Ford Escape VS Skoda Kodiaq
Ford Escape
Likes
- Good genuine electric driving range
- Decent packaging
- Palatable price
Dislikes
- Why ST-Line spec?
- Make sure your use case fits the limitations
- A lot more expensive than petrol-only ST-Line
Skoda Kodiaq
Likes
- Bigger, better than before
- Cabin tech overhaul
- The keen driver's seven-seat SUV
Dislikes
- Hybrid tech unlikely for Oz initially
- Might be thirsty compared to rivals
- Probably won't be more affordable
Summary
Ford Escape
We might have been excited to see the new generation Ford Ranger and Ford Everest models in 2022, but the real star of the show for the Blue Oval brand could well be this - its first electrified model to make it to Australia, the new Ford Escape PHEV.
If you’ve seen the letters PHEV before and not understood what it meant, don’t stress - you’re not alone. It stands for Plug-in Hybrid Electric Vehicle. And what that means is that this car comes with a battery bank and electric motor, a port to plug it in and recharge it to drive on EV power only, and it also has a petrol engine to make sure you’re not stuck when you run out of charge.
I’ll run through all the details on the drivetrain below, but think of it this way - if you want a Toyota RAV4 Hybrid but want the possibility to drive on dedicated electric power for up to (and in excess of) 50 kilometres on a charge, this could be the right car for you…
| Safety rating | |
|---|---|
| Engine Type | 2.5L turbo |
| Fuel Type | Hybrid with Premium Unleaded |
| Fuel Efficiency | 1.5L/100km |
| Seating | 5 seats |
Skoda Kodiaq
It’s time. Life is calling for a seven-seat SUV.
The thing is, you don’t like to follow the crowd, and you’re not drawn by the Nissan X-Trails, Honda CR-Vs and Kia Sorentos of the world. You’re looking for something a little different, a thinking person’s SUV that stands out.
There’s no better time then, to meet the Skoda Kodiaq. Now entering its second generation with some major upgrades, it could be the right SUV for your family. Does it have what it takes to make the case against those very compelling rivals?
Read more about
- If you want a cheaper Skoda, tell them! Here's why the Czech brand won't fight cut-price Chinese rivals such as the MG ZS and Haval Jolion on price alone
- No hybrids, no worries: Skoda says NVES 'not scary' but believes its model mix will need to change in coming years
- Why this electric SUV won't suffer the same fate as the Tesla Model Y and BYD Seal
We drove the Kodiaq in Europe ahead of its Australian arrival to find out.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | — |
Verdict
Ford Escape7.8/10
The Ford Escape PHEV is a good option for a customer who knows they’ll live within the parameters set by the car. That’s the case with any plug-in hybrid, really, so in that regard, this new model is hardly a standout.
And it isn’t particularly outstanding in any other way either. I personally would have appreciated it if Ford had decided to add the plug-in powertrain to the Vignale flagship model instead - that model is more about luxury than sportiness, and would better fit the character of this powertrain in my opinion.
It’s a decent addition to the brand’s SUV range, and a welcome one to the segment, though it won’t be on its own for long.
Skoda Kodiaq7.9/10
If you’re already a Skoda buyer, you know the drill. I don’t need to tell you the Kodiaq is a genuine off-beat alternative to the mid-sized seven-seaters of the world.
If you’re a newcomer to the idea of a Kodiaq though, you’d be getting by far the best version yet. Not only is this one bigger and packed full of tech, but it’s also distinctly European in the way it drives, setting it apart from popular nameplates from Japan, Korea, and China.
Keep an eye on CarsGuide in early 2025 for detailed pricing and trim levels for the Australian market.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Design
Ford Escape
I haven’t really warmed to the “I wish I was a hatchback” styling of the Escape, which has a softer-edged look to it than most of its rivals. I mean, compared to a Hyundai Tucson or Toyota RAV4, the Escape looks like a blob.
That mightn’t be an issue for you, and it’s hardly a reason not to buy the car, but I was also a bit disappointed that there’s no real specific highlights to make you realise you’re buying the PHEV model, which - at $15,000 more than the equivalent petrol version - should have something to differentiate it other than the addition of a small badge and the additional filler cap on the front quarter panel for the plug.
