Skoda Elroq vRS Review 2025: Price, specs & boot space

If you're interested in the Enyaq anyway and were contemplating one of the higher-end models with the bigger battery and with a few options added, it might well do. The jump between the 85 SportLine and the vRS is a reasonable one, considering the extra equipment and performance you're getting in return. Unless you're regularly doing long trips, though, we reckon you're better off with one of the Elroq 60 models. 

Genuinely after an engaging electric performance car? You're better off looking elsewhere. Although it's not in the same class, the Abarth 600e is one of the few sub-£50k EVs we've driven that's truly fun to drive. 

There's only one version. All you need to decide is what individual options and/or option packs to add in the configurator. Despite the standard spec being very high, there are still a few boxes you might want to tick, including one for an energy-saving heat pump, which we'd definitely recommend getting. 

The most similar is the larger Enyaq vRS. It uses the same platform, battery and twin-motor setup as the Elroq vRS, and even completes the 0-62mph time in exactly the same time. That's because, despite the Enyaq being a bit longer, it's only 10kg heavier. 

Also very similar is the Ford Explorer, which, again, is on the same platform. The AWD Extended Range version uses the same battery and motor combination as the Elroq vRS, but it's a lot more expensive at £53,985. 

The MINI Countryman SE All4 offers a similar amount of space and performance for a little less, while the Volvo EX30 is available with a Dual Motor powertrain for a similar price to the vRS. It offers an astonishing 3.6-second 0-62mph time. Whether or not that's necessary in a car like the EX30 is debatable, though. 

The new microsuede trim further smartens up what's already a premium-feeling cabin. Much like the bigger Enyaq, the Elroq feels a cut above some other cars using the same platform, including the Volkswagen ID.4, which was always a bit disappointing in terms of material choice. Things feel higher quality here, and everything is put together brilliantly. The only question mark is how well that microsuede stuff will stand up to kids clawing at it with greasy hands.

The 13-inch infotainment system here is largely the same here as it is in any other Elroq. We've no issue with the unit itself, with crisp graphics, a logical menu system and a good level of responsiveness. 

What we're less keen on is having to use it for climate functions. The Kodiaq and Superb feature 'proper' physical knobs and buttons for this, but the Elroq isn't so lucky. For most functions, you'll need to open up a dedicated climate window on the screen, and while the temperature controls for the two front climate zones are displayed permanently along the bottom, they're not massive and thus a bit tricky to tap on the move. 

The navigation works well, if not quite well enough to stop many from ditching it for something like Google Maps and taking advantage of the standard-fit wireless Apple CarPlay and Android Auto connectivity. 

The 12-speaker Canton sound system, normally part of the £2,200 Advanced package on other Elroq models, is fitted here as standard. Canton might not be as recognisable a brand as something like Bose or Harman Kardon, but it's a great setup.

There are no practicality compromises in picking the vRS over any other Elroq. The cabin is just as spacious, and the boot space is no different at 470 litres. That figure seems a little disappointing when the Enyaq has 115 litres more despite being a mere 16cm longer, but it's competitive with the Elroq's rivals. 

The Ford Explorer is no different, which might have something to do with it sharing a platform with the Enyaq. An Kia EV3 is slightly behind, but it does get a 'frunk' luggage compartment under the bonnet. As does the Volvo EX30, and a good-sized one at 61 litres, but that doesn't make up for the disappointing 318 litres of space in the boot.

With the 60/40 split rear bench in the Elroq folded flat, there's a total of 1,580 litres of space available. There's also a neat luggage net under the parcel shelf which is intended for charging cables. 

Space inside the cabin is decent, with lots of room up front and good head and legroom in the back. There's a storage tray (with a wireless phone charging pad) tucked under the dashboard, and by the gear selector, there's a long, thin, but reasonably deep cubby. 

Between these two elements is a dual cupholder with an adjustable divider, so whether you like your hot drink tall or venti, a snug fit should be fine. 

The Elroq vRS is only available with the 82kWh battery shared with the '85' versions of the Elroq. This comes with a dual-motor powertrain, giving all-wheel drive. It's the only Elroq configured this way. 

