Test: Skoda Enyaq iV 80 (2021) // Still in doubt?
Content
Škoda is one of the oldest car brands and was considered very technical in its early years, so I thought it would be worth browsing history to find their first electric car. Well, it was a long time ago, in 1908, when Škoda founders, Vaclav Laurin and Vaclav Klement, unveiled the L&K Type E gasoline-electric hybrid car.which was created with the help of Frantisek Krizik, a tram network designer in Prague.
It was followed in 1938 by the electric truck, which is handy for hauling beer, and more recently by the 1992 Favorit with a 15-kilowatt engine that powered the car. the maximum speed was 80 kilometers per hour, and the flight range was up to 97 kilometers.
These were the times when electric mobility was not yet the only direction and goal of the automotive industry, especially by environmental policy-makers who probably did not yet realize what the spontaneous displacement of combustion engines from our roads would entail. But in order not to go too far, let's leave politics in favor of politics and focus on the first modern electric car.
They had no problem choosing a name for Škoda, as all of their SUVs have a q at the end, which this time they have combined with the word Enya, which means the source of life. It may seem a little surprising that they have entered the era of electric vehicles with a relatively large crossover rather than a smaller car, but it should not be overlooked that SUVs make up the bulk of the sales pie (not only at Škoda, of course).
The second reason is that they were available a new corporate platform on which Volkswagen ID was also created. 4. And when I mention Volkswagen and ID.4, I often wonder when the Škoda Simply Clever philosophy (just figurative if I translate it) will annoy them so much in the management of the Wolfsurg concern that they will send a message to Mlada Boleslav: “Hi guys, stop the horses and go for a beer and goulash. "
So, Enyaq and ID.4 have the same technical basis, as well as electric powertrains and battery modules, and the content is completely different. The Škoda stylists have created a dynamic and expressive exterior, which also boasts very good aerodynamics. The air resistance coefficient is only 0,2.5, which is very important for fairly heavy electric vehicles (Enyaq weighs more than two tons). In my humble opinion, the designers overlooked a bit only the giant radiator grille, which has no holes and does not perform any function, except, of course, an aesthetic one, which can be accentuated by night lighting consisting of 131 LEDs.
Comfort is almost top notch
Inside, Enyaq is somewhere between futurism and tradition. The dashboard is minimalist in a modern twist, with a small five-inch screen (smaller than most smartphones) that houses digital gauges and some basic driving data, but despite its simplicity, it works very elegantly. Ohthe middle space is occupied by a large 13-inch communication screen, which is the same size as a TV in a small living room.... It boasts very crisp and colorful graphics and, despite the number of features and settings with relatively simple selectors, it also has a responsiveness that's noticeably better than in, you know, which relative.
I just found it a little funny that a well-working navigation, in addition to electric charging stations, also shows gas stations where it is impossible to supply electricity. I know I am repeating myself, but I think it is important that the digitization is correct., and at the same time I praise the decision that some of the switches remained mechanical. Because the sliders that the German cousin has did not convince me with their over-sensitivity and sometimes less responsiveness.
The feeling in the cabin is pleasant, the architecture of the cabin favors openness, airiness and spaciousness - again, enough comparison with a small but cozy living room. In Škoda, they have repeatedly proved that they have a good command of the spatial perspective. Admittedly, there is indeed plenty of room in the Enyaqu, not only for the driver and whoever sits next to him, but also for those who are destined to travel in the back seat. There, even those with long legs are not bad, there is even enough space in width and the passenger in the middle does not bother the crest of the floor - because it is not there.
The front seats are also to be commended, as comfort is just a seat, and traction is adequate so that the body doesn't bounce off the backrest when cornering. The seats are upholstered in high-quality leather, which has an eco-friendly look thanks to a special tanning process. The rest of the fabrics of this style are also made from a mixture of cotton and recycled bottles. Earlier, I mentioned unusual details - this is a convenient ice scraper on the inside of the tailgate., an umbrella in a recess in the front door trim and an adjustable folding table in the front seat backrests.
All these little things make everyday life easier with the Enyaq, of course, along with a large (mostly bigger than it, you know what kind of relative) with a practical (just smart, as the Czechs would say) “basement” space for charging cables... With a volume of 567 liters, it is fully comparable to the Octavia Combi., with the rear seat unfolded and a volume of 1710 liters, is simply gigantic. In this respect, the Enyaq fully meets the criteria for a spacious family car.
Suddenly and harmoniously at the same time
There are electric cars that accelerate so aggressively that when the driver presses the accelerator pedal sharply, the bodies of the passengers almost hit the backrests of the seats. With the Enyaqu, which is a family SUV, it is indecent to do so, although 310 Nm of torque, available in full almost immediately, is more than enough. With a slightly more controlled and measured movement of the right foot, this electric car offers a pleasant, harmonious and continuous increase in speed.
