BITOG GF-7 Questions with Answers
Pennzoil & API
Q1. Please explain what contributes to LSPI after aging.
Pennzoil: As some of us know, low-speed pre-ignition (LSPI) is an abnormal combustion phenomenon typically observed at low engine speeds and high loads in which the fuel/air mixture in the combustion chamber ignites before spark timing. LSPI can be heard as an engine knock (super knock, mega knock, stochastic pre-ignition) and, in severe cases, can lead to catastrophic engine failure. Other theories suggest that carbonaceous deposits and residual unburnt fuel in the combustion chamber may also initiate an LSPI event.
On the chemistry side, it has been observed that oil additives can help reduce the likelihood of LSPI events; introduction of higher concentration of magnesium followed by a reduction of calcium in the detergent package. The industry has also seen LSPI reduction by using molybdenum and certain antioxidant additives. However, as certain oil formulations are being aged within the engine, these additives degrade and/or use up over time. They are unable to mitigate the formation of deposits or oil/fuel droplets, leading to potential LSPI events.
We recommend changing your oil regularly with a high-quality motor oil like Pennzoil in conjunction with a top-tier fuel like Shell V-Power fuel to keep your engine clean and minimize any opportunity for LSPI events.
Q2. Were there any challenges in changing the formula from GF-6 to GF-7? If so, what were they?
Pennzoil: Quick answer, Yes! ILSAC GF-7 now must be more robust to mitigate against new and aged oil LSPI. This means that engine oil has to do a better job of minimizing piston deposits and keeping the engine clean. Additionally, GF-7 requires tighter limits on chain wear and improvements in fuel economy while still being backward compatible with previous ILSAC GF specifications.
Q3. Have any Shell/Pennzoil products required a reduction in calcium in order to meet the new aged-oil LSPI test?
Pennzoil: Since the introduction of API SN Plus, we have continuously worked to deliver formulations that keep up with all the specification changes, including protection against LSPI. We are constantly researching new additive technologies to meet the current ILSAC GF-7 specification, the future GF-8 and other OEM specific specifications. By working closely with the industry and our OEM partners, we feel strongly that we will be ready for the next generation of engine oil specification changes.
Q4. Will the Shell/Pennzoil Euro oils that currently meet API SP (Pennzoil Platinum Euro 0W-40, 5W-40, Shell Helix) soon meet the upcoming API SQ standard?
Pennzoil: Our Pennzoil Platinum® Euro 0W-40 and 5W-40 currently meet the API SP. We plan to have them ready for the new API SQ specification. As for the Shell Helix, please check updates on specifications and approvals at Shell Helix Product Range Page | Shell Global.
Q5. What is the status of the updated oil gelation/filterability test? Is it being implemented as a requirement for GF-7?
API: The Engine Oil Gelation Test is currently completing requirements to become an ASTM Certified Test Method. Once Engine Oil Gelation becomes an ASTM Standard Test Method it will become a Rate and Report (R&R) date entry. For ILSAC GF-7 there are no Engine Oil Gelation Pass/Fail Limits. Engine Oil Gelation performance limits will likely pe part of ILSAC GF-8.
A new oil gelation test and expanded seal compatibility testing have been added to ensure better overall oil performance and protection and that GF-7 oils are compatible with different types of OEM seal materials. Another oil gelation test is pending because of concerns about oil stability around shear and filterability. That test should be approved sometime in 2025.
Q6. Which of the proposed changes for GF-7 caused the most concern/push back from the auto industry or the oil industry and why?
API: ILSAC GF-7 was developed cooperatively by the automotive and petroleum/oil industry to meet the EPA fuel economy requirements. Additionally, GF-7 addressed upgraded performance for high temperature engine cleanliness, improved LSPI protection and updating compatibility assessment with new seal materials used on modern engines. The element that required the most time to develop was the Aged Oil LSPI Test which required the development of a repeatable oil aging procedure and confirmation that the LSPI test with Aged Oil Candidate produced repeatable and reliable performance results.
API worked diligently with ILSAC and industry stakeholders to develop the new oils to meet the needs of the current and future engine technologies to comply with upcoming regulations. There is always debate about the best way to achieve the goals of a new motor oil specification, and we have a consensus-driven process that works to meet the needs of all parties. The committee has aligned on these next generation oils that will help provide improved fuel efficiency, engine protection, and reduced emissions.
In addition, API SQ Resource Conserving matches all ILSAC requirements, while API SQ (without Resource Conserving) provides performance requirements for oils that do not fall under ILSAC OEM recommendations.
Q7. Are the new requirements of GF-7 driven by auto manufacturers, oil formulators, additive suppliers, or some combination of these?
API: The ILSAC GF-7 Standard was drafted by the Automotive OEMs based on their service problem history and future Automotive Industry regulations. The Petroleum Industry (Oil and Additive) listened and evaluated the Auto OEM draft standard and proposed a path forward to meeting the ILSAC GF-7 Performance Standard.
The requirements are driven by the need for higher-quality engine oils with improved fuel efficiency, protection, and reduced emissions. For the automotive industry, GF-7 aligns engine oil standards with new regulatory requirements, supporting the development of more efficient and environmentally friendly vehicles. In addition, the backward compatibility of these oils with older engines ensures that a wide range of vehicles can benefit from the advancements made in GF-7. Auto manufacturers, oil marketers, additive suppliers and other interested stakeholders collaborated to create the new specifications.
