Skoda Kodiaq vs Renault Arkana

What's the difference?

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.

The Arkana is a stylish alternative in a sea of same-same compact SUVs. It's relatively well equipped and has some hidden gems in its ownership and running costs that elevate it above some of the competition.

It’s not a bad thing to steer, either, but the lurchy dual-clutch could be a deal breaker for some.

The sweet spot is the Techno, which misses out on the Esprit Alpine’s special touches but represents the most bang for your buck.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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.

This update isn’t a massive overhaul of the Arkana, rather its “refreshing and enhancing” what was already there according to Renault Australia.

And this remains true with the car’s styling. Not much has changed on the outside except for a few minor garnishes and flourishes, especially on the Esprit Alpine variant.

The coupe styling isn’t for everyone. It’s more popular in Europe than Australia but if you want to stand out from the crowd it’s a good place to start.

The Arkana has curves in all the right places and its little grille made up of little Renault badge diamonds is a welcome addition in a world of wide mouth front ends. The C-shaped LED headlights and a large Renault badge add a bit of pop to its look.

The pinched rear end has LED lighting that runs from the tail-lights to the centre badge and Arkana is spelled out in big, bold letters.

The Esprit Alpine stands out with gunmetal highlights on the front bumper and the front and rear skid plates in the same colour. It also adds a Esprit Alpine badge below the side mirror and front door sill plates.

The Esprit Alpine has 'Tricolour' stitching in red, white and blue on the door trim and steering wheel, which is complemented by blue contrast stitching on the gear shifter, seats and centre console.

Cabin quality is variable. There are some nice feeling materials used on the dash and on the door trims but below eye level there are lots of hard wearing plastics. A big slab of faux wood running along the dashboard doesn’t feel as high-quality as you would like. The quality drops a bit in the back row, which is where carmakers often try to cut costs.

Solid white is the only no cost paint colour, but it is not available on the Esprit Alpine. Metallic white, blue, black, grey and red cost $750.

Buyers can also option a black roof for a two-tone look for $600.

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.

The Arkana isn’t a family SUV, but rather is pitched at younger couples and empty nesters. 

Up front there is great forward vision with a higher seating position than hatchbacks and sedans. Electronically adjustable seats and a manually moveable steering wheel means there’s a good seating position for pretty much everyone.

The seats are comfy and the multimedia screen and climate controls are easy to reach. The centre console has a wireless device charger, two USB-A charging ports and a 12-volt socket to keep various devices juiced up. 

Two cupholders take up most of the space with minimal storage space leftover. There are decent sized storage bins in the doors and a little net in the passenger seats footwell to stop small items rolling around. 

Back seat passengers have their own air con vents and USB charging ports, which is a welcome addition.

In the rear pew is where the Arkana’s stylish coupe-like design dents its practicality. The sloping roof shrinks the windows and reduces headroom, which makes it feel a bit gloomy compared to more boxy-shaped SUVs that makes it no-no for smaller kids.

The boot is a decent size, but it’s longer and lower than other SUVs, which is the price you pay for looking good. 

Initially Renault is launching with just two variants, the mid-tier Techno and top-spec Esprit Alpine, which replace the formerly named Intens and R.S. Line variants. 

Despite the update, prices remain the same with the Techno starting at $41,000, before on-road costs, and the Esprit Alpine from $45,000.

An entry-level Evolution grade will arrive later to take the place of the old Zen variant. Expect it to be priced from $37,500.

The Arkana isn’t the cheapest compact SUV on sale with lower starting points for the Hyundai Kona, Kia Seltos and Mazda CX-30 ranges. It is cheaper than the hybrid-only Toyota C-HR and its French rival, the Peugeot 2008.

The two model grades are fairly well stacked with gear to justify the price, though.

Techno shoppers can expect 18-inch alloy wheels, which swell to 19-inche on the Esprit Alpine and all variants have LED head and tail-lights.

