I 
 
  
(Acts whose publication is obligatory) 
 
  
Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions concerning the approval of compression-ignition (C.I.)  and natural gas (NG) engines as well 
as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped 
with c.i. and ng engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants 
by the engine 
 
 
 
Revision 3  
Incorporating:  
01 series of amendments - Date of entry into force : 14 May 1990 
02 series of  amendments - Date of entry into force : 30 December 1992 Corrigendum 1 to the 02 series of amendments subject of depositary notification      C.N.232.1992.TREATIES-32 dated 11 September 1992 Corrigendum 2 to the 02 series of amendments subject of depositary notification      C.N.353.1995.TREATIES-72 dated 13 November 1995 Corrigendum 1 to Revision 2 (Erratum - English only) Supplement 1 to the 02 series of amendments - Date of entry into force : 18 May 1996 Supplement 2 to the 02 series of amendments - Date of entry into force : 28 August 1996 
Corrigendum 1 to Supplement 1 to the 02 series of amendments subject of depositary notification      C.N.426.1997.TREATIES-96 dated 21 November 1997 Corrigendum 2 to Supplement 1 to the 02 series of amendments subject of depositary notification      C.N.272.1999.TREATIES-2 dated 12 April 1999 Corrigendum 1 to Supplement 2 to the 02 series of amendments subject of depositary notification      C.N.271.1999.TREATIES-1 dated 12 April 1999 03 series of amendments – Date of entry into force : 27 December 2001 04 series of amendments – Date of entry into force : 31 January 2003 
 
 27.12.2006 EN Official Journal of the European Union L 375/1
1. SCOPE 
 
This Regulation applies to the emission of gaseous and particulat e pollutants from C.I. 
and NG engines and P.I. engine s fuelled with LPG, used for driving motor vehicles 
having a design speed exceeding 25 km/h of categories 1 / 2 / M 1 having a total mass 
exceeding 3.5 tonnes, M 2, M 3, N1, N2 and N 3. 
 2. DEFINITIONS AND ABBREVIATIONS  
For the purposes of this Regulation: 
 2.25. "test cycle
" means a sequence of test points each with a defined speed and torque to be 
followed by the engine under steady state (E SC test) or transien t operating conditions 
(ETC, ELR test); 
 2.26. "approval of an engine (engine family)
" means the approval of an engine type (engine 
family) with regard to the level of the emission of  gaseous and particulate pollutants; 
 2.27. "diesel engine
" means an engine which works on the compression-ignition principle; 
 "gas engine
" means an engine, which is fuelle d with natural gas (NG) or liquid 
petroleum gas (LPG); 
 2.28. "engine type
" means a category of engines which do not  differ in such essential respects 
as engine characteristics as define d in annex 1 to this Regulation; 
 2.29. "engine family
" means a manufacturers grouping of en gines which, through their design 
as defined in annex 1, appe ndix 2 to this Regulation, ha ve similar exhaust emission 
characteristics;  all members of the family must comply with the applicable emission limit values; 
 2.30. "parent engine
" means an engine selected from an engine family in such a way that its 
emissions characteristics will be representative for that engine family; 
 2.31. "gaseous pollutants" means carbon monoxid e, hydrocarbons (assuming a ratio of 
CH1.85 for diesel, CH2.525 for LPG and an assumed molecule CH3O0.5 for ethanol-
fuelled diesel engines), non-methane hy drocarbons (assuming a ratio of CH1.85 for 
diesel fuel, CH2.525 for LPG and CH2.93 for NG), methane (assuming a ratio of CH4 
for NG) and oxides of nitrogen, the last-n amed being expressed in nitrogen dioxide 
(NO2) equivalent;  
                    
 
1/ In conformity with annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3), 
(TRANS/WP.29/78/Rev.1/Amend.2). 
2/ Engines used by category N 1, N 2 and M 2 power-driven vehicles are not approved according to this 
Regulation, provided that such vehicles are approved according to Regulation No. 83. L 375/2 EN Official Journal of the European Union 27.12.2006
 
"particulate pollutants " means any material collected on a specified filter medium after 
diluting the exhaust with clean filtered air so that the temperature does not  
exceed 325 K (52°C); 
 2.32. "smoke
" means particles suspended in the exha ust stream of a diesel engine which 
absorb, reflect, or refract light; 
 2.33. "net power
" means the power in ECE kW obtained on the test bench at the end of the 
crankshaft, or its  equivale nt, measured in accordance with the method of measuring 
power as set out in Regulation No. 24. 
 2.34. "declared maximum power (P
max)" means the maximum power in ECE kW (net power) 
as declared by the manufacturer in his application for approval; 
 2.35. "per cent load
" means the fraction of the maximum available torque at an engine speed; 
 2.12.  "ESC test
" means a test cycle consisting of 13 st eady state modes to be applied in 
accordance with paragraph 5.2. of this Regulation; 
 2.13.  "ELR test
" means a test cycle consisting of a seque nce of load steps at constant engine 
speeds to be applied in accordance with  paragraph 5.2. of this Regulation; 
 2.14.  "ETC test
" means a test cycle consisting of 1800 second-by-second transient modes to be 
applied in accordance with para graph 5.2. of this Regulation; 
 2.15.  "engine operating speed range
" means the engine speed range, most frequently used 
during engine field operation, wh ich lies between the low and high speeds, as set out in 
annex 4 to this Regulation; 
 2.16.  "low speed (n
lo)" means the lowest engine speed where 50 per cent of the declared 
maximum power occurs; 
 2.17.  "high speed (n
hi)" means the highest engine speed where 70 per cent of the declared 
maximum power occurs; 
 2.18.  "engine speeds  A, B and C
" means the test speeds within the engine operating speed 
range to be used for the ESC test and the EL R test, as set out in annex 4, appendix 1 to 
this Regulation; 
 2.19.  "control area"
 means the area between the engine speeds A and C and between 25 to 
100 per cent load; 
 2.20.  "reference speed (n
ref)" means the 100 per cent speed value to be used for denormalizing 
the relative speed values of the ETC test, as set out in annex 4, appendix 2 to this 
Regulation; 27.12.2006 EN Official Journal of the European Union L 375/3
 
2.21.  "opacimeter " means an instrument designed to meas ure the opacity of smoke particles by 
means of the light extinction principle; 
 2.22.  "NG gas range
" means one of the H or L range as de fined in European Standard EN 437, 
dated November 1993; 
 2.23.  "self adaptability
" means any engine device allowing the air/fuel ratio to be kept 
constant; 
 2.24.  "recalibration
" means a fine-tuning of a NG engine  in order to provide the same 
performance (power, fuel consumption) in  a different range of natural gas; 
 2.36. "Wobbe Index (lower Wl; or upper Wu)
" means the ratio of the corresponding calorific 
value of a gas per unit volume and the square root of its relative density under the same 
reference conditions: 
  2.37. "ʷ-shift factor (S
ʷ)" means an expression that describes the required flexibility of the 
engine management system regarding a change of the excess-air ratio ʷ if the engine is 
fuelled with a gas composition different  from pure methane (see annex 8 for the 
calculation of S ʷ). 
 2.38. "EEV
" means Enhanced Environmentally Friendl y Vehicle which is a type of vehicle 
propelled by an engine complying with the permissive emission limit values given in row C of the Tables in para graph 5.2.1. of this Regulation; 
 2.39. "Defeat Device
" means a device which measures, senses or responds to operating 
variables (e.g. vehicle speed, engine speed, g ear used, temperature, intake pressure or 
any other parameter) for the purpose of activa ting, modulating, dela ying or deactivating 
the operation of any component or function of the emission control system such that the 
effectiveness of the emissi on control system is reduced under conditions encountered 
during normal vehicle use unless the use of such  a device is substantially included in the 
applied emission certifica tion test procedures. 
 2.40. “Auxiliary control device
” means a system, function or cont rol strategy installed to an 
engine or on a vehicle, that is used to protect the engine and/or its ancillary equipment against operating conditions that could result in damage or failure, or is used to facilitate engine starting. An auxiliary control device may also be a strategy or measure that has been satisfactorily demonstrated  not to be a defeat device. 
 2.41. “Irrational emission control strategy
” means any strategy or measure that, when the 
vehicle is operated under norma l conditions of use, reduces  the effectiveness of the gas air gas / XHW t t ?L 375/4 EN Official Journal of the European Union 27.12.2006
emission control system to a level below that  expected on the applicable emission test 
procedures. 
 
 
Figure 1 : Specific definitions of the test cycles 
 
 
2.31. Symbols and Abbreviations   2.31.1.  Symbols for Test Parameters 
 
Symbol
 Unit  Term  
AP m² Cross sectional area of the isokinetic sampling probe 
AT m² Cross sectional area of the exhaust pipe 
CE E  - Ethane efficiency 
CE M - Methane efficiency 
C1 - Carbon 1 equivalent hydrocarbon 
conc ppm / vol% Subscript denoting concentration  
D0 m³/s Intercept of PDP calibration function 
DF - Dilution factor D - Bessel function constant E - Bessel function constant E
Z g/kWh Interpolated NO x emission of the control point 
fa - Laboratory atmospheric factor 
fc s-1 Bessel filter cut-off frequency 
FFH  - Fuel specific factor for the calculation of wet 
concentration for dry concentration 
FS  - Stoichiometric factor 
GAIRW
 kg/h Intake air mass fl ow rate on wet basis 
GAIRD
 kg/h Intake air mass fl ow rate on dry basis 27.12.2006 EN Official Journal of the European Union L 375/5
Symbol  Unit  Term  
GDILW
 kg/h Dilution air mass fl ow rate on wet basis 
GEDFW
 kg/h Equivalent diluted exha ust gas mass flow rate on wet 
basis 
GEXHW
 kg/h Exhaust gas mass fl ow rate on wet basis 
GFUEL
 kg/h Fuel mass flow rate 
GTOTW
 kg/h Diluted exhaust gas ma ss flow rate on wet basis 
H MJ/m³ Calorific value 
HREF  g/kg Reference value of absolute humidity (10.71g/kg) 
Ha g/kg Absolute humidity of the intake air 
Hd g/kg Absolute humidity of the dilution air 
HTCRA
Tmol/mol Hydrogen-to-Carbon ratio  
I - Subscript denoting an individual mode K - Bessel constant K m
-1 Light absorption coefficient 
KH,D - Humidity correction factor for NO x for diesel engines  
KH,G - Humidity correction factor for NO x for gas engines   
KV  CFV calibration function 
KW,a - Dry to wet correction factor for the intake air 
KW,d - Dry to wet correction factor for the dilution air 
KW,e - Dry to wet correction factor for the diluted exhaust 
gas 
KW,r - Dry to wet correction factor for the raw exhaust gas 
L % Percent torque related to the maximum torque for the 
test engine 
La m Effective optical path length 
M  Slope of PDP calibration function 
Mass g/h or g Subscript denotin g emissions mass flow (rate) 
MDIL kg Mass of the dilution ai r sample passed through the 
particulate sampling filters 
Md mg Particulate sample mass of the dilution air collected 
Mf mg Particulate sample mass collected 
Mf,p mg Particulate sample mass collected on primary filter 
Mf,b mg Particulate sample mass collected on back-up filter 
MSAM kg Mass of the diluted ex haust sample passed through 
the particulate sampling filters 
MSEC kg Mass of secondary dilution air 
MTOTW  kg Total CVS mass over the cycle on wet basis 
MTOTW,i  kg Instantaneous CVS mass on wet basis 
N % Opacity N
P - Total revolutions of PDP over the cycle L 375/6 EN Official Journal of the European Union 27.12.2006
Symbol  Unit  Term  
NP,i - Revolutions of PDP during a time interval 
N min-1 Engine speed 
nP s-1 PDP speed 
nhi min-1 High engine speed 
nlo min-1 Low engine speed 
nref min-1 Reference engine speed for ETC test 
pa kPa Saturation vapour pressure  of the engine intake air 
pA kPa Absolute pressure 
pB kPa Total atmospheric pressure 
pd kPa Saturation vapour pre ssure of the dilution air 
ps kPa Dry atmospheric pressure 
p1 kPa Pressure depr ession at pump inlet 
P(a) kW Power absorbed by auxiliaries to be fitted for test  
P(b) kW Power absorbed by auxiliaries to be removed for test 
P(n) kW Net power non-corrected 
P(m) kW Power measured on test bed  
Ȭ - Bessel constant 
Qs m³/s CVS volume flow rate  
q - Dilution ratio 
r - Ratio of cross sectional ar eas of isokinetic probe and 
exhaust pipe  
Ra % Relative humidity of the intake air  
Rd % Relative humidity of the dilution air 
Rf - FID response factor  
ʼ kg/m³ Density 
S kW Dynamometer setting S
i m-1 Instantaneous smoke value 
Sʷ - ʷ-shift factor 
T K Absolute temperature T
a K Absolute temperature of the intake air 
t s Measuring time t
e s Electrical response time 
tf s Filter response time for Bessel function 
tp s Physical response time 
Țt s Time interval between successive smoke data (= 
1/sampling rate) 
Țti s Time interval for instantaneous CFV flow 
ő % Smoke transmittance 
V0 m³/rev PDP volume flow rate at actual conditions 
W - Wobbe index W
act kWh Actual cycle work of ETC 
Wref kWh Reference cycle work of ETC 
WF - Weighting factor WF
E - Effective weighting factor 
X0 m³/rev Calibration function of PDP volume flow rate 27.12.2006 EN Official Journal of the European Union L 375/7
Symbol  Unit  Term  
Yi m-1 1 s Bessel averaged smoke value 
 
 2.31.2. Symbols for the Chemical Components  
CH
4 Methane 
C2H6 
C2H5OH Ethane Ethanol 
C
3H8 Propane 
CO Carbon monoxide DOP Di-octylphtalate CO
2 Carbon dioxide 
HC Hydrocarbons NMHC Non-methane hydrocarbons NOx Oxides of nitrogen NO Nitric oxide NO
2 Nitrogen dioxide 
PT Particulates 
 2.31.3. Abbreviations  
CFV Critical flow venturi CLD Chemiluminescent detector ELR European Load Response Test ESC European Steady State Cycle ETC European Transient Cycle FID Flame Ionisation Detector GC Gas Chromatograph HCLD Heated Chemiluminescent Detector HFID Heated Flame Ionisation Detector LPG Liquefied Petroleum Gas NDIR Non-Dispersive Infrared Analyser NG Natural Gas NMC Non-Methane Cutter 
 
 
3. APPLICATION FOR APPROVAL  3.1. Application for approval of an en gine as a separate technical unit
 
 3.1.1. The application for approval of  an engine type with regard  to the level of the emission 
of gaseous and particulate pollutants is submitted by the engine manufacturer or by his duly accredited representative. 
 3.1.2. It shall be accompanied by the necessary documen ts in triplicate.  It will at least include L 375/8 EN Official Journal of the European Union 27.12.2006
the essential characteristics of the engine as  referred to in annex 1 to this Regulation. 
 
3.1.3. An engine conforming to the "engine type" characteristics described in annex 1 shall be 
submitted to the technical service responsib le for conducting the a pproval tests defined 
in paragraph 5. 
3.2. Application for approval of a vehi cle type in respect of its engine  
 3.2.1. The application for approval of a vehicle ty pe with regard to e mission of gaseous and 
particulate pollutants by its engine is submitted by the vehicle manufacturer or his duly accredited representative. 
 3.2.2. It shall be accompanied by the necessary doc uments in triplicate.  It will at least 
include: 
 3.2.2.1. The essential characteristics of the engine as referred to in annex 1; 
 3.2.2.2. A description of the engi ne related components as referred to in annex 1; 
 3.2.2.3. A copy of the type appr oval communication form (annex 2A) for the engine type 
installed. 
 3.3. Application for approval for a vehi cle type with an approved engine
 
 3.3.1. The application for approval of a vehicle with regard to emission of gaseous and 
particulate pollutants by its approved diesel engine or engine family and with regard to the level of the emission of gaseous polluta nts by its approved gas engine or engine 
family must be submitted by the vehi cle manufacturer or a duly accredited 
representative. 
 3.3.2. It must be accompanied by the necessary documents in triplicate and the following 
particulars: 
 3.3.2.1. a description of the vehicl e type and of engine-related vehicle parts comprising the 
particulars referred to in annex 1, as applicable, a nd a copy of the approval 
communication form (annex 2a) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type. 
 4. APPROVAL  4.1. Universal fuel approval
 
  A universal fuel approval is granted subject to the following requirements: 
 4.1.1. In the case of diesel fuel: if pursuant to  paragraphs 3.1., 3.2. or 3.3. of this Regulation, 
the engine or vehicle meets the requirements of paragraphs 5, 6  
and 7 below on the reference fuel specified in annex 5 of this Regulation, approval of 27.12.2006 EN Official Journal of the European Union L 375/9
that type of engine or vehicle must be granted. 
 
4.1.2. In the case of natural gas the parent engine  should demonstrate its capability to adapt to 
any fuel composition that may occur across the market.  In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), 
but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their ʷ-shift factor (S
ʷ).  The formulae for 
the calculation of the Wobbe index and S ʷ are given in paragraphs 2.25. and 2.26. 
Natural gases with a ʷ-shift factor between 0.89 and 1.08 (0.89  Sʷ  1.08) are 
considered to belong to H-rang e, while natural gases with a ʷ-shift factor between 1.08 
and 1.19 (1.08  Sʷ  1.19) are considered to belong to L-range. The composition of the 
reference fuels reflects the extreme variations of S ʷ. 
  The parent engine must meet the requireme nts of this Regulation on the reference fuels 
GR (fuel 1) and G25 (fuel 2), as specified in annex 6, wit hout any readjustment to the 
fuelling between the two tests.  However, one adaptation run over one ETC cycle without measurement is permitted after the change  of the fuel.  Before testing, the parent 
engine must be run-in using the procedur e given in paragraph 3 of appendix 2 to 
annex 4. 
 4.1.2.1. On the manufacturer’s request the engine may be tested on a third fuel (fuel 3) if the ʷ-
shift factor (S
ʷ) lies between 0.89 (i.e. the lower ra nge of GR) and 1.19 (i.e. the upper 
range of G25), for example when fuel 3 is a ma rket fuel.  The results of this test may be 
used as a basis for the evaluati on of the conformity of production. 
 4.1.3. In the case of an engine fuelled with natura l gas which is self-adaptive for the range of 
H-gases on the one hand and the range of L- gases on the other ha nd, and which switches 
between the H-range and the L-range by mean s of a switch, the parent engine must be 
tested at each position of the switch on the re ference fuel relevant for the respective 
position as specified in annex 6 for each range.  The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25
 (fuel 2) and G23 (fuel 3) for the L-range of gases.  
The parent engine must meet the requirement s of this Regulation at both positions of the 
switch without any readjustment to the fue lling between the two tests at the respective 
position of the switch.  However, one ad aptation run over one ETC cycle without 
measurement is permitted after the change of the fuel. Before testing the parent engine must be run-in using the procedure given in paragraph 3 of a ppendix 2 to annex 4. 
 4.1.3.1. On the manufacturer's request the engine ma y be tested on a third fuel instead of G23
 
(fuel 3) if the ʷ-shift factor (S ʷ) lies between 0.89 (i.e the lower range  
of GR) and 1.19 (i.e. the upper range of G25), fo r example when fuel 3 is a market fuel. 
 The results of this test may be used as a basis for the evaluation of the conformity of the production. 
 4.1.4. In the case of natural gas engines, the ratio  of emission results "r " shall be determined 
for each pollutant as follows: 
 L 375/10 EN Official Journal of the European Union 27.12.2006
 
    or, 
  and, 
 
 
4.1.5. In the case of LPG the parent engine shoul d demonstrate its capability to adapt to any 
fuel composition that may occur across the market.  In the case of LPG there are variations in C
3/C4 composition.  These variations are reflected in the reference fuels. 
The parent engine should meet the emissi on requirements on the reference fuels A and 
B as specified in annex 7 without any read justment to the fuelling between the two 
tests.  However, one adaptation run ove r one ETC cycle wit hout measurement is 
permitted, after the change of the fuel.  Before testing the parent engine must be run-in using the procedure defined in para graph 3 of appendix 2 to annex 4. 
 4.1.5.1. The ratio of emission results "r" must be  determined for each pollutant as follows: 
 
 
4.2. Granting of a fuel range restricted approval
 
  Fuel range restricted approval is grante d subject to the following requirements: 
 4.2.1.  Exhaust emissions approval of  an engine running on natural gas and laid out for 
operation on either the range of H-ga ses or on the range of L-gases. 
  The parent engine must be tested on the rele vant reference fuel as  specified in annex 6 
for the relevant range.  The fuels are GR
 (fuel 1) and G23 (fuel 3) for the H-range of 
gases and G25 (fuel 2) and G23  (fuel 3) for the L-range of gases.  The parent engine 
must meet the requirements of  this Regulation without any readjustment to the fuelling 
between the two tests.  However, one adaptation run over one ETC cycle without 
measurement is permitted after the change of the fuel. Before testing the parent engine must be run-in using the procedure define d in paragraph 3 of appendix 2 to annex 4. 
 4.2.1.1.  On the manufacturer's request the engine may be tested on a third fuel instead of G23 
(fuel 3) if the ʷ-shift factor (S
ʷ) lies between 0.89 (i.e. the lower range of GR) and 1.19 
(i.e. the upper range of G25), for example when fuel 3 is a market fuel.  The results of 
this test may be used as a basis for the evaluation of the conf ormity of the production. 
 1fuel referenceonresult emission2fuel referenceonresult emissionr?
3fuel referenceonresult emission2fuel referenceonresult emissionra?
3fuel referenceonresult emission1fuel referenceonresult emissionrb?
"Afuel referenceon result emissionBfuel referenceon result emissionr?27.12.2006 EN Official Journal of the European Union L 375/11
4.2.1.2.  The ratio of emission results "r" must be determined for each pollutant as follows: 
 
  or, 
  
  and, 
  
 
  4.2.1.3. Upon delivery to the customer the engine mu st bear a label (see paragraph 4.11.) stating 
for which range of gases the engine is approved. 
 4.2.2. Exhaust emissions appr oval of an engine running on natu ral gas or LPG and laid out for 
operation on one specific fuel composition. 
 4.2.2.1. The parent engine must meet the emissi on requirements on the reference fuels GR and 
G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in annex 7. 
  Between the tests fine-tuning of the fuelling system is allowed. 
This fine-tuning will consist of a recalibra tion of the fuelling da tabase, without any 
alteration to either the basic control strategy or the basic structure of the database.  If 
necessary the exchange of parts that are direc tly related to the amount of fuel flow (such 
as injector nozzles) is allowed. 
 4.2.2.2. On the manufacturer’s request the engine ma y be tested on the reference fuels GR and 
G23, or on the reference fuels G25 and G23, in which case the approval is only valid 
for the H-range or the L-range of gases respectively. 
 4.2.2.3. Upon delivery to the customer the engine mu st bear a label (see paragraph 4.11.) stating 
for which fuel composition the engine has been calibrated.1fuel referenceonresult emission2fuel referenceonresult emissionr?
3fuel referenceonresult emission2fuel referenceonresult emissionra?
3fuel referenceonresult emission1fuel referenceonresult emissionrb?L 375/12 EN Official Journal of the European Union 27.12.2006
APPROVAL OF NG-FUELLED ENGINES 
 
 Para. 4.1. 
Granting of a universal 
fuel approval Number of 
test runs Calculation of "r"  Para. 4.2. 
Granting of a fuel 
restricted approval Number of test 
runs Calculation of "r" 
Refer to 
para. 4.1.2. NG-
engine adaptable to 
any fuel 
composition GR (1) and G25 (2) 
at manufacturer’s request 
engine may be tested on 
an additional market 
fuel (3), 
if Sn = 0.89 – 1.19  2 
 
(max. 3) (GR)1fuel(G25)2fuelr? 
and, if tested with 
an additional fuel  
 
fuel) (market3fuel(G25)2fuelra? 
and 
fuel)marketor(G233fuel(GR)1fuelrb?    
Refer to 
para. 4.1.3. NG-
engine which is 
self adaptive by a 
switch GR  (1) and G23 (3) for H
and 
G25 (2) and G23 (3) for L
at manufacturer’s request 
engine may be tested on a 
market fuel (3) instead of 
G23, if S n = 0.89 – 1.19  2 for the 
H-range, and 
2 for the 
L-range 
at respective 
position of 
switch 
 
4 fuel)marketor(G233fuel(GR)1fuelrb?a
nd 
 
fuel)marketor(G233fuel(G25)2fuelra?    
Refer to 
para. 4.2.1. NG-
engine laid out for 
operation on either 
H-range gas or 
L-range gas    GR  (1) and G23 (3) for H 
or 
G25 (2) and G23 (3) for L 
at manufacturer’s request 
engine may be tested on a market fuel (3) instead of 
G23, if S
n = 0.89 – 1.19  2 for the H-range 
or 
2 for the L-range 
 
2 fuel)marketor(G233fuel(GR)1fuelrb?
  
for the H-range 
or 
 
fuel)marketor(G233fuel(G25)2fuelra?
  
 
for the L-range 27.12.2006 EN Official Journal of the European Union L 375/13
Refer to 
para. 4.2.2. NG-
engine laid out 
for operation on 
one specific fuel 
composition  
    GR  (1) and G25 (2),  
fine-tuning between the tests 
allowed 
 
at manufacturer’s request 
engine may be tested on 
GR  (1) and G23 (3) for H 
or 
G25 (2) and G23 (3) for L  2 
or 
2 for the H-range 
or 
2 for the L-range 
 
2  
 L 375/14 EN Official Journal of the European Union 27.12.2006
APPROVAL OF LPG-FUELLED ENGINES 
 
 Para. 4.1. 
Granting of a universal 
fuel approval Number of 
test runs Calculation of "r" Para. 4.2. 
Granting of a fuel 
restricted approval Number of 
test runs Calculation 
of "r" 
 
refer to 
para. 4.1.5 
LPG-engine 
adaptable to any 
fuel composition 
 fuel A and fuel B  2 
AfuelBfuel
r?     
 
refer to 
para. 4.2.2 
LPG-engine laid 
out for operation 
on one specific 
fuel composition 
    
fuel A and fuel B, 
fine-tuning between the tests 
allowed 
 2  
 
" 
 
 
 
 27.12.2006 EN Official Journal of the European Union L 375/15
4.3. Exhaust emissions approva l of a member of a family  
 
4.3.1. With the exception of the case mentioned in paragraph 4.3.2., the a pproval of a parent 
engine must be extended to all family members without furt her testing, for any fuel 
composition within the range for which the parent engine has been approved (in the 
case of engines described in paragraph 4.2.2) or the same ra nge of fuels (in the case of 
engines described in either pa ragraphs 4.1. or 4.2) for which the parent engine has been 
approved. 
 4.3.2. Secondary test engine   In case of an application for approval of an engine, or a vehicle in respect of its engine, 
that engine belonging to an engine family, if the approval authority determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in the Regulation, appendix 1, an  alternative and, if 
necessary, an additional referen ce test engine may be select ed by the approval authority 
and tested. 
 4.4. An approval number shall be assigned to each type approve d.  Its first two digits (at 
present 04, corresponding to 04 series of am endments) shall indi cate the series of 
amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval.  The same Contracting Party shall not assign the same number to anothe r engine type or vehicle type. 
 4.5. Notice of approval or of ex tension or of refusal of a pproval or producti on definitely 
discontinued of an engine ty pe or vehicle type pursuant to this Regulation shall be 
communicated to the Parties to the 1958 Ag reement which apply this Regulation, by 
means of a form conforming to the model in annexes 2A or 2B, as applicable, to this 
Regulation.  Values measured during th e type test shall also be shown. 
 4.6. There shall be affixed, cons picuously and in a readily accessible place to every engine 
conforming to an engine ty pe approved under this Regula tion, or to every vehicle 
conforming to a vehicle type  approved under this Regulati on, an international approval 
mark consisting of: 
 4.6.1. a circle surrounding the letter "E" followed by  the distinguishing number of the country 
which has granted approval; 3
/ 
                     
3/ 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for  
Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Mont enegro, 11 for the United 
Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Swit zerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 
for Denmark, 19 for Romania, 20 for Poland, 21 for Po rtugal, 22 for the Russian Federation , 23 for Greece, 24 
for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for 
Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for 
Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The form er Yugoslav Republic of Macedonia, 41 (vacant), 42 for 
the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 
for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 
50 for Malta and 51 for the Republic of Korea. Subsequent num bers shall be assigned to other countries in the L 375/16 EN Official Journal of the European Union 27.12.2006
 
4.6.2. the number of this Regulation, followed by  the letter "R", a dash and the approval 
number to the right of the circ le prescribed in paragraph 4.4.1. 
 4.6.3. However, the approval mark must contain an additional ch aracter after the letter "R", 
the purpose of which is to distinguish the emission limit values for which the approval has been granted.  For those approvals issued to indicate compliance with the limits contained in Row A of the relevant table( s) in paragraph 5.2.1., th e letter "R" will be 
followed by the Roman number "I".  For thos e approvals issued to indicate compliance 
with the limits contained in Row B1 of th e relevant table(s) in paragraph 5.2.1., the 
letter "R" will be followed by the Roman number "II".  For those approvals issued to indicate compliance with the limits contained in Row B2 of the relevant table(s) in paragraph 5.2.1., the letter "R" will be  followed by the Roman number " III".  For those 
approvals issued to indicate compliance with the limits contained in Row C of the relevant table(s) in para graph 5.2.1., the letter "R" will be followed by the Roman 
number "IV".   
 4.6.3.1. For NG fuelled engines the approval mark must contain a suffix after the national 
symbol, the purpose of which is to distingu ish which range of ga ses the approval has 
been granted.  This mark will be as follows; 
 4.6.3.1.1. H in case of the engine being approved and calibrated for the H-range of gases; 
 4.6.3.1.2. L in case of the engine being approved and calibrated for the L-range of gases; 
 4.6.3.1.3. HL in case of the engine being approve d and calibrated for both the H-range and 
L-range of gases; 
 4.6.3.1.4. Ht in case of the engine being approved a nd calibrated for a specific gas composition in 
the H-range of gases and transformable to a nother specific gas in the H-range of gases 
by fine tuning of the engine fuelling; 
 4.6.3.1.5. Lt in case of the engine being approved a nd calibrated for a specific gas composition in 
the L-range of gases and transformable to a nother specific gas in the L-range of gases 
after fine tuning of the engine fuelling; 
 4.6.3.1.6. HLt in the case of the engine being a pproved and calibrated for a specific gas 
composition in either the H-range or the L-ra nge of gases and tran sformable to another 
specific gas in either the H-range or the L-ra nge of gases by fine tuning of the engine 
fuelling. 
                                                                   
 
chronological order in which they ratify or accede to the Agreement Co ncerning the Adoption of Uniform 
Technical Prescriptions for Wheeled Vehicles, Equipment and Parts wh ich can be Fitted and/or be Used on 
Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these 
Prescriptions, and the numbers thus assigned shall be comm unicated by the Secretary- General of the United 
Nations to the Contractin g Parties to the Agreement.  27.12.2006 EN Official Journal of the European Union L 375/17
 
4.7. If the vehicle or engine conforms to an approved type under one or more other 
Regulations annexed to the Agreement, in  the country which has granted approval 
under this Regulation, the symbol prescribed in paragraph 4.6.1. need not be repeated.  
In such a case, the Regulation and approval numbers and the additi onal symbols of all 
the Regulations under which a pproval has been granted under this Regulation shall be 
placed in vertical columns to the right of  the symbol prescribed in paragraph 4.6.1. 
 4.8. The approval mark shall be placed close to or on the data plate affixed by the 
manufacturer to the approved type. 
 4.9. Annex 3 to this Regulation gives exampl es of arrangements of approval marks. 
 4.10. The engine approved as a technical unit mu st bear, in addition to the approved mark: 
 4.10.1. the trademark or trade name of  the manufacturer of the engine; 
 4.10.2. the manufacturer's co mmercial description. 
 4.11. Labels   In the case of NG and LPG fuelled engines w ith a fuel range restricted type approval, 
the following labels are applicable: 
 4.11.1. Content   The following information must be given:   In the case of paragraph 4.2.1.3, the la bel shall state "ONLY FOR USE WITH 
NATURAL GAS RANGE H".  If applicable, "H" is replaced by "L". 
  In the case of paragraph 4.2.2.3, the la bel shall state "ONLY FOR USE WITH 
NATURAL GAS SPECIFICATION ......." or "ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION .........", as applicable.  All the information in the relevant table(s) in Annex 6 or 7 shall be given with the individual constituents and limits specified by the engine manufacturer. 
  The letters and figures must be at least 4 mm in height. 
  Note:   If lack of space prevents such labelling, a s implified code may be us ed.  In this event, 
explanatory notes containing all the above information must be easily accessible to any 
person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities c oncerned.  The site and content of these 
explanatory notes will be determined by agreement between the manufacturer and the L 375/18 EN Official Journal of the European Union 27.12.2006
approval authority. 
 
4.11.2. Properties   Labels must be durable for the useful life of  the engine.  Labels must be clearly legible 
and their letters and figures must be indelible .  Additionally, labels must be attached in 
such a manner that their fixing is durable for the useful life of the engine, and the labels 
cannot be removed without dest roying or defacing them. 
 4.11.3. Placing   Labels must be secured to an engine part  necessary for normal en gine operation and not 
normally requiring replacement during engine lif e.  Additionally, these labels must be 
located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries  necessary for engine operation. 
 4.12. In case of an application for type-approval for a vehicle type in respect of its engine, the 
marking specified in paragraph 4.11. must also  be placed close to fuel filling aperture. 
 4.13. In case of an application for type-approval for a vehicle type with an approved engine, 
the marking specified in paragraph 4.11. must also be placed close to the fuel filling 
aperture. 
 5. SPECIFICATIONS AND TESTS  5.1. General
 
 5.1.1. Emission control equipment  5.1.1.1. The components liable to affect the emissi on of gaseous and par ticulate pollutants from 
diesel engines and the emission of gaseous  pollutants from gas engines shall be so 
designed, constructed, a ssembled and installed as to enable the engine, in normal use, 
to comply with the provisions of this Regulation. 
 5.1.2. Functions of emission control equipment  5.1.2.1. The use of a defeat device and/or an irra tional emission control st rategy is forbidden. 
 5.1.2.2. An auxiliary control device ma y be installed to an engine, or on a vehicle, provided that 
the device: 
 5.1.2.2.1. operates only outside the conditions  specified in paragraph 5.1.2.4., or 
 
5.1.2.2.2. is activated only temporarily under the conditions specified in paragraph 5.1.2.4. for 
such purposes as engine damage protec tion, air-handling device protection, smoke 
management, cold star t or warming-up, or 27.12.2006 EN Official Journal of the European Union L 375/19
 
5.1.2.2.3. is activated only by on-board signals for purposes such as opera tional safety and limp-
home strategies; 
 5.1.2.3. An engine control device, function, syst em or measure that operates during the 
conditions specified in paragraph 5.1.2.4 and whic h results in the use of a different or 
modified engine control strategy to that  normally employed during the applicable 
emission test cycles will be permitted if, in complying with the requirements of paragraphs 5.1.3. and/or 5.1.4., it is fully de monstrated that the measure does not 
reduce the effectiveness of the emission contro l system. In all other cases, such devices 
shall be considered to  be a defeat device. 
 5.1.2.4. For the purposes of paragraph 5.1.2.2., the de fined conditions of use under steady state 
and transient conditions are: 
 
(i) an altitude not exceeding 1,000 metres (or equivalent atmo spheric pressure 
of 90 kPa), 
 (ii) an ambient temperature within  the range 283 to 303 K (10 to 30°C), 
 (iii) engine coolant temp erature within the range 343 to 368 K (70 to 95°C). 
 5.1.3. Special requirements for elect ronic emission control systems 
 5.1.3.1. Documentation requirements   The manufacturer shall provide  a documentation package that gives access to the basic 
design of the system and the means by whic h it controls its output variables, whether 
that control is direct or indirect. 
  The documentation shall be ma de available in two parts: 
 
(a) The formal documentation package, wh ich shall be supplied to the technical 
service at the time of submission of  the type-approval application, shall 
include a full description of the syst em. This documentation may be brief, 
provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been 
identified. This information shall be attached to the documentation required in paragraph 3 of  this Regulation. 
 (b) Additional material that shows the parameters that are modified by any 
auxiliary control device and the boundary conditions under which the device 
operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. 
  L 375/20 EN Official Journal of the European Union 27.12.2006
The additional material shall also contain a justification for the use of any 
auxiliary control device and include additional material and test data to demonstrate the effect on exhaust emissions of any auxiliary control device installed to the engine or on the vehicle. 
  This additional material shall remain strictly confidential and be retained by 
the manufacturer, but be made open for inspection at the time of type-approval or at any time during the validity of the type-approval. 
 5.1.4. To verify whether any strategy or measure should be considered a defeat device or an 
irrational emission control stra tegy according to the definitions given in paragraphs 
2.28. and 2.30., the type-approval authority and/or the technical service may 
additionally request a NO
X screening test using the ETC which may be carried out in 
combination with either the type-approval test or the procedures for checking the conformity of production. 
5.1.4.1. As an alternative to the re quirements of appendix 4 to a nnex 4 to this Regulation, the 
emissions of NO
X during the ETC screening test may be sampled using the raw exhaust 
gas and the technical prescriptions of ISO FDIS 16183, dated 15 September 2001, shall 
be followed. 
 5.1.4.2. In verifying whether any strategy or measur e should be considered a defeat device or an 
irrational emission control strategy acco rding to the definitions given in 
paragraphs 2.28. and 2.30., an a dditional margin of 10 pe r cent, related to the 
appropriate NO
X limit value, shall be accepted. 
 5.2. For approval to row A of the tables in paragraph 5.2.1., the emissions must be 
determined on the ESC and ELR tests with c onventional diesel engines including those 
fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts.  Diesel engines fitted with advanced exhaust after-treatment systems including deNOx catalysts and/or par ticulate traps, must additionally be tested 
on the ETC test.   
  For approval testing to either row B1 or B2 or row C of the tables in paragraph 5.2.1. 
the emissions must be determined  on the ESC, ELR and ETC tests. 
  For gas engines, the gaseous emissions  must be determined on the ETC test. 
  The ESC and ELR test procedures are desc ribed in annex 4, appendix 1, the ETC test 
procedure in annex 4, Appendices 2 and 3. 
  The emissions of gaseous pollutants and particulate pollutants, by the engine submitted 
for testing, if applicable, must be measured  by the method describe d in annex 4.  Annex 
4, appendix 4 describes the recommended analytical systems for the gaseous and 
particulate pollutants and the recommended particulate sampling systems.  Other 
systems or analysers may be approved by the technical service if it is found that they 
yield equivalent results.  For a single labor atory, equivalency is defined as the test 27.12.2006 EN Official Journal of the European Union L 375/21
results to fall within ± 5 per cent of the test results of one of the reference systems 
described herein.  For par ticulate emissions only the fu ll-flow dilution system is 
recognized as the reference system.  Fo r introduction of a new system into the 
Regulation, the deter mination of equivale ncy must be based upon the calculation of 
repeatability and reproducibility by an inter-l aboratory test, as described in ISO 5725. 
 5.2.1. Limit Values   The specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of 
nitrogen and of the particulates, as dete rmined on the ESC test, and of the smoke 
opacity, as determined on the ELR test, mu st not exceed the amounts shown in Table 1. 
  For diesel engines that are additionally tested on the ETC test, and specifically for gas 
engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, 
of the methane (where applicable), of the ox ides of nitrogen and of the particulates 
(where applicable) must not ex ceed the amounts shown in Table 2. 
  Table 1
 Limit values  – ESC and ELR tests 
 
  
Row 
 Mass of 
carbon 
monoxide 
(CO) 
g/kWh  
Mass of 
hydrocarbons 
(HC) 
g/kWh Mass of 
nitrogen 
oxides 
(NOx) 
g/kWh  
Mass of 
particulates 
(PT) 
g/kWh   
Smoke 
 
m
-1 
A (2000) 2.1 0.66 5.0 0.10 
   0.13(a) 0.8 
B1 (2005) 1.5 0.46 3.5 0.02 0.5 
B2 (2008) 1.5 0.46 2.0 0.02 0.5 
C (EEV) 1.5 0.25 2.0 0.02 0.15 
 
(a) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power 
speed of more than 3000 min-1. 
  Table 2
 Limit values  – ETC tests (b) 
 
  
Row 
 Mass of 
carbon 
 monoxide 
(CO) 
g/kWh Mass of 
non-methane 
hydrocarbons 
(NMHC) 
g/kWh Mass of 
methane 
 
(CH
4)(c) 
g/kWh Mass of 
nitrogen 
oxides 
(NOx) 
g/kWh Mass of 
particulates 
 
(PT)(d) 
g/kWh 
A (2000) 5.45 0.78 1.6 5.0 0.16 
  0.21(a) 
B1 (2005) 4.0 0.55 1.1 3.5 0.03 
B2 (2008) 4.0 0.55 1.1 2.0 0.03 
C (EEV) 3.0 0.40 0.65 2.0 0.02 L 375/22 EN Official Journal of the European Union 27.12.2006
 
(a) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power 
speed of more than 3000 min-1. 
 
(b) The conditions for verifying the acceptability  of the ETC tests (see annex 4, appendix 2, 
paragraph 3.9.) when measuring the emissions  of gas fuelled engines against the limit 
values applicable in row A must be re-e xamined and, where necessary, modified in 
accordance with the procedure laid down in Consolidated Resolution R.E.3. 
 
(c) For NG engines only. 
 
(d) Not applicable for gas fuelled engine s at stage A  and stages B1 and B2. 
 
5.2.2. Hydrocarbon measurement for di esel and gas fuelled engines  
 5.2.2.1. A manufacturer may choose to measure th e mass of total hydrocarbons (THC) on the 
ETC test instead of measuring the mass of non-methane hydrocarbons.  In this case, the 
limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of 
non-methane hydrocarbons. 
 5.2.3.  Specific requirements for diesel engines 
 5.2.3.1. The specific mass of the oxides of nitrogen  measured at the random check points within 
the control area of the ESC test must not exceed by more than 10 per cent the values interpolated from the adjacent test modes (reference annex 4, appendix 1 paragraphs 
4.6.2. and 4.6.3.).  
  5.2.3.2. The smoke value on the random test speed of the ELR must not exceed the highest 
smoke value of the two adjacent test speeds by more than 20 per cent, or by more than 5 per cent of the limit value, whichever is greater. 
 6. INSTALLATION ON THE VEHICLE  6.1. The engine installation on the vehicle shall comply with the following characteristics in 
respect to the type a pproval of the engine : 
 6.1.1. Intake depression shall not exceed that speci fied for the type approved engine in annex 
2A. 
 6.1.2. Exhaust back-pressure shall not exceed that specified for the type approved engine in 
annex 2A. 
 6.1.3. Power absorbed by the auxiliaries needed for operating the engine must not exceed that 
specified for the type-approved engine in annex 2A. 
 7. ENGINE
 FAMILY 27.12.2006 EN Official Journal of the European Union L 375/23
 
7.1. Parameters defini ng the engine family  
   The engine family, as determined by the engine manufacturer, may be defined by basic 
characteristics, which must be common to engines within the family.  In some cases there may be interaction of parameters.  These effects must also be taken into 
consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family. 
  In order that engines may be considered to belong to the same engine family, the 
following list of basic para meters must be common: 
 7.1.1. Combustion cycle:   – 2 cycle  – 4 cycle  7.1.2. Cooling medium:   – air  – water  – oil  7.1.3. For gas engines and engi nes with after-treatment 
  – Number of cylinders   (other diesel engines with fewer cylinders th an the parent engine may be considered to 
belong to the same engine family provided the fuelling system meters fuel for each individual cylinder). 
 7.1.4. Individual cylinder displacement:   – engines to be within a total spread of 15 per cent  7.1.5. Method of air aspiration:   – naturally aspirated  – pressure charged  – pressure charged with charge air cooler  7.1.6. Combustion chamber type/design:    – pre-chamber  – swirl chamber  – open chamber L 375/24 EN Official Journal of the European Union 27.12.2006
 
7.1.7. Valve and porting - config uration, size and number: 
  – cylinder head  – cylinder wall  – crankcase  7.1.8. Fuel injection system (diesel engines):   – pump-line-injector  – in-line pump  – distributor pump  – single element  – unit injector   7.1.9. Fuelling system (gas engines):   – mixing unit  – gas induction/injection (single point, multi-point)  – liquid injection (single point, multi-point)  7.1.10. Ignition system (gas engines)    7.1.11. Miscellaneous features:   – exhaust gas recirculation  – water injection/emulsion  – secondary air injection  – charge cooling system  7.1.12. Exhaust after treatment:   – 3-way-catalyst  – oxidation catalyst  – reduction catalyst  – thermal reactor  – particulate trap  7.2. Choice of the parent engine  7.2.1. Diesel engines   The parent engine of the family must be selected using the primary criteria of the 
highest fuel delivery per stroke at the decl ared maximum torque speed.  In the event 
that two or more engines share this primary cr iteria, the parent engi ne must be selected 
using the secondary criteria of highest fuel  delivery per stroke at rated speed. Under 27.12.2006 EN Official Journal of the European Union L 375/25
certain circumstances, the approval authority may conclude that the worst case emission 
rate of the family can best be characteris ed by testing a second engine.  Thus, the 
approval authority may select an additional engine for te st based upon features, which 
indicate that it may have the highest emission level of the engines within that family. 
   If engines within the family incorporate other variable features, which could be 
considered to affect exhaust emissions, these features must also be  identified and taken 
into account in the selecti on of the parent engine. 
  7.2.2. Gas engines   The parent engine of the family must be selected using the primary criteria of the 
largest displacement.  In the event that two or more engines share this primary criteria, the parent engine must be selected using th e secondary criteria in the following order: 
  – the highest fuel delivery per stroke at the speed of declared rated power; 
 – the most advanced spark timing;  – the lowest EGR rate;  – no air pump or lowest actual air flow pump.   Under certain circumstances, the approval au thority may conclude that the worst case 
emission rate of the family can best be characterised by testing a second engine.  Thus, 
the approval authority may se lect an additional engine for test based upon features, 
which indicate that it may have the highest emission level of the engines within that family. 
 8. CONFORMITY OF PRODUCTION  
The conformity of production pr ocedures shall comply with those set out in the 
Agreement, appendix 2 (E/ECE/324-E/EC E/TRANS/505/Rev.2), with the following 
requirements:  
8.1. Every engine or vehicle bearing an approva l mark as prescribed under this Regulation 
shall be so manufactured as to  conform, with regard to th e description as given in the 
approval form and its annexe s, to the approved type. 
 3.2. As a general rule, conformity  of production with regard to limitation of emissions is 
checked based on the description given in the communication form and its annexes. 
 8.3. If emissions of pollutants are to be meas ured and an engine a pproval has had one or 
several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension. 
  8.3.1. Conformity of the engine subjected to a pollutant test:    After submission of the engine to the authorities, the manufacturer must not carry out L 375/26 EN Official Journal of the European Union 27.12.2006
any adjustment to the engines selected. 
  
