Skoda Enyaq vs Kia Niro

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.

The Kia Niro S Electric is a solid little SUV that has decent space inside and some nice specs, but it's more expensive than its nearest rivals. The EV powertrain can take a little getting used to and I would have liked a smoother ride, but the 460km driving range is good.

For first-time EV owners, this wouldn’t be a bad option if you wanted to dip your toes in the water but it will suit urban dwellers and smaller families, like mine, best. This gets a 7.5/10 from me.

My son wasn’t in love with this one. Not enough buttons for him to press and he did comment on how bumpy the ride was in the back. He gives it a 6.0/10.

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.

It’s a compact SUV with a footprint that's 4420mm long, 1825mm wide and 1570mm tall. But while small, I wouldn’t call it cute. It’s boxier than its sibling and without any of the swoopy design elements that make the EV6 look cool. 

I do like the way the two-tone body panelling, which is seen most prominently on the C-pillar, breaks up the ‘blocky-ness’ and creates areas of interest. As do the high-mounted rear LED lights. 

Speaking of lights, the base model makes do with halogen headlights, which unfortunately stand out against the LED daytime-running lights. You’ll notice the dimmer light at night, too.

The 17-inch alloy wheels are thick for better aerodynamics but the clever two-tone colouring stops them from looking unfashionable.

The interior has a lot style cred with the curvature of the door panelling blending in almost seamlessly with the dashboard.

The gently sloping panelling that houses the multimedia systems and switchable touchscreen interface for the controls creates a very pleasing cabin space.

There are some harder plastics mixed in here but enough soft touchpoints that you won’t be bothered by them. 

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.

It’s surprisingly roomy inside and all passengers will enjoy decent leg and headroom, but taller passengers will find the backseat cosier than the front.

As such, two child seats will fit best but you do have ISOFIX child seat mounts on the outboard positions and three top-tether points, if you need them.

The synthetic leather/cloth seat trim cleans well and is nice to touch. The seats themselves, front and rear, are well-padded and super comfortable.

The backs of the front seats can double as coat hangers and have hardened kickplates, which are always practical for little feet.

The front row gets the most amenities and tech. The 8.0-inch touchscreen multimedia system has clear graphics but is different to other Kia’s I’ve sampled recently. It seems to have been simplified but you’ll get used to it quickly.

There are plenty of charging options available, too, with a USB-A and C port, plus a 12-volt socket. Not needing a cable for the wireless Apple CarPlay is a bonus, too!

The front row also has the most storage space with two retractable cupholders, dedicated phone tray, glove box, middle console and skinny drink bottle holders in each door.

Back seat passengers enjoy two USB-C ports, reading lights, drink bottle holders in each door plus an armrest with two cupholders. As well as, a standard three-pin socket in case you need to run electrical gear or charge anything up on the go.

The windows are wide and offer good visibility but I really like the 150mm ground clearance. It was super easy for my six-year old to climb in and out, plus he got a good view this week!

The boot is good for this size SUV with 475L of capacity available. It does look more like a hatchback, because while you can readjust the floor to sit lower, the back still slopes up.

However, it was fine for my weekly grocery and school run. The 'frunk' storage is small at 20L, which is just big enough for a charging cable.

You don’t get a spare wheel but you do get a puncture repair kit. And being the base model, it’s not a powered tailgate but it’s not heavy to close.

There are two variants for the Niro, our base model, the S, and the range-topper GT-Line.

Despite being the base model, the Niro S will still set you back $65,300, before on-road costs. Which makes it about $5K dearer than the equivalent Kona Electric, and $20K more expensive than the ZS EV.

There is a hybrid Niro (also available in two grades), if you’re not quite ready to commit to a full EV life. The price isn’t as eye-watering, either, being just $44,380, before on-road costs.

The Niro is well-specified, though, and the driver will enjoy an electric seat with adjustable lumbar support while the passenger side remains manual.

The regenerative braking is customisable (levels 0-3), there’s an 'iPedal' function, a dual-zone climate system, reversing camera and the backs of the front seats even double as coat hangers.

The tech is also good, with an 8.0-inch touchscreen multimedia system, 10.25-inch digital instrument panel plus wireless Apple CarPlay and wired Android Auto all coming as standard equipment. More on the tech below.

