30. 3. 90 Official Journal of the European Communities No C 81/1 
II 
(Preparatory Acts) 
COMMISSION 
Proposal for a Council Directive amending Directive 70/220/EEC on the approximation of the 
laws of the Member States relating to measures to be taken against air pollution by emissions 
from motor vehicles 
COM(89) 662 final—SYN 240 
(Submitted by the Commission on 5 January 1990) 
(90/C 81/01) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 100a 
thereof, 
Having regard to the proposal from the Commis­
sion (•), 
In cooperation with the European Parliament (2), 
Having regard to the opinion of the Economic and 
Social Committee (3), 
Whereas it is important to adopt measures with the aim 
of progressively establishing the internal market over a 
period expiring on 31 December 1992; whereas the 
internal market shall comprise an area without internal 
frontiers in which the free movement of goods, persons, 
services and capital is ensured; 
Whereas the first programme of action of the European 
Communities on the protection of the environment, 
approved by the Council on 22 November 1973, called 
for account to be taken of the latest scientific advances 
in combating atmospheric pollution caused by gases 
emitted from motor vehicles and for Directives adopted 
previously to be amended accordingly; .Whereas the third programme of action provides for 
additional efforts to be made to reduce considerably 
the present level of emissions of pollutants from motor 
vehicles; 
Whereas Directive 70/220/EEC (4) as last amended by 
Directive 89/491/EEC (5) lays down the limit values 
for carbon monoxide and unburnt hydrocarbon emis­
sions from the engines of such vehicles; whereas these 
limit values were first reduced by Directive 74/290/ 
EEC (6) and supplemented, in accordance with Direc­
tive 77/102/EEC (7) by limit values for permissible 
emissions of nitrogen oxides; whereas the limit values 
for these three pollutions were successively reduced by 
Directives 78/665/EEC (8), 83/351/EEC (9) and 88/ 
76/EEC (10), limit values for particulate pollutant emis­
sions from diesel engines were introduced by Directive 
88/436/EEC (n) and more severe European standards 
for cars below 1 400 cm3 by Directive 89/458/EEC (12); 
Whereas the work undertaken by the Commission in 
that sphere has shown that the Community has avail­
able, or is currently perfecting, technologies which 
allow a further reduction of the limit values in question 
for all engine sizes; 
(') OJNoC... 
(2) Opinion delivered on 
(3) OJ No C ... (4) 
(5) 
(6) 
o (8) 
H 
(l0) 
(") (.2) OJ No L 76, 6. 4. 
OJNoL238, 15. 
OJNoL159, 15. 
OJ No L 32, 3. 2. 
OJ No L 223, 14. 
OJ No L 197, 20. 
OJ No L 36, 9. 2. 
OJNoL214, 6. J 
OJ No L 226, 3.! 1970, p. 1. 
8. 1989, p. 43. 
6. 1974, p. 61. 
1977, p. 32. 
8. 1978, p. 48. 
7. 1983, p. 1. 
1988, p. 1. 
i. 1988, p. 1. 
3. 1989, p. 1. 
No C 81/2 Official Journal of the European Communities 30.3.90 
Whereas, since more severe emission standards have 
been laid down by Directive 89/458/EEC for cars 
below 1 400 cm3, it is now necessary, in accordance 
with Article 5 of this Directive, to align the limit values 
for the emissions of cars with an engine capacity equal 
to or more than 1 400 cm3 to these standards at the 
same application dates and on the basis of an 
improved European test procedure including an extra-
urban driving sequence; whereas it appears appropriate 
to lay down simultaniously requirements relating to the 
evaporative emissions and to the durability of emission 
related vehicle componants and to introduce, in 
accordance with Article 4 of Directive 88/436/EEC, 
the second stage of the standards for particulate pol-
luant emissions for cars equipped with diesel engines, 
thus consolidating the requirements of the European 
Community relating to the emissions of air polluants 
from passenger cars; 
Whereas in order to allow the European environment 
to benefit to the maximum from these provisions and at 
the same time ensure the unity of the market, it appears 
necessary to implement the more stringent European 
standards based on total harmonization; 
Whereas in view of the major role played by pollutant 
emissions from motor vehicles and their contribution to 
the gases responsible for the greenhouse effect, their 
emissions of C02 in particular must be stabilized and 
subsequently reduced in line with the decision of the 
Governing Council of the United Nations Environ­
ment Programme (UNEP) of 24 May 1989, and in 
particular point 11 (d) thereof, 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
The Annexes to Directive 70/220/EEC are replaced by 
the Annexes to this Directive. 
Article 2 
1. From 1 January 1991 no Member State may, on 
grounds relating to air pollution by their emissions: 
— refuse to grant EEC type approval, to issue the 
document referred to in the last indent of Article 
10(1) of Directive 70/156/EEC (') or to grant 
national type approval for a type of motor vehicle, 
or 
(') OJ No L 42, 23.2. 1970, p. 1. — prohibit the initial entry into service of motor vehi­
cles, 
where emissions from this type of motor vehicle or 
from such vehicles meet the provisions of Directive 
70/220/EEC, as amended by this Directive. 
2. From 1 July 1992, Member States: 
— shall refuse to grant EEC type approval or to issue 
the document provided for in the last indent of 
Article 10(1) of Directive 70/156/EEC for a type 
of motor vehicle, 
— shall refuse national type approval for a type of 
motor vehicle, 
the emissions from which do not meet the requirements 
of the Annexes to Directive 70/220/EEC, as amended 
by this Directive. 
3. From 31 December 1992, Member States shall pro­
hibit the initial entry into service of vehicles the emis­
sions from which do not meet the requirements of the 
Annexes to Directive 70/220/EEC, as amended by this 
Directive. 
Article 3 
Member States may make provision for tax incentives 
for the vehicles covered by this Directive. Such incen­
tives shall meet the provisions of the Treaty as well as 
the following conditions: 
— they shall apply to all domestic car production and 
to vehicles imported for marketing in a Member 
State and fitted with equipment allowing the Euro­
pean standards to be met in 1992 to be satisfied 
ahead of time, 
— they shall cease upon the dates set in Article 2 (3) 
for the complusory entry into force of the emission 
values for new vehicles, 
— they shall be of a value, for each type of vehicle, 
substantially lower than the actual cost of the 
equipment fitted to meet the values set and of its 
fitting on the vehicle. 
The Commission shall be informed of any plans to 
introduce or amend the tax incentives referred to in the 
first subparagraph in sufficient time to allow it to sub­
mit comments. 
Article 4 
Acting by a qualified majority on a proposal from the 
Commission, which will take account of the results of 
30. 3. 90 Official Journal of the European Communities No C 81/3 
the work in progress on the greenhouse effect, the 
Council shall decide on measures designed to limit 
C02 emissions from motor vehicles. 
Article 5 
Member States shall bring into force the laws, regula­
tions and administrative provisions necessary in order to comply with this Directive before 1 January 1991. 
They shall forthwith inform the Commission thereof. 
The provisions adopted pursuant to the first subpara­
graph shall make express reference to this Directive. 
A rticle 6 
This Directive is addressed to the Member States. 
No C 81/4 Official Journal of the European Communities 30. 3. 90 
ANNEX I 
SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE - APPROVAL, EEC TYPE - APPROVAL, TEST 
SPECIFICATIONS, EXTENSION OF EEC TYPE - APPROVAL, CONFORMITY OF PRODUCTION, TRAN­
SITIONAL PROVISIONS 
1. SCOPE 
This Directive applies to the tailpipe emissions and evaporative emissions for all motor vehicles 
equipped with positive ignition engines and to the tailpipe emissions from vehicles of categories M, and 
N| ('), equipped with compression-ignition engines covered by Article 1 of Directive 70/220/EEC in the 
version of Directive 83/351/EEC (2), with the exception of those vehicles of category N, for which 
type-approval has been granted under Directive 88/77/EEC (3). 
At the request of the manufacturers, type-approval to this Directive may be extended from M, or N, 
vehicles equipped with compression ignition engines which have already been type-approved, to M2 and 
N2 vehicles having a reference mass not exceeding 2 840 kilograms and meeting the conditions of Sec­
tion 6 of this Annex (extension of EEC type-approval). 
2. DEFINITIONS 
For the purposes of this Directive: 
2.1. 'Vehicle type' with regard to the tailpipe emissions from the engine, means a category of power-driven 
vehicles which do not differ in such essential respects as: 
2.1.1. the equivalent inertia determined in relation to the reference mass as prescribed in 5.1 of Annex III; and 
2.1.2. the engine and vehicle characteristics as defined in Annex II. 
2.2. 'Reference mass' means the mass of the vehicle in running order less the uniform mass of the driver of 
75 kilograms and increased by a uniform mass of 100 kilograms. 
2.2.1. 'Mass of the vehicle in running order' means the mass defined under 2.6 of Annex I to Directive 70/ 
156/EEC. 
2.3. 'Maximum mass' means the mass defined under 2.7 of Annex I to Directive 70/156/EEC. 
2.4. 'Gaseous pollutants' means the exhaust gas emissions of carbon monoxide, hydrocarbons (assuming a 
ratio of C|H, 85), and oxides of nitrogen, expressed in nitrogen dioxide (N02) equivalent. 
2.5. 'Particulate pollutants' means components of the exhaust gas which are removed from the diluted 
exhaust gas at a maximum temperature of 325 K (52 °C) by means of the filters described in Annex III. 
2.6. 'Tailpipe emissions'means: 
— for positive-ignition engines, the emission of gaseous pollutants, 
— for compression-ignition engines, the emission of gaseous and particulate pollutants. 
2.7. 'Evaporative emissions' are the hydrocarbon vapours lost from the fuel system of a motor vehicle other 
than those from tailpipe emissions. 
2.7.1. 'Tank breathing losses' are hydrocarbon emissions caused by temperature changes in the fuel tank 
(assuming a ratio of C|H233). 
2.7.2. 'Hot soak losses' are hydrocarbon emissions arising from the fuel system of a stationary vehicle after a 
period of driving (assuming a ratio of C|H220). 
(!) As defined in point 0.4 of Annex I to Directive 70/156/EEC — OJ No L 42, 23. 2. 1970, p. 1. 
(2) OJ No LI 97, 20. 7. 1983, p. 1. 
(3) OJNoL36,9. 2. 1988, p. 1. 
30. 3. 90 Official Journal of the European Communities No C 81/5 
2.8. 'Engine crankcase' means the spaces in or external to an engine which are connected to the oil sump by 
internal or external ducts through which gases and vapours can escape. 
2.9. 'Cold start device' means a device which enriches the air/fuel mixture of the engines temporarily thus 
assisting the engine to start. 
2.10. 'Starting aid' means a device which assists the engine to start without enrichment of the air/fuel mixture 
of the engine, e.g. glow plugs, modifications to the injection timing. 
2.11. 'Engine capacity' means: 
2.11.1. for reciprocating piston engines, the nominal engine swept volume; 
2.11.2. for rotary piston (Wankel) engines, double the nominal engine swept volume. 
2.12. 'Anti-pollution device' means those components of a vehicle that control and/or limit tailpipe and eva­
porative emissions. 
3. APPLICATION FOR EEC TYPE - APPROVAL 
3.1. The application for approval of a vehicle type with regard to tailpipe emissions, evaporative emissions 
and durability of antipollution devices shall be submitted by the vehicle manufacturer or by his author­
ized representative. 
3.2. It shall be accompanied by the information required by Annex II, completed with: 
3.2.1. a description of the evaporative control system installed on the vehicle; 
3.2.2. in the case of vehicles equipped with positive ignition engines, a statement of whether either 5.1.2.1 (res­
tricted orifice) or 5.1.2.2 (marking) applies, and in the latter case, a description of the marking; 
3.2.3. when appropriate, copies of other type approvals with the relevant data to enable extensions of approv­
als and establishment of deterioration factors. 
3.3. For the tests described in Section 5 of this Annex a vehicle representative of the vehicle type to be 
approved shall be submitted to the technical service responsible for the type-approval tests. 
4. EEC TYPE - APPROVAL 
4.1. A certificate conforming to the model specified in Annex X shall be issued as the EEC type-approval 
certificate. 
5. REQUIREMENTS AND TESTS 
5.1. General 
5.1.1. The components liable to effect tailpipe and evaporative emissions shall be so designed, constructed 
and assembled as to enable the vehicle, in normal use, to comply with the requirements of this Directive, 
despite the vibration to which they may be subjected. The technical measures taken by the manufacturer 
must be such as to ensure that the tailpipe and evaporative emissions are effectively limited throughout 
the normal life of the vehicle and under normal conditions of use. For tailpipe emissions, these provi­
sions are deemed to be met if the provisions of item 5.3.1.4 and 7.1.1.1 are respectively complied with. 
5.1.2. A vehicle equipped with a positive-ignition engine shall be designed to be capable of running on 
unleaded petrol as specified by Directive 85/210/EEC ('). 
5.1.2.1. Subject to 5.1.2.2, the inlet orifice of the fuel tank shall be so designed that it prevents the tank from 
being filled from a petrol pump delivery nozzle which has an external diameter of 23,6 mm or greater. 
(') OJNoL96, 3.4. 1985, p. 25. 
No C 81/6 Official Journal of the European Communities 30. 3. 90 
5.1.2.2. Paragraph 5.1.2.1 does not apply to a vehicle in respect of which both of the following conditions are 
satisfied, that is to say: 
5.1.2.2.1. that the vehicle is so designed and constructed that no device designed to control the emission of gas­
eous pollutants shall be adversely affected by leaded petrol, and 
5.1.2.2.2. that it is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol specified in 
ISO 2575-1982 in a position immediately visible to a person filling the fuel tank. Additional markings 
shall be permitted. 
5.2. Application of tests 
Figure 1.5.2 illustrates the routes for type-approval of a vehicle. 
5.2.1. With the exception of vehicles referred to in 8.1, positive-ignition engined vehicles shall be subject to the 
following tests: 
— type I (simulating the average tailpipe emissions after a cold start), 
— type III (emissions of crankcase gases), 
— type IV (evaporative emissions), 
— type V (durability of anti-pollution devices). 
5.2.2. Positive-ignition engined vehicles referred to in 8.1 shall be subject to the following tests: 
— type I (simulating the average tailpipe emissions after a cold start), 
— type II (carbon monoxide emission at idling speed), 
— type III (emissions of crankcase gases). 
5.2.3. With the exception of vehicles referred to in 8.1, compression-ignition engined vehicles shall be subject 
to the following tests: 
— type I (simulating the average tailpipe emissions after a cold start), 
— type V (durability of anti-pollution devices). 
5.2.4. Compression-ignition engined vehicles referred to in 8.1 shall be subject to the following test: 
— type I (simulating the average tailpipe emissions — after a cold start — gaseous polluants only.) 
5.3. Description of tests 
5.3.1. Type I test (simulating the average tailpipe emissions after a cold start). 
5.3.1.1. Figure 1.5.3 illustrates the routes for type I approval. This test shall be carried out on all vehicles referred 
to in Section 1, of a maximum mass not exceeding 3,5 tonnes. 
5.3.1.2. The vehicle is placed on a dynamometer bench equipped with a means of load and inertia simulation. 
5.3.1.2.1. With the exception of vehicles referred to in 8.1, a test lasting a total of 19 minutes and 40 seconds, 
made up of two parts, One and Two, shall be performed without interruption. An unsampled period of 
not more than 20 seconds may, with the agreement of the manufacturer, be introduced between the end 
of Part One and the beginning of Part Two in order to facilitate adjustment of the test equipment. 
5.3.1.2.2. Part One of the test is made up of four elementary urban cycles. Each elementary urban cycle comprises 
15 phases (idling, acceleration, steady speed, deceleration, etc.). 
5.3.1.2.3. Part Two of the test is made up of one extra urban cycle. The extra urban cycle comprises 13 phases 
(idling, acceleration, steady speed, deceleration, etc.). 
30. 3. 90 Official Journal of the European Communities No C 81/7 
Figure 1.5.2 
Different routes for type-approval and extensions 
Type-approval test 
Type I 
Type 11 
Type III 
Type IV 
Type V 
Extension Positive ignition engines 
M| vehicles 
— mass < 2,5 
tonnes 
— maximum six 
places 
Yes 
Part One + 
Part Two 
— 
Yes 
Yes 
Yes 
Section 6 Vehicles corres­
ponding to item 
8.1 
Yes 
(m<3,5 
tonnes) 
Part One 
Yes 
Yes 
— 
— 
Section 6 Compression ignition engines 
M| vehicles 
— mass < 2,5 
tonnes 
— maximum six 
places 
Yes 
Part One + 
Part Two 
— 
— 
— 
Yes 
Section 6 Vehicles corres­
ponding to item 
8.1 
Yes 
(m<3,5 
tonnes) 
Part One 
— 
— 
— 
— 
— M2 and 
N2 types 
— Reference 
mass 
not more 
than 
2 840 kilo­
grams 
— Section 6 
5.3.1.2.4. For the vehicles referred to in 8.1, a test comprising only four elementary urban cycles (Part One) is 
performed without interruption, lasting a total of 13 minutes. 
5.3.1.2.5. During the test the exhaust gases are diluted and a proportional sample collected in one or more bags. 
The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure des­
cribed below, and the total volume of the diluted exhaust is measured. Not only the carbon monoxide, 
hydrocarbon and nitrogen oxide emissions, but also the particulate pollutant emissions from vehicles 
equipped with compression-ignition engines shall be recorded. 
5.3.1.3. The test shall be carried out using the procedure described in Annex III. The methods used to collect 
and analyse the gases and to remove and weigh the particulates shall be those prescribed. 
5.3.1.4. Subject to the requirements of 5.3.1.4.2 and 5.3.1.5 the test shall be repeated three times. Except for vehi­
cles referred to in 8.1 for each test, the results shall be multiplied by the appropriate deterioration factors 
obtained from 5.3.5. The resulting masses of gaseous emissions and, in the case of vehicles equipped 
with compression-ignition engines, the mass of particulates obtained in each test shall be less than the 
limits shown in the table below: 
Mass of carbon monoxide 
L, 
(g/km) 
2,72 Combined mass of hydrocarbons and 
oxides of nitrogen 
(g/km) 
0,97 Mass of particulates(') 
u 
(g/km) 
0,19 
(') For compression-ignition engines. 
5.3.1.4.1. Notwithstanding the requirements of 5.3.1.4, for each pollutant or combination of pollutants, one of the 
three resulting masses obtained may exceed, by not more than 10%, the limit prescribed, provided the 
arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are 
exceeded for more than one pollutant it is immaterial whether this occurs in the same test or in different 
tests ('). 
(') When one of the three results corresponding to each pollutant or combination exceeds the limit value prescribed in 5.3.1.4 by 
more than 10 %, the test may, for the vehicle concerned, be continued as specified in 5.3.1.4.2. 
NoC81/8 Official Journal of the European Communities 30. 3.90 
Figure 1.5.3 
Flow sheet for type I type-approval 
(see item 5.3.1) 
yes 
yes 
yes One test 
V„ < 0,70 L 
1 no 
V„ > 1,10 L 
1 no 
Two tests 
V„ < 0,85 L 
and VP < L 
and V„ + V,2 < 1,70 L 
1 no 
Vp > 1,10 L 
or V„ > L 
and Vi2 > L 
1 no 
Three tests 
V„ < L 
and Vi2 < L 
and VL, < L 
| 
Vp > 1,10 L 
or V„ > L 
and V,3 > L 
or Vi2 > L 
and Vp > L 
| 
(V„ + Vp + Vp)/3 < L 
| 
(V,, + Vp + Vp)/3 > 1,1 L 
1 Options: 
To increase the number 
of tests to 10 
(n = 10) yes f 
yes / 
yes i 
yes 
yes 
yes EEC type-approva 
granted 
granted 
granted 
granted 
V < L 
(n = 10) I 
1 
l 
1 
) 
yes f '> 
• { gi anled 
30. 3. 90 Official Journal of the European Communities No C 81/9 
5.3.1.4.2. The number of tests prescribed in 5.3.1.4 may, at the request of the manufacturer, be increased to 10 
provided that the arithmetical mean (Xj) of the first three results obtained for each pollutant or combined 
total of two pollutants subject to limitation falls between 100 and 110% of the limit. In this case, the 
requirement shall be only that the arithmetical mean of all 10 results obtained for each pollutant or com­
bined total of two pollutants subject to limitation shall be less than the limit value (X< L). 
5.3.1.5. The number of tests prescribed in 5.3.1.4 shall be reduced in the conditions hereinafter defined, where V| 
is the result of the first test and V2 the result of the second test for each pollutant or for the combined 
emission of two pollutants subject to limitation. 
5.3.1.5.1. Only one test shall be performed if the result obtained for each pollutant or for the combined emission 
of two pollutants subject to limitation, is less than or equal to 0,70 L (ie. V, <0,70 L). 
5.3.1.5.2. If the requirement of 5.3.1.5.1 is not satisfied only two tests shall be performed if, for each pollutant or 
for the combined emission of two pollutants subject to limitation, the following requirements are met: 
V, < 0,85 LandV, + V2 < 1,70 L and v2 < L. 
5.3.2. Type II test (carbon monoxide emission test at idling speed) 
5.3.2.1. This test shall be carried out on all vehicles referred to in 8.1 powered by a positive-ignition engine. 
5.3.2.2. When tested in accordance with Annex IV, the carbon monoxide content by volume of the exhaust 
gases emitted with the engine idling shall not exceed 3,5 % at the setting used for the type I test and shall 
not exceed 4,5 % within the range of adjustments specified in that Annex. 
5.3.3. Type III test (verifying emissions of crankcase gases) 
5.3.3.1. This test must be carried out on all vehicles referred to in Section 1 except those having compression-
ignition engines. 
5.3.3.2. When tested in accordance with Annex V, the engine's crankcase ventilation system shall not permit the 
emission of any of the crankcase gases into the atmosphere. 
5.3.4. Type IV test (determination of evaporative emissions) 
5.3.4.1. This test must be carried out on all vehicles referred to in Section 1 except those vehicles having com­
pression-ignition engines and those vehicles referred to in 8.1. 
5.3.4.2. When tested in accordance with Annex VI, evaporative emissions shall be less than 2 g/test. 
5.3.5. Type V test (durability of anti-pollution devices) 
5.3.5.1. This test shall be carried out on all vehicles referred to in Section 1, with the exception of those vehicles 
referred to in 8.1. 
The manufacturer may choose either: 
5.3.5.1.1. an aging test of 30 000 km performed according to a set schedule, described in Annex VII, on track or 
roller bench; 
5.3.5.1.2. an aging test of 80 000 km performed according to a set schedule, described in Annex VIII, on track, 
road or roller test bench. 
5.3.5.2. Notwithstanding the requirement of 5.3.5.1 a manufacturer may choose to have the deterioration factors 
from the following table used as an alternative to testing to 5.3.5.1.1 or 5.3.5.1.2. 
NoC81/10 Official Journal of the European Communities 30. 3. 90 
Emission control system 
Positive-ignition engine 
Compression-ignition engine Deterioration factors 
CO 
1,2 
1,1 HC + NOx 
1,2 
1,0 Particulates (') 
1,2 
At the request of the manufacturer, the technical service may carry out the type I test before the type V 
test has been completed using the deterioration factors in the table above. On completion of the type V 
test, the technical service may then amend the type-approval results recorded in Annex X by replacing 
the deterioration factors in the above table with those measured in the type V test. 
5.3.5.3. Deterioration factors shall be determined using either procedure in 5.3.5.1 or using the values in the 
table in 5.3.5.2. The factors shall be used to establish compliance with the requirements of 5.3.1.4 and 
7.1.1.1. 
EXTENSION OF EEC TYPE - APPROVAL 
Tailpipe emission related extensions 
(type I and type II tests) 
6.1.1. Vehicle types of different reference masses 
Approval granted to a vehicle type shall under the following conditions be extended to vehicle types 
which differ from the type approved only in respect of their reference mass: 
6.1.1.1. Vehicles other than those referred to in 8.1. 
6.1.1.1.1. Approvals may only be extended to vehicle types of a reference mass requiring the use of the next higher 
equivalent inertia or any lower equivalent inertia. 
6.1.1.2. Vehicles referred to in 8.1. 
6.1.1.2.1. Approval may only be extended to vehicle types of a reference mass requiring merely the use of the next 
higher or next lower equivalent inertia. 
6.1.1.2.2. If the reference mass of the vehicle type for which extension of the approval is requested requires the use 
of a flywheel of equivalent inertia higher than that used for the vehicle type already approved, extension 
of the approval shall be granted. 
6.1.1.2.3. If the reference mass of the vehicle type for which extension of the approval is requested requires the use 
of a flywheel of equivalent inertia lower than that used for the vehicle type already approved, extension 
of the approval is granted if the masses of the pollutants obtained from the vehicle already approved are 
within the limits prescribed for the vehicle for which extension of the approval is requested. 
6.1.2, Vehicle types with different overall gear ratios 
Approval granted to a vehicle type shall under the following conditions be extended to vehicle types 
which differ from the type approved only in respect of their transmission ratios: 
6.1.2.1. For each of the transmission ratios used in the type I test, it is necessary to determine the proportion, 
v2-v, 
E = -^TT 
where, at 1 000 rpm of the engine, V, is the speed of the vehicle type approved and V2 is the speed of the 
vehicle type for which extension of the approval is requested. 
(') For compression-ignition engined vehicles. 
