ARCHIVES HISTORIQUES
DELACOMMISSION
COLLECTION RELIEEDES
DOCUMENTS "COM"
COM(82)170
Vol.1982/0053

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COMMISSION OFTHEEUROPEAN COMMUNITIES
COM(82)170 final
Brussels,5April1982
Proposal fora
COUNCIL DIRECTIVE
amending CouncilDirecitve No70/220/EEContheapproximation
ofthelawsoftheMemberStatesrelating tomeasures
tobetakenagainstairpollution bygasesfrom
positive-ignition enginesofmotorvehicles
(submitted totheCouncil bytheCommission )
C0M(82)170final

-1-
EXPLANATORY MEMORANDUM
Thelimitvaluesapplicable toemissions ofcarbonmonoxide (CO)and
unburnthydrocarbons (HC)werelaiddownfortheCommunity asawholein
CouncilDirective 70/220/EECof20March1970ontheapproximation ofthe
lawsoftheMemberStatesrelatingtomeasurestobetakenagainstair
pollution bygasesfromPositiveignition enginesofmotorvehicles (1).
Inthecontextofadaptation totechnical progress,theselimitvalues
(2)werereducedin1974byDirective 74/290/EEC andmaximumvaluesfor
nitrogen oxide(NO)emissions werelaiddownin1976inDirective
(3)77/102/EEC.Inordertotakeaccountofmorestringent requirements
relatingtotheprotection ofpublichealthandtheenvironment ,thelimit
valuesapplicable tothesethreepollutants werethenreducedin1978
inDirective 78/665/EEC
Inorderthattheprogress achieved throughtheimplementation ofthese
measures maynotbecancelled outagainbyincreases intrafficdensity
inhighlyurbanized areasoftheCommunity,afurtherreduction inthe
limitvaluesseemstoberequired .TheCommission ,inclosecooperation
withtheexpertsofthenationalauthorities andfromtheautomobile
industry,hastherefore examined thefeasibility oflowering thelevel
ofpollutant emissions .Ithasemergedthatthepresentstateoftechnical
development inmotor-vehicle construction wouldmakeitpossible,withina
relatively shorttimeandinrelation tothelimitslaiddowninDirective
78/665/EEC,toachieve a23%reduction inCOemissions anda20to
30%reduction,according totheweightcategory,inthecombined HC
andNO^emissions.ThisproposalforaDirectiveisbasedonthose
findings .
Establishing acombinedlimitvalueforthepermissible emissions of
HCandM0xappearedtobeadvisablebecauseitgivesmotor-vehicle
manufacturers considerable leewayinthechoiceofenginemodifications
tobemadeforthepurposeofreducing suchemissions .Thiscombined
valueisalsojustified fromthestandpoint ofairpurity,sincethelatest
information revealsthatitisprecisely theinteraction betweenthese
pollutants intheatmosphere thatcontributes totheformation ofphoto­
chemical smog.
•mm/mmm
\
(1)0JL76,6.4.1970,p.1
(2)OJL159,15.6.1974,p.61
(3)OJL32,3.2.1977,p.32
(4)0JL223,14.8.1978,p.48

-2-
Theproposal alsoprovidesfortheadoptionoftheconstant-volume sampling
andanalysis method(CVS)atpresentusedintheUnitedStates,Japanand
Sweden.Withthismethoditwould ,bepossibletoincrease theaccuracy
ofthemeasurements andstandardize moreeffectively themetrological
facilities usedbythetechnical departments responsible fortype-approval
testsandbythemanufacturers .Owingtothemodification madetothe
measuring procedure ,itisnolongerpossible tocomparedirectly the
limitvaluesforHCandNO^laiddownintheprecedingdirectives with
thoseinthisproposal .
AttherequestoftheCommission ,themanufacturers'associations have
assessed therepercussions ofreinforcing theCommunity Directives in
termsofconstruction costsand,inparticular ,thefuelconsumption of
thevehiclecategories concerned .Onthebasisofthestateoftheart
requiredfortheapplication ofDirective 78/665/EEC,thatstudyrevealed,
ontheonehand,thattheneedtoimprovetheignition andcarburation
systemswillresultinhigherconstruction costsand,ontheotherhand,
thatfuelconsumption islikelytoincrease byasmuchas5%,depending
onthetypeofvehicle .
TheCommission tookthesearguments intoaccount whenitwasconsidering
thepreparation ofthisproposal foraDirective .Itisnotoftheopinion
thattheapplication oftheprovisions relating toexhaustgaseswould
preventthemanufacturers fromfulfilling thevoluntary undertakings to
reduceconsumption whichtheyenteredintoatnational Levelandwhich
should,astheyindicated totheCommission ,resultinareduction ofat
least10%inthefuelconsumption ofcarssoldintheCommunity in1985
incomparison with1978.Onthecontrary,havingregardtotheconsumption
decreases alreadyascertained orannounced,itconsiders thattheoptions
opentomanufacturers inthisfieldaremuchmoreextensive thanthose
onwhichtheseundertakings arebased,sothatanyincrease inconsumption
ofupto5%resulting fromtheCommunity provisions relatingtoexhaust
gasescouldbeoffsetduringthetimeavailable .
Aftertakingintoconsideration alltheavailable information ,theCommission
isconvinced thattheubjecti*»es ofthisproposalforaDirective onthe
protection oftheenvironment andofhealthjustify apossible increase
incostsaswellaslessfavourable prospects ofreducing consumption to
thelevelindicated .
Inviewoftheincreasing useofdieselenginesincarsandlightcommercial
vehicles (vehiclesincategories M..andN,.)itisadvisable tobringthe

-3-
CO,HCandNOxemissions fromsuchengineswithinthescopeofthe
Community Directives asasequeltotheLimitation ofsootemissions from
dieselenginesbymeansoftheprovisions ofDirective 72/306/EEC(1).
Extending thescopetodieselenginesrequires anamendment tothe
operative partofDirective 70/220/EEC.Consequently ,suchanamendment
cannotbemadethroughthe'procedure oftheCommittee ontheAdaptation
oftheprovisions oftheAnnexestoTechnical Progress,butmustbe
placedbeforetheCouncilforthepurposeofadoption .
Asinthecaseofprevious amendments ,thisproposal isbasedonthe
workoftheGroupofRapporteurs onAtmospheric Pollution andEnergy
(GRPE)oftheUnitedNationsEconomic Commission forEurope,whose
Regulation No15corresponds initstechnical contenttoDirective
70/220/EEC.Suchanapproach hastheadvantage ofharmonization whichgoes
beyondthefrontiers oftheCommunity andenablestheEuropean
manufacturers tohaveaccesstoamuchlargermarketthanthatofthe
Community alone.
Inviewoftheworkinprogress inthatbody,andofthesurveys conducted
bytheCommission ,theMemberStateshadadopted acommonattitude within
thePermanent Representatives Committee .Theirrepresentatives inGeneva
wonacceptance forthatopinionwithintheGRPEandthusmadeitpossible
fortheEconomic Commission forEuropetonotifythe04seriesofamend­
mentstoRegulation 15totheSignatory StatesinMay1981.
Inaccordance withanundertaking givenatthemeetings oftheCouncil
ofMinisters fortheEnvironment heldinDecember 1980andJune1981,the
Commission preparedthisdraftonthebasisofthe04seriesofamendments
toRegulation 15,assoonasitreceived thedefinitive textsfromGeneva.
AsdesiredbytheMemberStates,thisdraftcorresponds ascloselyas
possibleinitstechnical aspectstothe04seriesofamendments .The
proposed datesofapplication takeaccountofthecorresponding opinions
putforwardbytheexpertsfromtheMemberStateswhenthedraftproposal
(1)OJL190,20.8.1972

-4-
wasbeingexamined bytheWorkingPartyonMotorVehicles atits68th
meeting on7-9October 1981.Thesedateswerechosensothatthe
application oftheamended Community provisions wouldnotcausedifficulties
foreitherthenational authorities orthemotor-vehicle manufacturers .
Atthismeetingtheexpertsconcurred withtheCommission viewthat,given
themoderate natureofthemeasures proposed andtheurgentneedfora
decision tobetakeninthisconnection ,thesemeasures shouldbedealt
withoutsidethescopeofthegeneralapproach described intheCommission 's
observations ontheEuropean automobile industry in1981(*).Thisnew
approach willapplytoallsubsequent stagesintheformulation of
Community rulesinthisarea.Theaimsofthesestageswillbedetermined
onthebasisofadetailed examination oftheeconomic,environmental and
socialeffectsofthemeasures envisaged .Thiswill,atthesametime,
ensuregreaterprotection ofhumanhealthandoftheenvironment and
willprovide aregulatory framework appropriate tothesatisfactory
development oftheCommunity automobile industry .
Theglobalapproach proposed bytheCommission hasbeenaccepted byall
thenational administrations andprofessional organizations represented
*
withintheWorkingPartyonMotorVehicles .Themachinery necessary for
launching suchanapproach wassetupinthefieldofpollution emissions
withthecreation inJanuary 1982oftheWorkingPartyonAirPollution .
ThisWorkingPartyhas18monthsinwhichtoexaminethetechnical
possibilities forreducingpollution emissions andtoassessthe
repercussions thereof,notablywithregardtofuelconsumption andvehicle
manufacturing andservicing costs.Itsfinalreportwillenablethe
Commission toforwardtotheCouncil,ingoodtime,balanced proposals
ontheregulatory measures tofollowthosecontained inthisdraft.
<*)COS<81)317fir.aL,11June1981.

-5-
REMARKS CONCERNING THEPROPOSAL FORADIRECTIVE
Article 1C1)amendsArticle 1ofDirective 70/220/EECbyproviding that
dieselengines ('compression-ignition engines' )shallhenceforth fall
withinthescopeofthisDirective .Paragraph (2)substitutes the
AnnexestothisDirective fortheAnnexestoDirective 70/220/EEC,in­
cludingthevarious amendments .Article 2laysdownthedeadlines for
theadoption,publication andimplementation oftheprovisions bythe
authorities intheMemberStates.Observance ofthelimitvaluesproposed
forHCandNO^emissionsis,onthefaceofit,impossible atpresent
inthecaseofvehicles oftypesotherthancars.Forthisreason.AnnexI
containstransitional provisions settingoutlessseverelimitsforsuch
vehicles .
/
BythedatebywhichtheMemberStateswillhaveimplemented theprovisions
ofArticle 2(3),thevehicles inrespectofwhichtype-approval was
grantedbeforetheentryintoforceofthisDirective mayhaveentered
intoserviceforthefirsttime.Toenable amanufacturing conformity
inspection tobecarriedoutsubsequently inrespectofthesevehicles,
thetransitional provisions laydownthatthecorresponding provisions
ofDirective 70/220/EEC,asamended byDirective 78/665/EEC,shallremain
inforceuntilthatdate.
OPINIONS OFTHEEUROPEAN PARLIAMENT ANDTHEECONOMIC ANDSOCIAL COMMITTEE
Pursuanttotheprovisions ofthesecondparagraph ofArticle 100,both
oftheseinstitutions mustbeconsulted .

PROPOSAL FORACOUNCIL DIRECTIVE
amending CouncilDirective 70/220/EEContheapproximation
oftheLawsoftheMemberStatesrelating tomeasures to
betakenagainstairpollution bygasesfrompositive-
ignition enginesofmotorvehicles

THECOUNCIL OFTHEEUROPEAN COMMUNITIES -
HavingregardtotheTreatyestablishing theEuropean Economic Community,
Havingregardtotheproposal fromtheCommission,
HavingregardtotheOpinionoftheEuropeanParliament ,
HavingregardtotheOpinionoftheEconomic andSocialCommittee,
Whereasthefirstprogramme ofactionoftheEuropean Community onthe
protection oftheenvironment ,approved bytheCouncilon22November 1973,
calledforaccounttobetakenofthelatestscientific advances in
combating atmospheric pollution causedbygasesemittedfrommotorvehicles,
andamendedtheDirectives alreadyadoptedtothatend;
(1)WhereasCouncilDirective 7Q/220/EEClaysdown
thelimitvaluesforcarbonmonoxide andunburnthydrocarbon emissions
fromsuchengines;whereastheselimitvalueswerefirstreduced by
CouncilDirective 74/290/EEC<2>andsupplemented ,inaccord­
ancewithCommission Directive 77/102/EEC,by
limitvaluesforpermissible emissions ofnitrogen oxides,whereasthe
limitvaluesforthesethreepollutants werefurther lowered byCommission
(4)Directive 78/665/EEC;
Whereastheprotection ofpublichealthandtheenvironment necessitates
afurtherreduction intheselimitvalues;whereasadvances inmotor-
vehicleenginedesignnowenablesuchareduction tobemade;whereas
duringtheperiodunderconsideration suchareduction willnotjeopardize
theaimsofCommunity policyinotherfields,andinparticular inthat
oftherational useofenergy;
t••/mmm
(1)OJL76,6.4.1970,p.1
(2)OJL159,15.6.1974,p.61
(3)OJL32,3.2.1977,p.32
(4)OJL223,14.8.1978,p.48

-2-
Whereas,inviewoftheincreasing useofdieselenginesincarsandLight
commercial vehicles,itisadvisable toreducenotonlysootemissions.
(1)whicharecoveredbyCouncilDirective 72/306/EEC,
butalsothecarbonmonoxide,unburnthydrocarbon andnitrogen oxide
emissions fromsuchengines;whereasbringing suchengineswithinthe
scopeofDirective 70/220/EECinvolves anamendment totheoperative part
ofthesaidDirective ;whereasthatamendment wouldaffectthecontent
ofthetechnical Annexes;whereastheCommission hasproposed tothe
CouncilthatpartofthisDirective beadopted bywayofderogation from
Article 5ofDirective 70/220/EEC.
(1)OJL190,

Article 1
Directive 70/220/EECisherebyamended asfollows :
1.Article 1isreplaced bythefollowing :
Article 1
Forthepurposes ofthisDirective/'vehicle' meansanyvehiclewitha
positiveignition engineorwithacompression ignition engine,
intendedforuseontheroad,withorwithoutbodywork,having
atleastfourwheels,apermissible maximum massofatleast
400kgandamaximumdesignspeedequaltoorexceeding 50km/h,
withtheexception ofagricultural tractors andmachinery and
publicworksvehicles."
2.TheAnnexes arereplaced bytheAnnexestothis
Directive .
Article 2
1.From1October 19o3»theMemberStatesshallneither,ongrounds
relating toairpollution bygasesfromanengine:
-refusetograntEECtype-approval ,ortoissuethedocuments
referred tointhelastindentofArticle 10(1)ofDirective
70/156/EEC,ortograntnational type-approval ofatypeof
motorvehicle,nor
-prohibit theentryintoserviceofsuchvehicles,
wherethelevelofgaseouspollutants emitted fromthistypeof
motorvehicleorfromsuchvehicles meetstherequirements of
Directive 70/220/EEC,as amended bythisDirective .
2.From1October 1981+,MemberStates:
-shallnolongerissuethedocument provided forinthelastindent
ofArticle 10(1)ofDirective 70/156/EECinrespectofatypeof
motorvehicle whichemitsgaseouspollutants atlevelswhichdo
notmeettherequirements ofDirective 70/220/EEC,as 'amended
bythisDirective ,
-mayrefusenational type-approval ofatypeofmotorvehiclewhich
emitsgaseouspollutants atlevelswhichdonotmeettherequirements
ofDirective 70/220/EEC,as amendedbythisDirective .

From1October1986,MemberStatesmayprohibittheentryinto
serviceofvehicles whichemitgaseouspollutants atlevelswhich
donotmeettherequirements ofDirective 70/220/EEC,as
amended bythisDirective .
Article 3
MemberStatesshallbringintoforcethenecessary provisions in
ordertocomplywiththisDirective notlaterthan30September 1983
andshallforthwith informtheCommission thereof .
Article 4
ThisDirective isaddressed totheMemberStates.

ANNEX I
SCOPE ,DEFINITIONS ,APPLICATION FOREECTYPE-APPROVAL ,EECTYPE-APPROVAL ,
SPECIFICATIONS ANDTESTS ,EXTENSION OFTYPE-APPROVAL ,CONFORMITY OF
PRODUCTION ,TRANSITIONAL PROVISIONS .
1. SCOPE
This Directive applies totheemission ofgaseous pollutants from all
motor vehicles ofcategories M<|and N-j1)equipped with positive
ignition engines except two-stroke engines andwith compression
ignition engines ,covered byArticle 1.
2. DEFINITIONS
Forthepurposes ofthis Directive :
2.1. "Vehicle type",trith regard totheemission -ofgaseous pollutants from the
engine ,means acategory ofpower-driven vehicles which donotdiffer
insuch essential respects as:
2.1.1 . theequivalent inertia determined inrelation tothereference mass
asprescribed inAnnex III,item 5.2.,and
2.1.2 . theengine andvehicle characteristics asdefined inAnnex II,items
1-6and8andAnnex VII ;
2.2 . "Reference mass "means themass ofthevehicle inrunning order less
theuniform mass ofthedriver of75kgand increased byauniform
mass of100 kg;
2.2.1 . "Mass ofthevehicle inrunning order "means themass defined under
item 2.6 .ofAnnex ItoDirective 70/156/EEC;
2.3 . "Maximum mass "means the mass defined under item 2.7 ofAnnex Ito
Directive 70/156 /EEC
mm/mm
1)Asdefined initem 0.4 ofAnnex ItoDirective 70/156/EEC (J.O. N°L42of
23.2.1970 ).

-2- AnnexI
2.4.Gaseouspollutants "meanscarbonmonoxide,hydrocarbons (assuming
aratioof andoxidesofnitrogen,thelatterbeing
expressed innitrogendioxide (NO2)equivalent ;
2.5."Enginecrankcase "meansthespacesinorexternal toanengine
whichareconnected totheailsumpbyinternal orexternal ducts
through whichgasesandvapours canescape;
2.6."Coldstartdevice"meansadevicewhichenriches theairfuel
mixtureoftheenginestemporarily .This,toassistenginesstart
up;
2.7."Starting aid"meansadevicewhichassistsenginestartupwihtout
enrichment oftheairfuelmixtureoftheengine,e.g.,glowplugs
andglowplugandinjection timingchanges.
3. APPLICATION FOREECTYPE-APPROVAL
3.1.Theapplication forapproval ofavehicletypewithregardtothe
emission ofgaseouspollutants fromitsengineshallbesubmitted
bythevehiclemanufacturer orbyhisappointed representative .
3.2.Itshallbeaccompanied bytheundermentioned documents intriplicate
andthefollowing particulars :
3.2.1.Adescription oftheenginetypecomprising alltheparticulars
referred toinAnnexII;
3.2.2.drawings ofthecombustion chamberandofthepiston,including the
pistonrings;
3.2.3.maximumliftofvalvesandanglesofopeningandclosinginrelation
todeadcentres;
3.3. Avehiclerepresentative ofthevehicletypetobeapprovedshallbe
submitted forthetestsdescribed insection 5ofthisannextothe
technical serviceresponsible fortype-approval tests.

-3 -Annex I
4. EEC TYPE-APPROVAL
4.1• Aform conforming tothemodel setout inAnnex IIshall be
attached totheEECtype-approval certificate .
5. SPECIFICATIONS AND TESTS
5.1 . General
Thecomponents liable toaffect theemission ofgaseous pollutants
shall besodesigned ,constructed andassembled astoenable the
vehicle ,innormal use,despite thevibration towhich they maybe
subjected ,tocomply with theprovisions ofthis Directive .
5.2 . Description oftests
5.2.1 . Thevehicle shall besubjected ,according toitscategory ,totests
ofdifferent types ,asspeci fied "below .Thetests are :
,-type I,IIand III ifpowered byapositive ignition engine ,
and
-type I,ifpowered byacompression ignition engine .
5.2.1.1 . Type Itest (verifying theaverage emission ofgaseous pollutants
after acold start ).
5.2.1.1.1 . This test shall becarried out onall vehicles referred toin
item 1,whose maximum mass does notexceed 3.5metric tons .
5.2.1.1.2 .Thevehicle shall beplaced onadynamometer bench equipped with a
means ofload and inertia simulation .Atest lasting atotal of
13minutes andcomprising four cycles shall becarried outwithout
interruption .Each cycle shall comprise 15phases (idling ,
acceleration ,steady speed ,deceleration ^etc.).During thetest
theexhaust gases shall bediluted and aproportional sample
collected inone ormore bags .Theexhaust gases ofthevehicle
tested must bediluted ,sampled andanalysed following theprocedure
described below ;thetotal volume ofthediluted exhaust must be :
measured .

