Skoda Enyaq vs Skoda Kodiaq

What's the difference?

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 new Skoda Kodiaq is an impressive, family friendly machine with a sharp design, loads of standard fruit, top-shelf safety and heaps of thoughtful touches throughout. It’s comfortable and refined, but thirsty relative to key competitors, and could do with a little more oomph, plus there are some niggles related to things like lane keeping refinement and the reversing camera. But there’s no doubt this so far low-key contender deserves a bigger share of the large, three-row SUV spotlight.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

The new Kodiaq’s overall proportions are similar to the out-going version, but it’s around 60mm longer, with a new headlight arrangement and octagonal grille treatment at the front.

Squared-off wheel arches are a design signature, as is the ‘dark chrome’ D-pillar with silver roof rails. The turret slopes markedly towards the rear, no doubt a contributor to the car’s slippery 0.28 drag coefficient.

At the rear, sharp C-shape LED tail-lights are split into three and the dark chrome finish is also applied to the Skoda logo type.

Aside from specific badges on the front guards, car-spotters looking out for the Sportline should tick off 20-inch rims and metallic black finish on the grille, wing mirrors, roof rails, D-pillar and diffuser as well as a horizontal light strip on the grille.

In classic Skoda fashion there are numerous thoughtful details that make life that little bit easier, including pop-out door protectors, bins in both front doors, an umbrella slotted into the driver’s door, and even a media screen wiping tool (dubbed ‘Dry display cleaner’) to keep the inevitable fingerprints under control.

The interior is dominated by a 13-inch multi-media screen and 10.25-inch ‘Virtual Cockpit’ instrument display with ventilated wireless charging pads for two phones on top of the broad centre console. And that console is broad because gear selection is via a stalk on the steering column rather than a traditional centre shifter.

But the standout feature is a trio of press and turn configurable ‘Smart Dials’ for heating and ventilation control.

The current function for each dial is shown on a digital display in its centre. Press the dial to select the chosen function and adjust by turning it. The middle dial can be customised to control up to four user-selected functions including audio volume, fan speed, air direction, map zoom and driving modes (on the Sportline).

The dials are chunky and easy to use. A super neat ergonomic master class.

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.

At 4758mm long the new Kodiaq is around 60mm longer overall than its predecessor, but the wheelbase (2791mm) has only grown by 1.0mm. Yet Skoda claims the interior, including the third row space, is more generous.

And that stacks up in the front which is roomy, functional and visually interesting with lots of room and plenty of storage. That includes big door bins, a box between the seats,with a padded, adjustable lid that doubles as a centre armrest, a lower (large) and upper (medium) glovebox, a hinged compartment near the base of the steering column, and multiple cupholders in the centre console.

Move to the second row and sitting behind the driver’s seat set to my 183cm position and there’s tons of leg and headroom, and enough shoulder room for three grown-ups to sit together with too much grumbling for medium-length journeys.

And Skoda’s helpful, common-sense approach is there in abundance with, for example, map pockets on the back of the front seats, which have a phone-sized slot stitched into them. -There are pull up shades for each window, big bins in the doors with plenty of room for bottles and more, a pull-down centre armrest with two cupholders, tablet holders in the back of the front headrests, adjustable climate controlled vents plus a ‘Jumbo Box’ on the floor for extra bottles and ‘stuff’ (removable if you need foot room for a centre passenger). Nice.

As for the more spacious third row, it’s still best to think of the two positions back there as occasional spots for up to mid-teenage kids. It’s too tight for adults on anything other than a painful and brief emergency trip.

That said, there’s oddments storage and a cupholder back there. But the second row seat doesn’t roll and fold for rear row access. It’s more a matter of slide (forward) and tilt (the backrest) to provide enough space to scramble in.

No power outlet back there, either, but there are three USB-Cs in the front (one near the rear view mirror for a dashcam), plus another two USB-Cs and a 12-volt socket in the centre row.

Boot capacity is generous and class competitive at 289 litres (VDA) with seven seats up, 749L with five seats up and a whopping 2035L with the second and third rows folded.

In the boot there are numerous thoughtful touches like extra storage wells, bag hooks, a 12-volt power outlet, a luggage net, and of course, the power tailgate.

There’s a space-saver spare under the boot floor, and you’ll be able to tow a 2.3-tonne braked trailer (750kg unbraked).

On the way to making an impact on the category big guns, Skoda will hope to steal sales from large SUV middle-order players like the Hyundai Santa Fe (from $53,000), Kia Sorento (from $50,680) and Mazda CX-80 (from $54,950).

Offered in three grades from launch, the Select kicks off the range at $54,990 before on-road costs, with new standard equipment highlights including 19-inch alloy wheels, heated seats, a 13-inch media display, nine-speaker audio, digital radio and metallic paint.

That comes on top of upgraded three-zone climate control, a power-adjustable front driver’s seat (with memory), leather trim, a power tailgate, keyless entry and start, a 10-inch digital instrument cluster, wired and wireless Apple CarPlay and Android Auto, privacy glass, rain-sensing wipers, LED head- and tail-lights, LED ambient lighting and heaps more.

The Sportline ($58,990 before on-roads) adds dynamic indicators, 20-inch rims, sports front seats, synthetic leather and synthetic suede trim (with grey contrast stitching), Sportline glossy black exterior elements, aluminium finish pedals and a heated steering wheel.

