Tesla Model S vs Skoda Fabia

What's the difference?

I spoke to a friend who bought a Model S before one had even hit the ground here in Australia. He chuckled when I told him how much this car cost but then said something I'd already suspected. "My mates who own a P100D would never drop that kind of money on a normal car. Buying a Tesla is like buying shares in the company, you're buying into the future."

And that's kind of the point. A $300,000 Audi RS7 (fully-loaded, obviously) is a bit slower in a straight line, looks just as good, is extremely well-built and emits noises that make people like me go as weak at the knees (just as the Model S' acceleration does). And would probably win a 10 lap race with the Tesla around Mount Panorama.

The Tesla is the future of cars. It may still be decades before the internal combustion engine is gone, but Tesla buyers are getting the jump, and today the Model S is the best car in which to make that leap.

Once you get past the shock of the Fabia no longer being a sub-$25K car (because let’s face it, what is anymore?), the fact that it remains refreshingly simple to live with and engaging on the road should be celebrated.

It has its downsides if you need space, and you can buy a light (or even small) SUV for the same price, but you’ll be compromising in other areas.

The Skoda Fabia can’t do everything, but what it can, it does well. Plus, it’s certainly less common than the similarly priced Toyota Yaris.

The Model S is definitely the looker of the three Tesla models on sale (the Model 3 might be some way from release, but you can reserve one and it's... weird-looking). With a slinky, Jaguar XF/Audi A7 roofline and low-slung stance, it looks the business. Like the X, the detailing of the car's surfacing and panel gaps aren't where other $200,000+ cars are, but it has improved a lot over the last couple of years.

The cabin has improved even more than the exterior.

The styling is quite sparse, really. Teslas look like computer renders in real life, especially in white, with little in the way of jewellery or detailed design elements. And that's probably the idea. It's a cleaner design than when first launched, with a simpler, flatter snout that brings out the headlights better.

The cabin has improved even more than the exterior. It's still the same minimalist design, but it fits together much more tightly than it used to. The 17.0-inch portrait screen is still there in its central but skewed-to-the-driver position and is now up to version 8. It's an impressive interface, covering off the vast majority of functions in the car, and is mostly easy to use. The responsiveness is key to its usability. If it was underpowered, you'd quickly start demanding real buttons.

The Fabia’s design hasn’t departed dramatically from its predecessor, but the evolution into the current generation has the little Skoda looking more mature and smoother than before.

Some elements like its grille and headlights are a little sleeker and the car looks less boxy, but still has a unique Skoda design language that’s instantly recognizable.

Its chrome grille trim and its set of unusual 16-inch alloy wheels are the clues that this is the entry Select, plus the lack of much badging.

Inside, the change in generation is most obvious in the step-up in materials and some of the aforementioned tech (screens in particular), though the steering wheel is a carry-over even if it doesn’t look dated.

The new instrument display cowl which features the model name on its side, the round air vents, and the fabric across the dash bring the interior into the current decade, though the centre stack’s modernity is betrayed by climate controls that could have existed in 1998.

There are a fair few hard plastic surfaces, though none of them are in poorly thought-out places and don’t let the cabin down too much.

The Model S is a rare car in this class in that it has an almost completely flat floor, meaning rear seat passengers don't have to negotiate a transmission tunnel. The two motors run physically independently of each other so there's no crankshaft to get in the way.

The floor is thicker than a normal car, it's like a big skateboard underneath. That means your knees are up higher, which might cause numb bum on a long trip. The rear seats are comfortable enough, but middle seat occupants might feel like the outboard passengers are falling into them.

With all that torque, when you do load it up, the extra kilos barely make a dent on the performance.

The view out isn't too bad given the rising window line, and if you've got the big two piece sunroof (without cover, irritatingly... ), it's quite airy out back. And hot (with the sunroof), but you do get rear air-con vents.

The boot is an eminently sensible 744 litres with the seats up and 1795 with the seats down, although the floor doesn't fold flat. While it's a big boot, it's relatively shallow so your suitcases go in on their sides. Up in the front boot (or froot) there's another 150 litres, so you can pack a lot in to the Model S. And with all that torque, when you do load it up, the extra kilos barely make a dent on the performance.

There are cars in the market that, for around or not much more than $30,000, seem like a bargain given the perceived value of features like big touchscreens and (synthetic) leather. 

The Fabia Select doesn’t have those things, but everything in it makes sense and, more importantly, everything works well.

For example, as much as I point out the dated-looking air conditioning controls, the reality is they're much easier to use than an in-screen menu requiring the same amount of attention as replying to a text while driving - something that is rightfully illegal.

