The Aura is Hyundai’s contender for the compact sedan segment, rivalling the likes of the Maruti Suzuki Dzire, Honda Amaze, and Tata Tigor. If you’re planning to bring home a Hyundai Aura, we’ve listed its most prominent strengths and weaknesses below.
Pros
Well-built interior
Step inside the Aura and you’ll be impressed with its bright colour scheme and excellent fit-and-finish. The central dashboard trim and centre console surround are decked out in a copper colour, which lends the front end of the cabin a unique look, and the leather-wrapped steering wheel and gear knob in higher trims do well to add a premium touch.
Smooth and refined engine
Under the bonnet, the Aura packs a sole 1.2-litre 4-cylinder naturally aspirated engine that can be had in either 83hp petrol or 69hp CNG guise. Gearbox options comprise a 5-speed manual and 5-speed AMT for the petrol, while the CNG gets only the former transmission.
As mentioned in our review of the Aura, the petrol-MT powertrain feels quite smooth and refined. It responds well to part-throttle inputs and effortlessly keeps up with traffic. That said, the Aura is best-suited to easygoing urban commuting, as performance is neither brisk nor exciting.
Easy to drive
In addition to its refined engine, the Aura has a very smooth and light steering feel, an absorbent ride, and a slick-shifting manual gearbox with a light clutch. Not to mention, the Aura’s relatively compact footprint makes it easy to manoeuvre in city traffic and on tight roads.
Cons
Falls short on cabin space
Though the Aura’s rear seat offers ample legroom, the narrow width of the car makes the bench best-suited for two adults only. The front seats aren’t the most comfortable either, as the cushioning is a tad too firm, the head restraints are not adjustable, and taller occupants with broader frames may find them too narrow.
Lacks some creature comforts
The Aura comes packed with much of the safety and convenience kit you need, but misses out on a lot of the nice-to-haves offered by rivals like the Dzire and Amaze. Specifically, the Aura doesn’t get a sunroof, a 360-degree camera, ADAS, built-in wireless Android Auto and Apple CarPlay, paddle shifters (for AMT), and connected car tech.
While aftermarket CNG conversions are not new, with the rise in fuel prices, there has been a noticeable spike in interest surrounding them. Although there are more factory-fitted CNG cars on the market than ever before, several models still do not give you the option. Not to mention, existing car owners are increasingly looking to convert their cars to CNG to reduce running costs.
Naturally, this increased interest brings up several questions about the technology, the installation, the legalities and more. We thus teamed up with Lovato CNG’s authorised distributor in Maharashtra, Blue Drive Traders, as well as Lets Go CNG and its authorised installer in Mumbai, M.S Motors, to answer questions about CNG conversions.
Know your CNG kit
There are three broad types of kits available on the market today. The oldest is the Venturi type, typically used for cars that are Bharat Stage 3-compatible and older. These use a Venturi mixer, similar to a carburettor, that mixes CNG with air before it is injected into the intake manifold. They are the most affordable, usually costing between Rs 30,000 and Rs 40,000, including installation and registration, but they are not the most efficient and bring a significant drop in performance. Since the cars they are compatible with are also reaching the end of their lifecycle, these kits are gradually being phased out.
Modern naturally aspirated MPFI cars require a sequential type kit. These use individual injectors that inject CNG directly into the intake manifold and feature their own ECU that controls timing, volume and other parameters based on RPM and driver inputs. These are much more fuel-efficient, and the drop in performance is nominal in everyday driving conditions. Like the older Venturi kits, these too require the car to be started on petrol before switching over to CNG. However, they automate the process by making the switch once a certain engine temperature is reached. Prices vary depending on the manufacturer and the specifications of each kit, ranging from Rs 40,000-Rs 50,000 for older BS4 cars, to Rs 50,000-Rs 65,000 for smaller BS6 cars, stretching to Rs 70,000-Rs 75,000 for larger cars that require an eight-injector kit.
The newest type of kit to hit the market is the direct-injection kit, used for cars with direct petrol injection. Like sequential kits, these too inject CNG into the intake manifold. However, direct-injection engines cannot run purely on CNG. The fuel injectors in a DI engine sit within the combustion chamber, so to prevent them from overheating, a small amount of petrol still needs to be injected through them even when running on CNG. Therefore, a turbocharged direct-injection engine can only run on a maximum 80:20 ratio of CNG and petrol. As a result, fuel efficiency gains are not quite as high as with a naturally aspirated engine, and kit prices range from Rs 1 lakh to Rs 1.5 lakh, thus pushing the breakeven point further away.
What’s in the box?
The largest and heaviest component of a typical CNG kit is the tank itself. Made from seamless steel, these can weigh close to 70kg empty, with volumetric capacities ranging from 60 to 65 litres. Metal-lined composite cylinders and carbon fibre-reinforced plastic cylinders are also now available, and while they are significantly lighter, they usually cost two or three times more. Attached to the tank is a valve with a manual shut-off.
The filling valve, through which CNG is filled, can either be placed under the bonnet or beside the petrol filler cap, depending on the vehicle. Transporting the gas from the tank to the pressure reducer under the bonnet is high-pressure tubing made from carbon steel and coated in polymers. The reducer has a pressure gauge and lowers gas pressure from about 200bar in the tank to a manageable 2-3 bar. From here, the gas is routed to the injector rail that sits atop the engine, which further distributes it to nozzles drilled into the intake manifold via reinforced rubber hoses. Between the reducer and the injector rail sits a Manifold Absolute Pressure (MAP) sensor to measure the pressure as well as the temperature of the gas. There is also an optional filter to remove any impurities in the line.
Controlling the injector rail is an Electronic Control Unit (ECU) that uses signals from the MAP sensor and communicates with the car’s original ECU to dictate the amount of CNG being injected and the timing. Modern kits also come with a comprehensive wiring harness that can plug into the car’s original wiring via OBD connectors. Older pre-BS6 cars, however, may require some wire splicing. Optionally available is an Advancer, which advances ignition timing when running on CNG and negates some of the power loss, particularly on smaller-capacity engines. Some sedans and hatchbacks also require a rear coil spring spacer to compensate for the added weight of the tank in the boot.
How a CNG kit is installed
A professional CNG installation takes around 4 to 5 hours to complete. Here’s what happens behind the workshop doors.
Health check
The engine is inspected to ensure it’s suitable for CNG conversion. A basic service is performed if required, with spark plugs and ignition coils replaced as needed and the throttle body cleaned.
