SKODA

Enyaq RS iV Coupé...This exterior color is quite exciting, and the fact is that if it weren’t for it, the shape of the Enyaq Coupé would look much more like nothing than it does. However, that’s why I was looking for the excitement, the effervescence that it promises so much. This color is so striking that you can almost hear its tingle, and passers-by can see that they turn to it out of nowhere and watch as it glides by without a sound. That worked out well, let’s face it.

Is the RS Coupé sporty? Let’s do it, but you won’t be able to go back and forth through Szentendre-Lepence with this, at best one or two turns. Among its driving modes, in sport, the gas reaction is quite direct, it jumps, which can be used quite well. In sharp turns, it pushes at the back, pulls at the front, if you have the right movement and are not provoked, it turns at a brutal pace at any intersection. And this is quite an unexpected experience.

I’ll push it a little more, we’ll see what happens if I switch the traction control to, say, sport position (it’s completely impossible to kick out), and it hits the gas as if I were actually sitting in a sports car. He takes the sheet and pushes a bigger one at the back, which makes the whole car move nicely from the trunk. Its center of gravity is low, winter tires are already fighting for their lives in the 20-degree heat, but the chassis is still holding.

Its steering is also heavy, you can’t even say that it is insensitive. Well, didn’t Škoda make a really sporty electric car? For a while it seems quite, then as the whole stall fits in before I can straighten the slide, it suddenly dawns on me that the base Enyaq was exactly the same when I asked it to do such extreme things.

The weight is big, and even though the axle is low in the limit position, 2.3 tons is a lot. The tilt suddenly hits back, then the green booth wobbles four times before it finds the vertical again. This is not a game, nor is sportsmanship where you can find the limits of something so quickly. The Enyaq RS Coupé is simply an electric car that turns well, thanks to its two engines, otherwise nothing really extra.

Then let’s travel with it, it’s definitely good for that. They promise 522 kilometers, if it can do 450, I’m already happy, but the 400 listed for a full charge is a bit disappointing. 350-360 was the most it did for me on one charge, and that’s for the mixed section. Since I did a lot of auto racing with it, 320 votl is more typical there.

I started with a pace of 120 for the Fót-Mezőkövesd-Fót circuit, which is 250 kilometers. I started with a range of 300 kilometers, and then the electricity started to eat at such a level that I slowed down to 110, and finally, on the way back from 60, it was 90 in the outer lane without air conditioning, and it was still difficult to get back to the charger. This is not right, especially compared to what was promised.

Since I had a lot to do during the test week, almost 900 kilometers slipped between Győr and Mezőkövesd, so I gathered some experience. For example, the charging network is not bad, but it is still very confusing that, with a slight exaggeration, all the existing poles work differently, and that when heading east, there is really no chance of normal charging, at most 22 kilowatts if the car knows how.

By the way, the Enyaq Coupé is a rare quiet passenger car, and its weight irons out road imperfections to such an extent that you hardly feel anything inside it. Its assembly is surprisingly neat, as if the car had been carved out of a block, so it makes a very serious impression while driving. I would think carefully about what the Audi Q4 e-tron can show off more than its logo, but in fact, based on experience, I know that it has nothing.

Reporting: Hamvas Tamás