For now, Škoda’s only fully electric production SUV is called Enyaq, and it recently went through a modernization that improved the car’s range, performance, charging, and added a new Laurin & Klement trim level. And as you surely know from the past, L&K represents the best that the car manufacturer can offer.
And since the Enyaq is one of the flagships of the brand, it is quite reasonable to expect a high standard from L&K against regular models, but it doesn’t quite work like that at Skoda. Here, folk luxury plays a role, but it is cleverly presented.
Beauty is individual and quite often ephemeral, but visible to the eye at first glance. Laurin & Klement Enyaq thus boasts a highly elegant design, which in our case is decorated with a discreet gray lacquer complemented by chrome elements. Someone may object that it is kitsch, but the chrome appearance and shades of gray simply belong to luxury and premium.
So it will not surprise anyone that if you add a glowing mask and anthracite 21-inch wheels to the car, the effect of elegance will be brought to a successful end. The equipment level bearing the names of the founders of the original car company cannot be imagined any more noble, especially when you are greeted by the animated graphics of the lights and the mask when you arrive at the car.
Usually a luxurious folk
It’s different in the interior, where the folk luxury becomes more colorful, because it is not so visible from the outside. The dark design with decorative stitching looks nice, but in L&K you would probably expect at least fully upholstered decorative side panels or a leather-covered entire dashboard, not just a part.
And the designers could have made an exposed place such as the plastic door handle a bit more luxurious, because it looks as if the Škoda Enyaq borrowed it from the fourth Fabia and cheated it even more. Sure, the Enyaq L&K can be had in a two-tone black and cream finish, but you’d still expect a little more premium inside this top-of-the-line variant.
And this is also reflected in the seats, which are nice, ergonomic, equipped with Laurin & Klement embroidery, heating and ventilation, but the electrical settings are simply basic in a few directions. And such a massage? De facto only an active lumbar support and not full-fledged massage modules.
The interior design can thus be considered more ordinary, but nicely appointed, but not as premium as one might expect from a model referring to Messrs. Laurin and Klement.
Just look in the 585-liter trunk, where no one cared about any luxury. On the other hand, the manufacturer cannot be denied its ingenious packaging for charging cables located in the left compartment. In short, we really like it when someone thinks about the practical side of things when designing cars.
From the point of view of internal ergonomics, it is an Enyaq with everything, so we are talking about a model oriented to all crew members with a classic layout of a pleasantly spacious interior. So you have a smaller digital instrument panel in front of you, the function of which is complemented by a large head-up display accompanied by augmented reality.
This means that an arrow will appear in front of your eyes while navigating to show you where to turn. Or you get an orange line when you get too close to one of the lanes. It is definitely an interesting technology that has huge potential for the future. Especially if it will be connected with artificial intelligence.
Unlike older Škoda cars, the info system located in the giant central display is already relatively fast and ultimately clear and intuitively designed. We like the preservation of physical buttons below the display, so we also take for granted the virtual buttons located on the upper and lower bars of the screen, referring to the individual functions of the vehicle.
Switching the heating and ventilation of the seats, or changing the temperature, are also located in the touch screen, but fortunately at the bottom of its edges, so they are better and faster accessible than if you had to fight your way to them exclusively through the air conditioning menu.
In addition, it is necessary to praise the manufacturer for maintaining the dedicated buttons for heating the steering wheel, the mentioned seat massages and their memory. In short, placing most of the functions in touch or virtual only works for someone (e.g. Tesla), while for another manufacturer (e.g. Volkswagen) such an interface is rather infuriating.
A regular car with a different drive
The drive itself in the tested model with a 4 × 4 drive, 210 kW power and a battery with a usable capacity of 77 kWh in the standard chassis setting is in the spirit of harder driving. In short, those 21-inch wheels with low-profile winter tires measuring 235/45 in the front and 255/40 in the back are not the ideal of super-comfort for a 2.2-ton SUV.