Even a different set of wheels would have sufficed. Alas, it’s an identical looking Escape to the petrol. That means the ST-Line trimmings, such as black highlights on the grille and bumper, side skirts, a rear spoiler, and those 18-inch wheels and lowered sports suspension.
The interior, as mentioned in the pricing section, does have a few changes over the petrol version, but they’re hardly game-changing additions.
Skoda Kodiaq
Like its Superb sedan sibling, the Kodiaq adopts small changes to a familiar existing formula, despite being significantly upgraded underneath.
The boxy lines of the previous car have been traded out in favour of a few more curves over the wheel arches, while the LED light fittings have been tweaked to keep them looking cutting-edge in an era of more exciting and challenging designs in this SUV space.
It doesn’t rock the boat though. This is still a big oblong of an SUV - but it does lean into the stately quality exuded by larger Skoda models, reflected in its long wheelbase and imposing bonnet height.
Sure, it’s more conservative than BYD’s aquatic Sealion 6 or Hyundai’s Land Rover-emulating Santa Fe, but it also avoids the popular sharp-edged design motifs favoured by the CR-V, RAV4, or Kia Sorento.
The interior receives a massive upgrade, particularly centred around its enormous new 13-inch central touchscreen, but there’s also a pleasing array of soft-touch materials adorning the entire span of the dash, and some nicer highlight trims, too.
The older VW Group switchgear has been swapped out in favour of the latest rotary shifter mounted on the steering column, although the Kodiaq maintains the funky two-spoke steering wheel that appears throughout the brand’s range.
Practicality
Ford Escape
The Ford Escape looks like it has all the bits to make a midsize SUV buyer happy. And while a fair few of the boxes are ticked, there are some elements that could be better.
The big party trick is that the second row is on rails, so you can slide it forwards or backwards to improve the space for receipt occupants or improve your boot space. The maximised cargo area is 556 litres to the ceiling, while if prioritise second-row occupant space there is easily enough room for a 182cm / 6’0” adult to fit behind someone of a similar size.
In the boot there are remote levers for the second row seats to fold down, a 12 V outlet, and a soft parcel shelf which is easy to remove, too.
During my time with the car I had the seats slid back as far as they go to maximise cabin space, though I did test out whether it was worth having them forward and the boot space was appreciably better especially for a pram and some baby stuff.
The second-row is a 60:40 split for the backrest, with the smaller portion on the driver’s side. That may sound trivial, but we had our baby seat set up behind the passenger, and had to move it to the driver’s side when we picked up a large parcel as it wouldn’t fit with the smaller portion folded down. There are dual ISOFIX child seat anchor points for the outboard positions, and three top-tether hooks.
The boot space is good too, considering it has some extra hardware to contend with under the body, there is also a space-saver spare wheel under there which is nice. However, there is no dedicated hidey hole for the charge cable, and it doesn’t come in a nice stowable bag either - just a plastic ziplock thing.
Perhaps the biggest letdown of the interior is the fact that you still get the tiny little tablet-style 8.0-inch touchscreen media display, despite there being a big 12.3-inch digital instrument cluster. The two screens almost look at odds with one another, and what’s even more frustrating is that the driver information screen cannot be configured to include the energy flow screen that you see on the smaller tablet style unit.
That means you can’t watch what’s happening between engine, electric motor and battery, or a combination where you might expect to see that - instead it can only be seen in illustrative form on the smaller central screen. Big issue? Maybe not, but if you’re an eco-conscious customer who wants to know what their car’s high-tech powertrain is doing, while also wanting to use sat nav, or Apple CarPlay or Android Auto, or change the radio station… Well, you’re out of luck.
There is a much more basic and rudimentary display on the driver info screen that shows a small icon of an engine and battery and illuminates them when each part is in use, but really, Ford should have used the real-estate of the big driver info screen better. Toyota, Kia and Hyundai know how to do it better.
The material quality is okay, but it certainly doesn’t feel like a very special environment.There are rubberised liners on the doors which don’t look terrific or feel fantastic, and why there are soft plastic elbow pads, and up high on the dashboard, it is not of the most pristine quality.
Storage is pretty good. There are bottle holders in the doors and two cupholders in the centre console, and the storage nook in front of the shift dial houses a wireless phone charger and two USB ports, plus a 12-volt plug. There is a strange little shelf section in front of the centre console bin, which is not fantastic in terms of size. There are rear bottle holders in the doors, map pockets and a flip-down arm-rest with cup holders.
