The turtle-shape four-door comes in three trim levels: base, midlevel CX and the top-of-the-line LX in which I spent much of my time. This version has air-conditioning and power front windows. Interestingly, for a car forged in the spirit of frugality, the relatively costly ($3,800) LX has proved to be the most popular Nano, Tata Motors says, accounting for more than half the orders.

Image The interior of the Nano.

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Indian customers have reasons to avoid the barest-bones model, which lacks air-conditioning, power brakes and even map pockets in the doors. The spoil-yourself LX comes with frills like central locking, body-color bumpers, fancier seat and door trim, including map pockets; cup holders in the console, foglights and an outlet for charging a cellphone. The LX even has a small spoiler that presumably helps to keep it anchored to the road in the unlikely event of high speeds. (The top speed is around 65 miles an hour.)

While cost containment was a big factor in the Nano’s development, safety features were not. While all Nanos have three-point safety belts, there are no air bags or antilock brakes.

The steering is not power-assisted, but the car’s light unloaded weight (1,320 pounds) and tight turning radius (13.1 feet) make it nimble. This proved especially useful when Tata Motors allowed a group of journalists to leave the test track and drive through the noontime scrum on city streets.

Cheap though it is, I did not find the Nano to be so cheap that it squeaked. Nor did I hear any rattles on the cratered local roads, which made a credible stand-in for Manhattan’s potholes. The tiny 12-inch wheels coped admirably with the rough terrain, and the power-assisted brakes  old-style drums, not discs  brought the car to a reassuring stop.