COMMISSION OF THE EUROPEAN COMVttJNITIES 
C0M(91) 497 final - SYN 371 
Brussels, 26 February 1992 
Proposal for a 
COUNCIL REGULATION (EEC) 
ON 
THE MAXIMUM DESIGN SPEED, MAXIMUM TORQUE 
AND MAXIMUM NET ENGINE POWER 
OF TWO OR THREE-WHEEL MOTOR VEHICLES 
(presented by the Commission) 
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EXPLANATORY MEMORANDUM 
This proposal relates to the maximum design speed of two or three-wheel motor 
vehicles (measurement method) and the the maximum torque (measurement method) 
and maximum net engine power (permissible limit value and measurement method) of 
said vehicles. It forms part of the approval procedure for said vehicles 
covered by a proposal for a regulation (framework regulation) sent by the 
Commission to the Council on 3 April 1991. 
These are requirements concerning the methods of measuring those characteristics 
of the vehicles concerned which, together with the other factors and 
characteristics provided for in Annex 1 to the proposal for the framework 
regulation, are requirements which must be met if those vehicles are to be 
approved and placed on the Community market. Moreover, for reasons of safety, 
the net engine power of all two or three-wheel vehicles has been restricted to 
74 kW. 
In drawing up this proposal the Commission has widely drawn upon the 
requirements adopted in this area by the United Nations Economic Commission for 
Europe in its Regulation 68, the draft amendments to ISO standards Nos 4106, 
4164, 7116 and 7117 and Directive 80/1269/EEC on the method of measuring the 
maximum engine power of motor vehicles having four or more wheels. 
It should be stressed that the method of measuring maximum design speed is 
particularly important in classifying said vehicles as mopeds, motorcycles and 
tricycles, where the maximum speed parameter is crucial. 
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PROPOSAL 
FOR 
A COUNCIL REGULATION (EEC) 
ON 
THE MAXIMUM DESIGN SPEED, MAXIMUM TORQUE 
AND MAXIMUM NET ENGINE POWER 
OF TWO OR THREE-WHEEL MOTOR VEHICLES 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Economic Community, and in 
particular Article 100 A thereof, 
Having regard to Regulation (EEC) n* .... of on the type approval of 
two and three-wheel motor vehicles^1), 
Having regard to the proposal from the Commission, 
In cooperation with the European Parliament, 
Having regard to the opinion of the Economic and Social Committee^2^, 
Whereas it is necessary to adopt measures intended gradually to introduce the 
internal market over a period expiring on 31 December 1992; whereas the internal 
market comprises an entity without internal frontiers within which the free 
movement of goods, persons, services and capital is guaranteed; 
Whereas the methods of measuring the maximum design speed, maximum torque and 
net engine power of two or three-wheel motor vehicles differ from one 
Member State to another-, whereas those differences raise barriers to trade 
within the Community; 
(1) O.J. n* L 
(2) J.O. n' L 
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Whereas for reasons of safety It has proved necessary to limit the maximum net 
engine power of said vehicles, even where no such measure exist in any other 
Member State; 
Whereas the barriers to the establishment and operation of the internal market 
may be removed if the same requirements are adopted by a I I Member States in 
place of their national regulations; 
Whereas the establishment of harmonized requirements for the maximum design 
speed, maximum torque and maximum net engine power of two or three-wheel motor 
vehicles is necessary in order to permit the implementation, for each type of 
said vehicle, of the type approval and component type approval procedures 
covered by the EEC regulation; 
HAS ADOPTED THIS REGULATION : 
Article 1 
This regulation shall apply to the methods of measuring the maximum design speed 
and maximum engine torque, and the limit to and method of measuring the net 
maximum engine power of all of the types of vehicle defined in Article 1 of 
Council Regulation (EEC) No ... , of on the type approval of two or 
three-wheel motor vehicles. 
Article 2 
The procedure governing the granting of component type approval In respect of 
the maximum design speed and maximum engine torque (measuring method), and also 
of the maximum net engine power (maximum permissible limit and measuring method) 
of a type of two or three-wheel motor vehicle and the conditions attached to the 
free movement of any such vehicles shall be those laid down in 
Regulation (EEC) No 
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Article 3 
Any changes needed for the purposes of adaptation of the annexes I and II to 
technical progress shall be adopted in accordance with the following procedure : 
A committee of an advisory nature shall be set up for the adaptation to 
technical progress of the regulations concerning the two or three-wheel vehicle 
sector, hereinafter referred to as the "Committee", which shall comprise 
representatives of the Member States and be chaired by a representative of the 
Commission. 
In all cases where reference is made to the procedure set out in this article, 
the matter shall be laid before the Committee by its chairman, either on his own 
account or at the request of a representative of a Member State. The 
representative of the Commission shall submit to the Committee a draft of 
measures to be taken. The Committee shall deliver its opinion on the draft 
within a time limit which the chairman may lay down according to the urgency of 
the matter, if necessary by taking a vote. 
The opinion shall be recorded in the minutes; in addition, each Member State 
shall have the right to ask to have its position recorded in the minutes. 
The Commission shall take the utmost account of the opinion delivered by the 
Committee. It shall inform the Committee of the manner in which its opinion has 
been taken into account. 
Art icle 4 
This regulation shall enter into force on 1 January 1993. 
This regulation is binding in its entirety and 
directly applicable in ail of the Member States. 
Done at Brussels, 
For the CounciI. 
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LIST OF ANNEXES 
ANNEX I: Requirements concerning the method of Measuring the maximum design 
speed. 
Appendix 1: Procedure for defining the correction coefficient relating to 
the annular speed test circuit. 
Appendix 2: Information document concerning the essential characteristics 
of the type of vehicle that affect its maximum design speed. 
Appendix 3: Component type approval certificate in respect of the maximum 
design speed of a type of two or three-wheel motor vehicle.. 
» 
ANNEX II: Requirements relating to the maximum permissible power and methods 
of measuring the maximum torque and maximum not power of the engine 
Appendix 1: Determination of the maximum torque and maximum net power of 
spark-Ignition engines for mopeds. 
•Sub-Appendix 1: Information document concerning the essential 
characteristics of the engine type that affect Its 
maximum torque and maximum net power. 
•Sub-Appendix 2: Component type approval certificate in respect of 
the maximum torque and maximum net engine power of a 
type of moped. 
Appendix 2: Determination of maximum torque and maximum net power of 
spark-Ignition engines for motorcycles and tricycles. 
•Sub-Appendix 1 - 7 -
Measurement of maxHnum torque and maximum net engine 
power by means of the engine-temperature method. 
•Sub-Appendix 2: Information document concerning the essential 
characteristics of the engine type that affect its 
maximum torque and maximum net power output. 
•Sub-Appendix 3: Component type approval certificate concerning the 
maximum torque and maximum net engine power of a 
type of motorcycle or tricycle. 
Appendix 3: Determination of the maximum torque and maximum net power of 
compress Ion-ignition engines fitted to two or three-wheel 
vehicles. 
•Sub-Appendix 1 Information document concerning the essential 
characteristics of the engine type that affect its 
maximum torque and maximum net power output. 
•Sub-Appendix 2 Component type approval certificate concerning the 
maximum torque and the maximum net engine power of a 
type of two or three-wheel motor vehicle. 
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ANNEX I 
REQUIREMENTS RELATING TO THE METHOD OF MEASURING 
MAXIMUM DESIGN SPEED 
1. Requirements 
1.1. The maximum design speed of the vehicle shall be measured in 
accordance with the requirements set out below. 
2. Preparation of the vehicle. 
2.1. The vehicle shall be clean and only those accessories that are 
needed to enable the vehicle to undergo the test shall be in 
operation. 
