E20 Petrol in India, Explained: The Mandate, the Mileage, the Damage, and Your Right to Choose

On April 1, 2026, the petrol that comes out of almost every fuel pump in India quietly changed. It is now E20 — petrol blended with 20 percent ethanol — and for the first time, buying anything else is no longer an option. No E0 (pure petrol), no E5, no E10. Just E20, whether or not your vehicle was ever built for it. This guide is the most comprehensive resource available on what the E20 mandate actually means — the policy, the stakeholders, the ministries that pushed it through, the real impact on mileage and vehicle health, the price you are paying, the corruption allegations that surround it, the citizen movement fighting back, and what you can do about it.

What is E20 petrol?

Ethanol is an alcohol produced from crops such as sugarcane, maize (corn), and broken rice, or from agricultural waste like rice straw and bagasse. Blended into petrol, it raises the fuel’s octane rating and lets the country burn less imported crude oil. India has been blending ethanol into its petrol for over two decades under the Ethanol Blended Petrol (EBP) Programme, launched in January 2003 by the Ministry of Petroleum & Natural Gas (MoPNG).

The blending ratio has been ratcheted up over the years: E5 (5 percent ethanol) in the early years, then E10 (10 percent), and now E20 — one part ethanol to four parts petrol. The nomenclature is straightforward: the number after “E” is the percentage of ethanol by volume. E0 means pure, unblended petrol.

The stated policy goals behind ethanol blending are legitimate on their own terms: reduce a crude-oil import bill that costs the country lakhs of crores every year, support the agricultural economy (particularly sugarcane and grain farmers), and cut tailpipe carbon emissions. None of the vehicle owners now protesting are against those goals. The fight is about how the switch was executed — abruptly, universally, with no fallback and no consumer protection — and who is left carrying the cost while others profit.

What changed on April 1, 2026 — and why it stings

India hit its 20 percent average blending target years ahead of the original 2030 schedule. But hitting an average quietly became selling E20 everywhere. On February 17, 2026, the Ministry of Petroleum & Natural Gas issued an official notification mandating E20 — with a minimum 95 RON specification — at all fuel stations across all states and Union Territories from April 1, 2026. Retailers were given less than six weeks to comply.

From that date, E0, E5 and E10 effectively disappeared from retail pumps. If you own a vehicle in India today — whether it is a 2024 Honda Activa, a 2015 Maruti Swift, a 1998 Royal Enfield Bullet, or a commuter auto-rickshaw that a family depends on for its livelihood — you are putting E20 into it, whether or not the manufacturer ever designed it for that blend.

That is the heart of the grievance. A person who owns and maintains a vehicle can no longer decide what fuel goes into it. There is no premium “pure petrol” pump to pay extra for, no E10 lane for an older bike. The choice was removed for everyone, at once, without a transition option, without compensation, and without independent damage assessment for the hundreds of millions of pre-2023 vehicles on Indian roads.

The full timeline: how India got here (2003–2026)

Understanding the E20 mandate requires seeing the full arc of India’s ethanol-blending programme — the policy accelerations, the missed safeguards, and the political decisions that brought us to today.

The pattern is unmistakable. The original E20 target was 2030. NITI Aayog moved it to 2025 in 2021. The government claimed it by August 2025 and made it mandatory from April 2026. At each acceleration, independent engine-damage studies, consumer-compensation frameworks, and public communication campaigns were skipped. The result: hundreds of millions of vehicle owners are now mandated to use a fuel their vehicles were not designed for, with no recourse.

Who designed this policy — the key stakeholders

The E20 mandate did not materialise in isolation. It is the product of decisions by a specific set of government bodies, industry groups, and political actors. Understanding who shaped the policy is essential to understanding who bears responsibility for its consequences.

Ministry of Petroleum & Natural Gas (MoPNG)

The issuing authority. MoPNG is responsible for the EBP Programme, ethanol procurement pricing, and the February 2026 notification that made E20 mandatory nationwide. It sets the blending ratios, the timelines, and the compliance requirements for oil marketing companies.

Ministry of Road Transport & Highways (MoRTH)

Headed by Nitin Gadkari, one of the ethanol programme’s most vocal champions. MoRTH sets vehicle emission and fuel-compatibility standards through the Central Motor Vehicles Rules. It mandated that new vehicles from April 2023 must be E20-material compliant — a necessary step, but one that did nothing for the hundreds of millions of vehicles already on the road. Gadkari has publicly advocated for even higher blending ratios (E30, E85, and even E100 for flex-fuel vehicles) and has framed ethanol as key to India’s energy independence. His family’s alleged financial links to the ethanol industry are discussed below.

