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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 of 24 March 1988 L 92 50 9.4.1988
Corrected by:
►C1Corrigendum, OJ L 105, 26.4.1988, p. 34 (88/195)
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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 of the European Parliament (2),
Having regard to the opinion of the 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 enginepower of a vehicle type;
Whereas those requirements differ from one Member State to another;
whereas this results in technical barriers to trade which must be elimi-nated by all Member States adopting the same requirements either inaddition to or in place of their existing rules, in order in particular toallow the EEC type-approval procedure which was the subject ofCouncil Directive 70/156/EEC of 6 February 1970 on the approx-imation of the laws of the Member States relating to the type-approvalof motor vehicles and their trailers (
4), as last amended by Directive
80/1267/EEC (5), to be introduced in respect of each type of vehicle,
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this 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 of vehicles which run on rails and of agricultural tractors andmachinery.
Article 2
No Member State may refuse to grant EEC type-approval or national
type-approval in respect of a vehicle, or refuse or prohibit the sale,registration, entry into service or use of a vehicle, on grounds relating toits engine power if this has been determined in accordance withAnnexes I and II.
Article 3
Any amendments necessary for adapting the requirements of the
Annexes to take account of technical progress shall be adopted inaccordance with the procedure laid down in Article 13 of Directive70/156/EEC.
(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.
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Article 4
1. Member States shall bring into force the provisions necessary in
order to comply with this Directive within 18 months of its notification.They shall forthwith inform the Commission thereof.
2. Member States shall ensure that the texts of the 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.
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ANNEX 1
DETERMINATION OF ENGINE POWER
1. EEC TYPE-APPROVAL
1.1. Application for EEC type-approval
The application for EEC type-approval for a vehicle type in respect of
the engine power is submitted by the vehicle manufacturer or hisauthorized representative.
1.1.1. It must be accompanied by three copies of the document mentioned
below and of the following:
1.1.1.1. Information sheet duly completed,
1.1.1.2. Information required in Appendix 1 or 2.1.1.2. If the technical service responsible for the type-approval tests carries
out the tests itself, a vehicle representative of the vehicle type to beapproved must be provided.
1.2. Documents
Where an application within the meaning of 1.1 is accepted, the
competent authority must prepare the document, the model for whichis contained in Annex II. In order to draw up this document, thecompetent authority of the Member State conducting the EEC type-approval tests may use the report prepared by an approved or recog-nized laboratory pursuant to the provisions of this Directive.
2. SCOPE
2.1. This method applies to internal-combustion engines used for the
propulsion of category M and N vehicles as defined in Annex I toDirective 70/156/EEC, belonging to either of the 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 of this 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 theauxiliaries listed in Table 1. If the power measurement can be carriedout with a mounted gearbox only, the efficiency of the gearbox is tobe taken into account.
3.2. ‘Maximum net power' means the maximum value of the net power
measured at full engine load.
3.3. ‘Standard-production equipment' means equipment provided by the
manufacturer for a particular application.
4. ACCURACY OF THE MEASUREMENTS OF FULL LOAD
POWER
4.1. Torque: ±1%o f measured 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 revo-lution counter and chronometer (or counter-timer).
(1) The torque measuring system shall be calibrated to take friction losses into account.
The accuracy in the lower half of the measuring range of the dynamometer benchm a yb e±2%o f measured torque.
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No Auxiliary equipment Fitted for net power test4.3. Fuel consumption: ±1%o f measured 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 in vehicle exhaust pipe: ± 200 Pa ◄(see note 1b to
Table 1).
5. TEST FOR MEASURING NET ENGINE POWER5.1. Auxiliaries
5.1.1. Auxiliary equipment to be fittedDuring the test, the auxiliary equipment necessary for the engineoperation in the intended application (as listed in Table 1) shall beinstalled on the test bench as far as possible in the same position as theintended application.
5.1.2. Auxiliary equipment to be removedCertain vehicle accessories necessary only for the operation of thevehicle and which may be mounted on the engine shall be removed forthe 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 inthe unloaded condition may be determined and added to the measuredengine power.
