0 Hata! Bilinmeyen belge özelliği adı.  Prepared by the Ministry of Industry and  Technology : 
 
DRAFT NOTIFICATION ON TECHNICAL AND GENERAL REQUIREMENTS 
ON EMISSION LIMITS AND TYPE APPROVAL FOR INTERNAL COMBUSTION 
ENGINES INSTALLED ON OFF -ROAD MOBILE MACHINES  
                                                              (2017/654 /AB)  
 
DRAFT (SGM: 2021/...)  
 
Objective  
Article  1 – (1) The objective of this Notification  is in order to supplement  the framework  
determined by the Regulation on Gas and Particulate Pollutant Emission Limits for Internal 
Combustion Engines and Requirements Regarding Type Approval (2016/1628 / EU) published 
in the Official Gazette dated 11/09/2020 and numbered 31241, the emission limits , to determine 
the technical and general requireme nts and test methods for the EU type approval procedures 
for internal combustion engines for non -road mobile engines  and  to determine technical and 
general requirements and test methods, regulations on production conformity and conditions 
and procedures f or technical services for these engines.  
 
Scope  
Article  2 – (1) These Notification covers the emission limits for all engines in the 
categories specified in the first paragraph of Article 5 of the afore mentioned Regulation and 
for gas and particulate poll utants arising from the engines of these machines, which are installed 
or intended to be fitted to mobile machines used outside the highway determined by The 
Regulation on Gas and Particulate Pollutant Emission Limits and Requirements Regarding 
Type Approv al for Internal Combustion Engines Installed on Moving Machines Used Outside 
the Highway (2016/1628 / EU),  
 
Legal Basis  
Article  3 – (1) This Notification  was prepared pursuant to; Article 4 of Law No. 7223  on 
Product Safety and Technical Regulations Law  dated 12/03/2021 and 31066 and Articles 385 
and 388 of the Presidential Decree No. 1 on the Presidential Organization published in the 
Official Gazette dated 10/7/2018 and numbered 30474  and the Regulation on Gas and 
Particulate Pollutant Emission Limits for Internal Combustion Engines and Requirements 
Regarding Type Approval (2016/1628 / EU) published in the Official Gazette dated 11/09/2020 
and numbered 31241  
 
Definitions and abbreviations  
Article  4 – (1)   In addition to the definitions included in the aforementioned Regulation 
(2016/1628 / AB) for in terms of the application of this Notification , the following definitions 
shall apply : 
a) 2016/1628 / AB Regulation: Regulation on Gas and Particulate Pollutant Emission 
Limits and Requirements for Type Approval for Internal Combustion Engines Installed in  
 1 Hata! Bilinmeyen belge özelliği adı.  Moving Machines Used Out of the Highway, published in the Official Gazette dated 11/09/2020 
and numbere d 31241 (2016 / 1628 / AB) . 
b)2017/655/AB: Notification On Monitoring Gaseous Pollutants Arising From Internal 
Combustion Engines Installed In Off -Road Mobile Machinery And In Use (2017/655/AB).  
c) 2017/656/AB: Notification On The Determination Of Emission  Limits And 
Administrative Requirements On Type Approval For Internal Combustion Engines Installed 
On Off -Road Mobile Machines (2017/656/A B). 
ç) ‘λ-shift factor’ or ‘Sλ’ means an expression that describes the required flexibility of 
the engine management system regarding a change of the excess -air ratio λ if the engine is 
fuelled with a gas composition different from pure methane . 
d) ‘open crankcase emissions’ means any flow from an engine's crankcase that is emitted 
directly into the environment . 
e) ‘span  gas’ means a purified gas mixture used to span gas analysers . 
f) ‘to span’ means to adjust an instrument so that it gives a proper response to a calibration 
standard that represents between 75 % and 100 % of the maximum value in the instrument 
range or ex pected range of use . 
g) ‘reagent’ means any consumable or non -recoverable medium required and used for the 
effective operation of the exhaust after -treatment system . 
ğ) ‘dual -fuel mode’ means the normal operating mode of a dual -fuel engine during which 
the engine simultaneously uses liquid fuel and a gaseous fuel at some engine operating 
conditions . 
h) ‘variable -speed non -road steady -state test cycle'’ (hereinafter ‘variable -speed NRSC’) 
means a non -road steady -state test cycle that is not a constant -speed NRSC . 
ı) “variable -speed NRSC"   means variable -speed non -road steady -state test cycle . 
i) “storage medium’ means a particulate filter, sample bag, or any other storage device 
used for batch sampling . 
j) ‘low speed’ or ‘nlo’ means the lowest engine speed wh ere 50 % of the maximum power 
occurs . 
k) ‘maximum power’ or ‘Pmax’ means the maximum power in kW as designed by the 
manufacturer . 
l) ‘maximum torque speed’ means the engine speed at which the maximum torque is 
obtained from the engine, as designed by the manufacturer . 
m) ‘governor’ means a device or control strategy that automatically controls engine speed 
or load, other than an over -speed limiter as installed in an engine of category NRSh limiting the 
maximum engine speed for the sole purpose of preventin g the engine operating at speeds in 
excess of a certain limit . 
n) ‘updating -recording’ means the frequency at which the analyser provides new, current, 
values . 
o)‘good engineering judgment’ means judgments consistent with generally accepted 
scientific and engineering principles and available relevant information . 
ö) ‘HEPA filter’ means high -efficiency particulate air filters that are rated to achieve a 
minimum initial particle -removal efficiency of 99,97 % using ASTM F 1471 –93. 
p) ‘calibration’ means the pr ocess of setting a measurement system's response to an input 
signal so that its output agrees with a range of reference signals .  
 2 Hata! Bilinmeyen belge özelliği adı.  r) ‘calibration gas’ means a purified mixture of gases used to calibrate gas analysers . 
s) ‘partial flow dilution’ means the me thod of analysing the exhaust gas whereby a part 
of the total exhaust gas flow is separated, then mixed with an appropriate amount of dilution air 
prior to reaching the particulate sampling filter . 
ş) ‘engine governed speed’ means the engine operating spee d when it is controlled by the 
installed governor . 
t) ‘operator demand’ means an engine operator's input to control engine output . 
u) ‘ambient temperature’ means, in relation to a laboratory environment (e.g. filter 
weighing room or chamber), the temperatu re within the specified laboratory environment . 
ü) ‘specific emissions’ means the mass emissions expressed in g/kWh . 
v) ‘particulate after -treatment system’ means an exhaust after -treatment system designed 
to reduce emissions of particulate pollutants through a mechanical, aerodynamic, diffusional or 
inertial separation . 
y) constant -speed non -road steady -state test cycle’ (hereinafter ‘constant -speed NRSC’) 
means any of the following non -road steady -state test cycles defined in Annex IV to Regulation 
2016/1628/AB : D2, E2, G1, G2 or G3 . 
z) " constant -speed  NRSC"  means constant -speed non -road steady -state test cycle . 
aa) ‘drift’ means the difference between a zero or calibration signal and the respective 
value reported by a measurement instrument immediate ly after it was used in an emission test . 
bb) ‘service mode’ means a special mode of a dual -fuel engine that is activated for the 
purpose of repairing, or of moving the non -road mobile machinery to a safe location when 
operation in the dual -fuel mode is not possible . 
cc) ‘zero gas’ means a gas that yields the value zero as response to its input in an analyser . 
çç) ‘zeroed’ means that an instrument was adjusted in a manner that it gives a zero 
response to a zero calibration  standard, such as purified nitrogen or purified air . 
dd) ‘liquid -fuel mode’ means the normal operating mode of a dual -fuel engine during 
which the engine does not use any gaseous fuel for any engine operating condition . 
ee) probe’ means the first section of the transfer line which transfers the sample to the 
next component in the sampling system . 
ff) ‘stoichiometric’ means relating to the particular ratio of air and fuel such that if the 
fuel were fully oxidised, there would be no remaining fuel or oxygen . 
gg) ‘full flow dilution’ means the method of mixing the exhaust gas flow with dilution 
air prior to separating a fraction of the diluted exhaust gas flow for analysis . 
ğğ) ‘base emission control strategy’ or ‘BECS’ means an emission control strategy that 
is active throughout the range of torque and speed over which the engine operates, unless an 
auxiliary emission control strategy (AECS) is activated . 
hh) ‘test interval’ means a duration of time over which brake -specific emissions are 
determined . 
ii) ‘tolerance’ means the interval in which 95 % of a set of recorded values of a certain 
quantity shall lie, with the remaining 5 % of the recorded values deviating from the tolerance 
interval . 
ıı) ‘auxiliary emission control strategy’ or ‘AECS’ means an emission control strategy 
that is activated and temporarily modifies a base emission control strategy (BECS) for a specific  
 3 Hata! Bilinmeyen belge özelliği adı.  purpose and in response to a specific set of ambient and/or operating conditions and only 
remains in operation as long as those conditions ex ist. 
jj) ‘high speed’ or ‘nhi’ means the highest engine speed where 70 % of the maximum 
power occurs . 
kk) ‘wobbe index’ or ‘W’ means the ratio of the corresponding calorific value of a gas 
per unit volume and the square root of its relative density under the same reference conditions:   
. 
 
Requirements for any other specified fuels, fuel mixtures or fuel emulsions  
Article 5  – (1) The  reference fuels and other specified fuels, fuel mixtures or fuel 
emulsions included by a manufacturer in an application for AB (EU)  type-approval as referred 
to in Article 2 6(2) of Regulation 2016/1628 /AB shall comply with the technical characteristics 
and be described in the information folder as laid down in Annex I to this Notification . 
 
Arrangements with regard to conformity of production  
Article 6 – (1) In order to ensure that the engines in production conform to the approved 
type in accordance with Article 2 7(1) of Regulation 2016 /1628 /AB, the approval authorities 
shall take the measures and follow the procedures laid down in Annex II to this Notification . 
 
Methodology for adapting the emission laboratory test results to include the 
deterioration factors  
Article 7 – (1) The  emission laboratory test results shall be adapted to include the 
deterioration factors, comprising those related with the measurement of the particle number 
(PN) and with gaseous -fuelled engines, referred to in Article 2 6(1)(c) of Regulation 
2016 /1628 /AB, in accordance with the methodology laid down in Annex III to this Notification . 
 
Requirements with regard to emission control strategies, NOx control measures and 
particulate control measures  
Article 8  – (1) The  measurements and tests in respect of the emission control strategies 
referred to in Article 2 6(3)(f)( 1) of Regulation 2016/1628 /AB and of the NOx control measures 
referred to in Article 2 6(3)(f)(ii) of that Regulation and the particulate pollutant emissio n 
control measures, as well as the documentation required to demonstrate them, shall be 
conducted in compliance with the technical requirements laid down in Annex IV to this 
Notification . 
 
Measurements and tests with regard to the area associated with the non-road steady -
state test cycle  
Article 9  – (1) The  measurements and tests with regard to the area referred to in Article 
26(3)(f)( 3) of Regulation 2016/1628 /AB shall be conducted in compliance with the detailed 
technical requirements laid down in Annex V  to this Notification . 
 
Conditions and methods for the conduct of tests  
 
 4 Hata! Bilinmeyen belge özelliği adı.  Article 10  – (1)The conditions for conduct of the tests referred to in Articles 2 6(3)(a) and 
(b) of Regulation 2016/1628 /AB, the methods for determining the engine load and speed 
settings referred to in Article 2 5 of that Regulation, the methods for taking account of emissions 
of crankcase gases referred to in Article 2 6(3)(e)( 1) of that Regulation and the methods for 
determining and taking account of continuous and periodic regene ration of exhaust after -
treatment systems referred to in Article 2 6(3)(e)( 2) of that Regulation shall meet the 
requirements laid down in Sections 5 and 6 of Annex VI to this Notification . 
 
Procedures for the conduct of tests  
Article 11  – (1) The  tests refe rred to in points (a) and (f)( 4) of Article 2 6(3) of Regulation 
2016/1628 /AB shall be conducted in accordance with the procedures laid down in Section 7 of 
Annex VI and in Annex VIII to this Notification . 
Procedures for emission measurement and sampling  
Article 12  – (1) The  emission measurement and sampling referred to in Article 2 6(3)(b) 
of Regulation 2016 /1628 /AB shall be conducted in accordance with the procedures laid down 
in Section 8 of Annex VI to this Notification  and in Appendix 1 to that Annex.  
 
Apparatus for the conduct of tests and for emission measurement and sampling  
Article 13  – (1) The  apparatus for the conduct of tests as referred to in Article 2 6(3)(a) 
of Regulation 2016/1628 /AB and for emission measurement and sampling as referred to in 
Article 2 6(3)(b) of that Regulation shall comply with the technical requirements and 
characteristics laid down in Section 9 of Annex VI to this Notification . 
 
Method for data evaluation and calculations  
Article 14  – (1) The  data referred to in Article 2 6(3)(c) of Regulation 2016 /1628 /AB shall 
be evaluated and calculated in accordance with the method laid down in Annex VII to this 
Notification . 
 
Technical characteristics of the reference fuels  
Article 15  – (1) The  reference fuels referred to in Article 2 6(2) of Regulation 
2016/1628 /AB shall meet the technical characteristics laid down in Annex IX to this 
Notification . 
 
Detailed technical specifications and conditions for delivering an engine separately 
from its exhaust after -treatment system  
Article 16  – (1) Where  a manufacturer delivers an engine separately from its exhaust 
after-treatment system to an original equipment manufacturer (‘OEM’) in the Union, as 
provided for in Article 3 5(3) of Regulation 2016/1628 /AB, that delivery shall comply with the 
detailed  technical specifications and conditions laid down in Annex X to this Notification . 
 
Detailed technical specifications and conditions for the temporary placing on the 
market for the purposes of field testing  
Article 17  – (1) Engines  that have not been AB type-approved in accordance with 
Regulation (2016 /1628 /AB shall be authorised, in accordance with Article 3 5(4) of that  
 5 Hata! Bilinmeyen belge özelliği adı.  Regulation, to be temporarily placed on the market for the purposes of field testing if they 
comply with the detailed technical specifi cations and conditions laid down in Annex XI to this 
Notification . 
 
Detailed technical specifications and conditions for special purpose engines  
Article 18  – (1) AB  type-approvals for special purpose engines and authorisations for the 
placing on the market of those engines shall be granted in accordance with Article 3 5(5) and 
(6) of Regulation 2016 /1628  /AB if  the detailed technical specifications and conditions laid  
down in Annex XII to this Notification  are fulfilled.  
Acceptance of equivalent engine type -approvals  
Article 19  – (1) The  UNECE regulations, or amendments thereto, referred to in Article 
42(4)(a) of Regulation 2016 /1628 /AB and the Union acts referred to i n Article 4 3(4)(b) of that 
Regulation are set out in Annex XIII to this Notification . 
 
Details of the relevant information and instructions for OEMs  
Article 20  – (1) The  details of the information and instructions for OEMs referred to in 
Article 4 4(2), (3)  and (4) of Regulation No: 2016/1628/AB  are laid down in Annex XIV to this 
Notification . 
 
Details of the relevant information and instructions for end -users  
Article 21  – (1) The  details of the information and instructions for end -users referred to 
in Article 4 4(3) and (4) of Regulation 2016/1628 /AB are laid down in Annex XV to this 
Notification . 
 
Performance standards and assessment of technical services  
Article 22  – (1) Technica l services shall comply with the performance standards laid 
down in Annex XVI.  
(2) Approval authorities shall assess the technical services in accordance with the 
procedure laid down in Annex XVI to this Notification . 
 
Characteristics of the steady -state a nd transient test cycles  
Article  23 – (1) The steady -state and transient test cycles, referred to in Article 2 5 of 
Regulation 2016/1628 /AB, shall meet the characteristics laid down in Annex XVII to this 
Notification . 
 
Compliance with European Union legislation  
Article  24 - (1) This Notification, considering  Commission Delegated Regulation (Eu) 
2017/654 of 19 December 2016  supplementing Regulation (EU) 2016/1628 of the European 
Parliament and of the Council with regard to monitoring of gaseous pollutant emissions from 
in-service internal combustion engines installed in non -road mobile machinery has been 
prepared within the framework of harmonization with the EU legislation.  
  
 6 Hata! Bilinmeyen belge özelliği adı.  Entry into force  
Article 245– (1) Provisions of this Notification  shall apply from date of publication . 
 
 
Enforcement  
Article 26 – (1) The provisions of this Notification  shall be enforced by the Minister of 
Industry and Technology.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 7 Hata! Bilinmeyen belge özelliği adı.   
 
 
 
ANNEXES  
Annex 
Number  Annex title  Page  
I Requirements  for any other specified fuels, fuel mixtures or fuel 
emulsions   
II Arrangements with regard to conformity of production   
III Methodology for adapting the emission laboratory test results to 
include the deterioration factors   
IV Requirements with regard  to emission control strategies, NO x control 
measures and particulate control measures   
V Measurements and tests with regard to the area associated with the 
non-road steady -state test cycle   
VI Conditions, methods, procedures and apparatus for the conduct of 
tests and for emission measurement and sampling   
VII Method for data evaluation and calculations   
VIII Performance requirements and test procedures for dual -fuel engines   
IX Technical characteristics of the reference fuels   
X Detailed techni cal specifications and conditions for delivering an 
engine separately from its exhaust after -treatment system   
XI Detailed technical specifications and conditions for the temporary 
placing on the market for the purposes of field testing   
XII Detailed technical specifications and conditions for special purpose 
engines   
XIII Acceptance of equivalent engine type -approvals   
XIV Details of the relevant information and instructions for OEMs   
XV Details of the relevant information and instructions for end -users   
XVI Performance standards and assessment of technical services   
XVII  Characteristics of the steady -state and transient test cycles   
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX I  
REQUIREMENTS FOR ANY OTHER SPECIFIED FUEL S, FUEL MIXTURES OR FU EL EMULSIONS  
1. Requirements for engines fuelled with liquid fuels  
1.1. When applying for an AB ( EU) type-approval, manufacturers may select one of the 
following options with regard to the engine's fuel range:  
(a) standard fuel range engine, in accordance with the requirements set out in point 1.2; 
or, 
(b) fuel-specific engine, in accordance with the req uirements set out in point 1.3.  
1.2. Requirements for a standard fuel range (diesel, petrol) engine  
A standard fuel range engine shall meet the requirements specified in points 1.2.1 to 1.2.4.  
1.2.1.  The parent engine shall meet the applicable limit values  set out in Annex II to 
Regulation No: 2016/1628/ AB and  the requirements set out in this Notification when the engine 
is operated on the reference fuels specified in sections 1.1 or 2.1 of Annex IX.  
1.2.2.  In the absence of either a standard from the European Committee for Standardization 
(‘CEN standard’) for non -road gas -oil or a table of fuel properties for non -road gas -oil in 
Directive 98/70/EC of the European Parliament and of the Council ( 1 ), the dies el (non -road 
gas-oil) reference fuel in Annex IX shall represent market non - road gas -oils with a sulphur 
content not greater than 10 mg/kg, cetane number not less than 45 and a fatty -acid methyl ester 
(‘FAME’) content not greater than 8,0 % v/v. Except wh ere otherwise permitted in accordance 
with points 1.2.2.1, 1.2.3 and 1.2.4, the manufacturer shall make a corresponding declaration 
to the end -users in accordance with the requirements in Annex XV that operation of the engine 
on non -road gas -oil is limited  to those fuels with a sulphur content not greater than 10 mg/kg 
(20 mg/kg at point of final distribution) cetane number not less than 45 and a FAME content 
not greater than 8,0 % v/v. The manufacturer may optionally specify other parameters (e.g. for 
lubricity).  
1.2.2.1.   The engine manufacturer shall not indicate at any time that an engine type or engine 
family may be operated within the Union on market fuels other than those that comply with the 
requirements in this point unless the manufacturer additio nally complies with the requirement 
in point 1.2.3    
(a) In the case of petrol, Directive 98/70/EC or the CEN standard EN 228:2012. 
Lubricating oil may be added according to the specification of the manufacturer ;  
(b) In the case of diesel (other than non -road gas -oil), Directive 98/70/EC of the European 
Parliament and of the Council or the CEN standard EN 590 : 2013;  
(c) In the case of diesel (non -road gas -oil), Directive 98/70/EC and also both a cetane 
number not less than 45 and FAME not greater than 8,0  % v/v.  
1.2.3.  If the manufacturer permits engines to run on additional market fuels other than those 
identified in point 1.2.2, such as running on B100 (EN 14214:2012+A1:2014), B20 or B30 
(EN16709:2015), or on specific fuels, fuel mixtures or fuel emulsion s, all of the following 
actions shall be taken by the manufacturer in addition to the requirements of point 1.2.2.1:  
(a) declare, in the information document set out in Commission Implementing 
Notification 2017/656/AB , the specification of the commercial fuels, fuel mixtures or 
emulsions on which the engine family is capable to run;  
(b) demonstrate the capability of the parent engine to meet the requirements of this 
Notification on the fuels, fuel mixtures or emulsions declared ;   
 1 Hata! Bilinmeyen belge özelliği adı.  (c) be liable to meet the requirements of in -service monitoring specified in Commission 
Delegated Notification 2017/655 /AB on the fuels, fuel mixtures or emulsions declared, 
including any blend between the declared fuels, fuel mixtures or emulsions, and the 
applicable market fuel i dentified in point 1.2.2.1.  
1.2.4.  For SI engines, the fuel/oil mixture ratio must be the ratio which shall be 
recommended by the manufacturer. The percentage of oil in the fuel/lubricant mixture shall be 
recorded in the information document set out in Implementing Notification 2017/656/AB . 
1.3. Requirements for a fuel -specific (ED 95 or E 85) engine  
A specific fuel (ED 95 or E 85) engine shall meet the requirements specified in points 1.3.1 and 
1.3.2.  
1.3.1.  For ED 95, the parent engine shall meet the applicable limit values set out in Ann ex 
II to Regulation No: 2016/1628/ AB and  the requirements set out in this Notification when the 
engine is operated on the reference fuel specified in point 1.2 of Annex IX.  
1.3.2.  For E 85, the parent engine shall meet the applicable limit values set out i n Annex II 
to Regulation No: 2016/1628/ AB and  the requirements set out in this Notification when the 
engine is operated on the reference fuel specified point 2.2 of Annex IX.  
2. Requirements for engines fuelled with natural gas/biomethane (NG) or liquefied  
petroleum gas (LPG), including dual -fuel engines  
2.1. When applying for an EU type -approval, manufacturers may select one of the following 
options with regard to the engine's fuel range:  
(a) universal fuel range engine, in accordance with the requirements  set out in point 2.3;  
(b) restricted fuel range engine, in accordance with the requirements set out in point 2.4;  
(c) fuel-specific engine, in accordance with the requirements set out in point 2.5.  
2.2. Tables summarizing the requirements for EU type -approval of natural gas/biomethane 
fuelled engines, LPG -fuelled engines and dual -fuel engines are provided in Appendix 1.  
2.3. Requirements for a universal fuel range engine  
2.3.1.  For engines fuelled with natural gas/biomethane, including dual -fuel engines, t he 
manufacturer shall demonstrate the parent engine's capability to adapt to any natural 
gas/biomethane composition that may occur across the market. That demonstration shall be 
carried out in accordance with this section 2 and in case of dual -fuel engines , also in accordance 
with the additional provisions regarding the fuel adaptation procedure set out in point 6.4 of 
Annex VIII.  
2.3.1.1.  For engines fuelled with compressed natural gas/biomethane (CNG) there are 
generally two types of fuel, high calorific fuel (H -gas) and low calorific fuel (L -gas), but with 
a significant spread within both ranges; they differ significantly in their energy content 
expressed by the Wobbe Index and in their λ -shift factor (S λ). Natural gases with a λ -shift factor 
between 0,89  and 1,08 (0,89 ≤ S λ ≤ 1,08) are considered to belong to H -range, while natural 
gases with a λ -shift factor between 1,08 and 1,19 (1,08 ≤ S λ ≤ 1,19) are considered to belong to 
L-range. The composition of the reference fuels reflects the extreme variations  of S λ. 
The parent engine shall meet the requirements of this Notification on the reference fuels G R 
(fuel 1) and G 25 (fuel 2), as specified in Annex IX, or on the equivalent fuels created using 
admixtures of pipeline gas with other gases as specified in A ppendix 1 of Annex IX, without 
any manual readjustment to the engine fuelling system between the two tests (self -adaptation 
is required). One adaptation run is permitted after the change of the fuel. The adaption run shall 
consist of performing the pre -conditioning for the following emission test according to the 
respective test cycle. In the case of engines tested on the non -road steady -state test cycles  
 2 Hata! Bilinmeyen belge özelliği adı.  (‘NRSC’), where the pre -conditioning cycle is inadequate for the engine fuelling to self -adapt 
an alter native adaption run specified by the manufacturer may be performed prior to pre -
conditioning the engine.  
2.3.1.1.1.  The manufacturer may test the engine on a third fuel (fuel 3) if the λ -shift factor (S λ) 
lies between 0,89 (that is the lower range of G R) and 1,19 (that is the upper range of G 25), for 
example when fuel 3 is a market fuel. The results of this test may be used as a basis for the 
evaluation of the conformity of the production.  
2.3.1.2.  For engines fuelled with liquefied natural gas/liquefied bi omethane (LNG), the parent 
engine shall meet the requirements of this Notification on the reference fuels G R (fuel 1) and 
G20 (fuel 2), as specified in Annex IX, or on the equivalent fuels created using admixtures of 
pipeline gas with other gases as specif ied in Appendix 1 of Annex IX, without any manual 
readjustment to the engine fuelling system between the two tests (self -adaptation is required). 
One adaptation run is permitted after the change of the fuel. The adaption run shall consist of 
performing the  pre-conditioning for the following emission test according to the respective test 
cycle. In the case of engines tested on the NRSC, where the pre -conditioning cycle is inadequate 
for the engine fuelling to self -adapt an alternative adaption run specified by the manufacturer 
may be performed prior to pre -conditioning the engine.  
2.3.2.  For engines fuelled with compressed natural gas/biomethane (CNG) which are self -
adaptive for the range of H -gases on the one hand and the range of L -gases on the other hand, 
and which switch between the H -range and the L -range by means of a switch, the parent engine 
shall be tested on the relevant reference fuel as specified in in Annex IX for each range, at each 
position of the switch. The fuels are G R (fuel 1) and G 23 (fuel 3) for the H -range of gases and 
G25 (fuel 2) and G 23 (fuel 3) for the L -range of gases, or the equivalent fuels created using 
admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX. The parent 
engine shall meet the requirements of this Notification at both positions of the switch without 
any readjustment to the fuelling between the two tests at each position of the switch. One 
adaptation run is permitted after the change of the fuel. The adaption run shall consist of 
performing t he pre -conditioning for the following emission test according to the respective test 
cycle. In the case of engines tested on the NRSC, where the pre -conditioning cycle is inadequate 
for the engine fuelling to self -adapt an alternative adaption run specifie d by the manufacturer 
may be performed prior to pre -conditioning the engine.  
2.3.2.1.  The manufacturers may test the engine on a third fuel instead of G 23 (fuel 3) if the λ -
shift factor (S λ) lies between 0,89 (that is the lower range of G R) and 1,19 (that is the upper 
range of G 25), for example when fuel 3 is a market fuel. The results of this test may be used as 
a basis for the evaluation of the conformity of the production.  
2.3.3.  For engines fuelled with natural gas/biomethane, the ratio of the emission results ‘r’ 
shall be determined for each pollutant as follows:  
 
 
or, 
 
 
and 
 
 
 3 Hata! Bilinmeyen belge özelliği adı.   
 
2.3.4.  For engines fuelled with LPG the manufacturer shall demonstrate the parent engine's 
capability to adapt to any fuel composition that may occur across the market.  
For engines fuelled with LPG there are variations in C 3/C4 composition. These variations are 
reflected in the reference fuels. The parent engine shall meet the emission requirements on the 
reference fuels A and B as specified in Annex IX without any readjustme nt to the fuelling 
between the two tests. One adaptation run is permitted after the change of the fuel. The adaption 
run shall consist of performing the pre -conditioning for the following emission test according 
to the respective test cycle. In the case of  engines tested on the NRSC, where the pre -
conditioning cycle is inadequate for the engine fuelling to self -adapt an alternative adaption run 
specified by the manufacturer may be performed prior to pre -conditioning the engine.  
2.3.4.1.  The ratio of emissio n results ‘r’ shall be determined for each pollutant as follows:  
 
 
 
2.4. Requirements for a restricted fuel range engine  
A restricted fuel range engine shall meet the requirements specified in points 2.4.1 to 2.4.3.  
2.4.1.  Engines fuelled with CNG and des igned for operation on either the range of H -gases 
or on the range of L -gases  
2.4.1.1.  The parent engine shall be tested on the relevant reference fuel, as specified in Annex 
IX, for the relevant range. The fuels are G R (fuel 1) and G 23 (fuel 3) for the H -range of gases 
and G 25 (fuel 2) and G 23 (fuel 3) for the L -range of gases or the equivalent fuels created using 
admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX. The parent 
engine shall meet the requirements of this Notifi cation  without any readjustment to the fuelling 
between the two tests. One adaptation run is permitted after the change of the fuel. The adaption 
run shall consist of performing the pre -conditioning for the following emission test according 
to the respect ive test cycle. In the case of engines tested on the NRSC, where the pre -
conditioning cycle is inadequate for the engine fuelling to self -adapt an alternative adaption run 
specified by the manufacturer may be performed prior to pre -conditioning the engine.  
2.4.1.2.  The manufacturers may test the engine on a third fuel instead of G 23 (fuel 3) if the λ -
shift factor (S λ) lies between 0,89 (that is the lower range of G R) and 1,19 (that is the upper 
range of G 25), for example when fuel 3 is a market fuel. The re sults of this test may be used as 
a basis for the evaluation of the conformity of the production.  
2.4.1.3.  The ratio of emission results ‘r’ shall be determined for each pollutant as follows:  
 
 
or, 
 
 
 4 Hata! Bilinmeyen belge özelliği adı.   
and 
 
 
2.4.2.  For engines fuelled with natural gas or LPG and designed for operation on one specific 
fuel composition  
2.4.2.1.  The parent engine shall meet the emission requirements on the reference fuels G R and 
G25 or on the equivalent fuels created using admixtures of pipeline gas with other gases as 
specif ied in Appendix 1 of Annex IX in the case of CNG, on the reference fuels G R and G 20 or 
on the equivalent fuels created using admixtures of pipeline gas with other gases as specified 
in Appendix 2 of Annex VI in the case of LNG, or on the reference fuels A and B in the case 
of LPG, as specified in Annex IX. Fine -tuning of the fuelling system is allowed between the 
tests. This fine -tuning will consist of a recalibration of the fuelling database, without any 
alteration to either the basic control strategy or t he basic structure of the database. If necessary 
the exchange of parts that are directly related to the amount of fuel flow such as injector nozzles 
is allowed.  
2.4.2.2.  For engines fuelled with CNG, the manufacturer may test the engine on the reference 
fuels G R and G 23, or on the reference fuels G 25 and G 23, or on the equivalent fuels created using 
admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, in which 
case the EU type -approval is only valid for the H -range or the L -range of gases respectively.  
2.4.2.3.  On delivery to the customer the engine shall bear a label as specified in Annex III to 
Implementing  Notification  2017/656/AB  stating for which fuel range composition the engine 
has been calibrated.  
2.5. Requirements f or a fuel -specific engine fuelled with liquefied natural gas/liquefied 
biomethane (LNG)  
A fuel -specific engine fuelled with liquefied natural gas/liquefied biomethane shall meet the 
requirements specified in points 2.5.1 to 2.5.2.  
2.5.1.  Fuel-specific engi ne fuelled with liquefied natural gas/liquefied biomethane (LNG)  
2.5.1.1.  The engine shall be calibrated for a specific LNG gas composition resulting in a λ -
shift factor not differing by more than 3 % from the λ -shift factor of the G 20 fuel specified in 
Annex IX, and the ethane content of which does not exceed 1,5 %.  
2.5.1.2.  If the requirements set out in point 2.5.1.1.are not fulfilled, the manufacturer shall 
apply for a universal fuel engine according to the specifications set out in point 2.1.3.2.  
2.5.2. Fuel-specific dual -fuel engine fuelled with Liquefied Natural Gas (LNG)  
2.5.2.1.  For a dual -fuel engine family where the engines are calibrated for a specific LNG gas 
composition resulting in a λ -shift factor not differing by more than 3  % from the λ -shift factor 
of the G 20 fuel specified in Annex  IX, and the ethane content of which does not exceed 1,5  %, 
the parent engine shall only be tested on the G 20 reference gas fuel, or on the equivalent fuel 
created using an admixture of pipeline gas with other g ases, as specified in Appendix 1 of 
Annex IX.  
2.6. EU type -approval of a member of a family  
2.6.1.  With the exception of the case mentioned in point 2.6.2, the EU type -approval of a 
parent engine shall be extended to all family members, without further tes ting, for any fuel 
 
 5 Hata! Bilinmeyen belge özelliği adı.  composition within the range for which the parent engine has been EU type -approved (in the 
case of engines described in point 2.5) or the same range of fuels (in the case of engines 
described in either point 2.3 or 2.4) for which the par ent engine has been EU type -approved.  
2.6.2.  Where the technical service determines that, with regard to the selected parent engine 
the submitted application does not fully represent the engine family defined in Annex IX to 
Implementing  Notification  2017 /656/AB , an alternative and if necessary an additional 
reference test engine may be selected by the technical service and tested.  
2.7. Additional requirements for dual -fuel engines  
In order to receive an EU type -approval of a dual -fuel engine type or engi ne family, the 
manufacturer shall:  
 (a) conduct the tests in accordance with Table 1.3 of Appendix 1;  
 (b) in addition to the requirements set out in section 2, demonstrate that the dual -fuel 
engines are subject to the tests and comply with the requirement s set out in Annex VIII.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
SUMMARY OF APPROVAL P ROCESS FOR NATURAL G AS AND LPG  FUELLED ENGINES INC LUDING 
DUAL -FUEL ENGINES  
Tables 1.1 to 1.3.show a summary of the approval process for of natural gas fuelled engines 
and LPG fuelled engines and of the minimum number of tests required for approval of dual -
fuel engines.  
Table 1.1  
EU type -approval of natural gas fuelled engines  
 Point 2.3: 
Requirem
ents for an 
universal 
fuel range 
engine  Number of 
test runs Calculation of 
‘r’ Point 2.4: 
Requireme
nts for a 
restricted 
fuel range 
engine  Number 
of test 
runs Calculation of 
‘r’ 
Refer to 
point  2.3
.1. 
NG-
engine 
adaptabl
e to any 
fuel 
composit
ion GR (1) 
and G 25 
(2) 
At 
manufact
urer's 
request 
engine 
may be 
tested on 
an 
additional 
market 
fuel (3), 
if S l = 
0,89 – 
1,19 2 
(max. 3)  
 
and, if tested 
with an 
additional 
fuel; 
 
and 
    
Refer to 
point 
2.3.2.  
NG-
engine 
which is 
self-
adaptive 
by a 
switch  GR (1) 
and G 23 
(3) for H 
and 
G25 (2) 
and G 23 
(3) for L  
At 
manufact
urer's 
request 
engine 
may be 
tested on 2 for the H -
range, and  
2 for the L -
range;  
at 
respective 
position  of 
switch   
and 
    
 
 1 Hata! Bilinmeyen belge özelliği adı.  a market 
fuel (3) 
instead of 
G23, 
if S l = 
0,89 – 
1,19 
Refer to 
point 
2.4.1.  
NG-
engine 
laid out 
for 
operatio
n on 
either H-
range gas 
or L -
range gas     GR (1) and 
G23 (3) for 
H or 
G25 (2) and 
G23 (3) for 
L 
At 
manufactu
rer's 
request 
engine 
may be 
tested on a 
market 
fuel (3) 
instead of 
G23, 
if S l = 0,89 
– 1,19 2 for the 
H-range  
or 
2 for the 
L-range  
2  
for the H -
range  
or 
 
for the L -
range  
Refer to 
point 
2.4.2.  
NG-
engine 
laid out 
for 
operatio
n on one 
specific 
fuel 
composit
ion    GR (1) and 
G25 (2), 
Fine-
tuning 
between 
the tests 
allowed.  
At 
manufactu
rer's 
request 
engine 
may be 
tested on:  
GR (1) and 
G23 (3) for 
H or 
G25 (2) and 
G23 (3) for 
L 2 
2 for the 
H-range  
or 
2 for the 
L-range   
 
 2 Hata! Bilinmeyen belge özelliği adı.   
Table 1.2  
EU type -approval of LPG fuelled engines  
 Point 2.3: 
Requirem
ents for an 
universal 
fuel range 
engine  Number 
of 
test runs Calculation 
of ‘r’  Point 2.4: 
Requirem
ents for a 
restricted 
fuel range 
engine  Number 
of 
test runs Calculation 
of ‘r’ 
Refer to 
point 2.3.4.  
LPG -engine 
adaptable to 
any 
fuel composi
tion Fuel A 
and fuel B  2 
    
Refer to 
point 2.4.2.  
LPG -engine 
laid out for 
operation on 
one specific 
fuel composi
tion    Fuel A 
and fuel 
B, fine-
tuning 
between 
the tests 
allowed  2  
 
Table 1.3  
Minimum number of tests required for EU type -approval of dual -fuel engines  
Dual -fuel 
type Liquid -fuel 
mode  Dual -fuel mode  
CNG  LNG  LNG 20 LPG  
1A  Universal or 
restricted  
(2 tests)  Universal  
(2 tests)  Fuel-specific  
(1 test)  Universal or 
restricted  
(2 tests)  
1B Universal  
(1 test)  Universal or 
restricted  
(2 tests)  Universal  
(2 tests)  Fuel-specific  
(1 test)  Universal or 
restricted  
(2 tests)  
2A  Universal or 
restricted  
(2 tests)  Universal  
(2 tests)  Fuel-specific  
(1 test)  Universal or 
restricted  
(2 tests)  
 
 3 Hata! Bilinmeyen belge özelliği adı.  2B Universal  
(1 test)  Universal or 
restricted  
(2 tests)  Universal  
(2 tests)  Fuel-specific  
(1 test)  Universal or 
restricted  
(2 tests)  
3B Universal  
(1 test)  Universal or 
restricted  
(2 tests)  Universal  
(2 tests)  Fuel-specific  
(1 test)  Universal or 
restricted  
(2 tests)  
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX II  
ARRANGEMENTS WITH REG ARD TO CONFORMITY OF  PRODUCTION  
1. Definitions  
For the purposes of this Annex the following definitions shall apply:  
1.1. ‘quality management system’ means a set of interrelated or interacting elements that 
organisations use to direct and control how quality policies are implemented and quality 
objectives are achieved;  
1.2. ‘audit’ means an evidence -gathering process used to e valuate how well audit criteria are 
being applied; it should be objective, impartial and independent, and the audit process should 
be both systematic and documented;  
1.3. ‘corrective actions’ means a problem -solving process with subsequent steps taken to 
remove the causes of a nonconformity or undesirable situation and designed to prevent their 
recurrence;  
2. Purpose  
2.1. The conformity of production arrangements aim to ensure that each engine is in conformity 
with the specification, performance and marking  requirements of the approved engine type or 
engine family.  
2.2. Procedures include, inseparably, the assessment of quality management systems, referred 
as ‘initial assessment’ and set out in section 3 and verification and production -related controls, 
referred to as ‘product conformity arrangements’ and set out in section 4.  
3. Initial assessment  
3.1. Before granting EU type -approval, the approval authority shall verify the existence of 
satisfactory arrangements and procedures established by the manufacture r for ensuring 
effective control so that engines when in production conform to the approved engine type or 
engine family.  
3.2. Guidelines for quality and/or environmental management systems auditing set out in the 
EN ISO 19011:2011 standard shall apply to the initial assessment.  
3.3. The approval authority shall be satisfied with the initial assessment and the product 
conformity arrangements in section 4 taking account as necessary of one of the arrangements 
described in points 3.3.1 to 3.3.3 or a combinati on of those arrangements in full or in part as 
appropriate.  
3.3.1.  The initial assessment and/or verification of product conformity arrangements shall 
be carried out by the approval authority granting the approval or an appointed body acting on 
behalf of t he approval authority.  
3.3.1.1.  When considering the extent of the initial assessment to be carried out, the approval 
authority may take account of available information relating to the manufacturer's certification 
which has not been accepted under point 3 .3.3. 
3.3.2.  The initial assessment and verification of product conformity arrangements may also 
be carried out in cooperation with the approval authority of another Member State, or the 
appointed body designated for this purpose by the approval authority.  
3.3.2.1.  In such a case, the approval authority of the other Member State shall prepare a 
statement of compliance outlining the areas and production facilities it has covered as relevant 
to the engines to be EU type -approved.   
 1 Hata! Bilinmeyen belge özelliği adı.  3.3.2.2.  On receiving an appl ication for a compliance statement from the approval authority 
of a Member State granting EU type -approval, the approval authority of another Member State 
shall send forthwith the statement of compliance or advise that it is not in a position to provide 
such a statement.  
3.3.2.3.  The statement of compliance shall include at least the following:  
3.3.2.3.1.  group or company (e.g. XYZ manufacturing);  
3.3.2.3.2.  particular organisation (e.g. European division);  
3.3.2.3.3.  plants/sites (e.g. engine plant 1 (Unit ed Kingdom) — engine plant 2 (Germany));  
3.3.2.3.4.  engine types/engine families included  
3.3.2.3.5.  areas assessed (e.g. engine assembly, engine testing, after -treatment manufacture)  
3.3.2.3.6.  documents examined (e.g. company and site quality manual and procedures);  
3.3.2.3.7.  date of the assessment (e.g. audit conducted from 18 to 30.5.2013);  
3.3.2.3.8.  planned monitoring visit (e.g. October 2014).  
3.3.3.  The approval authority shall also accept the manufacturer's suitable certification to 
harmonised standard EN ISO 9001:2008 or an equivalent harmonised standard as satisfying the 
initial assessment requirements of point 3.3. The manufacturer shall provide details of the 
certification and undertake to inform the approval authority of any revisions to it s validity or 
scope.  
4. Product conformity arrangements  
4.1. Every engine EU type -approved pursuant to Regulation 2016/1628/AB , this Delegated 
Regulation, Delegated Notification 2017 /655/AB   and Implementing Notification   
2017/656/AB  shall be so manufact ured as to conform to the approved engine type or engine 
family by meeting the requirements of this Annex, Regulation No: 2016/1628/ AB and  the 
abovementioned Delegated and Implementing Regulations.  
4.2. Before granting a EU type -approval pursuant to Regula tion No: 2016/1628/ AB and  the 
delegated and implementing acts adopted pursuant to that Regulation, the approval authority 
shall verify the existence of adequate arrangements and documented control plans, to be agreed 
with the manufacturer for each approval , to carry out at specified intervals those tests or 
associated checks necessary to verify continued conformity with the approved engine type or 
engine family, including, where applicable, tests specified in Regulation No: 2016/1628/AB  
and the delegated an d implementing acts adopted pursuant to that Regulation.  
4.3. The holder of the EU type -approval shall:  
4.3.1.  ensure the existence and application of procedures for effective control of the 
conformity of engines to the approved engine type or engine famil y; 
4.3.2.  have access to the testing or other appropriate equipment necessary for checking 
conformity to each approved engine type or engine family;  
4.3.3.  ensure that test or check result data are recorded and that annexed documents remain 
available for a  period of up to 10 years to be determined in agreement with the approval 
authority;  
4.3.4.  for engine categories NRSh and NRS, except for NRS -v-2b and NRS -v-3, ensure that 
for each type of engine, at least the checks and the tests prescribed in Regulation  No: 
2016/1628/ AB and  the delegated and implementing acts adopted pursuant to that 
Regulation are carried out. For other categories tests at a component or assembly of  
 2 Hata! Bilinmeyen belge özelliği adı.  components level with appropriate criterion may be agreed between the manufacturer 
and t he approval authority.  
4.3.5.  analyse the results of each type of test or check, in order to verify and ensure the 
stability of the product characteristics, making allowance for variation in industrial 
production;  
4.3.6.  ensure that any set of samples or t est pieces giving evidence of non -conformity in the 
type of test in question gives rise to a further sampling and test or check.  
4.4. If the further audit or check results referred to in point 4.3.6 are deemed not to be 
satisfactory in the opinion of the a pproval authority, the manufacturer shall ensure that 
conformity of production is restored as soon as possible by corrective actions to the satisfaction 
of the approval authority.  
5. Continued verification arrangements  
5.1. The authority which has granted EU type -approval may at any time verify the conformity 
of production control methods applied in each production facility by means of periodic audits. 
The manufacturer shall for that purpose allow access to the manufacture, inspection, testing, 
storage and distribution sites and shall provide all necessary information with regard to the 
quality management system documentation and records.  
5.1.1.  The normal approach for such periodic audits shall be to monitor the continued 
effectiveness of the procedures lai d down in sections 3 and 4 (initial assessment and product 
conformity arrangements).  
5.1.1.1.  Surveillance activities carried out by the technical services (qualified or recognised as 
required in point 3.3.3) shall be accepted as satisfying the requirement s of point 5.1.1 with 
regard to the procedures established at initial assessment.  
5.1.1.2.  The minimum frequency of verifications (other than those referred to in point 5.1.1.1) 
to ensure that the relevant conformity of production controls applied in accor dance with 
sections 3 and 4 are reviewed over a period consistent with the climate of trust established by 
the approval authority shall be at least once every two years. However, additional verifications 
shall be carried out by the approval authority depen ding on the yearly production, the results of 
previous evaluations, the need to monitor corrective actions and upon a reasoned request from 
another approval authority or any market surveillance authority.  
5.2. At every review, the records of tests, checks and production records, and in particular the 
records of those tests or checks documented as required in point 4.2, shall be available to the 
inspector.  
5.3. The inspector may select random samples to be tested in the manufacturer's laboratory or 
in the fa cilities of the technical service, in which case only physical tests shall be carried out. 
The minimum number of samples may be determined according to the results of the 
manufacturer's own verification.  
5.4. Where the level of control appears unsatisfacto ry, or when it seems necessary to verify the 
validity of the tests carried out in application of point 5.2, or upon a reasoned request from 
another approval authority or any market surveillance authority, the inspector shall select 
samples to be tested in the manufacturer's laboratory or sent to the technical service to perform 
physical tests in accordance with the requirements set out in section 6, in Regulation No: 
2016/1628/AB  and in the delegated and implementing acts adopted pursuant to that 
Notificati on. 
5.5. Where unsatisfactory results are found by the approval authority during an inspection or a 
monitoring review, or by an approval authority in other Member State, in accordance with  
 3 Hata! Bilinmeyen belge özelliği adı.  Article 39(3) of Regulation 2016/1628/AB , the approval authority sh all ensure that all 
necessary steps are taken to restore conformity of production as rapidly as possible.  
6. Conformity of production test requirements in cases of an unsatisfactory level of 
product conformity control as referred to in point 5.4.  
6.1. In case of an unsatisfactory level of product conformity control as referred to in point 5.4 
or point 5.5, conformity of production shall be checked by emissions testing on the basis of the 
description in the EU type -approval certificates set out in Annex IV t o Implementing  
Notification  2017/656/AB . 
6.2. Except otherwise provided in point 6.3, the following procedure shall apply:  
6.2.1.  Three engines and, if applicable, three after -treatment systems shall randomly be 
taken for inspection from the series production of the engine type under consideration. 
Additional engines shall be taken as necessary to reach a pass or fail decision. For reaching a 
pass decision, a minimum of four engines needs to be tested.  
6.2.2.  After the inspector's selection of the en gines, the manufacturer shall not carry out any 
adjustment to the engines selected.  
6.2.3.  Engines shall be subjected to emissions testing in accordance with the requirements 
of Annex VI, or, in the case of dual fuel engines, in accordance with Appendix 2 of Annex VIII, 
and shall be subject to the test cycles relevant for the engine type in accordance with Annex 
XVII.  
6.2.3.1.  Notwithstanding point 6.2.3, in the case of engines of category RLL where an existing 
test report is used for type -approval in accor dance with Article 7(2) of Implementing  
Notification  2017/656/AB , the per cent load and power and the weighting factor for the mode 
number of the test cycle type F for the purpose of this Annex may be the same as that used for 
the type -approval test.  
6.2.4. The limit values shall be those set out in Annex II to Regulation 2016/1628/AB . 
Where an engine with after -treatment regenerates infrequently as referred to in point 6.6.2 of 
Annex VI, each gaseous or particulate pollutant emission result shall be adj usted by the factor 
applicable to the engine type. In all cases each gaseous or particulate pollutant emission result 
shall be adjusted by application of the appropriate deterioration factors (DFs) for that engine 
type that were determined in accordance wi th Annex III    
6.2.5.  The tests shall be carried out on newly manufactured engines.  
6.2.5.1.  At the request of the manufacturer, the tests may be conducted on engines which have 
been run -in, up either 2 % of the emission durability period or, if this is a shorter period of time, 
125 hours. Where the run -in procedure shall be conducted by the manufacturer who shall 
undertake not to make any adjustments to those engines. Where the manufacturer has specified 
a run -in procedure in point 3.3 of the information d ocument, as set out in Annex I to 
Implementing  Notification  2017/656/AB , the run -in shall be conducted using that procedure.  
6.2.6.  On the basis of tests of the engine by sampling as set out in Appendix 1, the series 
production of the engines under cons ideration is regarded as conforming to the approved type 
where a pass decision is reached for all the pollutants and as non -conforming to the approved 
type where a fail decision is reached for one pollutant, in accordance with the test criteria 
applied in Appendix 1, and as shown in Figure 2.1.  
6.2.7.  When a pass decision has been reached for one pollutant, this decision may not be 
changed as a consequence of a result from any additional tests made in order to reach a decision 
for the other pollutants.  
If a pass decision is not reached for all the pollutants and no fail decision is reached for any of 
the pollutant, a test shall be carried out on another engine.   
 4 Hata! Bilinmeyen belge özelliği adı.  6.2.8.  If no decision is reached, the manufacturer may at any time decide to stop testing. In 
that case a fail decision shall be recorded.  
6.3. By derogation from point 6.2.1, the following procedure shall apply for engine types with 
a sales volume within the EU of less than 100 units per year:  
6.3.1.  One engine and, if applicable, one after -treatment system shall be taken randomly for 
inspection from the series production of the engine type under consideration.  
6.3.2.  If the engine meets the requirements outlined in point 6.2.4, a pass decision is reached 
and no further test is necessary.  
6.3.3.  If the  test does not satisfy the requirements outlined in point 6.2.4, the procedure 
outlined in points 6.2.6 to 6.2.9 shall be followed.  
6.4. All these tests may be conducted with the applicable market fuels. However, at the 
manufacturer's request, the referenc e fuels described in Annex IX shall be used. For engines 
fuelled with natural gas/biomethane (NG) or liquefied petroleum gas (LPG), including dual -
fuel engines, the tests shall be performed with at least two of the reference fuels for each 
gaseous -fuelled engine, except in the case of a gaseous -fuelled engine with a fuel -specific type -
approval where only one reference fuel is required, as described in Appendix 1 to Annex 
I.  Where more than one gaseous reference fuel is used the results shall demonstrate th at the 
engine meets the limit values with each fuel.  
6.5. Non-compliance of gaseous -fuelled engines  
In the case of dispute concerning compliance of gaseous -fuelled engines, including dual -fuel 
engines, when using a market fuel, the tests shall be performed  with each reference fuel on 
which the parent engine has been tested, and, at the request of the manufacturer, with the 
possible additional third fuel, as referred to in points 2.3.1.1.1, 2.3.2.1 and 2.4.1.2 of Annex I, 
on which the parent engine may have been tested. When applicable, the result shall be converted 
by a calculation, applying the relevant factors ‘ r’, ‘ra’ or ‘ rb’ as described in points 2.3.3, 2.3.4.1 
and 2.4.1.3 of Annex I. If r, ra or rb are less than 1, no correction shall take place. The measured 
results and, when applicable, the calculated results shall demonstrate that the engine meets the 
limit values with all relevant fuels (for example fuels 1, 2 and, if applicable, the third fuel in the 
case of natural gas/bio -methane engines, and fuels A and B in the case of LPG engines).   
 5 Hata! Bilinmeyen belge özelliği adı.  Figure 2.1  
Schematic of production conformity testing  
  
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
PROCEDURE FOR PRODUCT ION CONFORMITY TESTI NG 
1. This appendix describes the procedure to be used to verify production conformity for the 
emissions of pollutants.  
2. With a minimum sample size of three engines, the sampling procedure shall be set out so 
that the probability of a lot passing a test with 30 % of the engines defective is 0,90 (producer's 
risk = 10 %) while the probability of a lot being accepted with 65 % of the engines defective is 
0,10 (consumer's risk = 10 %).  
3. The following procedure is used for each of the emission pollutants (see Figure 2.1):  
Let :  n = the current 
sample number.  
 
4. Determine for the sample the test st atistic quantifying the cumulative number of 
nonconforming tests at the nth test. 
5. Then:  
 (a) If the test statistic is less than or equal to the pass decision number for the sample 
size given in Table 2.1, a pass decision shall be reached for the polluta nt; 
 (b) If the test statistic is greater than or equal to the fail decision number for the 
sample size given in Table 2.1, a fail decision shall be reached for the pollutant;  
 (c) Otherwise, an additional engine is tested in accordance with point 6.2 and the 
calculation procedure shall be applied to the sample increased by one more unit.  
In Table 2.1 the pass and fail decision numbers shall be calculated by means of the International 
Standard ISO 8422/1991.  
Table 2.1  
Test statistics for production conformi ty testing  
Minimum sample size: 3  Minimum sample size for pass decision: 4  
 
Cumulative number of engines tested (sample 
size)  Pass decision 
number  Fail decision number  
3 — 3 
4 0 4 
5 0 4 
6 1 5 
7 1 5 
8 2 6 
9 2 6  
 1 Hata! Bilinmeyen belge özelliği adı.  10 3 7 
11 3 7 
12 4 8 
13 4 8 
14 5 9 
15 5 9 
16 6 10 
17 6 10 
18 7 11 
19 8 9 
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX III  
METHODOLOGY FOR ADAPT ING THE EMISSION LAB ORATORY TEST RESULTS  TO INCLUDE THE 
DETERIORATION FACTOR S 
1. Definitions  
For the purposes of this Annex, the following definitions apply:  
1.1. ‘Ageing cycle’ means the non -road mobile machinery or engine operation (speed, 
load, power) to be executed during the service accumulation period.  
1.2. ‘Critical emission -related components’ means the exhaust after - treatment system, the 
electr onic engine control unit and its associated sensors and actuators, and the exhaust 
gas recirculation (EGR) including all related filters, coolers, control valves and tubing.  
1.3. ‘Critical emission -related maintenance’ means the maintenance to be performed  on 
critical emission -related components of the engine.  
1.4. ‘Emission -related maintenance’ means the maintenance which substantially affects 
emissions or which is likely to affect emissions performance of the non -road mobile 
machinery or the engine during  normal in -use operation.  
1.5. ‘Engine -after-treatment system family’ means a manufacturer's grouping of engines 
that comply with the definition of engine family, but which are further grouped into a 
family of engine families utilising a similar exhaust af ter-treatment system.  
1.6. ‘Non -emission -related maintenance’ means maintenance which does not substantially 
affect emissions and which does not have a lasting effect on the emissions performance 
deterioration of the non -road mobile machinery or the engine  during normal in -use 
operation once the maintenance is performed.  
1.7. ‘Service accumulation schedule’ means the ageing cycle and the service accumulation 
period for determining the deterioration factors for the engine -after-treatment system 
family.  
2. General  
2.1. This Annex details the procedures for selecting engines to be tested over a service 
accumulation schedule for the purpose of determining deterioration factors for engine type or 
engine family EU type -approval and conformity of production assessm ents. The deterioration 
factors shall be applied to the emissions measured in accordance with Annex VI and calculated 
in accordance with Annex VII in accordance with the procedure set out in point 3.2.7 or point 
4.3, respectively.  
2.2. The service accumula tion tests or the emissions tests performed to determine deterioration 
need not be witnessed by the approval authority.  
2.3. This Annex also details the emission -related and non -emission -related maintenance that 
should be or may be carried out on engines u ndergoing a service accumulation schedule. Such 
maintenance shall conform to the maintenance performed on in -service engines and 
communicated to the end -users of new engines.  
3. Engine categories NRE, NRG, IWP, IWA, RLL, RLR, SMB, ATS and sub -
categories NR S-v-2b and NRS -v-3 
3.1. Selection of engines for establishing emission durability period deterioration factors  
3.1.1.  Engines shall be selected from the engine family defined in section 2 of Annex IX to 
Implementing  Notification  2017/656/AB  for emission  testing to establish emission durability 
period deterioration factors.   
 1 Hata! Bilinmeyen belge özelliği adı.  3.1.2.  Engines from different engine families may be further combined into families based 
on the type of exhaust after -treatment system utilised or where no after -treatment is used, ba sed 
upon the similarity of the technical characteristics of the emission control system. Engines of 
different bore and stroke, different configuration, different air management systems or different 
fuel systems may be considered equivalent in respect to em issions deterioration characteristics 
if the manufacturer provides data to the approval authority that there is a reasonable technical 
basis for such determination. In order to place engine families having similar technical 
specifications and installation for the exhaust after -treatment systems into the same engine 
after-treatment system family, the manufacturer shall provide data to the approval authority that 
demonstrates that the emissions reduction performance of such engines is similar.  
3.1.3.  The test  engine shall represent the emission deterioration characteristics of the engine 
families that will apply the resulting deterioration factors for type approval. The engine 
manufacturer shall select one engine representing the engine family, group of engine  families 
or engine -after-treatment system family, as determined in accordance with point 3.1.2, for 
testing over the service accumulation schedule referred to in point 3.2.2, which shall be reported 
to the approval authority before any testing commences.  
3.1.4.  If the approval authority decides that the worst case emissions of the engine family, 
group of engine families or engine -after-treatment system family can be better characterised by 
another test engine, the test engine to be used shall be selected j ointly by the approval authority 
and the engine manufacturer.  
3.2. Determination of emission durability period deterioration factors  
3.2.1.  General  
Deterioration factors applicable to an engine family, group of engine families or an engine -
after-treatment system family shall be developed from the selected engines based on a service 
accumulation schedule that includes periodic testing for gaseous and particulate emissions over 
each test cycle applicable to the engine category, as given in Annex IV to Regulat ion 
2016/1628/AB . In the case of non -road transient test cycles for engines of category NRE 
(‘NRTC’), only the results of the hot -start run of the NRTC (‘hot -start NRTC’) shall be used.  
3.2.1.1.  At the request of the manufacturer, the approval authority ma y allow the use of 
deterioration factors that have been established using alternative procedures to those specified 
in points 3.2.2 to 3.2.5. In that case, the manufacturer shall demonstrate to the satisfaction of 
the approval authority that the alternativ e procedures used are not less rigorous than those set 
out in points 3.2.2 to 3.2.5.  
3.2.2.  Service accumulation schedule  
Service accumulation schedules may be carried out at the choice of the manufacturer by running 
a non -road mobile machinery equipped wi th the selected engine over an ‘in -service’ 
accumulation schedule or by running the selected engine over a ‘dynamometer service’ 
accumulation schedule. The manufacturer shall not be required to use reference fuel for the 
service accumulation in -between emi ssion measurement test points.  
3.2.2.1.  In-service and dynamometer service accumulation  
3.2.2.1.1.  The manufacturer shall determine the form and duration of the service accumulation 
and the ageing cycle for engines in a manner consistent with good engineering judgment.  
3.2.2.1.2.  The manufacturer shall determine the test points where gaseous and particulate 
emissions will be measured over the applicable cycles, as follows:  
3.2.2.1.2.1.  When running a service accumulation schedule shorter than the em ission 
durability period in accordance with point 3.2.2.1.7, the minimum number of test  
 2 Hata! Bilinmeyen belge özelliği adı.  points shall be three, one at the beginning, one approximately in the middle and one at 
the end of the service accumulation schedule.  
3.2.2.1.2.2.  When completing the s ervice accumulation up to the end of the emission 
durability period, the minimum number of test points shall be two, one at the beginning 
and one at the end of the service accumulation.  
3.2.2.1.2.3.  The manufacturer may additionally test at evenly spaced i ntermediate points.  
3.2.2.1.3.  The emission values at the start point and at the emission durability period endpoint 
either calculated in accordance with point 3.2.5.1 or measured directly in accordance with point 
3.2.2.1.2.2, shall be within the limit val ues applicable to the engine family. However individual 
emission results from the intermediate test points may exceed those limit values.  
3.2.2.1.4.  For engine categories or sub -categories to which a NRTC applies, or for engines 
category or sub -categories NRS to which a large spark -ignition engines non -road transient test 
cycles (‘LSI -NRTC’) applies, the manufacturer may request the agreement of the approval 
authority to run only one test cycle (either the hot -start NRTC or LSI -NRTC, as applicable, or 
NRSC)  at each test point, and to run the other test cycle only at the beginning and at the end of 
the service accumulation schedule.  
3.2.2.1.5.  In the case of engine categories or sub -categories for which there is no applicable non -
road transient cycle given in  Annex IV to Regulation 2016/1628/AB , only the NRSC shall be 
run at each test point.  
3.2.2.1.6.  Service accumulation schedules may be different for different engine -after-treatment 
system families.  
3.2.2.1.7.  Service accumulation schedules may be shorter t han the emission durability period, 
but shall not be shorter than the equivalent of at least one quarter of the relevant emission 
durability period specified in Annex V to Regulation 2016/1628/AB . 
3.2.2.1.8.  Accelerated ageing by adjusting the service accu mulation schedule on a fuel 
consumption basis is permitted. The adjustment shall be based on the ratio between the typical 
in-use fuel consumption and the fuel consumption on the ageing cycle, but fuel consumption 
on the ageing cycle shall not exceed typic al in-use fuel consumption by more than 30 %.  
3.2.2.1.9.  The manufacturer may use, if agreed by the approval authority, alternative methods 
of accelerated ageing.  
3.2.2.1.10.  The service accumulation schedule shall be fully described in the application for  
EU type -approval and reported to the approval authority before the start of any testing.  
3.2.2.2.  If the approval authority decides that additional measurements need to be performed 
between the points selected by the manufacturer it shall notify the manuf acturer. The revised 
service accumulation schedule shall be prepared by the manufacturer and agreed by the 
approval authority.  
3.2.3.  Engine testing  
3.2.3.1.  Engine stabilisation  
3.2.3.1.1.  For each engine -after-treatment system family, the manufacturer sh all determine the 
number of hours of non -road mobile machinery or engine running after which the operation of 
the engine -after-treatment system has stabilised. If requested by the approval authority the 
manufacturer shall make available the data and analys is used to make this determination. As an 
alternative, the manufacturer may run the engine or non -road mobile machinery between 60 
and 125 hours or the equivalent time on the ageing cycle to stabilise the engine -after-treatment 
system.   
 3 Hata! Bilinmeyen belge özelliği adı.  3.2.3.1.2.  The end o f the stabilisation period determined in point 3.2.3.1.1 shall be deemed to 
be the start of the service accumulation schedule.  
3.2.3.2.  Service accumulation testing  
3.2.3.2.1.  After stabilisation, the engine shall be run over the service accumulation sched ule 
selected by the manufacturer, as described in point 3.2.2. At the periodic intervals in the service 
accumulation schedule determined by the manufacturer, and, where applicable, decided by the 
approval authority in accordance with point 3.2.2.2, the eng ine shall be tested for gaseous and 
particulate emissions over the hot -start NRTC and NRSC, or LSI -NRTC and NRSC applicable 
to the engine category, as set out in Annex IV to Regulation 2016/1628/AB . 
The manufacturer may select to measure the pollutant emis sions before any exhaust after -
treatment system separately from the pollutant emissions after any exhaust after -treatment 
system.  
In accordance with point 3.2.2.1.4, if it has been agreed that only one test cycle (hot -start NRTC, 
LSI-NRTC or NRSC) be run a t each test point, the other test cycle (hot -start NRTC, LSI -NRTC 
or NRSC) shall be run at the beginning and at the end of the service accumulation schedule.  
In accordance with point 3.2.2.1.5, in the case of engine categories or sub -categories for which 
there is no applicable non -road transient cycle given in Annex IV to Regulation 2016/1628/AB , 
only the NRSC shall be run at each test point.  
3.2.3.2.2.  During the service accumulation schedule, maintenance shall be carried out on the 
engine in accordance wi th point 3.4.  
3.2.3.2.3.  During the service accumulation schedule, unscheduled maintenance on the engine or 
non-road mobile machinery may be performed, for example if the manufacturer's normal 
diagnostic system has detected a problem that would have indica ted to the non -road mobile 
machinery operator that a fault had arisen.  
3.2.4.  Reporting  
3.2.4.1.  The results of all emission tests (hot -start NRTC, LSI -NRTC and NRSC) conducted 
during the service accumulation schedule shall be made available to the approval authority. If 
an emission test is declared to be void, the manufacturer shall provide reasons why the test has 
been declared void. In such a case, another series of emission tests shall be carried out within 
the following 100 hours of service accu mulation.  
3.2.4.2.  The manufacturer shall retain records of all information concerning all the emission 
tests and maintenance carried out on the engine during the service accumulation schedule. This 
information shall be submitted to the approval authority along with the results of the emission 
tests conducted over the service accumulation schedule.  
3.2.5.  Determination of deterioration factors  
3.2.5.1.  When running a service accumulation schedule in accordance with point 3.2.2.1.2.1 
or point 3.2.2.1.2.3, fo r each pollutant measured over the hot -start NRTC, LSI -NRTC and 
NRSC at each test point during the service accumulation schedule, a ‘best fit’ linear regression 
analysis shall be made on the basis of all test results. The results of each test for each poll utant 
shall be expressed to the same number of decimal places as the limit value for that pollutant, as 
applicable to the engine family, plus one additional decimal place.  
Where in accordance with point 3.2.2.1.4 or point 3.2.2.1.5, only one test cycle (ho t-start 
NRTC, LSI -NRTC or NRSC) has been run at each test point, the regression analysis shall be 
made only on the basis of the test results from the test cycle run at each test point.  
The manufacturer may request the prior approval of the approval authori ty for a non -linear 
regression.   
 4 Hata! Bilinmeyen belge özelliği adı.  3.2.5.2.  The emission values for each pollutant at the start of the service accumulation 
schedule and at the emission durability period end point that is applicable for the engine under 
test shall be either:  
 (a) determined by extrapolation of the regression equation in point 3.2.5.1, when 
running a service accumulation schedule in accordance with point 3.2.2.1.2.1 or point 
3.2.2.1.2.3, or  
 (b) measured directly, when running a service accumulation schedule in accordance 
with point 3.2.2.1.2.2.  
Where emission values are used for engine families in the same group of engine families or 
engine -after-treatment family but with different emission durability periods, then the emission 
values at the emission durability period end poi nt shall be recalculated for each emission 
durability period by extrapolation or interpolation of the regression equation as determined in 
point 3.2.5.1.  
3.2.5.3.  The deterioration factor (DF) for each pollutant is defined as the ratio of the applied 
emiss ion values at the emission durability period end point and at the start of the service 
accumulation schedule (multiplicative deterioration factor).  
The manufacturer may request the prior approval of the approval authority for the application 
of an additive  DF for each pollutant may be applied. The additive DF is defined as the difference 
between the calculated emission values at the emission durability period end point and at the 
start of the service accumulation schedule.  
An example for determination of DF s by using linear regression is shown in Figure 3.1 for NO x 
emission.  
Mixing of multiplicative and additive DFs within one set of pollutants is not permitted.  
If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,0 0 
for an additive DF, then the deterioration factor shall be 1,0 or 0,00, respectively.  
In accordance with point 3.2.2.1.4, if it has been agreed that only one test cycle (hot -start NRTC, 
LSI-NRTC or NRSC) be run at each test point and the other test cycle  (hot-start NRTC, LSI -
NRTC or NRSC) run only at the beginning and end of the service accumulation schedule, the 
deterioration factor calculated for the test cycle that has been run at each test point shall be 
applicable also for the other test cycle.  
Figur e 3.1  
Example of DF determination  
  
 5 Hata! Bilinmeyen belge özelliği adı.  3.2.6.  Assigned deterioration factors  
3.2.6.1.  As an alternative to using a service accumulation schedule to determine DFs, engine 
manufacturers may select to use assigned multiplicative DFs, as given in Table 3.1.  
 
Table 3.1  
Assigned deterioration factors  
Test cycle  CO HC NO x PM PN 
NRTC and LSI -NRTC  1,3 1,3 1,15 1,05 1,0 
NRSC  1,3 1,3 1,15 1,05 1,0 
 
Assigned additive DFs shall not be given. The assigned multiplicative DFs shall not be 
transformed into additive DFs.  
3.2.6.1.1.  Notwithstanding point 3.2.6.1, for PN, either an additive DF of 0,0 or a multiplicative 
DF of 1,0 may be used, in conjunction with the results of previous DF testing that did not 
establish a value for PN if both of the following conditions are fulfilled:  
 (a) the previous DF test was conducted on engine technology that would have 
qualified for inclusion in the same engine after -treatment system family, as set out in 
point 3.1.2, as the engine family to which it is intended to apply the DFs; and,  
 (b) the test results were used in a previous type -approval granted before the 
applicable EU type -approval date given in Annex III to Regulation 2016/1628/AB . 
3.2.6.2.  Where assigned DFs are used, the manufacturer shall present to the approval authority 
robust evidence that the emission control components  can reasonably be expected to have the 
emission durability associated with those assigned factors. This evidence may be based upon 
design analysis, or tests, or a combination of both.  
3.2.7.  Application of deterioration factors  
3.2.7.1.  The engines shall meet the respective emission limits for each pollutant, as applicable 
to the engine family, after application of the deterioration factors to the test result as measured 
in accordance with Annex VI (cycle -weighted specific emission for particulate and each  
individual gas). Depending on the type of DF, the following provisions apply:  
 (a) Multiplicative: (cycle weighted specific emission) × DF ≤ emission limit  
 (b) Additive: (cycle weighted specific emission) + DF ≤ emission limit  
Cycle weighted specific emi ssion may include the adjustment for infrequent regeneration, 
where applicable.  
3.2.7.2.  For a multiplicative NO x + HC DF, separate HC and NO x DFs shall be determined 
and applied separately when calculating the deteriorated emission levels from an emission s test 
result before combining the resultant deteriorated NO x and HC values to establish compliance 
with the emission limit.  
3.2.7.3.  The manufacturer may carry across the DFs determined for an engine -after-treatment 
system family to an engine that does no t fall into the same engine -after-treatment system family. 
In such cases, the manufacturer shall demonstrate to the approval authority that the engine for 
which the engine -after-treatment system family was originally tested and the engine for which  
 6 Hata! Bilinmeyen belge özelliği adı.  the DFs  are being carried across have similar technical specifications and installation 
requirements on the non -road mobile machinery and that the emissions of such engine are 
similar.  
Where DFs are carried across to an engine with a different emission durability  period, the DFs 
shall be recalculated for the applicable emission durability period by extrapolation or 
interpolation of the regression equation as determined in point 3.2.5.1.  
3.2.7.4.  The DF for each pollutant for each applicable test cycle shall be rec orded in the test 
report set out in Appendix 1 of Annex VI to Implementing  Notification  2017/656/AB . 
3.3. Checking of conformity of production  
3.3.1.  Conformity of production for emissions compliance is checked on the basis of Section 
6 of Annex II.  
3.3.2. The manufacturer may measure the pollutant emissions before any exhaust after -
treatment system at the same time as the EU type -approval test is being performed. For that 
purpose, the manufacturer may develop informal DFs separately for the engine witho ut after -
treatment system and for the after -treatment system that may be used by the manufacturer as an 
aid to end of production line auditing.  
3.3.3.  For the purposes of EU type -approval, only the DFs determined in accordance with 
point 3.2.5 or 3.2.6 sha ll be recorded in the test report set out in Appendix 1 of Annex VI to 
Implementing  Notification  2017/656/AB . 
3.4. Maintenance  
For the purpose of the service accumulation schedule, maintenance shall be performed in 
accordance with the manufacturer's man ual for service and maintenance.  
3.4.1.  Scheduled emission -related maintenance  
3.4.1.1.  Scheduled emission -related maintenance during engine running, undertaken for the 
purpose of conducting a service accumulation schedule, shall occur at equivalent interv als to 
those that are specified in the manufacturer's maintenance instructions to the end -user of the 
non-road mobile machinery or engine. This schedule maintenance may be updated as necessary 
throughout the service accumulation schedule provided that no m aintenance operation is 
deleted from the maintenance schedule after the operation has been performed on the test 
engine.  
3.4.1.2.  Any adjustment, disassembly, cleaning or exchange of critical emission -related 
components which is performed on a periodic bas is within the emission durability period to 
prevent malfunction of the engine, shall only be done to the extent that is technologically 
necessary to ensure proper functioning of the emission control system. The need for scheduled 
exchange, within the servi ce accumulation schedule and after a certain running time of the 
engine, of critical emission -related components other than those qualifying as routine exchange 
items shall be avoided. In this context, consumable maintenance items for regular renewal or 
items that require cleaning after a certain running time of the engine, shall qualify as routine 
exchange items.  
3.4.1.3.  Any scheduled maintenance requirements shall be subject to approval by the approval 
authority before an EU type -approval is granted and shall be included in the customer's 
manual.  The approval authority shall not refuse to approve maintenance requirements that are 
reasonable and technically necessary, including but not limited to those identified in point 
3.4.1.4.    
3.4.1.4.  The engine man ufacturer shall specify for the service accumulation schedules any 
adjustment, cleaning, maintenance (where necessary) and scheduled exchange of the following 
items:   
 7 Hata! Bilinmeyen belge özelliği adı.  – filters and coolers in the exhaust gas recirculation (EGR)  
– positive crankcase ventilation valve, if applicable  
– fuel injector tips (only cleaning is permitted)  
– fuel injectors  
– turbocharger  
– electronic engine control unit and its associated sensors and actuators  
– particulate after -treatment system (including related components)  
– NO x after-treatment s ystem (including related components)  
– exhaust gas recirculation (EGR), including all related control valves and tubing  
– any other exhaust after -treatment system.  
3.4.1.5.  Scheduled critical emission -related maintenance shall only be performed if it is 
requir ed to be performed in -use and that requirement is communicated to the end -user of the 
engine or non -road mobile machinery.  
3.4.2.  Changes to scheduled maintenance  
The manufacturer shall submit a request to the approval authority for approval of any new 
scheduled maintenance that it wishes to perform during the service accumulation schedule and 
subsequently  to recommend to end -users of non -road mobile machinery and engines. The 
request shall be accompanied by data supporting the need for the new scheduled m aintenance 
and the maintenance interval.  
3.4.3.  Non-emission -related scheduled maintenance  
Non-emission -related scheduled maintenance which is reasonable and technically necessary 
(for example oil change, oil filter change, fuel filter change, air filter c hange, cooling system 
maintenance, idle speed adjustment, governor, engine bolt torque, valve lash, injector lash, 
adjustment of the tension of any drive -belt, etc.) may be performed on engines or non -road 
mobile machinery selected for the service accumula tion schedule at the least frequent intervals 
recommended by the manufacturer to the end -user (for example not at the intervals 
recommended for severe service).  
3.5. Repair  
3.5.1.  Repairs to the components of an engine selected for testing over a service 
accumulation schedule shall be performed only as a result of component failure or engine 
malfunction. Repair of the engine itself, the emission control system or the fuel system is not 
permitted except to the extent defined in point 3.5.2.  
3.5.2.  If the eng ine, its emission control system or its fuel system fails during the service 
accumulation schedule, the service accumulation shall be considered void, and a new service 
accumulation shall be started with a new engine.  
The previous paragraph shall not apply  when the failed components are replaced with 
equivalent components that have been subject to a similar number of hours of service 
accumulation.  
4. Engine categories and sub -categories NRSh and NRS, except for NRS -v-2b and 
NRS -v-3 
4.1. The applicable EDP category and corresponding deterioration factor (DF) shall be 
determined in accordance with this section 4.   
 8 Hata! Bilinmeyen belge özelliği adı.  4.2. An engine family shall be considered as compliant with the limit values required for an 
engine sub -category when the emissions test results of all engines representing the engine 
family, once adjusted by multiplication by the DF laid down in section 2, are lower than or 
equal to the limit values required for that engine sub -category. However, where one or more 
emission test results of one or more  engines representing the engine family, once adjusted by 
multiplication by the DF laid down in section 2, are higher than one or more single emission 
limit values required for that engine sub -category, the engine family shall be considered not 
compliant w ith the limit values required for that engine sub -category.  
4.3. DFs shall be determined as follows:  
4.3.1.  On at least one test engine representing the configuration chosen to be the most likely 
to exceed HC + NO x emission limits, and constructed to be re presentative of 
production engines, the (full) test procedure emission testing shall be conducted as 
described in Annex VI after the number of hours representing stabilised emissions.  
4.3.2.  If more than one engine is tested, the results shall be calculate d as the average of the 
results for all the engines tested, rounded to the same number of decimal places as in 
the applicable limit, expressed to one additional significant figure.  
4.3.3.  Such emission testing shall be conducted again following ageing of t he engine. The 
ageing procedure should be designed to allow the manufacturer to appropriately 
predict the in -use emission deterioration expected over the EDP of the engine, taking 
into account the type of wear and other deterioration mechanisms expected un der 
typical consumer use which could affect emissions performance. If more than one 
engine is tested, the results shall be calculated as the average of the results for all the 
engines tested, rounded to the same number of decimal places contained in the 
applicable limit, expressed to one additional significant figure.  
4.3.4.  The emissions at the end of the EDP (average emissions, if applicable) for each 
regulated pollutant shall be divided by the stabilised emissions (average emissions, if 
applicable) and r ounded to two significant figures. The resulting number shall be the 
DF, unless it is less than 1,00, in which case the DF shall be 1,00.  
4.3.5.  The manufacturer may schedule additional emission test points between the stabilised 
emission test point and th e end of the EDP. If intermediate tests are scheduled, the test 
points shall be evenly spaced over the EDP (plus or minus two hours) and one such 
test point shall be at one half of full EDP (plus or minus two hours).  
4.3.6.  For each pollutant HC + NO x and CO, a straight line must be fitted to the data points 
treating the initial test as occurring at hour zero, and using the method of least -squares. 
The DF is the calculated emission at the end of the durability period divided by the 
calculated emission at ze ro hours.  
 The DF for each pollutant for the applicable test cycle shall be recorded in the test 
report set out in Appendix 1 of Annex VII to Implementing  Notification  2017/656/AB 
. 
4.3.7.  Calculated deterioration factors may cover families in addition t o the one on which 
they were generated if the manufacturer submits a justification acceptable to the 
approval authority in advance of EU type -approval that the affected engine families 
can be reasonably expected to have similar emission deterioration chara cteristic based 
on the design and technology used.  
 A non -exclusive list of design and technology groupings is given below:  
– conventional two -stroke engines without after -treatment system,   
 9 Hata! Bilinmeyen belge özelliği adı.  – conventional two -stroke engines with a catalyst of the same active m aterial and 
loading, and the same number of cells per cm2, 
– stratified scavenging two -stroke engines,  
– stratified scavenging two -stroke engines with a catalyst of the same active 
material and loading, and the same number of cells per cm2, 
– four-stroke engines  with catalyst with same valve technology and identical 
lubrication system,  
– four-stroke engines without catalyst with the same valve technology and 
identical lubrication system.  
4.4. EDP categories  
4.4.1.  For those engine categories in Table V -3 or V -4 of Annex V to Regulation No: 
2016/1628/AB  that have alternative values for EDP, manufacturers shall declare the applicable 
EDP category for each engine family at the time of EU type -approval. Such category shall be 
the category from Table 3.2 which most close ly approximates the expected useful lives of the 
equipment into which the engines are expected to be installed as determined by the engine 
manufacturer. Manufacturers shall retain data appropriate to support their choice of EDP 
category for each engine fam ily. Such data shall be supplied to the approval authority upon 
request.  
 
Table 3.2  
EDP categories  
EDP Category  Application of Engine  
Cat 1  Consumer products  
Cat 2  Semi -professional products  
Cat 3  Professional products  
 
4.4.2.  The manufacturer shall demonstrate to the satisfaction of the approval authority that 
the declared EDP category is appropriate. Data to support a manufacturer's choice of EDP 
category, for a given engine family, may include but are not limited to:  
– surveys of the life spans of th e equipment in which the subject engines are installed,  
– engineering evaluations of field aged engines to ascertain when engine performance 
deteriorates to the point where usefulness and/or reliability is impacted to a degree 
sufficient to necessitate overh aul or replacement,  
– warranty statements and warranty periods,  
– marketing materials regarding engine life,  
– failure reports from engine customers, and  
– engineering evaluations of the durability, in hours, of specific engine technologies, 
engine materials or en gine designs.   
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX IV  
REQUIREMENTS WITH REG ARD TO EMISSION CONT ROL STRATEGIES , NO X CONTROL MEASURES 
AND PARTICULATE CONT ROL MEASURES  
1. Definitions abbreviations and general requirements  
1.1. For the purposes of this Annex, the follo wing definitions and abbreviations apply:  
 (1) ‘diagnostic trouble code (“DTC”)’ means a numeric or alphanumeric identifier 
which identifies or labels a NCM and/ PCM;  
 (2) ‘confirmed and active DTC’ means a DTC that is stored during the time the NCD 
and/or  PCD system concludes that a malfunction exists;  
 (3) ‘NCD engine family’ means a manufacturer's grouping of engines having 
common methods of monitoring/diagnosing NCMs;  
 (4) ‘NO x Control Diagnostic system (NCD)’ means a system on -board the engine 
which ha s the capability of  
 (a) detecting a NO x Control Malfunction,  
 (b) identifying the likely cause of NO x control malfunctions by means of 
information stored in computer memory and/or communicating that information 
off-board;  
 (5) ‘NO x Control Malfunction (NC M)’ means an attempt to tamper with the NO x 
control system of an engine or a malfunction affecting that system that might be due 
to tampering, that is considered by this Notification  as requiring the activation of a 
warning or an inducement system once de tected;  
 (6) ‘Particulate Control Diagnostic system (PCD)’ means a system on -board the 
engine which has a capability of:  
 (a) detecting a Particulate Control Malfunction,  
 (b) identifying the likely cause of particulate control malfunctions by means of 
information stored in computer memory and/or communicating that information 
off-board;  
 (7) ‘Particulate Control Malfunction (PCM)’ means an attempt to tamper with the 
particulate after -treatment system of an engine or a malfunction affecting the 
particulate after-treatment system that might be due to tampering, that is considered 
by this Notification  as requiring the activation of a warning once detected;  
 (8) ‘PCD engine family’ means a manufacturer's grouping of engines having 
common methods of monitoring/ diagnosing PCMs;  
 (9) ‘Scan -tool’ means an external test equipment used for off -board communication 
with the NCD and/or PCD system.  
1.2. Ambient temperature  
Notwithstanding Article 2(7), where reference is made to ambient temperature in relation to 
environ ments other than a laboratory environment, the following provisions shall apply:  
1.2.1.  For an engine installed in a test -bed, ambient temperature shall be the temperature of 
the combustion air supplied to the engine, upstream of any part of the engine bei ng 
tested.  
1.2.2.  For an engine installed in non -road mobile machinery, ambient temperature shall be 
the air temperature immediately outside the perimeter of the non -road mobile 
machinery.   
 1 Hata! Bilinmeyen belge özelliği adı.  2. Technical requirements relating to emission control strategies  
2.1. This section 2 shall apply for electronically controlled engines of categories NRE, NRG, 
IWP, IWA, RLL and RLR, complying with ‘Stage V’ emission limits set out in Annex II to 
Regulation No: 2016/1628/AB  and using electronic control to determine both t he quantity and 
timing of injecting fuel or using electronic control to activate, de -activate or modulate the 
emission control system used to reduce NO x. 
2.2. Requirements for base emission control strategy  
2.2.1.  The base emission control strategy shall b e designed as to enable the engine, in normal 
use, to comply with the provisions of this Notification . Normal use is not restricted to the 
control conditions as specified in point 2.4.  
2.2.2.  Base emission control strategies are, but not limited to, maps or algorithms for 
controlling:  
 (a) timing of fuel injection or ignition (engine timing);  
 (b) exhaust gas recirculation (EGR);  
 (c) SCR catalyst reagent dosing.  
2.2.3.  Any base emission control strategy that can distinguish engine operation between a 
standardised EU type -approval test and other operating conditions and subsequently reduce the 
level of emission control when not operating under conditions substantially included in the EU 
type-approval procedure is prohibited.  
2.2.3.1.  Notwithstanding poi nt 2.2.3, in the case of engine (sub -)categories that are not subject 
to non -road transient test cycles for EU type -approval purposes, the base emission control 
strategy may identify when transient operating conditions occur and apply the corresponding 
emission control strategy. In this case, this emission control strategy shall be included in the 
overview of the base emission control strategy required by point 1.4 of Annex I to Implementing  
Notification  2017/656/AB  and in the confidential information on  emission control strategy set 
out in Appendix 2 to that Annex.  
2.2.4.  The manufacturer shall demonstrate to the technical service at the time of the EU type -
approval test that the operation of the base emission control strategy complies with the 
provision s of this section on the basis of the documentation referred to in point 2.6.  
2.3. Requirements for auxiliary emission control strategy  
2.3.1.  An auxiliary emission control strategy may be activated by an engine or a non -road 
mobile machinery, provided tha t the auxiliary emission control strategy:  
2.3.1.1.  does not permanently reduce the effectiveness of the emission control system;  
2.3.1.2.  operates only outside the control conditions specified in points 2.4.1, 2.4.2 or 2.4.3 for 
the purposes defined in po int 2.3.5 and only as long as is needed for those purposes, 
except as permitted by points 2.3.1.3, 2.3.2 and 2.3.4;  
2.3.1.3.  is activated only exceptionally within the control conditions in points 2.4.1, 2.4.2 or 
2.4.3, respectively, has been demonstrated to be necessary for the purposes identified 
in point 2.3.5 has been approved by the approval authority, and is not activated for 
longer than is needed for those purposes;  
2.3.1.4.  ensures a level of performance of the emission control system that is as clo se as 
possible to that provided by the base emission control strategy.  
2.3.2.  Where the auxiliary emission control strategy is activated during the EU type -
approval test, activation shall not be limited to occur outside the control conditions set out in 
point 2.4, and the purpose shall not be limited to the criteria set out in point 2.3.5.   
 2 Hata! Bilinmeyen belge özelliği adı.  2.3.3.  Where the auxiliary emission control strategy is not activated during the EU type -
approval test, it must be demonstrated that the auxiliary emission control strate gy is active only 
for as long as required for the purposes set out in point 2.3.5.  
2.3.4.  Cold temperature operation  
An auxiliary emission control strategy may be activated on an engine equipped with exhaust 
gas recirculation (EGR) irrespective of the cont rol conditions in point 2.4 if the ambient 
temperature is below 275 K (2 °C) and one of the two following criteria is met:  
 (a) intake manifold temperature is less than or equal to the temperature defined by 
the following equation: IMT c = P IM/15,75 + 304,4 , where: IMT c is the calculated intake 
manifold temperature, K and P IM is the absolute intake manifold pressure in kPa;  
 (b) engine coolant temperature is less than or equal to the temperature defined by the 
following equation: ECT c = P IM/14,004 + 325,8, w here: ECT c is the calculated engine 
coolant temperature, K and P IM is the absolute intake manifold pressure, kPa.  
2.3.5.  Except as permitted by point 2.3.2, an auxiliary emission control strategy may solely 
be activated for the following purposes:  
 (a) by on-board signals, for protecting the engine (including air -handling device 
protection) and/or non -road mobile machinery into which the engine is installed from 
damage;  
 (b) for operational safety reasons;  
 (c) for prevention of excessive emissions, during cold start or warming -up, during 
shut-down;  
 (d) if used to trade -off the control of one regulated pollutant under specific ambient 
or operating conditions, for maintaining control of all other regulated pollutants, within 
the emission limit values that ar e appropriate for the engine concerned. The purpose is 
to compensate for naturally occurring phenomena in a manner that provides acceptable 
control of all emission constituents.  
2.3.6.  The manufacturer shall demonstrate to the technical service at the time  of the EU type -
approval test that the operation of any auxiliary emission control strategy complies with the 
provisions of this section. The demonstration shall consist of an evaluation of the 
documentation referred to in point 2.6.  
2.3.7.  Any operation o f an auxiliary emission control strategy non -compliant with points 
2.3.1 to 2.3.5 is prohibited.  
2.4. Control conditions  
The control conditions specify an altitude, ambient temperature and engine coolant range that 
determines whether auxiliary emission control strategies may generally or only exceptionally 
be activated in accordance with point 2.3.  
The control conditions specify an atmospheric pressure which is measured as absolute 
atmospheric static pressure (wet or dry) (‘Atmospheric pressure’)  
2.4.1.  Control conditions for engines of categories IWP and IWA:  
 (a) an altitude not exceeding 500 metres (or equivalent atmospheric pressure of 95,5 
kPa);  
 (b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C);  
 (c) the engine coolant tempe rature above 343 K (70 °C).  
2.4.2.  Control conditions for engines of category RLL:   
 3 Hata! Bilinmeyen belge özelliği adı.   (a) an altitude not exceeding 1000 metres (or equivalent atmospheric pressure of 90 
kPa);  
 (b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C);  
 (c) the engine coolant temperature above 343 K (70 °C).  
2.4.3.  Control conditions for engines of categories NRE, NRG and RLR:  
 (a) the atmospheric pressure greater than or equal to 82,5 kPa;  
 (b) the ambient temperature within the following range:  
– equal to or above 266 K ( – 7 °C),  
– less than or equal to the temperature determined by the following equation at the 
specified atmospheric pressure: T c = – 0,4514 × (101,3 – Pb) + 311, where: T c is 
the calculated ambient air temperature, K and P b is the atmospheric pre ssure, 
kPa; 
 (c) the engine coolant temperature above 343 K (70 °C).  
2.5. Where the engine inlet air temperature sensor is being used to estimate ambient air 
temperature the nominal offset between the two measurement points shall be evaluated for an 
engine  type or engine family. Where used, the measured intake air temperature shall be adjusted 
by an amount equal to the nominal offset to estimate ambient temperature for an installation 
using the specified engine type or engine family.  
The evaluation of the o ffset shall be made using good engineering judgement based on technical 
elements (calculations, simulations, experimental results, data etc.) including:  
 (a) the typical categories of non -road mobile machinery into which the engine type 
or engine family wi ll be installed; and,  
 (b) the installation instructions provided to the OEM by the manufacturer.  
A copy of the evaluation shall be made available to the approval authority upon request.  
2.6. Documentation requirements  
2.6.1.  The manufacturer shall comply with the documentation requirements laid down in 
point 1.4 of Part A of Annex I to Implementing  Notification  2017/656/AB  and Appendix 2 to 
that Annex.  
2.6.2.  The manufacturer shall ensure that all documents used for this purpose are marked 
with an identification number and date of issue. The manufacturer shall notify to the approval 
authority whenever the particulars recorded are changed. In this case, it shall issue, either a 
updated version of the documents concerned where the relevant pages are m arked clearly 
showing the date of revision and the nature of the amendment, or alternatively, a new 
consolidated version accompanied by an index containing a detailed description and date of 
each amendment.  
3. Technical requirements relating to NO x control  measures  
3.1. This section 3 shall apply to electronically controlled engines of categories NRE, NRG, 
IWP, IWA, RLL and RLR, complying with ‘stage V’ emission limits set out in Annex II to 
Regulation No: 2016/1628/ AB and  using electronic control to determ ine both the quantity and 
timing of injecting fuel or using electronic control to activate, de -activate or modulate the 
emission control system used to reduce NO x. 
3.2. The manufacturer shall provide complete information on the functional operational 
characteristics of the NO x control measures using the documents set out in Annex I to 
Implementing  Notification  2017/656/AB .  
 4 Hata! Bilinmeyen belge özelliği adı.  3.3. The NO x control strategy shall be operational under all environmental conditions regularly 
occurring in the territory of th e Union, especially at low ambient temperatures.  
3.4. The manufacturer shall demonstrate that the emission of ammonia during the applicable 
emission test cycle of the EU type -approval procedure, when a reagent is used, does not exceed 
a mean value of 25 pp m for engines of category RLL and 10 ppm for engines of all other 
applicable categories.  
3.5. If reagent containers are installed on or connected to a non -road mobile machinery, means 
for taking a sample of the reagent inside the containers must be include d. The sampling point 
must be easily accessible without requiring the use of any specialised tool or device.  
3.6. In addition to the requirements set out in points 3.2 to 3.5, the following requirements shall 
apply:  
 (a) For engines of category NRG the tec hnical requirements set out in Appendix 1;  
 (b) For engines of category NRE:  
 (i) the requirements set out in Appendix 2, when the engine is exclusively 
intended for use in the place of Stage V engines of categories IWP and IWA, in 
accordance with Article 4(1), point (1)(b) of Regulation 2016/1628/AB ; or 
 (ii) the requirements set out in Appendix 1 for engines not covered by 
subparagraph (i);  
 (c) For engines of category IWP, IWA and RLR the technical requirements set out 
in Appendix 2;  
 (d) For engines of category RLL the technical requirements set out in Appendix 3  
4. Technical requirements relating to particulate pollutant control measures  
4.1. This section shall apply to engines of sub -categories subject to a PN limit in accordance 
with the ‘stage V’ emi ssion limits set out in Annex II to Regulation No: 2016/1628/AB fitted 
with a particulate after -treatment system In cases where the NO x control system and the 
particulate control system share the same physical components (e.g. same substrate (SCR on 
filter) , same exhaust gas temperature sensor) the requirements of this section shall not apply to 
any component or malfunction where, after consideration of a reasoned assessment provided 
by the manufacturer, the approval authority concludes that a particulate co ntrol malfunction 
within the scope of this section would lead to a corresponding NO x control malfunction within 
the scope of section 3.  
4.2. The detailed technical requirements relating to particulate pollutant control measures are 
specified in Appendix 4.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
ADDITIONAL TECHNICAL REQUIREMENTS ON NO X CONTROL MEASURES FO R ENGINES OF 
CATEGORIES NRE  AND NRG,  INCLUDING THE METHO D TO DEMONSTRATE THE SE 
STRATEGIES  
1. Introduction  
This Appendix sets out the additional requirements to ensure the correct operation of NO x 
control measures. It includes requirements for engines that rely on the use of a reagent in order 
to reduce emissions. The EU type -approval shall be made conditional upon the application of 
the relevant provisions on ope rator instruction, installation documents, operator warning 
system, inducement system and reagent freeze protection that are set out in this Appendix.  
2. General requirements  
The engine shall be equipped with a NO x Control Diagnostic system (NCD) able to i dentify the 
NO x control malfunctions (NCMs). Any engine covered by this section 2 shall be designed, 
constructed and installed so as to be capable of meeting these requirements throughout the 
normal life of the engine under normal conditions of use. In ach ieving this objective it is 
acceptable that engines which have been used in excess of the emission durability period as 
specified in Annex V to Regulation No: 2016/1628/AB show some deterioration in the 
performance and the sensitivity of the NO x Control Dia gnostic system (NCD), such that the 
thresholds specified in this Annex may be exceeded before the warning and/or inducement 
systems are activated.  
2.1. Required information  
2.1.1.  If the emission control system requires a reagent, the type of reagent, info rmation on 
concentration when the reagent is in solution, its operational temperature conditions a reference 
to international standards for composition and quality and other characteristics of that reagent 
shall be specified by the manufacturer in accordan ce with Part B of Annex I to Implementing  
Notification  2017/656/AB . 
2.1.2.  Detailed written information fully describing the functional operation characteristics 
of the operator warning system set out in section 4 and of the operator inducement system s et 
out in section 5 shall be provided to the approval authority at the time of EU type -approval.  
2.1.3.  The manufacturer shall provide the OEM with documents with instructions on how to 
install the engine in the non -road mobile machinery in such manner tha t the engine, its emission 
control system and the non -road mobile machinery parts, operate in conformity with the 
requirements of this Appendix. This documentation shall include the detailed technical 
requirements of the engine (software, hardware, and com munication) needed for the correct 
installation of the engine in the non -road mobile machinery.  
2.2. Operating conditions  
2.2.1.  Monitoring for reagent level in the storage tank shall be conducted under all 
conditions where measurement is technically feasi ble (for instance, under all conditions when 
a liquid reagent is not frozen).  
2.2.2.  Reagent freeze protection shall apply at ambient temperatures at or below 266 K ( – 
7 °C). 
2.2.3.  All elements of the NO x control diagnostic system other than those listed in points 
2.2.1 and 2.2.2 shall, at a minimum, be operational at the applicable control conditions set out 
in point 2.4 of this Annex for each engine category. The diagnostic system shall remain 
operational outside of this range where technically possible.   
 1 Hata! Bilinmeyen belge özelliği adı.  2.3. Reagent freeze protection  
2.3.1.  It is permitted to use a heated or a non -heated reagent tank and dosing system. A 
heated system shall meet the requirements of points 2.3.2.2 to 2.3.2.2.4. A non -heated system 
shall meet the requirements of point 2.3. 2.3. 
2.3.1.1.  The use of a non -heated reagent tank and dosing system shall be indicated in the 
written instructions to the end -user of the non -road mobile machinery.  
2.3.2.  Reagent tank and dosing system  
2.3.2.1.  If the reagent has frozen, the reagent shal l be available for use within a maximum of 
70 minutes after the start of the engine at 266 K ( – 7 °C) ambient temperature.  
2.3.2.2.  Design criteria for a heated system  
A heated system shall be so designed that it meets the performance requirements set out in 
points  2.3.2 to 2.3.2.2.4 when tested using the procedure defined.  
2.3.2.2.1.  The reagent tank and dosing system shall be soaked at 255 K ( – 18 °C) for 72 hours 
or until the reagent becomes solid, whichever occurs first.  
2.3.2.2.2.  After the soak period  set out in point 2.3.2.2.1, the non -road mobile machinery/engine 
shall be started and operated at 266 K ( – 7 °C) ambient temperature or lower as follows:  
 (a) 10 to 20 minutes idling; followed by  
 (b) up to 50 minutes at no more than 40 % of rated load.  
2.3.2.2.3.  At the conclusion of the test procedure set out in point 2.3.2.2.2, the reagent dosing 
system shall be fully functional.  
2.3.2.2.4.  Evaluation of the design criteria may be performed in a cold chamber test cell using 
an entire non -road mobile ma chinery or parts representative of those to be installed on a non -
road mobile machinery or based on field tests.  
2.3.2.3.  Activation of the operator warning and inducement system for a non -heated system.  
2.3.2.3.1.  The operator warning system described in  points 4 to 4.9 shall be activated if no 
reagent dosing occurs at an ambient temperature ≤  266 K ( – 7 °C). 
2.3.2.3.2.  The severe inducement system as referred to in point 5.4 shall be activated if no 
reagent dosing occurs within a maximum of 70 minutes af ter engine start at an ambient 
temperature ≤  266 K ( – 7 °C). 
2.4. Diagnostic requirements  
2.4.1  The NO x Control Diagnostic system (NCD) shall be able to identify the NO x control 
malfunctions (NCMs) by means of Diagnostic Trouble Codes (DTCs) stored in the computer 
memory and to communicate that information off -board upon request.  
2.4.2  Requirements for recording Diagnostic Trouble Codes (DTCs)  
2.4.2.1  The NCD system shall record a DTC for each distinct NO x Control Malfunction 
(NCM).  
2.4.2.2  The NCD system s hall conclude within 60 minutes of engine operation whether a 
detectable malfunction is present. At this time, a ‘confirmed and active’ DTC shall be stored 
and the warning system be activated according to section 4.  
2.4.2.3  In cases where more than 60 minu tes running time is required for the monitors to 
accurately detect and confirm a NCM (e.g. monitors using statistical models or with respect to 
fluid consumption on the non -road mobile machinery), the approval authority may permit a  
 2 Hata! Bilinmeyen belge özelliği adı.  longer period for monit oring provided the manufacturer justifies the need for the longer period 
(for example by technical rationale, experimental results, in house experience, etc.).  
2.4.3.  Requirements for erasing Diagnostic trouble codes (DTCs)  
 (a) DTCs shall not be erased by  the NCD system itself from the computer memory 
until the failure related to that DTC has been remedied.  
 (b) The NCD system may erase all the DTCs upon request of a proprietary scan or 
maintenance tool that is provided by the engine manufacturer upon requ est, or using a 
pass code provided by the engine manufacturer.  
2.4.4.  An NCD system shall not be programmed or otherwise designed to partially or totally 
deactivate based on age of the non -road mobile machinery during the actual life of the engine, 
nor sha ll the system contain any algorithm or strategy designed to reduce the effectiveness of 
the NCD system over time.  
2.4.5.  Any reprogrammable computer codes or operating parameters of the NCD system 
shall be resistant to tampering.  
2.4.6.  NCD engine family  
The manufacturer is responsible for determining the composition of an NCD engine family. 
Grouping engines within an NCD engine family shall be based on good engineering judgment 
and be subject to approval by the approval authority.  
Engines that do not belon g to the same engine family may still belong to the same NCD engine 
family.  
2.4.6.1.  Parameters defining an NCD engine family  
An NCD engine family is characterized by basic design parameters that shall be common to 
engines within the family.  
In order that engines are considered to belong to the same NCD engine family, the following 
list of basic parameters shall be similar:  
 (a) emission control systems;  
 (b) methods of NCD monitoring;  
 (c) criteria for NCD monitoring;  
 (d) monitoring parameters (e.g. frequency).  
These similarities shall be demonstrated by the manufacturer by means of relevant engineering 
demonstration or other appropriate procedures and subject to the approval of the approval 
authority.  
The manufacturer may request approval by the appr oval authority of minor differences in the 
methods of monitoring/diagnosing the NCD system due to engine configuration variation, when 
these methods are considered similar by the manufacturer and they differ only in order to match 
specific characteristics of the components under consideration (for example size, exhaust gas 
flow, etc.); or their similarities are based on good engineering judgment.  
3. Maintenance requirements  
3.1. The OEM shall provide to all end -users of new non -road mobile machinery written  
instructions about the emission control system and its correct operation in accordance with 
Annex XV.  
4.1. The non -road mobile machinery shall include an operator warning system using visual 
alarms that informs the operator when a low reagent level, inco rrect reagent quality, interruption 
of dosing or a malfunction specified in section 9 has been detected that will lead to activation  
 3 Hata! Bilinmeyen belge özelliği adı.  of the operator inducement system if not rectified in a timely manner. The warning system shall 
remain active when the oper ator inducement system described in section 5 has been activated.  
4.2. The warning shall not be the same as the warning used for the purposes of malfunction or 
other engine maintenance, though it may use the same warning system.  
4.3. The operator warning s ystem may consist of one or more lamps, or display short messages, 
which may include, for example, messages indicating clearly:  
 (a) the remaining time before activation of the low -level and/or severe inducements,  
 (b) the amount of low -level and/or severe  inducement, for example the amount of 
torque reduction,  
 (c) the conditions under which non -road mobile machinery disablement can be 
cleared.  
Where messages are displayed, the system used for displaying these messages may be the same 
as the one used for o ther maintenance purposes.  
4.4. At the choice of the manufacturer, the warning system may include an audible component 
to alert the operator. The cancelling of audible warnings by the operator is permitted.  
4.5. The operator warning system shall be activat ed as specified in points 2.3.3.1, 6.2, 7.2, 8.4, 
and 9.3 respectively.  
4.6. The operator warning system shall be deactivated when the conditions for its activation 
have ceased to exist. The operator warning system shall not be automatically deactivated 
without the reason for its activation having been remedied.  
4.7. The warning system may be temporarily interrupted by other warning signals providing 
important safety related messages.  
4.8. Details of the operator warning system activation and deactivation p rocedures are 
described in section 11.  
4.9. As part of the application for EU type -approval under this Notification , the manufacturer 
shall demonstrate the operation of the operator warning system, as specified in section 10.  
5. Operator inducement system  
5.1. The engine shall incorporate an operator inducement system based on one of the following 
principles:  
5.1.1.  a two -stage inducement system starting with a low -level inducement (performance 
restriction) followed by a severe inducement (effective disabl ement of non -road 
mobile machinery operation);  
5.1.2.  a one -stage severe inducement system (effective disablement of non -road mobile 
machinery operation) activated under the conditions of a low -level inducement system 
as specified in points 6.3.1, 7.3.1, 8 .4.1, and 9.4.1.  
 Where the manufacturer elects to shut down the engine to fulfil the requirement for 
one-stage severe inducement then the inducement for reagent level may, at the choice 
of the manufacturer, be activated under the conditions of point 6.3.2  instead of the 
conditions of point 6.3.1.  
5.2. The engine may be fitted with a means to disable the operator inducement on condition 
that it complies with the requirements of point 5.2.1.  
5.2.1  The engine may be fitted with a means to temporarily disable the operator inducement 
during an emergency declared by a national or regional government, their emergency services 
or their armed services.   
 4 Hata! Bilinmeyen belge özelliği adı.  5.2.1.1  All of the following conditions shall apply when a means to temporarily disable the 
operator inducement in an emergency is fitted to an engine:  
 (a) The maximum operating period for which the inducement may be disabled by 
the operator shall be 120 hours;  
 (b) The method of activation shall be designed to prevent accidental operation by 
requiring a double volunt ary action and shall be clearly marked, at a minimum, with 
the warning ‘EMERGENCY USE ONLY’;  
 (c) The disablement shall de -activate automatically after the 120 hours has expired, 
and there shall be a means for the operator to manually de -activate the disab lement if 
the emergency has ended;  
 (d) After the 120 hours of operation has expired it shall no longer be possible to 
disable the inducement unless the means to disable has been re -armed by the input of 
a manufacturer's temporary security code, or re -configuration of the engine's ECU by 
a qualified service technician, or an equivalent security feature that is unique to each 
engine;  
 (e) The total number and duration of activations of the disablement must be stored 
in non -volatile electronic memory or count ers in a manner to ensure that the 
information cannot be intentionally deleted. It shall be possible for national inspection 
authorities to read these records with a scan tool;  
 (ea) A description of the connection for, and method to read, the records refe rred to 
in point (e) shall be included in the information folder set out in Part A of Annex I to 
Implementing  Notification  2017/656/AB ; 
 (f) The manufacturer shall maintain a record of each request to re -arm the means to 
temporarily disable the operator  inducement and shall make those records available to 
Commission or national authorities upon request.  
5.3. Low-level inducement system  
5.3.1.  The low -level inducement system shall be activated after any of the conditions 
specified in points 6.3.1, 7.3.1, 8.4.1, and 9.4.1 has occurred.  
5.3.2.  The low -level inducement system shall gradually reduce the maximum available 
engine torque across the engine speed range by at least 25 % between the peak torque speed 
and the governor breakpoint as shown in Figure 4.1 . The rate of torque reduction shall be a 
minimum of 1 % per minute.  
5.3.3.  Other inducement measures that are demonstrated to the approval authority as having 
the same or greater level of severity may be used.   
 5 Hata! Bilinmeyen belge özelliği adı.  Figure 4.1  
Low-level inducement torque reduct ion scheme  
 
