Skoda Enyaq 210kW 85 Edition 82kWh 5dr Auto Suite/Maxx

Ten Second Review

Emotive, sporty, elegant. Words that were foreign to the Skoda brand a couple of decades ago but are becoming increasingly apt as the company continues to push itself up-market. At its original launch, the Enyaq Coupe was the marque's smartest and most sophisticated car yet, a more dynamic take on this marque's first modern era electric vehicle, the Enyaq SUV. The Enyaq Coupe has been twice updated since, with the second package of enhancements creating the car we're going to look at here.

Background

An aspirational Skoda? Really? Absolutely. That's what we have here in the form of this further improved version of the brand's Enyaq Coupe, an EV with attitude. The Enyaq Coupe arrived back in 2022 as a sportier-looking version of the Enyaq hatch we'd first seen two years earlier, delivered because the brand programme required it. By the time of this model's original launch, we'd already seen the same thing with the VW Group models that shared this car's MEB platform; Volkswagen's ID.4, which had gained a coupe cousin with the ID.5. And the Audi Q4 e-tron, which had gained an alternative Sportback variant. The Enyaq Coupe though, was rather more significant for its maker than those two rivals. It was the most expensive Skoda the brand had ever made, in top vRS form the fastest and, perhaps most significantly, to most eyes was the most elegant car ever to wear the Czech maker's badge. The company claimed it 'perfectly combines emotion with efficiency'. A full facelift followed in early 2025, with a further model update introduced in Spring 2026, creating the car we're going to look at here.

Driving Experience

You can of course expect the drive experience to be indistinguishable from that of the normal Enyaq SUV, though as before, the sleeker body shape means you get fractionally more EV drive range. Given recent updates made to this car's Volkswagen ID.5 and Ford Capri MEB platform segment cousins, we had expected a few EV drivetrain changes for this further updated Enyaq Coupe, but those are clearly still to come. What Skoda has added is an extra 'one-pedal' energy recuperation mode for the brake regen system, which (with the gear shifter set in B) means that the car can virtually bring itself to a stop when you come off the throttle. The Enyaq's ADAS drive assist features are also more adanced with the introduction of a new 'Travel Assist 3.0' system with new radars and sensors for more precise guidance. The car can even now stop itself at traffic lights and STOP signs. As before, to expect engaging driving dynamics from a car of this kind is clearly over-optimistic; realistically no Enyaq Coupe weighs in at under 2-tonnes. To hope for journeying refinement is a little more realistic; aided the sleek bodywork, this Skoda serves up plenty of that. As for ride quality, well it's pretty good by class standards - but could be so much better if body control wasn't so tightly reined-in to satisfy the industry press. You'll hear more positive comments about Enyaq ride quality elsewhere, but that's usually because the testers concerned have been in a version of this car fitted with the DCC adaptive chassis control system that hardly any customers will specify. Skoda doesn't offer UK Enyaq Coupe customers the smaller 63kWh battery pack you can get in the Enyaq SUV, so you'll need to want a model fitted with the brand's larger 82kWh pack which works with a 286PS motor, this combination delivering a sprint time of 6.5s and a range figure of up to 365 miles (6 miles better than the equivalent Enyaq SUV). Further up the line-up lie the 82kWh AWD dual motor variants; the 85x model with 336 miles of range. And a top vRS variant that offers 340PS, 0-62mph in 5.2s and 347 miles of range. Since your budget will probably restrict you to a single motor model, that's what we opted to try. In case you're not familiar with VW Group engineering in EV of this size, it's worth pointing out that, unlike quite a few rivals, the motor in question sits on the rear axle rather than the front one. Here, it allows for a turning circle that at just 9.3-metres is so impressive that you might wonder whether this car has 4-wheel steering (it doesn't). When fitted with an optional folding towbar, any Enyaq Coupe is also capable of towing trailers weighing up to 1,400kg. There are no big drivetrain changes as part of this facelift. As before, the entry-level 85 model is rear-driven, a format that before this Enyaq arrived hadn't been previously seen on a Skoda since the brand's budget models of the '60s and '70s. It's one that benefits this car enormously in town, where it offers an impressively tight 10.2-metre turning circle. Beyond the city limits, traction is impressive but there's a little more body roll through the turns than you'd get with the alternative Volkswagen, CUPRA and Audi versions of this VW Group design. The pay-off for that though, is a much better standard of ride, with suppleness over poor surfaces and speed humps that's un-bettered in this class and is far superior to most rivals. When fitted with an optional folding towbar, any Enyaq is also capable of towing trailers weighing up to 1,400kg. You ease away in an Enyaq, rather than needing to moderate the kind of frantic forward thrust that seems more normal of an electric vehicle these days. That doesn't really suit any 2.0-tonne SUV and it certainly wouldn't suit this Skoda, the relaxed drive dynamics of which, it's immediately clear, are geared towards lowering the heartbeat rather than raising it. What about powertrains? Well the base rear-driven Coupe model, the Enyaq 85, has a 286PS electric motor powered by a 82kWh battery (net) with a range of 365 miles (6 miles better than the SUV). There's 545Nm of torque, top speed is 112mph and 62mph from rest takes 6.7 seconds. You can also opt for the Enyaq Coupe 85x, also uses the same 82kWh battery and motor output, but adds an extra axle motor to create four wheel drive, which means extra weight, hence the reduction in range to 334 miles (2 miles better than the SUV). At the top of the range is the Enyaq Coupe vRS performance model, which has an 84kWh battery paired with the 4WD system of the 85x, but ups output to 340PS, sprints to 62mph in 5.4s and has a 340 mile range.

