SKODA FABIA

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FIRST AUSSIE DRIVE

SLOWLY but surely, Skoda is working its way into the Australian consciousness. With a slightly oddball line-up that prides itself in offering something clearly differentiated from the DNA that spawned it, Skoda has become a brand for thinking people who value function over form.

That was certainly the case with the narrow-gutted old Fabia, but the new-gen is the face of the new Skoda. Smart and spacious like before, but also stylish and sexy, priced from just $16K driveaway.

The 2015 Fabia is as mainstream as a Skoda gets, and maintains one of the Czech brand’s traditions by offering class-leading luggage space (a huge 505 litres in the wagon). But its proportions have been altered significantly. Wider and lower, yet up to 112kg lighter, it looks much better on the road, and feels more planted too.

Dynamically, think of it as a Polo with a bit more personality. Thebase66TSImanualrideswith pr sive l c a d ished einme coa surfaces, ho hre’s s a ra ou obd o i ornrs.Butt see to njoychang g cion mr t ant V co . t a perfra -letherwhee isk 2.6 u slc-to ckgrppyfront seas d e cou gng ive spee an hift h bgg Fabiaissomethingofalittlegem.

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The base 66TSI manual rides with ut-out,tsm abo impressive pliancy and polished oise hnant in es. refinement on coarse surfaces, e 1kW/7N ve o , though there’s also a fair amount a ilable ly ihaseve of body roll in corners. But it s DSG h 8 $ K seems to enjoy changing direction driveaway)isquickerto100km/h more than its VW cousin. With a (9 ec,eq lly s c omical perforated-leather wheel, a brisk (4.8L1 m), d ds ruse, 2.6 turns lock-to-lock, grippy front frontcente rmr ta 5-in seats and an encouraging five- allo twit htst e h speed manual shift, the boggo Fab DS quare att uppe Fabia is something of a little gem. e d autolght ach rcng

About the only serious omission he t- s n d8 S is a lack of cruise control, which hatc edrve tlanc cot can be optioned in a $1300 Travel $2284,a h w ca’fault Pack that also scores you 16-inch th qalit ins oft i alloys (base are steel 15s), LED oritsequipment,that’sVWPolo running lights and a fatigue ony d htt e po detection system. But you can’t u edostot e i ,youdon’t just have cruise by itself. ecessrilygain akin an ng

The 66kW/160Nm 1.2-litre turbo O rfavou F ia yfri four isn’t a sporting engine, but h basewgon.Th manuaask it’s wonderfully tractable, with $17,140(plus$300fordriveaway) an ability to pull from 1250rpm. d equies yt e r lPak There’s even a whiff of induction eitt eo t ave nl growl at low revs that enhances yo A D tmakse the 66TSI’s personality, though mallS Vv t ly duna . from 5500rpm to the 6400 outproducing cut-out, it’s more about producing noise than anything else. The 81kW/175Nm version, available solely with a sevenspeed DSG in the 81TSI ($20K driveaway) is quicker to 100km/h (9.4sec), equally as economical (4.8L/100km), and adds cruise, a front centre armrest and 15-inch alloys. But with that sticker, the Fabia DSG is squarely at the upper end of auto light-hatch pricing. The sports-suspended 81TSI hatch we drove at launch cost $22,840, and while we can’t fault the quality finish of its interior, or its equipment, that’s VW Polo money. And what the sporty tune does to the ride, you don’t necessarily gain back in handling. Our favourite Fabia by far is the base wagon. The manual asks $17,140 (plus $300 for driveaway) and requires only the Travel Pack to make it the one to have. Unless you need AWD, it makes every small SUV virtually redundant. NATHAN PONCHARD

Playfortoday

EVERY Fabia offers a gutsy six-speaker surround-sound stereo with Smartlink – a touchscreen system capable of connecting to Apple CarPlay or Android Auto.

On the Apple version we tried, Siri can answer questions, send texts or read out messages, which is bloody awesome in a small car like this. You can access all your phone apps, as well as all the other features packed into the Fabia’s Bolero stereo, though CarPlay requires a physical cable connection to the USB port to sync with the system.

