If it still has something like E7, E9, or E6 in there on its own or with the other two, one shouldn't be too worried. Or, the CK-4 isn't a bad thing on its own, either. As long as it's not something specific for two stroke diesels, or some marine lube with a TBN off the charts, it's still well within the realm of suitability.
Look at something like Castrol Elixion 5w-30 versus Shell Rotella T6 Multi-Vehicle 5w-30. Both are low phosphorus E6 lubricants, with the former being CJ-4 and the latter being CK-4/SN. Shell happens to be pushing the product as suitable for gassers. Castrol is treating it as much more of a niche lube, for whatever reason. The other competitors have their E6 lubricants as SN or SM, as the case may be. What makes Castrol Elixion 5w-30 unsuitable for gasoline engine use when Rotella T6 Multi-Vehicle 5w-30 is suitable? They both have the same TBN, the same SA, and same phosphorus content, and the viscometrics are probably as close as you're going to find.
I'm not saying people should go grab whatever lube they see on the shelf with blinders and dump it in their crankcases. One can, however make an informed decision. These ordinary HDEOs didn't become decertified for gasoline engines because of some massive reformulation that made them unsuitable. The OEMs didn't confiscate all our gasoline vehicles and replace them with something so different we need new lubes altogether. A regulatory loophole was closed for certain grades, and certain oil companies are handling it differently than other oil companies.
Note that most people using HDEOs in gassers already were technically out of spec before. I can't think of many vehicles out there that called for a 5w-40 in SM or SN (certain Subaru examples, perhaps another couple Asian varieties). I can't think of any that called for 15w-40 in SM or SN. Yet, people used them.