NITI Aayog

The government’s policy think tank, chaired by the Prime Minister, that authored the 2021 “Roadmap for Ethanol Blending in India 2020–25” which accelerated the E20 target by five years — from 2030 to 2025 — with minimal public consultation and no published assessment of the impact on existing vehicles or consumers.

Oil Marketing Companies (OMCs)

Indian Oil Corporation (IOC), Bharat Petroleum (BPCL), and Hindustan Petroleum (HPCL) — state-owned companies that operate the fuel supply chain. They procure ethanol from producers at government-set prices, blend it at depots, and distribute the blended fuel to retail outlets. They are the implementation arm of the mandate but have no say in whether consumers should have a choice.

Sugar industry & ethanol producers

The primary beneficiary stakeholder. India’s ethanol is sourced mainly from sugarcane (molasses, juice, and syrup), maize, and damaged foodgrains. The ethanol blending programme guarantees a market for these producers at government-fixed procurement prices, insulating them from open-market competition. The sugar industry’s lobby has long pushed for higher blending targets as a way to manage surplus sugar production and improve farm-gate incomes.

SIAM (Society of Indian Automobile Manufacturers)

The industry body representing vehicle manufacturers. SIAM has publicly backed E20 compatibility in new vehicles and stated that keeping to the manufacturer’s service schedule preserves warranties. However, it has been notably quiet on the question of what E20 does to pre-2023 vehicles — the vast majority of India’s vehicle fleet.

ARAI & IIT Kanpur

The Automotive Research Association of India (ARAI) is the government-affiliated body that tests and certifies vehicles. Its mileage-loss estimates for E20 (1–6 percent) sit at the low end and are frequently cited by the government. IIT Kanpur’s engine lab has reported no evidence that E20 harms engines and a mileage drop of under 5 percent — research that has also been cited as the government’s counter-position. Whether these findings adequately account for the condition and variety of India’s existing vehicle fleet remains contested.

The agenda: why ethanol blending?

The policy has four stated objectives. Understanding them is important because the critique is not that the objectives are wrong — it is that the execution sacrificed consumer welfare for political urgency.

1. Reducing crude-oil imports

India is the world’s third-largest oil consumer and imports roughly 85 percent of its crude. Every barrel of ethanol displaces a barrel of imported crude. The government claims ₹1.36 lakh crore in cumulative forex savings from the blending programme. For a country with a chronic current-account deficit, the macroeconomic argument is real.

2. Supporting the agricultural economy

Ethanol procurement creates a guaranteed market for sugarcane farmers, maize growers, and producers of damaged or surplus foodgrains. The programme is designed to stabilise farm incomes and reduce the perennial crisis of sugar surplus that depresses prices. The argument: a farmer benefits more from selling to an ethanol distillery at a guaranteed price than dumping surplus sugar at depressed market rates.

3. Carbon emission reduction

Ethanol is a biofuel — the carbon released when it burns was absorbed from the atmosphere by the crop that produced it, making its net carbon footprint lower than that of fossil petrol. The government has cited significant tailpipe CO₂ reductions from the blending programme. The lifecycle carbon accounting — including the energy, water, and fertiliser used to grow and distill the ethanol — is more complex and less flattering, but the directional claim is broadly accepted.

4. Energy security and self-reliance

Domestically produced ethanol reduces dependence on geopolitically volatile oil-exporting regions. In a world where supply shocks (wars, sanctions, OPEC decisions) can send crude prices spiking, having a home-grown partial substitute is a strategic hedge.

The gap between goal and execution

None of these objectives require that hundreds of millions of vehicle owners be stripped of fuel choice overnight, with no damage assessment, no compensation, and no transition mechanism. A phased rollout that preserved E0/E10 at some pumps alongside E20 would have achieved the same blending volume while protecting consumers. The question is not whether ethanol blending is a good idea — it is why it was done this way, who benefited from the acceleration, and why the cost was imposed entirely on vehicle owners.

