TIS 2350 -2551 (2008)  
 -1- Industrial Product Standard  
Motorcycles: Safety Requirements:  
Engine emissions, Level 6  
 
 
1. Scope  
1.1 This standard specifies the requirements for the marking, labelling, sampling and criteria for 
the conformity and testing of motorcycles.  
1.2 This stand ard covers only two -wheel motorcycles with an unladen mass of less than 400kg, 
maximum designed speed exceeding 50 km/h, and cylinder capacity exceeding  
50 cm3, hereinafter referred to as “motorcycles.”  
1.3 This standard covers only the safety requirement s related to the limitation of emissions of 
pollutants and durability of pollution control device.  
 
2. Definition  
 For the purpose of this standard, the following definitions apply:  
2.1 “Gaseous pollutants” refers to carbon monoxides, nitrogen oxides (expr essed in terms of NO 2 
equivalence), and hydrocarbons (expressed in CH 1.85) emitted by motorcycles.  
2.2 “Evaporative emission” refers to hydrocarbon vapour loss from the fuel system of a 
motorcycle, with the exception of exhaust emissions.  
2.2.1  “Tank breat hing losses” refers to evaporative emission loss caused by temperature changes in 
the fuel tank.  
2.2.2  “Hot soak losses” refers to evaporative emission loss of a stationary motorcycle after a period 
of driving.  
2.3 “Unladen mass” refers to the total mass o f a motorcycle with full fuel tank and tool kit.  
2.4 “Reference mass” refers to the total unladen mass of a motorcycle, increased by a uniform 
mass of 75 kg.  
2.5 “Crankcase” refers to the spaces inside or external to the engine that are connected to the oi l 
sump by internal or external ducts through which gases and vapours can escape.  
2.6 “Pollution control device” refers to a component or control of a motorcycle which controls and 
limits pollutants in the form of exhaust and/or evaporative emission.  
 TIS 2350 -2551 (2008)  
-2- 2.7 “Defeat device” refers to a device that measures, senses or responds to operating variables (e.g. 
vehicle speed, engine speed, gear used, temperature, intake pressure or any other parameter) for 
the purpose of activating, modulating, delaying or deactivat ing the operation of any component 
of the emission control system so that the effectiveness of the emission control system is 
reduced under conditions encountered during normal motorcycle use unless the use of such a 
device is included by the manufacturer in the applied emission certification test procedures.  
2.8 “Irrational emission control strategy” refers to any strategy or measure that reduces the 
effectiveness of the emission control system when the motorcycle is operating under normal 
conditions of us e to a level below that which is expected on the applicable emission test 
procedures.  
2.9 “Vehicle type” refers to motorcycles of any type/model that do not differ in such essential 
respects as the following:  
2.9.1  the equivalent inertia determined in rela tion to the reference mass, as laid down in Clause 
B.5.1 of Annex B;  
2.9.2  the characteristics of the engine and the motorcycle as defined in Annex A; 
2.9.3  defeat device.  
2.10 “Type approval test” refers to the test conducted on a prototype motorcycle to check its 
compliance on the emission of pollutions and the durability of pollution control device as set 
out for type approval.  
2.11 “Conformity of production test” refers to the test conducted on a sample motorcycle taken at 
random from mass production to  check its compliance on the emission of pollutions as required 
for conformity of production.  
 
3. Requirements  
3.1 General  
3.1.1  The components liable to affect the emission of gaseous pollutants must be designed, 
constructed, assembled and installed so as  to enable the motorcycle, in normal use, to comply 
with the requirements set out in this standard.  
3.1.2  The use of a defeat device and/or an irrational emission control strategy is forbidden.  
3.1.2.1  An auxiliary control device may be installed to the co ntrol engine, operation, system or 
measurement, provided that it:  
 (1) is used for protection against engine damage or accident, cold start or warming -up; 
 (2) is used for safe or emergency operation of the motorcycle.  
3.1.2.2  In the test to determine emis sion value, an engine control device, system or measure that 
operates during the conditions specified in the test, or its modifications, will be permitted if 
proven as not reducing the effectiveness of the emission control system and complying TIS 2350 -2551 (2008)  
 -3- with the req uirements set out in Clause 3.1.2.3. Such devices shall not be considered a 
defeat device.  
3.1.2.3  The manufacturer shall provide documentation showing the basic design of the system and 
the means by which it controls its output variables, whether that con trol is direct or 
indirect.  
 (1) The documentation, which shall be supplied to the testing unit at the time of 
submission of the type -approval application, shall include a full description of the 
system. This documentation may be brief, provided that it pr ovides evidence that all 
outputs permitted by a matrix obtained from the range of control of the individual unit 
inputs have been identified.  
  The material shall contain a justification for the use of any engine control device and 
include test data to de monstrate the effect on the exhaust emissions of any engine 
control device. It shall be submitted with the documentation set out in Clause 5.1.1 of 
this standard.  
 (2) Additional material that shows the parameters that are modified by any engine control 
device, system or measure, and the boundary conditions under which the device 
operates. The additional material shall include a description of the fuel system control 
logic, timing strategies and switch points during all modes of operation.  
  This additiona l material shall remain strictly confidential and be retained by the 
manufacturer, but made available for inspection during the validity of the type -
approval.  
3.2 Carbon monoxide, hydrocarbon and nitrogen oxides  
 After testing in accordance with the stipu lations of Clause 6.1, the average mass of carbon 
monoxide, the average combined mass of hydrocarbon and nitrogen oxides from 3 tests 
multiplied by a deterioration factor (See Clause 3.5) shall not exceed the limits provided in 
Table 1. For each of the pol lutants, one of the 3 results obtained may exceed by not more than 
10% of the limits set out in Table 1. For cases in which the limits are exceeded not over 10% 
for more than one pollutant, it shall be immaterial whether this occurs in the same test or not . 
 
Table 1: Limits for carbon monoxide, hydrocarbon and oxides of nitrogen  
for type approval test and conformity of production test  
(Clause 3.2)  
Unit in g/km  
Cylinder capacity  Carbon monoxide  Hydrocarbon  Oxides of nitrogen  
Less than 150 cm3 2.0 0.8 0.15 
From 150 cm3 up 2.0 0.3 0.15 
 TIS 2350 -2551 (2008)  
-4- 3.3 Emission at idling  
3.3.1  After testing at idling speed in accordance with Clause 6.2:  
3.3.1.1  the concentration of carbon monoxide shall not exceed 2.5% by volume;  
3.3.1.2  the concentration of hydrocarbon shall not excee d 1,000 ppm.  
3.3.2  At high idling speeds such as 2 ,000 rpm, the carbon monoxide content shall be recorded by 
volume, engine speed, and any other deviations. The lubricant temperature shall also be 
measured and recorded.  
3.4 Evaporative emission  
 After tes ting in accordance with Clause 6.3:  
3.4.1  evaporative emission shall not exceed 2.0 g/test; or  
3.4.2  if the cylinder capacity of the motorcycle is less than 150 cm3, if the hydrocarbon content 
from Clause 3.2 does not exceed 0.6 g/km, the evaporative emiss ion can exceed 2.0 g/test, but 
not exceeding 6.0 g/test.  
3.5 Durability of pollution control device  
3.5.1  After the type approval test in accordance with Clause 6.4, the interpolated values of carbon 
monoxide, hydrocarbon and oxides of nitrogen shall be us ed for calculating deterioration 
factor provided that they are less than the limits given in Table 1.  
3.5.2  The manufacturer may choose to use the deterioration factor 1.1 as an alternative to the 
durability of pollution control device test.  
 At the reques t of the manufacturer, the testing unit may carry out the test to verify carbon 
monoxide, hydrocarbon and nitrogen oxides before the durability of the pollution control 
device test; the testing unit may then amend the type approval results by replacing the  
deterioration factor 1.1 with that measured from the test.  
3.5.3  The deterioration factor obtained from Clause 3.5.1 or Clause 3.5.2 shall be used in Clause 
3.2 for the type approval test and Clause 5.2 for the production conformity test.  
 
