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Historical China VI Emission Standards and Their Requirements for Engines and Oils

What is China’s Stage VI Emission Standard? “China Stage VI” is the common nickname for the country’s sixth-phase motor vehicle emission standards. The Stage VI standard represents an upgrade over the previous Stage V standard. Compared to Stage V, Stage VI imposes significantly stricter limits on pollutant emissions. Specifically, for gasoline vehicles, the Stage VI standard reduces carbon monoxide emissions by 50%, cuts total hydrocarbon and non-methane hydrocarbon emission limits by 50%, and tightens nitrogen oxide emission limits by 42%. The Stage VI standard is divided into two phases: Phase 6A and Phase 6B. Phase 6A began on July 1, 2020, prohibiting the sale, registration, and licensing of vehicles that fail to meet the Stage 6A emission standards. Phase 6B, starting from July 1, 2023, will similarly ban the sale, registration, and licensing of vehicles that do not meet the Stage 6B emission standards. Currently, some regions have already begun implementing these standards ahead of schedule. How do the emission limits of Stage V and Stage VI differ? Compared to the Stage V standard, Stage VI—especially Stage VI B—significantly improves emission performance. Here’s a comparison of emission limits between Stage V and Stage VI: | Emission Type | Stage V | Stage VI A | Stage VI B | Reduction (%) | |---------------|----------|------------|------------|--------------| | CO (Carbon Monoxide) | 1000 | 700 | 500 | 50% | | THC (Total Hydrocarbons) | 100 | 100 | 50 | 50% | | NMHC (Non-Methane Hydrocarbons) | 68 | 68 | 35 | 48% | | NOx (Nitrogen Oxides) | 60 | 60 | 35 | 42% | | PM (Particulate Matter) | 4.5 | 4.5 | 3 | 33% | To meet the stringent Stage VI emission standards, newly launched vehicles—whether heavy-duty trucks or passenger cars—must adopt new technologies and components in their engines, such as turbocharged direct-injection technology (TGDI), exhaust gas recirculation (EGR), selective catalytic reduction systems (SCR), and particulate filters (DPF or GPF). These technologies are now widely used in engines. The new technologies and components introduced in Stage VI engines place special demands on engine oils: Turbocharged direct-injection technology can easily lead to early combustion at low speeds, requiring lubricants that can effectively inhibit sludge and carbon deposits around the combustion chamber and fuel injectors. Additionally, selective catalytic reduction systems and particulate filters contain precious metals like platinum, gallium, and palladium, which are prone to oxidation and damage; therefore, both fuel gasoline and lubricating oils must have low sulfur and low ash content. To ensure smooth operation and extend the lifespan of Stage VI engines, existing oil grades no longer meet the requirements, necessitating the development of higher-quality Stage VI-specific oils. As a result, the new SP-grade oil standard has been introduced. What is API? API stands for the American Petroleum Institute. The API rating indicates the quality grade of an oil, but it’s important to note that this quality grade does not directly reflect anti-wear performance alone—it represents a “comprehensive quality threshold,” including environmental performance. API ratings are categorized into two main groups: oils for gasoline engines, labeled with “S,” and oils for diesel engines, labeled with “C.” There are also universal lubricants that carry both “S” and “C” designations, compatible with both gasoline and diesel engines within a certain range. Gasoline-engine oils with “S” ratings include: SA, SB, SC, SD, SE, SF, SG, SH, SJ, SL, SM, SN, and the newer SP rating. Why update the standards? In response to increasingly stringent national environmental regulations and energy-saving requirements, automakers are adopting various technologies—including engine downsizing, direct injection, turbocharging, reduced friction, and advanced exhaust treatment and combustion technologies—to further improve fuel efficiency and meet emission standards. For passenger cars, the trend in traditional powertrains has shifted gradually from larger displacement engines to smaller ones: 2.0-liter engines are being replaced by 1.6L, 1.5L, and 1.3L engines, and naturally aspirated engines are giving way to turbocharged engines. These changes all require higher-quality lubricants to provide adequate hardware protection and prevent operational issues, while also leveraging lower viscosity grades to enhance fuel economy. As a result, the lubricant industry faces ever-greater challenges, and updating lubricant formulations has become imperative. From the earlier API SA to today’s API SN, SNplus, and the recently announced API SP, each new standard brings higher requirements for various lubricant parameters. Currently, the mainstream grades in the engine oil market are API SN and SNplus. As the industry continues to evolve, oils of SL grade and below will gradually be replaced by other products. Meanwhile, the SP-grade oil, designed to meet the Stage VI engine requirements and align with national environmental policies, is poised to become the market’s dominant choice in the future.

