► Facelifted Enyaq sampled
► Same oily bits, new looks and tech
► Improved aero boosts range
The family-friendly Skoda Enyaq e-SUV has already seen one update giving it more power and range to compete with the best electric cars, but now it’s time for an actual facelift. Visuals are the big news, with different alloy wheels, some new colours and alignment with the latest Skoda design language all present and correct.
Mechanically there’s little to no change here, although the fresh face contributes to a further reduction in drag, boosting range. Once again, two batteries are offered – 62kWh or 82kWh (gross) – with the smallest battery getting 201bhp and the the big one 282bhp. A twin-motor four-wheel drive version is available, but has the same overall power as the punchiest RWD, the same acceleration and a worse range.
We’ve driven all three versions of the Enyaq SUV in Czechia, and sampled the car with and without DCC adaptive suspension to give our definitive verdict. Check out our how we test page to find out our processes.
At a glance:
Pros: Spacious, much better equipped, rides well on DCC, brisk acceleration
Cons: DCC is a pricey option, not a great deal of fun to drive, a bit dull
What’s new?
The Enyaq’s face is the biggest change, adopting the ‘Modern Solid’ design language that’s also found on the smaller Elroq SUV. The headlights and DRLs are now split, the pretend grille meets the bin and there are new wheels. SUVs also now get a silver band running around the base of the body which thankfully becomes body coloured in Sportline trim.
A redesigned steering wheel is now heated as standard (as are the front seats) and it ditches the Skoda logo for text. Standard kit now also includes keyless entry and start, three-zone climate control and tow bar preparation for all trims.
Perhaps most importantly the 13-inch touchscreen has been revised, gaining a few more configurable shortcuts. These make it much easier to navigate to key functions quickly, and there are still a few physical shortcut buttons, too. Charging rates have also been improved to give a sub-30 minute 10-80% rapid charge time.
Remote parking also features for the first time, controlled via a refreshed app with additional features.
What are the specs?
Small battery 60 models get a WLTP combined range of 268 miles and are powered by a 201bhp electric motor. 0-62mph takes 8.1 seconds and the top speed is 99mph.
85 and twin motor four-wheel drive 85x models both have 282bhp and a 0-62mph time of 6.7 seconds. While the single motor version has an official range of 359 miles, the X drops to 332.
What’s it like to drive?
You’d never guess, but it feels just like the existing Enyaq to drive, just perhaps a fraction quieter on account of the more slippery shape.
No version punches like a Tesla Model Y, but all versions feel usefully quicker than a Vauxhall Grandland Electric. A base Enyaq 60 feels plenty strong enough, although like all versions, acceleration tails off as you approach motorway speeds.
The 85 and 85x are brisk enough to worry hot hatches, neither suffering any traction woes in the dry. Only during hard cornering could we feel the front motor helping to pull the Enyaq out of bends. Experience with the pre-facelift car suggests its advantages become a lot more apparent in slippery conditions as you’d expect.
The steering wheel paddles moderate the driveline’s energy recuperation – flick the left-hand switch to increase drag, which equates to shifting down on an ICE-engined car. Even on its maximum setting it doesn’t slow with the conviction of a Tesla Model Y, so you’ll rarely find yourself one-pedal driving. The auto regen function works well, only slowing the car when it detects a need to when you come off the throttle.
You’ll need the DCC adaptive dampers to experience the Enyaq’s ride at its best, and it only comes bundled in the pricey but kit-laden Maxx package. Comfort mode has a delightful compliance that’s only upset by sharp-edged ruts and bumps delivering a bit of a jolt.
Body control is on the looser side of acceptable, with the option to firm things up in Sport mode or find your own favourite damping force in individual mode. One notch firmer than Comfort would be our recommendation.
Without DCC, the damping is towards the firmer end of the adaptive suspensions parameters on the Sportline model we sampled, with lesser Enyaq’s towards the Comfort end.
Cornering is also better than you might expect, with limited bodyroll and precise if uninvolving steering that allows you to really get it into the apex. Still, you’re always aware of its sheer weight so you tend to flow it through corners, rather than flicking it in.
Any sliding of the tail is quickly quelled with the ESC fully on, but It is possible to have the Enyaq dancing beneath you a little once it’s slackened off. Although the ever present stability control smoothly stops any oversteer getting too out of hand, fun can be had. Four-wheel drive 85x versions stop most opposite lock scenarios, at least in the dry.
There are sharper e-SUVs out there, some even on the very same platform. A Ford Explorer is a tighter, more corner-friendly take on the MEB platform, as is the Cupra Tavascan. A Kia EV6 is also worth a look.
What’s it like inside?
Your first impressions are that this is a spacious, well-finished and practical interior. The quality of most materials impresses, with sporty Alcantara and luxurious leather seats available.
Skoda regulars will relate to the controls and user interface for the infotainment set-up. There are very few physical buttons, with most of the car’s functions operated through a large 13.0-inch touchscreen infotainment display. Updates include a configurable favourite bar displayed at the top of the screen that makes it easier to turn off annoying driver ‘assists’ and a range of other items.
There’s also a small yet clear digital instrument display and Skoda’s ChatGTP-enhanced virtual assistant, Laura, not to mention wireless Apple CarPlay and Android Auto. There’s also smartphone app connectivity that allows you to control a number of the car’s key items from the comfort of your own home, such as when to charge or the preconditioning the climate control. A very slick head-up display package is available – we’ve tested it and it works a treat, projecting sat-nav instructions and adaptive cruise control onscreen in a natural way.
The back seats are very spacious, with as much leg- and headroom as a Kodiaq, while the boot has a capacity of 585 litres with the rear bench in place. In short, it’s an easy five-seater, and capable of swallowing everyone’s luggage.
Range and charging
Small battery Enyaq 60 will do up to 268 miles on the WLTP combined cycle, jumping to 359 for the 85. Four-wheel drive 85x sinks to a still respectable 332 miles, with the Enyaq coupe doing a few miles more on account of its better aerodynamics.
Rapid charging rates now stand at a maximum of 165kW for the 60 and 175kW for the 85. That gives the 60 a potential 24 minute 10-80% time, with the 85 taking 28 minutes. It’ll take an Enyaq over nine hours and an 85 over 10 to charge on a regular 7.4kW home wallbox.
Skoda Enyaq review verdict
What look like a few small changes are enough to keep the Skoda Enyaq towards the pointy end of the e-SUV class. It’s not the most agile or entertaining thing out there, but it remains a family-friendly, practical option that puts comfort over cornering.
With so many manufacturers offering ‘sporty’ SUVs that are fast, grippy and totally without fun, having an alternative that isn’t trying to be overly dynamic – possibly one of the most overused and undeserved words used on these launch events – is welcome. If you’re after unpretentious electrified family transportation, step this way.