2025 BMW M3 Competition Touring vs Skoda Octavia RS+ TSi Comparison
The performance wagon is an enthusiast's favourite, especially for those with more than just themselves to think about. It is practical, family friendly even, yet when the driver finds themselves alone, it delivers substantial fun.
Unfortunately there aren't many options and most are reserved for the upper reaches of the premium Euro market. An example is the BMW M3 Touring. It's the first time the M3 has been served up with a bigger boot and this M3 is BMW's RS 4 foil. A pity that the Audi is between drinks; we drove the last of the current generation last year, so a direct comparison seemed pointless. Instead we ask: do you really need to spend six figures to get your fast wagon fix? Can something costing significantly less satisfy the urge? Such a machine does exist, and it's just been revised too. We are talking about the Skoda Octavia RS.
We've had coupe, sedan and convertible M3s in times past, and finally now the Touring. You might be used to the angry beaver look of the latest M3 up front, but it's still ungainly. However, the look improves aft of the grille. The Touring is pumped out, its sculpted wheel arches encasing a wider track. The extended side skirts fill in the gaps, bridging the exaggerated front and rear aprons. You'll also notice the XL exhaust tips and the wee Gurney flap on the roof spoiler. Its multi-spoke alloys look menacing though are a nightmare to clean (a good punishment for naughty children).
Under the hood lies a serious rendition of the 3.0-litre straight six. This has a pair of monoscroll turbochargers and creates 390kW, helped by 650Nm of torque. Teamed with all-wheel drive and a quick-shifting eight-speed auto, the Touring can supposedly hit 100 in 3.6 seconds. Typical of the M breed, there is a raft of set-up options; the transmission, suspension, steering, brakes and stability control can all be tailored, most through three levels of intent. And you can save your preferred combo to one of the two M buttons on the steering wheel, for quick access.
The M3 gets a good stiffening with extra bracing and struts, and tauter suspension settings teamed with adaptive dampers. The all-wheel drive is variable in nature and blessed with a rearward bias. There's also an M differential out back to further enhance that rear-drive feeling. You can select 4WD Sport, which serves up even more drive to the rear, or switch off the DSC completely and then you're in 2WD. Then you can tune the M Traction Control to your liking, through 10 stages of intervention. Along with an onboard lap timer, there's the Drift Analyser to record the duration, angle and distance of your skids. All this fun does not come cheap, however, with a base price of $199,600.
The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. The new model starts at $67,990, while the Plus variant is an extra $5k for upgraded seats trimmed in leather and better sounds.
The engine department has had an update, the 2.0 TSI making 195kW here, with 370Nm chiming in as well. The RS runs with a seven-speed twin-clutch transmisison, sending the torque to the front wheels alone. Helping ground that output is the electro-hydraulic diff lock. This tempers torque steer and minimises spinning wheels when powering out of bends. With both a power and traction deficit, it can't hope to hold a candle to the hard charging M3, with a stated 0-100km/h time of 6.5sec, if you can get it to stick properly. Helping balance comfort and dynamics are adaptive dampers. Ride in the RS is set 15mm lower than in the cooking version. The revised Otavia also gets a style update with new front and rear bumpers (new diffuser and tailpipes at the back too) and blackened bits. It sits on 19-inch, aero-optimised alloys. Sure, it doesn't sound quite as exciting, but you could have two of these and still go on a lavish holiday for the price of the BMW.
The RS can decode demon roads well. Switched into Sport mode, it dives into the action, and holds a line sternly through the bends. It does feel a tad digital however as the torque vectoring function is working to keep things tidy. With 'ESC Sport' engaged, this lessens the intervention of the stability commendants, the front-end unshackled and it's your right foot that manages the show. The RS can take corners at a decent clip, the wheels scrambling to lay the power down as you give it just the right amount of jandal, wary to keep the front from pushing too wide. Through the tighter, twistier sections, it is genuinely engaging, grin inducing. The brakes are decent too with good bite but also a delicate pedal so you don't upset the balance with errant weight transfers. Its steering is quick, while also advising on how hard those tyres are working.
The twin-clutch is up and down the cogs quickly and smartly, the paddles there for show really. Its 2.0-litre pulls nicely from 3000rpm at speed, but it's no screamer, being well done by 6500rpm. There's a bit of a rorty note to its delivery but the tyre roar can challenge it at 100km/h on coarse chip.
