Freshly crowned Compact SUV of the Year and Best Electric Car of the Year by the French jury of the Auto and Motorcycle Media Association, the Skoda Elroq is now available in an RS version. This badge, which first appeared in 1974 on a rally car, the Skoda 180 RS, was then widely acclaimed by Octavia customers, before being rolled out last year on the brand's other electric SUV—the Enyaq—in a way that was certainly pleasing, but a little less convincing, it must be admitted. More compact, but also more powerful, can this second "electric RS" convince us of its sportiness? The answer in this detailed test.
A supercharged Elroq
Although the exterior dimensions do not change in favor of a special aero kit (4.49 x 1.88 x 1.65 m), on paper, there are very clear differences - and not only in price - between the Elroq Sportline 85, which was until now the spearhead of the range, and this new Elroq RS.
In addition to a second engine that makes it all-wheel drive and pushes its power to 340 horsepower and a slightly better battery (79 kWh net, compared to 77 kWh net), the Elroq RS also benefits from a fast charging capacity that increases to 185 kW (compared to 135 kW) and a front bumper specific to this sporty definition. At the rear, only an enlarged reflective area and a diffuser shared with the Sportline version subtly betray its rank, while the RS badge is only present on the front wings.
Its sports chassis (with controlled and lowered suspension with customizable calibration) and its color scheme - notably the flashy paint called Mamba Green - are also unique to it, as is its interior ambiance. The service therefore seems to justify the additional 4,500 euros requested for the RS version.
Skoda Elroq RS: the prices
Let's take a look at these prices. While you only have to pay 33,300 euros to get the entry-level Elroq, the RS version starts at 50,230 euros. Then come the numerous options and equipment (paint, 21” rims, heat pump - which costs 1100 euros -, tow bar, winter pack, Maxx pack (CANTON audio system, ergonomic seats, 360 camera, etc.) which can inflate the bill to a little over 6000 euros extra if you're feeling extravagant. In the end, your "full options" Elroq RS will cost you 56510 euros. It's expensive, but with equivalent equipment and all-wheel drive, a Tesla Model Y - admittedly a significantly larger one - will cost you around 59000 euros, as will a competing cousin from the Volkswagen group such as the ID. 4. The new Peugeot E-3008 in its 320 horsepower Dual Motor version (from 54000 euros) is also part of its competitive environment, even if it has a slightly smaller battery and a shorter range.
On board the Skoda Elroq RS
While the Elroq RS's sportiness is rather discreet on the outside, the atmosphere on board is more sporty: RS one-piece bucket seats, a dark ambiance and acid green stitching are on the menu. And these little touches of green have the good idea of making forget the dark side, precisely. It may not seem like much, but it changes everything. The heated three-spoke sports steering wheel (in leather) and the Suedia inserts also underline the RS lineage without being too flashy.
Unlike its VW cousins, the gear selector control is not located directly on the steering wheel, but on the central tunnel. The Elroq therefore features a set of traditional switches that do not disrupt normal driving habits and are therefore immediately easy to use. Likewise, the steering wheel controls are relatively intuitive and delightfully physical. Not only do you not inadvertently manipulate them by simply placing your hand on the steering wheel, but what could be more natural and ergonomic than turning a small dial with your thumb?
In terms of instrumentation, the Elroq is equipped with the small 5.5-inch screen specific to VW Group electric vehicles. While minimalist, it has the merit of being readable, clear, and offering several display configurations. It is supported by a large head-up display boosted with virtual reality to facilitate GPS guidance, in particular. Finally, in the center, the 13-inch touchscreen enjoys good fluidity and has physical reminders for certain controls just below. It’s a shame that among these there isn’t one to adjust the ventilation power.
Note, however, that the infotainment allows the customization of shortcuts that are placed at the top and bottom of the screen and that allow you to call up your favorite functions without having to navigate too much in the tree structure of applications and their menus.
A word also on the audio system The 12-speaker CANTON system, which was part of our test model (an option included in the €2,980 Maxx package), is generally good, without being exceptional in its genre. A fairly basic equalizer allows for slight customization, but the bass nevertheless tends to quickly take over as soon as you try to push it even a little.
