Marketed last year and being one of the most noticed electric SUVs on the market, Skoda’s Enyaq IV already has a “little” brother. As often in the Volkswagen group, to which it belongs, this new iteration takes the form of a coupe. Surprising for an SUV? Not really. You only have to look at Audi with the e-tron or even at Renault with the Arkana to see that this style initiated by BMW and Mercedes has made children and, above all, that it pleases .
But is it enough of a change, even radical, of design, and of a more efficient aerodynamics to pretend to renew itself? Because that is Skoda’s ambition. His Enyaq IV does not bury the classic version, nor does it complete it. According to Skoda officials, it’s another spirit that animates the SUV coupe. Even if the technical basis is the same, the sensations behind the wheel, especially on the RS version, would be very different. This is what we wanted to check by taking the wheel of this Enyaq IV coupe.
A design in tune with the times
The biggest difference between the Enyaq IV and its coupe version is aesthetic. The rather demure and unadorned features of the second have been replaced by a particularly aggressive look that gives the coupe version a significantly sportier look. This is even more the case on our RS version which benefits from the dynamic bumper with a glossy black diffuser, or even from the “Crystal Face” front, the large LED panel on the grille. But the entire range is very well equipped, it is the strength of Skoda, with in particular a panoramic roof as standard and rims ranging from 19 to 21 inches. Whether you like coupe SUVs or not, the Enyaq cannot leave you indifferent and it doesn’t even need to dress in one of its new orange or mamba green dresses to arouse excitement.
Inside, on the other hand, it will be necessary to be a keen observer to note the differences with the classic version of the Enyaq. There are certainly some RS badges, specific to the sportiest version, but for the rest, it is a quasi-copy/paste. The main difference comes from the OS, which to inaugurate this cut version splits with an update.
The latest version of MIB3 has three main new features:
- Better integration of driving aids. These are less intrusive than before, but also more comprehensive. The Enyaq now incorporates an automatic lane change function that allows overtaking up to 90 km/h. The Skoda SUV also adds two new automatic parking modes, including one to memorize the maneuvers to be performed in order to park in a specific space.
- An improved search function, especially on the charging part, since it is now possible to filter the terminals according to the power delivered.
- The increase in charging power from 130 to 135 kW.
In the end, Skoda’s OS is quite a good student and even if we sometimes see some slowness in switching from one menu to another, it is rather pleasant to use… and is not one of those who almost require you to launch CarPlay or Android Auto. Special mention also to the audio part, signed Canton, a German brand which offers a very pleasant and well-controlled sound reproduction, which is not always easy on an electric vehicle.
Under the hood: an air of deja vu, the RS badge and more
We will quickly go over the technical part of the Enyaq coupé, which is almost identical to the classic version marketed last year and which we have already tried.
Read: the test of the 100% electric Skoda Enyaq IV
Based on the same technical platform as the Audi e-tron or the VW ID.4, Skoda’s SUV offers two battery choices (58 kWh or 77 kWh) and three engine versions. Although we also had the opportunity to test the entry-level version (known as 60), it is indeed on the RS finish that this test focuses. As a result, we were able to take advantage of a double electric motor of 195 kW and 425 Nm of torque which allows, among other things, to achieve 0 to 100 km / h in seven seconds.
If this figure is not impressive at first glance, it is to be related to the pachydermic size of the beast and its 2,250 kg.
Autonomy: no significant gain
The coupe version of the Enyaq promises better autonomy. Why ? Quite simply because its slender shape and its plunging roof offer better aerodynamics. This lower wind resistance is not without consequence on the battery which should, in theory, gain ten kilometers compared to the classic version (545 km announced against 534 previously). In practice, this advantage is hardly noticeable. The consumption observed on our test version is more or less the same as that which we observed during the test of the Enyaq IV last fall. A precision all the same before going into the details: the RS version of the Skoda SUV displays a slightly lower autonomy with an estimated 520 km.
Concretely, what we have seen is a consumption that is around 20 kWh / 100 km and exceeds 25 kWh when the speed approaches 130 km / h. At the end of our test, it is difficult for us to give the advantage to the coupe version in terms of autonomy. On the other hand, it seems important to us to make a hypothesis: our test route, comprising quite a few portions of fast roads, was perhaps not the most suitable playground for the comparison. A larger motorway section would probably have given slightly different results, but they do not justify, in our opinion, this theoretical advantage given to the Enyaq coupé.
On the charging side, there is no difference between the two versions. The main question is therefore to know how far the Enyaq can take its owner and if it is effective on the recharge part. Regarding the first question, Skoda’s sporty SUV offers much the same performance as the group’s other SUVs, Audi’s e-tron and VW’s ID.4. In real conditions, the large battery version, i.e. 77 kWh, makes it possible to reach 300 km on the highway. As soon as the speed is reduced, on the secondary network for example, this figure increases and can approach 400 km. As for charging, it benefits from the latest version of the in-house system to increase to 135 kW, which allows a charge from 10% to 80% in 29 minutes.
This is a figure that is within the market average. On the other hand, we will reproach Skoda for having ignored a battery preconditioning mode. The consequence of this omission is that it will be much more difficult to reach the promised peak charge in cold weather, for example, which will increase the duration of vehicle charges during winter journeys.
The Enyaq coupe, on the road, what does it look like?
In addition to a bleeding design, the Skoda SUV comes with another promise, that of an “RS” badge synonymous with sportiness and sacred sensations at the wheel. Does he hold them? Nothing is less sure. On the one hand, the Enyaq is not really helped by its size. High (normal, it’s an SUV), imposing (normal, it’s an SUV) and above all very heavy with its 2.2 tonnes on the scale (normal…), it has a hard time being as dynamic as its 265 hp foreshadowed it. It is not helped either by very soft suspensions which provide some nice rebounds when the vehicle is pushed to its limits. The counterpart of this specific adjustment of the shock absorbers is a certain gain in comfort compared to a sport-type SUV such as the Tesla Model Y, for example.
In terms of driving, we can recognize a certain panache in the Enyaq coupe, but its quest for comfort probably deprives it of behavior as sporty as its badge suggests. Does this mean that the mention “RS” is usurped? Let’s just say that when it comes to marketing, Skoda surely has nothing more to learn from Audi.
Verdict of the test:
The Enyaq coupe is probably not the revolution promised by Skoda, but it is still a very good electric SUV. Its sporty design will certainly please more than the classic version and even if its behavior is less dynamic than expected, it retains all the advantages that we had already been able to welcome in its initial version. That is to say a very good level of equipment, a top finish and a quality/price ratio that is always more advantageous than its cousins in the VW group.