Skoda Reviews

The all-electric Skoda Peaq won't land in Australia until early 2028, when we think it will be priced from around $80,000 for the base version and stretch to around $90,000 for the models with the large battery. That means the big three-row SUV should go up against the more expensive Hyundai Ioniq 9 (from $119,750) and Kia EV9 (from $97,000), as well as the much pricier Volvo EX90 (from $124,990), but it could face a threat from the mid-size Mercedes-Benz GLB Electric (from $74,990). Sadly, even with its late arrival, the all-new Peaq narrowly misses out on the Volkswagen Group's next-generation EV technology that isn't due to land until 2029, with Skoda hoping its combination of smart looks, high-quality, practical and versatile cabin, plus a smooth, comfortable drive will address that deficit. From launch, the Skoda Peaq comes with three different powertrains – the rear-wheel drive Peaq 60 and Peaq 90 and an all-wheel drive Peaq 90x. The entry Peaq 60 is powered by a 59kWh (useable) Nickel Manganese Cobalt (NMC) chemistry battery that is combined with a single rear-mounted motor that produces 150kW and 350Nm of torque. Off the line, the most affordable Skoda SUV takes 8.5 seconds to reach 100km/h from standstill. Towing is limited to 1800kg. Choose the middle-rung Peaq 90 and you bag a much bigger 86kWh battery pack and a beefier rear motor that pumps out 210kW/545Nm for a brisker 7.1 second 0-100km/h, although its towing capacity remains unchanged. To tug up to 2000kg, you'll need the all-wheel drive Peaq 90x that boasts an additional e-motor that drives the front wheels and ramps up power to 220kW. A combined torque output hasn't been disclosed, but with all four driven wheels, the 0-100km/h dash falls to 6.8 seconds. To provide some context, the entry rear-drive Kia EV9 takes around 8.2 seconds to sprint to 0-100km/h, but the dual-motor versions are much quicker than the Skoda, taking between 4.5-6.0 seconds to hit the same benchmark, depending on the version. The Korean can tow up to 2500kg. Not only does the Skoda Peaq adopt the brand's latest Modern Solid design language that draws styling cues from the well-received Vision 7S concept, but the new Tech Deck snout, smooth surfacing and aerodynamic tricks above and beneath the bonnet have slashed the drag coefficient to around 0.25Cd. This sees the Peaq 60 capable of averaging a respectable 14.7kWh/100km, although its modest 59kWh battery size and sheer weight mean its claimed WLTP-verified range is still limited to just 459km. A better match for many will be splashing out on the Peaq 90 which, with the 86kWh battery, still manages to return a claimed 15kWh/100km, which allows it to travel up to 649km before it needs plugging in. Choose the four-wheel drive Peaq 90X flagship and the quickest Skoda SUV still returns 15.8kWh/100km for a 613km claimed range. All of those figures are better than a Kia EV9, with the rear-drive entry model only able to cover 449km, while the longest range all-wheel drive models can only drive up to 512km. The Skoda Peaq is based on a heavily upgraded version of the Volkswagen Group's MEB platform that was first rolled out on the VW ID.3 back in 2019, so it has to make do with lowly 400-volt electrics that limit charging speeds, compared to the 800-volt electrics that come with the Hyundai Ioniq 9 and Kia EV9. That explains why, while a Kia EV9 can be topped up at between 210kW and 220kW, the Peaq 60 can only handle a charge of up to 160kW for a 27-minute 10 to 80 per cent charge. A Peaq 90 sees that rate increase to around 199kW, but the bigger battery sees top-up times increase to 28 minutes. Those wait times could seem less competitive with the arrival of a new Chinese seven-seater that will normally boast peak charging well beyond 350kW, for a top-up of comfortably less than 20 minutes. With its standard 11kW AC charger (a 22kW AC charger isn't available) a 0 to 100 per cent top-up takes six hours 30 minutes for the Peaq 60 and around nine hours for the Peaq 90. As you might hope, the new Skoda Peaq offers plenty of space inside for a large family. After all, it measures in at 4874mm long, 1865mm wide and stands 1664mm tall with a generous 2965mm wheelbase, designers have been able to maximise the space within. Even though it's aimed at the Hyundai Ioniq 9 or Kia EV9 rivals, both of those cars are larger still (5010mm, 1980mm, 1750mm). That explains why the third row in the Skoda is more suited to kids, rather than adults, but space can be made by sliding the second row forward. Luggage space with all seats in place is limited to around 299 litres - which probably isn't enough for most families of five, but stow the third row and its luggage-carrying capacity rockets to a plentiful 935 litres. Up front, there's even a decent 37-litre frunk that can store cables and the rear parcel shelf when not in use. Designed with families in mind, the rear doors open wide, there's loads of leg- and headroom in the second row, tri-zone climate control and lots of vents. ISOFIX mounting points are limited to the two outer pews and the front passenger seat. In the front row, the Peaq feels made up of premium materials, while the dash comes with a large 13.6-inch portrait-mounted multimedia display that runs a new Android-based software. Ahead of the driver is a 10.25-inch digital instrument cluster that's clear, with all the tech easy to use. There is even three big paddles that act as shortcuts for climate controls, proper buttons on the steering wheel and a large roller for the volume that could all be operated while wearing oven mitts, aiding the ease of use for even the most ham-fisted on the move. As well as loads of cubbyholes, we love the pair of illuminated Qi2 magnetic wireless phone chargers that handily secure your phone when charging. The Skoda Peaq is perfectly judged for its family wagon role. Even with the least powerful Peaq 60 powertrain, there's enough torque to shrug off the kerb weight that hovers around 2200kg. Like other MEB models, the Peaq comes with MacPherson struts up front that's combined for a multi-link rear suspension. Air springs, aren't even an option, but even without them, the big Skoda manages to deliver a smooth and comfortable ride over a rough road. Body roll is well contained, with the Peaq providing plenty of confidence behind the wheel. The Czech brand will offer adaptive dampers as an option, which might be worth considering as they will be able to switch from a soft, plush ride to the extra body control you might need when driving loaded with passengers and luggage. Around town, a tight turning circle for the rear-drive versions means the Peaq feels more agile than its rivals, and should be easier to park than the longer Kia EV9. The drawbacks of buying the Skoda Peaq involve its limited charging speeds that aren't as competitive as they should be, meek performance off the line and a lack of thrills behind the wheel, although many owners will warm to its relaxed, laid-back nature of how the Skoda drives. Our car had an irritating hardware or software glitch that saw the multimedia undergo multiple factory resets unprompted. With