 
5.4. Severe inducement system  
5.4.1.  The severe inducement system shall be activated after any of the conditions specified 
in points 2.3.3.2, 6.3.2, 7.3.2, 8.4.2, and 9.4.2 has occurred.  
5.4.2.  The severe inducement system shall reduce the non -road mobile machinery's utility 
to a level that is sufficiently onerous as to cause the operator to remedy any problems related to 
sections 6 to 9. The following strategies are acceptable:  
 5.4.2.1.  Engine torque between the peak torque speed and the governor breakpoint 
shall be gradually r educed from the low -level inducement torque in Figure 4.1 by a 
minimum of 1 % per minute to 50 % of maximum torque or lower and for variable -
speed engines the engine speed shall be gradually reduced to 60 % of rated speed or 
lower within the same time peri od as the torque reduction, as shown in Figure 4.2.  
Figure 4.2  
Severe inducement torque reduction scheme  
 
 
5.4.2.2.  Other inducement measures that are demonstrated to the approval authority as having 
the same or greater level of severity may be used.  
5.5. In order to account for safety concerns and to allow for self -healing diagnostics, use of an 
inducement override function for releasing full engine power is permitted prov ided it  
 (a) is active for no longer than 30 minutes; and  
 (b) is limited to 3 activations during each period that the operator inducement system 
is active.   
 6 Hata! Bilinmeyen belge özelliği adı.  5.6. The operator inducement system shall be deactivated when the conditions for its activation 
have ceased to exist. The operator inducement system shall not be automatically deactivated 
without the reason for its activation having been remedied.  
5.7. Details of the operator inducement system activation and deactivation procedures are 
described in sect ion 11.  
5.8. As part of the application for EU type -approval under this Notification , the manufacturer 
shall demonstrate the operation of the operator inducement system, as specified in section 11.  
6. Reagent availability  
6.1. Reagent level indicator  
The non-road mobile machinery shall include an indicator that clearly informs the operator of 
the level of reagent in the reagent storage tank. The minimum acceptable performance level for 
the reagent indicator is that it shall continuously indicate the reagen t level whilst the operator 
warning system referred to in section 4 is activated. The reagent indicator may be in the form 
of an analogue or digital display, and may show the level as a proportion of the full tank 
capacity, the amount of remaining reagent,  or the estimated operating hours remaining.  
6.2. Activation of the operator warning system  
6.2.1.  The operator warning system specified in section 4 shall be activated when the level 
of reagent goes below 10 % of the capacity of the reagent tank or a high er percentage at the 
choice of the manufacturer.  
6.2.2.  The warning provided shall be sufficiently clear, in conjunction with the reagent 
indicator, for the operator to understand that the reagent level is low. When the warning system 
includes a message di splay system, the visual warning shall display a message indicating a low 
level of reagent. (for example ‘urea level low’, ‘AdBlue level low’, or ‘reagent low’).  
6.2.3.  The operator warning system does not initially need to be continuously activated (for 
example a message does not need to be continuously displayed), however activation shall 
escalate in intensity so that it becomes continuous as the level of the reagent approaches empty 
and the point where the operator inducement system will come into effect  is approached (for 
example frequency at which a lamp flashes). It shall culminate in an operator notification at a 
level that is at the choice of the manufacturer, but sufficiently more noticeable at the point 
where the operator inducement system in point  6.3 comes into effect than when it was first 
activated.  
6.2.4.  The continuous warning shall not be easily disabled or ignored. When the warning 
system includes a message display system, an explicit message shall be displayed (for example 
‘fill up urea’, ‘ fill up AdBlue’, or ‘fill up reagent’). The continuous warning may be temporarily 
interrupted by other warning signals providing important safety related messages.  
6.2.5.  It shall not be possible to turn off the operating warning system until the reagent h as 
been replenished to a level not requiring its activation.  
6.3 Activation of the operator inducement system  
6.3.1  The low -level inducement system described in point 5.3 shall be activated if the 
reagent tank level goes below 2,5 % of its nominally full capacity or a higher percentage at the 
choice of the manufacturer.  
6.3.2.  The severe inducement system described in point 5.4 shall be activated if the reagent 
tank is empty, that is, when the dosing system is unable to draw further reagent from the tank, 
or at any level below 2,5 % of its nominally full capacity at the discretion of the manufacturer.   
 7 Hata! Bilinmeyen belge özelliği adı.  6.3.3.  Except to the extent permitted by point 5.5, it shall not be possible to turn off the low -
level or severe inducement system until the reagent has been replenished to a level not requiring 
their respective activation.  
7. Reagent quality monitoring  
7.1. The engine or non -road mobile machinery shall include a means of determining the 
presence of an incorrect reagent on board a non -road mobile machinery.  
7.1.1. The manufacturer shall specify a minimum acceptable reagent concentration CD min, 
which results in tailpipe NO x emissions not exceeding the lower of either the applicable NO x 
limit multiplied by 2,25 or the applicable NO x limit plus 1,5 g/kWh. For engine sub -categories 
with a combined HC and NO x limit, the applicable NO x limit value for the purpose of this point 
shall be the combined limit value for HC and NO x reduced by 0,19 g/kWh.  
7.1.1.1.  The value of CD min specified by  the manufacturer shall be used during the 
demonstration set out in section 13 and recorded in Part C of the information document 
specified in Annex I to Implementing  Notification  2017/656/AB . 
7.1.2.  Any reagent concentration lower than CD min shall be d etected and be regarded, for the 
purpose of point 7.1, as being incorrect reagent.  
7.1.3.  A specific counter (‘the reagent quality counter’) shall be attributed to the reagent 
quality. The reagent quality counter shall count the number of engine operating hours with an 
incorrect reagent.  
7.1.3.1.  Optionally, the manufacturer may group the reagent quality failure together with one 
or more of the failures listed in sections 8 and 9 into a single counter.  
7.1.4.  Details of the reagent quality counter activatio n and deactivation criteria and 
mechanisms are described in section 11.  
7.2. Activation of the operator warning system  
When the monitoring system confirms that the reagent quality is incorrect, the operator warning 
system described in section 4 shall be ac tivated. When the warning system includes a message 
display system, it shall display a message indicating the reason of the warning (for example 
‘incorrect urea detected’, ‘incorrect AdBlue detected’, or ‘incorrect reagent detected’).  
7.3 Activation of the  operator inducement system  
7.3.1.  The low -level inducement system described in point 5.3 shall be activated if the 
reagent quality is not rectified within a maximum of 10 engine operating hours after the 
activation of the operator warning system as descri bed in point 7.2.  
7.3.2.  The severe inducement system described in point 5.4 shall be activated if the reagent 
quality is not rectified within a maximum of 20 engine operating hours after the activation of 
the operator warning system as described in point 7.2. 
7.3.3.  The number of hours prior to activation of the inducement systems shall be reduced 
in case of a repetitive occurrence of the malfunction according to the mechanism described in 
section 11.  
8. Reagent dosing activity  
8.1 The engine shall include  a means of determining interruption of dosing.  
8.2. Reagent dosing activity counter  
8.2.1.  A specific counter shall be attributed to the dosing activity (the ‘dosing activity 
counter’). The counter shall count the number of engine operating hours which oc cur with an 
interruption of the reagent dosing activity. This is not required where such interruption is  
 8 Hata! Bilinmeyen belge özelliği adı.  demanded by the engine ECU because the non -road mobile machinery operating conditions are 
such that the non -road mobile machinery's emission performanc e does not require reagent 
dosing.  
8.2.1.1.  Optionally, the manufacturer may group the reagent dosing failure together with one 
or more of the failures listed in sections 7 and 9 into a single counter.  
8.2.2.  Details of the reagent dosing activity counter activation and deactivation criteria and 
mechanisms are described in section 11.  
8.3. Activation of the operator warning system  
The operator warning system described in section 4 shall be activated in the case of interruption 
of dosing which sets the dosing activity counter in accordance with point 8.2.1. When the 
warning system includes a message display system, it shall display a message indicating the 
reason of the warning (e.g. ‘urea dosing malfunction’, ‘AdBlue dosing malfunction’, or ‘reagent 
dosing malfunction’).  
8.4. Activation of the operator inducement system  
8.4.1.  The low -level inducement system described in point 5.3 shall be activated if an 
interruption in reagent dosing is not rectified within a maximum of 10 engine operating hours 
after the activation of the operator warning system in accordance with point 8.3.  
8.4.2.  The severe inducement system described in point 5.4 shall be activated if an 
interruption in reagent dosing is not rectified within a maximum of 20 engine operating hours 
after the activation of the operator warning system in accordance with point 8.3.  
8.4.3.  The number of hours prior to activation of the inducement systems shall be reduced 
in case of a repetitive occurrence of the malfunction according to the mechanism descr ibed in 
section 11.  
9. Other failures that may be attributed to tampering  
9.1. In addition to the level of reagent in the reagent tank, the reagent quality, and the 
interruption of dosing, the following failures shall be monitored because they may be attri buted 
to tampering:  
 (a) failures of the NO x Control Diagnostic (NCD) system as described in point 9.2.1;  
 (b) failures of the exhaust gas recirculation (EGR) valve as described in point 9.2.2.  
9.2. Monitoring requirements and counters  
9.2.1.  NCD system  
9.2.1.1.  The NO x Control Diagnostic (NCD) system shall be monitored for electrical failures 
and for removal or deactivation of any sensor that prevents it from diagnosing any other failures 
set out in sections 6 to 8 (component monitoring).  
A non -exhaustive list of sensors that affect the diagnostic capability are those directly 
measuring NO x concentration, urea quality sensors, ambient sensors and sensors used for 
monitoring reagent dosing activity, reagent level, or reagent consumption.  
9.2.1.2.  A counter s hall be attributed to each of the monitoring failures.  The NCD system 
counters shall count the number of engine operating hours when the DTC associated to a 
malfunction of the NCD system is confirmed to be active. Different NCD system failures may 
be group ed into a single counter.  
9.2.1.2.1.  The manufacturer may group the NCD system failure together with one or more of 
the systems listed in sections 7, 8 and point 9.2.2 into a single counter.   
 9 Hata! Bilinmeyen belge özelliği adı.  9.2.1.3.  Details of the NCD system counter(s) activation and deac tivation criteria and 
mechanisms are described in section 11.  
9.2.2.  Impeded EGR valve  
9.2.2.1.  The exhaust gas recirculation (EGR) system shall be monitored for an impeded EGR 
valve.  
9.2.2.2.  A counter shall be attributed to an impeded EGR valve. The EGR valve counter shall 
count the number of engine operating hours when the DTC associated to an impeded EGR valve 
is confirmed to be active.  
9.2.2.2.1.  The manufacturer may group the impeded EGR valve failure together with one or 
more of the systems listed in  sections 7, 8 and point 9.2.1 into a single counter.  
9.2.2.3.  Details of the EGR valve counter activation and deactivation criteria and mechanisms 
are described in section 11.  
9.3. Activation of the operator warning system  
The operator warning system set out in section 4 shall be activated in case any of the failures 
specified in point 9.1 occur, and shall indicate that an urgent repair is required. When the 
warning system includes a message display system, it shall display a message indicating either 
the reason of the warning (for example ‘reagent dosing valve disconnected’, or ‘critical 
emission failure’).  
9.4. Activation of the operator inducement system  
9.4.1.  The low -level inducement system described in point 5.3 shall be activated if a failure 
specifi ed in point 9.1 is not rectified within a maximum of 36 engine operating hours after the 
activation of the operator warning system set out in point 9.3.  
9.4.2.  The severe inducement system described in point 5.4 shall be activated if a failure 
specified in  point 9.1 is not rectified within a maximum of 100 engine operating hours after the 
activation of the operator warning system set out in point 9.3.  
9.4.3.  The number of hours prior to activation of the inducement systems shall be reduced 
in case of a repe titive occurrence of the malfunction according to the mechanism described in 
section 11.  
9.5. As an alternative to the monitoring requirements set out in point 9.2, the manufacturer may 
monitor for failures using a NO x sensor located in the exhaust system.  In this case,  
 (a) the NO x value at which the NCM shall be detected shall not exceed the lower of 
either the applicable NO x limit multiplied by 2,25 or the applicable NO x limit plus 
1,5 g/kWh. For engine sub -categories with a combined HC and NO x limit, th e 
applicable NO x limit value for the purpose of this point shall be the combined limit 
value for HC and NO x reduced by 0,19  g/kWh.  
 (b) a single warning may be used, including, where messages are used, the statement 
‘high NO x – root cause unknown’,  
 (c) in point 9.4.1 the maximum number of engine operating hours between the 
activation of the operator warning system and the activation of the low -level 
inducement system shall be reduced to 10,  
 (d) in point 9.4.2 the maximum number of engine operating hours b etween the 
activation of the operator warning system and the activation of the severe inducement 
system shall be reduced to 20.   
 10 Hata! Bilinmeyen belge özelliği adı.  10. Demonstration requirements  
10.1.  General  
The compliance to the requirements of this Appendix shall be demonstrated during EU  type-
approval by performing, as illustrated in Table 4.1 and specified in this section 10:  
 (a) a demonstration of the warning system activation;  
 (b) a demonstration of the low level inducement system activation, if applicable;  
 (c) a demonstration of th e severe inducement system activation  
10.2.  Engine families and NCD engine families  
The compliance of an engine family or an NCD engine family with the requirements of this 
section 10 may be demonstrated by testing one of the members of the considered fami ly, 
provided the manufacturer demonstrates to the approval authority that the monitoring systems 
necessary for complying with the requirements of this Appendix are similar within the family.  
10.2.1.  The demonstration that the monitoring systems for other m embers of the NCD engine 
family are similar may be performed by presenting to the approval authorities such elements as 
algorithms, functional analyses, etc.  
10.2.2.  The test engine is selected by the manufacturer in agreement with the approval 
authority. It may or may not be the parent engine of the considered family.  
10.2.3.  In the case where engines of an engine family belong to an NCD engine family that 
has already been EU type -approved, as referred to in point 10.2.1 (Figure 4.3), the compliance 
of tha t engine family is deemed to be demonstrated without further testing, provided the 
manufacturer demonstrates to the authority that the monitoring systems necessary for 
complying with the requirements of this Appendix are similar within the considered engin e and 
NCD engine families.  
 
 
Table 4.1  
Illustration of the content of the demonstration process in accordance with the provisions in 
points 10.3 and 10.4.  
Mechanism  demonstration elements  
Warning system activation 
specified in point 10.3  – 2 activation tests (incl. lack of reagent)  
– Supplementary demonstration elements, as 
appropriate  
Low-level inducement 
activation specified in point 
10.4.  – 2 activation tests (incl. lack of reagent)  
– Supplementary demonstration elements, as 
appropriate  
– 1 torque reduction test 
Severe inducement activation 
specified in point 10.4  – 2 activation tests (incl. lack of reagent)  
– Supplementary demonstration elements, as 
appropriate   
 11 Hata! Bilinmeyen belge özelliği adı.  Figure 4.3  
Previously demonstrated conformity of an NCD engine family  
 
 
10.3.  Demonstration of the warning system activation  
10.3.1.  The compliance of the warning system activation shall be demonstrated by performing 
two tests: lack of reagent, and one failure category identified in sections 7, 8 or 9.  
10.3.2.  Selection of the failure to be tested among those referred to in sections 7, 8 or 9.  
10.3.2.1.  The approval authority shall select one failure category. In the case that a failure is 
selected from points 7 or 9, the additional requirements set out in points 10.3.2.2 or 10.3.2.3 
shall apply, respectively.  
10.3.2.2.  For the purpose of demonstrating the activation of the warning system in case of a 
wrong reagent quality, a reagent shall be selected with a dilution of the active ingredient at least 
as dilute as that communicated by the manufacturer in accordance with the requirements set out 
in points 7 to  7.3.3.  
10.3.2.3.  For the purpose of demonstrating the activation of the warning system in case of 
failures that may be attributed to tampering, and ar e defined in section 9 the selection shall be 
performed in accordance with the following requirements:  
10.3.2.3.1.  The manufacturer shall provide the approval authority with a list of such potential 
failures.  
10.3.2.3.2.  The failure to be considered in the  test shall be selected by the approval authority 
from the list referred to in point 10.3.2.3.1.  
10.3.3.  Demonstration  
10.3.3.1.  For the purpose of this demonstration, a separate test shall be performed for the lack 
of reagent and the failure selected in a ccordance with points 10.3.2 to 10.3.2.3.2.  
10.3.3.2.  During a test, no failure shall be present other than the one addressed by the test.  
10.3.3.3.  Prior to starting a test, all DTC shall have been erased.  
10.3.3.4.  At the request of the manufacturer, and  with the agreement of the approval authority, 
the failures subject to testing may be simulated.   
 12 Hata! Bilinmeyen belge özelliği adı.  10.3.3.5.  Detection of failures other than lack of reagent.  
For failures other than lack of reagent, once the failure installed or simulated, the detection of 
that failure shall be performed as follows:  
10.3.3.5.1.  The NCD system shall respond to the introduction of a failure selected as 
appropriate by the approval authority in accordance to the provisions of this Appendix. 
This is considered to be demonstrated if activation occurs within two consecutive NCD 
test-cycles according to point 10.3.3.7.  
 When it has been specified in the monitoring description and agreed by the approval 
authority that a specific monitor needs more than two NCD test -cycles to complete its 
monitoring, the number of NCD test -cycles may be increased to 3 NCD test -cycles.  
 Each individual NCD test -cycle in the demonstration test may be separated by an 
engine shut -off. The time until the next start -up shall take into consideration any 
monito ring that may occur after engine shut -off and any necessary condition that must 
exist for monitoring to occur at the next start up.  
10.3.3.5.2.  The demonstration of the warning system activation is deemed to be 
accomplished if, at the end of each demonstra tion test performed in accordance with 
point 10.3.3, the warning system has been properly activated and the DTC for the 
selected failure has got the ‘confirmed and active’ status.  
10.3.3.6.  Detection in case of lack of reagent availability  
For the purpose of demonstrating the activation of the warning system in case of lack of reagent 
availability, the engine shall be operated over one or more NCD test cycles at the discretion of 
the manufacturer.  
10.3.3.6.1.  The demonstration shall start with a level of re agent in the tank to be agreed 
between the manufacturer and the approval authority but representing not less than 10 % of the 
nominal capacity of the tank.  
10.3.3.6.2.  The warning system is deemed to have performed in the correct manner if the 
following co nditions are met simultaneously:  
 (a) the warning system has been activated with a reagent availability greater or equal 
to 10 % of the capacity of the reagent tank; and  
 (b) the ‘continuous’ warning system has been activated with a reagent availability 
greater or equal to the value declared by the manufacturer in accordance with the 
provisions of section 6.  
10.3.3.7.  NCD test cycle  
10.3.3.7.1  The NCD test cycle considered in this section 10 for demonstrating the correct 
performance of the NCD system is the  hot-start NRTC cycle for engines of sub -category NRE -
v-3, NRE -v-4, NRE -v-5 NRE -v-6 and the applicable NRSC for all other categories.  
10.3.3.7.2  On request of the manufacturer and with approval of the approval authority, an 
alternative NCD test -cycle can be used (e.g. other than the NTRC or the NRSC) for a specific 
monitor. The request shall contain elements (technical considerations, simulation, test results, 
etc.) demonstrating:  
 (a) the requested test -cycle results in a monitor that will run in real wor ld operations; 
and 
 (b) the applicable NCD test -cycle specified in point 10.3.3.7.1 is shown to be less 
appropriate for the considered monitoring.   
 13 Hata! Bilinmeyen belge özelliği adı.  10.3.4.  The demonstration of the warning system activation is deemed to be accomplished if, 
at the end of eac h demonstration test performed according to point 10.3.3, the warning system 
has been properly activated.  
10.4.  Demonstration of the inducement system  
10.4.1.  The demonstration of the inducement system shall be done by tests performed on an 
engine test ben ch. 
10.4.1.1.  Any components or sub -systems not physically mounted on the engine, such as, but 
not limited to, ambient temperature sensors, level sensors, and operator warning and 
information systems, that are required in order to perform the demonstration s shall be connected 
to the engine for that purpose, or shall be simulated, to the satisfaction of the approval authority.  
10.4.1.2.  If the manufacturer chooses, and subject to the agreement of the approval authority, 
the demonstration tests may be perform ed on a complete non -road mobile machinery or 
machinery either by mounting the non -road mobile machinery on a suitable test bed or, 
notwithstanding point 10.4.1, by running it on a test track under controlled conditions.  
10.4.2.  The test sequence shall dem onstrate the activation of the inducement system in case 
of the failure selected by the approval authority from the list as referred to in point 10.3.2.1 for 
the test of the warning system.  
10.4.3.  For the purpose of this demonstration,  
 (a) the manufactur er shall, in agreement with the approval authority, be permitted to 
accelerate the test by simulating the achievement of a certain number of operating 
hours,  
 (b) the achievement of the torque reduction required for low -level inducement may 
be demonstrated  at the same time as the general engine performance approval process 
performed in accordance with this Notification . A separate torque measurement 
during the inducement system demonstration is not required in this case,  
 (c) the low -level inducement, if a pplicable, shall be demonstrated in accordance with 
the requirements of point 10.4.5,  
 (d) the severe inducement shall be demonstrated in accordance with the requirements 
of point 10.4.6.  
10.4.4.  The manufacturer shall, in addition, demonstrate the operati on of the inducement 
system under those failure conditions defined in sections 7, 8 or 9 which have not been chosen 
for use in demonstration tests described in points 10.4.1 to 10.4.3.  
These additional demonstrations may be performed by presentation to the  approval authority of 
a technical case using evidence such as algorithms, functional analyses, and the result of 
previous tests.  
10.4.4.1.  These additional demonstrations shall in particular demonstrate to the satisfaction of 
the approval authority the in clusion of the correct torque reduction mechanism in the engine 
ECU.  
10.4.5.  Demonstration test of the low -level inducement system  
10.4.5.1.  This demonstration starts when the warning system or when appropriate ‘continuous’ 
warning system has been activate d as a result of the detection of a failure selected by the 
approval authority.  
10.4.5.2.  When the system is being checked for its reaction to the case of lack of reagent in the 
tank, the engine shall be run until the reagent availability has reached a val ue of 2,5 % of the  
 14 Hata! Bilinmeyen belge özelliği adı.  tank nominal full capacity of the tank or the value declared by the manufacturer in accordance 
with point 6.3.1 at which the low -level inducement system is intended to operate.  
10.4.5.2.1.  The manufacturer may, with the agreement of the approval authority, simulate 
continuous running by extracting reagent from the tank, either whilst the engine is running or 
is stopped.  
10.4.5.3.  When the system is checked for its reaction in the case of a failure other than a lack 
of reagent in the tank,  the engine shall be run for the relevant number of operating hours 
indicated in Table 4.3 or, at the choice of the manufacturer, until the relevant counter has 
reached the value at which the low -level inducement system is activated.  
10.4.5.4.  The demonstr ation of the low level inducement system shall be deemed to be 
accomplished if, at the end of each demonstration test performed according to points 10.4.5.2 
and 10.4.5.3, the manufacturer has demonstrated to the approval authority that the engine ECU 
has a ctivated the torque reduction mechanism.  
10.4.6.  Demonstration test of the severe inducement system  
10.4.6.1.  This demonstration shall start from a condition where the low -level inducement 
system has been previously activated and may be performed as a continuation of the tests 
undertaken to demonstrate the low -level inducement system.  
10.4.6.2.  When the system is checked for its reaction in the case of lack of reagent in the tank, 
the engine shall be run until the reagent tank is empty, or has reached t he level below 2,5 % of 
nominal full capacity of the tank at which the manufacturer has declared to activate the severe 
inducement system.  
10.4.6.2.1.  The manufacturer may, with the agreement of the approval authority, simulate 
continuous running by extrac ting reagent from the tank, either whilst the engine is running or 
is stopped.  
10.4.6.3.  When the system is checked for its reaction in the case of a failure that is not a lack 
of reagent in the tank, the engine shall then be run for the relevant number of  operating hours 
indicated in Table 4.4 or, at the choice of the manufacturer, until the relevant counter has 
reached the value at which the severe inducement system is activated.  
10.4.6.4.  The demonstration of the severe inducement system shall be deemed to be 
accomplished if, at the end of each demonstration test performed according to points 10.4.6.2 
and 10.4.6.3, the manufacturer has demonstrated to the approval authority that the severe 
inducement mechanism considered in this Appendix has been activate d. 
10.4.7.  Alternatively, if the manufacturer chooses, and subject to the agreement of the 
approval authority, the demonstration of the inducement mechanisms may be performed on a 
complete non -road mobile machinery in accordance with the requirements of po ints 5.4 and 
10.4.1.2, either by mounting the non -road mobile machinery on a suitable test bed or by running 
it on a test track under controlled conditions.  
10.4.7.1.  The non -road mobile machinery shall be operated until the counter associated with 
the sel ected failure has reached the relevant number of operating hours indicated in Table 4.4 
or, as appropriate, until either the reagent tank is empty or, has reached the level below 2,5 % 
of nominal full capacity of the tank at which the manufacturer has chos en to activate the severe 
inducement system.  
10.5.  Documentation of the demonstration  
10.5.1.  A demonstration report shall document the demonstration of the NCD system. The 
report shall:  
 (a) identify the failures examined;   
 15 Hata! Bilinmeyen belge özelliği adı.   (b) describe the demonstration performed including the applicable test cycle;  
 (c) confirm that the applicable warnings and inducements were activated as required 
by this Notification ; and  
 (d) be included in the information folder as set out in Part A of Annex I of 
Implementing  Notif ication  2017/656/AB . 
11. Description of the operator warning and inducement activation and deactivation 
mechanisms  
11.1 To complement the requirements specified in this Appendix concerning the warning and 
inducement activation and deactivation mechanisms , this section 11 specifies the technical 
requirements for an implementation of those activation and deactivation mechanisms.  
11.2.  Activation and deactivation mechanisms of the warning system  
11.2.1.  The operator warning system shall be activated when the  diagnostic trouble code 
(DTC) associated with a NCM justifying its activation has the status defined in Table 4.2.  
 
Table 4.2  
Activation of the operator warning system  
Failure type  DTC status for activation of the warning system  
Poor reagent quality  confirmed and active  
Interruption of dosing  confirmed and active  
Impeded EGR valve  confirmed and active  
Malfunction of the monitoring system  confirmed and active  
NO x threshold, if applicable  confirmed and active  
 
11.2.2.  The operator warning system shall be deactivated when the diagnosis system 
concludes that the malfunction relevant to that warning is no longer present or when the 
information including DTCs relative to the failures justifying its activation is erased by a scan 
tool. 
11.2.2.1  Require ments for erasing ‘NO x control information’  
11.2.2.1.1.  Erasing/resetting ‘NO x control information’ by a scan -tool 
On request of the scan tool, the following data shall be erased or reset to the value specified in 
this Appendix from the computer memory (se e Table 4.3).  
 
 
 
 
  
 16 Hata! Bilinmeyen belge özelliği adı.  Table 4.3  
Erasing / resetting ‘NO x control information’ by a scan -tool 
NO x control information  Erasable  Resetable  
All DTCs  X  
The value of the counter with the highest number of engine 
operating hours   X 
The number of engine operating hours from the NCD 
counter(s)   X 
 
11.2.2.1.2.  NO x control information shall not be erased by disconnection of the non -road 
mobile machinery's battery(s).  
11.2.2.1.3.  The erasing of ‘NO x control information’ shall only be possible under ‘engine -
off’ conditions.  
11.2.2.1.4.  When ‘NO x control information’ including DTCs are erased, any counter 
associated with these failures and which is specified in this Appendix shall not be erased, but 
reset to the value specified in the appropriate section of thi s Appendix.  
11.3.  Activation and deactivation mechanism of the operator inducement system  
11.3.1.  The operator inducement system shall be activated when the warning system is active 
and the counter relevant to the type of NCM justifying their activation ha ve reached the value 
specified in Table 4.4.  
11.3.2.  The operator inducement system shall be deactivated when the system no longer 
detects a malfunction justifying its activation, or if the information including the DTCs relative 
to the NCMs justifying its  activation has been erased by a scan tool or maintenance tool.  
11.3.3.  The operator warning and inducement systems shall be immediately activated or 
deactivated as appropriate according to the provisions of section 6 after assessment of the 
reagent quanti ty in the reagent tank. In that case, the activation or deactivation mechanisms 
shall not depend upon the status of any associated DTC.  
11.4.  Counter mechanism  
11.4.1.  General  
11.4.1.1.  To comply with the requirements of this Appendix, the system shall con tain counters 
to record the number of hours during which the engine has been operated while the system has 
detected any of the following NCM:  
 (a) an incorrect reagent quality;  
 (b) an interruption of reagent dosing activity;  
 (c) an impeded EGR valve;  
 (d) a failure of the NCD system.  
11.4.1.1.1.  The manufacturer may use one or more counters for grouping the NCMs 
indicated in point  11.4.1.1.   
 17 Hata! Bilinmeyen belge özelliği adı.  11.4.1.2.  Each of the counters shall count up to the maximum value provided in a 2 byte counter 
with 1 hour resolu tion and hold that value unless the conditions allowing the counter to be reset 
to zero are met.  
11.4.1.3.  A manufacturer may use a single or multiple NCD system counters. A single counter 
may accumulate the number of hours of 2 or more different malfuncti ons relevant to that type 
of counter, none of them having reached the time the single counter indicates.  
11.4.1.3.1.  When the manufacturer decides to use multiple NCD system counters, the system 
shall be capable of assigning a specific monitoring system co unter to each malfunction relevant 
according to this Appendix to that type of counters.  
11.4.2.  Principle of counters mechanism  
11.4.2.1.  Each of the counters shall operate as follows:  
11.4.2.1.1.  If starting from zero, the counter shall begin counting as soon as a malfunction 
relevant to that counter is detected and the corresponding diagnostic trouble code 
(DTC) has the status defined in Table 4.2.  
11.4.2.1.2.  In case of repeated failures, one of the following provisions shall apply at the 
choice of the m anufacturer.  
 (a) If a single monitoring event occurs and the malfunction that originally 
activated the counter is no longer detected or if the failure has been erased by a 
scan tool or a maintenance tool, the counter shall halt and hold its current value.  
If the counter stops counting when the severe inducement system is active, the 
counter shall be kept frozen at the value defined in Table 4.4 or a value of greater 
than or equal to the counter value for severe inducement minus 30 minutes.  
 (b) The counter  shall be kept frozen at the value defined in Table 4.4 or a value 
of greater than or equal to the counter value for severe inducement minus 30 
minutes.  
11.4.2.1.3.  In the case of a single monitoring system counter, that counter shall continue 
counting if a NCM relevant to that counter has been detected and its corresponding 
Diagnostic trouble code (DTC) has the status ‘confirmed and active’. It shall halt and 
hold one of the values specified in point 11.4.2.1.2, if no NCM that would justify the 
counter act ivation is detected or if all the failures relevant to that counter have been 
erased by a scan tool or a maintenance tool.  
 
Table 4.4  
Counters and inducement  
 DTC status for 
first activation of 
the counter  Counter value 
for low -level 
inducement  Counter value 
for severe 
inducement  Frozen value 
held by the 
counter  
Reagent quality 
counter  confirmed and 
active  ≤ 10 hours  ≤ 20 hours  ≥ 90 % of 
counter value 
for severe 
inducement  
Dosing counter  confirmed and 
active  ≤ 10 hours  ≤ 20 hours  ≥ 90 % of 
counter value  
 18 Hata! Bilinmeyen belge özelliği adı.  for severe 
inducement  
EGR valve 
counter  confirmed and 
active  ≤ 36 hours  ≤ 100 hours  ≥ 95 % of 
counter value 
for severe 
inducement  
Monitoring 
system counter  confirmed and 
active  ≤ 36 hours  ≤ 100 hours  ≥ 95 % of 
counter value 
for se vere 
inducement  
NO x threshold, if 
applicable  confirmed and 
active  ≤ 10 hours  ≤ 20 hours  ≥ 90 % of 
counter value 
for severe 
inducement  
 
11.4.2.1.4.  Once frozen, the counter shall be reset to zero when the monitors relevant to that 
counter have run at least once to completion of their monitoring cycle without having 
detected a malfunction and no  malfunction relevant to that counter has been detected 
during 40 engine operating hours since the counter was last held (see Figure 4.4).  
11.4.2.1.5.  The count er shall continue counting from the point at which it had been held if a 
malfunction relevant to that counter is detected during a period when the counter is 
frozen (see Figure 4.4).  
12. Illustration of the activation and deactivation and counter mechanism s 
12.1.  This section 12 illustrates the activation and deactivation and counter mechanisms for 
some typical cases. The Figures and descriptions given in points 12.2, 12.3 and 12.4 are 
provided solely for the purposes of illustration in this Appendix and sh ould not be referenced 
as examples of either the requirements of this Notification  or as definitive statements of the 
processes involved. The counter hours in Figures 4.6 and 4.7 refer to the maximum severe 
inducement values in Table 4.4. For simplificati on purposes, for example, the fact that the 
warning system will also be active when the inducement system is active has not been 
mentioned in the illustrations given.   
 19 Hata! Bilinmeyen belge özelliği adı.  Figure 4.4  
Reactivation and resetting to zero of a counter after a period when its value has been frozen  
 
 
12.2.  Figure 4.5 illustrates the operation of the activation and deactivation mechanisms 
when monitoring the reagent availability for four cases:  
 (a) use case 1: the operator continues operating the non -road mobile machinery in 
spite of the warning until non -road mobile machinery operation is disable d; 
 (b) refilling case 1 (‘adequate’ refilling): the operator refills the reagent tank so that 
a level above the 10 % threshold is reached. Warning and inducement are de -activated;  
 (c) refilling cases 2 and 3 (‘inadequate’ refilling): The warning system i s activated. 
The level of warning depends on the amount of available reagent;  
 (d) refilling case 4 (‘very inadequate’ refilling): The low level inducement is 
activated immediately.   
 20 Hata! Bilinmeyen belge özelliği adı.  Figure 4.5  
Reagent availability  
 
 
12.3.  Figure 4.6 illustrates three cases of wrong reagent quality:  
 (a) use case 1: the operator continues operating the non -road mobile machinery in 
spite of the warning until non -road mobile machinery operation is disabled.  
 (b) repair case 1 (‘bad’ or ‘dishonest’ repair): after disablement of the non -road 
mobile machinery, the operator changes the quality of  the reagent, but soon after, 
changes it again for a poor quality one. The inducement system is immediately 
reactivated and non -road mobile machinery operation is disabled after 2 engine 
operating hours.  
 (c) repair case 2 (‘good’ repair): after disablemen t of the non -road mobile 
machinery, the operator rectifies the quality of the reagent. However some time 
afterwards, he refills again with a poor quality reagent. The warning, inducement and 
counting processes restart from zero.   
 21 Hata! Bilinmeyen belge özelliği adı.  Figure 4.6  
Filling with poo r reagent quality  
 
 
12.4.  Figure 4.7 illustrates three cases of failure of the urea dosing system. This Figure also 
illustrates the process that applies in the case of the monitoring failures described in section 9:  
 (a) use case 1: the operator continues operating the non -road mobile machine ry in 
spite of the warning until non -road mobile machinery operation is disabled.  
 (b) repair case 1 (‘good’ repair): after disablement of the non -road mobile 
machinery, the operator repairs the dosing system. However some time afterwards, the 
dosing syste m fails again. The warning, inducement and counting processes restart 
from zero.  
 (c) repair case 2 (‘bad’ repair): during the low -level inducement time (torque 
reduction), the operator repairs the dosing system. Soon after, however, the dosing 
system fail s again. The low -level inducement system is immediately reactivated and 
the counter restarts from the value it had at the time of repair.   
 22 Hata! Bilinmeyen belge özelliği adı.  Figure 4.7  
Failure of the reagent dosing system  
 
 
13. Demonstration of the minimum acceptable reagent concentration CD min 
13.1.  The manufacturer shall demonstrate the correct value of CD min during EU type -
approval by performing the hot -start NRTC cycle for engines of sub -category NRE -v-3, NRE -
v-4, NRE -v-5 NRE -v-6 and the applicable NRSC for all other categories using a reagent with 
the concentration CD min. 
13.2.  The test shall follow the app ropriate NCD cycle(s) or manufacturer defined pre -
conditioning cycle, permitting a closed loop NO x control system to perform adaptation to the 
quality of the reagent with the concentration CD min. 
13.3.  The pollutant emissions resulting from this test shall  not exceed the NO x threshold 
specified in point  7.1.1.  
13.4.  Documentation of the demonstration  
13.4.1.  A demonstration report shall document the demonstration of the minimum acceptable 
reagent concentration. The report shall:  
 (a) identify the failures e xamined;  
 (b) describe the demonstration performed including the applicable test cycle;  
 (c) confirm that the pollutant emissions arising from this demonstration did not 
exceed the NO x threshold specified in point 7.1.1;  
 (d) be included in the information  folder as set out in Part A of Annex I to 
Implementing  Notification  2017/656/AB .  
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 2  
ADDITIONAL TECHNICAL REQUIREMENTS ON NO X CONTROL MEASURES FO R ENGINES OF 
CATEGORIES IWP,  IWA  AND RLR,  INCLUDING THE METHO D TO DEMONSTRATE THESE 
STRATEGIES  
1. Introduction  
This Appendix sets out the additional requirements to ensure the correct operation of NO x 
control measures for engines of categories IWP, IWA and RLR.  
2. General requirements  
The requirements of Appendix 1 apply to engines in scope of this Appendix, except as set out 
in points  3 and 4 of this Appendix.  
3. Exceptions to the requirements of Appendix 1  
In order to account for safety concerns the operator inducement system set out in points 5 and 
11.3 of Appendix 1 shall not app ly to engines under the scope of this Appendix. The 
requirement to store data in an on -board computer log set out in point 4 of this Appendix shall 
apply wherever the inducement would have been activated in accordance with points 2.3.2.3.2, 
6.3, 7.3, 8.4 a nd 9.4 of Appendix 1.  
4. Requirement for storing incidents of engine operation with inadequate reagent 
injection or reagent quality  
4.1. The on -board computer log must record in non -volatile computer memory or counters the 
total number and duration of all incidents of engine operation with inadequate reagent injection 
or reagent quality in a manner to ensure that the information cannot be intentionally deleted.  
4.1.1.  It shall be possible for national inspection authorities to read these records with a scan  
tool. 
4.1.2.  A description of the connection for, and method to read, these records shall be 
included in the information folder as set out in Part A of Annex I of Implementing  Notification  
2017/656/AB . 
4.2. The duration of an incident of inadequate rea gent level recorded in the on -board computer 
log as specified in point 4.1, in place of an inducement in accordance with point 6.3 of Appendix 
1, shall commence when the reagent tank becomes empty, that is, when the dosing system is 
unable to draw further reagent from the tank, or at any level below 2,5  % of its nominally full 
capacity at the discretion of the manufacturer.  
4.3. The duration of an incident recorded in the on -board computer log as specified in point 
4.1, in place of the inducement specified in points 6.3, 7.3, 8.4 and 9.4 of Appendix 1, shall 
commence when the respective counter reaches the value for severe inducement in Table 4.4 
of Appendix 1.  
4.4. The duration of an incident recorded in the on -board computer log as specified in point 
4.1, in place of the inducement specified in point 2.3.2.3.2 of Appendix 1, shall commence 
when inducement would have commenced.  
4.5. The duration of an incident recorded in the on -board computer log as specified in point 4.1 
shall end when the incident has bee n remedied.  
4.6. When conducting a demonstration pursuant to section 10.4 of Appendix 1, the 
demonstration shall be conducted in accordance with the requirements applicable to 
demonstration of the severe inducement system, but the demonstration of severe i nducement 
system shall be replaced by a demonstration of the storage of an incident of engine operation 
with inadequate reagent injection or reagent quality.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 3  
ADDITIONAL TECHNICAL REQUIREMENTS ON NO X CONTROL MEASURES FO R ENG INES OF 
CATEGORY RLL  
1. Introduction  
This Appendix sets out the additional requirements to ensure the correct operation of NO x 
control measures for engines of category RLL. It includes requirements for engines that rely on 
the use of a reagent in order to reduce emissions. The EU type -approval shall be made 
conditional upon the application of the relevant provisions on operator instruction, installation 
documents and operator warning system that are set out in this Appendix.  
2. Required information  
2.1. The manufacturer shall provide information that fully describes the functional operational 
characteristics of the NO x control measures, in accordance with point 1.5 of Part A of Annex I 
to Implementing  Notification  2017/656/AB . 
2.2. If the emission control  system requires a reagent, the characteristics of that reagent, 
including the type of reagent, information on concentration when the reagent is in solution, 
operational temperature conditions and reference to international standards for composition and 
quality must be specified by the manufacturer, in the information document set out in Appendix 
3 of Annex I to Implementing  Notification  2017/656/AB . 
3. Reagent availability and operator warning system  
When a reagent is used the EU type -approval shall be conditional upon providing indicators or 
other appropriate means, according to the configuration of the non -road mobile machinery, 
informing the operator on:  
 (a) the amount of reagent remaining in the reagent storage container and by an 
additional specifi c signal, when the remaining reagent is less than 10 % of the full 
container's capacity;  
 (b) when the reagent container becomes empty, or almost empty;  
 (c) when the reagent in the storage tank does not comply with the characteristics 
declared and recorde d in the information document set out in Appendix 3 of Annex I 
to Implementing  Notification  2017/656/AB , in accordance with the installed means 
of assessment.  
 (d) when the dosing activity of the reagent is interrupted, in cases other than those 
execute d by the engine ECU or the dosing controller, reacting to engine operating 
conditions where the dosing is not required, provided that these operating conditions 
are made available to the approval authority.  
4. Reagent quality  
By the choice of the manufactu rer the requirements of reagent compliance with the declared 
characteristics and the associated NO x emission tolerance shall be satisfied by one of the 
following means:  
 (a) direct means, such as the use of a reagent quality sensor.  
 (b) indirect means, su ch as the use of a NO x sensor in the exhaust system to evaluate 
reagent effectiveness.  
 (c) any other means, provided that its efficacy is at least equal to the one resulting 
by the use of the means of points (a) or (b) and the main requirements of this se ction 
4 are maintained.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 4  
TECHNICAL REQUIREMENT S ON PARTICULATE POL LUTANT CONTROL MEASU RES, INCLUDING 
THE METHOD TO DEMONS TRATE THESE MEASURES  
1. Introduction  
This Appendix sets out the requirements to ensure the correct oper ation of particulate control 
measures.  
2. General requirements  
The engine shall be equipped with a Particulate Control Diagnostic system (PCD) able to 
identify the particulate after -treatment system malfunctions considered by this Annex. Any 
engine covered  by this section 2 shall be designed, constructed and installed so as to be capable 
of meeting these requirements throughout the normal life of the engine under normal conditions 
of use. In achieving this objective it is acceptable that engines which have been used in excess 
of the emission durability period as specified in Annex V to Regulation No: 
2016/1628/AB show some deterioration in the performance and the sensitivity of the PCD.  
2.1. Required information  
2.1.1.  If the emission control system requires a reagent e.g. fuel borne catalyst, the 
characteristics of that reagent, including the type of reagent, information on concentration when 
the reagent is in solution, operational temperature conditions and reference to international 
standards for compositio n and quality must be specified by the manufacturer, in the information 
document set out in Appendix 3 to Annex I to Implementing  Notification  2017/656/AB . 
2.1.2.  Detailed written information fully describing the functional operation characteristics 
of the operator warning system in section 4 shall be provided to the approval authority at the 
time of EU type -approval.  
2.1.3.  The manufacturer shall provide installation documents that, when used by the OEM, 
will ensure that the engine, inclusive of the emi ssion control system that is part of the approved 
engine type or engine family, when installed in the non -road mobile machinery, will operate, 
in conjunction with the necessary machinery parts, in a manner that will comply with the 
requirements of this Ann ex. This documentation shall include the detailed technical 
requirements and the provisions of the engine (software, hardware, and communication) needed 
for the correct installation of the engine in the non -road mobile machinery.  
2.2. Operating conditions  
2.2.1.  The PCD system shall, at a minimum, be operational at the applicable control 
conditions set out in point  2.4 of Annex IV for each engine category. The diagnostic system 
shall remain operational outside of this range where technically possible.  
2.3. Diagnostic requirements  
2.3.1.  The PCD system shall be able to identify the particulate control malfunctions (PCM) 
considered by this Annex by means of Diagnostic Trouble Codes (DTCs) stored in the computer 
memory and to communicate that information off -board upon request.  
2.3.2.  Requirements for recording Diagnostic Trouble Codes (DTCs)  
2.3.2.1.  The PCD system shall record a DTC for each distinct PCM.  
2.3.2.2.  The PCD system shall conclude within the periods of engine operation indicated in 
Table 4.5 wheth er a detectable malfunction is present. At this time, a ‘confirmed and active’ 
DTC shall be stored and the warning system specified in section 4 shall be activated.  
2.3.2.3.  In cases where more than the period of running time indicated in Table 4.5 is requ ired 
for the monitors to accurately detect and confirm a PCM (e.g. monitors using statistical models  
 1 Hata! Bilinmeyen belge özelliği adı.  or with respect to fluid consumption on the non -road mobile machinery), the approval authority 
may permit a longer period for monitoring provided the manuf acturer justifies the need for the 
longer period (for example by technical rationale, experimental results, in -house experience, 
etc.).  
 
Table 4.5  
Monitor types and corresponding period within which a ‘confirmed and active’ DTC shall be 
stored  
Monitor type Period of accumulated running time within which a 
‘confirmed and active’ DTC shall be stored  
Removal of the particulate after -
treatment system  60 minutes of non -idle engine operation  
Loss of function of the particulate 
after-treatment system  240 minutes of non -idle engine operation  
Failures of the PCD system  60 minutes of engine operation  
 
2.3.3.  Requirements for erasing Diagnostic trouble codes (DTCs):  
 (a) DTCs shall not be erased by the PCD system itself from the computer memory 
until the fai lure related to that DTC has been remedied;  
 (b) the PCD system may erase all the DTCs upon request of a proprietary scan or 
maintenance tool that is provided by the engine manufacturer upon request, or using a 
pass code provided by the engine manufacturer . 
 (c) the record of incidents of operation with a DTC confirmed and active that are 
stored in non -volatile memory as required by point 5.2 shall not be erased.  
2.3.4.  A PCD system shall not be programmed or otherwise designed to partially or totally 
deact ivate based on age of the non -road mobile machinery during the actual life of the engine, 
nor shall the system contain any algorithm or strategy designed to reduce the effectiveness of 
the PCD system over time.  
2.3.5.  Any reprogrammable computer codes or o perating parameters of the PCD system 
shall be resistant to tampering.  
2.3.6.  PCD engine family  
The manufacturer is responsible for determining the composition of a PCD engine family. 
Grouping engines within a PCD engine family shall be based on good engineering judgment 
and be subject to approval by the approval authority.  
Engines that do not belong to the same engine family may still belong to the same PCD engine 
family.  
2.3.6.1.  Parameters defining a PCD engine family  
A PCD engine family is characte rised by basic design parameters that shall be common to 
engines within the family.   
 2 Hata! Bilinmeyen belge özelliği adı.  In order that engines are considered to belong to the same PCD engine family, the following 
list of basic parameters shall be similar:  
 (a) working principle of particulate  after-treatment system (e.g. mechanical, 
aerodynamic, diffusional, inertial, periodically regenerating, continuously 
regenerating, etc.)  
 (b) methods of PCD monitoring;  
 (c) criteria for PCD monitoring;  
 (d) monitoring parameters (e.g. frequency).  
These s imilarities shall be demonstrated by the manufacturer by means of relevant engineering 
demonstration or other appropriate procedures and subject to the approval of the approval 
authority.  
The manufacturer may request approval by the approval authority of m inor differences in the 
methods of monitoring/diagnosing the PCD monitoring system due to engine configuration 
variation, when these methods are considered similar by the manufacturer and they differ only 
in order to match specific characteristics of the c omponents under consideration (for example 
size, exhaust gas flow, etc.); or their similarities are based on good engineering judgment.  
3. Maintenance requirements  
3.1. The OEM shall provide to all end -users of new non -road mobile machinery written 
instruc tions about the emission control system and its correct operation as required in Annex 
XV. 
4. Operator warning system  
4.1. The non -road mobile machinery shall include an operator warning system using visual 
alarms.  
4.2. The operator warning system may cons ist of one or more lamps, or display short messages.  
The system used for displaying these messages may be the same as the one used for other 
maintenance or NCD purposes  
The warning system shall indicate that an urgent repair is required. When the warning s ystem 
includes a message display system, it shall display a message indicating the reason of the 
warning (for example ‘sensor disconnected’, or ‘critical emission failure’)  
4.3. At the choice of the manufacturer, the warning system may include an audible c omponent 
to alert the operator. The cancelling of audible warnings by the operator is permitted.  
4.4. The operator warning system shall be activated as specified in point 2.3.2.2.  
4.5. The operator warning system shall be deactivated when the conditions fo r its activation 
have ceased to exist. The operator warning system shall not be automatically deactivated 
without the reason for its activation having been remedied.  
4.6. The warning system may be temporarily interrupted by other warning signals providing 
important safety related messages.  
4.7. In the application for EU type -approval under Regulation 2016/1628/AB , the manufacturer 
shall demonstrate the operation of the operator warning system, as specified in Section 9.  
5. System to store information on operator warning system activation  
5.1. The PCD system shall include a non -volatile computer memory or counters to store 
incidents of engine operation with a DTC confirmed and active in a manner to ensure that the 
information cannot be intentionally delete d.  
 3 Hata! Bilinmeyen belge özelliği adı.  5.2. The PCD shall store in the non -volatile memory the total number and duration of all 
incidents of engine operation with a DTC confirmed and active where the operator warning 
system has been active for 20 hours of engine operation, or a shorter perio d at the choice of the 
manufacturer.  
5.3. It shall be possible for national authorities to read these records with a scan tool.  
5.4. A description of the connection for, and method to read, these records shall be included in 
the information folder as set o ut in Part A of Annex I of Implementing  Notification  
2017/656/AB . 
6. Monitoring for removal of the particulate after -treatment system  
6.1. The PCD system shall detect the complete removal of the particulate after -treatment 
system inclusive of the remova l of any sensors used to monitor, activate, de -activate or 
modulate its operation.  
7. Additional requirements in the case of a particulate after -treatment system that uses 
a reagent (e.g. fuel -borne catalyst)  
7.1. In the case of a confirmed and active DTC for either removal of the particulate after -
treatment system or loss of the particulate after -treatment system function the reagent dosing 
shall be immediately interrupted. Dosing shall re -commence when the DTC is no longer active.  
7.2. The warning system shall be activated if the reagent level in the additive tank falls below 
the minimum value specified by the manufacturer.  
8. Monitoring failures that may be attributed to tampering  
8.1. In addition to monitoring for removal of the particulate after -treatme nt system the 
following failures shall be monitored because they may be attributed to tampering:  
 (a) loss of the particulate after -treatment system function,  
 (b) failures of the PCD system, as described in point 8.3.  
8.2. Monitoring of loss of the partic ulate after -treatment system function  
The PCD shall detect the complete removal of the particulate after -treatment system substrate 
(‘empty can’). In this case the particulate after -treatment system housing and sensors used to 
monitor, activate, de -activat e or modulate its operation are still present.  
8.3. Monitoring of failures of the PCD system  
8.3.1.  The PCD system shall be monitored for electrical failures and for removal or 
deactivation of any sensor or actuator that prevents it from diagnosing any oth er failures 
mentioned in point 6.1 and 8.1(a) (component monitoring).  
A non -exhaustive list of sensors that affect the diagnostic capability are those directly 
measuring differential pressures over the particulate after -treatment system and exhaust gas 
temperature sensors for controlling the particulate after -treatment system regeneration.  
8.3.2.  Where the failure, removal or deactivation of a single sensor or actuator of the PCD 
system does not prevent the diagnosis within the required time period of the f ailures mentioned 
in point 6.1 and 8.1(a) (redundant system), the activation of the warning system and storage of 
information on operator warning system activation shall not be required unless additional 
sensor or actuator failures are confirmed and active .  
 4 Hata! Bilinmeyen belge özelliği adı.  9. Demonstration requirements  
9.1. General  
The compliance to the requirements of this Appendix shall be demonstrated during EU type -
approval by performing, as illustrated in Table 4.6 and specified in this section 9 a 
demonstration of the warning system activation.  
 
Table 4.6  
Illustration of the content of the demonstration process in accordance with the provisions in 
point 9.3.  
Mechanism  Demonstration elements  
Warning system activation 
specified in point 4.4.  – 2 activation tests (incl. loss of the particulate after -
treatment system function)  
– Supplementary demonstration elements, as appropriate  
 
9.2. Engine families and PCD engine families  
9.2.1.  In the case where engines of an engine family belong to a PCD engine family that has 
already been EU type-approved, in accordance with point 2.3.6 (Figure 4.8), the compliance of 
that engine family is deemed to be demonstrated without further testing, provided the 
manufacturer demonstrates to the authority that the monitoring systems necessary for 
complyi ng with the requirements of this Appendix are similar within the considered engine and 
PCD engine families.  
Figure 4.8  
Previously demonstrated conformity of a PCD engine family  
 
9.3. Demonstration of the warning system activation  
9.3.1.  The compliance of the warning system activation shall be demonstrated by performing 
two tests: loss of the particulate after -treatment system function and one failure category 
considered  in point 6 or point 8.3 of this Annex.   
 5 Hata! Bilinmeyen belge özelliği adı.  9.3.2.  Selection of the failures to be tested  
9.3.2.1.  The manufacturer shall provide the approval authority with a list of such potential 
failures.  
9.3.2.2.  The failure to be considered in the test shall be selected  by the approval authority from 
this list referred to in point 9.3.2.1.  
9.3.3.  Demonstration  
9.3.3.1.  For the purpose of this demonstration, a separate test shall be performed for the loss 
of the particulate after -treatment system function set out in point  8.2 and for the failures laid 
down in points 6 and 8.3. The loss of the particulate after -treatment system function shall be 
created by a complete removal of the substrate from the particulate after -treatment system 
housing.  
9.3.3.2.  During a test, no fai lure shall be present other than the one addressed by the test.  
9.3.3.3.  Prior to starting a test, all DTC shall have been erased.  
9.3.3.4.  At the request of the manufacturer, and with the agreement of the approval authority, 
the failures subject to testin g may be simulated.  
9.3.3.5.  Detection of failures  
9.3.3.5.1.  The PCD system shall respond to the introduction of a failure selected as appropriate 
by the approval authority in accordance to the provisions of this Appendix. This is considered 
to be demonst rated if activation occurs within the number of consecutive PCD test -cycles given 
in Table 4.7.  
When it has been specified in the monitoring description and agreed by the approval authority 
that a specific monitor needs more PCD test -cycles to complete its  monitoring than indicated 
in Table 4.7, the number of PCD test -cycles may be increased by up to 50 %.  
Each individual PCD test -cycle in the demonstration test may be separated by an engine shut -
off. The time until the next start -up shall take into conside ration any monitoring that may occur 
after engine shut - off and any necessary condition that must exist for monitoring to occur at the 
next start -up. 
 
Table 4.7  
Monitor types and corresponding number of PCD test cycles within which a ‘confirmed and 
active’ DTC shall be stored  
Monitor type  Number of PCD test cycles within which a ‘confirmed 
and active’ DTC shall be stored  
Removal of the particulate after -
treatment system  2 
Loss of function of the particulate 
after-treatment system  8 
Failures of th e PCD system  2 
  
 6 Hata! Bilinmeyen belge özelliği adı.  9.3.3.6.  PCD test cycle  
9.3.3.6.1.  The PCD test cycle considered in this Section 9 for demonstrating the correct 
performance of the particulate after -treatment system monitoring system is the hot -start NRTC 
cycle for engines of sub-category NRE -v-3, NRE -v-4, NRE -v-5, NRE -v-6 and the applicable 
NRSC for all other categories.  
9.3.3.6.2.  On request of the manufacturer and with approval of the approval authority, an 
alternative PCD test - cycle (e.g. other than the NRTC or the NRSC) c an be used for a specific 
monitor. The request shall contain elements (technical considerations, simulation, test results, 
etc.) demonstrating:  
 (a) the requested test -cycle results in a monitor that will run in real world operation 
conditions; and  
 (b) the applicable PCD test -cycle specified in point 9.3.3.6.1 is less appropriate for 
the considered monitoring.  
9.3.3.7  Configuration for demonstration of the warning system activation  
9.3.3.7.1.  The demonstration of the warning system activation shall be done  by tests performed 
on an engine test bench.  
9.3.3.7.2.  Any components or subsystems not physically mounted on the engine, such as, but 
not limited to, ambient temperature sensors, level sensors, and operator warning and 
information systems, that are requi red in order to perform the demonstrations shall be connected 
to the engine for that purpose, or shall be simulated, to the satisfaction of the approval authority.  
9.3.3.7.3.  If the manufacturer chooses, and subject to the agreement of the approval authori ty, 
the demonstration tests may be performed, notwithstanding point 9.3.3.7.1, on a complete non -
road mobile machinery or machinery either by mounting the non -road mobile machinery on a 
suitable test bed or by running it on a test track under controlled co nditions.  
9.3.4.  The demonstration of the warning system activation is deemed to be accomplished if, 
at the end of each demonstration test performed in accordance with point 9.3.3 the warning 
system has been properly activated and the DTC for the selected failure has a ‘confirmed and 
active’ status.  
9.3.5  Where a particulate after -treatment system that uses a reagent is subjected to a 
demonstration test for loss of the particulate after -treatment system function or removal of the 
particulate after -treatment  system it shall also be confirmed that reagent dosing has been 
interrupted.  
9.3.6.  Documentation of the demonstration  
9.3.6.1.  A demonstration report shall document the demonstration of the PCD system. The 
report shall:  
 (a) identify the failures examined ; 
 (b) describe the demonstration performed including the applicable test cycle;  
 (c) confirm that the applicable warnings were activated as required by this 
Notification ;  
 (d) be included in the information folder as set out in Part A of Annex I to 
Implementing  Notification  2017/656/AB .  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX V  
MEASUREMENTS AND TEST S WITH REGARD TO THE  AREA ASSOCIATED WIT H THE NON -ROAD 
STEADY -STATE TEST CYCLE  
1. General requirements  
This Annex shall apply for electronically controlled engines of categories NRE, NRG, IWP, 
IWA, and RLR, complying with ‘Stage V’ emission limits set out in Annex II to Regulation 
No: 2016/1628/ AB and  using electronic control to determine both the quantity and timing of 
injecting fuel or using electronic control to activate, de -activate or modulate the emission 
control system used to reduce NO x. 
This Annex sets out the technical requirements relating to the area associated with the relevant 
NRSC , within which the amount by which the emissions shall be permitted to exceed the 
emission limits set out in Annex II to Regulation No: 2016/1628/AB  is controlled.  
When an engine is tested in the manner set out in test requirements of section 4 the emissio n of 
gaseous and particulate pollutants sampled at any randomly selected point within the applicable 
control area set out in section 2 shall not exceed the applicable emission limit values in Annex 
II to Regulation No: 2016/1628/AB  multiplied by a factor o f 2,0.  
Section 3 sets out the selection by the technical service of additional measurement points from 
within the control area during the emission bench test, in order to demonstrate that the 
requirements of this section 1 have been met.  
The manufacturer m ay request that the Technical Service excludes operating points from any 
of the control areas set out in section 2 during the demonstration set out in section 3. The 
Technical Service may grant this exclusion if the manufacturer can demonstrate that the en gine 
is never capable of operating at such points when used in any non -road mobile non -road mobile 
machinery combination.  
The installation instructions provided by the manufacturer to the OEM in accordance with 
Annex XIV shall identify the upper and lower boundaries of the applicable control area and 
shall include a statement to clarify that the OEM shall not install the engine in such a way that 
it constrains the engine to operate permanently at only combinations of speed and torque outside 
of the control area for the torque curve corresponding to the approved engine type or engine 
family.  
2. Engine control area  
The applicable control area for conducting the engine test shall be the area identified in this 
section 2 that corresponds to the applicable NRSC f or the engine being tested.  
2.1. Control area for engines tested on NRSC cycle C1  
These engines operate with variable -speed and load. Different control area exclusions apply 
depending upon the (sub -)category and operating speed of the engine.  
2.1.1.  Variab le-speed engines of category NRE with maximum net power ≥ 19 kW, variable -
speed engines of category IWA with maximum net power ≥ 300 kW, variable -speed engines of 
category RLR and variable -speed engines of category NRG.  
The control area (see Figure 5.1) is  defined as follows:  
 
upper torque limit  : full load torque curve;  
speed range  : speed A to nhi;  
 1 Hata! Bilinmeyen belge özelliği adı.   
where:  
speed A = nlo + 0,15 × ( nhi – nlo); 
 
nhi =  high speed [see Article 
1(12)];  
nlo =  low speed [see Article 1(13)].  
 
The following engine operating conditions shall be excluded from testing:  
 (a) points below 30 % of maximum torque;  
 (b) points below 30 % of maximum net power.  
If the measured engine speed A is within ± 3 % of the engine speed declared by the 
manufacturer, the declared engine speeds sh all be used. If the tolerance is exceeded for any of 
the test speeds, the measured engine speeds shall be used.  
Intermediate test points within the control area shall be determined as follows:  
%torque  = % of maximum torque;  
; 
where: n 100 % is the 100 % speed for the corresponding test cycle.  
Figure 5.1  
Control area for variable -speed engines of category NRE with maximum net power ≥ 19 kW, 
variable -speed engines of category IWA with maximum net power ≥ 300 kW and 
variable -speed engines of ca tegory NRG  
 
 
 
 2 Hata! Bilinmeyen belge özelliği adı.  2.1.2.  Variable -speed engines of category NRE with maximum net power < 19 kW and 
variable -speed engines of category IWA with maximum net power < 300 kW  
The control area specified in point 2.1.1 shall apply but with the additional exclusi on of the 
engine operating conditions given in this point and illustrated in Figures 5.2 and 5.3.  
 (a) for particulate matter only, if the C speed is below 2400 r/min, points to the right 
of or below the line formed by connecting the points of 30 % of maxi mum torque or 
30 % of maximum net power, whichever is greater, at the B speed and 70 % of 
maximum net power at the high speed;  
 (b) for particulate matter only, if the C speed is at or above 2400 r/min, points to the 
right of the line formed by connecting the points of 30 % of maximum torque or 30 % 
of maximum net power, whichever is greater, at the B speed, 50 % of maximum net 
power at 2400 r/min, and 70 % of maximum net power at the high speed.  
where:  
speed B = nlo + 0,5 × ( nhi – nlo); 
speed C = nlo + 0,7 5 × ( nhi – nlo). 
nhi = high speed [see Article 
1(12)],  
nlo = low speed [see Article 1(13)],  
 
If the measured engine speeds A, B and C are within ± 3 % of the engine speed declared by the 
manufacturer, the declared engine speeds shall be used. If the tolerance is exceeded for any of 
the test speeds, the measured engine speeds shall be used.  
Figure 5.2  
Control area for variable -speed engines of category NRE with maximum net power <  19 kW 
and variable -speed engines of category IWA with maximum net power < 300 kW, 
speed C <  2400 rpm  
 
Key 
  
 3 Hata! Bilinmeyen belge özelliği adı.  1  Engine Control Area  
2  All Emissions Carve -Out 
3  PM Carve -Out 
a  % of maximum net power  
b  % of maximum torque  
 
Figure 5.3  
Control area for variable -speed engines of category NRE with maximum net power <  19 kW 
and variable -speed engines of category IWA with maximum net power < 300 kW, 
speed C ≥  2400 rpm  
 
Key 
 
1  Engine Control Area  
2  All Emissions Carve -Out 
3  PM Carve -Out 
a  Percent of maximum net power  
b  Percent of maximum torque  
2.2. Control area for engines tested on NRSC cycles D2, E2 and G2  
These engines are mainly operated very close to their designed operating speed, hence the  
control area is defined as:  
 
  
 4 Hata! Bilinmeyen belge özelliği adı.  speed  : 100 %  
torque range  : 50 % to the torque corresponding to maximum power.  
 
2.3. Control area for engines tested on NRSC cycle E3  
These engines are mainly operated slightly above and below a fixed pitch propeller curve. The 
control area is related to the propeller curve and has exponents of mathematical equations 
defining the boundaries of the control area. The control area is defined as follows:  
 
Lower speed limit  : 0,7 × n100 % 
Upper boundary curve  : %power  = 100 × ( %speed /90)3,5; 
Lower boundary curve  : %power  = 70 × ( %speed /100)2,5; 
Upper power limit  : Full load power curve  
Upper speed limit  : Maximum speed permitted by governor  
 
where:  
%power  is % of maximum net power;  
%speed  is % of n100 % 
n100 % is the 100 % speed for the corresponding test cycle.  
 
Figure 5.4  
Control area for engines tested on NRSC cycle E3  
  
 5 Hata! Bilinmeyen belge özelliği adı.  Key:  
 
1  Lower speed limit  
2  Upper boundary curve  
3  Lower boundary curve  
4  Full load power curve  
5  Governor maximum speed curve  
6  Engine Control Area  
 
3. Demonstration requirements  
The technical service shall select random load and speed points within the control area for 
testing. For engines subject to point 2.1 up to three points shall be selected. For engines subj ect 
to point 2.2 one point shall be selected. For engines subject to points 2.3 or 2.4 up to two points 
shall be selected. The technical service shall also determine a random running order of the test 
points. The test shall be run in accordance with the pr incipal requirements of the NRSC, but 
each test point shall be evaluated separately.  
3.1. For the purpose of the random selections required in point 3, acknowledged statistical 
methods of randomization shall be used.  
4. Test requirements  
The test shall be carried out immediately after the applicable NRSC as follows:  
 (a) the test of the randomly selected torque and speed points shall either be carried 
out immediately after the discrete -mode NRSC test sequence described in points (a) to 
(e) of point 7.8.1.2 of Annex VI but before the post test procedures (f) or after the 
ramped modal non -road steady - state test cycle (‘RMC’) test sequence described in 
points (a) to (d) of point 7.8.2.3 of Annex VI but before the post test procedures (e) as 
relevant;  
 (b) the tests shall be carried out as required in points (b) to (e) of point 7.8.1.2 of 
Annex VI using the multiple filter method (one filter for each test point) for each of 
the test points chosen in accordance with section 3;  
 (c) a specific emission value shall  be calculated (in g/kWh or #/kWh as applicable) 
for each test point;  
 (d) emissions values may be calculated on a mass basis using section 2 of Annex VII 
or on a molar basis using section 3 of Annex VII, but shall be consistent with the 
method used for th e discrete -mode NRSC or RMC test;  
 (e) for gaseous and PN, if applicable, summation calculations, N mode in equations (7 -
64) or (7 -131) and (7 -178) shall be set to 1 and a weighting factor of 1 shall be used;  
 (f) for PM calculations the multiple filter met hod shall be used; for summation 
calculations, N mode in equations (7 -67) or (7 -134) shall be set to 1 and a weighting 
factor of 1 shall be used.   
 6 Hata! Bilinmeyen belge özelliği adı.  5. Regeneration  
In the case that a regeneration event occurs during or immediately preceding the procedure set 
out in point 4, upon completion of that procedure the test may be voided at the request of the 
manufacturer, irrespective of the cause of the regeneration. In this case the test shall be repeated. 
The same torque and speed points shall be used although the  running order may be changed. It 
shall not be deemed necessary to repeat any torque and speed points for which a pass result has 
already been obtained. The following procedure shall be used for repeating the test:  
 (a) The engine shall be operated in a ma nner to ensure that the regeneration event 
has completed and, where applicable, the soot load in the particulate after -treatment 
system has been re -established;  
 (b) The engine warm -up procedure shall be performed in accordance with point 
7.8.1.1 of Annex VI; 
 (c) The test procedure specified in point 4 shall be repeated commencing at the stage 
referred to in point 4(b).  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX VI  
CONDUCT OF EMISSION T ESTS AND REQUIREMENT S FOR MEASUREMENT EQ UIPMENT  
1. Introduction  
This Annex describes the method of determining emissions of gaseous and particulate 
pollutants from the engine to be tested and the specifications related to the measurement 
equipment. As from section 6, the numberin g of this Annex is consistent with the numbering 
of the Global technical regulation No 111(GTR No 11) and UNECE Regulation No 96.04 series 
of amendments2
, Annex 4B. However, some points of the GTR No 11 are not needed in this Annex, or are 
modified in acc ordance with the technical progress.  
2. General overview  
This Annex contains the following technical provisions needed for conducting an emissions 
test. Additional provisions are listed in point 3.  
– Section 5: Performance requirements, including the determination of tests speeds  
– Section 6: Test conditions, including the method for accounting for emissions of 
crankcase gases, the method for determining and accounting for continuous and 
infrequent regeneration of exhaust after -treatment systems  
– Section 7: Test procedures, including the mapping of engines, the test cycle generation 
and the test cycle running procedure  
– Section 8: Measurement procedures, including the instrument calibration and 
performance checks and the instrument validation for the test  
– Section 9: Measurement equipment, including the measurement instruments, the 
dilution procedures, the sampling procedures and the analytical gases and mass 
standards  
– Appendix 1: PN measurement procedure  
3. Related annexes  
— Data evaluation and calculation  : Annex VII  
— Test procedures for dual -fuel engines  : Annex VIII  
— Reference fuels  : Annex IX  
— Test cycles  : Annex XVII  
 
                                                 
1 Global technical regulation No 11 on Engine Emissions from agricultural and forestry tractors and from non -
road mobile machinery under the Global Registry created on 18  November 2004, pursuant to Article 6 of the 
Agreement concerning the establishing of global technical regulations f or wheeled vehicles, equipment and parts 
which can be fitted and/or be used on wheeled vehicles.  
2 Regulation No 96 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions concerning the approval of compression ignition (C .I.) engines to be installed in agricultural and 
forestry tractors and in non -road mobile machinery with regard to the emissions of pollutants by the engine.   
 1 Hata! Bilinmeyen belge özelliği adı.  4. General requirements  
The engines to be tested shall meet the performance requirements set out in section 5 when 
tested in accordance with the test conditions set out in section 6 and the test procedures set out 
in section 7.  
5. Performance requirements  
5.1. Emissions of gaseous and particulate pollutants and of CO 2 and NH 3 
The pollutants are represented by:  
 (a) Oxides of nitrogen, NO x; 
 (b) Hydrocarbons, expressed as total hydrocarbons, HC or THC;  
 (c) Carbon monoxide, CO;  
 (d) Particulate matter, PM;  
 (e) Particle number, PN.  
The measured values of gaseous and particulate pollutants and of CO 2 exhausted by the engine 
refer to the brake -specific emissions in grams per kilowatt -hour (g/kWh), or number per 
kilowatt -hour (#/kWh) for PN.  
The gaseous and particulate pollutants that shall be measured are those for which limit values 
are applicable to the engine sub -category being  tested as set out in Annex II to Regulation 
2016/1628/AB . The results, inclusive of:  
 (a) the crankcase emissions determined in accordance with section 6.10, if relevant,  
 (b) the adjustment factors for infrequent regeneration of the after -treatment syste m 
determined in accordance with section 6.6, if relevant, and  
 (c) as the final step of the calculation, the deterioration factor determined in 
accordance with Annex III,  
shall not exceed the applicable limit values.  
The CO 2 shall be measured and reported for all engine sub -categories as required by Article 
43(4) of Regulation 2016/1628/AB . 
The mean emission of ammonia (NH 3) shall additionally be measured, as required in 
accordance with section 3 of Annex IV, when the NO x control measures that are part of t he 
engine emission control system include use of a reagent, and shall not exceed the values set out 
in that section.  
The emissions shall be determined on the duty cycles (steady -state and/or transient test cycles), 
as described in section 7 and in Annex XV II. The measurement systems shall meet the 
calibration and performance checks set out in section 8 with the measurement equipment 
described in section 9.  
Other systems or analysers may be approved by the approval authority if it is found that they 
yield eq uivalent results in accordance with point 5.1.1. The results shall be calculated according 
to the requirements of Annex VII.  
5.1.1.  Equivalency  
The determination of system equivalency shall be based on a seven -sample pair (or larger) 
correlation study betw een the system under consideration and one of the systems of this annex. 
‘Results’ refer to the specific cycle weighted emissions value. The correlation testing is to be 
performed at the same laboratory, test cell and on the same engine, and is preferred t o be run 
concurrently. The equivalency of the sample pair averages shall be determined by F -test and t - 
 2 Hata! Bilinmeyen belge özelliği adı.  test statistics as described in Appendix 3 of Annex VII, obtained under the laboratory, test cell 
and the engine conditions described above. Outliers sha ll be determined in accordance with ISO 
5725 and excluded from the database. The systems to be used for correlation testing shall be 
subject to the approval by the approval authority.  
5.2. General requirements on the test cycles  
5.2.1.  The EU type -approval  test shall be conducted using the appropriate NRSC and, where 
applicable, NRTC or LSI -NRTC, as specified in Article 24 and Annex IV to Regulation 
2016/1628/AB . 
5.2.2.  The technical specifications and characteristics of the NRSC are set out in Annex 
XVII, Appendix 1 (discrete -mode NRSC) and Appendix 2 (ramped -modal NRSC). At the 
choice of the manufacturer, a NRSC test may be run as a discrete -mode NRSC or, where 
available, as a ramped -modal NRSC (‘RMC’) as set out in point 7.4.1.  
5.2.3.  The technical specif ications and characteristics of the NRTC and LSI -NRTC are set 
out in Appendix 3 of Annex XVII.  
5.2.4.  The test cycles specified in point 7.4 and in Annex XVII are designed around 
percentages of maximum torque or power and test speeds that need to be determ ined for the 
correct performance of the test cycles:  
 (a) 100 % speed (maximum test speed (MTS) or rated speed)  
 (b) Intermediate speed(s) as specified in point 5.2.5.4;  
 (c) Idle speed, as specified in point 5.2.5.5.  
The determination of the test speeds is set out in point 5.2.5, the use of torque and power in 
point 5.2.6.  
5.2.5.  Test speeds  
5.2.5.1.  Maximum test speed (MTS)  
The MTS shall be calculated in accordance with point 5.2.5.1.1 or point 5.2.5.1.3.  
5.2.5.1.1.  Calculation of MTS  
In order to calcula te the MTS the transient mapping procedure shall be performed in accordance 
with point 7.4. The MTS is then determined from the mapped values of engine speed versus 
power. MTS shall be calculated by means of one of the following options:  
 (a) Calculation b ased upon low speed and high speed values  
MTS = nlo + 0,95 · ( nhi – nlo) (6-1) 
 
 where:  
nhi  is the high speed as defined in Article 1(12),  
nlo  is the low speed as defined in Article 1(13).  
 
 (b) Calculation based upon the longest vector method  
MTS = ni (6-2) 
  
 3 Hata! Bilinmeyen belge özelliği adı.   where:  
ni  is the average of the lowest and highest speeds at which ( n2norm i + P2norm i) is equal to 
98 % of the maximum value of ( n2norm i + P2norm i) 
 
 If there is only one speed at which the value of ( n2norm i + P2norm i) is equal to 98  % of 
the maximum value of ( n2norm i + P2norm i): 
MTS = ni (6-3) 
 
 where:  
ni  is the speed at which the maximum value of ( n2norm i + P2norm i) occurs.  
 
 where:  
n  is the engine speed  
i  is an indexing variable that represents one recorded value of an engine map  
nnorm i  
is an engine speed normalized by dividing it by  
Pnorm i  is an engine power normalized by dividing it by P max 
  is the average of the lowest and highest speeds at which power is equal to 98  % 
of Pmax. 
 
 Linear interpolation shall be used between the mapped values to determine:  
 (i) the speeds where power is equal to 98  % of Pmax. If there is only one speed 
at which power is equal to 98  % of P max,  shall be the speed at which 
Pmax occurs;  
 (ii) the speeds where ( n2norm i + P2norm i) is equal  to 98  % of the maximum value 
of (n2norm i + P2norm i). 
5.2.5.1.2.  Use of a declared MTS  
If the MTS calculated in accordance with point 5.2.5.1.1 or 5.2.5.1.3 is within ± 3 % of the 
MTS declared by the manufacturer, the declared MTS may be used for the emiss ions test. If the 
tolerance is exceeded, the measured MTS shall be used for the emissions test.  
5.2.5.1.3.  Use of an adjusted MTS  
If the falling part of the full load curve has a very steep edge, this may cause problems to drive 
the 105 % speeds of the NRTC correctly. In this case it is allowed, with prior agreement of the 
technical service, to use an alternative value of MTS determined using one of the following 
methods:  
 
 4 Hata! Bilinmeyen belge özelliği adı.   (a) the MTS may be slightly reduced (maximum 3 %) in order to make correct 
driving  of the NRTC possible.  
 (b) Calculate an alternative MTS by means of equation (6 -4): 
MTS = (( nmax – nidle)/1,05) + nidle (6-4) 
 
 where:  
nmax = is the engine speed at which the engine governor function controls engine speed 
with operator demand at maximum and with zero load applied (‘maximum no -
load speed’)  
nidle = is the idle speed  
 
5.2.5.2.  Rated speed  
The rated speed is defined in Article 4(29) of Regulation 2016/1628/AB . Rated speed for 
variable -speed engines subject to an emission test other than those tested on a constant -speed 
NRSC defined in Article 1(31) of this Notification  shall be determined from the applicable 
mapping procedure set out in point 7.6 of this Anne x. Rated speed for variable -speed engines 
tested on a constant -speed NRSC shall be declared by the manufacturer according to the 
characteristics of the engine. Rated speed for constant -speed engines shall be declared by the 
manufacturer according to the ch aracteristics of the governor. Where an engine type equipped 
with alternative speeds as permitted by Article 4(21) of Regulation No: 2016/1628/AB is subject 
to an emission test, each alternative speed shall be declared and tested.  
If the rated speed determi ned from the mapping procedure in section 7.6 is within ± 150 rpm of 
the value declared by the manufacturer for engines of category NRS provided with governor, 
or within ± 350 rpm or ± 4 % for engines of category  NRS without governor, whichever is 
smaller , or within ± 100 rpm for all other engine categories, the declared value may be used. If 
the tolerance is exceeded, the rated speed determined from the mapping procedure shall be used.  
For engines of category NRSh the 100  % test speed shall be within  ± 350 rpm of the rated speed 
declared by the manufacturer.  
Optionally, MTS may be used instead of rated speed for any steady state test cycle.  
5.2.5.3.  Maximum torque speed for variable -speed engines  
Where required, the maximum torque speed determined from the  maximum torque curve 
established by the applicable engine mapping procedure in point 7.6.1 or 7.6.2 shall be one of 
the following:  
 (a) The speed at which the highest torque was recorded; or,  
 (b) The average of the lowest and highest speeds at which the torque is equal to 98 
% of the maximum torque. Where necessary, linear interpolation shall be used to 
determine the speeds at which the torque is equal to 98 % of the maximum torque.  
If the maximum torque speed determined from the maximum torque curve is w ithin ± 4 % of 
the maximum torque speed declared by the manufacturer for  engines of category NRS  , or ± 
2,5 % of the maximum torque speed declared by the manufacturer for all other engine 
categories, the declared value may be used for the purpose of this N otification . If the tolerance 
is exceeded, the maximum torque speed determined from the maximum torque curve shall be 
used.   
 5 Hata! Bilinmeyen belge özelliği adı.  5.2.5.4.  Intermediate speed  
The intermediate speed shall meet one of the following requirements:  
 (a) For engines that are designed  to operate over a speed range on a full load torque 
curve, the intermediate speed shall be the maximum torque speed if it occurs between 
60 % and 75 % of rated speed;  
 (b) If the maximum torque speed is less than 60 % of rated speed, then the 
intermediate  speed shall be 60 % of the rated speed;  
 (c) If the maximum torque speed is greater than 75 % of the rated speed then the 
intermediate speed shall be 75 % of rated speed. Where the engine is only capable of 
operation at speeds higher than 75 % of rated sp eed the intermediate speed shall be the 
lowest speed at which the engine can be operated;  
 (d) For engines that are not designed to operate over a speed range on a full -load 
torque curve at steady -state conditions, the intermediate speed shall be between 60 % 
and 70 % of the rated speed.  
 (e) For engines to be tested on cycle G1, except for engines of category ATS, the 
intermediate speed shall be 85 % of the rated speed.  
 (f) For engines of category ATS tested on cycle G1 the intermediate speed shall be 
60 % or 85 % of rated speed based on which is closer to the actual maximum torque 
speed.  
Where the MTS is used in place of rated speed for the 100 % test speed, MTS shall also replace 
rated speed when determining the intermediate speed.  
5.2.5.5.  Idle speed  
The idle speed is the lowest engine speed with minimum load (greater than or equal to zero 
load), where an engine governor function controls engine speed. For engines without a governor 
function that controls idle speed, idle speed means the manufacturer -declared value for lowest 
engine speed possible with minimum load. Note that warm idle speed is the idle speed of a 
warmed -up engine.  
5.2.5.6.  Test speed for constant -speed engines  
The governors of constant -speed engines may not always maintain speed exactly  constant. 
Typically speed can decrease (0,1 to 10) % below the speed at zero load, such that the minimum 
speed occurs near the engine's point of maximum power. The test speed for constant -speed 
engines may be commanded by using the governor installed on t he engine or using a test -bed 
speed demand where this represents the engine governor.  
Where the governor installed on the engine is used the 100  % speed shall be the engine 
governed speed as defined in Article 1(24).  
Where a test -bed speed demand signal is  used to simulate the governor, the 100 % speed at zero 
load shall be the no -load speed specified by the manufacturer for that governor setting and the 
100 % speed at full load shall be the rated speed for that governor setting. Interpolation shall 
be used  to determine the speed for the other test modes.  
Where the governor has an isochronous operation setting, or the rated speed and no -load speed 
declared by the manufacturer differ by no more than 3 %, a single value declared by the 
manufacturer may be used  for the 100 % speed at all load points.   
 6 Hata! Bilinmeyen belge özelliği adı.  5.2.6.  Torque and Power  
5.2.6.1  Torque  
The torque figures given in the test cycles are percentage values that represent, for a given test 
mode, one of the following:  
 (a) The ratio of the required torque to the maxi mum possible torque at the specified 
test speed (all cycles except D2 & E2);  
 (b) The ratio of the required torque to the torque corresponding to the rated net power 
declared by the manufacturer (cycle D2 & E2).  
5.2.6.2.  Power  
The power figures given in th e test cycles are percentage values that represent, for a given test 
mode, one of the following:  
 (a) For the test cycle E3 the power figures are percentage values of the maximum 
net power at the 100 % speed as this cycle is based on a theoretical propelle r 
characteristic curve for vessels driven by heavy -duty engines without limitation of 
length.  
 (b) For the test cycle F the power figures are percentage values of the maximum net 
power at the given test speed, except for idle speed where it is a percentage  of the 
maximum net power at the 100 % speed.  
6. Test Conditions  
6.1. Laboratory test conditions  
The absolute temperature ( Ta) of the engine air at the inlet to the engine expressed in Kelvin, 
and the dry atmospheric pressure ( ps), expressed in kPa shall be measured and the parameter fa 
shall be determined in accordance with the following provisions and by means of equation (6 -
5) or (6 -6). If the atmospheric pressure is measured in a duct, negligible pressure losses shall 
be ensur ed between the atmosphere and the measurement location, and changes in the duct's 
static pressure resulting from the flow shall be accounted for. In multi -cylinder engines having 
distinct groups of intake manifolds, such as in a ‘V’ engine configuration, t he average 
temperature of the distinct groups shall be taken. The parameter fa shall be reported with the 
test results.  
Naturally aspirated and mechanically supercharged engines:  
 (6-5) 
 
Turbocharged engines with or without cooling of the intake air:  
 (6-6) 
 
6.1.1.  For the test to be considered valid both the following conditions must be met:  
 
 7 Hata! Bilinmeyen belge özelliği adı.   (a) fa shall be within the range 0,93 ≤ fa ≤ 1,07 except as permitted by points 6.1.2 
and 6.1.4;  
 (b) The temperature of intake air shall be maintained to 298 ± 5  K (25 ± 5 °C), 
measured upstream of any engine component, except as permitted by points 6.1.3 and 
6.1.4, and as required by points 6.1.5 and 6.1.6.  
6.1.2.  Where the altitude of the laboratory in which the engine is being tested exceeds 600 
m, with the agreement of the manufacturer fa may exceed 1,07 on the condition that ps shall not 
be less than 80 kPa.  
6.1.3.  Where the power of the engine being tested is g reater than 560 kW, with the agreement 
of the manufacturer the maximum value of intake air temperature may exceed 303 K (30 °C) 
on the condition that it shall not exceed 308 K (35 °C).  
6.1.4.  Where the altitude of the laboratory in which the engine is bein g tested exceeds 300 
m and the power of the engine being tested is greater than 560 kW, with the agreement of the 
manufacturer fa may exceed 1,07 on the condition that ps shall not be less than 80 kPa and the 
maximum value of intake air temperature may exc eed 303 K (30 °C) on the condition that it 
shall not exceed 308 K (35 °C).  
6.1.5.  In the case of an engine family of category NRS less than 19 kW exclusively 
consisting of engine types to be used in snow throwers, the temperature of the intake air shall 
be maintained between 273 K and 268 K (0 °C and – 5 °C).  
6.1.6.  For engines of category SMB the temperature of the intake air shall be maintained to 
263 ± 5 K ( – 10 ± 5 °C), except as permitted by point 6.1.6.1.  
6.1.6.1.  For engines of category SMB fitted wi th electronically controlled fuel injection that 
adjusts the fuel flow to the intake air temperature, at the choice of the manufacturer the 
temperature of the intake air may alternatively be maintained to 298 ± 5 K (25 ± 5 °C).  
6.1.7.  It is allowed to use:  
 (a) an atmospheric pressure meter whose output is used as the atmospheric pressure 
for an entire test facility that has more than one dynamometer test cell, as long as the 
equipment for handling intake air maintains ambient pressure, where the engine is 
tested, within ± 1 kPa of the shared atmospheric pressure;  
 (b) A humidity measurement device to measure the humidity of intake air for an 
entire test facility that has more than one dynamometer test cell, as long as the 
equipment for handling intake air m aintains dew point, where the engine is tested, 
within ± 0,5 K of the shared humidity measurement.  
6.2. Engines with charge -air cooling  
A charge -air cooling system with a total intake -air capacity that represents production engines' 
in-use installation sha ll be used. Any laboratory charge -air cooling system shall be designed to 
minimize accumulation of condensate. Any accumulated condensate  shall be drained and all 
drains shall be completely closed before emission testing. The drains shall be kept closed d uring 
the emission test. Coolant conditions shall be maintained as follows:  
 (a) a coolant temperature of at least 293 K (20  °C) shall be maintained at the inlet to 
the charge -air cooler throughout testing;  
 (b) at the rated speed and full load, the coolan t flow rate shall be set to achieve an air 
temperature within ±  5 K (± 5 °C) of the value designed by the manufacturer after the 
charge -air cooler's outlet. The air - outlet temperature shall be measured at the location 
specified by the manufacturer. This c oolant flow rate set point shall be used throughout 
testing;   
 8 Hata! Bilinmeyen belge özelliği adı.   (c) if the engine manufacturer specifies pressure -drop limits across the charge -air 
cooling system, it shall be ensured that the pressure drop across the charge -air cooling 
system at engine cond itions specified by the manufacturer is within the manufacturer's 
specified limit(s). The pressure drop shall be measured at the manufacturer's specified 
locations.  
 the test cycle then this speed may be used in place of rated speed when setting the charge  air 
temperature.  
The objective is to produce emission results that are representative of in -use operation. If good 
engineering judgment indicates that the specifications in this section would result in 
unrepresentative testing (such as overcooling of the intake air), more sophisticated set points 
and controls of charge -air pressure drop, coolant temperature, and flow rate may be used to 
achieve more representative results.  
6.3. Engine power  
6.3.1.  Basis for emission measurement  
The basis of specific emissi ons measurement is uncorrected net power as defined in Article 
4(25) of Regulation 2016/1628/AB . 
6.3.2.  Auxiliaries to be fitted  
During the test, the auxiliaries necessary for the engine operation shall be installed on the test 
bench according to the requi rements of Appendix 2.  
Where the necessary auxiliaries cannot be fitted for the test, the power they absorb shall be 
determined and subtracted from the measured engine power.  
6.3.3.  Auxiliaries to be removed  
Certain auxiliaries whose definition is linked w ith the operation of the non -road mobile 
machinery and which may be mounted on the engine shall be removed for the test.  
Where auxiliaries cannot be removed, the power they absorb in the unloaded condition may be 
determined and added to the measured engine power (see note g in Appendix 2). If this value 
is greater than 3 % of the maximum power at the test speed it may be ver ified by the technical 
service.  The power absorbed by auxiliaries shall be used to adjust the set values and to calculate 
the work produced by the engine over the test cycle in accordance with point 7.7.1.3 or point 
7.7.2.3(b).    
6.3.4.  Determination of au xiliary power  
Where applicable as per point 6.3.2 and 6.3.3, the values of auxiliary power and the 
measurement/calculation method for determining auxiliary power shall be submitted by the 
engine manufacturer for the whole operating area of the applicable t est cycles, and approved 
by the approval authority.  
6.3.5.  Engine cycle work  
The calculation of reference and actual cycle work (see point 7.8.3.4) shall be based upon 
engine power in accordance with point 6.3.1. In this case, Pf and Pr of equation (6 -7) are zero, 
and P equals Pm. 
If auxiliaries/equipment are installed in accordance with points 6.3.2 and/or 6.3.3, the power 
absorbed by them shall be used to correct each instantaneous cycle power value Pm,i, by means 
of equation (6 -8): 
Pi = Pm,i – Pf,i + Pr,i (6-7)  
 9 Hata! Bilinmeyen belge özelliği adı.  PAUX = Pr,i – Pf,i (6-8) 
 
Where:  
Pm,i  is the measured engine power, kW  
Pf,i  is the power absorbed by auxiliaries/equipment to be fitted for the test but that 
were not installed, kW  
Pr,i  is the power absorbed by auxiliaries/equipment to be removed for the test but that 
were installed, kW.  
 
