1980L1269 — EN — 05.06.1997 — 003.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COUNCIL DIRECTIVE
of 16December 1980
on the approximation of the laws of the Member States relating to the engine power of motor
vehicles
(80/1269/EEC)
(OJ L 375, 31.12.1980, p. 46)
Amended by:
Official Journal
No page date
►M1Commission Directive 88/195/EEC of24 March 1988 L 92 50 9.4.1988
►M2Commission Directive 89/491/EEC of17 July 1989 L 238 43 15.8.1989
►M3Commission Directive 97/21/EC of18 April 1997 L 125 31 16.5.1997
Corrected by:
►C1Corrigendum, OJ L 105, 26.4.1988, p. 34 (88/195/EEC)
▼B
COUNCIL DIRECTIVE
of 16December 1980
on the approximation of the laws of the Member States relating to
the engine power of motor vehicles
(80/1269/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100 thereof,
Having regard to the proposal from the Commission (1),
Having regard to the opinion ofthe European Parliament (2),
Having regard to the opinion ofthe Economic and Social Committee (3),
Whereas the technical requirements which motor vehicles must satisfy
pursuant to certain national laws relate inter alia to the method of
measuring engine power which must be used to indicate the engine
power ofa vehicle type;
Whereas those requirements differ from one Member State to another;
whereas this results in technical barriers to trade which must beeliminated by all Member States adopting the same requirements either
in addition to or in place oftheir existing rules, in order in particular to
allow the EEC type-approval procedure which was the subject ofCouncil Directive 70/156/EEC of6 February 1970 on the approximationofthe laws ofthe Member States relating to the type-approval ofmotorvehicles and their trailers (
4), as last amended by Directive 80/1267/
EEC (5), to be introduced in respect ofeach type ofvehicle,
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes ofthis Directive, ‘vehicle’ means any motor vehicle
intended for use on the road, with or without bodywork, having at leastfour wheels and a maximum design speed exceeding 25 km/h, with theexception ofvehicles which run on rails and ofagricultural and f orestry
tractors and all mobile machinery.
Article 2
No Member State may refuse to grant EEC type-approval or national
type-approval in respect ofa vehicle, or ref use or prohibit the sale,registration, entry into service or use ofa vehicle, on grounds relating toits engine power ifthis has been determined in accordance with►
M3the relevant Annexes ◄.
Article 3
Any amendments necessary for adapting the requirements of the
Annexes to take account oftechnical progress shall be adopted inaccordance with the procedure laid down in Article 13 ofDirective 70/156/EEC.1980L1269 — EN — 05.06.1997 — 003.001 — 2
(1) OJ No C 104, 28. 4. 1980, p. 9.
(2) OJ No C 265, 13. 10. 1980, p. 76.
(3) OJ No C 182, 21. 7. 1980, p. 3.
(4) OJ No L 42, 23. 2. 1970, p. 1.
(5) See page 34 of this Official Journal.▼M3
▼B
▼B
Article 4
1. Member States shall bring into force the provisions necessary in
order to comply with this Directive within 18 months ofits notif ication.
They shall forthwith inform the Commission thereof.
2. Member States shall ensure that the texts ofthe main provisions of
national law which they adopt in the field covered by this Directive arecommunicated to the Commission.
Article 5
This Directive is addressed to the Member States.1980L1269 — EN — 05.06.1997 — 003.001 — 3
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LIST OF ANNEXES
Annex I: Determination ofengine power
Appendix 1: Information document
Appendix 2: Type-approval certificate
Annex II: Test report1980L1269 — EN — 05.06.1997 — 003.001 — 4
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ANNEX 1
DETERMINATION OF ENGINE POWER
1. ADMINISTRATIVE PROVISIONS FOR TYPE-APPROVAL
1.1. Application for EC type-approval of a vehicle type1.1.1. The application for EC type-approval pursuant to Article 3 (4) of
Directive 70/156/EEC ofa vehicle type with regard to its engine
power shall be submitted by the manufacturer.
1.1.2. A model for the information document is given in Appendix 1.
1.1.3. Ifthe technical service responsible f or the type-approval tests carries
out the test itself, the following must be submitted:
1.1.3.1. an engine representative ofthe type to be approved together with the
auxiliary equipment specified in Table 1.
