Skoda Enyaq vRS Review 2025: Price, specs & boot space

If you're eyeing up an engaging, fun electric performance car, we'd have to say no. Don't be fooled by the badge – the Enyaq vRS is no more exciting to drive than similarly priced electric SUVs that do without sporty branding.

If, however, you're already looking at the more expensive end of the Enyaq range (which you'll definitely be doing with the Enyaq Coupe, because it's only available with higher trim grades), the vRS is an easier sell. It is, really, best looked at as a trim level, and if you want all the mod cons with the bonus of some extra performance, it might make sense.

Viewing the Enyaq range as a whole, though, we reckon the cheaper, smaller battery versions of the car make the most sense, unless you simply must have the range of the 85 battery. 

The only choice you'll have to make when weighing up the Skoda Enyaq iV vRS is whether to buy the Coupe or the regular model. The Coupe was made available to order first, with the regular car arriving in mid-January 2023. 

For us, that's an easy choice to make. Not only is the Coupe more expensive to buy, but it's also a little bit less practical and harder to see out of when looking behind you. Couple that with the fact that (to this tester's eyes) it doesn't actually look as cohesive as the regular car, and we really don't see the point. 

As for colour, the launch hue (as you can tell from the images) is the rather bold Hyper Green. Great if you want to stand out, terrible if you like to pass under the radar. Thankfully a range of less out-there colours can be had. 

By turning the Skoda Enyaq iV into a vRS model the list of key rivals changes a bit, moving away from 'normal' electric SUVs into models with a bit of a sporting bent. 

Probably its main competitor is the Kia EV6, which is sportier and more dynamic-looking than the Hyundai Ioniq 5. Another key challenger is the Polestar 2, which isn't as roomy but is fast and stylish, while the Ford Mustang Mach-e definitely gets a look in.

VW's own ID.4 and ID.5 GTX are also largely identical underneath to the Enyaq iV vRS. Meanwhile buyers looking for a more premium sporting EV should head towards the Jaguar I-Pace or BMW iX3. 

Also worth considering are the even faster but more expensive Volvo EC40 and Tesla Model Y.

The regular Skoda Enyaq is already a pretty solid base quality-wise, somewhat showing up its pricier VW sibling and offering generally excellent fit-and-finish. 

Plumping for the vRS model adds the aforementioned posher trims along the dash and doors, plus nicer seats, which helps lift things a bit. Other than this and the occasional vRS badge, it's not drastically different, however. 

Every Skoda Enyaq vRS comes equipped with a 13-inch touchscreen infotainment system, just like the standard Enyaq. As well as standard sat-nav there is DAB radio, Apple CarPlay and Android Auto, as you'd expect at this price point. 

It's easy to operate with quick responses to jabs of the finger, while its graphics are typical Volkswagen Group smart. It's not perfect, though – we noticed that its position means it does seem to attract reflections on a sunny day, while having the climate control functions within the screen is more fiddly on the move than physical controls. 

At least the temperature and fan section is always at the bottom of the screen, and it's much less awkward to use than the VW ID.4 and ID.5's silly haptic sliders below the screen. You also get a handful of physical shortcut buttons on a plinth below the screen. 

All Skoda Enyaq models get a digital display rather than conventional dials. This is functional rather than fancy, with a rather small display relative to some rivals.

A head-up display system is available as part of the Advanced Package. This projects key data like your current speed and navigation directions into your field of view – useful, but not at £2,335 unless you want the heated rear seats and heated windscreen that also come in this package.

There's no real difference between the regular Skoda Enyaq and the Enyaq vRS here, although there's a slight practicality disadvantage if you go for the Coupe version.

Space and practicality is always a Skoda forte, and the Enyaq is a pleasingly spacious car all-round. Head and leg space up front is generous, even if you're over six foot, and the interior is nice and wide to keep you from bumping arms with the passenger. Storage throughout is good, too. 

In the rear, too, things are largely excellent, and again, two burly adults can get plenty comfortable here. There's enough width for three to tackle short journeys, too, although the middle seat's legroom is slightly compromised by the front centre console which juts out. The only disappointment is that, despite being not far off the size of the Skoda Kodiaq, there's no seven-seat version available. 

It's in the back where the differences for the Skoda Enyaq Coupe iV vRS come to the fore, because there is a fraction less headroom in the rear of the Coupe due to that sloping roofline. It's really not drastic, however, so only the extremely tall will notice. 

The Skoda Enyaq iV vRS's 585-litre boot capacity is very large even for an SUV, meaning this is a class-leading family SUV for outright space. Bear in mind that the Enyaq Coupe loses 15 litres of space due to the reshaped rear, but it's minor. Fold the rear seats down and there's a vast space for a bike or similar. 

In terms of exterior dimensions, the Skoda Enyaq iV vRS is pretty identical to the standard car, at 4649mm long, 1879mm wide excluding mirrors and 1605mm tall (slightly lower due to the dropped suspension).

There's only one engine (and no gearbox to speak of) in the Skoda Enyaq iV vRS. With dual motors giving it four-wheel drive, the power output was originally 299PS, with 460Nm of torque. 

