Skoda Enyaq 2026 review | A brilliant all-round electric SUV
Skoda Enyaq cars for sale
5.0
Expert review
Pros
Good value relative to EV rivals
Spacious interior and boot
Comfortable ride
Cons
Standard equipment could be better
Some issues with touchscreens on early models
Sporty vRS model not very exicting
The CarGurus verdict
The Skoda Enyaq is a fantastic electric family SUV that stands comparison with anything else of a similar size, regardless of power source. It’s spacious, comfortable, quiet, feels classy and is excellent to drive. The 2025 update sharpened the design, improved efficiency and added more standard kit, but crucially, it didn’t mess with the Enyaq’s winning formula.
More than that, it’s great value for an electric car with this level of range and practicality. We’d like some of the optional extras to be a bit cheaper, as many buyers will inevitably want to add a few convenience packs, but even with these factored in, the Enyaq remains one of the best electric family cars you can buy.
What is the Skoda Enyaq?
The Skoda Enyaq is the marque’s popular electric family car, and it sits at the larger end of the electric SUV spectrum. It’s designed to do what Skodas do best: offer lots of space and practicality at sensible prices, without shouting too loudly.
First launched in 2020, the Enyaq quickly became one of Europe’s most popular electric SUVs, appealing to buyers who wanted something roomy and comfortable rather than flashy or overly tech-led. In early 2025, Skoda treated the Enyaq to a substantial update, bringing its looks into line with the company's corporate design language, improving its efficiency and range, and adding more standard equipment.
Today, the Enyaq range comes in three distinct flavours. The standard Enyaq SUV majors on space and practicality; the Enyaq Coupe trades a little boot space and rear headroom for a sportier look; and the SportLine and vRS models have stiffer suspension and more aggressive styling.
All versions are fully electric and based on Volkswagen Group’s MEB platform, which the Enyaq shares with cars like the Volkswagen ID.4 and Audi Q4 e-tron. However, Skoda has designed the Enyaq to prioritise comfort, versatility and space over sportiness and glamour, making it a strong alternative to premium-badged electric SUVs.
How practical is it?
As you’d expect of a big Skoda SUV, the Enyaq majors on interior space. The regular version's 585-litre boot is large enough to swallow a chunky double buggy and a big dog (with a boot separator fitted, obviously), plus there’s useful underfloor storage for the charging cables. There was no front boot until one was retro-fitted in early 2026, though, which is a shame as a ‘frunk’ is often the most convenient place to stash cables. And, even when the Enyaq's frunk finally did arrive, it was tiny at just 21 litres.
Rear passenger space is excellent. Even very tall adults will be able to lounge about in the limo-like space on offer, and the flat rear floor means that even the middle seat is genuinely usable rather than a last-resort perch.
Up front, the Enyaq feels airy and well thought-out. It’s easy to find a comfortable driving position with a clear view of the digital instrument panel, while the minimalist dashboard feels calm and classy. The materials are solid and well assembled. Rearward visibility is a little restricted, although that’s true of most modern SUVs.
There’s no seven-seat option in the Enyaq, unlike in the Skoda Kodiaq or Skoda Peaq EV, so if you need maximum people-carrying flexibility, there are your alternatives, depending on your choice of power source. More direct rivals include the Volkswagen ID.4, the smaller but family-friendly Kia Niro EV, and the more stylish Ford Mustang Mach-E.
The Coupe version of the Enyaq loses a small amount of boot space – 570 litres versus 585 – but is otherwise identical to the regular car inside, albeit with a little less rear headroom, but not to the point where it's at all problematic. With the rear seats folded, luggage capacity rises to 1,610 litres in the Enyaq Coupe, or 1,710 litres in the standard Enyaq.
What's it like to drive?
During the years that the Enyaq has been on sale in the UK, Skoda has played around with the batteries and motors on offer on an almost constant basis, meaning lots of variation in power output, range potential and performance over time. Right now, though, there are three different battery options powering four different powertrain options.
The first of these is the Enyaq 60, which has a 61kWh battery feeding a rear-mounted electric motor delivering 187bhp, giving this version an official 0-62mph time of 8.3 seconds, while the official range figure stands at 282 miles. The level of acceleration feels moderate but adequate, and while it tails off when you already doing a decent speed, the car never feel underpowered.
The most popular version is the Enyaq 85. This also has a rear-mounted motor, but this time it delivers 282bhp, resulting in a 0-62mph time of 6.4 seconds. Obviously, that's quite a big jump in power and performance, and you can definitely feel it, but the rate of acceleration feels easier and more muscular rather than feeling properly quick. it's more keen to pick up speed on the move, too. The powertrain is fed by an 84kWh battery, giving an official range of 368 miles, or 373 miles in SportLine trim due to its bigger wheels.
Next up is the 85x, which is different to the regular 85 in two key ways. First off, it has an extra electric motor on the front axle to give it four-wheel drive and a slight power increase to 295bhp. The 0-62mph sprint time falls to 6.1 seconds, but in practice, it feels no quicker that the regular 85. The other difference is that it has a slightly smaller 82kWh battery, meaning the official range figures drop slightly to 356 miles.
