The Thar OG retains the unmistakable silhouette that has become synonymous with the name, but there are enough changes to make the latest version distinguishable from its predecessor. The front gets a redesigned grille, revised bumpers and new LED headlamps with C-shaped daytime running lamps, while the side gets revised body cladding and new 19-inch alloy wheels on the higher variants. At the rear, new C-shaped LED tail-lamps and a revised bumper complete the visual changes. Mahindra has resisted the temptation to make the OG look like a smaller Thar Roxx, and that is important because the three-door’s compact proportions and upright stance remain central to its appeal.
Familiar silhouette, sharper details
The more significant changes are underneath. The Thar OG moves to Mahindra’s M-Glyde 4G platform, which brings greater structural stiffness and a 60mm increase in track width. Ground clearance has also increased from 226mm to 232mm, while the top-spec version gets 19-inch alloys with 255/60 R19 all-terrain tyres. These changes are immediately apparent from the driver’s seat because the Thar feels substantially more planted than before.
The suspension is where the biggest improvement becomes apparent. The Thar OG gets a PENTALINK rear suspension with a Watts Link, while Mahindra’s DAVINCI damping technology incorporates Frequency Dependent Damping or FDD. The basic principle behind FDD is that the damper can respond differently to different frequencies of suspension movement, allowing it to deal with smaller, sharper road imperfections differently from larger body movements. The Watts Link also helps control lateral movement of the rear axle through its suspension travel, contributing to greater stability.
Mahindra Thar OG gets a refreshed design while retaining its iconic three-door silhouette
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Special Arrangement
This is not simply engineering terminology that looks good on a specification sheet. Drive the Thar OG over a genuinely broken road and the difference is obvious. The outgoing Thar could hop and move around quite a bit when confronted with a series of sharp bumps, partly because of its short wheelbase and partly because of the way the suspension dealt with those inputs. The new car is considerably more composed. It still moves, because this remains a short-wheelbase, body-on-frame off-roader, but the hopping is significantly reduced and the body feels better controlled.
Suspension is the biggest step forward
The revised suspension is particularly impressive over broken surfaces, where the Thar OG absorbs a succession of poor road inputs without constantly throwing the occupants around. The wider track and stiffer platform add to the sense of stability, while the damping does a better job of controlling the movement once the suspension has absorbed the initial impact. It is still not a plush SUV and should not be judged by those standards. There is movement over larger undulations and the short wheelbase will always make itself known, but the difference is that the movement is now much better controlled. You can genuinely picture yourself covering long distances in this vehicle, something that was harder to say about the earlier Thar.
Lighter steering, easier to live with
The steering has also been changed, with the hydraulic unit making way for electric power steering. The new system is noticeably lighter at low speeds, making the Thar easier to manoeuvre in traffic and tighter spaces. I personally prefer the new setup, although some enthusiasts may feel that it has taken away some of the mechanical feel that made the old hydraulic steering distinctive. There is a degree of disconnection around the straight-ahead position, but the trade-off is greater ease of use and improved overall on-road manners. The Thar feels less cumbersome and more predictable than before.
Refinement has improved across the board as well. NVH levels are lower, with less engine noise making its way into the cabin, while road and wind noise also appear to have been better controlled. At higher speeds, the reduction in wind noise is particularly noticeable. The overall impression is of a vehicle that has moved further away from its utilitarian roots without abandoning them.
More power, more effortless performance
The 2.2-litre mHawk diesel remains the engine of choice for anyone looking for the combination of strong torque and long-distance usability. Output has increased to 152hp and 330Nm, compared with 132hp and 300Nm previously. That increase in both power and torque has made a meaningful difference to the way the Thar performs.
The engine offers oodles of torque and remains a refined unit. The additional output makes it easier to cruise, reach three-digit speeds and, importantly, deal with a demanding off-road track without having to feed in excessive accelerator input. On the highway, the Thar has the punch to make overtaking easy, and when you lean into the throttle, there is a surge of power that arrives at a pace that will put a smile on your face. That is not something you necessarily expect from an off-roader of this size and shape, but the new Thar has genuine pace when you ask for it.