Components positioned
The reducer and its pressure gauge are mocked up in the engine bay before mounting points are marked and drilled. The filler valve may be located alongside them or next to the petrol filler cap, depending on the vehicle.
Injectors installed
The CNG injector rail is mounted on its dedicated bracket close to the petrol injectors. This will send CNG to corresponding nozzles that are drilled and fitted into the vehicle’s plastic intake manifold.
ECU wired in
The CNG ECU is mounted alongside the factory ECU and connected to the vehicle’s wiring loom. The harness is neatly routed and secured away from heat and moving parts.
Plumbing completed
Reinforced rubber gas hoses are cut to length and connected between the reducer, injector rail and the intake manifold. A MAP sensor and a filter are also installed as part of the system.
Tank prepared
The CNG tank is temporarily mounted to a rig that holds it in place while the shut-off valve and associated fittings are installed before everything is torqued down.
Tank frame installed
The mounting frame is positioned inside the boot, holes are drilled through the floor, and reinforced brackets securely bolt it to the vehicle’s structure.
Tank fitted
The CNG cylinder is secured to the frame using heavy-duty metal straps and bolts before being covered with a carpeted shroud for a neat factory-like finish.
High-pressure line routed
Polymer-coated steel high-pressure pipes are routed beneath the car, connecting the CNG filler valve, the tank and the reducer under the bonnet.
Electrical connections
The remaining wiring is completed and a dashboard-mounted CNG switch is installed, allowing the driver to monitor fuel level and switch between petrol and CNG.
Leak test
Around 2kg of CNG is added and every connection is checked using an electronic gas detector and good old-fashioned soap solution to ensure the entire system is leak-free.
Calibration and road test
The system is calibrated using dedicated software to optimise fuel delivery and switchover settings. A final road test confirms performance before the vehicle is delivered to the customer.
Why go aftermarket?
On average, an aftermarket CNG installation costs around 25 to 30 percent less than the premium a factory-fitted CNG variant commands over its petrol counterpart. However, this alone is not enough to swing the scales in favour of the aftermarket due to the disadvantages we will get into later. The bigger advantage the aftermarket holds is the ability to convert models or variants that do not come with a CNG option. For instance, Maruti Suzuki only offers its factory-fitted CNG cars with a manual transmission, so if you want one with an automatic, an aftermarket CNG kit is your only option.
Similarly, popular SUVs like the Hyundai Creta and Kia Seltos are not available in CNG guise, which leads many owners to turn to the aftermarket. Owners of older cars, or those buying used cars, can also convert them to CNG for a fairly affordable price and enjoy significantly lower running costs. CNG is spark-ignited, thus only petrol cars can be converted to run on the gas. Since diesel cars use compression-ignition, they would need far too many modifications to make this possible. Strong hybrids are also not recommended for conversions, as here, the engine keeps switching on and off too often, which makes CNG calibration complex. Cars that are not in good mechanical shape should also not be converted to CNG, as the conversion can take a toll on the overall engine health.
For a car in generally good shape, aftermarket kits are proving to be reliable in the long run, provided they are well maintained. Most modern sequential kits from brands like Lovato and Mijo are also comparable in quality to OEM systems, and reputed, authorised installers are able to achieve near-OEM levels of fitment.
The catch
Fitting an aftermarket CNG kit – even if it is government-approved and fitted by an authorised installer – is grounds for the manufacturer warranty to be voided. While some brands may still honour warranty claims that are unrelated to the powertrain, it remains a grey area. Some dealer-fitted CNG kits do retain the factory warranty, while others provide a third-party warranty in its place.
Aftermarket installers have also begun offering third-party warranties in collaboration with insurance companies to provide coverage in place of the factory warranty. This, however, is in addition to the cost of the CNG kit. The kits themselves generally come with a warranty ranging from one to two years.
Packaging is also one area where the aftermarket trails OEMs. While Maruti, Tata and Hyundai are now offering underbody and dual-tank setups to retain a usable boot, the aftermarket still largely uses larger single tanks that take up more space.
Staying fit
As per law, any CNG tank – aftermarket or OEM fit – must be hydrotested every three years. For this, the tank must be removed from the vehicle and sent to a dedicated facility. While the process itself takes only a couple of hours, hydrotesting facilities are usually located outside major cities, adding transport time to the process. A hydrotest typically costs around Rs 3,000 per tank.
The CNG filter should also be replaced at the same three-year or 10,000km interval, whichever comes first. This typically costs under Rs 1,000 and is fairly straightforward. It is also recommended to drive on petrol at least 10 percent of the time to keep the fuel system healthy. Finally, it is important that the engine’s service schedule is strictly followed.
The legal bit
Aftermarket CNG installations are legal as long as the kit is government-approved, fitted by an approved installer and the registration certificate (RC) is updated accordingly. Most approved installers will handle the RC update at the Regional Transport Office (RTO) as part of the service. Once this is complete, the owner must also update the insurance provider.
The verdict
Maruti Ertiga’s factory-fitted CNG tank shown for representative purposes only.
There is no denying the running cost advantage that CNG provides. However, when buying a brand-new car, a factory-fitted CNG version is still preferable to an aftermarket conversion simply because of the peace of mind. Once a car is out of warranty, though, a CNG conversion makes a great deal of sense. In most cases, the cost of the kit can be recouped within a couple of years, even with an average monthly running of around 1,500km.
However, the installer is just as important as the kit. Always opt for government-approved kits installed by approved installers with a strong reputation. Wherever possible, insist the installation is carried out without splicing into the original wiring and follow the recommended service schedule to ensure your car stays reliable.
Over the last decade, CNG has gone from being a niche fuel used mainly by taxis to becoming the most popular alternative fuel in the Indian passenger vehicle market. Though driven mainly by rising fuel prices, an increasing choice of models with factory-fitted systems has also made CNG a mainstream choice. But what exactly is CNG?
What is CNG?
CNG, or Compressed Natural Gas, is composed primarily of methane (CH4) – typically between 85 and 98 percent. The rest consists of minor amounts of other hydrocarbons like ethane and butane, as well as trace amounts of nitrogen and carbon dioxide. Instead of being stored as a liquid, CNG is kept in a gaseous state.
Why is CNG compressed?
CNG’s volumetric energy density (energy/litre) is significantly less than petrol’s, so an amount sufficient for a decent driving range would take up way too much space. However, by compressing the gas to around 200 to 250 bar, its volume reduces roughly 250 times, thus enabling a manageable tank size.
