For the first time, talk about the need to create a single environmental standard that would regulate all vehicles began in the 1950s. The reason for this was the studies carried out, which showed increased pollution. environment... However, the Euro-1 standard itself, which limits acceptable level ejection harmful substances, was adopted only in 1992, replacing basic standard, which was later renamed "Euro-0".
European environmental standards impose a strict limit on allowable amount emission of various air pollutants. Each new "Euro" standard further tightens these restrictions, reducing the intensity of environmental pollution.
The European Environmental Standard regulates the release of the following substances:
- Carbon dioxide
- Hydrocarbon
- Nitric oxide
- Solid particles
On the this moment the Russian Federation has the Euro-5 standard, which was adopted by the government in July 2016. In Europe, a new "Euro-6" has been adopted, which reduces the level of emissions of harmful substances by more than 2 times.
"Euro-0"
This standard is called basic. It got its name "Euro-0" with the advent of "Euro-1". Adopted in Europe in 1988, it did not impose special restrictions, but only slightly regulated the emission of harmful substances from gasoline engines that could have a negative impact on the environment.
"Euro-1"
This standard was developed by the UN and adopted by the European Union in 1992. It was a big step towards improving the environment, as it significantly reduced the permissible level of carbon monoxide emissions.
"Euro-2"
Together with the adoption of "Euro-2" in 1995, a ban was introduced on the sale of gasoline that has octane number less than 95. This standard has seriously tightened the requirements for diesel vehicles. Euro-2 was the first standard adopted in Russia. However, this happened with a delay of 10 years.
"Euro-3"
This standard, adopted in 2000, has tightened the requirements and reduced the permissible level of emission of harmful substances by an average of 40%. For example, the maximum sulfur content in gasoline has decreased from 500 g / km to 150 g / km. The development of new engines complying with "Euro-3" passed with difficulties, which were associated, first of all, with the need to replace the injection system, due to which the engine power dropped significantly.
"Euro-4"
Since 2005, all cars must have a certificate proving that the engine characteristics meet the new requirements. This standard has reduced allowable norms another 70%. In Russia, this standard was adopted only in 2010. One of the reasons for the delay was related to the inevitable rise in prices for Russian cars, which would necessarily follow the adoption of the new standard.
"Euro-5"
This standard was adopted by the EU in 2008. However, it then only extended to freight vehicles... Act for light transport he started a year later. Euro-5 not only tightened the requirements again, but also provided for the withdrawal from circulation of all fuel that does not meet the new standards by the end of 2015. The new standard also takes into account vehicle mileage, built-in emission reduction systems and the ability to retrofit the engine to meet new requirements. In Russia, it was adopted in 2016.
"Euro-6"
The current standard was adopted in Europe in 2015. It did not have much of an impact on gasoline engines, but he tightened the requirements for diesel engines very seriously. The permissible amount of harmful substances has been reduced by an average of 3 times. For example, the maximum permissible NOx emission has decreased from 2 to 0.4 g / kWh.
GOST RF 305-2013 and "Euro-5"
Russian GOST almost completely complies with the Euro-5 standard in terms of restrictions on the emission of harmful substances. They have the same overall pollution, ash content, water content, acidity and most other requirements. However, there are inconsistencies between them, which consist in a colossal difference in the permissible sulfur content (10 mg / kg according to Euro-5 and 500 mg / kg according to GOST), as well as minor discrepancies in some other indicators.
The company "Konex Oil" - delivery of diesel fuel "Euro-5" in Moscow and the Moscow region.
The introduction of Euro 6 was planned for December 31, 2013, but the leading European carmakers and fuel manufacturers were then not ready for absolute compliance with the innovative requirements of zealous legislators and asked for a delay. Were too strict next restrictions on the permissible content of harmful substances in exhaust gases, and large fines were threatened for non-observance. Additional respite was needed to refine the engines, improve the quality of fuel and modernize the factories.
"No" to harmful substances!
Nominally, the battle for the cleanliness of the "breathing" of cars in Europe began in 1988 (although environmental standards existed there before), when a regulation was approved that required to reduce the content of carbon monoxide (CO), residual hydrocarbons (HC) and oxides in the exhaust gases of large-scale vehicles nitrogen (NOx). The first restrictive barriers were as follows:
The so-called basic standard Euro-0 received its name only after the Euro-1 standard that came to replace it in 1993. And since then off we go. In 1996, Euro-2 officially entered into force, in 2000 - Euro-3, in 2005 - Euro-4, in 2009 - Euro-5. Each successive regulation introduced more and more stringent restrictions, the calculations became more complicated and new monitoring objects were added: smoke level (smoke), particulate matter (PM) content in exhaust gases, etc.