2022

Analysis of the Current Development Status of the Upstream Raw Materials Market in the Global Lubricant Industry in 2020: Both Supply and Demand Show Concurrent Growth

The raw materials for lubricant production mainly include base oils and additives. The supply-and-demand situation of these two types of raw materials is crucial to fluctuations in the cost of lubricant raw materials. Regarding the base oil market, in 2019, global base oil production capacity had risen to 1.2 million barrels per day, representing a year-on-year increase of 7.3%. Meanwhile, the global base oil market size was approximately 100,000 barrels per day, with demand in the Asia-Pacific region accounting for about 65% to 70% of the total. As for the additive market, in 2019, global lubricant additive production reached roughly 4.65 million tons, while the global additive market size expanded to US$15.1 billion. 1. Analysis of the Current Supply and Demand Situation in the Base Oil Market: On the supply side, according to data from the "2019 Global Base Oil Refining Guide," global base oil production capacity in 2019 rose to 1.2 million barrels per day, an increase of 7.3% over the 1.1 million barrels per day recorded in 2018. On the demand side, according to assessments by ExxonMobil Asia Pacific, the global base oil market size in 2019 was approximately 100,000 barrels per day, with demand in the Asia-Pacific region accounting for about 65% to 70% of the total. In the future, as utilization rates continue to decline, the base oil market will become increasingly rationalized. 2. Analysis of the Current Supply and Demand Situation in the Additive Market: On the supply side, according to data from the China Lubricant Oil Network, from 2015 to 2019, global lubricant additive supply showed a fluctuating growth trend. In 2018, global additive supply stood at 4.22 million tons; in 2019, global lubricant additive production reached approximately 4.65 million tons. On the demand side, since the 1930s, the global lubricant additive industry has gradually matured, reaching a relatively stable stage with a sizable and steadily growing market. According to statistics from Kline & Co., a global consulting and research firm, and the Shanghai Lubricant Oil Products Industry Association, global demand for lubricant additives increased from 4 million tons in 2012 to 4.65 million tons in 2019, and the market size expanded from US$13.3 billion to US$15.1 billion. Among the demand product structure, dispersants, viscosity index improvers, and detergents accounted for 65% to 70% of total demand; anti-wear agents accounted for about 6% to 7%; and antioxidants accounted for about 4% to 5%.

2022

Focusing on Automotive Electrification: Is the End of the Oil Bottle Near?

