Skoda Enyaq vs Holden Calais

What's the difference?

The Enyaq facelift is a big deal, and hopefully the start of a fresh era for Skoda, marking a long-overdue return to brand values. Its first Toyota RAV4-sized family EV SUV nails it for value, functionality, comfort, ease, driving enjoyment, efficiency and even the overall ownership experience.

We have yet to drive the base 60 Select with that headline low price so cannot make a definitive call, but the more-expensive 85 Sportline proves Skoda is taking the family EV very, very seriously. Consumers considering a BYD Sealion 7, Kia EV5 or Tesla Model Y would do themselves a disservice to not check out the Enyaq first. The most convincing Skoda in years.

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

A best-of-both-worlds option that should have us questioning our SUV obsession, the Calais Tourer delivers plenty of practicality perks and a higher ride height in a dynamic and car-like package. The equipment levels are spot on, including the comprehensive safety package, and it you act smartly, you'll get a hugely long warranty to boot.  

It sure is thirsty, though, and we can't help but think plenty of owners would be happier with a smaller, more-efficient engine. 

Fun fact. The Czech-built Enyaq’s handsome nose treatment was inspired by the Mandalorian helmet in the Star Wars universe. It’s a massive improvement over the old Kodiaq-esque proboscis that the previous version wore, almost as a mask of apology for being an EV.

Along with the addition of a more-traditional SUV bodystyle that seems to really suit the restyled front, key changes include improved airflow for some pretty impressive efficiency-enhancing aerodynamics (now down slightly to 0.225 Cd and 0.24 Cd for the Coupe and SUV, respectively), varying LED lighting elements according to grade, redesigned wheels, new colours and the abolition of the old Skoda logo for lettering.

Compared to the pre-facelift version, the new Coupe is 5.0mm longer at 4658mm, the same width at 1879mm, 2.0mm higher at 1623mm and 1.0mm-longer in wheelbase at 2766mm. Except for being 1.0mm shorter, surprisingly, these are also the same dimensions for the latest SUV shape.

The Enyaq’s cabin has been subtly revised as well, with a larger touchscreen boasting physical buttons and updated software for improved functionality, though the basics – which have always been sound – remain.

Being a more practical and family-orientated model, the SUV seems more consistent with Skoda's no-nonsense brand values, putting function over form. If you want form over function, go for the (albeit still practical) Enyaq Coupe.

Less an SUV (happily), and more a high-riding wagon, the Calais Tourer borrows a little from the Subaru XV in its exterior design, sporting the same plastic cladding over each wheel arch. Clearly there is a whole heap of shared DNA between the Sportwagon and Tourer, and so it offers similar perks; like its SUV-shaming boot space. 

Elsewhere, the Tourer shares the same soft and rounded edges as the rest of the Commodore range, and while it is genuinely quite handsome from most angles, it is at its best viewed front on, where a simple front-end is bookmarked at each corner by a narrow headlight on top, and an encased fog light below. It’s all a touch understated, sure, but it looks sharp in the metal.

Inside, it’s a clean and functional cabin design, with most of the touchscreen functions controlled by a simple row of four horizontal buttons, and with a gloss-black surround encasing the centre console. The thin leather wheel feels lovely under the touch, and the contrasting door trims and soft-touch materials find their way into the backseat, too. 

Either Enyaq body style majors on practicality. Large doors open wide, high seating points allow for easy entry/egress, and – once sat – there is an abundance of interior space. Like, heaps.

Where the SUV beats the Coupe is in extra glass area, since the higher – or more formal – roofline allows for bigger windows that in turn improve vision out. And more cargo capacity of course.

Only two 85 Sportline models were available for us to review at the launch, so we cannot tell you about the feel and finish in the new base 60 Select grade. But in Sportline, the ambience bristles with upmarket aspiration, thanks to synthetic leather/suede trim, high-quality plastics and nice contrasting materials. Showy but not overdone.

No complaints about the driving position either, due to a pleasing amount of seat adjustment. Those sporty buckets, by the way, are superb (pun intended) providing ample comfort and support. They look cool, too.

The VW Group has obviously listened to criticism over the glitchy electronic multimedia interface in the earlier MEB vehicles, because the 2026 Enyaq’s 13-inch touchscreen is blissfully easy and drama-free. It may not have the crisp modernity of the vast all-in-one displays found in most Chinese alternatives, but for functionality, it gets the job done.