That sounds like plenty, but when you consider that the Enyaq weighs well over two tonnes, it's not a vast reserve. And even then, Skoda was cheating a bit, with that full power only available for 30 seconds as a 'boost' function. You won't get that full figure with a low battery charge, either. 

Things got better in 2024, when Skoda bumped the power up to 340PS and the torque to 545Nm. This dropped the 0-62mph time to a much more respectable 5.5 seconds, and a further tenth was shaved off that thanks to software tweaks at the time of the car's 2025 facelift. The resulting 5.4-second 0-62mph dash is identical to that of the Elroq vRS, which is only 10kg lighter despite being a fair bit smaller. 

Have a look at the small print, and you'll still find that you won't always get the full beans in the Enyaq vRS. "The maximum power is available when the high-voltage battery is at its highest possible state of charge (SoC) and operating within its optimal temperature range," it says. Boo.

But still, the car does actually feel quite quick now, and has enough get up and go to pin you to your seat, if not with the violence of something like the most pokey Tesla Model Y, which manages 0-62mph in just 3.5 seconds. Throttle response, too, is nice and sharp, even when you're not in Sport mode. 

Extra performance always comes at a price, and in electric cars it's usually range. The Enyaq iV vRS is also four-wheel drive which has an impact too. Happily, the drop compared to the regular Enyaq isn't too steep at all. 

As standard it gets an 82kWh battery (77kWh of that is usable), translating to an official WLTP range of 344 miles. Realistically that probably translates to 280-320 miles of range, depending on where you're driving it - it'll be less efficient on a motorway. 

There's a little bonus if you go for the Enyaq Coupe iV vRS, which officially does 347 miles on a charge because its body shape cuts through the air more cleanly. That's hardly a deal-breaker, but every little helps. 

We're not sure why or how, but Skoda quotes a range of only 332 miles for the slightly less powerful Enyaq iV 85x Sportline Plus, which also has four-wheel drive. The rear-wheel drive 85 manages 365 miles. 

The Skoda Enyaq iV vRS is as refined and smooth as you'd expect any electric car to be. There's no rumble of an engine, no whine or jerk of gears and a generally relaxing demeanour. 

And that's great in a regular family SUV, but it doesn't really help the case of the vRS in being a performance model aimed more at enthusiasts. The lack of any sound or sensation beyond the outright acceleration (which is hardly neck-snapping) means it isn't exactly engaging for the keen driver. Some may disagree, but we'd actually like some kind of synthesised noise as you accelerate like some rivals have - it at least gives you something to titivate the senses.  

Still, the benefit of Skoda not fitting rock-hard suspension to the Enyaq iV vRS means it's pretty much as refined as the standard car. That means a small amount of wind noise on the motorway, while there's some tyre roar as to be expected with large wheels and no engine note to disguise it. 

Standard safety equipment in the Skoda Enyaq iV vRS (as with any Enyaq) includes front side airbags and curtain airbags, driver and front passenger airbags with passenger airbag deactivation, lane assist and front assist with assisted automatic braking. There are Isofix child seat points on the front passenger seat and outer rear seats. Rear side airbags are available as an optional extra.

Also included on this range-topping model is blind spot detection, Adaptive cruise control with traffic jam assist, traffic sign recognition and Crew Protect Assist, which quickly prepares the car in the event of a serious imminent crash or rollover. 

The Enyaq has been awarded a five star safety rating by Euro NCAP as a result, with strong scores across the board. 

We've had few reports of issues from Enyaq owners, and although the earliest car to use its MEB platform, the Volkswagen ID.3, had a reputation for software bugs, these should have been ironed out by now. 

Skoda owners remain happy with the dependability of their cars on the whole, with the manufacturer placing fifth out of 33 manufacturers for reliability when our sister title HonestJohn.co.uk ran its most recent Satisfaction Index survey. 

Skoda's warranty is basic compared to the offerings of some rivals, including, awkwardly, its fellow VW Group brand Cupra. You're looking at three years and 60,000 miles, which is the absolutely minimum of what we'd expect. The battery has a separate warranty lasting up to eight years or 100,000 miles, which sounds impressive, but is the norm across the industry.

Skoda has only revealed insurance groups for the Enyaq Coupe iV vRS, which sits in group 36. While that's not drastically high for a sporting model its noticeably more than a regular Enyaq iV 80 SportLine, which sits in insurance group 27. 

Previously, you wouldn't have had to pay a penny, but times have changed. Now, you pay the same £195 from year two onwards regardless of whether you're running an EV, a petrol, a diesel or a hybrid. EVs are no longer exempt from the premium car tax surcharge either, and since the Enyaq vRS is way beyond the £40,000 threshold, you can look forward to forking out an additional £425 annually from years two to six.

As the range-topping version of the Enyaq, the vRS, as you'd hope, comes with plenty of equipment as standard. The comprehensive list includes 20-inch alloy wheels, matrix LED headlights, tinted rear windows, a hands-free electronically operated tailgate, triple zone climate control, electrically adjustable and heated front seats, a heated leather steering wheel, adaptive dampers, remote parking assistance, a Canton sound system, and a 13.0-inch infotainment system. 

The above can be enhanced above, for instance with a Winter Package (heated windscreen and heated front seats) for £450, or an energy-saving heat pump for £1,100. The latter feels like something which should be fitted as standard, though.