The Enyaq Coupé has successfully combined the qualities that make the regular model so appealing – comfort, refinement, range and even practicality – in a visually more striking package. We’re not pointing you in the direction of a particular body style, but if the Coupé works with you, the higher-than-expected price tag and slightly smaller shoe won’t really put you off. It’s a nice addition to the Enyaq line and only has significant waitlist potential.
Anyone at Skoda Those who were wondering if the Czech brand’s values could be successfully applied to a purely electric vehicle were certainly reassured by the sales performance of Enyaq. More than 50,000 models have been delivered to date, and the current bank of orders is perhaps a bit larger than Skoda’s wishes, which are more than 115,000.
So it’s perhaps no surprise that the model is being backed by a new Enyaq Coupé iV, designed to appeal to those wanting a higher ride height, which in this case comes with a system Zero emissions transmissions and those who don’t need too much practicality.
The new appearance certainly has a distinct profile from its more conventionally shaped sibling. They are the same up to the B-pillar, but then the Coupé’s roof is slimmer towards the rear doors. It is actually more aerodynamically efficient than the regular model.
Long term tests
UK customers are being offered the Enyaq Coupe with a simple range of engines and batteries. In fact, the range only includes two variants, starting with the iV 80 we’re driving here, which has the same 201PS/310Nm rear-mounted engine as the regular Enyaq with the same name. It can hit 62mph in 8.8 seconds and has a top speed of 99mph, and the 82kWh battery (77kWh usable) promises more than 335 miles of WLTP range. That’s actually a couple of miles on the Enyaq SUV 80 – as a result, we say, the shape is a bit more slippery.
At the other end of the spectrum, this sportier look heralds the arrival of Enyaq Coupé iV vRS – the first time Skoda’s performance sub-brand appears on a purely electric vehicle. This model relies heavily on the more powerful powertrain of the VW ID.4 GTX, which delivers electric motors front and rear with a combined output of 295bhp and 460Nm. The raw performance stats are certainly in line with the vRS brand, with a 0-62mph time of 6.5 seconds. The battery remains at the same capacity, so the range will affect about 309 miles. A regular Enyaq vRS is expected to appear in the second half of this year.
Skoda’s positioning of the new model is interesting, because it puts the car above the regular Enyaq. Pricing is yet to be confirmed, but we expect it to be around £1,800 more than the regular model when it arrives in showrooms in the autumn.
Standard equipment on regular Enyaq Coupés includes body-color side skirts, 19-inch alloy wheels, a giant panoramic tinted roof, and a 13-inch Skoda infotainment system (still the largest screen offered in any VW Group EV), fully LED headlights and a 5.3-inch digital instrument panel.
As with the regular Enyaq, there are five interior theme choices – Loft, Loft, Lounge, Suite and EcoSuite. You can add options like larger wheels and Skoda’s adaptive dampers, called Dynamic Chassis Control.
For those who want a sportier look for their Enyaq Coupé, but don’t want the price or speed of the vRS, a SportLine trim level is available. It raises the wheel size to 20 inches (with the option of 21s) and has the same reduced height – 15mm at the front, 10mm at the rear – as the vRS, as well as the DCC. Other standard SportLine features include soundproof glass, various interior materials and, for miniature violets, the ‘Crystal Face’ illuminated grille, which features 131 individual LEDs.
It probably won’t surprise you to learn that the Enyaq Coupé feels a lot like its SUV-stable friend on the road. The center of gravity is slightly lower, of course, but not enough to transform the dynamics; this has never been a car that is happy to be driven to the curb, and the same applies here. It’s the best time for a leisurely excursion, and you want to turn it into a quick one if you want to. The relatively modest power output is easily overshadowed by the instantaneous torque of a typical electric motor, which provides enough immediate thrust to make a vehicle the size of the Enyaq feel adequate. fast.
The control weights should be reasonably familiar to the Skoda operator, with steering response and front bite feeling similar to, for example, Kodiaq. The brake adjustment takes a bit of adapting but before long you’ll get used to the regenerative as you ramp up and find yourself able to glide the Enyaq Coupé around town with just the occasional press of the left pedal.
Our test example was equipped with optional adaptive dampers, but we question the merits of ticking this particular box, as firming things up in Sport mode doesn’t help. improves body control and warns occupants of road imperfections above. This is not a car designed to be rushed.
Leave everything Normal and the DCC-equipped Enyaq Coupé has a relaxed gait on long hauls and surprising compliance at low speeds around town; it’s still one of the most comfortable EVs for its size. We’ll have to see if this setting is really up to par with the non-DCC specs.
The cabin has the same top finish as the regular Enyaq, with high-quality materials in more key areas than you’ll find in VW. Skoda’s infotainment solution isn’t perfect, but at least the interface uses a larger screen to give you one-touch access to features like temperature controls and heated seats.
There’s also room in the rear for a few full grown-ups, thanks to a heat-reflecting panoramic glass roof that saves space by eliminating the need for blind people. Six feet tall must be comfortable.
You do sacrifice a bit of trunk space after the name of the more aggressive roofline – but at 570 liters, the Enyaq Coupé’s full capacity is only 15 liters compared to regular SUV versions. That still makes this car one of the most practical offerings in its class.
Skoda Enyaq Coupé iV 80
1x electronic motor, 77kWh battery (usable)
|Power / Torque:||201bhp / 310Nm|
Single-speed automatic, rear-wheel drive
135kW (10-80% for 29 minutes)