First drive: 2021 Skoda Fabia prototype review

Despite the Fabia’s larger dimensions, Skoda claims a best-in-class drag coefficient of 0.28, helped in part by additional underbody panelling and a newly developed spoiler mounted above the tailgate that helps to accelerate airflow across the roof.

Alongside the hatchback model seen here, Skoda is developing a replacement for the Fabia Estate, although we’re told it won’t be launched until later next year.

The 2021-model-year Fabia draws on the latest evolution of the Volkswagen Group’s three- and four-cylinder petrol engines – all featuring Euro 6 emission compliance and a claimed reduction in consumption compared with the units they replace.

There are three engines in all, led by a naturally aspirated 1.0-litre three- cylinder unit featuring multi-point injection with either 64bhp or 79bhp. The majority of UK sales, though, are expected to come from a turbocharged 1.0- litre three-cylinder engine offering either 94bhp or 109bhp. At the top of the new line-up is a turbocharged 1.5-litre four-cylinder with 148bhp.   

Front-wheel drive and a six-speed manual gearbox are standard on both of the three-cylinder engines, with a seven-speed dual-clutch automatic gearbox standard on the four-cylinder, according to early information provided by Skoda. 

Predictably, diesel engines have been dropped from the new line-up because of reduced demand in key markets and the sheer expense required to engineer them to meet the latest EU-mandated emission standards.

Our prototype test car, a mid-range 1.0 TSI model, runs a turbocharged 1.0- litre petrol engine developing 109bhp in combination with an optional seven- speed dual-clutch automatic gearbox. It is agreeably smooth with a typically raspy but well-isolated three-cylinder exhaust note, delivering reasonable if not exactly muscular step-off properties. Once percolating above 2000rpm, it is quite strong for a small-capacity engine, with a willing and rev-happy character through the mid-range. 

A software issue with the gearbox on the prototype we drove meant there was an unusually long pause on upshifts, although Skoda’s development team assures us that it will be ironed out before the new Fabia heads into UK showrooms in September.

With the engines now more economical than before, Skoda has seen fit to reduce the capacity of the standard fuel tank by five litres to 45 litres without, it claims, any compromise in overall range. However, buyers can still specify a 50-litre tank. Official figures are yet to be revealed, although the 1.0 TSI is expected to return close to 60mpg on the WLTP test cycle. 

Having only driven it on snow-strewn Austrian roads at below 0deg C, we can’t tell with certainty how the new Fabia might deal with British B-roads.

However, there is greater precision to the steering, which is light but very direct. It feels more agile than its direct predecessor and there are clear lines of communication and very progressive body movements. With an appreciably longer wheelbase and wider tracks giving it a larger footprint than model it replaces, it corners with greater enthusiasm, too.  

The biggest improvement in on-road character, though, is reserved for the ride. There is added suppleness and greater absorption to the MacPherson strut (front) and torsion beam (rear) suspension, which while shared with other MQB A0 models – Polo and Ibiza included – has been tuned specifically by Skoda to give the new model its own unique on-road feel. With greater rigidity to its structure, it fidgets less over high-frequency bumps at lower speeds around town and is generally better controlled out on the open road.