From the time of the first standard until the introduction of Euro-5, it was possible to achieve a multiple reduction in the emission of harmful substances, including carbon monoxide CO (carbon monoxide) - from 2.72 to 9.3 times, nitrogen oxides (NOx) from 2.4 to 7 , 9 times, suspended particles - 20 to 50 times. A noticeable scatter in the data is due to the fact that for each category Vehicle(taking into account the type of fuel) different standards apply.
Cleaner than cigarette smoke
Euro 6, continuing the tradition of its predecessors, also tightens emission controls exhaust gases in atmosphere. Thus, in comparison with the previous standards, the permissible threshold for the content of nitrogen oxides (NOx), particulate matter (PM) and residual hydrocarbons (HC) decreases again. At the same time, the engines of the new standard must fully meet all the stated requirements for at least seven years from the date of manufacture or 700 thousand kilometers under all operating conditions. An interesting experiment carried out by a group of Italian scientists in 2014 as part of the Tobacco Control project under the auspices of the World Health Organization testifies to what environmental heights the Euro-6 standard has reached. They found that three lit cigarettes in 30 minutes of burning in a closed garage with a volume of 60 cubic meters. m allocate b O higher concentration of harmful substances than a diesel engine of a passenger car of Euro-6 class operating in the same place and during the same time.
Comparison of Euro-5 and Euro-6 standards for different categories of cars (taking into account the type of fuel) shows interesting feature new regulations, it leaves unchanged the norms for gasoline engines... They were left alone for now. It seems that Euro-5 has squeezed too much out of them today. Euro 6 is directed only against harmful influence on human health and the environment diesel engines, first of all, against the high level of nitrogen oxides emitted into the atmosphere during their operation. According to environmentalists, nitrogen oxides are 10 times more dangerous than carbon monoxide. Reacting with hydrocarbons, they participate in the formation of highly toxic and carcinogenic compounds, contribute to the formation of photochemical smog and acid rain. That is why heavy diesel engines were hit the hardest this time around. The amount of permissible concentration of nitrogen oxides (NOx) was reduced by five times at once - from 2 to 0.4 g / kWh, the level of particulate matter (PM) was halved - from 0.02 to 0.01 g / kWh. h, and the content of residual hydrocarbons (HC) was reduced by 3.5 times - from 0.46 to 0.13 g / kWh.
European exhaust gas standards for heavy diesel engines, g / kWh (smoke point in m − 1)
In order not to fall out of the competition, seven European manufacturers trucks and buses of brands - DAF, Iveco, Mercedes-Benz, MAN, Renault, Volvo, Scania - have invested significant funds in the preparation of new series of tractors and other equipment complying with Euro-6 standards, which are already successfully operated on EC roads. So, it is known that the German for Daimler AG market launch of the fourth generation Mercedes-Benz Actros cost a billion euros, italian company Iveco spent 300 million euros on its brainchild Stralis Hi-Way, and French Renault Group in the creation of cars of the Euro-6 standard, including the main line Renault tractor unit Trucks T series, invested 2 billion euros.
Looped
The designers had to work hard to figure out how to effectively neutralize nitrogen oxides in exhaust gases. They have developed sophisticated exhaust gas recirculation (EGR - Exhaust Gas Recirculation), a Selective Catalytic Reduction (SCR) system with AdBlue ( water solution urea, 32.5%), improved particulate filters. Most carmakers use these technologies to cope with the problem of compliance with Euro-6 standards, adding their own developments. New environmental class Mercedes-Benz trucks Actros IV with Mercedes-Benz engines The OM 471 BlueEfficiency series is powered by an EGR recirculation system with particle filter and a selective catalytic reduction system. SCR provides for the injection of a strictly metered amount into the exhaust gas stream AdBlue liquids in the presence of a catalyst (vanadium pentoxide), resulting in chemical reaction converting harmful nitrogen oxides (NOx) into harmless substances - nitrogen and water. Such engineering solution besides respecting environmental requirements allows to reduce fuel consumption of a Euro 6 truck by 3% compared to previous model and consumption of AdBlue reagent by 40%.