Key points to keep in mind are that all the major vehicle controls, from climate and audio to phone and car settings, are accessed via buttons or toggles either permanently on the screen or as actual hard switches below the vents.

As such, the display is responsive, feels slick to the touch and looks the business, and doesn’t even attempt to distract you to the degree of many others. Even the volume slider is effective. Possibly the best ever experienced.

Even in driving rain and ensconced in thick fog, the ventilation system made light work of clearing the screen and maintaining the desired temperature. You gotta love German cars for that. Myriad storage options include a hungry glove box, handy centre console with ratcheting armrest for extra comfort and even flocked door bins for bottles and other bits and bobs. And let’s not even mention the umbrella storage within. Skoda’s most enduring calling card, surely.

Result? There aren't shortcuts inside today’s Enyaq, making this one of the most thoughtfully presented EVs, period.

Likewise, the rear seat. Large in structure and equally-friendly in nature, you could be forgiven for thinking you’re sat in an Audi, such is the look and feel in the 85 Sportline. Surely to the annoyance of Q4 e-tron owners. We imagine the 60 Select would seem more like a grey flannel suit, texturally speaking. Which has its own aesthetic appeal for some.

The wide (fixed) bench should fit three across in comfort, vision out is enhanced by narrow front seats to lessen the sense of confinement, and all the little helpful things are present and ready to serve. Vents for faces. Temperature controls. USB outlets for devices. An armrest for elbows. Two types of cupholders – as over-engineered in said armrest as the one within a removable caddy on the floor feels flimsy. Door storage for days. Slots for phones. Sleeves for maps. Lighting for reading. Handles for scaredy cats. And hooks for coats. Skoda puts the metaphorical yak in Enyaq.

Finally, in the business end out back is a massive load area, defined by a high-opening (and powered, remember) tailgate, low ‘n flat floor and typically sensible additions like standard charging cables, remote seat-back folding, shopping hooks, underfloor storage and extra lighting. Capacity is 585 litres in the SUV, up from 570L in the Coupe, while extending the luggage area by dropping those 60/40 seatbacks boost volumes to 1710L and 1610L respectively. Great for sleeping in. Braked trailer towing capacity is 1000kg.

About the only real black mark is the lack of a spare wheel, which could turn a trip away into a nightmare. Instead, the poor Enyaq owner and their family must rely on a tyre inflation kit, which is useless if the wheel has been gashed and is expensive to replace. Destroys the tyre even if it’s just a fixable puncture. Not good enough.

Otherwise, you’ll struggle to find a more-complete, family-focused medium SUV EV. Singles should get a kick out of it too.

The Tourer serves up identical storage space to its Sportwagon near-enough twin, with 793 litres of storage (to the roof line) with the rear seats in place, and 1665 litres with the rear seat folded down. That’s about 200 litres more than the regular Commodore hatchback.

Where the Tourer does differ from the Sportwagon is in its exterior dimensions, measuring 5004mm in length (versus 4986mm in the Sportwagon) and 1525mm in height (versus 1483mm). Width and wheelbase are identical, though (1871mm and 2829mm), and so the interior space dimensions - like headroom and legroom - are identical no matter which of the estate-style Commodores you opt for. 

The key dimension here, though, is ride height, with the Tourer offering 20mm more ground clearance (42mm greater height overall) than the Sportwagon. That, combined with the on-demand all-wheel-drive system, allows for some light off-roading - though you won’t be conquering Everest.

Up front, expect two cupholders hidden under a gloss-black cover, as well as power and USB connections located in a central cubby. The back seat is home to two extra cupholders hidden in a pulldown divider, and there is room in each of the doors for bottles. The back seat is also home to air vents (but no temperature controls) and two USB charge points located just below the vents.

The Calais has long formed the most luxurious rung of the Commodore ladder, and the wagon-ish Tourer is without doubt the most practical version. It will set you back $45,990 ($47,990 drive-away) in the guise we’ve tested here, and $53,990 In Calais V specification.

Not to be sneezed at, then. But it does arrive with plenty of stuff to help justify your investment.

