Author criticizes E20 gasoline blending program with ethanol, pointing to food safety issues

There is a serious question surrounding E20 gasoline regarding whether the 20 percent ethanol it contains can damage a vehicle's engine. The government has repeatedly clarified its position on this matter. Recently, Bharatiya Janata Party MP Konda Visweswara Reddy refuted the erroneous nature of the discussion around E20 in his video address. He has now released another video addressing whether fuel mixed with ethanol affects a car engine.

Konda Visweswara Reddy, a Lok Sabha MP representing the Chevella constituency in Rangareddy district of Telangana state, previously demonstrated in a video, by burning ethanol and gasoline in one bowl, that ethanol is a clean fuel and produces fewer emissions compared to regular gasoline. However, this time Reddy relied on conversations with mechanics and scientific studies to explain whether E20 gasoline is beneficial.

In his video, Reddy stated that he spoke with approximately 30-40 auto mechanics from different regions of the country about the impact of E20 gasoline. These mechanics stated that E20 fuel does not harm vehicles. Furthermore, he showed an animated video illustrating the internal combustion process of an engine. The MP also cites scientific research, highlighting the advantages of ethanol, including work from the U.S. National Renewable Energy Laboratory (NREL), Oak Ridge National Laboratory, Massachusetts Institute of Technology (MIT), and SAE International.

Overall, Reddy believes that E20 gasoline poses no risk of engine damage in either new or old cars. Nevertheless, the government acknowledged in parliament that due to E20 gasoline, some rubber components of older vehicles may fail, and there might be a decrease in fuel consumption by 3-5 percent.

Amidst ongoing debates about E20 gasoline, a new path is opening up. Discussions are currently underway between the government and the oil and gas industry regarding E10 gasoline (90 percent gasoline and 10 percent ethanol). Special attention is being paid to older vehicles in these talks. Both technical and non-technical aspects are being discussed. Although a final decision has not yet been made, negotiations continue, and an E10 option is expected in the future.

Discussions continue in the country regarding E20 gasoline. Citizens complain that using this fuel has led to reduced fuel consumption in vehicles and damage to engine components, while the government continues to emphasize the advantages of this fuel. However, a new path has opened up during these debates: preliminary negotiations have begun between the government and the oil industry.

The possibility of providing E10 gasoline on the market alongside E20 is being discussed. Although this discussion is currently in its early stages and no final decision has been made, it gained momentum after India achieved its target for blending 20% ethanol into gasoline last year, completing this task approximately five years ahead of schedule.

Questions arose concerning older vehicles after the transition to E20 as the primary fuel. Many owners and citizens claim that in older engines not designed to run on high-ethanol fuel, there is a decrease in fuel efficiency and impact on certain engine components.

The government has repeatedly tried to dispel these concerns. Nevertheless, the government admitted in parliament that using E20 in older cars could lead to a 3–6 percent reduction in fuel consumption and might affect rubber components. Despite this, the government insists on the benefits of E20, such as reducing dependence on imported fuel, decreasing environmental pollution, and increasing farmers' income.

According to media reports, during discussions between the government and industry organizations, special attention is being paid to older vehicles. Both technical and non-technical aspects are being considered in the negotiations. No concrete results have been achieved yet, and the dialogue continues. There is hope that an alternative in the form of E10 may appear in the future.

The main issue facing vehicle owners was the lack of choice when selecting gasoline. If a driver wishes to use E10, or if their old car or motorcycle is certified for E10, they currently have no options.

Some opposition politicians also raised questions about the absence of various fuel options. During this period, one government official first proposed bringing back E10 gasoline. Specifically, in an article by India's chief economic advisor, V. Anantha Nageswaran, it was suggested that E10 be made available alongside E20, mentioning the drop in fuel consumption and component failures in millions of older vehicles. After the publication of this article, the situation took a new turn, and discussions on the return of E10 resumed.

A significant reason for this discussion is the large number of older vehicles in the country. According to the auto industry data, vehicles manufactured and sold after April 2023 are fully ready for E20 use, as the government made compliance with E20 mandatory under BS6 Phase-2 emission norms. That is, new vehicles sold on the market today meet E20 requirements.

