Holden Commodore vs Skoda Scala

What's the difference?

So will the new Commodore become Australia's favourite car? I strongly doubt it, but it's not the car's fault, and it wouldn't be any different if it was a rear-wheel drive, V8, Australian-built sedan. Australian buying habits have just moved on, and diversified into a range of SUVs, small hatches and dual-cab utes. 

Taken as an all-new entry in Holden's revitalised line-up though, the new Commodore ticks all the important boxes required of a mid-size to large passenger car these days. It may not be anywhere near as exciting as a 6.2-litre Redline sedan, ute or wagon, but it’s objectively a far better car overall, and you should definitely give it a drive before dismissing it. 

The pick of the bunch in my eyes is the $39,490 RS Sportwagon with the 2.0-litre petrol engine. Yep, the best new Commodore is now a four-cylinder station wagon.   

Be sure to check out what James Cleary thought of the new Commodore in prototype guise here:

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.

Aside from the move to a front-drive basis, the other key difference between the new Commodore and those of the past is its shift from a classic three-box sedan shape to a sleek, five-door Liftback. Even the Sportwagon has an elegant arc to its roofline, which is arguably their most appealing design element. There are no Ute or Caprice bodystyles, and there never will be. 

The European-designed look is less macho than the bulging wheelarches of the VE and VF, but more in line with its European rivals like the Ford Mondeo, Volkswagen Passat and Skoda Superb. 

The best way to identify specific models is by their wheels, with the trim levels split between a more elegant body trim on the entry, Calais, Calais-V and Tourer variants, and sportier body kits with side skirts and a rear spoiler on the RS, RS-V and VXR flagship.

The interior look is also best described as elegant, with fresh shapes that flow cohesively into the door trims and centre console. There’s a general air of quality about it, but it’s let down by some cheap-feeling controls and switches, particularly the climate control knobs. 

The ZB’s overall size is bigger than you might think, with most dimensions fitting neatly between the VE/VF and the VT-VZ generation that preceded it. 

You might be surprised to learn it’s no lightweight either, with the heaviest Calais-V Tourer actually outweighing the portliest VF by 31kg. 

Interior dimensions are comparable with its predecessor, with the most significant differences being a narrower back seat thanks to its 36mm thinner body and 13mm less rear headroom in the Liftback (but 3mm more in the wagon).  

Before the decision was made to source the new car from Germany, Holden was planning a longer wheelbase for Australia. One specific requirement that did reach fruition is the availability of a V6 engine, which isn’t fitted to European versions.

Under the skin it rides on GM’s E2XX platform, which is a significant evolution of the chassis that underpinned the previous Insignia and the now-defunct Holden Malibu. 

Aside from having a say in every step of its design process, Holden engineers covered more than 200,000 kilometres of testing on Australian roads and at the Lang Lang proving ground.

This has been to fine tune the drivetrain calibrations, the steering, suspension, and even details like the sat nav and radio reception to suit our tastes and unique demands. 

Specific suspension tunes have been developed for four cylinder models, the V6 Calais, V6 RS-V and the Tourer, with unique setups between Liftback and Sportwagon bodies. 

The only version not to score an Australian suspension tune is the VXR, which was treated to a performance-focused setup at the Nürburgring in Germany. 

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.

Another traditional Commodore trait to have taken a step backwards is its ability to carry three adults across the back seat. Admittedly only really an issue for taxi use, the ZB will certainly still swallow three, and likely three child seats, but less comfortably and more like the similarly sized Camry.

The Liftback’s reduced headroom didn’t matter for this 172cm tester, but if you were marginal in a VF you’d probably want to avoid spiking your hair.  

The cabin ticks all the other important boxes for a modern family car, including twin cupholders front and rear, bottleholders in each door and two ISOFIX child seat mounts in the rear. 

All get a good cluster of USB and 12V charge points, while the RS-V models upwards get a big bonus with wireless phone charging. 

The Liftback's boot space is only slightly down on before at 490 litres, but the huge opening created by the five-door design is so much more useful in the real world. It also brings a split-fold back seat for the first time in a non-wagon Commodore. 

The Sportwagon has lost around 100 litres in capacity though, but is still a very useful 560 litres to seat height or 793 litres to the roof. 

Holden’s local team has also developed a range of optional accessories for the Commodore, which includes a bonnet protector, weather shield, towbar, boot liner, floor mats, headlight protectors, sill guards, locking wheel nuts, roof racks and a cargo net, but there’s no sign of a cargo barrier, nudge bar or bullbar at this stage.

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.

The Scala Monte Carlo might kick off from a tenner under $35K, but our test car is equipped with a $4300 Travel Pack that bumps the price up to $38,290 driveaway – perilously close to the larger VW Golf R-Line, as well as the company’s own Octavia.

