Skoda’s largest electric vehicle (EV) only launched in Australia last year, but the Czech brand has decided it’s already time to update the mid-size electric SUV.
The arrival of the facelifted Skoda Enyaq in Australia is, by Volkswagen Group standards, not actually that far behind its European debut. It’s at least a lot closer to parity with Europe than the previous version was.
The Enyaq was first revealed in late 2020, launching in Europe the following year with 50, 60, and 80 powertrains, and only in the SUV body style. Launching in 2024 was both the Coupe body style and the 85 powertrain, which was the first combo to be brought to Australia.
Since then, the Enyaq has posted okay-ish sales numbers against its Czech siblings, but it’s still floating in a void compared to its segment-mates. With 149 sales so far in 2025, it’s much less popular than segment leaders like the Tesla Model Y and Kia EV6, and even the struggling Toyota bZ4X (596) and Mercedes-Benz EQB (561).
But Skoda’s looking to change that, because this round of updates has brought a raft of tweaks that should make it more appealing to electric SUV buyers – not least because of its new starting price.
Still available is the 85 powertrain with an 82kWh battery, but it’s now shrouded in a new skin that includes the SUV body style for the first time in Australia.
The big news, however, is that the cheaper 60 powertrain will now be sold here. It features a 63kWh battery and brings the range’s starting price below $55,000 drive-away, while still maintaining a healthy list of standard gear – but that variant won’t be here until November at the earliest.
Whether that can shift the Enyaq’s fortunes remains to be seen. For a first look at the updated model, Skoda invited media to New South Wales’ Hunter Valley region, where we drove the 2026 Skoda Enyaq 85 Sportline in both SUV and Coupe body styles.
Are these updates just what the doctor ordered for this big Czech-built EV?
How much does the Skoda Enyaq cost?
The Enyaq SUV and Coupe 85 Sportline models are priced at $63,990 drive-away and $68,990 drive-away respectively, while the 60 Select is significantly cheaper at $54,990 drive-away.
| Model | Price before on-road costs | Drive-away pricing |
|---|---|---|
| 2026 Skoda Enyaq SUV 60 Select | $50,990 | $54,990 |
| 2026 Skoda Enyaq SUV 85 Sportline | $59,990 | $63,990 |
| 2026 Skoda Enyaq Coupe 85 Sportline | $65,990 | $68,990 |
The only carry-over Enyaq variant available at launch is the Coupe Sportline, which is now significantly cheaper – down from $69,990 before on-roads for the pre-update model.
In terms of rivals, the BYD Sealion 7 is priced at either $54,990 or $63,990 before on-road costs, depending on the variant, while the Tesla Model Y RWD costs $58,900 before on-roads. The Kia EV6 Long Range is also priced at $72,590 before on-roads.
Additionally, the Toyota bZ4X starts at $66,000 before on-roads, and the Subaru Solterra starts at $69,990 before on-roads.
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
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What is the Skoda Enyaq like on the inside?
Virtually unchanged from before, but noticeably different from other new Skodas while retaining an upmarket quality.
The Enyaq’s pre-2024 build status means its interior isn’t equipped for Skoda’s fancy Smart Dials, but the functionality here is still of a high standard. It’s minimalist but much ‘fuller’ than the much more spartan Model Y.
The headlining feature is still its 13-inch infotainment display. It offers sharp graphics and snappy responses, while you’ll notice several always-on panels that make it easy to navigate – even when using wireless Apple CarPlay or Android Auto.
These are split into two sections at the top and bottom of the screen. At the top is where you’ll find driving-related shortcuts like handy buttons to quickly disable the car’s safety systems that annoy you most.
At the bottom are app shortcuts, which make it easier to jump between things like navigation and smartphone mirroring. Better yet, these are all customisable, and you can swap shortcuts in and out to suit your needs.
The climate control system is also placed on the screen’s bottom ribbon, which is always accessible regardless of which app is open. We don’t love the use of screen-only climate interfaces, especially in the Enyaq, where the only physical button is a hotkey to open the broader climate menu.
This hotkey sits in an array of seven other buttons for various key functions, and we like that they’re all finished in durable black plastic. In fact, piano black plastic is almost nonexistent here.
