1970L0220 — EN — 14.07.1978 — 004.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COUNCILDIRECTIVE
of20March1970
on the approximation of the laws of the Member States relating to measures to be taken against
airpollutionbygasesfrompositive-ignitionenginesofmotorvehicles
(70/220/EEC)
(OJ L 76, 6.4.1970, p. 1)
Amended by:
Official Journal
No page date
►M1Council Directive 74/290/EEC of 28 May 1974 L 159 61 15.6.1974
►M2Commission Directive 77/102/EEC of 30 November 1976 L 32 32 3.2.1977
►M3Commission Directive 78/665/EEC of 14 July 1978 L 223 48 14.8.1978
Amended by:
►A1Act of Accession of Denmark, Ireland and the United Kingdom of Great
Britain and Northern IrelandL 73 14 27.3.1972
▼B
COUNCILDIRECTIVE
of20March1970
on the approximationof the lawsofthe Member States relating to
measures to be taken against air pollution by gases from positive-
ignitionenginesofmotorvehicles
(70/220/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;
Having regard to the Opinion of the European Parliament(1);
Having regard to the Opinion of the Economic and Social
Committee(2);
Whereas a regulation of 14 October 1968 amending the
Straßenverkehrs-Zulassungs-Ordnung was published in Germany in
theBundesgesetzblatt Part I of 18 October 1968; whereas that regula-
tion contains provisions on measures to be taken against air pollution
by positive-ignition engines of motor vehicles; whereas those provi-sions will enter into force on 1 October 1970;
Whereas a regulation of 31 March 1969 on the ‘Composition of
exhaust gases emitted from petrol engines of motor vehicles’ was
published in France in the Journal officiel of 17 May 1969; whereas
that regulation is applicable:
— from 1 September 1971, to type-approved vehicles with a new type
of engine, that is to say, a type of engine which has never beforebeen installed in a type-approved vehicle;
— from 1 September 1972, to vehicles put into service for the first
time;
Whereas those provisions are liable to hinder the establishment and
proper functioning of the common market; whereas it is thereforenecessary that all Member States adopt the same requirements, either
in addition to or in place of their existing rules, in order, in particular,
to allow the EEC type — approval procedure which was the subject ofthe Council Directive(
3) of 6 February 1970 on the approximation of
the laws of the Member States relating to the type approval of motorvehicles and their trailers to be applied in respect of each type of
vehicle;
Whereas, however, the present Directive will be applied before the date
laid down for the application of the Directive of 6 February 1970;whereas at that time therefore the procedures of this last Directive
will not yet be applicable; whereas therefore an ad hocprocedure
must be laid down in the form of a communication certifying that avehicle type has been tested and that it satisfies the requirements ofthis Directive;
Whereas, on the basis of that communication, each Member State
requested to grant national type approval of a type of vehicle must beable to ascertain whether that type has been submitted to the tests laiddown in this Directive; whereas, to this end, each Member State shouldinform the other Member States of its findings by sending them a copyof the communication completed for each type of motor vehicle which
has been tested;
Whereas a longer period of adaptation should be laid down for industry
in respect of the requirements relating to the testing of the averageemission of gaseous pollutants in a congested urban area after a cold1970L0220 — EN — 14.07.1978 — 004.001 — 2
(1) OJ No C 160, 18.12.1969, p. 7.
(2) OJ No C 48, 16.4.1969, p. 16.
(3) OJ No L 42, 23.2.1970, p. 1.
▼B
start than in respect of the other technical requirements of this Direc-
tive;
Whereas it is desirable to use the technical requirements adopted by the
UN Economic Commission for Europe in its Regulation No 15(1)
(Uniform provisions concerning the approval of vehicles equippedwitha positive-ignition engine withregard to th e emission of gaseouspollutants by the engine), annexed to the Agreement of 20 March 1958concerning the adoption of uniform conditions of approval and reci-
procal recognition of approval for motor vehicle equipment and parts;
Whereas, furthermore, the technical requirements must be rapidly
adapted to take account of technical progress; whereas, to this end,provision should be made for application of the procedure laid downin Article 13 of the Council Directive of 6 February 1970 on the type
approval of motor vehicles and their trailers;
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive, ‘vehicle’ means any vehicle with a
positive-ignition engine, intended for use on the road, with or without
bodywork, having at least four wheels, a permissible maximum weight
of at least 400 kg and a maximum design speed equal to or exceeding50 km/h, with the exception of agricultural tractors and machinery andpublic works vehicles.
Article 2
No Member State may refuse to grant EEC type approval or national
type approval of a vehicle on grounds relating to air pollution by gases
from positive-ignition engines of motor vehicles:
— from 1 October 1970, where that vehicle satisfies both the require-
ments contained in Annex I, with the exception of those in items3.2.1.1 and 3.2.2.1, and the requirements contained in Annexes II,IV, V and VI;
— from 1 October 1971, where that vehicle satisfies, in addition, the
requirements contained in items 3.2.1.1 and 3.2.2.1 of Annex I andin Annex III.
Article 2a
No Member State may refuse or prohibit the sale or registration, entry
into service or use of a vehicle on grounds relating to air pollution by
gases from positive-ignition engines of motor vehicles if that vehicle
satisfies the requirements set out in Annexes I, II, III, IV, V and VI.
Article 3
1. On application being made by a manufacturer or his authorised
representative, the competent authorities of the Member Stateconcerned shall complete the sections of the communication providedfor in Annex VII. A copy of that communication shall be sent to theother Member States and to the applicant. Other Member States whichare requested to grant national type approval for the same type of
vehicle shall accept that document as proof that the tests provided for
have been carried out.
2. The provisions of paragraph 1 shall be revoked as soon as the
Council Directive of 6 February 1970 on the type approval of motorvehicles and their trailers enters into force.1970L0220 — EN — 14.07.1978 — 004.001 — 3
(1) ECE (Geneva) Document W/TRANS/WP 29/293/Rev. 1, 11.4.1969.▼A1
▼B
▼B
Article 4
The Member State which has granted type approval shall take the
necessary measures to ensure that it is informed of any modification
of a part or characteristic referred to in item 1.1 of Annex I. The
competent authorities of that Member State shall determine whetherfresh tests should be carried out on the modified prototype and whethera fresh report should be drawn up. Where such tests reveal failure tocomply with the requirements of this Directive, the modification shallnot be approved.
Article 5
The amendments necessary for adjusting the requirements of Annexes I
to VII so as to take account of technical progress shall be adopted in
accordance with the procedure laid down in Article 13 of the Council
Directive of 6 February 1970 on the type approval of motor vehiclesand their trailers.
Article 6
1. Member States shall adopt provisions containing the requirements
needed in order to comply withth is Directive before 30 June 1970 andshall forthwith inform the Commission thereof.
2. Member States shall ensure that they communicate to the
Commission the text of the main provisions of national law which
they adopt in the field covered by this Directive.
Article 7
This Directive is addressed to the Member States.1970L0220 — EN — 14.07.1978 — 004.001 — 4
▼B
ANNEX I
DEFINITIONS, APPLICATION FOR TYPE APPROVAL AND TEST
SPECIFICATIONS
1. DEFINITIONS
1.1.Vehicle type with regard to the limitation of the emission of
gaseouspollutantsfromtheengine
‘Vehicle type with regard to the limitation of the emission of
gaseous pollutants from the engine’ means vehicles which do not
differ in essential respects, in particular as regards the following
points:
1.1.1. The equivalent inertia determined in relation to the ►M3reference
mass◄, as laid down in item 4.2 of Annex III;
1.1.2. The engine characteristics as defined in items 1-6 and 8 of Annex
II.
1.2.Reference mass
‘Reference mass’ means the mass of the vehicle in running order
less the uniform mass of the driver of 75 kg and increased by a
uniform mass of 100 kg.
1.2.1. ‘Mass of the vehicle in running order’ means the mass defined
under point 2.6 of Annex I to Directive 70/156/EEC.
1.3.Enginecrankcase
‘Engine crankcase’ means the spaces in or external to an engine
which are connected to the oil sump by internal or external ducts
through which gases and vapours can escape.
1.4.Gaseouspollutants
‘Gaseous pollutants’ means carbon monoxide, hydrocarbons and
nitrogen oxides, the latter expressed as nitrogen dioxide (NO2)
equivalents.
1.5. ►M3 Maximummass ◄
‘►M3Maximum mass ◄’ means the technically permissible
►M3maximum mass ◄declared by the vehicle manufacturer
(this mass may be greater than the permissible ►M3maximum
mass◄).
