The ILSAC GF-7 engine oil specification officially hit the market ushering the latest move in an ever- tightening set of technical specifications to address engine durability and performance in a new age of ICE technologies.

The ILSAC GF-7 standard was set a year ago, but as has been the custom, the First Allowable Use (FAU) date–March 31, 2025, in this case–is set so that no single supplier can gain a competitive advantage in the marketplace from this industry-wide initiative.

Setting a date like this also helps prevent issues in the marketplace from having product in the pipeline that might not meet this new specification.

The reality is that the products from major suppliers has been engineered to meet the GF-7 standard for at least a little while during the “crossover year,” even if the labelling has not reflected this fact, and only noted the ILSAC GF-6A and GF-6B standards, which it now replaces.

As with GF-6, GF-7 has two sub-categories: GF-7A and GF-7B.

The two categories are determined by oil viscosity grade. GF-7A is specific to SAE 0W-30, 5W-30, 10W-30, 0W-20 and 5W-20 grades.

GF-7B is specific to SAE 0W-16.

A key focus of the new standard is to ensure that engine oils provide for even greater protection than the preceding standards against Low-Speed Pre-Ignition (LSPI) which turbocharged direct injection engines are particularly susceptible to.

“Experienced” automotive professionals will be familiar with pre-ignition in high-compressions engines of yore, but LSPI occurs at low rpm, under heavy load and heavy throttle.

And LSPI can cause significant damage if left unchecked:

• Damaged pistons and connecting rods 
• Damaged or broken piston rings 
• Contorted connecting rods 
• Affected spark plugs 
• Permanent damage to cylinder walls 
• Catastrophic engine failure 

Considering these potential consequences, it is not surprising that OEMs continue to push lubricant suppliers and standards writers for greater protection.

The key focus of the new standard is an incorporation of an “aged oil” version of the LSPI test used in the GF-6 standard. Referred to as the Sequence IX test, the standard now requires the engine oil to meet the same LSPI performance throughout the drain interval.

In addition, GF-7 is also focused ion stricter fuel economy testing requirements–approximately 10% improvement for SAE XW-20 and SAE XW-30 grade oils and an approximate 5% increase for SAE 0W-16 grade oils as well as more demanding piston cleanliness requirements and addressing timing chain wear with a view to more sustainably efficient engine operation.

There are a host of other shifts in formulations–a new sulphated ash limit and gelation test to address vehicle storage for example–but the broad strokes are the aforementioned enhancements in LSPI protection and further gains in fuel economy.