Skoda Enyaq Coupe: smooth, quiet and comfortable – one of the best EVs I’ve driven

If you looked at the Skoda[1] Enyaq SUV and thought it looked a bit frumpy and anonymous for your purposes, the Enyaq Coupe has been designed to make you reconsider. An EV like its namesake, this Skoda also shares the bits that make it go with the Volkswagen ID[2] range and the Cupra Born[3]. But, unlike the unambiguous Enyaq SUV, the Coupe version is like an SUV, coupe, saloon and hatchback that have been thrown into a blender and regurgitated as something that isn't quite any of the above.

That's no criticism; I'm all for using the switch to EV to mix up car design. Ours is the 82kWh iV vRS, which makes it the range-topper. It's also probably one of the brightest cars you're likely to see on the road.

In a world of black, silver and white shades, the Hyper Green paint job of our test car certainly stands out loud and proud in the supermarket car park. As it's the vRS model, our car has all four wheels powered by a 299bhp electric motor. Range, on paper, is a healthy 323 miles and consumption is apparently 3.8 miles/kWh.

Both these are healthy figures and I'm looking forward to seeing whether the Enyaq can live up to them.

The Enyaq's 299bhp electric motorThe Enyaq is powered by a 299bhp electric motorCredit: Christopher Pledger

At GBP54,730, the Enyaq Coupe isn't cheap. But then not many performance EVs[4] are. And with a 0-62mph time of 6.4 seconds, this looks like it's going to be an enjoyable car to spend time with.

The list price isn't the end of it. Our car has been specified with various goodies to spice things up further. There's the GBP540 Comfort Seat Package Plus, GBP440 adds the Drive Sport Package Plus, and - more eye-wateringly - GBP780 buys you the Infotainment Package Plus.

Incidentally, none of these says exactly what they are plus. They're certainly not plus the 21in Vision anthracite metallic alloy wheels, which are an extra GBP620. I think these are the biggest wheels I've ever had on a long-term test car and I'm fascinated to see how they affect the ride.

Though I'm also dreading possibly having to replace one... Initial impressions are very positive, no doubt helped by the enormous list of standard equipment. It's also a bigger car than I was anticipating, so can it really live up to the potential the vRS badging hints at?

Better looking than a Tesla

On seeing the Skoda, the first thing my daughter said was: "It looks like a Tesla." Knowing her views on the American cars, I considered that to be a) a bit harsh and b) not a compliment.

But I must concede she does have a point, if only a small one. The overall shape isn't unlike a Tesla Model 3[5], although the Enyaq is slightly dumpier by dint of it being a hatchback rather than a saloon. But the devil is in the detail.

And where I'd suggest there's little in the way of interest to look at in the bland Tesla, there's plenty with the Enyaq Coupe, where - according to the brochure - "Compromise wasn't an option". For a start there's the grille. Skoda designers have taken the opportunity to make a feature of it on the Enyaq iV with what they call a Crystal Face.

During the day it has what appears to be glass filaments. At night these light up in a bar of 130 LEDs and 18 vertical bars that join the headlights.

The Enyaq's front grilleThe front grille comes with what Skoda describes as "Crystal Face"Credit: Christopher Pledger

The bonnet is short, which helps to give the car its squat silhouette, and it appears to be quite high too, with a deep front cooling duct below the number plate. Our car sits on 21in wheels, which look enormous but fill the arches, probably as the designer originally intended.

Considering this is called a Coupe, the roofline is high at 1.6m tall. But it gets away from its SUV roots with a roof that plunges towards the rear. Despite that, which gives this Enyaq a more saloon-like appearance, there's still plenty of headroom in the rear for a six-footer - the best part of three feet from seat base to roof.

At the rear, the full LED lights are slim and enable the back of the tailgate to be sculpted so that a spoiler can be integrated into the boot lid. It looks good, enhanced by the manufacturer's name spelled out in black letters across it.

Rear view of the EnyaqThe rear LED lights are slim, which allows the tailgate to be sculpted to make room for a spoiler on the boot lidCredit: Christopher Pledger

Last but not least, I can't talk about the Enyaq's looks without mentioning its colour. Called Hyper Green, it's a GBP660 option.