more than a year to go until it arrives in Australia, there's little intel on how the Skoda Peaq is shaping up for our market, instead, we're forced to look at what's happened in Europe, which might indicate what the local line-up might look like. In markets like the UK the Peaq is available in nine different paint options. Standard on the Skoda Peaq are: 19-inch alloy wheels Multi-function steering wheel LED headlamps and tail-lights Seven seats Two USB-C ports in front, two USB-Cs in 2nd row, two USB-Cs in third row Climate control Heated height-adjustable front seats, with electric adjust lumber support 13.6-inch multimedia system 10.25-inch digital instrument cluster Variable boot floor Dual Qi.2 magnetic chargers Electric sliding parcel shelf Mid-spec models in Europe add: Matrix LED headlights Remote park assist 360-degree camera view Lane assist and traffic light detection Illuminated grille High-grade Sportline variants get: 20-inch alloy wheels Gloss black exterior features Adaptive dampers Three-spoke sport steering wheel with paddles for brake regen Options include the Relax pack that adds massage seats, a folding table and a more powerful Sonos sound system. There's also the option of adding ventilated seats with adjustable footrests. Acoustic glass, brackets for iPads and an electric folding tow bar are all cost extras. The Skoda Peaq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB with pedestrian and cyclist detection Adaptive cruise with traffic jam assist Lane-keep assist Blind-spot monitoring Turn and crossroad assist Front and rear cross-traffic alert Traffic sign recognition Front and rear parking sensors 11 airbags Predictive speed sensor Exit warning  Like any other Skoda, the all-new Peaq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with a further eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Peaq should be every 24 months/30,000km, whichever comes first. Like the small Elroq, the new flagship Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

The Skoda Epiq is a new entry EV that will join the compact Elroq and mid-size Enyaq SUVs from the middle of next year, with pricing estimated to inhabit the space between $35,000-$40,000. Developed alongside the Cupra Raval, Volkswagen I.D Polo and ID. Cross, the Epiq has more in common with the small VW SUV, although all four share the MEB Entry platform and come with the same battery and powertrain tech. We got some time behind the wheel at compact SUV's global launch to see how it will fit into Australia's ever-growing EV landscape. In Europe, the Skoda Epiq comes in three flavours – the Epiq 35, Epiq 40 and flagship Epiq 55. The base Epiq 35 and mid-spec 40 come with a smaller 37kWh lithium iron phosphate (LFP) battery that is combined with either an 85kW (35) or 99kW (40) e-motor driving the front wheels, each producing an identical 267Nm of torque. The lower-powered Skoda hatch accelerates from 0-100km/h in 11 seconds, with the Epiq 40 carving a second off the same sprint (9.8 seconds). For those who need more performance, the Epiq 55 obliges with the combination of a bigger 52kWh nickel manganese cobalt (NMC) battery and a punchier front electric motor that pushes out 155kW and a more muscular 290Nm of torque for a brisk 0-100km/h dash of 7.1 seconds. Whichever Skoda Epiq you choose, the small SUV comes with remarkable efficiency for an EV, with either version capable of averaging around 13kWh/100km. That means the Epiq 35 and 40 with the LFP battery can drive up to 310km on a charge, while the Epiq 55 with the NMC powerpack travels up to 441km, bettering the BYD Atto 2 with the longest range (430km), despite having a significantly smaller battery (52kWh vs 65kWh). Slashing real-world energy consumption is the heavily revised MEB Entry platform that has been redesigned to save weight, with even the flagship version tipping the scales at 1544kg, which isn't bad for an EV. A BYD Atto 2 with the bigger battery fitted weighs 176kg more. Helping it slip through the air easily, the Epiq also comes with some trick aero tech that slashes its drag coefficient to 0.275. Achieving that figure for an upright SUV wasn't easy and needed active air shutters behind the front bumper that only open when the battery needs cool air. Other additions include a set of wind-cheating wheels and a pair of air curtains that channel air through the bumper and around the front wheels. An optimised flat underfloor that leads air to a rear diffuser, plus a rear tailgate spoiler and tail-lights and wheel-arch cladding's that have all been fine-tuned in the wind tunnel complete the extensive aero tweaks. Choose the most basic Skoda Epiq 35 and DC charging is capped at just 50kW, which isn't the best for how long you'll be hanging around a fast-charge, with the benchmark 10 to 80 per cent top-up taking 33 minutes. A better bet is paying more for the Epiq 40 that can accept a 90kW charge for a quicker 25-minute recharge. The Epiq 55, meanwhile, thanks to its different chemistry, can be charged at up to 105kW for the quickest 24-minute 10 to 80 per cent refill. Using the standard 11kW AC charger a 10-100 per cent top-up takes four hours for the entry and mid-spec Epiq and around 5.5 hours for the Epiq 55. While its sister car, the Cupra Raval hatch, stuns you with its design, the Epiq wins you over with its classy cabin that mixes high-quality materials with loads of space and slick, intuitive tech. Even though it's not as big as some of its rivals at 4171mm long, 1798mm wide and 1581mm tall, the Epiq's designers have managed to squeeze in generous rear head- and legroom, plus a huge 475-litre boot. If that's not enough those seats drop to provide up to 1345 litres of space, while under the bonnet lurks a 25-litre capacity storage bay to swallow all the cables. Despite being an entry Skoda, you'll still find an umbrella stashed in the door and an ice scarper in the boot, but it's the cabin's general look and feel that edges it over all its rivals. The large 13-inch Android-powered touchscreen is also intuitive and easy to use and even comes with a clear 5.3-inch digital instrument cluster. As well as proper buttons on the multi-function steering wheel, there's also a row of useful physical buttons below the centre console's vents. A large, central under-armrest bin, capacious door pockets and useful cupholders cement a deeply impressive cabin. Developed by a team of Cupra engineers sharing all the same parts bin items as the sporty Raval, it might be tempting to think the Skoda Epiq should drive like the little Spaniard that blurs the boundary between an EV and a hot hatch. Instead, the Epiq feels more grown up – not that it isn't an engaging steer, it's just the MacPherson struts up front and the torsion bar rear axle have been set up with a clear comfort bias, rather than outright thrills. The steering is precise and the ride remains smooth and controlled. Over some really challenging, bumpy roads you occasionally wish for some more pliancy from the dampers, but adaptive dampers are not an option, and our car rode on large 20-inch wheels, with the expectation things will improve on smaller