Skoda Elroq vs Lexus IS300

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.

The new-look Lexus IS takes several steps forward over its predecessor - it’s safer, smarter, sharper to look at and still pretty well priced and equipped.

It is feeling its age inside, and the competition has moved on in terms of engines and EV tech. But even so, if I was buying a 2021 Lexus IS, it would have to be the IS350 F Sport, which is just the most fitting version of this car, though the IS300h Luxury does have plenty to like for the money, too.

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.

You either get the Lexus look or you don’t, and I think this latest version is possibly more agreeable than the IS in years gone by.

That’s partly because the brand has finally done away with the odd spider-eyes twin-section headlights and daytime running lights - now there are more traditional headlight clusters, which look a lot more resolved than before.

The front end still features a bold ‘spindle’ grille, which gets different treatment depending on the grade, and the front, to my eye, looks better than before but still very much stuck in its ways. 

At the side you’ll notice the giveaway windowline hasn’t changed, despite the chrome trim line having broadened as part of this facelift, but you can tell the haunches have muscled up a bit, with the new IS now 30mm wider overall, and the wheel sizes are 18s or 19s, depending on the grade.

The rear accentuates that width, with an L-shaped lighting signature now spanning the entire re-sculpted boot lid, giving the IS a pretty tidy rear end design.

Overall dimensions for the IS are 4710mm long, making it 30mm longer nose to tail (on an unchanged 2800mm wheelbase), while it now spreads across 1840mm (+30mm) and is 1435mm tall (+5mm).

The exterior changes really are impressive - I think it is a more purposeful but also more pleasant looking car now than it ever has been in this current generation. 

The interior? Well, there’s not a whole lot to talk about in terms of design changes, aside from the repositioned and larger media screen - which sits 150mm closer to the driver because it’s now a touchscreen with the latest smartphone mirroring tech. Otherwise it’s a carryover affair, as you can see from the interior pictures.

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.

The interior design of the IS, as mentioned, hasn’t changed dramatically, and it is starting to feel old compared to some of its contemporaries.

It’s still a nice place to be, with comfortable front seats with electric adjustment and heating across all grades, and cooling on many variants, too. 

The new 10.3-inch touchscreen media system is a nice unit, and means you can essentially do away with the silly trackpad system that still resides near the gear selector, so you may still end up bumping it accidentally. And the fact the IS now has Apple CarPlay and Android Auto (though neither are wirelessly connectable) does further its appeal on the multimedia front, as does the standard 10-speaker Pioneer stereo - though the 17-speaker Mark Levinson unit is an absolute blinder!

The centre stack below the media screen retains a CD player, and still has the electromagnetic temperature adjustment sliders as well. That part of the design is dating it just as much as the transmission tunnel console area, which looks a bit out of touch by modern standards, though still incorporates a pair of cup holders and a reasonably large centre console bin with soft armrest padding.

The front doors feature trenches with bottle holders as well, while in the rear doors there is still no drink storage - a carryover annoyance from the pre-facelift model. However, the middle seat in the back doubles as an armrest with pop-out cupholders, and there are rear air vents too.

Speaking of that middle seat, you wouldn’t want to sit in it for long, as it has a raised base and uncomfortable backrest, plus there’s a huge transmission tunnel intrusion eating into leg and foot space.

Outboard passengers also miss out on toe room, which - for my size 12s - is an issue. And it’s hardly the roomiest second row in this class for knee room and headroom, as my 182cm frame was a touch squished behind my own driving position.

Children will be better catered for in the back, and there are two ISOFIX anchorages and three top-tether attachment points for baby seats.

The boot capacity varies on the model you buy. Choose an IS300 or IS350 and you score 480 litres (VDA) of cargo capacity, while the IS300h has a battery pack that robs it of some boot space, with 450L available. 

The updated 2021 Lexus IS range has seen a number of pricing changes, and a reduction of variants, too. There are now five IS models available, down from seven prior to this update as the Sports Luxury model has been axed, and you can only get the IS350 in F Sport trim now. However, the company has expanded its “Enhancement Pack” strategy across the different variants.

Opening the range is the IS300 Luxury, which lists at $61,500 (all prices listed are the MSRP - not including on-road costs, and are correct at time of publishing). It has the exact same equipment as the IS300h Luxury model, which is $64,500, and that ‘h’ stands for hybrid, which will be detailed in the engines section. 