Would I pay for it? Probably not, but it does ensure this car stands apart. Later in our time with the Enyaq Coupe, I swapped to a Velvet Red Metallic model, a much more flattering if less eye-catching colour.

I agree this car won't be to everyone's taste. But I rather like it. And on reflection, I think my daughter is mistaken: it's better looking than a Tesla.

Swift not sporty

The minimum kerb weight, including driver, of the Enyaq Coupe is a frankly eye-watering 2,394kg.

Ironically, our "hot" vRS model is 140kg heavier than the range-starting 80 Sportline Plus model. One thing is immediately obvious: that weight certainly doesn't have a beneficial effect on its appeal as a driver's car. The Enyaq might wear the sporty vRS badge, but it doesn't feel remotely sporty.

In fact, pile into a corner and rather than defying the laws of physics, this car has the slightly ponderous reactions of the big, heavy lump that it is. Much of this is down to the 82kWh battery, which gives the Enyaq its 323-mile combined WLTP range. That battery powers two electric motors, one over either axle, to give a total output of 299hp, making this the pokiest production Skoda ever.

In vRS guise, its 6.3 seconds 0-62mph time sounds fast, but it doesn't seem particularly quick when you're behind the wheel, because it's shifting such a lot of mass. Then I read in the brochure small print that to access full power, the battery must have more than 88 per cent charge and the operating temperature has to be between 23-50C. It seems like a small performance window, all in the name of preserving battery life.

The full-time four-wheel drive is juggled electronically between all the wheels for maximum traction. And with all the weight of the battery beneath the floor, handling feels secure. It's fairly predictable, because the vRS brand has always been about lukewarm and practical performance rather than out-and-out nail-biting thrills, so this Enyaq doesn't buck any trends there.

The suspension must have to work hard to keep all that weight in the air, but it does ensure the Enyaq copes with the shocking state of our roads[6]. In fact, it insulates the cabin from all but the biggest bumps, while exterior noise is well suppressed too, in spite of those monster rims.

The Enyaq's alloy wheelsGo for an Enyaq with 21in wheels, rather than the less comfy 20in versionsCredit: Christopher Pledger

The subsequent model we swapped to (our car was damaged by giant hailstones in the Alps - yes, really) had 20in wheels. These not only look less cartoon-ish, they also improve the ride and reduce road noise.

If you're considering one of these cars, I'd advise picking those over the 21in options every time. So I wouldn't say the Enyaq is a driver's car. But that lack of engagement doesn't detract from its talents as a swift and comfortable car to cover plenty of miles in.

Five-star safety

In its SUV form, the Skoda Enyaq iV received the top five Euro Ncap star rating.

As the VW ID.4 it's based on also got five stars, it's reasonable to assume that the Enyaq Coupe will be similarly safe. It's certainly well appointed in safety terms. On the most basic level, it has four-wheel drive with one motor over the front axle, one over the rear.

Torque between wheels is juggled seamlessly according to grip. And although this is a big, heavy car, the brakes feel assured and powerful. As with all vRS models, the Enyaq Coupe features Blind Spot Detect and Crew Protect Assist.

This tightens seat belts if it anticipates an impact. It even works with the ESP and closes the windows if it thinks you're losing control and might crash. Hopefully we won't be needing that.

The Skoda also features a variety of the autonomous driving assistance systems, such as Adaptive Cruise Control and Adaptive Lane Assist. As with most of these electronic systems, it feels more like an irritation than any kind of help, particularly on country lanes. There are nine airbags with the ones you might expect plus one between driver and passenger to prevent heads clashing and curtain bags along the side.

The Front Assist with Predictive Pedestrian and Cyclist Protection is very keen. It's already intervened a couple of times when not necessary during parking manoeuvres. Exit Warning is a novelty.

When a door is opened, this warns if a cyclist or car is approaching from behind. It hasn't stepped in to help yet, but I don't have a problem with another set of eyes in the car. Lastly, full Matrix LED headlights are standard on the vRS.

When there's nothing coming in the opposite direction on the open road, the lights stay on main beam. As soon as they detect another vehicle, in whichever direction, the part of the light that dazzles them switches off. I'm usually pretty sceptical of these, after years of experiencing early iterations that definitely didn't do what they said on the tin.

