The Czech crossover claims to have the weapons to convert ever more families to electric. We wanted to check.
How far is it possible to go? This is one of the first questions that arise when getting behind the wheel of an electric car. In fact, this is once again the case with the Skoda Enyaq. First of all with the feeling that the trip could immediately stop even before leaving the parking lot where we have just taken possession of it. Or at best, around the corner. Definitely, it does not go very far …
Despite with an almost miraculous turning circle of only 9.3 m, and its 4.65 m long and 1.88 m wide, comparable to the dimensions of a Peugeot 5008, the Czech crossover raises concerns about the intransigence of underground parking and the aggressiveness of street furniture. In maneuver or in the heart of traffic, behind a profiled windshield and a dashboard that extends as much, it is not easy to get a precise idea of the size.
But it is also the flip side of an otherwise very appreciable driving position, almost worthy of a sedan. The range of adjustment of the steering wheel and seat, ideally enveloping, makes it possible to adopt a less vertical and more relaxing posture than on board a real SUV.
As soon as the lanes widen and the traffic becomes thinner, this ergonomics makes sense. The Enyaq has a taste for travel. As expected, its 100% electric engine combines smoothness, discretion and responsiveness as almost no thermal unit is capable of. The 204 hp and 310 Nm of our 80 version, of the name of its battery (82 kWh gross to be precise), do not suffer unduly from the more than two tons they have to move. The accelerations, pleasantly continuous in the absence of real transmission, seem at least as tonic as the 8 ”6 announced at 0 to 100 km / h presage it. It is only on the fast track where the relaunches fall more into line because of the shortness of the synchronous machine at high speed. Nothing, however, that detracts from the general feeling of serenity.
The road runs tirelessly in silence and effortlessly. This ambient fluidity is also maintained by the optional controlled damping which keeps the crew at a safe distance from road imperfections. Conversely, for whom comfort is a criterion, it is better to avoid the large 21 ”rims here in the picture. Going from one car to another, only a few hectometers were enough for us to make a real difference with the mounting, also optional, of 20 ”of our copy, more conciliatory.
Appreciable most often for its flexibility, said suspension stiffens enough on demand to satisfy lovers of small roads swallowed at a good pace. Without turning into a GTI, the Enyaq brakes its cash movements better to reveal a gently playful temperament, underlined by a straightforward steering, with variable gear ratio as standard on this engine.
Soon available with a second motor on the front axle to double the number of its driving wheels and increase its power to 300 hp, this wagon does not completely deny its enthusiasm for propulsion. At the risk of being irrelevant, we even dream of being able one day to disconnect the ESP, at least partially …
The feeling of the brake pedal nevertheless reminds us that this cousin of the Volkswagen ID.4 is obviously not sporty. Under the effect of energy recovery, adjustable in three levels from the paddles on the steering wheel, its consistency is confusing due to its variations in fast driving.
The atmosphere on board does not make you want to shorten the journey any more, but for good reasons this time. Rather than between different finishes strictly speaking, the catalog gives the choice among a panel of atmospheres. Our Lodge version is characterized in particular by its warm and rewarding interior, partly using new wool for the upholstery and fabric upholstery for the dashboard and storm doors.
Which does not exclude the presence of modern displays, like the 13 ”multimedia touchscreen interface on the center console. The digital instrument cluster nonetheless stands out with its only 5.3 ”, but it is finally well supplemented, unfortunately as an option, by the head-up vision, capable of projecting a lot of information, some of which in augmented reality.
And because it’s a Skoda, which is based on the Volkswagen group’s MEB platform dedicated to electric propulsion, this machine halfway between the raised station wagon and the SUV is full of storage, reserves a welcoming space for 5 people and a large trunk of at least 585 liters. Too bad the modularity is limited to folding rear seat backrests.
In the end, the Enyaq is endearing enough to almost make you regret not existing with thermal mechanics under the hood. Not that its autonomy is catastrophic. If we have not succeeded in approaching the threshold of 400 km despite the useful 77 kWh of the battery installed in the floor, it is because we did not spare the right pedal on a route mainly road and motorway. And as an option, the on-board charger admits up to 130 kW, or even 170 kW by the end of the year thanks to an upcoming update to reduce downtime. But as still too often, the question of access to the terminal itself arises. Especially on long journeys, because of a network that still leaves so much to be desired in our beautiful country.
Successful, the Enyaq actually gives desire for electricity. But in France, it still depends too much on a developing infrastructure.
- Driving license
- Atmosphere on board
- Practical aspects
We like less
- Network dependency
- Apprehension of the template
- Brake pedal touch
Skoda Enyaq iV 80 tech. Sheet
- Tested version: € 47,820
- From 47,820 €
- Combined manufacturer consumption / during the test (kWh / 100 km): 15.2-21.6 / 21.5
- CO2/bonus : 0/3 000 €
- Fiscal power: 5 CV
- Country of Manufacture: Czech Republic
- Electric from 150 to 204 hp, from € 36,050 to € 50,330
- Motor: rear, permanent magnet synchronous electric
- Transmission: rear-wheel drive, single gear
- Power (hp): 204
- Couple (Nm) : 310
- Weight (kg): 2,015
- Long.xlarg.xhaut. (m) : 4,65×1,88×1,62
- Wheelbase (m): 2.77
- Battery capacity (kWh): 82
- Mixed manufacturer autonomy / during the test (km): 507-356 / 358
- Max speed (km / h): 160 (limited)
- 0 to 100 km / h: 8 ”6
- Series tires: AV 235/55 R19 – AR 255/50 R19
- Test tires: AV 235/50 R20 – AR 255/45 R20, Bridgestone Turanza Eco
- Elbow Width (Front / Rear): 151/148
- Rear leg length: 76
- Chest at 5 / at 2 (l): 585/1710
- Panoramic sunroof: € 995
- 130 kW on-board charger: 525 €
- Controlled amortization: € 940
- Volkswagen ID.4, from € 39,370
- Kia e-Niro, from 37 100 €
- Hyundai Ioniq 5, from € 43,600
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Skoda Octavia RS tests: the natural essence
Mercedes Class E 300 e test: electric atmosphere
Renault Arkana test: image capture