Skoda Rapid 2013 Review - International

Together, the all-new Rapid range should become Skoda’s top-selling model line Down Under, where it will be available with a range of turbocharged direct-injection petrol and diesel engines matched to both manual and DSG automatic transmissions.

Aimed directly at volume-selling small cars like the Mazda3, Holden Cruze and Toyota Corolla, the Rapid represents the most significant sales opportunity for the fledgling Volkswagen Audi Group brand, which enters Australia’s largest single sales segment for the first time.

As such, expect a starting price of about $20,990, slotting the Rapid in between the light-size Fabia hatch (which currently opens at $18,990 plus on-road costs) and the mid-size Octavia liftback (from $24,990) in Skoda’s local line-up.

Abundant standard equipment will be a key Rapid feature, with all Australian models -- including the entry-level Ambition and top-spec Elegance variants -- fitted with a full complement of safety equipment and Bluetooth connectivity.

Apart from adding leather and chrome interior highlights, Ambition variants come with a Satin Black/Telluride Grey interior colour combination, while Elegance models come with a Satin Black/Stone Beige interior.

Other specifications for Australia’s Rapid remain unknown but in Europe, where a base Active variant will also be offered, options will include rear parking sensors, cruise control, climate-control, tinted side windows, heated seats, a multi-function steering wheel, tyre pressure monitoring, a hill-holder, satellite-navigation and 16 and 17-inch alloy wheels. Standard Ambition wheels in Europe are 15-inch steel rims with 185/60 R15 tyres.

Unlike those models, though, the Rapid 90TSI will be available only with a seven-speed dual-clutch DSG automatic transmission. What's expected to be Australia’s most popular Rapid will accelerate sprints to 100km/h in a claimed 9.5 seconds and return combined fuel consumption of 5.8L/100km.

Opening the Australian Rapid range will be the six-speed manual-only 77TSI, powered by the same 77kW/175Nm 1.2-litre turbocharged four-cylinder petrol engine seen in the cheapest Fabia and Golf models. The 77TSI manual consumes 5.4L/100km and can hit 100km/h in 10.4sec.

Topping the Rapid range from launch will be the oil-burning 66TDI, powered by a 66kW 1.6-litre turbodiesel matched with both (five-speed) manual and DSG transmissions. Performance and consumption figures for the 66TDI are yet to be revealed.

In Europe, the Rapid will also be available with 55kW 1.2-litre three-cylinder petrol, 63kW 1.2-litre four-cylinder turbo-petrol and 77kW 1.6-litre four-cylinder turbodiesel engines, all matched only with manual transmissions. The latter will return hybrid-like fuel consumption of just 4.4L/100km.

Reducing fuel consumption even further but unlikely for Australia will be four ‘Green tec’ versions fitted with idle-stop, regenerative braking and low-resistance tyres. At the other end of the performance scale, RS versions of both Rapid body derivatives are also on the cards, but there will be no Rapid wagon.

Skoda also claims the five-seat Rapid family car offers class-leading rear headroom (972mm) and rear kneeroom (65mm), as well as 19 ‘Simply Clever’ features including four large door compartments, front seat pockets, an ice scraper in the fuel filler flap, a double-sided boot floor cover, two side boot compartments, a mobile phone holder and slots to secure the rear seatbelt buckles.

Rapid does not use VAG's new MQB platform. Rather it is a clean-sheet 'hybrid' design based on the Fabia’s B-segment architecture. Featuring MacPherson strut front and ‘compound link crank-axle’ torsion beam rear suspension, the front-wheel drive Rapid liftback measures 4483mm long, 1706mm wide, 1461mm high and rides on a 2606mm wheelbase.

The Rapid has a 50-litre fuel tank and base kerb weights (EU empty) ranging between 1135kg for the 55kW 1.2 to 1254kg for the 77TDI. Payload is 535kg.

Skoda began working on the Rapid, which introduces Skoda’s new, more mainstream design language, four and a half years ago. It defends criticism the Rapid’s exterior design is unexciting by saying it is aimed at families and will not date, thereby maintaining resale values.

Just as the clean, uncluttered and simple exterior design aims to appeal to a wide variety of buyers, the interior continues the utilitarian Skoda theme by being functional rather than high-tech, and ‘democratic’ not driver-oriented. Hence, the horizontal, symmetrical dashboard speaks equally to both driver and front passenger, and rear occupants have the same legroom (and even the same-length floor mats) as those up front.

The Rapid will be available in three solid exterior paint colours: Candy White, Corrida Red and Pacific Blue. One "special" colour (Sprint Yellow) and nine metallics – Platinum Grey, Brilliant Silver, Denim Blue, Rosso Brunello, Cappuccino Beige, Arctic Green, Rally Green, Lava Blue and Magic Black – will be offered, most likely at additional cost.

