2023 Skoda Fabia review: Monte Carlo Edition 150 – Australian first drive

Skoda’s smallest model ironically has the longest name in the Czech brand’s line-up and, on its birth certificate, the full moniker reads Skoda Fabia 110TSI Monte Carlo Edition 150. Quite a mouthful for such a diminutive car, but the protracted name is not all bluster and indicates that this little hatchback has a lot to offer.

The 110 part denotes the four-cylinder engine’s power output in kilowatts, the Monte Carlo bit points to the highest level of specification in the Fabia range, while the Edition 150 is yet another reference to peak power – this time in metric horsepower or pferdestarke – because why not brag about it hey?

What’s Skoda’s connection to Monte Carlo? Find out here.

Skoda is excited about the Fabia’s power because you can’t get the same four-cylinder performance out of a mechanically related Volkswagen Polo unless you jump up to the more expensive GTI, while matching the performance with an Audi A1 will also require a bigger budget.

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Within the VW Group’s little hatch family, therefore, the Fabia represents maximum bang for buck. But just how many bucks might seem like a stumbling block.

Priced from $37,990 drive-away, there’s no denying the Fabia isn’t cheap and, for now, it’s the only variant on offer. A three-cylinder version is available in Europe which we drove last year and if Skoda introduced a version locally it’s likely it would be priced similarly to the equivalent Polo, which ranges from the $25,250 Life manual, to the $31,250 Style auto (both before on-road costs).

But Skoda says its brand, regardless of the model, isn’t about cheap – it’s about value for money. Let’s find out.

You could start with the Fabia brochure, where you’ll find its generous list of standard equipment laid out in an easy-to-evaluate format, but better than that is to jump in. Once on board, the Monte Carlo specification quickly stands out.

Skoda says its brand, regardless of the model, isn’t about cheap – it’s about value for money.

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From the sports interior with racing-style front seats covered in attractive fabric with contrasting stitching and heaters, a beautifully contoured leather steering wheel, huge 9.2-inch central touchscreen and complementing fully-digital instrument cluster, the Fabia looks like it competes in anything but the compact hatch segment.

There are more grown-up features too, including a serious suite of driver assistance and safety systems from the now-ubiquitous and soon-to-be mandatory auto emergency braking with pedestrian and cyclist recognition, through adaptive cruise control, lane-keeping assistance and blind-spot monitoring, to a reversing camera, six airbags and ISOFIX child seats anchors for two of the rear seats.

Fair to say then, that the Fabia is the little car with big car appeal, but in reality, it’s actually not that small.

With an overall length of 4.1m and at nearly 1.8m wide, the Fabia is the biggest offering in the ‘compact’ hatchback segment and only just smaller than a Suzuki Vitara.

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Its rear seats aren’t exactly cavernous but there’s definitely adequate space for a 187cm adult without their head touching the ceiling or knees digging into the back of the front seat. Little comforts such as rear air vents make a big difference to the overall feel and are unusual in this segment.

Up front, there’s 1428mm of elbow room for front occupants and the cabin initially appears spacious but the heavily bolstered seats can clash with the driver’s elbows during enthusiastic driving. If you’re not in control of the steering though, the Fabia is indeed as big as compact hatches get.

A 380-litre boot completes the Fabia’s volume proposition – generous for the compact segment and even beats the Toyota Corolla’s load bay, which competes in the small hatchback class above it.

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There are a number of Chinese challenger brands that offer kit-laden models, including the MG3 which competes in the compact hatch marketplace, but while the MG starts to run out of momentum once you’re into the drivetrain and dynamics, the Skoda keeps getting better.

With a 1.5-litre turbocharged four-cylinder petrol under its bonnet, the 110TSI has a respectable 110kW of power at its disposal, but a beefy torque figure of 250Nm is its trump card and can only be bested in the segment by the manual-only Ford Fiesta ST and Hyundai i20 N.

The Skoda, however, sends its decent dollop of performance to the front wheels through a decidedly grown-up seven-speed dual-clutch automatic transmission and electronic limited-slip differential.

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Its maker doesn’t make a big deal about the Fabia’s driving dynamics and fun factor, which is why the way the Monte Carlo comes as such a pleasant surprise.

Zero to 100km/h is done in a claimed 8.0 seconds, but peak torque arrives at just 1500rpm which makes the little hatch feel faster.

Traction through the combination of Bridgestone rubber and 18-inch wheels is excellent, while the LSD deals with changing surfaces and mid-corner acceleration with confidence and without torque-steer.

In the absence of an outright RS performance flagship, the Monte Carlo is the sportiest Fabia variant in any global market. It has sports suspension and a lower ride height, which has certainly stiffened the ride but there’s still decent compliance and balance of comfort.

Its maker doesn’t make a big deal about the Fabia’s driving dynamics and fun factor, which is why the way the Monte Carlo comes as such a pleasant surprise.

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Perhaps the only black mark against the Fabia’s performance proposition is when it comes to braking.

Disc brakes in all corners are another selling point in the class, but a brake pedal with too much travel and creep doesn’t instil the confidence that its hardware pertains.

When it comes to cornering, however, the Fabia is very capable. An eager nose turns in fast and the classic MQB chassis and steering are lively and familiar. With a surprisingly neutral balance through corners, the littlest Skoda has a broader dynamic envelope than expected.

Its engine has two personalities and will rev out strongly to the redline or deliver big chunks of torque when the higher gears are grabbed, but with a lack of steering wheel paddleshifters, that job falls exclusively to the transmission calibration.

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The gear selector lever can be used to provoke a shift but it’s calibrated to downshift with a pull back and shift up with a push forward – largely regarded as counterintuitive and I agree.

Fortunately, a choice of driving modes offers the best solution, with Normal mode hunting the higher gears while Sport allows the engine to rev more freely.

Speaking of Normal mode, the Fabia does that well too.

When the wireless Android Auto (Apple CarPlay is supported too) dropped out for a moment, native navigation was a welcome standard inclusion, while wireless device charging and four USB-C connections are two good examples of contemporary tech.

Cool ambient lighting, heated front seats and keyless access with push-button engine start also make the Fabia feel bigger in stature for the day-to-day grind.

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VERDICT

If a compact hatchback is non-negotiable, then the Fabia is the most premium option under $40,000 and comes with a decent performance bonus

For the same budget as this Fabia, there are a couple of other hatchback options. The aforementioned Fiesta ST and i20 N are among the true performance car heroes regardless of the segment and price, but they can’t match the Skoda’s kit and neither are available as an auto. Oh, and the Fiesta is extinct in Australia.

For something that’s great to drive, Hyundai can also offer the exceptionally good i30 N-Line small hatch, which comes with the added bonus of more performance, space and independent rear suspension.

Almost the same applies to the Kia Cerato GT but if for whatever reason, a compact hatchback is non-negotiable, then the Fabia is the most premium option under $40,000 and comes with a decent performance bonus that it chooses to not shout about.

2023 Skoda Fabia Monte Carlo specifications