At first glance, there’s not much difference between the Kodiaq RS and the regular Kodiaq, and that’s by design. Designed to be the ultimate Q-car, the Kodiaq RS has its aggression toned down, but it’s difficult to hide such raw muscle, and it tries its best to burst out. The 20-inch wheels, with 45 percent aspect ratio tyres, make it clear that while it comes with AWD, its primary hunting ground is terra firma. The black badge treatment (no relation to Rolls-Royce), like Škoda’s Monte Carlo trim, sets it apart. What’s even more likeable is the fact that apart from the two prominent vRS badges on the grille and the bootlid, it can still almost pass as a regular Kodiaq, just in a bright colour. 

The understated premiumness, a Škoda calling card, continues inside with a simple, dark-themed interior, which has a huge amount of red stitching. The steering has the vRS badge on the bottom spoke, and the 13-speaker Canton audio system is capable of rivalling a lot more expensive cars. The seats are extremely supportive, while being highly comfortable. While the driver’s display is not configurable, the default theme is pretty good-looking, and the information displayed can even be changed to show oil and coolant temp, like a proper racecar!

What is configurable, however, is the engine, as the throttle response changes by a large degree when the drive mode is changed. Another thing that changes based on the drive mode is the exhaust note, which, when Road or Sport mode is selected as opposed to Eco, Comfort or Off-road, transforms into a nice little burble, and mutates into a gruff bark as revs rise. The claimed 0-100kmph is 6.3 seconds, which is completely believable, as when I put my foot down, the Kodiaq RS took off aggressively, and the number I saw on the speedo after a few seconds will remain a secret, as I have no intention of losing my license. It repeated this blistering performance with metronomic regularity, every time I wanted to hoon. With 265PS under my right foot, I confess, I wanted to hoon almost all the time, as the nearly 200mm ground clearance meant I had little chance of scraping anything. The only thing I had to be careful about was the 45 aspect ratio tyres, which were low-profile enough to sustain damage from poor road surfaces. 

On the other hand, a 45 aspect ratio meant that the Kodiaq turned remarkably well, and Škoda’s semi-active adaptive suspension system (Škoda Dynamic Chassis Control or DCC for short) was an able accomplice in this, granting the kind of cornering ability that almost nullified the high centre of gravity. It still is a high-riding SUV, and while there’s no getting around the fact, Škoda engineers have tried their best to do just that, and succeeded by nearly 90 percent, as 9 out of 10 times you will not feel the height and weight of the car when driving spiritedly. Respect that 10 percent outer limit, and you’ll be rewarded with a car that is capable of some serious handling prowess. Imagine a strong man on the trapeze ropes, and you’ll get the idea.

Also, when accelerating out of low-speed corners, you can feel the shove from the rear axle, as the AWD system moves the torque around in its best effort to mitigate understeer, and honestly, it is slightly better than the Octavia RS in this aspect. While the corner entry experience is pretty similar, the Kodiaq RS’ AWD makes the difference in corner exits, and propels the near two-tonne machine out with such ferocity that you momentarily forget what you’re driving. The extra 30Nm torque definitely helps here (400Nm over 370Nm in the Octy). The variable ratio steering rack with just 2.13 turns lock-to-lock is irritating when taking tight U-turns, and sublime when flowing through sweeping corners. The brakes did experience some fade during fast downhill driving, but we expect that most drivers will not have to face that, as we really got a bit carried away!

The verdict will be short—get the Kodiaq RS if you can, but you have to wait for the next batch, as this batch, despite a ₹3.0 lakh booking amount, sold out in six minutes, all 50 units. That makes it rarer than the Lamborghini Urus, and whatever Škoda decides to price it at (probably somewhere between ₹65 to ₹70 lakh), it will be acceptable, because cars this capable and fun don’t come around very often!

Words: Sayantan De
Photography: Abhay Verma, Alex Toppo

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

And if there’s one Bentley that perhaps best embodies those values, it’s the Flying Spur. The luxury limousine has always occupied an interesting space in the minds of luxury car buyers, especially for those wanting to make a statement. And what has always set the Flying Spur apart is that it’s always been more engaging to drive than a Rolls-Royce Ghost, more exclusive than a Mercedes-Benz S-Class and always managed to blend that classic, old-world British craftsmanship with modern performance in a way only Bentley can! Now though, the Flying Spur enters a new chapter because beneath that long bonnet sits a hybrid powertrain. And if that statement sounds worrying to traditional Bentley enthusiasts, it really shouldn’t.