But time has worked its magic on the system and the Skoda's is probably the most effective that I've ever experienced. It's so efficient that I have yet to be flashed by an oncoming driver, even when the lights are ostensibly on main beam. And that, as far as I'm concerned, means progress.

Comfortable despite its sporty pretensions

Slipping into the Skoda I immediately noticed two things: first the hard edge to the bolster of the sports seats; second, the size of the central screen.

As with most cars now, everything to do with information and entertainment is controlled by the screen. The few buttons there are - hazard warning, central locking and some basic ventilation controls - are arranged neatly below the screen. The 5.3in display for the speedometer is small by today's standards but more than sufficient.

The Skoda Enyaq dashboardThe 5.3in display for the speedometer is small by today's standardsCredit: Christopher Pledger

Our car features the GBP540 Comfort Seat Package Plus.

That means those sports seats with their leather and microfibre covering plus lime stitching are electrically adjustable with a memory function - helpful when there are two drivers. Both driver and front passenger get power adjustable lumbar support and both are supportive, although there does feel to be some offsetting in the relationship between the driver's seat and pedals. Sadly the Comfort Seat package's massaging function isn't sufficient to make up for that.

On the plus side is visibility. The raised driving position ensures a good view of the road ahead. The thick B and C pillars mean it isn't as stellar over the shoulder, but the Blind Spot Monitoring in the mirrors helps with this.

The heated steering wheel has a couple of knurled wheels for controlling features such as sound system volume and selecting from the assist systems menu. And there are buttons for changing what you're listening to, putting on the heated steering wheel and enabling the cruise control. The latter is controlled by a lever below the indicator arm, which becomes quite intuitive once you're used to it.

Last but not least, on the steering wheel are the paddles that control the strength of battery regeneration.

Close-up of the Skoda Enyaq steering wheel Cruise control is monitored by a lever below the indicator arm; the steering wheel also has paddles which control the strength of battery regenerationCredit: Christopher Pledger

There are three levels of this: the first feels rather pointless, the second and third are increasingly strong. I find it slightly puzzling that level three hasn't been made stronger for a true one-pedal driving experience. In addition, the paddles feel flimsy and more suitable for a child's toy than a GBP50,000+ car.

Elsewhere, the Enyaq Coupe's cockpit is nicely built. The dash is leather covered and stitched and there are colour-adjustable ambient lighting strips along the dashboard and all the doors. The back seats get USB ports for charging but with the one-piece sports seats, the dark upholstery and the privacy glass, it does feel a tad gloomy and claustrophobic in the back.

No shortage of storage

To my mind, Skodas should be all about practicality.

And every Skoda I've had up until now has been a very usable tool. Despite being called a coupe, this Enyaq is no different. First off, there's the cockpit with wide doors making access front and rear simple.

The lack of transmission tunnel means the floor for the back seats is conveniently flat. And although this has quite a plunging roofline, there's a surprising amount of headroom for rear-seat passengers.

Writer James Foxall in the rear of his Skoda Enyaq test carThere is a surprising amount of head space and leg room in the rearCredit: Christopher Pledger

Then there's the boot. The tailgate is electronically powered and as it's a vRS, it comes with the "virtual pedal" as standard.

I've given up with this function, where you wave your foot around under the bumper and the tailgate opens, as it seems to operate so erratically. The boot is a healthy size at 570 litres with the back seats up, 1,610 litres with them folded. We were lucky enough to try two versions.

Our first car didn't have the boot storage option, which meant the boot lip was very high.

The Skoda Enyaq's bootThe boot has 570 litres of storage space, and nearly three times that with the back seats downCredit: Christopher Pledger

The second had the Transport Package, which features compartmentalised under-boot storage that lifts the boot floor to the level of the lip. I think I preferred the model without for sheer usability. In both guises, the boot comfortably swallowed everything we threw at it.

With or without the Transport Package, models featured a sizable storage space beneath the boot floor for stowing charging cables when they're not needed. It's another bonus that not every car maker thinks to include. One of the surprises has been the amount of storage in the cockpit.

As you might expect, there are cupholders on the centre console and an area next to the tiddly transmission selector for putting phones, wallets and so on. There's also a deep and capacious storage bin between driver and passenger.

