Latest news with #Enyaq
Auto Express
a day ago
- Automotive
- Auto Express
New single-motor Skoda Enyaq SportLine 85 goes the distance with 356-mile range
After launching initially with only a dual-motor layout, Skoda has added single-motor power to the Enyaq's SportLine trim with prices starting from £47,260. Available to order from 12 June, the Enyaq SportLine 85 also comes in Coupé form, which ups the price to £49,160 – meaning the single-motor SportLine 85 comes in at £1,500 cheaper than the dual-motor SportLine 85x. Advertisement - Article continues below The single-motor version features the same 77kWh battery, so range has been improved. While it can't quite match the regular Enyaq Edition 85's 359-mile and 365-mile range figures (for SUV and Coupé), the SportLine 85 goes further than the 85x, with 354 miles for the SUV and 356 miles for the sleeker Coupé. Power comes from the same electric motor found elsewhere in the Enyaq single-motor range – a rear-mounted unit with 282bhp and 545Nm of torque (the same total bhp output you get in the dual-motor). The SportLine 85 completes 0-60mph in 6.5 seconds, which is exactly the same as the dual-motor – as is the 111mph top speed. Charging speeds stay the same as other 77kWh Enyaqs, with a 135kW rate enabling a 10-80 per cent top-up in around 28 minutes. Despite the cost saving over the 85x, the SportLine 85 gets the same equipment as standard. This includes 20-inch alloy wheels, SportLine bumpers front and rear and gloss black exterior accents. There's also sports suspension that lowers the Enyaq by 15mm at the front and 10mm at the rear plus 'progressive dynamic steering' taken from the range-topping vRS. Inside, you'll find a head-up display, front sport seats, a sports steering wheel and an upgraded sound system from Skoda's audio partner Canton. Want the latest car news in your inbox? Sign up to the free Auto Express email newsletter... Find a car with the experts Electric car drivers won't ever go back to petrol or diesel Electric car drivers won't ever go back to petrol or diesel Editor Paul Barker thinks the EV transition is coming whether we like it or not Car Deal of the Day: Bag the iconic Volkswagen Golf GTI for under £300 a month Car Deal of the Day: Bag the iconic Volkswagen Golf GTI for under £300 a month It's arguably been the daddy for 50 years, and can be snatched for a low price right now. The VW Golf GTI is our Deal of the Day for 27 May The MG HS just got hot! New 221bhp Hybrid+ model joins line-up The MG HS just got hot! New 221bhp Hybrid+ model joins line-up The Hybrid+ gives the MG HS another tool to take on the Dacia Bigster
Irish Times
20-05-2025
- Automotive
- Irish Times
EV Q&A: Why do electric cars still have old-fashioned 12-volt batteries?
Q: I recently had a garage car, a Hyundai Kona EV, on loan while my 222-reg Enyaq was being repaired. The first evening, I went to start it, and everything was dead. It turns out it was fitted with an old-style wet battery, and this had died. The garage told me all EVs still have the old-style batteries, and these have a relatively short lifespan of approximately four years. I wasn't aware of this, and on the few occasions I opened the bonnet of my Enyaq, failed to see one. – Brendan M, Co Wicklow A: Yes, it's true. Any electric car you buy has two batteries. The bigger one is the one that gets all the headlines – it's the one with lots and lots of kilowatt-hours of energy storage, that takes ages to charge (at least from a slow AC charger), and that actually powers the wheels. It's technically known as a traction battery for that very reason. But there's another, kinda secret, battery that lurks alongside the big traction battery, or indeed sometimes even within the structure of that big battery. In your Enyaq, the 12-volt battery is located quite low down in the compartment under the bonnet, but the positive terminal is under a flap at the back and to the passenger's side. READ MORE This second smaller battery will, in many cases, be a familiar sight to most motorists, and is often as you describe – a 'wet' lead-acid battery, discharging 12 volts of current. This has been the standard design for batteries that have started up all our petrol and diesel cars since time immemorial (all right, since the 1950s…). Why does a modern, high-power EV need such an extra battery, of such an old-tech design? Well, to be fair, not all of these 12-volt batteries are quite so old-school. While many of them are indeed old-fashioned lead-acid designs, many car-makers are now starting to use the same lithium-ion tech that powers the big traction battery, just with a lower-voltage output. Such low-voltage lithium-ion batteries are generally much smaller and lighter than the older-style lead-acid units. If you've ever had to change the lead-acid battery in your car (be VERY careful if doing so), then you'll know how weighty these boxes of electricity are. So, why does a new EV need one? Simple – voltage. A modern electric car's traction battery will run at a voltage output of 400 volts, while some newer, more powerful designs will run at 800 volts. That's great for charging up quickly and for big power outputs, but if you ever tried running any of your car's systems and functions other than the main electric motor, you'd have a big problem. Basically, that 400 to 800 volts of power would instantly fry any of the 12-volt-based systems. And those systems are really important. [ EV home charging pilot fails to address critical issue Opens in new window ] Essentially, every electrical switch or touchscreen that you interact with in your car is running on a 12-volt system. Why? Because it's the system that's simplest and easiest to design and produce. Car-makers don't fancy the challenge of redesigning everything from door locks to windscreen wipers to run on an 800-volt system when the cost and time spent on such research and development would be astronomical. It's also a safety consideration. Because the voltages in the big traction battery are so strong, if a driver is involved in a crash, that battery needs to be isolated promptly and shut down so as to make it safe. Not only does the 12-volt battery on board do that job, it also means the rest of the car's systems should continue to work – not least electric windows and the increasing number of electronic door lock releases. It's really important that the door locks, in particular, are powered by the 12-volt system, as you definitely don't want 800 volts running through or near the door catches in the event of an emergency. [ China's CATL says it has overtaken BYD on 5-minute EV battery charging time Opens in new window ] However, we're not sure about your garage telling you that the 12-volt battery will only last for four years. A 12-volt battery should last, with reasonable care and regular servicing, for at least a decade unless there's some specific fault. What can happen, and what has happened with the loan Hyundai you were driving, is that – just as with the 12-volt battery in an old petrol or diesel car – the battery can run flat. In a combustion-engine car, the 12-volt battery is kept charged by the car's alternator. In an electric car, that's not possible. Instead, that battery can be topped up by the bigger traction battery while driving, thanks to a DC-to-AC converter. That also allows the 12-volt battery to be topped up when the big battery is charging at home, or on a public charger. Problems tend to arise when a car is left sitting for some time. New systems such as keyless entry and ignition require sensors and receivers to be switched on all the time, and if a car's electrical and electronic subsystems aren't well designed to work in low-power mode for long periods, or if there's a fault, then the 12-volt battery can become drained very quickly indeed. When that happens, your options may well become limited. Most doors can be opened with mechanical locks, as can most (but not all) charging covers, which should allow you to get access to the car and to plug in a charger. However, you may have to resort to an older-school technique – jump starting. It is possible – although not with all vehicles, so make sure you check the owners' manual first – to connect an EV's 12-volt battery to another car's, via good old-fashioned jump leads (or you can use a jump-start battery pack) and bring it back to life that way. Some car-makers – notably Hyundai – are now starting to fit systems that allow the 12-volt battery to be 'jumped' from the car's big traction battery, and thankfully Hyundai has been clever enough to create a physical button which does this job, as the touchscreen is going to be dead in that scenario.