rims. What was unexpected is how quiet and refined the Epiq is, giving the impression of a bigger, more expensive car. Behind the wheel, drivers can alter the amount of brake regeneration using a pair of steering wheel-mounted paddles that provide a one-pedal mode. It's also worth mentioning that, unlike many rivals in the class, all the driver assist tech seemed to work unobtrusively on the European roads, while the in-car tech is intuitive, clear and easy to use on the move. We've already mentioned the Skoda Epiq isn't as entertaining behind the wheel as a Cupra Raval, and some Australians might feel the entry models with a 310km range won't be enough. There's also a fear Skoda Australia might deny us both the Epiq 35 and 40 Down Under and only bring the flagship Epiq 55. If it does, the Skoda is likely to be priced well above $40,000, where the small entry EV will butt heads with the larger Skoda Elroq (from $48,990) and then start to look very expensive beside the bigger, more spacious, faster-charging BYD Atto 3 Evo. Since it's too early for prices and full specifications, we're forced to look at what's happened with the Skoda Epiq in Europe where the small all-electric EV is available in three different trims. Choose the Epiq and there are six different paint options. Standard on the Skoda Epiq are: 18-inch alloy wheels Multifunction steering wheel Black roof rails Ambient lighting Climate control Manual height-adjustable front seats 13-inch multimedia system 5.3-inch digital instrument cluster Variable boot floor LED tail-lights Rear parking sensors Mid-spec models in Europe add: Heated front and rear seats Digital key Reversing camera Privacy glass High-grade variants get: 20-inch alloy wheels Orange mirrors, window trim and seatbelts Three-spoke sports steering wheel with paddles for brake regen Contrasting black roof Options on the entry and mid-spec models include large 19-inch alloy wheels, LED headlights, a full-width panoramic roof and an electrically retractable tow bar (the Epiq can tug up to 1200kg braked). The Skoda Epiq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB, adaptive cruise Lane-keep assist Blind-spot monitoring Front and rear cross-traffic alert Traffic sign recognition Predictive speed sensor Exit warning Like any other Skoda, the all-new Epiq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Epiq should be every 24 months/30,000km, whichever comes earlier. Like the bigger Elroq, the new entry Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

Three months with the MY26 Skoda Elroq Select 60 have come and gone in the blink of an eye. The segment-straddling, fully-electric SUV has been a pleasure to ‘own’ because of its city-friendly size that would surely make Goldilocks blush. But there is more to the Elroq story than its practicality, as its European nature should mean it is also one for the keen drivers. But is it? That is what we are going to find out in this third instalment of our long-term review of the entry-level Select 60. In part one we detailed its relatively keen pricing and surprisingly high specification, while the second explored its Euro design and aforementioned practicality. To find out more click the links directly below. Now, it is time to go for a drive before I deliver my overall verdict on the Elroq. Let’s go! Simply put, the Elroq is a joy to drive. A lot of EVs these days are not particularly engaging behind the wheel, but this Czech model flips the script with its well-balanced ride and handling. The Elroq Select 60 may lack adaptive dampers, but its MacPherson-strut front and multi-link rear suspension delivers a level of suppleness over potholes and speed bumps – without being too soft like a lot of its new Chinese competitors. Some would say it is firm, but it is definitely not jarring. At the same time the Elroq maintains good body control when pushed hard through your favourite set of corners, enough that you will want to drive around them again. Handling in general is strong, offering plenty of confidence, with grip plentiful despite the rear-wheel drive set-up, which is a rarity in the small-car segment. RWD is much more fun than front-wheel drive, as you’re pushed out of corners rather than pulled, plus there is, generally, the benefit of a tighter turning circle, which is perfect for the city. The electric power steering is nice and direct, albeit on the lighter side when it comes to weighting, but I don't mind it around town, where it makes low-speed manoeuvres, like parking, much easier to execute. The steering wheel is a little too thin for my liking, but I got used to it quickly enough. The MY26 Select 60 on test here only produces 150kW and 310Nm from its single electric motor, which is a significant 60kW/235Nm short of other Elroq variants. As a result, the Select 60’s 0-100km/h sprint time of eight seconds flat is 1.4 seconds slower than the other Elroq variants, which you will certainly notice when merging onto or overtaking on the highway. But the reality is most of your acceleration in the Select 60 will be to 40-60km/h and in those instances it will feel very spritely, as most EVs do. Noise, Vibration and Harshness (NVH) levels are predictably good, given the Elroq is an EV that operates almost silently. Some road and tyre noise can be heard at higher speeds, but it thankfully never drones. Where the MY26 Elroq disappoints, though, is with its regenerative braking. Two levels are on offer, with the default the equivalent to engine braking in an internal-combustion model, while the B mode for the single-speed automatic transmission offers stronger energy recuperation. That said, the B mode is still not the equivalent of one-pedal driving, which is an EV signature I have sorely missed over the past three months. Thankfully, Skoda Australia has confirmed the Elroq’s MY27 update introduces a one-pedal option, meaning new owners will be able to drive by just modulating the accelerator pedal. The performance of the friction brakes is strong, should you need to properly use the left pedal. However, the blending between the regenerative and friction braking could be better. Also, the friction brakes start to bite when the right pedal is partly depressed, which takes some getting used to. In what seems to be a shock these days, the Elroq’s advanced driver-assist systems are rather pleasant in the real world. The lane-keep and steering assist functions are relatively well measured, while the adaptive cruise control is nicely calibrated – although it is not particularly energy efficient if you are trying to maximise your driving range (more on that in a moment). There are also no incessant over-speed or driver-attention warnings to combat – hooray! That said, it is a shame surround-view cameras are unavailable in the MY26 Select 60, even as an option. And the reversing camera you do get is shockingly low-resolution, which should not be a thing in 2026. The front parking sensors are also intermittently a little too sensitive in traffic, but it is by no means a deal-breaker. In my third and final month behind the wheel of the MY26 Elroq Select 60 my average energy consumption was 15.8kWh/100km over 1068km, a slightly higher proportion of which was in the city. This more efficient environment meant that result was 0.1kWh/100km and 0.3kWh/100km better than I managed in months one and three. My three-month average was 15.9kWh/100km over 2797km, which equates to a real-world driving range of 371km, based on the MY26 Select 60’s useable battery capacity of 59kWh. That is just 24km short of the MY26 claim and still good enough for a regular urban commuter, but I would personally be paying the premium for the long-range MY26 Elroq, which promises up to 529km between charges. Acquired: May 6, 2026 Distance travelled this month: 1068km Odometer: 3755km Average energy consumption this month: 15.8kWh/100km