However, the situation is completely different for most vehicles sold before April 2023. For example, in the Delhi-NCR region, the service life of a gasoline vehicle is set at 15 years. Consequently, a gasoline car manufactured in March 2023 can be operated on the roads until March 2038 according to current regulations. There are many owners who bought new cars before April 2023, whose cars are only 3–4 years old, are in good condition, and are used daily. But the main concern relates to the use of E20 fuel in these vehicles.

An active discussion is underway in the country regarding E20 gasoline. Issues are being debated everywhere—from roads to parliament and social media. Concerns are arising that using this fuel leads to reduced fuel efficiency and component failure in vehicles. Consequently, many citizens are demanding the option to use low-ethanol blended fuels, such as E5 and E10. Notably, for the first time, a government representative has raised the possibility of reintroducing E10 fuel.

The debates now concern not only engine performance but also whether the drive for fuel economy compromises the balance in the country's agriculture, water supply, and food security. This issue cannot be ignored because it is being raised not by a social media critic, but by V. Anantha Nageswaran, the chief economic advisor to the government of India.

In an article published in The Indian Express, Nageswaran emphasized that before transitioning from E20 to E27 or E30, a full analysis of the so-called 'nutrition versus fuel compromise' must be conducted. E20 fuel, which was previously seen as an alternative to gasoline, a tool for reducing oil imports, and an environmental advantage, requires deeper consideration. The main question is whether corn will fuel gas tanks or feed people. Since the debate over engines is distracting attention, the real fight is for land and water, which, once directed towards fuel, are difficult to return for agricultural needs.

Nageswaran's advice is for the government to restore the availability of E10 fuel for older vehicles. This fuel is a mixture of 90 percent pure gasoline and 10 percent ethanol. However, he also addresses common concerns about E20. He notes that there is widespread fear on social media that E20 reduces fuel consumption and damages vehicle components. Nevertheless, these claims are not entirely accurate, and he refers to the results of various tests.

According to Nageswaran, ethanol contains less energy compared to gasoline; the energy obtained from one liter of ethanol is about two-thirds the energy obtained from gasoline. Therefore, a vehicle on E20 may travel slightly less distance per liter of fuel. However, this does not mean engine failure. Since E20 contains 20 percent ethanol, the total energy reduction is approximately 6–7 percent, not 30 percent as claimed on social media.

Interestingly, using E20 can help reduce pollutants such as carbon monoxide and unburnt hydrocarbons. So far, tests have not revealed anything alarming regarding engine durability and stability. For instance, the National Oak Laboratory in the USA conducted tests on 86 vehicles not compliant with E20 standards, driving them for about 10 million kilometers. No additional component wear was found during these tests. Similar conclusions were drawn in India through tests by ARAI, Petroleum Institute, and Indian Oil, refuting claims of engine failure in every E20 vehicle.

There is a significant exception. India has about 75–80 million old two-wheeled vehicles manufactured before the BS4 standard that use carburetors. These old carburetors cannot automatically regulate fuel delivery according to the excess oxygen contained in ethanol. As a result, the engine may receive less fuel than required, which can lead to overheating. Furthermore, rubber seals in older vehicles present a separate problem: they may fail upon prolonged contact with ethanol if they are not designed to handle it. Although replacing these seals with ethanol-resistant ones is not too costly, the problem is that modernizing 75–80 million old two-wheeled vehicles in India will be a difficult task, and even with immediate action, it will take many years to update the entire fleet.

Nageswaran points out that the initial policy intended to solve this problem by ensuring the availability of low-ethanol gasoline for older machines. However, low-ethanol fuel has gradually disappeared from petrol pumps. Therefore, it is necessary to ensure the availability of fuel like E10 alongside E20. This will ease the lives of older vehicle owners and reduce fears associated with E20. It is important to note that this will not require an increase in overall ethanol consumption: a low-ethanol option can be provided for older cars, while new vehicles can continue to use E20.