Skoda Enyaq vs Volvo EX30

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.

There’s a lot to like about the Volvo EX30 Cross Country. It’s an impressive AWD EV. Nice to drive, comfortable and offering the extra driver confidence an AWD system brings.

It also looks good, has a decent stack of features onboard and has plenty of appeal for owners, especially in terms of servicing costs.

As an EV tourer, it has a reasonable driving range and offers enough in terms of AWD flexibility to appeal to those people who may like the idea of an all-electric adventure machine.

But it is small, has a limited scope of off-road capability and pricing is ranging upward for what it offers.

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.

This Cross Country is 4233mm long (with a 2650mm wheelbase) 1850mm wide, and 1567mm high. It has a listed kerb weight of 1910kg.

It’s a slick-looking compact SUV with more than its fair share of hints at its off-road aspirations including raised suspension so it perches higher off the deck than its regular EX30 stablemates (190mm of ground clearance). It has dark coloured front and rear body panelling, dark wheel-arch extensions (built to cop any loose gravel or dirt while all-wheel driving on well-maintained bush tracks), and if you get on the ground to check, front and rear skid-plates.

Quirky touches include an impression on the front bumper section of a topographical map depicting the highest mountain range in Sweden (as well as the apparent co-ordinates to that location), and interesting doodles under the lid of the front boot (what I like to call the 'froot' whereas as you might call it the frunk for front trunk).

Overall, the Cross Country has a spartan-style cabin. No, I don’t mean there are swords and shields and oiled-up blokes in loin cloths here – just that there’s a clear, basic layout that leans more towards functional than flashy.

It also has a fixed-in-place panoramic glass roof that has no sliding cover built into the ceiling and I’m not a big fan of having my noggin exposed all of the time.

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.

Inside, the driver misses out on a digital instrument display but the centrally-located, vertically-mounted 12.3-inch touchscreen multimedia system offers wireless Apple CarPlay and Android Auto as well as pretty much every control and gauge you could wish for and, as driver, you quickly get used to checking that screen for your current speed etc.

It also offers a way to open the glove box (that sits below the screen) and quick ways to switch off driver-assist aids, such as 'Lane Departure Warning' and the 'Driver Alert System', which could otherwise be a bit annoying. Unfortunately, you have to switch off those systems every time you get back in the car.

The screen is where you’re also able to cycle through drive modes, vehicle settings and the like. The front seats are power-adjustable set-ups and they are heated but not ventilated. There is plenty of durable plastic inside the cabin as well as a denim-like 'tailored wool blend' seat upholstery and soft-touch surfaces.

In terms of space, well, as befitting a compact SUV, there’s not a lot of it for gear or people. The aforementioned glove box is small, there’s no centre console (only sliding cupholders above, and a narrow receptacle below with a wireless charging pad) plus the door pockets are thin and shallow.

And second-row passengers don’t fare too well, either. It’s squeezy back there – even for a Hobbit-sized bloke like me – and there are few amenities.

No fold-down armrest with cupholders, no directional air vents and that panoramic glass roof doesn’t have a sliding cover so those in the front and back cop the full brunt of the summer sun. I can vouch for the ouch too because I had this Cross Country during record-high summer temps in NSW and my gigantic forehead (due to a hairline that keeps creeping rearward) suffered a roasting. That’s about the only circumstance – no sunroof cover and extreme heat – in which it’s okay for someone to wear a hat while driving.

In terms of storage, with both rows in use, there’s a listed 318L of volume in the rear cargo area and 1000L when the second row is stowed away. The rear cargo area has a light and bag hooks and there’s a charging cable and tyre-repair kit in the shallow underfloor storage space.

It’s well worth noting that this vehicle, despite being marketed as an all-wheel drive vehicle with adventure potential, doesn’t have any spare tyre onboard.

At the front of the Cross Country, there is seven litres of cargo volume in what I call the 'Froot' (front boot) rather than the 'Frunk' (front trunk).

The Volvo EX30 Cross Country is top-of-the-range in the three-variant EX30 range and it has a manufacturer suggested list price of $69,990. It’s the best variant in the range if you’re keen to travel beyond the bitumen. For reference, at time of writing, the 2026 Volvo EX30 Single motor Extended range Plus is $59,990, before on-road costs, and the Extended Range Ultra is $66,290, excluding on-roads.

Standard features include a 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto, and over-the-air software updates), wireless charging, AWD, three driving modes, a Harman Kardon stereo with front sound-bar, a 360-degree camera view, semi-autonomous parking assist and 19-inch alloy wheels.

It also has LED headlights and tail-lights, a digital key (Bluetooth phone unlocking), heated steering wheel, power tailgate and a fixed panoramic glass roof (but no sliding cover).

In terms of off-road-specific features it has a 'Performance' drive mode (which optimises all-wheel drive), 'Hill Descent Control' and front and rear skid plates.

Exterior paint options include 'Cloud Blue', 'Crystal White', 'Onyx Black', 'Vapour Grey' and 'Sand Dune'.

For reference, vehicles that you might consider rivals in the same realm as the Cross Country – such as the Kia EV3 (about $63,950 MSRP for a top-spec GT-Line), Zeekr X (about $64,900 MSRP for the top-of-the-range all-wheel drive variant), and Skoda Enyaq (about $65,990 MSRP for the 85 Sportline) – are a few grand cheaper while packing as much, if not more, features onboard and managing to look and feel more premium than the Volvo. The Cross Country's price is creeping up for a vehicle that is quite spartan inside. More about that soon.

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 EX30 Cross Country has a twin-motor electric set-up, producing a combined 315kW and 543Nm. It has a single-speed transmission and a 69kWh battery.

