Skoda Enyaq vs Subaru XV

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.

Even years on from its initial launch and with only subtle changes to its main range, it’s really to Subaru’s credit that the XV feels just as capable and modern as any of its rivals.

This is not to say it’s perfect. We can’t recommend the base model, the maths don’t really work out on the hybrids, the only available engine is breathless, and it has a small boot.

But the XV’s excellent safety suite, driving dynamics, all-wheel-drive capability, quality finish and comfortable interior mean it’s hard not to be charmed by this little lifted hatch.

Our pick of the range? While the 2.0i-L is great value, we’d recommend you splurge to the 2.0i-Premium to get the full safety suite and extra garnish.

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 key to the XV’s fun and adventurous appeal is perhaps the fact that it’s not really an SUV at all. It’s rather obviously a lifted version of the brand’s Impreza hatchback, and this is to its credit.

It’s simple but tough, cute but capable, and really everything many consumers are looking for when it comes to a small, all-wheel-drive SUV. Not only does this design philosophy (of lifting wagons and hatches rather than creating bespoke “SUVs”) match Subaru’s family of products, but the ride height, plastic claddings, and tough-looking alloys offer hints of the all-wheel-drive capability that lies beneath.

Little has changed for the 2021 model year, with the XV most recently receiving a tweaked grille, updated front bumper, and a new set of alloy wheels. The XV range is also available in a fun array of colours, which Subaru hopes will help it win more of a youth vote. As an added bonus, none of the colour choices carry an extra charge.

The interior of the XV continues the fun and adventurous theme with Subaru’s signature chunky design language noticeably different from its rivals. My favourite element of this has always been the bumper-car steering wheel, which feels great in your hands in its leather-clad finish, but there are also nice soft claddings throughout the doors and big seats with nice bolstering and design.

While we like how big and sharp the main 8.0-inch screen is, if there’s one thing Subaru gets wrong it’s how busy the whole cabin package is. The visual assault of three screens seems unnecessary, and as much as I like the wheel, it is also completely adorned in somewhat confusingly labelled buttons and toggles.

Still it’s an attractive, fun, and unique design amongst its small SUV peers. Subaru fans, at least, will be sure to adore it.

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.

In some ways the XV is very impressive when it comes to its interior practicality, but in other ways it disappoints.

The front seats offer heaps of room for adults with good adjustability, and while the seating height is very high by default, there’s still lots of headroom and adjustability, with the added benefit of a very commanding view of the road for such a small SUV.

As mentioned, the doors, dash, and transmission tunnel are all clad in soft materials, and front passengers also benefit from no less than four USB ports in every grade except the base 2.0i, a huge centre console box, comfortably large bottle holders in the centre with a removable divider, a small bay under the climate unit that also houses a 12v outlet and auxiliary input, and a single large bottle holder in the doors with a small adjoining bin.

A surprise comes in the rear seats, which offered enough head and knee room for a particularly tall friend of mine. It’s rare for the small SUV segment to offer such space, but behind my own (182cm tall) seating position I had ample airspace for my knees and decent airspace for my head too, even despite the Premium and S grades having a sunroof fitted.

Rear passengers get a flip-down armrest with bottle holders, a small bottle holder in the doors, and pockets on the backs of the seats. The seat cladding is just as good as it is in the front, and the width in the rear seats is notable, however the centre seat suffers from the existence of a tall transmission tunnel to facilitate the all-wheel-drive system, and there are no adjustable air vents or power outlets for rear passengers either.

Finally, one ongoing weak point for the XV is the amount of boot space on offer. Boot capacity is 310-litres (VDA) for non-hybrids or 345 litres for hybrid variants. This is decent when compared to smaller light SUVs but definitely leaves room for improvement when it comes to the XV’s main small SUV competitors.

Space can be boosted to 765L in non-hybrid or 919L in hybrids with the seats down (again, not great), and the hybrid model loses the underfloor space-saver spare wheel, instead leaving you with a very compact puncture-repair kit.

Subaru’s pricing strategy is an interesting one. Generally, the brand’s entry-level models are priced above rivals, but top out well below them. For 2021 the XV range has four variants, two of which are available with the hybrid-drivetrain option.

The entry-level XV 2.0i ($29,690) sits above the entry-level Hyundai Kona ($26,600), Kia Sportage ($27,790), and Honda HR-V ($25,990). Keep in mind, the XV range is all-wheel drive by default, which is a value boost, but the unfortunate news is that we’d recommend you ignore the base XV altogether.

Included on the base 2.0i are 17-inch alloy wheels, a 6.5-inch multimedia touchscreen with wired Apple CarPlay and Android Auto connectivity, a 4.2-inch supervision cluster and 6.3-inch function screen, basic air conditioning, a single USB port, basic cloth seats, halogen headlights, standard cruise control, and some more basic trimmings. Not only is this car the only one with the more basic multimedia screen, but crucially it misses out on any of Subaru’s excellent EyeSight safety suite.

The starting point for your XV journey, then, should really be the 2.0i-L, starting at $31,990. The 2.0i-L ups the interior to include a dazzling 8.0-inch multimedia screen, improved interior trimmings with premium cloth seats and leather-trimmed steering wheel, dual-zone climate control, extra USB ports, and adaptive cruise control as part of the EyeSight safety suite.

Next up is the 2.0i-Premium at $34,590, which adds a sliding sunroof, heated wing mirrors, built-in navigation, a front-view camera, and the full safety suite with blind-spot monitoring, rear cross traffic alert, and rear auto emergency braking. This variant is now the best value, as it offers the full set of safety items previously only available on the top-spec car at a lower price.

