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

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.

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

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 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.

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.

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.

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.

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.