6.4. Engine intake air  
6.4.1.  Introduction  
The intake -air system installed on the engine or one that represents a typical in -use 
configuration shall be used. This includes the charge -air cooling and exhau st gas recirculation 
(EGR).  
6.4.2.  Intake air pressure restriction  
An engine air intake system or a test laboratory system shall be used presenting an intake air 
pressure restriction within ± 300 Pa of the maximum value specified by the manufacturer for a 
clean air cleaner at the rated speed and full load. Where this is not possible due to the design of 
the test laboratory air supply system a pressure restriction not exceeding the value specified by 
the manufacturer for a dirty filter shall be permitted sub ject to prior approval of the technical 
service. The static differential pressure of the pressure restriction shall be measured at the 
location and at the speed and torque set points specified by the manufacturer. If the 
manufacturer does not specify a loc ation, this pressure shall be measured upstream of any 
turbocharger or exhaust gas recirculation (EGR) connection to the intake air system.  
When the MTS defined in point 5.2.5.1 is being used in place of rated speed to run the test cycle 
then this speed ma y be used in place of rated speed when setting the intake air pressure 
restriction.  
6.5. Engine exhaust system  
The exhaust system installed with the engine or one that represents a typical in -use 
configuration shall be used. The exhaust system shall conform to the requirements for exhaust 
emissions sampling, as set out in point 9.3. An engine exhaust system or a test laboratory system 
shall be used presenting a static exhaust gas back -pressure within 80 to 100 % of the maximum 
exhaust gas pressure res triction at the rated speed and full load. The exhaust gas pressure 
restriction may be set using a valve. If the maximum exhaust gas pressure restriction is 5 kPa 
or less, the set point shall not be more than 1,0 kPa from the maximum. When the MTS defined 
in point 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may 
be used in place of rated speed when setting the exhaust gas pressure restriction.  
6.6. Engine with exhaust after -treatment system  
If the engine is equipped wi th an exhaust after -treatment system that is not mounted directly on 
the engine, the exhaust pipe shall have the same diameter as found in -use for at least four pipe 
diameters upstream of the expansion section containing the after -treatment device. The dis tance 
from the exhaust manifold flange or turbocharger outlet to the exhaust after -treatment system 
shall be the same as in the non -road mobile machinery configuration or within the distance  
 10 Hata! Bilinmeyen belge özelliği adı.  specifications of the manufacturer. Where specified by the manufa cturer the pipe shall be 
insulated to achieve an after -treatment inlet temperature within the specification of the 
manufacturer. Where other installation requirements are specified by the manufacturer these 
shall also be respected for the test configuratio n. The exhaust gas back -pressure or pressure 
restriction shall be set according to point 6.5. For exhaust after -treatment devices with variable 
exhaust gas pressure restriction, the maximum exhaust gas pressure restriction used in point 6.5 
is defined at t he after -treatment condition (degreening/ageing and regeneration/loading level) 
specified by the manufacturer. The after -treatment container may be removed during dummy 
tests and during engine mapping, and replaced with an equivalent container having an in active 
catalyst support.  
The emissions measured on the test cycle shall be representative of the emissions in the field. 
In the case of an engine equipped with an exhaust after -treatment system that requires the 
consumption of a reagent, the reagent used f or all tests shall be declared by the manufacturer.  
For engines of category NRE, NRG, IWP, IWA, RLR, NRS, NRSh, SMB, and ATS equipped 
with exhaust after -treatment systems that are regenerated on an infrequent (periodic) basis, as 
described in point 6.6.2, emission results shall be adjusted to account for regeneration events. 
In this case, the average emission depends on the frequency of the regeneration event in  terms 
of fraction of tests during which the regeneration occurs. After -treatment systems with a  
regeneration process that occurs either in a sustained manner or at least once over the applicable 
transient (NRTC or LSI -NRTC) test cycle or RMC (‘continuous regeneration’) in accordance 
with point 6.6.1 do not require a special test procedure.  
6.6.1.  Continuous regeneration  
For an exhaust after -treatment system based on a continuous regeneration process the emissions 
shall be measured on an after -treatment system that has been stabilized so as to result in 
repeatable emissions behaviour. The regeneration  process shall occur at least once during the 
hot-start NRTC, LSI -NRTC or NRSC test, and the manufacturer shall declare the normal 
conditions under which regeneration occurs (soot load, temperature, exhaust gas back -pressure, 
etc.). In order to demonstrate  that the regeneration process is continuous, at least three hot -start 
runs of the NRTC, LSI -NRTC or NRSC shall be conducted. In case of hot -start NRTC, the 
engine shall be warmed up in accordance with point 7.8.2.1, the engine be soaked according to 
point  7.4.2.1(b) and the first hot -start NRTC.  
The subsequent hot -start NRTC shall be started after soaking according with point 7.4.2.1(b). 
During the tests, exhaust gas temperatures and pressures shall be recorded (temperature before 
and after the exhaust aft er-treatment system, exhaust gas back -pressure, etc.). The exhaust after -
treatment system is considered to be satisfactory if the conditions declared by the manufacturer 
occur during the test within a sufficient time and the emission results do not scatter  by more 
than ± 25 % from the mean value or 0,005 g/kWh, whichever is greater.  
6.6.2.  Infrequent regeneration  
This provision only applies to engines equipped with an exhaust after -treatment system that is 
regenerated on an infrequent basis, typically occur ring in less than 100 hours of normal engine 
operation. For those engines, either additive or multiplicative factors shall be determined for 
upward and downward adjustment as referred to in point 6.6.2.4 (‘adjustment factor’).  
Testing and development of ad justment factors is only required for one applicable transient 
(NRTC or LSI -NRTC) test cycle or RMC. The factors that have been developed may be applied 
to results from the other applicable test cycles including discrete -mode NRSC.  
In case that no suitable  adjustment factors are available from testing using transient (NRTC or 
LSI-NRTC) test cycle or RMC then adjustment factors shall be established using an applicable  
 11 Hata! Bilinmeyen belge özelliği adı.  discrete -mode NRSC test. Factors developed using a discrete -mode NRSC test shall only be 
applied to discrete -mode NRSC.  
It shall not be required to conduct testing and develop adjustment factors on both RMC and 
discrete -mode NRSC.  
6.6.2.1.  Requirement for establishing adjustment factors using NRTC, LSI -NRTC or RMC  
The emissions shall be measured  on at least three hot -start runs of the NRTC, LSI -NRTC or 
RMC, one with and two without a regeneration event on a stabilized exhaust after -treatment 
system. The regeneration process shall occur at least once during the NRTC, LSI -NRTC or 
RMC with a regener ation event. If regeneration takes longer than one NRTC, LSI -NRTC or 
RMC, consecutive NRTC, LSI -NRTC or RMC shall be run and emissions continued to be 
measured without shutting the engine off until regeneration is completed and the average of the 
tests sha ll be calculated. If regeneration is completed during any test, the test shall be continued 
over its entire length.  
An appropriate adjustment factor shall be determined for the entire applicable cycle by means 
of equations (6 -10) to (6 -13). 
6.6.2.2.  Requir ement for establishing adjustment factors using discrete -mode NRSC testing  
Starting with a stabilized exhaust after -treatment system the emissions shall be measured on at 
least three runs of each test mode of the applicable discrete -mode NRSC on which the 
conditions for regeneration can be met, one with and two without a regeneration event. The 
measurement of PM shall be conducted using the multiple filter method described in point 
7.8.1.2(c). If regeneration has started but is not complete at the end of th e sampling period for 
a specific test mode extend the sampling period shall be extended until regeneration is complete. 
Where there are multiple runs for the same mode an average result shall be calculated. The 
process shall be repeated for each test mode.  
An appropriate adjustment factor shall be determined by means of equations (6 -10) to (6 -13) 
for those modes of the applicable cycle for which regeneration occurs.  
6.6.2.3.  General procedure for developing infrequent regeneration adjustment factors (IRAFs)  
The manufacturer shall declare the normal parameter conditions under which the regeneration 
process occurs (soot load, temperature, exhaust gas back -pressure, etc.). The manufacturer shall 
also provide the frequency of the regeneration event in terms of n umber of tests during which 
the regeneration occurs.  The exact procedure to determine this frequency shall be agreed by the 
approval authority based upon good engineering judgement.    
For a regeneration test, the manufacturer shall provide an exhaust after -treatment system that 
has been loaded. Regeneration shall not occur during this engine conditioning phase. As an 
option, the manufacturer may run consecutive tests of the applicable cycle until the exhaust 
after-treatment system is loaded. Emissions measu rement is not required on all tests.  
Average emissions between regeneration phases shall be determined from the arithmetic mean 
of several approximately equidistant tests of the applicable cycle. As a minimum, at least one 
applicable cycle as close as poss ible prior to a regeneration test and one applicable cycle 
immediately after a regeneration test shall be conducted.  
During the regeneration test, all the data needed to detect regeneration shall be recorded (CO 
or NO x emissions, temperature before and after the exhaust after -treatment system, exhaust gas 
back -pressure, etc.). During the regeneration process, the applicable emission limits may be 
exceeded. The test procedure is schematically shown in Figure 6.1.   
 12 Hata! Bilinmeyen belge özelliği adı.  Figure 6.1 
Scheme of infrequent regeneration withnnumber of measurements andn rnumber of 
measurements during regeneration  
 
 
 
 
The average specific emission rate related to the test runs conducted according to points 6.6.2.1 
or 6.6.2.2 [g/kWh or #/kWh ] shall be weighted by means of equation (6 -9) (see Figure 6.1):  
 (6-9) 
 
Where:  
n  is the number of tests in which regeneration does not occur,  
nr  is the number of tests in which regeneration occurs (minimum one test),  
  is the average specific emission from a test in which the regeneration does not occur 
[g/kWh or #/kWh]  
  is the average specific emission from a test in which the regeneration occurs [g/kWh 
or #/kWh]  
At the choice of the manufacturer and based on upon good engineering judgment , the 
regeneration adjustment factor kr, expressing the average emission rate, may be calculated either 
multiplicative or additive for all gaseous pollutants, and, where there is an applicable limit, for 
PM and PN, by means of equations (6 -10) to (6 -13): 
Multiplicative  
 
 13 Hata! Bilinmeyen belge özelliği adı.   
 (upward adjustment factor)  (6-10) 
 (downward adjustment factor)  (6-11) 
Additive  
 (upward adjustment factor)  (6-12) 
 (downward adjustment factor)  (6-13) 
6.6.2.4.  Application of adjustment factors  
Upward adjustment factors are multiplied with or added to measured emission rates for all tests 
in which the regeneration does not occur. Downward adjustment factors are multiplied with or 
added to measured emission rates for all tests in which the regeneration occurs. The occurrence 
of the regeneration shall be identified in a manner that is readily apparent during all testing. 
Where no regeneration is identified, the upward adjustment factor shall be applied.  
With reference to Annex VII and Appendix 5 of Annex VII on brake specific em ission 
calculations, the regeneration adjustment factor:  
 (a) When established for an entire weighted cycle, shall be applied to the results of 
the applicable weighted NRTC, LSI -NRTC and NRSC;  
 (b) When established specifically for the individual modes of the applicable discrete -
mode NRSC, shall be applied to the results of those modes of the applicable discrete -
mode NRSC for which regeneration occurs prior to calculating the cycle weighted 
emission result. In this case the multiple filter method shall be u sed for PM 
measurement;  
 (c) May be extended to other members of the same engine family;  
 (d) May be extended to other engine families within the same engine after -treatment 
system family, as defined in Annex IX to Implementing  Notification  2017/656/AB , 
with the prior approval of the approval authority based on technical evidence to be 
supplied by the manufacturer that the emissions are similar.  
The following options shall apply:  
 (a) A manufacturer may elect to omit adjustment factors for one or more of  its engine 
families (or configurations) because the effect of the regeneration is small, or because 
it is not practical to identify when regenerations occur. In these cases, no adjustment 
factor shall be used, and the manufacturer is liable for compliance  with the emission 
limits for all tests, without regard to whether a regeneration occurs;  
 (b) Upon request by the manufacturer, the approval authority may account for 
regeneration events differently than pursuant to point (a). However, this option only 
applies to events that  occur extremely infrequently, and which cannot be practically 
addressed using the adjustment factors described in point 6.6.2.3.  
 
 14 Hata! Bilinmeyen belge özelliği adı.  6.7. Cooling system  
An engine cooling system with sufficient capacity to maintain the engine, with its in take-air, 
oil, coolant, block and head temperatures, at normal operating temperatures prescribed by the 
manufacturer shall be used. Laboratory auxiliary coolers and fans may be used.  
6.8. Lubricating oil  
The lubricating oil shall be specified by the manufa cturer and be representative of lubricating 
oil available in the market; the specifications of the lubricating oil used for the test shall be 
recorded and presented with the results of the test.  
6.9. Specification of the reference fuel  
The reference fuels to be used for the test are specified in Annex IX.  
The fuel temperature shall be in accordance with the manufacturer's recommendations. The fuel 
temperature shall be measured at the inlet to the fuel injection pump or as specified by the 
manufacturer, and the location of measurement recorded.  
6.10.  Crankcase emissions  
This section shall apply to engines of category NRE, NRG, IWP, IWA, RLR, NRS, NRSh, 
SMB, & ATS complying with Stage V emission limits set out in Annex II to Regulation 
2016/1628/AB . 
Crankcase emissions that are discharged directly into the ambient atmosphere shall be added to 
the exhaust emissions (either physically or mathematically) during all emission testing.  
Manufacturers taking advantage of this exception shall install the engines so that  all crankcase 
emission can be routed into the emissions sampling system. For the purpose of this point, 
crankcase emissions that are routed into the exhaust gas upstream of exhaust after -treatment 
system during all operation are not considered to be disch arged directly into the ambient 
atmosphere.  
Open crankcase emissions shall be routed into the exhaust system for emission measurement, 
as follows:  
 (a) The tubing materials shall be smooth -walled, electrically conductive, and not 
reactive with crankcase em issions. Tube lengths shall be minimized as far as possible;  
 (b) The number of bends in the laboratory crankcase tubing shall be minimized, and 
the radius of any unavoidable bend shall be maximized;  
 (c) The laboratory crankcase exhaust tubing shall meet the engine manufacturer's 
specifications for crankcase back -pressure;  
 (d) The crankcase exhaust tubing shall connect into the raw exhaust gas downstream 
of any exhaust after -treatment system, downstream of any installed exhaust emissions 
restriction, and sufficiently upstream of any sample probes to ensure complete mixing 
with the engine's exhaust system  before sampling. The crankcase exhaust tube shall 
extend into the free stream of exhaust system to avoid boundary -layer effects and to 
promote mixing. Th e crankcase exhaust tube's outlet may orient in any direction 
relative to the raw exhaust gas flow.  
7. Test procedures  
7.1. Introduction  
This chapter describes the determination of brake specific emissions of gaseous and particulate 
pollutants on engines t o be tested. The test engine shall be the parent engine configuration for 
the engine family as specified Annex IX to Implementing  Notification  2017/656/AB .  
 15 Hata! Bilinmeyen belge özelliği adı.  A laboratory emission test consists of measuring emissions and other parameters for the test 
cycles specified in Annex XVII. The following aspects are treated:  
 (a) The laboratory configurations for measuring the emissions (point 7.2);  
 (b) The pre -test and post -test verification procedures (point 7.3);  
 (c) The test cycles (point 7.4);  
 (d) The gener al test sequence (point 7.5);  
 (e) The engine mapping (point 7.6);  
 (f) The test cycle generation (point 7.7);  
 (g) The specific test cycle running procedure (point 7.8).  
7.2. Principle of emission measurement  
To measure the brake -specific emissions, the e ngine shall be operated over the test cycles 
defined in point 7.4, as applicable. The measurement of brake -specific emissions requires the 
determination of the mass of pollutants in the exhaust emissions (i.e. HC, CO, NO x and PM), 
the number of particulate s in the exhaust emissions (i.e. PN), the mass of CO 2 in the exhaust 
emissions, and the corresponding engine work.  
7.2.1.  Mass of constituent  
The total mass of each constituent shall be determined over the applicable test cycle by using 
the following methods:  
7.2.1.1.  Continuous sampling  
In continuous sampling, the constituent's concentration is measured continuously from raw or 
diluted exhaust gas. This concentration is multiplied by the continuous (raw or diluted) exhaust 
gas flow rate at the emissio n sampling location to determine the constituent's flow rate. The 
constituent's emission is continuously summed over the test interval. This sum is the total mass 
of the emitted constituent.  
7.2.1.2.  Batch sampling  
In batch sampling, a sample of raw or dil uted exhaust gas is continuously extracted and stored 
for later measurement. The extracted sample shall be proportional to the raw or diluted exhaust 
gas flow rate. Examples of batch sampling are collecting diluted gaseous emissions in a bag 
and collecting  PM on a filter. In principal the method of emission calculation is done as follows: 
the batch sampled concentrations are multiplied by the total mass or mass flow (raw or dilute) 
from which it was extracted during the test cycle. This product is the total  mass or mass flow 
of the emitted constituent. To calculate the PM concentration, the PM deposited onto a filter 
from proportionally extracted exhaust gas shall be divided by the amount of filtered exhaust 
gas. 
7.2.1.3.  Combined sampling  
Any combination of  continuous and batch sampling is permitted (e.g. PM with batch sampling 
and gaseous emissions with continuous sampling).  
Figure 6.2 illustrates the two aspects of the test procedures for measuring emissions: the 
equipment with the sampling lines in raw an d diluted exhaust gas and the operations requested 
to calculate the pollutant emissions in steady -state and transient test cycles.   
 16 Hata! Bilinmeyen belge özelliği adı.  Figure 6.2  
Test procedures for emission measurement  
 
 
 Note on Figure 6.2:  The term ‘Partial flow PM sampling’ includes the partial flow 
dilution to extract only raw exhaust gas with constant or varying dilution ratio.  
 
7.2.2.  Work determination  
The work shall be determined over the test cycle by synchronously multiplying speed and brake 
torque to calculate instantaneous values for engine brake power. Engine brake power shall be 
integrated over the test cycle to determine total work.  
7.3. Verification and calibration  
7.3.1.  Pre-test procedures  
7.3.1.1.  General requirements for pr econditioning the sampling system and the engine  
To achieve stable conditions, the sampling system and the engine shall be preconditioned before 
starting a test sequence as specified in this point.  
The intent of engine preconditioning is to achieve the rep resentativeness of emissions and 
emission controls over the duty cycle and to reduce bias in order to meet stable conditions for 
the following emission test.  
Emissions may be measured during preconditioning cycles, as long as a predefined number of 
preconditioning cycles are performed and the measurement system has been started according 
to the requirements of point 7.3.1.4. The amount of preconditioning shall be identified by the 
engine manufacturer before starting to precondition. Preconditioning shall be performed as 
follows, noting that the specific cycles for preconditioning are the same ones that apply for 
emission testing.   
 17 Hata! Bilinmeyen belge özelliği adı.  Engines fitted with an after -treatment system may be operated prior to cycle -specific 
preconditioning set out in points 7.3.1.1.1 to 7.3.1.1.4, so that the after -treatment system is 
regenerated and, where applicable, the soot load in the particulate after -treatment system is re -
establis hed. 
7.3.1.1.1.  Preconditioning for cold -start run of NRTC  
The engine shall be preconditioned by running at least one hot -start NRTC. Immediately after 
completing each preconditioning cycle, the engine shall be shut down and the engine -off hot -
soak period shall be completed. Immediately after completing the last preconditioning cycle, 
the engine shall be shut down and the engine cool down described in point 7.3.1.2 shall be 
started.  
7.3.1.1.2.  Preconditioning for hot -start run of NRTC or for LSI -NRTC  
This p oint describes the pre -conditioning that shall be applied when it is intended to sample 
emissions from the hot -start NRTC without running the cold -start run of the NRTC (‘cold -start 
NRTC’), or for the LSI -NRTC. The engine shall be preconditioned by running  at least one hot -
start NRTC or LSI -NRTC as applicable. Immediately after completing each preconditioning 
cycle, the engine shall be shut down, and then the next cycle shall be started  as soon as practical. 
It is recommended that the next preconditioning cycle shall be started within 60 seconds after 
completing the last preconditioning cycle. Where applicable, following the last pre -
conditioning cycle the appropriate hot -soak (hot -start NRTC) or cool -down (LSI -NRTC) period 
shall apply before the engine is started for the emissions test. Where no hot -soak or cool down 
period applies it is recommended that the emissions test shall be started within 60 seconds after 
completing the last pre -conditioning cycle.  
7.3.1.1.3.  Preconditioning for discrete -mode NRSC  
For engine categories other than NRS and NRSh the engine shall be warmed -up and run until 
engine temperatures (cooling water and lube oil) have been stabilized on 50 % speed and 50 % 
torque for any discrete -mode NRSC test cycle other than type D2, E2, or G,  or nominal engine 
speed and 50 % torque for any discrete -mode NRSC test cycle D2, E2 or G. The 50 % speed 
shall be calculated in accordance with point 5.2.5.1 in the case of an engine where MTS is used 
for the generation of test speeds, and calculated in accordance with point 7.7.1.3 in all other 
cases. 50 % torque is defined as 50 % of the maximum available torque at this speed. The 
emissions test shall be started without stopping the engine.  
For engine categories NRS and NRSh the engine shall be warmed u p according to the 
recommendation of the manufacturer and good engineering judgment. Before emission 
sampling can start, the engine shall be running on mode 1 of the appropriate test cycle until 
engine temperatures have been stabilized. The emissions test shall be started without stopping 
the engine.  
7.3.1.1.4.  Preconditioning for RMC  
The engine manufacturer shall select one of the following pre -conditioning sequences (a) or 
(b). The engine shall be pre -conditioned according to the chosen sequence.  
 (a) The engine shall be preconditioned by running at least the second half of the 
RMC, based on the number of test modes. The engine shall not be shut down between 
cycles. Immediately after completing each preconditioning cycle, the next cycle 
(including the emis sion test) shall be started as soon as practical. Where possible, it is 
recommended that the next cycle be started within 60 seconds after completing the last 
preconditioning cycle.  
 (b) The engine shall be warmed -up and run until engine temperatures (cool ing water 
and lube oil) have been stabilized on 50 % speed and 50 % torque for any RMC test 
cycle other than type D2, E2, or G, or nominal engine speed and 50 % torque for any  
 18 Hata! Bilinmeyen belge özelliği adı.  RMC test cycle D2, E2 or G. The 50 % speed shall be calculated in accordance wit h 
point 5.2.5.1 in the case of an engine where MTS is used for the generation of test 
speeds, and be calculated in accordance with point 7.7.1.3 in all other cases. 50 % 
torque is defined as 50 % of the maximum available torque at this speed.  
7.3.1.2.  Engi ne cool -down (NRTC)  
A natural or forced cool -down procedure may be applied. For forced cool -down, good 
engineering judgment shall be used to set up systems to send cooling air across the engine, to 
send cool oil through the engine lubrication system, to re move heat from the coolant through 
the engine cooling system, and to remove heat from an exhaust after -treatment system. In the 
case of a forced after -treatment cool down, cooling air shall not be applied until the exhaust 
after-treatment system has cooled  below its catalytic activation temperature. Any cooling 
procedure that results in unrepresentative emissions is not permitted.  
7.3.1.3.  Verification of HC contamination  
If there is any presumption of an essential HC contamination of the exhaust gas measur ing 
system, the contamination with HC may be checked with zero gas and the hang -up may then 
be corrected. If the amount of contamination of the measuring system and the background HC 
system has to be checked, it shall be conducted within 8 hours of startin g each test -cycle. The 
values shall be recorded for later correction. Before this check, the leak check has to be 
performed and the FID analyzer has to be calibrated.  
7.3.1.4.  Preparation of measurement equipment for sampling  
The following steps shall be t aken before emission sampling begins:  
 (a) Leak checks shall be performed within 8 hours prior to emission sampling in 
accordance with point  8.1.8.7;  
 (b) For batch sampling, clean storage media shall be connected, such as evacuated 
bags or tare -weighed fi lters;  
 (c) All measurement instruments shall be started in accordance with the instrument 
manufacturer's instructions and good engineering judgment;  
 (d) Dilution systems, sample pumps, cooling fans, and the data -collection system 
shall be started;  
 (e) The sample flow rates shall be adjusted to desired levels, using bypass flow, if 
desired;  
 (f) Heat exchangers in the sampling system shall be pre -heated or pre -cooled to 
within their operating temperature ranges for a test;  
 (g) Heated or cooled components  such as sample lines, filters, chillers, and pumps 
shall be allowed to stabilize at their operating temperatures;  
 (h) Exhaust gas dilution system flow shall be switched on at least 10 minutes before 
a test sequence;  
 (i) Calibration of gas analyzers and zeroing of continuous analyzers shall be carried 
out in accordance with the procedure of point 7.3.1.5;  
 (j) Any electronic integrating devices shall be zeroed or re -zeroed, before the start 
of any test interval.  
7.3.1.5.  Calibration of gas analyzers  
Appro priate gas analyzer ranges shall be selected. Emission analyzers with automatic or manual 
range switching are allowed.  During a test using transient (NRTC or LSI -NRTC) test cycles or  
 19 Hata! Bilinmeyen belge özelliği adı.  RMC and during a sampling period of a gaseous emission at the end of eac h mode for discrete -
mode NRSC testing, the range of the emission analyzers shall not be switched. Also the gains 
of an analyzer's analogue operational amplifier(s) shall not be switched during a test cycle.  
All continuous analyzers shall be zeroed and span ned using internationally -traceable gases that 
meet the specifications of point 9.5.1. FID analyzers shall be spanned on a carbon number basis 
of one (C 1). 
7.3.1.6.  PM filter preconditioning and tare weighing  
The procedures for PM filter preconditioning an d tare weighing shall be performed in 
accordance with point 8.2.3.  
The following steps shall be taken after emission sampling is complete:  
7.3.2.1.  Verification of proportional sampling  
For any proportional batch sample, such as a bag sample or PM sample, it shall be verified that 
proportional sampling was maintained according to point 8.2.1. For the single filter method and 
the discrete steady -state test cycle, effective PM weighting factor shall be calculated. Any 
sample that does not fulfil the requireme nts of point 8.2.1 shall be voided.  
7.3.2.2.  Post-test PM conditioning and weighing  
Used PM sample filters shall be placed into covered or sealed containers or the filter holders 
shall be closed, in order to protect the sample filters against ambient conta mination. Thus 
protected, the loaded filters have to be returned to the PM -filter conditioning chamber or room. 
Then the PM sample filters shall be conditioned and weighted accordingly to point 8.2.4 (PM 
filter post -conditioning and total weighing procedur es). 
7.3.2.3.  Analysis of gaseous batch sampling  
As soon as practical, the following shall be performed:  
 (a) All batch gas analyzers shall be zeroed and spanned no later than 30 minutes after 
the test cycle is complete or during the soak period if practic al to check if gaseous 
analyzers are still stable;  
 (b) Any conventional gaseous batch samples shall be analyzed no later than 30 
minutes after the hot -start NRTC is complete or during the soak period;  
 (c) The background samples shall be analyzed no later  than 60 minutes after the hot -
start NRTC is complete.  
7.3.2.4.  Drift verification  
After quantifying exhaust gas, drift shall be verified as follows:  
 (a) For batch and continuous gas analyzers, the mean analyzer value shall be 
recorded after stabilizing a  zero gas to the analyzer. Stabilization may include time to 
purge the analyzer of any sample gas, plus any additional time to account for analyzer 
response;  
 (b) The mean analyzer value shall be recorded after stabilizing the span gas to the 
analyzer. Sta bilization may include time to purge the analyzer of any sample gas, plus 
any additional time to account for analyzer response;  
 (c) These data shall be used to validate and correct for drift as described in point 
8.2.2.  
7.4. Test cycles  
The EU type-approval test shall be conducted using the appropriate NRSC and, where 
applicable, NRTC or LSI -NRTC, specified in Article 1 9 of Regulation No: 2016/1628/ AB and   
 20 Hata! Bilinmeyen belge özelliği adı.  Annex IV thereto.  The technical specifications and characteristics of the NRSC, NRTC and 
LSI-NRTC are laid down in Annex XVII of this Notification  and the method for determination 
of the torque, power and speed settings for these test cycles set out in section 5.2.  
7.4.1.  Steady -state test cycles  
Non-road steady -state test cycles (NRSC) are spe cified in Appendices 1 and 2 of Annex XVII 
as a list of discrete -modes NRSC (operating points), where each operating point has one value 
of speed and one value of torque. A NRSC shall be measured with a warmed up and running 
engine according to manufacture r's specification. At the choice of the manufacturer, a NRSC 
may be run as a discrete -mode NRSC or a RMC, as explained in points 7.4.1.1 and 7.4.1.2. It 
shall not be required to conduct an emission test according to both points 7.4.1.1 and 7.4.1.2.  
7.4.1.1 . Discrete -mode NRSC  
The discrete -mode NRSC are hot running cycles where emissions shall be started to be 
measured after the engine is started, warmed up and running as specified in point 7.8.1.2. Each 
cycle consists of a number of speed and load modes (wi th the respective weighing factor for 
each mode) which cover the typical operating range of the specified engine category.  
7.4.1.2.  Ramped modal NRSC  
The RMC are hot running cycles where emissions shall be started to be measured after the 
engine is started , warmed up and running as specified in point 7.8.2.1. The engine shall be 
continuously controlled by the test bed control unit during the RMC. The gaseous and 
particulate emissions shall be measured and sampled continuously during the RMC in the same 
way as in a transient (NRTC or LSI -NRTC) test cycles.  
An RMC is intended to provide a method for performing a steady -state test in a pseudo -transient 
manner. Each RMC consists of a series of steady state modes with a linear transition between 
them. The relativ e total time at each mode and its preceding transition match the weighting of 
the discrete -mode NRSC. The change in engine speed and load from one mode to the next one 
has to be linearly controlled in a time of 20 ± 1 seconds. The mode change time is part of the 
new mode (including the first mode). In some cases modes are not run in the same order as the 
discrete -mode NRSC or are split to prevent extreme changes in temperature.  
7.4.2.  Transient (NRTC and LSI -NRTC) test cycles  
The non -road transient cycle fo r engines of category NRE (NRTC) and the non -road transient 
cycle for large spark ignition engines of category NRS (LSI -NRTC) are each specified in 
Appendix 3 of Annex XVII as a second -by-second sequence of normalized speed and torque 
values. In order to p erform the test in an engine test cell, the normalized values shall be 
converted to their equivalent reference values for the individual engine to be tested, based on 
specific speed and torque values identified in the engine -mapping curve. The conversion i s 
referred to as denormalization, and the resulting test cycle is the reference NRTC or LSI -NRTC 
test cycle of the engine to be tested (see point 7.7.2).  
7.4.2.1.  Test sequence for NRTC  
A graphical display of the normalized NRTC dynamometer schedule is sho wn in Figure 6.3.   
 21 Hata! Bilinmeyen belge özelliği adı.  Figure 6.3  
NRTC normalized dynamometer schedule  
 
 
The NRTC shall be run twice after completion of pre -conditioning (see point 7.3.1.1.1) in 
accordance with the following procedure:  
 (a) the cold start run shall commence after either the engine and exhaust after -
treatment systems have cooled down to room temperature after natural engine cool 
down, or after forced  cool down, and the engine, coolant and oil temperatures, exhaust 
after-treatment systems and all engine control devices are stabilized between 293 K 
and 303 K (20  °C and 30  °C). The measurement of the emissions for this run shall be 
started with the start of the cold engine;  
 (b) the hot soak period shall commence immediately upon completion of the cold 
start phase. The engine shall be shut -down and conditioned for the hot -start run b y 
soaking it for 20 minutes ± 1 minute;  
 (c) the hot -start run shall commence immediately after the soak period with the 
cranking of the engine. The gaseous analyzers shall be switched on at least 10 seconds 
before the end of the soak period to avoid switching signal peaks.  The measurement 
of emissions for this run shall be started in parallel with the cranking of the engine.  
Brake specific emissions expressed in (g/kWh), or number per kilowatt -hour (#/kWh) for PN, 
shall be determined by using the proc edures set out in this section for both the cold start run 
and hot -start run of the test cycle. Composite weighted emissions shall be computed by  
 22 Hata! Bilinmeyen belge özelliği adı.  weighting the cold -start run results by 10  % and the hot -start run results by 90  % as detailed in 
Annex VII.  
7.4.2.2.  Test sequence for LSI -NRTC  
The LSI -NRTC shall be run once as a hot -start run after completion of pre -conditioning (see 
point 7.3.1.1.2) in accordance with the following procedure:  
 (a) the engine shall be started and operated for the first 180 seco nds of the duty cycle, 
then operated at idle without load for 30 seconds. Emissions shall not be measured 
during this warm -up sequence.  
 (b) At the end of the 30 -second idling period, emissions measurement shall be started 
and the engine be operated over t he entire duty cycle from the beginning (time 0 sec).  
Brake specific emissions expressed in (g/kWh) shall be determined by using the procedures of 
Annex VII.  
If the engine was already operating before the test, use good engineering judgment to let the 
engine cool down enough so measured emissions will accurately represent those from an engine 
starting at room temperature. For example, if an engine starting at room temperature warms up 
enough in three minutes to start closed -loop operation and achieve full c atalyst activity, then 
minimal engine cooling is necessary before starting the next test.  
With the prior agreement of the technical service, the engine warm -up procedure may include 
up to 15 minutes of operation over the duty cycle.  
7.5. General test seque nce 
To measure engine emissions the following steps have to be performed:  
 (a) The engine test speeds and test loads have to be defined for the engine to be tested 
by measuring the max torque (for constant -speed engines) or max torque curve (for 
variable -speed engines) as function of the engine speed;  
 (b) Normalized test cycles have to be denormalized with the torque (for constant -
speed engines) or speeds and torques (for variable -speed engines) found in the 
previous point 7.5(a);  
 (c) The engine, equipmen t, and measurement instruments shall be prepared for the 
following emission test or test series (cold -start run and hot -start run) in advance;  
 (d) Pre-test procedures shall be performed to verify proper operation of certain 
equipment and analyzers. All an alysers have to be calibrated. All pre -test data shall be 
recorded;  
 (e) The engine shall be started (NRTC) or kept running (steady -state cycles and LSI -
NRTC) at the beginning of the test cycle and the sampling systems shall be started at 
the same time;  
 (f) Emissions and other required parameters shall be measured or recorded during 
sampling time (for NRTC, LSI -NRTC and RMC throughout the whole test cycle);  
 (g) Post-test procedures shall be performed to verify proper operation of certain 
equipment and ana lyzers;  
 (h) PM filter(s) shall be pre -conditioned, weighed (empty weight), loaded, re -
conditioned, again weighed (loaded weight) and then samples shall be evaluated in 
accordance with the pre -test (point 7.3.1.6) and post -test (point 7.3.2.2) procedures;  
 (i) Emission test results shall be evaluated.   
 23 Hata! Bilinmeyen belge özelliği adı.  Figure 6.4 gives an overview about the procedures needed to conduct NRMM test cycles with 
measuring exhaust engine emissions.  
 
Figure 6.4  
Test sequence  
 
 
  
 24 Hata! Bilinmeyen belge özelliği adı.  7.5.1.  Engine starting, and restarting  
7.5.1.1.  Engine start  
The engine shall be started:  
 (a) As recommended in the end -users' instructions using a production starter motor 
or air -start system and either an adequately charged battery, a suitable power supply 
or a suitable compressed air source; or  
 (b) By using the dyn amometer to crank the engine until it starts. Typically operate 
the engine within ± 25 % of its typical in -use cranking speed or start the engine by 
linearly increasing the dynamometer speed from zero to 100 min– 1 below low idle 
speed but only until the e ngine starts.  
Cranking shall be stopped within 1 s of starting the engine. If the engine does not start after 15  s 
of cranking, cranking shall be stopped and the reason for the failure to start determined, unless 
the end -users' instructions or the service -repair manual describes a longer cranking time as 
normal.  
7.5.1.2.  Engine stalling  
 (a) If the engine stalls anywhere during the cold start run of the NRTC, the entire 
test shall be voided;  
 (b) If the engine stalls anywhere during the hot -start run of the  NRTC, only this run 
shall be voided. The engine shall be soaked in accordance with point 7.8.3, and the 
hot-start run repeated. In this case, the cold -start run does not need to be repeated;  
 (c) If the engine stalls anywhere during the LSI -NRTC, the test  shall be voided.  
 (d) If the engine stalls anywhere during the NRSC (discrete or ramped), the test shall 
be voided and be repeated beginning with the engine warm -up procedure. In the case 
of PM measurement utilizing the multi -filter method (one sampling f ilter for each 
operating mode), the test shall be continued by stabilizing the engine at the previous 
mode for engine temperature conditioning and then initiating measurement with the 
mode where the engine stalled.  
7.5.1.3  Engine operation  
The ‘operator’ m ay be a person (i.e., manual), or a governor (i.e., automatic) that mechanically 
or electronically signals an input that demands engine output. Input may be from an accelerator 
pedal or signal, a throttle -control lever or signal, a fuel lever or signal, a speed lever or signal, 
or a governor set point or signal.  
7.6. Engine mapping  
Before starting the engine mapping, the engine shall be warmed up and towards the end of the 
warm up it shall be operated for at least 10 minutes at maximum power or according to  the 
recommendation of the manufacturer and good engineering judgement in order to stabilize the 
engine coolant and lube oil temperatures. When the engine is stabilized, the engine mapping 
shall be performed.  
Where the manufacturer intends to use the torque signal broadcast by the electronic control 
unit, of engines so equipped, during the conduct of in -service monitoring tests according to 
Delegated  Notification  2017/655/AB   on monitoring of emissions of in -service engines, the 
verification set out in Appendix 3 shall additionally be performed during the engine mapping.  
Except constant -speed engines, engine mapping shall be performed with fully open fuel lever 
or governor using discrete speeds in ascending o rder. The minimum and maximum mapping 
speeds are defined as follows:   
 25 Hata! Bilinmeyen belge özelliği adı.   
Minimum mapping 
speed  = warm idle speed  
Maximum mapping 
speed  = nhi × 1,02 or speed where max torque drops off to zero, 
whichever is smaller.  
 
Where:  
nhi  is the high speed,  as defined in Article 
1(12)    
 
If the highest speed is unsafe or unrepresentative (e.g., for ungoverned engines), good 
engineering judgement shall be used to map up to the maximum safe speed or the maximum 
representative speed.  
7.6.1.  Engine mapping for variable -speed NRSC  
In the case of engine mapping for a variable -speed NRSC (only for engines which have not to 
run the NRTC or LSI -NRTC cycle), good engineering judgment shall be used to select a 
sufficient number of evenly spaced set -points. At each set -point, speed shall be stabilized and 
torque allowed to stabilize at least for 15 seconds. The mean speed and torque shall be recorded 
at each set -point. It is recommended that the mean speed and torque are calculated using the 
recorded d ata from the last 4 to 6 seconds. Linear interpolation shall be used to determine the 
NRSC test speeds and torques if needed. When engines are additionally required to run an 
NRTC or LSI -NRTC, the NRTC engine mapping curve shall be used to determine steady -state 
test speeds and torques.  
At the choice of the manufacturer the engine mapping may alternatively be conducted according 
to the procedure in point 7.6.2.  
7.6.2.  Engine mapping for NRTC and LSI -NRTC  
The engine mapping shall be performed according to th e following procedure:  
 (a) The engine shall be unloaded and operated at idle speed;  
 (i) For engines with a low -speed governor, the operator demand shall be set to 
the minimum, the dynamometer or another loading device shall be used to target 
a torque of zero on the engine's primary output shaft and the engine shall be 
allowed to govern the speed. This warm idle speed shall be measured;  
 (ii) For engines without a low -speed governor, the dynamometer shall be set to 
target a torque of zero on the engine's p rimary output shaft, and the operator 
demand shall be set to control the speed to the manufacturer -declared lowest 
engine speed possible with minimum load (also known as manufacturer -declared 
warm idle speed);  
 (iii) The manufacturer declared idle torque m ay be used for all variable -speed 
engines (with or without a low -speed governor), if a nonzero idle torque is 
representative of in -use operation;  
 (b) Operator demand shall be set to maximum and engine speed shall be controlled 
to between warm idle and 95 % of its warm idle speed. For engines with reference  
 26 Hata! Bilinmeyen belge özelliği adı.  duty cycles, which lowest speed is greater than warm idle speed, the mapping may be 
started at between the lowest reference speed and 95 % of the lowest reference speed;  
 (c) The engine speed shall be in creased at an average rate of 8 ± 1 min– 1/s or the 
engine shall be mapped by using a continuous sweep of speed at a constant rate such 
that it takes 4 to 6 min to sweep from minimum to maximum mapping speed. The 
mapping speed range shall be started betwee n warm idle and 95 % of warm idle and 
ended at the highest speed above maximum power at which less than 70 % of 
maximum power occurs. If this highest speed is unsafe or unrepresentative (e.g., for 
ungoverned engines), good engineering judgment shall be use d to map up to the 
maximum safe speed or the maximum representative speed. Engine speed and torque 
points shall be recorded at a sample rate of at least 1 Hz;  
 (d) If a manufacturer believes that the above mapping techniques are unsafe or 
unrepresentative for any given engine, alternate mapping techniques may be used. 
These alternate techniques shall satisfy the intent of the specified mapping procedures 
to determine the maximum available torque at all engine speeds achieved during the 
test cycles. Deviatio ns from the mapping techniques specified in this section for 
reasons of safety or  representativeness shall be approved by the approval authority 
along with the justification for their use. In no case, however, the torque curve shall be 
run by descending e ngine speeds for governed or turbocharged engines;  
 (e) An engine need not be mapped before each and every test cycle. An engine shall 
be remapped if:  
 (i) an unreasonable amount of time has transpired since the last map, as 
determined by good engineering judgment; or  
 (ii) physical changes or recalibrations have been made to the engine which 
potentially affect engine performance; or  
 (iii) the atmospheric pressure near the engine's air inlet is not within ± 5 kPa of 
the value recorded at the time of the la st engine map.  
7.6.3.  Engine mapping for constant -speed NRSC  
The engine may be operated with a production constant -speed governor or a constant -speed 
governor maybe simulated by controlling engine speed with an operator demand control 
system. Either isochronous or speed -droop governor operation shall be used, as appropriate.  
7.6.3.1.  Rated power check for engines to be tested on cycles D2 or E2  
The following check shall be conducted:  
 (a) With the governor or simulated governor controlling speed using  operator 
demand the engine shall be operated at the rated speed and the rated power for as long 
as required to achieve stable operation;  
 (b) The torque shall be increased until the engine is unable to maintain the governed 
speed. The power at this point shall be recorded. Before this check is performed the 
method to safely determine when this point has been reached shall be agreed between 
the manufacturer and the technical service conducting the check, depending upon the 
characteristics of the governor. T he power recorded shall not exceed the rated power 
as defined in Article 4(27) of Regulation No: 2016/1628/AB by more than 12,5  %. If 
this value is exceeded the manufacturer shall revise the declared rated power.    
If the specific engine being tested is una ble to perform this check due to risk of damage to the 
engine or dynamometer the manufacturer shall present to the approval authority robust evidence 
that maximum power does not exceed the rated power by more than 12,5 %.   
 27 Hata! Bilinmeyen belge özelliği adı.  7.6.3.2.  Mapping procedure for con stant -speed NRSC  
 (a) With the governor or simulated governor controlling speed using operator 
demand, the engine shall be operated at no -load governed speed (at high speed, not 
low idle) for at least 15 seconds, unless the specific engine is unable to per form this 
task;  
 (b) The dynamometer shall be used to increase torque at a constant rate. The map 
shall be conducted such that it takes no less than 2 min to sweep from no -load governed 
speed to the torque corresponding to rated power for engines to be tes ted on cycle D2 
or E2 or to maximum torque in the case of other constant -speed test cycles. During the 
engine mapping actual speed and torque shall be recorded with at least 1 Hz;  
 (c) In case of a constant -speed engine with a governor that can be reset to  alternative 
speeds, the engine shall be tested at each applicable constant -speed.  
For constant -speed engines good engineering judgment shall be used in agreement with the 
approval authority to apply other methods to record torque and power at the defined operating 
speed(s).  
For engines tested on cycles other than D2 or E2, when both measured and declared values are 
available for the maximum torque, the declared value may be used instead of the measured 
value if it is between 95 and 100 % of the measured va lue. 
7.7. Test cycle generation  
7.7.1.  Generation of NRSC  
This point shall be used to generate the engine speeds and loads over which the engine shall be 
operated during steady -state tests with discrete -mode NRSC or RMC.  
7.7.1.1.  Generation of NRSC test sp eeds for engines tested with both NRSC and either NRTC 
or LSI -NRTC.  
For engines that are tested with either NRTC or LSI -NRTC in addition to a NRSC, the MTS 
specified in point 5.2.5.1 shall be used as the 100 % speed for both transient and steady state 
tests. 
The MTS shall be used in place of rated speed when determining intermediate speed in 
accordance with point 5.2.5.4.  
The idle speed shall be determined in accordance with point 5.2.5.5.  
7.7.1.2.  Generation of NRSC test speeds for engines only tested with  NRSC  
For engines that are not tested with a transient (NRTC or LSI -NRTC) test cycle, the rated speed 
specified in point 5.2.5.3 shall be used as the 100 % speed.  
The rated speed shall be used to determine the intermediate speed in accordance with point 
5.2.5.4. If the NRSC specifies additional speeds as a percentage they shall be calculated as a 
percentage of the rated speed.  
The idle speed shall be determined in accordance with point 5.2.5.5.  
With prior approval of the technical service, MTS may be used instead of rated speed for the 
generation of test speeds in this point.  
7.7.1.3.  Generation of NRSC load for each test mode  
The per cent load for each test mode of the chosen test cycle shall be taken from the appropriate 
NRSC Table of Appendix 1 or 2 of A nnex XVII. Depending upon the test cycle, the per cent 
load in these Tables is expressed as either power or torque in accordance with point 5.2.6 and 
in the footnotes for each Table.   
 28 Hata! Bilinmeyen belge özelliği adı.  The 100 % value at a given test speed shall be the measured or declared v alue taken from the 
mapping curve generated in accordance with point 7.6.1, point 7.6.2 or point 7.6.3 respectively, 
expressed as power (kW).  
The engine setting for each test mode shall be calculated by means of equation (6 -14): 
 (6-14) 
 
Where:  
S  is the  dynamometer setting in kW  
Pmax  is the maximum observed or declared power at the test speed under the test 
conditions (specified by the manufacturer) in kW  
PAUX  is the declared total power absorbed by auxiliaries as defined in equation (6 -8) 
(see point  6.3.5) at the specified test speed in kW  
L  is per cent torque  
 
A warm minimum torque that is representative of in -use operation may be declared and used 
for any load point that would otherwise fall below this value if the engine type will not normally 
operate below this minimum torque, for example because it will be connected to a non -road 
mobile machinery that does not operate below a certain minimum torque.  
In the case of cycles E2 and D2 the manufacturer shall declare the rated power and these shall 
be used as 100 % power when generating the test cycle.  
7.7.2.  Generation of NRTC & LSI -NRTC speed and load for each test point 
(denormalization)  
This point shall be used to generate the corresponding engine speeds and loads over which the 
engine shall be o perated during NRTC or LSI -NRTC tests. Appendix 3 of Annex XVII defines 
applicable test cycles in a normalized format. A normalized test cycle consists of a sequence of 
paired values for speed and torque %.  
Normalized values of speed and torque shall be transformed using the following conventions:  
 (a) The normalized speed shall be transformed into a sequence of reference speeds, 
nref, in accordance with point 7.7.2.2;  
 (b) The normalized torque is expressed as a percentage of the mapped torque from 
the c urve generated according to point 7.6.2 at the corresponding reference speed. 
These normalized values shall be transformed into a sequence of reference torques, 
Tref, according to point 7.7.2.3;  
 (c) The reference speed and reference torque values expresse d in coherent units are 
multiplied to calculate the reference power values.  
7.7.2.1.  Reserved  
7.7.2.2.  Denormalization of engine speed  
The engine speed shall be denormalized using by means of equation (6 -15): 
 
 29 Hata! Bilinmeyen belge özelliği adı.   (6-15) 
 
Where:  
nref  is the reference speed  
MTS   is the maximum test speed  
nidle  is the idle speed  
%speed   is the value of NRTC or LSI -NRTC normalized speed taken from Appendix 3 
of Annex XVII.  
 
7.7.2.3  Denormalization of engine torque  
The torque values in the engine dynamometer schedule of App endix 3 of Annex XVII. are 
normalized to the maximum torque at the respective speed. The torque values of the reference 
cycle shall be denormalized, using the mapping curve determined according to point 7.6.2, by 
means of equation (6 -16): 
 (6-16) 
 
for the respective reference speed as determined in point 7.7.2.2  
Where:  
Tref  is the reference torque for the respective reference speed  
max.torque       is the maximum torque for the respective test speed taken from the engine 
mapping performed in accordance  with point 7.6.2 adjusted where 
necessary in accordance with point 7.7.2.3(b)    
%torque   is the value of NRTC or LSI -NRTC normalized torque taken from 
Appendix 3 of Annex XVII  
 
(a) Declared minimum torque  
A minimum torque that is representative of in-use operation may be declared. For example, if 
the engine is typically connected to a non -road mobile machinery that does not operate below 
a certain minimum torque, this torque may be declared and used for any load point that would 
otherwise fall below  this value.  
 
 30 Hata! Bilinmeyen belge özelliği adı.  (b) Adjustment of engine torque due to auxiliaries fitted for the emissions test  
Where auxiliaries are fitted in accordance with Appendix 2 there shall be no adjustment to the 
maximum torque for the respective test speed taken from the engine mapping performed 
according to point 7.6.2.  
Where, according to points 6.3.2 or 6.3.3 necessary auxiliaries that should have been fitted for 
the test are not installed, or auxiliaries that should have been removed for the test are installed, 
the value of Tmax shall be adjusted by means of equation (6 -17). 
Tmax = Tmap – TAUX (6-17) 
 
with:  
TAUX = T r – Tf (6-18) 
 
where:  
Tmap  is the unadjusted maximum torque for the respective test speed taken from the 
engine mapping performed in accordance with point 7.6.2  
Tf  is the torque required to drive auxiliaries that should have been fitted but were 
not installed for the test  
Tr  is the torque required to drive auxiliaries that should have been removed for the 
test but were installed for the test  
 
7.7.2.4.  Example  of denormalization procedure  
As an example, the following test point shall be denormalized:  
% speed  = 43 %  
% torque  = 82 %  
Given the following values:  
MTS  = 2200 min– 1 
nidle = 600 min– 1 
results in  
 
 
With the maximum torque of 700 Nm observed from the m apping curve at 1288 min–1 
 
 
 
 31 Hata! Bilinmeyen belge özelliği adı.  7.8. Specific test cycle running procedure  
7.8.1.  Emission test sequence for discrete -mode NRSC  
7.8.1.1.  Engine warming -up for steady state discrete -mode NRSC  
Pre-test procedure according to point 7.3.1 shall be performed, including analyzer calibration. 
The engine shall be warmed -up using the pre -conditioning sequence in point 7.3.1.1.3. 
Immediately from this engine conditioning point, the test cycle measurement starts.  
7.8.1.2.  Performing discrete -mode NRSC  
 (a) The test s hall be performed in ascending order of mode numbers as set out for 
the test cycle (see Appendix 1 of Annex XVII);  
 (b) Each mode has a mode length of at least 10 minutes.  In each mode the engine 
shall be stabilised for at least 5 minutes.  Gaseous emission s, and, where applicable, 
PN, shall be sampled for 1 to 3 minutes at the end of each mode and PM emissions 
shall be sampled in accordance with point (c);  
 Notwithstanding the previous paragraph, when either testing spark ignition engines 
using cycles G1, G 2 or G3 or when conducting measurements in accordance with 
Annex V of this Notification  each mode has a mode length of at least 3 minutes.  In 
this case gaseous emissions, and, where applicable, PN, shall be sampled for at least 
the last 2 minutes of each mode and PM emissions shall be sampled in accordance 
with point (c). The mode length and sampling time may be extended to improve 
accuracy;  
 The mode length shall be recorded and reported.  
 (c) For PM emissions, the PM sampling may be done either with the single filter 
method or with the multiple filter method. Since the results of the methods may differ 
slightly, the method used shall be declared with the results;    
 For the single filter method the modal weighting factors specified in the test cycle 
proce dure and the actual exhaust gas flow shall be taken into account during sampling 
by adjusting sample flow rate and/or sampling time, accordingly. It is required that the 
effective weighing factor of the PM sampling is within ± 0,005 of the weighing factor 
of the given mode;  
 Sampling shall be conducted as late as possible within each mode. For the single filter 
method, the completion of PM sampling shall be coincident within ± 5 s with the 
completion of the gaseous emission measurement. The sampling time pe r  mode shall 
be at least 20 s for the single filter method and at least 60 s for the multi -filter method. 
For systems without bypass capability, the sampling time per mode shall be at least 60 
s for single and multiple filter methods;  
 (d) The engine spee d and load, intake air temperature, fuel flow and where applicable 
air or exhaust gas flow shall be measured for each mode at the same time interval 
which is used for the measurement of the gaseous concentrations;  
 Any additional data required for calculat ion shall be recorded.  
 (e) If the engine stalls or the emission sampling is interrupted at any time after 
emission sampling begins for a discrete -mode NRSC and the single filter method, the 
test shall be voided and be repeated beginning with the engine wa rm-up procedure. In 
the case of PM measurement utilizing the multi -filter method (one sampling filter for 
each operating mode), the test shall be continued by stabilizing the engine at the 
previous mode for engine temperature conditioning and then initiati ng measurement 
with the mode where the engine stalled;   
 32 Hata! Bilinmeyen belge özelliği adı.   (f) Post-test procedures according to point 7.3.2 shall be performed.  
7.8.1.3.  Validation criteria  
During each mode of the given steady -state test cycle after the initial transition period, the 
measur ed speed shall not deviate from the reference speed for more than ± 1 % of rated speed 
or ± 3 min– 1, whichever is greater except for idle which shall be within the tolerances declared 
by the manufacturer. The measured torque shall not deviate from the ref erence torque for more 
than ± 2 % of the maximum torque at the test speed.  
7.8.2.  Emission test sequence for RMC  
7.8.2.1.  Engine warming -up 
Pre-test procedure according to point 7.3.1 shall be performed, including analyzer calibration. 
The engine shall be warmed -up using the pre -conditioning sequence in point 7.3.1.1.4. 
Immediately after this engine conditioning procedure, if the engine speed and torque are not 
already set for the first mode of the test they shall be changed in a linear ramp of 20 ± 1 s to the 
first mode of the test. In between 5 to 10 s after the end of the ramp, the test cycle measurement 
shall start.  
7.8.2.2.  Performing an RMC  
The test shall be performed in the order of mode numbers as set out for the test cycle (see 
Appendix 2 of Annex X VII) Where there is no RMC available for the specified NRSC the 
discrete -mode NRSC procedure set out in point 7.8.1 shall be followed.  
The engine shall be operated for the prescribed time in each mode. The transition from one 
mode to the next shall be done  linearly in 20 s ± 1 s following the tolerances prescribed in point 
7.8.2.4.  
For RMC, reference speed and torque values shall be generated at a minimum frequency of 1 
Hz and this sequence of points shall be used to run the cycle. During the transition bet ween 
modes, the denormalized reference speed and torque values shall be linearly ramped between 
modes to generate reference points. The normalized reference torque values shall not be linearly 
ramped between modes and then denormalized. If the speed and to rque ramp runs through a 
point above the engine's torque curve, it shall be continued to command the reference torques 
and it shall be allowed for the operator demand to go to maximum.  
Over the whole RMC (during each mode and including the ramps between th e modes), the 
concentration of each gaseous pollutant shall be measured and where there is an applicable limit 
the PM and PN be sampled. The gaseous pollutants may be measured raw or diluted and be 
recorded continuously; if diluted, they can also be sample d into a sampling bag. The particulate 
sample shall be diluted with conditioned and clean air. One sample over the complete test 
procedure shall be taken, and, in the case of PM collected on a single PM sampling filter.  
For calculation of the brake specifi c emissions, the actual cycle work shall be calculated by 
integrating actual engine power over the complete cycle.  
7.8.2.3.  Emission test sequence  
 (a) Execution of the RMC, sampling exhaust gas, recording data, and integrating 
measured values shall be started simultaneously;  
 (b) Speed and torque shall be controlled to the first mode in the test cycle;  
 (c) If the engine stalls anywhere during the RMC execution, the test shall be voided. 
The engine shall be pre -conditioned and the test repeated;  
 (d) At the end of the RMC, sampling shall be continued, except for PM sampling, 
operating all systems to allow system response time to elapse. Then all sampling and  
 33 Hata! Bilinmeyen belge özelliği adı.  recording shall be stopped, including the recording of background samples. Finally, 
any integrati ng devices shall be stopped and the end of the test cycle shall be indicated 
in the recorded data;  
 (e) Post-test procedures according to point 7.3.2 shall be performed.  
7.8.2.4.  Validation criteria  
RMC tests shall be validated using the regression analysi s as described in points 7.8.3.3 and 
7.8.3.5. The allowed RMC tolerances are given in the following Table 6.1. Note that the RMC 
tolerances are different from the NRTC tolerances of Table 6.2.  When conducting testing of 
engines of reference power greater t han 560 kW the regression line tolerances of Table 6.2 and 
the point deletion of Table 6.3 may be used.    
 
Table 6.1  
RMC Regression line tolerances  
 Speed  Torque  Power  
Standard error of 
estimate (SEE) of y 
on x maximum 1 % of 
rated speed  maximum 2 % of 
maximum engine torque  maximum 2 % of 
maximum engine power  
Slope of the 
regression line, a1 0,99 to 1,01  0,98 - 1,02 0,98 - 1,02 
Coefficient of 
determination, r2 minimum 0,990  minimum 0,950  minimum 0,950  
y intercept of the 
regression line, a0 ± 1 % of rated 
speed  ± 20 Nm or 2 % of 
maximum torque 
whichever is greater  ± 4 kW or 2 % of 
maximum power 
whichever is greater  
 
In case of running the RMC test not on a transient test bed, where the second by second speed 
and torque values are not available, the following validation criteria shall be used.  
At each mode the requirements for the speed and torque tolerances are given in point 7.8.1.3. 
For the 20 s linear speed and linear torque transitions between the RMC steady -state test modes 
(point 7.4.1.2) the f ollowing tolerances for speed and load shall be applied for the ramp:  
 (a) the speed shall be held linear within ± 2 % of rated speed,  
 (b) the torque shall be held linear within ± 5 % of the maximum torque at rated speed.  
7.8.3.  Transient (NRTC and LSI -NRTC) test cycles  
Reference speeds and torques commands shall be sequentially executed to perform the NRTC 
and LSI -NRTC. Speed and torque commands shall be issued at a frequency of at least 5 Hz. 
Because the reference test cycle is specified at 1 Hz, the in between speed and torque commands 
shall be linearly interpolated from the reference torque values generated from cycle generation.  
Small denormalized speed values near warm idle speed may cause low -speed idle governors to 
activate and the engine torque to exceed the reference torque even though the operator demand 
is at a minimum. In such cases, it is recommended to control the dynamometer so it gives  
 34 Hata! Bilinmeyen belge özelliği adı.  priority to follow the reference torque instead of the reference speed and let the engine govern 
the speed.  
Under cold -start conditions engines may use an enhanced -idle device to quickly warm up the 
engine and the exhaust after -treatment system. Under these conditions, very low normalized 
speeds will generate reference speeds below this higher enhanced idle spe ed. In this case it is 
recommended controlling the dynamometer so it gives priority to follow the reference torque 
and let the engine govern the speed when the operator demand is at minimum.  
During an emission test, reference speeds and torques and the fee dback speeds and torques shall 
be recorded with a minimum frequency of 1 Hz, but preferably of 5 Hz or even 10 Hz. This 
larger recording frequency is important as it helps to minimize the biasing effect of the time lag 
between the reference and the measure d feedback speed and torque values.  
The reference and feedback speeds and torques maybe recorded at lower frequencies (as low as 
1 Hz), if the average values over the time interval between recorded values are recorded. The 
average values shall be calculate d based on feedback values updated at a frequency of at least 
5 Hz. These recorded values shall be used to calculate cycle -validation statistics and total work.  
7.8.3.1.  Performing an NRTC test  
Pre-test procedures according to point 7.3.1 shall be performe d, including pre -conditioning, 
cool-down and analyzer calibration.  
Testing shall be started as follows:  
The test sequence shall commence immediately after the engine has started from cooled down 
condition specified in point 7.3.1.2 in case of the cold -start NRTC or from hot soak condition 
in case of the hot -start NRTC. The sequence in point 7.4.2.1 shall be followed.  
Data logging, sampling of exhaust gas and integrating measured values shall be initiated 
simultaneously at the start of the engine. The test cycle shall be initiated when the engine starts 
and shall be executed according to the schedule of Appendix 3 of Annex XVII.  
At the end of the cycle, sampling shall be continued, operating all systems to allow system 
response time to elapse. Then all sampl ing and recording shall be stopped, including the 
recording of background samples. Finally, any integrating devices shall be stopped and the end 
of the test cycle shall be indicated in the recorded data.  
Post-test procedures according to point 7.3.2 shall be performed.  
7.8.3.2.  Performing an LSI -NRTC test  
Pre-test procedures according to point 7.3.1 shall be performed, including pre -conditioning and 
analyzer calibration.  
Testing shall be started as follows:  
The test shall commence according to the sequence given in point 7.4.2.2.  
Data logging, sampling of exhaust gas and integrating measured values shall be initiated 
simultaneously with the start of the LSI -NRTC at the end of the 30 -second idle period specified 
in point 7.4.2.2(b). The test cycle shall be ex ecuted according to the schedule of Appendix 3 of 
Annex XVII.  
At the end of the cycle, sampling shall be continued, operating all systems to allow system 
response time to elapse. Then all sampling and recording shall be stopped, including the 
recording of background samples. Finally, any integrating devices shall be stopped and the end 
of the test cycle shall be indicated in the recorded data.  
Post-test procedures according to point 7.3.2 shall be performed.   
 35 Hata! Bilinmeyen belge özelliği adı.  7.8.3.3.  Cycle validation criteria for transient (NRTC and LSI -NRTC) test cycles  
In order to check the validity of a test, the cycle -validation criteria in this point shall be applied 
to the reference and feedback values of speed, torque, power and overall work.  
7.8.3.4.  Calculation of cycle work  
Before calculating the cycle work, any speed and torque values recorded during engine starting 
shall be omitted. Points with negative torque values have to be accounted for as zero work. The 
actual cycle work Wact (kWh) shall be calculated based on engine feedbac k speed and torque 
values. The reference cycle work Wref (kWh) shall be calculated based on engine reference 
speed and torque values. The actual cycle work Wact is used for comparison to the reference 
cycle work Wref and for calculating the brake specific emissions (see point 7.2).  
Wact shall be between 85 % and 105 % of Wref. 
7.8.3.5.  Validation statistics (see Appendix 2 of Annex VII)  
Linear regression between the reference and the feedback values shall be calculated for speed, 
torque and power.  
To minimi ze the biasing effect of the time lag between the reference and feedback cycle values, 
the entire engine speed and torque feedback signal sequence may be advanced or delayed in 
time with respect to the reference speed and torque sequence. If the feedback s ignals are shifted, 
both speed and torque shall be shifted by the same amount in the same direction.  
The method of least squares shall be used, with the best -fit equation having the form set out in 
equation (6 -19): 
y = a1x + a0 (6-19) 
 
where:  
y  is the feedback value of speed (min– 1), torque (Nm), or power (kW)  
a1  is the slope of the regression line  
x  is the reference value of speed (min– 1), torque (Nm), or power (kW)  
a0  is the y intercept of the regression line.  
 
The standard error of estimate (SEE) of y on x and the coefficient of determination ( r2) shall be 
calculated for each regression line in accordance with Appendix 3 of Annex VII.  
It is recommended that this analysis be performed at 1 Hz. For a test to be considered valid, the 
criteria of  Table 6.2 shall be met.  
 
 
 
 
 
  
 36 Hata! Bilinmeyen belge özelliği adı.  Table 6.2  
Regression line tolerances  
 Speed  Torque  Power  
Standard error of 
estimate ( SEE) of y 
on x ≤ 5,0 percent of 
maximum test 
speed  ≤ 10,0 % of maximum 
mapped torque  ≤ 10,0 % of maximum 
mapped power  
Slope of the 
regression line, a1 0,95 to 1,03  0,83 - 1,03 0,89 - 1,03 
Coefficient of 
determination, r2 minimum 0,970  minimum 0,850  minimum 0,910  
y intercept of the 
regression line, a0 ≤ 10 % of idle  ± 20 Nm or ± 2 % of 
maximum torque 
whichever is greater  ± 4 kW or ± 2 % of 
maximum power 
whichever is greater  
 
For regression purposes only, point deletions are permitted where noted in Table 6.3 before 
doing the regression calculation. However, those points shall not be deleted for the calculation 
of cycle work and emissions. An idle point is defined as a point ha ving a normalized reference 
torque of 0 % and a normalized reference speed of 0 %. Point deletion may be applied to the 
whole or to any part of the cycle; points to which the point deletion is applied have to be 
specified.  
 
Table 6.3  
Permitted point dele tions from regression analysis  
Event  Conditions ( n = engine speed, T = torque)  Permitted point 
deletions  
Minimum operator 
demand (idle 
point)  nref = nidle 
and 
Tref = 0 %  
and 
Tact > (Tref – 0,02 Tmaxmappedtorque ) 
and 
Tact < (Tref + 0,02 Tmaxmappedtorque ) speed and power  
Minimum operator 
demand  nact ≤ 1,02 nref and Tact > Tref 
or 
nact > nref and Tact ≤ Tref' 
or power and either 
torque or speed   
 37 Hata! Bilinmeyen belge özelliği adı.  nact > 1,02 nref and Tref < Tact ≤ (Tref + 0,02 
Tmaxmappedtorque ) 
Maximum 
operator demand  nact < nref and Tact ≥ Tref 
or 
nact ≥ 0,98 nref and Tact < Tref 
or 
nact < 0,98 nref and Tref > Tact ≥ (Tref – 0,02 
Tmaxmappedtorque ) power and either 
torque or speed  
 
 Where:  
nref  is the reference speed (see section 7.7.2.),  
nidle  is the idle speed,  
nact  is the actual (measured) speed,  
Tref  is the reference torque (see section 7.7.2.),  
Tact  is the actual (measured) torque,  
Tmaxmappedtorque   is the highest value of torque on the full -load torque curve mapped 
in accordance with section 7.6.  
8. Measurement procedures  
8.1. Calibration and performance checks  
8.1.1.  Introduction  
This point describes required calibrations and verifications of measurement systems. See point 
9.4 for specifications that apply to individual instruments.  
Calibrations or verifications shall be generally performed over the complete measurement 
chain.  
If a calibration or verification for a portion of a measurement system is not specified, that 
portion of the system shall be calibrated and its performance verified at a frequency consistent 
with any  recommendations from the measurement system manufacturer and consistent with 
good engineering judgment.  
Internationally recognized -traceable standards shall be used to meet the tolerances specified for 
calibrations and verifications.  
8.1.2.  Summary of cal ibration and verification  
Table 6.4 summarizes the calibrations and verifications described in section 8 and indicates 
when these have to be performed.  
 
 
 
  
 38 Hata! Bilinmeyen belge özelliği adı.   
Table 6.4  
Summary of Calibration and Verifications  
Type of 
calibration or 
verification  Minimum frequency1 
8.1.3: 
accuracy, 
repeatability 
and noise  Accuracy: Not required, but recommended for initial installation.  
Repeatability: Not required, but recommended for initial installation.  
Noise: Not required, but recommended for initial installation.  
8.1.4: linearity 
verification  Speed: Upon initial installation, within 370 days before testing and after major 
maintenance.  
Torque: Upon initial installation, within 370 days bef ore testing and after 
major maintenance.  
Intake air, dilution air and diluted exhaust gas flows and batch sample flow 
rates: Upon initial installation, within 370 days before testing and after major 
maintenance, unless flow is verified by propane check or by carbon or oxygen 
balance.  
Raw exhaust gas flow: Upon initial installation, within 185 days before testing 
and after major maintenance, unless flow is verified by propane check or by 
carbon or oxygen balance.  
Gas dividers: Upon initial installation, with in 370 days before testing and after 
major maintenance.  
Gas analyzers (unless otherwise noted): Upon initial installation, within 35 
days before testing and after major maintenance.  
 
FTIR analyser: Upon installation, within 370 days before testing and afte r 
major maintenance.  
PM balance: Upon initial installation, within 370 days before testing and after 
major maintenance.  
Stand -alone pressure and temperature: Upon initial installation, within 370 
days before testing and after major maintenance.  
8.1.5: 
Continuous 
gas analyzer 
system 
response and Upon initial installation or after system modification that would affect 
response.  
                                                 
1 Perform calibrations and verifications more frequently, according to measurement system manufact urer 
instructions and good engineering judgment.   
 39 Hata! Bilinmeyen belge özelliği adı.  updating -
recording 
verification — 
for gas 
analyzers not 
continuously 
compensated 
for other gas 
species  
8.1.6: 
Continuous 
gas analyzer 
system 
response and 
updating -
recording 
verification — 
for gas 
analyzers 
continuously 
compensated 
for other gas 
species  Upon initial installation or after system modification that would affect 
response.  
8.1.7.1: torque  Upon initial installatio n and after major maintenance.  
8.1.7.2: 
pressure, 
temperature, 
dew point  Upon initial installation and after major maintenance.  
8.1.8.1: fuel 
flow Upon initial installation and after major maintenance.  
8.1.8.2: intake 
flow Upon initial installation and after major maintenance.  
8.1.8.3: 
exhaust gas 
flow Upon initial installation and after major maintenance.  
8.1.8.4: diluted 
exhaust gas 
flow (CVS and 
PFD)  Upon initial installation and after major maintenance.  
8.1.8.5: 
CVS/PFD and Upon initial installation, within 35 days before testing, and after major 
maintenance. (Propane check)   
 40 Hata! Bilinmeyen belge özelliği adı.  batch sampler 
verification1 
8.1.8.8: 
vacuum leak  Upon installation of the sampling system. Before each laboratory test 
according to point 7.1: within 8 hours before t he start of the first test interval 
of each duty cycle sequence and after maintenance such as pre -filter changes.  
8.1.9.1: CO 2 
NDIR H 2O 
interference  Upon initial installation and after major maintenance.  
8.1.9.2: CO 
NDIR CO 2 and 
H2O 
interference  Upon ini tial installation and after major maintenance.  
8.1.10.1: FID 
calibration  
HC FID 
optimization 
and HC FID 
verification  Calibrate, optimize, and determine CH 4 response: upon initial installation and 
after major maintenance.  
Verify CH 4 response: upon initial installation, within 185 days before testing, 
and after major maintenance.  
8.1.10.2: raw 
exhaust gas 
FID O 2 
interference  For all FID analyzers: upon initial installation, and after major maintenance.  
For THC FID analyzers: upon initial installation, after  major maintenance, 
and after  
FID optimization according to 8.1.10.1.  
8.1.11.1: CLD 
CO 2 and H 2O 
quench  Upon initial installation and after major maintenance.  
8.1.11.3: 
NDUV HC 
and H 2O 
interference  Upon initial installation and after major maintenance.  
8.1.11.4: 
Sample dryer 
NO 2 
penetration 
(chiller)     Upon initial installation and after major maintenance.    
8.1.11.5: NO 2-
to-NO 
converter 
conversion  Upon initial installation, within 35 days before testing, and after major 
maintenance.  
                                                 
1 The CVS verification is not required for systems that agree within ± 2 % based on a chemical balance of 
carbon or oxygen of the intake air, fuel, and diluted exhaust gas.   
 41 Hata! Bilinmeyen belge özelliği adı.  8.1.12: Sample 
dryer 
verification     For thermal chillers: upon installation and after major maintenance. For 
osmotic membranes: upon installation, within 35 days of testing and after 
major maintenance.    
8.1.13.1: PM 
balance and 
weighing  Independent verification: upon in itial installation, within 370 days before 
testing, and after major maintenance.  
Zero, span, and reference sample verifications: within 12 hours of weighing, 
and after major maintenance.  
 
8.1.3.  Verifications for accuracy, repeatability, and noise  
The performance values for individual instruments specified in Table 6.8 are the basis for the 
determination of the accuracy, repeatability, and noise of an instrument.  
It is not required to verify instrument accuracy, repeatability, or noise. However, it may be 
useful to consider these verifications to define a specification for a new instrument, to verify 
the performance of a new instrument upon delivery, or to troubleshoot an existing instrument.  
8.1.4.  Linearity verification  
8.1.4.1.  Scope and frequency  
A linearity verification shall be performed on each measurement system listed in Table 6.5 at 
least as frequently as indicated in the Table, consistent with measurement system manufacturer 
recommendations and good engineering judgment. The intent of a lineari ty verification is to 
determine that a measurement system responds proportionally over the measurement range of 
interest. A linearity verification shall consist of introducing a series of at least  10 reference 
values to a measurement system, unless otherw ise specified. The measurement system 
quantifies each reference value. The measured values shall be collectively compared to the 
reference values by using a least squares linear regression and the linearity criteria specified in 
Table 6.5.  
8.1.4.2.  Perform ance requirements  
If a measurement system does not meet the applicable linearity criteria in Table 6.5, the 
deficiency shall be corrected by re -calibrating, servicing, or replacing components as needed. 
The linearity verification shall be repeated after co rrecting the deficiency to ensure that the 
measurement system meets the linearity criteria.  
8.1.4.3.  Procedure  
The following linearity verification protocol shall be used:  
 (a) A measurement system shall be operated at its specified temperatures, pressures , 
and flows;  
 (b) The instrument shall be zeroed as it would before an emission test by introducing 
a zero signal. For gas analyzers, a zero gas shall be used that meets the specifications 
of point 9.5.1 and it shall be introduced directly at the analyzer port;  
 (c) The instrument shall be spanned as it would before an emission test by 
introducing a span signal. For gas analyzers, a span gas shall be used that meets the 
specifications of point 9.5.1 and it shall be introduced directly at the analyzer port;  
 (d) After spanning the instrument, zero shall be checked with the same signal which 
has been used in paragraph (b) of this point. Based on the zero reading, good 
engineering judgment shall be used to determine whether or not to re -zero and or re -
span the instrument before proceeding to the next step;   
 42 Hata! Bilinmeyen belge özelliği adı.   (e) For all measured quantities manufacturer recommendations and good 
engineering judgment shall be used to select the reference values, yrefi, that cover the 
full range of values that are expected during emi ssion testing, thus avoiding the need 
of extrapolation beyond these values. A zero reference signal shall be selected as one 
of the reference values of the linearity verification. For stand -alone pressure and 
temperature linearity verifications, at least t hree reference values shall be selected. For 
all other linearity verifications, at least ten reference values shall be selected;  
 (f) Instrument manufacturer recommendations and good engineering judgment shall 
be used to select the order in which the serie s of reference values will be introduced;  
 (g) Reference quantities shall be generated and introduced as described in point 
8.1.4.4. For gas analyzers, gas concentrations known to be within the specifications of 
point 9.5.1 shall be used and they shall be introduced directly at the analyzer port;  
 (h) Time for the instrument to stabilize while it measures the reference value shall 
be allowed;  
 (i) At a recording frequency of at least the minimum frequency, as specified in Table 
6.7, the reference value shal l be measured for 30 s and the arithmetic mean of the 
recorded values,  recorded;  
 (j) Steps in paragraphs (g) to (i) of this point shall be repeated until all reference 
quantities are measured;  
 (k) The arithmetic means , and reference values, yrefi, shall be used to calculate 
least-squares linear regression parameters and statistical values to compare to the 
minimum performance criteria specified in Table 6.5. The calculations described in 
Appendix 3 of Annex VII shall be used.  
8.1.4.4.  Reference signal s 
This point describes recommended methods for generating reference values for the linearity -
verification protocol in point 8.1.4.3. Reference values shall be used that simulate actual values, 
or an actual value shall be introduced and measured with a refe rence -measurement system. In 
the latter case, the reference value is the value reported by the reference -measurement system. 
Reference values and reference -measurement systems shall be internationally traceable.  
For temperature measurement systems with sen sors like thermocouples, RTDs, and thermistors, 
the linearity verification may be performed by removing the sensor from the system and using 
a simulator in its place. A simulator that is independently calibrated and cold junction 
compensated, as necessary shall be used. The internationally traceable simulator uncertainty 
scaled to temperature shall be less than 0,5 % of maximum operating temperature Tmax. If this 
option is used, it is necessary to use sensors that the supplier states are accurate to better than 
0,5 % of Tmax compared to their standard calibration curve.  
8.1.4.5.  Measurement systems that require linearity verification  
Table 6.5 indicates measurement systems that require linearity verifications. For this Table the 
following provisions shall apply:  
 (a) a linearity verification shall be performed more frequently if the instrument 
manufacturer recommends it or based on good engineering judgment;  
 (b) ‘min’ refers to the minimum reference value used during the linearity 
verification;  
 Note that this value may be zero or a negative value depending on the signal;  
 
 43 Hata! Bilinmeyen belge özelliği adı.   (c) ‘max’ generally refers to the maximum reference value used during the linearity 
verification. For example for gas dividers, xmax is the undivided, undiluted, span gas 
concentration. T he following are special cases where ‘max’ refers to a different value:  
 (i) For PM balance linearity verification, mmax refers to the typical mass of a 
PM filter;  
 (ii) For torque linearity verification, Tmax refers to the manufacturer's specified 
engine torque peak value of the highest torque engine to be tested;  
 (d) the specified ranges are inclusive. For example, a specified range of 0,98 -1,02 
for the slope a1 means 0,98 ≤ a1 ≤ 1,02;  
 (e) these linearity verifications are not required for systems that pass the flow -rate 
verification for diluted exhaust gas as described in point 8.1.8.5 for the propane check 
or for systems that agree within ± 2 % based on a chemical balance of carbon or oxygen 
of the intake air, fuel, and exhaust gas;  
 (f) a1 criteria fo r these quantities shall be met only if the absolute value of the 
quantity is required, as opposed to a signal that is only linearly proportional to the 
actual value;  
 (g) stand -alone temperatures include engine temperatures and ambient conditions 
used to set or verify engine conditions; temperatures used to set or verify critical 
conditions in the test system; and temperatures used in emissions calculations:  
 (i) these temperature linearity checks are required. Air intake; after -treatment 
bed(s) (for engin es tested with exhaust after -treatment systems on cycles with 
cold start criteria); dilution air for PM sampling (CVS, double dilution, and 
partial flow systems); PM sample; and chiller sample (for gaseous sampling 
systems that use chillers to dry samples) ; 
 (ii) these temperature linearity checks are only required if specified by the 
engine manufacturer. Fuel inlet; test cell charge air cooler air outlet (for engines 
tested with a test cell heat exchanger simulating a non -road mobile machinery 
charge air c ooler); test cell charge air cooler coolant inlet (for engines tested with 
a test cell heat exchanger simulating a non -road mobile machinery charge air 
cooler); and oil in the sump/pan; coolant before the thermostat (for liquid cooled 
engines);  
 (h) stand -alone pressures include engine pressures and ambient conditions used to 
set or verify engine conditions; pressures used to set or verify critical conditions in the 
test system; and pressures used in emissions calculations:  
 (i) required pressure linearity checks are: intake air pressure restriction; exhaust 
gas back -pressure; barometer; CVS inlet gage pressure (if measurement using 
CVS); chiller sample (for gaseous sampling systems that use chillers to dry 
samples);  
 (ii) pressure linearity checks that are required only if specified by the engine 
manufacturer: test cell charge air cooler and interconnecting pipe pressure drop 
(for turbo -charged engines tested with a test cell heat exchanger simulating a 
non-road mobile machinery charge air cooler) fuel inlet ; and fuel outlet.  
 
 
 
  
 44 Hata! Bilinmeyen belge özelliği adı.  Table 6.5  
Measurement systems that require linearity verifications  
Measurement System  Quantity  Minimum 
verification 
frequency  Linearity Criteria  
 α SEE r2 
Engine speed  n Within 370 
days before 
testing  ≤ 0,05 % 
nmax 0,98-1,02 ≤ 2 % 
nmax ≥ 
0,99
0 
Engine torque  T Within 370 
days before 
testing  ≤ 1 % Tmax 0,98-1,02 ≤ 2 % 
Tmax ≥ 
0,99
0 
Fuel flow rate  qm Within 370 
days before 
testing  ≤ 1 % qm, max 0,98-1,02 ≤ 2 % 
qm, max ≥ 
0,99
0 
Intake -air flow rate1 qV Within 370 
days before 
testing  ≤ 1 % qV, max 0,98-1,02 ≤ 2 % 
qV, max ≥ 
0,99
0 
Dilution air flow rate2 qV Within 370 
days before 
testing  ≤ 1 % qV, max 0,98-1,02 ≤ 2 % 
qV, max ≥ 
0,99
0 
Diluted exhaust gas 
flow rate3 qV Within 370 
days before 
testing  ≤ 1 % qV, max 0,98-1,02 ≤ 2 % 
qV, max ≥ 
0,99
0 
Raw exhaust gas flow 
rate4 qV Within 185 
days before 
testing  ≤ 1 % qV, max 0,98-1,02 ≤ 2 % 
qV, max ≥ 
0,99
0 
                                                 
1 Molar flow rate may be used inst ead of standard volumetric flow rate as the term representing ‘quantity’. In 
this case maximum molar flow rate may be used instead of the maximum standard volumetric flow rate in the 
corresponding linearity criteria.  
2 Molar flow rate may be used instead o f standard volumetric flow rate as the term representing ‘quantity’. In 
this case maximum molar flow rate may be used instead of the maximum standard volumetric flow rate in the 
corresponding linearity criteria.  
3 Molar flow rate may be used instead of sta ndard volumetric flow rate as the term representing ‘quantity’. In 
this case maximum molar flow rate may be used instead of the maximum standard volumetric flow rate in the 
corresponding linearity criteria.  
4 Molar flow rate may be used instead of standard  volumetric flow rate as the term representing ‘quantity’. In 
this case maximum molar flow rate may be used instead of the maximum standard volumetric flow rate in the 
corresponding linearity criteria.  
 
 45 Hata! Bilinmeyen belge özelliği adı.  Batch sampler flow 
rates1 qV Within 370 
days before 
testing  ≤ 1 % qV, max 0,98-1,02 ≤ 2 % 
qV, max ≥ 
0,99
0 
Gas dividers  x/xspan Within 370 
days before 
testing  ≤ 0,5 % xmax 0,98-1,02 ≤ 2 % 
xmax ≥ 
0,99
0 
Gas analyzers  x Within 35 
days before 
testing  ≤ 0,5 % xmax 0,99-1,01 ≤ 1 % 
xmax ≥ 
0,99
8 
PM balance  m Within 370 
days before 
testing  ≤ 1 % mmax 0,99-1,01 ≤ 1 % 
mmax ≥ 
0,99
8 
Stand -alone pressures  p Within 370 
days before 
testing  ≤ 1 % pmax 0,99-1,01 ≤ 1 % 
pmax ≥ 
0,99
8 
Analog -to-digital 
conversion of stand -
alone temperature 
signals  T Within 370 
days before 
testing  ≤ 1 % Tmax 0,99-1,01 ≤ 1 % 
Tmax ≥ 
0,99
8 
 
8.1.5.  Continuous gas  analyser system -response and updating -recording verification  
This section describes a general verification procedure for continuous gas analyzer system 
response and update recording. See point 8.1.6 for verification procedures for compensation 
type analys ers. 
8.1.5.1.  Scope and frequency  
This verification shall be performed after installing or replacing a gas analyzer that is used for 
continuous sampling. Also this verification shall be performed if the system is reconfigured in 
a way that would change sys tem response. This verification is needed for continuous gas 
analysers used for transient (NRTC and LSI -NRTC) test cycles or RMC but is not needed for 
batch gas analyzer systems or for continuous gas analyzer systems used only for testing with a 
discrete -mode NRSC.  
8.1.5.2.  Measurement principles  
This test verifies that the updating and recording frequencies match the overall system response 
to a rapid change in the value of concentrations at the sample probe. Gas analyzer systems shall 
be optimized such th at their overall response to a rapid change in concentration is updated and 
recorded at an appropriate frequency to prevent loss of information. This test also verifies that 
continuous gas analyzer systems meet a minimum response time.  
The system settings for the response time evaluation shall be exactly the same as during 
measurement of the test run (i.e. pressure, flow rates, filter settings on the analyzers and all 
other response time influences). The response time determination shall be done with gas 
                                                 
1 Molar flow rate may be used instead of standard volu metric flow rate as the term representing ‘quantity’. In 
this case maximum molar flow rate may be used instead of the maximum standard volumetric flow rate in the 
corresponding linearity criteria.   
 46 Hata! Bilinmeyen belge özelliği adı.  switching directly at the inlet of the sample probe. The devices for gas switching shall have a 
specification to perform the switching in less than 0,1 s. The gases used for the test shall cause 
a concentration change of at least 60 % full scale (FS).  
The concentration trace of each single gas component shall be recorded.  
8.1.5.3.  System requirements  
 (a) The system response time shall be ≤ 10 s with a rise time of ≤ 5 s for all measured 
components (CO, NO x, 2 and HC) and all ranges used.  
 All data (concent ration, fuel and air flows) have to be shifted by their measured 
response times before performing the emission calculations given in Annex VII.  
 (b) To demonstrate acceptable updating and recording with respect to the system's 
overall response, the system shall meet one of the following criteria:  
 (i) The product of the mean rise time and the frequency at which the system 
records an updated concentration shall be at least 5. In any case the mean rise 
time shall be no more than 10 s;  
 (ii) The frequency at w hich the system records the concentration shall be at least 
2 Hz (see also Table 6.7).  
8.1.5.4.  Procedure  
The following procedure shall be used to verify the response of each continuous gas analyzer 
system:  
 (a) The analyzer system manufacturer's start -up and operating instructions for the 
instrument setup shall be followed. The measurement system shall be adjusted as 
needed to optimize performance. This verification shall be run with the analyzer 
operating in the same manner as used for emission testing. I f the analyzer shares its 
sampling system with other analyzers, and if gas flow to the other analyzers will affect 
the system response time, then the other analyzers shall be started up and operated 
while running this verification test. This verification t est may be run on multiple 
analyzers sharing the same sampling system at the same time. If analogue or real -time 
digital filters are used during emission testing, those filters shall be operated in the 
same manner during this verification;  
 (b) For equipme nt used to validate system response time, minimal gas transfer line 
lengths between all connections are recommended to be used, a zero -air source shall 
be connected to one inlet of a fast -acting 3 -way valve (2 inlets, 1 outlet) in order to 
control the flow  of zero and blended span gases to the sample system's probe inlet or 
a tee near the outlet of the probe. Normally the gas flow rate is higher than the probe 
sample flow rate and the excess is overflowed out the inlet of the probe. If the gas flow 
rate is lower than the probe flow rate, the gas concentrations shall be adjusted to 
account for the dilution from ambient air drawn into the probe. Binary or multi -gas 
span gases may be used. A gas blending or mixing device may be used to blend span 
gases. A gas b lending or mixing device is recommended when blending span gases 
diluted in N2 with span gases diluted in air;  
 Using a gas divider, an NO –CO–CO 2–C3H8–CH 4 (balance N 2) span gas shall be 
equally blended with a span gas of NO 2, balance purified synthetic air . Standard binary 
span gases may be also be used, where applicable, in place of blended NO -CO-CO 2-
C3H8-CH 4, balance N 2 span gas; in this case separate response tests shall be run for 
each analyzer. The gas divider outlet shall be connected to the other inl et of the 3 -way 
valve. The valve outlet shall be connected to an overflow at the gas analyzer system's 
probe or to an overflow fitting between the probe and transfer line to all the analyzers  
 47 Hata! Bilinmeyen belge özelliği adı.  being verified. A setup that avoids pressure pulsations due to s topping the flow through 
the gas blending device shall be used. Any of these gas constituents if they are not 
relevant to the analyzers for this verification shall be omitted. Alternatively the use of 
gas bottles with single gases and a separate measuremen t of response times is allowed;  
 (c) Data collection shall be done as follows:  
 (i) The valve shall be switched to start the flow of zero gas;  
 (ii) Stabilization shall be allowed for, accounting for transport delays and the 
slowest analyzer's full respons e; 
 (iii) Data recording shall be started at the frequency used during emission testing. 
Each recorded value shall be a unique updated concentration measured by the 
analyzer; interpolation or filtering may not be used to alter recorded values;  
 (iv) The va lve shall be switched to allow the blended span gases to flow to the 
analyzers. This time shall be recorded as t0; 
 (v) Transport delays and the slowest analyzer's full response shall be allowed 
for; 
 (vi) The flow shall be switched to allow zero gas to fl ow to the analyzer. This 
time shall be recorded as t100; 
 (vii) Transport delays and the slowest analyzer's full response shall be 
allowed for;  
 (viii)  The steps in paragraphs (c)(iv) to (vii) of this point shall be repeated to 
record seven full cycles, en ding with zero gas flowing to the analyzers;  
 (ix) Recording shall be stopped.  
8.1.5.5.  Performance evaluation  
The data from point 8.1.5.4(c) shall be used to calculate the mean rise time for each of the 
analyzers.  
 (a) If it is chosen to demonstrate compl iance with point 8.1.5.3(b)(i) the following 
procedure has to be applied: The rise times (in s) shall be multiplied by their respective 
recording frequencies in Hertz (1/s). The value for each result shall be at least 5. If the 
value is less than 5, the re cording frequency shall be increased or the flows adjusted 
or the design of the sampling system shall be changed to increase the rise time as 
needed. Also digital filters may be configured to increase rise time;  
 (b) If it is chosen to demonstrate compliance with point 8.1.5.3(b)(ii), the 
demonstration of compliance with the requirements of point 8.1.5.3(b)(ii) is sufficient.  
8.1.6.  Response time verification for compensation type analysers  
8.1.6.1.  Scope and frequency  
This verification shall be per formed to determine a continuous gas analyzer's response, where 
one analyzer's response is compensated by another's to quantify a gaseous emission. For this 
check water vapour shall be considered to be a gaseous constituent. This verification is required 
for continuous gas analyzers used for transient  (NRTC and LSI -NRTC) test cycles or RMC. 
This verification is not needed for batch gas analyzers or for continuous gas analyzers that are 
used only for testing with a discrete -mode NRSC. This verification does  not apply to correction 
for water removed from the sample done in post -processing. This verification shall be 
performed after initial installation (i.e. test cell commissioning). After major maintenance, point 
8.1.5 may be used to verify uniform response provided that any replaced components have gone 
through a humidified uniform response verification at some point.   
 48 Hata! Bilinmeyen belge özelliği adı.  8.1.6.2.  Measurement principles  
This procedure verifies the time -alignment and uniform response of continuously combined gas 
measurements. For  this procedure, it is necessary to ensure that all compensation algorithms 
and humidity corrections are turned on.  
8.1.6.3.  System requirements  
The general response time and rise time requirement set out in point 8.1.5.3(a) is also valid for 
compensation type analysers. Additionally, if the recording frequency is different than the 
update frequency of the continuously combined/compensated signal, the lower of these two 
frequencies shall be used for the verification required by point 8.1.5.3(b)(i).  
8.1.6.4.  Procedure  
All procedures set out in point 8.1.5.4(a) to (c) shall be used. Additionally also the response and 
rise time of water vapour has to be measured, if a compensation algorithm based on measured 
water vapour is used. In this case at least one of th e used calibration gases (but not NO 2) has to 
be humidified as follows:  
If the system does not use a sample dryer to remove water from the sample gas, the span gas 
shall be humidified by flowing the gas mixture through a sealed vessel that humidifies the g as 
to the highest sample dew point that is estimated during emission sampling by bubbling it 
through distilled water. If the system uses a sample dryer during testing that has passed the 
sample dryer verification check, the humidified gas mixture may be in troduced downstream of 
the sample dryer by bubbling it through distilled water in a sealed vessel at 298 ± 10 K (25 ± 
10 °C), or a temperature greater than the dew point. In all cases, downstream of the vessel, the 
humidified gas shall be maintained at a t emperature of at least 5 K (5 °C) above its local dew 
point in the line. Note that it is possible to omit any of these gas constituents if they are not 
relevant to the analyzers for this verification. If any of the gas constituents are not susceptible 
to w ater compensation, the response check for these analyzers may be performed without 
humidification.  
8.1.7.  Measurement of engine parameters and ambient conditions  
Internal quality procedures traceable to recognised national or international standards shall be 
applied. Otherwise the following procedures apply.  
8.1.7.1.  Torque calibration  
8.1.7.1.1.  Scope and frequency  
All torque -measurement systems including dynamometer torque measurement transducers and 
systems shall be calibrated upon initial installation a nd after major maintenance using, among 
others, reference force or lever -arm length coupled with dead weight. Good engineering 
judgment shall be used to repeat the calibration. The torque transducer manufacturer's 
instructions shall be followed for lineari zing the torque sensor's output. Other calibration 
methods are permitted.  
8.1.7.1.2.  Dead -weight calibration  
This technique applies a known force by hanging known weights at a known distance along a 
lever arm. It shall be made sure that the weights' lever arm is perpendicular to gravity (i.e., 
horizontal) and perpendicular to the dynamometer's rotational axis. At least six calibration -
weight combinations shall be applied for each applicable torque -measuring range, spacing the 
weight quantities about equally  over the range. The dynamometer shall be oscillated or rotated 
during calibration to reduce frictional static hysteresis. Each weight's force shall be determined 
by multiplying its internationally -traceable mass by the local acceleration of Earth's gravit y.  
 49 Hata! Bilinmeyen belge özelliği adı.  8.1.7.1.3.  Strain gage or proving ring calibration  
This technique applies force either by hanging weights on a lever arm (these weights and their 
lever arm length are not used as part of the reference torque determination) or by operating the 
dynamomete r at different torques. At least six force combinations shall be applied for each 
applicable torque -measuring range, spacing the force quantities about equally over the range. 
The dynamometer shall be oscillated or rotated during calibration to reduce fric tional static 
hysteresis. In this case, the reference torque is determined by multiplying the force output from 
the reference meter (such as a strain gage or proving ring) by its effective lever -arm length, 
which is measured from the point where the force measurement is made to the dynamometer's 
rotational axis. It shall be made sure that this length is measured perpendicular to the reference 
meter's measurement axis and perpendicular to the dynamometer's rotational axis.  
8.1.7.2.  Pressure, temperature, and  dew point calibration  
Instruments shall be calibrated for measuring pressure, temperature, and dew point upon initial 
installation. The instrument manufacturer's instructions shall be followed and good engineering 
judgment shall be used to repeat the cali bration.  
For temperature measurement systems with thermocouple, RTD, or thermistor sensors, the 
calibration of the system shall be performed as described in point 8.1.4.4 for linearity 
verification.  
8.1.8.  Flow -related measurements  
8.1.8.1.  Fuel flow calib ration  
Fuel flow meters shall be calibrated upon initial installation. The instrument manufacturer's 
instructions shall be followed and good engineering judgment shall be used to repeat the 
calibration.  
8.1.8.2.  Intake air flow calibration  
Intake air flow meters shall be calibrated upon initial installation. The instrument 
manufacturer's instructions shall be followed and good engineering judgment shall be used to 
repeat the calibration.  
8.1.8.3.  Exhaust gas flow calibration  
Exhaust flow meters shall be cal ibrated upon initial installation. The instrument manufacturer's 
instructions shall be followed and good engineering judgment shall be used to repeat the 
calibration.  
8.1.8.4.  Diluted exhaust gas flow (CVS) calibration  
8.1.8.4.1.  Overview  
 (a) This section  describes how to calibrate flow meters for diluted exhaust gas 
constant -volume sampling (CVS) systems;  
 (b) This calibration shall be performed while the flow meter is installed in its 
permanent position. This calibration shall be performed after any part  of the flow 
configuration upstream or downstream of the flow meter has been changed that may 
affect the flow -meter calibration. This calibration shall be performed upon initial CVS 
installation and whenever corrective action does not resolve a failure to meet the 
diluted exhaust gas flow verification ( i.e., propane check) in point 8.1.8.5;  
 (c) A CVS flow meter shall be calibrated using a reference flow meter such as a 
subsonic venturi flow meter, a long -radius flow nozzle, a smooth approach orifice, a 
laminar flow element, a set of critical flow venturis, or an ultrasonic flow meter. A 
reference flow meter shall be used that reports quantities that are internationally - 
 50 Hata! Bilinmeyen belge özelliği adı.  traceable within ± 1 % uncertainty. This reference flow meter's response to flow shall 
be used as the reference value for CVS flow -meter calibration;  
 (d) An upstream screen or other pressure restriction that could affect the flow ahead 
of the reference flow meter may not be used, unless the flow meter has been calibrated 
with such a pressure restriction;  
 (e) The calibration sequence described under this point 8.1.8.4 refers to the molar 
based approach. For the corresponding sequence used in the mass based approach, see 
point 2.5 of Annex VII.  
 (f) CFV or SSV may alternatively be removed from its permanent position for 
calibration as long as the following requirements are met when installed in the CVS:    
 (1) Upon installation of the CFV or SSV into the CVS, good engineering 
judgment shall be applied to verify that any leaks have not been intro duced 
between the CVS inlet and the venturi.  
 (2) After ex -situ venturi calibration, all venturi flow combinations must be 
verified for CFVs or at minimum of 10 flow points for an SSV using the propane 
check as described in point 8.1.8.5. The result of the  propane check for each 
venturi flow point may not exceed the tolerance in point 8.1.8.5.6.  
 (3) In order to verify the ex -situ calibration for a CVS with more than a single 
CFV, the following verification shall be conducted:  
 (i) A constant flow device sh all be used to deliver a constant flow of 
propane to the dilution tunnel.  
 (ii) The hydrocarbon concentrations shall be measured at a minimum 
of 10 separate flow rates for an SSV flow meter, or at all possible flow 
combinations for a CFV flow meter, while keeping the flow of propane 
constant.  
 (iii) The concentration of hydrocarbon background in the dilution air 
shall be measured at the beginning and end of this test. The average 
background concentration from each measurement at each flow point must 
be subt racted before performing the regression analysis in paragraph (iv).  
 (iv) A power regression has to be performed using all the paired values 
of flow rate and corrected concentration to obtain a relationship in the form 
of y = a × xb, using the concentratio n as the independent variable and the 
flow rate as the dependent variable. For each data point, the calculation of 
the difference between the measured flow rate and the value represented 
by the curve fit is required. The difference at each point must be le ss than 
± 1 % of the appropriate regression value. The value of b must be between 
– 1,005 and – 0,995. If the results do not meet these limits, corrective 
actions consistent with point 8.1.8.5.1(a) must be taken.  
8.1.8.4.2.  PDP calibration  
A positive -displ acement pump (PDP) shall be calibrated to determine a flow -versus -PDP speed 
equation that accounts for flow leakage across sealing surfaces in the PDP as a function of PDP 
inlet pressure. Unique equation coefficients shall be determined for each speed at w hich the 
PDP is operated. A PDP flow meter shall be calibrated as follows:  
 (a) The system shall be connected as shown in Figure 6.5;   
 51 Hata! Bilinmeyen belge özelliği adı.   (b) Leaks between the calibration flow meter and the PDP shall be less than 0,3 % 
of the total flow at the lowest calibra ted flow point; for example, at the highest pressure 
restriction and lowest PDP -speed point;  
 (c) While the PDP operates, a constant temperature at the PDP inlet shall be 
maintained within ± 2 % of the mean absolute inlet temperature, Tin; 
 (d) The PDP speed is set to the first speed point at which it is intended to calibrate;  
 (e) The variable restrictor is set to its wide -open position;  
 (f) The PDP is operated for at least 3 minutes to stabilize the system. Then by 
continuously operating the PDP, the mean values of at least 30 s of sampled data of 
each of the following quantities are recorded:  
 (i) The mean flow rate of the reference flow meter, ; 
 (ii) The mean temperature at the PDP inlet, Tin; 
 (iii) The mean static absolute pressure at the PDP inl et, pin; 
 (iv) The mean static absolute pressure at the PDP outlet, pout; 
 (v) The mean PDP speed, nPDP; 
 (g) The restrictor valve shall be incrementally closed to decrease the absolute 
pressure at the inlet to the PDP, pin; 
 (h) The steps in paragraphs 8. 1.8.4.2(f) and (g) shall be repeated to record data at a 
minimum of six restrictor positions reflecting the full range of possible in -use 
pressures at the PDP inlet;  
 (i) The PDP shall be calibrated by using the collected data and the equations set out 
in Annex VII;  
 (j) The steps in paragraphs (f) to (i) of this point shall be repeated for each speed at 
which the PDP is operated;  
 (k) The equations in section 3 of Annex VII (molar based approach) or section 2 of 
Annex VII (mass based approach) shall be use d to determine the PDP flow equation 
for emission testing;  
 (l) The calibration shall be verified by performing a CVS verification (i.e., propane 
check) as described in point 8.1.8.5;  
 (m) The PDP may not be used below the lowest inlet pressure tested duri ng 
calibration.  
8.1.8.4.3.  CFV calibration  
A critical -flow venturi (CFV) shall be calibrated to verify its discharge coefficient, Cd, at the 
lowest expected static differential pressure between the CFV inlet and outlet. A CFV flow meter 
shall be calibrated  as follows:  
 (a) The system shall be connected as shown in Figure 6.5;  
 (b) The blower shall be started downstream of the CFV;  
 (c) While the CFV operates, a constant temperature at the CFV inlet shall be 
maintained within ± 2 % of the mean absolute inlet  temperature, Tin; 
 (d) Leaks between the calibration flow meter and the CFV shall be less than 0,3 % 
of the total flow at the highest pressure restriction;  
 
 52 Hata! Bilinmeyen belge özelliği adı.   (e) The variable restrictor shall be set to its wide -open position. In lieu of a variable 
restrict or the pressure downstream of the CFV may be varied by varying blower speed 
or by introducing a controlled leak. Note that some blowers have limitations on non -
loaded conditions;  
 (f) The CFV shall be operated for at least 3 minutes to stabilize the system . The CFV 
shall continue operating and the mean values of at least 30 s of sampled data of each 
of the following quantities shall be recorded:  
 (i) The mean flow rate of the reference flow meter, ; 
 (ii) Optionally, the mean dew point of the calibration air, Tdew. See Annex VII 
for permissible assumptions during emission measurements;  
 (iii) The mean temperature at the venturi inlet, Tin; 
 (iv) The mean static absolute pressure at the venturi inlet, pin; 
 (v) The mean static differential pressure between the CFV inlet and the CFV 
outlet, Δ pCFV; 
 (g) The restrictor valve shall be incrementally closed to decrease the absolute 
pressure at the inlet to the CFV, pin; 
 (h) The steps in paragraphs (f) and (g) of this point shall be repeated to record mean 
data at a minimum of ten restrictor positions, such that the fullest practical range of 
ΔpCFV expected during testing is tested. It is not required to remove calibration 
components or CVS components to calibrate at the lowest possible pressure 
restrictions;  
 (i) Cd and the highest allowable pressure ratio r shall be determined as described in 
Annex VII;  
 (j) Cd shall be used to determine CFV flow during an emission test. The CFV shall 
not be used above the highest  allowed r, as determined in Annex VII;  
 (k) The calibration shall be verified by performing a CVS verification ( i.e., propane 
check) as described in point 8.1.z8.5;  
 (l) If the CVS is configured to operate more than one CFV at a time in parallel, the 
CVS shall be calibrated by one of the following:  
 (i) Every combination of CFVs shall be calibrated according to this section and 
with Annex VII. See Annex VII for instructions on calculating flow rates for this 
option;  
 (ii) Each CFV shall be calibrated accor ding to this point and Annex VII. See 
Annex VII for instructions on calculating flow rates for this option.  
8.1.8.4.4.  SSV calibration  
A subsonic venturi (SSV) shall be calibrated to determine its calibration coefficient, Cd, for the 
expected range of inle t pressures. An SSV flow meter shall be calibrated as follows:  
 (a) The system shall be connected as shown in Figure 6.5;  
 (b) The blower shall be started downstream of the SSV;  
 (c) Leaks between the calibration flow meter and the SSV shall be less than 0 ,3 % 
of the total flow at the highest pressure restriction;  
 (d) While the SSV operates, a constant temperature at the SSV inlet shall be 
maintained within ± 2 % of the mean absolute inlet temperature, Tin; 
 
 53 Hata! Bilinmeyen belge özelliği adı.   (e) The variable restrictor or variable -speed bl ower shall be set to a flow rate greater 
than the greatest flow rate expected during testing. Flow rates may not be extrapolated 
beyond calibrated values, so it is recommended that it is made certain that a Reynolds 
number, Re, at the SSV throat at the gre atest calibrated flow rate is greater than the 
maximum Re expected during testing;  
 (f) The SSV shall be operated for at least 3 min to stabilize the system. The SSV 
shall continue operating and the mean of at least 30 s of sampled data of each of the 
following quantities shall be recorded:  
 (i) The mean flow rate of the reference flow meter, ; 
 (ii) Optionally, the mean dew point of the calibration air, Tdew. See Annex VII 
for permissible assumptions;  
 (iii) The mean temperature at the venturi inlet, Tin; 
 (iv) The mean static absolute pressure at the venturi inlet, pin; 
 (v) Static differential pressure between the static pressure at the venturi inlet and 
the static pressure at the venturi throat, Δ pSSV; 
 (g) The restrictor valve shall be incrementally closed or the blower speed decreased 
to decrease the flow rate;  
 (h) The steps in paragraphs (f) and (g) of this point shall be repeated to record data 
at a minimum of ten flow rates;  
 (i) A functional form of Cd versus Re shall be determined by using the collected data 
and the equations in Annex VII;  
 (j) The calibration shall be verified by performing a CVS verification ( i.e., propane 
check) as described in point 8.1.8.5 using the new Cd versus Re equation;  
 (k) The SSV shall be used only between the mini mum and maximum calibrated flow 
rates;  
 (l) The equations in section 3 of Annex VII (molar based approach) or section 2 of 
Annex VII (mass based approach) shall be used to determine SSV flow during a test.  
 