30. 3. 90 Official Journal of the European Communities No C 81/11 
6.1.2.2. If, for each gear ratio, E < 8 %, the extension shall be granted without repeating the type I tests. 
6.1.2.3. If, for at least one gear ratio, E > 8 % and if for each gear ratio E < 13 % the type I test shall be 
repeated, but may be performed in a laboratory chosen by the manufacturer subject to the approval of 
the authority granting type-approval. The report of the tests shall be sent to the technical service respon­
sible for the type-approval tests. 
6.1.3. Vehicle types of different reference masses and different overall transmission ratios 
Approval granted to a vehicle type shall be extended to vehicle types differing from the approved type 
only in respect of their reference mass and their overall transmission ratios, provided that all the condi­
tions prescribed in 6.1.1 and 6.1.2 are fulfilled. 
6.1.4. Vehicle types with automatic or continuously variable transmissions 
Approval granted to a vehicle type with manual transmission shall under the following conditions be 
extended to vehicle types with automatic or continuously variable transmissions: 
6.1.4.1. the same basic forms of components and systems (other than the transmission) liable to affect the emis­
sions of gaseous pollutants must be fitted and operational. However differences in detail to allow for the 
different operating characteristics of automatic or continuously variable transmissions shall be accepted; 
6.1.4.2. the vehicle type shall have a reference mass within 5 % of the reference mass of the vehicle type with the 
manual transmission; 
6.1.4.3. the vehicle type must be tested and satisfy the requirements of Section 5 modified as follows: 
6.1.4.3.1. the limit values for the combined mass of the hydrocarbons and the nitrogen oxides are those resulting 
from the multiplication of the L2 values given in the table in 5.3.1.4 by a factor of 1,2. 
6.1.5. NB: 
When a vehicle type has been approved in accordance with 6.1.1 to 6.1.4, such approval may not be 
extended to other vehicle types. 
6.2. Evaporative emissions (type IV test) 
6.2.1. Approval granted to a vehicle type equipped with a control system for evaporative emissions may be 
extended under the following conditions: 
6.2.1.1. The basic principle of fuel/air metering (e.g. single point injection, carburettor) shall be the same. 
6.2.1.2. Fuel tank shape, fuel tank and fuel hoses materials shall be identical. The cross section and approximate 
length for hoses shall be the same, with the worst case (hose length) for a family tested. Whether non-
identical vapour/liquid separators are acceptable shall be decided by the technical service responsible 
for the type-approval tests. The fuel tank volume shall be within a range of ± 10 %. The setting of the 
tank relief valve shall be identical. 
6.2.1.3. The method of storage of the fuel vapour must be identical, i.e. trap form and volume, storage medium, 
air cleaner (if used for evaporative emission control), etc. 
6.2.1.4. The carburettor bowl fuel volume shall be within a 10 millilitre range. 
6.2.1.5. The method of purging of the stored vapour shall be identical (e.g. air flow, start point or purge volume 
over driving cycle). 
6.2.1.6. The method of sealing and venting of the fuel metering system shall be identical. 
^O^DlBI^ C^fAci^l]ourn^lofth^^urop^nC^ornrnuniti^ ^O^m^O 
D.^. t^urthernotes^ 
d^ different engine sizes shall be allowed^ 
di^ different engine powers shall be allowed^ 
dii^ automatic and manual gearboxes, two andfour wheel transmissions shall be allowed^ 
d^ different body styles shall be allowed^ 
^ different sizes of the wheels and tyres shall be allowed. 
dypeVtest^ 
DS.l. Approval granted to a vehicle type maybe extended to different vehicle types, provided that the 
engineBpollution control system combination is identical to that of the vehicle already approved.Tothis 
end, those vehicle types whose parameters described below are identical or remain within the limit val-
ues prescribed are considered to belong to the same engineBpollution control system combination. 
^S.l.l. ^ngine^ 
— number of cylinders, 
^ engine capacity^ 1^^ 
— configuration of the cylinder block, 
— number of valves, 
— fuel system, 
— type of cooling system, 
— combustion process. 
DS.l.^. pollution control systems 
— Catalytic convenors^ 
— number of catalytic elements, 
— size and shape of catalytic convertorst^volume^ 10^, 
— type of catalytic activity^idizing, three-way,.0, 
— precious metal load ddentical or higher^, 
— precious metal ration 1^^, 
— substrate^structure and materials 
— cell density, 
— type of catalytic convertors casing, 
— location ofcatalytic converters (^position and dimension in the exhaust system,that does not 
produceatemperature variation of^^^at the inlet of the catalytic convertors 
— Airin^ection^ 
— With or without 
— type ^pulsair, air pumps, .A. 
— With or without 
DS.1S. tnertiacategorymhe difference between reference masses should not be greater thanahalf of the basic 
vehicle^sinertia range. 
DS.l.^. The durability test can be achieved by usingavehicle, the body style, the gearbox ^automatic or man­
uals the size of the wheels or tires of which are different from those of the vehicle type or which the type 
approval is sought. 
7 CO^^O^mtTVO^^^OtOUCTtO^ 
7.1. Asageneral rule, conformity of productionwith regard to limitation of tailpipe and evaporative emis­
sions from the vehicle,is checked on the basis of the description in the type-approval certificate set out 
in Anne^Xand, where necessary, of all or some of the tests of typesLUtU, and tV described in ^. 
30. 3. 90 Official Journal of the European Communities No C 81/13 
7.1.1. Conformity of the vehicle for a Type I test shall be checked as follows: 
7.1.1.1. A vehicle shall be taken from the series and subjected to the test described in 5.3.1. The deterioration 
factors shall be applied in the same way. However, the limits shown in 5.3.1.4 shall be replaced by the 
following: 
Mass of carbon monoxide 
L, 
(g/km) 
3,16 Combined mass of hydrocarbons and 
oxides of nitrogen 
L2 
(g/km) 
1,13 Mass of particulates (') 
u 
(g/km) 
0,24 
7.1.1.2. If the vehicle taken from the series does not satisfy the requirements of 7.1.1.1, the manufacturer may 
ask for measurements to be performed on a sample of vehicles taken from the series and including the 
vehicle originally taken. The manufacturer determines the size, n, of the sample. Vehicles other than the 
vehicle originally taken are subjected to a single type I test. The result to be taken into consideration for 
the vehicle tested originally is the arithmetical mean of the results obtained from the three type I tests 
carried out on that vehicle. The arithmetical mean (x) of the results obtained from the random sample 
and the standard deviation S (2) are then plotted for the carbon monoxide emissions, the combined 
hydrocarbon and nitrogen oxide emissions and the particulate emissions. Production models are then 
deemed to conform if the following condition is met: 
x + k.S < L 
where: 
L is the limit value laid down in 7.1.1.1. 
k is the statistical factor depending upon n and given in the following table: 
n 
k 
n 
k 2 
0,973 
11 
0,265 3 
0,613 
12 
0,253 4 
0,489 
13 
0,242 5 
0,421 
14 
0,233 6 
0,376 
15 
0,224 7 
0,342 
16 
0,216 8 
0,317 
17 
0,210 9 
0,296 
18 
0,203 10 
0,279 
19 
0,198 
if n > 20, k = 0,860 
7 12. In a type II or type III test carried out on a vehicle taken from the series, the conditions laid down in 
5.3.2.2 and 5.3.3.2 shall be complied with. 
7.1.3. Notwithstanding the requirements of 3.1.1 of Annex III, the technical service responsible for verifying 
the conformity of production may, with the consent of the manufacturer, carry out tests of types I, II, III 
and IV on vehicles which have been driven less than 3 000 km. 
7.1.4. When tested in accordance with Annex VI, the average evaporative emissions for all production vehicles 
of the type approved shall be less than the limit value in 5.3.4.2. 
7.1.5. For routine end-of-production-line testing, the holder of the approval may demonstrate compliance by 
sampling vehicles which shall meet the requirements in item 7 of Annex VI. 
(') For compression ignition engined vehicles. 
(-) Standard deviation is 
S2 _ 2^4 (X X) where x is one of then individual results obtained, 
n - 1 
NoC81/14 Official Journal of the European Communities 30. 3. 90 
7.2. Where type approval is extended under the provisions of 6.1.4 (automatic and continuously variable 
transmissions) the limit values for the combined mass of the hydrocarbons and the nitrogen oxides are 
those resulting from the multiplication of the values L2 given in the table in 7.1.1.1 by a factor of 1,2. 
8. TRANSITIONAL PROVISIONS 
8.1. For the type-approval and verification of conformity of: 
— vehicles other than those of category M,; 
— passenger vehicles of category Mi designed to carry more than six occupants including the driver or 
whose maximum mass exceeds 2 500 kilograms; 
— off-road vehicles as defined in Annex I to Directive 70/156/EEC as last amended by Directive 87/ 
403/EECC) 
the test shall be the Part I test. The limit values shown in the tables in 5.3.1.4 (type approval) and 7.1.1.1 
(conformity check) shall be replaced by the following: 
For vehicle type-approval: 
Reference mass 
RW 
(kilograms) 
RW < 1 020 
1 020 < RW < 1 250 
1 250 < RW < 1 470 
1 470 < RW < 1 700 
1 700 < RW < 1 930 
1 930 < RW < 2 150 
2 150 < RW Carbon monoxide 
(g/test) 
58 
67 
76 
84 
93 
101 
110 Combined emission of hydrocarbons and 
oxides of nitrogen 
L-> 
(g/test) 
19,0 
20,5 
22,0 
23,5 
25,0 
26,5 
28,0 
For conformity of production checks: 
Reference mass 
RW 
(kilograms) 
RW < 1 020 
1 020 < RW < 1 250 
1 250 < RW < 1 470 
1 470 < RW < 1 700 
1 700 < RW < 1 930 
1930 < RW < 2 150 
2 150 < RW Carbon monoxide 
Li 
(g/test) 
70 
80 
91 
101 
112 
121 
132 Combined emission of hydrocarbons and 
oxides of nitrogen 
L. 
(g/test) 
23,8 
25,6 
27,5 
29,4 
31,3 
33,1 
35,0 
8.2. The provisions of Annex I, section 8.3, with the exception of 8.3.1.3, to Directive 70/220/EEC as 
amended by Directive 88/436/EEC remain applicable 
— until 30. 6. 1994 for the type-approval, 
— until 31. 12. 1995 for the checking of production conformity 
of vehicles of category M, independently of their engine capacity. 
The limitation of the abovementioned provisions to vehicles having an engine capacity > 1 400 cm-1 is 
deleted. 
At the request of a manufacturer the technical service may carry out the test according to these provi­
sions instead of the test referred to in Annex I, items 5.3.1 and 7.1.1 of the present Directive. 
8.3. Vehicles type-approved in accordance with the provisions of Directive 70/220/EEC, as amended by 
Directive 89/458/EEC, shall be deemed to comply with the requirements of this Directive provided they 
meet the requirements of the type IV (evaporative emissions) test. 
8.4. For the checking of production conformity of vehicles type-approved in accordance with the provisions 
of Directive 70/220/EEC, as amended by Directive 89/458/EEC, the provisions of Directive 89/458/ 
EEC remain applicable. 
(') OJ No L 220, 8. 8. 1987, p. 44. 
30.3.90 Official Journal of the European Communities No C 81/15 
ANNEX II 
INFORMATION DOCUMENT No ... 
in accordance with Annex I to Council Directive 70/156/EEC relating to EEC type approval and referring to measures to 
be taken against air pollution by emissions from motor vehicles 
(Directive 70/220/EEC as last amended by Directive. . /. . ./EEC) 
The following information, if applicable, shall be supplied in triplicate and shall include a list of 
contents. Drawings, if any, shall be supplied in appropriate scale and in sufficient detail on A4 
size or folded to that size. In the case of microprocessor controlled functions supply relevant 
performance-related information. 
0. GENERAL 
0.1. Make (name of undertaking): 
0.2. Type and commercial description (mention any variants): 
0.3. Means of identification of type, if marked on the vehicle: 
0.3.1. Location of that marking: 
0.4. Category of vehicle: 
0.5. Name and address of manufacturer: 
0.6. Name and address of manufacturer's authorized representative (if any): 
1. GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE 
1.1. Photographs and/or drawings of a representative vehicle: 
1.2. Powered axles (number, position, interconnection): 
2. MASSES AND DIMENSIONS 
(in kg and mm) (refer to drawing where applicable) 
2.1. Mass of the vehicle with bodywork in running order, or mass of the chassis with cab if the manufacturer 
does not fit the bodywork (including coolant, oils, fuel, tools, spare wheel and driver): 
2.2. Technically permissible maximum laden mass stated by the manufacturer: 
NoC81/16 Official Journal of the European Communities 30. 3. 90 
3. POWER PLANT 
3.1. Manufacturer: 
3.1.1. Manufacturer's engine code (as marked on the engine, or other means of identification): 
3.2. Internal combustion engine 
3.2.1. Specific engine information 
3.2.1.1. Working principle: positive-ignition/compression-ignition four stroke/two stroke (') 
3.2.1.2. Number, arrangement and firing order of cylinders: 
3.2.1.2.1. Bore: mm (3) 
3.2.1.2.2. Stroke: mm (3) 
3.2.1.3. Engine capacity: cm' (4) 
3.2.1.4. Volumetric compression ratio (2) 
3.2.1.5. Drawings of combustion chamber, piston crown and piston rings 
3.2.1.6. Idle speed (2) min' 
3.2.1.7. Carbon monoxide content by volume in the exhaust gas with the engine idling (2): % as stated by 
the manufacturer. 
3.2.1.8. Maximum net power: kW at min' (according to the method described in Annex I to 
Directive 80/1269/EEC and subsequent amendments) 
Fuel: diesel oil/petrol (') 
RON, unleaded: 
Fuel feed 
By carburettor(s): yes/no (') 
Make(s): 
Type(s): 
Number fitted: 
Adjustments (2): 
3.2.4.1.4.1. Jets: 
3.2.4.1.4.2. Venturis: 
3.2.4.1.4.3. Float-chamber level: 
3.2.4.1.4.4. Mass of float: 
3.2.4.1.4.5. Float needle: 3.2.2. 
3.2.3. 
3.2.4. 
3.2.4.1. 
3.2.4.1.1. 
3.2.4.1.2. 
3.2.4.1.3. 
3.2.4.1.4. 
(') Delete where inapplicable. 
(:) Specify the tolerance. 
(') This figure must be rounded off to the nearest tenth of a millimeter. 
(4) This value must be calculated with n = 3,1416 and rounded off to the nearest cm1. 
30.3.90 Official Journal of the European Communities No C 81/17 
3.2.4.1.5. Cold start system: manual/automatic (') 
3.2.4.1.5.1. Operating principle(s): 
3.2.4.1.5.2. Operating limits/settings (') (2): 
3.2.4.2. By fuel injection (compression-ignition only): yes/no (') 
3.2.4.2.1. System description: 
3.2.4.2.2. Working principle: direct injection/pre-chamber/swirl chamber (') 
3.2.4.2.3. Injection pump 
3.2.4.2.3.1. Make(s): 
3.2.4.2.3.2. Type(s): 
3.2.4.2.3.3. Maximum fuel delivery (') (2): mmVstroke or cycle at a pump speed of: min ' or, alterna­
tively, a characteristic diagram 
3.2.4.2.3.4. Injection timing (2): 
3.2.4.2.3.5. Injection advance curve (2): 
3.2.4.2.3.6. Calibration procedure: test bench/engine (') 
3.2.4.2.4. Governor 
3.2.4.2.4.1. Type: 
3.2.4.2.4.2. Cut-off point 
3.2.4.2.4.2.1. Cut-off point under load: min -' 
3.2.4.2.4.2.2. Cut-off point without load: min- ' 
3.2.4.2.4.3. Idling speed: min-' 
3.2.4.2.6. Injector(s) 
3.2.4.2.6.1. Make(s): 
3.2.4.2.6.2. Type(s): 
3.2.4.2.6.3. Opening pressure (2): kPa or characteristic diagram (-) 
3.2.4.2.7. Cold-start system 
3.2.4.2.7.1. Make(s): 
3.2.4.2.7.2. Type(s): 
3.2.4.2.7.3. Description: 
3.2.4.2.8. Auxiliary starting aid 
3.2.4.2.8.1. Make(s): 
3.2.4.2.8.2. Type(s): 
(') Delete where inapplicable. 
(:) Specify the tolerance. 
NoC81/18 Official Journal of the European Communities 30. 3. 90 
3.2.4.2.8.3. System description: 
3.2.4.3. By fuel injection (positive-ignition only): yes/no (') 
3.2.4.3.1. System description: 
3.2.4.3.2. Working principle: intake manifold (single/multipoint)/direct injection/other (specify) (') 
3.2.4.3.3. Make(s): 
3.2.4.3.4. Type(s): 
3.2.4.3.5. Injectors: opening pressure (2): kPa or characteristic diagram (2): 
3.2.4.3.6. Injection timing: 
3.2.4.3.7. Cold start system 
3.2.4.3.7.1. Operating principle(s) (>) (2): 
3.2.4.3.7.2. Operating limits/settings: 
3.2.4.4. Feed pump 
3.2.4.4.1. Pressure (2): kPa or characteristic diagram (2): 
3.2.5. Ignition 
3.2.5.1. Make: 
3.2.5.2. Type: 
3.2.5.3. Working principle: 
3.2.5.4. Ignition advance curve (2): 
3.2.5.5. Static ignition timing (2): ° before TDC 
3.2.5.6. Contact-point gap (2): mm 
3.2.5.7. Dwell-angle(2): ° 
3.2.5.8. Spark plugs 
3.2.5.8.1. Make: 
3.2.5.8.2. Type: 
3.2.5.8.3. Spark plug gap setting: mm 
3.2.5.9. Ignition coil 
3.2.5.9.1. Make: 
3.2.5.9.2. Type: 
3.2.5.10. Ignition condenser 
3.2.5.10.1. Make: 
(') Delete where inapplicable. 
(2) Specify the tolerance. 
30. 3. 90 Official Journal of the European Communities No C 81/19 
3.2.5.10.2. Type: 
3.2.6. Cooling system (liquid/air) (') 
3.2.7. Intake system 
3.2.7.1. Pressure charger: yes/no (') 
3.2.7.1.1. Make(s): 
3.2.7.1.2. Type(s): 
3.2.7.1.3. Description of the system (e.g. maximum charge pressure: kPa, wastegate, if applicable) 
3.2.7.2. Intercooler: yes/no (') 
3.2.7.3. Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, addi­
tional air intakes, etc.) 
3.2.7.3.1. Intake manifold description (include drawings and/or photographs): 
3.2.7.3.2. Air filter, drawings: , or 
3.2.7.3.2.1. Make(s): 
3.2.7.3.2.2. Type(s): 
3.2.7.3.3. Intake silencer, drawings: , or 
3.2.7.3.3.1. Make(s): 
3.2.7.3.3.2. Type(s): 
3.2.8. Exhaust system 
3.2.8.1. Description and/or drawings of the exhaust system: 
3.2.9. Valve timing or equivalent data 
3.2.9.1. Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution sys­
tems, in relation to dead centres: 
3.2.9.2. Reference and/or setting ranges ('): 
3.2.10. Lubricant used 
3.2.10.1. Make: 
3.2.10.2. Type: 
3.2.11. Measures taken against air pollution 
3.2.11.1. Device for recycling crankcase gases (description and drawings): 
3.2.11.2. Additional anti-pollution devices (if any, and if not covered by another heading): 
(') Delete where inapplicable. 
No C 81/20 Official Journal of the European Communities 30. 3. 90 
3.2.11.2.1. Catalytic convenor: yes/no (') 
3.2.11.2.1.1. Number of catalytic elements: 
3.2.11.2.1.2. Dimensions and shape of the catalytic convenor (volume,...): 
3.2.11.2.1.3. Type of catalytic action: 
3.2.11.2.1.4. Total charge of precious metals: 
3.2.11.2.1.5. Relative concentration: 
3.2.11.2.1.6. Substrate (structure and material): 
3.2.11.2.1.7. Cell density: 
3.2.11.2.1.8. Type of casing for the catalytic element(s): 
3.2.11.2.1.9. Location of the catalytic convenor (place and reference distances on the exhaust line): 
3.2.11.2.1.10. Position of oxygen sensor: 
3.2.11.2.2. Air injection: yes/no (') 
3.2.11.2.2.1. Type (pulse air, air pump,....): 
3.2.11.2.3. EGR: yes/no (>) 
3.2.11.2.3.1. Characteristics (flow, ): 
3.2.11.2.4. Evaporative emissions control systems: 
Complete detailed description of the devices and their state of tune: 
3.2.11.2.5. Other systems (description and working): 
4. TRANSMISSION 
4.1. Clutch (type): 
4.1.1. Maximum torque conversion: 
4.2. Gearbox: 
4.2.1. Type: 
4.2.2. Location relative to the engine: 
4.2.3. Method of control: 
(') Delete where inapplicable. 
30. 3. 90 Official Journal of the European Communities No C 81/21 
4.3. Gear ratios 
Index 
Maximum for contin­
uously variable trans­
mission 
1 
2 
3 
4, 5, others 
Minimum for contin­
uously variable trans­
mission 
Reverse Gearbox ratios Final drive ratios Total ratios 
5. SUSPENSION 
5.1. Tyres and wheels normally fitted 
5.1.1. Distribution of tyres to axles and permitted tyre combinations: . 
5.1.2. Range of tyre sizes: 
5.1.3. Upper and lower limits of rolling radii: 
5.1.4. Tyre pressure(s) as recommended by the manufacturer: kPa 
6. BODYWORK 
6.1.1. Number of seats: 
No C 81/22 Official Journal of the European Communities 30. 3. 90 
ANNEX III 
TYPE I TEST 
(Verifying the average emission of tailpipe emissions after a cold start) 
1. INTRODUCTION 
This Annex describes the procedure for the Type I test defined in 5.3.1 of Annex I. 
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER 
2.1. Description of the cycle 
The operating cycle on the chassis dynanometer is described in Appendix 1 to this Annex. 
2.2. General conditions under which the cycle is carried out 
Preliminary testing cycles must be carried out if necessary to determine how best to actuate the accelerator 
and brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed lim­
its. 
2.3. Use of gearbox 
2.3.1. If the maximum speed which can be attained in first gear is below 15 km/h, the second, third and fourth 
gears are used for the elementary urban cycles (Part One) and the second, third, fourth and fifth gears for 
the extra-urban cycle (Part Two). The second, third and fourth gears may also be used for the urban cycle 
(Part One) and the second, third, four and fifth gears for the extra-urban cycle (Part Two) when the driving 
instructions recommend starting in second gear on level ground, or when first gear is therein defined as a 
gear reserved for cross-country driving, crawling or towing. 
For vehicles with a maximum engine power/mass ratio in running order of less than or equal to 40 kW per 
tonne, and a maximum speed less than or equal to 130 km/h, the maximum speed of the extra-urban cycle 
(Part Two) shall be limited to 90 km/h. 
2.3.2. Vehicles equipped with semi-automatic-shift gearboxes are tested by using the gears normally employed for 
driving, and the gear shift is used in accordance with the manufacturer's instructions. 
2.3.3. Vehicles equipped with automatic-shift gearboxes are tested with the highest gear (drive) engaged. The acce­
lerator must be used in such a way as to obtain the steadiest acceleration possible, enabling the various 
gears to be engaged in the normal order. Furthermore, the gear-change points shown in Appendix 1 to this 
Annex do not apply; acceleration must continue throughout the period represented by the straight line con­
necting the end of each period of idling with the beginning of the next following period of steady speed. 
The tolerances given in 2.4 apply. 
2.3.4. Vehicles equipped with an overdrive which the driver can activate are tested with the overdrive out of action 
for the urban cycle (Part One) and with the overdrive in action for the extra-urban cycle (Part Two). 
2.4. Tolerances 
2.4.1. A tolerance of ± 2 km/h is allowed between the indicated speed and the theoretical speed during accelera­
tion, during steady speed, and during deceleration when the vehicle's brakes are used. If the vehicle deceler­
ates more rapidly without the use of the brakes, only the requirements of 6.5.3 apply. Speed tolerances 
greater than those prescribed are accepted during phase changes provided that the tolerances are never 
exceeded for more than 0,5 second on any one occasion. 
2.4.2. The time tolerances are ± 1,0 second. The above tolerances apply equally at the beginning and at the end 
of each gear changing period (') for the urban cycle (Part One) and for the operations Nos 3, 5 and 7 of the 
extra-urban cycle (Part Two). 
(') It should be noted that the time of two seconds allowed includes the time for changing gear and, if necessary, a certain amount of 
latitude to catch up with the cycle. 
30.3.90 Official Journal of the European Communities No C 81/23 
2.4.3. The speed and time tolerances are combined as indicated in Appendix 1 to this Annex. 
3. VEHICLE AND FUEL 
3.1. Test vehicle 
3.1.1. The vehicle must be presented in good mechanical condition. It must have been run-in and driven at least 
3 000 km before the test. 
3.1.2. The exhaust device must not exhibit any leak likely to reduce the quantity of gas collected, which quantity 
must be that emerging from the engine. 
3.1.3. The tightness of the intake system may be checked to ensure that carburation is not affected by an acciden­
tal intake of air. 
3.1.4. The settings of the engine and of the vehicle's controls must be those prescribed by the manufacturer. This 
requirement also applies, in particular, to the settings for idling (rotation speed and carbon monoxide con­
tent of the exhaust gases), for the cold-start device and for the exhaust gas pollutant emission control sys­
tem. 