8.3.1.1. Three engines are randomly taken in the series .  Engines that are subject to testing only 
on the ESC and ELR tests or only on the ETC test  for approval to row A of the tables in 
paragraph 5.2.1. are subject to those appli cable tests for the checking of production 
conformity.  With the agreement of the authority, all other engines approved to row A, B1 or B2, or C of the tables in paragra ph 5.2.1. are subjected to testing either on the 
ESC and ELR cycles or on the ETC cycle fo r the checking of the production conformity. 
 The limit values are given in paragraph 5.2.1. of the Regulation. 
 8.3.1.2. The tests are carried out according to appendix 1 to this Regulation, where the 
competent authority is satisfied with the production standard devi ation given by the 
manufacturer. 
  The tests are carried out according to appendix 2 to this Regulation, where the 
competent authority is not satisfied with th e production standard de viation given by the 
manufacturer.  
  At the manufacturer's request, the tests may be carried out in accordance with appendix 
3 to this Regulation. 
 8.3.1.3. On the basis of a test of the engine by samp ling, the production of a series is regarded as 
conforming where a pass decision is reached  for all the pollutants and non conforming 
where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appr opriate appendix. 
   When a pass decision has been reached for one pollutant, this decision may not be 
changed by any additional tests made in order to reach a decision for the other pollutants. 
  If no pass decision is reached for all the pollutants and if no fail decision is reached for 
one pollutant, a test is carried out  on another engine (see figure 2). 
  If no decision is reached, the manufacturer ma y at any time decide to stop testing.  In 
that case a fail decision is recorded.  
  8.3.2. The tests will be carried out on newly manufact ured engines.  Gas fuelled engines must 
be run-in using the procedure defined in  paragraph 3 of a ppendix 2 to annex 4. 
 8.3.2.1. However, at the request of the manufacturer , the tests may be carried out on diesel or 
gas engines which have been run-in more than the period referred to in paragraph 
8.4.2.2., up to a maximum of 100 hours.  In this  case, the running-in procedure will be 
conducted by the manufacturer who must undertake not to make any adjustments to 
those engines. 
  8.3.2.2. When the manufacturer asks to conduct a running-in procedure in accordance with 27.12.2006 EN Official Journal of the European Union L 375/27
paragraph 8.4.2.2.1., it may be carried out on: 
 
– all the engines that are tested, 
 
 or,   – the first engine tested, with the determination of an evolution coefficient as follows:  
– the pollutant emissions will be measured at  zero and at "x" hours on the first engine 
tested, 
 
 – the evolution coefficient of the emi ssions between zero and "x" hours will be 
calculated for each pollutant: 
   It may be less than one.   The subsequent test engines will not be subj ected to the running-in procedure, but their 
zero hour emissions will be modified  by the evolution coefficient. 
  In this case, the values to be taken will be:   - the values at "x" hours for the first engine,  - the values at zero hour multiplied by the evolution coefficient fo r the other engines. 
 8.3.2.3 For diesel and LPG fuelled engines, all these tests may be c onducted with commercial 
fuel.  However, at the manufacturer's request , the reference fuels de scribed in annexes 5 
or 7 may be used.  This implie s tests, as described in pa ragraph 4. of this Regulation, 
with at least two of the reference fuels for each gas engine. 
 8.3.2.4. For NG fuelled engines, all these tests ma y be conducted with co mmercial fuel in the 
following way: 
  
 (i) for H marked engines with a co mmercial fuel within the H range (0.89  S
ʷ  1.00); 
  (ii) for L marked engines with a co mmercial fuel within the L range (1.00  S
ʷ  1.19); 
  (iii) for HL marked engines with a commercial fuel within the extreme range of the n-
shift factor (0.89  S
ʷ  1.19). 
 
 However, at the manufacturer's request, the reference fuels describe d in annex 6 may be 
used.  This implies tests, as describe d in paragraph 4. of  this Regulation. 
 8.3.2.5. In the case of dispute caused by the non-comp liance of gas fuelled engines when using a hourszero Emissionshoursx"" EmissionsL 375/28 EN Official Journal of the European Union 27.12.2006
commercial fuel, the tests must be performed with a reference fuel on which the parent 
engine has been tested, or with the possi ble additional fuel 3 as referred to in 
paragraphs 4.1.3.1. and 4.2.1.1., on whic h the parent engine ma y have been tested.  
Then, the result has to be converted by a calcu lation applying the relevant factor(s) "r", 
"ra" or "rb" as described in paragraphs  4.1.3.2., 4.1.5.1. and 4.2.1.2.  If r, ra or rb are less 
than 1 no correction must take place.  The measured results and the calculated results 
must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of natu ral gas engines and fuels A and B in the case 
of LPG engines). 
 8.3.2.6. Tests for conformity of produc tion of a gas fuelled engine laid out for operation on one 
specific fuel composition must be performed on the fuel for which the engine has been 
calibrated. 
 27.12.2006 EN Official Journal of the European Union L 375/29
 
                    Y E S              N O         N O   
NO 
          Y E S    
   
YES   YES
 
          
 
      Y E S  
 
 
      Y E S     
Figure 2
:  Conformity of produc tion testing scheme" 
 
 Test of three en gines
Com putation of the test statistic result
According to the appropriate appendix does the 
test statistic result agree with the criteria for 
failing the series for at least one pollutant?  
Series rejected 
According to the appropriate appendix does the 
test statistic result agree with the criteria for 
passing the series for at least one pollutant? 
A pass decision is reached for one or more 
pollutants 
Is a pass decision reached for all pollutants? Series 
accepted
Test of an additional engine L 375/30 EN Official Journal of the European Union 27.12.2006
9. PENALTIES FOR NON-CONFORMITY OF PRODUCTION 
 9.1. The approval granted in respect of an engine  or vehicle type pursu ant to this Regulation 
may be withdrawn if the re quirements laid down in pa ragraph 8.1. are not complied 
with, or if the engine(s) or ve hicle(s) taken fail to pass the tests prescribed in paragraph 
8.3. 
 9.2. If a Contracting Party to the 1958 Agreemen t applying this Regulation withdraws an 
approval it has previously gr anted, it shall forthwith so notify the other Contracting 
Parties applying this Regula tion by means of a communication form conforming to the 
model in annexes 2A or 2B to this Regulation. 
 10. MODIFICATION AND EXTENSION OF APPROVAL OF THE APPROVED TYPE  10.1. Every modification of the approved type shall be notified to the administrative 
department which approve d the type.  The department may then either: 
 10.1.1. Consider that the modificati ons made are unlikely to have an appreciable adverse effect 
and that in any case the modified type still complies with the requirement; or 
 10.1.2. Require a further test report from the technical service conducting the tests. 
 10.2. Confirmation or refu sal of approval, specifying the a lterations, shall be communicated 
by the procedure specified in paragraph 4.5. to the Parties to the Agreement applying 
this Regulation. 
 10.3. The competent authority issuing the extensi on of approval shall a ssign a series number 
for such an extension and inform thereo f the other Parties to the 1958 Agreement 
applying this Regulation by means of a communication form conforming to the model 
in annexes 2A or 2B  to this Regulation. 
 11. PRODUCTION DEFINITELY DISCONTINUED  
If the holder of the approval completely ceases to manufacture the type approved in accordance with this Regulation, he shall so  inform the authority which granted the 
approval.  Upon receiving the relevant co mmunication that authority shall inform 
thereof the other Parties to the 1958 Agreem ent which apply this Regulation by means 
of a communication form conforming to the model in annexes 2A or 2B to this 
Regulation. 
 12. TRANSITIONAL PROVISIONS  12.1. General
 
 12.1.1. As from the official date of entry into  force of the 04 series of amendments, no 
Contracting Party applying this Regulation must refuse  to grant ECE approval under 27.12.2006 EN Official Journal of the European Union L 375/31
this Regulation as amended by the 04 series of amendments. 
 
12.1.2. As from the date of entry into force of th e 04 series of amendmen ts, Contracting Parties 
applying this Regulation must grant ECE approvals only if the engine meets the 
requirements of this Regulation as ame nded by the 04 series of amendments. 
  The engine must be subject to the releva nt tests set out in paragraph 5.2. to this 
Regulation and must, in accordance w ith paragraphs 12.2.1., 12.2.2. and 12.2.3. below, 
satisfy the relevant emi ssion limits detailed in paragr aph 5.2.1. of this Regulation. 
 12.2. New type approvals
 
 12.2.1. Subject to the provisions of paragra ph 12.4.1., Contracting Par ties applying this 
Regulation must, from the date of entry into force of the 04 series of amendments to 
this Regulation, grant an ECE approval to an engine only if that engine satisfies the 
relevant emission limits of Rows A, B1, B2 or  C in the tables to paragraph 5.2.1. of this 
Regulation. 
 12.2.2. Subject to the provisions of paragra ph 12.4.1., Contracting Par ties applying this 
Regulation must, from 1 October 2005, grant an ECE approval to an engine only if that 
engine satisfies the relevant emission limits of Rows B1, B2 or C in the tables to paragraph 5.2.1. of this Regulation. 
 12.2.3. Subject to the provisions of paragra ph 12.4.1., Contracting Par ties applying this 
Regulation must, from 1 October 2008, grant an ECE approval to an engine only if that 
engine satisfies the relevant emission limits of Rows B2 or C in the tables to paragraph 5.2.1. of this Regulation. 
 12.3. Limit of validity of  old type approvals
 
 12.3.1. With the exception of the provisions of paragraphs 12.3.2. and 12.3.3., as from the 
official date of entry into force of the 04 series of amendments, type approvals granted 
to this Regulation as amended by the 03 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies th e other Contracting 
Parties applying this Regulation that the engine type approved meets the requirements 
of this Regulation as amended by the 04 series of amendments, in accordance with paragraph 12.2.1. above. 
 12.3.2. Extension of type-approval  12.3.2.1. Paragraphs 12.3.2.2. and 12.3.2.3. be low shall only be appli cable to new compression-
ignition engines and new vehicl es propelled by a compression- ignition engine that have 
been approved to the requirements of row A of the tables in paragraph 5.2.1. of this 
Regulation. 
 12.3.2.2. As an alternative to paragraphs 5.1.3. a nd 5.1.4., the manufacturer may present to the L 375/32 EN Official Journal of the European Union 27.12.2006
technical service the results of a NO x screening test using the ETC on the engine 
conforming to the characteristics of the parent  engine described in  annex 1, and taking 
into account the provisions of paragr aphs 5.1.4.1. and 5.1.4.2. The manufacturer shall 
also provide a written statement that the engine does not employ any defeat device or 
irrational emission control st rategy as defined in para graph 2. of this Regulation. 
 12.3.2.3. The manufacturer shall also provide a wr itten statement that the results of the NO
X 
screening test and the declaration for the pa rent engine, as refe rred to in paragraph 
5.1.4., are also applicable to all engine type s within the engine family described in 
annex 1. 
 12.3.3. Gas engines   As from the 1 October 2003, type approvals gran ted to gas engines to this Regulation as 
amended by the 03 series of amendments mu st cease to be valid, unless the Contracting 
Party which granted the approval notifies the other Contracting Par ties applying this 
Regulation that the engine ty pe approved meets the requireme nts of this Regulation as 
amended by the 04 series of amendments , in accordance with paragraph 12.2.1. above. 
 12.3.4. As from 1 October 2006, type approvals grante d to this Regulation as amended by the 
04 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the engine type approved meets the requireme nts of this Regulation as amended by the 
04 series of amendments, in acco rdance with paragraph 12.2.2. above. 
 12.3.5. As from 1 October 2009, type approvals grante d to this Regulation as amended by the 
04 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the engine type approved meets the requireme nts of this Regulation as amended by the 
04 series of amendments, in acco rdance with paragraph 12.2.3. above. 
 12.4. Replacement parts for vehicles in use
 
 12.4.1. Contracting Parties a pplying this Regulation may conti nue to grant approvals to those 
engines which comply with the requirement s of this Regulation as amended by any 
previous series of amendments, or to any level of the Regulation as amended by the 04 
series of amendments, provided that the engine is intended as a replacement for a vehicle in-use and for which that earlier sta ndard was applicable at the date of that 
vehicle’s entry into service. 
 13. NAMES AND ADDRESSES OF TECHNICA L SERVICES RESPONSIBLE FOR 
CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS 
 
The Parties to the 1958 Agreement applying this Regulation shall communicate to the 
United Nations secretariat the names and addresses of the technical se rvices responsible 27.12.2006 EN Official Journal of the European Union L 375/33
for conducting approval tests a nd the administrative depar tments which grant approval 
and to which forms certifying  approval or extension or refusal or withdrawal of 
approval, issued in other countries, are to be sent. 
 
 
Appendix 1  
 
PROCEDURE FOR PRODUCTION CONFORMITY TESTING 
WHEN STANDARD DEVIATION IS SATISFACTORY 
  
1. This appendix describes the procedure to be used to ve rify production conformity for 
the emissions of pollutants when the manuf acturer's production sta ndard deviation is 
satisfactory. 
 2. With a minimum sample size of three engines, the sampling procedure is set so that the 
probability of a lot passing a test with 40 per cent of the engines defective is 0.95 
(producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per cent of the engines defective is 0.10 (consumer's risk = 10 per cent).  
 3. The following procedure is used for each of the pollutants give n in paragraph 5.2.1. of 
the Regulation (see Figure 2): 
  Let:  
 L = the natural logarithm of the limit value for the pollutant; 
 
 x
i = the natural logarithm of the measurement for the i-th engine of the sample; 
 
 s = an estimate of the pr oduction standard deviation (a fter taking the natural 
logarithm of the measurements); 
 
 n = the current sample number. 
 4. For each sample the sum of the standardised  deviations to the limit is calculated using 
the following formula: 
  5. Then:  
3. if the test statistic result is greater than the pass decision number for the sample size given in table 3, a pass decision is reached for the pollutant; 
 )x(Ls1n
1iiÅ
?/L 375/34 EN Official Journal of the European Union 27.12.2006
4. if the test statistic result is less than the fail decision number for the sample size 
given in table 3, a fail decision is reached for the pollutant; 
 
– otherwise, an additional engine is tested according to paragraph 8.3.1. of the 
Regulation and the calculation procedure is applied to the sample increased by one 
more unit. 27.12.2006 EN Official Journal of the European Union L 375/35
Table 3 : Pass and Fail decision numbers of appendix 1 Sampling Plan  
 
Minimum sample size:  3 
 
 
Cumulative number 
of engines tested 
(sample size)  Pass decision 
number 
An Fail decision 
number 
Bn 
3 3.327 -4.724 
4 3.261 -4.790 
5 3.195 -4.856 
6 3.129 -4.922 
7 3.063 -4.988 
8 2.997 -5.054 
9 2.931 -5.120 
10 2.865 -5.185 
11 2.799 -5.251 
12 2.733 -5.317 
13 2.667 -5.383 
14 2.601 -5.449 
15 2.535 -5.515 
16 2.469 -5.581 
17 2.403 -5.647 
18 2.337 -5.713 
19 2.271 -5.779 
20 2.205 -5.845 
21 2.139 -5.911 
22 2.073 -5.977 
23 2.007 -6.043 
24 1.941 -6.109 
25 1.875 -6.175 
26 1.809 -6.241 
27 1.743 -6.307 
28 1.677 -6.373 
29 1.611 -6.439 
30 1.545 -6.505 
31 1.479 -6.571 
32 -2.112 -2.112 
 
__________ L 375/36 EN Official Journal of the European Union 27.12.2006
n nnA/Vd
n nnB/VdAppendix 2  
 
PROCEDURE FOR PRODUCTION CONFORMITY TESTING 
WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE 
 
 
1. This appendix describes the procedure to be used to ve rify production conformity for 
the emissions of pollutants when the manuf acturer's production sta ndard deviation is 
either unsatisfactor y or unavailable. 
 2. With a minimum sample size of three engines, the sampling procedure is set so that the 
probability of a lot passing a test with 40 per cent of the engines defective is 0.95 
(producer's risk = 5 per cent), while the pr obability of a lot being accepted with 65 per 
cent of the engines defective is 0.10 (consumer's risk = 10 per cent).  
 3. The values of the pollutants given in pa ragraph 5.2.1. of the Regulation are considered 
to be log normally distributed and should be transformed by ta king their natural 
logarithms. 
 Let m
0 and m denote the minimum and maximum sample size respectively (m 0 = 3 and 
m = 32) and let n denote th e current sample number. 
 4. If the natural logarithms of the values measured in the series are x
1, x2, ..., x i and L is 
the natural logarithm of the limit value for the pollutant, then, define 
 
di = x i – L 
 and,  
 
 
5. Table 4 shows values of the pass (A
n) and fail (B n) decision numbers against current 
sample number.  The test statistic result is the ratio 
nnVd and must be used to determine 
whether the series has pa ssed or failed as follows: 
 
 For   m 0 ³ n ³ m : 
  – pass the series if    – fail the series if  Å
??n
1ii n dn1d
2
nn
1ii2
n )d(dn1V / ?Å
?27.12.2006 EN Official Journal of the European Union L 375/37
n nn n B/VdA   
 – take another measurement if    6. Remarks:   The following recursive formulae are useful for calculating successive values of the test 
statistic: 
 
 
 
 
 n 1n n dn1dn11d -×ØÖÇÈÆ/?/
*+2
nn 2
1n2
n1nddVn11V//-×ØÖÇÈÆ/?/0)V ;dd 2,3,...;(n111 ? ? ?L 375/38 EN Official Journal of the European Union 27.12.2006
Table 4 : Pass and Fail decision numbers of appendix 2 Sampling Plan  
 
Minimum sample size:  3 
 
Cumulative number 
of engines tested 
(sample size)  Pass decision 
number 
An Fail decision 
number 
Bn 
3 -0.80381 16.64743 
4 -0.76339 7.68627 
5 -0.72982 4.67136 
6 -0.69962 3.25573 
7 -0.67129 2.45431 
8 -0.64406 1.94369 
9 -0.61750 1.59105 
10 -0.59135 1.33295 
11 -0.56542 1.13566 
12 -0.53960 0.97970 
13 -0.51379 0.85307 
14 -0.48791 0.74801 
15 -0.46191 0.65928 
16 -0.43573 0.58321 
17 -0.40933 0.51718 
18 -0.38266 0.45922 
19 -0.35570 0.40788 
20 -0.32840 0.36203 
21 -0.30072 0.32078 
22 -0.27263 0.28343 
23 -0.24410 0.24943 
24 -0.21509 0.21831 
25 -0.18557 0.18970 
26 -0.15550 0.16328 
27 -0.12483 0.13880 
28 -0.09354 0.11603 
29 -0.06159 0.09480 
30 -0.02892 0.07493 
31 -0.00449 0.05629 
32 0.03876 0.03876 
 
__________ 27.12.2006 EN Official Journal of the European Union L 375/39
Appendix 3  
 
PROCEDURE FOR PRODUCTION CONFORMITY TESTING 
AT MANUFACTURER'S REQUEST 
 
 1. This appendix describes the procedure to be used to verify, at the manufacturer's 
request, production conformity for the emissions of pollutants. 
 2. With a minimum sample size of three engines, the sampling procedure is set so that the 
probability of a lot passing a test with 30 per cent of the engines defective is 0.90 
(producer's risk = 10 per cent), while the pr obability of a lot being accepted with 65 per 
cent of the engines defective is 0.10 (consumer's risk = 10 per cent). 
 3. The following procedure is used for each of the pollutants give n in paragraph 5.2.1. of 
the Regulation (see figure 2): 
  Let:   L = the limit value for the pollutant,   x
i = the value of the measurement for the i-th engine of the sample, 
  n = the current sample number.  4. Calculate for the sample the test statis tic quantifying the num ber of non-conforming 
engines, i.e. x
i ´ L: 
 5. Then:  
5. if the test statistic is less than or equal to the pass decision number for the sample size given in table 5, a pass decision is reached for the pollutant; 
 
6. if the test statistic is greater than or equal to the fail decision number for the sample 
size given in table 5, a fail decision is reached for the pollutant; 
 
– otherwise, an additional engine is tested according to paragraph 8.3.1. of the 
Regulation and the calculation  procedure is applied to th e sample increased by one 
more unit. 
  In table 5 the pass and fail decision numbers are calculated by means of the International 
Standard ISO 8422:1991. 
 L 375/40 EN Official Journal of the European Union 27.12.2006
Table 5 : Pass and Fail decision numbers of appendix 3 Sampling Plan 
 
Minimum sample size:  3 
 
 
Cumulative number of 
engines tested 
(sample size)  
Pass decision number  
Fail decision number 
3 - 3 
4 0 4 
5 0 4 
6 1 5 
7 1 5 
8 2 6 
9 2 6 
10 3 7 
11 3 7 
12 4 8 
13 4 8 
14 5 9 
15 5 9 
16 6 10 
17 6 10 
18 7 11 
19 8 9 
  27.12.2006 EN Official Journal of the European Union L 375/41
Annex 1  
 
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION 
CONCERNING THE CONDUCT OF TEST (1) 
 
1. DESCRIPTION  OF ENGINE 
 
1.1.  Manufact urer:............................................................................................................ ... 
1.2.  Manufacturer's engine code:......................................................................................... 
1.3.  Cycle: four stroke / two stroke(2)  
1.4.  Number and arrangem ent of cylinders: ........................................................................ 
1.4.1.  Bore: ................................................................................................................. .....mm 
1.4.2.  Stroke: ................................................................................................................ ....mm 
1.4.3.  Firing order:.......................................................................................................... ........ 
1.5.  Engine capacity: ....................................................................................................cm³ 1.6.  Volumetric compression ratio
(3) :................................................................................. 
1.7.  Drawing(s) of combustion chamber and piston crown: .............................................. 
1.8.  Minimum cross-sectional area of inlet and outlet ports: .......................................cm² 
1.9.  Idling speed: ........................................................................................................min-1 
1.10.  Maximum net power: ........kW at .......................................................................min-1 
1.11.  Maximum permitted engine speed:......................................................................min-1 
1.12.  Maximum net torque: ........Nm at .......................................................................min-1 
1.13.   Combustion system: compression ignition/positive ignition(2) 
1.14.   Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol (1) 
1.15.   Cooling system 
1.15.1.  Liquid 1.15.1.1. Nature of liquid: ................................................................................................... ....... 
1.15.1.2. Circulating pump(s): yes/no
(2) 
1.15.1.3. Characteristics or make(s) a nd type(s) (if applicable):................................................. 
1.15.1.4. Drive ratio(s) (i f applicable): ..................................................................................... .. 
1.15.2.  Air 1.15.2.1. Blower: yes/no 
(2) 
1.15.2.2. Characteristics or make(s) a nd type(s) (if applicable):................................................. 
1.15.2.3. Drive ratio(s) (i f applicable):...................................................................................... .. 
1.16.  Temperature permitted by the manufacturer  
1.16.1.  Liquid cooling: Maximum temperature at outlet: ..................................................... K 
1.16.2.  Air cooling: ............   Reference point: ......................  Maximum temperature at  reference point: ............................................................... K 
1.16.3.Maximum temperature of the air at the outlet of the intake 
intercooler (if applicable)......................................................................................... .K 
1.16.4. Maximum exhaust temperature at the point in the exhaust pipe(s) 
 adjacent to the outer flange(s) of the exhaust manifold(s)   or turboc harger(s ):..................................................................................................... K 
1.16.5.  Fuel temperature: min. .................K, max. .............................................................. K   for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator 
final stage. L 375/42 EN Official Journal of the European Union 27.12.2006
1.16.6.  Fuel pressure: min. ......................kPa, max. .........................................................kPa 
  at pressure regulator final st age, NG fuelled gas engines only. 
1.16.7.  Lubricant temperature: min. ..................K, max. ..................................................... K 1.17  Pressure charger:  yes/no
(2) 
1.17.1.  Make:................................................................................................................. ........... 
1.17.2.  Type:................................................................................................................. ............ 
1.17.3.  Description of the system  (e.g. max. charge pressure, wastegate, if applicable):.................................................. 
1.17.4.  Intercooler: yes/no 
(2) 
1.18.   Intake system 
  Maximum allowable intake depression at rated engine sp eed and at 100 per cent load 
as specified in and under the operating conditions 
  of Regulation No. 24 ............................................................................................. kPa 
1.19.   Exhaust system  
  Maximum allowable exhaust back pressure  at rated engine speed and at 100 per cent 
load as specified in and under the operating conditions 
 of Regulation No. 24 ..............................................................................................kPa   Exhaust system volume: ........................................................................................dm³  2.  MEASURES
 TAKEN  AGAINST  AIR  POLLUTION 
 III. Device for recycling crankcase gase s (description and drawings):.............................. 
................................................................... 
2.2.  Additional anti-pollution devices (if any, and if not covered by  another heading) 
2.2.1.  Catalytic c onverter: yes/no 
(2) 
2.2.1.1. Make(s): .............................................................................................................. ......... 
2.2.1.2. Type(s): .............................................................................................................. .......... 
2.2.1.3. Number of catalytic c onverters and elements:....................... 
2.2.1.4. Dimensions, shape and volume of  the catalytic converter(s):...................................... 
2.2.1.5. Type of catalytic action: ............................................................................................. .. 
2.2.1.6. Total charge of precious metals: .................................................................................. 2.2.1.7. Relative concentration:............................................................................................... .. 
2.2.1.8. Substrate (structure  and material): ............................................................................... 
2.2.1.9. Cell density:......................................................................................................... ......... 
2.2.1.10. Type of casing for the catalytic conve rter(s):............................................................... 
2.2.1.11. Location of the catalytic converter(s) (p lace and reference dist ance in the exhaust 
line): ........................................................................................................................ .... 
  ............................................................................................................................. ......... 
2.2.2.  Oxygen sensor: yes/no
(2) 
2.2.2.1. Make(s): .............................................................................................................. ......... 
2.2.2.2. Type:................................................................................................................. ............ 
2.2.2.3. Location:............................................................................................................. .......... 
2.2.3.  Air injection: yes/no(2) 
2.2.3.1. Type (pulse air, air pump, etc.): .................................................................................. 2.2.4.  EGR: yes/no 
(2)  
2.2.4.1. Characteristics (flow  rate, etc.): ................................................................................... 27.12.2006 EN Official Journal of the European Union L 375/43
2.2.5.  Particulate trap: yes/no (2) 
2.2.5.1. Dimensions, shape and capacity of the particulate trap: .............................................. 
2.2.5.2. Type and design of th e particulat e trap: ....................................................................... 
2.2.5.3. Location (reference distance in the exhaust line):........................................................ 
2.2.5.4. Method or system of regenerati on, description and/or drawing:.................................. 
2.2.6 . Other systems: yes/no(2) 
2.2.6.1. Description and operation: ........................................................................................... 
 3.  FUEL
 FEED 
 3.1.  Diesel engines 
3.1.1.  Feed pump  Pressure
(3) : .........kPa or characteristic diagram(2): ...................................................... 
3.1.2.  Injection system 3.1.2.1. Pump 3.1.2.1.1.  Make(s): ........................................................................................................... ............ 
3.1.2.1.2. Type(s): ............................................................................................................ ............ 
3.1.2.1.3. Delivery: ......mm³
(3) per stroke at engine speed of.......min-1 at full injection, or 
characteristic diagram(2) (3): ................... 
  ............................................................................................................................. ......... 
 Mention the method used: On engine/on pump bench(2) 
 If boost control is supplied, state the char acteristic fuel deliver y and boost pressure 
versus engine speed.  
3.1.2.1.4. Injection advance 3.1.2.1.4.1. Injection advance curve 
(3):........................................................................................... 
3.1.2.1.4.2. Static injection timing (3):............................................................................................. 
3.1.2.2. Injection piping 3.1.2.2.1. Length: ............................................................................................................. ......mm 
3.1.2.2.2. Internal diameter: .................................................................................................. .mm 
3.1.2.3. Injector(s) 3.1.2.3.1. Make(s): ............................................................................................................ ........... 
3.1.2.3.2. Type(s): ............................................................................................................ ............ 
3.1.2.3.3. "Opening pressure": ............................................................................................kPa
(3) 
  or characteristic diagram (2)(3):...................................................................................... 
3.1.2.4. Governor 3.1.2.4.1. Make(s): ............................................................................................................ ........... 
3.1.2.4.2. Type(s): ............................................................................................................ ............ 
3.1.2.4.3. Speed at which cut-off starts under full load: .....................................................min
-1 
3.1.2.4.4. Maximum no-load speed: ....................................................................................min-1 
3.1.2.4.5. Idling speed: ...................................................................................................... ..min-1 
3.1.3. Cold start system 3.1.3.1. Make(s): ............................................................................................................. ......... 
3.1.3.2. Type(s): .............................................................................................................. .......... 
3.1.3.3. Description:.......................................................................................................... ........ 
3.1.3.4. Auxiliary starting aid:............................................................................................... .... 
3.1.3.4.1. Make:............................................................................................................... ............. L 375/44 EN Official Journal of the European Union 27.12.2006
3.1.3.4.2. Type:............................................................................................................... .............. 
3.2. Gas fuelled engines(6) 
3.2.1.  Fuel: Natural gas/LPG (2) 
3.2.2. Pressure regulator(s) or va poriser/pressure regulator(s) (3) 
3.2.2.1. Make(s): .............................................................................................................. ......... 
3.2.2.2. Type(s): .............................................................................................................. .......... 
3.2.2.3. Number of pressure  reduction stages: .......................................................................... 
3.2.2.4. Pressure in final stage: min................kPa, max. ...................................................kPa 
3.2.2.5. Number of main adjustment points: ............................................................................ 3.2.2.6. Number of idle adjustment points: .............................................................................. 3.2.2.7. Approval number according to Reg. No.: ................................................................... 3.2.3. Fuelling system: mixing unit / gas injecti on / liquid injection / direct injection
(2) 
3.2.3.1. Mixture strength regulation: ........................................................................................ 3.2.3.2. System description and/or  diagram and drawings: ...................................................... 
3.2.3.3. Approval number according to Regulation No. .......................................................... 
3.2.4. Mixing unit 3.2.4.1. Number: .............................................................................................................. ......... 
3.2.4.2. Make(s): .............................................................................................................. ......... 
3.2.4.3. Type(s): .............................................................................................................. .......... 
3.2.4.4. Location:............................................................................................................. .......... 
3.2.4.5. Adjustment possibilities:............................................................................................. . 
3.2.4.6. Approval number according to Regulation No. .......................................................... 
3.2.5. Inlet manifold injection 3.2.5.1. Injection: single point / multi-point 
(2) 
3.2.5.2. Injection : continuous / simultaneously timed / 
sequentially timed (2) 
3.2.5.3. Injection equipment 3.2.5.3.1. Make(s): ........................................................................................................... ........... 
3.2.5.3.2. Type(s): ........................................................................................................... ............ 
3.2.5.3.3. Adjustment possibilities:........................................................................................... ... 
3.2.5.3.4. Approval number according to Regulation No. .......................................................... 
3.2.5.4. Supply pump (if applicable):........................................................................................ 3.2.5.4.1. Make(s): ........................................................................................................... ........... 
3.2.5.4.2. Type(s): ........................................................................................................... ............ 
3.2.5.4.3. Approval number according to Regulation No. .......................................................... 
3.2.5.5. Injector(s): ......................................................................................................... .......... 
3.2.5.5.1. Make(s): ........................................................................................................... ........... 
3.2.5.5.2. Type(s): ............................................................................................................ ............ 
3.2.5.5.3. Approval number according to Regulation No. .......................................................... 
3.2.6.  Direct injection 3.2.6.1. Injection pump / pressure regulator 
(2) 
3.2.6.1.1. Make(s): ............................................................................................................ ........... 
3.2.6.1.2. Type(s): ............................................................................................................ ............ 
3.2.6.1.3. Injection timing: .................................................................................................. ........ 
3.2.6.1.4. Approval number according to Regulation No. .......................................................... 
3.2.6.2. Injector(s) 27.12.2006 EN Official Journal of the European Union L 375/45
3.2.6.2.1. Make(s): ........................................................................................................... ........... 
3.2.6.2.2. Type(s): ........................................................................................................... ............ 
3.2.6.2.3. Opening pressure or characteristic diagram (3): ........................................................... 
3.2.6.2.4. Approval number according to Regulation No. .......................................................... 
3.2.7. Electronic control unit (ECU) 
3.2.7.1. Make(s): ............................................................................................................. ......... 
3.2.7.2. Type(s): ............................................................................................................. .......... 
3.2.7.3. Adjustment possibilities:............................................................................................. . 
3.2.8. NG fuel-specific equipment 3.2.8.1. Variant 1 (only in the case of approvals  of engines for several specific fuel 
compositions) 
3.2.8.1.1.  Fuel composition: 
   
methane (CH
4): basis:....%mole mi n.....%mole max.....%mole 
ethane (C 2H6): basis:....%mole mi n.....%mole max.....%mole 
propane (C 3H8): basis:....%mole mi n.....%mole max.....%mole 
butane (C 4H10): basis:....%mole mi n.....%mole max.....%mole 
C5/C5+: basis:....%mole min.....%mole max.....%mole 
oxygen (O 2):  basis:....%mole mi n.....%mole max.....%mole 
inert (N 2, He etc): basis:....%mole  min.....%mole max.....%mole 
 3.2.8.1.2. Injector(s) 3.2.8.1.2.1. Make(s):  3.2.8.1.2.2. Type(s):  3.2.8.1.3. Others (if applicable) 3.2.8.2. Variant 2 (only in the case of approvals  for several specifi c fuel compositions) 
 4. VALVE
 TIMING 
 4.1. Maximum lift of valves and an gles of opening and closing in  relation to dead centres or 
equivalent data ..................................... 
4.2. Reference and/or setting ranges 
(2) : ................................... 
 5. IGNITION
 SYSTEM  (SPARK  IGNITION  ENGINES  ONLY) 
 5.1. Ignition system  type: 
common coil and plugs / individual coil and plugs / coil on plug / other (specify) 
(2) 
5.2. Ignition control unit 5.2.1. Make(s): .............................................................. 5.2.2. Type(s): .............................................................. 5.3. Ignition advance curve / advance map 
(2) (3) : ..................................................................... 
5.4. Ignition timing (3): ..... degrees before TDC at a speed of ....... min-1 and a MAP of 
................. kPa 
5.5. Spark plugs 
5.5.1. Make(s): .............................................................. 5.5.2. Type(s): .............................................................. L 375/46 EN Official Journal of the European Union 27.12.2006
5.5.3. Gap setting: ........................................................mm 
5.6. Ignition coil(s) 
5.6.1. Make(s): .............................................................. 5.6.2. Type(s): ..............................................................  6. ENGINE-DRIVEN
 EQUIPMENT 
   The engine must be submitted for testing with the auxiliaries needed for operating the 
engine (e.g. fan, water pump, etc.), as speci fied in and under the operating conditions of 
Regulation No. 24.  
  6.1. Auxiliaries to be fitted for the test 
   If it is impossible or inappropriate to install the auxiliaries on the test bench, the power 
absorbed by them must be determined and subtracted from the measured engine power 
over the whole operating area of the test cycle(s). 
 6.2. Auxiliaries to be removed for the test 
   Auxiliaries needed only for the operation of the vehicle (e.g. air compressor, air-
conditioning system etc.) must be removed fo r the test.  Where the auxiliaries cannot be 
removed, the power absorbed by them may be  determined and added to the measured 
engine power over the whole opera ting area of the test cycle(s). 
 7. ADDITIONAL
 INFORMATION  ON TEST  CONDITIONS 
 7.1. Lubricant used 
7.1.1. Make: ................................................................. 7.1.2. Type: .................................................................  (State percentage of oil in mixture if lubricant and fuel are mixed): 
..................................................... 
7.2. Engine-driven equipment   (if applicable) 
 The power absorbed by the auxiliaries needs only be determined,   – if auxiliaries needed for operating the engine, are not fitted to the engine and/or  – if auxiliaries not needed for operating the engine, are fitted to the engine.  7.2.1. Enumeration and id entifying details: .................................. 
 7.2.2. Power absorbed at various  indicated engine speeds: 
 
Equipment Power absorbed (kW)  at various engine speeds 
 Idle Low 
Speed High 
Speed Speed A(7)Speed B(7)Speed 
C(7) Ref. Speed(8)
P(a) 
Auxiliaries needed for operating the engine        27.12.2006 EN Official Journal of the European Union L 375/47
(to be subtracted 
from measured engine power) see item 6.1. 
P(b) 
Auxiliaries not needed for operating the engine (to be added to measured engine power) see item 6.2.        
 8. ENGINE
 PERFORMANCE 
 8.1. Engine speeds 
(9) 
  Low speed (n
lo): ..................................................min-1 
 High speed (n hi): .................................................min-1 
  for ESC and ELR Cycles  Idle: .................................................................min
-1 
 Speed A: .........................................................min-1 
 Speed B: .........................................................min-1 
 Speed C: .........................................................min-1 
 for ETC cycle  Reference speed: .................................................min
-1 
 L 375/48 EN Official Journal of the European Union 27.12.2006
8.2. Engine power (measured in accordance with the provisions of Regulation No. 24) in kW 
 
   Engine speed 
 
 Idle Speed A (7)Speed B (7)Speed C (7) Ref. Speed 
(8
)
P(m) 
Power measured on 
test bed       
P(a) 
Power absorbed by auxiliaries to be fitted for test (item 6.1) - if fitted - if not fitted      
0      
0      
0      
0      
0 
P(b) 
Power absorbed by auxiliaries to be removed for test (item 6.2) - if fitted - if not fitted     
 
0     
 
0     
 
0     
 
0     
 
0 
P(n) 
Net engine power  = P(m) - P(a) + P(b)      
  8.3. Dynamometer settings (kW) 
  The dynamometer settings for the ESC and ELR tests and for the reference cycle of the 
ETC test must be based upon the net engine  power P(n) of paragraph 8.2.  It is 
recommended to install the engine on the test  bed in the net condition.  In this case, 
P(m) and P(n) are identical.  If it is impossi ble or inappropriate to  operate the engine 
under net conditions, the dynamo meter settings must be co rrected to net conditions 
using the above formula. 
 8.3.1. ESC and ELR Tests   The dynamometer settings must be calcula ted according to the formula in annex 4, 
appendix 1, paragraph 1.2. 
 
Per cent load Engine speed 
 Idle Speed A Speed B Speed C 
10  --    27.12.2006 EN Official Journal of the European Union L 375/49
25   --    
50   --    
75  --    
100     
 
8.3.2. ETC Test    If the engine is not tested under net cond itions, the correction formula for converting the 
measured power or measured cycle work, as  determined according to annex 4, appendix 
2, paragraph 2., to net power or net cycle work must be submitted by the engine 
manufacturer for the whole operating area of the cycle, and approved by the Technical 
Service. 
 Footnotes
: 
 
(1) In the case of non-conventional engines and syst ems, particulars equiva lent to those referred 
to here must be supp lied by the manufacturer. 
 
(2) Strike out what does not apply. 
 
(3) Specify the tolerance. 
 (6)
 In the case of systems laid out in a differe nt manner, supply equivalent information (for 
paragraph 3.2). 
 (7)
 ESC test 
 (8)
 ETC test only. 
 (9)
 Specify the tolerance; to be within ± 3 per cent of the values declared by the manufacturer. 
 
 
__________ L 375/50 EN Official Journal of the European Union 27.12.2006
Annex 1 – Appendix 1  
 
CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS 
 
 
1. Intake system depression at  rated engine speed and 
 at 100 per cent load: ............................................kPa  2. Exhaust system back pressure  at rated engine speed and 
 at 100 per cent load: ............................................kPa  3. Volume of exhaust system: ........................................cm³  4. Power absorbed by the auxiliaries needed fo r operating the engine as specified in and under 
the operation conditions of Regulation No. 24 
 
Equipment Power absorbed (kW)  at various engine speeds 
 Idle Low High Speed Speed A(1) Speed B Speed C Ref. Speed (2)
P(a) 
Auxiliaries needed for operating the engine (to be subtracted from measured engine power) see annex 1, item 6.1.        
 
(1) ESC test 
(2) ETC test only. 
__________  27.12.2006 EN Official Journal of the European Union L 375/51
Annex 1 – Appendix 2  
 
ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY 
 
 
1. COMMON  PARAMETERS 
 1.1. Combustion cycle: .....................................................  1.2. Cooling medium: .......................................................  1.3. Number of cylinders 
(1)................................................. 
 1.4. Individual cylinder displacement: .....................................  1.5. Method of air aspiration: .............................................  1.6. Combustion chamber type/design: .......................................  1.7. Valve and porting - configur ation, size and number: ................... 
 ....................................................................... 1.8. Fuel system: ..........................................................  1.9. Ignition system (gas engines): ........................................  1.10. Miscellaneous features:   - charge cooling system 
(1): ........................................... 
 - exhaust gas recirculation (1): ....................................... 
 - water injection/emulsion (1): ........................................ 
 - air injection (1)..................................................... 
 1.11. Exhaust after-treatment 
(1): ..................................................................... 
  Proof of identical (or lowest  for the parent engine) ratio: 
 system capacity / fuel delivery per stroke, pursuant to diagram number(s): 
.................................................. 
 2. ENGINE
 FAMILY  LISTING  
 2.1. Name of diesel engine family: .......................................  2.1.1.  Specification of engines within this family: 
   L 375/52 EN Official Journal of the European Union 27.12.2006
 
 
     Parent Engine 
Engine Type      
No. of cylinders      
Rated speed  (min-1)      
Fuel delivery per stroke (mm³)      
Rated net power (kW)      
Maximum torque speed (min-
1)      
Fuel delivery per stroke (mm³)      
Maximum torque (Nm)      
Low idle speed (min-1)      
Cylinder displacement 
(in % of parent engine)     100 
 
2.2. Name of gas engine family: ...........................................  2.2.1 Specification of engines within this family:  
     Parent Engine 
Engine Type      
No. of cylinders      
Rated speed  (min-1)      
Fuel delivery per stroke (mm³)      
Rated net power (kW)      
Maximum torque speed (min-
1)      
Fuel delivery per stroke (mm³)      
Maximum torque (Nm)      
Low idle speed (min-1)      
Cylinder displacement 
(in % of parent engine)     100 
Spark timing      
EGR flow      
Air pump yes / no      
Air pump actual flow      
 
(1) If not applicable, mark "N/A" 
__________ 27.12.2006 EN Official Journal of the European Union L 375/53
Annex 1 - Appendix 3  
 
ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE 
WITHIN THE FAMILY (1) 
 
1. DESCRIPTION  OF ENGINE 
 1.1. Manufacturer: ................................................... 1.2. Manufacturer's engine code: ..................................... 
1.3. Cycle: four str oke / two stroke 
(2)  
1.4. Number and arrangement of cylinders: ............................ 1.4.1. Bore: .........................................................mm 1.4.2. Stroke: .......................................................mm 1.4.3. Firing order: ................................................... 1.5. Engine capacity: .............................................cm³ 1.6. Volumetric compression ratio 
(3): ................................ 
1.7. Drawing(s) of combustion chamber and piston crown: .............. ................................................................. 
1.8. Minimum cross-sectional ar ea of inlet and outlet ports: 
..............................................................cm² 
1.9. Idling speed: ...............................................min
-1 
1.10. Maximum net power: ..................kW at ..................min-1 
1.11. Maximum permitted engine speed: .............................min-1 
1.12. Maximum net torque: .................Nm at ..................min-1 
1.13.  Combustion system: compression ignition/positive ignition (2) 
1.14. Fuel: Diesel/LPG/NG- H/NG-L/NG-HL/Ethanol  (1) 
1.15. Cooling system 1.15.1. Liquid 1.15.1.1. Nature of liquid: ............................................... 1.15.1.2. Circulating pump(s): yes/no 
(2) 
 Characteristics or make(s) and type(s) (if applicable): ......... 
 ................................................................. 1.15.1.4. Drive ratio(s) (if applicable): ................................. 1.15.2. Air 1.15.2.1. Blower: yes/no 
(2)  
? Characteristics or make(s) and type(s) (if applicable): ......... 
 ................................................................. 1.15.2.3. Drive ratio(s) (if applicable): ................................. 1.16.  Temperature permitted by the manufacturer 
1.16.1. Liquid cooling: Maximum temperature at outlet: .................K 
1.16.2. Air cooling: Reference point: ...............................  Maximum temperature at  reference point: ....................K 
1.16.3. Maximum temperature of the air at th e outlet of the intake intercooler (if 
applicable): ...................................K 
1.16.4. Maximum exhaust temperature at the point  in the exhaust pipe(s) adjacent to the L 375/54 EN Official Journal of the European Union 27.12.2006
outer flange(s) of the exhaust ma nifold(s) or turbocharger(s): 
...............................................K 
1.16.5. Fuel temperature:  min. ..............K,   max. ................K 
 for diesel engines at injection pump inle t, for  gas fuelled engines at pressure 
regulator final stage 
1.16.6. Fuel pressure:  min. ..............kPa,   max. ...............kPa  at pressure regulator final st age, NG fuelled gas engines only 
1.16.7. Lubricant temperature:  min. .............K,   max..............K 1.17. Pressure charger:  yes/no
 (2)  
1.17.1. Make: ........................................................... 1.17.2. Type: ........................................................... 1.17.3. Description of the system (e.g. max. char ge pressure, wastegate, if applicable): 
.................................. 
1.17.4. Intercooler: yes/no 
(2)  
1.18.  Intake system 
 Maximum allowable intake depression at rated engine  speed and at 100 per cent 
load as specified in and under the ope rating conditions of Regulation No. 24: 
.............................kPa 
1.19.  Exhaust system  
 Maximum allowable exhaust back pressure  at rated engine speed and at 100 per 
cent load as specified in and under the operating conditions of  Regulation No. 24: 
.............................kPa 
 Exhaust system volume: .......................................cm³  2. MEASURES
 TAKEN  AGAINST  AIR  POLLUTION 
 2.1. Device for recycling crankcase ga ses (description and drawings): 
................................................................. 
2.2. Additional anti-pollution devices (if any, and if not covered by another heading) 
2.2.1. Catalytic c onverter: yes/no 
(2) 
2.2.1.1. Number of catalytic c onverters and elements: .................... 
2.2.1.2.  Dimensions, shape and volume of the catalytic converter(s): ..... 
 ................................................................. 2.2.1.3. Type of catalytic action: ....................................... 2.2.1.4. Total charge of precious metals: ................................ 2.2.1.5. Relative concentration: ......................................... 2.2.1.6. Substrate (structure  and material): ............................. 
2.2.1.7. Cell density: ................................................... 2.2.1.8. Type of casing for the catalytic converter(s): .................. 2.2.1.9.  Location of the catalytic converter(s) (pl ace and reference distance in the exhaust 
line): .................................. ................................................................. 
2.2.2. Oxygen sensor: yes/no 
(2) 
2.2.2.1. Type: ........................................................... 2.2.3. Air injection: yes/no 
(2) 
2.2.3.1. Type (pulse air, air pump, etc.): ............................... 27.12.2006 EN Official Journal of the European Union L 375/55
2.2.4. EGR: yes/no (2)  
2.2.4.1. Characteristics (flow rate etc.): ............................... 
2.2.5. Particulate trap: yes/no (2) 
 2.2.5.1. Dimensions, shape and capacity  of the particulate trap: ......... 
 ................................................................. 2.2.5.2. Type and design of the particulate trap: ........................ 
2.2.5.3. Location (reference distance in the exhaust line): .............. 2.2.5.4.  Method or system of regeneration, description and/or drawing: ... 
 ................................................................. 2.2.6. Other systems: yes/no 
(2) 
2.2.6.1. Description and operation: ......................................  3. FUEL
 FEED 
 3.1. Diesel engines 
3.1.1. Feed pump  Pressure 
(3): ..............kPa or characteristic diagram (2): .... 
 ................................................................. 3.1.2. Injection system 3.1.2.1. Pump 3.1.2.1.1. Make(s): ........................................................ 3.1.2.1.2. Type(s): ........................................................ 3.1.2.1.3.  Delivery: ......mm³ 
(3)  per stroke at engine speed of........min-1 at full injection, or 
characteristic diagram (2) (3): ............. 
 .................................................................  Mention the method used:  On engine / on pump bench 
(2) 
 If boost control is supplied, state the char acteristic fuel deliver y and boost pressure 
versus engine speed. 
3.1.2.1.4. Injection advance 3.1.2.1.4.1. Injection advance curve 
(3): ..................................... 
3.1.2.1.4.2. Static injection timing (3): ..................................... 
3.1.2.2. Injection piping 3.1.2.2.1. Length: .......................................................mm 3.1.2.2.2. Internal diameter: ............................................mm 3.1.2.3. Injector(s) 3.1.2.3.1. Make(s): .......................................................  3.1.2.3.2. Type(s): .......................................................  3.1.2.3.3. "Opening pressure": ........................................kPa
(3) 
 or characteristic diagram(2) (3): ................................. 
3.1.2.4. Governor 3.1.2.4.1. Make(s): .......................................................  3.1.2.4.2. Type(s): ........................................................ 3.1.2.4.3. Speed at which cut-off starts under full load: ..............min
-1 
3.1.2.4.4. Maximum no-load speed: ......................................min-1 
3.1.2.4.5. Idling speed: ...............................................min-1 L 375/56 EN Official Journal of the European Union 27.12.2006
3.1.3. Cold start system 
3.1.3.1. Make(s): ........................................................ 3.1.3.2. Type(s): ........................................................ 3.1.3.3. Description: .................................................... 3.1.3.4. Auxiliary starting aid: ......................................... 3.1.3.4.1. Make: ........................................................... 3.1.3.4.2. Type: ........................................................... 3.2. Gas fuelled engines
 
3.2.1. Fuel: Natural gas/LPG (2) 
3.2.2. Pressure regulator(s) or va poriser/pressure regulator(s)(2) 
3.2.2.1. Make(s): ........................................................ 3.2.2.2. Type(s): ........................................................ 3.2.2.3. Number of pressure  reduction stages: ............................ 
3.2.2.4. Pressure in final stage:  min. .........kPa,   max. ..........kPa 3.2.2.5. Number of main adjustment points: ............................... 3.2.2.6. Number of idle adjustment points: ............................... 3.2.2.7. Approval number: ................................................ 3.2.3. Fuelling system: mixing unit / gas injecti on / liquid injection / direct injection 
(2) 
3.2.3.1. Mixture strength regulation: .................................... 3.2.3.2.  System description and/or  diagram and drawings: ................. 
................................................................. 
3.2.3.3. Approval number: ................................................ 3.2.4. Mixing unit 3.2.4.1. Number: ......................................................... 3.2.4.2. Make(s): ........................................................ 3.2.4.3. Type(s): ........................................................ 3.2.4.4. Location: ....................................................... 3.2.4.5. Adjustment possibilities: ....................................... 3.2.4.6. Approval number: ................................................ 3.2.5. Inlet manifold injection 3.2.5.1. Injection: single point / multi-point
 (2) 
3.2.5.2. Injection : continuous / simulta neously timed / se quentially timed (2) 
3.2.5.3. Injection equipment 3.2.5.3.1. Make(s): ........................................................ 3.2.5.3.2. Type(s): ........................................................ 3.2.5.3.3. Adjustment possibilities: ....................................... 3.2.5.3.4. Approval number: ................................................ 3.2.5.4. Supply pump (if applicable): .................................... 3.2.5.4.1. Make(s): ........................................................ 3.2.5.4.2. Type(s): ........................................................ 3.2.5.4.3. Approval number: ................................................ 3.2.5.5. Injector(s):..................................................... 3.2.5.5.1. Make(s): ........................................................ 3.2.5.5.2. Type(s): ........................................................ 3.2.5.5.3. Approval number: ................................................ 3.2.6. Direct injection 27.12.2006 EN Official Journal of the European Union L 375/57
3.2.6.1. Injection pump / pressure regulator (2) 
3.2.6.1.1. Make(s): ........................................................ 
3.2.6.1.2. Type(s): ........................................................ 3.2.6.1.3. Injection timing: ............................................... 3.2.6.1.4. Approval number: ................................................ 3.2.6.2. Injector(s) 3.2.6.2.1. Make(s): ........................................................ 3.2.6.2.2. Type(s): ........................................................ 6.2.6.2.3.  Opening pressure or characteristic diagram 
(3): .................. 
................................................................. 
3.2.6.2.4. Approval number: ................................................ 3.2.7. Electronic control unit (ECU) 3.2.7.1. Make(s): ........................................................ 3.2.7.2. Type(s): ........................................................ 3.2.7.3. Adjustment possibilities: ....................................... 3.2.8. NG fuel-specific equipment 3.2.8.1. Variant 1 (only in the case of approvals  of engines for several specific fuel 
compositions) 
3.2.8.1.1. Fuel composition:  
methane (CH
4): basis:....%mole mi n.....%mole max.....%mole 
ethane (C 2H6): basis:....%mole mi n.....%mole max.....%mole 
propane (C 3H8): basis:....%mole mi n.....%mole max.....%mole 
butane (C 4H10): basis:....%mole mi n.....%mole max.....%mole 
C5/C5+: basis:....%mole min.....%mole max.....%mole 
oxygen (O 2):  basis:....%mole mi n.....%mole max.....%mole 
inert (N 2, He etc): basis:....%mole  min.....%mole max.....%mole 
 3.2.8.1.2. Injector(s) 3.2.8.1.2.1. Make(s): ........................................................ 3.2.8.1.2.2. Type(s): ........................................................ 3.2.8.1.3. Others (if applicable) 3.2.8.2. Variant 2 (only in the case of approvals  for several specific fuel compositions) 
 4. VALVE
 TIMING 
 
– Maximum lift of valves and angles of ope ning and closing in relation to dead 
centres of equi valent data: .................... 
................................................................. 
4.1. Reference and/or setting ranges (2) : ............................ 
 ................................................................. 5. IGNITION
 SYSTEM  (SPARK  IGNITION  ENGINES  ONLY) 
 5.1. Ignition system type: common coil and plugs / individual coil and plugs / coil on 
plug / other (specify) 
(2) 
5.2. Ignition control unit L 375/58 EN Official Journal of the European Union 27.12.2006
5.2.1. Make(s): ........................................................ 
5.2.2. Type(s): ........................................................ (a) Ignition advance curve / advance map 
(2)(3): ...................... 
 ................................................................. 5.4. Ignition timing
 (3): ...............degrees before TDC at a speed of ................ min-1 and a 
MAP of ....................... kPa 
5.5. Spark plugs 
5.5.1. Make(s): ........................................................ 5.5.2. Type(s): ........................................................ 5.5.3. Gap setting: ..................................................mm 5.6. Ignition coil(s) 
5.6.1. Make(s): ........................................................ 5.6.2. Type(s): ........................................................  Footnotes
 
 
(1) To be submitted for each engine of the family. 
 (2)
 Strike out what does not apply. 
 (3)
 Specify the tolerance. 
 
