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.

Visually, it totally can, as Triumph designers have managed to capture the aggression of a street tracker motorcycle perfectly, with sharp, angular lines dominating the shape. The parallelogram-shaped number board gives it a unique silhouette, while the tank, which is exclusive to the Tracker, has deeper knee recesses. The rear seat panel is removable, for when you want to carry a pillion, but it is not a simple job and requires an Allen key and some fiddling around under the seat to accomplish. The small tail lamp works in its favour, having been nicked from the Thruxton. Also, side note, while it is illegal to ride without mirrors and we do not condone it in any way, we also can’t help but feel the lines of the Tracker 400 were designed to be viewed without the mirrors!

The main difference between the Tracker and the Speed/Thruxton is the handlebar—the Tracker comes with a wide, low set of handlebars as compared to the Speed, but is decidedly more forgiving than the Thruxton’s clip-ons. The Tracker thus splits the difference between the Speed and Thruxton, with its footpegs too, as those are more rearward compared to the Speed, but ahead of the position they can be found in, on the Thruxton. The console is the familiar unit with an analogue speedo, a tiny digital tacho, and a multi-info display. However, the Tracker seems to have a higher speedometer error as compared to even the rest of Triumph’s 350cc line-up, as indicated by our phone’s GPS.

That being said, on the Tracker, you won’t get much chance to look at the speedo, as the engine is highly strung, requiring you to rev it out properly, and when you do that, it goes down the road with the alacrity of a cat that has heard the chime from the automatic feeder. It gets the newly-developed 350cc mill, and as it has a very short stroke, it loves to rev, which matches the character of the Tracker, and I hit the limiter multiple times in different gears, so quickly it revs. The exhaust note is also very well-suited to the attitude of the motorcycle, and encourages mildly anti-social behaviour.

The handlebars being wider and lower, with the aggressively rearset footpegs, create a riding position that is extremely committed, and thus puts you in the kind of mood to act on your intrusive thoughts, along with that exhaust note. At low speeds, it is one of the easiest bikes to maneuver, thanks to the ultra-wide handlebars. These handlebars also made the Tracker change direction extremely quickly, and I laughed out loud inside my helmet as the agility caught me off guard. I feel the wide bar is the reason it doesn’t have bar-end mirrors, as then squeezing through gaps in traffic would have been well nigh impossible, which is something the Tracker is very capable of.

Triumph is clear on the fact that this one has no off-road aspiration of any kind, and is in fact optimised for street riding. The block tread pattern tyres do a great job of providing traction on smooth tarmac as well as broken ones, though, as I found out during our ride. The brakes are the same radial callipers found on the rest of the range, but the Tracker, owing to its aggressive nature, gets sintered brake pads at the front (organic at the rear), which means extremely late braking on your weekend highway/canyon run can be achieved with ease.

The Tracker 400 is a specialized motorcycle, but I feel it has a definite place in the line-up. As it splits the ergonomic difference between the Speed and the Thruxton, it does the same, in terms of moolah required to park one in your garage (or living room, we won’t judge, it is a good-looking machine). Priced at ₹2.46 lakh ex-showroom, it is ₹12,000 more than the Speed (₹2.34 lakh ex-showroom), while being ₹24,000 less than Thruxton (₹2.70 lakh ex-showroom). This makes it the hooligan’s choice among the Triumph 400 range, and gets our seal of approval!

Words Sayantan De
Photography Alex Toppo

The post Triumph Tracker 400 First Ride Review first appeared on Turbocharged.

In terms of design, you’ll not be able to tell any difference, because there aren’t any. The only change between the older version and this one is the engine (more on that later). It is still pretty loaded, with an LCD instrument cluster shared with the Pulsar NS400Z, four different riding modes, dual-channel ABS, USD forks, a rear monoshock, and multiple factory-fitted accessories. It also has a USB port, but it is not a C-type one.

