The second generation of the Škoda Kodiaq does not attempt to reinvent itself. In fact, it makes a deliberate effort not to. Rather than chasing the latest trends or over-engineering for attention, it leans into careful refinement. The result is a car that is longer, quieter, smoother, and more thoughtfully put together. While every new SUV in the market wants to make a spectacle of itself, the Kodiaq's restraint feels almost refreshing. There is no bluster here. No fake sportiness. No exaggerated, rugged posturing. Škoda understands its customer, and it understands that the Kodiaq's job is to be a competent, comfortable, and well-engineered seven-seat SUV. For the most part, that is precisely what it is.
There are, of course, a few oddities. A badge at the rear proclaims "4x4," which is not entirely accurate. The new Smart Dials represent an inventive approach to cabin controls, though not without their compromises. And the third-row seats still feel like an optimistic afterthought. Nevertheless, what the Kodiaq offers is a quietly convincing case for sensible ambition. It does not try to do everything. It tries to do what matters, and it tries to do it well.
Verdict
There are two variants on offer. We drove the L&K, which is the full luxury experience. Massage seats, panoramic sunroof, 360-degree camera, and more. The Sportline variant brings a darker, sportier look with different seats and fewer frills. If you do not need massage functions or chrome highlights, it might be the more sensible choice because it definitely gets better looking wheels.
The expected pricing is around ₹50 lakh. That goes up against other seven seat rivals like the Toyota Fortuner, MG Gloster, and Jeep Meridian in terms of seats per rupee. It even brushes against the entry-level luxury space occupied by cars like the BMW X1 and the Audi Q3, yet offers more space, more seats, and, arguably, a better ride.
Škoda has done what it does best. It has taken a premium experience and delivered it at a price that feels honest. The Kodiaq is quietly competent, unusually thoughtful, and just quirky enough to keep you interested. If you can overlook the misleading badge, the gearbox, and the bass that never quite arrives, you will find yourself in a mature, composed SUV that understands its purpose. It does not need to prove anything. It already knows what it is.
Under the bonnet sits a 2.0-litre turbo-petrol engine producing 201 horsepower and 320 Nm of torque. The delivery is linear, possibly too linear. It builds steadily through the revs without ever feeling urgent. The seven-speed DSG has been revised, though its city manners are still a bit hesitant. It tends to pause before downshifting and often shifts up with a slight delay. It is better on the highway, where it settles into a rhythm. Turbo lag is noticeable at lower speeds. Not enough to be a dealbreaker, but enough to remind you it is there, like the office colleague who always turns up just after the meeting has started.
The ride quality, especially on Mumbai's broken roads, is genuinely impressive. The Kodiaq glides over bumps with a calm, composed confidence. There is a Germanic firmness to the suspension, but it never crashes or thuds. It is quiet, refined, and entirely unfussy. Around corners, it behaves with more poise than its size would suggest. Body roll is present but controlled. You do feel the added weight and length compared to the previous model, but it never becomes clumsy. The steering is light and completely numb. You could be playing a video game and feel more feedback, though that is par for the course in this segment.
It is properly quiet on the highway. Tyre and wind noise are minimal. The suspension works in hushed tones. There is no unnecessary drama. Just calm, collected progress. Visibility is excellent. The turning radius is manageable. The 360-degree camera makes tight city manoeuvres simple. Adaptive LED headlamps perform well at night. Ground clearance is more than sufficient for urban adventures involving potholes and speed bumps.
Boot space remains usable even with all three rows in place. That in itself is commendable. As for the third row, it still feels more like a moral gesture than a serious seating option. Fuel economy during testing hovered around 6.8 kmpl, according to the instrument cluster. That is quite respectable for a petrol-powered seven-seater with all-wheel drive. The Kodiaq will not set your heart racing, but if the goal is to transport seven people quietly and comfortably, without complaint or chaos, it does the job beautifully.