I often wonder what to write about an electric motor that has no sound, like in internal combustion engines, nor does it have a characteristic torque curve or more or less successful gear ratios like in manual transmissions. So, currently the most powerful engine in the Enyaqu develops a maximum power of 150 kilowatts (204 "horsepower"), and a car weighing 2,1 tons to a speed of 100 kilometers per hour starts in 8,5 seconds., which is a good result for such a mass. Therefore, you should not be afraid of overtaking by this car.
The average cruising speed is also quite high, and the maximum is electronically limited to 160 kilometers per hour. The Enyaq will soon be available with a more powerful engine, but it will be reserved for the all-wheel drive version.
During the test, for some time I did not understand which of the three driving modes to choose. I was most interested in what Sport has to offer, which should be adapted for more dynamic drivers. When I selected it with a switch on the center lug (there is also a gear selector that is too small for my imagination), I noticed a stiffer response from the adaptive dampers on the list of optional equipment, higher responsiveness of the drivetrain, and more stable and heavy electric power. steering.
While I admitted the possibility that I might not be able to completely relax with the rear-wheel drive, I soon found that I really liked the engine design and rear-wheel drive, because despite the passionately dynamic cornering, the rear showed only a slight tendency to drift. and if this is already happening, it is provided by the stabilization electronics, which are familiar enough not to spoil the pleasure (well, at least not completely), and at the same time fast enough to negate the driver's exaggerations. The responsiveness and precision of the steering mechanism also enhances driver confidence, although the steering wheel feel is slightly more sterile in a normal and comfortable driving program.
Cushioning is certainly the strongest (almost too much for patched back roads) in the sport program, but it is never overly soft, but it swallows bumps in the road quite well, although the test car had 21-inch wheels. ... So the chassis is focused on comfort, which is probably a little more if the wheels are an inch or two smaller (and the sides of the tires are higher). In addition, the level of noise transmitted from the road through the chassis to the passenger compartment is very low.
While driving in the comfortable driving program, I noticed that the car goes smoothly and for a very long time in the so-called sailing mode with a complete lack of regeneration when the accelerator pedal is released. Thus, the driver on long planes with legs has little to do. There are no significant differences compared to the “normal” driving program, which adjusts automatically at every start, otherwise they are slightly more noticeable when the selector switch is in the Eco position.
This driving program, of course, focuses primarily on energy efficiency, although the three-stage regeneration in all programs can also be set using the levers on the steering wheel. Even with the transmission in position B with stronger regeneration, driving without a brake pedal is nearly impossible, but the car offers a "more natural" and more predictable braking feel.
Decent consumption and coverage
The number 80 on the back means the Enyaq has a built-in battery at the bottom of the case with a capacity of 82 kilowatt-hours or 77 kilowatt-hours. According to factory promises, the average energy consumption is 16 kilowatt-hours per 100 kilometers, which on paper means a range of up to 536 kilometers. It's actually not that rosy, and with normal driving the Enyaq sucks around 19 kilowatt-hours.
If you drive a little more economically, that number can drop to 17 kilowatt-hours, but when I added a stretch of highway to the average of our measurement circuit, where the engine takes almost 100 kilowatt-hours per 23 kilometers, the average was 19,7. kilowatt hours. This means an actual range of about 420 kilometers with an expected variance in terms of ascents and descents, air conditioning use, weather conditions and gravity load. By the way, Enyaq is one of those cars that are allowed to tow a trailer, its weight can reach 1.400 kilograms.
Charging time is one of the most important factors for an electric car driver, because it doesn't matter if he is drinking coffee and spreading a croissant during a power outage and perhaps doing some more exercise or needing more time, which may be broken through while watching content on your smartphone or simply declared lost.
The Enyaq iV 80 has a standard 50 kilowatt CCS for fast charging and can also be upgraded with an internal charger. This allows 125 kilowatts to be charged. In such a public charging station, charging a battery that still has 10 percent of the electricity will take up to 80 percent of its capacity in less than 40 minutes. At charging stations with a capacity of 50 kilowatts, of which there are already quite a few in the Slovenian network, this time is a little less than an hour and a half.on a home wall cabinet with a capacity of 11 kilowatts every eight hours. Of course, there is a worse option - charging from a regular household outlet, to which the Enyaq is nailed all day with a dead battery.
My experience with electric vehicles has taught me to carefully plan routes and charge, which I simply agree with. It is more difficult for me to agree with those who say that in Slovenia we have enough or even too many filling stations. Perhaps in terms of quantity, availability and ease of use, but no way. But this is not the fault of electric vehicles. While I was a bit offended at the beginning of my encounter with the Enyaq because I am not one of the big proponents of electric mobility, I quickly cooled off, immersed myself in a different user experience and chose a different way of driving. The Czech family crossover is one of those cars that can convince even moderate electroskeptics.