That rotary dial shifter which does take a little bit of getting used to. Unlike some others, there is no ‘P’ for park button - instead you have to dial it all the way left.
Skoda Kodiaq
The space inside the Kodiaq feels enormous no matter which seat you’re in, with a tall roof and plenty of width. Up front, there’s a commanding view of the road, while adjustability for the seats seems extensive (although we only tested a high-spec car with electrically adjustable seats).
The new screens offer sharp software which is much better laid out than before. This makes it relatively easy to find all the functions of the car, although the resolution is so high some shortcuts can be a little hard to jab at.
The real win here is the new set of three rotary dials set below the screen in place of the touch-based sliders in other VW Group products. The two outside dials control the temperature of the climate zone, or it can cycle through the heating and ventilation for the outside seats. The centre dial controls fan speed, drive mode, or volume. It’s even customisable so you can remove functions you don’t want if you’re tired of having to press it a few times to get the function you want.
There’s no shortage of storage up front including large door pockets, cupholders in the centre console, and a massive rubberised tray for the wireless charger which disappears below the rotary dials up front.
The centre console is now enormous and features a set of floating trays that can be removed. These feature conveniently-sized brackets for quick access to keys or wallets, and included here is a little suede-style cleaning block for the touchscreen. It’s part of Skoda’s signature ‘simply clever’ features and I must say I’ve never seen it before, so props to the brand for including something new.
The rear seat is, of course, enormous, offering me plenty of room at 182cm tall behind my own driving position. Unfortunately, this car’s platform requires a significant raise in the floor below the centre seat position, which eats into legroom for centre passengers.
Back here, there’s also plenty of amenities. In the car we tested, which is reflective of what high-spec cars in Australia will be equipped with, there's a rear climate zone (rare for the segment) with an independent controller, adjustable air vents, USB-C ports, and even built-in sunshades and heated outboard seats.
Unfortunately I couldn't test the third row in our brief time with the car, although the second row is on rails, so the amount of room on offer isn’t fixed at any rate. Check back for our Australian launch review for a better analysis of the third row.
With the third row seats folded the boot offers an impressive 910 litres of space, or an ambitious 340L with the third row up. It also has its share of ‘clever’ touches, like velcro cargo dividers, an included cargo net (in addition to the sliding cover), and bag hooks on either side.
Price and features
Ford Escape
It’s hard to consider the Ford Escape ST-Line PHEV to be tremendous value with a price tag of $53,440 (MSRP), especially considering it attracts a circa-$15k premium over the equivalent petrol-powered ST-Line version of the Escape. And that price will rise once more from July 1, to $54,440, as Ford says it will increase the ask due to “continued material and freight cost increases”.
But it does offer a few little extras over that petrol model in terms of standard gear, including partial-leather seat trim, a 10-way power-adjustable driver’s seat, and a 10-speaker sound system. That’s in addition to the standard kit you’d find on any ST-Line Escape, which includes 18-inch alloy wheels, LED headlights, sporty-looking front and rear bumpers, lower suspension, keyless entry and push-button start, wireless phone charging, a 12.3-inch digital instrument cluster, flat-bottom steering wheel, Ford’s 8.0-inch touchscreen media system with sat nav, digital radio, Apple CarPlay and Android Auto connectivity, and also a reversing camera and front and rear parking sensors.
There are plenty of other safety inclusions that you’d expect at this price point - check the safety breakdown below for more info.
If you need additional gear to make your ST-Line feel even more special, you can choose the ST-Line Pack option, which adds a power tailgate, heated front seats and matrix-style adaptive LED headlights. That pack costs $1950. Really, it shouldn’t be an option on this top-dollar Escape.
Other plug-in hybrid models close to the Escape PHEV include the Mitsubishi Eclipse Cross Plug-in Hybrid EV (starting from $46,990), but it’s a fair bit smaller, and so is the Kia Niro PHEV (from $46,590).
In the same size bracket as the Escape, there’s only the still-to-arrive Mitsubishi Outlander PHEV (likely to be $60,000 or more) and the MG HS Plus EV, which kicks off at $46,990 drive-away. Soon there’ll be the Mazda CX-60 PHEV, but it’ll likely play closer to the Kia Sorento PHEV (which kicks off at $80,330).
