Skoda Enyaq review

Exterior & design of the 2026 Skoda Enyaq

• Handsome styling
• Some bright paint options
• Looks classy

When the Enyaq was first launched, it came with a big grille, which you could have seen as being part of the direct lineage from the old Skoda Felicia.

Since 2025, that has gone, replaced by Skoda's 'Tech Deck' look at the front. This splits the lights up, putting the dipped- and main-beam units discreetly out at the sides of the front end, leaving a line-up of four LED running lights each side of what initially appears to be some sort of gloss-black pencil moustache.

We didn't like this Tech Deck look - shared with the smaller Elroq and seen in a developed form on the Epiq and Peaq - the first time we saw it, preferring the Enyaq's older, big-grille appearance (more of a Nigel Mansell moustache, that one...) but we're softening to the design now.

It looks neat and certainly keeps the familiar Enyaq visually fresh at a time when a plethora of newer - and often cheaper - rivals are arriving on the scene.

It does no harm that the Enyaq has been aerodynamically improved over time too, helping - along with more efficient motors and batteries - to stretch the real-world range compared with the original versions.

Going for larger wheels can have something of an impact on that range, but it's not a disastrous one, and they do look rather handsome.

Dimensions of the 2026 Skoda Enyaq

Length:

4,658mm

Width:

1,879mm (mirrors folded)

Height:

1,622mm

Wheelbase:

2,771mm

Paint colours for the 2026 Skoda Enyaq

If you don't want to pay extra for the paint on your Enyaq, you get one inclusive solid colour - Energy Blue. Steel Grey, another solid shade, costs €840 extra and both look smart.

On a basic Enyaq Selection, metallic paint costs €840 if you want Race Blue, Black Magic, Moon White, Graphite Grey or Smokey Diamond Silver. There's also Olibo Green or Velvet Red for €1,138.

If you go for the sporty RS version of the Enyaq, there's the option of an eye-searing Mamba Green paint, which costs €840.

Interior, practicality, tech & comfort of the 2026 Skoda Enyaq

• Lots of room
• Improved touchscreen
• High quality

The Enyaq is a spacious family car, with some family-friendly features and a large boot. It's also well made, with high levels of quality.

As standard, the Enyaq 85 - that's the big-battery version - comes with the 'Suite' interior design, which include synthetic-leather seats (which are very nice), lots of 'Piano Black' cabin trim (much less nice, and a magnet for dust), black fabric door lining and a grey roof lining.

Optionally, you can have the 'Suite Cognac' option which brings with it a gorgeous deep brown synthetic-leather trim for the seats and door linings, and which adds a real touch of class to the Enyaq's cabin.

Sportline and RS versions of the Enyaq get black synthetic leather and 'Suedia' - a soft-touch synthetic suede - for the seats and the cabin trims, along with a black roof lining that creates an appropriately sporty environment inside.

Our test car came with some Laurin & Klement options - named for the two founders of the Skoda brand - which added some slightly more luxurious touches.

While the Enyaq's cabin certainly looks and feels familiar, it's also exceptionally well put together, and for our money is a nicer cabin than that of the related (and more expensive) Audi Q4 e-tron.

Getting comfortable in the driver's seat

The Enyaq's driver's seat has plenty of adjustment in it, including height and lumbar adjustment, and the steering wheel has a good deal of movement through both rake and reach planes so it should be simple enough to find a comfortable driving position for most people.

The small instrument panel behind the wheel means that you probably won't block any of it off with the steering wheel no matter where you put it, and the seats in the front are notably comfortable.

Also notable is just how low you can get the driver's seat, which is great if you're not a fan of a raised-up SUV driving position.

Infotainment and technology

The Enyaq's 13-inch touchscreen was, as with most Volkswagen Group screens, annoyingly fiddly to use when the car was first launched, but things have improved since then.

It's a shame that the Enyaq hasn't gained either the rotary multi-function controls from the Skoda Kodiaq or the physical buttons from the Peaq, but the improved software at least makes the screen itself easier to use than before.

The 'slider' control for the stereo volume is annoying, but at least you can use the more tactile roller switch on the steering wheel instead.

The instrument panel is a small 5.3-inch unit, sunk into the dashboard behind the steering wheel, rather than the larger free-standing 10-inch screen used by newer cars in the Volkswagen Group.

While that means the Enyaq lacks some of the more up-to-date features and displays of those models, the older screen does have the value of simplicity, and the data and graphics shown on it are easy to see and understand.

Under the touchscreen, there is a bank of physical shortcut keys, and these combined with the fact that you can add shortcuts for commonly used items to the screen itself mean that there's not too much digital frustration about.

When the Enyaq's on-screen software was updated, so too was the connection to Skoda's smartphone app, which now includes handy items such as journey planning and charging payments.

Skoda's 'Laura' voice control assistant includes ChatGPT connectivity, but frankly we found it to be just as flaky as most voice-control setups.