Under the coming wave of electric vehicles, lubricants and motor oils will be used less and less—and in many cases, oil changes won’t even be necessary anymore. Will the rise of electric vehicles spell the end for motor oil bottles? And how will this trend affect other lubricant packaging? Driven by emissions regulations and consumer demand, automakers—from BMW to Nissan—are shifting toward producing electric vehicles. While most EVs today are small- and mid-size cars, the market is expanding into smaller trucks as well. For example, Rivian, a U.S.-based electric vehicle manufacturer, will soon begin selling its R1T pickup truck to the general public. According to Kline & Co., a global consulting and research firm based in Parsippany, New Jersey, U.S., global demand for finished lubricants in 2019 was just over 40.5 million tons, with automotive products accounting for more than half of that total. Heavy-duty engine oils made up 23%, passenger car motor oils accounted for 21%, and gear oils, transmission fluids, wheel bearings, and chassis greases represented 9%. Kline predicts that as fully electric vehicles take over the hybrid market, demand for passenger car engine oils will decline after 2030. A McKinsey study forecasts that due to the growing popularity of electric vehicles and the rise of car-sharing and ride-hailing services, demand for automotive lubricants will drop by 0.8% annually from 2025 to 2035. Matthew Wade, CEO of the Electric Vehicle Institute in Baltimore, Maryland, says the spread of electric vehicles won't eliminate the lubricant industry—but it will impact sales volumes of lubricant products. “Cars still have many components that need lubrication,” Wade notes. He adds that electric vehicles typically require around 40 different types of lubricants. When engine speeds exceed 15,000 revolutions per minute, electric vehicles generate significant power fluctuations, necessitating special lubricants for gear reducers and transmissions, as well as specially formulated fluids to enhance cooling. Additionally, thermal management fluids are needed to help batteries and onboard electronics charge and heat up quickly, boosting vehicle range and ensuring driving safety. Since 2018, many major oil companies and independent firms have introduced lubricant products specifically designed for electric vehicles. Royal Dutch Shell, one of the world’s largest suppliers of finished lubricants, has developed a line of powertrain fluids tailored for both electric and hybrid vehicles. France’s Total has launched two new brands of lubricants for electric and hybrid vehicles; Malaysia’s Petron has also released its own line of EV lubricants; and Multisol, Valvoline, Fuchs, and ExxonMobil have all introduced lubricants designed for hybrids and fully electric vehicles. Meanwhile, BP is undertaking a comprehensive overhaul of its electric-vehicle-specific lubricant brand, Castrol. According to an article by Bloomberg News, Castrol and Fuchs have formed an international team of researchers and regulators dedicated exclusively to the development and sale of EV lubricants and fluids. David Hall, Castrol’s Technical Director for Automotive Lubricants, says automakers are working hard to extend battery life, yet improving lubricant efficiency by just 1% can add four miles to a vehicle’s range. The shift in packaging mirrors the impact of EV adoption on the lubricant market: declining demand for lubricants will also affect other industries—including packaging. Randy Austin, North American Production Line Director at Scholle IPN, says the transition from internal-combustion-engine vehicles to electric vehicles is irreversible, and the packaging industry is slowly adapting as well. “It’s not surprising—we used to package oils for internal-combustion engines, but now we’re starting to serve the electric vehicle market too.” Part of this shift in packaging involves innovations in packaging technology. Austin says, “We could develop containers with locking mechanisms specifically designed for the unique components of electric vehicles.” However, he expects such specialized containers won’t be widely available anytime soon. Austin points out that oil packaging can come in almost any size—ranging from as little as 10 milliliters to tens of thousands of liters. Consumers who change their own oil often buy bottled oils in sizes around five quarts. George Morvey, Industry Manager at Kline & Co.’s Energy Division, isn’t sure exactly how much demand there will be for oils used in electric vehicles, but he anticipates most demand will come from automakers themselves. Typically, oils are shipped to assembly plants in drums and intermediate bulk containers. Will the growth in EV sales lead to a decline in DIY oil sales? Morvey says, “I can’t imagine a Tesla owner going to Walmart to buy a quart of battery coolant and then changing it on the street outside their home.” Austin agrees with Morvey’s view. The DIY market has been shrinking for years, and dealerships and auto repair shops have stepped in to fill the gap. These service centers buy large quantities of specialized lubricants in drums and bags. Austin says the decline in bottled container use is good for the environment. Currently, nearly all used lubricant packaging ends up in landfills. But more and more consumers are choosing to have their oil changed at dealerships and repair shops, creating an environmentally friendly recycling loop. “Most consumers throw away their packaging after changing their oil themselves, but repair shops clean and recycle the containers, reducing waste. Plus, many intermediate bulk containers (like IBCs) can be returned to manufacturers for reuse.” The commercial vehicle market for heavy-duty engine oils started later in terms of electrification, but it won’t fall behind. Allison Transmission, headquartered in Indiana, U.S., has developed new powertrains for fully battery-powered, fuel-cell, and hybrid heavy-duty trucks and buses. In January, Peterbilt unveiled a medium-duty all-electric truck, and the company’s lineup now includes an 8th-grade electric truck and an electric garbage truck. Volvo has also entered the European medium-duty battery-powered market. A powertrain research firm predicts that without electric trucks, heavy-duty oil production will drop by 12.5% by 2030. In 2020, Hyundai’s Kona Electric compact SUV had no engine oil under the hood. According to Kline’s study of 15 major national markets, heavy-duty oil usage is expected to decline over the next 20 years—but heavy-vehicle electrification is only one factor contributing to this decline. Sharbel Luzuriaga, speaking at the Goma Base Oil and Lubricants Symposium in Zagreb, said demand for heavy-duty engine oils will decline at a compound annual growth rate of 1.6%, dropping from 2.5 million tons in 2018 to 2 million tons by 2024. Factors like extended oil-change intervals will contribute to the reduction in oil consumption. Without heavy-vehicle electrification, heavy-duty engine oil usage would decline by only 1.3% annually. Kline forecasts that within 20 years, Canada and Germany will see EV adoption rates among commercial vehicles reach 25%, China will stay below 20%, and the U.S. will hit 15%. Today, Japan has relatively high EV adoption rates among commercial vehicles, at around 5%. It’s still unclear exactly how much impact commercial vehicle electrification will have on the lubricant packaging industry, since commercial fleet repair shops usually buy lubricants in bulk. Although the electric-vehicle revolution will disrupt traditional lubricant and packaging industries, it will also bring opportunities. Wade of the Electric Vehicle Association says, “The electric-vehicle industry is evolving so rapidly that companies that adapt alongside it will be the winners—including the packaging industry.”

