Skoda Elroq 2025: Australian first drive

Smaller and smarter electric Enyaq twin appears primed to steal some Tesla Model Y territory. But does the stylish SUV deliver in the experience?

Does the Elroq mark a turning point for Skoda Australia’s flagging sales Down Under? Both the importer, and the small but dedicated die-hard Aussie fan base, hope so.

The Elroq, the brand’s second EV release behind the larger Enyaq, catches Skoda off the back of much needed recent updates to ‘classic’ ICE-based favourites — Kodiaq, Octavia, Superb — and the promise of more electrification through to 2027, including two new EVs, a pair of PHEVs and at least one new mild hybrid.

That’s a lot of movement at the Czech station, albeit one without any logical self-charging series-parallel hybrid answer to the likes of Toyota’s RAV4, Corolla Cross or Corolla, and the various Korean and Chinese wannabes chasing that landscape — a topic of discussion for another time…

Pictured: the Elroq 130 Years Edition

Confused? Let’s clarify. Or at least attempt to…

Pictured: the Elroq 85 Select

The new Elroq sits on the same platform and has the same long (2765mm) wheelbase as the certifiably midsize (4653mm long) Enyaq.

Thanks to wonderful deft packaging, the passenger cell offers pretty much identical (and therefore midsize) volume, despite Elroq’s more compact (4488mm) length, which is bang-on that of Toyota’s Corolla Cross and technically the lengthier side of ‘small’.

So Skoda’s externally small electric SUV is functionally medium — if easier to park and smarter looking, what with its wheels-at-all-corners stance and Modern Solid neatness. So a medium SUV, as Skoda claims, it is.

Perception is important here, because Skoda’s smallest and humblest electric, with 210kW single-motor power, enters at tenner under $60K in its most basic form. And it’s ten-grand cheaper than the fancier featured, if no more electrically endowed, 130 Years Edition flagship.

What are the Elroq’s features and options for the price?

The Elroq is offered in two trims: the entry 85 Select, that’s priced from $54,990 list and $59,990 on-road, as well as the 130 Years Edition that clocks on at $64,990 list and slips in at just under $70K driveaway.

Both variants fit the same 210kW/545Nm single-speed, single-motor drive on the rear axle, paired with a 77kWh net (82kWh gross) lithium-ion battery. Peak charging is 135kW DC, or around 28 minutes claimed for the 10-80 percent charge.

In broad terms, the value looks promising given the similarly powered (210kW RWD) entry Enyaq Sportline — same wheelbase and cabin space, remember — enters at $69,990 driveaway. The jury is out, though, on how the soon-to-launch Modern Solid-look MY26 Enyaq compares (pricing TBC) but this adds a wagon body outgoing coupe-only line-up.

Other rivals? Corporate cousin, the technically related (210kW) Volkswagen ID.4 Pro, lists for $59,990, while the alpha nemesis in the (220kW) Tesla Model Y enters at $58,990 list.

Elsewhere, the popular if less-powerful (169kW) Kia EV5 Air kicks off from $56,770, while the underachieving (150kW) Toyota BZ4X clocks in at a whopping $66,000.

Of course, there’s also the growing field of price-busting Chinese imports such as the (150kW) BYD Seal, from $46,990, or the chips-cheap (125kW) MGS5 from just $40,490, to name just two.

When combining high-voltage stats with standard features, the base 85 Select appears to be good value. Less so for the 135 Years Edition, which adds most window dressing and smattering of added tech while not lifting output or range credentials.

Both variants are available in five colours, with the Velvet Red Premium Metallic option commanding an added $770.

