Indian Cars in the USA: What’s Actually Available?

Think driving a Tata Nano around New York sounds like a hilarious sight? You’re not alone. Tons of folks want to know if Indian cars ever make it to American streets—well, it’s trickier than most expect.

Indian automakers are huge at home, but only a handful even tried breaking into the U.S. market. You won’t find Marutis or Bajaj autos zipping around your neighborhood legally—at least, not through the usual channels. Strict safety laws, tricky emissions rules, and some tough business hurdles keep most Indian cars out. Still, there are a couple surprises hiding behind the usual Chevys and Hondas.

If you dig deep, Mahindra managed a small run with their rough-and-tough pickup trucks and quirky Roxor off-roader. Tata, on the other hand, teased Americans with rumors of the world’s cheapest car, but it never really happened. A few electric rickshaws and specialty vehicles slip in for things like campus shuttles or farms, but those aren’t street legal in most places.

So, can you get your hands on an Indian badge in the USA? And even if you could, is it worth the paperwork? We’ll get into where the big names like Mahindra and Tata landed, why so many others are missing, and exactly what hoops you’d need to jump through to import one yourself.

• Which Indian Car Brands Have a U.S. Presence?
• Mahindra’s Short-Lived US Adventure
• Tata Motors and the Curious Case of the Nano
• Are Any Other Indian Brands Making Moves?
• Why Indian Cars Struggle to Enter the U.S. Market
• Tips and Tricks for Importing Indian Cars

Which Indian Car Brands Have a U.S. Presence?

If you're hoping to spot rows of Indian cars at your local U.S. dealership, you'll probably come up empty. The truth is, only a handful of Indian car brands have even tried to set up shop here, and even fewer stuck around.

Mahindra & Mahindra is the most well-known Indian car brand with a real (but bumpy) history in the U.S. They launched the Mahindra Roxor, an all-terrain vehicle that looks a lot like an old-school Jeep. It was built in Michigan and sold mostly for off-road use. Mahindra also tried (and failed) to bring its Pik Up trucks for street use due to legal and regulatory drama.

Tata Motors is a global name, rocking everything from trucks to luxury rides (they even own Jaguar Land Rover). But in the U.S. passenger car market, Tata hasn't jumped in with its own lineup. They teased the U.S. once with the Nano, but it never happened. Instead, their presence is indirect—Jaguar and Land Rover are everywhere, but you won’t see a Tata badge.

Sono Motors (through its partnership with Ashok Leyland) and Bajaj Auto have made headlines with electric rickshaws and utility vehicles, but those are mostly for industrial purposes, not regular roads. A few show up on university campuses or farms as quirky electric shuttles or workhorses, but you can’t register them as street cars.

Here's a quick look at who actually made it over—and for what type of use:

So, if you’re daydreaming about picking a Tiago or a Scorpio as your next ride, the American market just isn’t there yet. Most Indian vehicle appearances here are either through their luxury subsidiaries or tucked away in niche commercial or recreational use. The regular consumer still doesn't have a true 'Indian car' option in showrooms.

Mahindra’s Short-Lived US Adventure

When people talk about Indian cars in the USA, Mahindra always comes up. For a minute, it seemed like the rugged Indian brand would carve out a spot in American garages, but it didn’t quite pan out like that.

Back in 2010, Mahindra made big waves by announcing plans to sell small diesel pickup trucks in the US, aimed at folks who wanted tough work vehicles. They even set up a U.S. distributor and started building a dealer network. It looked promising—dealers took deposits, buyers got excited, and industry watchers said Mahindra might shake up the compact truck scene.

Here’s the thing: Mahindra never got past the finish line. Endless red tape with emissions and safety standards, plus tangled lawsuits with its distribution partner, kept trucks like the Scorpio Pik-Up from ever reaching regular customers. Dozens of would-be buyers were left frustrated, and Mahindra’s pickup launch quietly fizzled out by 2012.

But Mahindra didn’t disappear completely. In 2018, they popped back up in Detroit—not with trucks, but with the Roxor. The Roxor is sort of a tough, Jeep-like off-road vehicle. It’s not street-legal, but you do see it in off-road parks, farms, and some small-town businesses that need a no-nonsense utility ride.

