Audi E-Tron vs Skoda Enyaq

What's the difference?

The e-tron S looks mean, feels premium, and blends serious power with surprising grace under pressure. I still can’t shake the feeling I had with the standard e-tron, though, that this car is an Audi sports SUV first and an electric car second, and its weight holds it back from being as fun to drive as I think some rivals are.

If you love Audi and you want to go electric without stepping into something too unfamiliar it’s a great option. If you want an electric car which takes full advantage of what the next generation of technology can offer, keep an eye out, there’s plenty of fresh metal on the way.

Skoda’s runaway sales success in Europe makes sense, where there’s a broad range including a pragmatic family-friendly wagon version. In Australia, though, the pre-facelift Enyaq is destined to remain a niche proposition. 

This is absolutely no bad thing. Judging by the number of double takes and gawks the Mamba Green RS got over its tenure, having too many on the roads could be a danger. It gets all the main ingredients right with solid efficiency, good packaging and there-or-thereabouts pricing. 

The Skoda Enyaq is an electric car to consider if you appreciate practical touches and delight in the well-calibrated driving experience Skoda offers. Those who appreciate the out-there styling and bright colours will find the appeal obvious.

The e-tron S looks properly mean, with its adjustable ride-height suspension and enormous wheels combining nicely with the extra subtle sporty highlights to make for a squat SUV which clearly means business.

The width is especially evident with those accentuated wheelarches and the lines set by the lower wing to draw your eyes out to its edges. In profile it's easy to see its long wheelbase and tapered rear roofline, giving even the SUV a slinkier frame than you may be used to when looking at the comparatively boxy Q5.

The thing that strikes me about Audi’s e-tron range, though, is how little a departure it is. It ambiguously slots somewhere above the Q5 and below the Q7, but sticks very closely to the German brand’s styling script.

Sure, it looks a bit lower to the ground, and a bit meaner than you might expect for an EV, but it’s not as much of a departure as Jaguar’s I-Pace or BMW’s iX.

I suppose the biggest advantage here is nobody is going to say the e-tron’s overall visage is controversial, and certainly, it will appeal to existing fans of Audi’s design.

Inside it follows much the same theme, with all the key touchpoints and styling elements nearly identical to other Audis in the range, if not very similar.

It feels like a sensible, refined place in the cabin, with the only whacky pieces being the extra touchscreen for the climate unit and the strange thumb-operated shifter mounted on a floating piece which looks and feels like it could be the throttle control for a jet engine.

The dash is a bit more integrated and modern than in the conservative Q5 or Q7, with the air vents leading to the digital instrument cluster as part of an aesthetic three-terrace design which runs across the entire dash and into the doors.

The screens which appear in place of wing mirrors take a bit of getting used to. Aside from those notable departures, the interior continues the theme of sticking closely to the Audi formula, providing a more modern space which will still be familiar to existing fans of the brand.

Being divisive in this day and age is important, especially in this segment. While Tesla design was briefly a symbol of change, the Model 3 and Y have rapidly become anonymous blobs that amble down every main arterial. The Mamba Green Enyaq RS coupe is an antidote.

Sure, it’s a little awkward and tall from behind (channelling a bit of first-gen BMW X6 in its overall form) yet the low roofline, huge 21-inch alloy wheels, crisp swage lines and tall bonnet give the Enyaq’s shape interest. 

The proportions are about right with a long wheelbase (2766mm) compared to the Enyaq's overall 4653mm length giving it a wheel-in-each-corner stance. Height is just 1618mm, not much taller than a sedan, and width is 1879mm. 

Individual details, such as the glowing crystal grille (a bit like a Hollywood actor's teeth) proved divisive, yet when everything else is so strong — including the colour — the Enyaq is strangely resolved. Power plus power works, in this case.

Jumping inside there’s a reassuring calm after that searing paint (other shades are available, but why would you?) Not quite austere, the Enyaq’s cabin majors on black leather and nicely grained plastic.

A flourish of faux carbon fibre and twist of chrome on the door handles combine with customisable ambient lighting to lift cabin ambience. 

The Enyaq isn’t all perfect with some materials, especially below the belt line, feeling cheaper than you'd expect for $83K. Creaks and groans from plastic parts in the centre console and dashboard could be heard while driving, too.