_4_AnnexI
5.2.1.1.3 .Thetestshallbecarried outbytheprocedure described inAnnexIII.
Themethods usedtocollect andanalysethegasesshallbethose
prescribed .Otheranalysis methods maybeapprovedifitisfound
thattheyyieldequivalent results.
5.2.1.1.4 .Subjecttotheprovisions ofitems5.2.1.1.4.2 .and5.2.1.1.5.,the
testshallberepeated threetimes.Foravehicleofagivenreference
mass,themassofthecarbonmonoxide andthecombined massofthe
hydrocarbons andofthenitrogen oxidesobtained inthetestshallbe
lessthantheamounts showninthetablebelow.
Reference mass
RW
(kg)Carbonmonoxide
L1
(g/test)Combined emission of
hydrocarbons and
oxidesof'nitrogen
L2(g/test)
RW^1020 *8 19,0
1020-cRW<;1250 67 20,5
■■1250-=RW 1470 76 22
1470-c-RW^170C 84 23,5
1700-=^RW 1930 93 25,0
1930«=RW^.2150 101 26,5 I
2150<RW 110 289 I
5.2.1.1.4.1 .Nevertheless ,foreachofthepollutants referredtoinitem5.2.1.1.4.,
notmorethanoneofthethreeresultsobtained mayexceedbynotmore
than10percentthelimitprescribed inthatitemforthevehicle
concerned,provided thearithmetical meanofthethreeresultsisbelow
theprescribed limit.Wheretheprescribed limitsareexceededformore
thanonepollutant (i.e.carbonmonoxide andthecombined massof
hydrocarbons andnitrogen oxides)itshallbeimmaterial whetherthis
occursinthesametestorindifferent tests(1).
mmfmm
(1)Ifoneofthethreeresultsobtained ofeachofthepollutants exceeds bymore
than10percentthelimitprescribed initem5.2.1.1.4 .forthevehicle con­
cerned,thetestmaybecontinued asspecified initem5.2.1.1.4.2 .

-5- Annex I
5.2.1.1.4.2 .Thenumber oftests prescribed initem 5.2.1.1.4 .above mayon
the request ofthemanufacturer beincreased to10tests provided
that thearithmetic mean (x^)ofthethree results performed for
carbon monoxide and:or forthecombined emissions ofhydrocarbons
andofoxides ofnitrogen falls between 100and110percent ofthe
limit .Inthis case ,thedecision ,after testing ,shall depend
exclusively ontheaverage results obtained from all10tests
Cx<L).
5.2.1.1.5 . Thenumber oftests prescribed initem 5.2.1.1.4 .above shall be
reduced intheconditions hereinafter defined ,where isthe
result ofthefirst test andVgtheresult ofthesecond test for
each ofthepollutants referred toinitem 5.2.1.1.4 .
5.2.1.1.5.1 .Only onetest shall beperformed ifV-jreadings ofcarbon monoxide
aswell asthecombined hydrocarbon andoxides ofnitrogen reading
are less than orequal to0.70 L.
5.2.1.1.5.2 .Only twotests shall bemade iftheresults ofboth thecarbon
monoxide and thecombined value ofhydrocarbons andoxides of
nitrogen are V-j^0.85 L,andif,atthesame time ,oneofthese
values isV^0.70 L.Inaddition ,theVgreadings ofboth the
carbon monoxide emissions and thecombined emissions ofhydrocarbon
andoxides ofnitrogen must satisfy therequirement that
V1+V2^1.70 L;andV2«<L.
(■

-6-
Annexe I
1test
vu C.70L
J2LInoyesEECtype-approval
–^granted
v„-1.1ÛL
no
2tests
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no
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or V.Π>L
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and Vi2
and V,jL
Lyes
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Option :To -Increase
the number of
tests to10
(η=10)
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Annex 1
5.2.1.2.Type_IItest(carbonB;onoxideemissiontestatidlingspeed)
5.2.1.2.1 .Withtheexception o*vehicles poweredbyacompression ignition
engine,this s^ollbecarriedoutonallvehicles referred toin
item1ihove ,,
5.2.1.2.2 .Thecarbr.n .sto.-.cxidecontentbyvolumeoftheexhaustgasesemitted
withthes-.pineidlingmustnotexceed3.5percent.Whenacheck
ismadeinaccordance withtheprovisions ofAnnexIVunderoperating
conditions no-inconformity withthestandards recommended bythe
manufacturer <configuration oftheadjustment components ),the
maximumcontentmeasured byvolumeshallnotexceed4.5percent.
5.2.1.2.3 .Conformity withthelastpreceding requirement shallbechecked by
atestcarriedoutoytheprocedure described inAnnexIV.
5.2.1.3.Jyps._*!*. ^verifying emissions ofcrankcase gases)
5.2.1.3.1 .Thistestshallcecarried outonallvehicles referred toin
item1.abovs :ceptthosehavingcompression ignition engines.
5.2.1.3.2 .Theengine'scrankcase ventilation systemshallnotpermitthe
emission ofanyofthecrankcase gasesintotheatmosphere .
5.2.1.3.3 .Conformity withthelastpreceding requirement shallbechecked
byatestcarriedoutbytheprocedure described inAnnexV.
6. EXTENSION OFEECTYPE-APPROVAL
6.1. Vehicletypesofdifferent ,reference weights
6.1.1. Approval ofavehicletypemayunderthefollowing conditions be
extended tovehicletypeswhichdifferfromthetypeapproved only
inresoe^t oftheirreference mass.
6.1.1.1.Approval maybeextended tovehicletypesofareference mass
requiring merelytheuseofthenexthigherornextlowerequivalent
inertia.
mm/mm

6.1.1.2 . Ifthe reference at«ss ofthevehicle type forwhich extension or
theapproval isrequested requites theuse ofaflywheel ofequi­
valent inertia higher than that used forthevehicle type already
approved ,extension oftheapproval shall begranted .
6.1.1.3 . Ifthereference massofthsvarnels typs forwhich extension of
theapproval isrequested requires thfeuseofaflywheel ofequi­
valent inertia lower than that used forthevehicle type already
approved ,extension oftheapproval shall begranted ifthemasses
ofthepollutants obtained from thevehicle already approved are
within the limits prescribed forthevehicle forwhich extension
oftheapproval isrequested *
6.2 . Vehicle types with different over-all gear ratios
6.2.1 . Approval granted toavehicle type m&yunder thefollowing conditions
beextended tovehicle types differing frcsi thetype approval only
inrespect oftheir over-all transmission ratios :
6.2.1.1 .Foreach ofthetransmission ratios used inthetype Itest ,itshall
benecessary todetermine theproportion £=~–~ where V1andV2
arerespectively the sjjeed at1,000 r.pan .oftheengine ofthe
vehicle type approved andthe spe<id ofthevehicle type forwhich
extension oftheapproval isrequested .
6.2.2 . Ifforeach gear ratio E^,8 percent ,theextension shall begranted
without repeating the type Itests .
6.2.3 . Ifforatleast onegear ratio E3percent and ifforeach gear
ratio E^13percent ,thetype Itests shall berepeated ^butmay
beperformed inalaboratory chosen by£hemanufacturer subject to
theapproval oftheAuthorities granting approval .The report of
the tests shall besent toth£ technical service .
»9/mm

-9- Annex I
6.3 . Vehicle types ofdifferent reference masses anddifferent over-all
transmission ratios
Approval granted toavehicle type maybeextended tovehicle types
differing from theapproved type only inrespect cftheir reference
mass andtheir over-aLl transmission ratios ,provided that allthe
conditions prescribed initems 6.1 .and6.2 .arefulfilled .
6.4 . Note
When avehicle type hssbeen approved inaccordance with theprovisions
ofitems 6.1 .to6.3.,such approval maynotbeextended toother vehicle
types .
7. CONFORMITY OFPRODUCTION
7.1 . Asageneral rule ,conformity ofproduction models ,with regard to
limitation oftheemission ofgaseous pollutants from theengine ,shall
bechecked onthebasis ofthedescription intheAnnex tothetype-approval
certificate setoutmAnnex VII and,where necessary ,ofall orsome ofthe
tests ofTypes I,IIand IIIdescribed initem 5.2 .
7.1.1 . Conformity ofthevehicle inaType Itest shall bechecked asfollows :
7.1.1.1 . Avehicle shall betaken from theseries andsubjected tothetest
described initem 5.2.1.1 .However ,the limits shown initem 5.2.1.1.4 .
shall bereplaced bythefollowing :
Reference weight
RW
(kg)Carbon monoxide
L1
(g/test )Combined standard for
hydrocarbons and oxides
ofnitrogen j
>-2 '
fg/+oc -i-i j
RW^10207025,8 j
1020CRW 1250 80 25,6 j
1250<RW*ç;1¿7091 27,5
1470<RW 1700 101 29,4
1700<RW^ 1953 : 112 31,3
1930<RW^2130 j 121'33,1
2150<RW j132 35,0

-10- AnnexI
7.1.1.2.Ifthevehicletakenfrosntheseriesdoesnotsatisfytherequire­
mentsofitem8.3.1.1.,themanufacturer mayaskformeasurements
tobeperformed onasampleofvehicles takenfromtheseriesand
including thevehicleoriginally taken.Themanufacturer shall
determine thesizenofthesample.Vehicles otherthanthevehicle
origianlly takenshallbesubjected toasingletypeItest.
Theresulttobetakenintoconsideration forthevehicle taken
originally isthearithmetical meanofthethreetypeItestscarried
outonthevehicle.Thearithmetic mean(x)oftheresultsobtained
withthesampleandthestandard deviation S(1)shallbedetermined
forboththecarbonmonoxide emission andforthecombined emissions
ofhydrocarbons andoxidesofnitrogen .,Theproduction oftheseries
shallthenbedeemedtoconformifthefollowing condition ismet:
x+k.S4CL
where
'L'isthelimitvaluelaiddowninitem8.3.1.1.fortheemissions
ofcarbonmonoxide andthecombined emissions ofhydrocarDons and
oxidesofnitrogen ;
'k'isastatistical factordepending onnandgiveninthefollowing
table:
a 231¿ς
yS 7■™Ί
e C !"ΓI-υj
k0,973Λ¿ΠρOCI IrsVf«.*; 1 C,3¿2Λ j^'I~--C!'JWfi.,J1V»'·.5
η1* *xAte -y 15Ié.,Ι.-Ι,ςj",- ■-!
kj0,265Λ 1^4V}¿y(/2Wy4»«r£Ή ί
>-tV.,,;Wψο»2ΐ5jο,ζιο 1c.:c3!:>:?5j
Ifnar20, k_0,?60_
\yn
7.1.2.InatypeIIortypeIIItestcarried ouiconavehicletakenfromthe
series,theconditions laiddowninitems5.2.1.2.2 .and5.2.1.3.2.shall
becomplied with.
(1)S32.–~–,wherexisanyoneoftheindividualresultsobtained
withtbesamplen.

-11 AnnexI
Notwithstanding theprovisions ofAnnexIII,point the
technical serviceresponsible forverifying theconformity of
production may,withtheconsentofthemanufacturer ,carry
outtestsoftypesI,IIandIIIonvehicles whichhavebeen
drivenlessthan3,000km.
TRANSITIONAL PROVISIONS
Concerning type-approval andchecking ofproduction conformity
ofvehicles otherthanthoseofcategory Miaswellasofvehicles
ofcategory designed tocarrymorethansixoccupants,the
limitsforthecombined emissions ofhydrocarbons andoxidesof
nitrogen arethoseresulting fromthemultiplication ofthevalues
i_2giveninthetablesofitems5.2.1.1.4 .and7.1.1.1.byafactor
of1.25.
Forchecking ofproduction conformity ofvehicles whichhavebeen
type-aoproved beforethe1.10.198 .asfarastheiremissions of
pollutants areconcemsd ,inaccordance withtheprovisions of
Directive 70/220/EECasamended byDirective 78/665/EEC,the
provisions oftheabove-mentionned Directive remainapplicable
untiltheMemberStatesmakeuseofArticle 2,para3.

Annexil
I page1
ANNEXIT
ESSENTIA!CIIAItACTERISTICS OPTHEENGINE ANDINFOKIATION
coNccmrniG THECONDUCT QFTEOTSY
Description ofen^ino
IIoJCG ...
typo
V/orkingprinciple :positiveignition/compression ignition
fourstroke/twostroke 3/
Bore run
Lltrol:o mm,
Nuraborandlayoutofcylindorc nndfiringordor .
3,Cylinder capacity cm
Compression ratio7/
Drawings ofcombustion chnuberandpistoncrown
Coolingsystem:liquid/aircooling (3)
Supercharger :yes/no3/Description ofthesystem
Intakesystom
Intakemanifold : Description
Airfilter : ilalce -type
Intakesilencer : ïlalce type
Deviceforrecycling crank-case gases(description anddiagrams)
Additional anti-pollution devices(ifany,andifnotcoveredby
anotherheading)
description anddiagreuru
(Seenotesattheendofthisannex)

-2-
AnnexII
y-
5.1.Airintrjtoandfuolfood .
Deccription anfl.diaexao".ofinlotpipoacar1,thoirabcooodrieo
(dach-r>ot,hoabincucvico,additional airintakes,etc.)
3.2.
3.2.1.
3.2.1-.1.
3.2.1.2.
3.2.1.3 *
3.2.1.3.1 .
3.2.1.3.2 .
3.2.1.3.3.
3.2.1.3.4 .
3.2.1.3.5 .
3.2.1.4.
5.2;1.5.
3.2.2.
3.2.2.1.
3.2.2.1.1 .
3.2.2.1.2 .
3.2.2.1.3 .
,3.2.2.1.4 .Puoifeod
bycaibiirottor(o )3/ Ilumbor
ÎIal:e ,
type
Adjustments 2/
Jota )
Vcnturio )
Float-chambor lovel )or
Voightoffloat )
ri'oatneedlo )
llanual/automatio choko5/ Closurocottinfl2/......
PeedPump
Pressure 2/ OTcharacteristic diagram *•Ourvooffueldolivery .
plottedagainstairflow,
nndnetting xoquirod to
koeptothecurvo3/2/
Byfuelinjection 3/oy3temdescription
Workingprinciplo :Intake .manifold/directinjectioninjection Prochnmbor/cwirlchamber3/ •«•••
Fuelpump
Hake
typo
Delivery tmmperstrokeatapumpopeodofrpro2/Zj
or,alternatively ,achaxacteriotic diagram2/ZJcalibration -procedure:' tofcfbtsnfch/encineZj.
Injection timin£
Injection -eurvo ,

-3-
AnnexII
Injector nozzle ........
Governor :
Ilakc
Type
Cut-oxfpointunderloadmin.
Maximum sneedwithout loadrain.
Idlespecd ..
Coldstnrtdevico
Il;ilce
type
Oyctemdescription
Starting aid ..
Ilake
type
Systemdescription
Valvetimingorequivalent data
Maximumliftofvalves,anglesofopening andclosing,ortiming'
detailsofalternative distribution systems ,inrelation totop
deadcentre .
'leferencfe aiid/orsettingranges' _3/'
Ignition
Ignition systemtype
Make
Type
IgniticmadvancecurvoZj
Ignitiontiming2/
Contact-point gap2Janddwell-angle 3/2J
Kihaust system
Description anddiagrams

-4-
Annex II
7. Additional information entoot condltionc
7.1. lino.rJrin,' ?plurrn
7.1.1 . Mnl:c
7.1.2 . Tyi>c
7.1.3 ; opaxlc-^ap oottinc
7.2 . Irnition coil
7.2.1 . IWce
7.2 .2. 'type
7.3 . Irnitlon con <.;on::or
7.3.1 . haJco
7.3.2 . Ίνιιβ
8 Engine -performance (declared bymanufacturer )
8*1 .. Idle r.p.m .3/..
8.2. Carbon monoxide content byvolume intheexhaust ,r?acuith theengine
idling -percent (manufacturer 1^standard )
8.5- R.p.ra .atmaximum pouer 2/
8.4. Maximum power kW(according tothemethod
described inAnnex IofDirective 80/1269 /EEC )
9. . ..Lubricant used
9.1 . Hake
9.2 . iype
1/ In .thecase ofnon-conventional engines andcyntcmc ,particulars
equivalent tothose referred tohere shall besupplied bythemanufacturer .
2J Specify thetolerance .
jJ ''Strilte outwhat'does 'notapply .-

Annex III
page 1
Annex III
ΤΥΡΕ IΊΕϋϊ
vVerifying theaverage emission ofpollutants inacongested urban area after a
cold start )
1. INTRODUCTION
This annex deucribes theprocedure fortho lype-I tost defined ,in
item 5.2.1.1 .ofAnnex I.
2. OPERATING CYCLE ONTHE CHASSIS DYNAMOMETER
2.1 . Description ofthe cy:le
Theoperating cycle onthechassis dynamometer shall bethat indicated .,
inthefollowing to,ble anddepicted ,inthegraph inappendix 1.The
breakdown byoperations isalso given inthetable inthesaid appendix .
2.2 . General conditions under which the cycle iscarried ,out
Preliminary testing cycles should becarried outifnecessary to
determine how best toactuate the accelerator and brake controls soas
toachieve acycle approximating tothetheoretical cycle within the
prescribed limits .
2.3 . Use ofthe gear--box
2.3.1 . Ifthemaximum speed which canboattained infirst gear isbelow
15km/h,thesecond ,tJiird andfourth gears shall beused .The
second ,third andfourth gears may also beused when thedriving
instructions recommend starting insecond gear onlevel ground .,or
when first gear istherein defined asagear reserved ,for
cross-country driving ,crawling 01-towing .
2.3.2 . Vehicles equipped with semi-automatic –shift gear-boxes shall be
tested byusing thegears normally employed fordriving ,andthe
gear shift shall beused inaccordance with themanufacturer 1s
instructions .
2.3.3 . Vehicles equipped ,with automatic-shift gear-boxes shall betested
with thehighest gear ('Drive ")engaged .Theaccelerator shall be
used ,insuch away astoobtain thesteadiest acceleration possible ,
enabling thevarious gears toboengaged inthenormal order .
Furthermore ,thegear-change points shown inappendix 1tothis
annex shall notapply ;acceleration shall continue throughout
theperiod ,represented bythestraight line connecting theend
ofeach period ofidling with thebeginning ofthenext following
period ,ofsteady speed .Thetolerances given inItem 2.4 .
below shall apply .

-2-
AnnexIII
OPERATING CYCLEONTHECHASSIS DYNAMOMETER
Noof
oper-
ationDuration ofeach
Cumulative
time
iste)Geartobeusedin
thecaseofa
manualgearboxOperation PhaseAcceleration
m/sec*Speed
km/hOperation
(sec)Phase
(sec)
1Idling 1 11 11 116secPM+5secK!
2Acceleration 2 1040-15 4 415 1
3Steadyspeed 3 15 8 823 1
4Deceleration –06915-10 2 25 1
5Deceleration ,
clutchdisengaged.4
–092 10-0 3.5
28 Κ1
6Idling 5 21 21 4916secPM+5secKj
7Acceleration 0830-15 5 54 1
8Gearchange 6 2 1256
9Acceleration 094 15-32 5 61 2
10Steadyspeed 7 32 24 24 85 2
11Deceleration1–07532-10 8 93 2
,12Deceleration ,
clutchdisengagedr–09210-0 311
96 K2
13Idling 9 21 2111716secPM+5secKj
14Acceleration 0830-15 5 122 1
15Gearchange 2 124
16Acceleration 10 06215-35 9 26133 2
17Gearchange 2 135
18Acceleration 05235-50 8 143 3
19Steadyspeed 11 50 12 12155 3
20Deceleration 12–05250-35 8 8163 3
21Steadyspeed 13 35 13 13176 3
22Gearchange 2 178
23Deceleration 14–08632-10 712185 2
24Deceleration ,
clutchdisengaged –09210-0 3 188 K,
25Idling 15 7 7195 7secPM
1PM-Gearboxinneutral,ciuichengaged.
Kx,K,~Firstorsecondgearengaged,clutchdisengaged .