Simple controls on the steering wheel, a touchscreen that doesn’t require much attention, a clear driver display and a few shortcut buttons around the gear selector mean you can focus more of your attention on driving, without lacking any of the convenience or features you’d expect in a new car.

Wireless phone mirroring for Apple CarPlay and Android Auto add to this, as you can bypass Skoda’s (fine, but basic) multimedia software easily.

The lack of wireless phone charging is a shame, but not a deal-breaker, as the space under the centre stack is conveniently sized. The same can’t be said for the tiny storage bin under the centre armrest, though.

However, the glove box and door card storage is generous and there’s the Skoda-standard umbrella in the door that’s accessible when open.

The seats in the Fabia have decent bolstering and are ergonomically sound, manual adjustment is easy enough and there’s a turning wheel rather than a lever with increments to adjust the backrest.

Given the Fabia’s diminutive stature relative to most vehicles on the road, it shouldn’t be a surprise that the back seat isn’t the most spacious. But as an average-sized adult it feels like the kind of space I’d be comfortable in for a short trip, with adequate headroom, knee room and even a vent.

There’s no centre armrest, though, and the seats aren’t as comfortable as the fronts.

Behind the 60/40 split-fold there’s a generous (for a hatch this size) 380-litre boot with bag hooks, though the floor has some mildly intrusive angled plastic elements.

Impressively, the Fabia has a spare tyre rather than a repair kit, so kudos to Skoda for not taking the cheap (and less safe) option.

The Skoda Fabia has fallen prey to the same upward-creeping prices as many other light cars have, quite hard.

What was a sub-$25,000 car in its previous generation’s entry grade is now a $32,390 offering, plus on-road costs.

For an entry-level light hatch, the Fabia Select has a decent list of features, though is decidedly more basic than the already-launched Monte Carlo ($39,690 MSRP).

The headline tech features in the base Fabia include an 8.25-inch touchscreen covering multimedia functions, with wireless Apple CarPlay and Android Auto, an 8.0-inch driver display, two USB-C ports, plus drive mode selection and a host of safety features (covered later in this review).

For reference, the Monte Carlo gets a larger 10.25-inch digital instrument cluster and a 9.2-inch multimedia touchscreen.

The Select makes do with manual-adjust cloth seats, but does have keyless entry and start, a leather ‘sports’ steering wheel, automatic windscreen wipers, an auto-dimming rear view mirror and auto LED headlights and LED tail-lights.

Skoda says the Select’s features list aims to line up as “similar to rivals’ mid-specification models” and it’s about bang on. But its price might still be a turn-off for some seeking a budget-friendly light car.

The P100D ships with two electric motors fed by a huge battery pack which triples as the bulk of the chassis and a super-strong crash structure. It's also shared with the Model X SUV.

Combined power output is 568kW with more of it out the back rather than up front. Torque is quoted at 1000Nm, but it's likely more than that. Claimed 0-100km/h time is a mildly unbelievable 2.7 seconds, with a further two-tenths to be shaved off when you press and hold Ludicrous Mode and accept a warning that you'll wear the car out faster if you use it.

With 'Ludicrous Mode' comes not just software but a higher capacity fuse that allows more power to be drawn from the batteries for longer to provide the searing acceleration.

The Fabia’s turbocharged 1.0-litre, three-cylinder, petrol engine makes 85kW and 200Nm in this guise, mated to a seven-speed dual-clutch transmission driving the front wheels only.

Given the Fabia weighs 1265kg, getting to 100km/h in under 10 seconds - which it should be able to do, just - might depend on how many passengers you have.

While it’s not very fast or powerful, the Fabia’s outputs sit about average for its class and price.

Zippo. Obviously with the new rules for Tesla Superchargers, it's not as cheap to own and run a Tesla as it was before (from January 2017, all new orders don't get free juice after the first 400kWh), but if you charge it at home (and can get away with it), it'll probably be cheaper than using Tesla's chargers. If you look, there's a company offering $1 per day charging for electric cars.

If I'd charged the car to 100 percent rather than the 80 percent recommended by Tesla for most charges (past that mark, the charge rate drops and the software has to slow to a trickle, doling out the electrons to the different cells), I would have managed just over 400km on the charge.

The Fabia has a 5.0L/100km combined cycle (urban/extra-urban) fuel consumption figure under WLTP testing, with a minimum 95RON premium fuel grade required.

With its 42-litre fuel tank, that means you could hypothetically expect to cover a touch more than 800km before running out of fuel, though that seems unlikely in the real world.