 54 Hata! Bilinmeyen belge özelliği adı.  8.1.8.4.5.  Ultrasonic calibration (reserved)  
Figur e 6.5  
Schematic diagrams for diluted exhaust gas flow CVS calibration  
 
8.1.8.5.  CVS and batch sampler verification (propane check)  
8.1.8.5.1.  Introduction  
 (a) A propane check serves as a CVS verification to determine if there is a 
discrepancy in measured values of diluted exhaust gas flow. A propane check also 
serves as a batch -sampler verification to determine if there is a discrepancy in a batch  
 55 Hata! Bilinmeyen belge özelliği adı.  sampling syste m that extracts a sample from a CVS, as described in paragraph (f) of 
this point. Using good engineering judgment and safe practices, this check may be 
performed using a gas other than propane, such as CO 2 or CO. A failed propane check 
might indicate one o r more problems that may require corrective action, as follows:  
 (i) Incorrect analyzer calibration. The FID analyzer shall be re -calibrated, 
repaired, or replaced;  
 (ii) Leak checks shall be performed on CVS tunnel, connections, fasteners, and 
HC sampling  system according to point 8.1.8.7;  
 (iii) The verification for poor mixing shall be performed in accordance with point 
9.2.2;  
 (iv) The hydrocarbon contamination verification in the sample system shall be 
performed as described in point  7.3.1.3;  
 (v) Change in CVS calibration. An in -situ calibration of the CVS flow meter 
shall be performed as described in point 8.1.8.4;  
 (vi) Other problems with the CVS or sampling verification hardware or software. 
The CVS system, CVS verification hardware, and software shall be inspected 
for discrepancies;  
 (b) A propane check uses either a reference mass or a reference flow rate of C 3H8 as 
a tracer gas in a CVS. If a reference flow rate is used, any non -ideal gas behaviour of 
C3H8 in the reference flow meter shall be ac counted for. See section 2 of Annex VII 
(mass based approach) or section 3 of Annex VII (molar based approach), which 
describe how to calibrate and use certain flow meters. No ideal gas assumption may 
be used in point 8.1.8.5 and Annex VII. The propane che ck compares the calculated 
mass of injected C 3H8 using HC measurements and CVS flow rate measurements with 
the reference value.  
8.1.8.5.2.  Method of introducing a known amount of propane into the CVS system  
The total accuracy of the CVS sampling system and  analytical system shall be determined by 
introducing a known mass of a pollutant gas into the system while it is being operated in the 
normal manner. The pollutant is analyzed, and the mass calculated in accordance with Annex 
VII. Either of the following two techniques shall be used:  
 (a) Metering by means of a gravimetric technique shall be done as follows: A mass 
of a small cylinder filled with carbon monoxide or propane shall be determined with a 
precision of ± 0,01 g. For about 5 to 10 minutes, the CVS  system shall be operated as 
in a normal exhaust emissions test, while carbon monoxide or propane is injected into 
the system. The quantity of pure gas discharged shall be determined by means of 
differential weighing. A gas sample shall be analyzed with th e usual equipment 
(sampling bag or integrating method), and the mass of the gas calculated;  
 (b) Metering with a critical flow orifice shall be done as follows: A known quantity 
of pure gas (carbon monoxide or propane) shall be fed into the CVS system thro ugh a 
calibrated critical orifice. If the inlet pressure is high enough, the flow rate, which is 
adjusted by means of the critical flow orifice, is independent of the orifice outlet 
pressure (critical flow). The CVS system shall be operated as in a normal exhaust 
emissions test for about 5 to 10 minutes. A gas sample shall be analyzed with the usual 
equipment (sampling bag or integrating method), and the mass of the gas calculated.  
8.1.8.5.3.  Preparation of the propane check  
The propane check shall be prepa red as follows:   
 56 Hata! Bilinmeyen belge özelliği adı.   (a) If a reference mass of C 3H8 is used instead of a reference flow rate, a cylinder 
charged with C 3H8 shall be obtained. The reference cylinder's mass of C 3H8 shall be 
determined within ± 0,5 % of the amount of C 3H8 that is expected to be  used;  
 (b) Appropriate flow rates shall be selected for the CVS and C 3H8; 
 (c) A C 3H8 injection port shall be selected in the CVS. The port location shall be 
selected to be as close as practical to the location where engine exhaust system is 
introduced in to the CVS. The C 3H8 cylinder shall be connected to the injection system;  
 (d) The CVS shall be operated and stabilized;  
 (e) Any heat exchangers in the sampling system shall be pre -heated or pre -cooled;  
 (f) Heated and cooled components such as sample lin es, filters, chillers, and pumps 
shall be allowed to stabilize at operating temperature;  
 (g) If applicable, a vacuum side leak verification of the HC sampling system shall be 
performed as described in point 8.1.8.7.  
8.1.8.5.4.  Preparation of the HC sampli ng system for the propane check  
Vacuum side leak check verification of the HC sampling system may be performed in 
accordance with point (g). If this procedure is used, the HC contamination procedure set out in 
point 7.3.1.3 may be used.   If the vacuum side  leak check is not performed according to 
paragraph (g), then the HC sampling system shall be zeroed, spanned, and verified for 
contamination, as follows:  
 (a) The lowest HC analyzer range that can measure the C 3H8 concentration expected 
for the CVS and C 3H8 flow rates shall be selected;  
 (b) The HC analyzer shall be zeroed using zero air introduced at the analyzer port;  
 (c) The HC analyzer shall be spanned using C 3H8 span gas introduced at the analyzer 
port;  
 (d) Zero air shall be overflowed at the HC pro be or into a fitting between the HC 
probe and the transfer line;  
 (e) The stable HC concentration of the HC sampling system shall be measured as 
overflow zero air flows. For batch HC measurement, the batch container (such as a 
bag) shall be filled and the HC overflow concentration measured;  
 (f) If the overflow HC concentration exceeds 2 μmol/mol, the procedure may not be 
advanced until contamination is eliminated. The source of the contamination shall be 
determined and corrective action taken, such as clea ning the system or replacing 
contaminated portions;  
 (g) When the overflow HC concentration does not exceed 2 μmol/mol, this value 
shall be recorded as xHCinit and it shall be used to correct for HC contamination as 
described in section 2 of Annex VII (mas s based approach) or section 3 of Annex VII 
(molar based approach).  
8.1.8.5.5.  Propane check performance  
 (a) The propane check shall be performed as follows:  
 (i) For batch HC sampling, clean storage media, such as evacuated bags shall 
be connected;  
 (ii) HC measurement instruments shall be operated according to the instrument 
manufacturer's instructions;   
 57 Hata! Bilinmeyen belge özelliği adı.   (iii) If correction for dilution air background concentrations of HC is foreseen, 
background HC in the dilution air shall be measured and recorded;  
 (iv) Any integrating devices shall be zeroed;  
 (v) Sampling shall begin and any flow integrators shall be started;  
 (vi) C3H8 shall be released at the rate selected. If a reference flow rate of C 3H8 is 
used, the integration of this flow rate shall be start ed; 
 (vii) C3H8 shall be continued to be released until at least enough C 3H8 has 
been released to ensure accurate quantification of the reference C 3H8 and the 
measured C 3H8; 
 (viii)  The C 3H8 cylinder shall be shut off and sampling shall continue until it 
has been accounted for time delays due to sample transport and analyzer 
response;  
 (ix) Sampling shall be stopped and any integrators shall be stopped;  
 (b) In case the metering with a critic al flow orifice is used, the following procedure 
may be used for the propane check as the alternative method of point 8.1.8.5.5(a);  
 (i) For batch HC sampling, clean storage media, such as evacuated bags shall 
be connected;  
 (ii) HC measurement instruments  shall be operated according to the instrument 
manufacturer's instructions;  
 (iii) If correction for dilution air background concentrations of HC is foreseen, 
background HC in the dilution air shall be measured and recorded;  
 (iv) Any integrating devices s hall be zeroed;  
 (v) The contents of the C 3H8 reference cylinder shall be released at the rate 
selected;  
 (vi) Sampling shall begin, and any flow integrators started after confirming that 
HC concentration is to be stable;  
 (vii) The cylinder's contents sha ll be continued to be released until at least 
enough C 3H8 has been released to ensure accurate quantification of the reference 
C3H8 and the measured C 3H8; 
 (viii)  Any integrators shall be stopped;  
 (ix) The C 3H8 reference cylinder shall be shut off.  
8.1.8. 5.6. Evaluation of the propane check  
Post-test procedure shall be performed as follows:  
 (a) If batch sampling has been used, batch samples shall be analyzed as soon as 
practical;  
 (b) After analyzing HC, contamination and background shall be corrected for ; 
 (c) Total C 3H8 mass based on the CVS and HC data shall be calculated as described 
in Annex VII, using the molar mass of C 3H8, MC3H8, instead of the effective molar 
mass of HC, MHC; 
 (d) If a reference mass (gravimetric technique) is used, the cylinder's  propane mass 
shall be determined within ± 0,5 % and the C 3H8 reference mass shall be determined 
by subtracting the empty cylinder propane mass from the full cylinder propane mass.  
 58 Hata! Bilinmeyen belge özelliği adı.  If a critical flow orifice (metering with a critical flow orifice) is used,  the propane mass 
shall be determined as flow rate multiplied by the test time;  
 (e) The reference C 3H8 mass shall be subtracted from the calculated mass. If this 
difference is within ± 3,0 % of the reference mass, the CVS passes this verification.  
8.1.8.5 .7. PM secondary dilution system verification  
When the propane check is to be repeated to verify the PM secondary dilution system, the 
following procedure from (a) to (d) shall be used for this verification:  
 (a) The HC sampling system shall be configured to extract a sample near the location 
of the batch sampler's storage media (such as a PM filter). If the absolute pressure at 
this location is too low to extract an HC sample, HC may be sampled from the batch 
sampler pump's exhaust. Caution shall be used w hen sampling from pump's exhaust 
because an otherwise acceptable pump leak downstream of a batch sampler flow meter 
will cause a false failure of the propane check;  
 (b) The propane check shall be repeated as described in this point, but HC shall be 
sample d from the batch sampler;  
 (c) C3H8 mass shall be calculated, taking into account any secondary dilution from 
the batch sampler;  
 (d) The reference C 3H8 mass shall be subtracted from the calculated mass. If this 
difference is within ± 5 % of the reference mass, the batch sampler passes this 
verification. If not, corrective action shall be taken.  
8.1.8.6.  Periodic calibration of the partial flow PM and associated raw exhaust gas 
measurement systems  
8.1.8.6.1.  Specifications for differential flow measurement  
For partial flow dilution systems to extract a proportional raw exhaust gas sample, the accuracy 
of the sample flow qmp is of special concern, if not measured directly, but determined by 
differential flow measurement as set out in equation (6 -20): 
qmp = qmdew – qmdw (6-20) 
 
Where:  
qmp  is the sample mass flow rate of exhaust gas into partial flow dilution system  
qmdw  is the dilution air mass flow rate (on wet basis)  
qmdew  is the diluted exhaust gas mass flow rate on wet basis  
 
In this case, the maximum error of the difference shall be such that the accuracy of qmp is within 
± 5 % when the dilution ratio is less than 15. It can be calculated by taking root -mean -square 
of the errors of each instrument.  
Acceptable accuracies of qmp can be obtained by either of the following methods:  
 (a) The absolute accuracies of qmdew and qmdw are ± 0,2 % which guarantees an 
accuracy of qmp of ≤ 5 % at a dilution ratio of 15. However, greater errors will occur 
at higher dilution ratios;   
 59 Hata! Bilinmeyen belge özelliği adı.   (b) Calib ration of qmdw relative to qmdew is carried out such that the same accuracies 
for qmp as in (a) are obtained. For details see point 8.1.8.6.2;  
 (c) The accuracy of qmp is determined indirectly from the accuracy of the dilution 
ratio as determined by a trac er gas, e.g. CO 2. Accuracies equivalent to method (a) for 
qmp are required;  
 (d) The absolute accuracy of qmdew and qmdw is within ± 2 % of full scale, the 
maximum error of the difference between qmdew and qmdw is within 0,2 % and the 
linearity error is wi thin ± 0,2 % of the highest qmdew observed during the test.  
8.1.8.6.2.  Calibration of differential flow measurement  
The partial flow dilution system to extract a proportional raw exhaust gas sample shall be 
periodically calibrated with an accurate flow meter traceable to international and/or national 
standards. The flow meter or the flow measurement instrumentation shal l be calibrated in one 
of the following procedures, such that the probe flow qmp into the tunnel shall fulfil the accuracy 
requirements of point 8.1.8.6.1.  
 (a) The flow meter for qmdw shall be connected in series to the flow meter for qmdew, 
the differenc e between the two flow meters shall be calibrated for at least 5 set points 
with flow values equally spaced between the lowest qmdw value used during the test 
and the value of qmdew used during the test. The dilution tunnel may be bypassed;  
 (b) A calibrat ed flow device shall be connected in series to the flowmeter for qmdew 
and the accuracy shall be checked for the value used for the test. The calibrated flow 
device shall be connected in series to the flow meter for qmdw, and the accuracy shall 
be checked for at least 5 settings corresponding to dilution ratio between 3 and 15, 
relative to qmdew used during the test;  
 (c) The transfer line TL (see Figure 6.7) shall be disconnected from the exhaust 
system and a calibrated flow measuring device with a suitable range to measure qmp 
shall be connected to the transfer line. qmdew shall be set to the value used during the 
test, and qmdw shall be sequentially set to at least 5 values corresponding to dilution 
ratios between 3 and  15. Alternatively, a special calibration flow path may be provided, 
in which the tunnel is bypassed, but the total and dilution air flow is passed through 
the corresponding meters as in the actual test;  
 (d) A tracer gas, shall be fed into the exhaust sys tem transfer line TL. This tracer gas 
may be a component of the exhaust gas, like CO 2 or NO x. After dilution in the tunnel 
the tracer gas component shall be measured. This shall be carried out for 5 dilution 
ratios between 3 and 15. The accuracy of the sam ple flow shall be determined from 
the dilution ratio rd by means of equation (6 -21): 
qmp = qmdew / rd (6-21) 
 
The accuracies of the gas analyzers shall be taken into account to guarantee the accuracy of qmp. 
8.1.8.6.3.  Special requirements for differentia l flow measurement  
A carbon flow check using actual exhaust gas is strongly recommended for detecting 
measurement and control problems and verifying the proper operation of the partial flow 
system. The carbon flow check should be run at least each time a n ew engine is installed, or 
something significant is changed in the test cell configuration.   
 60 Hata! Bilinmeyen belge özelliği adı.  The engine shall be operated at peak torque load and speed or any other steady state mode that 
produces 5 % or more of CO 2. The partial flow sampling system shall b e operated with a 
dilution factor of about 15 to 1.  
If a carbon flow check is conducted, Appendix 2 of Annex VII shall be applied. The carbon 
flow rates shall be calculated according to equations of Appendix 2 of Annex VII. All carbon 
flow rates shall agre e to within 5 %.  
8.1.8.6.3.1.  Pre-test check  
A pre -test check shall be performed within 2 hours before the test run in the following way.  
The accuracy of the flow meters shall be checked by the same method as used for calibration 
(see point 8.1.8.6.2) for at least two points, including flow values of qmdw that correspond to 
dilution ratios between 5 and 15 for the qmdew value used during the test.  
If it can be demonstrated by records of the calibration procedure under point 8.1.8.6.2 that the 
flow meter cal ibration is stable over a longer period of time, the pre -test check may be omitted.  
8.1.8.6.3.2.  Determination of the transformation time  
The system settings for the transformation time evaluation shall be the same as during 
measurement of the test run. The transformation time, as defined in point 2.4 of Appendix 5 to 
this Annex and in figure 6 -11, shall be determined by the following method:  
An independent reference flowmeter with a measurement range appropriate for the probe flow 
shall be put in series with and closely coupled to the probe. This flowmeter shall have a 
transformation time of less than 100 ms for the flow step size used in the response time 
measurement, with flow pressure restriction sufficiently low as to not affect the dynamic 
performanc e of the partial flow dilution system according to good engineering judgment. A step 
change shall be introduced to the exhaust gas flow (or air flow if exhaust gas flow is calculated) 
input of the partial flow dilution system, from a low flow to at least 9 0 % of full scale. The 
trigger for the step change shall be the same one used to start the look -ahead control in actual 
testing. The exhaust gas flow step stimulus and the flowmeter response shall be recorded at a 
sample rate of at least 10 Hz.  
From this d ata, the transformation time shall be determined for the partial flow dilution system, 
which is the time from the initiation of the step stimulus to the 50 % point of the flowmeter 
response. In a similar manner, the transformation times of the q mp signal ( i.e. sample flow of 
exhaust gas into partial flow dilution system) and of the q mew,i signal (i.e. the exhaust gas mass 
flow rate on wet basis supplied by the exhaust flow meter) shall be determined. These signals 
are used in the regression checks performed  after each test (see point 8.2.1.2).  
The calculation shall be repeated for at least 5 rise and fall stimuli, and the results shall be 
averaged. The internal transformation time (< 100 ms) of the reference flowmeter shall be 
subtracted from this value. Whe re look -ahead control is required, the look -ahead value of the 
partial flow dilution system shall be applied in accordance with point 8.2.1.2.  
8.1.8.7.  Vacuum -side leak verification  
8.1.8.7.1.  Scope and frequency  
Upon initial sampling system installation, after major maintenance such as pre -filter changes, 
and within 8 hours prior to each duty -cycle sequence, it shall be verified that there are no 
significant vacuum -side leaks using one of the leak tests described in this section. This 
verification does not  apply to any full -flow portion of a CVS dilution system.  
8.1.8.7.2.  Measurement principles  
A leak may be detected either by measuring a small amount of flow when there shall be zero 
flow, by detecting the dilution of a known concentration of span gas when  it flows through the  
 61 Hata! Bilinmeyen belge özelliği adı.  vacuum side of a sampling system or by measuring the pressure increase of an evacuated 
system.  
8.1.8.7.3.  Low-flow leak test  
A sampling system shall be tested for low -flow leaks as follows:  
 (a) The probe end of the system shall be se aled by taking one of the following steps:  
 (i) The end of the sample probe shall be capped or plugged;  
 (ii) The transfer line shall be disconnected at the probe and the transfer line 
capped or plugged;  
 (iii) A leak -tight valve in -line between a probe an d transfer line shall be closed;  
 (b) All vacuum pumps shall be operated. After stabilizing, it shall be verified that the 
flow through the vacuum -side of the sampling system is less than 0,5 % of the system's 
normal in -use flow rate. Typical analyzer and bypass flows may be estimated as an 
approximation of the system's normal in -use flow rate.  
8.1.8.7.4.  Dilution -of-span-gas leak test  
Any gas analyzer may be used for this test. If a FID is used for this test, any HC contamination 
in the sampling system sha ll be corrected in accordance with sections 2 or 3 of Annex VII on 
HC determination. Misleading results shall be avoided by using only analyzers that have a 
repeatability of 0,5 % or better at the span gas concentration used for this test. The vacuum side 
leak check shall be performed as follows:  
 (a) A gas analyzer shall be prepared as it would be for emission testing;  
 (b) Span gas shall be supplied to the analyzer port and it shall be verified that the 
span gas concentration is measured within its expect ed measurement accuracy and 
repeatability;  
 (c) Overflow span gas shall be routed to one of the following locations in the 
sampling system:  
 (i) The end of the sample probe;  
 (ii) The transfer line shall be disconnected at the probe connection, and the spa n 
gas overflown at the open end of the transfer line;  
 (iii) A three -way valve installed in -line between a probe and its transfer line;  
 (d) It shall be verified that the measured overflow span gas concentration is within ± 
0,5 % of the span gas concentration. A measured value lower than expected indicates 
a leak, but a value higher than expected may indicate a problem with the span gas or 
the analyzer itself. A measured value higher than expected does not indicate a leak.  
8.1.8.7.5.  Vacuum -decay leak test  
To perform this test a vacuum shall be applied to the vacuum -side volume of the sampling 
system and the leak rate of the system shall be observed as a decay in the applied vacuum. To 
perform this test the vacuum -side volume of the sampling system  shall be known to within ± 
10 % of its true volume. For this test measurement instruments that meet the specifications of 
points 8.1 and 9.4 shall also be used.  
A vacuum -decay leak test shall be performed as follows:  
 (a) The probe end of the system shall  be sealed as close to the probe opening as 
possible by taking one of the following steps:  
 (i) The end of the sample probe shall be capped or plugged;   
 62 Hata! Bilinmeyen belge özelliği adı.   (ii) The transfer line at the probe shall be disconnected and the transfer line 
capped or plugged;  
 (iii) A leak -tight valve in -line between a probe and transfer line shall be closed;  
 (b) All vacuum pumps shall be operated. A vacuum shall be drawn that is 
representative of normal operating conditions. In the case of sample bags, it is 
recommend that the no rmal sample bag pump -down procedure be repeated twice to 
minimize any trapped volumes;  
 (c) The sample pumps shall be turned off and the system sealed. The absolute 
pressure of the trapped gas and optionally the system absolute temperature shall be 
measure d and recorded. Sufficient time shall be allowed for any transients to settle and 
long enough for a leak at 0,5 % to have caused a pressure change of at least 10 times 
the resolution of the pressure transducer. The pressure and optionally temperature shall  
be recorded once again;  
 (d) The leak flow rate based on an assumed value of zero for pumped -down bag 
volumes and based on known values for the sample system volume, the initial and final 
pressures, optional temperatures, and elapsed time shall be calcula ted. It shall be 
verified that the vacuum -decay leak flow rate is less than 0,5 % of the system's normal 
in-use flow rate by means of equation (6 -22): 
 (6-22) 
 
 Where:  
qVleak  is the vacuum -decay leak rate, mol/s  
Vvac  is the geometric volume of the vacuum -side of the sampling system, m3 
R  is the molar gas constant, J/(mol · K)  
p2  is the vacuum -side absolute pressure at time t2, Pa 
T2  is the vacuum -side absolute temperature at time t2, K 
p1  is the vacuum -side absolute pressure at time t1, Pa 
T1  is the vacuum -side absolute temperature at time t1, K 
t2  is the time at completion of vacuum -decay leak verification test, s  
t1  is the time at start of vacuum -decay leak verification test, s  
 
 
 63 Hata! Bilinmeyen belge özelliği adı.  8.1.9.  CO and CO 2 measurements  
8.1.9.1.  H2O interferenc e verification for CO 2 NDIR analyzers  
8.1.9.1.1.  Scope and frequency  
If CO 2 is measured using an NDIR analyzer, the amount of H 2O interference shall be verified 
after initial analyzer installation and after major maintenance.  
8.1.9.1.2.  Measurement principles  
H2O can interfere with an NDIR analyzer's response to CO 2. If the NDIR analyzer uses 
compensation algorithms that utilize measurements of other gases to meet this interference 
verification, these other measurements shall be conducted simultaneou sly to test the 
compensation algorithms during the analyzer interference verification.  
8.1.9.1.3.  System requirements  
A CO 2 NDIR analyzer shall have an H 2O interference that is within (0,0 ± 0,4) mmol/mol (of 
the expected mean CO 2 concentration).  
8.1.9.1.4 . Procedure  
The interference verification shall be performed as follows:  
 (a) The CO 2 NDIR analyzer shall be started, operated, zeroed, and spanned as it 
would be before an emission test;  
 (b) A humidified test gas shall be created by bubbling zero air tha t meets the 
specifications set out in point 9.5.1 through distilled water in a sealed vessel. If the 
sample is not passed through a dryer, control the vessel temperature to generate an 
H2O content in the test gas at least as high as the maximum expected du ring testing. If 
the sample is passed through a dryer during testing, control the vessel temperature to 
generate an H 2O content in the test gas at least as high as the maximum expected at 
the outlet of the dryer, in accordance with point 9.3.2.3.1.1;  
 (c) The humidified test gas temperature shall be maintained at least 5 oK above its 
dew point downstream of the vessel;  
 (d) The humidified test gas shall be introduced into the sampling system. The 
humidified test gas may be introduced downstream of any sampl e dryer, if one is used 
during testing;  
 (e) The water mole fraction, xH2O, of the humidified test gas shall be measured, as 
close as possible to the inlet of the analyzer. For example, dew point, Tdew, and absolute 
pressure ptotal, shall be measured to ca lculate xH2O; 
 (f) Good engineering judgment shall be used to prevent condensation in the transfer 
lines, fittings, or valves from the point where xH2O is measured to the analyzer;  
 (g) Time shall be allowed for the analyzer response to stabilize. Stabiliz ation time 
shall include time to purge the transfer line and to account for analyzer response;  
 (h) While the analyzer measures the sample's concentration, 30 s of sampled data 
shall be recorded. The arithmetic mean of this data shall be calculated. The an alyzer 
meets the interference verification if this value is within (0,0 ± 0,4) mmol/mol.  
8.1.9.2.  H2O and CO 2 interference verification for CO NDIR analyzers  
8.1.9.2.1.  Scope and frequency  
If CO is measured using an NDIR analyzer, the amount of H 2O and CO 2 interference shall be 
verified after initial analyzer installation and after major maintenance.   
 64 Hata! Bilinmeyen belge özelliği adı.  8.1.9.2.2.  Measurement principles  
H2O and CO 2 can positively interfere with an NDIR analyzer by causing a response similar to 
CO. If the NDIR analyzer uses com pensation algorithms that utilize measurements of other 
gases to meet this interference verification, simultaneously these other measurements shall be 
conducted to test the compensation algorithms during the analyzer interference verification.  
8.1.9.2.3.  System requirements  
A CO NDIR analyzer shall have combined H 2O and CO 2 interference that is within ± 2 % of 
the expected mean concentration of CO.  
8.1.9.2.4.  Procedure  
The interference verification shall be performed as follows:  
 (a) The CO NDIR analyzer sh all be started, operated, zeroed, and spanned as it 
would be before an emission test;  
 (b) A humidified CO 2 test gas shall be created by bubbling a CO 2 span gas through 
distilled water in a sealed vessel. If the sample is not passed through a dryer, the vessel 
temperature shall be controlled to generate an H 2O content in the test gas at least as 
high as the maximum expected during testing. If the sample is passed through a dryer 
during testing, the vessel temperature shall be controlled to generate an H 2O content 
in the test gas at least as high as the maximum expected at the outlet of the dryer, in 
accordance with point  9.3.2.3.1.1. A CO 2 span gas concen tration shall be used at least 
as high as the maximum expected during testing;  
 (c) The humidified CO 2 test gas shall be introduced into the sampling system. The 
humidified CO 2 test gas may be introduced downstream of any sample dryer, if one is 
used durin g testing;  
 (d) The water mole fraction, xH2O, of the humidified test gas shall be measured, as 
close as possible to the inlet of the analyzer. For example, dew point, Tdew, and absolute 
pressure ptotal, shall be measured to calculate xH2O; 
 (e) Good engin eering judgment shall be used to prevent condensation in the transfer 
lines, fittings, or valves from the point where xH2O is measured to the analyzer;  
 (f) Time shall be allowed for the analyzer response to stabilize;  
 (g) While the analyzer measures the sample's concentration, its output shall be 
recorded for 30 s. The arithmetic mean of this data shall be calculated;  
 (h) The analyzer meets the interference verification if the result of paragraph (g) of 
this point meets the tolerance in point 8.1.9.2.3;  
 (i) Interference procedures for CO 2 and H 2O may be also run separately. If the CO 2 
and H 2O levels used are higher than the maximum levels expected during testing, each 
observed interference value shall be scaled down by multiplying the observed 
interferen ce by the ratio of the maximum expected concentration value to the actual 
value used during this procedure. Separate interference procedures concentrations of 
H2O (down to 0,025 mol/mol H 2O content) that are lower than the maximum levels 
expected during te sting may be run, but the observed H 2O interference shall be scaled 
up by multiplying the observed interference by the ratio of the maximum expected 
H2O concentration value to the actual value used during this procedure. The sum of 
the two scaled interfere nce values shall meet the tolerance in point 8.1.9.2.3.   
 65 Hata! Bilinmeyen belge özelliği adı.  8.1.10.  Hydrocarbon measurements  
8.1.10.1.  FID optimization and verification  
8.1.10.1.1.  Scope and frequency  
For all FID analyzers, the FID shall be calibrated upon initial installation. The calibrati on shall 
be repeated as needed using good engineering judgment. The following steps shall be performed 
for a FID that measures HC:  
 (a) A FID's response to various hydrocarbons shall be optimized after initial analyzer 
installation and after major maintena nce. FID response to propylene and toluene shall 
be between 0,9 and 1,1 relative to propane;  
 (b) A FID's methane (CH 4) response factor shall be determined after initial analyzer 
installation and after major maintenance as described in point 8.1.10.1.4;  
 (c) Methane (CH 4) response shall be verified within 185 days before testing.  
8.1.10.1.2.  Calibration  
Good engineering judgment shall be used to develop a calibration procedure, such as one based 
on the FID -analyzer manufacturer's instructions and recommende d frequency for calibrating 
the FID. The FID shall be calibrated using C 3H8 calibration gases that meet the specifications 
of point 9.5.1. It shall be calibrated on a carbon number basis of one (C 1). 
8.1.10.1.3.  HC FID response optimization  
This procedure is only for FID analyzers that measure HC.  
 (a) Instrument manufacturer requirements and good engineering judgment shall be 
used for initial instrument start -up and basic operating adjustment using FID fuel and 
zero air. Heated FIDs shall be within their r equired operating temperature ranges. FID 
response shall be optimized to meet the requirement of the hydrocarbon response 
factors and the oxygen interference check according to points 8.1.10.1.1(a) and 
8.1.10.2 at the most common analyzer range expected du ring emission testing. Higher 
analyzer range may be used according to the instrument manufacturer's 
recommendation and good engineering judgment in order to optimize FID accurately, 
if the common analyzer range is lower than the minimum range for the optim ization 
specified by the instrument manufacturer;  
 (b) Heated FIDs shall be within their required operating temperature ranges. FID 
response shall be optimized at the most common analyzer range expected during 
emission testing.  With the FID fuel and airflo w rates set at the manufacturer's 
recommendations, a span gas shall be introduced to the analyzer;    
 (c) The following steps from (i) to (iv) or the procedure instructed by the instrument 
manufacturer shall be taken for optimization. The procedures outlin ed in SAE paper 
No 770141 may be optionally used for optimization;  
 (i) The response at a given FID fuel flow shall be determined from the 
difference between the span gas response and the zero gas response;  
 (ii) The fuel flow shall be incrementally adjust ed above and below the 
manufacturer's specification. The span and zero response at these FID fuel flows 
shall be recorded;    
 (iii) The difference between the span and zero response shall be plotted and the 
fuel flow adjusted to the rich side of the curve.  This is the initial flow rate setting 
which may need further optimization depending on the results of the  
 66 Hata! Bilinmeyen belge özelliği adı.  hydrocarbon response factors and the oxygen interference check according to 
points 8.1.10.1.1(a) and 8.1.10.2;  
 (iv) If the oxygen interference or the hydrocarbon response factors do not meet 
the following specifications, the airflow shall be incrementally adjusted above 
and below the manufacturer's specifications, repeating points 8.1.10.1.1(a) and 
8.1.10.2 for each flow;  
 (d) The optimum flow rates  and/or pressures for FID fuel and burner air shall be 
determined, and they shall be sampled and recorded for future reference.  
8.1.10.1.4.  HC FID CH 4 response factor determination  
Since FID analyzers generally have a different response to CH 4 versus C 3H8, each HC FID 
analyzer's CH 4 response factor, RFCH4[THC -FID] shall be determined, after FID optimization. The 
most recent RFCH4[THC -FID] measured in accordance with this  section shall be used in the 
calculations for HC determination described in section 2 of Annex VII (mass based approach) 
or section 3 of Annex VII (molar based approach) to compensate for CH 4 response. RFCH4[THC -
FID] shall be determined as follows:  
 (a) A C 3H8 span gas concentration shall be selected to span the analyzer before 
emission testing. Only span gases that meet the specifications of point 9.5.1 shall be 
selected and the C 3H8 concentration of the gas shall be recorded;  
 (b) A CH 4 span gas that meets th e specifications of point 9.5.1 shall be selected and 
the CH 4 concentration of the gas shall be recorded,  
 (c) The FID analyzer shall be operated according to the manufacturer's instructions;  
 (d) It shall be confirmed that the FID analyzer has been calibr ated using C 3H8. 
Calibration shall be performed on a carbon number basis of one (C 1); 
 (e) The FID shall be zeroed with a zero gas used for emission testing;  
 (f) The FID shall be spanned with the selected C 3H8 span gas;  
 (g) The CH 4 span gas selected in a ccordance with paragraph (b) shall be introduced 
at the sample port of the FID analyzer;  
 (h) The analyzer response shall be stabilized. Stabilization time may include time to 
purge the analyzer and to account for its response;  
 (i) While the analyzer meas ures the CH 4 concentration, 30 s of sampled data shall 
be recorded and the arithmetic mean of these values shall be calculated;  
 (j) The mean measured concentration shall be divided by the recorded span 
concentration of the CH 4 calibration gas. The result is the FID analyzer's response 
factor for CH 4, RFCH4[THC -FID]. 
8.1.10.1.5.  HC FID methane (CH 4) response verification  
If the value of RFCH4[THC -FID] obtained in accordance with point 8.1.10.1.4 is within ± 5,0 % of 
its most recent previously determined val ue, the HC FID passes the methane response 
verification.  
 (a) It shall be first verified that the pressures and / or flow rates of FID fuel, burner 
air, and sample are each within ± 0,5 % of their most recent previously recorded values, 
as described in poi nt 8.1.10.1.3. If these flow rates have to be adjusted, a new 
RFCH4[THC -FID] shall be determined as described in point 8.1.10.1.4. It should be verified 
that the value of RFCH4[THC -FID] determined is within the tolerance specified in this point 
8.1.10.1.5;   
 67 Hata! Bilinmeyen belge özelliği adı.   (b) If RFCH4[THC -FID] is not within the tolerance specified in this point 8.1.10.1.5, the 
FID response shall be re -optimized as described in point 8.1.10.1.3;  
 (c) A new RFCH4[THC -FID] shall be determined as described in point 8.1.10.1.4. This 
new value of RFCH4[THC -FID] shall be used in the calculations for HC determination, in 
section 2 of Annex VII (mass based approach) or section 3 of Annex VII (molar based 
approach).  
8.1.10.2.  Non-stoichiometric raw exhaust gas FID O 2 interference verification  
8.1.10 .2.1. Scope and frequency  
If FID analyzers are used for raw exhaust gas measurements, the amount of FID O 2 interference 
shall be verified upon initial installation and after major maintenance.  
8.1.10.2.2.  Measurement principles  
Changes in O 2 concentration in raw exhaust gas can affect FID response by changing FID flame 
temperature. FID fuel, burner air, and sample flow shall be optimized to meet this verification. 
FID performance shall be verified with the compensation algorithms for FID O 2 interference 
that is active during an emission test.  
8.1.10.2.3.  System requirements  
Any FID analyzer used during testing shall meet the FID O 2 interference verification according 
to the procedure in this section.  
8.1.10.2.4.  Procedure  
FID O 2 interference shall be determined as follows, noting that one or more gas dividers may 
be used to create reference gas concentrations that are required to perform this verification:  
 (a) Three span reference gases that meet the specifications set out in po int 9.5.1 and 
contain C 3H8 concentration shall be selected to span the analyzers before emissions 
testing. The three balance gas concentrations shall be selected such that the 
concentrations of O 2 and N 2 represent the minimum and maximum and intermediate 
O2 concentrations expected during testing. The requirement for using the average O 2 
concentration can be removed if the FID is calibrated with span gas balanced with the 
average expected oxygen concentration;  
 (b) It shall be confirmed that the FID analyzer  meets all the specifications of point 
8.1.10.1;  
 (c) The FID analyzer shall be started and operated as it would be before an emission 
test. Regardless of the FID burner's air source during testing, zero air shall be used as 
the FID burner's air source for  this verification;  
 (d) The analyzer shall be set at zero;  
 (e) The analyzer shall be spanned using a span gas that is used during emissions 
testing;  
 (f) The zero response shall be checked by using the zero gas used during emission 
testing. It shall be p roceeded to the next step if the mean zero response of 30 s of 
sampled data is within ± 0,5 % of the span reference value used in paragraph (e) of 
this point, otherwise the procedure shall be restarted at paragraph (d) of this point;  
 (g) The analyzer resp onse shall be checked using the span gas that has the minimum 
concentration of O 2 expected during testing. The mean response of 30 s of stabilized 
sample data shall be recorded as xO2minHC ;  
 68 Hata! Bilinmeyen belge özelliği adı.   (h) The zero response of the FID analyzer shall be checked using the zero gas used 
during emission testing. The next step shall be performed if the mean zero response of 
30 s of stabilized sample data is within ± 0,5 % of the span reference value used in 
paragraph (e) of this point, otherwise the procedure shall be rest arted at paragraph (d) 
of this point;  
 (i) The analyzer response shall be checked using the span gas that has the average 
concentration of O 2 expected during testing. The mean response of 30 s of stabilized 
sample data shall be recorded as xO2avgHC ; 
 (j) The zero response of the FID analyzer shall be checked using the zero gas used 
during emission testing. The next step shall be performed if the mean zero response of 
30 s of stabilized sample data is within ± 0,5 % of the span reference value used in 
paragr aph (e) of this point, otherwise the procedure shall be restarted at paragraph (d) 
of this point;  
 (k) The analyzer response shall be checked using the span gas that has the maximum 
concentration of O 2 expected during testing. The mean response of 30 s of stabilized 
sample data shall be recorded as xO2maxHC ; 
 (l) The zero response of the FID analyzer shall be checked using the zero gas used 
during emission testing. The next step shall be performed if the mean zero response of 
30 s of stabilized sample data is within ± 0,5 % of the span reference value used in 
paragraph (e) of this point, otherwise the procedure shall be restarted at paragraph (d) 
of this point;  
 (m) The % difference between xO2maxHC  and its reference gas concentration shall be 
calculated. The percent difference between xO2avgHC  and its reference gas concentration 
shall be calculated. The % difference between xO2minHC  and its reference gas 
concentration shall be calculated. The maximu m % difference of the three shall be 
determined. This is the O 2 interference;  
 (n) If the O 2 interference is within ± 3 %, the FID passes the O 2 interference 
verification; otherwise one or more of the following need to be performed to address 
the deficienc y:  
 (i) The verification shall be repeated to determine if a mistake was made during 
the procedure;  
 (ii) The zero and span gases for emission testing shall be selected that contain 
higher or lower O 2 concentrations and the verification shall be repeated;  
 (iii) The FID burner air, fuel, and sample flow rates shall be adjusted. Note that 
if these flow rates are adjusted on a THC FID to meet the O 2 interference 
verification, the RFCH4 shall be reset for the next RFCH4 verification. The O 2 
interference verif ication shall be repeated after adjustment and RFCH4 shall be 
determined;  
 (iv) The FID shall be repaired or replaced and the O 2 interference verification 
shall be repeated.  
8.1.10.3.  Non-methane cutter penetration fractions (Reserved)  
8.1.11.  NO x measurem ents 
8.1.11.1.  CLD CO 2 and H 2O quench verification  
8.1.11.1.1.  Scope and frequency  
If a CLD analyzer is used to measure NO x, the amount of H 2O and CO 2 quench shall be verified 
after installing the CLD analyzer and after major maintenance.   
 69 Hata! Bilinmeyen belge özelliği adı.  8.1.11.1.2.  Measurement principles  
H2O and CO 2 can negatively interfere with a CLD's NO x response by collisional quenching, 
which inhibits the chemiluminescent reaction that a CLD utilizes to detect NO x. This procedure 
and the calculations in point 8.1.11.2.3 determin e quench and scale the quench results to the 
maximum mole fraction of H 2O and the maximum CO 2 concentration expected during emission 
testing. If the CLD analyzer uses quench compensation algorithms that utilize H 2O and/or CO 2 
measurement instruments, quenc h shall be evaluated with these instruments active and with the 
compensation algorithms applied.  
8.1.11.1.3.  System requirements  
For dilute measurement a CLD analyzer shall not exceed a combined H 2O and CO 2 quench of 
± 2 %. For raw measurement a CLD analyz er shall not exceed a combined H 2O and CO 2 quench 
of ± 2,5 %. Combined quench is the sum of the CO 2 quench determined as described in point 
8.1.11.1.4 and the H 2O quench as determined in point 8.1.11.1.5. If these requirements are not 
met, corrective actio n shall be taken by repairing or replacing the analyzer. Before running 
emission tests, it shall be verified that the corrective action have successfully restored the 
analyzer to proper functioning.  
8.1.11.1.4.  CO 2 quench verification procedure  
The followi ng method or the method prescribed by the instrument manufacturer may be used 
to determine CO 2 quench by using a gas  divider that blends binary span gases with zero gas as 
the diluent and meets the specifications in point 9.4.5.6, or good engineering judg ment shall be 
used to develop a different protocol:  
 (a) PTFE or stainless steel tubing shall be used to make necessary connections;  
 (b) The gas divider shall be configured such that nearly equal amounts of the span 
and diluent gases are blended with each  other;  
 (c) If the CLD analyzer has an operating mode in which it detects NO -only, as 
opposed to total NO x, the CLD analyzer shall be operated in the NO -only operating 
mode;  
 (d) A CO 2 span gas that meets the specifications of point 9.5.1 and a concentrat ion 
that is approximately twice the maximum CO 2 concentration expected during emission 
testing shall be used;  
 (e) An NO span gas that meets the specifications of point 9.5.1 and a concentration 
that is approximately twice the maximum NO concentration expe cted during emission 
testing shall be used. Higher concentration may be used according to the instrument 
manufacturer's recommendation and good engineering judgement in order to obtain 
accurate verification, if the expected NO concentration is lower than t he minimum 
range for the verification specified by the instrument manufacturer;  
 (f) The CLD analyzer shall be zeroed and spanned. The CLD analyzer shall be 
spanned with the NO span gas from paragraph (e) of this point through the gas divider. 
The NO span gas shall be connected to the span port of the gas divider; a zero gas shall 
be connected to the diluent port of the gas divider; the same nominal blend ratio shall 
be used as selected in paragraph (b) of this point; and the gas divider's output 
concentrat ion of NO shall be used to span the CLD analyzer. Gas property corrections 
shall be applied as necessary to ensure accurate gas division;  
 (g) The CO 2 span gas shall be connected to the span port of the gas divider;  
 (h) The NO span gas shall be connected to the diluents port of the gas divider;   
 70 Hata! Bilinmeyen belge özelliği adı.   (i) While flowing NO and CO 2 through the gas divider, the output of the gas divider 
shall be stabilized. The CO 2 concentration from the gas divider output shall be 
determined, applying gas property correction as ne cessary to ensure accurate gas 
division. This concentration, xCO2act , shall be recorded and it shall be used in the quench 
verification calculations in point 8.1.11.2.3. As an alternative to using a gas divider, 
another simple gas blending device may be us ed. In this case an analyzer shall be used 
to determine CO 2 concentration. If a NDIR is used together with a simple gas blending 
device, it shall meet the requirements of this section and it shall be spanned with the 
CO 2 span gas from paragraph (d) of this point. The linearity of the NDIR analyzer has 
to be checked before over the whole range up to twice of the expected maximum CO 2 
concentration expected during testing;  
 (j) The NO concentration shall be measured downstre am of the gas divider with the 
CLD analyzer. Time shall be allowed for the analyzer response to stabilize. 
Stabilization time may include time to purge the transfer line and to account for 
analyzer response. While the analyzer measures the sample's concent ration, the 
analyzer's output shall be recorded for 30 seconds. The arithmetic mean concentration 
shall be calculated from these data, xNOmeas . xNOmeas  shall be recorded and it shall be 
used in the quench verification calculations in point 8.1.11.2.3;  
 (k) The actual NO concentration shall be calculated at the gas divider's outlet, xNOact, 
based on the span gas concentrations and xCO2act  by means of equation (6 -24). The 
calculated value shall be used in the quench verification calculations by means of 
equat ion (6 -23); 
 (l) The values recorded according to this points 8.1.11.1.4 and 8.1.11.1.5 shall be 
used to calculate quench as described in point 8.1.11.2.3.  
8.1.11.1.5.  H2O quench verification procedure  
The following method or the method prescribed by the i nstrument manufacturer may be used 
to determine H 2O quench, or good engineering judgment shall be used to develop a different 
protocol:  
 (a) PTFE or stainless steel tubing shall be used to make necessary connections;  
 (b) If the CLD analyzer has an operati ng mode in which it detects NO -only, as 
opposed to total NO x, the CLD analyzer shall be operated in the NO -only operating 
mode;  
 (c) A NO span gas shall be used that meets the specifications of point 9.5.1 and a 
concentration that is near the maximum conce ntration expected during emission 
testing. Higher concentration may be used according to the instrument manufacturer's 
recommendation and good engineering judgement in order to obtain accurate 
verification, if the expected NO concentration is lower than th e minimum range for 
the verification specified by the instrument manufacturer;  
 (d) The CLD analyzer shall be zeroed and spanned. The CLD analyzer shall be 
spanned with the NO span gas from paragraph (c) of this point, the span gas 
concentration shall be r ecorded as xNOdry, and it shall be used in the quench verification 
calculations in point 8.1.11.2.3;  
 (e) The NO span gas shall be humidified by bubbling it through distilled water in a 
sealed vessel. If the humidified NO span gas sample does not pass through a sample 
dryer for this verification test, the vessel temperature shall be controlled to generate an 
H2O content in the span gas approximately equal to the maximum mole fraction of 
H2O expected during emission testing. If the humidified NO span gas  sample does not 
pass through a sample dryer, the quench verification calculations in point 8.1.11.2.3  
 71 Hata! Bilinmeyen belge özelliği adı.  scale the measured H 2O quench to the highest mole fraction of H 2O expected during 
emission  testing. If the humidified NO span gas sample passes through a dryer for this 
verification test, the vessel temperature shall be controlled to generate an H 2O content 
in the span gas at least as high as the maximum expected at the outlet of the dryer in 
accordance with point 9.3.2.3.1.1. In this case, the quench ver ification calculations set 
out in point 8.1.11.2.3 do not scale the measured H 2O quench;  
 (f) The humidified NO test gas shall be introduced into the sample system. It may 
be introduced upstream or downstream of a sample dryer that is used during emission  
testing. Depending on the point of introduction, the respective calculation method of 
paragraph (e) of this point shall be selected. Note that the sample dryer shall meet the 
sample dryer verification check in point 8.1.12;    
 (g) The mole fraction of H 2O in the humidified NO span gas shall be measured. In 
case a sample dryer is used, the mole fraction of H 2O in the humidified NO span gas 
shall be measured downstream of the sample dryer, xH2Omeas . It is recommended to 
measure xH2Omeas  as close as possible to the CLD analyzer inlet. xH2Omeas  may be 
calculated from measurements of dew point, Tdew, and absolute pressure, ptotal; 
 (h) Good engineering judgment shall be used to prevent condensation in the transfer 
lines, fittings, or valves from the point where xH2Omeas  is measured to the analyzer. It is 
recommended that the system is designed so the wall temperatures in the transfer lines, 
fittings, and valves from the point where xH2Omeas  is measured to the analyzer are at 
least 5 K above the local sample gas d ew point;  
 (i) The humidified NO span gas concentration shall be measured with the CLD 
analyzer. Time shall be allowed for the analyzer response to stabilize. Stabilization 
time may include time to purge the transfer line and to account for analyzer respon se. 
While the analyzer measures the sample's concentration, the analyzer's output shall be 
recorded for 30 seconds. The arithmetic mean shall be calculated of these data, xNOwet . 
xNOwet  shall be recorded and used in the quench verification calculations in point 
8.1.11.2.3.  
8.1.11.2.  CLD quench verification calculations  
CLD quench -check calculations shall be performed as described in this point.  
8.1.11.2.1.  Amount of water expected during testing  
The maximum expected mole fraction of water during emission te sting, xH2Oexp  shall be 
estimated. This estimate shall be made where the humidified NO span gas was introduced in 
point 8.1.11.1.5(f). When estimating the maximum expected mole fraction of water, the 
maximum expected water content in combustion air, fuel c ombustion products, and dilution air 
(if applicable) shall be considered. If the humidified NO span gas is introduced into the sample 
system upstream of a sample dryer during the verification test, it is not needed to estimate the 
maximum expected mole fra ction of water and xH2Oexp  shall be set equal to xH2Omeas . 
8.1.11.2.2.  Amount of CO 2 expected during testing  
The maximum expected CO 2 concentration during emission testing, xCO2exp  shall be estimated. 
This estimate shall be made at the sample system locati on where the blended NO and CO 2 span 
gases are introduced according to point 8.1.11.1.4(j). When estimating the maximum expected 
CO 2 concentration, the maximum expected CO 2 content in fuel combustion products and 
dilution air shall be considered.  
8.1.11.2. 3. Combined H 2O and CO 2 quench calculations  
Combined H 2O and CO 2 quench shall be calculated by means of equation (6 -23):  
 72 Hata! Bilinmeyen belge özelliği adı.   (6-23) 
 
Where:  
quench  =  amount of CLD quench  
xNOdry  is the measured concentration of NO upstream of a bubbler, in accordance 
with point 8.1.11.1.5(d)  
xNOwet   is the measured concentration of NO downstream of a bubbler, in 
accordance with point 8.1.11.1.5(i)  
xH2Oexp   is the maximum expected mole fraction of water during emission testing in 
accordance with point 8.1.11.2.1.  
xH2Omea s  is the measured mole fraction of water during the quench verification in 
accordance with point 8.1.11.1.5(g)  
xNOmeas   is the measured concentration of NO when NO span gas is blended with 
CO 2 span gas, in accordance with point 8.1.11.1.4(j)  
xNOact  is the actual concentration of NO when NO span gas is blended with CO 2 
span gas, in accordance with point 8.1.11.1.4(k) and calculated by means of 
equation (6 -24) 
xCO2exp   is the maximum expected concentration of CO 2 during emission testing, in 
accordance wi th point 8.1.11.2.2.  
xCO2act   is the actual concentration of CO 2 when NO span gas is blended with CO 2 
span gas, in accordance with point 8.1.11.1.4(i)  
 
 (6-24) 
 
Where:  
xNOspan   is the NO span gas concentration input to the gas divider, in accordance with 
point  8.1.11.1.4(e)  
xCO2span   is the CO 2 span gas concentration input to the gas divider, in accordance 
with point  8.1.11.1.4(d)  
 
 
 73 Hata! Bilinmeyen belge özelliği adı.  8.1.11.3.  NDUV analyzer HC and H 2O interference verification  
8.1.11.3.1.  Scope and frequency  
If NO x is measured using an NDUV analyzer, the amount of H 2O and hydrocarbon interference 
shall be verified after initial analyzer installation and after major maintenance.  
8.1.11.3.2.  Measurement principles  
Hydrocarbons and H 2O can positively interfere with a N DUV analyzer by causing a response 
similar to NO x. If the NDUV analyzer uses compensation algorithms that utilize measurements 
of other gases to meet this interference verification, simultaneously such measurements shall 
be conducted to test the algorithms  during the analyzer interference verification.  
8.1.11.3.3.  System requirements  
A NO x NDUV analyzer shall have combined H 2O and HC interference within ± 2 % of the 
mean concentration of NO x. 
8.1.11.3.4.  Procedure  
The interference verification shall be perf ormed as follows:  
 (a) The NO x NDUV analyzer shall be started, operated, zeroed, and spanned 
according to the instrument manufacturer's instructions;  
 (b) It is recommended to extract engine exhaust gas to perform this verification. A 
CLD shall be used tha t meets the specifications of point 9.4 to quantify NO x in the 
exhaust gas. The CLD response shall be used as the reference value. Also HC shall be 
measured in the exhaust gas with a FID analyzer that meets the specifications of point 
9.4. The FID response  shall be used as the reference hydrocarbon value;  
 (c) Upstream of any sample dryer, if one is used during testing, the engine exhaust 
gas shall be introduced into the NDUV analyzer;  
 (d) Time shall be allowed for the analyzer response to stabilize. Stabi lization time 
may include time to purge the transfer line and to account for analyzer response;  
 (e) While all analyzers measure the sample's concentration, 30 s of sampled data 
shall be recorded, and the arithmetic means for the three analyzers calculated ; 
 (f) The CLD mean shall be subtracted from the NDUV mean;  
 (g) This difference shall be multiplied by the ratio of the expected mean HC 
concentration to the HC concentration measured during the verification. The analyzer 
meets the interference verificati on of this point if this result is within  ± 2 % of the NO x 
concentration expected at the emission limit value, as set out in equation (6 -25):   
 (6-25) 
 
Where:  
  is the mean concentration of NOx measured by CLD [μmol/mol] 
or [ppm]  
 
 74 Hata! Bilinmeyen belge özelliği adı.    is the mean concentration of NOx measured by NDUV [μmol/mol] 
or [ppm]  
  is the mean concentration of HC measured [μmol/mol] or [ppm]  
  is the mean concentration of HC expected at the standard 
[μmol/mol] or [ppm]  
  is the mean concentration of NOx expected at the  standard 
[μmol/mol] or [ppm]  
 
8.1.11.4  Sample dryer NO 2 penetration  
8.1.11.4.1.  Scope and frequency  
If a sample dryer is used to dry a sample upstream of a NO x measurement instrument, but no 
NO 2-to-NO converter is used upstream of the sample dryer, this verification shall be performed 
for sample dryer NO 2 penetration. This verification shall be performed after initial installation 
and after major maintenance.  
8.1.11.4.2.  Measurement principles  
A sample dryer removes water, which can otherwise interfere wi th a NO x measurement. 
However, liquid water remaining in an improperly designed  sample dryer  can remove NO 2 
from the sample. If a sample dryer is used without an NO 2-to-NO converter upstream, it could 
therefore remove NO 2 from the sample prior NO x measurem ent. 
8.1.11.4.3.  System requirements  
The sample dryer shall allow for measuring at least 95 % of the total NO 2 at the maximum 
expected concentration of NO 2. 
8.1.11.4.4.  Procedure  
The following procedure shall be used to verify sample dryer performance:  
 (a) Instrument setup. The analyzer and sample dryer manufacturers' start -up and 
operating instructions shall be followed. The analyzer and sample dryer shall be 
adjusted as needed to optimize performance;  
 (b) Equipment setup and data collection.  
 (i) The to tal NO x gas analyzer(s) shall be zeroed and spanned as it would be 
before emission testing;  
 (ii) NO 2 calibration gas (balance gas of dry air) that has an NO 2 concentration 
that is near the maximum expected during testing shall be selected. Higher 
concentr ation may be used in accordance with the instrument manufacturer's 
recommendation and good engineering judgement in order to obtain accurate 
verification, if the expected NO 2 concentration is lower than the minimum range 
for the verification specified by t he instrument manufacturer;  
 (iii) This calibration gas shall be overflowed at the gas sampling system's probe 
or overflow fitting. Time shall be allowed for stabilization of the total NO x 
response, accounting only for transport delays and instrument respo nse; 
 (iv) The mean of 30 s of recorded total NO x data shall be calculated and this 
value recorded as xNOxref ; 
 
 75 Hata! Bilinmeyen belge özelliği adı.   (v) The flowing the NO 2 calibration gas shall be stopped;  
 (vi) Next the sampling system shall be saturated by overflowing a dew point 
generator's output, set at a dew point of 323 K (50 °C), to the gas sampling 
system's probe or overflow fitting. The dew point generator's output shall be 
sampled through the sampling system and sample dryer for at least 10 minutes 
until the sample dryer i s expected to be removing a constant rate of water;  
 (vii) It shall be immediately switched back to overflowing the NO 2 
calibration gas used to establish xNOxref . It shall be allowed for stabilization of 
the total NO x response, accounting only for transpor t delays and instrument 
response. The mean of 30 s of recorded total NO x data shall be calculated and 
this value recorded as xNOxmeas ; 
 (viii)  xNOxmeas  shall be corrected to xNOxdry  based upon the residual water 
vapour that passed through the sample dryer at the sample dryer's outlet 
temperature and pressure;  
 (c) Performance evaluation. If xNOxdry is less than 95 % of xNOxref, the sample 
dryer shall be repaired or replaced.  
8.1.11.5 . NO 2-to-NO converter conversion verification  
8.1.11.5.1.  Scope and frequency  
If an analyzer is used that measures only NO to determine NO x, an NO 2-to-NO converter shall 
be used upstream of the analyzer. This verification shall be performed after installin g the 
converter, after major maintenance and within 35 days before an emission test. This verification 
shall be repeated at this frequency to verify that the catalytic activity of the NO 2-to-NO 
converter has not deteriorated.  
8.1.11.5.2.  Measurement princi ples 
An NO 2-to-NO converter allows an analyzer that measures only NO to determine total NO x by 
converting the NO 2 in exhaust gas to NO.  
8.1.11.5.3.  System requirements  
An NO 2-to-NO converter shall allow for measuring at least 95 % of the total NO 2 at the 
maximum expected concentration of NO 2. 
8.1.11.5.4  Procedure  
The following procedure shall be used to verify the performance of a NO 2-to-NO converter:  
 (a) For the instrument setup the analyzer and NO 2-to-NO converter manufacturers' 
start-up and operating in structions shall be followed. The analyzer and converter shall 
be adjusted as needed to optimize performance;  
 (b) An ozonator's inlet shall be connected to a zero -air or oxygen source and its outlet 
shall be connected to one port of a 3 -way tee fitting. A n NO span gas shall be 
connected to another port and the NO 2-to-NO converter inlet shall be connected to the 
last port;  
 (c) The following steps shall be taken when performing this check:  
 (i) The ozonator air shall be set off and the ozonator power shall be turned off 
and the NO 2-to-NO converter shall be set to the bypass mode (i.e., NO mode). 
Stabilization shall be allowed for, accounting only for transport delays and 
instrument response;   
 76 Hata! Bilinmeyen belge özelliği adı.   (ii) The NO and zero -gas flows shall be adjusted so the NO concent ration at the 
analyzer is near the peak total NO x concentration expected during testing. The 
NO 2 content of the gas mixture shall be less than 5 % of the NO concentration. 
The concentration of NO shall be recorded by calculating the mean of 30 s of 
sampled  data from the analyzer and this value shall be recorded as xNOref. Higher 
concentration may be used according to the instrument manufacturer's 
recommendation and good engineering judgement in order to obtain accurate 
verification, if the expected NO conce ntration is lower than the minimum range 
for the verification specified by the instrument manufacturer;  
 (iii) The ozonator O 2 supply shall be turned on and the O 2 flow rate adjusted so 
that the NO indicated by the analyzer is about 10 percent less than xNOref. The 
concentration of NO shall be recorded by calculating the mean of 30 s of sampled 
data from the analyzer and this value recorded as xNO+O2mix ; 
 (iv) The ozonator shall be switched on and the ozone generation rate adjusted so 
that the NO measured b y the analyzer is approximately 20 percent of xNOref, while 
maintaining at least 10 % unreacted NO. The concentration of NO shall be 
recorded by calculating the mean of 30 s of sampled data from the analyzer and 
this value shall be recorded as xNOmeas ; 
 (v) The NO x analyzer shall be switched to NO x mode and total NO x measured. 
The concentration of NO x shall be recorded by calculating the mean of 30 s of 
sampled data from the analyzer and this value shall be recorded as xNOxmeas ; 
 (vi) The ozonator shall be switched off but gas flow through the system shall be 
maintained. The NO x analyzer will indicate the NO x in the NO + O 2 mixture. 
The concentration of NO x shall be recorded by calculating the mean of 30 s of 
sampled data from the analyzer and this value sha ll be recorded as xNOx+O2mix ; 
 (vii) O2 supply shall be turned off. The NO x analyzer will indicate the NO x 
in the original NO -in-N2 mixture. The concentration of NO x shall be recorded 
by calculating the mean of 30 s of sampled data from the analyzer and this value 
shall be recorded as xNOxref . This value shall be no more than 5 % above the xNOref 
value;  
 (d) Performance evaluation. The efficiency of the NO x converter shall be calculated 
by substituting the concentrations obtained into equation (6 -26): 
 (6-26) 
 
 (e) If the result is less than 95 %, the NO 2-to-NO converter shall be repaired or 
replaced.  
8.1.12.  Sample dryer verification  
If a humidity sensor for continuous monitoring of dew point at the sample dryer outlet is used 
this check does not apply, as long as it is ensured that the dryer outlet humidity is below the 
minimum values used for quench, interference, and compensation checks.  
If a sample dry er is used as allowed in point 9.3.2.3.1 to remove water from the sample gas, the 
performance shall be verified upon installation, after major maintenance, for thermal 
 
 77 Hata! Bilinmeyen belge özelliği adı.  chillers.  For osmotic membrane dryers, the performance shall be verified upon installati on, after 
major maintenance, and within 35 days of testing.  
Water can inhibit an analyzer's ability to properly measure the exhaust component of interest 
and thus is sometimes removed before the sample gas reaches the analyzer. For example water 
can negati vely interfere with a CLD's NO x response through collisional quenching and can 
positively interfere with an NDIR analyzer by causing a response similar to CO.  
The sample dryer shall meet the specifications as determined in point 9.3.2.3.1 for dew point, 
Tdew, and absolute pressure, ptotal, downstream of the osmotic -membrane dryer or thermal 
chiller.  
The following sample dryer verification procedure method shall be used to determine sample 
dryer performance, or good engineering judgment shall be used to deve lop a different protocol:  
 (i) polytetrafluoroethylene (‘PTFE’) or stainless steel tubing shall be used to make 
necessary connections;  
 (ii) N2 or purified air shall be humidified by bubbling it through distilled water in a 
sealed vessel that humidifies th e gas to the highest sample dew point that is estimated 
during emission sampling;  
 (iii) The humidified gas shall be introduced upstream of the sample dryer;  
 (iv) The humidified gas temperature downstream of the vessel shall be maintained at 
least 5 K (5  °C) above its dew point;  
 (v) The humidified gas dew point, Tdew, and pressure, ptotal, shall be measured as 
close as possible to the inlet of the sample dryer to verify that the dew point is the 
highest that was estimated during emission sampling;  
 (vi) The humidified gas dew point, Tdew, and pressure, ptotal, shall be measured as 
close as possible to the outlet of the sample dryer;  
 (vii) The sample dryer meets the verification if the result of point (d)(vi) of this section 
is less than the dew point corresponding to the sample dryer specifications as 
determined in point 9.3.2.3.1 plus 2  K (2 °C) or if the mol fraction from (d)(vi) is less 
than the corresponding sample dryer specifications plus 0,002 mol/mol or 0,2 volume 
%. Note for this verification,  sample dew point is expressed in absolute temperature, 
Kelvin.  
8.1.13.  PM measurements  
8.1.13.1.  PM balance verifications and weighing process verification  
8.1.13.1.1.  Scope and frequency  
This section describes three verifications.  
 (a) Independent verifi cation of PM balance performance within 370 days prior to 
weighing any filter;  
 (b) Zero and span of the balance within 12 h prior to weighing any filter;  
 (c) Verification that the mass determination of reference filters before and after a 
filter weighing  session be less than a specified tolerance.  
8.1.13.1.2.  Independent verification  
The balance manufacturer (or a representative approved by the balance manufacturer) shall 
verify the balance performance within 370 days of testing in accordance with interna l audit 
procedures.   
 78 Hata! Bilinmeyen belge özelliği adı.  8.1.13.1.3.  Zeroing and spanning  
Balance performance shall be verified by zeroing and spanning it with at least one calibration 
weight, and any weights that are used shall meet the specifications in point 9.5.2 to perform 
that verificat ion. A manual or automated procedure shall be used:  
 (a) A manual procedure requires that the balance shall be used in which the balance 
shall be zeroed and spanned with at least one calibration weight. If normally mean 
values are obtained by repeating the  weighing process to improve the accuracy and 
precision of PM measurements, the same process shall be used to verify balance 
performance;  
 (b) An automated procedure is carried out with internal calibration weights that are 
used automatically to verify bal ance performance. These internal calibration weights 
shall meet the specifications in point 9.5.2 to perform that verification.  
8.1.13.1.4.  Reference sample weighing  
All mass readings during a weighing session shall be verified by weighing reference PM sam ple 
media (e.g. filters) before and after a weighing session. A weighing session may be as short as 
desired, but no longer than 80 hours, and may include both pre - and post -test mass 
readings.  Successive mass determinations of each reference PM sample medi a shall return the 
same value within  ± 10 μg or  ± 10 % of the expected total PM mass, whichever is higher. 
Should successive PM sample filter weighing events fail that criterion, all individual test filter 
mass readings mass readings occurring between the successive reference filter mass 
determinations shall be invalidated. These filters may be re -weighed in another weighing 
session. Should a post -test filter be invalidated then the test interval is void. That verification 
shall be performed as follows:  
 (a) At least two samples of unused PM sample media shall be kept in the PM -
stabilization environment. These shall be used as references.  Unused filters of the same 
material and size shall be selected for use as references;  
 (b) References shall be stabilized  in the PM stabilization environment. References 
shall be considered stabilized if they have been in the PM -stabilization environment 
for a minimum of 30 min, and the PM -stabilization environment has been within the 
specifications of point 9.3.4.4 for at l east the preceding 60 min;  
 (c) The balance shall be exercised several times with a reference sample without 
recording the values;  
 (d) The balance shall be zeroed and spanned. A test mass shall be placed on the 
balance (e.g. calibration weight) and then r emoved ensuring that the balance returns to 
an acceptable zero reading within the normal stabilization time;  
 (e) Each of the reference media (e.g. filters) shall be weighed and their masses 
recorded. If normally mean values are obtained by repeating the w eighing process to 
improve the accuracy and precision of reference media (e.g. filters) masses, the same 
process shall be used to measure mean values of sample media (e.g. filters) masses;  
 (f) The balance environment dew point, ambient temperature, and at mospheric 
pressure shall be recorded;  
 (g) The recorded ambient conditions shall be used to correct results for buoyancy as 
described in point 8.1.13.2. The buoyancy -corrected mass of each of the references 
shall be recorded;  
 (h) Each of the reference med ia's (e.g. filter's) buoyancy -corrected reference mass 
shall be subtracted from its previously measured and recorded buoyancy -corrected 
mass;   
 79 Hata! Bilinmeyen belge özelliği adı.   (i) If any of the reference filters' observed mass changes by more than that allowed 
under this section, all PM m ass determinations made since the last successful reference 
media (e.g. filter) mass validation shall be invalidated. Reference PM filters may be 
discarded if only one of the filters mass has changed by more than the allowable 
amount and a special cause fo r that filter's  mass change can be positively identified 
which would not have affected other in -process filters.  Thus the validation can be 
considered a success.  In that case, the contaminated reference media shall not be 
included when determining complia nce with paragraph (j) of this point, but the 
affected reference filter shall be discarded and replaced;  
 (j) If any of the reference masses change by more than that allowed under point 
8.1.13.1.4, all PM results that were determined between the two times that the 
reference masses were determined shall be invalidated. If reference PM sample media 
is discarded in accordance with point (i), at least one reference mass difference that 
meets the criteria set out in point 8.1.13.1.4 shall be available. Otherwise , all PM 
results that were determined between the two times that the reference media (e.g. 
filters) masses were determined shall be invalidated.  
8.1.13.2.  PM sample filter buoyancy correction  
8.1.13.2.1.  General  
PM sample filter shall be corrected for thei r buoyancy in air. The buoyancy correction depends 
on the sample media density, the density of air, and the density of the calibration weight used 
to calibrate the balance. The buoyancy correction does not account for the buoyancy of the PM 
itself, because  the mass of PM typically accounts for only (0,01 to 0,10) % of the total weight. 
A correction to this small fraction of mass would be at the most 0,010  %. The buoyancy -
corrected values are the tare masses of the PM samples.  These buoyancy -corrected values  of 
the pre -test filter weighing are subsequently subtracted from the buoyancy -corrected values of 
the post -test weighing of the corresponding filter to determine the mass of PM emitted during 
the test.  
8.1.13.2.2.  PM sample filter density  
Different PM sam ple filter have different densities.  The known density of the sample media 
shall be used, or one of the densities for some common sampling media shall be used, as 
follows:  
 (a) For PTFE -coated borosilicate glass, a sample media density of 2300 kg/m3 shall 
be used;  
 (b) For PTFE membrane (film) media with an integral support ring of 
polymethylpentene that accounts for 95  % of the media mass, a sample media density 
of 920 kg/m3 shall be used;  
 (c) For PTFE membrane (film) media with an integral support ring o f PTFE, a 
sample media density of 2144 kg/m3 shall be used.  
8.1.13.2.3.  Air density  
Because a PM balance environment shall be tightly controlled to an ambient temperature of 
295 ± 1 K (22  ± 1 °C) and a dew point of 282,5  ± 1 K (9,5  ± 1 °C), air density is primarily 
function of atmospheric pressure. Therefore a buoyancy correction is specified that is only a 
function of atmospheric pressure.  
8.1.13.2.4.  Calibration weight density  
The stated density of the material of the metal calibration weight shall be use d.  
 80 Hata! Bilinmeyen belge özelliği adı.  8.1.13.2.5.  Correction calculation  
The PM sample filter shall be corrected for buoyancy by means of equation (6 -27): 
 (6-27) 
 
Where:  
mcor  is the PM sample filter mass corrected for buoyancy  
muncor  is the PM sample filter mass uncorrected for buoyancy  
ρair  is the density of air in balance environment  
ρweight  is the density of calibration weight used to span balance  
ρmedia  is the density of PM sample filter  
 
with 
 (6-28) 
 
Where:  
pabs  is the absolute pressure in balance environment  
Mmix  is the molar mass of air in balance environment  
R  is the molar gas constant.  
Tamb  is the absolute ambient temperature of balance environment  
8.2. Instrument validation for test  
8.2.1.  Validation of proportional flow control for batch sampling and  minimum dilution ratio 
for PM batch sampling  
8.2.1.1.  Proportionality criteria for CVS  
8.2.1.1.1.  Proportional flows  
For any pair of flow meters, the recorded sample and total flow rates or their 1 Hz means shall 
be used with the statistical calculations in Appendix 3 of Annex VII. The standard error of the 
estimate, SEE,  of the sample flow rate versus the total flow rat e shall be determined. For each 
test interval, it shall be demonstrated that SEE was less than or equal to 3,5 % of the mean 
sample flow rate.  
 
 81 Hata! Bilinmeyen belge özelliği adı.  8.2.1.1.2.  Constant flows  
For any pair of flow meters, the recorded sample and total flow rates or their 1 Hz mea ns shall 
be used to demonstrate that each flow rate was constant within ± 2,5 % of its respective mean 
or target flow rate. The following options may be used instead of recording the respective flow 
rate of each type of meter:  
 (a) Critical -flow venturi op tion. For critical -flow venturis, the recorded venturi -inlet 
conditions or their 1 Hz means shall be used. It shall be demonstrated that the flow 
density at the venturi inlet was constant within ± 2,5 % of the mean or  target density 
over each test interva l. For a CVS critical -flow venturi, this may be demonstrated by 
showing that the absolute temperature at the venturi inlet was constant within ± 4 % 
of the mean or target absolute temperature over each test interval;  
 (b) Positive -displacement pump option.  The recorded pump -inlet conditions or their 
1 Hz means shall be used. It shall be demonstrated that the flow density at the pump 
inlet was constant within ± 2,5 % of the mean or target density over each test interval. 
For a CVS pump, this may be demonstra ted by showing that the absolute temperature 
at the pump inlet was constant within ± 2 % of the mean or target absolute temperature 
over each test interval.  
8.2.1.1.3.  Demonstration of proportional sampling  
For any proportional batch sample such as a bag o r PM filter, it shall be demonstrated that 
proportional sampling was maintained using one of the following, noting that up to 5 % of the 
total number of data points may be omitted as outliers.  
Using good engineering judgment, it shall be demonstrated with an engineering analysis that 
the proportional -flow control system inherently ensures proportional sampling under all 
circumstances expected during testing. For example, CFVs may be used for both sample flow 
and total flow if it is demonstrated that they al ways have the same inlet pressures and 
temperatures and that they always operate under critical -flow conditions.  
Measured or calculated flows and/or tracer gas concentrations (e.g. CO 2) shall be used to 
determine the minimum dilution ratio for PM batch sam pling over the test interval.  
8.2.1.2.  Partial flow dilution system validation  
For the control of a partial flow dilution system to extract a proportional raw exhaust gas 
sample, a fast system response is required; this is identified by the promptness of t he partial 
flow dilution system. The transformation time for the system shall be determined in accordance 
with the procedure set out in point 8.1.8.6.3.2. The actual control of the partial flow dilution 
system shall be based on the current measured conditi ons. If the combined transformation time 
of the exhaust gas flow measurement and the partial flow system is ≤ 0,3 s, online control shall 
be used. If the transformation time exceeds 0,3 s, look -ahead control based on a pre -recorded 
test run shall be used. In this case, the combined rise time shall be ≤ 1 s and the combined delay 
time ≤ 10 s. The total system response shall be designed as to ensure a representative sample of 
the particulates, qmp,i (sample flow of exhaust gas into partial flow dilution syste m), proportional 
to the exhaust gas mass flow. To determine the proportionality, a regression analysis of qmp,i 
versus qmew,i (exhaust gas mass flow rate on wet basis) shall be conducted on a minimum 5 Hz 
data acquisition rate, and the following criteria s hall be met:  
 (a) The correlation coefficient r2 of the linear regression between qmp,i and qmew,i shall 
not be less than 0,95;  
 (b) The standard error of estimate of qmp,i on qmew,i shall not exceed 5 % of qmp 
maximum;  
 (c) qmp intercept of the regression  line shall not exceed ± 2 % of qmp maximum.   
 82 Hata! Bilinmeyen belge özelliği adı.  Look -ahead control is required if the combined transformation times of the particulate system, 
t50,P and of the exhaust gas mass flow signal, t50,F are > 0,3 s. In this case, a pre -test shall be run 
and the exha ust gas mass flow signal of the pre -test be used for controlling the sample flow into 
the particulate system. A correct control of the partial dilution system is obtained, if the time 
trace of qmew,pre of the pre -test, which controls qmp, is shifted by a ‘ look-ahead’ time of t50,P + 
t50,F. 
For establishing the correlation between qmp,i and qmew,i the data taken during the actual test 
shall be used, with qmew,i time aligned by t50,F relative to qmp,i (no contribution from t50,P to the 
time alignment). The time shift between qmew and qmp is the difference between their 
transformation times that were determined in point 8.1.8.6.3.2.  
8.2.2.  Gas analyzer range validation, drift validation and drift correction  
8.2.2.1.  Range validati on 
If an analyzer operated above 100 % of its range at any time during the test, the following steps 
shall be performed:  
8.2.2.1.1.  Batch sampling  
For batch sampling, the sample shall be re -analyzed using the lowest analyzer range that results 
in a maximum  instrument response below 100 %. The result shall be reported from the lowest 
range from which the analyzer operates below 100 % of its range for the entire test.  
8.2.2.1.2.  Continuous sampling  
For continuous sampling, the entire test shall be repeated us ing the next higher analyzer range. 
If the analyzer again operates above 100 % of its range, the test shall be repeated using the next 
higher range. The test shall be continued to be repeated until the analyzer always operates at 
less than 100 % of its ran ge for the entire test.  
8.2.2.2.  Drift validation and drift correction  
If the drift is within ±1 %, the data can be either accepted without any correction or accepted 
after correction. If the drift is greater than ± 1 %, two sets of brake specific emission  results 
shall be calculated for each pollutant with a brake -specific limit value and for CO 2, or the test 
shall be voided. One set shall be calculated using data before drift correction and another set of 
data calculated after correcting all the data for drift in accordance with point 2.6 of Annex VII 
and Appendix 1 of Annex VII. The comparison shall be made as a percentage of the uncorrected 
results. The difference between the uncorrected and the corrected brake -specific emission 
values shall be within ± 4 % of either the uncorrected brake -specific emission values or the 
emission limit value, whichever is greater. If not, the entire test is void.  
8.2.3.  PM sampling media (e.g. filters) preconditioning and tare weighing  
Before an emission test, the following steps shall be taken to prepare PM sample filter media 
and equipment for PM measurements:  
8.2.3.1.  Periodic verifications  
It shall be made sure that the balance and PM -stabilization environments meet the periodic 
verifications in point 8.1.12. Th e reference filter shall be weighed just before weighing test 
filters to establish an appropriate reference point (see section details of the procedure in point 
8.1.12.1). The verification of the stability of the reference filters shall occur after the pos t-test 
stabilisation period, immediately before the post -test weighing.  
8.2.3.2.  Visual Inspection  
The unused sample filter media shall be visually inspected for defects, defective filters shall be 
discarded.   
 83 Hata! Bilinmeyen belge özelliği adı.  8.2.3.3.  Grounding  
Electrically grounded tweeze rs or a grounding strap shall be used to handle PM filters as 
described in point 9.3.4.  
8.2.3.4.  Unused sample media  
Unused sample media shall be placed in one or more containers that are open to the PM -
stabilization environment. If filters are used, they may be placed in the bottom half of a filter 
cassette.  
8.2.3.5.  Stabilization  
Sample media shall be stabilized in the PM -stabilization environment. An unused sample 
medium can be considered stabilized as long as it has been in the PM -stabilization environm ent 
for a minimum of 30 min, during which the PM -stabilization environment has been within the 
specifications of point 9.3.4. However, if a PM mass of 400 μg or more is expected, then the 
sample media shall be stabilised for at least 60  min.   
8.2.3.6.  Weighing  
The sample media shall be weighed automatically or manually, as follows:  
 (a) For automatic weighing, the automation system manufacturer's instructions shall 
be followed to prepare samples for weighing; this may include placing the samples in 
a speci al container;  
 (b) For manual weighing, good engineering judgment shall be used;  
 (c) Optionally, substitution weighing is permitted (see point 8.2.3.10);  
 (d) Once a filter is weighed it shall be returned to the Petri dish and covered.  
8.2.3.7.  Buoyancy c orrection  
The measured weight shall be corrected for buoyancy as described in point 8.1.13.2.  
8.2.3.8.  Repetition  
The filter mass measurements may be repeated to determine the average mass of the filter using 
good engineering judgement and to exclude outli ers from the calculation of the average.  
8.2.3.9.  Tare-weighing  
Unused filters that have been tare -weighed shall be loaded into clean filter cassettes and the 
loaded cassettes shall be placed in a covered or sealed container before they are taken to the te st 
cell for sampling.  
8.2.3.10.  Substitution weighing  
Substitution weighing is an option and, if used, involves measurement of a reference weight 
before and after each weighing of a PM sampling medium (e.g. filter). While substitution 
weighing requires more measurements, it corrects for a balance's zero -drift and it relies on 
balance linearity only over a small range. This is most appropriate when quantifying total PM 
masses that are less than 0,1 % of the sample medium's mass. However, it may not be 
appropriate when total PM masses exceed 1 % of the sample medium's mass. If substitution 
weighing is used, it shall be used for both pre -test and post -test weighing. The same substitution 
weight shall be used for both pre -test and post -test weighing. The mass  of the substitution 
weight shall be corrected for buoyancy if the density of the substitution weight is less than 2,0 
g/cm3. The following steps are an example of substitution weighing:  
 (a) Electrically grounded tweezers or a grounding strap shall be use d, as described 
in point 9.3.4.6;   
 84 Hata! Bilinmeyen belge özelliği adı.   (b) A static neutralizer shall be used as described in point 9.3.4.6 to minimize static 
electric charge on any object before it is placed on the balance pan;  
 (c) A substitution weight shall be selected that meets the spe cifications for 
calibration weights in point 9.5.2. The substitution weight shall also have the same 
density as the weight that is used to span the microbalance, and shall be similar in mass 
to an unused sample medium (e.g. filter). If filters are used, th e weight's mass should 
be about (80 to 100) mg for typical 47 mm diameter filters;  
 (d) The stable balance reading shall be recorded and then the calibration weight shall 
be removed;  
 (e) An unused sampling medium (e.g. a new filter) shall be weighed, the stable 
balance reading recorded and the balance environment's dew point, ambient 
temperature, and atmospheric pressure recorded;  
 (f) The calibration weight shall be reweighed and the stable balance reading 
recorded;  
 (g) The arithmetic mean of the two cal ibration -weight readings that were recorded 
immediately before and after weighing the unused sample shall be calculated. That 
mean value shall be subtracted from the unused sample reading, then the true mass of 
the calibration weight as stated on the calib ration -weight certificate shall be added. 
This result shall be recorded. This is the unused sample's tare weight without 
correcting for buoyancy;  
 (h) These substitution -weighing steps shall be repeated for the remainder of the 
unused sample media;  
 (i) The instructions given in points 8.2.3.7 to 8.2.3.9 shall be followed once 
weighing is completed.  
8.2.4.  Post-test PM sample conditioning and weighing  
Used PM sample filters shall be placed into covered or sealed containers or the filter holders 
shall be clo sed, in order to protect the sample filters against ambient contamination. Thus 
protected, the loaded filters have to be returned to the PM -filter conditioning chamber or room. 
Then the PM sample filters shall be conditioned and weighted accordingly.  
8.2.4 .1. Periodic verification  
It shall be assured that the weighing and PM -stabilization environments have met the periodic 
verifications in point 8.1.13.1. After testing is complete, the filters shall be returned to the 
weighing and PM -stabilisation environme nt. The weighing and PM -stabilisation environment 
shall meet the ambient conditions requirements in point 9.3.4.4, otherwise the test filters shall 
be left covered until proper conditions have been met.  
8.2.4.2.  Removal from sealed containers  
In the PM -stabilization environment, the PM samples shall be removed from the sealed 
containers. Filters may be removed from their cassettes before or after stabilization. When a 
filter is removed from a cassette, the top half of the cassette shall be separated from th e bottom 
half using a cassette separator designed for this purpose.  
8.2.4.3.  Electrical grounding  
To handle PM samples, electrically grounded tweezers or a grounding strap shall be used, as 
described in point 9.3.4.5.   
 85 Hata! Bilinmeyen belge özelliği adı.  8.2.4.4.  Visual inspection  
The collect ed PM samples and the associated filter media shall be inspected visually. If the 
conditions of either the filter or the collected PM sample appear to have been compromised, or 
if the particulate matter contacts any surface other than the filter, the sampl e may not be used 
to determine particulate emissions. In the case of contact with another surface; the affected 
surface shall be cleaned before proceeding.  
8.2.4.5.  Stabilisation of PM samples  
To stabilise PM samples, they shall be placed in one or more co ntainers that are open to the 
PM-stabilization environment, which is described in point 9.3.4.3.A PM sample is stabilized as 
long as it has been in the PM -stabilization environment for one of the following durations, 
during which the stabilization environm ent has been within the specifications of point 9.3.4.3:  
 (a) If it is expected that a filter's total surface concentration of PM will be greater 
than 0,353 μg/mm2, assuming a 400 μg loading on a 38 mm diameter filter stain area, 
the filter shall be expose d to the stabilization environment for at least 60 minutes 
before weighing;  
 (b) If it is expected that a filter's total surface concentration of PM will be less than 
0,353 μg/mm2, the filter shall be exposed to the stabilization environment for at least 
30 minutes before weighing;  
 (c) If a filter's total surface concentration of PM to be expected during the test is 
unknown, the filter shall be exposed to the stabilization environment for at least 60 
minutes before weighing.  
8.2.4.6.  Determination of post-test filter mass  
The procedures in point 8.2.3 shall be repeated (points 8.2.3.6 through 8.2.3.9) to determine the 
post-test filter mass.  
8.2.4.7.  Total mass  
Each buoyancy -corrected filter tare mass shall be subtracted from its respective buoyancy -
corrected post -test filter mass. The result is the total mass, mtotal, which shall be used in emission 
calculations in Annex VII.  
9. Measurement equipment  
9.1. Engine dynamometer specification  
9.1.1.  Shaft work  
An engine dynamometer shall be used that has ade quate characteristics to perform the 
applicable duty cycle including the ability to meet appropriate cycle validation criteria. The 
following dynamometers may be used:  
 (a) Eddy -current or water -brake dynamometers;  
 (b) Alternating -current or direct -curren t motoring dynamometers;  
 (c) One or more dynamometers.  
9.1.2.  Transient (NRTC and LSI -NRTC) test cycles  
Load cell or in -line torque meter may be used for torque measurements.  
When using a load cell, the torque signal shall be transferred to the engine axi s and the inertia 
of the dynamometer shall be considered. The actual engine torque is the torque read on the load 
cell plus the moment of inertia of the brake multiplied by the angular acceleration. The control 
system has to perform such a calculation in r eal time.   
 86 Hata! Bilinmeyen belge özelliği adı.  9.1.3.  Engine accessories  
The work of engine accessories required to fuel, lubricate, or heat the engine, circulate liquid 
coolant to the engine, or to operate exhaust after -treatment systems shall be accounted for and 
they shall be installed in accordance with point 6.3.  
9.1.4.  Engine fixture and power transmission shaft system (category NRSh)  
Where necessary for the proper testing of an engine of category NRSh, the engine fixture for 
the test bench and power transmission shaft system for connect ion to the dynamometer rotating 
system specified by the manufacturer shall be used.  
9.2. Dilution procedure (if applicable)  
9.2.1.  Diluent conditions and background concentrations  
Gaseous constituents may be measured raw or dilute whereas PM measurement ge nerally 
requires dilution. Dilution may be accomplished by a full flow or partial flow dilution system. 
When dilution is applied then the exhaust gas may be diluted with ambient air, synthetic air, or 
nitrogen. For gaseous emissions measurement the diluent  shall be at least 288 K (15 °C). For 
PM sampling the temperature of the diluent is specified in points 9.2.2 for CVS and 9.2.3 for 
PFD with varying dilution ratio. The flow capacity  of the dilution system shall be large enough 
to completely eliminate wat er condensation in the dilution and sampling systems. De -
humidifying the dilution air before entering the dilution system is permitted, if the air humidity 
is high. The dilution tunnel walls may be heated or insulated as well as the bulk stream tubing 
down stream of the tunnel to prevent the precipitation of water -containing constituents from a 
gas phase to a liquid phase (‘aqueous condensation’).  
Before a diluent is mixed with exhaust gas, it may be preconditioned by increasing or decreasing 
its temperature  or humidity. Constituents may be removed from the diluent to reduce their 
background concentrations. The following provisions apply to removing constituents or 
accounting for background concentrations:  
 (a) Constituent concentrations in the diluent may be  measured and compensated for 
background effects on test results. See Annex VII for calculations that compensate for 
background concentrations;  
 (b) The following changes to the requirements of sections 7.2, 9.3 and 9.4 are 
permitted for measuring backgrou nd gaseous or particulate pollutants:  
 (i) It shall not be required to use proportional sampling;  
 (ii) Unheated sampling systems may be used;  
 (iii) Continuous sampling may be used irrespective of the use of batch sampling 
for diluted emissions;  
 (iv) Batch sampling may be used irrespective of the use of continuous sampling 
for diluted emissions.  
 (c) To account for background PM the following options are available:  
 (i) For removing background PM, the diluent shall be filtered with high -
efficiency particu late air (HEPA) filters that have an initial minimum collection 
efficiency specification of 99,97  % (see Article 1(19) for procedures related to 
HEPA -filtration efficiencies);  
 (ii) For correcting for background PM without HEPA filtration, the background 
PM shall not contribute more than 50 % of the net PM collected on the sample 
filter;   
 87 Hata! Bilinmeyen belge özelliği adı.   (iii) Background correction of net PM with HEPA filtration is permitted without 
pressure restriction.  
9.2.2.  Full flow system  
Full-flow dilution; constant -volume sampling (CVS). The full flow of raw exhaust gas is diluted 
in a dilution tunnel. Constant flow may be maintained by maintaining the temperature and 
pressure at the flow meter within the limits. For non -constant flow the flow shall be measured 
directly to allow for  proportional sampling. The system shall be designed as follows (see Figure 
6.6): 
 (a) A tunnel with inside surfaces of stainless steel shall be used. The entire dilution 
tunnel shall be electrically grounded. Alternatively non -conductive materials may be 
used for engine categories neither subject to PM nor PN limits;  
 (b) The exhaust gas back -pressure shall not be artificially lowered by the dilution air 
inlet system. The static pressure at the location where raw exhaust gas is introduced 
into the tunnel s hall be maintained within ± 1,2 kPa of atmospheric pressure;  
 (c) To support mixing the raw exhaust gas shall be introduced into the tunnel by 
directing it downstream along the centreline of the tunnel. A fraction of dilution air 
maybe introduced radially from the tunnel's inner surface to minimize exhaust gas 
interaction with the tunnel walls;  
 (d) Diluent. For PM sampling the temperature of the diluents (ambient air, synthetic 
air, or nitrogen as quoted in point 9.2.1) shall be maintained between 293 and 325 K 
(20 to 52 °C) in close proximity to the entrance into the dilution tunnel;  
 (e) The Reynolds number, Re, shall be at least 4000 for the diluted exhaust gas flow, 
where Re is based on the inside diameter of the dilution tunnel. Re is defined in Annex 
VII. Verification of adequate mixing shall be performed while traversing a sampling 
probe across the tunnel's diameter, vertically and horizontally. If the analyzer response 
indicates any deviation exceeding ± 2 % of the mean measured concentration, the CV S 
shall be operated at a higher flow rate or a mixing plate or orifice shall be installed to 
improve mixing;  
 (f) Flow measurement preconditioning. The diluted exhaust gas may be conditioned 
before measuring its flow rate, as long as this conditioning take s place downstream of 
heated HC or PM sample probes, as follows:  
 (i) Flow straighteners, pulsation dampeners, or both of these may be used;  
 (ii) A filter may be used;  
 (iii) A heat exchanger may be used to control the temperature upstream of any 
flow met er but steps shall be taken to prevent aqueous condensation;  
 (g) Aqueous condensation. Aqueous condensation is a function of humidity, 
pressure, temperature, and concentrations of other constituents such as sulphuric acid. 
These parameters vary as a funct ion of engine intake -air humidity, dilution -air 
humidity, engine air -to-fuel ratio, and fuel composition — including the amount of 
hydrogen and sulphur in the fuel.  
 To ensure that a flow is measured that corresponds to a measured concentration, either 
aqueous condensation shall be prevented between the sample probe location and the 
flow meter inlet in the dilution tunnel or aqueous condensation shall be allowed to 
occur and humidity at the flow meter inlet measured. The dilution tunnel walls or bulk 
stream  tubing downstream of the tunnel may be heated or insulated to prevent aqueous 
condensation. Aqueous condensation shall be prevented throughout the dilution  
 88 Hata! Bilinmeyen belge özelliği adı.  tunnel. Certain exhaust gas components can be diluted or eliminated by the presence 
of moisture;  
 For PM sampling, the already proportional flow coming from CVS goes through 
secondary dilution (one or more) to achieve the requested overall dilution ratio as 
shown in Figure 6.7 and set out in point 9.2.3.2;  
 (h) The minimum overall dilution ratio shall b e within the range of 5:1 to 7:1 and at 
least 2:1 for the primary dilution stage based on the maximum engine exhaust gas flow 
rate during the test cycle or test interval;  
 (i) The overall residence time in the system shall be between 0,5 and 5 seconds, as 
measured from the point of diluent introduction to the filter holder(s);  
 (j) The residence time in the secondary dilution system, if present, shall be at least 
0,5 seconds, as measured from the point of secondary diluent introduction to the filter 
holder( s). 
To determine the mass of the particulates, a particulate sampling system, a particulate sampling 
filter, a gravimetric balance, and a temperature and humidity controlled weighing chamber, are 
required.  
Figure 6.6  
Examples of full -flow dilution sampling  configurations  
 
 
9.2.3.  Partial flow dilution (PFD) system  
9.2.3.1.  Description of partial flow system  
A schematic of a PFD system is shown in Figure 6.7. It is a general schematic showing 
principles of sample extraction, dilution and PM sampling. It is not meant to indicate that all 
the components described in the Figure are necessary for other possible sa mpling systems that 
satisfy the intent of sample collection. Other configurations which do not match these 
schematics are allowed under the condition that they serve the same purpose of sample 
collection, dilution, and PM sampling.  These need to satisfy ot her criteria such as in points 
8.1.8.6 (periodic calibration) and 8.2.1.2 (validation) for varying dilution PFD, and point 8.1.4.5  
 89 Hata! Bilinmeyen belge özelliği adı.  as well as Table 6.5 (linearity verification) and point 8.1.8.5.7 (verification) for constant 
dilution PFD.    
As shown in Fig ure 6.7, the raw exhaust gas or the primary diluted flow is transferred from the 
exhaust pipe EP or from CVS respectively to the dilution tunnel DT through the sampling probe 
SP and the transfer line TL. The total flow through the tunnel is adjusted with a  flow controller 
and the sampling pump P of the particulate sampling system (PSS). For proportional raw 
exhaust gas sampling, the dilution air flow is controlled by the flow controller FC1, which may 
use qmew (exhaust gas mass flow rate on wet basis) or qmaw (intake air mass flow rate on wet 
basis) and qmf (fuel mass flow rate) as command signals, for the desired exhaust gas split. The 
sample flow into the dilution tunnel DT is the difference of the total flow and the dilution air 
flow. The dilution air flo w rate is measured with the flow measurement device FM1, the total 
flow rate with the flow measurement device of the particulate sampling system. The dilution 
ratio is calculated from these two flow rates. For sampling with a constant dilution ratio of raw  
or diluted exhaust gas versus exhaust gas flow (e.g.: secondary dilution for PM sampling), the 
dilution air flow rate is usually constant and controlled by the flow controller FC1 or dilution 
air pump.  
The dilution air (ambient air, synthetic air, or nitr ogen) shall be filtered with a high -efficiency 
PM air (HEPA) filter.  
 
Figure 6.7  
Schematic of partial flow dilution system (total sampling type).  
 
 
b = a = 
c = PM sampling  
 
Components of Figure 6.7:  
DAF  : Dilution air filter  
DT : Dilution tunnel or secondary dilution system   
 90 Hata! Bilinmeyen belge özelliği adı.  EP : Exhaust pipe or primary dilution system  
FC1 : Flow controller  
FH : Filter holder  
FM1  : Flow measurement device measuring the dilution air flow rate  
P : Sampling pump  
PSS : PM sampling system  
PTL : PM transfer line  
SP : Raw or diluted exhaust gas sampling probe  
TL : Transfer line  
 
Mass flow rates applicable only for proportional raw exhaust gas sampling PFD:  
qmew  is the exhaust gas mass gas flow rate on wet basis  
qmaw  is the intake air mass flow rate on wet basis  
qmf  is the fuel mass flow rate  
 
9.2.3.2.  Dilution  
The temperature of the diluents (ambient air, synthetic air, or nitrogen as quoted in point 9.2.1) 
shall be maintained between 293 and 325 K (20 to 52 °C) in close proximity to the  entrance 
into the dilution tunnel.  
De-humidifying the dilution air before entering the dilution system is permitted. The partial 
flow dilution system has to be designed to extract a proportional raw exhaust gas sample from 
the engine exhaust gas stream, t hus responding to excursions in the exhaust gas stream flow 
rate, and introduce dilution air to this sample to achieve a temperature at the test filter as 
prescribed by point 9.3.3.4.3. For this it is essential that the dilution ratio be determined such 
that the accuracy requirements of point 8.1.8.6.1 are fulfilled.  
To ensure that a flow is measured that corresponds to a measured concentration, either aqueous 
condensation shall be prevented between the sample probe location and the flow meter inlet in 
the dilution tunnel or aqueous condensation shall be allowed to occur and humidity at the flow 
meter inlet measured. The PFD system may be heated or insulated to prevent aqueous 
condensation. Aqueous condensation shall be prevented throughout the dilution tunn el. 
The minimum dilution ratio shall be within the range of 5:1 to 7:1 based on the maximum 
engine exhaust gas flow rate during the test cycle or test interval.  
The residence time in the system shall be between 0,5 and 5 s, as measured from the point of 
diluent introduction to the filter holder(s).  
To determine the mass of the particulates, a particulate sampling system, a particulate sampling 
filter, a gravimetric balance, and a temperature and humidity controlled weighing chamber, are 
required.   
 91 Hata! Bilinmeyen belge özelliği adı.  9.2.3.3.  Applicability  
PFD may be used to extract a proportional raw exhaust gas sample for any batch or continuous 
PM and gaseous emission sampling over any transient (NRTC and LSI -NRTC) duty cycle, any 
discrete -mode NRSC or any RMC duty cycle.  
The system may be us ed also for a previously diluted exhaust gas where, via a constant dilution -
ratio, an already proportional flow is diluted (see Figure 6.7). This is the way of performing 
secondary dilution from a CVS tunnel to achieve the necessary overall dilution ratio for PM 
sampling.  
9.2.3.4.  Calibration  
The calibration of the PFD to extract a proportional raw exhaust gas sample is considered in 
point 8.1.8.6.  
9.3. Sampling procedures  
9.3.1.  General sampling requirements  
9.3.1.1.  Probe design and construction  
A probe i s the first fitting in a sampling system. It protrudes into a raw or diluted exhaust gas 
stream to extract a sample, such that it's inside and outside surfaces are in contact with the 
exhaust gas. A sample is transported out of a probe into a transfer line . 
Sample probes shall be made with inside surfaces of stainless steel or, for raw exhaust gas 
sampling, with any non -reactive material capable of withstanding raw exhaust gas 
temperatures. Sample probes shall be located where constituents are mixed to thei r mean sample 
concentration and where interference with other probes is minimised. It is recommended that 
all probes remain free from influences of boundary layers, wakes, and eddies — especially near 
the outlet of a raw -exhaust meter tailpipe where uninte nded dilution might occur. Purging or 
back -flushing of a probe shall not influence another probe during testing. A single probe to 
extract a sample of more than one constituent may be used as long as the probe meets all the 
specifications for each constitu ent. 
9.3.1.1.1.  Mixing chamber (category NRSh)  
Where permitted by the manufacturer, a mixing chamber may be used when testing engines of 
category NRSh. The mixing chamber is an optional component of a raw gas sampling system 
and is located in the exhaust s ystem between the silencer and the sample probe. The shape and 
dimensions of the mixing chamber and tubing before and after shall be such that it provides a 
well-mixed, homogenous sample at the sample probe location and so that strong pulsations or 
resonan ces of the chamber influencing the emissions results are avoided.  
9.3.1.2.  Transfer lines  
Transfer lines that transport an extracted sample from a probe to an analyzer, storage medium, 
or dilution system shall be minimized in length by locating analyzers, storage media, and 
dilution systems as close to the probes as practical. The number of bends in transfer lines shall 
be minimized and that the radius of any unavoidable bend shall be maximized.  
9.3.1.3.  Sampling methods  
For continuous and batch sampling, i ntroduced in point 7.2, the following conditions apply:  
 (a) When extracting from a constant flow rate, the sample shall also be carried out 
at a constant flow rate;  
 (b) When extracting from a varying flow rate, the sample flow rate shall be varied in 
proportion to the varying flow rate;   
 92 Hata! Bilinmeyen belge özelliği adı.   (c) Proportional sampling shall be validated as described in point 8.2.1.  
9.3.2.  Gas sampling  
9.3.2.1.  Sampling probes  
Either single -port or multi -port probes are used for sampling gaseous emissions. The probes 
may be oriented in any direction relative to the raw or diluted exhaust gas flow. For some 
probes, the sample temperatures shall be controlled, as follows:  
 (a) For probes that extract NO x from diluted exhaust gas, the probe's wall 
temperature shall be controlled  to prevent aqueous condensation;  
 (b) For probes that extract hydrocarbons from the diluted exhaust gas, a probe wall 
temperature is recommended to be controlled approximately 191 °C to minimise 
contamination.  
9.3.2.1.1.  Mixing chamber (Category NRSh)  
Whe n used in accordance with point 9.3.1.1.1, the internal volume of the mixing chamber shall 
not be less than ten times the individual cylinder swept volume of the engine under test.   The 
mixing chamber shall be coupled as closely as possible to the engine s ilencer and shall have a 
minimum inner surface temperature of 452 K (179 °C). The manufacturer may specify the 
design of the mixing chamber.  
9.3.2.2.  Transfer lines  
Transfer lines with inside surfaces of stainless steel, PTFE, VitonTM, or any other materia l that 
has better properties for emission sampling shall be used. A non -reactive material capable of 
withstanding exhaust gas temperatures shall be used. In -line filters may be used if the filter and 
its housing meet the same temperature requirements as th e transfer lines, as follows:  
 (a) For NO x transfer lines upstream of either an NO 2-to-NO converter that meets the 
specifications set out in point 8.1.11.5 or a chiller that meets the specifications set out 
in point 8.1.11.4 a sample temperature that preve nts aqueous condensation shall be 
maintained;  
 (b) For THC transfer lines a wall temperature tolerance throughout the entire line of 
(464 ± 11) K [(191  ± 11) °C] shall be maintained. If sampled from raw exhaust gas, 
an unheated, insulated transfer line may  be connected directly to a probe. The length 
and insulation of the transfer line shall be designed to cool the  highest expected raw 
exhaust gas temperature to no lower than 191  °C, as measured at the transfer line 
outlet. For dilute sampling a transition  zone between the probe and transfer line of up 
to 0,92  m in length is allowed to transition the wall temperature to (464  ± 11) K 
[(191  ± 11) °C].  
9.3.2.3.  Sample -conditioning components  
9.3.2.3.1.  Sample dryers  
9.3.2.3.1.1.  Requirements  
Sample dryers may be used for removing moisture from the sample in order to decrease the 
effect of water on gaseous emissions measurement. Sample dryers shall meet the requirements 
set out in point 9.3.2.3.1.1 and in point 9.3.2.3.1.2. The moisture content 0,8 volume % is u sed 
in equation (7 -13). 
For the highest expected water vapour concentration H m, the water removal technique shall 
maintain humidity at ≤  5 g water/kg dry air (or about 0,8 volume % H 2O), which is 100  % 
relative humidity at 277,1 K (3,9  °C) and 101,3 kPa. T his humidity specification is equivalent  
 93 Hata! Bilinmeyen belge özelliği adı.  to about 25  % relative humidity at 298 K (25  °C) and 101,3  kPa. This may be demonstrated by 
either:  
 (a) measuring the temperature at the outlet of the sample dryer; or  
 (b) measuring humidity at a point just upstre am of the CLD; or  
 (c) performing the verification procedure in point 8.1.12.  
9.3.2.3.1.2.  Type of sample dryers allowed and procedure to estimate moisture content after 
the dryer  
Either type of sample dryer described in this point may be used.  
 (a) If an osmotic -membrane dryer upstream of any gaseous analyzer or storage 
medium is used, it shall meet the temperature specifications set out in point 9.3.2.2. 
The dew point, Tdew, and absolute pressure, ptotal, downstream of an osmotic -membrane 
dryer shall be m onitored. The amount of water shall be calculated as specified in 
Annex VII by using continuously recorded values of Tdew and ptotal or their peak values 
observed during a test or their alarm set points. Lacking a direct measurement, the 
nominal ptotal is given by the dryer's lowest absolute pressure expected during testing.  
 (b) A thermal chiller upstream of a THC measurement system for compression -
ignition engines may not be used. If a thermal chiller upstream of an NO 2-to-NO 
converter or in a sampling sy stem without an NO 2-to-NO converter is used, the chiller 
shall meet the NO 2 loss-performance check specified in point 8.1.11.4. The dew point, 
Tdew, and absolute pressure, ptotal, downstream of a thermal chiller shall be monitored. 
The amount of water shal l be calculated as specified in Annex VII by using 
continuously recorded values of Tdew and ptotal or their peak values observed during a 
test or their alarm set points. Lacking a direct measurement, the nominal ptotal is given 
by the thermal chiller's lowest absolute pressure expected during testing. If it is valid 
to assume the degree of saturation in the  thermal chiller, Tdew based on the known 
chiller efficiency and continuous monitoring of chiller temperature, Tchiller may be 
calculated. If values of Tchiller are not continuously recorded, its peak value observed 
during a test, or its alarm set point, may be used as a constant value to determine a 
constant amount of water in accordance with Annex VII. If it is vali d to assume that 
Tchiller is equal to Tdew, Tchiller may be used in lieu of Tdew in accordance with Annex 
VII. If it is valid to assume a constant temperature offset between Tchiller and Tdew, due 
to a known and fixed amount of sample reheat between the ch iller outlet and the 
temperature measurement location, this assumed temperature offset value may be 
factored in into emission calculations. The validity of any assumptions allowed by this 
point shall be shown by engineering analysis or by data.  
9.3.2.3.2.  Sample pumps  
Sample pumps upstream of an analyzer or storage medium for any gas shall be used. Sample 
pumps with inside surfaces of stainless steel, PTFE, or any other material having better 
properties for emission sampling shall be used. For some sample p umps, temperatures shall be 
controlled, as follows:  
 (a) If a NO x sample pump upstream of either an NO 2-to-NO converter that meets the 
requirements set out in point 8.1.11.5 or a chiller that meets the requirements set out 
in point 8.1.11.4 is used, it sha ll be heated to prevent aqueous condensation;  
 (b) If a THC sample pump upstream of a THC analyzer or storage medium is used, 
its inner surfaces shall be heated to a tolerance of 464 ± 11 K (191 ± 11) °C.   
 94 Hata! Bilinmeyen belge özelliği adı.  9.3.2.3.3.  Ammonia scrubbers  
Ammonia scrubbers may be used for any or all gaseous sampling systems to prevent NH 3 
interference, poisoning of NO 2-to-NO converter, and deposits in the sampling system or 
analysers. Installation of the ammonia scrubber shall follow the manufacturer's 
recommendations.  
9.3.2.4.  Sample storage media  
In the case of bag sampling, gas volumes shall be stored in sufficiently clean containers that 
minimally off -gas or allow permeation of gases. Good engineering judgment shall be used to 
determine acceptable thresholds of storage media cleanliness and permeation. To clean a 
container, it may be repeatedly purged and evacuated and may be heated. A flexible container 
(such as a bag) within a temperature -controlled environment, or a temperature controlled rigid 
container that is initially e vacuated or has a volume that can be displaced, such as a piston and 
cylinder arrangement, shall be used. Containers meeting the specifications in the following 
Table 6.6 shall be used.  
 
