ACEA new Oil Sequences in 2021: what’s changing for Light &

Heavy Duty?
Introduction

Original Equipment Manufacturers (OEMs) in Europe develop their own lubricant specifications for
applications in their engines. Organized into the European Automobile Manufacturers Association (known
by its French acronym ACEA), this vehicle manufacturing industry group includes 15 of the most important
manufacturers of personal cars, vans, trucks, and busses with production locations in Europe. ACEA
develops its own lubricant specifications, which are recommended as a base line.

ACEA develops its own lubricant specifications, which are

OEMs are directly involved in the development of these European specifications and help to define the
minimum quality of products accepted by all ACEA members. However, it is important to mention here
that member OEMs can have more stringent requirements for performance limits and/or performance
parameters in their own OEM specifications that go beyond the ACEA base-line specifications.

With this in mind, it is important to note that ACEA plans to publish their new Oil Sequences in 2021. The
difference this year, however, is that ACEA has decided to decouple the release of the new Gasoline and
Light Duty Diesel Engines (LD) oil sequences from the Heavy Duty Diesel Engines (HD) ones. This creates
more flexibility for ACEA to respond to the needs driven by adapted and/or new oil categories. The new
LD Oil Sequences are expected end of April 2021 and the new HD Oil Sequences in the second quarter of
this year.

ACEA has decided to decouple the release of the new Gasoline

The expiry date of ACEA 2016 Sequences will be two years after the introduction date of the new Oil
Sequences. This means that current oils embedding ACEA 2016 claims can be marketed only for another
two years.

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Car manufacturers challenges – a bit of background

The European Union has some of the world’s strictest regulations on fuel economy and vehicle emissions.

To meet those, OEMs had to install exhaust gas aftertreatment systems and are introducing ever more
advanced and sophisticated engine technology. This has resulted in new and updated OEM lubricant
specifications over time. For example, to enable after-treatment systems, ACEA introduced in 2004 so
called C category oils with a reduced chemical box, next to conventional A/B category oils. New engine
and technology developments have subsequently resulted in the release of new updated ACEA
specifications.

Another example, which involves CO2 reduction, is the downsizing of gasoline engines to reduce internal
friction, installing turbochargers to maintain power, and introducing direct injection to ensure high
efficiency and clean combustion.

These changes in engine design create a tougher environment for engine oils because power density is
increased, and operating temperatures are raised. These conditions cause oils to degrade sooner, to
thicken faster, and to make them more prone to form deposits, especially in the hot running parts like the
piston ring pack and turbochargers. That means modern lubricants need to offer improved performance
on cleanliness and oxidation stability.

Furthermore, while direct injection increases engine efficiency it can also lead to increased levels of soot.
Increased soot levels can cause increased rates of wear on the engine timing chain. This implies that newer
oils need to provide excellent soot handling and wear control.

It was also observed that operating these engines under higher load and lower speed conditions could
lead to uncontrolled combustion, which is also known as Low-Speed Pre-Ignition (LSPI). Pre-ignition can
be so powerful that it leads to massive engine damage. Engine oil can play a part to help prevent LSPI.

The latest engine oil technology therefore has an important role to play in enabling advanced engine
technology to reduce CO2. Oils also play a direct role in boosting fuel economy by lowering oil viscosity,
thus reducing friction, while maintaining engine protection. Oils also must pass Fuel Economy tests in
ACEA specifications.

The need for a new ACEA Light Duty sequences – What does it mean?

The upcoming revision of the ACEA LD Oil Sequences expected in

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The above examples are several of the drivers for the new ACEA LD specifications that ensure full
protection for the newest generation of engines in the market. The upcoming revision of the ACEA LD Oil
Sequences expected end of April 2021, will introduce new tests addressing oil performance on:

• Turbocharger Compressor Deposits (TCCD)

The introduction of the above new requirements will lead to the introduction of two new LD engine oil
categories ACEA A7/B7 and ACEA C6, specifically aimed at newest engine technology. At the same time,
the current ACEA A3/B3 and ACEA C1 will be removed.

In parallel with the introduction of these new engine tests, some of the existing tests in the ACEA LD
specification will be replaced by new successor tests. This is the case for:

• Low temperature sludge: sequence VH replacing its predecessor test, the Sequence VG.
• Piston deposits: VW TDi3 replaces VW TDi2 test to match newest engine technology.
• Engine sludge: Daimler M271 EVO replaced M271 test (by rev. 3 of the 2016 ACEA Oil Sequences).
• Valve train wear: sequence IVB replacing the already obsolete TU3 engine wear test.

Regarding laboratory bench tests, ACEA plans to specify the ASTM D4739 test method for Total Base
Number (TBN) in the new oil categories. ACEA believes that this test method results in more meaningful
TBN.