At the top of the range sits the vRS model. This also has the second front-mounted motor, this time hiking the power output up to 335bhp, while at the same time snipping the 0-62mph dash down to 5.2 seconds. It clearly feels like the fastest of the bunch, but although undeniably brisk, the general feel of the acceleration on offer is muscular and easy, rather than the barnstormingly brutal power delivery you might be expecting from a car wearing the vRS badge. The vRS also has the smaller 82kWh battery, so the range dips a little further to (a still very useable) 347 miles.
Things are a little different with the Coupe version. The 60 variant isn't offered, and all the versions that are come fitted with the 82kWh battery, including the 85, which in regular Enyaq SUV form, gets the 84kWh unit. The range of that version is slightly worse as a result, but with all the others, the range is actually increased by a few miles to the the Coupe's slinky, slippery roofline.
In its standard forms, the Enyaq is a very comfortable and relaxing car to drive. The pliant suspension does a great job of smoothing over bumps and ruts, but without being so soft that the body bounces around all over the place, while corners are dealt with in a controlled and stable manner. The steering is light without being vague, visibility is good and the responsive electric drivetrain makes even the most tedious of stop-start traffic feel largely stress-free. On the motorway, the Enyaq settles down to a quiet and relaxed cruise, with excellent all-round refinement. It's not the most exciting car of its type to drive, but it is extremely capable, and many drivers will appreciate - and probably prefer - its relaxed and laid-back character.
SportLine model have a slightly stiffer sports suspension and larger wheels, and the ride feels a touch more brittle as a result, but it is only a touch. It still does a great job on ride comfort, even if you won't notice much improvement - barely any, in fact - in the handling.
The vRS gets adaptive suspension as standard, which allows you to soften-off or stiffen-up the dampers in multiple different stages. It's really effective, giving you the option of a pillowy-soft ride at one end of the scale, to a hunkered-down feel at the other. In truth, though, whatever setting you choose, though the overall character of the car doesn't change. It never feels like the hardcore performance car you might expect, but at least the ride is always comfortable regardless of the setting selected.
The adaptive suspension is available on some other versions as part of an expensive option pack, but while it's effective, we really don't think it's worth the extra cash when the standard setup is so good.
Technology, equipment & infotainment
A 13.0-inch touchscreen infotainment screen is standard on every Skoda Enyaq, and is the portal to all of the car’s drive modes and settings, as well as to the media and navigation. Wireless Apple CarPlay and Android Auto, sat-nav, Bluetooth, a DAB radio, USB-C inputs and smart voice control are all included, and the system itself is easy enough to use and benefits from sharp graphics. It’s also a big step up from the system on the pre-facelift Enyaq, which was often too slow to respond to demands. That said, it’s still annoying that the lack of physical air-con controls means delving into touchscreen menus for anything beyond basic temperature adjustments.
Otherwise, the Enyaq boasts a really plush-feeling interior that’s fairly well equipped. Even the entry-level Skoda Enyaq SE L gets 19-inch alloy wheels, LED headlights, three-zone climate control, heated seats, adaptive cruise control, autonomous emergency braking, parking sensors, a reversing camera, an electric tailgate, wireless phone charging and a suite of driver assistance systems.
The Enyaq Edition adds full LED matrix headlights, rear LED lights with dynamic indicators, an electric driver’s seat with massage function and rear side airbags. The SportLine, meanwhile, gets more aggressive styling, 20-inch black alloys, sports suspension, dynamic steering, a head-up display, an upgraded audio system and a 360-degree camera system. Finally, the vRS gains Dynamic Chassis Control adaptive suspension, vRS styling, an electric front-passenger seat with a massage function, and remote control parking. Depending on the trim level you choose, you can also select from a range of interior design options, including Loft, Lodge, Lounge, Suite Black and Suite Cognac.
The standard six-metre Type 2 cable will let you charge up at any home wallbox and most public AC chargers, and a normal 7kW home charger will deliver a full battery in roughly ten hours or 13 hours, depending on the battery size. A heat pump and a universal charging cable are optional extras.
Charging speeds are an Enyaq strong point. The Enyaq 60 supports DC rapid charging at up to 165kW, which is enough to charge the battery from 10% to 80% in 24 minutes using a suitably powerful public charger. Step up to the Enyaq 85 or 85x and peak charging increases to 175kW, with a 10%-80% charge taking 28 minutes. All versions also support AC charging at up to 11kW as standard.
Skoda Enyaq running costs
Despite the risk of spending many thousands on option packs, the Skoda Enyaq is still one of the best-value large EVs on the market. In fact, the Enyaq 60 costs much the same - if not less - than an equivalent petrol or diesel Skoda Kodiaq or VW Tiguan. Even the Enyaq 85 is very good value for such a long-range family EV.
Monthly costs can be higher than with a petrol or diesel equivalent, but running costs are typically much lower. You can also choose to add all the maintenance costs into the monthly payment to spread those out, and some leasing providers also offer access to a non-electric car for occasional long trips.