Outside, you’ll find 18-inch alloys, a handsfree auto-opening boot, heated mirrors, keyless entry with push-button start, a remote start function, rain-sensing wipers and automatic headlights with LED DRLs. Inside, expect leather seats that are heated in the front, a leather-wrapped wheel, dual-zone climate control, standard satellite navigation and a wireless charging pad for compatible phones.

On the technology front, an 8.0-inch touchscreen pairs with an eight-speaker stereo, and it’s both Apple CarPlay and Android Auto equipped. There’s also a genuinely impressive standard safety package, too, but we’ll drill down on that under the Safety sub-heading.

Note there is no under-bonnet storage in this EV. Or even a motor in the rear-drive 60 and 85 grades. You’ll find that by the rear axle, instead.

It is a permanently excited synchronous unit, driving the rear wheels via a single-speed transmission.

In the 60 Select, it makes 150kW of power and 310Nm of torque, to propel the base Enyaq from 0-100km/h in 8.1 seconds, on the way to a 160km/h top speed.

Meanwhile, the 85 Sportline lives up to its name with a 210kW/545Nm upgrade, slashing the 0-100km/h time to 6.7s whilst increasing top speed to 180km/h.

A really rather good 3.6-litre V6 engine Is parked under the bonnet, feeding 235kW at 6800rpm and 381Nm at 5200rpm to all four wheels as required, thanks to an on-demand all-wheel-drive system. The suspension is tuned specifically for its high-riding antics, too.

The grunt is fed through a nine-speed automatic, and while Holden doesn’t quote a specific zero-to-100km/h time, it’s no slouch from the lights. 

The 3.6-litre engine means a braked towing capacity of 2100kg, and an unbraked max of 750kg.

How efficient are these newly-more-aerodynamic Skoda EV SUVs?

The Australian official combined energy consumption average is 15.9kWh/100km for the 85 Sportline SUV and 15.5 for the Coupe version, with the latter’s swoopier lines contributing to the lower figure.

That also translates to better WLTP range at 561km versus 547km in the 85 Sportline SUV.

No local consumption numbers are yet available for the 60 Select, but in Europe it averages 15.1kWh/100km; the WLTP range is 410km.

AC charging is 11kW and DC charging is 165kW in the 60 Select and 135kW in the others. The lower figure reflects better thermal management whilst still achieving the same result.

Charging from empty to full at home using a normal plug could take up to 40 hours, or nearly 13hr with an optional 7.0kW wallbox, while using a common 50kW DC fast charger on the go to get a top-up to 80 per cent takes about 80 minutes.

One of the benefits of the smaller-battery Enyaq 60 is that those charging times can be cut by about 20 per cent.

So much for the theory. Out in the real world, we managed to consume around 16.1 kilowatt hours per 100km in the standard Sportline, and 16.5kWh/100km in the Ultimate version with the larger 21-inch wheel and tyre package.

That's still pretty efficient.

Not so good, I’m afraid. The offical number is on the high-side at 9.1 litres per 100 kilometres on the claimed/combined cycle (though that's less than the equivalent Subaru Outback), but we were averaging a smidge under 14.0L/100km after what was admittedly quite a lot of city driving. Still, that’s high.

Emissions are pegged at 212g/km or C02, and the Tourer’s 61-litre tank will accept cheaper 91RON fuel, or an E10 blend.

Sadly, no Enyaq 60 Select was available at the launch event – understandable given it won’t arrive at Skoda dealers until November.

But we were in for a treat anyway, because, on the strength of the 85 Sportline, the Enyaq shines, emphatically, solving a riddle as to why European reviewers have been so partial to this model since it debuted in late 2020. And the Series II facelift we have here only serves to heighten the experience.

This is a rapid EV off the line, as the 6.7-second 0-to-100km/h figure attests to. Out on Australian real-world roads, it feels even stronger than that, with urgent acceleration and instant throttle response. And all while being really very smooth, premium-luxury smooth. We’ve driven the Q4 e-tron and Cupra Tavascan with the same powertrain and we’d struggle to tell them apart from behind the wheel.

And so on to the steering, handling and roadholding.

The Enyaq behind the wheel feels light but planted, with just enough feel and interaction for the driver to feel involved and connected. Armed with a trick variable-ratio steering rack, the way the 85 Sportline tips into corners so fluidly, even at higher speeds, reveals a reassuring level of body control. And this isn’t even the RS AWD performance version.

We had reservations about this grade’s standard 20-inch wheel and tyre set-up, with passive suspension, but we need not have worried… as much.