-3-
AnnexIII
2.3«4«Vohicles equippedvithanoverdrive whichthedrivercanactuateshall
betestedviththeoverdrive outcfaction.
2.4«Tolerancen
2.4.1.Atoli.-ranco of+1km/hshallboallowed ,bulwenthoindicated speed
midth';theoretical speedduririgacceleration ,iluriri£nto-idy .speed,
andduringdecoloration whenthovehicle'sbivJcoaafo,uo°<l.Iftho
vehicledecelerates morerapidlywithouttheuoeofthebrakes,only
theprovisions ofitem6.5.3.belowshallapply.Speed
tolerances greaterthanthoseprescribed shallbeaccepted duringphase
changesprovided "thatthetolerances areneverexceeded formere
than0.5secondonanyoreoccasion .
2.4.2.Timotolerances ofi0.5second.Theabovetoleranoes shallapply
equallyatthebeginning andattheendofoachgear-changing .
period^ j
2.4«3«Thespeedandtimotolerances shallbecombinod asindicated in
appondix 1tothisannex.
5. VEIIICLE ANDFUEL
3.1» Tc-otvehicle
3.1.1.Thovehicleshallbopresented ingoodmechanical condition.' Itshall
havebeenrun-inand.havebeendrivenatleast3>000kmbeforethetest.
3.1.2.Thoexhaustdeviceshallnotexhibitanyleaklikelytoreducethe
quantityofgascollected ,whichquantityshallbethatemerging from
theengine.
3.1.3*Thetightness oftheadmission systemmaybechecked ,toensurethat
carburation isnotaffected ,byanacoidontal intakeofair.
3.1.4*Thesettingsofthoengineandofthevehicle'scontrolsshallbethose
prescribed bythemanufacturer .Thisrequirement alsoapplies,in
particular ,tothesettingsforidling(rotation speedandcarbon
monoxidecontentoftheexhaustgases),forthecoldstartdovicoand
fortheexhaustgascleaning system.
JJItshouldbenotedthatthotim<'of2second0allowedincludesthetime
forchanging thocombination and,jfneoeorjary ,acertainamountoflatitudeto
catchupwiththecycle.

-4-
Annex III
Thevehicle tobetested ,ora,nequivalent vehicle ,shall befitted ,if
necessary ,with adevice topermit themeasurement ofthecharacteristic
parameters necessary forchassis dynamometer setting ,inconformity with
text ofitem 4.1.1 .
Thelaboratory mayverify that thevehicle conforms totheperformances
stated bythemanufacturer ,that itcanbeused fornormal driving and ,
more particularly ,that itiscapable ofstarting when cold and .when hot .
Avehicle equipped ,with acatalytic converter shall betested ,with the
catalyst fitted ,ifthevehicle manufacturer states that thevehicle so
equipped andsupplied ,with gasoline having alead content ofupto
0.4g/liscapable ofcomplying with theprovisions ofthis Directive
forthecatalyst life asdefined bythecarmanufacturer .
Fuel
Theappropriate reference fuel asdefined inAnnex VIshall beused for
testing . ■
TEST EQUIPMENT
Chassis dynamometer
Thedynamometer must becapable ofsimulating road load ,within one
ofthefollowing classifications :
-Dynamometer with fixed load curve ,i.e. adynamometer whose physical
characteristics provide afixed load ,curve chape .
–Dynamometer with adjustable load curve ,i.e. adynamometer with at
least two road load parameters that canbeadjusted ,toshape the
load curve .
Thesetting ofthedynamometer shall notbeaffected ,bythe la.pse
oftime .Itshall notproduce anyvibrations perceptible tothe
vehicle and .likely toimpair thevehicle 'snormal operations .
Itshall beequipped with means tosimulate inertia and load ..
These simulators shall beconnected ,tothefront roller ,inthe case
ofatworoller dynamometer .
Accuracy
Itshall bepossible tomeasure and .read ,theindicated ,load toan
accuracy of-5per cent .
Inthe case ofadynamometer with afixed ,"load curve theaccuracy of
theload setting at'jOkm/hshall be±5percent .Inthecase ofa
dynamometer with adjustable load curve theaccuracy ofmatching
dynamometer load toro.ad .load shall bo5percent 'at30,40and
50km/hand10percent at20km/h.Below this dynamometer absorption
must bepositive .

-5-
Annex III
4.1.4.5 .Thetotal inortia oftherotating parts (includinc theoimulatod
inertia where applicable ;)muni boknown andmust bowithin i20kg
ofthe inertia class for the toot ,
4.I.4.4 .Thespeed ofthevehicle chall bemeasured bythespeed ofrotation
oftheroller (thefront roller intheca30 ofatworoller
dynamometer ).Itshall bemeasured with anaccuracy oft1km/hat
speeds above 10km/li.
4.1.5 . Load andInertia !>-tt.tn /:
4.1.5.1 .Dynamometer with fixed load curves theload simulator ahr.ll bo
adjusted toabsorb thepower exerted onthodriving wheclo ata
steady spood of'jOkm/h.Themeant ;t?ywhich this load isdetermined
and set firedescribed inappendix 3«
4.1.5.2 .Dynamometer with adjustable load curve :theload simulator shall bo .
adjusted inorder toabuorb thepouur exerted onthedriving wheels
atsteady speeds of20,30,40and50km/h.Themeans bywhich these
loadu aredetermined and setarcdescribed inappendix 3«
4.1.5.3 .Inertia
Dynrunomoters v/ithelectrical inertia simulation must bedemonstrated
tobeequivalent tomechanical inertia systems .Thomeans bywhich
equivalence isestablished isdescribed inappendix 4.
4.2 . Exhaust Ka3-3anr>linc ;:ry31<.in
4.2.1 . Theexliauet gaa-sampling system isdesigned toenable themeasurements of
thetrue mass emission ofpollutants bythevehicle exhaust .Thesystem
that shall beused istheConstant Voliune S.-vnplcr system .This
requires that th<;vehicle exhaust becontinuously diluted v/ithambient
airunder wntrolled conditions .]ntheConstant VolMineSampler concept
ofineauurii ./;mass '•■miuui.onn ,twocondition ;:uiuiit b<«satisfied ,the
total volum .■ofthemixture ofexhaust arrl dilution air must be
measured andacontinuously proportional sample ofthovolume must be
collected foranalysis .Mass emissions aredetermined ,from thesample
concentrations corrected forthepollutant content oftheambient air ,
and totalized flow over thetest period .
4.2.2 . Theflow through thesystem shall be .-sufficient toeliminate water
condensation ctallconditions wliich mnyoccur during atest ,asdofined
inappendix 5•

-6-
Annex III
4.2.3 . Fig .1gives aschematic diagram ofthegeneral concept .Appendix 5
gives examples ofthroe types ofConstant Volume Sampler system which
satisfy the requirements setout inthis Annex .
4.2.4 . Thegasandairmixture shall behomogeneous atpoint S2ofthe
sampling probe .
4.2.5 . Theprobe shall extract atrue sample ofthediluted ,exhaust gases .
4.2.6 . Thesystem should ,befree ofgasleaks .Thedesign and .materials shall
besuch that thesystem does notinfluence thepollutan.t concentration
inthediluted exhaust gas .Should anycomponent (heat exchanger ,
blower etc..)change theconcentration ofa.nypollwtajit gasinthe
diluted gasthen sampling for tha.t "pollutant sha.ll becarried ,out
before that component iftheproblem cr.nnot becorrected .
4.2.7 . Ifthevehicle being tested isequipped ,with anexhaust pipe comprising
severa.1 branches ,theconnecting tubes shall beconnected ,asnear a.s
possible tothe vehicle .
4.2.8 . Static pressure variations atthetailpipe(s )ofthevehicle shall
remain within ±1.25 kPa ofthe static pressure variations .measured
during thedynamometer driving cycle with noconnexion tothe
tailpipe(s ).Sampling systems capable ofmaintaining thestatic pressure
towithin 1"0«25kPa will beused ,ifawritten request ,from a
manufacturer totheAdministration granting theapproval .substantiates
the need for the closer tolerance .Theback -pressure shall bemeasured ,
intheexhaust pipe asnear aspossible toits end .orinanextension
having the same diameter .
4.2.9 . Thevarious valves used todirect theexhaust gases shall beofa
quick-adjustment ,quick -acting ,type .
4.2.10 . TheGasSamples shall becollected ,insample bags ofadequate capacity .
These bags shall bema.de ofsuch materials aswill not change the
pollutant gasbymore than t?percent after 20minutes ofstorage .
4.3 » Analytical equipmenu
4.3.1 . Provisions
4.3.1.1 .Pollutant gases shall beanalysed with thefollowing .instruments !
Carbón monoxide (CO)andcarbón dioxide (CO )analysis :
The carbon monoxide and carbon dioxide analysers shall boofthe
non-dispcr3ivc infrared (NDIR )absorption type .

V;-.-5 1- "DIACRAIT CPEXRAVS7 CAS SJLYPLI !73SYSTEM
Filter (optional )
TH1 ;+ior
-Ί.-τ
–&i
Vehicle exhaust
Pt.5,vo/.9a
Toatnosphsr .
m–ifeBt
Topasextractor systerr
andvolune-acasuring ecuipnen
Ilixins :chaniber

-8-
Annex III
Hydrocarbons CHC)analysis -spark ignition engines :
Thehydrocarbons analyser shall booftheflame ionization (FID )
type calibrated uil'h propane f;aaexpressed equivalent tocarbon
atoms (C).
Hydrocarbons (HC)analysis -compression ignition engines :
Thehydrocarbons analyser shall beoftheflame ionization type
with Detector ,Valves ,Pipework ,etc .heated to190±10°C (HPIO ).
Itshall becalibrated with propane gasexpressed equivalent to
carbon atoms (C).
Nitrogen oxide (NO )analysis :
Thenitrogen oxide analyser shall beeither ofthe chemi luminescent (CLA)
orofthenon-dispensive ultra-violett resonance absorption (NDUVR )type ,
both with anNOj(-NOconverter .
4.5.1.2 .Accuracy
Theanalysers shall have ameasuring range compatible with the
accuracy required ,tomeasure the concentrations ofthe exhaust gas
sample pollutants .
Measurement error shall notexceed ±3P"*"cent ,disregarding thetrue
value ofthecalibration gases .
For concentrations ofless than 100ppm themeasurement error shall not
exceed ±3ppm .Theambient air sample shall bemeasured onthesame
analyser andrange asthecorresponding diluted exhaust sample .
4.3.1.3 *Ice-trap
Nogasdrying device shall boused ,before theanalysers unless shown to
have noeffect onthepollutant content ofthegas stream .
4.3-2 . Particular requirements forcompression ignition engines :
Aheated sample lino foracontinuous HC-analysis with theflame ionization
detector (HFID ),including recorder (R)istobeused .Theaverage
concentration ofthemeasured hydrocarbons shall bedetermined by
integration .Throughout thetest ,thetemperature ofthehoated .sample
line shall becontrolled ,at190±10°C .Thehoated sampling lino shall
befitted with aheated filter (FH)(99percent efficient with
particle ^-0.3;umtoextract anysolid particles from thecontinuous
flow ofgasrequired ,for .analysis .
Thesampling syj-jti :rnresponse time (from theprobe totheanalyser inlet )
shall benomore than 4seconds .
TheHFID must beused with aconst ,antflow (heat exchanger )system to
ensure a,representative sample ,unlo3S compensation forvarying CFVor
CFO flow isma.de .

-9-
Annex III
Calibrp.ticn -
Each analyser shall bocalibrated asoften asnecessary andinany
case inthemonth before type approval testing andatleast onco evory
sixmonths forverifying conformity ofproduction .
Thecalibration method that ohall boused i3described inappendix 6
fortheanalysers indicated initem 4.3.1 .
Volume rnearjuremonl
Themethod ofme.-uuring total dilute exhaust volumo inporporated
intheConstant Volume Sampler ohall bosuch that measurement is
accurate to±2P(rcent .
Constant Volume Sampler Calibration
TheConstant Volume Srmpler syntem volumo measurement dovico shall bo
calibrated byamethod sufficient toensure theproscribed accuracy
and atafrequency oufficient tomaintain such accuracy .
Anexample ofacalibration procedure which will give therequired
accuracy isgiven inappendix 6.Themethod shall utilize aflow
metering device which isdynamic andsuitable forthehigh "flov ;rate
encountered inConstant Volume Sampler testing .Thedevice shall bo
ofcertified accuracy traceable toanapproved national or
international standard .
Gane a
Puré Caaes
Th-jfollowing pure gasos shall boavailable ,ifnocossary ,for
calibration andoperation :
Purified nitrogen (purity^1ppmC^1ppmCO,400ppmCOg,
•5^0.1ppm ITO);
Purified ,synthetic air (purity ^1 ppmC.^1ppmCO,
400ppmCOp,0.1p'omNO)5
oxy^en contant hetwoon 10and 21per cent vol ;
.PxU'ificO .oxytfuv lyuxity.7 ^..99.5-oontvol-O^p -
Purified hydrogen (andmixture -containing hydrogen )
(purity ^.1ppmC,^400ppmCO,,).

-10-
Annex III
4.5.2 . Calibration and .span gases
Gases having thefollowing chemical compositions shall boavailable :
Mixtures of :
CjHg and .purified ,synthetic air (secitem4.5.1 .);
COandpurified nitrogen ;
C02and .purified ,nitrogen ;
NOandpurified nitrogen
(theamount ofNO^contained ,inthiscalibration gasmustnotexceed ..
5percent oftheNOcontent );
Thetrue concentration ofacalibration gasshall bewithin ■
±2per cent ofthestated figure .
Theconcentrations specified ,inappendix 6mayalso be
obtained ,bymeans ofagasdivider ,diluting with purified Ngorwith
purified synthetic air .Theaccuracy ofthemixing device shall bosuch
that theconcentrations ofthediluted ,calibration gases maybodetermined ,
within ±2per cent .
4.6 . Additional equipment
4.6.1 . Temperatures
Thetemperatures indicated inappendix 8shall bemeasured with an
accuracy of±1.5°C .
4.6.2 . Pressure
The atno spheric pressure shall bemeasurable towithin I0.1kPa .
4.6.3 . Absolute humidity
Theabsolute humidity (il)shall bemeasurable towithin t5percent .
4.7 .x Theexhaust gas-s?implirig system shall beverified bythemethod .
described inappendix 'J,item 3.Themaximum permissible deviation
between thequantity ofgasintroduced andthequantity ofgasmeasured
shall be5per cent .
f
5. PREPARING THETEST
5.I , Adjustment ofinertia simulators tothevehicle 'stranslatory inertias
Aninertia simulator shall beused enabling atotal inertia ofthe
rotating masses tobeobtained proportional tothoreference weight
within :thefollowing limits :

-11-
Annex III
Reference mass ofvehicle
RU
(kg)Equivalent inertias
I
(kg)
RW -4-7^06ôO
750 RUJ050800
ΒΓβ<RWC1020 - 910
1020cKw^1250 II30
1250<RW¿r1470 1360
1470 íRW -1700 I59O
1700CRW^1930 1010
1930 cRW-2150 2040
?3.50cRW ·-2380 227O
25UO RM^2610 227O
26IO -C.RW 227O
5.2 . Sotting ofdynamometer
Tho load shall beadjusted Recording tomethods described ,in
item 4.1 .4.
Themethod used andthevalues obtained (equivalent inertia -
characteristic adjustment parameter )shall berecorded ,inthotost report .
5*3 . Conditioning ofvehicle
5.3.1 . Before thetest ,thevehicle shall bokept inaroom inwhich tho
temperature remains relatively constant between 20°C and 30°C .
This conditioning shall becarried outforatleast sixhour3 andshall '
continue until theengine oiltemperature andcoolant ,ifi<ny fhave
reached thetemperature oftheroom towithin i2°C .
Attherequest ofthemanufacturer ,thetest shall becarried outnot
later than 30hours after thevehicle hasbeen run at'itsnormal
temperature .
5.3.2 , Thetyre precnure shall bethesame asthat indicated bythemanufacturer
and used foi *thepreliminary road ,test forbrake adjustment .
Thetyre pressures mayboincreased byupto50Per cent from the
manufacturer 'srecommended setting inthecase ofatworoll dynamometer .
Theactual pressure used shall berecorded ,inthe test report .

-12-
AnnexIII
6. PROCEDURE FORBENCHTESTS
6.1.Specialconditions forcarrying outthecycle
6.1.1.Duringthetost,thetestcelj.temperature sha.llbebetween20°and30°C.
Theabsolutehumidity (H)ofeithertheairinthotestcellorthe
intakeairoftheengineshallbesuchthat:
5-5^H<12.2gïï,,0/kgdryair.
6.1.2.Thevehicleshallbeapproximately horizontal duringthetestsoasto
avoidanyabnormal distribution ofthefuel.
6.1.3.Thetestshallbocarried .outwiththobonnetraisedunlessthisis
technically impossible .Anauxiliary ventilating deviceactingohtho
radiator (wator-cooling )orontheair .intake(air-cooling )maybeused
ifnecessary tokeeptheenginetemperature normal.
6.1.4.Duringthetestthespeed ,shallberecordedagainsttimesothatthe
correctness ofthecyclesperformed canboassessed .
6.2.Starting-up thoongine
6.2.1.Theengineshallbestarted ,upbymeansofthedevicesprovid.ed .forthis
purposeaccording tothemanufacturer 'sinstructions ,asincorporated
inthedrivers handbook ofproduction vehicles .
6.2.2.Thoengineshallbokeptidlingforaperiodof40seconds.Thofirst
cycleshallboginattheendoftheaforesaid periodof40seconds
atidle.
6.3.Idling
6.3.I. Manual-shift orsemi-automatic gear-box .
6.3.1.1.Duringperiodsofidlingtheclutchshallbeengagedandthegearsin
neutral .
6.3.1.2.Toenabletheaccelerations tobeperformed according tothenormal
cyclethovehicleshallbeplacedinfirstgear,withtheclutch
disengaged ,5secondsbeforetheacceleration following thoidling
periodconsidered .
6.3.1.3.Thefirstidlingperiodatthebeginning ofthe-cycleshallconsistof
6secondsofidlinginneutralwiththeclutchengaged and5second.s
infirstgearwiththoclutchdisengaged .
6.3.1.4.Fortheidlingperiodsduringeachcycletho?corresponding timesshall
be16secondsinneutral and5secondsinfirstgearwiththeclutch
disengaged .
6.3.1.5.Theidlingperiodbetween twosuccessive cyclesshallcomprise 13second.s
inneutralwiththeclutchengaged .

-13-
Annex III
6.3.2 . Automatic-shift gear-box <
After initial engagement theselector shall notbeoperritod atany
time during theteat except inaccordance with item 6.4.3 .
6.4 . Accélérations
6.4 .I. Ac.ccl0rnti.0n3 ohall be00performed that therate ofacceleration is
anconstant nupossible throughout thophase .
6.4«2 . Ifanacceleration cannot boc.-ariod outinthoprescribed time ,the
cxtru time required nhnll bodeducted frum thotime nllowod forchanging
thocombination ,ifpossible ,and inanycaso ,from thesubsequent
steady-speed period .
6.4.3 * Automatic-shift gear-boxes
Ifanacceleration cannot becarried outintheprescribed time tho
gpar selector shall beoperated inaccordance with reouirements for
manual-shift gear-boxes .
6»5 » Dec .loratlonn
6.^.1 . Alldecolorations shall beeffected byremoving thofoot completely
from thoaccelerator ,theclutch remaining engaged .Thoclutch shall
bodisengaged ,without useofthegear lever ,ataspeed of10km/h.
6.5.2 . Iftheperiod ofdeceleration islonger than that prescribed forthe
corresponding phase ,thevehicle 'sbreikes shall beused toenable the
timing ofthecycle toboabided by.
6.5«3 * Iftheperiod ofdeceleration isshorter than that prescribed forthe
corresponding phaoe ,thetiming ofthotheoretical cycle shall be
restored byconstant speed oridling period merging into thefollowing
operation .
6.^.4 . Attheendofthedeceleration period (halt ofthevehicle ontherollers -)
thegears shall beplaced inneutral and theclutch engaged .
6.6 . Stoady speeds
6.6.1 . "Pumping "orthoclosing ofthethrottle chall beavoided when passing
from acceleration tothofollowing steady cpoed .
6.6.2 . Periods ofconstant speed 3hr.ll beachieved bykeeping theaccelerator
position fixed .
7. PROCEDURE FOR SAKPLING AI®ANALYSIS
7.1 . Sampling
Sampling ohall begin atthebeginning ofthetost oyclo asdefined in
item 6.2.2 .and end atthe end ofthe idling period
aftor thofourth cycle .

