Skoda Enyaq (2025) Review

Introduction

The Enyaq may have been Skoda’s first electric car, but it rose to become one of the stars of the electric SUV market, beating many of its nearest relations at their own games, and doing so while still offering the practicality, value and quality for which Skoda has become so well known. Yet the time has come for the Enyaq to be updated, and the Czech manufacturer has the enviable task of rejuvenating the Enyaq without damaging its myriad qualities.

Chief among the upgrades is a new nose, which brings the car into line with the smaller Elroq, and improves aerodynamics for better real-world motorway range. At least in theory. New headlights feature as part of the upgrade, along with aerodynamic wheel designs, new bumpers and – in the case of the SUV (as opposed to the Coupe) models – a contrasting silver lower panel design. Fresh tech also features, but will all that be enough to make the Enyaq feel like an all-new product, or will it spoil the previous model’s charms?

At a Glance

The new Enyaq is immediately discernible from its predecessor thanks to the new front-end design, which sees the conventional Skoda grille replaced with a black panel that merges with the sharp headlights. It’s a more futuristic look, and more in keeping with the smaller Elroq, but we aren’t convinced it’s any more handsome.

As before, customers can choose between SUV and Coupe body shapes, but both are very practical, with big boots and lots of space for passengers. The cabin is well-made, too, and the fitment of the latest VW Group technology means the Enyaq is significantly more user-friendly than it was before.

Range is decent, too, with a choice of battery-and-motor combinations available to suit every customer. The Coupe versions are, in theory, more aerodynamic and therefore have greater range, but the models with the biggest 82kWh battery packs all claim an official range of well over 300 miles, and 250 should be achievable for most in the real world.

On the road, the Enyaq feels big and heavy, but then it is. Despite that, though, it’s quite good fun to drive, particularly in SportLine and vRS forms, with the sportier suspension set-ups. It’s comfortable, too, and pretty quiet in most situations, which makes it fairly relaxing to drive. If we have a complaint, it’s with the brakes, which lack a bit of feel, but that’s a minor gripe in a car that’s generally very well sorted. 

Key Features

The design is one of the key features of the new Enyaq, and the new look is decidedly futuristic. Clearly, there’s logic in the move to becoming more streamlined than the old gaping grille, and bringing the Enyaq into line with the Elroq, while the new integrated lights also look much better than the illuminated ‘Crystal Face’ of the old Enyaq. But there was some chunky ruggedness to the old car’s design.

We’re less sold on the silver panels, which are only fitted to the SUV-shaped models and look a bit awkward with some of the paint colours available, but work quite nicely with the Olive Green option. It’s probably wise to spend some time fiddling on the configurator to decide which colours work best.

Once you’ve done that, you can enjoy one of the best all-rounders in the electric car market. Aside from a slightly numb brake pedal, the Enyaq is almost completely free of flaws, and that makes it a very compelling choice for pretty much anyone. If we had to pick a highlight, though, it’s the combination of cabin quality and space that makes the Skoda so useful for family life. Boot space is cavernous, and cabin space is equally generous, almost regardless of whether you choose the Coupe or the more conventional SUV.

Range & Batteries

Skoda is offering the Enyaq with a choice of two different battery sizes, with basic ‘60’ models getting a 62kWh battery pack (of which 58kWh is usable), while the more upmarket ‘85’ and ‘85x’ versions get an 82kWh power pack with 77kWh of usable capacity. In both cases, the battery lives under the floor.

Those who choose the ‘85’ version will get the greatest range, with conventionally shaped SUV models managing 359 miles on the official efficiency test. However, twin-motor, all-wheel-drive versions, and more upmarket versions with larger wheels will manage slightly less distance. Coupe versions, on the other hand, are slightly more aerodynamic and will cover up to 365 miles on a single charge, according to the WLTP economy test.

For those driving a ‘60’ model, which is only available in SUV body shapes, the range falls to 268 miles on the official test. Nevertheless, that’s still competitive in the class, and many will find such a range sufficient.

All that said, though, it’s worth remembering that WLTP figures are often not all that representative of real-world driving, particularly for electric vehicles on long motorway drives, where the motors are at their least efficient. Our test suggested the 85 SUV would manage about 250 miles on a charge in real-world conditions.

Performance and Drive 

As well as a choice of batteries, the Enyaq offers customers a choice of four different electric motor combinations. Choose the basic ‘60’ models and you get a 204hp electric motor driving the rear wheels, which is enough for a 0-62mph time of 7.8 seconds. It’s pretty quick, and it feels faster thanks to the instant response of the electric motor, so you won’t feel as though you’re driving a base model.

But we expect more customers to choose the 85 model, with its bigger battery, longer range and 286hp output, which cuts the 0-62mph time down to 6.5 seconds. Ten years ago, that was the sort of pace that would match a VW Golf GTI in a traffic-light drag race, so customers can have no complaints about the Enyaq 85 being slow.