TABLE 1
Auxiliary equipment to be included for the test to determine net power of engine
1
Intake system
Intake manifold
Air filter (1a)
Intake silencer (1a)Yes, standard-production equipment
Crankcase emission control system
Speed-limiting device (1a)
2Induction-heating device of intake manifold Yes, standard-production equipment (ifpossible it shall be set in the mostfavourable position)
3
Exhaust system
Exhaust purifier
Exhaust manifold
Connecting pipes (1b)
Silencer (1b)Yes, standard-production equipment
Tail pipe (1b)
Exhaust brake (2)
Supercharging device
4Fuel supply pump (3) Yes, standard-production equipment
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No Auxiliary equipment Fitted for net power test
5Carburettor
Electronic control system, air flow meteretc. (if fitted)Yes, standard-production equipment
Pressure reducer
EvaporatorEquipment for gas engines
Mixer
6Fuel-injection equipment (petrol and diesel)
Prefilter
Filter
Pump
High-pressure pipe
Injector
Air intake valve, if fitted (4) Yes, standard-production equipment
Electronic control system, air flow meteretc. (if fitted)
Governor/control system
Automaticfull-load stop for the c ontrolrack depending on atmospheric condi-tions
7Liquid-cooling equipment
Engine bonnet
Bonnet air outletNo
Radiator
Fan (5)(6)
Fan cowlYes, standard-production equipment (5)
Water pump
Thermostat (7)
8Air cooling
Cowl
Blower (5)(6)Yes, standard-production equipment
Temperature-regulating device
9Electrical equipment Yes, standard-production equipment (8)
10Supercharging equipment (if fitted)
Compressor driven either directly by theengine and/or by the exhaust gases
Charge air cooler (9)
Coolant pump or fan (engine-driven)Yes, standard-production equipment
Coolant flow control device (if fitted)
11Auxiliary test-bench fan Yes, if necessary
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No Auxiliary equipment Fitted for net power test
12Anti-pollution device10 Yes, standard-production equipment
(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 beused and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa fromthe 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 the manufacturer. The exit of theengine exhaust system is defined as a point 150 mm downstream from the termination of the part of the exhaustsystem 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 of injected fuel.
(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 be operated by the engine waterpump only. Cooling of the liquid may be produced either by the engine radiator or by an external circuit,provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same asthose of the engine cooling system. The radiator shutter, if incorporated, shall be in the open position. Where thefan, radiator and cowl system cannot conveniently be fitted to the engine, the power absorbed by the fan whenseparately moutned in its correct position in relation to the radiator and cowl (if used), shall be determined at thespeeds corresponding to the engine speeds used for measurement of the engine power either by calculation fromstandard characteristics or by practical tests. This power, corrected to the standard atmospheric conditionsdefined 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 disconnect-
able fan (or blower) disconnected or with the progressive fan or blower running at maximum slip.
(7) The thermostat may be fixed in the fully open position.
(8) Minimum power of the generator: the power of the generator shall be limited to that necessary for the operation
of accessories which are indispensable for the operation of the engine. If the connection of a battery is necessary,a fully 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 of the engine air across thecharge air-cooler on the test-bench system as those specified by the manufacturer for the system on the completevehicle.
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 operationof the engine.
(b) Starting other than electrical: If there are any electrically operated
accessories indispensable to the operation of the engine, the gener-ator 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.
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TABLE 2
Setting conditions
1Setting of carburettor(s)
2Setting of injection-pump deliverysystemSet in accordance with the manufac-
3Ignition or injection timing (timingcurve)turer’s production specifications andused without further alteration for theparticular application
4Governor setting
5Anti-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 forcompression-ignition engines, the engine being equipped as specifiedin Table 1.
5.3.2. Performance data shall be obtained under stabilized operating condi-
tions, with an adequate fresh-air supply to the engine. The engine musthave been run-in in accordance with the manufacturer’s recommenda-tions. Combustion chambers may contain deposits, but in limitedquantity.Testconditions such as inlet air temperature shall be selected as near toreference conditions (see 6.2) as possible in order to minimize themagnitude of the correction factor.
5.3.3. The temperature of the inlet air to the engine (ambient air) shall be
measured within 0,15 m upstream of the point of entry of the aircleaner, or, if no air cleaner is used, within 0,15 m to the air inlet horn.The thermometer or thermocouple shall be shielded from radiant heatand placed directly in the air stream. It shall also be shielded from fuelspray-back. A sufficient number of locations shall be used to give arepresentative 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 tha n±1%o r±1 0m i n
−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 of two stabi-lized consecutive values which do not vary more than 2 % for the
brake load and fuel consumption.
5.3.7. The temperature of the coolant at the outlet from the engine shall be
kept withi n±5K from the upper thermostatically controlled tempera-
ture specified by the manufacturer. If no temperature is specified bythe manufacturer, the temperature shall be 35 3K±5K .
For air-cooled engines, the temperature at a point indicated by themanufacturer shall be kept within + 0/− 20 K of the maximum valuespecified by the manufacturer in the reference conditions.
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 estab-lished by the engine manufacturer.
5.3.9. The temperature of the lubricating oil measured in the oil sump or at
the outlet from the oil cooler, if fitted, shall be maintained within thelimits established by the engine manufacturer.
5.3.10. An auxiliary regulating system may be used if necessary to maintain
the temperature within the limits specified in 5.3.7, 5.3.8 and 5.3.9.