BMW's M3 Touring can charge through the bends in an even more furious manner, but is it a case of being too much of a good thing? It's seriously rapid, much of its talent going untapped without getting unhinged on road. But, when you do get the chance, this is a blazingly quick and talented machine. It has an outright grip advantage with wider tyres at each corner. Sure, it is heavier but with a balanced weight split, it turns in sharply. The helm isn't brimming with feedback but you know it will just stick.
With its variable AWD and the M diff working together, you can feed the power in mid-bend and it claws its way around without a hint of pushing wide. And then you can be on the gas hard before the exit. With its rear bias, this helps it tighten the line, making it feel very neutral. And easy.
The ride in Sport plus is intolerable, Sport better but still bumpy. The in-between setting for the trans is not quite sporty enough in terms of well timed downshifts while full attack mode is way too racy. So it can be better to paddle it along on the road. There's nothing much wrong with the response of the turbocharged engine. It really comes alive from 3000rpm and it revs quickly to just past 7000rpm, sounding distinctive and powerful through the range. The brakes are almighty, with a strong initial bite yet a tactile feel.
The M3 Touring is an impressive performer, though a bit OTT for your drive to the beach house. Road noise can be intrusive and suspension vibrations are amplified here compared with in the Skoda. The Czech is also that bit easier on fuel reserves. It'll average around the 10L/100km mark for a mix of city and motorway miles, whereas the BMW is in the 15s. When drinking heavily, the Octavia got into the 13s, the M3 saw close to 20.
The character of the M3 Competition will sit well with those that owned a modified JDM rocket in their youth. The suspension set-up sees the tyres chattering during u-turns, the diff gets a bit grumpy when cold and the brakes squeak. It sits low, the splitters and lower skirts look quite vulnerable, while the big alloys had already met the curb a few times before we had our time with it.
The Skoda is preferable as a commuter. Its ride is sumptuous compared with the harsher BMW. And the M3 generates a fair amount of tyre roar even at 50km/h. Neither suffers from any real turbolag at town speeds, the BMW with a heap of low down torque, the Skoda brisk too. Each has quick and light steering, the turning circles about equal.
The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. You Could have two of these and still go on a lavish holiday for the price of the BMW.
The safety minders know their place, issuing precious few alerts, though the Skoda's lane keeping is more insistent. BMW's active cruise with its Assisted Drive feature is smarter too, virtually taking care of motorway cruising. There are more widgets in the infotainment realm, a better parking camera with a surround view, and more items on the spec sheet, as you would expect for the much greater ask. The Skoda has everything you really want though, the bigger 13-inch screen a bit easier to navigate than the old system. However, a few more buttons on the dash would be nice, while the voice help isn't as proficient as the BMW's.
It's a snug fit behind the wheel of the M3, the driving position set deep. The seats are firm, overly so, though have excellent adjustment and are ventilated too. The M3's cockpit wears the sports luxury leather and carbon combo well. Skoda RS has a roomier driving position, the seats with more comfort about them yet they are no less effective in overall support.
The Skoda is your more practical performance wagon. It has a larger boot, with a wider, longer load area. The width of the BMW's hold is limited by intrusive suspension towers. However the M3 is not impractical, still with 500L of space, and with a variable split folding seat back too. The opening glass hatch is a nice touch, a 'heritage' trait.
The Skoda is more accommodating of people in the rear seats. It's tight in the back of the M3 Touring, the big sports seats up front robbing those behind of leg room, while three across is a genuine squeeze.
Most definitely. It's a quick, fun-to-drive car that is also more practical and easier to live with. You get to enjoy all of its potential, the limits easier to access whereas with the M3 Touring, you'll have to try a lot harder. Yet there will still be those with the means that will just want the M3 Touring Competition. It is a weapons-grade wagon but requires you to put up with its much harder edge.
