At the end of last year, Škoda released its first electric vehicle, the ENYAQ, which, like VW’s ID.4, is based on the MEB modular system developed by Škoda. Last week, we had the opportunity to briefly get to know the ENYAQ – the current top model ENYAQ iV 80 was available to us for two hours. That is not enough for a meaningful test, but it is enough for a first acquaintance. And the first impression is often the most important, no matter what it is about!
ENYAQ iV 80 – top model with a large rechargeable battery
All models available so far, i.e. iV 50 (55 kWh battery, 148 hp, over 350 km range/WLPT), iV 60 (62 kWh battery, 180 hp, over 400 km range according to WLPT), and iV 80 (77 kWh battery, 204 hp, just under 500 km range according to WLTP) are driven on the rear axle. The top models iV 80X with 265 hp, as well as the ENYAQ vRS with 306 hp and all-wheel drive are currently only announced, but should be released later this year.
The iV 80 sprints from a standstill to 100 km/h in just over eight seconds with kickdown, and the top speed is limited to 160 km/h – so you can make good progress in all situations.
The ENYAQ uses the VW Group’s MEB platform, but visually it has nothing in common with the ID.4, which is based on the same platform. The large tailgate conceals a spacious and tidy cargo area, the charging cables and other accessories are well organised under a flap below the cargo floor. With the standard charging cable, the iV 80 (and iV 60) can be charged at 11 kW, the base model iV 50 manages up to 7.2 kW. For the ENYAQ iV 60 and iV 80, an increased battery charging capacity (DC) to 100 and 125 kW, respectively, including a 1-year basic fee included with IONITY, is available for an additional charge.
Assistance systems up-to-date
Technically, the ENYAQ is of course up-to-date with lane departure warning, cornering assist, cruise control, front radar with pedestrian and cyclist detection as well as city emergency braking, parking assist, LED headlights and dual-zone air conditioning. On the iV 80, the package is completed by a front and rear view camera with parking sensors. Support for Apple AirPlay and Android Auto is standard. It is all the more incomprehensible, however, that the navigation system is only activated for all variants at extra cost!
The inner values
The spacious interior of the iV 80 is friendly and of high quality, and the Czech offers more than enough space in both the front and the rear. In the front, you sit regally with plenty of space on well-contoured, electrically adjustable leather seats, and there is also plenty of space in the rear with plenty of head and foot room.
A 5.3-inch display in front of the driver provides the most important information, from speed and range to navigation and the status of the assistance systems. A second display with a 13-inch diagonal is enthroned in the centre of the dashboard. This touch display almost completely replaces conventional controls; all settings are made either on the touch screen or the well-functioning voice control, which becomes active in the test car with the prompt “Hey Laura” and works convincingly without any training.
Overloaded user guidance on the display
This is a good thing, because the user guidance on the display is quite overloaded, even simple things like selecting a station on the radio or a fuel consumption and kilometre display have to be done via touchscreen. In fact, you shouldn’t be able to adjust any settings while driving, because that requires more attention than handling a mobile phone, which is strictly forbidden! However, this is not an exclusive Skoda problem, but a general development in modern cars! When asked about this, the Škoda employee said laconically that one had to put up with it, that’s just the way modern cars are.
The problem is exacerbated by the fact that there are a few buttons under the display that are often touched accidentally when operating the display, which can lead to undesirable situations when you actually only want to change the radio station, but instead the hazard lights are suddenly activated or the air conditioning starts blowing at full steam. Thus, during the short test drive, despite intensive efforts, it was not possible to display the current consumption and the distance travelled. When we returned the car, the rental company showed us how to do it: It’s actually quite simple – if you know how!
The ENYAQ masters this discipline with aplomb. The batteries placed in the floor of the car between the wheels ensure a low centre of gravity, the handling is excellent even in curves, and the suspension is comfortable and suitable for long distances. The steering is smooth and direct, with good road contact. The very small turning circle of only 9.3 metres is striking, making the car more agile than many of its SUV colleagues. The available power perfectly matches the relaxed driving feel of the Czech, the acceleration is good, but not brutal, and the possible top speed is rarely exhausted anyway – always keeping an eye on the remaining battery indicator!
There is no transmission in the sense of a gearbox, the small switch in the centre console only knows the driving modes forward, neutral/idle and reverse, as well as a mode “B” for city traffic, in which recuperation has the strongest effect. In this mode, single-pedal driving to a standstill is possible, which is very pleasant in city traffic. The assistance systems did their job inconspicuously and without interruptions, only the adjustment of the recuperation via the paddles behind the steering wheel takes a little getting used to.
Consumption and range
We received the car with a battery that, according to the dealer, was 70% full. Shortly after leaving, the display showed a range of 285 kilometres. Extrapolated to 100%, this gives an actual range of about 400 kilometres – not bad, but clearly behind the WLPT figures in the brochure. At the end of the rather leisurely test drive with just 20 kilometres of motorway, the on-board computer showed a consumption of 19.9 kWh/100 km and a remaining range of 219 kilometres; the brochure promises 16 kWh per 100 kilometres.
Considering the vehicle’s weight of over two tonnes and its size, this consumption is acceptable, but not earth-shattering. On the positive side, however, is the fact that the ENYAQ can tow trailers with a total weight of up to 1,400 kilograms, a feature not yet taken for granted in electric vehicles!
Technical data at a glance
4.649 x 1.879 x 1.616 mm, Wheelbase: 2.765 mm
|Model||ENYAQ iV 50||ENYAQ iV 60||ENYAQ iV 80||ENYAQ iV 80x||ENYAQ iV RS|
|Power transmission||4 x 2||4 x 2||4 x 2||4 x 4||4 x 4|
|Top performance||109 kW (148 PS)||132 kW (180 PS)||150 kW (204 PS)||195 kW (265 PS)||225 kW (306 PS)|
|Max. Torque||220 Nm||310 Nm||310 Nm||425 Nm||460 Nm|
|Acceleration 0–100 km/h||11,4 s||8,7 s||8,5 s||6,9 s||6,2 s|
|Top speed||160 km/h||160 km/h||160 km/h||160 km/h||180 km/h|
|Range (WLTP)||340 km||390 km||510 km||460 km||460 km|
|Price (including 19% VAT)||33.800 Euro||38.850 Euro||43.950 Euro||ca. 46.000 Euo||ca. 50.000 Euro|
In return, you get dual-zone automatic climate control, multifunction leather steering wheel, keyless go, digital DAB radio reception, SmartLink technology for smartphone integration and LED headlights as standard. Government incentives can be deducted from this list price, which means that the basic ENYAQ will currently be available for just over €24,000. The top model ENYAQ iV 80 Sportline is priced from €45,000 and thus remains just under the €40,000 mark after deducting the subsidies. In addition, Škoda promises a delivery time of only a few months, so you don’t have to wait endlessly for your new electric happiness!
Text: Jörn Müller-Neuhaus
Photos: Jörn Müller-Neuhaus, Škoda