You’ll find some below the infotainment screen and on the steering wheel’s spokes, but that’s about it – the wheel’s buttons are refreshingly finished in either dull plastic or brushed silver, though there aren’t many of them, which means figuring everything out may take a moment.
The most confusing thing will be navigating the tiny 5.3-inch digital instrument cluster, which sits in a hole in the dashboard. Buttons on the left of the wheel can be used to navigate its few menus, which comprise trip computers and navigation instructions, among others.
The steering wheel itself is unchanged, and continues to show off its sporty sculptings behind perforated leather. Skoda’s wordmark has replaced the winged arrow logo on the centre pad, which looks smart on the premium-feeling wheel.
On that note, Skoda’s material choices throughout the cabin are excellent. There’s a cohesive visual theme that everything adheres to, while the sporty seats finished in leather and suede make the Enyaq a nice, comfortable place to spend time.
It’s worth mentioning that things like powered adjustment for both front seats are now standard in the 85 Sportline, which were part of the optional Ultimate Pack previously. That pack still costs $6000 but is only available for the SUV, in which it adds niceties like an augmented-reality head-up display and a 12-speaker Canton sound system.
These improve things but aren’t more than nice-to-haves. Otherwise, the front of the cabin offers several storage cubbies including two cupholders, a decent central storage box under a soft armrest, dual USB-C ports, and a wireless phone charger.
Moving into the second row, the Enyaq doesn’t lose much between the Coupe and SUV body styles. In fact, headroom for grown adults is pretty good in both, and the Coupe is even fractionally taller than the SUV… somehow.
Legroom is also strong, and the bench seat is softer than you’d expect too. It’s cupped out in the right places and makes for a comfortable place to be, though space in the middle seat isn’t ideal – one of the car’s many ‘Simply Clever’ additions is a storage tray where the driveline tunnel would usually be, which destroys legroom in the middle.
It’s still handy when in place, with its divided cubbies and additional cupholders, but at least it’s removable too. Other handy items include the multi-tier map pockets on the front seatbacks, manual rear window sunshades, and Skoda’s signature umbrella in the driver’s door.
Other rear seat amenities include dual rear-facing air vents and a pair of USB-C ports, while the outboard seats are heated in both body styles.
The Enyaq Coupe retains its 570-litre boot capacity, but the SUV bumps storage up by 15 litres with the rear seats in place. There isn’t much difference between them when it comes to floor space, but you do get a little more vertical room in the SUV.
All Enyaqs get a powered tailgate, as well as several storage nooks scattered around for odds and ends like charging cables. Skoda even includes a handy carry bag to keep your cables tucked away.
Under the floor is a compartmentalised tray, which gives you even more space for loose items while maintaining the completely flat floor above.
It all feels very familiar if you’re used to modern Skodas. The only major downside is there’s no spare wheel, so you’ll have to make do with a tyre repair kit instead.
| Dimensions | Skoda Enyaq SUV | Skoda Enyaq Coupe |
|---|---|---|
| Length | 4658mm | 4658mm |
| Width | 1879mm | 1879mm |
| Height | 1622mm | 1623mm |
| Wheelbase | 2766mm | 2766mm |
| Cargo capacity (VDA) | 585-1710L | 570-1610L |
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
What’s under the bonnet?
Two powertrains make up the Enyaq range, differing in battery size and peak outputs. Both send drive to the rear wheels exclusively.
| Specifications | Enyaq 60 | Enyaq 85 |
|---|---|---|
| Drivetrain | Single-motor electric | Single-motor electric |
| Battery | 63kWh (59kWh usable) li-ion | 82kWh (77kWh usable) li-ion |
| Peak power | 150kW | 210kW |
| Peak torque | 310Nm | 545Nm |
| Drive type | Rear-wheel drive | Rear-wheel drive |
| Tare mass | – | 2230-2200kg (SUV- Coupe) |
| 0-100km/h (claimed) | 8.1s | 6.7s |
| Energy consumption (claimed) | – | 15.9-15.5kWh/100km (SUV-Coupe) |
| Claimed range (WLTP) | 410km | 547km-561km (SUV-Coupe) |
| Max AC charge rate | 11kW | 11kW |
| Max DC charge rate | 165kW | 135kW |
We don’t blame you if you didn’t notice, but the 85’s maximum DC fast-charging rate has been brought down from 175kW to 135kW. Skoda says this is better for the battery’s long-term health, as it can maintain its peak charging rate for longer than before without getting too hot.
