- What the latest Euro 6.2 emissions standards mean for vans and pickups
- How the regulations differ, what this means for official mpg and payload
- Full list of which vans and pickups meet the new requirements
The updates to the emissions regulations that new vehicles have to meet are seemingly never ending.
In September 2018 the latest Euro 6 emissions regulations came into force cars, alongside the new Worldwide Harmonised Light Vehicle Procedure (WLTP) testing procedure.
In 2019 it’s the turn of vans, pickups and other light commercial vehicles (LCVs). The van and truck industry might have had another 12 months to prep for the WLTP test requirements, but that’s not to say all will be plain sailing.
This handy guide will help you make sense of it all – and includes a list of how the different manufacturers are coping with the change.
Click the links below to jump straight to the section that most interests you:
- Why are the Euro 6 emissions regulations changing in September 2019?
- What does Euro 6 mean?
- What does Euro 6c and Euro 6d-Temp mean?
- What comes after Euro 6d-Temp?
- How does Euro compare with Euro 5?
- What does Euro VI mean and is it the same as Euro 6?
- Is there an advantage to Euro VI vans versus Euro 6 vans?
- Van conversions and WLTP
- How are van manufacturers meeting the latest Euro 6 requirements?
- What is AdBlue?
- Does Euro 6 reduce payload
- Are there any advantages to Euro 6 for vans and pickups?
- Do I need to get my existing van modified?
- Will all vans and pickups meet the deadline?
- List of vans and pickups that meet Euro 6d-Temp
WLTP and the associated Euro 6 updates aim to give greater clarity to consumers about how efficient their vehicle really is.
You’ll probably already know that your current van or pickup is unlikely to return fuel economy that matches the official mpg figures in the brochure.
At present those figures are created using the old New European Driving Cycle (NEDC) test; new figures generated using the WLTP standard are supposed to be much more representative of real world driving.
You should start seeing van and pickup makers quoting WLTP figures more and more as the September 2019 deadline approaches.
As the name suggests, Euro 6 (also known as EU6 or Euro VI – although the VI refers to slightly different regulations) is the sixth and latest round of regulation set by the European Commission governing the amount of harmful exhaust gases motor vehicles can emit.
Euro 6 was originally introduced on 1 September 2016, but there have been several updates to reflect the new WLTP requirements. You might see the overall changes referred to as simply ‘Euro 6.2’ but just as common are the terms ‘Euro 6c and ‘Euro 6d-Temp’.
The Euro 6c part means that the vehicle complies with WLTP, while Euro 6d-Temp means that it complies with the newest part of the testing – the Real Driving Emissions (RDE) test. This is an on-road element that is supposed to give a much more realistic indication of how fuel efficient a vehicle will be on the in actual driving cconditions.
The Euro 6c element is what all vans have to meet in September 2019, while they will have to meet Euro 6d-Temp by September 2020.
To add a bit more confusion, all newly launched models had to meet Euro 6d-Temp from September 2018, so brand new vans and pickups entering the market this year will have gone through the RDE test already.
The next step is the removal of the ‘Temp’ and the arrival of Euro 6d, which is mandatory for all light commercial vehicles from January 2022.
Nothing is set to change as far as the main test is concerned, but the on-road RDE element gets stricter, meaning the vehicles have to get closer to the standard set in the lab tests to conform.
Compared with the previous Euro 5 (also known as EU5) emissions standard, which focused largely on carbon dioxide emissions – the CO2 that is currently used to set road tax bands for cars in the UK (vans are taxed differently) – Euro 6 is particularly targeting nitrogen oxide (NOx) emissions.
But it also aims to reduce sulphur dioxide, carbon monoxide, hydrocarbon, and diesel particulate matter emissions, as well as CO2.
Confusingly, Euro VI is something different, referring to the emissions testing regime for ‘heavy duty’ vehicles.
Vans that have a reference mass (the unladen weight plus 25kg) of 2,380kg can be made eligible for Euro VI emissions testing rather than Euro 6 testing, and are subsequently labelled heavy duty.
Those tested under Euro 6 are known as light duty.
Heavy duty vehicles don’t have to go through WLTP testing (yet), but light duty ones do, which means heavy duty models may require less sophisticated emissions control technology.
This may reduce costs, improve fuel economy or even increase payload. But could make Euro VI vehicles subject to future restrictions that Euro 6 vehicles are not.