News.com.au
15-05-2025
- Automotive
- News.com.au
Review: Skoda's new EV Elroq takes aim at Chinese rivals
The Skoda Elroq could be the right vehicle for EV buyers who want a new car that won't give them the sh**ts. This all-new midsize SUV competes with a whole host of models from China, and many of those offer a number of frustrating features that may grow tiresome, but this car – on first impression – is a different kind of machine. The Elroq is smaller than Skoda's other EV, t he Enyaq, by a fair margin, but shares the same wheelbase and electronic architecture, including the same big 82kWh NMC battery pack that promises a huge 529km of EV driving range in mixed situations, and a staggering 660km in city driving. It starts at approximately $59,000 drive-away for the entry-level '85' model, and it scores a decent array of standard equipment including LED lights, 19-inch wheels, proximity keyless entry, a 13-inch media screen with wireless Apple CarPlay and Android Auto, wireless smartphone, dual-zone climate control, heated front seats, a leather-wrapped heated steering wheel, auto-folding heated side mirrors with dimming, an umbrella in the door (so Skoda!), and you also get a Mode 3 charging cable included. The more highly specified Edition 130 (celebrating 130 years of Skoda) is a $10,000 premium, but adds 21-inch wheels, matrix LED headlights, and dynamic indicators, an electric boot lid, an auto-parking system, 360-degree surround-view camera, and power adjustable front seats with memory and massage settings, a head-up display with augmented reality, and a 12-speaker stereo. Plus it gets a specific interior trim that looks terrific. I didn't get a chance to test both versions during my early drive of a pre-production model, but what was evident is that the Czech-built electric SUV is a complete feeling package when it comes to driving. Smooth and punchy power delivery (0-100km/h in 6.6 seconds), and rear-wheel drive underpinnings mean this is a bit more dynamic and joyful to drive than some front-wheel-drive rivals, and it hustles when you plant your foot. It also steers delightfully, and while the ride comfort seemed good at Luddenham Raceway, it remains to be seen if the stiff underbody and 21-inch wheels with low-profile tyres are a commute-friendly combo. The cabin treatment is familiar from the new-gen Skoda line-up, and that's a promising thing. The big centrally-mounted screen will take some learning, but I like the way Skoda doesn't have another massive screen in front of the driver, rather there's just a 5.5-inch display with speedo and a bit of configurability. The high-grade model with the heads-up display (HUD) will also be able to project Apple Maps directions in augmented reality onto the windscreen, which is a cool bit of tech. The seats are comfortable and, being an eco-focused model, they're trimmed in recycled materials. The central part is repurposed fishnets (presumably from fishing, not stockings!), and there are other parts made from recycled PET plastic bottles. In the second-row there's a family-friendly amount of space, with head and legroom easily accommodating someone six-foot tall and half as wide. Amenities include three-zone climate control, USB-C ports with 45W output (enough to charge a laptop!) and plenty of clever pockets and hidey holes, not to mention a centre-mounted ski-port. The boot is another exercise in practicality, with an adjustable parcel cover with hidden storage nets underneath, great for putting your cables so you don't have to lift up the boot floor. Loads of hooks for bags and compartmentalised storage options mean it lives up to Skoda's mantra of being 'simply clever'. Indeed it is a simpler, cleverer electric SUV than many rivals, based on my early impressions. Well worth a look if that's the sort of EV that you're looking for.
The Advertiser
14-05-2025
- Automotive
- The Advertiser
2025 Skoda Elroq review: Prototype drive
Skoda Australia is releasing its second battery-electric vehicle in Australia, and it's landing in the thick of the market. The 2025 Skoda Elroq will land in September, having previously been earmarked for a July introduction. It's a small-to-medium size electric SUV based on the same MEB architecture as the larger Enyaq – though it's 170mm shorter in length. Much like the Karoq is to the Kodiaq, the Elroq offers segment-busting space in a city-friendly package, with over 500km of WLTP driving range as standard for similar money to some key Chinese-made competition. A pair of variants will be offered at launch, an entry-level Select and a high-grade 130 Edition to commemorate 130 years of the Czech brand. Sportline and RS variants exist overseas, and are on the radar for an Australian introduction at a later date. Pricing starts at a relatively sharp $54,990 plus on-road costs, pitting the Skoda EV against key electric SUVs like the BYD Sealion 7 and Tesla Model Y – while both are physically larger vehicles, the Elroq claims to have interior space in the rear that is competitive with larger vehicles in this space. Ahead of its September on-sale date, we got a very quick stint behind the wheel of a pre-production prototype at Luddenham Raceway in New South Wales. While this isn't indicative of how it'll drive on public roads, we got some early insight into the Skoda Elroq's performance, handling, and interior packaging. First impressions can be tough – so has Skoda's new EV crossover Czech-ed all the boxes? The local range will start from $54,990 before on-road costs, with the 130 Edition commanding a $10,000 premium at $64,990 plus on-roads. While the base Elroq comes with keyless entry and start, a big 13-inch infotainment system with wireless Apple CarPlay and Android Auto, and heated front seats in addition to a full suite of active safety systems; to get premium features like Matrix LED headlights, a head-up display and powered front seats you need to get the 130 Edition. All of the latter set of features are standard in the physically larger Volkswagen ID.4 Pro, which rides on the same platform and is priced from $59,990 before on-road costs. The BYD Sealion 7 also lines up favourably against the Skoda with the same starting price and more equipment, though it's slower from 0-100km/h and offers less range. It's unclear at this stage whether Skoda will offer the Elroq 85 Select with an optional package to bring some of the above features or a premium sound system to the base grade. To see how the Skoda Elroq lines up against the competition, check out our comparison tool It's very 'Baby Enyaq' with a different colour scheme, and I say that having driven to this event in an Enyaq Sportline. The general architecture is all the same, with plenty of padded and stitched soft-touch surfaces lining the dashboard, centre console and doors, and even the displays are the same as the Elroq's larger sibling. You'll notice a different colour scheme in this high-spec prototype as well as the 'SKODA' script on the steering wheel. The former is Elroq specific and is known as the 'Lodge' interior globally – it should form the basis of the 130 Edition. Tellurium Grey leatherette with orange top-stitching is quite eye-catching and unique, even with an increasing amount of Chinese brands toying with different colourways. Further, Skoda is touting the eco-friendliness of an increased amount of interior materials, with the 'TechnoFil' fabric upholstery made from 75 per cent recycled 'Econyl' fibres, created from nylon waste like fishing nests, fabric scraps and carpets destined for landfill. Bolstering the orange stitch accents are orange seatbelts. This distinctive colour scheme may not be to all tastes, but the general fitout of the cabin is quite nice as in the larger Enyaq, and the upmarket presentation lends to an air of quality and plushness to the cabin. Ahead of the driver is a 5.0-inch Digital Cockpit like other MEB-based vehicles from Skoda, Volkswagen and