Skoda Enyaq Coupe review

Our opinion on the Skoda Enyaq Coupe

The Skoda Enyaq Coupé as a standalone car remains very solid in a sea of excellent competition. Its slippery shape brings a slight improvement in efficiency over the standard SUV and the sporty design certainly gives it some extra kerb appeal, yet as a rational choice the cheaper, standard Enyaq is a no-brainer. We hope the incoming vRS will provide a bit more of a gap in terms of driving dynamics to bring some extra appeal to the Coupé. 

About the Skoda Enyaq Coupe

Fashion can sometimes take precedent over function – as is the case with the burgeoning coupé-SUV sector. With these cars you often pay more for less space, gaining a sleeker roofline in the process. The Skoda Enyaq Coupé is no different, although it’s based on one of our favourite family electric cars. But is there any rational reason you’d pick the coupé over the more practical SUV?

It’s not only the full-size Enyaq this facelifted coupé model has to fight against, because there’s also its new, smaller Elroq sibling, which comes with a bit less room, but also a lower price tag and the option of the same 77kWh battery that’s available in the Enyaq Coupé. 

The Enyaq Coupé took a year to launch after the Enyaq back in 2022, but with the standard model getting a facelift earlier in 2025, Skoda has wasted very little time bringing out an updated version of the sleeker variant. 

Used - available now

2022 Skoda

Enyaq

13,609 milesAutomaticElectric

Cash £19,697

View Enyaq

2022 Skoda

Enyaq

29,076 milesAutomaticElectric

Cash £22,400

View Enyaq

2023 Skoda

Enyaq

12,402 milesAutomaticElectric

Cash £21,500

View Enyaq

2023 Skoda

Enyaq

3,887 milesAutomaticElectric

Cash £22,400

View Enyaq

The Enyaq Coupé costs pretty much the same as before, with the entry-level Edition 85 model commanding a premium of around £2,000 over the regular Enyaq Edition at just over £46,000. Above is the SportLine, which tops the range – at least until the hot vRS version returns – and is priced at just over £50,000. That’s a substantial amount of money, yet still noticeably cheaper than the AWD variant of the Kia EV6 GT-Line, and the Skoda’s distant cousin based on the same MEB platform, the Ford Capri AWD Extended Range. 

As was the case with the outgoing Enyaq Coupé, in keeping with the supposedly more premium coupe shape, there’s no option of the smaller 59kWh battery which is offered in the standard Enyaq. Here you only get a larger 77kWh pack, which in single-motor, rear-wheel-drive Edition guise can provide 365 miles of range – six miles more than the Enyaq SUV. 

Understandably, with the same battery the Enyaq Coupé in dual-motor 85x trim fares a little worse, with 334 miles of range (just two miles more than the SUV). That’s a little way off the recently refreshed Tesla Model Y AWD Long Range’s 364 miles and the Kia EV6 AWD GT-Line’s 339 miles, but ahead of the Hyundai Ioniq 5 AWD’s 310 miles.   

As for the way the Enyaq Coupe drives, it’s business as usual. Thus far we’ve only driven the SportLine variant, which gets sports suspension as standard, but the car’s sensibly soft nature shines through. If you go in expecting a more dynamic drive than the SUV offers, you’ll be a tad disappointed with the Enyaq Coupé – although that’s not to say it’s not capable, because in dual-motor form it’s surprisingly adept.

Total power for the dual-motor version doesn’t rise over the single-motor’s 282bhp, although the rear-motor’s 545Nm of torque is supplemented by another 134Nm on the front axle. Every dual-motor Enyaq (and the single-motor Edition 85) currently covers the 0-60mph sprint in 6.5 seconds and on the road it feels every bit as quick. That is until you get to motorway speed, because the smooth delivery of torque does fade away slightly the quicker you go. 

The Skoda is also capable enough in bends for a family-oriented EV. You won’t exactly go hunting for Britain’s best driving roads, but the Enyaq Coupé gives a good account of itself, with weighty steering no matter which driving mode you choose, and plenty of grip in all-wheel-drive configuration. The single-motor Enyaq has a nice feel to it too, with a decidedly rear-driven bias. 

There’s a one-pedal regenerative braking mode activated via the drive selector, or alternatively, with the optional variable regenerative braking that can be toggled between its regen levels using steering wheel-mounted paddles. However, unless you’ve selected ‘B’ on the gear shifter, the brake regeneration setting reverts to nothing after one use. On top of this, the pedal itself doesn’t feel perfectly calibrated – the initial response isn’t very strong, and it needs a hefty press to switch from regenerative to mechanical braking. 