1.2. Granting ofEC type-approval ofa vehicle type1.2.1. Ifthe relevant requirements are satisf ied, EC type-approval pursuant
to Article 4 (3) and, ifapplicable, Article 4 (4) ofDirective 70/156/
EEC shall be granted.
1.2.2. A model for the EC type-approval certificate is given in Appendix 2.1.2.3. An approval number in accordance with Annex VII to Directive 70/
156/EEC shall be assigned to each type ofvehicle approved. The
same Member State shall not assign the same number to another type
ofvehicle.
1.3. Modifications of the type and amendments to approvals
1.3.1. In the case ofmodif ications ofthe type approved pursuant to this
Directive, the provisions ofArticle 5 ofDirective 70/156/EEC shall
apply.
1.4. Conformity of production1.4.1. Measures to ensure the conformity of production shall be taken in
accordance with the provisions laid down in Article 10 ofDirective
70/156/EEC.
2. SCOPE
2.1. This method applies to internal-combustion engines used for the
propulsion ofcategory M and N vehicles as def ined in ►
M3Annex
II Section A ◄to Directive 70/156/EEC, belonging to either ofthe
following types.
2.1.1. Internal-combustion piston engines (positive ignition or compression
ignition), excluding free-piston engines;
2.1.2. Rotary-piston engines.2.2. This method applies to naturally aspirated or supercharged engines.
3. DEFINITIONS
For the purposes ofthis Directive,
3.1. ‘Net power’ means the power obtained on the test-bed at the end of
the crankshaft or its equivalent at the corresponding engine speed
with the auxiliaries listed in Table 1. Ifthe power measurement can
be carried out with a mounted gearbox only, the efficiency of the
gearbox is to be taken into account.
3.2. ‘Maximum net power’ means the maximum value ofthe net power
measured at full engine load.
3.3. ‘Standard-production equipment’ means equipment provided by the
manufacturer for a particular application.1980L1269 — EN — 05.06.1997 — 003.001 — 5
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4. ACCURACY OF THE MEASUREMENTS OF FULL LOAD
POWER
4.1. Torque: ± 1 % ofmeasured torque (1).
4.2. Engine speed
The measurement must be accurate to within ± 0,5 %. Engine speed
must be measured preferably with an automatically synchronized
revolution counter and chronometer (or counter-timer).
4.3. Fuel consumption: ± 1 % ofmeasured consumption.
4.4. Fuel temperature: ±2K .
4.5. Engine inlet air temperature: ±2K .
4.6. Barometric pressure: ± 100 Pa.
4.7. Pressure in inlet manifold: ± 50 Pa (see note 1a to Table 1).
4.8. ►C1 Pressure invehicle exhaustpipe: ± 200 Pa ◄(see note 1b to
Table 1).
5. TEST FOR MEASURING NET ENGINE POWER5.1. Auxiliaries
5.1.1. Auxiliary equipment to be fitted
During the test, the auxiliary equipment necessary for the engine
operation in the intended application (as listed in Table 1) shall be
installed on the test bench as far as possible in the same position as
the intended application.
5.1.2. Auxiliary equipment to be removed
Certain vehicle accessories necessary only for the operation of the
vehicle and which may be mounted on the engine shall be removed
for the test.
The following non-exhaustive list is given as a sample:
— air compressor for brakes,
— power-steering compressor,
— suspension compressor,
— air-conditioning system.
Where accessories cannot be removed, the power absorbed by them
in the unloaded condition may be determined and added to the
measured engine power.
TABLE 1
Auxiliary equipment to be included for the test to determine net power of engine
No Auxiliary equipment Fitted for net power test
1 Intake system
Intake manifold/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Yes, standard-production equip-
mentAir filter (
1a)
Intake silencer (1a)
Crankcase emission control
system
Speed-limiting device (1a)
2 Induction-heating device ofintake
manifoldYes, standard-production equip-
ment (ifpossible it shall be set in
the most favourable position)1980L1269 — EN — 05.06.1997 — 003.001 — 6
(1) The torque measuring system shall be calibrated to take friction losses into account. The
accuracy in the lower halfofthe measuring range ofthe dynamometer bench may be ±
2 % ofmeasured torque.
