麻豆传媒

Following the 2020 introduction of new emissions standards in India, known as Bharat Stage (BS) VI, fuel economy became a critical concern for heavy-duty fleets across the country. High-performance lubricants have played a key role in helping operators adapt to shifting regulations while improving fuel consumption. Discover how advanced lubricant technology has helped fleets in India to comply with new standards and what other markets transitioning to tighter standards should consider.

In 2020, India鈥檚 commercial road transport sector experienced a pivotal change. Following a four-year adjustment period, the Bharat Stage (BS) VI emissions standards 鈥� the Indian equivalent of the European Union鈥檚 (EU) Euro norms 鈥� came into force. A shift that reshaped the country鈥檚 approach to reducing heavy-duty vehicle emissions at a national level.

As Ajay Agarwal, Product Application Specialist at Shell, explains, the new standards arrived in a unique way. 鈥淲e leapfrogged from BS IV straight to BS VI 鈥� skipping BS V entirely,鈥� he says. 鈥淭he Indian government saw it as a necessary step that offered the opportunity to catch up to Euro 6 and to reduce air pollution across the country.鈥� 

Bridging a 10-year gap in emissions standards between India and the EU presented heavy-duty fleets with an ambitious goal. A goal that could not be achieved without the adoption of updated vehicle technologies including:

Implementing these technologies may seem straightforward, but Agarwal explains this was a drastic shake up. 鈥淭he new standards meant that operators had to integrate this technology into their fleet operations and maintenance practices.鈥�

Faced with these changes, fleets had to find ways of making it work commercially. Fuel economy began to take on a new level of importance.

To support the switch, India invested heavily in its refineries to make BS-VI-compliant fuel widely available. The country also introduced a vehicle scrappage scheme to help businesses rebuild their fleets with vehicles that met the new standards. Another important change was the 2017 introduction of new fuel economy norms for commercial vehicles in India.

Aimed at Category M3 and N3 vehicles (those with a maximum mass above 12 tonnes), the norms were implemented in two phases: the first in 2018 and the second in 2022.

鈥淭hese new norms were designed to significantly reduce the amount of fuel that heavy-duty vehicles consumed as part of their operations,鈥� notes Agarwal. 鈥淓ach vehicle had to calculate their specific targets based on the type of vehicle, gross vehicle weight and speed.鈥� But did the push for greater fuel economy work? 鈥淟ooking at the difference between phases 1 and 2, we saw an incremental increase in fuel economy,鈥� says Agarwal.

Beyond driving emissions reductions in line with BS VI, the fuel economy changes offered fleets the potential to lower the total cost of ownership (TCO) of their new compliant vehicles. But new norms were not the only driver for improved fuel economy.

Changing the engineering of a vehicle is one method for improving fuel economy. However, this can be costly and present significant challenges. Agarwal highlights how using the right engine and driveline fluids can provide an impactful alternative.

鈥淗igh-performance lubricants have played a key role in helping fleets in India adapt to the BS VI standards and fuel economy,鈥� he says. 鈥淭hey are more cost-effective than other technologies鈥� helping fleets to remain as competitive as possible while addressing emissions and air pollution.鈥�

For Agarwal, operators looking to lower fuel consumption and TCO today need to consider the properties that lubricants can provide.

鈥淔leets should look to use products with synthetic and semi-synthetic base oils that drive performance in modern engines,鈥� he says. 鈥淟ower viscosities that can drive fuel economy without compromising protection are essential. Then there are low-ash formulations that address the challenges of using aftertreatment devices. All are key considerations.鈥�

As part of its longstanding relationship with market leader TATA Motors, Shell continues to test and develop products designed to drive fuel economy and reduce total cost of ownership.

鈥淲ith the development of Shell Rimula T5 E 10W-30, following a detailed engine study at Shell鈥檚 Technology Centre, we were able to offer a 3% improvement in fuel economy over 15W-40 oils⁴,鈥� says Agarwal. 鈥淲e are proud to be the first to demonstrate SAE 10W-30 in Indian conditions without compromising engine durability so our local customers can be confident in their fleet鈥檚 performance today and in the future.鈥�

There is currently no mandate for the Indian government to update the BS VI standards further (and no direct financial incentive for fleets). But, as fleets have seen from the transition to BS VI, they will be better positioned if they prepare themselves now for any potential future changes.

Other markets in the APAC region, such as Indonesia and Malaysia, are also working towards tighter emissions standards. As in India, collaboration between OEMs, fleet operators, fuel suppliers and regulators will be essential for a smooth transition. 

To apply the lessons from the Indian market, fleets should continue to focus on fuel economy, vehicle performance and using the latest lubricant technologies to deliver the best results from their engines.

Unsure where to start? Local account managers have the experience and network of technical experts needed to provide tailored guidance on how to incorporate advanced lubricants into fleet management programmes.

¹ _{Compared to the revised more stringent MB 228.61 limit, as measured in the MB OM 646 LA Engine Test.}

² _{Compared with the Volvo VDS-4.5 limit, as measured in the Mack T12 300 h engine test.}

³ _{Over a 100,00 km oil drain interval, compared with a typical 10W-40 oil.}

⁴ _{According to the field test and the ARAI chassis dynamometer test.}