Skoda Enyaq Coupe Review & Prices

Think of the Skoda Enyaq Coupe as being the sportier, better-looking younger sibling to the regular electric Skoda Enyaq.

You see, where that original model is extremely sensible and practical (and perhaps a little too sensible), this new coupe version spices things up with a dramatically sloping roofline and a slightly more aggressive exterior.

It’s designed to be an alternative to other electric SUVs, including the likes of the Audi Q4 e-tron Sportback, the Kia EV6 and the Volkswagen ID5.

As standard, all versions get a sleek dark-tinted panoramic glass roof that lends the bodywork an almost two-tone colour effect; and alloy wheel sizes range from 19 inches up to 21 inches. 

The interior looks and feels pretty special too. Up front, it’s practically the same as the standard Enyaq, so you get a lot of plush feeling fabric and leather upholstery (depending on which trim you opt for), and there’s soft-touch plastics on the doors and dash tops. There are a lot of adjustability too, so it’s easy to get comfy behind the wheel; and the 13.0-inch touchscreen looks sharp and works pretty smoothly.

The windscreen is pretty steeply raked so the view out the front (and the back, for that matter) isn’t quite as good as it is on the regular car. There’s also a bit less boot space (570 litres instead of the standard car’s 585). But the upshot of that sportier profile is that the Enyaq Coupe is more aerodynamically efficient than the regular SUV, so it’ll go slightly further on a charge.

The late-2023 revamp of the Enyaq across the two body shapes of Enyaq brought increased electric range as part of a revised line-up. Apart from the sportier Enyaq Coupe vRS model, you can get the coupe in two forms - rear-wheel drive models can up to 364 miles between charges, while all-wheel drive Sportline Plus versions have an official range of 333 miles. It takes 28 minutes to charge from 10-80% at a public charger, though all-wheel drive versions have a higher peak rate of 175kW, compared with 135kW for rear-driven models.

Despite its sporty coupe styling, the Enyaq is very sensible to drive, with comfort prioritised over B-road fun. Although it rides on big alloy wheels, it’s fairly comfortable over even the more rutted of urban roads and the light steering helps you negotiate town or city obstacles. But it does feel like a big and substantial vehicle, both to drive and in terms of there being such a good amount of space for passengers. 

There’s hardly a whisper of wind noise at motorway speeds; and regenerative braking is handy around town. There’s a lot of punch from the 286hp electric motor to help you nip in and out of traffic around town, but overtaking cars on the open road will require a fair amount of clear road and planning ahead. It certainly doesn’t feel like a sporty-driving model, in any case.

So really, you’d go for one of these if you like the idea of that coupe-style roofline and don’t mind giving up a tiny bit of practicality for extra cost. 

If you fancy one as your next car then head over to our Skoda Enyaq Coupe deals page to see what you can save. We’ve also got a great selection of used Enyaq Coupes and other used Skoda models through our network of trusted dealers. You can also sell your car online through Carwow. 

The Coupe version of the Enyaq electric car doesn’t have the same level of choice power-wise as the SUV alternative, with just the larger of the two battery options available on this sportier-looking model. That means an 82kWh battery and 286hp power from the motor. 

The less boxy styling and small reduction in practicality comes at a cost - the Coupe is priced at nearly £2,000 more than the regular Enyaq with the same battery. There's a choice of three trims called Edition, SportLine Plus and L&K, as well as the higher-performance vRS range topper reviewed separately. 

The Enyaq Coupe has a similar starting price to the Volkswagen ID5, which is built using the same underpinnings, and is slightly pricier than Toyota’s bZ4X EV. It's also more expensive than the Nissan Ariya and similar to a Kia EV6, but has better performance and range figures than either when you compare like-for-like.

Comfortable to ride in, both from a space and comfort point of view, although there’s little about the Enyaq that encourages more spirited driving

In town

The Enyaq is a pretty big car and portrays that in both good and bad ways - it’s spacious inside but doesn't feel the smallest car when picking through tight city streets or busy car parks. But the light steering helps make sure it’s not all too much effort, there’s plenty of steering lock so it’s quite manoeuvrable, and visibility is good.

Front and rear parking sensors and a rear parking camera are all standard on the Enyaq Coupe, which is helpful, and you can also add an optional surround view camera if you want the extra assistance. Obviously rear visibility isn’t as good as the SUV Enyaq, thanks to the sloping rear window and thicker rear pillars.