In short, there’s not too much competition, and that could play to the Escape’s advantage. But does it deliver real-world fuel economy savings that you can’t get with, say, a Toyota RAV4 Hybrid (from $36,900)? More on that below.
If your curious about colours, there are three no-cost options - Frozen White, Blazer Blue and Agate Black - while the optional premium paint options include Blue Metallic, Magnetic grey, Solar Silver, White Platinum and Rapid Red, as seen in this review, all of which will add $650 to the bill.
Skoda Kodiaq
Because we’re testing European cars and the company hasn’t even started building right-hand drive examples for Australia, it’s too early to tell what the price will be, but Skoda tells us for now to expect it to stay around the same level as the outgoing car.
That should mean you can pick up a base model from the mid-$50k region, with high-spec versions reaching to the high $60-grand bracket.
When it comes to variants, we can expect there to be a new entry-level Select version with boosted standard equipment. From there, it’s likely we’ll see a more luxurious option pack and a self-explanatory Sportline version reflecting the current range. A replacement for the outgoing top-spec RS is yet to be confirmed.
This price region puts the Kodiaq in close competition with some notable rivals. In the seven-seat SUV space this includes the Nissan X-Trail, Honda CR-V, and outgoing Volkswagen Tiguan Allspace.
Half a size (and price-bracket) up will net you versions of the cool-looking Kia Sorento or the dramatically redesigned Hyundai Santa Fe, notably both cars available as hybrids, while the Kodiaq won’t be.
We’ll talk about powertrains later, but standard equipment will be bumped to include a 13-inch multimedia touchscreen with slick new software, as well as wireless Apple CarPlay and Android Auto connectivity. There’s also an upgraded version of the VW Group digital instrument cluster, an improved array of switchgear and extended soft-touch interior materials.
What will be missing for the Australian launch is the full array of connected services features that were included in the Euro-spec cars we tested.
Keep an eye out for final spec closer to the Kodiaq’s Australian on-sale date in quarter one 2025.
Under the bonnet
Ford Escape
The Escape PHEV is the only model in the range to get a 2.5-litre petrol engine, which runs on the more efficient Atkinson cycle, and has a continuously variable transmission feeding power to the front wheels - that’s right, this Escape is 2WD/FWD.
The tricky bit is that it also houses a clever electric motor and generator, which is teamed to a 14.4kWh battery pack - which is big for a plug-in hybrid car.
The electric motor is capable of 96kW of power, while the petrol engine can produce up to 112kW. All told, the combined system output is pegged at 167kW, though there is no peak torque output figure. Even so, that amount of power is a sizeable number for any midsize SUV, even if this particular one weighs in at more than 1800kg.
Speaking of weight, the PHEV is the least capable towing vehicle in the Escape range. It has a maximum braked towing capacity of 1200kg, where all the others can tow up to 1800kg. Unbraked capacity is unchanged, at 750kg.
Skoda Kodiaq
Expect evolution not revolution here, with the Kodiaq likely to maintain a 2.0-litre turbocharged petrol engine and all-wheel drive in the Australian market.
This is likely to be an updated version of the engine in the current outgoing model, which in overseas spec produces 150kW/320Nm. It is not in production yet, so the car we drove for this test was a 2.0-litre turbo diesel (which won’t be launching in Australia) producing 142kW/400Nm. Either way, expect a seven-speed dual-clutch automatic transmission.
Frustratingly, we won’t be getting hybrids of any kind, at least at launch. Overseas, the Kodiaq is available with a 1.5-litre turbocharged four-cylinder engine in either mild hybrid (MHEV) or ‘iV’ plug-in hybrid (PHEV) forms.
Efficiency
Ford Escape
Beware the PHEV fuel consumption figure. That’s a great thing to keep in mind if you’re shopping for one of these cars.
That’s because the combined cycle official figure only takes into account a mix of conditions across 100km of driving. That’s right - only the first 100km. So the best case scenario, for a car that is designed to use its battery to run emissions free until it runs out, before sparingly using the petrol engine to keep going.
As such, it is no surprise that the official combined cycle fuel consumption is just 1.5 litres per 100 kilometres, with CO2 emissions claimed at just 33g/km. That takes into account the WLTP battery range of 56 kilometres stated on Ford’s website.