Where do we get CNG from?
India gets its CNG from a roughly even mix of domestic natural gas production and imported liquefied natural gas (LNG). LNG is essentially CNG super-cooled to -162deg C and stored as a liquid, making it highly dense for easy transportation. Additionally, India also produces CNG from organic matter like food waste, sewage and cattle dung, though for now it is in small amounts. The methane derived from these sources is compressed into Bio-CNG.
How is CNG distributed?
CNG moves through gas distribution pipelines and into refuelling stations. These stations that are connected directly to the pipeline are called online stations and are common in major cities. In areas without a pipeline connection, CNG is supplied via mobile cylinder banks (called cascades) that are filled from a mother station and delivered by truck; the receiving station is referred to as a daughter station.
Is CNG safe?
Modern automotive CNG systems are very safe. The cylinders are designed to withstand pressures well beyond normal operating levels and are equipped with pressure relief and automatic shut-off valves. Methane is lighter than air, thus if a leak occurs, it disperses upward quickly, and while methane is an odourless gas, it is mixed with a chemical to give it a pungent aroma, so you can detect a leak. That said, because CNG is stored at very high pressure, cylinders require periodic inspection and testing as specified by the manufacturer.
What are the advantages of CNG?
1. Lower running costs
CNG’s significantly lower price means the cost per kilometre of running a vehicle on the gas is typically 30-50 percent lower than petrol by today’s fuel prices. The lower cost is, quite simply, the largest contributor to the fuel’s popularity. However, there are other benefits too.
2. Cleaner emissions
CNG burns cleaner with lower CO2 emissions and minimal particulate matter. The formation of sulphur oxides (SOX) and nitrogen oxides (NOX) is also lower with CNG. Thus, it is considered to be a clean or environmentally friendly fuel. When compared to diesel fuel, the reduction in particulate matter is even more significant.
3. Cleaner engine internals
CNG mixes very uniformly with air and leaves almost no carbon deposits when burned. Thus, an engine running CNG generally stays cleaner than when running on petrol. This can be seen on the spark plugs that stay cleaner. However, the higher combustion temperatures that CNG engines typically run at put extra thermal stress on the plugs. On the whole, though, they tend to last a bit longer and stay cleaner too.
What are the disadvantages
1. Lower range
Despite being compressed, CNG still stores much less energy per litre than liquid fuels. Thus, the range-to-volume ratio is lower with CNG than with petrol or diesel fuel.
2.Longer refueling
CNG stations are concentrated around major cities and highways, and given the rising popularity of CNG, there are long queues. Furthermore, filling pressure depends on the pump’s pressure and the number of vehicles, so it can take longer to fill than liquid fuels when the station is full.
3.Reduced power
Petrol enters a cylinder as a fine mist, taking up little space. However, CNG, being a gas, occupies more space, leaving less room for air (oxygen). CNG’s lower volumetric energy density also means the air-CNG mix simply holds less energy than an air-petrol mix. Thus, an engine makes less power when running on CNG. Interestingly, CNG has a higher octane rating than petrol – typically above 120 RON, so a CNG-only engine can run a higher compression ratio to produce more power. But since passenger cars are bi-fuel, a lower ratio that’s suitable for petrol is used.
When Maruti Suzuki introduced its first factory-fitted CNG models in 2010, the fuel had little acceptance among private buyers. Availability was largely restricted to Delhi-NCR, Mumbai-Pune and Gujarat, while the filling network was small and uneven. CNG penetration remained at just 1-2 percent until 2016-17, but Maruti continued to improve the technology and expand its range. It began with affordable cars such as the Alto and Eeco before taking CNG to the WagonR, Swift, Baleno, Dzire and Ertiga. Today, its portfolio includes SUVs such as the Brezza, Fronx, Grand Vitara and Victoris.
Fixing what buyers disliked
In the late 1990s, buyers who wanted a CNG car usually had to convert a petrol model using an aftermarket kit. Most kits were imported, often from Italy or Argentina, and a conversion cost around Rs 30,000-32,000.
As demand grew, some dealers began tying up with local retrofitters. But when these cars developed problems, owners often returned to Maruti workshops even though the company had not supplied or installed the kit. Poorly fitted systems raised concerns about gas leaks and vehicle fires. An aftermarket conversion could also invalidate the manufacturer’s warranty, while the engine and fuel system were not always designed to cope with CNG.
Performance was another weakness. Early conversions resulted in a noticeable drop in power. Some owners would switch to petrol before overtaking or climbing steep roads and returned to CNG once the additional performance was no longer needed.
Factory-fitted systems addressed many of these problems. Engines, valve seats, fuel lines and mounting points were designed to work with CNG. Better calibration reduced the performance loss, while the car retained its manufacturer warranty and could be serviced through Maruti’s dealer network.
The financial case was already strong. Around 2010, CNG cost roughly Rs 20-21 per kg, compared with about Rs 48 per litre for petrol and Rs 38 for diesel. A factory-fitted system added around Rs 45,000-54,000 to the price of the car, but offered better engineering, safety and warranty protection than an aftermarket conversion.
Even so, CNG did not take off immediately. Diesel was widely available, delivered better performance and offered low running costs. In 2013, diesel accounted for around 38 percent of India’s passenger vehicle market, making it the easier choice for many high-mileage users.
The network caught up
India had around 1,200 CNG stations in 2016-17. By March 2026, the network had expanded to about 8,900 stations across roughly 350 cities. This made CNG practical beyond its traditional strongholds. Petrol prices also rose sharply after 2020, crossing Rs 100 per litre in several cities and strengthening the case for switching to a cheaper fuel.
By then, Maruti had already addressed many of the product-related concerns and could respond with a broad factory-fitted portfolio. CNG’s share of Maruti’s new registrations, including private cars and cabs, increased from 14.3 percent in 2021 to 41.2 percent in the first half of 2026. Petrol’s share fell from 76.5 percent to 45.9 percent over the same period. The sharpest jump came between 2023 and 2024, when CNG’s share rose from 24.6 percent to 32 percent.
Commercial vehicles remain important. Cabs account for around 10 percent of Maruti’s cumulative registrations, but contribute more than a quarter of its CNG volumes. However, private buyers now account for the larger part of demand.
