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Lower emissions by design


What Euro VI means for vehicle hardware, lubricant formulation and base oil trends


The world over, emissions regulations are one of the key drivers for change in the heavy-duty diesel vehicle market. Infineum EMEA Crankcase Regional Executive Market Manager, Yannick Jullien, explores the impact that the European Euro VI vehicle emissions standard is having on aftertreatment system design, engine oil formulation and base stock selection.


The Euro VI emissions standard was implemented on January 1 2013 for all manufactured engines and on January 1 2014 for all registered trucks. The new standard introduced large reductions in the permissible levels of unburned hydrocarbons, oxides of nitrogen (NOx) and particulate matter (PM). While CO2


emissions are not included in the current Euro VI


regulation, a new requirement has been introduced to limit particulate number (PN).


It is thought that about half of today’s heavy-duty diesel (HDD) trucks are Euro VI compliant, a figure that is expected to rise to over 80% by 2020.


OEMs are utilising a variety of different systems to meet Euro VI requirements. In general, this new hardware has much higher performance requirements, which means that, along the journey from Euro V to Euro VI, lubricants and base stocks will be impacted significantly.


In my opinion, because lubricants can impact the performance of some of the aftertreatment systems being used by OEMs to control emissions for Euro VI, it is becoming even more important to follow OEM’s recommendations on lubricant selection. These also provide the basis for in-house specifications of all major European HDD OEMS.


Advanced lubricants are needed Two main industry lubricant specifications, ACEA E6-2016 (E6) and ACEA E9-2016 (E9), both with the requirement of sulphated ash at 1%, are being used to meet Euro VI. E6, which has reduced phosphorus and sulphur, focuses on wear control, piston cleanliness and oxidation performance with or without the presence of biodiesel. E9, which has slightly higher sulphur and phosphorus limits than E6, has a greater focus on the control of soot induced and corrosive wear.


Fuel quality and Euro VI We have already seen a significant change in fuel quality to support the introduction of more stringent emissions regulations. This is specifically true for sulphur where, over the past two decades, levels have fallen from some 2,000 to 10 ppm. However, in recent years, we have also seen the content of fatty acid methyl ester (FAME) rise from 5% to 7%, with local regulations specifying 8% in some cases, which increases the severity of the fuel in the field.


Continued on page 26 24


LUBE MAGAZINE NO.139 JUNE 2017


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