Design and Build

Assuming you want a family EV, you'll choose this car - as with any other Coupe-SUV - because of the way it looks. There are no further visual changes as part of this further Enyaq Coupe update - we had quite a far-reaching exterior makeover for this design back in early 2025. But a few important things are different. Like the fact that there's now an under-bonnet 'frunk' - of 21-litres in size - for the charging leads, so they don't have to slide around in the boot any more. Plus you can now unlock, lock and start the car via a 'Digital Key' feature of the MySkoda app. Otherwise, the look of the Enyaq Coupe is much as it was, the shape slightly larger than the VW Group segment norm for a mid-sized EV coupe-crossover. There's some real pavement presence here, thanks to the sharply raked roofline from the B-pillar backwards. In a shape that's 4mm longer and 6mm taller than its SUV sibling. With short overhangs, big wheels, strong shoulders and a low roofline, this will look good down at the gym. Inside, things are the same as before apart from a few minor changes - like the fact that the wireless charging mat will now more powerfully support the Qi2 Magnetic Power Profile for wireless charging up to 25W. Something else you might note on closer cabin inspection is that the layout of the 12.9-inch central infotainment monitor has been completely redesigned. Changes to the Android-based software have brought a redesigned home screen, a different grid layout and more intuitive search and favourites functions as well as enhanced personalisation options. And there's easy access to selected third-party apps such as Spotify and YouTube, along with a number of apps from categories such as audio and video streaming, casual gaming, news, weather and more. The small 5.3-inch VW Group instrument binnacle display still features. And as usual with an Enyaq, you'll like the wonderfully-named 'Jumbo Box', which adds 6.2 litres of storage underneath the centre console. Thanks to the clever design of the MEB platform it sits on, this Enyaq has always offered superb interior space. With the traction battery housed in the floor and a compact motor mounted beneath the cargo area base, this Czech EV has a cabin unburdened by the packaging compromises of a traditional internal combustion engine car. The cabin is 'inspired by modern living environments', according to Skoda, and uses 'natural, sustainably processed and recycled materials'. In the rear, the swept-back roof doesn't compromise headroom too much - a couple of adults will still be comfortable. As usual in a Skoda, you'll find leg room that's difficult to better in segment. Two six footers could sit comfortably behind a couple of front seat occupants of the same size. This is also a wider cabin than you might expect a mid-sized SUV to be able to provide and with no central transmission tunnel to obstruct things, three adults could actually fit reasonably easily into the back of this car. Boot capacity is ample at 570-litres for the Coupe (15-litres less than the SUV). Fold the rear bench in the SUV and up to 1,610-litres of space is available (100-litres less than the SUV).