Skoda is a somewhat strange brand in Australia where it blossomed quite late after being brought into the Volkswagen family. The brand is seen as slightly left of centre in some regards, but utterly practical and sensible in terms of things like layout and packaging. The Skoda Kodiaq is the company’s mid-sized seven-seat SUV. It incorporates all-wheel drive which operates mostly as a front-wheel drive system. Engine choices consist of a 2.0-litre turbo-petrol engine with 132kW, a 2.0 litre turbo-diesel with 140kW and a retuned version of that engine (with an extra turbocharger) with 176kW for the sportier variants. All Kodiaqs used a seven-speed dual-clutch auto transmission with a wet-clutch design. A facelift for 2018 brought a larger 9.2 inch touchscreen and a Sportline trim variant joined the range with its 20-inch alloy wheels and blacked out trim. The other notable addition was the 2022 Kodiaq RS which ditched the turbo-diesel engine for a 180kW turbo-petrol 2.0 litre. Within the Skoda company, this generation of the Kodiaq was known as the NS model. Built on the VW Tiguan’s platform, the Kodiaq is one of the smaller seven-seaters you can buy. In turn, that means the third row seats are exclusively for kids, and smaller ones at that, so it’s an occasional seven-seater for growing Aussie families. If you regularly move more than five bodies, there are better alternatives. What the Kodiaq does have, though, is a big chunk of personality. It’s practical in the way it's laid out and equipped and a bit more playful to look at than the Tiguan it shares so much with. If sporty driving fun is important to you, the Skoda scores a few more points over some of its peers. There will be people who will tell you their Skoda has been the most reliable car they’ve ever owned. And while it’s true build quality and materials are up to the VW family’s usual high standards, the Skoda, based as it is on the Volkswagen Tiguan mechanical platform, has had its share of reliability problems. Overall the picture is not bad and certainly not as terrible as those dark days of VW quality of a decade earlier. The turbocharged 2.0-litre petrol engine has a reputation for liking a drop of oil, but this is down to the design, not a fault with the engine. It uses low-friction piston rings (as do a lot of modern engine designs) and the small amount of oil consumed is more than offset by the fuel savings of the low-friction engine. Owners still need to keep an eye on the oil level, however. The demons of earlier dual-clutch transmissions seem to have been expelled by the time the Kodiaq NS turned up. Even so, you need to see a full service history to be sure and make certain during the test drive the transmission is not slow to select gears or that it doesn't shudder when you take off from a green light. These symptoms point to costly transmission woes. As a seven-seat family car, you also need to make sure the interior hasn’t been pummelled by years of carting kids, dogs and pushbikes around. The Kodiaq had been the subject of a handful or recalls, including one to check whether all the required nuts securing the rear seat had been fitted at the factory. Another was to ensure part of the engine’s plastic cover didn’t contact the turbocharger unit, which could have caused an under-bonnet fire. Possibly the most critical recall, though, was one involving the infamous Takata airbags that were fitted to some Kodiaq and needed to be replaced before they were needed in a crash. You can check out the details at https://www.vehiclerecalls.gov.au/ to see if your car was affected. The alternative is to contact Skoda Australia’s customer service department for a VIN check. Not much changed mechanically over the years the NS model was on sale, so the Kodiaq to avoid now is the one lacking a full service history, with higher kilometres, or evidence of having been neglected or knocked about, rather than one with a particular build date. Experience with VW Group products has taught many people to be suspicious of cars with high mileage. Certainly, any second-hand Kodiaq with a big number on its odometer would force you to check the service history of that car very carefully. The vast majority of Kodiaqs from this series of cars have travelled less than 200,000km, so there’s no intel yet on how they’ll fare with even bigger distances on board. While the Kodiaq featured a maximum five-star safety package as standard, the one to buy now is not a specific trim level, but an example where the original purchaser ordered the Luxury Pack. The Luxury Pack added convenience stuff like ventilated, heated and memory front seats, matrix LED headlights, steering wheel paddles, tri-zone climate-control, as well as some important safety additions such as a 360-degree camera view, lane-keeping assistance, blind-spot monitoring and rear cross-traffic alert. It’s worth the extra for that safety gear alone. Low to mid-teens is where the action starts here, but for that sort of money, you’ll probably be buying a relatively high-mileage example with at least 180,000 or 190,000km on board and perhaps even more. At the other end of the price scale, there’s lots of choice in late model Kodiaqs with little more than demonstrator mileage (sub-10,000km) showing. These are being offered for anything from low $50,000s to $60,000 and occasionally even more than that. That said, they’re basically brand-new cars at that point. Skoda dealerships are not as plentiful as Volkswagen showrooms, but the reality is that a VW dealer should be able to help with much of a Skoda’s servicing requirements. That goes for parts supply, too, and it’s also true to say an independent workshop specialising in late-model VWs should also cope easily with a Skoda. The exception to that will be in terms of body panels and trim pieces which are Skoda-specific. But the Kodiaq is a global model, so there’s plenty of online and overseas sources for such things. Like VW generally, the Skoda brand has a huge enthusiast following, so performance-oriented replacement parts are also readily available from a variety of vendors. Kodiaq sales represent a decent chunk of Skoda’s Australian sales. But as a fairly niche brand, that doesn’t mean Kodiaqs are everywhere. In fact, Skoda sells between 1000 and 2000 Kodiaqs a year in this country, making its stablemate the VW Tiguan, a much more common sight on roads and in the for-sale classifieds.

