when it comes to looks and while it's more unassuming at the kerb side than its peers, there will be those who appreciate that it's not too cutesy-looking.

Head inside and there are similarities between its corporate cousin, the VW Polo with the sharply-designed dashboard and air vents but it’s softened by lovely grey fabric-accent panels and soft touchpoints that have been liberally scattered across the cabin.

The technology screens look premium, if small, and the black and grey cloth seats look a lot nicer than the standard black fabric you usually get in base models.

There's also a certain charm to seeing the traditional elements, like the gearshift and new physical buttons for the climate control. There's enough in the cabin to satisfy most.

The T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.

For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.

In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.

This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.

However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.

There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.

Ooh, the cabin of the new Scala offers fantastic practicality because it's class leading when it comes to space. There is no 'sardines in a tin' experience here, front and rear passengers get stacks of head- and legroom.

The only stumble on this front is the elbow room up front as you can at times jostle a co-pilot on the annoyingly sloping armrest.

Access is easy enough and you surprisingly don't 'fall in' or grunt when getting out, despite the low 149mm ground clearance.

The storage is good for a hatchback with the front getting a glove box that can fit more than just a manual, small middle console, two cupholders and a drink bottle holder in each door. As well as a sunglasses holder (always handy) and a medium-ish storage cubby in front of the gearshift that can accommodate a phone and wallet.

The rear enjoys two map pockets, two device pockets and a drink bottle holder in each door but misses out on a centre armrest and cupholders.

The boot is massive with its 467L of available capacity and we managed to fit luggage and golf clubs on a roadie this week without trouble.

There’s a temporary space saver tyre underneath the floor and while there’s no powered tailgate, it's not a difficult lid to operate. It even has a neat little toggle to help pull it down.

Other amenities feel well-rounded with two USB-C ports in each row, directional air vents, a 12-volt socket and reading lights.

The touchscreen multimedia system is responsive but looks tiny as it's almost the same size as my iPhone 15 Pro Max. This translates to smaller text and icon sizes as well as a smaller screen for the reversing camera.

There’s also not much in the way of customisation or extra features, like satellite navigation but the new wireless functionality for the Apple CarPlay and Android Auto makes it feel modern. Although the wireless function for the CarPlay drops in and out a lot.

Inside the T-Roc is a bit of an interesting dichotomy.

Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.

The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.

The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.

The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.

The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.

But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.

The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.

That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.

This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.

I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.

Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.

An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.

Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.

It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.

The specific Style test vehicle being reviewed here is priced at $38,890, before on-road costs. But it's worth noting a new example of the Style will cost you $39,790 at the time of writing, as its price has since ours was 'delivered'.

While the Style features some older VW fitout, it comes with a decent list of features.

A set of 18-inch wheels, self-levelling headlights (with cornering function), some cute LED DRLs plus chrome highlights with black contrast trim are the best way to spot a Style from the outside.

Inside, there’s an 8.0-inch touchscreen for multimedia paired to the driver’s 'Digital Cockpit Pro' display.

The multimedia screen is last-gen VW gear, but that’s not a bad thing.

There’s also dual-zone climate control with an allergen filter, ambient lighting, a six-speaker sound system, wireless phone charger and wireless Android Auto and Apple CarPlay.

There are a few options on our test car that nudge the price up quite quickly, like the metallic paint, leather upholstery, sunroof, plus the keyless entry or ‘Easy open and close package’.

All this brings the total price as-tested to $45,640, before on-roads.

The good news is you don’t need to tick all, or any, of those options for this to still be a compelling option. 

The Scala Select is a front-wheel drive with a seven-speed auto transmission. It has a 1.0L three-cylinder turbo-petrol engine that produces up to 85kW of power and 200Nm of torque.

At first glance you might think those outputs sound low and while most of its rivals have better outputs, there's plenty of oomph here to move the little Scala around. 

The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.

It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.

It drives the front wheels only, and there’s no hybridisation or 48-volt system.

The new Select has almost hybrid fuel efficiency with its official combined cycle (urban/extra-urban) fuel figure of 5.4L/100km. In comparison, its hybrid rival, the Toyota Corolla isn’t too far away with its 4.0L usage.

Based on its 50L fuel tank, you should see a theoretical driving range of up to 925km, which is excellent for an urban dweller.

After doing a road trip combined with a fair amount of city-driving, my real world usage has popped out at 5.7L/100km. Which is a great result overall.

A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.

Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.

After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.

Hatchbacks are always a bit of fun to drive because of the dodgem car-esque handling and when the Scala is in Sport mode, it has enough pep to earn it a fun badge.

Out of Sport mode, the power delivery is still responsive enough for it to be a pleasant open-roader but you won't whoop with joy when you accelerate.

The steering is light without feeling loose and the Scala is nimble when cornering or in tight turns.

The ride comfort is very good and despite hitting some bad weather the Select didn’t miss a beat. It's a confident on-road experience because of its surefootedness.

There's a bit of road noise although its pretty quiet in the cabin, which also makes it a refined open-roader.

The visibility is decent and it’s easy to feel the dimensions of the car when you're in a skinny city laneway.

The Select gets a reversing camera with dynamic reversing guidelines and a clear quality feed but its tiny in the little screen.

The additional front sensors round out the parking experience considerably. You shouldn’t have any issue in parking this one!

The T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.

The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.

It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.

The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.

It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.

The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.

While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.

The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.

Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.

The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.

Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.

There are more expensive cars available that are less impressive, some even disappointing.

In 2017, ANCAP gave the T-Roc five stars for safety. For most people, that says enough, plus the list of features the SUV comes with is fairly comprehensive even in the Style.

While its rating is getting on in years, the only real downside to the T-Roc’s age when it comes to safety is it only having six airbags - front and side for the front passengers, plus curtain airbags for front and rear passengers.

But the list of tech isn’t lacking, with driver fatigue detection, pedestrian monitoring, parking bay and parallel parking assistance, pedestrian monitoring, side assist, rear cross-traffic alert and lane assist.

The Scala is offered with a seven-year/unlimited km warranty, which is good for the class and you can pre-purchase a seven-year/105,000km servicing program for a flat $3650, which is competitive.

Servicing intervals are reasonable at every 12-months or 15,000km. You also get roadside assistance as a part of your servicing pack if you service on schedule. 

The Scala likes to drink the good stuff, though, and Skoda recommends a minimum 95 RON premium unleaded petrol be used.

Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.

In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.

Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.