Our test car didn't have the new Qi2 technology, enabling charging power of up to 25W for the wireless phone charger, as well as a magnetic connection to hold the phone in place, but it is available for the Enyaq.

Practicality around the cabin

As you'd expect of a Skoda, there's plenty of practical storage in the Enyaq's cabin. There's a large open area at the base of the dashboard, which is home to both storage and a wireless phone charger.

Behind that there are two cupholders which get knurled surfaces at the bottom so that you can open the lid of a bottle of water or fizzy drink one-handed, while there's also a large open storage tray next to the small lozenge-shaped drive selector.

Under the front armrest, there's a spacious storage box, while the door bins are large, with a shaped area to hold a big water bottle. They are also flock-lined so that they don't add to rattles in the cabin.

Rear-seat passenger space

Space in the back of the Enyaq is excellent. There's not quite the same legroom as you'd get in a Skoda Superb or a Kodiaq, but it's more than sufficient for four six-foot-plus people to get comfortable.

There are plenty of storage options back there too, and in spite of the large glass sunroof, there's copious headroom even for taller people in the back.

Fitting child seats to the Skoda Enyaq

The Enyaq has three sets of ISOFIX anchor points - two in the rear seat and one in the front passenger seat. Added to that, the back doors of the Enyaq open wide, and the impressive rear-seat space means that you ought not to have trouble fitting bulky rear-facing seats.

There may not be quite enough space in the middle rear seat for an extra booster cushion though - try before you buy.

Boot space in the Skoda Enyaq

There are simply no concerns about space in the back of the Enyaq as, at 585 litres up to the luggage cover, it has one of the largest boots in its class.

There's a small loading lip if you're heaving in heavier items, but the boot itself is hugely useful, with handy storage areas to each side and plenty of fold-out hooks for bag handles. There are tie-down points for a handy luggage net too.

The rear seats - which split 60:40 and have a load-through for narrow items - can be folded by tugging handles in the boot, which opens up 1,710 litres of storage.

There's also a 'frunk' storage area in the nose, which holds only 21 litres, but that's enough for a neatly coiled charging cable.

Towing with the Skoda Enyaq

As far as the larger-battery Enyaq 85 is concerned, there's a useful 2,000kg braked towing limit. The more powerful RS can lug 2,200kg, but the smaller-battery Enyaq 60 can only manage up to 1,000kg, so be aware of that if towing is important to you.

Safety in the Skoda Enyaq

The Skoda Enyaq was most recently tested in 2025, and it received a full five-star rating from Euro NCAP. That includes scores of 90 per cent for adult occupant protection, 87 per cent for child occupants, 77 per cent for vulnerable road users and 78 per cent for its electronic safety assistants.

Performance of the 2026 Skoda Enyaq

• Two battery options
• Four power outputs and optional four-wheel drive
• Solid efficiency in real-world conditions

The Enyaq is available with two different batteries. The Enyaq 60 uses the smallest battery option combined with a 140kW (190hp) electric motor.

Then there's the more popular Enyaq 85, which gets a bigger battery and a 210kW (286hp) motor, or you can have the four-wheel-drive Enyaq 85x with 220kW of combined power (299hp).

At the top of the range sits the high-performance RS model, which gets four-wheel drive and 340hp as well as a tuned chassis and steering setup which includes the impressive 'DCC' adaptive suspension dampers.

These are available as an option for the standard 60 and 85 models, but they come only as part of the 'Maxx Pack' which costs a stiff €6,887.

Driving the Skoda Enyaq Selection 85 on Irish roads

Words by Neil Briscoe on 13 October 2026

We drove the now discontinued Enyaq 130 model, but mechanically it's an Enyaq 85 so you get the bigger 77kWh battery and a single, rear-mounted 286hp electric motor.

While the 130's 21-inch alloy wheels looked great, they didn't do the ride comfort any favours. Otherwise, the Enyaq is very comfortable, with excellent isolation of wind, road and tyre noise, and so long journeys - thanks to a generous real-world range - just slide by without a murmur of complaint.

True, the Enyaq fidgets a bit too much over urban lumps, but then it's hard to find a modern car where that isn't the case - perhaps the optional DCC dampers might have smoothed that out a little in their softest setting.

It's even decent fun for a driver. Now, no two-tonne family electric SUV is going to be a sports car, but the Enyaq's steering is well-weighted, and it feels surprisingly responsive in corners, even if ultimately the sheer physics of the weight will eventually tap you on the shoulder and remind you of its presence.

The 286hp electric motor, driving the rear wheels, delivers entirely adequate performance: 100km/h comes up in a reasonable 6.6 seconds, and the Enyaq isn't one of those EVs that will have your passengers reaching for the sick bags every time you pull away from the lights.

The overall sensation is of pretty effortless motoring - you sit there in silence and comfort (mostly) while the world scrolls past the windows.

