The Tata Sierra.ev comes with two battery pack options – 63kWh and 75kWh with a claimed MIDC range of 565km and 665km respectively. This translates to a real-world driving range of up to 460km with the 63kWh battery pack and up to 530km with the 75kWh battery pack. For the powertrain, the Sierra.ev uses a dual e-drive setup which TATA is calling a quad-wheel-drive. The rear e-drive makes 238PS (175kW) and 340Nm while the front e-drive puts out 140PS (103kW) and 164Nm. The front and the rear e-drives produce a combined total output of 378PS and 504Nm. This also gives the Sierra.ev a performance advantage over direct rivals like the Hyundai Creta Electric and VinFast VF6, which are also positioned as electric midsize SUVs.

It takes about 26 minutes to charge the Tata Sierra.ev from 20-80 percent and supports DC fast-charging up to 120kW. You also get a 7.2kW home charger (purchased seperately) and 3.3kW vehicle-to-load. Not only this, with just 15 minutes of charging, you can add up to 263km range on the 75kWh battery pack and 238km range on the 63kWh battery pack respectively.

The Sierra.ev also boasts high equipment levels, just like its internal combustion engine powered version. It is equipped with six airbags as standard, a 360-degree view system, Level 2 ADAS, electronic stability control, tyre pressure monitoring and more on the safety front, besides an expansive horizon view display inside, a panoramic sunroof and a lot more. While prices for the 63kWh battery pack RWD variant start from ₹18.79 as mentioned above, prices for the 75kWh RWD variant start from ₹22,19 lakh and top off at ₹24.70 lakh ex-showroom. Customers can also upgrade the Empowered A 75 variant to quad-wheel-drive for an addtional ₹1.2 lakh. We will be driving the Tata Sierra.ev soon – stay tuned for our detailed first drive review!

The post 2026 Tata Sierra.ev launched at ₹18.79 lakh first appeared on Turbocharged.

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.

Lava is one of those Indian brands that still exist, while many others have closed their books. And with time, it seemed to slow down and almost disappear from our minds eventually, especially with a lot of Chinese-origin smartphone makers taking over the market. But the story was far from over. In 2022, Lava equipped itself with a lot of market research and consumer demands, aiming to push its smartphone business to new heights and with that, Lava again was back into the game.​

With a number of entry-level and mid-range offerings, Lava is offering some really good features and specifications, considering the prices, which are absolutely affordable, allowing consumers to experience premium features without denting their bank accounts.

The Lava Community Insiders Meet in Goa was the brand’s maiden attempt at creating a larger community of press, digital media and individual content creators and taking them through the brand’s stories while giving them a look into its product portfolio. Lava says that it is not only looking to build a bigger community, but also taking the feedback to bring even better products in the future. In fact, the brand’s senior leadership present at the event shared some delightful insights which look promising.

Talking about products, Lava’s #ProudlyIndian tagline is going international. Lava proudly announced that it has unveiled its flagship AGNI 4 5G smartphone in the UK and will launch the product there in the month of July, 2026. The UK smartphone market is largely dominated by the likes of Apple and Samsung, and consumers do not really prefer buying Chinese-origin products. However, that is not the case with Lava as the brand has managed to localise up to 70 percent of its production in India and hence acceptability is not an issue. Lava is also focusing on expanding to other countries where budget phones are widely used.

Lava is also the third largest maker of feature phones in the world, with nearly 20 million phones rolling out of its assembly lines. Moreover, the brand also provides innovative services like ‘Service@home’ where any issue with the smartphone is attended by its technicians at the comfort of the customer’s home with the majority of issues being solved within 48 hours, even in remote parts of the country. For feature phones, one just has to submit the phone to their nearest retailer and is handed a replacement handset immediately. Considering a large number of Indian consumers are still using feature phones, this particular service is an absolute boon.

While smartphone manufacturers are pushing newer designs and better hardware, Lava is focused on building a better customer and service experience with its products. Things like bloatware-free OS experience and feature-packed smartphones with affordable price tags, Lava is writing a very interesting story for itself.

The post Lava Community Insiders Meet – Goa Edition first appeared on Turbocharged.

The design is quite impressive, and OnePlus has given up the smooth lines in favour of a slightly boxier-looking case. The surface finish of the case is matte, and in the Astral Teak shade, it looks quite soothing, at least to my eyes. And due to its matte finish, the case does not pick up smudges or fingerprints, which is definitely a good thing. If you do not like it flashy, you also have a black colour option for a stealthier look.

Pop open the case, and you see the buds, which weigh 4.3 grams each, which is almost nothing. That said, these buds feel almost invisible when you wear them. The box also comes with additional ear tips, so you can pick one for that perfect fit. Since the buds also feature an IP rating, occasional splashes and sweaty gym sessions will not hamper them.

