• Two batteries, two power outputs
• Fast enough
• Only Sportline is four-wheel drive

Electric motors

As of the 2025 facelift, there are two batteries and power outputs available – base Enyaq 60, longer-range Enyaq 85 and Sportline-only four-wheel drive Enyaq 85x – with the higher-performance vRS likely to be replaced at a later date. The entry-level Enyaq 60 gets a 59kWh battery and 204hp electric motor to provide 0-62mph in 8.1 seconds which feels more than adequate for most situations on the road.

It’s usefully quicker than single-motor versions of the Peugeot e-3008 and Vauxhall Grandland Electric, but a Renault Scenic is slightly swifter. Any Tesla Model Y will blow this and the Enyaq 85 out of the water for acceleration.

The Enyaq 85 is by no means slow, and will feel downright fast to those coming from most petrol or diesel SUVs of a similar price. It gets a larger 77kWh battery and a far more powerful 286hp electric motor so 0-62mph takes 6.7 seconds. The 85x adds an electric motor for the front axle to make the Enyaq four-wheel drive, although power and acceleration are the same as the rear-drive 85. If we’re honest, performance is more than good enough for family duties.

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You can adjust how strong you want the regenerative braking to be, or put it in an automatic mode. This uses the adaptive cruise control sensors to vary how much regen you have. With nothing in front it’ll let the Enyaq coast, but a slowing car ahead will bring in the regen, reducing your speed. Keep a reasonable distance between you and the car in front and it works well.

Lots of motor and battery combinations have previously been offered, so I’ll keep things brief if you’re buying from stock or used. Avoid 50 models as they’re too slow and have a short range, and seek out either a 60 or, if you need more range an 80 or best of all, an 85.

What’s it like to drive?

• Light, accurate steering
• Safe and stable handling
• Quiet and refined at speed
  

All versions of the Enyaq are comfortable, the question is how comfy do you want to be? SE-L and Edition models on standard suspension feel softer than the related Volkswagen ID.4 and Ford Explorer, along with the Renault Scenic and Peugeot e-3008. The Enyaq rides gently over bumps and dips with a bit more float than other cars on this platform. Sharper-edged obstacles such as potholes and expansion joints do make themselves known, and the Enyaq’s body control can feel a bit loose on particularly challenging undulating roads.

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Sportline – 85x only, remember – brings stiffer sports suspension, although this is still more compliant than the overly firm Tesla Model Y. It adds useful extra body control over lesser trims and doesn’t harm comfort too much. However, the Enyaq is at its best with DCC adaptive suspension that only comes as part of the expensive Maxx package.

It allows you to have even softer suspension than the regular model when you want it, or you can stiffen it up towards Sportline levels and beyond. While the extremes are too, well, extreme, it allows the Enyaq to be more comfortable whilst retaining the option of firming things up on churned-up roads or if you want to go quickly.

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You can certainly cross country at some pace, especially in the 85. The steering has confidence-inspiring but not overdone weighting, and doesn’t feel too darty or too slow. There’s no great sense of connection to the front tyres, yet precision is good which makes the Enyaq easy to place on the road.

There’s not a great deal of body roll given the suppleness of the suspension in any Enyaq, and grip levels are good. Traction isn’t usually an issue in the rear-wheel drive models, certainly not in the dry. You might feel a little twitch at the back in wet conditions when accelerating hard out of a T-junction, with the stability control quickly stopping things getting out of hand.

Keen drivers can slacken the traction control should they wish, but any slides are quickly gathered up by the electronics. 85x models are even less likely to slide at the rear, feeling more neutral than the rear-drive Enyaqs.