-14-
Annex III
7.2 . Analysis
7.2.1 . Theexhaust gases contained inthebayshall boanalysed assoon as
possible andinanyevent notlater than 20minutes after the endof
the test cycle .
7.2.2 . Prior toeach sample analysis theanalyser range tobeused for
each pollutant shall bosettozero with theappropriate zero gas .
7.2.3 . Theanalysers shall then beset tothecalibration curves bymeans of
span gases ofnominal concentrations of"JOto100percent oftherange .
7.2.4 . Theanalysers zeros shal Lthen bereoheckod .Ifthereading differs by
more than2per cent ofrange from that setinitem 7.2.2 .
theprocedure shall berepeated .
7.2.5 . The samples shall then beanalysed .
7.2.6 . After theanalysis zero and .span points shall berechecked .using the
same gases .Ifthese rechocks arcwithin 2per cent ofthose in
item 7.2.3 .then theanalysis shall beconsidered ,acceptable .
7.2.7 . Atallpoints inthis section theflow rates and .pressures ofthevarious
gases must bethesame asthose used ,during calibration oftheanalysers .
7.2.8 . Thefigure adopted for thecontent ofthegases ineach ofthepollutants
measured shall bothat read offafter stabilization ofthemeasuring
device .Hydrocarbon mass emissions ofcompression ignition engines shall
becalculated from the integrated HFID reading ,corrected forvarying flow
ifnecessary asshown inappendix 5.
8. DETERMINATION OFTHE QUANTITY OFGASEOUS POLLUTANTS EMITTED
8.1 . The volume considered
The volume tobeconsidered shall becorrected toconform tothe
conditions of101.33 kPa and 273.2 K.
8.2 . Total mass ofgaseous pollutants emitted
Themass ,M,ofeach pollutant emitted bythevehicle d.uring the test
shall bedetermined ,byobtaining theproduct ofthe voluminal
concentration and thevolume ofthegasinquestion ,with dueregard for
thefollowing densities at .theabove-mentioned reference condition .
Inthe ca.se ofcarbon monoxide (C0)d -1.25 g/l
Inthecaseofhydrocarbons $r)^~O.619 g/l
Inthecaseofnitrogen oxides (NOg)d-2.05g/l
Appendix 8gives calculations relative tothevarious
methods ,followed byexamples ,todetermine thequantity ofgaseous
pollutants emitted .

-15-
AnnexHI
Appendix 1
AnnexIII-Appendix 1
BREAKDOWN OFTHEOPERATING CYCLEUSEDFORTHETYPEITEST
Time Percentage
(l)Breakdown byphases
Idling 60n 30.8)
Idling,vehiclemoving,clutch }
engagedononecombination 9n 4.6\
Gear-shift 0n
Accelerations .... 36si
Steady-speed periods 57s
Decelerations .. 25ts
195η
(2)Breakdown byuseofgears
Idling 60s 30.8)
Idling,vehiclemoving,clutch I
engagedononecombination 9o 4«6s
Gear-shift 8o
firstgear 24r,
secondgear 53s
thirdgear 41s
1.95a
Averagespeedduringtest:19km/hEffective runningtime:195s
Theoretical distance coveredpercycle.1.013^
Equivalent distanceforthetest(4cycler,):4.052-31135.4
4.1
18.5
29.2
12.8
100%
35.4
4.1
12.3
27.2
21
1007°

APPENDIX 1
^
I
] OPERATING CYCLEFORTHETYPE-ITEST
Vkm/h ^S/**«•
( .. I ,/n/Lm/h/
K:Declutching K,,K2:Declutching , =v=Speed(±1km/h)andtime(±0-6seconds)Am/'^A^/\
firstorsecondgearengaged tolerancesarecombinedgeometrically/ °/\~66KEY{ – rforeachpointasshownintheinset/~3ft*-?/•–7^-\–
1:1stgear 2:2ndgear 1 |J/y'|PM:Neutral R:Idiing in„.I '^\TMl/I\'{/¥>■./
V"TT7 .
32kmftiI- « HH"–fbi"" ?
'' 'V '/'Kj \V\J; % ,i;K \|Vïï
'/ 'V, 2fN o/' A,, 1/1\ \Ai >-i- >4Àîo"rihtl–nf-1 tåP–r\*-' &! % «': n^0ini hsi.s
,:-V-- "4, T– 17/\ U> Sj \–ïuf\ ,hr••t ,i;T 1Ï1?»J
r'ki7:RPMR!ki;A'^; IBJRlmL-4Ö ^
0nm §°tt^ n4°ttin*n^d.
SJ2I3J^1Ü5bi5i2*1 I8_32\{549J2|8.I13._2:_7^3_7:
II I ISequencetimes
1|2345678910 111213 |l4S|16j?18j19202123^25|
Sequence numbert
ird8'H21' 12*[iu\L-J'-'1.L IJ26'1j2M8'.1.13"|12'_J^7jJ
f 1 I 1 I IPartuiphasetimes­

-17-
AnnexIII
Appendix "2,page1
AnnexIII-Appendix 2
CHASSIS DYNAMOMETER WITHFTXlinI,OAl)(JlltVE
DEFINITION OFACHASSIS DY1TAIVTItTlIT:K
Introduction 1
Intheeventthatthetotalresistance toprogress ontheroadcannot
boreproduced onthechossindynamometer ,betweenopeedsof10and50km/ht
itinrecommended toUBCAche.fjuiadynnmometor havingthocharacteristics
defined below.
Dofinition
Triechassisdynamometer mayhaveonoortworollers.
Thefrontrollershalldrive,directlyorindirectly ,theinertialoacsee
FJidthepowerabsorption device.
Havingsottholoadat50lan/hbyonoofthomethodndescribed in
.item3,Kcanbedetermined fromP=Kv'.
Thepowerabsorbed(P)bythebrakecuidthechassis'internalfrictionala
effectsfromthereferencesettingtoavehiclespeedof50lan/h,are
asfollows :
IfV>-12km/h:
P=KV3t<rf0KV5-%PV
(withoutbeingnogativo)
IfV12km/h:
Pwilbebetween 0and
P"=CT12'&CT12**PV50
whereKisacharacteristic ofthochasoicdynamometer andFVJQ*8
poweraboorbedat50lan/h.
METHOD OPCALIBRATING THEROLTiER BE1TC1I
Introduction
Thisappendix describes themethodtobeucedtodetoimine thepower
absorbed byadynamometric brake.
Thepower .''.b3orborl compriuoc thopowerabsorbed byfrictional effects
andthepowerabsorbed bythepower-abrsorption device.Thedyncmomoter
isbroughtintooperation beyondthorangeoftestapeeda.Thedevice
usedforstarting upthedynamometer iothendisconnected :the
rotational speedofthedrivenrollerdecreases .

Absorbed power (P)inkm/ha
/Λ
?v50
t
PV12 ^
12+55kPV50
±5^itv5
-5e/'pv50
Speed inkm/h

-19-
Annex III
Appendix 2,page 3
Thekinetic energy ofroller :?isdissipated bythepowor-absorption unit
andbythofrictional oifcctu .Vhio method dioregards variations in
theroller 'sinternal frictional effects caused byrollqrs with or
without the vehicle .The frictioiial effects ofthe roar roller shall
bedisregarded when this isfree .
Calibrating thepower indicator to'jOlan/hasafunction ofthopower
nbnnrb'.'d
Tho following proce'luru nha.ll bour:od :
Mornure therotational upooJL ofthoroller ifthia hasnotalready been
done .Afifth wheel ,arevolution counter oroorao othor method nay
beUBod ,
Place thevehicle onthedynamometer ordevise oome other method of
starting upthedynamometer .
Uoothofly-wheel oranyother system ofinertia simulation fortho
particular inertia class tobeused .
Bring thedynamometer toaopoed of50Inn/h.
Note thepower indicated (Pi).
Bring thedynamometer toaspeed of60 !on/h.
Disconnect thedevice used tostart upthodynamometer .
Note thetime taken bythodynamometer topass from aspeed of55km/h
toanpeed of45km/h.
Setthopower-absorption device atadifferent lovel .
Thorequirements ofitems 2.2.4 .to2.2.9 .shall berepeated
sufficiently often tocover the rr.ngo ofroad powers used .
Calculate thepower absorbed ,using thoformula :
P-Ml<Vl2-V2)
a
2000 t
where
P^=power absorbed in1:W;
M.=equivalent inertia inleg(excluding thoinertial effects ofthe
free rcar rollor );
*initial speed inm/s(55km/li«15.20 m/s)j
Vg«final speed inm/s(45km/h12.50 n/o);
t=time taken bytheroller topass from 55lan/hto45km/h.

-20-
Annex III
Appendix 2,page 4
2.2.12 .Diagram shoving pov/erindicr /oedaurjQl^n/hin'uerros ofpover
a.'bsorbeu at50kn/h.
Power
indicated (P.)
at50laa/h3,00 -
(kW)
2.CÛ -.
,cop.
1
.t,00 2.CC 3,ce A,:o(kW)
Power absorbed (P)at^0laa/h
2.2.13 .Therequirements ofitems 2.2.3 .to2.2.12 .shall berepeated for
all inertia classes tobeuoed .
2O• Calibration ofthepower indicr.tor asg.function oftheabsorbed power
for other speeds
Theprocedures ofitem 2.2 .shall berepeated asoften asnecessary
for the chosen speeds .
2.4 . Verification ofthe power-absorption curve ofbhcroller bench from a
reference setting toaspeed ofjO'an/li
2.4.1 . Place the vehicle onthedynamometer ordevise some other method of
starting upthe dynaxiomcter .
2.4.2 . Adjust thedynamometer totheabsorbed povrcr P,at'jQInn/h.a
2.4.3 . Note thepower absorbed at40-30-20km/h.

-21-
Annex III
Appendix 2,page 5
2.4.4 . Draw thecurvo P(V)andverify tliat itcorresponds totheprcpcriptions
ofitem 1.2.2 .
2.4.5 * Repeat theprocedure ofitems 2.4.1 .to2.4.4 .forother values
ofpower Pat50km/handforothor valuoo ofinertias .
2.5 . Thosame procedure will beU3ed forforco ortorque calibration .
3. SETTING OFTHE BENCH
3.1 . Vacuum Method
3.1.1 . Introduction
This method isnotapreferred method andshould beusod only with fixed
load curvo shape dynamometers fordetennination ofload setting at
50kin/handcannot beused forvehicles withcompression ignition engines .
3.1.2 . Test Instrumentation
Thevacuum (orabsolute pressure )inthointake manifold vehicle shall
+bomeaeurod toanaccuracy of-0.25 fcPa .Itshall bepossible to
record continuously this reading oratintervals ofnomore than 1second .
Thospeed shall borecorded continuously with aprecision of-0.4kn/h.
3.1.3 . Road Test,
3.1.3.1 .Ensure that therequirements ofappendix 3>point 4,aremet .
3.1.3.2 .Drive thevohiclo atastoady speod of50lan/hrocording speed and
vacuum (orabsolute prossuro )within :thorequirement ofitem 3.1.2 .
3.1.3.3 .Repeat procedure ofitems 3.1.3.2 .three times ineach direction .
All sixruns must becompleted vithin 4hours .
3.1.4 . Data Reduction andAcceptance Criteria
3.1.4.1 .Review results obtained inaccordance with items 3.1.3.2 .and
3.I.3.3 .(speed must notbelower than 49*5lan/horgreater than
50.5 km/hformore tran1second ). Forcr-ch run ,read vacuum level at
]second interval a,calculate mean vrcutu (v)andstandard deviation(s )
this calculation shall consist ofnoloan than 10readings ofvacuum .
3.1.4.2 .Thostandard deviation shell notexceed 10percent ofmean (v)for
each run .
3.1.4.3 .Calculate themean value (v)forthosix^uns (three runs ineach
direction ).

-22-
Annex III
Appendix 2,page 6
3.1.5 . -Dynamometer sottin g
3.1•5•1•Preparation
Perform theoperations specified ,initem 5.1.2.2.1 .to5.1.2.2.4 .
of ,appendix 3.
3.I.5.2 .Setting
After warm-up ,drive thevehicle atasteady speed of50km/hadjust
dynamometer load toreproduce thevacuum reading (v)obtained in
accordance with item 3.1.4.3 . Deviation from this reading shall
benogreater than 0.25 kPa .Tim same instruments shall beused forthis
exercise ,aswere used during theroad test .
3.2 . Other setting methods
Thebench setting maybecarried outataconstant speed of50km/hin
accordance with theprovisions ofappendix 3,
3«3' Alternative method
With themanufacturer 'sagreement thefollowing method maybeused :
3.3.I. Thebrake i3adjusted soastoabsorb thepower exerted atthedriving
wheels ataconstant speed of50Ion/!?,inaccordance with thefollowing
table :
Reference mass ofvehicle :RW
(kg)Power absorbed by
the bench :Pa
(lcW)
RW< 750 1.3
75OCRW^850 1.4
850CRW 1020 1.5
1020CRW 1250 1.7
I25OC RW^I47O1.8
I47OCRW^r/002.0
I7OO-<RW=5.1.930 2.1
I93OC RW<2150 2.3
215OCRW C2380 2.4
2380<RW<26IO 2.6
26IOC RW 2.7
3.3.2 . Inthecase ofvehicles ,other fiir.n passenger cars ,with areference
weight ofmore than 1,700 kg,orvehicles whoso wheels arcalldriven ,
thepower values given inthetable ofitem 3.3.1 .shall be
multiplied bythe factor 1.3 *

-23-
Annex III
Appendix 3
page 1
Annex III-Appendix 3
RESISTANCE TOPROGRESS .OFAVECHICLE -
MEASUREMENT METHOD ONTIE ROAD -
SIMULATION ONACHASSIS DYNAI IOMETER
OBJECT OFTHE METHODS
Thoobject oftinsmethods dofined below iatomeasure theresistance
toprogress ofavehicle atstabilized speeds ontheroad and to
oimulate this resistance onaroller bonch ,inaccordance with
item 4.1.4.1 .ofAnnex III .
DEFINITIOH OFTHE ROAD
Theroad shall belevel andsufficiently lone toenable themeasurements
specified below tobemade .
Theslope shall beconstant towithin t0.1percent andshall not
exceed 1.5per cent .
ATMOSPHERIC CONDITIONS
Wind
Tooting must belimited towind speeds averaging less than 3®/8with
peak speeds less than 5m/s.Inaddition ,thevector component of .the
wind speed across thetest road must beless than 2m/s.Wind velocity
should bemeasured 0.7mabove the road surfaco .
Humidity
The rond shall bedry .
Pressure -Temperature
Airdensity atthetine ofthetest shall notdeviate bymore than
t7*5percent from thereference conditions
p=100kPaand T=293.2 K.
VEHICLE PlflSPARATION
Runninp -in
Thevehicle shall beinnormal running order andadjustment after
having been run-in foratleast 3,000 km.The tyres shall berun
inatthesame tine asthovehicle orshall have atread depth within
90and 50per cent ofthoinitial tread depth .
Verifications
Thefollowing verifications shall bomade inaccordance with the
manufacturer 'sspecifications forthousoconsiderodt
wheels ,wheel trims ,tyres (make ,type ,pressure ),
front axle geometry ,

-24-
Annex III
Appendix 3
page 2
brake adjustment (elimination ofparasitic drag ),
lubrication offront androar axles ,
adjustment ofthesuspension andvehicle level
etc .
4'3- Preparation for the test
4-3-1- The vehicle shall beloaded toitsreference weight .Thelevel of
thevehicle shall bethat obtained when thecentre ofgravity ofthe
load issituated midway between the "11"points ofthefront outer
seats andonastraight line pasning through those points .
4.3*2 . Inthecase ofroad tests ,thewindows ofthevehicle shall beclosed .
Any covers ofairclimatization systems ,headlights ,etc.,shall be
inthenon-operating position .
4.3.3 . The vehicle shall beclean .
4.3.4 . Immediately prior tothetest thevehicle shall bebrought tononnal
running temperature inanappropriate manner .
5. IlET'HODS •*
5.1 Energy variation duriiy ?coast-do^m method
5.1.1 . Onthe road
5-1.1.1 . Test equipment anderror
"•Time shall bemeasured toanerror lov /erthan 0.1 s.
–Speed shall bemeasured toanerror lov/erthan 2percent .
5.1.1.2 . Test procedure
5.1.1.2.1 .Accelerate thevehicle toaspeed 10km/hgreater than thechosen'
test speed V.
5.1.1.2.2 .Place thegearbox in"neutral "position .
5.1.1.2.3 .Measure thetime taken for thevehicle todecelerate
from Vo=V+AVlan/htoV|=V-AVkm/h:t-^.
àV^5km/h
5.1.1.2.4 .Hake thesame test intheopposite direction :t2«
5.1.1.2.5 .Take theaverage T^ofthe t\ratimes t^andt2«
5.1.1.2.6 .Piepeat these tests several times such that thestatistical accuracy (p)
1oftheaverage T•~•£Tiisequal toorless than 2percent
(pC 2percent )
Thestatistical accuracy (p)isdefined by:

-25
Annex III
Appendix 3
page 3
whore t=coefficient grivon bythe table below ,
o■»otardard doviaticn , '/n (n=»nunber oftc3ty . s=\/Y–^ (Ti-T)
L n-1
i=1
η 4 5 6 7 •J 2 10 11 12 13 '1415 1
t 3.2 2.0 2.6 2.5 2.4 2.3 2.3 2.2 2.2 2.2 .2.2 2.2
t
VÏÏ1.6 1.2';1.06 0.94 0.05 0.77 0.73 0.6' ,Ο.64 0.61 0.59 0.57
5.1 .1.2.7»Calculate tUopower bythoformula !
M.V.Av ;
p-–£oo~T–
where Pisexpressed inkW
V=speed ,ofthetest inm/s
AV=speed deviation from speed V,inn/s
Mareference weight inkg
T=time inseconds
5.1.2 . Onthebench
5.1.2.1 . Mcasurement equipment andaccuracy
Theequipment ohall beidentical tothat used ontheroad .
5.1.2.2 . Test procédure
5.1.2.2.1 .Install thevehicle onthotost dynamometer .
5.1.2.2.2 .Adjuot thetyro pressure (cold )ofthedriving wheels asroquirod
bytheroller bench .
5.1.2.2.5 .-Adjust thoequivalent inertia ofthebench .
5.1.2.2.4 .Bring thevclu.de andbench tooperating teuperaturo inasuitable
manner .
5.1.2.2*5 .Carry outtheoperations specified initem 5.1.1.2 .with the
exception ofitems 5.1.1.2.4 .and5.1.1.2.5 .andwith changing
MbyIintheformula ofitem 5.1.1.2.7 .
5.1.2.2 .6.Adjust thobrake tomeet theroquircnento ofitem 4.1.4.1 .ofAnnex III ,
5,2 . Torque measurcmcnt method atconstant specd
5.2.1 . Ontheroaa
5.2.1.1 . Meanuronent equipnent anderror
Torque measurement ohall becarried outwith anappropriate
measuring device acetate towithin 2percent .
Spood measurement shall beaccurate towithin 2percent .