2. APPLICATION FOR TYPE APPROVAL
2.1. The following particulars must be submitted by the manufacturer or
his authorised representative:
2.1.1. A description of the engine type, including all the particulars
referred to in Annex II;
2.1.2. Drawings of the combustion chamber and of the piston, including
the piston rings;
2.1.3. Maximum lifts of valves and angles of opening and closing in rela-
tion to dead centres.
2.2. A vehicle representative of the vehicle type to be approved shall be
submitted to the technical service conducting the tests referred to in
item 3.
3. TEST SPECIFICATIONS3.1.General
The components liable to affect the emission of gaseous pollutants
shall be so designed, constructed and assembled as to enable the1970L0220 — EN — 14.07.1978 — 004.001 — 5
▼M3
▼B
▼M2
▼B
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vehicle, in normal use, despite the vibration to which it may be
subjected, to comply with the requirements of this Directive.
3.2.Descriptionoftests
3.2.1. The vehicle shall be subjected, according to its weight category, to
Types I, II and III tests, as specified below:
3.2.2.1. Type I test (verifying the average emission of gaseous pollutants in
a congested urban area after a cold start).
3.2.1.1.1. This test shall be carried out on all vehicles referred to in Article 1
whose►M3maximum mass ◄does not exceed 3·5 metric tons.
3.2.1.1.2. The vehicle shall be placed on a dynamometer bench equipped with
a brake and a flywheel. A test lasting a total of thirteen minutes and
comprising four cycles shall be carried out without interruption.
Each cycle shall comprise 15 phases (idling, acceleration, steady
speed, deceleration, etc.). During the test the exhaust gases shall becollected in one or more bags. The gases shall be analysed and their
volume measured at the end of the filling period.
3.2.1.1.3. The test shall be carried out by the procedure described in Annex
III. The methods used to collect and analyse the gases shall be those
laid down. Other methods may be approved if it is found that they
yield equivalent results.
3.2.1.1.4. Subject to the provisions of item 3.2.1.1.5 below, the test shall be
performed three times. ►
M2In each test, the mass of the carbon
monoxide, the mass of the hydrocarbons and the mass of the
nitrogen oxides obtained must be less for a vehicle of given
►M3reference mass ◄, than the amounts shown in the table
below:◄
Reference mass
(kilograms)
RWMass of carbon
monoxide
(grams per test)
L1Mass of
hydrocarbons
(grams per test)
L2Mass of nitrogen
oxides expressed in
NO2equivalent
(grams per test)
L3
RW≤750 65 6·0 8·5
750 < RW ≤850 71 6·3 8·5
850 < RW ≤1 020 76 6·5 8·5
1 020 < RW ≤1 250 87 7·1 10·2
1 250 < RW ≤1 470 99 7·6 11·9
1 470 < RW ≤1 700 110 8·1 12·3
1 700 < RW ≤1 930 121 8·6 12·8
1 930 < RW ≤2 150 132 9·1 13·2
2 150 < RW 143 9·6 13·6
3.2.1.1.4.1. However, until 1 October 1981, for type-approval in respect of
emissions of vehicles of category M1equipped withautomatic trans-
missions, the limits L3 for nitrogen-oxide emissions given in the
table in point 3.2.1.1.4 shall be multiplied by the factor 1·25.
Concerning vehicles other than those of category M1, the limits for
nitrogen-oxide emissions remain those given in point 3.2.1.1.4 of
Directive 77/102/EEC, multiplied by the factor 1·25.
►M23.2.1.1.4.2. ◄Nevertheless, for each of the pollutants referred to in
3.2.1.1.4, one of the three results obtained may exceed, by not
more than 10 %, the limit laid down in that item for the vehicle
concerned, on condition that the arithmetic mean of the three results
is below the prescribed limit. Where the prescribed limits are
exceeded for more than one pollutant, it shall be immaterial whether
this occurs in the same test or in different tests.
3.2.1.1.5. The number of tests laid down in item 3.2.1.1.4 shall be reduced in
the cases hereinafter defined, V1being the result of the first test and
V2the result of the second test for any of the pollutants mentioned
in item 3.2.1.1.4.
3.2.1.1.5.1. Only one test shall be made if, for ►M2the three pollutants ◄
concerned, V1≤0·70 L.1970L0220 — EN — 14.07.1978 — 004.001 — 6
▼M1
▼M3
▼M1
▼M1
3.2.1.1.5.2. Only two tests shall be made if, for ►M2the three pollutants ◄
concerned, V1≤0·85 L but for at least one of the pollutants
V1> 0·70 L. In addition, for eachof th e pollutants concerned, V2must satisfy the requirements V1+V2≤1·70 L and V2≤L.
3.2.1.2. Type II test (carbon-monoxide emission test at idling speed).
3.2.1.2.1. This test shall be carried out on all vehicles referred to in Article 1.
3.2.1.2.2. The carbon monoxide content by volume of the exhaust gases
emitted with the engine idling must not exceed 3·5 %. When a
check is made in accordance with the provisions of Annex IV,
under operating conditions not in conformity withth e standards
recommended by the manufacturer (configuration of the adjustment
components), the maximum content measured by volume shall not
exceed 4·5 %.
3.2.1.2.3. This content shall be checked through a test carried out in accor-
dance withth e procedure described in Annex IV.
3.2.1.3. Type III test (verifying emissions of crankcase gases).
3.2.1.3.1. This test shall be carried out on all vehicles referred to in Article 1
with the exception of those having a two-stroke engine with
compression in the crankcase.
3.2.1.3.2. The mass of the hydrocarbons contained in the crankcase gases
which are not recycled by the engine must be less than 0·15% of
the mass of the fuel consumed by the engine.
3.2.1.3.3. This mass shall be checked through a test carried out in accordance
withth e procedure described in Annex V.
4. EXTENSION OF EEC TYPE-APPROVAL
4.1.Vehicle typesofdifferent ►M3 reference masses ◄
Approval of a vehicle type may, under the following conditions, be
extended to vehicle types which differ from the approved type only
in respect of their ►M3reference mass ◄.
4.1.1. Approval may be extended to vehicle types of a ►M3reference
mass◄requiring merely the use of the next higher or next lower
equivalent inertia.
4.1.2. If the ►M3reference mass ◄of the vehicle type for which exten-
sion of the approval is requested requires the use of a flywheel of
equivalent inertia higher than that used for the vehicle type already
approved, extension of the approval shall be granted.
4.1.3. If the ►M3reference mass ◄of the vehicle type for which exten-
sion of the approval is requested requires the use of a flywheel of
equivalent inertia lower than that used for the vehicle type already
approved, extension of the approval shall be granted if the masses
of the pollutants obtained from the vehicle already approved are
within the limits prescribed for the vehicle for which extension of
the approval is requested.
4.2.Vehicle typeswithdifferentoverallgearrates
Approval granted in respect of one vehicle type may, under the
following conditions, be extended to vehicle types which differ
from the approved type only in respect of their overall transmission
ratios:
4.2.1. For each transmission ratio used in the Type I test, the equation
E¼V2/C0V1
V1shall be determined where V1and V2are, respectively,
the speed at 1 000 rpm of the engine of the approved vehicle type
and of the vehicle type for which extension of the approval is
requested.
4.2.2. If for eachgear ratio ►M3E≤8%◄, extension shall be
granted without repeating the Type I tests.1970L0220 — EN — 14.07.1978 — 004.001 — 7
▼B
▼M3
▼B
▼M1
▼M1
4.2.3. If for at least one gear ratio ►M3E>8% ◄, and if for eachgear
ratio►M3E≤13 %◄, the Type I tests shall be repeated but
may be performed in a laboratory chosen by the manufacturer,
subject to the agreement of the authorities competent to grant type-
approval. The report on the tests shall be sent to the approved
laboratory.
4.3.Vehicle types of different ►M3 reference masses ◄and
differentoveralltransmissionratios
Approval granted in respect of one type of vehicle may be extended
to vehicle types which differ from the approved type only in respect
of their ►M3maximum masses ◄and their overall transmission
ratios, where all the conditions laid down in items 4.1 and 4.2 above
are fulfilled.
4.4.Note
When a vehicle type has been approved under the provisions of
items 4.1 to 4.3 above, suchtype approval may not be extended to
other vehicle types.
5. CONFORMITY OF PRODUCTION
5.1. As a general rule, conformity of production models, withregard to
limitation of the emission of gaseous pollutants from the engine,
shall be checked on the basis of the description in the communica-
tion set out in Annex VII and, where necessary, of all or some of
the tests of Types I, II and III described in item 3.2.