“Earlier, if a customer was opting for CNG, the perception was that he was just a very value-conscious customer,” says Maruti Suzuki’s senior executive officer, sales and marketing, Partho Banerjee. “Now, especially with underbody CNG, the profile of customers has changed. They are not only looking for mileage, they also want an aspirational product that feels no different to drive from gasoline.”
CNG moves beyond small cars
The WagonR remains the quintessential CNG hatchback. Its CNG share has risen from 42.5 percent in 2021 to 49.1 percent in the first half of 2026. Nearly every second WagonR buyer now chooses it. CNG is also gaining ground in models that were once overwhelmingly petrol-powered. Its share in the Swift has increased from 1.9 percent to 18 percent, while the Baleno has moved from 2.1 percent to 14.5 percent.
The Dzire has seen an even sharper change. CNG accounted for just 1.7 percent of its registrations in 2021. Its share reached 33.6 percent in H1 2026.
Adoption is strongest in vehicles that cover longer distances or carry more passengers. CNG’s share of the Ertiga has risen from 39.3 percent to 73.6 percent, while the Eeco has moved from 31 percent to 55.2 percent. Big shifts are now also taking place in the SUV segment, where buyers care as much about design, features and luggage space as they do about mileage.
CNG accounts for 43.4 percent of Brezza registrations, compared with 23.7 percent for its Smart Hybrid powertrain in H1 2026. The Fronx has seen its CNG share rise from 10.9 percent at launch in 2023 to 35.4 percent in the first half of 2026. In the case of the Grand Vitara, it has increased from zero to 23.9 percent.
The Victoris has moved even faster. CNG accounted for 55.2 percent of its registrations in the first half of 2026. Its strong response shows that midsize SUV buyers will accept the fuel when it does not compromise the overall ownership experience.
Better packaging removes a key compromise
A large cylinder placed across the luggage compartment has long been one of CNG’s biggest drawbacks. Dual-cylinder systems that divide the gas storage between two smaller cylinders positioned lower in the boot, or placing an underbody tank, create a flatter and more usable luggage area.
Maruti’s latest CNG development is the underbody tank on the Victoris and Brezza.
Central to Maruti’s next CNG push is the underbody CNG setup. The newly launched CNG Brezza opts for this setup – just like in the Victoris – where the tank is placed beneath the floor. It does negate the ability to have the spare tyre, but luggage space remains useable with a boot that is pretty much free of intrusions.
“If I don’t compromise on my driving experience, and I don’t lose boot space, and on top of that I reduce my total cost of ownership, then it is ticking all the boxes. Why would I not go for it?” says Banerjee.
Filling the gap left by diesel
Maruti’s exit from diesel in 2020 left a gap for buyers seeking low running costs without moving to an EV. CNG has become the answer. It cannot match a diesel engine’s torque or effortless highway performance, but it can cost substantially less to run than petrol, particularly for buyers covering high monthly distances. The vehicle can also switch to petrol when CNG is unavailable.
CNG will not replace diesel in every situation. Drivers who regularly travel on highways, carry heavy loads or value strong mid-range performance may still prefer diesel where it remains available. But for largely urban use, CNG now delivers much of the economic advantage that once made diesel attractive. The market has moved beyond mileage.
CNG has reached around 20 percent penetration without requiring buyers to completely change the way they use a car. There is no home charger to install, and the vehicle can run on petrol when the gas runs out. But the next stage will require more than savings. Buyers moving onto larger and more expensive vehicles will expect performance, equipment, luggage space and convenience alongside lower running costs.
“Quality, reliability and mileage are now hygiene,” says Banerjee. “You need to give all of that anyway and then still meet their lifestyle expectations.”
With the Victoris establishing CNG in the midsize SUV market and the Brezza addressing the compact SUV space, Maruti is now taking the fuel deeper into India’s largest vehicle segment, and it says there’s more to come.
CNG Price: दिल्ली और उससे सटे राष्ट्रीय राजधानी क्षेत्र (NCR) में सीएनजी (CNG) का इस्तेमाल करने वालों को महंगाई का बड़ा झटका लगा है। इंद्रप्रस्थ गैस लिमिटेड (IGL) ने दिल्ली-एनसीआर और आसपास के शहरों में सीएनजी की कीमतों में भारी बढ़ोतरी का ऐलान किया है। नई दरें आज शनिवार 29 अगस्त को सुबह 6 बजे से प्रभावी हो गई हैं। कंपनी ने सीएनजी की दरों में प्रति किलोग्राम 3.89 रुपये का इजाफा किया है। इससे निजी कार मालिकों के साथ-साथ ऑटो, कैब और दूसरी कमर्शियल गाड़ियां चलाने वालों को झटका लगा है।
जानिए दिल्ली और आसपास के शहरों में क्या है सीएनजी का नया रेट
आईजीएल द्वारा की गई इस बढ़ोतरी के बाद राजधानी दिल्ली में सीएनजी की कीमत ₹83.09 प्रति किलोग्राम से बढ़कर ₹86.98 प्रति किलोग्राम हो गई है। इससे पहले 17 मई को सीएनजी की कीमतों में ₹1 प्रति किलोग्राम का इजाफा किया गया था। आज से लागू हुई ₹3.89 प्रति किलोग्राम की वृद्धि इस वर्ष की सबसे बड़ी बढ़ोतरी मानी जा रही है। सीएनजी की कीमतें बढ़ने का सीधा असर रोजाना सफर करने वाले आम लोगों और कमर्शियल ट्रांसपोर्ट के किराए पर पड़ने की संभावना है।
क्यों बढ़ाए गए सीएनजी के दाम? आईजीएल ने बताई वजह
IGL ने शुक्रवार देर रात जारी एक बयान में सीएनजी की कीमतों में इस बढ़ोतरी की मुख्य वजह अंतरराष्ट्रीय बाजार में लिक्विफाइड नेचुरल गैस (LNG) की बढ़ती कीमतों को बताया है। कंपनी का कहना है कि पश्चिम एशिया में जारी तनाव की वजह से ग्लोबल लेबल पर एलएनजी के दामों में तेज उछाल आया है।
आईजीएल के मुताबिक सीएनजी सप्लाई के लिए इस्तेमाल की जाने वाली प्राकृतिक गैस का एक बड़ा हिस्सा इंपोर्टेट LNG से आता है। जब से पश्चिम एशिया में संघर्ष शुरू हुआ है तब से स्पॉट मार्केट में एलएनजी की कीमतें काफी तेजी से बढ़ी हैं।
अंतरराष्ट्रीय स्तर पर ऊर्जा संकट और इनपुट कॉस्ट का असर
कंपनी के आधिकारिक बयान में कहा गया है कि अंतरराष्ट्रीय स्तर पर एलएनजी की ऊंची कीमतों और इनपुट गैस कॉस्ट पर पड़ रहे असर को देखते हुए फैसला लिया गया है। आईजीएल ने कहा है कि गैस की बढ़ी हुई इनपुट कॉस्ट की भरपाई आंशिक रूप से करने के लिए प्रति किलोग्राम ₹3.89 कीमत बढ़ाना जरूरी था।
ग्लोबल एनर्जी मार्केट में यह तेजी ईरान युद्ध और ग्लोबल ऑयल शिपमेंट के मेन समुद्री मार्ग स्ट्रेट ऑफ हॉर्मुज में आने वाली अड़चनों के बाद से ही देखी जा रही है। इस साल फरवरी के अंत से ही क्षेत्र में भू-राजनीतिक तनाव बढ़ने की वजह से अंतरराष्ट्रीय क्रूड और गैस की दरों में भारी उछाल दर्ज किया गया है।
At its 2026 CEO Investor Day, Hyundai formally announced that it will bring next-gen versions of the Creta midsize SUV and i10 hatchback to India before 2030. We’ve known for quite some time that a new-gen Creta is in the works – test mules have been spied in India too – and we even reported on the next-gen i10’s launch timeline back in 2024.