2.2. The fuel-supply and the Ignition settings, the viscosity of the 
lubricants for the mechanical parts in motion, and the tyre 
pressures, shall be as required by the manufacturer. 
2.3. The engine, transmission and tyres shall have been properly 
run-in in accordance with the manufacturers requirements. 
2.4. Before the test all parts of the vehicle shall be in a thermally 
stable state, at their normal operating temperature. 
2.5. The vehicle shall be submitted at its mass in running order. 
2.6. The distribution of the loadings among the wheels shall be as 
intended by the manufacturer. 
3. Driver 
3.1. Uncabbed vehicles 
3.1.1. The driver shall have a mass of 75 kg ±5 and be 1.75 m ± 0.05 
tall. However, in the case of mopeds these tolerances are 
reduced to ± 2 and ±0.02 respectively. 
3.1.2. The driver shall wear an adjusted one-piece suit or an equivalent 
item or clothing. 
3.1.3. He shall be seated on the driver's seat with his feet on the 
pedals or footrest and his arms normally extended. Where vehicles 
achieve a maximum speed of more than 120 km/h when their rider is 
In a seated position that rider shall be so equipped and* 
positioned as recommended by the manufacturer. 
However, that position shall enable the driver continuously to 
control the vehicle during the test. The driving position shall 
be the same throughout the test and a description of that 
position shall be given in the test report or be replaced by 
photographs. 
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3.2. 
3.2.1 
4. 
4.1. 
4.1.1 
4.1.2 
4.1.3 
4.2. 
4.2.1 Cabbed vehicles 
The driver shall have a mass of 75 kg ± 5. However, in the case 
of mopeds, this tolerance is reduced to ± 2. 
Characteristics of the test track 
The tests shall be carried out on a road: 
which allows the maximum speed to be maintained along a 
measurement base as defined in Item 4.2. The acceleration track 
preceding the measuring base shall be of the same type (surface 
and longitudinal profile) and be sufficiently long in order to 
enable the vehicle's maximum speed to be reached; 
that is clean, smooth, dry, asphalted or surfaced in an 
equivalent manner; 
having a longitudinal gradient of not more than 1% and a degree 
of banking of not more than 3 X. The variation in altitude 
between any two points on the test base shall not exceed 1 m. 
The possible configurations for the measuring base are 
illustrated in Items 4.2.1, 4.2.2 and 4.2.3. 
Type 1 
L > 200m 
4.2.2 Type 2 
> 50m 
L<20m ~~— -L <20m 
4.2.3 Type 3 
L \ 200 
^ 200 
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4.2.3.1. The two measuring bases L shall be equal in length and virtually 
parallel to each other; 
4.2.3.2. If both measuring bases L are curvilinear in shape despite the 
requirements of Item 4.1.3., the effects of centrifugal force 
shall be compensated for by the cross section of the bends; 
4.2.3.3. Instead of the two bases L, see Item 4.2.3.1., the measuring base 
may coincide with the overall length of the annular test track. 
In this case the minimum radius of the bends shall be 200 m and 
the effects of centrifugal force shall be compensated for by the 
cross section of the bends. 
4.3. Length L of the measuring base shall be selected in conjunction 
with the accuracy of the equipment and the methods used to 
measure testing time t in such a way that the value for the 
actual speed can be plotted to within ±1X. If the measuring 
equipment is of the manual type length L of the measuring base 
shall not be less than 500 m. If a type-2 measuring base has 
been selected it will be necessary to use electronic measuring 
equipment in order to determine time t. 
5. Atmospheric conditions 
- atmospheric pressure: 97 ±6 kPa 
- temperature: between 278 and 303 K 
- relative humidity: 50 to 905X 
- maximum windspeed: 3 m/s. 
6. Test procedure 
6.1. The gear ratio used during the test shall be that enabling the 
vehicle to reach its maximum speed on level ground. The throttle 
control shall be kept fully open and the enrichment devices shall 
be inoperative. 
6.2. Drivers of uncabbed vehicles shall maintain their driving 
position as defined in Item 3.1.3. 
6.3. The vehicle shall arrive at the measuring base at a constant 
speed. Type 1 and Type 2 bases shall be travelled along in both 
directions in succession. 
6.3.1. Testing in a single direction may be accepted on a Type-2 
measuring base if, owing to the characteristics of the circuit, 
it is not possible to reach the maximum speed of the vehicle in 
both directions. 
In this case: 
6.3.1.1. The test run shall be repeated five times in immediate 
succession; 
6.3.1.2. The speed of the axial wind component shall not exceed 2 m/s; 
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6.4. Both bases "L" on a Type3 measuring base shall be travelled along 
consecutively in a single direction, without interruption. 
6.4.1. if the measuring base coincides with the total length of the 
circuit it shall be travelled along In a single direction at ' 
least twice. The difference between the extremes of the time 
measurements shall not exceed 3X. 
6.5. The fuel and lubricant shall be those recommended by the 
manufacturer. 
6.6. The total time t needed to travel along the measuring base in 
both directives shall be determined to an accuracy of 0.7X. 
6.7 The determination of average speed. 
Average speed V (km/h) for the test shall be determined as 
fol lows: 
6.7.1 Type-1 and Type-2 measuring base 
V - 3.6 x 2 L - 7.2 L 
where: 
L - length of measuring base (m) 
t - time(s) taken to travel along measuring base L(m). 
6.7.2. Type-2 measuring base, travelled along In a single direction 
V - Va ± Vw.f 
where: 
Va - speed measured for each test run (km/h) - 3.6 L 
t 
where t - time(s) taken to travel along measuring base L (m), 
Vw - windspeed (km/h); a plus sign is used where the actual 
wind component Is In a direction opposite to that of the 
vehicle and a minus sign Is used for the converse, 
f - correction coefficient - 0.6. 
6.7.3. Type3 measuring base 
6.7.3.1. Measuring base consisting of two parts L (see Item 4.2.3.1.) 
V - 3.6 x 2 L - 7.2 L 
where: 
L - length of measuring base (m) 
T - total time needed to travel along both measuring bases L(s) 
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6.7.3.2. Measuring base coinciding with the total length of the annular 
test track (see Item 4.2.3.3.) 
V - Va.k 
where: 
Va - speed measured (km/h) - 3.6 L 
where: 
L - length of trajectory actually followed on the annular 
speed-test track (m); 
t - time(s) needed to complete a full lap 
(s) - 1_ . n . ti 
n 1-1 
where 
0 - number of laps 
t - time(s) needed to complete each lap 
k » correction factor (1.00 <^ k <_1.05); this factor is 
specific to the annular test track used and shall be 
determined experimentally in line with Appendix 1. 
6.8. The average speed shall be measured at least twice in succession. 
7. Maximum speed 
The maximum speed of the vehicle shall be expressed in kilometres 
per hour by the figure corresponding to. the closest whole number 
to the arithmetical mean of the values for the speeds measured 
during the two consecutive tests, which shall not diverge by more 
than 3 X. When this arithmetical mean lies exactly between two 
whole numbers it shall be rounded up to the next highest number. 
8. MAXIMUM SPEED MEASUREMENT TOLERANCES 
8.1 The maximum speed as determined by the testing body may differ 
from the values specified by the manufacturer by ± 5 X. 
8.2 During a production conformity check the maximum speed may differ 
by ± 5X from the value determined during the component type • 
approval test. That value becomes ± 10 X In the case of mopeds 
the maximum design speed of which is <_30 km/h. 
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APPENDIX 1 
PROCEDURE FOR THE DEFINITION OF THE CORRECTION COEFFICIENT 
FOR THE CIRCULAR TEST TRACK 
1. 
2. 
3. 