As an electric vehicle, the e-tron has certain advantages over its combustion equivalents, and overall makes for an accomplished family-sized SUV. But there are areas where more could be done to take advantage of its high-voltage features and abundant footprint.

Up front in the cabin is a good place, with both occupants treated to lavish seats with plenty of head and legroom, great adjustability, and plenty of width in the cabin.

The finishes are beyond premium with thick chunks of well-padded leather meeting your elbows, hands, and knees at every point. As always the lovely Audi switchgear exists in most places, but the removal of solid toggles and buttons in favour of an extra touch panel feels unnecessary.

There’s still a physical volume knob, and while the climate touchscreen is plenty large enough to have a shortcut button for every function without needing a sub-menu, it feels like you have to move your eyes too far from the road to know you’re going to jab it in the right spot.

Even the main touch panel has an interesting haptic feedback effect for each press, designed to mimic the solidly-sprung button hardware the brand has used in the past.

The screen looks amazing and is fast and sharp, key hallmarks of computer hardware that's up to the task, although the resolution is so high the touch elements when using Apple CarPlay end up being a little small and hard to stab at while you’re trying to keep your eyes on the road.

For storage there’s a big bottle holder and bin in the doors, a large cutaway with a storage tray, dual bottle holders, and power outlets in the centre, with a further smallish storage area under the armrest console.

Unlike some EVs there’s no huge cutaway under what was traditionally considered the transmission tunnel, although there is a small bay with the USB-C ports.

The rear seat feels good for space, with an almost flat floor and decent legroom and width, although headroom could be better.

There are netted pockets on the backs of the front seats and decently-sized bottle holders in the doors, with a further set in the drop-down armrest.

The quad-zone climate with its own touch panel and adjustable centre vents is a nice touch in the rear, as is the set of USB-C ports below. The hard backings to the front seats and built-in sun blinds our car had will even be great for kids.

The boot measures in at 660 litres, which is high for the segment. It fit our three-piece CarsGuide demo luggage set with room to spare, and that's despite the massive battery pack under the floor.

There’s auxiliary storage, too, with a further bay under the boot floor and a second small tray situated under the bonnet, both useful for keeping your charging paraphernalia.

There’s a more practical wagon-bodied version offered in Europe, contributing to the Enyaq’s success as a family car but the Enyaq coupe still bursts with smart storage.

In fact, it’s fairer to think of this Enyaq RS as more of a raised sedan, a slightly taller-riding electric version of the Skoda Superb, rather than a 'coupe'. 

The Skoda Enyaq has a huge 570-litre boot that puts it at the pointy end of the class (Tesla’s 854L Model Y claim is fanciful, including underfloor storage and counting all the way to the roof). 

Plus, being a Skoda, the Enyaq ships with 'Simply Clever' touches like four shopping bag hooks, four tie-down points, extensive cargo net system, two amazingly useful Velcro boot dividers and segmented underfloor storage for supplied Mode 2 and 3 charging cables. There’s even a hook on the parcel shelf to hold the false floor up. The only miss is a lack of spare wheel. 

The backrest folds flat in a 60/40 split and this can be done from the back seat with remote levers. There’s also a ski-port pass-through that doubles as an armrest in the back seats.

Accommodation in the rear is great, even for those about six foot. I was comfortable sitting behind my driving position at 188cm, with good knee room, toe space and headroom. 

Amenity includes a separate climate zone, two USB-C chargers, nifty pull-up and clip-in rear sunshades, a removable centre box (so you can have a fully flat floor) and two cupholders in the armrest. Materials are mostly hard, though there is a squishy armrest on the door card. 

The only negative in the back — especially apparent in harsh Australian summers — is the heat radiating from the standard glass roof. There is a manually-installable sunshade available from Skoda. 

The Skoda Enyaq has ISOFIX anchors on both outboard rear seats and the same number of top tether anchors. The top tethers are easy to access with no covers to get in the way. 

It has doors that open quite wide, but not quite to 90 degrees, and the low roof means door apertures are a little awkward. Also, because the door cladding comes all the way down and the car is functionally quite low, care is required around tall kerbs.

You’ll notice in the front door card that Skoda’s signature umbrellas are nestled into the hole the armrest leaves, which is a great touch. 