3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted, if necessary, with a device to permit the 
measurement of the characteristic parameters necessary for chassis dynamometer setting, in conformity with 
4.1.1. 
3.1.6. The technical service may verify that the vehicle's performance conforms to that stated by the manufacturer, 
that it can be used for normal driving and, more particularly, that it is capable of starting when cold and 
when hot. 
3.2. Fuel 
The appropriate reference fuel as defined in Annex IX must be used for testing. 
4. TEST EQUIPMENT 
4.1. Chassis dynamometer 
4.1.1. The dynamometer must be capable of simulating road load within one of the following classifications: 
— dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed 
load curve shape, 
— dynamometer with ajustable load curve, i.e. a dynamometer with at least two road load parameters that 
can be adjusted to shape the load curve. 
4.1.2. The setting of the dynamometer must not be affected by the lapse of time. It must not produce any vibra­
tions perceptible to the vehicle and likely to impair the vehicle's normal operations. 
4.1.3. It must be equipped with means to simulate inertia and load. These simulators are connected to the front 
roller in the case of a two-roller dynamometer. 
4.1.4. Accuracy 
4.1.4.1. It must be possible to measure and read the indicated load to an accuracy of ± 5 %. 
4.1.4.2. In the case of a dynamometer with a fixed load curve the accuracy of the load setting at 80 km/h must be ± 
5 %. In the case of a dynamometer with an adjustable load curve, the accuracy of matching dynamometer 
load to road load must be 5 % at 100, 80, 60 and 40, and 10 % at 20 km/h. Below this, dynamometer absorp­
tion must be positive. 
4.1.4.3. The total inertia of the rotating parts (including the simulated inertia where applicable) must be known and 
must be within ± 20 kg of the inertia class for the test. 
No C 81/24 Official Journal of the European Communities 30. 3. 90 
4.1.4.4. The speed of the vehicle must be measured by the speed of rotation of the roller (the front roller in the case 
of a two roller dynamometer). It must be measured with an accuracy of ± 1 km/h at speeds above 10 km/h. 
4.1.5. Load and inertia setting 
4.1.5.1. Dynamometer with fixed load curve: the load simulator must be adjusted to absorb the power exerted on 
the driving wheels at a steady speed of 80 km/h and the absorbed power at 50 km/h shall be noted. The 
means by which this load is determined and set are described in Appendix 3. 
4.1.5.2. Dynamometer with adjustable load curve: the load simulator must be adjusted in order to absorb the power 
exerted on the driving wheels at steady speeds of 100, 80, 60, 40 and 20 km/h. The means by which these 
loads are determined and set are described in Appendix 3. 
4.1.5.3. Inertia 
Dynamometers with electrical inertia simulation must be demonstrated to be equivalent to mechanical iner­
tia systems. The means by which equivalence is established is described in Appendix 4. 
4.2. Exhaust gas sampling system 
4.2.1. The exhaust gas sampling system must be able to measure the actual quantities of pollutants emitted in the 
exhaust gases to be measured. The system to be used is the constant volume sampler (CVS) system. This 
requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions. In 
the constant volume sampler concept of measuring two conditions must be satisfied: the total volume of the 
mixture of exhaust gases and dilution air must be measured and a continuously proportional sample of the 
volume must be collected for analysis. 
The quantities of pollutants emitted are determined from the sample concentrations, corrected for the pollu­
tant content of the ambient air and the totalized flow over the test period. 
The particulate pollutant emission level is determined by using suitable filters to collect the particulates 
from a proportional part flow throughout the test and determining the quantity thereof gravimetrically in 
accordance with 4.3.2. 
4.2.2. The flow through the system must be sufficient to eliminate water condensation at all conditions which may 
occur during a test, as defined in Appendix 5. 
4.2.3. Figure III, 4.2.3, gives a schematic diagram of the general concept. Appendix 5 gives examples of three 
types of constant volume sampler system which satisfy the requirements set out in this Annex. 
4.2.4. The gas and air mixture must be homogeneous at point S2 of the sampling probe. 
4.2.5. The probe must extract a true sample of the diluted exhaust gases. 
4.2.6. The system must be free of gas leaks. The design and materials must be such that the system does not influ­
ence the pollutant concentration in the diluted exhaust gas. Should any component (heat exchanger, 
blower, etc.) change the concentration of any pollutant gas in the diluted gas, the sampling for that pollu­
tant must be carried out before that component if the problem cannot be corrected. 
Figure IUA.2.3 
Diagram of exhaust gas sampling system o 
o 
Dilution 
inlet Filter (optional) 
/ 
Vehicle exhaust 
inlet 
/ Mi To gas extractor system 
and volume-measuring equipment o 
a> 
m 
I 
I 
1 3 c 3 
Mixing chamber 
Z 
o 
n 
oo 
No C 81/26 Official Journal of the European Communities 30. 3. 90 
4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting 
tubes must be connected as near as possible to the vehicle. 
4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must remain within ± 1,25 kPa of the static pres­
sure variations measured during the dynamometer driving cycle with no connection to the tailpipe(s). Sam­
pling systems capable of maintaining the static pressure to within ± 0,25 kPa are used if a written request 
from a manufacturer to the competent authority issuing the approval substantiates the need for the narrower 
tolerance. The back-pressure must be measured in the exhaust pipe, as near as possible to its end or in an 
extension having the same diameter. 
4.2.9. The various valves used to direct the exhaust gases must be of a quick-adjustment, quick-acting type. 
4.2.10. The gas samples are collected in sample bags of adequate capacity. These bags must be made of such 
materials as will not change the pollutant gas by more than ± 2 % after 20 minutes of storage. 
4.3. Analytical equipment 
4.3.1. Requirements 
4.3.1.1. Pollutant gases must be analysed with the following instruments: 
— carbon monoxide (CO) and carbon dioxide (C02) analysis: the carbon monoxide and carbon dioxide 
analysers must be of the non-dispersive infra-red (NDIR) absorption type, 
— hydrocarbons (HC) analysis — spark-ignition engines: the hydrocarbons analyser must be of the flame 
ionization (FID) type calibrated with propane gas expressed equivalent to carbon atoms (C,), 
— hydrocarbons (HC) analysis — compression-ignition engines: the hydrocarbons analyser must be of 
the flame ionization type with detector, valves, pipework, etc, heated to 190 ± 10 °C (HFID). It must 
be calibrated with propane gas expressed equivalent to carbon atoms (C,), 
— nitrogen oxide (NOj analysis: the nitrogen oxide analyser must be either of the chemiluminescent 
(CLA) or of the non-dispensive ultraviolet resonance absorption (NDUVR) type, both with an NOs — 
NO converter, 
Particulates: gravimetric determination of the particulates collected. These particulates are in each case col­
lected by two series-mounted filters in the sample gas flow. The quantity of particulates collected by each 
pair of filters should be as follows: 
— Vcp: flow through filters 
— Vmix: flow through tunnel 
— M: particulates mass (g/km) 
— M|,m„: limit mass of particulates (limit mass in force, g/km) 
— m: mass of particulates collected by filters (g) 
— d: actual distance corresponding to the operating cycle (km) 
Vmix • m „ J Vcp M = —r—r or m = M.d • —-J-Vep • d Vmix 
The particulates sample rate (Vep/V,mx) will be adjusted so that for M = M,im,„ 1 « m < 5 mg (when 
47-mm-diameter filters are used). 
The filter surface should consist of a material that is hydrophobic and inert towards the components of 
the exhaust gas (fluorocarbon-coated glass-fibre filters or equivalent). 
4.3.1.2. Accuracy 
The analysers must have a measuring range compatible with the accuracy required to measure the concen­
trations of the exhaust gas sample pollutants. 
Measurement error must not exceed ± 3 %, disregarding the true value for the calibration gases. 
For concentration of less than 100 ppm the measurement error must not exceed ± 3 ppm. The ambient air 
sample must be measured on the same analyser and range as the corresponding diluted exhaust sample. 
Measurement of the particulates collected shall be to a guaranteed accuracy of 1 u,g. 
The microgram balance used to determine the weight of all filters shall have a precision (standard devia­
tion) and readability of 1 ug. 
30. 3. 90 Official Journal of the European Communities No C 81/27 
4.3.1.3. Ice-trap 
No gas drying device must be used before the analysers unless shown to have no effect on the pollutant 
content of the gas stream. 
4.3.2. Particular requirements for compression-ignition engines 
A heated sample line for a continuous HC-analysis with the flame ionization detector (HFID), including 
recorder (R) must be used. The average concentration of the measured hydrocarbons must be determined by 
integration. Throughout the test, the temperature of the heated sample line must be controlled at 463 ± 10 
K (190 ± 10 °C). The heated sampling line must be fitted with a heated filter (Fh) 99 % efficient with parti­
cle 2» 0,3 um to extract any solid particles from the continuous flow of gas required for analysis. The sam­
pling system response time (from the probe to the analyser inlet) must be no more than four seconds. 
The HFID must be used with a constant flow (heat exchanger) system to ensure a representative sample, 
unless compensation for varying CFV or CFO flows is made. 
The particulate sampling unit shall consist of a dilution tunnel, a sampling probe, a filter unit, a partial-flow 
pump, and a flow rate regulator and measuring unit. The particulate-sampling part flow is drawn through 
two series-mounted filters. The sampling probe for the test gas flow for particulates shall be so arranged 
within the dilution tract that a representative sample gas flow can be taken from the homogeneous air/ 
exhaust mixture and an air/exhaust gas mixture temperature of 325 K (52 °C) is not exceeded at the sam­
pling point. The temperature of the gas flow in the flow meter cannot fluctuate more than ± 3 K, nor can 
the mass flow rate fluctuate by more than ± 5 %. Should the volume of flow change unacceptably as a 
result of excessive filter loading, the test must be stopped. When it is repeated, the rate of flow must be 
decreased and/or a larger filter used. The filters must be removed from the chamber no earlier than an hour 
before the test begins. 
The necessary particle filters shall be conditioned (as regards temperature and humidity) in an open dish 
which has been protected against dust ingress for at least eight and for not more than 56 hours before the 
test in an air-conditioned chamber. After this conditioning the uncontaminated filters will be weighed and 
stored until they are used. 
If the filters are not used within one hour of its removal from the weighting chamber they shall be re-
weighted. 
The one-hour limit may be replaced by an eight-hour limit if one or both of the following conditions are 
met: 
— a stabilized filter is placed and kept in a sealed filter holder assembly with the ends plugged, or 
— a stabilized filter is placed in a sealed filter holder assembly which is then immediatly placed in a sam­
ple line through which there is no flow. 
4.3.3. Calibration 
Each analyser must be calibrated as often as necessary and in any case in the month before type-approval 
testing and at least once every six months for verifying conformity of production. The calibration method to 
be used is described in Appendix 6 for the analysers referred to in 4.3.1. 
4.4. Volume measurement 
4.4.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler must be 
such that measurement is accurate to ± 2 %. 
4.4.2. Constant volume sampler calibration 
The constant volume sampler system volume measurement device must be calibrated by a method sufficient 
to ensure the prescribed accuracy and at a frequency sufficient to maintain such accuracy. 
No C 81/28 Official Journal of the European Communities 30. 3. 90 
An example of a calibration procedure which will give the required accuracy is given in Appendix 6. The 
method utilizes a flow metering device which is dynamic and suitable for the high flow-rate encountered in 
constant volume sampler testing. The device must be of certified accuracy in conformity with an approved 
national or international standard. 
4.5. Gases 
4.5.1. Pure gases 
The following pure gases must be available, if necessary, for calibration and operation: 
— purified nitrogen 
(purity < 1 ppm C, < 1 ppm CO, < 400 ppm C02, < 0,1 ppm NO), 
— purified synthetic air 
(purity, < 1 ppm C, *J 1 ppm CO, < 400 ppm C02, < 0,1 ppm NO), oxygen content between 18 and 
21 %vol, 
— purified oxygen 
(purity < 99,5 % vol 02), 
— purified hydrogen (and mixture containing hydrogen) 
(purity < 1 ppm C, < 400 ppm CO.). 
4.5.2. Calibration gases 
Gases having the following chemical compositions must be available: mixtures of: 
— C3H8 and purified synthetic air (4.5.1), 
— CO and purified nitrogen, 
— C02 and purified nitrogen, 
— NO and purified nitrogen. 
(The amount of N02 contained in this calibration gas must not exceed 5 % of the NO content.) 
The true concentration of a calibration gas must be within ± 2 % of the stated figure. 
The concentrations specified in Appendix 6 may also be obtained by means of a gas divider, diluting with 
purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concen­
trations of the diluted calibration gases may be determined to within ± 2 %. 
4.6. Additional equipment 
4.6.1. Temperatures 
The temperatures indicated in Appendix 8 are measured with an accuracy of ± 1,5 K. 
4.6.2. Pressure 
The atmospheric pressure must be measurable to within ± 0,1 kPa. 
4.6.3. Absolute humidity 
The absolute humidity (H) must be measurable to within ± 5 %. 
4.7. The exhaust gas sampling system must be verified by the method described in 3 of Appendix 7. The maxi­
mum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 %. 
5. PREPARING THE TEST 
5.1. Adjustment of inertia simulators to the vehicle's translatory inertias 
An inertia simulator is used enabling a total inertia of the rotating masses to be obtained proportional to the 
reference mass within the following limits: 
30. 3. 90 Official Journal of the European Communities No C 81/29 
Reference mass of vehicle 
RW 
(kg) 
< RW < 750 
750 < RW < 850 
850 < RW < 1 020 
1 020 < RW < 1 250 
1 250 < RW < 1 470 
1 470 < RW < 1 700 
1 700 < RW < 1 930 
1 930 < RW < 2 150 
2 150 < RW< 2 380 
2 380 < RW < 2 610 
2 610 < RW Equivalent inertia, 
I 
(kg) 
680 
800 
910 
1 130 
1 360 
1 590 
1 810 
2 040 
2 270 
2 270 
2 270 
5.2. Setting of dynamometer 
The load is adjusted according to methods described in 4.1.4. 
The method used and the values obtained (equivalent inertia — characteristic adjustment parameter) must 
be recorded in the test report. 
5.3. Preconditioning of the car 
5.3.1. For compression-ignition engine vehicles for the purpose of measuring particulates at most 36 hours and at 
least six hours before testing, the Part Two cycle described in Appendix 1 to this Annex has to be used. 
Three consecutive cycles must be driven. The dynamometer setting is as indicated in 5.1 and 5.2. 
After this preconditioning specific for compression ignition engines and before testing, compression-igni­
tion and positive ignition engine vehicles must be kept in a room in which the temperature remains rela­
tively constant between 20 and 30 °C. This conditioning must be carried out for at least six hours and 
continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the 
room. 
If the manufacturer so requests, the test must be carried out not later than 30 hours after the vehicle has 
been run at its normal temperature. 
5.3.2. The tyre pressures must be the same as that specified by the manufacturer and used for the preliminary road 
test for brake adjustment. The tyre pressures may be increased by up to 50 % from the manufacturer's 
recommended setting in the case of a two-roller dynamometer. The actual pressure used must be recorded 
in the test report. 
6. PROCEDURE FOR BENCH TESTS 
6.1. Special conditions for carrying out the cycle 
6.1.1. During the test, the test cell temperature must be between 293 and 303 K (20 and 30 °C). The absolute hum­
idity (H) of either the air in the test cell or the intake air of the engine must be such that: 
5,5 < H < 12,2 g H20/kg dry air 
6.1.2. The vehicle must be approximately horizontal during the test so as to avoid any abnormal distribution of 
the fuel. 
6.1.3. The test must be carried out with the bonnet raised unless this is technically impossible. An auxiliary venti­
lating device acting on the radiator (water-cooling) or on the air intake (air-cooling) may be used if neces­
sary to keep the engine temperature normal. 
6.1.4. During the test the speed is recorded against time so that the correctness of the cycles performed can be 
assessed. 
6.2. Starting up the engine 
6.2.1. The engine must be started up by means of the devices provided for this purpose according to the manufac­
turer's instructions, as incorporated in the driver's handbook of production vehicles. 
No C 81/30 Official Journal of the European Communities 30.3.90 
6.2.2. The engine must be kept idling for a period of 40 seconds. The first cycle must begin at the end of the 
aforesaid period of 40 seconds at idle. 
6.3. Idling 
6.3.1. Manual-shift or semi-automatic gearbox 
6.3.1.1. During periods of idling the clutch must be engaged and the gears in neutral. 
6.3.1.2. To enable the accelerations to be performed according to the normal cycle the vehicle must be placed in 
first gear, with the clutch disengaged, five seconds before the acceleration following the idling period con­
sidered of the elementary urban cycle (Part One). 
6.3.1.3. The first idling period at the beginning of the urban cycle (Part One) consists of six seconds of idling in 
neutral with the clutch engaged and five seconds in first gear with the clutch disengaged. 
The idling period at the beginning of the extra-urban cycle (Part Two) consists of 20 seconds of idling in 
first gear with the clutch disengaged. 
6.3.1.4. For the idling periods during each urban cycle (Part One) the corresponding times are 16 seconds in neutral 
and five seconds in first gear with the clutch disengaged. 
6.3.1.5. The idling period between two successive elementary urban cycles (Part One) comprises 13 seconds in neu­
tral with the clutch engaged. 
6.3.1.6. At the end of the deceleration period (halt of the vehicle on the rollers) of the extra-urban cycle (Part Two), 
the idling period consists of 20 seconds in neutral with the clutch engaged. 
6.3.2. Automatic-shift gearbox 
After initial engagement the selector must not be operated at any time during the test except as in the case 
specified in 6.4.3 or if the selector can actuate the overdrive, if any. 
6.4. Accelerations 
6.4.1. Accelerations must be so performed that the rate of acceleration is as constant as possible throughout the 
phase. 
6.4.2. If an acceleration cannot be carried out in the prescribed time, the extra time required is, if possible, 
deducted from the time allowed for changing gear, but otherwise from the subsequent steady-speed period. 
6.4.3. Automatic-shift gearboxes 
If an acceleration cannot be carried out in the prescribed time, the gear selector is operated in accordance 
with requirements for manual-shift gearboxes. 
6.5. Deceleration 
6.5.1. All decelerations of the elementary urban cycle (Part One) are effected by removing the foot completely 
from the accelerator, the clutch remaining engaged. The clutch is disengaged, without use of the gear lever, 
at a speed of lOkm/h. 
All the decelerations of the extra-urban cycle (Part Two) are effected by removing the foot completely from 
the accelerator, the clutch remaining engaged. The clutch is disengaged, without use of the gear lever, at a 
speed of 50 km/h for the last deceleration. 
6.5.2. If the period of deceleration is longer than that prescribed for the corresponding phase, the vehicle's brakes 
are used to enable the timing of the cycle to be complied with. 
30. 3. 90 Official Journal of the European Communities No C 81/31 
6.5.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the 
theroretical cycle is restored by constant speed or idling period merging into the following operation. 
6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers) of the elementary urban cycle (Part 
One) the gears are placed in neutral and the clutch engaged. 
6.6. Steady speeds 
6.6.1. Pumping or the closing of the throttle must be avoided when passing from acceleration to the following 
steady speed. 
6.6.2. Periods of constant speed are achieved by keeping the accelerator position fixed. 
7. GAS AND PARTICULATE SAMPLING AND ANALYSIS 
7.1. Sampling 
Sampling begins at the beginning of the first elementary urban cycle as defined in 6.2.2 and ends on conclu­
sion of the final idling period in the extra-urban cycle (Part Two) or of the final idling period of the last 
elementary urban cycle (Part One) for the vehicles refered to in 8.1. 
7.2. Analysis 
7.2.1. The exhaust gases contained in the bag must be analysed as soon as possible and in any event not later than 
20 minutes after the end of the test cycle. The spent particulate filters must be taken to the chamber no later 
than one hour after conclusion of the test on the exhaust gases and must there be conditioned for between 
two and 36 hours and then be weighed. 
7.2.2. Prior to each sample analysis the analyser range to be used for each pollutant must be set to zero with the 
appropriate zero gas. 
7.2.3. The analysers are then set to the calibration curves by means of span gases of nominal concentrations of 70 
to 100% of the range. 
7.2.4. The analysers' zeros are then rechecked. If the reading differs by more than 2 % of range from that set in 
7.2.2, the procedure is repeated. 
7.2.5. The samples are then analysed. 
7.2.6. After the analysis, zero and span points are rechecked using the same gases. If these rechecks are within 2 % 
of those in 7.2.3., the analysis is considered acceptable. 
7.2.7. At all points in this section the flow-rates and pressures of the various gases must be the same as those used 
during calibration of the analysers. 
7.2.8. The figure adopted for the concentration of each polluant measured in the gases is that read off after stabili­
zation on the measuring device. Hydrocarbon mass emissions of compression-ignition engines are calcu­
lated from the integrated HFID reading, corrected for varying flow if necessary as shown in Appendix 5. 
8. DETERMINATION OF THE QUANTITY OF GASEOUS AND PARTICULATE POLLUTANTS 
EMITTED 
8.1. The volume considered 
The volume to be considered must be corrected to conform to the conditions of 101,33 kPa and 273,2 K. 
No C 81/32 Official Journal of the European Communities 30. 3. 90 
8.2. Total mass of gaseous and particulate pollutants emitted 
The mass, M, of each gaseous pollutant emitted by the vehicle during the test is determined by obtaining 
the product of the volumetric concentration and the volume of the gas in question, with due regard to the 
following densities under the abovementioned reference conditions. 
— in the case of carbon monoxide (CO): d = 1,25 g/L, 
— in the case of hydrocarbons (CH, 85): d = 0,619 g/L, 
— in the case of nitrogen oxides (N02): d = 2,05 g/L. 
The mass, m, of particulate pollutant emissions from the vehicle during the test is defined by weighing the 
mass of particulates collected by the two filters, m, by the first filter, m2 by the second filter: 
— if 0,95 (m, + m2) < mb m = m,, 
— if 0,95 (m, + m2) > m,, m = m, + m2, 
— if m2 > mh the test is cancelled. 
Appendix 8 gives the calculations, followed by examples, used in determining the mass emissions of gas­
eous and particulate pollutants. 
30.3.90 Official Journal of the European Communities No C 81/33 
Appendix 1 
BREAKDOWN OF THE OPERATING CYCLE USED FOR THE TYPE I TEST 
1. OPERATING CYCLE 
The operating cycle, made up of a Part One (urban cycle) and Part Two (extra-urban cycle), is illustrated at 
Figure III. 1.1. 
2. ELEMENTARY URBAN CYCLE (PART ONE) 
See Figure III. 1.2 and Table III. 1.2. 
2.1. Breakdown by phases 
Idling 
Idling, vehicle moving, clutch engaged on one com­
bination 
Gear-shift 
Accelerations 
Steady-speed periods 
Decelerations Time 
(s) 
60 
9 
8 
36 
57 
25 
195 % 
30,8 
4,6 
4,1 
18,5 
29,2 
12,8 35,4 
100 
2.2. Breakdown by use of gears 
Idling 
Idling, vehicle moving, clutch engaged on one com­
bination 
Gear-shift 
First gear 
Second gear 
Third gear Time 
(s) 
60 
9 
8 
24 
53 
41 
195 % 
30,8 
4,6 
4,1 
12,3 
27,2 
21 35,4 
100 
2.3. General information 
Average speed during test: 19 km/h. 
Effective running time: 195 s. 
Theoretical distance covered per cycle: 1,013 km. 
Equivalent distance for the four cycles: 4,052 km. 
Speed (km/h) 
A tigure ill i l 
Operating cycle for the type I test 
120 
10 -
100 
90 
80 -
70 
60 -
50 -
40 -
30 
20 
10 -z 
o 
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DO 
O 
PI I 
g 
n 
o 
3 
3 
c 
3 
BS beginning of sampling ES end of sampling UP underpowered vehicles, o 
30. 3. 90 Official Journal of the European Communities No C 81/35 
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No C 81/36 Official Journal of the European Communities 30. 3.90 
30.3.90 Official Journal of the European Communities No C 81/37 
3. EXTRA - URBAN CYCLE (PART TWO) 
See Figure III. 1.3 and Table 111.1.3 
3.1. Breakdown by phases 
Idling 
Idling, vehicle moving, clutch engaged on one com­
bination 
Gear-shift 
Accelerations 
Steady-speed periods 
Decelerations Time 
(s) 
20 
20 
6 
103 
209 
42 
400 % 
5,0 
5,0 
1,5 
25,8 
52,2 
10,5 
100 
3.2. Breakdown by use of gears 
Idling 
Idling, vehicle moving, clutch engaged on one com­
bination 
Gear-shift 
First gear 
Second gear 
Third gear 
Fourth gear 
Fifth gear Time 
(s) 
20 
20 
6 
5 
9 
8 
99 
233 
400 % 
5,0 
5,0 
1,5 
1,3 
2,2 
2,0 
24,8 
58,2 
100 
3.3. General information 
Average speed during test: 62,6 km/h. 
Effective running time: 400 s. 
Theoretical distance covered per cycle: 6,955 km. 
Maximal speed: 120 km/h. 
Maximal acceleration: 0,833 m/s2. 
Maximal deceleration: — 1,389 m/s2. 