Despite a particularly lively drive undertaken purely for testing purposes, the highest fuel consumption the trip computer displayed was 7.7L/100km, which isn’t so bad when you consider the Fabia’s not likely to be driven hard most of the time.

The first time I drove a Model S, I enjoyed the acceleration and the silence of the electric motor (this was back in the Dark Ages when even the P90 only had one motor). And that has remained, with the air suspension providing a firm but comfortable ride despite the P100D's 21-inch rims and very low profile tyres. Electric motoring in any electric car is addictive.

Much progress has been made (yes, I'm getting to the acceleration, stay with me) in the way it drives. The earlier cars felt too computer gamey, with little feel through the wheel or the seat of your pants. The steering is better, especially in Sport mode, but not a lot gets through the air suspension, so it takes a while to build confidence in the chassis.

One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.

On the freeway (look, you can read ahead if you must) it's amazingly quiet, with just a bit of a rustling around the mirrors. Well, of course it's quiet, it's electric. For chassis and NVH (noise, vibration and harshness) squashers, not having the marvellous engine noise means much harder work to dull the other noises you just don't hear when there's an internal combustion engine.

And there's the acceleration. As the driver, you obviously know it's quick. Mash the throttle and the response is instant, the horizon closing in on you like you're attached by a very stretched and immensely strong bungee strap that's just been released. The way cars disappear in your rear vision mirror is hilarious.

It's more fun as a passenger, though. The Model X elicited whooping and laughing, but the P100D's extra 0.6s-worth of acceleration over the P90D, delivered with a truckload more G-force, equals silence. One woman said she was glad I'd caught her before dinner rather than after, before bursting forth with a range of expletives. One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.

If you’re someone who doesn’t need a big car and likes an engaging drive, the Fabia ticks those boxes.

In fact, it feels like it punches above its weight. Well, not literally, because while it actually weighs in at over 1.2 tonnes, it feels lighter than even that.

Tight corners don’t faze the Fabia, and its steering and suspension both feel more dialled-in than a car with 85kW has any right to.

Yep, even though its engine is only slightly more powerful than some budget sports cars from the 1980s it feels peppier than it should.

It has some low-speed hesitancy thanks to its transmission - taking off from a stop sign if you’re not in Sport mode can be annoying - but with shift paddles (or a manual gearbox… ) the Fabia could be a hidden gem for enthusiasts.

Its suspension is firm, but not sharp enough that it allows bumps and rough roads to make their way into the cabin as shocks or rattles, and even holds its own on unsealed surfaces at sensible rural speeds.

The Fabia feels playful even on a commute, and the follow-through from the rear-end on a spirited bit of cornering speaks volumes about its chassis, even in urban driving.

The Fabia wears a maximum five-star ANCAP safety rating from assessment in 2021, under recent but now-surpassed criteria.

That’s not to say its safety kit is outdated, as occupant protection scored well (58 per cent for adults, 81 per cent for children) while pedestrian and active safety were also adequate (70 ad 71 per cent, respectively).

The Fabia Select comes with autonomous emergency braking (AEB), pedestrian and cyclist detection, multi-collision braking, driver monitoring, lane assist, rear cross-traffic alert and six airbags - though no front-centre airbag.

It also features cruise control, though it’s not adaptive and requires a little more attention than most new cars - not necessarily a bad thing, mind you.

On the road, its safety tech is unobtrusive, leaving you to focus on driving while knowing there are features there to keep you safe should the unexpected happen.

Tesla offers a four-year/80,000km warranty with a parallel eight year/unlimited kilometre warranty for the battery and drive units. Roadside assist applies for the four year warranty period.

Tesla offers two maintenance plans, three and four years in length. The three year plan costs $2100 and the four year $3175. Paying for the services individually over the same period will cost $2300 and $3425 respectively. That includes a wheel alignment (if needed), but it isn't particularly cheap when compared with 'normal' luxury cars.

Your first 400kW/h of recharging is free using Tesla's supercharger network, so that would be four full charges from empty (which you wouldn't do, obviously), or about 1600km worth. After that, it's 35c per kWh or $35 for a full charge.

Skoda offers a seven-year/unlimited kilometre warranty on all its cars, which is becoming more common in the industry but is quite competitive for a European brand.

The Fabia is also able to be covered by a seven-year servicing pack for $3650, that being the total price you’d need to pay for the first seven years of servicing (occurring every 12 months or 15,000 kilometres, whichever comes first). In other words $521 per workshop visit.

Skoda also offers 12 months of roadside assistance from the new vehicle warranty start date, and another 12 months is topped up every time you service with Skoda.