As far as ‘compact’ SUVs are concerned, the MY26 Skoda Elroq is arguably in the Goldilocks zone. It is on the large side for a small SUV, and on the small side for a mid-size SUV, making it perfect for a city dweller like myself. Which is why the fully electric Elroq has been a great car for me to long-term test in this three-part review. More on that later. If you missed the first instalment covering the entry-level MY26 Select 60’s pricing and specification details, check out the link above. As promised, this second look will focus on the Elroq’s design and practicality, while the upcoming third and final part will be headlined by my full driving impressions and overall verdict. Let’s get cracking! Starting with design, the Elroq’s exterior is arguably unremarkable, but I like it all the same. Up front, Skoda’s new tech-desk face is in full force, with a black panel taking the place of what would have been a grille in an internal-combustion model. Flanking it are sharp LED daytime running lights, which are separate to the low and high beams below. I particularly like the heavily creased bonnet with its SKODA lettering, and the chunky front bumper, which has a well-executed black plastic element that flows through to the wheel-arch and door cladding around the side. The Elroq has a particularly strong character line with real doorhandles below – yes, they are an increasing rarity these days. And then there are the Select 60’s 19-inch 'Proteus' alloy wheels, which I initially thought were quite plain in design, but I now reckon look decent. At the rear the Elroq has unmistakably Skoda tail-lights and in case you still do not pick it, there’s even more SKODA lettering in between. I quite like how upright the tailgate is as you know that means good things for boot, but more on that in a moment. The bumper is quite plasticky, but even with light paintwork like my test vehicle’s Timiano Green, I do not think it looks bad in this instance. That said, the chunky tailgate spoiler looks noticeably cheap with its plastic finish, but we are talking about a base model after all. Inside, the Select 60 features the Elroq’s Loft interior theme, which means it is covered in a denim-like cloth upholstery with synthetic leather accents. We are talking about seats, armrests and even door and dashboard inserts here, so there is no missing the divisive material. I don’t mind it, but some of my passengers had strong opinions against it. The leather-trimmed, two-spoke steering wheel feels very premium in hand and is enhanced by its physical controls for key functions, which are welcome because they are another increasing rarity these days. There is also a row of physical buttons below the 12.9-inch touchscreen multimedia system, but sadly none of them are dedicated to temperature or fan-speed controls. There is a CLIMA button that opens the touchscreen’s climate-control menu, but it is only useful if you want to change the airflow direction as the temperature and fan-speed controls are permanently in the bottom row of the multimedia system’s shortcuts. The multimedia system is easy enough to use once you get your head around it, but the reality is most drivers will instantly take advantage of its wireless Apple CarPlay and Android Auto support and use smartphone mirroring instead. It is also nice to see physical air-vent controls as they too have come under threat recently as some brands irrationally try to move them to the touchscreen. Criticisms? Well, it is rather dark inside the Elroq, with only the light headliner trying to brighten things up. The touch panel for the volume controls is also annoying to use, but at least the driver still has access to a dedicated scroll wheel on the steering wheel. And then there is the 5.0-inch digital instrument cluster, which feels comically small these days, although it does still contain all of the key driver information. When it comes to practicality, the Elroq punches well above its weight. At 4488mm long (with a 2765mm wheelbase), 1884mm wide and 1625mm tall, the Elroq is not a large car by definition, but its well-packaged EV platform helps it to pretend to be one. The Elroq’s boot has a cargo capacity of 470L, which is large for a small SUV. Better yet, stow the 60/40 split-fold second row via the manual release latches, accessible via the boot itself, and luggage space increases to a cavernous 1580L, all with no load lip to contend with. There is also underfloor storage, which is large enough the Elroq’s onboard charging cables and tyre repair kit, which should be replaced by a spare wheel. The floor mat is double-sided, giving owners the choice between carpet or rubber, which may come in use if you regularly transport wet gear. If you are likely to have boxes or similar cargo in tow, the Elroq also has two box holders with Velcro, which can be adjusted as you see fit. You also get four bag hooks, a 12V power outlet, a storage net and a cargo strap, which is among the four side cubbies in the boot. Nice. Sadly, there is no frunk in the MY26 Elroq on test here, but the MY27 version does come with one, which will be perfect for storing the charging cables. In the second row, there are two ISOFIX anchors and three top-tether points for child-seats, and removable storage at the rear of the centre console which features air vents and two USB-C ports. Map pockets are affixed to the front seat backrests and even feature bonus pouches for small devices, while the rear door bins can accommodate one regular bottle each. There is also the obligatory fold-down armrest with two cupholders, but they need to be manually deployed, which I do not mind as they are not always in use when you want to rest your inner arm. Behind my 184cm driving positioning, I have oodles of legroom, a couple of inches of headroom and enough toe room to keep myself happy. That said, width is limited here, so while you can technically seat three adults abreast on the rear bench, I would only recommend doing so on short trips. Up front, centre-console amenities include two cupholders that are a little too European for my liking, meaning they can only swallow small bottles, even with their divider removed. Ahead of them is a wireless smartphone charger, while behind is a long but narrow open cubby, and a central bin that is deep but thin, featuring two removable bins and a lid that ratchets into your preferred position. Underneath this entire assembly is a second, open storage tier, which can be used for stowing small bags and the like. The front door bins can take two regular bottles each, while the glove box is half-width but tall enough to still be useful. What is missing? A sunglasses holder and not much else, that is how well occupants are taken care of here. In my second month with the MY26 Elroq Select 60, my average energy consumption was 16.1kWh/100km over 1000km of driving, which included a fairly even mix of highway and city trips. This equates to a real-world driving range of 366km based on the MY26 Select 60’s useable battery capacity of 59kWh, which is just 29km short of its claim. As I said in the first part of this long-term review, I would personally pay at least $10K extra for the larger-battery version of the MY26 Elroq, which has a 529km claim and, therefore, greater peace of mind for long-distance drivers. And with that we have reached the end of this second instalment. I will see you for the third and final part next month, when I will reveal my driving impressions and deliver an overall verdict.

Once a common sight on our roads, wagons have fallen out of favour somewhat as a result of the ever-growing popularity of SUVs and utes. But is a wagon a better and more family-friendly vehicle than a bigger, taller SUV or ute? And what if that vehicle has a mild-hybrid system onboard? That's where Skoda’s Octavia new mild hybrid comes in.