Now let us address the elephant in the room – which is audio quality. The choice of hardware used shows in its performance, starting with 12mm titanium-coated drivers. I ran the buds through my playlist. From classics to rock, metal, and electronic music, the listening experience has been more than satisfactory. While the low end of the music sounded punchy, the mids and highs were also clear. It is almost the case with all budget buds, which start sounding muddy when you increase the volume. But that is not the case with the Nord Buds 4. Those who like to do some additional tweaking can use the tuning options to fully adjust the equaliser to their liking with the HeyMelody app on their phone.

Call performance is impressive, thanks to 52dB of Active Noise Cancellation, and it shows in daily use. Call clarity is excellent, and with six microphones, three on each side, you can feel the difference in chaotic places by turning it off and on. However, with very loud ambient noise, the sounds can be heard by the other person, which is not a dealbreaker, especially for the price.

The OnePlus Nord Buds 4 runs on Bluetooth 6.1 and connects swiftly to your device. It also comes with dual-device pairing, which allows you to connect to two different devices at once and switch between them quickly. The touch sensors are also receptive and allow you to control the buds effectively. Codec support is basic, with standard AAC and SBC support.

The claimed battery life is a total of 54 hours of playback. While the buds have a 62mAh battery each, the case packs a 530mAh battery, and with just 10 minutes of charging via the Type-C input port, you get a claimed three hours of playback. I used the buds almost every day, charging them only when they were completely drained, and I honestly do not remember charging them too often. Even for heavy users, the buds should deliver a day’s worth of usage with ease.

For a price of ₹3,299, the OnePlus Nord Buds 4 make a great value proposition, especially for heavy users who tend to extract the maximum performance from their gadgets. The fit is great, and the ANC does its job quite well. And to be honest, these buds handle everyday use with ease thanks to the solid build quality, while the sound quality takes the crown. However, I must remind you that for just ₹700 more, you can also get your hands on the OnePlus Nord Buds 4 Pro, which does take the performance a couple of notches higher. But if you are purchasing within a strict budget, think no further and get the Nord Buds 4, and you shall not be disappointed.

The post OnePlus Nord Buds 4 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.

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.

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.

The Himalayan Basecamp – Ladakh Edition, takes place from September 4 to 6, 2026 in Leh. At 11,480 feet, it is being pitched as India’s first immersive adventure intersection. The event runs across five broad experiences. The first is competitive challenges on Ladakh’s terrain – a Navigation Challenge using a roadbook and Time-Speed-Distance format, a multi-discipline off-road test called Himalayan Spirit running across all three days, and a Hill Climb event. 

Then there are the masterclasses. Experienced overlanders and outdoor specialists will lead sessions on bush mechanics, off-road recovery, motorcycle overlanding, 4WD essentials, and even overland cooking, building campfire meals at altitude.

Adventure sports comes next. Rafting and kayaking on the Zanskar and Indus rivers, rock climbing and scrambling at Shey with certified instructors, hiking, mountain biking through Disko Valley, and paragliding are all on the programme. Most activities are open to beginners.

Beyond that, seven curated rides cover Ladakh’s less-ridden roads. These include photography and culture rides through pottery villages and monastery courtyards, riverside heritage routes, a Sacred Rides circuit, and the centrepiece – the Triple Pass Expedition across Khardung La (17,582 ft), Wari La, and Tanglang La (17,480 ft).

The fifth element is deliberate recovery. Moto Yoga, a rider-focused endurance and recovery session, sits alongside fireside conversations in the Explorers Tent, Ladakhi food under open sky, and acoustic music as the evening settles in.

Royal Enfield has organised guided rides departing from 24 cities across India for those who want the journey to count as much as the destination. GPS routes are also available for independent riders. Flying in is an option too.

The post Royal Enfield announces Himalayan Basecamp – Ladakh Edition first appeared on Turbocharged.

The new company will focus on the production, local assembly and supply of motorcycle ABS components in India. Operations of this new company will be carried out in a dedicated manufacturing facility in Chakan, Pune.

The project includes the deployment of advanced automated assembly lines with an expected recruitment of around 50 personnel, an increase in production volumes and a higher level of localisation of the supply chain.

The joint venture will offer both dual-channel and single-channel ABS solutions to Indian OEM manufacturers, with more advanced production in the future. Also, the industrial setup has been designed to enable the venture to respond effectively to the existing market needs and to quickly adjust to the evolving safety standards in India.

The post Brembo and Ningbo SAFE Brakes Systems Sign JV for Motorcycle ABS Production In India 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.