BMW M3 Competition Touring$199,600 / 10.4L/100km / 235g/km
0-100 km/h 3.6s
Ambient cabin noise 78.0dB@100km/h
Engine 2993cc / IL6 / T / DI
Max power 390kW@6250rpm
Max torque 650Nm@2750-5730rpm
Drivetrain 8-speed auto / AWD
Front suspension Mac strut / swaybar
Rear suspension Multilink / swaybar
Turning circle 12.6m (2.1 turns)
Front brakes Ventilated discs
Rear brakes Ventilated discs
Stability systems ABS, ESP, TV
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size f-275/35R19 r-285/30R20
Wheelbase 2857mm
L/W/H 4801 / 1903 / 1446mm
Track f-1617mm r-1605mm
Fuel capacity 59L
Luggage capacity 500-1510L
Tow rating Not rated to tow
Service intervals Variable
Scheduled servicing 3yrs / unlimited km
Warranty 5yrs / 100,000km
ANCAP rating Not rated
Weight (claimed) 1865kg
Skoda Octavia RS+ TSI$73,990 / 7.2L/100km / 166g/km
0-100 km/h 6.5s
Ambient cabin noise 72.9dB@100km/h
Engine 1984cc / IL4 / T / DI
Max power 195kW@5250-6500rpm
Max torque 370Nm1600-4500rpm
Drivetrain 7-speed twin-clutch / FWD
Front suspension Mac strut / swaybar
Rear suspension Multilink / swaybar
Turning circle 11.1m (2.2 turns)
Front brakes Ventilated discs
Rear brakes Discs
Stability systems ABS, ESP, TV
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size f/r-225/40R19
Wheelbase 2681mm
L/W/H 4709 / 1829 / 1468mm
Track f-1543mm r-1534mm
Fuel capacity 51L
Luggage capacity 610-1700L
Tow rating 750kg (1600kg braked)
Service intervals 12 months / 15,000km
Service plan $1745, 3yrs / 45,000km
Warranty 5yrs / 150,000km
ANCAP rating ★★★★★ (2022)
Weight (claimed) 1563kg
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
NZ Autocar
2 days ago
- NZ Autocar
Skoda's former Favorit gets a modern makeover
Skoda has reimagined the Favorit as a modern electric car. The designer used the original's Bertone-penned lines as inspiration for new Modern Solid styling. Conceived by designer Ljudmil Slavov in his own time, the project aimed to retain the feel of the original without going too retro. The '87 Favorit was developed behind the iron curtain before VW took ownership. 'I wanted to update the original idea for today' with some SUV cues, he said. 'A higher body structure allows for better battery placement in the floor'. Unusual features include an asymmetrical badge, a single door handle embedded into the body for both the front and rear, and simple four-spoke wheels. The lack of a grille betrays the Favorit's electric powertrain. There's no gloss-black Tech Deck face here. Instead Slavov decided to 'evolve and elevate' the 'already minimalistic' features of the Favorit. He commented that this 'was very challenging'. It took many sketches and much dialogue with colleagues, said Slavov. The shapes of the front and rear lights are retained from the original, comprising LED running lights while covers hide the headlamps. The accents in the Skoda wordmarks front and rear are also illuminated. The simple shape of the wheel inners means they aren't the focal point here. Seat headrests reference the open-centred items on the original Favorit. Brown leather upholstery references the fashion of the late 1980s. Slavov also penned a rally version inspired by the Favorit that found success in the WRC F2 class during the early 1990s. This has a lower, wider stance and unpainted plastic bumpers, along with a white, green and red livery. It also has a spoiler, diffuser and roll cage. For the moment, there are no plans to put either into production.
