Hi,
BMWTurboDzl - Australia went through the issues leading to ULSD about a decade ago - it was a painful time for some. Most issues were related to fuel pump and injector seals and existing deposits IIRC
If we take light high speed diesel engines - those fitting the ACEA A/B Categories, we already have an answer - they do very well on API "CF" lubricants such as the one in the title of this Thread. This is a cause for some disbelief by some here on BITOG
So IMO these "universal" lubricants will most likely be "tweaked" to have better cross compatibility
Other ACEA Categories - "C" and "E" present other challenges. The "E" Category applies to High Speed Heavy Diesel (HSHD) engines of course. There is no doubt as we already know on here, newly formulated conforming lubricants in these Categories are generally performing very well - many are loaded with "new wave" additive packages!
Some things follow that I can comment on but cannot be more specific about;
1 - High fuel dilution levels (up tom 20%) are not producing high wear as expected
2 - Long "standard" OCIs are working and many are out to >100kkms as expected
3 - Some engines actually benefit from extended OCIs
4 - Engine durability is (generally) better than ever before
Regarding 2, 3 and 4 above
In 1975 as a Road Transport Industry Research Fellow I was able to penetrate the depths of the major vehicle and engine manufacturers. In the case of Daimler Benz they were well down the path of controlled servicing. CAT were already there too. UOAs were part of the scheme and a number of Fleets throughout Europe were already stretching the "then" limits under the watchful eyes of DB Senior Engineers This was the formative time of Commercial programmed Maintnance practices. Subsequently and progressively I followed this through with MB, Scania and Volvo for two decades plus
The evolution of Euro HDEOs formalised under ACEA and driven by the Euro 1> emission standards has seen Euro High Speed Heavy Diesel (HSHD) engines retain engine life as they lower viscosities and extend servicing intervals - especially OCIs
As engine Technologies and Lubricant structures evolve the "fail safe" is to use a Manufacturer Approved and Listed product. Again some on here will disagree with this philosophy but I will always defer to those that Design, Produce and cover their products under Warranties! My own experience dictates this!!