3.1 
3.2 
4. Coefficient k relating to the circular test track shall be 
plotted up to the maximum permitted speed. 
Coefficient k shall be plotted for several speeds in such a way 
that the difference between two consecutive speeds will not be 
more than 30 km/h. 
For each speed selected the test shall be carried out in line 
with the requirements of this .regulation, in two possible ways: 
Speed measured in a straight line Vd 
Speed measured on the circular test track Va. 
For each speed measured values Va and Vd shall be entered on a 
diagram (fig. 1) and the successive points shall be linked by 
means of a segment of a straight line. 
Vd 
5. fig. 1 Va 
The coefficient k is given by the following formula for each 
speed measured: 
k - Vd_ 
Va 
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APPENDIX 2 
INFORMATION DOCUMENT 
CONCERNING THE ESSENTIAL CHARACTERISTICS 
OF THE TYPE OF VEHICLE THAT AFFECT ITS MAXIMUM DESIGN SPEED 
(to be added to the component type approval aplMeat ion where 
this is lodged separately from the vehicle type approval application) 
Reference number (supplied by the applicant) : 
The application for component type approval In respesct of the maximum design 
speed of a type of two or three-wheel motor vehicle shall contain the 
information set out in Annex II to Regulation (EEC) No , of ...» under 
letter A, In the following items : 
0.1 
0.2 
0.4 to 0.6 
2.1 to 2.2.1 
3.0 to 3.1.1 
4.1 to 4.6 
5.2 
5.2.2 
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APPENDIX 3 
Name of Administration 
COMPONENT TYPE APPROVAL CERTIFICATE 
IN RESPECT OF 
THE MAXIMUM DESIGN SPEED 
OF A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
MODEL 
Report n° by test ing body , date 
Component type approval n* Extension no 
1. Trade mark or name of vehicle 
2. Type of vehicle 
3. Name and address of manufacturer 
4. Name and address of manufacturer's authorized representative (if 
any): 
5. Vehicles submitted for test on 
6. Max imum speed km/h 
7. Component type approval' has been granted/refused*** 
8. PI ace 
9. Date 
10. Signature 
(*) Delete as appropriate 
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ANNEX II 
REQUIREMENTS RELATING TO 
THE MAXIMUM PERMISSIBLE POWER 
AND METHODS OF MEASURING 
MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 
1. GENERAL 
1.1. The net power output of a two or three-wheel motor vehicle shall 
not exceed 74 kW. 
1.2. Appendix 1 shall apply In determining the maximum torque and the 
maximum net power of (spark-ignit ion) engines for mopeds. 
1.3. Appendix 2 shall apply in determining the maximum torque and 
maximum net power of Xspark-ignition) engines for motorcycles and 
tricycles. 
1.4. Appendix 3 shall apply in determining the maximum torque and 
maximum net power of compress ion-ignit ion engines. 
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APPENDIX 1 
DETERMINATION OF THE MAXIMUM TORQUE AND 
MAXIMUM NET POWER OF 
SPARK-IGNITION ENGINES FOR MOPEDS 
1. DEFINITIONS 
For the purposes of this regulation: 
1.1. "net power", means: 
the power available on the test bench at the end of the crank 
shaft or equivalent component at the speed laid down by the 
manufacturer, together with the accessories listed in table 1. 
If the power can only be measured with the gearbox fitted to the 
engine the efficiency of the gearbox shall be taken into account; 
1.2. "maximum net power" means: 
the maximum net power value measured under full engine load; 
1.3. "torque" means: 
the torque measured under the conditions laid down in 1.1; 
1.4. "maximum torque" means: 
the maximum torque value measured under full engine load; 
1.5. "accessories" means: 
all apparatus and devices listed in Table 1; 
1.6. "standard-production equipment", means: 
all equipment intended by the manufacturer for a specific 
application. 
2. ACCURACY OF TORQUE AND POWER MEASUREMENTS UNDER FULL LOAD. 
•2.1. Torque: +_ 2 X of torque measured*1). 
2.2. Rotational speed: the measurement shall be accurate to + 1 X. 
2.3. Fuel consumption + 2 X for all of the devices used. 
(1) The torque measuring device shall be calibrated in such a way as to take 
account of frictlonai losses. This accuracy may be ± 2 X in the case of 
measurements carried out at power outputs 50 X lower than the w-maximum 
value. It will in every case be ± 1 X for the measurement of maximum 
torque. 
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2.4. Temperature of engine induction air: +_ 2 . 
2.5. Barometric pressure: +.70 Pa. 
2.6. Pressure and under-pressure In the exhaust: +_ 25 Pa. 
3. TEST FOR THE MEASUREMENT OF MAXIMUM TORQUE AND MAXIMUM NET ENGINE 
POWER 
3.1. Accessories. 
3.1.1. Accessories to be fitted 
During the test the accessories needed for operation of the 
engine in the application under consideration (as set out in 
Table 1) shall be located on the test bench as far as possible in 
the position they would occupy for the application under 
consideration. 
3.1.2. Accessories not to be fitted 
Certain vehicle accessories which are only needed for use of the 
vehicle itself, but which are likely to be mounted oh the engine, 
shall be removed for the tests. 
The power absorbed by fixed equipment under no load may be 
determined and added to the power measured. 
- 19 -
TABLE 1 
Accessories to be fitted during the test in order to 
determine torque and net engine power 
No Accessories Fitted for the torque and 
net-power test 
1 Induct ion system 
- Induction manifold 
- Air filter If series mounted : yes 
- Inlet silencer 
- Crank case gas recycling 
- Speed I imiter 
2 Exhaust system 
- Exhaust clean-up system 
- Manifold 
- Pipework (1) If series mounted : yes 
- SIlencer (1) 
- Exhaust pipe (1) 
3 Carburetter If series mounted : yes 
4 Fuel injection system 
- Upstream fiIter 
- Filter 
- Pump 
- Pipework If series mounted : yes 
- Injector 
- Where fitted, air inlet 
flap (2) 
- Regulator (if fitted) 
5 Liquid-cooling equipment 
- Radiator 
- Fan (4)(5) if series mounted : yes 
- Water pump (3) 
- Thermostat (6) 
6 Air coo Ii ng 
- Cowling If series mounted : yes 
- Blower (4)(5) 
- Temperature regulator 
- Auxiliary bench blower Yes, if necessary 
7 Electrical equipment If series mounted : yes 
8 Anti pollution devices If series mounted : yes 
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(1) If it is difficult to use the standard exhaust system an exhaust 
system causing an equivalent loss in efficiency may be fitted for 
the test with the agreement of the manufacturer, in the test 
laboratory when the engine is in operation the exhaust gas 
extraction system shall not cause in the extraction flue that's 
the point where it is connected to the vehicle's exhaust system, 
a pressure differing from atmospheric pressure by +_70 Pa 
(7.40 mbar), unless, before the test, the manufacturer accepts a 
higher back pressure. 
(2) The air inlet flap shall be that which controls the pneumatic 
inject pump regulator. 
(3) The radiator, fan, fan nozzle, water pump and thermostat shall» 
on the test bench, occupy the same position relative to each 
other as if they were on the vehicle. The liquid coolant shall 
be circulated solely by the water pump for the engine. The 
coolant may be cooled either by the engine radiator or by an 
outside circuit, provided that the losses within that circuit 
remain substantially the same as those in the engine cooling 
system. Where fitted the engine blind shall be open. 
(4) Where a fan or blower may be disengaged the net engine power* 
shall first of all be stated with the fan (or blower) disengaged, 
followed by the net engine power with the fan (or blower) 
engaged. 
(5) Where a fixed electrically or mechanically operated fan cannot be 
fitted on the test bench the power absorbed by that fan shall be 
determined at the same rotational speeds as those used when the 
engine power is measured. That power shall be deducted from the 
corrected power in order to obtain the net power. 
