That, dear reader, is what we will discuss. The downsizing makes sense for the motorcycles on which the margin is already thin, such as the Dominar 400 and the Pulsar NS400Z. However, motorcycles such as the KTM 390 Duke and the 390 Adventure are already premium products, and there exists a perfectly capable 250 variant, which should have seen enough without KTM trying to shoehorn the 350 variants in between the 250s and the 390s. 

However, the most egregious misstep in our opinion seems to be the Triumph motorcycles, and unfortunately, the largest number of victims does seem to occupy the British branch of the family tree. We feel that instead of downsizing the engines, Bajaj should have straight-up increased the prices across the board, which would have added more exclusivity to the already prestigious marque. Furthermore, Bajaj should have increased per-unit profit on the Triumph bikes to compensate for the slightly lower sales numbers due to higher prices. That would have taken care of the overall bottom line of the company, without hurting the brand image of Triumph.

For a long time, manufacturers that have treated Indian customers as second-class citizens have suffered in the Indian automotive market, which, while price-sensitive, is a lot more ego-sensitive, and the moment the customers feel they are being shortchanged by a brand, there occurs a mass exodus—look at the fate of General Motors and Ford. Specifically a counterpoint to the downsizing idea, the newly unveiled Harley-Davidson X440T fixes the much-talked-about tail section design, but commands a sizable premium over the regular model. Despite this, the X440 and X440T are managing to find an audience. Furthermore, the Royal Enfield Guerrilla 450 Apex proves that an ex-showroom price of ₹2.5 lakh on a 350cc+ premium motorcycle can be made profitable.

Whether Bajaj’s downsizing pivot is successful or not, only time will tell. However, even if it is successful, it may have done some damage to the premium brand perception of Triumph, which has had the highest aspirational value among the Bajaj-KTM-Triumph trifecta. Now, however, as Bajaj never did increase the prices of the 400cc models, and is selling the 350cc ones at similar prices, there is a real risk of customers feeling shortchanged, which may do more harm than good in the long run.

The post Atomic Habits – Bajaj downsizes a plethora of motorcycles to 350cc first appeared on Turbocharged.

As of now, Toyota has four different hybrid vehicles on sale in India, with the prices spanning a wide range, from ₹16.77 lakh to ₹1.20 crore. At the entry point of Toyota’s hybrid range in India sits the Urban Cruiser Hyryder, with an affordable price that starts from ₹16.77 lakh. After that there’s the Toyota Innova Hycross, which starts from ₹26.76 lakh. This is followed by the Toyota Camry, now in its ninth generation, with prices starting from ₹47.48 lakh. Finally, there’s the Toyota Vellfire, the ultra-luxury MPV with prices starting from ₹1.20 crore (all prices ex-showroom).

While it is unlikely, the current generation Prius is one of the better-looking Toyotas on sale in the global market, and it would be interesting if Toyota brought it back, even if as a limited-unit import model. 

The post Toyota’s Hybrid Trick: 3 Lakh Vehicles Sold In India first appeared on Turbocharged.

The Jaguar Type 01, initially referred to as the Type 00, debuted to a highly divisive and controversial advertisement campaign, which was looked upon unfavorably by not just the mirroring press, but the general public as well. The campaign diminished older Jaguars, thus alienating existing customers. Presumably this was done with the intention of bringing in completely new customers, but the new electric vehicle from the British marque failed to resonate with the younger demographic too. 

Jaguar also stopped the production of all of its models to focus completely on electric, which, considering the number of European manufacturers committed to and then backed out of, points to a future where it will be revealed that Jaguar, betting harder than everyone else on electric, lost worse than all as well. Finally, just like the DeLorean DMC-12 may have allegedly caused the death of Colin Chapman, the Type 01 may have caused the dismissal of Jaguar’s head of design, Gerry McGovern, though the marque has maintained a steadfast position that the two events are unrelated…

The Type 01 will most likely reach showrooms later this year or early next year.

The post Jaguar Type 01 Debuts At Monaco, Drives The F1 Circuit first appeared on Turbocharged.

The handsome lines of the Škoda Kodiaq have remained unchanged, and that’s a good thing, because it is a rather good-looking car. While its cousin, the Volkswagen Tiguan, hides its bulk, the Kodiaq embraces it, creating a large silhouette, which is nevertheless quite svelte in form. Imagine an NBA player — big and tall, yes, but athletic too. That’s the silhouette of the Škoda Kodiaq for you. Visually, the 2026 Sportline trim gets the horizontal lights, which were previously exclusive to the L&K (that’s a theme that’s going to repeat itself a few times over the course of this review). I also love the black grille surround on the Sportline, which makes the Kodiaq look more contemporary.

