For both the light and heavy duty engine sequences the main objective in the 2007 sequences has been to keep the sequences up to date, rather than make any fundamental changes. This has for example meant newer engines being allowed as alternatives or replacements for some of the older engines in the sequences. There have however been some more significant changes, and these are noted below.

Light Duty Engine Sequences

The structure of A/B and C sequences remains unchanged, although a new category, C4, has been introduced. This is a low SAPS, normal viscosity oil aligned with the Renault Long Drain specification.

The level of piston cleanliness required in the C3 category has been increased by setting higher piston merit targets in the CEC-L-78-T-99 (Volkswagen TDi) test.

When its development by the CEC is complete, the OM646 test will be
allowed as an alternative to the CEC-L-51-A-98 (OM602A) test.

Heavy Duty Engine Sequences

The structure of the E sequences remains unchanged and no new categories have been introduced.

The chemical limits in the categories remain unchanged, with the exception of the introduction of a TBN minimum of 12 mgKOH/g in the E4 category.

The latest API CJ-4 engine tests, Mack T12 and Cummins ISM, define the targets for E6 and E7 categories, but data from the older tests (Mack T10, Cummins M11HST and Cummins M11EGR) can still be used.

When its development by the CEC is complete, the OM501 test will be allowed as an alternative for the CEC-L-52-T-97 (OM441LA) test, and as with the light duty sequences the OM646 test will be allowed as an alternative to the CEC-L-51-A-98 (OM602A) test.

¹ Reproduced with kind permission of the European Automobile Manufacturers Association