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Out of Sequence

It emerged in December that the release of the European Automobile Manufacturers Associations 2018 oil sequences would be delayed (see Newsmakers, page 38). Readers who are not au fait with the motor lubricants business maybe asking what ACEA is, why its sequences matter and where they sit among the host of other standards.

ACEA is an auto industry trade body that advocates for the interests of members, comprising the 15 biggest makers of cars, vans, trucks and buses in the Europe Union. It also lays out a set of performance specifications, which it calls sequences, for engine oils approved by its members. It updates these sequences regularly to incorporate the latest engine technologies. For many vehicles in Europe, original equipment manufacturers recommend oils that meet their own specifications, but these are usually based on ACEAs industry sequences – which represent lubrication needs that OEMs have in common – plus additional requirements that are specific to the needs of individual vehicle models.

While ACEA does not itself approve engine oils, another trade organization – this time representing the engine oil manufacturers and marketers side of the equation called the Technical Association of the European Lubricants Industry, known as ATIEL – grants them a letter of compliance to show that they meet ACEA specifications.

ACEA classes its sequences depending on the type of engine. Class A and B oils are formulated for high-performance gasoline and light-duty diesel engines and are conventional formulations with standard levels of sulfated ash, phosphorus and sulfur – collectively referred to as SAPS. Class C oils have lower SAPS levels to accommodate engines fitted with after-treatment devices. C1 is the lowest SAPS level, intended for use as catalyst compatible and extended drain interval with a minimum high-temperature, high shear viscosity of 2.9 millipascal seconds. Meanwhile, C5 are mid-SAPS oils that meet lower carbon dioxide emissions targets by offering better fuel economy. Class E covers heavy-duty engine oils.

So why was the release of the latest 2018 sequence stalled by the delay to the release of ILSAC GF-6? ILSAC, or the International Lubricants Standardization and Approval Committee, is ACEAs approximate counterpart for American carmakers.

As the news item on page 38 indicates, the 2018 sequences include numerous engine tests developed for ILSAC GF-6, the much-anticipated oil sequences for North America. ACEAs previous sequences have included ILSAC tests, but not as many as this time around. And some tests are still under evaluation by the testing committee, which takes time. But this begs another question as to why ACEA incorporates U.S. tests for European oils.

As one industry expert explained, oil specifications, whether issued by ILSAC in North America, ACEA in Europe or the Japanese Automotive Standards Organization in Japan, depend on a complex series of engine tests. The cost and process of developing these tests has become increasingly challenging, as the engine hardware improves and technology advances. This makes test development a critical factor in determining the timing for the publication of a new set of specifications.

In addition, the physical and financial resources required to develop tests are finite. Since several ACEA members – like Toyota and Ford – operate in both the EU and North America and back these tests, it is not surprising that they would prefer to use them in both regions.

Once the ACEA wagon was hitched to ILSACs horse, ACEA was then dependent on these tests to be completed, limits set and officially approved for use. GF-6 is behind schedule, but once ACEA decided to use these tests it became attached to ILSACs timeline.

ILSAC does not want ACEA using tests before they are finished, and at least some participants believe they will not be finished until 2019 or 2020. ACEA seems to have conceded that they will not use them early, so they will have to wait to approve their specifications.

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