EN    EN  
 EUROPEAN COMMISSION 
Brussels, 9.12.2011 
COM(2011) 856 final 
2011/0409 (COD)   
Proposal for a 
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 
on the sound level of motor vehicles 
(Text with EEA relevance) 
{SEC(2011) 1504 final} 
{SEC(2011) 1505 final} 
 EN 1   EN EXPLANATORY MEMORANDUM  
1. C ONTEXT OF THE PROPOSAL  
• Grounds for and objectives of the proposal  
The objective of the proposal is to ensure  a high level of hea lth and environmental 
protection and to safeguard the Internal Ma rket for motor vehicles as regards their 
sound level. 
The proposal aims at reducing environmental noise by introducing a new test method 
for measuring noise emissions, by lowering  the noise limit values, by including 
additional sound emission provisions in the type -approval procedure. It aims also at 
ensuring road and occupati onal safety by introducing requirements regarding the 
minimum noise for electric and electric-hybrid vehicles. 
• General context  
Initially the EU type-approval requirements  on noise were based on Internal Market 
objectives and focused mainly on setting ha rmonised noise limits for motor vehicles. 
As more information about the health impact s of noise became available, the need for 
a higher level of protection of EU citizens through further EU-wide measures became 
more imminent. The European Commission Green Paper on Noise from 19961 
estimated that around 20 % of the then EU population suffere d from noise levels that 
scientists and health experts consider to be unacceptable. Based on information from EU Member States, the European Environmen t Agency has estimated, that half of the 
population in urban areas is exposed to noi se levels above 55 dB (A) as a result of 
ambient road noise. 
Over the years, considerable research e ffort, including large EU-funded projects, has 
been dedicated to the qua ntitative assessment of the relationship between 
environmental noise and its effects. Alt hough the approaches and the scope of the 
various studies differ, comm on ground can be found in the terms of harmful effects 
and annoyance that noise gene rates. These findings have been confirmed by the 2008 
WHO-report ‘Economic valuation of transport- related health effects, with a special 
focus on children’. 
The Communication from the European Co mmission regarding a European strategy 
on clean and energy effi cient vehicles of 28.04.2010
2 announced that the European 
Commission will present a proposal in 2011 to  amend the respective legislation to 
reduce the noise emissions of vehicles. This proposal will introduce a new test 
method for measuring the noise emissions a nd change the limit values for the type-
approval of motor vehicles. It will also a ddress for the first time the issue of the 
minimum noise level of electric or hybrid electric vehicles. 
                                                 
1 Future Noise Policy – European Commission Green Paper, 4.11.1996, COM(96) 540 final. 
2 Communication from the Commission to the European Parliament, the Council and the European 
Economic and Social Committee - A European stra tegy on clean and energy efficient vehicles, 
COM(2010)186 final. EN 2   EN • Existing provisions in the area of the proposal  
Noise emissions of four-wheel motor ve hicles are addresse d by Council Directive 
70/157/EEC of 6 February 1970 on the approx imation of the laws of the Member 
States relating to the permissible sound level and the exhaus t system of motor 
vehicles3, as modified by Directives  73/350/EEC, 77/212/EEC, 81/334/EEC, 
84/372/EEC, 84/424/EEC, 87/354/EEC, 89/491/EEC, 92/97/EEC, 96/20/EC, 
99/101/EC, 2006/96/EC, 2007/34/EC - and by the equivalent  UNECE Regulation No 
51 on noise emissions. 
The draft proposal will repeal Directive 70/157/EEC and its subs equent amendments. 
Compared to the existing act, the draft proposal will lay down new requirements: new 
test protocol, new limit values, additiona l sound emission provisions and minimum 
noise for electric and el ectric-hybrid vehicles. 
– New test protocol: 
The noise limits have been reduced severa l times, the most recent being in 1995. This 
last reduction did not have th e expected effects and subsequent studies showed that 
the measurement method does not reflect r eal world driving behaviour anymore. It 
was therefore decided that, before reducing the limits once again, it is first of all 
necessary to develop a new test cycle and bring the driving conditions for the noise test closer in line with re al life driving operation.  
The UNECE Working Group on Noise has ela borated a new test method which was 
published in 2007. During a period of three ye ars this new method has been used on a 
provisional basis in parallel with the existing test method in order to get practical 
experience with the applicati on of this new method, to evaluate its qualities and to 
establish a database with measurement results. During the monitoring periods the type-approval authorities were obliged to execute the noise emission tests according to both methods and to submit the results of  both tests to the European Commission. 
By this procedure a database of parallel test  results had been collected that offered a 
good opportunity to investigate the qualities of the new method a nd to quantify the 
differences between the results of the two methods. The test results of the new method are depending on the vehicle categor y, up to 2 dB(A) less than those obtained 
under the old method. 
– New limit values: 
On the basis of the results of the monito ring data an impact assessment has been 
prepared with different policy options fo r the noise test method and corresponding 
limit values. According to the most preferable option the limit values for light and medium size vehicles will be lowered in two steps of each 2 dB(A) and for heavy 
vehicles in a first step of 1 and a second step of 2 dB(A). This will result in a 
reduction of the noise impact of about 3 dB (A) for free flowing traffic and up to 4 
dB(A) for intermittent traffic. The reduction of the number of highly annoyed people will be 25 %. The cost-benef it ratio for this measure is  estimated to be around 20 
times in favour of the noise redu ction compared to no action taken. 
                                                 
3 OJ L 42, 23.2.1970, p. 16. EN 3   EN – Additional sound emissions provisions: 
The representativeness of the new test method for the noise emission during normal 
traffic conditions is considered good, but it is  less representative for noise emissions 
under worst case conditions. Therefore it was necessary to implement Additional 
Sound Emission Provisions. They are prev entive requirements intended to cover 
driving conditions of the vehicle in real  traffic outside the type-approval driving 
cycle. These driving conditions are envir onmentally relevant and it needs to be 
ensured that the sound emission of a vehicl e under street driving conditions does not 
differ significantly from what can be expected  from the type approval test result for 
this specific vehicle. 
– Minimum noise of electric a nd electric-hybrid vehicles: 
The increase of hybrid and electric vehicl es on European roads is welcomed because 
it is serving to significantly reduce air po llution and traffic noise. But these positive 
environmental benefits have produced th e unintended consequence of removing a 
source of audible signal that is in particul ar used by blind and low vision people to 
inform them of the approach, presence, di rection or departure of road vehicles. A 
working group on minimum sound levels for silent vehicles has been set up by 
UNECE. Taking into account the discussions  and the information provided in this 
group it is proposed to amend the noise le gislation with an Annex harmonising the 
performance of 'Approaching Vehicle Audible Sy stems' if they are fitted to a vehicle. 
The fitting of such systems however shall be voluntary and remain an option under 
the discretion of the vehicle manufacturers. 
• Consistency with the other policies and objectives of the Union  
The proposal is consistent w ith the EU objective to provide for a high level of road 
and occupational safety and environmental protection. 
2. C ONSULTATION OF INTERESTED PARTIES AND IMPACT ASSESSMENT  
• Consultation of interested parties 
In developing the proposal the Eu ropean Commission has consulted 
stakeholders. There was a general consu ltation in the framew ork of CARS 21 
gathering Member States, manuf acturers (European and national 
representatives and i ndividual companies), component manufacturers, 
transport organisations and user repres entatives. The working group number 4 
of CARS 21 in charge of “Interna l Market, emissions and CO2 policies” 
discussed all aspects of the proposal. Th e proposed measures received overall 
support. The new test protocol for meas uring vehicle noise emissions has been 
evaluated positively and should be used  for type-approval, together with 
provisions for off-cycle noise emissions. 
• Impact assessment  
The European Commission had an impact assessment carried out by TNO – Venoliva 
– Vehicle Noise Limit Values – Comparis on of two noise emission test methods – EN 4   EN 2011. 
Different options were considered for th e proposal which covered environmental, 
social and economic aspects: 
1. No change. In this option the current limit values together with the allowances 
will remain valid, as well as the old measurement method. 
2. New method – old limit values. In th is option, the new measurement method 
will be combined with the current set of limit values. 
3. New method – new limit values equivalent  to old ones. This option aims at the 
use of the new test method in combination with limit values, such that they do not lead to more severe requirements than incorporated in the current test method and application limit values. This  option foresees new limit values that 
will not modify the level of stringency compared to the old system. 
4. New method – new limit values with noise reduction potent ial. This option 
proposes new limit values in combination with the new test method in such a way that a reduction of the authorised noi se emissions per motor vehicle may be 
expected. The proposed reduction of the vehicle noise limit va lues by 3 dB(A) 
for light vehicles and 2 dB(A) for hea vy duty vehicles might take effect two 
years after the date of public ation of the present proposal. 
5. New method – new limit values with noi se reductions poten tial in a two step 
approach. In comparison with option 4, in policy option 5, a more ambitious final target for noise reduction is pur sued. This would be achieved in two 
stages. The first step is a reduction of 2 dB(A) for light vehicles and 1 dB(A) 
for heavy vehicles and can be introduced  two years after the date of publication 
of the present proposal. The second step  is a reduction of 2 dB(A) for light 
vehicles and 2 dB(A) for heavy vehicl es. It will require more development 
effort and a more drastic set of technical measures: according to the contractor, 
this step could be introduced two year s after the first step. The total reduction 
would be 4 dB(A) for light vehicles  and 3 dB(A) for heavy vehicles. 
The conclusion is that policy option 5 is to be chosen. 
3. L
EGAL ELEMENTS OF THE PROPOSAL  
• Summary of the proposed action  
The proposal updates the requir ements for the type-approval  system as regards the 
sound level of motor vehicles and of their e xhaust systems. In particular, it introduces 
a new test method for noise emissions meas urement, lowers noise limit values and 
introduces additional sound emission provisions in the EU type-approval procedure. Furthermore, it takes into account tec hnological changes by laying down new 
requirements regarding the minimum noise for electric and electric-hybrid vehicles. 
• Legal basis  
The legal basis of the proposal is Article 114 of the Treaty on the Functioning of the EN 5   EN European Union. 
• Subsidiarity principle  
As noise emission limits and the type-app roval procedure for motor vehicles are 
already harmonised any modifications to  the Motor Vehicle Noise Directive 
70/157/EEC can only be done at EU level. This does not only prevent fragmentation 
of the Internal Market, but also ensure s equal health, safety and environmental 
standards across the EU. It also offers adva ntages of economies of scale: products can 
be made for the whole European market, instead of being customised to obtain 
national type-approval for every single Member State. 
Given the current levels of environmental noise and affected citizens and the fact that 
EU noise limits have not changed in the last  decade despite increasing traffic levels, a 
change in limits to remedy this s ituation is consider ed proportional. 
Union action will better achieve the objectiv es of the proposal because it will avoid 
fragmentation of the Internal Market wh ich would otherwise arise and will enhance 
the safety and environmental performance of  vehicles. This is clearly the case for 
vehicle noise limits, due to the international na ture of road traffic, vehicle exports and 
the potential for national regulations  which would otherwise occur. 
The proposal therefore complies with  the subsidiarity principle. 
• Proportionality principle  
The proposal complies with the proportiona lity principle for the following reasons. 
As shown in the impact assessment, the proposal complies with the proportionality 
principle because it does not go beyond what is necessary in order to achieve the 
objectives of ensuring the prope r functioning of the Internal Market while at the same 
time providing for a high level of public  safety and environmental protection. 
Given the current levels of environmental noise  and affected citizens, and the fact that 
EU noise limits have not changed in the last  decade despite increasing traffic levels, a 
change in limits to help remedy this situ ation is considered proportional. Many other 
local instruments are also applied to redu ce traffic noise, but need to be matched by 
noise reduction at the source, which is far more effective both technically and 
economically. 
• Choice of instruments  
Proposed instruments: Regulation. 
Other means would not be adequate for the following reasons. The use of a Regulation is considered to be appropriate in providing the required 
assurance for compliance whilst not requiring the transposition into EU Member States' legislation. 
4. B
UDGETARY IMPLICATION  EN 6   EN The proposal has no implication for the Union budget. 
5. A DDITIONAL INFORMATION  
• Simulation, pilot phase and transitory period  
There is a general transitory period in the proposal in order to allow sufficient lead 
time for vehicle and component manufact urers and administrations. A two step 
approach is proposed with a delay of two years before the application of the first 
phase (i.e. two years after the entry into force of the Regulation) and a second phase 
with more stringent requirements with a fu rther delay of two years (i.e. four years 
after the entry into force of  the Regulation). The timeframe  of together four years 
recommended by the contractor (impact as sessment) can be supported for the first 
step which will not require substantial changes to the vehicle. However, as a result of 
the consultation process within CARS 21, it di d not appear to be fully appropriate as 
regards the second step which will require  major modifications to the vehicle 
engineering. Hence, it is proposed to have  three years instead for the second step 
(timeframe of together five years). 
• Simplification  
The proposal provides for simplification of  legislation as Directive 70/157/EEC and 
its subsequent amendments will be repealed. 
• Repeal of existing legislation  
The adoption of the proposal will lead to th e repeal of existing legislation (Directive 
70/157/EEC and subsequent amendments). 
• European Economic Area  
The proposed act concerns an EEA matter and should therefore extend to the 
European Economic Area.  EN 7   EN 2011/0409 (COD) 
Proposal for a 
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 
on the sound level of motor vehicles 
(Text with EEA relevance) 
THE EUROPEAN PARLIAMENT AND THE CO UNCIL OF THE EUROPEAN UNION, 
Having regard to the Treaty on the Functioning of the European Uni on, and in particular Article 
114 thereof, 
Having regard to the proposal from the European Commission, 
Having regard to the opinion of the Eu ropean Economic and Social Committee4, 
After transmission of the proposal  to the national Parliaments, 
Acting in accordance with the or dinary legislative procedure, 
Whereas: (1) The internal market comprises an area with out internal frontiers in which the free 
movement of goods, persons, services and cap ital must be ensured. To that end a 
comprehensive Union type-approval system for motor vehicles is in place. The technical 
requirements for the type-approval of motor vehicles and their exhaust systems with 
regard to permissible sound levels should be harmonised to avoid the adoption of 
requirements that differ from one Member St ate to another and to ensure the proper 
functioning of the internal market while, at the same time, providing for a high level of 
environmental protectio n and public safety. 
(2) Council Directive 70/157/EEC of  6 February 1970 on the appr oximation of the laws of 
the Member States relating to the permissibl e sound level and the exhaust system of motor 
vehicles
5 harmonised the different tec hnical requirements of Memb er States relating to the 
permissible sound level of motor vehicles and of their exhaust systems for the purpose of 
the establishment and operation of the inte rnal market. For the purposes of the good 
functioning of the internal market and in order to ensure a uniform and consistent 
                                                 
4 OJ C…, …, p. . 
5 OJ L 42, 23.2.1970, p. 16. EN 8   EN application throughout the Union, it is appr opriate to replace that Directive by a 
Regulation. 
(3) This Regulation is a separate Regulation in the context of the t ype-approval procedure 
under Directive 2007/46 of the Eu ropean Parliament and of the Council of 5 September 
2007 establishing a framework for the approval of motor vehicles and th eir trailers, and of 
systems, components and separate technical un its intended for such vehicles (Framework 
Directive).6  
(4) Directive 70/157/EEC refers to Regulation No 517 of the United Nations Economic 
Commission for Europe (UNECE) on noise emissions, to which the Union is a 
Contracting Party, which specifies the test met hod for noise emissions. 
(5) Since its adoption, Directive 70/157/EEC has b een substantially amended several times. 
The most recent reduction of noise limits for motor vehicles, introduced in 1995, did not 
have the expected effects. Studies showed that the test method used under the Directive 
no longer reflected real life driv ing behaviour in urba n traffic. In particular, as pointed out 
in the Green paper concerning the Future Noise Policy of 1996,8 the contribution of tyre 
rolling noise to the total noise emission was underestimated in the test method. 
(6) This Regulation should therefore introduce a different method in relation to the 
compulsory one of Directive 70/157/EEC. Th at method should be based on the method 
published by the UNECE Working Party on Noise (GRB) in 2007 which incorporated a 2007 version of the standard ISO 362.
9 The results of monitoring of both the old and the 
new test methods were submitted to the Commission. 
(7) The representativeness of the new test met hod for the noise emission during normal traffic 
conditions is considered good, but it is less re presentative for noise emissions under worst 
case conditions. Therefore, it is  necessary to implement in  this Regulation additional 
sound emission provisions. Those provisions es tablish preventive re quirements intended 
to cover driving conditions of the vehicle in real traffic outside th e type-approval driving 
cycle. Those driving conditions are environmen tally relevant and it needs to be ensured 
that the sound emission of a vehicle under street driving conditions does not differ 
significantly from what can be expected from th e type-approval test result for the specific 
vehicle. 
(8) This Regulation should also further reduc e noise limits. It s hould take account of 
Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 
2009 concerning type-approval requirements for the general safety of motor vehicles, 
their trailers and systems, components and separate technical un its intended therefor,10 
                                                 