For reference, I completed my test of the car with a total of 462.7 kilometres travelled, of which, the trip computer stated 292.3km was fully electric. Meaning the remaining 170.4km was driving using petrol.
The indicated energy efficiency was 20.0kWh/100km, which isn’t great against a claimed EV driving efficiency figure supplied by Ford, of 14.8kWh/100km to 15.6kWh/100km.
While the indicated fuel consumption average was 3.1L/100km, so more than double the windscreen sticker’s indicated economy.
However, when I did the maths, I used a real-world average of 3.9L/100km of petrol ($36.15 worth of petrol) and 43.2kWh of electricity (meaning a cost of $9.82 based on the NSW average energy price of $0.2274c/kWh).
So, to do 462.7km I paid $45.97. I think that’s okay, but bear in mind I included several longer trips (Sydney to Glenbrook, Glenbrook to the Southern Highlands and back, and Glenbrook to Sydney and back).
As is always the case, if your intended operation for a PHEV is to use it primarily for urban running within its EV range capabilities, you will be better off than if you push it beyond and use the petrol engine excessively.
For reference, the fuel tank size is 45 litres, which is 12L less than the petrol-only versions. It can run on E10, but only if you can find E10 that is also 95RON premium unleaded.
If you wish, there’s also an app called Ford Pass Connect, which allows you to monitor your car’s state of charge, adjust its start and finish times for recharging and even works as a key for the car to allow remote access, too.
Worth noting the maximum charge rate on a 10-amp plug at home is 2.3kW, while on public charging (which typically runs a higher amperage rate) the max rate is 3.7kW.
Skoda Kodiaq
Expect similar fuel consumption to the outgoing car which sits at 8.2L/100km. VW Group turbocharged engines require 95RON unleaded fuel and the new Kodiaq has a variable fuel tank size depending on the engine. Check back closer to its local arrival to see more accurate figures for Australia.
It is unfortunate that it seems hybrid powertrains won’t be making it to our shores, at least in the short term, which will make it difficult for the Kodiaq to compete with hybrid versions of the Kia Sorento, Hyundai Santa Fe and Honda CR-V on the fuel efficiency front.
Driving
Ford Escape
Being the ST-Line grade, you - like it or not - have to deal with the lowered ride and sportier suspension, which makes this car ride a bit more firmly than you might want.
I found the suspension to be the biggest detracting element in terms of the drive experience – the suspension picked up a lot of the small inconsistencies in the road surface and transmitted them into the cabin. It was fidgety a lot of the time, and on road surfaces with very poor quality, it could be a bit uncomfortable.
The steering was also bit too tuned for sportiness for a car that doesn’t really need to be quite so aggressively angled that way. It took a bit of getting used to – it was somehow both twitchy on centre but not quite as responsive across the radius of lock to lock as I’d thought it might be, given the initial steering response.
Having said all that, I threw it through a couple of twisty corners and there was a nice handling balance from the chassis and decent grip from the tyres, but I did notice that - being front-wheel drive, with all that power going through the front tyres, there were some instances of it scrabbling for traction, notably on wet roads and looser surfaces but also out of offset driveways.
Other gripes included brake pedal response that was quite abrupt and very sensitive to stopping inputs.
Now, let’s consider the driving modes.
There are different drivetrain setups depending on what you plan to do. EV Auto does the thinking for you, dipping between EV, hybrid and petrol modes. EV Now prioritises electric driving. EV Later saves your battery charge for when you think you’ll need it. And EV Charge means you’ll use petrol power to drive, and also to replenish the battery pack.
The throttle response was decent in EV mode, and in hybrid mode it is nice and quiet, and it drives in a very smooth way unless you really plant your foot hard, then it can be a bit vocal - but less raucous than a RAV4 under full throttle.
The transition between the different drive modes was relatively seamless, as it will readily go between petrol or electric as required, and the four-cylinder is mostly hushed enough so that you won’t hear it too much, especially if you’re driving at higher speeds when it does.
Indeed it was relatively quiet for the most part, though the tyre noise was quite excessive at higher speeds on very coarse-chip surfaces. And in those instances I noticed I could feel the road surface through the steering wheel and the suspension, as it was quite jittery at times.
There is a low speed warning sound that is omitted below about 25km/h and it was quite handy while driving in enclosed car parks - no more accusations of creeping around silently at the shops.
