A routine visit to a petrol station in New Delhi turned into an unexpected experience for bank employee Krishna Kumar when he discovered that E20 petrol had become the only fuel available. Like millions of motorists across India, he had no option but to switch to the higher ethanol blend following the government's nationwide implementation of the policy.
Within weeks, Kumar began noticing significant changes in the performance of his petrol-powered sedan. Although the vehicle had always been serviced regularly and had never experienced major mechanical issues, it no longer felt as responsive. According to Kumar, fuel efficiency declined from approximately 18 to 20 kilometres per litre to around 16 to 17 kilometres per litre, representing a reduction of more than 10 percent. He also experienced slower acceleration, particularly while overtaking, driving uphill or operating the air conditioner. Kumar said his driving habits had not changed and attributed the difference entirely to the fuel.
His experience reflects concerns being voiced by motorists across the country as India completes one of the world's fastest transitions to higher ethanol-blended petrol.
Under the National Policy on Biofuels, the Government of India advanced its target for achieving 20 percent ethanol blending from 2030 to 2025. E20 petrol became mandatory at fuel stations across the country last year. Although concerns regarding the accelerated transition were initially raised because India had previously used a maximum ethanol blend of only 10 percent, demands for a review gradually subsided.
The controversy intensified in June 2026 when the Attorney General informed the Supreme Court that the government was "experimenting" with a 20 percent ethanol blend. Although the government later clarified that the statement had been misunderstood, the remarks triggered widespread criticism from motorists, opposition parties, analysts and even several commentators generally considered supportive of the Modi administration.
The government maintains that increasing ethanol content in petrol will reduce India's dependence on imported crude oil, strengthen national energy security, lower greenhouse gas emissions and create additional income opportunities for farmers through increased demand for crops such as sugarcane and maize.
However, consumers and critics argue that the transition has resulted in lower mileage and, in some cases, alleged damage to vehicle components. Union Minister for Road Transport and Highways Nitin Gadkari has acknowledged that fuel efficiency declines with higher ethanol blends. Opposition parties have also alleged a possible conflict of interest because members of Gadkari's family have commercial interests in companies associated with ethanol production.
The central question dominating the national debate is why the government implemented the transition so rapidly.
Kumar said he understands the government's objective of promoting cleaner fuels but believes motorists should receive greater awareness regarding the impact of E20 on older petrol vehicles. He said vehicle owners deserve sufficient information to make informed decisions and avoid unexpected changes in vehicle performance and fuel economy.
Supporters describe the programme as a major milestone in India's clean energy transition. Critics argue that consumers are already experiencing immediate consequences through reduced fuel efficiency, uncertainty regarding vehicle compatibility and concerns over future maintenance costs.
The rollout has drawn particular attention to millions of older petrol vehicles that remain in operation across India. Automobile manufacturers began introducing E20-compatible materials in new vehicles from 2023, while fully E20-compliant models entered the market from 2025. Although the government maintains that older vehicles can safely operate on E20 with routine maintenance, many owners remain uncertain about the long-term effects on engines that were not originally designed for higher ethanol blends.
New Delhi businessman Anas Khan, who owns a 2021 Maruti Suzuki Baleno, reported similar concerns after switching to E20 petrol. He said his vehicle's fuel efficiency declined from approximately 18 kilometres per litre to nearly 15 kilometres per litre. He also experienced noticeably slower acceleration, especially while overtaking and driving in urban traffic.
Independent automobile expert Sajad Ahmad Wani said the effects of E20 depend largely on a vehicle's design and age. According to Wani, vehicles that are not specifically designed for E20 may not develop immediate problems after switching fuels, but prolonged use can accelerate wear in rubber hoses, seals, gaskets and certain fuel system components if those parts were not manufactured for higher ethanol concentrations. He added that motorists may also notice a slight decline in fuel efficiency.
Experts note that reduced mileage is expected because ethanol contains less energy per litre than conventional petrol. As a result, engines generally require more fuel to produce the same amount of power. While government agencies describe the reduction in fuel economy for E20-compatible vehicles as marginal, specialists say the actual impact depends on vehicle age, engine design, maintenance practices and driving conditions.
Wani also observed that many motorists remain uncertain about whether their vehicles are compatible with E20 and what changes they should realistically expect. He said automobile manufacturers and government agencies need to communicate more effectively with vehicle owners.
Mechanic Bilal Ahmad said he has recently received increasing complaints from customers regarding reduced mileage and weaker engine performance. Based on his workshop experience, he believes there appears to be a connection between the new fuel and the issues reported by some petrol vehicle owners, although the severity varies between vehicles.