The Enyaq soaks up poor road surfaces well, so is a comfortable car in which to pick your way across urban speed bumps and potholes, and the electric power provides instant acceleration to pop into gaps in traffic. It is though a shame there aren’t more levels to the brake energy regeneration, which slows the car when you lift the accelerator to put energy back into the battery. There are normal and ‘brake’ modes, but not full one-pedal driving that will bring the car to a stop, as you get on cars including the Nissan Leaf.

On the motorway

Comfort levels are maintained as the speed rises, and the Skoda is a very relaxing place to enjoy a long journey. Obviously there’s no engine noise, but there’s also nothing bar the faintest whiff of wind noise, so no need to turn the audio system up when you’re at higher speeds.

The electric motor offers plenty of low-speed surge for accelerating down a slip road, but it does tail off a little at higher speeds, where it takes more of a moment to build momentum. 

On a twisty road

The Enyaq Coupe, despite its sportier stance, was never designed for winding B-roads to be a priority, so it’s not a big surprise to find it’s solid and unspectacular but not a car you’ll be up early on a Sunday to take for a drive. 

There’s less body lean than you might expect from a tall and comfortable SUV, so corners can be attacked with some degree of gusto, but that light steering that was a boon in town is less welcome when the road goes twisty as you want a bit more weight and feedback for rapid runs down twisty roads. The size of the steering wheel - which is on the large side - also doesn’t help this feeling of being a large car. 

But as in town, the Enyaq copes well with bumpy roads, which fail to unsettle it in a way many electric cars would be, and the brakes also need a surprising shove from higher speeds, the opposite of a lot of EVs which can be over-sensitive and difficult to use smoothly. 

Everything a Skoda should be - sensible and practical. But the SUV version is even more so, for less money

The Enyaq Coupe may be an electric Skoda, and a sporty rooflined coupe electric Skoda at that, but it’s still very much a Skoda, so that means plenty of neat touches, loads of stowage spots and lashings of space all round. 

You get a couple of USB-C sockets in the front and loads of storage space across the middle of the car, between the seats and below the infotainment screen, including a pair of cupholders with an adjustable divider and a wireless charging pad. Under-arm stowage is also a decent size and the armrest itself is adjustable, while the door pockets are, if anything, almost too big. Smaller items could slide to the back and be harder to retrieve. The side of the door bins is surprisingly cheap and flimsy, though bonus points to Skoda for lining them so things don't rattle around while you’re driving.

You also get that clever little Skoda trick of an umbrella that slides into the driver’s door, as well as an ice scraper, slotting into the tailgate rather than in the fuel filler cap on petrol or diesel Skodas.

As near as you get to a criticism is that the standard-fit panoramic roof you get with the Coupe (optional on the SUV version) doesn’t have a blind, so the sun can be a bit bright on those rare occasions it’s shining full-bore. And the glovebox isn’t as big as you might expect from the rest of the interior. But the cabin has plenty of stowage, so it’s not the end of the world. 

Space in the back seats

Rear seat passengers will find zero problems with legroom, and despite the panoramic sunroof and sloping roofline, headroom is fine, but taller passengers will be eye-level with the roof rather than window. 

They will though find a couple of USB-C sockets in the back, and door bins that are deep but not long, so great for a drink bottle. The seats are a comfortable shape, and you can easily slide your feet under the front seats, so it’s an easy place to pass a longer journey. Three people will even be pretty happy, with only a slight raise to the central cushion and decent widthways space for a trio of adults. 

The arm rest has a pair of covered cupholders, and the through-load hatch is big enough to slide long, larger items through. 

The only criticism is that the rear doors could open wider for people trying to get a child seat in, although the ISOFIX fittings in either rear seat or the front passenger seat are easy to access behind flip-down plastic covers. 

Boot space

The 570-litre boot is huge, and dwarfs the Nissan Ariya’s 466 litres and the 480 of the Kia EV6, let alone the 452 of the Toyota bZ4x. It’s also bigger than the VW ID5’s 549 litres, although predictably the SUV-shaped Enyaq beats this Coupe version, though only by 15 litres.