5.1.1. Conformity of the vehicle in a Type I test shall be checked as
follows:
5.1.1.1. A vehicle shall be taken from the series and subjected to the test
described in item 3.2.1.1. However, the limits shown in item
3.2.1.1.4 shall be replaced by the following:
Reference mass
(kilograms)
RWMass of carbon
monoxide
(grams per test)
L1Mass of
hydrocarbons
(grams per test)
L2Mass of nitrogen
oxides expressed in
NO2equivalent
(grams per test)
L3
≤750 78 7·8 10·2
750 < RW ≤850 85 8·2 10·2
850 < RW ≤1 020 91 8·5 10·2
1 020 < RW ≤1 250 104 9·2 12·2
1 250 < RW ≤1 470 119 9·9 14·3
1 470 < RW ≤1 700 132 10·5 14·8
1 700 < RW ≤1 930 145 11·2 15·4
1 930 < RW ≤2 150 158 11·8 15·8
2 150 < RW 172 12·5 16·3
5.1.1.1.1. For vehicles of category M1equipped withautomatic transmissions
which have been granted type-approval in respect of emissions
before 1 October 1981, the limits L3 for nitrogen-oxide emissions
given in the table in point 5.1.1.1 of this Directive shall be multi-
plied by the factor 1·25.
Concerning vehicles other than those of category M1, the limits for
nitrogen-oxide emissions remain those given in point 5.1.1.1 of
Directive 77/102/EEC, multiplied by the factor 1·25.
5.1.1.2. If the vehicle selected does not meet the requirements of item
5.1.1.1, the manufacturer may ask for measurements to be made on
a sample of vehicles taken from the series, including the vehicle
originally tested. The manufacturer shall determine the size n of
the sample. Vehicles other than the vehicle originally selected shall
be subjected to a single Type I test.1970L0220 — EN — 14.07.1978 — 004.001 — 8
▼M3
▼M1
▼M1
The result to be taken into account for the vehicle originally tested
shall be the arithmetic mean of the results of the three Type I tests
carried out on the vehicle. The arithmetic mean /C22xx of the results
obtained with the sample and the standard deviation S(1)o ft he
sample shall then be determined for each gaseous pollutant.
The production of the series shall then be deemed to conform if the
following condition is met:
x/C0þk/C1S/C20L
where
L = the limit value laid down in item 5.1.1.1 for each gaseous
pollutant considered; and
k = a statistical factor dependent on n and given in the following
table:
n 234567
k 0·973 0·613 0·489 0·421 0·376 0·342
n8 9 1 0 1 1 1 2 1 3
k 0·317 0·296 0·279 0·265 0·253 0·242
n 1 41 51 61 71 81 9
k 0·233 0·224 0·216 0·210 0·203 0·198
If n≥20 k ¼0/C1860ﬃﬃﬃnp
5.1.2. In a Type II or Type III test carried out on a vehicle taken from the
series, the conditions laid down in items 3.2.1.2.2 and 3.2.1.3.2 shall
be complied with.
5.1.3. Notwithstanding the requirements of item 2.1.1 of Annex III, the
technical department responsible for checking conformity of
production may, with the consent of the manufacturer, carry out
tests of Types I, II and III on vehicles which have been driven less
than 3 000 km.1970L0220 — EN — 14.07.1978 — 004.001 — 9
(1)S2¼Xx/C0x/C0ðÞ2
n/C01;where x is any one of the individual results obtained with the
sample n.
▼B
ANNEX II
►(1) (2)M1
►(3)M31970L0220 — EN — 14.07.1978 — 004.001 — 10
▼B
►(1) (2)M31970L0220 — EN — 14.07.1978 — 004.001 — 11
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ANNEX III
TYPEITEST
(verifying the average emission of pollutants in a congested urban area after a
cold start)
Procedure forTypeItestspecifiedinitem3.2.1.1.ofAnnexI
1. OPERATING CYCLE ON THE DYNAMOMETER BENCH1.1.Descriptionofcycle
The operating cycle on the dynamometer bench shall be that indicated
in the following table and plotted in Appendix 1. The analysis by
operations is given in Appendix 2.1970L0220 — EN — 14.07.1978 — 004.001 — 12
Operatingcycle onthedynamometerbench
No of
operationOperation PhaseAccelera-
tion
m/sec2Speed
km/hDuration of eachCumulative
time
(sec)Gear to be used in the
case of a manual
gearboxOperation
(sec)Phase
(sec)
1 Idling 1 11 11 11 6 sec PM + 5 sec
K1(1)
2 Acceleration 2 1·04 0—15 4 4 15 13 Steady speed 3 15 8 8 23 14 Deceleration9
=
;4− 0·69 15—10 29
=
;525 1
5 Deceleration, clutchdisengaged − 0·92 10—0 3 28 K
1
6 Idling 5 21 21 49 16 sec PM + 5 sec
K1
7 Acceleration9
>>>=
>>>;60·83 0—15 59
>>>=
>>>;1254 1
8 Gear change 2 569 Acceleration 0·94 15—32 5 61 2
10 Steady speed 7 32 24 24 85 211 Deceleration9
=
;8− 0·75 32—10 89
=
;1193 2
12 Deceleration, clutchdisengaged − 0·92 10—0 3 96 K
2
13 Idling 9 21 21 117 16 sec PM + 5 sec
K1
14 Acceleration9
>>>>>>>>>=
>>>>>>>>>;100·83 0—15 59
>>>>>>>>>=
>>>>>>>>>;26122 1
15 Gear change 2 124
16 Acceleration 0·62 15—35 9 133 2
17 Gear change 2 13518 Acceleration 0·52 35—50 8 143 319 Steady speed 11 50 12 12 155 320 Deceleration 12 − 0·52 50—35 8 8 163 321 Steady speed 13 35 13 13 176 322 Gear change9
>>>>=
>>>>;1429
>>>>=
>>>>;12178
23 Deceleration − 0·86 32—10 7 185 224 Deceleration, clutchdisengaged − 0·92 10—0 3 188 K
2▼B1970L0220 — EN — 14.07.1978 — 004.001 — 13
No of
operationOperation PhaseAccelera-
tion
m/sec2Speed
km/hDuration of eachCumulative
time
(sec)Gear to be used in the
case of a manual
gearboxOperation
(sec)Phase
(sec)
25 Idling 15 7 7 195 7 sec PM
(1) PM = Gearbox in neutral, clutchengaged.
K1,K2= First or second gear engaged, clutchdisengaged.▼B1970L0220 — EN — 14.07.1978 — 004.001 — 14
▼B
1.2.Generalconditionsforcarryingoutthecycle
Preliminary testing cycles should be carried out if necessary to deter-
mine how best to actuate the accelerator and brake controls so as to
achieve a cycle approximating to the theoretical cycle within the
prescribed limits.
1.3.Useofthegearbox
1.3.1. If the maximum speed which can be attained in first gear is below
15 km/h, the second, third and fourth gears shall be used.
►M3The second, third and fourth gears may also be used when
the driving instructions recommend starting in second gear on level
ground, or when first gear is therein defined as a gear reserved for
cross-country driving, crawling or towing. ◄
1.3.2. Vehicles equipped with semi-automatic gearboxes shall be tested by
using the ratios normally employed for driving, and the gear lever
shall be operated in accordance with the manufacturer's instructions.
1.3.3. Vehicles equipped with fully automatic gearboxes shall be tested with
the highest gear (‘Drive’) engaged. The accelerator shall be operated
so as to obtain the steadiest acceleration possible, allowing the
various gears to be engaged in the normal order. Furthermore, the
gear-change points shown in Appendix 1 shall not apply; acceleration
shall continue throughout the period represented by the straight lines
connecting the end of each period of idling with the beginning of the
next period of steady speed. The tolerances given in item 1.4 shall
apply.
1.3.4. Vehicles equipped with an overdrive which can be actuated by the
driver shall be tested with the overdrive out of action.
1.4.Tolerances
1.4.1. A tolerance of 1 km/h above or below the theoretical speed shall be
allowed during acceleration during steady speed, and during decelera-
tion when the vehicle's brakes are applied. If the vehicle decelerates
more rapidly without the use of the brakes, only the requirements of
item 5.6.3 shall apply. Speed tolerances greater than those prescribed
shall be permitted during phase changes provided that the tolerances
are never exceeded for more than 0·5 second on any one occasion.
1.4.2. Time tolerances of ± 0·5 sec. These tolerances shall apply at the
beginning and at the end of each gear-changing period(1).
1.4.3. The speed and time tolerances shall be combined as indicated in
Appendix 1.
