Test Drive Skoda Elroq: The Rock Star of the MEB Family

470 instead of 585 liters, expandable to up to 1,580 instead of 1,710 liters – THAT is the only real limitation that Elroq customers must accept compared to the Enyaq! We were also surprised. Because the Elroq is supposed to be nothing other than the electric Karoq, which currently starts at just under 33,000 euros, while the Enyaq starts at just under 49,000, but not as the 60 base version. According to official brand speak, it sounds like this: The "Modern Solid-Design" is supposed to convey: "This vehicle stands for something new. Because it offers the perfect balance of size, spacious interior, and electric mobility for the city and beyond." Let's wait and see.

Big announcement: Under 35,000 euros, leasing under 300 euros

With this, the Elroq as a "50", i.e., with a 52 kWh battery and around 350 km range according to WLTP, is practically offered at the price of the Karoq. And that would be – well, let's add a bit more to avoid disappointment – under 35,000 euros, or in leasing a rate "under 300 euros," as an insider told us.

For this, travelers get the comfort and space of the Enyaq, whose 2,745 mm wheelbase and platform had to be adopted 1:1 to save costs. Wheelbase and front overhang are identical, only the rear was cut by exterior chief designer Karl Neuhold and his team by 17 centimeters. This makes the Elroq look crisper at the back than its larger brother, which, by the way, will be visually adjusted to the Elroq next year before the small Epiq follows at the beginning of 2026 and the large Vision 7S with three rows of seats at the end of 2027. According to Neuhold, even here they are already "in the sheet metal," meaning the framework is irrevocable. Well, the Czechs have announced all this long in advance, but let's return to the surprise of the Elroq, which really lacks NOTHING compared to the Enyaq, except for a bit of trunk volume!

Wide range from 125 to 220 kW, with 52 to 77 kWh battery

It comes as 50, 60, 85, 85X, and we are allowed to speculate about an RS. The power? Familiar: 125, 150, 210, and 220 kW, with the RS having a bit more. Between the axles sits the gross 55-, 63-, or 82-kWh battery. Net, this leaves 52, 59, and 77 kWh available, enough for more than 350, 390, 560, or up to 550 km range according to WLTP for the 85X. In reality, in the worst case, this translates to between a good 200 and 400 kilometers, always sufficient for everyday use. The small batteries are charged from 10 to 80% with DC ideally in less than 25 minutes, the large battery in less than 28 minutes. And while the 50 and 60 are limited to 160 km/h, the 85 and 85X can go up to 180 km/h. The large batteries should be chargeable with up to 175 kW DC.

Data that can roughly be derived from the Enyaq. Hence, it doesn’t surprise us that the Elroq drives almost exactly the same! Always comfortable – if joints do strike through, they must be particularly rough – otherwise, even the pre-pre-series model smoothly dampens and absorbs everything without any creaking or rattling. In addition, there is precise steering and a turning circle diameter of only 9.3 meters. Which makes it clear: they know how to do chassis in the VW Group, even though Skoda has individually tuned the Elroq. Compared to Cupra Tavascan and others, it's more on the comfortable side. Only with the brakes, they might need to take another look – initially, nothing happens and then it increases undefinedly, but it doesn’t have the same fine and linear feel as the chassis.

Otherwise? Crystal clear operation, impeccable workmanship, and a drag coefficient of 0.26 achieved through many details: the front fender trim was moved a bit further inward in the first third, massively improving the airflow and supposedly adding up to four kilometers of range at 120 km/h, according to Neuhold. The wheels, ranging from 19 to 21 inches, all feature aero rims and, according to Neuhold, are still the "least aerodynamic" part of the whole car, even though visually they are the roundest and most dynamic.

At the front, they apparently brainstormed for a bit longer, according to Neuhold, to make it striking, coherent, AND aerodynamic. The result: slim light strips above the main headlights housing the position and daytime running lights as well as the blinkers. Below them, two LED modules for low and high beams form a horizontal reinterpretation of Škoda's four-eye face. Even the base of the two available versions consistently uses split headlights with LED technology. The top version with LED matrix headlights uses matrix technology based on 36 individual light segments – they were a bit more conservative here, other group brands can offer much more.

Škoda remains true to the C-shaped light graphic and partially illuminated crystalline elements for the taillights. They are also available in two versions, both with 100 percent LED technology. The top variant features dynamic blinkers, backlit crystalline elements, an animation when opening the tailgate, and a new Coming/Leaving Home animation that also includes the headlights. In this area, too, they have gone all out.

And of course, they take sustainability to the next level: The entry-level version, called Design Selection Studio, is predominantly upholstered with pleasant dark gray fabrics – these were also featured in our pre-production models. The Design Selection Loft, for instance, uses upholstery fabrics made from Recytitan fiber in Dark Melange for door panels, seats, dashboard, center armrest, and knee area. Recytitan consists of 78 percent recycled PET, sourced from single-use mineral water bottles, for example. The remaining components are new PET and mechanically recycled fibers. The previously unsorted fibers are processed without additional chemical treatment. This was also demonstrated. Furthermore, there is also faux leather, which according to Neuhold, is often overestimated, as fabric is always more comfortable (not as cold in winter, not as hot in summer), but a bit "tricky" to manufacture to ensure it feels premium, warm, and yet dirt-repellent.

In terms of safety, they spare no effort: The Travel Assist uses even larger amounts of collective intelligence in its new version. And of course, the Elroq can be maneuvered into a parking space via smartphone and the MyŠkoda App from up to four meters away. During trained parking, drivers can “teach” their Elroq how to park in up to five different parking spots: The vehicle stores the correct approach from up to 50 meters away as well as the actual parking maneuver and can subsequently perform both autonomously.

When it comes to airbags, we are particularly pleased with the central airbag between the front seats. Additionally, side airbags for the rear can be ordered, and there are eight other airbags available.