The 85 Select fits the following features standard:

19-inch ‘Regulus’ wheels
LED headlights, tail lights and DRLs
Front and rear parking sensors
Reversing camera
Heated/power-folding mirrors
5.3-inch digital driver’s screen
13.0-inch touchscreen media
15-watt wireless phone charging with ventilation
Wireless Apple CarPlay and Android Auto
DAB+
Eight-speaker 100-watt audio
Dual-zone climate control
Cloth/faux leather trim
Manual front seats with heating
4 x USB-C outlets
1 x umbrella
Mode 2 and mode 3 charging cables

The 130 years Edition adds:

21-inch ‘Supernova’ wheels
Matrix LED headlights
Leatherette dash trim
Power front seats with memory/massage functionality
TechnoFil grey leatherette trim
Three-zone climate control
Canton 12-speaker audio
360-degree camera
Head-up display with augmented reality
Interior ambient lighting
Hands-free electric tailgate

How does the Elroq drive?

The Australian launch program offered both variants to sample one-, two- and three-up across a variety of conditions, from inner city Sydney backstreets through to highway cruising and twisty national park backroads. And the results were surprisingly mixed.

Elroq sits on Volkswagen Group’s now-well-honed MEB platform, with passive strut front and multilink rear suspension and a staggered tyre spec fitting 235mm front and 255mm rears, regardless of whether it’s sat on base 19s or flagship 21s. Like its ID cousins, it’s disc front and drum rear braking.

There do seem to be some common traits baked into MEB-based models wearing any VAG badge: solidity, predictability, and a natural balance across the axles when pushed.

As we discovered testing the Enyaq RS — “excellent body control, precise wheel control…real confidence” — Skoda can inject real engagement and sporting character, too. But not Elroq, at least in these two launch trims.

Our test cars felt dependable and surefooted if somewhat numb and, frankly, unmarkable. And, strangely, there were some inconsistencies in the four different variants — two base, two flagships — that we drove. This included steering which, in the 85 Select, feels direct if underassisted and slightly ponderous.

Strangely, too, is that the 130 Years Editions sat on 21s seemed to steer and ride nicer than the 85 Selects on 19s. Go figure…

Where we’ve praised the larger Enyaq in the past for what’s class-leading ride and handling balance, the Elroqs’ chassis seem less resolved.

The newcomer seems to lack the innate, well-sorted compliance of its longer stablemate, and the refinement we’d gushed about in the past just isn’t there with the same level of execution and conviction.

It doesn’t feel distinctively Skoda-like, in that from the helm this could be a Volkswagen ID.4 Pro. Any meaningful differentiation, one feels, might demand close back-to-back examination.

The stiff rear suspension, in particular, feels particularly terse and rigid when being driven around town in the second row.

Perhaps the tune enhances the control of its hefty, near 2.2-tonne, mass. Perhaps it pays dynamic dividends with a head of steam on the backroad. But its around-town commuting manners should be more polite.

Quick? At 6.6sec claimed for the 0-100km/h sprint, it’s just two-tenths shy of a Chasing Cars favorite, the Octavia RS, so the Elroq is fittingly rapid outright and for how the SUV is pitched. A dual-motor RS version has been confirmed by Skoda Australia, one that will hopefully tap some dynamic mojo from the Enyaq RS while it’s at it…

Better yet, delivery is linear and progressive in Normal and punchy yet measured in Sport, with little call to jump between the two during the balance of regular driving.

Regenerative braking, too, seems to amp up in the hotter drive mode, though there’s no quick and logical way to adjust regen on the fly, as you might find in paddleshifted electric Kias. If there’s a one-pedal mode, it appears to be buried in some submenu vault, somewhere…

On braking, one 85 Select tested refused to pull up with much urgency. A wooden pedal, no low-speed bite, the 2180kg EV seemed intent on impaling the car ahead short of a seriously hard prod of the left foot. The 135 Years versions, however, offered stronger, more natural braking feel.

Efficient? Even in extremely mixed driving conditions, the Elroq sits frequently in the low-to-mid-15kWh/100km range, occasionally dipping into the 14s. That’s pretty good, with a real-world driving range beyond 500 kilometres without a sympathetic driving style between charges, or where it ought to be in 2025.