The Roxor weirdly caused some drama of its own. Jeep’s parent company, FCA, sued Mahindra, claiming it looked too much like the Jeep Wrangler. For a while, Mahindra had to change how the Roxor looked so it didn’t “copy” Jeep’s design. Still, Roxors sold well in the side-by-side market and you can spot them across rural America.

If you’re dreaming of a Mahindra pickup on US roads, there’s no way to get one that’s road-legal unless you go through a long import process and only if it’s old enough for classic exemption rules. For now, Mahindra’s main claim to fame here is the Roxor, and unless you live near the country or run a farm, you’ll probably only spot them at off-road parks.

Tata Motors and the Curious Case of the Nano

If you’ve ever joked about owning the world’s cheapest car, you’re talking about the Tata Nano. Tata Motors made global headlines in 2008 with the Nano. At launch, the starting price in India was shockingly low—around $2,000—that’s less than the price of an iPhone today. The idea was simple: give India’s big families an affordable car to upgrade from motorcycles. For a while, Nano became a household name and a symbol of cheap personal mobility.

But here’s the twist—despite all the buzz, the Nano never made its way to U.S. dealerships. There were rumors in 2010 about Tata Motors (yes, that’s the company behind Jaguar Land Rover) prepping a version of the Nano for the American market. The hopes ended quickly as Tata realized the car would need a complete overhaul to meet U.S. safety and emission standards. Airbags, ABS brakes, better crash protection, and tougher engine rules meant the Nano would lose its famous price advantage—and probably its fun, bare-bones feeling.

Why did Tata give up on bringing the Nano here? Blame it on the strict regulations and the fact that Americans expect more tech and power, even in small cars. The Nano was never crash-tested for the U.S., and U.S. buyers tend to skip tiny basic cars for something beefier, even on a budget.

Here’s a table with some quick data comparing the original Tata Nano and a typical U.S. compact car in 2010:

If you ever find a Tata Nano in the States, chances are it was imported privately for a special show or personal collection—not for regular city driving or daily commuting. Tata Motors does business in the U.S., but it’s through their bigger trucks and buses, which already meet local standards. As for the Indian cars keyword of choice, Tata’s Nano was never more than a cool headline for Americans—never a real option at the local dealership.

Are Any Other Indian Brands Making Moves?

When it comes to spotting new Indian cars in the USA, the list is short—but not empty. Let’s look at what’s actually happening beyond the big two, Mahindra and Tata.

Start with Bajaj. Their cute, ultra-cheap quadricycle, the Qute, has sparked some chatter. While you can’t just go to a dealership and buy one new for city driving, several states do allow the Qute as a low-speed vehicle, mostly around campuses and gated communities. It’s quirky, economical, and perfect if you’re not looking to hit the highway.

Now, check out Ola Electric. While they haven’t put cars on American roads yet, they’re making noise with electric scooters and talking about big export plans. Their S1 scooters are already in some Caribbean markets under export, but US entry for cars or bikes hasn’t happened as of mid-2025. Still, with the whole world chasing cheaper electric options, they’re worth watching.

Force Motors tried its hand in the US for specialty markets, especially with mini-buses and commercial vans, but it’s niche stuff. Don’t expect to see a Traveler minibus pulling up at Starbucks anytime soon. A few other brands like Ashok Leyland are shipping special vehicles like armored trucks or buses for institutional buyers, but these don’t trickle down to regular buyers.

• You might see some Indian-made vehicles hiding behind other brand names. For example, some electric delivery rickshaws get brought in for business use and then rebadged.
• Imports for private use are rare. Even if a company says they plan to sell in the US, getting cars that meet DOT and EPA rules can take years—and cost millions.
• Indian automakers often focus more on Europe, Africa, or Latin America, where the rulebooks are a bit kinder, before tackling the US market.

Want to import a unique Indian ride anyway? You’re looking at a lot of red tape, unless the vehicle is 25 years old (then it’s considered antique and easier to bring in).

For now, if you spot an Indian badge in America, it’ll probably be limited to off-road use, farm work, or as a conversation starter in a tech startup parking lot. Keep your eyes peeled, though—there’s always a chance someone new tries to break in, especially as electric vehicles grow.

Why Indian Cars Struggle to Enter the U.S. Market

It sounds simple—ship a car from India to America, put it in showrooms, and watch sales roll in. But it just doesn't work that way. There are several big barriers standing in the way, even for the most determined Indian automakers.