4. Marking and labelling  
4.1 A number, letter or mark shall be affixed legibly, clearly and permanently to any part of the 
engine of every motorcycle representing the model of the engine corresponding to the 
motorcycle. If a foreign language is used, the meaning expresse d shall correspond to the 
abovementioned meaning expressed in Thai.  
 
5. Sampling and criteria for conformity  
5.1 Sampling and criteria for type approval test  
5.1.1  The manufacturer shall provide 1 motorcycle for type approval test, including details as of 
Annex A.  TIS 2350 -2551 (2008)  
 -5- 5.1.2  Provided that the motorcycle complies with all requirements specified in Clause 3, that type 
of motorcycles shall be deemed to be in compliance with this standard.  
5.2 Sampling and criteria for conformity of production test  
5.2.1  Lot refers to motorcycles of the same type as those previously deemed to be in compliance 
with this standard which are manufactured or delivered or purchased at the same time, and not 
exceeding 5,000 in number.  
5.2.2  Sampling  
 1 sample shall be drawn at random from t he lot set out in Clause 5.2.1.  
5.2.3  Criteria for conformity  
 After tests in accordance with Clauses 6.1, 6.2 and 6.3,  
5.2.3.1  Provided that all samples set out in Clause 5.2.2 meet the requirements of Clauses 3.2, 3.3 
and 3.4, the lot of motorcycles shal l be deemed as in compliance with this standard.  
5.2.3.2  If the sample set out in Clause 5.2.2 fails to comply only with the requirement of Clause 
3.1, as many additional samples as required by the manufacturer shall be drawn from the 
same lot and subjecte d once again to testing as stipulated in Clause 6.1. The average of 
carbon monoxide, hydrocarbon and nitrogen oxides calculated from Annex F (multiplied 
by the deterioration factor in Clause 3.5) on all samples (1 original sample plus additional 
samples, t otally n samples) shall be less than the limits given in Table 1.  
 
6. Testing  
6.1 Carbon monoxide, hydrocarbon and nitrogen oxides  
 The test shall be carried out in accordance with Annex B.  
6.2 Emission at idling  
 The test shall be carried out in accordanc e with Annex C.  
6.3 Evaporative emission  
 The test shall be carried out in accordance with Annex D.  
6.4 Durability of pollution control device  
 The test shall be carried out in accordance with Annex E.  
 TIS 2350 -2551 (2008)  
-6- Annex A  
Description of motorcycles  
(Clause 2.9.2)  
 
A.1 For the type approval test, the following details of motorcycle shall be given.  
(1) Name of the motorcycles  
(2) Engine  
(2.1)  Make:           
(2.2)  Model:           
(2.3)  Engine type (two or four -stroke):        
(2.4)  Cylinder diameter:              mm.  
(2.5)  Stroke:               mm.  
(2.6)  Number, arrangement and firing order of cylinder:      
(2.7)  Cylinder capacity:               cm3 
(2.8)  Compression ratio:          
(2.9)  Cooling system:          
(2.10)  Crankcase vapour recirculating device:       
(2.11) Lubricating system (for two -stroke engines), separate or combined:    
(3) Transmission type:           
(4) Other emission treatment device (if any):        
(5) Intake system and fuel feed system:         
(5.1)  Description and pattern of intake feed and  related equipment:_______________  
(5.2)  Fuel feed:           
(5.2.1)  Carburettor  
(5.2.1.1)  Make:         
(5.2.1.2)  Type:         
(5.2.2)  Injector and pump  
(5.2.2.1)  Make:         
(5.2.2.2)  Type:         
(5.2.2.3)  Fuel feed rate:       mm3/time  
 At pump s peed:                rpm 
 TIS 2350 -2551 (2008)  
 -7- (6) Angle of opening and closing of valves  
(6.1)  Angle of opening and closing of valves in relation to piston:     
(6.2)  Feed through port cavity (two -stroke engine):       
(6.2.1)  Description of intake valve (with illustration):       
(6.2.2)  Description with illustration showing intake and exhaust flow in relation to 
piston operation:         
(7) Ignition system  
(7.1)  Distributor  
(7.1.1)  Make:          
(7.1.2)  Type:           
(7.1.3)  Ignition angle:         
(7.1.4)  Contact gap:          
(7.2)  Electronic system  
(7.2.1)  Make:          
(7.2.2)  Type:           
(7.2.3)  Ignition angle:         
(8) Exhaust system  
(9) Additional information on testing condition  
(9.1)  Lubricating oil  
(9.1.1)  Make:          
(9.1.2)  Type:           
(9.2)  Sparking plugs  
(9.2.1)  Make:          
(9.2.2)  Type:           
(9.2.3)  Contact gap:          
(9.3)  Ignition coil  
(9.3.1)  Make:          
(9.3.2)  Type:           
(10) Engine performance  
(10.1)  Idling speed  
(10.1.1)  Idling speed              rpm 
(10.1.2)  High idl ing speed             rpm 
(10.2)  Percentage by volume of carbon monoxide concentration while idling:     
(10.3)  Engine speed at maximum power:            rpm 
(10.4)  Maximum power:              kW 
 TIS 2350 -2551 (2008)  
-8- Annex B  
Testing to determine the mass of carbon monoxide, h ydrocarbon and oxides of nitrogen  
(Clause 6.1)  
 
B.1 General requirements  
B.1.1  The sample motorcycle shall be placed on a chassis dynamometer and subjected to Part 1 and 
Part 2 tests as follows:  
B.1.1.1  Part 1  
 The test shall consist of 6 continuously cond ucted basic cycles, each of which has the 
format shown in Figure B.1 and the testing details according to Table B.1.  
B.1.1.2  Part 2  
 The test shall be conducted in compliance with the type as shown in Figure B.2 and the 
testing details according to Table B .2. 
B.1.2  Use of the gearbox  
B.1.2.1  At a steady speed, the engine speed must remain between 50 -90 % of the maximum 
speed. If this speed can be achieved using more than one gear, the motorcycle should be 
tested using the highest gear.  
B.1.2.2  During accele ration under the basic test cycle, the motorcycle should be tested using the 
gear that allows maximum acceleration. The next highest gear must be engaged when the 
engine speed has reached 110 % of the rated maximum output, at the latest.  
 If the motorcycl e reaches a speed of 20 km/h in first gear or 35 km/h in second gear, the 
next higher gear must be engaged at these speeds. In these cases, no other change into 
higher gears is permitted. If, during the acceleration phase, the gears are changed at fixed 
motorcycle speeds, the steady speed phase which follows must be performed with the 
gear that is engaged when the motorcycle begins the steady speed phase, irrespective of 
the engine speed.  
B.1.2.3  During deceleration, the next lowest gear must be engaged bef ore the engine begins to 
vibrate or, at the latest, when the engine speed has fallen to 30 % of the rated maximum 
output, whichever come first. First gear must not be engaged during deceleration.  
B.1.2.4  Motorcycles equipped with automatic gearboxes shall be tested with the highest gear 
engaged. The accelerator must be operated in such a way as to obtain as steady 
acceleration as possible so that the transmission engages the different gears in the normal 
order.  
B.1.2.5  Under Part 2, the test shall be conduc ted in accordance with the manufacturer’s 
instructions.  TIS 2350 -2551 (2008)  
 -9-  Gears shall not be shifted at the speeds set out in the test. The acceleration rate shall be 
maintained during the period illustrated by straight line between the idling phase and the 
next steady spe ed. 
 TIS 2350 -2551 (2008)  
-10- B.1.3  Tolerances  
B.1.3.1  A tolerance of ± 2 km/h above or below the theoretical speed is allowed during all phases. 
Speed tolerances greater than those prescribed are permitted during phase changes 
provided that the tolerances are never exceeded for more than 0.5 seconds on any one 
occasion, in all cases subject to the provisions of B.6.4.2 and B.6.5.3.  
B.1.3.2  A tolerance of ± 0.5 seconds above or below the theoretical times must be allowed.  
B.1.3.3  The speed and time tolerances are shown in Figures B.1 and B.2.  
B.1.3.4  The distance travelled during the cycle shall not exceed a tolerance of ± 2 %.  
 TIS 2350 -2551 (2008)  
 -11-  
 
