Mahindra Thar

The 2-door is available with three engine and two gearbox options. You have a 1.5-liter diesel available in base models with a 6-speed manual, making about 118 hp and 300 nm. Moving up the range, the 2.2-liter turbo diesel comes into play with a 6-speed automatic as an option, producing 130 hp and 300 nm of torque. A 4X4 is also available.

Similarly, petrol heads have a sole choice of a 2.2-liter TGDI engine with 150 hp and 320 nm of torque, paired with a 6-speed manual or 6-speed automatic from Aisin, available with RWD or 4X4.

We drove the Thar, which is a popular diesel automatic setup. However, from what we heard about the 6-speed manual from our peers, the clutch is extremely heavy for both diesel and petrol engines.

Operating the Thar petrol/manual was described as a leg workout due to its long travel and lack of bottom-end thrust. The diesel rectifies this a bit, as most of the torque is available from as low as 1600 rpm!

We drove about 400–500 km in our co-worker Parminder’s loaner Mahindra Thar and found the NVH to be very well controlled from the engine and gearbox. The torque converter was buttery smooth, and the commanding driving position meant we were driving pretty chill even in the hectic rush at Azad Market before merging onto GT Karnal Road, our usual test road.

We set the cruise control at about 95–100 and found the ride to be pretty smooth, despite Thar’s body-on-frame engineering. Taking turns and overtakes at that speed is a completely different story, and is not at all recommended due to nauseating body roll and very anxiety-inducing brakes.

Mahindra is never known for its fuel efficiency, and the Thar is no exception. Despite being a diesel, our MID showed just 11.6 kmpl on highways—which dropped to single digits during spirited driving whenever we managed to get hold of empty stretches.

Opening the door, we found ourselves amazed at how high you need to step to get into the all-fabric black seats. For nearly 18 lakhs, Mahindra should have offered leather, but I guess it's all about utility with the Thar. The infotainment is nothing fancy—just a medium-sized screen and an analog gauge cluster (which I like) with the MID in between. The switchgear and build feel quite sturdy, as I would expect.

You get a pretty, confident, inspiring view of the big bonnet, and everyone and every car around you suddenly feels diminutive—such was the view from our well-insulated cabin. We tried both automatic and manual modes with no problem whatsoever.

Thar’s interior is pretty basic, but none of its fans are complaining. There are no Type-C ports, rear-view cameras, or ventilated seats, and seat adjustment is pretty limited. The seats are comfortable, and an average-sized individual will appreciate their contouring. The rear seats are also spacious, with a very high roofline for all passengers.

Now, for the cons: the boot space is hilariously low and is only enough for a couple of school bags and tools. You cannot carry four passengers and all their cargo at the same time.

Thankfully, the modifications for the Thar are endless, and plenty of custom storage solutions are available.

The sheer size and aura of the Thar is something that you only appreciate once you get up close and personal to India’s most capable off-roader. It is an unapologetic “under license” copy of the Jeep Wrangler in terms of aesthetics, which has been the case for more than a decade now.

The massive front end comprises a traditional 7‑slot grille, iconic round headlamps , and a massive unpainted front bumper. The purity of purpose in Thar’s design is in spades, thanks to its square body style, exposed hinges, vertical windshield, and ground clearance rivalling that of an anti‑mine vehicle.

“Now this is a proper SUV,” is something everyone in my office in Udyog Vihar uttered in one way or another when they first saw our top‑of‑the‑line Thar Hardtop LX Diesel. The all‑black styling and gunmetal alloy wheels gave it a menacing appeal from every angle imaginable.

Depending on what kind of Thar buyer you talk to—style, stance, aura, road presence, or “TORA”—is a big part of its success, with over 2 lakhs units sold at the time I was typing this article on my HP Pavilion.

Mahindra’s design team did a great job in blending modern touches and beefy body panels with the charm of old‑world design cues like exposed door hinges and hood clamps. Our variant came with 18‑inch alloy wheels and MRF Wanderer tires. The lack of LED at this price point is inexcusable, though!

Despite packing just 2 airbags, the Thar managed to get a solid 4‑star safety rating in GNCAP. 6 airbags are not an option due to its compact size and are only available on the 4‑door variant. Aside from these features, ESP, ABS, and EBD are also present, along with the inherent traction and stability of the 4X4.

A couple of things to note here: first, the brakes are pathetic. Emergency stops from 100 km/h or 70–80 km/h even need to be predicted and planned in the Thar, which sounds stupid—and it is. The rear drum brake setup is an embarrassment for a car that weighs more than 1600 kg! I have seen and driven an Ertiga with better stopping distances.

Second, the Thar’s ability to reach 100 km/h in a straight line is commendable, thanks to plenty of low‑end diesel grunt. However, you cannot maneuver it or cut traffic with confidence and poise at those speeds, due to very noticeable body roll. On my way to Sonipat via GT Karnal Road, I found the sweet spot for overtaking and cutting to be around 75–85 km/h. Above that, the sideways motion is too much to ignore.

On a positive note, the Hill Hold Descent works well. The previous owner went out to Spiti Valley and found the feature to be working perfectly; I could not test this one out.

Thar is in a league of its own and doesn't have any notable rivals. Crossovers like the Hyundai Creta, Kia Seltos, and Grand Vitara—with their monocoque bodies—offer a comfortable ride but lack the sheer road presence and unparalleled off‑road prowess that the Thar has.

Mahindra Thar exceeds our expectations when it comes to show‑off and off‑road capability. I don’t think this will be the first car for anyone; it's a number‑two car at best, due to its lack of boot space and a footprint that is nothing short of an urban nightmare. But if you have a few lakhs extra and don’t care about rock crawling and such, the RWD diesel automatic is enough for bragging rights.