Confusingly, because of the cross over in weights, there are vehicles that could be eligible for either heavy-duty emissions testing or light-duty emissions testing.
The original buyer of the vehicle is the one that chooses, so going forward when looking at used vans you’ll have to check the documentation even more carefully to make sure you know exactly what you’re buying.
The big elephant in the room for LCVs and WLTP is the conversion market. A car has to be tested if there are elements added that will impact the vehicle’s fuel economy (such as bigger wheels), meaning that there are different ratings for individual variants right across a model range.
The same is true for vans and pickups.
Given the wide variety of conversions that are out there, this means there is potentially a lot of testing that will need to be done, and the van manufacturer is the one that is ultimately responsible for ensuring that the vehicle that bears its badge conforms.
While there might be a lot of confusion behind the scenes (it has been suggested that some smaller converters might struggle and even go out of business as a result of the extra admin and logistical effort needed) the good news is that there shouldn’t be anything different from the consumer’s point of view.
Manufacturers are providing calculators to their converter partners and they will still provide an official mpg rating to give you an indication of what the vehicle should do, whether it has a refrigeration unit or a flatbed on the back.
Reducing NOx emissions means adding extra technology. Small vans are able to use a simple NOx trap, while most of the larger van and pickup makers are choosing to use Selective Catalytic Reduction (SCR), which injects a reductant called AdBlue into the exhaust stream to neutralise the nasty NOx.
While many manufacturers complied with the early Euro 6 emissions requirements by adding AdBlue to their engines, 2019 saw the introduction of a series of new engines to improve the vans’ real-world performance. This means that even the Fiat Ducato, which previously managed to avoid using AdBlue, now utilises it.
AdBlue is the most recognised name for the exhaust fluid used in SCR emissions control technology. Added to a special extra tank in compatible vehicles in a process that’s as simple as topping up the windscreen washer reservoir, this fluid is used to break down NOx into less harmful nitrogen and water vapour.
Prices vary, but AdBlue costs around £8-£20 a litre (buy in bulk to make it cheaper) and can be purchased from service stations, truckstops, dealerships and motorfactors like Halfords.
For more information see our guide to AdBlue on the car side of the Parkers site.
The more time that passes since the arrival of Euro 6 legislation, the more vehicles change and the harder it is to ascribe a change in payload to the emissions requirements.
There are some slight tweaks here and there on updated models such as the Renault Master, where payload dips by a few kilos, but as there are now new, more powerful engines, there are other benefits to offset the change so it isn’t a direct like-for-like comparison.
That said, any additional technology generally comes with a weight penalty, and SCR is no exception. The more a van weighs the less room there is for payload within its legal GVW (gross vehicle weight).
The complications involved in getting vehicles tested means that some manufacturers are cutting back their ranges as well.
The move to Euro 6 increases engine efficiency – which typically means better fuel economy (though not always) – and most updates bring more engine power, too.
Euro 6 also reduced CO2 emissions, helping to decrease the carbon footprint of companies with large fleets – which can help with taxation.
Similarly, should the Government ever choose to move LCVs onto a CO2-based road tax system from the current fixed rate owner-drivers will also benefit from lower CO2 vehicles. No such taxation plan has been officially been announced, but it has been discussed at the highest levels.
Absolutely not. The new legislation only applies to new models and only alters the testing that the manufacturers have to put their vehicles through.
Manufacturers were building Euro 6 compliant vehicles for some time before the requirements came in for LCVs in 2016, and many have started producing models that comply with Euro 6d-TEMP legislation, even though they don’t have to until September 2020 in a lot of cases
Not necessarily. Manufacturers are able to keep selling a limited number of their existing old-series models that were tested under the NEDC test until September 2020.
Manufacturers can only set aside a limited number of vehicles though – likely to be 2,000 or 10% of their 2018 sales, depending on which is more – and they must be sold within the next 12 months.
All major manufacturers carried over some cars that weren’t tested under WLTP conditions; vans and pickups are unlikely to be any different.
Below is a list of all the major van and pickup manufacturers and how they’re dealing with the latest Euro 6 regulations.
Fiat has updated its Ducato large van, and it now uses AdBlue to comply with requirements; the entry-level 2.0-litre engine has been dropped in favour of a larger 2.3-litre motor, too. The makes the Ducato Euro 6d-TEMP compliant but the update also brings a smooth new automatic gearbox.