 
Figure B.1: Type 1 test – Basic cycle of Part 1  
 
 K refers to disengaged clutch.  
PM refers to neutral gear.  
R refers to idling.  
refers to tolerances ( + 1 km/h for speed and +1s for time).  
Speed (km/h)  Speed (km/h)  Theoretical graph  
Time (s)  
Time (s)  
Time for each operation  
Operation order  
Time for each step  
TIS 2350 -2551 (2008)  
-12-  
Table B.1 Type 1 test - Basic cycle of Part 1  
(Clause B.1.1)  
 
Duration (s)  No Operation  Step 
No Acceler ation  
(m/s2) Speed  
(km/h)  Each 
operation  Each 
step Accu -
mulated 
duration 
(s) Gear used in 
case of manual 
gearbox  
1 Idling  1   11 11 11 PM 6s, K 5 s  
2 Accelerating  2 1.04 0 to 15  4 4 15  
3 Steady speed  3  15 8 8 23 See Clause B.1.2  
4 Decelerating   -0.69 15 to 10  2  25  
5 Decelerating  
Clutch disengaged  4 -0.92 10 to 0  3 5 28 K 
6 Idling  5   21 21 49 PM 16 s, K 5 s  
7 Accelerating  6 0.74 0 to 32  12 12 61  
8 Steady speed  7  32 24 24 85 See Clause B.1.2  
9 Decelerating   -0.75 32 to 10 8  93  
10 Decelerating  
Clutch disengaged  8 -0.92 10 to 0  3 11 96 K 
11 Idling  9   21 21 117 PM 16 s, K 5 s  
12 Accelerating  10 0.53 0 to 50  26 26 143  
13 Steady speed  11  50 12 12 155  
14 Decelerating  12 -0.52 50 to 35  8 8 163 See Clause B.1.2  
15 Steady speed  13  35 13 13 176  
16 Decelerating   -0.68 35 to 10  9  185  
17 Decelerating  
Clutch disengaged  14 -0.92 10 to 0  3 12 188 K 
18 Idling  15   7 7 195 PM 7 s  
 
Remark:  1. PM means neutral gear . 
 2. K means disengaged clutch . 
 TIS 2350 -2551 (2008)  
 -13- 
 
Figure B.2 Typ e of test for Part 2  
(Clause B.1.1)  
 
 TTime (s)  Speed (km/h)  
Operation order  TIS 2350 -2551 (2008)  
-14- Table B.2 Testing details on Part 2  
(Clause B.1.1)  
 
Duration (s)  No Operation  Step 
No Acceleration  
(m/s2) Speed  
(km/h)  Each 
operation  Each 
step Accumul
ated 
duration 
(s) Gear used in 
case of manual 
gearbox  
1 Idling  1   20 20 20 
2 Accelerating   0.83 0 to 15  5  25 
3 Gear shifted     2  27 
4 Accelerating   0.62 15 to 35  9  36 
5 Gear shifted  2   2 41 38 
6 Accelerating   0.52 35 to 50  8  46 
7 Gear shifted     2  48 
8 Accelerating   0.43 50 to 70  13  61 
9 Steady speed  3  70 50 50 111 
10 Decelerating  4 -0.69 70 to 50  8 8 119 
11 Steady speed  5  50 69 69 188 
12 Accelerating  6 0.43 50 to 70  13 13 201 
13 Steady speed  7  70 50 50 251 
14 Accel erating  8 0.24 70 to 100  35 35 286 
15 Steady speed  9  100 30 30 316 
16 Accelerating  10 0.28 100 to 120  20 20 336 
17 Steady speed  11  120 10 20 346 
18 Decelerating   -0.69 120 to 80  16  362 
19 Decelerating  12 -1.04 80 to 50  8 34 370 
20 Decelerati ng 
Clutch disengaged   -1.39 50 to 0  10  380 
21 Idling  13   20 20 400 Tested  
using gear 
according to 
the 
manufacturer’s 
instructions  
 
 TIS 2350 -2551 (2008)  
 -15- B.1.4  Upon calibration, deviation of all analysers shall not exceed 3% of the values measured by 
using calibration gas. The flame -ionisation analyser that measures the concentratio n of 
hydrocarbons must be capable of reaching 90 % of the full scale in less than one second.  
B.1.5  The content of the gases used in testing and calibration must not differ by more than 2 % of 
the reference value of each gas. The diluent must be nitrogen.  
B.1.6  The test fuel must be either benzene according to the notification of the Energy Business 
Department, or reference fuel.  
B.2 Test conditions  
B.2.1  Testing shall be conducted in a chamber with a controlled temperature of between 20°C and 
30°C througho ut the test.  
B.2.2  Motorcycles under testing must be horizontal during the test to ensure the normal distribution 
of fuel.  
B.2.3  A cooling blower shall be fitted with a dynamometer, so as to direct a variable speed of 
airflow corresponding to roller speed.  The linear velocity of the air at the blower outlet is 
within ±5 km/h of the corresponding roller speed within the operating range of 10 to 50 km/h. 
The linear velocity of the air shall be within ± 10 % at the range of over 50 km/h. At roller 
speeds of le ss than 10 km/h, linear air velocity may be zero.  
 The air blower must have the following characteristics:  
    cross -sectional area of at least      0.4   m² 
    lower edge above ground level between    0.05 – 0.20  m 
    distance from the leading edge of the motorcycle between  0.30 – 0.45  m 
    distance from the outlet to the linear velocity measuring device  0.00 – 0.20  m 
B.2.4  During the test, speed is plotted against time in order to check that the cycles have been 
performed correctly.  The temperatures  of the cooling water and the crankcase oil may be 
recorded.  
B.3 Test equipment and devices  
B.3.1  Chassis dynamometer  
B.3.2  Analysers for pollutant emissions  
B.3.2.1  Fame-ionisation analyser for hydrocarbons  
B.3.2.2  Non-dispersive analyser with infrared ab sorption for carbon monoxide  
B.3.2.3  Chemiluminescent analyser for nitrogen oxides  
B.3.2.4  Constant volume sampling device  
B.3.2.5  Temperature sensor with deviation not exceeding ± 1 °C for measuring the temperature of 
sample gases and temperature sensor w ith deviation not exceeding ± 2 °C for measuring 
the temperature in test chamber.  
B.3.2.6  Pressure sensor for measuring atmospheric pressure with deviation not exceeding 0.133 
kPa. TIS 2350 -2551 (2008)  
-16- B.4 Preparation for sample  
B.4.1  The sample motorcycle must have been drive n at least 1 ,000 km unless the manufacturer 
requests the sample be a motorcycle that has been driven less than 1 ,000 km.  
B.4.2  The exhaust system must not have any leaks so as to collect the exhaust sample correctly.  
B.4.3  The intake system must not have a ny leaks so as to avoid any impact on the mixture resulting 
from air leakage.  
B.4.4  The settings of the engine must be as indicated by the manufacturer.  
B.4.5  The testing unit may verify that the motorcycle delivers the performance stated by the 
manufactur er, that it could be used for normal driving, and capable of starting when cold or 
when hot.  
B.5 Test preparation  
B.5.1  Chassis dynamometer shall be set so that the total equivalent inertia is proportional to the 
reference mass of the motorcycle in accorda nce with Table B.3.  
B.5.2  The sample motorcycle must be kept at the test temperature until the coolant and engine oil 
temperatures are within ± 2 K of the temperature of the room.  
B.5.3  The tire pressure must be that stated by the manufacturer. In case th e diameter of the 
dynamometer rollers is less than 500 mm, the pressure in the tires will be increased by  
30-50%.  
B.5.4  The load on the driving wheel shall be on a motorcycle in normal road use, with a driver 
weighing 75 kg.  
 TIS 2350 -2551 (2008)  
 -17- Table B.3 Relation between r eference mass and equivalent inertia  
(Clause B.5.1)  
 
