Test Car Specifications
Model: 2024 Skoda Enyaq 85x Sportline Plus Coupe
Price: From £50,305
Motors: two electric motors
Battery: 77kWh (net) lithium-ion
Transmission: single-speed automatic, all-wheel drive
Power: 286hp
Torque: 545Nm
Emissions: 0g/km
Range: 332 miles
Economy: 3.8-3.9 mi/kWh
0-62mph: 6.6 seconds
Top speed: 111mph
Boot space: 570 litres
Styling
Comparing the new and old versions of the Enyaq is a bit of a pointless exercise, because the two look almost exactly identical. It's so hard to tell the difference, in fact, that we gave up on looking, but that's no great issue. No matter whether it's new or old, the Enyaq is a great-looking car, and that's particularly true of the Coupe. The front looks quite aggressive, but the rear is sleek and svelte and stylish, with a lovely curved roofline. The SUV isn't ugly, but the Coupe definitely takes the styling crown.
Interior
The cabin is one of the key parts of the new Enyaq models' upgrade, with some fresh new technology in place to make a big difference. Skoda's parent company Volkswagen has taken some flak for its infotainment systems, which are shared across numerous models in the brands' ranges. The old Enyaq's touchscreen was no exception, so Skoda has sought to combat that with a new screen. Bigger and more easy to navigate, it's a success overall, but it remains imperfect. Some of the menus are still unnecessarily difficult to access or navigate, but at least the screen seems reasonably responsive.
That's a good thing, because Skoda continues to hide its climate control switchgear in the touchscreen, where access is not as easy as it should be. Sure, it keeps the cabin layout clean, but it makes simple tasks such as adjusting the temperature or switching on the heated seats more complicated than they should be. Tellingly, the new Skoda Superb has stuck with conventional controls. Could that be a sign of where things are headed?
Despite that ergonomic shortcoming, the Enyaq, which shares much with the VW ID.4/ID.5 siblings and the Audi Q4 e-tron, was lauded for its interior design, build quality and material selection at launch. And that hasn't changed with the new model, which still feels pretty classy and well made inside, with a sweeping, minimalist design that manages to feel clean without getting too empty. And although our Sportline-specification test car came with a dark interior, the standard panoramic glass roof fitted to all Coupe models made sure it didn't feel too dark.
Practicality
As before, the Enyaq is available in a choice of two body styles, with the Coupe tested here sitting alongside the standard Enyaq SUV. Interior space hasn't really changed much since the update, which means even the Coupe has quite a lot of room inside. Really tall rear-seat passengers will find the headroom a bit tight, and may prefer the slightly roomier SUV, but most will be fairly comfortable in the Coupe. Legroom is the same in both models, and it's more than adequate for journeys of any length.
Naturally, the Coupe body shape comes with a practicality penalty in terms of boot space, too, but even that isn't so pronounced. With a cavernous 570-litre boot, the Enyaq Coupe is still a practical thing, but the SUV gets a further 15 litres of space to play with when all five seats are upright. The advantage of the SUV, though, is that the tailgate glass is more upright, which makes it easier to stow larger items in the back.
Performance
As before, the Enyaq offers customers a choice of different battery packs, with a 58kWh pack joined by a larger 77kWh option. However, the Coupe models are solely available in 77kWh form, with a choice of single- and twin-motor propulsion systems. All of which are new.
In the case of the Coupe, therefore, only the 85, 85x and vRS models are available, with the 85 and 85x getting 286hp, while the vRS has 340hp. However, the 85x and vRS both have two motors, giving them all-wheel drive.
Our test car came in 85x form, with the 77kWh battery powering two electric motors. Despite having the same 286hp output as the standard, single-motor 85 model, it can put that power down more effectively to cut the 0-62mph time to 6.6 seconds.
Perhaps more importantly, the 85x provides a little more traction than the 85 on slippery surfaces, but that comes at the expense of range. Whereas the rear-drive 85 manages between 4.0 and 4.2 miles per kilowatt-hour on the official economy test, the 85x cuts that to 3.8-3.9 miles. It isn't a huge difference, but it allows a maximum range of 324-334 miles on a charge, down from 339-355.
Either way, the Coupe models are fractionally more efficient than their conventionally shaped siblings, thanks to their more streamlined shape, but none of the cars will achieve their claimed range. We managed an average of 3.5 miles per kilowatt-hour on our test (according to the trip computer), but even that meant we only achieved a real-world range of around 260 miles on a charge. That included a fair bit of motorway driving, though, so we'd be confident of managing well over 200 miles on a single charge during a long drive. As long as it doesn't get too chilly, that is.
Ride & Handling
Skoda hasn’t changed much about the Enyaq driving experience with the update, but that’s no great problem. In many ways, the Enyaq is a more appealing car to drive than the ID.5, with a slightly more supple ride and a little more composure, but the difference isn’t all that marked. Maybe it isn’t the most engaging car in the world, or even the most comfortable, but it strikes a nice balance.
The ride is a little bit firm – the weight of the batteries probably doesn’t help on that front – but the edges are generally rounded off so nothing feels too harsh. On a motorway, it’s more than comfortable enough. And while the steering isn’t especially feelsome, the comparatively low centre of gravity means the car feels stable and planted without too much roll in corners, which means you can have a bit of fun.
And though the car is quite big, it doesn’t feel too out of place in town, with rapid response from the throttle and steering that’s light enough to make sure manoeuvring isn’t a chore. Even the visibility isn’t too bad, although a rear wiper might be nice at lower speeds when the heavens open.
Value
Enyaq Coupe prices start at £46,440, which makes the fastback-styled car around £2,000 more expensive than the equivalent Enyaq SUV. But because the Enyaq SUV is available with a smaller 58kWh battery, its £38,970 starting price looks comparatively cheap. Anyway, even the cheapest Coupe – the 85 Edition – gets all the same kit as the equivalent SUV, including heated front seats, adaptive cruise control and LED matrix headlights, as well as a standard panoramic glass roof that’s offered on all Coupe models.
Our test car, however, came in Sportline Plus trim, which is available exclusively with the 85x powertrain. That gets 20-inch alloy wheels, sports styling and a microsuede interior, all of which make it feel sporty yet classy, even if the equipment is largely the same as that of the 85 Edition.
Verdict
With improved technology and impressive real-world range, the Enyaq remains one of the top dogs in the electric SUV market. Whether the Coupe is for you will really be a matter of personal preference, because there isn't all that much to choose between it and the SUV in terms of practicality or price. Most customers will probably steer clear of this all-wheel-drive version unless they need the traction, though, because the standard rear-drive option is more efficient and cheaper.