6 OJ L 263, 9.10.2007, p. 1. 
7 OJ L 137, 30.5.2007, p. 68. 
8 COM(96) 540 final. 
9 ISO 362-1, Measurement of noise em itted by accelerating road vehicles - Engineering method – Part 1: M 
and N categories, ISO, Ge neva, Switzerland, 2007. 
10 OJ L200, 31.7.2009, p. 1. EN 9   EN which introduced new stricter noise requir ements for motor vehicle tyres. Studies 
highlighting the annoyance and health effects from road traffic noise,11 12 and the 
associated costs and benef its should also be heeded.13 
(9) The overall limit values should be reduced wi th regards to all noise sources of motor 
vehicles including the ai r intake over the power train and the exhaust taking into account 
of the tyre contribution to  noise reduction addressed in Regulation (EC) No 661/2009. 
(10) The environmental benefits expected from hybrid  electric and pure electric road transport 
vehicles have resulted in a substantial reduction of the noise emitted by such vehicles. This has resulted in the removal of an importa nt source of audible signal that is used by 
blind and low vision pedestrians and cyclists, amongst other road users, to become aware 
of the approach, presence or departure of th ese vehicles. For that purpose, industry is 
developing acoustic systems to compensate for th is lack of audible signal in electric and 
hybrid electric vehicles. The performance of approaching vehicle audible systems fitted to 
vehicles should be harmonised. The fitting of  such systems should however, remain an 
option at the discretion of vehicle manufacturers. 
(11) In order to simplify the type -approval legislation of the Union, in line with the 2007 
recommendations of the CARS 21 Report
14, it is appropriate to base this Regulation on 
UNECE Regulations No 51 on noise emissions w ith regards to the test method and No 59 
on silencing systems15 with regard to replacement exhaust silencing systems. 
(12) In order to enable the Commission to re place the technical re quirements of this 
Regulation with a direct reference to UNECE  Regulations No 51 and No 59 once the limit 
values relating to the new test method are la id down in those Regulations, or to adapt 
those requirements to technical and scientific developments, the power to adopt acts in 
accordance with Article 290 of the Treaty on the Functioning of the European Union 
should be delegated to the Comm ission in respect of the ame ndment of the provisions in 
Annexes to this Regulation relate d to the test methods and sound levels. It is of particular 
importance that the Commission carry out appr opriate consultations during its preparatory 
work. The Commission, when pr eparing and drawing up delegated acts, should ensure a 
                                                 
11 Knol, A.B., Staatsen, B.A.M., Trends in the environmental burden of disease in the Netherlands 1980 – 
2020, RIVM report 500029001, Bilthoven, The Netherlands, 2005; 
http://www.rivm.nl/bibliotheek /rapporten/500029001.html. 
12 WHO-JRC study on the burden of disease from environm ental noise, quantification of healthy life years lost 
in Europe; http://www.euro.who.int/en/what-we-do/health-topics/environment-and-
health/noise/publications/2011/burden-of-disease-from-environmental-noise.-quantification-of-healthy-life-
years-lost-in-europe.  
13 Valuation of Noise - Position Paper of the Working Group on Health and Socio-Economic Aspects, 
European Commission, Environment Director ate-General, Brussels, 4 December 2003; 
www.ec.europa.eu/environment/noise/pdf/valuatio_final_12_2003.pdf 
14 CARS 21: A Competitive Automotive Regulatory System for the 21st Century, 2006: 
http://ec.europa.eu/enterprise/sectors/automotive/file s/pagesbackground/competitiveness/cars21finalreport_
en.pdf 
15 OJ L 326, 24.11.2006, p. 43. EN 10   EN simultaneous, timely and appropriate transmissi on of relevant documents to the European 
Parliament and to the Council. 
(13) As a consequence of the application of a new regulatory framework by this Regulation, 
Directive 70/157/EEC should be repealed, 
HAVE ADOPTED THIS REGULATION: 
Article 1 
Subject matter 
This Regulation establishes the administrative and technical requirements for the EU type-
approval of all new vehicles refe rred to in Article 2 with rega rd to their sound level and their 
exhaust systems and for the sale a nd entry into service of parts and equipments intended for those 
vehicles. 
Article 2 
Scope 
This Regulation shall apply to  vehicles of categories M 1, M 2, M 3, N 1, N 2 and N 3, as defined in 
Annex II to Directive 2007/46/EC and to the syst ems, components and separate technical units 
designed and constructed for such vehicles. 
Article 3 
Definitions 
For the purposes of this Regulation, th e following definitions shall apply: 
(1) "approval of a vehicle" means the approval of  a vehicle type with regard to noise; 
(2) "vehicle type" means a set of vehicles as definied in Annex II Part B to Directive 
2007/46/EC. 
(3) "maximum mass" means the technically pe rmissible maximum ma ss declared by the 
vehicle manufacturer; 
By way of derogation from point (3), th e maximum mass may be greater than the 
maximum mass authorized by the admi nistration of the Member States. 
(4) "rated engine power" means the engine power  expressed in kW (UNECE) and measured 
by the UNECE method pursuant to UNECE Regulation No 8516; 
                                                 
16 OJ L 326, 24.11.2006, p. 55. EN 11   EN (5) "standard equipment" means th e basic configuration of a ve hicle including all features 
that are fitted without giving rise to a ny further specifications on configuration or 
equipment level but equipped with all the f eatures required under the regulatory acts 
mentioned in Annex IV or Annex XI to Directive 2007/46/EC; 
(6) "mass of the driver" means a mass rated at 75 kg located at the driver’s seating reference 
point; 
(7) "mass of a vehicle in running order" (m ro) means the mass of the vehicle including the 
mass of the driver, of the fuel and liquids , fitted with the standard equipment in 
accordance with the manufact urer’s specifications. 
When fitted, the mass of the bodywork, the cabin , the coupling and the spare wheel(s) as 
well as the tools shall be included. 
The fuel tank(s) shall be filled to at least 90 % of its or their capacity/ies; 
(8) "rated engine speed" (S) means the declared engine speed in min-1 (rpm) at which the 
engine develops its rated maximum net pow er pursuant to UNECE Regulation No 85 or, 
where the rated maximum net power is reached at several engine speeds, the highest one 
of those speeds ; 
(9) "power to mass ratio index" (PMR) means a numerical quantity calculated in accordance 
with the formula set out in point 4.1.2.1.1. of Annex II; 
(10) "reference point" means one of the following points: 
(a) in the case of vehicles of categories M 1, N1: 
(i) for front engine vehicles, the front end of the vehicle; 
(ii) for mid engine vehicles , the centre of the vehicle; 
(iii) for rear engine vehicles, the rear end of the vehicle. 
(b) in the case of vehicles of categories M 2, M 3, N 2, N 3 the border of the engine 
closest to the front of the vehicle. 
(11) "target acceleration" means accele ration at a partial throttle condition in urban traffic as 
derived from statistical investigations; 
(12) "reference acceleration" means the required ac celeration during the acceleration test on 
the test track; 
(13) "gear ratio weighting factor " (k) means a dimensionless numerical quantity used to 
combine the test results of two gear ratios for the accelera tion test and the constant speed 
test; EN 12   EN (14) "partial power factor" (k P) means a numerical quantity wi th no dimension used for the 
weighted combination of the test results of th e acceleration test and the constant speed test 
for vehicles; 
(15) "pre-acceleration" means application of acceler ation control device prior to AA' for the 
purpose of achieving stable accel eration between AA' and BB' as  referred to in figure 1 to 
Appendix 1 to Annex II; 
(16) "locked gear ratios" means the control of tr ansmission such that the transmission gear 
cannot change during a test; 
(17) "design family of silencing system or s ilencing system components" means a group of 
silencing systems or components thereof in wh ich all of the following characteristics are 
the same: 
(a) the presence of net gas flow of the e xhaust gases through the absorbing fibrous 
material when in contact with that material; 
(b) the type of the fibres; 
(c) where applicable, binder material specifications; 
(d) average fibre dimensions; 
(e) minimum bulk material packing density in kg/m³; 
(f) maximum contact surface between the ga s flow and the absorbing material; 
(18) "silencing system" means a complete set of  components necessary for limiting the noise 
produced by an engine and its exhaust; 
(19) "silencing system of different types" means s ilencing systems which significantly differ in 
respect of at least one of the following: 
(a) trade names or trademarks of their components; 
(b) the characteristics of the ma terials constituting their components, except for the 
coating of those components; 
(c) the shape or size of their components ; 
(d) the operating principles of at least one of their components ; 
(e) the assembly of their components; 
(f) the number of exhaust silencing systems or components; EN 13   EN (20) "replacement silencing system or components of said system" means any part of the 
silencing system defined in point (17) intended  for use on a vehicle, other than a part of 
the type fitted to this vehicle when submitted for type-approval pursuant to this Regulation; 
(21) "Acoustic Vehicle Alerting System" (AVAS) are systems for hybrid electric and electric 
road transport vehicles which provide vehi cle operation information to pedestrians and 
vulnerable road users. 
Article 4 
General obligations of Member States 
1. Member States may not, on grounds relating to the permissible sound level and the 
exhaust system, refuse to grant EU or nati onal type-approval in respect of a type of 
motor vehicle or type of exhaust system or component of such a system regarded as a 
separate technical unit where the following conditions are fulfilled: 
(a) the vehicle satisfies the requirements of Annex I, 
(b) the exhaust system or any component thereo f, considered as a separate technical 
unit within the meaning of point (25) of Article 3 of Directive 2007/46/EC 
satisfies the requirements of Annex X to this Regulation. 
2. Member States may not, on grounds relating to the permissible sound level and the 
exhaust system, refuse or prohi bit the sale, registration, entry into service or use of any 
vehicle in which the sound level and the ex haust system satisfy the requirements of 
Annex I. 
3. Member States may not, on grounds relating to the permissible sound level and the 
exhaust system, prohibit the placing on the market of an exhaust system or any 
component thereof considered as a separate technical unit within the meaning of point 
(25) of Article 3 of Directiv e 2007/46/EC if it conforms to a type in respect of which a 
type-approval has been granted in accordance with this Regulation. 
Article 5 
General obligations of manufacturers 
1. Manufacturers shall ensure that the vehicle, its  engine and its noise reduction system is 
designed, constructed an d assembled so as to enable the vehicle in normal use to comply 
with the provisions of this Regulation, despit e the vibration to which it is inherently 
subjected. 
2. Manufacturers shall ensure that the noise re duction system is designed, constructed and 
assembled so as to be able to reasonably resist the corrosive phe nomena to which it is 
exposed having regard to the condi tions of use of  the vehicle. EN 14   EN 3. The manufacturer shall be responsible to th e approval authority for all aspects of the 
approval process and for ensuring conformity of production, whether or not the manufacturer is directly invol ved in all stages of the cons truction of a vehicle, system, 
component or separate technical unit. 
Article 6 
Limits values 
The sound level measured in accordance with th e provisions of Annex II shall not exceed the 
limits set out in Annex III. 
Article 7 
Revision clause 
Within three years following the date referred to in Annex III, third column, phase 1, to this 
Regulation, the Commission shall carry out a deta iled study to ascertain whether the noise limits 
prove to be appropriate. On the basis of th e conclusions of the st udy, the Commission may, 
where appropriate, present proposals for amendment to this Regulation. 
Article 8 
Additional sound emission provisions (ASEP) 
1. Paragraph 2 to 6 and the sec ond subparagraph of this paragr aph shall apply to vehicles 
of categories M
1 and N 1 equipped with an internal combustion engine. 
Vehicles shall be deemed to fulfil the re quirements of Annex X, if the vehicle 
manufacturer provides technical documents to  the type-approval authority showing that 
the difference between maximum and minimu m engine speed of the vehicles at BB’17, 
for any test condition inside the ASEP contro l range defined in point 3.3. of Annex VIII, 
with respect to conditions set out in  Annex II, does not exceed 0,15 x S. 
2. The sound emission of the vehicle under typi cal on-road driving conditions, which are 
different from those under which the type-appr oval test set out in Annex II was carried 
out, shall not deviate from the test  result in an unreasonable manner. 
3. The vehicle manufacturer shal l not intentionally  alter, adjust, or introduce any 
mechanical, electrical, thermal, or other de vice or procedure solely for the purpose of 
fulfilling the noise emission requirements under this Regulation which is not operational 
during typical on-road operation under  conditions applicable to ASEP. 
4. The vehicle shall meet the requirement s of Annex VIII to this Regulation. 
                                                 
17 As referred to in Figure 1 to Appendix 1 to Annex II to this Regulation. EN 15   EN 5. In the application for type-approval, th e manufacturer shall provide a statement, 
established in accordance with the model set out in Appendix 1 of Annex VIII, that the 
vehicle type to be approved complies with the requirements of Article 8(1) and 8(2). 
Article 9 
Acoustic Vehicle Alerting System (AVAS) 
Where manufacturers choose to install an AVAS in vehicles, the requirements of Annex X shall 
be fulfilled. 
Article 10 
Amendment of the Annexes 
1. The Commission shall be empowered to adopt delegated acts to amend Annexes I to XI. 
2. When the limit values relating to the test  method are laid down in UNECE Regulation 
No 51, the Commission shall cons ider replacing the technical  requirements laid down in 
Annex III with a direct reference to the corresponding requirements of UNECE 
Regulations No 51 and No 59. 
Article 11 
Exercise of the Delegation 
1. The powers to adopt delegated acts are c onferred on the Commission subject to the 
conditions laid down in this Article. 
2. The power to adopt delegated acts referred to  in Article 10(1) shal l be conferred on the 
Commission for an indeterminate period of ti me from the date of  adoption of this 
Regulation. 
3. The delegation of power referre d to in Article 10(1) may be revoked at any time by the 
European Parliament or by the Council. A d ecision to revoke shal l put an end to the 
delegation of the power specified in that deci sion. It shall take e ffect the day following 
the publication of the decision in  the Official Journal or at a later date specified therein. 
It shall not effect the validity of any delegated acts already in force. 
4. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the 
European Parliament and to the Council. 
5. A delegated act adopted pursuant to Articl e 10(1) shall enter into force only if no 
objection has been expressed either by the Eu ropean Parliament or the Council within a 
period of two months of notif ication of that act to the European Parliament and the 
Council or if, before the expiry  of that period, th e European Parliament and the Council 
have both informed the Commission that they will not object. That period shall be extended by one month at the in itiative of the European Parl iament or of the Council. EN 16   EN Article 12 
Objections to delegated acts 
1. The European Parliament and the Council ma y object to the delegated act within a 
period of two months from the date of notif ication. At the initiative of the European 
Parliament or the Council this pe riod shall be extended by one month. 
2. If, on expiry of that period, neither the European Parliament nor the Council has 
objected to the delegate d act, or if, before that date, the European Parliament and the 
Council have both informed the European Co mmission that they have decided not to 
raise objections, the delegated act shall enter into force at the date stated in its 
provisions. 
3. If the European Parliament or the Council ob jects to the adopted delegated act, it shall 
not enter into force. The institution which obj ects shall state the reasons for objecting to 
the delegated act. 
Article 13 
Urgency procedure 
1. Delegated acts adopted under Article 10(1) sha ll enter into force without delay and shall 
apply as long as no objection is expresse d in accordance with paragraph 2. The 
notification of a  delegated act to the European Parliament and to the Council shall state 
the reasons for the use of the urgency procedure. 
2. Either the European Parliament or the Council may object to a delegated act in 
accordance with the procedure referred to in  Article 11(5). In such a case, the 
Commission shall repeal the act without dela y following the notification of the decision 
to object by the European Parliament or the Council. 
Article 14 
Transitional provisions 
1. This Regulation shall not invalidate any EU type-approval granted to vehicles or to 
systems, components or separate technical un its before the date laid down in Article 16. 
2. Approval authorities shall continue to grant extension of approvals  to those vehicles, 
systems, components or separate techni cal units under the terms of Directive 
70/157/EEC. 
3. Until [DATE: For the first five years after the entry into force of this Regulation ], 
vehicles with a serial hybrid drive train, which have an additional combustion engine 
with no mechanical coupling to the power tr ain, shall be excluded from the requirements 
of this Article 8. EN 17   EN Article 15 
Repeal 
1. Directive 70/157/EEC is repealed. 
2. References to the repealed Directive shall be  construed as references to this Regulation 
and shall be read in accord ance with the correlation ta ble set out in Annex XII. 
Article 16 
Entry into force 
1. This Regulation shall enter into force on the twentieth day following that of its 
publication in the Official J ournal of the European Union. 
2. It shall apply from [ two years after its date of adoption ]. 
This Regulation shall be binding in  its entirety and directly applicable in all Member States. 
Done at Brussels,  
For the European Parliament For the Council 
The President The President [...] [...]EN 18   EN LIST OF ANNEXES  
Annex I EU type-approval in respect of the sound le vel of a vehicle type 
Appendix 1: Information document Appendix 2: Model EU T ype-Approval Certificate 
Appendix 3: Vehicle and test data 
Annex II Methods and instruments for meas uring the noise made by motor vehicles 
Appendix 1: Figures 
Annex III Limit Values Annex IV Silencing Systems Containing Ac oustically Absorbing Fibrous Materials 
Appendix 1: Figure – test Appara tus For Conditioning by Pulsation 
Annex V Compressed Air Noise 
Appendix 1: Figure - Microphone positions for measurement of compressed air noise 
Annex VI Checks on Conformity of Production for Vehicles Annex VII Specifications  for the test site  
Annex VIII Measuring method to evaluate compliance with the additional sound emission 
provisions 
 Appendix 1: Statement of complian ce with the Additional Sound Emission
 Provisions 
Annex IX Measures ensuring the audibi lity of hybrid and electric vehicles 
Annex X EU type-approval in resp ect of the sound level of exhaust systems as separate technical 
units (replacement exhaust systems) 
 Appendix 1: Information document  Appendix 2: Model EU T ype-Approval Certificate 
 Appendix 3: Model for the EU type-approval mark  Appendix 4: Test apparatus EN 19   EN  Appendix 5: Measuring points- Back pressure 
Annex XI Checks on conformity of production for exhaust system as a se parate technical unit 
Annex XII Correlation table EN 20   EN Annex I  
EU type-approval in respect of th e sound level of a vehicle type 
1. APPLICATION FOR EU TYPE-APPROVAL OF A VEHICLE TYPE 
1.1. The application for EU type-approval pursu ant to Article 7(1) and (2) of Directive 
2007/46/EC of a vehicle type with regard to its sound level shall be submitted by the vehicle manufacturer. 
1.2. A model for the information document is given in Appendix 1. 1.3. A vehicle representative of the type in  respect of which t ype-approval is sought 
must be submitted to the technical servic e responsible for the tests by the vehicle 
manufacturer. 
1.4 At the request of the tec hnical service, a sp ecimen of the exhaust system and an 
engine of at least the same cylinder cap acity and rated maximum power as that 
fitted to the vehicle in respect of whic h type-approval is sought must also be 
submitted. 
2. MARKINGS 2.1. The exhaust and intake system component s, excluding fixing ha rdware and pipes, 
must bear: 
2.1.1. the trade mark or name of the manufacturer of the systems and their components; 2.1.2. the manufacturer's trade description. 
2.2. These markings must be clearly legible and indelible, even when the system is 
fitted to the vehicle. 
3. GRANTING OF EU TYPE-APPROVAL OF A VEHICLE TYPE 3.1. If the relevant requirements are satisfied, EU type-approval pursua nt to Article 9(3) 
and, if applicable 10(4) of Dir ective 2007/46/EC shall be granted. 
3.2. A model for the EU type-approval ce rtificate is given in Appendix 2. 
3.3. An approval number in accordance with Annex VII to Directive 2007/46/EC shall 
be assigned to each vehicle type approved. The same Member State shall not assign 
the same number to another vehicle type. 
4. AMENDMENTS TO TYPE-APPROVALS EN 21   EN  In the case of changes of the type approved pursuant to this Regulation, the 
provisions of Articles 13, 14, 15, 16 and 17(4)  of Directive 2007/46/EC shall apply 
 