Sales of fully electric cars are booming in Australia at the moment, having accounted for a record one in five new vehicles sold in May 2026. It is good timing, then, for Skoda to launch the first sub-$50,000 European EV to be sold Down Under, the 2027 Skoda Elroq Select 60 small-to-medium SUV. When the Elroq launched with its mid-range Select 85 and flagship 130 Years Edition variants in September 2025, it quickly established itself as one of CarsGuide’s favourites in the segment, having been shortlisted for the Medium SUV Under $60K category in our 2026 Car of the Year awards. But the entry-level Select 60 has since arrived to tempt buyers who crave European style and driving dynamics as much as they crave value and zero emissions. But is the Elroq Select 60 actually any good to own? I have got the keys to a Timiano Green example for the next three months to find out. In this three-part long-term review, I will detail the Select 60’s pricing, specifications, efficiency and aftersales support. The second instalment will deep-dive the Elroq’s design inside and out, as well as its all-important practicality, while the third will be headlined by our full driving impressions and overall verdict. With further ado, let’s get into it! As mentioned, the Elroq 60 Select is Australia’s first sub-$50K European EV. How much cheaper than $50K is it, though? The answer is just $10. Yep, the Elroq 60 Select costs $49,990 drive-away, which makes it $10K and $20K more affordable than its aforementioned 85 Select and 130 Years Edition siblings, respectively. That said, the Select 60’s relatively low price has it well positioned against its competition. Before I go too much further, though, it is worth noting that the Elroq is 4488mm long, which makes it large for a small SUV, and small for a medium SUV. Point being, the Select 60 has rivals all over the place, including one of our 2026 COTY award winners, South Korea’s brilliant Kia EV3 and its similarly priced range-opening Air Standard Range ($47,600 plus on-road costs, 4300mm long). Then there is the more affordable but similarly sized MG S5 EV Essence 49 ($42,990 d/a, 4476mm long) and Zeekr X RWD ($48,900 d/a, 4432mm), both of which are Chinese. Do not make the mistake of thinking that Skoda took a lot of ‘goodies’ out of the Elroq to make the Select 60 a sub-$50K proposition. Its list of standard equipment still includes: Keyless entry Metallic paintwork Dusk-sensing LED lights Rain-sensing wipers 19-inch Proteus alloy wheels with 235/55 tyres Auto-dimming side mirrors with power folding LED puddle lights Black window surrounds Black roof rails Rear privacy glass Keyless start 13.0-inch touchscreen multimedia system Wireless Apple CarPlay and Android Auto Bluetooth DAB+ digital radio Eight-speaker sound system 5.0-inch digital instrument cluster Wireless smartphone charger Four 45W USB-C ports One 12V power outlet Heated front seats Heated steering wheel Dual-zone climate control Auto-dimming rearview mirror Fabric upholstery LED ambient lighting Meanwhile, the Select 60’s safety features include: Autonomous emergency braking with pedestrian, cyclist and junction detection Lane-keep assist Steering assist with emergency functionality Adaptive cruise control with stop and go functionality Highway assist Blind-spot monitoring Driver attention alert Rear cross-traffic alert A reversing camera Front and rear parking sensors Safe exit alert Tyre pressure monitoring A tyre repair kit Seven airbags (front-centre and dual front, front-side and curtain) Two ISOFIX child-seat anchorage points (rear outboard) Three top-tether child-seat anchorage points The Select 60 has one option, with the tempting $6000 Signature package adding: Dynamic Matrix LED headlights Power tailgate with handsfree operation Dynamic LED tail-lights 12-speaker Canton sound system with a subwoofer Head-up display with augmented reality Power-adjustable driver’s seat with memory functionality Rear sunshades Surround-view cameras Dual rear-side airbags For reference, aside from a larger battery and a more powerful electric motor (more on both of those in a moment), over the optionless Select 60 the Select 85 adds: 19-inch Regulus alloy wheels with mixed tyres (235/55 front, 255/50 rear) Dark-chrome window surrounds Dark-chrome roof rails LED rear foglights Then the 130 Years Edition goes the whole way the further addition of: Dynamic Matrix LED headlights Heated windshield 21-inch Supernova alloy wheels with self-healing tyres (235/45 front, 255/40 rear) Power tailgate with handsfree operation Dynamic LED tail-lights 12-speaker Canton sound system with a subwoofer Head-up display with augmented reality Tri-zone climate control Power-adjustable front seats with memory functionality Massaging front seats Heated outboard rear seats Rear sunshades Fabric/artificial leather upholstery Extended LED ambient lighting Park assist Surround-view cameras So, what is the Elroq missing? Well, the 130 Years Edition’s surround-view cameras should be standard range-wide – it is strange to see a car of this size without them. Vehicle-to-load (V2L) functionality is also missing action, which campers and workers on the road are sure to miss. The Select 60 is powered by a single permanent magnet synchronous electric motor, which is fitted to its rear axle. It produces 150kW of power and 310Nm of torque, enabling a 0-100km/h acceleration time of 8.0 seconds, which is quite brisk in its EV reality, where instant torque is king. That said, the Select 60 falls short of the heartier 210kW and 545Nm, which the Select 85 and 130 Years Edition output for a triple-digit sprint time of a hot-hatch-like 6.6 seconds. Select 60 buyers will not be left wanting, though, because its straight-line performance is more than satisfactory. So too is its single-speed automatic transmission, which will make most drivers realise how much they do not miss a traditional gearset. The Select 60 is fitted with a 63kWh lithium-ion (NMC) battery, which has a useable capacity of 59kWh. That enables a WLTP-rated driving range of 395km on the combined-cycle test, which is a little underwhelming for an EV in 2026, when 500km-plus claims are increasingly becoming the norm. It is good news, then, that Select 85 and 130 Years Edition up the ante with an 82kWh NMC battery (79kWh net) that boosts the Elroq’s claimed driving range to a more acceptable 529km, albeit at a $10K or $20K premium. The Select 60’s claimed energy consumption is 15.9kWh/100km on the combined-cycle test, which is exactly what I averaged in reality over 729km of driving in my first month of ‘ownership’, which included a good portion of inefficient highway mileage. Based on the Select 60’s useable battery capacity, that equates to a real-world driving range of 371km, which is just 24km short of that particular claim. I must admit, though, that a long weekend away from Melbourne to Venus Bay proved that long-distance EV driving is far from care-free in a sub-400km model like the Select 60. Personally, I would be paying at least $10K more for the peace of mind – and higher performance – provided by its long-range siblings. The Select 60 does have the 85 Select and 130 Years Edition beat, though, when it comes to DC fast charging, with its power peaking at 165kW for a 10-80 per cent charge in a respectable 24 minutes, compared to their 135kW peak and 28-minute duration. That said, it is an even playing field when it comes to AC charging, with an 11kW peak shared, which is perfect for an overnight wallbox charge at home or abroad, at 6.5 hours in the Select 60 or eight hours in the 85 Select and 130 Years Edition. Like all Skoda Australia models, the Elroq comes with a seven-year/unlimited-kilometre warranty, which is the best a European brand offers Down Under. That said, we are increasingly seeing eight- and 10-year terms from both Chinese and non-Chinese brands, so Skoda’s offering is by no means the absolute best. As is the case with nearly every EV in Australia, the Elroq’s battery is covered by a separate eight-year/160,000km term. Similar to other Skoda EVs, the Elroq also comes with two years of roadside assistance, which can be extended for a further two years each time it is serviced at an authorised dealership. Speaking of servicing, the Elroq’s service intervals are nice and long, at every 24 months or 30,000km (whichever comes first). A capped-price service pack is available for eight years/120,000km for $1750 (an average of $437.50 per visit), or 10 years/150,000km for $1990 ($398.00 average), both of which are rather good value. And with that we have reached the end of the first part of this long-term review of the 2027 Skoda Elroq Select 60. As mentioned, the upcoming second instalment will focus on its design and practicality. See you then! Acquired: May 6, 2026 Distance travelled this month: 729km Odometer: 1686km Average energy consumption this month: 15.9kWh/100km