The bucket seats are 10-way power adjustable with two-position memory and heating. It is easy to get comfortable with the reach and height adjustable steering wheel falling perfectly to the hands, being especially accommodating for taller drivers. 

Practical touches include felt-lined door bins, a storage cubby beneath the centre console and shift-by-wire gear selector, half-width glove box, multi-tiered storage below an adjustable centre armrest, adjustable size cupholders and plenty of odds and ends storage.

Technology is straightforward and runs through a responsive 13.0-inch touchscreen. Skoda’s software is fine but most will end up using the consistent wireless Apple CarPlay or Android Auto in the Enyaq. 

Thankfully, doing so doesn’t hamper the screen’s shortcut buttons. At the bottom there’s still quick temperature adjustment and heated seat controls, shortcuts to the home screen, further climate, phone, media menus and more. 

Skoda has kept a few clips of physical buttons, too, some below the screen shortcut to the drive assist, drive modes, park assist, hazard lights, climate control and demisters, while headlights are down and to the right of the steering wheel. Simple stuff, but not to be taken for granted anymore.

The Enyaq range is lean in Australia with two trims, and we’ve got the flagship RS model that costs $83,990, before on-road costs. 

The equipment list is healthy with leather upholstery, 10-way power adjustable heated sets with two-position memory, a heated steering wheel, customisable ambient lighting, tri-zone climate control, a head-up display, wireless smartphone charging, LED lighting and a Canton premium sound system.

Australia only gets the big-batteried Enyaqs, meaning a 77kWh lithium-ion pack. Twin motors are standard on the RS. 

The asking price still stacks up well against rivals from established brands with similar punch, such as Hyundai Ioniq 5 Dynamiq N Line ($87,800), Kia EV6 GT-Line AWD ($87,590), Ford Mustang Mach-E Premium ($79,990) and the dull Toyobaru twins, the Subaru Solterra AWD Touring ($76,990) and Toyota bZ4X AWD ($74,900, all before on-road costs). 

Tesla is the problem — as it always seems to be for established manufacturers — with the newly-upgraded Model Y Long Range nearly $10,000 cheaper ($73,400) and delivering better straight-line performance and driving range. 

The S-branded e-tron sets itself apart from the rest of the range with a seriously powerful set of three motors. There are two on the rear axle, and one on the front axle.

The total combined output of this collection is 370kW/973Nm, which for a combustion car, would be unprecedented.

To be fair, these figures are under a ‘boost’ mode, with the car generating a still strong 300kW/800Nm in most situations.

The three motor drivetrain allows for an electric version of Audi’s ‘quattro’ all-wheel drive system which the brand says can react to changes in 30 milliseconds and move torque appropriately.

The system is rear-biased, and in the name of efficiency the front motor is only used when required under acceleration or cornering.

You won’t find any ‘frunk’ in the Skoda, which is a bit of a shame. Instead, the Volkswagen Group 'MEB' platform supports the Enyaq RS’s twin electric motor set-up, with a 210kW and 545Nm item on the rear axle and 134Nm on the front that only activates when needed. 

The result is a combined 250kW and 545Nm. Acceleration is brisk, amped by a sharp throttle calibration. Skoda claims a 0-100km/h time of 5.4 seconds and it continues to be punchy beyond there. The Enyaq’s top speed is electronically limited to 180km/h.

That would have been considered plenty five years ago, yet rivals like the Tesla Model Y Performance mean the Enyaq’s punch is far from mind-blowing by today’s standards. Ultimately, the 210kW rear-drive Enyaq Sportline is all most will need.

The e-tron may be electric, but it’s also a performance car. To that end, its energy consumption, relative to the field, is behind the pace.

In fact, at a whopping 27.8kWh/100km, driving the e-tron around feels like the electric equivalent of steering a big V8.

It produced one of the highest consumption numbers I have seen from any EV during my time with it. Considering this number is even below the WLTP consumption number, which is 28.4kWh/100km, that's not great.

For comparison, the Mercedes-Benz EQC's official number is just 20.8kWh/100km, while the Jaguar I-Pace consumes 21.2kWh/100km according to the WLTP procedure.

Yes, they aren’t performance cars in the same sense, but it’s still a big difference.