The interior tells a different story. This is where Škoda has gone all out and the interior quality has taken a significant step up. The cabin is rich with detail, layered in texture, and clearly designed with both practicality and comfort in mind. The dashboard now features a dramatic twin-hump design, and the 12.9-inch floating infotainment screen wireless Android Auto and Apple CarPlay is impossible to miss. The dashboard uses varied materials to break up visual monotony. The Cognac leather in the L&K version feels plush and inviting. Ambient lighting is tastefully executed and customisable. Storage is abundant. There are two gloveboxes. The centre console is deep. Door handles are sculpted like design objects. There is even a built-in bin and a compartment for an umbrella at the front door. These are the sort of touches that elevate the experience.
Beneath it are the new Smart Dials. These are physical rotary knobs with digital displays at the centre which remind me of the past Land Rovers. The central dial cycles between fan speed, audio volume and drive modes. The side dials manage seat heating, cooling, and climate zones. In theory, they reduce button clutter. In practice, cycling through them while driving can be distracting. It feels like a good idea that still needs refining. Clever, yes. Flawless, no.
Climate control is tri-zone. Front passengers get dedicated Smart Dials. The second row has its own temperature zone, although there is no control over fan speed. But seating in the third row feels a bit like being exiled to the attic and told to be grateful for the roof.
The Canton sound system includes thirteen speakers and a subwoofer. It delivers clarity and presence in the treble range. Those who prefer strong bass will be reaching for the equaliser and reliving their Winamp years, but only to be disappointed by the lack of depth that no setting will overcome.
There are two wireless charging pads, both ventilated to prevent your phone from cooking itself. Multiple USB-C ports are spread across the first two rows. A large panoramic sunroof lets in an abundance of light, making the cabin feel even more spacious.
The front seats are genuine thrones. Besides memory for three individual settings they offer heating, cooling, and eight massage programmes. They adjust in every direction and may eventually convince you that you do not, in fact, need that chiropractor. The second row is equally accomplished. The seats slide and recline. Adults will be content. Children will be delighted by the tablet holders and integrated sunblinds.
The third row, on the other hand, remains best folded away. Accessing it involves a convoluted sequence that borders on the theatrical. Once you are in, comfort is minimal. Only very small children or unusually flexible adults will be at ease back there.
The Kodiaq remains filled with "Simply Clever" touches. There are cupholders with little grips to hold bottles in place for one-handed opening. There is a sliding lid that expands the cupholder tray to accommodate four drinks. Door bins are lined with felt. There is even a clip on the windscreen.There’s additional storage under the boot floor for the load cover. And, of course, umbrellas are on the front doors. No one needs these things. But they make the car feel considered.
From a distance, the new Kodiaq is unmistakable as a Škoda. The shape is familiar, but the details have evolved. The new octagonal grille, now with an integrated LED light strip, looks more upmarket. The crystalline matrix LED headlights are sharp and modern. At the rear, a new C-shaped taillamp completes the refresh. Everything appears well resolved, with a level of fit and finish that suggests German engineering delivered on a slightly more pragmatic Czech budget.
Look more closely, and some of the original's character has been smoothed away. The upright stance of the first-generation model is gone. In its place is a sleeker, more refined face that, while contemporary, lacks a bit of presence. It is attractive in a polished, urban kind of way, but not especially memorable. It has become less king of the jungle and more polite city bear. A bit more minimal and a bit less majestic.
The new generation car is 59 millimetres longer, and that added length is meant to improve third-row space. We shall come to that later. Visually, the extension gives the car a stretched profile. With its pronounced D-pillar and more linear proportions, it feels closer to a large estate car than a traditional SUV. That is not a criticism. Some of us happen to like estate cars.
The L&K variant rides on aerodynamic 18-inch wheels. They are undoubtedly efficient, though they would not look out of place on a conservative electric car. There are contrast body panels unique to this trim, and that LED strip across the grille adds a touch of flair. But the “4x4” on what is technically an all-wheel-drive car feels more like writing “PhD” on your Tinder profile because you once Googled how gravity works.