__________ 27.12.2006 EN Official Journal of the European Union L 375/59
  Annex 2A  
 
 COMMUNICATION   (maximum format:  A4 (210 x 297 mm))  
issued by: Name of administration: 
....................... ....................... ....................... 
     concerning: 2
/  APPROVAL GRANTED 
APPROVAL EXTENDED APPROVAL REFUSED APPROVAL WITHDRAWN PRODUCTION DEFINITELY DISCONTINUED 
 of a compression-ignition (C.I.) engine type, of a natural gas (NG) engine type or a positive-ignition (P.I.) LPG-fuelled engine type, 2
/ as a separate technical unit w ith regard to the emission of 
pollutants pursuant to Regulation No. 49  Approval No. .....     Extension No. .....  1. Trade name or mark  of the engine: ..................................................................................  
 2. Engine type: ................................................................................................................ .....  
 3. Combustion type:  compression-ignition/positive-ignition 2
/ 
 3.1. Type of fuel:............................................................................................................. ........  
 4. Manufacturer's name  and address: ...................................................................................  
 5. If applicable, name and address of manufactur er's representative: 
 
............................................................................................................................... ...........  
 6. Maximum allowable in take depression: .................................................................... kPa 
 7. Maximum allowable back-pressu re: .......................................................................... kPa 
 8. Maximum permissible power absorbed  by the engine-driven equipment: L 375/60 EN Official Journal of the European Union 27.12.2006
 
Intermediate:  .................kW; Rated: .........................................................................kW 
 
9. Restrictions of use (if any):..............................................................................................   10. Emission levels of the engine/parent engine 
 
10.1. ESC-test (if applicable): 
CO:......................g/kWh THC: ...................g/kWh NO
x: ....................g/kWh 
PT:.......................g/kWh 
 
10.2. ELR-test (if applicable): 
 Smoke value:..........................m-1 
 
10.3. ETC-test (if applicable): 
CO:......................g/kWh THC: ...................g/kWh NMHC: ...............g/kWh CH
4: ....................g/kWh 
NO x: ....................g/kWh 
PT:.......................g/kWh 
 11. Engine submitted for tests on:..........................................................................................   12. Technical service responsible for conducting the approval tests: 
 
............................................................................................................................... ...........  
 13. Date of test report issu ed by that service: ........................................................................  
 14. Number of test report issued by that service:...................................................................   15. Site of approval ma rk on the engine: ...............................................................................  
 16. Place:..................................................................................................................... ...........  
 17. Date: ..................................................................................................................... ...........  
 18. Signature: ................................................................................................................ ........  
 19. The following documents, bearing the a pproval number shown a bove, are annexed to 
this communication: 
 
One copy of annex 1 to this Regulation comp leted and with the drawings and diagrams 27.12.2006 EN Official Journal of the European Union L 375/61
referred to attached. 
 
                                    
1
/ Distinguishing number of the country which has 
granted/extended/refused/withdrawn a pproval (see approval provisions in the 
Regulation). 
 
2/ Strike out what does not apply. L 375/62 EN Official Journal of the European Union 27.12.2006
 Annex 2B  
 
 COMMUNICATION   (maximum format:  A4 (210 x 297 mm))  
issued by: Name of administration: 
....................... ....................... ....................... 
     concerning: 2
/  APPROVAL GRANTED 
APPROVAL EXTENDED APPROVAL REFUSED APPROVAL WITHDRAWN PRODUCTION DEFINITELY DISCONTINUED 
 of a vehicle type with regard to the emission of pollutants by the engine pursuant to Regulation No. 
49  Approval No. ...     Extension No. ...   1. Trade name or mark  of the engine:......................................................................................  
 2. Vehicle type:............................................................................................................... .........  
 3. Manufacturer's name  and address:.......................................................................................  
 4. If applicable, name and address of manufactur er's representative:......................................  
............................................................................................................................... ..............  
 5. Maximum allowable in take depression: ........................................................................ kPa 
 6. Maximum allowable back-pressure: ............................................................................. kPa  7. Maximum permissible power absorbed  by the engine-driven equipment: 
 
Intermediate:  . . . . . . . . . . kW;  Rated:..........................................................................kW 
 8. Make and type of  the engine:...............................................................................................  
 27.12.2006 EN Official Journal of the European Union L 375/63
9. Emission levels of the engine/parent engine 
 
9.1. ESC-test (if applicable): 
CO:......................g/kWh 
THC: ...................g/kWh NO
x: ....................g/kWh 
PT:.......................g/kWh 
 
9.2. ELR-test (if applicable): 
Smoke value:..........................m-1 
 
9.3. ETC-test (if applicable): 
CO:......................g/kWh THC: ...................g/kWh NMHC: ...............g/kWh CH
4: ....................g/kWh 
NO x: ....................g/kWh 
PT:.......................g/kWh 
 10. Engine submitted for tests on: .............................................................................................  
 11. Technical service responsible fo r conducting the a pproval tests:........................................  
............................................................................................................................... ..............  
 12. Date of test report issu ed by that service: ............................................................................  
  13. Number of test report issued by that service:.......................................................................   14. Site of approval mark on the vehicle/engine 2
/: ..................................................................  
 15. Place:..................................................................................................................... ...............  
 16. Date:...................................................................................................................... ...............  
 17. Signature:................................................................................................................. ............  
 18. The following documents, bearing the approva l number shown above, are annexed to this 
communication: 
 
One copy of annex 1 to this Regulation comp leted and with the drawings and diagrams 
referred to attached. 
                                   L 375/64 EN Official Journal of the European Union 27.12.2006
1/ Distinguishing number of the country whic h has granted/extended/  refused/withdrawn 
approval (see approval provisi ons in the Regulation). 
 
2/ Strike out what does not apply. 27.12.2006 EN Official Journal of the European Union L 375/65
Annex 3  
 
ARRANGEMENTS OF APPROVAL MARKS 
(See paragraph 4.6. of this Regulation) 
 
– APPROVAL “I” (Row A). 
 (See paragraph 4.6.3. of  this Regulation) 
  
Model A  
 Engines approved to Row A emission limits and operating on diesel or liquefied petroleum gas 
(LPG) fuel. 
 
   
 
Model B
 
  Engines approved to Row A emission limits and operating on natural gas (NG) fuel.  The 
suffix after the national symbol indicates the fuel qualification determined in accordance with 
paragraph 4.6.3.1. of th is Regulation.  
 
 
   The above approval marks affixed to an engine /vehicle show that th e engine/vehicle type 
concerned has been approved in the United Ki ngdom (E11) pursuant to Regulation No 49 and 
under approval number 042439.  This  approval indicates that the approval was given in 
accordance with the requirements of Regulation No. 49 with the 04 series of amendments incorporated and satisfying the relevant limits detaile d in paragraph 5.2.1. of  this Regulation.  
 
II. APPROVAL “II” (Row B1).  (See paragraph 4.6.3. of  this Regulation) 
 
Model C
 
  Engines approved to Row B1 emission limits and operating on diesel or liquefied petroleum 
gas (LPG) fuel. HL ta
3
aa 
2 E   11 49 RI - 042439  a
3
a = 8  mm min . aa 
2 E   11 49 RI - 042439  a
3
a = 8  mm min . L 375/66 EN Official Journal of the European Union 27.12.2006
 
Model D  
 
 Engines approved to Row B1 emission limits and operating on natural gas (NG) fuel.  The 
suffix after the national symbol indicates the fuel qualification determined in accordance with 
paragraph 4.6.3.1. of th is Regulation.  
     The above approval mark affixed to an engine /vehicle shows that th e engine/vehicle type 
concerned has been approved in the United Ki ngdom (E11) pursuant to Regulation No. 49 and 
under approval number 042439.  This  approval indicates that the approval was given in 
accordance with the requirements of Regulation No. 49 with the 04 series of amendments incorporated and satisfying th e relevant limits deta iled in paragraph 5.2.1. of this Regulation. 
 
– APPROVAL “ III” (Row B2). 
 (See paragraph 4.6.3. of  this Regulation) 
Model E  
 
 Engines approved to Row B2 emission limits and operating on diesel or liquefied petroleum 
gas (LPG) fuel. 
       
Model F
 
  Engines approved to Row B2 emission limits and operating on natural gas (NG) fuel.  The 
suffix after the national symbol indicates the fuel qualification determined in accordance with 
paragraph 4.6.3.1. of th is Regulation.  a a 
2 E  11 49 RIII - 042439  a
3
a = 8  mm min . H ta
3
aa 
2 E   11 49 RII - 042439  a
3
a = 8  mm min . aa 
2 E   11 49 RII - 042439  a
3
a = 8  mm min . 27.12.2006 EN Official Journal of the European Union L 375/67
 
      The above approval mark affixed to an engine /vehicle shows that th e engine/vehicle type 
concerned has been approved in the United Ki ngdom (E11) pursuant to Regulation No 49 and 
under approval number 042439.  This  approval indicates that the approval was given in 
accordance with the requirements of Regulation No. 49 with the 04 series of amendments incorporated and satisfying th e relevant limits deta iled in paragraph 5.2.1. of this Regulation. 
 
– APPROVAL “IV” (Row C). 
 (See paragraph 4.6.3. of  this Regulation) 
Model G  
 
 Engines approved to Row C emission limits and operating on diesel or liquefied petroleum gas 
(LPG) fuel. 
 
  
  
Model H
 
 
 Engines approved to Row C emission limits and operating on natural gas (NG) fuel.  The 
suffix after the national symbol indicates the fuel qualification determined in accordance with paragraph 4.6.3.1. of th is Regulation.  
     The above approval mark affixed to an engine /vehicle shows that th e engine/vehicle type 
concerned has been approved in the United Ki ngdom (E11) pursuant to Regulation No. 49 and aa 
2 E   11 49 RIV - 042439  a
3
a = 8 mm min . L ta
3
aa 
2 E   11 49 RIII - 042439  a
3
a = 8  mm min . 
HL ta
3
aa 
2 E   11 49 RIV - 042439  a
3
a = 8  mm min . L 375/68 EN Official Journal of the European Union 27.12.2006
under approval number 042439.  This  approval indicates that the approval was given in 
accordance with the requirements of Regulation No. 49 with the 04 series of amendments 
incorporated and satisfying th e relevant limits deta iled in paragraph 5.2.1. of this Regulation. 
 27.12.2006 EN Official Journal of the European Union L 375/69
– ENGINE/VEHICLE APPROVED TO ONE OR MORE REGULATIONS 
 (See paragraph 4.7. of  this Regulation) 
 
Model I  
 
    
 The above approval mark affixed to an engine /vehicle shows that th e engine/vehicle type 
concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49 
(emission level IV) a nd Regulation No. 24 1
/.  The first two digits of the approval numbers 
indicate that, at the dates when the respec tive approvals were gi ven, Regulation No. 49 
included the 04 series of amendments, and Re gulation No. 24 the 03 series of amendments. 
_____________  1
/ The second Regulation number is gi ven merely as an example.  
 
_________ 49 IV HL  
24 03 1628  04 2439  a 
2 a E   11 a 
3 a 
2 
a 
2  a 
3 
a 
3 L 375/70 EN Official Journal of the European Union 27.12.2006
Annex 4  
 
TEST PROCEDURE 
 
1. INTRODUCTION 
 1.1. This annex describes the me thods of determining emissi ons of gaseous components, 
particulates and smoke from the engines to be  tested.  Three test cycles are described 
that must be applied according to the pr ovisions of the Regu lation, paragraph 5.2: 
 1.1.1. the ESC which consists of a steady state 13- mode cycle, 
 1.1.2. the ELR which consists of transient load st eps at different speeds, which are integral 
parts of one test procedure,  and are run concurrently; 
 1.1.3. the ETC which consists of a second-by -second sequence of transient modes.  
 1.2. The test must be carried out with the engi ne mounted on a test be nch and connected to 
a dynamometer. 
 1.3. Measurement principle
 
  The emissions to be measured from the ex haust of the engine include the gaseous 
components (carbon monoxide, total hydrocar bons for diesel engines on the ESC test 
only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; 
methane for gas engines on the ETC test only a nd oxides of nitrogen), the particulates 
(diesel engines, gas engines at stage C only)  and smoke (diesel en gines on the ELR test 
only).  Additionally, carbon dioxide is often used as a tracer gas for determining the 
dilution ratio of partial a nd full flow dilution systems.  Good engineering practice 
recommends the general measurement of carbon dioxide as an excellent tool for the 
detection of measurement pr oblems during the test run. 
 1.3.1.  ESC test 
  During a prescribed sequence of warmed -up engine operating conditions the amounts 
of the above exhaust emissions must be ex amined continuously by taking a sample 
from the raw exhaust gas.  The test cycle consists of a number of speed and power 
modes, which cover the typical  operating range of diesel engines.  During each mode 
the concentration of each gaseous pollutant , exhaust flow and power output must be 
determined, and the measured va lues weighted.  The particul ate sample must be diluted 
with conditioned ambient air.  One sample over the complete test  procedure must be 
taken, and collected on suitable filters.  The grams of each pollutant emitted per 
kilowatt-hour (kWh) must be calculated as de scribed in appendix 1 to this annex.  
Additionally, NO
x must be measured at three test points within the control area selected 27.12.2006 EN Official Journal of the European Union L 375/71
by the Technical Service 1 / and the measured values compared to the values calculated 
from those modes of the test cycle envel oping the selected test points.  The NO x control 
check ensures the effectiveness of the emission control of the engine within the typical 
engine operating range. 
 1.3.2.  ELR test 
   During a prescribed load response test, the smoke of a warmed-up engine must be 
determined by means of an opacimeter.  Th e test consists of loading the engine at 
constant speed from 10 per cent to 100 per cent load at three different engine speeds.  
Additionally, a fourth load step se lected by the Technical Service
 1 must be run, and the 
value compared to the values of the previ ous load steps.  The smoke peak must be 
determined using an averaging algorithm, as  described in appendix 1 to this annex.  
 1.3.3.  ETC test 
  During a prescribed transient cycle of wa rmed-up engine operating conditions, which is 
based closely on road-type-specific driving pa tterns of heavy-duty engines installed in 
trucks and buses, the above po llutants must be examined af ter diluting the total exhaust 
gas with conditioned ambient air.  Using the engine torque and speed feedback signals 
of the engine dynamometer, the power must be integrated with respect to time of the cycle resulting in the work produced by the en gine over the cycle.  The concentration of 
NO
x and HC must be determined over the cycle by integration of the analyser signal.  
The concentration of CO, CO 2, and NMHC may be determin ed by integration of the 
analyser signal or by bag sampling.  For particulates, a proporti onal sample must be 
collected on suitable filters.  The diluted exhaust gas flow rate must be determined over the cycle to calculate the mass emission values of the pollutants.  The mass emission values must be related to the engine work to get the grams of each pollutant emitted per 
kilowatt-hour (kWh), as described in appendix 2 to this annex. 
 2. TEST
 CONDITIONS 
 2.1. Engine test conditions
 
 2.1.1. The absolute temperature (T
a) of the engine air at the inlet to the engine expressed in 
Kelvins, and the dry a tmospheric pressure (p s), expressed in kPa must be measured and 
the parameter F must be determined according to the following provisions: 
 
                     
1/ The test points must be selected using approved statistical methods of randomisation. L 375/72 EN Official Journal of the European Union 27.12.2006
 (a) for diesel engines: 
   Naturally aspirated and mechan ically supercharged engines: 
 
7,0
29899×
ØÖÇ
ÈÆ,××
ØÖ
ÇÇ
ÈÆ?a
sT
pF  
 
 Turbocharged engines with or w ithout cooling of the intake air: 
 
5,1 7,0
29899×
ØÖÇ
ÈÆ,××
ØÖ
ÇÇ
ÈÆ?a
sT
pF  
 
 (b) for gas engines:   
6,0 2,1
29899×
ØÖÇ
ÈÆ,××
ØÖ
ÇÇ
ÈÆ?a
sT
pF  
 
2.1.2.  Test validity 
  For a test to be recognised as valid, the parameter F must be such that:  
0.96 ³ F ³ 1.06 
 2.2. Engines with charge air cooling
 
  The charge air temperature must be recorded and must be, at the speed of the declared 
maximum power and full load, within ± 5 K of the maximum charge air temperature specified in annex 1, appendix 1, paragra ph 1.16.3.  The temperature of the cooling 
medium must be at least 293 K (20°C).  
  If a test shop system or external blower is used, the charge air temperature must be 
within ± 5 K of the maximum charge air temperature specified in annex 1, paragraph 1.16.3. at the speed of the declar ed maximum power and full load.  The 
setting of the charge air cooler for meeting the above conditions must be used for the 
whole test cycle. 
 2.3. Engine air intake system
 
  An engine air intake system must be used presenting an air intake restriction within ± 
100 Pa of the upper limit of the engine operating at the speed at the declared maximum 
power and full load.  
 2.4. Engine exhaust system
 27.12.2006 EN Official Journal of the European Union L 375/73
 
 An exhaust system must be used presentin g an exhaust back pressure within ± 1000 Pa 
of the upper limit of the engine operating at the speed of declared maximum power and 
full load and a volume within ± 40 per cent of that specified by the manufacturer. 
A test shop system may be used, provide d it represents actual engine operating 
conditions. The exhaust system must conf orm to the requirements for exhaust gas 
sampling, as set out in a nnex 4, appendix 4, paragraph 3.4. and in annex 4, appendix 6, 
paragraph 2.2.1., EP a nd paragraph 2.3.1., EP. 
  If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must 
have the same diameter as found in-use for at least 4 pipe diam eters upstream to the 
inlet of the beginning of the expansion para graph containing the af ter-treatment device. 
The distance from the exhaust manifold flange  or turbocharger outlet to the exhaust 
after-treatment device must be the same as in the vehicle configuration or within the 
distance specifications of the manufacturer.  The exhaust back-pressure or restriction 
must follow the same criteria as above, a nd may be set with a valve.  The after-
treatment container may be removed during dummy tests and during engine mapping, 
and replaced with an equivalent contai ner having an inactive catalyst support. 
 2.5. Cooling system
 
  An engine cooling system with sufficient capacity to maintain the engine at normal 
operating temperatures prescribed by the manufacturer must be used.   
 2.6 Lubricating oil
 
  Specifications of the lubricating oil used fo r the test must be recorded and presented 
with the results of the test, as specified in annex 1, paragraph 7.1. 
 2.7. Fuel
 
  The fuel must be the reference fu el specified in annexes 5, 6 or 7. 
  The fuel temperature and measuring point mu st be specified by the manufacturer within 
the limits given in annex 1, pa ragraph 1.16.5.  The fuel temperature must not be lower 
than 306 K (33°C).  If not specified, it must be 311 K ± 5 K (38°C ± 5°C) at the inlet to 
the fuel supply. 
  For NG and LPG fuelled engines, the fuel temperature and measuring point must be 
within the limits given in annex 1, pa ragraph 1.16.5. or in annex 1, appendix 3, 
paragraph 1.16.5. in cases where the en gine is not a parent engine. 
 2.8. Testing of exhaust af ter-treatment systems
 
  If the engine is equipped with an exha ust after-treatment system, the emissions 
measured on the test cycle(s) must be repres entative of the emissions in the field.  If L 375/74 EN Official Journal of the European Union 27.12.2006
this cannot be achieved with one single test cycle (e.g. for particulate filters with 
periodic regeneration), severa l test cycles must be c onducted and the test results 
averaged and/or weighted.  The exact pr ocedure must be agreed by the engine 
manufacturer and the Technical Service based upon good engineering judgement. 
 
__________ 27.12.2006 EN Official Journal of the European Union L 375/75
Annex 4 - Appendix 1  
 
ESC AND ELR TEST CYCLES 
 
1. ENGINE  AND  DYNAMOMETER  SETTINGS 
 
1.1. Determination of engi ne speeds A, B and C  
  The engine speeds A, B and C must be declared by the manufacturer in accordance with 
the following provisions: 
  The high speed n
hi must be determined by calcula ting 70 per cent of the declared 
maximum net power P(n), as determined in annex 1, a ppendix 1, paragraph 8.2.  The 
highest engine speed where this power valu e occurs on the power curve is defined as 
nhi.  
  The low speed n
lo must be determined by calcula ting  50 per cent of the declared 
maximum net power P(n), as determined in annex 1, a ppendix 1, paragraph 8.2.  The 
lowest engine speed where this power value occurs on the power curve is defined as n lo. 
  The engine speeds A, B and C must be calculated as follows:  
Speed A = n
lo + 25 % (n hi - n lo ) 
Speed B = n lo  + 50 % (n hi - n lo ) 
Speed C = n lo + 75 % (n hi - n lo) 
 
 The engine speeds A, B and C may be veri fied by either of the following methods: 
 
(a) Additional test points must be m easured during engine power approval 
according to Regulation No. 24 for an accurate determination of n hi and n lo.  
The maximum power, n hi  and n lo must be determined from the power curve, 
and engine speeds A, B and C must be calculated according to the above 
provisions. 
 
(b) The engine must be mapped along the full load curve, from maximum no 
load speed to idle speed, using at least 5 measurement points per 1000 min-1 
intervals and measurement points within ± 50 min-1 of the speed at declared 
maximum power.  The maximum power, n hi and n lo must be determined from 
this mapping curve, and engine sp eeds A, B and C must be calculated 
according to the above provisions.   
  If the measured engine speeds A, B and C are within ± 3 per cent of the engine speeds 
as declared by the manufacturer, the declar ed engine speeds must be used for the 
emissions test.  If the tolerance is exceeded for any of the engine speeds, the measured 
engine speeds must be used for the emissions test.  
 L 375/76 EN Official Journal of the European Union 27.12.2006
1.2. Determination of dynamometer settings  
 
 The torque curve at full load must be determined by experimentation to calculate the 
torque values for the specified test modes under net conditions, as specified in annex 1, 
appendix 1, paragraph 8.2.  The power absorb ed by engine-driven equipment, if 
applicable, must be taken into account.  The dynamomete r setting for each test mode 
except idle must be calculated using the formula: 
100L)n(Ps ,?  
 if tested under net conditions 
  
 if not tested under net conditions   where:   s = dynamometer setting, kW   P(n) = net engine power as indicated in annex 1, appendix 1, 
   paragraph 8.2., kW    L = per cent load as indicated in paragraph 2.7.1.,    P(a) = power absorbed by auxiliaries to be fitted as indicated     in annex 1, a ppendix 1, paragraph 6.1. 
  P(b) = power absorbed by auxiliaries to be removed as indicated    in annex 1, a ppendix 1, paragraph 6.2. 
 2. ESC
 TEST  RUN 
  At the manufacturers request, a dummy test may be run for conditioning of the engine 
and exhaust system before the measurement cycle. 
 2.1. Preparation of the sampling filters
 
  At least one hour before the test, each filte r (pair) must be pla ced in a closed, but 
unsealed petri dish and placed in a weighing  chamber for stabilisation.  At the end of 
the stabilisation period, each filter (pair) must be weighed and the ta re weight must be 
recorded.  The filter (pair) must then be stored in a closed petri dish or sealed filter holder until needed for testing.  If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be conditioned and rewe ighed before use. 
  ))b(P)a(P(100L)n(Ps /-,?27.12.2006 EN Official Journal of the European Union L 375/77
2.2. Installation of the measuring equipment  
 
 The instrumentation and samp le probes must be installed as required.  When using a 
full flow dilution system for exhaust gas dilu tion, the tailpipe must be connected to the 
system. 
 2.3. Starting the dilution system and the engine
 
  The dilution system and the engine must be started and warmed up until all 
temperatures and pressure s have stabilised at maximum power according to the 
recommendation of the manufacturer and good engineering practice. 
 2.4. Starting the particulate sampling 
system 
  The particulate sampling system must be  started and running on by-pass.  The 
particulate background level of the dilution ai r may be determined by passing dilution 
air through the particulate filters.  If filtered dilution air is used, one measurement may be done prior to or after the test.  If the d ilution air is not filtere d, measurements at the 
beginning and at the end of the cycle, may be done, and the values averaged.  
 2.5. Adjustment of the 
dilution ratio  
  The dilution air must be set such that the temperature of the diluted exhaust gas 
measured immediately prior to the primary filter must not exceed 325 K (52°C) at any 
mode.  The dilution ratio (q) must not be less than 4. 
   For systems that use CO
2 or NO x concentration measurement for dilution ratio control, 
the CO 2 or NO x content of the dilution air must be measured at the beginning and at the 
end of each test.  The pre- and post test background CO 2 or NO x  concentration 
measurements of the dilution air must be  within 100 ppm or 5 ppm of each other, 
respectively. 
 2.6. Checking the analysers
 
  The emission analysers must be set at zero and spanned. 
 2.7. Test cycle
 
 2.7.1. The following 13-mode cycle must be fo llowed in dynamometer operation on the test 
engine: L 375/78 EN Official Journal of the European Union 27.12.2006
 
 
Mode 
Number Engine 
Speed Percent Load Weighting 
Factor Mode Length 
1 idle - 0.15 4 minutes 
2 A 100 0.08 2 minutes 
3 B 50 0.10 2 minutes 
4 B 75 0.10 2 minutes 
5 A 50 0.05 2 minutes 
6 A 75 0.05 2 minutes 
7 A 25 0.05 2 minutes 
8 B 100 0.09 2 minutes 
9 B 25 0.10 2 minutes 
10 C 100 0.08 2 minutes 
11 C 25 0.05 2 minutes 
12 C 75 0.05 2 minutes 
13 C 50 0.05 2 minutes 
  2.7.2.  Test sequence 
  The test sequence must be star ted.  The test must be perform ed in the order of the mode 
numbers as set out in paragraph 2.7.1. 
  The engine must be operated for the prescribed time in each mode, completing engine 
speed and load changes in the first 20 seconds .  The specified speed must be held to 
within ± 50 min
-1 and the specified torque must be held to within ± 2 per cent of the 
maximum torque at the test speed.  
  At the manufacturers request, the test sequence may be rep eated a sufficient number of 
times for sampling more partic ulate mass on the filter.  The manufacturer must supply a 
detailed description of the data evaluation and calculati on procedures.  The gaseous 
emissions must only be determined on the first cycle. 
 2.7.3.  Analyser response 
  The output of the analysers must be recorded on a strip chart recorder or measured with 
an equivalent data acquis ition system with the exhaust gas flowing through the 
analysers throughout the test cycle.  
 2.7.4.  Particulate sampling 
  One pair of filters (primary and back-up filters, see annex 4, appendix 4) must be used 
for the complete test procedure.  The modal weighting factors specified in the test cycle procedure must be taken into  account by taking a sample  proportional to the exhaust 27.12.2006 EN Official Journal of the European Union L 375/79
mass flow during each individual mode of the cycle.  This can be achieved by  
adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the 
criterion for the effective weighting factors in paragraph 5.6. is met. 
  The sampling time per mode must be at least 4 seconds per 0.01 weighting factor.  
Sampling must be conducted as  late as possible within each mode.  Particulate 
sampling must be completed no earlier than 5 seconds before the end of each mode. 
 2.7.5.  Engine conditions 
  The engine speed and load, intake air te mperature and depressi on, exhaust temperature 
and back pressure, fuel flow and air or ex haust flow, charge air temperature, fuel 
temperature and humidity must be recorded during each mode, with the speed and load requirements (see paragraph 2.7.2)  being met during the time of particulate sampling, 
but in any case during the last minute of each mode. 
   Any additional data required for calculation must be record ed (see paragraphs 4 and 5). 
 2.7.6. NO
x check within the control area 
  The NO
x check within the control area must be performed immediately upon 
completion of mode 13.  The engine must be conditioned at mode 13 for a period of 
three minutes before the start of the measurements.  Three measurements must be made at different locations within the control area, selected by the Technical Service 1
/.  The 
time for each measurement must be 2 minutes.  
   The measurement procedure is identical to the NO
x measurement on the 13-mode cycle, 
and must be carried out in accordance with paragraphs 2.7.3., 2.7.5., and 4.1. of this 
appendix, and annex 4, appendix 4, paragraph 3. 
   The calculation must be carried out in accordance with paragraph 4.  2.7.7. Rechecking the analysers   After the emission test a zero gas and the sa me span gas must be used for rechecking.  
The test will be considered acceptable if th e difference between the pre-test and post-
test results is less than 2 per cent of the span gas value. 
 
                    
 
1/  The test points must be selected using approved statistical methods of randomisation. L 375/80 EN Official Journal of the European Union 27.12.2006
3. ELR  TEST  RUN 
 
3.1. Installation of the measuring equipment  
  The opacimeter and sample probes, if applicable, must be installed after the exhaust 
silencer or any after-treatme nt device, if fitted, according to the general installation 
procedures specified by the instrument ma nufacturer.  Additionally , the requirements of 
paragraph 10 of ISO 11614 must be  observed, where appropriate. 
   Prior to any zero and full scale checks, the opacimeter must be warmed up and 
stabilised according to the instrument manufacturer's recommendations.  If the 
opacimeter is equipped with a purge air system  to prevent sooting of the meter optics, 
this system must also be activated and adjusted according to the manufacturer's recommendations. 
 3.2. Checking of the opacimeter
 
  The zero and full scale checks must be ma de in the opacity readout mode, since the 
opacity scale offers two truly definable ca libration points, namely 0 per cent opacity 
and 100 per cent opacity.  The light absorption coefficient is then correctly calculated 
based upon the measured opacity and the L
A, as submitted by the opacimeter 
manufacturer, when the instrument is return ed to the k readout mode for testing. 
  With no blockage of the opacimeter light b eam, the readout must be adjusted to 0.0 % ± 
1.0 % opacity.  With  the light being preven ted from reaching the receiver, the readout 
must be adjusted to 100.0 % ± 1.0 % opacity. 
 3.3. Test cycle
 
 3.3.1.  Conditioning of the engine 
  Warming up of the engine and the system must be at maximum power in order to 
stabilise the engine parameters according to  the recommendation of the manufacturer.  
The preconditioning phase should also prot ect the actual measur ement against the 
influence of deposits in the exha ust system from a former test. 
 When the engine is stabilised, the cycle must be started within 20 ± 2 s after the 
preconditioning phase.  At the manufacturer s request, a dummy test may be run for 
additional conditioning before  the measurement cycle. 
 3.3.2.  Test sequence 
  The test consists of a sequence of three load steps at each of the three engine speeds A 
(cycle 1), B (cycle 2) a nd C (cycle 3) determined in accordance with annex 4, 
paragraph 1.1., followed by cycle 4 at a sp eed within the control area and a load 27.12.2006 EN Official Journal of the European Union L 375/81
between 10 per cent and 100 per cent, se lected by the Technical Service 1 /.  The 
following sequence must be followed in dy namometer operation on th e test engine, as 
shown in Figure 3. 
 
 
 
Figure 3 : Sequence of ELR Test 
 
– The engine must be operated at engine speed A and 10 per cent load for 20 ± 2 s. 
The specified speed must be held to within ± 20 min-1 and the specified torque 
must be held to within ± 2 per cent of the maximum torque at the test speed. 
 
– At the end of the previous segment, the speed control lever must be moved rapidly 
to, and held in, the wide open position fo r 10 ± 1 s.  The necessary dynamometer 
load must be applied to keep the engine speed within ± 150 min-1 during the first 3 
s, and within ± 20 min-1 during the rest of the segment. 
 
– The sequence described in (a) and (b) must be repeated two times. 
 
– Upon completion of the third load step, the en gine must be adjusted to engine speed 
B and 10 per cent load within 20 ± 2 s. 
 
– The sequence (a) to (c) must be run with the engine operating at engine speed B. 
 
– Upon completion of the third load step, the en gine must be adjusted to engine speed 
C and 10 per cent load within 20 ± 2 s. 
  
– The sequence (a) to (c) must be run with the engine operating at engine speed C. 
  
                     
1/  The test points must be selected using approved statistical methods of randomisation. L 375/82 EN Official Journal of the European Union 27.12.2006
– Upon completion of the third load step, the en gine must be adjusted to the selected 
engine speed  and any load above 10 per cent within 20 ± 2 s. 
  
– The sequence (a) to (c) must be run with th e engine operating at the selected engine 
speed. 
 
3.4. Cycle validation  
 
 The relative standard deviations of the mean smoke values at each test speed (SV A, 
SV B, SV C, as calculated in accordance with pa ragraph 6.3.3. of this appendix from the 
three successive load  steps at each test speed) must be lower than 15 per cent of the 
mean value, or 10 per cent of the limit va lue shown in Table 1 of the Regulation, 
whichever is greater.  If the difference is greater, the sequence must be repeated until 3 successive load steps meet the validation criteria. 
 3.5. Rechecking of the opacimeter
 
  The post-test opacimeter zero drift
 value must not exceed ± 5.0 per cent of the limit 
value shown in Table 1 of the Regulation. 
  4. CALCULATION
 OF THE  GASEOUS  EMISSIONS 
 4.1. Data evaluation
 
  For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of 
each mode must be averaged, and the aver age concentrations (conc) of HC, CO and 
NO
x  during each mode must be determined from the average chart readings and the 
corresponding calibration data.  A different type of recordin g can be used if it ensures 
an equivalent data acquisition. 
   For the NO
x check within the control area, the above requirements apply for NO x, only. 
   The exhaust gas flow G
EXHW  or the diluted exhaust gas flow G TOTW , if used optionally, 
must be determined in accordance w ith annex 4, appendi x 4, paragraph 2.3. 
 4.2. Dry / Wet correction
 
  The measured concentration must be c onverted to a wet basis according to the 
following formulae, if not alr eady measured on a wet basis. 
   
conc(wet) = K
W * conc(dry) 
   For the raw exhaust gas: 27.12.2006 EN Official Journal of the European Union L 375/83
 
2W
AIRDFUEL
FH r,W KGGF1K /××
ØÖ
ÇÇ
ÈÆ,/?  
 and 
××
ØÖ
ÇÇ
ÈÆ-?
AIRWFUELFH
GG1969.1F  
 
 For the diluted exhaust gas:  
1W2
1,e,W K200)wet%(CO HTCRAT1K /×ØÖÇÈÆ ,/?  
 
 or 
××××
ØÖ
ÇÇÇÇ
ÈÆ
,-/?
200)dry%(CO HTCRAT1K1(K
2)1W
2,e,W  
 
 
 
For the dilution air :  For the intake air : 
(if different from the dilution air ) 
KW,d = 1- K W1  K W,a = 1- K W2 
KW1 = )H608.1(1000H608.1
dd
, -,  KW2 = )H608.1(1000H608.1
aa
, -, 
2
ddBdd
d10RpppR220.6H/,,/,,?   
2
aaBaa
a10RpppR220.6H/,,/,,?  
    where:     H
a, Hd = g water per kg dry air 
  R d, Ra = relative humidity of the dilution/intake air, % 
  p d, pa = saturation vapour pressure of  the dilution/intake air, kPa 
  p B   = total barometric pressure, kPa 
 4.3. No
x Correction for humidity and temperature  
  As the NO
x emission  depends on ambient air conditions, the NO x concentration must 
be corrected for ambient air temperature and humidity with the factors given in the following formulae: 
 L 375/84 EN Official Journal of the European Union 27.12.2006
)298T(B)71.10H(A11K
a aD,H/,- /,-?  
 
 with:    A = 0.309 G
FUEL/GAIRD -0.0266  
  B = -0.209 G FUEL/GAIRD +0.00954  
  T a =  temperature of the air, K 
  H a =  humidity of the intake air, g water per kg dry air in which: 
 
2
aaBaa
a10RpppR220.6H/,,/,,?  
   R
a = relative humidity of the intake air, % 
  ʼa = saturation vapour pressure  of the intake air, kPa 
  ʼB = total barometric pressure, kPa 
 4.4. Calculation of the e mission mass flow rates
 
  The emission mass flow rates (g/h) for each mode must be calculated as follows, 
assuming the exhaust gas density to be 1.293 kg/m³ at 273 K (0°C) and 101.3 kPa: 
  (1)  NO
x mass = 0.001587 * NO x conc * K H,D * G EXHW  
  (2)  CO
mass = 0.000966 * CO conc  * G EXHW  
  (3)  HC
mass = 0.000479 * HC conc * G EXHW  
  where NO
x conc, CO conc, HC conc 1/ are the average concentrations (ppm) in the raw 
exhaust gas, as deter mined in paragraph 4.1. 
  If, optionally, the gaseous emissions are de termined with a full flow dilution system, 
the following formulae must be applied: 
   (1)  NO
x mass = 0.001587 * NO x conc * K H,D * G TOTW  
  (2)  CO
mass = 0.000966 * CO conc  * G TOTW  
  (3)  HC
mass = 0.000479 * HC conc* G TOTW  
  where NO
x conc, CO conc, HC conc 1/ are the average background corrected concentrations 
(ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2, 
paragraph 4.3.1.1. 
 
                     
1/  Based on C1 equivalent. 27.12.2006 EN Official Journal of the European Union L 375/85
4.5. Calculation of the specific emissions  
 
 The emissions (g/kWh) must be calcula ted for all individual components in the 
following way: 
Å,Å ,?
i ii mass,x
xWF)n(PWF NONO  
 
Å,Å ,?
i ii mass
WF)n(PWFCOCO  
 
Å,Å ,?
i ii mass
WF)n(PWFHCHC  
  The weighting factors (WF) used in  the above calculation are according to 
paragraph 2.7.1. 
 4.6. Calculation of the area control values
 
  For the three control points select ed according to paragraph 2.7.6., the NO
x emission 
must be measured and calculated according to paragraph 4.6.1. and al so determined by 
interpolation from the modes of the test cycle closest to the respective control point according to paragraph 4.6.2.  The measured  values are then compared to the 
interpolated values according to paragraph 4.6.3. 
 4.6.1.  Calculation of the specific emission 
  The NO
x emission for each of the control points (Z) must be calculated as follows: 
     NO
x mass,Z  = 0.001587 * NO x conc,Z  * K H,D * G EXHW 
    NO
x,Z = NO x mass,Z  / P(n) Z    
 4.6.2.  Determination of the emission value from the test cycle  
  The NO
x emission for each of the control points must be interpolated from the four 
closest modes of the test cycle that envel op the selected control point Z as shown in 
Figure 4.  For these modes (R, S, T, U), the following definitions apply: 
    Speed(R) = Speed(T) = n
RT 
  Speed(S) = Speed(U) = n SU 
  Per cent load(R) = Per cent load(S)   Per cent load(T) = Per cent load(U).   The NO
x emission of the selected control poi nt Z must be calculated as follows: 
  
EZ  =  E RS + (E TU - E RS) · (M Z - M RS) / (M TU - M RS) L 375/86 EN Official Journal of the European Union 27.12.2006
  
 and:   
E
TU  =  E T + (E U - E T) · (n Z - n RT) / (n SU - n RT) 
ERS  =  E R + (E S - E R) · (n Z - n RT) / (n SU - n RT) 
MTU  =  M T + (M U - M T) · (n Z - n RT) / (n SU - n RT) 
MRS  =  M R + (M S - M R) · (n Z - n RT) / (n SU - n RT) 
   where:   
E
R, ES, ET, EU  = specific NO x emission of the envelopi ng modes calculated in 
accordance with paragraph 4.6.1. 
 
MR, M S, M T, M U  = engine torque of the enveloping modes 
 
 
 
Figure 4 : Interpolation of NO x Control Point 
 4.6.3.  Comparison of NO
x emission values   
  The measured specific NO
x  emission of the control point Z (NO x,Z) is compared to the 
interpolated value (E Z) as follows: 
  
NO x,diff = 100 * (NO x,z - E z) / E z 
 5. CALCULATION
 OF THE  PARTICULATE  EMISSION 
 5.1. Data evaluation
 
  For the evaluation of the particulates, the total sample masses (M
SAM,i) through the 
filters must be recorded for each mode. 27.12.2006 EN Official Journal of the European Union L 375/87
 
 The filters must be returned to the weig hing chamber and conditioned for at least one 
hour, but not more than 80 hours, and then we ighed.  The gross weight of the filters 
must be recorded and the tare weight (see paragraph 1 of this a ppendix) subtracted.  
The particulate mass M f is the sum of the particulate masses collected on the primary 
and back-up filters. 
  If background correction is to be applied, the dilution air mass (M
DIL) through the filters 
and the particulate mass (M d) must be recorded.  If mo re than one measurement was 
made, the quotient M d/MDIL must be calculated for each  single measurement and the 
values averaged. 
 5.2. Partial flow dilution system
 
  The final reported test results  of the particulate emission must be determined through 
the following steps.  Since various types of dilution rate control ma y be used, different 
calculation methods for G
EDFW apply .  All calculations must be based upon the average 
values of the individual m odes during the sampling period. 
 5.2.1.  Isokinetic systems 
 
G
EDFW,i   =  G EXHW,i  * q I 
 
* +
*+rGrGGq
i,EXHWi,EXHW i,DILW
i,, -?  
  where r corresponds to the ratio of the cro ss sectional areas of th e isokinetic probe and 
the exhaust pipe: 
 
rA
Ap
r?  
 
 
5.2.2. Systems with measurement of CO 2 or NO x concentration  
 
ii,EXHW i,EDFW q*G G?  
 
qconc conc
conc conciEi Ai
DA?/
/,,
,,11 
 
 where:   concE  = wet concentration of the tracer gas in the raw exhaust  concD  = wet concentration of the tracer gas in the diluted exhaust  concA  = wet concentration of the tracer gas in the dilution air L 375/88 EN Official Journal of the European Union 27.12.2006
 
 Concentrations measured on a dry basis must  be converted to a we t basis according to 
paragraph 4.2. of this appendix. 
 5.2.3. Systems with CO
2 measurement and carbon balance method 1 /  
 
i,A2 i,D2i,FUEL
i,EDFWCOCOG5.206G//?  
 where:   CO
2D  =  CO 2 concentration of the diluted exhaust 
 CO 2A  =  CO 2 concentration of the dilution air  
 (concentrations in Vol % on wet basis)    This equation is based upon the carbon bala nce assumption (carbon atoms supplied to 
the engine are emitted as CO
2) and determined through the following steps: 
 
ii,EXHW i,EDFW q*G G?  
 
)COCO(*GG5.206q
i,A2 i,D2 i,EXWi,FUEL
i/,?  
  and,   5.2.4. Systems with flow measurement 
 
ii,EXHW i,EDFW q*G G?  
 
)GG(Gq
i,DILWi,TOTWi,TOTW
i/?  
 5.3. Full flow dilution system
 
  The reported test results of  the particulate emission must  be determined through the 
following steps.  All calculations must be based upon the average values of the 
individual modes during the sampling period. 
 