2022

A Few Common Sense Tips for Selecting Industrial Lubricants—Let’s Take a Look!

The selection of lubricating oils is a crucial step in the use of lubricants, serving as the key to ensuring proper equipment lubrication and fully harnessing the performance of the lubricant. 1. When selecting lubricating oils, one should comprehensively consider the following three factors: (1) The actual operating conditions of the mechanical equipment (i.e., service conditions); (2) The specifications or recommendations provided by the manufacturer of the mechanical equipment; (3) The regulations or recommendations issued by the lubricant manufacturer. 2. Selection of Lubricant Performance Indicators: (1) Viscosity: Viscosity is an indicator used for classifying and grading various lubricating oils, playing a decisive role in quality identification and determination. The viscosity of lubricating oil for equipment should be determined by consulting relevant charts based on design or calculated data. (2) Pour Point: The pour point is an indirect indicator of the low-temperature fluidity of lubricating oils during storage, transportation, and use. Experience has shown that the operating temperature of most lubricating oils must be 5–10°C higher than their pour point. (3) Flash Point: The flash point is primarily an indicator of safety during the storage, transportation, and use of lubricating oils; it also serves as a control parameter during production to monitor the distillation range and volatility of the lubricant. The principle for specifying the flash point of lubricating oils is to leave a safety margin of half the specified value according to safety regulations—meaning the flash point should be at least half higher than the actual operating temperature. For example, since the oil temperature in the sump of internal combustion engine oils generally does not exceed 120°C, the flash point of internal combustion engine oils is set below 180°C. (4) Selection of Performance Indicators: There are numerous performance indicators, with significant differences among various types of oils. Therefore, the selection should be made reasonably, taking into account the equipment’s operating conditions, the manufacturer’s requirements, and the product specifications and descriptions. The goal is to meet both lubrication technical requirements and economic feasibility. Substitution of Lubricating Oils: 1. Different types of lubricating oils each have their own unique or distinctive performance characteristics. Thus, it is essential to select lubricating oils correctly and appropriately, avoiding substitutions altogether and strictly prohibiting random substitutions. 2. Principles for Substituting Lubricating Oils: (1) Whenever possible, substitute with oils of the same type or with similar performance characteristics. (2) The viscosities of the substituting oils should be comparable; the viscosity of the substituting oil should not deviate from that of the original oil by more than ±15%. Preference should be given to oils with slightly higher viscosity for substitution. (3) Substitute with oils of higher quality whenever possible. (4) When selecting substitute oils, also pay attention to the equipment’s environmental conditions and operating temperatures. Mixing of Lubricating Oils: 1. It is best to avoid mixing oils of different grades, from different manufacturers, or between new and old oils. The following oils are prohibited from being mixed: (1) Military special oils and dedicated lubricants must not be mixed with other oils. (2) Oils requiring anti-emulsification properties must not be mixed with oils that do not require such properties. (3) Anti-ammonia turbine oils must not be mixed with other turbine oils. (4) Zinc-containing anti-wear hydraulic oils must not be mixed with anti-silver hydraulic oils. (5) Gear oils must not be mixed with worm gear oils. 2. Internal combustion engine oils often contain a wide variety of additives in large quantities, with varying performance characteristics. Caution is required when mixing oils whose performance characteristics are unknown, to avoid adverse consequences or even equipment lubrication accidents.