Interestingly, despite the fact the 85x models have a slightly different battery and an extra electric motor (an additional one on the front axle gives it all-wheel drive), it has the same 286hp output, and the same 6.5-second 0-62mph time. But when the weather turns, it has a better chance of putting that power down by splitting it between the two motors.

Finally, the range is topped by the vRS, which gets a massive 340hp from its brace of electric motors, cutting the 0-62mph time to 5.2 seconds and providing massive overtaking capability. No Enyaq is slow, but the vRS has a pretty startling turn of pace.

That’s combined with a driving experience that borders on sporty, but never quite tips over the edge. Every Enyaq feels big and heavy on the road, predominantly because it is quite big and heavy, but that doesn’t mean you can’t have fun. The steering doesn’t have a lot of feel, but it’s precise, and the car’s body control is pretty good, even without the sportier suspension of SportLine and vRS versions.

That means you can have a bit of fun on a good road, but that doesn’t come at the cost of comfort. The Enyaq can feel a little bit stiff around town, where the weight of the battery has an impact on comfort, but on a faster road, it deals with bumps admirably. The result is something quite relaxing to drive, particularly with the quietness of the electric motor.

But there is a small fly in the ointment, and that comes from the brakes. In the hunt for efficiency, car makers have decided to use the electric motors to provide a kind of engine braking effect, but integrating that with the conventional braking system is a challenge. And in the case of the Enyaq, it results in a kind of disconnect between the pedal and the braking force, which doesn’t exactly inspire confidence. But it’s a very minor complaint in what is a very accomplished car.

Charging

The Enyaq’s batteries don’t just vary in size, but also in chemical composition. Even the batteries used in the rear-wheel-drive ‘85’ and all-wheel-drive ‘85x’ models are different, and that has an impact on charge speeds. So while the ‘85’ versions can charge at a maximum speed of 135kW, the 85x versions can charge at 175kW, which should mean the 85x charges faster, right?

Wrong. Because the 85x can only reach 175kW for a very limited time, there is no difference in charging times from a public ultra-rapid charge point. Both cars take 28 minutes to get from 10% to 80%. And there’s no difference in charging times on a domestic ‘wallbox’ charger delivering 7.2kW, either. Both cars take around 12 hours to charge from empty to full.

Go for the ‘60’ models, however, and you will predictably see charging times shrink. Charging from 10% to 80% on a rapid public charging point takes a few minutes less, while charging from a wallbox is done in about nine hours.

Running Costs & Emissions

Like all electric vehicles, the Enyaq promises very low running costs. If you can take advantage of cheap-rate electricity and charge at home, filling the battery could be very cost-effective indeed. Even if you have to charge using public charge points, it should still be cheaper than running most comparable petrol or diesel cars, although the advantage will not be anything like as notable. But with such long range from the Enyaq’s battery, most customers will likely be able to keep charging away from home to a minimum.

Company car drivers, however, have the most reason to switch to an electric car. The government’s company car tax rates on electric vehicles are almost ridiculously low, and they prove many times cheaper than running even a small petrol- or diesel-powered vehicle. Admittedly, that is true of all electric cars, and the Enyaq is little better or worse than any of its rivals on that score, but as the tax is calculated as a percentage of the purchase price, the Skoda’s relatively low asking price might make a difference of a few pounds a month.

Interior & Technology

Over the years, the Enyaq has made its name by being understated and well made inside, with a minimalist but stylish dashboard that’s well bolted together. That hasn’t really changed with the update, but the new model has been jazzed up a bit with some new interior design options that add a little more colour and style.

Most importantly, however, the quality remains as robust and remarkable as ever, and the Skoda still feels like one of the better-made cars in its class. The material quality is good, too, and though the VW ID.4 is supposedly more upmarket than the Enyaq, it doesn’t really feel that way.

Part of the Skoda’s appeal, however, comes from the technology, which has improved noticeably since the Enyaq was first introduced. Once upon a time, the Volkswagen Group infotainment systems were pretty troublesome, with fiddly menus, unstable software and awful interfaces. But things are much better now, and the 13-inch touchscreen in the latest model is a significant upgrade, offering a cool, crisp display with configurable menus and sharper responses.

Admittedly, there are some ergonomic drawbacks, including the decision to leave the climate control switchgear in the touchscreen, but at least that error has been mitigated by leaving the temperature controls permanently on display at the foot of the screen. It still isn’t perfect, but it’s better.

Similarly, Skoda is persisting with the touch-sensitive slider control for volume, which is a bit useless, but at least the driver can adjust the volume using a roller on the steering wheel. And the digital instrument cluster feels a bit small and cramped – mainly because it is – but cars with the head-up display render that little screen largely unnecessary anyway.

Practicality & Boot Space

Skoda generally prides itself on the practicality of its vehicles, and the Enyaq is no exception. Naturally, how spacious the car is will depend on whether you choose a Coupe or an SUV, but both have plenty of space. Yes, the SUV gets a fraction more rear headroom, but legroom is ample in both models, and even the Coupe’s headroom will be more than adequate for the vast majority of passengers. Only extremely tall adults will find their heads brushing the roof lining.

