`INTERNATIONAL LUBRICANT STANDARDIZATION
`AND APPROVAL COMMITTEE
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`ILSAC GF-4 STANDARD FOR
`PASSENGER CAR ENGINE OILS
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`January 14, 2004
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`Revised: June 1, 2004
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`Jointly developed and approved by
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`Japan Automobile Manufacturers Association, DaimlerChrysler Corporation,
`Ford Motor Company and General Motors Corporation.
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`January 14, 2004 (Revised June 1, 2004)
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`Page 1 of 7
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`ORONITE EXHIBIT 1017
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`-1-
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`THE ILSAC MINIMUM PERFORMANCE STANDARD FOR
`PASSENGER CAR ENGINE OILS – ILSAC GF-4
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`The Japan Automobile Manufacturers Association, Inc. and representatives from
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`DaimlerChrysler Corporation, Ford Motor Company and General Motors Corporation,
`through an organization called the International Lubricants Standardization and
`Approval Committee (ILSAC), jointly developed and approved an ILSAC GF-4 minimum
`performance standard for gasoline-fueled passenger car engine oils.
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`This standard specifies the minimum performance requirements (both engine
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`sequence and bench tests) and chemical and physical properties for those engine oils
`that vehicle manufacturers deem necessary for satisfactory equipment performance and
`life.
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`In addition to meeting the requirements of the standard, it is the oil marketer’s
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`responsibility to be aware of and comply with all applicable legal and regulatory
`requirements on substance use restrictions, labeling, and health and safety information
`when marketing products meeting the GF-4 standard. It is also the marketer’s
`responsibility to conduct its business in a manner which represents minimum risk to
`consumers and the environment.
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`The ultimate assessment of an engine oil’s performance must include a variety of
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`vehicle fleet tests which simulate the full range of customer driving conditions. The
`engine sequence tests listed in this document have been specified instead of fleet
`testing to minimize testing time and costs. This simplification of test requirements is only
`possible because the specified engine sequence tests have been judged to be
`predictive of a variety of vehicle tests.
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`The relationships between engine sequence tests and vehicle fleet tests are
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`judged valid based only on the range of base oils and additive technologies investigated
`- generally those which have proven to have satisfactory performance in service, and
`which are in widespread use at this time. The introduction of base oils or additive
`technologies which constitute a significant departure from existing practice requires
`sufficient supporting vehicle fleet testing data to ensure there is no adverse effect to
`vehicle components or to emission control systems. This vehicle fleet testing should be
`conducted in addition to the other performance requirements listed in this specification.
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`Engine oil compatibility with sealing materials and gaskets is not controlled by
`performance tests in this specification. However, an SAE Committee on Automotive
`Rubber Specifications (CARS) has established a slate of reference elastomers (see
`SAE J2643) which may be used for testing of different base oils and additive
`technologies which constitute a significant departure from existing materials. The CARS
`committee has also established an ASTM reference oil (Service Oil 105) which should
`be considered as an aggressive oil and could also be used as a reference. ILSAC
`recommends that additive or base oil technologies that exceed the aggression of this
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`January 14, 2004 (Revised June 1, 2004)
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`Page 2 of 7
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`-2-
`reference oil be revised or adequately field tested to ensure no chance of customer seal
`failures when placed in commercial service.
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`It is the responsibility of any individual or organization introducing a new
`technology to perform this vehicle fleet testing, and the responsibility of the oil marketer
`to ensure the above testing of new technology was satisfactorily completed. No
`marketer can claim to be acting in a reasonable and prudent manner if the marketer
`knowingly uses a new technology based only on the results of engine sequence testing
`without verifying the suitability of the new technology in vehicle fleet testing which
`simulates the full range of customer operation.
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`The ILSAC GF-4 Minimum Performance Standard includes tests for which
`Viscosity Grade Read Across and Base Oil Interchange Guidelines have been
`developed by the appropriate groups. It should be pointed out, however, that when oil
`marketers use the Guidelines, they do so based on their own judgment and at their own
`risk. The use of any guidelines does not absolve the marketer of the responsibility for
`meeting all specified requirements for any products the marketer sells in the
`marketplace which are licensed as ILSAC GF-4 with the API.
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`January 14, 2004 (Revised June 1, 2004)
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`Page 3 of 7
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`-3-
`ILSAC GF-4 REQUIREMENTS
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`1. FRESH OIL VISCOSITY REQUIREMENTS
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`1.a SAE J300
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`Oils shall meet all of the requirements of SAE J300. Viscosity grades are limited to
`SAE 0W, 5W, and 10W multigrade oils.
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`1.b Gelation Index: ASTM D 5133
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`12 maximum
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`2. ENGINE TEST REQUIREMENTS
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`2.a Wear and Oil Thickening: ASTM Sequence IIIG Test
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`2.b Aged Oil Low Temperature Viscosity: ASTM Sequence IIIGA Test
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`2.c Wear, Sludge, and Varnish Test: Sequence VG, ASTM D 6593
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`To be evaluated from –5°C to the temperature at which 40,000 cP is attained or
`–40°C, or 2 Celsius degrees below the appropriate MRV TP-1 temperature
`(defined by SAE J300), whichever occurs first.
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`Kinematic Viscosity Increase @ 40°C, %
`Average Weighted Piston Deposits, merits
`Hot Stuck Rings
`Average Cam plus Lifter Wear, µm
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`150 maximum
`3.5 minimum
`None
`60 maximum
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`Evaluate the EOT oil from the ASTM
`Sequence IIIGA test with ASTM D 4684
`(MRV TP-1)
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`The D 4684 viscosity of the EOT
`sample must meet the
`requirements of the original grade
`or the next higher grade.