I made sure to take it out and stretch the e-tron’s legs to assess its performance in its more sporty driving modes, but the majority of my time with the car was spent in a more comfort-oriented setting and with the regenerative braking set to maximum.

Possibly as a result of its real-world consumption, my car was showing about 350km of range on a full charge, a little below the official WLTP number of 364km, although it is worth noting the enormous 21-inch alloys do their part to reduce the range. The car ships with 20-inch wheels in Europe.

The good news is the e-tron is capable of charging fast, with its max DC charging speed set at 150kW (allowing for a 5.0-80 per cent charge time for its 95kWh battery of 30 minutes), and its AC charging speed set at 11kW, which allows a slow-charging time of around seven hours.

If you intend to park on the street or live in a unit where installing charge infrastructure is impossible, I would strongly recommend you consider the 22kW AC charging upgrade which will cut the AC charge time in half.

While there are few public stations currently capable of the full 22kW in Australia, it will future-proof your car for ideal convenience charging for when they're more commonplace. 

In more potent RS guise, the Enyaq’s range suffers a little, at 530km (WLTP) with vehicle energy consumption listed at 14.5kWh/100km. 

That is a reasonable range and it wasn’t too hard to achieve similar figures. Even running the air conditioning on a 30-plus degree summer's day the trip computer recorded a best figure of 15.1kWh/100km over a 250km mix of urban and rural driving, for a real-world driving range of 510km. 

Over 1800km of total driving, the cumulative total was 16.4kWh/100km, giving an average of 470km from a charge.

The Skoda Enyaq’s fast charge speed is mid-pack, capped to 175kW DC. With a powerful enough pylon, you’ll be able to jump from 10-80 per cent charge in less than 30 minutes, says Skoda. We observed close to peak speed during our test. 

Home and slow-speed public charging maxes out at 11kW AC, which should take the Enyaq from flat to full in around eight hours. 

Skoda has a smartphone app that can connect to the Enyaq and give real-time information about charge status in Europe, but it is not yet online in Australia.

Instead, you can set a charge limit and monitor the vehicle’s progress on the centre screen. It is also possible to pre-program climate control functions for specific times to either warm or cool the Enyaq's cabin.

Does the e-tron live up to the promise set by sporty Audis which have come before it? The answer is interesting.

There is no doubt the e-tron S is rapid, at times absurdly so. If you stick it in the required S mode and hunker the suspension down, planting the accelerator makes its claimed 0-100km/h sprint time of 4.5 seconds suddenly very real.

It lurches ahead without so much as a squeak from its enormous tyres, grabbing the road with its front axle as it warps you forward.

So yes, this electric performance car is no doubt quick. It is also heavy. Weighing in at a tare mass of 2830kg, the e-tron S is quite literally massive.

The trouble is, while its powerful electric motors are great at overcoming this gravitational obstacle in a straight line, it’s in the corners and at low speeds where you feel every bit of it.

The e-tron crashes over larger bumps, it’s suspension struggling to deal with the combination of its weight and low-profile tyres, while it can also feel cumbersome in the corners around town.

The suspension is better at levelling things out once you gain a bit of pace, and the tyres work with the all-wheel drive system to put in a Herculean effort when carving up bends at speed, but there’s the ever-present lurch of weight always working against you.

This feeling isn’t helped by the steering tune, which even in its most comfort-oriented setting feels hefty and slow to turn. In the default sport mode, ‘dynamic’, it takes effort to push this car around corners.

Despite the unsettling feeling of it, though, the car holds on for dear life, and I never once felt as though the tyres were remotely in danger of breaking traction when put under pressure.

Is it a performer, then? Absolutely, there’s something mind bending about a vehicle so heavy going so quickly.

Does it feel fun to drive? Less so. I enjoyed the connectivity of the Porsche Taycan offers at speed more than I enjoyed the e-tron S, and its weight and girth demand a nice wide piece of tarmac for you to really wring it.

It’s far from a darty and engaging car like the Q5 can be despite its mammoth power outputs.

Elsewhere, the drive experience feels very Audi, though. The touchpoints and feedback are mostly familiar, as are the software and ergonomics.