-26-
Annex III
Appendix 3
page 4
5.2.1.2 . Test.procédure
5.2.1.2.1 Bring thevehicle tothechosen stabilized speed V.
5.2.1.2.2 .Record thetorque andspeed over aperiod ofatleast 10sby
means ofclass 1000 instrumentation meeting ISOstandard No.970 .
5.2.1.2.3 .Differences intorque andspeed relative totime shall not
exceed 5per cent for'each second ofthemeasurement period .
5.2.1.2.4 .Thetorque isthe §,vejrage 'torque derived from 'the following
formula : -A+At
C^)dt
5.2.1.2.5 .Carry outthetest intheopposite direction ,i.e.
5.2.1.2.6 .Determine theaverage ofthese twotorques C ■and i.e. C^.
5.2.2 . Onthebench ^
5.2.2.1 . Measurement equipment anderror .
Theequipment shall beidentical tothat used ontheroad .
5.2.2.2 . Test procédure
5.2.2.2.1 .Perform theoperations specified initems 5.1.2.2.1 .to
5.1 .2.2»4 »above .
5.2.2.2.2 »Perform theoperations specified initems 5.2.1.2.1 .to
5.2.1.2.4 .above .
5.2 .2.2. Adjust thebrake setting tomeet therequirements of
point 4.1.4.1 .ofAnnex III .
5-3 . Integrated Toraue over Variable Driving Pattem
5.3.1 . This method isanonobligatory complement totheconstant speed method
described initem 5.2 .above .
5»3«2 . Inthis dynamic procedure themean torque value Misdetermined .
This isaccomplished byintegrating theactual torque values with
respect totime during operation ofthetest vehicle with adefined
driving cycle .Theintegrated torque isthen divided bythetime
difference .
Theresult is: f^2
M(t)•dt(with M(t)>0)is: 1*2
ft-–J
*2-hJh
Miscalculated from six sets ofresults .
Itisrecommended that the sampling' rate ofMbenot less than ,
2samples -per second .
5.3.3 . Dynamometer ,setting
Thedynamometer load issetbythemethod described in
item 5.2.IfMdynamometer does notthen match Mroad the

-27-
Annex III
Appendix 3
page 5
brake ,setting shall "boadjusted until thevalues areequal
within +5po*cent .
NOTE tThis method canonly beused fordynamometers with
electrical inertia simulation orfine adjustment .
5.J.4 Acceptance Criteria
Standard deviation ofsix inoasuroment3 must boloss than or
equal to2percent ofthemoan value .
5.4 . Method bydeceleration measurement bygyroscopic platform
5.4*1 * Onthe road
5.4«1»1 . Measurernent equipment anderror
speed shall bemeasured with anerror lower than 2percent ,
deceleration shall bemeasured with anerror lower than 1percent ,
theslope oftheroad shall bemeasured with anerror lowor than
1per cent ,
time Bhall bemeasured with anerror lowor than O.l's,
themeasurement ofthelevel ofthevehicle onaroferenoe
horizontal ground ,
bycomparison ,itispossible tohavotheslope oftheroad (o<^).
5«4*1*2 Test procedure 1
5.4«1.2.1 .Accelerate thevehicle toaspeed 5kn^h creator than thechosen
test speed >V.
5.4.1.2.2 .Record thedeceloration betveen V+0.5km/handV-0.5km/h.
5.4.1.2.3 .Calculate theavorage deceleration attributed tothespeed Vby
the formula t
rt
Si-t0(t)4t-g•«iaO^,•
0
where !
aaverage deceleration valuo at'the speed Vinone1
direction ofthe road .
tmtime between V+0.5km/handV-0.5km/h.
(t):declaration recorded with thetim«.
g=9.81ms
5.4.1.2.4 .Perform thesame test inthoother diroctioni O2
5.4»1*2.5 »Calculato thoavorago of#^and^«f"1!fortosti.

-28-
Annex III
Appendix 3
page 6
5.4.1.2.7 .
5.4.2 .
5.4.2.1 .
5.4.2.2 .
5.4.2.2.1 .Pcriorw .asufficient number oftests asspecified inparagraph 5.1.1.2.6 .
above replacing Tbyj"-*whoreP=i>fi
1=i
Calculate theaverage force absorbed F=M.p
where :M=vehicle reference weight inkg
f*=average deceleration calculated beforehand
Bench ir.c+hod
Measurernent enuipment anderror .
Themeasurement instrumentation ofthebench itself shall beused as
defined inappendix 2,paragraph 2tothis annex .
Test procédure
Adjustment ofthe force onthe rimunder steady speed
Onchassis dynamometer ,thetotal resistance isofthetype :
C =F ' +Ftotal indicated driving axle rolling with
^total ^road
^indicated ~Froad ^driving axle rolling
indicated istheforce indicated onthe force indicating device
ofthe chassis dynamometer
road isknown
driving axle rolling can be:
-measured onchassis dynamometer able towork asgenerator .
Thetest vehicle ,gear box inneutral position ,isdriven bythe
chassis dynamometer atthetest speed ;therolling resistance of
thedriving axle isthen measured ontheforce indicating device
ofthe chassis dynamometer ;
-determined onchassis dynamometer unable towork asagenerator .
Forthetwo-rollers -chassis -dynamometer, theRRvalue istheone
which isdetermined before onthe road .
Forthesingle-roller chassis-dynamometer ,the RRvalue isthe
one which isdetermined onthe road multiplied byacoefficient 'k'
which isequal tothe ratio between thedriving axle mass andthe
vehicle total mass .
Note :Rdisobtained from thecurve :F=f(V).K
(
/y •

-29-
AnnexIII
Appendix 4.
page1
AnnexIII-Appendix 4
VERIFICATION CPIfEHTlAS OTIIEP.KUI?HECIIAITICAL
OI5JIÎCT
'Ihomethoddeoeribed inthisappendix mr>2:coitpossible tochockthat
thesimulated totalinertiaoftheclynniaocsetcr iocarriedout
aatinfactorily inthorunningphaocooftheoperating cycle.
riilVlCIPLE
T)r"».win,T UT>vcri:inrfO"r.tlonn
Sincethobenchiosubjected xovnriationn inthorotating apeedoftrie
roller(e)fthoforceatthosurfaceoftherolldr(s)canbooxpre^&ed
bythefomula :
P.-I.*£>-Ï.j-VtK
wheret
F=forceattheourfaccoftherollor(n)
I«totalinertiaofthebench(equivalent ir.ortiaofth<Tvehicle *
cf.tableparagraph 5«1.below)
Ij^=inertiaofthemechanic."!naoseaofthobench
-tangential acceleration atrollersurface
Fj=inertiaforce
N.B.:Anexplanation ofthioformulawithreference tod/naaometera
withmechanically simulated inertiaoisappended .
Thus,thetotalinertiaiseroror.scd aofollows s
I.1
I«\+.JL'r
where:
IJJcanbe-calculated ormeasuredbytraditional methods.
Fjcanbemeasuredonthobench.
X"canbocalculated fmntheperipheral apeedofthorollers.
Thetotalinertia "I"willbodetermined duringanacceleration or
deceleration testwithvalueshigherthanorequaltothoseobtained
onanoperating cycle.
Specification forth*caluclatlon oftotalinertia
'Hietostandcalculation methods muotmakeitnoooiblo todctoimine tha
totalinertia TwitharolativoGrror(^,l/l)oflosethan2percent.

-30-
AnnexIII
Appendix 4
page2
SPECIFICATION
Ihemassofthesimulated totalinertiaImustremainthesameasthe
theoretical valueoftheequivalent inertia ,(seeitem5.1.ofAnnexIII)
withinthefollowing limits:
+5percentofthetheoretical valueforeachinstantaneous value.
+2percentofthetheoretical valuefortheaveragevaluecalculated
foreachsequence ofthecycle.
Thelimitgiveninpoint 3«1.1.isbroughtto50percentforone,
secondwhenstarting and,forvehicles withmanualtransmission ,for
twosecondsduringgearchanges .
VERIFICATI OSIFltQCEIKJJÌE
Verification iscarriedoutduringeachtestthroughout thecycle
definedinpoint2.1.ofAnnexIII.
However,iftheprovisions o.fitem3aremet,with
instantaneous accelerations whicha,reatleastthreetimegreateror
smallerthanthevaluesobtained inthesequences ofthetheoretical
/
cycle,theverification described abovewillnotbenecessary .
TECHNICAL NOTE
Explanation ofdrawingupworkingequations .
Equilibrium oftheforcesontheroad
CR»k^rx«1+k2"*JX2+KfV*!+k3Fsri
dt dt
Equilibrium oftheforcesondynamometer withmechanically simulated
inertias
Cm=mdirm
+k, r,+'"-3*'BrlJ1dt5,v,1*
=kl~frx<W1+k31^k3ygdt
Equilibrium oftheforcesofdynemomoter withnon-mechanically simulated
inertias
-~+k3 r,+£r_)+,fr H.I --,■>1..,M.w,.J.-» –nttr±1d1dt^iio 1Ho15S1
<**♦*>vyEl,
,

-31.-
AnnexIII
Appendix 4
page3
Intheseformulae :
CRaon,'finetorque?onthoroad
Chi«en//intorqueonthobenchwithnochonieallysimulated inertias
Co»onlinetorqueonthobenchwithclnctricnlly simulated inertias
*^'r^»Momentofinertiaofthevehicletranrmisfjicri broughtbacktothe
drivingwheels
aI^omon't°finertiaofthenon-driving wheels
jIm«>Momentofinertiaofthobenchvithmechanically simulated in^rtiaa
~/Ro«Momentofmechanical inertiaofthobenchwithelectrically
simulated inertias
MaIlancofthevehicle ontheroad
IaEquivalent inertiaofth^benchwithmechanically simulatedinertia
In=Mechanical inertiaofthebenchwithelectrically simulated inertias
Ps=Résultant forceatstabiliser opoeu
CI=Resultant torquefromelectrically simulated inertias
Jl BResultant forcefromelectrically simulated inertias
dOl BAngularacceleration ofthodrivingwlioololit
J^2=An^ularacceleration ofthonon-driving wheels
dt
d'./m«=Angularacceleration ofthemechanical bench
dt ,
dV.re■Angularacceleration oftheelectrical bench
dt
CTaLinearacceleration
=Radiusunderloadofxhadrivingwheels
rg=Radiusunderloadofthenon-driving wheels
lin =Radiusoftherollersofthemechanical bench
Re =Radiusoftherollersoftheeiccv.x-ical bench
»Coefficient dependent cnthsgoorreduction ratioendthovarioue
inertias oftransmission and"efficiency "

-32 -
Annex III
Appendix 4
page 4
kg =Ratio transmission Xrl_X"efficience "
x'2
k^ =Ratio transmission X"efficiency "
Supposing thetwotypes of "bench (items').2and5«3)aremade equal
and simplified one obtains :
k3(!„.Y+F)ri=k3I .V.rl
hence ,
1=ha+Fi

-33-
Annex III
Appendi x5
page 1
Annex III -Appendix 5
DEFINITION OFGAS SAMPLING SYSTEMS
1. 1INTRODUCTION
1.1 . There areseveral types ofsampling devices capable ofmeeting the
requirements setout initem 4.2 ofAnnex III .
Thedevices described initems 3.1,3.2and3.3will bedeemed accept­
able ifthey satisfy themain criteria relating tothevariable dilution
principle .
1.2 . The laboratory shall mention ,initscommunications ,thesystem of
sampling used when performing the test .
2. .CRITERIA RELATING TOTHEVARIABLE-DILUTION SYSTEM FORMEASURING EXHAUST -
GAS EMISSIONS
2.1 . Scope
This item specifies theoperating characteristics ofanexhaust-gag
sampling system intended tobeused formeasuring the true mass emissions
ofavehicle exhaust inaccordance with theprovisions ofthis Annex .
Theprinciple ofvariable-dilution sampling formeasuring mass emissions
requires three conditions tobesatisfied :
2.1.1 . Thevehicle exhaust gases must becontinuously diluted with ambient
airunder specified conditions ;
2.1.2 . Thetotal volume ofthemixture ofexhaust gases anddilution airmust
bemeasured accurately ;
2.1.3 ; Acontinously proportional sample ofthediluted exhaust gases andthe
dilution air must becollected for analysis .
Mass emissions aredetermined from tneproportional sample concentrations
andthetotal volume measured during the test .The sample concentrations
arecorrected totake account ofthepollutant content ofthe ambient air .
2.2 . Technical summary
Fig .1gives aschematic diagram ofthe sampling system .
•••/•••

-34- AnnexIII
Appendix 5
page2
2.2.1.Thevehicleexhaustgasesmustbedilutedwithasufficient amountof
ambientairtoprevent anywatercondensation inthesampling and
measuring system.
2.2.2.Theexhaust-gas sampling systemmustmakeitpossible tomeasurethe
average volumeconcentrations oftheCO-,,CO,HCandNOcontained in2' χ
theexhaustgasesemittedduringthevehicletestingcycle.
2.2.3.Themixtureofairandexhaustgasesmustbehomogeneous atthepoint
wherethesampling probeislocated (seeitem2.3.1.2.).
2.2.4.Theprobemustextract arepresentative sampleofthedilutedexhaust
gases.
2.2.5.Thesystemmustmakeitpossible tomeasurethetotalvolumeofthe
dilutedexhaustgasesfromthevehiclebeingtested.
2.2.6.Thesampling systemmustbegas-tight .Thedesignofthevariable-
dilution sampling systemandthematerials thatgotomakeitupmust
besuchthattheydonotaffectthepollutant concentration inthediluted
exhaustgases.Shouldanycomponent inthesystem (heatexchanger ,
cycloneseparator ,blower,etc.)changetheconcentration ofanyofthe
pollutants inthedilutedexhaustgasesandthefaultcannotbecorrected ,
thensampling forthatpollutant mustbecarriedoutbeforethatcomponent .
2.2.7.Ifthevehicletestedisequipped withanexhaustsystemcomprising
morethanonetailpipe,theconnecting tubesshallbeconnected together
byamanifold installed asnearaspossible tothevehicle.
2.2.8.Thegessamplesshallbecollected insampling bagsofadequate capacity
asasnottohinderthegasflowduringthesampling period.These
bagsshallbemadeofsuchmaterials aswillnotaffecttheconcentrations
ofpollutant gases(seeitem2.3.4.4.).
2.2.9.Thevariable-dilution systemshallbesodesigned astoenablethe
exhaustgasestobesampledwithoutappreciably changing theback­
pressure attheexhaustpipeoutlet(seeitem2.3.1.1.).

Fig.1 /
DIAGRAM OFAVARIABLE DILUTION SYSTEM FOR;MEASURING EXHAUST-GAS EMISSIONS
Air
AIRFILTER
(ootional )On
Ambientai.rsampling bag
(samoletakendurinqtest)
:•^^.–^lowjneter
fIoungoagw
ngtest)y
_-MnMEASUREMENT OFTHE
PRESSURE AND
TEMPERATURE OFTHE
MIXTURE
control
\ZS1\/f>Dumn
MIXTNFIFHJSIKP.PR
Vehicle
exhaust
àases
I
ICONDITIONING OFTHE
MIXTURE (if
necessary )
SAMPLFPRF-HFATTNG (Γ­
ι
I_^i■iul ii\l.nunixiiu '
?POSITION FORDIESEL I
IFNGTNFS I
i' !t
LfiIterï3-i
Dilutedexhaustgases
sampling bag(sampletaken
duringtest)s-–flow-meter
w
U1
flow
control valve'Dumrj
SUCTION DFVICEI
VOLUME MEASURING
DEV2CE
Tofhe
atmosphère
■oas>
03TJ3
.(QUZ
φπ>α
13χ
o>ju
-J.h­
•Χ£
UI

-36- AnnexIII
Appendix 5
page4
Specif-cretirements
Exhaust-gas collection anddilution device
Theconnection tubebetweenthevehicleexhausttailpipe(s )andthe
mixingchambermustbeasshortaspossible ;itshallinnocase:
-causethestaticpressure attheexhausttailpipe(s )onthevehicle
beingtestedtodifferbymorethan_+0.75kPaat50km/hormore
tahn_+1.25kPaforthewholeduration ofthetestfromthestatic
pressures recorded whennothingisconnected tothevehicletailpipes .
Thepressure mustbemeasured intheexhausttailpipe orinan
extension havingthesamediameter,asnearaspossible tothe
endofthepipe;
-cnanaethenatureoftheexhaustgas.
Theremustbeamixingchamberinwhichthevehicleexhaustgases
andthedilutionairaremixedsoastoproduce ahomogeneous mixture
atthechamberoutlet.
Thehomogeneity ofthemixtureinanycross-section atthelocation
ofthesampling probeshallnotvarybymorethan2%fromtheaverage
ofthevaluesobtained atatleastfivepointslocatedatequalin­
tervals onthediameter ofthegasstream.Inordertominimize the
effects ontheconditions attheexhausttailpipe andtolimitthe
dropinpressure insidethedilution airconditioning device,ifany,
thepressure insidethemixingchambershallnotdifferbymorethan
+_0.25kPAfromatmospheric pressure .
Suctiondevice/volumemeasuring device
Thisdevicemayhavearangeoffixedspeedsastoensuresufficient
flowtoprevent anywatercondensation .Thisresultisgenerally
obtainedbykeepingtheconcentration ofCC^inthediluteexhaust-gas
sampling baglowerthan3%byvolume.
Volumemeasurement
fi

-37- AnnexIII
Appendix 5
page5
2.3.3.1.Thevolumemeasuring devicemustretainitscalibration accuracy
towithin+2%underalloperating conditions .Ifthedevicecannot
j compensate forvariations inthetemperature ofthemixtureofexhaust
1 gasesanddilutionairatthemeasuring point,aheatexchanger must
beusedtomaintain thetemperature towithin+6°Cofthespecified
operating temperature .
Ifnecessary,acycloneseparator canbeusedtoprotectthevolume
measuring device.
2.3.3.2.Atemperature sensormustbeinstalled immediately beforethevolume
measuring device.Thistemperature sensormusthaveanaccuracy
andaprecision of+1°Candaresponse timeof0.1sat62X
ofagiventemperature variation (valuemeasured insiliconeoil).
2.3.3.3.Thepressure measurements musthaveaprecision andanaccuracy of
_+0.4kPaduringthetest.
2.3.3.4.Themeasurement ofthepressuredifference fromatmospheric pressure
istakenbeforeand,ifnecessary ,afterthevolumemeasuring device.
2.3.4.Gassampling
2.3.4.1.Diluteexhaustgases
2.3.4.1.1 .Thesampleofdiluteexhaustgasesistakenbeforethesuction
devicebutaftertheconditioning devices (ifany).
2.3.4.1.2 .Theflowrate mustnotdeviate bymorethan+2Sfromtheaverage.
2.3.4.1.3 .Thesampling rateshallnotfallbelow5l/rnnandshallnotexceed
0.2%oftheflowrate ofthediluteexhaustgases.
2.3.4.1.4 .Anequivalent limitshallapplytoconstant-mass sampling systems.
2.3.4.2.Dilution air
2.3.4.2.1 .Asampleofthedilutionairistakenataconstant flowrate near
theambientairinlet(afterthefilterifoneisfitted).

-38- AnnexIII
Appendix 5
page6
2.3.4.2.2 .Theairmustnotbecontaminated byexhaust gasesfromthemixing
area.
2.3.4.2.3 .Thesampling rateforthedilutionairmustbecomparable tothat
usedinthecaseofthediluteexhaust gases.
2.3.4.3.Sampling operations
2.3.4.3.1 .Thematerials usedforthesampling operations mustbesuchthat
theydonotchangethepollutant concentration .
2.3.4.3.2 .Filters maybeusedinordertoextractthesolidparticles fromthe
sample.
2.3.4.3.3 .Pumpsarerequired inordertoconveythesampletothesampling bag(s)
2.3.4.3.4 .Flowcontrol valvesandflow-meters areneededinordertoobtain
theflowrates required forsampling .
2.3.4.3.5 .Quick-fastening gas-tight connections maybeusedbetweenthethree-
wayvalvesandthesampling bags,theconnections sealingthemselves
automatically onthebagside.Othersystems maybeusedforconveying
thesamplestotheanalyser (three-way stopvalves,forexample).
2.3.4.3.6 .Thevariousvalvesusedfordirecting thesampling gasesshallbeof
thequick-adjusting andquick-acting type.
2.3.4.4.Storageofthesample
Thegassamplesshallbecollected insampling bagsofadequate
capacity soasnottoreducethesampling rate.Thebagsshallbe
madeofsuchamaterial aswillnotchangetheconcentration of
synthetic pollutant gasesbymorethan+2Xafter20minutes.
2.4. ADDITIONAL SAMPLING APPARATUS FORTESTING DIESEL-ENGINED VEHICLES
2.4.1.Asampling pointafterandclosetothemixingchamber.
2.4.2.Heatedpipingandsampling probe.
2.4.3.Heatedfilterand/orpump(thelattermaybelocatedinthevicinity
ofthesamplesource).

