Helpfully, in what can only be viewed as a great public relations move to enhance transparency of the organization, the CEC Secretariat has published on its website a selection of presentations from the meeting. The result is recommended reading, providing a fascinating insight into the meeting proceedings and, hence, the current thinking among some of the key stakeholders. According to the preceding CEC Newsletters, the primary purpose of the meeting was to look at and understand the driving forces that will significantly affect the next 10 years of CEC test developments.

Board Chairman Derek Mackney, of Lubrizol, introduced this theme by first taking a trip down memory lane, reviewing the challenges the CEC has faced and its achievements both before and since its radical reorganization in August 2001. Mackney reminded those in attendance that the original CEC was founded in 1963, with membership comprising some 16 national organizations, some of the most active being the British Technical Council, the German Coordinating Association (DKA) and the French Coordinating Association (GFC).

Citing a catalogue of early well-documented successes, he nevertheless went on to explain the background behind the reorganization; namely that by the late 1990s, it was recognized that the original structure was unwieldy and failing to keep pace with the needs of an increasingly globalized community of stakeholders – including, of course, the automotive, fuels and lubricants industries. Mackney described the problems arising: protracted test developments, due at least in part to an overly bureaucratic approvals process; and a reticence by vehicle manufacturers to nominate engines as test platforms.

The solution that CEC decided upon was to change from the national organization hierarchy to a much more streamlined structure. Instead of reporting to a council of 16 regional members, the new management board now answered to the four main European trade associations:

ACEA, the European Automobile Manufacturers Association;

ATC, the Technical Committee of Petroleum Additive Manufacturers in Europe;

ATIEL, the Technical Association of the European Lubricants Industry;

and CONCAWE, the oil companies’ European association for environment, health and safety in refining and distribution.

Chairmanship of the new board was to be rotated every two to three years among the four trade associations, Mackney being the forth since reorganization and the second to represent ATC. He currently has about a year of his term left to run.

Ten years on, the big question is whether the reorganization has been a success. Judging by the tenor of some of the other meeting presentations, the opinion from within CEC would appear to be a reasonably firm yes, with perhaps the odd caveat.

Adoption of a professional secretariat has improved communications, as evidenced by the website. Rigorous test registration and quality monitoring systems have been put in place, a process started in 1996 with the set-up of the ISO-compliant European Engine Lubricants Quality Management System. The concept of nominating a lead laboratory for each new test development has helped to speed up the process, by eliminating duplication of effort and imparting better technical direction.

Sven-Oliver Kossmehl, of Volkswagen, and Volvos Bengt Otterholm, presenting on behalf of ACEA passenger car and heavy-duty manufacturers respectively, both attested to these improvements. Indeed, Kossmehl encouraged CEC to go further in empowering the role of lead laboratories and other measures that would further expedite the test development process.

Otterholm, though, conceded that there was still a disappointing level of ACEA participation. Despite some 15 manufacturers represented on the ACEA Fuels & Lubricants Working Group, only Daimler, Peugeot-Citron and Ford have provided new engine test platforms for development in the 10-year period. Specifically, he questioned how manufacturers could be encouraged to participate in the development of tests based on the hardware of others (as happens with ASTM in the United States), something which currently is costly, he said. Conversely, Kossmehl seemed to be favouring smaller rather than larger development groups.

In their addresses, ATC Chairman Ray Calder, of Lubrizol, and ATIEL President Peter Tjan, a Brussels-based consultant, reiterated the lube industrys oft-heard plea in favour of precise fit-for-purpose tests, justified against a demonstrated field need. Kossmehl on the other hand advocated for acceptance of what he described as preventative measures, aimed at preempting any possible field issues.

So, at this gathering in this run-up to the festive period just passed, one might say there were a few old chestnuts roasting on an open fire. But on balance, there seems to have been a collective sense of achievement, to date, anyway. If there was one subject on which everyone agreed, it was the reality of the challenges faced in the next ten years, technically, politically and financially.