5. CONFORMITY OF PRODUCTION ARRANGEMENTS 
5.1. Measures to ensure the conformity of  production arrangements shall be taken in 
accordance with the requirements laid dow n in Article 12 of Directive 2007/46/EC. 
5.2. Special provisions: 5.2.1. The tests laid down in Annex VI of this  Regulation correspond to those referred to 
in point 2.3.5 of Annex X to Directive 2007/46/EC 
5.2.2. The frequency of inspections referred to  in point 3 of Annex X to Directive 
2007/46/EC shall normally be once every two years. EN 22   EN Appendix 1  
Information document No … pursuant to Annex I of Directive 2007/46/EC18 relating to EU type-
approval of a vehicle with respect to the p ermissible sound level and the exhaust system 
The following information, if applicable, must be s upplied in triplicate and in clude a list of contents. 
Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of 
A4 format. Photographs, if any, must show sufficient detail. 
If the systems, components or separate technical un its have electronic controls , information concerning 
their performance mu st be supplied. 
0. General 
0.1. Make (trade name  of manufacturer): 
0.2. Type and general commercial description(s): 0.3. Means of identifica tion of type, if marked on the vehicle (
b): 
0.3.1. Location of that marking. 0.4. Category of vehicle (
c): 
0.5. Name and address of manufacturer: 0.8. Address(es) of assembly plant(s): 
1. General construction char acteristics of the vehicle 
1.1. Photographs and/or drawings of a representative vehicle: 
1.3.3. Powered axles (number, position, interconnection): 1.6. Position and arrangement of the engine: 
2. Masses and dimensions (
e) (in kg and mm) (Refer to drawing where applicable) 
2.4. Range of vehicle dimensions (overall) 
2.4.1. For chassis without bodywork 
                                                 
18 The item numbers and footnotes used in this information document correspond to those set out in Annex I to 
Directive 2007/46/EC. Items not relevant for the purpose of this Regulation are omitted. EN 23   EN 2.4.1.1. Length (j): 
2.4.1.2. Width (k): 
2.4.2. For chassis with bodywork 2.4.2.1. Length (
j): 
2.4.2.2. Width (k): 
2.6. Mass of the vehicle with bodywork in running or der, or mass of the chassis with cab if the 
manufacturer does not fit the bodywork (with standa rd equipment, incl uding coolant, oils, 
fuel, tools, spare wheel and driver) (o) (maximum and minimum): 
3. Power plant (q) 
3.1. Manufacturer: 
3.1.1. Manufacturer's engine code: (As marked on th e engine, or other means of identification) 
3.2. Internal combustion engine 3.2.1.1. Working principle: positive ignition/co mpression ignition, four stroke/two stroke
19 
3.2.1.2. Number and arrangement of cylinders: 3.2.1.2.3. Firing order: 3.2.1.3. Engine capacity (
s): cm3 
3.2.1.8. Maximum net power (t): kW at min–1 (manufacturer's declared value) 
3.2.4. Fuel feed 3.2.4.1. By carburettor(s): yes/no
20 
3.2.4.1.2. Type(s): 3.2.4.1.3. Number fitted: 3.2.4.2. By fuel injection (compr ession ignition only): yes/no
21 
                                                 
19 Delete as applicable. 
20 Delete as applicable. 
21 Delete as applicable. EN 24   EN 3.2.4.2.2. Working principle: Direct inj ection/pre-chamber/swirl chamber22 
3.2.4.2.4. Governor 3.2.4.2.4.1. Type: 3.2.4.2.4.2.1. Cut-off point under load: min
–1 
3.2.4.3. By fuel injection (posit ive ignition only): yes/no23 
3.2.4.3.1. Working principle: Intake manifold (single-/multi-point24)/direct injection/other 
(specify)25 
3.2.8. Intake system 3.2.8.4.2. Air filter, drawings; or 
3.2.8.4.2.1. Make(s): 
3.2.8.4.2.2. Type(s): 3.2.8.4.3. Intake silencer, drawings; or 3.2.8.4.3.1. Make(s): 3.2.8.4.3.2. Type(s): 3.2.9. Exhaust system 3.2.9.2. Description and/or drawi ng of the exhaust system: 
3.2.9.4. Exhaust silencer(s): For front, centre, rear silencer: c onstruction, type, marking, where releva nt for exterior noise: reducing 
measures in the engine compartment and on the engine: 
3.2.9.5. Location of the exhaust outlet: 3.2.9.6. Exhaust silencer contai ning fibrous materials: 
3.2.12.2.1. Catalytic convertor: yes/no
26 
                                                 
22 Delete as applicable. 
23 Delete as applicable. 
24 Delete as applicable. 
25 Delete as applicable. EN 25   EN 3.2.12.2.1.1. Number of catalytic convertors and elements: 
3.3. Electric motor 3.3.1. Type (winding, excitation): 3.3.1.1. Maximum hourly output: kW 3.3.1.2. Operating voltage: V 3.4. Other engines or motors or combinations ther eof (particulars regard ing the parts of such 
engines or motors): 
4. Transmission (v) 
4.2. Type (mechanical, hydrau lic, electric, etc.): 
4.6. Gear ratios 
Gear Internal gearbox ratios 
(ratios of engine to gearbox 
output shaft revolutions) Final drive ratio(s) 
(ratio of gearbox output 
shaft to driven wheel 
revolutions) Total 
gear 
ratios 
Maximum for CVT27 
1 2 
3 
… Minimum for CVT
28 
Reverse    
4.7. Maximum vehicle speed (and gear in which this is achieved) (in km/h) (w): 
6. Suspension 
                                                                                                                                                                       
26 Delete as applicable. 
27 Continuously variable transmission. 
28 Continuously variable transmission. EN 26   EN 6.6. Tyres and wheels 
6.6.2. Upper and lower limits of rolling radii 6.6.2.1. Axle 1: 6.6.2.2. Axle 2: 6.6.2.3. Axle 3: 6.6.2.4. Axle 4: etc. 
9. Bodywork (not applicable for vehicles of category M
1) 
9.1. Type of bodywork: 
9.2. Materials used and method of construction 
12. Miscellaneous 
12.5. Details of any non-engine devices designed to  reduce noise (if not c overed by other items): 
Additional information in the case of off-road vehicles: 1.3. Number of axles and wheels: 2.4.1. For chassis without bodywork 2.4.1.4.1. Approach angle (
na): … degrees 
2.4.1.5.1. Departure angle (nb): … degrees 
2.4.1.6. Ground clearance (as defined in point 4.5 of s ection A of Annex II to  Directive 2007/46/EC) 
2.4.1.6.1. Between the axles: 2.4.1.6.2. Under the front axle(s): 2.4.1.6.3. Under the rear axle(s): 2.4.1.7. Ramp angle (
nc): … degrees 
2.4.2. For chassis with bodywork 2.4.2.4.1. Approach angle (
na): … degrees EN 27   EN 2.4.2.5.1. Departure angle (nb): … degrees 
2.4.2.6. Ground clearance (as defined in point 4.5 of s ection A of Annex II to  Directive 2007/46/EC) 
2.4.2.6.1. Between the axles: 2.4.2.6.2. Under the front axle(s): 2.4.2.6.3. Under the rear axle(s): 2.4.2.7. Ramp angle (
nc): … degrees 
2.15. Hill-starting ability (solo vehicle): … % 4.9. Differential lock: yes/no/optional
29 
Date, File
                                                 
29 Delete as applicable. EN 28   EN Appendix 2  
Model EU type-approval certificate 
(Maximum Format: A4 (210 × 297 mm)) 
Stamp of administration  
Communication concerning the 
– type-approval30 
– extension of type-approval31 
– refusal of type-approval32 
– withdrawal of type-approval33 
of a type of a vehicle/com ponent/separate technical unit34 with regard to Directive …/…/EU, as last 
amended by Directive …/…/EU. 
Type-approval number: Reason for extension: 
SECTION I 
0.1. Make (trade name  of manufacturer): 
0.2. Type and general commercial description(s): 0.3. Means of identificati on of type if marked on the vehicl e/component/separate technical unit
3536 
0.3.1. Location of that marking. 
                                                 
30 Delete as applicable. 
31 Delete as applicable. 
32 Delete as applicable. 
33 Delete as applicable. 
34 Delete as applicable. 
35 Delete as applicable. 
36 If the means of identification of type contains characters not relevant to describe the vehicle, component or 
separate technical unit types covered by the type-approval certificate such characters shall be represented in the 
documentation by the symbol: ‘?’ (e.g. ABC??123??). EN 29   EN 0.4. Category of vehicle37: 
0.5. Name and address of manufacturer: 0.7. In the case of components and separate technical un its, location and method of affixing of the 
EU approval mark: 
0.8. Address(es) of assembly plant(s) 
SECTION II 
1. Additional information (where  applicable): See Appendix 3 
2. Technical service responsibl e for carrying out the tests: 
3. Date of test report: 
4. Number of test report: 
5. Remarks (if any): See Appendix 3 6. Place: 7. Date: 8. Signature: 9. The index to the information package lodge d with the approval authority, which may be 
obtained on request, is attached. 
                                                
 
37 As defined in Annex IIA to Directive 2007/46/EC. EN 30   EN Appendix 3  
Vehicle and test data38 
 
1. Trade name or mark of the vehicle 
2. Vehicle type 
2.1. Maximum mass including semi-t railer (where applicable) 
3. Manufacturer's name and address 
4. If applicable, name and address of manufacturer's representative 
5. Engine: 
5.1. Manufacturer: 
5.2. Type: 
5.3. Model: 
5.4. Rated maximum power (E CE): ............. kW at ............. min-1 (rpm). 
5.5. Kind of engine: e.g. positive-i gnition, compression ignition, etc. 1/ 
5.6. Cycles: two stroke or f our-stroke (if applicable) 
5.7. Cylinder capacity (if applicable) 
6. Transmission: non-automatic  gearbox/automatic gearbox 2/ 
6.1. Number of gears 
7. Equipment: 
7.1. Exhaust silencer: 
7.1.1. Manufacturer or authorized  representative (if any) 
7.1.2. Model: 
                                                 
38 Information reported in Appendix 1 to Annex I need not be repeated. EN 31   EN 7.1.3. Type: .......... in accordance with drawing No.: ................ 
7.2. Intake silencer: 
7.2.1. Manufacturer or authorized  representative (if any) 
7.2.2. Model: 
7.2.3. Type: .......... in accordance with drawing No.: ................ 
7.3. Elements of capsulation 
7.3.1. Elements of noise encapsulation as defined by the vehicle manufacturer  
7.3.2. Manufacturer or authorized  representative (if any) 
7.4. Tyres 
7.4.1. Tyre size(s) (by axle): 
8. Measurements: 
8.1. Length of the vehicle (l veh): ……..… mm 
8.2. Point of accelerator depre ssion: .......... m before line AA’ 
8.2.1. Engine speed in gear i at: AA' / PP' 1/ ….. min-1 (rpm) 
  BB’ .…. min-1 (rpm) 
8.2.2. Engine speed in gear (i+1) at: AA' / PP' 1/ ..… min-1 (rpm) 
  BB' ..… min-1 (rpm) 
8.3. Type-approval number of tyre(s) : 
 if not available, the followi ng information shall be provided: 
8.3.1. Tyre manufacturer 
8.3.2. Commercial description(s) of the type of tyre (by axle), (e.g. trade name, speed 
index, load index):……………………………………………………………… 
8.3.3. Tyre size (by axle):……………………………………………………………... EN 32   EN 8.3.4. Type-approval number (if available):…………………………………………... 
8.4. Noise level of moving vehicle: 
 Test result (L urban):…………… dB(A) 
 Test result (L wot):…………….. dB(A) 
 Test result (L cruise):…………… dB(A) 
 k P – factor: ………………….. 
8.5. Noise level of st ationary vehicle: 
 Position and orientation of microphone ( according to figure 2 in Appendix 1 of 
Annex II) 
 Test result for stationary test:… dB(A) 
8.6. Noise level of compressed air sound: 
 Test result for 
 -service brake: …………. dB(A) 
 -parking brake: …………. dB(A) 
 -during the pressure regu lator actuation: …… dB(A) 
9. Vehicle submitted for approval on:  
10. Technical service responsibl e for type-approval tests:  
11. Date of test report i ssued by that service: 
12. Number of test report issued by that service:  
13. Position of approval mark on the vehicle  
14. Place  
15. Date 
16. Signature EN 33   EN 17. The following documents, bearing th e approval number shown above, are 
annexed to this document: ………………………………………………………………………… 
 ……………………………………………………………………………………
……. 
 drawings and/or photographs, diagrams a nd plans of the engine and of the noise 
reduction system; 
 list of components, duly identified constituting the noise reduction system. 
18. Reason for extension of approval : 
19. Remarks 
_____________________________________ 
1/ If a non-conventional engine is used, this should be stated. 
2/ Strike out what does not apply. EN 34   EN Annex II  
Methods and instruments for measuring the noise made by motor vehicles 
1. METHODS OF MEASUREMENT 
1.1. The noise made by the vehicle type subm itted for approval shall be measured by 
the two methods described in this Anne x for the vehicle in motion and for the 
vehicle when stationary 43. In the case of a vehicle where an internal combustion 
engine does not operate when the vehicle is stationary, the emitted noise shall only 
be measured in motion. 
Vehicles having a maximum permissi ble mass exceeding 2800 kg shall be 
subjected to an additional measuremen t of the compressed air noise with the 
vehicle stationary in acco rdance with the specifications of Annex V, if the 
corresponding brake equipment is part of the vehicle. 
1.2. The two values measured in accordance with the tests set out in point 1.1 shall be 
entered in the test report and on a form  conforming to the model laid down in 
Appendix 3 to Annex I. 
2. MEASURING INSTRUMENTS 2.1. Acoustic measurements  The apparatus used for measuring the noi se level must be a precision sound-level 
meter or equivalent measurement system meeting the requirements of class 1 instruments (inclusive of the recommended windscreen, if used). These requirements are described in "IEC 61672- 1:2002: Precision sound level meters", 
second edition, of the Internationa l Electrotechnical Commission (IEC). 
 Measurements shall be carried out us ing the "fast" response of the acoustic 
measurement instrument and the "A" weighting curve also described in "IEC 61672-1:2002". When using a system th at includes a periodic monitoring of 
the A-weighted sound pressure level, a r eading should be made at a time interval 
not greater than 30 ms (milliseconds). 
 The instruments shall be maintained and calibrated in accordance with the 
instructions of the in strument manufacturer. 
43 A test is made on a stationary vehicle in order to provide a reference value for administrations which use this method to check  vehicles in use.EN 35   EN 2.2. Compliance with requirements 
 Compliance of the acoustic measurement instrumentation shall be verified by the 
existence of a valid certificate of complianc e. Those certificates shall be deemed to 
be valid if certification of compliance w ith the standards was conducted within the 
previous 12-month period for the sound calib ration device and w ithin the previous 
24-month period for the instrumentation sy stem. All compliance testing must be 
conducted by a laboratory, which is authori zed to perform calibrations traceable to 
the appropriate standards. 
2.3. Calibration of the entire  Acoustic Measurement System for Measurement Session 
 At the beginning and at the end of every measurement session, the entire acoustic 
measurement system shall be checked by means of a sound calib rator that fulfils 
the requirements for sound cal ibrators of precision clas s 1 according to IEC 60942: 
2003. Without any further adjustment the di fference between the readings shall be 
less than or equal to 0,5 dB. If this value is exceeded, the results of the 
measurements obtained after the previous satisfactory check shall be discarded. 
2.4. Instrumentation for speed measurements  The engine speed shall be measured with instrumentation having an accuracy 
of ± 2 per cent or better at the engine speeds required for the measurements being 
performed. 
The road speed of the vehicle shall be measured with instru mentation having an 
accuracy of at least ± 0,5 km/h, when using continuous measurement devices. 
If testing uses independent measurements of speed, this instrumentation must meet 
specification limits of at least ± 0,2 km/h. 
2.5. Meteorological instrumentation  The meteorological instrumentation used to monitor the environmental conditions 
during the test shall include the follo wing devices, which meet at least the 
accuracies listed below:  
- temperature measuring device, ±1 °C; - wind speed-measuring device, ±1.0 m/s; - barometric pressure measuring device, ± 5 hPa; - a relative humidity measuring device, ± 5 per cent. EN 36   EN 3. CONDITIONS OF MEASUREMENT 
3.1. Test Site 1/ and ambient conditions 
 The test site shall be substantially level.  The surface of the test track shall be dry. 
The test site shall be such that when a small omni-directional noise source is placed on its surface at the central point (int ersection of the microphone line PP'
39 and the 
centre line of the vehicle lane CC'40), deviations from hemispherical acoustic 
divergence shall not exceed ± 1 dB 
 This condition is deemed to be satisfied  if the following requirements are met: 
 (a) Within a radius of 50 m from the centre of the track the space is free of 
large reflecting objects such as fenc es, rocks, bridges or buildings; 
 (b) The test track and the surface of th e site are dry and free from absorbing 
materials such as powdery snow, or loose debris; 
 (c) In the vicinity of the microphone, th ere is no obstacle that could influence 
the acoustical field and no person is  positioned between the microphone 
and the noise source. The meter obser ver is positioned so as not to 
influence the meter reading. 
 Measurements shall not be made under adverse weather conditions. It must be 
ensured that the re sults are not affected by gusts of wind. 
 The meteorological instrumentation should be  positioned adjacent to the test area at 
a height of 1.2 m ± 0.02 m. The measurements shall be made when the ambient air temperature is between +5 °C and +40 °C. 
 The tests shall not be carried out if the wind speed, including gusts, at microphone 
height exceeds 5 m/s, during th e noise measurement interval. 
A value representative of temperature, wi nd speed and direction, relative humidity, 
and barometric pressure shall be record ed during the noise measurement interval. 
 Any noise peak which appears to be unrelat ed to the characteristics of the general 
noise level of the vehicle shall be  ignored in taking the readings. 
 The background noise shall be measured  for a duration of 10 seconds immediately 
before and after a series of vehicle tests. The measurements shall be made with the 
                                                
 
39 As referred to in Figure 1 to Appendix 1 to Annex II to this Regulation. 
40 As referred to in Figure 1 to Appendix 1 to Annex II to this Regulation. EN 37   EN same microphones and microphone locations used during the test. The A-weighted 
maximum noise pressure le vel shall be reported. 
 The background noise (including any wind noi se) shall be at least 10 dB below the 
A-weighted noise pressure  level produced by the ve hicle under test. If the 
difference between the ambient noise and the measured noise is between 10 and 
15 dB(A), the appropriate co rrection must be subtracted  from the readings on the 
noise-level meter in order to calculate the test results, as in the following table: 
1/ In conformity with Annex VII to this Regulation. 
 
