Skoda Enyaq 2020 Review

As the Skoda Enyaq is not due to go on sale in Europe before 2021 (and is yet to be confirmed for Australia), it’s still too soon to detail specifics around pricing.

However, it’s predicted that it will have a starting price comparable to that of a mid-spec Skoda Kodiaq (about $55,000). So this will not be a budget EV, but Skoda says it “doesn’t want price to be a hurdle” and it should be competitive with the $60K Hyundai Kona Electric.

Initially, the Skoda Enyaq will be available only with its highest capacity battery, an 82kWh unit, and a rear-wheel drive set-up.

In time the range will expand to offer lower-capacity 62 and 55kWh batteries. Collectively these will be badged as the Enyaq 80, 60 and 50 respectively. That means you’ll have to wait longer for the cheaper version.

There will also be an all-wheel drive model called the 80x and, further down the line, a higher performance variant wearing the RS badge.

Despite the thin layer of disguise seen in our images, you can make out that the Skoda Enyaq is something of a blend between an SUV and people-mover, with a relatively low ground clearance, a raked windscreen and long sloping roofline.

Base versions will ride on 18-inch wheels while range-topping models wear 21-inch rims. The top models will also feature a distinctive illuminated grille that is a nod to the original Skoda Vision iV concept car from 2019.

The suitably modern interior is something of a departure from the Skodas we’re used to seeing in showrooms now, though we’re not allowed to show what it looks like yet.

A two-spoke steering wheel carries over from the new Octavia and there is a small digital screen for the instrument cluster. This minimalist display shows only the essentials of speed, range remaining and battery status.

As the Skoda Enyaq is the company’s new flagship EV, in addition to competitive driving ranges and fast charging, the development team set out to ensure that it is the most connected car it makes.

This will enable owners to remotely control and monitor more aspects of the car through their smartphone devices. Everything from pre-conditioning the cabin with the climate control to checking up on how much time is left to charge the battery fully will be available remotely.

Inside the car, that importance of connectivity will be supported though a new infotainment system, which will support Android and Apple mirroring software.

Two wireless charging pads that are usefully angled to hold devices in place feature in the centre console close to the surprisingly small rectangular drive select toggle for the shift-by-wire automatic transmission.

Depending on specification there will be either a 10- or 13-inch freestanding touch-screen atop the centre console. An augmented reality head-up display will also be offered, along with up to seven interior decors, including two RS trim levels.

Some interior options will feature more environmentally friendly materials, such as plastics and upholstery that are produced from recycled plastic bottles and leather that is tanned with olive leaves rather than chemicals.

All the usual driver assistance features will be included, such as a suite of safety-related functions that monitor the car’s surroundings. The adaptive cruise control will be capable of maximising energy recuperation, while parking assist systems can help guide drivers into tighter spaces.

Skoda’s engineers stopped short of mentioning any type of self-driving or autonomous ability for the Enyaq, so don’t expect anything radical beyond the latest radar cruise control.

Underpinning the Skoda Enyaq is the electric-specific modular platform developed by the Volkswagen Group, called MEB.

Get used to hearing about it as it will go on to form part of a huge number of future models, just as the MQB platform did. It sticks with a conventional skateboard-style set-up that sees the battery lie flat in the floor.

Not since the sporty Skoda Rapid of the early 1980s has there been a rear-wheel drive Skoda in production, but the Enyaq’s platform sticks with a rear-drive format for the most part, using a synchronous three-phase motor with a permanent magnet set-up.

The largest battery version will be offered in a dual-motor set-up with an additional motor on the front axle for all-wheel drive; it will be badged as the ‘80x’.

The base Skoda Enyaq 50 will have a driving range of approximately 350km, but it also has the lowest power output at 109kW, resulting in a 0-100km/h time of 11.4 seconds.

That’s not exactly quick, but remember Skoda will have more potent versions in the line-up. Moving up a step to the Enyaq 60 brings with it an increase in range that’s likely to be close to the 425km mark, plus it’s equipped with a 132kW motor. It’s this version that could prove the sweet spot in the line-up regarding both pricing and performance.

Our time was spent in the rear-drive Enyaq 80, with 150kW output. It is said to be capable of covering up to 500km on a single charge thanks to its 82kWh battery. This version will also allow rapid DC fast-charging at up to 125kW where available.

With the Skoda Enyaq 80x, that power output will increase to 195kW thanks to the second motor, while performance fans will want to hold out for the Enyaq RS, as it’s said to get a 225kW output.

Though the Skoda Enyaq will not feature an air suspension system, the ride quality in this development car seemed remarkably comfortable.

Skoda will offer its adaptive Dynamic Chassis Control system, which does an impressive job of sorting out the surface undulations without transmitting them through to the cabin.

Poorly surfaced roads seemed to do little to challenge the Skoda’s composure, although our test car was riding on 19-inch wheels. We’d question how supple that ride comfort is in models fitted with 21-inch rims.

With the bulk of the Skoda’s weight residing in the lower half of the car there isn’t as much body roll as you would typically find in a higher-riding SUV.

There is a noticeable shove from the rear under sharper acceleration, though, which in some ways makes the Enyaq feel like a much larger BMW i3.

The power delivery is smooth and, while brisk, it doesn’t deliver the kind of headrest-testing rapid surge forward we’ve come to expect from Tesla’s products.

Still, the Skoda Enyaq can build up a head of steam in a brisk enough fashion. Skoda’s engineers did say that the sportiest RS model will hit the 100km/h mark in a respectable 6.2 seconds from standstill.

Even though we weren’t able to sample all of the car’s functionality (the energy recuperation was still being refined, for example), the bulky Skoda did steer with decent precision.

The different drive modes have the expected effect of adding more steering weight and sharpening throttle response, yet we found the default mode to be more than adequate for driving enjoyment.

One of the surprising aspects of the Skoda Enyaq is that it seems to be more of a car developed in-house and not some Volkswagen hand-me-down.

Yes, it shares much of the same core architecture as the VW ID.4, but time with the engineers revealed several elements of the car that are unique.

The Skoda Enyaq will be rolled out in a way that will see early-adopters having to pay more because the largest battery size will be offered first – which is understandable from a car-maker’s accounting perspective – but this strategy could deter buyers seeking a more affordable option.

That aside, the design is as attractive outside as it is on the inside (we were allowed a sneak-peek at the finished product) and, judging by this first early drive, it seems the Skoda Enyaq will be quite an appealing addition to the EV market when it eventually goes on sale.

How much does the 2021 Skoda Enyaq 80 cost?
Price: From $55,000 (estimated)
Available: Late 2021 (TBC)
Engine: Synchronous motor with permanent magnet
Output: 150kW/310Nm
Transmission: Single-speed automatic
Fuel: 0L/100km (500km range)
CO2: 0g/km
Safety rating: TBC