2. VEHICLE AND FUEL2.1.Testvehicle
2.1.1. The vehicle shall be presented in good mechanical condition. It shall
have been run in and have been driven at least 3 000 km before the
test.
2.1.2. The exhaust device shall not have any leaks likely to reduce the quan-
tity of gases collected, which shall be the quantity of gases emerging
from the engine.
2.1.3. The tightness of the admission system may be checked to ensure that
carburation is not affected by an accidental intake of air.
2.1.4. The settings of the engine and of the vehicle's controls shall be those
prescribed by the manufacturer. ►
M3This requirement also applies,
in particular, to the settings for idling (rotational speed and carbon
monoxide content of the exhaust gases), for the automatic choke and
for the exhaust-gas cleaning system. ◄
2.1.5. The intake system of the vehicle tested shall be fitted, beyond the
throttle, with a connection making it possible to measure accurately
the vacuum in the intake pipe.1970L0220 — EN — 14.07.1978 — 004.001 — 15
(1) It should be noted that the time of two seconds allowed includes the time for changing
gear and, if necessary, a certain amount of latitude to catchup withth e cycle.▼M3
▼B
2.1.6. The laboratory may verify that the vehicle conforms to the perfor-
mances stated by the manufacturer, that it can be used for normal
driving, and more particularly that it is capable of starting when cold
and when hot.
2.1.7. Vehicles designed to operate with catalytic convertors shall be tested
with the catalyst removed although these devices may be fitted to
vehicles produced to the type approved.
2.2.Fuel
2.2.1. The fuel shall be the reference fuel whose specifications are given in
Annex VI. If the engine is lubricated by a mixture, the oil added to
the reference fuel shall comply as to grade and quantity with the
manufacturer's recommendations.
3. TEST EQUIPMENT
3.1.Dynamometerbrake
No particular model is prescribed. However, its adjustment shall not
be affected by the lapse of time. It shall not produce any perceptible
vibrations in the vehicle likely to impair the latter's normal operation.
It must be equipped withan inertia adapter enabling th e operation of
the vehicle on the road to be reproduced (equivalent inertias).
3.2.Gas-collectionequipment
3.2.1. ►M2The connecting tubes shall be made of stainless steel and shall,
so far as possible, be provided withrigid connections. ◄However, a
completely gas-tight flexible ring element shall be used to isolate the
device from the vehicle vibrations. Other materials may be used if
they do not affect the composition of the gases.
3.2.2. If the vehicle being tested is equipped with an exhaust pipe
comprising several branches, the branches shall be interlinked as
near as possible to the vehicle.
3.2.3. The temperature of the gases in the collecting system shall be compa-
tible with the correct operation of the engine, with maintenance of the
sampling bags in good condition, with the hydrocarbon absorption
level laid down in item 4.5.1 ►M2 ◄.
3.2.4. A cooling condenser shall be installed between the tail pipe and the
inlet valve to the bag or bags, so that the temperature of the gases at
the condenser outlet is not reduced below 5 ºC. The cooling system
should be such as to avoid any condensed water entrainment by the
gases flowing through it, and the humidity of the gases in the
collecting bag or bags must be less than 90 % at 20 ºC.
3.2.5. The total volume of the collecting system, excluding the bag, shall
not exceed 0·08 m3.►M3The volume of the section of the sampling
tube leading into the bag shall be less than 0·03 m3.◄
►M23.2.6.◄The various valves used to direct the exhaust gases either to
the atmosphere or to the sampling device shall be quickly adjustable
and quick-acting.
►M23.2.7.◄The collecting device shall comprise one or more bags of
adequate capacity. The bags shall be made of such materials as will
not affect either the accuracy of the measurements or the conservation
of the gases.
3.3.Analyticalequipment
3.3.1. The sampling probe may consist of the sampling tube leading into the
collecting device or of the bag-emptying tube. It may also be indepen-
dent but in no case shall its opening be at the bottom of the bag.
3.3.2. ►M2The carbon monoxide and hydrocarbon analysers shall be of
the non-dispersive type with absorption in the infra-red. ◄The
hydrocarbons analyser shall be sensitised for n-hexane.1970L0220 — EN — 14.07.1978 — 004.001 — 16
▼M3
▼B
▼M3
▼M2
▼B
▼M2
3.3.3. The nitrogen oxides shall be analysed as follows:
3.3.3.1. The gases contained in the bag shall pass through a converter which
reduces the nitrogen dioxide (NO2) to nitric oxide (NO).
3.3.3.2. The nitric oxide (NO) content of the gases emerging from the
converter shall be determined by means of a chemiluminescence
analyser.
3.3.3.3. No gas-drying device (ice-trap) must be used upstream of the
analyser.
3.4.Volume-measuringequipment
3.4.1. A volumetric gauge shall be used.3.4.2. Pressure and temperature measurements enabling the volume to be
referred to standard conditions shall be carried out at points selected
in the light of the type of gauge used. The laboratory shall specify
their positions.
3.4.3. The gas-bleeding device may consist of a pump or of any other
system which keeps the pressure measured at the gauge constant.
3.5.Accuracyofinstruments
3.5.1. As the brake is calibrated in a separate test, the accuracy of the
dynamometer is not indicated. The total inertia of the rotating masses,
including that of the rollers and the rotating part of the brake (see
item 4.2), shall be given to within ± 20 kg.
3.5.2. The speed of the vehicle shall be measured by the speed of rotation of
the rollers connected to the brake flywheels. It shall be measurable to
within ± 2 km/h in the speed range 0 to 10 km/h and to within ± 1 km/
hfor speeds above 10 km/h .
3.5.3 The temperatures considered in items 5.1.1 and 6.3.3 shall be measur-
able to within ± 2 ºC.
3.5.4. The atmospheric pressure shall be measurable to within
±►
M31·33 mbar ◄.
3.5.5. The vacuum in the vehicle's intake system shall be measurable to
within ± ►M36·67 mbar ◄. The other pressures (backpressure in
the sampling device, pressure for correction of volume etc.) must be
measurable to within ± ►M30·49 mbar ◄.
3.5.6. The size and accuracy of the gauge shall be appropriate to the volume
of gas to be measured, so that the measurement of volume is accurate
to within ± 2%.
3.5.7. The converter must be least 90 % efficient.►
M23.5.8.◄The analysers shall have a measuring range compatible with
the accuracy required to measure the content of the various constitu-
ents to within ± 3%, disregarding the accuracy of the standard
(calibration) gases. The overall response time of the analysing circuit
shall be less than one minute.
►M23.5.9.◄The content of the standard gases shall not differ by more than
± 2% from the reference value of each gas. The diluent shall be
nitrogen.
4. PREPARING THE TEST4.1.Settingofbrake
4.1.1. The brake shall be so adjusted as to reproduce the operation of the
vehicle on the level at a steady speed of 50 km/h.1970L0220 — EN — 14.07.1978 — 004.001 — 17
▼B
▼M2
▼B
▼M3
4.1.2. The brake is adjusted in the following way:
►M34.1.2.1. ◄For this purpose the vacuum shall be measured at the engine
intake during a road test carried out at 50 km/hin th ird gear, or using
the gears specified in item 1.3, the vehicle being loaded to its
►M3maximum mass ◄and the tyre pressure being that indicated
by the manufacturer. The vacuum shall be measured when a steady
speed on the level has been maintained for at least fifteen seconds.
To take account of the effects of wind, the average of the results of
measurements made twice in eachdirection sh all be taken.
►M34.1.2.2. ◄The vehicle shall then be placed on the dynamometer bench
and the brake so adjusted as to obtain the same vacuum at the intake
as that recorded in the road test referred to item 4.1.2 above. This
brake setting shall be maintained throughout the test.
►M34.1.2.3. ◄A check shall be made to verify that the setting of the brake
so obtained is appropriate for other intermediate states between idling
and the maximum speed in the cycle, if necessary, an average setting
shall be adopted.
4.1.2.4. Other methods of measuring the power necessary for propelling the
vehicle (e.g. driveline torque measurement, deceleration measurement,
etc.) will also be permitted.
4.1.2.5. The brake can only be adjusted on the basis of road tests if the condi-
tions of air pressure and temperature, on the road and at the location
of the dynamometer bench, do not differ by more than ± 15 mbar and
± 8 ºC.
4.1.3. If the preceding method is not applicable, the bench is regulated in
order to absorb the power exerted by the driving wheels at a constant
speed of 50 km/h in accordance with the provisions of the table in
point 4.2. This power is determined according to the method indicated
in Annex VII.