(6) The thermostat may be locked in the fully-open position. 
(7) Minimum generator output: the generator shall supply the current 
that is strictly needed to supply the accessories that are 
essential to the operation of the engine. The battery shall not 
receive any charge during the test. 
- 21 -
3.2. Setting conditions 
The conditions applying to settings during the tests to determine 
maximum torque and maximum net power are set out in table 2. 
TABLE 2 
Setting conditions 
1 Setting of carburet- Setting carried out in 
ter(s) accordance with the 
manufacturers spec ifi-
2 Setting of injector cations for series 
pump flow rate production applied, 
, without any other 
3 Ignition or. injection change, to the use 
setting (advance curve) under consideration 
3.3. 
3.3.1 
3.3.2 
3.3.3 
3.3.4, 
3.3.5, Test conditions. 
The tests intended to determine maximum torque and maximum net 
power shall be carried out at full throttle, with the engine 
equipped as specified in table 1. 
The measurements shall be carried out under normal, stabie 
operating conditions and the air supply to the engine shall be 
adequate. Engine shall have been run in under the conditions 
recommended by their manufacturer. The combustion chambers may 
contain deposits, but in limited quantities. 
The test conditions such as the temperature of the induction air 
shall be selected as closely as possible to the reference 
conditions (see item 3.2.) in order to reduce the correction 
factor. 
The temperature of the engine induction air (ambient air) shall 
be measured at the most 0.15 m upstream of the air filter inlet 
or, if there is no filter, 0.15 m from the inlet air trumpet. 
The thermometer or thermal couple shall be protected against heat 
radiation and shall be placed directly In the alrstream. It 
shall also be protected against vaporized fuel. An adequate 
number of positions must be used in order to yield a 
representative average inlet temperature. 
No measurement shall be taken until the torque, rate of rotation 
and temperatures have remained perceptibly constant for at least 
30 seconds. 
Once a rate of rotation has been selected to the measurements its 
value shall not vary by (more than) ± 2%. 
- 22 -
3.3.6. The brake load and the temperature of the induction air shall be 
recorded simultaneously and the value obtained shall be the 
average of the two stabilized records taken in succession, which 
shall not differ by more than 2% as regards the brake load. 
3.3.7. Where an automatically triggered device is used to measure 
rotational speed the measurement shall last for at least 10 s and 
if the measuring device Is manually controlled that period shall 
be at least 20 s. 
3.3.8. The temperature of the liquid coolant recorded at the engine 
outlet shall be maintained at ±5 K of the upper thermostat 
setting temperature specified by the manufacturer. If the 
manufacturer does not Indicate any values the temperature shall 
be 353 K . 5 K. 
In the case of air cooled engines the temperature at a point 
specified by the manufacturer shall be maintained at +0/-20 K of 
the maximum temperature intended by the manufacturer under the 
reference conditions. 
3.3.9. The fuel temperature shall be measured at the carburettor or 
injection system inlet and shall be kept within the limits laid 
down by the manufacturer. 
3.3.10. The lubricant temperature, measured in the crank case or at the 
oil heat exchanger outlet, where fitted, shall lie within the • 
limits laid down by the manufacturer. 
3.3.11. The outlet temperature of the exhaust gases shall be measured at 
right angles to the exhaust flange(s) or manifold(s) or orifices. 
3.3.12. Fuel 
The fuel used shall be of a commercially available type and 
receive no further ant I-smoke additive. In the event of a 
dispute the reference fuel shall be that defined in Council 
Regulation (EEC) n* , of , relating to measures 
to be taken against air pollution by two or three-wheel motor 
vehicles*1*. 
3.4. Test sequence 
The measurements shall be carried out at a sufficient number of 
rotational speeds to enable the power curve to be defined 
correctly between the lowest and highest speeds recommended by 
the manufacturer. That range of speeds shall include the 
rotational speed at which the engine delivers Its maximum power. 
The average of at least two stabilized measurements shall be 
determined for each speed. 
(1) O.J. n° L 
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3.5. The data to be recorded are those set out in Sub-Appendix 1. 
4. POWER AND TORQUE CORRECTION FACTORS 
4.1. Definition of factor K 
The factors by which the observed torque and power are to be 
multiplied In order to determine the engine torque and power 
under the reference atmospheric conditions specified in 4.2. 
4.2. Reference atmospheric conditions 
4.2.1. Temperature 
25*C (298 K) 
4.2.2. Total pressure 
100 kPa (1000 mbar) without any hygrometry reading. 
Note : 
Although in certain cases it does not apply the effects of 
humidity on the value for the correction factor shall be 
considered negligible within the temperature range 283-318 K, 
account, moreover, being taken of the accuracy of measurement. 
4.3. Limits to the use of the correction formula. 
The correction formula shall only apply if the correction factor 
lies between 0.93 and 1.07. 
If these accepted values are exceeded, the corrected value 
obtained shall be stated and the test conditions (temperature and 
pressure) shall be specified exactly in the test report. 
Note : 
Tests carried out in temperature-controlled rooms where it Is 
possible to vary the atmospheric conditions shall be permitted. 
4.4. Determination of correction factors 
Within the limits defined in Item 3.3. the correction factor 
shall be obtained via the following formula: 
K - ( _100 ) . ( _T_ )0.5 
P 298 
where 
T - the absolute temperature In Kelvins of the engine induction 
air, 
P - the total atmospheric pressure, in kilopascals. 
- 24 -
This formula shall apply to the torque and power read off at the 
brake without taking account of the mechanical efficiency of the 
engI ne. 
5. TEST REPORT 
The test report shall set out the results and all of the 
calculations needed in order to obtain the maximum torque and the 
maximum net power referred to in Sub-Appendix 2, together with 
the characteristics of the engine set out in Sub-Appendix 1. 
6. MAXIMUM TORQUE AND MAXIMUM NET POWER MEASUREMENT TOLERANCES 
6.1. The maximum torque and the maximum net power of the engine as 
determined by the testing body may differ by ± 10 % if the power 
measured is <_1 kW and +_5 % if the power measured is > 1 kW of 
the value specified by the manufacturer, with a 1.5 % tolerance 
for the engine speed. 
6.2. The maximum torque and the maximum net power of an engine during 
a production conformity test may differ by ± 20 % if the power 
measured is ^ 1 kW and +_10 X if the power measured is > 1 kW of 
the values determined In the component type approval test. 
- 25 -
SUB-APPENDIX 1 
INFORMATION DOCUMENT 
CONCERNING 
THE ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE<1> 
THAT AFFECT ITS TORQUE AND NET POWER OUTPUT 
(Spark-ignit Ion engines for mopeds) 
(to be added to the component type approval application where this is lodged 
separately from the vehicle type approval application) 
Reference number (supplied by the applicant) : 
The application for component type approval in respect of maximum torque and 
maximum net engine power for a type of moped shall be accompanied by the 
information set out in Annex II to Regulation (EEC) N* of under 
letter A, in the following items: 
0.1. 
0.2. 
0.4. to 0.6. 
3. to 3.2.1.5. 
3.2.2. 
3.2.4. to 3.2.4.1.5. 
3.2.4.3. to 3.2.6.8.2. 
3.2.7. to 3.2.12.2.1. 
3.5. to 3.6.3.1.2. 
(1) In the case of non-conventional engines or systems particulars equivalent 
to those referred to below shall be supplied by the manufacturer. 
