Why you should convert:

CNG:

What does conversion to CNG cost? ( View our cost calculator )

The cost of the entire CNG kit and installation is approximately Rs 40,000 over the price of the car. So is it worth it? Not if you cover about 10 to 20 km daily. CNG retails for around Rs 22 per kg in Mumbai, and at this rate, you will recover the cost in two to three years if you drive on an average of 40 to 50 km a day. It is simple. The more you drive, the earlier you recover your investment -- yes, it is the classic diesel versus petrol argument all over again. You will have to sacrifice some boot space and a small degree of performance too.

So is it worth it?

A very big yes if you are a fleet owner and want to run your CNG Lancer / Optra / Indica / Indigo Marina as a taxi. You will recover the cost in no time at all.

Just a yes, if your car covers 50 km a day, if you have a chauffeur and if you can spare him for an hour or two every few days to queue up behinds cabs and rickshaws to fill up gas.

A no, if you do not fall in the above two categories.

And a very big no if CNG is not available where you live. CNG infrastructure is not that widespread in the country, which is why HM, GM and Tata are offering the CNG versions of their cars only in certain parts of the country, like Mumbai, the National Capital Region and Gujarat.

Doesn't help then, does it? Well, there is an alternative. And that is:

LPG

The cost of the entire LPG kit and installation is approximately Rs 24,000 over the price of the car. So is it worth it? Not if you cover about 10 to 20 km daily. LPG retails for around Rs 37 per lt. in Mumbai, and at this rate, you will recover the cost in two to three years if you drive

on an average of 40 to 50 km a day. It is simple. The more you drive, the earlier you recover your investment -- yes, it is the classic diesel versus petrol argument all over again. You will have to sacrifice some boot space and a small degree of performance too.

Of late, a number of car manufacturers are offering cars factory fitted with LPG kits. In any case, you can always convert your current petrol car to LPG at our garage.

Though you have to pay more for LPG than CNG (remember, it's also litre versus kg), it still works out to excellent savings in fuel costs. Another positive aspect about LPG is that it does not inhibit engine performance as much as CNG does. As regards distribution, a growing number of cities in India are now offering LPG filling stations. So your travelling range is not as restricted as it was a few years earlier. (view our comprehensive list of auto LPG filling stations.) So for a personal vehicle, it makes sense to go for LPG (may a 1,000 retail outlets bloom), while for commercial vehicles, CNG vehicles deliver better economies.

Background

The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and for heavy-duty vehicles. Indian own emission regulations still apply to two- and three-wheeled vehicles.

On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India is summarized in Table 1.

The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi or the other 10 cities.

For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.

Trucks and Buses

Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg—are listed in Table 1. Emissions are tested over the ECE R49 13-mode test (through the Euro II stage).

More details on Euro I-III regulations can be found in the EU heavy-duty engine standards page.

Light Duty Diesel Vehicles

Emission standards for light-duty diesel vehicles (GVW = 3,500 kg) are summarized in Table 3. Ranges of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies to passenger cars (GVW = 2,500 kg; up to 6 seats).

The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle.

Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer. The respective emission standards are listed in Table 4.

Light Duty Gasoline Vehicles

4-Wheel Vehicles

Emission standards for gasoline vehicles (GVW = 3,500 kg) are summarized in Table 5. Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards page). The lowest limit in each range applies to passenger cars (GVW = 2,500 kg; up to 6 seats).

Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).

3- And 2-Wheel Vehicles

Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.