Skoda Enyaq vs Kia Pv5

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 PV5 Cargo has been designed from scratch as a full-electric van resulting in a refined and sophisticated workhorse that's enjoyable to drive. Its modest cargo volume won’t suit all mid-size van buyers but its compact dimensions, clever cabin design with ample storage, zero 'tailpipe' emissions, 3.6kW V2L practicality and long service intervals should make it well suited to a wide variety of working roles.

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.

The PV5 Cargo’s exterior styling is clean and boxy with a practical appearance that embraces Kia’s signature ‘Tiger Face’ design language, including distinctive LED daytime running lights that extend into the windscreen pillars. Its slippery aerodynamic drag co-efficient of just 0.286 Cd would be impressive for a passenger car and outstanding for a commercial van in optimising energy efficiency (see driving range).

The minimalist cabin design is spacious and practical with a fabric-trimmed pair of bucket seats and a dash that’s free of protrusions to allow drivers ‘walk through’ access to the passenger door, which is appealing for delivery work.

The PV5’s compact 4695mm overall length is not only more than half a metre shorter than the Toyota HiAce but also slightly shorter than a Peugeot Partner LWB small van, so it makes light work of accessing tight parking spaces.

It also rides on a 2995mm wheelbase with a compact 11-metre turning circle to enable easy manoeuvering in confined spaces. And the PV5’s 1899mm height is almost 100mm lower than the HiAce, providing more clearance in height restricted areas like multi-storey car parks which is handy if carrying loads on the roof.

The front motor/front-wheel drive layout also eliminates the need for a driveshaft to the rear wheels, resulting in a conspicuously low floor height of only 419mm for easier loading and generous internal load height (see Practicality).

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.

Its 1910kg kerb weight is relatively light for a full-electric van which when deducted from its 2650kg GVM results in a 740kg payload. It’s also rated to tow up to 750kg of (braked or unbraked) trailer which although small compared to diesel rivals is probably not a high priority for electric van buyers.

The cargo bay’s key dimensions are 2250mm in length and 1565mm in width with its low floor allowing 1520mm of internal load height, which surprisingly is 180mm more than the HiAce and superior to Transit Custom and Staria Load despite the PV5’s lower roof height.

However, its compact dimensions also result in a cargo bay load volume of 4420 litres (VDA) or just over 4.4 cubic metres which is less than major mid-size rivals (typically around low-5.0 to high-6.0 cubic metres) so it may not suit buyers requiring higher load volumes.

Even so, according to our tape measure the PV5 should just fit a standard 1165mm-square Aussie pallet or two 800 x 1200mm Euro pallets with the rear pallet loaded longitudinally, given the relatively narrow 920mm floor width between the rear wheel housings dictated by the low-riding suspension architecture.

High build quality is evident throughout the solid-walled cargo bay which is accessed via sliding doors on each side with 775mm openings (so no side pallet loading) or from the rear through twin-swing doors with 180-degree opening to optimise forklift and loading dock access. No swing-up tailgate option is available.

The walls and doors are lined to mid-height and the load floor is equipped with eight sturdy load anchorage points. There’s also bright LED lighting and a 3.6kW V2L three-pin wall socket behind a neat sliding cover.

Abundant storage is evident throughout the well-designed cabin, including three tiers in each door with the largest central bins providing twin bottle holders.

The dash has a sizeable clamshell-lid compartment ahead of the driver with its own USB-C port, along with a glove box and central fascia offering two more USB-C ports, A 12V socket, wireless phone charging and a large drawer at floor level.

There’s also storage compartments under each seat and lidded underfloor storage in both footwells, plus a sizeable console between the seats containing two cup holders and a large bin. An unusual but welcome inclusion is bins behind each seat, which are ideal for storing items like the portable AC charger/cable bag.

The PV5 Cargo is available only in Clear White paint and S model specification. It comes standard with a single electric motor, single-speed automatic transmission and long range 71.2kWh propulsion battery for a list price of $55,990, before on-road costs.

That pricing is higher than full-electric mid-size rivals from China like the Farizon V7E ($53,990, drive-away) and LDV eDeliver 5 SWB ($52,621, drive-away) but substantially lower than Volkswagen’s ID. Buzz Cargo ($69,990) and Ford’s E-Transit Custom Trend ($77,890).

It’s also in the same ballpark as established diesel rivals including the Ford Transit Custom Trend SWB Auto ($58,990) and Hyundai Staria Load Auto ($49,990) plus Toyota’s HiAce LWB ($53,880) which rules the roost in the mid-size van segment.

The PV5 Cargo comes well prepared for work duties with standard equipment including:

• 16-inch steel wheels with replaceable wheel covers
• 215/65 R16 tyres and a tyre sealant/inflator kit (no spare)
• LED headlights/daytime running lights/tail-lights
• Internal/external Vehicle to Load (V2L) capability (which provides a handy 3.6kW mobile power source for a wide range of tools and appliances)
• A sealed metal bulkhead to separate the two-seater cabin from the cargo bay
• Smart key access
• Push button start
• Driver’s seat fold-down inboard armrest
• Power-adjustable lumbar support for driver and passenger seats
• Rain-sensing wipers
• Wireless phone charging
• Adaptive cruise control
• Surround view monitor
• Rear view camera
• Multiple parking sensors
• Tyre pressure monitoring
• 7.5-inch digital driver's display
• 12.9-inch multimedia touchscreen
• Apple CarPlay/Android Auto
• Over-the-air (OTA) updates

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 PV5 Cargo is powered by a front-mounted electric motor that produces up to 120kW of power and 250Nm of torque, which drives the front wheels through a single-speed automatic transmission.