- 26 -
SUB-APPENDIX 2 
Name of Administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN 
RESPECT OF THE MAXIMUM TOROUE AND MAXIMUM NET ENGINE POWER 
OF A TYPE OF MOPED 
MODEL 
Report n° by testing body , date 
Component type approval n° Extension n° 
1. Trade mark or name of vehicle 
2. Type of vehicle 
3. Name and address'of manufacturer 
4. Name and address of manufacturer's authorized representative 
(if any) 
5. Vehicle submitted for test on 
6. Maximal torque : Nm at m in-1 
7. Net maximum torque : kW at min~1 
8. Component type approval has been granted/refused^*) 
9. PI ace 
10 Date 
11. Si gna ture 
(*) Delete as appropriate. 
- 27 -
APPENDIX 2 
DETERMINATION OF THE MAXIMUM TORQUE AND MAXIMUM NET POWER 
OF SPARK-IGNIT ION ENGINES FOR MOTORCYCLES AND TRICYCLES 
1. DEFINITIONS 
For the purposes of this Regulation: 
1.1 "net power" means, 
the power obtained on the test bench at the end of the crankshaft 
or its equivalent at the speed laid down by the manufacturer with 
the auxiliaries listed In Table 1. If the power can only be 
measured when a gearbox is attached to the engine the efficiency 
of the gearbox shall be taken Into account; 
1.2 "maximum net power" means, 
the maximum value for that power measured under full engine load; 
1.3 "torque" means, 
the.torque measured under the conditions specified in 1.1; 
1.4 "maximum torque" means, 
the maximum torque value measured under full engine load; 
1.5 "accessories" means, 
the items of equipment and devices listed in Table 1; 
1.6 "series-Mounted equipment" means 
all equipment intended by the manufacturer for a specific 
application. 
2. ACCURACY OF THE MEASUREMENTS OF POWER AND TORQUE AT FULL LOAD 
2.1 Torque : ± 1 X of the torque measured*1) 
2.2 Rotational speed: the measurement shall be accurate to ±1£. 
2.3 Fuel consumption : ± 1X overall for the apparatus used 
(1) The torque measuring device shall be calibrated in order to take account 
of frictlonai losses. This accuracy may be ± 2 X for the measurements 
carried out at power levels less than 50 X of the maximum value. It will 
in all cases be ± 1X for the measurement maximum torque. 
- 28 -
2.4 Engine inlet air temperature : ± 1 K 
2.5 Barometric pressure : ± 70 Pa 
2.6 Pressure and depression in exhaust : ± 25 Pa 
3. TESTS TO MEASURE MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 
3.1 Accessories 
3.1.1 Accessories to be fitted 
During the test the accessories needed for operation of the 
engine In the application under consideration (as referred to in 
Table 1) shall be able to be located on the test bench as far as 
possible In the positions that they would occupy for the 
application under consideration. 
3.1.2 Accessories to be removed 
Certain accessories which is necessary only for the operation of 
the vehicle itself, and which may be mounted on the engine, must 
be removed for the test. 
Where accessories cannot be removed the power absorbed by them 
under no load may be determined and added to the engine power 
measured. 
- 29 -
TABLE 1 
Accessories to be included in the 
test to determine torque and maximum net engine power 
N° Accessories If fitted for torque and 
net engine power test 
1 Induct ion system 
- Inlet manifold 
- Air fiIter 
- Induction silencer If standard-production 
- Crankcase emission equipment : yes 
control system 
- Speed limiting device 
- Electrical control 
devise (where fitted) 
2 Induction manifold If standard-production 
heater equipment : yes (If possi­
ble, it must be set in the 
most favourable position 
3 Exhaust system 
- Exhaust manifold 
- Pipework 
- Silencer If standard-production 
- Exhaust pipe equipment : yes 
- Super charger 
- Electrical control 
device (where fitted) 
4 Fuel supply pump If standard-production 
equipment : yes 
5 Carburetter If st.-prod.equip.: yes 
6 Fuel inject ion equipment 
- Prefliter 
- Filter If standard-production 
- Pump equipment : yes 
- High-pressure lines 
- Injector 
7 Liquid cooling equipment 
- Engine bonnet No 
- Radiator 
- Fan If standard-production 
- Fan cowl equipment : yes 
- Water pump 
- Thermostat 
- 30 -
8 Air coo Ii ng 
- Cowl 
- Blower If standard-production 
- Temperature regulating equipment : yes 
dev i ce 
9 Electrical equipment If st.-prod.equip.: yes 
10 Supercharging equipment 
(where fitted) 
- Compressor driven 
directly by the engine 
and/or by the exhaust 
gases If standard-production 
- Intercooler equipment : yes 
- Coolant pump or fan 
(engine driven) 
- Coolant flow control 
device (where fitted) 
11 Oil cooler (where fitted) If st.-prod.equip : yes 
12 Anti-pollution devices If st.-prod.equip.: yes 
3.2. Setting conditions 
The setting conditions for the tests to determine 
maximum torque and maximum net power are set out 
in Table 2. 
TABLE 2 
Setting conditions 
1 Setting of carburettor(s) 
Set in accordance with the 
2 Setting of injection pump manufacturers production 
delivery flow rate specifications and used 
without further alteration 
3 Setting of ignition or for the particular 
injection timing (advance application 
curve) 
- 31 -
3.3. Test conditions. 
3.3.1. The maximum-torque and net-power tests shall be conducted at full 
throttle, the engine being equipped as specified in table 1. 
3.3.2. The measurements should be carried out under normal, stabilized 
operating conditions with an adequate fresh-air supply to the 
engine. The engine shall have been run in in accordance with the 
manufacturers recommendations. Combustion chambers may contain 
deposits, but in limited quantities. 
Test conditions such as air inlet temperature shall be selected 
as near to reference conditions (see 4.2.) as possible in order 
to minimize the magnitude of the correction factor. 
Where the cooling system on the test bench meets the minimum 
conditions for proper installation but nevertheless does not 
enable adequate engine cooling conditions to be reproduced and 
thus the measurements to be carried out normal, stable operating 
conditions, the method described in Appendix 1 may be used. 
The minimum conditions which must be fulfilled by the test 
installation and the scope for conducting the tests in accordance 
with appendix 1 are defined below: 
V-j is the maximum speed of the vehicle; 
V2 is the maximum velocity of the cooling air flow at the fan 
del I very side; 
0 is the cross section of the cooling air flow. 
If V2 >_ V* and 0 >_0.25 m2 the minimum conditions are 
fulfilled. If it is not possible to stabilize the operating 
conditions the me.thod described in Appendix 1 shall apply. 
If V2 < V-| and/or 0 < 0.25 m2: 
a If it is possible to stabilize the operating conditions the 
method described in'3.3 shall be applied; 
b If it is not possible to stabilize the operating conditions: 
i. If V2 >_120 km/h and 0 >_0.25 m2, the installation 
fulfils the minimum conditions and the method described 
in Appendix 1 may be applied. 
ii. If V2 < 120 km/h and/or 0 < 0.25 m2, the 
installation does not fulfil the minimum conditions and 
the test equipment cooling system must be improved. 
3.3.3. The temperature of the (ambient) inlet air to the engine shall be 
measured at no more than 0.15 m upstream from the point of entry 
into the air cleaner or, if no air cleaner is used, within 0.15 m 
of the air-inlet trumpet. The thermometer or thermocouple shall 
be shielded from radiant heat and be placed directly in the air 
stream. It should also be shielded from fuel spray-back. 
- 32 -
A sufficient number of locations must be used to give a 
representative average inlet temperature. 
3.3 4. No data shall be taken until torque, speed and temperature have 
remained substantially constant for at least 30 seconds. 
3.3.5. The engine speed during a run or measurement shall not vary by 
more than + 1 X. 
3.3.6. Brake load and inlet-air temperature readings shall be taken 
simultaneously; the reading adopted for measurement purposes 
shall be the average of two stabilized successive values 
differing by less than 2 X for brake load. 