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No Auxiliary equipment Fitted for net power test
3 Exhaust system
Exhaust purifier/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Yes, standard-production equip-
mentExhaust manifold
Connecting pipes (
1b)
Silencer (1b)
Tail pipe (1b)
Exhaust brake (2)
Supercharging device
4 Fuel supply pump (3) Yes, standard-production equip-
ment
5 Carburettor
Electronic control system, air
flow meter etc. (if fitted)/C148/C147/C147/C147/C149/C147/C147/C147/C150Yes, standard-production equip-
ment
Pressure reducer/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150Equipment for gas engines Evaporator
Mixer
6 Fuel-injection equipment (petrol and
diesel)
Prefilter /C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Yes, standard-production equip-
mentFilter
Pump
High-pressure pipe
Injector
Air intake valve, iff itted (
4)
Electronic control system, air
flow meter etc. (if fitted)
Governor/control system
Automatic full-load stop for the
control rack depending on atmo-
spheric conditions
7 Liquid-cooling equipment
Engine bonnet/C148/C147/C147/C147/C149/C147/C147/C147/C150NoBonnet air outlet
Radiator/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Yes, standard-production equip-
ment (
5)Fan (5)(6)
Fan cowl
Water pump
Thermostat (7)
8 Air cooling
Cowl/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150Yes, standard-production equip-
mentBlower (5)(6)
Temperature-regulating device
9 Electrical equipment Yes, standard-production equip-
ment (8)
10 Supercharging equipment (iff itted)
Compressor driven either directly
by the engine and/or by the
exhaust gases/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Yes, standard-production equip-
mentCharge air cooler (
9)
Coolant pump or fan (engine-
driven)
Coolant flow control device (if
fitted)
11 Auxiliary test-bench fan Yes, if necessary
12 Anti-pollution device10Yes, standard-production equip-
ment1980L1269 — EN — 05.06.1997 — 003.001 — 7
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(1a) The complete intake system shall be fitted as provided for the intended application:
where there is a risk of an appreciable effect on the engine power; in the case of two-stroke and
positive-ignition engines; when the manufacturer requests that this should be done. In other cases,an equivalent system may be used and a check should be made to ascertain that the intake pressure
does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air
filter.
(
1b) The complete exhaust system shall be fitted as provided for the intended application:
where there is a risk of an appreciable effect on the engine power; in the case of two-stroke and
positive-ignition engines; when the manufacturer requests that this should be done.
In other cases an equivalent system may be installed provided the pressure measured at the exit of
the engine exhaust system does not differ by more than 1 000 Pa from that specified by themanufacturer. The exit of the engine exhaust system is defined as a point 150 mm downstreamf rom the termination ofthe part ofthe exhaust system mounted on the engine.
(
2) If an exhaust brake is incorporated in the engine, the throttle valve must be fixed in the fully open
position.
(3) The fuel feed pressure may be adjusted, if necessary, to reproduce the pressures existing in the
particular engine application (particularly when a ‘fuel return’ system is used).
(4) The air intake valve is the control valve for the pneumatic governor of the injection pump. The
governor or the fuel-injection equipment may contain other devices which may affect the amount
ofinjected f uel.
(5) The radiator, the fan, the fan cowl, the water pump and the thermostat shall be located on the test
bench in the same relative positions as on the vehicle. The cooling-liquid circulation shall beoperated by the engine water pump only. Cooling ofthe liquid may be produced either by theengine radiator or by an external circuit, provided that the pressure loss ofthis circuit and thepressure at the pump inlet remain substantially the same as those ofthe engine cooling system. The
radiator shutter, ifincorporated, shall be in the open position. Where the f an, radiator and cowl
system cannot conveniently be fitted to the engine, the power absorbed by the fan when separatelymoutned in its correct position in relation to the radiator and cowl (ifused), shall be determined atthe speeds corresponding to the engine speeds used for measurement of the engine power either bycalculation from standard characteristics or by practical tests. This power, corrected to the standard
atmospheric conditions defined in 6.2, should be deducted from the corrected power.
(
6) Where a disconnectable or progressive fan or blower is incorporated, the test shall be made with the
disconnectable fan (or blower) disconnected or with the progressive fan or blower running atmaximum slip.
(
7) The thermostat may be fixed in the fully open position.