No C 81/38 Official Journal of the European Communities 30. 3. 90 
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No C 81/40 Official Journal of the European Communities 30.3.90 
4. EXTRA - URBAN CYCLE (UNDERPOWERED VEHICLES) 
See Figure 111.1.4 and Table 111.1.4 
4.1. Breakdown by phases 
Idling 
Idling, vehicle moving, clutch engaged on one com­
bination 
Gear-shift 
Accelerations 
Steady-speed periods 
Decelerations Time 
(s) 
20 
20 
6 
72 
252 
30 
400 % 
5,0 
5,0 
1,5 
18,0 
63,0 
7,5 
100 
4.2. Breakdown by use of gears 
Idling 
Idling, vehicle moving, clutch engaged on one com­
bination 
Gear-shift 
First gear 
Second gear 
Third gear 
Fourth gear 
Fifth gear Time 
(s) 
20 
20 
6 
5 
9 
8 
99 
233 
400 % 
5,0 
5,0 
1,5 
1,3 
2,2 
2,0 
24,8 
58,2 
100 
4.3. General information 
Average speed during test: 59,3 km/h. 
Effective running time: 400 s. 
Theoretical distance covered per cycle: 6,594 km. 
Maximal speed: 90 km/h. 
Maximal acceleration: 0,833 m/s2. 
Maximal deceleration: — 1,389 m/s2. 
30. 3. 90 Official Journal of the European Communities No C 81/41 
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Figure III. 1.4 
Extra-urban cycle (Part Two) for the type I test 
(underpowered vehicles) Z 
o 
n 
oo 
Speed (km/h) 
120 A 
no H 
too 
90 
80 -1 
70 H 
60 H 
50 
40 -i 
30 H 
20 H 
10 Operation number 
15 
13 16 
17 
11 
19 
100 150 200 250 300 350 400 
Time (s) 25 
Q. 
£L 
o 
I 
=r 
m 
I 
1 
n 
o 
3 3 
c 
3 
e> 
o 
§ 
30. 3. 90 Official Journal of the European Communities No C 81/43 
Appendix 2 
CHASSIS DYNAMOMETER 
1. DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED LOAD CURVE 
1.1. Introduction 
In the event that the total resistance to progress on the road is not reproduced on the chassis dynamometer 
between speeds of 10 and 100 km/h, it is recommended to use a chassis dynamometer having the character­
istics defined below. 
1.2. Definition 
1.2.1. The chassis dynamometer may have one or two rollers. 
The front roller drives, directly or indirectly, the inertia masses and the power absorption device. 
1.2.2. Having set the load at 80 km/h by one of the methods described in item 3, K can be determined from P = 
KV-\ 
The power absorbed (Pa) by the brake and the chassis internal frictional effects from the reference setting to 
a vehicle speed of 80 km/h, are as follows: 
IfV > 12 km/h: 
Pa = KV^ ± 5 % KV1 ± 5 % PV80 
(without being negative) 
IfV < 12 km/h: 
Pa will be between O and Pa = KV,23 ± 5 % KV,23 ± 5 % PV8n where K is a characteristic of the chassis 
dynamometer and PV8I1 is the power absorbed at 80 km/h. 
2. METHOD OF CALIBRATING THE DYNAMOMETER 
2.1. Introduction 
This Appendix describes the method to be used to determine the power absorbed by a dynamometric brake. 
The power absorbed comprises the power absorbed by frictional effects and the power absorbed by the 
power-absorption device. The dynamometer is brought into operation beyond the range of test speeds. The 
device used for starting up the dynamometer is then disconnected: the rotational speed of the driven roller 
decreases. 
The kinetic energy of rollers is dissipated by the power-absorption unit and by the frictional effects. This 
method disregards variations in the roller's internal frictional effects caused by rollers with or without the 
vehicle. The frictional effects of the rear roller shall be disregarded when this is free. 
2.2. Calibrating the power indicator to 80 km/h as a function of the power absorbed. 
The following procedure is used (see also Figure III.2.2.2). 
2.2.1. Measure the rotational speed of the roller if this has not already been done. A fifth wheel, a revolution 
counter or some other method may be used. 
2.2.2. Place the vehicle on the dynamometer or devise some other method of starting up the dynamometer. 
2.2.3. Use the fly-wheel or any other system of inertia simulation for the particular inertia class to be used. 
No C 81/44 Official Journal of the European Communities 30. 3. 90 
Figure III.2.2.2 
Diagram illustrating the power of the chassis dynamometer 
PV« 
PVn 
2.2.4. 
2.2.5. 
2.2.6. 
2.2.7. 
2.2.8. 
2.2.9. Power absorbed (Pu) 
inkW 
+ 5 % PVX0 
± 5 % KV1 
- 5 % PV„ 
-*• 
Speed (V) in 
km/h 
Bring the dynamometer to a speed of 80 km/h. 
Note the power indicated (P,). 
Bring the dynamometer to a speed of 90 km/h. 
Disconnect the device used to start up the dynamometer. 
Note the time taken by the dynamometer to pass from a speed of 85 km/h to a speed of 75 km/h. 
Set the power-absorption device at a different level. 
2.2.10. The requirements of 2.2.4 to 2.2.9 must be repeated sufficiently often to cover the range of road powers 
used. 
2.2.11. Calculate the power absorbed, using the formula: 
P, = M, (VT - Vj) 
2 000t 
where: 
Pa = power absorbed in kW, 
M| = equivalent inertia in kg 
(excluding the inertial effects of the free rear roller), 
V: = initial speed in m/s (85 km/h = 23,61 m/s), 
30. 3. 90 Official Journal of the European Communities No C 81/45 
V2 = final speed in m/s (75 km/h = 20,83 m/s), 
t = time taken by the roller to pass from 85 to 75 km/h. 
2.2.12. Figure III.2.2.2.12 shows the power indicated at 80 km/h in terms of the power absorbed at 80 km/h. 
Figure II1.2.2.2.12 
Power indicated at 80 km/h in terms of power absorbed at 80 km/h 
Power indicated (P;) | P; 
inkW 
3,00 
2,00 
1,00 
1,00 2,00 3,00 4,00 in kW 
Power absorbed (Pa) 
2.2.13. The operation described in 2.2.3 to 2.2.12 must be repeated for all inertia classes to be used. 
2.3. Calibration of the power indicator as a function of the absorbed power for other speeds 
The procedures described in 2.2 must be repeated as often as necessary for the chosen speeds. 
2.4. Verification of the power-absorption curve of the dynamometer from a reference setting at a speed of 80 km/h 
2.4.1. Place the vehicle on the dynamometer or devise some other method of starting up the dynamometer. 
2.4.2. Adjust the dynamometer to the absorbed power (Pa) at 80 km/h. 
2.4.3. Note the power absorbed at 100, 80, 60, 40 and 20 km/h. 
2.4.4. Draw the curve Pa(V) and verify that it corresponds to the requirements of 1.2.2. 
2.4.5. Repeat the procedure set out in 2.4.1 to 2.4.4 for other values of power Pa at 80 km/h and for other values of 
inertias. 
2.5. The same procedure must be used for force or torque calibration. 
No C 81/46 Official Journal of the European Communities 30. 3. 90 
3. SETTING OF THE DYNAMOMETER 
3.1. Vacuum method 
3.1.1. Introduction 
This method is not a preferred method and must be used only with fixed load curve shape dynamometers 
for determination of load setting at 80 km/h and cannot be used for vehicles with compression-ignition 
engines. 
3.1.2. Test instrumentation 
The vacuum (or absolute pressure) in the intake manifold vehicle is measured to an accuracy of ± 0,25 kPa. 
It must be possible to record this reading continuously or at intervals of no more than one second. The 
speed must be recorded continuously with a precision of ± 0,4 km/h. 
3.1.3. Road test 
3.1.3.1. Ensure that the requirements of point 4 of Appendix 3 are met. 
3.1.3.2. Drive the vehicle at a steady speed of 80 km/h recording speed and vacuum (or absolute pressure) in 
accordance with the requirements of 3.1.2. 
3.1.3.3. Repeat procedure set out in 3.1.3.2 three times in each direction. All six runs must be completed within four 
hours. 
3.1.4. Data reduction and acceptance criteria 
3.1.4.1. Review results obtained in accordance with 3.1.3.2 and 3.1.3.3 (speed must not be lower than 79,5 km/h or 
greater than 80,5 km/h for more than one second). For each run, read vacuum level at one-second intervals, 
calculate mean vacuum (v) and standard deviation(s). This calculation must consist of no less than 10 read­
ings of vacuum. 
3.1.4.2. The standard deviation must not exceed 10 % of mean (v) for each run. 
3.1.4.3. Calculate the mean value (v) for the six runs (three runs in each direction). 
3.1.5. Dynamometer setting 
3.1.5.1. Preparation 
Perform the operations specified in 5.1.2.2.1 to 5.1.2.2.4 of Appendix 3. 
3.1.5.2. Setting 
After warm-up, drive the vehicle at a steady speed of 80 km/h and adjust dynamometer load to reproduce 
the vacuum reading (v) obtained in accordance with 3.1.4.3. Deviation from this reading must be no greater 
than 0,25 kPa. The same instruments are used for this exercise as were used during the road test. 
3.2. Other setting methods 
The dynamometer setting may be carried out at a constant speed of 80 km/h in accordance with the require­
ments of Appendix 3. 
3.3. Alternative method 
With the manufacturer's agreement the following method may be used: 
30.3.90 Official Journal of the European Communities No C 81/47 
3.3.1. The brake is adjusted so as to absorb the power exerted at the driving wheels at a constant speed of 80 
km/h in accordance with the following table: 
Reference mass of vehicle 
RW 
(kg) 
RW < 750 
750 < RW < 850 
850 < RW < 1 020 
1 020 < RW < 1 250 
1 250 < RW < 1 470 
1 470 < RW < 1 700 
1 700 < RW < 1 930 
1 930 < RW < 2 150 
2 150 < RW < 2 380 
2 380 < RW < 2 610 
2 610 < RW Power absorbed by 
the dynamometer P., 
(kW) 
4,7 
5,1 
5,6 
6,3 
7,0 
7,5 
8,1 
8,6 
9,0 
9,4 
9,8 
3.3.2. In the case of vehicles, other than passenger cars, with a reference mass of more than 1 700 kg, or vehicles 
with permanent all wheel drive, the power values given in the table set out in 3.3.1 are multiplied by the 
factor 1,3. 
No C 81/48 Official Journal of the European Communities 30. 3. 90 
Appendix 3 
RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT METHOD ON THE ROAD — 
SIMULATION ON A CHASSIS DYNAMOMETER 
1. OBJECT OF THE METHODS 
The object of the methods defined below is to measure the resistance to progress of a vehicle at stabil­
ized speeds on the road and to simulate this resistance on a dynamometer, in accordance with 4.1.4.1 of 
Annex III. 
2. DEFINITION OF THE ROAD 
The road must be level and sufficiently long to enable the measurements specified below to be made. 
The slope must be constant to within ± 0,1 % and must not exceed 1,5 %. 
3. ATMOSPHERIC CONDITIONS 
3.1. Wind 
Testing must be limited to wind speeds averaging less than 3 m/s with peak speeds less than 5 m/s. In 
addition, the vector component of the wind speed across the test road must be less than 2 m/s. Wind 
velocity must be measured 0,7 m above the road surface. 
3.2. Humidity 
The road must be dry. 
3.3. Pressure — Temperature 
Air density at the time of the test must not deviate by more than ± 7,5 % from the reference conditions, 
p = lOOkPaandT = 293,2 K. 
4. VEHICLE PREPARATION 
4.1. Running in 
The vehicle must be in normal running order and adjustment after having been run-in for at least 3 000 
km. The tyres must be run in at the same time as the vehicle or have a tread depth within 90 and 50 % of 
the initial tread depth. 
4.2. Verifications 
The following checks must be made in accordance with the manufacturer's specifications for the use 
considered: 
— wheels, wheel trims, tyres (make, type, pressure), 
— front axle geometry, 
— brake adjustment (elimination of parasitic drag), 
— lubrication of front and rear axles, 
— adjustment of the suspension and vehicle level, etc. 
4.3. Preparation for the test 
4.3.1. The vehicle is loaded to its reference mass. The level of the vehicle must be that obtained when the 
centre of gravity of the load is situated midway between the 'R' points of the front outer seats and on a 
straight line passing through those points. 
30.3.90 Official Journal of the European Communities No C 81/49 
4.3.2. In the case of road tests, the windows of the vehicle must be closed. Any covers of air climatization 
systems, headlamps, etc, must be in the non-operating position. 
4.3.3. The vehicle must be clean. 
4.3.4. Immediately prior to the test the vehicle is brought to normal running temperature in an appropriate 
manner. 
5. METHODS 
5.1. Method of energy variation during coast-down 
5.1.1. On the road 
5.1.1.1. Test equipment and error 
— time must be measured to an error lower than 0,1 second, 
— speed must be measured to an error lower than 2 %. 
5.1.1.2. Test procedure 
5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen test speed V. 
5.1.1.2.2. Place the gearbox in 'neutral' position. 
5.1.1.2.3. Measure the time (t|) taken for the vehicle to decelerate from 
V2 = V + V km/h to V, = V - V km/h with V < 5 km/h 
5.1.1.2.4. Perform the same test in the opposite direction: t2 
5.1.1.2.5. Take the average, T, of the two times t, and t2. 
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p) of the average 
1 n 
T = — I Tj is not more than 2 % (p < 2 %). n j -=. ! 
The statistical accuracy (p) is defined by: 
where: 
t = 
s = 
n = t s 100 
P= Tr= • — V n T 
coefficient given by the table below, 
standard deviation, s = ~|/ ^ (Tj —T)2 
number of tests, ' = 
n 
t 
t 
j/n 4 
3,2 
1,6 5 
2,8 
1,25 6 
2,6 
1,06 7 
2,5 
0,94 8 
-2,4 
0,85 9 
2,3 
0,77 10 
2,3 
0,73 11 
2,2 
0,66 12 
2,2 
0,64 13 
2,2 
0,61 14 
2,2 
0,59 15 
2,2 
0,57 
5.1.1.2.7. Calculate the power by the formula: 
M VAV 
SOOT 
No C 81/50 Official Journal of the European Communities 30. 3. 90 
where: 
P is expressed in kW, 
V = speed of the test in m/s, 
AV = speed deviation from speed V, in m/s, 
M = reference mass in kg, 
T = time in seconds. 
5.1.2. On the dynamometer 
5.1.2.1. Measurement equipment and accuracy 
The equipment must be identical to that used on the road. 
5.1.2.2. Test procedure 
5.1.2.2.1. Install the vehicle on the test dynamometer. 
5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required by the dynamometer. 
5.1.2.2.3. Adjust the equivalent inertia of the dynamometer. 
5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a suitable manner. 
5.1.2.2.5. Carry out the operations specified in 5.1.1.2 with the exception of 5.1.1.2.4 and 5.1.1.2.5 and with replac­
ing M by I in the formula set out in 5.1.1.2.7. 
5.1.2.2.6. Adjust the brake to meet the requirements of 4.1.4.1 of Annex III. 
5.2. Torque measurement method at constant speed 
5.2.1. On the road 
5.2.1.1. Measurement equipment and error 
Torque measurement must be carried out with an appropriate measuring device accurate to within 2 %. 
Speed measurement must be accurate to within 2 %. 
5.2.1.2. Test procedure 
5.2.1.2.1. Bring the vehicle to the chosen stabilized speed V. 
5.2.1.2.2. Record the torque, C(t), and speed over a period of a least 10 seconds by means of class 1 000 instru­
mentation meeting ISO Standard No 970. 
5.2.1.2.3. Differences in torque, C(t), and speed relative to time must not exceed 5 % for each second of the mea­
surement period. 
5.2.1.2.4. The torque, C, is the average torque derived from the following formula: 
1 ft+At 
c"= A7 C(t)dt 
*-1 
5.2.1.2.5. Carry out the test in the opposite direction, i.e. C,2 
5.2.1.2.6. Determine the average of these two torques C,, and Ct2, i.e. Ct. 
30. 3. 90 Official Journal of the European Communities No C 81/51 
5.2.2. On the dynamometer 
5.2.2.1. Measurement equipment and error 
The equipment must be identical to that used on the road. 
5.2.2.2. Test procedure 
5.2.2.2.1. Perform the operations specified in 5.1.2.2.1 to 5.1.2.2.4. 
5.2.2.2.2. Perform the operations specified in 5.2.1.2.1 to 5.2.1.2.4. 
5.2.2.2.3. Adjust the brake setting to meet the requirements of 4.1.4.1 of Annex III. 
5.3. Integrated torque over variable driving pattern 
5.3.1. This method is a non-obligatory complement to the constant speed method described in 5.2. 
5.3.2. In this dynamic procedure the mean torque value, M, is determined. This is accomplished by integrating 
the actual torque values with respect to time during operation of the test vehicle with a defined driving 
cycle. The integrated torque is then divided by the time difference. 
The result is: 
M=—-— ( M(t) • dt (with M(t) > 0) ''-'J., 
M is calculated from six sets of results. 
It is recommended that the sampling rate of M be not less than two samples per second. 
5.3.3. Dynamometer setting 
The dynamometer load is set by the method described in 5.2. If M dynamometer does not then match M 
road, the brake setting is adjusted until the values are equal within ± 5 %. 
NB: 
This method can be used only for dynamometers with electrical inertia simulation or fine adjustment. 
5.3.4. Acceptance criteria 
Standard deviation of six measurements must be no more than 2 % of the mean value. 
5.4. Method of deceleration measurement by gyroscopic platform 
5.4.1. On the road 
5.4.1.1. Measurement equipment and error 
— speed must be measured with an error lower than 2 %, 
— deceleration must be measured with an error lower than 1 %, 
— the slope of the road must be measured with an error lower than 1 %, 
— time must be measured with an error lower than 0,1 second. 
The level of the vehicle is measured on a reference horizontal ground; as an alternative, it is possible to 
correct for the slope of the road (oil). 
5.4.1.2. Test procedure 
5.4.1.2.1. Accelerate the vehicle to a speed 5 km/h greater than the chosen test speed: V. 
No C 81/52 Official Journal of the European Communities 30. 3. 90 
5.4.1.2.2. Record the deceleration between V + 0,5 km/h and V — 0,5 km/h. 
5.4.1.2.3. Calculate the average deceleration attributed to the speed V by the formula: 
>t 
where: Yi = — \ Yi (t) dt - (g • sin a,) 
71 = average deceleration value at the speed V in one direction of the road, 
t = time between V + 0,5 km/h and V — 0,5 km/h, 
7,(t) = deceleration recorded with the time, 
g = 9,81 m.s-2. 
5.4.1.2.4. Perform the same test in the other direction: y2-
5.4.1.2.5. Calculate the average of 
i. _ — — for test h 
5.4.1.2.6. Perform a sufficient number of tests as specified in 5.1.1.2.6 replacing T by T where: 
1 n r= — i n n i = i 
5.4.1.2.7. Calculate the average force absorbed, F — M. T, 
where: 
M = vehicle reference mass in kg, 
r = average deceleration calculated beforehand. 
5.4.2. Dynamometer method 
5.4.2.1. Measurement equipment and error 
The measurement instrumentation of the dynamometer itself must be used as defined in 2 of Appendix 
2 to this Annex. 
5.4.2.2. Test procedure 
5.4.2.2.1. Adjustment of the force on the rim under steady speed. On chassis dynamometer, the total resistance is 
of the type: 
(Ftolal) = (^indicated) + (Fdriving axle rolling). With 
(Flotal) = (Froad), 
Vindicated/ = ('road/ (.'driving axle rolling/* 
where: 
(Findica.ed) is the force indicated on the force indicating device of the chassis dynamometer, 
(Froad) is known, 
(Fdriving axle rolling) Can De : 
— measured on chassis dynamometer able to work as a motor. 
The test vehicle, gearbox in neutral position, is driven by the chassis dynamometer at the test speed; 
the rolling resistance of the driving axle is then measured on the force indicating device of the chas­
sis dynamometer. 
— determined on chassis dynamometer unable to work as a motor. 
For the two-roller-chassis dynamometer, the RR value is the one which is determined before on the 
road. 
For the single-roller chassis dynamometer, the RR value is the one which is determined on the road 
multiplied by a coefficient (R) which is equal to the ratio between the driving axle mass and the 
vehicle total mass. 
NB: 
Rr is obtained from the curve: F = f(V). 
30. 3. 90 Official Journal of the European Communities No C 81/53 
Appendix 4 
VERIFICATION OF INERTIAS OTHER THAN MECHANICAL 
1. OBJECT 
The method described in this Appendix makes it possible to check that the simulated total inertia of the 
dynamometer is carried out satisfactorily in the running phases of the operating cycle. 
2. PRINCIPLE 
2.1. Drawing up working equations 
Since the dynamometer is subjected to variations in the rotating speed of the roller(s), the force at the sur­
face of the roller(s) can be expressed by the formula: 
F = I • y = IM • y + F, 
where: 
F = force at the surface of the roller(s), 
I = total inertia of the dynamometer (equivalent inertia of the vehicle: see table in Annex III point 
5.1), 
IM = inertia of the mechanical masses of the dynamometer, 
Y = tangential acceleration at roller surface, 
F, = inertia force. 
NB: 
An explanation of this formula with reference to dynamometer with mechanically simulated inertias is 
appended. 
Thus, the total inertia is expressed as follows: 
. , F, 
y 
where: 
IM can be calculated or measured by traditional methods. 
F, can be measured on the dynamometer, but can also be calculated from the peripheral speed of the rollers. 
The total inertia (I) is determined during an acceleration or deceleration test with values higher than or 
equal to those obtained on an operating cycle. 
2.2. Specification for the calculation of total inertia 
The test and calculation methods must make it possible to determine the total inertia I with a relative error 
(A I/I) of less than 2%. 
3. SPECIFICATION 
3.1. The mass of the simulated total inertia I must remain the same as the theoretical value of the equivalent 
inertia (see 5.1 of Annex III) within the following limits: 
3.1.1. ± 5 % of the theoretical value for each instantaneous value; 
3.1.2. ±2 % of the theoretical value for the average value calculated for each sequence of the cycle. 
3.2. The limit given in 3.1.1 is brought to ± 50% for one second when starting and, for vehicles with manual 
transmission, for two seconds during gear changes. 
No C 81/54 Official Journal of the European Communities 30. 3. 90 
4. VERIFICATION PROCEDURE 
4.1. Verification is carried out during each test throughout the cycle defined in 2.1 of Annex III. 
4.2. However, if the requirements of 3 are met, with instantaneous accelerations which are at least three times 
greater or smaller than the values obtained in the sequences of the theoretical cycle, the verification des­
cribed above is not necessary. 
5. TECHNICAL NOTE 
Explanation of drawing-up working equations. 
5.1. Equilibrium of the forces on the road: 
CR = k, Jr, ^fi + k2 Jr2 4^1 + k3 M yr, + k3 Fs r, 
dt dt 
5.2. Equilibrium of the forces on dynamometer with mechanically simulated inertias: 
dWm 
n t i, d61 ,i, JRm dt . , c 
Cm = k, Jr, ^— + k3 r, + k3 Fs r, 
dt Rm 
= k, Jr, ^f-Uk3IYr,+k3Fsr, dt 
5.3. Equilibrium of the forces on dynamometer with non-mechanically simulated inertias: 
C - \c Ir d01 + t lJRe dt p . Cr \ . c 
Ce = K! Jri —— + k3 I r, + —i r, I + k3 Fs r{ 
dt y Re Re / 
= k,Jr, ^ + k3 (iMY + FOr. + kjFsr, dt 
in these formulae: 
CR = engine torque on the road, 
Cm = engine torque on the dynamometer with mechanically simulated inertias, 
Ce = engine torque on the dynamometer with electrically simulated inertias, 
Jr, = moment of inertia of the vehicle transmission brought back to the driving wheels, 
Jr2 = moment of inertia of the non-driving wheels, 
JRm = moment of inertia of the dynamometer with mechanically simulated inertias, 
JR,. = moment of mechanical inertia of the dynamometer with electrically simulated inertias, 
M = mass of the vehicle on the road, 
I = equivalent inertia of the dynamometer with mechanically simulated inertias, 
IM = mechanical inertia of the dynamometer with electrically simulated inertias, 
Fs = resultant force at stabilized speed, 
C, = resultant torque from electrically simulated inertias, 
F] = resultant force from electrically simulated inertias, 
d0 1 
—-,— : angular acceleration of the driving wheels, 
—— : angular acceleration of the non-driving wheels, 
dWm „ , . , , 
—— : angular acceleration of the mechanical dynamometer, 
dWe 
—— : angular acceleration of the electrical dynamometer, 
y : = linear acceleration, 
r, = radius under load of the driving wheels, 
r2 = radius under load of the non-driving wheels, 
30. 3. 90 Official Journal of the European Communities No C 81/55 
Rm = radius of the rollers of the mechanical dynamometer, 
R,, = radius of the rollers of the electrical dynamometer, 
k, = coefficient dependent on the gear reduction ratio and the various inertias of transmission and 
'efficiency', 
k2 = ratio transmission x r|/r2 x 'efficiency', 
k3 = ratio transmission x 'efficiency'. 