Next-gen Hyundai Creta
The new Creta is likely to ride on the same K3 platform that underpins the second-gen Kia Seltos. Test mules of the next-gen Creta indicate that the SUV will grow in size and sport boxier proportions, while the interior is expected to get a fresh design, Hyundai’s new Pleos Connect infotainment interface, and an enhanced feature set.
Under the bonnet, the new Creta is anticipated to carry over the existing model’s 115hp 1.5-litre naturally aspirated petrol, 160hp 1.5-litre direct-injection turbo-petrol, and 116hp 1.5-litre diesel engines, along with their respective gearbox options. In addition to those, Hyundai is likely to introduce a strong-hybrid powertrain for the next-gen Creta, which could be based on the 1.5-litre naturally aspirated petrol engine.
Third-gen Hyundai Creta test mule. Image credit: Raspberry via Autospy.net
We expect the third-gen Creta to launch sometime in 2027, possibly in the second half of the year. The current-gen Creta was first launched in 2020 and received a major facelift in 2024. However, with the recent barrage of all-new midsize SUV rivals like the Tata Sierra, Renault Duster, Nissan Tekton, and the aforementioned second-gen Seltos, the Creta is due a generational update.
Next-gen Hyundai i10
Details are scarce about the next-gen i10, but hatchback could make the switch to a new platform. Thorough redesigns for the exterior and interior, along with a bolstered list of features, are expected. As for engine options, the new i10 is expected to use the current model’s 1.2-litre naturally aspirated engine, which is available in 83hp petrol and 69hp CNG guises. Manual and AMT gearbox options are also anticipated to be retained.
Current Hyundai Grand i10 Nios. Image used for representation only.
According to our prior report, the next-gen i10 is likely to launch in India by late 2027, which would mark a gap of around eight years following the arrival of the current Grand i10 Nios in 2019. More significantly, the next-gen i10 will reinforce Hyundai’s presence in the small-car segment, which has seen renewed interest following the 2025 GST cuts.
The Maruti Brezza and Tata Nexon are among the bestselling compact SUVs in the Indian market. While the former received a comprehensive update that introduced cosmetic changes, more features and a powerful new turbo-petrol engine, the latter continues to attract consumers with a wide choice of powertrains. If you are looking to buy a compact SUV, we compare the Brezza’s top-spec ZXi+ trim and the Nexon Fearless+ PS to find out which offers better value for money.
Explore full specs, features and a price breakdown in our Brezza vs Nexon comparison.
Maruti Brezza vs Tata Nexon: Dimensions
Brezza is taller, while Nexon has a bigger boot
Maruti Brezza vs Tata Nexon: Dimensions
Maruti Brezza
Tata Nexon
Difference
Length (mm)
3,995
3,995
–
Width (mm)
1,790
1,804
-14
Height (mm)
1,685
1,620
+65
Wheelbase (mm)
2,500
2,498
+2
Ground clearance (mm)
198
208
-10
Boot space (litres)
328
382
-54
Only the length of both models is identical. Beyond that, the Brezza is taller and has a slightly longer wheelbase than the Nexon. On the other hand, the Nexon is wider, rides higher off the ground and has a larger boot.
The Brezza ZXi+ is available only with the naturally aspirated petrol automatic and turbo-petrol manual powertrains. On the other hand, the Nexon Fearless+ PS offers a wide range of options: a turbo-petrol manual and automatic, a diesel manual and automatic, and a CNG manual. As for their turbo-petrol engines, the torque is identical, but the Nexon’s larger mill delivers more power.
Maruti Brezza vs Tata Nexon: Exterior features
Nexon offers some feel-good features like welcome/goodbye animations
Maruti Brezza vs Tata Nexon: Exterior features
Maruti Brezza
Tata Nexon
Headlights
LED projector
LED projector
Tail-lights
LED
Connected LED
Welcome/goodbye animations
No
Yes
Sequential turn indicators
No
Yes
Daytime running lamps (DRLs)
Yes
Yes
Fog lamps
LED
LED
Wheels
16-inch
16-inch
Outside rearview mirrors (ORVMs)
Electrically adjustable, auto-folding
Electrically adjustable, auto-folding
Roof rails
Yes
Yes
Rear wiper, washer
Yes
Yes
Colour options
Monotone and dual-tone
Dual-tone
Both the Brezza and Nexon are similarly equipped on the exterior, with LED light setups, DRLs, fog lamps, electrically adjustable and auto-folding ORVMs and 16-inch alloy wheels. However, the Nexon gets some fancier features such as welcome/goodbye animations for the light setups, along with sequential turn indicators. As for colour options, the Nexon is limited to dual-tone schemes, whereas the Brezza offers monotone options as well.