NZ Autocar
2 days ago
- NZ Autocar
2025 BMW M3 Competition Touring vs Skoda Octavia RS+ TSi Comparison
The performance wagon is an enthusiast's favourite, especially for those with more than just themselves to think about. It is practical, family friendly even, yet when the driver finds themselves alone, it delivers substantial fun. Unfortunately there aren't many options and most are reserved for the upper reaches of the premium Euro market. An example is the BMW M3 Touring. It's the first time the M3 has been served up with a bigger boot and this M3 is BMW's RS 4 foil. A pity that the Audi is between drinks; we drove the last of the current generation last year, so a direct comparison seemed pointless. Instead we ask: do you really need to spend six figures to get your fast wagon fix? Can something costing significantly less satisfy the urge? Such a machine does exist, and it's just been revised too. We are talking about the Skoda Octavia RS. We've had coupe, sedan and convertible M3s in times past, and finally now the Touring. You might be used to the angry beaver look of the latest M3 up front, but it's still ungainly. However, the look improves aft of the grille. The Touring is pumped out, its sculpted wheel arches encasing a wider track. The extended side skirts fill in the gaps, bridging the exaggerated front and rear aprons. You'll also notice the XL exhaust tips and the wee Gurney flap on the roof spoiler. Its multi-spoke alloys look menacing though are a nightmare to clean (a good punishment for naughty children). Under the hood lies a serious rendition of the 3.0-litre straight six. This has a pair of monoscroll turbochargers and creates 390kW, helped by 650Nm of torque. Teamed with all-wheel drive and a quick-shifting eight-speed auto, the Touring can supposedly hit 100 in 3.6 seconds. Typical of the M breed, there is a raft of set-up options; the transmission, suspension, steering, brakes and stability control can all be tailored, most through three levels of intent. And you can save your preferred combo to one of the two M buttons on the steering wheel, for quick access. The M3 gets a good stiffening with extra bracing and struts, and tauter suspension settings teamed with adaptive dampers. The all-wheel drive is variable in nature and blessed with a rearward bias. There's also an M differential out back to further enhance that rear-drive feeling. You can select 4WD Sport, which serves up even more drive to the rear, or switch off the DSC completely and then you're in 2WD. Then you can tune the M Traction Control to your liking, through 10 stages of intervention. Along with an onboard lap timer, there's the Drift Analyser to record the duration, angle and distance of your skids. All this fun does not come cheap, however, with a base price of $199,600. The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. The new model starts at $67,990, while the Plus variant is an extra $5k for upgraded seats trimmed in leather and better sounds. The engine department has had an update, the 2.0 TSI making 195kW here, with 370Nm chiming in as well. The RS runs with a seven-speed twin-clutch transmisison, sending the torque to the front wheels alone. Helping ground that output is the electro-hydraulic diff lock. This tempers torque steer and minimises spinning wheels when powering out of bends. With both a power and traction deficit, it can't hope to hold a candle to the hard charging M3, with a stated 0-100km/h time of 6.5sec, if you can get it to stick properly. Helping balance comfort and dynamics are adaptive dampers. Ride in the RS is set 15mm lower than in the cooking version. The revised Otavia also gets a style update with new front and rear bumpers (new diffuser and tailpipes at the back too) and blackened bits. It sits on 19-inch, aero-optimised alloys. Sure, it doesn't sound quite as exciting, but you could have two of these and still go on a lavish holiday for the price of the BMW. The RS can decode demon roads well. Switched into Sport mode, it dives into the action, and holds a line sternly through the bends. It does feel a tad digital however as the torque vectoring function is working to keep things tidy. With 'ESC Sport' engaged, this lessens the intervention of the stability commendants, the front-end unshackled and it's your right foot that manages the show. The RS can take corners at a decent clip, the wheels scrambling to lay the power down as you give it just the right amount of jandal, wary to keep the front from pushing too wide. Through the tighter, twistier sections, it is genuinely engaging, grin inducing. The brakes are decent too with good bite but also a delicate pedal so you don't upset the balance with errant weight transfers. Its steering is quick, while also advising on how hard those tyres are working. The twin-clutch is up and down the cogs quickly and smartly, the paddles there for show really. Its 2.0-litre pulls nicely from 3000rpm at speed, but it's no screamer, being well done by 6500rpm. There's a bit of a rorty note to its