Of course, there’s also electronic stability and traction control, antilock brakes, EDS electronic differential lock, front seatbelt reminders and height-adjusters, five three-point seatbelts and four adjustable head restraints. The Rapid is yet to be tested by local or Euro NCAP.

Of course, that will also see the Rapid compete directly with Volkswagen’s own Golf at base level, where the five-door 77TSI manual costs $21,990. Ever politically correct, local Skoda execs say crossover will be minimal because most Golf sales go to upstream models costing closer to $30,000.

Wrapped in a conservative new sedan-styled body -- though with the convenience and uniqueness of a large rear liftback (a la Octavia and Superb) -- introduces a crisp, clean new Skoda design language. It won’t set hearts fluttering but it looks much cooler in the metal than in pictures and retains the European personality of its forebears without looking like it escaped from behind the iron curtain.

No, unlike the larger Octavia, the Rapid does not share its fundamental underpinnings with the Golf, but is instead based on the Fabia’s smaller front-wheel drive platform and therefore misses out on the independent rear suspension system seen under Volkswagen’s top-seller and many other modern small cars. However, the outstanding packaging advantages wrought by the Rapid’s torsion beam rear-end results in a cavernous boot, which swallows more than anything else in its class and most sedans two sizes larger. Also delivered are class-leading rear head and legroom.

The Rapid’s rear seat space really is huge in all directions, even in the middle, and a 60/40-split folding rear seatback, double-sided boot mat, compartments at both sides and a huge, high-opening liftback further increases its load-carrying amenity.

An equally big glovebox, oversized bins in all four doors, a huge driver’s footrest, extensive steering wheel reach and rake adjustment, one-touch indicators, easy-to-read speedo and tacho gauges either side of a crisp, clear TFT readout (which shows outside temperature, trip computer and (optional) navigation info)  make the Rapid just as user-friendly up front.

We think the Rapid’s class-leading flexibility will appeal more to the majority of buyers in this class than handling dynamics. These ultimately might not match that of the Golf but after an extensive global launch drive on extremely rough roads between Vienna and Bratislava, the car is pwell up to the task.

In short, aside from some wind noise from the driver-side A-pillar at highway speeds, the super-sized Rapid makes no compromises compared to its mechanically superior Golf cousin, despite a base price that will be at least $1000 lower.

All of Volkswagen’s trademark refinement, fit and finish can be found in the Rapid, which steers precisely and responsively, though not as communicatively as small cars like the Focus and Mazda3. There's not a hint of torque steer or rack rattle and Rapid delivers excellent ride quality despite its refreshingly firm suspension set-up.

Similarly, the Rapid’s interior is simple and perhaps uninspiring. Though hard plastics can be found everywhere except on the (folding) centre and door armrests, there’s a level of intuitive functionality missing from many of its more stylish rivals.

Although the entry-level (for Australia) Ambition grade presents classy black and grey fabric seat trim, top-shelf Elegance variants are more accomplished inside with chrome surrounds for all dials and controls, which are straight out of the VW parts bin. The latter’s Climatronic air-conditioning system and five-inch colour touch-screen audio/navigation unit with SD card slot take premium models further upmarket.

And while it won’t be of much use in Australia, what other car comes with an ice scraper that doubles as a magnifying glass hidden in the fuel filler flap, a hi-vis vest stored in a driver’s seat pocket, a double-sided boot floor cover, a mobile phone holder or slots to prevent the rear seatbelt buckles flapping around?

There are some minor quibbles like an auto-down function only for the driver’s window, pedals that are offset to the right – at least in the left-hand drive versions we drove. The turning circle is also largish for the class and there is no centre rear head restraint. But we expect the highly ergonomic cabin, sharp pricing and an overload of standard equipment for all model grades to more than compensate. Positively, the doors that thud home more convincingly than many Japanese small cars though without the vault-like solidity of the Golf.

Matched only with a six-speed manual gearbox, the 77TSI 1.2-litre turbocharged petrol base model remains peppy and responsive despite the extra weight (over Fabia), while the volume-selling 90TSI DSG’s 1.4-litre turbo-four is almost as efficient (we recorded 6.2L/100km) in spite adding more power and the convenience of a slick-shifting dual-clutch auto.

We drove only the 77TDI manual, which is heavier again and therefore slightly less agile than the 77 and 90 TSIs, but expect Australia’s manual and DSG-equipped 66TDI to be just as tractable and rewarding to drive. Fuel consumption of less than 5.0L/100km could make it a real dark horse in the booming small car class.

Rapid’s not perfect, but Skoda’s first fully fledged small car looks certain to fulfil the brand’s promise of offering more space, functionality and value than VW’s equivalent model – without skimping on any of the technologies that really matter.

That it's the best looking Skoda yet is icing on the cake.

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