This brings us to the top-spec 2.0i-S with an MSRP of $37,290, which adds LED headlights with auto high-beam assist, a side-view camera, leather interior trims with extended premium cabin upholstery and chrome finishes, auto power folding wing mirrors, leather-appointed seat trim with heated front seats and an eight-way power-adjustable driver’s seat, 18-inch alloy wheels, and extended functionality for the all-wheel-drive system.

Finally, the 2.0i-L and 2.0i-S can be chosen with the “eBoxer” hybrid drivetrain option, wearing MSRPs of $35,490 and $40,790 respectively. They mirror the specification of their 2.0i counterparts while adding silver exterior accents and a pedestrian-alert system. They also trade out the space-saver spare wheel in favour of a puncture-repair kit, due to the presence of an under-boot-floor lithium-ion battery system.

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 XV now has two drivetrain options in Australia. One is the carryover 2.0-litre petrol engine, now with a smidge more power, and a hybrid version of the same layout with an electric motor housed in the continuously variable transmission. There is no manual variant in the XV range.

The 2.0i models produce 115kW/196Nm, while the hybrid produces 110kW/196Nm from the engine and 12.3kW/66Nm from the electric motor. All variants are all-wheel drive.

The hybrid system is powered by a lithium-ion battery pack under the boot floor, and in practice functions a bit differently from Toyota’s popular system.

We’re sure Subaru die-hards will be dismayed to know a version of the XV packing the larger Forester’s 2.5-litre petrol engine (136kW/239Nm) will not be making it to Australia for the foreseeable future.

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.

It’s not such a great story for the hybrid variant here, as even on the official numbers it only saves a tiny amount of fuel.

The official/combined number for 2.0i variants is 7.0L/100km, while the hybrid variants trim this to 6.5L/100km.

In practice it only got worse on my test. Over similar driving conditions consisting of several hundred kilometres over the course of a week, the 2.0i-Premium non-hybrid produced 7.2L/100km, while the hybrid actually used more fuel at 7.7L/100km.

It’s worth noting we’ll be holding on to the hybrid for a further three months as part of a long-term urban test. Check back in to see if we can trim this number down to something closer to its claim in the coming months.

All XV variants can drink base-grade 91RON unleaded and 2.0i variants have 63-litre fuel tanks while hybrids make use of a 48-litre tank.

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.

No matter which XV you choose, you’ll be getting a very comfortable and easy-to-steer small SUV, and the drive experience has only improved with this year’s updates.

The XV’s newly re-worked front suspension and tall ride height make for a package more than capable of dealing with anything the suburbs will throw at it. This is the kind of car that scoffs at speed bumps and potholes.

The steering is light enough to be comfortable, but provides just enough feedback to keep it engaging, too, and the always-on all-wheel-drive system provides a sense of constant security in corners and even on loosely sealed or wet surfaces.

The XV has better SUV cred than almost every other car in its class on the capability front, enough at least to make it a decent companion for seeking those unsealed campgrounds or vantage points.

Where it’s not as good is its engine options. We’ll get to the hybrid in a moment, but the standard 2.0-litre engine is underpowered for a relatively heavy small SUV, with the added burden of all-wheel drive, and it feels it. This engine doesn’t have the follow-through of its turbocharged rivals and is very thrashy when much is asked of it.

This experience isn’t really helped along by the rubbery-feeling continuously variable automatic transmission, which is at its best in stop-start traffic. It strips the fun out of trying to drive this car with a bit more vigour.

Unlike Toyota's hybrid alternatives, the hybrid XV isn’t a significantly different experience behind the wheel. Its electric motor doesn’t really have enough strength to get it up to speed, but it does assist when it comes to acceleration and coasting to help take the stress partially off the engine. The XV also doesn’t provide a hybrid indicator like Toyota does, so it’s much harder to understand the effect your accelerator input is having on the motor.

The centre screen does display the energy flow, though, so it is good to have some kind of feedback that the hybrid system is helping on occasion.

Hybrid variants also add something called “e-Active Shift Control”, which uses input from the car’s sensors and all-wheel-drive system to better tune the hybrid assistance to the CVT. In general driving terms, this lets the electric motor pick up the slack of the petrol engine when it's most needed in the corners and in low-torque instances.

On a final note, all of these moments of electrical assistance do make the hybrid versions notably quieter than the non-hybrid ones. I still wouldn’t recommend choosing the hybrid on its driving experience alone, but it will be interesting to see how Subaru can build on this technology in the future.

The XV has an excellent safety suite so long as you avoid the base model 2.0i. Every other variant gets at least the forward-facing and unique stereo camera safety suite, which Subaru dubs ‘EyeSight’.

This system provides auto emergency braking up to speeds of 85km/h capable of detecting pedestrians and brake lights, it also includes lane-keep assist with lane-departure warning, adaptive cruise control, and a lead vehicle start alert. All XVs get an excellent wide-angle reversing camera.

Once you get to the upper-mid-grade 2.0i Premium, the safety suite is upgraded to include rear-facing technologies, including blind-spot monitoring, rear cross traffic alert, and rear auto braking. The Premium gets a front-facing parking camera, while the top-spec S grade gets a side view camera as well.

All XVs come with the expected stability, brake, and traction controls, as well as a set of seven airbags, making for a maximum five-star ANCAP safety rating to the 2017 standards.

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.

Subaru remains on par with other Japanese automakers, with a five-year and unlimited-kilometre warranty promise. There’s 12 months of roadside assist included, and the XV is also covered by a capped-price servicing program for the life of the warranty.

Services are required once every 12 months or 12,500km, and while this is a welcome improvement on the six-month intervals this car used to have, these visits are far from the cheapest we’ve seen with an average price of nearly $500 per year.