Storage space in the centre consoleThe cockpit has plenty of storage spaceCredit: Christopher Pledger

There's yet more storage in the centre console beneath the dashboard, in the area that's usually full of transmission stuff. We used it for stashing sweets on a long journey but otherwise, it was wasted on us.

The wireless charging for mobile phones is a decent size and works more effectively than some cars we've tried that need the phone in a very specific position to charge. And of course it's a Skoda, so there's an umbrella randomly hidden in the driver's door.

Not-so-smart cruise control

The Volkswagen Group[7] has been panned recently over its cockpit digitisation. By and large, I rubbed along with it in the Enyaq, but there are a couple of elements that simply don't work.

The satnav is dreadful and appears to change its routing at will. Which is fine if it's to avoid traffic. Not so great if you've chosen a specific route for a reason.

The Enyaq's satnav systemThe Enyaq is let down by a terrible satnav systemCredit: Christopher Pledger

The intelligent cruise control uses radar and a camera to keep you a sensible distance from the car in front and that part's excellent.

Not so great is the camera that reads roadside speed limit signs to adjust how fast you're going. The problem is, it seems to read every road sign. The result is you're barrelling along a dual carriageway safely at 70mph, the car reads a speed limit sign parallel to the road or on a slip road and all of a sudden, the car has decided it must slow down to 30mph.

It might keep you on your toes, but the software needs to be smarter than that. Thankfully you can turn it off, but you have to delve into a couple of menus to do so, and even then it's a bit of a guess at what you're doing. The Enyaq Coupe is a high-riding car and that means when the power tailgate rises up, it goes quite a long way in the air.

I'm just over 6ft and it's a reach for me. Anyone who's 5ft 3in, the average height for a woman, would struggle to reach the close button. A further niggle is again screen related.

Volume is controlled by a strip along the base of the screen. You can tap the plus or minus signs at either end to increase or decrease the sound. Or you can drag your finger along it.

Once you've got used to it, it works well. Trouble is, if you're using the screen for something else, it reacts to your hand being near to it. And being inadvertently deafened when you're messing about with the navigation is less than ideal.

The cupholders are a mystery, too. They sit ahead of the gearshift switch but, annoyingly, they're not big enough to hold a water bottle. I expected more from a brand that prides itself on the usability of its products.

Last but definitely not least are the seats. On the face of it, they're pretty comfy. But after a couple of hours in them on a long drive I got a numb bottom.

It's not something I've suffered from before, so I presume it's peculiar to this car.

The Telegraph verdict

The more time I spent with the Enyaq Coupe, the more I grew to like it. On a long drive to the French Alps it showed itself to be a comfortable companion.

James Foxall outside his Enyaq test carJames Foxall was impressed by the EnyaqCredit: Christopher Pledger

At an average of 291 miles on a full charge, the range was reasonable in real-life terms, even if it was short of the claimed 323 miles. With EVs, I've taken to cruising on motorways at 68mph as it seems to preserve battery life.

Nonetheless, a journey that would require two fuel stops in a combustion-engined car still needs four charging stops in an EV, albeit not very long ones. But on long journeys, the need for a driver comfort break always came around sooner than the need to charge the battery. Perhaps more importantly, it was an easy car to spend time with.

Yes, there were small niggles and these were sufficient to irritate after spending long enough with them. But none of them, for example the small cupholders and hard seat bases, are unsolvable. Would I spend my own money on the Enyaq Coupe?

If Skoda put right a couple of my basic grumbles, I actually think I might if I could get a good enough deal. It's definitely one of the best EVs I've driven. Even if it isn't exactly a fun-filled driving experience, it's smooth, quiet and comfortable, which are increasingly qualities I look for in a car.

But if I were to buy one, it would definitely wear 20in wheels.

The facts

Our car: Skoda Enyaq Coupe iV 82kWh vRS List price when new: GBP54,370 OTR Price as tested: GBP56,750

Official range: 323 miles (WLTP Combined)

Actual range: 291 miles


  1. ^ Skoda (
  2. ^ Volkswagen ID (
  3. ^ Cupra Born (
  4. ^ performance EVs (
  5. ^ Tesla Model 3 (
  6. ^ the shocking state of our roads (
  7. ^ Volkswagen Group (