4.1.3.1. In the case of vehicles other than those of category M1, vehicles with
a reference mass of more than 1 700 kg, or vehicles all of whose
wheels are driven, the power values given in the table shall be multi-
plied by the factor 1·3.
4.2.Adjustmentofequivalentinertiastothevehicle'stranslatoryiner-
tias
A flywheel shall be used enabling a total inertia of the rotating
masses to be obtained proportional to the ►M3maximum mass ◄
within the following limits:
Reference mass (RW) of
vehicle
(kilograms)Equivalent inertias
(kilograms)Power absorbed by
the dynamometer
(kilowatts)
≤750 680 1·8
750 < RW ≤850 800 2·0
850 < RW ≤1 020 910 2·2
1 020 < RW ≤1 250 1130 2·4
1 250 < RW ≤1 470 1360 2·7
1 470 < RW ≤1 700 1590 2·9
1 700 < RW ≤1 930 1810 3·1
1 930 < RW ≤2 150 2040 3·3
2 150 < RW ≤2 380 2270 3·5
2 380 < RW ≤2 610 2270 3·6
2 610 < RW 2270 3·7
4.3.Conditioningofvehicle
4.3.1. Before the test the vehicle shall be kept at a temperature of between
20 º and 30 ºC for at least six hours. The cooling-water and engine-oil
temperatures shall be measured before the test to make sure that they
are between 20 º and 30 ºC.1970L0220 — EN — 14.07.1978 — 004.001 — 18
▼B
▼M1
▼M3
▼B
▼M3
▼B
▼B
4.3.2. The tyre pressure shall, as in the case of the preliminary road test for
brake adjustment, be that indicated by the manufacturer. However, if
the diamter of the rollers is less than 50 cm, the pressure in the tyres
shall be increased by 30-50% to prevent damage to the tyres.
4.4.Checkofback-pressure
During the preliminary tests a check shall be made to ensure that the
back-pressure set up by the sampling device does not exceed
►M37·36 mbar ◄, measurements being performed at the various
steady speeds prescribed in the cycle. ►M3For vehicles with a
reference mass of more than 1 700 kg whose engine is fitted with a
device for the dilution of exhaust gases (an air pump, for example),
a back-pressure not exceeding 10 mbar is allowed. ◄
4.5.Conditioningofbag(s)
4.5.1. ►M2The bag(s) shall ◄be so conditioned, particularly withregard
to hydrocarbons, that hydrocarbon losses over a period of 20 minutes
do not exceed 2% of the initial content. This conditioning shall be
carried out during preliminary tests conducted at temperatures close
to the extreme temperatures encountered during the various tests.
4.5.2. Losses shall be measured as follows. When the engine is running at a
constant (rpm) speed the hydrocarbon content of the gases entering
the bag shall be measured continuously until the bag has been filled.
The content, when filling is completed, must be the average of the
contents recorded during filling. The bag shall be emptied by the
analyser pumps and the content recorded continuously or at fixed
intervals. If after twenty minutes the content has varied by more
than 2%, the bag shall be emptied and then refilled for a second
measurement. This cycle shall be repeated as many times as is neces-
sary to saturate the walls.
4.5.3. Air must be blown into the bag(s) before each test in order the
remove any residual moisture.
4.6.Calibrationofanalyticalapparatus
4.6.1. Check on converter efficiency
The efficiency of the NO2-NO converter shall be checked by one of
the following two methods:
4.6.1.1. Method ‘A’
4.6.1.1.1. A sampling bag which has not already been used to collect samples of
exhaust gases shall be filled with air (or oxygen) and NO reference
gas, which will be metered in such a way as to enable a mixture lying
within the measuring range of the analyser to be obtained. Enough
oxygen shall be added to enable a good proportion of the NO to be
converted into NO2.
4.6.1.1.2. The bag shall be shaken briskly and be immediately connected to the
sample feed device on the analyser. The NO and NOxconcentrations
shall be measured in turn at one-minute intervals by alternately
passing the sample through the converter and through the bypass
tube. After several minutes the presence of NO and NOxwill be
recorded as shown in the diagram below if the converter is func-
tioning properly. Although the quantity of NO2will be increasing,
the sum NOx=N O+N O2should remain constant. A reduction in
the amount of NOxas the operations proceed would be a sign that
the efficiency of the converter was decreasing and the cause would
have to be determined before the device was used.1970L0220 — EN — 14.07.1978 — 004.001 — 19
▼M2
▼B
▼M2
▼B
▼M2
▼M2
Response rate of the check on converter efficiency
4.6.1.2. Method ‘B’
The efficiency of the converter can be verified with the aid of an
ozonizer in accordance with the diagram and method set out below:
Device for measuring converter efficiency
4.6.1.2.1. The NO analyser shall be connected to a T tube receiving on one side
a supply of the calibration gas (mixture of NO in N2in a proportion
corresponding to about 80% of the full-scale value of the instrument)
and from the other side a supply of ozonized oxygen or air
(depending on the NO concentration). The inlet pipe for the supply
of O2shall be provided with a shut-off valve (SOV) and each of the
inlet pipes shall also be connected to a metering valve (MV) and a
flowmeter (F).
4.6.1.2.2. At the beginning of the check the SOV shall be closed and MV2 set
in such a way as to obtain a steady reading from the chemilumines-
cent instrument set to ‘bypass’. The device shall be spanned and
calibrated in such a way that it correctly indicates the concentration
of the gas sample used. Note reading (A).
4.6.1.2.3. With the ozonizer off the SOV shall be opened and the O2flow rate
regulated in such a way as to reduce the figure indicated by the
analyser by about 10%. This figure (B) shall be noted. The ozonizer
shall be switched on and its voltage regulated so that the instrument
reading falls to about 20 % of the initial value obtained with the non-
diluted gas. The figure indicated (C) shall be noted.
4.6.1.2.4. The analyser shall be switched to ‘convert’ and the reading (D) shall
again be noted. The ozonizer shall be switched off and the new
reading (E) noted. The SOV shall be closed and the new reading (F)
of the instrument noted. The latter reading must be identical with the1970L0220 — EN — 14.07.1978 — 004.001 — 20
▼M2
initial value (A) unless the gas sample contains NO2, in which case
the figure indicated will be higher.
4.6.1.2.5. The efficiency of the converter (expressed as a percentage) shall be
given by
D/C0C
E/C0C/C2100 :
4.6.1.3. The efficiency of the converter must be checked at least once a week
and preferably once a day.
►M24.6.2.◄Calibration of analysers.
The quantity of gas at the indicated pressure compatible with the
correct functioning of the equipment shall be injected into the
analyser by means of the discharge gauge and the pressure-reducing
valve mounted on each bottle. The apparatus shall be adjusted to indi-
cate as a stabilised value the value shown on the standard-gas bottle.
Starting from the setting obtained with the maximum-content bottle,
the curve of the analyser's deviations shall be drawn as a function of
the content of the various standard-gas bottles used.
►M24.6.3.◄Overall response time of the apparatus.
The gas from the maximum-content bottle shall be injected into the
end of the sampling probe. A check shall be made to ensure that the
indicated value corresponding to maximum deviation is attained in
less than one minute. If this value is not attained, the analysing circuit
shall be inspected from end to end for leaks.
4.7.Adjustmentofvolume-measuringdevice
The bag shall be filled during the preliminary tests and a check made
to ensure that the volume can be measured with the desired accuracy.
If necessary, a suitable (gas) gauge shall be selected in each case.
5. PROCEDURE FOR BENCH TESTS5.1.Specialconditionsforcarrying outthecycle
5.1.1. The temperature in the place where the roller bench is situated shall
be between 20 º and 30 ºC throughout the test and approximate as
closely as possible that of the place where the vehicle was condi-
tioned for the test.
5.1.2. The vehicle shall be more or less horizontal during the test so as to
avoid any abnormal distribution of the fuel.
5.1.3. The test shall be carried out with the bonnet raised. An auxiliary
ventilating device acting on the radiator (water-cooled) or on the air
intake (air-cooled) may be used, if necessary, to keep the engine
temperature normal.
5.1.4. When the cycle is carried out the speed considered shall be that of the
rollers connected to the brake flywheel. During the test the speed
shall be plotted against time so that the correctness of the cycles
performed can be assessed.
5.1.5. Recording of the vacuum shall be optional; however, if it is recorded
at the same time as the speed, it will be possible to judge whether the
accelerations have been made correctly.
5.1.6. The temperatures of the cooling water and of the crankcase oil may
also be recorded if desired.