-39- Annex 111
Appendix 5
page 7
24.4. Aquick-acting connection foranalysing thesample ofambient air
collected inthebag .
2.4.5 . Allheated components mustbekept atatemperature of190+10°C
bytheheated system .
246. Ifitisnotpossible tocompensate forvariations intheflowrate ,
there must beaheatexchanger andatemperature control device having
thecharacteristics specified initem 2.3.3.1 .soastoensure that
theflowrate inthesystem isconstant andthesampling rate is
accordingly proportional .
3. DESCRIPTION 0FTHE DEVICES
3.1. VarinhJe Jllution device with positive disnlnccnent nurrt ?(PDP-CVS )(Fig .1)
31.1. ThePoftitivi -Diîjplacuncnt Tu'rip -Constant volune Snxipler (PTP-CVS )
satisfies thorequirements ofthin annex bymetering ataconstant
temperature andpressure through thepunp .
Thetotal volume iBmeasured bycounting therevolutions made bytho
calibrated positive diuplaceucnt punp .
Thoproportional aa.aple isachieved bysampling withpump ,flow aetor
and flow control valve ataconstant flow rate .
3.1.2 . Figure 1isanchonatic drawing ofouoh aoanpling ayston .Sinco
various configurations canproduce accurate results ,oxact conformity
vith thodrawinc'i irnotooocntial .Additional cor.iponents cuch aa
inutruuento ,valveu ,colenoida ,andswitches nayboused toprovide
additional infornation andco-ordinate thefunctions oftheconponont
eyrtcn .
3.1.3 . Thocollecting oquipnent shall conoint ofj
3.1.3.1 .^FILTER (D)forthedilution air,which canbopreheated ifnoceooary .
Thia filter shall consist ofactivated charcoal sandwiched between two
layers ofpaper ,andohail beused toreduce andstabilize thehydrooarbon
concentrations ofambient emissions inthe dilution air .
3.1.3.2 .Amixing chamber (M)inwhich exhaust gasandairarenixed hooogoncously .

-40-
Annex III
Appendix 5
page 8
•Aheat oxoharv:..r (Tl)ofacapacity sufficient toensure that throughout
thetent thetemperature ofthoair/exhaust ganmixture measured ata
point immediately upstream ofthepositive displacement punp iawithin
+6°Cofthedesigned operating temperature .This devico shall not
affect thopollutant concentrations ofdiluted gases taken offafter
foranalysis .
Atonperaturo control system (TC)fusod toproheat theheat oxchangor
"before thetest and tocontrol itstonperaturo during thetost ,sothnt
deviations from thodesigned operating tonperaturo arelimited to
+6C.
Thopositive displacement punp (PDP),used totransport aconetant-voluno
flow oftheairexhauet-gas mixture *theflow capacity ofthopump shall
bolarge enough toelirinato water condensation inthesystem under all
operating conditions which nay .occur during atost ;this canbogonorally
ensured byusing apositive displacement punp with aflow capaoity 1.
tv/lce r>.3high asthomaximum flo'f ofexhaust gasproduced by
accolerations ofthedriving cycle or
sufficient toensure that theC02 concentration inthedilute-exhaust
sample bag inlona than 3percent byvolume .
Atonporaturo sensor (T-^)(accuracy andprecision *1°C),fitted ata
point immediately upstream ofthopositive displacement pump ;itshall
bodesigned tomonitor continuously thetonperaturo ofdiluted exhauet
gasmixture during thetest .
Apressure gauge (G^)(accuracy andprecision 10.4kPa)fitted
immediately upstream ofthevolume motor andused toregister the
pressure gradient between thegasmixture and theambient air .
Another pressure gauge (Gg)(accuracy andprecision 10.4 -kPa)fitted
30that thedifferential pressure between pump inlet andpump outlet
canberegistered .
Twosampling outlets (S-^andS2)fortaking constant samples ofthe
dilution airandofthediluted exhaust-gas /airmixture .
Afilter (P),toextract solid particles from theflows ofgascollected
foranalysis . :
Pumps (p),tocollect aconstant flow ofthedilution airaswell asof
thediluted exhaust-gas /airmixture during thetest .
Plow confrtllors (N),toensure aconstant uniform flow ofthegas
samples taken during thecourse ofthetestfrom sampling probes S-^and
S2;andflow ofthegassamples shall besuch that ,attheendofeach
test ,thequantity ofthesamples issufficient foranalysis (/v/10l/min).

-41-
Annex III
Appendix 5
page 9
Flow meters (FL),foradjusting andmonitoring theconstant flow ofgas
samples during thetest .
Quick-acting valves (V),todivert aconstant flow ofgassamples into
thesampling bags ortotheoutside vent .
Gas-tight ,quick-lock coupling elements (Q)between thequick-acting
valves andthesampling bags ;thecoupling shall close automatically
onthesampling-bag side ;asanalternative ,other wa,ys oftransporting
thesamples totheanalyser maybeused (three-way stopcocks ,for
instance ).
Bags (B),forcollecting samples ofthediluted exhaust gasandofthe
dilution airduring thetoat ;they shall beofsufficient capacity not
toimpede thesample flow ;thebagmaterial shal ]besuch asto ,affect
neither themeasurements themselves nor thechemical composition of
thegassamples (forinstance :laminated polyethylene /polyamide films ,
orfluorinated polyhydro carbons ).
Adigital counter (c),toregister thenumber ofrevolutions performed
bythepositive displacement pump during thetest .
Additional equipment required when testing diesel engined vehicles .
Tocomply with therequirements of items 4.3.1.1 .and4.3*2 .
ofAnnex III "theadditional components within the dotted lines in
fig .1shall beused when testing diesel engined vehicles .
Fhisaheated filter .
S7isasample point close tothemixing chamber .
J
Vhisaheated multiway Valve .
0isaquick connector toallow theambient air sample BAtobe
analysed ontheHFID .
HFID isaheated flame ionization analyser .
R+Iareameans ofintegrating andrecording theinstantaneous
hydrocarbon concentrations .
Lhisaheated sample line .
Allheated components shall beiriciintained at190+10°C .

FIGURE 1CO!."S?A!rP VOLH-2 SA!-!PI2R WITH POSITIVE EISPIACgSS ??Fly?(EDP-CVS )
ΤΩνΡ7ΓΡ
iKBisirr airtcveiît
yû/>y>A
V/ in'– 1
1 ••• "vsw ■'">■* - ^•*• I •"> •~ v««:-**»w >-1 ••---••f v '–w*.A - «■n®3 ^TNQ« „/Wvr r\r «/>
, V; γ7 * \ο7 "'-ψςΜ)(. Ρ-£)-ν"^
Γ.1 " »<Ir„■wi^– sut
r ,,M¥'*\K1-nrj-l––nil°.
rl •M&L»__«
cp " :©tri !
.^ .w ' VVU
•ø ij ; v–3–*■
!r i ■i~li i–.–
>iFi6r=^Skn 1
QFJ XT
/mfAIvkTovent
VECSPAK GAS '
Νi
rj
•a>»
01D3
IQT33
(V (V fl>DXa.o-"•1-1X ι-»
ΗΗ
V/l
REQUIRE® FORDIESEL TESTING ONLY

-43-
Annex III
Appendix 5
page 11
Criticai -flowventuri dilution device (CFV-CVS )(p^gure2)
Using acritical -flow venturi inconnexion with theCVSsampling
procedure isbased ontheprinciples offlow mechanics for critical
flow .The variable ciixture flow rat <;ofdilution andexhaust gasis
maintained atsonic velocity which irsdirectly proportional tothe
square root ofthegas toriperature .Vlow iscontinually monitored ,
computed ,and integrated over the test .
Ifariadditional critical -flow sampling venturi isused ,the
proportionality ofthegassamples taken isensured .Asboth pressure'
andtemperature areequal atthetwoventuri inlets thevolume of
thegasflow diverted forsampling isproportional tothetotal
volume ofdiluted exhaust gasmixture produced ,andthus therequirements
ofthis annex arc met .
Figure 2isaschematic drawing ofsuch acoupling system .
Since various configurations canproduce accurate results ,exact
conformity with thedrawings isnotessential .Additional components
such asinstruments ,valve ,solenoids ,andswitches maybeused to
provide additional information andco-ordinate thefunctions ofthe
component system .
The collecting equipment shall consist of:
Afilter (D)forthedilution air ,which canbepreheated ifnecessary ;
thefilter shall consist ofactivated charcoal sandwiched between layers
ofpaper ,andshall beused toreduce andstabilize thehydrocarbon
background emission ofthedilution air .
Amixing chamber (M),inwhich exhaust gasandairaremixed
homogeneously .
Acyclone noparatcr (CS),tooxtrr.ct particlo'o .
Twocampling probes andSg),fortaking camples ofthedilution
airaowellr.nofthe -diluted cxh.'.uat gafi .
Aonnpling critical flow venturi (CV),totnkrj proportional cample a
ofthediluted exhaust ganatsampling probo Sp.

-44-
AnnexIII
Appendix 5
page12
3.2.3.6.Afilter(F),toextractsolidparticles fronthegasflowsdiverted
foranalysis .
3.2.3.7.Pumps(P),tocollectpartoftheflowofairanddilutedexhaustgas
inba^o (luringthetost.
3.2.3.8.Aflowcontroller 00»toonouroaonnotantflowofthogarjnanploo
takeninthocourooofthotootfronoaupling probe theflowoftho
gassamplesshallboouchthat,'attheendofthetoot,thoquantityof
thosamplesissufficient foranalysis(/V10l/min).
3.2.3.9.ABw.bhor (P3),inthosamplinglino.
3.2.3.10.Flowmotors(FL),foradjusting andmonitoring theflowofgassamples
duringtesta.
3.2.3.11.Quick-acting solenoidvalves(V),todivertaconstantflowofgas
samplesintothosampling bagsorthovont.
3.2.3.12.(Jan-tight ,quick-lock couplingolomcnts (q),betwoonthoquickacting
valvesandthesampling bags;thecouplings shallcloseautomatically
onthosampling-bag side;asanalternative ,otherwaysoftransporting
thesamplestotheanalysernaybeused(three-way stopcocks ,for
instance).
3.2.3.13.Bags(B),forcollecting sample*ofthedilutedexhaustgasandthe
dilutionaird\iringthoteats;theyshallbeofsufficient capacity
nottoinpedothesampleflov;thebagmaterial shallboouchasto
affectnoithorthemeasurements themselves northechemical composition
;
ol"thogassamples(forinstance :laminated polyethylcne/polyamide
films,orfluorinated polyhydrocarbons).
3..2.3.14.Apressuregauge(c)',vhichBh--.11bepreciseandaccuratetowithin
-0.4kPa. "
3.2.3.15.Atemperature r.ontior(T),whichshall-beprecisoandaccurate'o
within=1°Candhavearesponsetimeof0.1secondsto62percentof
atemperature change(asmeasuredinsiliconoil). •
3.2.3.16.Ameasuringcriticalflov;venturitube(MV),tomeasuretheflowvolttie
cfthodilutedexhaustgas.

-45-
Annex III
Appendix 5
page 13
3.2-3*17•Ablower (BL),ofsufficient cr.pc.city tohandle thototal voluaa of
diluted exhaust gas .
3.2 .3.18.THccapacity ofthoCFV-CV5 oyetun shall boouch that undor nil
operating conditiono v/hich maypouoibly occur during p.tost thoro will
bonocondensation ofwater .This isgenerally ensured byusing a
blowor whobocapacity la:
3.2.3'18«1 «twice ashigh asthomaximum flo\/ofoxhauot gasproduced byaccoJoratiorja
ofthodriving cyclo ;
3,2.3.18.2 .oufficiont toonauro that theCO^concentration inthediluto es&aust
oar.iplobi\a isloos than 3percent byvolume .
3.2.4 . Additional équiperont required when testing diesol onginod vohiolas .
Toconply with thorequirements ofitems 4.3.1.1 .and4.3„2 .of
Annex III thoadditional components shown within thedotted lines
ofFif;.2shall boused when testing Diesel Engincd Vehicles .
Fhisaheated Filtor .
Sjisasample point closo tothomixing chanber . |
Vhisahoatcd multiwevy valve .
Qisaquick connoctor toallov /thoambient airsanplo BAtobe
analysed ontheHFID .
HFID isaho ,-.todflame ,ionization analyser .
Rand Iaroanouns ofintegrating androcording thoinetaziianoouei
hydrooarbon concentrations .
Lhisaheated sample lino .
Allheated components -willbomaintained at190*10°C .
Ifcompensation forvarying flow isnotpossible thenahoat exchanger (H)
aridtenporaturo control system (TC)asdescribed in
item 2.2.3 .will borequired toensure constant flow through tho
venturi (MV)andthus proportional flow through S,.
mm/9m

FIGURE 2COITSTAOT VOLUMESAMPLER WITHCRITICAL FLOWVEHTRUI (CFV-CVS)
tovrarr TOVEÎ5T
ΑΜΒΙΕΤίΤ ΑΙΗ
I
REQUIRED FORDIESEL TESTING -ONLYΛη »■·'"
j 1– Lv
OE0/r\\fl- ]•ay>if,Hnts' f •w®~'v\
) ^_0-o-VpL^/\rJ -,JC)WW"(hx-x_i_nhinr-4y-^y ,6
!––-– η*,ΜίT3 1IVb
r~l=r . b :\Jq=.lpρ ;τΓ.ι«νΦ '·Λ
Ε ίΓ~(Ρ–Η·γ4η· ! ν α–^
:^fEZ[l4^S]
αΦι..τ.; -Μ5*-*- : Nrr1>HCSPAIIGAS, ToventΟ
■a»»
0)υ2
IQ"O3φΦ(ΐ3Χ
-»2:h
■*"Xt-l

-47_
Annex III
Appendix 5
page 15
3-3 . Variable dilution device with constant flov /control byorifice (CPO-CVS )
(Figure 3)
3.3.1. Thecollection equipment shall consist of:
3.3.1.1 . Asampling tube connecting thevehicle 'sexhaust pipe tothedevice
itself ;
3.3.1.2 .Asampling device consisting ofapuiup device fordrawing inadiluted
mixture ofexhaust gas andair ;
3.3.1.3 .Amixing chamber (M)inwhich exhaust gasandairarcnixed homogeneously .
3.3.1.4 .Aheat exchanger (H)ofacapacity sufficient toensure that throughout
thetest thetemperature oftheair/exhaust gat;mixture measured ata
point immediately before thepositive displacement oftheflow rate
measuring device iswithin 16°Cofthedesigned operating temperature .
This device shall notalter thepollutant concentration ofdiluted
gases taken off foranalysis .
Should this condition notbesatisfied forcertain pollutants »sampling
will beeffected before thecyclone foroneorseveral considered
pollutants .,
Ifnecessary ,adevice fortemperature control (l'C)isused topreheat
theheat exchanger before testing and tokeep upitstemperature during
thetest at+6°C .
3L3.1,5 .Twoprobes (S-^andS2)forsampling bymeans ofpumps (P)flowmeters (FL)
and ,ifnecessary ,filters (F)allowing forthecollection ofsolid
particles from gases used for theanalysis .
3L3.1.6 . Onepump fordilution airandanother onefordiluted mixture .
313.1.7 . Avolume-meter with anorifice .
3.3.I.Q. Atemperature censor (Tj)(accuracy findprecifiion t1°C),fittod ata
point immediately before thevolume neaourencnt device ;itshall bo
designed tomonitor continuously thetemperature ofthediluted exhaust
run tt.lxturo during the tri't .

-48-
Annex III
Appendix 5
page 16
3.3.1.9.Apressure gaugo (Gj)(accuracy andprecision _0.4kPa)fitted
immediately before thovolume meter andused toregister theproasuro
gradient between thega:<mixture and thoambient air .
3.3.1.10 .Another pressure gauge (C2)(accuracy c.ndprecision 10.4kPa)fitted
bothat thodifferential preficuro between pump inlet andpump outlet
canboregistered .
3.3.1.11 .Flow controllers (N)toennuro aconstant uniform flow ofpassamples
taken during thecourse ofthotoot from sampling outlots andS2.
Theflov ofthegaasamples nhall besuch that ,attheondofeach
test ,thequantity ofthesamples incufficient foranalysis (/v/10l/nin).
3.3.1.12 .Flow motors (FL)foradjusting andmonitoring theconstant flow ofgaa
sampler )during thetent .
3.3.1.13 .Three-way valveo (V)todivert aconstant flow ofgassamples into the
sampling bags ortotheoutside vent .
3.3.1.14 .Gas-tight ,quick lock coupling elements (Q)between thethroe-way valves
andthesampling bag3 ;thecoupling shall close automatically ontho
sampling-bag side .Other ways oftransporting thesamples totho
analy.ier maybouoed (three-way stopcocks ,forinstance ).
3.3.1.15 .Bags (B)forcollecting samples ofdiluted exhaust gasandofdilution
airduring thotest .They shall boofsufficient capacity nottoimpede
thesample flov .Thebagmaterial shall besuch astoaffoct neither the
measurements themselves n<->r thechemical composition ofthogasoanplos
(forinstance :laminated poly'othylcne /polyanidc films ,orfluori rated
polyhydrocarbonn ).

Figure 3
DIAGRAM OFAVARIABLE DILUTION DEVICE WITH CONSTANT FLOW CONTROL BYORIFICE
(CFO-CVS)
y. ■®is\bA
ι~ 7
WF"L Toatmosphere
N i–tih-m–if2)Bc
WFLWFL ^
i––y ■i«,
rJ
( fy -o?
\ » I/ t f/SHt •»V. »1/ 1^ ΟΪ3S 1 Q *§g
"i £ -*(\*- ■ ■ -nJ.1.t-s
Dilution –■–^ ^
airinlet ~ "" " "i / X 7/ 1 1 air xnxez \ / \ // I–t („\I( I
Vehicle I • <1
exhaust " > 1 ji j
inlet ; _ V ,Z_/L _J–.
/Puinp device /orifice

-50-
Annex III
Appendix 6
page <|
Annex III-Appendix 6
METHOD OFCALIBRATING TIEEQUIPMENT
ESTABLISHMENT OPTHE CALIBRATION CURVE
Each normally used operating rangre iscalibrated inaccordance with the
requirements ofitem 4.3.3 .ofAnnex III faythefollowing
procedure :
Theanalyser calibration curve isestablished byatleast five calibration
points spaced asuniformly aspossible .Thenominal concentration ofthe
calibration gasofthehighest concentration shall beatleast equal to
80per cent ofthe full scale .
The calibration curve iscalculated bytheleast squares method .Ifthe
resulting polynominal degree isgreater than 3>"thenumber ofcalibration
points shall beatleast equal tothis polynomial degree plus 2.
Thecalibration curve shall notdiffer bymore than 2per cent from the
nominal value ofeach calibration gas .
Trace ofthe calibration curve
Prom the trace ofthecalibration curve and thecalibration points it
will bepossible toverify that thecalibration hasbeen carried out
correctly .Thedifferent characteristic parameters oftheanalyser will
be'indicated ,particularly :
the scale
the sensitivity
the zero point ,
• ■ thedate ofcarrying out thecalibration
Ifitcan beshown tothe satisfaction oftechnical service that
alternative technology (e.g. computer ,electronically controlled rdnge
switch etc.)cangive equivalent accuracy ,then these alternatives
may beused .
VERIFICATION OFTHE CALIBRATION ' '
Each normally used operating 1rang-e shall be "checked prior toeach
rjialysis inaccordance with thefollowing s (
Thecalibration ischecked byusin^r azero gasandaspan gaswhose
nominal value isnear tothesupposed va.lue tobeanalysed .