Supposing the two types of dynamometer (5.2 and 5.3) are made equal and simplified, one obtains: 
MIM»Y + Fi)ri = k3 I • y • r, 
hence, 
I = IM + — 
Y 
No C 81/56 Official Journal of the European Communities 30. 3. 90 
Appendix 5 
DESCRIPTION OF TAILPIPE EMISSION-SAMPLING SYSTEMS 
1. INTRODUCTION 
1.1. There are several types of sampling devices capable of meeting the requirements set out in 4.2 of Annex 
III. 
The devices described in 3.1, 3.2 and 3.3 will be deemed acceptable if they satisfy the main criteria relat­
ing to the variable dilution principle. 
1.2. In its communications, the laboratory must mention the system of sampling used when performing the 
test. 
2. CRITERIA RELATING TO THE VARIABLE-DILUTION SYSTEM FOR MEASURING 
EXHAUST-GAS EMISSIONS 
2.1. Scope 
This section specifies the operating characteristics of an exhaust-gas sampling system intended to be 
used for measuring the true mass emissions of a vehicle exhaust in accordance with the provisions of 
this Directive. The principle of variable-dilution sampling for measuring mass emissions requires three 
conditions to be satisfied: 
2.1.1. the vehicle exhaust gases must be continuously diluted with ambient air under specified conditions; 
2.1.2. the total volume of the mixture of exhaust gases and dilution air must be measured accurately; 
2.1.3. a continuously proportional sample of the diluted exhaust gases and the dilution air must be collected 
for analysis. 
The quantity of gaseous pollutants emitted is determined from the proportional sample concentrations 
and the total volume measured during the test. The sample concentrations are corrected to take account 
of the pollutant content of the ambient air. In addition, where vehicles are equipped with compression-
ignition engines, their particulate emissions are plotted. 
2.2. Technical summary 
Figure II 1.5.2.2. gives a schematic diagram of the sampling system. 
2.2.1. The vehicle exhaust gases must be diluted with a sufficient amount of ambient air to prevent any water 
condensation in the sampling and measuring system. 
2.2.2. The exhaust-gas sampling system must be so designed as to make it possible to measure the average 
volume concentrations of the C02, CO, HC and NOx, and, in addition, in the case of vehicles equipped 
with compression-ignition engines, of the particulate emissions, contained in the exhaust gases emitted 
during the vehicle testing cycle. 
2.2.3. The mixture of air and exhaust gases must be homogeneous at the point where the sampling probe is 
located (see 2.3.1.2). 
2.2.4. The probe must extract a representative sample of the diluted gases. 
2.2.5. The system must make it possible to measure the total volume of the diluted exhaust gases from the 
vehicle being tested. 
2.2.6. The sampling system must be gas-tight. The design of the variable-dilution sampling system and the 
materials that go to make it up must be such that they do not affect the pollutant concentration in the 
diluted exhaust gases. Should any component in the system (heat exchanger, cyclone separator, blower, 
etc.) change the concentration of any of the pollutants in the diluted exhaust gases and the fault cannot 
be corrected, then sampling for that pollutant must be carried out before that component. 
30. 3. 90 Official Journal of the European Communities No C 81/57 
3 
No C 81/58 Official Journal of the European Communities 30. 3. 90 
2.2.7. If the vehicle tested is equipped with an exhaust system comprising more than one tailpipe, the connect­
ing tubes must be connected together by a manifold installed as near as possible to the vehicle. 
2.2.8. The gas samples must be collected in sampling bags of adequate capacity so as not to hinder the gas 
flow during the sampling period. These bags must be made of such materials as will not affect the con­
centration of pollutant gases (see 2.3.4.4). 
2.2.9. The variable-dilution system must be so designed as to enable the exhaust gases to be sampled without 
appreciably changing the back-pressure at the exhaust pipe outlet (see 2.3.1.1). 
Specific requirements 
Exhaust-gas collection and dilution device 
1. The connection tube between the vehicle exhaust tailpipe(s) and the mixing chamber must be as short as 
possible; it must in no case: 
— cause the static pressure at the exhaust tailpipe(s) on the vehicle being tested to differ by more than 
0,75 kPa at 50 km/h or more than 1,25 kPa for the whole duration of the test from the static pres­
sures recorded when noting is connected to the vehicle tailpipes. The pressure must be measured in 
the exhaust tailpipe or in an extension having the same diameter, as near as possible to the end of 
the pipe, 
— change the nature of the exhaust gas. 
2.3.1.2. There must be a mixing chamber in which the vehicle exhaust gases and the dilution air are mixed so as 
to produce a homogeneous mixture at the chamber outlet. 
The homogeneity of the mixture in any cross-section at the location of the sampling probe must not vary 
by more than ± 2 % from the average of the values obtained by at least five points located at equal 
intervals on the diameter of the gas stream. In order to minimize the effects on the conditions at the 
exhaust tailpipe and to limit the drop in pressure inside the dilution air-conditioning device, if any, the 
pressure inside the mixing chamber must not differ by more than 0,25 kPa from atmospheric pressure. 
2.3.2. Suction device/volume measuring device 
This device may have a range of fixed speeds as to ensure sufficient flow to prevent any water conden­
sation. This result is generally obtained by keeping the concentration of C02 in the dilute exhaust-gas 
sampling bag lower than 3 % by volume. 
2.3.3. Volume measurement 
2.3.3.1. The volume measuring device must retain its calibration accuracy to within 2 % under all operating con­
ditions. If the device cannot compensate for variations in the temperature of the mixture of exhaust 
gases and dilution air at the measuring point, a heat exchanger must be used to maintain the tempera­
ture to within ± 6 K of the specified operating temperature. 
If necessary, a cyclone separator can be used to protect the volume measuring device. 
2.3.3.2. A temperature sensor must be installed immediately before the volume measuring device. This tempera­
ture sensor must have an accuracy and a precision of ± 1 K. and a response time of 0,1 second at 62 % 
of a given temperature variation (value measured in silicone oil). 
2.3.3.3. The pressure measurements must have a precision and an accuracy of ± 0,4 kPa during the test. 
2.3.3.4. The measurement of the pressure difference from atmospheric pressure is taken before and, if necessary, 
after the volume measuring device. 
30. 3. 90 Official Journal of the European Communities No C 81/59 
2.3.4. Gas sampling 
2.3.4.1. Dilute exhaust gases 
2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction device but after the conditioning devices 
(if any). 
2.3.4.1.2. The flow-rate must not deviate by more than ± 2 % from the average. 
2.3.4.1.3. The sampling rate must not fall below 5 litres per minute and must not exceed 0,2 % of the flow-rate of 
the dilute exhaust gases. 
2.3.4.1.4. An equivalent limit applies to constant-mass sampling systems. 
2.3.4.2. Dilution air 
2.3.4.2.1. A sample of the dilution air is taken at a constant flow-rate near the ambient air inlet (after the filter if 
one is fitted). 
2.3.4.2.2. The air must not be contaminated by exhaust gases from the mixing area. 
2.3.4.2.3. The sampling rate for the dilution air must be comparable to that used in the case of the dilute exhaust 
gases. 
2.3.4.3. Sampling operations 
2.3.4.3.1. The materials used for the sampling operations must be such that they do not change the pollutant con­
centration. 
2.3.4.3.2. Filters may be used in order to extract the solid particles from the sample. 
2.3.4.3.3. Pumps are required in order to convey the sample to the sampling bag(s). 
2.3.4.3.4. Flow control valves and flow-meters are needed in order to obtain the flow-rates required for sampling. 
2.3.4.3.5. Quick-fastening gas-tight connections may be used between the three-way valves and the sampling bags, 
the connections sealing themselves automatically on the bag side. Other systems may be used for con­
veying the samples to the analyser (three-way stop valves, for example). 
2.3.4.3.6. The various valves used for directing the sampling gases must be of the quick-adjusting and quick-act­
ing type. 
2.3.4.4. Storage of the sample 
The gas samples are collected in sampling bags of adequate so as not to reduce the sampling rate. The 
bags must be made of such a material as will not change the concentration of synthetic pollutant gases 
by more than 2 % after 20 minutes. 
2.4. Additional sampling unit for the testing of vehicles equipped with a compression-ignition engine. 
2.4.1. By way of a departure from the taking of gas samples from vehicles equipped with spark-ignition 
engines, the hydrocarbon and particulate sampling points are located in a dilution tunnel. 
2.4.2. In order to reduce heat losses in the exhaust gases between the exhaust tail pipe and the dilution tunnel 
inlet, the pipe may not be more than 3,6 m long, or 6,1 m long if heat insulated. Its internal diameter 
may not exceed 105 mm. 
No C 81/60 Official Journal of the European Communities 30. 3. 90 
Figure 111.5.2.4.4. 
Particulate sampling probe configuration 
U 
30. 3. 90 Official Journal of the European Communities No C 81/61 
2.4.3. Predominantly turbulent flow conditions (Reynolds number > 4 000) must apply in the dilution tunnel, 
which consists of a straight tube of electrically-conductive material, in order to guarantee that the 
diluted exhaust gas is homogeneous at the sampling points and that the samples consist of representa­
tive gases and particulates. The dilution tunnel must be at least 200 mm in diameter and the system must 
be earthed. 
2.4.4. The particulate sampling system consists of a sampling probe in the dilution tunnel and two series-
mounted filters. Quick-acting valves are located both up and downstream of the two filters in the direc­
tion of flow. 
The configuration of the sample probe must be as indicated in Figure III.5.2.4.4. 
2.4.5. The particulate sampling probe shall be arranged as follows: 
It must be installed in the vicinity of the tunnel centreline, roughly 10 tunnel diameters downstream of 
the gas inlet, and have an internal diameter of at least 12 mm. 
The distance from the sampling tip to the filter mount must be at least five probe diameters, but must 
not exceed 1 020 mm. 
2.4.6. The sample gas flow measuring unit consists of pumps, gas flow regulators and flow measuring units. 
2.4.7. The hydrocarbon sampling system consists of a heated sampling probe, line, filter and pump. The sam­
pling probe must be installed in such a way at the same distance from the exhaust gas inlet as the parti­
culate sampling probe, that neither interferes with samples taken by the other. It must have a minimum 
internal diameter of 4 mm. 
2.4.8. All heated parts must be maintained at a temperature of 463 ± 10 K by the heating system. 
2.4.9. If it is not possible to compensate for variations in the flow rate there must be a heat exchanger and a 
temperature control device as specified in 2.3.3.1 so as to ensure that the flow rate in the system is con­
stant and the sampling rate is accordingly proportional. 
DESCRIPTION OF THE DEVICES 
3.1. Variable dilution device with positive displacement pump (PDP-CVS) (Figure III.5.3.1). 
3.1.1. The positive displacement pump — constant volume sampler (PDP-CVS) satisfies the requirements of 
this Annex by metering at a constant temperature and pressure through the pump. The total volume is 
measured by counting the revolutions made by the calibrated positive displacement pump. The propor­
tional sample is achieved by sampling with pump, flow-meter and flow control valve at a constant 
flow-rate. 
3.1.2. Figure III.5.3.1 is a schematic drawing of such a sampling system. Since various configurations can 
produce accurate results exact conformity with the drawing is not essential. Additional components such 
as instruments, valves, solenoids and switches may be used to provide additional information and coor­
dinate the functions of the component system. 
3.1.3. The collecting equipment consists of: 
3.1.3.1. A filter (D) for the dilution air, which can be preheated if necessary. This filter must consist of activated 
charcoal sandwiched between two layers of paper, and shall be used to reduce and stabilize the hydro­
carbon concentrations of ambient emissions in the dilution air. 
3.1.3.2. A mixing chamber (M) in which exhaust gas and air are mixed homogeneously. 
No C 81/62 Official Journal of the European Communities 30.3.90 
Figure 111.5.3.1 
Constant volume sampler with positive displacement pump (PDP-CVS) 
30. 3. 90 Official Journal of the European Communities No C 81/63 
3.1.3.3. A heat exchanger (H) of a capacity sufficient to ensure that throughout the test the temperature of the 
air/exhaust-gas mixture measured at a point immediately upstream of the positive displacement pump 
is within ± 6 K of the designed operating temperature. This device must not affect the pollutant con­
centrations of diluted gases taken off after for analysis. 
3.1.3.4. A temperature control system (TC), used to preheat the heat exchanger before the test and to control its 
temperature during the test, so that deviations from the designed operating temperature are limited to 
± 6K. 
3.1.3.5. The positive displacement pump (PDP), used to transport a constant-volume flow of the air/exhaust-gas 
mixture; the flow capacity of the pump must be large enough to eliminate water condensation in the 
system under all operating conditions which may occur during a test; this can be generally ensured by 
using a positive displacement pump with a flow capacity: 
3.1.3.5.1. — twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle, or 
3.1.3.5.2. — sufficient to ensure that the C02 concentration in the dilute-exhaust sample bag is less than 3 % by 
volume. 
3.1.3.6. A temperature sensor (T|) (accuracy and precision ± 1 K), fitted at a point immediately upstream of the 
positive displacement pump; it must be designed to monitor continuously the temperature of diluted 
exhaust-gas mixture during the test. 
3.1.3.7. A pressure gauge (G| (accuracy and precision ± 0,4 kPa) fitted immediately upstream of the volume 
meter and used to register the pressure gradient between the gas mixture and the ambient air. 
3.1.3.8. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa) fitted so that the different pressure 
between pump inlet and pump outlet can be registered. 
3.1.3.9. Two sampling outlets (Si and S2) for taking constant samples of the dilution air and of the diluted 
exhaust-gas/air mixture. 
3.1.3.10. A filter (F), to extract solid particles from the flows of gas collected for analysis. 
3.1.3.11. Pumps (P), to collect a constant flow of the dilution air as well as the diluted exhaust-gas/air mixture 
during the test. 
3.1.3.12. Flow controllers (N), to ensure a constant uniform flow of the gas samples taken during the course of 
the test from sampling probes S, and S2; and flow of the gas samples must be such that, at the end of 
each test, the quantity of the samples is sufficient for analysis (~ 10 litres per minute). 
3.1.3.13. Flow meters (FL), for adjusting and monitoring the constant flow of gas samples during the test. 
3.1.3.14. Quick-acting valves (V), to divert a constant flow of gas samples into the sampling bags or to the outside 
vent. 
3.1.3.15. Gas-tight, quick-lock coupling elements (Q) between the quick-acting valves and the sampling bags; the 
coupling must close automatically on the sampling-bag side; as an alternative, other ways of transport­
ing the samples to the analyser may be used (three-way stopcocks, for instance). 
3.1.3.16. Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air during the test; they 
must be of sufficient capacity not to impede the sample flow; the bag material must be such as to effect 
neither the measurements themselves nor the chemical composition of the gas samples (for instance: 
laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons). 
3.1.3.17. A digital counter (C), to register the number of revolutions performed by the positive displacement 
pump during the test. 
No C 81/64 Official Journal of the European Communities 30.3.90 
3.1.4. Additional equipment required when testing diesel-engined vehicles 
To comply with the requirements of 4.3.1.1 and 4.3.2 of Annex III, the additional components within 
the dotted lines in Figure III.5.3.1 must be used when testing diesel-engined vehicles: 
Fh is a heated filter, 
53 is a sample point close to the mixing chamber, 
Vh is a heated multiway valve, 
Q is a quick connector to allow the ambient air sample BA to be analysed on the HF1D, 
HFID is a heated flame ionization analyser, 
R and I are means of integrating and recording the instantaneous hydrocarbon concentrations, 
Lh is a heated sample line. 
All heated components must be maintained at 463 ± 10 K. 
Particulate sampling system 
54 sampling probe in the dilution tunnel, 
Fp filter unit consisting of two series-mounted filters; switching arrangement for further paral­
lel-mounted pairs of filters, 
sampling line, 
pumps, flow regulators, flow measuring units. 
3.2. Critical-flow venturi dilution device (CFV-CVS) (Figure III.5.3.2). 
3.2.1. Using a critical-flow venturi in connection with the CVS sampling procedure is based on the principles 
of flow mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is main­
tained as sonic velocity which is directly proportional to the square root of the gas temperature. Flow is 
continually monitored, computed and integrated over the test. 
If an additional critical-flow sampling venturi is used, the proportionality of the gas samples taken is 
ensured. As both pressure and temperature are equal at the two venturi inlets the volume of the gas flow 
diverted for sampling is proportional to the total volume of diluted exhaust-gas mixture produced, and 
thus the requirements of this Annex are met. 
3.2.2. Figure III.5.3.2 is a schematic drawing of such a sampling system. Since various configurations can 
produce accurate results, exact conformity with the drawing is not essential. Additional components 
such as instruments, valve, solenoids, and switches may be used to provide additional information and 
coordinate the functions of the component system. 
3.2.3. The collecting equipment consists of: 
3.2.3.1. a filter (D) for the dilution air, which can be preheated if necessary: the filter must consist of activated 
charcoal sandwiched between layers of paper, and must be used to reduce and stabilize the hydrocarbon 
background emission of the dilution air; 
3.2.3.2. a mixing chamber (M), in which exhaust gas and air are mixed homogeneously; 
3.2.3.3. a cyclone separator (CS), to extract particles; 
3.2.3.4. two sampling probes (S, and S:) for taking samples of the dilution air as well as of the diluted exhaust 
gas; 
3.2.3.5. a sampling critical flow venturi (SV), to take proportional samples of the diluted exhaust gas at sampling 
probe S2; 
3.2.3.6. a filter (F), to extract solid particles from the gas flows diverted for analysis; 
3.2.3.7. pumps (P), to collect part of the flow of air and diluted exhaust gas in bags during the test; 
Ambient air Figure III.5.3.2 
Constant volume sampler with critical-flow venturi (CFV-CVS System) 
To vent 
To vent 
Required for diesel testing only 
No C 81/66 Official Journal of the European Communities 30. 3. 90 
3.2.3.8. a flow controller (N), to ensure a constant flow of the gas samples taken in the course of the test from 
sampling probe S,; the flow of the gas samples must be such that, at the end of the test, the quantity of 
the samples is sufficient for analysis (~ 10 litres per minute); 
3.2.3.9. a snubber (PS), in the sampling line; 
3.2.3.10. flow meters (FL), for adjusting and monitoring the flow of gas samples during tests; 
3.2.3.11. quick-acting solenoid valves (V), to divert a constant flow of gas samples into the sampling bags or the 
vent; 
3.2.3.12. gas-tight, quick-lock coupling elements (Q), between the quick-acting valves and the sampling bags; the 
couplings must close automatically on the sampling bag side; as an alternative, other ways of transport­
ing the samples to the analyser may be used (three-way stopcocks, for instance); 
3.2.3.13. bags (B), for collecting samples of the diluted exhaust gas and the dilution air during the tests; they must 
be of sufficient capacity not to impede the sample flow; the bag material must be such as to affect 
neither the measurements themselves nor the chemical composition of the gas samples (for instance: 
laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons); 
3.2.3.14. a pressure gauge (G), which is precise and accurate to within ± 0,4 kPa; 
3.2.3.15. a temperature sensor (T), which is precise and accurate to within ± 1 K and have a response time of 0,1 
second to 62 % of a temperature change (as measured in silicon oil); 
3.2.3.16. a measuring critical flow venturi tube (MV), to measure the flow volume of the diluted exhaust gas; 
3.2.3.17. a blower (BL), of sufficient capacity to handle the total volume of diluted exhaust gas. 
3.2.3.18. The capacity of the CFV-CVS system must be such that under all operating conditions which may possi­
bly occur during a test there will be no condensation of water. This is generally ensured by using a 
blower whose capacity is: 
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or 
3.2.3.18.2. sufficient to ensure that the C02 concentration in the dilute exhaust sample bag is less than 3 % by vol­
ume. 
3.2.4. Additional equipment required when testing diesel-engined vehicles 
To comply with the requirements of 4.3.1.1 and 4.3.2 of Annex III, the additional components shown 
within the dotted lines of Figure III.5.3.2 must be used when testing diesel-engined vehicles: 
Fh is a heated filter, 
S-, is a sample point close to the mixing chamber, 
Vh is a heated multiway valve, 
Q is a quick connector to allow the ambient air sample BA to be analysed on the HFID, 
HFID is a heated flame ionization analyser, 
R and I are means of integrating and recording the instantaneous hydrocarbon concentrations, 
Lh is a heated sample line. 
All heated components must be maintained at 463 ± 10 K. 
Particulate sampling system 
S4 sampling probe in the dilution tunnel, 
Fp filter unit consisting of two series-mounted filters; Switching unit for further parallel-
mounted pairs of filters, 
sampling line, 
pumps, flow regulators, flow measuring units. 
30. 3. 90 Official Journal of the European Communities No C 81/67 
If compensation for varying flow is not possible, then a heat exchanger (H) and temperature control 
system (TC) as described in 2.2.3 will be required to ensure constant flow through the venturi (MV) and 
thus proportional flow through S3. 
3.3. Variable dilution device with constant flow control by orifice (CFO-CVS) (Figure III.5.3.3.) (only for 
spark-ignition-engined vehicles). 
3.3.1. The collection equipment consists of: 
3.3.1.1. a sampling tube connecting the vehicle's exhaust pipe to the device itself; 
3.3.1.2. a sampling device consisting of a pump device for drawing in a diluted mixture of exhaust gas and air; 
3.3.1.3. a mixing chamber (M) in which exhaust gas and air are mixed homogeneously; 
3.3.1.4. a heat exchanger (H) of a capacity sufficient to ensure that throughout the test the temperature of the 
air/exhaust-gas mixture measured at a point immediately before the positive displacement of the flow-
rate measuring device is within ± 6 K of the designed operating temperature. This device must not alter 
the pollutant concentration of diluted gases taken off for analysis. 
Should this condition not be satisfied for certain pollutants, sampling will be effected before the cyclone 
for one or several considered pollutants. 
If necessary, a device for temperature control (TC) is used to preheat the heat exchanger before testing 
and to keep up its temperature during the test ± 6 K. 
3.3.1.5. Two probes (Si and S2) for sampling by means of pumps (P) flowmeters (FL) and, if necessary, filters (F) 
allowing for the collection of solid particles from gases used for the analysis. 
3.3.1.6. One pump for dilution air and another one for diluted mixture. 
3.3.1.7. A volume-meter with an orifice. 
3.3.1.8. A temperature Sensor (T) (accuracy and precision ± 1 K), fitted at a point immediately before the vol­
ume measurement device; it must be designed to monitor continuously the temperature of the diluted 
exhaust-gas mixture during the test. 
3.3.1.9. A pressure gauge (G) (accuracy and precision ± 0,4 kPa) fitted immediately before the volume meter 
and used to register the pressure gradient between the gas mixture and the ambient air. 
3.3.1.10. Another pressure gauge (G) (accuracy and precision ± 0,4 kPa) fitted so that the differential pressure 
between pump inlet and pump outlet can be registered. 
3.3.1.11. Flow controllers (N) to ensure a constant uniform flow of gas samples taken during the course of the test 
from sampling outlets S, and S2. The flow of the gas samples must be such that, at the end of each test, 
the quantity of the samples is sufficient for analysis (~ 10 litres per minute). 
3.3.1.12. Flow-meters (FL) for adjusting and monitoring the constant flow of gas samples during the test. 
3.3.1.13. Three-way valves (V) to divert a constant flow of gas samples into the sampling bags or to the outside 
vent. 
3.3.1.14. Gas-tight, quick-lock coupling elements (Q) between the three-way valves and the sampling bags; the 
coupling must close automatically on the sampling-bag side. Other ways of transporting the samples to 
the analyser may be used (three-way stopcocks, for instance). 
Figure III.5.3J 
Diagram of a variable dilution device with constant flow control by orifice (CFO-CVS) Z 
o 
O 
r-Q^ 
Dilution 
air inlet 
Vehicle 
exhaust 
inlet 2. 
£L 
<—i 
o I 
ft 
I 
1 
o 
o 
3 3 
o 
30. 3. 90 Official Journal of the European Communities No C 81 /69 
3.3.1.15. Bags (B) for collecting samples of diluted exhaust gas and of dilution air during the test. They must be 
of sufficient capacity not to impede the sample flow. The bag material must be such as to affect neither 
the measurements themselves nor the chemical composition of the gas samples (for instance: laminated 
polyethylene/polyamide films, or fluorinated polyhydrocarbons). 
No C 81/70 Official Journal of the European Communities 30. 3. 90 
Appendix 6 
METHOD OF CALIBRATING THE EQUIPMENT 
1. ESTABLISHMENT OF THE CALIBRATION CURVE 
1.1. Each normally used operating range is calibrated in accordance with the requirements of 4.3.3 of Annex III 
by the following procedure: 
1.2. The analyser calibration curve is established by at least five calibration points spaced as uniformly as possi­
ble. The nominal concentration of the calibration gas of the highest concentration must be not less than 
80% of the full scale. 
1.3. The calibration curve is calculated by the least squares method. If the resulting polynomial degree is greater 
than 3, the number of calibration points must be at least equal to this polynomial degree plus 2. 
1.4. The calibration curve must not differ by more than 2 % from the nominal value of each calibration gas. 
1.5. Trace of the calibration curve 
From the trace of the calibration curve and the calibration points it is possible to verify that the calibration 
has been carried out correctly. The different characteristic parameters of the analyser must be indicated, 
particularly: 
— the scale, 
— the sensitivity, 
— the zero point, 
— the date of carrying out the calibration. 
1.6. If it can be shown to the satisfaction of the technical service that alternative technology (e.g. computer, 
electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be 
used. 