All Ford's vans will be up to the Euro 6.2 standard by the September 2019 deadline, and for the most part that means they also meet the tougher Euro 6d-Temp rules.
Exceptions to this are some Transit Custom models, which are only Euro 6c at present.
Chinese maker Great Wall was a victim of Euro 6’s original implementation, as it has no engine for the Steed pickup capable of meeting the standards. As a result, Great Wall is not on sale in the UK at this stage; we’ll report further details if it returns.
Hyundai meets Euro 6, and the official line is everything will be compliant with the latest update by the time the regulations come into force.
As such, while there has been no update on the iLoad yet, there is likely to be one before September 2019 rolls around. Expect it to skip Euro 6c and go straight to Euro 6d-Temp.
The Isuzu D-Max became Euro 6 compliant in 2017, when an update saw the truck move from a 2.5-litre diesel engine to a 1.9-litre unit – a move it managed without the need for AdBlue.
The current model year hasn't been WLTP tested but the next one will be. This won’t be in time for September, but the company is going to apply for an extension for enough vehicles to carry it over until the updated model arrives – which should be early in 2020.
A spokesperson wasn’t able to say exactly how many of the current vehicle the brand will carry over but stressed that there will be enough stock available to satisfy demand.
The Iveco Daily is fully Euro 6d-Temp compliant, and was in fact the first van to go through the RDE process back in 2017, when it launched its Blue Power models.
As the Discovery Commercial is basically a lightly modified passenger car, it had to follow the passenger car rules so is fully compliant already.
The current V80 meets Euro 6b emissions and won't be updated beyond this as an all-new model - complete with equally new engine - is set to go into production in late 2019, and should go on sale in the UK in 2020.
With the TGE being basically the same as the VW Crafter, it is set to be available in Euro 6d-TEMP form at the same time as its sister van – around August 2019 (see below).
While Mercedes has now added stop-start technology as standard to the Sprinter range, this large van will remain Euro 6c until June 2020, when its Euro 6d-Temp engines arrive.
For the Vito medium van, front-wheel drive models now meet Euro 6d-Temp but like the Sprinter, rear-wheel drive won't upgrade from Euro 6c until June 2020. All Vito Tourer models (passenger carrying variants) are Euro 6d-Temp already, though.
The Citan is fully Euro 6d-Temp comliant now.
The latest version of the Mitsubishi L200 goes on sale around the time of the September deadline. Details of the UK engine line up have not yet been announced, but expect it to be fully up to date.
The rest of the range is also Euro 6d-Temp compliant already, due to be being based on passenger cars.
The latest Navara pickup update that went on sale in July 2019 is fully Euro 6D-Temp compliant, and the firm’s van range is also set to be up to standard by the deadline.
This includes the new NV250 small van, which replaces the old NV200.
PSA Peugeot Citroen
Citroen and Peugeot’s latest Berlingo and Partner small vans are new enough to have been Euro 6D-Temp complaint from the start, and their medium and large vans are being brought up to speed in time for the deadline.
This means some new engines, especially for the large Boxer and Relay, which return to 2.2-litre turbodiesels in place of the 2.0-litre units that were introduced to meet the original Euro 6 emissions standards.
Renault is another manufacturer to have brought new engines in, with the Trafic and Master both getting tweaks to the range. The 1.6-litre units in the Trafic are replaced by 2.0-litre engines, while the Master gets more power in its 2.3-litre powertrains.
There’s been no word on the Kangoo yet, but since the Nissan NV250 is based on this and has a Euro 6d-Temp engine we’re sure there won’t be a problem here. Though there is an all-new Kangoo on the way in 2020.
The Land Cruiser Commercial met Euro 6d-Temp as part of the passenger car updates, while the Hilux and Proace were both upgraded to Euro 6d-Temp from June 2019.
All of Vauxhall's current van range now meet Euro 6d-Temp. The Combo Cargo and Vivaro are both basically brand new, and have been at the standard since launch, while the Movano is being updated in line with its cousin the Renault Master.
VW is sending its vehicles through the WLTP process with Caddy and Crafter due in August and Amarok a little later. The Transporter is being facelifted, and the new version will be available around September 2019, complete with fully updated engines.