(8) Minimum power ofthe generator: the power ofthe generator shall be limited to that necessary f or
the operation ofaccessories which are indispensable f or the operation ofthe engine. Ifthe
connection ofa battery is necessary, a f ully charged battery in good order must be used.
(9) Charge air-cooled engines shall be tested with charge air cooling, whether liquid or air cooled, but
if the manufacturer prefers, a test-bench system may replace the air-cooled cooler. In either case,the measurement ofpower at each speed shall be made with the same pressure drop and
temperature drop ofthe engine air across the charge air-cooler on the test-bench system as those
specified by the manufacturer for the system on the complete vehicle.
10They may include, for example, Exhaust-gas recirculation (EGR)-system, catalytic converter,thermal reactor, secondary air-supply system and fuel evaporation protecting system.
5.1.3. Compression-ignition engine starting auxiliaries
For the auxiliary equipment used in starting compression-ignition
engines, the two following cases shall be considered:
(a) Electrical starting: The generator is fitted and supplies, where
necessary, the auxiliary equipment indispensable to the operation
ofthe engine.
(b) Starting other than electrical: Ifthere are any electrically
operated accessories indispensable to the operation ofthe engine,
the generator is fitted to supply these accessories. Otherwise it is
removed.
In either case, the system for producing and accumulating the energy
necessary for starting is fitted and operates in the unloaded condition.
5.2. Setting conditions
The setting conditions for the test to determine the net power are
indicated in Table 2.1980L1269 — EN — 05.06.1997 — 003.001 — 8
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TABLE 2
Setting conditions
1 Setting ofcarburettor(s)/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Set in accordance with the manu-
facturer's production specifications
and used without further alteration
for the particular application2 Setting ofinjection-pump delivery
system
3 Ignition or injection timing (timing
curve)
4 Governor setting5 Anti-pollution devices
5.3. Test conditions
5.3.1. The net power test shall consist of a run at full throttle for positive-
ignition engines and at fixed full load fuel-injection-pump setting for
compression-ignition engines, the engine being equipped as specified
in Table 1.
5.3.2. Performance data shall be obtained under stabilized operating
conditions, with an adequate fresh-air supply to the engine. The
engine must have been run-in in accordance with the manufacturer's
recommendations. Combustion chambers may contain deposits, but
in limited quantity.
Testconditions such as inlet air temperature shall be selected as near
to reference conditions (see 6.2) as possible in order to minimize the
magnitude ofthe correction f actor.
5.3.3. The temperature ofthe inlet air to the engine (ambient air) shall be
measured within 0,15 m upstream ofthe point ofentry ofthe air
cleaner, or, ifno air cleaner is used, within 0,15 m to the air inlet
horn. The thermometer or thermocouple shall be shielded from
radiant heat and placed directly in the air stream. It shall also be
shielded from fuel spray-back. A sufficient number of locations shall
be used to give a representative average inlet temperature.
5.3.4. No data shall be taken until torque, speed and temperatures have been
maintained substantially constant for at least one minute.
5.3.5. The engine speed during a run or reading shall not deviate from the
selected speed by more than ± 1 % or ± 10 min
−1, whichever is
greater.
5.3.6. Observed brake load, fuel consumption and inlet air temperature data
shall be taken simultaneously and shall be the average oftwo
stabilized consecutive values which do not vary more than 2 % for
the brake load and fuel consumption.
5.3.7. The temperature ofthe coolant at the outlet f rom the engine shall be
kept within ± 5 K from the upper thermostatically controlled
temperature specified by the manufacturer. If no temperature is
specified by the manufacturer, the temperature shall be 353 K ± 5 K.
For air-cooled engines, the temperature at a point indicated by the
manufacturer shall be kept within + 0/− 20 K of the maximum value
specified by the manufacturer in the reference conditions.1980L1269 — EN — 05.06.1997 — 003.001 — 9
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5.3.8. The fuel temperature shall be measured at the inlet to the carburettor
or at the fuel-injection system and maintained within the limits
established by the engine manufacturer.
5.3.9. The temperature ofthe lubricating oil measured in the oil sump or at
the outlet from the oil cooler, if fitted, shall be maintained within the
limits established by the engine manufacturer.
5.3.10. An auxiliary regulating system may be used ifnecessary to maintain
the temperature within the limits specified in 5.3.7, 5.3.8 and 5.3.9.