The Kodiaq has one of the best interiors in its price class, hands down. The quality of materials, the interplay of the textures and the colours, all of it makes the cabin feel properly premium. The tactility of the dials is great too, though a little more resistance would have stopped me from overshooting the desired number of clicks. Also, while I understand this is entirely my personal opinion, I feel that multifunction knobs shouldn’t have more than two functions, which will make them just switch between the two, instead of the three-function setup here, which makes it cycle and thus not possible to figure out which mode it’s in unless you take your eyes off the road. Also, combining the volume control for the passenger and the drive mode selector for the driver, along with the AC blower speed for both in a single dial, is irritating at best, hazardous at worst. The 2023 model had a row of switches that worked much better than the setup here, but this is the one we’re stuck with for now.

That being said, the Kodiaq is packed to the gills with features, particularly in the L&K that we drove. However, for model year 2026, the Sportline customers will get to enjoy a host of features previously exclusive to the L&K and the 360-degree camera. As for the L&K exclusive features, it is the only one that comes with massaging seats, but unfortunately, those are also paired with ventilated seats, as the Sportline still continues with seats that are heated only. Also, the Sportline, despite being more expensive than the 5-seater Lounge, doesn’t get access to the drive modes (Eco/Normal/Sport/Offroad/Snow/Individual) and hill descent control. 

That being said, the Kodiaq is lovely to drive as it has always been. The 2.0-litre turbocharged petrol makes 204PS and 320 Nm, which means the Kodiaq can sprint to 100kmph in around eight seconds, despite the roughly 1,800 kilos of mass it carries. Also, the body control of the Kodiaq is phenomenal, without compromising ride quality—try as we might, we couldn’t get a cornering shot with any kind of noticeable body roll, despite gliding over broken tarmac and unpaved roads alike. Brakes are the same story, and actually the ABS calibration on gravel was way better than I expected it to be—the Kodiaq stopped without any drama on our gravel test route despite braking from over 60kmph. 

Overall, the 2026 updates aim to sweeten the deal on the Sportline trim. However, the fact remains that the Kodiaq is a bit outclassed in terms of features in its segment, unless you opt for the top-of-the-line L&K trim. On the other hand, even the Lounge trim gets the phenomenal powertrain, suspension, and braking systems that are found on the more expensive variants, and for someone who is less interested in features and more interested in interacting with their machines on a winding road, few SUVs make as much of a case for themselves as the Kodiaq.

Words: Sayantan De
Photography: Swapnil Dhawale

The post 2026 Škoda Kodiaq First Drive Review first appeared on Turbocharged.

Usage patterns tell a more detailed story. Charging spiked at 5:30 pm, while the busiest day of charging was Saturday, and the busiest month was January. This all makes perfect sense as owners, in all likelihood, charged up their cars before going home or while on trips. Sector 20, Chandigarh, and Gaur City Mall, Greater Noida, are two of the business places, followed by Shivam Complex in Bhubaneshwar, FRIZBee SBRm in Ahmedabad, and finally Lepakshi Multicuisine in Pullur. 

The app data also shows which routes are most used by the users of the app, with the Delhi-Jaipur corridor being the topmost in terms of traffic. It’s followed by Mumbai-Goa, Hyderabad-Vijayawada, Hyderabad-Tirupati, Bangalore-Mysuru, and finally Delhi-Agra. More insights will soon be revealed about Indian EV usage habits, but the impact of the MG eHub on the EV landscape has been undeniable so far. 

The post MG’s eHub Application Is A Favourite Of Indian Electric Motorists first appeared on Turbocharged.

Here is the updated price list:

Apart from the automatic climate control for the Emotion trim, the second-row seat mechanism has also been tweaked—the lever to activate the fold-and-tumble motion is not at the top, but at the bottom. Furthermore, the second row can now be fully folded, increasing the already generous cargo space to a massive 1,065 litres with the second and third rows folded down.

It is not just the top Emotion trim that gets extra goodies, though, as the Techno trim now comes with a driver’s seat armrest, a height-adjustable driver’s seat, a rear defogger, a 12V socket for the third row, front tweeters, and electric foldable outside rearview mirrors (ORVMs), previously exclusive to the top trim.