Thank you,
Pennzoil and API
Pennzoil & API
Q1. Please explain what contributes to LSPI after aging.
Pennzoil: As some of us know, low-speed pre-ignition (LSPI) is an abnormal combustion phenomenon typically observed at low engine speeds and high loads in which the fuel/air mixture in the combustion chamber ignites before spark timing. LSPI can be heard as an engine knock (super knock, mega knock, stochastic pre-ignition) and, in severe cases, can lead to catastrophic engine failure. Other theories suggest that carbonaceous deposits and residual unburnt fuel in the combustion chamber may also initiate an LSPI event.
On the chemistry side, it has been observed that oil additives can help reduce the likelihood of LSPI events; introduction of higher concentration of magnesium followed by a reduction of calcium in the detergent package. The industry has also seen LSPI reduction by using molybdenum and certain antioxidant additives. However, as certain oil formulations are being aged within the engine, these additives degrade and/or use up over time. They are unable to mitigate the formation of deposits or oil/fuel droplets, leading to potential LSPI events.
We recommend changing your oil regularly with a high-quality motor oil like Pennzoil in conjunction with a top-tier fuel like Shell V-Power fuel to keep your engine clean and minimize any opportunity for LSPI events.
Q2. Were there any challenges in changing the formula from GF-6 to GF-7? If so, what were they?
Pennzoil: Quick answer, Yes! ILSAC GF-7 now must be more robust to mitigate against new and aged oil LSPI. This means that engine oil has to do a better job of minimizing piston deposits and keeping the engine clean. Additionally, GF-7 requires tighter limits on chain wear and improvements in fuel economy while still being backward compatible with previous ILSAC GF specifications.
Q3. Have any Shell/Pennzoil products required a reduction in calcium in order to meet the new aged-oil LSPI test?
Pennzoil: Since the introduction of API SN Plus, we have continuously worked to deliver formulations that keep up with all the specification changes, including protection against LSPI. We are constantly researching new additive technologies to meet the current ILSAC GF-7 specification, the future GF-8 and other OEM specific specifications. By working closely with the industry and our OEM partners, we feel strongly that we will be ready for the next generation of engine oil specification changes.
Q4. Will the Shell/Pennzoil Euro oils that currently meet API SP (Pennzoil Platinum Euro 0W-40, 5W-40, Shell Helix) soon meet the upcoming API SQ standard?
Pennzoil: Our Pennzoil Platinum® Euro 0W-40 and 5W-40 currently meet the API SP. We plan to have them ready for the new API SQ specification. As for the Shell Helix, please check updates on specifications and approvals at Shell Helix Product Range Page | Shell Global.
Q5. What is the status of the updated oil gelation/filterability test? Is it being implemented as a requirement for GF-7?
API: The Engine Oil Gelation Test is currently completing requirements to become an ASTM Certified Test Method. Once Engine Oil Gelation becomes an ASTM Standard Test Method it will become a Rate and Report (R&R) date entry. For ILSAC GF-7 there are no Engine Oil Gelation Pass/Fail Limits. Engine Oil Gelation performance limits will likely pe part of ILSAC GF-8.
A new oil gelation test and expanded seal compatibility testing have been added to ensure better overall oil performance and protection and that GF-7 oils are compatible with different types of OEM seal materials. Another oil gelation test is pending because of concerns about oil stability around shear and filterability. That test should be approved sometime in 2025.
Q6. Which of the proposed changes for GF-7 caused the most concern/push back from the auto industry or the oil industry and why?
API: ILSAC GF-7 was developed cooperatively by the automotive and petroleum/oil industry to meet the EPA fuel economy requirements. Additionally, GF-7 addressed upgraded performance for high temperature engine cleanliness, improved LSPI protection and updating compatibility assessment with new seal materials used on modern engines. The element that required the most time to develop was the Aged Oil LSPI Test which required the development of a repeatable oil aging procedure and confirmation that the LSPI test with Aged Oil Candidate produced repeatable and reliable performance results.
API worked diligently with ILSAC and industry stakeholders to develop the new oils to meet the needs of the current and future engine technologies to comply with upcoming regulations. There is always debate about the best way to achieve the goals of a new motor oil specification, and we have a consensus-driven process that works to meet the needs of all parties. The committee has aligned on these next generation oils that will help provide improved fuel efficiency, engine protection, and reduced emissions.
In addition, API SQ Resource Conserving matches all ILSAC requirements, while API SQ (without Resource Conserving) provides performance requirements for oils that do not fall under ILSAC OEM recommendations.
Q7. Are the new requirements of GF-7 driven by auto manufacturers, oil formulators, additive suppliers, or some combination of these?
API: The ILSAC GF-7 Standard was drafted by the Automotive OEMs based on their service problem history and future Automotive Industry regulations. The Petroleum Industry (Oil and Additive) listened and evaluated the Auto OEM draft standard and proposed a path forward to meeting the ILSAC GF-7 Performance Standard.
The requirements are driven by the need for higher-quality engine oils with improved fuel efficiency, protection, and reduced emissions. For the automotive industry, GF-7 aligns engine oil standards with new regulatory requirements, supporting the development of more efficient and environmentally friendly vehicles. In addition, the backward compatibility of these oils with older engines ensures that a wide range of vehicles can benefit from the advancements made in GF-7. Auto manufacturers, oil marketers, additive suppliers and other interested stakeholders collaborated to create the new specifications.
Thank you,
Pennzoil and API