G
EDFW,i    =  G TOTW,i  
 5.4. Calculation of the pa rticulate mass flow rate
 
  The particulate mass flow rate must be calculated as follows:  
                    
 
1/  The value is only valid for the reference fuel specified in the Regulation. 27.12.2006 EN Official Journal of the European Union L 375/89
PTM
MG
massf
SAMEDFW?,1000 
 
 
 where: 
 
GG W FEDFW EDFW i
iin
i ?
??
Å ,*
1 
 
MMSAM SAM i
iin
?
??
Å ,
1 
 
  i=1,...n   determined over the test cycle by summation of the average values of the individual 
modes during the sampling period. 
  The particulate mass flow rate ma y be background corrected as follows: 
 
PTM
MM
MD FWFG
massf
SAMd
DIL i inin
EDFW?/ ,/Æ
ÈÇÖ
Ø×,Æ
ÈÇÖ
Ø×Æ
ÈÇÇÖ
Ø××É
ËÊ
ÊÙ
ÛÚ
Ú,
??
Å11
10001  
 
 
 If more than one measurement is made, (M d/MDIL) must be replaced with the average 
value of (M d/MDIL). 
 
 DF i = 13.4/(conc CO 2 + (conc CO + conc HC)*10-4)) for the individual modes 
 or,    DF
i = 13.4/concCO 2  for the individual modes 
  5.5. Calculation of the specific emission
 
  The particulate emission must be calculated in the following way: 
 
PTPT
Pn WFmass
ii?
,Å() 
 
5.6. Effective weighting factor  
  The effective weighting factor WF
E,i for each  mode must be calculated in the following 
way: L 375/90 EN Official Journal of the European Union 27.12.2006
 
WFMG
MGEiSAM i EDFW
SAM EDFW i,,
,?,
, 
 
 
 The value of the effective weighting  factors must be within ± 0.003 (0.005 for the idle 
mode) of the weighting fact ors listed in paragraph 2.7.1. 
 6. CALCULATION
 OF THE  SMOKE  VALUES 
 6.1. Bessel algorithm
 
  The Bessel algorithm must be used to compute the 1 s average values from the 
instantaneous smoke readings, converted  in accordance with paragraph 6.3.1.  The 
algorithm emulates a low pass second orde r filter, and its us e  requires iterative 
calculations to determine the coefficients.  These coefficients are a function of the response time of the opacimeter system and the sampling rate.  Therefore, 
paragraph 6.1.1. must be repeated whenever the system response time and/or sampling 
rate changes. 
 6.1.1. Calculation of f ilter response time a nd Bessel constants 
  The required Bessel response time (t
F) is a function of the physical and electrical 
response times of the opacimeter system, as specified in annex 4, appendix 4, 
paragraph 5.2.4., and must be calcula ted by the following equation: 
 
tt tfp e?/-122()  
 
 where:   tp = physical response time, s  te = electrical response time, s     The calculations for estimating the filter cut- off frequency (fc) are based on a step input 
of 0 to 1 in  ³ 0.01s (see annex 8).  The response time  is defined as the time between 
when the Bessel output reaches 10 per cent (t
10) and when it reaches 90 per cent (t 90) of 
this step function.  This must  be obtained by iterating on f c until t 90 - t10  tf.  The first 
iteration for f c is given by the following formula : 
  
fc = ̸ / (10 * t F) 
   The Bessel constants E and K must be calculated by the following equations: 
 27.12.2006 EN Official Journal of the European Union L 375/91
EDD?
-,,- ,1
132YY 
 
K = 2 * E * (D * Ȭ2 - 1) - 1 
  
 where:   D = 0.618034   Țt = 1 / sampling rate  
 Ȭ = 1 / [tan( ̸ * Țt * fc )]  
 6.1.2. Calculation of th e Bessel Algorithm 
  Using the values of E and K, the 1 s Bessel av eraged response to a step input Si must be 
calculated as follows: 
   Yi = Yi-1 + E * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + K * (Yi-1 - Yi-2)    where:   Si-2 = Si-1 = 0  Si = 1  Yi-2 =  Yi-1 = 0   The times t
10 and t 90 must be interpolated.  The difference in time between t 90 and t 10 
defines the response time t F for that value of f c.  If this response time is not close 
enough to the required response time, itera tion must be continued until the actual 
response time is within 1 per cent of  the required response as follows: 
  
F F 10 90 t01,0t)tt( ,//  
 6.2 Data evaluation   The smoke measurement values must be  sampled with a minimum rate of 20 Hz. 
 6.3 Determination of smoke  6.3.1 Data conversion   Since the basic measurement unit of all opacimeters is transmittance, the smoke values 
must be converted from transmittance ( ő) to the light absorption coefficient (k) as 
follows: 
 
×ØÖÇÈÆ/,/?100N1lnL1k
A L 375/92 EN Official Journal of the European Union 27.12.2006
  
 and:   N = 100 - ő 
  where:    k = light absorption coefficient, m
-1 
 LA = effective optical path length, as submitted by instrument  
  manufacturer, m 
 N = opacity, %  ő = transmittance, % 
   The conversion must be a pplied, before any further da ta processing is made. 
  6.3.2 Calculation of Be ssel averaged smoke 
  The proper cut-off frequency f
c is the one that produces th e required filter response time 
tf.  Once this frequency has been deter mined through the iterative process of 
paragraph 6.1.1., the proper Besse l algorithm constants E a nd K must be calculated.  
The Bessel algorithm must then be applied to the instantaneous smoke trace (k-value), as described in paragraph 6.1.2: 
   Yi = Yi-1 + E * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + K * (Yi-1 - Yi-2)    The Bessel algorithm is recursive in nature.  Thus, it needs some initial input values of  
Si-1 and Si-2 and initial output values Yi-1 and Yi-2 to get the algorithm started.  These may be assumed to be 0. 
  For each load step of the three speeds A, B and C, the maximum 1s value Ymax must 
be selected from the individual Yi values of each smoke trace. 
 6.3.3 Final result   The mean smoke values (SV) from each cy cle (test speed) must be calculated as 
follows: 
   For test speed A: SV
A =   (Y max1,A  + Y max2,A  + Y max3,A ) / 3 
   For test speed B: SVB =   (Y
max1,B  + Y max2,B  + Y max3,B ) / 3 
   For test speed C: SVC =   (Y
max1,C  + Y max2,C  + Y max3,C ) / 3 
   where:   
Y
max1, Ymax2, Ymax3 = highest 1 s Bessel averaged smoke value at each of the three load 
steps  
  27.12.2006 EN Official Journal of the European Union L 375/93
 The final value must be calculated as follows: 
   SV  = (0.43 * SV
A) + (0.56 * SV B) + (0.01 * SV C) 
 
__________ L 375/94 EN Official Journal of the European Union 27.12.2006
Annex 4 - Appendix 2  
 
ETC TEST CYCLE 
 
1. ENGINE  MAPPING  PROCEDURE 
 1.1. Determination of th e mapping speed range
 
  For generating the ETC on the test cell, the engine needs to be mapped prior to the test 
cycle for determining the speed vs. torque curve.  The minimum and maximum mapping speeds are defined as follows: 
   Minimum mapping speed = idle speed  
 
 Maximum mapping speed = n
hi * 1.02 or speed where full load torque drops off to 
zero, whichever is lower 
 
1.2. Performing the engine power map  
  The engine must be warmed up at maximum power in order to stabilise the engine 
parameters according to the recommendation of the manufacturer and good engineering 
practice.  When the engine is stabilised, the engine map must be performed as follows: 
  The engine must be unloade d and operated at idle speed. 
   The engine must be operated at full load setting of the injection pump at minimum 
mapping speed. 
 The engine speed must be increased at an average rate of  8 ± 1 min
-1/s from minimum to maximum mapping speed.  Engine speed and torque 
points must be recorded at a sample rate of a least one point per second. 
 1.3. Mapping curve generation
 
  All data points recorded under paragr aph 1.2. must be connected using linear 
interpolation between points.  The resulting torque curve is the mapping curve and must be used to convert the normalis ed torque values of the engine cycle into actual torque 
values for the test cycle, as described in paragraph 2. 
 1.4. Alternate mapping
 
  If a manufacturer believes that the above mapping techniques are unsafe or 
unrepresentative for any given engine, alte rnate mapping techniques may be used.  
These alternate techniques must satisfy the inte nt of the specified mapping procedures to 
determine the maximum available torque at all engine speeds achieved during the test cycles.  Deviations from the mapping technique s specified in this paragraph for reasons 
of safety or representativen ess must be approved by the Technical Service along with 27.12.2006 EN Official Journal of the European Union L 375/95
the justification for their use.  In no case, however, must descending  continual sweeps of 
engine speed be used for governed or turbocharged engines. 
 
1.5. Replicate tests  
  An engine need not be mapped before each a nd every test cycle.  An engine must be 
remapped prior to a test cycle if: 
 
– an unreasonable amount of time has transpired  since the last map, as determined by 
engineering judgement, 
   or,   
– physical changes or recalibrations have  been made to the engine, which may 
potentially affect engine performance. 
  2. GENERATION
 OF THE  REFERENCE  TEST  CYCLE 
  The transient test cycle is described in appe ndix 3 to this annex.  The normalised values 
for torque and speed must be changed to the actual values, as follows, resulting in the reference cycle. 
 2.1. Actual speed
 
  The speed must be unnormalised using the following equation:    Actual speed = % speed (reference speed - idle speed)
 + idle speed 
  100 
   The reference speed (n
ref) corresponds to the 100 per cent speed values specified in the 
engine dynamometer schedule of  appendix 3.  It is defined as follows (see Figure 1 of 
the Regulation): 
  
nref = n lo + 95 % * (n hi - n lo) 
   where n
hi and n lo are either specified according to  the Regulation, paragraph 2 or 
determined according to anne x 4, appendix 1, paragraph 1.1. 
 2.2. Actual torque
 
  The torque is normalised to the maximum torque at the respective speed.  The torque 
values of the reference cycle must be unnormalised, using the mapping curve 
determined according to section 1.3, as follows: 
Actual torquetorque torque?, %m a x .
100 L 375/96 EN Official Journal of the European Union 27.12.2006
 
 
 
 for the respective actual speed as determined in paragraph 2.1. 
   The negative torque values of the motoring  points ("m") must take on, for purposes of 
reference cycle generation, unnormalised values determined in either of the following 
ways: 
  
– negative 40 per cent of the positive torque available at the associated speed point; 
 
– mapping of the negative torque required to motor the engine from minimum to 
maximum mapping speed; 
 
– determination of the negativ e torque required to motor the engine at idle and 
reference speeds and linear interpol ation between these two points.  
 2.3. Example of the unnormalisation procedure   As an example, the following test point must be unnormalised: 
   % speed = 43  % torque = 82      Given the following values:    reference speed = 2200 min
-1 
 idle speed =  600 min-1  
  results in,  
 actual speed =
 1min1288600100)6002200(43/?-/ , 
   actual torque =
 Nm57410070082?, 
  
 where the maximum torque observed from the mapping curve at 1288 min-1 is 700 Nm. 
  3. EMISSIONS
 TEST  RUN 
  At the manufacturers request, a dummy test may be run for conditioning of the engine 
and exhaust system before the measurement cycle. 
   NG and LPG fuelled engines must be run-in using the ETC test.  The engine must be 
run over a minimum of two ETC cycles and until the CO emission measured over one 27.12.2006 EN Official Journal of the European Union L 375/97
ETC cycle does not exceed by more than 10 per cent the CO emission measured over 
the previous ETC cycle. 
 3.1. Preparation of the samplin g filters (if applicable)
 
  At least one hour before the test, each f ilter (pair) must be placed in a closed, but 
unsealed petri dish and placed in a weighing chamber for stabilisation.  At the end of the 
stabilisation period, each filter (pair) must be  weighed and the tare  weight must be 
recorded.  The filter (pair) must then be stored in a closed petri dish or sealed filter holder until needed for testing.  If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be conditioned and rewe ighed before use. 
 3.2. Installation of the measuring equipment
 
  The instrumentation and sample  probes must be installed as  required.  The tailpipe must 
be connected to the full flow dilution system. 
 3.3. Starting the dilution system and the engine
 
  The dilution system and the engine must be started and warmed up until all temperatures 
and pressures have stabilised  at maximum power according to the recommendation of 
the manufacturer and good engineering practice. 
 3.4. Starting the particulate samp ling system (if applicable)
 
  The particulate sampling system must be  started and running on by-pass.  The 
particulate background level of the dilution ai r may be determined by passing dilution 
air through the particulate filters.  If filtered dilution air is used, one measurement may be done prior to or after the test.  If the d ilution air is not filtere d, measurements at the 
beginning and at the end of the cycle, may be done, and the values averaged.  
 3.5. Adjustment of the full flow dilution system
 
  The total diluted exhaust gas flow must be  set to eliminate wate r condensation in the 
system, and to obtain a maximum filter face temperature of 325 K ( 52°C) or less (see 
annex 4, appendix 6, paragraph 2.3.1., DT). 
 3.6. Checking the analysers
 
  The emission analysers must be set at zero and spanned.  If sample  bags are used, they 
must be evacuated. 
 3.7. Engine starting procedure
 
  The stabilised engine must be started according to the manufacturer's recommended 
starting procedure in the owner's manual, us ing either a production starter motor or the L 375/98 EN Official Journal of the European Union 27.12.2006
dynamometer.  Optionally, the test may start directly from the engine preconditioning 
phase without shutting the engine off, when  the engine has reached the idle speed. 
 3.8. Test cycle
 
 3.8.1. Test sequence   The test sequence must be started, if the engi ne has reached idle speed.  The test must be 
performed according to the reference cycle as set out in paragraph 2 of this appendix.  
Engine speed and torque command set point s must be issued at 5 Hz (10 Hz 
recommended) or greater.  Feedback engine sp eed and torque must be recorded at least 
once every second during the test cycle, and the signals may be el ectronically filtered. 
 3.8.2. Analyser response   At the start of the engine or test sequence, if the cycle is started directly from the 
preconditioning,, the measuring equipmen t must be started, simultaneously: 
  
– start collecting or analysing dilution air; 
– start collecting or analysing diluted exhaust gas; 
– start measuring the amount of dilute d exhaust gas (CVS) and the required 
temperatures and pressures; 
– start recording the feedback data of speed and torque of the dynamometer. 
   HC and NO
x must be measured continuously in th e dilution tunnel with a frequency of 2 
Hz.  The average concentrations must be determined by integrating the analyser signals over the test cycle.  The system response time must be no greater than 20 s, and must be 
coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if necessary.  CO, CO
2, NMHC and CH 4 must be determined by integration or by 
analysing the concentrations in the sample bag, collected over the cycle.  The concentrations of the gaseous pollutants in  the dilution air must be determined by 
integration or by collecting into the background bag.  All other values must be recorded 
with a minimum of one measurement per second (1 Hz). 
 3.8.3. Particulate sampling (if applicable)   At the start of the engine or test sequence, if the cycle is started directly from the 
preconditioning, the particulate sampling sy stem must be switched from by-pass to 
collecting particulates.  
    If no flow compensation is used, the sample pump(s) must be adjusted so that the flow 
rate through the particulate sample probe or transfer tube is maintained at a value within ± 5 per cent of the set flow rate.  If fl ow compensation (i.e., proportional control of 
sample flow) is used, it must be demonstrated that the ra tio of main tunnel flow to 
particulate sample flow does not change by  more than ± 5 per cent of its set value 
(except for the first 10 seconds of sampling). 27.12.2006 EN Official Journal of the European Union L 375/99
   
Note : For double dilution operation, sample flow  is the net difference between the 
flow rate through the samp le filters and the secondary  dilution air flow rate. 
   
 The average temperature and pressure at the gas meter(s) or flow instrumentation inlet 
must be recorded.  If the set flow rate cannot be maintained over the complete cycle 
(within ± 5 per cent) because of high particul ate loading on the filter, the test must be 
voided.  The test must be rerun using a lower flow rate and/or a larger diameter filter. 
 3.8.4. Engine stalling   If the engine stalls anywhere during the te st cycle, the engine must be preconditioned 
and restarted, and the test rep eated.  If a malfunction occurs in any of the required test 
equipment during the test cycl e, the test must be voided. 
 3.8.5. Operations after test   At the completion of the test, the measurement of the diluted exhaust gas volume, the 
gas flow into the collecting bags and the pa rticulate sample pump must be stopped.  For 
an integrating analyser system, sampling must continue until system response times 
have elapsed. 
   The concentrations of the collecting bags, if  used, must be analysed as soon as possible 
and in any case not later than 20 minutes after the end of the test cycle. 
   After the emission test, a zero gas and the sa me span gas must be used for re-checking 
the analysers.  The test will be considered  acceptable if the difference between the pre-
test and post-test results is less than  2 per cent of the span gas value. 
   For diesel engines only, the particulate filters must be returned to the weighing chamber 
no later than one hour after co mpletion of the test and must  be conditioned in a closed, 
but unsealed petri dish for at least one  hour, but not more than 80 hours before 
weighing. 
 3.9. Verification of the test run
 
 3.9.1. Data shift   To minimise the biasing effect of the time lag between the feedback and reference cycle 
values, the entire engine speed and torque f eedback signal sequence may be advanced or 
delayed in time with respect to the reference speed and torque sequence.  If the feedback signals are shifted, both speed and torque must  be shifted the same  amount in the same 
direction. 
 3.9.2. Calculation of the cycle work  L 375/100 EN Official Journal of the European Union 27.12.2006
 The actual cycle work W act (kWh) must be calculated using each pair of engine feedback 
speed and torque values recorded.  This must  be done after any fee dback data shift has 
occurred, if this option is sel ected.  The actual cycle work W act is used for comparison to 
the reference cycle work W ref and for calculating the brake specific emissions (see 
paragraphs 4.4. and 5.2).  The same methodology must be used for integrating both 
reference and actual engine power.  If values  are to be determin ed between adjacent 
reference or adjacent measured values , linear interpolation must be used. 
  
 In integrating the reference and actual cycle work, all negative torque values must be set 
equal to zero and included.  If integration is performed at a frequency of less than 5 
Hertz, and if, during a given time segment, the torque value changes from positive to negative or negative to positive, the negative portion must be computed and set equal to zero.  The positive portion must be included in the integrated value. 
  W
act must be between -15 % and + 5 % of W ref. 
 3.9.3. Validation statistics of the test cycle   Linear regressions of the feedback values on the reference values must be performed for 
speed, torque and power.  This  must be done after any fee dback data shift has occurred, 
if this option is selected.  The method of l east squares must be us ed, with the best fit 
equation having the form: 
      
y  =  mx + b 
 where:   
 y  = feedback (actual) value of speed (min
-1), torque (Nm), 
or power (kW) 
 m  = slope of the regression line  x  = reference value of speed (min
-1) , torque (Nm), or power (kW) 
 b  = y intercept of the regression line   The standard error of estimate (SE) of y on x and the coefficient of determination (r²) 
must be calculated for each regression line. 
   It is recommended that this analysis be pe rformed at 1 Hertz.  All negative reference 
torque values and the associated feedback va lues must be deleted from the calculation of 
cycle torque and power valida tion statistics.  For a test to be considered valid, the 
criteria of table 6 must be met. 
   27.12.2006 EN Official Journal of the European Union L 375/101
Table 6 :  Regression line tolerances 
 
 Speed Torque Power 
Standard error of estimate (SE) 
of Y on X max 100 min-1 max 13 % (15 %) of 
power map maximum engine torque max 8% (15 %) of power map maximum engine power  
Slope of the regression line, m 0.95 to 1.03 0.83 - 1.03 0.89 - 1.03 
(0.83 - 1.03)  
Coefficient of determination, r² min 0.9700 
(min 0.9500)  min 0.8800 (min 0.7500)  min 0.9100 (min 0.7500)  
Y intercept of the regression line, b ± 50 min
-1 ± 20 Nm or ± 2 % 
(± 20 Nm or ± 3 %) of max torque whichever is greater ± 4 kW or ± 2 % (± 4 Kw or ± 3 %) of max power whichever is greater
  The figures shown in brackets may be used for the type-approval te sting of gas engines 
until 1 October 2005. 
  Table 7
: Permitted Point Deletions From Regression Analysis 
 
Condition Points to be deleted 
Full load and torque feedback ® torque reference To rque and/or power 
No load, not an idle point,  and torque feedback > torque reference Torque and/or power 
No load/closed throttle, idle point and speed > reference idle speed Speed and/or power 
  4. CALCULATION
 OF THE  GASEOUS  EMISSIONS 
 4.1. Determination of the diluted exhaust gas flow
 
  The total diluted exhaust gas flow over the cycle (kg/test) must be calculated from the 
measurement values over the cycle and the corresponding calibration data of the flow 
measurement device (V
0 for PDP or K V for CFV, as determined  in annex 4, appendix 5, 
paragraph 2.).  The following formulae must be  applied, if the temperature of the diluted 
exhaust is kept constant over the cycle by  using a heat exchanger (± 6 K for a PDP-
CVS, ± 11 K for a CFV-CVS, see anne x 4, appendix 6, paragraph 2.3.).    
   For the PDP-CVS system    M
TOTW  =  1.293 * V0 * N P * (p B - p 1) * 273 / (101.3 * T) 
    where:    M
TOTW  = mass of the diluted exhaust ga s on wet basis over the cycle, kg 
 V 0 = volume of gas pumped per re volution under test conditions, L 375/102 EN Official Journal of the European Union 27.12.2006
m³/rev 
 N P = total revolutions of pump per test 
 p B = atmospheric pressure in the test cell, kPa 
 p 1 = pressure depression below a tmospheric at pump inlet, kPa 
 T = average temperature of the diluted exhaust gas at pump inlet 
over the cycle, K 
  
 For the CFV-CVS system   
M
TOTW  = 1.293 * t * Kv * p A / T 0.5 
   where:     M
TOTW  = mass of the diluted exhaust ga s on wet basis over the cycle, kg 
 t = cycle time, s 
 K V = calibration coefficient of the critical flow venturi 
for standard conditions,  
 p A = absolute pressure at venturi inlet, kPa 
 T = absolute temperature at venturi inlet, K    If a system with flow compensation is used (i.e. without heat exchanger), the 
instantaneous mass emissions must  be calculated and integrated over the cycle.  In this 
case, the instantaneous mass of the diluted exhaust gas must be calculated as follows. 
   For the PDP-CVS system:   
M
TOTW,i  = 1.293 * V0 * N P,i * (p B - p 1) * 273 / (101.3 B T) 
    where:    M
TOTW,i  = instantaneous mass of the dilu ted exhaust gas on wet basis, kg 
 N P,i = total revolutions of pump per time interval 
   For the CFV-CVS system:    M
TOTW,i  = 1.293 * Țti * K V * p A / T 0.5  
  
 where: 
  
 M TOTW,i  = instantaneous mass of the dilu ted exhaust gas on wet basis, kg 
 Țti = time interval, s 
   If the total sample mass of  particulates (MSAM) and ga seous pollutants exceeds 0.5 per 
cent of the total CVS flow (MTOTW), the CV S flow must be corrected for MSAM or 
the particulate sample flow must be returned to the CVS prior to the flow measuring device (PDP or CFV). 27.12.2006 EN Official Journal of the European Union L 375/103
 
  4.2. NO
x correction for humidity  
  As the NOx emission depends on ambient air conditions, the NO
x concentration must be 
corrected for ambient air humidity with the factors given in the following formulae. 
  (a) for diesel engines: 
)71.10H(0182.011K
aD,H/, /?  
  (b) for gas engines: 
)71.10H(0329.011K
aG,H/, /?  
    where:    H
a = humidity of the intake air, gr ams of water per kg of dry air, 
  in which: 
2
aaBaa
a10RpppR220.6H/,,/,,?  
  R
a  = relative humidity of the intake air, % 
 p a  = saturation vapour pressure  of the intake air, kPa 
 p B  = total barometric pressure, kPa 
  4.3. Calculation of th e emission mass flow
 
 4.3.1. Systems with constant mass flow   For systems with heat exchanger, the mass of the pollutants (g/test) must be determined 
from the following equations: 
   
(1) NO
x mass = 0.001587 · NOx conc · K H,D · M TOTW   (diesel engines) 
   (2) NO
x mass = 0.001587 · NOx conc · K H,G · M TOTW   (gas engines) 
  (3) CO mass = 0.000966 · CO conc  · M
TOTW  
   (4) HC mass = 0.000479 · HC conc · M
TOTW '  (diesel engines) 
   (5) HC mass = 0.000502 · HC conc · M
TOTW '  (LPG fuelled engines) 
 L 375/104 EN Official Journal of the European Union 27.12.2006
 (6) HC mass = 0.000552 · HC conc · M TOTW '  (NG fuelled engines) 
 
 (7) NMHC mass = 0.000479 · NMHC conc · M TOTW '  (diesel engines) 
   (8) NMHC mass = 0.000502 · NMHC conc · M
TOTW '  (LPG fuelled engines) 
  (9) NMHC mass = 0.000516 * NMHC conc * M
TOTW '  (NG fuelled engines) 
   (10) CH
4 mass = 0.000552 * CH 4 conc * M TOTW    (NG fuelled engines) 
 
where: 
  NO
x conc, CO conc, HC conc, 4 / NMHC conc, CH 4 conc  =  average background corrected 
concentrations over the cycle from integration (mandatory for NO x and HC) or 
bag measurement, ppm 
 
 M TOTW  = total mass of diluted exhaust gas over the cycle as determined in paragraph 4.1., 
kg 
 
KH,D  =  humidity correction factor for diesel  engines as determin ed in paragraph 4.2., 
based on cycle averaged intake air humidity 
  K
H,G   =  humidity correction factor for gas engi nes as determined in  paragraph 4.2., based 
on cycle averaged intake air humidity 
  Concentrations measured on a dry basis must  be converted to a wet basis in accordance 
with annex 4, appe ndix 1, paragraph 4.2. 
 
The determination of NMHC
conc and CH 4 conc depends on the method used (see annex 4, 
appendix 4, paragraph 3.3.4.).  Bo th concentrations must be  determined as follows, 
whereby CH 4 is subtracted from HC for the determination of NMHC conc: 
   (a) GC method  
NMHC
conc = HC conc - CH 4 conc 
 
CH 4 conc = as measured 
  (b) NMC method  
M EM
concCE- CECutter) HC(w/-) CE-(1 Cutter) HC(w/oNMHC·?  
  
                     
4/ Based on C1 equivalent 
 27.12.2006 EN Official Journal of the European Union L 375/105
  
*+
M EE
conc4,CE- CECE-1 Cutter) HC(w/o- Cutter) HC(w/CH·?  
 
 where:    HC(w/ Cutter) = HC concentration with the sample gas flowing through the NMC  
HC(w/o Cutter) = HC concentration with the sample gas bypassing the NMC 
 
CE
M = methane efficiency as determined per annex 4, appendix 5, 
paragraph 1.8.4.1. 
 
CE E = ethane efficiency as determ ined per annex 4, appendix 5, 
paragraph 1.8.4.2. 
 4.3.1.1. Determination of the b ackground corrected concentrations 
   The average background concentration of the ga seous pollutants in the dilution air must be 
subtracted from measured concentrations to ge t the net concentrations of the pollutants.  
The average values of the background concentra tions can be determined by the sample bag 
method or by continuous measurement with inte gration.  The following formula must be 
used. 
 
conc = conc
e - conc d · (1 - (1/DF))  
   where:    conc = concentration of the respective pollutant in the diluted exhaust gas, corrected by 
the amount of the respective pollutant contained in the dilution air, ppm 
  conc
e = concentration of the respective pollutant measured in the diluted exhaust gas, 
ppm 
  conc
d = concentration of the respective pollutant measured in the dilution air, ppm 
  DF = dilution factor 
 
 The dilution factor shall be calculated as follows: 
 
-4
conce conce conce2,S
10) CO (HC COFDF· - -?  
  where: L 375/106 EN Official Journal of the European Union 27.12.2006
  
 CO 2,conce  = concentration of CO 2 in the diluted exhaust gas, % vol 
  HC
conce  = concentration of HC in the diluted exhaust gas, ppm C1 
  CO
conce  = concentration of CO in the diluted exhaust gas, ppm 
   F
S = stoichiometric factor 
  Concentrations measured on dry basis must be  converted to a wet basis in accordance with 
annex 4, appendix 1,  paragraph 4.2. 
   The stoichiometric factor must be calculated as follows: 
×
ØÖÇ
ÈÆ-·--·?
4yx 3.762yxx100Fs 
 where: 
   x,y   = fuel composition C
xHy 
   Alternatively, if the fuel composition is not  known, the following stoichiometric factors 
may be used: 
   F
S (diesel) = 13.4 
 F S (LPG) = 11.6 
 F S (NG) =  9.5 
 4.3.2. Systems with flow compensation   For systems without heat exchanger, the mass of the pollutants (g/test) must be determined 
by calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle.  Also, the background correc tion must be applied directly to the 
instantaneous concentration value.  Th e following formulae must be applied: 
   
(1) NO
x mass = 
*+ *+ *+ Å
? / /  n
1iDH, concd TOTWDH, iconce, iTOTW, K 0.0015871/DF1 NOxMK 0.001587 NOxM  
(diesel engines) 
(2) NO x mass = 
*+ *+ *+ Å
? / /  n
1iGH, concd TOTWGH, iconce, iTOTW, K 0.0015871/DF1 NOxMK 0.001587 NOxM  
(gas engines) 
(3) CO mass = *+ *+ *+ Å
?/ /  n
1iconcd TOTW iconce,iTOTW, 0.0009661/DF1COM 0.000966 COM  27.12.2006 EN Official Journal of the European Union L 375/107
(4) HC mass = *+ *+ *+ Å
?/ /  n
1iconcd TOTW iconce,iTOTW, 0.0004791/DF1HCM 0.000479 HCM  
(diesel engines) 
(5) HC mass = *+ *+ *+ Å
?/ /  n
1iconcd TOTW iconce,iTOTW, 0.0005021/DF1HCM 0.000502 HCM  
(LPG engines) 
(6) HC mass = 
* + *+ *+ Å  /  /  
?n
1iconcd TOTW iconce, iTOTW, 0.0005521/DF1 HCM 0.000552 HCM  
(NG engines) 
 
(7) NMHC mass = 
* + *+ *+ Å  /  /  
?n
1iconcd TOTW iconce, iTOTW, 0.0004791/DF1 NMHCM 0.000479 NMHCM  
(diesel engines) 
(8) NMHC mass = 
* + *+ *+ Å  /  /  
?n
1iconcd TOTW iconce, iTOTW, 0.0005021/DF1 NMHCM 0.000502 NMHCM  
(LPG engines) 
(9) NMHC mass = 
*+ *+ *+ Å
?/ /  n
1iconcd TOTW iconce, iTOTW, 0.0005161/DF1 NMHCM 0.000516 NMHCM  
(NG engines) 
(10) CH 4 mass = 
*+ *+ *+ Å
?/ /  n
1iconcd 4 TOTW iconce, 4iTOTW, 0.0005521/DF1*CHM 0.000552 CHM  
(NG engines) 
 
 where:   conc
e = concentration of the respective pollutant  measured in the diluted exhaust gas, 
ppm 
  conc
d = concentration of the respective pollutant measured in the dilution air, ppm 
  M
TOTW,i  = instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg 
  M
TOTW  = total mass of diluted exhaust gas ove r the cycle (see paragraph 4.1.), kg 
  K
H,D = humidity correction factor for diesel en gines as determined in paragraph 4.2., 
based on cycle averaged intake air humidity 
  K
H,G = humidity correction factor for gas engi nes as determined in paragraph 4.2., 
based on cycle averaged intake air humidity 
 L 375/108 EN Official Journal of the European Union 27.12.2006
 DF = dilution factor as determined in paragraph 4.3.1.1. 
 4.4. Calculation of the specific emissions 
  The emissions (g/kWh) must be calculated for the individual com ponents, as required 
according to paragraphs 5.2.1. and 5.2.2. fo r the respective engine technology, in the 
following way: 
 
 
act mass x /W NOx NO?  (diesel and gas engines) 
 act mass/W CO CO?  (diesel and gas engines) 
 act mass/W HC HC?  (diesel and gas engines) 
 act mass/W NMHC NMHC?  (diesel and gas engines) 
 act 4mass 4 /W CH CH?  (NG fuelled gas engines) 
 
 where:    W
act  = actual cycle work as determ ined in paragraph 3.9.2., kWh. 
 5. CALCULATION
 OF THE  PARTICULATE  EMISSION  (IF APPLICABLE) 
 5.1. Calculation of the mass flow
 
  The particulate mass (g/test) must be calculated as follows:   
PT
mass  = 1000M
MMTOTW
SAMf,  
  where:   M
f = particulate mass sampled over the cycle, mg 
  M
TOTW  = total mass of diluted exhaust gas over the cycle as determined in 
paragraph 4.1., kg 
  M
SAM = mass of diluted exhaust gas ta ken from the dilution tunnel for  
   collecting particulates, kg    and,   M
f = M f,p + M f,b, if weighed separately, mg 
  M
f,p = particulate mass collected on the primary filter, mg 
 27.12.2006 EN Official Journal of the European Union L 375/109
 M f,b = particulate mass collected on the back-up filter, mg 
 
 If a double dilution system is used, the ma ss of the secondary dilution air must be 
subtracted from the total mass of the double diluted exhaust gas sampled through the 
particulate filters. 
 
MSAM = M TOT - M SEC 
    
where: 
  M
TOT = mass of double diluted exhaust gas through particulate filter, kg  
  M
SEC = mass of secondary dilution air, kg  
  If the particulate background level of the d ilution air is determined in accordance with 
paragraph 3.4., the particul ate mass may be background corrected.  In this case, the 
particulate mass (g/test) must be calculated as follows: 
  
PT
mass = 1000M
DF11MM
MMTOTW
DILd
SAMf,Ú
ÛÙ
Ê
ËÉ
××
ØÖ
ÇÇ
ÈÆ
×ØÖÇÈÆ/, /  
 
 where:   M
f, M SAM, M TOTW  = see above 
 M DIL  = mass of primary dilution air sampled by background 
    particulate sampler, kg  
 M d    = mass of the collected back ground particulates of the primary 
dilution air, mg 
 DF   = dilution factor as determined in paragraph 4.3.1.1.  5.2. Calculation of the specific emission
 
  The particulate emission (g/kWh) must be calculated in the following way:   
act massW/PTPT?  
 
 where:    W
act = actual cycle work as determin ed in paragraph 3.9.2., kWh. 
  
___________ L 375/110 EN Official Journal of the European Union 27.12.2006
Annex 4- Appendix 3  
ETC ENGINE DYNAMOMETER SCHEDULE 
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
1 0 0 52 0 0 103 0 0
2 0 0 53 0 0 104 0 0
3 0 0 54 0 0 105 0 0
4 0 0 55 0 0 106 0 0
5 0 0 56 0 0 107 0 0
6 0 0 57 0 0 108 11.6 14.8
7 0 0 58 0 0 109 0 0
8 0 0 59 0 0 110 27.2 74.8
9 0 0 60 0 0 111 17 76.9
10 0 0 61 0 0 112 36 78
11 0 0 62 25.5 11.1 113 59.7 86
12 0 0 63 28.5 20.9 114 80.8 17.9
13 0 0 64 32 73.9 115 49.7 0
14 0 0 65 4 82.3 116 65.6 86
15 0 0 66 34.5 80.4 117 78.6 72.2
16 0.1 1.5 67 64.1 86 118 64.9 "m"
17 23.1 21.5 68 58 0 119 44.3 "m"
18 12.6 28.5 69 50.3 83.4 120 51.4 83.4
19 21.8 71 70 66.4 99.1 121 58.1 97
20 19.7 76.8 71 81.4 99.6 122 69.3 99.3
21 54.6 80.9 72 88.7 73.4 123 72 20.8
22 71.3 4.9 73 52.5 0 124 72.1 "m"
23 55.9 18.1 74 46.4 58.5 125 65.3 "m"
24 72 85.4 75 48.6 90.9 126 64 "m"
25 86.7 61.8 76 55.2 99.4 127 59.7 "m"
26 51.7 0 77 62.3 99 128 52.8 "m"
27 53.4 48.9 78 68.4 91.5 129 45.9 "m"
28 34.2 87.6 79 74.5 73.7 130 38.7 "m"
29 45.5 92.7 80 38 0 131 32.4 "m"
30 54.6 99.5 81 41.8 89.6 132 27 "m"
31 64.5 96.8 82 47.1 99.2 133 21.7 "m"
32 71.7 85.4 83 52.5 99.8 134 19.1 0.4
33 79.4 54.8 84 56.9 80.8 135 34.7 14
34 89.7 99.4 85 58.3 11.8 136 16.4 48.6
35 57.4 0 86 56.2 "m" 137 0 11.2
36 59.7 30.6 87 52 "m" 138 1.2 2.1
37 90.1 "m" 88 43.3 "m" 139 30.1 19.3
38 82.9 "m" 89 36.1 "m" 140 30 73.9
39 51.3 "m" 90 27.6 "m" 141 54.4 74.4
40 28.5 "m" 91 21.1 "m" 142 77.2 55.6
41 29.3 "m" 92 8 0 143 58.1 0
42 26.7 "m" 93 0 0 144 45 82.1
43 20.4 "m" 94 0 0 145 68.7 98.1
44 14.1 0 95 0 0 146 85.7 67.2
45 6.5 0 96 0 0 147 60.2 0
46 0 0 97 0 0 148 59.4 98
47 0 0 98 0 0 149 72.7 99.6
48 0 0 99 0 0 150 79.9 45
49 0 0 100 0 0 151 44.3 0
50 0 0 101 0 0 152 41.5 84.4
51 0 0 102 0 0 153 56.2 98.227.12.2006 EN Official Journal of the European Union L 375/111
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
154 65.7 99.1 205 0 0 256 51.7 17
155 74.4 84.7 206 0 0 257 56.2 78.7
156 54.4 0 207 0 0 258 59.5 94.7
157 47.9 89.7 208 0 0 259 65.5 99.1
158 54.5 99.5 209 0 0 260 71.2 99.5
159 62.7 96.8 210 0 0 261 76.6 99.9
160 62.3 0 211 0 0 262 79 0
161 46.2 54.2 212 0 0 263 52.9 97.5
162 44.3 83.2 213 0 0 264 53.1 99.7
163 48.2 13.3 214 0 0 265 59 99.1
164 51 "m" 215 0 0 266 62.2 99
165 50 "m" 216 0 0 267 65 99.1
166 49.2 "m" 217 0 0 268 69 83.1
167 49.3 "m" 218 0 0 269 69.9 28.4
168 49.9 "m" 219 0 0 270 70.6 12.5
169 51.6 "m" 220 0 0 271 68.9 8.4
170 49.7 "m" 221 0 0 272 69.8 9.1
171 48.5 "m" 222 0 0 273 69.6 7
172 50.3 72.5 223 0 0 274 65.7 "m"
173 51.1 84.5 224 0 0 275 67.1 "m"
174 54.6 64.8 225 21.2 62.7 276 66.7 "m"
175 56.6 76.5 226 30.8 75.1 277 65.6 "m"
176 58 "m" 227 5.9 82.7 278 64.5 "m"
177 53.6 "m" 228 34.6 80.3 279 62.9 "m"
178 40.8 "m" 229 59.9 87 280 59.3 "m"
179 32.9 "m" 230 84.3 86.2 281 54.1 "m"
180 26.3 "m" 231 68.7 "m" 282 51.3 "m"
181 20.9 "m" 232 43.6 "m" 283 47.9 "m"
182 10 0 233 41.5 85.4 284 43.6 "m"
183 0 0 234 49.9 94.3 285 39.4 "m"
184 0 0 235 60.8 99 286 34.7 "m"
185 0 0 236 70.2 99.4 287 29.8 "m"
186 0 0 237 81.1 92.4 288 20.9 73.4
187 0 0 238 49.2 0 289 36.9 "m"
188 0 0 239 56 86.2 290 35.5 "m"
189 0 0 240 56.2 99.3 291 20.9 "m"
190 0 0 241 61.7 99 292 49.7 11.9
191 0 0 242 69.2 99.3 293 42.5 "m"
192 0 0 243 74.1 99.8 294 32 "m"
193 0 0 244 72.4 8.4 295 23.6 "m"
194 0 0 245 71.3 0 296 19.1 0
195 0 0 246 71.2 9.1 297 15.7 73.5
196 0 0 247 67.1 "m" 298 25.1 76.8
197 0 0 248 65.5 "m" 299 34.5 81.4
198 0 0 249 64.4 "m" 300 44.1 87.4
199 0 0 250 62.9 25.6 301 52.8 98.6
200 0 0 251 62.2 35.6 302 63.6 99
201 0 0 252 62.9 24.4 303 73.6 99.7
202 0 0 253 58.8 "m" 304 62.2 "m"
203 0 0 254 56.9 "m" 305 29.2 "m"
204 0 0 255 54.5 "m" 306 46.4 22
 L 375/112 EN Official Journal of the European Union 27.12.2006
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
307 47.3 13.8 358 72.6 99.6 409 56.3 72.3
308 47.2 12.5 359 82.4 99.5 410 59.7 99.1
309 47.9 11.5 360 88 99.4 411 62.3 99
310 47.8 35.5 361 46.4 0 412 67.9 99.2
311 49.2 83.3 362 53.4 95.2 413 69.5 99.3
312 52.7 96.4 363 58.4 99.2 414 73.1 99.7
313 57.4 99.2 364 61.5 99 415 77.7 99.8
314 61.8 99 365 64.8 99 416 79.7 99.7
315 66.4 60.9 366 68.1 99.2 417 82.5 99.5
316 65.8 "m" 367 73.4 99.7 418 85.3 99.4
317 59 "m" 368 73.3 29.8 419 86.6 99.4
318 50.7 "m" 369 73.5 14.6 420 89.4 99.4
319 41.8 "m" 370 68.3 0 421 62.2 0
320 34.7 "m" 371 45.4 49.9 422 52.7 96.4
321 28.7 "m" 372 47.2 75.7 423 50.2 99.8
322 25.2 "m" 373 44.5 9 424 49.3 99.6
323 43 24.8 374 47.8 10.3 425 52.2 99.8
324 38.7 0 375 46.8 15.9 426 51.3 100
325 48.1 31.9 376 46.9 12.7 427 51.3 100
326 40.3 61 377 46.8 8.9 428 51.1 100
327 42.4 52.1 378 46.1 6.2 429 51.1 100
328 46.4 47.7 379 46.1 "m" 430 51.8 99.9
329 46.9 30.7 380 45.5 "m" 431 51.3 100
330 46.1 23.1 381 44.7 "m" 432 51.1 100
331 45.7 23.2 382 43.8 "m" 433 51.3 100
332 45.5 31.9 383 41 "m" 434 52.3 99.8
333 46.4 73.6 384 41.1 6.4 435 52.9 99.7
334 51.3 60.7 385 38 6.3 436 53.8 99.6
335 51.3 51.1 386 35.9 0.3 437 51.7 99.9
336 53.2 46.8 387 33.5 0 438 53.5 99.6
337 53.9 50 388 53.1 48.9 439 52 99.8
338 53.4 52.1 389 48.3 "m" 440 51.7 99.9
339 53.8 45.7 390 49.9 "m" 441 53.2 99.7
340 50.6 22.1 391 48 "m" 442 54.2 99.5
341 47.8 26 392 45.3 "m" 443 55.2 99.4
342 41.6 17.8 393 41.6 3.1 444 53.8 99.6
343 38.7 29.8 394 44.3 79 445 53.1 99.7
344 35.9 71.6 395 44.3 89.5 446 55 99.4
345 34.6 47.3 396 43.4 98.8 447 57 99.2
346 34.8 80.3 397 44.3 98.9 448 61.5 99
347 35.9 87.2 398 43 98.8 449 59.4 5.7
348 38.8 90.8 399 42.2 98.8 450 59 0
349 41.5 94.7 400 42.7 98.8 451 57.3 59.8
350 47.1 99.2 401 45 99 452 64.1 99
351 53.1 99.7 402 43.6 98.9 453 70.9 90.5
352 46.4 0 403 42.2 98.8 454 58 0
353 42.5 0.7 404 44.8 99 455 41.5 59.8
354 43.6 58.6 405 43.4 98.8 456 44.1 92.6
355 47.1 87.5 406 45 99 457 46.8 99.2
356 54.1 99.5 407 42.2 54.3 458 47.2 99.3
357 62.9 99 408 61.2 31.9 459 51 10027.12.2006 EN Official Journal of the European Union L 375/113
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
460 53.2 99.7 511 0 0 562 58.7 "m"
461 53.1 99.7 512 0 0 563 56 "m"
462 55.9 53.1 513 0 0 564 53.9 "m"
463 53.9 13.9 514 30.5 25.6 565 52.1 "m"
464 52.5 "m" 515 19.7 56.9 566 49.9 "m"
465 51.7 "m" 516 16.3 45.1 567 46.4 "m"
466 51.5 52.2 517 27.2 4.6 568 43.6 "m"
467 52.8 80 518 21.7 1.3 569 40.8 "m"
468 54.9 95 519 29.7 28.6 570 37.5 "m"
469 57.3 99.2 520 36.6 73.7 571 27.8 "m"
470 60.7 99.1 521 61.3 59.5 572 17.1 0.6
471 62.4 "m" 522 40.8 0 573 12.2 0.9
472 60.1 "m" 523 36.6 27.8 574 11.5 1.1
473 53.2 "m" 524 39.4 80.4 575 8.7 0.5
474 44 "m" 525 51.3 88.9 576 8 0.9
475 35.2 "m" 526 58.5 11.1 577 5.3 0.2
476 30.5 "m" 527 60.7 "m" 578 4 0
477 26.5 "m" 528 54.5 "m" 579 3.9 0
478 22.5 "m" 529 51.3 "m" 580 0 0
479 20.4 "m" 530 45.5 "m" 581 0 0
480 19.1 "m" 531 40.8 "m" 582 0 0
481 19.1 "m" 532 38.9 "m" 583 0 0
482 13.4 "m" 533 36.6 "m" 584 0 0
483 6.7 "m" 534 36.1 72.7 585 0 0
484 3.2 "m" 535 44.8 78.9 586 0 0
485 14.3 63.8 536 51.6 91.1 587 8.7 22.8
486 34.1 0 537 59.1 99.1 588 16.2 49.4
487 23.9 75.7 538 66 99.1 589 23.6 56
488 31.7 79.2 539 75.1 99.9 590 21.1 56.1
489 32.1 19.4 540 81 8 591 23.6 56
490 35.9 5.8 541 39.1 0 592 46.2 68.8
491 36.6 0.8 542 53.8 89.7 593 68.4 61.2
492 38.7 "m" 543 59.7 99.1 594 58.7 "m"
493 38.4 "m" 544 64.8 99 595 31.6 "m"
494 39.4 "m" 545 70.6 96.1 596 19.9 8.8
495 39.7 "m" 546 72.6 19.6 597 32.9 70.2
496 40.5 "m" 547 72 6.3 598 43 79
497 40.8 "m" 548 68.9 0.1 599 57.4 98.9
498 39.7 "m" 549 67.7 "m" 600 72.1 73.8
499 39.2 "m" 550 66.8 "m" 601 53 0
500 38.7 "m" 551 64.3 16.9 602 48.1 86
501 32.7 "m" 552 64.9 7 603 56.2 99
502 30.1 "m" 553 63.6 12.5 604 65.4 98.9
503 21.9 "m" 554 63 7.7 605 72.9 99.7
504 12.8 0 555 64.4 38.2 606 67.5 "m"
505 0 0 556 63 11.8 607 39 "m"
506 0 0 557 63.6 0 608 41.9 38.1
507 0 0 558 63.3 5 609 44.1 80.4
508 0 0 559 60.1 9.1 610 46.8 99.4
509 0 0 560 61 8.4 611 48.7 99.9
510 0 0 561 59.7 0.9 612 50.5 99.7L 375/114 EN Official Journal of the European Union 27.12.2006
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
613 52.5 90.3 664 54 39.3 715 46.2 "m"
614 51 1.8 665 53.8 "m" 716 45.6 9.8
615 50 "m" 666 52 "m" 717 45.6 34.5
616 49.1 "m" 667 50.4 "m" 718 45.5 37.1
617 47 "m" 668 50.6 0 719 43.8 "m"
618 43.1 "m" 669 49.3 41.7 720 41.9 "m"
619 39.2 "m" 670 50 73.2 721 41.3 "m"
620 40.6 0.5 671 50.4 99.7 722 41.4 "m"
621 41.8 53.4 672 51.9 99.5 723 41.2 "m"
622 44.4 65.1 673 53.6 99.3 724 41.8 "m"
623 48.1 67.8 674 54.6 99.1 725 41.8 "m"
624 53.8 99.2 675 56 99 726 43.2 17.4
625 58.6 98.9 676 55.8 99 727 45 29
626 63.6 98.8 677 58.4 98.9 728 44.2 "m"
627 68.5 99.2 678 59.9 98.8 729 43.9 "m"
628 72.2 89.4 679 60.9 98.8 730 38 10.7
629 77.1 0 680 63 98.8 731 56.8 "m"
630 57.8 79.1 681 64.3 98.9 732 57.1 "m"
631 60.3 98.8 682 64.8 64 733 52 "m"
632 61.9 98.8 683 65.9 46.5 734 44.4 "m"
633 63.8 98.8 684 66.2 28.7 735 40.2 "m"
634 64.7 98.9 685 65.2 1.8 736 39.2 16.5
635 65.4 46.5 686 65 6.8 737 38.9 73.2
636 65.7 44.5 687 63.6 53.6 738 39.9 89.8
637 65.6 3.5 688 62.4 82.5 739 42.3 98.6
638 49.1 0 689 61.8 98.8 740 43.7 98.8
639 50.4 73.1 690 59.8 98.8 741 45.5 99.1
640 50.5 "m" 691 59.2 98.8 742 45.6 99.2
641 51 "m" 692 59.7 98.8 743 48.1 99.7
642 49.4 "m" 693 61.2 98.8 744 49 100
643 49.2 "m" 694 62.2 49.4 745 49.8 99.9
644 48.6 "m" 695 62.8 37.2 746 49.8 99.9
645 47.5 "m" 696 63.5 46.3 747 51.9 99.5
646 46.5 "m" 697 64.7 72.3 748 52.3 99.4
647 46 11.3 698 64.7 72.3 749 53.3 99.3
648 45.6 42.8 699 65.4 77.4 750 52.9 99.3
649 47.1 83 700 66.1 69.3 751 54.3 99.2
650 46.2 99.3 701 64.3 "m" 752 55.5 99.1
651 47.9 99.7 702 64.3 "m" 753 56.7 99
652 49.5 99.9 703 63 "m" 754 61.7 98.8
653 50.6 99.7 704 62.2 "m" 755 64.3 47.4
654 51 99.6 705 61.6 "m" 756 64.7 1.8
655 53 99.3 706 62.4 "m" 757 66.2 "m"
656 54.9 99.1 707 62.2 "m" 758 49.1 "m"
657 55.7 99 708 61 "m" 759 52.1 46
658 56 99 709 58.7 "m" 760 52.6 61
659 56.1 9.3 710 55.5 "m" 761 52.9 0
660 55.6 "m" 711 51.7 "m" 762 52.3 20.4
661 55.4 "m" 712 49.2 "m" 763 54.2 56.7
662 54.9 51.3 713 48.8 40.4 764 55.4 59.8
663 54.9 59.8 714 47.9 "m" 765 56.1 49.227.12.2006 EN Official Journal of the European Union L 375/115
 