Now, let’s address the elephant in the room: the new, downsized 349cc engine. The smaller displacement is the result of a reduction in the stroke length by 3.9mm, just enough to fit this engine under the 350cc bracket. On paper, it sounds too good to be true, as Bajaj has managed to increase the peak power output by 0.6PS! However, the peak torque has dropped by 1.8Nm, and the rpm at which it arrives has also shifted up by 1,000rpm (40.6PS at 9000rpm and 33.2Nm at 7500 rpm). For your reference, the older 373cc unit produced 40PS at 8800rpm and 35Nm at 6500rpm. 

The power delivery is linear, just as before, but feels more muted now, which is bound to happen with a less strong mid-range. Also, at the top of the rev range, there is no drama, and the motorcycle feels flat. Don’t get me wrong, it is still a fast motorcycle, but the lack of torque is noticeable, especially during city riding. With the torque now shifted up, you’ll have to hold each gear for longer to get optimal performance. On the highway, which had always been the natural hunting ground of the Dominar, it still feels easy and relaxed. On a different note, the refinement levels have gone up, and the engine feels smoother with significantly less vibration.

Priced at ₹2.04 lakh ex-showroom, the 350cc Dominar 400 offers way more bang for the buck, with very little compromise. The 373cc Dominar 400 was priced at ₹2.40 lakh ex-showroom, so you are saving around ₹36,000, which is still a sizable amount. According to Bajaj’s claim, the customer is saving up to ₹50,000, but that’s not the case. That amount is calculated on the ex-showroom price with 40 percent GST, but that never happened as Bajaj absorbed the GST price hike instead of passing the difference on to the customers. 

It is a brilliant motorcycle in isolation, but if you have ridden the old Dominar, this one is unlikely to cut the mustard. Nevertheless, the Dominar 400 still makes a strong case for itself and is a viable option to consider for someone who is in the market for a sport touring bike.

Words Yash Bhargava
Photography Alex Toppo

The post 2026 Bajaj Dominar 400 First Ride Review first appeared on Turbocharged.

The NS nameplate has had a cult following, and has always appealed to buyers looking for performance in naked form without breaking their bank – the NS400Z has been the most affordable 400 you can buy! This, while also getting a lot of tech and features, like four riding modes, a bi-directional quickshifter, dual-channel ABS, USD forks and a fully-digital LCD  for the instrument cluster, making it the most value for money 400s too. However, the secondary display within the instrument cluster always felt like an afterthought, but I guess buyers are satisfied with it, as it also made its way into the Dominar!

Coming to the ‘new’ 349cc engine, the motor offers 40.6PS at 9000rpm and 33.2Nm at 7500rpm. This means the power output is down by 2.4PS and peak torque by 1.8Nm as compared to the larger, 373cc engine. But thanks to a different state of tune, this engine still feels lively and aggressive, and as a fellow NS owner, I can say this is what NS customers want! Yes, the slight drop in power is noticeable, especially in the midrange, but as you cross the 7,000rpm mark, the Pulsar transforms into a different machine, but still a familiar one. 

The power surge doesn’t last for long though, and you realise the need to shift up rather quickly. This cycle of having to constantly chase that surge is an experience in itself, especially if you’re used to riding a Pulsar. The bi-directional quickshifter works as well as always, and enhances the overall riding experience and is a value addition I’ve always liked, and I found it to be quite addictive given the ease and convenience it offers! The engine feels more refined too, with slight vibration at the top end, but nothing too drastic or distracting. In essence, yes, the NS400Z has traded some of its firepower quite literally, but not all has been lost, and it still retains the characteristics that Pulsar fanboys are fond of.

Overall, the Bajaj Pulsar NS400Z is still fun and exciting. And given the revised price tag of ₹1.80 lakh ex-showroom, it is safe to say that the biggest Pulsar’s ‘definitely daring’ experience is even more accessible now.

Words Yash Bhargava
Photography Alex Toppo

The post 2026 Bajaj Pulsar NS400Z First Ride 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 only change between the ‘350cc’ 390 Duke and the 399cc engine powered one (now sold as the 390 Duke R) is the black colour of the frame on the 350 as opposed to orange earlier. There’s no other way to tell this one apart, as even the engine looks exactly the same. The design and decals, rider aids like launch control, traction control, quickshifter and instrument cluster display are all the same too. The engine runs a shorter stroke (down to 56.15mm from 64mm), while bore is the same at 89mm. So you get 41.5PS produced at 8,600rpm and 33.5Nm produced at 7,000rpm now, a sizeable drop of 4.5PS and 5.5Nm!

