The all-electric Skoda Enyaq iV 80x SportLine gains an extra electric motor, all-wheel drive, more power, more torque, and faster acceleration.
We’ve already tested the Skoda Enyaq iV 80 and we liked it; it was good to drive, it had an impressive driving range, and it was spacious. So is there any point in buying the more expensive all-wheel drive version, the Skoda Enyaq iV 80x Sportline?
The main difference between the Skoda Enyaq iV 80x SportLine and the Enyaq iV 80 is the addition of an extra motor on the front axle, which gives all-wheel drive. This means more grip, but it also results in power being increased from 150 kW / 204 PS to 195 kW / 265 PS, and torque increasing from 310 Nm to 425 Nm. The outcome of all this is that the 0-62 mph acceleration time improves, from 8.2 seconds to 6.7 seconds.
The same battery is used: 82kWh with a net capacity of 77kWh, and another key selling point of the Enyaq iV is unchanged: it’s still spacious, with lots of rear legroom for rear-seat passengers, and the 585-litre boot remains (this is larger than the boot in the Volkswagen ID.4 and Audi Q4 e-tron, which are both based on the same platform). There’s 1,710 litres of space if you fold down the rear seats, and there’s storage space under the boot floor for the charging leads.
The interior design feels modern, with a large central touchscreen replacing buttons which would have traditionally cluttered the dashboard.
The rear-wheel drive Skoda Enyaq iV 80 is good to drive, with high levels of grip. So why would you need an all-wheel drive model? As above, the 80x SportLine has more power and more torque, and a faster 0-62mph time. But if you want surefooted performance in all weathers (and minimal interference from all that torque), then the 80x SportLine has more chance of delivering that.
All the other attributes of the Enyaq iV are still there, including a comfortable ride and quiet and refined progress. However the kerb weight has increased slightly, from an already hefty 2,107kg to 2,193kg.
The Enyaq’s gear selector isn’t a gear lever but a small button, with the options of D, B or R, but, unusually, no Park – instead you have to use the handbrake. There are steering wheel-mounted paddles to change the level of regenerative braking, which is good.
There are drive modes of Eco, Normal, Sport and Individual, which you have to select via the touchscreen.
The display in front of the driver shows your range in miles but it doesn’t show you the remaining percentage of your battery – to see this you need to view the vehicle sub menu on the touchscreen.
As with many new cars, there are virtually no physical buttons on the Enyaq’s dashboard, and, copying Tesla, everything is controlled through the large (13-inch) central touchscreen. The following is an example of why this is a problem. The lane departure warning system can make the steering go crazy if you venture near a white line, to the extent of the car steering you towards parked cars, so the supposed safety system can be a safety issue, apart from interfering with the enjoyment of driving the car. But to switch off the lane departure warning system you have to do this on the touchscreen:
That’s six different button presses to do one thing. It’s more likely that you’re going to crash while doing that than you are if you didn’t have the lane departure warning system in the first place. And this has to be done every time you get in the car.
With all the new rules about not being allowed to do anything distracting while you’re driving, why has no-one realised that pressing so many buttons to control one item is dangerous? (the Audi Q4 e-tron banishes the lane departure warning system with one touch of the end of the stalk on the steering column).
You could argue that the lane departure warning system is a safety system that you shouldn’t switch off – which we would disagree with – but too much button-pressing is also involved in other basic car controls.
If you want satnav or radio, it would be really good to be able to press just one button, but you can’t do this – you have to press the home button or the menu button to get to satnav or radio – so once again there’s too much button-pressing needed.
When you select satnav, a diagram of previous locations usually comes up, and you have to press another button to view the map.
If you want to adjust the heating and ventilation, there’s no button on the touchscreen to do this (the menu screen doesn’t include climate), but one of the few buttons under the touchscreen is for climate. If you want to quickly change the heating and ventilation settings, such as to adjust the fan speed, this can be a challenge because although the climate button is a physical switch, all controls thereafter are on the touchscreen (as opposed to the Audi Q4 e-tron which has separate, physical climate buttons). The Enyaq also wants to take you to ‘smart AC’ controls; if you want ‘old fashioned’ controls, then ‘classic AC’ is another button that you’ll need to press. And trying to control the fan speed is a real challenge. In summary, the Enyaq needs more shortcut buttons.
The Skoda Enyaq iV 80 with a battery capacity of 77kWh (net) has a range of up to 331 miles. In the Enyaq iV 80x SportLine the range drops to 312 miles. In the real-world we averaged 230 miles, which is a considerable drop compared to the WLTP figure.
The Enyaq has recently had its maximum rapid charging rate increased from 125kW to 135kW, which means that a 0-80% charge at a rapid charger capable of a minimum of 135kW should take around half an hour.
Charging the Enyaq at a home charger could take up to 13 hours.
The Skoda Enyaq iV 80x SportLine costs £47,875. Standard features include 135kW DC charging, full LED Matrix beam headlights, 20″ Vega Anthracite metallic alloy wheels, heated front sports seats and 3-spoke leather heated sports multi-function steering wheel.
There’s a range of interiors: Loft (standard), or options of Lodge, Lounge, Suite, ecoSuite or Sportline. There are also 11 option packages: Comfort Seat, Family, Climate, Convenience, Transport, Infotainment, Light and View, Chrome, Drive, Assisted Drive, and Parking.
There’s also the rear-wheel drive Enyaq iV 80, and there’s now also a Coupe model.
The Skoda Enyaq iV has a benefit in kind tax rate of just 2% for 2022/23.
The Skoda Enyaq iV 80x SportLine adds all-wheel drive to the standard Enyaq, along with extra performance. The standard rear-wheel drive Enyaq is basically a good car, but if you need better grip in all weathers then the Enyaq iV 80x SportLine would deliver this. All the regular benefits of the Enyaq remain, including a comfortable and refined driving experience, lots of space and a decent range. The Enyaq iV 80x SportLine is getting a bit expensive, and it’s just a shame that the designers of the touchscreen didn’t quite achieve the useability of some other systems, as the end result is that far too much button-pressing is needed for basic car controls. Perhaps some people won’t be worried by this, so the Skoda Enyaq iV 80x SportLine still scores a Green Car Guide rating of 10 out of 10.