Finally, the Evolution trim now comes with steering-mounted controls, a day/night adjustable interior rearview mirror (IRVM), and a rear cabin lamp, previously found only on the Techno variant.

The post Renault Triber Updated for MY2026 first appeared on Turbocharged.

The convoy of Majestors ready for the first drive looked imposing, standing tall on the tarmac of Aamby Valley, exuding a sort of quiet menace, highlighted by the monochrome colour palette of black, white, and this grey that you see here. The looks are firmly in line with the global Maxus D90 sold elsewhere in the world, which means slit-like LED DRLs, with triple vertically stacked headlamps. The grille is large enough to warrant its own postcode, which adds to the imposing road presence of this behemoth (it measures more than 5m in length and over 2m in width). The 19-inch wheels are shod with proper high sidewall (55 aspect ratio) tyres, which gives it a proper off-roader stance. Overall, it looks a lot better and more modern than the Gloster, which I feel is primarily due to the lack of chrome on the grille, which is black and has an intricate pattern. 

MG left no stone unturned in its quest to load the Majestor up to its gills with features, and really, if I were to list every single one of those, I’m going to run out of pages, so here are the best ones. There’s three-zone climate control, along with ventilated seats for the front row. The middle row also has access to a 220V domestic power outlet, something which is rare on an ICE-powered car. Every row gets reading lights too, and the interior, finished in carbon fibre and brushed aluminium, looks really good. Unfortunately, there are still some fit and finish issues, particularly with the stitching, with frayed loose ends, and misalignment. Also, the hard plastics don’t do justice to a nearly half-crore rupee car (estimated), and the worst bit is that almost all the touchpoints are where you’ll encounter them. I feel that if MG spends a little more time with the interior and upholstery, it will elevate the in-cabin experience to a whole new level.

The in-cabin experience that leaves no room for improvement is insulation, as the potent turbo-diesel doesn’t intrude into the cabin. And what a turbo-diesel it is! It feels gutsy and muscular, propelling the nearly two-and-a-half tonne behemoth of this three-row SUV to rapid paces with very little elapsed time. Yet, when crawling off idle, the 2.0-litre motor’s 478.5Nm makes progress feel effortless over rugged terrain. It does make 215PS too, in case you wondered. But that near 500Nm is what grabs the headlines, and keeps shaking it until it has spilled all its secrets (that was a bit too violent an imagery, wasn’t it?). The 8-speed automatic does a really good job of keeping the engine in the meat of the torque plateau. Speeds rise without much drama, and thus, when you do look down at the speedo, you may get slightly alarmed at the number being displayed. It is quite easy to achieve maximum retardation, though, as the large disc brakes on all four wheels transform the massive kinetic energy into heat and brake dust and bring this moving living room to a quick halt. Also, through spirited cornering and lane-change maneuvers at highway speeds, the Majestor manages to retain its composure and displays a high degree of lack of body roll. On the road, it is easy to forget that it is, in fact, a pukka ladder-framed off-roader.

The MG Majestor comes with a 12-way adjustable driver seat and an 8-way adjustable front passenger seat, with 8 different massaging patterns. But I will hazard a guess that, as you’re reading TURBOCHARGED, you’re not interested in that, so let me tell you about the three differential locks which, when coupled with that monstrous torque, 219mm of ground clearance, and approach and departure angles of 27.6 and 23.5 degrees respectively, the MG Majestor is well nigh unstoppable on the trail. The good folks at MG had a gruelling off-road course set up for us to try out the off-road chops of the Majestor, and if you know when to engage your low-range and diff-locks, you will be able to go through almost anything. The craziest bit is though the CCO, which stands for ‘Crawl Control Operation’, but I think it should stand for ‘Cheat Code On’ — once enabled, it acts as a proper off-road cruise control, making the car climbing over obstacles, reining in the speed during steep descents, and basically making serious off-road driving child’s play. It doesn’t deploy the front and rear diff locks for you, though, and I am glad that some room has been left for the driver’s judgment. 