5.2.Startinguptheengine
5.2.1. The engine shall be started up by means of the devices provided for
this purpose, such as the choke, the starter valve, etc., according to
the manufacturer's instructions.
5.2.2. The engine shall be kept idling on the choke for a period of forty
seconds. The first cycle shall begin when the valve of the effluent-
recovery device is operated, which shall be done at the end of the
forty-second period.1970L0220 — EN — 14.07.1978 — 004.001 — 21
▼B
▼M1
5.3.Useofthechoke
5.3.1. Manual choke
The choke shall be cut out as soon as possible, and in principle before
acceleration from 0 to 50 km/h of the first cycle. If this requirement
cannot be met, the moment of effective cutout shall be indicated. The
method used to adjust the choke shall be that indicated by the manu-
facturer.
5.3.2. Automatic choke
If the vehicle is fitted with an automatic choke, it must be driven as
indicated by the manufacturer as regards setting and kick-down
following a cold start. If the kick-down point is not indicated, it
must take place 13 seconds after the engine has commenced running.
5.4.Idling
5.4.1. Manual-shift gearbox:
5.4.1.1. During periods of idling the clutch shall be engaged and the gears in
neutral.
5.4.1.2. To enable the accelerations to be performed according to the normal
cycle the vehicle shall be put in first gear, with the clutch disengaged,
five seconds before the acceleration following the idling period in
question.
5.4.1.3. The first idling period at the beginning of the cycle shall consist of
six seconds of idling in neutral withth e clutchengaged and five
seconds in first gear withth e clutchdisengaged.
5.4.1.4. For the idling periods during each cycle the corresponding times shall
be sixteen seconds in neutral and five seconds in first gear withth e
clutchdisengaged.
5.4.1.5. The last idling period in the cycle shall consist of seven seconds in
neutral withth e clutchengaged.
5.4.2. Semi-automatic gearboxes:
The manufacturer's instructions for driving in town, or in their
absence instructions applicable to manual gearboxes, shall be
followed.
5.4.3. Automatic gearboxes:
The selector must not be operated at any time during the test unless
the manufacturer specifies otherwise. In the latter case the procedure
for manual gearboxes shall be applied.
5.5.Accelerations
5.5.1. Accelerations shall be so performed that the rate of acceleration is as
constant as possible throughout the operation.
5.5.2. If acceleration cannot be carried out in the prescribed time, the extra
time required shall be deducted from the time allowed for changing
the combination, if possible, and in any case from the next steady-
speed period.
5.6.Decelerations
5.6.1. All decelerations shall be effected by removing the foot completely
from the accelerator, the clutch remaining engaged. The clutch shall
be disengaged, without touching the gear lever, at a speed of 10 km/h.
5.6.2. If the period of deceleration is longer than that prescribed for the
corresponding phase, the vehicle's brakes shall be used to keep to
the cycle.
5.6.3. If the period of deceleration is shorter than that prescribed for the
corresponding phase, the timing of the theoretical cycle shall be
restored by an idling period merging into the following idling opera-
tion.
5.6.4. At the end of the deceleration period (stopping vehicle on the rollers)
the gear shall be put into neutral and the clutch engaged.1970L0220 — EN — 14.07.1978 — 004.001 — 22
▼B
▼B
5.7.Steadyspeeds
5.7.1. ‘Pumping’ or the closing of the throttle shall be avoided when passing
from acceleration to the following steady speed.
5.7.2. Periods of constant speed shall be achieved by keeping the accelerator
position fixed.
6. PROCEDURE FOR SAMPLING AND ANALYSIS6.1.Sampling
6.1.1. Sampling shall begin as soon as the valve has been opened as indi-
cated in item 5.2.2.
6.1.2. If several bags are used the bag shall be changed at the beginning of
the first idling period of a cycle.
6.1.3. The bag shall be hermetically closed as soon as it is full.6.1.4. At the end of the last cycle the valve shall be operated to divert the
gases produced by the engine into the atmosphere.
6.2.Analysis
6.2.1. The gases contained in each bag shall be analysed as soon as possible
and in any event not later than twenty minutes after filling of the bag
in question began. ►
M1If the design of the bag inlet does not
ensure complete mixing of the gases emitted during the test, these
gases must be mixed before analysis e.g. via a recirculating pump. ◄
6.2.2. If the sampling probe is not left permanently in the bag, the entry of
air into the latter during insertion of the probe and the escape of gases
from the bag during extraction of the probe should be avoided.
6.2.3. The analyser shall be in a stabilised condition within one minute of its
connection to the bag.
6.2.4. The figure adopted as the content of the gases in each of the effluents
measured shall be that read off after stabilisation of the measuring
instrument.
6.3.Measurementofvolume
6.3.1. To avoid wide temperature variations, the volume of the bag or bags
shall be measured as soon as the gases have reached room tempera-
ture.
6.3.2. The bags shall be emptied by passing the gases through the gas
gauge.
6.3.3. The temperature (tm) used for the calculations shall be the arithmetic
mean of the temperatures at the beginning and at the end of emptying,
the maximum permissible difference between these two temperatures
being less than 5 ºC.
6.3.4. The pressure (Pm) used for the calculations shall be the arithmetic
mean of the absolute pressures recorded beginning and at the end of
emptying, the maximum permissable difference between these two
pressures being less than ►M35·33 mbar ◄.
6.3.5. The volume of gas drawn off for analysis shall be added to the
volume measured by the meter if the first volume is equivalent to
more than 1 per cent of the measured volume. The result obtained
shall be designated by the symbol Vm.
7. DETERMINATION OF THE QUANTITY OF GASEOUS POLLU-
TANTS EMITTED
7.1.Correctionofthemeasuredvolumesofgas
The volume of the gases contained in each bag shall be referred to
normal temperature and pressure by means of the formula:
V¼Vm273
273þtm/C2Pm/C0PH
760;
Vm: is the volume, expressed in litres, recorded as indicated in item
6.3.5;1970L0220 — EN — 14.07.1978 — 004.001 — 23
▼B
tm: is the arithmetic mean of the extreme temperatures recorded as
indicated in item 6.3.3, expressed in degrees Celsius;
Pm: is the arithmetic mean of the extreme absolute pressures
recorded as indicated in item 6.3.4, expressed in
►M3millibars ◄; and
PH: is the partial water-vapour pressure expressed in
►M3millibars ◄.
For the purpose of determining corrected volume V ′in the case of
nitrogen oxides, value PH shall be taken to be equal to O.
7.2.Correctionof‘nitrogendioxide’content
7.2.1. The nitrogen dioxide content of the gases shall be corrected by means
of following formula:
Cc¼1
1/C00/C10329 H /C010/C17 ðÞCM
CM= the measured nitrogen dioxide content.
Cc= the corrected nitrogen dioxide content.
H = the absolute humidity expressed in grams of water per kilo-
gram of dry air.
Absolute humidity H is given by the following formula:
H¼6/C12111 Ra /C2Pd
PB/C0Pd/C2Ra
100
Ra = the relative humidity of the ambient air in %.
Pd= the saturated-water-vapour pressure at ambient temperature
measured witha dry-bulb th ermometer.
PB= the barometric pressure.
Pressures Pdand PBshall be expressed in the same units.
7.3.Massofgaseouspollutantscontainedineachbag
The mass of the gaseous pollutants contained in each bag shall be
determined by means of the product of d × C × V where C is the
content per unit volume, d the density of the gaseous pollutants under
consideration and V the corrected volume. V shall be replaced by V ′
in the case of nitrogen oxides.
For carbon monoxide, d = 1·250.
For hydrocarbons, d = 3·844 (hexane).
For nitrogen oxides, d = 2·05 (NO2).
►M27.4.◄Totalmassofgaseouspollutantsemitted
The mass M of each gaseous pollutant emitted by the vehicle during
the test shall be determined by adding the masses of the gaseous
pollutants contained in eachbag and calculated as indcated in item
7.2.
Note:Laboratories are recommended to check the analyses by also measuring the quantity
of carbon dioxide produced.1970L0220 — EN — 14.07.1978 — 004.001 — 24
▼M1
▼M2
▼B
▼B
APPENDIX 1
1970L0220 — EN — 14.07.1978 — 004.001 — 25
▼B
APPENDIX 2
Analysisoftheoperatingcycle usedforthetypeItest
Time %
1.Analysisbyphases
Idling … ......................... 60sec 30·8/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C15035·4 Idling, vehicle moving, clutch engaged
on one combination ................ 9sec 4·6
Gear change … .................... 8sec 4·1
Accelerations … ... ................ 36sec 18·5
Steady speed … ... ................ 57sec 29·2
Decelerations … ... ................ 25sec 12·8
195 sec 100
2.Analysisbasedonuseofgearbox
Idling … ......................... 60sec 30·8/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C15034·5 Idling, vehicle moving, clutch engaged
on one combination ................ 9sec 4·6
Gear change … .................... 8sec 4·1
— first gear … ... ................ 24sec 12·3
— second gear … . ................ 53sec 27·2
— third gear … ... ................ 41sec 21
195 sec 100
Average speed during test: 19 km/h.