An optional $4000 Ultimate Package adds Dynamic Chassis Control (including adaptive dampers), Canton 12-speaker audio, a head-up display, heated rear seats, park assist, surround-view cameras, hands-free tailgate opening, progressive steering, hill-descent control and a power-adjustable front passenger seat.

Then an initial batch of 100 Launch Edition cars ($63,490, BOC) is based on the Select, adding power-adjustable and massaging front seats, a heated steering wheel and rear seats, Dynamic Chassis Control, auto parking, a surround camera view, matrix LED headlights, Canton audio, a head-up display and a panoramic glass sunroof.

Well and truly in the right price ballpark with an impressive standard features list at every level. It’s also worth noting a sporty 195kW Kodiaq RS will be arriving in September.

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.

All new Kodiaq launch variants are powered by the same 140kW/320Nm ‘140TSI’ 2.0-litre turbo-petrol four-cylinder engine driving all four wheels through a seven-speed dual-clutch auto transmission and two coaxial (wet) multi-disc clutch packs.

It’s the same direct-injection unit used in numerous other Volkswagen Group products such as the Audi A4 and Q5.

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.

Skoda’s official fuel consumption figure for the Kodiaq 140TSI, on the combined (urban/extra-urban) cycle is 9.2L/100km, emitting 209g/km of CO2 in the process, which is a reminder we’re dealing with a roughly 1.8-tonne, three-row, seven-seat SUV powered by a 2.0-litre engine.

Minimum fuel requirement is 95 RON premium unleaded and with a 58-litre tank theoretical range is around 630km.

Start-stop is standard and on test over several hundred kilometres in the Select and Sportline, we saw an average of around 8.5L/100km, but that was majority highway and B-road running. Expect low 10s and above in the city. Not horrendous but not spectacular.

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.

Skoda claims the Kodiaq will accelerate from 0-100km/h in 7.9 seconds and while there’s enough power for overtaking and easy cruising, it’s no powerhouse.

Peak power of 140kW arrived high up in the rev range (4200–6500rpm) but maximum pulling power (320Nm) sits in a broad band from 1400–4100rpm, which is just where you want it around town and on the highway.

The seven-speed dual clutch auto delivers quick, smooth shifts and steering wheel paddles (standard on the Sportline) add extra involvement if you want or need to shift ratios yourself.

Suspension is by MacPherson-type struts at the front and multi-links at the rear, and ride comfort is good, with B-road imperfections and high-frequency bumps not upsetting the car unduly.

The combination of the Select’s 19-inch rims, shod with 235/50 Hankook Ventus S1 evo rubber, is comfy, although the Sportline on 20-inch alloys, wearing 235/45 Hankook Ventus evo SUV tyres, is much the same.

We drove a Sportline fitted with Dynamic Chassis Control (as part of the optional Ultimate Package) and in ‘Comfort’ the adaptive damping set-up is overly soft, to the point where the car lopes and feels floaty over undulating sections.

Switch to ‘Sport’ and it’s too firm on anything other than a billiard table smooth surface. Surprise, surprise, ‘Normal’ is the just-right Goldilocks setting.

Pushing a little harder through some back road corners, the AWD system with automatic torque distribution does its thing seamlessly, while the electrically assisted rack and pinion steering is nicely weighted and accurate with good feel.

What doesn’t always feel so good is the lane-keeping assist system making abrupt, intrusive corrections. Not all the time, but often enough to furrow your brow.

Braking is by discs all around, ventilated and clamped by dual-piston callipers at the front, and solid with single-piston sliding callipers at the rear. They proved progressive and strong over several hundred kilometres on the launch drive program.

Under the heading of miscellaneous observations, this car’s ergonomics are top-notch. All buttons, switches and controls are intuitive and easy to use.

The twisting column-mounted gear shift stalk, an increasingly popular placement, takes a bit of getting used to, but once you’re familiar it’s great.

A 12.0m turning circle is sizeable, even for a car of this size, and we noticed a distorted view from the reversing camera, especially when manoeuvring close to other cars. 

The Kodiaq is impressively refined and quiet in terms of engine, tyre and wind noise.

The standard ‘Comfort’ seats are great, as are the Sportline’s grippier sports seats (and they’re still easy to get in and out of), while soft-touch materials around the dash and doors enhances the cabin’s premium feel.

The second-gen Kodiaq has been given a maximum five-star ANCAP assessment and there’s a swag of new or upgraded crash-avoidance tech on board, including a head-up display with traffic sign recognition, predictive adaptive cruise control, upgraded lane assist with adaptive lane guidance, improved AEB with pedestrian and cyclist detection, turn assist, traffic sign recognition, recalibrated driver fatigue detection and traffic jam assist.

If, despite all that, a crash is unavoidable, there are nine airbags fitted, including a front centre bag to minimise head clash injuries between driver and co-pilot. And standard multi-collision brake helps reduce the chance of secondary impacts after an initial crash.

There are three top-tether points for child seats across the middle row, with ISOFIX anchors on the two outer positions.

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.

The Kodiaq is covered by Skoda’s seven-year/unlimited-km warranty, which is ahead of the mainstream five-year warranty pack, although a little short of some, like MG and Mitsubishi at 10 years.

Scheduled servicing is every 12 months/15,000km, which is the expected norm for the category, and costs are still being fine-turned.

That said, you can expect pre-paid service pack pricing of around $2750 for seven years, or an average of roughly $393 per service, which is on the money for the category.