Skoda Enyaq 2024 review

Skoda’s first ever electric vehicle has been a long time coming to Australia.

Originally launched overseas in 2020, the Enyaq SUV is now finally launching locally and set to take on the likes of the Hyundai Ioniq 5, Kia EV6, Ford Mustang Mach-E, and of course Australia’s most popular electric vehicle, the Tesla Model Y.

So, should these more established electric nameplates be worried?

Let’s find out, starting with the good news. Launching later has meant that Australia will receive the most up-to-date Enyaq there is, with the model having undergone a raft of updates in Europe that has seen it gain more power, faster charging, and longer range.

On the flip side, however, Australia will only be getting the more style-focussed coupe body style, at least for the time being. Those interested in the wagon available overseas will need to keep their fingers crossed that Skoda brings it to local shores down the track.

This means that the lineup, at least at launch, is simple and easy to navigate: a choice of two grades, either the entry-level Sportline – which can also be had with an Ultimate option pack for an added $6000 – or a top-spec RS.

Built on Volkswagen Group’s MEB platform – which also underpins vehicles like the Volkswagen ID4 and ID5 SUVs, Audi Q4 E-Tron, and Cupra Tavascan – the Enyaq Sportline features a single electric motor delivering 210kW/545Nm to the rear wheels.

Meanwhile, the dual-motor all-wheel drive RS – Skoda’s most powerful production car ever- has a total power output of 250kW and adds an additional 134Nm of torque at the front wheels.

Both grades feature the same 77kWh usable battery, with the Sportline good for a quoted WLTP range of 561km, ahead of the 530km for the RS.

Regardless of grade, you are greeted with a coupe SUV that definitely looks like Skoda’s answer to the Tesla Model Y, at least in terms of body shape.

However, there’s still a recognisable “Skoda-ness” to the Enyaq, and you’re not losing out too much by going for the lower-grade Sportline. All grades come standard with 21-inch wheels and Skoda’s matrix LED headlight tech, however the RS brings with it sporty exterior styling, as well as the option of Mamba Green paint.

As for price, the entry grade Sportline will set you back $69,990 before on-road costs. Adding the Ultimate Pack will set you back an extra $6000 to access features like adaptive chassis control, a premium sound system, an augmented reality heads up display, and further creature comforts.

Meanwhile, the range topping RS will set you back $83,990 to access sportier styling, greater performance, and all features of the Ultimate Pack as standard.

We got to sample all three on our local launch drive, but today we focus predominantly on the entry-level Sportline, which we had specified in Race Blue Metallic. Pleasingly, you don’t have to pay extra for any of the colours on the Enyaq.

Inside, there’s a familiarity to the Enyaq’s cabin that Skoda aficionados will appreciate. The design evokes that of current modern generation Skodas and it’s even complete with the brand’s familiar steering wheel.

There’s a good level of standard tech which includes features like a clear and simple 5.3-inch digital cockpit, 13.0-inch media display screen, wireless Apple CarPlay and Android Auto, wireless phone charging, eight-speaker audio system, digital radio, and two USB-C outlets at the front.

The Sportline also scores power adjustment for the driver’s seat with lumbar and memory settings, heated front seats, a heated steering wheel, tri-zone climate control, and panoramic glass roof.

It’s easy to find a comfortable driving position and forward visibility seems pretty good. Rear vision, though, isn’t as excptional, owing to the more sloping coupe styling.

Ergonomically, the cabin delivered a solid first impression. While there were no physical climate controls, the temperature functionality was at least permanently displayed on the touchscreen. There’s decent storage around the centre console, a conventional transmission selector location, and a bunch of traditional Skoda easter-eggs such as the ticket holder attached to the A-pillar as well as Skoda’s famed umbrella holder within the door.

In terms of one negative, there did feel to be a bit of creakiness to the cabin build quality if you push and prod certain plastic dashboard elements. Not quite the granite-like build quality found in the brand’s older ICE cars.

In the rear there is a decent amount of amenities, with map pockets behind both front seats complete with smaller phone pockets, roll-up sunshades, a fold down centre armrest with cupholders and a ski port opening, and the benefit of a third climate zone.

Additionally, there was the cool little feature of a removable little cubby with cupholders between the outboard seats where a transmission tunnel normally would be in an ICE car.

In terms of comfort and roominess, both knee and leg room were good for this six-foot reviewer and the rear seats were comfy. Head room was acceptable but not amazing, owing to the more swoopy coupe shape, and toe room wasn’t overly generous under the front seats either.