In the rear, passengers benefit from a rather substantial knee room given the compact size of the vehicle. It must be said that while it is 17 centimeters shorter than its big brother, the Enyaq, its wheelbase is identical. These same passengers also have their own air conditioning zone, USB-C ports, heated seats, and a modular armrest. Enough to consider long stretches on the vacation highway without fear. Moreover, the trunk space deficit compared to the Enyaq remains very contained, since the Elroq certainly gives it 115 liters, but still allows 470 dm3 of volume to be loaded under the shelf. For a small family, this is more than enough. The said tablet also cleverly features a net for carrying the charging cable on its underside, which avoids having to empty your luggage to access the false bottom where it would otherwise have been stored naturally.
At the wheel: performance and driving sensations
On paper, the data is convincing. 0 to 100 km/h is achieved in 5.4 seconds and the WLTP range is announced at more than 550 km on the combined cycle.
In real use, the Elroq RS is comfortable, but the sensation of acceleration is attenuated by the (very) high weight (between 2195 and 2270 kg, or a hundred more than on the 2-wheel drive version) and a chassis that is ultimately more designed for comfort than pure sportiness. Although lowered by 10 to 15 mm, the controlled suspension is not excessively firmed up. And to further convince you that you are driving a grand tourer rather than a sports car, the maximum speed remains identical to that of the other most powerful models in the Elroq range, limited to 180 km/h.
On bends and on secondary roads, the agility is appreciable and the traction is reassuring. However, in more sporty driving, the Elroq reveals its limits: its weight restricts the precision and pure dynamics that we expect from an RS, and the ABS is easily called into action during hard braking.
The braking, moreover, remains fairly typical of vehicles on this electric platform, that is to say rather soft on the attack, where we would prefer a more biting pedal.
On the other hand, if we approach the Elroq RS as a kind of augmented Elroq, the car then becomes an excellent grand tourer, equipped with a comfortable reserve of power and four-wheel drive that will always prove useful in conditions of difficult grip. And you'll travel all the more peacefully there as the acoustic comfort is very good.
Consumption and charging, electric life in Elroq
Overall, the Elroq RS displays controlled consumption, rarely exceeding 20kWh/100km, even in sustained use - an honorable score for an SUV of this caliber, which obviously suffers from its significant mass. With 79kWh useful (2 kWh more than the Elroq Sportline 85 battery), it offers a real range of around 400km.
For recharging its batteries, the Elroq has an 11 kW AC charger as standard and accepts up to 185 kW on the DC terminals. This is the best value displayed on this 400-volt platform to date, but due to lack of time during our test, we were unfortunately unable to verify whether the promise of "10-80%" in 26 minutes was kept. And we will also have to ensure that, as the brand has discreetly done via an update on the Sportline version which went from 175 to 135 kW (without changing the charging time thanks to work on the charging curve), this 185 kW capacity is not ultimately reduced in the future. Also note that the Elroq has a battery preconditioning function that is triggered automatically when using the onboard navigation and route planner, or manually if you prefer to drive according to your own habits.
While driving, steering wheel paddles allow you to modulate the regeneration power according to three levels, plus a freewheel. The default regeneration level can also be configured via the infotainment system, depending on whether you prefer powerful engine braking or a more fluid, more like a combustion engine. It is also possible to opt for automatic regeneration level selection, which adapts to the topography and traffic conditions. In any case, the Elroq offers its driver a pleasant choice, rather than imposing a single mode that could frustrate him in certain situations.
Test report
Already well-born in its various "civilized" versions, the Elroq RS ultimately embodies more of an electric GT than a sharp sports car, unlike what an Octavia RS is compared to a more classic version.
Despite its lowered ride height, the controlled suspension delivers notable comfort, offering balanced settings between softness and support.
The habitability, however, does not betray the Skoda badge. It is generous in the front and rear seats, the trunk is spacious and many small tips and practical equipment are scattered throughout. The equipment, finally, is complete: dual-zone air conditioning, matrix headlights, electric tailgate, heated front seats with electrical adjustment and driver-side memory, ADAS Level 2... The Elroq RS is therefore rather born for those looking for dynamism in a versatile setting and will appeal to fans of fast driving without aiming for radicality. But if your priority is a pure, capricious and incisive sports car, the Elroq RS may not be the natural choice.
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