Skoda wants your money. But they don’t want to rip you off. The new Skoda Epiq has just been revealed, and it’s priced at a startling £24,950 for the entry level. That makes it cheaper than the petrol Kamiq, the internal combustion engine car it effectively replaces. It’s an odd move in an industry where electric usually means “add another zero to the price.”
Built on Volkswagen’s MEB+ architecture, this isn’t just a rebadged Golf on wheels. It shares its DNA with the upcoming Volkswagen ID. Cross. The setup is sensible, predictable, functional. The motor sits at the front, the battery is flattened under the floor between the axles. It’s designed specifically for small electric cars, which means it fits into a gap that has suddenly become very large.
This is Skoda’s second foray into their “Modern Solid” design language. The Elroq did it first. The Epiq follows. But it’s not just a clone. There are T-shaped lights at either end now. A more pronounced shoulder line on the rear. These aren’t random choices, either. They are the signatures that will appear on the seven-seater Peaq coming next.
Physical buttons remain. Yes, they did.
Step inside. It’s surprisingly old-school. You’ll find actual buttons for climate control on the dashboard. Two scroll wheels are mounted right there on the steering wheel. No swiping your fingers across a black screen just to defog the mirror.
Practicality wins out again. You get 475 litres of boot space. Add a weird 25-litre tank under the hood, strictly for storing charging cables because where else do they go. Two trims are hitting the UK market.
- Epiq 40 : The budget option. 133bhp, a 37kWh Lithium-Iron-Phosphate battery, and about 190 miles of range.
- Epiq 55 : Priced from £27,707, this gets 208bHp and a larger 52kWh Nickel-Manganese-Cobalt pack. Range jumps to 272 miles.
Charging? Both can go from 10% to 80% in under 25 minutes according to Skoda. The 40 caps at 90kW charging speed. The 55 peaks at 105kW. Barely a difference in practice.
It’s right in the middle of the pack compared to competitors. The Renault 4 offers 250 miles. The long-range Kia EV2 manages 281, though that comes with a 61kWh battery that costs more and weighs more. Is it a bad deal? Maybe not. If you rarely drive far, 270 miles is enough. If you do, it’s a compromise.
You can discharge power back into devices. Even feed the grid, which feels like a promise that hasn’t been fully realized by grid infrastructure yet. There is also a ‘B’ gear. It turns regenerative braking up to eleven for one-pedal driving. Useful if your right foot likes a rest.
Deliveries start early next year. The question is whether you’ll want it once you’ve sat in the Kia or Renault.
Probably not. Maybe.