2022

Struggling to decide which motor oil to choose? Understand these points, and you’ll never waste money again!

Today, let’s talk about how to choose the right motor oil! Changing your engine oil is probably the most frequent maintenance task for a car. But which type of motor oil is best suited for you? Keep reading—currently, all the motor oils that car owners see are produced by adding additives to base oils. Depending on the grade of the base oil and the specific additives used, motor oils are categorized into three types: mineral oil, semi-synthetic oil, and fully synthetic oil. So, what exactly is mineral oil? Mineral oil has the lowest base oil grade; it’s made from crude oil distillates serving as its base oil. Its biggest advantage is that it’s inexpensive, but its performance is generally average. Therefore, although it can meet the minimum requirements of our engines, its degradation rate is relatively fast.

2021

Is it true that the higher the viscosity of a lubricant, the better?

First, it’s a misconception among car owners that the higher the viscosity of lubricating oil, the better. Lubricating oil viscosity is not only a basis for classifying lubricants but is also closely related to factors such as engine power, the degree of wear on moving parts, the sealing performance of piston rings, the amount of oil consumed during combustion, the ease of cold starts, and the temperature of engine components. If the viscosity of the lubricating oil is too high, several problems may arise: 1. The engine will have difficulty starting at low temperatures. When the oil viscosity is too high, the oil takes too long to circulate during cold starts. Although the oil pressure may be high, the actual flow rate of the oil is relatively low—mainly because the high viscosity impairs the oil’s pumping performance. Under these conditions, it becomes particularly easy for...

2021

The Most Comprehensive Guide to Hydraulic Oil

For mechanized construction enterprises, the good or bad technical condition of construction machinery is a direct factor determining whether the enterprise can maintain normal production. In the case of construction machinery with hydraulic transmission systems, the proper functioning of the hydraulic system is a key indicator of its sound technical condition. Qualified hydraulic oil is the guarantee for the reliable operation of the hydraulic system, and proper maintenance is the foundation for ensuring its dependable performance.

2021

Should you turn off the engine when parking for a short time? Does it consume fuel?

Nowadays, more and more families are using cars, and civilized driving and parking are closely tied to our daily lives. However, certain misconceptions and improper parking habits during driving not only lead to unnecessary waste but also cause environmental pollution. Today, Mr. Qingjie is going to share with you some fuel-saving tips from experienced drivers. Is it true that repeated engine starts consume more fuel than idling at a stop? No! Then, do we really need to turn off the engine for short stops? When stopping at an intersection and waiting to proceed, you should judge the duration of your stop based on the traffic light timer. If your stop lasts longer than one minute, you should turn off the engine. Generally speaking, the fuel consumed by a small car idling is actually greater than the fuel used when restarting the engine.

2021

Trying to save money can actually lead to big losses—overfilling the engine oil can have serious consequences!

I remember that when I was living in the countryside, whenever I saw farmers adding oil to their diesel engines, sometimes there’d still be quite a bit of oil left even after reaching the recommended level. To save money, they’d just pour all the leftover oil straight into the engine. Another time, a farmer insisted strongly—right there at the repair shop—that the mechanic add all the remaining oil to the diesel engine, no matter how much the mechanic tried to explain otherwise. So, could having too much oil lead to any serious consequences?

2021

How should opened motor oil be stored?

“How long can the remaining half of the oil last if it hasn’t been fully used yet?” After completing a maintenance service, there’s often some oil left over. Typically, friends take this leftover oil home to store themselves and use it again at the next maintenance service. So, how should this half-bucket of oil stored at home be preserved? The causes of oil degradation: Let’s first take a look at what causes engine oil to degrade. The primary reason for oil degradation during storage is its exposure to oxygen, moisture, and impurities in the air. Therefore, once opened, engine oil must be stored in a tightly sealed container. 1. Oxygen: Engine oil consists of base oil and additives. Although base oil is generally quite stable, the heavier components within the oil are more susceptible to oxidation.

2021

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