5.3.11. Fuel
The fuel shall be one available on the market without any
supplementary smoke suppressant additives. In any case ofdispute,
the reference fuel shall be:
(a) for positive-ignition engines as defined by Annex VI, paragraph
1, and
(b) for compression-ignition engines, as defined by Annex VI,
paragraph 2
ofCouncil Directive 70/220/EEC of20 March 1970 on the
approximation ofthe laws ofthe Member States relating to measures
to be taken against air pollution by gases from motor vehicles (1), as
last amended by Directive 83/351/EEC (2).
As an alternative, instead of the above reference fuels, reference fuels
as defined by CEC (3) as CEC-RF-08-A-85 (positive-ignition engines
for operation on unleaded fuel) or CEC-RF-03-A-84 (compression-
ignition engines) may also be used at the discretion ofthe
manufacturer.
5.4. Test procedure
Measurements shall be taken at a sufficient number of engine speeds
to define correctly the power curve completely between the lowest
and the highest engine speeds recommended by the manufacturer.
This range ofspeeds shall include the speed ofrevolution at which
the engine produces its maximum power. For each speed, the average
ofat least two stabilized measurements is to be determined.
5.5. Measurement of smoke index
In the case ofcompression-ignition engines, the exhaust gases shall
be examined during the test for compliance with the conditions set
out in Annex VI to Council Directive 72/306/EEC (4).
5.6. Data to be recorded
Data to be recorded are those indicated in ►M3Annex II ◄.1980L1269 — EN — 05.06.1997 — 003.001 — 10
(1) OJ No L 76, 6. 4. 1970, p. 1.
(2) OJ No L 197, 20. 7. 1983, p. 1.
(3) European Coordinating Council for the Development of Performance Tests for
Lubricants and Engine Fuels.
(4) OJ No L 190, 20. 8. 1972, p. 1.
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6. POWER CORRECTION FACTORS
6.1. Definition
The power correction factor is the coefficient to determine the engine
power under the atmospheric reference conditions specified in 6.2:
Po=α·P
where
Pois the corrected power (i.e. power under reference atmospheric
conditions);
αis the correction factor ( αaorαd);
P is the measured power (test power).
6.2. Reference atmospheric conditions
6.2.1. Temperature (To): 298 K (25 ºC)
6.2.2. Dry pressure (Pso): 99 kPa
Note:The dry pressure is based on a total pressure of100 kPa and a
water vapour pressure of1 kPa.
6.3. Test atmospheric conditions
The atmospheric conditions during the test shall be the following:
6.3.1. Temperature (T)
For positive-ignition engines 288 K ≤T≤308 K
For compression-ignition engines 283 K ≤T≤313 K.
6.3.2. Pressure (Ps)
80 kPa≤ps≤110 kPa.
6.4. Determination of correction factors αaandαd(1)
6.4.1. Naturally aspirated or supercharged positive-ignition engine —
Factor αa:
/C11a¼99
Ps/C18/C191;2
:T
298/C18/C190;6
(2)
where
T is the absolute temperature in Kelvins (K) ofthe air drawn in by the
engine;
Psis the total dry atmospheric pressure in kilopascals (kPa), that is,
the total barometric pressure minus water vapour pressure.
Conditions to be complied with in the laboratory.
For a test to be valid, the correction factor αamust be such that:
0,93≤αa≤1,07
Ifthese limits are exceeded, the correct value obtained shall be given
and the test conditions (temperature and pressure) precisely stated in
the test report.1980L1269 — EN — 05.06.1997 — 003.001 — 11
(1) The tests may be carried out in air-conditioned test rooms where the atmospheric
conditions may be controlled.
(2) In the case ofengines f itted with automatic air temperature control, ifthe device is such
that at full load at 25 ºC no heated air is added, the test shall be carried out with thedevice fully closed. If the device is still operating at 25 ºC then the test is made with thedevice operating normally and the exponent ofthe temperature term in the correction
factor shall be taken as zero (no temperature correction).
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6.4.2. Compression-ignition engine — Factor αd
The power correction factor ( αd) for compression-ignition
engines at constant fuel rate is obtained by applying theformula:
/C11
d¼faðÞfm
where
fais the atmospheric factor;
fmis the characteristic parameter for each type of engine and
adjustment.