The need for a new ACEA Light Duty sequences –What are the main changes?

The upcoming new ACEA LD specifications are designed to reflect the latest lubricant requirements for
the latest engine generations in the market. To summarize:

• ACEA A3/B3 categories will be removed and alternative recommendations will be ACEA A3/B4
• ACEA A7/B7 will be introduced as an upgrade for oils with a conventional chemical box and
includes the same performance testing as for ACEA C6 except Fuel Economy
• ACEA C1 category will be removed
• ACEA C6 will be introduced and is aimed to reflect and provide additional performance for today’s
engine technology and includes fuel economy, LSPI protection, engine chain wear protection and
turbocharger deposit control.

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The overview above provides a summary of the changes for light duty.
2021
Tests
A3/B4 A5/B5 A7/B7 C2 C3 C4 C5 C6
Laboratory Tests
HTHS viscosity at 150 °C (mPa.s) CEC L-36-90 ≥3.5 ≥2.9-<3.5 ≥2.9 ≥3.5 ≥2.6-<2.9
HTHS viscosity at 100 °C (mPa.s) CEC L-36-90 - Report Report
Shear stablity CEC L-14-93, ASTM D6278 or D7109 Stay in grade Stay in grade
Evaporative loss (%) CEC L-40-93 ≤13 ≤13 ≤11 ≤13
ASTM D2896 ≥10.0 ≥ 8.0 Report - ≥6.0 Report
TBN (mg KOH/g)
ASTM D4739 Report ≥6.0 Report ≥4.0
Sulphated ash (%) ASTM D874 1.0-1.6 ≤1.6 ≤0.8 ≤0.5 ≤0.8
Sulphur (%) ASTM D5185 or D4951 Report ≤0.3 ≤0.2 ≤0.3
Phosphorus (%) ASTM D5185 or D4951 Report 0.07 / 0.09 ≤0.09 0.07 / 0.09
Chlorine ASTM D6443 Report Report
Oil elastomer compatibility CEC L-112-16 ● 1) ● 1) ● 1) ● 1) ● 1) ● 1) ● 1) ● 1)
Foaming tendency ASTM D892 w. or w.o. Option A ● ● ● ● ● ● ● ●
High temperature foaming tendendcy ASTM D6082 ● ● ● ● ● ● ● ●
Low temperature pumpability CEC L-105-12 Acc. to SAE J300 for fr. oil According to SAE J300 for fresh oil
Oil oxidation with Biodiesel CEC L-109-16 ● ● ● ● ● ● ● ●
Engine Tests
Gasoline DI Engine Cleanliness EP6CDT, CEC L-111-16 PM: ≥RL259; TC dep. ≥6.0 PM: ≥RL259; TC dep. ≥6.0
Low Temperature Sludge Sequence VH, ASTM D8256 2) GF-6 GF-6
3)
Valve Train Scuffing Wear Sequence IVB, ASTM D8350 Vol. loss ≤3.3 mm3; Fe ≤400 ppm Vol. loss ≤2.7 mm3; Fe ≤400 ppm
Black Sludge M271 EVO, CEC L-107-19 4) ≥8.3 ≥8.3
M111, CEC L-54-96 - ≥2.5% ≥2.5% ≥1.0% (xW-30 only) ≥3.0% -
Fuel Economy
JASO FE M366 - - - - - - - 0,00%
DI Diesel Oil Dispersion at Med.Temp. DV6C, CEC L-106-16 KV incr.: ≥0.9xRL276; PM: ≥2.5 KV incr.: ≥0.9xRL276; PM: ≥2.5
Diesel Engine Wear OM646LA, CEC L-99-08 - - - - - - - -
VW TDI, CEC L-79-99 - - - - - -
DI Diesel Piston Cl. & Ring Sticking
VW TDI, CEC L-117-20 5) PM: ≥RL276-5 PM: ≥RL276-5
Effects of Biodiesel OM646LA, CEC L-104-16 - - - - - - - -
Turbocharger Compressor Deposit test Toyota 1KD-FTV, CEC L-114-19 - - ≥25 - - - - ≥25
LSPI Sequence IX, ASTM D8291 - - GF-6 - - - - GF-6
Chain Wear Sequence X, ASTM D8279 - - GF-6 - - - - GF-6
New test Notes:
Test removed 1) Tighter limits
2) Sequence VG results can be used as an alternative for all oil categories
3) Sequence IVA results can be used as an alternative for A3/B4, A5/B5, C2, C3, C4 and C5
4) M271 Classic results can be used for A3/B4, A5/B5, C2, C3, C4 and C5
5) TDI2 results can be used for all oil categories

The need for a new ACEA Heavy Duty sequences - What are the drivers for launching a revision of the
Heavy Duty Oil Sequences?

