If you are driving a fossil car and you are planning to keep it but
want to use it in the most environmentally friendly way.
Here are some suggestions (we skip drive less/drive economic/use highest availible gear – that we already know)
If you drive petrol
Default: use E10 if your car is compatible
- Sweden: E10 became the standard petrol 1 Aug 2021. (Transportstyrelsen)
- Denmark: E10 standard from 1 Jan 2020. (Drivkraft Danmark)
- Norway: E10 became the new standard spring 2023. (drivkraftnorge.no)
- Finland: 95 E10 has been in use since 1 Jan 2011 (98 E5 remains for some cars). (zemo.org.uk)
If your petrol car is older / not E10-compatible:
Use E5 (often 98 octane “premium”) and check the official compatibility lists. (acea.auto)
If your petrol car is FlexFuel (E85-capable):
E85 can reduce fossil CO₂, but cold-start behavior and the ethanol pathway matter—use it where it’s supported and documented, and still apply the “burn less fuel” steps.
If you drive diesel
Best practical option (if approved): HVO100 / Renewable diesel (EN 15940, often marked “XTL”)
- HVO is a “drop-in” diesel-like fuel, but 100% use typically requires manufacturer approval (look for “XTL” on the filler cap / in the manual). (f3 centre)
- In Sweden, HVO blends and HVO100 products are common (e.g., Preem/OKQ8/St1/Circle K offerings). (f3 centre)
- Example of consumer availability: Preem Redefine HVO100 launched with availability at 59 stations from May 2025 and claims ≥90% lower fossil GHG (feedstock-dependent; verify documentation). (preem.com)
If your diesel is not approved for HVO100:
Use standard diesel with the highest certified renewable content available (often sold as branded “eco”/”evolution” diesel blends), and focus extra hard on eco-driving and winter habits. (f3 centre)
4) Don’t get “greenwashed”: what to look for
Biofuels vary a lot. For the most climate-friendly outcome:
- Prefer fuels made from wastes/residues (where transparently documented) rather than high-risk crop-based inputs.
- Look for credible sustainability schemes and EU compliance; the EU has sustainability/ILUC rules and has specifically addressed “high ILUC-risk” feedstocks. (European Commission)
Quick Nordic decision guide
- Diesel + XTL-approved? → Tank HVO100 (XTL/EN15940) when available. (Toyota EU)
- Petrol car from ~2011+ (usually OK): → Use E10 (standard in all Nordics). (Transportstyrelsen)
- Older petrol / classic / small annual mileage: → Prefer E5 and avoid long storage with E10. (acea.auto)
- Winter-heavy driving: → No idling, consider timed engine heater, combine trips. (Hållbart Stockholm)
What HVO is
HVO stands for Hydrotreated Vegetable Oil (often called renewable diesel). It’s a paraffinic diesel fuel—a hydrocarbon fuel that is chemically very similar to fossil diesel, so it can often be used as a “drop-in” fuel in diesel engines (subject to OEM approval for HVO100). (f3 centre)
You’ll also see the term HEFA (Hydroprocessed Esters and Fatty Acids). In practice, HEFA/HVO refers to the same family of fuels made by hydrotreating oils and fats. (f3 centre)
How HVO is made (in plain terms)
HVO is produced by taking oils/fats (from multiple possible feedstocks) and running them through a hydrogen treatment (hydrotreatment) process with catalysts. This removes oxygen and “rebuilds” the molecules into diesel-like hydrocarbons. (Cummins Inc.)
Feedstocks can include:
- Waste and residues (e.g., used cooking oil, animal fats)
- Tall oil (notably relevant in the Nordics)
- Vegetable oils (this is where sustainability varies the most) (f3 centre)
HVO vs “biodiesel” (FAME/RME) — why it matters
- HVO/HEFA is a hydrocarbon diesel-like fuel (paraffinic), generally more similar to fossil diesel.
- FAME (“traditional biodiesel”, incl. RME) is an ester fuel with different properties and stricter blending constraints in many specs/engines. (f3 centre)
This is why HVO is often described as “drop-in” while FAME is more limited.