3.3.7. The temperature of the coolant at the outlet from the engine 
shall be kept within +^5 k from the upper thermostatically 
controlled temperature specified by the manufacturer. If no 
temperature is specified by the manufacturer the temperature 
sha 11 be 353 k +_ 5 k. 
For air cooled engines at a point indicated by the manufacturer 
must be kept between + 0/- 20 k of the maximum temperature 
specified by the manufacturer under the reference conditions. 
3.3.8. The fuel temperature shall be measured at the inlet of the 
carburettor or injection system and be maintained, within the 
limits set by the manufacturer. 
3.3.9. The temperature of the lubricating oil, measured in the oil 
(inaudible) the outlet from the oil cooler, if fitted, shall lie 
within the limits set by the manufacturer. 
3.3.10. The exhaust gas temperature shall be measured at a point at right 
angle to the exhaust flange(s), manifold(s) or orifices. 
3.3.11. Where an automatically-triggered device is used to measure engine 
speed and consumption the measurement shall last for at least 
10 s ; if the measuring device is manually controlled it shall 
measure for at least 20 s. 
3.3.12. Fuel 
The fuel used shall be a commercial fuel without any further 
anti-smoke additive. In the event of a dispute the reference fuel 
shall be that defined In Council Regulation (EEC) n° of 
, re Iat Ing to measures to be taken agaInst air 
pollution by two or three-wheel motor vehicles^). 
3.3.13. If it is not possible to use the standard exhaust silencer a 
device shall be used for the test that is compatible with the 
engines normal operating conditions, s specified by the 
manufacturer. 
(1) O.J. n° L 
- 33 -
During the laboratory tests in particular, when the engine is 
running the exhaust gas extractor shall not, at the point where 
the exhaust system is connected to the test bench, give rise in 
the exhaust gas extraction duct to a pressure differing from the 
atmospheric pressure by more than +_740 Pa (7.4 mbar) unless the 
manufacturer has deliberately specified the back pressure 
existing before the test; in this case the lower of the two 
pressures shall be used. 
3.4. Tests 
The tests shall be tested at a sufficient number of rotational 
speeds to enable the power curve to be defined correctly between 
the lowest and highest speeds recommended by the manufacturer. 
That range of speeds shall include the rotational speed at which 
the engine delivers its maximum power. The average for each speed 
shall be determined by means of at least two stabilized 
measurements. 
3.5. Data to be recorded. 
The«data to be recorded are those set out in Sub-Appendix 2. 
4. POWER AND TORQUE CORRECTION FACTORS 
4.1. Definition of factors ot-j and 0(2 
Factors by which the torque and power measured are to be 
multiplied in order to determine the torque and power of an 
engine, taking account of the efficiency of the transmission 
(factorcL 1) that are possibly used during the tests in order to 
bring that torque and that power within the reference atmospheric 
conditions specified in 4.2.1. (factortX2). 
The power correction formula is as follows: 
P0 mOi 4 x OC 2 x P 
where 
Pc Is the corrected power (i.e. the power under the 
reference conditions at the end of the crank shaft); 
CL «i is the correction factor for the efficiency of the 
transmission; 
oL 2 I* tne correction factor for reference atmospheric 
conditlonscX 2a or OC 2b; 
P is the power measured (power observed). 
- 34 -
4.2. Atmospheric conditions 
4.2.1. Reference atmospheric conditions 
4.2.1.1. Reference temperature (T0) : 298 K (25°C) 
4.2.1.2. Dry reference pressure (PSo) : " kPa 
N.B. The dry pressure Is based on an overall pressure of 100 kPa and a 
water vapour pressure of 1 kPa. 
pso " pao " pwo 
where 
Pao Is the overall reference pressure (100 kPa); 
Pwo is the reference water vapour pressure (1 kPa) 
4.2.1.3. Overall reference pressure (Pao) 
100 kPa (1 000 mbar) without any atmospheric humidity reading in 
the case of two-stroke engines. 
N.B. Within the temperature range between 283 and 318 K the effect of 
humidity on the correction factor value shall be considered to be 
negligible even though in certain cases this is not so, in view, 
in particular, of the accuracy of the measurement. 
4.2.2. Atmospheric test conditions. 
During the test the atmospheric conditions shall lie within the 
fol lowing values 
4.2.2.1. Test temperature (T) 
283 K < T < 318 K 
4.3. Determination of the correction factors 
4.3.1. Determination of the factored •( 
- where the measuring point is the crank shaft output side this 
factor shall be one; 
- where the measuring point is not the output side of the crank 
shaft this factor shall be calculated' via the formula: 
CL 1 - J_ 
"t 
where n^ is the efficiency of the transmission located 
between the crank shaft and measuring point. 
- 35 -
This transmission efficiency nt shall be determined via the 
product (multiplication) of efficiency nj of each of the 
components of the transmission: 
n^ » n-j x n2 x ... x nj 
Efficiency r\\ of each of the components of the transmission is 
shown in the following table. 
Type Efficiency 
Gear wheel Spur gear 0. 98 
He Iical gear 0. 97 
Bevel gear 0. 96 
Chain Rol1er 0. 95 
Silent 0. 98 
Belt Cogged 0. 95 
Vee 0. 94 
Hydraulic Hydraulic coupling (1) 0. 92 
coup 11 ng or 
convertor Hydraulic convertor <1* 0. 92 
4.3.2. 
4.3.2.1. Determination of factortX2*2) 
Definition of physical magnitudes T, Ps and Pa for correction 
factors CL 2a and 0L 2D. 
T is the absolute temperature in Kelvins of the air ingested by 
the engine. 
Ps is the dry atmospheric pressure in kllopascals (kPa) I.e. 
the total barometric pressure minus the water vapour 
pressure. 
Pa Is the barometric pressure. 
(1) If not locked up. 
(2) The tests may be carried out in temperature-controlled test chambers where 
the atmospheric conditions may be controlled. 
- 36 -
4.3.2.2 Four-stroke engines - Factory 2a 
Correction factor002a for four-stroke engines is obtained from 
the following formula: 
99 1.2 T 0.6 
*2a - < — > . < — > 
PS 298 
That formula only applies if: 
0.95 ^_oC2a <^ 1.05 
If the limit values are exceeded the corrected value obtained 
shall be stated and the test conditions (temperature and 
pressure) shall be stated exactly in the test report. 
4.3.2.3 Two-stroke engines - Factor Ct 2b 
Correction factor0C 2D for two-stroke engines is obtained from 
the following formula: 
100 T °-5 
(t2b - • ( ) 
Pa 298 
That formula only applies if: 
0.96 ±0^2b <. 1-04 
If these limit values are exceeded the corrected value obtained 
shall be stated and the test conditions (temperature and 
pressure) shall be stated exactly In the test report. 
5. TEST REPORT 
The test report shall contain the results and all of the 
calculations required to obtain the maximum torque and the 
maximum net power, as listed in Sub-Appendix 3, together with the 
characteristics of the engine listed in Sub-Appendix 2. 
6. MAXIMUM TORQUE AND MAXIMUM NET POWER MEASUREMENT TOLERANCES 
6.1 The maximum torque and the maximum net power of the engine, as 
determined by the testing body, may differ by ± 5 X if the power 
measured is <^11 kW and +2 X if the power measured is > 11 kW 
from the values specified by the manufacturer, with a 1.5 X 
"" tolerance for the engine speed. 
6.2 The maximum torque and the maximum net power of an engine during 
a production conformity test may differ by ± 10 X if the power 
measured Is <_11 kW and +5 X If the power measured is > 11 kW 
from the values determined in the component type-approval test. 