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5.3.11. Fuel
The fuel shall be one available on the market without any supplemen-
tary smoke suppressant additives. In any case of dispute, the referencefuel 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, para-
graph 2
of Council Directive 70/220/EEC of 20 March 1970 on the approx-
imation of the laws of the Member States relating to measures to betaken 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 of the manufac-turer.
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 andthe highest engine speeds recommended by the manufacturer. Thisrange of speeds shall include the speed of revolution at which theengine produces its maximum power. For each speed, the average of atleast two stabilized measurements is to be determined.
5.5. Measurement of smoke index
In the case of compression-ignition engines, the exhaust gases shall be
examined during the test for compliance with the conditions set out inAnnex VI to Council Directive 72/306/EEC (
4).
5.6. Data to be recorded
Data to be recorded are those indicated in Appendix I.
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 °C)
6.2.2. Dry pressure (Pso): 99 kPa
Note:The dry pressure is based on a total pressure of 100 kPa and a
water vapour pressure of 1 kPa.
(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 Lubri-
cants and Engine Fuels.
(4) OJ No L 190, 20. 8. 1972, p. 1.
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6.3. Test atmospheric conditions
The atmosphericc onditions 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 αaand αd(1)
6.4.1. Naturally aspirated or supercharged positive-ignition engine —
Factor αa:
αa=(99)Ps1,2.(T)2980,6 (2)
where
T is the absolute temperature in Kelvins (K) of the air drawn in by the
engine;
Psis the total dry atmosphericpressure in kilopasc als (kPa), that is, the
total barometricpressure minus water vapour pressure.
Conditions to be complied with in the laboratory.For a test to be valid, the correction factor α
amust be such that:
0,93≤αa≤1,07
If these limits are exceeded, the correct value obtained shall be given
and the test conditions (temperature and pressure) precisely stated inthe test report.
6.4.2. Compression-ignition engine — Factor α
d
The power correction factor ( αd) for compression-ignition engines at
constant fuel rate is obtained by applying the formula:
αd=( fa)fm
where
fais the atmosphericfac tor;
fmis the characteristic parameter for each type of engine and adjust-
ment.
6.4.2.1. Atmosphericfac tor fa
This factor indicates the effects of environmental conditions (pressure,
temperature and humidity) on the air drawn in by the engine.
The atmospheric factor formula differs according to the type of
engine.
6.4.2.1.1. Naturally aspirated and mechanically supercharged engines.
fa=(99)Ps.(T)2980,7
6.4.2.1.2. Turbocharged engines with or without cooling of inlet air.
fa=(99)Ps0,7.(T)2981,5
(1) The tests may be carried out in air-conditioned test rooms where the atmospheric
conditions may be controlled.
(2) In the case of engines fitted with automatic air temperature control, if the device is
such that at full load at 25 °C no heated air is added, the test shall be carried out
with the device fully closed. If the device is still operating at 25 °C then the test is
made with the device operating normally and the exponent of the temperature term inthe correction factor shall be taken as zero (no temperature correction).
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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 of compressor 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 of fmequal to 0,3 (fm= 0,3) will be taken.
For qcvalues higher than 65 mg/(litre ·cycle), a constant value of fmequal to 1,2 (fm= 1,2) will be taken (see figure):
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
If these limits are exceeded, the corrected value obtained shall be
given and the test conditions (temperature and pressure) preciselystated in the test report.
7. TEST REPORT
The test report shall contain the results and all the calculations
required to find the net power, as listed in Annex II, together with thecharacteristics of the engine listed in Appendix I or Appendix 2 to thisAnnex.
8. MODIFICATION OF ENGINE TYPE
Any modification of the engine with regard to the characteristics listed
in Appendix 1 or Appendix 2 to this Annex shall be reported to thecompetent authority. That authority may then either:
8.1. consider that the modifications made are not likely to have any
substantial effect on the power of the engine, or
8.2. request a futher determination of the engine power through the
carrying-out of such tests as are deemed necessary.
9. TOLERANCES FOR MEASURING THE NET POWER
9.1. The net power of the engine measured by the technical service may
differ by ± 2 % from the net power specified by the manufacturer,
with a tolerance of 1,5 % for the engine speed.
9.2. The net power of an engine at a production conformity test may differ
b y±5% from the net power at a type-approval test.
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Appendix 1
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►(1)M1
►(2)M1
►(3)M1
►(4)M1
►(5)M1
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Appendix 2

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►(1)M1
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ANNEX II
►(1)M1
►(2)M1
►(3)M1
►(4)M1
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►(1)M1
►(2)M1
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►(1)M1
►(2)M1
►(3)M1
►(4)M1
►(5)M1
►(6)M1
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