Yes, the MG Majestor is available as a 4×2, but so many other SUVs are also available as 4x2s that opting for the Majestor and choosing the 2WD version feels like going to the water park with a raincoat — that’s missing the point. The one thing the 2WD Majestor has going for it is the second row with two captain’s seats instead of the bench, which is the only option in the 4WD version. However, having been an off-roading enthusiast since time immemorial, I have also noticed that off-roading enthusiasts have more friends on average than off-roading non-enthusiasts, and an extra seat does make sense! All MG needs to do is price it attractively, and they will laugh all the way to the bank, as regardless of how they price it, it will be the most affordable car in India to come with three diff locks, and off-roaders know that the value of that can’t be measured in gold.

Words Sayantan De
Photography Saidatta Naik

The post MG Majestor First Drive Review first appeared on Turbocharged.

That being said, it is a reasonably affordable proposition as far as engine capacity is concerned, while also sporting a singularly unique engine configuration, in the form of a big, thumping single—a design that’s not really commonplace in the motorcycle industry anymore. This motor can trace its origin back to the 650cc Rotax engine in the BMW F650 Funduro, and this is a tried-and-tested design. In its current form, it pumps out 47PS and 55Nm, while running a tight 11.5:1 compression ratio. 

The weight is a manageable one at 208kg, less than its direct rival, the Bear 650’s 216kg. The seat height is a manageable 820mm—high, but not too much, and 10mm lower than the Bear’s, while the ground clearance is 3mm higher than the Bear’s at 187mm. The BSA Scrambler 650 rides on a combination of 19/17 inch front/rear wheels, which should suit its purpose just fine.

Honestly, we are quite excited that the motorcycle has made it here, having been launched in the UK back in July of 2025. Stay tuned for our review.

The post BSA Scrambler 650 Launched At ₹3.25 lakh first appeared on Turbocharged.

Speaking of performance, the new engine, ‘Katar,’ develops 30PS and 30Nm, while purportedly returning 30kmpl, something which Yezdi calls the 30-30-30 philosophy. Whether it manages 30kmpl or not, it definitely is more powerful than before, as the previous-gen Scrambler produced roughly 28PS and 29Nm. Apart from various tweaks inside the engine, there’s now a larger, horizontal radiator for enhanced cooling. 

Visually, there are new colourways, three in fact, with a bold ‘69’ emblazoned on the side panel. The engine is now finished in a bronze shade as well, with machined fins. The rest of the motorcycle’s silhouette remains as it has always been. We feel Yezdi should have figured out tubeless wire-spoke rims by this time, and there’s a definite middle ground in the Yezdi line-up, which could take the name of ‘Tracker’ and have the monoshock rear suspension from the Yezdi Adventure, while utilising the lightweight chassis and engine from the Yezdi Scrambler, and priced between the two as well.

The post 2026 Yezdi Scrambler Launched From ₹2.00 lakh first appeared on Turbocharged.

The purple colour our media unit came in was beautiful, and everything about the phone spoke of quality. Galaxies hold their value almost as good as iPhones, and this is the reason. The sharp edges with rounded corners, and the overall fit and finish was top notch. The build quality is solid too, though the light weight of the phone masks that feeling of solidity that’s prevalent in Apple devices.

The display is another aspect of the phone that immediately grabs attention, being exceptionally bright and vibrant even when the backlight intensity is dialled down. This feeling of sharpness is heightened by the super-thin bezels.

The camera setup is the same as the Galaxy S25, comprising a 50MP primary, a 12MP ultra-wide lens, a 10MP telephoto lens with 3x optical zoom, and a 12MP front unit. However, it still delivers excellent picture quality, smooth zoom, and highly accurate colour representation, to the extent that we have used photos taken on it for print in this very magazine!

Performance of the phone, as is expected of a Samsung Galaxy series device, is smoother by orders of magnitude compared to even its own lesser phones. There’s a fluidity to the UX which makes every swap, every transition feel like water flowing down the river. Even under heavy multitasking, with more than 25 open apps, that smoothness remains. And this experience elevates the user experience to another level, something that befits a device of its stature.

Another impressive aspect of the phone is the battery life. The battery easily lasted an entire day, with enough juice remaining to run it a few more hours if required. While there are no longer official chargers in the box, my GaN charger of 35W was able to juice it up to 80 percent SoC from below 10 in a little over half an hour.

Overall, the Galaxy S26 solves an actual problem, where to get the best hardware you also had to go for a gigantic device, which is not the case with the S26, which offers top-tier hardware in a compact and lightweight form.

The post Samsung Galaxy S26 Review first appeared on Turbocharged.