Effective running time: 195 sec.
Theoretical distance covered per cycle: 1·013 km.Equivalent distance for the test (4 cycles): 4·052 km.1970L0220 — EN — 14.07.1978 — 004.001 — 26
▼B
ANNEX IV
TYPEIITEST
(Carbon-monoxide emission test at idling speed)
Procedure fortheTypeIItestspecifiedinitem3.2.12ofAnnexI
1.CONDITIONSOFMEASUREMENT
1.1. The fuel shall be the reference fuel whose specifications are given in
Annex VI.
1.2. The Type II test shall be carried out immediately after the fourth
operating cycle of the Type I test, with the engine at idling speed
and the choke not in use, starting from cold. Immediately before
eachsubsequent measurement of th e carbon monoxide content, an
operating cycle of the Type I test shall be performed as described in
item 1.1 of Annex III.
1.3. In the case of vehicles with manual or semi-automatic transmission
gearboxes the test shall be carried out with the gear lever in the
‘neutral’ position and withth e clutchengaged.
1.4. In the case of vehicles with automatic transmission gearboxes the test
shall be carried out with the gear selector in the ‘zero’ or ‘parking’
position.
1.5.Settingcontrol foridling.
1.5.1. Definition
For the purposes of this Directive, ‘setting controls’ means those parts
which can be used to alter the idling speed of the engine and can be
easily adjusted by an operator using only the tools described under
item 1.5.1.1 below. In particular, devices for calibrating fuel and air
flow rates shall not be regarded as ‘setting controls’ if their adjust-
ment necessitates the removal of set-stops which normally prohibit
their adjustment by anyone other than a qualified mechanic.
1.5.1.1. Tools which can be used to adjust the idle setting controls: screw-
driver (ordinary or cross-headed), spanners (ring, open-ended or
adjustable), pliers, Allen keys.
1.5.2. Determination of the measuring points.1.5.2.1. The first measurement shall be taken at the vehicle settings used for
the Type I test.
1.5.2.2. A sufficient number of characteristic positions shall be determined for
eachcontinuously variable setting control.
1.5.2.3. The measurement of the carbon monoxide content of the exhaust
gases must be taken at all possible positions of the setting controls,
but with the continuously variable controls only for the positions
stated under item 1.5.2.2.
1.5.2.4. The Type II test shall be deemed satisfactory if either of the following
conditions is fulfilled:
1.5.2.4.1. None of the values measured in accordance with the requirements of
item 1.5.2.3 exceeds the limit value:
1.5.2.4.2. the maximum content obtained if one of the setting controls is
continuously varied while the setting of the other controls remains
constant does not exceed the limit value, this condition having to be
fulfilled in respect of the various combinations of the setting control
configurations apart from the continuously varied control.
1 5.2.5. The possible positions of the setting controls shall be limited,1.5.2.5.1. by whichever of the following is greater: the lowest crankshaft speed
which the engine can achieve at idling speed; the crankshaft idling
speed recommended by the manufacturer, minus 100 rpm;
1.5.2.5.2. by whichever of the following is lowest: the highest crankshaft speed
which the engine can be made to achieve via the idle setting controls;1970L0220 — EN — 14.07.1978 — 004.001 — 27
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the crankshaft idling speed recommended by the manufacturer plus
250 rpm; the crankshaft speed at which the automatic clutch engages.
1.5.2.6. In addition, setting positions which are incompatible with the proper
functioning of the engine must not be taken as measuring points, in
particular when an engine is fitted with several carburettors, all of
the carburettors must be adjusted to the same setting.
2.SAMPLINGOFGASES
2.1. The sampling probe shall be placed in the pipe connecting the vehicle
exhaust with the sampling bag and as close as possible to the exhaust.
2.2. In order to take account of possible dilution of the exhaust gases with
air, the content by volume of carbon monoxide (T1) and of carbon
dioxide (T2) shall be measured, and the content by volume (T) to be
compared with the prescribed limit shall be calculated by the formula
T¼T1/C20/C115
T1þT2 ðÞ1970L0220 — EN — 14.07.1978 — 004.001 — 28
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ANNEX V
TYPEIIITEST
(Verifying emissions of crankcase gases)
Procedure fortheTypeIIItestspecifiedinitem3.2.1.3ofAnnexI
1. GENERAL PROVISIONS
1.1. The Type III test shall be carried out on the vehicle subjected to the
Type I and the Type II tests.
1.2. The engines tested shall include leak-proof engines other than those so
designed that even a slight leakage may cause unacceptable operating
faults (suchas flat-twin engines).
2. TEST CONDITIONS
2.1. Idling shall be regulated in conformity with the manufacturer's recom-
mendations; in the absence of such recommendations it shall be so
regulated as to achieve a maximum vacuum in the intake manifold.
2.2. The measurements shall be performed in the following three sets of
conditions of engine operation:
Condition
NoVehicle speed (km/
h)Weighting
factorPower absorbed by brake
1 Idling 0·25 Nil
2 50 ± 2 0·25 That corresponding to the setting
for type-I test
3 50 ± 2 0·50 That for condition No 2, multiplied
by the factor 1·7
►M32.3.◄The engine speed for measurements as referred to under 2 and 3
in item 2.2 shall be selected as the lowest engine speed at which, gear
ratios being taken into account, the vehicle can travel at a speed of
50 km/hin normal operating conditions.
3. TEST METHOD
3.1. In eachof th e sets of conditions 1, 2 and 3 specified in item 2.2 above,
the following shall be measured:
3.1.1. The volume Qnnot recycled by the device in the unit time;
3.1.2. The consumption by weight Cnof fuel in the same unit time.
3.2. The volumes Qn, measured as specified in item 4.6 in eachof th e sets
of conditions, shall be referred to the standard conditions
(►M31013·25 mbar ◄; 0 ºC) by the formula
Q0
n¼QnH
►M31013/C125◄/C2273
T
3.3. The content by volume of hydrocarbons, t, shall be measured as speci-
fied in item 4.4. If the manufacturer so requests, the crankcase gases
shall not be analysed but shall be assumed to contain 15000 ppm of
hydrocarbons.
3.4. The volume mass (weight per unit volume) of hydrocarbons shall be
assumed to be 3·84 g/litre; for eachof th e aforementioned sets of condi-
tions the weight of hydrocarbons discharged to the atmosphere shall be
determined by the formula:
Pn=Q′n× t × 3·84,1970L0220 — EN — 14.07.1978 — 004.001 — 29
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Q′nbeing the corrected volumes.
3.5. The mean weight of hydrocarbons /C22PP and the consumption /C22CC of fuel
shall be calculated from the values obtained for each of the aforemen-
tioned sets of conditions by applying the weighting factors specified in
item 2.2. They shall be expressed in the same units.
3.6. Interpretation of results
The vehicle shall be deemed satisfactory if
/C22PP/C200/C115
100/C2/C22CC:
4. METHOD OF MEASUREMENT OF THE VOLUME QnNOT
RECYCLED BY THE DEVICE
4.1.Stepstobetakenbeforethetest
Before the test, all apertures other than that required for the recovery of
the gases shall be stopped up.
4.2.Principle ofthemethod
4.2.1. A suitable take-off not introducing any additional loss of pressure shall
be installed on the recycling circuit of the device directly at the engine-
connection aperture.
4.2.2. A flexible bag made of a material not absorbing hydrocarbons shall be
so connected to the outlet from the take-off so as to collect the gases
which are not recycled by the engine (see Appendix). The bag shall be
emptied at eachmeasurement.
4.3.Methodofmeasurement
The bag shall be stopped up before each measurement. It shall be
brought into communication with the take-off for a known period of
time and then emptied through a suitable volumetric meter.
During emptying as aforesaid the pressure H, expressed in
►M3mbar◄, and the temperature N, expressed in degrees Celsius,
shall be measured for the purpose of volume correction as referred to in
item 3.2.
4.4.Measurementofhydrocarboncontent
4.4.1. During emptying as aforesaid the hydrocarbon content shall, if appro-
priate, be measured by means of a non-dispersive n-hexane-sensitised
infra-red analyser. The reading shall be multiplied by the coefficient
1·24 to allow for the absolute hydrocarbons concentration in the crank-
case gases.