Difference between ambient 
noise and noise to be measured dB(A) 10 11 12 13 14 15 
Correction dB(A) 0.5 0.4 0.3 0.2 0.1 0.0 
 
3.2. Vehicle 3.2.1. The vehicle tested shall be selected in a way so that that all vehicles of the same 
type which are put on the market fulfil the requirements of this Regulation. Measurements shall be made without a ny trailer, except in the case of non-
separable vehicles. Measurements shall be made on vehicles at the test mass m
t 
specified according to the following table: 
 
Vehicle 
category Vehicle test mass (m t) 
M1 m t = m ro  
N1 m t = m ro  EN 38   EN  
    
N
2, N3 mt = 50 kg per kW rated engine power 
 Extra loading to reach the test  mass of the vehicle shall be 
placed above the driven rear axle(s). The extra loading is limited to 75 per cent of the maximum mass allowed for the rear axle. The test mass must be achieved with a tolerance of ± 5 per cent. 
If the centre of gravity of the extra loading cannot be aligned 
with the centre of the rear axle , the test mass of the vehicle 
shall not exceed the sum of the front axle and the rear axle 
load in un-laden condition  plus the extra loading. 
The test mass for vehicles with more than two axles shall be 
the same as for a two-axle vehicle. 
M2, M 3 m t = m ro – mass of the crew member (if applicable) 
 
3.2.2. Tyre rolling sound emissi ons are laid down in Regulation (EC) No 661/2009 on the 
general safety of motor vehicles. The ty res to be used for the test shall be 
representative for the vehicle and shall be  selected by the vehi cle manufacturer and 
recorded in Appendix 3 to Annex I of this Regulation. They shall correspond to one 
of the tyre sizes designated for the vehicle as original equipment. The tyre is or will 
be commercially available on the market  at the same time as the vehicle. 2/ The 
tyres shall be inflated to the pressure recommended by the vehicle manufacturer for 
the test mass of the vehicle. The tyres shall have at least legal tread depth. 
3.2.3. Before the measurements are started, th e engine shall be brought to its normal 
operating conditions. 
3.2.4. If the vehicle is fitted with more than two-wheel drive, it shall be tested in the drive 
which is intended for normal road use. 
3.2.5. If the vehicle is fitted with one or more fans havi ng an automa tic actuating 
mechanism, this system shall not be in terfered with during the measurements. 
3.2.6. If the vehicle is equipped with an exhaus t system containing fi brous materials, the 
exhaust system is to be conditioned before the test in accordance with Annex IV. 
2/ Given that the tyre contribution for overall sound emission is  significant, regard must be had for existing regulatory 
provisions concerning tyre/road sound emissions Traction tyres, snow tyres and special-use ty res shall be excluded during 
type-approval- and c onformity of production me asurements at the request of the manufacturer in accordance with UNECE EN 39   EN Regulation No. 117 (OJ L 231, 29.8.2008, p. 19). 
 
4. METHODS OF TESTING 4.1. Measurement of noise of vehicles in motion 4.1.1. General test conditions  Two lines, AA' and BB', parallel to line PP' and situated respectively 10 m forward 
and 10 m rearward of line PP' shall be marked out on the test runway. 
 At least four measurements shall be ma de on each side of the vehicle and for each 
gear. Preliminary measurements may be ma de for adjustment purposes, but shall be 
disregarded. 
 The microphone shall be located at a dist ance of 7.5 m ± 0,05 m from the reference 
line CC' of the track and 1.2 m ± 0,02 m above the ground. 
 The reference axis for free field conditions (see IEC 61672-1:2002) shall be 
horizontal and directed perpendicularly to wards the path of the vehicle line CC'. 
4.1.2. Specific test conditions for vehicles 4.1.2.1. Vehicles of category M
1, M 2 ≤ 3500 kg, N 1 
 The path of the centreline of the vehicle shall follow line CC' as closely as possible 
throughout the entire test, from the approach to line AA' until the rear of the vehicle 
passes line BB'. If the vehicle is fitted with more than two-wheel drive, test it in the 
drive selection which is intended for normal road use. 
 If the vehicle is fitted with an auxiliary manual transmission or a multi-gear axle, 
the position used for normal urban driving shal l be used. In all case s, the gear ratios 
for slow movements, parking or braking shall be excluded. 
 The test mass of the vehicle shall be be  that set out in th e Table in point 3.2.1 
 The test speed v test is 50 km/h ± 1 km/h. The test speed must be reached, when the 
reference point is at line PP’. 
4.1.2.1.1. Power to mass ratio index (PMR)  PMR is defined as follows: 
 PMR = (P
n / m t) x 1000 in [kW/1000kg] EN 40   EN  The power to mass ratio index (PMR) is used for the calculation of acceleration. 
4.1.2.1.2. Calculation of acceleration  Acceleration calculations are applicable to M
1, N 1 and M 2 ≤ 3500 kg categories 
only. 
 All accelerations are calcul ated using different speeds of the vehicle on the test 
track3/. The formulae given are used  for the calculation of a wot i, awot i+1  and a wot test. 
The speed either at AA' or PP' is define d as the vehicle speed when the reference 
point passes AA' (v AA') or PP' (v PP'). The speed at BB’ is defined when the rear of 
the vehicle passes BB' (v BB'). The method used for determination of the acceleration 
shall be indicated in the test report. 
 Due to the definition of the reference point  for the vehicle the length of the vehicle 
(lveh) is considered differently in the formula below. If the reference point is in the 
front of the vehicle, then l = l veh, mid: l = ½ l veh and rear: l = 0. 
3/ See figure 1 in Annex VII 
4.1.2.1.2.1 The calculation procedure for vehicles  with manual transmission, automatic 
transmission, adaptive transmissions and tr ansmissions with variable gear ratios 
(CVTs41) tested with locked gear ratios is as follows: 
 a wot test  = ((v BB'/3.6)² - (v AA'/3.6)²) / (2*(20+l)) 
 a wot test  used in the determination of gear selection shall be the average of the four 
awot test, i  during each valid measurement run. 
 Pre-acceleration may be used. The point  of depressing the accelerator before 
line AA' shall be reported in the vehicle a nd test data (see Appe ndix 3 to Annex I). 
4.1.2.1.2.2. The calculation procedure for vehicles with automatic transmissions, adaptive 
transmissions and continuous variable transmissions (CVTs) tested with non-
locked gear ratios is as follows: 
 a wot test  used in the determination of gear selection shall be the average of the four 
awot test, i  during each valid measurement run. 
 Where devices or measures described in point 4.1.2.1.4.2. can be used to control 
transmission operation for the purpose of achieving test requirements, calculate a wot 
test using the equation: 
                                                 
41 Continuously variable transmissions. EN 41   EN  a wot test  = ((v BB'/3.6)² - (v AA'/3.6)²) / (2*(20+l)) 
 Pre-acceleration may be used.  Where devices or measures describe d in point 4.1.2.1.4.2. are not used, calculate 
a
wot test using the equation: 
 a wot_testPP-BB  = ((v BB'/3.6)² - (v PP'/3.6)²) / (2*(10+l)) 
 Pre-acceleration shall not be used.  The location of depressing the accelerator sh all be where the reference point of the 
vehicle passes line AA'. 
4.1.2.1.2.3 Target acceleration 
 The target acceleration a 
urban defines the typical accelerati on in urban traffic and is 
derived from statistical investigations. It is a function depending on the PMR of a 
vehicle. 
 The target acceleration a urban is defined by: 
 a urban = 0,63 * log10 (PMR) - 0,09 
4.1.2.1.2.4. Reference acceleration  The reference acceleration a
wot ref  defines the required acceleration during the 
accelerated test on the test track. It is  a function depending on the power-to-mass 
ratio of a vehicle. That function is di fferent for specific vehicle categories. 
 The reference acceleration a wot ref  is defined by: 
 a wot ref  = 1.59 * log 10 (PMR) -1.41 for PMR ≥ 25 
 a wot ref  = a urban = 0,63 * log 10 (PMR) - 0,09 for PMR < 25 
4.1.2.1.3. Partial power factor k P 
 The partial power factor k P (see point 4.1.3.1.) is used for the weighted combination 
of the test results of the accel eration test and the constant speed test for vehicles of 
category M 1 and N 1. 
 In cases other than a single gear test, a wot ref  has to be used instead of a awot test  (see 
point 3.1.3.1.). EN 42   EN 4.1.2.1.4. Gear ratio selection 
 The selection of gear ratios for the te st depends on their specific acceleration 
potential a wot under full throttle condition, accord ing to the reference acceleration 
awot ref  required for the full throttle acceleration test. 
 Some vehicles may have di fferent software programs or modes for the transmission 
(e.g. sporty, winter, adaptive). Where the vehicle has different modes leading to 
valid accelerations, the vehicl e manufacturer shall prove to the satisfaction of the 
technical service, that the vehicle is tested in the mode which achieves an 
acceleration closest to a wot ref . 
4.1.2.1.4.1. Vehicles with manual transmissi ons, automatic transmissions, adaptive 
transmissions or CVTs tested with locked gear ratios 
 The following conditions for selectio n of gear ratios are possible: 
 (a) If one specific gear ratio gives an accelerati on in a tolerance band of ± 5 % of 
the reference acceleration a wot ref, not exceeding 3,0 m/s2, test with that gear 
ratio. 
 (b) If none of the gear ratios give th e required acceleration,  then choose a gear 
ratio i, with an acceleration higher and a gear ratio i + 1, with an acceleration 
lower than the reference acceleration. If the acceleration value in gear ratio i 
does not exceed 3,0 m/s2, use both gear ratios for the test. The weighting ratio 
in relation to the reference acceleration a wot ref  is calculated by: 
  k = (a wot ref  - a wot (i+1) ) / (a wot (i) - a wot (i+1) ) 
 (c) if the acceleration value of gear ratio i exceeds 3.0 m/s2, the first gear ratio 
shall be used that gives an acceleration below 3.0 m/s2 unless gear ratio i + 1 
provides acceleration less than a urban. In this case, two gear s, i and i + 1 shall be 
used, including the gear i with acceleration exceeding 3.0 m/s2. In other cases, 
no other gear shall be used. The achieved acceleration a wot test  during the test 
shall be used for the calculation of the part power factor k P instead of a wot ref . 
 (d) If the vehicle has a transmission in which there is only one selection for the 
gear ratio the acceleration test  is carried out in this ve hicle gear selection. The 
achieved acceleration is then used for th e calculation of the part power factor 
kP instead of a wot ref . 
 (e) If rated engine speed is exceeded in a gear ratio before the vehicle passes BB' 
the next higher gear shall be used. EN 43   EN 4.1.2.1.4.2. Vehicles with automatic transmission, ad aptive transmissions a nd CVTs tested with 
non-locked gear ratios: 
 The gear selector position for fu ll automatic operation shall be used. 
 The acceleration value a wot test shall be calculated as defined in point 4.1.2.1.2.2. 
 The test may then include a gear change  to a lower range a nd a higher acceleration. 
A gear change to a higher range and a lower acceleration is not allowed. A gear 
shifting to a gear ratio which is not us ed in urban traffic shall be avoided. 
 Therefore, it is permitted to establish and use electronic or mechanical devices, 
including alternate gear selector positions, to prevent a downshift to a gear ratio 
which is typically not used at the spec ified test condition in urban traffic. 
 The achieved acceleration a wot test shall be grea ter or equal to a urban. 
 If possible, the manufacturer  shall take measures to avoid an acceleration value a wot 
test greater than 2.0 m/s2. 
 The achieved acceleration a wot test  is then used for the calculation of the partial 
power factor k p (see point 4.1.2.1.3.) instead a wot ref . 
4.1.2.1.5. Acceleration test  The manufacturer shall define the positi on of the reference point in front of 
line AA' of fully depressing the accelerator. The accelerator shall be fully depressed 
(as rapidly as is practicable) when the re ference point of the vehicle reaches the 
defined point. The accelerator shall be kept in this depressed condition until the rear 
of the vehicle reaches line BB'. The accelerat or shall then be released as rapidly as 
possible. The point of fully depressing th e accelerator shall be reported in the 
vehicle and test data in accordance with  Appendix 3 to Annex II. The technical 
service shall have the po ssibility of pretesting. 
 In the case of articulated vehicles consis ting of two non-separable units regarded as 
a single vehicle, the semi-trailer shall be disregarded in determining when line BB' 
is crossed. 
4.1.2.1.6. Constant speed test  The constant speed test shall be carried out with the same gear(s) specified for the 
acceleration test and a constant speed of 50 km/h with a tolerance of ± 1 km/h 
between AA' and BB'. During the constant speed test the acceleration control shall 
be positioned to maintain a constant speed between AA' and BB' as specified. If the 
gear is locked for the acceleration test, the same gear shall be locked for the EN 44   EN constant speed test. 
 The constant speed test is not re quired for vehicles with a PMR < 25. 
4.1.2.2. Vehicles of categories M 2 > 3500 kg, M 3, N2, N3 
 The path of the centreline of the vehicle shall follow line CC' as closely as possible 
throughout the entire test, from the approach to line AA' until the rear of the vehicle 
passes line BB'. The test shall be conducted without a trailer or semi-trailer. If a 
trailer is not readily separable from the towing vehicle, the trailer shall not be taken into consideration when assessing th e crossing of line BB'. If the vehicle 
incorporates equipment such as a concrete mixer, a compressor, etc, this equipment 
shall not be in operation dur ing the test. The test mass of the vehicle shall be 
according to the table set out in point 3.2.1. 
 Target conditions of category M
2 > 3500 kg, N 2 
 When the reference point passes line BB', the engine speed n BB’ shall be 
between 70 per cent and 74 per cent of speed S, at which the engine develops its 
rated maximum power, and the vehicle speed  shall be 35 km/h ± 5 km/h. Between 
line AA' and line BB' a stable acceleration condition shall be ensured. 
 Target conditions of category M 3, N3: 
 When the reference point passes line BB', the engine speed n BB' shall be between 85 
per cent and 89 per cent of speed S, at  which the engine develops its rated 
maximum power, and the vehicle speed shall be 35 km/h ± 5 km/h. Between line AA' and line BB' a stable acceleration condition shall be ensured. 
4.1.2.2.1. Gear ratio selection 4.1.2.2.1.1. Vehicles with manual transmissions  Stable acceleration condition shall be ensu red. The gear choice is determined by the 
target conditions. If the difference in speed exceeds the given tolerance, then two gears should be tested, one above  and one below the target speed. 
 If more than one gear fulfils the target c onditions, select that gear which is closest 
to 35 km/h. If no gear fulfils the target condition for v
test, two gears shall be tested, 
one above and one below v test. The target engine speed shall be reached under any 
condition. 
 A stable acceleration condition shall be en sured. If a stable acceleration cannot be 
ensured in a gear, this gear  has to be disregarded. EN 45   EN 4.1.2.2.1.2. Vehicles with automatic transmissions, adaptive transmissions and transmissions 
with variable gear ratio (CVTs) 
 The gear selector position for full automa tic operation shall be used. The test may 
then include a gear change to a lower range and a higher acceleration. A gear change to a higher range and a lower acceleration shall not be permitted. A gear shifting to a gear ratio which is not used in urban traffic, at the specified test condition, shall be avoided. Therefore, it shall be permitted to establish and use 
electronic or mechanical devices to preven t a downshift to a ge ar ratio which is 
typically not used at the specified  test condition in urban traffic. 
 If the vehicle includes a transmission design, which provides only a single gear 
selection (drive), which limits engine sp eed during the test, the vehicle shall be 
tested using only a target vehicle speed. If the vehi cle uses an engine and 
transmission combination that does not  fulfil the requirements set out in 
point 4.1.2.2.1.1., the vehicle shall be tested  using only the target vehicle speed. 
The target vehicle speed (v
BB') for the test is = 35 km/h ± 5km/h. A gear change to a 
higher range and a lower acceleration is a llowed after the reference point of the 
vehicle passes line PP'. Two tests shall be  performed, one with the end speed of 
vtest = v BB' + 5 km/h, and one with the end speed of v test = v BB' - 5 km/h. The 
reported noise level is that result which is re lated to the test with the highest engine 
speed obtained during the te st from AA' to BB'. 
4.1.2.2.2. Acceleration test  When the reference point of the vehicle reaches the line AA' the accelerator control 
shall be fully depressed (without operati ng the automatic downshift to a lower 
range than normally used in urban drivin g) and held fully depressed until the rear 
of the vehicle passes BB', but the reference point shall be at least 5 m behind BB'. 
The accelerator control shall then be released. 
 In the case of articulated vehicles consis ting of two non-separable units regarded as 
a single vehicle, the semi-trailer shall be disregarded in determining when line BB' 
is crossed. 
4.1.3. Interpretation of results  The maximum A-weighted sound pressure level indicated during each passage of 
the vehicle between the two lines AA' a nd BB' shall be noted. If a noise peak 
obviously out of character with the genera l sound pressure level is observed, the 
measurement shall be discarded. At least four measurements for each test condition 
shall be made on each side of the vehicle and for each gear ratio. Left and right side may be measured simultaneously or sequent ially. The first four valid consecutive 
measurement results, within 2 dB(A), allo wing for the deletion of non valid results EN 46   EN (see point 3.1.), shall be used  for the calculation of the fi nal result for the given side 
of the vehicle. The results  of each side shall be averaged separately. The 
intermediate result is the higher value of the two averages mathematically rounded 
to the first decimal place. 
 The speed measurements at AA', BB', and PP' shall be noted and used in 
calculations to the first significant digit after the decimal place. 
 The calculated acceleration a wot test  shall be noted to th e second digit after the 
decimal place. 
4.1.3.1. Vehicles of categories M 1, N1 and M 2 ≤ 3500 kg 
 The calculated values for the acceleration test and the constant speed test are given 
by: 
Lwot rep  = L wot (i+1)  + k * (L wot(i)- Lwot (i+1) ) 
Lcrs rep = L crs(i+1)  + k * (L crs (i) – L crs (i+1) ) 
Where k = (a wot ref  - a wot (i+1) )/(a wot (i) - a wot (i+1) ) 
 In the case of a single gear ratio test the values are the test result of each test. 
The final result is calculated by combining Lwot rep and L crs rep. The equation is: 
Lurban = L wot rep  – k P * (L wot rep – L crs rep) 
 The weighting factor k P gives the partial power factor  for urban driving. In cases 
other than a single gear test k P is calculated by: 
 k P = 1 – (a urban / awot ref ) 
If only one gear was specified for the test k P is given by:  
kP = 1 – (a urban / awot test) 
In cases where awot test is less than a urban: 
kP = 0 
4.1.3.2. Vehicles of categories M 2 > 3500 kg, M 3, N2, N3 
 When one gear is tested the final result is equal to the intermediate result. When 
two gears are tested the arithmetic mean of the intermediate results shall be 
calculated. EN 47   EN 4.2. Measurement of noise emitted by stationary vehicles 
4.2.1. Sound level in the vicinity of vehicles  The measurement results shall be entere d into the test report referred to in 
Appendix 3 to Annex I. 
4.2.2. Acoustic measurements  A precision sound level meter, or equivalent  measuring system, as defined in point 
2.1. shall be used for the measurements 
4.2.3. Test site - local conditions as referred to in figure 1 to Appendix 2 to Annex II 4.2.3.1. In the vicinity of the microphone, there sha ll be no obstacle that could influence the 
acoustical field and no person shall rema in between the microphone and the noise 
source. The meter observer shall be positi oned so as not to influence the meter 
reading. 
4.2.4. Disturbance sound and wind interference  Readings on the measuring instrument s produced by ambient noise and wind shall 
be at least 10 dB(A) below the sound leve l to be measured. A suitable windscreen 
may be fitted to the microphone provided that  account is taken of  its effect on the 
sensitivity of the microphone (see point 2.1.). 
4.2.5. Measuring method 4.2.5.1. Nature and number of measurements  The maximum sound level expressed in A- weighted decibels (dB(A)) shall be 
measured during the operating pe riod referred to in point 4.2.5.3.2.1. 
 At least three measurements sha ll be taken at each measuring point. 
4.2.5.2. Positioning and preparation of the vehicle  The vehicle shall be located in the centre part of the test area with the gear selector 
in the neutral position and the clutch enga ged. If the design of the vehicle does not 
allow this, the vehicle shall be tested in conformity with the manufacturer's prescriptions for stationary engine testing.  Before each series of measurements, the 
engine must be brought to its normal operating condition, as specified by the 
manufacturer. 
 If the vehicle is fitted with a fan or fa ns having an automatic actuating mechanism, EN 48   EN this system shall not be interfered with during the sound level measurements. 
 The engine hood or compartment cover,  if so fitted, shall be closed. 
4.2.5.3. Measuring of noise in proximity to the exhaust as referred to in Figure 1 to 
Appendix 2 to Annex II. 
4.2.5.3.1. Positions of the microphone 4.2.5.3.1.1. The microphone shall be located at a di stance of 0,5 m ± 0,01 m from the reference 
point of the exhaust pipe de fined in Figure 1, and at an  angle of 45°(± 5°) to the 
flow axis of the pipe termination. The microphone shall be at the height of the 
reference point, but not less than 0,2 m fr om the ground surface. The reference axis 
of the microphone shall lie in a plane para llel to the ground surface and shall be 
directed toward the reference point on the exhaust outlet . If two microphone 
positions are possible, the location farthest  laterally from the vehicle longitudinal 
centreline shall be used. If the flow axis of  the exhaust outlet pi pe is at 90° to the 
vehicle longitudinal centreline, the microphone  shall be located at the point, which 
is farthest from the engine. 
4.2.5.3.1.2. For vehicles having an exhaust provided w ith outlets spaced more than 0,3 m apart, 
measurements shall be made for each outle t. The highest level shall be recorded. 
4.2.5.3.1.3. In the case of an exhaust provided with two or more outlets spaced less than 0,3 m 
apart and which are connected to the same  silencer, only one m easurement shall be 
made; the microphone position is related to the outlet nearest to one extreme edge 
of the vehicle or, when such outlet does not exist, to the outlet which is the highest 
above the ground. 
4.2.5.3.1.4. For vehicles with a vertical exhaust (e.g. commercial vehicles) the microphone 
shall be placed at the height of the exha ust outlet. Its axis shall be vertical and 
oriented upwards. It shall be placed at a distance of 0,5 m ± 0,01 m from the 
exhaust pipe reference point, but never le ss than 0,2 m from the side of the vehicle 
nearest to the exhaust. 
4.2.5.3.1.5. For exhaust outlets located under the ve hicle body, the microphone shall be located 
a minimum of 0,2 m from the nearest part of  the vehicle, at a point closest to, but 
never less than 0,5 m from the exhaust pipe  reference point, and at a height of 
0,2 m above the ground, and not in line wi th the exhaust flow. The angularity 
requirement in point 4.2.5.3.1.1. may not be met in some cases. 
4.2.5.3.2. Operating conditions of the engine 4.2.5.3.2.1. Target engine speed EN 49   EN  The target engine speed is defined as: 
 - 75 per cent of the engine speed S for vehicles with a rated engine 
speed ≤ 5000 min-1 
- 3750 min-1 for vehicles with a rated engine speed above 5000 min-1 and 
below 7500 min-1 
- 50 per cent of the engine speed S for vehicles with a rated engine 
speed ≥ 7500 min-1. 
 If the vehicle cannot reach such engine speed , the target engine speed shall be 5 
per cent below the maximum possible engi ne speed for that stationary test. 
4.2.5.3.2.2. Test procedure 
 The engine speed shall be gradually increas ed from idle to the target engine speed, 
not exceeding a tolerance band of ± 3 per cen t of the target engine speed, and held 
constant. Then the throttle control shall be  rapidly released a nd the engine speed 
shall return to idle. The noise level sha ll be measured during a period of operation 
consisting of a maintenance of constant  engine speed of 1 second and throughout 
the entire deceleration period, the maximum sound level meter reading, mathematically rounded to the first decimal place, is taken as the test value. 
4.2.5.3.2.3. Test validation  The measurement shall be regarded as valid if the test e ngine speed does not 
deviate from the target engi ne speed by more than ± 3 per cent for at least 1 second. 
4.2.6. Results  At least three measurements for each te st position shall be made. The maximum A-
weighted sound pressure level indicated during each of the three measurements shall be recorded. The first three valid consecutive measurement results, within 
2 dB(A), allowing for the deletion of non valid results (taking into account the 
specifications of the test site as referre d to in point 3.1.), shall be used for the 
determination of the final result for th e given measurement position. The maximum 
sound level, for all measurement positions, and of the three measurement results, shall constitute the final result. EN 50   EN Appendix 1  
 
