KARACHI: Most assemblers of heavy commercial vehicles (HCV) are using old technology engines while claiming Euro II compliance, an assertion hard to believe keeping relevant international standards in view.

Market sources said assemblers have introduced turbocharger and intercooler models, which were not Euro-II compliant. Only one Japanese heavy vehicles assembler said it has introduced common rail smart engine (CRSE) in Pakistan.

The international truck market is far ahead of Pakistan’s in engine technology. It is expected that by June 2017, the share of Euro II diesel (low-sulphur diesel) will reach 85 per cent in Pakistan.

In 2012, Hinopak, Ghandhara Nissan Ltd (GNL), Master Motors and Ghandhara Industries Ltd (GIL) took stay order from the Sindh High Court due to non-availability of Euro II diesel. After several extensions, the current deadline has been set at June 30.

In response to Dawn’s queries, assemblers offered contrasting views. A marketing department official in GIL said the company was the pioneer of introducing locally assembled Isuzu brands of trucks, prime movers and buses with Euro II CRSE that complies with international emission standards.

Khalid Mehr, senior general manager marketing and sales at GNL, said the company offered Euro II engines, manufactured by Cummins, in all of its Dongfeng truck models.

When asked assemblers have introduced turbocharger and intercooler models claiming to be Euro II compliant vehicles, he said as long as these engines were certified by the manufacturer they have to be accepted for Euro II compliance.

“Customers are very smart. They know common rail engines very well but unfortunately there is no aftermarket support for repair in case engines needs overhaul. Besides, the cost of repair is also high for common rail engines. That is the reason common rail engines are not preferred by customers,” he said.

Head of Strategic Business Planning and Plant Operations at Hinopak Motors Ltd Naushad Riaz said Euro II and common rail engines were two different categories.

He said all Euro II vehicles required turbochargers and intercoolers which were integral parts of the Euro II engines. All assembles register their products at the Engineering Development Board whenever there is a change in specification/models.

He said that in the international market, advanced versions have already been launched and vehicles with Euro VI engines were on roads. In Pakistan, all manufacturers offer advanced engine versions in their products. However, they cannot introduce high-tech categories as they require high grades of fuel. If fuel is available then they have no reason to continue current versions.

He said Hinopak launched its first Euro II vehicle in 2004-05 and in 2014 the company completely switched over all its models to Euro II category.

Muhammad Tahir Javed, director marketing and sales at Afzal Motors and Daewoo Pak Motors, said that under the existing situation regarding Japanese brands, natural aspirated engines can only achieve Euro I emission standards.

It is essential to improve the engine technology to achieve higher level of fuel efficiency coupled with minimised emission of carbon oxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx). Thus, turbo charger and intercooler are added in basic engines.

He said it was not necessary to have common rail technology to achieve Euro-II emission standards as there were a lot of engines available worldwide with electronic fuel injection complying Euro III emission standards.

Mr Javed said most of the Chinese trucks and buses launched in last few years were Euro II. He said almost all the engine manufacturers have now stopped producing Euro I engines in China. In most countries, Euro II is the minimum standards as all the Asian countries like Thailand, Malaysia and Indonesia are either Euro III or Euro IV.

He said all the Daewoo trucks and buses were upgraded to Euro II engines last year.

Published in Dawn February 5th, 2017