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.
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.