4.4.2. The analysers and the reference gases shall meet the conditions laid
down in Annex III, items 3.5.7 and 3.5.8.
4.5.Measurementoffuelconsumption
The weight of fuel consumed in each of the conditions of operation
defined in item 2.2 shall be determined. This weight shall be referred
to the unit time.
4.6.Expressionofresultsofmeasurements
The values Q ′n, in which n relates to each of the conditions referred to
in item 2.2, and the consumptions Cnshall be referred to the same unit
time for the purpose of applying the weighting coefficients and the
calculations for determining the weighted weight of hydrocarbons and
the weighted consumption of fuel.
4.7.Accuracyofmeasurements
4.7.1. The pressure in the bag during measurement of the volumes shall be
measured to within ± ►M31·33 mbar ◄.
4.7.2. The vacuum at intake shall be measured to within
±►M310·67 mbar ◄.1970L0220 — EN — 14.07.1978 — 004.001 — 30
▼B
4.7.3. The vehicle speed shall be taken at the rollers and measured to within
± 2 km/h.
4.7.4. The quantity of gas discharged shall be measured to within ± 5%.
4.7.5. The temperature of the gases during measurement of the volume shall
be measured to within ± 2 ºC.
4.7.6. The hydrocarbon content shall be measured, if appropriate, to within
± 5%, irrespective of the degree of accuracy of the reference gases.
4.7.7. The fuel consumption shall be measured to within ± 4%.
5. ALTERNATIVE TEST METHODS
5.1. The vehicle shall be considered satisfactory if, under each of the
measuring conditions specified in item 2.2, it is shown that the recircu-
lating or venting system is able to recycle all of the crankcase gases
which could be emitted to the atmosphere.
5.2. The requirements of items 2 and 4.7 shall apply to this method
5.3.Testmethods
5.3.1. General method
5.3.1.1. The apertures of the engine shall be left in the original condition on the
engine.
5.3.1.2. The measurement of the pressure inside the crankcase shall be made at
the dip stick aperture. The pressure shall be measured with an inclined
manometer.
5.3.1.3. The vehicle shall be considered satisfactory, if for each of the
measuring conditions specified in item 2.2, the pressure measured in
the crankcase does not exceed the atmospheric pressure at the time of
measuring.
5.3.1.4. If, for any of the measuring conditions specified in item 2.2, the pres-
sure measured in the crankcase exceeds the atmospheric pressure, the
additional test specified in item 5.3.2 shall be carried out when
requested by the manufacturer.
5.3.1.5. For tests in accordance with the method described, the crankcase pres-
sure shall be measured to within ± ►M30·1 mbar ◄.
5.3.2. Additional test method
5.3.2.1. The apertures of the engine shall be left in the original condition on the
engine.
5.3.2.2. A flexible bag impervious to crankcase gases and witha capacity of
about 5 litres shall be connected to the dip stick aperture. This bag shall
be empty before eachmeasurement.
5.3.2.3. The bag shall be stopped up before each measurement. It shall be
opened to the crankcase for five minutes for each measurement condi-
tion specified in item 2.2.
5.3.2.4. The vehicle shall be considered satisfactory if no visible inflation of the
bag occurs under any of the conditions specified in item 2.2.
5.3.3. Note
5.3.3.1. If the design of the engine is such that the test cannot be performed
according to the methods specified in items 5.3.1 and 5.3.2, the
measurements shall be carried out according to the method specified
in item 5.3.2 withth e following modifications:
5.3.3.2. before the test, all apertures other than that required for the collection
of the gases shall be stopped up.
5.3.3.3. The bag shall be connected to a suitable take-off which does not intro-
duce any additional loss of pressure and which is located on the
recycling circuit of the device directly at the engine-connection aper-
ture.1970L0220 — EN — 14.07.1978 — 004.001 — 31
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APPENDIX
TypeIIITest
1970L0220 — EN — 14.07.1978 — 004.001 — 32
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ANNEX VI
Characteristicsofreference fuel (1)andmethodsusedtodeterminethem
Limits and units Method
Researchoctane number 99 ± 1 ASTM(2) D 908-67
specific gravity 15/4 ºC 0·742 ± 0·007 ASTM D 1298-67/C144/C147/C147/C147/C147/C145/C147/C147/C147/C147/C146Reid vapour pressure0·6 ± 0·04 bars
ASTM D 323-58 8·82 ± 0·59 psi
Distillation
Initial boiling point
— 10% vol 50 ± 5 ºC ASTM D 86-67
— 50% vol 100 ± 10 ºC— 90% vol 160 ± 10 ºCFinal boiling point 195 ± 10 ºC— residue max. 2% vol— loss max. 1% volHydrocarbon analysis
ASTM D 1319-66 T— olefins 18 ± 4% vol
— aromatics 35 ± 5% vol
— saturates balance
Oxidation stability min. 480 minutes ASTM D 525-55(residual) max. 4 mg/100 ml ASTM D 381-64Antioxidant min. 50 ppmSulphur content 0·03 ± 0·015% by weight ASTM D 1266-64/C144/C147/C147/C147/C147/C145/C147/C147/C147/C147/C146Lead content0·57 ± 0·03 g/l
ASTM D 526-662·587 ± 0·136 g/IG
— nature of scavenger motor mix— organic lead compound not specifiedOther additives nil
(1) In blending the reference fuel, only conventional European base materials should be used, unconventional
components suchas pyrolysis gasoline, th ermally cracked material and motor benzole being excluded.
(2) Initials of the American Society for Testing and Materials, 1916 Race St Philadelphia, Pennsylvania 19103,
U.S.A. The figures after the dash denote the year in which a standard was adopted or revised.
Should any ASTM standards be amended, the standards adopted in the years quoted above will remain applic-
able unless it is agreed to replace them by later standards.1970L0220 — EN — 14.07.1978 — 004.001 — 33
▼M3
ANNEX VII
METHODOFCALIBRATINGTHEDYNAMOMETER
1. This Annex describes the method to be used to determine the relationship
between the indicated power of the dynamometer and the actual power
absorbed by the dynamometer.
The actual power absorbed by the dynamometer (Pa) is the power
absorbed by the brake, plus the power absorbed due to friction within the
dynamometer, but not the power loss due to the friction between the tyre
and roller.
2. This method disregards the variations in the internal friction of the
roller(s), which are due to the load applied by the vehicle.
3. According to this method the power absorbed is determined on the basis
of the deceleration times of the roller(s). The difference between the
deceleration time of the driven roller and that of the free roller can be
disregarded in the case of two-roller dynamometers, i.e. the time to be
taken into consideration is that of the driven roller.
4. The following procedure will be used:
4.1. Use a flywheel or any other means of simulating the inertia of the mass of
the vehicle. Select for this purpose the inertial mass with which the
dynamometer is most commonly used.
4.2. Bring the dynamometer up to speed by placing the vehicle on the rollers,
or by any other method.
4.3. A fifth wheel, revolution counter or any other suitable device may be used
to measure the speed(s) of the roller(s).
4.4. Bring the roller(s) to a speed of 50 km/h and apply a suitable power to the
dynamometer in accordance withth e table in point 4.2 of Annex III.
4.5. Note the power indicated (Pi).
4.6. Bring the roller(s) to a speed of at least 60 km/h.4.7. Disengage the device used to bring the dynamometer up to speed (there
must be no vehicle on the roller(s)).
4.8. Note the times taken for the speed of the roller(s) to decrease from 55 to
45 km/h.
4.9. The power P
ais to be calculated using the formula:
Pa¼M1/C1V2
1/C0V2
2/C0/C1
2000 /C1t¼0/C103857 /C1M1
t
where:
Pa= power absorbed by the dynamometer in kW,
M1= equivalent inertia of the driven roller in kg,
V1= initial speed in m/s (55 km/h= 15·28 m/s),
V2= final speed in m/s (45 km/h= 12·50 m/s),
t = time needed by the roller(s) to slow down from 55 to 45 km/h.
4.10. Repeat operations 4.4 to 4.9 a sufficient number of times to cover the
range of powers set out in Annexes III and V.
4.11. Diagram showing the indicated power as a function of the power absorbed
at 50 km/h.1970L0220 — EN — 14.07.1978 — 004.001 — 34
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1970L0220 — EN — 14.07.1978 — 004.001 — 35
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ANNEX►M3VIII◄
►(1) (2) (3) (4)M31970L0220 — EN — 14.07.1978 — 004.001 — 36