That difference jumps to 100 litres for total seats-down space, which is 1,610 for the Enyaq Coupe, but overall it’s a car with all the luggage space you could need. 

There is a handy under-boot spot for the charging leads, which makes up in part for the absence of a front load area, and the boot has a whole raft of bag hooks, a couple of different clips to hold small items in place and four tie-down points. There are also a couple of small compartments to the side. 

There is a lip you’ll need to lift items over to get them out of the boot, and the rear seats don’t fold completely flush, so there’s a ridge to slide bulkier items over. So it’s not perfect for big and heavy loads, and the button to drop the seats is also on the seats themselves, so you can’t reach from the boot to do it. 

Neat cabin design looks and feels good for the most part, although the infotainment can be a little slow to boot up, and the climate control uses touchscreen rather than physical buttons 

The Enyaq Coupe’s interior is, unsurprisingly, exactly the same as the regular Enyaq model, which is no bad thing. There are plenty of contours and lines to the dashboard as well as some nice changes of material, so it at least looks interesting rather than a sea of black. 

The tiny screen in front of the driver is at odds with the way all cars outside of the Volkswagen Group (VW, Skoda and Cupra specifically) are moving towards more information on the dashboard in front of the driver, but at least it’s embedded into a binnacle that doesn't look stuck on as it does in the VW ID3, for example. 

The touchscreen is well-positioned and responsive enough, but can be rather slow to boot up when you first get into the car - another common VW Group-wide complaint. As is the fact that this system isn’t averse to the odd glitch.

Although the climate control functions are through the touchscreen, which is less user-friendly than actual buttons, they are at least available on whatever screen you’re in, and there are handy shortcuts for a range of other frequently used functions. 

The Enyaq Coupe’s 82kWh battery gives it an official range figure that sits at between 333-364 miles depending on which model you go for, as the four-wheel drive system’s weight and larger alloy wheels knock the SportLine Plus range back compared with the two-wheel drive models.  That compares with 339 miles for the comparable Volkswagen ID5, 328 from the Kia EV6, 313 for Toyota’s Bz4x and just 250 from the Nissan Ariya. 

An efficiency figure of 3.9-4.1 miles per kWh is decent, and in the same region as the other electric SUVs it could be compared to. We saw a very satisfactory 3.7 mi/kWh during our test, and the Coupe’s slightly more aerodynamic styling means it’s a touch more efficient than the SUV Enyaq.

Rear-wheel drive Enyaqs will charge at a speed of 135kW on a suitably powerful public charging point, or 175kW for all-wheel drive versions, neither of which is exactly state-of-the-art when a Kia EV6 can take on electricity at up to 350kW, and Tesla and Volvo are both into the 200s. But it is around the level of many other electric cars, so not off-the-pace. Just not particularly impressive. 

You can expect to go from 0%-80% (not that you’ll ever run it down to absolute zero!) in around 28 minutes with a fast charger. On a 7kW home charging point, Skoda quotes a 0%-100% charging time of 7.5 hours, but again charging from somewhere below 50% up to 80% - which is the optimum in terms of battery speed and battery health - is likely to be a more frequent charging pattern. 

A heat pump, which helps EV efficiency, is an option costing over £1,000 on all Enyaq Coupes.

Electric cars are the best way to minimise company car tax payments for anyone that gets a company car, and you'll also see vastly cheaper Vehicle Excise Duty as electric vehicles slot into the lowest road tax banding.

The Enyaq SUV, which shares everything bar its roofline with the Coupe version, scored the full five stars when it was crash tested by safety expert Euro NCAP, with a particularly impressive 94% scored for adult occupant protection, and child protection only five percentage points behind. 

All models get lane assist, adaptive cruise control and matrix LED headlamps , while a head-up display is available as part of an options package.

Skoda tends to perform well in customer satisfaction surveys, although it’s not hard to find complaints about the software glitching on the infotainment system. 

The brand only offers the basic industry warranty of three years or 60,000 miles, where others go as high as seven years, although you can spend extra to extend the warranty out to a fourth or fifth year. 

The battery gets a longer warranty to help increase confidence in EV technology, with Skoda offering an eight-year or 100,000-mile assurance that the battery will not drop below 70% of the total usable capacity. That at least gives anyone nervous about moving to an electric car a good level of security against battery degradation.