Maruti Brezza vs Tata Nexon: Interior features
Brezza not as well equipped as Nexon
Maruti Brezza vs Tata Nexon: Interior features
Maruti Brezza
Tata Nexon
Instrument cluster
Analogue dials with MID
10.25-inch display
Infotainment screen
10.1-inch
10.25-inch
Head-up display
Yes
No
Android Auto, Apple CarPlay
Wireless
Wireless
Sunroof
Single-pane
Panoramic
Audio system
6-speaker Arkamys Surround Sense
9-speaker JBL
Climate control
Automatic
Automatic
Rear AC vents
Yes
Yes
Driver seat adjustment
Manual
Manual
Front seat ventilation
Yes
Yes
Seat upholstery
Leatherette
Leatherette
Wireless phone charger
Yes
Yes
Air purifier
Yes
Yes
Connected car tech
Yes
Yes
Rear centre armrest
Yes
Yes
Rear sunshade
No
Yes
Ambient lighting
64-colour
No
60:40 split folding seat
Yes
Yes
Apart from multi-colour ambient lighting and a head-up display, the Brezza’s overall interior equipment falls short of the Nexon’s. The latter comes packed with features such as a digital driver’s display as opposed to analogue dials on the former, a panoramic sunroof, a slightly larger infotainment screen, more speakers and rear window sunshades.
Maruti Brezza vs Tata Nexon: Driving tech
Brezza misses out on drive modes
Maruti Brezza vs Tata Nexon: Driving tech
Maruti Brezza
Tata Nexon
Drive modes
No
Eco, City and Sport
Paddleshifters
Yes
Yes
Cruise control
Yes
Yes
While paddleshifters and cruise control are available on both models, drive modes are offered only with the Nexon.
Maruti Brezza vs Tata Nexon: Safety features
Brezza comes equipped with more advanced safety tech
Maruti Brezza vs Tata Nexon: Safety features
Maruti Brezza
Tata Nexon
BNCAP rating
5 stars
5 stars
Blind-spot warning
Yes
No
Safe-exit warning
Yes
No
Rear cross-traffic alert
Yes
No
Airbags
6
6
Camera setup
360-degree
360-degree
Parking sensors
Front and rear
Front and rear
Disc brakes
Front only
Front only
Tyre-pressure monitoring system
Yes
Yes
Interior rearview mirror (IRVM)
Auto-dimming
Auto-dimming
Hill-hold assist
Yes
Yes
ESC
Yes
Yes
Both the Brezza and Nexon have achieved a 5-star BNCAP crash-safety rating and are equally matched in terms of offering a basic safety kit, along with features such as a 360-degree camera and front parking sensor. But only the former comes with advanced safety systems such as rear cross-traffic alert and blind-spot and safe-exit warnings.
Maruti Brezza vs Tata Nexon: Price and verdict
Brezza’s more affordable, but Nexon’s powertrain range is hard to ignore
Maruti Brezza vs Tata Nexon: Prices
Maruti Brezza
Tata Nexon
NA petrol AT
13.54
–
Turbo petrol MT
11.16
12.34
Turbo petrol AT
–
12.55
Turbo diesel MT
–
13.45
Turbo diesel AMT
–
14.10
CNG MT
–
13.30
Comparing only the turbo-petrol manual powertrain, which is common to both, the Brezza is Rs 1.18 lakh more affordable than the Nexon. Notably, the Brezza ZXi+ NA petrol automatic costs almost a lakh rupees more than the Nexon Fearless+ PS turbo-petrol automatic. This is due to the higher tax on the 1.5-litre unit powering the Brezza. Moreover, the Nexon has a Fearless+ A PS trim that sits above the Fearless+ PS trim and brings Level 2 ADAS, but it is limited to the turbo-petrol automatic.
When it comes to choosing between the two, we’d recommend the Tata Nexon. Though the Brezza’s ZXi+ trim starts at a more affordable price point and is backed by Maruti’s widespread and hassle-free service experience, the Nexon’s multiple powertrain options are simply hard to ignore. Additionally, the Tata comes with more bells and whistles than the Maruti, and that’s why it’s our pick.
CNG cars are no longer considered budget options like before. Today, they are offered across multiple body styles and price points and even with automatic gearboxes. Moreover, with manufacturers now offering good features across the line-up, along with dual-tank or underbody CNG tank setups that free up boot space, these cars now don’t feel like a compromise made for lower running costs. Here, we have listed the best CNG cars under Rs 10 lakh that you can buy.
1. Maruti Suzuki Dzire CNG
Price: Rs 8.11 lakh-Rs 9.11 lakh
The Maruti Dzire is powered by a 1.2-litre 3-cylinder engine that produces 70hp and 102Nm of torque in the CNG spec. While performance is adequate for everyday driving, the Dzire really impresses with its great ride quality and tidy handling manners. The cabin is spacious, and with CNG available on the mid-spec VXi and ZXi trims, most features are covered, too. The Dzire gets a single large CNG tank in the boot but still offers some usable space.
2. Maruti Suzuki Baleno CNG
Price: Rs 7.77 lakh-Rs 8.67 lakh
The Maruti Baleno uses a 1.2-litre 4-cylinder engine that develops 78hp and 98Nm of torque in the CNG spec. It’s a smooth, refined and efficient CNG powertrain. Like on the Dzire, CNG is available on the mid-spec Delta and Zeta trims that come reasonably well equipped. This car, too, has a very spacious cabin, although its boot space is compromised by a single large CNG tank. One can also consider its Toyota twin, the Glanza, which, too, is available with CNG on the equivalent mid-spec S and G trims.
3. Hyundai Exter CNG
Price: Rs 6.99 lakh-Rs 9.42 lakh
The Hyundai Exter has a 1.2-litre 4-cylinder engine that produces 69hp and 95Nm of peak torque. It has a wide spread of CNG variants, with top trims being particularly well equipped. The Exter also gets twin CNG tanks that don’t take up too much boot space, and its smooth engine and compact dimensions make it very user-friendly. However, interior space isn’t as good as some other cars here.
4. Tata Punch CNG
Price: Rs 6.80 lakh-Rs 10.67 lakh
The Tata Punch uses a 1.2-litre 3-cylinder engine that produces 73hp and 103Nm of torque in CNG mode. The Punch CNG is the only one on this list to offer an AMT gearbox. It’s also the best-equipped CNG model here, with a wide spread of variants, but the top ones are quite expensive. Performance is just about adequate, but ride and handling are good, and twin CNG tanks leave usable boot space.
