20% Ethanol Petrol leaves Kashmir motorists struggling with efficiency, costs

Srinagar, Aug 17: The nationwide rollout of 20 percent ethanol-blended petrol (E20) from August 1 has set off a wave of debate in Kashmir, where vehicle owners say the new fuel is hitting their pockets, reducing mileage, and leading to more frequent visits to workshops.

While the government and oil companies insist that E20 represents a leap forward for India’s energy security and environmental commitments, consumers in the Valley are struggling with the day-to-day consequences.

For Bilal Ahmad, a private employee from Anantnag who drives a Maruti Alto, the change has been jarring. “I used to get around 15 km per litre, but now it hardly touches 11 or 12. For someone like me who commutes daily, that means spending nearly 1,500 rupees more every month,” he said, adding that the higher frequency of fuel stops was equally frustrating.

Taxi operators, whose livelihoods depend on fuel efficiency, have been vocal in their criticism. “Our cars run 150 to 200 kilometres a day. Even a two- or three-kilometre drop in mileage translates into thousands of rupees lost monthly. The government should have ensured old vehicles were compatible with this fuel before pushing it onto the market,” said Zahoor Ahmad, a Srinagar-based cab driver.

Motorcycle users too are feeling the pinch. Showkat Hussain, a two-wheeler owner from Soura, said his bike now needs more fuel to cover the same distance. “I am not against cleaner fuels. But right now, it feels like we are guinea pigs for a policy decision. First make sure our vehicles can take it, then roll it out,” he remarked.

Workshops and authorised service stations in Kashmir confirm that the rollout has coincided with an uptick in complaints. Mechanics report problems ranging from reduced pick-up and engine knocking to gasket failures and unusual vibrations.

“Most cars sold before 2022 were not fully E20-compliant. We are getting frequent cases where owners complain of jerky rides and loss of power. In many cases, we are advising recalibration of the ECU or even replacement of certain components to make vehicles compatible,” said Irfan Lone, a senior technician.

According to him, some repairs cost just a few thousand rupees, but in others, the bills run into tens of thousands. “For middle-class families, this is a big burden. They were not told their cars would face issues with the new fuel,” he added.

Oil marketing companies (OMCs), however, stand firmly behind the government’s ethanol-blending programme. Officials from Indian Oil in Kashmir argue that teething problems are natural in such a large-scale transition.

“Ethanol blending is not just a technical shift; it is a national commitment. Customers may face minor issues initially, but the long-term gains—lower carbon emissions, reduced dependence on imported crude, and better income for farmers—far outweigh these,” said an IOCL official, requesting anonymity.

The Ministry of Petroleum and Natural Gas, in a statement on August 4, strongly defended the policy. It said the blending programme has already saved the country over Rs 1.44 lakh crore in foreign exchange since 2014–15, substituted 245 lakh metric tonnes of crude oil, and reduced carbon dioxide emissions by 736 lakh metric tonnes—the equivalent of planting 30 crore trees.

The ministry also highlighted farmer benefits, saying ethanol payments this year alone are expected to touch Rs 40,000 crore. “With ethanol, money once spent on foreign crude is going directly to our farmers. They are no longer just annadatas (food providers) but urjadaatas (energy providers),” the statement said.

Automobile experts caution that the rollout was always going to be uneven, given the large share of vehicles on Indian roads that are not fully E20-compliant. Studies by the Automotive Research Association of India (ARAI) and the Petroleum Ministry estimate a 1–6 percent drop in fuel efficiency in older vehicles. But industry executives privately admit that in practice, the losses could be as high as 10 percent in some cases, depending on vehicle type, age, and driving conditions.

“Ethanol has a higher octane number, which actually improves acceleration and reduces knocking in engines designed for it. But in older models, the compatibility issues are real. Rubber seals, gaskets, and fuel lines may degrade faster,” said a Srinagar-based automobile engineer.

He pointed out that global transitions to biofuels—such as in Brazil—were accompanied by large-scale vehicle modifications and government-backed subsidy schemes to offset consumer pain. “In India, the burden has been left largely on vehicle owners,” he said.

Despite the criticisms, the government is unlikely to roll back the programme. Officials argue that ethanol blending is vital to India’s goal of achieving net zero carbon emissions by 2070. Studies cited by NITI Aayog show that ethanol use reduces greenhouse gas emissions by up to 65 percent compared to petrol.

Yet for Kashmir’s motorists, the immediate worry is financial, not environmental. “We understand the bigger picture, but for us, the bigger picture is how to manage our monthly budget,” said taxi driver Zahoor Ahmad.

As Kashmiris grapple with higher running costs and frequent workshop visits, the success of the E20 rollout may depend on how quickly auto manufacturers and OMCs can bridge the compatibility gap. For now, the Valley’s drivers remain caught between the government’s green ambitions and the harsh realities on the road.