6.4.2.1. Atmospheric factor fa
This factor indicates the effects of environmental conditions
(pressure, temperature and humidity) on the air drawn in bythe engine.
The atmospheric factor formula differs according to the type
ofengine.
6.4.2.1.1. Naturally aspirated and mechanically supercharged engines.
f
a¼99
Ps/C18/C19
:T
298/C18/C190;7
6.4.2.1.2. Turbocharged engines with or without cooling ofinlet air.
fa¼99
Ps/C18/C190;7
:T
298/C18/C191;5
6.4.2.2. Engine factor fm
fmis a function of qc(fuel flow corrected) as follows:
fm= 0,036 · qc− 1,14
where
qc= q/r
where
q is the fuel flow in milligramms per cycle per litre of total
swept volume (mg/(litre · cycle)).
r is the pressure ratio ofcompressor outlet and compressor
inlet (r = 1 for naturally aspirated engines).
This formula is valid for a value interval of qcincluded
between 40 mg/(litre · cycle) and 65 mg/(litre · cycle).
For qcvalues lower than 40 mg/(litre · cycle), a constant value
offmequal to 0,3 (fm= 0,3) will be taken.
For qcvalues higher than 65 mg/(litre · cycle), a constant
value offmequal to 1,2 (fm= 1,2) will be taken (see figure):1980L1269 — EN — 05.06.1997 — 003.001 — 12
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1980L1269 — EN — 05.06.1997 — 003.001 — 13
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6.4.2.3. Conditions to be complied with in the laboratory.
For a test to be valid, the correction factor αdmust be such
that
0,9≤αd≤1,1
Ifthese limits are exceeded, the corrected value obtained shall
be given and the test conditions (temperature and pressure)
precisely stated in the test report.
7. TEST REPORT
The test report shall contain the results and all the
calculations required to determine the net power, as listedin Annex II. In order to draw up this document, the competentauthority may use the report prepared by an approved orrecognized laboratory pursuant to the provisions ofthis
Directive.
►M38.◄►M2TOLERANCES FOR MEASURING THE NET
POWER
►M38.1.◄The net power indicated by the manufacturer for the type
of engine shall be accepted if it does not differ by more than± 2 % for maximum power and more than ± 4 % at, the other
measurement points on the curve with a tolerance of± 1,5 %
for engine speed, from the values measured by the technicalservice on the engine submitted for testing.
►
M38.2.◄During the tests to verify conformity of production the
power shall be measured at two engine speeds S1 and S2corresponding respectively to the measurement points of
maximum power and maximum torque accepted for type
approval. At these two engine speeds, which are subject to atolerance of± 5 %, the net power measured at at least onepoint within the ranges S1 ± 5 % and S2 ± 5 % shall not differby more than ± 5 % from the approval figure. ◄▼
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Appendix 1
INFORMATION DOCUMENT No. …
pursuant to Annex I to Council Directive 70/156/EEC (*)relating to EC type-approval of a vehicle
with respect to the engine power
(Directive 80/1269/EEC, as last amended by Directive …/…/EC)
1980L1269 — EN — 05.06.1997 — 003.001 — 14
(*) The item numbers and footnotes used in this information document correspond to those set out in Annex I to
Directive 70/156/EEC. Items not relevant for the purpose of this Directive are omitted.
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Addendum to Appendix 1
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Appendix 2
MODEL
(maximum format: A4 (210 × 297 mm))
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Addendum to EC type-approval certificate No …
concerning the type-approval of a vehicle with regard to Directive 80/1269/EEC, as last amended
by Directive …/…/EC
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▼B
ANNEX II
►(1) (2) (3) (4)M1
►(5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20) (21) (22) (23) (24) (25) (26) (27) (28)M31980L1269 — EN — 05.06.1997 — 003.001 — 23
▼B
►(1) (2)M1
►(3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20) (21) (22) (23) (24) (25) (26) (27) (28) (29) (30) (31) (32) (33)M31980L1269 — EN — 05.06.1997 — 003.001 — 24
▼B
►(1) (2) (3) (4) (5) (6)M1
►(7) (8) (9) (10) (11) (12)M31980L1269 — EN — 05.06.1997 — 003.001 — 25
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