Reference mass  
kg Equivalent inertia  
kg 
Over 95 but not exceeding 105  100 
Over 105 but not exceeding 115  110 
Over 115 but not exceeding 125  120 
Over 125 but not exceeding 135  130 
Over 135 but not ex ceeding 145  140 
Over 145 but not exceeding 155  150 
Over 155 but not exceeding 165  160 
Over 165 but not exceeding 175  170 
Over 175 but not exceeding 185  180 
Over 185 but not exceeding 195  190 
Over 195 but not exceeding 205  200 
Over 205 but not exceed ing 215  210 
Over 215 but not exceeding 225  220 
Over 225 but not exceeding 235  230 
Over 235 but not exceeding 245  240 
Over 245 but not exceeding 255  250 
Over 255 but not exceeding 265  260 
Over 265 but not exceeding 275  270 
Over 275 but not exceeding 285 280 
Over 285 but not exceeding 295  290 
Over 295 but not exceeding 305  300 
Over 305 but not exceeding 315  310 
Over 315 but not exceeding 325  320 
Over 325 but not exceeding 335  330 
Over 335 but not exceeding 345  340 
 TIS 2350 -2551 (2008)  
-18- Table B.3 Relation between re ference mass and equivalent inertia (Cont.)  
 
Reference mass  
kg Equivalent inertia  
kg 
Over 345 but not exceeding 355  350 
Over 355 but not exceeding 365  360 
Over 365 but not exceeding 375  370 
Over 375 but not exceeding 385  380 
Over 385 but not exceeding  395 390 
Over 395 but not exceeding 405  400 
Over 405 but not exceeding 415  410 
Over 415 but not exceeding 425  420 
Over 425 but not exceeding 435  430 
Over 435 but not exceeding 445  440 
Over 445 but not exceeding 455  450 
Over 455 but not exceeding 465  460 
Over 465 but not exceeding 475  470 
Over 475 but not exceeding 485  480 
Over 485 but not exceeding 495  490 
Over 495 but not exceeding 505  500 
 
B.6 Test method  
B.6.1  Starting up the engine  
 Once the preliminary operations on the equipment for collec ting, diluting, and analysing the 
gases have been carried out, the engine is started up by means of the devices provided for that 
purpose, such as the choke, the starter valve, etc., according to the manufacturer's instructions.  
B.6.2  Use of the manual cho ke 
 The choke must not be used in the test and before acceleration from 0 to 50 km/h. If this 
requirement cannot be met, the moment of manual choke must be indicated and its use must 
be in accordance with the manufacturer's instructions.  
 TIS 2350 -2551 (2008)  
 -19- B.6.3  Idling  
B.6.3.1 Manual -shift gearbox:  
 (1) During periods of idling the clutch must be engaged and the gears in neutral;  
 (2) The clutch must be disengaged within 5 seconds in first gear before commencement of 
the acceleration following the idling period;  
 (3) The fi rst idling period at the beginning of the cycle consists of 6 seconds of idling in 
neutral with the clutch engaged and 5 seconds in first gear with the clutch disengaged;  
 (4) For the idling periods during each cycle the corresponding times are 16 seconds in 
neutral and 5 seconds in first gear with the clutch disengaged;  
 (5) The last idling period in the cycle consists of 7 seconds in neutral with the clutch 
engaged.  
B.6.3.2  Semi -automatic gearboxes:  
 The manufacturer's instructions for driving, or in thei r absence the instructions applicable 
to manual gearboxes, must be followed.  
B.6.3.3  Automatic gearboxes:  
 The selector must not be operated at any time during the test unless the manufacturer 
specifies otherwise. In the latter case the procedure for manua l gearboxes applies.  
B.6.4  Accelerations  
B.6.4.1  Accelerations must be effected so as to ensure that the rate of acceleration is as constant as 
possible throughout the operation.  
B.6.4.2  If the acceleration capacities of the motorcycle are not sufficient t o perform the 
acceleration cycles within the prescribed time, the motorcycle must be driven with the 
throttle completely open until the speed prescribed for the cycle has been reached; the 
cycle may then continue normally.  
B.6.5  Decelerations  
B.6.5.1  All d ecelerations must be effected by completely closing the throttle, the clutch remaining 
engaged. The clutch must be disengaged at a speed of 10 km/h.  
B.6.5.2  If the period of deceleration is longer than that prescribed for the corresponding phase, the 
motor cycle’s brakes are used to keep to the cycle.  
B.6.5.3  If the period of deceleration is shorter than that prescribed for the corresponding phase, the 
timing of the theoretical cycle is restored by a steady state or an idling period merging into 
the followin g steady state or idling operation. In this case, Clause B.1.3 is not applicable.  
B.6.5.4  At the end of the deceleration period (stopping motorcycle on the rollers) the gear is put 
into neutral and the clutch engaged.  
B.6.6  Steady speeds  
B.6.6.1  Actuation of the accelerator must be avoided when passing from acceleration to the 
following steady speed.  TIS 2350 -2551 (2008)  
-20- B.6.6.2  Periods of constant speed must be achieved by keeping the accelerator position fixed.  
B.6.7  The motorcycle shall be driven on a chassis dynamometer in accordance with the following 
cycle:  
B.6.7.1  If the cylinder capacity of the motorcycle is over or equivalent to 150 cm3, it shall be 
driven in accordance with the test cycle under Part 1.  
B.6.7.2  If the cylinder capacity of the motorcycle is over or equiv alent to 150 cm3, it shall be 
driven in accordance with the test cycle under Part 1 and Part 2 continuously.  TIS 2350 -2551 (2008)  
 -21- B.7 Sampling  
 Exhaust gases shall be collected for sampling throughout the driving operation on chassis 
dynamometer.  
B.8 Pollutant emission  
 The e xhaust gases must be analysed within a period no later than 20 minutes after the end of the 
sampling cycle and the mass of each pollutant shall be reported.  
B.9 Test shall be carried out in accordance with Clauses B.5 to B.8 for 3 cycles.  
 - If, in the fir st cycle,  A1< 0.7La, B1 < 0.7Lb, and C1 < 0.7Lc,  
   the test shall be carried out only once and the motorcycle shall be deemed as meeting the 
requirements set out in Clause 3.2.  
 - If, in the first cycle,  A1< 0.85La, B1 < 0.85Lb, and C1 < 0.85Lc, and  
     A1> 0.7La or B1 > 0.7Lb or C1 > 0.7Lc,  
   the second cycle shall be performed, and if  A1+A2 < 1.70La, B1+B2 < 1.70Lb, and  
        C1+C2 < 1.70Lc, and  
        A2 < La, B2 < Lb, and C2 < Lc,  
   the motorcycle shall be deemed as meeting the requirements set out in Clause 3.2.  
 - If in the first cycle,  A1 > 0.85La, B1 > 0.85Lb, and C1 > 0.85Lc,  
   the test shall be carried out for 3 cycles and  A1 + A2 + A3  < La,  
         3 
        B1 + B2 + B3  < Lb,  
         3 
        C1 + C2 + C3  < Lc,  
         3 
   the motorcycle shall be deemed as meeting the requirements set out in Clause 3.2.  
 Where  A1 A2 A3  is the mass of carbon monoxide emitted in the first, second, and third 
cycle respectively, multiplied by a deterioration factor.  
  La is the mass of carbon monoxi de as set out in Table 1.  
  B1 B2 B3  is the mass of hydrocarbon emitted in the first, second, and third 
cycle respectively, multiplied by deterioration factor.  
  Lb is the mass of hydrocarbon as set out in Table 1.  
  C1 C2 C3  is the mass of nitrogen oxides  emitted in the first, second, and third 
cycle respectively, multiplied by deterioration factor.  
  Lc is the mass of nitrogen oxides as set out in Table 1.  
 