Over quite bad roads in NSW's Hunter Valley, the Skoda dealt with larger bumps well, if also always firmly. Rarely was the ride jarring, but occasional jolts were felt over smaller-frequency stuff. We feel this would be more of an issue in the inner-urban big-city streetscapes, but were not able to assess that at this time.

In contrast, the 21-inch Ultimate version, with adaptive dampers, smothered over much of what the bitumen threw up at us, soaking up the surface in similar fashion to most luxury SUVs fitted with active suspension tech. There’s still an underlying stiffness there, but you’d never call it uncomfortable.

There's a bit too much road noise coming through, though, making that the Enyaq’s biggest dynamic complaint, regardless of specification. Again, the (Pirelli-shod) 21s did it better than the 20s. We wonder what the 19-inch 60 Select version will ride and sound like inside.

Otherwise, the Enyaq is almost annoyingly difficult to fault.

Progressive and instantaneous braking, a well-managed level of regenerative braking, a very tight turning circle, easy vision out to further boost driving confidence, and nuanced advanced driving-assist system (ADAS) intervention all elevate the Skoda way above most rivals, especially those from China with inadequate Australian-road tuning. This is how it’s done, folks.

So, yes, on initial acquaintance, Skoda’s first EV is impressively sorted, offering something for the driver and their occupants. It drives like a much-newer vehicle than its five years on the world market suggests.

Clearly, the brand has had time to iron out the bugs and what we're left with is a very user-friendly, easy and enjoyable EV SUV.

Really very good. That 3.6-litre engine (why they haven’t offered the Tourer with the smaller and smarter turbo engine is something of a mystery) might be a touch old-school and a touch thirsty, but it’s a rich and powerful thing, and it gives the Calais-stamped Tourer a perky personality that defies its dimensions.

The Calais Tourer was built in Germany, and fitted with an engine and transmission from the USA, before undergoing local tuning here in Australia (think bespoke steering and suspension tunes calibrated both at the company’s testing facility and after a 200,000km test on Aussie roads), and it’s the last of those Dr Frankenstein ingredients that have had the biggest impact here. 

The Tourer’s ride is fantastic, perfectly poised between firm composure and everyday comfort, and - like most good wagons - it will honestly leave you wondering why so many people are clamouring aboard the SUV train when you can all the space with better dynamics in a humble estate. 

The nine-speed ‘box is smooth and sharp in its operation, too. But the fuel use is a concern. Sure, we spent the bulk of our time in the city, where stop-start traffic naturally uses more fuel. But then, surely so would most owners? 

You’ve got to hand it to the Lion for the standard safety package here, which includes the Holden Eye camera system as standard, adding auto emergency braking (AEB), lane keep assist, lane departure warning and forward collision warning. You’ll also find semi-autonomous parking, a reversing camera and rear parking sensors.

The Calais Tourer adds blind-sport monitoring and rear cross-traffic alert to that pretty comprehensive package. All of which helps the Commodore range qualify for the maximum five-star ANCAP safety rating.

Finally, you can add six airbags and two ISOFIX attachment points to the mix.

You’re also in for decent peace of mind, thanks to Skoda’s seven-year/unlimited-kilometre warranty. Service intervals are every two years or 30,000km – whichever comes first. An eight-year/160,000km traction battery warranty also applies.

No capped-price servicing is offered, but pre-paid service packs have been announced for the 85 Sportline models. These are an eight-year/120,000km offer at $1650 (which averages out annually to $206) or a 10-year/150,000km offer at $1950 (which averages out to $195 annually).

There are over 40 Skoda dealers dotted around Australia, and around 65 authorised servicing outlets, some of which are general Volkswagen dealer centres.

All extremely competitive, especially for a German-owned European brand. Which sums the Enyaq up to a tee.

Holden has recently relinquished the initial warranty offering, now including the Commodore in its seven-year, unlimited-kilometre warranty program, meaning it mixes with the very best in the aftercare business. For now, at least; normally, the Commodore carries the brand's standard three year/100,000km warranty. But be on the lookout for the return of this deal if you miss out this time.

Service intervals are pegged at 12 months or 12,000kms, and the Commodore falls under Holden’s extensive capped-price servicing program, and it will cost between $259 and $359 for each of the first seven annual services.