First drive: Skoda Enyaq iV

• SKODA ENYAQ IV
• Price range: $92,990–$102,990
• Powertrain: Single electric motor, 82kWh battery (77kWh net power), 150kW/310Nm, FWD, 16.2kWh/100km, 532km–544km range, 0–100kph 8.6 seconds.
• Body style: SUV.
• On sale: Now.

It feels like an eternity since Sodas unveiled its first electric car, the Enyaq iV. In reality, it’s been almost two and a half years, but we can count our lucky stars that the wait wasn’t longer given that plucky little New Zealand is the first country outside of Europe and the UK to get it. The Enyaq is the first car based on Volkswagen’s MEB electric architecture to be launched locally, narrowly edging its Volkswagen ID.4 cousin. And, evidently, it feels like an EV that’s found its own niche.

Make me an instant expert: what do I need to know?

The first thing to know about the Enyaq is that it’s big. It feels more substantial than a lot of other EVs hovering in the same monetary stratosphere. Three models are heading our way, the $92,990 Sportline 80 150kW, $97,990 Sportline 80 Max 150kW, and the $102,990 Coupe Sportline Max.

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All three share the same single motor, front-wheel drive drivetrain, producing 150kW/310Nm. An 82kWh battery helps ensure a range of between 532km and 544km depending on whether you opt for the tried and true SUV silhouette or the slipperier 0.234 Cd four-door coupe.

The unique SUV-meets-people-mover proportions make the Enyaq fairly difficult to photograph in a flattering way. Having been sceptical of its styling upon its initial release, I was surprised with how much presence it has in person. See it in the flesh first before you cast judgement.

The lack of an all-wheel drive variant (for now) means that the Enyaq isn’t especially fast. Its 0–100kph time of 8.6 seconds regardless of spec isn’t going to frighten some of its more ‘Ludicrous’ peers any time soon. Where it makes up for things is in its range. It’s rated at an impressive 532km in SUV models and 544km in Coupe models.

How do you extract more than 500km of range out of something that’s a boot-load of baggage away from weighing as much as an American pick-up? Skoda’s clearly put plenty of thought into aerodynamics. The front fascia features a pair of air curtains that guide airflow around the front wheels to reduce turbulence, and aero shutter functionality in its grille.

There’s also the ‘Crystal Design’ grille on flagship models. I’m not sure what it does for range, but it and the customisable sequence tail lights are two nice pieces of show-off tinsel to impress upon friends, family, and jealous neighbours.

Inside, the Enyaq presents a familiar mix of function and material finish and quality that’s firmly on the side of premium. Looking at the brand’s current line-up, one could make the case that it’s doing a better job of the whole cabin thing than its parent brand, Volkswagen.

Anyone who’s sat Skoda’s other models will be instantly familiar with the Enyaq’s steering wheel, the ‘swipe’ volume control, and – of course – the umbrella in the door. But there’s quite a lot of new stuff, too. The enormous 13-inch touchscreen houses the brand’s latest software. And, the way the big minimalist dashboard protrudes in the centre means the screen’s features are barely a few centimetres from where your left hand sits on the steering wheel.

Where did you drive it?

Our first Enyaq sample saw us trek from the rural outskirts of Dunedin to Queenstown, driving on a few hundred kilometres of wide sweeping motorway against one of the most beautiful mountainous backdrops any road could hope to snake around.

Whilst most EV manufacturers relish directly connecting their plug-in product to urban travel, the Enyaq’s size, range, and road presence means it’s a valid option for those wanting to take their EV on picturesque, distant roads like these.

Unsurprisingly then, the big Skoda felt happiest cruising along at 100kph. Significant rubber stock and wheels positioned close to each corner ensured it felt planted and controlled at pace, even without that coveted all-wheel drive hardware. Light controls and a gaping glasshouse means it’s probably handy around town, too. It coped well with the majority chipseal surface, too, wafting along in relative quiet.

Yes, the Enyaq isn’t quick off the mark. But like other EVs it sends all its power to the road instantly, making it seem more eager than an equivalent internal combustion SUV. Pace, in this case, is clearly secondary to the model’s usability and practicality. The Enyaq SUV’s 585L boot stacks up handily compared to its peers. Its second row is excellent, too, outgunning a Tesla Model Y comfortably on both the legroom and headroom front.

Perhaps its most helpful feature is its range calculator. These are often referred to as ‘guess-o-meters’ in the majority of EVs based on how inaccurate they can be. Some of this is just inherent in EV ownership, especially if you share your EV with someone with a wildly different driving style.

The Enyaq’s range calculator can be reset to zero on the fly, meaning that if you’ve recently shared your car with someone else, you can reset the calculator to zero –- the idea being that if it is only factoring in the habits of whoever is being the wheel, it will be more accurate. It also helps if you’re suspect of the projected range figure your car is generating in the moment. Click the button, and it calculates the most accurate number it can. Handy.

What’s the pick of the range?

The entry-level Enyaq cops a fairly commendable level of standard kit. The aforementioned 13-inch screen, wireless charging, an electric driver’s seat, electric kick-to-open tailgate, an eight-speaker sound system, tri-zone climate control, radar cruise, and almost all the same safety spec is included.

The $97k Sportline 80 Max was the only model we drove on test. It adds most of the features that elevate the Enyaq into premium contention. If you want the giant head-up display, 360-degree camera, heated seats front and rear, a massage driver’s seat, and those flash crystal headlights, this is the model you have to get.

Given the relatively mild $5,000 price gap between the two, we’d opt for the range-topper.

Why would I buy it?

Skodas are always a worthwhile shout for anyone wanting to grace their driveway with ‘something a bit different’. Against a tsunami of Model Ys, there’s little doubt the Enyaq is just that.

More than that, the Enyaq is a unique full-size premium Euro wagon, with a plug, for under a hundred grand. There aren’t too many of those about.

Why wouldn’t I buy it?

For what you’re paying, you don’t get a heck of a lot of performance thrills. The other fly in the ointment is the lengthy wait period for Enyaqs, with delivery if you were to order today taking an estimated 14 weeks. Not that Skoda is alone on the supply front.