 
 TIS 2350 -2551 (2008)  
-22- Annex C  
Testing for pollutant emissions while idling  
(Clause 6.2)  
 
C.1 General requirements  
C.1.1 The test fuel must be either benzene according to the notification of the Energy Business 
Department, or reference fuel.  
C.1.2  Type 2 test shall be performed immediately after Type 1 test with the engine at idling speed.  
C.1.3  In the case of motorcycles with semi -automatic or manual gearboxes, the test should be 
carried out with the gear lever in the neutral position and with the clutch engaged.  
C.1.4  In the case of motorcycles with automatic transmissions, the test should be carried out with 
the gear lev er in the neutral or parking position.  
C.2 Test conditions  
 The test conditions shall be as set out in Clause B.2 of Annex B.  
C.3 Testing  
C.3.1  The exhaust outlet must be fitted with a sufficiently leak -tight extension piece so that the 
exhaust -gas samplin g probe can be inserted to at least 60 cm without increasing backpressure 
by more than 1.25 kPa and without affecting operation of the motorcycle. Nevertheless, the 
shape of the extension piece must be such as to avoid appreciable dilution of exhaust gases  by 
air at the point of the sampling probe. If the motorcycle is equipped with more than one 
exhaust outlet, either these outlets must be connected to a common pipe or pollutant 
concentrations must be measured at each outlet, with the results of the measur ements 
calculated for mean value.  
C.3.2  The engine shall run at idling speed until the temperatures of the lubricating oil and coolant 
are stable, after which the mass of the pollutants under Clause 3.3 should be measured 
immediately.  
C.3.3  During the test , while the engine is running at idling speed the mass of carbon monoxide by 
volume, concentration of hydrocarbon, engine speed, and tolerances shall be recorded. The 
temperature of the lubricating oil should be measured and recorded.  
C.3.4  The concentrati ons of carbon monoxide and carbon dioxide are determined by reading the 
results shown by the instruments and recording devices calibrated in accordance with 
appropriate intervals.  
C.3.5  The concentration of carbon monoxide shall be corrected by using the f ollowing formula.  
C.3.5.1  Motorcycles with two -stroke engines:  
TIS 2350 -2551 (2008)  
 -23- C.3.5.2  Motorcycles with four -stroke engines:  
 
 Where  CCO is the concentration of carbon monoxide read in %.  
   CCO2 is the concentration of carbon dioxide read in %.  
C.3.6  It is not necessa ry to correct the concentration of carbon monoxide measured according to the 
formulae given in Clause C.3.5.1 or Clause C.3.5.2 if the sum of the concentrations measured 
(CCO + C CO²) is 10 or more for two -stroke engines or 15 or more for four -stroke engine s. 
 TIS 2350 -2551 (2008)  
-24- Annex D  
Evaporative emission test  
(Clause 6.3)  
 