I can say that with conviction, having spent time driving what I think is one of the finest iterations of the Flying Spur yet, the Azure. Because this isn’t a Flying Spur that has forgotten where it comes from. In typical Bentley fashion, the design feels evolutionary, rather than revolutionary as compared to older versions. At first glance, you’ll struggle to tell this one apart from the previous version of the Flying Spur, and that’s a good thing because Bentley got the proportions spot on the first time around. The long bonnet, upright grille and muscular rear haunches continue to give the Flying Spur the kind of presence that makes other luxury sedans look understated. For the matter, the Azure, as always, is the comfort-focused member of the Flying Spur family. So while the Speed is all about performance, the Azure prioritises elegance. 

Chrome detailing is used generously, while the signature grille and intricate LED headlamps ensure nobody mistakes this for anything other than a Bentley. Heck, the headlamp units look like they were designed by jewellery designers, and not automobile designers given their intricateness! I’ve also always admired how Bentley manages to make large cars look athletic. Despite stretching beyond five metres in length, the Flying Spur never feels cumbersome visually. Instead, it carries itself with the confidence of a bespoke suit tailored perfectly for its owner. And then there’s the Flying B mascot. Call me old-fashioned, but watching the illuminated Flying B rise gracefully from the bonnet remains one of the most special theatre acts in the automotive world! 

Step inside and you are immediately reminded why Bentley continues to sit near the very top of the luxury car hierarchy, as the craftsmanship is extraordinary. There are luxury cars that use leather and wood. Then there are Bentleys where every piece feels handcrafted by someone who genuinely cares about their craft. The Flying Spur Azure’s cabin feels less like a car interior and more like the lounge of a private members’ club. Seats are exceptionally comfortable, and feature Bentley’s Wellness Seating technology that can adjust ventilation, heating and massage functions automatically to improve occupant comfort. Rear passengers also get a touchscreen controller that allows them to operate everything from climate functions to the blinds, reinforcing the fact that this is a car equally happy being chauffeur-driven.

One of my favourite features continues to be the optional Bentley Rotating Display. At the touch of a button, the 12.3-inch touchscreen disappears and reveals either three beautifully crafted analogue dials or a seamless veneer panel. It’s exactly the sort of wonderfully unnecessary feature that makes a Bentley feel special. Space at the rear is immense too. There’s enough legroom to stretch out comfortably, while the combination of thick carpeting, soft leather and excellent insulation makes the cabin feel almost isolated from the outside world. Another instant favourite for me in the Azure’s second row are the electrically-deployed, veneered ‘picnic’ tables that can pop out from behind the front seats at the touch of a button! It’s yet another piece of luxury inside the car that you probably don’t need, but want. 

Of course, luxury alone isn’t enough anymore. Bentley understands that modern buyers also expect performance and this is where the new Flying Spur Azure surprises. Gone is the old W12 engine that defined Bentley flagships for years. In its place sits a new high performance hybrid setup that has the 4.0-litre twin-turbocharged V8 work with an electric motor to offer a combined 680PS and 930Nm. For the record, these are supercar numbers hidden beneath the body of a luxury limousine! The result is a claimed 0-100kmph time of just 3.9 seconds, which sounds a bit absurd when you consider the Flying Spur Azure weighs well over 2.6 tonnes! Yet the numbers only tell part of the story.

What impresses more is the way the Bentley delivers its performance. Acceleration is effortless rather than dramatic. There’s no violence here, no sense that the car is trying to prove something. Instead, the Flying Spur gathers speed with the sort of authority that only large-capacity engines can deliver. The electric motor fills any gaps in the power delivery beautifully, making the entire experience feel seamless. It’s the kind of car that can cruise quietly through a city centre and then demolish an open highway the moment you ask of it. On the same not, a Bentley limousine isn’t really supposed to feel agile. Yet, thanks to all-wheel steering, Bentley Dynamic Ride and the latest twin-valve dampers, the Flying Spur Azure disguises its size remarkably well. 

At the same time, the ride quality remains exceptional. Broken roads are dismissed effortlessly, to ensure occupants remain cocooned from the outside world. Yet unlike some luxury sedans that float endlessly, the Flying Spur retains enough body control to make spirited driving rewarding. It’s a balance Bentley has been perfecting for decades, and the Flying Spur Azure may well be one of its finest executions yet. The transition to electrification often comes with concerns about losing character, but thankfully, the Flying Spur proves that doesn’t have to always be the case.

It still feels every bit like a Bentley. It’s still immensely luxurious, effortlessly fast and beautifully crafted. More importantly, it continues to occupy a sweet spot few luxury cars can match. Because while many buyers will spend their time relaxing in the rear seat, the Flying Spur Azure remains one of the rare ultra-luxury sedans that makes you want to get behind the wheel yourself. And in a world increasingly obsessed with screens, software and autonomous driving, that feels refreshingly old-school. Exactly as a Bentley should.