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`Average Engine Sludge, merits
`Average Rocker Cover Sludge, merits
`Average Engine Varnish, merits
`Average Piston Skirt Varnish, merits
`Oil Screen Sludge, % area
`Oil Screen Debris, % area
`Hot Stuck Compression Rings
`Cold Stuck Rings
`Oil Ring Clogging, % area
`Follower Pin Wear, cyl #8, avg, µm
`Ring Gap Increase, cyl #1 & #8, avg, µm
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`7.8 minimum
`8.0 minimum
`8.9 minimum
`7.5 minimum
`20 maximum
`Rate and report
`None
`Rate and report
`Rate and report
`Rate and reporta
`Rate and reporta
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` ASTM Surveillance Panel will review statistics annually.
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`January 14, 2004 (Revised June 1, 2004)
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`2.d Valvetrain Wear: Sequence IVA, ASTM D 6891
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`2.e Bearing Corrosion: Sequence VIII, ASTM D 6709
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`2.f Fuel Efficiency: Sequence VIB*, ASTM D 6837
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`Average Cam Wear (7 position average), µm 90 maximum
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`Bearing Weight Loss, mg
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`26 maximum
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`SAE 0W-20 and 5W-20 viscosity grades:
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`2.3% FEI 1 minimum after 16 hours aging
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`2.0% FEI 2 minimum after 96 hours aging
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`SAE 0W-30 and 5W-30 viscosity grades:
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`1.8% FEI 1 minimum after 16 hours aging
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`1.5% FEI 2 minimum after 96 hours aging
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`SAE 10W-30 and all other viscosity grades not listed above:
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`1.1% FEI 1 minimum after 16 hours aging
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`0.8% FEI 2 minimum after 96 hours aging
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`*All FEI 1 and FEI 2 values determined relative to ASTM Reference Oil BC.
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`3. BENCH TEST REQUIREMENTS
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`3.a Catalyst Compatibility
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`3.b Wear
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`3.c Volatility
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`Phosphorus Content, ASTM D 4951
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`Sulfur Content, ASTM D 4951 or D 2622
`SAE 0W and 5W multigrades
` SAE 10W multigrades
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`Phosphorus Content, ASTM D 4951
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`Evaporation Loss, ASTM D 5800
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`Simulated Distillation, ASTM D 6417
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`0.08% (mass) maximum
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`0.5% (mass) maximum
`0.7% (mass) maximum
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`0.06% (mass) minimum
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`15% maximum, 1 h at 250°C
`(Note: Calculated conversions
` specified in D 5800 are allowed.)
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`10% maximum at 371°C
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`-5-
`3.d High Temperature Deposits, TEOST MHT
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`3.e Filterability
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`Deposit Weight, mg
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`EOWTT, ASTM D 6794
` with 0.6% H2O
` with 1.0% H2O
` with 2.0% H2O
` with 3.0% H2O
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`35 maximum
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`50% maximum flow reduction
`50% maximum flow reduction
`50% maximum flow reduction
`50% maximum flow reduction
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`Test formulation with highest additive (DI/VI) concentration. Read across results to
`all other base oil/viscosity grade formulations using the same or lower
`concentration of the identical additive (DI/VI) combination. Each different DI/VI
`combination must be tested.
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`EOFT, ASTM D 6795
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`50% maximum flow reduction
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`Sequence I
`Sequence II
`Sequence III
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`*After 10-minute settling period
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`Tendency
`10 mL maximum
`50 mL maximum
`10 mL maximum
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`Stability*
`0 mL maximum
`0 mL maximum
`0 mL maximum
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`*After 1-minute settling period
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`Tendency
`100 mL maximum
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`Stability*
`0 mL maximum
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`10-hour stripped KV @ 100°C
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`Kinematic viscosity must remain in
`original SAE viscosity grade.
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`3.f Foaming Characteristics, ASTM D 892 (Option A)
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`3.g High Temperature Foaming Characteristics, ASTM D 6082 (Option A)
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`3.h Shear Stability, Sequence VIII, ASTM D 6709
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`3.i Homogeneity and Miscibility, ASTM D 6922
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`Shall remain homogeneous and,
`when mixed with ASTM reference
`oils, shall remain miscible.
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`January 14, 2004 (Revised June 1, 2004)
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`Page 6 of 7
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`Average Gray Value
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`100 minimum
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`-6-
`3.j Engine Rusting, Ball Rust Test , ASTM D 6557
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`4. APPLICABLE DOCUMENTS
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`4.a SAE Standard, Engine Oil Viscosity Classification - SAE J300, SAE Handbook.
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`4.b SAE Standard, Standard Reference Elastomers (SRE) for Characterizing the
`Effects on Vulcanized Rubbers, Proposed Draft 2003-5 - SAE J2643, SAE
`Handbook
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`4.c ASTM Annual Book of Standards, Volume 5, Petroleum Products and Lubricants,
`current edition.
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`4.d ASTM Sequence IIIG Test Research Report.
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`4.e M. Batko and D. W. Florkowski, “Low Temperature Rheological Properties of Aged
`Crankcase Oils,” SAE Paper 2000-01-2943.
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`4.f M. Batko and D. W. Florkowski, “Lubricant Requirements of an Advanced
`Designed High Performance, Fuel Efficient Low Emissions V-6 Engine,” SAE
`Paper 01FL-265.
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`January 14, 2004 (Revised June 1, 2004)
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`Page 7 of 7
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