delivery but the tyre roar can challenge it at 100km/h on coarse chip. BMW's M3 Touring can charge through the bends in an even more furious manner, but is it a case of being too much of a good thing? It's seriously rapid, much of its talent going untapped without getting unhinged on road. But, when you do get the chance, this is a blazingly quick and talented machine. It has an outright grip advantage with wider tyres at each corner. Sure, it is heavier but with a balanced weight split, it turns in sharply. The helm isn't brimming with feedback but you know it will just stick. With its variable AWD and the M diff working together, you can feed the power in mid-bend and it claws its way around without a hint of pushing wide. And then you can be on the gas hard before the exit. With its rear bias, this helps it tighten the line, making it feel very neutral. And easy. The ride in Sport plus is intolerable, Sport better but still bumpy. The in-between setting for the trans is not quite sporty enough in terms of well timed downshifts while full attack mode is way too racy. So it can be better to paddle it along on the road. There's nothing much wrong with the response of the turbocharged engine. It really comes alive from 3000rpm and it revs quickly to just past 7000rpm, sounding distinctive and powerful through the range. The brakes are almighty, with a strong initial bite yet a tactile feel. The M3 Touring is an impressive performer, though a bit OTT for your drive to the beach house. Road noise can be intrusive and suspension vibrations are amplified here compared with in the Skoda. The Czech is also that bit easier on fuel reserves. It'll average around the 10L/100km mark for a mix of city and motorway miles, whereas the BMW is in the 15s. When drinking heavily, the Octavia got into the 13s, the M3 saw close to 20. The character of the M3 Competition will sit well with those that owned a modified JDM rocket in their youth. The suspension set-up sees the tyres chattering during u-turns, the diff gets a bit grumpy when cold and the brakes squeak. It sits low, the splitters and lower skirts look quite vulnerable, while the big alloys had already met the curb a few times before we had our time with it. The Skoda is preferable as a commuter. Its ride is sumptuous compared with the harsher BMW. And the M3 generates a fair amount of tyre roar even at 50km/h. Neither suffers from any real turbolag at town speeds, the BMW with a heap of low down torque, the Skoda brisk too. Each has quick and light steering, the turning circles about equal. The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. You Could have two of these and still go on a lavish holiday for the price of the BMW. The safety minders know their place, issuing precious few alerts, though the Skoda's lane keeping is more insistent. BMW's active cruise with its Assisted Drive feature is smarter too, virtually taking care of motorway cruising. There are more widgets in the infotainment realm, a better parking camera with a surround view, and more items on the spec sheet, as you would expect for the much greater ask. The Skoda has everything you really want though, the bigger 13-inch screen a bit easier to navigate than the old system. However, a few more buttons on the dash would be nice, while the voice help isn't as proficient as the BMW's. It's a snug fit behind the wheel of the M3, the driving position set deep. The seats are firm, overly so, though have excellent adjustment and are ventilated too. The M3's cockpit wears the sports luxury leather and carbon combo well. Skoda RS has a roomier driving position, the seats with more comfort about them yet they are no less effective in overall support. The Skoda is your more practical performance wagon. It has a larger boot, with a wider, longer load area. The width of the BMW's hold is limited by intrusive suspension towers. However the M3 is not impractical, still with 500L of space, and with a variable split folding seat back too. The opening glass hatch is a nice touch, a 'heritage' trait. The Skoda is more accommodating of people in the rear seats. It's tight in the back of the M3 Touring, the big sports seats up front robbing those behind of leg room, while three across is a genuine squeeze. Most definitely. It's a quick, fun-to-drive car that is also more practical and easier to live with. You get to enjoy all of its potential, the limits easier to access whereas with the M3 Touring, you'll have to try a lot harder. Yet there will still be those with the means that will just want the M3 Touring Competition. It is a weapons-grade wagon but requires you to put up with its much harder edge. BMW M3 Competition Touring$199,600 / 10.4L/100km / 235g/km 0-100 km/h 3.6s Ambient cabin noise 78.0dB@100km/h Engine 2993cc / IL6 / T / DI Max power 390kW@6250rpm Max torque 650Nm@2750-5730rpm Drivetrain 8-speed auto / AWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 12.6m (2.1 turns) Front brakes Ventilated discs Rear brakes Ventilated discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f-275/35R19 r-285/30R20 Wheelbase 2857mm L/W/H 4801 / 1903 / 1446mm Track f-1617mm r-1605mm Fuel capacity 59L Luggage capacity 500-1510L Tow rating Not rated to tow Service intervals Variable Scheduled servicing 3yrs / unlimited km Warranty 5yrs / 100,000km ANCAP rating Not rated Weight (claimed) 1865kg Skoda Octavia RS+ TSI$73,990 / 7.2L/100km / 166g/km 0-100 km/h 6.5s Ambient cabin noise 72.9dB@100km/h Engine 1984cc / IL4 / T / DI Max power 195kW@5250-6500rpm Max torque 370Nm1600-4500rpm Drivetrain 7-speed twin-clutch / FWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 11.1m (2.2 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-225/40R19 Wheelbase 2681mm L/W/H 4709 / 1829 / 1468mm Track f-1543mm r-1534mm Fuel capacity 51L Luggage capacity 610-1700L Tow rating 750kg (1600kg braked) Service intervals 12 months / 15,000km Service plan $1745, 3yrs / 45,000km Warranty 5yrs / 150,000km ANCAP rating ★★★★★ (2022) Weight (claimed) 1563kg
Otago Daily Times
3 days ago
- Otago Daily Times
Practical and polished performer
Richard Bosselman takes the Skoda Octavia vRS Plus through its paces. ROAD TEST There are exceptions, but the words "practical" and "performance" don't always play well together. For anyone having a prior association with the Skoda Octavia vRS, learning the latest generation of this sports-themed station wagon is still a polished performer will come as absolutely no surprise. It's long been an excellent Czech mate. What feeds its "X" factor is Skoda's in-house experts' ability to fine-tune this product into a hot-shoe hero. By the same token, that team would also acknowledge they have an excellent set of base ingredients to work with. The fourth generation edition tested here stands out from predecessors in terms of its updated exterior looks and a better interior, and infotainment interface. But what keeps it sweet are core components from Germany. Platform and drivetrain sharing is a given for the VW Group. In this instance, the vRS (in local brand parlance the "v" is silent, so it's the "RS" here) presents as the family-friendly version of the classic hot hatch, the Golf GTi. Same EA888 powertrain in the same tune, same seven-speed direct shift transmission atop the same MQB platform. Both models even run the same 235/35 R19 Bridgestone Potenza tyres. The wagon being a little longer and 100kg heavier makes it a little slower to reach 100kmh from a standing start than the GT — a factory claimed 6.5 seconds puts it 0.6s behind — but it is just as fast overall. But if you want sizzle with everyday family usage smarts, the RS stands out as a clever choice. A boot that's 50% bigger, a more spacious interior overall and, on top of that, there's also a Q-ship appeal of being a more softly-softly sighting than the Golf. In the past, they've also enjoyed enough price separation to be considered peas from different pods. But now? The Octavia RS arrives in two guises — the Plus, as tested, holding a $6500 premium over the entry car, thanks to such extras as suede and leather trim in place of cloth, electric adjustment for the front seats and a premium Canton sound system. The Golf GTi does the same thing with the Touring option. When fully-kitted equivalents are compared there's a mere $490 between them. If both are on a common shortlist, it would be a matter of weighing up pros against cons. The car that works better for general driving and taking the dog to the park, but is more low-key and potentially less celebrated than the one with obvious icon status that could use its lighter kilo count and shorter wheelbase to advantage on track days or even just Sunday flings. It becomes a tough choice unless a hatch simply won't do; station wagons are a rare breed now, performance types even less so. The newest from Europe just now are this Octavia ... and the BMW M3 Touring, also a stunning achievement, but triple the price. Skoda's history of playing around with power plants for this variant has been interesting; it has had a diesel and iV plug-in petrol hybrid as alternates to the EA888. Those have had more torque and been thriftier, but don't sweat it. The petrol isn't too hard on the drink and a 15kW improvement to peak power makes it the most potent Skoda RS yet. Stow your stopwatch and it feels as punchy as the Golf. Initial acceleration is decent and the mid-range so enlivened that overtaking just isn't an issue. The dynamic edge is also sharp. With its advanced electronically controlled front differential, the 15mm-lower sports-tuned suspension and some glorious steering, the Octavia RS is very engaging. Dial up Sport mode and it rips through its seven forward gears. It's a pity the engine isn't a bit more vocal; when gunned it can come across as a bit gruff, but it never seems to bark. If this were a Golf, you'd be looking up an Akrapovic sports exhaust. The Octavia RS is not lacking for grip either, but being front drive you need to watch your throttle inputs, when kicking out of an intersection and accelerating hard out of