Cruise control notstandard;sportssuspensionlacksridesuppleness PLUS & MINUS Classy cabin; tractable engines; manual shift; safety and practicality

Model Engine Max power Max torque Transmission Kerb weight 0-100km/h Economy Price On sale

Skoda Fabia 66TSI Ambition wagon 1197cc 4cyl, dohc, 16v, turbo 66kW @ 4400-5400rpm 160Nm @ 1400-3500rpm 5-speed manual 1066kg 11.0sec (claimed) 4.8L/100km $17,140 Now

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A FAST ’N’ FURIOUS FACE-OFF... ACROSS THE AGES

BRUTAL BOOSTER WORDS NATHANPONCHARD

FAMILY AFFAIR

Use the free viewa app to scan this page and watch these iconic BMWs face off BACK TO BASICS

2015 BMW M4

GADGETS used to be frowneduponinhi-pocoupes – adding weight instead of cred – but that’s long in the past. Even a stock M4 is chocked to the gullet with luxuries such as 16-speaker, 900W stereo and electric leather seats with heaters, but it’s the active M differential and adaptive M suspension that really count. All for $150K. 15/20

V

PRICE & EQUIPMENT

20 POINTS THEtruedefinitionofa‘stripper’.Noair-con,cruise, centre armrest, wheel buttons or proper door trims, and just two airbags. The CSL also has ESC that’s either on or off, and its front buckets have fixed backrests, making rear-seat entry a bitch. New, it cost a staggering $210K; today, $90K will buy a good one, if you can find one. 10/20

BESIDES thick B-pillars and more claustrophobic cabin feel than the smaller, yet glassier CSL, the M4 aces the whole ‘practical coupe’ thing. Generous space and comfort for four adult blokes, and fold-down rear-seat backrests, not to mention great door pockets, cupholders galore and superb front seats with M badges that illuminate at night. 18/20

THE M4’s twin-turbo straight-six produces an effortless 317kW, but it’s the 550Nm from 1850-5500rpm that delivers shove at all speeds. At 1537kg, the M-DCT M4 needs that extra muscle, though a 0-100km/h time of 4.1sec and an 8.3L/100km fuel number show what technology has done for performance cars. 17/20

WITH its adaptive dampers set to Comfort, the M4 is a stupendous mile-eater, with a grand touring ability the M3 CSL has little hope of matching. Purists may argue the M4 is a bit fat around its middle, but the reality is this is a sportier car more of the time, without quite achieving the ultimate highs of the previous E92 V8 or the CSL. 16/20

INTERIOR & VERSATILITY

20 POINTS

PERFORMANCE & ECONOMY

20 POINTS

RIDE & REFINEMENT

20 POINTS FIXED-back and heavily bolstered bucket seats mean anyone with a larger-than-average frame may have issues. Otherwise the CSL is almost as practical as any other E46 M3. Providing you can squeeze into the back seat, there’s room for two adults, plus brilliant vision thanks to thin pillars, and its boot is usefully large. 15/20

NOT mega-quick from a modern perspective – an M235i would probably see it off – though its 4.9sec 0-100km/h claim was solid for the era. But the 265kW CSL was always more about making a great noise. At 1385kg, it’s light, too, and while its single-clutch SMG gearbox now sounds antiquated, its 0.08sec shift speed ain’t too shabby. 15/20

YOU wouldn’t say the CSL rides badly, but compared to the adaptive-dampered M4 it’s very firm, though light on its feet. As for refinement, well, if you wanted that you would’ve bought a regular E46 M3. About the most uncouth aspect of the CSL is the SMG’s sometimes brutal upshifts, and its fidgety freeway ride, minus cruise control. 12/20

UNLIKE the gloriously progressive CSL, the M4 has masses of grip until its tail steps out, which can feel a little snappy, just like the 1M did. But the M4 has a brilliant steering wheel and its chassis feels wonderfully poised regardless of the damper setting. It feels sportier as a manual, though, and deserves an M4 CSL. 17/20

STEERING & HANDLING

20 POINTS THE CSL doesn’t hit the numerical highs of the M4, but its smaller frame, lighter feel and more progressive chassis (ESC off) mean this is a sports coupe for purists. It may not have the grip or the steering crispness of the M4, but it feels more playful, making it easier to access its deliciously raspy, sharply focused personality. 17/20

83/100 POINTS SCORE 69/100

NUMBERS aren’t everything, as any creative type knows. So it proves for this M4 versus M3 CSL debate. In every rational sense, the M4 is a more accomplished and sophisticated car with a much broader range of talents than the E46 CSL, but there are things it can learn from its elder. Firstly, the CSL’s lithe sweetness, playfulness and predictability are qualities the M4 can’t replicate. And there’s a deliciously VERDICT

unadulterated flavour to the CSL’s high-revving 3.2-litre six that the

M4’s mega-boosted 3.0-litre lacks, especially when muffled by the excellent and proficient, M-DCT seven-speed dual-clutch.

It comes down to what you want: to be first to the pub, or arrive with the biggest grin. The M4 is a phenomenal machine, and faster for sure. But the M3 CSL is characterful and uncouth. We love it.