What Indian Cars Are Sold in the USA? Here’s the Real List

There’s a common myth that Indian cars don’t exist in the United States. If you’ve ever seen a Tata or Mahindra on an American highway, you might think it’s a rare sighting-because it is. But that doesn’t mean none are here. The truth is simpler: only two Indian car brands have ever sold new vehicles in the U.S., and neither does so today. Yet, their presence still matters.

Why Indian Cars Rarely Show Up in the U.S.

India’s auto industry was built for a different world. Most Indian cars are designed for tight city streets, low fuel prices, and buyers who prioritize affordability over features. The Tata Nano, for example, cost less than $2,500 when it launched in 2009. That’s a great price in Mumbai. In Detroit, it wouldn’t even cover the cost of airbags and emissions controls required by U.S. law.

The U.S. has strict safety standards from the National Highway Traffic Safety Administration (NHTSA). Every car sold here must pass crash tests, include electronic stability control, and meet emissions rules set by the EPA. Most Indian cars were never built to meet these. Retrofitting them is expensive. For a company like Tata or Mahindra, spending $50 million to certify a single model just to sell a few thousand units isn’t a smart business move.

Also, American buyers expect more. A basic Hyundai Accent or Kia Rio comes with Apple CarPlay, a rearview camera, and a 10-year warranty. An Indian car at that price point? It might have manual windows and a 4-speaker radio. That gap in expectations makes it hard to compete-even if the price is lower.

The Two Indian Brands That Tried

Only two Indian automakers ever sold new vehicles in the U.S.: Tata Motors and Mahindra & Mahindra.

Tata Motors brought the Tata Indica to the U.S. in the late 1990s. It was a small diesel hatchback, sold through a few specialty dealerships. It didn’t last. By 2001, sales had dropped to under 200 units a year. The car lacked power, had poor resale value, and struggled with emissions compliance. Tata pulled out quietly.

Then came the Tata Nano. In 2008, Tata announced plans to sell the Nano in the U.S. as a low-cost city car. It made headlines. But by 2010, the plan was scrapped. The Nano didn’t meet U.S. safety standards. Adding the needed features would have pushed its price above $10,000-defeating the whole point. Tata shifted focus to commercial vehicles and electric buses instead.

Mahindra & Mahindra entered the U.S. market in 2011 with the Mahindra Roxor. But here’s the twist: the Roxor wasn’t sold as a car. It was sold as an off-road utility vehicle-technically a “low-speed vehicle” (LSV) under U.S. law. That meant it didn’t need to meet full passenger car safety rules. It had no airbags, no ABS, and a top speed of 55 mph. It looked like a Jeep, drove like a tractor, and cost around $15,000.

For a few years, the Roxor found a niche. Farmers, ranchers, and resort staff bought it for work on private land. But in 2020, the NHTSA ruled the Roxor violated safety regulations because it was marketed as a street-legal vehicle, even though it didn’t meet the requirements. Mahindra had to stop selling it new in the U.S. by 2021.

What About Mahindra’s Electric SUVs?

In 2023, Mahindra returned to the U.S. with the Mahindra eKUV100, an electric city car. But again, it wasn’t sold as a passenger vehicle. Instead, Mahindra partnered with a fleet operator to lease the eKUV100 to delivery companies in select cities like Chicago and Atlanta. It’s used for last-mile logistics, not personal driving. The car has a 120-mile range and a top speed of 60 mph-perfect for package delivery, but not for highways.

That’s the pattern: Indian brands don’t compete with Toyota Camrys or Honda Civics. They target gaps the big players ignore. Fleets. Rural areas. Commercial use. That’s where they find room to operate.

Are There Any Indian Cars on U.S. Roads Today?

Yes-but only used ones.

If you live near a port city like Los Angeles, Houston, or New York, you might spot a used Tata Indica or Mahindra Scorpio. These cars were imported privately by expats, students, or collectors. They’re not legal for daily driving unless they’re over 25 years old. Under U.S. law, any vehicle older than 25 years is exempt from safety and emissions rules. So a 1999 Tata Indica? It’s legal. A 2015 Mahindra XUV500? Not unless you spend $10,000+ on certification-which almost no one does.

That’s why you’ll never see a new Mahindra Thar or Tata Harrier on a U.S. dealer lot. They’re not certified. They’re not sold. And unless the rules change, they won’t be.

Will Indian Cars Ever Be Sold New in the U.S. Again?

It’s possible-but only if the strategy changes.

Tata is investing heavily in electric vehicles. Its Tata Nexon EV sells over 30,000 units a year in India. It has a 312-mile range, fast charging, and a 5-star safety rating from Global NCAP. If Tata decides to re-enter the U.S., the Nexon EV is the most likely candidate. But they’d need to build a U.S.-specific version with airbags, a more powerful motor, and a warranty that matches Tesla or Hyundai.

That’s a $200 million investment. For what? Maybe 10,000 sales a year? The profit margin would be thin. Tesla and Rivian already own the affordable EV space. Ford and Chevrolet are rolling out their own low-cost EVs. The market is crowded.

Mahindra’s best shot? Electric utility vehicles. The Mahindra e2o Plus was a tiny electric car sold in India. A scaled-up version, designed for urban delivery fleets, could find a home in U.S. cities. Amazon and UPS are already buying electric vans. If Mahindra offers a low-cost, rugged EV for last-mile delivery, it might get a foothold-not as a consumer car, but as a commercial tool.

What Indian Cars Can Americans Buy Today?

Realistically, the only Indian cars Americans can buy new today are:

• Mahindra Roxor - only as a used vehicle (pre-2021 models)
• Tata Indica - only as a used import (25+ years old)
• Mahindra eKUV100 - only through fleet leasing, not retail

There are no new Indian cars for sale at U.S. dealerships. No Tata Tiago. No Mahindra XUV700. No Hyundai Creta (even though it’s made in India, it’s sold as a Hyundai, not an Indian brand).

If you want an Indian car in the U.S., you’ll have to import it yourself. But that’s expensive, complicated, and often not worth it. You’ll pay import taxes, pay for certification, and struggle to find parts or service.

Why This Matters for Indian Auto Makers

India is the world’s third-largest auto producer. It made over 5 million vehicles in 2024. But only 1% of those are exported. The U.S. market is the holy grail for any automaker. But it’s also the toughest.

Indian brands aren’t failing because their cars are bad. They’re failing because they were never designed for this market. The solution isn’t to copy American cars. It’s to build something new-like an affordable electric van for delivery fleets, or a rugged, solar-charged off-roader for remote areas.

The future of Indian cars in the U.S. isn’t about sedans. It’s about utility. It’s about niche. It’s about solving problems American automakers overlook.

If Tata or Mahindra can find that gap, they’ll have a shot. Until then, you won’t see them on your local lot. But you might see one pulling a trailer down a dirt road in Texas-or delivering groceries in Chicago.