Škoda Enyaq IV 80 (2021 years)
Basic data
| Sales: | Porsche Slovenia |
|---|---|
| Test model cost: | 60.268 € |
| Base model price with discounts: | 46.252 € |
| Test model price discount: | 60.268 € |
| Power: | 150kW (204 KM) |
| Acceleration (0-100 km / h): | 8,6 with |
| Maximum speed: | 160 km / h |
| Mixed flow ECE: | 16,0 kWh / 100 km |
| Guarantee: | General warranty 2 years without mileage limitation, extended warranty for high voltage batteries 8 years or 160.000 km. |
| Systematic review | 24 |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 480 XNUMX € |
|---|---|
| Fuel: | 2.767 XNUMX € |
| Tires (1) | 1.228 XNUMX € |
| Loss of value (within 5 years): | 30.726 XNUMX € |
| Compulsory insurance: | 5.495 XNUMX € |
| CASCO INSURANCE (+ B, K), AO, AO + | 8.930 XNUMX ( |
| Calculate the cost of auto insurance | |
| Buy up | € 49.626 0,50 (km cost: XNUMX) €) |
Technical information
| engine: | electric motor - mounted transversely at the rear - maximum power 150 kW - maximum torque 310 Nm. |
|---|---|
| Battery: | 77 kWh; Battery charging time 11 kW: 7:30 h (100%); 125 kW: 38 min (80%). |
| Energy transfer: | the engine drives the rear wheels - 1-speed manual transmission. |
| Capacity: | top speed 160 km/h - acceleration 0-100 km/h 8,6 s - power consumption (WLTP) 16,0 kWh / 100 km - electric range (WLTP) 537 km |
| Transportation and suspension: | crossover - 5 doors, 5 seats - self-supporting body - front single suspension, coil springs, triangular cross members, stabilizer - rear multi-link axle, coil springs, stabilizer - front disc brakes (forced cooling), rear disc brakes, ABS, rear wheel electric parking brake - rack and pinion steering, electric power steering, 3,25 turns between extreme points. |
| Mass: | empty vehicle 2.090 kg - permissible total weight 2.612 kg - permissible trailer weight with brake: 1.000 kg, without brake: 750 kg - permissible roof load: 75 kg |
| External dimensions: | length 4.649 mm - width 1.879 mm, with mirrors 2.185 mm - height 1.616 mm - wheelbase 2.765 mm - front track 1.587 - rear 1.566 - ground clearance 9,3 m. |
| Inner dimensions: | longitudinal front 880–1.110 mm, rear 760–1.050 mm – front width 1.520 mm, rear 1.510 mm – head height front 930–1.040 mm, rear 970 mm – front seat length 550 mm, rear seat 485 mm – steering wheel ring diameter 370 mm - battery |
| Box: | 585-1.710 l |
Our measurements
| T = 27 ° C / p = 1.063 mbar / rel. vl. = 55% / Tires: Bridgestone Turanza Eco 235/45 R 21 / Odometer status: 1.552 km | |
| Acceleration 0-100km: | 9,0s |
|---|---|
| 402m from the city: | 16,0 years ( 132 km / h) |
| Maximum speed: | 160km / h (D) |
| Electricity consumption according to the standard scheme: | 19,7 kWh / 100 km |
| Braking distance at 130 km / h: | 59,4m |
| Braking distance at 100 km / h: | 35,5m |
| AM table: | 40m |
| Noise at 90 km / h | 57dB |
| Noise at 130 km / h | 62dB |
Overall rating (513/600)
Perhaps this is the right vehicle to dispel the doubts of those who do not see a future in electric drives. In terms of comfort, roominess and decent driving characteristics, it can also be compared with the gasoline or diesel brother Kodiaq in almost all respects. And the battle begins with a cousin from Wolfsburg.
Cab and trunk (95/110)
In Škoda they have enough space to make a spacious and open passenger compartment in Enyaqu too. And there were enough inches in the back for a large trunk.
Comfort (99
/ 115)Almost top notch. Comfortable front seats, wide rear seats, adjustable damping, no engine noise - just like in a home living room.
Transmission (69
/ 80)It can accelerate aggressively, paying a little more attention to the driver and more refined. Convincing enough even for fast overtaking at higher speeds.
Driving performance (82
/ 100)He knows how to have fun in turns, if there are passengers in the cabin, he prefers a more moderate ride.
Security (105/115)
In fact, this content includes all the systems that ensure driving safety, help the driver at work and forgive his mistakes.
Economy and environment (63
/ 80)Consumption is quite reasonable in terms of size and weight, and the real range is quite large, although it does not reach the factory figures.
Driving pleasure: 4/5
As a family crossover, the Enyaq is designed primarily for everyday travel, as well as for long journeys, where it is primarily comfortable. I will not say that there is not enough driving pleasure that is not so pronounced as to raise the adrenaline level in the blood to the level of abundance. But it may be time to relax by driving in a different way that is appropriate for the age of the electric car.
We praise and reproach
freshness of design and recognition
spaciousness and airiness of the passenger compartment
large and easily expandable trunk
energetic acceleration
electricity consumption at highway speed
adaptive dampers not included as standard
navigation with outdated data