Table 6.6  
Gaseous Batch Sampling Container Materials  
CO, CO 2, O2, CH4, C2H6, C3H8, NO, NO 21 polyvinyl fluoride (PVF)2 for example TedlarTM, 
polyvinylidene fluoride3 for example KynarTM, 
polytetrafluoroethylene4 for example TeflonTM, 
or stainless steel5 
HC polytetrafluoroethylene6 or stainless steel7 
 
9.3.3.  PM sampling  
9.3.3.1.  Sampling probes  
PM probes with a single opening at the end shall be used. PM probes shall be oriented to face 
directly upstream.  
The PM probe may be shielded with a hat that conforms with the requirements in Figure 6.8. 
In this case the pre -classi fier described in point 9.3.3.3 shall not be used.  
                                                 
1 As long as aqueous condensation in storage container is p revented.  
2 Up to 313 K (40 °C).  
3 Up to 313 K (40 °C).  
4 Up to 475 K (202 °C).  
5 Up to 475 K (202 °C).  
6 At 464 ± 11 K (191 ± 11 °C).  
7 At 464 ± 11 K (191 ± 11 °C).   
 95 Hata! Bilinmeyen belge özelliği adı.  Figure 6.8  
Scheme of a sampling probe with a hat -shaped pre -classifier  
 
9.3.3.2.  Transfer lines  
Insulated or heated transfer lines or a heated enclosure are recommended to minimize 
temperature differences between transfer lines and exhaust gas constituents. Transfer lines that 
are inert with respect to PM and are electrically conductive on the inside surfaces shall be used. 
It is recommended using PM transfer lines made of stainless steel; any material other than 
stainless steel will be required to meet the same sampling pe rformance as stainless steel. The 
inside surface of PM transfer lines shall be electrically grounded.  
9.3.3.3.  Pre-classifier  
The use of a PM pre -classifier to remove large -diameter particles is permitted that is installed 
in the dilution system directly b efore the filter holder. Only one pre -classifier is permitted. If a 
hat shaped probe is used (see Figure 6.8), the use of a pre -classifier is prohibited.  
The PM pre -classifier may be either an inertial impactor or a cyclonic separator. It shall be 
constructed of stainless steel. The pre -classifier shall be rated to remove at least 50 % of PM at 
an aerodynamic diameter of 10 μm and no more than 1 % of PM at an aerodynamic diameter 
of 1 μm over the range of flow rates for which it is used. The pre -classifier outlet shall be 
configured with a means of bypassing any PM sample filter so that the pre -classifier flow can 
be stabilized before starting a test. PM sample filter shall be located within 75 cm downstream 
of the pre -classifier's exit.  
9.3.3.4.  Sample filter  
The diluted exhaust gas shall be sampled by a filter that meets the requirements set out in points 
9.3.3.4.1 to 9.3.3.4.4 during the test sequence.  
9.3.3.4.1.  Filter specification  
All filter types shall have a collection efficiency of at least 9 9,7 %. The sample filter 
manufacturer's measurements reflected in their product ratings may be used to show this 
requirement. The filter material shall be either:  
 (a) Fluorocarbon (PTFE) coated glass fibre; or  
 (b) Fluorocarbon (PTFE) membrane.  
If the exp ected net PM mass on the filter exceeds 400 μg, a filter with a minimum initial 
collection efficiency of 98 % may be used.  
9.3.3.4.2.  Filter size  
The nominal filter size shall be 46,50 mm ± 0,6 mm diameter (at least 37 mm stain diameter). 
Larger diameter f ilters may be used with prior agreement of the approval authority. 
Proportionality between filter and stain area is recommended.   
 96 Hata! Bilinmeyen belge özelliği adı.  9.3.3.4.3.  Dilution and temperature control of PM samples  
PM samples shall be diluted at least once upstream of transfer lines in case of a CVS system 
and downstream in case of PFD system (see point 9.3.3.2 relating to transfer lines). Sample 
temperature shall be controlled to a 320  ± 5 K (47  ± 5 °C) tolerance, as measured anywhere 
within 200  mm upstream or 200 mm downstream of th e PM filter media.   The PM sample is 
intended to be heated or cooled primarily by dilution conditions as specified in point 9.2.1(a).  
9.3.3.4.4.  Filter face velocity  
A filter face velocity shall be between 0,90 and 1,00 m/s with less than 5 % of the record ed 
flow values exceeding this range. If the total PM mass exceeds 400 μg, the filter face velocity 
may be reduced. The face velocity shall be measured as the volumetric flow rate of the sample 
at the pressure upstream of the filter and temperature of the f ilter face, divided by the filter's 
exposed area. The exhaust system stack or CVS tunnel pressure shall be used for the upstream 
pressure if the pressure drop through the PM sampler up to the filter is less than 2 kPa.  
9.3.3.4.5.  Filter holder  
To minimize turbulent deposition and to deposit PM evenly on a filter, a 12,5° (from centre) 
divergent cone angle to transition from the transfer -line inside diameter to the exposed diameter 
of the filter face shall be used. Stainless steel for this transition shall b e used.  
9.3.4.  PM-stabilization and weighing environments for gravimetric analysis  
9.3.4.1.  Environment for gravimetric analysis  
This section describes the two environments required to stabilize and weigh PM for gravimetric 
analysis: the PM stabilization e nvironment, where filters are stored before weighing; and the 
weighing environment, where the balance is located. The two environments may share a 
common space.  
Both the stabilization and the weighing environments shall be kept free of ambient 
contaminants , such as dust, aerosols, or semi -volatile material that could contaminate PM 
samples.  
9.3.4.2.  Cleanliness  
The cleanliness of the PM -stabilization environment using reference filters shall be verified, as 
described in point 8.1.12.1.4.  
9.3.4.3.  Temperatur e of the chamber  
The temperature of the chamber (or room) in which the particulate filters are conditioned and 
weighed shall be maintained to within 295 ± 1 K (22 °C ± 1 °C) during all filter conditioning 
and weighing. The humidity shall be maintained to a  dew point of 282,5 ± 1 K (9,5 °C ± 1 °C) 
and a relative humidity of 45 % ± 8 %. If the stabilization and weighing environments are 
separate, the stabilization environment shall be maintained at a tolerance of 295 ± 3 K (22 °C 
± 3 °C).  
9.3.4.4.  Verificatio n of ambient conditions  
When using measurement instruments that meet the specifications in point 9.4 the following 
ambient conditions shall be verified:  
 (a) Dew point and ambient temperature shall be recorded. These values shall be used 
to determine if the stabilization and weighing environments have remained within the 
tolerances specified in point 9.3.4.3 for at least 60 min before weighing filters;  
 (b) Atmospheric pressure shall be continuously recorded within the weighing 
environment. An acceptable alternative is to use a barometer that measures 
atmospheric pressure outside the weighing environment, as long as it can be ensured  
 97 Hata! Bilinmeyen belge özelliği adı.  that the atmospheric pressure at the balance is always at the balance within ± 100 Pa 
of the shared atmospheric pressure. A means to record the most recent atmospheric 
pressure shall be provided when each PM sample is weighed.  This value shall be used 
to calculate the PM sample filter buoyancy correction in point 8.1.13.2.    
9.3.4.5.  Installation of balance  
The balance shall be  installed as follows:  
 (a) Installed on a vibration -isolation platform to isolate it from external noise and 
vibration;  
 (b) Shielded from convective airflow with a static -dissipating draft shield that is 
electrically grounded.  
9.3.4.6.  Static electric ch arge 
Static electric charge shall be minimized in the balance environment, as follows:  
 (a) The balance is electrically grounded;  
 (b) Stainless steel tweezers shall be used if PM samples shall be handled manually;  
 (c) Tweezers shall be grounded with a gr ounding strap, or a grounding strap shall be 
provided for the operator such that the grounding strap shares a common ground with 
the balance;  
 (d) A static -electricity neutralizer shall be provided that is electrically grounded in 
common with the balance t o remove static charge from PM samples.  
9.4. Measurement instruments  
9.4.1.  Introduction  
9.4.1.1.  Scope  
This point specifies measurement instruments and associated system requirements related to 
emission testing. This includes laboratory instruments for me asuring engine parameters, 
ambient conditions, flow -related parameters, and emission concentrations (raw or diluted).  
9.4.1.2.  Instrument types  
Any instrument mentioned in this Notification  shall be used as described in the Regulation 
itself (see Table 6. 5 for measurement quantities provided by these instruments). Whenever an 
instrument mentioned in this Notification  is used in a way that is not specified, or another 
instrument is used in its place, the requirements for equivalency provisions shall apply as 
specified in point 5.1.1.  Where more than one instrument for a particular measurement is 
specified, one of them will be identified by the approval authority upon application as the 
reference for showing that an alternative procedure is equivalent to the  specified procedure.    
9.4.1.3.  Redundant systems  
 Data from multiple instruments to calculate test results for a single test may be used for all 
measurement instruments described in this point, with prior approval of the approval 
authority.   Results from  all measurements shall be recorded and the raw data shall be retained. 
This requirement applies whether or not the measurements are actually used in the calculations.  
9.4.2.  Data recording and control  
The test system shall be able to update data, record d ata and control systems related to operator 
demand, the dynamometer, sampling equipment, and measurement instruments. Data 
acquisition and control systems shall be used that can record at the specified minimum 
frequencies, as shown in Table 6.7 (this Table  does not apply to discrete -mode NRSC testing).   
 98 Hata! Bilinmeyen belge özelliği adı.  Table 6.7  
Data recording and control minimum frequencies  
Applicable Test 
Protocol Section  Measured Values  Minimum 
Command and 
Control Frequency  Minimum 
Recording 
Frequency  
7.6 Speed and torque during an engine 
step-map 1 Hz  1 mean value 
per step  
7.6 Speed and torque during an engine 
sweep -map 5 Hz  1 Hz means  
7.8.3  Transient (NRTC and LSI -NRTC) 
duty cycle reference and feedback 
speeds and torques  5 Hz  1 Hz means  
7.8.2  Discrete -mode NRSC and RMC 
duty cycle reference and feedback 
speeds and torques  1 Hz  1 Hz  
7.3 Continuous concentrations of raw 
analyzers  N/A 1 Hz  
7.3 Continuous concentrations of 
dilute analyzers  N/A 1 Hz  
7.3 Batch concentrations of raw or 
dilute analyzers  N/A 1 mean value 
per test interval  
7.6 
8.2.1  Diluted exhaust gas flow rate from 
a CVS with a heat exchanger 
upstream of the flow measurement  N/A 1 Hz  
7.6 
8.2.1  Diluted exhaust gas flow rate from 
a CVS without a heat exchanger 
upstream of the flow measurement  5 Hz  1 Hz means  
7.6 
8.2.1  Intake -air or exhaust gas flow rate 
(for raw transient measurement)  N/A 1 Hz means  
7.6 
8.2.1  Dilution air if actively controlled  5 Hz  1 Hz means  
7.6 
8.2.1  Sample flow from a CVS with a 
heat exchanger  1 Hz  1 Hz  
7.6 
8.2.1  Sample flow from a CVS without 
a heat exchanger  5 Hz  1 Hz mean  
  
 99 Hata! Bilinmeyen belge özelliği adı.  9.4.3.  Performance specifications for measurement instruments  
9.4.3.1.  Overview  
The test system as a whole shall meet all the applicable calibrations, verifications, and test -
validation criteria specified in point 8.1, including the requirements of the linearity check of 
points 8.1.4 and 8.2. Instruments shall meet the specifications in Table 6.7 for all ranges to be 
used for testing. Furthermore, any documentation received from instrument manufacturers 
showing that  instruments meet the specifications in Table 6.7 shall be kept.  
9.4.3.2.  Component requirements  
Table 6.8 shows the specifications of transducers of torque, speed, and pressure, sensors of 
temperature and dew point, and other instruments. The overall syst em for measuring the given 
physical and/or chemical quantity shall meet the linearity verification in point 8.1.4. For 
gaseous emissions measurements, analyzers may be used, that have compensation algorithms 
that are functions of other measured gaseous com ponents, and of the fuel properties for the 
specific engine test. Any compensation algorithm shall only provide offset compensation 
without affecting any gain (that is no bias).  
Table 6.8  
Recommended performance specifications for measurement instruments  
Measurement 
Instrument  Measured 
quantity 
symbol  Complete 
System  
Rise time  Recording 
update 
frequency  Accuracy1 Repeatability2 
Engine speed 
transducer  n 1 s 1 Hz means  2,0 % of pt. 
or 
0,5 % of 
max 1,0 % of pt. or  
0,25 % of max  
Engine torque 
transducer  T 1 s 1 Hz means  2,0 % of pt. 
or 
1,0 % of 
max 1,0 % of pt. or  
0,5 % of max  
Fuel flow meter  
(Fuel totalizer)   5 s 
(N/A)  1 Hz  
(N/A)  2,0 % of pt. 
or 
1,5 % of 
max 1,0 % of pt. or  
0,75 % of max  
                                                 
1 Accuracy and repeatability are all determined with the same collected data, as described  in point 9.4.3, and 
based on absolute values. ‘pt.’ refers to the overall mean value expected at the emission limit; ‘max.’ refers to the 
peak value expected at the emission limit over the duty cycle, not the maximum of the instrument's range; ‘meas.’ 
refers to the actual mean measured over the duty cycle.  
2 Accuracy and repeatability are all determined with the same collected data, as described in point 9.4.3, and 
based on absolute values. ‘pt.’ refers to the overall mean value expected at the emission li mit; ‘max.’ refers to the 
peak value expected at the emission limit over the duty cycle, not the maximum of the instrument's range; ‘meas.’ 
refers to the actual mean measured over the duty cycle.   
 100 Hata! Bilinmeyen belge özelliği adı.  Total diluted 
exhaust gas meter 
(CVS)  
(With heat 
exchanger before 
meter)   1 s 
(5 s) 1 Hz means  
(1 Hz)  2,0 % of pt. 
or 
1,5 % of 
max 1,0 % of pt. or  
0,75 % of max  
Dilution air, inlet 
air, exhaust gas, 
and sample flow 
meters   1 s 1 Hz means 
of 5 Hz 
samples  2,5 % of pt. 
or 
1,5 % of 
max 1,25 % of pt. or  
0,75 % of max  
Continuous gas 
analyzer raw  x 5 s 2 Hz  2,0 % of pt. 
or 
2,0 % of 
meas.  1,0 % of pt. or  
1,0 % of meas.  
Continuous gas 
analyzer dilute  x 5 s 1 Hz  2,0 % of pt. 
or 
2,0 % of 
meas.  1,0 % of pt. or  
1,0 % of meas.  
Continuous gas 
analyzer  x 5 s 1 Hz  2,0 % of pt. 
or 
2,0 % of 
meas.  1,0 % of pt. or  
1,0 % of meas.  
Batch gas 
analyzer  x N/A N/A 2,0 % of pt. 
or 
2,0 % of 
meas.  1,0 % of pt. or  
1,0 % of meas.  
Gravimetric PM 
balance  mPM N/A N/A See 9.4.11  0,5 μg  
Inertial PM 
balance  mPM 5 s 1 Hz  2,0 % of pt. 
or 
2,0 % of 
meas.  1,0 % of pt. or  
1,0 % of meas.  
 
9.4.4.  Measurement of engine parameters & ambient conditions  
9.4.4.1.  Speed and torque sensors  
9.4.4.1.1.  Application  
Measurement instruments for work inputs and outputs during engine operation shall meet the 
specific ations in this point. Sensors, transducers, and meters meeting the specifications in Table 
6.8 are recommended. Overall systems for measuring work inputs and outputs shall meet the 
linearity verifications in point 8.1.4.   
 101 Hata! Bilinmeyen belge özelliği adı.  9.4.4.1.2.  Shaft work  
Work and powe r shall be calculated from outputs of speed and torque transducers according to 
point 9.4.4.1. Overall systems for measuring speed and torque shall meet the calibration and 
verifications in points 8.1.7 and 8.1.4.  
Torque induced by the inertia of accelerat ing and decelerating components connected to the 
flywheel, such as the drive shaft and dynamometer rotor, shall be compensated for as needed, 
based on good engineering judgment.  
9.4.4.2.  Pressure transducers, temperature sensors, and dew point sensors  
Over all systems for measuring pressure, temperature, and dew point shall meet the calibration 
in point 8.1.7.  
Pressure transducers shall be located in a temperature -controlled environment, or they shall 
compensate for temperature changes over their expected operating range. Transducer materials 
shall be compatible with the fluid being measured.  
9.4.5.  Flow -related measurements  
For any type of flow meter (of fuel, intake -air, raw exhaust gas, diluted exhaust gas, sample), 
the flow shall be conditioned as neede d to prevent wakes, eddies, circulating flows, or flow 
pulsations from affecting the accuracy or repeatability of the meter. For some meters, this may 
be accomplished by using a sufficient length of straight tubing (such as a length equal to at least 
10 pi pe diameters) or by using specially designed tubing bends, straightening fins, orifice plates 
(or pneumatic pulsation dampeners for the fuel flow meter) to establish a steady and predictable 
velocity profile upstream of the meter.  
9.4.5.1.  Fuel flow meter  
Overall system for measuring fuel flow shall meet the calibration in point 8.1.8.1. In any fuel 
flow measurement it shall be accounted for any fuel that bypasses the engine or returns from 
the engine to the fuel storage tank.  
9.4.5.2.  Intake -air flow meter  
Overall system for measuring intake -air flow shall meet the calibration in point 8.1.8.2.  
9.4.5.3.  Raw exhaust flow meter  
9.4.5.3.1.  Component requirements  
The overall system for measuring raw exhaust gas flow shall meet the linearity requirements in 
point 8.1.4. Any raw -exhaust meter shall be designed to appropriately compensate for changes 
in the raw exhaust gas' thermodynamic, fluid, and compositional states.  
9.4.5.3.2.  Flow meter response time  
For the purpose of controlling of a partial flow dilution s ystem to extract a proportional raw 
exhaust gas sample, a flow meter response time faster than indicated in Table 6.8 is 
required.   For partial flow dilution systems with online control, the flow meter response time 
shall meet the specifications of point 8 .2.1.2.  
9.4.5.3.3.  Exhaust gas cooling  
This point does not apply to cooling of the exhaust gas due to the design of the engine, 
including, but not limited to, water -cooled exhaust manifolds or turbochargers.  
Exhaust gas cooling upstream of the flow meter i s permitted with the following restrictions:  
 (a) PM shall not be sampled downstream of the cooling;   
 102 Hata! Bilinmeyen belge özelliği adı.   (b) If cooling causes exhaust gas temperatures above 475 K (202 °C) to decrease to 
below 453 K (180 °C), HC shall not be sampled downstream of the cooling ; 
 (c) If cooling causes aqueous condensation, NO x shall not be sampled downstream 
of the cooling unless the cooler meets the performance verification in point 8.1.11.4;  
 (d) If cooling causes aqueous condensation before the flow reaches a flow meter, 
dew point Tdew and pressure ptotal shall be measured at the flow meter inlet. These 
values shall be used in emission calculations in accordance with Annex VII.  
9.4.5.4.  Dilution air and diluted exhaust flow meters  
9.4.5.4.1.  Application  
Instantaneous diluted e xhaust gas flow rates or total diluted exhaust gas flow over a test interval 
shall be determined by using a diluted exhaust flow meter. Raw exhaust gas flow rates or total 
raw exhaust gas flow over a test interval may be calculated from the difference betw een a 
diluted exhaust flow meter and a dilution air meter.  
9.4.5.4.2.  Component requirements  
The overall system for measuring diluted exhaust gas flow shall meet the calibration and 
verifications in points 8.1.8.4 and 8.1.8.5. The following meters may be u sed: 
 (a) For constant -volume sampling (CVS) of the total flow of diluted exhaust gas, a 
critical -flow venturi (CFV) or multiple critical -flow venturis arranged in parallel, a 
positive -displacement pump (PDP), a subsonic venturi (SSV), or an ultrasonic flo w 
meter (UFM) may be used. Combined with an upstream heat exchanger, either a CFV 
or a PDP will also function as a passive flow controller by keeping the diluted exhaust 
gas temperature constant in a CVS system;  
 (b) For the Partial Flow Dilution (PFD) system the combination of any flow meter 
with any active flow control system to maintain proportional sampling of exhaust gas 
constituents may be used. The total flow of diluted exhaust gas, or one or more sample 
flows, or a combination of these flow contr ols may be controlled to maintain 
proportional sampling.  
For any other dilution system, a laminar flow element, an ultrasonic flow meter, a subsonic 
venturi, a critical -flow venturi or multiple critical -flow venturis arranged in parallel, a positive -
displa cement meter, a thermal -mass meter, an averaging Pitot tube, or a hot -wire anemometer 
may be used.  
9.4.5.4.3.  Exhaust gas cooling  
Diluted exhaust gas upstream of a dilute flow meter may be cooled, as long as all the following 
provisions are observed:  
 (a) PM shall not be sampled downstream of the cooling;  
 (b) If cooling causes exhaust gas temperatures above 475 K (202 °C) to decrease to 
below 453 K (180 °C), HC shall not be sampled downstream of the cooling;  
 (c) If cooling causes aqueous condensation, NO x shall not be sampled downstream 
of the cooling unless the cooler meets the performance verification in point 8.1.11.4;  
 (d) If cooling causes aqueous condensation before the flow reaches a flow meter, 
dew point, Tdew and pressure ptotal shall be measured at the flow meter inlet. These 
values shall be used in emission calculations in accordance with Annex VII.   
 103 Hata! Bilinmeyen belge özelliği adı.  9.4.5.5.  Sample flow meter for batch sampling  
A sample flow meter shall be used to determine sample flow rates or total flow sampled into a 
batch sam pling system over a test interval. The difference between two flow meters may be 
used to calculate sample flow into a dilution tunnel e.g. for partial flow dilution PM 
measurement and secondary dilution flow PM measurement. Specifications for differential flow 
measurement to extract a proportional raw exhaust gas sample is set out in point 8.1.8.6.1 and 
the calibration of differential flow measurement is given in point 8.1.8.6.2.  
Overall system for the sample flow meter shall meet the calibration requiremen ts set out in 
point 8.1.8.  
9.4.5.6.  Gas divider  
A gas divider may be used to blend calibration gases.  
A gas divider shall be used that blends gases to the specifications of point 9.5.1 and to the 
concentrations expected during testing. Critical -flow gas di viders, capillary -tube gas dividers, 
or thermal -mass -meter gas dividers may be used. Viscosity corrections shall be applied as 
necessary (if not done by gas divider internal software) to appropriately ensure correct gas 
division. The gas -divider system sha ll meet the linearity verification set out in point 8.1.4.5. 
Optionally, the blending device may be checked with an instrument which by nature is linear, 
e.g. using NO gas with a CLD. The span value of the instrument shall be adjusted with the span 
gas dir ectly connected to the instrument. The gas divider shall be checked at the settings used 
and the nominal value shall be compared to the measured concentration of the instrument.  
9.4.6.  CO and CO 2 measurements  
A Non -dispersive infrared (NDIR) analyzer shall  be used to measure CO and CO 2 
concentrations in raw or diluted exhaust gas for either batch or continuous sampling.  
The NDIR -based system shall meet the calibration and verifications set out in point 8.1.9.1 or 
8.1.9.2, as applicable.  
9.4.7.  Hydrocarbon m easurements  
9.4.7.1.  Flame -ionization detector  
9.4.7.1.1.  Application  
A heated flame -ionization detector (HFID) analyzer shall be used to measure hydrocarbon 
concentrations in raw or diluted exhaust gas for either batch or continuous sampling. 
Hydrocarbon concentrations shall be determined on a carbon number basis of one, C 1. Heated 
FID analyzers shall maintain all surfaces that are exposed to emissions at a temperature of 464 
± 11 K (191 ± 11 °C). Optionally, for NG and LPG fuelled and SI engines, the hydr ocarbon 
analyzer may be of the non -heated flame ionization detector (FID) type.  
9.4.7.1.2.  Component requirements  
The FID -based system for measuring THC shall meet all of the verifications for hydrocarbon 
measurement in point 8.1.10.  
9.4.7.1.3.  FID fuel an d burner air  
FID fuel and burner air shall meet the specifications of point 9.5.1. The FID fuel and burner air 
shall not mix before entering the FID analyzer to ensure that the FID analyzer operates with a 
diffusion flame and not a premixed flame.   
 104 Hata! Bilinmeyen belge özelliği adı.  9.4.7.1.4.  Reserved  
9.4.7.1.5.  Reserved  
9.4.7.2.  Reserved  
9.4.8.  NO x measurements  
Two measurement instruments are specified for NO x measurement and either instrument may 
be used provided it meets the criteria specified in point 9.4.8.1 or 9.4.8.2, respecti vely. The 
chemiluminescent detector shall be used as the reference procedure for comparison with any 
proposed alternate measurement procedure under point 5.1.1.  
9.4.8.1.  Chemiluminescent detector  
9.4.8.1.1.  Application  
A chemiluminescent detector (CLD) cou pled with an NO 2-to-NO converter is used to measure 
NO x concentration in raw or diluted exhaust gas for batch or continuous sampling.  
9.4.8.1.2.  Component requirements  
The CLD -based system shall meet the quench verification set out in point 8.1.11.1. A hea ted or 
unheated CLD may be used, and a CLD that operates at atmospheric pressure or under a vacuum 
may be used.  
9.4.8.1.3.  NO 2-to-NO converter  
An internal or external NO 2-to-NO converter that meets the verification in point 8.1.11.5 shall 
be placed upstrea m of the CLD, while the converter shall be configured with a bypass to 
facilitate this verification.  
9.4.8.1.4.  Humidity effects  
All CLD temperatures shall be maintained to prevent aqueous condensation. To remove 
humidity from a sample upstream of a CLD, o ne of the following configurations shall be used:  
 (a) A CLD connected downstream of any dryer or chiller that is downstream of an 
NO 2-to-NO converter that meets the verification set out in point 8.1.11.5;  
 (b) A CLD connected downstream of any dryer or th ermal chiller that meets the 
verification set out in point 8.1.11.4.  
9.4.8.1.5.  Response time  
A heated CLD may be used to improve CLD response time.  
9.4.8.2.  Non-dispersive ultraviolet analyzer  
9.4.8.2.1.  Application  
A non -dispersive ultraviolet (NDUV) ana lyzer is used to measure NO x concentration in raw or 
diluted exhaust gas for batch or continuous sampling.  
9.4.8.2.2.  Component requirements  
The NDUV -based system shall meet the verifications set out in point 8.1.11.3.  
9.4.8.2.3.  NO 2-to-NO converter  
If the  NDUV analyzer measures only NO, an internal or external NO 2-to-NO converter that 
meets the verification set out in point 8.1.11.5 shall be placed upstream of the NDUV analyzer. 
The converter shall be configured with a bypass to facilitate this verificatio n.  
 105 Hata! Bilinmeyen belge özelliği adı.  9.4.8.2.4.  Humidity effects  
The NDUV temperature shall be maintained to prevent aqueous condensation, unless one of 
the following configurations is used:  
 (a) An NDUV shall be connected downstream of any dryer or chiller that is 
downstream of an NO 2-to-NO converter that meets the verification in point 8.1.11.5;  
 (b) An NDUV shall be connected downstream of any dryer or thermal chiller that 
meets the verification in point 8.1.11.4.  
9.4.9.  O2 measurements  
A paramagnetic detection (PMD) or magneto pneum atic detection (MPD) analyzer shall be 
used to measure O 2 concentration in raw or diluted exhaust gas for batch or continuous 
sampling.  
9.4.10.  Air-to-fuel ratio measurements  
A Zirconia (ZrO 2) analyser may be used to measure air -to-fuel ratio in raw exhaus t gas for 
continuous sampling. O 2 measurements with intake air or fuel flow measurements may be used 
to calculate exhaust gas flow rate in accordance with Annex VII.  
9.4.11.  PM measurements with gravimetric balance  
A balance shall be used to weigh net PM c ollected on sample filter media.  
The minimum requirement on the balance resolution shall be equal or lower than the 
repeatability of 0,5 microgram recommended in Table 6.8. If the balance uses internal 
calibration weights for routine spanning and linearity  verifications, the calibration weights shall 
meet the specifications in point 9.5.2.  
The balance shall be configured for optimum settling time and stability at its location.  
9.4.12.  Ammonia (NH 3) measurements  
A FTIR (Fourier transform infrared) analyser, NDUV or laser infrared analyser may be used in 
accordance with Appendix 4.  
9.5. Analytical gases and mass standards  
9.5.1.  Analytical gases  
Analytical gases shall meet the accuracy and purity specifications of this section.  
9.5.1.1.  Gas specifications  
The following gas specifications shall be considered:  
 (a) Purified gases shall be used to blend with calibration gases and to adjust 
measurement instruments so as to obtain a zero response to a zero calibration standard. 
Gases with contamination no higher tha n the highest of the following values in the gas 
cylinder or at the outlet of a zero -gas generator shall be used:  
 (i) 2 % contamination, measured relative to the mean concentration expected at 
the emission limit value. For example, if a CO concentration of 100,0 μmol/mol 
is expected, then it would be allowed to use a zero gas with CO contamination 
less than or equal to 2000 μmol/mol;  
 (ii) Contamination as specified in Table 6.9, applicable for raw or dilute 
measurements;  
 (iii) Contamination as specified  in Table 6.10, applicable for raw measurements.   
 106 Hata! Bilinmeyen belge özelliği adı.  Table 6.9  
Contamination limits, applicable for raw or dilute measurements [μmol/mol = ppm]  
Constituent  Purified Synthetic Air1 Purified N 22 
THC (C 1 equivalent)  ≤ 0,05 μmol/mol  ≤ 0,05 μmol/mol  
CO ≤ 1 μmol/mol  ≤ 1 μmol/mol  
CO 2    ≤ 10 μmol/mol     ≤ 10 μmol/mol    
O2 0,205 to 0,215 mol/mol  ≤ 2 μmol/mol  
NO x ≤ 0,02 μmol/mol  ≤ 0,02 μmol/mol  
 
Table 6.10  
Contamination limits applicable for raw measurements [μmol/mol = ppm]  
Constituent  Purified Synthetic Air3 Purified N 24 
THC (C 1 equivalent)  ≤ 1 μmol/mol  ≤ 1 μmol/mol  
CO ≤ 1 μmol/mol  ≤ 1 μmol/mol  
CO 2 ≤ 400 μmol/mol  ≤ 400 μmol/mol  
O2 0,18 to 0,21 mol/mol  — 
NO x ≤ 0,1 μmol/mol  ≤ 0,1 μmol/mol  
 
 (b) The following gases shall be used with a FID analyzer:  
 (i) FID fuel shall be used with an H 2 concentration of (0,39 to 0,41) mol/mol, 
balance He or N 2. The mixture shall not contain more than 0,05 μmol/mol THC;  
 (ii) FID burner air shall be used that meets the specifications of purified air in 
paragraph (a) of  this point;  
 (iii) FID zero gas. Flame -ionization detectors shall be zeroed with purified gas 
that meets the specifications in paragraph (a) of this point, except that the 
purified gas O 2 concentration may be any value;  
                                                 
1 It is not required that these levels of purity are interna tionally and/or nationally recognized standards 
traceable.  
2 It is not required that these levels of purity are internationally and/or nationally recognized standards 
traceable.  
3 It is not required that these levels of purity are internationally and/or na tionally recognized standards 
traceable.  
4 It is not required that these levels of purity are internationally and/or nationally recognized standards 
traceable.   
 107 Hata! Bilinmeyen belge özelliği adı.   (iv) FID propane span gas. The THC  FID shall be spanned and calibrated with 
span concentrations of propane, C 3H8. It shall be calibrated on a carbon number 
basis of one (C 1); 
 (v) Reserved;  
 (c) The following gas mixtures shall be used, with gases traceable within ±1,0 % of 
the internation al and/or national recognized standards true value or of other gas 
standards that are approved:  
 (i) CH 4, balance purified synthetic air and/or N 2 (as applicable);  
 (ii) Reserved;  
 (iii) C3H8, balance purified synthetic air and/or N 2 (as applicable);  
 (iv) CO, balance purified N 2; 
 (v) CO 2, balance purified N 2; 
 (vi) NO, balance purified N 2; 
 (vii) NO 2, balance purified synthetic air;  
 (viii)  O2, balance purified N 2; 
 (ix) C3H8, CO, CO 2, NO, balance purified N 2; 
 (x) C3H8, CH 4, CO, CO 2, NO, balance purified  N2. 
 (d) Gases for species other than those listed in paragraph (c) of this point may be 
used (such as methanol in air, which may be used to determine response factors), as 
long as they are traceable to within ± 3,0 % of the international and/or national 
recognized standards true value, and meet the stability requirements of point 9.5.1.2;  
 (e) Own calibration gases may be generated using a precision blending device, such 
as a gas divider, to dilute gases with purified N2 or purified synthetic air. If the gas 
dividers meet the specifications in point 9.4.5.6, and the gases being blended meet the 
requirements of paragraphs (a) and (c) of this point, the resulting blends are considered 
to meet the requirements of this point 9.5.1.1.  
9.5.1.2.  Concentration and  expiration date  
The concentration of any calibration gas standard and its expiration date specified by the gas 
supplier shall be recorded.  
 (a) No calibration gas standard may be used after its expiration date, except as 
allowed by paragraph (b) of this p oint. 
 (b) Calibration gases may be relabelled and used after their expiration date if it is 
approved in advance by approval authority.  
9.5.1.3.  Gas transfer  
Gases shall be transferred from their source to analyzers using components that are dedicated 
to controlling and transferring only those gases.  
9.5.2.  Mass standards  
PM balance calibration weights that are certified as international and/or national recognized 
standards -traceable within 0,1 % uncertainty shall be used. Calibration weights may be certif ied 
by any calibration lab that maintains international and/or national recognized standards -
traceability. It shall be made sure that the lowest calibration weight has no greater than ten times 
the mass of an unused PM -sample medium. The calibration report  shall also state the density 
of the weights.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
PARTICLE NUMBER EMISS IONS MEASUREMENT EQU IPMENT  
1. Measurement test procedure  
1.1. Sampling  
Particle number emissions shall be measured by continuous sampling from either a partial flow 
dilution system, as described in point 9.2.3 of this Annex or a full flow dilution system as 
described in point 9.2.2 of this Annex.  
1.1.1.  Diluent filtration  
Diluent used for both the primary and, where applicable, secondary dilution of the  exhaust gas 
in the dilution system shall be passed through filters meeting the High -Efficiency Particulate 
Air (HEPA) filter requirements defined in Article 1(19). The diluent may optionally be charcoal 
scrubbed before being passed to the HEPA filter to r educe and stabilize the hydrocarbon 
concentrations in the diluent. It is recommended that an additional coarse particle filter is 
situated before the HEPA filter and after the charcoal scrubber, if used.  
1.2. Compensating for particle number sample flow — full flow dilution systems  
To compensate for the mass flow extracted from the dilution system for particle number 
sampling the extracted mass flow (filtered) shall be returned to the dilution system. 
Alternatively, the total mass flow in the dilution syste m may be mathematically corrected for 
the particle number sample flow extracted. Where the total mass flow extracted from the 
dilution system for the sum of particle number sampling and particulate mass sampling is less 
than 0,5 % of the total diluted exha ust gas flow in the dilution tunnel (med) this correction, or 
flow return, may be neglected.  
1.3. Compensating for particle number sample flow — partial flow dilution systems  
1.3.1.  For partial flow dilution systems the mass flow extracted from the dilutio n system for 
particle number sampling shall be accounted for in controlling the proportionality of sampling. 
This shall be achieved either by feeding the particle number sample flow back into the dilution 
system upstream of the flow measuring device or by mathematical correction as outlined in 
point 1.3.2. In the case of total sampling type partial flow dilution systems, the mass flow 
extracted for particle number sampling shall also be corrected for in the particulate mass 
calculation as outlined in point 1.3.3.  
1.3.2.  The instantaneous exhaust gas flow rate into the dilution system (qmp), used for 
controlling the proportionality of sampling, shall be corrected according to one of the following 
methods:  
 (a) In the case where the extracted particle number s ample flow is discarded, 
equation (6 -20) in point 8.1.8.6.1 of this Annex shall be replaced by equation (6 -29): 
qmp = qmdew – qmdw + qex (6-29) 
 
 Where:  
qmdew  is the diluted exhaust gas mass flow rate, kg/s,  
qmdw  is the dilution air mass flow rate, kg/s,  
qex  is the particle number sample mass flow rate, kg/s.   
 1 Hata! Bilinmeyen belge özelliği adı.   
 The qex signal sent to the partial flow system controller shall be accurate to within ± 
0,1 % of qmdew at all times and should be sent with frequency of at least 1 Hz.  
 (b) In the case where the extracted particle number sample flow is fully or partially 
discarded, but an equivalent flow is fed back to the dilution system upstream of the 
flow measurement device, equation (6 -20) in point 8.1.8.6.1 of this Annex shall be 
replaced by equati on (6 -30): 
qmp = qmdew – qmdw + qex – qsw (6-30) 
 
 Where:  
qmdew  is the diluted exhaust gas mass flow rate, kg/s,  
qmdw  is the dilution air mass flow rate, kg/s,  
qex  is the particle number sample mass flow rate, kg/s,  
qsw  is the mass flow rate fed back into dilution tunnel to compensate for particle 
number sample extraction, kg/s.  
 
 The difference between qex and qsw sent to the partial flow system controller shall be 
accurate to within ± 0,1 % of qmdew at all times. The signal (or signals) should be sent 
with frequency of at least 1 Hz.  
1.3.3.  Correction of PM measurement  
When a particle number sample flow is extracted from a total sampling partial flow dilution 
system, the mass of particulates ( mPM) calculated in point 2.3.1.1 of Annex VII shall b e 
corrected as follows to account for the flow extracted. This correction is required even where 
filtered extracted flow is fed back into the partial flow dilution systems, as set out in equation 
(6-31): 
 (6-31) 
 
Where:  
mPM  is the mass of particulates determined in accordance with point 2.3.1.1 of Annex 
VII, g/test,  
msed  is the total mass of diluted exhaust gas passing through the dilution tunnel, kg,  
mex  is the total mass of diluted exhaust gas extracted from the dilution tunnel for 
particle number  sampling, kg.  
 
 
 2 Hata! Bilinmeyen belge özelliği adı.  1.3.4.  Proportionality of partial flow dilution sampling  
For particle number measurement, exhaust gas mass flow rate, determined according to any of 
the methods described in points 2.1.6.1 to 2.1.6.4 of Annex VII, is used for controlling the 
partial flow dilution system to take a sample proportional to the exhaust gas mass flow rate.   The 
quality of proportionality shall be checked by applying a regression analysis between sample 
and exhaust gas flow in accordance with point 8.2.1.2 of thi s Annex.  
1.3.5.  Particle number calculation  
Determination and calculation of PN are laid down in Appendix 5 of Annex VII.  
2. Measurement equipment  
2.1. Specification  
2.1.1.  System overview  
2.1.1.1.  The particle sampling system shall consist of a probe or s ampling point extracting a 
sample from a homogenously mixed flow in a dilution system as described in point 9.2.2 or 
9.2.3 of this Annex, a volatile particle remover (VPR) upstream of a particle number counter 
(PNC) and suitable transfer tubing.  
2.1.1.2.  It is recommended that a particle size pre -classifier (e.g. cyclone, impactor, etc.) be 
located prior to the inlet of the VPR. However, a sample probe acting as an appropriate size -
classification device, such as shown in Figure 6.8, is an acceptable alterna tive to the use of a 
particle size pre -classifier. In the case of partial flow dilution systems it is acceptable to use the 
same pre -classifier for particulate mass and particle number sampling, extracting the particle 
number sample from the dilution syste m downstream of the pre -classifier. Alternatively 
separate pre -classifiers may be used, extracting the particle number sample from the dilution 
system upstream of the particulate mass pre -classifier.  
2.1.2.  General requirements  
2.1.2.1.  The particle sampli ng point shall be located within a dilution system.  
The sampling probe tip or particle sampling point and particle transfer tube (PTT) together 
comprise the particle transfer system (PTS). The PTS conducts the sample from the dilution 
tunnel to the entranc e of the VPR. The PTS shall meet the following conditions:  
In the case of full flow dilution systems and partial flow dilution systems of the fractional 
sampling type (as described in point 9.2.3 of this Annex) the sampling probe shall be installed 
near th e tunnel centre line, 10 to 20 tunnel diameters downstream of the gas inlet, facing 
upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel. 
The sampling probe shall be positioned within the dilution tract so that  the sample is taken from 
a homogeneous diluent/exhaust gas mixture.  
In the case of partial flow dilution systems of the total sampling type (as described in point 
9.2.3.of this Annex) the particle sampling point or sampling probe shall be located in the 
particulate transfer tube, upstream of the particulate filter holder, flow measurement device and 
any sample/bypass bifurcation point. The sampling point or sampling probe shall be positioned 
so that the sample is taken from a homogeneous diluent/exhaust ga s mixture. The dimensions 
of the particle sampling probe should be sized not to interfere with the operation of the partial 
flow dilution system.  
Sample gas drawn through the PTS shall meet the following conditions:  
 (a) In the case of full flow dilution systems, it shall have a flow Reynolds number 
(Re) of < 1700;   
 3 Hata! Bilinmeyen belge özelliği adı.   (b) In the case of partial flow dilution systems, it shall have a flow Reynolds number 
(Re) of < 1700 in the PTT i.e. downstream of the sampling probe or point;  
 (c) It shall have a residence t ime in the PTS of ≤ 3 seconds.  
 (d) Any other sampling configuration for the PTS for which equivalent particle 
penetration at 30 nm can be demonstrated will be considered acceptable.  
 (e) The outlet tube (OT) conducting the diluted sample from the VPR to t he inlet of 
the PNC shall have the following properties:  
 (f) It shall have an internal diameter of ≥ 4 mm;  
 (g) Sample Gas flow through the OT shall have a residence time of ≤ 0,8 second.  
 (h) Any other sampling configuration for the OT for which equivale nt particle 
penetration at 30 nm can be demonstrated will be considered acceptable.  
2.1.2.2.  The VPR shall include devices for sample dilution and for volatile particle removal.  
2.1.2.3.  All parts of the dilution system and the sampling system from the exh aust pipe up to 
the PNC, which are in contact with raw and diluted exhaust gas, shall be designed to minimize 
deposition of the particles. All parts shall be made of electrically conductive materials that do 
not react with exhaust gas components, and shall  be electrically grounded to prevent 
electrostatic effects.  
2.1.2.4.  The particle sampling system shall incorporate good aerosol sampling practice that 
includes the avoidance of sharp bends and abrupt changes in cross -section, the use of smooth 
internal su rfaces and the minimisation of the length of the sampling line. Gradual changes in 
the cross -section are permissible.  
2.1.3.  Specific requirements  
2.1.3.1.  The particle sample shall not pass through a pump before passing through the PNC.  
2.1.3.2.  A sample pre-classifier is recommended.  
2.1.3.3.  The sample preconditioning unit shall:  
 2.1.3.3.1.  Be capable of diluting the sample in one or more stages to achieve a particle 
number concentration below the upper threshold of the single particle count mode of 
the PNC and a gas temperature below 308 K (35 °C) at the inlet to the PNC;  
 2.1.3.3.2.  Include an initial heated dilution stage which outputs a sample at a 
temperature of ≥ 423 K (150 °C) and ≤ 673 K (400 °C), and dilutes by a factor of at 
least 10;  
 2.1.3.3. 3. Control heated stages to constant nominal operating temperatures, within the 
range specified in point  2.1.3.3.2, to a tolerance of  ± 10 K (±  10 °C).  Provide an 
indication of whether or not heated stages are at their correct operating temperatures;  
 2.1.3.3.4.  Achieve a particle concentration reduction factor ( ƒr(di)), as defined in point 
2.2.2.2, for particles of 30 nm and 50 nm electrical mobility diameters, that is no more 
than 30 % and 20 % respectively higher, and no more than 5 % lower than that fo r 
particles of 100 nm electrical mobility diameter for the VPR as a whole;  
 2.1.3.3.5.  Also achieve > 99,0 % vaporisation of 30 nm tetracontane (CH 3(CH 2)38CH 3) 
particles, with an inlet concentration of ≥ 10000 cm–3, by means of heating and 
reduction of par tial pressures of the tetracontane.  
2.1.3.4.  The PNC shall:  
 2.1.3.4.1.  Operate under full flow operating conditions;   
 4 Hata! Bilinmeyen belge özelliği adı.   2.1.3.4.2.  Have a counting accuracy of ± 10 % across the range 1 cm–3 to the upper 
threshold of the single particle count mode of the PNC against a traceable standard. At 
concentrations below 100 cm–3 measurements averaged over extended sampling 
periods may be required to demonstrate the accuracy of the PNC with a high degr ee 
of statistical confidence;  
 2.1.3.4.3.  Have a readability of at least 0,1 particle cm–3 at concentrations below 100 
cm–3; 
 2.1.3.4.4.  Have a linear response to particle concentrations over the full measurement 
range in single particle count mode;  
 2.1.3.4.5.  Have a data reporting frequency equal to or greater than 0,5 Hz;  
 2.1.3.4.6.  Have a response time over the measured concentration range of less than 5 
s; 
 2.1.3.4.7.  Incorporate a coincidence correction function up to a maximum 10 % 
correction, and may make use of an internal calibration factor as determined in point 
2.2.1.3, but shall not make use of any other algorithm to correct for or define the 
counting efficiency;  
 2.1.3.4.8.  Have counting efficiencies at particle sizes of 23 nm (± 1 nm) an d 41 nm (± 
1 nm) electrical mobility diameter of 50 % (± 12 %) and > 90 % respectively. These 
counting efficiencies may be achieved by internal (for example; control of instrument 
design) or external (for example; size pre -classification) means;  
 2.1.3.4.9 . If the PNC makes use of a working liquid, it shall be replaced at the 
frequency specified by the instrument manufacturer.  
2.1.3.5.  Where they are not held at a known constant level at the point at which PNC flow rate 
is controlled, the pressure and/or te mperature at inlet to the PNC shall be measured and reported 
for the purposes of correcting particle concentration measurements to standard conditions.  
2.1.3.6.  The sum of the residence time of the PTS, VPR and OT plus the response time of the 
PNC shall be  no greater than 20 s.  
2.1.3.7.  The transformation time of the entire particle number sampling system (PTS, VPR, 
OT and PNC) shall be determined by aerosol switching directly at the inlet of the PTS. The 
aerosol switching shall be done in less than 0,1 s. The aerosol used for the test shall cause a 
concentration change of at least 60 % full scale (FS).  
The concentration trace shall be recorded. For time alignment of the particle number 
concentration and exhaust gas flow signals, the transformation time is d efined as the time from 
the change (t 0) until the response is 50 % of the final reading (t 50). 
2.1.4.  Recommended system description  
This point contains the recommended practice for measurement of particle number. However, 
any system meeting the performanc e specifications in points 2.1.2 and 2.1.3 is acceptable.  
Figures 6.9 and 6.10 are schematic drawings of the recommended particle sampling system 
configures for partial and full flow dilution systems respectively.   
 5 Hata! Bilinmeyen belge özelliği adı.  Figure 6.9  
Schematic of recommended partic le sampling system — Partial flow sampling  
 
 
Figure 6.10  
Schematic of recommended particle sampling system – Full flow sampling  
 
 
2.1.4.1.  Sampling system description  
The particle sampling system shall consist of a sampling probe tip or particle sampling point in 
the dilution system, a particle transfer tube (PTT), a particle pre -classifier (PCF) and a volatile 
particle remover (VPR) upstream of the particle number concentration measurement (PNC) 
unit. The VPR shall include devices for sample dilution (particle number diluters: PND 1 and 
PND 2) and particle evaporation (Evaporation tube, ET). The sampling probe or sampling point 
for the test gas flow shall be so arranged within the dilution tract that a representative sample 
gas flow is taken from a homogeneous diluent/exhaust gas mixture. The sum of the residence 
time of the system plus the response time of the PNC  shall be no greater than 20 s.  
2.1.4.2.  Particle transfer system  
The sampling probe tip or particle sampling point and Particle Transfer Tube (PTT) together 
comprise the Particle Transfer System (PTS). The PTS conducts the sample from the dilution 
tunnel to the entrance to the first particle number diluter. The PTS shall meet the following 
conditions:  
In the case of full flow dilution systems and partial flow dilution systems of the fractional 
sampling type (as described in point 9.2.3 of this Annex) the s ampling probe shall be installed 
near the tunnel centre line, 10 to 20 tunnel diameters downstream of the gas inlet, facing  
 6 Hata! Bilinmeyen belge özelliği adı.  upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel. 
The sampling probe shall be posi tioned within the dilution tract so that the sample is taken from 
a homogeneous diluent/exhaust gas mixture.  
In the case of partial flow dilution systems of the total sampling type (as described in point 
9.2.3 of this Annex) the particle sampling point sha ll be located in the particulate transfer tube, 
upstream of the particulate filter holder, flow measurement device and any sample/bypass 
bifurcation point. The sampling point or sampling probe shall be positioned so that the sample 
is taken from a homogene ous diluent/exhaust gas mixture.  
Sample gas drawn through the PTS shall meet the following conditions:  
It shall have a flow Reynolds number (Re) of < 1700;  
It shall have a residence time in the PTS of ≤ 3 seconds.  
Any other sampling configuration for the P TS for which equivalent particle penetration for 
particles of 30 nm electrical mobility diameter can be demonstrated will be considered 
acceptable.  
The outlet tube (OT) conducting the diluted sample from the VPR to the inlet of the PNC shall 
have the follo wing properties:  
It shall have an internal diameter of ≥ 4 mm;  
Sample gas flow through the POT shall have a residence time of ≤ 0,8 second.  
Any other sampling configuration for the OT for which equivalent particle penetration for 
particles of 30 nm electri cal mobility diameter can be demonstrated will be considered 
acceptable.  
2.1.4.3.  Particle pre -classifier  
The recommended particle pre -classifier shall be located upstream of the VPR. The pre -
classifier 50 % cut point particle diameter shall be between 2,5  μm and 10 μm at the volumetric 
flow rate selected for sampling particle number emissions. The pre -classifier shall allow at least 
99 % of the mass concentration of 1 μm particles entering the pre -classifier to pass through the 
exit of the pre -classifier a t the volumetric flow rate selected for sampling particle number 
emissions. In the case of partial flow dilution systems, it is acceptable to use the same pre -
classifier for particulate mass and particle number sampling, extracting the particle number 
samp le from the dilution system downstream of the pre -classifier. Alternatively separate pre -
classifiers may be used, extracting the particle number sample from the dilution system 
upstream of the particulate mass pre -classifier.  
2.1.4.4.  Volatile particle rem over (VPR)  
The VPR shall comprise one particle number diluter (PND 1), an evaporation tube and a second 
diluter (PND 2) in series. This dilution function is to reduce the number concentration of the 
sample entering the particle concentration measurement unit  to less than the upper threshold of 
the single particle count mode of the PNC and to suppress nucleation within the sample. The 
VPR shall provide an indication of whether or not PND 1 and the evaporation tube are at their 
correct operating temperatures.  
The VPR shall achieve > 99,0 % vaporisation of 30 nm tetracontane (CH 3(CH 2)38CH 3) particles, 
with an inlet concentration of ≥ 10000 cm– 3, by means of heating and reduction of partial 
pressures of the tetracontane. It shall also achieve a particle concentrat ion reduction factor ( fr) 
for particles of 30 nm and 50 nm electrical mobility diameters, that is no more than 30 % and 
20 % respectively higher, and no more than 5 % lower than that for particles of 100 nm electrical 
mobility diameter for the VPR as a who le.  
 7 Hata! Bilinmeyen belge özelliği adı.  2.1.4.4.1.  First particle number dilution device (PND 1) 
The first particle number dilution device shall be specifically designed to dilute particle number 
concentration and operate at a (wall) temperature of 423 K to 673 K (150 °C to 400 °C). The 
wall temperature set point should be held at a constant nominal operating temperature, within 
this range, to a tolerance of ± 10 °C and not exceed the wall temperature of the ET (point 
2.1.4.4.2). The diluter should be supplied with HEPA filtered dilution air a nd be capable of a 
dilution factor of 10 to 200 times.  
2.1.4.4.2.  Evaporation Tube (ET)  
The entire length of the ET shall be controlled to a wall temperature greater than or equal to 
that of the first particle number dilution device and the wall temperatur e held at a fixed nominal 
operating temperature between 300 °C and 400 °C, to a tolerance of ± 10 °C.  
2.1.4.4.3.  Second particle number dilution device (PND 2) 
PND 2 shall be specifically designed to dilute particle number concentration. The diluter shall 
be supplied with HEPA filtered dilution air and be capable of maintaining a single dilution 
factor within a range of 10 to 30 times. The dilution factor of PND 2 shall be selected in the 
range between 10 and 15 such that particle number concentration downstre am of the second 
diluter is less than the upper threshold of the single particle count mode of the PNC and the gas 
temperature prior to entry to the PNC is < 35 °C.  
2.1.4.5.  Particle number counter (PNC)  
The PNC shall meet the requirements of point 2.1.3.4 . 
2.2. Calibration/Validation of the particle sampling system1
2.2.1.  Calibration of the particle number counter  
2.2.1.1  The Technical Service shall ensure the existence of a calibration certificate for the 
PNC demonstrating compliance with a traceable standard within a 12 -month period prior to the 
emissions test.  
2.2.1.2.  The PNC shall also be recalibrated and a new calibration certificate issued following 
any major maintenance.  
2.2.1.3.  Calibration shall be traceable to a st andard calibration method:  
 (a) By comparison of the response of the PNC under calibration with that of a 
calibrated aerosol electrometer when simultaneously sampling electrostatically 
classified calibration particles; or  
 (b) By comparison of the response  of the PNC under calibration with that of a second 
PNC which has been directly calibrated by the above method.  
In the electrometer case, calibration shall be undertaken using at least six standard 
concentrations spaced as uniformly as possible across the PNC's measurement range. These 
points will include a nominal zero concentration point produced by attaching HEPA filters of 
at least class H13 of EN 1822:2008, or equivalent performance, to the inlet of each instrument. 
With no calibration factor applied t o the PNC under calibration, measured concentrations shall 
be within ± 10 % of the standard concentration for each concentration used, with the exception 
of the zero point, otherwise the PNC under calibration shall be rejected. The gradient from a 
linear r egression of the two data sets shall be calculated and recorded. A calibration factor equal 
to the reciprocal of the gradient shall be applied to the PNC under calibration. Linearity of 
response is calculated as the square of the Pearson product moment cor relation coefficient (R2) 
                                                 
1 Example calibration/validation methods are available at: 
www.unece.org/es/trans/main/wp29/wp29 wgs/wp29grpe/pmpfcp   
 8 Hata! Bilinmeyen belge özelliği adı.  of the two data sets and shall be equal to or greater than 0,97. In calculating both the gradient 
and R2 the linear regression shall be forced through the origin (zero concentration on both 
instruments).  
In the reference PNC case,  calibration shall be undertaken using at least six standard 
concentrations across the PNC's measurement range. At least 3 points shall be at concentrations 
below 1000 cm– 3, the remaining concentrations shall be linearly spaced between 1000 cm– 3 
and the maximum of the PNC's range in single particle count mode. These points will include 
a nominal zero concentration point produced by attaching HEPA filters of at least class H13 of 
EN 1822:2008, or equivalent performance, to the inlet of each instrument. Wit h no calibration 
factor applied to the PNC under calibration, measured concentrations shall be within ± 10 % of 
the standard concentration for each concentration, with the exception of the zero point, 
otherwise the PNC under calibration shall be rejected. The gradient from a linear regression of 
the two data sets shall be calculated and recorded. A calibration factor equal to the reciprocal 
of the gradient shall be applied to the PNC under calibration. Linearity of response is calculated 
as the square of th e Pearson product moment correlation coefficient (R2) of the two data sets 
and shall be equal to or greater than 0,97. In calculating both the gradient and R2 the linear 
regression shall be forced through the origin (zero concentration on both instruments).  
2.2.1.4.  Calibration shall also include a check, against the requirements in point 2.1.3.4.8, on 
the PNC's detection efficiency with particles of 23 nm elec trical mobility diameter. A check of 
the counting efficiency with 41 nm particles is not required.  
2.2.2.  Calibration/Validation of the volatile particle remover  
2.2.2.1.  Calibration of the VPR's particle concentration reduction factors across its full ran ge 
of dilution settings, at the instrument's fixed nominal operating temperatures, shall be required 
when the unit is new and following any major maintenance. The periodic validation requirement 
for the VPR's particle concentration reduction factor is limi ted to a check at a single setting, 
typical of that used for measurement on diesel particulate filter equipped non -road mobile 
machinery. The Technical Service shall ensure the existence of a calibration or validation 
certificate for the volatile particle remover within a 6 -month period prior to the emissions test. 
If the volatile particle remover incorporates temperature monitoring alarms a 12 month 
validation interval shall be permissible.  
The VPR shall be characterised for particle concentration reductio n factor with solid particles 
of 30 nm, 50 nm and 100 nm electrical mobility diameter. Particle concentration reduction 
factors ( ƒr(d)) for particles of 30 nm and 50 nm electrical mobility diameters shall be no more 
than 30 % and 20 % higher respectively, and no more than 5 % lower than that for particles of 
100 nm electrical mobility diameter. For the purposes of validation, the mean particle 
concentration reduction factor shall be within ± 10 % of the mean particle concentration 
reduction factor ( ) deter mined during the primary calibration of the VPR.  
2.2.2.2.  The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm 
electrical mobility diameter and a minimum concentration of 5000 particles cm– 3 at the VPR 
inlet. Particle conc entrations shall be measured upstream and downstream of the components.  
The particle concentration reduction factor at each particle size ( ƒr(di)) shall be calculated by 
means of equation (6 -32): 
 (6-32) 
 
 
 9 Hata! Bilinmeyen belge özelliği adı.  Where:  
Nin(di)  is the upstream particle number concentration for particles of diameter di 
Nout(di)  is the downstream particle number concentration for particles of diameter di 
di  is the particle electrical mobility diameter (30, 50 or 100 nm)  
 
Nin(di) and Nout(di) shall be corrected to the same conditions.  
The mean particle concentration reduction ( ) at a given dilution setting shall be calculated by 
means of equation (6 -33): 
 (6-33) 
 
It is recommended that the VPR is calibrated and validated as a complete unit.  
2.2.2.3.  The Technical Service shall ensure the existence of a validation certificate for the 
VPR demonstrating effective volatile particle removal efficiency within a 6 month period prior 
to the emissions test. If the volatile particle remover incorporate s temperature monitoring 
alarms a 12 month validation interval shall be permissible. The VPR shall demonstrate greater 
than 99,0 % removal of tetracontane (CH 3(CH 2)38CH 3) particles of at least 30 nm electrical 
mobility diameter with an inlet concentration of ≥ 10000 cm– 3 when operated at its minimum 
dilution setting and manufacturers recommended operating temperature.  
2.2.3.  Particle number system check procedures  
2.2.3.1.  Prior to each test, the particle counter shall report a measured concentration of le ss 
than 0,5 particles cm– 3 when a HEPA filter of at least class H13 of EN 1822:2008, or equivalent 
performance, is attached to the inlet of the entire particle sampling system (VPR and PNC).  
2.2.3.2.  On a monthly basis, the flow into the particle counter shall report a measured value 
within 5 % of the particle counter nominal flow rate when checked with a calibrated flow meter.  
2.2.3.3.  Each day, following the application of a HEPA filter of at least class H13 of EN 
1822:2008, or equivalent performance, to  the inlet of the particle counter, the particle counter 
shall report a concentration of ≤ 0,2 cm– 3. Upon removal of this filter, the particle counter shall 
show an increase in measured concentration to at least 100 particles cm– 3 when challenged with 
ambient air and a return to ≤ 0,2 cm– 3 on replacement of the HEPA filter.  
2.2.3.4.  Prior to the start of each test it shall be confirmed that the measurement system 
indicates that the evaporation tube, where featured in the system, h as reached its correct 
operating temperature.  
2.2.3.5.  Prior to the start of each test it shall be confirmed that the measurement system 
indicates that the diluter PND 1 has reached its correct operating temperature.  
 
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 2  
INSTALLATION REQUIREMEN TS FOR EQUIPMENT AND  AUXILIARIES  
Number  Equipment and auxiliaries  Fitted for 
emission test  
1 Inlet system   
 Inlet manifold  Yes 
 Crankcase emission control system  Yes 
 Air filter  Yesa 
 Inlet silencer  Yesa 
2 Exhaust system   
 Exhaust after -treatment system  Yes 
 Exhaust manifold  Yes 
 Connecting pipes  Yesb 
 Silencer  Yesb 
 Tail pipe  Yesb 
 Exhaust brake  Noc 
 Pressure charging device  Yes 
3 Fuel supply pump  Yesd 
4 Fuel injection equipment   
 Prefilter  Yes 
 Filter  Yes 
 Pump  Yes 
5 High -pressure pipe  Yes 
 Injector  Yes 
 Electronic control unit, sensors, etc.  Yes 
 Governor/control system  Yes 
 Automatic full -load stop for the control rack depending on 
atmospheric conditions  Yes 
6 Liquid -cooling equipment    
 1 Hata! Bilinmeyen belge özelliği adı.   Radiator  No 
 Fan No 
 Fan cowl  No 
 Water pump  Yese 
 Thermostat  Yesf 
7 Air cooling   
 Cowl  Nog 
 Fan or Blower  Nog 
 Temperature -regulating device  No 
8 Pressure charging equipment   
 Compressor driven either directly by the engine and/or by the 
exhaust system  Yes 
 Charge air cooler  Yesgh 
 Coolant pump or fan (engine -driven)  Nog 
 Coolant flow control device  Yes 
9 Auxiliary test -bed fan  Yes, if necessary  
10 Anti-pollution device  Yes 
11 Starting equipment  Yes or test bed 
equipmenti 
12 Lubricating oil pump  Yes 
13 Certain auxiliaries whose definition is linked with the 
operation of the non -road mobile machinery and which may 
be mounted on the engine shall be removed for the test.  
The following non -exhaustive list is given as an example:  
 (i) air compressor for brak es 
 (ii) power steering compressor  
 (iii) suspension compressor  
 (iv) air-conditioning system.  No 
( a ) The complete inlet system shall be fitted as provided for the intended application:  
(i) where there is a risk of an appreciable effect on the engine power;   
 2 Hata! Bilinmeyen belge özelliği adı.  (ii)  (ii) when the manufacturer requests that this should be done. In other cases, an 
equivalent system may be used and a check should be made to ascertain that the 
intake pressure does not differ by more than 100 Pa from the upper limit specified 
by the manufacturer for a clean air filter.  
( b ) The complete exhaust system shall be fitted as provided for the intended application:  
(i) where there is a risk of an appreciable effect on the engine power;  
(ii) (ii) when the manufacturer reques ts that this should be done. In other cases, an 
equivalent system may be installed provided the pressure measured does not differ 
by more than 1 000 Pa from the upper limit specified by the manufacturer.  
 ( c ) If an exhaust system brake is incorporated in  the engine, the throttle valve shall be 
fixed in the fully open position.  
( d ) The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing 
in the particular engine application (particularly when a ‘fuel return’ system is use d). 
 ( e ) The cooling -liquid circulation shall be operated by the engine water pump only. 
Cooling of the liquid may be produced by an external circuit, such that the pressure loss of 
this circuit and the pressure at the pump inlet remain substantially the  same as those of the 
engine cooling system.  
( f ) The thermostat may be fixed in the fully open position.  
( g ) When the cooling fan or blower is fitted for the test, the power absorbed shall be added 
to the results, except for cooling fans of air coole d engines directly fitted on the crankshaft. 
The fan or blower power shall be determined at the speeds used for the test either by 
calculation from standard characteristics or by practical tests.  
( h ) Charge air -cooled engines shall be tested with charge  air cooling, whether liquid — or 
air-cooled, but if the manufacturer prefers, a test bench system may replace the air cooler. 
In either case, the measurement of power at each speed shall be made with the maximum 
pressure drop and the minimum temperature d rop of the engine air across the charge air 
cooler on the test bench system as those specified by the manufacturer.  
 ( i ) The power for electrical or other starting systems shall be provided from the test bed.  
  
 0 Hata! Bilinmeyen belge özelliği adı.   
Appendix 3  
VERIFICATION OF TORQU E SIGNAL BROADCAST B Y ELECTRONIC CONTROL  UNIT  
1. Introduction  
The purpose of this Appendix is to set out the requirements for verification in the case that the 
manufacturer intends to use the torque signal broadcast by the electronic control unit (ECU), of 
engines so equipped, during the conduct of in -service monitor ing tests according to Delegated  
Notification  2017/655/AB  . 
The basis for the net torque shall be uncorrected net torque delivered by the engine inclusive of 
the equipment and auxiliaries to be included for an emissions test according to Appendix 2.  
2. ECU torque signal  
With the engine installed on the test bench for conducting the mapping procedure, means shall 
be provided to read the torque signal broadcast by the ECU according to the requirements of 
Appendix 6 of Annex I to Delegated  Notification  2017/655/AB  . 
3. Verification procedure  
When conducting the mapping procedure according to section 7.6.2 of this Annex readings of 
the torque measured by the dynamometer and torque broadcast by the ECU shall be taken 
simultaneously at a minimum of three poi nts on the torque curve. At least one of the readings 
shall be taken at a point on the curve where the torque is no less than 98 % of the maximum 
value.  
The torque broadcast by the ECU shall be accepted without correction if, at each point where 
measuremen ts were taken, the factor calculated from dividing the torque value from the 
dynamometer by the torque value from the ECU is not less than 0,93 (i.e. a maximum difference 
of 7 %). In this case it shall be recorded in the type approval certificate that the torque broadcast 
by the ECU has been verified without correction. Where the factor at one or more test points is 
less than 0,93 the average correction factor shall be determined from all the points where 
readings were taken and recorded in the type approva l certificate. Where a factor is recorded in 
the type approval certificate it shall be applied to the torque broadcast by the ECU when 
conducting in -service monitoring tests according to Delegated  Notification  2017/655/AB  .  
 0 Hata! Bilinmeyen belge özelliği adı.  Appendi x 4 
PROCEDURE FOR THE MEA SUREMENT OF AMMONIA  
1. This appendix describes the procedure for measurement of ammonia (NH 3). For non -linear 
analysers, the use of linearising circuits shall be permitted.  
2. Three measurement principles are specified for NH 3 meas urement and either principle may 
be used provided it meets the criteria specified in points 2.1, 2.2 or 2.3, respectively. Gas dryers 
shall not be permitted for NH 3 measurement.  
2.1. Fourier Transform Infrared (hereinafter ‘FTIR’) analyser  
2.1.1.  Measurement principle  
The FTIR employs the broad waveband infrared spectroscopy principle. It allows simultaneous 
measurement of exhaust gas components whose standardized spectra are available in the 
instrument. The absorption spectrum (intensity/wavelengt h) is calculated from the measured 
interferogram (intensity/time) by means of the Fourier transform method.  
2.1.2.  Installation and sampling  
The FTIR shall be installed in accordance with the instrument manufacturer's instructions. The 
NH 3 wavelength shall  be selected for evaluation. The sample path (sampling line, pre -filter(s) 
and valves) shall be made of stainless steel or PTFE and shall be heated to set points between 
383 K (110 °C) and 464 K (191 °C) in order to minimize NH 3 losses and sampling artefac ts. In 
addition, the sampling line shall be as short as practically possible.  
2.1.3.  Cross interference  
The spectral resolution of the NH 3 wavelength shall be within 0,5 cm– 1 in order to minimize 
cross interference from other gases present in the exhaust gas.  
2.2. Non Dispersive Ultra Violet Resonance Absorption analyser (hereinafter ‘NDUV’)  
2.2.1.  Measurement Principle  
The NDUV is based on a purely physical principle, no auxi liary gases or equipment is 
necessary. The main element of the photometer is an electrode -less discharge lamp. It produces 
a sharply structured radiation in the ultraviolet range, enabling the measurement of several 
components such as NH 3. 
The photometric system has a dual beam in time design set up to produce a measuring and a 
reference beam by filter correlation technique.  
In order to achieve a high stability of the measuring signal the dual beam in time design is 
combined with a dual beam in space design . The detector signals processing fosters an almost 
negligible amount of zero point drift rate.  
In the calibration mode of the analyser a sealed -off quartz cell is tilted into the beam path to 
obtain an exact calibration value, since any reflection and abs orption losses of the cell windows 
are compensated. Since the gas filling of the cell is very stable, this calibration method leads to 
a very high long term stability of the photometer.  
2.2.2.  Installation  
The analyser shall be installed within an analyser  cabinet using extractive sampling in 
accordance with the instrument manufacturer's instructions. The analyzer location shall be 
capable of supporting the weight specified by the manufacturer.  
The sample path (sampling line, pre -filter(s) and valves) shall  be made of stainless steel or 
PTFE and shall be heated to set points between 383 K (110 °C) and 464 K (191 °C).   
 1 Hata! Bilinmeyen belge özelliği adı.  In addition, the sampling line shall be as short as possible. Influence from exhaust gas 
temperature and pressure, installation environment and  vibrations on the measurement shall be 
minimized.  
The gas analyzer shall be protected from cold, heat, temperature variations, and strong air 
currents, accumulation of dust, corrosive atmosphere and vibrations. Adequate air circulation 
shall be provided t o avoid heat build -up. The complete surface shall be used to dissipate the 
heat losses.  
2.2.3.  Cross Sensitivity  
An appropriate spectral range shall be chosen in order to minimize cross interferences of 
accompanying gases. Typical components causing cross sensitivities on the NH 3 measurement 
are SO 2, NO 2 and NO.  
Additionally, further methods can be applied to reduce the cross sensitivities.  
 (a) Usage of interference filters;  
 (b) Cross sensitivity compensation by measuring cross sensitivity components and 
using the measurement signal for compensation.  
2.3. Laser Infrared analyser  
2.3.1.  Measurement principle  
An infrared laser such as a tunable diode laser (TDL) or a quantum cascade laser (QCL) can 
emit coherent light in the near -infrared region or in mid-infrared region respectively where 
nitrogen compounds including NH 3 have strong absorption. This laser optics can give a pulsed -
mode high resolution narrow band near -infrared or mid -infrared spectrum. Therefore, laser 
infrared analyzers can reduce inte rference caused by the spectral overlap of co -existing 
components in engine exhaust gas.  
2.3.2.  Installation  
The analyser shall be installed either directly in the exhaust pipe (in -situ) or within an analyser 
cabinet using extractive sampling in accordance  with the instrument manufacturer's 
instructions. If installed in an analyser cabinet, the sample path (sampling line, pre -filter(s) and 
valves) shall be made of stainless steel or PTFE and shall be heated to set points between 383 
K (110 °C) and 464 K (19 1 °C) in order to minimize NH 3 losses and sampling artefacts. In 
addition, the sampling line shall be as short as practically possible.  
Influence from exhaust gas temperature and pressure, installation environment and vibrations 
on the measurement shall be  minimized, or compensation techniques be used.  
If applicable, sheath air used in conjunction with in -situ measurement for protection of the 
instrument, shall not affect the concentration of any exhaust gas component measured 
downstream of the device, or s ampling of other exhaust gas components shall be made upstream 
of the device.  
2.3.3.  Interference verification for NH 3 laser infrared analyzers (cross interference)  
2.3.3.1.  Scope and frequency  
If NH 3 is measured using laser infrared analyser, the amount o f interference shall be verified 
after initial analyser installation and after major maintenance.  
2.3.3.2.  Measurement principles for interference verification  
Interference gasses can positively interfere with certain laser infrared analyzer by causing a 
response similar to NH 3. If the analyzer uses compensation algorithms that utilize 
measurements of other gases to meet this interference verification, these other measurements  
 2 Hata! Bilinmeyen belge özelliği adı.  shall be simultaneously conducted to test the compensation algorithms during the analyzer 
interference verification.  
Good engineering judgment shall be used to determine interference gases for laser infrared 
analyzer. Note that interference species, with the exception of H 2O, are dependent on the NH 3 
infrared absorption band chosen by the instrument manufacturer. For each analyzer the NH 3 
infrared absorption band shall be determined. For each NH 3 infrared absorption band, good 
engineering judgment shall be used to determine interference gases to use in the verification.  
3. Emissions tes t procedure  
3.1. Checking the analysers  
Prior to the emissions test, the analyser range shall be selected. Emission analysers with 
automatic or manual range switching shall be permitted. During the test cycle, the range of the 
analysers shall not be switch ed. 
Zero and span response shall be determined, if the provisions set out in point 3.4.2 do not apply 
for the instrument. For the span response, a NH 3 gas that meets the specifications set out in 
point 4.2.7, shall be used. The use of reference cells that contain NH 3 span gas is permitted.  
3.2. Collection of emission relevant data  
At the start of the test sequence, the NH 3 data collection shall be started, simultaneously. The 
NH 3 concentration shall be measured continuously and stored with at least 1 Hz on a computer 
system.  
3.3. Operations after test  
At the completion of the test, sampling shall continue until system response times have elapsed. 
Determination of analyser's drift in accordance with point 3.4.1 shall only be required if the 
information requir ed in point 3.4.2 is not available.  
3.4. Analyser drift  
3.4.1.  As soon as practical but no later than 30 minutes after the test cycle is complete or 
during the soak period, the zero and span responses of the analyser shall be determined. The 
difference bet ween the pre -test and post -test results shall be less than 2  % of full scale.    
3.4.2.  Determination of analyser drift is not required in the following situations:  
 (a) If the zero and span drift specified by the instrument manufacturer in points 4.2.3 
and 4.2.4 meets the requirements of point 3.4.1;  
 (b) The time interval for zero and span drift specified by the instrument manufacturer 
in points 4.2.3 and 4.2.4 exceeds the duration of the test.  
4. Analyser specification and verification  
4.1. Linearity requ irements  
The analyser shall comply with the linearity requirements specified in Table 6.5 of this Annex. 
The linearity verification in accordance with point 8.1.4 of this Annex shall be performed at 
least at the minimum frequency set out in Table 6.4 of th is Annex. With the prior approval of 
the approval authority, less than 10 reference points are permitted, if an equivalent accuracy 
can be demonstrated.  
For the linearity verification, a NH 3 gas that meets the specifications set out in point 4.2.7 shall 
be used. The use of reference cells that contain NH 3 span gas shall be permitted.  
Instruments, whose signals are used for compensation algorithms, shall meet the linearity 
requirements specified in Table 6.5 of this Annex. Linearity verification shall be don e as  
 3 Hata! Bilinmeyen belge özelliği adı.  required by internal audit procedures, by the instrument manufacturer or in accordance with 
ISO 9000 requirements.  
4.2. Analyser specifications  
The analyser shall have a measuring range and response time appropriate for the accuracy 
required to measur e the concentration of NH 3 under transient and steady state conditions.  
4.2.1.  Minimum detection limit  
The analyser shall have a minimum detection limit of < 2 ppm under all conditions of testing.  
4.2.2.  Accuracy  
The accuracy, defined as the deviation of t he analyser reading from the reference value, shall 
not exceed ± 3 % of the reading or ± 2 ppm, whichever is larger.  
4.2.3.  Zero drift  
The drift of the zero response and the related time interval shall be specified by the instrument 
manufacturer.  
4.2.4.  Span drift  
The drift of the span response and the related time interval shall be specified by the instrument 
manufacturer.  
4.2.5.  System response time  
The system response time shall be ≤ 20 s.  
4.2.6.  Rise time  
The rise time of the analyser shall be ≤ 5 s.  
4.2.7. NH 3 calibration gas  
A gas mixture with the following chemical composition shall be available.  
NH 3 and purified nitrogen.  
The true concentration of the calibration gas shall be within ± 3 % of the nominal value. The 
concentration of NH 3 shall be given on a volume basis (volume per cent or volume ppm).  
The expiration date of the calibration gases shall be recorded.  
4.2.8.  Interference verification procedure  
The interference verification shall be performed as follows:  
 (a) The NH 3 analyzer  shall be started, operated, zeroed, and spanned as it would be 
before an emission test;  
 (b) A humidified interference test gas shall be created by bubbling a multi 
component span gas through distilled H 2O in a sealed vessel. If the sample is not 
passed t hrough a sample dryer, the vessel temperature shall be controlled to generate 
an H 2O level at least as high as the maximum expected during emission testing. 
Interference span gas concentrations shall be used at least as high as the maximum 
expected during testing;  
 (c) The humidified interference test gas shall be introduced into the sample system.  
 (d) The water mole fraction, xH2O, of the humidified interference test gas shall be 
measured, as close as possible to the inlet of the analyzer. For example, de w point, 
Tdew, and absolute pressure, ptotal, shall be measured to calculate xH2O;  
 4 Hata! Bilinmeyen belge özelliği adı.   (e) Good engineering judgment shall be used to prevent condensation in the transfer 
lines, fittings, or valves from the point where xH2O is measured to the analyzer;  
 (f) Time shall be allowed for the analyser response to stabilize;  
 (g) While the analyser measures the sample's concentration, its output shall be 
recorded for 30 s. The arithmetic mean of this data shall be calculated;  
 (h) The analyzer meets the interference verification if the result of paragraph (g) of 
this point meets the tolerance in this section.  
 (i) Interference procedures for individual interference gases may also run separately. 
If the interference gas levels used are higher than the maximum levels ex pected during 
testing, each observed interference value may be scaled down by multiplying the 
observed interference by the ratio of the maximum expected concentration value to the 
actual value used during this procedure. Separate interference concentration s of H 2O 
(down to 0,025 mol/mol H 2O content) that are lower than the maximum levels 
expected during testing may be run, but the observed H 2O interference shall be scaled 
up by multiplying the observed interference by the ratio of the maximum expected 
H2O concentration value to the actual value used during this procedure. The sum of 
the scaled interference values must meet the tolerance for combined interference as 
specified in paragraph (j) of this point.  
 (j) Analyser shall have combined interference withi n ± 2 % of the applicable mean 
value of ammonia (NH 3) specified in point 3.4 of Annex IV.  
5. Alternative systems  
Other systems or analysers may be approved by the approval authority, if it is found that they 
yield equivalent results in accordance with poin t 5.1.1 of this Annex. In this case, ‘Results’ in 
that point shall refer to mean NH 3 concentration calculated for the applicable cycle.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 5  
DESCRIPTION OF SYSTEM  RESPONSES  
1. This appendix describes the times used to express the response of analytical systems and 
other measurement systems to an input signal.  
2. The following times apply, as shown in figure 6 -11: 
 2.1. Delay time is the difference in time between the change of the component to be 
measured at the reference point  and a system response of 10 % of the final reading ( t10) 
with the sampling probe being defined as the reference point.  
 2.2. Response time is the difference in time between the change of the component to 
be measured at the reference point and a system res ponse of 90 % of the final reading 
(t90) with the sampling probe being defined as the reference point.  
 2.3. Rise time is the difference in time the 10 % and 90 % response of the final reading 
(t90 – t10) 
 2.4. Transformation time is the difference in time  between the change of the 
component to be measured at the reference point and a system response of 50 % of the 
final reading ( t50) with the sampling probe being defined as the reference point  
 2.5. Step input time is the time at which there is a change in  the parameter being 
measured.  
Figure 6 -11 
Illustration of system responses  
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX VII  
METHOD FOR DATA EVALU ATION AND CALCULATIO N 
1. General requirements  
Calculation of emissions shall be performed according to either section 2 (mass based 
calculations) or section 3 (molar based calculations). Mixture be tween the two methods is not 
permitted. It shall not be required to perform the calculations according to both section 2 and 
section 3.  
The specific requirements for particle number (PN) measurement, where applicable, are laid 
down in Appendix 5.  
1.1. General symbols  
Section 2  Section 3  Unit Quantity  
 A m2 Area  
 At m2 Venturi throat cross -sectional area  
b, D0 a0 t.b.d..(3) y intercept of the regression line  
A/F st  — Stoichiometric air to fuel ratio  
 C — Coefficient  
Cd Cd — Discharge coefficient  
 Cf — Flow coefficient  
c x ppm, % vol  Concentration/mole fraction (μmol/mol = ppm)  
cd (1) ppm, % vol  Concentration on dry basis  
cw (1) ppm, % vol  Concentration on wet basis  
cb (1) ppm, % vol  Background concentration  
D xdil — Dilution factor(2) 
D0  m3/rev PDP calibration intercept  
d d m Diameter  
dV  m Throat diameter of venturi  
e e g/kWh  Brake specific basis  
egas egas g/kWh  Specific emission of gaseous components  
ePM ePM g/kWh  Specific emission of particulates  
E 1 – PF % Conversion efficiency ( PF = Penetration fraction)  
Fs  — Stoichiometric factor   
 1 Hata! Bilinmeyen belge özelliği adı.   f Hz Frequency  
fc  — Carbon factor  
 γ — Ratio of specific heats  
H  g/kg Absolute humidity  
 K — Correction factor  
KV  
 CFV calibration function  
kf  m3/kg fuel  Fuel specific factor  
kh  — Humidity correction factor for NO x, diesel engines  
kDr kDr — Downward adjustment factor  
kr kr — Multiplicative regeneration factor  
kUr kUr — Upward adjustment factor  
kw,a  — Dry to wet correction factor for the intake air  
kw,d  — Dry to wet correction  factor for the dilution air  
kw,e  — Dry to wet correction factor for the diluted exhaust 
gas 
kw,r  — Dry to wet correction factor for the raw exhaust 
gas 
μ μ kg/(m·s)  Dynamic viscosity  
M M g/mol  Molar mass24 
Ma (1) g/mol  Molar mass of the intake air  
Me v g/mol  Molar mass of the exhaust gas  
Mgas Mgas g/mol  Molar mass of gaseous components  
m m kg Mass  
m a1 t.b.d.25 Slope of the regression line  
 ν m2/s Kinematic viscosity  
                                                 
24 t.b.d.= to be defined.  
25 t.b.d.= to be defined.  
 
 2 Hata! Bilinmeyen belge özelliği adı.  md v kg Mass of the dilution air sample passed through the 
particulate sampling  filters  
med (1) kg Total diluted exhaust gas mass over the cycle  
medf (1) kg Mass of equivalent diluted exhaust gas over the 
test cycle  
mew (1) kg Total exhaust gas mass over the cycle  
mf (1) mg Particulate sample mass collected  
mf,d (1) mg Particulate sample mass of the dilution air 
collected  
mgas mgas g Mass of gaseous emissions over the test cycle  
mPM mPM g Mass of particulate emissions over the test cycle  
mse (1) kg Exhaust gas sample mass over the test cycle  
msed (1) kg Mass of diluted exhaust gas passing the dilution 
tunnel  
msep (1) kg Mass of diluted exhaust gas passing the particulate 
collection filters  
mssd  kg Mass of secondary dilution air  
 N — Total number of a series  
 n mol Amount of substance  
 ṅ mol/s  Amount of substance rate  
n fn min– 1 Engine rotational speed  
np  r/s PDP pump speed  
P P kW Power  
p p kPa Pressure  
pa  kPa Dry atmospheric pressure  
pb  kPa Total atmospheric pressure  
pd  kPa Saturation vapour pressure of the dilution air  
pp pabs kPa Absolute pressure  
pr pH2O kPa Water vapour pressure  
ps  kPa Dry atmospheric pressure   
 3 Hata! Bilinmeyen belge özelliği adı.  1 — E PF % Penetration fraction  
qm ṁ kg/s Mass rate  
qmad ṁ(1) kg/s Intake air mass flow rate on dry basis  
qmaw (1) kg/s Intake air mass flow rate on wet basis  
qmCe (1) kg/s Carbon mass flow rate in the raw exhaust gas  
qmCf (1) kg/s Carbon mass flow rate into the engine  
qmCp (1) kg/s Carbon mass flow rate in the partial flow dilution 
system  
qmdew (1) kg/s Diluted exhaust gas mass flow rate on wet basis  
qmdw (1) kg/s Dilution air mass flow rate on wet basis  
qmedf (1) kg/s Equivalent diluted exhaust gas mass flow rate on 
wet basis  
qmew (1) kg/s Exhaust gas mass flow rate on wet basis  
qmex (1) kg/s Sample mass flow rate extracted from dilution 
tunnel  
qmf (1) kg/s Fuel mass flow rate  
qmp (1) kg/s Sample flow of exhaust gas into partial flow 
dilution system  
qV V̇ m3/s Volume flow rate  
qVCVS  m3/s CVS volume rate  
qVs (1) dm3/min System flow rate of exhaust gas analyzer system  
qVt (1) cm3/min Tracer gas flow rate  
ρ ρ kg/m3 Mass density  
ρe  kg/m3 Exhaust gas density  
 r — Ratio of pressures  
rd DR — Dilution ratio  
 Ra μm Average surface roughness  
RH  % Relative humidity  
rD β m/m Ratio of diameters (CVS systems)   
 4 Hata! Bilinmeyen belge özelliği adı.  rp  — Pressure ratio of SSV  
Re Re# — Reynolds number  
 S K Sutherland constant  
σ σ — Standard deviation  
T T °C Temperature  
 T Nm Engine torque  
Ta  K Absolute temperature  
t t s Time  
Δt Δt s Time interval  
u  — Ratio between densities of gas component and 
exhaust gas  
V V m3 Volume  
qV V̇ m3/s Volume rate  
V0  m3/r PDP gas volume pumped per revolution  
W W kWh  Work  
Wact Wact kWh  Actual cycle work of the test cycle  
WF WF — Weighting factor  
w w g/g Mass fraction  
  mol/mol  Flow -weighted mean concentration  
X0 Ks s/rev  PDP calibration function  
 y — Generic variable  
   Arithmetic mean  
 Z — Compressibility factor  
( 1 ) See subscripts; e.g.: ṁ air for mass rate of dry air, ṁ fuel for fuel mass rate, etc.  
 ( 2 ) Dilution ratio r d in section 2 and DR in section 3: different symbols but same meaning and 
same equations. Dilution factor D in section 2 and x dil in section 3: different symbols but same 
physical meaning; equation (7 -124) shows the relationship between  x dil and DR.  
 ( 3 ) t.b.d.= to be defined.  
 
 5 Hata! Bilinmeyen belge özelliği adı.  1.2. Subscripts  
Section 
226 Section 3  Quantity  
act act Actual quantity  
i  Instantaneous measurement (e.g.: 1 
Hz) 
 i An individual of a series  
 
1.3. Symbols and abbreviations for the chemical components (used  also as a subscript)  
Section 2  Section 3  Quantity  
Ar Ar Argon  
C1 C1 Carbon 1 equivalent hydrocarbon  
CH 4 CH 4 Methane  
C2H6 C2H6 Ethane  
C3H8 C3H8 Propane  
CO CO Carbon monoxide  
CO 2 CO 2 Carbon dioxide  
 H Atomic hydrogen  
 H2 Molecular hydrogen  
HC HC Hydrocarbon  
H2O H2O Water  
 He Helium  
 N Atomic nitrogen  
 N2 Molecular nitrogen  
NO x NO x Oxides of nitrogen  
NO NO Nitric oxide  
NO 2 NO 2 Nitrogen dioxide  
                                                 
26 In section 2 the meaning of subscript is determined by the associated quantity; for example, the subscript ‘d’ 
can indicate a dry basis as in ‘ cd = concentration on dry basis’, dilution air as in ‘ pd = saturation vapour pressure 
of the dilution air’ or ‘ kw,d = dry to wet correction factor for the dilution air’, dilution ratio as in ‘ rd’.  
 6 Hata! Bilinmeyen belge özelliği adı.   O Atomic oxygen  
PM PM Particulate matter  
S S Sulphur  
 
1.4. Symbols and abbreviations for the fuel composition  
Section 
227 Section 
328 Quantity  
wC29 wC30 Carbon content of fuel, mass fraction [g/g] or [% mass]  
wH wH Hydrogen content of fuel, mass fraction [g/g] or [% mass]  
wN wN Nitrogen content of fuel, mass fraction [g/g] or [% mass]  
wO wO Oxygen  content of fuel, mass fraction [g/g] or [% mass]  
wS wS Sulphur content of fuel, mass fraction [g/g] or [% mass]  
α α Atomic hydrogen -to-carbon ratio (H/C)  
ε β Atomic oxygen -to-carbon ratio (O/C)31 
γ γ Atomic sulphur -to-carbon ratio (S/C)  
δ δ Atomic nitrogen -to-carbon ratio (N/C)  
 
2. Mass based emissions calculations  
2.1. Measurement of gaseous emissions in raw exhaust gas  
2.1.1.  Discrete -mode NRSC tests  
The emission rate of a gaseous emission qmgas,i [g/h] for each mode i of the steady state test shall 
be calculated by multiplying the concentration of the gaseous emission with its respective flow, 
as follows:  
 (7-1) 
where:  
                                                 
27 Referred to a fuel with chemical formula CH αOεNδSγ. 
28 Refer red to a fuel with chemical formula CH αOβSγNδ. 
29 Mass fraction w accompanied by the symbol of the chemical component as a subscript.  
30 Mass fraction w accompanied by the symbol of the chemical component as a subscript.  
31 Attention should be paid to the dif ferent meaning of symbol β in the two emissions calculation sections: in 
section 2 it refers to a fuel having the chemical formula CH αSγNδOε (i.e. the formula C βHαSγNδOε where β = 1, 
assuming one carbon atom per molecule), while in section 3 it refers to t he oxygen -to-carbon ratio with 
CH αOβSγNδ. Then β of section 3 corresponds to ε of section 2.  
 
