Skoda Enyaq iV 80 (2021) in the first test

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How is the Czechs’s first electric SUV doing??

Skoda Enyaq iV 80 (2021) in the first test-first

Some time ago, our French colleagues were able to test the VW ID.4 take a closer look at it. But in the Volkswagen Group, the electric platform called MEB is not only reserved for vehicles with the VW logo in the grill.

And while in Ingolstadt, the final coordination measures on the Audi Q4 e-tron (the premiere is scheduled for April 14th), Skoda is already one step further with the Enyaq iV.

Deliveries to the first customers have been running since February 2021 and I have now been able to subject the electric SUV in Kodiaq format to an initial brief test. The manufacturer made the 80s model available to me for the test drive – according to Skoda the future bestseller in the Enyaq iV model range.

There are five variants

In the overview here you can see in which versions the Elektro-Czech is still available or will be soon (50s, 80x and RS are coming a little later):

The first (optical) impression

It already looks like a current Skoda. Unlike the VW, which comes across as a bit rounded, the Skoda retains its rough edges and does not create a completely new look. With the drag coefficient in the back of the mind, which is much more important for e-cars, that doesn't sound so smart at first.

After all, after a certain speed, the following applies: more wall units, less range. And since there are no engine noises at all, passengers would also be able to perceive any inappropriate and unnecessary air turbulence in the interior.

Even so, an e-car does not have to look the same as an Isar pebble carved by water. The Enyaq achieves its drag coefficient of around 0.26 thanks to a flatter windshield, aerodynamically optimized exterior mirrors and rims, a closed radiator grille, air curtains in the front bumpers, an adjustable cooling blind and a completely closed underbody.

And on the tailgate? There sits "the biggest spoiler we have ever had at Skoda," says Jens Kosyna, Head of Enyaq iV Business Project, with a mischievous smile. For a large wing, Skoda first had to build an electric SUV …

What are the effects of the dimensions for the trunk and for me as a 1.88 meter test person? Quite simply: The Enyaq not only looks like a Skoda, it also feels like one in the interior – at least when it comes to the feeling of space.

The head and legroom in the rear is more than sufficient (unless you are an even bigger seat giant than I am) and the trunk and all other storage areas in the rear and cockpit should not leave any storage space wishes unfulfilled.

Lightweight Light

Otherwise, the interior is already very tidy, which creates an airy atmosphere. The massive use of leather has a somewhat contrary effect. Even if it is a light brown shade and the surfaces have been tanned with olive oil, in my opinion cowhides always provide a time-honored and somewhat conservative flair. Here I would choose the equipment (unfortunately not available in the test) made of organic wool and recycled PET bottles, which is on board in the "Lodge" equipment line.

As with the ID.4, the instruments are limited to a small instrument cluster behind the steering wheel that visualizes the most important driving parameters. Actually a bit unnecessary, because with the huge (but optional) head-up display with AR function, what is happening on the dashboard is only viewed in a second instance.

In any case, the main attraction is the free-standing screen, which is available with a diagonal of ten or 13 inches. Operation is easy even for a novice and the distracting character is limited.

Entirely to switches and buttons like for example at Tesla But you don't want to do without at Skoda. A good thing, because this way the manufacturer does not overwhelm the customers, who for the most part have to jump over their avant-garde range fear shadow when buying an electric car.

Does the interior look half cooked or badly processed? Admittedly, manufacturers sometimes think that their e-models don't have to be as perfect as the derivatives with conventional drives.

For example, savings are made in processing and material selection and points such as cost or weight savings are cited as reasons. There is also hard plastic in the Skoda, but compared to the ID.4, the Czechs have made a little more effort to manage this balancing act.

And how does it drive?

In a nutshell: The theoretical data speak a language that can be found in real experience. In the 80s version that is driven, these are 150 kW and 310 Newton meters, which enable the rear-wheel drive Enyaq to sprint from 0-100 km in 8.5 seconds and achieve a top speed of 160 km / h. The model does not become an electric catapult. Okay, the typical e-kick when starting off is there, but otherwise the Skoda is not necessarily bursting with longitudinal and transverse dynamics.

The battery pack jokingly called the "skateboard battery" by the manufacturer at the bottom of the vehicle architecture noticeably lowers the center of gravity and enables more stable driving behavior than is known from a comparably tall SUV, but more than two tons is more than two tons.

They don't really make up for it with the wonderfully coordinated steering and the adaptive chassis (both adjustable via the modes "Eco", "Normal", "Comfort" and "Sport" and clearly perceptible in the spread).

But that's okay. Because the Enyaq doesn't want a Tesla Model S plaid being. It is an inconspicuous and practical companion for everyday life that just happens to be electric. Like your average Kodiaq with 200 hp diesel. And it will still elicit a bit of fun from you. Promised.

