Skoda Enyaq Coupe iV review
The Enyaq iV range is expanding with this stylish Coupe variant, sacrificing little when it comes to practicality and usability
- Smart looks
- Good range from big battery
- Interior space remains generous
- No entry-level 60 model
- Not involving enough to drive
- vRS even pricier than VW ID.4 GTX
|Model||Range||Wallbox charge time||Rapid charge time|
|80||345 miles||12hrs 45mins (0-100%, 7.4kW)||36mins (10-80%, 135kW)|
|80x||320 miles||12hrs 45mins (0-100%, 7.4kW)||36mins (10-80%, 135kW)|
|vRS||323 miles||12hrs 45mins (0-100%, 7.4kW)||36mins (10-80%, 135kW)|
We rate the Skoda Enyaq iV very highly here at DrivingElectric – so much so, we awarded it our Best Electric Family Car in the DrivingElectric Awards two years in a row. Its blend of space, technology and range make it a really easy car to live with.
But now the range is expanding, and alongside hot vRS versions, there is also now a sleeker Enyaq Coupe iV – with a sloping roofline designed to mimic the style of a sports car, but in an SUV body. Unlike many of its rivals, however, the Enyaq Coupe iV retains most of the standard car’s practicality and clever features.
It shares many of its parts, as well as its platform, with the Volkswagen ID.4 and Audi Q4 e-tron. It's one of the growing number of electric coupe-SUVs that have arrived recently, including the Ford Mustang Mach-E, Volvo C40, Nissan Ariya and Genesis GV60.
While the Enyaq Coupe iV launched with the 295bhp four-wheel-drive, dual-motor vRS powertrain – also found in the the Volkswagen ID.5 GTX and Audi Q4 Sportback 50 e-tron quattro – it is now available with more modest engine options.
First up is the standard Enyaq Coupe iV 80, which comes in a choice of trims including Loft, Lounge, Suite, Eco Suite and Sportline Plus. All five of these share the same 77kWh battery and 201bhp motor mounted to the rear axle. We’ve not yet driven this version in the UK, but we expect it to be the biggest seller.
Sitting between the basic car and the flagship vRS is the Enyaq Coupe iV 80x, which is currently only available in Sportline Plus trim. This version – as denoted by the ‘x’ in its name – gets an additional motor for all-wheel drive. It’s slightly more powerful than the normal Enyaq Coupe iV, with 261bhp and a 0-62mph time of 6.8 seconds.
The Enyaq Coupe iV vRS is the only version we’ve driven in the UK, though we have tested the less potent and more affordable 80 variant abroad. Of course, we’ve driven all of the powertrain options in the standard SUV as well, including the mid-spec 80x.
Visually, the Enyaq Coupe iV is identical to the conventional SUV version of the car as far back as the front door pillars. Beyond that there’s a swoopy, tapering roofline that gives the Coupe its sportier silhouette. The more rakish roofline does reduce interior space slightly, but Skoda says the Enyaq Coupe iV still offers as much rear headroom for passengers as an Octavia Estate.
As mentioned, our first time out in the Enyaq Coupe iV on UK roads was in the range-topping vRS version. The car feels reasonably quick up to around 30mph, but drivers expecting the thrill of instant acceleration attributed to most EVs might be disappointed. In fact, despite the Enyaq Coupe vRS’s claimed 0-62mph figure (6.5 seconds) being slightly quicker than that of the petrol-powered Octavia vRS, the electric SUV doesn’t feel that fast when the rubber meets the road. We think most buyers will find the entry-level 80 model plenty quick enough. That version does 0-62mph in 8.5 seconds, and will do 111mph – 12mph more than the Enyaq SUV.
The lack of noise in the Coupe vRS’s cabin does nothing to rectify the lack of driving thrill, either. We know such systems may not be for everyone, but we believe the electric vRS could benefit from some sounds being pumped into the cabin to add to the driving experience, like you’ll find in BMW’s latest EVs.
