Mercedes-Benz X220 vs Skoda Elroq

What's the difference?

The X-Class Pure 4x2 is good, but that's its major problem, because three-pointed stars and their high price tags bring with them a justified expectation of being not just good - but great. If a second-generation X-Class needs to borrow some components again, we hope they're from the legendary G-Wagen next time. In fact,a platform share between X-Class and G-Wagen (like Ranger/Everest or Colorado/Trailblazer etc) would have much greater appeal.

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.

Benz has re-engineered the Navara's steel ladder-frame chassis for greater rigidity and topped it with a restyled body that's 85mm longer and 126mm wider with a new M-B interior. There are also new front suspension components and a new coil-spring multi-link live rear axle assembly with disc brakes, which result in track width increases of 82mm front and 75mm rear (compared to RX Navara 4x2).

These engineering changes, combined with revised springs, shocks, anti-sway bars and steering, result in sure-footed handling with sharp steering response, excellent ride quality and a feeling of solidity that are all X-Class strengths. However, they have also resulted in a hefty 236kg weight gain.

The X-Class Pure 4x2 rides on a 3150mm wheelbase with a 5340mm overall length, 1916mm width and 1839mm height. In comparison to Ford's Ranger, which is considered the 'bigfoot' of Aussie dual cabs, the X-Class is 70mm shorter in wheelbase and 22mm shorter overall, but 56mm wider, 24mm taller and lineball on turning circle at 12.8 metres. So, like the Ranger it's quite a large and imposing vehicle.

Critical rough road credentials include 222mm of ground clearance with 30 degree approach and 25 degree departure angles. Its wading depth of 600mm is better than Amarok (500mm) but considerably less than Ranger (800mm).

It's nice to see sizeable grab handles on the window pillars for front and rear passengers and the driving position is pretty good. However, the Pure's front seats lack sufficient lumbar support and the base cushion (at least the driver's) needs some rake adjustment, as it can feel like you're sliding off the front at times.

For such a sizable vehicle we're surprised by how cramped the rear seating is for taller adults in terms of length and height, with knees touching the front seat backrests and, thanks to the higher 'grandstand' style rear seating, heads touching the roof lining. The rearward location of the B pillar also makes for quite tight entry and exit for those long of limb and large of shoe.

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.

Deducting the 4x2 Pure's 2046kg kerb weight from its 3200kg GVM would normally equal a payload of 1154kg, but the official payload figure is 68kg under that at 1086kg, which is an extra safety margin should the payload (but not the GVM) be exceeded.

The Pure 4x2's braked towing capacity of up to 3200kg is less than the 4x4 models' 3500kg rating. Even so, its generous 6139kg GCM allows for a substantial 884kg payload while towing its heaviest trailer load, which is impressive.

The load tub is 1581mm long, 1560mm wide and 475mm deep, with 1215mm between the wheel arches ensuring it can carry an 1160mm-square standard Aussie pallet. As mentioned earlier, our test vehicle was equipped with the optional $490 rear window guard frame, which should not only be standard but also have tradie-friendly pivoting load retainers or 'book-ends' on each side for carrying long lengths of timber, PVC pipe, etc.

The test vehicle's adjustable load-securing rail system mounted near the top of the tub (as seen on Navara) works well for securing loads of matching height or more, but there also needs to be four tie-down points in each corner at floor level to secure lower loads as well. The absence of load retainers and floor level tie-down points are glaring omissions for such a work-focused vehicle.

With tradies in mind there's also a lack of cabin storage, limited to bottle holders and storage pockets in each front door, an overhead sunglasses holder and small glove box. The multimedia system's sizeable rotary controller and touch-pad occupy a big chunk of potential storage space in the centre console, which only offers a tiny front storage slot, single cup holder and small rear lidded box (and there's no box if you opt for the 1-DIN audio ports as fitted to our test vehicle).

Rear seat passengers get a bottle holder and smaller storage pocket in each door and the bench seat base pivots upwards to a vertical position if you want some extra internal cargo space. But there are no flexible storage pockets on the front seat backrests and no cupholders. This needs a re-think because you quickly run out of places to store things.

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.

The X-Class shares the Navara's engines and transmissions, but Nissan's superb YS23DDTT 2.3 diesel with sequential twin turbocharging and 140kW/450Nm is reserved only for the X250d variants.

The entry-level X220d Pure 4x2 and 4x4 models (like the entry-level Navara RX) make do with the less powerful but still excellent single turbo version with variable vane technology, producing 120kW at 3750rpm and 403Nm of torque between 1500-2500rpm.

The RWD Pure's six-speed manual gearbox (backed by hill start assist) has a pretty low (4.685:1) first gear which is handy for getting big loads underway from standing starts, while the over-driven top gear allows economic engine rpm at highway speeds. There's no rear diff lock like the Ranger Hi-Rider.

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.

Mercedes Benz's official combined figure is 7.6L/100km and the instrument display was showing that figure at the end of our test, which covered more than 660km on different roads (sealed and unsealed) and with a variety of loads, including our usual GVM run.

By comparison, our figures calculated from trip meter and fuel bowser readings came in at 9.0L/100km. Any dual-cab ute, particularly one this size, which can deliver genuine single-digit fuel economy in 'real world' driving gets a big tick from us. Based on our figures, you could expect a realistic driving range of 850km-plus from its 80-litre tank, which is fuel efficiency with a capital E.

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.  

It might be based on a Nissan Navara, but it doesn't drive like one. Even at 4x2 entry level, the X Class's excellent un-laden ride quality, sure-footed 'wide track' handling and steering feel/response are benchmark for the class, which is the minimum you'd expect from this brand.  Cabin noise is also low.

The single-turbo Nissan engine is a strong point. Despite the X-Class having a higher kerb weight, the Navara engine does not feel sluggish, with ample low and mid-range punch making it a spirited enough performer under light loads with more than enough torque for heavy load-hauling. The six-speed manual gearbox shifts sweetly and its ratios are well matched, keeping the engine in its maximum torque band on the highway with 2000rpm at 100km/h and 2300rpm at 110km/h.

To test the 3200kg GVM rating we forklifted 920kg into the load tub, which with a 100kg driver was  only about 60kg under its 1086kg payload ceiling. The rear coil springs compressed a full 80mm and the nose rose 21mm, resulting in the rather ungainly tail-down-nose-up 'praying mantis' stance similar to the coil-sprung Navara from which it is derived.

A look under the tail revealed the top of the rubber bump-stop cones just kissing the underside of the chassis rails. Once underway, though, there was none of the Navara's riding-on-rubber feeling, as the Merc's thicker rising-rate rear coils maintained a modicum of springing. However, the sloping tail felt less stable, with some noticeable suspension squirm in a straight line and wagging through some corners, particularly on unsealed roads.

Even so, its Nissan engine made light work of our 2.0km 13 per cent gradient set climb, proving its excellent load-lugging ability by climbing it so easily in third gear that we made a second successful ascent in fourth. Engine braking in second gear on the way down, though, could not restrain such a big payload on its own, requiring regular prods of the brake pedal to maintain the 60km/h limit.

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. 

Warranty cover is three years/unlimited km with 24/7 roadside assist.

Service intervals are 12 months/20,000km, whichever occurs first. Under M-B's 'Service Care Promise' the first three scheduled services will cost between $585 and $930.

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.