bends. A bumpy uphill section on a favourite road got the front axle tramping momentarily, too. The single best element of the dynamic repertoire has to be the adjustable suspension dampers, and how they are used is the trick. The Dynamic Chassis Control (DCC) settings span comfort, normal and sport. All have their own feel, but before simply firming up the car for fun drives, consider what the "individual" mode might offer. With this, you can fine-tune up the throttle and steering but also keep more suspension compliance; which can be handy for ambitious driving on rugged secondary roads. While the car will lean a little more, the trade-off is that it feels more supple and forgiving, while still maintaining a keen and accurate line of attack. Apart from being lower than a regular Octavia, the RS signals "phwoar" footing by having black exterior detailing, chunkier bumpers and a set of large alloy wheels and fat rubber. The rims take plastic inserts to deliver improved aerodynamic efficiency; if you can stand the slight loss of that, remove them. The wheel styling is much nicer. But you will have to buy new wheel centres. A general update for Octavia is the provision of LED light clusters front and rear. On the RS, the daylight running lights are downward angled to echo the shape of the radiator grille; a small but effective design improvement. Major RS-related touches overlaying the cabin are those wonderfully form-fitting, seemingly fits-all-sizes sculpted front bucket seats, a gorgeous three-spoke sports steering wheel, some new trim finishes in the dash, that kind of mimic carbon fibre, and the obligatory contrast red stitching. Specifications include heating for all outboard seats and and the perforated sports steering wheel has paddle shifters. It has a head-up display, wireless Apple CarPlay and Android Auto, satellite navigation, digital radio, tri-zone climate control, a 15W wireless charger, walk-up unlocking and walk-away locking, a 360-degree parking camera and clever cargo netting. Four USB-C outlets, dual-zone rear air vents and clever touches like rear phone holders are found in the back. The interior update differs from that for the Kodiaq and Superb, being more closely aligned to VW cars than the family mates and so less forward-thinking. Whereas the Kodiaq and Superb have gone to a twist-style wand behind the steering wheel for gear selection, the Octavia keeps on with a mid-console-mounted glorified switch. It's just as VW does with the Golf but this, and the absence of the excellent Smart Dials that you get in the larger Skodas, makes the Octavia feel less future-now. The graphics on the 26cm digital instrument cluster have been sharpened up, but the big change is adoption of a 33cm infotainment touchscreen, which is beautifully rendered. The main screen is easy to navigate and most of the menus branching off it also seem logical, which is just as well, because you'll be interacting with it frequently. Keeping on some key shortcut physical buttons just above the central air vents is praiseworthy, but having all its climate functions on the touchscreen seems a less useful pathway. As much as the speed of its responses and its graphical clarity seem more than good enough, there will be moments of infuriation. Infotainment-wise, if the proprietary software isn't to taste, you can bypass with either Apple CarPlay or Android Auto, both now wireless. Skoda provisions a Qi smartphone charging pad with a cooling feature to prevent your device from overheating while its battery is replenished. Rear passenger room is almost lounge-worthy and while it wouldn't swallow my dog carrying cage as easily as the Superb did, the Octavia with 640 litres' capacity with the rear seats in place, rising to 1700 with them dropped, still has a very decently-sized boot among its competitor set. With comfortably more than seven million examples sold since it appeared in its modern incarnation, Octavia is clearly striking a winning chord. New Zealand is one of few markets where it hasn't been the make's best selling model. While the car here will likely be in circulation for some years yet, Skoda has signalled intent to soon show off a concept pointing to its replacement. Set to star at a motor show in Germany in September, that car will showcase a next-generation architecture to be rolled out across the Volkswagen Group and also a new design language for Octavia. It will also be electric. AT A GLANCE SKODA OCTAVIA vRS PLUS Rating: ★★★★★ Design and styling: ★★★★ Interior: ★★★★ Performance: ★★★★★ Ride and handling: ★★★★★ Safety: ★★★★★ Environmental: ★★★★ SPECIFICATIONS Price: $78,000. Engine: 1984cc four-cylinder turbocharged petrol engine; 195kW/370Nm, seven-speed direct shift automatic; front-wheel-drive. Safety rating: Current model yet to be ANCAP assessed. Wheels and tyres: Alloy wheels, 225/40 R18 tyres. Fuel and economy: 7.1L/100km, tank capacity 50 litres. Emissions: 160 grams per kilometre on combined cycle. Dimensions: Length, 4709mm; width, 2003mm; height, 1468mm.
