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.

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.

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.

On the front, the Pad 4 shines bright with a large 13.2-inch 3.4K IPS LCD panel with a 144Hz refresh rate and 2400 x 3392 resolution with 315 ppi density. It is bright, sharp and very smooth while scrolling or gaming and the colours look good too. The only thing some users may complain about is the LCD panel instead of OLED/AMOLED, especially at this price range. But honestly, this is one of the better LCD displays on an Android tablet. Watching content feels very immersive and the output 8-speaker setup is surprisingly loud and clear.

Performance is flagship-grade. The Snapdragon 8 Elite Gen 5 chipset handles pretty much everything without stress. Be it gaming, multitasking, editing, split-screen apps, all run smoothly. OnePlus offers 8GB RAM with 256GB storage and a higher 12GB + 512GB variant. Storage is fast UFS 4.1, and OxygenOS 16 delivers a clean and responsive experience.

In the camera department, there is a 13MP rear camera and an 8MP front camera. The rear camera works fine for document scans and occasional quick shots in good lighting, but image quality drops indoors. The front camera is decent for video calls and meetings, though still not exceptional. Tablets are rarely camera-first devices and the Pad 4 doesn’t try to overpower with its camera setup either.

Battery life is one of its stronger areas. The 13,380mAh battery comfortably lasts more than a day with mixed use. The standby battery drain is very low too. The 80W fast-charging helps a lot because charging a battery this large could otherwise take a long time.

Overall, the OnePlus Pad 4 comes across as a premium, well-built Android tablet which features great hardware, a crisp display and delivers performance that you would need from a tablet in the premium segment. Be it watching and scrolling through content or just regular use for work and otherwise. The Pad 4 comes with a promise of smooth performance and excellent battery life.

Price: ₹59,999 onwards | oneplus.in

The post OnePlus Pad 4 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.

Design-wise, the Motorola Signature looks different from the rest of the competition. The smartphone comes in a very thin profile, which measures just 6.99mm. The frame is crafted out of aircraft-grade aluminium, while the display slightly curves at the sides. The Signature weighs 186 grams, making it one of the lightest phones in the segment. Available in two colours – Martini Olive and Carbon, the olive option gets a twill-like weave on the back while the Carbon gets a textile-inspired texture, making it quite unique, both in looks and feel. The rear panel also houses the camera island, which houses all the sensors and the LED flash. On the front, you get Corning Gorilla Glass Victus 2 and the smartphone is IP69 and IP69 rated with water resistance of up to 30 minutes at a depth of 1.2 metres. Additionally, it also comes with MIL-STD-810H military-grade certification (for harsh outdoor conditions).​

Signature aces the display game with the 6.8-inch 1.5K LTPO Extreme AMOLED display, which offers up to 165Hz of refresh rate, Dolby Vision and 6,200 nits of peak brightness. The colours are punchy, and the blacks are deep, which enhances the viewing experience. With Dolby Vision and HDR10+, you can view HDR content on streaming platforms like Netflix and YouTube. However, the 165Hz screen refresh rate is active only while gaming and not during regular usage. Using the phone outdoors is also not a problem, as the 6,200 nits of peak brightness make it easy to see even under direct sunlight. Moving on, the audio quality is quite impressive from the stereo speaker setup on the Motorola Signature. The sound is from Bose and Dolby Atmos. There are speaker grill cutouts both on the top and bottom of the device, and the loudness can fill a small room.​

The Motorola Signature runs on Hello UI, which is based on Android 16. Motorola says that it will provide up to seven years of OS and security updates. However, the talking point is the clean and bloatware-free UI experience. You also get Moto Secure 5.0 with ThinkShield and Moto Unplugged, which brings digital well-being tools. Additionally, the  Signature Club application is a digital concierge service that offers several privileges, including travel booking assistance, airport meet-and-greet services, golf course reservations, and access to exclusive events. However, there is a payment involved for utilising these services, and Motorola is providing a ₹6,000 welcome benefit for the same.​

Coming to the heart of the device, which is the processor. Powered by the latest Qualcomm Snapdragon 8 Gen 5, up to 16GB of RAM and up to 1TB UFS 4.1 storage, which in real-world usage keeps the device from lagging or stuttering in day-to-day usage. The phone feels smooth and responsive to use, while launching apps takes no time, even with multiple applications open in the background. The phone can also handle graphics-intensive gaming like Call of Duty Mobile, BGMI, and Asphalt. However, with extended periods of gaming, the smartphone tends to get quite hot.​

Coming to the cameras, the Motorola Signature comes with a triple-camera setup at the rear and a single front camera peeking through the punched hole on the display. The rear setup includes a 50MP f/1.6 primary sensor, 50MP periscope telephoto sensor and 50MP ultrawide sensor. The front camera, too, is a 50MP unit. The images from the primary camera looked sharp, detailed and had punchy colours in daylight conditions. Lowlight performance is also decent and well-balanced between highlight and shadow details. The telephoto sensor also delivers satisfactory results. You can shoot up to 100x, but that would be too far of a throw for a small sensor. Images shot with up to 6x zoom carry enough details with less noise. The wide-angle camera captures detailed images with less distortion. The front camera does a good job of taking selfies. Video performance is not held back either. The Motorola Signature can record footage up to 8K Dolby Vision at 30fps. Video stabilisation is also good, and all the sensors can shoot 4K 60fps.​

The battery performance of the Motorola Signature did not fail to impress. The 5,200mAh battery supports 90W fast-charging with the supplied charger in the box and 50W wireless charging. The phone lasts a full day of normal usage that includes music, content and social media scrolling.  The phone can charge from 0 to 100 percent in about an hour.

The Motorola Signature stands out among premium smartphones with its performance, as the company has packed flagship-level tech and features into it. The handset comes in a premium-looking and sleek package and excels in day-to-day tasks. Camera and battery performance also deserve a mention. If you are looking for a flagship phone with good cameras and decent battery life, the Motorola Signature is a good choice, especially for a price of ₹69,999 for the 16GB RAM/1TB storage variant, while the base variant with 12GB RAM and 256GB of storage costs ₹10,000 less.

The post Motorola Signature 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.

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

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