Drive modes include 'Standard', 'Performance' (taps into all-wheel drive and is the preferred mode for light off-roading) and 'Range' (defaults to rear-wheel drive to get most out of battery).

It does not have any off-road driving modes (like Sand, Mud or Snow) but it does have 'Hill Descent Control'.

Claimed 0-100km/h time is just 3.7 seconds.

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.

Official combined cycle (urban/extra-urban) energy consumption is listed as 19.1kWh/100km. On this test, I recorded 18.4kWh/100km, which is impressive, especially considering I took this Volvo on some tracks that pushed the limit of its capabilities.

For reference, the 2026 Subaru Solterra AWD Touring has claimed energy use of 16.0kWh/100km, but I've yet to test it to gauge its real-world energy consumption, under pressure in tough (for an AWD) conditions.

The EX30 Cross Country has a 69kWh battery and according to Volvo can be charged from 10 to 80 per cent in as little as 30 minutes on a fast 175kW DC charger.

It took me about 18 hours to get it from 20 to 80 per cent on a household socket (16 amp/3.6kW).

It has a listed driving range of 417km (WLTP) on a full charge. Official driving range is “up to 417km (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 compact, all electric SUV has a ton of power and torque from the get-go. It’s impressive on almost all surfaces and it really is fast.

It has listed kerb weight of 1910kg and a turning circle of 11m, and this is a highly manoeuvrable vehicle.

The driving position is at best low and sporty, and there’s adequate visibility, even though it is pinched in places, especially looking back towards the rear of the vehicle.

This is a smooth and refined compact SUV that's nice to drive on- and off-road.

The Cross Country punches well above its weight in terms of power and torque and throttle response is great. It even errs on the side of too energetic, but steering is precise, the transmission is slick and the brakes have plenty of bite.

You’re able to change driving characteristics on the main screen by cycling through the drive modes (Standard, Range and Performance). Performance is a key mode when you hit the dirt because that fully engages and optimises the all-wheel drive system to give you that sure-footedness on looser surfaces.

Range is aimed at optimising the vehicle’s energy efficiency and Standard is not too bad for general day-to-day driving conditions.

When you do get off road, it handles minor corrugations well. It also deals with deeper, more severe potholes reasonably well. It’s pleasantly surprising that it stays so settled and composed while you're going through some lumpy and bumpy stuff.

The Cross Country is not an off-road animal as such, it can handle things when the road surface becomes more traction-compromised than you may normally face. But with limited ground clearance (even if it’s 19mm higher off the ground than the regular EX30 for a total of 190mm) the Cross Country is not a rock-crawling beast.

It doesn't have any off-road driving modes, however it does have hill descent control. But that's really for mild inclines and downhills where it has to hold a safer speed than it may otherwise achieve.

In terms of dimensions, it's not that well set up for off-roading. You don't want to take this anywhere near four-wheel drive only terrain. But having said that, it is more than capable of handling light to moderate off-road conditions – mild corrugations, some deeper potholes here and there, loose gravel, loose stones, those sorts of things.

In fact, there's no reason why you can't drive this vehicle on well-maintained tracks in dry conditions to your favourite campsite in a national park, even if it's a bit slippery.

The suspension set-up – Macpherson strut front, multi-link rear – is well suited to on-road driving. And while the Cross Country tends to feel a bit firm in places, it remains composed and settled when things become lumpier and bumpier, say, for instance on dirt tracks and gravel roads.

Its raised suspension (compared to the regular EX30) is on the firm side of things and it become a little jittery when the road becomes more corrugated and less well-maintained. But otherwise it is mostly well settled, well composed and ride and handling is nicely controlled.

This Volvo’s towing capacity is 1600kg.

Its all-season tyres – Goodyear EfficientGrip Performance SUV (235/50R19) – are on 19 inch rims and that’s not a package well suited to off-roading of any kind, really. There’s always the option of swapping them for some all terrain tyres on an 18-inch rim and that combination would instantly make this Cross Country even better for mild to moderate off-roading.

The Volvo EX30 Cross Country has the maximum five-star ANCAP rating from testing in 2024.

It scored 35.27 out of 40 (88%) for Adult Occupant Protection, 42.03 out of 49 (85%) for Child Occupant Protection, 50.36 out of 63 (79%) for Vulnerable Road User Protection, and 14.48 out of 18 (80%) for Safety Assist (includes AEB, driver monitoring and lane support system).

As standard, it has seven airbags and a comprehensive suite of driver-assist tech including AEB (with pedestrian, vehicle, large animal and cyclist detection), 'Lane Departure Warning' (intrusive in operation, but easy to switch off), a 'Driver Alert System' (also over-reactive but easy to switch off), adaptive cruise control, hill descent control, a 360 degree camera view (with a 3D view) and a tyre pressure monitoring system.

As mentioned, it’s missing any real off-road driving modes but then again, the Cross Country isn’t built to tackle anything too rough and tumble.

There is a ISOFIX child seat attachment on each outer seat in the second row and top-tether anchor points on all second-row seatbacks.

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 Volvo EX30 Cross Country is covered by a five-year/unlimited km warranty (with roadside assistance included) and an eight-year/160,000km warranty applies to the battery set-up.

A five-year/150,000km servicing plan applies and is free – and that is well worth noting here. While free/complimentary servicing is not unheard of in the EV space – it's offered with Audi e-tron, Polestar 4 (Long Range AWD), Genesis (GV70), BYD (Sealion 7) and more – the fact Volvo offers it on a variant that may spend at least some time on unsealed roads is commendable.

Servicing appointments are set for every 24 months/30,000km, whichever occurs soonest.

Volvo Group Australia has more than 40 dealerships as well as numerous Volvo-approved workshops across the country.