The Skoda Enyaq finally arrived in Australia in 2024 following many delays and bleak initial fanfare. After only a year on sale locally, the mid-life facelift arrived and it has dramatically improved the mid-size pure-electric SUV's appeal. Not only from a stylistic perspective, but from a choice, value and efficiency standpoint. On test here is the Enyaq 85 Sportline SUV which is now the mid-spec trim in the line-up, notably with the traditional SUV body style over the polarising ‘coupe’ SUV one. It’s priced from $63,990, drive-away, which is surprisingly competitive in its cut-throat category. Key rivals include the popular Tesla Model Y RWD ($58,900, before on-road costs), BYD Sealion 7 Premium ($54,990, BOC), XPeng G6 Long Range ($59,800, BOC) and the Zeekr 7X Long Range RWD ($63,900, BOC). If this is too much, Skoda now offers the entry-level 60 Select SUV, priced from a mind-blowing $54,990, drive-away. Although the 60 Select SUV offers a fantastic entry price, the 85 Sportline SUV firms as the sweet spot as there’s plenty of standard equipment. Highlights include matrix LED headlights, 20-inch alloy wheels, a 5.0-inch digital instrument cluster, 13.0-inch touchscreen multimedia system, eight-speaker sound system, tri-zone climate control, synthetic leather and suede upholstery, heated front seats with a massage function and heated outboard rear seats. The only features that aren’t standard include a surround-view camera, semi-autonomous park assist, premium sound system, panoramic glass sunroof and an illuminated grille. These are all available as optional, or standard on the Enyaq 85 Sportline Coupe. Key Skoda highlights are ‘Simply Clever’ touches throughout the car, including an umbrella in the driver’s door, roll-up rear side window shades, charging cable bags, plus the plethora of boot-related goodies, among countless others. These kind of features make a car much more liveable, personable and practical. Speaking of the latter, the Enyaq SUV has a cavernous amount of interior storage, especially in the second row and boot. Although it’s an SUV, this car is incredibly close to being a lifted wagon. Even more so with the slightly lower ride height in this Sportline trim. One of the few practicality downsides is the front cupholders are too small. It’s strange because the centre console is designed with storage in mind. Rather than placing them horizontally, it would be smarter to package them vertically alongside the gear selector so there’s more room for larger drinks. In terms of driving, I appreciate how the Enyaq feels like a normal car that just happens to be electric. There’s no learning curve. You’re able to just get in and drive. In saying this, though, it took me a bit to realise there is no traditional ‘Park’ button or switch. You just flick on the electric handbrake and that also engages Park. The Enyaq’s handling is engaging with direct steering, especially out on the open road. The ride is also surprisingly compliant despite the sport suspension and hefty 20-inch alloy wheels, though tyre roar on coarse-chip roads proliferates through the cabin as in many European cars. With its single, rear-mounted electric motor producing a healthy 210kW and 545Nm, the Enyaq 85 Sportline is no slouch. Unless you’re wanting the security of all-wheel grip, it’s makes you question why you’d even want the flagship RS trim. Another benefit of sticking with the 85 Sportline over the RS is you get better efficiency. Skoda claims it has a WLTP combined cycle (urban/extra-urban) energy consumption of 15.9kWh/100km. During my testing which included urban driving, as well as a 700km country round trip, I saw as low as 13kWh/100km in the city and up to 20kWh/100km in the pouring rain and a strong headwind on the freeway. My as-tested average worked out as 16.6kWh/100km after 970km of driving. Although this is slightly higher than the claim, the urban consumption in particular is Tesla-rivaling and much better than the pre-update Enyaq. Skoda claims the Enyaq 85 Sportline SUV, with its 82kWh lithium-ion battery, can travel up to 547km, according to WLTP testing. Using my as-tested consumption a theoretical range of 464km is possible as the battery pack has a net value of 77kWh. This seems to be more realistic as during my road trip the range readout proved to be a little fickle, especially once the battery charge hit the lower end of the scale. During one 100km highway section of my road trip where I started with 40 per cent charge and 196km of claimed range, I reached my destination with 14 per cent and only 59km of claimed range. Talk about range anxiety… In terms of charging, AC charging is up to 11kW and DC charging is up to 135kW. These aren’t revolutionary figures, but with the latter, a 10 to 80 per cent charge is claimed to only take 28 minutes. The Enyaq received a maximum five-star ANCAP safety rating back in 2021. Standard safety kit includes nine airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors as well as a reversing camera. As noted above, a surround-view camera and semi-autonomous park assist is optional on the 85 Sportline SUV, but standard on the Coupe. This isn’t ideal but not a deal-breaker. Like all Skodas, the Enyaq is covered by a seven-year, unlimited-kilometre warranty. The high-voltage battery is also covered for eight years or 160,000km. Logbook servicing is required every two years or 30,000km, whichever comes first, which is fairly standard for EVs. A six-year pre-paid service package costs $1450, whereas a 10-year pre-paid service package costs $1990. This is great value.

As the great philosopher, Kermit the Frog, famously said: "It’s not easy being green." It is getting easier being a ‘green’ car company in Australia, as more and more motorists make the switch to electrification. And for Skoda, the Czech brand with the green logo, this is the perfect time to start leveraging its broad array of mild-hybrids, battery electric vehicles and, perhaps most timely of all, plug-in hybrids (PHEV). That’s what we’re reviewing here, the Skoda Kodiaq PHEV, which joins the local line-up at just the right moment. PHEVs are all the rage at the moment, with China leading the charge (pardon the pun), but with the European brands quickly catching up. PHEV sales are up ‘only’ 62.5 per cent in the first two months of 2026, which is noticeably down on 2025’s massive 130 per cent sales boom. It’s still a growing segment, coming off a low base, but it is clear that Australians are embracing PHEVs more than ever before. Only a few years ago many brands dismissed the technology as only a ‘bridge’ towards fully electric vehicles and therefore of limited appeal. But as some Australians remain reluctant to go ‘all-electric’ in a hurry, Skoda anticipates that PHEV will actually be a “long bridge” that could span a decade or more in this country. So with that in mind, is the Kodiaq PHEV the right car at the right time? Or another case of so close, yet so far for a brand that continues to find itself as a niche offering despite closing in on two decades in Australia. The on-paper specifications look promising. The Kodiaq PHEV system combines a 110kW turbocharged petrol engine with an 85kW electric motor (integrated into the transmission) to produce a combined output of 150kW, paired to a 25.7kWh lithium-ion battery. That battery provides enough energy for up to 110km of electric-only