Here's a thought: on a global basis, electric vehicles are displacing 2 million barrels of oil demand per day, writes Brian Byrne. That's roughly equal to Germany’s total daily consumption. As Germany has the largest car market in Europe, that's a significant figure, even in world terms, as is the fact that electric cars on the world stage now account for a fifth of all car production, and counting. Makes Donald Trump's attempts to roll back the EV in the United States akin to King Canute's foray against the tides of the sea.
Because of their large population and the long-standing policy push toward EVs, Chinese brands account for the bulk of global electric car production. With overcapacity imperilling their viability, they are aggressively pushing exports, especially into Europe, the world's second-largest EV market. Success rates range from a 12 per cent share of Norway's electric car sales to around 2 per cent in Germany in the first half of this year. And growing.
All of which makes it so very important how the legacy European carmakers respond with their own EVs. Among these is VW-owned Skoda, number five on the EV sales ladder in Ireland this year, where parent VW is number one. Skoda is important, bringing the VW Group EV share to more than one in every five cars sold. The Elroq is the Czech Republic-based maker's latest model, and from a standing start, it has nosed ahead of its established larger sibling, the Enyaq.
That they look similar is understandable. The two cars share front-end styling — the Enyaq was refreshed this year — and other panels. The Elroq is shorter, but wider and taller than the larger one. Both have the same wheelbase, but the Elroq's shorter boot space reduces cargo capacity. From a comparative size perspective, it is bigger than a Nissan Qashqai and smaller than a Peugeot 3008.
It does look very smart. The shorter length and sharp-edged design details add a sporty character, and the car also had that Goldilocks just-right feel for me from the moment I first sat in. Among the external details I appreciated were the real door handles — I don't like the flush ones that slide out as you approach the car. My review car had good-looking alloys that set it off at a standstill.
Skoda does a good job with its interior styling, too. Even with three different tones in the dashboard trim, they all meshed well. The central screen is large, as we expect from VW and its subsidiaries, but easy to navigate. The driver information is neatly recessed to avoid glare and offers just what's needed in a clear, straightforward style. A high-quality finish was no surprise, given the other Skoda models I've driven over the last couple of years. The 'Lodge' interior package included red seatbelts and some good-supporting sporty seats. Three adults will easily be accommodated in the rear thanks to that extra width, and the impressive legroom inherited from the Enyaq's wheelbase.
There are three power options and three battery sizes to choose from. My car had the 82kWh battery, offering a 576km rated range — other options are 55/63kWh energy packs, offering 373/427km respectively. The 285hp on tap gave the car a sprightly 6.6 seconds in the 0-100km/h sprint despite its more than 2.6 tonnes weight. It's worth noting that the suspension settings are excellent, and the car never felt its weight.
Some cars take time to adjust to, and others one feels at home in immediately. My experience with most Chinese offerings tends to fall into the first category. The Elroq was very much in the second. Which is where, if they keep it up, the leading European carmakers will be able to hold their own against the incomers.
Skoda and similar are showing the way to survival in one of the most cut-throat consumer industries on the planet.
PRICE: From €36,545 on the road; review car €42,315. WHAT I LIKED: The Goldilocks feeling.