Range, charging and running costs of the 2026 Skoda Enyaq

• Good real-world range
• Not the fastest to charge
• Almost matches its WLTP figure

The Enyaq wasn't an especially efficient car when it first launched, but successive improvements to the battery, motors and electronic management systems have given it a usable real-world range. There are two battery options for the Enyaq which also means two different DC charging speeds.

Battery options and official range

The Skoda Enyaq's entry-level battery is a 58kWh (net) lithium-iron-phosphate (LFP) unit which, combined with a 190hp rear-mounted electric motor, has an official WLTP range of up to 450km.

The Enyaq 85 - the more popular model on the Irish market - gets a 77kWh (net) nickel-manganese-cobalt (NMC) battery which, with a rear-mounted 286hp motor, has an official range of 575km.

Impressively, the 85x Sportline, in spite of having more power - 299hp - from two electric motors, actually has an extra 2km of range, at 577km, which is down to the fact that two motors can regenerate more energy under braking than just the one.

The high-performance 340hp RS version's range, from the same 77kWh battery, stands at an official 528km.

Real-world range and efficiency of the 2026 Skoda Enyaq Selection 85

While you might struggle to squeeze the full 575km out of a fully charged Enyaq 85, around 500km should be doable even with some motorway work.

The Enyaq averaged 17.4kWh/100km in our hands, which is only slightly higher than the most pessimistic WLTP figure for the car, so that's encouraging.

Charging up the Skoda Enyaq

The Enyaq can charge at up to 11kW on AC, which would mean an eight-and-a-half-hour charging time for a flat-to-full top-up on a three-phase outlet. On a home charger at 7.4kW, you'll be looking at more like ten hours for a full charge.

On DC public chargers, the Enyaq can accept up to 165kW, which is fine, but not class-leading (and the 58kWh battery can manage only 105kW of DC charging). At that rate, it'll take 29 minutes for a 10-80 per cent top-up.

There's V2L (vehicle-to-load) functionality too, so you can use the Enyaq as a mobile power bank, and that can be accessed either through an adaptor that slots into the external charging port or via a three-pin domestic socket in the boot.

Servicing the Skoda Enyaq

Skoda recommends that the Enyaq is given a service every 24 months, regardless of mileage and it offers inclusive servicing plans, which start at as little as €13.49 per month to cover your regular servicing and consumables.

The Enyaq also comes with an optional tyre-replacement package, which bundles fresh rubber into the finance plan you use to buy the car.

Skoda warranty

The Enyaq comes with a so-so three-year warranty, the first two years of which have unlimited mileage, with the third capped at 150,000km. There's a separate warranty of eight years or 160,000km for the high-voltage battery, as well as a three-year paint warranty and a 12-year anti-perforation warranty.

Irish pricing & rivals to the 2026 Skoda Enyaq

• Not the cheapest EV around
• High-spec versions get very pricey
• Mid-spec models represent solid value

An Enyaq Selection 60, priced from €41,224, includes adaptive lane assistance, predictive cruise control, a rear-view camera, three-zone air conditioning, automatic wipers and lights, wireless charging, the 13-inch touchscreen, 20-inch alloy wheels, heated and ventilated front seats and a heated steering wheel.

A Skoda Enyaq Selection 85 clocks in with a list price of €43,259. Standard kit includes three-zone climate control, full keyless entry and start, an electric tailgate, wireless phone charging, built-in navigation, heated and ventilated front seats, a heated steering wheel and 20-inch 'Vega' alloy wheels.

An RS will cost you a more senior €61,240 while the Sportline versions of the 85 and 85x clock in at €52,559 and €57,250, respectively.

The most obvious rivals to the Enyaq are the Volkswagen ID. Tiguan and Audi Q4 e-tron - Volkswagen Group stablemates that share the same platform and batteries.

The Enyaq actually feels classier inside than the Audi, which is interesting, but the Tiguan's newer interior is preferable, and it marks a return to using more physical switchgear - which we approve of.

Other rivals are plentiful - the Peugeot E-3008, Jeep Compass, Opel Grandland and Citroen C5 Aircross all use the same Stellantis Group underpinnings, but it's the Peugeot that has the best range.

There's the BYD one-two punch of the Atto 3 Evo (cheaper but a bit smaller) and the Sealion 7 (stylish but pricier), or Ford's Explorer, which uses the same 'MEB' platform as the Skoda, built under licence, but which is a little better on everyday range and something of an underrated car.

The Xpeng G6 is also an interesting rival, with a stylish cabin and solid range and performance, but it's not as nice to drive as the Skoda, while the Toyota bZ makes a more compelling case for itself these days.

Verdict - should you buy the 2026 Skoda Enyaq?

There's a solid argument that the Enyaq is the best all-round electric car that the Volkswagen Group currently makes, although the smaller, more affordable Elroq might raise its hand at that statement. The Enyaq is a handsome car, inside and out, and is smooth to drive, with solid, usable real-world range. It could be cheaper, we suppose, but it's a hard car to argue against.