driving, according to Skoda, while helping it achieve a claimed fuel economy figure of 1.9L/100km. And it does all this in a large SUV capable of fitting a family of five in comfort. That's right, while the petrol Kodiaqs are all seven-seaters, the PHEV is a five-seat-only proposition. So if you need a third seating row, best look elsewhere. What typically sets Skoda apart from its rivals is its thoughtful design, with the so-called ‘simply clever’ touches, like the pop-out door edge protectors, cleaner for the touchscreen and rubbish bins in the door pockets. While these sorts of things may seem like small, inconsequential elements, they are often very helpful in the day-to-day life of driving a family vehicle. For example, there is an extra storage compartment in the rear, which gives your kids or friends a place to stow their bottles and other small items. From a technology and presentation perspective the Kodiaq does a nice job fitting into a space above the mainstream. There’s a 10-inch digital instrument display and a 13-inch multimedia screen and a pair of wireless smartphone charging pads. Also of note, despite most of the multimedia system being run via the touchscreen, Skoda utilises its ‘smart dials’ for easier, on-the-move, functionality for the air-conditioning and driving modes. For those unfamiliar, these ‘smart dials’ can perform multiple functions as they can change through different menus with a press and then you rotate them to adjust. As an example, you can switch between fan speed and drive modes by pressing the centre of the three dials. So, how does this smart new powertrain and clever interior stack up on the road? Well, there’s good news and some not-so-good news for Skoda. On the plus side, the Kodiaq drives with the sort of direct and responsive nature we expect from Volkswagen Group vehicles. They have a firmness to the ride that translates to a more dynamic and engaging driving experience compared to your average, mainstream large SUV. It’s certainly a cut above what you get from some Chinese-built PHEV rivals. The powertrain did a good job of seamlessly switching between the various options it has. Over more than 150km of driving, mostly on open roads to the south of Sydney, we saw a return of 3.8L/100km on the Kodiaq’s own trip computer. Obviously that’s a lot more than the official claim, but with more urban, stop-start driving, getting closer to, or even below, 3.0L/100km seems achievable, and would be a good result for an SUV of this size. As for the negatives, unfortunately for those who have driven previous generation Skodas (or Volkswagens) this new Kodiaq just doesn’t feel as solid and as refined as before. Most notable is the door rattles, particularly noticeable on bumpy back roads. It’s very uncharacteristic for Skoda, but it’s the same experience we had when we test drove the Volkswagen Tayron (the Kodiaq’s German twin) and it suggests there has been some sort of change behind-the-scenes that has impacted the build quality the brands were once renowned for. It’s especially disappointing when you consider the price, $63,490 plus on-road costs or a current drive-away deal of $68,990, which means it’s not a cheap car and should have a semi-premium feel to it. Still, that’s a competitive price amongst its direct rivals, the Mazda CX-80 PHEV starts at $75,750 (plus on-roads) and the Kia Sorento PHEV range kicks off at $71,130 (plus on-roads). But with the new BYD Sealion 8 arriving with a seven-seat option from $56,990 (plus on-roads) and the Chery Tiggo 8 starts at just $45,990 drive-away, it won’t be easy for Skoda to cash in on the PHEV fandom.

Never in my more than 20 years of writing about cars has a new car confused me so much as the Skoda Enyaq Select 60. It didn’t help that Skoda Australia launched it right alongside the Elroq Select 60, because the two cars share the same platform and much of the same design. The key difference being the Enyaq is slightly longer but, they share an identical wheelbase. Its similar looks and price with the Elroq do mean you have to pay attention to the details. And if you do, and look closely at those details, you become less confused about the Enyaq Select 60 and start to become impressed. That’s because this new addition to the Czech brand’s line-up is very much targeted at the more affordable end of the electric, mid-size SUV market. We’ll get to the specifications in a moment, but the most important figure is the price - $50,990 plus on-road costs.  Considering the closely-related Volkswagen ID.4 is priced from $59,990, the Toyota bZ4X starts at $55,990, Subaru’s Solterra starts at $63,990 and even the new Hyundai Elexio is priced from $58,990, Skoda has positioned the new Select 60 variant very, very competitively in the increasingly crowded electric SUV space. However, more importantly, the popular Chinese mid-size EVs, such as the BYD Sealion 7 (from $54,990), Zeekr 7X (from $57,900) and Deepal S07 (from $53,900) are all more expensive too, meaning Skoda has positioned itself as a genuine rival to some of the most popular EVs in the country. And that’s before you factor in the current drive-away price of just $54,990 that Skoda Australia is introducing this new Enyaq with. That should put it on the radar for anyone looking at any sort of mid-size EV at the moment, regardless of brand or where it’s built. Obviously, to achieve this price Skoda has had to make some cuts, but that doesn’t mean the Select 60 is a stripped-out shell. On the contrary it comes with all the important stuff and a bit extra. This includes a 13-inch infotainment screen, a 5.0-inch digital instrument display, tri-zone climate control, keyless entry and start, heated front seats, a heated steering wheel, LED lighting and 19-inch alloy wheels. What’s missing is leather-trimmed seats and other plush elements, but the cloth-trimmed seats look nice and overall the cabin treatment is simple but sophisticated. It also has Skoda’s trademark ‘simply clever’ features, like an umbrella housed in the driver’s door and a small pop-down handle to help close the boot. There’s also plenty of safety equipment, including adaptive cruise control, lane keeping assist, rear cross-traffic alert, turn assist, a rear-view camera and Volkswagen Group’s mild autonomous ‘Traffic Assist’ functionality. In terms of technical specifications, the Select 60 isn’t the same as the more expensive Sportline 85 model. This cheaper variant’s rear-mounted electric motor makes 150kW and has a 410km range from its 63kWh battery. The more expensive Enyaq offers up 210kW and 547km of range thanks to an 82kWh battery, so this is clearly an area where Skoda has been able to save money and pass that onto customers. Unless you jump into the Enyaq Select 60 straight after driving the more potent variant, chances are you’ll be more than happy with the performance its powertrain offers. It’s certainly not a ludicrously fast EV, but it isn’t trying to be and offers up smooth, effortless performance that will make it an ideal SUV for urban duties. However, the somewhat unusual rear-engine layout (which is becoming more common in two-wheel-drive EVs) combined with the experience and knowledge from Skoda and the wider VW Group means the Enyaq is a pleasure to drive on the open road. On winding and flowing country roads, the Enyaq feels stable, responsive and composed, which is not something all of its rivals can claim, particularly those from newer brands to Australia. Even the traditionally firm European ride feels more forgiving and less harsh than many rival models, with Skoda/VW clearly doing a good job of controlling the weight despite the heavy batteries; a challenge for even some of the so-called ‘legacy’ carmakers. Given its design, presentation, performance and, most importantly its price, perhaps the most confusing aspect of the Enyaq Select 60 is why Skoda remains overlooked by so many EV buyers. Yes, there are bigger names in the market (even though Skoda is closing in on its 20th anniversary in Australia) but the brand has clearly been usurped by many newer brands when it comes to EV buyers looking to make their next purchase.