Further, there are multiple drive modes, including Normal, Eco, Sport, Slippery, and Snow/Sand Assist, all of which are designed to make different situations easier to deal with. They will adjust engine transmission and steering response as well as stability and traction control limitations. I kept it in Normal, though a dabble in Sport showed that you’re allowed a bit more aggression from the powertrain in terms of acceleration.
Skoda Kodiaq
Like its immediate relations, the Skoda Superb and incoming third-generation Tiguan, the Kodiaq’s upgraded platform comes with some notable enhancements when it comes to the experience behind the wheel.
Core changes to suspension and rigidity to the platform make for a big SUV which feels surprisingly reactive in the corners, which is doubled-down on thanks to accurate steering.
It also responds nicely to a prod of the accelerator thanks to punchy engine options and the dual-clutch auto which shifts fast and unlike a CVT lets you ride the gears out for better power delivery.
We only sampled the more powerful of two 2.0-litre four-cylinder turbo-diesel engines, although the 2.0-litre turbocharged petrol unit which we know will ship in Australia is an upgraded version of an existing well-loved engine that will only perform better with less lag.
Sure, the Kodiaq is further off the ground and heavier than some of its VW Group contemporaries, and has to work harder to tame these factors, but it’s rare in the seven-seat SUV segment to have this much fun behind the wheel.
The X-Trail and CR-V for example, may be a little smoother in traffic, especially in hybrid forms, but even cars with comparable dual-clutch set-ups like the Kia Sorento and Hyundai Santa Fe can’t compare to the Kodiaq in terms of driver engagement.
Ride quality for those moments on less than impressive road surfaces was hard to gauge on the finely-crafted European roads we drove the Kodiaq on, but the previous car was already good and I’d expect the upgraded suspension on this new one to feel even better.
Even the improved switchgear (specifically, those new control dials), and the minimally invasive active safety equipment adds to the Skoda’s appeal.
If you need seven seats, you like to drive, and you don’t want to spend truly premium dollars, it’s hard to get better in this segment.
Safety
Ford Escape
Standard safety equipment for the Escape PHEV is on par with the majority of rivals in the class.
It has front autonomous emergency braking (AEB) with pedestrian detection (not cyclist detection, though), adaptive cruise control, lane departure warning and lane-keeping assist, blind-spot monitoring and rear cross-traffic alert, driver fatigue monitoring, traffic sign recognition and a rear-seat occupant reminder system that’ll chime in to tell you to check the back seat before you get out.
There are six airbags - dual front, front side and full-length curtain airbags, but unlike some newer rivals there is no front centre airbag to prevent head clashes.
Skoda Kodiaq
We don’t have final spec for the Australian market, but expect the Kodiaq to maintain all the key active safety items as standard.
These include auto emergency braking (to freeway speeds), lane keep assist with departure warning, blind spot monitoring and rear cross-traffic alert. Additionally, the Kodiaq gets traffic sign recognition, an upgraded driver attention alert, and an auto-parking suite.
It is also now better at detecting objects and vehicles around it thanks to a new set of ‘nano radar’ sensors in both the front and rear bumpers.
The new Kodiaq has nine airbags and was recently awarded a maximum five-star EuroNCAP rating. Tune back in closer to its Australian arrival in Q1 of 2025 to see whether the safety rating transfers across to ANCAP.
Ownership
Ford Escape
As with the rest of the Ford range, you get a five-year/unlimited kilometre warranty on the car, while the battery pack has its own eight-year/160,000km warranty plan.
And just like most other models in Ford’s range, there is a lifetime capped-price servicing plan, with the first four maintenance visits (due every 12 months/15,000km, whichever occurs first) incurring a $299 fee, which is cheap for the class.
You also get up to seven years of roadside assist if you service your car with Ford’s dealers.
Skoda Kodiaq
Skoda is the first European brand to take a shot at a seven-year and unlimited kilometre warranty, so points there for moving the game forward.
On top of that, you can expect the usual seven-year pre-paid service pack the brand offers on its other models, although check back in for the details as they become available in Australia. Generally these packs strike a reasonable middle ground between the affordable servicing of brands like Toyota and the more expensive Subaru.
Skoda is also currently pushing a guaranteed future value program and favourable finance with more transparent terms than some of its competitors. Check back in early 2025 for all the numbers.