The first deal breaker is safety regulations. The U.S. is super strict about crash testing, airbags, emissions, and a long list of tech features—like backup cameras and lane warnings—that are optional, or even absent, in many Indian vehicles. Building a car to meet all these demands takes a lot of money, and most Indian manufacturers aren't willing to spend that without knowing they'll sell in big numbers.

Emissions laws are another hurdle. American standards on pollution are tough. Engines need to be squeaky clean, which pushes up design and production costs. For the record, the Tata Nano couldn't meet these requirements out of the box, and that's part of why it wasn't sold here.

Then, there’s the question of branding and perception. Most Americans have never heard of Tata Motors or Mahindra, even though these are giant companies back home. Convincing people to try a new, unfamiliar brand is always a gamble—especially when there’s a lineup of trusted choices right next to it.

Here’s a quick look at why it’s so rough for Indian cars:

• Cost of Compliance: Crash tests, emissions equipment, and tech upgrades mean extra costs—sometimes doubling the price.
• No Dealer Network: Setting up parts, service, and sales teams coast-to-coast is expensive, and Indian brands usually start from zero.
• Import Tariffs and Fees: Taxes and red tape can make an affordable Indian car a lot less cheap once it lands in the U.S.
• Cultural Fit: Small hatchbacks and budget city cars rule India, but Americans tend to buy SUVs, trucks, and bigger vehicles.

If you’re still dreaming about seeing more Indian autos at your local dealership, the truth is: it’ll probably take years for major brands to check all these boxes—unless American tastes or regulations change first.

Tips and Tricks for Importing Indian Cars

So you’ve set your mind on bringing an Indian car to the States? You’re definitely in for a ride—but not the quick kind. Getting a car from India over here is way different than ordering a new phone online. It takes paperwork, patience, and sometimes a bit of luck. Here’s what you should know before you get started.

Indian cars aren’t built for the U.S. market, so most don’t meet local safety and emissions standards right out of the box. It’s not impossible, though. It’s just about knowing the steps and being ready for some serious hoops.

1. Check If It’s 25 Years Old or More
   If the car is at least 25 years old, you’re in luck. The NHTSA’s “25-year rule” means these cars are exempt from most safety and emissions tests. think about classic Ambassadors or old-school Indo-Japanese models. Newer ones? Tougher road ahead.
2. Line Up All the Paperwork
   You’ll need: the original bill of sale, registration in India, proof of ownership, and sometimes customs clearance from India. The U.S. will also want forms like DOT HS-7, EPA Form 3520-1, and a clear title.
3. Work With an Importer
   If you’re not a paperwork ninja, call a Registered Importer (RI) or an Independent Commercial Importer (ICI). They handle shipping, paperwork, and any necessary modifications—for a fee.
4. Budget for the Real Costs
   Besides shipping (usually $2,000–$5,000 per car), there are customs duties (2.5% of the car’s value), port fees, and sometimes extra charges if modifications are needed for safety or emissions. Expect some hidden charges, especially for things like container offloading or inland transport.
5. Think About Spare Parts and Service
   Parts won’t be waiting at your local AutoZone, so ask yourself if you’re ready to hunt for parts online or even bring them over by suitcase when you visit India. Some models, like Mahindra vehicles, have a tiny following in the U.S. There are niche online groups for parts and advice.
6. Learn the Rules by State
   Even if you get federal clearance, state DMVs make the final call on registration. States like California have extra-toxic emissions laws. Some states are much less strict—so double-check before shipping the car across the country.

Here’s a rough look at what you might spend just to get started:

Bottom line: importing isn’t impossible, but it needs planning and cash. If you’re just looking to turn heads at Cars & Coffee, maybe hunt for a 1990s Mahindra or a quirky Hindustan Ambassador old enough to skip most rules. For newer stuff, ask the importer about everything—some horror stories involve cars stuck at the port for months because a single form was missing.

About author Aarav Tandon

I am a manufacturing engineer specializing in streamlining production processes and reducing waste. I have a keen interest in exploring the manufacturing landscape in India and often write about innovative practices in this sector. My work involves collaborating with a diverse team to optimize efficiency and implement sustainable practices. I enjoy sharing insights and stories from the field with a wider audience through my writing.