Words Abhay Verma

Photography Saidatta Naik

The post 2026 Bentley Flying Spur Azure First Drive Review first appeared on Turbocharged.

The formula hasn’t changed for 2026, but the Tiago EV sure has! Tata Motors has just given the electric hatchback what is easily its most comprehensive makeover, though the powertrains and underpinnings remain unchanged. But before I got to driving, I just couldn’t resist spending a few minutes soaking in the car’s updated design. First things first, as always, there’s enough differences to tell this one apart from the Tiago’s petrol and CNG versions. More importantly, I’m really liking the new front end of the EV because it reminds me of the cute-looking hatchbacks you see in Japan! And that’s thanks to the new headlamp design – they look sleek and sharp, the closed-off grille, the new bumper and of course, the car’s pastel colour which is called ‘Dehradun Dew’ by Tata Motors, but looks like a shade of minty-green.

Interestingly, Tata Motors has used recycled materials for the wheel claddings, and their speckled texture adds to their appeal. But while the Tiago petrol can be had with larger, 15-inch wheels, the EV makes-do with 14-inch wheels, which looks a tad too small in conjunction with the wheel arches and cladding. A missed opportunity! The Tiago EV also gets a shark fin antenna now, along with redesigned tail lamps. The lamps look striking and are connected, but the strip of plastic connecting them is not illuminated and is just a reflector. The Tiago.ev name on the boot in matte black, with blue highlights is a nice touch too, and overall, this is a very good looking hatchback.

The interiors have been spruced up too, and again, there are some differences between the EV and petrol and CNG versions. Tata Motors has tried to offer a more premium feel inside and you get different surface finishes, especially on the dashboard, including a fabric-like finish. The touchscreen is the same size as before at 10.25 inches but gets new software and hardware, and the centre console has been redesigned too for a cleaner, more organised look. But the EV only gets dedicated space to place two phones and not a wireless charging pad, which is odd. You also get a new, sleeking looking instrument cluster behind the steering, which integrates a digital display in centre along with tell-tale lights on either side – it’s basic to say so, but does its job well. 

The Tiago EV also gets a different steering wheel with the Tiago.ev name sitting off- centre. Fit-finish levels have improved and clearly, there has been a strong focus on having the cabin feel more premium. Another big update are the seats. Front seats get additional underthigh support, and density of foam all round feels better, which means the seats feel more comfortable and offer better support.

The Tiago EV continues with the same 19.2kWh and 24kWh battery packs. We only drove the 24kWh version, where the electric motor offers 75PS and 114Nm, which results in reasonably quick acceleration. More importantly, Tata Motors has recalibrated throttle responses to offer a more progressive feel, and a lot of first time buyers, especially women and the elderly will appreciate the progressiveness.

The Tiago EV also gets a hill-hold function now along with three regeneration levels, but it still misses out on a single-pedal mode. Claimed range per charge is 285km, and we expect the car to manage a shade over 200km per charge in the real world, which is reasonable.

Tata Motors also claims the Tiago EV supports faster charging speeds thanks to improved battery chemistry and updated software, and can go from 20 percent to 80 percent in just 30 minutes now, down from 45 minutes earlier. A big addition to the list of features is 360-degree view, and I like camera resolution and views. You also get blind spot monitoring and when you use either turn indicator the infotainment screen is quick to display a live view, but this has you move away from navigation momentarily, in case you are using maps. Wireless Apple CarPlay and Android Auto worked flawlessly too. You also get six airbags along with hill-start assist and rain- sensing wipers, helping ensure the Tiago EV is one of the most feature-rich cars at its price point.

With no changes to the suspension the Tiago continues to impress with its plush ride quality, soaking up ruts beautifully. The soft suspension affects the car’s handling though, so body roll is noticeable when driving spiritedly around corners, along with some understeer. That said, the balance between ride and handling feels apt considering the car’s target audience and positioning both.

To sum it up, Tata Motors has given the Tiago EV a makeover that was perhaps needed but not asked for yet by buyers. One can argue that a bigger battery could have been offered but that would have also bumped prices up. For the matter, despite the updates and significantly more premium feel, prices under the ‘Battery as a Service’ scheme start from a very attractive ₹4.69 lakh ex-showroom, while the full price of the Tiago EV is ₹6.99 lakh ex-showroom, which makes it a very compelling choice as a city car!

Words Abhay Verma

Photography Saidatta Naik, Swapnil Dhawale

The post 2026 Tata Tiago.ev First Drive Review first appeared on Turbocharged.