On the safety front you’ll find seven airbags (dual front, side, curtain and a driver’s knee item), autonomous emergency braking (AEB), forward collision warning, reverse collision warning/braking, lane departure warning/active assist, adaptive cruise control with stop/go functionality, driver attention monitor, stability control, anti-lock brakes with electronic brake-force distribution and brake assist, traction control, hill-hold control, rear parking sensors, tyre pressure monitors, front fog lights and a reverse camera.

Note, however, for blind-spot monitor and rear-traffic alert, you’ll need to stretch an extra $4300 for the Travel Pack. More on that a little later on.

Skoda has worked hard to boost the Scala’s showroom appeal, with a ‘Virtual Cockpit’ electronic instrumentation/multimedia display ahead of the driver, an 8.0-inch touchscreen, Apple CarPlay/Android Auto connectivity, Bluetooth telephony and audio streaming, voice control, app-link multimedia capability, wireless smartphone charging, powered folding and heated mirrors, centre armrest with storage and two USB chargers, ambient lighting, animated rear turn signals, remote central locking and a powered tailgate.

Being a Monte Carlo, the Scala scores extra razzamatazz in the form of extra exterior black trim, blacked-out 18-inch alloys, a panoramic glass roof, bolstered sports seats, LED adaptive front headlights, dual-zone climate control, drive mode selector, alarm system, metal pedals and a sports chassis that makes the car sit some 15mm lower compared to other grades.

Our test car’s $4300 Travel Pack adds the aforementioned missing blind-spot monitor and rear traffic alert, as well as satellite navigation, automatic parking assist, heated seats front and (outboard) rear, upgraded audio, paddle shifters and wireless Apple CarPlay.

Metallic paint costs $550 while Velvet Red Premium will set you back another $1110. The spare wheel is a space saver.

The fact is, except for the powered tailgate, driver’s side door umbrella and additional storage aids synonymous with Skoda, our circa-$40K (driveaway) Scala’s equipment levels are approached, matched or even exceeded in some instances by C-segment rivals like the in-house Golf, Mazda3, Toyota Corolla, Ford Focus ST-Line, Hyundai i30 N-Line, Subaru Impreza 2.0i-S and Kia Cerato GT Turbo.  

So, while the Scala is an advance over the Rapid, it also concedes the big pricing advantage the preceding model enjoyed over such fierce competition. In Monte Carlo guise at least, it is an expensive little car.

No, there’s no more V8, manual transmission or rear wheel drive, but the ZB’s options are more in sync with its newer rivals. 

For the first time since the VH, or 1984, the base engine is a four-cylinder petrol unit, but uses modern tech like direct injection and a turbo to boost power statistics to more than triple that of the infamous Starfire engine. Also seen in the Equinox, the new turbo motor’s 191kW is also notably 6kW more than the 5.0-litre V8 in the VL Group A SS (Walkinshaw), and 1kW more than the 3.6-litre V6 was making in top-spec VZ Commodores – so pretty good horsepower for its engine size.

MORE: If any Commodore engine problems or automatic transmission problems crop up, you’ll likely find them here.

The real story is its healthy 350Nm of torque, which is also more than what the same VZs were making, but on tap from a useful 3000-4000rpm.

The latest version of the 3.6-litre Alloytec V6 that’s seen duty in VZ, VE and VF models makes a reappearance as the new performance leader, but mounted sideways and turning all four wheels this time. In ZB trim, it produces 235kW and 381Nm, the latter from 5200rpm.

MORE: Find all ZB Commodore specifications here.

For the first time, you can also choose a diesel option with LT and Calais trims, which is a version of the engine used in the previous Opel Insignia. You’ll also find it under the bonnet of the Jeep Cherokee and Compass, and its applications spread as wide as the Alfa Romeo 159 that ended production in 2011. In Commodore guise, the turbo 2.0-litre engine specs are 125kW and 400Nm (available from 1750-2500rpm), and therefore taking out the torque trophy for the ZB range. 

Both petrol engines are paired with a nine-speed torque converter automatic transmission, while the diesel has an eight-speed gearbox. Both four-cylinder engines are front-wheel drive, while all V6 variants are all-wheel drive. 

MORE: What’s the difference between 4X4, 4WD and AWD

The all-wheel drive system is actually quite clever, using what’s called a Twinster twin-clutch rear differential for finite torque vectoring, or sending the just the right amount of power to each wheel. The system varies torque distribution between 100 per cent front and a 50/50 split. 

If you think the Commodore has gone soft, its towing capacity ratings also suggest otherwise, with a 2100kg maximum braked rating for V6 models matching the best offered previously. The four cylinder models are rated at 1800kg, which is 200kg better than what the previous 3.0-litre V6 and LPG models carried.

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.