Fourth generation Volvo trucks FH complies with Euro 6 standards also with EGR and SCR technologies. But the Iveco company acted more original. In their new Stralis Hi-Way tractors with Cursor engines she managed to achieve Euro-6 standards by applying unique system Hi-eSCR (High Efficiency SCR), patented by FPT Industrial (a division of FIAT), without the use of an exhaust gas recirculation (EGR) system, but only using selective catalytic reduction (SCR) with AdBlue and a particulate filter. According to representatives Iveco, the effectiveness of the HI-eSCR, placed together with particulate filter in a single body next to the frame, exceeds 95% compared to 80-85% for best competitors by the level of NOx in exhaust gases. In addition, compared to its predecessor in lineup Stralis Hi-Way uses 2% less fuel. The developers assure that their know-how will allow the engine to "digest" diesel fuel with a high sulfur content, since engines without EGR are less demanding on fuel quality. And this is very important for Russia, where the quality of fuel still leaves much to be desired.
Ecology requires sacrifice
Installation on diesel cars of Euro-6 class additional equipment, its maintenance and the need to use AdBlue increase the total cost of vehicle ownership and create certain inconveniences for drivers. For example, AdBlue liquid requires the installation of a separate container, the liquid freezes at a temperature of -11.5 0 С, and you also have to pay for refueling. The consumption of AdBlue for the operation of the SCR system for Euro-6 trucks is on average 2-3.5% of fuel consumption, and for cars - from 0.9 liters per 1000 km of track.
European standards of exhaust gases for passenger cars (category M *), g / km
Experts suggest that for this reason, after the entry into force of Euro-6, the owners of passenger cars diesel cars in the EU countries will begin to actively abandon them in favor of other types of cars, including hybrids and electric vehicles, which have been so widely promoted lately. In addition, in some countries, such a decision is stimulated at the state level by good monetary compensation. So, in France, car owners who decide to change cars with diesel engines for electric cars or hybrids are offered a subsidy of 10 thousand euros, and London drivers are promised 2 thousand pounds for the same.
Those who resist will be sanctioned. Recently in France at the legislative level diesel engines, even those meeting Euro 6 standards, have already been excluded from "category 1", which includes the most environmentally friendly motors. Further, the French authorities are planning to increase duties on diesel fuel, the abolition of local tax and parking benefits, a ban on entry into certain urban areas. London announced plans to fine drivers £ 20 diesel cars for parking in a city with a running engine. By 2020, a fee of £ 10 is expected to be charged from all diesels to enter the center of the British capital.
A paradoxical situation has developed. A couple of decades ago, the purchase of diesel cars was positioned in Europe as environmentally friendly right choice and was even encouraged in some countries by tax preferences. As a result of state policy, the share of such vehicles in the car fleet in France now reaches 80%, in Spain - 70%, in the UK it exceeds 50%. Average rate in the EU is 55%. Now diesels are demonized, turning into an object of censure, which is being attacked on all fronts. Time will tell whether diesel passenger cars will withstand the pressure of public environmental opinion. So far, experts are not afraid only for the fate of large-capacity trucks, long-haul tractors and heavy special equipment. According to their estimates, this market segment will not undergo big changes because there is simply no alternative to such cars for the coming years.
European Lung Exhaust Standards commercial vehicles≤1305 kg (category N1-I), g / km
Will we catch up with Europe?
It is still difficult to say when Russia will host Euro-6. We would have to deal with Euro-5 first. Nominally, it was introduced in our country on January 1, 2014, but in fact, the transition for trucks and buses to this standard took place only on January 1, 2015 from the moment of the official entry into force of the technical regulation of the Customs Union "On the safety of wheeled vehicles." Although until the end of 2015, it is allowed to manufacture Euro-4 class cars, certified and approved until the end of 2013, subject to their equipment onboard system engine diagnostics. But from January 1, 2016, Euro-5 standards will become, without exception, mandatory on the territory of our country for all new vehicles of domestic and imported production.