Standards, labels, and what “XTL” means
The two key diesel standards you’ll see
- EN 590 = regular road diesel spec (often with limited FAME and varying renewable content depending on country mandates).
- EN 15940 = paraffinic diesel spec (HVO/XTL). (Volvo Cars)
“XTL” on the fuel cap / pump
XTL is a standardized label that indicates the vehicle is approved for EN 15940 paraffinic diesel (which can include HVO). (Volkswagen Ireland)
Blends vs HVO100 (and why OEM approval still matters)
- Blended diesel: HVO can be blended into EN 590 diesel as long as the final blend meets the spec (density is a common limiting factor). (f3 centre)
- HVO100: “100% HVO” is generally treated as EN 15940 fuel, and should only be used when the vehicle maker approves it (warranty/compatibility). (Mobility Sweden)
In Sweden, industry guidance commonly notes that EN 590 compliance can effectively limit HVO blending in “standard diesel” to around 50–70% in some contexts (again: depends on meeting the final diesel spec). (Mobility Sweden)
What it means for your Volvo V60 (2020)
Volvo’s own support documentation for V60 model year 2020 states that diesel should meet EN 590 or SS 155435, and that paraffinic diesel (HVO, XTL) according to EN 15940 can be used. (Volvo Cars)
Practical takeaway for your car:
- If the pump says HVO100 / XTL / EN 15940, that aligns with what Volvo describes as usable for the V60 (2020). (Volvo Cars)
Performance and drivability notes
What drivers typically notice (engine-dependent):
- Good combustion quality (often high cetane → smooth running).
- Cold-weather suitability depends on the specific product/grade; Nordic-focused HVO100 products may emphasize cold performance. (Preem)
- Fuel consumption can change slightly because paraffinic fuels can differ in density/energy per litre—usually a small effect in real life.
Emissions: tailpipe vs climate footprint
Tailpipe pollutants
HVO tends to be low in sulphur and aromatics and can reduce soot/smoke in some conditions, but NOx and regulated emissions outcomes are engine and aftertreatment dependent (DPF/SCR calibration matters).
Climate impact (life-cycle)
Suppliers commonly report up to ~90% lower life-cycle GHG emissions versus fossil diesel, depending heavily on feedstock and production pathway. (Neste)
Important nuance: At the tailpipe, CO₂ still comes out when you burn HVO—what changes is the life-cycle accounting (biogenic carbon, upstream emissions, avoided fossil extraction, etc.).
Sustainability: the part people argue about
HVO can be excellent or problematic depending on inputs.
What good looks like
- Feedstocks based on waste/residues (used cooking oil, certain by-products), with transparent documentation and robust certification. (EUR-Lex)
The main risk: indirect land-use change (ILUC)
Some crop-based pathways (notably certain palm-related pathways) have raised ILUC concerns. The EU has specific rules to define and manage high ILUC-risk feedstocks and certification of low-ILUC risk pathways. (EUR-Lex)
How to sanity-check claims
For “serious” climate claims, look for:
- Compliance with EU Renewable Energy Directive sustainability & GHG-saving criteria (RED). (EUR-Lex)
- Certification schemes and chain-of-custody approaches (often mass balance) such as ISCC EU / REDcert (common in European supply chains). (ISCC System)
Nordics: what’s special here
Availability and common options
The Nordics have been early adopters of HVO, partly because it’s an easy drop-in lever for cutting transport emissions without changing fleets overnight. Nordic fuel markets also have long experience with blending mandates and high renewable shares.
Sweden examples:
- Sweden has used a biofuel reduction mandate (“reduktionsplikt”) that has changed significantly over time (e.g., reduced in 2024 and discussed for increase thereafter). (RISE)
- Preem launched a Nordic Swan Ecolabel HVO100 product in 2025, initially at 59 stations, stating ≥90% lower fossil GHG and emphasizing Nordic cold performance. (Preem)
- “How to know if your car can use HVO100”: check for XTL marking and/or OEM lists (Mobility Sweden maintains model lists). (Fossilfritt Sverige)