That gives the Enyaq 85 a 10-80 per cent charging time of 28 minutes, which is on par with the Model Y RWD but down on the EV6’s 18 minutes. The Enyaq 60, meanwhile, can charge at 165kW for a 10-80 per cent time of 24 minutes.
We didn’t get enough time in any one car to record a representative real-world energy consumption figure, but we saw a figure of around 22kWh/100km in one SUV tester.
It’s also worth noting that the Coupe body style is now more aerodynamic than before. The revised styling has given it a lower drag coefficient, which makes it more efficient through the air and therefore more energy efficient.
This contributes to a reduction in energy consumption, with its new claim of 15.5kWh/100km down from 15.9kWh/100km previously.
Unlike in many of its rivals, there’s also no under-bonnet storage in the Enyaq. Instead, there’s something that resembles what AI would create if you asked it to generate an image of an engine.
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
How does the Skoda Enyaq drive?
Skoda’s launch took us on some genuinely shocking roads throughout the Hunter Valley, the upside of which was that they revealed a lot about the Enyaq’s ride quailty.
It’s really a tale of two cars here, entirely dependent on the suspension setup installed. Keep in mind that we only drove the sharper Sportline trim, so it’s difficult to know whether our impressions here will apply to the Select.
We found the non-adaptive suspension in the ‘standard’ SUV 85 Sportline to be much too firm, at least for Australian roads. The amount of head-shake I experienced was honestly surprising, and something we suspect was made worse by the Enyaq’s heft.
My colleague Josh Nevett had similar complaints after driving the Elroq, which isn’t shocking given the similarities between the two cars. It’s difficult to enjoy the drive on choppy roads, thanks to a level of harshness and lack of compliance that reeks of an SUV designed for smooth European roads and aimed at sportiness more so than passenger comfort.
I can’t help but liken it to James May complaining that cars were often ‘ruined’ by being developed on the Nürburgring, although I doubt Skoda was aiming solely at racetrack use for the Enyaq.
All that completely changes with Dynamic Chassis Control (DCC). The difference is night and day, and especially obvious when comparing Enyaqs back-to-back – it’s standard in the Coupe and part of a $5000 package for the SUV.
You’ll immediately notice the way it handles bumps, this time absorbing them confidently instead of crashing over everything recklessly. The ride is still on the firmer side, but there’s a premium edge that makes it all feel a bit more intentional.
We’ve praised DCC in other Volkswagen Group cars before, notably the VW Tiguan and Skoda Superb. As in those cars, the Enyaq offers multiple damper modes to choose from, spanning everything from plush-ish comfort to sporty sharpness – the latter of which we still found more compliant than the non-DCC alternative.
A byproduct is an electric SUV that feels rather pointy, allowing you to take bends with impressive pace while keeping body roll contained. The sporty seats help you to stay in place too, while the steering is satisfyingly direct.
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On that note, the Enyaq feels huge. Some cars can look big on the outside but feel relatively compact once you start moving, but the Enyaq isn’t one of them – it seems larger than you’d expect when on the road, though the spacious cabin likely contributes to this.
This, combined with the non-adaptive suspension and 2.2-tonne mass, can make it feel a little unwieldy. DCC makes a huge difference here, reigning in the car’s body while helping everything to seem more mature.
Despite that maturity, it’s also possible to get the Enyaq loose. 85 Sportline variants produce peak torque of more than 500Nm, and that’s nothing to sneeze at when you pair the instant punch of an EV with rear-wheel drive.
Give it a bootful out of a corner and the rear wheels will light up, kicking the back-end of the car out. This doesn’t make it difficult to drive, as it takes a conscious effort to get things loose – the traction control system is fairly competent too.
Naturally, the Enyaq is quick in the usual EV way. That means it shoots away from a standstill and has no issues getting up to speed if you’re already rolling, with varying throttle response depending on the selected drive mode.