The drive is also hampered by the fact that the vRS only allows you to apply full power for a maximum of 10 seconds at a time, and only if the battery is at the right temperature and charged beyond 88%. Bear in mind, it’s advised you charge an EV to just 80% most of the time to help preserve the longevity of its battery, so you might be unable to use the Coupe vRS to its full potential much at all.
On the handling front, the vRS sits on suspension that’s 15mm lower at the front and 10mm lower at the rear than the regular model. When we tested both models abroad, our test cars were fitted with the optional ‘Dynamic Chassis Control’ adaptive-damper setup, but this is probably only worth going for if you want to improve the vRS' ride quality on the optional 21-inch alloy wheels. As with the standard Enyaq iVs, the two coupe variants are good at isolating road and wind noise, so this is a great long-distance cruiser.
But the vRS fails to deliver much in the way of engaging handling dynamics. There’s not too much body lean, but you can certainly feel the weight of the Enyaq Coupe vRS in tighter corners. Body control does improve when the car is in ‘Sport’ mode, but the trade-off is an uncomfortable, bouncy ride on a typical B-road. We’d need a back-to-back comparison to be sure, but we feel that the rear-drive Ford Mustang Mach-E is probably the more satisfying EV to drive on a challenging road than its Czech rival.
Turning to range and charging, the 80, 80x and vRS variants of the Enyaq Coupe iV use the same 77kWh battery. The rear-wheel drive 80 is the most efficient and boasts the longest range of 345 miles, while the 80x and vRS will officially do 320 and 323 miles respectively. At the car’s fastest possible charging speed of 135kW, the batteries can be replenished from 10-80% capacity in just under 40 minutes.
One aspect of the Enyaq Coupe iV that could raise an eyebrow is the price. The standard Enyaq Coupe iV costs from £44,825 – £1,900 more than a like-for-like Enyaq iV SUV, and almost £6k more than a basic model with the smaller 58kWh battery.
You do at least get a lengthy list of standard equipment; the 80 gets a full-length panoramic sunroof, 19-inch alloy wheels, LED lights, plus a 13-inch infotainment system with sat-nav, a reversing camera, plus Apple and Android connectivity. All cars come in Loft specification as standard, and the Lounge, Suite or Eco Suite packs can be added as options.
The 80 SportLine Plus costs £50,405 and gets 20-inch alloy wheels, Matrix LED lights, three-zone climate control and adaptive sports suspension, plus heated sports seats. The 80x SportLine Plus (£52,505) and vRS (£54,370) are pricier still – the latter being the most expensive production Skoda ever built.
For that significant chunk of change, you get unique alloys, along with an illuminated front grille, plus acoustic glass to reduce noise. You also get the Matrix LED headlights, a panoramic glass roof, a 13-inch infotainment screen and 5.3-inch digital instrument panel from the other cars in the Enyaq iV range.
On the practicality front, the Coupe only loses 15 litres of luggage capacity on paper compared to the regular Enyaq iV (570 litres in total), although the ability to accommodate large and awkwardly shaped items with the rear seats folded flat (1,610 litres) is more compromised. Both the standard Enyaq and the Coupe lack any kind of additional storage in the nose, so you’ll need to keep you charge cables in the boot.
Ultimately, the Coupe doesn’t offer much over the standard Enyaq iV aside from its looks and a marginally longer range. In reality, the Enyaq Coupe iV vRS never feels exciting or special enough to warrant its badge (or its hefty asking price), either. As with Volkswagen’s GTX versions of the ID.4 and ID.5, there just isn’t enough clear air between the regular and high-performance Enyaq Coupe iV to make the exercise seem worthwhile.
We reckon most buyers will be satisfied with the rear-wheel-drive 80 version, especially given the significantly lower price. Go for the SportLine Plus trim and this will get you the sporty looks, big wheels and lower ride height of the vRS, but for less money while offering enough performance for day-to-day driving.
However, others will simply struggle to see the point of the less practical, but more expensive Coupe bodystyle at all, given how exceptional the standard Enyaq iV is to begin with.