The Enyaq Coupé’s ability to dispatch potholes and drain covers (even on the largest wheel available) is amongst the best in its class, and this ride quality is apparent at any speed, whatever road surface you find yourself on. So much so that we wouldn’t bother with the £3,950 Maxx Package, which adds adaptive dampers along with a suite of driver-assistance technology. 

The Enyaq Coupé is actually the most aerodynamically efficient Skoda to date, with a coefficient of 0.229. Despite having a slipperier shape than the standard SUV, range figures are pretty much the same as before. 

Rather than offer a choice of 59kWh and 77kWh battery packs like the regular Enyaq, the Coupe only comes with the larger unit. The entry-level Edition 85 with its single-motor rear-wheel-drive configuration returns a maximum of 365 miles of range, and the dual-motor all-wheel drive SportLine 85x tops out at 334 miles. 

The figures are pretty representative too because the Enyaq Coupé offers good efficiency. We found that our dual-motor SportLine would very nearly match Skoda’s claim of 3.9 miles per kWh around town, dropping to around 3.5 miles per kWh on a motorway cruise. It’s a shame the energy-saving heat pump remains a £1,000 optional extra across the line-up, however. 

Compared with the 235kW rate of the Kia EV6 and Hyundai Ioniq 5, the Enyaq’s maximum is pretty average. Sadly, the Enyaq Coupé’s charging speed remains the same, with a maximum of 175kW providing a 10 to 80 per cent top-up in 28 minutes. 

It’s too early to say definitively how the Enyaq Coupe will fare for residuals, although the pre-facelift model should give prospective buyers plenty of hope. The old Enyaq SUV retained an average of 52.97 per cent of its value after 36,000 miles and three years, while the Coupe scored better with 57.12 per cent - possibly due to it only coming with the larger battery. 

A six-metre mode 3 charging cable comes standard in the Enyaq Coupe, though the SportLine adds a boot net and cable bag to keep it tucked away tidily. 

You’ll notice that much of the Enyaq’s redesign for this facelift has been focused on the front. To bring it closer to the Elroq, it sports the brand’s new Tech-Deck Face, which features a reshaped nose complete with thin LED headlights and illuminated strakes in the centre section. There’s also a restyled bumper, which aids the Enyaq Coupe’s aerodynamics. 

The Coupé gets a huge panoramic glass roof as standard, which adds a touch more headroom all round, not that you’ll find it cramped – it feels every bit as roomy as the regular car, and more so than many rivals. The front seats are particularly comfortable, too, and look great in SportLine trim with microsuede and faux-leather upholstery. 

Aside from the sporty touches, this trim also offers some useful features. The head-up display provides just enough information clearly without diverting your attention from the road ahead, and the ‘area-view’ exterior camera really did help us out in tight car parks. 

The interior quality in the Enyaq Coupe is excellent - as we’ve come to expect in large Skodas of late. We couldn’t find any loose bits of trim in the cabin and things like the upholstery stitching and switchgear all felt like they should stand the test of time.

The standard interior trim design in the Enyaq Coupe is called ‘Loft’, which utilises fabric and artificial leather upholstery; SportLine trim brings microfibre upholstery, red accents and faux carbon-fibre trim. Optional designs start with the £650 ‘Lodge’, which adds a two-tone black and light grey interior with orange seatbelts and stitching; ‘Lounge’ costs £1,300 and adds grey microsuede, faux leather and mint green accents. For £1,950 you can add Suite Cognac or Suite Black, which feature black or brown artificial leather. 

Two solid colours are available on the Enyaq Coupe, along with a no-cost blue option and a grey that costs £680. There are also six metallic paints all priced at £680 - white, green, grey, silver, blue and pearl. Beyond this there’s a red metallic priced at over £1,000. Our test car sported an Olive Green metallic, which looked especially good to our eyes. 

Infotainment, sat-nav and stereo

No matter which Enyaq you buy, you’ll get a 13-inch touchscreen and a five-inch driver’s display inside. The driver’s screen does look a little buried within the dash - especially considering that many rivals offer a screen twice the size these days, but we can’t complain about how easy it is to use. It’s clear, concise and doesn’t distract you too much from the road ahead. 

The larger central screen is the same size as in the pre-facelift car, but the Volkswagen Group (not just Skoda) has introduced an upgraded operating system recently, so some of the menu tabs and the overall layout have been tweaked. However, it’s still quick to respond to inputs and supremely easy to get your head around, although we’d like physical switches for the climate and audio - something the latest Superb and Kodiaq come with. As before, wireless Apple CarPlay and Android Auto are standard fit across the range. 