Because if you really want to, you can feel the rear-wheel drive despite the mass – in terms of weight and electronic driving aids. But if you want things to be more snappy, you should probably wait for the all-wheel drive versions with 195 or 220 kW output.

Assistance and technology in abundance

Even if the Enyaq is not a performance revelation in the driven version, it does have other strengths in regular driving. Above all, the large number of assistants that Skoda offers is not to be sniffed at. Would you like an up-to-date system … with almost 100 percent probability you can order it in the E-Skoda – or it is even standard. The car just does most of the work for me and accelerating, braking and steering happen automatically under my supervision. And not somehow coarse, but very decent and without any noteworthy abnormalities.

Clever? Simply clever!

In addition to all the technical refinements in digital style, Skoda does not do without tried and tested (and new) "Simply Clever" solutions with the Enyaq. The rear seats have an extra pocket for the smartphone, in the doors you will find the umbrellas and the washer lock is also a funnel. The mandatory ice scraper? It's now in the tailgate. Skoda no longer wanted to put it in the fuel filler cap, as it will be left open for a long time and without the presence of the owner during the charging process. Practical and pragmatic theft protection at engineering level … for a 50-cent ice scraper.

Range, battery, charging times

As can be seen in the overview graphic above, Skoda attests the Enyaq iV 80 a range of up to 537 kilometers. In a relaxed conversation, however, the manufacturer ensures that customers can count on "over 500 kilometers". With a test consumption of 21 kWh / 100 km – on a unfortunately not very representative route of 50 kilometers – and a net battery capacity of 77 kWh, this results in a more realistic range of around 370 kilometers. But with more country roads and city traffic, more than 400 kilometers should be possible.

The battery pack in the 80s consists of twelve individual modules that can be exchanged independently of one another. A perhaps not insignificant plus point, because if the warranty on the battery expires after eight years or 160,000 kilometers and a replacement should be due – or the development of batteries improves so much that a change makes sense – the entire system does not have to be removed and you can concentrate on the defective or weakest modules.

Unlike the entry-level Enyaqs (50s and 60s), the 80s can be charged with up to 125 kW at a fast charging station. The 50 series, on the other hand, achieves a maximum of 50 kW, the 60 series only 100 kW. This goes from ten to 80 percent in under 40 minutes under optimal conditions. At an 11 kW wallbox you stand from 0-100 percent for a total of 8 hours and 15 minutes and the domestic socket needs almost 40 hours to fully charge the Enyaq.

From the base to the strategy: Skoda Enyaq iV 80 (2021) in the first test-skoda Skoda Enyaq iV 50: Order start for the basic version with 109 kW

Skoda Enyaq iV 80 (2021) in the first test-first VW platform strategy: first car based on PPE as early as 2022

Prices make buyers

It starts at 43,950 euros including 19 percent VAT and excluding promotional bonuses. The sister model from VW is only a fraction more expensive at 44,450 euros. But in detail, the VW will be a bit more expensive if you take a look at the standard equipment.

So 19-inch steel rims are actually still screwed on the Wolfsburg, while the Czechs get at least 19-inch aluminum rims. And compared to other models such as the BMW iX the Skoda is really a snapper. The people of Munich demand at least 77,300 euros for the new addition.

Conclusion

If you like the angular Skoda look, the Enyaq should be the better ID.4. It does everything technically just as well as the VW and is not only cheaper, but also provides a qualitatively better interior.

Despite all the modern – and for some perhaps overwhelming technology – it remains as suitable for everyday use and easy to use as a corresponding Kodiaq with a conventional drive. However, it drives just as everyday. Which is in no way meant negatively.

Picture gallery: Skoda Enyaq iV (2021) in the test

Skoda Enyaq iV 80 (2021) in the first test-enyaq

Skoda Enyaq iV 80

engine Rear electric motor (PSM)

power 150 kW (204 PS)

Max. Torque 310 Nm

Acceleration 0-100 km / h 8.5 s

Top speed 160 km / h

battery 77 kWh, net (lithium-ion battery)

Electric range > 500 km (WLTP)

consumption 16 kWh / 100km

Charging port CCS2 (AC up to 11kW, DC up to 125 kW)

Charging time With DC 125 kW 10-80% in approx. 33 – 38 min

length 4,649 mm

broad 1,879 mm

height 1,616 mm

Trunk volume 585 – 1,710 liters

Empty weight 2,090 – 2,308 kg (depending on equipment)

Trailer load 1,000 kg (braked on a 12% gradient)

Number of seats 5

Base price 43,950 euros

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