That said, the Tiago continues with the same powertrain options as before, including the same 1.2-litre, three-cylinder petrol engine as a pure gasoline engine or fuelled by CNG. There’s significant changes to the car’s appearance inside-out though, along with the addition of a list of new features, aimed at elevating the Tiago’s positioning and having it offer a more premium vibe than before. The Tiago’s face looks sharper now thanks to the new, sleek-looking headlamps which also get a black outline, the gloss black panel connecting the headlamps and also the new clamshell bonnet. The front bumper has been redesigned too and looks sportier, besides getting a wider intake area. 

Like the EV, the petrol and i-CNG versions also get cladding made from recycled materials on the wheel arches, but in a different colour. Intriguingly though, only the top variant of the Tiago petrol comes with 15-inch alloy wheels, while the CNG makes-do with smaller, 14-inch steel wheels. The rear end looks similar to the EV’s as the petrol and CNG version both get the same connected, but not fully illuminated lighting arrangement. Overall, the Tiago is a very cheerful looking car, especially thanks to the bright colour options it is on offer with, which also add to the car’s youthfulness. 

The cabin has been refreshed thoroughly too, and while it does look similar to the Tiago EV’s, there are a few differences. You get the same fabric like finish on the dashboard here as well, but in a different hue, besides which the seats are upholstered in a different colour too. The steering wheel looks a little different and gets the conventional Tata Motors logo, though the 10.25-inch touchscreen and instrument cluster are the same. Tata Motors has also switched to a rotary drive selector for the AMT version from the erstwhile stubby lever, which has helped in liberating space in the centre console. 

Another interesting design bit are the AC vents protruding from either end of the dashboard, as they look sporty and are very effective at channeling air towards occupants. The front seats provide better under thigh support and more comfort now, thanks to the improved cushioning. 20 percent of the cabin is made from recycled materials too. In keeping with its tradition, Tata Motors has also added some Easter eggs, and you now get a squirrel in various places, meant to imply the hatchback’s positioning as a tiny but energetic hatchback. Overall, the cabin feels very plush and upmarket, besides which fit-finish levels have improved too, and the Tiago now has what is the best looking cabin in its segment. 

Like the EV, you get a bunch of new features now including 360-degree view and blind spot monitoring, both segment firsts, and the views and camera resolution are impressive. Oddly, wireless charging is exclusive to the top-spec petrol variant though, and you cannot have it in the i-CNG. There’s wireless Apple CarPlay and Android Auto, a cooled glovebox and more too, helping ensure the Tiago is one of the most feature-rich cars at its price point. 

Given that there are no mechanical changes the 1.2-litre naturally aspirated petrol engine offers the same 86PS and 113Nm as before in the pure petrol version and 76PS and 95Nm in the i-CNG. Acceleration in the petrol version is reasonably quick, but the CNG version lets you feel its 10PS and 18Nm deficit. You can switch from CNG mode to pure petrol mode by simply pressing a button on the dashboard though, and the switch from petrol to CNG and vice-versa feels pretty seamless too. The Tiago CNG can also be had with an AMT, and in fact, the Tiago is the first CNG-fuelled car to come with paddle shifters for its AMT! The transmission impresses for driving in traffic and the paddles also add to convenience, and I expect a lot of CNG buyers to opt for the AMT. The petrol version we drove was the manual one with a 5-speed gearbox, which impressed with its short throws and light clutch. 

With no changes to the suspension setup the Tiago feels as impressive as ever on the ride quality front. The suspension soaks up broken roads very well, adding to the car’s likeable manners. There is some amount of body roll around corners along with a hint of understeer when driving spiritedly, but things never feel out of control, and overall, the balance between ride and handling is good. 

Overall, the updated Tiago feels like a breath of fresh air, because small cars, especially hatchbacks, are always fun to drive. And in the Tiago’s case, Tata Motors has done a commendable job of ensuring it feels relevant even a decade after its launch given the updates, especially the refreshed cabin that feels more premium and efficient powertrains. Prices are quite attractive too, as the petrol version retails from  ₹4.69 lakh ex-showroom. At the prices and given its packaging, the Tiago certainly makes a strong case for itself as a compact city car even today, especially as compared to compact SUVs!

Words Abhay Verma

Photography Saidatta Naik, Swapnil Dhawale

The post 2026 Tata Tiago First Drive Review first appeared on Turbocharged.

The past half decade may have seen its traditional rival, the Hyundai Verna catch up to it, besides which the Skoda Slavia and Volkswagen Virtus have offered stiff competition as well, but the City still enjoys a special place in the minds of buyers. And for 2026, Honda has just given the current generation City its second midlife update, in a bid to ensure the sedan stays relevant. 2022 is when Honda launched the strong hybrid version of the Honda City in India, which was an important milestone for the midsize sedan segment and Honda itself, and the latest version continues to be powered by the same, 1.5-litre, four-cylinder petrol engine that runs on the Atkinson Cycle and is paired with an electric motor powered by a lithium-ion battery.