And the implementation of Euro-5 is not going very smoothly. According to this technical regulation commercial transport should be equipped with fuel analyzers, the task of which is to limit the engine torque. When using fuel Low quality the device automatically reduces the engine speed, which can lead to its complete stop and provoke serious accidents. Therefore, for many Russians, Euro-5 cars will not bring anything but a headache. After all, the quality of our fuel often leaves much to be desired. For reference, in 2008, in the rating of a hundred countries, compiled by the International Fuel Quality Center (IFQC, Houston, USA), Russia showed the worst results in Europe in terms of the quality of diesel fuel and gasoline. In general, in the world, our country took only 44th place in diesel fuel and 84th in gasoline.
European emission standards for light commercial vehicles 1305-1760 kg (category N1-II), g / km
Despite the technological lag, Russian automakers, as financial capacity lead preparatory work for the future transition to Euro-6. For example, in September 2010, GAZ Group demonstrated in Moscow a sample of a low-floor LIAZ-5292 bus with a gas engine from MAN and an automatic ZF Ecolife that meets the EEV (Euro-6) eco-standard. And in June 2012, Gazovites, in partnership with the Belgian Bosal, launched in Nizhny Novgorod a plant for the production of exhaust gas systems that meet the Euro-3 and Euro-4 standards, which, if necessary, can be brought to the Euro-5 and Euro-6 standards. Moreover, local products are used not only for GAZ vehicles, but also for those assembled at the Nizhny Novgorod enterprise. Volkswagen jetta, Skoda Octavia and Skoda Yeti.
Yaroslavl Avtodiesel engineers in cooperation with the Austrian AVL List have created a new family diesel engines YMZ-530 Euro-4 class with the possibility of their modification to Euro-5 and Euro-6. The production of in-line four- and six-cylinder engines was put on stream in 2013. The range of engines designed for GAZ Group cars consists of 27 modifications and over 200 complete sets with a capacity from 120 to 320 hp.
European emission standards for light commercial vehicles> 1760 kg max 3500 kg (category N1-III & N2), g / km
But KAMAZ, together with the Swiss Liebherr-International AG, is still only developing the next generation of in-line diesel engines and gas engines. A new family of six-cylinder KAMAZ-910.10 engines with a working volume of 11.95 liters and a capacity of 380-550 hp. at 1900 rpm will comply with Euro-5 standards and have technical capacity, allowing in the future to reach the level of the Euro-6 standard. The release of the first batches of engines is scheduled for the second half of 2017. It is important that almost 100% localization of their production in Russia is assumed.
In autumn 2015 AVTOVAZ will start deliveries of cars to the EU Lada brands, modified for compliance with Euro-6 standards. Be the first to assess the quality Russian cars will be able to residents of Hungary and the Czech Republic. Further development of the markets of Germany, Italy and Great Britain is planned.
KAMAZ-910.10
Domestic car manufacturers declare their readiness to speed up the transition to Euro-6, if necessary, but note that there is no point in this without improving the quality of fuel. Oilmen admit that they did not have time to reconstruct their refineries in time and blame everything on the crisis caused by the fall in oil prices. In their opinion, until the end of the crisis, modernization is simply ruinous. In the meantime, the production and sale of motor gasoline and diesel fuel of classes not lower than Euro-4 and Euro-5 are officially permitted on the territory of our country. At the same time, according to the fuel technical regulations (Decree of the Government of the Russian Federation of February 27, 2008 No. 118, the turnover of Euro-4 class fuel is allowed only until December 31, 2015. According to experts, because of this and due to the technological backwardness of oil refineries next year in Russia there may be a shortage of fuel... Therefore, the Ministry of Energy of the Russian Federation intends to ask the government for a two-year delay to ban Euro-4 fuel. Deputy Prime Minister of the Russian Federation Arkady Dvorkovich at a meeting in Novorossiysk in August this year said that in the event of such an appeal from the Ministry of Energy, the government would significantly increase the excise taxes on Euro-4 fuel compared to the excise tax on Euro-5, in order to force oil companies to seriously engage in re-equipment of their refineries. capacities. So, we are still very far from the transition to Euro-6 standards in terms of fuel quality.
The Euro-6 regulation toughens the content of harmful substances in the exhaust, but in addition to nitrogen oxide, hydrocarbons, carbon monoxide and solid impurities in the atmosphere, the standard prescribes the parameter of the average amount of carbon dioxide emitted. According to Euro-6 standards, a car must emit no more than 130 grams of CO2 per kilometer.
