Skoda Elroq

Let's get straight to it.

The Elroq is an uncommonly well engineered small EV - one of the very best in its segment.

But it's also one of the heavier cars in its class, a common theme amongst EVs with the VW Group rear-driven drivetrain this Skoda uses.

Front-driven electric cars are almost always lighter, probably because they don't need so much strengthening to meet crash performance standards.

Perhaps that's why Kia switched to a front-driven format for its rival EV3.

At nearly 2.1-tonnes as tested, the bigger-battery Elroq 85 we tried is about the weight of a baby grand piano heavier than the equivalent version of that key Korean competitor. The line-up now kicks off with the 63kWh Elroq 60 variant that most Skoda folk will choose, a model that manages 265 miles between charges.

The 82kWh Elroq 85 does better of course, supposedly offering up to 356 miles (though that's still 20 miles off an equivalent 81.4kWh Kia EV3).

The top dual motor Elroq vRS hot hatch has an 84kWh battery rated at 340 miles. You might sense some of that weight in the measured, linear way this Skoda blends its torque to the tarmac away from rest, but that's not to say it feels slow.

Even the base 60 model's 204PS motor has quite as much pep as you'd need for everyday driving, making 62mph in 7.7s.

We'd expected the 85 variant to feel quite a lot faster (it's 286PS drivetrain is basically the same as that of the CUPRA Born VZ hot hatch), but unless you have a lot more space in the traffic than modern British highways tend to provide, you probably won't feel that it is.

62mph is rated at 6.4s, but that requires selection of 'Sport' drive mode you'd ideally want to avoid for reasons of range.

The few that do want electrifying performance from their Elroq are best served by the rare dual motor vRS flagship model, which has 340PS, AWD and makes 62mph in 5.2s en route to a 111mph top speed which is 12mph faster than you'd get from the two base powertrains.

With most variants, all you get in terms of regen control is the extra 'B' setting on the stubby little gear selector which, if you're anything like us, you'll keep forgetting to engage.

Round the twisty stuff, there's not a huge amount of steering feedback, but the helm's precise and accurate enough for this Skoda to be hustled along quite quickly should that be required. There are no EV drivetrain changes for this updated Elroq.

What Skoda has added is an extra 'one-pedal' energy recuperation mode for the brake regen system, which (with the gear shifter set in B) means that the car can virtually bring itself to a stop when you come off the throttle.

The Elroq's ADAS drive assist features are also more adanced with the introduction of a new 'Travel Assist 3.0' system with new radars and sensors for more precise guidance.

The car can even now stop itself at traffic lights and STOP signs.

There are no visual changes as part of this Elroq update.

But a few important things are different.

Like the fact that there's now an under-bonnet 'frunk' - of 21-litres in size - for the charging leads, so they don't have to slide around in the boot any more.

Plus you can now unlock, lock and start the car via a 'Digital Key' feature of the MySkoda app.

Though the Elroq is priced against relatively compact EV crossovers, its dimensions are closer to more spacious ones.

Here, the VW Group MEB architecture that underpins cars like the Volkswagen ID.3 and the CUPRA Born has been stretched to 4.49-metres - about the same as a far more expensive Ford Explorer and a little longer than its Skoda Karoq combustion equivalent (4.39m).

But still 165mm shorter than the next EV up in Skoda's range, the Enyaq (4.65m). The Elroq introduced Skoda's so-called 'Modern Solid' design language, previewed by the company's 'Vision 75' concept model of 2022.

The most notable aspect of this is the striking frontal 'four eyes' light signature of the 'Tech-Deck Face' nose section, which on the clamshell bonnet replaces the usual Skoda circular badge with lettering.

Nothing else really jumps out at you; the side profile is clean and aerodynamic, with an Evoque-style sloping roof; and the rear features the brand's usual triangular LED lighting layout.

Wheel sizes are quite big - 19 to 21-inches. Inside, things are the same as before apart from a few minor changes - like the fact that the wireless charging mat will now more powerfully support the Qi2 Magnetic Power Profile for wireless charging up to 25W.

Something else you might note on closer cabin inspection is that the layout of the 12.9-inch central infotainment monitor has been completely redesigned.

Changes to the Android-based software have brought a redesigned home screen, a different grid layout and more intuitive search and favourites functions as well as enhanced personalisation options.

And there's easy access to selected third-party apps such as Spotify and YouTube, along with a number of apps from categories such as audio and video streaming, casual gaming, news, weather and more. The cabin is very like an Enyaq, with a stubby gear selector and a tiny instrument binnacle viewed through a flat-bottomed steering wheel.

As usual with a Skoda, storage is a strong point - the brand claims 48-litres of stowage capacity across the interior. Rear seat room is significantly better than other EVs at this Elroq's price point (like the ID.3 and the Niro EV), helped by the lack of a central transmission tunnel; there are storage boxes where that would usually be.