The 2.2-litre mHawk diesel delivers 152hp and 330Nm in the updated Thar OG
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Special Arrangement
The six-speed torque-converter automatic is also well matched to the diesel. It is slick, responds well to throttle inputs and does not get in the way of the engine’s strong torque delivery. It is relaxed when you are cruising and quick enough when you need to overtake, making it particularly well suited to the dual role the Thar now plays. You can spend a long day on the highway without feeling like you are constantly working around the limitations of the powertrain, and then take the same vehicle onto a difficult trail without needing to change your driving style dramatically.
Mahindra has also increased the output of the 2.0-litre mStallion turbo-petrol, which now produces 162hp and 330Nm. The 1.5-litre diesel continues with 119hp and 300Nm. Both the mHawk diesel and mStallion petrol are available with six-speed manual and automatic transmissions depending on the variant, while four-wheel drive remains central to the Thar’s more capable versions.
A cabin built for everyday use
Inside, the changes are just as important to the Thar’s evolution. The overall dashboard design remains familiar, but the cabin now feels more finished and better equipped. The higher-spec versions get Truffle Brown leatherette upholstery, while the front seats offer improved cushioning and support. The rear seating area has also received more attention, with better cushioning and reclining backrests, along with softer lining and improved finishing around the rear passenger area.
The additions for rear occupants are particularly welcome. There are proper cup holders integrated into the rear armrest areas, rear AC vents and a USB Type-C charging point. None of these features are particularly revolutionary in isolation, but together they change the experience of sitting in the back. The Thar remains a three-door vehicle and getting into the rear is not as convenient as it would be in a conventional five-door SUV, but once seated, the environment is considerably more comfortable than before.
The upgraded cabin gets a 10.25-inch touchscreen, improved seats and added rear comfort features.
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Special Arrangement
The infotainment system has also been revised, with a 10.25-inch touchscreen offering sharper graphics and a cleaner interface. Wireless Android Auto and Apple CarPlay, wireless charging and a colour MID add to the technology package. The graphics in particular are a noticeable improvement over the previous system, making the cabin feel more contemporary without turning the dashboard into an exercise in screen overload.
There is a reason all of these changes matter. The Thar OG is increasingly being used as a daily vehicle, rather than being reserved for weekend adventures, and the new cabin and technology make it easier to live with. At the same time, Mahindra has retained physical controls for functions such as the four-wheel-drive system, terrain modes, hill descent control and the electronic locking differential, which is exactly what you want when driving off-road.
More composed on broken roads
And it is off-road where the Thar OG continues to demonstrate why the basic formula remains so compelling. The test route consisted of a slushy, puddle-filled track with plenty of uphill climbs, slippery surfaces and deep water crossings. The Thar simply powered through it. The combination of the 2.2-litre diesel’s torque, four-wheel drive, ground clearance, suspension articulation and traction management meant that there was rarely any need to intervene.
In fact, most of the route could be tackled without selecting any of the dedicated terrain modes. I did try Mud mode, largely to experience what it changes, but the important takeaway was that the Thar OG did not need electronic assistance to make progress. The basic mechanical package is so capable that the electronic systems are more of an additional layer of reassurance than a prerequisite for tackling difficult terrain.
There are, of course, dedicated Mud, Sand and Snow modes, along with 4H and 4L four-wheel-drive ranges and an electronic locking differential. The latter can lock the rear axle when additional traction is required, while the terrain modes alter the vehicle’s responses depending on the surface. The 232mm of ground clearance, short wheelbase and increased track width also give the Thar a useful combination of obstacle-clearing ability and stability.
Bigger wheels, same off-road ability
The larger wheels suit the Thar OG well too. The new 19-inch alloy design gives it a more substantial stance, while the 255/60 R19 all-terrain tyres provide plenty of contact with the surface. More importantly, the larger wheels have not diluted its off-road ability. The Thar continues to feel comfortable when the surface becomes loose, wet or deeply rutted, and the additional ground clearance provides more room to work with when negotiating obstacles.
The Thar OG continues to impress off-road with 232mm of ground clearance and four-wheel drive
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Special Arrangement
What becomes clear after spending time with the Thar OG is that Mahindra has not tried to turn it into something it isn’t. It remains a short-wheelbase, three-door off-roader with all the compromises that format entails. What the company has done is address the compromises that mattered most. The new platform, wider stance, DAVINCI suspension, FDD dampers, EPS steering, additional power and torque, improved NVH, better seats and upgraded technology collectively make the Thar a much more rounded vehicle.
The Mahindra Thar OG 2.2 mHawk Diesel AT is priced at ₹18.99 lakh (ex-showroom).
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