-51-
Annex III
Appendix 6
page 2
•^f>' "thetwopoints considered ,thevalue found does notdiffer by
more than +_5percent ofthefull scale from thetheoretical value ,
theadjustment parameters maybemodified .Should this notbethe
case ,anewcalibration curve shall beestablished inaccordance with
item 1.
After testing ,zero gasandthesame span gaswill beused for
re-checking .Theanalysis will beconsidered acceptable ifthe
difference between the twoineanuring results ioless than 2percont .
EFFICIENCY TELiT OFTIE MOxCONVERTER
Theefficiency oftheconverter used fortheconversion ofN0£into
NOistested anfollows :
Using thetoot actupshown inFigure 1andtheprocedure described
below ,theefficiency ofconverters canbetested bymeans ofan
ozonator .
Calibrate theCIDinthemoot common operating range following -the
manufacturer 'sspecification using zero andspan gas (theNO .content
ofwhich should unount toabout ^0percont oftheoperating -range and
theKOgconcentration ofthegasmixture shall belossthan 5P(-^cent
oftheWOconcentration ).TheNOxanalyser shall beintheNOmode
sothat thespan gasdoes notpas3 through theconverter .Record the
indicated concentration . 1
Via c.T-fitting ,oxygen orsynthetic airisadded continuously tothe
gasflow until theconcentration indicated isabout 10porcont less
than theindicated calibration concentration given initem 3.1.
Record the indicated concentration (C).The ozonator
i8kept dcrctivatod throughout this process .
Theozonator isnowactivat dtogenerate enough ozone tobring the
NOconcentration down to20percent (minimum 10percent )ofthe
calibration concentration given under paragraph J.l.above .Record
theindicated concentration (d).
TheNOanalyser isthenswitched totheNO^modewhich moans thot the
gasmixture (consisting ofNO,NO,,,0?andN0)nowpasses through the
converter .Re .cord theindicated concentration (?).
The o/.onator i3nowdeactivated .Themixture ofgases described in
ft2a3.?.# pa .csonthrough theconverter into thedotcctor .Record
theindicated concentration (b).

-52-
Annex III
Appendix 6
page 3
Jj'LCU CQtTTRCL S0LE1T0ID V,.LVj ^rw
°:>011-111□ -{Χ!.V ■
SUPPLY
IViSU.C
'~A.C . f7o°0^ [OZOIiATOH
ijU-LYSIS .
r- ■–i-Q nïLSï
riy COIÏÏ'lECTOFi
1ioA2□ c>< j
SUPPLY
|>q FLOU CCilTROL V.JLVE
V FLaflùSTSït
Fifuro 1

Annex III
Appendix 6
page 4
with theozonator deactivated ,theflow ofoxygon orsynthetic airis
also shut off .The ITOxreading oftheanalyser ehall then bono
mora than 5porcent rbove thefigure initem 3.1.
Theefficiency oftheNOxconverter iocalculated asfollows J
Efficiency (%)=(1+*_^)x100
Theefficiency oftheconvertor shall notbolooo than 95percent *
Theefficiency oftheconverter ohall betested atleast once aweek .
CALIBRATION OFTIE CVS SYSTEM
TheCVSsystem shall bocalibrated byusing anaccurato flow mater and
arestricting device .Thoflow -through thosystem shall bomeasured at
variou3 preosuro readings and thecontrol parameters ofthosystem
measured and related tothe flows .
Various typos offlow motor maybeused e.g. calibrated venturi ,
laminar flow motor ,calibrated turbine motor ,provided that they are
dynamic measurement systems andcanmoot thorequirements ofAnnex III
items 4.2.2 .and 4.2.3 .
Thefollowing sections five details ofmothods ofcalibrating PDFandCPV
units ,u;;ing alaminar flow meter ,which fives thorequired accuracy ,
together with astatistical check onthocalibration validity .
Calibration ofthoi'oaitive Dinplacoroont Pumn (PDP )
Thofollowing calibration procedure outlinen thoequipment ,theteat
configuration ,and thovarious parameters which ohall bemeasured to
establish theflow rate oftheCVS-pump .All theparameters related to
thepump aresimultaneously measured with theparameters related tothe
flow meter which isconnected inseries with pump .Thecalculated
τ
flow rate (givon inm/minatpump inlet ,absolute pressure und
temperature )canthen beplotted versua aconsolation function which
isthovalue ofaspecific combination ofpump parameters .The
linear equation which relates thepump flow andthecorrelation
fens tioniathen determined .Intheevent that aCVShasamultiple
speed drive ,acalibration foreach range used shall beperformed .

_54_
Annex III
Appendix 6
page 5
This calibration procedure inbaned onthemeasurement ofthe
absolute valuon ofthe puir.p andflow meter parameters that relate
theflow rato ateach point .Three conditions must bemaintained to
ensure theaccuracy andintegrity ofthecalibration curve .
Thepump pressures 3hall bemeasured attappings onthepump rather
than attheexternal piping onthepump inlet andoutlet .Pressure
taps that aremounted atthetopcentre andbottom centre ofthepump
drive headplate areexposed totheactual pump cavity pressures ,and
therefore reflect theabsolute pressure diffentials .
Temperature stability shall bemaintained during -thecalibration .The
laminar flowmeter insensitive toinlet temperature oscillations which
cause thedatapoints tobescattered .Gradual changes of_+1°Cin
temperature areacceptable asIon ,"asthey occur over aperiod of
several minutes .
Allconnexions between theflowmeter andtheCVSpump shall befree
ofanyleakage .
During anexhaust emission test ,themeasurement ofthese same pump
parameters enables theuser tocalculate theflow rate from the
calibration equation .
Figure 2ofthis appendix shoyra onepossible test set-up .Variations
arepermissible ,provided ,that they areapproved bytheadministration
granting theapproval as .being -;ofcomparable accuracy .Iftheset-up
shown inappendix 5*Fig .2isused ,thefollowing -data shall be
found within thelimits ofprecision given :
Baromic pressure (corrected )(P-g) ±0.03kPa
Ambient temperature (t) +0.2C
Airtemperature atLEE (ETl) i0.15°C
Pressure dépression upstream ofLFE (EPI )
Pressure drop across theLEEmatrix (EDP )
Airtemperature atCVSPump Inlet (PTl)+0.03kPa
+0.2°C
+o.i5°c
+O.OlkPa
+0.0015kPa
+0.2°C

-55_
Annex III
Appendix 6
page 6
1Airtemperature atCVSPump outlet (PTO ) +0.2C
Pressure dépression atCVSpump inlet (PPl) +0.22kPa
Pressure head atCVS-pump outlet (PPO) +0.22kPa
Pump revolutions during test period (n) +1Rev
Elapsed time forperiod (min .250 .sec)(t) _+0.1sec'
4.2 .3.2. After thesystem hasbeen connected ,asshown' infigure 2netthe
variable reutrictor inthevd.de–open position andruntheCVSpump
for20minutes "before starting -thecalibration . ,
4.2 .3«3 . Reset therestrictor valve toamore restricted condition inan
increment ofpump inlet depression (about 1IcPa)that will yield a
minimum ofsixdata points forthetotal calibration .Allow thesystem
tostablize for 3minutes andrepeat thedata acquisition .
4.2.4 . Data analysis
•7
4.2.4.1 . Theairflow rate ,Qs,ateach test ,.point iscalculated instandard nr/min
from theflowmeter data using -themanufacturer 's -prescribed method .
5'.2.4.2 . Theairflow rate isthen converted topump flow ,Vo»inmper
revolution atabsolute pump inlet temperature andpressure .
Τ
V0- .J. .*
n 273,2 i
where :
V=pump flow rate atTand given in9 Ρ Ρ
m/rev.
Qg-airflowat101.33 Kpaand273.2Kgiveninn?/mLn.
Tpapuiapinlet temperature (K)
Pp=abaolute pump inlet preosure .
nsspump speed inrevolution perminute

-56 -
Annex III
Appendix 6
page 7
ΓΤΤ ,„,ίΠ
EPI ±
ix_ji_U__i_\J I■X.-î-
:l|È"
I[]'._5_j VARIABLE PLOW
'C""- FILTER ^ RESTRICTORÀÀ I
rrv-ju– i,?Ϊ=?Γ-Ί ΠΒ | *-
III–I■ 1– ;–TKN\ SURGE" >\\ CONTROL
ETI ' A\\ VALVE (SHUBBER )
! I ' " 1 \\
| I \
" TEMPERATURE J><1
HîDICATOR \\<-^ '-'7l£T
-(P70 V*'^-f /rrc |
1 SHV I
REVOLUTIONS ' n\ ,!-
ELAPSED TIME Ii1
:I
FIGURE 2PDP-CVSCALIBRATION CONFIGURAI ION

-57-
AnnexIII
Appendix 6
page8
!3
EPI ED?gill 11-a.1!.IH-r|"i'-iter] SURGE
1P~T COIJTROL VALVE
||f|j±' VARIASLE
isIh-4-_I_ELOV' ,^'j "4"IRESTRICTOR cm N"\\l xu^xiLa-v J. tr- -w »ip:=dT (raJ.\f–»-_i_ 1 fr p..i,\FILTER i\_i.\ \ ^ Jrnn
:iwR f–x^L–Tij \i H•tilt 1 :~>~4 b-r-
^5^--Ί I–
.nT" LfS ! 1<=l!i\7ir__THERMOMETER \//\l[j
/\MANOMETER,P"~zLA'-!• IXTAr*TTTTR,T i J.VACUUM'jj
GAUGE -jp3
FIGURE 3CFVCVSCALIBRATICI COHFIGURATIOM

-58_
Annex III
Appendix 6
page 9
Tocompensate thainteraction ofpump speed pressure variations atthe
pumpandthepumpsliprate ,thecorrelation function (Xq)between the
pump epcod (n),tliepressure differential from pump inlet topump
outlet and theabsolute pump outlet pressure i3then calculatod
aofollows i
r\ Ti V r* a nv ^
β
where :
x-correlation functiono
^Ppapressure differential fronipumpinlet topumpoutlet (Kpa)
Paabsolut© pump outlet pressure (PPO+PB)(Kpa)O D
Alinear least square fitisperformed togenerate thecalibration
equations which have theformula
V=D-M(X)0' 0 xo'
n=A-B(AP)
Dq,M,A,andBaretheslope-intercept constants describing -thelines *
4.2.4«3 « ACVSsystem that hasmultiplo speeds shall becalibrated oneach
speed used .Thecalibration curves generated for theranges •should
beapproximately parallel and theintercept values ,D,should increase
% o
anthepump flow rarwe dcerear.os .
Φ
Ifthecalibration hasbeen performed carefully ,thecalculated values
from theequation ohculd bowithin +0,5percent ofthemeasured -value
ofVo.Valueo cfMehould vary from onepump toanother .Calibration
shall beperformed atpump ctart-up andafter major maintenance .

-59-
Annex III
Appendix 6
page 10
Calibration oftheCritical-Flow Venturi (CFV )
Calibration oftheCFVisbased upon theflow equation foracritical
Venturi ,
Κ .Ρ
SB V
where :
Q-Flow
K=Calibration coefficientv
P=Absolate pressure (Kpa)
T=Absolute temperature (K)
Gasflow isafunction of -inlet pressure andtemperatures
.Thecalibration procedure described below established thevalue ofthe
calibration coefficient atmeasured values ofpressure ,temperature and
air flow .
Themanufacturer 'srecommended procedure shall befollowed for
calibrating electronic portions oftheCFV .
Measurements forflow calibration ofthecritical flow venturi are
required aridthefollowing data shall befttund Within thelimits cf
precision given :
Barcsietric pressure (corrected )(Pg) ±0.0JkPa
LFEAirtemperature ,flowmeter (ETl ) +0.15 C
Pressure depression up-stream of(LFS)(EPl) +0.OlkPa
Pressure drop across (EDP)LFEmatrix +0.0015kPa .
Airflow (qJ ±0.rf/°S
CFVinlet depression (PPl) +0.02kPa
Temperature atventuri inlet (T) +0.2°C
\v' –
'Theequipment shall besetupasshown inFigure 3
andchecked forleaks .Anyleaks between theflow measuring device and
thecritical flow venturi will seriously affect theaccuracy ofthe
calibration .
Tnsvariable flow restrictor shall besettotheopen position ,the
blower shall bestarted andthesystem shall bestabilized .Data from
all instruments shall berecorded .
<»«/••

-60-
Annex III
Appendix 6
page 11
Theflow restrictor shall bevaried andatleast eight readings across
thecritical flew range oftheventuri shall bemade .
Thedata racordad . Jtho calibration shall beused inthe
following 1calculations .Thoairflow rate Qatat -each test point is
calculatod from theflow meter data uoinf themanufacturer 'sproscribed
method .
Calculate values of calibration coefficient foreach tent point :
.\/tB 'V V
V
where :
Q=flewrats in at273»2° Kand101.33 kPa
T=temperature attheventuri inlet (K)
Py=absolute pressure atthovonturi inlot (kPa)
Plot Kasafunction ofventuri inlet pressure .Forsonic flow
will havearelati vely conutant valuo .Aopressure decreaseo
(vacuum incroaoeri )thoventuri bof.omc unchokod .andKydocronoes .
Theresultant Kych^niraH arenotpermissible . ..
Foraminimum of8point3 inthocritical region calculate annvorago
Kand the standard déviation . «. .
Ifthestandard deviation exceeds 0.3percent oftheaverage Ktake
corrective action .

Annexill
Aopendix 7
• ...Anpea ;inAppend7
TOTALSYSIJMVERIFICATIQ1T
Tocomplywiththerequirement ofitem4.7.ofAnnexIIItheCVS,
sampling systemanaanalytical .'systemtotalaccuracy sha.llbedetermined
.."byintroducing aIcncwn -massofapollutant gasintothesystemwhilstitis
"bsiiitfoperatedasifduringanormaltentandthenanalysing andcalculating
thepollutant massaccording totheformula ..;inappendix 8ofthisannex
cxcep-cthai;thedensityofpropaneshallbotakena:j1.967g/latstandard
conditions *The-following twotechniques areknenmtogivesufficient
accuracy .
Metering aconstantflowofpuregas(COorC..JI,)usingacriticalflow
orificedevice.
Aknownquantityofpuregas(COorC„Hg)isfedintotheCVSsystem
throughthecalibrated criticalorifice.Iftheinletpressureishigh
enough,theflowratea,whichisadjusted bymeansofthecritical flow
orifice,isindependent oforificeoutletpressure (criticalflow).If
deviations exceeding 5pes'centoccur,thecauseofthemalfunction shall
belocated ar..ddetermined .TheCVSsystemisoperated asinanexhaust
emissiontestforabout5to10minutes.Thegascollected inthe
sampling bagisanalysed bytheusualequipment andtheresultscompared
totheconcentration cfthegascampleswhichwasknownbeforehand .
Metering alimitedquantityofpuregas(COorbymean,,ofa
gravimetric technique .
Thefollowing gravimetric procedure maybeusedtoverifytheCVSsyvrcem.
Theweightofasmallcylinderfilledwitheithercarbonmonoxide or
propaneisdetermined withaprecision of-0.01gramme.Forabout
5to10minutes,theCVSsystemisoperated ,asinanormalexhaustemission
test,whileCOorpropaneisinjectedintothesystem.Thequantityof
puregasinvolvedisdetermined bymeansofdifferential weighing .The
gasaccumulated inthebagisthenanalysed bymeansoftheequipment
normally usedforexhaustgasanalysis.Theresultstirethencomparedto
theconcentration fig"arescomputed previously .

-6?-
Annex III
Appendix 8
page 1
Annex III-Appendix 8
CALCULATION "OPTHEMASS EMISSIONS OFPOLLUTANTS
Themass emissions ofpollutants arecalculated bymeans ofthefollowing
equation :
M.=V.xQ.xk_xC.x10~6 (l)i mix i TI x v'Μ.=V.χ<2.χ1γχ0.χΙΟ"6 (1)
-imi -v*' -! U ■» > '
where : _ : .
M^=Massemission ofthepollutant iing/test .
^mix~Volume °*'thediluted exhaust gasexpressed inl/testandcorrected
tostandard conditions (273.2 Kand101.33 kPa).
=Density ofthepollutant iing/latnormal temperature and
pressure (273.2 Kand101.33 lcPa).
kjj=Humidity correction factor used forthecalculation ofthemass
emissions ofoxides ofnitrogen .There isnohumidity correction
for HCand CO.
C^=Concentration ofthepollutant iinthediluted exhaust gas
expressed inppmandcorrected "bytheamount ofthepollutant i
,contained inthe dilution air .
1. 'VOLUME DETERMINATION
1.1 . Calculation ofthevolume when avariable .dilution device with constant
flow control byorifice orventuri isused .FLecord continuously the
parameters showing thevolumetric flow ,and -calculate thetotal volume for
the duration of'the test .
1.2 . Calculation ofvolume when apositive displacement pump isused .
Thevolume ofdiluted exhaust gas insystems comprising apositive
displacement pump iscalculated with thefollowing formula :
V=VxN
o
where :
V=Volume ofthediluted exhaust gasexpressed inl/test
(prior tocorrection ).
Vq=Volume ofgasdelivered bythepositive displacement pump ontesting
conditions ,inl/rev .
N^Number ofrevolutions per test .

-63-
Annex III
Appendix 8
page 2
Correotion ofthedilutod exhaust gasvolume tostandard conditions .
Tl-iedilutod exhaust gasvolimo iocorrected bymeans ofthefollowing
formula : pp
V.-V*K1»T1■■ '2>
Ρ
inwhich :
K1-lll.ilik-2.«9«lCK .»a-l) (3)
wherel
Pg eaBarometric presoure inthetest room inkPa.
bVacuum attheinlet tothepositive displacement pump inkPa
relative tothoambient baroraotric pressure .
TpmAvorago tomporaturo ofthedilutod oxhauot gasentering tho
positive dinplacomont pump during thotost (K).
CALCULATION OFTIE COKEECTFD CONCENTRATION OFPOLLUTANTS INTHE
SAMPLING BAG
ci-c*"°a<1"~h–>
where :
C^bConcentration ofthepollutant 1inthediluted exhaust gas,
expressed inppraandcorrected bytheamount oficontained in .the
dilution air . 1
Cqe=Measured concentration ofpollutant iinthediluted exhaust gaa,
expressed inppn .
«Measured concentration ofpollutant iintheairused for
dilution ,exprocoed inppn .
DF nDilution factor
The dilution factor iscalculated asfollows :
DF« – (5)
r» O.in mr\ )1O^°C0 +'cHC+cC0'10
Inthis equation :
cnri =Concentration ofC0ointhodilutod exhaust gascontained inou c
thesampling bag ,expressed inpercent volume ,
c,jn=Concentration ofHCinthodiluted exhaust ga3contained in
thesampling bag ,expressed inppmcarbon equivalent .
CQQ taConcentration ofCOinthediluted exhaust gaacontained
inthesampling bag ,expressed inppm .

-64-
Annex III
Appendix 8
page 3
3.
4»
4.1
4.1.1 .
1.
4.1.3 .PETEHCC-IATIOI !OFTIE NOHUMIDITY CORRECTION .FACTOR
Inorder tocorrect theinfluence ofhumidity ontheresults of
oxides ofnitrogen ,thefollowing calculations areapplied :
H=
invhich :
Η=1
ι-ο.0329 (π-ίο.71)
zK x i,a '.l6)
B~]>(.ixu1')
wnc-res
II=Absolute humidity ex-pro sso\l in ;<:rninneH ofvator perkgofdryair
R«.Relative humidity ofthoambient airexpressed inpercenta
--Saturation vapour pressure atambient -temperature expressed inkPa
rB-Atmospheric pressure .i.ntheroom ,expressed ink'fa
EX/iMPIE
Data
Ar.ib.ient conditions
Ambient temperature :?3°Ca K
Barometric pressure :P^-101.33 kPa
Relative humidity :R-60percenta -_
Saturation "apour pressure -!P. ---3.20 kPa ofK_0atZ'yijd ?.
Volume measured andreduced toStandard condition ;?(paragraph l)
v=51,961^
Analyser readings
' "Dilutçil exhauot sncrplc jDilution air p,ample ;
j 1 )
TIC*/
r*r\»
*
3ΤΟχ
r.r.•9^I'Pr-
470 ppra
70ppm
1*(<Vol .per
centj ppu
0 ppiu
j0ppm
0.03 Vol .per
cent
*/inppincarbon equivalent .

