The arrival of the second-generation Thar in 2020 also marked the beginning of its tryst with tarmac. Yes, the Thar was always built to mud-plug, but roughly eight minutes into its launch, it had begun to spawn a larger fan following among people who wanted little to do with the unforgiving outdoors. Other than for the optics of it, at best. It’s this fanbase that made the Thar an unprecedented blockbuster — a success story nobody saw coming. Its evolution, therefore, was going to be dictated by this lot, whether you like it or not.

What you get as a result is this, the Thar OG. It still is an off-roader, as hardcore as its almost-archaic predecessor from 2010, if not more, but it’s also quite a bit more of a tar-top car than it ever was. Was this necessary? Yes, of course! The Thar’s bouncy ride quality, shortcomings on the dynamics front, and somewhat uncouth handling and stability were dealbreakers for many. Its cabin, while a marked departure from the crude confines of the first-gen Thar, still left something to be desired. And while it cut an iconic silhouette, it was unthinkable for anyone to be besotted with its grille.

NEW WORLD ORDER

Mahindra was taking notes all along and has now either refined or entirely resolved all of these concerns to varying degrees of success. Really? Yes, and staring intently at the Thar OG will hardly tell you the full story. Under that familiar shell is a completely new M Glyde 4G platform, which it borrows from the larger Thar Roxx. Next, it gets a major suspension overhaul, now featuring Watts link rear suspension and also frequency-dependent damping, along with Mahindra’s breakthrough Da Vinci damping tech. The steering is now electronically power-assisted, replacing the hydraulic unit.

The cabin has changed, too, with new features, tech, a slightly tweaked layout and redesigned seats. Lastly (and most visibly), it has a new face, featuring a really cool five-slat grille with a ‘Thar’ insert, LED headlights (from the Roxx) and a redesigned front bumper, among other smaller changes. Oh, and the wheels have moved up to 19-inch units (top, ZXT-spec), while the rest get 18-inchers.

You can choose from between three engine options, just as before — a 1.5 D117 diesel, 2.2 mStallion petrol and a 2.2 mHawk diesel. While the D117 (117 bhp, 30.5 kg-m) remains unchanged, the mStallion now makes 159.5 bhp and 33.6 kg-m, while the mHawk produces 150 bhp and 33.6 kg-m, a sizeable hike in output figures. Gearbox options include a 6-speed manual and automatic, and like earlier, RWD and 4x4 options are available too (the 1.5 diesel is RWD and 6MT only). Spread across three variant lines, AXT (D117 only), LXT and ZXT, the Thar OG makes substantial distinctions in what it offers across its various price points, ranging from ₹10.32 lakh (AXT D117) to ₹18.99 lakh (ZXT mHawk, 6AT).

The AXT gets 18-inch steel wheels, halogen headlights, dual airbags and a tubular side footstep. The LXT gets 18-inch alloys, an electronic locking differential, terrain modes, a larger infotainment screen, a colour MID, electrically adjustable ORVMs, fabric seats, cruise control, rear wash/wipe, Android Auto and Apple CarPlay among other less critical features. The ZXT, meanwhile, gets 19-inch wheels, the aforementioned LED headlights with cornering function, a wireless charger, disc brakes on all four wheels, TPMS, six airbags, front parking sensors, a rear-view camera, leatherette seats and frequency dependent damping.

ALL GROWN-UP

Keen on hitting the road with our test car (ZXT mHawk, 6AT), I stepped in and was happy to discover it now has an A-pillar-mounted ingress handle on the driver’s side in addition to the one on the other side, which shorter drivers will appreciate. The coffee-brown leatherette seats on the ZXT variant aren’t ventilated — yet.

The steering wheel is new, the touchscreen brought over from the Roxx looks far sleeker, and the toggle-type row of switches lower down on the dash looks fantastic. The power window controls are now on either door, and the handbrake can still be engaged via a manual lever. What Mahindra hasn’t fixed are the flimsy circular air-con vents. Fortunately, you can now open the fuel tank lid via an in-cabin button rather than with a key. You don’t need a key to start the Thar either, since there’s a button to do the job.

Having set off, two things became immediately apparent: the steering is light to an unthinkable degree, and the cabin insulation levels are pronouncedly improved. That Mahindra historically produces a great air-con unit will add to your comfort, never mind that it even gets rear vents. The elaborate and neatly integrated armrest is a great addition, too. If you’re someone with firmly urban expectations, a short test drive will leave you impressed. You must, however, insist on a longer stint.

If you do, you will discover that at low-to-medium speeds, the Thar still feels bouncy. Sure, it’s better than earlier but only by a sliver. Road imperfections still do funny things to the Thar, and a monumental shift in its mannerisms can only be experienced at high speeds. Indeed, the highway dynamics of the Thar are noticeably better, and to its credit, it does soak up undulations in a more grown-up manner than it ever could. I suspect the 19-inch wheels don’t do it favours; 17s with taller sidewalls may appeal to the more comfort-orientated amongst you. On another note, while the Thar has always been adequately powerful, the output hike isn’t something that’s starkly evident through its performance.

While the ride quality and dynamics are certainly better, what’s tough to like as a purist is the electronic power steering. It’s precise and direct but feels way too light for a car with an attitude. A little mechanical heft surely wouldn’t hurt. In the corners, the Thar’s nimbleness will surprise you, and I suppose city-only drivers will welcome the EPS, but I missed the feel of the older hydraulic steering — on the road and off it.

Coming to which, I’m happy to report that the Thar hasn’t given up even a fraction of its off-road ability. I had the chance to put it through the torture test that Mahindra’s Off-Road Academy track in Igatpuri is, and the ease with which it ploughed through every kind of challenge served as a terrific reminder of what the Thar was originally devised to accomplish. Show it a lunar-esque landscape, and it’ll put on a performance of the kind that can melt hearts.

Is this the Thar that can compel you to make your move, then? It is, in that it’s certainly less of a left-field choice with this update, something Mahindra has progressively worked towards over the years. It remains irrational (from a conventional lens) and is now a little less puristic (if you’re a traditionalist), but there’s no denying that it’s charming, capable and still largely in a field of its own. Whether you choose to buy one as your only car—yes, the OG does enable that possibility—or as a cool addition to your garage, you can remain convinced you’ve bought a car that’s memorable in more ways than one.

TheMotorGram

Published on October 2, 2026