1.7. Verification of the calibration 
1.7.1. Each normally used operating range must be checked prior to each analysis in accordance with the follow­
ing: 
1.7.2. The calibration is checked by using a zero gas and a span gas whose nominal value is near to the supposed 
value to be analysed. 
1.7.3. If, for the two points considered, the value found does not differ by more than ± 5 % of the full scale from 
the theoretical value, the adjustment parameters may be modified. Should this not be the case, a new cali­
bration curve must be established in accordance with 1. 
1.7.4. After testing, zero gas and the same span gas are used for re-checking. The analysis is considered acceptable 
if the difference between the two measuring results is less than 2 %. 
2. CHECK FOR FID, HYDROCARBON RESPONSE 
2.1. Detector response optimization 
The FID must be adjusted, as specified by the instrument manufacturer. Propane in air should be used, to 
optimize the response, on the most common operating range. 
2.2. Calibration of the HC analyser 
The analyser should be calibrated using propane in air and purified synthetic air. See 4.5.2 of Annex 4 (cali­
bration and span gases). 
Establish a calibration curve as described in 1.1 to 2.4 of this Appendix. 
30. 3. 90 Official Journal of the European Communities No C 81/71 
2.3. Response factors of different hydrocarbons and recommended limits 
The response factor (Rf), for a particular hydrocarbon species is the ratio of the FID C, reading to the gas 
cylinder concentration, expressed as ppm C,. 
The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale 
deflection, for the operating range. The concentration must be known, to an accuracy of 2 % in reference to 
a gravimetric standard expressed in volume. In addition the gas cylinder must be pre-conditioned for 24 
hours at a temperature between 293 and 303 K (20 and 30 °C). 
Response factors should be determined when introducing an analyser into service and thereafter at major 
service intervals. The test gases to be used and the recommended response factors are: 
— methane and purified air 1,00 < Rf < 1,15, 
— propylene and purified air 0,90 < Rf < 1,00, 
— toluene and purified air 0,90 < Rf < 1,00. 
Relative to a response factor (Rf) of 1,00 for propane and purified air. 
2.4. Oxygen interference check and recommended limits 
The response factor should be determined as described in 3.3 above. The test gas to be used and recom­
mended response factor range are: 
— Propane and nitrogen 0,95 < Rf < 1.05 
3. EFFICIENCY TEST OF THE NOx CONVERTER 
The efficiency of the converter used for the conversion of N02 into NO is tested as follows: 
Using the test set up as shown in Figure III.6.3 and the procedure described below, the efficiency of con­
verters can be tested by means of an ozonator. 
3.1. Calibrate the CLA in the most common operating range following the manufacturer's specifications using 
zero and span gas (the NO content of which must amount to about 80 % of the operating range and the N02 
concentration of the gas mixture to less than 5 % of the NO concentration). The NOx analyser must be in 
the NO mode so that the span gas does not pass through the converter. Record the indicated concentration. 
3.2. Via a T-fitting, oxygen or synthetic air is added continuously to the gas flow until the concentration indi­
cated is about 10 % less than the indicated calibration concentration given in 3.1. Record the indicated con­
centration (C). The ozonator is kept deactivated throughout this process. 
3.3. The ozonator is now activated to generate enough ozone to bring the NO concentration down to 20 % (min­
imum 10 %) of the calibration concentration given in 3.1. Record the indicated concentration (d). 
3.4. The NOx analyser is then switched to the NOx mode which means that the gas mixture (consisting of NO, 
N02, 02 and N2) now passes through the converter. Record the indicated concentration (a). 
3.5. The ozonator is now deactivated. The mixture of gases described in 3.2 passes through the converter into the 
detector. Record the indicated concentration (b). 
3.6. With the ozonator deactivated, the flow of oxygen or synthetic air is also shut off. The NOx reading of the 
analyser must then be no more than 5 % above the figure given in 3.1. 
3.7. The efficiency of the NOx converter is calculated as follows: 
Efficiency (%) = (1 + ~ ) • 100 
c — d 
No C 81/72 Official Journal of the European Communities 30. 3. 90 
Figure III.6.3 
Diagram of NOx converter efficiency device 
Flow control solenoid valve 
02 or air supply • C£r 
Variac 
~ AC 
0 ' ' Pfe g. 
S 
Regeltrans-
formator 
NO/N2 supply 
? D && ? 
Flow control valve 
Flow meter Ozonator 
a Analyser 
inlet 
connector 
3.8. The efficiency of the converter must not be less than 95 %. 
3.9. The efficiency of the converter must be tested at least once a week. 
4. CALIBRATION OF THE CVS SYSTEM 
4.1. The CVS system must be calibrated by using an accurate flow-meter and a restricting device. The flow 
through the system must be measured at various pressure readings and the control parameters of the system 
measured and related to the flows. 
4.1.1. Various types of flow-meter may be used, e.g. calibrated venturi, laminar flow-meter, calibrated turbine-
meter, provided that they are dynamic measurement systems and can meet the requirements of 4.2.2 and 
4.2.3 of Annex III. 
4.1.2. The following sections give details of methods of calibrating PDP and CFV units, using a laminar flow­
meter, which gives the required accuracy, together with a statistical check on the calibration validity. 
30. 3. 90 Official Journal of the European Communities No C 81/73 
4.2. Calibration of the positive displacement pump (PDP) 
4.2.1. The following calibration procedure outlines the equipment, the test configuration and the various parame­
ters which are measured to establish the flow-rate of the CVS pump. All the parameters related to the pump 
are simultaneously measured with the parameters related to the flow-meter which is connected in series with 
the pump. The calculated flow-rate (given in mVmin at pump inlet, absolute pressure and temperature) can 
then be plotted versus a correlation function which is the value of a specific combination of pump parame­
ters. The linear equation which relates the pump flow and the correlation function is then determined. In 
the event that a CVX has a multiple speed drive, a calibration for each range used must be performed. 
4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and flow-meter 
parameters that relate the flow-rate at each point. Three conditions must be maintained to ensure the accu­
racy and integrity of the calibration curve. 
4.2.2.1. The pump pressures must be measured at tappings on the pump rather than at the external piping on the 
pump inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre of the pump drive 
headplate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differ­
entials. 
4.2.2.2. Temperature stability must be maintained during the calibration. The laminar flow-meter is sensitive to inlet 
temperature oscillations which cause the data points to be scattered. Gradual changes of ± 1 K in tempera­
ture are acceptable as long as they occur over a period of several minutes. 
4.2.2.3. All connections between the flow-meter and the CVS pump must be free of any leakage. 
4.2.3. During an exhaust emission test, the measurement of these same pump parameters enables the user to cal­
culate the flow-rate from the calibration equation. 
4.2.3.1. Figure III.6.4.2.3.1 of this Appendix shows one possible test set-up. Variations are permissible, provided 
that they are approved by the authority granting the approval as being of comparable accuracy. If the set-up 
shown in Figure III.5.3.2 of Appendix 5 is used, the following data must be found within the limits of preci­
sion given: 
barometric pressure (corrected) (PB) ± 0,03 kPa 
ambient temperature (T) ± 0,2 K 
air temperature at LFE (ETI) ± 0,15 K 
pressure depression upstream of LFE (EPI) ± 0,01 kPa 
pressure drop across the LFE matrix (EDP) ± 0,0015 kPa 
air temperature at CVS pump inlet (PTI) ± 0,2 K 
air temperature at CVS pump outlet (PTO) ± 0,2 K 
pressure depression at CVS pump inlet (PPI) ± 0,22 kPa 
pressure head at CVS pump outlet (PPO) ± 0,22 kPa 
pump revolutions during test period (n) ± 1 rev 
elapsed time for period (minimum 250 s) (t) ± 0,1 s 
4.2.3.2. After the system has been connected as shown in Figure III.6.4.2.3.1, set the variable restrictor in the wide-
open position and run the CVS pump for 20 minutes before starting the calibration. 
4.2.3.3. Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 1 
kPa) that will yield a minimum of six data points for the total calibration. Allow the system to stabilize for 
three minutes and repeat the data acquisition. 
No C 81/74 Official Journal of the European Communities 30. 3. 90 
Figure 111.6.4.2.3.1 
PDP-CVS calibration configuration 
Surge 
control 
valve (snubber) 
Manometer 
4.2.4. Data analysis 
4.2.4.1. The air flow-rate (Qs) at each test point is calculated in standard m-Vmin from the flow-meter data using the 
manufacturer's prescribed method. 
4.2.4.2. The air flow-rate is then converted to pump flow (V„) in mVrev at absolute pump inlet temperature and 
pressure. 
V = &. TP 1Q'33 
0 n 273,2 Pp 
= pump flow-rate at Tp and Pp given mVrev. 
= air flow at 101,33 kPa and 273,2 K given in mVmin, 
= pump inlet temperature (K), 
= absolute pump inlet pressure, 
= pump speed in revolutions per minute. where: 
V„ 
Qs 
T 
Pn 
To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, 
the correlation function (Xn) between the pump speed (n), the pressure differential from pump inlet to 
pump outlet and the absolute pump outlet pressure is then calculated as follows: 
30.3.90 Official Journal of the European Communities No C 81/75 
n V Pe 
where: 
Xl( = correlation function, 
A Pp = pressure differential from pump inlet to pump outlet (kPa), 
Pe = absolute outlet pressure (PPO + PB (kPa). 
A linear least-square fit is performed to generate the calibration equations which have the formulae: 
V0=D0-M(X0) 
n = A - B (A P„) 
D(„ M, A and B are the slope-intercept constants describing the lines. 
4.2.4.3. A CVS system that has multiple speeds must be calibrated on each speed used. The calibration curves 
generated for the ranges must be approximately parallel and the intercept values (D(1) must increase as the 
pump flow range decreases. 
If the calibration has been performed carefully, the calculated values from the equation will be within ± 
0,5 % of the measured value of V0. Values of M will vary from one pump to another. Calibration is per­
formed at pump start-up and after major maintenance. 
4.3. Calibration of the critical-flow venturi (CFV) 
4.3.1. Calibration of the CFV is based upon the flow equation for a critical venturi: 
where: 
Qs = flow, 
Kv = calibration coefficient, 
P = absolute pressure (kPa), 
T = absolute temperature (K). 
Gas flow is a function of inlet pressure and temperature. 
The calibration procedure described below establishes the value of the calibration coefficient at measured 
values of pressure, temperature and air flow. 
4.3.2. The manufacturer's recommended procedure must be followed for calibrating electronic portions of the 
CFV. 
4.3.3. Measurements for flow calibration of the critical flow venturi are required and the following data must be 
found within the limits of precision given: 
barometric pressure (corrected) (PH) ± 0,03 kPa, 
LFE air temperature, flow-meter (ETI) ± 0,15 K, 
pressure depression upstream of LFE (EPI) ± 0,01 kPa, 
pressure drop across (EDP) LFE matrix ± 0,0015 kPa, 
air flow (Qs) ± 0,5 %, 
CFV inlet depression (PPI) ± 0,02 kPa, 
temperature at venturi inlet (Tv) ± 0,2 K. 
4.3.4. The equipment must be set up as shown in Figure III.6.4.3.4 and checked for leaks. Any leaks between the 
flow-measuring device and the critical-flow venturi seriously affect the accuracy of the calibration. 
No C 81/76 Official Journal of the European Communities 30. 3. 90 
Figure 111.6.4.3.4 
CFV-CVS calibration configuration 
Variable 
flow 
restrictor 
Z=2EP£ 
Thermometer Surge 
control valve 
Vacuum 
gauge 
4.3.5. The variable-flow restrictor must be set to the open position, the blower started and the system stabilized. 
Data from all instruments must be recorded. 
4.3.6. The flow restrictor must be varied and at least eight readings across the critical flow range of the venturi 
must be made. 
4.3.7. The data recorded during the calibration must be used in the following calculations. The air flow-rate (Qs) 
at each test point is calculated from the flow-meter data using the manufacturer's prescribed method. 
Calculate values of the calibration coefficient for each test point: 
v—P7~ 
where: 
Qs = flow-rate in m/min at 273,2 K and 101,33 kPa, 
Tv = temperature at the venturi inlet (K), 
Pv = absolute pressure at the venturi inlet (kPa). 
Plot Kv as a function of venturi inlet pressure. For sonic flow Kv will have a relatively constant value. As 
pressure decreases (vacuum increases) the venturi become unchoked and Kv decreases. The resultant Kv 
changes are not permissible. 
30. 3. 90 Official Journal of the European Communities No C 81/77 
For a minimum of eight points and the critical region calculate an average Kv and the standard deviation. 
If the standard deviation exceeds 0,3 % of the average Kv take corrective action. 
Appendix 7 
TOTAL SYSTEM VERIFICATION 
1. To comply with the requirements of 4.7 of Annex III, the total accuracy of the CVS sampling system and 
analytical system must be determined by introducing a known mass of a pollutant gas into the system whilst 
it is being operated as if during a normal test and then analysing and calculating the pollutant mass accord­
ing to the formulae in Appendix 8 to this Annex except that the density of propane is taken as 1,967 grams 
per litre at standard conditions. The following two techniques are known to give sufficient accuracy. 
2. Metering a constant flow of pure gas (CO or C3H8) using a critical-flow orifice device 
2.1. A known quantity of pure gas (CO or C3H8) is fed into the CVS system through the calibrated critical ori­
fice. If the inlet pressure is high enough, the flow-rate (q), which is adjusted by means of the critical-flow 
orifice, is independent of orifice outlet pressure (critical flow). If deviations exceeding 5 % occur, the cause 
of the malfunction must be located and determined. The CVS system is operated as in an exhaust emission 
test for about 5 to 10 minutes. The gas collected in the sampling bag is analysed by the usual equipment and 
the results compared to the concentration of the gas samples which was known beforehand. 
3. Metering a limited quantity of pure gas (CO or C3H8) by means of a gravimetric technique 
3.1. The following gravimetric procedure may be used to verify the CVS system. The weight of a small cylinder 
filled with either carbon monoxide or propane is determined with a precision of ± 0,01 g. For about 5 to 10 
minutes, the CVS system is operated as in a normal exhaust emission test, while CO or propane is injected 
into the system. The quantity of pure gas involved is determined by means of differential weighting. The gas 
accumulated in the bag is then analysed by means of the equipment normally used for exhaust-gas analysis. 
The results are then compared to the concentration figures computed previously. 
No C 81/78 Official Journal of the European Communities 30. 3. 90 
Appendix 8 
CALCULATION OF THE EMISSION OF POLLUTANTS 
1. GENERAL 
1.1. Emissions of gaseous pollutants are calculated by means of the following equation: 
v., • Q, • kn • c, • lo- (|) 
d 
where: 
Mi = mass emission of the pollutant i in grams per kilometer, 
Vmix = volume of the diluted exhaust gas expressed in litres per test and corrected to standard conditions 
(273,2 K and 101,33 kPa), 
Qi = density of the pollutant i in grams per litre at normal temperature and pressure (273,2 K and 101,33 
kPa), 
kH = humidity correction factor used for the calculation of the mass emissions of oxides of nitrogen, 
(there is no humidity correction for HC and CO), 
C; = concentration of the pollutant i in the diluted exhaust gas expressed in ppm and corrected by the 
amount of the pollutant i contained in the dilution air, 
d = actual distance corresponding to the operating cycle in km. 
1.2. Volume determination 
1.2.1. Calculation of the volume when a variable dilution device with constant flow control by orifice or venturi is 
used. Record continuously the parameters showing the volumetric flow, and calculate the total volume for 
the duration of the test. 
1.2.2. Calculation of volume when a positive displacement pump is used. The volume of diluted exhaust gas in 
systems comprising a positive displacement pump is calculated with the following formula: 
V = V0 • N 
where: 
V = volume of the diluted exhaust gas expressed in litres per test (prior to correction), 
V„ = volume of gas delivered by the positive displacement pump on testing conditions in litres per revo­
lution, 
N = number of revolutions per test. 
1.2.3. Correction of the diluted exhaust-gas volume to standard conditions. The diluted exhaust-gas volume is 
corrected by means of the following formula: 
Vmi,= V.K,.-^^l (2) 
in which: 
K, = 273'2 K = 2,6961 (K - kPa-!) (3) 
101,33 kPa 
where: 
PB = barometric pressure in the test room in kPa, 
P, = vacuum at the inlet to the positive displacement pump in kPa relative to the ambient barometric 
pressure, 
Tp = average temperature of the diluted exhaust gas entering the positive displacement pump during the 
test (K). 
30.3.90 Official Journal of the European Communities No C 81 /79 
Calculation of the corrected concentration of pollutants in the sampling bag 
c-c-c^i-Jp) («> 
where: 
C, = concentration of the pollutant i in the diluted exhaust gas, expressed in ppm and corrected by the 
amount of i contained in the dilution air, 
Ce = measured concentration of pollutant i in the diluted exhaust gas, expressed in ppm, 
Cd = measured concentration of pollutant i in the air used for dilution, expressed in ppm, 
DF = dilution factor. 
The dilution factor is calculated as follows: 
134 DF = ^ (5) 
cCo2 + (CHC+ CCO) 10-4 
in this equation : 
Q02 = concentration of C02 in the diluted exhaust gas contained in the sampling bag, expressed in % 
volume, 
CH( = concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm 
carbon equivalent, 
Qo = concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm. 
Determination of the NO humidity correction factor 
In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations 
are applied: 
kH = 1 (6) 
1 -0,0329 (H- 10,71) 
in which: 
H 6,211 • Ra- Pd 
PB-Pd-Ra- 10-2 
where: 
H = absolute humidity expressed in grams of water per kilogram of dry air, 
Ra = relative humidity of the ambient air expressed as a percentage, 
Pd = saturation vapour pressure at ambient temperature expressed in kPa, 
PB = atmospheric pressure in the room, expressed in kPa. 
1.5. Example 
1.5.1. Data 
1.5.1.1. Ambient conditions: 
ambient temperature: 23 °C = 296,2 K., 
barometric pressure: PB = 101,33 kPa, 
relative humidity: R, = 60 %, 
saturation vapour pressure: Pd = 3,20 kPa of H20 at 23 °C. 
1.5.1.2. Volume measured and reduced to standard conditions (paragraph 1) 
V = 51,961 m3 
No C 81/80 Official Journal of the European Communities 30. 3. 90 
1.5.1.3. Analyser readings: 
HC 
CO 
NO, 
COi Diluted exhaust 
92 ppm 
470 ppm 
70 ppm 
1,6 Vol. % Dilultion-air 
3,0 ppm 
0 ppm 
0 ppm 
0,03 Vol. % 
1.5.2. 
1.5.2.1. Calculation 
Humidity correction factor (KH) (see formula (6)) 
6,211 • Ra- Pd 
H 
H PB - Pd • Ra • 10-2 
6,211 - 60 - 3,2 
101,33 - (3,2 - 0,6) 
H = 11,9959 
I kH = 
kH = 
1.5.2.2. 1 -0,0329 (H- 10,71) 
1 
1 -0,0329 • (11,9959 - 10,71) 
kH = 1,0442 
Dilution factor (DF) (see formula (5)) 
DF 13,4 
DF = CC02 + (CHC + Ceo) 10-4 
13,4 
1.5.2.3. 1,6 + (92 + 4,70) 10-4 
DF = 8,091 
Calculation of the corrected concentration of pollutants in the sampling bag: 
HC, mass emissions (see formulae (4) and (1)) 
c -c.-c,(i-JL) 
\ 8,09 U C, =92-3 
C = 89,371 
MHc = CH( • Vmix • QHC • ~ 
QHC =0,619 
MHC = 89,371 - 51961 • 0,619 • 10 
2,i M g/km 
CO, mass emissions (see formula (1)) 
Mco = C(o - Vm„ Qco 3 
Qco = 1,25 
30. 3. 90 Official Journal of the European Communities No C 81/81 
Mco = 470 • 51,961 • 1,25 • 10-* • -
d 
M 30'5 /^ 
Mco = ~T~ g/km 
NOx mass emissions (see formula (1)) 
MNO. = CNox • Vmix • QNO. ' kH • "7 
MNOx = 70 • 51,961 • 2,05 • 1,0442 • 10~6 • -
d 
7,79 MNOx = —j- g/km 
2. SPECIAL PROVISION RELATING TO VEHICLES EQUIPPED WITH 
COMPRESSION-IGNITION ENGINES 
2.1. HC measurement for compression-ignition engines 
The average HC concentration used in determining the HC mass emissions from compression-ignition 
engines is calculated with the aid of the following formula: 
t2 
/ cHC • dt 
ce= lJ (7) 
t2-t, 
where: 
rt: 
J t| CH( • dt = integral of the recording of the heated FID over the test (t2 -1,), 
Ce = concentration of HC measured in the diluted exhaust in ppm of C„ 
C; = is substituted directly for CHc in all relevant equations. 
2.2. Determination of particulates 
Particulate emission Mp (g/km) is calculated by means of the following equation: 
M = <V"'» + V-P) • P-Vep • d 
where exhaust gases are vented outside tunnel, 
V • P 
p vep • d 
where exhaust gases are returned to the tunnel, 
where: 
Vmix: volume of diluted exhaust gases (see 1.1), under standard conditions, 
Vep: volume of exhaust gas flowing through particulate filter under standard conditions, 
Pe: particulate mass collected by filters, 
d: actual distance corresponding to the operating cycle in km, 
Mp: particulate emission in g/km. 
No C 81/82 Official Journal of the European Communities 30.3.90 
ANNEX IV 
TYPE II TEST 
(Carbon monoxide emission test at idling speed) 
INTRODUCTION 
This Annex describes the procedure for the type II test defined in 5.3.2 of Annex I. 
CONDITIONS OF MEASUREMENT 
The fuel must be the reference fuel, specifications for which are given in Annex IX. 
The type II test must be carried out immediately after the fourth elementary cycle (Part One) of the type 
I test, with the engine at idling speed, the cold-start device not being used. Immediately before each 
measurement of the carbon-monoxide content, a elementary urban cycle (Part One) as described in 2.1 
of Annex III must be carried out. 
In the case of vehicles with manually operated or semi-automatic-shift gearboxes the test must be car­
ried out with the gear lever in the 'neutral' position and with the clutch engaged. 
In the case of vehicles with automatic-shift gearboxes the test is carried out with the gear selector in 
either the 'neutral' or the 'parking' position. 
Components for adjusting the idling speed 
Definition 
For the purposes of this Directive, 'components for adjusting the idling speed' means controls for 
changing the idling conditions of the engine which may be easily operated by a mechanic using only the 
tools described in 2.5.1.1, in particular, devices for calibrating fuel and air flows are not considered as 
adjustment components if their setting requires the removal of the set-stops, an operation which cannot 
normally be performed except by a professional mechanic. 
2.5.1.1. Tools which may be used to control components for adjusting the idling speed: screwdrivers (ordinary 
or cross-headed), spanners (ring, open-end or adjustable), pliers, Allen keys. 
2.5.2. Determination of measurement points 
2.5.2.1. A measurement at the setting used for the type I test is performed first. 
2.5.2.2. For each adjustment component with a continuous variation, a sufficient number of characteristic posi­
tions are determined. 
2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases must be carried out for all the possi­
ble positions of the adjustment components, but for components with a continuous variation only the 
positions defined in 2.5.2.2 are adopted. 
2.5.2.4. The type II test is considered satisfactory if at least one of the two following conditions is met: 
2.5.2.4.1. none of the values measured in accordance with 2.5.2.3 exceeds the limit values; 
2.5.2.4.2. the maximum content obtained by continuously varying one of the adjustment components while the 
other components are kept stable does not exceed the limit value, this condition being met for the var­
ious combinations of adjustment components other than the one which was varied continuously. 2. 
2.1. 
2.2. 
2.3. 
2.4. 
2.5. 
2.5.1 
2.5.2.5. The possible positions of the adjustment components are limited: 
30. 3. 90 Official Journal of the European Communities No C 81/83 
2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest idling speed which the engine can 
reach; the speed recommended by the manufacturer, minus 100 revolutions per minute; 
2.5.2.5.2. on the other hand, by the smallest of the following three values: the highest speed the engine can attain 
by activation of the idling speed components; the speed recommended by the manufacturer, plus 250 
revolutions per minute; the cut-in speed of automatic clutches. 
2.5.2.6. In addition, settings incompatible with correct running of the engine must not be adopted as measure­
ment settings. In particular, when the engine is equipped with several carburettors all the carburettors 
must have the same setting. 
3. SAMPLING OF GASES 
3.1. The sampling probe is placed in the pipe connecting the exhaust with the sampling bag and as close as 
possible to the exhaust. 
3.2. The concentration in CO (Cco) and C02 (Cc02) is determined from the measuring instrument readings or 
recordings, by use of appropriate calibration curves. 
3.3. The corrected concentration for carbon monoxide regarding four-stroke engines is: 
C( „corr = Cc „ 1-$ (Vol. %) 
Cc0 + Cco2 
3.4. The concentration in C (see 3.2) measured according to the formulae contained in 3.3 need not be cor­
rected if the total of the concentrations measured (Cco + CCo2) is at 'east ' 5 for four-stroke engines. 
No C 81/84 Official Journal of the European Communities 30. 3. 90 
ANNEX V 
TYPE III TEST 
(Verifying emissions of crankcase gases) 
1. INTRODUCTION 
This Annex describes the procedure for the type III test defined in 5.3.3 of Annex I. 
