After five years of faithful service, the Skoda Enyaq is revamped for 2025. This is particularly long for a model cycle, where facelifts typically occur every three to four years.
However, it’s fair to say that the Czech company has been busy with its first electric SUV over these five years, with multiple improvements throughout its early career, especially since its launch was anything but smooth.
Indeed, as our very first test drive of the model showed, the car suffered from the Volkswagen group’s software issues, similar to the ID.3 before it, with an infotainment system that kept crashing.
A first update in 2023 corrected these issues, and as it enters the second phase of its life, the manufacturer presents us with a rather significant facelift, including several new features that make it, once again, arguably the most interesting electric SUV from the Volkswagen group.
Skoda Enyaq (2025)Specifications
| Model | Skoda Enyaq (2025) |
|---|---|
| Dimensions | 4.66 m x 1.88 m x 1.62 m |
| Power (hp) | 286 hp |
| 0 to 100km/h | 6.7 s |
| Autonomy Level | Semi-autonomous driving (level 2) |
| Max Speed | 180 km/h |
| Car Charging Port | Type 2 Combo (CCS) |
| Entry-level Price | 46,270 euros |
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Skoda Enyaq (2025)Design: Significant and Visible Changes
In an effort to harmonize its range, Skoda updates the 2025 Enyaq by adopting the brand’s latest design codes. This new design language, called “Modern Solid,” is particularly evident at the front with a unique grille called “Tech-Deck Face,” directly inspired by the Elroq. The headlights, available in a matrix version as an option, are repositioned lower.
Another significant change: Skoda completely abandons its traditional logo on the bodywork in favor of lettering. Besides these adjustments – as well as some novelties like unique wheels and a new color – the Enyaq retains its identity.
Its dimensions change very little, with a length of 4.66 meters (wheelbase of 2.77 meters), a width of 1.88 meters, and a height of 1.62 meters. Both body variants, SUV and coupé, remain available.
These few aesthetic tweaks play a role in aerodynamics. According to Skoda, the grille, the grid, the lower blade, the wheels, and the underbody fairings help improve aerodynamic drag coefficients, displaying a Cx of 0.245 in its standard configuration, and 0.225 in the coupé version. This represents a reduction of 0.15 in both cases.
Skoda Enyaq (2025)Interior: Still Among the Best
Regarding the interior, it hardly changes: only the upholstery and the steering wheel have been dusted off. The equipment is enriched with a 13-inch central screen, three-zone climate control, keyless access and start, level 2 semi-autonomous driving, and standard front heated seats.
Overall, aside from a few higher-end elements specific to the trim level of our test model, the ambiance remains unchanged. The perceived quality is particularly high, especially when compared to that of the Volkswagen ID.4, its close technical cousin.
Skoda has paid special attention to ergonomics and the materials used on board. To the extent that if the vehicle had borne the Audi logo, it would not have been surprising, given how neat the presentation is.
In the rear, two adults over 1.80 meters tall can travel comfortably, with enough legroom.
Regarding the trunk, which opens electrically, Skoda announces a volume of 585 liters (up to 1,710 liters once the rear seats are folded). A double floor is also provided to store charging cables. However, unlike other electric models, there is no storage space under the front hood.
A Skoda wouldn’t be a Skoda without its typical clever features: ice scraper, umbrella in the driver’s door, hooks for bags, etc.
Skoda Enyaq (2025)Infotainment: Progression at All Levels
For a few months now, the Skoda Enyaq has been enjoying a top-notch infotainment section. However, it had a rough start when it launched in 2020, as our long-term test revealed, with a system that was constantly buggy. Black screens while driving, endlessly crashing Apple CarPlay, and sometimes unusable functions were our daily experience.
In 2025 (and even a bit earlier in reality, as issues had already been corrected in previous model years…), all these problems are just bad memories.
As a reminder, the Skoda Enyaq is equipped with two screens: a small 5.3-inch instrument screen positioned directly in the driver’s field of vision, and a much larger 13-inch screen in the center of the dashboard.
While the contrast between the two sizes may be surprising, the integration of the small screen is significantly more successful in the Enyaq than in the ID.4, despite similar technology.
The central 13-inch screen impresses with its size and fluidity now. Thanks to an infotainment system update, now version 4.0, including the voice assistant Laura, ergonomics have been greatly improved.