A distinctive feature of Euro 6 is a major revision nitrogen oxide (NOx) emission standards on diesel engines. Whereas the previous Euro regulations fought mainly with carbon monoxide (CO), the introduced standard, while maintaining and tightening CO emission standards, sharply reduces the NOx level on diesel engines from 180 mg / km immediately to 80 mg / km, while maintaining the same requirements (60 mg / km) for gasoline engines.
Introduction of Euro-6 standards can seriously harm the development of the diesel automobile industry, since in order to comply with the emission standards of nitrogen oxide at the current level of technology, it is necessary to use sophisticated methods of exhaust gas recirculation, and also to install a special AdBlue solution in the exhaust gas neutralization system, which is nothing other than urea, in colloquially urea. AdBlue requires a separate tank, the liquid freezes at temperatures below –11 ° C, so for use in countries with cold climates it is necessary to install additional system heating. The production of diesel engines that comply with the new regulations, without the use of urea, is also available, but it is much more expensive.
At the same time, petrol engines do not require major modifications to comply with Euro 6. The main part of the requirements for them coincides with the Euro-5 standards, and the readjustment electronic unit management of the engine, and other problems of cleanliness of the exhaust are solved.
If the Euro 6 requirements are met, the production cost of diesel vehicles increases relative to gasoline vehicles, which is reflected in the final price. Considering that diesel fuel, which used to cost a lot cheaper than gasoline, became one with him price category, the attractiveness of light diesel cars in the eyes of the consumer rushed down. In the future, if the trend of tightening standards does not change, the market for light diesel cars will finally curtail, and only diesel cars will remain on the roads. big trucks, which are still profitable to operate due to the efficiency and high-torque characteristics of the diesel engine.
And when will we, in Russia, diesel fuel Euro-6? There is no clear understanding on this matter, but we think that it will not be soon, because only from last year the Euro-5 standard for imported cars began to operate in our country, and since 2016 all types of automotive fuels produced by in the RF.
It closely monitors the development of the situation, and will promptly inform its customers and all readers of the site about the changes, and with the start of production of fuel corresponding to Euro-6 in Russia, it will offer it for sale.
When it comes to pollution, vehicle emissions are a key topic of conversation. V last years automakers are supplying vehicles with ever greater power without any increase in emissions. However, governments and legislators around the world are adopting regulations that increasingly tighten emissions.
Despite the fact that vehicles are only one factor in environmental pollution, companies, as a result of the constant tightening of laws, have had to significantly reduce their emissions. But what do the latter rules actually require? And who sets the standards for automotive industry? We have compiled the very latest testing guidelines and procedures here, and will try to explain how legislators plan to improve the reliability of emissions testing.
Currently, all cars are tested according to the new European Driving Cycle (NEDC) procedure before going on sale. The test is carried out under laboratory conditions on a rolling road in the form of rotating rollers. The tests are conducted in a controlled environment where the ambient temperature, vehicle coolant level and tire pressure are measured to align the tests different cars and compare them with each other.
In addition, the vehicles that are inspected are randomly selected on the production line, rather than supplied by a manufacturer who could provide improved performance models. However, as it turned out, Volkswagen managed to circumvent these rules and get a scandal called "Dieselgate". Therefore, it is planned to introduce tests in real road conditions in 2017. In this case, special portable equipment will be used. It is believed that this approach will allow for a more accurate determination of fuel consumption and the level of harmful emissions.
What is Euro 6?
Euro 6 is the sixth implementation of the European Union directive on the reduction of harmful pollutants from exhaust system Vehicle. The standard was introduced in September 2015. Since then, all new cars must meet these requirements. Euro 6 provides for the reduction of harmful substances in the exhaust gases of cars with gasoline and diesel engines.
These include nitrogen oxide (NOx), carbon monoxide (CO), hydrocarbons (THC and NMHC) and particulate matter (PM), which are mainly emitted from diesel engines as soot. Reducing these pollutants indirectly can improve fuel economy and provide low level CO2 emissions.
The latest Euro 6 regulations have set different emission standards for gasoline and diesel vehicles. But this is a reflection of the different kinds of pollutants emitted by the two fuels. For diesel engines, the permissible level of NOx from 180 mg / km, which was required by the Euro 5 standard, dropped to 80 mg / km. And for gasoline cars it remained unchanged in comparison with Euro 5, as it was quite low - 60 mg / km.