The mileage question: the energy math is not in dispute

Here is the part that is not really debatable. A litre of ethanol contains roughly 34 percent less energy than a litre of petrol. Do the arithmetic on a 20 percent blend and E20 delivers about 6–7 percent less energy per litre than pure petrol. Less energy in means fewer kilometres out — that is physics, not opinion.

Where sides disagree is the real-world number:

• ARAI and the government put the practical mileage drop at around 1–6 percent. Modern fuel-injected engines adjust their air-fuel mixture, so the loss at the wheels is smaller than the raw energy gap suggests.
• IIT Kanpur’s engine lab has reported a mileage drop of under 5 percent in its testing, with no evidence of engine harm.
• Many owners of older or carburetted vehicles report far more — commonly 10 percent, in some accounts 15–20 percent. Carburetted engines cannot adjust their fuel mixture the way modern ECU-controlled ones can, so they bear the full brunt of the energy shortfall.

Either way, you are paying the same price (or more, after the May 2026 hike) for a litre that takes you a little less far. Over a year of daily commuting, the cumulative cost is not trivial. A delivery rider who rides 100 km a day on a bike that got 50 km/L on E10 and now gets 43 km/L on E20 (a 14 percent drop, well within the range owners of older bikes report) burns roughly 10 extra litres a month — over ₹1,000 per month at Delhi prices — for the same distance. For the millions of Indians whose income depends on the mileage their vehicle delivers, this is not an abstraction.

The vehicle damage question: which vehicles are actually at risk?

Ethanol is more corrosive than petrol and absorbs more water from the atmosphere (it is hygroscopic). In vehicles designed for it, that is engineered around with ethanol-safe seals, hoses, coatings and fuel-system materials. The problem is the hundreds of millions of vehicles on Indian roads that were built before April 2023, when E20 compatibility became part of new-vehicle norms. Those vehicles were never certified for a 20 percent blend.

Risk broadly tracks age and vehicle type:

Not sure where your vehicle falls? Use the “Am I Affected?” checker on the homepage — pick your vehicle type and manufacture year for an honest, colour-coded assessment.

Why ethanol damages older fuel systems

The damage is not speculative — it follows directly from the chemical properties of ethanol when it interacts with fuel-system materials that were never designed for it.

Ethanol absorbs water

Ethanol is hygroscopic — it draws moisture from the air. In fuel tanks and fuel lines, this absorbed water can cause phase separation (where the water-ethanol mix separates from the petrol, settling at the bottom) and internal corrosion of metal fuel-system components that were built to handle dry, hydrocarbon-based fuel.

Seals and hoses degrade

Rubber, plastic, and fibreglass parts — seals, gaskets, O-rings, hoses, fuel-pump diaphragms — in pre-2023 vehicles were manufactured to resist petrol and low-ethanol blends (E5/E10). At 20 percent ethanol concentration, these materials swell, crack, or perish with prolonged exposure, leading to fuel leaks, poor sealing, and component failure.

Less energy per litre

Ethanol carries roughly 34 percent less energy per litre than petrol. Moving from E10 to E20 means each litre of fuel delivered to the engine contains measurably less energy. This doesn’t “damage” the engine in the mechanical sense, but it does mean the vehicle works harder for the same output, and the owner pays the same (or more) for less distance.

The symptoms reported by owners and mechanics

Across India, the complaints are consistent:

• Clogged fuel injectors and carburettors
• Failing or weakened fuel pumps
• Hard starting, especially in the morning
• Rough idling and engine stalling
• Fuel-tank corrosion and rust
• Swollen or cracked rubber hoses
• Reduced power and throttle response
• Significant mileage drops

These are the same complaints raised by mechanics and vehicle owners on social media, by protesters at Jantar Mantar, and by YouTubers like Sourav Joshi whose viral video about his Mercedes’s mileage collapse on E20 drew a rebuttal from the carmaker and reignited the national debate.

The cost question: no, E20 is not cheaper

A reasonable person assumes that replacing a fifth of the petrol with home-grown ethanol should make the fuel cheaper. It does not. E20 sells at the same price as the petrol before it — and the government itself has explained why.