Market and Model

The Enyaq Coupe price starting point is quite a bit higher than that for the Enyaq SUV because you can't have the Coupe with the base '60' drivetrain. Nor does this Coupe version qualify for any kind of government grant. Skoda charges quite a premium for the Coupe body shape too (£1,900), which is why you'll need from just under £47,000 for this model - that's for the base 'Edition 85' version. There's also a ritzier-looking 'Sportline' trim offering the '85' 82kWh drivetrain in either rear-driven or '85x' 4x4 forms. The top vRS version only comes with a an 84kWh 4x4 drivetrain and costs just under £55,000. These prices are now higher than equivalent Volkswagen ID.5 and Ford Capri versions of this same VW Group SUV-Coupe design. Base 'Edition'-spec includes Matrix LED headlights and animated indicators, an electric driver's seat with massage function, power adjustment lumbar support for the passenger seats, Dynamic headlight range control, rear side airbags and manual blinds for the rear windows. Plus there's heat for the front seats and steering wheel and Tri-zone climate control. Along with keyless entry, Predictive adaptive cruise control, a powered gesture tailgate and a rear-view camera with front and rear sensors. A wireless charging mat with cooling and Drive mode select are also included as standard. 'SportLine' trim gets you sports suspension, an area view camera, 20-inch Vega black alloy wheels, sports bumpers, a head-up display, front sports seats and steering wheel and a CANTON sound system. Let's finish with a look at safety. You'd expect some sort of Forward Collision Warning autonomous braking system on a car of this kind these days; Skoda's is called 'Front Assist' and as usual with these sorts of set-ups, it scans the road ahead as you drive. If a potential collision hazard is detected, you'll be warned. If you don't respond - or aren't able to - the brakes will automatically be applied to decrease the severity of any resulting accident. It incorporates 'Swerve Support' that stops you from turning into a junction into the path of another car. Plus there's 'Dynamic Road Sign Display' (which pictures speed signs as you pass and displays them on the dash). Every Enyaq also gets a 'Lane Assist' lane-keeping system that warns you when you stray out of your lane and applies gentle steering assistance to ease you back into it.

Cost of Ownership

Nothing much has changed with charging speed as part of this further update, but Skoda's own charging service Powerpass is now integrated directly into the navigation, showing charging-station ratings, prices and enabling charging authorisation straight from the navigation screen. Search filters include 20 selected providers, charging power, or availability. Users can also create lists of preferred charging point operators (CPOs), or CPOs they want to avoid. As of Spring 2026, 1,000,000 public charging points across 28 European countries were accessible via Powerpass. The vehicle's maps also offer Google Online Search, Satellite Maps and an overview of POIs (points of interest) along the route. Furthermore, Plug&Charge will also enable authorisation with compatible home wallboxes. If you haven't tried an Enyaq Coupe since its earliest days of production, you'll be pleased to hear that the feeble DC charging speeds of that original are these days a thing of the past, though they're still way off the top class standard. The base 85 model DC-maxes out at just 135kW, one of the segment's lower figures. The dual motor 85x manages 175kW and the top vRS can DC-charge at up to 185kW. Is all this good enough? Well plenty of other models in this sector (notably from other VW Group and Stellantis brands) can't much better the Enyaq Coupe in this area, but in a class where Tesla's Model Y has long DC-charged at up to 250kW and an MG IM6 now DC-charges at up to 396kW, you'd have to say that Skoda has a long way to go here. The charging speed figures we just gave you reflect in the quoted DC 0-80% charge times - 28 minutes for the 85 82kWh variant and 26 minutes for the 85x and the vRS. If all you mostly do is charge at home, you might not be much bothered about DC charging stats. Using a typical 7.2kW garage wallbox, the 82kWh 85 model and the two top dual motor variants need 12 hours from a 7.2kW wallbox - or 8 hours 15 minutes using an 11kW supply.

Summary

In its original form, the Enyaq Coupe was arguably the first Skoda with a degree of real desirability - a car with a bit more visual pizzazz than the standard Enyaq SUV, a bit more 'want one' factor, which this further updated Enyaq Coupe delivers with even more aplomb. It's an EV with a confident sense of style, from a brand clearly growing in confidence by the year. There are of course, as with any EV, lots of sensible reasons why you might want this car. But the value proposition here is no longer as strong as it was when the car was first launched. It's now significantly undercut on price by the identically-engineered Volkswagen ID.5 and Ford Capri. And the same money will get you even more visual pizazz in the shape of another VW Group MEB-platform EV product in this segment, the CUPRA Tavascan. But this Skoda's understated stylish practicality might still appeal. And if it does and the price is right, we'd understand why that might be the case.