 7 Hata! Bilinmeyen belge özelliği adı.  k = 1 for c gasr,w,i  in [ppm] and k = 10000 for c gasr,w,i  in [% vol]  
kh = NO x correction factor [ -], for NO x emission calculation (see point 2.1.4)  
ugas = component specific factor or ratio between densities of gas component and 
exhaust gas [ -] 
qmew,i = exhaust gas mass flow rate in mode i on a wet basis [kg/s]  
cgas,i = emission  concentration in the raw exhaust gas in mode i, on a wet basis [ppm] 
or [% vol]  
 
2.1.2.  Transient (NRTC and LSI -NRTC) test cycles and RMC tests  
The total mass per test of a gaseous emission mgas [g/test] shall be calculated by multiplication 
of the time aligned instantaneous concentrations and exhaust gas flows and integration over the 
test cycle by means of equation (7 -2): 
 (7-2) 
 
where:  
ƒ = data sampling rate [Hz]  
kh = NO x correction factor [-], only to be applied for the NO x emission calculation  
k = 1 for c gasr,w,i  in [ppm] and k = 10000 for c gasr,w, i in [% vol]  
ugas = component specific factor [ -] (see point 2.1.5)  
N = number of measurements [ -] 
qmew,i = instantaneous exhaust gas mass flow rate on a wet basis [kg/s]  
cgas,i = instantaneous emission concentration in the raw exhaust gas, on a wet basis 
[ppm] or [% vol]  
 
2.1.3.  Dry-to-wet concentration conversion  
If the emissions are measured on a dry basis, the measured concentration cd on dry basis shall 
be converted to the concentration cw on a wet basis by means of equation (7 -3): 
 (7-3) 
 
where:  
 
 8 Hata! Bilinmeyen belge özelliği adı.  kw = dry-to-wet conversion factor [ -] 
cd = emission concentration on a dry basis [ppm] or [% vol]  
 
For complete combustion, the dry -to-wet conversion factor for raw exhaust gas is written as 
kw,a [-] and shall be calculated by means of equation (7 -4): 
 (7-4) 
where:  
Ha = intake air humidity [g H 2O/kg dry air]  
qmf,i = instantaneous fuel flow rate [kg/s]  
qmad,i = instantaneous dry intake air flow rate [kg/s]  
pr = water pressure after cooler [kPa]  
pb = total barometric pressure [kPa]  
wH = hydrogen content of the fuel [% mass]  
kf = combustion additional volume [m3/kg fuel]  
 
with:  
 (7-5) 
 
where:  
wH = hydrogen content of fuel [% mass]  
wN = nitrogen content of fuel [% mass]  
wO = oxygen content of fuel [% mass]  
 
In equation (7 -4), the ratio pr/pb may be assumed:  
 
 9 Hata! Bilinmeyen belge özelliği adı.   (7-6) 
 
For incomplete combustion (rich fuel air mixtures) and also for emission tests without direct 
air flow measurements, a second method of kw,a calculation is preferred:  
 (7-7) 
 
where:  
cCO2 = concentration of CO 2 in the raw exhaust gas, on a dry basis [per cent vol]  
cCO = concentration of CO in the raw exhaust gas, on a dry basis [ppm]  
pr = water pressure after cooler [kPa]  
pb = total barometric pressure [kPa]  
α = molar to carbon hydrogen ratio [ -] 
kw1 = intake air moisture [ -] 
 
 (7-8) 
 
2.1.4.  NO x correction for humidity and temperature  
As the NO x emission depends on ambient air conditions, the NO x concentration shall be 
corrected for ambient air temperature and humidity with the factors k h,D or k h,G [-] given in 
equations (7 -9) and (7 -10). These f actors are valid for a humidity range between 0 and 25 g 
H2O/kg dry air.  
 (a) for compression -ignition engines  
 (7-9) 
 
 
 10 Hata! Bilinmeyen belge özelliği adı.   (b) for spark ignition engines  
kh.G = 0,6272 + 44,030 × 10– 3 × H a – 0,862 × 10– 3 × 
Ha2 (7-10) 
 
where:  
Ha = humidity of the intake air [g H 2O/kg dry air]  
 
2.1.5.  Component specific factor u  
Two calculation procedures are described in points 2.1.5.1 and 2.1.5.2. The procedure set out 
in point 2.1.5.1 is more straightforward, since it uses tabulated u values for the ratio between 
compo nent and exhaust gas density. The procedure set out in point 2.1.5.2 is more accurate for 
fuel qualities that deviate from the specifications in Annex VIII, but requires elementary 
analysis of the fuel composition.  
2.1.5.1.  Tabulated values  
Applying some s implifications (assumption on the λ value and on intake air conditions as shown 
in Table 7.1) to the equations set out in point 2.1.5.2, the resulting values for ugas are given in 
Table 7.1.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 11 Hata! Bilinmeyen belge özelliği adı.  Table 7.1  
Raw exhaust gas u and component densities (for emission concentration expressed in ppm)  
Fuel ρe   Gas    
NO x CO HC CO 2 O2 CH 4 
  ρgas 
[kg/m3]    
    ugasa    
  2,053  1,250  b 1,9636  1,4277  0,716  
Diesel 
(non-road 
gas-oil) 1,2943  0,00158
6 0,000966  0,00048
2 0,001517  0,00110
3 0,000553  
Ethanol 
for 
dedicated 
compressi
on 
ignition 
engines  
(ED95)  1,2768  0,00160
9 0,000980  0,00078
0 0,001539  0,00111
9 0,000561  
Natural 
gas / bio -
methanec 1,2661  0,00162
1 0,000987  0,00052
8d 0,001551  0,00112
8 0,000565  
Propane  1,2805  0,00160
3 0,000976  0,00051
2 0,001533  0,00111
5 0,000559  
Butane  1,2832  0,00160
0 0,000974  0,00050
5 0,001530  0,00111
3 0,000558  
LPGe 1,2811  0,00160
2 0,000976  0,00051
0 0,001533  0,00111
5 0,000559  
Petrol 
(E10)  1,2931  0,00158
7 0,000966  0,00049
9 0,001518  0,00110
4 0,000553  
                                                 
a At λ = 2, dry air, 273 K, 101,3 kPa  
b Depending on fuel  
c u accurate within 0,2 % for mass composition of: C = 66 – 76 %; H = 22 – 25 %; N = 0 – 12 %.  
d NMHC on the basis of CH 2,93 (for total HC the ugas coefficient of CH 4 shall be used).  
e u accurate within 0,2 % for mass composition of: C3 = 70 – 90 %; C4 = 10 – 30 %.   
 12 Hata! Bilinmeyen belge özelliği adı.  Ethanol  
(E85)  1,2797  0,00160
4 0,000977  0,00073
0 0,001534  0,00111
6 0,000559  
 
2.1.5.2.  Calculated values  
The component specific factor, ugas,i, may be calculated by the density ratio of the component 
and the exhaust gas or alternatively by the corresponding ratio of molar masses [equations (7 -
11) or (7 -12)]:  
 (7-11) 
 
or 
 (7-12) 
 
where:  
Mgas = molar mass of the gas component [g/mol]  
Me,i = instantaneous molar mass of the wet raw exhaust gas [g/mol]  
ρgas = density of the gas component [kg/m3] 
ρe,i = instantaneous density of the wet raw exhaust gas [kg/m3] 
 
The molar mass of the exhaust gas, Me,i shall be derived for a general fuel composition 
CH αOεNδSγ under the assumption of complete combustion, and shall be calcula ted by means 
of equation (7 -13): 
 
 
(7-13) 
Where:  
qmf,i = instantaneous fuel mass flow rate on wet basis [kg/s]  
 
 13 Hata! Bilinmeyen belge özelliği adı.  qmaw,i = instantaneous intake air mass flow rate on wet basis [kg/s]  
α = molar hydrogen -to-carbon ratio [ -] 
δ = molar nitrogen -to-carbon ratio [ -] 
ε = molar oxygen -to-carbon ratio [ -] 
γ = atomic sulphur -to-carbon ratio [ -] 
Ha = intake air humidity [g H 2O/kg dry air]  
Ma = dry intake air molecular mass = 28,965 g/mol  
 
The instantaneous raw exhaust gas density ρe,i [kg/m3] shall be calcul ated by means of equation 
(7-14): 
 (7-14) 
 
where:  
qmf,i = instantaneous fuel mass flow rate [kg/s]  
qmad,i = instantaneous dry intake air mass flow rate [kg/s]  
Ha = intake air humidity [g H 2O/kg dry air]  
kf = combustion additional volume [m3/kg fuel] [see equation (7 -
5)] 
 
2.1.6.  Mass flow rate of the exhaust gas  
2.1.6.1.  Air and fuel measurement method  
The method involves measurement of the air flow and the fuel flow with suitable flowmeters. 
The instantaneous exhaust gas flow qmew,i [kg/s] shall be c alculated by means of equation (7 -
15): 
qmew,i = qmaw,i + qmf,i (7-15) 
 
where:  
qmaw,i = instantaneous intake air mass flow rate [kg/s]  
qmf,i = instantaneous fuel mass flow rate [kg/s]  
 
 14 Hata! Bilinmeyen belge özelliği adı.   
2.1.6.2.  Tracer measurement method  
This involves measurement of the concentration of a tracer gas in the exhaust gas. The 
instantaneous exhaust gas flow qmew,i [kg/s] shall be calculated by means of equation (7 -16): 
 (7-16) 
 
where:  
qVt = tracer gas flow rate [m3/s] 
cmix,i = instantaneous  concentration of the tracer gas after mixing [ppm]  
ρe = density of the raw exhaust gas [kg/m3] 
cb = background concentration of the tracer gas in the intake air [ppm]  
 
The background concentration of the tracer gas cb may be determined by averaging the  
background concentration measured immediately before the test run and after the test run. When 
the background concentration is less than 1 % of the concentration of the tracer gas after mixing 
cmix,i at maximum exhaust gas flow, the background concentrati on may be neglected.  
2.1.6.3.  Air flow and air to fuel ratio measurement method  
This involves exhaust gas mass calculation from the air flow and the air to fuel ratio. The 
instantaneous exhaust gas mass flow qmew, i [kg/s] shall be calculated by means of equation (7 -
17): 
 (7-17) 
 
with:  
 (7-18) 
 (7-19) 
 
 15 Hata! Bilinmeyen belge özelliği adı.   
where:  
qmaw,i = wet intake air mass flow rate [kg/s]  
A/F st = stoichiometric air -to-fuel ratio [ -] 
λi = instantaneous excess air ratio [ -] 
cCOd = concentration  of CO in the raw exhaust gas on a dry basis [ppm]  
cCO2d = concentration of CO 2 in the raw exhaust gas on a dry basis [per cent]  
cHCw = concentration of HC in the raw exhaust gas on a wet basis [ppm C1]  
α = molar hydrogen -to-carbon ratio [ -] 
δ = molar nitrogen -to-carbon ratio [ -] 
ε = molar oxygen -to-carbon ratio [ -] 
γ = atomic sulphur -to-carbon ratio [ -] 
 
2.1.6.4.  Carbon balance method, 1 -step procedure  
The following 1 -step formula set out in equation (7 -20) can be used for the calculation of the 
wet exhaust gas mass flow rate qmew,i [kg/s]:  
 (7-20) 
 
with the carbon factor fc [-] given by:  
 (7-21) 
 
Where:  
qmf,i = instantaneous fuel mass flow rate [kg/ s] 
 wC    =    carbon content of fuel [% mass] (see equation (7 -82) of point 3.3.3.1 or table 
7.3)   
Ha = intake air humidity [g H 2O/kg dry air]  
kfd = combustion additional volume on a dry basis [m3/kg fuel]  
 
 16 Hata! Bilinmeyen belge özelliği adı.  cCO2d = dry CO 2 concentration in the raw exhaust gas [%]  
cCO2d,a  = dry CO 2 concentration in the ambient air [%]  
cCOd = dry CO concentration in the raw exhaust gas [ppm]  
cHCw = wet HC concentration in the raw exhaust gas [ppm]  
 
and factor kfd [m3/kg fuel] that is calculated by means of equation (7 -22) on a dry basis by 
subtracting the water formed by combustion from kf: 
kfd = kf – 0,11118 · wH (7-22) 
 
where:  
kf = fuel specific factor of equation (7 -5) [m3/kg fuel]  
wH = hydrogen content of fuel [% mass]  
 
2.2. Diluted gaseous emissions  
2.2.1.  Mass of the gaseous emissions  
The exhaust gas mass flow rate shall be measured with a constant volume sampling (CVS) 
system, which may use a positive displacement pump (PDP), a critical flow venturi (CFV) or  a 
subsonic venturi (SSV).  
For systems with constant mass flow (i.e. with heat exchanger), the mass of the pollutants mgas 
[g/test] shall be determined by means of equation (7 -23): 
mgas = kh · k · ugas · cgas · med (7-23) 
 
where:  
ugas is the ratio between density of exhaust gas component and density of air, as given in Table 
7.2 or calculated by means of equation (7 -34) [ -] 
cgas = mean background corrected concentration of the component on a wet basis [ppm] or [% 
vol] respectively  
kh = NO x correction factor [ -], only to be applied for the NO x emission calculation  
k = 1 for cgasr,w, i in [ppm], k = 10000 for cgasr,w, i in [% vol]  
med = total diluted exhaust gas mass over the cycle [kg/test]  
For systems with flow compensation (without heat exchanger), the mass of the pollutants mgas 
[g/test] shall be determined by calculation of the instantaneous mass emissions, by integration 
and by background correction by means of equation (7 -24):  
 17 Hata! Bilinmeyen belge özelliği adı.   (7-24) 
 
Where:  
ce = emission concentration in the diluted exhaust gas, on a wet basis [ppm] or [% 
vol] 
cd = emission concentration in the dilution air, on a wet basis [ppm] or [% vol]  
med,i = mass of the diluted exhaust gas during time interval i [kg] 
med = total mass of diluted exhaust gas over the cy cle [kg]  
ugas = tabulated value from Table 7.2 [ -] 
D = dilution factor [see equation (7 -28) of point 2.2.2.2] [ -] 
kh = NO x correction factor [ -], only to be applied for the NO x emission calculation  
k = 1 for c in [ppm], k = 10000 for c in [% vol]  
 
The concentrations cgas, ce and cd can be either values measured in a batch sample (bag, but not 
allowed for NO x and HC) or be averaged by integration from continuous measurements. Also 
med,i has to be averaged by integration over the test cycle.  
The follo wing equations show how the needed quantities ( ce, ugas and med) shall be calculated.  
2.2.2.  Dry-to-wet concentration conversion  
All concentrations set out in point 2.2.1 measured dry shall be converted to a wet basis by means 
of equation (7 -3). 
2.2.2.1.  Diluted exhaust gas  
Dry concentrations shall be converted to wet concentrations by means of one of the following 
two equations [(7 -25) or (7 -26)] applied to equation:  
 (7-25) 
 
or 
 (7-26) 
 
 18 Hata! Bilinmeyen belge özelliği adı.   
where:  
α = molar hydrogen to carbon ratio of the fuel [ -] 
cCO2w = concentration of CO 2 in the diluted exhaust gas on a wet basis [per cent vol]  
cCO2d = concentration of CO 2 in the diluted exhaust gas on a dry basis [per cent vol]  
 
The dry to wet correction factor kw2 takes into consideration the water content of both  intake air 
and dilution air and shall be calculated by means of equation (7 -27): 
 (7-27) 
 
where:  
Ha = intake air humidity [g H 2O/kg dry air]  
Hd = dilution air humidity [g H 2O/kg dry air]  
D = dilution factor [see equation (7 -28) of point 2.2.2.2] 
[-] 
 
2.2.2.2.  Dilution factor  
The dilution factor D [-] (which is necessary for the background correction and the kw2 
calculation) shall be calculated by means of equation (7 -28): 
 (7-28) 
 
where:  
FS = stoichiometric factor [ -] 
cCO2,e = concentration of CO 2 in the diluted exhaust gas on a wet basis [per cent vol]  
cHC,e = concentration of HC in the diluted exhaust gas on a wet basis [ppm C1]  
cCO,e = concentration of CO in the diluted exhaust gas on a wet basis [ppm]  
 
The stoichiometric factor shall be calculated by means of equation (7 -29): 
 
 19 Hata! Bilinmeyen belge özelliği adı.   (7-29) 
 
Where:  
α = molar hydrogen to carbon ratio in the fuel [ -] 
 
Alternatively, if the fuel composition is not known, the following stoichiometric factors may 
be used:  
FS (diesel) = 13,4  
FS (LPG) = 11,6  
FS (NG) = 9,5  
FS (E10) = 13,3  
FS (E85) = 11,5  
If a direct measurement is made of the exhaust gas flow, the dilution factor D [-] may be 
calculated by means of equation (7 -30): 
 (7-30) 
 
Where:  
qVCVS is the volumetric flow rate of diluted exhaust gas [m3/s] 
qVew = volumetric flow rate of raw exhaust gas [m3/s] 
2.2.2.3.  Dilution air  
kw,d = (1 – kw3) · 1,008  (7-31) 
 
with 
 (7-32) 
 
where:  
Hd = dilution air humidity [g H 2O/kg dry air]  
 
 
 20 Hata! Bilinmeyen belge özelliği adı.  2.2.2.4.  Determination of the background corrected concentration  
The average background concentration of the gaseous pollutants in the dilution air shall be 
subtracted from measured concentrations to get the net concentrations of the pollutants. The 
average values of the background concentrations can be determined by the sa mple bag method 
or by continuous measurement with integration. Equation (7 -33) shall be used:  
 (7-33) 
 
Where:  
cgas = net concentration of the gaseous pollutant [ppm] or [% vol]  
cgas,e = emission concentration in the diluted exhaust gas, on a wet basis [ppm] or [% 
vol] 
cd = emission concentration in the dilution air, on a wet basis [ppm] or [% vol]  
D = dilution factor [see equation (7 -28) of point 2.2.2.2] [ -] 
 
2.2.3.  Component specific factor u  
The component specific factor ugas of diluted gas can either be calculated by means of equation 
(7-34) or be taken from Table 7.2; in Table 7.2 the density of the diluted exhaust gas has been 
assumed equal to air density.  
 (7-34) 
 
Where:  
Mgas = molar mass of the gas component [g/mol]  
Md,w = molar mass of diluted exhaust gas [g/mol]  
 Mda,w    =   molar mass of dilution air [g/mol] (see equation (7 -144) of point 
3.9.3)    
Mr,w    =    molar mass of raw exhaust gas [g/mol] (see Appendix 2 point (5)    
D = dilution factor [see equation (7-28) of point 2.2.2.2] [ -] 
 
Table 7.2  
 
 21 Hata! Bilinmeyen belge özelliği adı.  Diluted exhaust gas u values (for emission concentration expressed in ppm) and component 
densities  
Fuel ρe   Gas    
NO x CO HC CO 2 O2 CH 4 
  ρgas 
[kg/m3]    
2,053  1,250  a 1,9636  1,4277  0,716  
  ugasb    
Diesel 
(non-road 
gas-oil) 1,2943  0,001586  0,00096
6 0,000482  0,00151
7 0,001103  0,00055
3 
Ethanol 
for 
dedicated 
compressi
on 
ignition 
engines 
(ED95)  1,2768  0,001609  0,00098
0 0,000780  0,00153
9 0,001119  0,00056
1 
Natural 
gas / bio -
methanec 1,2661  0,001621  0,00098
7 0,000528d 0,00155
1 0,001128  0,00056
5 
Propane  1,2805  0,001603  0,00097
6 0,000512  0,00153
3 0,001115  0,00055
9 
Butane  1,2832  0,001600  0,00097
4 0,000505  0,00153
0 0,001113  0,00055
8 
LPGe 1,2811  0,001602  0,00097
6 0,000510  0,00153
3 0,001115  0,00055
9 
Petrol 
(E10)  1,2931  0,001587  0,00096
6 0,000499  0,00151
8 0,001104  0,00055
3 
Ethanol 
(E85)  1,2797  0,001604  0,00097
7 0,000730  0,00153
4 0,001116  0,00055
9 
 
                                                 
a Depending on fuel.  
b At λ = 2, dry air, 273 K, 101,3 kPa.  
c u accurate within 0,2 % for mass composition of: C = 66 – 76 %; H = 22 – 25 %; N = 0 – 12 %.  
d NMHC on the basis of CH 2,93 (for total HC the ugas coefficient of CH 4 shall be used).  
e u accurate within 0,2 % for mass composition of: C3 = 70 – 90 %; C4 = 10 – 30 %.   
 22 Hata! Bilinmeyen belge özelliği adı.  2.2.4.  Exhaust gas mass flow calculation  
2.2.4.1.  PDP-CVS system  
The mass of the diluted exhaust gas [kg/test] over the cycle shall be calculated by means of 
equation (7 -35), if the temperature of the diluted exhaust gas med is kept within ± 6 K over the 
cycle by using a heat exchanger:  
 (7-35) 
 
where:  
V0 = volume of gas pumped per revolution under test conditions [m3/rev]  
nP = total revolutions of pump per test [rev/test]  
pp = absolute pressure at pump inlet [kPa]  
 = average temperature of the diluted exhaust gas at pump inlet [K]  
1,293 kg/m3 = air density at 273,15 K and 101,325 kPa  
 
If a system with flow compensation is used (i.e. without heat exchanger), the mass of the diluted 
exhaust gas med,i [kg] during the time interval shall be calculated by means of equation (7 -36): 
 (7-36) 
 
where:  
V0 = volume of gas pumped per revolution under test conditions [m3/rev]  
pp = absolute pressure at pump inlet [kPa]  
nP,i = total revolutions of pump per time interval i [rev/Δt]  
 = average temperature of the diluted exhaust gas at pump inlet [K]  
1,293 kg/m3 = air density at 273,15 K and 101,325 kPa  
 
 
 23 Hata! Bilinmeyen belge özelliği adı.  2.2.4.2.  CFV -CVS system  
The mass flow over the cycle med [g/test] shall be calculated by means of equation (7 -37), if the 
temperature of the diluted exhaust gas is kept within ± 11 K over the cycle by using a heat 
exch anger:  
 (7-37) 
 
Where:  
t = cycle time [s]  
KV = calibration coefficient of the critical flow venturi for standard conditions 
 
pp = absolute pressure at venturi inlet [kPa]  
T = absolute temperature at venturi inlet [K]  
1,293 kg/m3 = air density at 273,15 K and 101,325 kPa  
 
If a system with flow compensation is used (i.e. without heat exchanger), the mass of the diluted 
exhaust gas med,i [kg] during the time interval shall be calculated by means of equation (7 -38): 
 (7-38) 
 
where:  
Δti = time interval of the test [s]  
KV = calibration coefficient of the critical flow venturi for standard conditions 
 
pp = absolute pressure at venturi inlet [kPa]  
T = absolute temperature at venturi inlet [K]  
1,293 kg/m3 = air density at 273,15 K and 101,325 kPa 
 
 
 24 Hata! Bilinmeyen belge özelliği adı.  2.2.4.3.  SSV-CVS system  
The diluted exhaust gas mass over the cycle med [kg/test] shall be calculated by means of 
equation (7 -39), if the temperature of the diluted exhaust gas is kept within ± 11 K over the 
cycle by using a heat exchanger:  
med = 1,293 · qVSSV · Δt (7-39) 
 
Where:  
1,293 kg/m3 = air density at 273,15 K and 101,325 kPa  
Δt = cycle time [s]  
qVSSV = air flow rate at standard conditions (101,325 kPa, 273,15 K) 
[m3/s] 
 
with 
 (7-40) 
 
Where:  
A0 = collection of constants and units conversions = 0,0056940 
 
dV = diameter of the SSV throat [mm]  
Cd = discharge coefficient of the SSV [ -] 
pp = absolute pressure at venturi inlet [kPa]  
Tin = temperature at the venturi inlet [K]  
rp = 
ratio of the SSV throat to inlet absolute static pressure,  
[-] 
 
 25 Hata! Bilinmeyen belge özelliği adı.  rD = 
ratio of the SSV throat diameter to the inlet pipe inner diameter  [-] 
 
If a system with flow compensation is used (i.e. without heat exchanger), the mass of the diluted 
exhaust gas med,i [kg] during the time interval shall be calculated by means of equation (7 -41): 
med,i = 1,293 · qVSSV · Δti (7-41) 
 
Where:  
1,293 kg/m3 = air density at 273,15 K and 101,325 kPa  
Δti = time interval [s]  
qVSSV = volumetric flow rate of the SSV [m3/s] 
 
2.3. Calculation of particulate emission  
2.3.1.  Transient (NRTC and LSI -NRTC) test cycles and RMC  
The particulate mass shall be calculated after buoyancy correction of the particulate sample 
mass in accordance with point 8.1.13.2.5 of Annex VI.  
2.3.1.1.  Partial flow dilution system  
2.3.1.1.1.  Calculation based on sample ratio  
The particulate emission over the cycle mPM [g] shall be calculated by means of equation (7 -
42): 
 (7-42) 
 
where:  
mf = particulate mass sampled over the cycle [mg]  
rs = average sample ratio over the test cycle [ -] 
 
with:  
 (7-43) 
 
 
 26 Hata! Bilinmeyen belge özelliği adı.  Where:  
mse = sample mass of raw exhaust gas over the cycle [kg]  
mew = total mass of raw exhaust gas over the cycle [kg]  
msep = mass of diluted exhaust gas passing the particulate collection filters [kg] 
msed = mass of diluted exhaust gas passing the dilution tunnel [kg]  
 
In case of the total sampling type system, msep and msed are identical.  
2.3.1.1.2.  Calculation based on dilution ratio  
The particulate emission over the cycle mPM [g] shall be calc ulated by means of equation (7 -
44): 
 (7-44) 
 
Where:  
mf = particulate mass sampled over the cycle [mg]  
msep = mass of diluted exhaust gas passing the particulate collection filters [kg]  
medf = mass of equivalent diluted exhaust gas over the cycle [kg]  
 
The total mass of equivalent diluted exhaust gas mass over the cycle medf [kg] shall be 
determined by means of equation (7 -45): 
 (7-45) 
 
With:  
    (7-46)   
 
 27 Hata! Bilinmeyen belge özelliği adı.   (7-47) 
 
Where:  
qmedf,i = instantaneous equivalent diluted exhaust gas mass flow rate [kg/s]  
qmew,i = instantaneous exhaust gas mass flow rate on a wet basis [kg/s]  
rd,i = instantaneous dilution ratio [ -] 
qmdew, i = instantaneous diluted exhaust gas mass flow rate on a wet basis [kg/s]  
qmdw,i = instantaneous dilution air mass flow rate [kg/s]  
ƒ = data sampling rate [Hz]  
N = number of measurements [ -] 
 
2.3.1.2.  Full flow dilution system  
The mass emission shall be calculated by means of equation (7 -48): 
 (7-48) 
 
where:  
mf = is the particulate mass sampled over the cycle [mg]  
msep = is the mass of diluted exhaust gas passing the particulate collection filters [kg]  
med = is the mass of diluted exhaust gas over the cycle [kg]  
 
with 
msep = mset – mssd (7-49) 
 
Where:  
 
 28 Hata! Bilinmeyen belge özelliği adı.  mset = mass of double diluted exhaust gas through particulate filter [kg]  
mssd = mass of secondary dilution air [kg]  
 
2.3.1.2.1.  Background correction  
The particulate mass mPM,c [g] may be background corrected by means of equation (7 -50): 
 (7-50) 
 
Where:  
mf = particulate mass sampled over the cycle [mg]  
msep = mass of diluted  exhaust gas passing the particulate collection filters [kg]  
msd = mass of dilution air sampled by background particulate sampler [kg]  
mb = mass of collected background particulates of dilution air [mg]  
med = mass of diluted exhaust gas over the cycle [ kg] 
D = dilution factor [see equation (7 -28) of point 2.2.2.2] [ -] 
 
2.3.2.  Calculation for discrete -mode NRSC  
2.3.2.1.  Dilution system  
All calculations shall be based upon the average values of the individual modes i during the 
sampling period.  
 (a) For partial -flow dilution, the equivalent mass flow of diluted exhaust gas shall be 
determined by means of equation (7 -51) and the system with flow measurement shown 
in Figure 9.2:  
 (7-51) 
 (7-52) 
 
 Where:  
qmedf = equivalent diluted exhaust gas mass flow r ate [kg/s]  
qmew = exhaust gas mass flow rate on a wet basis [kg/s]  
 
 29 Hata! Bilinmeyen belge özelliği adı.  rd = dilution ratio [ -] 
qmdew = diluted exhaust gas mass flow rate on a wet basis [kg/s]  
qmdw = dilution air mass flow rate [kg/s]  
 
 (b) For full -flow dilution systems qmdew is used as qmedf. 
2.3.2.2.  Calculation of the particulate mass flow rate  
The particulate emission flow rate over the cycle qmPM [g/h] shall be calculated by means of 
equations (7 -53), (7 -56), (7 -57) or (7 -58): 
 (a) For the single -filter method  
 (7-53) 
 (7-54) 
 (7-55) 
 
 Where:  
qmPM = particulate mass flow rate [g/h]  
mf = particulate mass sampled over the cycle [mg]  
 = average equivalent diluted exhaust gas mass flow rate on wet basis [kg/s]  
qmedfi = equivalent diluted exhaust gas mass flow rate on wet basis at mode i [kg/s]  
WF i = weighting factor for the mode i [-] 
msep = mass of diluted exhaust gas passing the particulate collection filters [kg]  
msepi = mass of diluted exhaust gas sample passed through the particulate sampling 
filter at mode i [kg] 
N = number of measurements [ -] 
 
 
 30 Hata! Bilinmeyen belge özelliği adı.   (b) For the multiple -filter method  
 (7-56) 
 
 Where:  
qmPMi = particulate mass flow rate for the mode i [g/h]  
mfi = particulate sample mass collected at mode i [mg]  
qmedfi = equivalent diluted exhaust gas mass flow rate on wet basis at mode i [kg/s]  
msepi = mass of diluted exhaust gas sample passed through the particulate sampling 
filter at mode i [kg] 
 
 The PM mass is determined over the test cycle by summation of the average values of 
the individual modes i during the sampling period.  
 The particulate mass flow rate qmPM [g/h] or qmPMi [g/h] may be background corrected 
as follows:  
 (c) For the single -filter method  
 (7-57) 
 
 Where:  
qmPM = particulate mass flow rate [g/h]  
mf = particulate sample mass collected [mg]  
msep = mass of diluted exhaust gas sample passed through the particulate sampling 
filter [kg]  
mf,d = particulate sample mass of the dilution air collected [mg]  
md = mass of the dilution air sample passed through the particulate sampling filters 
[kg] 
Di = dilution factor at mode i [see equation (7 -28) of point 2.2.2.2] [ -] 
WF i = weighting factor for the mode i [-] 
 
 31 Hata! Bilinmeyen belge özelliği adı.   = average equivalent diluted exhaust gas mass flow rate on wet basis [kg/s]  
 
 (d) For the multiple -filter method  
 (7-58) 
 
 Where:  
qmPMi = particulate mass flow rate at mode i [g/h]  
mfi = particulate sample mass collected at mode i [mg]  
msepi = mass of diluted exhaust gas sample passed through the particulate sampling 
filter at mode i [kg] 
mf,d = particulate sample mass of the dilution air collected [mg]  
md = mass of the dilution air sample passed through the particulate sampling filters 
[kg] 
D = dilution factor [see equation (7 -28) of point 2.2.2.2] [ -] 
qmedf i = equivalent diluted exhaust gas mass flow rate on wet basis at mode i [kg/s]  
 
 If more than one measurement is made, mf,d/md shall be replaced with 
. 
2.4. Cycle work and specific emissions  
2.4.1.  Gaseous emissions  
2.4.1.1.  Transient (NRTC and LSI -NRTC) test cycles and RMC  
Reference is made to points 2.1 and 2.2 for raw and diluted exhaust gas respectively. The 
resulting values for power P [kW] shall be integrated over a test interv al. The total work Wact 
[kWh] is calculated by means of equation (7 -59): 8 and Annex XVII.1(a)  
 (7-59) 
Where:  
Pi = instantaneous engine power [kW]  
 
 32 Hata! Bilinmeyen belge özelliği adı.  ni = instantaneous engine speed [rpm]  
Ti = instantaneous engine torque [Nm]  
Wact = actual cycle work [kWh]  
ƒ = data sampling rate [Hz]  
N = number of measurements [ -] 
Δti   =    the measurement interval [s]    
 
Where auxiliaries were fitted in accordance with Appendix 2 of Annex VI there shall be no 
adjustment to the instantaneous engine torque in equat ion (7 -59). Where, according to points 
6.3.2 or 6.3.3 of Annex VI to this Notification  necessary auxiliaries that should have been fitted 
for the test are not installed, or auxiliaries that should have been removed for the test are 
installed, the value of  Ti used in equation (7 -59) shall be adjusted by means of equation (7 -60): 
Ti = Ti,meas + Ti,AUX (7-60) 
 
Where:  
Ti,meas = measured value of instantaneous engine torque  
Ti,AUX    =    corresponding value of torque required to drive auxiliaries determined in 
accordance with equation (6 -18) of Annex VI.    
 
The specific emissions egas [g/kWh] shall be calculated in the following ways depending on the 
type of test cycle.  
 (7-61) 
 
Where:  
mgas = total mass of emission [g/test]  
Wact = cycle work [kWh]  
 
In case of the NRTC, for gaseous emissions other than CO 2 the final test result egas [g/kWh] 
shall be a weighted average from cold -start run and hot -start run by means of equation (7 -62): 
 
 33 Hata! Bilinmeyen belge özelliği adı.   (7-62) 
 
Where:  
mcold is the gas mass emissions of the cold -start NRTC [g]  
Wact, cold  is the actual cycle work of the cold -start NRTC [kWh]  
mhot is the gas mass emissions of the hot -start NRTC [g]  
Wact, hot  is the actual cycle work of the hot -start NRTC [kWh]  
In case of the NRTC, for CO 2 the final test result eCO2 [g/kWh] shall be calculated from the hot -
start NRTC by means of equation (7 -63): 
 (7-63) 
 
Where:  
mCO2, hot  is the CO 2 mass emissions of the hot -start NRTC [g]  
Wact, hot  is the actual cycle work of the hot -start NRTC [kWh]  
2.4.1.2.  Discrete -mode NRSC  
The specific emissions egas [g/kWh] are calculated by means of equation (7 -64): 
 (7-64) 
 
where:  
qmgas,i = mean emission mass flow rate for the mode i [g/h]  
Pi    =   engine power for the mode i [kW] calculated by adding to the measured power 
Pmeas [kW] the power required to drive auxiliaries PAUX [kW] determined in 
accordance with equation (6 -8) of Annex VI ( Pi = Pmeas + PAUX)   
WF i = weighting factor for the mode i [-] 
Nmode    =   number of modes in applicable discrete -mode NRSC    
 
 
 34 Hata! Bilinmeyen belge özelliği adı.  2.4.2.  Particulate emissions  
2.4.2.1.  Transient (NRTC and LSI -NRTC) test cycles and RMC  
The particulate specific emissions sh all be calculated with equation (7 -61) where egas [g/kWh] 
and mgas [g/test] are substituted by ePM [g/kWh] and mPM [g/test] respectively:  
 (7-65) 
 
where:  
mPM = total mass of particulates emission, calculated in accordance with point 2.3.1.1 
or 2.3.1.2 [g/test]  
Wact = cycle work [kWh]  
 
The emissions on the transient composite cycle (i.e. cold -start NRTC and hot -start NRTC) shall 
be calculated as shown in point 2.4.1.1.  
2.4.2.2.  Discrete -mode NRSC  
The particulate specific emission ePM [g/kWh] shall be calculated by means of equations (7 -66) 
or (7 -67): 
 (a) For the single -filter method  
 (7-66) 
 where:  
Pi    =    engine power for the mode i [kW] calculated by adding to the measured 
power Pmeas [kW] the power required to drive auxiliari es PAUX [kW] 
determined in accordance with equation (6 -8) of Annex VI ( Pi = 
Pmeas + PAUX)   
WF i = weighting factor for the mode i [-] 
qmPM = particulate mass flow rate [g/h]  
Nmode    =    number of modes in applicable discrete -mode NRSC    
 
 (b) For the  multiple -filter method  
 
 35 Hata! Bilinmeyen belge özelliği adı.   (7-67) 
 Where:  
Pi    =    engine power for the mode i [kW] calculated by adding to the measured 
power Pmeas [kW] the power required to drive auxiliaries PAUX [kW] 
determined in accordance with equation (6 -8) of Annex VI ( Pi = 
Pmeas + PAUX)   
WF i = weighting factor for the mode i [-] 
qmPMi = particulate mass flow rate at mode i [g/h]  
Nmode    =    number of modes in applicable discrete -mode NRSC    
 
For the single -filter method, the effective weighting factor, WF ei, for each mode shall be 
calculated by means of equation (7 -68): 
 (7-68) 
 
Where:  
msepi = mass of the diluted exhaust gas sample passed through the particulate 
sampling filters at mode i [kg] 
 = average equivalent diluted exhaust gas mass flow rate [kg/s]  
qmedfi = equivalent diluted exhaust gas mass flow rate at mode i [kg/s]  
msep = mass of the diluted exhaust gas sample passed through the particulate 
sampling filters [kg]  
 
The value of the effective weighting factors shall be within 0,005 (absolute value) of th e 
weighting factors listed in Appendix 1 of Annex XVII.  
2.4.3.  Adjustment for emission controls that are regenerated on an infrequent (periodic) basis  
In case of engines, other than those of category RLL, equipped with exhaust after -treatment 
systems that are regenerated on an infrequent (periodic) basis (see point 6.6.2 of Annex VI), 
the specific emissions of gaseous and particulate pollutants calculated according to points 2.4.1 
and 2.4.2 shall be corrected with either the applicable multiplicative adjust ment factor or with 
the applicable additive adjustment factor. In the case that infrequent regeneration did not take 
place during the test the upward factor shall be applied ( kru,m or kru,a). In the case that infrequent 
 
 36 Hata! Bilinmeyen belge özelliği adı.  regeneration took place during the t est the downward factor shall be applied ( krd,m or krd,a). In 
the case of the discrete -mode NRSC, where the adjustment factors have been determined for 
each mode they shall be applied to each mode during the calculation of the weighted emission 
result.  
2.4.4. Adjustment for deterioration factor  
The specific emissions of gaseous and particulate pollutants calculated according to points 2.4.1 
and 2.4.2, where applicable inclusive of the infrequent regeneration adjustment factor according 
to point 2.4.3, shall  also be adjusted by the applicable multiplicative or additive deterioration 
factor established according to the requirements of Annex III.  
2.5. Diluted Exhaust Flow (CVS) Calibration and Related Calculations  
The CVS system shall be calibrated by using an accurate flowmeter and a restricting device. 
The flow through the system shall be measured at different restriction settings, and the control 
parameters of the system shall be measured and related to the flow.  
Various types of flowmeters may be used, e.g. calibrated venturi, calibrated laminar flowmeter, 
calibrated turbine meter.  
2.5.1.  Positive displacement pump (PDP)  
All the parameters related to the pump shall be simultaneously measured along with the 
parameters related to a calibration venturi which is connected in series with the pump. The 
calculated flow rate (in m3/s at pump inlet, absolute pressure and temperature) shall be plotted 
versus a correlation function which is the value of a specific combination of pump parameters. 
The linear equation which  relates the pump flow and the correlation function shall be 
determined. If a CVS has a multiple speed drive, the calibration shall be performed for each 
range used.  
Temperature stability shall be maintained during calibration.  
Leaks in all the connections  and ducting between the calibration venturi and the CVS pump 
shall be maintained lower than 0,3 % of the lowest flow point (highest restriction and lowest 
PDP speed point).  
The airflow rate ( qVCVS) at each restriction setting (minimum 6 settings) shall be  calculated in 
standard m3/s from the flowmeter data using the manufacturer's prescribed method. The airflow 
rate shall then be converted to pump flow ( V0) in m3/rev at absolute pump inlet temperature and 
pressure by means of equation (7 -69): 
 (7-69) 
 
where: 
qVCVS = airflow rate at standard conditions (101,325 kPa, 273,15 K) 
[m3/s] 
T = temperature at pump inlet [K]  
pp = absolute pressure at pump inlet [kPa]  
n = pump speed [rev/s]  
 
 37 Hata! Bilinmeyen belge özelliği adı.   
To account for the interaction of pressure variations at the pump and the pump slip rate, the 
correlation function ( X0) [s/rev] between pump speed, pressure differential from pump inlet to 
pump outlet and absolute pump outlet pressure shall be calculated by means of equation (7 -70): 
 (7-70) 
 
Where:  
Δpp = pressure differential from pump inlet to pump outlet [kPa]  
pp = absolute outlet pressure at pump outlet [kPa]  
n = pump speed [rev/s]  
 
A linear least -square fit shall be performed to generate the calibration by means of equation (7 -
71): 
V0 = D0 –m · X0 (7-71) 
 
with D0 [m3/rev] and m [m3/s], intercept and slope respectively, describing the regression line.  
For a CVS system with multiple speeds, the calibration curves generated for the different pump 
flow ranges shall be approximately parallel, and the intercept v alues ( D0) shall increase as the 
pump flow range decreases.  
The calculated values from the equation shall be within ± 0,5 % of the measured value of V0. 
Values of m will vary from one pump to another. Particulate influx over time will cause the 
pump slip t o decrease, as reflected by lower values for m. Therefore, calibration shall be 
performed at pump start -up, after major maintenance, and if the total system verification 
indicates a change of the slip rate.  
2.5.2.  Critical flow venturi (CFV)  
Calibration of  the CFV is based upon the flow equation for a critical venturi. Gas flow is a 
function of venturi inlet pressure and temperature.  
To determine the range of critical flow, KV shall be plotted as a function of venturi inlet 
pressure. For critical (choked) flow, KV will have a relatively constant value. As pressure 
decreases (vacuum increases), the venturi becomes unchoked and KV decreases, which indicates 
that the CFV is operat ed outside the permissible range.  
The airflow rate ( qVCVS) at each restriction setting (minimum 8 settings) shall be calculated in 
standard m3/s from the flowmeter data using the manufacturer's prescribed method. The 
calibration coefficient KV  shall be calculated from the 
calibration data for each setting by means of equation (7 -72): 
 
 38 Hata! Bilinmeyen belge özelliği adı.   (7-72) 
 
Where:  
qVSSV = air flow rate at standard conditions (101,325 kPa, 273,15 K) 
[m3/s] 
T = temperature at the venturi inlet [K]  
pp = absolute pressure at venturi inlet [kPa]  
 
The average KV and the standard deviation shall be calculated. The standard deviation shall not 
exceed ± 0,3 % of the average KV. 
2.5.3.  Subsonic venturi (SSV)  
Calibration of the SSV is based upon the flow equation for a subsonic vent uri. Gas flow is a 
function of inlet pressure and temperature, pressure drop between the SSV inlet and throat, as 
shown in equation (7 -40). 
The airflow rate ( qVSSV) at each restriction setting (minimum 16 settings) shall be calculated in 
standard m3/s from  the flowmeter data using the manufacturer's prescribed method. The 
discharge coefficient shall be calculated from the calibration data for each setting by means of 
equation (7 -73): 
 (7-73) 
 
Where:  
A0 = collection of constants and units conversions 
 
qVSSV = air flow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s] 
Tin,V = temperature at the venturi inlet [K]  
dV = diameter of the SSV throat [mm]  
rp = ratio of the SSV throat to inlet absolute static pressure = 1 – Δp/pp [-] 
 
 39 Hata! Bilinmeyen belge özelliği adı.  rD = ratio of the SSV throat diameter, dV, to the inlet pipe inner diameter D [-] 
 
To determine the range of subsonic flow, Cd shall be plotted as a function of Reynolds number 
Re, at the SSV throat. The Re at the SSV throat shall be calculated by means of equation (7 -
74): 
 (7-74) 
 
with 
 (7-75) 
 
Where:  
A1 = collection of constants and units conversions = 27,43831 
 
qVSSV = air flow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s] 
dV = diameter of the SSV throat [mm]  
μ = absolute or dynamic viscosity of the gas [kg/(m · s)]  
b = 1,458 × 106 (empirical constant) [kg/(m · s · K0,5)] 
S = 110,4 (empirical constant) [K]  
 
Because qVSSV is an input to the Re equation, the calculations shall be started with an initial 
guess for qVSSV or Cd of the calibration venturi, and repeated until qVSSV converges. The 
convergence method shall be accurate to 0,1 % of point or better.  
For a minimum of sixteen points in the region of subsonic flow, the calculated values of Cd 
from the resulting calibration curve fit equation shall be within ± 0,5 % of the measured Cd for 
each calibration point.  
2.6. Drift Correction  
2.6.1.  General procedure  
The calculations in this section sh all be performed to determine if gas analyzer drift invalidates 
the results of a test interval. If drift does not invalidate the results of a test interval, the test 
 
 40 Hata! Bilinmeyen belge özelliği adı.  interval's gas analyzer responses shall be corrected for drift in accordance with point 2. 6.2. The 
drift-corrected gas analyzer responses shall be used in all subsequent emission calculations. The 
acceptable threshold for gas analyzer drift over a test interval is specified in point 8.2.2.2 of 
Annex VI.  
The general test procedure shall follow t he provisions specified in Appendix 1 with 
concentrations xi or  being replaced by concentrations ci or . 
2.6.2.  Calculation procedure  
The drift correction shall be calculated by means of equation (7 -76): 
 (7-76) 
 
Where:  
cidriftcor  = concentration corrected for drift [ppm]  
crefzero  = reference concentration of the zero gas, which is usually zero unless known 
to be otherwise [ppm]  
crefspan  = reference concentration of the span gas [ppm]  
cprespan  = pre-test interval gas analyzer response to the span gas concentration [ppm]  
cpostspan  = post-test interval gas analyzer response to the span gas concentration [ppm]  
ci or  = concentration recorded, i.e. measured, during test, before drift correction 
[ppm]  
cprezero  = pre-test interval gas analyzer response to the zero gas concentration [ppm]  
cpostzero  = post-test interval gas analyzer response to the zero gas concentration [ppm]  
 
3. Molar based emissions calculation  
3.1. Subscripts  
 Quantity  
abs Absolute quantity  
act Actual quantity  
air Air, dry 
atmos  Atmospheric  
bkgnd  Background  
 
 41 Hata! Bilinmeyen belge özelliği adı.  C Carbon  
cal Calibration quantity  
CFV  Critical flow venturi  
cor Corrected quantity  
dil Dilution air  
dexh  Diluted exhaust gas  
dry Dry quantity  
exh Raw exhaust gas  
exp Expected quantity  
eq Equivalent quantity  
fuel Fuel 
 Instantaneous measurement (e.g.: 1 Hz)  
i An individual of a series  
idle Condition at idle  
in Quantity in  
init Initial quantity, typically before an emission test  
max Maximum (i.e. peak) value  
meas  Measured quantity  
min Minimum value  
mix Molar mass of air  
out Quantity out  
part Partial quantity  
PDP Positive displacement pump  
raw Raw exhaust  
ref Reference quantity  
rev Revolution  
sat Saturated condition   
 42 Hata! Bilinmeyen belge özelliği adı.  slip PDP slip  
smpl  Sampling  
span Span quantity  
SSV Subsonic venturi  
std Standard quantity  
test Test quantity  
total Total quantity  
uncor  Uncorrected quantity  
vac Vacuum quantity  
weight  Calibration weight  
wet Wet quantity  
zero Zero quantity  
 
3.2. Symbols for chemical balance  
xdil/exh = Amount of dilution gas or excess air per mole of exhaust gas  
xH2Oexh  = Amount of water in exhaust per mole of exhaust gas  
xCcombdry  = Amount of carbon from fuel in the exhaust per mole of dry 
exhaust gas  
xH2Oexhdry  = Amount of water in exhaust per dry mole of dry exhaust gas  
xprod/intdry  = Amount of dry stoichiometric products per dry mole of intake 
air 
xdil/exhdry  = Amount of dilution gas and/or excess air per mole of dry exhaust 
gas 
xint/exhdry  = Amount of intake air required to produce actual combustion 
products per mole of dry (raw or diluted) exhaust gas  
xraw/exhdry  = Amount of undiluted exhaust gas, without excess air, per mole 
of dry (raw or diluted) exhaust gas  
xO2intdry  = Amount of intake air O 2 per mole of dry intake air  
xCO2intdry  = Amount of intake air CO 2 per mole of dry intake air  
xH2Ointdry  = Amount of intake air H 2O per mole of dry intake air   
 43 Hata! Bilinmeyen belge özelliği adı.  xCO2int  = Amount of intake air CO 2 per mole of intake air  
xCO2dil  = Amount of dilution gas CO 2 per mole of dilution gas  
xCO2dildry  = Amount of dilution gas CO 2 per mole of dry dilution gas  
xH2Odildry  = Amount of dilution gas H 2O per mole of dry dilution gas  
xH2Odil  = Amount of dilution gas H 2O per mole of dilution gas  
x[emission]meas  = Amount of measured emission in the sample at the respective 
gas analyzer  
x[emission]dry  = Amount of emission per dry mole of dry sample  
xH2O[emission]meas  = Amount of water in sample at emission -detection location  
xH2Oint  = Amount of water in the intake air, based on a humidity 
measurement of intake air  
 
3.3. Basic parameters and relationships  
3.3.1.  Dry air and chemical species  
This section uses the following values for dry air composition:  
xO2airdry  = 0,209445 mol/mol  
xArairdry  = 0,00934 mol/mol  
xN2airdry  = 0,78084 mol/mol  
xCO2airdry  = 375 μmol/mol  
This section uses the following molar masses or effective molar masses of chemical species:  
Mair = 28,96559 g/mol (dry air)  
MAr = 39,948 g/mol (argon)  
MC = 12,0107 g/mol (carbon)  
MCO = 28,0101 g/mol (carbon monoxide)  
MCO2 = 44,0095 g/mol (carbon dioxide)  
MH = 1,00794 g/mol (atomic hydrogen)  
MH2 = 2,01588 g/mol (molecular hydrogen)  
MH2O = 18,01528 g/mol (water)  
MHe = 4,002602 g/mol (helium)  
MN = 14,0067 g/mol (atomic nitrogen)   
 44 Hata! Bilinmeyen belge özelliği adı.  MN2 = 28,0134 g/mol (molecular nitrogen)  
MNOx = 46,0055 g/mol (oxides of nitrogen (*))  
MO = 15,9994 g/mol (atomic oxygen)  
MO2 = 31,9988 g/mol (molecular oxygen)  
MC3H8 = 44,09562 g/mol (propane)  
MS = 32,065 g/mol (sulphur)  
MHC = 13,875389 g/mol (total hydrocarbon 
(**))  
 
 (**) The effective molar mass of HC is defined by an  atomic hydrogen -to-carbon 
ratio, α, of 1,85;  
 (*) The effective molar mass of NOx is defined by the molar mass of nitrogen 
dioxide, NO 2. 
This section uses the following molar gas constant R for ideal gases:  
R = 8,314472J (mol · K)  
This section uses the fo llowing ratios of specific heats γ [J/(kg · K)]/[J/(kg · K)] for dilution air 
and diluted exhaust:  
γair = 1,399 (ratio of specific heats for intake air or dilution air)  
γdil = 1,399 (ratio of specific heats for diluted exhaust gas)  
γexh = 1,385 (ratio of  specific heats for raw exhaust gas)  
 
3.3.2.  Wet air  
This section describes how to determine the amount of water in an ideal gas:  
3.3.2.1.  Vapour pressure of water  
The vapour pressure of water pH2O [kPa] for a given saturation temperature condition, Tsat [K], 
shall be calculated by means of equations (7 -77) or (7 -78): 
 (a) For humidity measurements made at ambient temperatures from 0 to 100 °C or 
for humidity measurements made over super -cooled water at ambient temperatures 
from – 50 to 0 °C:  
 (7-77) 
 
 Where:  
 
 45 Hata! Bilinmeyen belge özelliği adı.  pH2O = vapour pressure of water at saturation temperature condition [kPa]  
Tsat = saturation temperature of water at measured condition [K]  
 
 (b) For humidity measurements made over ice at ambient temperatures from ( – 100 
to 0) °C:  
 (7-78) 
 
 Where:  
Tsat = saturation temperature of water at measured condition [K]  
 
3.3.2.2.  Dew point  
If humidity is measured as a dew point, the amount of water in an ideal gas xH2O [mol/mol] shall 
be obtained by means of equation (7 -79): 
 (7-79) 
 
Where:  
xH2O = amount of water in an ideal gas [mol/mol]  
pH2O = vapour pressure of water at the measured dew point, Tsat=Tdew [kPa]  
pabs = wet static absolute pressure at the location of dew point measurement [kPa]  
 
3.3.2.3.  Relative humidity  
If humidity is measured as a relative humidity RH % , the amount of water of an ideal gas xH2O 
[mol/mol] is calculated by means of equation (7 -80): 
 (7-80) 
 
Where:  
RH % = relative humidity [%]  
 
 46 Hata! Bilinmeyen belge özelliği adı.  pH2O = water vapour pressure at 100 % relative humidity at the location of relative 
humidity measurement, Tsat=Tamb [kPa]  
pabs = wet static absolute pressure at the location of relative humidity measurement 
[kPa]  
 
3.3.2.4.  Dew point determination from relative humidity and dry bulb temperature  
If humidity is measured as a relative humidity, RH % , the dew point, Tdew, shall be determined 
from RH %  and dry bulb temperature by means of equation (7 -81): 
 
 
(7-81) 
Where  
pH2O = water vapor pressure scaled to the relative humidity at the location of relative 
humidity measurement, Tsat = Tamb 
Tdew = dew point as determined from relative humidity and dry bulb temperature 
measurements  
 
3.3.3.  Fuel properties  
The general chemical fo rmula of fuel is CH αOβSγNδ with α atomic hydrogen -to-carbon ratio 
(H/C), β atomic oxygen -to-carbon ratio (O/C), γ atomic sulphur -to-carbon ratio (S/C) and δ 
atomic nitrogen -to-carbon ratio (N/C). Based on this formula the carbon mass fraction of fuel 
wC can be calculated. In case of diesel fuel the simple formula CH αOβ may be used. Default 
values for fuel composition may be derived from Table 7.3:  
Table 7.3  
Default values of atomic hydrogen -to-carbon ratio, α, atomic oxygen -to-carbon ratio, β, atomic 
sulphur -to-carbon ratio, γ, atomic nitrogen -to-carbon ratio, δ, and carbon mass fraction of fuel, 
wC for reference fuels  
Fuel Atomic hydrogen, oxygen, sulphur 
and nitrogen -to-carbon ratios  
CH αOβSγNδ Carbon mass 
concentration, wC 
[g/g]  
Diesel (non -road gas-oil) CH 1,80O0S0N0 0,869  
Ethanol for dedicated 
compression ignition 
engines (ED95)  CH 2,92O0,46S0N0 0,538  
 
 47 Hata! Bilinmeyen belge özelliği adı.  Petrol (E10)  CH 1,92O0,03S0N0 0,833  
Petrol (E0)  CH 1,85O0S0N0 0,866  
Ethanol (E85)  CH 2,73O0,36S0N0 0,576  
LPG  CH 2,64O0S0N0 0,819  
Natural Gas/Biomethane  CH 3,78O0,016S0N0 0,747  
 
3.3.3.1.  Calculation of carbon mass concentration w C 
As an alternative to the default values in Table 7.3, or where default values are not given for 
the reference fuel being used, the carbon mass concentration wC may be calculated from 
measured fuel properties by means of equation (7 -82). Values for α and β shall be determined 
for the fuel and inserted into the equation in all cases, but γ and δ may optionally be set to zero 
if they are zero in the corresponding l ine of Table 7.3:  
 (7-82) 
 
where:  
MC = molar mass of carbon.  
α = atomic hydrogen -to-carbon ratio of the mixture of fuel(s) being combusted, 
weighted by molar consumption.  
MH = molar mass of hydrogen.  
β = atomic oxygen -to-carbon ratio of the mixture of  fuel(s) being combusted, 
weighted by molar consumption.  
MO = molar mass of oxygen.  
γ = atomic sulphur -to-carbon ratio of the mixture of fuel(s) being combusted, 
weighted by molar consumption.  
MS = molar mass of sulphur.  
δ = atomic nitrogen -to-carbon ratio of the mixture of fuel(s) being combusted, 
weighted by molar consumption.  
MN = molar mass of nitrogen.  
 
3.3.4.  Total HC (THC) concentration initial contamination correction  
For HC measurement, xTHC[THC -FID] shall be calculated by using the initial THC contamination 
concentration xTHC[THC -FID]init  from point 7.3.1.3 of Annex VI by means of equation (7 -83): 
 
 48 Hata! Bilinmeyen belge özelliği adı.   
 (7-83) 
 
Where:  
xTHC[THC -FID]cor  = THC concentration corrected for contamination [mol/mol]  
xTHC[THC -FID]uncorr  = THC uncorrected concentration  [mol/mol]  
xTHC[THC -FID]init  = initial THC contamination concentration [mol/mol]  
 
3.3.5.  Flow -weighted mean concentration  
In some points of this section, it may be necessary to calculate a flow -weighted mean 
concentration to determine the applicability of certain provisions. A flow -weighted mean is the 
mean of a quantity after it is weighted proportional to a corresponding fl ow rate. For example, 
if a gas concentration is measured continuously from the raw exhaust gas of an engine, its flow -
weighted mean concentration is the sum of the products of each recorded concentration times 
its respective exhaust gas molar flow rate, di vided by the sum of the recorded flow rate values. 
As another example, the bag concentration from a CVS system is the same as the flow -weighted 
mean concentration because the CVS system itself flow -weights the bag concentration. A 
certain flow -weighted mea n concentration of an emission at the emission limit value might be 
already expected based on previous testing with similar engines or testing with similar 
equipment and instruments.    
3.4. Chemical balances of fuel, intake air, and exhaust gas  
3.4.1.  Gene ral 
Chemical balances of fuel, intake air and exhaust gas may be used to calculate flows, the amount 
of water in their flows, and the wet concentration of constituents in their flows. With one flow 
rate of either fuel, intake air or exhaust gas, chemical b alances may be used to determine the 
flows of the other two. For example, chemical balances along with either intake air or fuel flow 
to determine raw exhaust gas flow may be used.  
3.4.2.  Procedures that require chemical balances  
Chemical balances are requ ired to determine the following:  
 (a) The amount of water in a raw or diluted exhaust gas flow, xH2Oexh , when the 
amount of water to correct for the amount of water removed by a sampling system is 
not measured;  
 (b) The flow -weighted mean fraction of dilut ion air in diluted exhaust gas, xdil/exh,  
when dilution air flow is not measured to correct for background emissions. It has to 
be noted that if chemical balances are used for this purpose, the exhaust gas is assumed 
to be stoichiometric, even if it is not . 
3.4.3.  Chemical balance procedure  
The calculations for a chemical balance involve a system of equations that require iteration. 
The initial values of up to three quantities shall be guessed: the amount of water in the measured 
flow, xH2Oexh , fraction of dilution air in diluted exhaust gas (or excess air in the raw exhaust 
gas), xdil/exh, and the amount of products on a C1 basis per dry mole of dry measured flow, 
 
 49 Hata! Bilinmeyen belge özelliği adı.  xCcombdry . Time -weighted mean values of combustion air humidity and dilution air humidity in 
the chemical balance may be used; as long as combustion air and dilution air humidity remain 
within tolerances of ± 0,0025 mol/mol of their respective mean values over the test interval. 
For each emission concentration, x, and amount of water xH2Oexh , their  completely dry 
concentrations, xdry and xH2Oexhdry  shall be determined. The fuel atomic hydrogen -to-carbon 
ratio, α, oxygen -to-carbon ratio, β and carbon mass fraction of fuel, wC shall also be used. For 
the test fuel, α and β or the default values in Table 7.3 may be used.  
Use the following steps to complete a chemical balance:  
 (a) Measured concentrations such as, xCO2meas , xNOmeas , and xH2Oint , shall be converted 
to dry concentrations by dividing them by one minus the amount  of water present 
during their respective measurements; for example: xH2OxCO2meas , xH2OxNOmeas , and 
xH2Oint . If the amount of water present during a ‘wet’ measurement is the same as the 
unknown amount of water in the exhaust gas flow, xH2Oexh , it has to be  iteratively 
solved for that value in the system of equations. If only total NO x are measured and 
not NO and NO 2 separately, good engineering judgement shall be used to estimate a 
split in the total NO x concentration between NO and NO 2 for the chemical bal ances. 
The molar concentration of NO x, xNOx, may be assumed to be 75 % NO and 25 % NO 2. 
For NO 2 storage after -treatment systems, xNOx may be assumed to be 25 % NO and 75 
% NO 2. For calculating the mass of NO x emissions, the molar mass of NO 2 for the 
effect ive molar mass of all NO x species, regardless of the actual NO 2 fraction of NO x, 
shall be used;  
 (b) Equations (7 -82) to (7 -99) in paragraph (d) of this point have to be entered into a 
computer program to iteratively solve for xH2Oexh , xCcombdry  and xdil/exh. Good 
engineering judgment shall be used to guess initial values for xH2Oexh , xCcombdry , and 
xdil/exh. Guessing an initial amount of water that is about twice the amount of water in 
the intake or dilution air is recommended. Guessing an initial value of  xCcombdry  as the 
sum of the measured CO 2, CO, and THC values is recommended. Guessing an initial 
xdil between 0,75 and 0,95, such as 0,8 is also recommended. Values in the system of 
equations shall be iterated until the most recently updated guesses are all within ± 1 % 
of their respective most recently calculated values;  
 (c) The following symbols and su bscripts are used in the equation system of 
paragraph (d) of this point where x unit is mol/mol:  
Symbol  Description  
xdil/exh Amount of dilution gas or excess air per mole of exhaust gas  
xH2Oexh  Amount of H 2O in exhaust per mole of exhaust gas  
xCcombdry  Amount of carbon from fuel in the exhaust per mole of dry exhaust 
gas 
xH2Oexhdry  Amount of water in exhaust per dry mole of dry exhaust gas  
xprod/intdry  Amount of dry stoichiometric products per dry mole of intake air  
xdil/exhdry  Amount of dilution gas and/or excess air per mole of dry exhaust gas  
xint/exhdry  Amount of intake air required to produce actual combustion products 
per mole of dry (raw or diluted) exhaust gas   
 50 Hata! Bilinmeyen belge özelliği adı.  xraw/exhdry  Amount of undiluted exhaust, without excess air, per mole of dry (raw 
or diluted) exhaust gas  
xO2intdry  Amount of intake air O 2 per mole of dry intake air; xO2intdry  = 0,209445 
mol/mol may be assumed  
xCO2intdry  Amount of intake air CO 2 per mole of dry intake air. xCO2intdry  = 375 
μmol/mol may be used, but measuring the act ual concentration in the 
intake air is recommended  
xH2Ointdry  Amount of the intake air H 2O per mole of dry intake air  
xCO2int  Amount of intake air CO 2 per mole of intake air  
xCO2dil  Amount of dilution gas CO 2 per mole of dilution gas  
xCO2dildry  Amount of dilution gas CO 2 per mole of dry dilution gas. If air is used 
as diluent, xCO2dildry  = 375 μmol/mol may be used, but measuring the 
actual concentration in the intake air is recommended  
xH2Odildry  Amount of dilution gas H 2O per mole of dry dilution gas  
xH2Odil  Amount of dilution gas H 2O per mole of dilution gas  
x[emission]meas  Amount of measured emission in the sample at the respective gas 
analyzer  
x[emission]dry  Amount of emission per dry mole of dry sample  
xH2O[emission]meas  Amount of water in samp le at emission -detection location. These 
values shall be measured or estimated according to point 9.3.2.3.1.  
xH2Oint  Amount of water in the intake air, based on a humidity measurement 
of intake air  
KH2Ogas  Water -gas reaction equilibrium coefficient. 3,5 or a different value 
might be calculated using good engineering judgement.  
α Atomic hydrogen -to-carbon ratio of the mixture of fuel(s) (CH αOβ) 
being combusted, weighted by molar consumption  
β Atomic oxygen -to-carbon ratio of the mixture of fuel(s) (CH αOβ) 
being combusted, weighted by molar consumption  
 
 (d) The following equations [(7 -84) to (7 -101)] shall be used to iteratively solve for 
xdil/exh, xH2Oexh  and xCcombdry : 
 (7-84) 
 
 51 Hata! Bilinmeyen belge özelliği adı.   (7-85) 
 (7-86) 
 (7-87) 
 (7-88) 
 (7-89) 
 (7-90) 
 (7-91) 
 (7-92) 
 (7-93) 
 (7-94) 
 (7-95) 
 (7-96) 
 
 52 Hata! Bilinmeyen belge özelliği adı.   (7-97) 
 (7-98) 
 (7-99) 
 (7-100) 
 (7-101) 
 
At the end of the chemical balance, the molar flow rate is calculated as specified in points 3.5.3 
and 3.6.3.  
3.4.4.  NO x correction for humidity  
All the NO x concentrations, including dilution air background concentrations, shall be corrected 
for intake -air humidity using equation (7 -102) or (7 -103):  
 (a) For compression -ignition engines  
xNOxcor  = xNOxuncor  · (9,953 · xH2O + 0,832)  (7-102) 
 
 (b) For spark -ignition engines  
xNOxcor  = xNOxuncor  · (18,840 · xH2O + 0,68094)  (7-103) 
 
 Where:  
xNOxuncor  = uncorrected NO x molar concentration in the exhaust gas [μmol/mol]  
xH2O = amount of water in the intake air [mol/mol]  
3.5. Measurement of gaseous emissions in raw exhaust gas  
3.5.1.  Mass of gaseous emissions  
To calculate the total mass per test of gaseous emission mgas [g/test], its molar concentration 
shall be multiplied by its respective molar flow and by exhaust gas molar mass; then integration 
over test cycle shall be performed [equation (7 -104)]:  
 
 53 Hata! Bilinmeyen belge özelliği adı.   (7-104) 
 
Where:  
Mgas = molar mass of the generic gaseous emission [g/mol]  
ṅexh = instantaneous exhaust gas molar flow rate on a wet basis [mol/s]  
xgas = instantaneous generic gas molar concentration on a wet basis [mol/mol]  
t = time [s]  
 
Since equation (7 -104) has to be solved by numerical integration, it is transformed in equation 
(7-105):  
 
⇒
 (7-105) 
 
Where:  
Mgas = generic emission molar mass [g/mol]  
ṅexhi = instantaneous exhaust gas molar flow rate on a wet basis [mol/s]  
xgasi = instantaneous generic gas molar concentration on a wet basis [mol/mol]  
ƒ = data sampling rate [Hz]  
N = number of measurements [ -] 
 
General equation may be modified according to which measurement system  is used, batch or 
continuous sampling, and if a varying rather than a constant flow rate is sampled.  
 (a) For continuous sampling, in the general case of varying flow rate, the mass of the 
gaseous emission mgas [g/test] shall be calculated by means of equ ation (7 -106):  
 
 54 Hata! Bilinmeyen belge özelliği adı.   (7-106) 
 
 Where:  
Mgas = generic emission molar mass [g/mol]  
ṅexhi = instantaneous exhaust gas molar flow rate on a wet basis [mol/s]  
xgasi = instantaneous gaseous emission molar fraction on a wet basis [mol/mol]  
ƒ = data sampling rate [Hz] 
N = number of measurements [ -] 
 
 (b) Still for continuous sampling but in the particular case of constant flow rate the 
mass of the gaseous emission mgas [g/test] shall be calculated by means of equation (7 -
107):  
 (7-107) 
 
 Where:  
Mgas = generic emission molar mass [g/mol]  
ṅexh = exhaust gas molar flow rate on a wet basis [mol/s]  
 = mean gaseous emission molar fraction on a wet basis [mol/mol]  
Δt = time duration of test interval  
 
 (c) For the batch sampling, regardless the flow rate is varying or constant, equation 
(7-104) can be simplified by means of equation (7 -108):  
 (7-108) 
 
 Where:  
 
 55 Hata! Bilinmeyen belge özelliği adı.  Mgas = generic emission molar mass [g/mol]  
ṅexhi = instantaneous exhaust gas molar flow rate on a wet basis [mol/s]  
 = mean gaseous emission molar fraction on a wet basis [mol/mol]  
ƒ = data sampling rate [Hz]  
N = number of measurements [ -] 
 
3.5.2.  Dry-to-wet concentration conversion  
Parameters of this point are obtained from the results of the chemical balance calculated in point 
3.4.3. The following relation exists between gas molar concentrations in the measured flow 
xgasdry and xgas [mol/mol] expressed on a dry and wet basis respec tively [equations (7 -109) and 
(7-110)]:  
 (7-109) 
 (7-110) 
 
where:  
xH2O = molar fraction of water in the measured flow on a wet basis [mol/mol]  
xH2Odry  = molar fraction of water in the measured flow on a dry basis [mol/mol]  
 
For gaseous emissions a removed water correction shall be performed for the generic 
concentration x [mol/mol] by means of equation (7 -111):  
 (7-111) 
 
Where:  
x[emission]meas  = molar fraction of emission in the measured flow at measurement 
location [mol/mol]  
xH2O[emission]meas  = amount of water in the measured flow at the concentration 
measurement [mol/mol]  
 
 56 Hata! Bilinmeyen belge özelliği adı.  xH2Oexh  = amount of water at the flowmeter [mol/mol]  
 
3.5.3.  Exhaust gas molar flow rate  
The flow rate of the raw exhaust gas can be directly measured or can be calculated based on the 
chemical balance of point 3.4.3. Calculation of raw exhaust gas molar flow rate is performed 
from measured intake air molar flow rate or fuel mass flow rate. The raw exhaust gas molar 
flow rate can be calculated f rom the sampled emissions, ṅexh, based on the measured intake air 
molar flow rate, ṅint, or the measured fuel mass flow rate, ṁfuel, and the values calculated using 
the chemical balance in point 3.4.3. It shall be solved for the chemical balance in point 3 .4.3 at 
the same frequency that ṅint or ṁfuel is updated and recorded.  
 (a) Crankcase flow rate. The raw exhaust gas flow can be calculated based on ṅint or 
ṁfuel only if at least one of the following is true about crankcase emission flow rate:  
 (i) The te st engine has a production emission -control system with a closed 
crankcase that routes crankcase flow back to the intake air, downstream of intake 
air flow meter;  
 (ii) During emission testing open crankcase flow shall be routed to the exhaust 
gas accordin g to point 6.10 of Annex VI;  
 (iii) Open crankcase emissions and flow are measured and added brake -specific 
emission calculations;  
 (iv) Using emission data or an engineering analysis, it can be demonstrated that 
neglecting the flow rate of open crankcase emissions does not adversely affect 
compliance with the applicable standards;  
 (b) Molar flow rate calculation based on intake air.  
 Based on ṅint, exhaust gas molar flow rate ṅexh [mol/s] shall be calculated by means of 
equation (7 -112):  
 (7-112) 
 
 Wher e: 
ṅexh = raw exhaust gas molar flow rate from which emissions are measured 
[mol/s]  
ṅind = intake air molar flow rate including humidity in intake air [mol/s]  
xint/exhdry  = amount of intake air required to produce actual combustion products per 
mole of dry (raw or diluted) exhaust gas [mol/mol]  
xraw/exhdry  = amount of undiluted exhaust gas, without excess air, per mole of dry 
(raw or diluted) exhaust gas [mol/mol]  
xH2Oexhdry  = amount of water in exhaust gas per mole of dry exhaust gas [mol/mol]  
 
 57 Hata! Bilinmeyen belge özelliği adı.   
 (c) Molar flow rate calculation based on fuel mass flow rate  
 Based on ṁfuel, ṅexh [mol/s] shall be calculated as follows:  
 When conducting laboratory testing this calculation may only be used for discrete -
mode NRSC and RMC [equation (7 -113)]:  
 (7-113) 
 Where:  
ṅexh = raw exhaust gas molar flow rate from which emissions are measured  
ṁfuel = fuel flow rate including humidity in intake air [g/s]  
wC = carbon mass fraction for the given fuel [g/g]  
xH2Oexhdry  = amount of H 2O per dry mole of measured flow [mol/mol]  
MC = molecular mass of carbon 12,0107 g/mol  
xCcombdry  = amount of carbon from fuel in the exhaust gas per mole of dry exhaust 
gas [mol/mol]  
 
 (d) Exhaust gas molar flow rate calculation based on measured intake air molar flow 
rate, diluted exh aust gas molar flow rate, and dilute chemical balance  
 Exhaust gas molar flow rate ṅexh [mol/s] may be calculated based on the measured 
intake air molar flow rate, ṅint, the measured diluted exhaust gas molar flow rate, ṅdexh, 
and the values calculated usi ng the chemical balance in point 3.4.3. Note that the 
chemical balance must be based on diluted exhaust gas concentrations. For 
continuous -flow calculations, solve for the chemical balance in point 3.4.3 at the same 
frequency that ṅint and ṅdexh are update d and recorded. This calculated ṅdexh may be 
used for the PM dilution ratio verification, the calculation of dilution air molar flow 
rate in the background correction in point 3.6.1 and the calculation of mass of 
emissions in point 3.5.1 for species that a re measured in the raw exhaust gas.  
 Based on diluted exhaust gas and intake air molar flow rate, exhaust gas molar flow 
rate, ṅexh [mol/s] shall be calculated as follows:  
 (7-114) 
 
 where  
ṅexh = raw exhaust gas molar flow rate from which emissions are measured 
[mol/s];  
 
 58 Hata! Bilinmeyen belge özelliği adı.  xint/exhdry  = amount of intake air required to produce actual combustion products per 
mole of dry (raw or diluted) exhaust gas [mol/mol];  
xraw/exhdry  = amount of undiluted exhaust gas, without excess air, per mole of dry 
(raw or diluted ) exhaust gas [mol/mol];  
xH2Oexh  = amount of water in exhaust gas per mole of exhaust gas [mol/mol];  
ṅdexh = diluted exhaust gas molar flow rate from which emissions are measured 
[mol/s];  
ṅint = intake air molar flow rate including humidity in intake air [mol/s].  
 
3.6. Diluted gaseous emissions  
3.6.1.  Emission mass calculation and background correction  
The calculation of gaseous emissions mass mgas [g/test] as a function of molar emissions flow 
rates shall be calculated as follows:  
 (a) Continuous sampling, varying flow rate, shall be calculated by means of equation 
(7-106):  
 [see equation (7 -106)]  
 
 Where:  
Mgas = generic emission molar mass [g/mol]  
ṅexhi = instantaneous exhaust gas molar flow rate on a wet basis [mol/s]  
xgasi = instantaneous generic gas molar concentration on a wet basis [mol/mol]  
f = data sampling rate [Hz]  
N = number of measurements [ -] 
 
 (b) Continuous sampling, constant flow rate, shall be calculated by means of 
equation (7 -107):  
 [see equation (7 -
107)]  
 
 Where:  
Mgas = generic emission molar mass [g/mol]  
 
 59 Hata! Bilinmeyen belge özelliği adı.  ṅexh = exhaust gas molar flow rate on a wet basis [mol/s]  
 = mean gaseous emission molar fraction on a wet basis [mol/mol]  
Δt = time duration of test interval  
 
 (c) Batch sampling, regardless the flow rate is varying or constant, shall be 
calculated by means of equation (7 -108):  
 [see equation (7 -
108)]  
 
 Where:  
Mgas = generic emission molar mass [g/mol]  
ṅexhi = instantaneous exhaust gas molar flow rate on a wet basis [mol/s]  
 = mean gaseous emission molar fraction on a wet basis [mol/mol]  
f = data sampling rate [Hz]  
N = number of measurements [ -] 
 
 (d) In case of diluted exhaust gas calculated values for mass of the pollutants shall 
be corrected by subtracting the mass of background emissions, due to dilution air:  
 (i) Firstly, the molar flow rate of dilution air n airdil [mol/s] shall be determined 
over the test interval. This may be a measured quantity or a quantity calculated 
from the diluted exhaust gas flow and the flow -weighted mean fraction of 
dilution air in diluted exhaust gas, ; 
 (ii) The total flow of dilution air nairdil [mol] shall be multiplied by the mean 
concentration of background emission. This may be a time -weighted mean or a 
flow-weighted mean (e.g., a proportionally sampled backgrou nd). The product 
of nairdil and the mean concentration of a background emission is the total amount 
of a background emission;  
 (iii) If the result is a molar quantity, it shall be converted to a mass of the 
background emission mbkgnd [g] by multiplying it by emission molar mass, Mgas 
[g/mol];  
 (iv) Total background mass shall be subtracted from total mass to correct for 
background emissions;  
 
 60 Hata! Bilinmeyen belge özelliği adı.   (v) The total flow of dilution air may be determined by a direct flow 
measurement. In this ca se, the total mass of background shall be calculated, 
using the dilution air flow, nairdil. The background mass shall be subtracted from 
the total mass.  The result shall be used in brake -specific emission calculations;  
 (vi) The total flow of dilution air may be determined from the total flow of 
diluted exhaust gas and a chemical balance of the fuel, intake air, and exhaust 
gas as described in point 3.4. In this case, the total mass of background shall be 
calculated, using the total flow of diluted exhaust gas, ndexh. Then this result shall 
be multiplied by the flow -weighted mean fraction of dilution air in diluted 
exhaust gas, . 
 Considering the two cases (v) and (vi), equations (7 -115) and (7 -116) shall be used:  
 ή 
 (7-115) 
mgascor = mgas – mbkgnd (7-116) 
 
 where:  
mgas = total mass of the gaseous emission [g]  
mbkgnd = total background masses [g]  
mgascor = mass of gas corrected for background emissions [g]  
Mgas = molecular mass of generic gaseous emission [g/mol]  
xgasdil = gaseous emission concentration in dilution air [mol/mol]  
nairdil = dilution air molar flow [mol]  
 = flow-weighted mean fraction of dilution air in diluted exhaust gas [mol/mol]  
 = gas fraction of background [mol/mol]  
ndexh = total flow of diluted exhaust gas [mol]  
 
3.6.2.  Dry-to wet concentration conversion  
The same relations for raw gases (point 3.5.2) shall be used for dry -to-wet conversion on diluted 
samples. For dilution air a humidity measurement shall be performed with the aim to calculate 
its water vapour frac tion xH2Odildry  [mol/mol] by means of equation (7 -96): 
 
 61 Hata! Bilinmeyen belge özelliği adı.   [(see equation (7 -96)] 
 
Where:  
xH2Odil  = water molar fraction in the dilution air flow [mol/mol]  
 
3.6.3.  Exhaust gas molar flow rate  
 (a) Calculation via chemical balance;  
 The molar flow rate ṅexh [mol/s] can be calculated based on fuel mass flow rate ṁfuel 
by means of equation (7 -113):  
 (see equation 7 -113) 
 
 Where:  
ṅexh = raw exhaust gas molar flow rate from which emissions are measured  
ṁfuel = fuel flow rate including humidity in intake air [g/s] 
wC = carbon mass fraction for the given fuel [g/g]  
xH2Oexhdry  = amount of H 2O per dry mole of measured flow [mol/mol]  
MC = molecular mass of carbon 12,0107 g/mol  
xCcombdry  = amount of carbon from fuel in the exhaust gas per mole of dry exhaust 
gas [mol/mol]  
 
 (b) Measurement  
 The exhaust gas molar flow rate may be measured by means of three systems:  
 (i) PDP molar flow rate. Based upon the speed at which the Positive 
Displacement Pump (PDP) operates for a test interval, the corresponding slope 
a1, and intercept, a0 [-], as calculated with the calibration procedure set out in 
point 3.9.2, shall be used to calculate molar flow rate ṅ [mol/s] by means of 
equation (7 -117):    
 (7-117) 
 
 62 Hata! Bilinmeyen belge özelliği adı.   
 with:  
 (7-118) 
 
 where:  
a1 = calibration coefficient [m3/s] 
a0 = calibration coefficient [m3/rev]  
pin, pout = inlet/outlet pressure [Pa]  
R = molar gas constant [J/(mol · K)]  
Tin = inlet temperature [K]  
Vrev = PDP pumped volume [m3/rev]  
fn.,PDP  = PDP speed [rev/s]  
 
 (ii) SSV molar flow rate. Based on the Cd versus Re# equation determined in 
accordance with point 3.9.4, the Sub -Sonic Venturi (SSV) molar flow rate during 
an emission test ṅ [mol/s] shall be calculated by means of equation (7 -119):    
 (7-119) 
 
 Where:  
pin = inlet pressure [Pa]  
At = Venturi throat cross -sectional area [m2] 
R = molar gas constant [J/(mol · K)]  
Tin = inlet temperature [K]  
Z = compressibility factor  
Mmix = molar mass of diluted exhaust gas [kg/mol]  
Cd = discharge coefficient of the SSV [ -] 
 
 63 Hata! Bilinmeyen belge özelliği adı.  Cf = flow coefficient of the SSV [-] 
 
 (iii) CFV molar flow rate. To calculate the molar flow rate through one venturi 
or one combination of venturis, its respective mean Cd and other constants, 
determined in accordance with point 3.9.5, shall be used. The calculation of its 
molar flow r ate ṅ [mol/s] during an emission test shall be calculated by means 
of equation (7 -120):    
 (7-120) 
 
 Where:  
pin = inlet pressure [Pa]  
At = Venturi throat cross -sectional area [m2] 
R = molar gas constant [J/(mol · K)]  
Tin = inlet temperature [K]  
Z = compressibility factor  
Mmix = molar mass of diluted exhaust gas [kg/mol]  
Cd = discharge coefficient of the CFV [ -] 
Cf = flow coefficient of the CFV [ -] 
 
3.7. Determination of particulates  
3.7.1.  Sampling  
 (a) Sampling from a varying flow rate:  
 If a batch sample from a changing exhaust gas flow rate is collected, a sample 
proportional to the changing exhaust gas flow rate shall be extracted. The flow rate 
shall be integrated over a test interval to determine the total flow. The mean PM 
concentrat ion  (which is already in units of mass per mole of sample) shall 
be multiplied by the total flow to obtain the total mass of PM mPM [g] by means of 
equation (7 -121):  
 (7-121) 
 
 64 Hata! Bilinmeyen belge özelliği adı.   
 Where:  
ṅi = instantaneous exhaust gas molar flow rate [mol/s]  
 = mean PM concentration [g/mol]  
Δti = sampling interval [s]  
 
 (b) Sampling from a constant flow rate  
 If a batch sample from a constant exhaust gas flow rate is collected, the mean molar 
flow rate from which the sample is extracted shall be determined. The mean PM 
concentration shall be multiplied by the total flow to obtain the total mass of PM 
mPM[g] by means of equation (7 -122):  
 (7-122) 
 
 where:  
ṅ = exhaust gas molar flow rate [mol/s]  
 = mean PM concentration [g/mol]  
Δt = time duration of test interval [s]  
 
 For sampling with a constant dilution ratio ( DR), mPM [g] shall be calculated by means 
of equation (7 -123):  
 (7-123) 
 
 where:  
mPMdil = PM mass in dilution air [g]  
DR = dilution ratio [ -] defined as the ratio between the mass of the emission m and 
the mass of diluted exhaust gas mdil/exh (DR = m/mdil/exh). 
 
 The dilution ratio DR can be expressed as a function of xdil/exh [equation (7 -124)]:  
 
 65 Hata! Bilinmeyen belge özelliği adı.   (7-124) 
 
3.7.2.  Background correction  
The same approach as that of point 3.6.1 shall be applied to correct the mass of PM for the 
background. Multiplying  by the total flow of dilution air, the total 
background mass of PM ( mPMbkgnd  [g]) is obtained. Subtraction of total background mass from 
total mass gives background corrected mass of particulates mPMcor [g] [equation (7 -125)]:  
 (7-125) 
 
where:  
mPMuncor  = uncorrected PM mass [g]  
 = mean PM concentration in dilution air [g/mol]  
nairdil = dilution air molar flow [mol]  
 
3.8. Cycle work and specific emissions  
3.8.1.  Gaseous emissions  
3.8.1.1.  Transient (NRTC and LSI -NRTC) test cycles and RMC  
Reference is made to points 3.5.1 and 3.6.1 for raw and diluted exhaust gas respectively. The 
resulting values for power Pi [kW] shall be integrated over a test interval. The total work Wact 
[kWh] shall be calculated by means of equation (7 -126):  
 
 
 (7-126) 
Where:  
Pi = instantaneous engine power [kW]  
ni = instantaneous engine speed [rpm]  
Ti = instantaneous engine torque [N·m]  
 
 66 Hata! Bilinmeyen belge özelliği adı.  Wact = actual cycle work [kWh]  
ƒ = data sampling rate [Hz]  
N = number of measurements [ -] 
Δti    =    the measurement interval [s]    
 
Where auxiliaries were fitted in accordance with Appendix 2 of Annex VI there shall be no 
adjustment to the instantaneous engine torque in equation (7 -126). Where, according to points 
6.3.2 or 6.3.3 of Annex VI to this Not ification  necessary auxiliaries that should have been fitted 
for the test are not installed, or auxiliaries that should have been removed for the test are 
installed, the value of Ti used in equation (7 -126) shall be adjusted by means of equation (7 -
127):  
Ti = Ti,meas + Ti,AUX (7-127) 
Where:  
Ti,meas  is the measured value of instantaneous engine torque  
Ti,AUX  is the corresponding value of torque required to drive auxiliaries determined 
in accordance with point  7.7.2.3(b) of Annex VI.  
The specific emissi ons egas [g/kWh] shall be calculated in the following ways depending on the 
type of test cycle.  
 (7-128) 
 
where:  
mgas = total mass of emission [g/test]  
Wact = cycle work [kWh]  
 
In case of the NRTC, for gaseous emissions other than CO 2 the final test result egas [g/kWh] 
shall be a weighted average from cold -start run and hot -start run calculated by means of 
equation (7 -129):  
 (7-129) 
 
Where:  
 
 67 Hata! Bilinmeyen belge özelliği adı.  mcold is the gas mass emissions of the cold -start NRTC [g]  
Wact, cold  is the actual cycle work of the cold -start NRTC [kWh]  
mhot is the gas mass emissions of the hot -start NRTC [g]  
Wact, hot  is the actual cycle work of the hot -start NRTC [kWh]  
In case of the NRTC, for CO 2 the final test result eCO2 [g/kWh] shall be calculat ed from the hot -
start NRTC calculated by means of equation (7 -130):  
 (7-130) 
 
Where:  
mCO2, hot  is the CO 2 mass emissions of the hot -start NRTC [g]  
Wact, hot  is the actual cycle work of the hot -start NRTC [kWh]  
3.8.1.2.  Discrete -mode NRSC  
The specific emissions egas [g/kWh] shall be calculated by means of equation (7 -131):  
 (7-131) 
 
where:  
ṁgas,i = mean emission mass flow rate for the mode i [g/h]  
Pi    =   engine power for the mode i [kW] calculated by adding to the measured power 
Pmeas [kW] the power required to drive auxiliaries PAUX [kW] determined in 
accordance with equation (6 -8) of Annex VI ( Pi = Pmeas + PAUX)   
WF i = weighting factor for the mode i [-] 
Nmode    =    number of modes in applicable discrete -mode NRSC    
 
3.8.2.  Particulate emissions  
3.8.2.1.  Transient (NRTC and LSI -NRTC) test cycles and RMC  
The particulate specific emissions shall be calculated by transforming equation (7 -128) into 
equation (7 -132) where egas [g/kWh] and mgas [g/test] are substituted by ePM [g/kWh] and mPM 
[g/test] respectively:  
 (7-132) 
 
 68 Hata! Bilinmeyen belge özelliği adı.   
Where:  
mPM = total mass of particulates emission, calculated according to point 3.7.1 
[g/test]  
Wact = cycle work [kWh]  
 
The emissions on the transient composite cycle (i.e. cold -start NRTC and hot -start NRTC) shall 
be calculated as shown in point 3.8.1.1.  
3.8.2.2.  Discrete -mode NRSC  
The particulate specific emission ePM [g/kWh] shall be calculated in the following way:  
3.8.2.2.1.  For the single -filter method by means of equation (7 -133):  
 
 
 
 (7-133) 
Where:  
Pi    =    engine power for the mode i [kW] calculated by adding to the measured 
power Pmeas [kW] the power required to drive auxiliaries PAUX [kW] 
determined in accordance with equation (6 -8) of Annex VI ( Pi = 
Pmeas + PAUX).   
WF i = weighting factor for the mode i [-] 
ṁPM = particulate mass flow rate [g/h]  
Nmode    =    number of modes in applicable discrete -mode NRSC    
 
3.8.2.2.2.  For the multiple -filter method by means of equation (7 -134):  
 
 (7-134) 
Where:  
 Pi    =    engine power for the mode i [kW] calculated by adding to the measured 
power Pmeas [kW] the power required to drive auxiliaries PAUX [kW] 
 
 69 Hata! Bilinmeyen belge özelliği adı.  determined in accordance with equation (6 -8) of Annex VI ( Pi = 
Pmeas + PAUX).   
WF i = weighting factor for the mode i [-] 
ṁPMi = particulate mass flow rate at mode i [g/h]  
 Nmode    =   number of modes in applicable discrete -mode NRSC    
 
For the single -filter method, the effective weighting factor, WF effi, for each mode shall be 
calculated by means of equation (7-135):  
 (7-135) 
 
Where:  
msmpldexh i = mass of the diluted exhaust gas sample passed through the particulate 
sampling filters at mode i [kg] 
msmpldexh  = mass of the diluted exhaust gas sample passed through the particulate 
sampling filters [kg]  
ṁeqdexhwet i = equivalent diluted exhaust gas mass flow rate at mode i [kg/s]  
 = average equivalent diluted exhaust gas mass flow rate [kg/s]  
 
The value of the effective weighting factors shall be within 0,005 (absolute value) of the 
weighting factors lis ted in Appendix 1 of Annex XVII.  
3.8.3.  Adjustment for emission controls that are regenerated on an infrequent (periodic) basis  
In case of engines, other than those of category RLL, equipped with exhaust after -treatment 
systems that are regenerated on an i nfrequent (periodic) basis (see point 6.6.2 of Annex VI), 
the specific emissions of gaseous and particulate pollutants calculated according to points 3.8.1 
and 3.8.2 shall be corrected with either the applicable multiplicative adjustment factor or with 
the applicable additive adjustment factor. In the case that infrequent regeneration did not take 
place during the test the upward factor shall be applied ( kru,m or kru,a). In the case that infrequent 
regeneration took place during the test the downward factor  shall be applied ( krd,m or krd,a). In 
the case of the discrete -mode NRSC, where the adjustment factors have been determined for 
each mode they shall be applied to each mode during the calculation of the weighted emission 
result.  
3.8.4.  Adjustment for dete rioration factor  
The specific emissions of gaseous and particulate pollutants calculated according to points 3.8.1 
and 3.8.2, where applicable inclusive of the infrequent regeneration adjustment factor according 
to point 3.8.3, shall also be adjusted by the applicable multiplicative or additive deterioration 
factor established according to the requirements of Annex III.  
 
 70 Hata! Bilinmeyen belge özelliği adı.  3.9. Diluted Exhaust Flow (CVS) Calibration and Related Calculations  
This section describes the calculations for calibrating various flow  meters. Point 3.9.1 first 
describes how to convert reference flow meter outputs for use in the calibration equations, 
which are presented on a  molar basis. The remaining points describe the calibration 
calculations that are specific to certain types of f low meters.  
3.9.1.  Reference meter conversions  
The calibration equations in this section use molar flow rate, ṅref , as a reference quantity. If the 
adopted reference meter outputs a flow rate in a different quantity, such as standard volume 
rate, V̇stdref actual volume rate, V̇actdref, or mass rate, ṁref, the reference meter output shall be 
converted to a molar flow rate by means of equations (7 -136), (7 -137) and (7 -138), noting that 
while values for volume rate, mass rate, pressure, temperature, and molar  mass may change 
during an emission test, they should be kept as constant as practical for each individual set point 
during a flow meter calibration:  
 (7-136) 
 
where:  
ṅref = reference molar flow rate [mol/s]  
V̇stdref = reference volume flow rate, corrected to a standard pressure and a standard 
temperature [m3/s] 
V̇actref = reference volume flow rate, at the actual pressure and temperature [m3/s] 
ṁref = reference mass flow [g/s]  
pstd = standard pressure [Pa]  
pact = actual pressure of the gas [Pa] 
Tstd = standard temperature [K]  
Tact = actual temperature of the gas [K]  
R = molar gas constant [J/(mol · K)]  
Mmix = molar mass of the gas [g/mol]  
 
3.9.2.  PDP calibration calculations  
For each restrictor position, the following values shall be calculated from the mean values 
determined in point 8.1.8.4 of Annex VI, as follows:  
 (a) PDP volume pumped per revolution, Vrev (m3/rev):  
 
 71 Hata! Bilinmeyen belge özelliği adı.   (7-137) 
 
 where:  
 = mean value of reference molar flow rate [mol/s]  
R = molar gas constant [J/(mol · K)]  
 = mean inlet temperature [K]  
 = mean inlet pressure [Pa]  
 = mean rotational speed [rev/s]  
 
 (b) PDP slip correction factor, Ks [s/rev]:  
 (7-138) 
 
 Where:  
 = mean reference molar flow rate [mol/s]  
 = mean inlet temperature [K]  
 = mean inlet pressure [Pa]  
 = mean outlet pressure [Pa]  
 = mean PDP revolution speed [rev/s]  
R = molar gas constant [J/(mol · K)]  
 
 
 72 Hata! Bilinmeyen belge özelliği adı.   (c) A least -squares regression of PDP volume pumped per revolution, Vrev, versus 
PDP slip correction factor, Ks, shall be performed by calculating slope, a1, and 
intercept, a0, as described in Appendix 4;  
 (d) The procedure in subparagraphs (a) to (c) of this point shall be repeated for every 
speed that PDP is operated;  
 (e) Table 7.4 illustrates these calculations  for different values of : 
Table 7.4  
Example of PDP calibration data  
[rev/min]  [rev/s]  a1 [m3/min]  a1 [m3/s] a0 [m3/rev]  
755,0  12,58  50,43  0,8405  0,056  
987,6  16,46  49,86  0,831  – 0,013  
1254,5  20,9 48,54  0,809  0,028  
1401,3  23,355  47,30  0,7883  – 0,061  
 
 (f) For each speed at which the PDP is operated, the corresponding slope, a1, and 
intercept, a0, shall be used to calculate flow rate during emission testing as described 
in point 3.6.3(b).  
3.9.3.  Venturi governing equations and permissible assump tions  
This section describes the governing equations and permissible assumptions for calibrating a 
venturi and calculating flow using a venturi. Because a subsonic venturi (SSV) and a critical -
flow venturi (CFV) both operate similarly, their governing equa tions are nearly the same, 
except for the equation describing their pressure ratio, r (i.e., rSSV versus rCFV). These governing 
equations assume one -dimensional isentropic inviscid compressible flow of an ideal gas. In 
point 3.9.3(d), other assumptions tha t may be made are described. If the assumption of an ideal 
gas for the measured flow is not allowed, the governing equations include a first -order 
correction for the behaviour of a real gas; namely, the compressibility factor, Z. If good 
engineering judgme nt dictates using a value other than Z = 1, an appropriate equation of state 
to determine values of Z as a function of measured pressures and temperatures may be used, or 
specific calibration equations may be developed based on good engineering judgment. I t shall 
be noted that the equation for the flow coefficient, Cf, is based on the ideal gas assumption that 
the isentropic exponent, γ, is equal to the ratio of specific heats, cp/cV. If good engineering 
judgment dictates using a real gas isentropic exponent, an appropriate equation of state to 
determine values of γ as a function of measured pressures and temperatures may be used, or 
specific calibration equations may be developed. Mo lar flow rate, ṅ [mol/s], shall be calculated 
by means of equation (7 -139):  
 (7-139) 
 
 73 Hata! Bilinmeyen belge özelliği adı.   
Where:  
Cd = Discharge coefficient, as determined in point 3.9.3(a) [ -
] 
Cf = Flow coefficient, as determined in point 3.9.3(b) [ -] 
At = Venturi throat cross -sectional area [m2] 
pin = Venturi inlet absolute static pressure [Pa]  
Z = Compressibility factor [ -] 
Mmix = Molar mass of gas mixture [kg/mol]  
R = Molar gas constant [J/(mol · K)]  
Tin = Venturi inlet absolute temperature [K]  
 
 (a) Using the data collected in point 8.1.8.4 of Annex VI, Cd is calculated by means 
of equation (7 -140):  
 (7-140) 
 Where:  
ṅref = reference molar flow rate [mol/s]  
 
 Other symbols as per equation (7 -139).  
 (b) Cf shall be determined using one of the following methods:  
 (i) For CFV flow meters only, CfCFV is derived from Table 7.5 based on values 
for β (ratio of venturi throat to inlet diameters) and γ (ratio of specific heats of 
the gas mixture), using linear inte rpolation to find intermediate values:  
Table 7.5  
CfCFV versus β and γ for CFV flow meters  
CfCFV 
β γexh = 1,385  γdexh = γair = 1,399  
0,000  0,6822  0,6846  
0,400  0,6857  0,6881  
 
 74 Hata! Bilinmeyen belge özelliği adı.  0,500  0,6910  0,6934  
0,550  0,6953  0,6977  
0,600  0,7011  0,7036  
0,625  0,7047  0,7072  
0,650  0,7089  0,7114  
0,675  0,7137  0,7163  
0,700  0,7193  0,7219  
0,720  0,7245  0,7271  
0,740  0,7303  0,7329  
0,760  0,7368  0,7395  
0,770  0,7404  0,7431  
0,780  0,7442  0,7470  
0,790  0,7483  0,7511  
0,800  0,7527  0,7555  
0,810  0,7573  0,7602  
0,820  0,7624  0,7652  
0,830  0,7677  0,7707  
0,840  0,7735  0,7765  
0,850  0,7798  0,7828  
 
 (ii) For any CFV or SSV flow meter, equation (7 -141) may be used to calculate 
Cf: 
 (7-141) 
 
 Where:  
 
 75 Hata! Bilinmeyen belge özelliği adı.  γ = isentropic exponent [ -]. For an ideal gas, this is the ratio of specific heats of the gas 
mixture, cp/cV 
r = pressure ratio, as determined in paragraph (c)(3) of this point  
β = ratio of venturi throat to inlet diameters  
 
 (c) The pressure ratio r shall be calculated as follows:  
 (i) For SSV systems only, rSSV shall be calculated by means of equation (7 -
142):  
 (7-142) 
 
 Where:  
Δpssv = differential static pressure; venturi inlet minus venturi throat [Pa]  
 
 (ii) For CFV systems only, rCFV shall be calculated iteratively by means of 
equation (7 -143):  
 (7-143) 
 
 (d) Any of the following simplifying assumptions of the governing equations may 
be made, or good engineering judgment may be used to develop more appropriate 
values for testing:  
 (i) For emission testing over the full ranges of raw exhaust gas, diluted exhaust 
gas and dilution air, the gas mixture may be assumed to behave as an ideal gas: 
Z = 1; 
 (ii) For the full range of raw exhaust gas a constant ratio of specific heats of γ = 
1,385 may be assumed;  
 (iii) For the full range of diluted exhaust gas and air (e.g., calibration air or 
dilution air), a constant ratio of specific heats of γ = 1,399 may be assumed;  
 (iv) For the full range of diluted exhaust gas and air, the molar mass of  the 
mixture, Mmix [g/mol], may be considered as a function only of the amount of 
water in the dilution air or calibration air, xH2O, determined as described in point 
3.3.2 and shall be calculated by means of equation (7 -144):  
Mmix = Mair· (1 –xH2O) +MH2O· (xH2O) (7-144) 
 
 76 Hata! Bilinmeyen belge özelliği adı.   
 Where:  
Mair = 28,96559 g/mol  
MH2O = 18,01528 g/mol  
xH2O = amount of water in the dilution or calibration air [mol/mol]  
 
 (v) For the full range of diluted exhaust gas and air, a constant molar mass of 
the mixture, Mmix, may be assumed  for all calibration and all testing as long as 
assumed molar mass differs no more than ± 1 % from the estimated minimum 
and maximum molar mass during calibration and testing. This assumption may 
be made if sufficient control of the amount of water in cali bration air and in 
dilution air is ensured, or if sufficient water is removed from both calibration air 
and dilution air. Table 7.6 provides for examples of permissible ranges of 
dilution air dew point versus calibration air dew point:  
Table 7.6  
Examples of dilution air and calibration air dew points at which a constant M mix may be 
assumed  
If calibration Tdew 
(°C) is ...  the following constant Mmix 
(g/mol) is assumed  for the following ranges of Tdew (°C) 
during emission testsa 
dry 28,96559  dry to 18  
0 28,89263  dry to 21  
5 28,86148  dry to 22  
10 28,81911  dry to 24  
15 28,76224  dry to 26  
20 28,68685  – 8 to 28  
25 28,58806  12 to 31  
30 28,46005  23 to 34  
 
3.9.4.  SSV calibration  
(a) Molar based approach. To calibrate an SSV flow meter the following steps shall be 
performed:  
 (i) The Reynolds number, Re#, for each reference molar flow rate, shall be calculated 
using the throat diameter of the venturi, dt [equation (7 -145)]. Because the dynamic 
                                                 
a Range valid for all cal ibration and emission testing over the atmospheric pressure range (80,000 to 103,325) 
kPa.  
 77 Hata! Bilinmeyen belge özelliği adı.  viscosity, μ, is needed to compute Re#, a specific viscosity mod el may be used to 
determine μ for calibration gas (usually air), using good engineering judgment 
[equation (7 -146)]. Alternatively, the Sutherland three -coefficient viscosity model 
may be used to approximate μ (see Table 7.7):  
 (7-145) 
 
 Where:  
dt = diameter of the SSV throat [m]  
Mmix = mixture molar mass [kg/mol]  
ṅref = reference molar flow rate [mol/s]  
 
 and, using the Sutherland three -coefficient viscosity model:  
 (7-146) 
 
 Where:  
μ = Dynamic viscosity of calibration gas [kg /(m · s)]  
μ0 = Sutherland reference viscosity [kg /(m · s)]  
S = Sutherland constant [K]  
T0 = Sutherland reference temperature [K]  
Tin = Absolute temperature at the venturi inlet [K]  
 
Table 7.7  
Sutherland three -coefficient viscosity model parameters  
Gasa μ0 T0 S Temp range within ± 2 % error  Pressure limit  
kg /(m · s)  K K K kPa 
                                                 
a Tabulated parameters only for the pure gases, as listed, shall be used. Parameters to calculate viscosities of 
gas mixtures shall not be combined.  
 
 78 Hata! Bilinmeyen belge özelliği adı.  Air 1,716 × 10– 5 273 111 170 to 1900  ≤ 1800  
CO 2 1,370 × 10– 5 273 222 190 to 1700  ≤ 3600  
H2O 1,12 × 10– 5 350 1,064  360 to 1500  ≤ 10000  
O2 1,919 × 10– 5 273 139 190 to 2000  ≤ 2500  
N2 1,663 × 10– 5 273 107 100 to 1500  ≤ 1600  
 
 (ii) An equation for Cd versus Re# shall be created, using paired values of ( Re#, Cd). 
Cd is calculated according to equation (7 -140), with Cf obtained from equation (7 -141), 
or any mathematical expression may be used, including a polynomial or a power series. 
Equation (7 -147) is an example of a commonly used mathematical expression for 
relating Cd and Re#; 
 (7-147) 
 
 (iii) A least -squares regression analysis shall be performed to determine the best -fit 
coefficients to the equation and calculate the equation's regression statistics, the 
standard estimate error SEE and the coefficient of determination r2, in accordance with 
Appendix 3;  
 (iv) If the equation meets the criteria of SEE < 0,5 % nref max  (or ṁrefmax ) and r2 ≥ 0,995, 
the equation may be used to determine Cd for emission tests, as described in point 
3.6.3(b);  
 (v) If the SEE and r2 criteria are not met, good engineeri ng judgment may be used to 
omit calibration data points to meet the regression statistics. At least seven calibration 
data points shall be used to meet the criteria;  
 (vi) If omitting points does not resolve outliers, corrective action shall be taken. For 
example, another mathematical expression for the Cd versus Re# equation shall be 
selected, leaks are to be checked, or the calibration process has to be repeated. If the 
process shall be repeated, tighter tolerances shall be applied to measurements and mor e 
time for flows to stabilize shall be allowed;  
 (vii) Once the equation meets the regression criteria, the equation may be used only 
to determine flow rates that are within the range of the reference flow rates used to 
meet the Cd versus Re# equation's re gression criteria.  
3.9.5.  CFV calibration  
Some CFV flow meters consist of a single venturi and some consist of multiple venturis, where 
different combinations of venturis are used to meter different flow rates.  For CFV flow meters 
that consist of multiple venturis, either calibration of each venturi independently to determine 
a separate discharge coefficient, Cd, for each venturi, or calibration of each combination of 
venturis as one venturi may be performed. In the case where a combination of venturis is 
calibrated, the sum of the active venturi throat areas is used as At, the square root of the sum of 
the squares of the active venturi throat diameters as dt, and the ratio of the venturi throat to inlet 
 
 79 Hata! Bilinmeyen belge özelliği adı.  diameters is the ratio of the square root of the sum o f the active venturi throat diameters ( dt) to 
the diameter of the common entrance to all of the venturis ( D). To determine the Cd for a single 
venturi or a single combination of venturis, the following steps shall be performed:  
 (a) With the data collected  at each calibration set point an individual Cd for each 
point shall be calculated using equation (7 -140);  
 (b) The mean and standard deviation of all the Cd values shall be calculated in 
accordance with equations (7 -155) and (7 -156);  
 (c) If the standard deviation of all the Cd values is less than or equal to 0,3  % of the 
mean Cd, then the mean Cd shall be used in equation (7 -120), and the CFV shall be 
used only down to the lowest r measured during calibration;  
r = 1 – (Δp/pin) (7-148) 
 
 (d) If the standard deviation of all the Cd values exceeds 0,3  % of the mean Cd, the 
Cd values corresponding to the data point collected at the lowest r measured during 
calibration shall be omitted;  
 (e) If the number of remaining data points is less than seve n, corrective action shall 
be taken by checking calibration data or repeating the calibration process.  If the 
calibration process is repeated, checking for leaks, applying tighter tolerances to 
measurements and allowing more time for flows to stabilize, is  recommended;  
 (f) If the number of remaining Cd values is seven or greater, the mean and standard 
deviation of the remaining Cd values shall be recalculated;  
 (g) If the standard deviation of the remaining Cd values is less than or equal to 0,3  % 
of the mean of the remaining Cd, that mean Cd shall be used in equation (7 -120) and 
the CFV values only down to the lowest r associated with the remaining Cd shall be 
used;  
 (h) If the standard deviation of the remain ing Cd still exceeds 0,3  % of the mean of 
the remaining Cd values, the steps set out in points (d) to (g) shall be repeated.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
DRIFT CORRECTION  
1. Scope and frequency  
The calculations in this Appendix shall be perform ed to determine if gas analyzer drift 
invalidates the results of a test interval. If drift does not invalidate the results of a test interval, 
the test interval's gas analyzer responses shall be corrected for drift according to this Appendix. 
The drift -corrected gas analyzer responses shall be used in all subsequent emission calculations. 
The acceptable threshold for gas analyzer drift over a test interval is specified in point 8.2.2.2 
of Annex VI.  
2. Correction principles  
The calculations in this Appendix utilize a gas analyzer's responses to reference zero and span 
concentrations of analytical gases, as determined sometime before and after a test interval. The 
calculations correct the gas analyzer's responses that were recorded during a test interval. The 
correction is based on an analyzer's mean responses to reference zero and span gases, and it is 
based on the reference concentrations of the zero and span gases themselves. Validation and 
correction for drift shall be performed as follows:  
3. Drift validat ion 
After applying all the other corrections –except drift correction –to all the gas analyzer signals, 
brake -specific emissions shall be calculated in accordance with point 3.8. Then all gas analyzer 
signals shall be corrected for drift according to this Ap pendix. Brake -specific emissions shall 
be recalculated using all of the drift -corrected gas analyzer signals. The brake -specific emission 
results shall be validated and reported before and after drift correction according to point 8.2.2.2 
of Annex VI.  
4. Drift correction  
All gas analyzer signals shall be corrected as follows:  
 (a) Each recorded concentration, xi, shall be corrected for continuous sampling or for 
batch sampling, ; 
 (b) Correction for drift shall be calculated by means of equation (7 -149):  
 (7-149) 
 
 Where:  
xidriftcor  = concentration corrected for drift [μmol/mol]  
xrefzero  = reference concentration of the zero gas, which is usually zero unless known 
to be otherwise [μmol/mol]  
xrefspan  = reference concentration of the span gas [μmol/mol]  
xprespan  = pre-test interval gas analyzer response to the span gas concentration 
[μmol/mol]  
 
 1 Hata! Bilinmeyen belge özelliği adı.  xpostspan  = post-test interval gas analyzer response to the span gas concentration 
[μmol/mol]  
xi or  = concentration recorded, i.e. measured, during test, before  drift correction 
[μmol/mol]  
xprezero  = pre-test interval gas analyzer response to the zero gas concentration 
[μmol/mol]  
xpostzero  = post-test interval gas analyzer response to the zero gas concentration 
[μmol/mol]  
 
 (c) For any pre -test interval concentrations, concentrations determined most recently 
before the test interval shall be used. For some test intervals, the most recent pre -zero 
or pre -span might have occurred before one or more previous test intervals;  
 (d) For any post -test interval co ncentrations, concentrations determined most 
recently after the test interval shall be used. For some test intervals, the most recent 
post-zero or post -span might have occurred after one or more subsequent test intervals;  
 (e) If any pre -test interval anal yzer response to the span gas concentration, xprespan , is 
not recorded, xprespan  shall be set equal to the reference concentration of the span gas: 
xprespan  = xrefspan ; 
 (f) If any pre -test interval analyzer response to the zero gas concentration, xprezero , is 
not recorded, xprezero  shall be set equal to the reference concentration of the zero gas: 
xprezero  = xrefzero ; 
 (g) Usually the reference concentration of the zero gas, xrefzero , is zero: xrefzero  = 0 
μmol/mol. However, in some cases it might be known  that xrefzero  has a non -zero 
concentration. For example, if a CO 2 analyzer is zeroed using ambient air, the default 
ambient air concentration of CO 2, which is 375 μmol/mol, may be used. In this case, 
xrefzero  = 375 μmol/mol. When an analyzer is zeroed usi ng a non -zero xrefzero , the 
analyzer shall be set to output the actual xrefzero concentration. For example, if xrefzero  
= 375 μmol/mol, the analyzer shall be set to output a value of 375 μmol/mol when the 
zero gas is flowing to the analyzer.  
 