In July 2026, the Centre published its own FAQ on the ethanol blending programme. In it, the government stated that E20 currently costs more to produce than pure petrol at prevailing crude-oil prices. Here is the arithmetic:

• Ethanol is procured from producers at a fixed price of roughly ₹71.86 per litre for maize-based ethanol — before GST, transport, storage, and depot handling charges are added.
• At current global crude prices (around $70 per barrel), the petrol that ethanol replaces would be cheaper to produce. The math would only flip in ethanol’s favour if crude climbed to $120–130 per barrel — well above where it sits today.
• Officials have been explicit: blending was never designed to cut fuel prices. Its stated purpose is reducing India’s dependence on imported crude, not saving consumers money.

And yet, the public was never clearly told this. Many consumers were led to believe — or simply assumed — that a domestically blended fuel would cost less. Instead, pump prices went up.

Petrol prices 2014–2026: the trajectory

The price history tells its own story. Since 2014, petrol prices in Delhi have risen 43 percent, from ₹71.41 per litre to ₹102.12 — driven by a combination of global crude movements, excise duty hikes, and the blending programme. The most recent hike, in May 2026, came just weeks after E20 became the only petrol available.

Petrol prices across major cities (July 2026)

Prices differ city to city mainly because of state-level VAT/sales tax on top of the same base fuel cost — not because different cities get different fuel. Every city gets E20.

The E20 price paradox

Put it all together and the arithmetic is damning. When E20 became fully mandatory on April 1, 2026, pump prices were raised by ₹5.61 per litre in May 2026 — the first hike in four years. The energy content per litre dropped by roughly 6–7 percent with E20 blending. The government’s own FAQ says E20 costs more to produce than pure petrol at current crude prices. Consumers now pay ₹102.12 per litre in Delhi — less energy delivered, higher price charged, and the fuel costs more to make. The savings, such as they are, accrue to the macro-level import bill. The individual consumer bears the cost.

The controversy: conflict-of-interest allegations

The E20 programme has not just raised consumer complaints — it has generated serious political allegations about who profits from the mandate and why it was accelerated.

The Gadkari question

Nitin Gadkari, as Union Minister for Road Transport & Highways, has been one of the government’s most vocal advocates for accelerating ethanol blending. He has publicly called for E20, E30, flex-fuel vehicles capable of running on E85 and even E100 (pure ethanol), and has framed the programme as central to India’s energy future.

In September 2025, the Congress party publicly accused Gadkari of a conflict of interest, naming his sons as major beneficiaries of the ethanol push:

• Nikhil Gadkari — linked to Cian Agro Industries Infrastructure Ltd, an ethanol-producing company whose revenue reportedly rose from ₹18 crore in June 2024 to ₹523 crore in June 2025 (a roughly 29x increase in one year), with a stock-price surge of over 2,184 percent in the same period.
• Sarang Gadkari — named as a director of Manas Agro Industries, another entity in the ethanol space.

Congress demanded a Lokpal investigation into the alleged conflict of interest. The allegations were reported by Deccan Herald, BW Businessworld, and The Tribune, among others.

Gadkari’s response

Gadkari has rejected the allegations. He has stated that his sons’ sugar-and-alcohol business existed long before the ethanol programme, that it accounts for well under 1 percent of India’s total ethanol supply, and has described the campaign against him as politically motivated.

Court cases and legal challenges

The E20 mandate has reached India’s courtrooms at multiple levels.

• Supreme Court — PIL declined: In September 2025, the Supreme Court declined to entertain a Public Interest Litigation (PIL) seeking to halt the E20 rollout and preserve fuel choice for consumers. The Court’s refusal to hear the case does not constitute an endorsement of the policy — it simply means the petition did not meet the Court’s threshold for intervention.
• Consumer courts — owners have won: Individual vehicle owners have taken E20 damage claims to district consumer commissions — and won. In at least one reported case, a consumer court ordered a carmaker to replace the vehicle after the owner demonstrated fuel-system damage attributable to the mandated blend. These victories establish a precedent that matters: if your vehicle was harmed by E20, consumer courts are a viable avenue of redress.

The legal landscape is still evolving. As more owners file claims and more data on damage accumulates, the courts may be forced to engage with the policy question that the Supreme Court sidestepped.

The movement: citizens fight back

E20 is not a fringe complaint. It has been covered across India’s press, it has moved from social-media grumbling to the streets and the courtrooms, and it has generated a citizen-led movement that is gaining momentum.

The Jantar Mantar protest — July 5, 2026

On July 5, 2026, motorists gathered at Delhi’s Jantar Mantar for what was billed as India’s first public protest against E20, organised by Tehseen Poonawalla’s advocacy group Team Bharat under the banner “Hamaari Gaadi, Hamaara Adhikaar” (“Our Vehicle, Our Right”).

