Skoda Enyaq Coupe iV review
The Enyaq iV range is expanding with this stylish Coupe variant – which also marks the debut of the vRS badge on a fully electric model
- 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||335 miles||13hrs (0-100%, 7.2kW)||29mins (10-80%, 135kW)|
|vRS||309 miles||13hrs (0-100%, 7.2kW)||36mins (10-80%, 135kW)|
The Skoda Enyaq iV is one of the most impressive and accomplished electric family-car all-rounders on the market at the moment, taking our Best Family Electric Car award for 2022. Now, just like its Volkswagen ID.4 and Audi Q4 e-tron sister models, the Enyaq iV has gained a sporty, coupe-styled variant, with the simple name of ‘Enyaq Coupe iV’. It's set to take on the growing number of electric coupe-SUVs that have appeared of late, including the Ford Mustang Mach-E, Volvo C40 and Genesis GV60.
In tandem with this new bodystyle, Skoda has also applied its ‘vRS’ performance badge to a fully electric car for the first time. Using the same powerful, four-wheel-drive, dual-motor drivetrain as the Volkswagen ID.5 GTX and Audi Q4 Sportback 50 e-tron quattro, the Enyaq Coupe iV vRS aims to offer the characteristic blend of practicality and driving fun that has made petrol and diesel-engined vRS-badged Skodas a very appealing choice in the past.
The Enyaq Coupe iV is also offered in more affordable rear-wheel-drive ‘80’ form, but the even cheaper ‘60’ drivetrain with a smaller battery won't be available as a Coupe on the UK market. We've now driven both the 80 and vRS variants ahead of their arrival on the UK market in the near future.
Visually, the Enyaq Coupe iV is identical to the conventional SUV version of the car as far back as the front door pillars. It’s all change towards the rear, however, with a swoopy, tapering roofline giving the Coupe a sportier silhouette than its sibling. There’s an inevitable hit on interior space, but Skoda says the Enyaq Coupe iV still offers as much rear headroom for passengers as an Octavia Estate. And if you want vRS performance in a boxier body, an equivalent version of the regular Enyaq iV is set to arrive in early 2023.
Under the metal of the vRS is that dual-motor, all-wheel-drive powertrain we mentioned earlier, delivering the same 295bhp and 460Nm power and torque outputs as it does in Audi and Volkswagen’s hotted-up EVs. That’s enough to haul the Enyaq Coupe iV’s 2.2-tonne bulk from a standstill to 62mph in 6.5 seconds – a slightly underwhelming number for what’s supposed to be a high-performance flagship model.
Nonetheless, 0-30mph performance is as startling as you’d expect from an electric car, so it’s quick in everyday driving, but it won’t be worrying Teslas. The 80 uses a single electric motor with a 201bhp power output and 310Nm maximum torque figure. Its 0-62mph time is a less rapid 8.8 seconds. And while the 80 (and all other Enyaq iV models) are limited to a top speed of 99mph, the vRS will keep going to 111mph if you can find somewhere to safely and legally do so.
On the handling front, the vRS sits on suspension that’s 15mm lower at the front and 10mm lower at the rear than the 80's. Both 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.
What it’s less good at is delivering the kind of driving thrills implied by the vRS version's badge. While body lean is kept in check well enough, putting the adaptive dampers in their firmest setting results in pretty harsh ride quality – harsh enough to disrupt your rhythm on anything but the smoothest road surfaces.
A better approach is to dial the dampers back a bit and put up with looser body control, but even then the lack of any fancy torque-vectoring systems means you frequently need to scrub off quite a bit of speed to maintain grip through a corner. We’d need a back-to-back comparison to be sure, but we feel that the rear-drive Ford Mustang Mach-E is likely going to be more satisfying on a challenging road than its Czech rival.
Turning to range and charging, both the 80 and vRS variants of the Enyaq Coupe iV use the same 80kWh battery, with a 77kWh usable capacity. Maximum range on a 100% charge is projected at 335 miles for the rear-drive version and 309 miles for the vRS. At the car’s fastest possible charging speed of 135kW, the battery can be replenished from 10-80% capacity in just under 40 minutes.
One aspect of the Enyaq Coupe iV vRS that could raise eyebrows is its price. At just under £52,000, it’s the most expensive Skoda there has ever been, full stop. For that significant chunk of change, you at least get a lengthy list of standard equipment, including 20-inch alloys, along with an illuminated front grille, acoustic glass to reduce noise, Matrix LED headlights, a panoramic glass roof and a 13-inch infotainment screen.
An exact price for the 80 variant has yet to be confirmed, but it's expected to start at around £1,800 more than the equivalent standard Enyaq iV, which works out at around £42,000. Standard kit on th this version comprises body-coloured side skirts, 19-inch alloys, the panoramic roof, the 13-inch infotainment system, full LED headlights and a 5.3-inch digital instrument panel. As with the regular Enyaq iV, there’s a choice of five interior trim themes – Loft, Lodge, Lounge, Suite and EcoSuite.
Inside the vRS version (above) there are suede and carbon-fibre-effect trim additions, as well as supportive sports seats, but overall it doesn’t feel sufficiently different from the standard car inside – a criticism that also applies to the Volkswagen ID.4 GTX’s cabin when compared to the standard ID.4’s finish. On the practicality front, the Coupe loses only 15 litres of luggage capacity on paper compared to the regular Enyaq iV, although the ability to accommodate large and awkwardly shaped items is more compromised.
Overall, the vRS version of the Enyaq Coupe iV just doesn’t feel special enough to warrant its badge (or its hefty asking price). As with Volkswagen’s GTX versions of the ID.4 and ID.5, there just isn’t enough clear air between this version and the regular Enyaq Coupe iV to make the exercise seem worthwhile.
We reckon most buyers will be satisfied with the rear-wheel-drive 80 version in SportLine trim – which gives you the sporty looks, big wheels and lower ride height of the vRS combined with still-decent performance for a lot less money. But others will likely struggle to see the point of the less practical but more expensive Coupe bodystyle at all, given how satisfactory the standard Enyaq iV is to begin with.