- 37 -
SUB-APPENDIX 1 
MEASUREMENT OF TORQUE AND POWER VIA THE ENGINE-TEMPERATURE METHOD 
1. TEST CONDITIONS 
1.1 The tests Intended to determine maximum torque and maximum net 
power shall be carried out at full throttle, the engine being 
equipped as specified in Table 1. 
1.2 The measurements shall be carried out under normal operating 
conditions and the supply of induction air to the engine shall be 
adequate. Engines shall have been run in under the conditions 
recommended by their manufacturer. The combustion chambers of 
spark-ignition engines may contain deposits, but in limited 
quantities. 
The test conditions, such as the temperature of the induction 
air, shall be selected so as to be as close as possible to the 
reference conditions (see 4.2.1) in order to reduce the magnitude 
of the correction factor. 
1.3 The (ambient) temperature of the air ingested into the engine 
shall be measured at a maximum distance of 0.15 m from the air 
filter inlet or, if there is no filter, 0.15 m from the air inlet 
trumpet. The thermometer or thermocouple shall be protected 
against radiant heat and placed directly in the air stream. It 
shall also be shielded from fuel spray-back. A sufficient number 
of locations shall be used to give a representative average inlet 
temperature. 
1.4 The engine speed during a measurement run shall not deviate from 
the selected speed while readings are taken by more than ± 1 X. 
1.5* The brakeload readings for the test engine shall be taken from 
the dynamometer when the temperature of the engine monitor has 
reached the set value, the speed of the engine being held 
virtually constant. 
1.6 Brakeload, fuel consumption and inlet air temperature readings 
must be taken simultaneously; the reading adopted for measurement 
purposes shall be the average of two stabilized values differing 
by less than 2 X for brakeload and fuel consumption. 
1.7 The fuel consumption readings shall begin when it is certain that 
the engine has reached a specified speed. 
Where an automatically triggered device is used to measure 
rotational speed and consumption the measurement shall last for 
at least ten seconds and if the measuring device is manually 
controlled for at twenty seconds. 
- 38 -
1.8 Where the engine is liquid cooled the temperature of the coolant 
at the outlet from the engine must be kept within ± 5 K of the 
upper thermostatically controlled temperature specified by the 
manufacturer. If no temperature is specified by the manufacturer, 
the temperature recorded shall be 353 ± 5 K. 
Where the engine is air cooled, the temperature recorded at the 
spark-plug washer shall be the temperature specified by the 
manufacturer ± 10 K. If the manufacturer has not specified any 
temperature that recorded shall be 483 ± 10 K. 
1.9 The temperature of the spark-plug washers on air-cooled engines 
shall be measured by a thermometer incorporating a thermocouple 
and a seal ring. 
1.10 The fuel temperature at the Inlet of the injection pump or 
carburetter shall be maintained within the limits set by the 
manufacturer. 
1.11 The temperature of the lubricating oil, measured in the oil sump 
or at the outlet from the oil cooler, If fitted, shall be within 
the limits set by the manufacturer. 
1.12 The exhaust gas temperature shall be measured at a point at right 
angles to the exhaust orifice flange(s) or manifold(s). 
1.13 The fuel used shall be of a commercial type and contain no 
further anti-smoke additives. In the event of a dispute the 
reference fuel shall be that defined in Council Regulation: (EEC) 
n* , of relating to measures to be taken 
against air pollution by two and three-wheel motor vehicles*1^. 
1.14 If it Is not possible to use the standard exhaust silencer a 
device shall be used for the test that is compatible with the 
normal speed of the engine as specified by its manufacturer. In 
particular, when the engine is operating in the test laboratory 
the exhaust gas extraction system shall not cause a pressure 
differing from atmospheric pressure by ± 740 Pa (7.4 mbar) in the 
extraction flue at the point of connection with the vehicles 
exhaust system, unless, before the test, the manufacturer has 
deliberately specified the back pressure existing before the 
test, in which case the lower of the two pressures shall be used. 
(1) O.J. n° L 
- 39 -
SUB-APPENDIX 2 
INFORMATION DOCUMENT CONCERNING THE ESSENTIAL 
CHARACTERISTICS OF THE ENGINE TYPE*1) THAT 
AFFECT ITS TORQUE AND NET POWER OUTPUT 
(Spark ignition engines for motorcycles and tricycles) 
(to be added to the component type approval application where this is lodged 
separately from the vehicle type approval aplIIcation). 
Reference number (supplied by the applicant) : 
The application for component type approval in respect of the maximum torque and 
maximum net engine power of a type of motorcycle or tricycle shall contain the 
information set out in Annex II to Regulation (EEC) N° of 
under letter A, in the following items : 
0.1. 
0.2. 
0.4. to 0.6. 
3. to 3.2.1.5. 
3.2.2 
3.2.4 to 3.2.4.1.5. 
3.2.4.3. to 3.2.6.8.2. 
3.2.7. to 3.2.12.2.1. 
3.5. to 3.6.3.1.2. 
(1) In the case of non-conventional engines and systems, particulars 
equivalent to those referred to here shall be supplied by the 
manufacturer. 
- 40 -
SUB-APPENDIX 3 
Name of Administration 
COMPONENT TYPE APPROVAL CERTIFICATE FOR A 
TYPE OF MOTORCYCLE OR TRICYCLE 
IN RESPECT OF ITS MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 
MODEL 
Report n* by testing body , date 
Component type approval n* Extension no 
1. Trade mark or name of vehicle 
2. Type of vehicle 
3. Name and address/of manufacturer 
4. Name and address of manufacturer's authorized représentâtiver (if 
any) : 
5. Vehicle submitted for test on 
6. Maximum torque : Nm at m in-1 
7. Net maximum power : kW at m in"1 
8. Component type approval has been granted/refused^*) 
9. Place 
10. Date 
11. Signature 
(*) Delete as appropriate 
- 41 -
APPENDIX 3 
DETERMINATION OF THE MAXIMUM TORQUE AND THE MAXIMUM NET POWER 
OF COMPRESSION-IGNITION ENGINES 
FITTED TO TWO OR THREE-WHEEL VEHICLES 
1. DEFINITIONS 
For the purposes of this Regulation; 
1.1 "Net power" means, 
the power obtained on the test-bed at the end of the crankshaft 
or its equivalent at the corresponding engine speed with the 
accessories listed In Table 1. If the power measurement can be 
carried out with an Installed gearbox only, the efficiency of the 
gearbox is to be taken into account. 
1.2 "Maximum net power" means, 
the maximum value of the net power measured at full engine load. 
1.3. "torque" means, 
the torque measured under the conditions specified in 1.1.; 
1.4. "Maximum torque" means, 
the maximum torque value measured under full engine load. 
1.5. "accessories" means, 
the items of equipment and devices listed in Table 1; 
1.6. "Standard-production equipment" means, 
equipment provided by the manufacturer for a particular 
application. 
2. ACCURACY OF THE MEASUREMENT OF FULL LOAD TORQUE AND POWER 
2.1 Torque : +_ 1 X of measured torque^1) 
2.2 Engine speed 
The measurement must be accurate to within +_ 1X. Engine speed 
must be measured preferably with an automatically synchronized 
revolution counter and chronometer (or counter-timer). 
2.3 Fuel consumption : +_1 X of measured consumption. 
2.4 Fuel temperature : • 2 K. 
(1) The torque measuring system shall be calibrated to take friction losses 
into account. The accuracy in the lower half of the measuring range of the 
dynamometer bench may be + 2% of measured torque. 
- 42 -
2.5 Engine Inlet air temperature : ± 2 K. 
2.6 Barometric pressure : ± 100 Pa. 
2.7 Pressure in inlet manifold : ± 50 Pa (see note 1 a to Table 1). 
2.8 Pressure In vehicle exhaust pipe : 200 Pa (see note 1 b to 
Table 1). 