An update of the ACEA HD Oil Sequences is expected in second quarter of 2021. Like with Light Duty
engines, modern Heavy Duty diesel engines operate under hotter conditions than previous engine
platforms, primarily to improve engine efficiency. Consequently, thermal stress on engine oil rises and
improved oxidation stability becomes important.

The update of the ACEA Oil Sequences also addresses the replacement of the OM501LA piston cleanliness
test which no longer represents modern engine technology and will become unavailable soon.

ACEA will also introduce two new low viscosity oil categories to support the introduction of lower viscosity
engine oils for improved fuel economy.

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The need for a new ACEA Heavy-Duty sequences - what does it mean?

ACEA has selected the ASTM Volvo T-13 engine test to evaluate the oxidation resistance for all after
treatment compatible oil categories in the new ACEA Oil Sequences. This test was introduced with the US
API CK-4 and FA-4 oil specifications in December 2016. The Volvo T-13 test is a single stage 360 h engine
test running at a 130°C oil gallery temperature.

ACEA will also adopt the new ASTM Caterpillar Oil Aeration test (COAT) in the new Oil Sequences.

The Volvo T-13 and the COAT test will be introduced in oil categories E8, E11, F8 and F11

The introduction of the above new tests in oil categories will result in a severity shift that requires
renumbering of the oil categories. Therefore, ACEA E6 will become E8 and E9 will become E11.

The introduction of new tests in oil categories will result in a

Furthermore, ACEA will introduce two new low viscosity F class oil categories to align with the API FA-4
oil specification. These oils have an HTHS between 2.9-3.2 mPa.s (SAE xW-30 grades, x = 0, 5 or 10). The
lower viscosity oil categories will be named F8 and F11 reflecting the same performance level as E8 and
E11, respectively.

Finally, ACEA plans to keep E4 and E7 unchanged since outside Europe these oil categories still are used.

For F8 and F11, two additional bench tests are under development to evaluate wear resistance of low
viscosity oils in a low soot environment mimicking operating conditions of modern Heavy Duty diesel
engines. One test focuses on bearing wear and the other test on ring/liner wear.

Alongside the above, Daimler has developed a successor for the Mercedes-Benz OM501LA test based on
the OM471 engine. This test primarily focuses on piston cleanliness, liner and valve train wear and oil
oxidation in the latest Euro VI engine technology. It is ACEA’s intention to introduce the OM471 as a CEC
approved test. The OM471 test is primarily aimed for the higher performance level oil categories E8, F8,
and eventually E4. Assessing piston cleanliness performance in the oil categories E7, E11, and F11 is still
under discussion.

The development of the two new low soot wear bench tests (LSWT) targeted for F8 and F11 is delayed;
ACEA has decided to postpone the release of these new oil categories. Eventually, ACEA must find an
alternative solution for addressing the need for testing wear resistance in low viscosity oils. The current
plan is to release the new ACEA HD Oil Sequences without the oil categories F8 and F11.

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The need for a new ACEA Heavy-Duty sequences - what are the main changes?

In summary:

• E8 and E11 will be introduced as a replacement to E6 and E9, respectively. T-13 and COAT tests
will be added, and the OM501LA test will also be replaced by the OM471
• F8 and F11 will be introduced and will reflect E8 and E11 performance level at lower viscosity.
LSWT tests will be added (when ready)
• E4 and E7 categories remain unchanged

The overview above provides a summary of the changes for Heavy Duty.