Protesters described mileage drops, clogged fuel systems, and mounting repair bills. Their central demand: keep E0, E5, and E10 petrol available alongside E20, so motorists can choose what goes in their own vehicle. The protest was covered by The Week, Business Today, and multiple national outlets.

The Cockroach Janta Party (CJP) and E20 Janta Party

The Cockroach Janta Party (CJP) — a satirical online movement that channelled public anger through viral social-media campaigns — became a template for citizen activism. In its wake, the E20 Janta Party (@E20Party) emerged on X (formerly Twitter) with one sharp, specific demand: let people buy 100 percent pure petrol alongside E20 at every pump.

The movement has been covered by National Herald, Business Today, and The Tribune, and has resonated with vehicle owners across the country who feel they have been given a fuel they never asked for and a cost they never agreed to.

VahanChod

VahanChod — this site — is a non-partisan public awareness initiative with no political affiliation. Like the E20 Janta Party, we are ordinary citizens and vehicle owners asking for choice, transparency, and protection — not a ban on ethanol. One demand unites all of us: bring back the option of normal petrol.

Voices from the ground

The movement is powered by real vehicle owners, mechanics, riders, and commuters across India, documenting on their own phones what E20 did to the vehicles they depend on. On Instagram and YouTube, thousands of accounts document damage, mileage loss, and repair bills. YouTuber Sourav Joshi’s viral video claiming his Mercedes’s mileage collapsed on E20 drew a rebuttal from the carmaker and brought the debate to millions of viewers who had never heard of the ethanol mandate.

The three demands

This is worth stating plainly, because it is easy to caricature. The demand is not to ban ethanol, reverse the blending programme, or score a political point. It is three things:

1. Bring back fuel choice. Sell E0, E5, and E10 petrol at every pump alongside E20, so owners can pick the fuel their vehicle was built for. Since April 1, 2026, drivers have had no choice — a vehicle owner should be able to decide what fuel goes into the vehicle they own and maintain. This is the central, non-negotiable demand.
2. Protect the owners already paying the price. Commission independent, government-funded studies into E20’s effect on pre-2023 vehicles, and set up compensation or retrofit support for owners whose engines, fuel systems, or mileage have been hit. People are footing repair bills for a fuel they never chose.
3. Full transparency on the policy. Label ethanol content clearly at every pump, publish the real cost and mileage data, and answer the questions the public and the courts are asking about how this policy was rushed through — and who benefits from it. If blending was never designed to save consumers money, say so publicly. If family members of the minister championing the programme profit from it, investigate it openly.

What happens next: E25, E30, E85, and beyond

The E20 mandate is not the end of India’s ethanol trajectory. The government has already signalled higher blending ratios ahead:

If the government follows the same pattern — accelerating targets, skipping independent damage studies, and mandating higher blends without consumer choice or compensation — the problems that E20 has created will only compound. The fight for fuel choice at E20 is also a fight to ensure that E25, E30, and beyond are not imposed the same way.

How this became a national controversy

E20 is not a fringe complaint. It has been covered across India’s national press — and the coverage spans corruption allegations, consumer harm, protest movements, cost analysis, court cases, and the government’s counter-position. Here is a selection of the reporting:

• Corruption & conflict of interest: Deccan Herald, BW Businessworld, and The Tribune all covered Congress’s allegations that Gadkari’s family profited from the ethanol policy. BW Businessworld ran a detailed investigation titled “The Ethanol Express: How the Gadkari Family Turned Policy into Profit.”
• Consumer impact: Free Press Journal covered the viral Sourav Joshi video and the broader consumer backlash. The Print ran an opinion piece arguing the rollout served the exchequer more than motorists or farmers.
• Cost analysis: Business Today and The Federal independently reported the government’s own admission that E20 costs more to produce than pure petrol at current crude prices.
• Protest: The Week covered the Jantar Mantar demonstration in detail. National Herald, Business Today, and The Tribune all covered the emergence of the E20 Janta Party.
• Court: Deccan Herald reported the Supreme Court’s refusal to entertain the PIL against E20.
• Government counter-position: Business Today reported IIT Kanpur’s findings of no engine harm and less than 5 percent mileage loss. We link this alongside the critical coverage because the case for choice does not need to hide the other side.