Cupra. It's a clean, if basic driver display that shows speed, trip computer and driver assistance widgets. Skoda has a nice mix of physical and touch-capacitive switchgear throughout the cabin, including hard shortcut buttons below the central touchscreen for drive modes, assistance features, demister and automated Park Assist. Storage is good too, with the same mix of cupholders, cubbies and storage shelves for your odds and ends as the Enyaq. The stubby shift-by-wire selector also carries over, as does the 13-inch central touchscreen. Given we spent such a short time in the Elroq, as well as its strong resemblance inside to the Enyaq, didn't spend much time doing proper cabin tear downs, so full impressions will need to wait. Despite being about 170mm shorter in length than an Enyaq, the Elroq offers plenty of space in the rear for even adults thanks to its 2765mm wheelbase, which is identical to that of its larger sibling. I am 6'1″ and I had plenty of head, leg and knee room behind my own preferred driving position, and Skoda's 'Simply Clever' touches like the rear storage console, multi-pocket seatbacks and large door bins bolster the family-friendly credentials. That rear console is removable, and there's rear air vents as well as rear USB-C charge ports. The prototype was fitted with heated outboard rear seats and a third zone of climate control, though only dual-zone has been confirmed for our market. One feature that is definitely coming to Australia is a manual sunshade in both rear doors, allowing you to block out the sun – or haters – if you have little ones wanting shade during a snooze or added privacy. Behind the rear seats, Skoda quotes 470 litres of boot capacity which expands to 1580 litres with the second row folded. As is the Czech way, there are more 'Simply Clever' features to keep your cargo area organised. There's various netting and velcro dividers to keep things from moving around, an adjustable parcel shelf that can also be used as a divider, and the adjustable boot floor can hide cables away in the trays below. Note there's no spare wheel. To see how the Skoda Elroq lines up against the competition, check out our comparison tool No 'frunk', nor is there an electric motor under here. Like the larger Enyaq, the Elroq will launch as a RWD-only model. The '85' designation comes from the Elroq's gross battery capacity (85kWh), which is the larger of three battery packs available globally in the non-RS versions. Skoda Australia says it's looking into the potential for one of the smaller battery packs to come to Australia, likely the '60' with its 59kWh (net) battery and lower output 150kW rear electric motor. Global specs for the Elroq 60 indicate a driving range of around 430km on the WLTP cycle, with a slower 0-100km/h claim of 8.0 seconds. The faster Elroq RS, which is also under consideration for Australia, gets a 250kW dual-motor electric drive system and a larger 84kWh battery – 0-100km/h in the performance flagship takes just 5.4 seconds. To see how the Skoda Elroq lines up against the competition, check out our comparison tool I'll preface this section again with the fact I only drove the Elroq for a handful of laps around Luddenham Raceway, and not on public roads. This short, relatively tight circuit allowed us to test the Elroq's performance and handling characteristics but not a whole lot else. For full impressions, we'll need to wait for the production vehicle to launch in a few months. Still, Skoda loaned me an Enyaq RS to drive from Sydney Airport to the event, so I was pretty in tune with the larger car's characteristics before jumping into the Elroq. From the get-go, the Elroq doesn't feel like it's that much smaller of a car than the Enyaq – its 1884mm width, for example, is actually 5mm wider than its larger sibling. Global specifications indicate the Elroq is around 50kg lighter than the Enyaq in equivalent '85' spec, which isn't all that much in the scheme of things. Most noticeable are the shorter front and rear overhangs, which make each end of the Elroq closer to you. It almost positions the wheels at each corner of the vehicle, giving this quite a wide and planted stance. There's solid shove from the single electric motor at the rear, and it offers similar characteristics to the Enyaq Sportline as well as the VW ID.4 Pro, both of which share this motor and the MEB platform. Immediate torque response and a strong mid-range make this feel quicker than its 6.6-second 0-100km/h time might suggest up until the 80km/h mark, and then acceleration tapers off a little as you exceed triple figures. It's plenty quick for an SUV of this size, and there's an even faster RS version on the horizon – complete with a 250kW dual-motor electric drive system which cuts 1.2s off the 0-100 time. The pre-production test vehicle was fitted with massive 21-inch wheels, which were shod in 255/40 Hankook tyres that offered plenty of grip on the smooth Luddenham track. The smooth surface didn't give much of an idea of how the Elroq rides on public roads though, and it's unclear whether adaptive damping will be available in Australia like it is in other models. Steering feel and roadholding was pretty good though, after some pointers from the supervising professional driver, I tackled Luddenham's curves and hairpins with a bit more heat, and was impressed with the Elroq's cornering abilities. The big, low-set battery pack no doubt helps to give the Elroq a low centre of gravity, while the rear drive motor and large footprint give it a more athletic feel from behind the wheel. General feel and weighting of the steering rack was also pretty good, and while you'd never actually drive an Elroq on track the setting gave us the opportunity to push it closer to its limits. It corners pretty flat for what is described as an 'SUV' and offers a lot of grip. The cabin was generally pretty quiet on the smooth racetrack surface, but a better idea of sound insulation will come when we can take the Elroq on a proper mix of public roads. Same goes for the suite of assistance systems. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Two grades of Elroq will be offered from launch in Australia. The pre-production vehicle used on test was largely indicative of the high-spec 130 Edition. 2025 Skoda Elroq 85 Select equipment highlights: Elroq 130 Edition adds: To see how the Skoda Elroq lines up against the competition, check out our comparison tool Up to five exterior paint colours will be offered depending on variant. Elroq 85 Select: Elroq 130 Edition: Skoda Australia hasn't detailed which colours will be standard or be offered at a premium, nor what kind of charge premium paint would incur. To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq is yet to receive an ANCAP or Euro NCAP safety rating, though the vehicle only commenced production in January and just started hitting European roads. Standard safety features include: To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq will be covered by a seven-year, unlimited-kilometre new vehicle warranty in Australia. Skoda Australia has also promised "affordable servicing" to go with its Skoda Choice guaranteed future value and finance program, though the finer details of the ownership program are still to be confirmed. For reference, the larger Enyaq has 24 month/30,000km service intervals, and a pre-paid service plan that offers up to 10 years of coverage for $1950. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Our brief stint behind the wheel of the Elroq shows it feels a lot like a baby Enyaq. We need to drive it properly on real Australian roads to be sure, but if its larger sibling is anything to go by – and it basically shares all of its running gear with the Enyaq – it should be an equally good thing but in a more city-friendly package. The sharp base pricing could put Skoda on more consideration lists too, given it will be positioned in the thick of the EV market – though an allocation of around 350 units for this year means supply will be limited for now. Like the Karoq, it offers segment-busting interior packaging, mature driving manners and plenty of tech – even if local vehicles will miss out on connected technologies and navigation as we've seen in other MEB products in Australia. It's early days, but the signs are positive – Czech in again with us in Everything Skoda Elroq Content originally sourced from: Skoda Australia is releasing its second battery-electric vehicle in Australia, and it's landing in the thick of the market. The 2025 Skoda Elroq will land in September, having previously been earmarked for a July introduction. It's a small-to-medium size electric SUV based on the same MEB architecture as the larger Enyaq – though it's 170mm shorter in length. Much like the Karoq is to the Kodiaq, the Elroq offers segment-busting space in a city-friendly package, with over 500km of WLTP driving range as standard for similar money to some key Chinese-made competition. A pair of variants will be offered at launch, an entry-level Select and a high-grade 130 Edition to commemorate 130 years of the Czech brand. Sportline and RS variants exist overseas, and are on the radar for an Australian introduction at a later date. Pricing starts at a relatively sharp $54,990 plus on-road costs, pitting the Skoda EV against key electric SUVs like the BYD Sealion 7 and Tesla Model Y – while both are physically larger vehicles, the Elroq claims to have interior space in the rear that is competitive with larger vehicles in this space. Ahead of its September on-sale date, we got a very quick stint behind the wheel of a pre-production prototype at Luddenham Raceway in New South Wales. While this isn't indicative of how it'll drive on public roads, we got some early insight into the Skoda Elroq's performance, handling, and interior packaging. First impressions can be tough – so has Skoda's new EV crossover Czech-ed all the boxes? The local range will start from $54,990 before on-road costs, with the 130 Edition commanding a $10,000 premium at $64,990 plus on-roads. While the base Elroq comes with keyless entry and start, a big 13-inch infotainment system with wireless Apple CarPlay and Android Auto, and heated front seats in addition to a full suite of active safety systems; to get premium features like Matrix LED headlights, a head-up display and powered front seats you need to get the 130 Edition. All of the latter set of features are standard in the physically larger Volkswagen ID.4 Pro, which rides on the same platform and is priced from $59,990 before on-road costs. The BYD Sealion 7 also lines up favourably against the Skoda with the same starting price and more equipment, though it's slower from 0-100km/h and offers less range. It's unclear at this stage whether Skoda will offer the Elroq 85 Select with an optional package to bring some of the above features or a premium sound system to the base grade. To see how the Skoda Elroq lines up against the competition, check out our comparison tool It's very 'Baby Enyaq' with a different colour scheme, and I say that having driven to this event in an Enyaq Sportline. The general architecture is all the same, with plenty of padded and stitched soft-touch surfaces lining the dashboard, centre console and doors, and even the displays are the same as the Elroq's larger sibling. You'll notice a different colour scheme in this high-spec prototype as well as the 'SKODA' script on the steering wheel. The former is Elroq specific and is known as the 'Lodge' interior globally – it should form the basis of the 130 Edition. Tellurium Grey leatherette with orange top-stitching is quite eye-catching and unique, even with an increasing amount of Chinese brands toying with different colourways. Further, Skoda is touting the eco-friendliness of an increased amount of interior materials, with the 'TechnoFil' fabric upholstery made from 75 per cent recycled 'Econyl' fibres, created from nylon waste like fishing nests, fabric scraps and carpets destined for landfill. Bolstering the orange stitch accents are orange seatbelts. This distinctive colour scheme may not be to all tastes, but the general fitout of the cabin is quite nice as in the larger Enyaq, and the upmarket presentation lends to an air of quality and plushness to the cabin. Ahead of the driver is a 5.0-inch Digital Cockpit like other MEB-based vehicles from Skoda, Volkswagen and Cupra. It's a clean, if basic driver display that shows speed, trip computer and driver assistance widgets. Skoda has a nice mix of physical and touch-capacitive switchgear throughout the cabin, including hard shortcut buttons below the central touchscreen for drive modes, assistance features, demister and automated Park Assist. Storage is good too, with the same mix of cupholders, cubbies and storage shelves for your odds and ends as the Enyaq. The stubby shift-by-wire selector also carries over, as does the 13-inch central touchscreen. Given we spent such a short time in the Elroq, as well as its strong resemblance inside to the Enyaq, didn't spend much time doing proper cabin tear downs, so full impressions will need to wait. Despite being about 170mm shorter in length than an Enyaq, the Elroq offers plenty of space in the rear for even adults thanks to its 2765mm wheelbase, which is identical to that of its larger sibling. I am 6'1″ and I had plenty of head, leg and knee room behind my own preferred driving position, and Skoda's 'Simply Clever' touches like the rear storage console, multi-pocket seatbacks and large door bins bolster the family-friendly credentials. That rear console is removable, and there's rear air vents as well as rear USB-C charge ports. The prototype was fitted with heated outboard rear seats and a third zone of climate control, though only dual-zone has been confirmed for our market. One feature that is definitely coming to Australia is a manual sunshade in both rear doors, allowing you to block out the sun – or haters – if you have little ones wanting shade during a snooze or added privacy. Behind the rear seats, Skoda quotes 470 litres of boot capacity which expands to 1580 litres with the second row folded. As is the Czech way, there are more 'Simply Clever' features to keep your cargo area organised. There's various netting and velcro dividers to keep things from moving around, an adjustable parcel shelf that can also be used as a divider, and the adjustable boot floor can hide cables away in the trays below. Note there's no spare wheel. To see how the Skoda Elroq lines up against the competition, check out our comparison tool No 'frunk', nor is there an electric motor under here. Like the larger Enyaq, the Elroq will launch as a RWD-only model. The '85' designation comes from the Elroq's gross battery capacity (85kWh), which is the larger of three battery packs available globally in the non-RS versions. Skoda Australia says it's looking into the potential for one of the smaller battery packs to come to Australia, likely the '60' with its 59kWh (net) battery and lower output 150kW rear electric motor. Global specs for the Elroq 60 indicate a driving range of around 430km on the WLTP cycle, with a slower 0-100km/h claim of 8.0 seconds. The faster Elroq RS, which is also under consideration for Australia, gets a 250kW dual-motor electric drive system and a larger 84kWh battery – 0-100km/h in the performance flagship takes just 5.4 seconds. To see how the Skoda Elroq lines up against the competition, check out our comparison tool I'll preface this section again with the fact I only drove the Elroq for a handful of laps around Luddenham Raceway, and not on public roads. This short, relatively tight circuit allowed us to test the Elroq's performance and handling characteristics but not a whole lot else. For full impressions, we'll need to wait for the production vehicle to launch in a few months. Still, Skoda