2025 Skoda Elroq 85 Review: The Enyaq for People Who Hate Parking

You can buy a Skoda Elroq 85 for 43,900 euros. That buys you a 77 kWh battery, a motor on the rear axle, and a badge that says you made a sensible financial decision. It effectively replaces the Karoq and sits below the Enyaq in the lineup, chopping about 17 centimeters off the length of its big brother. It competes directly with the Volvo EX30, the Renault Scenic E-Tech, and the BYD Atto 3. The Volvo starts at 44,990 euros for the Extended Range model. The Renault with the big battery will set you back 47,900 euros. The BYD, following a recent update and price hike, lands right around 44,900 euros. The Skoda undercuts them all while offering more interior space than the Volvo and better charging than the BYD.

The manufacturer claims this car will do 560 kilometers on a single charge according to the WLTP cycle. That figure assumes you are driving on a flat test track with the wind at your back and the climate control switched off. It is an optimistic number, as these ratings always are. If you stick to the city, you might get close to it. If you drive like a normal person, you won’t.

In the real world, you should expect something different. On the highway at 130 km/h, this car will likely cover about 380 to 400 kilometers before you need to find a plug. In mixed driving with city traffic and country roads, 450 kilometers is a safe bet. Winter will cut that down by another 20 percent. It is enough for most people, but do not plan your life around the brochure number.

The battery pack uses NMC (Nickel Manganese Cobalt) chemistry. This is the standard choice for long-range EVs today because it packs a lot of energy into a reasonable weight. The trade-off is that NMC cells generally degrade faster than LFP (Lithium Iron Phosphate) cells if you constantly charge them to 100 percent. Skoda recommends capping daily charging at 80 percent to preserve the pack’s life. You should listen to them. This chemistry also handles cold weather better than LFP, which is a significant factor if you live anywhere with a real winter.

Under the skin, the Elroq sits on the Volkswagen Group’s MEB platform. This is the same architecture found in the ID.3, ID.4, and Audi Q4 e-tron. It is a known quantity. The motor is a permanent magnet synchronous unit mounted on the rear axle, producing 210 kW (286 PS). This is the new AP550 motor, which is more efficient and powerful than the older units used in early MEB cars. The thermal management system includes a heat pump, which is often an expensive option on rivals but is crucial for efficiency. Skoda has kept the rear drum brakes. They claim this reduces rolling resistance and prevents rust since the rear brakes are rarely used in an EV. It looks cheap, but from an engineering standpoint, it makes sense.

The suspension setup consists of MacPherson struts at the front and a multi-link design at the rear. It is a traditional arrangement that works well. The ride is composed but firm. It handles bumps with a dull thud rather than a crash, keeping the cabin isolated from most road imperfections. It is not sporty. The steering is light and accurate but offers zero feedback. You point the car, and it goes there. That is all you need in a crossover of this size.

Inside, Skoda has followed the trend of burying everything in a screen. The 13-inch infotainment display dominates the dashboard. There is a row of physical buttons below the screen, but they are just shortcuts. If you want to change the fan speed or adjust the temperature, you have to tap the glass. This is a mistake. Taking your eyes off the road to find a climate slider is dangerous and annoying. The volume control is a touch slider that sits below the screen. It is not illuminated, so good luck finding it in the dark. The drive selector is a small nub on the center console, which clears up space but feels unsubstantial.

On the positive side, the interior space is excellent for a car of this footprint. The “Modern Solid” design language cleans up the exterior, removing the fake grille for a smoother face. The cargo area holds 470 liters, which beats the Volvo EX30 comfortably. The charging cable has its own dedicated storage net under the parcel shelf, so you don’t have to bury it under your luggage. That is the kind of practical thinking other manufacturers ignore. The build quality feels solid, though you will find hard plastics on the lower door panels.

Reliability is a mixed bag with the MEB platform. The mechanical components—the motor, suspension, and battery—are generally robust. The AP550 motor is newer, so long-term data is thin, but it simplifies the internal gearing compared to its predecessor. The main issues with this platform have historically been software-related. Screens freezing, infotainment glitches, and connection dropouts were common in earlier years. Skoda has updated the software to version 4.0, which fixes most of these gremlins, but the smartphone app remains slow and clunky. The rear drum brakes are maintenance-free, which is one less thing to worry about.

The Elroq is a safe, pragmatic choice. It doesn’t excite, but it works.