This review is taken from two perspectives – from micro to macro if you don’t mind the words economists love to use.
The first is how a car brand, in this case Skoda, has chiselled a place for itself, step by step, to come from virtually nowhere, to be a popular buy on the Irish market.
From rough times on the margin of markets to a share of the limelight – it goes to show what can be done.
It has taken time, effort and money – and the underpinning rock-solid base of owner Volkswagen.
But it is some achievement to be able to say: here are two powerful electric mid-size SUVs that mark the completion of the ‘Enyaq’ family models. They cost from €43,790 to more than €60,000 depending on battery size, output and motors and decor. That is the macro transforming into the micro.
My sample test vehicle was the performance SUV RS. The other one, not tested, is the sleek companion Coupe RS.
They are pitched headlong against mighty opponents in the mid-size electric SUV segment.
I’d say a good proportion of potential buyers would include a lesser powered/priced Enyaq on their short-list for a nicely turned and tuned family carrier.
But ‘RS’ badging and insets, wheels and sound (you get a choice of two) mark this out as performance calibre.
So how did it go?
Early on I had to get a taste of potency. At the same time, we have to obey the laws of the land and road when it comes to speed limits.
The only legal way of sampling such a mixture of acceleration, torque, speed and power is to do what I’ve been doing for a long time.
When absolutely safe to do so, give it a prompt nudge of the right foot when just tickling along. Do it for only a couple of seconds and see how quickly it reacted. It was quick, for me. All the more so because I had all the torque all the time.
Then I decelerated sharply to see how suspension and brakes behaved.
It’s not an utterly satisfactory way of doing things but it made me conscious of the zip it could conjure for a car of its size and weight.
And this is a fair chunk of a car. Maximum kerb weight is 2,750 kgs. It is 4,660mm long, 1,618mm tall, 1,879mm wide and the wheelbase is 2,772mm. Boot capacity is 585 litre which shoots up to 1,710 with the rear seats folded.
And still …. there was a buzz, if not with the hairs on the back of my neck standing to attention from acceleration. But it was nippy. Officially it can do 0-100kmh of 5.4 seconds – thanks to 335hp output.
It drove well within the speed bands and bends within which I guided it in a relatively-sedate trot. Why would you want it quicker unless you have access to a track? Well, that’s me being a bit trite because some of the big guns in its class seem to think you want more.
There is the Tesla Model Y Performance (460hp). It’s quicker to 100kmh (as low as 3.5 seconds). But like the Skoda there are lower-performance models. The Tesla has a bit more interior storage too. But it isn’t as comfortable a drive and has far too sparse an interior, for my liking.
Two other opponents, the Volkswagen ID.4 GTX (335hp) and ID.5 GTX (335hp) work on the same chassis as the Enyaq but manage to find a different blend between tweaks to handling and suspensions.
Then there is the Hyundai Ioniq N which has massive power (641hp) – and track handling to its credit.
The Enyaq also shares the same powertrain and platform as the Cupra Tavascan VZ. The VZ is one of the best I’ve driven for some time. A real car with a difference.
And the KIA EV6 GT has an enormously powerful punch. At 585hp it can take on most and win in a straight-line heads-on.
The critical thing, after all that, about the RS is how, more than many of the others, it melds family transport with on-road pace.
The official combined range is 535kms between refills (usual caveats apply). City range is longer at 654km.
Now, while 335hp is not riveting fast considering what some rivals can attain, it still is an awful lot of power to get up and go. Two electric motors give all-wheel-drive.
A good suspension set-up, kept driving as direct as possible; it’s an important factor where you have a family on board. There is a plush, warm cabin with plenty of room.
The Enyaq was lively on handling and ride, though not as taut as some rivals. But it gets going when required (max speed is a highly illegal 180kmh). Let’s build a picture of what sort of car the Enyaq would be to own.
I picture it in stunning Olibo green metallic, €1,138 extra. Absolutely loved it. Saying that, green seems to be bursting out all over this year. Bring them on. It’s my favourite. Where have all the piseógs gone, warning of green cars being bad luck on the road?
Inside the materials are exec spec. Easy access is a gimme for a car like this. I sat with plenty of comfort: excellent seats, handy little stow slots. And there’s a good front view combined with nice-height driving position. But I needed slightly better rear-view visibility with the second-row seats up.
Cockpit infotainment (13ins screen) is version 2 and generation 2. The big display’s icons are logical, the basic information clearly displayed and located. There is enough tactile instrumentation. I found easy adjustment on my seat and steering wheel while I acclimatised (3-zone air con) to as much of what was on offer as I could. There is, as the brochure proclaims, a lot of comfort and technical driving assists.
I’d be reasonably happy with the suspension. Dampers are set a little on the soft side but still held up well on bends. I probably expected it to be a bit softer, truth be told. All without fuss and with good grip and stability on 21ins Vision alloys. While I expected the drive to be easy I happily found it swift when called on as I outlined earlier. Getting the picture? Well designed, powerful electric ‘performance SUV’ that should appeal to niche-market buyers.
I would, however, have gladly taken a handful more space at the rear. For a family car, I thought it tidy on room.
Then there are other considerations, such as length of time charging for power. The RS models are fastest in the ‘family’ to charge. The useable battery capacity is 79kWh. You can get to 80per cent with Max/Kw DC in 26 minutes at rates of up to 185kW. And there is bidirectional DC charging. Consumption (combined) is 167.5/Wh/km.
In tandem with the striking colour, you get visual accents in glossy black 21ins alloys, and the RS Lounge interior design, as well as a chrome pack.
The tested model price comes to €60,990; optional equipment (metallic) adds €1,138. Total price €62,128.
Equipment is extensive, ranging from Climatronic, 3-zone, air con control panel in rear to a more sophisticated adaptive cruise control.
There is LED Matrix beam headlights and electrically adjustable driver’s seat with memory and massage functions, USB type C data sockets and charging socket with increased charging performance.
There is a split rear seat bench, split-folding backrest with centre armrest, two child seat anchors, extra storage compartments in the boot.
Also there are park assist+ with remote control, front, rear view camera system and two side cameras. And so much more.
And so the Enyaq range is now complete. It highlights in its own way what has been achieved.
But you can’t rest on your laurels for long in this game.
So, looking at the present and to the immediate future – a smaller Elroq; Epiq an entry-level EV, and 7-seater flagship Peaq – are names coming alongside the Enyaq. Another journey has already begun.