In terms of boot space, the Enyaq comes standard with a power tailgate and offers a very decent 570 litres and the rear seats also fold 60:40 to reveal 1610 litres of capacity if required.

Pleasingly, the Enyaq comes with both mode 2 and mode 3 charging cables as standard, so you’ll easily be able to charge the Enyaq at home with a three-pin wall socket, or at what seems to be one of the many public chargers where BYO cables are a requirement.

There’s a nice storage section integrated into the side of the boot where you can store the cables too and Skoda’s net system in the foot is a great feature for securing loose items.

So how does it drive? We were able to sample the Enyaq on a country-road dominated sprint outside of the urban environment many Enyaqs will likely find themselves.

The first thing to note is that the Enyaq feels like a natural vehicle to pilot, electric or not. That will a be key facet for Skoda ICE owners looking to go electric but keen to remain within the stablemate of the Czech brand.

Power delivery progressive and easy to modulate regardless of grade. With a claimed 6.7-second sprint from 0-100km/h, the Sportline is not slow. In fact it has plenty of poke and more than most people will ever need.

If for whatever reason you feel like you need more power, there’s the RS which reduces that 0-100km/h time to 5.4 seconds. While sheer performance is nice to have for some buyers, for many others it’s not necessarily a need-to-have feature.

As for braking, you can use the steering wheel paddles to select between different levels of regenerative braking to your liking.

I did note on my drive that the brake pedal had a lot of travel to it and the brakes themselves lacks the initial bite you find in most conventional modern cars.

The suspension felt pretty well sorted on my initial impression but it is notable that the standard 21-inch wheels did create a harder edge and firmer ride quality. It was not uncomfortable by any means, but road cracks and bumps could be felt more compared to what you would expect from a higher profile tyre.

You can get adaptive chassis control on the higher spec variants, and it will be worth test driving both to determine if this is a must-have for you in terms of the ride comfort. For me, based on initial impressions, I’m not sure it’s a must-have. I also appreciate the simplicity and honesty of a standard set-up as offered by the Sportline.

As for handling, the Enyaq delivered what seemed like a very competent experience regardless of grade. I wouldn’t call it an inspiring drive – it is an electric family SUV after all – but it felt capable, confident, and never out of its depth along the country roads we drove.

Refinement felt strong on the whole with a well-insulated cabin. Perhaps some tyre noise could be heard from the lower profile tyres, however this could also be exacerbated by the fact the cabin otherwise felt very quiet.

So, it seems to drive pretty well, what about safety?

The Enyaq comes equipped with eight airbags and a suite of other active safety and driver assistance features including adaptive cruise control, autonomous emergency braking, lane assist with adaptive lane guidance, driver fatigue detection, travel assist, front and rear parking sensors, and a rear view camera. However, you’ll need to option the Ultimate pack on the Sportline to unlock an area view camera and intelligent park assist.

While not yet crash-tested in Australia, Skoda is confident of a five-star ANCAP safety rating, noting that the Enyaq has already achieved this in Europe. An Australian rating is expected before deliveries begin in December.

The Enyaq is covered by Skoda’s seven-year/unlimited-kilometre warranty, with an eight-year/160,000km warranty for the battery.

Service intervals are every 24 months or every 30,000 kilometres and cost $475 per visit if booked individually. Skoda does however offer a number of better value pre-paid service packs, with an eight year pack coming in at $1650 and a 10 year pack at $1950.

In terms of charging, the Enyaq has a maximum DC charging capacity of 175kW and maximum AC capacity of 11kW.

When it comes to efficiency, Skoda quotes 15.86kWh/100km, so we look forward to testing this properly when we can get the Enyaq into the Chasing Cars garage for a longer test period.

So, on initial impression, the Enyaq seems like a competent well-rounded family electric SUV, and one that should appeal to many Skoda buyers given the solid and familiar drive experience that it delivers.

Given how pragmatic and practicality focused Skoda is as a brand, I do hope the wagon version does make its way to Australia eventually, too.

However, regardless of that, it is pleasing to see Skoda’s first efforts in the EV space finally make its way Down Under and orders can now be placed on the vehicle before it officially rolls off dealer lots from December.

A Tesla Model Y beater? A longer and more rigorous test and comparison no doubt awaits to make final judgement on that. But one thing’s for sure, the Model Y has new competition in the form of this pragmatic, traditionally-flavoured Skoda, and that’s a good thing.

Czech-mate? Time will tell.