Dusseldorf The man with the white beard immediately notices that this is my first trip in an electric car. I want to charge the battery of my Skoda Enyaq, so I step forward in the parking bay at the rest area. But the cable does not extend from the charging station to the car. I should reverse into parking, he explains and shows me how to charge the Stromer correctly.
Half a year ago he bought an e-car, he says, when the cable was plugged in. The driving experience is unique. When he says goodbye, he says: “You have a nice vehicle there.”
One that I would like to take across Germany once: From the Rhineland to Frankfurt, later to Bavaria – and back. That should be feasible with a few charging breaks, Skoda promises a range of over 500 kilometers. What it looks like in reality – the Handelsblatt does the test.
My first e-car ride is in Skoda’s first electric SUV: the Enyaq. “Enya” means something like “source of life” and all Czech SUVs have the “q” in their name. The Enyaq is the sister model of the ID.4 from Volkswagen. The biggest difference: the Skoda is available from 33,800 euros – the ID.4 costs 3000 euros more in the basic configuration.
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Buyers can deduct almost 10,000 euros from government subsidies and discounts from the basic price. This makes the Enyaq cheaper than almost any other electric mid-range SUV and roughly in a price league with the Opel Mokka E. The Czechs, who are considered a cheap alternative to VW in this country, are hoping for a bestseller.
The Enyaq does not have to shy away from the comparison with its VW sister. Skoda has been a cheap alternative to the core brand VW for years, which is why the Enyaq was eagerly awaited by many electric car fans. In many comparison tests, the Skoda even does better than the ID.4, and buyers don’t have to fear any compromises despite the lower price. On the contrary: In Wolfsburg one should be concerned about the Czech competition.
Skoda offers the Enyaq in three battery sizes: with 55, 62 and 82 kWh. The models offer between 148 and 306 hp, all of them have rear-wheel drive. I drive the Enyaq iV 80 in quartz-gray metal paint with the largest possible battery and 204 hp. Including special equipment such as high-quality leather upholstery, the test car comes to a price of 57,500 euros, which is impressive for a Skoda.
When it comes to extras, Skoda remains true to its line: The brand’s first Stromer also has an umbrella compartment in the front doors, an ice scraper in the tailgate trim, a small wastebasket in the driver’s side compartment and mobile phone holders in the headrests.
Decent acceleration despite two tons of curb weight
Unlike many other models from the somewhat staid VW subsidiary, this SUV makes an impression at first glance. The 2.1-tonne colossus comes along with its huge rims, and the illuminated radiator grille attracts the attention of passers-by. This Skoda is an eye-catcher.
The door unlocks itself when I approach the car. When closing the door, my passengers and I have to use a lot of strength, which is different from what I am used to with new cars. On the other hand, the Enyaq offers all the comfort you are used to from electric cars while driving. Even when driving on the autobahn, there is no droning or humming into the interior. The SUV glides along with noiseless power.
The massive design and the illuminated radiator grille make a powerful impression even when the vehicle is stationary.
(Photo: Michael Scheppe)
Up to 585 liters go into the trunk, enough space for luggage or shopping.
(Photo: Michael Scheppe)
The Czech makes an impression especially in city traffic and, despite its enormous weight, quickly sprints to 50 kilometers per hour. The Enyaq can reach 100 km / h in 8.6 seconds, the manufacturer promises. In comparison with other electric cars, this is certainly not a top value, but for the Skoda, which is intended as a family carriage, that is completely sufficient.
The Enyaq iV 80 swims well with traffic on the motorway, but rapid overtaking maneuvers are not possible. I am glad that I drive the 204 hp variant, the smaller engines should have their troubles with the weight of the Czech.
What surprises me again and again negatively: The brake does not apply until very late. I’m used to that from my Golf VI, but my gasoline engine is twelve years old and not two months like the Enyaq. It is true that the electric models of the Volkswagen Group recuperate when you lightly step on the brake pedal, but the actual mechanical brake only intervenes later; but sometimes too late for my taste.
Much less range than promised
The car cannot go faster than 160 kilometers per hour, Skoda seals it off at this speed. For good reason: the length of the green bar that shows the battery charge status on the touchscreen decreases rapidly at this rate. To minimize power consumption, I drive most of the time in eco mode, which limits the speed to 130.
But even so, the range remains well below the manufacturer’s promise. Skoda gives the distance per battery charge with up to 521 kilometers. But I can only manage 350 to a maximum of 400 kilometers – a quarter less than promised.
This is not enough for a real long-distance car, especially since the test took place in summer temperatures between 20 and 25 degrees. How does it have to be at times of the year that place particularly high demands on the battery?
The two-ton truck goes from 0 to 100 km / h in 8.6 seconds, which is more than enough for a family carriage.
(Photo: Michael Scheppe)
Particularly annoying: I can’t always trust the information from the on-board computer when it comes to energy consumption. On the way back from Bavaria, the car promised a range of over 200 kilometers, but I actually only managed 150, despite the same driving style.