Figure 1:  Measuring positions for vehicles in motion EN 51   EN  
 T = top view 
S = side view A = metered pipe B = bent down pipe C = straight pipe D = vertical pipe 1 = reference point 2 = road surface 
Figure 2
: Reference pointEN 52   EN 
 
  
 
 
Figure 3a Figure 3b EN 53   EN  
 
  
 
 
 
Figure 3c Figure 3d 
 
Figures 3 a - d:  Examples of the position of the micr ophone, depending on the location of the 
exhaust pipe EN 54   EN Annex III  
Limit values 
The sound level measured in accordance with the provisions of Annex II shall not exceed the 
following limits: 
Vehicle 
category Description of 
vehicle category Limit values 
expressed in dB(A) 
[decibels(A)] 
  Limit values for Type-
approval of new 
vehicle types Limit values for Type-
approval of new 
vehicle types Limit values for 
registration, sale and entry 
into service of new 
vehicles 
  Phase 1 valid from  
[2 years after 
publication] Phase 2 valid from  
[5 years after 
publication] Phase 3 valid from  
[7 years after publication] 
  General Off-road 
* General Off-road 
* General Off-road * 
M Vehicles used for 
the carriage of passengers       
M1 no of seats <  9 70 71** 68 69** 68  69** 
M1 no of seats <  9;  
power to mass ratio > 150 kW/ton 71 71 69 69 69 69 
M2 no of seats > 9; 
mass <  2 tons 72 72 70 70 70 70 
M2 no of seats > 9; 2 
tons < mass <  3.5 
tons 73 74 71 72 71 72 
M2 no of seats > 9; 3.5 
tons < mass <  5 
tons;  rated engine power < 150 kW 74 75 72 73 72 73 
M2 no of seats > 9; 3.5 
tons < mass <  5 
tons;  rated engine power >
 150 kW 76 78 74 76 74 76 
M3 no of seats > 9; 
mass > 5 tons;  rated engine power < 150 kW 75 76 73 74 73 74 
M3 no of seats > 9; 
mass > 5 tons;  rated engine power >
 150 kW 77 79 75 77 75 77 
N Vehicles used for 
the carriage of goods       
N1 mass <  2 tons 71 71 69 69 69 69 
N1 2 tons < mass <  3.5 
tons 72 73 70 71 70 71 
N2 3.5 tons < mass <  
12 tons;  rated engine power 74 75 72 73 72 73 EN 55   EN < 75 kW 
N2 3.5 tons < mass <  
12 tons;  75 <
 rated engine 
power < 150 kW 75 76 73 74 73 74 
N2 3.5 tons < mass <  
12 tons;  rated engine power >
 150 kW 77 79 75 77 75 77 
N3 mass > 12 tons;  
75 <  rated engine 
power < 150 kW 77 78 75 76 75 76 
N3 mass > 12 tons;  
rated engine power >
 150 kW 80 82 78 80 78 80 
 
* Increased limit values shall only be valid if the vehicle complies with the relevant 
definition for off-road vehicles set out in point 4 of Section A of Annex II to EU Directive 2007/46/EC.  
** For M
1 vehicles the increased limit values for off-road vehicles are only valid if the 
maximum authorised mass > 2 tonnes. 
_________ EN 56   EN Annex IV  
Silencing Systems Containing Acoustically Absorbing Fibrous Materials 
1. General 
Sound absorbing fibrous materials may be us ed in silencing systems or components 
thereof where any of the following conditions are fulfilled; 
(a) the exhaust gas is not in contac t with the fibrous materials;  
(b) the silencing system or components th ereof are of the same design family 
as systems or components for which it has been proven, in the course of 
type approval process in accordance with the requirements of this 
Regulation for another vehicle-type , that they are not subject to 
deterioration. 
Where none of these conditions is fulfilled, the complete silencing system or 
components thereof shall be submitted to  a conventional conditioning using one of 
three installations and pro cedures described below. 
1.1. Continuous road operation for 10000 km. 1.1.1. 50 ± 20 per cent of this operation shall c onsist of urban driving and the remaining 
operation shall be long-distan ce runs at high speed; co ntinuous road operation may 
be replaced by a corresponding test-track programme. 
1.1.2. The two speed regimes should be alternated at least twice. 1.1.3. The complete test programme shall incl ude a minimum of 10 breaks of at least 
three hours duration in orde r to reproduce the eff ects of cooling and any 
condensation which may occur. 
1.2. Conditioning on a test bench 1.2.1. Using standard parts and observing the vehicle manufacturer's  instructions, the 
exhaust system or components thereof must be fitted to the vehicle referred to in 
point 1.3. of Annex I or the engine referred to in point 1.4. of Annex I. In the case 
of the vehicle referred to in  point 1.3 of Annex I, the vehicle must be mounted on a 
roller dynamometer. In the case  of an engine re ferred to in point 1.4 of Annex I, the 
engine must be coupled to a dynamometer. 
1.2.2. The test shall be conducted in six six-hour periods with a break of at least 12 hours 
between each period in order to reproduce the eff ects of cooling and any 
condensation which may occur. 
1.2.3. During each six-hour period, the engine shall be run, under the following 
conditions in turn: 
 (a)  Five minutes at idling speed; 
 (b)  One-hour sequence under 1/4 load at 3/4 of rated maximum speed (S); EN 57   EN  (c)  One-hour sequence under 1/2 load at 3/4 of rated maximum speed (S); 
 (d)  10 - minute sequence under full load at  3/4 of rated maximum speed (S); 
 (e)  15 - minute sequence under 1/2 load  at rated maximum speed (S); 
 (f)  30 - minute sequence under 1/4 load  at rated maximum speed (S). 
 Total duration of the six sequences: three hours.  Each period shall comprise two sequenced  sets of those cond itions in consecutive 
order from (a) to (f). 
1.2.4. During the test, the silencing system or components thereof shall not be cooled by a 
forced draught simulating normal airflow ar ound the vehicle. Nevertheless, at the 
request of the manufacturer, the silencing system or components thereof may be 
cooled in order not to exceed the temperatur e recorded at its inlet when the vehicle 
is running at maximum speed. 
1.3. Conditioning by pulsation 1.3.1. The silencing system or components thereof shall be fitted to the vehicle referred to 
in point 1.3. of Annex I or the engine refe rred to in point 1.4. of Annex I. In the 
former case the vehicle shall be mounted on a roller dynamometer. 
 In the second case, the engine shall be mounted on a dynamometer. The test 
apparatus, a detailed diagram of which is shown in Figure 1 of the Appendix to this 
Annex shall be fitted at the outlet of th e silencing system. Any other apparatus 
providing equivalent results shall be acceptable. 
1.3.2. The test apparatus shall be adjusted in a such a way that the exhaust-gas flow is 
alternatively interrupted and re-established by the quick-action valve for 2500 
cycles. 
1.3.3. The valve shall open when the exhaust-gas back pressure, measured at least 100 
mm downstream of the intake flange, reaches a value of between 0,35 and 0,40 k
Pa. 
It shall close when this pr essure does not differ by more than 10 per cent from its 
stabilized value with the valve open. 
1.3.4. The time-delay switch shall be set for th e duration of gas exha ust resulting from the 
provisions laid down in point 1.3.3. 
1.3.5 Engine speed shall be 75 % of the sp eed (S) at which the engine develops 
maximum power. 
1.3.6. The power indicated by the dynamometer sh all be 50 % of the full-throttle power 
measured at 75 % of engine speed (S). 
1.3.7. Any drain holes shall be closed off during the test. 1.3.8. The entire test shall be completed within 48 hours. 
If necessary, one cooling period shall be observed after each hour. EN 58   EN Appendix 1 
 
 
Figure 1 
Test apparatus for conditioning by pulsation 
1. Inlet flange or sleeve for connection to  the rear of the test exhaust system. 
2. Hand-operated regulating valve. 3. Compensating reservoir with a maximum cap acity of 40 l and a f illing time of not 
less than one second. 
4. Pressure switch with an ope rating range of 0,05 to 2,5 bar. 
5. Time delay switch 6. Pulse counter 7. Quick-acting valve, such as exhaust br ake valve 60 mm in diameter, operated by a 
pneumatic cylinder with an output of 120 N at 4 bar. The response time, both when 
opening and closing, must not exceed 0,5 second. 
8. Exhaust gas evacuation. 9. Flexible pipe. 10. Pressure gauge. 
_______________ EN 59   EN Annex V  
Compressed air noise 
1. Method of measurement  
 The measurement is performed at mi crophone positions 2 and 6 according to 
Figure 1, with the vehicle stationary. The highest A-weighted noise level shall be 
registered during venting the pressure regul ator and during ventil ating after the use 
of both the service and parking brakes. 
 The noise during venting the pressure regu lator is measured with the engine at 
idling speed. The ventilating noise is re gistered while operating the service and 
parking brakes; before each measurement, the air-compressor unit has to be brought 
up to the highest permissible operating pre ssure, and then the engine switched off. 
2. Evaluation of the results  
 For all microphone positions two measurements are taken. In order to compensate 
for inaccuracies of the measuring equipm ent, the metre reading is reduced by 1 
dB(A), and the reduced value is taken as the result of m easurement. The results are 
taken as valid if the difference betw een the measurements at one microphone 
position does not exceed 2 dB(A). The highest value measured is taken as the result. If this value exceeds the noi se limit by 1 dB(A), two additional 
measurements are to be taken at the corresponding microphone position. In this case, three out of the four results of meas urement obtained at this position have to 
comply with the noise limit. 
3. Limiting value
 
