uses the same 77kWh battery and dual motors for 295bhp. There’s the same caveat, though: that total is available only for 30sec in a kind of overboost function, and if the battery charge is too low, you won’t get full power either.and features progressive steering, 20in wheels and the light-up grille as standard. It comes with more safety and convenience kit too, but if you want adaptive dampers, 21in wheels, keyless entry or a head-up display, you still need to pay extra.
Inside is a three-spoke steering wheel, some carbonfibre trim and a choice of two Design Selections: Lounge brings Alcantara seats with nuclear-green accents, while Suite tones it down with black leather. To drive, sadly the Enyaq vRS can’t escape the law of diminishing returns that most performance EVs suffer from. It’s fine. Even on relatively unsporting Bridgestone Turanza tyres, it has plenty of grip. Its steering is accurate, well-weighted and, despite the progressive rack, perfectly predictable, if mostly mute. Particularly when you put the stability control in Sport mode , it’s even tangibly rear-driven. Then again, most of that applies to every Enyaq.
The stiffer suspension introduces a bit more head-toss to the ride,but it’s far from unbearable, and the adaptive dampers give you the option to soften it again. They would be a worthwhile option, particularly in the UK. As long as the car’s brain lets you access the full 295bhp, it’s pretty quick as well; but when you find yourself on a mountain road, the powertrain runs out of stamina after a while and dials back the effort. As a driver’s car, the Enyaq vRS is decent fun, if rather formulaic., and in most ways, the regular SUV is the same, just £1700 cheaper and a little bit more practical.
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