Similarly, boot space is greater in the SUV, but the Coupe is hardly cramped. The more conventionally shaped models get a 585-litre luggage bay, compared with 570 litres for the Coupe. Both figures are among the best in their respective classes, and either will be adequate for a family holiday or almost any other use case you care to mention. It is worth remembering, though, that the steeper rear window in SUV models means they are more useful for loading bulky items that might smash the windows of Coupes.

Safety

The new-look Skoda Enyaq has not yet been crash-tested by independent safety organisation Euro NCAP, but given it’s structurally much the same as its predecessor, we can infer something from that car’s score. Happily, it scored a full five-star rating, with particularly strong scores for adult and child occupant protection.

And should the new model be tested, we expect it should only improve on that score, with bags of safety technology including autonomous emergency braking to stop the car if the driver fails to react to a hazard, and a rear-view camera to help prevent low-speed manoeuvring mishaps. Adaptive cruise control, which maintains a safe distance to the vehicle in front, is also standard, along with blind-spot monitoring that alerts you if there’s something in the hard-to-see areas over your shoulders.

Options

The Enyaq range is quite broad, and alongside a range of different battery, motor and body shape options, customers also get to choose between a selection of different trim levels. The base version is the SE L, which gets 19-inch alloy wheels, heated front seats and wireless phone charging as standard, along with a reversing camera, the 13-inch touchscreen and an electrically operated tailgate.

Moving up to the mid-range Edition adds clever Matrix LED headlights that can dip solely in the direction of oncoming traffic to prevent dazzle, as well as an electrically adjustable driving seat with a massage function. Dark chrome styling accents are also fitted, and this is the cheapest version available in Enyaq Coupe form – a choice that comes with a panoramic roof as standard.

Then there’s the SportLine trim, which gets sportier bumpers and sports suspension, as well as glossy black styling. A head-up display is also included, along with a Canton sound system and a surround-view manoeuvring camera, plus microsuede upholstery.

Finally, the range is topped by the vRS, which builds on the SportLine with a more powerful all-wheel-drive powertrain, as well as dedicated vRS styling tweaks including 20-inch Draconis alloy wheels, green vRS badges on the wings and a full-width reflector strip at the rear.

Happily, Skoda is offering a bright and varied array of paint options for customers, including the lurid Hyper Green available on vRS models. For a more subdued look, more conventional dark greens, reds and blues are also available, alongside a selection of different option packs.

The Advanced Package will be a key option for many, offering the head-up display and Canton sound system, although it’s standard on higher-specification models. Some will also go for the Maxx Package, which includes adjustable suspension (Dynamic Chassis Control) and a heated steering wheel, as well as the contents of the Advanced Package. For us, though, the Winter Package is key, offering heated rear seats and, more importantly, a heated windscreen that can clear itself in moments on a frosty morning.

Rival Cars

Perhaps unsurprisingly, the number of electric SUVs vying for customers’ affections seems to increase every time you look, but the Skoda’s most important rivals remain the same. As is the Volkswagen Group way, the Enyaq’s underpinnings are not reserved solely for the Skoda, and are instead shared with the Volkswagen ID.4, the Ford Explorer, and the Audi Q4 e-tron. The more coupe-shaped Cupra Tavascan, VW ID.5 and Ford Capri all share much the same basic mechanical components, too.

Each of those cars has its own audience – the Audi is the premium option and the Cupra is the sporty choice, for example – but the Enyaq is arguably the best all-rounder of the lot. With its blend of quality, space and style, it’s a difficult car to beat.

But that doesn’t stop manufacturers from outside the Volkswagen circle having a crack at it. Perhaps the surprise package is the Smart #5, which is a brilliant family SUV with a cool design, albeit without the charm traditionally associated with a Smart.

Elsewhere, many customers will surely consider the new Tesla Model Y, which is a significant improvement on its so-so predecessor, thanks to suspension that actually absorbs bumps and much-improved quality and design.

Perhaps less well known, but equally deserving of attention, is the new Renault Scenic, which looks great and drives well, and matches solid technology with a commendable real-world electric range.

Verdict & Next Steps

Although the Enyaq is not quite perfect, it remains one of the very best electric SUVs you can lease in the UK. Well made, practical and packed with features and technology, it’ll tick plenty of boxes for a huge number of customers. And with a wide range of different body shapes and trim levels, as well as battery and motor combinations, it should be easy to find a version of the Enyaq that slots neatly into your life. 

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Skoda Enyaq.

**Correct as of 18/09/2025. Based on 9 months initial payment, 5,000 miles annually, over a 24 month lease. Initial payment equivalent to 9 monthly payments, or £1952.19 (Plus admin fee) Ts and Cs apply. Credit is subject to status.