Time Norm. Norm. Time Norm. Norm . Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
766 56.8 33.7 817 61.7 46.2 868 53 99.3
767 57.2 96 818 59.8 45.1 869 54.2 99.2
768 58.6 98.9 819 57.4 43.9 870 55.5 99.1
769 59.5 98.8 820 54.8 42.8 871 56.7 99
770 61.2 98.8 821 54.3 65.2 872 57.3 98.9
771 62.1 98.8 822 52.9 62.1 873 58 98.9
772 62.7 98.8 823 52.4 30.6 874 60.5 31.1
773 62.8 98.8 824 50.4 "m" 875 60.2 "m"
774 64 98.9 825 48.6 "m" 876 60.3 "m"
775 63.2 46.3 826 47.9 "m" 877 60.5 6.3
776 62.4 "m" 827 46.8 "m" 878 61.4 19.3
777 60.3 "m" 828 46.9 9.4 879 60.3 1.2
778 58.7 "m" 829 49.5 41.7 880 60.5 2.9
779 57.2 "m" 830 50.5 37.8 881 61.2 34.1
780 56.1 "m" 831 52.3 20.4 882 61.6 13.2
781 56 9.3 832 54.1 30.7 883 61.5 16.4
782 55.2 26.3 833 56.3 41.8 884 61.2 16.4
783 54.8 42.8 834 58.7 26.5 885 61.3 "m"
784 55.7 47.1 835 57.3 "m" 886 63.1 "m"
785 56.6 52.4 836 59 "m" 887 63.2 4.8
786 58 50.3 837 59.8 "m" 888 62.3 22.3
787 58.6 20.6 838 60.3 "m" 889 62 38.5
788 58.7 "m" 839 61.2 "m" 890 61.6 29.6
789 59.3 "m" 840 61.8 "m" 891 61.6 26.6
790 58.6 "m" 841 62.5 "m" 892 61.8 28.1
791 60.5 9.7 842 62.4 "m" 893 62 29.6
792 59.2 9.6 843 61.5 "m" 894 62 16.3
793 59.9 9.6 844 63.7 "m" 895 61.1 "m"
794 59.6 9.6 845 61.9 "m" 896 61.2 "m"
795 59.9 6.2 846 61.6 29.7 897 60.7 19.2
796 59.9 9.6 847 60.3 "m" 898 60.7 32.5
797 60.5 13.1 848 59.2 "m" 899 60.9 17.8
798 60.3 20.7 849 57.3 "m" 900 60.1 19.2
799 59.9 31 850 52.3 "m" 901 59.3 38.2
800 60.5 42 851 49.3 "m" 902 59.9 45
801 61.5 52.5 852 47.3 "m" 903 59.4 32.4
802 60.9 51.4 853 46.3 38.8 904 59.2 23.5
803 61.2 57.7 854 46.8 35.1 905 59.5 40.8
804 62.8 98.8 855 46.6 "m" 906 58.3 "m"
805 63.4 96.1 856 44.3 "m" 907 58.2 "m"
806 64.6 45.4 857 43.1 "m" 908 57.6 "m"
807 64.1 5 858 42.4 2.1 909 57.1 "m"
808 63 3.2 859 41.8 2.4 910 57 0.6
809 62.7 14.9 860 43.8 68.8 911 57 26.3
810 63.5 35.8 861 44.6 89.2 912 56.5 29.2
811 64.1 73.3 862 46 99.2 913 56.3 20.5
812 64.3 37.4 863 46.9 99.4 914 56.1 "m"
813 64.1 21 864 47.9 99.7 915 55.2 "m"
814 63.7 21 865 50.2 99.8 916 54.7 17.5
815 62.9 18 866 51.2 99.6 917 55.2 29.2
816 62.4 32.7 867 52.3 99.4 918 55.2 29.2L 375/116 EN Official Journal of the European Union 27.12.2006
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
919 55.9 16 970 49.9 99.7 1021 49.4 "m"
920 55.9 26.3 971 49.6 99.6 1022 48.3 "m"
921 56.1 36.5 972 49.4 99.6 1023 49.4 "m"
922 55.8 19 973 49 99.5 1024 48.5 "m"
923 55.9 9.2 974 49.8 99.7 1025 48.7 "m"
924 55.8 21.9 975 50.9 100 1026 48.7 "m"
925 56.4 42.8 976 50.4 99.8 1027 49.1 "m"
926 56.4 38 977 49.8 99.7 1028 49 "m"
927 56.4 11 978 49.1 99.5 1029 49.8 "m"
928 56.4 35.1 979 50.4 99.8 1030 48.7 "m"
929 54 7.3 980 49.8 99.7 1031 48.5 "m"
930 53.4 5.4 981 49.3 99.5 1032 49.3 31.3
931 52.3 27.6 982 49.1 99.5 1033 49.7 45.3
932 52.1 32 983 49.9 99.7 1034 48.3 44.5
933 52.3 33.4 984 49.1 99.5 1035 49.8 61
934 52.2 34.9 985 50.4 99.8 1036 49.4 64.3
935 52.8 60.1 986 50.9 100 1037 49.8 64.4
936 53.7 69.7 987 51.4 99.9 1038 50.5 65.6
937 54 70.7 988 51.5 99.9 1039 50.3 64.5
938 55.1 71.7 989 52.2 99.7 1040 51.2 82.9
939 55.2 46 990 52.8 74.1 1041 50.5 86
940 54.7 12.6 991 53.3 46 1042 50.6 89
941 52.5 0 992 53.6 36.4 1043 50.4 81.4
942 51.8 24.7 993 53.4 33.5 1044 49.9 49.9
943 51.4 43.9 994 53.9 58.9 1045 49.1 20.1
944 50.9 71.1 995 55.2 73.8 1046 47.9 24
945 51.2 76.8 996 55.8 52.4 1047 48.1 36.2
946 50.3 87.5 997 55.7 9.2 1048 47.5 34.5
947 50.2 99.8 998 55.8 2.2 1049 46.9 30.3
948 50.9 100 999 56.4 33.6 1050 47.7 53.5
949 49.9 99.7 1000 55.4 "m" 1051 46.9 61.6
950 50.9 100 1001 55.2 "m" 1052 46.5 73.6
951 49.8 99.7 1002 55.8 26.3 1053 48 84.6
952 50.4 99.8 1003 55.8 23.3 1054 47.2 87.7
953 50.4 99.8 1004 56.4 50.2 1055 48.7 80
954 49.7 99.7 1005 57.6 68.3 1056 48.7 50.4
955 51 100 1006 58.8 90.2 1057 47.8 38.6
956 50.3 99.8 1007 59.9 98.9 1058 48.8 63.1
957 50.2 99.8 1008 62.3 98.8 1059 47.4 5
958 49.9 99.7 1009 63.1 74.4 1060 47.3 47.4
959 50.9 100 1010 63.7 49.4 1061 47.3 49.8
960 50 99.7 1011 63.3 9.8 1062 46.9 23.9
961 50.2 99.8 1012 48 0 1063 46.7 44.6
962 50.2 99.8 1013 47.9 73.5 1064 46.8 65.2
963 49.9 99.7 1014 49.9 99.7 1065 46.9 60.4
964 50.4 99.8 1015 49.9 48.8 1066 46.7 61.5
965 50.2 99.8 1016 49.6 2.3 1067 45.5 "m"
966 50.3 99.8 1017 49.9 "m" 1068 45.5 "m"
967 49.9 99.7 1018 49.3 "m" 1069 44.2 "m"
968 51.1 100 1019 49.7 47.5 1070 43 "m"
969 50.6 99.9 1020 49.1 "m" 1071 42.5 "m"27.12.2006 EN Official Journal of the European Union L 375/117
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
1072 41 "m" 1123 55 "m" 1174 56.9 "m"
1073 39.9 "m" 1124 53.7 "m" 1175 56.4 4
1074 39.9 38.2 1125 52.1 "m" 1176 57 23.4
1075 40.1 48.1 1126 51.1 "m" 1177 56.4 41.7
1076 39.9 48 1127 49.7 25.8 1178 57 49.2
1077 39.4 59.3 1128 49.1 46.1 1179 57.7 56.6
1078 43.8 19.8 1129 48.7 46.9 1180 58.6 56.6
1079 52.9 0 1130 48.2 46.7 1181 58.9 64
1080 52.8 88.9 1131 48 70 1182 59.4 68.2
1081 53.4 99.5 1132 48 70 1183 58.8 71.4
1082 54.7 99.3 1133 47.2 67.6 1184 60.1 71.3
1083 56.3 99.1 1134 47.3 67.6 1185 60.6 79.1
1084 57.5 99 1135 46.6 74.7 1186 60.7 83.3
1085 59 98.9 1136 47.4 13 1187 60.7 77.1
1086 59.8 98.9 1137 46.3 "m" 1188 60 73.5
1087 60.1 98.9 1138 45.4 "m" 1189 60.2 55.5
1088 61.8 48.3 1139 45.5 24.8 1190 59.7 54.4
1089 61.8 55.6 1140 44.8 73.8 1191 59.8 73.3
1090 61.7 59.8 1141 46.6 99 1192 59.8 77.9
1091 62 55.6 1142 46.3 98.9 1193 59.8 73.9
1092 62.3 29.6 1143 48.5 99.4 1194 60 76.5
1093 62 19.3 1144 49.9 99.7 1195 59.5 82.3
1094 61.3 7.9 1145 49.1 99.5 1196 59.9 82.8
1095 61.1 19.2 1146 49.1 99.5 1197 59.8 65.8
1096 61.2 43 1147 51 100 1198 59 48.6
1097 61.1 59.7 1148 51.5 99.9 1199 58.9 62.2
1098 61.1 98.8 1149 50.9 100 1200 59.1 70.4
1099 61.3 98.8 1150 51.6 99.9 1201 58.9 62.1
1100 61.3 26.6 1151 52.1 99.7 1202 58.4 67.4
1101 60.4 "m" 1152 50.9 100 1203 58.7 58.9
1102 58.8 "m" 1153 52.2 99.7 1204 58.3 57.7
1103 57.7 "m" 1154 51.5 98.3 1205 57.5 57.8
1104 56 "m" 1155 51.5 47.2 1206 57.2 57.6
1105 54.7 "m" 1156 50.8 78.4 1207 57.1 42.6
1106 53.3 "m" 1157 50.3 83 1208 57 70.1
1107 52.6 23.2 1158 50.3 31.7 1209 56.4 59.6
1108 53.4 84.2 1159 49.3 31.3 1210 56.7 39
1109 53.9 99.4 1160 48.8 21.5 1211 55.9 68.1
1110 54.9 99.3 1161 47.8 59.4 1212 56.3 79.1
1111 55.8 99.2 1162 48.1 77.1 1213 56.7 89.7
1112 57.1 99 1163 48.4 87.6 1214 56 89.4
1113 56.5 99.1 1164 49.6 87.5 1215 56 93.1
1114 58.9 98.9 1165 51 81.4 1216 56.4 93.1
1115 58.7 98.9 1166 51.6 66.7 1217 56.7 94.4
1116 59.8 98.9 1167 53.3 63.2 1218 56.9 94.8
1117 61 98.8 1168 55.2 62 1219 57 94.1
1118 60.7 19.2 1169 55.7 43.9 1220 57.7 94.3
1119 59.4 "m" 1170 56.4 30.7 1221 57.5 93.7
1120 57.9 "m" 1171 56.8 23.4 1222 58.4 93.2
1121 57.6 "m" 1172 57 "m" 1223 58.7 93.2
1122 56.3 "m" 1173 57.6 "m" 1224 58.2 93.7L 375/118 EN Official Journal of the European Union 27.12.2006
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
1225 58.5 93.1 1276 60.6 5.5 1327 63.1 20.3
1226 58.8 86.2 1277 61 14.3 1328 61.8 19.1
1227 59 72.9 1278 61 12 1329 61.6 17.1
1228 58.2 59.9 1279 61.3 34.2 1330 61 0
1229 57.6 8.5 1280 61.2 17.1 1331 61.2 22
1230 57.1 47.6 1281 61.5 15.7 1332 60.8 40.3
1231 57.2 74.4 1282 61 9.5 1333 61.1 34.3
1232 57 79.1 1283 61.1 9.2 1334 60.7 16.1
1233 56.7 67.2 1284 60.5 4.3 1335 60.6 16.6
1234 56.8 69.1 1285 60.2 7.8 1336 60.5 18.5
1235 56.9 71.3 1286 60.2 5.9 1337 60.6 29.8
1236 57 77.3 1287 60.2 5.3 1338 60.9 19.5
1237 57.4 78.2 1288 59.9 4.6 1339 60.9 22.3
1238 57.3 70.6 1289 59.4 21.5 1340 61.4 35.8
1239 57.7 64 1290 59.6 15.8 1341 61.3 42.9
1240 57.5 55.6 1291 59.3 10.1 1342 61.5 31
1241 58.6 49.6 1292 58.9 9.4 1343 61.3 19.2
1242 58.2 41.1 1293 58.8 9 1344 61 9.3
1243 58.8 40.6 1294 58.9 35.4 1345 60.8 44.2
1244 58.3 21.1 1295 58.9 30.7 1346 60.9 55.3
1245 58.7 24.9 1296 58.9 25.9 1347 61.2 56
1246 59.1 24.8 1297 58.7 22.9 1348 60.9 60.1
1247 58.6 "m" 1298 58.7 24.4 1349 60.7 59.1
1248 58.8 "m" 1299 59.3 61 1350 60.9 56.8
1249 58.8 "m" 1300 60.1 56 1351 60.7 58.1
1250 58.7 "m" 1301 60.5 50.6 1352 59.6 78.4
1251 59.1 "m" 1302 59.5 16.2 1353 59.6 84.6
1252 59.1 "m" 1303 59.7 50 1354 59.4 66.6
1253 59.4 "m" 1304 59.7 31.4 1355 59.3 75.5
1254 60.6 2.6 1305 60.1 43.1 1356 58.9 49.6
1255 59.6 "m" 1306 60.8 38.4 1357 59.1 75.8
1256 60.1 "m" 1307 60.9 40.2 1358 59 77.6
1257 60.6 "m" 1308 61.3 49.7 1359 59 67.8
1258 59.6 4.1 1309 61.8 45.9 1360 59 56.7
1259 60.7 7.1 1310 62 45.9 1361 58.8 54.2
1260 60.5 "m" 1311 62.2 45.8 1362 58.9 59.6
1261 59.7 "m" 1312 62.6 46.8 1363 58.9 60.8
1262 59.6 "m" 1313 62.7 44.3 1364 59.3 56.1
1263 59.8 "m" 1314 62.9 44.4 1365 58.9 48.5
1264 59.6 4.9 1315 63.1 43.7 1366 59.3 42.9
1265 60.1 5.9 1316 63.5 46.1 1367 59.4 41.4
1266 59.9 6.1 1317 63.6 40.7 1368 59.6 38.9
1267 59.7 "m" 1318 64.3 49.5 1369 59.4 32.9
1268 59.6 "m" 1319 63.7 27 1370 59.3 30.6
1269 59.7 22 1320 63.8 15 1371 59.4 30
1270 59.8 10.3 1321 63.6 18.7 1372 59.4 25.3
1271 59.9 10 1322 63.4 8.4 1373 58.8 18.6
1272 60.6 6.2 1323 63.2 8.7 1374 59.1 18
1273 60.5 7.3 1324 63.3 21.6 1375 58.5 10.6
1274 60.2 14.8 1325 62.9 19.7 1376 58.8 10.5
1275 60.6 8.2 1326 63 22.1 1377 58.5 8.227.12.2006 EN Official Journal of the European Union L 375/119
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
1378 58.7 13.7 1429 62.3 37.4 1480 60.1 4.7
1379 59.1 7.8 1430 62.3 35.7 1481 59.9 0
1380 59.1 6 1431 62.8 34.4 1482 60.4 36.2
1381 59.1 6 1432 62.8 31.5 1483 60.7 32.5
1382 59.4 13.1 1433 62.9 31.7 1484 59.9 3.1
1383 59.7 22.3 1434 62.9 29.9 1485 59.7 "m"
1384 60.7 10.5 1435 62.8 29.4 1486 59.5 "m"
1385 59.8 9.8 1436 62.7 28.7 1487 59.2 "m"
1386 60.2 8.8 1437 61.5 14.7 1488 58.8 0.6
1387 59.9 8.7 1438 61.9 17.2 1489 58.7 "m"
1388 61 9.1 1439 61.5 6.1 1490 58.7 "m"
1389 60.6 28.2 1440 61 9.9 1491 57.9 "m"
1390 60.6 22 1441 60.9 4.8 1492 58.2 "m"
1391 59.6 23.2 1442 60.6 11.1 1493 57.6 "m"
1392 59.6 19 1443 60.3 6.9 1494 58.3 9.5
1393 60.6 38.4 1444 60.8 7 1495 57.2 6
1394 59.8 41.6 1445 60.2 9.2 1496 57.4 27.3
1395 60 47.3 1446 60.5 21.7 1497 58.3 59.9
1396 60.5 55.4 1447 60.2 22.4 1498 58.3 7.3
1397 60.9 58.7 1448 60.7 31.6 1499 58.8 21.7
1398 61.3 37.9 1449 60.9 28.9 1500 58.8 38.9
1399 61.2 38.3 1450 59.6 21.7 1501 59.4 26.2
1400 61.4 58.7 1451 60.2 18 1502 59.1 25.5
1401 61.3 51.3 1452 59.5 16.7 1503 59.1 26
1402 61.4 71.1 1453 59.8 15.7 1504 59 39.1
1403 61.1 51 1454 59.6 15.7 1505 59.5 52.3
1404 61.5 56.6 1455 59.3 15.7 1506 59.4 31
1405 61 60.6 1456 59 7.5 1507 59.4 27
1406 61.1 75.4 1457 58.8 7.1 1508 59.4 29.8
1407 61.4 69.4 1458 58.7 16.5 1509 59.4 23.1
1408 61.6 69.9 1459 59.2 50.7 1510 58.9 16
1409 61.7 59.6 1460 59.7 60.2 1511 59 31.5
1410 61.8 54.8 1461 60.4 44 1512 58.8 25.9
1411 61.6 53.6 1462 60.2 35.3 1513 58.9 40.2
1412 61.3 53.5 1463 60.4 17.1 1514 58.8 28.4
1413 61.3 52.9 1464 59.9 13.5 1515 58.9 38.9
1414 61.2 54.1 1465 59.9 12.8 1516 59.1 35.3
1415 61.3 53.2 1466 59.6 14.8 1517 58.8 30.3
1416 61.2 52.2 1467 59.4 15.9 1518 59 19
1417 61.2 52.3 1468 59.4 22 1519 58.7 3
1418 61 48 1469 60.4 38.4 1520 57.9 0
1419 60.9 41.5 1470 59.5 38.8 1521 58 2.4
1420 61 32.2 1471 59.3 31.9 1522 57.1 "m"
1421 60.7 22 1472 60.9 40.8 1523 56.7 "m"
1422 60.7 23.3 1473 60.7 39 1524 56.7 5.3
1423 60.8 38.8 1474 60.9 30.1 1525 56.6 2.1
1424 61 40.7 1475 61 29.3 1526 56.8 "m"
1425 61 30.6 1476 60.6 28.4 1527 56.3 "m"
1426 61.3 62.6 1477 60.9 36.3 1528 56.3 "m"
1427 61.7 55.9 1478 60.8 30.5 1529 56 "m"
1428 62.3 43.4 1479 60.7 26.7 1530 56.7 "m"L 375/120 EN Official Journal of the European Union 27.12.2006
 
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
1531 56.6 3.8 1582 59.9 73.6 1633 62.5 31
1532 56.9 "m" 1583 59.8 74.1 1634 62.3 31.3
1533 56.9 "m" 1584 59.6 84.6 1635 62.6 31.7
1534 57.4 "m" 1585 59.4 76.1 1636 62.3 22.8
1535 57.4 "m" 1586 60.1 76.9 1637 62.7 12.6
1536 58.3 13.9 1587 59.5 84.6 1638 62.2 15.2
1537 58.5 "m" 1588 59.8 77.5 1639 61.9 32.6
1538 59.1 "m" 1589 60.6 67.9 1640 62.5 23.1
1539 59.4 "m" 1590 59.3 47.3 1641 61.7 19.4
1540 59.6 "m" 1591 59.3 43.1 1642 61.7 10.8
1541 59.5 "m" 1592 59.4 38.3 1643 61.6 10.2
1542 59.6 0.5 1593 58.7 38.2 1644 61.4 "m"
1543 59.3 9.2 1594 58.8 39.2 1645 60.8 "m"
1544 59.4 11.2 1595 59.1 67.9 1646 60.7 "m"
1545 59.1 26.8 1596 59.7 60.5 1647 61 12.4
1546 59 11.7 1597 59.5 32.9 1648 60.4 5.3
1547 58.8 6.4 1598 59.6 20 1649 61 13.1
1548 58.7 5 1599 59.6 34.4 1650 60.7 29.6
1549 57.5 "m" 1600 59.4 23.9 1651 60.5 28.9
1550 57.4 "m" 1601 59.6 15.7 1652 60.8 27.1
1551 57.1 1.1 1602 59.9 41 1653 61.2 27.3
1552 57.1 0 1603 60.5 26.3 1654 60.9 20.6
1553 57 4.5 1604 59.6 14 1655 61.1 13.9
1554 57.1 3.7 1605 59.7 21.2 1656 60.7 13.4
1555 57.3 3.3 1606 60.9 19.6 1657 61.3 26.1
1556 57.3 16.8 1607 60.1 34.3 1658 60.9 23.7
1557 58.2 29.3 1608 59.9 27 1659 61.4 32.1
1558 58.7 12.5 1609 60.8 25.6 1660 61.7 33.5
1559 58.3 12.2 1610 60.6 26.3 1661 61.8 34.1
1560 58.6 12.7 1611 60.9 26.1 1662 61.7 17
1561 59 13.6 1612 61.1 38 1663 61.7 2.5
1562 59.8 21.9 1613 61.2 31.6 1664 61.5 5.9
1563 59.3 20.9 1614 61.4 30.6 1665 61.3 14.9
1564 59.7 19.2 1615 61.7 29.6 1666 61.5 17.2
1565 60.1 15.9 1616 61.5 28.8 1667 61.1 "m"
1566 60.7 16.7 1617 61.7 27.8 1668 61.4 "m"
1567 60.7 18.1 1618 62.2 20.3 1669 61.4 8.8
1568 60.7 40.6 1619 61.4 19.6 1670 61.3 8.8
1569 60.7 59.7 1620 61.8 19.7 1671 61 18
1570 61.1 66.8 1621 61.8 18.7 1672 61.5 13
1571 61.1 58.8 1622 61.6 17.7 1673 61 3.7
1572 60.8 64.7 1623 61.7 8.7 1674 60.9 3.1
1573 60.1 63.6 1624 61.7 1.4 1675 60.9 4.7
1574 60.7 83.2 1625 61.7 5.9 1676 60.6 4.1
1575 60.4 82.2 1626 61.2 8.1 1677 60.6 6.7
1576 60 80.5 1627 61.9 45.8 1678 60.6 12.8
1577 59.9 78.7 1628 61.4 31.5 1679 60.7 11.9
1578 60.8 67.9 1629 61.7 22.3 1680 60.6 12.4
1579 60.4 57.7 1630 62.4 21.7 1681 60.1 12.4
1580 60.2 60.6 1631 62.8 21.9 1682 60.5 12
1581 59.6 72.7 1632 62.2 22.2 1683 60.4 11.827.12.2006 EN Official Journal of the European Union L 375/121
Time Norm. Norm. Time Norm. Norm. Time Norm. Norm.
Speed Torque Speed Torque Speed Torque
s % % s % % s % %
1684 59.9 12.4 1735 61.1 25.6 1786 0 0
1685 59.6 12.4 1736 61 14.6 1787 0 0
1686 59.6 9.1 1737 61 10.4 1788 0 0
1687 59.9 0 1738 60.6 "m" 1789 0 0
1688 59.9 20.4 1739 60.9 "m" 1790 0 0
1689 59.8 4.4 1740 60.8 4.8 1791 0 0
1690 59.4 3.1 1741 59.9 "m" 1792 0 0
1691 59.5 26.3 1742 59.8 "m" 1793 0 0
1692 59.6 20.1 1743 59.1 "m" 1794 0 0
1693 59.4 35 1744 58.8 "m" 1795 0 0
1694 60.9 22.1 1745 58.8 "m" 1796 0 0
1695 60.5 12.2 1746 58.2 "m" 1797 0 0
1696 60.1 11 1747 58.5 14.3 1798 0 0
1697 60.1 8.2 1748 57.5 4.4 1799 0 0
1698 60.5 6.7 1749 57.9 0 1800 0 0
1699 60 5.1 1750 57.8 20.9
1700 60 5.1 1751 58.3 9.2
1701 60 9 1752 57.8 8.2
1702 60.1 5.7 1753 57.5 15.3
1703 59.9 8.5 1754 58.4 38
1704 59.4 6 1755 58.1 15.4
1705 59.5 5.5 1756 58.8 11.8
1706 59.5 14.2 1757 58.3 8.1
1707 59.5 6.2 1758 58.3 5.5
1708 59.4 10.3 1759 59 4.1
1709 59.6 13.8 1760 58.2 4.9
1710 59.5 13.9 1761 57.9 10.1
1711 60.1 18.9 1762 58.5 7.5
1712 59.4 13.1 1763 57.4 7
1713 59.8 5.4 1764 58.2 6.7
1714 59.9 2.9 1765 58.2 6.6
1715 60.1 7.1 1766 57.3 17.3
1716 59.6 12 1767 58 11.4
1717 59.6 4.9 1768 57.5 47.4
1718 59.4 22.7 1769 57.4 28.8
1719 59.6 22 1770 58.8 24.3
1720 60.1 17.4 1771 57.7 25.5
1721 60.2 16.6 1772 58.4 35.5
1722 59.4 28.6 1773 58.4 29.3
1723 60.3 22.4 1774 59 33.8
1724 59.9 20 1775 59 18.7
1725 60.2 18.6 1776 58.8 9.8
1726 60.3 11.9 1777 58.8 23.9
1727 60.4 11.6 1778 59.1 48.2
1728 60.6 10.6 1779 59.4 37.2
1729 60.8 16 1780 59.6 29.1
1730 60.9 17 1781 50 25
1731 60.9 16.1 1782 40 20
1732 60.7 11.4 1783 30 15
1733 60.9 11.3 1784 20 10
1734 61.1 11.2 1785 10 5
 
"m" = motoring 
 L 375/122 EN Official Journal of the European Union 27.12.2006
A graphical display of the ETC dynamome ter schedule is shown in Figure 5.  
 
                          
Figure 5
:   ETC Dynamometer Schedule 
 
__________                           Torque [%]       
Speed {%]27.12.2006 EN Official Journal of the European Union L 375/123
Annex 4 - Appendix 4  
 
MEASUREMENT AND SAMPLING PROCEDURES 
 
 1. INTRODUCTION   Gaseous components, partic ulates, and smoke emitted by the engine submitted for 
testing must be measured by the methods described in annex 4,  appendix 6.  The 
respective paragraphs of a nnex 4, appendix 6 describe the recommended analytical 
systems for the gaseous emissions (paragra ph 1.), the recommended particulate dilution 
and sampling systems (paragraph 2.), a nd the recommended opacimeters for smoke 
measurement (paragraph 3.).  
  For the ESC, the gaseous components must be determined in the raw exhaust gas.  
Optionally, they may be determined in the diluted exhaust gas, if a full flow dilution system is used for particulate determination.  Particulates must be determined with either a partial flow or a full flow dilution system.  
  For the ETC, only a full flow dilution system must be used for determining gaseous and 
particulate emissions, and is considered the reference system.  However, partial flow 
dilution systems may be approved by the T echnical Service, if their equivalency 
according to paragraph 6.2. to the Regulation is proven, and if a detailed description of 
the data evaluation and calculation procedures is submitted to the Technical Service.   
 2. DYNAMOMETER
 AND  TEST  CELL  EQUIPMENT 
  The following equipment must be used for emission tests of engines on engine 
dynamometers. 
 2.1. Engine dynamometer
 
  An engine dynamometer must be used with adequate characteristics to perform the test 
cycles described in appendices 1 and 2 to this  annex.  The speed measuring system must 
have an accuracy of ± 2 per cent of reading.  The torque measuring system must have an 
accuracy of ± 3 per cent of reading in the range > 20 per cent of full scale, and an accuracy of ± 0.6 per cent of full scale in the range ³ 20 per cent of full scale. 
 2.2. Other instruments
 
  Measuring instruments for fuel consumption,  air consumption, temperature of coolant 
and lubricant, exhaust gas pressure and intake manifold depr ession, exhaust gas 
temperature, air intake temperature, atmospheric pressure, humidity and fuel temperature must be used, as required.  Th ese instruments must satisfy the requirements 
given in table 8: 
   L 375/124 EN Official Journal of the European Union 27.12.2006
Table 8 : Accuracy of measuring instruments 
 
Measuring instrument Accuracy 
Fuel Consumption ± 2 % of Engine's Maximum Value 
Air Consumption ± 2 % of Engine's Maximum Value 
Temperatures ³ 600 K (327°C)  ± 2 K Absolute 
Temperatures ´ 600 K (327°C) ± 1 % of Reading 
Atmospheric Pressure ± 0.1 kPa Absolute 
Exhaust Gas Pressure ± 0.2 kPa Absolute 
Intake Depression ± 0.05 kPa Absolute 
Other Pressures ± 0.1 kPa Absolute 
Relative Humidity ± 3 % Absolute 
Absolute Humidity ± 5 % of Reading 
 
2.3. Exhaust gas flow  
  For calculation of the emissions in the raw exhaust, it is necessary to know the exhaust 
gas flow (see paragraph 4.4. of appendix 1).  For the determination of the exhaust flow 
either of the following methods may be used: 
  Direct measurement of the exhaust flow by flow nozzle or equivale nt metering system; 
 Measurement of  the air flow and the fuel flow by suitable metering systems and 
calculation of the exhaust flow  by the following equation: 
   
G
EXHW  = G AIRW + G FUEL (for wet exhaust mass) 
   The accuracy of exhaust flow determination mu st be ± 2.5 per cent of reading or better. 
 2.4. Diluted exhaust gas flow
 
  For calculation of the emissions in the diluted exhaust using a full flow dilution system 
(mandatory for the ETC), it is necessary to know the diluted exhaust gas flow (see 
paragraph 4.3. of appendix 2) .  The total mass flow rate of the diluted exhaust (G
TOTW ) 
or the total mass of the diluted exhaust gas over the cycle (M TOTW ) must be measured 
with a PDP or CFV (annex 4, appendix 6, pa ragraph 2.3.1.).  The accuracy must be ± 
2 per cent of reading or better, and must be determined according to the provisions of annex 4, appendix 5,  paragraph 2.4. 
 3. DETERMINATION
 OF THE  GASEOUS  COMPONENTS 
 3.1. General analyser specifications
 
  The analysers must have a measuring range appropriate for the accuracy required to 
measure the concentrations of the exhaust gas components (paragraph 3.1.1).  It is 
recommended that the analysers be operated such that the measured concentration falls between 15 per cent and 100 per cent of full scale.  27.12.2006 EN Official Journal of the European Union L 375/125
 
 If read-out systems (computers, data loggers) can provide sufficient accuracy and 
resolution below 15 per cent of full scale, m easurements below 15 per cent of full scale 
are also acceptable.  In this case, additional calibrations of at least 4 non-zero nominally 
equally spaced points are to be made to ensure the accuracy of the calibration curves according to annex 4, appendix 5, paragraph 1.5.5.2. 
  The electromagnetic compatibility (EMC) of the equipment must be on a level as to 
minimise additional errors. 
 3.1.1. Measurement error   The total measurement error, including the cross sensitivity to other gases (see annex 4, 
appendix 5, paragraph 1.9.), must not exceed  ± 5 per cent of the reading or ± 3.5 per 
cent of full scale, whichever is smaller.  For concentrations of less than 100 ppm the 
measurement error must not exceed ± 4 ppm. 
 3.1.2. Repeatability   The repeatability, defined as 2.5 times the standard deviation of  10 repetitive responses 
to a given calibration or span gas, has to be  not greater than ± 1 per cent of full scale 
concentration for each range used above 155 ppm (or ppm C) or ± 2 per cent of each 
range used below 155 ppm (or ppm C). 
 3.1.3. Noise   The analyser peak-to-peak response to zero and calibration or span gases over any 10 
seconds period must not exceed 2 per cen t of full scale on all ranges used. 
 3.1.4. Zero drift   The zero drift during a one hour period must be less than 2 per cent of full scale on the 
lowest range used.  The zero response is de fined as the mean res ponse, including noise, 
to a zero gas during a 30 seconds time interval. 
 3.1.5 Span drift   The span drift during a one hour period must be less than 2 per cent of full scale on the 
lowest range used.  Span is defined as th e difference between the span response and the 
zero response.  The span response is defined as the mean response, including noise, to a 
span gas during a 30 seconds time interval.  
 L 375/126 EN Official Journal of the European Union 27.12.2006
3.2. Gas drying  
 
 The optional gas drying device must have a minimal effect on the concentration of the 
measured gases.  Chemical dryers are not  an acceptable method of removing water from 
the sample. 
 3.3. Analysers
 
  Paragraphs 3.3.1. to 3.3.4. describe the m easurement principles to be used.  A detailed 
description of the measurement systems is gi ven in annex 4, appendix 6.  The gases to 
be measured must be analysed with the follo wing instruments.  For non-linear analysers, 
the use of linearising circuits is permitted. 
 3.3.1. Carbon monoxide (CO) analysis   The carbon monoxide analyser must be of  the Non-Dispersive Infra-Red (NDIR) 
absorption type. 
 3.3.2. Carbon dioxide (CO
2) analysis 
  The carbon dioxide analyser must be of  the Non-Dispersive Infra-Red (NDIR) 
absorption type. 
 3.3.3. Hydrocarbon (HC) analysis   For diesel and LPG fuelled gas engines, the hydrocarbon analyser must be of the Heated 
Flame Ionisation Detector (HFID) type with detector, valves, pipework, etc. heated so as to maintain a gas temperature of 463 K ± 10 K (190 ± 10°C).  For NG fuelled gas 
engines, the hydrocarbon analyser may be of  the non heated Flame Ionisation Detector 
(FID) type depending upon the method used (s ee annex 4, appendix 6, paragraph 1.3.). 
 3.3.4. Non-methane hydrocarbon (NMHC) an alysis (NG fuelled gas engines only) 
  Non-methane hydrocarbons must  be determined by either  of the following methods: 
 3.3.4.1 Gas chromatographic (GC) method   Non-methane hydrocarbons must be determined  by subtraction of the methane analysed 
with a Gas Chromatograph (GC) conditioned at 423 K (150°C) from the hydrocarbons 
measured according to paragraph 3.3.3. 
 3.3.4.2. Non-methane cutter (NMC) method   The determination of the non-methane fracti on must be performed with a heated NMC 
operated in line with an FID as per paragra ph 3.3.3. by subtraction of the methane from 
the hydrocarbons. 27.12.2006 EN Official Journal of the European Union L 375/127
 
3.3.5. Oxides of nitrogen (NO x) analysis 
 
 The oxides of nitrogen analyser must be of the Chemi-Luminescent Detector (CLD) or 
Heated  Chemi-Luminescent Detector (HCLD) type with a NO 2/NO converter, if 
measured on a dry basis.  If measured on a wet basis, a HCLD with converter 
maintained above 328 K (55°C)  must be used, provided the water quench check (see 
annex 4, appendix 5, paragra ph 1.9.2.2.) is satisfied.  
 
3.4. Sampling of gaseous emissions  
 3.4.1. Raw exhaust gas (ESC only)   The gaseous emissions sampling probes must be fitted at least 0.5 m or 3 times the 
diameter of the exhaust pipe - whichever is  the larger - upstream of the exit of the 
exhaust gas system as far as applicable and su fficiently close to the engine as to ensure 
an exhaust gas temperature of at  least 343 K (70°C) at the probe. 
  In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the 
probe must be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all cylinders.  In multi-cylinder engines having distinct groups of manifolds, su ch as in a "V-engine" configuration, it is 
permissible to acquire a sample from each group individually and calculate an average 
exhaust emission.  Other methods which have  been shown to correlate with the above 
methods may be used.  For exhaust emissi on calculation the total exhaust mass flow 
must be used. 
 If the engine is equipped with an exhaust after-treatment system, the exhaust sample 
must be taken downstream of the exhaust after-treatment system. 
 3.4.2. Diluted exhaust gas (manda tory for ETC, optional for ESC) 
  The exhaust pipe between the engine and th e full flow dilution system must conform to 
the requirements of annex 4, a ppendix 6, paragraph 2.3.1., EP. 
   The gaseous emissions sample probe(s) must be  installed in the dilution tunnel at a point 
where the dilution air and exhaust gas are well mixed, and in close proximity to the particulates sampling probe.  
   For the ETC, sampling can gene rally be done in two ways: 
  – the pollutants are sampled into a sampling bag over the cycle and measured after 
completion of the test; 
   – the pollutants are sampled continuously and integrated over the cycle; this method is 
mandatory for HC and NO
x. 
 L 375/128 EN Official Journal of the European Union 27.12.2006
4. DETERMINATION  OF THE  PARTICULATES 
 
 The determination of the particulates re quires a dilution system.  Dilution may be 
accomplished by a partial flow dilution system (ESC only) or a full flow dilution system (mandatory for ETC).  The flow capacity of the dilution system must be large enough to 
completely eliminate water condensation in the dilution and sampling systems, and 
maintain the temperature of the dilute d exhaust gas at or below 325 K (52°C) 
immediately upstream of the filter holders.  Dehumidifying the dilution air before entering the dilution system is permitted, and especially useful if dilution air humidity is high.  The temperature of the dilution air mu st be 298 K ± 5 K (25 °C ± 5°C).  If the 
ambient temperature is below 293 K (20°C) , dilution air pre-heating above the upper 
temperature limit of 303 K (30°C) is r ecommended.  However, the dilution air 
temperature must not exceed 325 K (52°C) prio r to the introduction of the exhaust in the 
dilution tunnel. 
  The partial flow dilution system has to be designed to split the exhaust stream into two 
fractions, the smaller one being diluted with air and subsequently used for particulate 
measurement.  For this it is essential that the dilution ratio be determined very accurately.  Different splitting methods can be  applied, whereby the type of splitting 
used dictates to a significant degree the sampling hardware and procedures to be used (annex 4, appendix 6, paragraph 2.2.).  The particulate sampling probe  must be installed 
in close proximity to the gaseous emissions sampling probe, and the installation must comply with the provisions of paragraph 3.4.1.  
  To determine the mass of the particulates, a particulate sampling system, particulate 
sampling filters, a microgram balance, and a temperature and humidity controlled weighing chamber, are required.  
 For particulate sampling, the single filter method must be a pplied which uses one pair of 
filters (see paragraph 4.1.3) for the whole test cycle.  For the ESC, considerable attention must be paid to sampling times and flows during the sampling phase of the test.   
 4.1. Particulate sampling filters
 
 4.1.1. Filter specification   Fluorocarbon coated glass fibre filters or  fluorocarbon based me mbrane filters are 
required.  All filter types must have a 0.3 µm DOP (di-octylphthalate) collection efficiency of at least 95 per cent at a gas face velocity between 35 and 80 cm/s. 
 4.1.2. Filter size   Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter).  
Larger diameter filters ar e acceptable (paragraph 4.1.5). 
 27.12.2006 EN Official Journal of the European Union L 375/129
4.1.3. Primary and back-up Filters 
  The diluted exhaust must be sampled by a pa ir of filters placed in  series (one primary 
and one back-up filter) during the test sequence.  The back-up filter must be located no more than 100 mm downstream of, and must not be in contact with the primary filter.  
The filters may be weighed sepa rately or as a pair with th e filters placed stain side to 
stain side. 
 4.1.4. Filter face velocity   A gas face velocity through the filter of 35 to  80 cm/s must be achieved.  The pressure 
drop increase between the beginning and the e nd of the test must be no more than 25 
kPa. 
 4.1.5. Filter loading   The recommended minimum filter loading mu st be 0.5 mg/1075 mm² stain area.  For 
the most common filter sizes the values are shown in table 9. 
   Table 9
: Recommended filter loadings 
 
Filter Diameter (mm) Recommended Stain Recommended Minimum 
47 37 0.5 
70 60 1.3 
90 80 2.3 
110 100 3.6 
 4.2. Weighing chamber and analytical balance specifications
 
 4.2.1. Weighing chamber conditions   The temperature of the chamber (or room) in which the particulate filters are 
conditioned and weighed must be maintained to within 295 K ± 3 K (22°C ± 3°C) 
during all filter conditioning a nd weighing.  The humidity must be maintained to a dew 
point of 282.5 K ± 3 K  (9.5°C ± 3°C) and a relative humidity of 45 % ± 8 %. 
 4.2.2. Reference filter weighing   The chamber (or room) environment must be free of any ambient contaminants (such as 
dust) that would settle on the particulate filters during their stabilisation.  Disturbances to weighing room specifications as outlined in paragraph 4.2.1. will be allowed if the duration of the disturbances does not exceed  30 minutes.  The weighing room should 
meet the required specifications  prior to personal entrance into the weighing room.  At 
least two unused reference filters or refere nce filter pairs must be weighed within 
4 hours of, but preferably at the same time as  the sample filter (pair) weighings.  They 
must be the same size and material as the sample filters. L 375/130 EN Official Journal of the European Union 27.12.2006
 
 If the average weight of the reference filters (reference filter pairs) changes between 
sample filter weighings by more than ± 5 per cent (± 7.5 per cent for the filter pair 
respectively) of the recommended minimum filter loading (paragraph 4.1.5.), then all sample filters must be discarded and the emissions test repeated. 
   
 If the weighing room stability criteria outlined in paragraph 4.2.1. is not met, but the 
reference filter (pair) weighings meet the above  criteria, the engine manufacturer has the 
option of accepting the sample filter weights or  voiding the tests, fixing the weighing 
room control system and rerunning the test. 
 4.2.3. Analytical balance   The analytical balance used to determine the weights of all filters must have a precision 
(standard deviation) of 20 µg and a resolution of 10 µg (1 digit = 10 µg).  For filters less than 70 mm diameter, the precision and resoluti on must be 2 µg and 1 µg, respectively. 
 4.2.4. Elimination of static electricity effects   To eliminate the effects of static electricity, the filters should be neutralised prior to 
weighing, e.g. by a Polonium neutra liser or a device of similar effect. 
 4.3. Additional specifications for particulate measurement
 
  All parts of the dilution system and the sampling system from the exhaust pipe up to the 
filter holder, which are in contact with raw and diluted exhaust gas, must be designed to minimise deposition or alteration of the particulates.  All parts must be made of 
electrically conductive material s that do not react with exhaust gas components, and 
must be electrically grounded to prevent electrostatic effects. 
 5. DETERMINATION
 OF SMOKE  OPACITY 
  This paragraph provides specifications for th e required and optional te st equipment to be 
used for the ELR test.  The smoke must be measured with an opacimeter having an opacity and a light absorption coefficient rea dout mode.  The opacity readout mode must 
only be used for calibration and checking of the opacimeter.  The smoke values of the 
test cycle must be measured in the lig ht absorption coefficient readout mode. 
 5.1. General requirements
 
  The ELR requires the use of a smoke measur ement and data processing system which 
includes three functional units.  These units ma y be integrated into a single component 
or provided as a system of interconnected co mponents.  The three functional units are: 
  – An opacimeter meeting the specifications  of annex 4, appendi x 6, paragraph 3. 
  27.12.2006 EN Official Journal of the European Union L 375/131
 – A data processing unit capable of perfo rming the functions de scribed in annex 4, 
appendix 1, paragraph 6.  
  
– A printer and/or electronic storage medium to record and output the required smoke 
values specified in annex 4,  appendix 1, paragraph 6.3. 
 
