a big baby, less sporty than it seems

Skoda’s Enyaq IV, launched last year and one of the flashiest electric SUVs on the market, already has a “little” brother. As is often the case in the Volkswagen Group of which it is a part, this new iteration takes the form of a coupe. Surprising for an SUV? Not really. One only has to look at Audi with the e-tron or even Renault with the Arkana to see that this style, initiated by BMW and Mercedes, has made children and above all pleases.

But is a radical change in design and more efficient aerodynamics enough to pretend to innovate itself? Because that is the ambition of Skoda. His Enyaq IV doesn’t bury or complete the classic version. According to Skoda representatives, it is another spirit that animates the SUV coupe. Even if the technical basis is the same, the sensations behind the wheel, especially with the RS version, would be very different. We wanted to test that by getting behind 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 the aesthetic one. The more reserved and unfussy features of the second have been replaced by a particularly aggressive look, giving the coupe version a decidedly sportier look. This is even more true for our RS version, which benefits from the dynamic bumper with glossy black diffuser or even from the “Crystal Face” front, the large LED panel on the grille. But the whole range is very well equipped, it is Skoda’s strong point, especially with standard panoramic roof and rims from 19 to 21 inches. Whether you like coupe SUVs or not, the Enyaq cannot leave you indifferent and doesn’t even need to don one of its new orange or mamba green dresses to cause excitement.

Inside, on the other hand, an attentive observer is required to notice the differences to the classic version of the Enyaq. There are certainly some RS badging specific to the sportiest version, but for the rest it’s sort of a copy/paste. The main difference comes from the operating system, which is split with an update at the beginning of this cut version.

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 has an automatic lane change function that allows overtaking maneuvers at 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 area.
  • An improved search function, especially for 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 a pretty good student and even if we sometimes see a certain slowness when moving from one menu to another, it’s quite pleasant to use … and is not among those that almost require you to start CarPlay or Android Auto. Special mention should also be made of the audio part, signed Canton, a German brand that offers a very pleasant and well-controlled sound reproduction, which is not always easy with an electric vehicle.

Under the hood: a touch of deja vu, the RS badge and more

We quickly go into the technical part of the Enyaq coupe, almost identical to the classic version marketed last year and that 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, the Skoda SUV offers two battery variants (58 kWh or 77 kWh) and three engine variants. While we also had the opportunity to test the entry-level version (known as the 60), in fact this test focuses on the RS finish. As a result, we were able to use a double electric motor with 195 kW and 425 Nm of torque, which, among other things, makes it possible to go from 0 to 100 km / h in seven seconds.

If this figure is not impressive at first glance, it must be put in relation to the animal’s thick-skinned size and its 2,250 kg.

Autonomy: no significant gain

The coupe version of the Enyaq promises better autonomy. Why ? Simply because its slim shape and sloping roof offer better aerodynamics. This lower drag is not without consequences for the battery, which should theoretically gain ten kilometers compared to the classic version (545 km announced versus 534 km previously). In practice, this advantage is hardly noticeable. The consumption observed in our test version is roughly the same as that observed when we tested the Enyaq IV last fall. One more detail before we go into detail: the RS version of the Skoda SUV has a somewhat shorter range at an estimated 520 km.

Concretely, what we have seen is a consumption of around 20 kWh / 100 km and over 25 kWh when the speed approaches 130 km / h. At the end of our test, we find it difficult to give the coupe version the advantage in terms of autonomy. On the other hand, one hypothesis seems important to us: our test route with a number of expressway sections was perhaps not the most suitable playground for the comparison. A larger section of motorway would probably have given slightly different results, but in our opinion they do not justify this theoretical advantage given to the Enyaq coupe.

On the loading side, there is no difference between the two versions. The main question, therefore, is to know how far the Enyaq can take its owner and whether it is effective when charging. Regarding the first question: The sporty SUV from Skoda offers roughly the same driving performance as the other SUVs in the group, the e-tron from Audi and the ID.4 from VW. In real conditions, the large battery version, ie 77 kWh, allows a range of 300 km on the motorway. As soon as the speed z. B. is reduced on the secondary network, this number increases and can reach 400 km. When charging, it benefits from the latest version of the in-house system to boost to 135kW, enabling a 10% to 80% charge in 29 minutes.

This is a value that is in the market average. On the other hand, we will accuse Skoda of ignoring a battery preconditioning mode. The consequence of this omission is that, for example, in cold weather the promised peak load is made significantly more difficult, which increases the charging time when driving in winter.

The Enyaq Coupé on the road, how does it look?

In addition to a bloody design, the ŠKODA SUV comes with another promise, that of an “RS” badge, which stands for sportiness and sacred sensations at the wheel. is he holding her Nothing is less safe. On the one hand, the Enyaq’s size doesn’t really help. Tall (normal, it’s an SUV), imposing (normal, it’s an SUV) and above all very heavy with its 2.2 tons on the scales (normal…), it struggles to be as dynamic as it anticipate its 265 hp. It’s also not aided by very soft suspensions, which provide some nice rebounds when the vehicle is pushed to its limits. The counterpart to this targeted tuning of the shock absorbers is a certain increase in comfort compared to a sporty SUV such as the Tesla Model Y.

In terms of driving, we can detect a certain panache in the Enyaq coupe, but its quest for comfort probably robs it of as sporty demeanor as its badge might suggest. Does this mean that the mention “RS” will be usurped? Let’s just say that when it comes to marketing, Skoda certainly has nothing more to learn from Audi.

Result of the test:

The Enyaq Coupé is probably not the revolution promised by Skoda, but it is still a very good electric SUV. Its sporty design will surely please more than the classic version and even if its behavior is less dynamic than expected, it retains all the advantages that we already welcomed in its first version. That means very good equipment, top workmanship and a price-performance ratio that is always cheaper than its cousins ​​in the VW group.

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