It charges pretty quickly too – less than 30 per cent charge to 80 per cent took just 25 mins at a high-speed DC charging point when I needed it. Given my continuing lack of a home charger (terraced house, no hope for me post-2030) that’s a reassuring figure, and the Enyaq Coupe has been one of the easier EVs with which to live given my domestic shortcomings. Fully-charged, and driven on a mixture of motorway and city streets, the Enyaq Coupe will pretty easily put a real-world 450km between visits to a charging point. That makes it a spectacularly easy EV with which to live. That sloping tailgate means that it is, by the tiniest fraction, more aerodynamically efficient than the taller-roofed SUV variant of the Enyaq, and that improvement in aero slipperiness means that it has a slightly longer range – 552km on a full charge of the 77kWh battery, compared to 544km for the equivalent high-roofed version. What the Skoda Enyaq “Coupe” is, though, is a very good electric car. It’s so big and chunky that when I parked it next to an Alfa Romeo Stelvio SUV on my street, the Italian car seemed dwarfed. Even taking that into account, though, I feel that Skoda is really taking the mickey in calling this slant-roofed version of the Enyaq a “Coupe”. It’s true that as far back as 1967, Rover was calling its V8-engined P5B a “coupe” even though it was entirely obviously a four-door saloon with an altered rear roofline whose difference to the saloon version could be measured only in microns. Okay, so words and their meanings evolve and alter over the years but just go and Google “1971 Maserati Ghibli” or even “1969 Ford Capri” if you want to see what an actual, real coupe looks like.
One glance at the Skoda Enyaq should be enough to make you realise that the word “Coupe” has pretty well lost all meaning.
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