2021 202x
Tests
E4 E8 E7 E11 F8 F11
Laboratory Tests
HTHS viscosity at 150 °C (mPa.s) ≥3.5 ≥2.9-≤3.2
CEC L-36-90
at 100 °C (mPa.s) Report Report
Shear stablity after 30 cycles at 100°C CEC L-14-93, ASTM D6278 or D7109 SiG - -
after 90 cycles at 100°C ASTM D 7109 Stay in grade SiG
Evaporative loss (%) CEC L-40-93 ≤13 ≤13
TBN (mg KOH/g) ASTM D2896 ≥12 ≥7 ≥9 ≥7 ≥7 ≥7
Sulphated ash (%) ASTM D874 ≤2.0 ≤1.0 ≤2.0 ≤1.0 ≤1.0 ≤1.0
Phosporus (%) ASTM D5185 or D4951 - ≤0.08 - ≤0.12 ≤0.08 ≤0.12
Sulphur (%) ASTM D5185 or D4951 - ≤0.3 - ≤0.4 ≤0.3 ≤0.4
Chlorine ASTM D6443 Report Report
Oil elastomer compatibility CEC L-112-16 ● 1) ● 1) ● 1) ● 1) ● 1) ● 1)
Foaming tendency ASTM D892 ● ● ● ● ● ●
High temp. foaming tendendcy ASTM D6082 ● ● ● ● ● ●
Oxidation (PDSC) CEC L-85-99 ≥65 min. ≥65 min.
Corrosion ASTM D6594 Report ● ● ● ●
Low temperature pumpability CEC L-105-12 Acc. to SAE J300 for fresh oil SAE J300
Oil oxidation with biodiesel CEC L-109-16 ● ● ● ● ● ●
Engine Tests
Wear OM646LA, CEC L-99-08 ≤140 μm ≤155 μm ≤140 μm ≤155 μm
Soot in oil T-8E, ASTM D5967 ● 2) ● 2) ● 2) ● 2) ● 2) ● 2)
Soot in oil T-11, ASTM D7156
OM501LA, CEC L-101-09 - - - - - -
Piston cleanliness, wear, bore polishing
OM471, CEC L- … ● ● - - ● -
Soot induced wear ISM, ASTM D7468 - - ● ● - ●
Wear (liner-ring-bearings) T-12, ASTM D7422 - ● 3) ● 3) ● 3) ● 3) ● 3)
4) 4) 4)
Piston cleanliness. w. biodiesel OM646LA, CEC L-104-16 - ● - ● ● ● 4)
Oxidation T-13, ASTM D8048 - CK-4 - CK-4 FA-4 FA-4
Low Soot Bearing Wear Test CEC L-115 - - - - tbd tbd
Low Soot Ring/Liner Wear Test CEC L-116 - - - - tbd tbd
Cat Oil Aeration Test (COAT) C13A, ASTM D8047 - CK-4 - CK-4 FA-4 FA-4
New test Notes:
Test removed 1) Limits and/or test type under discussion
2) Waive Pb parameters in T-12 if passing API CK-4 T-13 is available
3) Tighter limits

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Oronite view on ACEA LD and HD new sequences

The ACEA 2021 LD sequences will incorporate changes whose magnitude varies depending on the
category. However, we can foresee the following consequences for current and future lubricants
developments:

• For current products already meeting ACEA LD categories from ACEA 2016 release, ACEA 2021
capability will be demonstrated by the addition of valve train wear performance, through
Sequence IVA or Sequence IVB. The legacy tests Sequence VG, M271, and TDi2 can be used

instead of Sequence VH, M271 EVO, and TDi3 tests to support ACEA 2021 performance level.
However, since these engine tests are disappearing, new oil developments will require the
completion of the latest engine tests, which is already the case for the new oil categories A7/B7
and C6.
• For the newest oil categories A7/B7 and C6, the screening of the performance will have to be
carried out in a variety of tests focusing on different performance criteria:
o Sequence IVB for valve train wear performance, no grandfathering of Sequence IVA
results is accepted
o TDi3 for piston cleanliness, although grandfathering of TDi2 is accepted
o Turbocharger Compressor Deposit Test (TCCD) for turbocharger cleanliness
o Sequence IX for LSPI performance
o Sequence X for chain wear
o For the C6 category only: JASO FE Fuel Economy

Like for Light Duty, the changes in ACEA 2021 HD sequences depends on the category:

• For current products meeting E4 and E7 per ACEA 2016 release, the upgrade to ACEA 2021 will
almost be automatic as no new test is included in the new release, besides some new limits in
foaming tendency (ASTM D892 and ASTM D6082) and elastomer compatibility (CEC L-112)
• For the newly introduced oil categories the performance upgrade from E8 and E11 to E6 and E9
respectively becomes more significant as new tests looking for improved piston cleanliness
(OM471), oxidation resistance (Volvo T-13) and aeration performance (COAT) are introduced.

All these changes highlight the importance for all industry stakeholders to keep offering products that
both meet the requirements of current vehicle fleets as well as developing new lubricants that will keep
up with engine hardware evolution, which is the reason for the introduction of new ACEA oil categories.

All these changes highlight the importance for all industry

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requirements of current vehicle fleets as well as developing new
lubricants that will keep up with engine hardware evolution

The step-up in performance of the new ACEA 2021 release also further strengthens the need to place
products on the market that have been developed under “The European Engine Lubricant Quality
Management System” (EELQMS) and avoid using crankcase oil lubricants with unsubstantiated claims that
do not follow the Industry Codes of Practice rules and do not have the adequate supporting data.
Although ACEA claims are self-certified, it is important to note that any ACEA claim put on the market
requires that the oil marketer signs a Letter of Conformance ensuring that EELQMS quality standards are
met.