Actually, I had carefully planned my tour using the app and picked out possible charging points. But I had to quickly discard this plan. The range just wasn’t enough. Instead of the targeted fast charging station at the motorway rest area, I have to go looking for something in the Hessian province.
Skoda indicates the average consumption with 16.7 kWh per 100 kilometers. A value that can best be achieved in the city and on the country road. On my long-distance journey, I tend to get 19 to 23 kWh. This means that the Skoda is not as economical as stated, but it is a bit better on the road than the technically related VW ID.4.
Charging: to 80 percent in 40 minutes
On the drive to Bavaria I have to stop twice to charge: once for an hour, once for 20 minutes. These are more breaks than I would take with my combustion engine, but on a total of a good seven-hour vacation drive, that’s not a real obstacle. Anyone who has to go to a hasty business meeting could run into more problems because of the loading times.
When the battery level is low, a whopping 125 kW arrive at a DC fast charging station. As with many e-cars, this value decreases quickly; when the battery is almost full, the Skoda only charges with 40 kW.
Charging from ten to 80 percent takes about 35 to 40 minutes at the 300 kW fast charging station.
(Photo: Michael Scheppe)
Charging from ten to 80 percent takes about 35 to 40 minutes at the 300 kW fast charging station. And the battery is fully charged after just under an hour. That’s not bad. Models like the Audi E-Tron or the Porsche Taycan are full again much faster, but they are also many times more expensive.
In the basic configuration, the Enyaq can only be charged with 50 kW. The upgrade for up to 125 kW charging power costs 500 euros extra. That’s steep, but a sensible investment. Charging from the socket would take 35 to 40 hours, which of course makes little sense in practice. On a wallbox it would be eight hours (with eleven kW) to twelve hours (with 7.2 kW).
Large touchscreen, not very intuitive to use
Between the charging breaks, my fellow travelers and I always enjoy the interior of the Enyaq. The interior is pleasing and modern, the seats and fittings are in high-quality gray-black leather in the special equipment.
There are many storage options, you can sit comfortably and have a good view of the street. Even my tall friends can comfortably find space in the back row – even in the footwell because there is no center tunnel.
The large touchscreen above the center console catches the eye. In my test car with special equipment it is 13 inches tall, there are at least ten inches as standard. Behind the steering wheel there is only a small display with the most necessary information, which is completely sufficient.
The large touchscreen in the test car is 13 inches, and there are ten as standard.
(Photo: Michael Scheppe)
There is also plenty of space for tall people in the back row – also because there is no center tunnel in the footwell.
(Photo: Michael Scheppe)
But as beautiful as the touchscreen is, its operation is just as unintuitive. The resolution is good, but the display reacts with a delay, and the built-in navigation system has an appearance from the early 1990s. My old iPhone was able to do better ten years ago.
The menu navigation is also complicated. To change the radio station, the driving mode and the ventilation intensity of the air conditioning, I have to press the screen several times because there are only a few haptic buttons that I could operate without looking. This distracts from the traffic almost as much as composing a WhatsApp message, and voice control also proves to be complicated – and so I sometimes have to ask my fellow travelers to change radio stations.
After all: the multimedia system works perfectly, at least a few moments after starting it.
Conclusion: Inexpensive family carriage for city traffic
Two weeks and 1,700 kilometers later, I have to return the Skoda. With the Enyaq, the Czechs have brought a cheap, visually appealing and well-equipped mid-range SUV onto the market that can be a worthwhile alternative to the combustion engine for many families – especially for those who primarily want to use it as a city car.
Longer trips on vacation, on the other hand, can be tedious with several charging breaks, because the range is a little less than promised by Skoda.
Back in my Golf, I appreciate the haptic buttons again, which make it much easier for me to operate. But I will miss the fast approach and the smooth driving feeling of the Skoda.
Technical specifications
- Length: 4.65 meters
- Width: 1.88 meters
- Height: 1.62 meters
- Wheelbase: 2.8 meters
- Empty weight: 2.1 tons
- Trunk volume: 445 to 585 liters (rear)
- Motors: E-motor (rear-wheel drive)
- Output: 109 to 225 kW (148 to 306 hp)
- Max. Torque: 310 Nm
- Acceleration: 0-100 km / h: 8.6 seconds
- Top speed: 160 km / h (cordoned off)
- Battery capacity: 55, 62 and 82 kWh
- Consumption: 19–23 kWh / 100 km (in the Handelsblatt test)
- Range according to the manufacturer: 362 to 536 kilometers (WLTP) (significantly lower in the test)
- Charging: Wallbox (11 kW): around 8 hours, fast charging station (300 kW): 10 to 80 percent: around 40 minutes
- Price: from 33,800 euros
- Price of the test car: 57,500 euros
More: Electric hopefuls in the SUV class – that is what the VW ID.4 can do