The Luxury trim is equipped with items such LED headlights and daytime running lights, 18-inch alloy wheels, proximity keyless entry with push-button start, a 10.3-inch touchscreen multimedia system with satellite navigation (including live traffic updates) and Apple CarPlay and Android Auto smartphone mirroring tech, plus a 10-speaker sound system, eight-way power-adjustable front seats with heating and memory settings for the driver, and dual-zone climate control. There’s also auto headlights with auto high beam, rain sensing wipers, power steering column adjustment, and adaptive cruise control.

Indeed, there’s a raft of safety technology included - more on that below - and there’s also a number of Enhancement Pack options.

Luxury spec models can be equipped with a choice of two Enhancement Packs: the $2000 Enhancement Pack adds a sunroof (or moonroof in Lexus speak); or Enhancement Pack 2 (or EP2 - $5500) further adds 19-inch alloy wheels, a 17-speaker Mark Levinson sound system, cooled front seats, high-grade leather-accented interior trim, and a power-operated rear sunshade.

The IS F Sport trim line is available across the IS300 ($70,000), IS300h ($73,000) or the V6-powered IS350 ($75,000), and it adds a number of additional features over the Luxury grade.

As you can probably tell, F Sport models get a sportier look, with a body kit, 19-inch alloy wheels, standard fit adaptive suspension, sports front seats with cooling, sports pedals, and five drive modes to choose from (Eco, Normal, Sport S, Sport S+ and Custom). The F Sport grade also includes a digital instrument cluster with an 8.0-inch display, as well as leather-accented trim, and scuff plates.

Buying the F Sport grade allows customers to add further goodies by way of the Enhancement Pack for that grade, which costs $3100 and includes the sunroof, 17-speaker sound system and rear sunshade.

What’s missing? Well there’s no wireless phone charging in any grade, and no USB-C connectivity either. Note: the spare wheel is a space saver in the IS300 and IS350, but there is only a repair kit in the IS300h as there are batteries where the spare wheel would go.

There’s no go-fast IS F model sitting at the top of the tree here, nor is there a plug-in hybrid to compete against the circa-$85K BMW 330e and Mercedes C300e. But the fact the IS models all come in below $75K means it’s a pretty decent value proposition.

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 engine specs depend on the powertrain you choose. And at a glance there’s no variance between the earlier version of the IS and the 2021 facelift.

That means the IS300 model still runs a 2.0-litre turbocharged petrol motor producing 180kW of power (at 5800rpm) and 350Nm of torque (at 1650-4400rpm). It has an eight-speed automatic transmission, and like all IS models, it is rear-wheel drive (RWD/2WD) - there is no all-wheel drive (AWD/4WD) model here.

Next up the spectrum is the IS300h model, which has a 2.5-litre four-cylinder Atkinson cycle petrol motor teamed to an electric motor and nickel metal hydride battery pack. The petrol engine is good for a 133kW (at 6000rpm) and 221Nm (at 4200-5400rpm), and the electric motor produces 105kW/300Nm - but the combined total maximum power output is 164kW, and Lexus doesn’t provide a maximum torque figure. The 300h model runs a CVT automatic transmission.

The big horsepower offering here is the IS350, which runs a 3.5-litre petrol V6 engine, producing 232kW of power (at 6600rpm) and 380Nm of torque (at 4800-4900rpm). It runs an eight-speed auto.

All models have paddle-shifters, while the two non-hybrid models have seen tweaks to the transmission software that is said to “estimate driver intentions” for better enjoyment. 

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.  

There’s still no diesel model, no plug-in hybrid and no full electric (EV) model - which means that while Lexus was at the forefront of electrification with its so-called “self-charging” hybrids, it is falling behind the times. You can get plug-in versions of the BMW 3 Series and Mercedes C-Class, and the Tesla Model 3 plays in this space in full-electric guise.

As for the fuel-sipping hero of this trio of powertrains, the IS300h is said to use 5.1 litres per 100 kilometres on the combined cycle fuel test. In reality, our test car’s dashboard showed 6.1L/100km across a mix of driving.

The IS300 with its turbocharged 2.0L engine is next best for fuel use, claiming 8.2L/100km. On our short launch drive of that model, we saw 9.6L/100km on the dashboard.

And the full-fat IS350 V6 petrol claims consumption of 9.5L/100km, while on test we saw 13.4L/100km.