2. GENERAL PROVISIONS 
2.1. Test III is carried out on the vehicle with gasoline-fuelled engine subjected to the type I and the type II test. 
2.2. The engines tested must include leak-proof engines other than those so designed that even a slight leak may 
cause unacceptable operating faults (such as flat-twin engines). 
3. TEST CONDITIONS 
3.1. Idling must be regulated in conformity with the manufacturer's recommendations. 
3.2. The measurements are performed in the following three sets of conditions of engine operation: 
Condition No 
1 
2 
3 Vehicle speed (km/h) 
Idling 
50 ± 2 (in third gear or 'drive') 
50 ± 2 (in third gear or 'drive') 
Condition No 
1 
2 
3 Power absorbed by brake 
Nil 
That corresponding to the settings for type I tests 
That for condition No 2, multiplied by a factor of 1,7 
4. TEST METHOD 
4.1. For the operation conditions as listed in 3.2 reliable function of the crankcase ventilation system must be 
checked. 
5. METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION SYSTEM 
(Refer also to Figure V.5.) 
5.1. The engine's apertures must be left as found. 
5.2. The pressure in the crankcase is measured at an appropriate location. It is measured at the dipstick hole 
with an inclined-tube manometer. 
5.3. The vehicle is deemed satisfactory if, in every condition of measurement defined in 3.2, the pressure mea­
sured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement. 
5.4. For the test by the method described above, the pressure in the intake manifold is measured to within ± 
1 kPa. 
5.5 The vehicle speed as indicated at the dynamometer is measured to within ± 2 km/h. 
30. 3. 90 Official Journal of the European Communities No C 81/85 
5.6. The pressure measured in the crankcase is measured to within ± 0,01 kPa. 
5.7. If in one of the conditions of measurement defined in 3.2 the pressure measured in the crankcase exceeds 
the atmospheric pressure, an additional test as defined in 6 is performed if so requested by the manufac­
turer. 
6. ADDITIONAL TEST METHOD 
6.1. The engine's apertures must be left as found. 
6.2. A flexible bag impervious to crankcase gases and having a capacity of approximately five litres is connected 
to the dipstick hole. The bag must be empty before each measurement. 
6.3. The bag must be closed before each measurement. It must be opened to the crankcase for five minutes for 
each condition of measurement prescribed in 3.2. 
6.4. The vehicle is deemed satisfactory if in every condition of measurement defined in 3.2 no visible inflation 
of the bag occurs. 
6.5. Remark 
6.5.1. If the structural layout of the engine is such that the test cannot be performed by the methods described in 6 
above, the measurements must be effected by that method modified as follows: 
6.5.2. before the test, all apertures other than that required for the recovery of the gases are closed; 
6.5.3. the bag is placed on a suitable take-off which does not introduce any additional loss of pressure and is 
installed on the recycling circuit of the device directly at the engine-connection aperture. 
No C 81/86 Official Journal of the European Communities 30. 3. 90 
Figure V.5 
Type III test 
See 
detail (i) 
Vent 
(c) Double-circuit direct recycling (d) Venting of crankcase with 
control valve (the bag must 
be connected to the vent) 
30. 3. 90 Official Journal of the European Communities No C 81/87 
ANNEX VI 
TYPE IV TEST 
THE DETERMINATION OF EVAPORATIVE EMISSIONS FROM VEHICLES WITH SPARK IGNITION 
ENGINES 
1. INTRODUCTION 
This Annex describes the procedure of the type IV test according to Item 5.3.4 of Annex I. 
This procedure describes a method for the determination of the loss of hydrocarbons by evaporation from 
the fuel systems of vehicles with spark ignition engines. 
2. DESCRIPTION OF TEST 
The evaporative emission test (Figure VI.2.) consists of four phases: 
— test preparation, 
— tank breathing loss determination, 
— urban and extra-urban driving cycle, 
— hot soak loss determination. 
Mass emissions of hydrocarbons from the tank breathing loss and the hot soak loss phases are summed to 
provide an overall result for the test. 
3. VEHICLE AND FUEL 
3.1. Vehicle 
3.1.1. The vehicle must be in good mechanical condition and have been run in and driven at least 3 000 km before 
the test. The evaporative emission control system must be connected and functioning correctly over this 
period and the carbon canister subjected to normal use, neither undergoing abnormal purging nor abnormal 
loading. 
3.2. Fuel 
3.2.1. The appropriate reference fuel must be used, as defined in Annex IX of this Directive. 
4. TEST EQUIPMENT 
4.1. Chassis dynamometer 
The chassis dynamometer shall meet the requirements of Annex III. 
4.2. Evaporative emission measurement enclosure 
4.2.1. The evaporative emission measurement enclosure shall be a gas-tight rectangular measuring chamber able 
to contain the vehicle under test. The vehicle must be accessible from all sides and the enclosure when 
sealed must be gas tight in accordance with Appendix 1. The inner surface of the enclosure must be 
impermeable to hydrocarbons. At least one of the surfaces must incorporate a flexible impermeable material 
to allow the equilibration of pressure changes resulting from small changes in temperature. Wall design 
must be such as to promote good dissipation of heat. The temperature of the wall must not drop below 293 
K at any point during testing. 
No C 81/88 Official Journal of the European Communities 30. 3. 90 
Figure VI. 2 
Evaporative emission determination 
3 000 km run-in period (no excessive purge/load) 
Steam clean of vehicle (if necessary) 
Vehicle preconditioning Purge canister by driving or air purge at 20-30° C 
ambient. 2 x diurnal heat build (reference fuel 16 
± 1°C, A t = 14 ± 0,5 K). ECE + 2 EUDC driv­
ing cycles. Soak overnight 
5 minutes maximum 
Soak period 10-36 hours Ambient temperature 20-30° C 
Fuel drain 
fuel tank fill 40 ± 2 % of tank capacity Fuel temperature 10-
14°C 
Diurnal test 
16-30° C in 1 hour Fuel temperature 16 ± 1 °C test begins 
A T : 14 ± 0,5 K over 60 ± 2 minutes 
hour maximum 
Dynamometer test ECE + EUDC driving cycles 
7 minutes maximum 
2 minutes from 
engine switch off 
Hot soak in chamber 
1 hour 23-31°C Starting temperature inside shed is a minimum of 
23°C. Maximum temperature 31°C 
End Test result (grams) = diurnal result (grams + hot 
soak result (grams) 
Notes: 
1. Evaporative emission control families — details clarified. 
2. Tailpipe emissions may be measured during dynamometer test, but these are not used for legislative 
purposes. Exhaust emission legislative test remains separate. 
30. 3. 90 Official Journal of the European Communities No C 81/89 
4.3. Analytical systems 
4.3.1. Hydrocarbon analyser 
4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector of the flame ionization 
detector (FID) type. Sample gas must be drawn from the midpoint of one side wall or roof of the chamber 
and any bypass flow must be returned to the enclosure, preferably to a point immediately downstream of 
the mixing fan. 
4.3.1.2. The hydrocarbon analyser shall have a response time to 90 % of final reading of less than 1,5 seconds. Its 
stability shall be better than 2 % of full scale at zero and at 80 ± 20 % of full scale over a 15-minute period 
for all operational ranges. 
4.3.1.3. The repeatability of the analyser expressed as one standard deviation, shall be better than 1 % of full scale 
deflection at zero and at 80 ± 20 % of full scale on all ranges used. 
4.3.1.4. The operational ranges of the analyser shall be chosen to give best resolution over the measurement, cali­
bration and leak checking procedures. 
4.3.2. Hydrocarbon analyser data recording system 
4.3.2.1. The hydrocarbon analyser should be fitted with a device to record electrical signal output either by strip 
chart recorder or other data-processing system at a frequency of at least once per minute. The recording 
system must have operating characteristics at least equivalent to the signal being recorded and must provide 
a permanent record of results. The record shall show a positive indication of the beginning and end of the 
fuel tank heating and hot soak periods together with the time elapsed between start and completion of each 
test. 
4.4. Fuel tank heating 
4.4.1. The fuel in the vehicle tank(s) must be heated by a controllable source of heat, for example a heating pad of 
2 000 W capacity is suitable. The heating system must apply heat evenly to the tank walls beneath the level 
of the fuel so as not to cause local overheating of the fuel. Heat must not be applied to the vapour in the 
tank above the fuel. 
4.4.2. The tank heating device must make it possible to evenly heat the fuel in the tank by 14 K from 289 K within 
60 minutes, with the temperature sensor position as in section 5.1.1. The heating system must be capable of 
controlling the fuel temperature to ± 1,5 K of the required temperature during the tank heating process. 
4.5. Temperature recording 
4.5.1. The temperature in the chamber is recorded at two points by temperature sensors which are connected so as 
to show a mean value. The measuring points are extended approximately 0,1 m into the enclosure from the 
vertical centre line of each side wall at a height of 0,9 ± 0,2 m. 
4.5.2. The temperatures of the fuel tank(s) shall be recorded by means of the sensor positioned in the fuel tank as 
in 5.1.1. 
4.5.3. Temperatures must, throughout the evaporative emission measurements, be recorded or entered into a data 
processing system at a frequency of at least once per minute. 
4.5.4. The accuracy of the temperature recording system must be within + 1,0 K and the temperature must be 
capable of being resolved to 0,4 K. 
4.5.5. The recording or data processing system must be capable of resolving time to ± 15 seconds. 
4.6. Fans 
4.6.1. By the use of one or more fans or blowers with the SHED door(s) open it must be possible to reduce the 
hydrocarbons concentration in the chamber to the ambient hydrocarbon level. 
No C 81/90 Official Journal of the European Communities 30. 3. 90 
4.6.2. The chamber shall have one or more fans or blowers of likely capacity 0,1 to 0,5 m3s-' with which to tho­
roughly mix the atmosphere in the enclosure. It must be possible to attain an even temperature and hydro­
carbon concentration in the chamber during measurements. The vehicle in the enclosure must not be 
subjected to a direct stream of air from the fans or blowers. 
4.7. Gases 
4.7.1. The following pure gases shall be available for calibration and operation: 
— purified synthetic air (purity: < 1 ppm C| equivalent < 1 ppm CO, < 400 ppm C02, < 0,1 ppm NO); 
oxygen content between 18 and 21 % by volume, 
— hydrocarbon analyser fuel gas (40 ± 2 % hydrogen, and balance helium with less than 1 ppm CI equi­
valent hydrocarbon, less than 400 ppm C02), 
— propane (C3H8), 99,5 % mimimum purity. 
4.7.2. Calibration and span gases shall be available containing mixtures of propane (QH8) and purified synthetic 
air. The true concentrations of a calibration gas must be within 2 % of the stated figures. The accuracy of the 
diluted gases obtained when using a gas divider must be to within 2 % of the true value. The concentrations 
specified in Appendix 1 may also be obtained by the use of a gas divider using synthetic air as the diluent 
gas. 
4.8. Additional equipment 
4.8.1. The absolute humidity in the test area must be measurable to within ± 5 %. 
4.8.2. The pressure within the text area must be measurable to within ± 0,1 kPa. 
5. TEST PROCEDURE 
5.1. Test preparation 
5.1.1. The vehicle is mechanically prepared before the test as follows: 
— the exhaust system of the vehicle shall not exhibit any leaks, 
— the vehicle may be steam cleaned before the test, 
— the fuel tank of the vehicle shall be equipped with a temperature sensor to enable the temperature to be 
measured at the midpoint of the fuel in the fuel tank when filled to 40 % of its capacity, 
— additional fittings, adaptors of devices must be fitted to allow a complete draining of the fuel tank. 
5.1.2. The vehicle is taken into the test area where the ambient temperature is between 293 and 303 K. 
5.1.3. The canister of the vehicle is purged for 30 minutes by driving the car at 60 km/h at the dynamometer set­
ting prescribed in Annex I — Appendix 2 or by passing air (at room temperature and humidity) through the 
canister at a flow rate which is identical to the actual air flow through the canister when operating the car at 
60 km/h. The canister is subsequently loaded with two diurnal emissions tests. 
5.1.4. The fuel tank(s) of the vehicle is(are) emptied using the fuel tank drain(s) provided. This must be done so as 
not to abnormally purge nor abnormally load the evaporative control devices fitted to the vehicle. Removal 
of the fuel cap(s) will normally be sufficient to achieve this. 
5.1.5. The fuel tank(s) is(are) refilled with the specified test fuel at a temperature of between 283 and 287 K to 40 
± 2 % of the tanks normal fuel capacity. The vehicles fuel cap(s) shall not be replaced at this point. 
30. 3. 90 Official Journal of the European Communities No C 81/91 
5.1.6. In the case of vehicles fitted with more than one fuel tank, all the tanks shall be heated in the same way, as 
described below. The temperatures of the tanks must be identical to within ± 1,5 K. 
5.1.7. The fuel may be artifically heated to the starting temperature of 289 ± 1 K. 
5.1.8. As soon as the fuel reaches a temperature of 287 K, the fuel tank(s) shall be sealed. When the temperature 
of the fuel tank reaches 289 ± 1 K a linear heat build of 14 ± 0,5 K over a period of 60 ± 2 minutes shall 
begin. The temperature of the fuel during the heating shall conform to the function below to within ± 1,5 
K. 
Tr = To + 0,2333.t 
where: 
Tr = required temperature (K), 
To = initial temperature of tank (K), 
t = time from start of the tank heat build in minutes. 
The elapsed time of the heat build and temperature rise is recorded. 
5.1.9. After a period of not more than one hour, the operations of fuel draining and filling shall begin according 
to 5.1.4, 5.1.5, 5.1.6 and 5.1.7. 
5.1.10. Within two hours of the end of the first tank heating period the second fuel tank heating operation shall 
begin as specified in 5.1.8 and shall be completed with the recording of the temperature rise and elapsed 
time of the heat build. 
5.1.11. Within one hour of the end of the second tank heat build the vehicle is placed on a chassis dynamometer 
and is driven through one Part One and two Part Two driving cycles. Exhaust emissions are not sampled 
during this operation. 
5.1.12. Within five minutes of completing the preconditioning operation specified in 5.1.11 the engine bonnet shall 
be completely closed and the vehicle driven off the chassis dynamometer and parked in the soak area. The 
vehicle is parked for a minimum of 10 hours and a maximum of 36 hours. The engine oil and coolant tem­
peratures must have reached the temperature of the area of within ± 2 K at the end of the period. 
5.2. Tank breathing evaporative emission test 
5.2.1. The operation of 5.2.4 may begin not less than nine hours nor more than 35 hours after the preconditioning 
driving cycle. 
5.2.2. The measuring chamber shall be purged for several minutes immediately before the test until a stable back­
ground is obtainable. The chamber mixing fan(s) must be switched on at this time also. 
5.2.3. The hydrocarbon analyser shall be zeroed and spanned immediately before the test. 
5.2.4. The fuel tank(s) shall be emptied as in 5.1.4 and refilled with test fuel at a temperature of between 283 and 
287 K to 40 ± 2 % of the tanks normal volumetric capacity. The fuel cap(s) of the vehicle shall not be fitted 
at this point. 
5.2.5. In the case of vehicles fitted with more than one fuel tank, all the tanks shall be heated in the same way, as 
described below. The temperatures of the tanks must be identical to within ± 1,5 K. 
5.2.6. The test vehicle shall be brought into the test enclosure with the engine switched off and the windows and 
luggage compartment open. The fuel tank sensors and the fuel tank heating device, if necessary, shall be 
connected. Immediately begin recording the fuel temperature and the air temperature within the enclosure. 
The purging fan if still operating is switched off at this time. 
5.2.7. The fuel may be artifically heated to the starting temperature of 289 ± I K. 
5.2.8. As soon as the fuel temperature reaches 287 K (14°C), the fuel tank(s) shall be sealed, and the chamber 
sealed so that it is gas-tight. 
No C 81/92 Official Journal of the European Communities 30.3.90 
5.2.9. As soon as the fuel reaches a temperature of 289 ± 1 K: 
— the hydrocarbon concentration, barometric pressure and the temperature are measured to give the ini­
tial readings CHo » Pi and Tj for the tank heat build test, 
— a linear heat build of 14 ± 0,5 K over a period of 60 ± 2 minutes shall begin. The temperature of the 
fuel during the heating shall conform to the function below to within ± 1,5 K: 
Tr = T0 + 0,2333 • t 
where: 
Tr = required temperature (K), 
T0 = initial temperature of tank (K), 
t = time from start of the tank heat build in minutes. 
5.2.10. The hydrocarbon analyser is zeroed and spanned immediately before the end of the test. 
5.2.11. If the temperature has risen by 14 ± 0,5 K over the 60 ± 2 minutes period of the test the final hydrocarbon 
concentration in the enclosure is measured (CHC.f)- The time or elapsed time of this together with the final 
temperature and barometric pressure T, and Pf for the hot soak is recorded. 
5.2.12. The heat source is turned off and the enclosure door unsealed and opened. The heating device and temper­
ature sensor are disconnected from the enclosure apparatus. The vehicle doors and luggage compartment 
may now be closed and the vehicle removed from the enclosure with the engine switched off. 
5.2.13. The vehicle is prepared for the subsequent driving cycles and hot soak evaporative emission test. The cold 
start test shall follow the tank breathing test by a period of not more than one hour. 
5.2.14. The regulatory authority may consider that the design of the vehicles fuel system may allow losses to the 
outside atmosphere at any point. In this case an engineering analysis shall be carried out to the satisfaction 
of the regulatory authority to establish that vapours are vented to the carbon canister and that these vapours 
are adequately purged during vehicle operation. 
5.3. Driving cycle 
5.3.1. The determination for evaporative emissions is concluded with the measurement of hydrocarbon emissions 
over a 60-minute hot soak period following an urban and extra-urban driving cycle. Following the tank 
breathing losses test, the vehicle is pushed or otherwise manoeuvred onto the chassis dynamometer with the 
engine switched off. It is then driven through a cold start urban and extra-urban test as described in Annex 
III. Exhaust emissions may be sampled during this operation but the results are not used for the purpose of 
exhaust emission type approval. 
5.4. Hot soak evaporative emissions test 
5.4.1. Before the completion of the test run the measuring chamber must be purged for several minutes until a 
stable hydrocarbon background is obtained. The enclosure mixing fan(s) shall also be turned on at this 
time. 
5.4.2. The hydrocarbon analyser shall be zeroed and spanned immediately prior to the test. 
5.4.3. At the end of the driving cycle the engine bonnet shall be completely closed and all connections between 
the vehicle and the test stand disconnected. The vehicle is then driven to the measuring chamber with a 
minimum use of the accelerator pedal. The engine must be turned off before any part of the vehicle enters 
the measuring chamber. The time at which the engine is switched off shall be recorded on the evaporative 
emission measurement data recording system and temperature recording is to begin. The vehicle's windows 
and luggage compartments shall be opened at this stage, if not already opened. 
5.4.4. The vehicle must be pushed or otherwise moved into the measuring chamber with the engine switched off. 
30. 3. 90 Official Journal of the European Communities No C 81/93 
5.4.5. The enclosure doors are closed and sealed gas-tight within two minutes of the engine being switched off 
and within seven minutes of the end of the driving cycle. 
5.4.6. The start of a 60 ± 0,5 minute hot soak period begins when the chamber is sealed. The hydrocarbon con­
centration, temperature and barometric pressure are measured to give the initial readings CHC,•„ Pj and Tj for 
the hot soak test. These figures are used in the evaporative emission calculation, item 6. The ambient SHED 
temperature T shall not be less than 296 K. and no more than 304 K during the 60-minute hot soak period. 
5.4.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the 60 ± 0,5 minute 
test period. 
5.4.8. At the end of the 60 ± 0,5 minute test period measure the hydrocarbon concentration in the chamber. The 
temperature and the barometric pressure are also measured. These are the final readings CHC, „ Pf and Tf for 
the hot soak test used for the calculation in item 6. This completes the evaporative emission test procedure. 
6. CALCULATION 
The evaporative emission tests described in item 5 allow the hydrocarbon emissions from the tank breathing 
and hot soak phases to be calculated. Evaporative losses from each of these phases is calculated using the 
initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the 
net enclosure volume. 
The formula below is used: 
MHC = k.V. 10-4 Y Cycx-Pf _ CHC • Pi \ 
where: 
MHC = mass of hydrocarbon emitted over the test phase (grams), 
CHC = measured hydrocarbon concentration in the enclosure (ppm (volume) C, equivalent), 
V = net enclosure volume in cubic metres corrected for the volume of the vehicle, with the windows 
and the luggage compartment open. If the volume of the vehicle is not determined a volume of 
1,42 m3 is substracted, 
T = ambient chamber temperature, K, 
P = barometric pressure in kPA, 
H/C = hydrogen to carbon ratio, 
k = 1,2(12 + H/C); 
when: 
i is the initial reading, 
f is the final reading, 
H/C is taken to be 2,33 for tank breathing losses, 
H/C is taken to be 2,20 for hot soak losses. 
6.2. Overall results of test 
The overall hydrocarbon mass emission for the vehicle is taken to be: 
Mt01a, = MTH + MHS 
where: 
M,olil| = overall mass emissions of the vehicle (grams), 
MTH = hydrocarbon mass emission for the tank heat build (grams), 
MHS = hydrocarbon mass emission for the hot soak (grams). 
7. CONFORMITY OF PRODUCTION 
7.1. For routine end-of-production-line testing, the holder of the approval may demonstrate compliance by sam­
pling vehicles which shall meet the following requirements. 
No C 81/94 Official Journal of the European Communities 30. 3. 90 
7.2. Test for leakage 
7.2.1. Vents to the atmosphere from the emission control system shall be isolated. 
7.2.2. A pressure of 370 ± 10 mm of H20 shall be applied to the fuel system. 
7.2.3. The pressure shall be allowed to stabilize prior to isolating the fuel system from the pressure source. 
7.2.4. Following isolation of the fuel system, the pressure must not drop by more than 50 mm of H:0 in five 
minutes. 
7.3. Test for venting 
7.3.1. Vents to the atmosphere from the emission control shall be isolated. 
7.3.2. A pressure of 370 ± 10 mm of H20 shall be applied to the fuel system. 
7.3.3. The pressure shall be allowed to stabilize prior to isolating the fuel system from the pressure source. 
7.3.4. The venting outlets from the emission control systems to the atmosphere shall be reinstated to the produc­
tion condition. 
7.3.5. The pressure of the fuel system shall drop to below 100 mm of H20 in not less than 30 seconds but within 
two minutes. 
7.4. Purge test 
7.4.1. Equipment capable of detecting an airflow rate of 1,0 litres in one minute shall be attached to the purge 
inlet and a pressure vessel of sufficient size to have negligible effect on the purge system shall be connected 
via a switching valve to the purge inlet, or alternatively, 
7.4.2. the manufacturer may use a flow meter of his own choice, if acceptable to the competent authority. 
7.4.3. The vehicle shall be operated in such a manner that any design feature of the purge system, that could res­
trict purge operation is detected and the circumstances noted. 
7.4.4. Whilst the engine is operating within the bounds noted in 7.2.2.3.3, the air flow shall be determined by 
either: 
7.4.4.1. the device indicated in 7.2.2.3.1.1 being switched in. A pressure drop from atmospheric to a level indicating 
that a volume of 1,0 litres of air has flowed into the evaporative emission control system within one minute 
shall be observed; or 
7.4.4.2. if an alternative flow measuring device is used, a reading of no less than 1,0 litre per minute shall be 
detected. 
7.5. The competent authority which has granted type-approval may at any time verify the conformity control 
methods applicable to each production unit. 
7.5.1. The inspector shall take a sufficiently large sample from the series. 
7.5.2. The inspector may test these vehicles by application of either 7.2.1 or 7.2.2 of this Annex. 
7.5.3. If in pursuance of 7.2.2 of this Annex the vehicle's test result falls outside the agreed limits of 5.2.1.4, the 
manufacturer may request that the approval procedure referred to in 7.2.1 of this Annex be applied. 
7.5.3.1. The manufacturer shall not be allowed to adjust, repair or modify any of the vehicles, unless they failed to 
comply with the requirements of point 7.2.1 and unless such work is documented in the manufacturer's 
vehicle assembly and inspection procedures. 
7.5.3.2. The manufacturer can request a single re-test for a vehicle whose evaporative emission characteristics are 
likely to have changed due to his actions under 7.2.3.4.1. 
7.6. If the requirements of 7.2.3 of this Annex are not met, the competent authority shall ensure that all neces­
sary steps are taken to re-establish conformity of production as rapidly as possible. 
30. 3. 90 Official Journal of the European Communities No C 81/95 
Appendix I 
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION TESTING 
I. CALIBRATION FREQUENCY AND METHODS 
1.1. All equipment must be calibrated before its initial use and then shall be calibrated as often as necessary and 
in any case in the month before type-approval testing. The calibration methods to be used are described in 
this Appendix. 
2. CALIBRATION OF THE ENCLOSURE 
2.1. Initial determination of enclosure internal volume 
2.1.1. Before its initial use, the internal volume of the chamber shall be determined as follows. The internal 
dimensions of the chamber are carefully measured, allowing for any irregularities such as bracing struts. The 
internal volume of the chamber is determined from these measurements. 
2.1.2. The net internal volume is determined by subtracting 1,42 m3 from the internal volume of the chamber. 
Alternatively the volume of the test vehicle with the luggage compartment and windows open may be used 
instead of the 1,42 m3. 
2.1.3. The chamber shall be checked as in item 2.3. If the propane mass does not agree with the injected mass to 
within ± 2 % then corrective action is required. 