The naturally aspirated, 1.5-litre four-cylinder engine soldiers on too, and remains unchanged as well, and there’s barely any mechanical changes to the car this time, which means the update is largely cosmetic. That said, Honda tells us it has made some tweaks to chassis components, especially under the body and on the sides, which has been done to ensure the City meets upcoming crash tests, especially for side impacts, which are going to be more stringent. And speaking of cosmetic changes, the City is now on offer in gloss black, which is turning out to be the most popular colour choice for buyers. Or so we would like to believe, given the steady influx of black-hued versions of popular offerings from most car makers in the mass market space!

Honda says the black paint option is in keeping with its attempt to have the sedan appeal to younger buyers. That said, we would have liked Honda to also use the opportunity to offer the City with the 1.0-litre turbocharged petrol engine the car is offered with in other markets. This would have made for an interesting proposition for enthusiasts, as the Volkswagen Virtus and Skoda Slavia are both offered with 1.0- litre turbocharged petrol engines too! That said, the strong hybrid version of the City, called the City e:HEV, boasts an ARAI certified fuel efficiency of 27.26kmpl, which is the highest in its segment and also among the highest for any sedan in India.

Speaking of design changes, the City looks sportier from the front, given the sleeker headlamps and redesigned DRLs that resemble eyebrows. There’s an LED bar connecting the headlamps/DRLs, but the design looks very distinctive, and more appealing than the Hyundai Verna’s. An interesting detail is that the panel above the grille which houses the Honda logo is now body-coloured, and not finished in chrome. I also like the new bumper and honeycomb style grille, and also the vertical air dams at either end of the bumper, as they add some muscle to the front end. The City also gets a fresh design for its 16-inch wheels, which is the only change on the side. At the rear, the tail lamp cluster is the same but gets a different finish and a
clear lens treatment to have it look more premium, besides which the faux diffuser is now body-coloured.

Honda has tweaked the interiors slightly too, but the big update inside is the new, 10.1-inch touchscreen that is not embedded into the dashboard anymore, and sits above it. Honda has also reworked the seats and while they look exactly the same as before, the seats now offer better support and feel more snug than before, again, in a bid to add a dash of sportiness. And thanks to Honda’s ‘man maximum, machine minimum’ philosophy the cabin feels as spacious as ever, with lots of room at the front and in the second row. I have always appreciated the sense of space in front of me while behind the wheel, as the dashboard stretches far ahead, and that feeling hasn’t changed at all.

Given its length of over 4.5 metres the current generation Honda City is the longest car in its segment, which translates to excellent legroom and kneeroom even in the second row. Kneeroom is particularly impressive, though occupants over six feet tall will find rear headroom to be slightly constrained. The beige-hued interiors add to the sense of spaciousness and so does the car’s sunroof, so this is a good space to be in. The quality of materials, especially the plastics is excellent, and be it the dashboard or other surfaces plastics feel very nice to touch. Switches operate with a satisfying click, which adds to the premium feel, especially the rotary dials for air-conditioning and the rotor and other switches on the steering wheel.

Even the newly added switches for the ventilated front seats have been integrated neatly, which again, is a typical hallmark in all Honda cars. Honda has also added new features besides the larger touchscreen, which itself impresses with its larger icons and squarer aspect ratio as compared to the widescreen format a lot of new-age cars use. The screen resolution is good but the screen could have been angled better, as it tends to pick up a lot of reflections in harsh sunlight. The screen is also your gateway to the newly-added 360-degree view system that can be activated via a button on the left stalk on the steering wheel. This is convenient, but I wish the camera resolutions were better and the graphic image of the car was better too.

The ventilated front seats are a boon, and Honda also tells us ventilation covers 40 percent more area on the seatback and seat squab together as compared to the City’s rivals, and seat ventilation works well, as we found out. Overall, the City is well-equipped on the features front, as you get wireless charging and wireless Apple CarPlay and Android Auto, the same part-digital instrument cluster as before, a sunroof, Level 2 ADAS and more. An electrically adjustable driver’s seat would have added to convenience though, and this is also a feature all other cars in the segment are equipped with.

We only drove the strong hybrid version where the petrol engine and electric motor offer a combined 126PS and 253Nm, sent to the front wheels via an eCVT. Acceleration is brisk, but as is the case with almost all mass market hybrids, this isn’t a powertrain that will impress enthusiasts with the way it lets you build speeds. The eCVT’s ‘steps’ certainly help but there’s no manual control or gear shifts at all, as the paddle shifters only let you control regenerative braking, in ‘B’ mode. More than the performance it’s the powertrain’s refinement that impresses though, given its smooth feel and silent nature, especially in pure EV mode. Of course, given its excellent real-world efficiency the City is a great car for driving long distances, as single tankful lets you drive for well over 1,000km.