 The sound level shall not ex ceed the limit of 72 dB(A). 
___________EN 60   EN Appendix 1  
 
Figure 1 : Microphone positions for measurement of compressed air noise 
  
 
The measurement is performed at the stationary vehicle according to Figure 1, using two microphone 
positions at a distance of 7 m from the cont our of the vehicles, and at 1,2 m above ground. 
___________ EN 61   EN Annex VI  
Checks on conformity of production for vehicles 
1. General 
 These requirements are consistent with the test to be held to check conformity of 
production (COP) in accordance with point 5 of Annex I. 
2. Testing procedure  The test site and measuring instrument s shall be those described in Annex II. 
2.1. The vehicle(s) under test sh all be subjected to the test  for measurement of sound of 
vehicle in motion set out in  point 4.1. of Annex II. 
2.2. Compressed air sound  Vehicles having maximum mass exceedi ng 2800 kg and equipped with compressed 
air systems must be subjected to the additional test for measurement of the 
compressed air sound set out in point 1 of Annex V. 
2.3. Additional sound emission provisions  The vehicle manufacturer sh all assess the compliance with ASEP by an appropriate 
evaluation or may perform the test described in Annex VIII. 
3. Sampling and evaluation of the results  One vehicle has to be chosen and subjected to  the tests set out in point 2. If the test 
results fulfil the COP requirements of  Annex X of Directive 2007/46/EC, the 
vehicle shall be considered to be in compliance with the COP provisions. 
 If one of the test results does not fu lfil the COP requirements of Annex X of 
Directive 2007/46/EC, two more vehicles of the same type  shall be tested pursuant 
to point 2 of this Annex. 
 If the test results for the second and the third vehicl e fulfil the COP requirements of 
Annex X of Directive 2007/46/ EC, the vehicle is consider ed in compliance with the 
COP. 
 If one of the test result s of the second or third vehi cle does not fulfil the COP 
requirements of Annex X of Directive 2007/46/EC, the vehicle type shall be 
considered not to conform to the requirements of this Regulation and the manufacturer shall take the necessary m easures to re-establish the conformity 
___________EN 62   EN Annex VII  
Specifications for the test site 
1. Introduction 
 This Annex describes the specifications re lating to the physical characteristics and 
the laying of the test track. These specifi cations based on a special standard 1 / 
describe the required physical  characteristics as well as the test methods for these 
characteristics. 
2. Required characterist ics of the surface 
 A surface is considered to conform to this  standard provided that the texture and 
voids content or sound absorption coeffi cient have been measured and found to 
fulfil all the requirements of points 2.1. to 2.4. and pr ovided that the design 
requirements set out in point 3.2. have been met. 
2.1. Residual voids content  The residual voids content, V
C, of the test track paving mixture shall not exceed 8 
%. For the measurement procedure, see point 4.1. 
2.2. Sound absorption coefficient  If the surface fails to comply with th e residual voids content requirement, the 
surface shall be acceptable only if its sound absorption coefficient, α ≤ 0,10. For the 
measurement procedure, see point 4.2. The requirements of point 2.1. and of this 
point shall be deemed to be met also if only sound absorption has been measured 
and found to be α ≤ 0,10. 
 It is to be noted that
 the most relevant characte ristic is the sound absorption, 
although the residual voids content is more familiar among road constructors. 
However, sound absorption needs to be measured only if the surface fails to comply with the voids requirement. Th is is motivated b ecause the latter is 
connected with relatively large uncertainti es in terms of both measurements and 
relevance and some surfaces therefore e rroneously may be rejected when based 
only on the voids measurement. 
2.3. Texture depth  The texture depth (TD) measured according to the volumetric method (see 
point 4.3. below) shall be: 
TD >
 0,4 mm 
_________ 1
/ ISO10844:1994.EN 63   EN 2.4. Homogeneity of the surface 
 Every practical effort shall be taken to ensure that the surface is made to be as 
homogeneous as possible within the test area. This includes the texture and voids 
content, but it should also be  observed that if the rollin g process results in more 
effective rolling at some places than ot hers, the texture may be different and 
unevenness causing bumps may also occur. 
2.5. Period of testing  In order to check whether the surface con tinues to conform to the texture and voids 
content or sound absorption requirements stipulated in this standard, periodic 
testing of the surface shall be done at the following intervals: 
 (a)  For residual voids content or sound absorption: 
 when the surface is new;  if the surface meets the requirements wh en new, no further pe riodical testing is 
required. If it does not meet the requirement  when it is new, it may do later because 
surfaces tend to become clogged and compacted with time. 
 (b)  For texture depth (TD): 
 when the surface is new;  when the noise testing starts (NB
: not before four w eeks after laying); 
 then every twelve months. 3. Test surface design 3.1. Area  When designing the test track layout it is  important to ensure  that, as a minimum 
requirement, the area traver sed by the vehicles running through the test strip is 
covered with the specified test material with suitable margins for safe and practical driving. This shall require that the width of  the track is at least 3 m and the length 
of the track extends be yond lines AA and BB by at l east 10 m at either end. 
Figure 1 shows a plan of a suitable test site and indicates the minimum area which 
shall be machine laid and machine comp acted with the speci fied test surface 
material. According to point 4.1.1. of Annex II, measurements have to be made on 
each side of the vehicle. This can be  made either by measuring with two 
microphone locations (one on each side of th e track) and driving in one direction, 
or measuring with a microphone only on one  side of the track but driving the 
vehicle in two directions. If the latter method is used, then there are no surface 
requirements on that side of the track where there is no microphone. EN 64   EN 
 
NOTE – There shall be no large acoustically reflective objects within this radius. 
Figure 1 : Minimum requirement for test surface area . The shaded part is called "Test Area". 
3.2. Design and prepara tion of the surface  
3.2.1. Basic design requirements  The test surface shall meet four design requirements. 3.2.1.1. It shall be a dens e asphaltic concrete. 
3.2.1.2. The maximum chipping size shall be 8 mm  (tolerances allow from 6,3 to 10 mm). 
3.2.1.3. The thickness of the wearing course shall be >
 30 mm. 
3.2.1.4. The binder shall be a straight penetr ation grade bitumen without modification. 
3.2.2. Design guidelines  
 As a guide to the surface constructor, an aggregate grading curve which will give 
desired characteristics is shown in Figure 2. In addition, Table 1 gives some guidelines in order to obtain the desire d texture and durabilit y. The grading curve 
fits the following formula: 
 P (% passing) = 100 . (d/d
max)1/2 
 where: EN 65   EN d = square mesh sieve size, in mm 
dmax= 8 mm for the mean curve 
dmax= 10 mm for the lower tolerance curve 
dmax= 6,3 mm for the upper tolerance curve 
  
 
Figure 2 : Grading curve of the aggregate in the asphaltic mix with tolerances. 
In addition to the requirements set out under points  1 to 3.2.2, the following requirements shall be 
fulfilled: 
(a) The sand fraction (0,063 mm < square mesh sieve size < 2 mm) shall include no 
more than 55 % natural sand a nd at least 45 % crushed sand; 
(b) The base and sub-base shall ensure a good stability and evenness, according to 
best road construction practice; 
(c) The chippings shall be crushed (100 % crushed faces) and of a material with a 
high resistance to crushing; 
(d) The chippings used in the mix shall be washed; (e) No extra chippings shal l be added onto the surface; EN 66   EN (f) The binder hardness expressed as PEN value shall be 40-60, 60-80 or even 80-
100 depending on the climatic conditions of  the country. As hard a binder as 
possible shall be used, provided this is consistent with common practice; 
(g) The temperature of the mix before rolli ng shall be chosen so as to achieve by 
subsequent rolling the required voids content.  In order to increase the probability 
of satisfying the specifications of points 2.1. to 2.4., the compactness shall be studied not only by an appropr iate choice of mixing temp erature, but also by an 
appropriate number of pa ssings and by the choice of compacting vehicle. EN 67   EN Table 1 : Design guidelines 
Target values  
 Tolerances   
By total 
mass of mixBy mass 
of the aggregate  
Mass of stones, square mesh sieve (SM) > 2 mm 47.6 % 50.5 % ± 5 
Mass of sand 0,063 < SM < 2 mm 38.0 % 40.2 % ± 5 
Mass of filler SM < 0,063 mm 8.8 % 9.3 % ± 2 
Mass of binder (bitumen) 5.8 % N.A. ± 0,5 
Max. chipping size 8 mm 6.3 - 10 
Binder hardness (see point 3.2.2. (f) )  
Polished stone value (PSV) > 50  
Compactness, relative to Marshall compactness 98 %  
 
4. Test method  
4.1. Measurement of the residual voids content  
 For the purpose of this measurement, cores have to be taken from the track in at 
least four different positions which are equa lly distributed in the test area between 
lines AA and BB (see Figure 1). In orde r to avoid inhomogeneity and unevenness 
in the wheel tracks, cores should not be ta ken in wheel tracks themselves, but close 
to them. Two cores (minimum) should be taken close to the wheel tracks and one core (minimum) should be taken approxima tely midway between  the wheel tracks 
and each microphone location. 
 If there is a suspicion that the conditi on of homogeneity is not met (see point 2.4.), 
cores shall be taken from more locations within the test area. 
 The residual voids content shall be determined for each core, then the average value 
from all cores shall be calculated and co mpared with the requirement of point 2.1. 
In addition, no single core sh all have a voids value whic h is higher than 10 %. The 
test surface constructor is reminded of th e problem which may arise when the test 
area is heated by pipes or electrical wires and cores must be taken from this area. 
Such installations must be carefully pla nned with respect to future core drilling 
locations. It is recommended to leave a few locations of  size approximately 200 x 
300 mm where there are no wi res/pipes or where the la tter are located deep enough EN 68   EN in order not to be damaged by cores taken from the surface layer. 
4.2. Sound absorption coefficient  
 The sound absorption coefficient (normal incidence) shall be measured by the 
impedance tube method using the procedur e specified in ISO 10534-1: "Acoustics - 
Determination of sound absorption coefficient and impedance by a tube method."42 
 Regarding test specimens, the same require ments shall be followed as regarding the 
residual voids content (see poi nt 4.1.). The sound absorptio n shall be measured in 
the range between 400 Hz and 800 Hz a nd in the range between 800 Hz and 1600 
Hz (at least at the centre frequencies of third octave bands) and the maximum 
values shall be identified for both of thes e frequency ranges. Th en these values, for 
all test cores, shall be averaged  to constitute the final result. 
4.3. Volumetric macrotexture measurement  
 For the purpose of this st andard, texture depth measurem ents shall be made on at 
least 10 positions evenly spaced along the wh eel tracks of the test strip and the 
average value taken to compare with th e specified minimum texture depth. See 
ISO 10844:1994 for the description of the procedure. 
5. Stability in time and maintenance  
5.1. Age influence  
 In common with any other surfaces, it is expected that the tyre/road noise level 
measured on the test surface may increase  slightly during the first 6-12 months 
after construction. 
 The surface will achieve its required characte ristics not earlier than four weeks after 
construction. The influence of age on the noi se from trucks is generally less than 
that from cars. 
 The stability over time is determined mainly by the polishing and compaction by 
vehicles driving on the surface. It shall be checked according to the Period of testing referred to in point 2.5. 
5.2. Maintenance of the surface
 
 Loose debris or dust which could signifi cantly reduce the effective texture depth 
must be removed from the surface. In c ountries with winter climates, salt is 
sometimes used for de-icing. Salt may a lter the surface tem porarily or even 
permanently in such a way as to increas e noise and is therefore not recommended. 
5.3. Repaving the test area  
 If it is necessary to repave the test trac k, it is usually unnecessary to repave more 
than the test strip (of 3 m width in Figure 1) where ve hicles are driving, provided 
the test area outside the st rip met the requirement of residual voids content or sound 
                                                 
42 To be published. EN 69   EN absorption when it was measured. 
6. Documentation of the test su rface and of tests performed on it  
6.1. Documentation of the test surface  
 The following data shall be given in a document describing the test surface 
6.1.1. The location of the test track. 6.1.2. Type of binder, binder hardness, type of aggregate, maximum theoretical density of 
the concrete (D
R), thickness of the wearing course and grading curve determined 
from cores from the test track. 
6.1.3. Method of compaction (e.g. type of rolle r, roller mass, number of passes). 
6.1.4. Temperature of the mix, temperature of  the ambient air and wind speed during 
laying of the surface. 
6.1.5. Date when the surface was laid and contractor. 6.1.6. All or at least the late st test result, including: 
6.1.6.1. The residual voids content of each core. 6.1.6.2. The locations in the test area from where the cores for voids measurements have 
been taken. 
6.1.6.3. The sound absorption coefficient of each core (if measured). Specify the results 
both for each core and each frequency ra nge as well as the overall average. 
6.1.6.4. The locations in the test area from wh ere the cores for absorption measurement 
have been taken. 
6.1.6.5. Texture depth, including the number of tests and standard deviation. 
6.1.6.6. The institution responsible for tests according to points 6.1.6.1. and 6.1.6.2. and the 
type of equipment used. 
6.1.6.7. Date of the test(s) and date when th e cores were taken fr om the test track. 
6.2. Documentation of vehicle noise  tests conducted on the surface
 
 In the document describing the vehicle noise test(s) it shall be st ated whether all the 
requirements of this standard were fulfilled or not. Reference shall be given to a document according to point 6.1. describing the results which verify this. EN 70   EN Annex VIII  
Measuring method to evaluate compliance with  the additional sound emission provisions 
1. General 
 This Annex describes a measuring method to evaluate compliance of the vehicle 
with the additional sound emission provisions (ASEP) set out in Article 8. 
 It is not mandatory to perform actual te sts when applying for type-approval. The 
manufacturer shall sign the declaration of compliance set out in Appendix 1 to this 
Annex. The type-approval authority may as k for additional information about the 
declaration of compliance and carry  out the tests described below. 
 The analysis of Annex VIII requires the performance of a test according to 
Annex II. The test specified in Annex II sh all be carried out on the same test track 
under conditions similar to those required in the tests prescrib ed in this Annex. 
2. Measuring method 2.1 Measuring instruments and condition of measurements 
 Unless otherwise specified, the measurin g instruments, the conditions of the 
measurements and the condition of the vehicl e are equivalent to those specified in 
points 2 and 3 of Annex II. 
 If the vehicle has different modes th at affect sound emission, all modes shall 
comply with the requirements in this Annex where the manufact urer has performed 
tests to prove to the approval authority compliance with thos e requirements, the 
modes used during those tests shal l be reported in a test report. 
2.2. Method of testing  Unless otherwise specified, the conditi ons and procedures of points 4.1 to 
4.1.2.1.2.2. of Annex II shall be used. For th e purpose of this Annex, single test 
runs shall be measur ed and evaluated. 
2.3. Control range  Operation conditions are as follows:  Vehicle speed V
AA ASEP : v AA ≥ 20 km/h 
 Vehicle acceleration a wot ASEP : awot ≤ 5,0 m/s2 
 Engine speed n BB ASEP  nBB ≤ 2,0 * PMR-0,222 * s or  
 n BB ≤ 0,9 * s, whichever is the lowest 
 Vehicle speed V BB ASEP : 
if n BB ASEP is reached in one gear v BB ≤ 70 km/h EN 71   EN in all other cases v BB ≤ 80 km/h 
gears k ≤ gear ratio i as determined in Annex II 
 If the vehicle, in the lowest valid gear , does not achieve the maximum engine speed 
below 70 km/h, the vehicle speed limit is 80 km/h. 
2.4. Gear ratios  The ASEP requirements apply to every gear ratio k that leads to test results within 
the control range as defined in point 2.3. of this Annex. 
 In case of vehicles with automatic transmissions, adaptive transmissions and 
CVTs
43 tested with non-locked g ear ratios, the test may in clude a gear ratio change 
to a lower range and a higher acceleration. A gear change to a higher range and a 
lower acceleration is not allo wed. A gear shift which leads to a condition that is not 
in compliance with the boundary conditions sh all be avoided. In such a case, it is 
permitted to establish and use electronic or mechanical devices, including alternate gear selector positions. 
2.5. Target conditions  The sound emission shall be measured in each valid gear ratio at the four test points 
as specified below. 
 The first test point P
1 is defined by using an entry speed v AA of 20 km/h. If a stable 
acceleration condition cannot be achieved, the speed shall be increa sed in steps of 5 
km/h until a stable acceleration is reached. 
 The fourth test point P 4 is defined by the maximum vehicle speed at BB' in that 
gear ratio within the boundary conditions according to point 2.3. 
 The other two test points are defined by the following formula: 
 Test Point P j: v BB_j = v BB_1 + ((j - 1) / 3) * (v BB_4 - vBB_1) for j = 2 and 3 
Where: 
 v BB_1 = vehicle speed at BB' of test point P 1 
vBB_4 = vehicle speed at BB' of test point P 4 
Tolerance for v BB_j: ±3 km/h 
For all test points the boundary conditions as specified in point 2.3. shall be met. 
2.6. Test of the vehicle  The path of the centreline of the vehicle shall follow line CC' as closely as possible 
throughout the entire test, starting from the approach to line AA' until the rear of 
                                                
 
43 Continuously variable transmissions. EN 72   EN the vehicle passes line BB'. 
 At line AA' the accelerator shall be fully  depressed. To achieve a more stable 
acceleration or to avoid a down shift be tween line AA' and BB' pre-acceleration 
before line AA' may be used. The accelerator shall be kept in depressed condition until the rear of the vehicle reaches line BB'. 
 For every separate test run, the followi ng parameters shall be determined and 
noted: 
 The maximum A-weighted sound pressure level of both sides of the vehicle, 
indicated during each passage of the ve hicle between the two lines AA' and BB', 
shall be mathematically rounded to the first decimal place (L
wot,kj). If a sound peak 
obviously out of character with the genera l sound pressure level is observed, the 
measurement shall be discarded. Left  and right side may be measured 
simultaneously or separately. 
 The vehicle speed readings at AA' a nd BB' shall be reported with the first 
significant digit after the decimal place. (v AA,kj; vBB,kj) 
 If applicable, the engine speed readings at AA' and BB' shall be reported as a full 
integer value (n AA,kj; nBB,kj). 
 The calculated acceleration shall be determ ined in accordance to the formula in 
point 4.1.2.1.2. of Annex II and reported to the second digi t after the decimal place 
(awot,test,kj ). 
3. Analysis of results 3.1. Determination of the anchor point for each gear ratio  For measurements in gear i and lower, the anchor point consists of the maximum 
sound level L
woti, the reported engine speed n woti and vehicle speed v woti at BB' of 
gear ratio i of the acceler ation test in Annex II. 
 L anchor,i = L woti,Annex II  
nanchor,i = n BB,woti,Annex II  
vanchor,i = v BB,woti,Annex II  
 For measurements in gear i+1 the anc hor point consists of the maximum sound 
level L woti+1 , the reported engine speed nwoti+1 and vehicle speed v woti+1 at BB' of 
gear ratio i+1 of the accele ration test in Annex II. 
 L anchor,i+1 = L woti+1,Annex II  
nanchor,i+1 = n BB,woti+1,Annex II  
vanchor,i+1 = v BB,woti+1,Annex II  
3.2. Slope of the regression line for each gear EN 73   EN  The sound measurements shal l be evaluated as function of engine speed according 
to point 3.2.1.  
3.2.1. Calculation of the slope of the regression line for each gear 
 The linear regression line is calculated  using the anchor point and the four 
correlated additional measurements.  
 