5. Nissan Gravite CNG
Price: Rs 6.59 lakh-Rs 8.94 lakh
The Nissan Gravite is powered by a 1.0-litre 3-cylinder engine. However, since the CNG kit on the Gravite is a dealer-level fitment and has not been homologated, specific power and torque figures aren’t available. The Gravite’s real USP is its excellent packaging and flexible 7-seat configuration. As the CNG kit comes as a dealer fitment, it can be had on all trims. The Gravite is, however, not as well equipped as some other models here; the performance is quite dull, and the twin CNG tanks in the boot leave no usable space.
Iran-US War Update: ईरान और अमेरिका के बीच तनाव अब उस मोड़ पर पहुंच गया है, जिसका असर सिर्फ दोनों देशों तक सीमित नहीं रह सकता। ईरान ने साफ चेतावनी दी है कि अगर अमेरिका ने उसके खिलाफ कथित ‘आर्थिक युद्ध’ जारी रखा, तो वह होर्मुज जलडमरूमध्य (Strait of Hormuz) समेत फारस की खाड़ी से तेल का निर्यात पूरी तरह रोक सकता है। ईरान की इस धमकी ने दुनिया के सबसे अहम तेल आपूर्ति मार्गों में से एक को लेकर चिंता बढ़ा दी है।
सवाल यह है कि अगर Hormuz से तेल की आवाजाही वास्तव में रुकती है तो इसका असर भारत समेत पूरी दुनिया के पेट्रोल, डीजल, LPG और दूसरे ईंधनों की कीमतों पर कितना पड़ेगा?
‘एक बूंद तेल भी निर्यात नहीं होगा’
ईरान की सुप्रीम नेशनल सिक्योरिटी काउंसिल के सचिव मोहन रेजाई ने अमेरिका को कड़ी चेतावनी दी है। न्यूज एजेंसी ANI के अनुसार, रेजाई ने सोशल मीडिया प्लेटफॉर्म X पर कहा कि अगर आर्थिक युद्ध जारी रहता है तो होर्मुज के रास्ते या फारस की खाड़ी के किसी अन्य हिस्से से एक बूंद तेल भी निर्यात नहीं होगा।
रेजाई ने केवल अमेरिका को ही चेतावनी नहीं दी, बल्कि उन देशों को भी निशाने पर लिया जो ईरान के खिलाफ अमेरिकी आर्थिक अभियान में शामिल होते हैं या उसका समर्थन करते हैं। उनके मुताबिक, ईरान ऐसे किसी भी देश की भागीदारी या समर्थन को युद्ध की कार्रवाई के रूप में देखेगा।
अमेरिका करने जा रहा है बड़ा आर्थिक हमला
ईरान की यह चेतावनी ऐसे समय आई है जब अमेरिका उसके खिलाफ नए और कड़े आर्थिक प्रतिबंधों की तैयारी कर रहा है। न्यूज एजेंसी Reuters के मुताबिक, अमेरिकी ट्रेजरी सचिव स्कॉट बेसेंट सोमवार को एक प्रेस कॉन्फ्रेंस करने वाले हैं। इसमें ईरान और उसके साथ व्यापार करने वाले देशों को निशाना बनाने वाली नई आर्थिक कार्रवाई का ऐलान किया जा सकता है।
Financial Times में लिखे एक लेख में बेसेंट ने आने वाले कदमों को किसी विरोधी के खिलाफ अब तक की गई सबसे बड़ी वित्तीय कार्रवाई बताया है। अमेरिका ने अभी इन संभावित प्रतिबंधों की पूरी जानकारी सार्वजनिक नहीं की है। लेकिन संकेत दिया है कि ईरान के साथ आर्थिक और वित्तीय संबंध बनाए रखने वाले देशों पर भी दबाव डाला जा सकता है।
चीन को भी अमेरिका की चेतावनी
अमेरिका ने ईरान के साथ कारोबार करने वाले देशों को लेकर दबाव बढ़ाना शुरू कर दिया है। Reuters के अनुसार, बेसेंट ने चीन से भी अमेरिका के साथ सहयोग करने का आग्रह किया है। यह मुद्दा इसलिए भी महत्वपूर्ण है क्योंकि चीन की ऊर्जा जरूरतों में खाड़ी क्षेत्र की बड़ी भूमिका है। रिपोर्ट के मुताबिक, चीन अपने तेल आयात का करीब आधा हिस्सा खाड़ी क्षेत्र से प्राप्त करता है।
चीन ने हालांकि अमेरिकी प्रतिबंधों की नीति पर आपत्ति जताई है। वॉशिंगटन स्थित चीनी दूतावास के प्रवक्ता ने कहा कि प्रतिबंध और दबाव समस्या के समाधान में मदद नहीं करते और कूटनीति का रास्ता अपनाने की जरूरत है। ईरान के नेताओं ने अमेरिकी दबाव के खिलाफ बयानबाजी तेज कर दी है।
ईरानी सेना यानी इस्लामिक रिवोल्यूशनरी गार्ड कॉर्प्स के प्रवक्ता सरदार मोहेबी ने अमेरिकी आर्थिक दबाव को लेकर कहा कि यह सैन्य मोर्चे पर अमेरिका की कथित हार की स्वीकारोक्ति है। ईरानी विदेश मंत्रालय के प्रवक्ता इस्माइल बघाई ने भी अमेरिकी प्रतिबंधों की आलोचना की। उन्होंने कहा कि ईरान के लिए युद्ध और प्रतिबंध कोई नई चीज नहीं हैं। ईरान करीब दो दशकों से प्रतिबंधों का सामना कर रहा है।
होर्मुज पर क्यों टिकी है पूरी दुनिया की नजर?
होर्मुज जलडमरूमध्य दुनिया के सबसे महत्वपूर्ण तेल रूट्स में से एक है। फारस की खाड़ी से निकलने वाले तेल और गैस के लिए यह प्रमुख समुद्री रास्ता है। इसलिए यहां किसी भी बड़े सैन्य या राजनीतिक संकट का असर वैश्विक ऊर्जा बाजार पर पड़ सकता है।
Reuters के मुताबिक, ईरान पहले से ही अंतरराष्ट्रीय प्रतिबंधों के कारण आर्थिक दबाव में है। इसके अलावा हालिया हमलों के कारण उसके बुनियादी ढांचे को नुकसान, व्यापार में बाधा, उत्पादन में कमी और पुनर्निर्माण की लागत का दबाव भी बढ़ा है।
रिपोर्ट में यह भी कहा गया है कि ईरान के पास अब भी पर्याप्त मिसाइल और ड्रोन क्षमता मौजूद है, जिससे वह खाड़ी के पड़ोसी देशों को निशाना बना सकता है। होर्मुज से गुजरने वाले तेल टैंकरों के लिए खतरा पैदा कर सकता है।
भारत के लिए क्यों अहम है यह संकट?