loaned me an Enyaq RS to drive from Sydney Airport to the event, so I was pretty in tune with the larger car's characteristics before jumping into the Elroq. From the get-go, the Elroq doesn't feel like it's that much smaller of a car than the Enyaq – its 1884mm width, for example, is actually 5mm wider than its larger sibling. Global specifications indicate the Elroq is around 50kg lighter than the Enyaq in equivalent '85' spec, which isn't all that much in the scheme of things. Most noticeable are the shorter front and rear overhangs, which make each end of the Elroq closer to you. It almost positions the wheels at each corner of the vehicle, giving this quite a wide and planted stance. There's solid shove from the single electric motor at the rear, and it offers similar characteristics to the Enyaq Sportline as well as the VW ID.4 Pro, both of which share this motor and the MEB platform. Immediate torque response and a strong mid-range make this feel quicker than its 6.6-second 0-100km/h time might suggest up until the 80km/h mark, and then acceleration tapers off a little as you exceed triple figures. It's plenty quick for an SUV of this size, and there's an even faster RS version on the horizon – complete with a 250kW dual-motor electric drive system which cuts 1.2s off the 0-100 time. The pre-production test vehicle was fitted with massive 21-inch wheels, which were shod in 255/40 Hankook tyres that offered plenty of grip on the smooth Luddenham track. The smooth surface didn't give much of an idea of how the Elroq rides on public roads though, and it's unclear whether adaptive damping will be available in Australia like it is in other models. Steering feel and roadholding was pretty good though, after some pointers from the supervising professional driver, I tackled Luddenham's curves and hairpins with a bit more heat, and was impressed with the Elroq's cornering abilities. The big, low-set battery pack no doubt helps to give the Elroq a low centre of gravity, while the rear drive motor and large footprint give it a more athletic feel from behind the wheel. General feel and weighting of the steering rack was also pretty good, and while you'd never actually drive an Elroq on track the setting gave us the opportunity to push it closer to its limits. It corners pretty flat for what is described as an 'SUV' and offers a lot of grip. The cabin was generally pretty quiet on the smooth racetrack surface, but a better idea of sound insulation will come when we can take the Elroq on a proper mix of public roads. Same goes for the suite of assistance systems. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Two grades of Elroq will be offered from launch in Australia. The pre-production vehicle used on test was largely indicative of the high-spec 130 Edition. 2025 Skoda Elroq 85 Select equipment highlights: Elroq 130 Edition adds: To see how the Skoda Elroq lines up against the competition, check out our comparison tool Up to five exterior paint colours will be offered depending on variant. Elroq 85 Select: Elroq 130 Edition: Skoda Australia hasn't detailed which colours will be standard or be offered at a premium, nor what kind of charge premium paint would incur. To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq is yet to receive an ANCAP or Euro NCAP safety rating, though the vehicle only commenced production in January and just started hitting European roads. Standard safety features include: To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq will be covered by a seven-year, unlimited-kilometre new vehicle warranty in Australia. Skoda Australia has also promised "affordable servicing" to go with its Skoda Choice guaranteed future value and finance program, though the finer details of the ownership program are still to be confirmed. For reference, the larger Enyaq has 24 month/30,000km service intervals, and a pre-paid service plan that offers up to 10 years of coverage for $1950. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Our brief stint behind the wheel of the Elroq shows it feels a lot like a baby Enyaq. We need to drive it properly on real Australian roads to be sure, but if its larger sibling is anything to go by – and it basically shares all of its running gear with the Enyaq – it should be an equally good thing but in a more city-friendly package. The sharp base pricing could put Skoda on more consideration lists too, given it will be positioned in the thick of the EV market – though an allocation of around 350 units for this year means supply will be limited for now. Like the Karoq, it offers segment-busting interior packaging, mature driving manners and plenty of tech – even if local vehicles will miss out on connected technologies and navigation as we've seen in other MEB products in Australia. It's early days, but the signs are positive – Czech in again with us in Everything Skoda Elroq Content originally sourced from: Skoda Australia is releasing its second battery-electric vehicle in Australia, and it's landing in the thick of the market. The 2025 Skoda Elroq will land in September, having previously been earmarked for a July introduction. It's a small-to-medium size electric SUV based on the same MEB architecture as the larger Enyaq – though it's 170mm shorter in length. Much like the Karoq is to the Kodiaq, the Elroq offers segment-busting space in a city-friendly package, with over 500km of WLTP driving range as standard for similar money to some key Chinese-made competition. A pair of variants will be offered at launch, an entry-level Select and a high-grade 130 Edition to commemorate 130 years of the Czech brand. Sportline and RS variants exist overseas, and are on the radar for an Australian introduction at a later date. Pricing starts at a relatively sharp $54,990 plus on-road costs, pitting the Skoda EV against key electric SUVs like the BYD Sealion 7 and Tesla Model Y – while both are physically larger vehicles, the Elroq claims to have interior space in the rear that is competitive with larger vehicles in this space. Ahead of its September on-sale date, we got a very quick stint behind the wheel of a pre-production prototype at Luddenham Raceway in New South Wales. While this isn't indicative of how it'll drive on public roads, we got some early insight into the Skoda Elroq's performance, handling, and interior packaging. First impressions can be tough – so has Skoda's new EV crossover Czech-ed all the boxes? The local range will start from $54,990 before on-road costs, with the 130 Edition commanding a $10,000 premium at $64,990 plus on-roads. While the base Elroq comes with keyless entry and start, a big 13-inch infotainment system with wireless Apple CarPlay and Android Auto, and heated front seats in addition to a full suite of active safety systems; to get premium features like Matrix LED headlights, a head-up display and powered front seats you need to get the 130 Edition. All of the latter set of features are standard in the physically larger Volkswagen ID.4 Pro, which rides on the same platform and is priced from $59,990 before on-road costs. The BYD Sealion 7 also lines up favourably against the Skoda with the same starting price and more equipment, though it's slower from 0-100km/h and offers less range. It's unclear at this stage whether Skoda will offer the Elroq 85 Select with an optional package to bring some of the above features or a premium sound system to the base grade. To see how the Skoda Elroq lines up against the competition, check out our comparison tool It's very 'Baby Enyaq' with a different colour scheme, and I say that having driven to this event in an Enyaq Sportline. The general architecture is all the same, with plenty of padded and stitched soft-touch surfaces lining the dashboard, centre console and doors, and even the displays are the same as the Elroq's larger sibling. You'll notice a different colour scheme in this high-spec prototype as well as the 