But we’ll need more seat time with the Elroq in the Chasing Cars garage to make a more committed call on the depth and quality of the rest of the driving experience.

How is the Elroq’s interior?

Before diving inside, let’s touch on exterior styling. The Elroq, with its Modern Solid design, is vastly more handsome than the style-by-Grand Theft Auto Enyaq. Sharp, clean, muscular, contemporary…this new look ought to transform the imminent Enyaq remake.

The four-eyed Matrix LEDs, so-called Tech Deck face, the 21s: the 130 Years Edition — a homage to Skoda’s bicycle-making heritage, apparently — is the looker, especially in the minty hero hue called Timiano Green.

But the regular 85 Select is handsome enough in its own right. Stretching big wheels to the body’s extremities does wonders for styling and stance. And the Czechian-built SUV compliments its fine looks with a cabin design that’s fresh yet familiar and ‘Skoda enough’ in flavour and ambience.

Unsurprisingly, it’s dead-ringer for the Enyaq cabin: fluid with lots of organic curves, a vibe that blends minimalism with just enough techy flash and interesting material choices, without messy and illogical user interfaces of overblown sportiness. At least, this is, in the toned down 85 Select version.

The new look S-K-O-D-A wheel features time-honoured roller controls and frames the digital driver screen that, at just 5.3 inches, looks tiny on paper but is pleasingly simple and useful in use.

The floating 13-inch touchscreen just avoids some of those clumsy Volkswagen Group UI traits of recent times, with customisable home screen shortcut icons for functions such as climate control adjustment. Content is clear, legible and natural…and unlike Tesla, (wireless) Apple CarPlay or Android Auto connectivity anchors infotainment.

Our 130 Years Edition test car’s two-tone interior treatment is far racier than the subdued 85 Select’s, complete with orange seatbelts and an activewear theme befitting a proper RS version.

Skoda calls this variant’s more vibrant aesthetic ‘Lodge Design Selection’ and while it makes an impact, the “sustainable” trim materials — largely recycled plastics and nylons — aren’t very luxurious or tactile.

The flagship is essentially the base car with added windowdressing for fancier and sportier effect, but does it feel $10K richer or more opulent than the base version? Not really.

You do get added party tricks such as the augmented reality head-up display, essentially a regular projection that adds turning arrows and distance notifications.

It works with some phone mapping apps, though we didn’t manage to get the system to play ball during the test using Google maps mirrored via CarPlay on our own devices.

Perhaps the big persuader to opt for the Elroq over a Tesla is that the former inject some effort to deliver an experience closely aligned to the brand’s ICE models, or anyone’s ICE models for that matter. No assumed knowledge or user learning curves required.

But Elroq’s grand achievement is packaging. Roominess and a sense of space in both rows is excellent. Class leading? Perhaps not. But it’s certainly about as much accommodation as designers could possibly carve out from the vehicle with the external dimensions of a Corolla Cross.

Understandably, where the Elroq cedes over its larger Enyaq stablemate is boot space, advertised as 470 litres — 100 litres down on Enyaq — including the underfloor cubbies that house the (thankfully) standard-fit Mode 2 and Mode 3 charging cables. This expands to 1580 litres as a two-seater.

Of course, Skoda has pumped the Elroq with signature ‘simply clever’ tricks, no less the obligatory umbrella tucked into the driver’s door. Elsewhere, the EV adds a charging cable tidy under the parcel shelf, which itself offers an ‘intermediate’ position to double as a surrogate table.

Elsewhere, the luggage compartment fits storage cubbies in the sidewalls (with bag hooks), and tailgate pull handle moulded into the latch, a row two storage box housing into the back of the centre console, and there’s even a QR code posted in luggage compartment for quick referencing the car’s features on your phone.

Is the Elroq a safe car?

To date, ANCAP has not tested the Elroq. As a fairly long if somewhat indicative bow to draw, the related Enyaq scored five stars under now defunct 2021 protocols from European testing performed by Euro NCAP. Take from that what you might…

A lack of traffic sign recognition functionality might potentially stymie the Elroq’s chances at a maximum Euro NCAP/ANCAP rating if and when assessment is conducted.