See the full press wall on the homepage for direct links to every article.

Quick reference

Frequently asked questions

Can I still buy pure petrol (E0) or E10 anywhere?

No. Since April 1, 2026, E20 is the only petrol sold at regular pumps nationwide. Restoring the availability of E0, E5, and E10 — so motorists can choose — is the movement’s central demand.

Will E20 damage my older vehicle?

It depends mostly on age. Vehicles made before April 2023 were not certified for E20; the oldest and carburetted ones (pre-2010 bikes, Royal Enfields, older commuters and auto-rickshaws) are most at risk of rubber/fuel-system wear, hard starting, and fuel-tank rust. Use the “Am I Affected?” checker on the homepage to assess your vehicle.

Does E20 really reduce mileage?

Yes. Ethanol carries roughly a third less energy than petrol, so E20 delivers about 6–7 percent less energy per litre. ARAI and the government put the real-world drop at around 1–6 percent; many owners of older vehicles report more, in some cases up to 15–20 percent.

Is E20 at least cheaper, since it has 20 percent ethanol?

No. It sells at the same or higher price as before, and the government itself has said E20 currently costs more to produce than pure petrol at today’s crude prices. Blending was never intended to lower pump prices — its stated aim is cutting crude imports.

Does using E20 void my warranty?

Manufacturers and SIAM say keeping to your normal service schedule preserves the warranty. In practice, owners have taken damage claims to consumer courts — and won, including a case where a court ordered the carmaker to replace the vehicle.

Is this an anti-ethanol or anti-government campaign?

No. VahanChod is non-partisan and not against ethanol itself. The demand is choice and accountability: keep lower blends available alongside E20, run independent damage studies, and compensate owners whose vehicles were harmed.

My vehicle was damaged. What can I actually do?

Keep every repair bill and note when you switched to E20. File a complaint with your district consumer commission — owners have already won such cases. And share your account in the Voices section so your case is counted in the movement.

What you can do

• Check whether your vehicle is at risk and know what to watch for.
• Keep every fuel-related repair bill and note the date you switched to E20 — it matters if you ever file a claim.
• If your vehicle was harmed, file a complaint with your district consumer commission. Owners have already won.
• Share your account so your case is counted and your voice is heard.
• Join the movement — sign up, spread the word, and demand fuel choice.
• Follow the E20 Janta Party on X for the latest on the citizen campaign.
• Talk to your mechanic, your neighbours, your family. Make sure they know what E20 is, what it does, and that the right to choose is worth demanding.

Ethanol blending can be good policy and still be badly executed. Asking for a choice of fuel, honest data, and help for the people whose vehicles were damaged is not anti-progress — it is the least a consumer should expect. The policy’s goals are not the problem; the total absence of consumer protection, the conflicts of interest that surround its acceleration, and the refusal to let vehicle owners make their own choice — that is the problem. That is the whole point of this campaign: your vehicle, your right.

Sources & further reading

• Business Today — Why E20 petrol is not cheaper than pure petrol despite 20% blending
• The Federal — ‘E20 costlier to produce than pure petrol at current crude prices’, says Centre in FAQ
• The Week — Motorists launch India’s first E20 protest at Delhi’s Jantar Mantar
• Deccan Herald — Congress alleges Gadkari’s sons profited from ethanol policy, demands Lokpal probe
• BW Businessworld — The Ethanol Express: How the Gadkari Family Turned Policy into Profit
• The Tribune — Ethanol policy enriched Gadkari’s family, not farmers: Congress
• Deccan Herald — SC declines to entertain PIL against rollout of E20 fuel
• Free Press Journal — ‘My Car Will Be Ruined Soon’: YouTuber’s E20 fuel claim draws Mercedes rebuttal
• The Print — Indian drivers, farmers in a fix over the rushed E20 rollout
• National Herald — You thought CJP was it? Meet E20 Janta Party
• Business Today — On Cockroach Janta Party’s lines, E20 Janta Party demands choice of 100% petrol
• The Tribune — Meet ‘E20 Janta Party’ fuelling India’s latest online protest
• Business Today — ‘I gain nothing from ethanol policy’: Nitin Gadkari rejects conflict-of-interest charge (government/industry counter-position)
• Business Today — No evidence E20 harms engines, says IIT Kanpur; mileage drop less than 5% (government/industry counter-position)