Together, the motors develop 340PS and 545Nm of torque, making for 0-62mph in 5.4 seconds. That was enough to make the Elroq Skoda's fastest accelerating car ever, but it now has to share that honour with the updated Enyaq vRS, which had a tenth of a second knocked off its time thanks to software tweaks.

Surprised the 0-62mph time is the same on each? So were we, until we checked the weight figures and discovered that despite the reasonably significant size difference between the two cars, there's only 10kg in it according to the official figures.

In any case, the Elroq vRS does feel quick, providing enough thrust to pin you into the lovely sports seats for a good while, before things taper off a bit approaching the national speed limit. The throttle response is sharp in all modes. 

Compared to some electric performance cars, though, the Elroq's straight-line pace isn't anything too dramatic. Just look at the Twin Motor version of the Volvo EX30, which will hit 62mph from rest in 3.6 seconds. That's as fast as a BMW M5, for Pete's sake. 

Despite packing an extra motor and more power relative to the Elroq 85, the range only drops slightly from 360 miles to a still very impressive 339 miles. 

The 'real-world' range will be less than that, but we've experienced good efficiency from other Volkswagen Group EVs using the same technology recently, so you might be able to get reasonably close at warmer times of year and with a mix of urban and motorway driving. The one caveat is that deploying the full might of both of those motors is going to hamper your range more than putting your foot down in an Elroq 85 might do. 

To put that 339 miles in context, the closely related Ford Explorer AWD Long Range is, as you might expect, very similar, offering up to 329 miles. The Volvo EX30 Twin Motor trails the pair of them at 280 miles. 

EVs need to be especially well-sorted when it comes to wind and road noise, as there's no engine sound to help drown either of those out. The Elroq vRS delivers in this regard, despite having bigger wheels than a lot of other Elroq models. It really is very hushed in there, whether you're pootling along or at motorway cruising speeds.

The Elroq hadn't been tested by Euro NCAP at the time of writing, but all other MEB platform cars, including the very closely related Enyaq, have achieved the full five stars. We're expecting the same for the Elroq. 

It's well specified in terms of safety equipment, including lane assistance, blind spot detection, a forward collision warning with automatic braking that can pick up pedestrians and cyclists as well as other cars and a driver attention monitor.

In terms of passive safety, there are front, side and curtain airbags, and three Isofix mounting points – two on the rear bench and a further one for the front passenger seat.

Although the vRS and the Elroq range as a whole is quite young, it does use technology from the Volkswagen Group that's well proven at this stage, and a lot of the teething issues experienced by cars like the ID.3 should have been ironed out by now. 

We've heard of no serious issues with the closely related Enyaq, and Skoda owners must be happy about the reliability of their vehicles, with the brand as a whole placing fifth out of 33 manufacturers in the reliability section of the most recent Satisfaction Index survey from our sister title HonestJohn.co.uk. 

Skoda's warranty is nothing special, though. Lasting three years and 60,000 miles, it's the bare minimum of what we'd expect, with some rivals offering five years or more and up to 100,000 miles. As is standard for EVs, the battery has separate coverage lasting up to eight years or 100,000 miles.

As the fastest, most expensive Elroq, it's no surprise that the vRS is in the highest insurance group of the lot – group 37 of 50. That's a long way above the entry-level Elroq SE 50, which is only in group 22, but on the other hand, it's only a few spots above an 85 Sportline in group 34.

There's a double dose of bad news on this front. Firstly, EVs are no longer exempt from paying Vehicle Excise Duty (VED), so it's the same £195 annual charge for the Elroq vRS as it is for any petrol, diesel and hybrid car. Secondly, EVs don't get out of the government's premium car tax supplement either. 

For models lower down the Elroq pecking order, this isn't a problem. The Elroq vRS, however, is far beyond the £40,000 threshold, so you'll be shelling out an additional £425 from years two to six of ownership.

The vRS is a single trim level at the top of the Enyaq range, and as such, it comes with plenty of equipment. There are 20-inch wheels in a design exclusive to the vRS, matrix LED headlights, LED rear lights, a power-operated boot, dual-zone climate control, ambient lighting, keyless entry and start, a heated leather steering wheel, heated front seats with an electrically adjustable driver's seat, a head-up display, a 360-degree parking camera plus front and rear sensors, and a 13-inch infotainment screen.