Standard safety features include:

Seven airbags (85 Select)
Nine airbags (130 Years Edition)
Forwards AEB with pedestrian and cyclist detection
Blind spot monitoring with lane assist
Active lane keeping
Rear traffic alert
Turn/junction assist
Driver fatigue monitor
Adaptive cruise control with stop and go
Front and rear parking sensors
Reversing camera (85 Select)
360-degree camera (130 Years Edition)
Head-up display with augmented reality (130 Years Edition)

We found that the tuning of the safety features of both variants were generally well calibrated during our test.

What are the Elroq’s running costs?

As mentioned, with circa 15kWh/100km consumption, 500 kilometres of range should be easily accessible through balanced driving — a best-case theoretical city range is quoted as 661km WLTP.

While Skoda had not revealed servicing costs at the time of review, an eight-year package covering 120,000km for its Enyaq technical twin was listed at $1650. Intervals are a long two years and 30,000kms.

Charging peaks are 11kW for AC and 135kW for DC capacities, with Skoda quoting eight hours for AC (0-100 percent) and approximately 28 minutes for the 10 to 80 percent DC recharge.

The honest verdict on the Elroq

Due to the nature of the Australian launch drive program and seeming inconsistencies in driving manner between the four examples we drove, it’s tough to draw definite conclusions — or hand down ratings — on Skoda’s electric newcomer.

We arrived expecting a reasonably faithful replication of the Skoda Enyaq Sportline 85 experience – our reigning Five-Seater Family Car Of The Year no less — in a more smartly packaged and price-savvy combination.

In so many ways, from its intuitive cabin and tech through to thoughtful features, Elroq certainly is. And this new Modern Solid design language really hits the bullseye fair and square.

And yet…the driving experience, for whatever reasons, hasn’t quite translated as emphatically as we’d hoped. The ride and handling balance isn’t as sweet as we remembered in Enyaq. Braking is mystifyingly unresolved. And there’s little of that spicy Skoda essence in its character that’s expected by fans of the marque.

This one deserves a deeper dive, and of individual variants in isolation, in the Chasing Cars garage. Not because there’s anything necessarily bad about Skoda’s other midsize electric SUV, but perhaps because it’s not yet sparkled as brightly as we’d hoped it otherwise might.

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Skoda Enyaq 2024 review

1 year ago

Olek Novak

Contributor

Europe’s answer to the Tesla Model Y has landed in Australia, so has it been worth the wait?

Good points

Plenty of power
Familiar Skoda-ness
Simple model lineup to navigate
Easy, quiet and refined drive
A Czech Model Y rival

Needs work

No wagon, for now
Rides firmly on 21-inch wheels
Less rear headroom in coupe
Late to launch in Australia
Some interior creakiness

Skoda’s first ever electric vehicle has been a long time coming to Australia.

Originally launched overseas in 2020, the Enyaq SUV is now finally launching locally and set to take on the likes of the Hyundai Ioniq 5, Kia EV6, Ford Mustang Mach-E, and of course Australia’s most popular electric vehicle, the Tesla Model Y.

So, should these more established electric nameplates be worried?

Let’s find out, starting with the good news. Launching later has meant that Australia will receive the most up-to-date Enyaq there is, with the model having undergone a raft of updates in Europe that has seen it gain more power, faster charging, and longer range.

On the flip side, however, Australia will only be getting the more style-focussed coupe body style, at least for the time being. Those interested in the wagon available overseas will need to keep their fingers crossed that Skoda brings it to local shores down the track.

This means that the lineup, at least at launch, is simple and easy to navigate: a choice of two grades, either the entry-level Sportline – which can also be had with an Ultimate option pack for an added $6000 – or a top-spec RS.