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 2  
CARBON FLOW CHECK  
1. Introduction  
All but a tiny part of the carbon in the exhaust gas comes from the fuel, and all but a minimal 
part of this is manifest in the exhaust gas as CO 2. This is the basis for a system verification 
check based on CO 2 measurements. In the case of SI engines without control of excess air ratio 
λ or SI engines operating outside the range 0,97 ≤ λ ≤ 1,03, the procedure shall additionally 
include measurement of HC and CO.  
The flow of carbon i nto the exhaust gas measurement systems is determined from the fuel flow 
rate. The flow of carbon at various sampling points in the emissions and particulate sampling 
systems is determined from the CO 2 (or CO 2, HC and CO) concentrations and gas flow rates at 
those points.  
In this sense, the engine provides a known source of carbon flow, and observing the same 
carbon flow in the exhaust pipe and at the outlet of the partial flow PM sampling system verifies 
leak integrity and flow measurement accuracy. This c heck has the advantage that the 
components are operating under actual engine test conditions of temperature and flow.  
Figure 7.1 shows the sampling points at which the carbon flows shall be checked. The specific 
equations for the carbon flows at each of th e sample points are given in the following points.  
Figure 7.1  
Measuring points for carbon flow check  
 
2. Carbon flow rate into the engine (location 1)  
The carbon mass flow rate into the engine qmCf [kg/s] for a fuel CHαOε shall be calculated by 
means of equation (7 -150):  
 (7-150) 
 
Where:  
qmf = fuel mass flow rate [kg/s]  
 
 
 1 Hata! Bilinmeyen belge özelliği adı.  3. Carbon flow rate in the raw exhaust gas (location 2)  
3.1. Based on CO 2 
The carbon mass flow rate in the exhaust pipe of the engine qmCe [kg/s] shall be determined 
from the raw CO 2 concentration and the exhaust gas mass flow rate by means of equation (7 -
151):  
 (7-151) 
 
where:  
cCO2,r = wet CO 2 concentration in the raw exhaust gas [%]  
cCO2,a = wet CO 2 concentration in the ambient air [%]  
qmew = exhaust gas mass flow rate on wet basis [kg/s]  
Me = molar mass of exhaust gas [g/mol]  
 
If CO 2 is measured on a dry basis it shall be converted to a wet basis in accordance with point 
2.1.3 or point 3.5.2.  
3.2. Based on CO 2, HC and CO  
As an alternative to performing the calculation solely based upon CO 2 in point 3.1, the carbon 
mass flow rate in th e exhaust pipe of the engine qmCe [kg/s] shall be determined from the raw 
CO 2, HC and CO concentration and the exhaust gas mass flow rate by means of equation (7 -
152):  
 (7-152) 
 
Where:  
cCO2,r = wet CO 2 concentration in the raw exhaust gas [%]  
cCO2,a = wet CO 2 concentration in the ambient air [%]  
cTHC(C1),r  = THC(C1) concentration in the raw exhaust gas [%]  
cTHC(C1),a  = THC(C1) concentration in the ambient air [%]  
cCO,r = wet CO concentration in the raw exhaust gas [%]  
cCO,a = wet CO concentration in  the ambient air [%]  
 
 2 Hata! Bilinmeyen belge özelliği adı.  qmew = exhaust gas mass flow rate on wet basis [kg/s]  
Me = molar mass of exhaust gas [g/mol]  
 
If CO 2 or CO are measured on a dry basis they shall be converted to a wet basis in accordance 
with point 2.1.3 or point 3.5.2.  
4. Carbon flow rate in the dilution system (location 3)  
4.1. Based on CO 2 
For the partial flow dilution system, the splitting ratio also needs to be taken into account. The 
carbon flow rate in an equivalent dilution system qmCp [kg/s] (with equivalent meaning 
equiva lent to a full flow system where the total flow is diluted) shall be determined from the 
dilute CO 2 concentration, the exhaust gas mass flow rate and the sample flow rate; the new 
equation (7 -153) is identical to equation (7 -151), being only supplemented b y the dilution factor 
qmdew/qmp. 
 (7-153) 
 
Where:  
cCO2,d = wet CO 2 concentration in the diluted exhaust gas at the outlet of the dilution 
tunnel [ %]  
cCO2,a = wet CO 2 concentration in the ambient air [ %]  
qmdew = diluted sample flow in the partial flow  dilution system [kg/s]  
qmew = exhaust gas mass flow rate on wet basis [kg/s]  
qmp = sample flow of exhaust gas into partial flow dilution system [kg/s]  
Me = molar mass of exhaust gas [g/mol]  
 
If CO 2 is measured on a dry basis it shall be converted to a wet basis in accordance with point 
2.1.3 or point 3.5.2.  
4.2. Based on CO 2, HC and CO  
For the partial flow dilution system, the splitting ratio also needs to be taken into account. As 
an alternative to  performing the calculation solely based upon CO 2 in point 4.1, the carbon flow 
rate in an equivalent dilution system qmCp [kg/s] (with equivalent meaning equivalent to a full 
flow system where the total flow is diluted) shall be determined from the dilute  CO 2, HC and 
CO concentrations, the exhaust gas mass flow rate and the sample flow rate; the new equation 
(7-154) is identical to equation (7 -152), being only supplemented by the dilution factor 
qmdew/qmp. 
 
 3 Hata! Bilinmeyen belge özelliği adı.   (7-154) 
 
Where:  
cCO2,d = wet CO 2 concentration in the diluted exhaust gas at the outlet of the 
dilution tunnel [%]  
cCO2,a = wet CO 2 concentration in the ambient air [%]  
cTHC(C1),d  = THC(C1) concentration in the diluted exhaust gas at the outlet of the 
dilution tunnel [%]  
cTHC(C1),a  = THC(C1) concentration in the ambient air [%]  
cCO,d = wet CO concentration in the diluted exhaust gas at the outlet of the dilution 
tunnel [%]  
cCO,a = wet CO concentration in the ambient air [%]  
qmdew = diluted sample flow in the partial flow dilution system [kg/s]  
qmew = exhaust gas mass flow rate on wet basis [kg/s]  
qmp = sample flow of exhaust gas into partial flow dilution system [kg/s]  
Me = molar mass of exhaust gas [g/mol]  
 
If CO 2 or CO are measured on a dry basis they shall be converted to a wet basis in accordance 
with point 2.1.3 or point 3.5.2 of this Annex.  
5. Calculation of the molar mass of the exhaust gas  
The molar mass of the exhaust gas shall be calculated by means of equ ation (7 -13) (see point 
2.1.5.2.of this Annex).  
Alternatively, the following exhaust gas molar masses may be used:  
Me (diesel)  = 28,9 g/mol  
Me (LPG)  = 28,6 g/mol  
Me (Natural gas/biomethane)  = 28,3 g/mol  
Me (Petrol)  = 29,0 g/mol  
 
 
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 3  
STATISTICS  
1. Arithmetic mean  
The arithmetic mean, , shall be calculated by means of equation (7 -155):  
 (7-155) 
 
2. Standard deviation  
The standard deviation for a non -biased ( e.g., N–1) sample, σ, shall be calculated by means of 
equation (7-156):  
 (7-156) 
 
3. Root mean square  
The root mean square, rms y, shall be calculated by means of equation (7 -157):  
 (7-157) 
 
4. t-test 
It shall be determined if the data passes a t -test by means of the following equations and Table 
7.8: 
 (a) For an unpaired t-test, the t statistic and its number of degrees of freedom, v, shall 
be calculated by means of equations (7 -158) and (7 -159):  
 (7-158) 
 
 1 Hata! Bilinmeyen belge özelliği adı.   (7-159) 
 
 (b) For a paired t-test, the t statistic and its number of degrees of freedom, v, shall be 
calculated by means of equation (7 -160), noting that the ε i are the errors ( e.g., 
differences) between each pair of yrefi and yi: 
 v= N – 1 (7-160) 
 
 (c) Table 7.8 shall be used to compare t to the tcrit values tabulated versus the number 
of degrees of freedom. If t is less than tcrit, then t passes the t-test. 
Table 7.8  
Critical t values versus number of degrees of freedom, 
v 
v Confidence  
 90 %  95 %  
1 6,314  12,706  
2 2,920  4,303  
3 2,353  3,182  
4 2,132  2,776  
5 2,015  2,571  
6 1,943  2,447  
7 1,895  2,365  
8 1,860  2,306  
9 1,833  2,262  
10 1,812  2,228  
11 1,796  2,201  
 
 2 Hata! Bilinmeyen belge özelliği adı.  12 1,782  2,179  
13 1,771  2,160  
14 1,761  2,145  
15 1,753  2,131  
16 1,746  2,120  
18 1,734  2,101  
20 1,725  2,086  
22 1,717  2,074  
24 1,711  2,064  
26 1,706  2,056  
28 1,701  2,048  
30 1,697  2,042  
35 1,690  2,030  
40 1,684  2,021  
50 1,676  2,009  
70 1,667  1,994  
100 1,660  1,984  
1000+  1,645  1,960  
 
Linear interpolation shall be used to establish values not shown here.  
5. F-test 
The F statistic shall be calculated by means of equation (7 -161):  
 (7-161) 
 
 (a) For a 90 % confidence F-test, Table 7.9 is used to compare F to the Fcrit90 values 
tabulated versus ( N–1) and ( Nref–1). If F is less than Fcrit90, then F passes the F-test at 
90 % confidence;  
 
 3 Hata! Bilinmeyen belge özelliği adı.   (b) For a 95 % confidence F-test, Table 7.10 is used to compare F to the Fcrit95 values 
tabulated versus (N –1) and ( Nref–1). If F is less than Fcrit95, then F passes the F-test at 
95 % confidence.  
Table 7 -9 
Critical F values, F crit90, versus N – 1 and N ref – 1 at 90 per cent confidence  
N 
– 
1 1 2 3 4 5 6 7 8 9 10 12 15 20 24 30 40 60 12
0 10
00
+ 
Nr
ef 
– 
1                    
1 39
,8
6 49
,5
0 53
,5
9 55
,8
3 57
,2
4 58
,2
0 58
,9
0 59
,4
3 59
,8
5 60
,1
9 60
,7
0 61
,2
2 61
,7
4 62
,0
0 62
,2
6 62
,5
2 62
,7
9 63
,0
6 63
,3
2 
2 8,
52
6 9,
00
0 9,
16
2 9,
24
3 9,
29
3 9,
32
6 9,
34
9 9,
36
7 9,
38
1 9,
39
2 9,
40
8 9,
42
5 9,
44
1 9,
45
0 9,
45
8 9,
46
6 9,
47
5 9,
48
3 9,
49
1 
3 5,
53
8 5,
46
2 5,
39
1 5,
34
3 5,
30
9 5,
28
5 5,
26
6 5,
25
2 5,
24
0 5,
23
0 5,
21
6 5,
20
0 5,
18
4 5,
17
6 5,
16
8 5,
16
0 5,
15
1 5,
14
3 5,
13
4 
4 4,
54
5 4,
32
5 4,
19
1 4,
10
7 4,
05
1 4,
01
0 3,
97
9 3,
95
5 3,
93
6 3,
92
0 3,
89
6 3,
87
0 3,
84
4 3,
83
1 3,
81
7 3,
80
4 3,
79
0 3,
77
5 3,
76
1 
5 4,
06
0 3,
78
0 3,
61
9 3,
52
0 3,
45
3 3,
40
5 3,
36
8 3,
33
9 3,
31
6 3,
29
7 3,
26
8 3,
23
8 3,
20
7 3,
19
1 3,
17
4 3,
15
7 3,
14
0 3,
12
3 3,
10
5 
6 3,
77
6 3,
46
3 3,
28
9 3,
18
1 3,
10
8 3,
05
5 3,
01
4 2,
98
3 2,
95
8 2,
93
7 2,
90
5 2,
87
1 2,
83
6 2,
81
8 2,
80
0 2,
78
1 2,
76
2 2,
74
2 2,
72
2 
7 3,
58
9 3,
25
7 3,
07
4 2,
96
1 2,
88
3 2,
82
7 2,
78
5 2,
75
2 2,
72
5 2,
70
3 2,
66
8 2,
63
2 2,
59
5 2,
57
5 2,
55
5 2,
53
5 2,
51
4 2,
49
3 2,
47
1 
8 3,
45
8 3,
11
3 2,
92
4 2,
80
6 2,
72
6 2,
66
8 2,
62
4 2,
58
9 2,
56
1 2,
53
8 2,
50
2 2,
46
4 2,
42
5 2,
40
4 2,
38
3 2,
36
1 2,
33
9 2,
31
6 2,
29
3 
9 3,
36
0 3,
00
6 2,
81
3 2,
69
3 2,
61
1 2,
55
1 2,
50
5 2,
46
9 2,
44
0 2,
41
6 2,
37
9 2,
34
0 2,
29
8 2,
27
7 2,
25
5 2,
23
2 2,
20
8 2,
18
4 2,
15
9  
 4 Hata! Bilinmeyen belge özelliği adı.  10 3,
28
5 2,
92
4 2,
72
8 2,
60
5 2,
52
2 2,
46
1 2,
41
4 2,
37
7 2,
34
7 2,
32
3 2,
28
4 2,
24
4 2,
20
1 2,
17
8 2,
15
5 2,
13
2 2,
10
7 2,
08
2 2,
05
5 
11 3,
22
5 2,
86
0 2,
66
0 2,
53
6 2,
45
1 2,
38
9 2,
34
2 2,
30
4 2,
27
4 2,
24
8 2,
20
9 2,
16
7 2,
12
3 2,
10
0 2,
07
6 2,
05
2 2,
02
6 2,
00
0 1,
97
2 
12 3,
17
7 2,
80
7 2,
60
6 2,
48
0 2,
39
4 2,
33
1 2,
28
3 2,
24
5 2,
21
4 2,
18
8 2,
14
7 2,
10
5 2,
06
0 2,
03
6 2,
01
1 1,
98
6 1,
96
0 1,
93
2 1,
90
4 
13 3,
13
6 2,
76
3 2,
56
0 2,
43
4 2,
34
7 2,
28
3 2,
23
4 2,
19
5 2,
16
4 2,
13
8 2,
09
7 2,
05
3 2,
00
7 1,
98
3 1,
95
8 1,
93
1 1,
90
4 1,
87
6 1,
84
6 
14 3,
10
2 2,
72
6 2,
52
2 2,
39
5 2,
30
7 2,
24
3 2,
19
3 2,
15
4 2,
12
2 2,
09
5 2,
05
4 2,
01
0 1,
96
2 1,
93
8 1,
91
2 1,
88
5 1,
85
7 1,
82
8 1,
79
7 
15 3,
07
3 2,
69
5 2,
49
0 2,
36
1 2,
27
3 2,
20
8 2,
15
8 2,
11
9 2,
08
6 2,
05
9 2,
01
7 1,
97
2 1,
92
4 1,
89
9 1,
87
3 1,
84
5 1,
81
7 1,
78
7 1,
75
5 
16 3,
04
8 2,
66
8 2,
46
2 2,
33
3 2,
24
4 2,
17
8 2,
12
8 2,
08
8 2,
05
5 2,
02
8 1,
98
5 1,
94
0 1,
89
1 1,
86
6 1,
83
9 1,
81
1 1,
78
2 1,
75
1 1,
71
8 
17 3,
02
6 2,
64
5 2,
43
7 2,
30
8 2,
21
8 2,
15
2 2,
10
2 2,
06
1 2,
02
8 2,
00
1 1,
95
8 1,
91
2 1,
86
2 1,
83
6 1,
80
9 1,
78
1 1,
75
1 1,
71
9 1,
68
6 
18 3,
00
7 2,
62
4 2,
41
6 2,
28
6 2,
19
6 2,
13
0 2,
07
9 2,
03
8 2,
00
5 1,
97
7 1,
93
3 1,
88
7 1,
83
7 1,
81
0 1,
78
3 1,
75
4 1,
72
3 1,
69
1 1,
65
7 
19 2,
99
0 2,
60
6 2,
39
7 2,
26
6 2,
17
6 2,
10
9 2,
05
8 2,
01
7 1,
98
4 1,
95
6 1,
91
2 1,
86
5 1,
81
4 1,
78
7 1,
75
9 1,
73
0 1,
69
9 1,
66
6 1,
63
1 
20 2,
97
5 2,
58
9 2,
38
0 2,
24
9 2,
15
8 2,
09
1 2,
04
0 1,
99
9 1,
96
5 1,
93
7 1,
89
2 1,
84
5 1,
79
4 1,
76
7 1,
73
8 1,
70
8 1,
67
7 1,
64
3 1,
60
7 
21 2,
96
1 2,
57
5 2,
36
5 2,
23
3 2,
14
2 2,
07
5 2,
02
3 1,
98
2 1,
94
8 1,
92
0 1,
87
5 1,
82
7 1,
77
6 1,
74
8 1,
71
9 1,
68
9 1,
65
7 1,
62
3 1,
58
6 
20 2,
94
9 2,
56
1 2,
35
1 2,
21
9 2,
12
8 2,
06
1 2,
00
8 1,
96
7 1,
93
3 1,
90
4 1,
85
9 1,
81
1 1,
75
9 1,
73
1 1,
70
2 1,
67
1 1,
63
9 1,
60
4 1,
56
7  
 5 Hata! Bilinmeyen belge özelliği adı.  23 2,
93
7 2,
54
9 2,
33
9 2,
20
7 2,
11
5 2,
04
7 1,
99
5 1,
95
3 1,
91
9 1,
89
0 1,
84
5 1,
79
6 1,
74
4 1,
71
6 1,
68
6 1,
65
5 1,
62
2 1,
58
7 1,
54
9 
24 2,
92
7 2,
53
8 2,
32
7 2,
19
5 2,
10
3 2,
03
5 1,
98
3 1,
94
1 1,
90
6 1,
87
7 1,
83
2 1,
78
3 1,
73
0 1,
70
2 1,
67
2 1,
64
1 1,
60
7 1,
57
1 1,
53
3 
25 2,
91
8 2,
52
8 2,
31
7 2,
18
4 2,
09
2 2,
02
4 1,
97
1 1,
92
9 1,
89
5 1,
86
6 1,
82
0 1,
77
1 1,
71
8 1,
68
9 1,
65
9 1,
62
7 1,
59
3 1,
55
7 1,
51
8 
26 2,
90
9 2,
51
9 2,
30
7 2,
17
4 2,
08
2 2,
01
4 1,
96
1 1,
91
9 1,
88
4 1,
85
5 1,
80
9 1,
76
0 1,
70
6 1,
67
7 1,
64
7 1,
61
5 1,
58
1 1,
54
4 1,
50
4 
27 2,
90
1 2,
51
1 2,
29
9 2,
16
5 2,
07
3 2,
00
5 1,
95
2 1,
90
9 1,
87
4 1,
84
5 1,
79
9 1,
74
9 1,
69
5 1,
66
6 1,
63
6 1,
60
3 1,
56
9 1,
53
1 1,
49
1 
28 2,
89
4 2,
50
3 2,
29
1 2,
15
7 2,
06
4 1,
99
6 1,
94
3 1,
90
0 1,
86
5 1,
83
6 1,
79
0 1,
74
0 1,
68
5 1,
65
6 1,
62
5 1,
59
3 1,
55
8 1,
52
0 1,
47
8 
29 2,
88
7 2,
49
5 2,
28
3 2,
14
9 2,
05
7 1,
98
8 1,
93
5 1,
89
2 1,
85
7 1,
82
7 1,
78
1 1,
73
1 1,
67
6 1,
64
7 1,
61
6 1,
58
3 1,
54
7 1,
50
9 1,
46
7 
30 2,
88
1 2,
48
9 2,
27
6 2,
14
2 2,
04
9 1,
98
0 1,
92
7 1,
88
4 1,
84
9 1,
81
9 1,
77
3 1,
72
2 1,
66
7 1,
63
8 1,
60
6 1,
57
3 1,
53
8 1,
49
9 1,
45
6 
40 2,
83
5 2,
44
0 2,
22
6 2,
09
1 1,
99
7 1,
92
7 1,
87
3 1,
82
9 1,
79
3 1,
76
3 1,
71
5 1,
66
2 1,
60
5 1,
57
4 1,
54
1 1,
50
6 1,
46
7 1,
42
5 1,
37
7 
60 2,
79
1 2,
39
3 2,
17
7 2,
04
1 1,
94
6 1,
87
5 1,
81
9 1,
77
5 1,
73
8 1,
70
7 1,
65
7 1,
60
3 1,
54
3 1,
51
1 1,
47
6 1,
43
7 1,
39
5 1,
34
8 1,
29
1 
12
0 2,
74
8 2,
34
7 2,
13
0 1,
99
2 1,
89
6 1,
82
4 1,
76
7 1,
72
2 1,
68
4 1,
65
2 1,
60
1 1,
54
5 1,
48
2 1,
44
7 1,
40
9 1,
36
8 1,
32
0 1,
26
5 1,
19
3 
10
00
+ 2,
70
6 2,
30
3 2,
08
4 1,
94
5 1,
84
7 1,
77
4 1,
71
7 1,
67
0 1,
63
2 1,
59
9 1,
54
6 1,
48
7 1,
42
1 1,
38
3 1,
34
2 1,
29
5 1,
24
0 1,
16
9 1,
00
0 
 
Table 7 -10 
Critical F values, F crit95, versus N – 1 and N ref – 1 at 95 per cent confidence   
 6 Hata! Bilinmeyen belge özelliği adı.  N 
– 
1 1 2 3 4 5 6 7 8 9 10 12 15 20 24 30 40 60 12
0 10
00
+ 
Nr
ef 
– 
1                    
1 16
1,
4 19
9,
5 21
5,
7 22
4,
5 23
0,
1 23
3,
9 23
6,
7 23
8,
8 24
0,
5 24
1,
8 24
3,
9 24
5,
9 24
8,
0 24
9,
0 25
0,
1 25
1,
1 25
2,
2 25
3,
2 25
4,
3 
2 18
,5
1 19
,0
0 19
,1
6 19
,2
4 19
,2
9 19
,3
3 19
,3
5 19
,3
7 19
,3
8 19
,3
9 19
,4
1 19
,4
2 19
,4
4 19
,4
5 19
,4
6 19
,4
7 19
,4
7 19
,4
8 19
,4
9 
3 10
,1
2 9,
55
2 9,
27
7 9,
11
7 9,
01
4 8,
94
1 8,
88
7 8,
84
5 8,
81
2 8,
78
6 8,
74
5 8,
70
3 8,
66
0 8,
63
9 8,
61
7 8,
59
4 8,
57
2 8,
54
9 8,
52
6 
4 7,
70
9 6,
94
4 6,
59
1 6,
38
8 6,
25
6 6,
16
3 6,
09
4 6,
04
1 5,
99
9 5,
96
4 5,
91
2 5,
85
8 5,
80
3 5,
77
4 5,
74
6 5,
71
7 5,
68
8 5,
65
8 5,
62
8 
5 6,
60
8 5,
78
6 5,
41
0 5,
19
2 5,
05
0 4,
95
0 4,
87
6 4,
81
8 4,
77
3 4,
73
5 4,
67
8 4,
61
9 4,
55
8 4,
52
7 4,
49
6 4,
46
4 4,
43
1 4,
39
9 4,
36
5 
6 5,
98
7 5,
14
3 4,
75
7 4,
53
4 4,
38
7 4,
28
4 4,
20
7 4,
14
7 4,
09
9 4,
06
0 4,
00
0 3,
93
8 3,
87
4 3,
84
2 3,
80
8 3,
77
4 3,
74
0 3,
70
5 3,
66
9 
7 5,
59
1 4,
73
7 4,
34
7 4,
12
0 3,
97
2 3,
86
6 3,
78
7 3,
72
6 3,
67
7 3,
63
7 3,
57
5 3,
51
1 3,
44
5 3,
41
1 3,
37
6 3,
34
0 3,
30
4 3,
26
7 3,
23
0 
8 5,
31
8 4,
45
9 4,
06
6 3,
83
8 3,
68
8 3,
58
1 3,
50
1 3,
43
8 3,
38
8 3,
34
7 3,
28
4 3,
21
8 3,
15
0 3,
11
5 3,
07
9 3,
04
3 3,
00
5 2,
96
7 2,
92
8 
9 5,
11
7 4,
25
7 3,
86
3 3,
63
3 3,
48
2 3,
37
4 3,
29
3 3,
23
0 3,
17
9 3,
13
7 3,
07
3 3,
00
6 2,
93
7 2,
90
1 2,
86
4 2,
82
6 2,
78
7 2,
74
8 2,
70
7 
10 4,
96
5 4,
10
3 3,
70
8 3,
47
8 3,
32
6 3,
21
7 3,
13
6 3,
07
2 3,
02
0 2,
97
8 2,
91
3 2,
84
5 2,
77
4 2,
73
7 2,
70
0 2,
66
1 2,
62
1 2,
58
0 2,
53
8 
11 4,
84
4 3,
98
2 3,
58
7 3,
35
7 3,
20
4 3,
09
5 3,
01
2 2,
94
8 2,
89
6 2,
85
4 2,
78
8 2,
71
9 2,
64
6 2,
60
9 2,
57
1 2,
53
1 2,
49
0 2,
44
8 2,
40
5  
 7 Hata! Bilinmeyen belge özelliği adı.  12 4,
74
7 3,
88
5 3,
49
0 3,
25
9 3,
10
6 2,
99
6 2,
91
3 2,
84
9 2,
79
6 2,
75
3 2,
68
7 2,
61
7 2,
54
4 2,
50
6 2,
46
6 2,
42
6 2,
38
4 2,
34
1 2,
29
6 
13 4,
66
7 3,
80
6 3,
41
1 3,
17
9 3,
02
5 2,
91
5 2,
83
2 2,
76
7 2,
71
4 2,
67
1 2,
60
4 2,
53
3 2,
45
9 2,
42
0 2,
38
0 2,
33
9 2,
29
7 2,
25
2 2,
20
6 
14 4,
60
0 3,
73
9 3,
34
4 3,
11
2 2,
95
8 2,
84
8 2,
76
4 2,
69
9 2,
64
6 2,
60
2 2,
53
4 2,
46
3 2,
38
8 2,
34
9 2,
30
8 2,
26
6 2,
22
3 2,
17
8 2,
13
1 
15 4,
54
3 3,
68
2 3,
28
7 3,
05
6 2,
90
1 2,
79
1 2,
70
7 2,
64
1 2,
58
8 2,
54
4 2,
47
5 2,
40
3 2,
32
8 2,
28
8 2,
24
7 2,
20
4 2,
16
0 2,
11
4 2,
06
6 
16 4,
49
4 3,
63
4 3,
23
9 3,
00
7 2,
85
2 2,
74
1 2,
65
7 2,
59
1 2,
53
8 2,
49
4 2,
42
5 2,
35
2 2,
27
6 2,
23
5 2,
19
4 2,
15
1 2,
10
6 2,
05
9 2,
01
0 
17 4,
45
1 3,
59
2 3,
19
7 2,
96
5 2,
81
0 2,
69
9 2,
61
4 2,
54
8 2,
49
4 2,
45
0 2,
38
1 2,
30
8 2,
23
0 2,
19
0 2,
14
8 2,
10
4 2,
05
8 2,
01
1 1,
96
0 
18 4,
41
4 3,
55
5 3,
16
0 2,
92
8 2,
77
3 2,
66
1 2,
57
7 2,
51
0 2,
45
6 2,
41
2 2,
34
2 2,
26
9 2,
19
1 2,
15
0 2,
10
7 2,
06
3 2,
01
7 1,
96
8 1,
91
7 
19 4,
38
1 3,
52
2 3,
12
7 2,
89
5 2,
74
0 2,
62
8 2,
54
4 2,
47
7 2,
42
3 2,
37
8 2,
30
8 2,
23
4 2,
15
6 2,
11
4 2,
07
1 2,
02
6 1,
98
0 1,
93
0 1,
87
8 
20 4,
35
1 3,
49
3 3,
09
8 2,
86
6 2,
71
1 2,
59
9 2,
51
4 2,
44
7 2,
39
3 2,
34
8 2,
27
8 2,
20
3 2,
12
4 2,
08
3 2,
03
9 1,
99
4 1,
94
6 1,
89
6 1,
84
3 
21 4,
32
5 3,
46
7 3,
07
3 2,
84
0 2,
68
5 2,
57
3 2,
48
8 2,
42
1 2,
36
6 2,
32
1 2,
25
0 2,
17
6 2,
09
6 2,
05
4 2,
01
0 1,
96
5 1,
91
7 1,
86
6 1,
81
2 
22 4,
30
1 3,
44
3 3,
04
9 2,
81
7 2,
66
1 2,
54
9 2,
46
4 2,
39
7 2,
34
2 2,
29
7 2,
22
6 2,
15
1 2,
07
1 2,
02
8 1,
98
4 1,
93
8 1,
88
9 1,
83
8 1,
78
3 
23 4,
27
9 3,
42
2 3,
02
8 2,
79
6 2,
64
0 2,
52
8 2,
44
2 2,
37
5 2,
32
0 2,
27
5 2,
20
4 2,
12
8 2,
04
8 2,
00
5 1,
96
1 1,
91
4 1,
86
5 1,
81
3 1,
75
7 
24 4,
26
0 3,
40
3 3,
00
9 2,
77
6 2,
62
1 2,
50
8 2,
42
3 2,
35
5 2,
30
0 2,
25
5 2,
18
3 2,
10
8 2,
02
7 1,
98
4 1,
93
9 1,
89
2 1,
84
2 1,
79
0 1,
73
3  
 8 Hata! Bilinmeyen belge özelliği adı.  25 4,
24
2 3,
38
5 2,
99
1 2,
75
9 2,
60
3 2,
49
0 2,
40
5 2,
33
7 2,
28
2 2,
23
7 2,
16
5 2,
08
9 2,
00
8 1,
96
4 1,
91
9 1,
87
2 1,
82
2 1,
76
8 1,
71
1 
26 4,
22
5 3,
36
9 2,
97
5 2,
74
3 2,
58
7 2,
47
4 2,
38
8 2,
32
1 2,
26
6 2,
22
0 2,
14
8 2,
07
2 1,
99
0 1,
94
6 1,
90
1 1,
85
3 1,
80
3 1,
74
9 1,
69
1 
27 4,
21
0 3,
35
4 2,
96
0 2,
72
8 2,
57
2 2,
45
9 2,
37
3 2,
30
5 2,
25
0 2,
20
4 2,
13
2 2,
05
6 1,
97
4 1,
93
0 1,
88
4 1,
83
6 1,
78
5 1,
73
1 1,
67
2 
28 4,
19
6 3,
34
0 2,
94
7 2,
71
4 2,
55
8 2,
44
5 2,
35
9 2,
29
1 2,
23
6 2,
19
0 2,
11
8 2,
04
1 1,
95
9 1,
91
5 1,
86
9 1,
82
0 1,
76
9 1,
71
4 1,
65
4 
29 4,
18
3 3,
32
8 2,
93
4 2,
70
1 2,
54
5 2,
43
2 2,
34
6 2,
27
8 2,
22
3 2,
17
7 2,
10
5 2,
02
8 1,
94
5 1,
90
1 1,
85
4 1,
80
6 1,
75
4 1,
69
8 1,
63
8 
30 4,
17
1 3,
31
6 2,
92
2 2,
69
0 2,
53
4 2,
42
1 2,
33
4 2,
26
6 2,
21
1 2,
16
5 2,
09
2 2,
01
5 1,
93
2 1,
88
7 1,
84
1 1,
79
2 1,
74
0 1,
68
4 1,
62
2 
40 4,
08
5 3,
23
2 2,
83
9 2,
60
6 2,
45
0 2,
33
6 2,
24
9 2,
18
0 2,
12
4 2,
07
7 2,
00
4 1,
92
5 1,
83
9 1,
79
3 1,
74
4 1,
69
3 1,
63
7 1,
57
7 1,
50
9 
60 4,
00
1 3,
15
0 2,
75
8 2,
52
5 2,
36
8 2,
25
4 2,
16
7 2,
09
7 2,
04
0 1,
99
3 1,
91
7 1,
83
6 1,
74
8 1,
70
0 1,
64
9 1,
59
4 1,
53
4 1,
46
7 1,
38
9 
12
0 3,
92
0 3,
07
2 2,
68
0 2,
44
7 2,
29
0 2,
17
5 2,
08
7 2,
01
6 1,
95
9 1,
91
1 1,
83
4 1,
75
1 1,
65
9 1,
60
8 1,
55
4 1,
49
5 1,
42
9 1,
35
2 1,
25
4 
10
00
+ 3,
84
2 2,
99
6 2,
60
5 2,
37
2 2,
21
4 2,
09
9 2,
01
0 1,
93
8 1,
88
0 1,
83
1 1,
75
2 1,
66
6 1,
57
1 1,
51
7 1,
45
9 1,
39
4 1,
31
8 1,
22
1 1,
00
0 
6. Slope  
The least -squares regression slope, a1y, shall be calculated by means of equation (7 -162):  
 (7-162) 
 
7. Intercept  
The least -squares regression intercept, a0y, shall be calculated by means of equation (7 -163):  
 
 9 Hata! Bilinmeyen belge özelliği adı.   (7-163) 
 
8. Standard estimate of error  
The standard estimate of error, SEE, shall be calculated by means of equation (7 -164):  
 (7-164) 
 
9. Coefficient of determination  
The coefficient of determination, r2, shall be calculated by means of equation (7 -165):  
 (7-165) 
 
 
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 4  
1980  INTERNATIONAL  GRAVITY  FORMULA  
The acceleration of Earth's gravity, ag, varies depending on the location and ag shall be 
calculated for a respective latitude, by means of equation (7 -166):  
ag = 9,7803267715 [1 + 5,2790414 × 10– 3 sin2θ + 2,3 2718 × 10– 5 sin4θ + 1,262 × 
10– 7 sin6θ + 7 × 10– 10 sin8θ] (7-166) 
 
Where:  
θ = Degrees north or south latitude  
  
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 5  
PARTICLE NUMBER CALCU LATION  
1. Determination of particle numbers  
1.1. Time alignment  
For partial flow dilution systems residence time in the particle number sampling and 
measurement system shall be accounted for by time aligning the particle number signal with 
the test cycle and the exhaust gas mass flow rate according to the procedure in point 8.2.1.2 of 
Annex VI. The transformation time of the particle number sampling and measurement system 
shall be determined in accordance with point 2.1.3.7 of Appendix 1 of Annex VI.  
1.2. Determination of particle numbers for transient (NRTC and LSI -NRTC) test cycles an d 
RMC with a partial flow dilution system  
Where particle numbers are sampled using a partial flow dilution system according to the 
specifications set out in point 9.2.3 of Annex VI, the number of particles emitted over the test 
cycle shall be calculated by  means of equation (7 -167):  
 (7-167) 
 
Where:  
N  is the number of particles emitted over the test cycle, [#/test],  
medf  is the mass of equivalent diluted exhaust gas over the cycle, determined by means 
of equation (7 -45) (point 2.3.1.1.2), [kg/test],  
k  is the calibration factor to correct the particle number counter measurements to 
the level of the reference instrument where this is not applied internally within 
the particle number counter. Where the calibration factor is applied internally 
within the particle number counter, a value of  1 shall be used for k in equation 
(7-167),  
  is the average concentration of particles from the diluted exhaust gas corrected 
to standard conditions (273,2 K and 101,33 kPa), particles per cubic centimetre,  
  is the mean particle concentration reduction factor of the volatile particle 
remover specific to the dilution settings used for the test.  
 
with 
 (7-168) 
 
Where:  
 
 1 Hata! Bilinmeyen belge özelliği adı.  cs,i  is a discrete measurement of particle concentration in the diluted exhaust gas from 
the particle counter, corrected for coincidence and to standard conditions (273,2 K 
and 101,33 kPa), particles per cubic centimetre,  
n  is the number of particle concentration measurements taken over the duration of the 
test. 
 
1.3. Determination of particle numbers for transient (NRTC and LSI -NRTC) test cycles and 
RMC with a full flow dilution system  
Where particle numbers are sampled using a full flow dilution system according to the 
specifications set out in point 9.2.2 of Annex VI, the number of particles emitted over the test 
cycle shall be calculated by means of equation (7 -169):  
 (7-169) 
 
Where:  
N  is the number of particles emitted over the test cycle, [#/test],  
med  is the total diluted exhaust gas flow over the cycle calculated according to any one  
of the methods described in points 2.2.4.1 to 2.2.4.3, of Annex VII, kg/test,  
k  is the calibration factor to correct the particle number counter measurements to 
the level of the reference instrument where this is not applied internally within the 
partic le number counter. Where the calibration factor is applied internally within 
the particle number counter, a value of 1 shall be used for k in equation (7 -169),  
  is the average corrected concentration of particles from the diluted exhaust gas 
corrected t o standard conditions (273,2 K and 101,33 kPa), particles per cubic 
centimetre,  
  is the mean particle concentration reduction factor of the volatile particle remover 
specific to the dilution settings used for the test.  
 
with 
 (7-170) 
 
Where:  
 
 2 Hata! Bilinmeyen belge özelliği adı.  cs,i  is a discrete measurement of particle concentration in the diluted gas exhaust from 
the particle counter, corrected for coincidence and to standard conditions (273,2 K 
and 101,33 kPa), particles per cubic centimetre,  
n  is the number of particle concentrati on measurements taken over the duration of the 
test 
 
1.4. Determination of particle numbers for discrete -mode NRSC with a partial flow 
dilution system  
Where particle numbers are sampled using a partial flow dilution system according to the 
specifications set out in point 9.2.3 of Annex VI, the rate of emission of particles during each 
individual discrete -mode shall be calculated by means of equation (7 -171) using the average 
values for the mode:  
 (7-171) 
 
Where:  
Ṅ  is the rate of emission of particles du ring the individual discrete -mode, [#/h],  
qmedf  is the equivalent diluted exhaust mass flow rate on a wet basis during the 
individual discrete -mode, determined in accordance with equation (7 -51) (point 
2.3.2.1), [kg/s],  
k  is the calibration factor to correct the particle number counter measurements to 
the level of the reference instrument where this is not applied internally within 
the particle number counter. Where the calibration factor is applied internally 
within the pa rticle number counter, a value of 1 shall be used for k in the 
equation (1 -171),  
  is the average concentration of particles from the diluted exhaust gas during the 
individual discrete -mode corrected to standard conditions (273,2 K and 101,33 
kPa), parti cles per cubic centimetre,  
  is the mean particle concentration reduction factor of the volatile particle 
remover specific to the dilution settings used for the test.  
 
with 
 (7-172) 
 
Where:  
 
 3 Hata! Bilinmeyen belge özelliği adı.  cs,i  is a discrete measurement of particle concentration in the diluted gas exhaust from 
the particle counter, corrected for coincidence and to standard conditions (273,2 K 
and 101,33 kPa), particles per cubic centimetre,  
n  is the number of particle concentration measurements taken during the individual 
discrete -mode sampling period  
 
1.5. Determination of particle numbers for discrete -mode cycles with a full flow dilution 
system  
Where particle numbers are sampled using a full flow dilution system according to the 
specifications set out in point 9.2.2 of Annex VI,  the rate of emission of particles during each 
individual discrete -mode shall be calculated by means of equation (7 -173) using the average 
values for the mode:  
 (7-173) 
 
Where:  
Ṅ  is the rate of emission of particles during the individual discrete -mode, [#/h],  
qmdew  is the total diluted exhaust mass flow rate on a wet basis during the individual 
discrete -mode, [kg/s],  
k  is the calibration factor to correct the particle number counter measurements to 
the level of the reference instrument where this is not applied internally within 
the particle number counter. Where the calibration factor is applied internally 
within the pa rticle number counter, a value of 1 shall be used for k in equation 
(7-173),  
  is the average concentration of particles from the diluted exhaust gas during 
the individual discrete -mode corrected to standard conditions (273,2 K and 
101,33 kPa), particles  per cubic centimetre,  
  is the mean particle concentration reduction factor of the volatile particle 
remover specific to the dilution settings used for the test.  
 
with 
 (7-174) 
 
Where:  
 
 4 Hata! Bilinmeyen belge özelliği adı.  cs,i  is a discrete measurement of particle concentration in the diluted gas exhaust from 
the particle counter, corrected for coincidence and to standard conditions (273,2 K 
and 101,33 kPa), particles per cubic centimetre,  
n  is the number of particle concentration measurements taken during the individual 
discrete -mode  sampling period.  
 
2. Test result  
2.1. Calculation of the specific emissions for transient (NRTC and LSI -NRTC) test cycles 
and RMC  
For each applicable individual RMC, hot -start NRTC and cold -start NRTC the specific 
emissions in number of particles/kWh shall be calculated by means of equation (7 -175):  
 (7-175) 
 
Where:  
N  is the number of particles emitted over the applicable RMC, hot -start run of the 
NRTC or cold -start NRTC,  
Wact  is the actual cycle work in accordance with point 7.8.3.4 of Annex VI, [kWh].  
 
For an RMC, in case of an engine with infrequent (periodic) exhaust after -treatment system 
regeneration (see point 6.6.2 of Annex VI), the specific emissions shall be corrected with either 
the applicable multiplicative adjustment factor or with th e applicable adjustment additive 
factor. In the case that infrequent regeneration did not take place during the test the upward 
factor shall be applied ( kru,m or kru,a). In the case that infrequent regeneration took place during 
the test the downward facto r shall be applied ( krd,m or krd,a). 
For an RMC the final result shall also be adjusted with the applicable multiplicative or additive 
deterioration factor established according to the requirements of Annex III.  
2.1.1.  Weighted average NRTC test result  
For the NRTC, the final test result shall be a weighted average from cold -start run and hot -start 
run (including infrequent regeneration where relevant) shall be calculated by means of equation 
(7-176) or (7 -177):  
 (a) In the case of multiplicative regenerati on adjustment, or engines without 
infrequently regenerating exhaust after -treatment system  
 (7-176) 
 
 
 5 Hata! Bilinmeyen belge özelliği adı.  In the case of additive regeneration adjustment  
 (7-177) 
 
Where:  
Ncold  is the total number of particles emitted over the NRTC cold -start run of the 
NRTC,  
Nhot  is the total number of particles emitted over the NRTC hot -start run of the 
NRTC,  
Wact,cold   is the actual cycle work over the cold -start NRTC in accordance with point 
7.8.3.4 of Annex VI, [kWh],  
Wact, hot   is the actual cycle work over the hot-start NRTC in accordance with point 
7.8.3.4 of Annex VI, [kWh],  
kr  is the regeneration adjustment, according to point 6.6.2 of Annex VI, or in 
the case of engines without infrequently regenerating exhaust after -treatment 
system kr = 1 
 
In the case t hat infrequent regeneration did not take place during the test the upward factor shall 
be applied ( kru,m or kru,a). In the case that infrequent regeneration took place during the test the 
downward factor shall be applied ( krd,m or krd,a). 
The result, where  applicable inclusive of infrequent regeneration adjustment factor, shall also 
be adjusted by the applicable multiplicative or additive deterioration factor established 
according to the requirements of Annex III.  
2.2. Calculation of the specific emissions for discrete -mode NRSC tests  
The specific emissions e [#/kWh] shall be calculated by means of equation (7 -178):  
 (7-178) 
 
Where:  
Pi     engine power for the mode i [kW] calculated by adding to the measured power 
Pmeas [kW] the power required to drive auxiliaries PAUX [kW] determined in 
accordance with equation (6 -8) of Annex VI ( Pi = Pmeas + PAUX).   
WF i  is the weighting factor for the mode i [ -] 
 
 6 Hata! Bilinmeyen belge özelliği adı.  Ṅi  is the mean emission number flow rate for the mode i [#/h] from eq uation (7 -171) 
or (7 -173) depending upon the dilution method  
 
In case of an engine with infrequent (periodic) exhaust after -treatment system regeneration (see 
point 6.6.2 of Annex VI), the specific emissions shall be corrected with either the applicable 
multiplicative adjustment factor or with the applicable adjustment additive factor. In the case 
that infrequent regeneration did not take place during the test the upward factor shall be applied 
(kru,m or kru,a). In the case that infrequent regeneration to ok place during the test the downward 
factor shall be applied ( krd,m or krd,a). Where the adjustment factors have been determined for 
each mode they shall be applied to each mode during the calculation of the weighted emission 
result at equation (7 -178).  
The result, where applicable inclusive of infrequent regeneration adjustment factor, shall also 
be adjusted by the applicable multiplicative or additive deterioration factor established 
according to the requirements of Annex III.  
2.3. Rounding of final resu lts 
The final NRSC and weighted average NRTC test results shall be rounded in one step to three 
significant figures in accordance with ASTM E 29 –06B.   No rounding of intermediate values 
leading to the final brake specific emission result is permissible.  
2.4. Determination of particle number background  
2.4.1.  At the engine manufacturer's request, dilution tunnel background particle number 
concentrations may be sampled, prior to or after the test, from a point downstream of the particle 
and hydrocarbon filter s into the particle number measurement system, to determine the tunnel 
background particle concentrations.  
2.4.2.  Subtraction of particle number tunnel background concentrations shall not be allowed 
for type -approval, but may be used at the manufacturer's request, with the prior approval of the 
approval authority, for conformity of production testing, if it can be demonstrated that tunnel 
background contribution is significant, which can then be subtracted from the values measured 
in the diluted exhaust gas .  
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 6  
AMMONIA EMISSION CALC ULATION  
1. Calculation of the mean concentration for transient (NRTC and LSI -NRTC) test 
cycles and RMC  
The mean NH 3 concentration in the exhaust gas over the test cycle c NH3 [ppm] shall be 
determined by integrating the instantaneous values over the cycle. Equation (7 -179) shall be 
applied:  
 (7-179) 
 
Where:  
cNH3,i  is the instantaneous NH 3 concentration in the exhaust gas [ppm]  
n  is the number of measurements  
 
For the NRTC, the final test result shall be calculated by means of equation (7 -180):  
cNH3 = (0,1 × c NH3,cold ) + (0,9 × c NH3,hot ) (7-180) 
Where:  
cNH3,cold   is the mean NH 3 concentration of the cold -start NRTC [ppm]  
cNH3,hot   is the mean NH 3 concentration of the hot -start NRTC [ppm]  
 
2. Calculation of the mean concentration for discrete -mode NRSC  
The mean NH 3 concentration in the exhaust gas over the test cycle c NH3 [ppm] shall be 
determined by measuring the mean concentration for each mode and weighting the result in 
accordance with the weighting factors applicable to the test cycle. Equation (7 -181) shall be 
applied:  
 (7-181) 
 
Where:  
  is the mean NH 3 concentrat ion in the exhaust gas for mode i [ppm]  
 
 1 Hata! Bilinmeyen belge özelliği adı.  Nmode  is the number of modes in the test cycle  
WF i  is the weighting factor for the mode i [ -] 
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX VIII  
PERFORMANCE REQUIREME NTS AND TEST PROCEDU RES FOR DUAL -FUEL ENGINES  
1. Scope  
This Annex shall apply for dual -fuel engines as defined in Article 4(18) of Regulation No: 
2016/1628/AB when they are being operated simultaneously on both a liquid and a gaseous fuel 
(dual -fuel mode).  
This Annex shall not apply for testing engines, includi ng dual -fuel engines, when they are being 
operated solely on liquid or solely on gaseous fuels (i.e. when the GER is either 1 or 0 according 
to the type of fuel). In this case the requirements are the same as for any single -fuel engine.  
Type approval of engines operated simultaneously on a combination of more than one liquid 
fuel and a gaseous fuel or a liquid fuel and more than one gaseous fuel shall follow the 
procedure for new technologies or new concepts given in Article 3 4 of Regulation 
2016/1628/AB . 
2. Definitions and abbreviations  
For the purposes of this Annex the following definitions shall apply:  
 2.1. ‘GER (Gas Energy Ratio)’ has the meaning defined in Article 4(20) of 
Regulation No: 2016/1628/AB based on the lower heating value;  
 2.2. ‘GER cycle’ means the average GER when operating the engine on the applicable 
engine test cycle;  
 2.3. ‘Dual -fuel Type 1A engine’ means either:  
 (a) a dual -fuel engine of a sub -category of NRE 19 ≤ kW ≤ 560, that operates 
over the hot -start NRTC test -cycle with an av erage gas energy ratio that is not 
lower than 90 % (GER NRTC, hot  ≥ 0,9) and that does not idle using exclusively 
liquid fuel, and that has no liquid -fuel mode, or;  
 (b) a dual -fuel engine of any (sub -) category other than a sub -category of NRE 
19 ≤ kW ≤ 56 0, that operates over the NRSC with an average gas energy ratio 
that is not lower than 90 % (GER NRSC ≥ 0,9) and that does not idle using 
exclusively liquid fuel, and that has no liquid -fuel mode;  
 2.4. ‘Dual -Fuel Type 1B engine’ means either:  
 (a) a dual -fuel engine of a sub -category of NRE 19 ≤ kW ≤ 560, that operates 
over the hot -start NRTC test -cycle with an average gas energy ratio that is not 
lower than 90 % (GER NRTC, hot  ≥ 0,9) and that does not idle using exclusively 
liquid fuel in dual -fuel mode, an d that has a liquid -fuel mode, or;  
 (b) a dual -fuel engine of any (sub -) category other than a sub -category of NRE 
19 ≤ kW ≤ 560, that operates over the NRSC with an average gas energy ratio 
that is not lower than 90 % (GER NRSC ≥ 0,9) and that does not idl e using 
exclusively liquid fuel in dual -fuel mode, and that has a liquid -fuel mode;  
 2.5. ‘Dual -Fuel Type 2A engine’ means either:  
 (a) a dual -fuel engine of a sub -category of NRE 19 ≤ kW ≤ 560, that operates 
over the hot -start NRTC test -cycle with an aver age gas energy ratio between 10 
% and 90 % (0,1 < GER NRTC, hot  < 0,9) and that has no liquid -fuel mode or that 
operates over the hot -start NRTC test -cycle with an average gas energy ratio that 
is not lower than 90 % (GER NRTC, hot  ≥ 0,9), but that idles usi ng exclusively liquid 
fuel, and that has no liquid -fuel mode, or;   
 1 Hata! Bilinmeyen belge özelliği adı.   (b) a dual -fuel engine of any (sub -) category other than a sub -category of NRE 
19 ≤ kW ≤ 560, that operates over the NRSC with an average gas energy ratio 
between 10 % and 90 % (0,1 < GER NRSC < 0,9), and that has no liquid -fuel mode 
or that operates over the NRSC with an average gas energy ratio that is not lower 
than 90 % (GER NRSC ≥ 0,9), but that idles using exclusively liquid fuel, and that 
has no liquid -fuel mode;  
 2.6. ‘Dual -Fuel Type 2 B engine’ means either:  
 (a) a dual -fuel engine of a sub -category of NRE 19 ≤ kW ≤ 560, that operates 
over the hot -start NRTC test -cycle with an average gas energy ratio between 10 
% and 90 % (0,1 < GER NRTC, hot  < 0,9) and that has a liquid -fuel mode or th at 
operates over the hot -start NRTC test -cycle with an average gas energy ratio that 
is not lower than 90 % (GER NRTC, hot  ≥ 0,9), and that has a liquid -fuel mode but 
that can idle using exclusively liquid fuel in dual -fuel mode, or;  
 (b) a dual -fuel engine  of any (sub -) category other than a sub -category of NRE 
19 ≤ kW ≤ 560, that operates over the NRSC with an average gas energy ratio 
between 10 % and 90 % (0,1 < GER NRSC < 0,9), and that has no liquid -fuel mode 
or that operates over the NRSC with an averag e gas energy ratio that is not lower 
than 90 % (GER NRSC ≥ 0,9), and that has a liquid -fuel mode but that can idle 
using exclusively liquid fuel in dual -fuel mode;  
 2.7. ‘Dual -Fuel Type 3B engine’ means either:  
 (a) a dual -fuel engine of a sub -category of N RE 19 ≤ kW ≤ 560, that operates 
over the hot -start NRTC test -cycle with an average gas energy ratio that does not 
exceed 10 % (GER NRTC, hot  ≤ 0,1) and that has a liquid -fuel mode, or:  
 (b) a dual -fuel engine of any (sub -) category other than a sub -category  of NRE 
19 ≤ kW ≤ 560, that operates over the NRSC with an average gas energy ratio 
that does not exceed 10 % (GER NRSC ≤ 0,1) and that has a liquid -fuel mode;  
3. Dual -fuel specific additional approval requirements  
3.1. Engines with operator -adjustable cont rol of GER cycle. 
In the case for a given engine type the value of GER cycle can be reduced from the maximum by 
an operator -adjustable control, the minimum GER cycle shall not be limited but the engine shall 
be capable of meeting the emission limit values at any value of GER cycle permitted by the 
manufacturer.  
4. General requirements  
4.1. Operating modes of dual -fuel engines  
4.1.1.  Conditions for a dual -fuel engine to operate in liquid mode  
A dual -fuel engine may only operate in liquid -fuel mode if, when operating in liquid -fuel mode, 
it has been certified according to all the requirements of this Notification  concerning operation 
solely on the specified liquid fuel.  
When a dual -fuel engine is developed from an already certified liquid -fuel engine, then a  new 
EU type approval certificate is required in the liquid -fuel mode.  
4.1.2.  Conditions for a dual -fuel engine to idle using liquid fuel exclusively  
4.1.2.1.  Dual -fuel Type 1A engines shall not idle using liquid fuel exclusively except under 
the condition s defined in point 4.1.3 for warm -up and start.  
4.1.2.2.  Dual -fuel Type 1B engines shall not idle using liquid fuel exclusively in dual -fuel 
mode.   
 2 Hata! Bilinmeyen belge özelliği adı.  4.1.2.3.  Dual -fuel Types 2A, 2B and 3B engines may idle using liquid fuel exclusively.  
4.1.3.  Conditions for a dual -fuel engine to warm -up or start using liquid fuel solely  
4.1.3.1.  A Type 1B, Type 2B, or Type 3B dual -fuel engine may warm -up or start using liquid 
fuel solely. In the case that the emission control strategy during warm -up or start -up in dual -
fuel m ode is the same as the corresponding emission control strategy in liquid -fuel mode the 
engine may operate in dual -fuel mode during warm -up or start -up. If this condition is not met 
the engine shall only warm -up or start -up using liquid fuel solely when in liquid -fuel mode.  
4.1.3.2.  A Type 1A or Type 2A dual -fuel engine may warm -up or start -up using liquid fuel 
solely. However, in that case, the strategy shall be declared as an AECS and the following 
additional requirements shall be met:  
4.1.3.2.1.  The strat egy shall cease to be active when the coolant temperature has reached a 
temperature of 343 K (70 °C), or within 15 minutes after it has been activated, whichever occurs 
first; and  
4.1.3.2.2.  The service mode shall be activated while the strategy is active.  
4.2. Service mode  
4.2.1.  Conditions for dual -fuel engines to operate in service mode  
When an engine is operating in service mode it is subject to an operability restriction and is 
temporarily exempted from complying with the requirements related to exhaus t emissions and 
NO x control described in this Notification .  
4.2.2.  Operability restriction in service mode  
4.2.2.1.  Requirement for engine categories other than IWP, IWA, RLL and RLR  
The operability restriction applicable to non -road mobile machinery fitt ed with a dual -fuel 
engine of engine categories other than IWP, IWA, RLL and RLR operated in service mode is 
the one activated by the ‘severe inducement system’ specified in point 5.4 of Appendix 1 of 
Annex IV.  
In order to account for safety concerns and t o allow for self -healing diagnostics, use of an 
inducement override function for releasing full engine power is permitted according to point 
5.5 of Appendix 1 of Annex IV.  
The operability restriction shall not otherwise be deactivated by either the activat ion or 
deactivation of the warning and inducement systems specified in Annex IV.  
The activation and the deactivation of the service mode shall not activate or deactivate the 
warning and inducement systems specified in Annex IV.  
4.2.2.2.  Requirement for engine categories IWP, IWA, RLL and RLR  
For engines of category IWP, IWA, RLL and RLR, in order to account for safety concerns 
operation in service mode shall be permitted without limitation on engine torque or speed. In 
this case whenever an operability r estriction would have been active according to point 4.2.2.3 
the on -board computer log shall record in non -volatile computer memory all incidents of engine 
operation where the service mode is active in a manner to ensure that the information cannot 
be inte ntionally deleted.  
It shall be possible for national inspection authorities to read these records with a scan tool. A 
description of the connection for, and method to read, those records shall be included in the 
information folder as set out in Part A of A nnex I of Implementing  Notification  2017/656/AB 
.    
 3 Hata! Bilinmeyen belge özelliği adı.  4.2.2.3.  Activation of the operability restriction  
The operability restriction shall be automatically activated when the service mode is activated.  
In the case where the service mode is activated accord ing to point 4.2.3 because of a 
malfunction of the gas supply system, the operability restriction shall become active within 30 
minutes operating time after the service mode is activated.  
In the case where the service mode is activated because of an empty gaseous fuel tank, the 
operability restriction shall become active as soon as the service mode is activated.  
4.2.2.4.  Deactivation of the operability restriction  
The operability restriction system shall be deactivated when the engine no longer operates in 
service mode.  
4.2.3.  Unavailability of gaseous fuel when operating in a dual -fuel mode  
In order to permit the non -road mobile machinery to move to a position of safety, upon detection 
of an empty gaseous fuel tank, or of a malfunctioning gas supply system:  
 (a) Dual -fuel engines of Types 1A and 2A shall activate the service mode;  
 (b) Dual -fuel engines of Types 1B, 2B and 3B shall operate in liquid mode.  
4.2.3.1.  Unavailability of gaseous fuel — empty gaseous fuel tank  
In the case of an empty gaseous fuel t ank, the service mode or, as appropriate according to point 
4.2.3, the liquid fuel mode shall be activated as soon as the engine system has detected that the 
tank is empty.  
When the gas availability in the tank again reaches the level that justified the ac tivation of the 
empty tank warning system specified in point 4.3.2, the service mode may be deactivated, or, 
when appropriate, the dual -fuel mode may be reactivated.  
4.2.3.2.  Unavailability of gaseous fuel — malfunctioning gas supply  
In the case of a malfu nctioning gas supply system that causes the unavailability of gaseous fuel, 
the service mode or, as appropriate according to point 4.2.3, the liquid fuel mode shall be 
activated when gaseous fuel supply is not available.  
As soon as the gaseous fuel supply becomes available the service mode may be deactivated, or, 
when appropriate, the dual -fuel mode may be reactivated.  
4.3. Dual -fuel indicators  
4.3.1.  Dual -fuel operating mode indicator  
The non -road mobile machinery shall provide to the operator a visual ind ication of the mode 
under which the engine operates (dual -fuel mode, liquid mode, or service mode).  
The characteristics and the location of this indicator shall be left to the discretion of the OEM 
and may be part of an already existing visual indication s ystem.  
This indicator may be completed by a message display. The system used for displaying the 
messages referred to in this point may be the same as the ones used for NO x control diagnostics, 
or other maintenance purposes.  
The visual element of the dual-fuel operating mode indicator shall not be the same as the one 
used for the purpose of NO x control diagnostics, or for other engine maintenance purposes.  
Safety alerts always have display priority over the operating mode indication.   
 4 Hata! Bilinmeyen belge özelliği adı.  4.3.1.1.  The dual -fuel mode indicator shall be set to service mode as soon as the service mode 
is activated (i.e. before it becomes actually active) and the indication shall remain as long as 
the service mode is active.  
4.3.1.2.  The dual -fuel mode indicator shall be set for  at least one minute on dual -fuel mode or 
liquid -fuel mode as soon as the engine operating mode is changed from liquid fuel to dual -fuel 
mode or vice -versa. This indication is also required for at least one minute at key -on, or at the 
request of the manufa cturer at engine cranking. The indication shall also be given upon the 
operator's request.  
4.3.2.  Empty gaseous fuel tank warning system (dual -fuel warning system)  
Non-road mobile machinery fitted with a dual -fuel engine shall be equipped with a dual -fuel 
warning system that alerts the operator that the gaseous fuel tank will soon become empty.  
The dual -fuel warning system shall remain active until the tank is refuelled to a level above 
which the warning system is activated.  
The dual -fuel warning system may  be temporarily interrupted by other warning signals 
providing important safety -related messages.  
It shall not be possible to turn off the dual -fuel warning system by means of a scan -tool as long 
as the cause of the warning activation has not been rectifie d. 
4.3.2.1.  Characteristics of the dual -fuel warning system  
The dual -fuel warning system shall consist of a visual alert system (icon, pictogram, etc.) left 
to the choice of the manufacturer.  
It may include, at the choice of the manufacturer, an audible co mponent. In that case, the 
cancelling of that component by the operator is permitted.  
The visual element of the dual -fuel warning system shall not be the same as the one used for 
the purpose of NO x control diagnostics, or for other engine maintenance purpo ses. 
In addition the dual -fuel warning system may display short messages, including messages 
indicating clearly the remaining distance or time before the activation of the operability 
restriction.  
The system used for displaying the warning or messages refe rred to in this point may be the 
same as the one used for displaying the warning or messages related the NO x control 
diagnostics, or warning or messages for other maintenance purposes.  
A facility to permit the operator to dim the visual alarms provided by the warning system may 
be provided on non -road mobile machinery for use by the rescue services or on non -road mobile 
machinery designed and constructed for use by the armed services, civil defense, fire services 
and forces responsible for maintaining publi c order.  
4.4. Communicated torque  
4.4.1.  Communicated torque when a dual -fuel engine operates in dual -fuel mode  
When a dual -fuel engine operates in dual -fuel mode:  
 (a) The reference torque curve retrievable shall be the one obtained when that engine 
is tested on an engine test bench in the dual -fuel mode;  
 (b) The recorded actual torques (indicated torque and friction torque) shall be the 
result of the dual -fuel combustion and not the one obtained when operating with liquid 
fuel exclusively.   
 5 Hata! Bilinmeyen belge özelliği adı.  4.4.2.  Communi cated torque when a dual -fuel engine operates in liquid -fuel mode  
When a dual -fuel engine operates in liquid -fuel mode, the reference torque curve retrievable 
shall be the one obtained when the engine is tested on an engine test bench in liquid -fuel mode.  
4.5. Additional requirements  
4.5.1.  Where used for a dual -fuel engine, adaptive strategies shall, in addition to satisfying 
the requirements of Annex IV, additionally comply with the following requirements:  
 (a) The engine shall always remain within the du al-fuel engine type (that is Type 1A, 
Type 2B, etc.) that has been declared for EU type -approval; and  
 (b) In case of a Type 2 engine, the resulting difference between the highest and the 
lowest maximum GER cycle within the family shall never exceed the ran ge set out in 
point 2.4.15 of Annex IX to Implementing  Notification  2017/656/AB , except as 
permitted by point 3.1.  
4.6 The type -approval shall be conditional upon providing to the OEM and end -users, in 
accordance with Annexes XIV and XV, instructions fo r installation and operation of the dual -
fuel engine including the service mode set out in point 4.2 and the dual -fuel indicator system 
set out in point 4.3.  
5. Performance requirements  
5.1. The performance requirements, including emission limit values, an d the requirements for 
EU type -approval applicable to dual -fuel engines are identical to those of any other engine of 
the respective engine category as set out in this Notification  and in Regulation 2016/1628/AB , 
except as set out in this Annex.  
5.2 The h ydrocarbon (HC) limit for operation in dual -fuel mode shall be determined using the 
average gas energy ratio (GER) over the specified test cycle as set out in Annex II to Regulation 
2016/1628/AB . 
5.3 The technical requirements on emission control strategie s, including documentation 
required to demonstrate these strategies, technical provisions to resist tampering and the 
prohibition of defeat devices are identical to those of any other engine of the respective engine 
category as set out in Annex IV.  
5.4 The detailed technical requirements on the area associated with the relevant NRSC, within 
which there is control of the amount that the emissions shall be permitted to exceed the limit 
values set out in Annex II to Regulation No: 2016/1628/AB  are identical to  those of any other 
engine of the respective engine category as set out in Annex IV.  
6. Demonstration requirements  
6.1. The demonstration requirements applicable to dual -fuel engines are identical to those of 
any other engine of the respective engine categ ory as set out in this Notification  and in 
Regulation 2016/1628/AB , except as set out in section 6.  
6.2. Compliance with the applicable limit values shall be demonstrated in dual -fuel mode.  
6.3. For dual -fuel engine types with a liquid -fuel mode (i.e. typ es 1B, 2B, 3B) compliance with 
the applicable limit values shall additionally be demonstrated in liquid -fuel mode.  
6.4. Additional demonstration requirements in case of a Type 2 engine  
6.4.1  The manufacturer shall present the approval authority with eviden ce showing that the 
GER cycle span of all members of the dual -fuel engine family remains within the range set out in 
point 2.4.15 of Annex IX to Implementing  Notification  2017/656/AB , or in the case of engines 
with an operator -adjustable GER cycle satisfy  the requirements of point 6.5 (for example, through 
algorithms, functional analyses, calculations, simulations, results of previous tests, etc.).   
 6 Hata! Bilinmeyen belge özelliği adı.  6.5 Additional demonstration requirements in case of an engine with an operator -
adjustable GER cycle 
6.5.1  Compliance with the applicable limit values shall be demonstrated at the minimum 
and maximum value of GER cycle permitted by the manufacturer.  
6.6. Requirements for demonstrating the durability of a dual -fuel engine  
6.6.1  Provisions of Annex III shall apply . 
6.7. Demonstration of the dual -fuel indicators, warning and operability restriction  
6.7.1  As part of the application for EU type -approval under this Notification , the 
manufacturer shall demonstrate the operation of dual -fuel indicators and of the warnin g and 
operability restriction in accordance with the provisions of Appendix 1.  
6.8. Documentation of the demonstration  
A demonstration report shall document the demonstration conducted pursuant to points 6.1 to 
6.7.1 The report shall:  
 (a) describe the demonstration performed, including the applicable test cycle;  
 (b) be included in the information folder as set out in Part A of Annex I of 
Implementing  Notification  2017/656/AB . 
7. Requirements to ensure the correct operation of NO x control measures  
7.1. Annex IV (technical requirements on NO x control measures) shall apply to dual -fuel 
engines, whether operating in dual -fuel or liquid mode.  
7.2. Additional NO x control requirements in case of Type 1B, Type 2B and Type 3B dual -
fuel engines  
7.2.1.  The torq ue considered to apply to the severe inducement defined in point 5.4 of 
Appendix 1 of Annex IV shall be the lowest of the torques obtained in liquid -fuel mode and in 
dual-fuel mode.  
7.2.2  A possible influence of the mode of operation on the malfunction det ection shall not 
be used to extend the time until an inducement becomes active.  
7.2.3.  In the case of malfunctions the detection of which does not depend on the operation 
mode of the engine, the mechanisms specified in Appendix 1 of Annex IV that are assoc iated 
with the DTC status shall not depend on the operation mode of the engine (for example, if a 
DTC reached the potential status in dual -fuel mode, it will get the confirmed and active status 
the next time the failure is detected, even in liquid -fuel mod e). 
7.2.4.  In the case of malfunctions where the detection depends on the operation mode of the 
engine, DTCs shall not get a previously active status in a different mode than the mode in which 
they reached the confirmed and active status.  
7.2.5.  A change o f the mode of operation (dual -fuel to liquid fuel or vice -versa) shall not 
stop nor reset the mechanisms implemented to comply with the requirements set out in Annex 
IV (e.g. counters). However, in the case where one of these mechanisms (for example a 
diagnostic system) depends on the actual operation mode the counter associated with that 
mechanism may, at the request of the manufacturer and upon approval of the approval authority:  
 (a) Halt and, when applicable, hold their present value when the operation mode 
changes;  
 (b) Restart and, when applicable, continue counting from the point at which they 
have been held when the operation mode changes backs to the other operation mode.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
DUAL-FUEL ENGINE DUAL -FUEL INDICATOR , WARNING  SYSTEM , OPERABILITY RESTRIC TION — 
DEMONSTRATION REQUIRE MENTS  
1. Dual -fuel indicators  
1.1. Dual -fuel mode indicator  
The ability of the engine to command the activation of the dual -fuel mode indicator when 
operating in dual -fuel mode shall be demonstrated a t EU type -approval.  
1.2. Liquid -fuel mode indicator  
In the case of a Type 1B, Type 2B, or Type 3B dual -fuel engine the ability of the engine to 
command the activation of the liquid -fuel mode indicator when operating in liquid -fuel mode 
shall be demonstrate d at EU type -approval.  
1.3. Service mode indicator  
The ability of the engine to command the activation of the service mode indicator when 
operating in service mode shall be demonstrated at EU type -approval.  
1.3.1.  When so -equipped it is sufficient to perform the demonstration related to the service 
mode indicator by activating a service mode activation switch and to present the approval 
authority with evidence showing that the activation occurs when the service mode is 
commanded by the engine system it self (for example, through algorithms, simulations, result 
of in-house tests, etc. …).  
2. Warning system  
The ability of the engine to command the activation of the warning system in the case that the 
amount of gaseous fuel in the gaseous fuel tank is below  the warning level, shall be 
demonstrated at EU type -approval. For that purpose the actual amount of gaseous fuel may be 
simulated.  
3. Operability restriction  
In the case of a Type 1A or Type 2A dual -fuel engine the ability of the engine to command the 
activation of the operability restriction upon detection of an empty gaseous fuel tank and of a 
malfunctioning gas supply system shall be demonstrated at EU type -approval. For that purpose 
the empty gaseous fuel tank and the malfunctioning of the gas supply m ay be simulated.  
3.1. It is sufficient to perform the demonstration in a typical use -case selected with the 
agreement of the approval authority and to present that authority with evidence showing that 
the operability restriction occurs in the other possibl e use -cases (for example, through 
algorithms, simulations, result of in -house tests, etc.).   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 2  
EMISSION TEST PROCEDU RE REQUIREMENTS FOR DUAL -FUEL ENGINES  
1. General  
This point defines the additional requirements and exceptions  of this Annex to enable emission 
testing of dual -fuel engines independent whether these emissions are solely exhaust emissions 
or also crankcase emissions added to the exhaust emissions according to point 6.10 of Annex 
VI. In the case that no additional r equirement or exception is listed, the requirements of this 
Notification  shall apply to dual -fuel engines in the same way as they apply to any other 
approved engine types or engine families under Regulation 2016/1628/AB . 
Emission testing of a dual -fuel en gine is complicated by the fact that the fuel used by the engine 
can vary between pure liquid fuel and a combination of mainly gaseous fuel with only a small 
amount of liquid fuel as an ignition source. The ratio between the fuels used by a dual -fuel 
engin e can also change dynamically depending of the operating condition of the engine. As a 
result special precautions and restrictions are necessary to enable emission testing of these 
engines.  
2. Test conditions  
Section 6 of Annex VI shall apply.  
3. Test proc edures  
Section 7 of Annex VI shall apply.  
4. Measurement procedures  
Section 8 of Annex VI shall apply except as set out in this Appendix.  
A full -flow dilution measurement procedure for dual -fuel engines is illustrated in Figure 6.6 of 
Annex VI (CVS system).  
This measurement procedure ensures that the variation of the fuel composition during the test 
will mainly influence the hydrocarbon measurement results. This shall be compensated via one 
of the methods described in point 7    
Raw gaseous/partial fl ow measurement illustrated in Figure 6.7 of Annex VI may be used with 
some precautions regarding exhaust gas mass flow determination and calculation methods.  
5. Measurement equipment  
Section 9 of Annex VI shall apply.  
6. Particle number emissions measureme nt 
Appendix 1 of Annex VI shall apply.  
7. Emission calculation  
The emission calculation shall be performed according to Annex VII except as set out in this 
section. The additional requirements set out in point 7.1 shall apply for mass -based calculations 
and the additional requirements set out in point 7.2 shall apply for molar -based calculations.  
The emission calculation requires knowledge of the composition of the fuels being used. When 
a gaseous fuel is supplied with a certificate confirming the propertie s of the fuel (e.g. gas from 
bottles) it is acceptable to use the composition specified by the supplier. Where the composition 
is not available (e.g. pipeline fuel) the fuel composition shall be analysed at least prior to and 
after the engine emission test  is conducted. More frequent analysis shall be permitted and the 
results used in the calculation.   
 1 Hata! Bilinmeyen belge özelliği adı.  Where the gas energy ratio (GER) is used it shall be consistent with the definition in Article 
4(2) of Regulation No: 2016/1628/ AB and  the specific provisions  on total hydrocarbon (HC) 
limits for fully and partially gaseous -fuelled engines in Annex II of that Regulation. The 
average value of GER over the cycle shall be calculated by one of the following methods:  
 (a) For hot -start NRTC and RMC NRSC by dividing the sum of the GER at each 
measurement point by the number of measurement points;  
 (b) For discrete -mode NRSC by multiplying the average GER for each test mode by 
the corresponding weighting factor for that mode and calculating the sum for all 
modes. The w eighting factors shall be taken from Appendix 1 of Annex XVII for the 
applicable cycle.  
7.1. Mass -based emission calculation  
Section 2 of Annex VII shall apply except as set out in this section.  
7.1.1.  Dry/wet correction  
7.1.1.1.  Raw exhaust gas  
Equations (7-3) and (7 -4) of Annex VII shall be used to calculate the dry/wet correction.  
The fuel specific parameters shall be determined in accordance with point 7.1.5.  
7.1.1.2.  Diluted exhaust gas  
Equation (7 -3) with either equation (7 -25) or (7 -26) of Annex VII shall be used to calculate the 
wet/dry correction.  
The molar hydrogen ratio α of the combination of the two fuels shall be used for the dry/wet 
correction. This molar hydrogen ratio shall be calculated from the fuel consumption 
measurement values of both f uels in accordance with point 7.1.5.  
7.1.2.  NO x correction for humidity  
The NO x humidity correction for compression ignition engines as specified in equation (7 -9) of 
Annex VII shall be used.  
7.1.3.  Partial flow dilution (PFS) and raw gaseous measurement  
7.1.3.1.  Determination of exhaust gas mass flow  
The exhaust gas mass flow shall be determined using a raw exhaust flow meter as described in 
point 9.4.5.3 of Annex VI.  
Alternatively the airflow and air to fuel ratio measurement method according to equation s (7-
17) to (7 -19) of Annex VII may be used only if α, γ, δ  and ε values are determined according to 
point 7.1.5.3. The use of a zirconia -type sensor to determine the air fuel ratio is not allowed.  
In the case of testing engines subject to steady -state tes t cycles only the exhaust gas mass flow 
may be determined by the air and fuel measurement method in accordance with equation (7 -
15) of Annex VII.  
7.1.3.2.  Determination of the gaseous components  
Point 2.1 of Annex VII shall apply except as set out in this section.  
The possible variation of fuel composition will influence all the ugas factors and molar 
component ratios used in the emission calculations. One of the following approaches shall be 
used to determine ugas factors and molar component ratios at the choice of the manufacturer.  
 (a) The exact equations in point 2.1.5.2 or 2.2.3 of Annex VII shall be applied to 
calculate instantaneous values of ugas using the instantaneous proportions of liquid and 
gaseous fuel (determined from instantaneous fuel consum ption measurements or  
 2 Hata! Bilinmeyen belge özelliği adı.  calculations) and instantaneous molar component ratios determined in accordance with 
point 7.1.5; or,  
 (b) When the mass -based calculation in section 2 of Annex VII is used for the 
specific case of a dual -fuel engine operated on gas a nd diesel fuel, tabulated values 
may be used for the molar component ratios and ugas values. These tabulated values 
shall be applied as follows:  
 (i) For engines operated on the applicable test cycle with an average gas energy 
ratio greater than or equal t o 90 % (GER ≥ 0,9) the required values shall be those 
for the gaseous fuel taken from Tables 7.1 or 7.2 of Annex VII.  
 (ii) For engines operated on the applicable test cycle with an average gas energy 
ratio between 10 % and 90 % (0,1 < GER < 0,9) the requi red values shall be 
assumed to be represented by those for a mixture of 50 % gaseous fuel and 50 
% diesel fuel taken from Tables 8.1 and 8.2.  
 (iii) For engines operated on the applicable test cycle with an average gas energy 
ratio less than or equal to 10  % (GER ≤ 0,1) the required values shall be those 
for diesel fuel taken from taken from Tables 7.1 or 7.2 of Annex VII.  
 (iv) For the calculation of HC emissions the ugas value of the gaseous fuel shall 
be used in all cases irrespective of the average gas energy ratio (GER).  
Table 8.1  
Molar component ratios for a mixture of 50 % gaseous fuel and 50 % diesel fuel (mass 
%) 
Gaseous fuel  α γ δ ε 
CH 4 2,8681  0 0 0,0040  
GR 2,7676  0 0 0,0040  
G23 2,7986  0 0,0703  0,0043  
G25 2,7377  0 0,1319  0,0045  
Propane  2,2633  0 0 0,0039  
Butane  2,1837  0 0 0,0038  
LPG  2,1957  0 0 0,0038  
LPG Fuel A  2,1740  0 0 0,0038  
LPG Fuel B  2,2402  0 0 0,0039  
 
7.1.3.2.1.  Mass per test of a gaseous emission  
In the case that the exact equations are applied to calculate instantaneous values of ugas in 
accordance with paragraph 7.1.3.2(a) then, when calculating the mass per test of a gaseous 
emission for transient (NRTC and LSI -NRTC) test cycles and RMC, ugas shall be included in 
the summation in equation (7 -2) of point 2.1.2 of Annex  VII by means of equation (8 -1):   
 3 Hata! Bilinmeyen belge özelliği adı.   (8-1) 
 
Where:  
ugas,i  is the instantaneous value of u gas 
 
The remaining terms of the equation are as set out in point 2.1.2 of Annex VII.  
Table 8.2 
Raw exhaust gas u gas values and component densities for a mixture of 50 % gaseous fuel and 
50 % diesel fuel (mass %)  
Gaseous 
fuel Gas 
ρe NO x CO HC CO 2 O2 CH 4 
  ρgas [kg/m3]    
    ugasa    
  2,053  1,250  b 1,9636  1,4277  0,716  
CNG/LN
Gc 1,2786  0,001606  0,00097
8 0,000528d 0,00153
6 0,001117  0,00056
0 
Propane  1,2869  0,001596  0,00097
2 0,000510  0,00152
7 0,001110  0,00055
6 
Butane  1,2883  0,001594  0,00097
1 0,000503  0,00152
5 0,001109  0,00055
6 
LPGe 1,2881  0,001594  0,00097
1 0,000506  0,00152
5 0,001109  0,00055
6 
 
                                                 
a At λ = 2, dry air, 273 K, 101,3 kPa.  
b Depending on fuel.  
c u accurate within 0,2 % for mass composition of: C = 58 – 76 %; H = 19 – 25 %; N = 0 – 14 % (CH 4, G 20, 
G23, and G 25). 
d NMHC on the basis of CH 2,93 (for total HC the ugas coefficient of CH 4 shall be used).  
e u accurate within 0,2 % for mass composition of: C 3 = 27 – 90 %; C4 = 10 – 73 % (LPG Fuels A and B)  
 
 4 Hata! Bilinmeyen belge özelliği adı.  7.1.3.3.  Particulate determination  
For the determination of particulate emissions with the partial dilution measurement method 
the calculation shall be performed according to the equations in point 2.3 of Annex VII.  
The requirements of point 8.2.1.2 of Annex VI shall apply for controlling the dilution ratio.  In 
particular, if the combined transformation time of the exhaust gas flow measurement and the 
partial flow system exceeds 0,3  s, look -ahead control based on a pre -recorded test run shall be 
used. In this case, the combined rise time shall be ≤  1 s and the combined delay time ≤  10 
s. Except in the case that the exhaust gas mass flow is measured directly the determination of 
exhaust gas mass flow shall use values of α, γ, δ and ε determined in accordance with point 
7.1.5.3.  
The quality check according to point 8.2.1.2 of Annex VI shall be performed for each 
measurement.  
7.1.3.4.  Additional requirements regarding the exhaust gas mass flow meter  
The flow meter referred to in points 9.4.5.3 and 9.4.5.4 of Annex VI shall not be sensitive to 
the changes in exhaust gas composition and density.   The small errors of e.g. pitot tube or 
orifice -type of measurement (equivalent with the square root of the exhaust gas density) may 
be neglected.  
7.1.4.  Full flow dilution measurement (CVS)  
Point 2.2 of Annex VII shall apply except as set out in this section.  
The possible variation of the fuel composition will mainly influence the tabulated hydrocarbon 
ugas value. The exact equations shall be applied for the calculation of the hydrocarbon emissions 
using the molar component ratios determined from the fuel consumption measurements of both 
fuels according to point 7.1.5.  
7.1.4.1.  Determination of the background co rrected concentrations  
To determine the stoichiometric factor, the molar hydrogen ratio α of the fuel shall be calculated 
as the average molar hydrogen ratio of the fuel mix during the test according to point 7.1.5.3.  
Alternatively the F s value of the gase ous fuel may be used in equation (7 -28) of Annex VII.  
7.1.5.  Determination of molar component ratios  
7.1.5.1.  General  
This section shall be used for the determination of molar component ratios when the fuel mix 
is known (exact method).  
7.1.5.2.  Calculation  of the fuel mixture components  
Equations (8 -2) to (8 -7) shall be used to calculate the elemental composition of the fuel mixture:  
qmf = qmf1 + qmf2 (8-2) 
 (8-3) 
 (8-4) 
 
 5 Hata! Bilinmeyen belge özelliği adı.   (8-5) 
 (8-6) 
 (8-7) 
 
where:  
qmf1  is the fuel mass flow rate of fuel 1 [kg/s]  
qmf2  is the fuel mass flow rate of fuel 2 [kg/s]  
wH  is the hydrogen content of fuel [% mass]  
wC  is the carbon content of fuel [% mass]  
wS  is the sulphur content of fuel [% mass]  
wN  is the nitrogen content of fuel [% mass]  
wO  is the oxygen content of fuel [% mass]  
7.1.5.3.  Calculation of the molar ratios of H, C, S, N and O related to C for the fuel mixture  
The calculation of the atomic ratios (especially the H/C -ratio α) is given in Annex VII by means 
of equations (8 -8) to (8 -11): 
 (8-8) 
 (8-9) 
 (8-10) 
 (8-11) 
 
 
 6 Hata! Bilinmeyen belge özelliği adı.  where:  
wH  is the hydrogen content of fuel, mass fraction [g/g] or [% mass]  
wC  is the carbon content of fuel, mass fraction [g/g] or [% mass]  
wS  is the sulphur content of fuel, mass fraction [g/g] or [% mass]  
wN  is the nitrogen content of fuel, mass fraction [g/g] or [% mass]  
wO  is the oxygen content of fuel, mass fraction [g/g] or [% mass]  
α  is the molar hydrogen ratio (H/C)  
γ  is the molar sulphur ratio (S/C)  
δ  is the molar nitrogen ratio (N/C)  
ε  is the  molar oxygen ratio (O/C)  
 
referring to a fuel CΗ αΟεΝδ Sγ 
7.2. Molar -based emission calculation  
Annex VII section 3 shall apply except as set out in this section.  
7.2.1.  NO x correction for humidity  
Equation (7 -102) of Annex VII (correction for compression ignition engines) shall be used.  
7.2.2.  Determination of exhaust gas mass flow when not using a raw exhaust flow meter  
Equation (7 -112) of Annex VII (molar flow rate calculation based on intake air) shall be used. 
Equation (7 -113) of Annex VII (molar flow rate calculation based on fuel mass flow rate) may 
alternatively be used only when conducting an NRSC test.  
7.2.3.  Molar component ratios for determination of the gaseous components  
The exact approach shall be used to determine the molar component ratios u sing the 
instantaneous proportions of liquid and gaseous fuel determined from instantaneous fuel 
consumption measurements or calculations. The instantaneous molar component ratios shall be 
input in the equations (7 -88), (7 -90), and (7 -91) of Annex  VII for the continuous chemical 
balance.    
The determination of the ratios shall be either performed according to point 7.2.3.1 or point 
7.1.5.3.  
Gaseous fuels, either blended or sourced from a land line, may contain significant amounts of 
inert constituents such as CO 2 and N 2. The manufacturer shall either include these constituents 
in the atomic ratio calculations described in point 7.2.3.1 or point 7.1.5.3 as applicable, or, 
alternatively, the manufacturer shall exclude the inert constituents from the atomic rat ios and 
allocate them appropriately to the chemical balance intake air parameters xO2int, xCO2int , and 
xH2Oint  in point 3.4.3 of Annex VII.  
7.2.3.1.  Determination of molar component ratios  
Instantaneous molar component ratios of the number of hydrogen, oxy gen, sulphur, and 
nitrogen atoms to carbons atoms in the mixed fuel for the dual -fuel engines may be calculated 
by means of equations (8 -12) to (8 -15):  
 7 Hata! Bilinmeyen belge özelliği adı.   (8-12) 
 (8-13) 
 (8-14) 
 (8-15) 
 
Where:  
wi,fuel = the mass fraction of the element of interest, C, H, O, S, or N, of liquid or 
gaseous fuel;  
ṁliquid(t) = the instantaneous mass flow rate of the liquid fuel at time t, [kg/hr];  
ṁgas(t) = the instantaneous mass flow rate of the gaseous fuel at time t, [kg/hr];  
In cases where exhaust gas mass flow rate is calculated based on the mixed fuel rate then wC in 
equation (7 -113) of Annex VII shall be calculated by means of equation (8 -16): 
 (8-16) 
 
Where:  
wC = the mass fraction of the carbon in the diesel or gaseous f uel; 
ṁliquid = the mass flow rate of the liquid fuel, [kg/hr];  
ṁgas = the mass flow rate of the gaseous fuel, [kg/hr].  
 
 
 8 Hata! Bilinmeyen belge özelliği adı.  7.3. CO 2 determination  
Annex VII shall apply except when the engine is tested on transient (NRTC and LSI -NRTC) 
test cycles or RMC using raw gas sampling.  
7.3.1  CO 2 determination when testing on transient (NRTC and LSI -NRTC) test cycles or 
RMC using raw gas sampling  
Calculation of CO 2 emissions from measurement of CO 2 in the exhaust gas in accordance with 
Annex VII shall not apply. Instead the following provisions shall apply:  
The measured test -averaged fuel consumption shall be determined from the sum of the 
instantaneous values over the cycle and shall be used as the  base for calculating the test 
averaged CO 2 emissions.  
The mass of each fuel consumed shall be used to determine, in accordance with section 7.1.5, 
the molar hydrogen ratio and the mass fractions of the fuel mix in the test.  
The total corrected fuel mass o f both fuels mfuel,corr  [g/test] and CO 2 mass emission coming from 
the fuel mCO2, fuel  [g/test] shall be determined by means of equations (8 -17) and (8 -18). 
 
 
 (8-17) 
 
 
 (8-18) 
 
Where:  
mfuel = total fuel mass of both fuels [g/test]  
mTHC = mass of total hydrocarbon emissions in the exhaust gas [g/test]  
mCO = mass of carbon monoxide emissions in the exhaust gas [g/test]  
wGAM = sulphur content of the fuels [per cent mass]  
wDEL = nitrogen content of the fuels [per cent mass]  
wEPS = is the oxygen co ntent of the fuels [per cent mass]  
α = is the molar hydrogen ratio of the fuels (H/C) [ -] 
AC = is the atomic mass of Carbon: 12,011 [g/mol]  
AH = is the atomic mass of Hydrogen: 1,0079 [g/mol]  
 
 9 Hata! Bilinmeyen belge özelliği adı.  MCO = is the molecular mass of Carbon monoxide: 28,011 [g/mol]  
MCO2 = is the molecular mass of Carbon dioxide: 44,01 [g/mol]  
 
The CO 2 emission resulting from urea mCO2,urea  [g/test] shall be calculated by means of equation 
(8-19): 
 (8-19) 
 
Where:  
curea = urea concentration [per cent]  
murea = total urea mass consumption [g/test]  
MCO(NH2)2  = Molecular mass of urea: 60,056 [g/mol]  
 
Then the total CO 2 emission mCO2 [g/test] shall be calculated by means of equation (8 -20): 
mCO2 = m CO2,fuel  + m CO2,urea  (8-20) 
 
The total CO 2 emission calculated by means of equation (8 -20) shall be used in the calculation 
of brake specific CO 2 emissions, e CO2 [g/kWh] in section 2.4.1.1 or 3.8.1.1 of Annex VII. Where 
applicable, the correction for CO 2 in the exhaust gas arising from CO 2 in the gaseous fuel shall 
be performed in accordance with Appendix 3 to Annex IX.  
 
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 3  
TYPES OF DUAL -FUEL ENGINES OPERATE D ON NATURAL GAS /BIOMETHANE OR LPG  AND A 
LIQUID FUEL — ILLUSTRATION OF THE  DEFINITIONS AND MAI N REQUIREMENTS  
Dual -fuel 
type GER cycle Idle on 
liquid fuel  Warm -up 
on liquid 
fuel Operation 
on liquid 
fuel solely  Operation 
in absence 
of gas  Comments  
1A GER NRTC, 
hot ≥ 0,9 or  
GER NRSC,  ≥ 
0,9 NOT 
allowed  Allowed 
only on 
service 
mode  Allowed 
only on 
service 
mode Service 
mode   
1B GER NRTC, 
hot ≥ 0,9  
or 
GER NRSC ≥ 
0,9 Allowed 
only on 
liquid -fuel 
mode  Allowed 
only on 
liquid -fuel 
mode  Allowed 
only on 
liquid -fuel 
and service 
modes  Liquid -fuel 
mode   
2A 0,1 < 
GER NRTC, 
hot < 0,9  
or 0,1 < 
GER NRSC < 
0,9 Allowed  Allowed 
only on 
service 
mode  Allowed 
only on 
service 
mode  Service 
mode  GER NRTC, 
hot ≥ 0,9  
or 
GER NRSC ≥ 
0,9 
Allowed  
2B 0,1 < 
GER NRTC, 
hot < 0,9  
or 0,1 < 
GER NRSC < 
0,9 Allowed  Allowed  Allowed  Liquid -fuel 
mode  GER NRTC, 
hot ≥ 0,9  
or 
GER NRSC ≥ 
0,9 
allowed  
3A Neither defined nor allowed  
3B GER NRTC, 
hot ≤ 0,1  
or 
GER NRSC ≤ 
0,1 Allowed  Allowed  Allowed  Liquid -fuel 
mode   
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX IX  
REFERENCE FUELS  
1. Technical data on fuels for testing compression -ignition engines  
1.1. Type: Diesel (non -road gas -oil) 
Parameter  Unit Limits49 Test Method  
minimum  maximum  
Cetane number50  45 56,0 EN-ISO 5165  
Density at 15 °C  kg/m3 833 865 EN-ISO 3675  
Distillation:      
50 % point  °C 245 — EN-ISO 3405  
95 % point  °C 345 350 EN-ISO 3405  
– Final boiling point  °C — 370 EN-ISO 3405  
Flash point  °C 55 — EN 22719  
CFPP  °C — – 5 EN 116  
Viscosity at 40 °C  mm2/s 2,3 3,3 EN-ISO 3104  
Polycyclic aromatic hydrocarbons  % m/m  2,0 6,0 IP 391  
Sulphur content51 mg/kg  — 10 ASTM D 
5453  
Copper corrosion   — class 1  EN-ISO 2160  
Conradson carbon residue (10 % 
DR) % m/m  — 0,2 EN-ISO 
10370  
Ash content  % m/m  — 0,01 EN-ISO 6245  
Total contamination  mg/kg  — 24 EN 12662  
                                                 
49 The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of 
ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of test’ 
have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into 
account; in fixing a maximum and minimum value, the minimum difference is 4R (R = 
reproducibility).Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels 
should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the 
case of quotations of maximum an d minimum limits. Should it be necessary to clarify the questions as to whether 
a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.  
50 The range for the cetane number is not in accordance with the requirements of a minimum range of 4R. 
However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve 
such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made 
in pre ference to single determinations.  
51 Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be 
sought from the supplier as to storage conditions and life.   
 1 Hata! Bilinmeyen belge özelliği adı.  Water content  % m/m  — 0,02 EN-ISO 
12937  
Neutralization (strong acid) number  mg KOH/g  — 0,10 ASTM D 974  
Oxidation stability52 mg/ml  — 0,025  EN-ISO 
12205  
Lubricity (HFRR wear scar 
diameter at 60 °C)  μm — 400 CEC F -06-A-
96 
Oxidation stability at 110 °C53 H 20,0 — EN 15751  
FAME  % v/v  — 7,0 EN 14078  
 
1.2. Type: Ethanol for dedicated compression ignition engines (ED95) (1) 
Parameter  Unit Limits54 Test method55 
Minimum  Maximum  
Total alcohol (Ethanol incl. 
content on higher saturated 
alcohols)  % m/m  92,4  EN 15721  
Other higher saturated mono -
alcohols (C 3-C5) % m/m   2,0 EN 15721  
Methanol  % m/m   0,3 EN 15721  
Density 15 °C kg/m3 793,0  815,0  EN ISO 12185  
Acidity, calculated as acetic acid  % m/m   0,0025  EN 15491  
Appearance   Bright and clear   
Flashpoint  °C 10  EN 3679  
Dry residue  mg/kg   15 EN 15691  
                                                 
52 Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be 
sought from the supplier as to storage conditions and life.  
53 Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be 
sought from the suppl ier as to storage conditions and life.  
54 The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of 
ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test 
have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into 
account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). 
Notwithstanding this measure, which is neces sary for technical reasons, the manufacturer of fuels shall 
nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of 
quotations of maximum and minimum limits. Should it be necessary to clarify whether a  fuel meets the 
requirements of the specifications, the terms of ISO 4259 shall be applied.  
55 Equivalent EN/ISO methods will be adopted when issued for properties listed above.   
 2 Hata! Bilinmeyen belge özelliği adı.  Water content  % m/m   6,5 EN 1548956 
EN-ISO 12937  
EN15692  
Aldehydes calculated as 
acetaldehyde  % m/m   0,0050  ISO 1388 -4 
Esters calculated as ethylacetat  % m/m   0,1 ASTM D1617  
Sulphur content  mg/kg   10,0 EN 15485  
EN 15486  
Sulphates  mg/kg   4,0 EN 15492  
Particulate contamination  mg/kg   24 EN 12662  
Phosphorus  mg/l  0,20 EN 15487  
Inorganic chloride  mg/kg   1,0 EN 15484 or EN 
15492  
Copper  mg/kg   0,100  EN 15488  
Electrical Conductivity  μS/cm   2,50 DIN 51627 -4 or 
prEN 15938  
 
 (1) Additives, such as cetane improver as specified by the engine manufacturer, may 
be added to the  ethanol fuel, as long as no negative side effects are known. If these 
conditions are satisfied, the maximum allowed amount is 10 % m/m.  
2. Technical data on fuels for testing spark ignition engines  
2.1. Type: Petrol (E10)  
Parameter  Unit Limits57 Test method58 
Minimum  Maximum  
                                                 
56 Should it be necessary to clarify whether a fuel meets the requirements of th e specifications, the terms of EN 
15489 shall be applied.  
57 The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of 
ISO 4259 Petroleum products — Determination and application of precision data in rela tion to methods of test 
have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into 
account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). 
Notwithstanding this meas ure, which is necessary for technical reasons, the manufacturer of fuels shall 
nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of 
quotations of maximum and minimum limits. Should it be necessary t o clarify whether a fuel meets the 
requirements of the specifications, the terms of ISO 4259 shall be applied.  
58 Equivalent EN/ISO methods will be adopted when issued for properties listed above.   
 3 Hata! Bilinmeyen belge özelliği adı.  Research octane 
number, RON   91,0 98,0 EN ISO 
5164:200559 
Motor octane number, 
MON   83,0 89,0 EN ISO 
5163:200560 
Density at 15 °C  kg/m3 743 756 EN ISO 3675  
EN ISO 12185  
Vapour pressure  kPa 45,0 60,0 EN ISO 
13016 -1 
(DVPE)  
Water content    Max 0,05 % v/v  
Appearance at – 7 °C: 
clear and bright  EN 12937  
Distillation:      
– evaporated at 
70 °C  % v/v  18,0 46,0 EN-ISO 3405  
– evaporated at 
100 °C  % v/v  46,0 62,0 EN-ISO 3405  
– evaporated at 
150 °C  % v/v  75,0 94,0 EN-ISO 3405  
– final boiling 
point  °C 170 210 EN-ISO 3405  
Residue  % v/v  — 2,0 EN-ISO 3405  
Hydrocarbon analysis:      
– olefins  % v/v  3,0 18,0 EN 14517  
EN 15553  
– aromatics  % v/v  19,5 35,0 EN 14517  
EN 15553  
– benzene  % v/v  — 1,0 EN 12177  
EN 238, EN 
14517  
– saturates  % v/v  Report  EN 14517  
                                                 
59 A correction factor of 0,2 for MON and RON shall be subtra cted for the calculation of the final result in 
accordance with EN 228:2008.  
60 A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in 
accordance with EN 228:2008.   
 4 Hata! Bilinmeyen belge özelliği adı.  EN 15553  
Carbon/hydrogen ratio   Report   
Carbon/oxygen ratio   Report   
Induction period61 minutes  480  EN-ISO 7536  
Oxygen content62 % m/m  3,363 3,7 EN 1601  
EN 13132  
EN 14517  
Existent gum  mg/ml  — 0,04 EN-ISO 6246  
Sulphur content64 mg/kg  — 10 EN ISO  20846  
EN ISO 20884  
Copper corrosion (3h 
at 50 °C)  rating  — Class 1  EN-ISO 2160  
Lead content  mg/l — 5 EN 237  
Phosphorus content65 mg/l — 1,3 ASTM D 3231  
Ethanol66 % v/v  9,067 10,268 EN 22854  
 
2.2. Type: Ethanol (E85)  
Parameter  Unit Limits69 Test method  
                                                 
61 The fuel may contain oxidation inhibitor s and metal deactivators normally used to stabilise refinery gasoline 
streams, but detergent/dispersive additives and solvent oils shall not be added.  
62 Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added t o the 
reference fuel.  
63 The ethanol content and corresponding oxygen content may be zero for engines of category SMB at the 
choice of the manufacturer. In this case all testing of the engine family, or engine type where no family exists, 
shall be conducted  using petrol with zero ethanol content.  
64 The actual sulphur content of the fuel used for the Type 1 test shall be reported.  
65 There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this 
reference fuel.  
66 The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline 
streams, but detergent/dispersive additives and solvent oils shall not be added.  
67 The ethanol content and corresponding oxygen content may be zero for engines of category SMB at the 
choice of the manufacturer. In this case all testing of the engine family, or engine type where no family exists, 
shall be conducted using petrol with zero ethanol content.  
68 The ethanol content and corresponding oxygen c ontent may be zero for engines of category SMB at the 
choice of the manufacturer. In this case all testing of the engine family, or engine type where no family exists, 
shall be conducted using petrol with zero ethanol content.  
69 The values quoted in the sp ecifications are ‘true values’. In establishment of their limit values the terms of 
ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test 
have been applied and in fixing a minimum value, a minimum diff erence of 2R above zero has been taken into 
account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). 
Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall 
neverthe less aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of  
 5 Hata! Bilinmeyen belge özelliği adı.  Minimum  Maximum  
Research octane number, 
RON   95,0 — EN ISO 
5164  
Motor octane number, MON   85,0 — EN ISO 
5163  
Density at 15  °C kg/m3 Report  ISO 3675  
Vapour pressure  kPa 40,0 60,0 EN ISO 
13016 -1 
(DVPE)  
Sulphur content70 mg/kg  — 10 EN 15485 or 
EN 15486  
Oxidation stability  Minutes  360  EN ISO 
7536  
Existent gum content 
(solvent washed)  mg/100ml  — 5 EN-ISO 
6246  
Appearance  
This shall be determined at 
ambient temperature or 15 
°C whichever is higher   Clear and bright, visibly free of 
suspended or precipitat ed 
contaminants  Visual 
inspection  
Ethanol and higher 
alcohols71 % v/v  83 85 EN 1601  
EN 13132  
EN 14517  
E DIN 
51627 -3 
Higher alcohols (C 3-C8) % v/v  — 2,0 E DIN 
51627 -3 
Methanol  % v/v   1,00 E DIN 
51627 -3 
Petrol72 % v/v  Balance  EN 228  
Phosphous  mg/l 0,2073 EN 15487  
                                                 
quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the 
requirements of the specifications, the terms of ISO  4259 shall be applied.  
70 The actual sulphur content of the fuel used for the emission tests shall be reported.  
71 Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this 
reference fuel.  
72 The unleaded petro l content can be determined as 100 minus the sum of the % content of water, alcohols, 
MTBE and ETBE.  
73 There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this 
reference fuel.   
 6 Hata! Bilinmeyen belge özelliği adı.  Water content  % v/v   0,300  EN 15489 or 
EN 15692  
Inorganic chloride content  mg/l  1 EN 15492  
pHe  6,5 9,0 EN 15490  
Copper strip corrosion (3h at 
50 °C)  Rating  Class 1   EN ISO 
2160  
Acidity, (as acetic acid 
CH 3COOH)  % m/m  
(mg/l)  — 0,0050  
(40) EN 15491  
Electric Conductivity  μS/cm  1,5 DIN 51627 -
4 or prEN 
15938  
Carbon/hydrogen ratio   Report   
Carbon/oxygen ration   Report   
 
3. Technical data on gaseous fuels for single -fuel and dual -fuel engines  
3.1. Type: LPG  
Parameter  Unit Fuel A  Fuel B  Test method  
Composition:     EN 27941  
C3-content  % v/v  30 ± 2  85 ± 2   
C4-content  % v/v  Balance74 Balance75  
< C 3, > C 4 % v/v  Maximum 2  Maximum 2   
Olefins  % v/v  Maximum 12  Maximum 15   
Evaporation residue  mg/kg  Maximum 50  Maximum 50  EN 15470  
Water at 0 °C   Free Free EN 15469  
Total sulphur content 
including odorant  mg/kg  Maximum 10  Maximum 10  EN 24260, ASTM 
D 3246, ASTM 
6667  
Hydrogen sulphide   None  None  EN ISO 8819  
                                                 
74 Balance shall be read as fo llows: balance = 100 – C3 – < C 3 – > C 4. 
75 Balance shall be read as follows: balance = 100 – C3 – < C 3 – > C 4.  
 7 Hata! Bilinmeyen belge özelliği adı.  Copper strip corrosion 
(1h at 40 °C)  Rating  Class 1  Class 1  ISO 625176 
Odour   Characteristic  Characteristic   
Motor octane number77  Minimum 89,0  Minimum 89,0  EN 589 Annex B  
 
3.2. Type: Natural Gas/ Biomethane  
3.2.1.  Specification for reference fuels supplied with fixed properties (e.g. from a sealed 
container)  
As an alternative to the reference fuels set out in this point, the equivalent fuels in point 3.2.2 
may be used  
Characteristics  Units  Basis  Limits  Test 
method  
minimum  maximum  
Reference fuel G R      
Composition:       
Methane   87 84 89  
Ethane   13 11 15  
Balance (1) % mole  — — 1 ISO 6974  
Sulphur content  mg/m3 (2) —  10 ISO 6326 -
5 
Notes:  
 (1) Inerts + C 2+ 
 (2) Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.  
Reference fuel G 23      
Composition:       
Methane   92,5 91,5 93,5  
Balance (1) % mole  — — 1 ISO 6974  
N2 % mole  7,5 6,5 8,5  
Sulphur content  mg/m3 (2) — — 10 ISO 6326 -
5 
                                                 
76 This method may not accurately determine the presence of corrosive materials if the sample contains 
corrosion inhibitors or other chemicals whi ch diminish the corrosivity of the sample to the copper strip. Therefore, 
the addition of such compounds for the sole purpose of biasing the test method is prohibited.  
77 At the request of the engine manufacturer, a higher MON could be used to perform the type approval tests.   
 8 Hata! Bilinmeyen belge özelliği adı.  Notes:  
 (1) Inerts (different from N 2) + C 2+ C 2+ 
 (2) Value to be determined at 293,2 K (20 °C) and 101,3 kPa.  
Reference fuel G 25      
Composition:       
Methane  % mole  86 84 88  
Balance (1) % mole  — — 1 ISO 6974  
N2 % mole  14 12 16  
Sulphur content  mg/m3 (2) — — 10 ISO 6326 -
5 
Notes:  
 (1) Inerts (different from N 2) + C 2+ C 2+ 
 (2) Value to be determined at 293,2 K (20 °C) and 101,3 kPa.  
Reference fuel G 20      
Composition:       
Methane  % mole  100 99 100 ISO 6974  
Balance78 % mole  — — 1 ISO 6974  
N2 % mole     ISO 6974  
Sulphur content  mg/m379 — — 10 ISO 6326 -
5 
Wobbe Index (net)  MJ/m380 48,2 47,2 49,2  
 
3.2.2.  Specification for reference fuel supplied from a pipeline with admixture of other gases 
with gas properties determined by on -site measurement  
As an alternative to the reference fuels in this point the equivalent reference fuels in point 3.2.1 
may be used.  
3.2.2.1.  The basis of each pipeline reference fuel (G R, G20, …) shall be gas drawn from a utility 
gas distribution network, blended, where necessary to meet the corresponding lambda -shift (S λ) 
specification in Table 9.1, with an admixture of one or more of the following commercially81 
available gases:  
                                                 
78 Inerts (different from N 2) + C 2 + C 2+. 
79 Value to be determined at 293,2 K (20 °C) and 101,3 kPa.  
80 Value to be determined at 273,2 K (0 °C) and 101,3 kPa.  
81 The use of calibration gas for this purpose shall not be required.   
 9 Hata! Bilinmeyen belge özelliği adı.   (a) Carbon dioxi de; 
 (b) Ethane;  
 (c) Methane;  
 (d) Nitrogen;  
 (e) Propane.  
3.2.2.2.  The value of S λ of the resulting blend of pipeline gas and admixture gas shall be within 
the range specified in Table 9.1 for the specified reference fuel.  
Table 9.1  
Required range of S λ for each reference fuel  
Reference fuel  Minimum S λ Maximum S λ 
GR82 0,87 0,95 
G20 0,97 1,03 
G23 1,05 1,10 
G25 1,12 1,20 
 
3.2.2.3.  The engine test report for each test run shall include the following:  
 (a) The admixture gas(es) chosen from the list in point 3.2.2.1;  
 (b) The value of S λ for the resulting fuel blend;  
 (c) The Methane Number (MN) of the resulting fuel blend.  
3.2.2.4.  The requirements of Appendices 1 and 2 shall be met in respect to determination of 
the properties of the pipeline and admix ture gases, the determination of S λ and MN for the 
resulting gas blend, and the verification that the blend was maintained during the test.  
3.2.2.5.  In the case that one or more of the gas streams (pipeline gas or admixture gas(es)) 
contain CO 2 in greater than a de minimus  proportion, the calculation of specific CO 2 emissions 
in Annex VII shall be corrected according to Appendix 3.  
                                                 
82 The en gine shall not be required to be tested on a gas blend with a Methane Number (MN) less than 70. In 
the case that the required range of S λ for G R would result in an MN less than 70 the value of S λ for G R may be 
adjusted as necessary until a value of MN no l ess than 70 is attained.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
SUPPLEMENTARY REQUIRE MENTS FOR CONDUCTING  EMISSION TESTING US ING GASEOUS 
REFERENCE FUELS COMPRISING PIPELINE GAS WITH ADMIXTURE O F OTHER GASES  
1. Method of gas analysis and gas flow measurement  
1.1. For the purpose of this Appendix, where required the composition of the gas shall be 
determined by analysis of the gas using gas chromatography ac cording to EN ISO 6974, or by 
an alternative technique that achieves at least a similar level of accuracy and repeatability.  
1.2. For the purpose of this Appendix, where required the measurement of gas flow shall be 
performed using a mass -based flowmeter.  
2. Analysis and flowrate of incoming utility gas supply  
2.1. The composition of the utility gas supply shall be analysed prior to the admixture blending 
system.  
2.2. The flowrate of the utility gas entering the admixture blending system shall be measured.  
3. Analysis and flowrate of admixture  
3.1. When an applicable certificate of analysis is available for an admixture (for example issued 
by the gas supplier) this may be used as the source of that admixture composition. In this case 
the on -site analysis of that admixture composition shall be permitted but shall not be required.  
3.2. Where an applicable certificate of analysis is not available for an admixture the 
composition of that admixture shall be analysed.  
3.3. The flowrate of each admixture entering th e admixture blending system shall be measured.  
4. Analysis of blended gas  
4.1. The analysis of the composition of the gas supplied to the engine after leaving the 
admixture blending system shall be permitted in addition to, or as an alternative to the anal ysis 
required by points 2.1 and 3.1, but shall not be required.  
5. Calculation of S λ and MN of the blended gas  
5.1. The results of the gas analysis according to point 2.1, point 3.1 or 3.2 and, where 
applicable, point 4.1, combined with the mass flowrate o f gas measured according to points 2.2 
and 3.3, shall be used to calculate the MN according to EN16726:2015. The same set of data 
shall be used to calculate S λ according to the procedure set out in Appendix 2.  
6. Control and verification of gas blend durin g the test  
6.1 The control and verification of the gas blend during the test shall be performed using either 
an open loop or closed loop control system.  
6.2 Open loop blend control system  
6.2.1  In this case the gas analysis, flow measurements and calculati ons set out in points 1, 
2, 3 and 4 shall be performed prior to the emission test.  
6.2.2  The proportion of utility gas and admixture(s) shall be set to ensure that the S λ is 
within the permitted range for the relevant reference fuel in Table 9.1.  
6.2.3  Whe n the relative proportions have been set they shall be maintained throughout the 
emission test. Adjustments to individual flow rates to maintain the relative proportions shall be 
permitted.  
6.2.4  When the emission test has been completed the analysis of gas composition, flow 
measurements and calculations set out in points 2, 3, 4 and 5 shall be repeated. In order for the  
 1 Hata! Bilinmeyen belge özelliği adı.  test to be considered valid the value of S λ shall remain within the specified range for the 
respective reference fuel given in Table 9.1.  
6.3 Closed loop blend control system  
6.3.1  In this case the analysis of gas composition, flow measurements and calculations set 
out in points 2, 3, 4 and 5 shall be performed at intervals during t he emission test. The intervals 
shall be chosen taking into consideration the frequency capability of the gas chromatograph and 
corresponding calculation system.  
6.3.2  The results from the periodic measurements and calculations shall be used to adjust 
the relative proportions of utility gas and admixture in order to maintain the value of S λ within 
the range specified in Table 9.1 for the respective reference fuel. The frequency of adjustment 
shall not exceed the frequency of measurement.  
6.3.3  In order for the test to be considered valid the value of S λ shall be within the range 
specified in Table 9.1 for the respective reference fuel for at least 90 % of the measurement 
points.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 2  
CALCULATION OF Λ -SHIFT FACTOR (SΛ) 
1. Calculati on 
The λ -shift factor (S λ)83 shall be calculated by means of equation (9 -1): 
 (9-1) 
 
Where:  
Sλ = λ-shift factor;  
inert %  = % by volume of inert gases in the fuel (i.e. N 2, CO 2, He, etc.);  
 = % by volume of original oxygen in the fuel;  
n and m  = refer to average C nHm representing the fuel hydrocarbons, i.e.:  
 
 (9-2) 
 (9- 3) 
 
Where:  
CH 4 = % by volume of methane in the fuel;  
C2 = % by volume of all C 2 hydrocarbons (e.g.: C 2H6, C2H4, etc.) in the fuel;  
C3 = % by volume of all C 3 hydrocarbons (e.g.: C 3H8, C3H6, etc.) in the fuel;  
C4 = % by volume of all C 4 hydrocarbons (e.g.: C 4H10, C4H8, etc.) in the fuel;  
                                                 
83 Stoichiometric Air/Fuel ratios of automotive fuels — SAE J1829, June 1987. John B. Heywood, Internal 
combustion engine fundamentals, McGraw -Hill, 1988, Chapter 3.4 ‘Combustion stoichiometry’ (pp. 68 to 72).  
 