As you’d hope, the ZB sets a new Commodore benchmark for fuel consumption, with the diesel models managing a best official combined figure of 5.6L/100km. The petrol four-cylinder models also pip the VF’s best combined fuel economy figure of 8.3L/100km with 7.4 and 7.6L/100km for the LT, RS and Calais Liftbacks respectively. The Sportwagon versions wear 7.7 and 7.9L/100km figures, while V6 versions span 8.9-9.3L/100km combined ratings. 

It’s worth noting that the petrol four-cylinder engine needs premium 95RON unleaded to do its best, while the V6 is happy to run on regular 91RON unleaded. All versions have a 61.7-litre fuel tank. 

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.

The Commodore we know and most of us love is just as famous for its quality driving experience as its local production and motorsport successes. So, the ZB has some big shoes to fill in this area. 

At the ZB’s media launch, we drove everything aside from the base LT or any diesel variant, over several hundred kilometres of pretty much every road condition. 

I’ll cut to the chase. There’s a genuine quality to the way they handle Australian road conditions. We drove them back to back with a UK-spec model at Lang Lang, and while you’d expect the local car to excel at its own test facility, the rear and front suspension work in harmony to handle mid-corner bumps with far greater stability than the alternative. The electric power steering weighting was also lighter, but it didn’t seem to lose any precision. 

You probably wouldn’t notice it driving to the shops every day or cruising on the highway, but this on-limit controllability could easily be the difference between life and death in an emergency. 

The turbo four is a surprisingly capable and refined package, and would honestly be my pick if I were in the market. It’s smoother and more tractable than the V6, so feels like it would deliver speed more readily than the bigger engine unless you were going flat out. 

Holden isn’t quoting official 0-100km/h acceleration figures, but we hear the petrol four is good for a 7.0 second-ish time, and the V6 will manage just over 6.0sec. So there’s really not much in it outright. 

Therefore it’s a shame you can’t get the Tourer with the petrol four, but because the combination is available in Europe, Holden could shift the line-up if there’s enough demand. 

The nine-speed auto does a pretty good job with either engine, and its electronic brain does a slick job of seamlessly adjusting its shift behaviour to your driving style. 

Holden isn’t quoting ground clearance figures, but all have enough to handle dirt roads, and while the 17-inch wheel equipped models match the VF II’s 11.4m turning circle, be aware that the 18-inch wheel variants blow out to 11.7m, the 19s are 12.7m, and Holden doesn’t quote a figure for the 20-inch equipped Calais-V Liftback and VXR.   

The only other surprise among the group we drove is the Calais-V Liftback, which is likely to be a bit too sharp in its ride for some luxury buyers on its big 20-inch alloy wheels. The Calais or one of the Tourers would be your best bet for comfort.  

The VXR performance flagship is a completely different personality to the SS models of the past. It’s nowhere near as fast, but is more of a grownup package that’s easier to get the best out of. 

Its more demure than the brash final VF IIs, and the V6 does make a pretty sweet note, even if half of it is coming from the speakers.

Nothing was ever going to replicate the romance and pride of the last SS, but all is not lost for fans of fast Holdens.

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 Scala was tested in August 2019 by Euro NCAP and scores a five-star ANCAP crash-test rating. The test vehicle was a left-hand-drive 1.0-litre three-cylinder turbo petrol version.

Each Scala includes seven airbags (dual front, side, curtain and a driver’s knee item), autonomous emergency braking (AEB), forward collision warning, reverse collision warning/braking, lane departure warning/active assist, adaptive cruise control with stop/go functionality, driver attention monitor, stability control, anti-lock brakes with electronic brake-force distribution and brake assist, traction control, hill-hold control, rear parking sensors, tyre pressure monitors, front fog lights and a reverse camera.

Note, however, for blind-spot monitor and rear-traffic alert, you’ll need spend an extra $4300 for the Travel Pack.

The AEB system is set to operate from 4km/h up to 250km/h (where applicable). For pedestrians and cyclists, it works between 10km/h and 50km/h and operates day and night. The lane support systems kick in between 60km/h and 250km/h.

For child-seat security, the Scala is fitted with ISOFIX child-seat anchorage points in the outer rear seat section and a trio of child-seat anchorage points are fitted behind the back seats.

Holden is currently offering a seven-year, unlimited kilometre warranty with roadside assistance to help boost sales, but be on the lookout for the return of this deal if you miss out this time. Normally, the Commodore carries the standard three year/100,000km warranty. 

Service intervals are now 12month/12,000km, which have shifted from the previous 9month/15,000km terms.

Service costs are capped for the first seven trips to the workshop, with petrol models costing $259, $299, $259, $359, $359, $359 and $259, or a total of $2153 over seven years or 84,000km. The diesel is actually slightly better value at $259, $359, $259, $399, $359 and $399, or $2134 over the same period.

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.