Mercedes-Benz GLA250 vs Skoda Elroq

What's the difference?

My wonderful wife, who is not really into this kind of car, admitted to me in a quiet voice that she really liked the GLA45 as long as it was in Sport + mode. And I have to agree. While I'm very fond of the ridiculous Audi RSQ3 (that turbo five-cylinder sounds amazing), I think I'd stump up the extra for the GLA.

Importantly, it can be comfortable, it can be quiet and it's a better fit for most humans than the A or CLA. It is getting on a bit and could do with a further clean-out of the poor ergonomics, but in what is likely its final year on sale, it's still a belter.

The Skoda Elroq is a niche option in a boiling hot small SUV segment, but it makes sense as the next plank in Skoda’s multi-model EV strategy. It has the value, quality and performance to cut through. We think it’s a worthy newcomer.

Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.

The GLA45 isn't a looker, but then, none of the GLAs are. There's a certain blobbiness to it. A bit of Teletubby mixed with...um, another Teletubby. It's not ugly, it's just not particularly attractive. The 20-inch wheels do much to lift the appearance and negate the effect of the raised ride height compared to the A45/CLA45.

The body kit stops just short of lairy, which is heartening. So if you want to stand out, venture out into the aftermarket world.

Inside was a mild surprise. The last time I drove a CLA 45 I used the word "gaudy". While the GLA isn't amazingly better, the texture of the Alcantara replacing the brushed metal-look plastic, or the carbon of the option pack, was much more pleasant. The brightwork in the cabin is still a bit odd looking, and it's still overcooked with its red detailing, but it is an otherwise beautifully built and well-detailed interior.

Skoda’s aim with the Elroq is a contemporary, ‘solid’ design approach and while of course a car’s looks are always a subjective call I think it’s sleek and clean. 

In this case, perception is reality with the car recording a slippery 0.26 drag coefficient and a 2025 Red Dot Award in the automotive category is an impressive design feather in its cap. 

First thing you’ll notice is ‘SKODA’ type on the leading edge of the bonnet in place of the more typical winged arrow brand logo, which is a cool detail.

Functional pieces include active shutters to help balance aero efficiency and battery cooling as well as front wheel arch air curtain inlets on the outer edges of the nose.

The underbody has been smoothed and at the back 'separation edges’ help to manage exiting airflow, as does a roof spoiler with subtle mini aero pieces underneath it on either side.

The interior is understated and manages to combine visual interest with easy functionality.

A 13-inch media screen sits in the centre but happily there’s a row of physical shortcut buttons underneath for often-used functions. The ‘SKODA’ lettering replaces the logo on the steering wheel, too.

A two-tone treatment across the console, seats, doors and multi-level dash looks deluxe, as do bold orange seatbelts in the 130 Years Edition.

There’s also a heavy emphasis on the use of what Skoda says are “sustainable, practical and durable materials” in the cabin.

The ‘Loft Design’ interior in the 85 Select uses fabric comprising 78 per cent recycled PET plastic, while the ‘Lodge Design’ in the 130 Years Edition features synthetic leather and a fabric made from Nylon waste. The floor trim and mats also contain a high percentage of recycled polyester.

The front seats are utterly brilliant and feel as good as they look. On first acquaintance they may feel under-padded, but once you've adjusted them to your liking, you never want to leave. The AMG cars also feature one vast improvement over a normal GLA - the ergonomic disaster of a column-mounted shifter is removed, with a console-mounted shifter added where a small cubby once lived. It's so much better, although the Park button is oddly difficult to press.

When luxuriating in those snug front seats, you'll have access to two cupholders and door-mounted bottle holders, as well as a console bin (where the USB ports are) and a tray under the climate controls. Rear seat passengers will find legroom tight but headroom good, even with the huge sunroof.

The GLA's boot holds an entirely reasonable 421 litres, rising to 1235 when you drop both rear seats.

In terms of practicality up front there are big bins in the doors able to easily cope with larger bottles as well as a pair of cupholders in the centre console with a removable divider. They’re best for cups rather than bottles. 

There’s a decent glove box, a useful oddments tray behind the cupholders, a console box in the centre with a lift-out tray and a ‘false floor’ style door at the bottom to hide things, which is typically Skoda.

Wireless device charging is onboard and under the ‘flying buttress’ style centre console there’s a large storage bay with two USB-C sockets, plus there’s another pair of USB-Cs in the back. And don’t forget the obligatory Skoda umbrella housed in the driver’s door. Very nice.

The Elroq rides on the VW Group ‘MEB’ platform and although shorter overall it has the same wheelbase as its larger Enyaq sibling, so rear space is surprisingly generous.

For the record, the Elroq is just under 4.5m long, close to 1.9m wide and a little over 1.6m tall with a 2765mm wheelbase. 

In the back, sitting behind the driver’s seat set for my 183cm position I have ample legroom, plenty of space for my feet and lots of headroom.

It would be a little tight for three full-size adults across the back; two is probably better. But a trio of up to mid-teenage kids will be swimming in it.

In terms of storage, again, there are pockets in the doors big enough for large bottles. There is a pair of pop-out cupholders in the fold-down centre armrest combined with a small tray for devices or other bits and pieces.