The emissions for the three models are 191g/km (IS300), 217g/km (IS350) and 116g/km (IS300h). All three are Euro 6B compliant. 

Fuel tank capacity is 66 litres for all models, meaning your mileage range for the hybrid model could be considerably longer.

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.

With the engine at the front and drive to the back, it has the ingredients for a pure driver’s car, and Lexus made a bit of a big deal about the new-look IS being more focused thanks to chassis adjustments and track width improvements - and it does feel a pretty nimble and tied-down car in the twisty stuff. 

It is competent at stitching together a series of corners, and the F Sport models are particularly adept. The adaptive suspension in those models includes both anti-dive and anti-squat tech, which is designed to make the car feel solid and flat on the road - and it does, thankfully without feeling twitchy or uncomfortable, with good suspension compliance even in the most aggressive Sport S+ drive mode.

The 19-inch wheels on F Sport models are fitted with Dunlop SP Sport Maxx rubber (235/40 front, 265/35 rear) and there’s plenty of tarmac tenacity.

The grip from Luxury-spec models on 18s could be better, with those Bridgestone Turanza tyres (235/45 all around) proving not quite the most enthralling. 

Indeed, the IS300h Luxury I drove felt very different in character to the F Sport IS300 and 350 models. It was surprising how much more of a plush-focused model the Luxury grade feels, and likewise it wasn’t as impressive in dynamic driving due to the tyre grip and less-enthusiastic drive mode system. The non-adaptive suspension is a touch more jittery too, and while it’s not to the point of discomfort, you might expect better for a car on 18s.  

Across all models the steering is accurate and direct enough, with predictable response and decent feel to the driver’s hands for this electric power steering setup. The F Sport models have even further retuned steering for “an even sportier drive experience”, though I found at times it could feel a little numb for rapid changes of direction. 

As for engines, the IS350 is still the pick. It has the best zest, and feels the most fitting powertrain for this model. It sounds good, too. The auto transmission is pretty clever, there's easily enough pulling power, and it's probably going to be the last of the non-turbo V6s in Lexus's line-up when this cars life-cycle is up.

The IS300's turbo engine was the most disappointing, lacking some urge and constantly feeling bogged down by turbo lag, transmission confusion, or both. It felt underdone in enthusiastic driving, though in dull day-to-day commuting circumstances it came across as more acceptable, though the remapped transmission software was far less impressive in this application than in the IS350.

The IS300h was a lovely, quiet and refined experience all around. It’s the one you should go for if you don’t really care about all that go-fast stuff. The powertrain is proven, it accelerates with nice linear delivery, and at times it’s so hushed I found myself looking down at the instrument cluster to see if the car was in EV mode or if it was using the petrol engine. 

Safety equipment and technology has been upgraded for the IS 2021 model range, though it is expected to carry over its existing five-star ANCAP crash test rating from 2016.

The facelifted version scores auto emergency braking (AEB) with day and night pedestrian detection and daytime cyclist detection (from 10km/h to 80km/h) and car detection (10km/h to 180km/h). There’s also all speed adaptive cruise control with low speed following.

The IS also has lane keeping assistance with lane departure warning, lane trace assist, a new system called Intersection Turning Assist which will brake the car if the system judges the traffic gap isn’t big enough, and there’s also road sign recognition.

Plus the IS has blind-spot monitoring on all grades, as well as rear cross-traffic alert with auto braking (below 15km/h).

And beyond that, Lexus has added new Connected Services features, including an SOS call button, automated collision notification if an airbag deploys, and stolen vehicle tracking. 

Where is the Lexus IS built? Japan is the answer.

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.

On paper, Lexus’s ownership offer isn’t quite as enticing as some other luxury car brands - but it has a strong reputation for blissful ownership.

The Lexus Australia warranty period is four years/100,000km, which is better for duration than Audi and BMW (both three years/unlimited km) but not as accommodating as Mercedes-Benz or Genesis, each of which offer five-year/unlimited km warranty.

The company has a three-year capped price servicing plan, with maintenance every 12 months or 15,000km. The first three visits cost $495 each. That’s okay - but Lexus doesn’t offer free servicing like Genesis, and nor does it offer prepaid service plans - for three to five years for a C-Class, and five years for Audi A4/A5, for instance.

There is complimentary roadside assistance for the first three years, too.

That said, the company has its Encore ownership benefits program that allows a number of experiences and deals, and the service team will collect your car and return it, leaving you with a loan car if you need it.