There are solid regenerative braking modes too, which can be cycled through using paddle ‘shifters’ on the steering wheel. Skoda has also engineered the vehicle to combine regenerative braking and physical braking into the brake pedal, but unfortunately, its calibration isn’t great.
The initial portion of the pedal’s travel is entirely regenerative, but it isn’t strong enough to behave like a normal brake pedal does. That means you’ll have to push the pedal much further than expected before you engage the physical brakes.
It’s a doughy, wooden feeling that doesn’t inspire confidence. There isn’t really a way around it either, unlike the addition of DCC, so it’s the only real aspect of the Enyaq we feel needs to be tweaked.
Road noise isn’t all that well suppressed, but it’s much more acceptable on the SUV 85 Sportline’s standard 20-inch wheels compared to the optional 21s. The Coupe comes with 21-inch wheels as standard, but that’s to be expected from a warm-ish flagship model.
Rounding it out is a comprehensive suite of safety gear, which all works reliably. We found the adaptive cruise control and travel assist to be functional, reacting to traffic confidently while staying nicely within its lane.
The passive lane-keep assist also seems solid, aside from the occasional flare-up when drifting too close to the lane markings on regional roads. It’s not strong enough to be a nuisance, but it’s still noticeable – particularly around bends.
That all makes for a generally well-sorted driving experience, regardless of the body style, provided you have the keys to an Enyaq fitted with DCC.
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
What do you get?
There are only two trim levels available at launch, though equipment varies between body styles. The hotter RS trim is due to arrive in Australia in mid-2026.
2025 Skoda Enyaq SUV 60 Select equipment highlights:
- 19-inch ‘Regulus’ alloy wheels
- LED headlights and tail-lights
- LED daytime running lights
- Rear privacy glass
- Silver roof rails
- Chrome-plated window trim
- Rain-sensing wipers
- Power-folding side mirrors with heating and auto-dimming
- Auto-dimming rear-view mirror
- Leather-wrapped two-spoke steering wheel
- Cloth and leatherette upholstery
- ‘Comfort’ front seats with lumbar
- Heated front seats
- 13-inch touchscreen infotainment display
- Wireless Apple CarPlay and Android Auto
- DAB+ digital radio
- 5.3-inch digital instrument display
- 2 x front USB-C ports
- 2 x rear USB-C ports
- 8-speaker sound system
- Intelligent voice control
- Wireless phone charger
- Tri-zone climate control
- Power tailgate
- Umbrella in driver’s door
- Removable rear centre storage caddy with cupholders
- Drive mode selection
- Keyless entry and start
Signature Package ($6000) adds:
- Matrix LED headlights
- LED rear tail-lights with dynamic indicators
- Power-adjustable driver’s seat with memory, lumbar
- Driver’s seat massage function
- Augmented reality head-up display
- 12-speaker Canton sound system
- Roll-up rear window sunshades
20-inch ‘Vega’ alloy wheels can be optioned for an additional $1000.
Enyaq SUV 85 Sportline adds (on top of Select):
- 20-inch ‘Vega’ alloy wheels
- Matrix LED headlights
- LED tail-lights with dynamic indicators (3 selectable animations)
- Sportline exterior styling
- Black roof rails
- Gloss black window trim, mirror caps, front grille, rear diffuser, badging
- Progressive steering
- Power-adjustable front seats with memory, lumbar
- Driver’s seat massage function
- Leather-wrapped three-spoke steering wheel
- Steering wheel regen paddles
- Black ‘Suedia’ and leatherette upholstery
- ‘Sports comfort’ front seats
- Heated rear outboard seats
- Roll-up rear window sunshades
- Aluminium pedals
- Black headliner
Ultimate Package ($5000) adds:
- 21-inch ‘Supernova’ alloy wheels
- Dynamic Chassis Control (DCC)
- Augmented reality head-up display
- 12-speaker Canton sound system
A panoramic glass sunroof can be optioned for an additional $2000.
Enyaq SUV 85 Sportline adds (on top of SUV Sportline):
- 21-inch ‘Supernova’ alloy wheels
- Adaptive Chassis Control
- Fixed panoramic glass roof
- Augmented reality head-up display
- 12-speaker Canton sound system
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
Is the Skoda Enyaq safe?