∑∑
==
−−−
=5
125
1
) () )( (
jjji j
k
n nLLn n
Slope  (in dB/1000 min-1) 
 With  ∑
==5
151
jjL L  and ∑
==5
151
jjn n  ;  
 where n j = engine speed measured at line BB’ 
3.2.2. Slope of the regression line for each gear  The Slope
k of a particular gear for the further ca lculation is the derived result of the 
calculation in point 3.2.1 rounded to the firs t decimal place, but not higher than 5 
dB/1000 min-1.” 
3.3. Calculation of the linear noise level increase expected for each measurement 
 The sound level L ASEP,kj for measurement point j and gear k shall be calculated 
using the engine speeds measured for each measurement point, using the slope 
specified in point 3.2. to the specific  anchor point for each gear ratio. 
 For n BB_k,j  ≤ nanchor,k : 
 L ASEP_k,j  = L anchor_k  + (Slope k - Y) * (n BB_k,j  - n anchor,k ) / 1000 
For n BB_k,j  > n anchor,k : 
LASEP_k,j  = L anchor_k  + (Slope k + Y) * (n BB_k,j  - n anchor,k ) / 1000 
Where Y= 1 
3.4. Samples  On request of the type-approval authority  two additional runs within the boundary 
conditions according to point 2.3. of this Annex shall be carried out. 
4. Interpretation of results  Every individual noise measurement shall be evaluated.  The sound level of every specified measurement point shall not exceed the limits 
given below: EN 74   EN Lkj ≤ LASEP_k.j  + x  
With: x = 3 dB(A) for vehicle with a non-lock able automatic tr ansmission or non-
lockable CVT 
x = 2 dB(A) + limit value L
urban of Annex II for all other vehicles  
 If the measured noise level at a point exceeds the limit, two additional 
measurements at the same point shall be  carried out to verify the measurement 
uncertainty. The vehicle is still in comp liance with ASEP, if the average of the 
three valid measurements at this spec ific point fulfils the specification. 
5. Reference sound assessment  The reference sound is assessed at a single point in one discrete gear, simulating an 
acceleration condition starting with an entry speed at v
aa equal to 50 km/h and 
assuming an exit speed at v bb equal to 61 km/h. The sound compliance at this point 
can either be calculated using the results  of point 3.2.2. and the specification below 
or be evaluated by direct measurement using the gear as specified below. 
5.1 The determination of gear k is as follows:  k = 3 for all manual transmission and for au tomatic transmission with up to 5 gears; 
k = 4 for automatic transmission with 6 or more gears 
 If no discrete gears are available, e.g. for non-lockable automatic transmissions or 
non-lockable CVTs, the gear ratio for furthe r calculation shall be  determined from 
the acceleration test result in Annex II us ing the reported engine speed and vehicle 
speed at line BB’. 
5.2. Determination of reference engine speed n
ref_k 
 The reference engine speed, n ref_k, shall be calculated using the gear ratio of gear k 
at the reference speed of v ref = 61 km/h. 
5.3. Calculation of L ref  
 L ref = L anchor_k  + Slope k * (n ref_k - n anchor_k ) / 1000 
Lref shall be less than or  equal to 76 dB(A). 
 For vehicles fitted with a manual gear box having more than four forward gears and 
equipped with an engine developing a maximum power greater than 140 kW 
(UNECE) and having a maximum-power/m aximum-mass ratio greater than 75 
kW/t, L ref shall be less than or  equal to 79 dB(A). 
 For vehicles fitted with an automatic gear box having more than four forward gears 
and equipped with an engine developi ng a maximum power greater than 140 kW 
(UNECE) and having a maximum-power/m aximum-mass ratio greater than 75 
kW/t, L ref shall be less than or  equal to 78 dB(A). EN 75   EN 6. Evaluation of ASEP using the principle of L_Urban 
6.1 General  This evaluation procedure is an alterna tive selected by the vehicle manufacturer to 
the procedure described in point 3 of this  Annex and is applicable for all vehicle 
technologies. It is the responsibility of the vehicle manufacturer to determine the 
correct manner of testing. Unless otherwise specified, all testing and calculation shall be as specified in Annex II to this Regulation. 
6.2. Calculation of L
urban ASEP  
 From any L wot ASEP  as measured according to this annex, L urban ASEP  shall be 
calculated as follows: 
 (a) Calculate a wot test ASEP  using acceleration calcula tion from point 4.1.2.1.2.1. or 
point 4.1.2.1.2.2. of Annex II to this  Regulation, as applicable; 
(b) Determine the vehicle speed (V BB ASEP ) at BB during the L wot ASEP  test; 
 (c) Calculate k P ASEP  as follows: 
 k P ASEP  = 1 - (a urban / awot test ASEP ) 
 Test results where a wot test ASEP  are less than a_urban shall be disregarded. 
 (d) Calculate L urban measured ASEP  as follows: 
 L urban measured ASEP  = 
 L wot ASEP  – k P ASEP  * (L wot ASEP  – L crs) 
 For further calculation, use the L urban from Annex II to this Regulation without 
rounding, including the digit after the decimal (xx.x). 
 (e) Calculate L urban normalized as follows: 
 L urban normalized  = L urban measured ASEP  – L urban 
 (f) Calculate L urban ASEP  as follows: 
 L urban ASEP  = 
 L urban normalized  - (0,15 * (V BB ASEP  - 50)) 
 g) Compliance with limits: 
 L urban ASEP shall be less than or equal to 3.0 dB. EN 76   EN Appendix 1  
Statement of compliance with the Additional Sound Em ission Provisions 
(Maximum format: A4 (210 x 297 mm)) 
(Name of manufacturer) attests th at vehicles of this type (t ype with regard to its noise 
emission pursuant to EU Regulation No. ) comply  with the requirements of Article 8 of 
Regulation No. . 
(Name of manufacturer) make s this statement in good faith, after having performed an 
appropriate evaluation of the sound em ission performance of the vehicles. 
Date: Name of authorized representative: Signature of authorized representative:
 EN 77   EN Annex IX  
Measures ensuring the audibility of hybrid and electric vehicles  
 
This Annex addresses Acoustic Vehicle Alerting Syst em (AVAS) for hybrid electric and pure electric 
road transport vehicles (HEV and EV). 
A Acoustic Vehicle Alerting System 1. Definition  Acoustic Vehicle Alerting System (AVAS)  is a sound generating device designed 
to inform pedestrians and vulnerable road users. 
2. System performance  If AVAS is installed on a vehicle, it shall fulfil the requirements referred to below. 
3. Operation conditions (a) Sound generation method  The AVAS shall automatically generate a sound in the minimum range of vehicle 
speed from start up to approximately 20 km/h  and during reversing if applicable for 
that vehicle category. Where the vehicle is  equipped with an internal combustion 
engine that is in operation within the vehicle speed range defined above, the AVAS may not need to generate a sound. 
For vehicles having a reversing sound warn ing device, it is not necessary for the 
AVAS to generate a sound during backup. 
(b) Pause switch  The AVAS may have a switch to stop its  operation temporarily ("pause switch"). 
If a pause switch is introduced, however, th e vehicle should also  be equipped with 
a device for indicating the pause state of the vehicle-approach informing device to 
the driver in the driver's seat. 
The AVAS should remain capable of re- operating after stopped  by a pause switch. 
If fitted in the vehicle, a pa use switch should be located in such a position that the 
driver will find and manipulate it with ease. 
(c) Attenuation  The AVAS sound level may be attenuate d during periods of vehicle operation. 
4. Sound type and volume (a) The sound to be generated by the AVAS should be a continuous sound that 
provides information to the pedestrians and vulnerable road users of a vehicle in EN 78   EN operation.  
However, the following and similar t ypes of sounds are not acceptable: 
 (i) Siren, horn, chime, bell and emergency vehicle sounds   (ii) Alarm sounds e.g. fi re, theft, smoke alarms 
 (iii) Intermittent sound The following and similar types of sounds should be avoided:  (iv) Melodious sounds, an imal and insect sounds 
 (v) Sounds that confuse the identi fication of a vehicle and/or its 
operation (e.g. acceleration, deceleration etc.) 
(b) The sound to be generated by the AVA S should be easily i ndicative of vehicle 
behaviour, for example, through the au tomatic variation of sound level or 
characteristics in synchroni zation with vehicle speed. 
(c) The sound level to be generated by th e AVAS should not exceed the approximate 
sound level of a similar vehicle of the sa me category equipped with an internal 
combustion engine and operati ng under the same conditions. 
Environmental consideration: The development of the AVAS shall give consideration to the overall community 
noise impact. EN 79   EN Annex X  
EU type-approval in respect of the sound level of exhaust system s as separate technical units 
(replacement exhaust systems) 
1. APPLICATION FOR EU TYPE-APPROVAL 
1.1. The application of EU type-approval pursu ant to Article 7(1) and (2) of Directive 
2007/46/EC in respect of a replacement exha ust system or component thereof as a 
separate technical unit shall be submitte d by the vehicle manufacturer or the 
manufacturer of the separate  technical unit in question. 
1.2. A model for the information document is given in Appendix 1. 1.3. At the request of the technical servic e concerned, the applicant must submit: 
1.3.1 two examples of the system in respect of which application for EU type-approval 
has been made, 
1.3.2. an exhaust system of the type original ly fitted to the vehicle when EU type-
approval was granted, 
1.3.3. a vehicle representative of the type to wh ich the system is to be fitted, which meets 
the requirements of point 2.1 of Annex VI to this Regulation. 
1.3.4. a separate engine corresponding to  the type of vehicle described. 
2. MARKINGS 2.4.1. The replacement exhaust system or its components, excluding fixing hardware and 
pipes must bear: 
2.4.1.1. the trademark or trade name of the manu facturer of the replacement system and its 
components, 
2.4.1.2. the manufacturer's trade description, 
2.4.2. These marks must be clearly legible and indelible, even wh en the system is fitted to 
the vehicle. 
3. GRANTING OF EU TYPE-APPROVAL
 