Power delivery feels more linear now, and while many will appreciate the new calmer demeanour, some (me included!) will miss the 390 Duke’s strong surge above 5,000rpm. You thus need to work the engine harder to enjoy the ‘390 Duke’ experience, and while the bike feels friendlier, I felt the bike is not as edgy or intimidating as it used to be, which was one of the reasons I was gobsmacked by the current generation 390 Duke. All is not lost though as the bike handles as well and loves being thrown into corners or slicing through traffic. You can turn still rear ABS off to lock the rear wheel and Track mode still lets you pull stoppies and of course, you can still pull good wheelies too.

But things have been toned down in the interest of making the 390 Duke more affordable. And yes, it has received a massive price cut of ₹62,000 (as compared to the 390 Duke R), and the bike retails at ₹ 2.77 lakh ex-showroom. This is a very good price, and come to think of it, the trade off in performance also makes the 390 Duke a better upgrade for riders moving up from smaller, less powerful motorcycles. May be, this one should have been renamed as the 350 Duke though, because the 390 Duke has always been known to be a true hooligan!

Words Abhay Verma

Photography Saidatta Naik

The post 2026 KTM 390 Duke First Ride 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.

The design of the Indie Gen 3 is still very familiar. It has the same boxy and slightly rugged look which sets it apart. At first, it may feel a bit plain or even bulky. But once you start riding it, it starts to make sense. The panels feel strong, and feel durable. It does not try to look futuristic or overdone. Instead, it feels rugged. The kind of design that is built for use rather than just looks.

The Indie Gen 3 really starts to stand out when you swing your leg over it. The wide floorboard is one of its highlights which is genuinely useful in daily life. You can carry bags, groceries without having to adjust much. It makes the scooter feel more like a tool than just a mode of commuting. Storage spaces are well planned and easy to use. In fact, it has 43 litres of underseat storage which can accommodate a full-size helmet and extra items too. The digital display too, is simple and clear. It shows all the important information without demanding too much of your attention. You get the basics like speed, battery level, and ride data. There are connected features as well.

Performance on the Indie Gen 3 is tuned for city use. It is not very aggressive off the line, but it has enough power to keep up with traffic. The throttle response is smooth and predictable, which makes a big difference in daily riding. There are no sudden jerks or surprises. The ride modes – Eco, Ride and Rush alter the throttle response and the Rush mode does make it go very quick. But that said, it comes at the expense of quick depletion of the 4.5kWh battery which has a claimed IDC range of 169 km. There is enough torque when needed. Overtakes in the city are easy, and it never feels underpowered. The top speed is decent for urban riding. Range is practical and usable. In real-world conditions, it should cover most daily commutes without stress. Braking is another strong point as it gets disc brakes on both ends. The scooter stays stable under hard braking, and the levers give good feedback. Build quality also stands out, with switches and body panels feeling solid.

On the road, the Indie Gen 3 feels stable and easy to ride. The upright riding position works well in traffic, and the wide seat adds to comfort. Even longer rides do not feel tiring. The suspension is slightly on the firmer side, but it suits our road conditions as it handles bad roads, speed breakers, and rough patches with confidence. It does not feel soft or too bouncy. In traffic, the smooth throttle and stable chassis make it very easy to manage. You can ride slowly in tight spaces or move faster on open roads quite easily.

Overall, the River Indie Gen 3 is a well-balanced electric scooter. It may not have a flashy design or a very punchy performance, but it delivers practicality and comfort, and is built for everyday use. The design may not appeal to everyone, and some might find it a bit bulky. But for most users,it does what it is meant to. Priced at ₹1.47 lakh ex-showroom, it is also a Red Dot Award winner for the year 2025, which tells us that River has given the Indie Gen 3 a lot of attention to detail. 

Words Mrinmoy Choudhury

Photography Saidatta Naik

The post River Indie Gen 3 Review first appeared on Turbocharged.