Navigating the menus is more intuitive, and the GPS mapping has improved in quality. In short, there’s a significant leap from the first version to this latest one.
Skoda Enyaq (2025)Driving Aids: Plenty to Go Around
In line with current standards, Skoda has equipped its Enyaq with a wide range of driving aids, as well as a capacitive steering wheel capable of detecting the presence of hands on its rim. This effectively utilizes the Travel Assist, which combines adaptive cruise control and active safety devices.
The system is generally convincing, especially on highways. The Enyaq thus offers level 2 semi-autonomous driving, incorporating active lane keeping and automatic speed adaptation.
Some driving aids that could be considered gimmicky also enrich the catalog, including the Park Assist assistant. This feature allows the car to park itself, but also to exit the spot directly via the MySkoda app and “Trained Parking” technology, which allows you to move the car out of a tight spot while standing next to it and controlling it directly from your phone.
Like nearly all electric vehicles from the Volkswagen group, the Skoda Enyaq incorporates a route planner directly integrated into its navigation system.
Skoda Enyaq (2025)Driving: Not Thrilling, But Quite Effective
In terms of driving, nothing changes for this new vintage. Like the majority of today’s 100% electric SUVs, the Enyaq isn’t thrilling to drive, and that’s exactly what it’s supposed to do: offer the right synthesis between dynamism and comfort.
As for comfort, we find the same qualities and the same flaws as the “old” model, with some harshness in compression, but an overall convincing setup. We still question the contribution of the optional adaptive suspension for this type of model, as the passive suspension already does quite a good job.
The Skoda Enyaq 85 is the only model available in the catalog, in its rear-wheel drive version or all-wheel drive version dubbed “X”. This variant replaces the model 80, and the improvements in terms of performance are substantial. The power increases from 204 to 286 hp, 545 Nm of torque, the maximum speed from 160 to 180 km/h, and the 0 to 100 km/h time from 8.7 to 6.7 seconds.
On the road, this gives us a more lively and engaging vehicle, but by no means really sportier, especially with more than 2.2 tonnes on the scale with the driver. In terms of dynamics, the Enyaq is relatively neutral, with a slightly marked but controlled body roll, while traction is never compromised.
Again, that’s all we ask of it. The RS version should return to the catalog soon, with probably a few more horses compared to the 299 hp of the first version and the 340 of the second.
Skoda Enyaq (2025)Range, Battery, and Charging
Regarding the electric part, there are some notable and interesting evolutions. The net battery capacity remains at 77 kWh, but its thermal management is improved to reduce charging times.
This 85 version caps at 135 kW in maximum charging power, but its charging curve evolves, allowing to save a minute on the 10 to 80% (28 minutes). The 85X version is still better off with a new battery supplied by LG, which allows the charging power to increase to 175 kW. Generally, with the MEB platform and the group’s 400-volt architecture, Skoda can’t draw more from it.
With the few aerodynamic improvements mentioned above, the range progresses with up to 581 km announced on our 85 test version according to the WLTP cycle. The Coupé version is more efficient with 10 km more and 591 km of range.
During our test drive of about a hundred kilometers, on a mostly smooth route with a majority of national roads, we recorded an average of 16.1 kWh/100 km, adopting a rather smooth driving style. With such consumption, this gives us a real range of around 480 km under these conditions.
However, during a brief stint on the highway, the Achilles’ heel of electrics, consumption climbed to about 25 kWh/100 km at a stabilized speed of 130 km and with some comfort elements activated (air conditioning, radio…). This gives us a real range slightly over 300 km on the highway. In other words, to reach the nearly 600 km of autonomy announced according to the WLTP cycle, you would rather need to use the car in an urban setting.
The Enyaq is equipped, as standard, with battery preconditioning, which allows it to be heated in advance of charging to achieve optimal performance during recharging. It can be activated automatically as you approach a predetermined charging stop by the planner, but also manually.
The small novelty is also the real-time display of the available charging power of the car depending on the battery charge. Thus, the driver will know at what power they
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Maya Singh is a senior editor covering tablets and hybrid devices. Her work explores how these tools reshape digital productivity and learning. She also contributes to feature editorials on emerging tech.