Cars

Skoda Enyaq Coupé RS iV: How good is the brother of the VW ID.5 GTX?

The Skoda Enyaq RS follows two trends: the electric car and the SUV crossover. A combination that isn’t necessarily practical, but buyers like it that way. Not everyone needs the full loading capacity of a station wagon SUV. And electric car buyers are apparently not just looking for pure reason. It can be a bit elegant and expressive.

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Skoda Enyaq Coupé RS iV

Skoda Enyaq Coupé RS iV at carwow.de

Secure the best offers for the Skoda Enyaq Coupé RS iV and save up to 7514 euros at carwow.de. (Status: 3.8.2022)


In the case of the Enyaq Coupé, however, the hatchback shape costs hardly any loading volume: Depending on the seat position, it is 15 to 100 liters less than the standard Enyaq. At the front you sit low, which is untypical for SUVs, at a maximum of 230 millimeters above the floor, while at the rear it is 370 millimeters.

Skoda Enyaq Coupé RS iV

That’s an announcement: Skoda demands at least 61,550 euros for the Enyaq Coupé RS iV. Our test car even cost 64,860 euros.

If you climb into the rear, you have to duck your head a little more than with the Enyaq without a coupé title, but that’s almost all the disadvantages. Headroom costs the hatchback hardly.

At the checkout, the Enyaq is really good

When it comes to the base price, Skoda is self-confident: 61,550 euros, which is 12,000 euros more than the standard Enyaq iV80x (265 hp), which is also all-wheel drive and not weak either. And the RS (only as a “coupé”) is 5000 euros higher than the technically almost identical group brother VW ID.5 GTX.
However, the Skoda comes with more standard equipment (e.g.: glass roof, three-zone climate, large GPS, 360-degree camera, head-up display, travel assist). Adjusted for equipment, the price difference is about leveled out. But: With such an expensive electric car, a long-range heat pump heater shouldn’t cost an extra 1010 euros.
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Engine design in front

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Rear engine design

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overall peak performance

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continuous power

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Max torque front/rear

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system torque

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Vmax

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transmission

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drive

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Brakes front/rear

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test car tires

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tire type

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wheel size

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Range*

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Consumption*

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battery type

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Battery capacity gross/net

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Charging power AC/DC

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charging port

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roof load

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Trailer load braked/unbraked

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drawbar load

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trunk volume

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Length Width Height

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wheelbase

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basic price

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Test car price (is evaluated)

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Hankook Ventus S1 Evo3 EV


In addition: The material and detail quality of the Skoda does not quite do justice to the price. If the dashboard is still appealing, we knock on hollow-walled hard plastic in the door sides. We know little about corners in the fenders and sharp-edged sheet metal parts from the Skoda combustion engines, nor do we know of unsightly welded seams. Great, on the other hand: lashing eyes attached to the sheet metal in the luggage compartment – not everyone has them.

The RS label here is more of a marketing technique and not to be understood in the sense of Audi’s track day seal. The Enyaq RS accelerates emphatically, but doesn’t offer the brutal punch of a Kia EV6 or Ford Mustang Mach-E even in Sport mode. What can be considered reasonable. Or as emotionless, depending on your perspective.

The Enyaq offers a wonderfully neutral handling

When driving, the absence of real points of criticism in driving behavior, suspension/damping and steering reconciles – everything is right here, because the Skoda is a typical VW group car.

The mixed tires tend to slightly understeer the high-torque four-wheel drive vehicle; the rear-biased power distribution counteracts this, resulting in wonderfully neutral handling. A real advantage of the Skoda over the Korean competition is the smaller turning circle.

Skoda Enyaq Coupé RS iV

It works properly: The top Enyaq accelerates to 100 km/h in 6.3 seconds, but it lacks the punch of an EV6 or Mustang Mach-E.

Almost 300 hp and drum brakes at the rear don’t go together at first glance, but the braking performance (see measured values) gives no cause for criticism. Just like the test range of 370 km with the 77 kWh battery, which is sufficient for many user profiles.

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acceleration

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0-50km/h

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0-100km/h

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0-130km/h

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0-160km/h

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intermediate sprint

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60-100km/h

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80-120km/h

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curb weight/load

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Front/rear weight distribution

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Turning circle left/right

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seat height

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braking distance

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from 100 km/h cold

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from 100 km/h warm

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interior noise

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at 50 km/h

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at 100 km/h

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at 130 km/h

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At 160 km/h

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consumption

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saving consumption

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test consumption

Average of the 155 km test lap (deviation from the WLTP specification)

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sports consumption

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CO2 (test consumption)

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Range

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Not so impressive: the whine of the front (asynchronous) electric motor and the charging power of 135 kW (for comparison: Hyundai/Kia charging with 240 kW). Or the recuperation brake with three levels, selectable using the shift paddle: It does not brake to a standstill, one-pedal driving is not possible here.

The operation is sometimes complicated

The main advantage over the group brother VW ID.5 is the more intuitive operation. No double-assigned sliders, two rotary push rollers in the steering wheel – the left for the volume, the right calls up the assistance systems – plus eight real buttons. This works more reliably than the sensor field experiments in the VW.

Skoda Enyaq Coupé RS iV

Workplace: Settings can sometimes be found in the depths of the menu, and we lack information in the cockpit display.


Nevertheless, the operation of the Skoda also has its quirks: If you want to change the adaptive damper from comfort to sport, for example, you first have to press the physically available mode button and then select it again on the touchscreen. If you want to switch off the lane departure warning system or control your power consumption, you have to go down into the shallows of the menus. We would like to have such information in the cockpit, but its 5.3-inch display is so small that there was apparently not enough space for on-board computer information.

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body

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drive

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driving dynamics

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connected car

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environment

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Comfort

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Costs

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AUTO BILD test score

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Stiff, doesn’t creak, but mediocre detail quality. Hatchback shape costs only 100 liters of cargo space.

All-wheel drive typical safe traction. Asynchronous motor a bit noisy at the front. Range in everyday life okay.

Less spectacular than the Kia EV6 or Mustang Mach-E. Heavy, low center of gravity, neutral in turns.

Faster than before, mobile phone can be used wirelessly, navigation system now also shows the charge level at the point of arrival.

heavy car Power consumption appropriate to performance. Lots of recycled materials.

Wheels and bucket seats are sporty, the comfort remains balanced – despite the 20″ tires.

Pretty expensive in relation to the quality. Heat pumps should be standard at this price. Lots of amenities.


The RS should make its way despite the high price, imperfect quality of detail and improvable finish. Perhaps also because it is the only Enyaq that is only limited to 180 km/h; its weaker brothers only run at 160 km/h. On the other hand, sales are inhibited: availability. According to a dealer, the top Enyaq will not roll to the customer before autumn 2023.

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Skoda Enyaq Coupé RS iV on test


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