D.1 General  
 Evaporative emission may be determined in accordance with this standard by using either one of 
the following methods:  
D.1.1  Sealed -Housing Evaporative Determination (SHED) Method;  
D.1.2  Carb on Canister Trap Method.  
D.2 Sealed -Housing Evaporative Determination (SHED) Method  
D.2.1  General requirements  
 As specified in Annex B.  
D.2.2  Test chamber  
D.2.2.1  The chamber for the evaporative emission test shall be a gas -tight rectangular shape with 
sufficient area for parking a motorcycle and shall have adequate space for personnel to 
handle the test. The inner surface of the chamber shall not be permeated by hydrocarbons. 
At least one of the surfaces shall be built with a flexible and impermeable mate rial to 
allow the change of reducing its volume by the change in temperature. The wall of the 
chamber shall be designed to rapidly exhale heat. During the test, the internal surface 
temperature shall not be lower than 20 °C. 
D.2.2.2  At least one or more bl owers with 0.1 -0.5 m3/second blowing capacity shall be provided 
in order to mix the air inside the chamber. During the test, temperature and concentration 
of evaporative hydrocarbon inside the chamber shall be so maintained to ensure 
uniformity. No airflow  shall be directly blown against the motorcycle.  
D.2.2.3  The mass of hydrocarbon inside the chamber shall be monitored by using a flame 
ionisation type hydrocarbon analyser. The gas flow passing through the analyser shall be 
recirculated back to the chambe r. 
D.2.3  Test equipment and devices  
D.2.3.1  Chassis dynamometer as specified in Clause B.3.1 of Annex B.  
D.2.3.2  Hydrocarbon analyser of the flame ionisation type shall have the following 
characteristics.  
 (1) A response time up to 90% of the final reading  shall be less than 1.5 seconds and 
shall satisfy the requirements that are expressed by the function of Cstd. The Cstd is a 
particular HC level inside a chamber conforming to evaporated gas standards and is 
expressed by ppm. (Example of Cstd calculation a s specified in Annex G)  
 (2) The stability of the analyser shall be better than zero and 0.01 Cstd.ppm in 15 minutes 
over its entire service range.  TIS 2350 -2551 (2008)  
 -25-  (3) The reproducibility of the analyser, expressed by a standard deviation, shall be better 
than 0.005 Cstd .ppm over its entire service range.  
D.2.3.3  Electronic signal output data recorder shall make a record in strip chart or other data 
processing system at a frequency of at least once per minute. The operation characteristics 
of the recording system shall be  equal to the signal to be recorded and shall provide a 
permanent result. The elapsed time between the beginning and the end of test shall be 
recorded.  
D.2.3.4  Temperature measuring system shall have the accuracy of 1 °C and readable to 0.42°C.  
D.2.3.5  Pressure sensor shall have a resolution of + 0.1 kPa.  
D.2.3.6  Humidity sensor shall have a resolution of + 5%. 
D.2.3.7  Fuel and evaporated gas heating system  
 The heating system with temperature controller shall be of 2 heating sources for heating 
fuel and eva porated gas in the fuel tank. Such system shall not cause any local heating of 
fuel and evaporated gas.  
D.2.4  Preparation for sample  
D.2.4.1  The test motorcycle shall have been tested in accordance with Clauses 6.1 and 6.2.  
D.2.4.2  The evaporative emission  control system shall be set so as to function correctly 
throughout the test.  
D.2.4.3  The exhaust system must not leak.  
D.2.4.4  The fuel tank shall be equipped with a temperature sensor to measure fuel temperature at 
the midpoint when filled to the level 5 0 +5% of its capacity and measure the evaporated 
gas temperature at the middle of its volume. The sensor shall be set away from the 
installation point of heating pieces for at least 25.4 mm.  
D.2.4.5  Additional devices shall be equipped to allow a complete draining of fuel from tank.  
D.2.5  Preparation for test  
D.2.5.1  The temperature of the chamber shall be controlled in the range of 20 -30°C. 
D.2.5.2  Fuel shall be drained out of the tank and let it dry. Test oil shall be poured into the tank to 
the level of 50 +5% of its capacity.  
D.2.5.3  After Clause D 2.5 not later than 1 hour, the motorcycle shall be warmed up by running it 
on chassis dynamometer at the speed of 50 km/h for at least 10 km for preliminary 
adjustments.  
D.2.5.4  Within 5 minutes after prelimin ary adjustments in accordance with Clause B.2.5.3, the 
motorcycle shall be parked for at least 6 hours but not exceeding 36 hours.  
D.2.6  Test method  
 The measurement of the tank breathing and the hot soak evaporative emission shall be as 
follows:  
D.2.6.1  Tank breathing loss  TIS 2350 -2551 (2008)  
-26-  (1) 5 minutes before the test, the air inside the chamber shall be cleaned and removed 
by using the blower until the hydrocarbon concentration is equal to the atmosphere.  
 (2) Immediately before the test, the analyser shall be reset to zero and all graduations 
shall be calibrated.  
(3) Drain out the fuel and refill it with test fuel to 50 +2.5% of its capacity. The 
temperature of test fuel shall be lower than 15.5 °C. The lid of tank is kept removed. 
The motorcycle shall be pushed into the  chamber.  
 (4) The temperature sensors shall be connected to the temperature recorder and the 
temperature controller.  
 (5) The heating pieces shall be installed to as low as possible point of the fuel tank and 
shall cover more than 10% of the tank area con tacted with the fuel. The centreline of 
the heating pieces shall be in parallel with the surface level of the fuel as far as 
possible. The centreline of evaporated gas heating pieces shall be drawn as close as 
possible to the centre of the height of the ev aporated gas volume.  
 (6) Start recording the temperature of fuel, the temperature of evaporated gas and the 
temperature of ambient air in the chamber.  
 (7) Start heating the fuel; when the fuel temperature reaches 13.5 °C, place the lid on the 
fuel tank im mediately and switch off the blower.  
 (8) Close the chamber and seal it hermetically.  
 (9) When the fuel temperature reaches 15.5 +0.5°C for exposed -type fuel tank or 16 
+0.5°C for non -exposed fuel tank, the hydrocarbon concentration (C HC,I), barometric 
pressure (P i) and temperature (T i) in the chamber shall be recorded as the initial 
values.  
 (10) Continue to heat the fuel so that the temperature rises by 20 °C for exposed -type fuel 
tank and 13.3°C for non -exposed fuel tank within 60 +2 minutes. The tempera ture 
of the fuel during heating shall conform to the following equation and shall be 
within a tolerance of +1.7°C.  
  For exposed -type fuel tank:  Tf = (1/3)t + 15.5  
      Tv = (1/3)t + 21  
  For non -exposed fuel tank:  Tf = (2/9)t + 16  
  Where: T f is the requ ired temperature of fuel, °C  
     Tv is the required temperature of evaporated gas, °C  
     t is elapsed time, min  
  The final temperature shall be 35.5 +0.5°C for exposed -type fuel tank and 29.3 
+0.5°C  for non -exposed fuel tank.  
 (11) The temperature of t he evaporated gas at the beginning of the test shall not exceed 
26°C. In such conditions, it is not necessary to heat the evaporated gas. However, if TIS 2350 -2551 (2008)  
 -27- the fuel temperature of the exposed -type fuel tank reaches T f and the rising 
temperature of evaporated gas  becomes lower than 5.5°C, then heating shall be 
carried out in accordance with the above equation.  
 (12) The analyser shall be returned to zero and all graduations shall be calibrated 
immediately before the completion of test.  
 (13) The hydrocarbon concen tration (C HC,f), barometric pressure (P f) and temperature 
(Tf) in the chamber shall be recorded as the final values.  
 (14) Turn off the heating source, open the door of the chamber and push the motorcycle 
out of the chamber.  
D.2.6.2  Hot soak loss  
 (1) The test shall be continued from the test set out in Clause D.2.6.1 by driving the 
motorcycle on the chassis dynamometer at the speed of 50 km/h for at least 10 km.  
 (2) Within 7 minutes after the completion of operation of Clause (1), the motorcycle shall 
be pushed into the chamber.  
 (3) Before the test, the air inside the chamber shall be cleaned and removed until the 
hydrocarbon concentration is equal to the atmosphere by using a blower.  
 (4) The analyser shall be returned to zero and all graduations shall be calibrated 
immediately before testing.  
 (5) Push the motorcycle into the chamber, close the chamber and seal it hermetically.  
 (6) The hydrocarbon concentration (C HC,i), barometric pressure (P i) and temperature (T i) 
in the chamber shall be recorded as t he initial values.  
 (7) The motorcycle shall be kept in the chamber for 60 +0.5 minutes. The hydrocarbon 
concentration (C HC,f), barometric pressure (P f) and temperature (T f) in the chamber 
shall be recorded as the final values. The analyser shall be return ed to zero and all 
graduations shall be calibrated immediately before the completion of the test.  
 (8) Open the chamber and push the motorcycle out.  
D.2.6.3  Calculation  
 (1) The tank breathing and hot soak evaporative emission losses shall be calculated by  
using the following formula.  
 
  Where  MHC is the mass of hydrocarbon measured over the test phase, g.  
   CHC is the concentration of evaporated hydrocarbon in the chamber, ppm.  
   V is the volume of chamber, m3 (deleted by the volume of motorcycle. 
If the volume of motorcycle is not determined, a volume of 0.135 m3 
shall be used.)  TIS 2350 -2551 (2008)  
-28-    T is the ambient temperature in the chamber, °C. 
   P is the barometric pressure in the chamber, kPa.  
   H/C is the hydrocarbon to carbon ratio.  
   K is 1.2 (12+H/C).  
  When  i is the initial value.  
   f is the final value.  
   H/C is taken to be 2.33 for tank breathing loss and 2.20 for hot soak loss.  
(2) The total evaporative emission is the sum of tank breathing evaporative emission loss 
and hot soak evaporative emission loss.  
 
D.3 Carbon Canister Trap Method  
D.3.1  General requirements  
 The test shall be conducted in a room with a temperature of 20 - 30°C. 
D.3.2  Test equipment and devices  
D.3.2.1  Chassis dynamometer as specified in Clause B.3.1 of Annex B.  
D.3.2.2  Carbon canister  
 (1) The canister shall be of cylindrical shape with the ratio of length to inner diameter at 
1.4:1. The dimension is as shown in Figure D.1.  
  