Built on Volkswagen Group’s MEB platform – which also underpins vehicles like the Volkswagen ID4 and ID5 SUVs, Audi Q4 E-Tron, and Cupra Tavascan – the Enyaq Sportline features a single electric motor delivering 210kW/545Nm to the rear wheels.

Meanwhile, the dual-motor all-wheel drive RS – Skoda’s most powerful production car ever- has a total power output of 250kW and adds an additional 134Nm of torque at the front wheels.

Both grades feature the same 77kWh usable battery, with the Sportline good for a quoted WLTP range of 561km, ahead of the 530km for the RS.

Regardless of grade, you are greeted with a coupe SUV that definitely looks like Skoda’s answer to the Tesla Model Y, at least in terms of body shape.

However, there’s still a recognisable “Skoda-ness” to the Enyaq, and you’re not losing out too much by going for the lower-grade Sportline. All grades come standard with 21-inch wheels and Skoda’s matrix LED headlight tech, however the RS brings with it sporty exterior styling, as well as the option of Mamba Green paint.

As for price, the entry grade Sportline will set you back $69,990 before on-road costs. Adding the Ultimate Pack will set you back an extra $6000 to access features like adaptive chassis control, a premium sound system, an augmented reality heads up display, and further creature comforts.

Meanwhile, the range topping RS will set you back $83,990 to access sportier styling, greater performance, and all features of the Ultimate Pack as standard.

We got to sample all three on our local launch drive, but today we focus predominantly on the entry-level Sportline, which we had specified in Race Blue Metallic. Pleasingly, you don’t have to pay extra for any of the colours on the Enyaq.

Inside, there’s a familiarity to the Enyaq’s cabin that Skoda aficionados will appreciate. The design evokes that of current modern generation Skodas and it’s even complete with the brand’s familiar steering wheel.

There’s a good level of standard tech which includes features like a clear and simple 5.3-inch digital cockpit, 13.0-inch media display screen, wireless Apple CarPlay and Android Auto, wireless phone charging, eight-speaker audio system, digital radio, and two USB-C outlets at the front.

The Sportline also scores power adjustment for the driver’s seat with lumbar and memory settings, heated front seats, a heated steering wheel, tri-zone climate control, and panoramic glass roof.

It’s easy to find a comfortable driving position and forward visibility seems pretty good. Rear vision, though, isn’t as excptional, owing to the more sloping coupe styling.

Ergonomically, the cabin delivered a solid first impression. While there were no physical climate controls, the temperature functionality was at least permanently displayed on the touchscreen. There’s decent storage around the centre console, a conventional transmission selector location, and a bunch of traditional Skoda easter-eggs such as the ticket holder attached to the A-pillar as well as Skoda’s famed umbrella holder within the door.

In terms of one negative, there did feel to be a bit of creakiness to the cabin build quality if you push and prod certain plastic dashboard elements. Not quite the granite-like build quality found in the brand’s older ICE cars.

In the rear there is a decent amount of amenities, with map pockets behind both front seats complete with smaller phone pockets, roll-up sunshades, a fold down centre armrest with cupholders and a ski port opening, and the benefit of a third climate zone.

Additionally, there was the cool little feature of a removable little cubby with cupholders between the outboard seats where a transmission tunnel normally would be in an ICE car.

In terms of comfort and roominess, both knee and leg room were good for this six-foot reviewer and the rear seats were comfy. Head room was acceptable but not amazing, owing to the more swoopy coupe shape, and toe room wasn’t overly generous under the front seats either.

In terms of boot space, the Enyaq comes standard with a power tailgate and offers a very decent 570 litres and the rear seats also fold 60:40 to reveal 1610 litres of capacity if required.

Pleasingly, the Enyaq comes with both mode 2 and mode 3 charging cables as standard, so you’ll easily be able to charge the Enyaq at home with a three-pin wall socket, or at what seems to be one of the many public chargers where BYO cables are a requirement.

There’s a nice storage section integrated into the side of the boot where you can store the cables too and Skoda’s net system in the foot is a great feature for securing loose items.