The car’s kerb weight has gone up by about 20kg given the various updates, but Honda tells us this has had no impact on performance or handling. The City thus impresses with its fine balance between ride and handling like before, as it soaks up ruts and potholes with utmost ease and boasts a ride quality that’s among the best, while also offering a confident and sporty feel on the handling front. The suspension also has the car feel planted whether in a straight line or around corners, while the steering offers lots of feedback, helping the City feel like a proper driver’s car.

In a nutshell, there’s still a lot to like about the Honda City, despite it being a 28-year-old nameplate. The car stays true to its roots and delivers what it has always promised. It also continues to live up to being a Honda with its refinement, comfort, space, premium build quality and high fit-finish levels and the overall finesse we’ve always known Honda to offer. Of course, the market for cars like it has been shrinking, but there’s still a lot of buyers looking for a comfortable sedan, and a well- built Japanese one at that, and the City is sure to continue to impress such buyers. What’s also worth noting is that prices for the updated City begin from ₹11.99 lakh ex-showroom, which was the outgoing version’s price too, and that makes it an excellent buy if you’re looking to spend on a sedan. And then there’s the fact that all of the City’s rivals are getting updated this year – the Hyundai Verna just got a facelift, while Skoda Slavia and Volkswagen Virtus are both going receive midlife updates soon too. Quite the time to be in the market for a sedan – a bodystyle that’s always felt sporty, because there is something special about lowering yourself into one, even today!

Words Abhay Verma

Photography Saidatta Naik

The post 2026 Honda City First Drive Review first appeared on Turbocharged.

A lot of the M440i’s design cues come from the M4 Competition, especially that large grille and headlamps. Admittedly, the grille design has grown on me, besides which I feel BMW has cleverly used this particular grille on cars that are grin-inducing. So even if you’re not a fan of the design, you’re focused on enjoying your time behind the wheel than trying to make up your mind about the grille! India also gets gloss black highlights on the grille and air dams at the ends of the bumper as standard, which add to its appeal. Wing mirrors, exhaust tips and the faux diffuser at the rear get the treatment too. The headlamps look sharp and aggressive, and the M440i runs on the same, tastefully designed 19-inch wheels as the M340i. The low-slung stance helps it complete the sportscar look, and putting the top down has the M440i Convertible look achingly gorgeous from the sides and rear three-quarter.

The rear looks equally arresting given the tail lamp design, the exhaust tips and also the fatter, 255/35-section rear tyres (front tyres are 225/45-section). The cabin is standard BMW affair though, and I would have liked a more stylish design to go with the convertible body style. That said, the cabin does have a sense of classiness to it given the choice of materials, surface finishes and also the flat-bottomed steering wheel with the brushed metal finishes, especially on its bottom spoke. The front seats are the same sports seats as the M340i which are well-bolstered, and the rear seats are surprisingly spacious for adults to get into, at least for short drives. What’s also worth noting is that BMW has launched the M440i in a single, fully-loaded trim in India.

You get the same curved glass panel as the M340i housing the 12.3-inch driver display and 14.9-inch touchscreen, adding a sense of familiarity. The user interface could be better though, as navigating through menus and sub-menus while driving is a challenge. The list of features includes pretty much everything you need including wireless charging, multiple Type-C USB ports, wireless Apple CarPlay and Android Auto connectivity and some ADAS features. The 12-speaker Harman Kardon music system deserves a mention too, for its excellent audio quality. The roof can be opened or closed in about 18 seconds, even on the go, at up to 50kmph, and makes for a sense of occasion besides grabbing eyeballs, every time you operate it.

The star of the M440i’s show though is the B58 straight-six engine which uses a twin-scroll turbocharger. It offers the same 374PS and 500Nm as the M340i, sent to all four wheels via BMW’s xDrive all-wheel drive system. That’s a potent setup, and interestingly, claimed 0-100kmph time for the M440i Convertible is just 4.9 seconds, which is just half a second slower than the M340i, despite the sedan being around 200kg lighter! I suspect the M440i Convertible will clock close to 4.5 seconds to 100kmph though, which is quicker than the claimed time, as this is something BMW is known to do: understate its cars’ performance. A bit of a letdown is how much more the engine is muted now due to ever-tightening emissions norms, a fact we’d discovered with the updated M340i last year. And yes, some of the engine sound is played through the car’s speakers here too.