The Ministry of Petroleum and Natural Gas has rejected most concerns expressed by motorists and mechanics. In an official statement, the ministry described claims that E20 damages engines or significantly reduces fuel efficiency as largely unsupported by scientific evidence.
The ministry cited studies conducted by the Automotive Research Association of India, the Indian Institute of Petroleum and oil companies, which found no significant differences in engine performance, power output, engine wear and other technical parameters, including in older vehicles.
According to the ministry, E20-compatible four-wheelers experience only a marginal reduction of approximately one to two percent in fuel efficiency because ethanol contains slightly less energy than petrol. It also stated that any long-term material degradation can generally be addressed through routine replacement of inexpensive rubber components during scheduled servicing.
Union Transport Minister Nitin Gadkari has strongly defended the government's ethanol policy. Speaking at a magazine event, Gadkari said several industry organisations had concluded that E20 is safe for vehicles. He added that the ethanol blending programme has generated wider benefits by expanding the market for crops such as sugarcane and maize, increasing farmers' incomes while reducing India's dependence on imported crude oil.
Independent analysts, however, argue that the overall picture is more complex.
Shyamasis Das, Research Fellow for Energy, Natural Resources and Sustainability at the Centre for Social and Economic Progress in New Delhi, said India had largely succeeded in implementing the nationwide supply of E20 petrol without disruptions. According to Das, fuel availability has remained stable and the rollout has proceeded smoothly from a supply perspective.
However, Das said the principal trade-off lies in reduced energy content. Because ethanol-blended petrol contains less energy per litre, vehicles require more fuel to travel the same distance. Consequently, although India's crude oil imports may decline, the reduction will not necessarily match the percentage of ethanol blended into petrol.
Das also highlighted another technical concern, explaining that anhydrous ethanol is corrosive in nature. As a result, engine components must be manufactured using materials capable of resisting ethanol's corrosive effects. While newer vehicles are designed for E20 compatibility, he said there is still no consensus regarding the long-term impact on older or non-compatible vehicles.
Environmental experts have also raised broader sustainability concerns. Although ethanol can reduce lifecycle greenhouse gas emissions compared with conventional petrol, expanding cultivation of water-intensive crops such as sugarcane could place additional pressure on already stressed water resources in several regions of India.
Experts have further questioned whether increasing profitability from fuel crops could encourage farmers to shift agricultural production away from food crops, potentially creating long-term implications for food security.
Maharashtra, one of India's largest sugar-producing states, has emerged as the country's leading ethanol producer because of its extensive network of cooperative and private sugar mills. Government incentives, soft loans for new distilleries and guaranteed procurement by public sector oil marketing companies have encouraged rapid investment in ethanol production, placing Maharashtra at the centre of India's biofuel strategy.
The sector's expansion has also renewed debate over the political economy of ethanol production. Maharashtra's sugar industry has maintained close links with regional politics for decades, and as ethanol production has expanded, questions have emerged regarding who benefits most from government incentives and whether the economic gains are being distributed fairly.
Among the strongest advocates of ethanol has been Union Transport Minister Nitin Gadkari. However, his support has attracted criticism because members of his family have commercial interests in agro-processing and ethanol-producing companies, including CIAN Agro Industries and Manas Agro Industries.
The Congress Party has argued that these business interests create the appearance of a conflict of interest, suggesting that policies promoting ethanol could indirectly benefit companies connected to the minister's family.
Gadkari has consistently rejected those allegations. He has stated that ethanol pricing, procurement and blending decisions are made collectively by the Union Cabinet and implemented through state-owned oil marketing companies rather than by him personally. He has also maintained that businesses associated with his family account for less than 0.5 percent of India's total ethanol production and has dismissed the allegations as politically motivated.
Consumer organisations have called for greater transparency by requesting clearer disclosure of ethanol blend levels at fuel stations and on fuel receipts. They argue that motorists should have easy access to information regarding the fuel they purchase and whether their vehicles are compatible with higher ethanol blends.
India's transition differs significantly from countries such as Brazil, where ethanol has been used for decades alongside widespread adoption of flex-fuel vehicles specifically engineered to operate on varying ethanol concentrations. In India, however, millions of older petrol vehicles remain in service, making compatibility, consumer awareness and long-term maintenance central issues in the ongoing debate.
For motorists such as Krishna Kumar and Anas Khan, the controversy extends beyond environmental targets and national energy policy. They say it is ultimately about driving vehicles that no longer deliver the performance, responsiveness and fuel economy they previously experienced despite regular maintenance and proper servicing.
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