So how does it drive? We were able to sample the Enyaq on a country-road dominated sprint outside of the urban environment many Enyaqs will likely find themselves.

The first thing to note is that the Enyaq feels like a natural vehicle to pilot, electric or not. That will a be key facet for Skoda ICE owners looking to go electric but keen to remain within the stablemate of the Czech brand.

Power delivery progressive and easy to modulate regardless of grade. With a claimed 6.7-second sprint from 0-100km/h, the Sportline is not slow. In fact it has plenty of poke and more than most people will ever need.

If for whatever reason you feel like you need more power, there’s the RS which reduces that 0-100km/h time to 5.4 seconds. While sheer performance is nice to have for some buyers, for many others it’s not necessarily a need-to-have feature.

As for braking, you can use the steering wheel paddles to select between different levels of regenerative braking to your liking.

I did note on my drive that the brake pedal had a lot of travel to it and the brakes themselves lacks the initial bite you find in most conventional modern cars.

The suspension felt pretty well sorted on my initial impression but it is notable that the standard 21-inch wheels did create a harder edge and firmer ride quality. It was not uncomfortable by any means, but road cracks and bumps could be felt more compared to what you would expect from a higher profile tyre.

You can get adaptive chassis control on the higher spec variants, and it will be worth test driving both to determine if this is a must-have for you in terms of the ride comfort. For me, based on initial impressions, I’m not sure it’s a must-have. I also appreciate the simplicity and honesty of a standard set-up as offered by the Sportline.

As for handling, the Enyaq delivered what seemed like a very competent experience regardless of grade. I wouldn’t call it an inspiring drive – it is an electric family SUV after all – but it felt capable, confident, and never out of its depth along the country roads we drove.

Refinement felt strong on the whole with a well-insulated cabin. Perhaps some tyre noise could be heard from the lower profile tyres, however this could also be exacerbated by the fact the cabin otherwise felt very quiet.

So, it seems to drive pretty well, what about safety?

The Enyaq comes equipped with eight airbags and a suite of other active safety and driver assistance features including adaptive cruise control, autonomous emergency braking, lane assist with adaptive lane guidance, driver fatigue detection, travel assist, front and rear parking sensors, and a rear view camera. However, you’ll need to option the Ultimate pack on the Sportline to unlock an area view camera and intelligent park assist.

While not yet crash-tested in Australia, Skoda is confident of a five-star ANCAP safety rating, noting that the Enyaq has already achieved this in Europe. An Australian rating is expected before deliveries begin in December.

The Enyaq is covered by Skoda’s seven-year/unlimited-kilometre warranty, with an eight-year/160,000km warranty for the battery.

Service intervals are every 24 months or every 30,000 kilometres and cost $475 per visit if booked individually. Skoda does however offer a number of better value pre-paid service packs, with an eight year pack coming in at $1650 and a 10 year pack at $1950.

In terms of charging, the Enyaq has a maximum DC charging capacity of 175kW and maximum AC capacity of 11kW.

When it comes to efficiency, Skoda quotes 15.86kWh/100km, so we look forward to testing this properly when we can get the Enyaq into the Chasing Cars garage for a longer test period.

So, on initial impression, the Enyaq seems like a competent well-rounded family electric SUV, and one that should appeal to many Skoda buyers given the solid and familiar drive experience that it delivers.

Given how pragmatic and practicality focused Skoda is as a brand, I do hope the wagon version does make its way to Australia eventually, too.

However, regardless of that, it is pleasing to see Skoda’s first efforts in the EV space finally make its way Down Under and orders can now be placed on the vehicle before it officially rolls off dealer lots from December.

A Tesla Model Y beater? A longer and more rigorous test and comparison no doubt awaits to make final judgement on that. But one thing’s for sure, the Model Y has new competition in the form of this pragmatic, traditionally-flavoured Skoda, and that’s a good thing.

Czech-mate? Time will tell.