2025 Skoda Elroq vRS | UK Review
The 340hp Elroq is the fastest accelerating vRS yet - is it also the best?
Slowly but surely, the cars underpinned by the VW MEB electric toolkit are coming good. Not before time, it might be said. But the days of dead screens, poor connectivity and sub-par quality do seem to be behind us, with a few gems gradually emerging. The Cupra Born VZ is decent, for example, as is the VW ID.7; something like the ID. Buzz GTX might have very niche appeal, though that shouldn’t detract from it being a solidly impressive car.
On the face of it, the Elroq vRS seems like it could be another. It packs the familiar twin-motor, 340hp setup seen in an assortment of GTXs, powered by a 79kWh (usable) battery, with a usefully compact footprint as well. While it hasn’t benefitted the kerbweight enormously (this is still more than two tonnes, somehow), that a car as accommodating and as spacious as the Elroq that can come in under 4.5m long and less than 1.9m wide feels significant. We’re becoming all too familiar with huge, hugely fast vehicles that are intended just to be normal family cars; this is a nice reminder of what’s actually required. And if that’s a slightly bigger boot than 470 litres, there’s always the Enyaq.
If Skoda’s new front-end look seems slightly generic - you really need the font to tell it apart from the rest - the vRS accents are at least successfully incorporated. The Hyper Green splashes on the optional 21-inch wheels, wing badges and a standard black pack mean it’s pretty easily (and smartly) distinguished from normal Elroqs. If indeed another small SUV has even shown up on your radar. But then, subtle sportiness was always the Skoda vRS way; where so many saw a humble Octavia estate, we saw a do-it-all fast car hero. It wouldn’t feel very Skoda for a vRS to be OTT.
The interior benefits from the latest screen and software upgrades on this platform, meaning super speedy phone pairing, a responsive display, plus the new physical buttons that make important adjustments a lot easier. With a great set of sports seats, funky contrast stitching, and a smorgasbord of stowage solutions, as a vRS cabin, the Elroq’s is pretty hard to fault. It’s just that bit nicer than usual, Alcantara dash covering and all, to feel worth paying extra for.
On the road, the initial impression of the vRS is of an entirely agreeable, easygoing EV. The ride is a long way from punishing, even on those giant cookie cutters; the steering is light, the refinement impressive and the vibe very mature. Very vRS, in short; while always likeable cars, they’ve never been true firebreathers, and so it could be argued that the Elroq’s affability fits into that brief nicely. But anyone expecting to be immediately bowled over by a vivid sensation of any kind won’t find it here.
It’d be a fun race between an Elroq like this and the old Superb 280 sleeper, because this thing really does pelt away from a standing start like it’s been catapulted; even with a bit of lock applied, there’s no drama, delay, or distraction as the numbers climb and climb. No doubt the 2.0-litre car would haul this back in soon enough, though it would probably take longer and further than expected.
The brake pedal of the Elroq vRS isn’t very nice, truth be told, too long and spongey to inspire much confidence. Little bother though, really, as there’s adjustable regen via the steering wheel paddles for the standard drive mode (nicely calibrated they are, too), plus the dedicated ‘B’ one-pedal mode. Once again, the Skoda feels sophisticated and cohesive in a way that earlier MEB models didn’t, where B could be a touch abrupt. When brake pedals are sorted, then we’ll really be cooking.
Once upon a time, there wasn’t adjustable regen on VW MEB cars, and now there is, hopefully in response to some feedback. So we’ll attempt a little bit more: while vRSs are meant to be the sensible and mildly sporty option, a little bit more fun wouldn’t go amiss. The Elroq vRS never really lifts its game from those reasonably positive first impressions. The DCC adaptive dampers are fine, if never truly confidence-inspiring once tested, as discussed the brakes aren’t brilliant if you want to go beyond one-pedal driving, and all that power can never really be felt to influence the car much.
The steering never really offers up any resistance to work against. Customers probably don’t want Ioniq 5 N-style sounds and fully variable torque distribution, though surely a couple of extracurricular modes wouldn’t go amiss; if Drift and Special Modes have made it to Golfs, they can make it here. Just something to make the most of the fundamental balance, lift the experience a bit from the regular car. And, we’ll keep beating this drum, much rather an annoying sound that can be turned off than nothing whatsoever.
As it is, the vRS is a fine little electric SUV, complete with admirable range, efficiency and charging speed, though it very much feels like a slightly speedier version of a standard car than a dedicated performance model. When an Enyaq exists higher up the range to cater for the truly family-focused, it’s a shame that the Elroq couldn’t have been just a touch friskier.
Put it this way: the Elroq and the Enyaq have the same power, same acceleration time, same dampers, same optional alloy wheel, and a similarly modest suspension drop… With the vRS EV SUV range being extended, it’s disappointing that there’s not more to separate them than a slightly different look and a bigger boot. Particularly for those of us who have to review them back to back.
Nevertheless, if we acknowledge what Skoda intends a vRS to be - something smart, competent and capable, and ultimately unconcerned about thrills - then the Elroq actually conforms to type quite nicely. In turn though, its maker must acknowledge quite how far it has journeyed from the bargain end of the market. It’s £46k, without a heat pump, the big wheels or any bum warming. So nudging £50,000 in a real-world spec. Even with a zero per cent finance offer running at the moment, more than £8,000 down still means monthlies not far from £500 a month. While the vRS is commendable in its own right, it seems too much to buy and not exciting enough right now to warrant over a lesser model.
SPECIFICATION | 2025 SKODA ELROQ VRS
Engine: Two permanent magnet synchronous motors, 79kWh (usable) battery
Transmission: Single-speed automatic, all-wheel drive
Power (hp): 340
Torque (lb ft): 402
0-62mph: 5.4secs
Top speed: 111mph
MPG: 339 miles WLTP range, 3.8 miles/kWh claimed, 185kW max charge
Weight: 2,154kg (DIN)
Price: from £46,560
It'd be interesting to see if there's enough additional performance over the 85 versions to justify the vRS badge though, but I guess the same was true with the Octavia Diesel vRS with only a small uplift over the boggo 2.0TDi variants and at least this isn't hampered by being powered by a Diesel! It feels like VW group are being a bit overly cautious on the power they're letting the twin motor versions of MEB have. 20 ish hp more than the single motor ID3 GTX / Born VZ seems quite a small uplift.
Only issue for me was the positioning of the front seats pad that seem to angle forward slightly. Unfortunately electric seats, which have an adjustment for this, are only on high spec model such as this one.
It's on my radar but let's not call it a VRS.
Plus the interest one could yield on that. Another >£1000
So more like £700 pcm
What a terrible financial proposition that is. Has all the charisma of a planning consultant.
What a terrible financial proposition that is. Has all the charisma of a planning consultant.
I can't think of a better alternative for less money, so I will likely buy it from the lease company/SS provider at the end of the term.
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