Toyota RAV4 vs Skoda Elroq

What's the difference?

The new Toyota RAV4 Cruiser Hybrid 2WD builds on what made it so popular in the first place. It’s easy to drive, efficient and well equipped, with enough features to suit a wide range of buyers.

The updated technology is a clear step forward and lifts the overall experience, but there are still elements that feel out of step with the flagship positioning, particularly the use of hard plastics and some less refined finishes. Even so, it remains a practical and well-rounded option in the segment.

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 previous RAV4 had a distinct, unmistakable look, particularly from the rear but the new design feels a little more subdued by comparison.

It leans into a more conventional SUV shape, with a front grille that borrows heavily from the HiLux, including a strong use of body-coloured panelling. It still presents well at the kerb, but it doesn’t quite have the same standout presence as before.

Inside is where the biggest changes have happened. The dashboard sits lower, there are more storage cubbies and the new displays modernise the space nicely. There are fewer physical buttons than before, with some seat and climate controls now integrated into the touchscreen. It’s not my preference, but overall the layout remains intuitive and easy to navigate.

Looking around the cabin, it still feels very Toyota in its execution. There’s a noticeable use of plastics, even in this flagship grade, though there are enough soft-touch areas to keep things feeling solid and well put together.

One small drawback is the dual-opening, reversible centre console lid as it tends to squeak and doesn’t feel quite as robust as the rest of the 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.

As far as mid-size SUVs go, the Toyota RAV4 still hits a solid beat when it comes to overall practicality. It doesn't get everything right but it does enough.

The space up front is generous and the seats are comfortable, especially with their added heat and ventilation functions. Access is decent enough with wide door apertures and an easy ground clearance and the only drawback is the high lip in the footwell, which can catch your foot slightly when getting out.

Storage is a highlight due the sheer number of options with a deep middle console, centre trays, sunglasses holder and dashboard shelving. Add in a couple of cupholders and drink bottle holders and it shouldn't be difficult to keep the cockpit tidy.

In the second row, there’s plenty of space for adults, with good leg- and headroom and a seat that’s supportive enough for longer trips. The leather trim feels nice, and practical touches like large map pockets and cupholders are appreciated.

However, for a flagship grade, it feels a little underdone on features. You get rear air vents and USB-C ports, but miss out on things like climate control, sunblinds and more thoughtful storage solutions. There are two ISOFIX points and three top-tether anchors, though realistically two child seats will fit best.

As mentioned, the technology upgrades are a big step forward. The new multimedia system is clean, responsive and easy to use, and while wireless Apple CarPlay can get confused if you have multiple device connections stored, it works seamlessly once pared back to one.

There’s built-in satellite navigation, a highly customisable digital instrument cluster that can display directions, and a solid mix of charging options including dual wireless pads, a 12-volt socket and four USB-C ports (two in each row).

Around the back, the boot is well-shaped and easy to load, with a claimed 705L of capacity when measured to the roofline. A powered tailgate, 12-volt socket and temporary spare tyre all add to its usability.

That said, the adjustable boot floor and cargo cover feel a bit flimsy and awkward in practice, which is slightly at odds with the otherwise practical and family-friendly focus.

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.

Under the bonnet, the RAV4 pairs a 2.5-litre four-cylinder petrol engine with an electric motor as part of its updated hybrid system. Toyota doesn’t quote a combined torque figure, and total power has dropped slightly to 143kW, down 17kW from the previous front-wheel drive variant.

On paper, that reduction might raise a few eyebrows, but in practice it’s not something you notice often. What is more apparent is the improvement in refinement, with smoother transitions between electric and petrol power that make the overall driving experience feel more polished.

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.

Efficiency remains a strong point for the RAV4. Toyota claims a combined cycle (urban/extra-urban) fuel consumption figure of 4.5L/100km, and with a 55-litre fuel tank, that equates to a theoretical driving range of over 1000km.

In the real world, my average came in at 5.5L/100km across a mix of urban and open-road driving, which is an impressive result. The only caveat is Toyota’s recommendation for 95 RON premium fuel, which may add slightly to running costs over time.

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.  

On the road, the RAV4 Hybrid 2WD performs confidently across most situations. It can sound a little strained when pushed hard, but there’s enough power on tap to keep up with traffic without issue.

The ride leans towards slightly firm, paired with responsive steering that gives it a more controlled feel through corners than you might expect. It remains stable at speed and around town feels punchy and easy to drive.

For those who prefer a stronger regenerative braking effect, switching to 'B' mode adds a noticeable increase, which works well in urban traffic. Refinement is another highlight. It’s impressively quiet on the move, even at highway speeds and feels well suited to longer trips.

One of the standout improvements is the 360-degree camera system. Where the previous version fell short, this one is clear and easy to use, making parking straightforward.

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 RAV4 is backed by Toyota’s five-year, unlimited-kilometre warranty, which now sits slightly behind some rivals offering longer coverage (upwards of seven-years on some).

Servicing is more competitive. A five-year capped price program comes in at $1625, averaging $325 per visit, with intervals set at 12 months or 15,000km. That’s well priced for the segment.

You also get complimentary roadside assistance, which is service-activated, along with a one-year subscription to the 'myToyota Connect' app. This allows remote access to functions like climate control and locking or unlocking the vehicle, adding a layer of convenience.

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.