ILSAC

International Isocyanate Institute, 25 480 International Jamaica Agreement, 12 695 International kilogram, 26 239 International Lubricant Standardization and Approval Committee (ILSAC), 15 228-230... 

The new requirements for passenger car motor oils will likely be designated API "SK". The API "SK" requires no new engine tests compared to those used to document API SJ performance, but to meet this new quality level, the test will have to be run to the Chemical Manufacturers Association (CMA) Code of Practice and be subject to the ASTM Multiple Test Acceptance Criteria. Oils will also need to meet the ILSAC GF2, MIL-L-2104G physical and chemical requirements. After 1994, new tests were introduced including a new Sequence... 

The API SJ motor oil test (adapted in 1996) and ILSAC GF-2 are comprised of a set of engine tests for defining minimum oil performance requirements. These tests are as follows bearing wear and corrosion (Sequence L-38), valve corrosion (Sequence II-D), sludge formation (Sequence III-E), degradation wear products (Sequence V-E), and fuel economy (Sequence VI-A), (Lakes, 1999). For abbreviations see Chapter 8. 

ILSAC PCMO oil classification standard effective 1997. The fuel economy requirement differ with multigrades and ranges from 0.5 to 1.4% and was replaced by ILSAC GF-3 by the year 2000. 

IBP IChemE IDI IEA IFP IGL ILSAC Initial boiling point. Institution of Chemical Engineers (U.K.). indirect injection (diesel). International Energy Agency. Institute Francais du Petrole (France). Investigation Group Lubricants (CEC). International Lubricant Standards Approval Committee. Association of AMA and JAMA to develop unified lubricant standards. Specification GF-1 was issued in 1991 for use in North America. CCMC has declined to participate at this time. 

MV EG MVMA different viscosities at 100°C. Fluids with very high natural viscosity indexes, such as some synthetic fluids, are also classified as multiviscosity. Motor Vehicle Emission Group (Europe). Motor Vehicle Manufacturers Association (U.S. passengers cars). A North American OEM association. As part of ILSAC, it participates in promoting the ILSAC engine oil standards. 

Uses a 1993 Ford 8-cylinder commercial engine (4.5L). This test is designed to measure fuel efficiency properties of an engine oil (VIA for ILSAC GF-2. VI B for ILSAC GF-3). 

With the advent of the Nissan KA-24-E engine test, ASTM Sequence IV, as part of ILSAC GF-3 in 2000, engine oils containing low concentrations of MoDTC in combination with low levels of ZDDP, 500 ppm, showed excellent control of valve train wear. The data in Fig. 4.9 were reported to the GF-4 ILSAC/Oil Committee 03 to support the use of molybdenum compounds for their supplemental antiwear capabilities [105]. 

In addition to being good friction modifiers with anti-wear performance, organomolybdenum compounds are also excellent antioxidants at low concentrations, at or below 100 ppm Mo. In fact, over 50% of ILSAC GF-4 engine oils contain organomolybdenum compounds at or above 60 ppm Mo. 

Ashless antioxidants Lack of quality reliability claimed for passenger car engine oils in the United States led to the introduction of ILSAC GF-1 (API SH) for 1994 model year vehicles and the adoption of the American Chemistry Council Product Approval Code of Practice which addresses quality assurance issues. A similar system was adopted later in Europe. With the application of the ACC Code of Practice, the commonly used concentration of alkylated diphenylamine antioxidants in the oil was increased in order to pass Sequence HIE viscosity control requirements [106]. When the Sequence HIE, of 64 h test duration, was replaced by the Sequence IIIF, of 80 h duration, with ILSAC GF-3 (API SL) for 2001 model year vehicles, the trend to use higher concentrations of ashless antioxidants continued. 

In Europe, the decrease in engine oil phosphorus, sulphur and ash levels (SAPS) with the introduction of ACEA Cl, C2, C3 and E6 specifications in 2004, driven by emissions system compatibility, is also responsible for significant increases in the level of ashless antioxidants at the expense of ZDDP, which generally contributes all of the phosphorus, most of the sulphur and some of the ash to most engine oil formulations. Table 4.13 describes the current specified levels of SAPS by ACEA, with ILSAC GF-4 limits added for reference. 

Table 4.13 Current levels of SAPS specified by ACEA and ILSAC GF-4...

Farnsworth, G.R. (2003), GF-4 ILSAC/Qd Committee minutes (May 2003), American Petroleum Institute. 

The ILSAC system, developed by US and Japanese OEMs, has started to progressively rationalise lubricant tests on an international basis leading to the GF-... 

Testing procedures, approval, standardisation and performance limits for lubricants in the United States are decided by the automotive industry and the API, given in Section 17.2. In Europe this responsibility is shared between CEC, which sets testing procedures, approvals and standardisations, with performance limits set by ACEA, decided with the additive and lubricant industries, given in Section 17.3. ILSAC has generally adopted the US automobile specifications for lower viscosity formulations, given in Section 17.4, with additional test requirements, in particular fuel efficiency tests. 

A selection of tests for heavy duty diesel engines showing the characteristic objective, or set of objectives, for each test, is specified in Table 17.3. The detailed procedure specification for each test is given on their individual web sites and in the appropriate tables for API, given in Section 17.2, ACEA, in Section 17.3 and ILSAC in Section 17.4, where appropriate. 

Sections 17.2, 17.3 and 17.4 look at the API tripartite, the ACEA and ILSAC lubricant specifications, respectively. The complete specification tables are not given for each system because ... 

Defined performance standards defined similarly to the tripartite system, where SAL, API and ASTM perform their previous traditional roles. If ASTM cannot achieve consensus, there is provision for ILSAC to take over. The system defines physical, chemical and performance characteristics of engine lubricants for API SX and CX specifications. 

SM for all automotive engines currently in use, introduced 2004, for improved oxidation resistance, improved deposit protection, better wear protection and better low-temperature performance of the service life of the lubricant. Some SM formulations may meet the latest ILSAC specification as Energy Conserving . ... 

ILSAC - International Lubricant Standardization and Approval Committee... 

Several trends can be identified from the description and development of the separate API, ACEA and ILSAC specification and testing systems. 

The car firms in the USA and Japan cooperating with ILSAC have formulated requirements for motor oils for gasoline engines of cars. In ILSAC classification, there are two classes which are designated as GF-1 and GF-2. They are close to API classes SH and SJ, respectively. 

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