'SKODA' script on the steering wheel. The former is Elroq specific and is known as the 'Lodge' interior globally – it should form the basis of the 130 Edition. Tellurium Grey leatherette with orange top-stitching is quite eye-catching and unique, even with an increasing amount of Chinese brands toying with different colourways. Further, Skoda is touting the eco-friendliness of an increased amount of interior materials, with the 'TechnoFil' fabric upholstery made from 75 per cent recycled 'Econyl' fibres, created from nylon waste like fishing nests, fabric scraps and carpets destined for landfill. Bolstering the orange stitch accents are orange seatbelts. This distinctive colour scheme may not be to all tastes, but the general fitout of the cabin is quite nice as in the larger Enyaq, and the upmarket presentation lends to an air of quality and plushness to the cabin. Ahead of the driver is a 5.0-inch Digital Cockpit like other MEB-based vehicles from Skoda, Volkswagen and Cupra. It's a clean, if basic driver display that shows speed, trip computer and driver assistance widgets. Skoda has a nice mix of physical and touch-capacitive switchgear throughout the cabin, including hard shortcut buttons below the central touchscreen for drive modes, assistance features, demister and automated Park Assist. Storage is good too, with the same mix of cupholders, cubbies and storage shelves for your odds and ends as the Enyaq. The stubby shift-by-wire selector also carries over, as does the 13-inch central touchscreen. Given we spent such a short time in the Elroq, as well as its strong resemblance inside to the Enyaq, didn't spend much time doing proper cabin tear downs, so full impressions will need to wait. Despite being about 170mm shorter in length than an Enyaq, the Elroq offers plenty of space in the rear for even adults thanks to its 2765mm wheelbase, which is identical to that of its larger sibling. I am 6'1″ and I had plenty of head, leg and knee room behind my own preferred driving position, and Skoda's 'Simply Clever' touches like the rear storage console, multi-pocket seatbacks and large door bins bolster the family-friendly credentials. That rear console is removable, and there's rear air vents as well as rear USB-C charge ports. The prototype was fitted with heated outboard rear seats and a third zone of climate control, though only dual-zone has been confirmed for our market. One feature that is definitely coming to Australia is a manual sunshade in both rear doors, allowing you to block out the sun – or haters – if you have little ones wanting shade during a snooze or added privacy. Behind the rear seats, Skoda quotes 470 litres of boot capacity which expands to 1580 litres with the second row folded. As is the Czech way, there are more 'Simply Clever' features to keep your cargo area organised. There's various netting and velcro dividers to keep things from moving around, an adjustable parcel shelf that can also be used as a divider, and the adjustable boot floor can hide cables away in the trays below. Note there's no spare wheel. To see how the Skoda Elroq lines up against the competition, check out our comparison tool No 'frunk', nor is there an electric motor under here. Like the larger Enyaq, the Elroq will launch as a RWD-only model. The '85' designation comes from the Elroq's gross battery capacity (85kWh), which is the larger of three battery packs available globally in the non-RS versions. Skoda Australia says it's looking into the potential for one of the smaller battery packs to come to Australia, likely the '60' with its 59kWh (net) battery and lower output 150kW rear electric motor. Global specs for the Elroq 60 indicate a driving range of around 430km on the WLTP cycle, with a slower 0-100km/h claim of 8.0 seconds. The faster Elroq RS, which is also under consideration for Australia, gets a 250kW dual-motor electric drive system and a larger 84kWh battery – 0-100km/h in the performance flagship takes just 5.4 seconds. To see how the Skoda Elroq lines up against the competition, check out our comparison tool I'll preface this section again with the fact I only drove the Elroq for a handful of laps around Luddenham Raceway, and not on public roads. This short, relatively tight circuit allowed us to test the Elroq's performance and handling characteristics but not a whole lot else. For full impressions, we'll need to wait for the production vehicle to launch in a few months. Still, Skoda loaned me an Enyaq RS to drive from Sydney Airport to the event, so I was pretty in tune with the larger car's characteristics before jumping into the Elroq. From the get-go, the Elroq doesn't feel like it's that much smaller of a car than the Enyaq – its 1884mm width, for example, is actually 5mm wider than its larger sibling. Global specifications indicate the Elroq is around 50kg lighter than the Enyaq in equivalent '85' spec, which isn't all that much in the scheme of things. Most noticeable are the shorter front and rear overhangs, which make each end of the Elroq closer to you. It almost positions the wheels at each corner of the vehicle, giving this quite a wide and planted stance. There's solid shove from the single electric motor at the rear, and it offers similar characteristics to the Enyaq Sportline as well as the VW ID.4 Pro, both of which share this motor and the MEB platform. Immediate torque response and a strong mid-range make this feel quicker than its 6.6-second 0-100km/h time might suggest up until the 80km/h mark, and then acceleration tapers off a little as you exceed triple figures. It's plenty quick for an SUV of this size, and there's an even faster RS version on the horizon – complete with a 250kW dual-motor electric drive system which cuts 1.2s off the 0-100 time. The pre-production test vehicle was fitted with massive 21-inch wheels, which were shod in 255/40 Hankook tyres that offered plenty of grip on the smooth Luddenham track. The smooth surface didn't give much of an idea of how the Elroq rides on public roads though, and it's unclear whether adaptive damping will be available in Australia like it is in other models. Steering feel and roadholding was pretty good though, after some pointers from the supervising professional driver, I tackled Luddenham's curves and hairpins with a bit more heat, and was impressed with the Elroq's cornering abilities. The big, low-set battery pack no doubt helps to give the Elroq a low centre of gravity, while the rear drive motor and large footprint give it a more athletic feel from behind the wheel. General feel and weighting of the steering rack was also pretty good, and while you'd never actually drive an Elroq on track the setting gave us the opportunity to push it closer to its limits. It corners pretty flat for what is described as an 'SUV' and offers a lot of grip. The cabin was generally pretty quiet on the smooth racetrack surface, but a better idea of sound insulation will come when we can take the Elroq on a proper mix of public roads. Same goes for the suite of assistance systems. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Two grades of Elroq will be offered from launch in Australia. The pre-production vehicle used on test was largely indicative of the high-spec 130 Edition. 2025 Skoda Elroq 85 Select equipment highlights: Elroq 130 Edition adds: To see how the Skoda Elroq lines up against the competition, check out our comparison tool Up to five exterior paint colours will be offered depending on variant. Elroq 85 Select: Elroq 130 Edition: Skoda Australia hasn't detailed which colours will be standard or be offered at a premium, nor what kind of charge premium paint would incur. To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq is yet to receive an ANCAP or Euro NCAP safety rating, though the vehicle only commenced production in January and just started hitting European roads. Standard safety features include: To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq will be covered by a seven-year, unlimited-kilometre new vehicle warranty in Australia. Skoda Australia has also promised "affordable servicing" to go with its Skoda Choice guaranteed future value and finance program, though the finer details of the ownership program are still to be confirmed. For reference, the larger Enyaq has 24 month/30,000km service intervals, and a pre-paid service plan that offers up to 10 years of coverage for $1950. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Our brief stint behind the wheel of the Elroq shows it feels a lot like a baby Enyaq. We need to drive it properly on real Australian roads to be sure, but if its larger sibling is anything to go by – and it basically shares all of its running gear with the Enyaq – it should be an equally good thing but in a more city-friendly package. The sharp base pricing could put Skoda on more consideration lists too, given it will be positioned in the thick of the EV market – though an allocation of around 350 units for this year means supply will be limited for now. Like the Karoq, it offers segment-busting interior packaging, mature driving manners and plenty of tech – even if local vehicles will miss out on connected technologies and navigation as we've seen in other MEB products in Australia. It's early days, but the signs are positive – Czech in again with us in Everything Skoda Elroq Content originally sourced from: Skoda Australia is releasing its second battery-electric vehicle in Australia, and it's landing in the thick of the market. The 2025 Skoda Elroq will land in September, having previously been earmarked for a July introduction. It's a small-to-medium size electric SUV based on the same MEB architecture as the larger Enyaq – though it's 170mm shorter in length. Much like the Karoq is to the Kodiaq, the Elroq offers segment-busting space in a city-friendly package, with over 500km of WLTP driving range as standard for similar money to some key Chinese-made competition. A pair of variants will be offered at launch, an entry-level Select and a high-grade 130 Edition to commemorate 130 years of the Czech brand. Sportline and RS variants exist overseas, and are on the radar for an Australian introduction at a later date. Pricing starts at a relatively sharp $54,990 plus on-road costs, pitting the Skoda EV against key electric SUVs like the BYD Sealion 7 and Tesla Model Y – while both are physically larger vehicles, the Elroq claims to have interior space in the rear that is competitive with larger vehicles in this space. Ahead of its September on-sale date, we got a very quick stint behind the wheel of a pre-production prototype at Luddenham Raceway in New South Wales. While this isn't indicative of how it'll drive on public roads, we got some early insight into the Skoda Elroq's performance, handling, and interior packaging. First impressions can be tough – so has Skoda's new EV crossover Czech-ed all the boxes? The local range will start from $54,990 before on-road costs, with the 130 Edition commanding a $10,000 premium at $64,990 plus on-roads. While the base Elroq comes with keyless entry and start, a big 13-inch infotainment system with wireless Apple CarPlay and Android Auto, and heated front seats in addition to a full suite of active safety systems; to get premium features like Matrix LED headlights, a head-up display and powered front seats you need to get the 130 Edition. All of the latter set of features are standard in the physically larger Volkswagen ID.4 Pro, which rides on the same platform and is priced from $59,990 before on-road costs. The BYD Sealion 7 also lines up favourably against the Skoda with the same starting price and more equipment, though it's slower from 0-100km/h and offers less range. It's unclear at this stage whether Skoda will offer the Elroq 85 Select with an optional package to bring some of the above features or a premium sound system to the base grade. To see how the Skoda Elroq lines up against the competition, check out our comparison tool It's very 'Baby Enyaq' with a different colour scheme, and I say that having driven to this event in an Enyaq Sportline. The general architecture is all the same, with plenty of padded and stitched soft-touch surfaces lining the dashboard, centre console and doors, and even the displays are the same as the Elroq's larger sibling. You'll notice a different colour scheme in this high-spec prototype as well as the 'SKODA' script on the steering wheel. The former is Elroq specific and is known as the 'Lodge' interior globally – it should form the basis of the 130 Edition. Tellurium Grey leatherette with orange top-stitching is quite eye-catching and unique, even with an increasing amount of Chinese brands toying with different colourways. Further, Skoda is touting the eco-friendliness of an increased amount of interior materials, with the 'TechnoFil' fabric upholstery made from 75 per cent recycled 'Econyl' fibres, created from nylon waste like fishing nests, fabric scraps and carpets destined for landfill. Bolstering the orange stitch accents are orange seatbelts. This distinctive colour scheme may not be to all tastes, but the general fitout of the cabin is quite nice as in the larger Enyaq, and the upmarket presentation lends to an air of quality and plushness to the cabin. Ahead of the driver is a 5.0-inch Digital Cockpit like other MEB-based vehicles from Skoda, Volkswagen and Cupra. It's a clean, if basic driver display that shows speed, trip computer and driver assistance widgets. Skoda has a nice mix of physical and touch-capacitive switchgear throughout the cabin, including hard shortcut buttons below the central touchscreen for drive modes, assistance features, demister and automated Park Assist. Storage is good too, with the same mix of cupholders, cubbies and storage shelves for your odds and ends as the Enyaq. The stubby shift-by-wire selector also carries over, as does the 13-inch central touchscreen. Given we spent such a short time in the Elroq, as well as its strong resemblance inside to the Enyaq, didn't spend much time doing proper cabin tear downs, so full impressions will need to wait. Despite being about 170mm shorter in length than an Enyaq, the Elroq offers plenty of space in the rear for even adults thanks to its 2765mm wheelbase, which is identical to that of its larger sibling. I am 6'1″ and I had plenty of head, leg and knee room behind my own preferred driving position, and Skoda's 'Simply Clever' touches like the rear storage console, multi-pocket seatbacks and large door bins bolster the family-friendly credentials. That rear console is removable, and there's rear air vents as well as rear USB-C charge ports. The prototype was fitted with heated outboard rear seats and a third zone of climate control, though only dual-zone has been confirmed for our market. One feature that is definitely coming to Australia is a manual sunshade in both rear doors, allowing you to block out the sun – or haters – if you have little ones wanting shade during a snooze or added privacy. Behind the rear seats, Skoda quotes 470 litres of boot capacity which expands to 1580 litres with the second row folded. As is the Czech way, there are more 'Simply Clever' features to keep your cargo area organised. There's various netting and velcro dividers to keep things from moving around, an adjustable parcel shelf that can also be used as a divider, and the adjustable boot floor can hide cables away in the trays below. Note there's no spare wheel. To see how the Skoda Elroq lines up against the competition, check out our comparison tool No 'frunk', nor is there an electric motor under here. Like the larger Enyaq, the Elroq will launch as a RWD-only model. The '85' designation comes from the Elroq's gross battery capacity (85kWh), which is the larger of three battery packs available globally in the non-RS versions. Skoda Australia says it's looking