You’d be hard-pressed to spot any differences in interior space compared with the standard car. Taller passengers may need to duck a little more when getting into the back, but once they’re inside, headroom shouldn’t be an issue, despite the Coupe’s sloping roofline reducing the amount of headroom a touch over the regular version. The rear seats are still roomy enough to accommodate a couple of six-foot adults, and there’s enough shoulder room for three people to sit side by side for a reasonable length of time.

What’s less ideal is rear visibility, because the heavily raked rear window gives a letterbox-shaped portal to peer through. The C-pillars are chunky, too.  

We still love the helpful little touches that Skoda gives its cars under the ‘Simply Clever’ tagline. They include things such as foldable tray tables on the back of the front seats and double pockets for rear passengers’ smartphones, as well as umbrellas hidden inside the front doors and pull-up sun blinds in the rear doors. Like the regular Enyaq, the Coupe features a pair of Isofix child seat-mounting points on the outer rear seats.

Boot space

Although the Coupé’s shape brings benefits in terms of range, there’s a price to be paid in practicality. It’s the same story as before, with the Enyaq’s 585-litre capacity shrinking to a still impressive 570 litres with the rear seats up in the Coupe. We imagine the sloped roof of the Coupe will only really be a slight hindrance to big dogs who like to sit up in the boot, and on the odd occasion where you need to transport large pieces of furniture. Otherwise the 1,610 litres of space with the seats down – compared with the SUV’s 1,740 litres – is excellent. Handily, those rear seats can be folded down from the boot, too. 

The ‘Transport Package’ is a £300 option and, besides a charging cable bag, variable boot floor, rear-seat storage and boot netting, it also comes with dividers that fasten to the boot floor to stop luggage sliding around.

As a general rule, electric cars are more reliable than their combustion-engined equivalents because there are fewer moving parts to go wrong. The Enyaq SUV and Coupe both use the Volkswagen Group’s MEB platform, which has been designed from the outset for EVs, and also serves as the underpinnings for models from Audi, Cupra and Volkswagen.

However, Skoda has not performed so well over the past few years in the manufacturers’ category of our Driver Power survey. It finished 12th overall in 2021, but dropped to 20th place out of 29 brands in 2022. In our latest 2024 survey, the brand fell further to 23rd place out of 30 manufacturers. We hope with the improvements in the brand’s infotainment system, this is a trend that can be reversed next time around.

The Enyaq Coupe shares the regular SUV’s five-star Euro NCAP crash safety rating, as well as its 94 and 89 per cent scores for adult and child occupant protection, respectively. 

Like all Skodas, the Enyaq Coupe is covered by a three-year warranty. For the first two years, there’s no mileage limit, but for the third year of ownership you’re covered up to the 60,000-mile mark. There are extended warranties available, including a five-year/100,000-mile warranty for £630. The battery pack in the Enyaq is covered by a separate eight-year/100,000-mile warranty.

Skoda requires the Enyaq Coupe to be serviced once every 24 months, but a service light will be displayed when it’s time for the bi-annual check-up, so you don’t have to remember when it’s due.

The Enyaq Coupe gets a solid amount of safety kit as standard with predictive adaptive cruise control, blind-spot detection, traffic-sign recognition, lane-keep assist, a rear-view camera and front and rear parking sensors. Remote park assist is included as part of the Maxx Package, and this can help you get into tight gaps more easily. Unlike the regular SUV, the Enyaq Coupe also comes with matrix LED headlights as standard, though the ‘area view’ exterior camera is only offered on the SportLine trim.  

Skoda Enyaq Coupe alternatives 

With the regular Enyaq becoming quite a popular choice, it was only a matter of time before a coupe-SUV version arrived. Its main rivals include the similarly rakish Nissan Ariya, Peugeot E-3008 and Tesla Model Y, not to mention the closely related Volkswagen ID.5, Audi Q4 Sportback e-tron and Ford Capri.  

The Enyaq Coupe will appeal to those looking for something a little more stylish than the handsome but sensible regular Enyaq, plus it offers a slightly longer electric driving range than its sibling because of its more slippery shape. 

The Skoda will be a more useful day-to-day companion than the Ford Mustang Mach-E and Genesis GV60 due to its more spacious interior and larger boot. Those two rivals have a handy space under their bonnets for the charging cable, whereas the Enyaq Coupe has a cubby under the boot floor, but that isn't a make-or-break matter. The Tesla Model Y still remains the benchmark for charging on long trips, with an easier-to-use network of dedicated rapid chargers and even better electric efficiency.

Skoda Enyaq Coupe pictures

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