 Unit in millimetre  
Figure D.1 Carbon canister  
(Clause D.3.2.2 (1))  
 (2) The collecting medium shall be activ ated carbon of which the capacity to absorb 
carbon tetrachloride exceeds 60% of the weight.  Inner diameter of inlet tube  
Inner diameter of outlet  TIS 2350 -2551 (2008)  
 -29-  (3) All particles of activated carbon shall be within the range from 1.4 to 3.0 mm in 
diameter. More than 90% of the activated carbon shall be within the range fro m 1.7 to 
2.4 mm. in diameter.  
D.3.2.3  The furnace shall control the temperature at 150 +10°C. 
D.3.2.4  A balance device shall make the resolution up to 0.01 g.  
D.3.2.5  The temperature measuring system shall have an accuracy of 1 °C and shall be readable to 
0.42°C.  
D.3.2.6  Fuel and evaporated gas heating system  
 The heating system with temperature controller shall have 2 heating sources for heating 
fuel and evaporated gas in the fuel tank. Such system shall not cause any local heating of 
the fuel or evaporated  gas. 
D.3.3  Preparation for sample  
 See Clause D.2.4.  
D.3.4  Preparation for test  
D.3.4.1  See Clause D.2.5.  
D.3.4.2  The canister shall be placed into a drying furnace before use for more than 3 hours at a 
temperature of 150 +10°C. After drying it shall be r emoved and its inlet tube shall be 
firmly plugged. The outlet shall be connected to a dehumidifier tube filling with silica gel 
remaining on sieve No 8 or equivalent. The silica gel shall be changed if the colour of 
more than ¾ of it changes from blue to r ed. 
D.3.4.3  As in Clause D3.4.2, the canister shall be placed in a desiccator, and allowed to cool 
down naturally for 24 hours.  
D.3.5  Test method  
 The measurement of tank breathing and hot soak evaporative emission shall be as follows:  
D.3.5.1  Tank breathi ng loss  
 (1) Drain out the fuel tank and fill it back up with test fuel at a temperature lower than 
15.5°C to the level of 50 +2.5% of its capacity.  
 (2) The canister shall be removed from the desiccator 1 hour before the test. After 
weighing, the caniste r shall be placed in the laboratory. Weighing shall be carried out 
once more before its installation. Its use shall be permitted only if the change in 
weight were within +0.5 g.  
 (3) Evaporated gas shall be collected from several points e.g. vent of carbur ettor, tank 
overflow outlet, etc. The exhaust pipe shall be closed when collecting.  
 (4) Connect the temperature sensor to the temperature recorder and temperature 
controller.  
 (5) The heating pieces shall be installed as low as possible point of the fuel tank and they 
shall cover more than 10% of the tank area contacted with the fuel. The centreline of TIS 2350 -2551 (2008)  
-30- the heating pieces shall be in parallel with the surface level of fuel as far as possible. 
The centreline of evaporated gas heating pieces shall be drawn as  close as possible to 
the centre of the height of the evaporated gas volume.  
 (6) When the temperature in the fuel tank reaches 15.5 +0.5°C, start heating the fuel for 
60 +2 minutes. The temperature shall rise by 20 °C and 13.3°C for exposed -type fuel 
tank and non -exposed fuel tank respectively.  
 (7) The temperature of the fuel during heating shall conform to the following equation 
and shall be within a tolerance of +1.7°C.  
  For exposed -type fuel tank:  Tf = (1/3)t + 15.5  
      Tv = (1/3)t + 21  
  For non -exposed fuel tank:  Tf = (2/9)t + 16  
  Where: T f is the required temperature of fuel, °C.  
   Tv is the required temperature of evaporated gas, °C.  
   t is elapsed time, min.  
  The final temperature shall be 35.5 +0.5°C for exposed -type fuel tanks and 29.3 
+0.5°C for non -exposed fuel tanks.  
 (8) The temperature of the evaporated gas at the beginning of the test shall not exceed 
26°C; it is not necessary to heat the evaporated gas. However, when the fuel 
temperature of the exposed -type fuel tank reaches T f and th e rising temperature of 
evaporated gas is lower than 5.5°C, heating shall be carried out in accordance with 
the above equation.  
 (9) The heating source shall be turned off and the canister shall be weighed.  
D.3.5.2  Hot soak loss  
 (1) The test shall be con tinued from the test set out in Clause D.3.5.1 by driving the 
motorcycle on the chassis dynamometer at a speed of 50 km/h for at least 10 km.  
 (2) The canister shall be prepared in accordance with Clause D.3.5.1 (2).  
 (3) Within 7 minutes after the complet ion of operation of Clause D.3.5.2 (1), the canister 
shall be installed to the motorcycle in order to collect the evaporated gas from several 
points e.g. vent of carburettor, tank overflow outlet, etc. The collecting time shall be 
within 60 +0.5 minutes.  
 (4) The canister shall be weighed.  
D.3.6  Test report  
 The test results shall be reported in terms of the sum of evaporated gas from tank breathing 
loss and from hot soak loss.  
  
 TIS 2350 -2551 (2008)  
 -31- Annex E  
Testing for durability of pollution control device  
(Clause 6.4)  
 
E.1 General requirements  
E.1.1  The test shall be carried out either on a chassis dynamometer or on an actual road.  
E.1.2  The test fuel must be either benzene according to the notification of the Energy Business 
Department, or reference fuel.  
E.1.3  Inspection,  maintenance, adjustments, and the use of control devices during distance 
accumulation running shall conform to the user instructions provided by the manufacturer 
upon delivery.  
E.2 Test equipment and devices  
 Chassis dynamometer as specified in Clause B.3 .1 of Annex B.  
E.3 Preparation for sample  
 The motorcycle must be in good condition and the pollution control device in new condition.  
E.4 Test method  
E.4.1  The motorcycle shall be driven according to the driving program as follows:  
E.4.1.1  The test shall consist of 11 cycles, each of which covers 6 km.  
E.4.1.2  The first 1 -9 cycles shall conform to the following program:  
 