5.2. Specific requirements  
 5.2.1. Linearity   The linearity must be within ± 2 per cent opacity.  5.2.2. Zero drift   The zero drift during a one hour peri od must not exceed ± 1 per cent opacity. 
 5.2.3. Opacimeter display and range   For display in opacity, the range must be  0 - 100 per cent opacity, and the readability 
0.1 per cent opacity.  For display in light abso rption coefficient, the range must be 0 - 30 
m
-1 light absorption coefficient, and the readability 0.01 m-1 light absorption coefficient. 
 5.2.4. Instrument response time   The physical response time of the opacimete r must not exceed 0.2 s.  The physical 
response time is the difference between the times when the output of a rapid response 
receiver reaches 10 and 90 per cent of the full deviation when the opacity of the gas being measured is changed in less than 0.1 s.  
  The electrical respons e time of the opacimeter must not  exceed 0.05 s.  The electrical 
response time is the difference between the times when the opaci meter output reaches 
10 and 90 per cent of the full scale when the light source is interrupted or completely extinguished in less than 0.01 s. 
 5.2.5. Neutral density filters   Any neutral density filter used in conjunction with opacimeter calibration, linearity 
measurements, or setting span must have its  value known to within 1.0 per cent opacity. 
 The filter's nominal value must be checked fo r accuracy at least yearly using a reference 
traceable to a national or international standard. 
   Neutral density filters are precision devices and can easily be damaged during use.  
Handling should be minimised and, when re quired, should be done with care to avoid 
scratching or soiling of the filter. 
 
__________ L 375/132 EN Official Journal of the European Union 27.12.2006
Annex 4 - Appendix 5  
 
CALIBRATION PROCEDURE 
 
 1. CALIBRATION
 OF THE  ANALYTICAL  INSTRUMENTS 
 1.1. Introduction
 
  Each analyser must be calibrated as often as necessary to fulfil the accuracy 
requirements of this Re gulation.  The calibration method th at must be used is described 
in this paragraph for the analysers indicated  in annex 4, appendix 4, paragraph 3. and 
annex 4, appendix 6, paragraph 1. 
 1.2. Calibration gases
 
  The shelf life of all calibration gases must be respected.  The expiration date of the calibration ga ses stated by the manufacturer must be 
recorded. 
 1.2.1. Pure gases   The required purity of the gases is defined by the contamination limits given below.  
The following gases must be available for operation: 
   Purified nitrogen    (Contamination ³ 1 ppm C1,  ³1 ppm CO,  ³ 400 ppm CO
2, ³ 0.1 ppm NO) 
   Purified oxygen    (Purity > 99.5 % vol 0
2)  
   Hydrogen-helium mixture    (40 ± 2 % hydrogen, balance helium)   (Contamination ³ 1 ppm C1, ³ 400 ppm CO
2) 
   Purified synthetic air    (Contamination ³ 1 ppm C1, ³ 1 ppm CO, ³ 400 ppm CO
2, ³ 0.1 ppm NO)  
 (Oxygen content between 18-21 % vol.)   Purified propane or CO  for the CVS verification 
 1.2.2. Calibration and span gases   Mixtures of gases having the following chemical compositions must be available: 
   C
3H8 and purified synthetic ai r (see paragraph 1.2.1); 27.12.2006 EN Official Journal of the European Union L 375/133
 
  CO and purified nitrogen;    NO
x and purified nitrogen (the amount of NO 2 contained in this calibration gas 
must not exceed 5 % of the NO content); 
   CO
2 and purified nitrogen 
   CH
4 and purified synthetic air 
   C
2H6 and purified synthetic air 
  Note
: Other gas combinations are allowed pr ovided the gases do not react with one 
another. 
  The true concentration of a calibration and span gas must be  within ± 2 per cent of the 
nominal value.  All concentrations of ca libration gas must be given on a volume basis 
(volume percent or volume ppm). 
 The gases used for calibration and span may al so be obtained by means of a gas divider, 
diluting with purified N
2 or with purified synthetic air.  The accuracy of the mixing 
device must be such that the concentrati on of the diluted calib ration gases may be 
determined to within ± 2 per cent. 
 1.3. Operating procedure for analysers and sampling system
 
  The operating procedure for analysers must follow the start-up and operating 
instructions of the instrument manufactur er.  The minimum requirements given in 
paragraphs 1.4. to 1.9. must be included. 
  1.4. Leakage test
 
  A system leakage test must be performed.  The probe must be disconnected from the 
exhaust system and the end plugged.  The an alyser pump must be switched on.  After an 
initial stabilisation period all fl ow meters should read zero.  If not, the sampling lines 
must be checked and the fault corrected. 
  The maximum allowable leakage rate on the v acuum side must be 0.5 per cent of the in-
use flow rate for the portion of the system being checked.  The analyser flows and bypass flows may be used to es timate the in-use flow rates. 
  Another method is the introduction of a concen tration step change at the beginning of 
the sampling line by switching from zero to span gas.  If after an adequate period of time the reading shows a lower concentration compared to the introduced concentration, this points to calibration or leakage problems. 
 L 375/134 EN Official Journal of the European Union 27.12.2006
1.5. Calibration procedure  
 
1.5.1. Instrument assembly   The instrument assembly must be calibrated and calibration curves checked against 
standard gases.  The same gas flow rates must be used as when sampling exhaust. 
 1.5.2. Warming-up time   The warming-up time should be according to  the recommendations of the manufacturer. 
 If not specified, a minimum of two hours is recommended for warming up the 
analysers. 
 1.5.3. NDIR and HFID analyser   The NDIR analyser must be tuned, as necessary, and the combustion flame of the HFID 
analyser must be optimised (paragraph 1.8.1). 
 1.5.4. Calibration   Each normally used operating range must be calibrated. 
  Using purified synthetic air (or nitrogen), the CO, CO
2, NO x and  HC analysers must be 
set at zero. 
  The appropriate calibration gases must be introduced to the analysers, the values 
recorded, and the calibration curve esta blished according to paragraph 1.5.5. 
  The zero setting must be rechecked and the calibration procedure  re peated, if necessary. 
 1.5.5. Establishment of the calibration curve    1.5.5.1. General guidelines   The analyser calibration curve must be established by at least five calibration points 
(excluding zero) spaced as uniformly as possible.  The highest nominal concentration must be equal to or higher than 90 per cent of full scale. 
   The calibration curve must be calculated by th e method of least squares.  If the resulting 
polynomial degree is greater than 3, the number of calibration points (zero included) 
must be at least equal to th is polynomial degree plus 2. 
  The calibration curve must not differ by mo re than ± 2 per cent from the nominal value 
of each calibration point and by more than ± 1 per cent of full scale at zero. 
 From the calibration curve and the calibration points, it is possible to verify that the 
calibration has been carried out correctly.  Th e different characteristic parameters of the 27.12.2006 EN Official Journal of the European Union L 375/135
analyser must be indicated, particularly: 
 
  – the measuring range;   – the sensitivity;   – the date of carrying out the calibration.   1.5.5.2. Calibration below 15 per cent of Full Scale   The analyser calibration curve must be established by at least 4 additional calibration 
points (excluding zero) spaced nominally equally below 15 per cent of full scale. 
  The calibration curve is calculated by the method of least squares. 
  The calibration curve must not differ by mo re than ± 4 per cent from the nominal value 
of each calibration point and by more than ± 1 per cent of full scale at zero. 
 1.5.5.3. Alternative methods   If it can be shown that alternative technol ogy (e.g. computer, electronically controlled 
range switch, etc.) can give equivalent accuracy, then these alternatives may be used. 
 1.6. Verification of the calibration
 
  Each normally used operating range must be checked prior to each analysis in 
accordance with the following procedure. 
  The calibration must be checked by using a zero gas and a span gas whose nominal 
value is more than 80 per cent of full scale of the measuring range. 
  If, for the two points considered, the valu e found does not differ by more than ± 4 per 
cent of full scale from the declared reference value, the adjustment parameters may be 
modified.  Should this not be the case, a ne w calibration curve must be established in 
accordance with paragraph 1.5.5. 
 1.7. Efficiency test of the NO
x converter  
  The efficiency of the converter  used for the conversion of NO
2 into NO must be tested 
as given in paragraphs 1.7.1. to 1.7.8.(Figure 6). 
  L 375/136 EN Official Journal of the European Union 27.12.2006
 
 
Figure 6    Schematic of NO 2 converter efficiency device 
 
 1.7.1. Test set-up   Using the test set-up as shown in Fi gure 6 (see also annex 4, appendix 4, 
paragraph 3.3.5.) and the procedure below, the efficiency of converters can be tested by 
means of an ozonator. 
 1.7.2. Calibration   The CLD and the HCLD must be calibra ted in the most common operating range 
following the manufacturer's specifications us ing zero and span gas (the NO content of 
which must amount to about 80 per cen t of the operating range and the NO
2 
concentration of the gas mixture to less than 5 per cent of the NO concentration).  The NO
x analyser must be in the NO mode so that the span gas does not pass through the 
converter.  The indicated concen tration has to be recorded. 
 1.7.3. Calculation   The efficiency of the NO
x converter is calculated as follows:  
 
Efficiencyab
cd(%)?-/
/Æ
ÈÇÖ
Ø×, 11 0 0  
 
 where:   a is the NO
x concentration according to paragraph 1.7.6 
 b is the NO x concentration according to paragraph 1.7.7 
 c is the NO  concentration according to paragraph 1.7.4 27.12.2006 EN Official Journal of the European Union L 375/137
 d is the NO  concentration according to paragraph 1.7.5 
1.7.4. Adding of oxygen   Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the 
concentration indicated is about 20 per cent less than the indicated calibration 
concentration given in paragra ph 1.7.2. (The analyser is in  the NO mode).  The indicated 
concentration c must be recorded.  The oz onator is kept deactivated throughout the 
process. 
 1.7.5. Activation of the ozonator   The ozonator is now activated to generate  enough ozone to bring the NO concentration 
down to about 20 per cent (minimum 10 per cen t) of the calibration concentration given 
in paragraph 1.7.2.  The indicated concentrati on d must be recorded (The analyser is in 
the NO mode). 
 1.7.6. NO
x mode 
  The NO analyser is then switched to the NO
x mode so that the gas mixture (consisting 
of NO, NO 2, O2 and N 2) now passes through the converter .  The indicated concentration 
a must be recorded. (The analyser is in the NO x  mode). 
 1.7.7. Deactivation of the ozonator   The ozonator is now deactivated.  The mixtur e of gases described in paragraph 1.7.6. 
passes through the converter into the detector .  The indicated concentration b must be 
recorded. (The analyser is in the NO
x  mode). 
 1.7.8. NO mode   Switched to NO mode with the ozonator deactiv ated, the flow of oxygen or synthetic air 
is also shut off.  The NO
x reading of the analyser must not deviate by more than ± 5 per 
cent from the value measured according to paragr aph 1.7.2. (The analyser is in the NO  
mode). 
  1.7.9. Test interval   The efficiency of the converter must be  tested prior to each calibration of the NO
x 
analyser. 
 1.7.10. Efficiency requirement   The efficiency of the converter  must not be less than 90 per cent, but a higher efficiency 
of 95 per cent is strongly recommended. 
  Note
: If, with the analyser in the most common range, the ozonator cannot give a L 375/138 EN Official Journal of the European Union 27.12.2006
reduction from 80 per cent to 20 per cent according to paragraph 1.7.5., then 
the highest range which will give the reduction must be used. 
1.8. Adjustment of the FID  
 1.8.1. Optimisation of the detector response   The FID must be adjusted as specified by the instrument manufacturer.  A propane in air 
span gas should be used to optimise the response on the most common operating range. 
  With the fuel and air flow rates set at  the manufacturer's recommendations, a 350 ± 75 
ppm C span gas must be introduced to the an alyser.  The response at  a given fuel flow 
must be determined from the difference betw een the span gas response and the zero gas 
response.  The fuel flow must be incr ementally adjusted above and below the 
manufacturer's specification.  The span and ze ro response at these fuel flows must be 
recorded.  The difference between the span and zero response must be plotted and the 
fuel flow adjusted to the rich side of the curve. 
  1.8.2. Hydrocarbon response factors   The analyser must be calibrated using propane in air and purified synthetic air, according to 
paragraph 1.5. 
  Response factors must be determined when in troducing an analyser into service and after 
major service intervals.  The response factor (R
f) for a particular hydrocarbon species is the 
ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1. 
  The concentration of the test gas must be at  a level to give a response of approximately 
80 per cent of full scale.  The concentration must be known to an accuracy of ± 2 per cent in 
reference to a gravimetric standard expressed in volume.  In addition, the gas cylinder must be preconditioned for 24 hours at a temp erature of 298 K ± 5 K (25°C ± 5°C). 
  The test gases to be used and the recomme nded relative response factor ranges are as 
follows: 
  Methane and purified synthetic air 1.00  ³  R
f ³  1.15  (diesel and LPG engines)  
 
 Methane and purified synthetic air 1.00  ³  Rf  ³  1.07  (NG engines) 
  Propylene and purifie d synthetic air 0.90  ³  R
f  ³  1.1 
  Toluene and purified synthetic air 0.90  ³  R
f  ³  1.10 
  These values are relative to the response factor (R
f) of 1.00 for propane and purified 
synthetic air. 
1.8.3. Oxygen interference check  27.12.2006 EN Official Journal of the European Union L 375/139
 The oxygen interference check must be dete rmined when introducing an analyser into 
service and after major service intervals. 
 
 The response factor is defined and must be de termined as described in paragraph 1.8.2.  
The test gas to be used and the recomme nded relative response factor range are as 
follows:  
 
Propane and nitrogen  0.95 ³ Rf ³ 1.05 
 
 This value is relative to the response factor (R f) of 1.00 for propane and purified 
synthetic air. 
  The FID burner air oxygen concentration mu st be within ± 1 mole % of the oxygen 
concentration of the burner air used in the latest oxygen interference check.  If the difference is greater, the oxygen interference must be checked and the analyser adjusted, if necessary. 
  1.8.4. Efficiency of the non-methane cutte r (NMC, for NG fuelled gas engines only) 
  The NMC is used for the removal of th e non-methane hydrocarbons from the sample 
gas by oxidising all hydrocarbons except meth ane.  Ideally, the conversion for methane 
is 0 %, and for the other hydrocarbons repres ented by ethane is 100 %.  For the accurate 
measurement of NMHC, the two efficiencies must be determined and used for the calculation of the NMHC emission mass fl ow rate (see annex 4, appendix 2, 
paragraph 4.3.). 
  1.8.4.1. Methane efficiency    Methane calibration gas must be flown thr ough the FID with and without bypassing the 
NMC and the two concentrations recorded.  The efficiency must be determined as follows: 
 
CEconc
concMw
wo?/1
/ 
  
 where: 
   conc
w = HC concentration with CH 4 flowing through the NMC 
 conc w/o = HC concentration with CH 4 bypassing the NMC  
  1.8.4.2. Ethane efficiency    Ethane calibration gas must be flown thr ough the FID with and without bypassing the 
NMC and the two concentrations recorded.  The efficiency must be determined as follows: 
 L 375/140 EN Official Journal of the European Union 27.12.2006
CEconc
concEw
wo?/1
/ 
  
 where: 
  
 conc w = HC concentration with C 2H6 flowing through the NMC 
 conc w/o = HC concentration with C 2H6 bypassing the NMC  
  1.9. Interference effects with CO, CO
2, and NO x analysers  
  Gases present in the exhaust other than the one being analysed can interfere with the 
reading in several ways.  Positive interference occurs in NDIR instruments where the interfering gas gives the same effect as the gas being measured, but to a lesser degree.  Negative interference occurs in NDIR instruments by the interfering gas broadening the absorption band of the measured gas, and in  CLD instruments by the interfering gas 
quenching the radiation.  The interference check s in paragraphs 1.9.1. and 1.9.2. must be 
performed prior to an analyser’s initial use and after major service intervals.  
 1.9.1. CO Analyser interference check   Water and CO
2 can interfere with the CO analyser performance.  Therefore, a CO 2 span 
gas having a concentration of 80 to 100 per cent of full scale of the maximum operating 
range used during testing must be bubbled th rough water at room temperature and the 
analyser response recorded.  Th e analyser response must not be more than 1 per cent of 
full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below 
300 ppm. 
  1.9.2. NO
x analyser quench checks 
  The two gases of concern for CLD (and HCLD) analysers are CO
2 and water vapour.  
Quench responses to these gases are proporti onal to their concentrations, and therefore 
require test techniques to de termine the quench at the highest expected concentrations 
experienced during testing. 
 1.9.2.1. CO
2 quench check 
  A CO
2 span gas having a concentration of 80 to 100 per cent of full scale of the 
maximum operating range must  be passed through the NDIR analyser and the CO 2 value 
recorded as A.  It must then be diluted approximately 50 per cent with NO span gas and passed through the NDIR and (H)CLD, with the CO
2 and NO values recorded as B and 
C, respectively.  The CO 2 must then be  shut off and only the NO span gas be passed 
through the (H)CLD and the NO value  recorded as D. 
  The quench, which must not be greater than 3 per cent of full scale, must be calculated 
as follows: 
 27.12.2006 EN Official Journal of the European Union L 375/141
%()
() ()QuenchCA
DA DB?/,
,/,Æ
ÈÇÖ
Ø×É
ËÊ
ÊÙ
ÛÚ
Ú, 11 0 0  
 
 where: 
 
 A is the undiluted CO 2 concentration measured with NDIR in per cent 
 B is the diluted CO 2 concentration measured with NDIR in per cent 
 C is the diluted NO concentration measured with (H)CLD in ppm  D is the undiluted NO concentration measured with (H)CLD in ppm    Alternative methods of d iluting and quantifying of CO
2 and NO span gas values such as 
dynamic mixing/blending can be used. 
    1.9.2.2. Water quench check   This check applies to wet gas concentration measurements only.  Calculation of water 
quench must consider dilution of the NO sp an gas with water va pour and scaling of 
water vapour concentration of the mixture to that expected during testing. 
  A NO span gas having a concentration of 80 to 100 per cent of full scale of the normal 
operating range must be passed through the (H )CLD  and the NO value recorded as D.  
The NO span gas must then be bubbled thr ough water at room te mperature and passed 
through the (H)CLD and the NO value recorded as C.  The analyser’s absolute operating pressure and the water temperature must be  determined and recorded as E and F, 
respectively.  The mixture's saturation vapour  pressure that corresponds to the bubbler 
water temperature F must be  determined and recorded as G.  The water vapour 
concentration (H, in %) of the mixture must be calculated as follows:  
 
H = 100*( G/E) 
  The expected diluted NO span gas (in water vapour) concentration (De) must be 
calculated as follows: 
 
De = D* ( 1- H/100 ) 
  For diesel exhaust, the maximum exhaus t water vapour concentr ation (Hm, in %) 
expected during testing must be estimated , under the assumption of a fuel atom H/C 
ratio of 1.8:1. from the undiluted CO
2 span gas concentration (A, as measured in 
paragraph 1.9.2.1) as follows: 
  
Hm = 0.9*A 
   The water quench, which must not be greater  than 3 per cent, must be calculated as 
follows: 
 L 375/142 EN Official Journal of the European Union 27.12.2006
% Quench = 100 * ( ( De - C )/De) * (Hm/H) 
 
 where:   De is the expected diluted NO concentration in ppm  C is the diluted NO concentration in ppm   Hm is the maximum water vapour concentration in % 
 H is the actual water va pour concentration in % 
  Note
:   It is important that the NO span gas contains minimal NO 2 concentration for 
this check, since  absorption of NO 2 in water has not been accounted for 
in the quench calculations. 
  1.10. Calibration intervals
 
  The analysers must be calibrated according to paragraph 1.5. at least every 3 months or 
whenever a system repair or change is made that could influence calibration. 
 2. CALIBRATION
 OF THE  CVS-SYSTEM 
 2.1. General
 
  The CVS system must be calibrated by using an accurate flowmeter traceable to national 
or international standa rds and a restricting device.  The flow through the system must be 
measured at different restriction settings, and the control parameters of the system must be measured and related to the flow. 
  Various types of flowmeters may be used, e. g. calibrate d venturi, calib rated laminar 
flowmeter, calibrated turbinemeter. 
 2.2. Calibration of the pos itive displacement pump (PDP)
 
  All parameters related to the pump must be simultaneously measured with the 
parameters related to the flowmeter which is connected in series with the pump.  The calculated flow rate (in m
3/min at pump inlet, absolute pressure and temperature) must 
be plotted versus a correlati on function which is the value of a specific combination of 
pump parameters.  The linear equation which relates the pum p flow and the correlation 
function must then be determined.  If a CVS has a multiple speed drive, the calibration must be performed for each range used.  Temperature stability must be maintained 
during calibration. 
 2.2.1. Data analysis   The air flow rate (Q
s) at each restriction setting (minim um 6 settings) must be calculated 
in standard m3/min from the flowmeter data using th e manufacturer's prescribed method. 
 The air flow rate must then  be converted to pump flow (V 0) in m3/rev at absolute pump 27.12.2006 EN Official Journal of the European Union L 375/143
inlet temperature and pressure as follows: 
 
VQ
nT
Ps
A02731013?, ,. 
 
 where: 
  Q
s = air flow rate at standard  conditions (101.3 kPa, 273 K), m3/s 
 T = temperature at pump inlet, K  p
A = absolute pressure at pump inlet (p B - p 1), kPa 
 n = pump speed, rev/s    To account for the interaction of pressure variations at th e pump and the pump slip rate, 
the correlation function (X
0) between pump speed, pressure  differential from pump inlet 
to pump outlet and absolute pump outlet pressure must be calculated as follows: 
 
Xnp
pp
A01?,F 
 
 where:   Țp
P = pressure differential from pump inlet to pump outlet, kPa 
 p A = absolute outlet pressure at pump outlet, kPa 
  A linear least-square fit must be performed to generate the calibration equation as 
follows: 
 
V
0 = D 0 - m * (X 0) 
  D
0 and m are the intercept and slope constants, respectively,  describing the regression 
lines. 
   For a CVS system with multiple speeds, the calibration curves generated for the 
different pump flow ranges mu st be approximately parallel, and the intercept values (D
0) 
must increase as the pump flow range decreases. 
  The calculated values from the equation must be within  ± 0.5 per cent of the measured 
value of V
0.  Values of m will vary from one pump to another.  Particulate influx over 
time will cause the pump slip to decrease, as reflected by lower values for m.  Therefore, calibration must be performed at pump start-up, after major maintenance, and if the total system verification (paragraph 2.4) indicates a change of the slip rate. 
 2.3. Calibration of the cr itical flow venturi (CFV)
 
  Calibration of the CFV is based upon the flow equation for a critical venturi.  Gas flow 
is a function of inlet pressure a nd temperature, as shown below: L 375/144 EN Official Journal of the European Union 27.12.2006
 
QKp
TsvA?, 
 where: 
  K
v = calibration coefficient 
 p A = absolute pressure at venturi inlet, kPa 
 T = temperature at venturi inlet, K 
 2.3.1. Data Analysis   The air flow rate (Q
s) at each restriction setting (minim um 8 settings) must be calculated 
in standard m3/min from the flowmeter data using th e manufacturer's prescribed method. 
 The calibration coefficient must be calcula ted from the calibration data for each setting 
as follows: 
 
KQT
pvs
A?, 
 
 where:   Q
s = air flow rate at standard  conditions (101.3 kPa, 273 K), m3/s  
 T = temperature at the venturi inlet, K  p
A = absolute pressure at venturi inlet, kPa 
  To determine the range of critical flow, K
v must be plotted as a function of ve nturi inlet 
pressure.  For critical (choked) flow, K v will have a relatively constant value.  As 
pressure decreases (vacuum increases ), the venturi becomes unchoked and K v decreases, 
which indicates that the CFV is opera ted outside the permissible range. 
  For a minimum of eight points in the region of critical flow, the average K
v and the 
standard deviation must be calculated.  The standard deviation must not exceed ± 
0.3 per cent of the average K V. 
 2.4. Total system verification
 
  The total accuracy of the CVS sampling system and analytical system must be 
determined by introducing a known mass of a po llutant gas into the system while it is 
being operated in the normal manner.  The pollutant is analysed, and the mass calculated according to annex 4, appendix 2, paragraph 4.3., except in the case of propane where a 
factor of 0.000472 is used in place of 0.000479 for HC.  Either of the following two techniques must be used. 
 2.4.1. Metering with a critical flow orifice   A known quantity of pure gas (carbon monoxide or propane) must be fed into the CVS 27.12.2006 EN Official Journal of the European Union L 375/145
system through a calibrated critical orifice.  If  the inlet pressure is high enough, the flow 
rate, which is adjusted by means of the critical  flow orifice, is inde pendent of the orifice 
outlet pressure ( Š critical flow).  The CVS system must be operated as in a normal 
exhaust emission test for about 5 to 10 minutes .  A gas sample must be analysed with 
the usual equipment (sampling bag or inte grating method), and the mass of the gas 
calculated.  The mass so determined must be within ± 3 per cent of the known mass of 
the gas injected.  
 
2.4.2. Metering by means of a gravimetric technique 
  The weight of a small cylinder filled with carbon monoxide or propane must be 
determined with a precision of ± 0.01 gram.  For about 5 to 10 minutes, the CVS system 
must be operated as in a normal exhaus t emission test, while carbon monoxide or 
propane is injected into the system.  The quantity of pure gas discharged must be determined by means of differential weighing.  A gas sample must be analysed with the usual equipment (sampling bag or integr ating method), and the mass of the gas 
calculated.  The mass so determined must be within ± 3 per cent of the known mass of 
the gas injected.  
 3. CALIBRATION
 OF THE  PARTICULATE  MEASURING  SYSTEM 
 3.1. Introduction
 
  Each component must be calibrated as often as necessary to fulfil the accuracy 
requirements of this Re gulation.  The calibration method to be used is described in this 
paragraph for the components indicated in a nnex 4, appendix 4, pa ragraph 4. and annex 
4, appendix 6, paragraph 2. 
 3.2. Flow measurement
 
  The calibration of gas flow meters or fl ow measurement instrumentation must be 
traceable to international and/or national standards.  The maximum error of the 
measured value must be within ± 2 per cent of reading. 
  If the gas flow is determined by differential flow measurement, the maximum error of 
the difference must be such that the accuracy of G
EDF is within ± 4 per cent (see also 
annex 4, appendix 6, paragraph 2.2.1., EGA).  It can be calculated by taking the root 
mean square of the errors of each instrument. 
  3.3. Checking the partial flow conditions
 
  The range of the exhaust gas velocity and the pressure oscillations must be checked and 
adjusted according to the requirements of anne x 4, appendix 6, paragraph 2.2.1., EP, if 
applicable. 
 3.4. Calibration intervals
 L 375/146 EN Official Journal of the European Union 27.12.2006
 
 The flow measurement instrumentation must be calibrated at least every 3 months or 
whenever a system repair or change is made that could influence calibration. 
 4. CALIBRATION
 OF THE  SMOKE  MEASUREMENT  EQUIPMENT 
 4.1. Introduction
 
  The opacimeter must be calibrated as often as necessary to fulfil the accuracy 
requirements of this Re gulation.  The calibration method to be used is described in this 
paragraph for the components indicated in a nnex 4, appendix 4, pa ragraph 5. and annex 
4, appendix 6, paragraph 3. 
 4.2. Calibration procedure
 
  4.2.1. Warming-up time   The opacimeter must be warmed up and stabilised according to the manufacturer's 
recommendations.  If the opacimeter is equi pped with a purge air system to prevent 
sooting of the instrument optics, this syst em should also be activated and adjusted 
according to the manufacturer's recommendations. 
  4.2.2. Establishment of the linearity response    The linearity of the opacimeter must be check ed in the opacity readout mode as per the 
manufacturer's recommendations.  Three neutra l density filters of  known transmittance, 
which must meet the requireme nts of annex 4, appendix 4, paragraph 5.2.5., must be 
introduced to the opacimeter and the value recorded.  The neutral density filters must have nominal opacities of approximately 10 %, 20 % and 40 %. 
   The linearity must not differ by more than ± 2 per cent opacity from the nominal value 
of the neutral density filte r.  Any non-linearity exceeding the above value must be 
corrected prior to the test. 
  4.3. Calibration intervals
 
  The opacimeter must be calibrated according to paragraph 4.2.2. at least every 3 months 
or whenever a system repair or change is made that could influence calibration. 
 
__________ 27.12.2006 EN Official Journal of the European Union L 375/147
Annex 4 – Appendix 6  
 
ANALYTICAL AND SAMPLING SYSTEMS 
 
1. DETERMINATION OF THE GASEOUS EMISSIONS  1.1. Introduction
 
  Paragraph 1.2. and figures 7 and 8 contain detailed desc riptions of the recommended 
sampling and analysing systems.  Since vari ous configurations can  produce equivalent 
results, exact conformance with figures 7 a nd 8 is not required.  Additional components 
such as instruments, valves, solenoids, pum ps, and switches may be  used to provide 
additional information and coor dinate the functions of the component systems.  Other 
components which are not needed to mainta in the accuracy on some systems, may be 
excluded if their exclusion is base d upon good engineering judgement.   
 
zero gas
span gas
zero gas
span gaszero gas
zero gasV1
V1F1 F2
F1 F2P
PT1
T1SP1
SP1
optional 2 sampling probesEPT2 G1
HC
air fuelvent
vent
vent
ventvent
ventvent
V2
R3
R1 R2
FL1
T5
B
V12 V11V10CO
CO
2CT3 G2
V4
V5FL5
FL6
FL3T4G3
V12 V11T5V8
V6 V7 V9
R4FL4
FL2HSL1
HSL2HSL1
SL
V3NO
R5Bzero gas
span gaszero gas
span gas
 
Figure 7  - Flow diagram of raw exhaust gas analysis system for CO, CO 2, NO x, HC ESC only 
 
 1.2. Description of the analytical system
 
 L 375/148 EN Official Journal of the European Union 27.12.2006
An analytical system for the determination of the gaseous emissions in the raw (Figure 
7, ESC only) or diluted (Figure 8. ETC and ESC) exhaust gas is described based on the 
use of: 
 
 HFID analyser for the measurement of hydrocarbons; 
 NDIR analysers for the measurement of carbon monoxide and carbon dioxide; 
 HCLD or equivalent analyser for the measurement of the oxides of nitrogen; 
 
The sample for all component s may be taken with one sa mpling probe or with two 
sampling probes located in close proximity and internally split to the different analysers.  Care must be taken that no condensation of exhaust com ponents (including water and 
sulphuric acid) occurs at any poi nt of the analytical system. 
 
zero gas
span gas
zero gas
span gaszero gas
span gaszero gas
span gaszero gas
V1F1 F2
F1 F2P
PT1
T1SP2
SP3T2 G1
HC
air fuelvent
vent
vent
ventvent
ventvent
V2
R3
R1 R2
FL1
T5
B
V13 V12V11CO
CO
2CT3 G2
V4
V5FL5
FL6
FL3T4G3
V9
V7 V8 V10
R4FL4
FL2HSL1
HSL2HSL1
SL
V3NO
R5V1PSPto PSS see figure 21
same plane
see fig. 21BK
BK BGDTsee fig. 20
V14
 
 
Figure 8  - Flow diagram of diluted exhaust gas analysis system for CO, CO 2, NO x, HC (ETC, 
optional for ESC test)  
   1.2.1. Components of figures 7 and 8  
 
EP Exhaust pipe 27.12.2006 EN Official Journal of the European Union L 375/149
 
SP1 Exhaust gas sampling probe (Figure 7 only)  
 
A stainless steel straight closed end multi-hole probe is recommended.  The inside diameter must not be greater than the inside diameter of the sampling line.  The wall thickness of the probe must not  be greater than 1 mm.  There must be a minimum of 3 
holes in 3 different radial pl anes sized to sample approximately the same flow.  The 
probe must extend across at least 80 per cent of  the diameter of the exhaust pipe.  One 
or two sampling probe s may be used.  
 
SP2 Diluted exhaust gas HC sa mpling probe (Figure 8 only) 
 The probe must:  
 be defined as the first 254 mm to 762 mm of the heated sampling line HSL1; 
 
 have a 5 mm minimum inside diameter; 
 
 be installed in the dilution tunnel DT (see pa ragraph 2.3., Figure 20) at a point where 
the dilution air and exhaust gas are we ll mixed (i.e. approximately 10 tunnel 
diameters downstream of the point where the exhaust enters the dilution tunnel); 
 
 be sufficiently distant (radially) from other probes and the tunnel wall so as to be free 
from the influence of any wakes or eddies; 
 
 be heated so as to increase the gas st ream temperature to 463 K ± 10 K (190°C ± 
10°C) at the exit of the probe. 
 
SP3  Diluted exhaust gas CO, CO 2, NO x sampling probe (Figure 8 only) 
 The probe must:  
 be in the same plane as SP 2; 
 
 be sufficiently distant (radially) from other probes and the tunnel wall so as to be free 
from the influence of any wakes or eddies; 
 
 be heated and insulated over its entire le ngth to a minimum temperature of 328 K 
(55°C) to prevent water condensation. 
 
HSL1  Heated sampling line 
 The sampling line provides a gas sample from a single probe to the split point(s) and the HC analyser.  The sampling line must: L 375/150 EN Official Journal of the European Union 27.12.2006
 
 have a 5 mm minimum and a 13.5 mm maximum inside diameter; 
 
 be made of stainless steel or PTFE. 
 
 maintain a wall temperature of 463 K ± 10 K (190°C ± 10°C) as measured at 
every separately controlled heated section, if the temperature of the exhaust gas at the 
sampling probe is equal to  or below 463 K (190°C); 
 
 maintain a wall temperature greater than 453 K (180°C), if the temperature of the 
exhaust gas at the sampling probe is above 463 K (190°C); 
 
 maintain a gas temperature of 463 K ± 10 K (190°C ± 10°C) immediately before the 
heated filter F2 and the HFID; 
 
HSL2  Heated NO x sampling line 
 The sampling line must:  
 maintain a wall temperature of 328 K to 473 K (55°C to 200°C), up to the converter 
C when using a cooling bath B, and up to the analyser when a cooling bath B is not used. 
 
 be made of stainless steel or PTFE. 
 
SL Sampling line for CO and CO 2 
 The line must be made of PTFE or stainless steel.  It may be heated or unheated.  
BK  Background bag (optional; Figure 8 only) 
 For the sampling of the background concentrations   
BG Sample bag (optiona l; Figure 8 CO and CO 2 only) 
 For the sampling of the sample concentrations.  
F1  Heated pre-filter (optional) 
 The temperature must be the same as HSL1.  
F2  Heated filter 
 The filter must extract any solid particles from the gas sample prior to the analyser.  The temperature must be the same as HSL1.  The filter must be changed as needed.  27.12.2006 EN Official Journal of the European Union L 375/151
P  Heated sampling pump 
 
The pump must be heated to the temperature of HSL1.  
HC  Heated flame ionisation detector (H FID) for the determination of the 
hydrocarbons. 
 The temperature must be kept at 453 K to 473 K (180°C to 200°C).  
CO, CO 2 NDIR analysers for the determination of carbon monoxide and carbon 
dioxide (optional for the determination of the dilution ratio for PT measurement). 
 
NO CLD or HCLD analyser for the determ ination of the oxides of nitrogen. 
 
If a HCLD is used it must be kept at a temperature of 328 K to 473 K (55°C to 200°C). 
 
C Converter 
 A converter must be used fo r the catalytic reduction of NO
2 to NO prior to analysis in 
the CLD or HCLD.   
B Cooling bath (optional) 
 To cool and condense water from the exhaust sa mple.  The bath must be maintained at a 
temperature of 273 K to 277 K (0°C to 4°C) by ice or refrigeration.  It is optional if the 
analyser is free from water vapour interferen ce as determined in annex 4, appendix 5, 
paragraphs 1.9.1. and 1.9.2.  If water is  removed by condensa tion, the sample gas 
temperature or dew point must be monitored either within the water trap or downstream. 
 The sample gas temperature or dew point  must not exceed 280 K (7°C).  Chemical 
dryers are not allowed for removing water from the sample.  
T1, T2, T3  Temperature sensor 
 To monitor the temperature of the gas stream.   
T4 Temperature sensor 
 To monitor the temperature of the NO
2 - NO converter.  
 
T5 Temperature sensor 
 To monitor the temperature of the cooling bath.  
G1, G2, G3  Pressure gauge 
 L 375/152 EN Official Journal of the European Union 27.12.2006
To measure the pressure in the sampling lines. 
 
R1, R2  Pressure regulator 
 To control the pressure of the air and the fuel, respectively, for the HFID.  
R3, R4, R5  Pressure regulator  
 To control the pressure in the sampling lines and the flow to the analysers.  
FL1, FL2, FL3  Flowmeter 
 To monitor the sample by-pass flow rate.  
FL4 to FL6 Flowmeter (optional) 
 To monitor the flow rate through the analysers. 
 
V1 to V5 Selector valve 
 
Suitable valving for selecting sample, span gas or zero gas flow to the analysers.  
V6, V7 Solenoid valve 
 To by-pass the NO
2 - NO converter. 
 
V8 Needle valve 
 To balance the flow through the NO
2 - NO converter C and the by-pass.  
 
V9, V10 Needle valve 
 To regulate the flows to the analysers.  
V11, V12  Toggle valve (optional) 
 To drain the condensate from the bath B.  
1.3. NMHC analysis (NG fuelled gas engines only)
 
 1.3.1. Gas chromatographic method (GC, Figure 9) 
 When using the GC method, a small measured  volume of a sample is injected onto an 
analytical column through which it is swept by an inert carrier gas.  The column separates various components according to th eir boiling points so that they elute from 
the column at different times.  They then  pass through a detector which gives an 27.12.2006 EN Official Journal of the European Union L 375/153
electrical signal that  depends on their concentration.  Since it is not a continuous 
analysis technique, it can only be used in conjunction with the ba g sampling method as 
described in annex 4, appe ndix 4, paragraph 3.4.2. 
 
For NMHC an automated GC with a FID must be used.  The exhaust gas must be 
sampled into a sampling bag from which a part must be taken and injected into the GC.  The sample is separated into two parts (CH
4/Air/CO and NMHC/CO 2/H2O) on the 
Porapak column.  The molecular sieve column separates CH 4 from the air and CO 
before passing it to the FID where its concentration is measured.  A complete cycle from injection of one sample to in jection of a second can be ma de in 30 s.  To determine 
NMHC, the CH
4 concentration must be subtracted from the total HC concentration (see 
annex 4, appendix 2, paragraph 4.3.1.). 
 
Figure 9 shows a typical GC asse mbled to routinely determine CH 4.  Other GC methods 
can also be used based on good engineering judgement. 
 
1
23
4
567
8
9
10SLPMSC
PD F4 F1
V3V2
V4
V6
V7
V8F5F3R1
R2
R3Oven
ventF2FM1ventto x
to y xy10
V1PC
samplespan gasfuel inlet
air inletHC
FC
 
 
 
Figure 9  - Flow diagram for methane analysis (GC method) 
 
Components of Figure 9  
PC Porapak column 
 Porapak N, 180/300 µm (50/80 mesh), 610 mm le ngth x 2.16 mm ID must be used and 
conditioned at least 12 h at 423 K (150°C) with carrier gas prior to initial use. L 375/154 EN Official Journal of the European Union 27.12.2006
 
MSC Molecular sieve column 
 
Type 13X, 250/350 µm (45/60 mesh), 1220 mm le ngth x 2.16 mm ID must be used and 
conditioned at least 12 h at 423 K (150°C) with carrier gas prior to initial use. 
 
OV Oven 
 To maintain columns and valves at stable temperature for analyser operation, and to condition the columns at 423 K (150°C).  
SLP Sample loop 
 A sufficient length of stainless steel tubi ng to obtain approximately 1 cm³ volume. 
 
P Pump 
 To bring the sample to the gas chromatograph.  
D Dryer 
 A dryer containing molecular sieve must  be used to remove water and other 
contaminants which might be present in the carrier gas.  
HC Flame ionisation detector (FID) to measure the concentration of methane. 
 
V1 Sample injection valve 
 To inject the sample taken from the sampling bag via SL of Figure 8.  It must be low dead volume, gas tight, and heatable to 423 K (150°C).  
V3 Selector valve 
 To select span gas, sample, or no flow.  
V2, V4, V5, V6, V7, V8 Needle valve 
 To set the flows in the system.  
R1, R2, R3 Pressure regulator 
 To control the flows of the fuel (= carrier gas), the sample, and the air, respectively.  
FC Flow capillary 
 To control the rate of air flow to the FID 27.12.2006 EN Official Journal of the European Union L 375/155
 
G1, G2, G3 Pressure gauge 
 
To control the flows of the fuel (= carrier gas), the sample, and the air, respectively.  
F1, F2, F3, F4, F5 Filter 
 Sintered metal filters to prevent grit from entering the pump or the instrument.  
FL1 Flowmeter 
 To measure the sample bypass flow rate. 
 1.3.2. Non-methane cutter method (NMC, Figure 10)  
The cutter oxidises all hydrocarbons except CH
4 to CO 2 and H 2O, so that by passing the 
sample through the NMC only CH 4 is detected by the FID.  If bag sampling is used, a 
flow diverter system must be  installed at SL (see paragra ph 1.2., Figure 8) with which 
the flow can be alternatively passed thr ough or around the cutter according to the upper 
part of Figure 10.  For NMHC measurement, both values (HC and CH 4) must be 
observed on the FID and recorded.  If the in tegration method is used, an NMC in line 
with a second FID must be installed para llel to the regular FID into HSL1 (see 
paragraph 1.2., Figure 8) according to the lower part of Figure 10.  For NMHC measurement, the values of the two FID's (HC and CH
4) must be observed and recorded. 
 
The cutter must be characterised at or a bove 600 K (327°C) prior to test work with 
respect to its catalytic effect on CH 4 and C 2H6 at H 2O values representative of exhaust 
stream conditions.  The dew point and O 2 level of the sampled ex haust stream must be 
known.  The relative response of the FID to CH 4 must be recorded  
(see annex 4, appendix 5, paragraph 1.8.2.). 
 L 375/156 EN Official Journal of the European Union 27.12.2006
zero
spansampleV1V2 V3NMC
SL (see figure 8)vent
HCV4
zerospansampleV1V2NMC
HSL1 (see figure 8)
vent
HCventHCBag Sampling Method
Integrating Method  
 
Figure 10  - Flow diagram for methane analys is with the non-methane cutter (NMC) 
 
 
Components of Figure 10  
NMC Non-methane cutter 
 To oxidise all hydrocarbons except methane.  
HC Heated flame ionisation detector (HFID) 
 
To measure the HC and CH 4 concentrations.  The temperat ure must be kept at 453 K to 
473 K (180°C to 200°C). 
 
V1 Selector valve 
 
To select sample, zero and span gas.  V1 is identical with V2 of Figure 8. 
 
V2, V3 Solenoid valve 
 To by-pass the NMC  
V4 Needle valve 
 To balance the flow through the NMC and the by-pass.  27.12.2006 EN Official Journal of the European Union L 375/157
R1 Pressure regulator 
 
To control the pressure in the sampling line and the flow to the HFID.  R1 is identical with R3 of Figure 8.  
FL1 Flowmeter 
 To measure the sample by-pass flow rate.  FL1 is identical with FL1 of Figure 8. 
 2. EXHAUST GAS DILUTION AND DETERMINATION OF THE PARTICULATES  2.1. Introduction
 
 
Paragraphs 2.2., 2.3. and 2.4. and figures 11 to 22 contain detailed descriptions of the 
recommended dilution and sampling systems.  Since various configurations can produce 
equivalent results, exact conf ormance with these figures is  not required.  Additional 
components such as instruments, valves, so lenoids, pumps, and switc hes may be used to 
provide additional information and coordinate the functions of the component systems.  
Other components which are not needed to ma intain the accuracy on some systems, may 
be excluded if their exclusion is ba sed upon good engineering judgement.  
 2.2. Partial flow dilution system
 
 A dilution system is described in figures 11 to 19 based upon the dilution of a part of the 
exhaust stream.  Splitting of the exhaust stream and the following dilution process may be done by different dilution system types.  For subsequent collecti on of the particulates, 
the entire dilute exhaust gas or only a portion of the dilute exhaust gas is passed to the particulate sampling system (paragraph 2.4., Fi gure 21).  The first method is referred to 
as total sampling type, the second method as fractiona l sampling type. 
 
The calculation of the dilution ratio depe nds upon the type of system used.  The 
following types are recommended: 
 
Isokinetic systems (Figures 11, 12) 
 
With these systems, the flow into the transfer tube is matched to the bulk exhaust flow in terms of gas velocity a nd/or pressure, thus requiring  an undisturbed and uniform 
exhaust flow at the sampling probe.  This is  usually achieved by using a resonator and a 
straight approach tube upstream of the sampling point.  The split ratio is then calculated from easily measurable values lik e tube diameters.  It should be noted that isokinesis is 
only used for matching the flow conditions a nd not for matching the size distribution.  
The latter is typically not necessary, as the  particles are sufficiently small as to follow the fluid streamlines. 
 
Flow controlled systems with concentr ation measurement (Figures 13 to 17) 
 L 375/158 EN Official Journal of the European Union 27.12.2006
With these systems, a sample is taken from the bulk exhaust stream by adjusting the 
dilution air flow and the total dilute exhaust flow.  The dilution ratio is determined from the concentrations of tracer gases, such as CO
2 or NO x,naturally occurring in the engine 
exhaust.  The concentrations in the dilute exhaust gas and in the dilution air are measured, whereas the concentration in the raw exhaust gas can be either measured 
directly or determined from fuel flow a nd the carbon balance equation, if the fuel 
composition is known.  The systems may be controlled by the calculated dilution ratio 
(Figures 13, 14) or by the flow into the transfer tube (Figures 12, 13, 14). 
 
Flow controlled systems with flow  measurement (Figures 18, 19) 
 
With these systems, a sample is taken from the bulk exhaust stream by setting the dilution air flow and the total dilute exhaust flow.  The dilution ratio is determined from the difference of the two flow rates.  Accurate calibration of the flow meters relative to one another is required, since the relative magnitude of the two flow rates can lead to 
significant errors at higher dilution ratios (of 15 and above).  Flow control is very 
straightforward by keeping the dilute exhaust flow rate constant a nd varying the dilution 
air flow rate, if needed.  
 