The Skoda Enyaq boasts a five-star ANCAP safety rating, based on testing conducted on the pre-facelift model by Euro NCAP in 2021. Skoda Australia expects this to carry over.
| Category | Skoda Enyaq |
|---|---|
| Adult occupant protection | 94 per cent |
| Child occupant protection | 89 per cent |
| Vulnerable road user protection | 71 per cent |
| Safety assist | 73 per cent |
Standard safety equipment highlights:
- 7 airbags, including:
- Front centre
- Front side
- Curtain
- Adaptive cruise control
- Autonomous emergency braking
- Pedestrian detection
- Cyclist detection
- “Advanced” driver fatigue detection
- Blind-spot monitoring
- Front and rear parking sensors
- Lane-keep assist
- Rear cross-traffic alert
- Reversing camera
- Safe exit assist
- Swerve support
- Traffic jam assist
- Travel assist
- Turn assist
- Tyre pressure monitoring
The Signature Package ($6000) adds rear side airbags and a surround-view camera.
Enyaq SUV 85 Sportline adds:
The Ultimate Package ($5000) adds intelligent park assist and a surround-view camera.
Enyaq Coupe 85 Sportline adds:
- Intelligent park assist
- Surround-view camera
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
How much does the Skoda Enyaq cost to run?
The Skoda Enyaq is backed by a seven-year, unlimited-kilometre warranty, and an eight-year, 160,000km battery warranty. Service intervals are 24 months or 30,000km, whichever comes first.
| Servicing and Warranty | Skoda Enyaq |
|---|---|
| Vehicle warranty | 7 years, unlimited kilometres |
| Battery warranty | 8 years, 160,000km |
| Roadside assistance | 2 years (then service-dependent) |
| Service intervals | 24 months or 30,000km |
| Capped-price servicing | 8-year or 10-year service packs |
| Average annual service cost | $206 (8-year), $195 (10-year) |
| Total capped-price service cost | $1650 (8-year), $1950 (10-year) |
Skoda’s two-year roadside assistance program only applies to its EVs, with petrol-powered vehicles covered for one year. Furthermore, servicing on time at a Skoda dealer will extend roadside assistance coverage for an additional two years for EVs, and one year for petrol vehicles.
To see how the Skoda Enyaq stacks up against its rivals, use our comparison tool
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CarExpert’s Take on the Skoda Enyaq
Skoda’s updated Enyaq looks much more mature on the surface, and brings a broader range of electric SUVs to suit more budget-minded EV buyers.
Our key takeaway is that DCC is almost a must-have for Sportline buyers, as it just makes the car that much more enjoyable to drive. You could get by without forking out the additional $5000 for the Ultimate Package, but DCC alone makes the Enyaq feel like a much more complete package.
The addition of the SUV variant is also a positive move, as many buyers may find the Coupe body style limiting in terms of practicality. Driving range is also there or thereabouts compared to rivals, which makes the reduced pricing all the more appealing.
All of this makes for a difficult decision for potential buyers. Do you go for a full-fat Coupe 85 Sportline with all the nicest gear as standard, do you option an SUV to get a better ride, or do you save your money and go for the Select?
Without having driven the Select, it’s hard for us to say. It may well offer a more compliant ride, but it packs less gear and misses out on some of the equipment that makes the Enyaq so enjoyable, like progressive steering and DCC, even as an option.
There’s also a complex debate when it comes to comparing the Enyaq with the smaller Elroq. With a lot of the same equipment and mechanics, there isn’t much to separate the two on paper – it’ll just be a matter of how big you need your electric Skoda to be, and how much you want to spend. But either way you won’t end up with a bad car.
Of course, there are still some bugbears, like the lack of connected services in Skoda vehicles. Skoda Australia assured us this was something it would like to offer, but while that is a “work in progress”, the brand is satisfied with providing wireless smartphone mirroring as a compromise.
This may be a dealbreaker for some buyers, but Skoda’s case-by-case approach isn’t forcing it to fast-track any implementation.
At least for the Enyaq, we’d go for an SUV 85 Sportline with the Ultimate Package, but we’d also recommend the Select given the smart bargain buy it looks like on paper.
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