After doing a little research, you might be tempted to dismiss Skoda's first EV, the Enyaq, as nothing more than a Volkswagen ID.4 with different styling. After all, both are built on VW's MEB (Modular Electric Drive Matrix) platform and use the same electric powertrain, so how different could they be?

Quite different, as it turns out. Despite sharing the same underpinnings, the Czech carmaker has worked its own magic into the model to set it apart from its corporate cousin.

And for a brand that's supposed to be more affordable than Volkswagen, the Skoda surprisingly made the Enyaq feel more upmarket than the ID.4. That's an impressive start, to say the least.

The grille is familiar, but look closer and you'll see interesting details on the louvres

A familiar face

Look past the 'camouflage' wrap and the Enyaq's strong resemblance to the Skoda range is immediately apparent. Seeing its silhouette from afar, you could even mistake the Enyaq for a Karoq or a Kodiaq.

The head lights, grille and taillights are familiar, but there are two items that stand out: Those 'vents' on the front fenders and the drum brakes instead of discs behind the rear wheels.

Inside, the cockpit looks more 'futuristic' than Skoda's non-EV models. The instrument cluster is radically smaller, but the infotainment screen has grown much larger. It's a 13-inch touchscreen, whereas the one in the Kodiaq seven-seater SUV is 'only' 10.25 inches.

The cockpit is neat and minimalist, but there are still direct access buttons for convenience, and the gearshift lever is a nifty tab

Current Skoda owners will feel right at home, though, for much of the buttons and switches, such as the one below the infotainment and on the steering wheel, are found in the latest Skoda models.

Now, what's impressive is that the materials used in the cabin, such as the suede/fabric trim on the dashboard and door cards, are soft. This gives the space a more upmarket feel compared to the Volkswagen ID.4, which is mostly hard plastic.

The integrated instrument cluster is also better compared to the one on the ID.4's steering column, as this helps reduce glare. And while the ID.4's column-mounted shifter resembles that of the BMW i3, more drivers will find the tab-like shifter of the Enyaq more intuitive.

At the rear, the MEB platform endows the Enyaq with a flat rear floor. Coupled with a 2,765mm wheelbase, legroom is relatively good, so the middle occupant needn't feel awkward.

If only four occupants are on board, then the handy organiser/tray, which attaches below the air-con vents, can add practicality to the space. Speaking of which, the Enyaq offers 585 litres of boot space (rear seats up), which expands to 1,710 litres when the backrests are folded.

The Enyaq has a custom drive mode, but does not have Dynamic Chassis Control (DCC) like the ID.4

Splitting hairs

Both the Enyaq and ID.4 utilise the same powertrain - a rear axle-mounted electric motor that produces 201bhp (150kW) and 310Nm of torque. Powering it is a 77kWh (nett) lithium-ion battery, which Skoda says can provide 532km of driving range.

The Enyaq won't scare a first-time EV driver. Put your foot down and the crossover finishes the century sprint in 8.7 seconds. Slow by enthusiast standards (this isn't aimed at them anyway), but ideal as a runabout for most drivers who don't wish to be scared silly.

Power delivery is smooth, but when it comes to stopping the car, the brake pedal needs to be pressed further before the brakes bite. Potential buyers be advised: There is a learning curve.

Regarding the stoppers, a Skoda spokesperson said that drum brakes are used in the rear because most of the stopping power comes from regenerative braking, while majority of the mechanical braking force is derived from the front discs.

Braking performance, pedal feel, and more control over the regenerative braking level would be nice

But when it comes to overall performance and steering feel, trying to tell the Enyaq apart from the ID.4 is like splitting hairs. They're identical, but that's not a bad thing since the ID.4 also delivers a smooth and responsive drive.

Ride comfort could be improved, though. While nowhere near uncomfortable, bumps from surface unevenness and road expansion joints are transmitted into the cabin and are more palpable in the rear than in the front seats.

The steering could also be better. While the electric power steering setup is quick and accurate, the lack of a connected feel can is a bit disconcerting. Then again, perhaps it's me - most consumers just want a helm that's effortless, and the Enyaq delivers that.

Decals aside, the Enyaq is a good-looking car, and distinctive colour options will help it stand out from the ID.4

Food for thought

Within the Volkswagen group's family of mass market brands, Skoda used to be seen as the 'budget' option. Its models offered more car for less money, but they were also less polished than VW's offerings.

Today, Skodas are on a par with VWs when it comes to perceived quality, which is why Volkswagen Singapore tries to ensure that both brands' offerings complement rather than compete with one another.

It'll also probably cost less than its in-house competitor when it launches in Q1 2024. Volkswagen can keep both models in the lineup, but unless the specs for the actual customer cars are different, the Enyaq will potentially be the more convincing option.

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