The virtual wing mirrors are more of an inconvenience than anything else. This car is already hard to see out of, with big C-pillars and a tall belt line, and the digital exterior mirrors offer what feels like a limited angle of vision and make it extra hard to see out at night.

Some things fall to the wayside a little. The e-tron’s drive system almost hides the regenerative braking setting several menus deep, which, once activated, allows you to set it using the paddle-shifters on the wheel.

Audi says the regen will account for nearly 30 per cent of the car’s range, which is odd because even at the highest setting it feels a bit mild, relying on the user to manually operate the brake for a ‘blended braking’ mode to make up the difference.

It’s a bit of a stretch from the single-pedal driving modes offered on some rival cars.

My theory here, as with this car’s look and feel, is the e-tron is primarily designed to be familiar to an existing Audi customer, or someone coming out of a purely combustion premium rival.

Initial touch points are pure Skoda: sharp, direct steering, a supple yet supportive ride and balanced control weighting. 

You will feel totally at home getting into an Enyaq out of an Octavia, Superb or Kodiaq and this is deliberate. There is no recalibrating to ultra sharp steering, one-pedal driving or strange adaptive driver aids you notice getting into a Tesla or other electric car. 

The Enyaq RS can be a little abrupt over bumps at low speeds, owing to its large 21-inch alloy wheels. There is some knocking from the front suspension as well. It is best to set the drive mode to 'Comfort' around town, softening the adaptive dampers and accelerator response.

When you go out into the countryside, the Enyaq delivers with fantastic body control in its middle Normal drive mode while bump absorption remains excellent. 

Skoda has done a great job insulating the car, the Enyaq is seriously quiet on coarse chip surfaces and slices through the wind at motorway speeds. It is effortless to travel long distances behind the wheel.

When you ask a little more of the chassis on give-and-take roads, though, the Enyaq RS doesn't quite step up to the plate. 

Putting the 15-stage adaptive dampers in 'Sport' mode makes them too firm, without natural body roll. This puts a lot of load through the tyres, which are Bridgestone Turanza Eco items — great for sound and range, not for grip. 

The rubber is staggered, too, with narrower front (235/45 R21) compared to rear (255/40R21) promoting understeer at the limit. A high kerb weight of 2290kg doesn’t help, either, but seems to be a common theme with vehicles based on the VW Group MEB platform. 

It took a bit of getting used to the Enyaq’s brake pedal, too, which is clumsy at blending the regenerative braking at the top of the travel with hydraulic further down. A firmer, more consistent pedal would make for smoother driving.

That said, having paddle-operated four-stage regenerative braking is welcome and, overall, there’s a charm to the way the Enyaq drives. It feels slick and well-oiled in a way many other electric cars feel overly heavy on technology.

The Skoda Enyaq was awarded a maximum five stars in its 2021 ANCAP safety test. It has eight airbags including front, front and rear side, and curtain airbags.

The Enyaq is equipped with active safety features including auto emergency braking (AEB) with pedestrian, cyclist and junction detection.

Being a little older than some rivals, the Enyaq does not have the latest driver-attention monitoring systems, but this can be seen as a blessing as they are often poorly integrated. The fuzzy 360-degree camera could do with improvement, too. 

Still, it features blind-spot monitoring, rear cross-traffic alert, adaptive cruise control and lane-keep assist. The aids are well calibrated for Australian driving and can be left engaged.

To disable the lane-keep, though, it’s an easy tap on the persistent top menu of the multimedia screen, even with Apple CarPlay running. More of this, please.

Audi has followed its Volkswagen parent in upgrading its warranty to five years and unlimited kilometres, finally leaving BMW and its three-year warranty behind.

The e-tron’s high-voltage battery components are covered by a separate eight-year and 160,000km warranty, but the big win, especially in this premium segment, is the first six years of servicing (covering three 24 monthly or 30,000km visits) is free.

Oh, and your public charging is largely free for the same period too, as Audi throws in a six-year ChargeFox subscription.

Six years pretty much cost-free? Audi, how far you’ve come.

Skoda’s seven-year/unlimited kilometre warranty applies to the Enyaq as it does to all of its models. 

The guarantee is right up there with the best and is a long way ahead of Tesla’s short three-year warranty. 

Servicing is due once every two years or 30,000km and owners can pre-purchase eight- or 10-year service packs, the former costing $1650.