 TIS 2350 -2551 (2008)  
-32- 
 
 
 Stop  
Subseque ntly accelerate to 
the maximum speed  
Decelerate to 30 km/h  
Subsequently accelerate to the 
maximum speed  
Start -End  
Stop and subsequently accelerate to the 
maximum speed  
Decelerate to 30 km/h  
Subsequently accelerate to the maximum speed  
Stop and subseq uently accelerate to the maximum 
speed  3.1 km decelerate to  
30 km/h and subsequently 
accelerate to the maximum 
speed  
Decelerate to 30 km/h  
Subsequently accelerate to the maximum speed  
3.5 km Stop and accelerate to the maximum speed  2.1 km Decelerate to  
30 km/h and su bsequently 
accelerate to the maximum 
speed  
1 cycle of driving 
program from 1 -9 
cycles  TIS 2350 -2551 (2008)  
 -33- E.4.1.3  The maximum running speed of each cycle is shown below.  
Table E.1 Maximum speed  
(Clause E.4.1.3)  
Maximum s peed (km/h)  Cycle  
Cylinder capacity  
Less than 170 cm3 Cylinder capacity  
From 170 - 279 
cm3 Cylinder capacity  
From 280 cm3 up 
1 65 65 65 
2 45 45 65 
3 65 65 55 
4 65 65 45 
5 55 55 55 
6 45 45 55 
7 55 55 70 
8 70 70 55 
9 55 55 46 
10 70 90 90 
11 70 90 110 
 (1) The motorcycle may be tested at the request of the manufacturer by using the 
maximum speed of the higher cylinder capacity. However, the decision shall be 
made in agreement with the testing unit.  
 (2) If the motorcycle cannot achieve maximum speed wi th the original cylinder 
capacity, the test may be carried out at the request of the manufacturer by using the 
maximum speed of the lower cylinder capacity. If the lowest cylinder capacity of the 
table is used and the motorcycle cannot achieve maximum spee d, the maximum 
speed achieved by the motorcycle during the test shall then be used. However, the 
decision shall be made in agreement with the testing unit.  
E.4.1.4  For the first 1 -9 cycles, the motorcycle shall be run at idling during each stopping for  
15 seconds.  
E.4.1.5  Normal acceleration and deceleration shall be used.  
E.4.1.6  The 10th cycle shall be carried out at the steady speed throughout 6 km.  
E.4.1.7  The 11th cycle shall begin with the maximum acceleration from stop point up to the 
maximum speed.  Breaking shall be employed normally at a distance of 3 km until the 
motorcycle comes to a stop followed by an idling period of 15 seconds, then perform the 
other maximum acceleration until covering a distance of 6 km.  TIS 2350 -2551 (2008)  
-34- E.4.1.8  Upon completing the first 11 cycles, the driving shall continue according to the 11 -cycle 
program described above until it has covered half of the total distance as stipulated in 
Clause E.2 with the allowable tolerance of +250 km.  
 TIS 2350 -2551 (2008)  
 -35- Table E.2 Distance specified for testing the durabil ity of the pollution control device  
(Clause E.4.1.8)  
 
Cylinder capacity  
(cm3) Specified distance  
(km)  
Less than 170 cm3 12,000 
From 170 – 279 cm3 18,000 
From 280 cm3 up 30,000 
 
E.4.2  Measuring the mass of pollutants  
E.4.2.1  The mass of carbon monoxide,  hydrocarbon, and nitrogen oxide shall be measured in 
accordance with the method set out in Annex B for at least 4 times within half of the total 
distance specified in Table E.2, where:  
 - the cylinder capacity is less than 170 cm3, the measurement shall s tart at the distance of 
2,500 km;  
 - the cylinder capacity is between 170 -279 cm3, the measurement shall start at the 
distance of 2 ,500 km;  
 - the cylinder capacity is from 280 cm3 up, the measurement shall start at the distance of 
3,500 km.  
 The final mea surement shall be carried out at half of the total distance according to Table 
E.2. The tolerance between the starting point and the end point shall be +250 km.  
E.4.2.2  The remaining distance where the emission must be measured shall be in accordance with 
the manufacturer’s instructions regarding maintenance. Carry out the test by using the 
same distance both before and after maintenance  However, the decision shall be made in 
agreement with the testing unit . 
E.4.2.3  If within half of the total distance show n in Table E.2 the manufacturer requires more 
than 1 maintenance, the test shall be carried out at the shortest distance to the 
maintenance service and the middle point between the first and final measurements for 
the distance subjected to the 2nd and 3rd measurements of pollutants. However, the 
decision shall be made in agreement with the testing unit . 
E.4.2.4  If, within half of the distance as shown in Table E.2, no maintenance is set by the 
manufacturer, the remaining distance subjected to the measuremen ts of pollutants shall be 
set in intervals equally divided between the first and the final measurements.  
E.4.2.5  At the request of the manufacturer, the test may be carried out at different distances for 
half of the total distance given in Table E.2. The v alues obtained shall be calculated for TIS 2350 -2551 (2008)  
-36- deterioration factor. However, the decision shall be made in agreement with the testing 
unit. 
E.4.2.6  The mass of carbon monoxide, hydrocarbon and nitrogen oxide as related to the distance 
up to a kilometre shall be p lotted on the graph. A straight line shall be drawn by 
employing the least square method, regardless of the starting point. The graph shall show 
the relation between the mass of carbon monoxide, hydrocarbon and nitrogen oxide, and 
the running distance to t he half of the total distance given in Table E.2.  
E.4.2.7  The mass of carbon monoxide, hydrocarbon and nitrogen oxide shall be estimated from 
the total distance given in Table E.2.  
E.4.3  Calculation  
 The deterioration factor of each pollutant shall be calc ulated by using the following formula.  
 
 Where:  D.F. is the deterioration factor.  
 PEi1 is the mass of each pollutant interpolated to half of the total distance specified 
in Table E.2.  
 PEi1 is the mass of each pollutant interpolated to the total distance  specified in 
Table E.2.  
 The interpolated values shall be given to a minimum of 4 places to the right of the decimal 
point. The result shall be rounded to 3 places to the right of the decimal point. If a 
deterioration factor is less than 1, it shall be re garded as equal to 1.  TIS 2350 -2551 (2008)  
 -37- Annex F  
Calculation for average mass of pollutants  
(Clause 5.2.3.2)  
 
F.1 Average mass of carbon monoxide, hydrocarbon, and nitrogen oxide from the “n” samples shall 
be calculated by using the following formula.  
 
 Where:  XA  is the a verage mass of carbon monoxide, g/km.  
 XA  is the arithmetical mean value of the mass of carbon monoxide from the n 
samples, g/km.  
 k  is the constant value from Table F.1.  
  In case of n > 20,  
  
 SA is the standard deviation of the mass of carbon mon oxide.  
 XB is the average mass of hydrocarbon, g/km.  
 XB is the arithmetic mean value of the mass of hydrocarbon, g/km.  
 SB is the standard deviation of the mass of hydrocarbon.  
 XC is the average mass of nitrogen oxide, g/km.  
 XC is the arithmetic mean va lue of the mass of nitrogen oxide, g/km.  
 SC is the standard deviation of the mass of nitrogen oxide.  
 
TIS 2350 -2551 (2008)  
-38-  XA1 is the mass of carbon monoxide from original sample, g/km.  
 XA2…X An is the mass of carbon monoxide from each of the additional sample, g/km.  
 XB1 is the mass of hydrocarbon from original sample, g/km.  
 XB2…X Bn is the mass of hydrocarbon from each of the additional sample, g/km.  
 XC1 is the mass of nitrogen oxide from original sample, g/km.  
 XC2…X Cn is the mass of nitrogen oxide from each of the addit ional sample, g/km.  
 n is the number of test motorcycles.  
 
 
Table F.1 K Constant  
(Clause F.1)  
 
n 2 3 4 5 6 7 8 9 10 
k 0.973  0.613  0.489  0.421  0.376  0.342  0.317  0.296  0.279  
 
n 2 3 4 5 6 7 8 9 10 
k 0.265  0.253  0.242  0.233  0.224  0.216  0.210  0.203  0.198  
    
 TIS 2350 -2551 (2008)  
 -39- Annex G  
Cstd calculation sample  
(Clause D.2.3.2  (1)) 
 
G.1 Cstd shall be calculated from the following formula:  
 
 Where:  Cstd  is a particular hydrocarbon level inside the chamber, ppm.  
  MHC  is the standard mass of evaporated hydrocarbon emission, eq ual to 2.0 g/test.  
  K is 1.2 x (12 + H/C) when (H/C) = 2.2.  
  V is the net volume of test chamber, m3. 
  P is the atmospheric pressure at the standard test condition, equal to 101.3 kPa.  
  T is the ambient temperature in the chamber at the standard test c ondition, equal 
to 298.15 K.