This being a convertible though, you have better access to the exhaust note and despite the lowered tone, the engine sounds really good. I can only imagine how much sportier and more sonorous the exhaust note would be with a free flow exhaust system! The 8-speed ZF-sourced automatic gearbox is a delight as always and adds to the joy of giving the B58 the stick with its alacrity and intuitiveness, and also how quickly it responds to inputs via the throttle and paddle shifters. xDrive helps you harness engine’s performance really well too, and also ensures things are always in check despite the rear wheel bias. Driving modes help you tailor throttle responses, steering feel and the suspension to suit your driving style, and my favourite mode is Sport Individual which lets you adjust the drivetrain, steering and damping individually.

Sport Plus ESC is the most fun, especially once you turn traction control off, to turn the M440i into a drift machine! It’s ever happy to have the tail step out, and catching a slide back or holding a drift is easy, thanks to the car’s progressive throttle responses and direct steering. In fact, the M440i is proof yet again that BMW’s steering systems are among the best in terms of responses, feel, feedback and weightedness. A bigger highlight though are the M440i’s adaptive dampers. They’re a pleasant surprise in terms of how well they soak up undulated roads, though obviously there’s an underlying sense of firmness to it all. Needless to mention, the suspension does an excellent job of having the M440i live up to being a performance car from BMW on the handling front, as it holds its line around fast corners and feels supremely stable even well above 100kmph.

Prices weren’t announced when we tested the M440i Convertible, and I was pleasantly surprised when BMW launched the car at ₹1.09 crores ex-showroom. That’s a steal considering the now-iconic B58 engine under its hood, the unmistakeable road presence of being a convertible (with four seats at that!), and the remarkable dynamics. The M440i also feels surprisingly usable and reasonably comfortable as a daily driver, which isn’t something many convertibles can boast of. We’ve known BMW to offer some of the best driving machines positioned as luxury cars for long, and the M440i Convertible doesn’t just join that list, it stands out. And that’s because it isn’t just a convertible, it’s also a driver’s car that truly lives up to the M in its name!

Words Abhay Verma

Photography Swapnil Dhawale

The post 2026 BMW M440i Convertible First Drive Review first appeared on Turbocharged.

Where it lacked in terms of theatrics, the Cyberster seemed to more than make up with its pizzazz. Its drop-dead gorgeous design and electric scissor doors make a statement that will have most prospective buyers ignore the powertrain’s silence. And with a sticker price of ₹77.50 lakh ex-showroom, the Cyberster comes across as a steal if you want a set of wheels that will have your neighbours’ jaws drop every time you head out. My limited seat time had me convinced the Cyberster isn’t just a sportscar for show-boating though, and I had been waiting to spend more time with it, which has finally happened.

I’m not going to talk a lot about the design since that has been spoken about already, it’s the driving experience I’m keen on focusing on. That said, it’s a little hard to not talk about the design because the Cyberster looks stunning, and makes people stop in their tracks to ogle at it. The styling is pure sportscar and it’s also easy to mistake the Cyberster to be an Italian sportscar. I heard many passers-by exclaim “Ferrari!” on seeing it – no prizes for guessing I was driving with the top-down, which allowed me to hear them! The classic sportscar silhouette and short overhangs, silver-finished roll-over hoops, raised boot lip and snazzy-looking 20-inch wheels help it turn heads. And if that isn’t enough, you simply need to drop the top (can be done in 10 seconds, even on the go at up to 50kmph), or just press a button to have the electrically-operated scissor doors do their thing.

I also like the cabin layout, though it feels a little cramped. The triple-screen layout gives the feel of a real ‘cockpit’ and I also like the steering wheel, though the flat-bottom is too wide. The steering blocks your view of the screens on the left and right though, and steering-mounted controls take getting used to. The left and right screens are touchscreens, which means you can toggle through menu options and also choose what you wish to see. The user interface is dated though, and could do with a refresh. The seating position is typical sportscar but you sit slightly higher than ICE-powered sportscars courtesy the battery pack below you, so ingress and egress are easier. Quality of materials feels good, but some customisation options for the colour of the leather would have been welcome.

The Cyberster is strictly a two-seater, and there’s barely any space to keep any bags behind you, though the boot is reasonably-sized. The Bose audio system sounds good and with no exhaust note to entertain and just a bit of a growl through the speakers, you’re better off listening to music with the roof closed. There’s a lot to like about the power delivery and throttle responses and for the matter, full marks to MG for getting the throttle responses as smooth, because you almost never feel you’re driving an EV. Except for when you mash the throttle and give it the beans. Irrespective of the mode you’re, in the Cyberster lurches forward and accelerates hard. Super Sport mode is where you can truly push your passenger into his seatback as the car accelerates so quickly, there isn’t much of a reaction time.