3.1. If the relevant requirements are satisfied, EU type-approval pursua nt to Article 9(3) 
and, if applicable, Article 10(4) of Di rective 2007/46/EC shall be granted. 
3.2. A model for the EU type-approval ce rtificate is given in Appendix 2. 
3.3. A type-approval number in accordance w ith Annex VII to Directive 2007/46/EC 
shall be assigned to each type of replacem ent exhaust system or component thereof 
approved as a separate tec hnical unit; section 3 of the type-approval number shall 
indicate the number of the amending Dir ective which was applicable at the time of 
the vehicle type-approval. The same Memb er State shall not assign the same 
number to another type of replacement exhaust system or component thereof. EN 80   EN 4. EU TYPE-APPROVAL MARK 
4.1. Every replacement exhaust system or component thereof, excluding fixing 
hardware and pipes, conforming to a type  approved under this Regulation shall bear 
an EU type-approval mark. 
4.2. The EU type-approval mark shall consis t of a rectangle surrounding the lower case 
letter ‘e’ followed by the distinguishing letter(s) or number of  the Member State 
which has granted the approval: 
‘1’ for Germany ‘2” for France ‘3’ for Italy ‘4’ for the Netherlands ‘5’ for Sweden 
6’ for Belgium 
‘7’ for Hungary 
‘8’ for the Czech Republic 
‘9’ for Spain 
‘11’ for the United Kingdom 
‘12’ for Austria 
‘13’ for Luxembourg 
‘17’ for Finland 
‘18’ for Denmark 
‘19’ for Romania 
‘20’ for Poland 
‘21’ for Portugal 
‘23’ for Greece 
‘24’ for Ireland 
‘26’ for Slovenia 
‘27’ for Slovakia EN 81   EN ‘29’ for Estonia 
‘32’ for Latvia 
‘34’ for Bulgaria 
‘36’ for Lithuania 
‘49’ for Cyprus 
‘50’ for Malta 
It must also include in the vicinity of  the rectangle the ‘base approval number’ 
contained in section 4 of the type-approva l number referred to in Annex VII to 
Directive 2007/46/EC, preceded by the two figures indicating the sequence number assigned to the most recent major technical  amendment to this regulation which was 
applicable at the time of the vehicle type-approval. 
4.3. The mark must be clearly legible and indelible even when the replacement exhaust 
system or component thereof is fitted to the vehicle. 
4.4. An example of the EU type-approv al mark is shown in Appendix 3. 
5. SPECIFICATIONS 5.1. General specifications 5.1.1. The replacement exhaust system or components thereof shall be designed, 
constructed and capable of be ing mounted so as to ensure that the vehicle complies 
with the provisions of this Regulati on under normal c onditions of use, 
notwithstanding any vibrations to  which it may be subject. 
5.1.2. The silencing system or components ther eof shall be designed, constructed and 
capable of being mounted so that reasonable resistance to the corrosion phenomenon to which it is exposed is obta ined having regard to the conditions of 
use of the vehicle. 
5.1.3. Additional prescriptions related to ta mperability and manually adjustable multi-
mode exhaust or silencing systems 
5.1.3.1. All exhaust or silencing sy stems shall be constructed in  a way that does not easily 
permit removal of baffles, exit-cones and other parts whose primary function is as 
part of the silencing/expansion chambers. Where incorporation of such a part is 
unavoidable, its method of attachment shall be such that removal is not facilitated 
easily (e.g. with conventiona l threaded fixings) and shoul d also be attached such 
that removal causes permanent/irrec overable damage to the assembly. 
5.1.3.2. Exhaust or silencing systems with multiple, manually adjustable operating modes 
shall meet all requirements in all operating modes. The reported noise levels shall be those resulting from the mode with the highest noise levels. 
5.2. Specifications regarding noise levels EN 82   EN 5.2.1. Conditions of measurement 
5.2.1.1. The noise test of the silencing system and the replacement silencing system has to 
be executed with the same "normal" tyre s (as defined in paragraph 2.8. of UNECE 
Regulation No 117 (OJ L231, 29.8.2008 p. 19). The tests are not allowed to be 
done with "special use" tyres or "snow" tyres as defined in  paragraphs 2.9. and 
2.10. of UNECE Regulation No 117. Such tyre s could increase the noise level of 
the vehicle or would have a masking e ffect on the noise reduction performance 
comparison. The tyres may be of used cond ition but shall satisfy legal requirements 
for in-traffic use. 
5.2.2. The noise reduction performance of the replacement silencing system or 
components of said system shall be verifi ed by means of the methods described in 
Articles 7 and 8 and point 1 of Annex II. In  particular, for the application of this 
point, reference shall be made to the amen dment level of this Regulation which was 
in force at the time of type-a pproval of the new vehicle. 
 (a) Measurement with running vehicle 
 When the replacement silencing system or components thereo f is mounted on 
the vehicle described in point 1.3.3., the noi se levels obtained  shall satisfy one 
of the following conditions: 
 (i) The value measured (rounded to the nearest integer) shall not exceed by more 
than 1 dB(A) the type-appr oval value obtained under this Regulation with the 
type of vehicle concerned. 
 (ii) The value measured (before any r ounding to the nearest integer) shall not 
exceed by more than 1 dB(A) the noise value measured (before any rounding to the nearest integer) on the vehicle re ferred to in point 1.3.3., when this is 
fitted with a silencing system corresponding to the type fitted to the vehicle when submitted for type-approval under this Regulation. 
  Where back-to-back comparison of the replacement system with the original 
system is chosen, for the applic ation of point 4.1.2.1.4.2. and/or point 
4.1.2.2.1.2. of Annex II of this Regulation, it is allowed to have  a gear change 
to higher accelerations and the use of electronic or mechanical devices to 
prevent this downshift is not mandato ry. If under these conditions the noise 
level of the test vehicle becomes highe r than the conformity of production 
(COP) values, the technical service will decide on the representativeness of the 
test vehicle. 
 (b) Measurement with stationary vehicle 
 When the replacement silencing system or components thereo f is mounted on 
the vehicle described in point 1.3.3., the noi se levels obtained  shall satisfy one 
of the following conditions: 
 (i) The value measured (rounded to the nearest integer) shall not exceed by more 
than 2 dB(A) the type-appr oval value obtained under this Regulation with the 
type of vehicle concerned. EN 83   EN  (ii) The value measured (before any r ounding to the nearest integer) shall not 
exceed by more than 2 dB(A) the noise value measured (before any rounding to the nearest integer) on the vehicle re ferred to in point 1.3.3., when this is 
fitted with a silencing system corresponding to the type fitted to the vehicle when submitted for type-approval under this Regulation. 
5.2.3. Further to the requirements of Annex II, any replacement silencing system or 
component has to fulfil the applicable specifications of Annex VIII in this 
Regulation. For vehicles type approved before the coming into force of this 
Regulation and in particular the requ irements of Annex VIII (ASEP) the 
specifications of points 5.2.3.1. to 5.2.3.3. of this Annex do not apply. 
5.2.3.1. Where the replacement silencing system or  component is a system or component 
with variable geometry, in the applicati on for type-approval the manufacturer shall 
provide a statement (in conformity with  Appendix 1 to Anne x VIII) that the 
silencing system type to be approved comp lies with the requirements of point 5.2.3. 
of this Annex. The type-approval authority ma y require any relevant test to verify 
the compliance of the silencing system type to the additional sound emission 
provisions. 
5.2.3.2. Where the replacement silencing system  or component is not a system with 
variable geometry, it is sufficient in the application for type-approval that the manufacturer provides a statement (in c onformity with Appendix 1 of Annex VIII) 
that the silencing system t ype to be approved complies with the requirements of 
point 5.2.3. of this Annex. 
5.2.3.3. The compliance statement shall read as  follows: "(Name of the manufacturer) 
attests that the silencing
 system of this type complies with the requirements of point 
5.2.3. of Annex X of Regulation (EU) No  … [this Regulation]. (Name of the 
manufacturer) makes this statement in  good faith, after having performed an 
appropriate engineering ev aluation of the sound emission performance over the 
applicable range of operating conditions. 
5.3. Measurement of the vehicle performances 5.3.1. The replacement silencing system or components thereof shall be such as to ensure 
that vehicle performance is comparable with that achieved with the original 
equipment silencing system or component thereof. 
5.3.2. The replacement silencing system or, de pending on the manufacturer's choice, the 
components of said system shall be compared  with an original silencing system or 
components, which are also in new cond ition, successively mounted on the vehicle 
mentioned in point 1.3.3.  
5.3.3. The verification shall be carried out by measuring the back pressure pursuant to 
point 5.3.4. 
The value measured with the replacemen t silencing system shall not exceed the 
value measured with the original sile ncing system by more than 25 % under the 
conditions mentioned below 
5.3.4. Test method EN 84   EN 5.3.4.1. Test method with engine 
 The measurements shall be conducted on the engine referred to in point 1.3.4. 
coupled to a dynamometer. With the thrott le completely open, the bench shall be 
adjusted so as to obtain the engine speed ( S) corresponding to the rated maximum 
power of the engine. 
 For the measurement of back pressure, th e distance at which th e pressure tap shall 
be placed from the exhaust manifold is indicated in Appendix 5.  
5.3.4.2. Test method with vehicle  The measurements shall be carried out on the vehicle referred to point 1.3.3. The 
test shall be conducted either on th e road or on a roller dynamometer. 
With the throttle completely open, the engine  shall be loaded so as to obtain the 
engine speed corresponding to the rated maximum power of the engine (engine 
speed S). 
For the measurement of back pressure, the distance at which the pressure tap shall 
be placed from the exhaust manifo ld is indicated in Appendix 5.. 
5.4. Additional specifications regarding replacement silencing systems or components 
containing acoustically absorbing fibrous materials 
5.4.1. General  Sound absorbing fibrous materials may onl y be used in silencing systems or 
components thereof where any of th e following conditions are fulfilled: 
(a) The exhaust gas is not in cont act with the fibrous materials; 
(b) The silencing system or the component s thereof are of the same design family 
as systems or components for which it has been proven, in the course of the type-approval process in accordance with  the requirements of this Regulation, 
that they are not subj ect to deterioration. 
Unless one of these conditions is fulfilled, the complete silencing system or 
component thereof shall be submitted to conventional conditioning using one of the 
three installations and pro cedures described below. 
5.4.1.1. Continuous road operation for 10000 km 5.4.1.1.1. 50 ± 20 % of this operation shall cons ist of urban driving and the remaining 
operation shall be long-distan ce runs at high speed; co ntinuous road operation may 
be replaced by a corresponding test-track programme. 
The two speed regimes shall be alternated at least twice. The complete test program shall include a minimum of 10 breaks of at least three-
hour duration in order to reproduce the e ffects of cooling and any condensation 
which may occur. EN 85   EN 5.4.1.2. Conditioning on a test bench 
5.4.1.2.1. Using standard parts and observing the vehicle manufacturer's  instructions, the 
silencing system or components thereof shall be fitted to the vehicle referred to in 
point 1.3.3. or the engine refe rred to in point 1.3.4.. In the former case the vehicle 
shall be mounted on a roller dynamometer. In  the second case, the engine shall be 
coupled to a dynamometer. 
5.4.1.2.2. The test shall be conducted in six six-hour  periods with a brea k of at least 12 hours 
between each period in order to reproduce the eff ects of cooling and any 
condensation which may occur. 
5.4.1.2.3. During each six-hour period, the engine sh all be run under the following conditions 
in turn: 
 (a) Five minutes at idling speed;  (b) One-hour sequence under 1/4 load at  3/4 of rated maximum speed (S); 
 (c) One-hour sequence under 1/2 load at  3/4 of rated maximum speed (S); 
 (d) 10-minute sequence under full load at 3/4 of rated maximum speed (S); 
 (e) 15-minute sequence under 1/2 lo ad at rated maximum speed (S); 
 (f) 30-minute sequence under 1/4 lo ad at rated maximum speed (S). 
  Each period shall comprise two se quenced sets of th ose conditions in 
consecutive order from (a) to (f). 
5.4.1.2.4. During the test, the silencing system or components thereof shall not be cooled by a 
forced draught simulation normal airflow around the vehicle. 
Nevertheless, at the request of the ma nufacturer, the silencing system or 
components thereof may be cooled in order not to exceed the temperature recorded at its inlet when the vehicle is running at maximum speed. 
5.4.1.3. Conditioning by pulsation 5.4.1.3.1. The silencing system or components thereof shall be fitted to the vehicle referred to 
in point 1.3.3. or to the engine referred to in point 1.3.4. In the former case, the 
vehicle shall be mounted on a roller dyna mometer, and, in the second case, the 
engine shall be mounted on a dynamometer. 
5.4.1.3.2. The test apparatus, a detailed diagram of which is shown in Figure 1 of the 
Appendix 1 to Annex IV shall be fitted at  the outlet of the silencing system. Any 
other apparatus providing equiva lent results is acceptable. 
5.4.1.3.3. The test apparatus shall be adjusted in such a way that the exhaust gas flow is 
alternately interrupted and re-established by the quick action valve for 2500 cycles. 
5.4.1.3.4. The valve shall open when the exhaust ga s back pressure, meas ured at least 100 
mm downstream of the intake flange, reaches a value of between 35 and 40 k
Pa. It EN 86   EN shall close when this pressure does not diffe r by more than 10 % from its stabilized 
value with the valve opened. 
5.4.1.3.5. The time-delay switch shall be set for th e duration of gas exha ust resulting from the 
provisions laid down in point 5.4.1.3.4. 
5.4.1.3.6. Engine speed shall be 75 % of the sp eed (S) at which the engine develops 
maximum power. 
5.4.1.3.7. The power indicated by the dynamometer sh all be 50 % of the full-throttle power 
measured at 75 % of engine speed (S). 
5.4.1.3.8. Any drain holes shall be closed off during the test. 5.4.1.3.9. The entire test shall be completed within  48 hours. If necessa ry, one cooling period 
will be observed after each hour. 
5.4.1.3.10. After conditioning, the noise level is checked pursuant to point 5.2. 
6. Extension of approval  The silencing system manufacturer or his duly accredited representative may ask 
the administrative department which has granted the approval of the silencing 
system for one or several types of vehicl es, for an extension of the approval to 
other types of vehicles.
 
 The procedure is that described in poin t 1. Notice of the extension of approval (or 
refusal of extension) shall be communicat ed to the Member States in accordance 
with the procedure specified  in Directive 2007/46/EC. 
7. Modification of the type of silencing system  In the case of modifications of the t ype approved pursuant to this Regulation, 
Articles 13 - 16 and Article 17(4) of  Directive 2007/46/EC shall apply. 
8. Conformity of production 8.1. Measures to ensure the conformity of production shall be taken in accordance with 
the requirements laid down in Article 12 of Directive 2007/46/EC. 
8.2. Special provisions: 
8.2.1. The tests referred to point 2.3.5 of A nnex X to Directive 2007/46/EC are those 
prescribed in Annex VI to this Regulation. 
8.2.2. The frequency of inspections referred to  in point 3 of Annex X to Directive 
2007/46/EC is normally once every two years. EN 87   EN Appendix 1  
Information Document No … relating to EU type-approval as separate 
technical unit of exhaust systems for motor vehicles (Regulation …)  
The following information, if applicable, must be s upplied in triplicate and in clude a list of contents. 
Any drawings must be supplied in appropriate scale a nd in sufficient detail on si ze A4 or on a folder of 
A4 format. Photographs, if any, must show sufficient detail. 
If the systems, components or separate technical un its have electronic controls , information concerning 
their performance must be supplied. 
0. General 0.1. Make (trade name  of manufacturer): 
0.2. Type and general commercial description(s): 0.5. Name and address of manufacturer 0.7. In the case of components and separate  technical units, location and method of 
affixing of the EU approval mark: 
0.8. Address(es) of assembly plant(s): 1. Description of the vehicle for which the de vice is intended (if the device is intended 
to be fitted to more than one vehicle type the information requested under this point 
shall be supplied for each type concerned) 
1.1. Make (trade name  of manufacturer): 
1.2. Type and general commercial description(s): 1.3. Means of identifica tion of type, if marked on the vehicle: 
1.4. Category of vehicle: 1.5. EU type-approval number with regard to sound level: 1.6. All the information mentioned in points  1.1 to 1.4 of the type -approval certificate 
concerning the vehicle (Annex I, Appendix 2 to this Regulation): 
1. Additional information 1.1. Composition of the separate technical unit: 
1.2. Trademark or trade name of the type(s) of motor vehicle to which the silencer is to 
be fitted 
(1) 
1.3. Type(s) of vehicle and its/their type-approval number(s): 1.4. Engine EN 88   EN 1.4.1. Type (positive ignition, diesel): 
1.4.2. Cycles: two-stroke, four-stroke: 1.4.3. Total cylinder capacity: 1.4.4. Rated maximum engine power … kW at … min
–1 
1.5. Number of gear ratios: 1.6. Gear ratios employed: 1.7. Drive-axle ratios(s): 1.8. 
Sound-level values: 
moving vehicle:...............… dB(A), speed stabilised before a cceleration 
at.................... … km/h; 
stationary vehicle dB(A), at … min–1 
1.9. Value of the back pressure: 
1.10. Any restrictions in respect of use and mounting requirements: 
2. Remarks: 
3. Description of the device 
3.1. A description of the replacement exhaust sy stem indicating the relative position of 
each system component, together  with mounting instructions: 
3.2. Detailed drawings of each component, so that they can be easily located and 
identified, and reference to the material s used. These drawings must indicate the 
place provided for the compulsory affixing of the EU type-approval mark 
Date, File EN 89   EN Appendix 2  
MODEL  
EU TYPE-APPROVAL CERTIFICATE  
(Maximum Format: A4 (210 × 297 mm))  
 Stamp of administration  
Communication concerning the 
- type-approval (1) 
- extension of type-approval (1) 
- refusal of t ype-approval (1) 
- withdrawal of type-approval (1) 
of a type of a vehicle/com ponent/separate technical unit (1) with regard to Regulation No. . 
Type-approval number: 
Reason for extension: 
SECTION 1  
0.1. Make (trade name  of manufacturer): 
0.2. Type and general commercial description(s): 0.3. Means of identification of type if marked on the vehicle/component/ 
separate technical unit (1) (2): 
0.3.1. Location of that marking: 0.4. Category of vehicle (3): 0.5. Name and address of manufacturer: 0.7. In the case of components and separa te technical units, location and method 
of affixing of the EU type-approval mark: 
0.8. Address(es) of assembly plant(s): SECTION II  1. Additional information (where  applicable): See Addendum EN 90   EN 2. Technical service responsibl e for carrying out the tests: 
3. Date of test report: 4. Number of test report: 5. Remarks (if any): See Addendum 6. Place: 7. Date: 8. Signature: 9. The index to the information packag e lodged with the approval authority, 
which may be obtained on request, is attached 
(1) Delete as applicable. 
(2) If the means of identification of type contains characters not re levant to describe the vehicle,  component or separate techni cal 
unit types covered by the type-approval certificate such charact ers shall be represented in th e documentation by the symbol: 
‘?’ (e.g.ABC??123??). 
(3) As defined in point A of Annex IIA to Directive 2007/46/EC. EN 91   EN Appendix 3  
Model for the EU type-approval mark 
 
The exhaust system or component thereof bearing the above EU type-approval mark is a device which has been approved in Spain (e  9) 
pursuant to Regulation No.. under the base approval number 0148.  
The figures used are only indicative. EN 92   EN Appendix 4  
Test apparatus 
 
 
1 Inlet flange or sleeve – connection to the rear of complete silencing system to be tested. 
2 Regulation valve (hand operated). 
3 Compensating reservoir from 35 to 40 l. 4 Pressure switch 5 
kPa to 250 kPa– to open item 7. 
5 Time delay switch – to close item 7. 
6 Counter of impulses. 
7 Quick response valve – such as the valve of an exhaust brake system of 60 mm in diameter, 
operated by a pneumatic cylinder with an output of 120 N at 400 kPa. The response time, both 
when opening and closing, shall not exceed 0,5 s. 
8 Exhaust gas evacuation. 
9 Flexible pipe. 10 Pressure gauge. EN 93   EN Appendix 5  
Measuring points – Back pressure 
Examples of possible measuring points for loss-of-pressure tests. The exact 
measuring point shall be specified in the test  report. It shall be in an area where gas 
flow is regular. 
1. FIGURE 1 
Single pipe 
 
2. FIGURE 2 
Partly twin pipe 1 
 
1 If not possible, refer to figure 3. 
3. FIGURE 3 
Twin pipe 
 EN 94   EN 2 Two measuring points, one reading. EN 95   EN Annex XI  
Checks on conformity of production for ex haust system as a separate technical unit 
1. General 
 These requirements are consistent with th e test to be held to check conformity 
of production (COP) according to point 1 of Annex I to this Regulation. 
2. Testing and procedures  The methods of testing, measuring in struments and interpretation of results 
shall be those described in point 5 of Annex X. The exhaust system or 
component under test shall be subjected to  the test as described in points 5.2., 
5.3. and 5.4. of Annex X. 
3. Sampling and evaluation of the results 3.1. One silencing system or component ha s to be chosen an d subjected to the 
tests of point 2. If the test results fulfil the conformity of production requirements of point 8.1. of Annex X, the type of silencing system or 
component is considered to be in compliance with COP. 
3.2. If one of the test results does not fulfil the conformity of production 
requirements of point 8.1. of Annex X, two more silencing systems or 
components of the same type shall be tested pursuan t to point 2  
3.3. If the test results for the second and the third sile ncing system or component 
fulfil the conformity of production requirements of poi nt 8.1 of Annex X, the 
type of silencing system or component is  considered to be in compliance with 
the conformity of production. 
3.4. If one of the test results of the second  or third silencing system or component 
does not fulfil the conformity of production requirements of point 8.1. of Annex X, the type of silencing system or component shall be considered not 
to conform to the requirements of th is Regulation and the manufacturer shall 
take the necessary measures to  re-establish the conformity. EN 96   EN Annex XII  
Correlation table 
(Referred to in Article 15.2) 
Directive 70/157/EEC This Regulation 
- Article 1 
- Article 2 
- Article 3 
Article 2 Article 4(1) 
Article 2a Article 4(2) and (3) 
- Article 5 
- Article 6 
- Article 7 
- Article 8 
- Article 9 
- Articles 10, 11, 12 and 13 
- Article 14 
- Article 15 
 Article 16 
Annex I, point 1 Annex I, point 1 
Annex I, point 3 Annex I, point 2 
Annex I, point 4 Annex I, point 3 
Annex I, point 5 Annex I, point 4 
Annex I, point 6 Annex I, point 5 
Annex I, Appendix 1 Annex I, Appendix 1 
Annex I, Appendix 2 (without Addendum) Annex I, Appendix 2 
- Annex I, Appendix 3 EN 97   EN - Annex II 
Annex I, point 2 Annex III 
- Annex IV 
- Annex V 
- Annex VI 
- Annex VII 
- Annex VIII 
 Annex IX 
Annex II, points 1, 2, 3 and 4 Annex X, points 1, 2, 3 and 4 
- Annex X, points 5 and 6 
Annex II, points 5 and 6 Annex X, points 7 and 8 
Annex II, Appendix 1 Annex X, Appendix 1 (+ additional info) 
Annex II, Appendix 2 (without Addendum) Annex X, Appendix 2 
Annex II, Appendix 3 Annex X, Appendix 3 
- Annex X, Appendixes 4 and 5 
 Annex XI 
- Annex XII 
Annex III, point 1 - 
Annex III, point 2 -