This drivetrain offers three selectable drive modes comprising ‘Normal’, ‘Eco’ and ‘Snow’ plus adjustment of regenerative braking intensity/battery replenishment using the steering wheel-mounted paddles.

These include levels from L1 to L3 topped by the premium ‘i-Pedal’ setting, which allows convenient one-pedal driving that makes the brake pedal largely redundant.

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.

The PV5 Cargo is equipped with a lithium-ion NCM (Nickel Cobalt Manganese) 71.2kWh long-range propulsion battery mounted under the load floor which Kia claims has (WLTP) combined average consumption of 19.1kWh/100km and up to 416km of driving range.

Only the much higher priced VW ID Buzz Cargo has a longer range and not by much (431km). All other full-electric vans have ranges starting with a two or three.

The PV5 uses a Type 2 CCS charge port capable of AC and DC charging. Kia claims charging from 10-100 per cent in around six hours 30 minutes using an 11kW AC wall-box, which is ideal for overnight charging. Alternatively, 10-80 per cent with a 50kW DC fast charger takes around one hour, which drops to only half an hour with a 350kW DC charger.

Our test vehicle had 100 per cent charge at the start of our week-long test, during which we initially drove 197km unladen in busy metro traffic with 44 per cent charge and 199km range remaining. Using the portable AC charger/cable with three-pin domestic plug, we charged at home which provided enough battery top-up to cover the remainder of the test.

Our total test distance was 293km which including more than 50km hauling its maximum payload. Even so, we managed average consumption of 17.4kWh/100km across the week which was lower than Kia’s official figure and no doubt enhanced by consistent use of either (L3) high regen or one-pedal settings.

So, based on our test figures, Kia’s claim of up to 416km from a single charge is credible and impressive efficiency for a full-electric van in real-world use.

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.

The cabin ergonomics are excellent even for tall people, as they provide a car-like driving position enhanced by numerous comfort features including a fold-down inboard armrest, power adjustable lumbar support, large left footrest and well-placed padded elbow rests on the doors.

There’s also ample headroom and the flat-bottom steering wheel ensures easy boarding with plenty of torso room. Glazed inserts within the windscreen pillars combined with a low beltline and large door windows provide a bright and airy ambience with excellent driver visibility.

Despite being a solid-walled van with no rear vision for its central mirror (it’s only fitted to meet ADRs) all-around vision for the driver is excellent thanks to large door mirrors and numerous active safety systems including multiple parking sensors and camera monitoring.

Kia’s local ride/handling team has done a commendable job in combining load-carrying practicality with a smooth and supple ride, car-like handling and nice steering feel which provides a level of driver enjoyment not usually associated with commercial vans.

We found the i-Pedal mode appealing given its ability to require only one-pedal driving most of the time while optimising battery charge/driving range.

Although the PV5’s 120kW/250Nm outputs are modest on paper, its relatively light kerb weight combined with near instant torque reaction from its electric motor results in energetic response from standing starts, with 0-100km/h acceleration that matches its diesel rivals.

It’s also very quiet thanks to its electric drivetrain combined with the cabin bulkhead which largely insulates the driver from the cargo bay’s rear tyre noise, which is typically the loudest noise path in commercial vans.

To test its GVM rating we used a forklift (fitted with long tynes) to load 650kg into the front of the cargo bay through the rear doors, which with driver equalled a total payload of 740kg that was right on its payload limit. The rear suspension only compressed 33mm under this weight.

Acceleration was slightly subdued as you'd expect but more than adequate for keeping this big payload moving without feeling sluggish. Handling response was barely affected, with the supple rear suspension ensuring no bottoming out over bumps.

Average energy consumption displayed on-screen barely increased under this load which was hauled mostly on metro roads. However, greater increases could occur if carrying similar loads in hilly terrain, strong headwinds, towing etc.

Overall, the PV5 Cargo is hard to fault from a driver’s point of view apart from the cabin’s climate settings being controlled by relatively small central touchscreen prompts, which can be tricky at times for large fingers to operate while driving compared to physical buttons and dials.

The PV5 Cargo has earned the highest Platinum rating in ANCAP’s Commercial Van Safety Comparison and comes loaded with benchmark passive and active safety features including multiple airbags, autonomous emergency braking (AEB) with car/pedestrian/cyclist/junction turning detection, autonomous blind-spot and rear cross-traffic collision avoidance, lane-keeping, highway driving assist, front/side/rear parking sensors, blind-spot and surround view monitors, reversing camera with dynamic parking guidelines, rain-sensing wipers, full LED lighting including DRLs and more.

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.

Comes standard with a seven years/150,000km warranty plus a separate warranty of the same duration covering the propulsion battery. Roadside assist for up to eight years is also available if serviced at an authorised Kia dealer.

Scheduled servicing is every 24 months/30,000km whichever occurs first, with Kia offering a pre-paid service plan covering the first four scheduled services up to four years/120,000km which totals $2246 or an average of $562 per service. This is one of the strongest warranty/service packages offered for a full-electric van, backed by a national network of more than 150 Kia dealers across all states and territories.