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.

The Niro is a full EV and has a front-wheel drive drivetrain with a maximum output of 150kW/255Nm. It’s not as powerful as its stablemate and only has the single-motor which is powered by a 64.8kWh lithium-ion battery but going from 0-100km/h can still be achieved in 7.8 seconds. With specs like those, this is most suited for an urban setting.

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.

Such is the EV life but you can’t escape the charging.

The onboard DC charger has up to 85kW of capacity and that means on a 50kW fast charger station, you can get from 10 to 80 per cent in 65 minutes.

However, if plugged into a 350kW ultra-fast charger, you’ll only save 22 minutes because it can’t accept that faster speed.

On a 7.5kW system, you’ll go from 10 to 80 per cent in approximately nine hours, 25 minutes. On an 11kW, you’ll see that figure drop to six hours, 20 minutes.

The charging port is a Type 2 (CCS Combo2) and the car comes with an emergency charging cable that can plug into a standard three-pin domestic socket, if needed.

However, it’s slow going and you’re looking at a wait time of up to 27 hours, 30 minutes to get to a full charge. All other cables cost extra.

The official kWh/100km consumption is 16.2kWh and my average on-test figure was 14.3kWh after a mix of urban and open-road driving.

However, I did see figures getting closer to 20kWh on longer trips. Still, I would consider my average to be efficient.

The Niro S has a driving range of up to 460km (WLTP).

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.

This is a pretty simple car to drive but it doesn’t feel as fun as some other EVs I’ve driven. It can even feel sluggish when you accelerate from a full stop and that makes it feel laggy in stop/start traffic.

Once you’re on your way, the acceleration is fairly responsive. You feel confident overtaking on the open road, too.

The car feels connected to the road with minimal shuddering through the steering wheel. The car responds in a timely manner when you have to make sudden moves, which I like.

Sometimes, the lane keeping aids make it feel jerky and I turned it off in some situations.

The regen braking delivers a big physical presence like the EV6 but isn’t as refined and can feel almost ‘bunny hoppy’ at times.

You can customise it up to four levels, zero being low regen and four being the iPedal. I’m not overly fond of the iPedal, so didn’t use it that much this week and kept it at level 3.

You do have to change up how you drive an EV, so this wasn’t that surprising and something I’m sure you’d get used to.

The ride comfort is pretty mixed. Around town, it’s good but there’s quite a bit of passenger movement in this. You kinda feel like you’re bobbing along sometimes, which is jolting.

You also feel the road but the seats are so comfortable, they stop it from feeling too rough. 

Surprisingly, the cabin gets very loud with wind and road noise. You can still chat but you won’t forget that it’s there, which is a shame.

I didn’t notice much difference between the drive modes, so it was kept on 'Normal', too. 

This is very easy to park! It’s a good size for even a tight car park with a 10.6m turning circle and the reversing camera is super clear, which is great. 

However, I would have liked to have seen front parking sensors, as well as the rear sensors. You can get them on the GT-line though.

The Niro EV S has a good list of safety features, with the following being standard: LED daytime running lights, lane departure alert, lane keeping aid, blind-spot monitoring, rear cross-traffic alert, a reversing camera (with dynamic guidelines), rear parking sensors, driver fatigue alert, check rear occupant alert and adaptive cruise control (with stop/go function).

It has auto emergency braking with car, pedestrian and cyclist detection as well as junction turning assist, which is operational from 5.0-85km/h. 

The Niro was recently awarded a maximum five-star ANCAP safety rating in 2022. It has eight airbags and that does include the newer front centre airbag.

There are ISOFIX child seat mounts on the rear outboard seats and three top tethers, but two seats will fit best. And while there will be room for a 0-4 rearward facing child seat, it will encroach on front passenger comfort.

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.

The ongoing costs are great on the Niro. It comes with Kia’s ‘better-than-average-for-the-market’ seven-year/150,000km warranty, which also covers the battery.

You get a seven-year capped-price servicing plan and services average $250 per year, which is good.

Servicing intervals are more in line with a petrol car at every 12 months or 15,000km. It’s usual to see those intervals doubled on an EV but it’s still reasonable.