Skoda Elroq vs GWM Haval H6GT

What's the difference?

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.

New-car buyers wanting a medium-size SUV under $65K are faced with a bewildering choice of makes and models but the H6GT PHEV Hi4 is worthy of consideration.

Its value-for-money drive-away pricing combines a spacious and classy cabin, sporty all-wheel drive persona and rare petrol bowser visits if overnight charging and daily EV-only driving are fully utilised.

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.

Although the premium GWM Haval H6GT PHEV range shares much of its underpinnings and cabin design with the regular H6 line-up, the GT has a unique and distinctly sporty persona with its coupe-style roofline and more engaging suspension tuning and steering feel.

The interior blends soft-touch surfaces, synthetic suede and exposed stitching with satin chrome and faux carbon fibre highlights resulting in a sumptuous cabin design with strong visual and tactile appeal.

In terms of wheelbase (2738mm) and overall length (4727mm) the H6GT is among the physically largest of competitors in the medium-size SUV segment, which contributes to the cabin’s roomy ambience that defies expectations that a coupe compromises interior comfort.

This effect is enhanced by the panoramic sunroof and column-mounted gear selector that frees up space on the centre console for additional storage and functionality.

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.

Our test vehicle’s 2045kg kerb weight and 2495kg GVM (how much weight it can legally carry) allows for up to 450kg which could easily be consumed by four large adults and some light luggage.

It’s also rated to tow up to 1500kg of braked trailer which would be handy for those with recreational activities in mind like towing a light camper or bike trailer, but GWM does not publish how much weight our test vehicle can legally carry and tow at the same time.

It also offers up to 3.3kW of V2L (vehicle to load) capability using a charging port adapter to provide electricity for numerous domestic appliances, from laptops and power tools to camping equipment.

There’s ample space for the driver and front passenger along with storage including a bottle holder and bin in each door, a single glovebox and an overhead glasses holder. There’s also a two-tiered centre console with the top level providing open storage, wireless phone charging, two cupholders and a lidded box while the floor level adds more open storage plus a 12V socket and USB port.

Rear seat passengers also enjoy generous space, including tall people given I’m 186cm and when sitting behind the driver’s seat set in my position I still have 80mm of knee clearance and 80mm of head clearance. It’s a similar story in the centre seat, enhanced by a virtually flat floor with no transmission hump to straddle.

There’s also a storage bin in each rear door plus pockets on both front seat backrests. The centre seat backrest folds forward to serve as an armrest for two complete with cupholders, while the rear of the centre console provides adjustable air vents and two USB ports.

The rear luggage area offers side bins, another 12V socket and up to 392 litres of load volume with the 60:40-split rear seat backrests upright, which is ample for a weekly grocery shop. This increases to 1390 litres (almost 1.4 cubic metres) with the seats folded flat to create an extended load area.

Our test vehicle is available in one hybrid drivetrain specification comprising a turbocharged 1.5-litre four-cylinder petrol engine, four-speed DHT (Dedicated Hybrid Transmission), two electric motors and a plug-in propulsion battery for $54,990 driveaway.

This pricing looks enticing compared to the list prices (before on-road costs) of plug-in rivals like the BYD Sealion 6 PHEV Premium AWD ($52,990) or Mitsubishi Outlander PHEV Exceed Tourer AWD ($58,740). Our example is finished in Atlantis Blue which is one of several premium metallic paint options that adds $495 to the price.

The H6GT PHEV Hi4 comes standard with generous luxury features including:

• 19-inch black alloy wheels with Michelin 235/55R19 tyres and a repair/inflator kit (no spare)
• full LED lighting including daytime running lights (DRLs)
• electric tailgate with integrated spoiler/sunshade and hands-free opening
• roof rails
• panoramic sunroof
• cosmetic dual exhaust outlets
• contrasting red brake calipers

Inside the keyless-entry cabin is:

• push-button start
• heated/ventilated front seats with synthetic suede-accented trim and 8-way power adjustment for the driver (4-way for the passenger)
• dual-zone climate control
• rear privacy glass
• heated door mirrors
• heated multi-function steering wheel with synthetic leather trim
• head-up display
• surround-view camera
• wireless phone charging
• two 12V sockets
• four USB ports

The driver is also treated to a 10.25-inch digital instrument cluster which shares dash space with a large 14.6-inch multimedia touchscreen. The latter serves as central command for the GT’s nine-speaker premium audio system featuring GWM’s latest Coffee OS software with ‘Hello GWM’ voice command, DAB digital radio and smartphone connectivity for Apple and Android devices.

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 plug-in hybrid drivetrain in the H6GT comprises a 1.5-litre turbocharged four-cylinder petrol engine which produces 110kW of power between 5500-6000rpm and 240Nm of torque across a broad rev band from 1800-4000rpm. It drives the front wheels and serves as a generator as required to maintain battery charge.

This is paired with individual electric motors on the front and rear axles, with the front motor producing 80kW and driving the front wheels while the rear motor produces 135kW and drives the rear wheels, resulting in all-wheel drive on demand. 

The combined output is rated at 321kW and 642Nm.

The automatic four-speed DHT (dedicated hybrid transmission) intelligently combines outputs from the petrol engine and electric motors to continuously optimise efficiency and performance between them, in any of the three driver-selectable power mode settings comprising EV (battery only), EV Priority (minimal engine input) and HEV (full hybrid).

The DHT also offers a selection of drive modes including ‘Normal’, ‘Sport' and ‘Eco’ plus numerous 4WD settings tailored to enhance performance on snow, sand, mud and when towing.

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.

The H6GT PHEV offers a comfortable and spacious position thanks to its combination of a flat-bottom steering wheel providing easy access and plenty of torso room, along with powered seat adjustment and a big left footrest. However, some rake adjustment in the base cushion would be welcome for better thigh support on longer drives.

Ride and handling benefit from GWM’s local chassis tuning input. The steering is nicely weighted and responsive, albeit best appreciated with the active lane-keeping function switched off given its tendency to harshly tug the wheel when making its steering corrections.

The hybrid drivetrain has vigorous response thanks to more than 600Nm of near-instant torque providing enough shove to accelerate rapidly from a standing start to triple-digit speeds in less than five seconds. We found the ‘Sport’ drive mode the most engaging and enjoyable but the ‘Normal’ and ‘Eco’ modes are fine for daily commuting.

Our other gripes from a driver’s point of view are that the base of the rear window is positioned quite high in the tailgate, resulting in the solid tailgate area below it restricting vision of vehicles travelling close behind when viewed through the central mirror.

We also found that the pedestrian warning sound, which automatically starts at speeds under 30km/h, is too loud inside the car and becomes annoying when crawling along in heavy traffic, negotiating tight inner-city streets or parking.

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 GWM Haval H6GT PHEV was awarded a maximum five-star ANCAP rating under 2022 protocols, and has seven airbags for protection in case of a collision.

It also comes standard with:

• autonomous emergency braking (AEB) with pedestrian, cyclist and crossroads detection
• lane-keeping
• rear cross-traffic alert with autonomous braking
• front/rear parking sensors
• Surround-view parking cameras
• tyre pressure monitoring
• traffic sign recognition
• adaptive cruise control

On top of these features, the rear seat has two ISOFIX child seat anchorages and three top-tethers.

The H6GT PHEV comes standard with GWM’s seven year/unlimited km warranty plus a separate eight year/unlimited km propulsion battery warranty and five years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped pricing applies to the first five scheduled services up to five years/70,000km totalling $2030 or an average of $406 per service. 

This warranty/service package is among the strongest available in its vehicle segment.