However, there is a solution, namely the MODE button, which also adjusts the stiffness of the adaptive suspension. As soon as you switch to Comfort mode, travel comfort will be noticeably improved, crossing over bumps will not be felt as much. However, if you want to enjoy this comfort all the time, you have to activate the mode again after each start, i.e. keep pressing the buttons. Memory for driving profiles is obviously seriously lacking here.
An important part of electric cars is also recuperation, which in Enyaq forces its user to use either the automatic one or the strong B mode. Although you can play with the paddles under the steering wheel with recuperation, by default its intensity returns to the default automatic setting after adding gas.
Fortunately, the automatics working with map data and the front guard are smart enough, so that they can use the power of regenerative braking, for example, to slow down before entering a village or when passing another car, while they can let you go at full speed from a hill or on a flat surface. In short, this helper works well, even if de facto forced.
In terms of consumption, the specification we tested on winter 21-inch tires reached a combined electrical appetite of just under 21 kWh per hundred, which is nothing unusual for a quad bike in winter with temperatures around zero.
In the cold months, expect a comfortable range of around 350 km when the battery is fully charged to 100%. But be careful, we are talking about normal travel speed, with heating at 22 degrees Celsius and active heating of the steering wheel and seats, without tempering the battery/interior before leaving.
As soon as you reduce the heating, you will not heat up, therefore you will warm up the car connected to the network before leaving, quite realistically the consumption will drop, but… You will seriously buy an Enyaq for heavy money, only to then limit yourself in it every time, drive in a jacket, or constantly hang on an electric cable ?
Like yes, maybe some people do, but many consider electric cars simply like regular cars, only with a different drive, and therefore don’t see the need to plug them into the grid every day / every time they park.
It is also worth mentioning the charging speed, which is weak in winter. Skoda can even show you in the info system how much time it needs to temper the battery so that it can charge at a certain speed. And when we then saw the temperature of the battery on the display in minus outside temperatures of 40 minutes to a charging speed of 75 kW (the technical maximum is up to 175 kW), it was clear to us that this pain point of electromobility in general will continue to hurt us for some time.
It is also worth mentioning one mandatory assistance system, namely the controversial warning for exceeding the maximum permitted speed. Although it cannot be turned off with one click like in the Tesla Model 3 or Mercedes E class, it is not as horribly annoying and loud as in the South Korean Hyundai or Kia.
It doesn’t look cheap, but the zingrlatka is missing
The Škoda Enyaq in the Laurin & Klement version thus looks elegant on the outside and tries to create an impression of luxury inside, which the car only partially succeeds in doing. It certainly doesn’t give you the feeling of a premium car, but it’s not cheap kitsch like an artificial carbon sticker either.
In addition, the Czech electric model built on the MEB platform does not give the unpleasant impression that power has been saved inside compared to some Volkswagens (especially the ID.3). Skoda simply does not splurge on leather or decor, which is a bit of a disappointment in the case of Laurinka.
From the point of view of electromobility itself, a battery with a usable capacity of 95 kWh would suit the car, which would push the four-wheeler’s range on one charge to some plus or minus 430 km in winter and even more in summer. It would definitely be a little better to live with such a car than now, although even now the Škoda Enyaq can rightly be called a “solid electric car for every day”.
The SUV Škoda Enyaq 85 Laurin & Klement 210 kW with rear axle drive starts at CZK 1,544,900, while the 85× quad will cost you CZK 1,644,900. If you go for the Coupé variant, you will pay CZK 1,604,900 for the basic 85 rear wheel drive at Laurin & Klement, while the 85× four-wheel drive costs CZK 1,704,900.
|Enyaq 85x Laurin & Clement
|2x electric motor
|210 kW (285 hp)
|permanent reduction gear
|all four wheels
|2 222 kg
|Acceleration 0-100 km/h
|up to 511 km
|82 kWh (usable 77 kWh)
|AC 11 kW, DC 175 kW
|Wheels and tires
|235/45 and 255/40 R21
|4 653/1 879/1 612 mm
|2 770 mm
|Volume of the luggage compartment
|585/1 710 l