There are plenty of off-peak and EV-specific domestic power tariffs that’ll cut EV charging costs in half, so it's worth looking out for those in order to minimise your running costs with the Enyaq. Company car tax is still laughably cheap on EVs thanks to very low BiK rates, so a car like this is a no-brainer for user-choosers as it'll save them hundreds of pounds compared with a combustion-engined car.
Insurance groups range from 25 to 37, which is on a par with equivalent SUVs like the Skoda Kodiaq, if a little higher than for the Kia Niro EV. Predictably, the vRS will cost significantly more to insure than the standard versions. Fixed-price service plans are available and typically cost a few hundred pounds in total, helping to keep ownership costs predictable. The Enyaq will also monitor its own condition and tell you when servicing is required, rather than sticking rigidly to mileage alone.
Skoda Enyaq reliability
The Skoda Enyaq is built on the Volkswagen Group’s MEB platform, which underpins a wide range of electric cars from Skoda, Volkswagen, Audi and Cupra, as well as the closely related Skoda Elroq. It even lends this platform to Ford’s Explorer and Capri electric SUVs. As a result, much of the Enyaq’s hardware is proven across a large number of electric vehicles.
A three-year, 60,000-mile warranty comes as standard on the Enyaq, which in truth, is a bit rubbish. You also get an eight-year, 100,000-mile warranty on the battery, which includes protection against excessive degradation, with Skoda guaranteeing at least 75% of the battery’s original capacity over that period. The standard vehicle warranty can be extended to five years and 100,000 miles for an additional cost.
Electric cars tend to be more reliable than petrol or diesel cars simply because they have far fewer moving parts. An electric motor has around four of them as opposed to the 10,000-odd moving parts in a combustion engine. Skoda also has a solid reputation for reliability, finishing 16th out of 30 manufacturers in the 2025 What Car? Reliability Survey. Meanwhile, the Enyaq itself was ranked a respectable 14th out of 27 cars in the latest survey of electric SUVs.
Choose your Enyaq in SE L, Edition or SportLine forms, and the standard paint colour is a solid finish known as Energy Blue. If you're prepared to spend extra, you can opt to instead have you car finished in a choice of other hues. There's another solid option called Meteor Grey, metallic options in the form of Moon White, Graphite Grey and Race Blue, or a pearl-finish option known as Black Magic. Buy a vRS, meanwhile, and you can have your pick of those colours (apart from Energy Blue and Black Magic) included in the price, or there are a few vRS-specific colours to choose from. The lurid Hyper Green colour doesn't cost you any extra, while Velvet Red and Olive Green incur a small charge.
- Brake regeneration is quite mild in the Skoda. This is a system where the car slows down as you lift off the accelerator pedal, using its natural forward momentum to harvest extra energy back into the battery to improve your range. Every EV has it to some extent, albeit some have many modes and some very few, which can range from entirely off to very heavy, one-pedal driving. In default mode, the Skoda’s brake ‘regen’ is barely noticeable at all, but you can nudge it into a heavier ‘B’ setting via the gear selector, while the 85 also gets steering column-mounted paddles that allow you select additional levels of regeneration. All modes are very smooth and easy to judge, so it won’t take you long to get used to it, even if you’ve never driven an EV before. There’s no ‘one pedal’ mode, as you get in the Kia Niro EV. And don’t worry, the brake lights do come on automatically when an EV uses heavy brake regeneration.
- In that fairly extensive list of options that we’ve already mentioned, you’ll see a heat pump costing £1,100. You don’t need to add this just to get heating in the cabin; of course that’s standard, as is triple-zone climate control. The heat pump actually brings more efficient heating and helps to keep the car’s battery at optimum temperature, and will therefore improve your driving range, particularly in winter. It’s estimated that the optional heat pump can reduce the energy used to heat the car by some 40% in very cold temperatures. It’s pricey, though, so if you don’t really expect to need long range ability in winter, you shouldn’t consider it an essential addition.
- If you want the longest range possible: Go for the rear-wheel-drive Skoda Enyaq 85 in either SE L or Edition trim, both of which have an official range figure on 373 miles. This powertrain is available in SportLine trim, too, but that version's bigger wheels chop around five miles of the official range. You also get all of that's best about the Enyaq, including the laid-back and relaxing driving experience.
- If you want the cheapest Enyaq: The Skoda Enyaq 60 in SE L trim is one of the cheapest ways into a large, well-equipped family EV, and it stall has a very decent range of 282 miles. It comes loaded with kit as standard, but we’d recommend the optional Winter Package. This includes heated rear seats and a heated windscreen for cold-weather comfort.
- If style matters: If you don't need the extra shove of the vRS, the Skoda Enyaq 85 SportLine is more assertive-looking than the rest of the range. It gets 20-inch alloy wheels, gloss-black exterior detailing, matrix LED headlights (optional on some other models), sports seats, an upgraded audio system. It can also be has in 85x all-wheel-drive form for extra reassurance in poor conditions.
- If you want the fastest one: The vRS is obviously the one to have, even if it doesn't deliver the thrills promised by the vRS badge. It is roomy, versatile, well equipped, posh-feeling inside, comfortable and refined, but then again, so are all Enyaqs, and the other versions are a lot cheaper.