ईरान-अमेरिका तनाव का असर भारत के लिए भी महत्वपूर्ण है। भारत अपनी ऊर्जा जरूरतों के लिए बड़ी मात्रा में कच्चे तेल और LPG का आयात करता है। ऐसे में अगर होर्मुज के जरिए तेल की आपूर्ति लंबे समय तक प्रभावित होती है तो अंतरराष्ट्रीय कच्चे तेल की कीमतें बढ़ सकती हैं।
इसका असर आगे चलकर पेट्रोल-डीजल, LPG, CNG और परिवहन लागत पर पड़ सकता है। खासकर LPG के मामले में भारत के लिए आयात और अंतरराष्ट्रीय कीमतें महत्वपूर्ण हैं। यही वजह है कि होर्मुज में बढ़ता तनाव भारत के लिए केवल विदेश नीति या सुरक्षा का मुद्दा नहीं है, बल्कि आम आदमी की रसोई और वाहन के खर्च से भी जुड़ा हुआ मामला है।
Bangladesh Economic Crisis: पड़ोसी देश बांग्लादेश इन दिनों अपनी अब तक की सबसे बड़ी और गंभीर ऊर्जा संकट से जूझ रहा है। प्राकृतिक गैस की भारी कमी के कारण देश के बड़े-बड़े कारखाने बंद हो रहे हैं, खेतों के लिए खाद बनाने वाली फैक्ट्रियों में जंग लग रहा है और आम जनता बिजली की किल्लत व रसोई गैस की भारी कमी से परेशान है।
घरेलू उत्पादन में गिरावट, नई गैस खोज में देरी और अंतर्राष्ट्रीय स्तर पर मिडिल ईस्ट में जारी तनाव के कारण एलएनजी (LNG) आपूर्ति ठप होने से बांग्लादेश की अर्थव्यवस्था पर संकट के बादल मंडरा रहे हैं।
फर्टिलाइजर फैक्ट्रियां बंद, कृषि और खाद सुरक्षा पर मंडराया संकट
गैस संकट की सबसे बड़ी मार बांग्लादेश के खाद उद्योग पर पड़ी है। देश की ऐतिहासिक और सबसे बड़ी ‘आशुगंज फर्टिलाइजर फैक्ट्री’ मार्च 2025 से पूरी तरह बंद पड़ी है। जहां कभी रोज 1,000 टन से ज्यादा यूरिया बनता था, वहां अब केवल जंग लगे ढांचे बचे हैं।
आशुगंज समेत देश के 6 प्रमुख यूरिया कारखाने या तो पूरी तरह बंद हो चुके हैं या क्षमता से बहुत कम पर काम कर रहे हैं। इससे 17 करोड़ की आबादी वाले इस देश के कृषि क्षेत्र और खाद्य सुरक्षा पर सीधा खतरा पैदा हो गया है।
गारमेंट्स इंडस्ट्री और अर्थव्यवस्था को भारी झटका
बांग्लादेश दुनिया का दूसरा सबसे बड़ा रेडीमेड गारमेंट्स (RMG) निर्यातक है, जो उसके कुल निर्यात राजस्व का लगभग 80% हिस्सा है। गैस की कमी के कारण सैकड़ों कपड़ा और टेक्सटाइल मिलें बंद होने के कगार पर हैं या अपने उत्पादन में भारी कटौती करने को मजबूर हैं। कारखाने बंद होने से हजारों मजदूरों की नौकरियां खतरे में पड़ गई हैं और देश के विदेशी मुद्रा भंडार पर भारी दबाव पड़ रहा है।
घरों में चूल्हे ठंडे, बिजली गुल और सड़कों पर प्रदर्शन
गैस की कमी ने आम नागरिकों के जीवन को बुरी तरह प्रभावित किया है। पाइप से मिलने वाली घरेलू गैस का प्रेशर इतना कम है कि खाना बनाना मुश्किल हो गया है। कई इलाकों में रात भर गैस का एक कतरा भी नहीं आता, जिससे लोग लकड़ी के चूल्हों पर खाना बनाने को मजबूर हैं।
गैस से चलने वाले पावर प्लांट पूरी क्षमता से बिजली नहीं बना पा रहे हैं। देश में घंटों के पावर कट लग रहे हैं। सरकार ने मॉल और बाजारों को एक घंटा पहले बंद करने का आदेश जारी किया है।
सीएनजी (CNG) स्टेशनों पर घंटों इंतजार करने के बाद भी ईंधन न मिलने पर ऑटो और गैस-रिक्शा चालकों ने सड़कों पर उतरकर विरोध प्रदर्शन शुरू कर दिया है।
आखिर क्यों पैदा हुआ यह महा-संकट?
विशेषज्ञों का मानना है कि यह संकट रातों-रात पैदा नहीं हुआ, बल्कि सालों की अनदेखी का नतीजा है। साल 2018 तक बांग्लादेश गैस के मामले में आत्मनिर्भर था, लेकिन पुराने गैस कुओं से उत्पादन घटता गया। पिछली सरकारों ने नए कुओं की ड्रिलिंग और खोज पर पर्याप्त निवेश नहीं किया। कतर और अन्य देशों से आने वाली LNG आपूर्ति मिडल ईस्ट में जारी युद्ध और होर्मुज जलडमरूमध्य में रुकावट के कारण बुरी तरह बाधित हुई है।
क्या है आगे का रास्ता और समाधान?
ढाका यूनिवर्सिटी के जियोलॉजी प्रोफेसर मो. अनवार हुसैन भुइयां के अनुसार, एक नए कुएं की ड्रिलिंग में $12-16 मिलियन का खर्च आता है, लेकिन उससे $4.5-4.9 अरब मूल्य की गैस निकल सकती है। सरकार ने नए ऑफशोर और ऑनशोर कुओं की नीलामी की योजना बनाई है।
पेट्रोबांग्ला के चेयरमैन मो. अब्दुल मन्नान के मुताबिक, गैस संकट का दीर्घकालिक और स्थायी समाधान ग्रीन व रिन्यूएबल एनर्जी (सौर और पवन ऊर्जा) की तरफ तेजी से कदम बढ़ाना ही है।