A removable tray, including a couple of bottle-sized holders sits on the floor in front of the centre rear position, which is terrific. Then you’ve got your map pockets on the front seatbacks. Nothing unusual there, but a thoughtful touch is a device-sized pocket on the back of them.

Both grades have adjustable ventilation for back-seaters with third-zone temperature control and drop-down side shades in the 130 Years Edition.

Boot capacity is a class competitive 470 litres with all seats up, nudging up to a generous 1580 litres with the 60/40 split-fold rear seat backrest lowered.

In typical Skoda fashion there’s a range of useful additions including a through-port door for lengthy items, side storage compartments, an intermediate position for the parcel shelf, multiple cargo fasteners, net pockets and a 12-volt socket.

There’s even a windscreen ice scraper housed in the tailgate and a charging cable tidy in the 130 Years Edition.

Bad news is there’s no spare wheel of any description, just a repair/inflator kit. But it’s worth noting the Elroq can tow a 1200kg braked trailer which is handy.

A two-grade Elroq line-up starts with the entry-grade 85 Select at $54,990, before on-road costs, which pitches it into a swirling vortex of small SUVs comprising a mix of pure combustion, hybrid and other EVs kicking off in the around 50 to 60 grand bracket.

How’s this for a table of well-credentialed competitors? 

At the same time it substantially undercuts primo compact EV SUV options like the BMW iX2 (from $77,300), Mercedes-Benz EQA (from $84,900) and Mini Countryman E (from $64,990), all before on-road costs. Which brings the flagship Elroq 130 Years Edition into the picture at $64,990, BOC. 

Once you’ve crested the $50K barrier expectations in terms of included features are understandably high and Skoda has obviously done some heavy lifting to load up the Elroq value proposition. 

Aside from the performance and safety tech we’ll get to shortly, 85 Select highlights are 19-inch alloy rims, a 13-inch central multimedia touchscreen, a 5.0-inch digital instrument display, wireless Android Auto and Apple CarPlay, dual-zone climate control and heated front seats.

There’s also an eight-speaker audio (with digital radio), wireless device charging, a heated leather-trimmed steering wheel as well as LED headlights, auto rain-sensing wipers and heated auto-folding exterior mirrors.

The flagship 130 Years Edition, celebrating the brand’s time in business, ups the ante with 21-inch rims, an augmented reality head-up display, power front seats (with memory and massage), heated rear seats, three-zone climate, 675W 12-speaker Canton audio, a hands-free power tailgate and matrix LED headlights.

Then you can add in a 360-degree overhead camera view, adaptive cruise control, ‘Intelligent Park Assist’ and more.

Both Elroq grades’ standard equipment is on the pace for the price.

AMG's fabled 2.0-litre turbo four lurks under that higher bonnet, still kicking out an improbable 280kW and 475Nm. Drive reaches the road via Merc's own seven-speed twin-clutch transmission and all four of its wheels.

All that power and grip translates to a 4.4-second dash to 100km/h for the slightly tubby (over 1600kg) GLA, but just between you and me, anything under five seconds feels scorchingly quick.

The Elroq is powered by a single, rear-mounted AC permanent magnet synchronous motor sending 210kW/545Nm to the rear wheels only. 

Strong numbers for a single-motor EV; way higher outputs than the Elroq’s internal combustion and hybrid rivals and right up there with pricier Euro EV options in the category.

The official combined-cycle figure suggests the GLA45 will consume 7.5L/100km. Obviously that figure is largely irrelevant, and not just for the usual reasons, but because you don't buy a GLA45 to potter about in. I got, uh, 12.5L/100km, so you can imagine how much I was enjoying it.

As you might expect, you'll need to feed it 98RON.

Both Elroq grades are fitted with a CATL-sourced 82kWh (77kWh net) lithium-ion battery for a claimed 529km (WLTP) range.

DC fast-charging up to 175kW is possible which equates to a 10-80 per cent charge in 28 minutes. AC charging at 11kW means eight hours for a 100 per cent charge. Mode2 and Mode3 Type 2 charging cables are included.

Claimed energy consumption on the combined cycle is 16.6kWh/100km and on the launch drive which took in city, suburban and freeway running we saw an average of 15.2kWh/100km, which is impressive given the mix of conditions covered.  

When the 45-badged cars first launched, they were something of a revelation. BMW's turbo six-cylinder fans sniffed at the 2.0-litre's staggering outputs and all-wheel-drive chassis, but this car really captured the imagination. The GLA45 might be slightly unexpected, but it's better in almost every way as a daily driver than the A or CLA.

For a start, its higher ride height seems to translate to a much better ride quality. Anything on 20-inch wheels should have an appalling ride, but the GLA45 manages to be firm yet comfortable. Put the other two in Race mode and you'll need to up your private health insurance extras to include osteo, physio and whatever "o"-ending specialist fixes your back.

The improved ride quality meant I was far happier to chuck this car around. While it doesn't have the same ultimate overall performance of the lower cars, it's far more comfortable whether you're on it or just driving around. The front seats are supportive and comfortable, and the steering is excellent.

