Expansion beyond tailpipe emissions The previous Euro V and VI standards for heavy-duty vehicles covered only tailpipe emissions. Euro 7 introduces new regulations covering other parts of the vehicle, notably brake particle emissions resulting from abrasion of the brake pads and discs, and microplastic particle emissions resulting from tire wear. While these limits will initially apply to light-duty vehicles (including both ICE-powered and battery electric vehicles), they will likely be imposed on heavy-duty trucks at a future date.
The timeline for Euro 7 implementation for heavy duty vehicles calls for newly introduced vehicle types to be compliant four years after the rules take effect, meaning around mid-2028. New models of existing vehicle types must be compliant in five years or around mid-2029. In addition, many other countries and regions, notably India and China, use the European model as a reference when developing their own emission regulations. That means it is likely that something similar to the Euro 7 standards will eventually be adopted on a global scale.
How OEMs are adapting While Euro 7 will not have as big an impact on engine design as originally anticipated, heavy duty OEMs will need to adapt their exhaust aftertreatment systems to meet the new requirements. This will mean larger, more complex and sophisticated aftertreatment systems that are both more effective at controlling emissions and more durable to meet the longer lifetime compliance requirements.
It may also mean the addition of new components to the system. One option under consideration is the electric heated catalyst or EHC, which is intended to speed up the time it takes for the catalyst to reach optimal performance. Most NOx
emissions occur at
combustion and in the first few minutes of vehicle operation – in other words, when the engine is running cold. It takes time for the catalyst to heat up and start capturing emissions. With an EHC, the catalyst can be heated to the optimal level and begin operating effectively the moment the engine is started, significantly reducing NOx
emissions.
Some European OEMs are exploring a very different option that does not require adding a new device to the aftertreatment system. This concept involves changing the balance between soot and NOx
14 LUBE MAGAZINE NO.189 OCTOBER 2025
generated during the combustion cycle. Combustion always generates a combination of soot and NOx – the more soot, the less NOx
and vice versa. Engines
designed under Euro VI standards produce very low soot, typically less than 1% in the latest European engine designs. If the combustion cycle could be altered to allow for a higher soot level, there would be a corresponding decrease in the amount of NOx generated. If successful in reducing NOx
emissions
to the Euro 7 limits, this could be a less costly alternative to an EHC device or otherwise altering the aftertreatment system.
Implications for lubricants New after-treatment devices or changes to system design are not likely to have a big impact on heavy duty oil formulations.
In recent years, there has been some demand for lower sulfated ash content in lubricants, not so much from OEMs but from their end customers. Ash created from unburned metallic additive components in the oil is known to clog diesel particulate filters (DPFs) within aftertreatment systems, which can render the DPF less effective in reducing emissions. For the fleet operator, that means frequent DPF maintenance and cleaning. Some OEMs are recommending oils with less than the 1% maximum ash allowance to extend their customers’ DPF maintenance intervals. In Europe, ACEA (European Automobile Manufacturers Association) does not appear to be moving toward lower ash engine oil categories yet. However other industry bodies such as API (American Petroleum Institute) are moving in that direction. The new PC-12 category now in development will require a maximum ash content of 0.9%, compared to 1.0% in the current API CK-4 and FA-4 categories.
While the Euro 7 regulations may not necessitate significant changes in lubricant formulations, CO2
emission legislation in Europe is exerting
considerable pressure on heavy-duty OEMs. As a result, manufacturers are investing heavily in the development of new engine oils that support improved fuel economy with lower HTHS viscosities.
Chevron.com
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