Skoda Enyaq RS iV: Plug & Charge test and test by IONITY | Video

Skoda Enyaq RS iV is the top-of-the-range version of the electric SUV built on Volkswagen’s MEB platform, now updated to ME 3.2 which has improved consumption and updated various software functions, including Plug & Charge recharging which allows you to recharge the car as the Teslas, connecting directly to the column (we tried it on Ionity) without the need for cards or applications.

To get it, you will have to wait for 2023, with the opening of orders scheduled for March 2023 and deliveries starting from the following months. The Enyaq range has actually been available for some time, so much so that Skoda has already sold 90,000 units, but we need to clarify why this version is not yet available: the manufacturer launched the normal Enyaqs (in April 2021 we had tried the top of the range “non-RS” version, the rear-wheel drive Enyaq 80 iV), then the RS iV made its debut with the Coupé model (it was March 2022) and only in 2023 will there be the RS iV SUV version , therefore with the traditional rear.

When we talk about RS there are therefore two choices: do you want the Coupé? It is called Skoda Enyaq Coupé RS iV. Do you want the SUV? His name is Enyaq RS iV. Apart from the rear, the car is always the same, but the RS is the only one in the range that allows you to have maximum power (220 kW, 299 HP) and maximum speed (180 km/h against 169 km/h). h of the iV 80x 4×4) for a 0-100 of 6.5 s. The trunk also changes, but only slightly because the Coupé already used the spaces very well. The SUV has 15 liters more in the 5-seater configuration and 100 liters more when the rear bench is folded down.

Enyaq RS is only available in the all-wheel drive version, it has two engines but is more powerful than the 80x and the torque rises to a total of 460 Nm. The other big difference is that the RS version is available only with the 77 kWh battery and the set-up is practically a full option.

Despite being the sports car of the range, the Enyaq RS remains a very manageable car, one of those where torque delivery is instantaneous and power is linear, without exaggerations like the Model Y Dual Motor or the EV 6 GT, so to speak. It means that there will be no trauma and there will be no risk for the less experienced, while still being able to enjoy a car that has horses to unleash when needed so as not to be anxious about overtaking that otherwise arises when dealing with a vehicle which weighs a lot and has little power.

It’s still an SUV, but it drives well. It fits perfectly into the category of modern SUVs with well-chosen set-ups, platforms that are now completely different from the “off-road” chassis of the past. Thanks to high-level electronic sophistication, they manage to be pleasant, manageable even when cornering and dynamically satisfying, despite having a space and usability that sedans dream of.

Miracles do not exist, physics always remains the same but, having arrived at the gates of 2023, we must make peace with some aspects. The first is that SUVs/crossovers are the new norm for a whole series of reasons that needless to be repeated, those who drive and use them know this. The second is that today even SUVs/crossovers have a driving pleasure that is acceptable for most drivers: there are Macan and Stelvio that play in a league of their own, then we find vehicles like Enyaq iV RS and colleagues (electric or thermal ) which are well balanced and get the promotion with flying colors (hard to completely screw up a car with today’s technology),

Finally, to find a rejection, you have to go to the world of ultra low cost or the Chinese, where the key to understanding is “the price is so low it is able to make me pass over obvious defects to have a car of the size that suits me are they for family and luggage”?

This digression serves to try to get the message across that, by now, in evaluating the driving dynamics of a car, especially an electric one, you need to work on the nuances. Model Y, for example, is a very pleasant surprise, but as already seen in this test it wins dynamically, but loses in other aspects.

For the rest, it is impossible not to confirm theexcellent roominess, the intelligence of the load compartments, the space in the trunk. Enyaq is among the best in class, if not the best among those of a comparable size.

With the ME3.2 software update there have been interesting improvements to the infotainment system interface, but we know that these are OTA updates that also affect the other functions of the car. If on the autonomy side I have not been able to notice any differences, those will have to be verified in the test path with more tests, it is instead clear the convenience of being able to use Plug&Charge charging which I tried in an IONITY station.

Plug it in and you’re done: like the Tesla … or almost. Because if Tesla starts charging instantly, Enyaq’s system with IONITY takes about twenty seconds in the communication between car and column and still asks me for a ride and a couple of confirmations on the touchscreen of the column.

TECHNIQUE

• ENGINE: 150 kW and 310 Nm permanent magnet synchronous electric rear
• ENGINE: front asynchronous electric 80 kW and 162 Nm
• TOTAL POWER: 220 kW (299 HP) and 460 Nm
• Four-wheel drive
• SUSPENSION: Front MacPherson, five-link multi-link, stabilizer bar (front and rear)

DIMENSIONS

• LENGTH: 4,653mm
• WIDTH: 1,879mm
• HEIGHT: 1,605mm
• WHEELBASE: 2,768 mm
• BOOT: 585 litres, up to 1,710 litres
• TURNING RADIUS: 10.8 meters
• RIMS AND TIRES: 17″ (225/55) eDrive40, 18″ (245/45+255/45) M50. Up to 20″ optional
• BRAKES: 4 ventilated discs, 4 and single piston calipers
• BATTERY: 82 kWh (gross), 77 kWh (net)
• VOLTAGE: 400V (398.5V)
• WEIGHT: 2.255 kg (in running order)

PERFORMANCE

• MAXIMUM SPEED: 180 km/h (electronically limited)
• ACCELERATION 0-100 km/h: 6.5 seconds
• CONSUMPTION: 17.8 kWh/100 km
• RANGE: 517km (WLTP)
• AC CHARGING: 7.4 kW single-phase, 11 kW three-phase
• DC CHARGING: 135 kW (10-80% in 36 minutes)
• STEERING DIAMETER: 10.8 meters
• BATTERY: 82 kWh gross, 77 kWh net (user usable capacity)

As anticipated the RS version is one full-featured standard, has everything you could want…and more. The climate control is in three zones, the ADAS keep the car in the center of the lane, assist in lane change and are among the best in the segment. There is no shortage of automatic emergency braking and sensors everywhere, including the front ones, the rear view camera and automatic braking even in reverse.

The keyless is complete, there are mirrors and electric seats, tailgate with gesture control, Full LED matrix lights, LED grille, 20 “alloy wheels, suspension lowered by 15 mm, sports seats and sports steering wheel (heated), RS interior, wireless charging, Android Auto and Wireless Apple CarPlay, navigator with 13” screen, USB C, OTA updatable maps (Europe) and 3-year free subscription to connected services, in addition to the remote control application.

The official price has not yet been communicated, in March 2023 orders will open for the RS SUV version (the others can already be ordered) and the figure will probably be around €62,000 if we consider the price delta on the rest of the range. range between the Coupé and SUV versions.