When using partial flow dilution systems, attention must be paid to avoiding the 
potential problems of loss of particulates in the transfer tube, ensuring that a 
representative sample is taken from the engine exhaust, and determination of the split ratio.  The systems described pay attention to these critical areas. 
 
see figure 21DAF
EPTTDTdPSPPB FM1
ISP
FC1l > 10*d
air
exhaustPTT
to particulate
sampling
systemSB
vent
DPT
delta p
 
 
Figure 11  - Partial flow dilution system w ith isokinetic probe  and fractional 
sampling (SB control) 
  
Raw exhaust  gas is transferred from the ex haust pipe EP to the dilution tunnel DT 27.12.2006 EN Official Journal of the European Union L 375/159
through the transfer tube TT by the isokine tic sampling probe ISP.  The differential 
pressure of the exhaust gas be tween exhaust pipe and inlet to the probe is measured with 
the pressure transducer DPT.  This signal is transmitted to the flow controller FC1 that 
controls the suction blower SB to maintain a differential pressure of zero at the tip of the probe.  Under these conditions, exhaust gas velocities in EP and ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow.  The split ratio is determined from the cross sectional areas of EP and ISP.  The dilution air flow rate is measured with the flow measurement device FM1.  The dilution ratio is calculated from the dilution air flow rate and the split ratio.  
 L 375/160 EN Official Journal of the European Union 27.12.2006
DAF
EPTT DTd
PBFM1
ISP
delta pFC1DPTl > 10*d
air
exhaustPSP
PTT
see figure 21 to particulate
sampling
systemventSB
 
 
 
Figure 12  - Partial flow dilution system w ith isokinetic probe  and fractional 
sampling (PB control) 
  
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the transfer tube TT by the isokine tic sampling probe ISP.  The differential 
pressure of the exhaust gas be tween exhaust pipe and inlet to the probe is measured with 
the pressure transducer DPT.  This signal is transmitted to the flow controller FC1 that controls the pressure blower PB to maintain a differential pressure of zero at the tip of the probe.  This is done by taking a small fr action of the dilution air whose flow rate has 
already been measured with the flow measur ement device FM1, and feeding it to TT by 
means of a pneumatic orifice.  Under these conditions, exhaust gas velocities in EP and ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow.  The split ratio is determined from the cross sectional areas of EP and ISP.  The dilution air is sucked through DT by the suction blower SB, and the flow rate 
is measured with FM1 at the inlet to DT.  The dilution ratio is calculated from the dilution air flow rate and the split ratio. 
  27.12.2006 EN Official Journal of the European Union L 375/161
DAF
EPSPTTDTd
PBl > 10*dEGA EGA
EGAair
exhaustsee figure 21 to particulate
sampling
systemPSP
PTTSB
ventoptional
to PB or SBFC2
 
 
Figure 13  - Partial flow dilution system with CO 2 or NO x concentration 
measurement and fractional sampling 
 
 
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The concentrations of a tracer 
gas (CO 2 or NO x) are measured in the raw and diluted exhaust gas as well as in the 
dilution air with the exhaust gas analyser(s) EGA.  These signals are transmitted to the flow controller FC2 that controls either the pr essure blower PB or the suction blower SB 
to maintain the desired exhaust split  and dilution ratio in DT.  The dilution ratio is calculated from the tracer gas concentrations in the raw exhaust gas, the diluted exhaust gas, and the dilution air. L 375/162 EN Official Journal of the European Union 27.12.2006
 
DAF
EPSPTTDTd
PBEGA EGA
G FUEL
exhaustairPTT
details see figure 21FH
Poptional to P
PSS
optional from FC2FC2
 
 
Figure 14  - Partial flow dilution system with CO 2 concentration measurement, 
carbon balance and total sampling 
 
 
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The CO 2 concentrations are 
measured in the diluted exhaust gas and in the dilution air with the exhaust gas analyser(s) EGA.  The CO
2 and fuel flow G FUEL signals are transmitted either to the flow 
controller FC2, or to the flow controller FC3 of the particulate sampling system (see 
Figure 21).  FC2 controls the pressure bl ower PB, FC3 the sampling pump P (see Figure 
21), thereby adjusting the flows into and out of the system so as to maintain the desired exhaust split and dilution ratio in DT.  The dilution ratio is calculated from the CO
2 
concentrations and G FUEL using the carbon balance assumption. 27.12.2006 EN Official Journal of the European Union L 375/163
 
 
DAF 
EP SP TT DT d PB l > 10*d 
EGA EGA 
air 
exhaust EGA 
see figure 21 to particulate 
sampling 
system vent PSP 
PTT VN 
 
 
Figure 15  - Partial flow dilution system with single venturi, concentration 
measurement and fractional sampling 
 
 
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transf er tube TT due to the negative pressure 
created by the venturi VN in DT.  The gas flow rate through TT depends on the 
momentum exchange at the venturi zone, and is therefore affected by the absolute temperature of the gas at the exit of TT.  Consequently, the exhaust split for a given tunnel flow rate is not constant, and the dilution ratio at low load is slightly lower than 
at high load.  The tracer gas concentrations (CO
2 or NO x) are measured in the raw 
exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA, and the dilution ratio is calculated from the values so measured. L 375/164 EN Official Journal of the European Union 27.12.2006
 
DAF
TTDTd
PBl > 10*d
EGAEGA
PCV1PCV2HE
EPair
exhaustPSPEGA
PTT
see figure 21 to particulate
sampling
system
ventSB
FD1
FD2
 
 
Figure 16  - Partial flow dilution system with twin venturi or twin orifice, 
concentration measurement and fractional sampling 
 
 
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT by a fl ow divider that contains a 
set of orifices or venturis.  The first one (FD1) is located in EP, the second one (FD2) in 
TT.  Additionally, two pressu re control valves (PCV1 a nd PCV2) are necessary to 
maintain a constant exhaust split  by controlling the back-pressure in EP and the pressure in DT.  PCV1 is located downstream  of SP in EP, PCV2 between the pressure 
blower PB and DT.  The tracer gas concentrations (CO
2 or NO x) are measured in the 
raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA.  They are necessary for checking the exhaust split, and may be used to adjust PCV1 and PCV2 for precise split control.  The dilution ratio is calculated from the tracer gas concentrations. 27.12.2006 EN Official Journal of the European Union L 375/165
 
 
DAF
DTdl > 10*dEGA
HE
EGA
DPT
EPTT
DAFair
airfresh air injectionPSP
see figure 21
to particulate
sampling
systemPTT
SB
DCFD3FC1EGA
vent
 
 Figure 17
 - Partial flow dilution system with multiple tube splitting, concentration 
measurement and fractional sampling 
  
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the  transfer tube TT by the flow di vider FD3 that consists of a number of tubes 
of the same dimensions (sam e diameter, length and bend ra dius) installed in EP.  The 
exhaust gas through one of these tubes is l ead to DT, and the exhaust gas through the 
rest of the tubes is passed through the damping chamber DC.  Thus, the exhaust split is determined by the total number of tubes.  A constant split control requires a differential pressure of zero between DC and the outlet of TT, which is measured with the differential pressure transducer  DPT.  A differential pressu re of zero is achieved by 
injecting fresh air into DT at the outlet of TT.  The tracer gas concentrations (CO
2 or 
NO x) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution air 
with the exhaust gas analyser(s) EGA.  They are necessary for checking the exhaust split and may be used to control the injection air flow rate for precise split control.  The dilution ratio is calculated from the tracer gas concentrations. 
 L 375/166 EN Official Journal of the European Union 27.12.2006
DAF
EPSPTTDTd
FM1FC2
GEXH
or
GAIR
GFUELor
exhaustvent
details see figure 21FH
PPSSPTToptional to P (PSS)
 
 
Figure 18  - Partial flow dilution system with flow control and total sampling 
 
 
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer  tube TT.  The total flow through the 
tunnel is adjusted with the flow cont roller FC3 and the sampling pump P of the 
particulate sampling system (see Figure 18).  The dilution air flow is controlled by the 
flow controller FC2, which may use G EXHW , GAIRW, or G FUEL as command signals, for 
the desired exhaust split.  The sample flow into DT is the difference of the total flow and the dilution air flow.  The dilution air flow rate is measured with the flow measurement device FM1, the total flow rate with the flow measurement device FM3 of the particulate sampling system (see Figure 21).  The dilution ratio is calculated from these two flow rates. 27.12.2006 EN Official Journal of the European Union L 375/167
DAF
EPSPTTDTd
PB FM1l > 10*d
GEXH
or
GAIR
GFUELorSB
FM2FC2
air
exhaustto PB or SB
PSP
PTT
ventsee figure 21 to particulate
sampling
system
see figure 21
 
 
Figure 19  - Partial flow dilution system with flow control and fractional sampling 
 
 
Raw exhaust gas is transferred from the ex haust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The exhaust split and the flow into DT is controlled by the flow controller FC2 that adjusts the flows (or speeds) of the pressure blower PB and the suction blower SB, accordingly.  This is possible since the sample taken with the particulate sampling system is returned into DT.  G
EXHW , GAIRW, 
or G FUEL may be used as command signals for FC 2.  The dilution air flow rate is 
measured with the flow measurement device FM1, the total flow with the flow measurement device FM2.  The dilution ratio is calculated from these two flow rates. L 375/168 EN Official Journal of the European Union 27.12.2006
2.2.1. Components of Figures 11 to 19 
 
EP Exhaust pipe 
 
The exhaust pipe may be insula ted.  To reduce the thermal inertia of the exhaust pipe a 
thickness to diameter ratio of 0.015 or le ss is recommended.  The use of flexible 
sections must be limited to a length to diam eter ratio of 12 or less.  Bends must be 
minimised to reduce inertial deposition.  If the system includes a test bed silencer the silencer may also be insulated. 
 
For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden 
diameter changes for at least 6 pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe.  The ga s velocity at the sampling zone must be 
higher than 10 m/s except at idle mode.  Pressure oscillations of the exhaust gas must not exceed ± 500 Pa on the average.  Any st eps to reduce pressure  oscillations beyond 
using a chassis-type exhaust system (incl uding silencer and af ter-treatment devices) 
must not alter engine performance nor cause the deposition of particulates. 
 
For systems without isokinetic probe, it is r ecommended to have a st raight pipe of 6 
pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe. 
 
SP Sampling probe (Figures 10, 14, 15, 16, 18, 19) 
 
The minimum inside diameter must be 4 mm.  The minimum diameter ratio between exhaust pipe and probe must be 4.  The pr obe must be an open tube facing upstream on 
the exhaust pipe centreline, or a multip le hole probe as de scribed under SP1 in 
paragraph 1.2.1., Figure 5.  
 
ISP Isokinetic sampling probe  (Figures 11, 12) 
 
The isokinetic sampling probe must be installed facing upstream on the exhaust pipe 
centreline where the flow conditions in paragr aph EP are met, and designed to provide a 
proportional sample of the raw exhaust gas.  The minimum inside diameter must be 12 
mm. 
 
A control system is necessary for isokinetic exhaust splitting by maintaining a differential pressure of zero between EP a nd ISP.  Under these conditions exhaust gas 
velocities in EP and ISP are identical and the mass flow through ISP is a constant fraction of the exhaust gas flow.  ISP has to  be connected to a differential pressure 
transducer DPT.  The control to provide a di fferential pressure of zero between EP and 
ISP is done with the flow controller FC1.  
 
FD1, FD2 Flow divider (Figure 16) 
 
A set of venturis or orifices is installed in the exhaust pipe EP and in the transfer tube 
TT, respectively, to provide a proportional sample of the ra w exhaust gas.  A control 27.12.2006 EN Official Journal of the European Union L 375/169
system consisting of two pre ssure control valves PCV1 and PCV2 is necessary for 
proportional splitting by controlling the pressures in EP and DT. 
 
FD3 Flow divider (Figure 17) 
 
A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to provide a 
proportional sample of the raw exhaust gas.  One of the tubes feeds exhaust gas to the 
dilution tunnel DT, whereas the other tubes exit exhaust gas to a damping chamber DC. 
 The tubes must have the same dimensions (s ame diameter, length, bend radius), so that 
the exhaust split depends on the total number of  tubes.  A control system is necessary 
for proportional splitting by maintaining a differe ntial pressure of ze ro between the exit 
of the multiple tube unit into DC and the exit of TT.  Under these conditions, exhaust 
gas velocities in EP and FD3 ar e proportional, and the flow TT  is a constant fraction of 
the exhaust gas flow.  The two points have to  be connected to a differential pressure 
transducer DPT.  The control to provide a di fferential pressure of zero is done with the 
flow controller FC1. 
 
EGA Exhaust gas analyser (Figures 13, 14, 15, 16, 17) 
 
CO 2 or NO x analysers may be used (with carbon balance method CO 2 only).  The 
analysers must be calibrated like the analysers for the measurement of the gaseous emissions.  One or several analysers may be used to determine the concentration differences.  The accuracy of the measuring systems has to be such that the accuracy of G
EDFW,i  is within ± 4 per cent. 
 
TT Transfer tube (Figures 11 to 19) 
 
The transfer tube must be:  
 
 As short as possible, but not more than 5 m in length. 
 
 Equal to or greater than the probe diamet er, but not more than 25 mm in diameter. 
 
 Exiting on the centreline of the dilu tion tunnel and pointing downstream. 
 If the tube is 1 meter or less in length, it must be insulated with material with a maximum thermal conductivity of 0.05 W/m*K with a radial insulation thickness 
corresponding to the diameter of the probe.  If the tube is longer than 1 meter, it must be 
insulated and heated to a minimu m wall temperature of 523 K (250°C). 
 
DPT Differential pressure trans ducer (Figures 11, 12, 17) 
 
The differential pressure transducer mu st have a range of ± 500 Pa or less. 
 
FC1 Flow controller (Figures 11, 12, 17) 
 L 375/170 EN Official Journal of the European Union 27.12.2006
For isokinetic systems (figures 11, 12),a flow controller is necessary to maintain a 
differential pressure of zero  between EP and ISP.  The adjustment can be done by:  
 
 controlling the speed or flow of the suction blower SB and keeping the speed or flow 
of the pressure blower PB consta nt during each mode (Figure 11) or 
 
 adjusting the suction blower SB to a cons tant mass flow of the diluted exhaust gas 
and controlling the flow of the pressure blower PB, and therefore the exhaust sample flow in a region at the end of  the transfer tube TT (Figure 12). 
 
In the case of a pressure controlled system the remaining error in the control loop must 
not exceed ± 3 Pa.  The pressure oscillations  in the dilution tunnel must not exceed ± 
250 Pa on the average. 
 
For a multi tube system (Figure 17), a flow  controller is necessary for proportional 
exhaust splitting to maintain a differential pressure of zero between the exit of the multi tube unit and the exit of TT.  The adjustme nt is done by controlling the injection air 
flow rate into DT at the exit of TT.  
 
PCV1, PCV2 Pressure control valve (Figure 16) 
 
Two pressure control valves are necessary for the twin venturi/twin orifice system for proportional flow splitting by controlling the b ack-pressure of EP and the pressure in 
DT.  The valves must be located downstr eam of SP in EP and between PB and DT. 
 
DC Damping chamber (Figure 17) 
 
A damping chamber must be installed at the exit of the multiple tube unit to minimise the pressure oscillations in the exhaust pipe EP. 
 
VN Venturi (Figure 15) 
 
A venturi is installed in the dilution tunnel DT to create a ne gative pressure in the region 
of the exit of the transfer tube TT.  The gas flow rate through TT is determined by the momentum exchange at the venturi zone, and is basically proportiona l to the flow rate 
of the pressure blower PB leading to a c onstant dilution ratio.  Since the momentum 
exchange is affected  by the temperature at the exit of TT and the pressure difference between EP and DT, the actual dilution ratio is slightly lower at low load than at high load. 
 
FC2 Flow controller (Figures 13, 14, 18, 19; optional) 
 
A flow controller may be used to control the flow of the pressure blower PB and/or the 
suction blower SB.  It may be connected to th e exhaust, intake air, or fuel flow signals 
and/or to the CO 2 or NO x differential signals. 
When using a pressurised air supply (Figure 18), FC2 directly controls the air flow. 27.12.2006 EN Official Journal of the European Union L 375/171
 
FM1 Flow measurement device (Figures 11, 12, 18, 19) 
 
Gas meter or other flow inst rumentation to measure the dilution air flow.  FM1 is 
optional if the pressure blower PB is calibrated to measure the flow. 
 
FM2 Flow measurement device (Figure 19) 
 
Gas meter or other flow inst rumentation to measure the diluted exhaust gas flow.  FM2 
is optional if the suction blower SB is calibrated to measure the flow. 
 
PB Pressure blower (Figures 11, 12, 13, 14, 15, 16, 19) 
 
To control the dilution air flow rate, PB ma y be connected to the flow controllers FC1 
or FC2.  PB is not required when using a bu tterfly valve.  PB may be used to measure 
the dilution air flow, if calibrated. 
 
SB Suction blower (Figures 11, 12, 13, 16, 17, 19) 
 
For fractional sampling systems only.  SB ma y be used to measure the diluted exhaust 
gas flow, if calibrated. 
 
DAF Dilution air filter (Figures 11 to 19) 
 
It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate 
background hydrocarbons.  At  the engine manuf acturers request the dilution air must be 
sampled according to good engineering practi ce to determine the background particulate 
levels, which can then be subtracted from the values measured in the diluted exhaust. 
 
DT Dilution tunnel (Figures 11 to 19) 
 
The dilution tunnel: 
 
– must be of a sufficient length to cause complete mixing of the exhaust and dilution 
air under turbulent flow conditions; 
 
– must be constructed of  stainless steel with: 
 
¢ thickness/diameter ratio of 0.025 or le ss for dilution tunnels with inside 
diameters greater than 75 mm; 
 
¢ a nominal thickness of no less than 1.5 mm for dilution tunnels with inside 
diameters of equal to or less than 75 mm; 
 
– must be at least 75 mm in diameter for the fractional sampling type; 
 L 375/172 EN Official Journal of the European Union 27.12.2006
– is recommended to be at least 25 mm in diameter for the total sampling type; 
 
– may be heated to no greater than 325 K (52° C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C) prior to the introduction of the exhaust in the dilution tunnel;  
 
– may be insulated.  
 
The engine exhaust must be thoroughly mixe d with the dilution air.  For fractional 
sampling systems, the mixing quality must be  checked after introduction into service by 
means of a CO 2 -profile of the tunnel with the en gine running (at l east four equally 
spaced measuring points).  If necessary, a mixing orifice may be used. 
 
Note : If the ambient temperature in the vicin ity of the dilution tunnel (DT) is below 
293 K (20°C),precautions should be take n to avoid partic le losses onto the 
cool walls of the dilution tunnel.  Th erefore, heating and/or insulating the 
tunnel within the limits gi ven above is recommended. 
 
At high engine loads, the tunnel may be c ooled by a non-aggressive means such as a 
circulating fan, as long as the temperatur e of the cooling medium is not below 293 K 
(20°C). 
 
HE Heat exchanger (Figures 16,17)  
 
The heat exchanger must be of sufficient capacity to maintain the temperature at the 
inlet to the suction blower SB within ± 11K of the average operating temperature observed during the test.  
 2.3. Full flow dilution system
 
 
A dilution system is described in Figure 20 based upon the dilution of the total exhaust 
using the CVS (Constant Volume Sampling) concept.  The total volume of the mixture of exhaust and dilution air must be measured .  Either a PDP or a CFV system may be 
used. 
 
For subsequent collection of the particulates, a sample of the dilute exhaust gas is 
passed to the particulate sampling system (par agraph 2.4., Figures 21 and 22).  If this is 
done directly, it is referred to as  single dilution.  If the sample is diluted once more in 
the secondary dilution tunnel, it is referred to as double dilution.  This is useful, if the 
filter face temperature requireme nt cannot be met with single  dilution.  Although partly 
a dilution system, the double dilution system  is described as a modification of a 
particulate sampling system in  paragraph 2.4., Figure 22, since it shares most of the 
parts with a typical particulate sampling system. 
 27.12.2006 EN Official Journal of the European Union L 375/173
DAF HE
PDP
CFVPTTPSP
EP optionaloptional
air
exhaustto background filter
see figure 21
ventventFC3
FC3if EFC is usedto particulate sampling system
or to DDS see figure 22
 
 
Figure 20  - Full flow dilution system 
 
The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution 
air.  The diluted exhaust gas flow rate is measured either with a Positive Displacement 
Pump PDP or with a Critical Flow Venturi CFV.  A heat exchanger HE or electronic 
flow compensation EFC may be used for pr oportional particulate sa mpling and for flow 
determination.  Since particulate mass determination is based on the total diluted exhaust gas flow, the dilution ratio is not required to be calculated. 
  2.3.1. Components of Figure 20  
EP Exhaust pipe 
 
The exhaust pipe length from the exit of th e engine exhaust manifold, turbocharger 
outlet or after-treatment devi ce to the dilution tunnel must not exceed 10 m.  If the 
exhaust pipe downstream of the engine exha ust manifold, turbocha rger outlet or after-
treatment device exceeds 4 m in length, then all tubing in excess of 4 m must be insulated, except for an in-line smokemeter, if used.  The radial thickness of the insulation must be at least 25 mm.  The th ermal conductivity of th e insulating material 
must have a value no greater than 0.1 W/mK measured at 673 K.  To reduce the thermal 
inertia of the exhaust pipe a thickness to diameter ratio of  0.015 or less is recommended. 
 The use of flexible sections must be limited to a length to diameter ratio of 12 or less. 
 
PDP Positive displacement pump 
 L 375/174 EN Official Journal of the European Union 27.12.2006
The PDP meters total diluted exhaust flow  from the number of the pump revolutions 
and the pump displacement.  The exhaust system back-pressure must not be artificially 
lowered by the PDP or dilution air inlet system.  Static exhaust back-pressure measured with the PDP system operating must remain within ± 1.5 kPa of the static pressure measured without connection to the PDP at identical engine speed and load.  The gas 
mixture temperature immediately ahead of the PDP must be within ± 6 K of the average operating temperature observed during the test, when no flow compensation is used.  
Flow compensation may only be used if the temperature at the inlet to the PDP does not exceed 323 K (50°C) 
 
CFV Critical flow venturi 
 
CFV measures total diluted exhaust flow by  maintaining the flow  at choked conditions 
(critical flow).  Static exhaust back-pressure measured with the CFV system operating must remain within ± 1.5 kPa of the static pressure measur ed without connection to the 
CFV at identical engine speed and load.  The gas mixture temperature immediately ahead of the CFV must be within ± 11 K of the average operating temperature observed during the test, when no flow compensation is used. 
 
HE Heat exchanger (optional, if EFC is used) 
 
The heat exchanger must be of sufficient capacity to maintain the temperature within the limits required above. 
 
EFC Electronic flow compensation ( optional, if HE is used) 
 
If the temperature at the inlet to either the PDP or CFV is not kept within the limits stated above, a flow compensation system is required for continuous measurement of 
the flow rate and control of the proportional sampling in the pa rticulate system.  To that 
purpose, the continuously measured flow rate si gnals are used to correct the sample flow 
rate through the particulate filters of the particulate sampling system (see paragraph 2.4., Figures 21, 22), accordingly. 
 
DT Dilution tunnel 
 
The dilution tunnel: 
 
– must be small enough in diameter to cause turbulent flow (Reynolds Number 
greater than 4000) and of sufficient length to cause complete mixing of the exhaust 
and dilution air; a mixing orifice may be used; 
 
– must be at least 460 mm in diameter  with a single dilution system; 
 
– must be at least 210 mm in diamet er with a double dilution system; 
 
– may be insulated. 27.12.2006 EN Official Journal of the European Union L 375/175
 
The engine exhaust must be directed downstream at the point where it is introduced into 
the dilution tunnel, and thoroughly mixed. 
 
When using single dilution, a sample from the dilution tunnel is transferred to the 
particulate sampling system (paragraph 2.4., Figure 21).  The flow capacity of the PDP or CFV must be sufficient to maintain the diluted exhaust at a temperature of less than or equal to 325 K (52°C) immediately be fore the primary particulate filter. 
 
When using double dilution, a sample from th e dilution tunnel is  transferred to the 
secondary dilution tunnel where it is furthe r diluted, and then passed through the 
sampling filters (paragraph 2.4., Figure 22).  The flow capacity of the PDP or CFV must be sufficient to maintain the diluted exhaust stream in the DT at a temperature of less than or equal to 464 K (191°C) at the samp ling zone.  The secondary dilution system 
must provide sufficient secondary dilution air to maintain the doubly-diluted exhaust 
stream at a temperature of less than or e qual to 325 K (52°C) immediately before the 
primary particulate filter. 
 
DAF Dilution air filter 
 
It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate 
background hydrocarbons.  At the engine manuf acturers request the dilution air must be 
sampled according to good engineering practi ce to determine the background particulate 
levels, which can then be subtracted from the values measured in the diluted exhaust. 
 
PSP Particulate sampling probe 
 
The probe is the leading paragraph of PTT and: 
 
 must be installed facing upstream at a poi nt where the dilution air and exhaust gas 
are well mixed, i.e. on the dilution tunne l (DT) centreline approximately 10 tunnel 
diameters downstream of th e point where the exhaust enters the dilution tunnel; 
 
 must be of 12 mm minimum inside diameter; 
 
 may be heated to no greater than 325 K (52° C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C)  prior to the introduction of the exhaust in the dilution tunnel;  
 
 may be insulated.  
 2.4. Particulate sampling system  
The particulate sampling system is required for collecting the particulates on the particulate filter.  In the case of total sampling partial flow dilution, which consists of passing the entire diluted exhaust sample through the filters, dilution (paragraph 2.2., L 375/176 EN Official Journal of the European Union 27.12.2006
Figures 14, 18) and sampling system usually form an integral unit.  In the case of 
fractional sampling partial flow dilution or full flow dilution, which consists of passing 
through the filters only a portion of the diluted exhaust, the dilution (paragraph 2.2., Figures 11, 12, 13, 15, 16, 17, 19; paragr aph 2.3., Figure 20) and sampling systems 
usually form different units.  
 
In this Regulation, the double dilution system (Figure 22) of a full flow dilution system 
is considered as a specific modification of a typical particulate sampling system as shown in Figure 21.  The double dilution sy stem includes all impor tant parts of the 
particulate sampling system, like filter holders and sampling pump, and additionally some dilution features, like a dilution ai r supply and a secondary dilution tunnel. 
  
In order to avoid any impact on the contro l loops, it is recommended that the sample 
pump be running throughout the complete test procedure.  For the single filter method, a 
bypass system must be used for passing the sample through the sampling filters at the desired times.  Interference of  the switching procedure on the control loops must be 
minimised. 
 
FM3FC3FHBV
optional
from EGA
from PDP
from CFV
from GFUELor
or
orPTT
Pfrom dilution tunnel DT
see figures 11 to 20
 
 
Figure 21  - Particulate sampling system 
 
 
A sample of the diluted exhaust gas is ta ken from the dilution tunnel DT of a partial 
flow or full flow dilution system through the particulate sampling probe PSP and the particulate transfer tube PTT by means of the sampling pump P.  The sample is passed 
through the filter holder(s) FH that contain the particulate sampling filters.  The sample flow rate is controlled by th e flow controller FC3.  If el ectronic flow compensation EFC 27.12.2006 EN Official Journal of the European Union L 375/177
(see Figure 20) is used, the diluted exhaust ga s flow is used as command signal for FC3.  
 
 
FM4 DP
SDTBVFH FM3
BV optionalPTTP
FC3
PDP
orCFVfrom dilutiontunnel DTsee figure 20vent
 
 
  
Figure 22
 - Double dilution system (full flow system only) 
 
A sample of the diluted exhaust gas is tran sferred from the dilution tunnel DT of a full 
flow dilution system through the particulate sampling probe PSP and the particulate transfer tube PTT to the secondary dilution tunnel SDT, where it is diluted once more.  
The sample is then passed through the filter holder(s) FH that contain the particulate sampling filters.  The dilution air flow rate is usually constant whereas the sample flow rate is controlled by the flow  controller FC3.  If electronic flow compensation EFC (see 
Figure 20) is used, the total diluted exhaust gas flow is used as command signal for FC3.  
 2.4.1. Components of Figures 21 and 22  
PTT Particulate transfer t ube (Figures 21, 22) 
 
The particulate transfer tube must not  exceed 1020 mm in length, and must be 
minimised in length whenever possible.  Where applicable (i.e. for partial flow dilution fractional sampling systems and for full flow dilution systems), the length of the sampling probes (SP, ISP, PSP, respectively, see paragraphs 2.2. and 2.3.) must be included.  
 
The dimensions are valid for: 
 
 the partial flow dilution fractional sampling type and the full flow single dilution 
system from the tip of the probe (SP, ISP, PSP, respectively) to the filter holder; 
 
 the partial flow dilution tota l sampling type from the end of the dilution tunnel to the 
filter holder; 
 
 the full flow double dilution system from the tip of the probe (PSP) to the secondary 
dilution tunnel. 
 The transfer tube: L 375/178 EN Official Journal of the European Union 27.12.2006
 
 may be heated to no greater than 325K (52° C) wall temperature by direct heating or 
by dilution air pre- heating, provided the air temperature does not exceed 
325 K (52°C) prior to the introduction of the exhaust in the dilution tunnel;   
 
 may be insulated.  
 
SDT Secondary dilution tunnel (Figure 22) 
 
The secondary dilution tunnel should have a minimum diameter of 75 mm, and should 
be of sufficient length so as to provide a residence time of at l east 0.25 seconds for the 
doubly-diluted sample.  The pr imary filter holder FH must be located within 300 mm of 
the exit of the SDT. 
 
The secondary dilution tunnel: 
 
 may be heated to no greater than 325 K (52° C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C) prior to the introduction of the exhaust in the dilution tunnel; 
 
 may be insulated. 
 
FH Filter holder(s) (Figures 21, 22) 
 
For primary and back-up filte rs one filter housing or sepa rate filter housings may be 
used.  The requirements of annex 4, appe ndix 4, paragraph 4.1.3. must be met. 
 
The filter holder(s): 
 
 may be heated to no greater than 325 K (52° C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C) prior to the introduction of th e exhaust in the dilution tunnel;   
 
 may be insulated.  
 
P Sampling pump (Figures 21, 22) 
 
The particulate sampling pump must be locat ed sufficiently distant from the tunnel so 
that the inlet gas temperature is maintained constant (± 3 K), if flow correction by FC3 is not used.  
DP Dilution air pump (Figure 22) 
 
The dilution air pump must be located so that  the secondary dilution air is supplied at a 
temperature of 298 K ± 5 K (25°C ± 5°C), if the dilution air is not preheated. 
 27.12.2006 EN Official Journal of the European Union L 375/179
FC3 Flow controller (Figures 21, 22) 
 
A flow controller must be used to compensate the particulate sample flow rate for 
temperature and back pressure  variations in the sample path, if no other means are 
available.  The flow controller is required if electronic flow compensation EFC (see Figure 20) is used. 
 
FM3 Flow measurement device (Figures 21, 22) 
 
The gas meter or flow instrumentation for th e particulate sample flow must be located 
sufficiently distant from the sampling pump P so that the inlet gas temperature remains constant (± 3 K), if flow co rrection by FC3 is not used. 
 
FM4 Flow measurement device (Figure 22)  
 
The gas meter or flow instrumentation for the dilution air flow must be located so that 
the inlet gas temperature remain s at 298 K ± 5 K (25°C ± 5°C). 
 
BV Ball valve (optional) 
 
The ball valve must have an inside diameter not less than the inside diameter of the particulate transfer tube PTT, and a switching time of less than 0.5 seconds. 
 
Note
: If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 
293 K (20°C), precautions should be take n to avoid partic le losses onto the 
cool wall of these parts.  Therefore, heating and/or insulating these parts within the limits given in the respective descriptions is recommended.  It is also recommended that the filter face temper ature during sampling be not below 
293 K (20°C).  
 
At high engine loads, the above parts may be  cooled by a non-aggressive means such as 
a circulating fan, as long as the temperat ure of the cooling medium is not below 293 K 
(20°C). 
 3. DETERMINATION OF SMOKE OPACITY  3.1. Introduction
 
 
Paragraphs 3.2. and 3.3. and Figures 23 a nd 24 contain detailed de scriptions of the 
recommended opacimeter systems.  Since vari ous configurations can  produce equivalent 
results, exact conformance with Figures 23 and 24 is not required.  Additional 
components such as instruments, valves, so lenoids, pumps, and switc hes may be used to 
provide additional information and coordinate the functions of the component systems.  
Other components, which are not needed to  maintain the accuracy on some systems, 
may be excluded if their exclusion is  based upon good engineering judgement. 
 L 375/180 EN Official Journal of the European Union 27.12.2006
The principle of measurement is that light is transmitted through a specific length of the 
smoke to be measured and that proportion of the incident light which reaches a receiver 
is used to assess the light obscuration properties of the medium.  The smoke 
measurement depends upon the design of the a pparatus, and may be done in the exhaust 
pipe (full flow in-line opacimeter), at the e nd of the exhaust pipe (full flow end-of-line 
opacimeter) or by taking a sample from the ex haust pipe (partial fl ow opacimeter).  For 
the determination of the light absorption coefficient from the opacity signal, the optical path length of the instrument must be  supplied by the instrument manufacturer. 
 
3.2. Full Flow Opacimeter  
 
Two general types of full flow  opacimeters may be used (Figure 23).  With the in-line 
opacimeter, the opacity of the full exhaust plume within the exhaust pipe is measured.  With this type of opacimeter, the effective optical path length is a function of the opacimeter design.  With the end-of-line opacimeter, the opacity of the full exhaust plume is measured as it exits the exhaust pipe.  With this type of opacimeter, the effective optical path length is a function of the exhaust pipe design and the distance between the end of the exhaust 
pipe and the opacimeter. 
   
EPOPLT1 (optional)
CLLDLS
CL
 
   
Figure 23
 - Full flow opacimeter 
  3.2.1. Components of Figure 23  
EP Exhaust Pipe 27.12.2006 EN Official Journal of the European Union L 375/181
 
With an in-line opacimeter, there must be no change in the exhaust pipe diameter within 
3 exhaust pipe diameters before  or after the measuring zone.  If the diameter of the 
measuring zone is greater than the diameter of the exhaust pipe, a pipe gradually convergent before the measur ing zone is recommended.  
 
With an end-of-line opacimeter, the terminal  0.6 m of the exhaust pipe must be of 
circular cross section and be free from elbow s and bends.  The end of the exhaust pipe 
must be cut off squarely.  The opacimeter must be mounted centrally to the plume 
within 25  5 mm of the end of the exhaust pipe.  
 
OPL Optical Path Length 
 
The length of the smoke obscured optical pa th between the opacimeter light source and 
the receiver, corrected as necessary for non-uniformity due  to density gradients and 
fringe effect.  The optical path length must be submitted by the instrument manufacturer taking into account any measures against soo ting (e.g. purge air).  If the optical path 
length is not available, it must be de termined in accordance with ISO IDS 11614, 
paragraph 11.6.5.  For the correct determina tion of the optical path length, a minimum 
exhaust gas velocity of  20 m/s is required.  
 
LS Light source 
 The light source must be an incandescent lamp with a colour temperature in the range of 2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550 and 570 nm.  The light source must be protect ed against sooting by means that do not 
influence the optical path length beyond the manufacturers specifications. 
 
LD Light detector 
 The detector must be a photoce ll or a photodiode (with a filter, if necessary).  In the case 
of an incandescent light source, the receiver must have a peak spectral response similar 
to the phototopic curve of the human eye (m aximum response) in the range of 550 to 
570 nm, to less than 4 per cent of that maximum response below 430 nm and above 680 
nm.  The light detector must be protected against sooting by  means that do not influence 
the optical path length beyond the manufacturers specifications. 
 
CL Collimating lens 
 The light output must be collimated to a beam with a maximum diameter of 30 mm.  The rays of the light beam must be parallel within a tolerance of 3° of the optical axis.  
T1 Temperature sensor (optional) 
 The exhaust gas temperature may be monitored over the test.  
 L 375/182 EN Official Journal of the European Union 27.12.2006
3.3. Partial Flow Opacimeter  
 
With the partial flow opacimeter (Figure 24), a representative exhaust sample is taken from the exhaust pipe and passed through a tr ansfer line to the measuring chamber.  
With this type of opacimeter, the effective optical path length is a function of the opacimeter design.  The response times referre d to in the following paragraph apply to 
the minimum flow rate of the opacimeter, as specified by the instrument manufacturer. 
 
Exhaust
EPSP
TT
T1FM
P (optional)OPL
MCCLLS
CLLD
 
  
Figure 24
 - Partial flow opacimeter 
  3.3.1. Components of Figure 24  
EP Exhaust pipe 
 The exhaust pipe must be a straight pipe of at least 6 pipe diamet ers upstream and 3 pipe 
diameters downstream of the tip of the probe.  
SP Sampling probe 
 The sampling probe must be an open tube f acing upstream on or about the exhaust pipe 
centreline.  The clearance with the wall of the tailpipe must be at least 5 mm.  The probe diameter must ensure a representative sampling and a sufficient flow through the opacimeter.   
TT Transfer tube 
 27.12.2006 EN Official Journal of the European Union L 375/183
The transfer tube must:  
 
 Be as short as possible and ensure  an exhaust gas temperature of 373  30 K (100°C 
 30°C) at the entrance to the measuring chamber. 
 
 Have a wall temperature sufficiently above  the dew point of the exhaust gas to 
prevent condensation.  
 
 Be equal to the diameter of the sampling probe over the entire length. 
 
 Have a response time of less than 0.05 s at minimum instrument flow, as determined 
according to annex 4, appendix 4, paragraph 5.2.4.  
 
 Have no significant effect on the smoke peak.  
 
FM Flow measurement device 
 Flow instrumentation to detect the correct flow into the measuring chamber.  The minimum and maximum flow rates must be specified by the instrument manufacturer, and must be such that the response time requi rement of TT and the optical path length 
specifications are met.  The flow measurement device may be close to the sampling pump, P, if used.  
MC Measuring chamber 
 The measuring chamber must have a non-reflective internal surface, or equivalent optical environment.  The impingement of st ray light on the detector due to internal 
reflections of diffusion effects mu st be reduced to a minimum.  
 The pressure of the gas in the measuring chamber must not differ from the atmospheric pressure by more than 0.75 kPa.  Where th is is not possible by design, the opacimeter 
reading must be converted to atmospheric pressure.  
 
The wall temperature of the measuring chamber must be set to within  5 K between 
343 K (70°C) and 373 K (100°C), but in any cas e sufficiently above the dew point of the 
exhaust gas to prevent condensation.  The measuring chamber must be equipped with 
appropriate devices for measuring the temperature.  
 
OPL Optical path length 
 The length of the smoke obscured optical pa th between the opacimeter light source and 
the receiver, corrected as necessary for non-uniformity due  to density gradients and 
fringe effect.  The optical path length must be submitted by the instrument manufacturer taking into account any measures against soo ting (e.g. purge air).  If the optical path 
length is not available, it must be de termined in accordance with ISO IDS 11614, 
paragraph 11.6.5. L 375/184 EN Official Journal of the European Union 27.12.2006
 
LS Light source 
 
The light source must be an incandescent lamp with a colour temperature in the range of 2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550 and 570 nm.  The light source must be protect ed against sooting by means that do not 
influence the optical path length beyond the manufacturers specifications. 
 
LD Light detector 
 The detector must be a photoce ll or a photodiode (with a filter, if necessary).  In the case 
of an incandescent light source, the receiver must have a peak spectral response similar 
to the phototopic curve of the human eye (maximum response) in the range of 550 
to 570 nm, to less than 4 per cent of that  maximum response below 430 nm and above 
680 nm.  The light detector must be protect ed against sooting by means that do not 
influence the optical path length beyond the manufacturers specifications. 
 
CL Collimating lens 
 The light output must be collimated to a beam with a maximum diameter of 30 mm.  The rays of the light beam must be parallel within a tolerance of 3° of the optical axis.  
T1 Temperature sensor  
 To monitor the exhaust gas temperature at the entrance to the measuring chamber.   
P Sampling pump (optional) 
 A sampling pump downstream of the measuring chamber may be used to transfer the 
sample gas through the measuring chamber. 27.12.2006 EN Official Journal of the European Union L 375/185
Annex 5  
 
TECHNICAL CHARACTERISTICS OF REFERENCE FUEL FOR C.I. ENGINES 
PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION 
 
1. DIESEL
 FUEL (1) 
 
Parameter Unit Limits (1) Test Method (2) 
 Publication 
  Minimu Maximu   
Cetane number (3)   52 54 ISO 5165 1998 (4) 
Density at 15 °C  kg/m3 833 837 ISO 3675 1995 
Distillation :      
- 50 % point  °C 245  ISO 3405 1998 
- 95 % point  °C 345 350 ISO 3405 1998 
- final boiling point °C --- 370 ISO 3405 1998 
Flash point  °C 55 --- EN 27719 1993 
CFPP  °C --- -5 EN 116 1981 
Viscosity at 40 °C mm²/s 2.5 3.5 EN-ISO 3104 1996 
Polycyclic aromatic 
hydrocarbons % m/m 3.0 6.0 IP 391 (*) 1995 
Sulphur content
 (5) mg/kg --- 300 pr. EN-ISO/DIS 14596 1998 (4) 
Copper corrosion   --- 1 EN-ISO 2160 1995 
Conradson carbon 
residue (10 % DR) % m/m --- 0.2 EN-ISO 10370  
Ash content  % m/m --- 0.01 EN-ISO 6245 1995 
Water content  % m/m --- 0.05 EN-ISO 12937 1995 
Neutralisation (strong 
acid)   number mg --- 0.02 ASTM D 974-95 1998 (4) 
Oxidation stability (6) mg/ ml --- 0.025 EN-ISO 12205 1996 
 (1)  If it is required to calculate the thermal efficiency of an engine or vehicle, the calorific 
value of the fuel can be calculated from: 
  Specific energy (calorific valu e) (net) in MJ/kg = (46.423 - 8.792d²
 + 3.170d) (1 - (x + y 
+ s)) + 9.420s - 2.499x 
   where:    d = the density at 15 °C  L 375/186 EN Official Journal of the European Union 27.12.2006
  x  = the proportion by mass of water (% divided by 100) 
  y = the proportion by mass of ash (% divided by 100) 
  s = the proportion by mass of  sulphur (% divided by 100). 
 (2)  The values quoted in the sp ecification are "true values".  In establishment of their limit 
values the terms of ISO 4259, Petroleum pr oducts - Determination and application of 
precision data in relation to me thods of test, have been app lied and in fixing a minimum 
value, a minimum difference of 2R above zero  has been taken into account; in fixing a 
maximum and minimum value, the minimum difference is 4R (R - reproducibility).  
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a fuel should nevertheless aim at a zero value where the stipulated 
maximum value is 2R and at the mean valu e in the case of quotations of maximum and 
minimum limits.  Should it be necessary to cl arify the question as to whether a fuel 
meets the requirements of th e specification, the terms of ISO 4259 should be applied. 
 (3)  The range for cetane number is not in accordance with the requirement of a minimum 
range of 4R.  However, in the case of dis pute between fuel supplier and fuel user, the 
terms in ISO 4259 can be used to reso lve such disputes provided replicate 
measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations. 
 The month of publication will be completed in due course. 
 
The actual sulphur content of the fu el used for the test must be re ported.  In addition, the sulphur 
content of the reference fuel used to approve a vehicle or engine against the limit values set out in row B of the Table in paragra ph 5.2.1. of this Regulation must have a 
maximum sulphur content of 50 ppm. 
  Even though oxidation stability is controlled, it is likely that shelf life will be limited.  Advice 
should be sought from the supplier as to storage conditions and life. 
 27.12.2006 EN Official Journal of the European Union L 375/187
2. ETHANOL FOR DIESEL ENGINES (1) 
 
Limits (2) Parameter Unit Minimum Maximum Test Method (3) 
Alcohol, mass % m/m 92.4 - ASTM D 5501 
Other alcohol than ethanol 
contained in total alcohol, mass % m/m - 2 ASTM D 5501 
Density at 15°C kg/m3 795 815 ASTM D 4052 
Ash content % m/m  0.001 ISO 6245 
Flash point °C 10  ISO 2719 
Acidity, calculated as acetic acid % m/m - 0.0025 ISO 1388-2 
Neutralisation (strong acid) number KOH mg/1 - 1  
Colour According to 
scale - 10 ASTM D 1209 
Dry residue at 100°C mg/kg  15 ISO 759 
Water content % m/m  6.5 ISO 760 
Aldehydes calculated as acetic acid % m/m  0.0025 ISO 1388-4 
Sulphur content mg/kg - 10 ASTM D 5453 
Esters, calculated as 
ethylacetate % m/m - 0.1 ASTM D 1617 
 (1) Cetane improver, as specified by the engine  manufacturer, may be adde d to the ethanol fuel. 
The maximum allowed amount is 10 % m/m. 
 (2) The values quoted in the sp ecification are “true va lues”. In establishment of their limit 
values the terms of ISO 4259, Petroleum pr oducts – Determination and application of 
precision data in relation to me thods of test, have been app lied and in fixing a minimum 
value, a minimum difference of 2R above zero  has been taken into account; in fixing a 
maximum and minimum value, the minimum difference is 4R (R – reproducibility). Notwithstanding this m easure, which is necessary for statistical 
reasons, the manufacturer of a fuel should ne vertheless aim at a zero value where the 
stipulated maximum value is 2R and at th e mean value in the case of quotations of 
maximum and minimum limits. Should it be necessa ry to clarify the question as to whether 
a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied. 
 (3) Equivalent ISO methods w ill be adopted when issued fo r all propertie s listed above. 
  
__________ L 375/188 EN Official Journal of the European Union 27.12.2006
Annex 6  
 
TECHNICAL  CHARACTERISTICS  OF REFERENCE  N.G.  FUEL  PRESCRIBED 
FOR  APPROVAL  TESTS  AND  TO VERIFY  CONFORMITY  OF PRODUCTION 
 
 Type:  NATURAL  GAS  (NG) 
  European market fuels are available in two ranges:   – the H range, whose extreme reference fuels are GR
 and G23; 
 – the L range, whose extreme reference fuels are G23 and G25.    The characteristics of GR, G23 and G25 reference fuels are summarised below:  
Reference fuel GR 
 
Characteristics Units Basis Limits Test Method 
   Min. Max  
Composition:       
Methane % mole 87 84 89  
Ethane % mole 13 11 15  
Balance (*) % mole - - 1 ISO 6974 
Sulphur content mg/m3 (**) - - 10 ISO 6326-5 
 
(*) Inerts +C 2+ 
(**) Value to be determined  at standard conditions ( 293.2 K (20°C) and 101.3 kPa) 
 
Reference fuel G23  
 
Characteristics Units Basis Limits Test Method 
   Min. Max.  
Composition:       
Methane % mole 92.5 91.5 93.5  
Balance (*) % mole - - 1 ISO 6974 
N2 % mole 7.5 6.5 8.5  
Sulphur content mg/m3 (**) - - 10 ISO 6326-5 
 
(*) Inerts (different from N 2) +C 2/C2+ 
(**) Value to be determined  at standard conditions ( 293.2 K (20°C) and 101.3 kPa). 27.12.2006 EN Official Journal of the European Union L 375/189
 
Reference fuel G25  
 
Characteristics Units Basis Limits Test Method 
   Min. Max.  
Composition:       
Methane % mole 86 84 88  
Balance (*) % mole - - 1 ISO 6974 
N2 % mole 14 12 16  
Sulphur content mg/m3 (**) - - 10 ISO 6326-5 
 
(*) Inerts (different from N 2) +C 2/C2+ 
(**) Value to be determined  at standard conditions ( 293.2 K (20°C) and 101.3 kPa). 
 
_________ L 375/190 EN Official Journal of the European Union 27.12.2006
Annex 7  
 
Type:  LIQUEFIED  PETROLEUM  GAS  (LPG) 
 
Parameter Unit Limits Fuel A Limits Fuel B Test Method 
  Minimu Maximum Minimu Maximu  
Motor Octane Number  92.5 (1)  92.5  EN 589 
Annex B 
Composition:        
C3 content % vol 48 52 83 87  
C4 content % vol 48 52 13 17 ISO 7941 
Olefins % vol  12  14  
Evaporation Residue mg/kg  50  50 NFM 41015 
Total sulphur content ppm mass (1)  50  50 EN 24260 
Hydrogen sulphide ---  None  None ISO 8819 
Copper strip 
corrosion rating  class 1  class 1 ISO 6251(2) 
Water at 0°C   free  free visual 
inspection 
 (1) Value to be determined at standard  conditions 293.2 K (20 °C) and 101.3 kPa. 
 (2) This method may not accurately determine the presence of corrosive materials if the sample 
contains corrosion inhibitors or other chemicals, which diminish the corrosivity of the sample 
to the copper strip.  Therefore, the addition of  such compounds for the sole purpose of biasing 
the test method is prohibited. 
________  27.12.2006 EN Official Journal of the European Union L 375/191
Annex 8  
 
EXAMPLE OF CALCULATION PROCEDURE 
 
1.  ESC  TEST   
 1.1.  Gaseous emissions
 
   The measurement data for the calculation of the individual mode results are 
shown below.  In this example, CO and NO
x are measured on a dry basis, HC on 
a wet basis.  The HC concentration is gi ven in propane equiva lent (C3) and has 
to be multiplied by 3 to result in the C1 equivalent.  The calculation procedure is identical for the other modes.  
 