into the potential for one of the smaller battery packs to come to Australia, likely the '60' with its 59kWh (net) battery and lower output 150kW rear electric motor. Global specs for the Elroq 60 indicate a driving range of around 430km on the WLTP cycle, with a slower 0-100km/h claim of 8.0 seconds. The faster Elroq RS, which is also under consideration for Australia, gets a 250kW dual-motor electric drive system and a larger 84kWh battery – 0-100km/h in the performance flagship takes just 5.4 seconds. To see how the Skoda Elroq lines up against the competition, check out our comparison tool I'll preface this section again with the fact I only drove the Elroq for a handful of laps around Luddenham Raceway, and not on public roads. This short, relatively tight circuit allowed us to test the Elroq's performance and handling characteristics but not a whole lot else. For full impressions, we'll need to wait for the production vehicle to launch in a few months. Still, Skoda loaned me an Enyaq RS to drive from Sydney Airport to the event, so I was pretty in tune with the larger car's characteristics before jumping into the Elroq. From the get-go, the Elroq doesn't feel like it's that much smaller of a car than the Enyaq – its 1884mm width, for example, is actually 5mm wider than its larger sibling. Global specifications indicate the Elroq is around 50kg lighter than the Enyaq in equivalent '85' spec, which isn't all that much in the scheme of things. Most noticeable are the shorter front and rear overhangs, which make each end of the Elroq closer to you. It almost positions the wheels at each corner of the vehicle, giving this quite a wide and planted stance. There's solid shove from the single electric motor at the rear, and it offers similar characteristics to the Enyaq Sportline as well as the VW ID.4 Pro, both of which share this motor and the MEB platform. Immediate torque response and a strong mid-range make this feel quicker than its 6.6-second 0-100km/h time might suggest up until the 80km/h mark, and then acceleration tapers off a little as you exceed triple figures. It's plenty quick for an SUV of this size, and there's an even faster RS version on the horizon – complete with a 250kW dual-motor electric drive system which cuts 1.2s off the 0-100 time. The pre-production test vehicle was fitted with massive 21-inch wheels, which were shod in 255/40 Hankook tyres that offered plenty of grip on the smooth Luddenham track. The smooth surface didn't give much of an idea of how the Elroq rides on public roads though, and it's unclear whether adaptive damping will be available in Australia like it is in other models. Steering feel and roadholding was pretty good though, after some pointers from the supervising professional driver, I tackled Luddenham's curves and hairpins with a bit more heat, and was impressed with the Elroq's cornering abilities. The big, low-set battery pack no doubt helps to give the Elroq a low centre of gravity, while the rear drive motor and large footprint give it a more athletic feel from behind the wheel. General feel and weighting of the steering rack was also pretty good, and while you'd never actually drive an Elroq on track the setting gave us the opportunity to push it closer to its limits. It corners pretty flat for what is described as an 'SUV' and offers a lot of grip. The cabin was generally pretty quiet on the smooth racetrack surface, but a better idea of sound insulation will come when we can take the Elroq on a proper mix of public roads. Same goes for the suite of assistance systems. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Two grades of Elroq will be offered from launch in Australia. The pre-production vehicle used on test was largely indicative of the high-spec 130 Edition. 2025 Skoda Elroq 85 Select equipment highlights: Elroq 130 Edition adds: To see how the Skoda Elroq lines up against the competition, check out our comparison tool Up to five exterior paint colours will be offered depending on variant. Elroq 85 Select: Elroq 130 Edition: Skoda Australia hasn't detailed which colours will be standard or be offered at a premium, nor what kind of charge premium paint would incur. To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq is yet to receive an ANCAP or Euro NCAP safety rating, though the vehicle only commenced production in January and just started hitting European roads. Standard safety features include: To see how the Skoda Elroq lines up against the competition, check out our comparison tool The Skoda Elroq will be covered by a seven-year, unlimited-kilometre new vehicle warranty in Australia. Skoda Australia has also promised "affordable servicing" to go with its Skoda Choice guaranteed future value and finance program, though the finer details of the ownership program are still to be confirmed. For reference, the larger Enyaq has 24 month/30,000km service intervals, and a pre-paid service plan that offers up to 10 years of coverage for $1950. To see how the Skoda Elroq lines up against the competition, check out our comparison tool Our brief stint behind the wheel of the Elroq shows it feels a lot like a baby Enyaq. We need to drive it properly on real Australian roads to be sure, but if its larger sibling is anything to go by – and it basically shares all of its running gear with the Enyaq – it should be an equally good thing but in a more city-friendly package. The sharp base pricing could put Skoda on more consideration lists too, given it will be positioned in the thick of the EV market – though an allocation of around 350 units for this year means supply will be limited for now. Like the Karoq, it offers segment-busting interior packaging, mature driving manners and plenty of tech – even if local vehicles will miss out on connected technologies and navigation as we've seen in other MEB products in Australia. It's early days, but the signs are positive – Czech in again with us in Everything Skoda Elroq Content originally sourced from:
NDTV
13-05-2025
- Automotive
- NDTV
Skoda Enyaq RS, Enyaq Coupe RS Facelift Revealed Ahead Of Global Launch
Skoda Auto, the Czech auto major has now revealed the Enyaq RS Facelift and its coupe sibling- the Enyaq Coupe RS, just after two months of unveiling the Enyaq Facelift. The Enyaq RS is a sportier version of the Enyaq and the brand has taken off the wraps from the facelifted iterations with a bigger battery and increased power configurations. 2025 Skoda Enyaq RS, Enyaq Coupe RS- Powertrain The Skoda Enyaq RS Facelift has been updated with an 84 kWh battery pack, ditching the 63 kWh and the 82 kWh battery packs. The carmaker claims that the range for the facelifted version has now been boosted to deliver 562 km and 568 km for the Enyaq RS and the Enyaq Coupe RS, respectively. The power unit can be charged from null to full in just 8 hours via the 11 kW AC charger. Also, it can shoot from 10 percent to 80 percent in 26 minutes with a speed of up to 185 kW. 2025 Skoda Enyaq RS, Enyaq Coupe RS - Exterior The facelifted avatar of the Skoda Enyaq and the Enyaq coupe RS have received sleeker design elements as compared to the earlier version. It gets sleeker LED split headlamps and a sleeker enclosed grille on the front fascia. Also, the facelifted Enyaq RS and Coupe RS feature several blacked-out elements like- Skoda badges on the window, winglets, and mirrors. It also gets bigger 20-inch tyres and 21-inch tyres as options. Skoda has added a Mamba green color to the portfolio. 2025 Skoda Enyaq RS, Enyaq Coupe RS- Interior The 2025 Skoda Enyaq RS and the Enyaq Coupe RS get two styling themes for the customers- RS Lounge and RS Suite. The RS Lounge is designed to suit the sporty appeal of the car, while the RS Suit gives appeals a taste of minimalist design. The RS Lounge has suede microfiber upholstery, while the RS Suit has artificial leather functions and design have been retained from the facelifted Enyaq and Coupe models.