As I found out, the 77kWh battery pack lets you drive for over 400km on a single charge, and a 60kW DC fast charger had me recharge the battery to 80 percent in about an hour. An early morning drive to Pune’s outskirts allowed me experience the dynamics too and the Cyberster impressed with its stability, in a straight line and around corners both, The car feels heavy due its 2-tonne weight though, given the battery pack and weight of the mechanisms for the scissor doors and the reinforcements, as this is a convertible. That said, for most if not all occasions the Cyberster has enough handling prowess to not let you down, thanks to its well-tuned suspension, 20-inch wheels and sticky Pirelli P Zeros. It will also be interesting to see how long the Pirellis last since this is an EV, and there’s lots of torque going to the wheels instantly. The suspension impresses with its balance between ride and handling, and the Cyberster was able to soak up Pune’s potholes and ruts
surprisingly well.

The couple of days I spent driving it ensured heads turned wherever I went in the Cyberster, besides which every time the car was parked outside office, there were people clicking photos of it or with it. And given the experience of living with it, I can confirm the Cyberster is an interesting form of the automobile. It is a looker and an attention magnet and also quick enough to let you drive away if the attention gets too much. Its electric powertrain may not suit everyone’s tastes, but the Cyberster certainly has an audience for itself. Which also explains MG selling over 500 units of the car in just about six months!

Words Abhay Verma

Photography Saidatta Naik

The post 2026 MG Cyberster Road Test Review first appeared on Turbocharged.

Interestingly, we got to drive both versions together, for over 200km each, as we dashed from the Rann of Kutch to Udaipur in Rajasthan, a distance of nearly 500km. I started my day with the Taigun GT, powered by the massively impressive 1.5 TSI engine that puts out 150PS and 250Nm, and comes mated to the 7-speed DSG, aiming to have it stretch its legs on the highway. The 1.5 TSI has been a favourite for us at TURBOCHARGED, not just because we like our engines turbocharged, also because it feels very refined. The power delivery is excellent too, be it the strong bottom-end grunt with minimal turbo lag, or the excellent midrange punch. This, while the 7-speed DSG makes long drives engaging and effortless with its alacrity and slick gear changes.

So the Taigun GT will continue to appeal to enthusiasts, there’s some good news if you’re eyeing the less powerful version of the Taigun. Volkswagen has paired the 1.0-litre TSI to a new 8-speed torque converter automatic now, which replaces the older 6-speed torque converter, and it feels smoother, more intuitive and helps in improving efficiency. The 115PS and 178Nm 1.0-litre TSI engine has always impressed with its sprightliness and performance, and feels as impressive as ever. The 8-speed gearbox helps in extracting more of the three-pot motor’s potential, besides feeling intuitive. I didn’t find the 1.0-litre TSI powered Taigun boring or less powerful either, despite having driven the GT for a few hours!

On another note, the midlife update is helping the Taigun look a lot more appealing. The headlamps are sleeker, the grille is slimmer, there’s a light bar connecting the headlamps and the Volkswagen logo is illuminated, besides which the front bumper design has been revised. The Taigun runs on 17-inch wheels like before but with a new design. The rear end has been updated too: you get redesigned tail lamps with an LED strip connecting them, and the Volkswagen logo is illuminated, in red.

The cabin has been updated too, and the GT’s cabin looks sportier with its black theme and red stitching, while the 1.0-litre TSI powered version uses lighter colours. Volkswagen has also upgraded the air-conditioning system to improve cooling, and it works really well! Seat ventilation works well too, and is a boon. The Taigun also gets more features including a more premium, 10.25-inch driver display which offers more information in a very neat manner. The 10.1-inch infotainment screen hasn’t changed but has been updated, which makes it friendlier to use. The resolution of the reverse camera is a letdown though, and while you get front parking sensors, the Taigun still does not get 360-degree view. There’s a panoramic sunroof on offer now, but unlike the Skoda Kushaq, the Taigun does not get massaging rear seats.

Moving on, the Taigun carries that distinctive German SUV DNA and has always impressed with its balance between ride and handling. The suspension feels firm but does not compromise ride quality, which was helping me on my long drive. Having said that, I’m glad Volkswagen has not made any changes to the chassis or suspension setup, and the also steering offers the same weighted feel and excellent feel and feedback as before.

Overall, it’s good that Volkswagen has focused on the right bits while updating the Taigun. There are a few misses on the features front, but the overall packaging is thoughtful, like the improved air-conditioning and the 8-speed gearbox the 1.0-litre engine is paired with. The biggest highlight though is the Taigun’s performance and dynamics, and just like before, this is very much a driver’s SUV that looks even better now. And with prices beginning from ₹ 11 lakh ex-showroom the updated Taigun makes a strong case for itself, if you are looking for a midsize SUV that you will enjoy driving and your family will enjoy being driven in!

Words: Abhay Verma
Photography: Saidatta Naik, Volkswagen

The post 2026 Volkswagen Taigun First Drive Review 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.

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.