As for the engine...well, it still farts like toddler during a moment of silence at a funeral, but you can't deny its technical brilliance and huge power outputs. I remember the CLA45's engine as being a bit highly strung. Perhaps I couldn't separate the overall high-strung nature of the car from the engine, but I felt the same engine in this car wasn't as jumpy.

The way it propels this car into triple figures is tremendous fun. It's not as charismatic as the Audi five-cylinder, perhaps, but that doesn't matter in the end - it's properly fast, attached to a better chassis and offers a cabin with a driving position fit for humans.

Skoda claims the Elroq will accelerate from 0-100km/h in 6.6 seconds which is usefully rapid. There’s plenty of power and nearly 550Nm of torque available. But the car weighs almost 2.2 tonnes, so you’re talking strong rather than ‘extreme’ performance.

There’s plenty of acceleration on tap for the nip and tuck of the city and suburbs as well as easy cruising and overtaking on the freeway.

There are multiple drive modes including ‘Eco’, ‘Comfort’, ‘Normal’, ‘Sport’ and ‘Individual’ to manage energy use and performance.

The Elroq sits on the same ‘MEB' battery-electric platform as any number of EVs in the VW Group portfolio and it has a strut front, multi-link rear suspension set-up. And it feels the bumps.

Even on reasonably smooth surfaces little bumps and thumps make their presence felt. The worse the surface gets, the more pronounced it is. Once you get out onto the smooth highway and freeway, of course it’s not an issue. And you may get used to it over time but it certainly is present.

Noise suppression tech along with low wind and tyre intrusion combine to deliver a calm interior environment, even by EV standards.

The Elroq steers nicely. It points accurately and the steering weight is quite light, although it’s not the last word in terms of road feel - the connection between your hands on the wheel and the tyres on the tarmac.

Speaking of which, tyres on the 85 Select’s 19-inch rims are Kumho Ecsta PS71 (235/55 fr - 255/50 rr) and the 130 Years Edition’s 21s are shod with Hankook Ventus S1 evo3 (235/45 fr - 255/40 rr), both EV-specific tyres designed to reduce rolling resistance for improved energy efficiency. They grip firmly and the car feels stable and nicely balanced in twisting corners.

All around vision is good. The A-pillars in particular aren’t as chunky as they can be in some modern cars, which opens up the view in front. Over the shoulder vision is good and the large rear window makes the internal rear view clear, as well.

As mentioned, the Elroq is reasonably hefty for its size and you want sturdy brakes to wash off speed, which come in the form of ventilated front discs clamped by twin-piston calipers.

Having said that, there are drums at the rear. Not unheard of on an EV where regenerative braking takes a fair amount of the load, harvesting energy in the process.

Nothing wrong with a well engineered drum and the brakes work perfectly well, even when tested constantly on downhill twisting sections. No hint of fade.

On the active safety front, this car is loaded with ADAS-style crash prevention tech but we didn’t feel any of it being overly intrusive. No lane-keeping wrenching at the wheel or reminders telling you to pay attention; it’s all fairly low-key.

Miscellaneous observations include the compact 9.3m turning circle, great front seats in both Elroq grades and the effectiveness of the augmented reality head-up display in the 130 Years Edition. As well, a 5.0-inch instrument display might sound crazy small but it works beautifully. The view to it and the graphics on the screen are crystal clear with three switchable layouts available.

No ANCAP or Euro NCAP assessment for the Elroq at this point but crash avoidance tech is extensive, including auto emergency braking (AEB) with car, pedestrian and cyclist detection, ‘Lane Assist’ (with ‘Adaptive Lane Guidance'), rear cross-traffic alert, ‘Traffic Jam Assist’ and adaptive cruise control.

There’s also ‘Turn Assist’, ‘Side Assist’, an exit warning system, driver fatigue detection, front and rear parking sensors and a reversing camera. The 130 Years Edition ads a 360-degree overhead camera view, adaptive cruise control, ‘Intelligent Park Assist’ and more.

If a crash is unavoidable there are seven airbags in the 85 Select (front, front side, front centre and side curtain) and nine in the 130 Years Edition, which picks up rear side airbags.

There are three top tethers for child restraints across the third row, with ISOFIX anchors on the two outer positions. 

The Mercedes standard warranty is three years/unlimited kilometres with roadside assist to match. Service intervals are a very reasonable 12 months/20,000km.

The company also offers capped-price servicing - first service is $576 but the second and third are a whopping $1152 each. Three years will set you back $2880.

The Elroq is covered by Skoda’s seven-year, unlimited km warranty which is ahead of most mainstream players sitting at five years, unlimited km, with 24 months roadside assist included and renewed for a further year after each authorised dealer service. The battery carries an eight-year, 160,000km warranty which is the industry norm.

The option of guaranteed future value pricing is a plus with loan terms from 12 to 60 months as well as novated lease packages to take advantage of FBT reductions for efficient vehicles.

Service is recommended every 30,000km or two years, with each workshop visit costing $502, which isn’t bad given the maintenance interval. Six, eight and 10-year service packs are also available.