Back in 2014, Euro 6 became the mandatory emission standard for vehicle manufacturers with subsequent updates (Euro 6b through to Euro 6e) each with additional refinements, reduced conformity factors and test procedures that extend beyond the laboratory.
In order to meet the requirements of Euro 6 standard, vehicle manufacturers developed several supplementary technologies that weren’t prevalent in the Euro 5 era. Technology moved quickly with Gasoline Particulate Filters (GPF) introduced to enhance the environmental capabilities of Three-Way Catalysts (TWC), but diesel technology is where we’ve seen the widest array of innovations in the pursuit of NOx reduction. Alongside the Diesel Oxidation Catalysts and Diesel Particulate Filters we were already familiar with, vehicle manufacturers introduced many other technologies including Lean NOx Traps (LNT), Selective Catalyst Reduction systems (SCR) paired with Adblue reductant and low pressure EGR along with a bewildering array of additional sensors for NOx and particulate matter.
Over time, this technology cascades down into the aftermarket providing substantial challenges for manufacturers of aftermarket parts. One of the biggest of those challenges relates to the sheer variety of distinct parts required to service the Euro 6 market. Our customers will require access to a far wider portfolio of available references than before, and while the increased sensitivity of Euro 6 on board diagnostics suggests that demand is likely to be high for pollution control devices and sensors, it also suggests that the capability of the installer to accurately diagnose the root cause of issues will need to be enhanced.
For aftermarket manufacturers, the days of standardization are long gone so the array of shapes, sizes and technology combinations have a direct impact on the development process which itself can be dissected into two rudimentary elements. The first element is the reverse engineering of the Original Equipment item which is generally becoming increasingly complex. Today, a typical Euro 6 DPF is constructed from upwards of thirty bespoke components with each requiring its own individual development. The second element is to evaluate the product in controlled conditions on a vehicle within a Type Approval test laboratory. The product is tested in direct comparison with the Original Equipment item and providing the aftermarket part performs beyond the acceptable limits, Type Approval certification is granted, enabling the product to be distributed legally within the UK and European Union.
Naturally, this level of type approval testing is very costly, but more importantly, it takes a huge amount of time and resources and however fast we move, the demand for new references is likely to outstrip the development capacity of any manufacturer in isolation.
At EEC Ltd., we recognize the needs of our customers and we’re very conscious that the race to provide Type Approved Euro 6 product is on. Alongside our own ongoing projects for Euro 6 petrol and diesel applications, we know that the best offering can be made in the short term through collaboration with carefully selected strategic partners who are able to complement our own growing range with high quality products that have undergone the same rigorous certification process.
2025 marks our most prolific year with more new releases than at any time in the company’s history with many new Euro 6 gasoline and diesel applications hitting the shelf throughout the year.