2.2. Determination of chamber background emissions 
This operation determines that the chamber does not contain any materials that emit significant amounts of 
hydrocarbons. The check shall be carried out at the enclosures introduction to service, after any operations 
in the enclosure which may affect background emissions and at a frequency of at least once per year. 
2.2.1. Calibrate the analyser (if required), then zero and span. 
2.2.2. Purge the enclosure until a stable hydrocarbon reading is obtained. The mixing fan is turned on if not 
already on. 
2.2.3. Seal the chamber and measure the background hydrocarbon concentration, temperature and barometric 
pressure. These are the initial readings CHc i, P, and T, used in the enclosure background calculation. 
2.2.4. The enclosure is allowed to stand undisturbed with the mixing fan on for a period of four hours. 
2.2.5. At the end of this time use the same analyser to measure the hydrocarbon concentration in the chamber. 
The temperature and the barometric pressure are also measured. These are the final readings CHC, i, Pf and 
Tf. 
2.2.6. Calculate the change in mass of hydrocarbons in the enclosure over the time of the test according to Section 
2.4 of this Appendix. The background emission of the enclosure shall not exceed 0,4 g. 
2.3. Calibration and hydrocarbon retention test of the chamber. 
The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in 
2.1. and also measures any leak rate. 
2.3.1. Purge the enclosure until a stable hydrocarbon concentration is reached. Turn on the mixing fan, if not 
already switched on. The hydrocarbon analyser is zeroed, calibrated if required, and spanned. 
No C 81/96 Official Journal of the European Communities 30.3.90 
2.3.2. Seal the enclosure and measure the background concentration, temperature and barometric pressure. These 
are the initial readings CHci> Pi and T| used in the enclosure calibration. 
2.3.3. Inject a quantity of approximately 4 g of propane into the enclosure. The mass of propane must be mea­
sured to an accuracy and precision of ± 0,5 % of the measured value. 
2.3.4. Allow the contents of the chamber to mix for five minutes and then measure the hydrocarbon concentra­
tion, temperature and barometric pressure. These are the final readings CHc. r» Tf and Pf for the calibration of 
the enclosure. 
2.3.5. Using the readings taken in 2.3.2 and 2.3.4 and the formula in 2.4, calculate the mass of propane in the 
enclosure. This must be within ± 2 % of the mass of propane measured in 2.3.3. 
2.3.6. Allow the contents of the chamber to mix for a minimum of four hours. At the end of this period measure 
and record the final hydrocarbon concentration, temperature and barometric pressure. 
2.3.7. Calculate using the formula in 2.4, the hydrocarbon mass from the readings taken in 2.3.6 and 2.3.2. The 
mass may not differ by more than 4 % from the hydrocarbon mass given by step 2.3.5. 
2.4. Calculations 
The calculation of net hydrocarbon mass change within the enclosure is used to determine the chambers 
hydrocarbon background and leak rate. Initial and final readings of hydrocarbon concentration, tempera­
ture and barometric pressure are used in the following formula to calculate the mass change. 
x* 1 \r in A I Cuc.f " °i CHCM - Pi 
MHC = k.V. 10 4 I -
V Tf T, 
where: 
MHc = hydrocarbon mass in grams, 
CHC = hydrocarbon concentration in the enclosure (ppm carbon (NB: ppm carbon = ppm propane x 
3)), 
V = enclosure volume in cubic metres, 
T = ambient temperature in the enclosure, K, 
P = barometric pressure, kPa, 
k = 17,6; 
when; 
i is the initial reading, 
f is the final reading. 
3. CHECKING OF FID HYDROCARBON ANALYSER 
3.1. Detector response optimization 
The FID must be adjusted as specified by the instrument manufacturer. Propane in air should be used to 
optimize the response on the most common operating range. 
3.2. Calibration of the HC analyser 
The analyser should be calibrated using propane in air and purified synthetic air. See paragraph 4.5.2 of 
Annex 4 (Calibration and span gases). 
Establish a calibration curve as described in paragraphs 4.1 to 4.5 of this Appendix. 
30. 3. 90 Official Journal of the European Communities No C 81/97 
3.3. Oxygen interference check and recommended limits 
The response factor (Rf), for a particular hydrocarbon species is the ratio of the FID C, reading to the gas 
cylinder concentration, expressed as ppm Ct. 
The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale 
deflection, for the operating range. The concentration must be known, to an accuracy of ± 2 % in reference 
to a gravimetric standard expressed in volume. In addition the gas cylinder must be preconditioned for 24 
hours at a temperature between 293 K and 303 K. 
Response factors should be determined when introducing an analyser into service and thereafter at major 
service intervals. The reference gas to be used is propane with balance purified air which is taken to give a 
response factor of 1,00. 
The test gas to be used for oxygen interference and the recommended response factor range are given 
below: 
Propane and nitrogen 0,95 < Rf < 1,05. 
4. CALIBRATION OF THE HYDROCARBON ANALYSER 
Each of the normally used operating ranges are calibrated by the following procedure: 
4.1. Establish the calibration curve by at least five calibration points spaced as evenly as possible over the oper­
ating range. The nominal concentration of the calibration gas with the highest concentrations to be at least 
80% of the full scale. 
4.2. Calculate the calibration curve by the method of least squares. If the resulting polynominal degree is greater 
than 3, then the number of calibration points must be at least the number of the polynominal degree plus 2. 
4.3. The calibration curve shall not differ by more than 2 % from the nominal value of each calibration gas. 
4.4. Using the coefficients of the polynominal derived from 3.2, a table of indicated reading against true concen­
tration shall be drawn up in steps of no greater than 1 % of full scale. This is to be carried out for each 
analyser range calibrated. The table shall also contain other relevant data such as: 
date of calibration; 
span and zero potentiometer readings (where applicable); 
nominal scale; 
reference data of each calibration gas used; 
the actual and indicated value of each calibration gas used together with the percentage differences; 
FID fuel and type; 
FID air pressure. 
4.5. If it can be shown to the satisfaction of the Regulatory Agency that alternative technology (e.g. computer, 
electronically controlled range switch) can give equivalent accuracy, then those alternatives may be used. 
No C 81/98 Official Journal of the European Communities 30. 3. 90 
ANNEX VII 
TYPE V TEST 
DESCRIPTION OF THE AGING TEST FOR VERIFYING THE DURABILITY OF ANTIPOLLUTION 
DEVICES 
1. Introduction 
This Annex describes the test for verifying the durability of antipollution devices equipping vehicles with posi­
tive-ignition or compression-ignition engines during an aging test of 30 000 km. 
2. Test vehicle 
2.1. The vehicle must be in good mechanical order; the engine and the antipollution devices must be in new condi­
tion. 
The vehicle may be the same as that presented for the type I test; this type I test has to be done after the vehicle 
has run at least 3 000 km of the aging cycle in Appendix 1. 
3. Fuel 
The durability test is conducted with commercially available unleaded petrol or diesel fuel. 
4. Vehicle maintenance and adjustments 
Maintenance, adjustments as well as the use of the test vehicle's controls shall be those recommended by the 
manufacturer. 
5. Measuring emissions of pollutants 
At the start of the test (0 km), and every 5 000 km or more frequently, at regular intervals until having covered 
30 000 km, exhaust gas emissions are measured in accordance with the type I test. The limit values to be com­
plied with are those laid down in Section 5.3.1.4 of Annex I of this Directive. 
All exhaust emissions results shall be plotted as a function of the running distance rounded to the nearest kilo­
meter and the best fit straight lines fitted by the method of least squares shall be drawn through all these data 
points. This calculation shall not take into account the test results at 0 km. 
The data will be acceptable for use in the calculation of the deterioration factor only if the interpolated 3 000 
km and 30 000 km points on this line are within the abovementioned limits. The data are still acceptable when 
a best fit straight line crosses an applicable limit with a negative slope (the 3 000 km interpolated point is 
higher than the 30 000 km interpolated point) but the 30 000 km actual data point is below the limit. 
A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows: 
where: 
Mi| = mass emission of the pollutant i in grams per km interpolated to 3 000 km. 
Mi2 = mass emission of the pollutant i in grams per km interpolated to 30 000 km. 
These interpolated values shall be carried out to a minimum of four places to the right of the decimal point 
before dividing one by the other to determine the deterioration factor. The result shall be rounded to three 
places to the right of the decimal point. 
If a deterioration factor is less than one, that deterioration factor shall be one. 
30. 3. 90 Official Journal of the European Communities No C 81/99 
Appendix 1 
VEHICLE OPERATION ON TRACK OR ON ROLLER BENCH AND EMISSION CONTROL 
1. OPERATING CYCLE 
During operation on track or on roller bench, the distance must be covered according to the driving sched­
ule described below: 
— the cycle (Figure VII. 1.1) is composed of three stages at steady speeds of 70 km/h, 100 km/h, and 80 % 
of maximum speed limited to 130 km/h for a period of 5, 5 and 10 minutes, respectively, 
— 15 second idle phases are implemented between accelerations and decelerations and are included in the 
5, 5 and 10 minute periods, 
— acceleration must be smooth, as far as possible, all throughout the duration of the phase, 
— if the vehicle cannot accelerate at the specified rate, the additional time span is drawn, as far as possible, 
on the ensuing cruising speed period, 
— during accelerations, gears will be shifted at an engine speed corresponding to 70 % of rated engine 
speed, (or 70 % of mean speed within the maximum power range), or according to the gear shifting 
points as required for type I testing, 
— during deceleration, modes must be run in gear and with the accelerator fully released. The clutch is 
depressed, with gear remaining engaged, when the speed drops to 10 km/h, 
— if deceleration is longer than scheduled for this phase, the vehicle's brakes shall be used in order to com­
ply with cycle requirements, 
— if deceleration is shorter than scheduled for this phase, the theoretical cycle is supplemented by an idle 
period before moving on to the next operation, 
— stages will be run at the gear ratio delivering the closest speed to maximum torque and consistent with 
good engine running, 
— the shift between the gear used for completing acceleration and the gear at which the stage is run, will be 
performed, if necessary, during the time period, 
— direct shifts between two non-consecutive gears (e.g. from third to fifth gear) are allowed, 
— this cycle is repeated until the vehicle covers a total of 30 000 km, 
— only compulsory stops (to fill the fuel tank or due to break-downs, for example) or stops necessary to 
carry out maintenance and adjustments recommended by the manufacturer are allowed. 
2. TOLERANCES 
The tolerances on speeds are ± 2 km/h. 
NoC81/100 Official Journal of the European Communities 30. 3. 90 
Figure VILLI 
f-
Y-t4i = 
•.m 
I'Mi 
•n 
30. 3. 90 Official Journal of the European Communities No C 81/101 
3. TEST EQUIPMENT 
3.1. Roller test bench 
3.1.1. When the durability test is performed on a roller test bench, the roller test bench must enable the cycle 
described in Section 1 above to be carried out. In particular, the test bench must be equipped with systems 
simulating inertia (see Section 4 of Annex III) and resistance to progress. 
3.1.2. The brake must be adjusted in order to absorb the power exerted on the driving wheels at a steady speed of 
100 km/h. Methods to be applied to determine this power and to adjust the brake are the same as those 
described in Appendix 3 to Annex III of this Directive. 
3.1.3. Vehicle cooling system should enable the vehicle to operate at temperatures similar to those obtained on 
road (oil, water, exhaust system, etc.). 
3.1.4. Certain other test bench adjustments and features will be deemed to be identical, where necessary, to those 
described in Annex III of this Directive (inertia, for example, which may be mechanical or electronic). 
3.1.5. The vehicle may be moved, where necessary, to a different bench in order to conduct emission measurement 
tests. 
3.2. Operating on track 
3.2.1. When the durability test is completed on a track, the vehicle's reference mass shall be at least equal to that 
retained for tests conducted on a roller bench. 
^oCDABIO^ COffici^l^ourn^lofth^^urop^nC^ornrnuniti^ ^o^^o 
DESCRIPTION OF THE AGING TEST FOR VERIFYING THE DURABILITY OFANTIPOLLUTION 
DEVICES 
1. tNT^OOUCT^ON 
This Annexdescribed the test for verifying the durabilityofantipollutiondevices equipping vehicles 
with positive^ignition or compressionignition engines during an aging test of ^OOOO^m. 
^ T^TV^AtCL8 
^.1. The vehicle must be in good mechanical orderMhe engine and the antipollution devices must be in new 
condition. 
The vehicle may be the same as that presentedfor the typeltestmhistypettest has to be done after the 
vehicle has run at least^^OOlem of the aging cycle of item ^.1. 
^ t^U8L 
The durability test is conducted with commercially available unleaded petrol or diesel fuel. 
^ V^AtCL^lvtAtNT^NANC^ANtOA^U^Tlvt^NT^ 
maintenance, adjustments as well as the use of the test vehi^le^scontrols shall be those recommended 
by the manufacturer. 
^ V8AtCL^O^^ATtONONT^o^C^,^OAOO^ON^OLL^^T^T8^NCA 
^1 O^r^t^z^yct^ 
Ouring operation on tracle,road or on roller test bench, the distance must be covered according to the 
driving schedule figure Vnt.^.ndescribedbelow^ 
— the durability test schedule is composed ofllcyclescoveringD^m each, 
— during the first nine cycles, the vehicle is stopped four times in the middle of the eycle,with the 
engine idling each time for l^seconds, 
— normal acceleration and deceleration, 
— five decelerationsinthemiddleofeachcycle,droppingfromeycle speed to^lemBh,andthe 
vehicle is gradually accelerated again until cycle speed is attained, 
— the t^th cycle is carried out atasteady speed of^lemBh. 
— the 11th cycle begins with maximum acceleration from stop point up to tl^lonBh. At halfway, 
bracing is employed normally until the vehicle comes toastop.This is followed by an idle period 
ofl^secondsandasecond maximum acceleration. 
30. 3. 90 Official Journal of the European Communities NoC81/103 
Figure VI11.5.1 
Driving schedule 
1,1 
0,6 
0 and 6 kilometres 
5,3 
4,7 
4,2 Decelerate 
to 32 km/h 
then accelerate 
to lap speed 
Start — Finish 
Stop 
then accelerate 
to lap speed 
Decelerate 
to 32 km/h 
then accelerate 
to lap speed 
Stop 
then accelerate 
to lap speed 
Decelerate 
to 32 km/h 
then accelerate 
to lap speed Stop 
then accelerate 
to lap speed 
2,1 Decelerate 
to 32 km/h 
then accelerate 
to lap speed 
Decelerate 
to 32 km/h 
then accelerate 
to lap speed 
3,5 Stop 
then accelerate 
to lap speed 
No C 81/104 Official Journal of the European Communities 30.3.90 
The schedule is then restarted from the beginning. The maximum speed of each cycle is given in the 
following Table. 
Table VI11.5.1 
Maximum speed of each cycle 
Cycle 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 Cycle speed in km/h 
64 
48 
64 
64 
56 
48 
56 
72 
56 
89 
113 
5.1.1. At the request of the manufacturer, an alternative road test schedule may be used. Such alternative test 
schedules shall be approved by the technical service in advance of the test and shall have substancially 
the same average speed, distribution of speeds, number of stops per kilometers and number of 
accelerations per kilometer as the driving schedule used on track or roller test bench, as detailed in 5.1 
and Figure VIII.5.1. 
5.1.2. The durability test, or if the manufacturer has chosen, the modified durability test shall be conducted 
until the vehicle has covered a minimum of 80 000 km. 
5.2. Test equipment 
5.2.1. Roller test bench 
5.2.1.1. When the durability test is performed on roller test bench, the roller test bench must enable the cycle 
described in section 5.1 above to be carried out. In particular, the roller test bench must be equipped 
with systems simulating inertia (see Section 4 of Annex III) and resistance to progress. 
5.2.1.2. The brake must be adjusted in order to absorb the power exerted on the driving wheels at a steady speed 
of 80 km/h. Methods to be applied to determine this power and to adjust the brake are the same as 
those described in Appendix 3 to Annex III. 
5.2.1.3. Vehicle cooling system should enable the vehicle to operate at temperatures similar to those obtained on 
road (oil, water, exhaust system, etc.). 
5.2.1.4. Certain other test bench adjustments and features will be deemed to be identical, where necessary, to 
those described in Annex III of this Directive (inertia, for example, which may be mechanical or elec­
tronic). 
5.2.1.5. The vehicle may be moved, where necessary, to a different bench in order to conduct emission measure­
ment tests. 
5.2.2. Operation on track or road 
When the durability test is completed on track or road, the vehicle's reference mass will be at least equal 
to that retained for tests conducted on a roller bench. 
30. 3. 90 Official Journal of the European Communities No C 81/105 
6. MEASURING EMISSIONS OF POLLUTANTS 
At the start of the test (0 km), and every 10 000 km or more frequently, at regular intervals until having 
covered 80 000 km, tailpipe emissions are measured in accordance with the type I test as defined in 
Annex I, item 5.3.1. The limit values to be complied with are those laid down in item 5.3.1.4 of Annex I. 
However, the tailpipe emissions may also be measured in accordance with the provisions of Annex I, 
item 8.2. 
All exhaust emissions results shall be plotted as a function of the running distance on the system 
rounded to the nearest kilometer and the best fit straight line fitted by the method of least squares shall 
be drawn through all these data points. This calculation shall not take into account the test results at 0 
km. 
The data will be acceptable for use in the calculation of the deterioration factor only if the interpolated 
6 400 km and 80 000 km points on this line are within the above mentioned limits. The data are still 
acceptable when a best fit straight line crosses an applicable limit with a negative slope (the 6 400 km 
interpolated point is higher than the 80 000 km interpolated point) but the 80 000 km actual data point is 
below the limit. 
A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows: 
where: 
Mi, = mass emission of the pollutant i in grams per km interpolated to 6 400 km, 
Mi2 = mass emission of the pollutant i in grams per km interpolated to 80 000 km. 
These interpolated values shall be carried out to a minimum of four places to the right of the decimal 
point before dividing one by the other to determine the deterioration factor. The result shall be rounded 
to three places to the right of the decimal point. 
If a deterioration factor is less than one, that deterioration factor shall be one. 
No C 81/106 Official Journal of the European Communities 30.3.90 
ANNEX IX 
SPECIFICATIONS AND REFERENCE FUELS 
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES 
EQUIPPED WITH POSITIVE-IGNITION ENGINES 
CEC-reference fuel RF-08-A-85 (1) (3) (4) (5). 
Typ: premium petrol, unleaded. 
Research octane number 
Motor octane number 
Density at 15 °C 
Reld vapour pressure 
Distillation (2) 
— initial boiling point 
— 10% vol point 
— 50 % vol point 
— 90 % vol point 
— final boiling point 
Residue 
Hydrocarbon analysis: 
— olefins 
— aromatics 
— saturates 
Carbon/hydrogen ratio 
Oxidation stability 
Existent gum 
Sulphur content 
Copper corrosion at 50 °C 
Lead content 
Phosphorus content Limits and units 
minimum 
95,0 
85,0 
0,748 
0,56 bar 
24 °C 
42 °C 
90 °C 
155 °C 
190 °C 
(Including max. 
5 % vol benzene) 
balance 
ra 
480 min maximum 
0,762 
0,64 bar 
40 °C 
58 °C 
110°C 
180 °C 
215°C 
2% 
20 % vol 
45 vol 
io 
4 mg/100 ml 
0,04 % mass 
1 
0,005 g/1 
0,0013 g/1 ASTM method 
D2699 
D 2700 
D 1298 
D323 
D86 
D86 
D 1319 
D3606/D2267C) 
D 1319 
D 525 
D 381 
D1266/D2622/ 
D2785 
D 130 
D3237 
D3231 
(') Addition of oxygenates prohibited. 
Notes: 
(1) Equivalent ISO methods will be adopted when issued for all properties listed above. 
(2) The figures quoted show the evaporated quantities (% recovered 4- % loss). 
(3) The biending of this fuel must involve use of only conventional European refinery components. 
(4) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilize refinery gaso­
line streams, but detergent/dispersant additives and solvent oils must not be added. 
30. 3. 90 Official Journal of the European Communities No C 81/107 
(5) The values quoted in the specification are 'true values' in establishment of their limit values the terms of 
ASTM D 3244 'Defining a basis for petroleum produce quality disputes' have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maxi­
mum and minimum value, the minimum difference is 4R (R = reproducibility). 
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuel should 
nevertheless aim at a zero value where the stiuplated maximum value is 2R and at the mean value in the 
case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to 
whether a fuel meets the requirements of the specification, the terms of ASTM D 3244 should be applied. 
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES 
EQUIPPED WITH A DIESEL ENGINE 
CEC reference fuel RF-03-A-84 (1) (3) (7). 
Type: diesel fuel 
Cetane number (4) 
Density at 15 °C(kg/l) 
Distillation (2) 
— 50 % point 
— 90 % point 
— final boiling point 
Flash point 
CFPP 
Viscosity 40 °C 
Sulphur content 
Copper corrosion 
Conradson carbon residue (10 % DR) 
Ash content 
Water content 
Neutralization (strong acid) number 
Oxidation stability (6) 
Additives (5) Limits and units 
min. 49 
max. 53 
min. 0,835 
max. 0,845 
min. 245 °C 
min. 320 °C 
max. 340° C 
max. 370 °C 
min. 55 °C 
min. — 
max. -5 °C 
min. 2,5 mmVS 
max. 3,5 mmVs 
min. (to be reported) 
max. 0,3 % mass 
max. 1 
max. 0,2 % mass 
max. 0,01 % mass 
max. 0,05 % mass 
max. 0,20 mg KOH/g 
max. 2,5 mg/100 ml ASTM method 
D613 
D 1298 
D86 
D93 
EN 116(CEN) 
D445 
D1266/D2622 
D2785 
D130 
D189 
D482 
95/D 1744 
D2274 
Notes: 
(1) Equivalent ISO methods will be adopted when issued for all properties listed above. 
(2) The figures quoted show the evaporated quantities (percentage recovered + percentage loss). 
(3) The values quoted in the specification are 'true values' in establishment of their limit values the terms of 
ASTM D 3244 'Defining a basis for petroleum produce quality disputes' have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maxi­
mum and minimum value, the minimum difference is 4R (R = reproducibility). 
No C 81/108 Official Journal of the European Communities 30. 3. 90 
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuel should 
nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the 
case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to 
whether a fuel meets the requirements of the specification, the terms of ASTM D 3244 should be applied. 
(4) The range for cetane is not in accordance with the requirement of a minimum range of 4R. However, in 
cases of dispute between fuel supplier and fuel user, the terms in ASTM D 3244 can be used to resolve 
such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, 
are made in preference to single determinations. 
(5) This fuel should be based straight run and cracked hydrocarbon distillate components only; desulphuriza-
tion is allowed. It must not contain any metallic additives or cetane improver additives. 
(6) 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. 
(7) If it is required to calculate thermal efficiency of an engine or vehicle, the calorific value of the fuel can be 
calculated from: 
Specific energy (calorific value) (net) MJ/kg = (46,423 - 8,792d2 + 3,170d) (1 - (x + y + s)) + 9,420s -
2,499x. 
where: 
d is the density at 15 °C, 
x is the proportion by mass of water (%/100), 
y is the proportion by mass of ash (%/100), 
s is the proportion by mass of sulphur (%/100). 
30.3.90 Official Journal of the European Communities No C 81/109 
ANNEX X 
Model 
(maximum format: A4 (210 x 297 mm)) 
EEC TYPE-APPROVAL CERTIFICATE 
(vehicle) 
Stamp of administration 
Communication concerning: 
— type approval (') 
— extension of type approval (') 
— refusal of type approval (') 
of a type of vehicle with regard to Directive 70/220/EEC, as last amended by Directive .../.. ./EEC, relating to the 
measures to be taken against air pollution by emissions from motor vehicles. 
EEC type-approval No: Extension No: 
SECTION I 
0.1. Make (name of undertaking): 
0.2. Type and commercial description (mention any variants): 
0.3. Means of identification of type, if marked on the vehicle: 
0.3.1. Location of these markings: 
0.4. Category of vehicle: 
0.5. Name and address of manufacturer: 
0.6. Name and address of manufacturer's authorized representative (if any): 
SECTION II 
1. Additional information 
1.1. Mass of the vehicle in running order: 
1.2. Maximum mass: 
1.3. Reference mass: 
1.4. Number of seats: 
(') Delete where applicable. 
No C 81/110 Official Journal of the European Communities 30. 3. 90 
1.5. Provisions of Annex I, Item 8.1 applicable: yes/no (') 
1.6. Engine identification: 
1.7. Gearbox: 
1.7.1. Manual, number of speeds ('): 
1.7.2. Automatic, number of ratios ('): 
1.7.3. Continuously variable: yes/no (') 
1.8. Range of tyre sizes: 
1.9. Test results: 
Type I: 
measured 
with DF CO (g/km) HC + NOx (g/km) Particulates^) (g/km) 
Type II: % 
Type III: 
Type IV: g/test. 
Type V: — Durability type: 30 000 km, 80 000 km, not applicable (') 
— Deterioration factors DF: calculated, fixed (') 
— Specify the values 
2. Technical department responsible for carrying out the tests: 
3. Date of test report: 
4. Number of test report: 
5. Ground(s) for extending type-approval (where appropriate): 
Comments (if any): 
7. Place: . . . 
8. Date: ... 
9. Signature: 
(') Delete where applicable. 
(:) For compression-ignition engined vehicles.