P 
(kW) T
a 
(K) Ha 
(g/kg) GEXH 
(kg) GAIRW 
(kg) GFUEL 
(kg) HC 
(ppm) CO 
(ppm) NO x 
(ppm) 
82.9 294.8 7.81 563.38 545.29 18.09 6.3 41.2 495 
     Calculation of the dry to wet correction factor K
W,r (annex 4, appendix 1, 
paragraph 4.2.): 
 
  F FH = 
×ØÖÇÈÆ-29.54509.181969.1 = 1.9058 and K W2 = *+ 81.7608.1100081.7608.1
, -, = 0.0124 
 
  K W,r =  9239.00124.006.54109.189058.11 ? /×ØÖÇÈÆ, /  
 
  Calculation of the wet concentrations:    CO  = 41.2 * 0.9239 = 38.1 ppm   NO
x  = 495 * 0.9239 = 457 ppm 
   Calculation of the NO
x humidity  correction factor K H,D (annex 4, appendix 1, 
paragraph 4.3.): 
   A =  0.309 * 18.09/541.06 - 0.0266  = -0.0163   B = -0.209 * 18.09/541.06 + 0.00954  =  0.0026  
9625.0)2988.294(0026.0)71.1081.7(0163.011KD,H ?/ , - / , /?  
 L 375/192 EN Official Journal of the European Union 27.12.2006
  Calculation of the emission mass flow rates (annex 4, appendix 1, 
paragraph 4.4.): 
 
  NO x = 0.001587 * 457 * 0.9625 * 563.38 = 393.27 g/h 
  CO  = 0.000966 * 38.1 * 563.38 = 20.735 g/h 
  HC  = 0.000479 * 6.3 * 3 * 563.38 = 5.100 g/h    Calculation of the specific emissions (annex 4, appendix 1,  paragraph 4.5.): 
   The following example calculation is given for CO; the calculation procedure is 
identical for the other components. 
   The emission mass flow rates of the individual modes are multiplied by the 
respective weighting factors, as i ndicated in annex 4, appendix 1, 
paragraph 2.7.1., and summe d up to result in the mean emission mass flow rate 
over the cycle: 
    CO = (6.7 * 0.15) + (24.6 * 0.08) + (20.5 * 0.10) + (20.7 * 0.10) + (20.6 * 
0.05) + (15.0 * 0.05) + (19.7 * 0.05) + (74.5 * 0.09) + (31.5 * 0.10) + (81.9 * 0.08) + (34.8 * 0.05) + (30.8 * 0.05) + (27.3 * 0.05) = 30.91 g/h  
    The engine power of the individual modes is multiplied by the respective 
weighting factors, as indicated in anne x 4, appendix 1, paragraph 2.7.1., and 
summed up to result in the mean cycle power: 
    P(n) = (0.1 * 0.15) + (96.8 * 0.08) + (55.2 * 0.10) + (82.9 * 0.10) + (46.8 * 
0.05) + (70.1 * 0.05) + (23.0 * 0.05) +(114.3 * 0.09) + (27.0 * 0.10) + (122.0 * 0.08) + (28.6 * 0.05) + (87.4 * 0.05) + (57.9 * 0.05) = 60.006 kW 
  
006.6091.30CO?  = 0.515 g/kWh 
    Calculation of the specific NO
x emission of the random point (annex 4, appendix 
1, paragraph 4.6.1.): 
   Assume the following values have  been determined on the random point: 
    n
Z   = 1600 min-1 
  M Z   = 495 Nm 
  NO x mass,Z  = 487.9 g/h (calculated accordin g to the previous formulae) 
  P(n) Z   = 83 kW 
  NO x,Z   = 487.9/83 = 5.878 g/kWh 
   Determination of the emission value fro m the test cycle (annex 4, appendix 1, 
paragraph 4.6.2.): 
 27.12.2006 EN Official Journal of the European Union L 375/193
  Assume the values of the four envel oping modes on the ESC to be as follows: 
 
nRT nSU E R E S E T E U M R M S M T M U 
1368 1785 5.943 5.565 5.889 4.973 515 460 681 610 
 
 E TU = 5.889 + (4.973-5.889) * (1600-1368)/(1785-1368) = 5.377 g/kWh 
 E RS = 5.943 + (5.565-5.943) * (1600-1368)/(1785-1368) = 5.732 g/kWh 
 M TU = 681 + (601-681) * (1600-1368)/(1785-1368) = 641.3 Nm 
 M RS = 515 + (460-515) * (1600-1368)/(1785-1368) = 484.3 Nm 
  E
Z = 5.732 + (5.377-5.732) * (495-484.3)/(641.3-484.3) = 5.708 g/kWh 
  Comparison  of the NO
x  emission values (annex 4, a ppendix 1, paragraph 4.6.3.): 
  NO
x diff = 100 * (5.878-5.708)/5.708 = 2.98 % 
 1.2. Particulate Emissions
 
  Particulate measurement is based on the pr inciple of sampling the particulates over 
the complete cycle, but determining the sample and flow rates (MSAM and GEDF) during the individual modes.  The calculati on of GEDF depends on the system used. 
 In the following examples, a system with CO2 measurement and carbon balance 
method and a system with flow measurem ent are used.  When using a full flow 
dilution system, GEDF is directly measured by the CVS equipment.  
  Calculation of GEDF (anne x 4, appendix 1, paragraphs 5.2.3. and 5.2.4.): 
  Assume the following measurement data of  mode 4.  The calculation procedure is 
identical for the other modes.  
 
G
EXH 
(kg/h) GFUEL 
(kg/h) GDILW 
(kg/h) GTOTW 
(kg/h) CO 2D 
(%) CO 2A 
(%) 
334.02 10.76 5.4435 6.0 0.657 0.040 
  a) carbon balance method  
G
EDFW = 040.0657.076.105.206
/, = 3601.2 kg/h 
  b) flow measurement method  
q = 
4435.50.6(0.6
/ = 10.78 
  G
EDFW = 334.02 * 10.78 = 3600.7 kg/h L 375/194 EN Official Journal of the European Union 27.12.2006
 
 Calculation of the mass flow rate (annex 4, appe ndix 1, paragraph 5.4.): 
 
 The G EDFW flow rates of the individual modes are multiplied by the respective weighting 
factors, as indicated in anne x 4, appendix 1, paragraph 2.7. 1., and summed up to result in 
the mean G EDF over the cycle.  The total sample rate M SAM is summed up from the sample 
rates of the individual modes. 
 
 GEDFW = (3567 * 0.15)+(3592 * 0.08)+(3611 * 0.10)+(3600 * 0.10) 
+(3618 * 0.05) +(3600 * 0.05)+(3640 * 0.05)+(3614 * 0.09)+(3620 * 
0.10)+(3601 * 0.08) +(3639 * 0.05)+(3582 * 0.05)+(3635 * 0.05) 
 =  3604.6 kg/h   M
SAM = 0.226 + 0.122 + 0.151 + 0.152 + 0.076 + 0.076 + 0.076 + 0.136 + 0.151 
+ 0.121  + 0.076 + 0.076 + 0.075  = 1.515 kg 
   Assume the particulate mass on the filters to be 2.5 mg, then  
PT
mass = 10006.3604
515.15.2,  = 5.948 g/h 
   Background correction (optional)    Assume one background measurement with the following values.  The calculation 
of the dilution factor DF is identical to paragraph 3.1. of this  annex and not shown 
here. 
   
M
d = 0.1 mg; M DIL = 1.5 kg 
    Sum of DF = [(1
-1/119.15) * 0.15] + [(1-1/8.89) * 0.08] + [(1-1/14.75) * 0.10] + [(1-
1/10.10) * 0.10] + [(1-1/18.02) * 0.05] + [(1-1/12.33) * 0.05] + [(1-1/32.18) * 0.05] + 
[(1-1/6.94) * 0.09] + [(1-1/25.19) * 0.10] + [(1-1/6.12) * 0.08] + [(1-1/20.87) * 0.05] + 
[(1-1/8.77) * 0.05] + [(1-1/12.59) * 0.05] = 0.923 
 
PTmass = 10006.3604923.05.11.0
515.15.2,×ØÖÇÈÆ, /  = 5.726 g/h 
 
  Calculation of the specific emission (a nnex 4, appendix 1, paragraph 5.5.): 
  P(n) = (0.1 * 0.15) + (96.8 * 0.08) + (55.2 * 0.10) +(82.9 * 0.10) +(46.8 * 0.05) 
+(70.1 * 0.05) + (23.0 * 0.05) +(114.3 * 0.09) + (27.0 * 0.10) +(122.0 * 0.08) + (28.6 * 0.05) + (87.4 * 0.05) + (57.9 * 0.05) = 60.006 kW 
 27.12.2006 EN Official Journal of the European Union L 375/195
 006.60948.5PT?  = 0.099 g/kWh, if background corrected 
006.60726.5PT?  = 0.095 g/kWh 
 
  Calculation of the specific weigh ting  factor (annex 4, appendix 1, 
paragraph 5.6.): 
   Assume the values calcula ted for mode 4 above, then 
 
WF
E,I = 7.3600515.16.3604152.0
,, = 0.1004 
 
  This value is within the required value of 0.10 ± 0.003.  2.  ELR
 TEST   
    Since Bessel filtering is a completely new averaging procedure in European exhaust 
legislation, an explanation of the Bessel filter, an example of the design of a Bessel algorithm, and an example of the calculation of the final smoke value is given below.  
The constants of the Bessel algorithm only depend on the design of the opacimeter and 
the sampling rate of the data acquisition system.  It is recommended that the opacimeter manufacturer provide the final Bessel filter constants for different sampling rates and that the customer use these constants for designing the Bessel algorithm and for calculating the smoke values. 
 2.1.  General remarks on the Bessel filter
 
    Due to high frequency distortions, the ra w opacity signal usually shows a highly 
scattered trace.  To remove these high fre quency distortions a Be ssel filter is required 
for the ELR-Test.  The Bessel filter itself is  a recursive, second-order low-pass filter 
which guarantees the fastest signal rise without overshoot. 
   Assuming a real time raw exhaust plume in the exhaust tube, each opacimeter shows a 
delayed and differently measured opacity trace.  The delay and the magnitude of the measured opacity trace is primarily dependent on the geometry of the measuring chamber of the opacimeter, including the exhaust sample lines, and on the time needed for processing the signal in the electronics of the opacimeter.  The values that characterise these two effects are called th e physical and the el ectrical response time 
which represent an individual filte r for each type of opacimeter.  
  The goal of applying a Bessel filter is to guarantee a uniform overall filter characteristic 
of the whole opacimeter system, consisting of: 
      -  physical response time of the opacimeter (t
p) 
    - electrical respons e time of the opacimeter (t e) 
    - filter response time of  the applied Bessel filter (t F) L 375/196 EN Official Journal of the European Union 27.12.2006
 
  The resulting overall response time of the system t Aver is given by: 
  
tAver = ,ttt2
e2
p2
F --  
   and must be equal for all ki nds of opacimeters in order to give the same smoke value.  
Therefore, a Bessel filter has to be created in such a way, that the filter response time 
(t
F) together with the physical (t p) and electrical response time (t e) of the individual 
opacimeter must result in the required overall response time (t Aver).  Since t p and t e are 
given values for each individual opacimeter, and t Aver is defined to be 1.0 s in this 
Regulation, t F can be calculated as follows: 
  
tF = 2
e2
p2
Aver ttt //  
   By definition, the filter response time t
F is the rise time of a filtered output signal 
between 10 % and 90 % on a step input signal .  Therefore the cut-off frequency of the 
Bessel filter has to be iterated in such a way, that th e response time of the Bessel filter 
fits into the required rise time.  
                   
Figure (a)
 - Traces of a Step Input Signal  and the Filtered Output Signal 
    In figure (a), the traces of a step input  signal and Bessel filtered output signal as 
well as the response time of the Bessel filter (t
F) are shown. 
   Designing the final Bessel filter algorithm is a multi step process which requires 
several iteration cycles.  The scheme of the iterati on procedure is presented 
below.  
 
A.   Signal [-]  27.12.2006 EN Official Journal of the European Union L 375/197
 
 L 375/198 EN Official Journal of the European Union 27.12.2006
 
2.2.  Calculation of  the Bessel algorithm  
 
  In this example a Bessel algorithm is designed in several steps according to the 
above iteration procedur e which is based upon a nnex 4, appendix 1, 
paragraph 6.1. 
  
  For the opacimeter and the data acquisition system, the following characteristics 
are assumed: 
    - physical response time t
p  0.15 s 
  - electrical response time t e 0.05 s 
  - overall response time t Aver  1.00 s (by definition in this Regulation) 
  - sampling rate        150 Hz     Step 1 Required Bessel filter response time t
F: 
  
tF = )05.015.0(12 2 2- /  = 0.987421 s 
   Step 2 Estimation of cut-off frequency and calculation of Bessel constants E, K 
for first iteration:  
    f
c =  3.1415 / (10 * 0.987421) = 0.318152 Hz 
  Țt =  1 / 150  =  0.006667 s 
  Ȭ  = 1 / [tan (3.1415 * 0.006667 * 0.318152)] = 150.076644 
   
5
21007948.7
076644.150 618034.0 618034.03 076644.15011E/, ?
, - ,, -?  
  K = 2 * 7.07948 * 10-5 * (0.618034 * 150.076644 - 1) – 1 = 0.970783 
    This gives the Bessel algorithm:   
  Y
i = Y i-1 + 7.07948 * 10-5 * (S i + 2 * S i-1 + S i-2 - 4 * Y i-2) + 0.970783 * (Y i-1 - Y i-
2) 
    where S
i represents the values of the step i nput signal (either '0' or '1') and Y i 
represents the filtered values of the output signal.  
    Step 3 Application of Bessel filter on step input: 
    The Bessel filter response time t
F is defined as the rise time of the filtered output 
signal between 10 % and 90 % on a step i nput signal.  For determining the times 
of 10 % (t 10) and 90 % (t 90) of the output signal, a Bessel filter has to be applied 
to a step input using the above values of f c, E and K. 
  27.12.2006 EN Official Journal of the European Union L 375/199
  The index numbers, the time and the va lues of a step input signal and the 
resulting values of the filtered output sign al for the first and the second iteration 
are shown in table B.  The points adjacent to t 10 and t 90 are marked in bold 
numbers.  In table B, first iteration, th e 10 % value occurs between index number 
30 and 31 and the 90 % value occurs be tween index number 191 and 192.  For 
the calculation of t F,iter the exact t 10 and t 90 values are determined by linear 
interpolation between the adjacent measuring points, as follows: 
  
t10=tlower + Țt * (0.1-out lower)/(out upper - out lower) 
 
t90=tlower + Țt * (0.9-out lower)/(out upper - out lower) 
 
  where out upper and out lower, respectively,  are the adjacent points of the Bessel filtered 
output signal, and t lower is the time of the adjacent time point, as indicated in table B. 
  
   t 10 =0.200000+0.006667*(0.1-0.099208)/(0.104794-0.099208)=0.200945 s 
 
   t 90 =1.273333+0.006667*(0.9-0.899147)/(0.901168-0.899147)=1.276147 s 
   Step 4 Filter response tim e of first iteration cycle: 
  
t
F,iter =  1.276147 - 0.200945 = 1.075202 s 
    Step 5 Deviation between  required and obtained  filter re sponse time of first  iteration 
cycle: 
  
Ț = (1.075202 - 0.987421) / 0.987421 = 0.081641 
    Step 6 Checking  the iteration criteria:     | Ț| ³ 0.01 is required. Since 0.081641 > 0.01, the iteration criteria is not met and a 
further iteration cycle has to be started.  Fo r this iteration cycle, a new cut-off frequency 
is calculated from f
c and Ț as follows: 
  
fc,new = 0.318152 * (1 + 0.081641) = 0.344126 Hz 
    This new cut-off frequency is used in the s econd iteration cycle, star ting at step 2 again. 
 The iteration has to be repeated until the iteration criteria is met.  The resulting values of the first and second iterati on are summarised in table A. L 375/200 EN Official Journal of the European Union 27.12.2006
 
Parameter 1. Itera tion 2. Iteration 
fc (Hz) 0.318152 0.344126 
E (-) 7.07948 * 10-5 8.272777 * 10-5 
K (-) 0.970783 0.968410 
t10 (s) 0.200945 0.185523 
t90 (s) 1.276147 1.179562 
tF,iter (s) 1.075202 0.994039 
Ț (-) 0.081641 0.006657 
fc,new (Hz) 0.344126 0.346417 
 
  Table A  - Values of the first and second iteration 
   Step 7 Final Bessel algorithm:     As soon as the iteration criteria has been met, the final Bessel f ilter constants and the 
final Bessel  algorithm are calculated according to step 2.  In this example, the iteration criteria has been met af ter the second iteration ( Ț = 0.006657 ³ 0.01).  The final 
algorithm is then used for determining the averaged smoke values (see next paragraph 2.3).  
  
Y
I=Y i-1+8.272777*10-5*(S i+2*S i-1+Si-2-4*Y i-2)+0.968410*(Y i-1-Yi-2) 27.12.2006 EN Official Journal of the European Union L 375/201
   Step Input Filte red Output Signal 
  Signal Y i 
Index I Time S i [-] 
[-] [s] [-] 1. Iteration 2. Iteration 
-2 -0.013333 0 0.000000 0.000000 
-1 -0.006667 0 0.000000 0.000000 
0 0.000000 1 0.000071 0.000083 
1 0.006667 1 0.000352 0.000411 
2 0.013333 1 0.000908 0.001060 
3 0.020000 1 0.001731 0.002019 
4 0.026667 1 0.002813 0.003278 
5 0.033333 1 0.004145 0.004828 
~ ~ ~ ~ ~ 
24 0.160000 1 0.067877 0.077876 
25 0.166667 1 0.072816 0.083476 
26 0.173333 1 0.077874 0.089205 
27 0.180000 1 0.083047 0.095056 
28 0.186667 1 0.088331 0.101024 
29 0.193333 1 0.093719 0.107102 
30 0.200000 1 0.099208 0.113286 
31 0.206667 1 0.104794 0.119570 
32 0.213333 1 0.110471 0.125949 
33 0.220000 1 0.116236 0.132418 
34 0.226667 1 0.122085 0.138972 
35 0.233333 1 0.128013 0.145605 
36 0.240000 1 0.134016 0.152314 
37 0.246667 1 0.140091 0.159094 
~ ~ ~ ~ ~ 
175 1.166667 1 0.862416 0.895701 
176 1.173333 1 0.864968 0.897941 
177 1.180000 1 0.867484 0.900145 
178 1.186667 1 0.869964 0.902312 
179 1.193333 1 0.872410 0.904445 
180 1.200000 1 0.874821 0.906542 
181 1.206667 1 0.877197 0.908605 
182 1.213333 1 0.879540 0.910633 
183 1.220000 1 0.881849 0.912628 
184 1.226667 1 0.884125 0.914589 
185 1.233333 1 0.886367 0.916517 
186 1.240000 1 0.888577 0.918412 
187 1.246667 1 0.890755 0.920276 
188 1.253333 1 0.892900 0.922107 
189 1.260000 1 0.895014 0.923907 
190 1.266667 1 0.897096 0.925676 
191 1.273333 1 0.899147 0.927414 
192 1.280000 1 0.901168 0.929121 
193 1.286667 1 0.903158 0.930799 
194 1.293333 1 0.905117 0.932448 
195 1.300000 1 0.907047 0.934067 
~ ~ ~ ~ ~ L 375/202 EN Official Journal of the European Union 27.12.2006
 
 Table B  -  Values of step input signal and Be ssel filtered output signal for the first and 
second iteration cycle 
 2.3. Calculation of the Smoke Values
 
   In the scheme below the general procedur e of determining the final smoke value is 
presented. 
 27.12.2006 EN Official Journal of the European Union L 375/203
 
 L 375/204 EN Official Journal of the European Union 27.12.2006
  In figure b, the traces of the measured  raw opacity signal, a nd of the unfiltered and 
filtered light absorption coefficients (k-value) of the first load step of an ELR-Test are 
shown, and the maximum value Y max1,A  (peak) of the filtered k trace is indicated.  
Correspondingly, table C contains the numerical  values of index i, time (sampling rate 
of 150 Hz), raw opacity, unfiltere d k and filtered k.  Filteri ng was conducted  using the 
constants of the Bessel algorithm designed in paragraph 2.2. of this annex.  Due to the 
large amount of data, only those sections of the smoke trace around the beginning and 
the peak are tabled. 
                     Figure b
 - Traces of measured opacity N, of unfiltered smoke k and of filtered smoke 
k 
    The peak value (i = 272) is calculated assumi ng the following data of table C.  All other 
individual smoke values are calculated in the same way. For starting the algorithm, s
-1 , 
s-2, y-1 and y -2 are set to zero. 
   Calculation of the k- value (annex 4, appendix 1, paragraph 6.3.1.): 
  
L
A (m) 0.430 
Index I 272 
N (%) 16.783 
S271 (m-1) 0.427392 
S270 (m-1) 0.427532 
Y271 (m-1) 0.542383 
Y270 (m-1) 0.542337 
 B.   Opacity N [%]  27.12.2006 EN Official Journal of the European Union L 375/205
 
k = - ×ØÖÇÈÆ/,100783.161ln430.01 = 0.427252 m-1 
 
 This value corresponds to S 272 in the equation that follows. 
   Calculation of Bessel averaged smoke (a nnex 4, appendix 1, paragraph 6.3.2.): 
   In the following equation, the Bessel constants of the previous paragraph 2.2. are used. The 
actual unfiltered k-value, as cal culated above, corresponds to S
272 (Si). S 271 (Si-1) and S 270 
(Si-2) are the two preceding unfiltered k-values, Y 271 (Y i-1) and Y 270 (Y i-2) are the two 
preceding filtered k-values. 
   Y
272 = 0.542383+8.272777*10-5*(0.427252+2*0.427392+0.427532-4*0.542337)+ 
0.968410*(0.542383-0.542337) = 0.542389 m-1 
   This value corresponds to Y
max1,A  in the following equation. 
   Calculation of the final smoke value (annex 4, appendi x 1, paragraph 6.3.3.): 
   From each smoke trace, the maximum filtered k- value is taken for the further calculation. 
Assume the following values: 
  
 Y
max(m-1)
Speed 
 Cycle 1 
 Cycle 2 
 Cycle 3 
 
 
A 
  
0.5424 
  
0.5435 
  
0.5587 
 
 
B 
  
0.5596 
  
0.5400 
  
0.5389 
 
 
C 
  
0.4912 
  
0.5207 
  
0.5177 
 
   SV
A = (0.5424 + 0.5435 + 0.5587) / 3 =  0.5482 m-1 
  SV
B = (0.5596 + 0.5400 + 0.5389) / 3 =  0.5462 m-1 
  SV
C = (0.4912 + 0.5207 + 0.5177) / 3 =  0.5099 m-1 
 
 SV  = (0.43*0.5482)+(0.56*0.5462)+(0.01*0.5099) = 0.5467 m-1 
  L 375/206 EN Official Journal of the European Union 27.12.2006
Cycle validation (annex 4, a ppendix 1, paragraph 3.4.) 
  
 Before calculating SV, the cycle must be validated by calculating the relative standard 
deviations of the smoke of the three cycles for each speed. 
  
  
In this example, the validation criteria of 15 per cent is met for each speed. 
   
Speed 
  
Mean SV (m-1) 
  
absolute standard 
deviation (m-1) 
  
relative standard 
deviation (%) 
 
 
A 
  
0.5482 
  
0.0091 
  
1.7 
 
 
B 
  
0.5462 
  
0.0116 
  
2.1 
 
 
C 
  
0.5099 
  
0.0162 
  
3.2 
 
 27.12.2006 EN Official Journal of the European Union L 375/207
Table C  
 Values of opacity N, unfiltered and filtered k-value at beginning of load step 
Unfiltered filtered
Index i Tim e  Opacity N k-Value k-Value 
[-] [s] [%] [m-1] [m-1] 
-2 0.000000 0.000000 0.000000 0.000000 
-1 0.000000 0.000000 0.000000 0.000000 
0 0.000000  0.000000 0.000000 0.000000  
1 0.006667  0.020000 0.000 465 0.000000  
2 0.013333  0.020000 0.000 465 0.000000  
3 0.020000  0.020000 0.000 465 0.000000  
4 0.026667  0.020000 0.000 465 0.00000 1 
5 0.033333  0.020000 0.000 465 0.00000 2 
6 0.040000  0.020000 0.000 465 0.00000 2 
7 0.046667  0.020000 0.000 465 0.000003  
8 0.053333  0.020000 0.000 465 0.00000 4 
9 0.060000  0.020000 0.000 465 0.000005  
10 0.066667  0.020000 0.000 465 0.000006  
11 0.073333  0.020000 0.000 465 0.000008  
12 0.080000  0.020000 0.000 465 0.000009  
13 0.086667  0.020000 0.000 465 0.0000 11 
14 0.093333  0.020000 0.000 465 0.0000 12 
15 0.100000  0.192000 0.004469 0.0000 14 
16 0.106667  0.212000 0.004935 0.0000 18 
17 0.113333  0.212000 0.004935 0.0000 22 
18 0.120000  0.212000 0.004935 0.0000 28 
19 0.126667  0.343000 0.007990 0.000036  
20 0.133333  0.566000 0.013200 0.0000 47 
21 0.140000  0.889000 0.020767 0.00006 1 
22 0.146667  0.929000 0.021706 0.00008 2 
23 0.153333  0.929000 0.021706 0.000 109 
24 0.160000  1 .263000 0.029559 0.000 143 
25 0.166667  1 .455000 0.034086 0.000 185 
26 0.173333  1 .697000 0.03980 4 0.000 237 
27 0.180000  2 .030000 0.047695 0.00030 1 
28 0.186667  2 .081000 0.048906 0.000378  
29 0.193333  2 .081000 0.048906 0.000 469 
30 0.200000  2 .424000 0.057067 0.000573  
31 0.206667  2 .475000 0.058 282 0.000693  
32 0.213333  2 .475000 0.058 282 0.0008 27 
33 0.220000  2 .808000 0.066 237 0.000977  
34 0.226667  3.010000 0.071075 0.001144 
35 0.233333  3.253000 0.076909 0.001328 
36 0.240000  3.606000 0.085 410 0.001533 
37 0.246667  3.960000 0.093966 0.001758 
38 0.253333  4 .455000 0.105983 0.002007 
39 0.260000  4 .818000 0.114836 0.002283 
40 0.266667  5.020000 0.119776 0.002587 
~ ~ ~ ~ ~ 
 L 375/208 EN Official Journal of the European Union 27.12.2006
Table C (continued)  
 Values of opacity N, unfilte red and filtered k-value around Y max1,A   
    (  peak value, indicated in bold number) 
unfiltered filtered
Index i Time  O pacity N k-Value k-Value 
[-] [s] [%] [m-1] [m-1] 
~ ~ ~ ~ ~259 1.726667 17.182000 0.438429 0.538856 
260 1.733333 16.949000 0.431896 0.539423 
261 1.740000 16.788000 0.427392 0.539936 
262 1.746667 16.798000 0.427671 0.540396 
263 1.753333 16.788000 0.427392 0.540805 
264 1.760000 16.798000 0.427671 0.541163 
265 1.766667 16.798000 0.427671 0.541473 
266 1.773333 16.788000 0.427392 0.541735 
267 1.780000 16.788000 0.427392 0.541951 
268 1.786667 16.798000 0.427671 0.542123 
269 1.793333 16.798000 0.427671 0.542251 
270 1.800000 16.793000 0.427532 0.542337 
271 1.806667 16.788000 0.427392 0.542383 
272 1.813333 16.783000 0.427252 0.542389 
273 1.820000 16.780000 0.427168 0.542357 
274 1.826667 16.798000 0.427671 0.542288 
275 1.833333 16.778000 0.427112 0.542183 
276 1.840000 16.808000 0.427951 0.542043 
277 1.846667 16.768000 0.426833 0.541870 
278 1.853333 16.010000 0.405750 0.541662 
279 1.860000 16.010000 0.405750 0.541418 
280 1.866667 16.000000 0.405473 0.541136 
281 1.873333 16.010000 0.405750 0.540819 
282 1.880000 16.000000 0.405473 0.540466 
283 1.886667 16.010000 0.405750 0.540080 
284 1.893333 16.394000 0.416406 0.539663 
285 1.900000 16.394000 0.416406 0.539216 
286 1.906667 16.404000 0.416685 0.538744 
287 1.913333 16.394000 0.416406 0.538245 
288 1.920000 16.394000 0.416406 0.537722 
289 1.926667 16.384000 0.416128 0.537175 
290 1.933333 16.010000 0.405750 0.536604 
291 1.940000 16.010000 0.405750 0.536009 
292 1.946667 16.000000 0.405473 0.535389 
293 1.953333 16.010000 0.405750 0.534745 
294 1.960000 16.212000 0.411349 0.534079 
295 1.966667 16.394000 0.416406 0.533394 
296 1.973333 16.394000 0.416406 0.532691 
297 1.980000 16.192000 0.410794 0.531971 
298 1.986667 16.000000 0.405473 0.531233 
299 1.993333 16.000000 0.405473 0.530477 
300 2.000000 16.000000 0.405473 0.529704 
~ ~ ~ ~ ~ 27.12.2006 EN Official Journal of the European Union L 375/209
 
3. ETC  TEST   
  
3.1. Gaseous emissions (diesel engine)  
   Assume the following test results for a PDP-CVS system 
 
V
0 (m3/rev) 0.1776 
Np (rev) 23073 
pB (kPa) 98.0 
p1 (kPa) 2.3 
T (K) 322.5 
Ha  (g/kg) 12.8 
NO x conce (ppm) 53.7 
NO x concd (ppm) 0.4 
CO  conce (ppm) 38.9 
CO  concd (ppm) 1.0 
HC  conce (ppm) without cutter 9.00 
HC  concd (ppm) without cutter 3.02 
HC  conce (ppm) with cutter 1.20 
HC  concd (ppm) with cutter 0.65 
CO 2,conce (%) 0.723 
Wact (kWh) 62.72 
    Calculation of the diluted exhaust gas fl ow (annex 4, appendix 2, paragraph 4.1.): 
  
M
TOTW  = 1.293 * 0.1776 * 23073 * (98.0 - 2.3) * 273 / (101.3 * 322.5) 
 = 4237.2 kg 
   Calculation of the NO
x correction factor (annex 4, appendix 2, paragraph 4.2.): 
  1.03910.71)- (12.8 0.0182-11KDH, ?·?  
 
Calculation of the NMHC concentration by NMC met hod (annex 4, appendix 2, 
paragraph 4.3.1.), assuming a methane efficiency  of 0.04 and an ethane efficiency of 0.98: 
 
ppm 7.91= 0.04- 0.981.2- 0.04)-(1×9.0= NMHCconce  L 375/210 EN Official Journal of the European Union 27.12.2006
 
 
ppm 2.39= 0.04- 0.980.65- 0.04)-(1×3.02= NMHCconcd  
 
 Calculation of the background corrected concentrations (annex 4, appendix 2, 
paragraph 4.3.1.1.): 
   Assuming a diesel fuel of the composition C
1H1.8 
  
13.6(1.8/4))(1 (3.76 (1.8/2)11100Fs ?-·--·?  
  
18.69
10 38.9) (9.00 0.72313.6DF4-?
·--?  
 
NO x conc   = 53.7 - 0.4 · (1 - (1/18.69)) = 53.3 ppm 
 CO
conc   = 38.9 - 1.0 · (1 - (1/18.69)) = 37.9 ppm 
 HC
conc   = 9.00 - 3.02 · (1 - (1/18.69)) = 6.14 ppm 
 
NMHC conc = 7.91 - 2.39 · (1 - (1/18.69)) = 5.65 ppm 
   Calculation of the emissi ons mass flow (annex 4, appe ndix 2, paragraph 4.3.1.): 
  
NO
x mass = 0.001587 · 53.3 · 1.039 · 4237.2 = 372.391 g 
 CO
mass = 0.000966 · 37.9   · 4237.2  = 155.129 g 
 HC
mass = 0.000479 · 6.14 · 4237.2  = 12.462 g 
 
NMHC mass = 0.000479 · 5.65 · 4237.2  = 11.467 g 
  Calculation of the specific emissions (annex 4, appendix 2,  paragraph 4.4.): 
  
h g/kW 5.94 62.72 / 372.391 NOx ? ?  
 
h g/kW 2.47 62.72 / 155.129 CO ? ?  
 
h g/kW 0.199 62.72 / 12.462 HC ? ?  
 
g/kWh 0.183 62.72 / 11.467 NMHC ? ?  27.12.2006 EN Official Journal of the European Union L 375/211
 
3.2. Particulate Emi ssions (Diesel Engine)  
  
 Assume the following test results fo r a PDP-CVS system with double dilution 
 
MTOTW (kg) 4237.2 
Mf,p (mg) 3.030 
Mf,b (mg) 0.044 
MTOT (kg) 2.159 
MSEC (kg) 0.909 
Md (mg) 0.341 
MDIL (kg) 1.245 
DF 18.69 
Wact (kWh) 62.72 
  Calculation of the mass emission (annex 4, appendi x 2, paragraph 5.1.): 
  
M
f = 3.030 + 0.044 = 3.074 mg 
  
MSAM = 2.159 - 0.909 = 1.250 kg 
 
g42.1010002.4237
250.1074.3PTmass ? , ?  
 
 Calculation of the background corrected  mass emission (annex 4, appendix 2, 
paragraph 5.1.): 
 
g 9.32 10002.4237
69.1811245.1341.0
250.1074.3PTmass ? ,Ú
ÛÙ
Ê
ËÉ
××
ØÖ
ÇÇ
ÈÆ×ØÖÇÈÆ/, / ?  
 
Calculation of the specific emission (a nnex 4, appendix 2, paragraph 5.2):  
 
g/kWh 5.94 62.72 / 372.391NOx ? ?  
g/kWh 2.47 62.72 / 155.129CO ? ?  
g/kWh 0.199 62.72 / 12.462 HC ? ?  
  
3.3. Gaseous emissions (CNG engine)  
  
Assume the following test re sults for a PDP-CVS system 
 L 375/212 EN Official Journal of the European Union 27.12.2006
 
 
MTOTW (kg)  4237.2 
Ha (g/kg)  12.8 
NO x conce (ppm)  17.2 
NO x concd (ppm)  0.4 
CO  conce (ppm)  44.3 
CO  concd (ppm)  1.0 
HC  conce (ppm) without cutter  27.0 
HC  concd (ppm) without cutter  2.02 
HC  conce (ppm) with cutter  18.0 
HC  concd (ppm) with cutter  0.65 
CH 4 conce (ppm)  18.0 
CH 4 concd (ppm)  1.1 
CO 2,conce (%)  0.723 
Wact (kWh)  62.72 
 
Calculation of the NOx correction factor (annex 4, appendix 2,  paragraph 4.2.): 
 
1.074=10.71)- (12.8× 0.0329-11= KGH,  
 
Calculation of the NMHC concentration (a nnex 4, appendix 2, paragraph 4.3.1.): 
 
a) GC method 
  
NMHC conce = 27.0 - 18.0 = 9.0 ppm 
 
b) NMC method   Assuming a methane efficiency of 0.04 and an ethane efficiency of 0.98 (see annex 4, appendix 5, paragraph 1.8.4.) 
 
mpp 8.4 0.04- 0.9818.0- 0.04)-(1 27.0NMHCconce ?·?  
 
ppm 1.37 0.04- 0.980.65- 0.04)-(1 2.02NMHCconcd ?·?  
 27.12.2006 EN Official Journal of the European Union L 375/213
 
Calculation of the background corrected concentrations (annex 4, appendix 2, 
paragraph 4.3.1.1.): 
 Assuming a 100 % methane fuel of the composition C
1H4 
 
9.5(4/4)))(1 (3.76 (4/2)11100FS ?---·?  
 
13.01
10 44.3) (27.0 0.7239.5DF4-?
·--?  
 
For NMHC with GC method, the background concentration is the difference between 
HC concd and CH 4 concd  
 
NO x conc = 17.2 - 0.4 ·  (1 - (1/13.01)) = 16.8 ppm 
 
CO conc = 44.3 - 1.0 ·  (1 - (1/13.01)) = 43.4 ppm 
 
NMHC conc = 8.4 - 1.37 ·  (1 - (1/13.01)) = 7.13 ppm  (NMC method) 
 
NMHC conc = 9.0 - 0.92 ·  (1 - (1/13.01)) = 8.15 ppm  (GC method) 
 
CH 4 conc = 18.0 - 1.1 ·  (1 - (1/13.01)) = 17.0 ppm  (GC method) 
  
Calculation of the emissions mass flow (a nnex 4, appendix 2, paragraph 4.3.1.): 
  
NO x mass = 0.001587 ·  16.8 ·  1.074 ·  4237.2 =121.330 g 
 CO
mass = 0.000966 ·  43.4   ·  4237.2 = 177.642 g 
 
NMHC mass = 0.000516 ·  7.13 ·  4237.2 = 15.589 g  (NMC method) 
 NMHC
mass = 0.000516 ·  8.15 ·  4237.2 = 17.819 g  (GC method) 
 CH
4 mass = 0.000552 ·  17.0 ·  4237.2 = 39.762 g  (GC method) 
  
Calculation of the specific emissions (a nnex 4, appendix 2, paragraph 4.4.): 
 
xNO = 121.330/62.72 = 1.93 g/kWh 
 
CO  = 177.642/62.72 = 2.83 g/kWh 
 
NMHC  = 15.589/62.72  = 0.249 g/kWh  (NMC method) 
 L 375/214 EN Official Journal of the European Union 27.12.2006
 
NMHC  = 17.819/62.72  = 0.284 g/kWh  (GC Method) 
 
4CH  = 39.762/62.72  = 0.634 g/kWh  (GC method) 
 
4. ʷ-SHIFT FACTOR (S ʷ) 
 4.1. Calculation of the ʷ-shift factor (S
ʷ) 5/ 
 
100*O - 4m + n100% inert - 12 = S
2×ØÖÇÈÆ×ØÖÇÈÆn  
 where: 
  S
ʷ  = ʷ-shift factor; 
 inert %  = % by volume of inert gases in the fuel (i.e. N 2, CO 2, He, etc.); 
 O 2*  = % by volume of original oxygen in the fuel; 
 n and m  = refer to average C nHm representing the fuel hydrocarbons, i.e: 
  
100%diluent1..100%C5100%C4100%C3100%C2100%CH1
n5 4 3 2 4
/-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,
?  
 
 
100%diluent1..100%HC8100%HC6100%HC4100%CH4
m83 62 42 4
/-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,-ÚÛÙ
ÊËÉ,
?  
 
  where:   CH
4 = % by volume of methane in the fuel; 
 C 2 = % by volume of all C 2 hydrocarbons (e.g.: C 2H6, C2H4, etc.) in the fuel; 
 C 3 = % by volume of all C 3 hydrocarbons (e.g.: C 3H8, C3H6, etc.) in the fuel; 
 C 4 = % by volume of all C 4 hydrocarbons (e.g.: C 4H10, C4H8, etc.) in the fuel; 
 C 5 = % by volume of all C 5 hydrocarbons (e.g.: C 5H12, C5H10, etc.) in the fuel; 
 diluent = % by volume of dilution gases in the fuel (i.e.: O 2*, N 2, CO 2, He, etc.). 
 
                     
5/ Stoichiometric Air/Fuel ratios of automotive fuels:  SAE J1829, June 1987. 
 John B. Heywood, Internal Combustion Engine Fundamentals, McGraw-Hill, 1988, Chapter 3.4. “Combustion 
stoichiometry” 
 (pages 68 to 72).  27.12.2006 EN Official Journal of the European Union L 375/215
 
4.2.  Examples for the calculation of the ʷ-shift factor S ʷ: 
 
  Example 1: G 25: CH 4 = 86%, N 2 = 14% (by vol) 
 
 
1 = 
86.086.0 = 
10014 - 186.0  1 = 
100% diluent - 1..  + 100%C2 + 100%CH1
 = n2 4
,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,
 
  
4 = 
86.086.0  4 = 
100% diluent - 1..   + 100%HC4 + 100%CH4
 =m 42 4
,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,
 
 
16.1 = 
44 + 1 x 10014 - 12 = 
100*O - 4m + n100% inert - 12 = S
2×ØÖÇÈÆ×ØÖÇÈÆ×ØÖÇÈÆ×ØÖÇÈÆn  
 
 
Example 2: GR: CH 4 = 87 %, C 2H6 = 13 % (by vol) 
  
13.1 = 113.1 = 
1000 - 113.02 + 87.01 = 
100% diluent - 1..  + 100%C2 + 100%CH1
 = n2 4
, ,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,
 
  
 
26.4 = 113.06 + 87.04 = 
100% diluent - 1..   + 100%HC6 + 100%CH4
 =m 62 4
, ,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,
 
 
911.0 = 
426.4 + 1.13  1000 - 12 = 
100*O - 4m + n100% inert - 12 = S
2×ØÖÇÈÆ,×ØÖÇÈÆ×ØÖÇÈÆ×ØÖÇÈÆn  
 
 Example 3: USA: CH 4 = 89 %, C 2H6 = 4.5 %, C 3H8 = 2.3 %, C 6H14 = 0.2 %, O 2 = 0.6 %, 
N2 = 4% 
 
 
*+11.1 = 
1004 + 0,64 - 1002.04 + 023.03 + 045.02 + 89.01 = 
100% diluent - 1..  + 100%C2x + 100%CH1x
 = n2 4
, , , ,ÚÛÙ
ÊËÉ
ÚÛÙ
ÊËÉ
 
  L 375/216 EN Official Journal of the European Union 27.12.2006
 
24.4 = 
1004 + 6.0 - 1002.014 + 023.08 + 045.04 +89.04 = = 
100% diluent - 1100%HC8 + ..   + 100%HC6 + 100%HC4 + 100%CH4
 =m 83 62 42 4
, , , ,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,ÚÛÙ
ÊËÉ,
 
 
96.0 = 
1006.0 - 424.4 + 1.11  1004 - 12 = 
100*O - 4m + n100% inert - 12 = S
2×ØÖÇÈÆ,×ØÖÇÈÆ×ØÖÇÈÆ×ØÖÇÈÆn  
 
__________ 27.12.2006 EN Official Journal of the European Union L 375/217
 
Annex 9  
 
SPECIFIC TECHNICAL REQUIREMENTS RELATING TO 
ETHANOL-FUELLED DIESEL ENGINES 
 
 In the case of ethanol-fuelled diesel engines, the following specific modifications to the appropriate paragraphs, equations and factors will apply to the test procedures defined in annex 4 to this Regulation.  In annex 4, appendix 1
 
 4.2. Dry/wet correction 
××
ØÖ
ÇÇ
ÈÆ·-?
AIRWFUELFH
GG2.57711.877F  
 
 4.3. NO
X correction for humidity and temperature 
298) (TB 10.71) (HA11K
a aDH,/·-/·-?  
 
  with:  A = 0.181 G
FUEL/GAIRD - 0.0266 
 B = - 0.123 G FUEL/GAIRD + 0.00954 
 T a = temperature of the air, K 
 H a = humidity of the intake air, g water per kg dry air 
 4.4. Calculation of the emission mass flow rates 
  The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming 
the exhaust gas density to be 1.272 kg/m
3 at 273 K (O°C) and 101.3 kPa: 
  (1) NO
x mass = 0.001613 ·  NO x conc ·  K H,D ·  G EXHW  
  (2) CO
mass = 0.000982 ·  CO conc  ·  G EXHW  
  (3) HC
mass = 0.000809 ·  HC conc ·  K H,D ·  G EXHW  
  where NO
x conc, CO conc, HC conc  1/ are the average concentrations (ppm) in the raw exhaust 
gas, as determined in paragraph 4.1. 
 
                     
1/ Based on C1 equivalent. L 375/218 EN Official Journal of the European Union 27.12.2006
 
 If, optionally, the gaseous emissions are determined with a full flow dilution system, the 
following formulae must be applied: 
  
 (1) NO x mass = 0.001587 ·  NO x conc ·  K H,D ·  G TOTW  
  (2) CO
mass = 0.000966 ·  CO conc  ·  G TOTW  
  (3) HC
mass = 0.000795 ·  HC conc·  G TOTW  
  where NO
x conc, CO conc, HC conc 1/ are the average background corrected concentrations 
(ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2, paragraph 4.3.1.1. 
 In annex 4, appendix 2
 
 Paragraphs 3.1., 3.4., 3.8.3. and 5.  of appendix 2 do not apply solely to  diesel engines. They also apply 
to ethanol-fuelled diesel engines.  4.2. The conditions for the test should be arrang ed so that the air temperature and the humidity 
measured at the engine intake is set to standard conditions during the test run. The standard 
should be 6  0.5 g water per kg dry air at a temperature interval of 298 $ 3 K.  Within 
these limits no further NO
X correction should be made. The te st is void if these conditions 
are not met. 
 
4.3. Calculation of the emission mass flow  4.3.1.  Systems with constant mass flow    For systems with heat exchanger, the mass of the pollutants (g/test) must be determined 
from the following equations: 
   
 (1) NO
X mass = 0.001587 ·  NO X conc ·  KH,D ·  MTOTW  (ethanol fuelled engines) 
   (2) CO 
mass = 0.000966 ·  CO conc MTOTW  (ethanol fuelled engines) 
   (3) HC 
mass = 0.000794 ·  HC conc ·  MTOTW ' (ethanol fuelled engines) 
  27.12.2006 EN Official Journal of the European Union L 375/219
 
 where: 
  NO
x conc, CO conc, HC conc, 1/ NMHC conc  =  average background co rrected concentrations 
over the cycle from integration (mandatory for NO X and HC) or bag measurement, ppm. 
  M
TOTW  = total mass of diluted exhaust gas over th e cycle as determined in paragraph 4.1., 
kg. 
 4.3.1.1. Determination of the b ackground corrected concentrations  
   The average background concentration of the ga seous pollutants in the dilution air must be 
subtracted from measured concentrations to ge t the net concentrations of the pollutants.  
The average values of the background concentra tions can be determined by the sample bag 
method or by continuous measurement with inte gration.  The following formula must be 
used. 
 
conc = conc
e - conc d * (1 - (1/DF))  
 where:    conc = concentration of the respective pollutant in the diluted    exhaust gas, corrected by the amount of the respective    pollutant contained in the dilution air, ppm   conc
e = concentration of the respective pollutant measured 
   in the diluted exhaust gas, ppm   conc
d = concentration of the respective pollutant measured 
   in the dilution air, ppm   DF = dilution factor      The dilution factor must be calculated as follows:   
DF = 
4-10*)conceCO+conceHC(+conce,2COSF
 
  
  where:    CO
2,conce  = concentration of CO 2 in the diluted exhaust gas, % vol 
 HC conce  = concentration of HC in the diluted exhaust gas, ppm C1 
 CO conce  = concentration of CO in the diluted exhaust gas, ppm 
                     
1/ Based on C1 equivalent.   L 375/220 EN Official Journal of the European Union 27.12.2006
 
 F S  = stoichiometric factor 
 
  Concentrations measured on dry basis must be  converted to a wet basis in accordance with 
annex 4, appendix 1,  paragraph 4.2. 
   The stoichiometric factor must, for the general fuel composition CH
ōOßNY, be calculated as 
follows: 
FS = 
2ʱ
2ʰ - 4ō1 3.762ō11100
-×
ØÖÇ
ÈÆ-·--·  
 
 Alternatively, if the fuel composition is not  known, the following stoichiometric factors 
may be used: 
  F
S (ethanol) = 12.3 
 4.3.2. Systems with flow compensation   For systems without heat exchanger, the mass of the pollutants (g/test) must be determined 
by calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle.  Also, the background correc tion must be applied directly to the 
instantaneous concentration value.  Th e following formulae must be applied: 
 (1) NO
x mass = 
  (2) CO
mass = 
 Å
?,/· · / · ·n
1iconc TOTW i, conc i TOTW, 0.000966) 1/DF)(1 CO (M 0.000966) CO (Md eÅ
?·/· · / · ·n
1iconcdx TOTW i conce,x i TOTW, 0.001587) 1/DF)(1 NO (M 0.001587) NO (M27.12.2006 EN Official Journal of the European Union L 375/221
 
(3) HC mass = 
  
 where:   conc
e = concentration of the respective pollutant measured in the  
   diluted exhaust gas, ppm   conc
d = concentration of the respective pollutant measured in the  
   dilution air, ppm   M
TOTW,I  = instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg 
  M
TOTW  = total mass of diluted exhaust gas over the cycle 
   (see paragraph 4.1.), kg   DF = dilution factor as determined in paragraph 4.3.1.1.  4.4. Calculation of the specific emissions 
  The emissions (g/kWh) must be calculated fo r all individual components in the following 
way: 
 
 
act massx x W/ NO= NO  
 
 act mass W/ CO=CO  
 
 act mass W/ HC=HC  
 
  
 where: 
   W
act = actual cycle work as determined in paragraph 3.9.2., kWh 
  
____________  Å
?,/, ,/ , ,n
1iconc TOTW i,conciTOTW, 0.000479)1/DF)(1HC(M 0.000479)HC(Md eL 375/222 EN Official Journal of the European Union 27.12.2006