Diesel cars. Emission standards Euro 6
Diesel vehicles have come under heavy criticism lately for over high levels NOx and particulate matter. In some countries, environmental organizations are demanding higher taxes on diesel. But when it comes to CO2, diesels emit less than gasoline units... Recently, however, technology has improved and diesels have become cleaner, as the Society of Car Manufacturers and Dealers (SMMT) is trying to convey to the world. In fact, Euro 6 diesels offer the same reduction in pollution as gasoline alternatives.
For motorists, the introduction of Euro 6 standards primarily means fuel economy, which is not indifferent for those countries where the cost of gasoline or diesel fuel does not depend on the cost of oil.
From Euro 1 to Euro 6
European emission standards came into force in 1992. The original regulations ensured that diesel vehicles would not emit more than 780 mg / km of nitrogen oxide, while gasoline engines were limited to 490 mg / km. In 1997, the new Euro 2 regulation lowered the diesel limit to 730 mg / km, and Euro 3, introduced in 2000, brought it to 500 mg / km. Euro 4 (2006) set the NOx standard for diesel engines at 250 mg / km, and Euro 5 (2009) - up to 180 mg / km.
Technical standards
Successive implementation by the European Commission technical standards determining the requirements for engines internal combustion and the fuel used, has led to a significant improvement in environmental performance automotive engineering and all types of fuel.
Compared to the first Euro 0 regulation introduced in 1988, modern standards Euro 5 and Euro 6 (the last one came into effect in January 2015) impose such stringent requirements on engines and fuel that automakers had to incur colossal costs to match them. However, this has benefited not only the ecology, which suffers from a huge number of emissions, but also a significant improvement in engine performance.
The requirements for fuel by the Euro-5 and Euro-6 standards have traditionally continued to tighten the standards for the content of impurities and harmful substances formed during combustion: both for gasoline and diesel fuel.
Diesel fuel
Compared to its predecessor, Euro-4 fuel, diesel fuel that meets the Euro-5 standard should contain even less sulfur (less than 10 μg / kg). Sulfur combustion products not only pollute the air, but also negatively affect engine components and assemblies. Fuel of the new standard reduces the formation of carbon deposits and corrosion of the engine, reduces the rate of oxidation engine oil... The standard also requires a reduction in the level of aromatic hydrocarbons (no more than 11%). Due to this, the emission of soot particles into the atmosphere is minimized, and the service life is extended. particulate filters and catalysts. The cetane number of Euro-5 fuel has also been increased to 51.8-52. This leads to a more powerful and smooth operation engine running on such fuel. Especially noticeable is the effect of the use of Euro-5 fuel on engines specially designed for its use, with a fuel system "Unit-injector" and Common Rail. The Euro-6 standard continues to reduce the level of sulfur in diesel fuel to almost the minimum. The rest of the parameters will remain at the same level.
According to the results of an experiment carried out by a group of Italian researchers, the engine, made in accordance with the requirements of the Euro-6 standard, in 30 minutes of operation in a closed room with a volume of 30 cubic meters. m emitted less harmful substances than three consecutively lit and burnt cigarettes in a similar time.
Petrol
Gasolines that meet the Euro-5 standard are required to have a minimum permissible sulfur content (15 times less than its predecessor). This has a beneficial effect not only on external emissions, but also on slowing down the oxidation of the fuel system and engine, the formation of carbon deposits, and the “aging” of engine oil. The standard also reduces the allowable amount of benzene and other aromatic hydrocarbons in gasoline combustion products.
It is noteworthy that the Euro-5 standard is set so tough technical conditions to gasoline, which, unlike diesel fuel new standard Euro 6 does not provide for additional measures to improve gasoline. But, truck manufacturers of Euro 6 standard have calculated that fuel consumption due to the use of new systems (battery fuel system, SCR, EGR, particle filter) decreased from 2 to 6% compared to Euro 5 trucks... At the same time, maintenance costs have remained unchanged, and the quality of the elements allows you to count on a longer service life and less expensive maintenance.
Thus, the new Euro-5 and Euro-6 standards not only serve to protect the environment, but also have a significant impact on the durability and quality of car engines.
"Universal Alliance" was one of the first to offer its customers Euro-5 fuel. Also, the company is one of the few who sells fuel that meets the environmental standards of Euro-6.