Step inside and the Techno grade has black leather and synthetic suede accented seats, which upgrade to more premium synthetic leather and suede upholstery with contrast blue stitching and Alpine badging in the top-spec grade.

The front seats are heated in both grades and the Esprit Alpine has a heated steering wheel, too.

On the tech front both variants have a 9.3-inch portrait-shaped multimedia display paired with a 10.25-inch digital driver display.

Apple CarPlay and Android Auto wireless smartphone mirroring is standard.

The Esprit Alpine version ditches the six-speaker stereo in the Techno for a booming eight-speaker Bose system and it adds a sunroof.

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.

The Arkana keeps the 1.3-litre four-cylinder turbocharged petrol engine from before. It makes 115kW and 262Nm and is paired with a seven-speed dual-clutch auto that drives the front wheels. 

That’s plenty of grunt for a car this size, but it’s let down by a glitchy transmission that hesitates a lot at lower speeds and doesn’t do its best work when asked to hustle, either.

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.

Efficiency is the name of the game with the Arkana’s little turbo engine. The French brand claims it drinks 5.9L/100km on the combined (urban/extra-urban) cycle but we averaged 7.5L/100km on our circa two-hour country road drive according to the trip computer.

The higher speed twisting and turning country roads we drove on aren’t conducive to low fuel use, though.

It has a 50-litre fuel tank and only requires cheaper 91 RON petrol, which is rare for little turbo engines that usually have premium tastes.

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.

The Arkana is a bit of a mixed bag on the road. Its engine is a nice little unit but the dual-clutch auto deflates the drive experience.

At lower speeds it hesitates and then gives too much oomph all at once, which can result in some wheel spin. It means you need to be mindful at T-intersections and when turning across traffic and feather the pedals. 

This is a symptom of most dual-clutch autos but the Arkana’s is less sophisticated than say ones fitted to Volkswagens, and the Arkana doesn’t have the meaty power and torque bands of performance cars. A conventional torque converter auto would suit it better.

The Arkana does some of its best work at higher speeds, where the dual-clutch is more decisive and it's an admirable highway cruiser. 

It isn’t a bad operator through the bends where it exerts excellent body control to minimise rolling. This is complemented by nice steering that is well weighted and accurate. Pedal feel is excellent with no woody or doughy feel to them.

The suspension is on the firmer side and you’ll feel some harsh bumps, especially over consistent smaller ones that it will crash over.

Its rear torsion beam suspension set-up is less sophisticated than the multilink arrangements found in an increasing number of competitors in the segment.

Road noise is noticeable at higher speeds. There's a fair bit of wind noise, too, but it was an especially windy day on our test drive.

The Arkana isn’t a sports car but is a stylish SUV for punting around town and facilitating weekend getaways, but there are other compact players that answer this brief better.

The Arkana holds a maximum five-star ANCAP rating, but it is based on the 2019 crash test of the Renault Captur, with which it shares much of its underpinnings. This rating is due to expire in late 2025.

There are six airbags and a range of active driver aids included as standard and the update adds a 360-degree camera view to all grades.

This joins auto emergency braking with pedestrian and cyclist detection, lane keep assist, blind-spot monitoring, rear cross-traffic alert, radar cruise control and speed sign recognition.

A lot of carmakers just tick the box for active driver aids but don’t think of the calibration. Not Renault. The driver aids barely interjected during the launch drive and only chirped up when needed, which is a welcome reprieve from the overly touchy and nannying sensors found in other cars.

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.

There is one part of Renault’s ownership credentials that others can’t match.

Its service intervals are every 12 months and a whopping 30,000km, which is double the industry norm of 15,000km. 

If you need to do big kays such as a sales rep or rideshare driver might this will be extremely important.

Five years or 150,000km of capped price servicing visits costs $2385, which is one the expensive side compared to Honda, Hyundai and Toyota but is in the ballpark of similar-sized Kias and Volkswagens.

Renault covers the Arkana with a five year/unlimited km warranty - par for the course in the mainstream market - and five years of roadside assistance.