-65-
AnnexIII
Appendix 8
page4
4.2.Calculation
.1.2.1.Timiditycorrection factor(kll)(r,ec-fomulae (6))
H=6.211xKa%P,]
P..-P.xR.x10-^B(1a
6.211χ60χ3.2ηβ
101.33-(3.2κ0.60)
Ηβ11.99 .ι39
I
1-O.C329x(JI-10.71)
1
1-0.0329X(11.9959-10.71)
kj,=»1,0442
4«2.2m Dilutionfaotor(DF)(ooofonnula(5))
T)Fa, 1?'4 .
DP°C02+^cHC+CC0^10
1?«4
•1/./a/nàt~rr\\«a*'!1.6+(924470)HT»
PP»8.091
4.2.3« Calculation ofthenorreotocl concontration ofpollutant ninthe
eianpllrv;bag*
HC,massemissions (soeformulae (4)and(l))
°1-°o-Cdf1--i–)10uDF
\-92-3(18.091
C±=89.371
^ic=CHC*vciix*Sic
Qirç0.619
1-L-,»89.371 X51961X0.619X10
"liCc2*88tUÏÏut

-66 -
CO,maog emissions (309formula (l)
"co-CC0xVmlx*%0
Qc0a1«25
NC0"/f7°*51961 X1.25x10"6Annex III
Appendix £
page 5
Mco"?0*5rfr
NOx ,mass émissions (seeformula' ^)")
^TOx=°NOx XVmi>:XQïïOxX^.T
%Ox ==
M-70x51961 x2,05x1.0442 x10"^
®W"7-79-fe
ECMeasurements with Diesel Engines
Tocalculate IIC-masn emissions forDiesel engines theaverage
HC-concentration iscalculated asfollows :
2
cu„.dt(
t:CHC4 nvc«-! (7)
* "*1
wnere :
fcu.*dt--integral oftherecording oftheheated FIDoverHC
thetest (t2-tl)
c = concentration ofHCmeasured inthediluted exhaust in
e
ppm ofC_.
Ceissubstituted directly for CTr,._inallrelevant equations .HU

-67-
Annex III
Appendix 8
page 6
4.4.
,1/11'•r•L,r♦J-•Example ofaCalculation
Data
/imbientconditions
Ambienttempérature
Barometrio prnwsure
Relative humidity
Saturation vapourpressure
ofHOat23°C23°C
Β
Η
a=296.2K
«mi.33IcPa,
=60porcent
=3.20kPa
PositiveDisplacement Pump(PDP)
»V PumpVolurno
(fromcalibration data)
Vaouum i
Cantemperature tTpa51°^
Numberofpuraprevolutions tn■=26.*000
Analyser readings
dilutedejchauut sample dilutionair
HC192ppm 3.0ppn.
COt470ppm 0ppm
N0V170ppm 0ppm2.439litres/rev
2.30kPa
51°C=324.2K
Χ1
COj1.6Vol.poroentdilutionaireample
3.0ppn.
0ppm
0ppm
0.03Vol.percent
4.4.2.Calculation
4.4.2.1.GaoVolume(cf.(2)).
Ρ-ΡΒί
VmixaVVnÇ
Vml*"2-6?61*2-"393126-°°°*
-5I9&O.09
N.B,ForCFVandsimilar CVScysteinethevolumenaybe
readdirectly fromtheinstrumentation .

βΗ
-68-
Annex III
Appendix 8
page 7
4.4.2.2.Humidity correction factor (kil)(aooformula (6))
6.211 χΗχΡ,H= a d
PB~(pdxw)
ν 6.211 χ60χ3.2u"IcïTîT^nïTFxôTSôJ
«
H«11.99509
v» I
ni 1-0.0329 x(ii-10.71 )
ΤΙβ1-0.0329 χ(11.9959 -10.71 )
Ιο.β1.0442
4.4.2.3 .Dilution factor (DF)(seeformula IT0.5 )
■ip= |
°C02+'CHC+Ccn)10'r
DF=
1.6+(92.0 +470)10_/''
DP=8,091
4.4.2.4 .Calcu .ition ofthecorrected c:>ncentratinn
ofpollutant t;inthesampling bag
HC,mass emissions (seeformulae No.4andNo.l )
c,=c_c,(1-4_)1 0 d DF
C=9^-0 -3(1 )
8.O9I
C±= 89.37?-
^iïC=CHCXVnixxSic
Qhc=°.6!9
M™=89.372 X51961 x0.619X10~6
=2.87 g/test HC

Annex IV
Annex IV
TYPE IITEST
(Carbon monoxide emission te3t atidling speed )
INTRODUCTION
This annex describes theprocedure for thetypo IItest defined in
item 5-2.1.2 .ofAnnex I.
■COIIDITIONS OFI'EASÜKEMEHT
Thefuel shall bethereference fuel whose specifications aregiven
inannex VI. .
The type IItest shall becarried outimmediately after thefourth
operating cycle ofthetype Itest ,with theengine atidling speed ,
thecold-start device notbeing used .Immediately before each
measurement ofthecarbon-monoxide content ,atype Itest operating
cycle asdescribed inannex III,item 2.1.,shallbecarried out .
Inthe case ofvehicles with manually-operated orsemi -automatic -shift,
gear-boxes thetest shall becarried outwith thegear lever inthe .
''neutral 1'position andwith the clutch engaged .
Inthecase ofvehicles with automatic-shift gear-boxes thetest shall
becarried outwith thegear selector ineither the "neutral "or .the . .
■'parking "position .
Components foradjusting the idling speed
Definition
Forthepurposes ofthis Directive ,''components foradjusting the
idling -speed 1'means controls forchanging theidling conditions ofthe
engine which maybeeasily operated byamechanic using only thetools
described initem 2.5.1 .1..Inparticular ,devices for
calibrating fuel andair flows arenot considered asadjustment
components iftheir setting requires theremoval oftheset-stops ,
anoperation which cannot normally beperformed except byaprofessional
mechanic . .,
Tools which maybeused tocontrol components foradjusting theidling
speed :screw drivers (ordinary orcross-headed ),spanners (ring ,
open-end oradjustable ),pliers ,Allen wrenches .

at
-2~
Annex IV
2.^.2 . Détermination ofmeasurement points
2.5.2.1 .Ameasurement atthesetting used forthetype Itest shall be
performed first .
2.5.2.2. Foreach adjustment component with acontinuous variation ,asufficient
number ofnliaractcristic positions shall bodetermined .
.7.5.2.5 Themeasurement ofthe cnrV<or -monoxide content ofexhaust gases shall
bocarried outforall thepossible pooitiono oftheadjustment
components ,butfor component.' :with acontinuous variation ,only the
pooitiono defined initem 2.5.2.2 .shall beadopted .
2.5.2.4 . Thetype IItent shall beconsidered satisfactory ifonoorboth of
thefoilwing conditions ismet :
P.5.2.4.1# none ofthovalues measured inaccordance with theprovisions of
item 2.5.2.3 .exceeds the limit values ;
2.5 .2,4.2 .thomaximum content obtained bycontinuously varying oneofthe
adjustment :components uhile thoother components arokept stable dooa
notexceed tholimit value ,this condition being metfor thevarious
combinations ofadjustment components other than tho onewhich was
varied continuously .
2.5.2.5 . Thepossible positions oftheadjustment compononts shall belimited !
2.5.2.5.1 .onthoonehand ,bytholargor ofthofollowing t\/ovalues :tho
lowest idling opoed which thoongino canreach ;thespeed recommended
bythemanufacturer ,minus 100revolutions perminuto ;
2.5.2.5 .2.ontheother hand ,bythesmallest ofthofollowing three values :
thehighest speed thoengine canattain byactivation oftheidling
spoea components ;thespeed recommonded bythemanufacturer ,plus
250revolutions perminute ;thecut-in spood ofautomatic clutches .
2.5*2.6 . Inaddition ,settings incompatible with correct running ofthoengine
shall notbeadopted asmeasurement settings .Inparticular ,when
theengine isequipped with several carburettors ,allthocarburettors
shall have thesame setting .

-3-
Annex IV
SAMPLING OFGASES
Thesampling probe shall beplaced inthepipe connecting theexhaust
with thecampling bagandanclosa aspossible totheexhaust#
Theconcentration inCO(CCQ)andC02(C^)shall bedetermined froa .
themeasuring instrument readings orrecordings ,byuseofappropriate
•calibration curves .
Thecorrected concentration forcarbon monoxide regarding four-stroke
engines is: .""
ccooorr=°coôrfcT (TOl-w
LU p
Theconcentration in (item 3.2.)measured according tothe
formulas contained initem 3.3 .need notbecorrected ifthe
total oftheconcentrations measures (C„+ )isatleastCO COo
15forfour-stroke engines .

Annex V
Annoy V
TYPE III TEST
(Verifying emissions ofcrankcase gases )
1. HITRODUCTIOH
This annex describes theprocedure for thetype IIItest defined' in
item 5.2 .1'w3.ofAnnex I.
2. CElIEIïAL PROVISIONS
2.1 . Test III shall bocarried outonthevehicle with gasoline-fuelled engine
subjected tothe type Iand thetype IItests .
2.2 . Theengines tested shall include leak-proof engines other than those so
designed that even aslight leal :may cause unacceptable operating faults • •
(such asflat-twin engines ).
3. TEST C01IDITI01TS
5.1 . Idling shall -beregulated inconformity with themanufacturer 's
recommendations .
3.2 . Themeasurements shall beperformed inthefollowing three sets ofconditions
ofengine o-Deration :
Conditions Vehicle speed
lío . (km/h)
1 Idling
2 50+2
3 50+2
ConditionsPower absorbed bybrakeHo .
1 Hil
2 That corresponding tothesettings for type Itests
5 That forconditions lío.2,multiplied byafactor of1.7
4-
4.1 .[EST METIIOD
For theoperation conditions aslisted initem 3.2 .above reliable
function ofthe cranlccase ventilation system shall bechecked .

-2-
5. lETHODOFVERII7ICATIOIT OP'HECRA1IICCAGE VEIITILATIOII SYSTEII
5.1.Theengine'sapertures shallbeleftasfound.
Thepressureinthecrankcaseshallhemeasuredatanappropriate locatioi.
Itshallbemeasuredatthedipstickholewithaninclined–tubemarionieter.
5.3.Thevohioleshallbodeemedsatisfactory if,ineverycondition of
measurement definedinitem3«2.,thepressure measured inthe
crankcane doesnotexceedtheatmospheric pressureprevailing atthetLtmof/
measurement . /
5«4«Fortheteatbythemethoddescribed above,thepressureintheintake
manifold 3hallbemeasured towithin +1kPa.
5.5.Thevehiclespeedaaindicated ctthedynamometer shallbemeasured to
within^2krn/h.
5.6.Thepressuremeasuredinthecrankcuse shallbomoasuredtowithin*0,01kP&»
[>,'1.Ifinonooftheconditions ofmeasurement definedintheabovo-mentiomsd
item3.2.thepressure rioanurod inthecrankcase excoodotho
atmospheric pressure,anodditionol tootnodefinedinitem6.
shallbeperformedifsorequested bythemanufacturer .
6. ADDITlUtfAL TCST1ETII0D
6.1.Thoengine'0apertureo shallbeleftasfound.
6.2.Afloxiblo bogimpervious tocrankcase gnoesandhavincacapacityof
approximately fivelitresshallboconnocted tothedipstick hole.Thebag
shallbeemptybeforeeachmeasurement .
6.3.Thobagshallbeclosedbeforeeachmeasurement .Itshallboopenedtothe
crankcase forfiveminutesforeachcondition ofmeasurement prescribed in
item3.2.
6.4.Thevehicleshallbodeemedsatisfactory ifineverycondition ofmeasurezaeni
definedinitem3.2.novisibleinflation ofthebagoccurs.
0.5.komark
6.5.1.Ifthestructural layoutoftheengineissuchthatthetestcannotbe
performed bytheuothodsdescribed initems6.-6.4«,above,the
measurements shallbeeffected bythatmothoamodified asfollows ;
6.5.2.Beforethotest,allapertures otherthanthatrequiredforthorecoveryof'
thogasesshallbeclosed.
6.5.3. kQGshallboplacedonasuitabletnko-off whichdoesnotintroduce any
additional lossofpressuremdisinstalled onthorecycling circuitofthe
devicedirectlyattheengine-connexion aperture.

-3
Annex V
TYPE III TEST
See
aetaii
(i)
(a)Direct recycling al;
nlipht vacuum
Control
valve
See
détail
(i)Π Γ < *566
I - Vif' détailo /A a)
| l–■■■ /MMH
|> wammmmtmm V/ri/i
|– /ÇZizr\ |
/II-/rr-mJ Crank -\I 1 cane \
i ]0D)Indirect recycling
I J a_ts^-i£htvacuum
\ Bag /
^X, *=3=^?/ (i;Connexion of
__/ take-off ;mdba£ 1i^"*^en"i3/ i–
/ I Contro.l vn.lvtt ~*\]î // tf\KTI
)Double-circuit direct rccyc ]in,*"'(d)Venting oforanlc-ca.se with
control v.-i/lvo (Theba*;imiut
b^oomujci.o'l tothevent ;)

AnnexVI
AnnexVI
SPECIFIC.'.TI ONSOFREFERENCE FUELS
1.Technicaldataofthereferencefueltobeusedtoutingvehicles equipped
withagasoline-fuellei 1cngine
CECREFERENCE FUELRF--OI--T-79(January1979)
TypeiPremiumgasoline ,leaded
RenoarchOctane Number
Densityat15°C
Reidvapourpressure
Distillation
Initialboilingpoint
lOfovol.point
50^ovol.point
90iovol.point
JFinalboilingpoint
JResidue
I
;Hydrocarbon analysis
jOlefins
jAromatics
jSaturates
iOxidation stability
Existent gum
Sulphurcontent
Leadcontent
líatureofooavnngcr
NatureofleadallcylLimitf .:andunit;;
mi.n.98.0
mm.0.741kg/l
max.0./55
min.O.56bar
max.0.6A
min. 2A°C
max./|0
min.42
max.53
min.90
max.110
rnin.150
max.170
min.185
max.205
max.2</ovol.
max.
max.20<fovol.
45
balance
min.480minuten
max.4mg/lOOml
max.0.04/«mass
mm.
max.0.10g/1
0.40g/l
motor mîx
notspecifiedASTMmethod
2699
1298
323
06
1319
525
381
1266,2622
or2785
3341

'•-/y
-2-
Annex VI
Noto1: Equivalont ISOmethodo will boadopted when is3ued forallpropertieo
listed above .
Note 2: Thefieuros quoted ahow thetotal evaporated quantities (poroent
roriovorod +percent Ion;;).
Note J: Theblond ingofthio fuel nhould only involve useofconventional
European refinery components .
Note 4: Fuel maycontain additive ::inusually marketed concentrationo .
/Iota 5: valued quoted inthespecification are "true values ".In
establishment oftheir limit valueo theterms ofASTM D3244 "Defining
aBasis forPetroleum Product Quality Disputos "have been applied and
infixing amaximum value ,aminimum difforwnoc of2Rabove zoro hau
boon taken into account ;infixing amaximum andminimum value ,tho
minimum difference in4R(R=Reproducibility ).
Notwithstanding this measure ,whinh isnecessary forstatistical
reasons ,themanufacturer ofafuel should nevertheless aimatazero
value where thestipulated maximum value is2Randatthemean value
inthecase ofquotationc ofmaximum andminimum limits .
Should itbenecessary toclarify thequestion astowhether afuel
moetn therequirements ofthespecification ,theterms ofASTM D3244
should beapplied .
>

-3-
AnnexVI
2.Technical dataofthereference fuelto"beused,testingvehicles equipped
withadieselengine
CECREFERENCE FUELRF-03-T-79(January1979)
Type:Dieselfuel
'Limit :andunitu!
ÂSTMmethod
Densityat15°C . min.
max.o.035
0.845I29O
CetaneIndex min.
max.51
57976
Distillation (2) 86
50iovol.point min.?45°C
9<yf°vol.point min.
max.520
340
Finalboilingpoint max.370
Viscosity ,40°C min.
max.2.5cSt(mm^/s)
3-5445
Sulphurcontent min.
max.0.20c/omass
0.501266,2622
or2785
Flashpoint min.55°C 93
iColdfilterplugging point max.-5°C CENdraftpr
ENII6orIP309
Conradson carbonresidue
on1Cffndist.residuemax. mass 189
1
Ashcontent max.0.01$mai;ü 482
Watercontent max.0.05$mass 95or1744
Coppercorrosion ,100°C max.1 130
Neutralization (strongacid)
numbermax.0.20mgKOIí/g 974

-4-
AnnexVI
Note1:Equivalent ISOmethodswilltoadoptedyhenissuedforall.properties
listedabove.
Foto2sThefiguresquotedshowthetotalevaporated quantities (percent
reco'ornd+percentlosn).
NoteJ:Thisfuelmybebasedonstraight runandcraokoddistillates ;
dooulphurization isallowed.Itmuatnotcontainanymetallic additives .
Note4sThevaluesquotedinthespecificationare"truevalues".In
establishment oftheirlimitvaluesthetermsofASTMD3244"Defining
aBa3i3forPetroleum ProductQualityDisputes "havebeenappliedand
infixingamaximumvalue :,aminimumdifference of2Rabovezerohas
beentakenintoacoount ;infixingamaximum andminimumvalue,the
minimumdifference is4R(R=Reproducibility ).
Notwithstanding thismeasure,whichisnecessary forstatistical
reasons,themanufacturer ofafuelshouldnevertheless aimatazero
valuewherethestipulated maximumvalueis2Randatthemeanvalue
Intheoasoofquotations ,of-maximum andminimumlimits.
Shoulditbenocousary toolarifythequontion astowhethorafuel
moutotherequirements ofthespecification ,thetermsofASTMD3244
shouldbeapplied.

Annex VII
ANNEX VII
MODEL
Maximum size :A4 (210x297
ANNEX TOTHE EEC VEHICLE TYPE-APPROVAL CERTIFICATE RELATING TOTHE
EMISSION OFGASEOUS POLLUTANTS FROM THE ENGINE
(Articles 4(2)and10ofCouncil Directive 70/156/EECof6February
1970 ontheapproximation ofthe laws oftheMember States relating
tothetype-approval ofmotor vehicles andtheir trailers )
Inthe light oftheamendments made pursuant toDirective / EEC
EEC type-approval N°
1.Category ofthevehicle type (M.j,N^etc.)
2.Trademark ortrade name ofthe vehicle :
3.Vehicle type : Engine type :
4.Manufacturer' sname and address :
5. Ifapplicable ,name andaddress ofthemanufacturer 'sauthorized
representative :
6.Mass ofvehicle inrunning order :
6.1 .Reference mass ofvehicle :
7.Technically permissible maximum mass ofvehicle :
8. Gear-box :
8.1 .Manual orautomatic 1/2/
8.2 .Number ofgear ratios :
8.3.Transmission ratios 1/First gear N/V
Second gear N/V
Third gear N/V
Fourth gear N/V
Fifth gear N/V
Final drive ratio
Tyres :dimensions
dynamic rolling circumference
Wheel drive :front ,rear ,4x4 1/
8.4 .Check ofperformance referred toinannex III,item 3.1 .6.,ofthis
Directive
1/Strike out what does not apply .
2/Inthecase ofvehicles equipped with automatic-shift gear-boxes ,give all
pertinent technical data .mm)
Name ofadministration

-2-
AnnexVII
9.Vehiclesubmitted forapproval on
10.Technical serviceresponsible fortype-approval tests:
11.Dateoftest-report issuedbythatservice
12.Numberoftest-report issuedbythatservice
13.EEC-Type Approval granted/refused 1J
14.Resultsofapproval tests:Inertiaequivalent mass kg
Absorbed powerPa kWat50km/h
Methodofsetting
14.1.TesttypeI:1/
CO:...g/test CH:...g/test NO...g/tsst
14.2.TesttypeII:1/
CO:...Vol% at...IdleR.P.M.
14.3.TesttypeIII:
15.Gassampling Systemused:
15.1.PDP/CVSy
15.2.CFV/CVSy
15.3.CFO/CVSy
16.Place:
17.Date:
13.Signature :
19.Thefollowing documents,bearingtheapproval numbershownabove,
areattached tothisAnnex:
-1copyofAnnexIItothisRegulation ,dulycompleted andwiththe
drawings anddiagrams referred toattached;
-1photograph oftheengineanditscompartment .
1/Strikeoutwhatdoesnotapply.