Skoda Enyaq iV review

Don’t worry about the Start button. Just hop in, put your foot on the brake pedal, pop it into D (or B) and you’re away. And it takes precisely no getting used to: the accelerator and brake pedals are well calibrated for smooth driving (though the latter is a bit wooden) and the steering is feel-less but nicely judged as far as weight and precision goes. 

Despite the standard model being rear-wheel drive, it’s not a car you’ll relish driving along a B-road. But that’s fine. It’s a family SUV, so it doesn’t have to be. All the Enyaq needs to do is get your brood from A to B without making them throw up, and it’s stable and settled enough that car sickness shouldn’t be a problem*.

The four-wheel-drive 80x doesn't offer any further dynamic prowess to enjoy, but you do get the smug sense of surefootedness that comes with sturdy traction. Especially helpful with a torquey electric drivetrain, you're much less likely to go spearing off into the bushes.

How refined is it?

Dynamic Chassis Control is a fairly expensive option that rightly few will bother with in the UK. So equipped the Enyaq rides fine, though it’s noticeably more jiggly than it ought to be especially over broken tarmac and potholes. Smaller wheels and the standard springs are probably the way to go on the 80, while the smaller batteried 60 copes with bumps better (most likely thanks to the 100kg difference in kerbweight). 

Wind and road noise are well suppressed though and the Enyaq feels planted at higher speeds on the motorway. It cruises at 70mph quite happily, although it doesn’t get there too quickly unless you're in the 80x.

Go on, how quick is it?

Well, 0-62mph takes 8.2 seconds in the 201bhp 77kWh car (that’s the 80 remember – confusing naming strategy, we know) or 8.4 seconds in the 177bhp 58kWh car (the 60). The 261bhp 80x will get you to 62mph from a standstill in a mere 6.7 seconds. Whichever version you're in, 0-30mph will feel pretty punchy if you’re coming from a normal crossover or SUV. Both 2WD battery sizes bring the same 229lb ft of torque and top out at 99mph, while the 80x offers 313lb ft but the same 99mph top speed. 

The vRS manages the same sprint in 6.5 seconds and tops out at 111mph courtesy of 295bhp and 339lb ft of torque, so it feels quick(ish). In a straight line. Which quickly gets boring. Sure, it also gets firmer steering and sports suspension that lowers the ride height by 15/10mm front and rear, but the rewards are minimal and arguably come at the detriment of passenger comfort. You could feasibly use this as a daily, but we’d wager you’d be better off saving your money and buying a standard Enyaq.

Anything else I should know?

Enyaq 80s (and the vRS) get paddles on the steering wheel to adjust the amount of brake regeneration, or you can stick the transmission in ‘B’ mode to effectively lock it in its strongest setting. Even then it doesn’t give you much retardation though – this isn’t an EV you can practically drive on the accelerator pedal alone.

The Enyaq range is officially rated at up to 4.0mi/kWh for the entry car, 3.6mi/kWh for the sportier 80x, and 3.7mi/kWh for the vRS. We've done long distance runs in the 60 and 80 cars and seen 3.1/pkWh on the motorway, where EVs are at their least efficient. Likewise the 80x and vRS don't reward exploration of accelerator pedal travel, as you’d expect.

*TG accepts no responsibility if your child chunders in the back of an Enyaq. Sorry.