 1 Hata! Bilinmeyen belge özelliği adı.  C5 = % by volume of all C 5 hydrocarbons (e.g.: C 5H12, C5H10, etc.) in the fuel;  
diluent  = % by volume of dilution gases in  the fuel (i.e.: O 2*, N 2, CO 2, He, etc.).  
 
2. Examples for the calculation of the λ -shift factor S λ: 
Example 1: G 25: CH 4 = 86 %, N 2 = 14 % (by volume)  
 
 
 
 
 
 
 
 
 
Example 2: G R: CH 4 = 87 %, C 2H6 = 13 % (by vol)  
 
 
 
 
 
 
 
 2 Hata! Bilinmeyen belge özelliği adı.   
 
 
Example 3: USA: CH 4 = 89 %, C 2H6 = 4,5 %, C 3H8 = 2,3 %, C 6H14 = 0,2 %, O 2 = 0,6 %, N 2 = 
4 % 
 
 
 
 
 
 
 
 
 
As an alternative to the above equation, S λ may be calculated from the ratio of the stoichiometric 
air demand of pure methane to the stoichiometric air demand of the fuel blend supplied to the 
engine, as specified below.  
Lambda -shift factor (S λ) expresses the oxygen demand of any fuel blend in rela tion to oxygen 
demand of pure methane. Oxygen demand means the amount of oxygen to oxidise methane in 
a stoichiometric composition of reaction partners to products of complete combustion (i.e. 
carbon -dioxide and water).  
For the combustion of pure methane t he reaction is as set out in equation (9 -4): 
1 · CH 4 + 2 · O2 → 1 · CO 2 + 2 
· H2O (9-4) 
 
In this case the ratio of molecules in stoichiometric composition of reaction partners is exactly 
2: 
 
 3 Hata! Bilinmeyen belge özelliği adı.   
Where:  
nO2 = number of molecules of oxygen  
nCH4 = number of molecules of methane  
 
The oxygen demand for pure methane is therefore:  
nO2 = 2 ·nCH4 with a reference value of [ nCH4]= 1 kmol  
The value of S λ may be determined from the ratio of the ratio of the stoichiometric composition 
of oxygen and methane to the rat io of the stoichiometric composition of oxygen and the fuel 
blend supplied to the engine, as set out in equation (9 -5): 
 
 
 
 (9-5) 
 
Where:  
nblend = number of molecules of the fuel blend  
(nO2)blend = the ratio of the molecules in the stoichiometric composition of oxygen and 
the fuel blend supplied to the engine  
 
Because air contains 21 % oxygen the stoichiometric air demand Lst of any fuel shall be 
calculated by means of equation (9 -6): 
 (9-6) 
 
Where:  
Lst,fuel = the stoichiometric air demand for the fuel  
 
 4 Hata! Bilinmeyen belge özelliği adı.  nO2fuel = the stoichiometric oxygen demand for the fuel  
 
Consequently the value of S λ may also be determined from the ratio of the stoichiometric 
composition of air and methane to the ratio of the stoichiometric composition of air and the fuel 
blend supplied to the engine, i.e. the ratio of the stoichiometric air demand of methane to that 
of the fuel blend supplied to the engine, as set out in equation (9 -7): 
 (9-7) 
 
Therefore, any calculation that specifies the stoichiometric air demand may be used to express 
the Lambda -shift factor.  
 
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 3  
CORRECTION FOR CO 2 IN THE EXHAUST GAS ARI SING FROM CO 2 IN THE GASEOUS FUEL  
1. Instantaneous mass flow rate of CO 2 in the gaseous fuel stream  
1.1. Gas composition and gas flow shall be determined according to the requirements of 
sections 1 to 4 of Appendix 1.  
1.2 The instantaneous mass flow rate of CO 2 in a stream of gas supplied to the engine shall be 
calculated by means of equation (9 -8). 
ṁCO2i = (MCO2/Mstream) · xCO2i · ṁstreami  (9-8) 
 
Where:  
ṁCO2i = Instantaneous mass flow rate of CO 2 from the gas stream [g/s]  
ṁstreami,  = Instantaneous mass flow rate of the gas stream [g/s]  
xCO2i = Molar fraction of CO 2 in the gaseous stream [ -] 
MCO2 = Molar mass of CO 2 [g/mol]  
Mstream = Molar mass of gas stream [g/mol]  
 
Mstream shall be calculated from all measured constitue nts (1, 2, …, n) by means of equation (9 -
9). 
Mstream = x1 · M1 + x2 · M2 + … + xn · 
Mn (9-9) 
 
Where:  
X1, 2,…n = Molar fraction of each measured constituent in the gas stream (CH 4, CO 2, 
…) [ -] 
M1, 2,…n = Molar mass of each measured constituent in the gas stream [g/mol]  
 
1.3. In order to determine the total mass flow rate of CO 2 in the gaseous fuel entering the engine 
the calculation in equation (9 -8) shall be performed for each individual gas stream containing 
CO 2 that is entering the gas blending system and the result for each gas stream added together, 
or it shall be performed for the blended gas leaving the blending system and entering the engine 
by means of equation (9 -10): 
ṁCO2i, fuel  = ṁCO2i, a  + ṁCO2i, b  + … + ṁCO2i, n  (9-10) 
 
Where:   
 1 Hata! Bilinmeyen belge özelliği adı.  ṁCO2i, fuel  = instantaneous combined mass flow rate of CO 2 arising from the CO 2 in 
the gaseous fuel entering the engine [g/s]  
ṁCO2i, a, b, …, n  = instantaneous mass flow rate of CO 2 arising from the CO 2 in each 
individual gas stream a, b, …, n [g/s]  
 
2. Calculation of  specific CO 2 emissions for transient (NRTC and LSI -NRTC) test 
cycles and RMC  
2.1 The total mass per test of CO 2 emission from the CO 2 in the fuel mCO2, fuel  [g/test] shall be 
calculated by summation of the instantaneous mass flow rate of CO 2 in the gaseous fuel entering 
the engine ṁCO2i, fuel [g/s] over the test cycle by means of equation (9 -11): 
 (9-11) 
 
Where:  
ƒ = data sampling rate [Hz]  
N = number of measurements [ -] 
 
2.2 The total mass of CO 2 emission mCO2 [g/test] used in equation (7 -61), (7 -63), (7 -128) or 
(7-130) of Annex VII to calculate the specific emissions result eCO2 [g/kWh] shall be replaced 
in those equations by the corrected value mCO2, corr  [g/test] calculated by means of equation (9 -
12). 
mCO2,  corr = mCO2 – mCO2, fuel  (9-12) 
 
3. Calculation of specific CO 2 emissions for discrete -mode NRSC  
3.1 The mean mass flow of CO 2 emission from the CO 2 in the fuel per hour qmCO2, fuel  or ṁCO2 
fuel [g/h] shall be calculated for each individual test mode fro m the measurements of 
instantaneous mass flow rate of CO 2ṁCO2i, fuel  [g/s] given by equation (9 -10) taken during the 
sampling period of the respective test mode by means of equation (9 -13): 
 (9-13) 
 
Where:  
 
 2 Hata! Bilinmeyen belge özelliği adı.  N = number of measurements taken during the test  mode [ -] 
 
3.2 The mean mass flow rate of CO 2 emission qmCO2 or ṁCO2 [g/h] for each individual test 
mode used in equation (7 -64) or (7 -131) of Annex VII to calculate the specific emissions result 
eCO2 [g/kWh] shall be replaced in those equations by the co rrected value qmCO2, corr  or ṁCO2, corr  
[g/h] for each individual test mode calculated by means of equation (9 -14) or (9 -15). 
qmCO2, corr  = qmCO2 – qmCO2, fuel  (9-14) 
ṁCO2, corr  = ṁCO2– ṁCO2, fuel  (9-15) 
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX X  
DETAILED TECHNICAL SPECIFICATIONS AND C ONDITIONS FOR DELIVE RING AN ENGINE 
SEPARATELY FROM ITS EXHAUST AFTER -TREATMENT SYSTEM  
1. Separate shipment, as set out in Article 3 5(3) of Regulation 2016/1628/AB , occurs when 
the manufacturer and the OEM installing the engine are separ ate legal entities and the engine 
is shipped by the manufacturer from one location separately from its exhaust after -treatment 
system, and the exhaust after -treatment system is delivered from a different location and / or at 
a different moment in time.  
2. In this case, the manufacturer shall:  
2.1. Be considered responsible for the placing on the market of the engine and for ensuring that 
the engine is brought into conformity with the approved engine type;  
2.2. Place all orders for the parts shipped separate ly before shipping the engine separately from 
its exhaust after -treatment system to the OEM;  
2.3. Make available to the OEM the instructions for installation of the engine, including the 
exhaust after -treatment system, and the identification marking of the  parts shipped separately 
as well as the information necessary for checking the proper functioning of the assembled 
engine according to the approved engine type or engine family.  
2.4. Keep records of:  
 (1) the instructions made available to the OEM;  
 (2) the list of all parts delivered separately;  
 (3) the records returned from the OEM confirming that the engines delivered have 
been brought into conformity in accordance with section 3;  
2.4.1.  keep these records for at least 10 years;  
2.4.2.  Make the records  available to the approval authority, the European Commission or 
market surveillance authorities upon request.  
2.5. Ensure that, in addition to the statutory marking required by Article 3 3 of Regulation 
2016/1628/AB , a temporary marking is affixed to the e ngine without exhaust after -treatment 
system, as required by Article 3 4(1) of that Regulation and in accordance with the provisions 
set out Annex III to Implementing  Notification  2017/656/AB . 
2.6. Ensure that the parts shipped separately from the engine s have identification marking (for 
example part numbers).  
2.7. Ensure that in the case of a transition engine, the engine (inclusive of the exhaust after -
treatment system) has an engine production date prior to the date for placing on the market of 
engines  set out in Annex III to Regulation 2016/1628/AB , as required by Article 4(7), Article 
4(30) and Article 4(32) of that Regulation.  
2.7.1.  The records set out in point 2.4 shall include evidence that the exhaust after -treatment 
system that is part of a transition engine was produced prior to the said date in the case that the 
production date is not apparent from the marking on the exhaust after -treatment system.  
3. The OEM shall:  
3.1. Confirm to the manufacturer that the engine has been brought into conf ormity with the 
approved engine type or engine family according to the instructions received and that all checks 
necessary to ensure the proper functioning of the assembled engine according to the approved 
engine type have been conducted.   
 1 Hata! Bilinmeyen belge özelliği adı.  3.2. Where an OEM  receives a regular supply of engines from a manufacturer the confirmation 
set out in point 3.1 may be provided at regular intervals agreed between the parties, but not 
exceeding one year.   
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XI  
DETAILED TECHNICAL SP ECIFICATIONS AND CONDITIONS FOR T HE TEMPORARY PLACING  ON 
THE MARKET FOR THE P URPOSES OF FIELD TES TING  
The following conditions shall apply for the temporary placing on the market of engines for the 
purpose of field testing in accordance with Article 3 5(4) of Regulation  2016/1628/AB : 
1. The ownership of the engine shall remain with the manufacturer until the procedure set out 
in point 5 is completed. This does not preclude a financial arrangement with the OEM or end -
users who participate in the test procedure.  
2. Before placing the engine on the market, the manufacturer shall inform the approval 
authority of a Member State, indicating his name or trade mark, the unique engine identification 
number of the engine, the production date of the engine, any relevant information on the 
emission performance of the engine and the OEM or end -users who participates in the test 
procedure.  
3. The engine shall be accompanied by a statement of conformity delivered by the 
manufacturer and complying with the provisions set out in Annex II t o Implementing  
Notification  2017/656/AB ; the statement of conformity shall indicate, in particular, that it is a 
field testing engine temporarily placed on the market in accordance with Article 3 5(4) of 
Regulation 2016/1628/AB . 
4. The engine shall bear the statutory marking set out in Annex III to Implementing  
Notification  2017/656/AB ; 
5. When the tests have been completed and in any case 24 months from the placing on the 
market of the engine, the manufacturer shall ensure that the engine is either wi thdrawn from 
the market or brought into conformity with Regulation 2016/1628/AB . The manufacturer shall 
inform the authorising approval authority of the option taken.  
6. Notwithstanding point 5, the manufacturer may apply for an extension of the duration o f 
the test for up to 24 additional months, before the same approval authority providing due 
justification for the extension request.  
6.1. The approval authority may authorise the extension, if deemed justified. In this case:  
 (1) a new statement of conform ity shall be issued by the manufacturer for the 
additional period; and  
 (2) the provisions set out in point 5 shall apply by the end of the extension period or, 
in any case, 48 months after placing the engine on the market.   
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XII  
DETAILED TECHNICAL SP ECIFICATIONS AND CON DITIONS FOR SPECIAL PURPOSE ENGINES  
The following conditions shall apply for placing on the market of engines that meet the gaseous 
and particulate pollutant emission limit values for special purpose engines set out  in Annex VI 
to Regulation 2016/1628/AB : 
1. Before placing the engine on the market, the manufacturer shall take reasonable measures 
to ensure that the engine will be installed in a non -road mobile machinery to be exclusively 
used in potentially explosive atmospheres, in accordance with Article 3 5(5) of that Regulation, 
or for the launch and recovery of lifeboats operated by a national rescue service, in accordance 
with Article 3 5(6) of that Regulation.  
2. For the purposes of point 1, a written statement fr om the OEM or economic operator 
receiving the engine confirming that it will be installed in a non -road mobile machinery to be 
exclusively used for such special purposes, shall be considered a reasonable measure.  
3. The manufacturer shall:  
 (1) keep the wr itten statement set out in point 2 for at least 10 years; and  
 (2) make it available to the approval authority, the European Commission or market 
surveillance authorities upon request.  
4. The engine shall be accompanied by a statement of conformity deliver ed by the 
manufacturer and complying with the provisions set out in Annex II to Implementing  
Notification  2017/656/AB ; the statement of conformity shall indicate, in particular, that it is a 
special purpose engine placed on the market under the conditio ns set out in Article 34(5) or 
36(6) of Regulation 2016/1628/AB . 
5. The engine shall bear the statutory marking set out in Annex III to Implementing  
Notification  2017/656/AB . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XIII  
ACCEPTANCE OF EQUIVAL ENT ENGINE TYPE -APPROVALS  
1. For engine families or engines types of category NRE the following type -approvals and, 
where applicable, the corresponding statutory marking, shall be recognised as equivalent to EU 
type-approvals granted and statutory marking requ ired in accordance with Regulation 
2016/1628/AB : 
 (1) EU type -approvals granted on the basis of Regulation (EC) No 595/2009 of the 
European Parliament and of the Council1    and its implementing measures, where a 
technical service confirms that the engine type meets:  
 (a) the requirements set out in Appendix 2 of Annex IV, when the engine is 
exclusively intended for use in the place of Stage V engines of categories IWP 
and IWA, in accordance with Article 4(1), point (1)(b) of Regulation 
2016/1628/AB , or 
 (b) the requirements set out in Appendix 1 of Annex IV for engines not covered 
by paragraph (a);  
 (2) type-approvals in conformity with UNECE Regulation No 49.06 series of 
amendments2  
, where a technical service confirms that the  engine type meets:  
 (a) the requirements set out in Appendix 2 of Annex IV, when the engine is 
exclusively intended for use in the place of Stage V engines of categories IWP 
and IWA, in accordance with Article 4(1), point (1)(b) of Regulation 
2016/1628/AB , or 
 (b) the requirements set out in Appendix 1 of Annex IV for engines not covered 
by paragraph (a).  
                                                 
1 Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18  June 2009 on type -
approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on 
access to vehicle repair and maintenance information and amending Regu lation (EC) No 715/2007 and Directive 
2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (OJ  L 188, 18.7.2009, p.  1.) 
2 Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions conce rning the measures to be taken against the emission of gaseous and particulate pollutants from 
compression -ignition engines and positive ignition engines for use in vehicles (OJ  L 171, 24.6.2013, p.  1.  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XIV  
DETAILS OF THE RELEVA NT INFORMATION AND I NSTRUCTIONS FOR OEM S 
1. As required by Article 4 4(2) of Regulation 2016/1628 /AB, the manufacturer shall provide 
to the OEM all relevant information and instructions to ensure that the engine conforms to the 
approved engine type when installed in non -road mobile machinery. Instructions for this 
purpose shall be clearly identified t o the OEM.  
2. The instructions may be provided on paper or a commonly used electronic format.  
3. Where a number of engines requiring the same instructions are supplied to the same OEM 
it shall be necessary to provide only one set of instructions.  
4. The in formation and instructions to the OEM shall include at least:  
 (1) installation requirements to achieve the emissions performance of the engine 
type, including the emissions control system, that shall be taken into account to ensure 
the correct operation o f the emissions control system;  
 (2) a description of any special conditions or restrictions linked to the installation or 
use of the engine, as noted on the EU type -approval certificate set out in Annex IV to 
Implementing  Notification  2017/656/AB ; 
 (3) a statement indicating that the installation of the engine shall not permanently 
constrain the engine to exclusively operate within a power range corresponding to a 
(sub-)category with gaseous and particulate pollutant emission limits more stringent 
than the (sub -)category the engine belongs to;  
 (4) for engine families to which Annex V applies, the upper and lower boundaries of 
the applicable control area and a statement indicating that the installation of the engine 
shall not constrain the engine to excl usively operate at speed and load points outside 
of the control area for the torque curve of the engine;  
 (5) where applicable, design requirements for the components supplied by the OEM 
that are not part of the engine and are necessary to ensure that, whe n installed, the 
engine conforms to the approved engine type;  
 (6) where applicable, design requirements for the reagent tank, including freeze 
protection, monitoring of reagent level and means to take samples of reagent;  
 (7) where applicable, information  on the possible installation of a non -heated reagent 
system;  
 (8) where applicable, a statement indicating that the engine is exclusively intended 
for installation in snow throwers;  
 (9) where applicable, a statement indicating that the OEM shall provide a warning 
system as set out in Appendices 1 to 4 of Annex IV;  
 (10) where applicable, information on the interface between the engine and the non -
road mobile machinery for the operator warning system, referred to in point (9);  
 (11) where applicable, infor mation on the interface between the engine and the non -
road mobile machinery for the operator inducement system, as set out in section 5 of 
Appendix 1 of Annex IV;  
 (12) where applicable, information on a means to temporarily disable the operator 
inducemen t as defined in point 5.2.1 of Appendix 1 of Annex IV;  
 (13) where applicable, information on the inducement override function as defined in 
point 5.5 of Appendix 1 of Annex IV;   
 1 Hata! Bilinmeyen belge özelliği adı.   (14) in the case of dual -fuel engines:  
 (a) a statement indicating that the OEM shall provide a dual -fuel operating 
mode indicator as described in point 4.3.1 of Annex VIII,  
 (b) a statement indicating that the OEM shall provide a dual -fuel warning 
system as described in point 4.3.2 of Annex VIII,  
 (c) information on the interface  between the engine and the non -road mobile 
machinery for the operator indication and warning system, referred to in points 
(14)(a) and (b);  
 (15) in the case of a variable speed engine of category IWP that is type -approved for 
use in one or more other inl and waterway application as set out in point 1.1.1.2 of 
Annex IX to Implementing  Notification  2017/656/AB , the details of each (sub -
)category and operating mode (speed operation) for which the engine is type approved 
and may be set when installed;  
 (16) In the case of a constant -speed engine equipped with alternative speeds as set out 
in section 1.1.2.3 of Annex IX to Implementing  Notification  2017/656/AB : 
 (a) a statement indicating that the installation of the engine shall ensure that:  
 (i) the engi ne is stopped prior to resetting the constant -speed governor to 
an alternative speed; and,  
 (ii) the constant -speed governor is only set to the alternative speeds 
permitted by the engine manufacturer;  
 (b) details of each (sub -)category and operating mode (speed operation) for 
which the engine is type -approved and may be set when installed;  
 (17) In the case that the engine is equipped with an idle speed for start -up and shut -
down, as permitted by Article 4 (18) of Regulation 2016/1628/AB , a statement 
indic ating that the installation of the engine shall ensure that the constant -speed 
governor function is engaged prior to increasing the load -demand to the engine from 
the no -load setting.  
5. As required by Article 4 4(3) of Regulation 2016/1628/AB , the manufact urer shall provide 
to the OEM all information and necessary instructions that the OEM shall provide to the end -
users in accordance with Annex XV.  
6. As required by Article 4 4(4) of Regulation 2016/1628/AB , the manufacturer shall provide 
to the OEM the valu e of the carbon dioxide (CO2) emissions in g/kWh determined during the 
EU type -approval process and recorded in EU type -approval certificate. This value shall be 
provided by the OEM to the end -users accompanied of the following statement: ‘ This CO 2 
measure ment results from testing over a fixed test cycle under laboratory conditions a(n) 
(parent) engine representative of the engine type (engine family) and shall not imply or express 
any guarantee of the performance of a particular engine ’.  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XV  
DETAILS OF THE RELEVA NT INFORMATION AND I NSTRUCTIONS FOR END -USERS  
1. The OEM shall provide to the end -users all information and necessary instructions for the 
correct operation of the engine in order to maintain the gaseous  and particulate pollutant 
emissions of the engine within the limits of the approved engine type or engine family. 
Instructions for this purpose shall be clearly identified to the end -users.  
2. The instructions to the end -users shall be:  
2.1. written in a clear and non -technical manner using the same language that is used in the 
instructions to end -users for the non -road mobile machinery;  
2.2. be provided on paper or, alternatively, a commonly used electronic format;  
2.3. be part of the instructions to end -users for the non -road machinery or, alternatively, a 
separate document;  
2.3.1.  when delivered separately from the instructions to end -users for the non -road 
machinery, be provided in the same form;  
3. The information and instructions to the end -users shall include at least:  
 (1) a description of any special conditions or restrictions linked to the use of the 
engine, as noted on the EU type -approval certificate set out in Annex IV to 
Implementing  Notification  2017/656/AB ; 
 (2) a statement indicating that the engine, including the emissions control system, 
shall be operated, used and maintained in accordance with the instructions provided to 
the end -users in order to maintain the emissions performance of the engine within the 
requirements applicable to  the engine's category;  
 (3) a statement indicating that no deliberate tampering with or misuse of the engine 
emissions control system should take place; in particular with regard to deactivating 
or not maintaining an exhaust gas recirculation (EGR) or a r eagent dosing system.  
 (4) a statement indicating that it is essential to take prompt action to rectify any 
incorrect operation, use or maintenance of the emissions control system in accordance 
with the rectification measures indicated by the warnings refe rred to in points (5) and 
(6); 
 (5) detailed explanations of the possible malfunctions of the emissions control 
system generated by incorrect operation, use or maintenance of the installed engine, 
accompanied by the associated warning signals and the corre sponding rectification 
measures;  
 (6) detailed explanations of the possible incorrect use of the non -road mobile 
machinery that would result in malfunctions of the engine emissions control system, 
accompanied by the associated warning signals and the corre sponding rectification 
measures;  
 (7) where applicable, information on the possible use of a non -heated reagent tank 
and dosing system;  
 (8) where applicable, a statement indicating that the engine is exclusively intended 
for use in snow throwers;  
 (9) for non-road mobile machinery with an operator warning system, as defined in 
section 4 Appendix 1 of Annex IV (category: NRE, NRG, IWP, IWA or RLR) and/or 
section 4 of Appendix 4 of Annex IV (category: NRE, NRG, IWP, IWA or RLR) or 
section 3 of Appendix 3 of Annex IV (category RLL), a statement indicating that the  
 1 Hata! Bilinmeyen belge özelliği adı.  operator will be informed by the operator warning system when the emission control 
system does not function correctly;  
 (10) for non -road mobile machinery with an operator inducement system as define d 
in section 5 of Appendix 1 of Annex IV (category NRE, NRG), a statement indicating 
that ignoring the operator warning signals will lead to the activation of the operator 
inducement system, resulting in an effective disablement of non -road mobile 
machiner y operation;  
 (11) for non -road mobile machinery with an inducement override function as defined 
in point 5.5 of Appendix 1 of Annex IV for releasing full engine power, information 
about the operation of this function;  
 (12) where applicable, explanations of how the operator warning and inducement 
systems referred to in points (9), (10) and (11) operate, including the consequences, in 
terms of performance and fault logging, of ignoring the warning system signals and of 
not replenishing, where used, the reag ent or rectifying the problem identified;  
 (13) where records in the on -board computer log of inadequate reagent injection or 
reagent quality are made in accordance with point 4.1 of Appendix 2 of Annex IV 
(category: IWP, IWA, RLR),an statement indicating that national inspection 
authorities will be able to read with a scan tool these records;  
 (14) for non -road mobile machinery with a means to disable the operator inducement 
as defined in point 5.2.1 of Appendix 1 of Annex IV, information about the operati on 
of this function, and a statement indicating that this function shall be only activated in 
case of emergencies, that any activation will be recorded in the on -board computer log 
and that national inspection authorities will be able to read these records  with a scan 
tool; 
 (15) information on the fuel specification(s) necessary to maintain the performance of 
the emissions control system following the requirements of Annex I and in consistency 
with the specifications set -out in the engine EU type -approval including, where 
available, reference to the appropriate EU or international standard, in particular:  
 (a) where the engine is to be operated within the Union on diesel or non -road 
gas-oil, a statement indicating that a fuel with sulphur content not greate r than 
10 mg/kg (20 mg/kg at point of final distribution) cetane number not less than 
45 and a FAME content not greater than 8  % v/v shall be used.  
 
 (b) where additional fuels, fuel mixtures or fuel emulsions are compatible with 
use by the engine, as decl ared by the manufacturer and stated in the EU type -
approval certificate, these shall be indicated;  
 (16) information on the lubrication oil specifications necessary to maintain the 
performance of the emissions control system;  
 (17) where the emission contr ol system requires a reagent, the characteristics of that 
reagent, including the type of reagent, information on concentration when the reagent 
is in solution, operational temperature conditions and reference to international 
standards for composition and quality, consistent with the specification set -out in the 
engine EU type -approval.  
 (18) where applicable, instructions specifying how consumable reagents have to be 
refilled by the operator between normal maintenance intervals. They shall indicate how 
the operator should refill the reagent tank and the anticipated frequency of refill, 
depending upon utilisation of the non -road mobile machinery.   
 2 Hata! Bilinmeyen belge özelliği adı.   (19) a statement indicating that in order to maintain the emissions performance of the 
engine, it is essential t o use and refill reagent in accordance with the specifications set 
out in points (17) and (18);  
 (20) scheduled emission -related maintenance requirements including any scheduled 
exchange of critical emission -related components;  
 (21) in the case of dual fu el engines:  
 (a) where applicable, information on the dual -fuel indicators set out in section 
4.3 of Annex VIII,  
 (b) where a dual fuel engine has operability restrictions in a service mode as 
defined in point 4.2.2.1 of Annex VIII (excluding categories: I WP, IWA, RLL 
and RLR), a statement indicating that the activation of the service mode will 
result in an effective disablement of non -road mobile machinery operation,  
 (c) where an inducement override function for releasing full engine power is 
available, information about the operation of this function shall be provided,  
 (d) where a dual fuel engine operates in a service mode in accordance with point 
4.2.2.2 of Annex VIII (categories: IWP, IWA, RLL and RLR), a statement 
indicating that the activation of t he service mode will be recorded in the on -board 
computer log and that national inspection authorities will be able to read these 
records with a scan tool.  
4. As required by Article 4 4(4) of Regulation 2016/1628/AB , the OEM shall provide to the 
end-users t he value of the carbon dioxide (CO2) emissions in g/kWh determined during the EU 
type-approval process and recorded in EU type -approval certificate accompanied of the 
following statement: ‘ This CO 2 measurement results from testing over a fixed test cycle u nder 
laboratory conditions a(n) (parent) engine representative of the engine type (engine family) 
and shall not imply or express any guarantee of the performance of a particular engine ’.  
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XVI  
PERFORMANCE STANDARDS  AND ASSESSMENT OF TECHNICAL SERVICE S 
1. General Requirements  
Technical services shall demonstrate appropriate skills, specific technical knowledge and 
proven experience in the specific fields of competence covered by Regulation No: 
2016/1628/ AB and  the delegated and impl ementing acts adopted pursuant to that Regulation.  
2. Standards with which the technical services have to comply  
2.1. Technical services of the different categories set out in Article 4 6 of Regulation No: 
2016/1628/AB shall comply with the standards listed in Appendix 1 of Annex V to Directive 
2007/46/EC of the European Parliament and of the Council86 which are relevant for the 
activities they carry out.  
2.2. Reference to Article 41 of Directive 2007/46/EC in that Appendix shall be construed as a 
reference to  Article 4 6 of Regulation 2016/1628/AB . 
2.3. Reference to Annex IV of Directive 2007/46/EC in that Appendix shall be construed as a 
reference to Regulation No: 2016/1628/ AB and  the delegated and implementing acts adopted 
pursuant to that Regulation.  
3. Procedure for the assessment of the technical services  
3.1. The compliance of the Technical services with the requirements of Regulation No: 
2016/1628/ AB and  the delegated and implementing acts adopted pursuant to that Regulation 
shall be assessed in accordan ce with the procedure set out in Appendix 2 of Annex V to 
Directive 2007/46/EC.  
3.2. References to Article 42 of Directive 2007/46/EC in Appendix 2 of Annex V to Directive 
2007/46/EC shall be construed as references to Article 4 9 of Regulation 2016/1628/AB . 
                                                 
86 Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a 
framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical 
units intended for such vehicles (OJ L 263, 9.10.2007, p. 1).   
 0 Hata! Bilinmeyen belge özelliği adı.  ANNEX XVII  
CHARACTERISTICS OF TH E STEADY -STATE AND TRANSIENT TEST CYCLES  
1. Tables of test modes and weighting factors for the discrete -mode NRSC are set out in 
Appendix 1.  
2. Tables of test modes and weighting factors for the RMC a re set out in Appendix 2.  
3. Tables of engine dynamometer schedules for transient (NRTC and LSI -NRTC) test cycles 
are set out in Appendix 3.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 1  
STEADY -STATE DISCRETE -MODE NRSC  
Test cycles type C  
Table of cycle C1 test modes and weighting factors  
Mode number  1 2 3 4 5 6 7 8 
Speeda 100 %  Intermediate  Idle 
Torqueb (%) 100 75 50 10 100 75 50 0 
Weighting factor  0,15 0,15 0,15 0,1 0,1 0,1 0,1 0,15 
 
Table of cycle C2 test modes and weighting factors  
Mode number  1 2 3 4 5 6 7 
Speedc 100 %  Intermediate  Idle 
Torqued (%) 25 100 75 50 25 10 0 
Weighting factor  0,06 0,02 0,05 0,32 0,30 0,10 0,15 
 
Test cycles type D  
Table of cycle D2 test modes and weighting factors  
Mode number  
(cycle D2)  1 2 3 4 5 
Speede 100 %  
Torquef (%) 100 75 50 25 10 
Weighting factor  0,05 0,25 0,3 0,3 0,1 
 
                                                 
a See sections 5.2.5, 7.6 and  7.7 of Annex VI for determination of required test speeds.  
b The % torque is relative to the maximum torque at the commanded engine speed.  
c See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
d The % torque is relative to the maximum torque at the commanded engine speed.  
e See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
f % torque is relative to the torque corresponding to the rated net power declared by the manufacturer.   
 1 Hata! Bilinmeyen belge özelliği adı.  Test cycles type E  
Table of cycles type E test modes and weighting factors  
Mode number  
(cycle E2)  1 2 3 4         
Speeda 100 %  Intermediate  
Torqueb(%) 100 75 50 25         
Weighting factor  0,2 0,5 0,15 0,15         
Mode number  
(cycle E3)  1 2 3 4 
Speedc(%) 100 91 80 63 
Powerd(%) 100 75 50 25 
Weighting factor  0,2 0,5 0,15 0,15 
 
Test cycle type F  
Table of cycle type F test modes and weighting factors  
Mode number  1 2e 3 
Speedf 100 %  Intermediate  Idle 
Power (%)  100g 50h 5i 
Weighting factor  0,15 0,25 0,6 
 
Test cycle type G  
Table of cycles type G test modes and weighting factors  
Mod
e      1 2 3 4 5 6 
                                                 
a See sect ions 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
b % torque is relative to the torque corresponding to the rated net power declared by the manufacturer at the 
commanded engine speed.  
c See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
d % power is relative to the maximum rated power at the 100 % speed.  
e For engines using a discrete control system (i.e. notch type controls) mode 2 is defined as an operation in the 
notch closest to mode 2 or 35 % of the rated power.  
f See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
g % power at this mode is relative to the maximum net power at the commanded engine speed.  
h % power at this mode is relative to the maximum n et power at the commanded engine speed.  
i % power at this mode is relative to the power at mode 1.   
 2 Hata! Bilinmeyen belge özelliği adı.  num
ber 
(cycl
e G1)  
Spee
da 100 %  Intermediate  Idle 
Torq
ueb 
%      100 75 50 25 10 0 
Weig
hting 
facto
r      0,09 0,20 0,29 0,30 0,07 0,05 
Mod
e 
num
ber 
(cycl
e G2)  1 2 3 4 5      6 
Spee
dc 100 %  Intermediate  Idle 
Torq
ued 
% 100 75 50 25 10      0 
Weig
hting 
facto
r 0,09 0,20 0,29 0,30 0,07      0,05 
Mod
e 
num
ber 
(cycl
e G3)  1          2 
Spee
de 100 %  Intermediate  Idle 
                                                 
a See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
b The % torque is relative to the maximum torque at the commanded engine speed.  
c See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
d The % torque is relative to the maximum torque at the commanded engine speed.  
e See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of requir ed test speeds.   
 3 Hata! Bilinmeyen belge özelliği adı.  Torq
uea 
% 100          0 
Weig
hting 
facto
r 0,85          0,15 
 
Test cycle type H  
Table of cycle type H test modes and weighting factors  
Mode number  1 2 3 4 5 
Speedb (%) 100 85 75 65 Idle 
Torquec (%) 100 51 33 19 0 
Weighting factor  0,12 0,27 0,25 0,31 0,05 
 
                                                 
a The % torque is relative to the maximum torque at the commanded engine speed.  
b See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
c % torque is relative to the maximum torque at the commanded engine sp eed.  
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 2  
STEADY -STATE RAMPED MODAL C YCLES (RMC)  
Test cycles type C  
Table of RMC -C1 test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speedac Torque (%)bc 
1a Steady -state 126 Idle 0 
1b Transition  20 Linear transition  Linear transition  
2a Steady -state 159 Intermediate  100 
2b Transition  20 Intermediate  Linear transition  
3a Steady -state 160 Intermediate  50 
3b Transition  20 Intermediate  Linear transition  
4a Steady -state 162 Intermediate  75 
4b Transition  20 Linear transition  Linear transition  
5a Steady -state 246 100 %  100 
5b Transition  20 100 %  Linear transition  
6a Steady -state 164 100 %  10 
6b Transition  20 100 %  Linear transition  
7a Steady -state 248 100 %  75 
7b Transition  20 100 %  Linear transition  
8a Steady -state 247 100 %  50 
8b Transition  20 Linear transition  Linear transition  
9 Steady -state 128 Idle 0 
 
                                                 
a See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
b % torque is relative to the maximum torque at the commanded engine speed.  
c Advance from one mode to the next within a 20 -second transition phase. During the transition phase, 
command a linear progression from the torque setting of the current mode to the torque setting of the next mode, 
and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.   
 1 Hata! Bilinmeyen belge özelliği adı.  Table of RMC -C2 test modes  
RMC  
Mode number  Time in mode (seconds)  Engine speedac Torque (%)bc 
1a Steady -state 119 Idle 0 
1b Transition  20 Linear transition  Linear transition  
2a Steady -state 29 Intermediate  100 
2b Transition  20 Intermediate  Linear transition  
3a Steady -state 150 Intermediate  10 
3b Transition  20 Intermediate  Linear transition  
4a Steady -state 80 Intermediate  75 
4b Transition  20 Intermediate  Linear transition  
5a Steady -state 513 Intermediate  25 
5b Transition  20 Intermediate  Linear transition  
6a Steady -state 549 Intermediate  50 
6b Transition  20 Linear transition  Linear transition  
7a Steady -state 96 100 %  25 
7b Transition  20 Linear transition  Linear transition  
8 Steady -state 124 Idle 0 
 
Test cycles type D  
Table of RMC -D2 test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speed (%)a Torque (%)bc 
1a Steady State  53 100 100 
1b Transition  20 100 Linear transition  
                                                 
a See section s 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
b % torque is relative to the maximum torque at the commanded engine speed.  
c Advance from one mode to the next within a 20 -second transition phase. During the transition phase, 
command a linear progression from the torque setting of the current mode to the torque setting of the next mode, 
and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.   
 2 Hata! Bilinmeyen belge özelliği adı.  2a Steady -state 101 100 10 
2b Transition  20 100 Linear transition  
3a Steady -state 277 100 75 
3b Transition  20 100 Linear transition  
4a Steady -state 339 100 25 
4b Transition  20 100 Linear transition  
5 Steady -state 350 100 50 
 
Test cycles type E  
Table of RMC -E2 test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speed (%)a Torque (%)bc 
1a Steady -state 229 100 100 
1b Transition  20 100 Linear transition  
2a Steady -state 166 100 25 
2b Transition  20 100 Linear transition  
3a Steady -state 570 100 75 
3b Transition  20 100 Linear transition  
4 Steady -state 175 100 50 
 
 
 
 
 
 
 
 
                                                 
a See sections 5.2.5, 7.6 and 7.7  of Annex VI for determination of required test speeds.  
b % torque is relative to the maximum torque corresponding to the rated net power declared by the 
manufacturer at the commanded engine speed.  
c Advance from one mode to the next within a 20 -second tra nsition phase. During the transition phase, 
command a linear progression from the torque setting of the current mode to the torque setting of the next mode.   
 3 Hata! Bilinmeyen belge özelliği adı.  Table of RMC -E3 test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speed (%)ac Power (%)bc 
1a Steady -state 229 100 100 
1b Transition  20 Linear transition  Linear transition  
2a Steady -state 166 63 25 
2b Transition  20 Linear transition  Linear transition  
3a Steady -state 570 91 75 
3b Transition  20 Linear transition  Linear transition  
4 Steady -state 175 80 50 
 
Test cycle type F  
Table of RMC -F test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speedae Power (%)e 
1a Steady -state 350 Idle 5b 
1b Transition  20 Linear transition  Linear transition  
2a Steady -stated 280 Intermediate  50c 
2b Transition  20 Linear transition  Linear transition  
3a Steady -state 160 100 %  100c 
3b Transition  20 Linear Transition  Linear transition  
4 Steady -state 350 Idle 5c 
 
                                                 
a See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds.  
b % power is relative to the maximum rated net power at the 100 % speed.  
c Advance from one mode to the next within a 20 -second transition phase. During the transition phase, 
command a linear progression from the torque setting of the current mode to the torque sett ing of the next mode, 
and simultaneously command a similar linear progression for engine speed.  
d For engines using a discrete control system (i.e. notch type controls) mode 2a is defined as an operation in 
the notch closest to mode 2a or 35 % of the rated  power.  
e        Advance from one mode to the next within a 20 -second transition phase. During the transition phase, 
command a linear progression from the torque setting of the current mode to the torque setting of the next mode.  
  
 4 Hata! Bilinmeyen belge özelliği adı.  Test cycles type G  
Table of RMC -G1 test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speedac Torque (%)bc 
1a Steady -state 41 Idle 0 
1b Transition  20 Linear transition  Linear transition  
2a Steady -state 135 Intermediate  100 
2b Transition  20 Intermediate  Linear transition  
3a Steady -state 112 Intermediate  10 
3b Transition  20 Intermediate  Linear transition  
4a Steady -state 337 Intermediate  75 
4b Transition  20 Intermediate  Linear transition  
5a Steady -state 518 Intermediate  25 
5b Transition  20 Intermediate  Linear transition  
6a Steady -state 494 Intermediate  50 
6b Transition  20 Linear transition  Linear transition  
7 Steady -state 43 Idle 0 
 
Table of RMC -G2 test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speedac Torque (%)bc 
1a Steady -state 41 Idle 0 
1b Transition  20 Linear transition  Linear transition  
2a Steady -state 135 100 %  100 
2b Transition  20 100 %  Linear transition  
                                                 
a See sections 5.2.5, 7.6  and 7.7 of Annex VI for determination of required test speeds.  
b The % torque is relative to the maximum torque at the commanded engine speed.  
c Advance from one mode to the next within a 20 -second transition phase. During the transition phase, 
command a linear progression from the torque setting of the current mode to the torque setting of the next mode 
and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.   
 5 Hata! Bilinmeyen belge özelliği adı.  3a Steady -state 112 100 %  10 
3b Transition  20 100 %  Linear transition  
4a Steady -state 337 100 %  75 
4b Transition  20 100 %  Linear transition  
5a Steady -state 518 100 %  25 
5b Transition  20 100 %  Linear transition  
6a Steady -state 494 100 %  50 
6b Transition  20 Linear transition  Linear transition  
7 Steady -state 43 Idle 0 
 
Test cycle type H  
Table of RMC -H test modes  
RMC  
Mode Number  Time in mode (seconds)  Engine speedac Torque (%)bc 
1a Steady -state 27 Idle 0 
1b Transition  20 Linear transition  Linear transition  
2a Steady -state 121 100 %  100 
2b Transition  20 Linear transition  Linear transition  
3a Steady -state 347 65 %  19 
3b Transition  20 Linear transition  Linear transition  
4a Steady -state 305 85 %  51 
4b Transition  20 Linear transition  Linear transition  
5a Steady -state 272 75 %  33 
5b Transition  20 Linear transition  Linear transition  
6 Steady -state 28 Idle 0 
                                                 
a See sections 5.2.5, 7.6 and 7.7 of Annex  VI for determination of required test speeds.  
b % torque is relative to the maximum torque at the commanded engine speed.  
c Advance from one mode to the next within a 20 -second transition phase. During the transition phase, 
command a linear progression fr om the torque setting of the current mode to the torque setting of the next mode, 
and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.   
 0 Hata! Bilinmeyen belge özelliği adı.  Appendix 3  
2.4.2.1  TRANSIENT (NRTC  AND LSI-NRTC)  TEST CYCLES  
NRTC engine dynamometer schedule  
Time (s)  Normalized speed (%)  Normalized torque (%)  
1 0 0 
2 0 0 
3 0 0 
4 0 0 
5 0 0 
6 0 0 
7 0 0 
8 0 0 
9 0 0 
10 0 0 
11 0 0 
12 0 0 
13 0 0 
14 0 0 
15 0 0 
16 0 0 
17 0 0 
18 0 0 
19 0 0 
20 0 0 
21 0 0 
22 0 0 
23 0 0 
24 1 3  
 1 Hata! Bilinmeyen belge özelliği adı.  25 1 3 
26 1 3 
27 1 3 
28 1 3 
29 1 3 
30 1 6 
31 1 6 
32 2 1 
33 4 13 
34 7 18 
35 9 21 
36 17 20 
37 33 42 
38 57 46 
39 44 33 
40 31 0 
41 22 27 
42 33 43 
43 80 49 
44 105 47 
45 98 70 
46 104 36 
47 104 65 
48 96 71 
49 101 62 
50 102 51 
51 102 50  
 2 Hata! Bilinmeyen belge özelliği adı.  52 102 46 
53 102 41 
54 102 31 
55 89 2 
56 82 0 
57 47 1 
58 23 1 
59 1 3 
60 1 8 
61 1 3 
62 1 5 
63 1 6 
64 1 4 
65 1 4 
66 0 6 
67 1 4 
68 9 21 
69 25 56 
70 64 26 
71 60 31 
72 63 20 
73 62 24 
74 64 8 
75 58 44 
76 65 10 
77 65 12 
78 68 23  
 3 Hata! Bilinmeyen belge özelliği adı.  79 69 30 
80 71 30 
81 74 15 
82 71 23 
83 73 20 
84 73 21 
85 73 19 
86 70 33 
87 70 34 
88 65 47 
89 66 47 
90 64 53 
91 65 45 
92 66 38 
93 67 49 
94 69 39 
95 69 39 
96 66 42 
97 71 29 
98 75 29 
99 72 23 
100 74 22 
101 75 24 
102 73 30 
103 74 24 
104 77 6 
105 76 12  
 4 Hata! Bilinmeyen belge özelliği adı.  106 74 39 
107 72 30 
108 75 22 
109 78 64 
110 102 34 
111 103 28 
112 103 28 
113 103 19 
114 103 32 
115 104 25 
116 103 38 
117 103 39 
118 103 34 
119 102 44 
120 103 38 
121 102 43 
122 103 34 
123 102 41 
124 103 44 
125 103 37 
126 103 27 
127 104 13 
128 104 30 
129 104 19 
130 103 28 
131 104 40 
132 104 32  
 5 Hata! Bilinmeyen belge özelliği adı.  133 101 63 
134 102 54 
135 102 52 
136 102 51 
137 103 40 
138 104 34 
139 102 36 
140 104 44 
141 103 44 
142 104 33 
143 102 27 
144 103 26 
145 79 53 
146 51 37 
147 24 23 
148 13 33 
149 19 55 
150 45 30 
151 34 7 
152 14 4 
153 8 16 
154 15 6 
155 39 47 
156 39 4 
157 35 26 
158 27 38 
159 43 40  
 6 Hata! Bilinmeyen belge özelliği adı.  160 14 23 
161 10 10 
162 15 33 
163 35 72 
164 60 39 
165 55 31 
166 47 30 
167 16 7 
168 0 6 
169 0 8 
170 0 8 
171 0 2 
172 2 17 
173 10 28 
174 28 31 
175 33 30 
176 36 0 
177 19 10 
178 1 18 
179 0 16 
180 1 3 
181 1 4 
182 1 5 
183 1 6 
184 1 5 
185 1 3 
186 1 4  
 7 Hata! Bilinmeyen belge özelliği adı.  187 1 4 
188 1 6 
189 8 18 
190 20 51 
191 49 19 
192 41 13 
193 31 16 
194 28 21 
195 21 17 
196 31 21 
197 21 8 
198 0 14 
199 0 12 
200 3 8 
201 3 22 
202 12 20 
203 14 20 
204 16 17 
205 20 18 
206 27 34 
207 32 33 
208 41 31 
209 43 31 
210 37 33 
211 26 18 
212 18 29 
213 14 51  
 8 Hata! Bilinmeyen belge özelliği adı.  214 13 11 
215 12 9 
216 15 33 
217 20 25 
218 25 17 
219 31 29 
220 36 66 
221 66 40 
222 50 13 
223 16 24 
224 26 50 
225 64 23 
226 81 20 
227 83 11 
228 79 23 
229 76 31 
230 68 24 
231 59 33 
232 59 3 
233 25 7 
234 21 10 
235 20 19 
236 4 10 
237 5 7 
238 4 5 
239 4 6 
240 4 6  
 9 Hata! Bilinmeyen belge özelliği adı.  241 4 5 
242 7 5 
243 16 28 
244 28 25 
245 52 53 
246 50 8 
247 26 40 
248 48 29 
249 54 39 
250 60 42 
251 48 18 
252 54 51 
253 88 90 
254 103 84 
255 103 85 
256 102 84 
257 58 66 
258 64 97 
259 56 80 
260 51 67 
261 52 96 
262 63 62 
263 71 6 
264 33 16 
265 47 45 
266 43 56 
267 42 27  
 10 Hata! Bilinmeyen belge özelliği adı.  268 42 64 
269 75 74 
270 68 96 
271 86 61 
272 66 0 
273 37 0 
274 45 37 
275 68 96 
276 80 97 
277 92 96 
278 90 97 
279 82 96 
280 94 81 
281 90 85 
282 96 65 
283 70 96 
284 55 95 
285 70 96 
286 79 96 
287 81 71 
288 71 60 
289 92 65 
290 82 63 
291 61 47 
292 52 37 
293 24 0 
294 20 7  
 11 Hata! Bilinmeyen belge özelliği adı.  295 39 48 
296 39 54 
297 63 58 
298 53 31 
299 51 24 
300 48 40 
301 39 0 
302 35 18 
303 36 16 
304 29 17 
305 28 21 
306 31 15 
307 31 10 
308 43 19 
309 49 63 
310 78 61 
311 78 46 
312 66 65 
313 78 97 
314 84 63 
315 57 26 
316 36 22 
317 20 34 
318 19 8 
319 9 10 
320 5 5 
321 7 11  
 12 Hata! Bilinmeyen belge özelliği adı.  322 15 15 
323 12 9 
324 13 27 
325 15 28 
326 16 28 
327 16 31 
328 15 20 
329 17 0 
330 20 34 
331 21 25 
332 20 0 
333 23 25 
334 30 58 
335 63 96 
336 83 60 
337 61 0 
338 26 0 
339 29 44 
340 68 97 
341 80 97 
342 88 97 
343 99 88 
344 102 86 
345 100 82 
346 74 79 
347 57 79 
348 76 97  
 13 Hata! Bilinmeyen belge özelliği adı.  349 84 97 
350 86 97 
351 81 98 
352 83 83 
353 65 96 
354 93 72 
355 63 60 
356 72 49 
357 56 27 
358 29 0 
359 18 13 
360 25 11 
361 28 24 
362 34 53 
363 65 83 
364 80 44 
365 77 46 
366 76 50 
367 45 52 
368 61 98 
369 61 69 
370 63 49 
371 32 0 
372 10 8 
373 17 7 
374 16 13 
375 11 6  
 14 Hata! Bilinmeyen belge özelliği adı.  376 9 5 
377 9 12 
378 12 46 
379 15 30 
380 26 28 
381 13 9 
382 16 21 
383 24 4 
384 36 43 
385 65 85 
386 78 66 
387 63 39 
388 32 34 
389 46 55 
390 47 42 
391 42 39 
392 27 0 
393 14 5 
394 14 14 
395 24 54 
396 60 90 
397 53 66 
398 70 48 
399 77 93 
400 79 67 
401 46 65 
402 69 98  
 15 Hata! Bilinmeyen belge özelliği adı.  403 80 97 
404 74 97 
405 75 98 
406 56 61 
407 42 0 
408 36 32 
409 34 43 
410 68 83 
411 102 48 
412 62 0 
413 41 39 
414 71 86 
415 91 52 
416 89 55 
417 89 56 
418 88 58 
419 78 69 
420 98 39 
421 64 61 
422 90 34 
423 88 38 
424 97 62 
425 100 53 
426 81 58 
427 74 51 
428 76 57 
429 76 72  
 16 Hata! Bilinmeyen belge özelliği adı.  430 85 72 
431 84 60 
432 83 72 
433 83 72 
434 86 72 
435 89 72 
436 86 72 
437 87 72 
438 88 72 
439 88 71 
440 87 72 
441 85 71 
442 88 72 
443 88 72 
444 84 72 
445 83 73 
446 77 73 
447 74 73 
448 76 72 
449 46 77 
450 78 62 
451 79 35 
452 82 38 
453 81 41 
454 79 37 
455 78 35 
456 78 38  
 17 Hata! Bilinmeyen belge özelliği adı.  457 78 46 
458 75 49 
459 73 50 
460 79 58 
461 79 71 
462 83 44 
463 53 48 
464 40 48 
465 51 75 
466 75 72 
467 89 67 
468 93 60 
469 89 73 
470 86 73 
471 81 73 
472 78 73 
473 78 73 
474 76 73 
475 79 73 
476 82 73 
477 86 73 
478 88 72 
479 92 71 
480 97 54 
481 73 43 
482 36 64 
483 63 31  
 18 Hata! Bilinmeyen belge özelliği adı.  484 78 1 
485 69 27 
486 67 28 
487 72 9 
488 71 9 
489 78 36 
490 81 56 
491 75 53 
492 60 45 
493 50 37 
494 66 41 
495 51 61 
496 68 47 
497 29 42 
498 24 73 
499 64 71 
500 90 71 
501 100 61 
502 94 73 
503 84 73 
504 79 73 
505 75 72 
506 78 73 
507 80 73 
508 81 73 
509 81 73 
510 83 73  
 19 Hata! Bilinmeyen belge özelliği adı.  511 85 73 
512 84 73 
513 85 73 
514 86 73 
515 85 73 
516 85 73 
517 85 72 
518 85 73 
519 83 73 
520 79 73 
521 78 73 
522 81 73 
523 82 72 
524 94 56 
525 66 48 
526 35 71 
527 51 44 
528 60 23 
529 64 10 
530 63 14 
531 70 37 
532 76 45 
533 78 18 
534 76 51 
535 75 33 
536 81 17 
537 76 45  
 20 Hata! Bilinmeyen belge özelliği adı.  538 76 30 
539 80 14 
540 71 18 
541 71 14 
542 71 11 
543 65 2 
544 31 26 
545 24 72 
546 64 70 
547 77 62 
548 80 68 
549 83 53 
550 83 50 
551 83 50 
552 85 43 
553 86 45 
554 89 35 
555 82 61 
556 87 50 
557 85 55 
558 89 49 
559 87 70 
560 91 39 
561 72 3 
562 43 25 
563 30 60 
564 40 45  
 21 Hata! Bilinmeyen belge özelliği adı.  565 37 32 
566 37 32 
567 43 70 
568 70 54 
569 77 47 
570 79 66 
571 85 53 
572 83 57 
573 86 52 
574 85 51 
575 70 39 
576 50 5 
577 38 36 
578 30 71 
579 75 53 
580 84 40 
581 85 42 
582 86 49 
583 86 57 
584 89 68 
585 99 61 
586 77 29 
587 81 72 
588 89 69 
589 49 56 
590 79 70 
591 104 59  
 22 Hata! Bilinmeyen belge özelliği adı.  592 103 54 
593 102 56 
594 102 56 
595 103 61 
596 102 64 
597 103 60 
598 93 72 
599 86 73 
600 76 73 
601 59 49 
602 46 22 
603 40 65 
604 72 31 
605 72 27 
606 67 44 
607 68 37 
608 67 42 
609 68 50 
610 77 43 
611 58 4 
612 22 37 
613 57 69 
614 68 38 
615 73 2 
616 40 14 
617 42 38 
618 64 69  
 23 Hata! Bilinmeyen belge özelliği adı.  619 64 74 
620 67 73 
621 65 73 
622 68 73 
623 65 49 
624 81 0 
625 37 25 
626 24 69 
627 68 71 
628 70 71 
629 76 70 
630 71 72 
631 73 69 
632 76 70 
633 77 72 
634 77 72 
635 77 72 
636 77 70 
637 76 71 
638 76 71 
639 77 71 
640 77 71 
641 78 70 
642 77 70 
643 77 71 
644 79 72 
645 78 70  
 24 Hata! Bilinmeyen belge özelliği adı.  646 80 70 
647 82 71 
648 84 71 
649 83 71 
650 83 73 
651 81 70 
652 80 71 
653 78 71 
654 76 70 
655 76 70 
656 76 71 
657 79 71 
658 78 71 
659 81 70 
660 83 72 
661 84 71 
662 86 71 
663 87 71 
664 92 72 
665 91 72 
666 90 71 
667 90 71 
668 91 71 
669 90 70 
670 90 72 
671 91 71 
672 90 71  
 25 Hata! Bilinmeyen belge özelliği adı.  673 90 71 
674 92 72 
675 93 69 
676 90 70 
677 93 72 
678 91 70 
679 89 71 
680 91 71 
681 90 71 
682 90 71 
683 92 71 
684 91 71 
685 93 71 
686 93 68 
687 98 68 
688 98 67 
689 100 69 
690 99 68 
691 100 71 
692 99 68 
693 100 69 
694 102 72 
695 101 69 
696 100 69 
697 102 71 
698 102 71 
699 102 69  
 26 Hata! Bilinmeyen belge özelliği adı.  700 102 71 
701 102 68 
702 100 69 
703 102 70 
704 102 68 
705 102 70 
706 102 72 
707 102 68 
708 102 69 
709 100 68 
710 102 71 
711 101 64 
712 102 69 
713 102 69 
714 101 69 
715 102 64 
716 102 69 
717 102 68 
718 102 70 
719 102 69 
720 102 70 
721 102 70 
722 102 62 
723 104 38 
724 104 15 
725 102 24 
726 102 45  
 27 Hata! Bilinmeyen belge özelliği adı.  727 102 47 
728 104 40 
729 101 52 
730 103 32 
731 102 50 
732 103 30 
733 103 44 
734 102 40 
735 103 43 
736 103 41 
737 102 46 
738 103 39 
739 102 41 
740 103 41 
741 102 38 
742 103 39 
743 102 46 
744 104 46 
745 103 49 
746 102 45 
747 103 42 
748 103 46 
749 103 38 
750 102 48 
751 103 35 
752 102 48 
753 103 49  
 28 Hata! Bilinmeyen belge özelliği adı.  754 102 48 
755 102 46 
756 103 47 
757 102 49 
758 102 42 
759 102 52 
760 102 57 
761 102 55 
762 102 61 
763 102 61 
764 102 58 
765 103 58 
766 102 59 
767 102 54 
768 102 63 
769 102 61 
770 103 55 
771 102 60 
772 102 72 
773 103 56 
774 102 55 
775 102 67 
776 103 56 
777 84 42 
778 48 7 
779 48 6 
780 48 6  
 29 Hata! Bilinmeyen belge özelliği adı.  781 48 7 
782 48 6 
783 48 7 
784 67 21 
785 105 59 
786 105 96 
787 105 74 
788 105 66 
789 105 62 
790 105 66 
791 89 41 
792 52 5 
793 48 5 
794 48 7 
795 48 5 
796 48 6 
797 48 4 
798 52 6 
799 51 5 
800 51 6 
801 51 6 
802 52 5 
803 52 5 
804 57 44 
805 98 90 
806 105 94 
807 105 100  
 30 Hata! Bilinmeyen belge özelliği adı.  808 105 98 
809 105 95 
810 105 96 
811 105 92 
812 104 97 
813 100 85 
814 94 74 
815 87 62 
816 81 50 
817 81 46 
818 80 39 
819 80 32 
820 81 28 
821 80 26 
822 80 23 
823 80 23 
824 80 20 
825 81 19 
826 80 18 
827 81 17 
828 80 20 
829 81 24 
830 81 21 
831 80 26 
832 80 24 
833 80 23 
834 80 22  
 31 Hata! Bilinmeyen belge özelliği adı.  835 81 21 
836 81 24 
837 81 24 
838 81 22 
839 81 22 
840 81 21 
841 81 31 
842 81 27 
843 80 26 
844 80 26 
845 81 25 
846 80 21 
847 81 20 
848 83 21 
849 83 15 
850 83 12 
851 83 9 
852 83 8 
853 83 7 
854 83 6 
855 83 6 
856 83 6 
857 83 6 
858 83 6 
859 76 5 
860 49 8 
861 51 7  
 32 Hata! Bilinmeyen belge özelliği adı.  862 51 20 
863 78 52 
864 80 38 
865 81 33 
866 83 29 
867 83 22 
868 83 16 
869 83 12 
870 83 9 
871 83 8 
872 83 7 
873 83 6 
874 83 6 
875 83 6 
876 83 6 
877 83 6 
878 59 4 
879 50 5 
880 51 5 
881 51 5 
882 51 5 
883 50 5 
884 50 5 
885 50 5 
886 50 5 
887 50 5 
888 51 5  
 33 Hata! Bilinmeyen belge özelliği adı.  889 51 5 
890 51 5 
891 63 50 
892 81 34 
893 81 25 
894 81 29 
895 81 23 
896 80 24 
897 81 24 
898 81 28 
899 81 27 
900 81 22 
901 81 19 
902 81 17 
903 81 17 
904 81 17 
905 81 15 
906 80 15 
907 80 28 
908 81 22 
909 81 24 
910 81 19 
911 81 21 
912 81 20 
913 83 26 
914 80 63 
915 80 59  
 34 Hata! Bilinmeyen belge özelliği adı.  916 83 100 
917 81 73 
918 83 53 
919 80 76 
920 81 61 
921 80 50 
922 81 37 
923 82 49 
924 83 37 
925 83 25 
926 83 17 
927 83 13 
928 83 10 
929 83 8 
930 83 7 
931 83 7 
932 83 6 
933 83 6 
934 83 6 
935 71 5 
936 49 24 
937 69 64 
938 81 50 
939 81 43 
940 81 42 
941 81 31 
942 81 30  
 35 Hata! Bilinmeyen belge özelliği adı.  943 81 35 
944 81 28 
945 81 27 
946 80 27 
947 81 31 
948 81 41 
949 81 41 
950 81 37 
951 81 43 
952 81 34 
953 81 31 
954 81 26 
955 81 23 
956 81 27 
957 81 38 
958 81 40 
959 81 39 
960 81 27 
961 81 33 
962 80 28 
963 81 34 
964 83 72 
965 81 49 
966 81 51 
967 80 55 
968 81 48 
969 81 36  
 36 Hata! Bilinmeyen belge özelliği adı.  970 81 39 
971 81 38 
972 80 41 
973 81 30 
974 81 23 
975 81 19 
976 81 25 
977 81 29 
978 83 47 
979 81 90 
980 81 75 
981 80 60 
982 81 48 
983 81 41 
984 81 30 
985 80 24 
986 81 20 
987 81 21 
988 81 29 
989 81 29 
990 81 27 
991 81 23 
992 81 25 
993 81 26 
994 81 22 
995 81 20 
996 81 17  
 37 Hata! Bilinmeyen belge özelliği adı.  997 81 23 
998 83 65 
999 81 54 
1000  81 50 
1001  81 41 
1002  81 35 
1003  81 37 
1004  81 29 
1005  81 28 
1006  81 24 
1007  81 19 
1008  81 16 
1009  80 16 
1010  83 23 
1011  83 17 
1012  83 13 
1013  83 27 
1014  81 58 
1015  81 60 
1016  81 46 
1017  80 41 
1018  80 36 
1019  81 26 
1020  86 18 
1021  82 35 
1022  79 53 
1023  82 30  
 38 Hata! Bilinmeyen belge özelliği adı.  1024  83 29 
1025  83 32 
1026  83 28 
1027  76 60 
1028  79 51 
1029  86 26 
1030  82 34 
1031  84 25 
1032  86 23 
1033  85 22 
1034  83 26 
1035  83 25 
1036  83 37 
1037  84 14 
1038  83 39 
1039  76 70 
1040  78 81 
1041  75 71 
1042  86 47 
1043  83 35 
1044  81 43 
1045  81 41 
1046  79 46 
1047  80 44 
1048  84 20 
1049  79 31 
1050  87 29  
 39 Hata! Bilinmeyen belge özelliği adı.  1051  82 49 
1052  84 21 
1053  82 56 
1054  81 30 
1055  85 21 
1056  86 16 
1057  79 52 
1058  78 60 
1059  74 55 
1060  78 84 
1061  80 54 
1062  80 35 
1063  82 24 
1064  83 43 
1065  79 49 
1066  83 50 
1067  86 12 
1068  64 14 
1069  24 14 
1070  49 21 
1071  77 48 
1072  103 11 
1073  98 48 
1074  101 34 
1075  99 39 
1076  103 11 
1077  103 19  
 40 Hata! Bilinmeyen belge özelliği adı.  1078  103 7 
1079  103 13 
1080  103 10 
1081  102 13 
1082  101 29 
1083  102 25 
1084  102 20 
1085  96 60 
1086  99 38 
1087  102 24 
1088  100 31 
1089  100 28 
1090  98 3 
1091  102 26 
1092  95 64 
1093  102 23 
1094  102 25 
1095  98 42 
1096  93 68 
1097  101 25 
1098  95 64 
1099  101 35 
1100  94 59 
1101  97 37 
1102  97 60 
1103  93 98 
1104  98 53  
 41 Hata! Bilinmeyen belge özelliği adı.  1105  103 13 
1106  103 11 
1107  103 11 
1108  103 13 
1109  103 10 
1110  103 10 
1111  103 11 
1112  103 10 
1113  103 10 
1114  102 18 
1115  102 31 
1116  101 24 
1117  102 19 
1118  103 10 
1119  102 12 
1120  99 56 
1121  96 59 
1122  74 28 
1123  66 62 
1124  74 29 
1125  64 74 
1126  69 40 
1127  76 2 
1128  72 29 
1129  66 65 
1130  54 69 
1131  69 56  
 42 Hata! Bilinmeyen belge özelliği adı.  1132  69 40 
1133  73 54 
1134  63 92 
1135  61 67 
1136  72 42 
1137  78 2 
1138  76 34 
1139  67 80 
1140  70 67 
1141  53 70 
1142  72 65 
1143  60 57 
1144  74 29 
1145  69 31 
1146  76 1 
1147  74 22 
1148  72 52 
1149  62 96 
1150  54 72 
1151  72 28 
1152  72 35 
1153  64 68 
1154  74 27 
1155  76 14 
1156  69 38 
1157  66 59 
1158  64 99  
 43 Hata! Bilinmeyen belge özelliği adı.  1159  51 86 
1160  70 53 
1161  72 36 
1162  71 47 
1163  70 42 
1164  67 34 
1165  74 2 
1166  75 21 
1167  74 15 
1168  75 13 
1169  76 10 
1170  75 13 
1171  75 10 
1172  75 7 
1173  75 13 
1174  76 8 
1175  76 7 
1176  67 45 
1177  75 13 
1178  75 12 
1179  73 21 
1180  68 46 
1181  74 8 
1182  76 11 
1183  76 14 
1184  74 11 
1185  74 18  
 44 Hata! Bilinmeyen belge özelliği adı.  1186  73 22 
1187  74 20 
1188  74 19 
1189  70 22 
1190  71 23 
1191  73 19 
1192  73 19 
1193  72 20 
1194  64 60 
1195  70 39 
1196  66 56 
1197  68 64 
1198  30 68 
1199  70 38 
1200  66 47 
1201  76 14 
1202  74 18 
1203  69 46 
1204  68 62 
1205  68 62 
1206  68 62 
1207  68 62 
1208  68 62 
1209  68 62 
1210  54 50 
1211  41 37 
1212  27 25  
 45 Hata! Bilinmeyen belge özelliği adı.  1213  14 12 
1214  0 0 
1215  0 0 
1216  0 0 
1217  0 0 
1218  0 0 
1219  0 0 
1220  0 0 
1221  0 0 
1222  0 0 
1223  0 0 
1224  0 0 
1225  0 0 
1226  0 0 
1227  0 0 
1228  0 0 
1229  0 0 
1230  0 0 
1231  0 0 
1232  0 0 
1233  0 0 
1234  0 0 
1235  0 0 
1236  0 0 
1237  0 0 
1238  0 0 
  
 46 Hata! Bilinmeyen belge özelliği adı.  LSI-NRTC engine dynamometer schedule  
Time (s)  Normalized speed (%)  Normalized torque (%)  
0 0 0 
1 0 0 
2 0 0 
3 0 0 
4 0 0 
5 0 0 
6 0 0 
7 0 0 
8 0 0 
9 1 8 
10 6 54 
11 8 61 
12 34 59 
13 22 46 
14 5 51 
15 18 51 
16 31 50 
17 30 56 
18 31 49 
19 25 66 
20 58 55 
21 43 31 
22 16 45 
23 24 38 
24 24 27 
25 30 33  
 47 Hata! Bilinmeyen belge özelliği adı.  26 45 65 
27 50 49 
28 23 42 
29 13 42 
30 9 45 
31 23 30 
32 37 45 
33 44 50 
34 49 52 
35 55 49 
36 61 46 
37 66 38 
38 42 33 
39 17 41 
40 17 37 
41 7 50 
42 20 32 
43 5 55 
44 30 42 
45 44 53 
46 45 56 
47 41 52 
48 24 41 
49 15 40 
50 11 44 
51 32 31 
52 38 54  
 48 Hata! Bilinmeyen belge özelliği adı.  53 38 47 
54 9 55 
55 10 50 
56 33 55 
57 48 56 
58 49 47 
59 33 44 
60 52 43 
61 55 43 
62 59 38 
63 44 28 
64 24 37 
65 12 44 
66 9 47 
67 12 52 
68 34 21 
69 29 44 
70 44 54 
71 54 62 
72 62 57 
73 72 56 
74 88 71 
75 100 69 
76 100 34 
77 100 42 
78 100 54 
79 100 58  
 49 Hata! Bilinmeyen belge özelliği adı.  80 100 38 
81 83 17 
82 61 15 
83 43 22 
84 24 35 
85 16 39 
86 15 45 
87 32 34 
88 14 42 
89 8 48 
90 5 51 
91 10 41 
92 12 37 
93 4 47 
94 3 49 
95 3 50 
96 4 49 
97 4 48 
98 8 43 
99 2 51 
100 5 46 
101 8 41 
102 4 47 
103 3 49 
104 6 45 
105 3 48 
106 10 42  
 50 Hata! Bilinmeyen belge özelliği adı.  107 18 27 
108 3 50 
109 11 41 
110 34 29 
111 51 57 
112 67 63 
113 61 32 
114 44 31 
115 48 54 
116 69 65 
117 85 65 
118 81 29 
119 74 21 
120 62 23 
121 76 58 
122 96 75 
123 100 77 
124 100 27 
125 100 79 
126 100 79 
127 100 81 
128 100 57 
129 99 52 
130 81 35 
131 69 29 
132 47 22 
133 34 28  
 51 Hata! Bilinmeyen belge özelliği adı.  134 27 37 
135 83 60 
136 100 74 
137 100 7 
138 100 2 
139 70 18 
140 23 39 
141 5 54 
142 11 40 
143 11 34 
144 11 41 
145 19 25 
146 16 32 
147 20 31 
148 21 38 
149 21 42 
150 9 51 
151 4 49 
152 2 51 
153 1 58 
154 21 57 
155 29 47 
156 33 45 
157 16 49 
158 38 45 
159 37 43 
160 35 42  
 52 Hata! Bilinmeyen belge özelliği adı.  161 39 43 
162 51 49 
163 59 55 
164 65 54 
165 76 62 
166 84 59 
167 83 29 
168 67 35 
169 84 54 
170 90 58 
171 93 43 
172 90 29 
173 66 19 
174 52 16 
175 49 17 
176 56 38 
177 73 71 
178 86 80 
179 96 75 
180 89 27 
181 66 17 
182 50 18 
183 36 25 
184 36 24 
185 38 40 
186 40 50 
187 27 48  
 53 Hata! Bilinmeyen belge özelliği adı.  188 19 48 
189 23 50 
190 19 45 
191 6 51 
192 24 48 
193 49 67 
194 47 49 
195 22 44 
196 25 40 
197 38 54 
198 43 55 
199 40 52 
200 14 49 
201 11 45 
202 7 48 
203 26 41 
204 41 59 
205 53 60 
206 44 54 
207 22 40 
208 24 41 
209 32 53 
210 44 74 
211 57 25 
212 22 49 
213 29 45 
214 19 37  
 54 Hata! Bilinmeyen belge özelliği adı.  215 14 43 
216 36 40 
217 43 63 
218 42 49 
219 15 50 
220 19 44 
221 47 59 
222 67 80 
223 76 74 
224 87 66 
225 98 61 
226 100 38 
227 97 27 
228 100 53 
229 100 72 
230 100 49 
231 100 4 
232 100 13 
233 87 15 
234 53 26 
235 33 27 
236 39 19 
237 51 33 
238 67 54 
239 83 60 
240 95 52 
241 100 50  
 55 Hata! Bilinmeyen belge özelliği adı.  242 100 36 
243 100 25 
244 85 16 
245 62 16 
246 40 26 
247 56 39 
248 81 75 
249 98 86 
250 100 76 
251 100 51 
252 100 78 
253 100 83 
254 100 100 
255 100 66 
256 100 85 
257 100 72 
258 100 45 
259 98 58 
260 60 30 
261 43 32 
262 71 36 
263 44 32 
264 24 38 
265 42 17 
266 22 51 
267 13 53 
268 23 45  
 56 Hata! Bilinmeyen belge özelliği adı.  269 29 50 
270 28 42 
271 21 55 
272 34 57 
273 44 47 
274 19 46 
275 13 44 
276 25 36 
277 43 51 
278 55 73 
279 68 72 
280 76 63 
281 80 45 
282 83 40 
283 78 26 
284 60 20 
285 47 19 
286 52 25 
287 36 30 
288 40 26 
289 45 34 
290 47 35 
291 42 28 
292 46 38 
293 48 44 
294 68 61 
295 70 47  
 57 Hata! Bilinmeyen belge özelliği adı.  296 48 28 
297 42 22 
298 31 29 
299 22 35 
300 28 28 
301 46 46 
302 62 69 
303 76 81 
304 88 85 
305 98 81 
306 100 74 
307 100 13 
308 100 11 
309 100 17 
310 99 3 
311 80 7 
312 62 11 
313 63 11 
314 64 16 
315 69 43 
316 81 67 
317 93 74 
318 100 72 
319 94 27 
320 73 15 
321 40 33 
322 40 52  
 58 Hata! Bilinmeyen belge özelliği adı.  323 50 50 
324 11 53 
325 12 45 
326 5 50 
327 1 55 
328 7 55 
329 62 60 
330 80 28 
331 23 37 
332 39 58 
333 47 24 
334 59 51 
335 58 68 
336 36 52 
337 18 42 
338 36 52 
339 59 73 
340 72 85 
341 85 92 
342 99 90 
343 100 72 
344 100 18 
345 100 76 
346 100 64 
347 100 87 
348 100 97 
349 100 84  
 59 Hata! Bilinmeyen belge özelliği adı.  350 100 100 
351 100 91 
352 100 83 
353 100 93 
354 100 100 
355 94 43 
356 72 10 
357 77 3 
358 48 2 
359 29 5 
360 59 19 
361 63 5 
362 35 2 
363 24 3 
364 28 2 
365 36 16 
366 54 23 
367 60 10 
368 33 1 
369 23 0 
370 16 0 
371 11 0 
372 20 0 
373 25 2 
374 40 3 
375 33 4 
376 34 5  
 60 Hata! Bilinmeyen belge özelliği adı.  377 46 7 
378 57 10 
379 66 11 
380 75 14 
381 79 11 
382 80 16 
383 92 21 
384 99 16 
385 83 2 
386 71 2 
387 69 4 
388 67 4 
389 74 16 
390 86 25 
391 97 28 
392 100 15 
393 83 2 
394 62 4 
395 40 6 
396 49 10 
397 36 5 
398 27 4 
399 29 3 
400 22 2 
401 13 3 
402 37 36 
403 90 26  
 61 Hata! Bilinmeyen belge özelliği adı.  404 41 2 
405 25 2 
406 29 2 
407 38 7 
408 50 13 
409 55 10 
410 29 3 
411 24 7 
412 51 16 
413 62 15 
414 72 35 
415 91 74 
416 100 73 
417 100 8 
418 98 11 
419 100 59 
420 100 98 
421 100 99 
422 100 75 
423 100 95 
424 100 100 
425 100 97 
426 100 90 
427 100 86 
428 100 82 
429 97 43 
430 70 16  
 62 Hata! Bilinmeyen belge özelliği adı.  431 50 20 
432 42 33 
433 89 64 
434 89 77 
435 99 95 
436 100 41 
437 77 12 
438 29 37 
439 16 41 
440 16 38 
441 15 36 
442 18 44 
443 4 55 
444 24 26 
445 26 35 
446 15 45 
447 21 39 
448 29 52 
449 26 46 
450 27 50 
451 13 43 
452 25 36 
453 37 57 
454 29 46 
455 17 39 
456 13 41 
457 19 38  
 63 Hata! Bilinmeyen belge özelliği adı.  458 28 35 
459 8 51 
460 14 36 
461 17 47 
462 34 39 
463 34 57 
464 11 70 
465 13 51 
466 13 68 
467 38 44 
468 53 67 
469 29 69 
470 19 65 
471 52 45 
472 61 79 
473 29 70 
474 15 53 
475 15 60 
476 52 40 
477 50 61 
478 13 74 
479 46 51 
480 60 73 
481 33 84 
482 31 63 
483 41 42 
484 26 69  
 64 Hata! Bilinmeyen belge özelliği adı.  485 23 65 
486 48 49 
487 28 57 
488 16 67 
489 39 48 
490 47 73 
491 35 87 
492 26 73 
493 30 61 
494 34 49 
495 35 66 
496 56 47 
497 49 64 
498 59 64 
499 42 69 
500 6 77 
501 5 59 
502 17 59 
503 45 53 
504 21 62 
505 31 60 
506 53 68 
507 48 79 
508 45 61 
509 51 47 
510 41 48 
511 26 58  
 65 Hata! Bilinmeyen belge özelliği adı.  512 21 62 
513 50 52 
514 39 65 
515 23 65 
516 42 62 
517 57 80 
518 66 81 
519 64 62 
520 45 42 
521 33 42 
522 27 57 
523 31 59 
524 41 53 
525 45 72 
526 48 73 
527 46 90 
528 56 76 
529 64 76 
530 69 64 
531 72 59 
532 73 58 
533 71 56 
534 66 48 
535 61 50 
536 55 56 
537 52 52 
538 54 49  
 66 Hata! Bilinmeyen belge özelliği adı.  539 61 50 
540 64 54 
541 67 54 
542 68 52 
543 60 53 
544 52 50 
545 45 49 
546 38 45 
547 32 45 
548 26 53 
549 23 56 
550 30 49 
551 33 55 
552 35 59 
553 33 65 
554 30 67 
555 28 59 
556 25 58 
557 23 56 
558 22 57 
559 19 63 
560 14 63 
561 31 61 
562 35 62 
563 21 80 
564 28 65 
565 7 74  
 67 Hata! Bilinmeyen belge özelliği adı.  566 23 54 
567 38 54 
568 14 78 
569 38 58 
570 52 75 
571 59 81 
572 66 69 
573 54 44 
574 48 34 
575 44 33 
576 40 40 
577 28 58 
578 27 63 
579 35 45 
580 20 66 
581 15 60 
582 10 52 
583 22 56 
584 30 62 
585 21 67 
586 29 53 
587 41 56 
588 15 67 
589 24 56 
590 42 69 
591 39 83 
592 40 73  
 68 Hata! Bilinmeyen belge özelliği adı.  593 35 67 
594 32 61 
595 30 65 
596 30 72 
597 48 51 
598 66 58 
599 62 71 
600 36 63 
601 17 59 
602 16 50 
603 16 62 
604 34 48 
605 51 66 
606 35 74 
607 15 56 
608 19 54 
609 43 65 
610 52 80 
611 52 83 
612 49 57 
613 48 46 
614 37 36 
615 25 44 
616 14 53 
617 13 64 
618 23 56 
619 21 63  
 69 Hata! Bilinmeyen belge özelliği adı.  620 18 67 
621 20 54 
622 16 67 
623 26 56 
624 41 65 
625 28 62 
626 19 60 
627 33 56 
628 37 70 
629 24 79 
630 28 57 
631 40 57 
632 40 58 
633 28 44 
634 25 41 
635 29 53 
636 31 55 
637 26 64 
638 20 50 
639 16 53 
640 11 54 
641 13 53 
642 23 50 
643 32 59 
644 36 63 
645 33 59 
646 24 52  
 70 Hata! Bilinmeyen belge özelliği adı.  647 20 52 
648 22 55 
649 30 53 
650 37 59 
651 41 58 
652 36 54 
653 29 49 
654 24 53 
655 14 57 
656 10 54 
657 9 55 
658 10 57 
659 13 55 
660 15 64 
661 31 57 
662 19 69 
663 14 59 
664 33 57 
665 41 65 
666 39 64 
667 39 59 
668 39 51 
669 28 41 
670 19 49 
671 27 54 
672 37 63 
673 32 74  
 71 Hata! Bilinmeyen belge özelliği adı.  674 16 70 
675 12 67 
676 13 60 
677 17 56 
678 15 62 
679 25 47 
680 27 64 
681 14 71 
682 5 65 
683 6 57 
684 6 57 
685 15 52 
686 22 61 
687 14 77 
688 12 67 
689 12 62 
690 14 59 
691 15 58 
692 18 55 
693 22 53 
694 19 69 
695 14 67 
696 9 63 
697 8 56 
698 17 49 
699 25 55 
700 14 70  
 72 Hata! Bilinmeyen belge özelliği adı.  701 12 60 
702 22 57 
703 27 67 
704 29 68 
705 34 62 
706 35 61 
707 28 78 
708 11 71 
709 4 58 
710 5 58 
711 10 56 
712 20 63 
713 13 76 
714 11 65 
715 9 60 
716 7 55 
717 8 53 
718 10 60 
719 28 53 
720 12 73 
721 4 64 
722 4 61 
723 4 61 
724 10 56 
725 8 61 
726 20 56 
727 32 62  
 73 Hata! Bilinmeyen belge özelliği adı.  728 33 66 
729 34 73 
730 31 61 
731 33 55 
732 33 60 
733 31 59 
734 29 58 
735 31 53 
736 33 51 
737 33 48 
738 27 44 
739 21 52 
740 13 57 
741 12 56 
742 10 64 
743 22 47 
744 15 74 
745 8 66 
746 34 47 
747 18 71 
748 9 57 
749 11 55 
750 12 57 
751 10 61 
752 16 53 
753 12 75 
754 6 70  
 74 Hata! Bilinmeyen belge özelliği adı.  755 12 55 
756 24 50 
757 28 60 
758 28 64 
759 23 60 
760 20 56 
761 26 50 
762 28 55 
763 18 56 
764 15 52 
765 11 59 
766 16 59 
767 34 54 
768 16 82 
769 15 64 
770 36 53 
771 45 64 
772 41 59 
773 34 50 
774 27 45 
775 22 52 
776 18 55 
777 26 54 
778 39 62 
779 37 71 
780 32 58 
781 24 48  
 75 Hata! Bilinmeyen belge özelliği adı.  782 14 59 
783 7 59 
784 7 55 
785 18 49 
786 40 62 
787 44 73 
788 41 68 
789 35 48 
790 29 54 
791 22 69 
792 46 53 
793 59 71 
794 69 68 
795 75 47 
796 62 32 
797 48 35 
798 27 59 
799 13 58 
800 14 54 
801 21 53 
802 23 56 
803 23 57 
804 23 65 
805 13 65 
806 9 64 
807 27 56 
808 26 78  
 76 Hata! Bilinmeyen belge özelliği adı.  809 40 61 
810 35 76 
811 28 66 
812 23 57 
813 16 50 
814 11 53 
815 9 57 
816 9 62 
817 27 57 
818 42 69 
819 47 75 
820 53 67 
821 61 62 
822 63 53 
823 60 54 
824 56 44 
825 49 39 
826 39 35 
827 30 34 
828 33 46 
829 44 56 
830 50 56 
831 44 52 
832 38 46 
833 33 44 
834 29 45 
835 24 46  
 77 Hata! Bilinmeyen belge özelliği adı.  836 18 52 
837 9 55 
838 10 54 
839 20 53 
840 27 58 
841 29 59 
842 30 62 
843 30 65 
844 27 66 
845 32 58 
846 40 56 
847 41 57 
848 18 73 
849 15 55 
850 18 50 
851 17 52 
852 20 49 
853 16 62 
854 4 67 
855 2 64 
856 7 54 
857 10 50 
858 9 57 
859 5 62 
860 12 51 
861 14 65 
862 9 64  
 78 Hata! Bilinmeyen belge özelliği adı.  863 31 50 
864 30 78 
865 21 65 
866 14 51 
867 10 55 
868 6 59 
869 7 59 
870 19 54 
871 23 61 
872 24 62 
873 34 61 
874 51 67 
875 60 66 
876 58 55 
877 60 52 
878 64 55 
879 68 51 
880 63 54 
881 64 50 
882 68 58 
883 73 47 
884 63 40 
885 50 38 
886 29 61 
887 14 61 
888 14 53 
889 42 6  
 79 Hata! Bilinmeyen belge özelliği adı.  890 58 6 
891 58 6 
892 77 39 
893 93 56 
894 93 44 
895 93 37 
896 93 31 
897 93 25 
898 93 26 
899 93 27 
900 93 25 
901 93 21 
902 93 22 
903 93 24 
904 93 23 
905 93 27 
906 93 34 
907 93 32 
908 93 26 
909 93 31 
910 93 34 
911 93 31 
912 93 33 
913 93 36 
914 93 37 
915 93 34 
916 93 30  
 80 Hata! Bilinmeyen belge özelliği adı.  917 93 32 
918 93 35 
919 93 35 
920 93 32 
921 93 28 
922 93 23 
923 94 18 
924 95 18 
925 96 17 
926 95 13 
927 96 10 
928 95 9 
929 95 7 
930 95 7 
931 96 7 
932 96 6 
933 96 6 
934 95 6 
935 90 6 
936 69 43 
937 76 62 
938 93 47 
939 93 39 
940 93 35 
941 93 34 
942 93 36 
943 93 39  
 81 Hata! Bilinmeyen belge özelliği adı.  944 93 34 
945 93 26 
946 93 23 
947 93 24 
948 93 24 
949 93 22 
950 93 19 
951 93 17 
952 93 19 
953 93 22 
954 93 24 
955 93 23 
956 93 20 
957 93 20 
958 94 19 
959 95 19 
960 95 17 
961 96 13 
962 95 10 
963 96 9 
964 95 7 
965 95 7 
966 95 7 
967 95 6 
968 96 6 
969 96 6 
970 89 6  
 82 Hata! Bilinmeyen belge özelliği adı.  971 68 6 
972 57 6 
973 66 32 
974 84 52 
975 93 46 
976 93 42 
977 93 36 
978 93 28 
979 93 23 
980 93 19 
981 93 16 
982 93 15 
983 93 16 
984 93 15 
985 93 14 
986 93 15 
987 93 16 
988 94 15 
989 93 32 
990 93 45 
991 93 43 
992 93 37 
993 93 29 
994 93 23 
995 93 20 
996 93 18 
997 93 16  
 83 Hata! Bilinmeyen belge özelliği adı.  998 93 17 
999 93 16 
1000  93 15 
1001  93 15 
1002  93 15 
1003  93 14 
1004  93 15 
1005  93 15 
1006  93 14 
1007  93 13 
1008  93 14 
1009  93 14 
1010  93 15 
1011  93 16 
1012  93 17 
1013  93 20 
1014  93 22 
1015  93 20 
1016  93 19 
1017  93 20 
1018  93 19 
1019  93 19 
1020  93 20 
1021  93 32 
1022  93 37 
1023  93 28 
1024  93 26  
 84 Hata! Bilinmeyen belge özelliği adı.  1025  93 24 
1026  93 22 
1027  93 22 
1028  93 21 
1029  93 20 
1030  93 20 
1031  93 20 
1032  93 20 
1033  93 19 
1034  93 18 
1035  93 20 
1036  93 20 
1037  93 20 
1038  93 20 
1039  93 19 
1040  93 18 
1041  93 18 
1042  93 17 
1043  93 16 
1044  93 16 
1045  93 15 
1046  93 16 
1047  93 18 
1048  93 37 
1049  93 48 
1050  93 38 
1051  93 31  
 85 Hata! Bilinmeyen belge özelliği adı.  1052  93 26 
1053  93 21 
1054  93 18 
1055  93 16 
1056  93 17 
1057  93 18 
1058  93 19 
1059  93 21 
1060  93 20 
1061  93 18 
1062  93 17 
1063  93 17 
1064  93 18 
1065  93 18 
1066  93 18 
1067  93 19 
1068  93 18 
1069  93 18 
1070  93 20 
1071  93 23 
1072  93 25 
1073  93 25 
1074  93 24 
1075  93 24 
1076  93 22 
1077  93 22 
1078  93 22  
 86 Hata! Bilinmeyen belge özelliği adı.  1079  93 19 
1080  93 16 
1081  95 17 
1082  95 37 
1083  93 43 
1084  93 32 
1085  93 27 
1086  93 26 
1087  93 24 
1088  93 22 
1089  93 22 
1090  93 22 
1091  93 23 
1092  93 22 
1093  93 22 
1094  93 23 
1095  93 23 
1096  93 23 
1097  93 22 
1098  93 23 
1099  93 23 
1100  93 23 
1101  93 25 
1102  93 27 
1103  93 26 
1104  93 25 
1105  93 27  
 87 Hata! Bilinmeyen belge özelliği adı.  1106  93 27 
1107  93 27 
1108  93 24 
1109  93 20 
1110  93 18 
1111  93 17 
1112  93 17 
1113  93 18 
1114  93 18 
1115  93 18 
1116  93 19 
1117  93 22 
1118  93 22 
1119  93 19 
1120  93 17 
1121  93 17 
1122  93 18 
1123  93 18 
1124  93 19 
1125  93 19 
1126  93 20 
1127  93 19 
1128  93 20 
1129  93 25 
1130  93 30 
1131  93 31 
1132  93 26  
 88 Hata! Bilinmeyen belge özelliği adı.  1133  93 21 
1134  93 18 
1135  93 20 
1136  93 25 
1137  93 24 
1138  93 21 
1139  93 21 
1140  93 22 
1141  93 22 
1142  93 28 
1143  93 29 
1144  93 23 
1145  93 21 
1146  93 18 
1147  93 16 
1148  93 16 
1149  93 16 
1150  93 17 
1151  93 17 
1152  93 17 
1153  93 17 
1154  93 23 
1155  93 26 
1156  93 22 
1157  93 18 
1158  93 16 
1159  93 16  
 89 Hata! Bilinmeyen belge özelliği adı.  1160  93 17 
1161  93 19 
1162  93 18 
1163  93 16 
1164  93 19 
1165  93 22 
1166  93 25 
1167  93 29 
1168  93 27 
1169  93 22 
1170  93 18 
1171  93 16 
1172  93 19 
1173  93 19 
1174  93 17 
1175  93 17 
1176  93 17 
1177  93 16 
1178  93 16 
1179  93 15 
1180  93 16 
1181  93 15 
1182  93 17 
1183  93 21 
1184  93 30 
1185  93 53 
1186  93 54  
 90 Hata! Bilinmeyen belge özelliği adı.  1187  93 38 
1188  93 30 
1189  93 24 
1190  93 20 
1191  95 20 
1192  96 18 
1193  96 15 
1194  96 11 
1195  95 9 
1196  95 8 
1197  96 7 
1198  94 33 
1199  93 46 
1200  93 37 
1201  16 8 
1202  0 0 
1203  0 0 
1204  0 0 
1205  0 0 
1206  0 0 
1207  0 0 
1208  0 0 
1209  0 0 
  
91  
 
 
ANNEX