Skoda Octavia Scout 2015 Review

Skoda Octavia Scout 110 TDI, 132 TSI and 135 TDI

Skoda's redoubtable Octavia Scout is reborn on the same MQB platform as the standard Octavia wagon, but with visual cues and a raised ride height to set it apart. In Australia the new Scout is now available at an entry price $7000 lower than the previous Scout, making this car something of a bargain, considering its significantly improved specification. One hurdle however, the entry-level diesel model is only available with a manual transmission.

A gentle drive through the wilds of Tasmania revealed that Skoda's new Octavia Scout is even better than the previous model, and at a lower price. The new Scout benefits from MQB architecture underpinning it – the platform is shared with other models in the Volkswagen Audi Group product range, including the Golf 7.

Three engine variants fill out the range in Australia: a base-grade 110 TDI diesel, a 'Premium' specification 132 TSI petrol model that's clearly different in character from the two diesel variants, and the range-topping 135 TDI variant.

On the road, the Scout 135 TDI didn't seem to deliver a lot more performance than either the petrol model or the 110 TDI base model, but it probably copes better with a load on board, hauling up hills or towing. The 132 TSI (petrol) Scout seemed the better choice for overtaking, but all three engines proved to be largely free of turbo lag.

The top-shelf diesel sounded sportier than the 110 TDI, but the petrol model was undeniably the pick of the bunch for drivers, revving out nicely, but delivering punchy performance across most of the rev range. Skoda believes the petrol variant will be the volume-selling model in the range.

All three engines were subdued until the driver demanded more performance. But even so the entry-level Scout 110 TDI was more refined than other, similarly priced diesel SUVs I've driven in recent times. Even with the DSG transmission out to save every last drop, the 135 TDI model was pretty smooth and fuss-free right down to about 1300rpm.

Fuel consumption for the 110 TDI was 7.1L/100km, according to the trip computer, and based on gentler open-road driving. The 135 TDI model, driven significantly harder, consumed fuel at a rate not very much worse, 7.3L/100km. While the petrol engine's consumption for the drive programme was a long way adrift of either diesel – at 10.9L/100km – it was the engine that was held in lower gears longer, or revved hardest and highest.

The manual transmission for the base-grade Scout 110 TDI was a six-speed unit. Volkswagen and its subsidiary brands (Audi and Skoda to name two) certainly make the grade when it comes to manual shift quality. In the Scout the manual transmission was lovely to use, very light, precise and practically foolproof. It is a genuine pleasure to use a manual box like that when so many are mediocre at best.

For those who prefer the car's transmission to think for itself, the two 'Premium' models came with six-speed dual-clutch transmissions (DSG, in VW terminology). In both cases the DSG was adept, smooth and free of shift shock. While the DSG transmission offered sequential shifting, it was exclusively through the gear lever. There were no shift paddles, which arguably isn't right in a car around the $40,000 mark. And some drivers will contend the sequential shift detente is back to front: pull back to downshift, push forward for upshifts.

While the drivetrains were quiet across the board, tyre noise was present on country roads and a light rustling of wind noise was audible at speed.

Mostly the Scout runs in front-wheel drive, but the Haldex 5 system engages a multi-plate clutch pack for rear-wheel drive, and was never caught out on dirt when I planted the foot. One point of note, this new Scout is less likely to oversteer on a trailing throttle than the model it supersedes. The new model can be provoked to slide the tail out into a corner, but it takes more effort and the stability control system will quickly curb that anyway.

On bitumen the Scout was an adroit handler, responding with aplomb to steering inputs, and communicating which way the front wheels were pointing at all times. Considering the Scout's dynamic ability, its ride comfort was also highly commendable. Only a tendency to pitch at times over lumpier irregularities on country roads spoiled my assessment of the Scout in 135 TDI guise.

When it came to comfort, the Scout's seats were excellent; even the seating in the rear was shaped properly to cosset the occupant. Naturally there was plenty of head- and legroom, even with a sunroof fitted to the 135 TDI model tested. Despite the Scout's compact external dimensions, the boot was voluminous and very practical to use, between its relatively low load height and finger-pull levers to lower the 60:40 split-fold rear seat. Unlike some Japanese cars using the same sort of system, the Skoda's seats don't drop flat.

Under the boot is a 'full-size' 16-inch steel wheel, rather than a match for the 17-inch alloys. The spare wheel is fitted with a conventional Dunlop tyre, rather than a space-saver spare, but the Scout is still technically running an odd-size wheel/tyre combo if the spare is fitted.

The Scout's driving position was excellent. It's one car that could literally be set up for seat proximity to wheels and pedals, plus correct positioning for all three mirrors within 60 seconds – despite the lack of power adjustment for the seating. Only the location of the (lever) handbrake and the indicator stalk on the left side of the steering column detracted from the Scout's driving position.

A long-standing tradition with Volkswagen products, the seats were manually adjustable, but that adjustment was faster and more effective than some cars with electrically-powered systems.

All three variants for the drive program came with the same decorative trim, which seemed to be a synthetic material that couldn't decide whether it was a woodgrain look-alike, or a facsimile of some kind of burnished metal. Despite that, it looked stylish and understated, without being bland or sombre.

The Scout's infotainment system and minor controls (for air conditioning/climate control as one example) were very easy to use. The electric windows were opened and closed by rocker switches: press the lower edge to lower the window or press the upper edge to raise the window. It's a slightly different method of operation than conventional window switches in other cars, but it makes just as much sense.

The Scout was a hard car to fault, overall. The one rival to the Scout is the Subaru Outback. On the basis of price, the entry-level Scout undercuts the Outback (by about $2500), but optioned up the tables are turned. The Outback is a very safe car for the money too, which should be a consideration in any purchasing decision. That's not to say the Scout is NOT safe, far from it. In fact, an ersatz test of the Skoda's Lane Assist system on Tassie's country roads proves to me that it's a better resolved system than that of a certain large, prestige SUV that I could name.

The only concern about the Skoda's safety is the fact that some features have to be purchased as options, rather than as standard. That ultimately may be nothing more important to the buyer than a bargaining chip to use against the Skoda salesperson.

The Outback is a larger car than the Skoda. That translates to even more rear-seat legroom, and we know the Subaru is a fairly capable car off the road. For the Skoda drive program, the Scout was tested over nothing much more demanding than flowing, unsealed roads that a two-wheel drive rally car could negotiate at speed. How the Scout stacks up against the Outback in the bush is a question for another day – assuming anyone actually cares that much.

The Scout is likely to spend most of its working life driving to shops and schools, perhaps making just the occasional venture up to the high country for a skiing weekend. But for once, that shouldn't really matter. Yes, the Scout is an 'SUV' (of the high-riding wagon variety), but that doesn't make it any the less practical around town where it will spend the greater part of its time.