Test of the Skoda Enyaq iV 80, another full-fledged model from the Czech brand


Without going back to the years before its integration into the Volkswagen Group, Skoda has put on the market some of the most successful vehicles in recent years, starting with the Octavia. Now that it has gone into electrification, like the other brands, everything seems to indicate that this list of top models will grow with the Enyaq iV, a pure electric car that really convinces in all aspects.

Before explaining this conclusion in advance, it is worth shedding some light on the labyrinth of possibilities involved in buying an Enyaq, whose iV surname is the one that all the brand’s electrified cars bear. The customer must first choose the battery capacity (58 or 77 kWh), and from there choose between five interior environments -Loft, Lodge, Lounge, Suite or ecoSuite- and choose tire model, which for the first time in Skoda can be even 21 inches, and one of the packages of options made by the brand.

Later will be available a variant with two electric motors and more power, called 80X, a sportier finish, called Sportline, an RS version of the highest level of performance, and a coupe body of which both are in demand lately.

In our case, we have been able to test an Enyaq iV 80, which is combined with a single 204 horsepower electric motor, placed on the rear axle, and can reach 100 km / h from standstill in 8.5 seconds. This value, not negligible for an SUV of more than two tons, already speaks of a remarkable dynamism that, combined with the low center of gravity of the car – usual in electric cars – and a successful adjustment of the suspensions, makes this a remarkably agile, stable and fast model in direction changes.

Unlike others in its class, these qualities are present in all driving modes, from Eco to Sport, and ensure a satisfactory response in all driving circumstances. However, in the latter sport mode, the suspension can be very dry if we take it on a bumpy road or road surface in poor condition in general. In this case, it’s better to resort to Comfort or even Eco if you’re on a bumpy road.The new Skoda model is designed to preserve the comfort that is otherwise the dominant feature of the Skoda model.

The range homologated by the Enyaq in WLTP cycle reaches 534 kilometers. Outside the laboratory, the figure we see on the instrument panel with the battery charged to 100% is around 420 kilometers, but the test we have been able to carry out a few days ago shows that these are real. With an average electric consumption of 18 kWh/100 km, the car easily exceeds 400 km of range, and without skimping on air conditioning or pace when you have to put the accelerator pedal to the floor, something that can not be said of all electric cars.

The driver has paddle shifters behind the steering wheel to change the four levels of lock-up, and can also place the gear selector in position B, which is the maximum level of those. Finally, through one of the menus of the multimedia system there is an option to activate automatic braking, that is, the car will modify the intensity of this according to the speed at which we drive, whether or not there are vehicles in front and if we approach, for example, a roundabout.

In any case, the Enyaq does not have the single-pedal driving function of some of its alternatives, such as the Mustang Mach-e. This means that if you don’t press the brake pedal, the car doesn’t come to a complete stop, but continues to move forward at about 5-6 km/h (3-6 mph).

While we’re on the subject of braking, it’s worth mentioning that, like many electric cars, the Skoda suffers from a certain difficulty in dosing its intensity, especially when braking hard. On the other hand, during normal stops in city traffic, the car stops smoothly with just a light touch of the pedal.

A very spacious cabin and a large trunk

At 4.66 metres in length, the Enyaq is slightly shorter than the Kodiaq, the The largest SUV of the Czech brand. Its cabin is extremely spacious and uncluttered, especially in the rear seats, thanks to the elimination of elements typical of combustion vehicles that are conspicuous by their absence here, such as the transmission tunnel.

The boot, meanwhile, has a capacity of 585 litres, not far from the 650 litres of the Kodiaq, although the best thing is not the capacity itself, but its completely regular shape and the ease with which you can insert and remove suitcases or bags. The tailgate can be electrically operated, as well as a virtual pedal, if you pay the 1,415 euros for the Comfort XL Pack, which includes a fatigue detector, acoustic front side windows, keyless entry on all four doors, tinted rear windows and PhoneBox with wireless charging.

The Enyaq iV has one of the lowest prices among equivalent electric models. The 60 version starts at 39,300 euros, which with the aid of the Moves III Plan can stay at 32,300 in the best case, and the 80 that we tested starts at 45,300 euros.

As standard, all of them have Digital Cockpit, Crystal Face LED grille, newly designed steering wheel, 13-inch central screen, ergonomically certified seats, navigator valued at 750 euros and central airbag between the front seats, designed to mitigate the injuries that can be suffered by driver and passenger when hitting each other during a collision. They can also incorporate head-up display with augmented reality, which in the test unit was seen with difficulty despite adjusting the brightness to maximum, and up to nine airbags.

We should also point out that, at least in the car we drove, the multimedia system took longer than desirable to start up at the beginning of the journey. As the climate control has no separate physical controls, it can take quite a few seconds before we can finally turn it on in the hot sun. These are problems derived from a misunderstood modernity, which insists on grouping everything on a screen and that, in this particular case, we trust that it will be solved with the corresponding software update.

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