The boot capacity is 470-litres, a versatile space with a storage net for charging cables under a parcel shelf which can also be used to divide the cargo area.

There are mini shelves either side of the luggage bay - and under-floor storage too.

Expect all the usual Skoda 'Simply Clever' features as well, like a tyre tread depth gauge mounted in the boot lid and an umbrella secreted in the front door lining.

Prices at the time of our test in Spring 2026, Skoda was no longer offering the the smallest 55kWh '50' version of this car or the cheapest 'SE' trim level, so prices start at around £34,000 for the volume 63kWh '60' version with 'SE L' spec, a figure you can reduce to just over £32,000 once the available £1,500 government Electric Car Grant is deducted from the asking price.

There's a substantial price premium to pay (just over £3,000) if you want an '85' model with the larger 82kWh battery.

Beyond 'SE L'-spec, there are plusher 'Edition' and 'Sportline' trim levels.

And all '60' and '85' model Elroqs qualify for the government grant.

The only Elroq that doesn't is the flaship sporting twin motor 340PS vRS version, which has its own 84kWh battery. Standard equipment levels are reasonable across the range.

Even base 'SE L' trim comes with a two-spoke leather heated multifunction steering wheel with paddles for the recuperation selection; plus heated front seats, satellite navigation, dual zone climate control, a drive mode select system, front parking sensors and three years use of the 'Skoda Connect' Infotainment Online and Remote Access set-up. Move on to plusher 'Edition' trim and you can expect 19-inch 'Regulus' anthracite alloy wheels, unique dark chrome roof rails and window surrounds, plus privacy glass with acoustic side windows.

'Edition' customers also benefit from the 'travel assist plus' semi-autonomous driving system, predictive adaptive cruise control with traffic jam assist, keyless entry and a 15W wireless charging mat with a cooling function for your handset. The 'SportLine' models are distinguished by 20-inch 'Asterion' black alloy wheels, matrix LED headlights, unique SportLine bumpers and gloss black roof rails, door mirrors and tailgate lettering.

Inside, 'SportLine' models come with a bespoke Design Selection package that features microsuede and artificial leather upholstery, carbon-effect decorative inserts, front sports seats and a black headlining.

A three-spoke artificial leather heated sports multifunction steering wheel with paddles for recuperation level selection is also fitted as standard.

There's also progressive dynamic steering, rear side airbags and an electrically operated tailgate with kick activation.

On to battery replenishment.

One of the big disappointments we had at the original launch of Skoda's larger Enyaq EV was its feeble public charging speed (improved since).

This Elroq is much better provided for from the beginning, but its charging speed still varies quite a lot depending on the powertrain you choose.

The smaller 63kWh battery DC charges at a maximum speed of 145kW, which means that when hooked up to public rapid charger, Elroq models fitted with it can be energised from 10 to 80% in 25 minutes.

The bigger 82kWh battery of the 85 model (77kWh of which is usable) can be DC-charged at up to 175kW and can hit a 10 to 80% DC charge in 28 minutes.

The top dual motor vRS model can charge at up to 185kW and complete a 10-80% charge in 26 minutes. The battery's optimised preheating function increases efficiency at DC fast-charging stations.

It is either activated automatically when using the navigation system's route guidance or can be started manually in the infotainment system's charging menu.

The current temperature of the battery and the current state of charge are constantly monitored by the battery thermal management system, which activates the temperature control if necessary. There's a fixed servicing schedule, with a basic inspection after two years (unlimited mileage) and subsequent services every year or 18,750 miles.

Skoda says that its aim is to make sure that the battery pack lasts as long as the car too and, sure enough, that battery pack is warrantied to have at least 70% of its usable capacity after eight years or 100,000 miles.

There's the usual unremarkable three year / 60,000 mile Skoda warranty (only the third year has a mileage limitation).

And there's 12 year body protection guarantee, a three year paint warranty and three years of Skoda assistance, which includes European breakdown cover.

Insurance groups start at 27E for the base 'SE L' 60, rising to 37E for the top vRS.

Ideally, the Elroq is the EV Skoda would have used to launch its electric vehicle offensive back in 2020.

Today, it's the car that was originally envisaged to replace the combustion Karoq SUV, but now won't do for some time while so many of us remain wedded to fossil fuel. When the larger Enyaq was first launched, it had a very affordable entry-level price that rapidly went northwards.

Let's hope that doesn't happen again here because, in its entry-level forms at least, the Elroq really does seem very good value indeed against rivals that often aren't as spacious inside.

It also looks quite sharp and appears competitive on range.

On the debit side, plenty of other cars in this class are more interesting to drive.

And most are lighter.

But like us, you might well think that everyday usability is of more importance with a car like this - which is something this Skoda nails in a way that, for the time being anyway, competing Chinese value brands just don't.

Ask us to nominate a benchmark in the lower mid-sized EV hatch segment and this would probably be it.

Yes, there are more exciting choices in this class, but if you're seeking a great all-rounder then right now, we think there are few better ones.