The other day I gently placed a tiny gauntlet at the feet of the readers, a challenge concerning the set of boring parked cars. What had they in common, I inquired softly.
I received some jolly interesting replies ranging from observations about their grilles to their general banality. There was also a good guess about engine displacements. Alas, despite their ingenuity and their not being 100% wrong, none of the replies were precisely, exactly and perfectly what I was looking for. So, in order to lower people’s tension levels I will Continue reading “If Only Hope and Despair Did Not Live Side By Side”
Badges are extremely important details on a car. Take them away and a wholly disproportionate amount of identity vanishes with them. So what are Skoda doing by deleting their arrow logo?
Prompting this story is the announcement (here and here and here) that Skoda are having a stab at a more obvious competitor for the Focus, Astra, 308 and, I suppose, Golf and whatever it is Citroën offer in this class (I can’t visualise it).
Tense nervous headache? Too many Vierzylinder schnappes? Take one of these white pills…
There is only so much ugliness anyone can take at a sitting and since as we have seen, the Bayerische Motoren Werke are now so firmly into the arena of the revolting, it is my belief that there simply isn’t any point in dignifying their efforts further.
Amidst the dreary, the predictable and the outright offensive this week, one finds one’s consolations where one can. Because there are pinpricks of light to be found. Peugeot’s lovely, if impractical eLegend concept, Suzuki’s refreshingly simple utility vehicle in miniature and Škoda’s latest Vision RS concept. Continue reading “Rapid Pain Relief”
I realise it’s an old and oft-discussed issue, but I have experienced VW shooting itself in the badge.
I was recently loaned a brand new VW Golf Estate for the day whilst my Octavia of similar form was in for its 10k oil-change. I have frequently read over the past few years how the differential between VW Group’s brands has blurred, but this is the first time I was presented with an opportunity to witness the phenomenon so directly. And, although I should not have been, I was a bit taken aback at the experience.
Despite this particular group of people hardly being renowned connoisseurs of the finer things in life, manufacturers try their utmost to make the Frankfurt Motor Show a palatable experience for the press. Do they succeed?
The IAA press days are all about hustle and bustle. Most attendees have appointments to make or deadlines to meet, which – coupled with the distances that need to be covered at Messe Frankfurt, not to mention the above average levels of dehydration, (courtesy of the halls’ air conditioning) one is afflicted with – can render grabbing a bite to eat a difficult necessity. Continue reading “IAA 2017: A Culinary Perspective”
Next month the Škoda Yeti, arguably the nicest VAG product of the last decade, and certainly one of the most individual, will be replaced by a lightly reworked Tiguateciaq, with the name of Karoq.
According to Škoda, “the name and its spelling originate from the language of the Alutiiq, an indigenous tribe who live on an island off the southern coast of Alaska. For the name of the new compact SUV, Škoda has drawn on the spelling of the Škoda Kodiaq and in doing so, has created a consistent nomenclature for the brand’s current and future SUV models.” I still think it’s rubbish as a name, but so is ‘Qashqai’, and it does awfully well. Continue reading “Extinction Alert – Yeti Falls Victim to Atonement-Led Rationalisation”
In 1964 the Skoda 1000MB went on sale, replacing the first Octavia of 1959 (which stayed in production anyway). It had a 1.0 litre four-cylinder engine.
And it started a long series of rear-engined Skodas. It’s not a car I know a lot about. The Wikipedia web-page reeks of fandom: “Apart from the use of cooling vents in the rear wings and rear panel, everything else about the 1000 MB’s styling was normal, which was undoubtedly in an attempt to appeal to all the conservative-minded buyers in export countries like the UK. This car was highly successful both for Škoda and the Czech economy”.
As Skoda readies its ursine SUV contender, we ask can it adapt to the North American landscape?
News that VW Group senior management are seriously evaluating Skoda’s entry into the North American car market is significant yet unsurprising. In many ways, it’s difficult to understand why it hasn’t happened before. After all, the US market tends to favour no nonsense cars and US success would raise Skoda’s and therefore VW Group revenues. And heaven knows, they need all the help they can get right now. Continue reading “Please Bear With US While We Recalibrate Our Offer”
The latest Superb is a very nice thing, but I’m concerned that it lacks the essence of Skoda.
The other morning I had the pleasure of parking up at Milton Keynes Central Station car park early, and was struck by the profile and form of the two cars between which I had inserted my C6 (I still can’t drive a manual, which is no significant hardship really, but now I’m threatened once again with immobility as the Citroen’s power steering is definitely on the blink – there always seems to be something …) It was still quite dark, with just the dull glimmer of a January dawn to take the edge off the night sky, together with the drizzling amber tones of artificial lighting, and so it took me a moment to Continue reading “The Superb Skoda – a Mixed Blessing”
…quite a lot if the first one is from India and the second one from Europe.
As a service to our eagle-eyed readers I have looked up details on the Skoda Rapid’s Indian and European incarnations. I am a bit embarrassed I did not spot the fact I posted an Indian-market Rapid instead of a European one. The Indian Rapid has two engine options: a 1.6 litre four-cylinder petrol and a 1.5 litre four cylinder diesel. They turn out 77 kW or 104 PS respectively. Continue reading “What Is The Difference Between A Skoda Rapid And A Skoda Rapid?”
In the previous instalment we looked at the first three incarnations of the Seat Toledo. In this article we ask what, precisely is the difference between a Seat Toledo and Skoda Rapid. And maybe make a few other points as well.
The current Toledo appeared in 2012 and replaced the unwelcomed Exeo. At the same time, Skoda launched their Rapid which shares all the main mechanicals and a good deal of the gross physical form. Both are made in the Skoda factory in Mlada Boleslav. The Toledo first: it’s a hatchback that looks like a saloon. You have to Continue reading “Wholly Toledo II: the 2012 Seat Toledo”
Quite by chance I tapped in “Skoda” into my search engine. At Skoda’s German site the configurator allowed me to rustle up this image of a very green Fabia in short order.
While Skoda are offering this nice green they are not permitting an orange or a yellow. What appears to be brown on the selector (left) is in fact red. Astoundingly, Skoda UK also permit customers this same green, called Rallye Green.
Skoda’s Fabia appeared first on the market in 1999. Now it’s into its third generation. What have they done? What have they done?
This is the new Skoda Fabia. The previous two generations have been rather good interpretations of a difficult genre, the conservative but attractive small car. The first version displayed some nice automotive design tropes: the smooth flowing bonnet to a-pillar and neatly shaped vestigial boot. The rear graphics and sculpture worked very harmoniously, very much the work of designers who were unafraid to Continue reading “2015 Skoda Fabia: Oh Dear.”