3. TEST FOR MEASURING THE MAXIMUM TOROUE AND MAXIMUM NET POWER OF 
COMPRESSION-IGNITION ENGINES 
3.1 Accessories 
3.1.1 Accessories to be fitted 
During the test, the accessories necessary for the engine 
operation In the intended application (as listed in Table 1) 
shall be installed on the test bench as far as possible in the 
same position as the intended application. 
3.1.2 Accessories to be removed 
Certain vehicle accessories necessary only for the operation of 
the vehicle and which may be mounted on the engine shall be 
removed for the test. 
The following non-exhaustive list is given as a sample: 
- air compressor for brakes, 
- power-steering compressor, 
- suspension compressor, 
- air-conditioning system. 
Where accessories cannot be removed, the power absorbed by them 
In the unloaded condition may be determined and added to the 
measured engine power. 
3.1.3 Compress ion-ignit ion engine starting accessories 
For the accessories used in starting compress ion-ignit ion 
engines, the two following cases shall be considered: 
a. electrical starting : the generator is fitted and supplies, 
where necessary, the accessories Indispensable to the 
operation of the engine; 
b. starting other than electrical : If there are any electrically 
operated accessories indispensable to the operation of the 
engine, the generator is fitted to supply these accessories. 
Otherwise it Is removed. 
In either case, the system for producing and accumulating the 
energy necessary for starting is fitted and operates In the 
unloaded condition. 
- 43 -
TABLE 1 
Accessories to be Included for the test to determine 
the torque and net power of compress ion-Ignit ion engines 
N° Accessories Fitted for torque and net 
power tests 
1 Intake system 
- Intake manifold 
- Air filter (1a) If standard-production 
- intake silencer (1a) equipment : yes 
- Crankcase emission 
control system 
- Speed limit device (1a) 
2 Induction-heating device If standard-production 
equipment equipment : yes (if possi-
- Intake manifold ble.it shall be set in the 
most favorable position 
3 Exhaust system 
- Exhaust purifier 
- Exhaust manifold 
- Connecting pipes (1b) If standard-production 
- Silencer (1b) equipment : yes 
- Tail pipe (1b) 
- Exhaust brake (2) 
- Supercharging device 
4 Fuel supply pump (3) If standard-production 
equipment : yes 
5\ Fuel-inject Ion equipment 
- Prefliter 
- Filter 
- Pump 
- High pressure pipe If standard-production 
- Injector equipment : yes 
- Air intake valve if 
fitted equipment (4) 
- Electronic control 
system, air flow meter, 
air,... (If fitted) 
- 44 -
L i qu1d-coo11ng equ i pment 
- Engine bonnet 
- Bonnet air outlet 
Radiator 
Fan 
Fan cowl 
Water pump 
Thermostat (5)(6) 
(7) No 
If standard-production 
equipment : yes (5) 
A i r coo Ii ng 
- Cowl 
- Blower (5)(6) 
- Temperature-regulating 
devI ce If standard-production 
equipment : yes 
Electrical equipment if st.-prod.equ. : yes (8) 
Supercharging equipment 
(if fitted) 
- Compressor driven either 
directly by the engine 
and/or by the exhaust 
gases 
- Charge air cooler (9) 
- Coolant pump or fan 
(engine-driven) 
- Coolant flow control 
device (if fitted) If standard-production 
equipment : yes 
10 Auxiliary test-bench fan If necessary : yes 
11 Anti-pollution device (10) If standard-production 
equipment : yes 
da) The complete Intake system shall be fitted as provided for the 
intended application : 
- where there is a risk of an appreciable effect on the engine 
power ; 
- in the case of two-stroke engines; 
- when the manufacturer requests that this should be done. 
In other cases, an equivalent system may be used and a check 
should be made to ascertain that the intake pressure does not 
differ by more than 100 Pa from the limit specified by the 
manufacturer for a clean air filter. 
- 40 -
(1b) The complete exhaust system shall be fitted as provided for the 
intended application : 
- where there Is a risk of an appreciable effect on the engine 
power; 
- In the case of two-stroke engines; 
- when the manufacturer requests that this should be done. 
In other cases an equivalent system may be installed provided the 
pressure measured at the exit of the engine exhaust system does 
not differ by more than 1 000 Pa from that specified by the 
manufacturer. The exit of the engine exhaust system is defined as 
a point 150 mm downstream from the termination of the part of the 
exhaust system mounted on the engine. 
(2) If an exhaust brake is incorporated in the engine, the throttle 
valve must be held in the fully open position. 
(3) The fuel feed pressure may be adjusted, if necessary, to 
reproduce the pressures existing in the particular engine 
application (particularly when a "fuel return" system is used). 
(4) The air intake valve Is the control valve for the pneumatic 
governor of the injection pump. The governor or the -
fuel-Injection equipment may contain other devices which may 
affect the amount of injected fuel. 
(5) The radiator, the fan, the fan cowl, the water pump and the 
thermostat shall be located on the test bench in the same 
relative positions as on the vehicle. The cooling-liquid 
circulation shall be operated by the engine water pump only. 
Cooling of the liquid may be produced either by the engine 
radiator or by an external circuit, provided that the pressure 
loss of this circuit and the pressure at the pump inlet remain 
substantially the same as those of the engine cooling system. 
The radiator shutter, if incorporated, shall be in the open 
position. Where the fan, radiator and cowl system cannot 
conveniently be fitted to the engine, the power absorbed by the 
fan when separately mounted in its correct position in relation 
to the radiator and cowl (if used), shall be determined at the 
speeds corresponding to the engine speeds used for measurement of 
the engine power either by calculation from standard 
characteristics of by practical tests. This power, corrected to 
the standard atmospheric conditions defined In 4.2, should be 
deducted from the corrected power. 
(6) Where a disconnectable or progressive fan or blower is 
incorporated, the test shall be made with the disconnectable, fan 
(or blower) disconnected or with the progressive fan or blower 
running at maximum slip. 
(7) 
(8) 
(9) 
(10) - 46 -
The thermostat may be fixed in the fully open position. 
Minimum power of the generator : the power of the generator shall 
be limited to that necessary for the operation of accessories 
which are indispensable for the operation of the engine. If the 
connection of a battery is necessary, a fully charged battery in 
good order must be used. 
Charge air-cooled engines shall be tested with charge air 
cooling, whether liquid or air cooled, but if the manufacturer 
prefers, a test-bench may replace the air-cooled cooler. In 
either case, the measurement of power at each speed shall be made 
with the same pressure drop of the engine air across the charge 
air-cooler on the test-bench system as those specified by the 
manufacturer for the system on the complete vehicle. 
They may include, for example, Exhaust-gas recirculation 
(EGR)-system, catalytic converter, thermal reactor, secondary 
air-supply system and fuel evaporation protecting system. 
3.2 Setting conditions 
The setting conditions for the test to determine the maximum 
torque and the maximum net power are indicated in Table 2. 
TABLE 2 
Setting conditions 
1 Setting of injection-pump 
delivery system Set in accordance with the 
; manufacturer's production 
2 Ignition or injection specifications and used 
timing (timing curve) without further alteration 
for the particular 
3 Governor setting application 
4 Anti-poI lut ion devices 
3.3 
3.3.1 
3.3.2 Test conditions 
The maximum torque and maximum net power tests shall consist of a 
run at the full load fuel-inject ion-pump setting, the engine 
being equipped as specified In Table 1. 
Performance data shall be obtained under stabilized operating 
conditions, with an adequate fresh-air supply to the engine. The 
engine must have been run-in in accordance with the 
manufacturer's recommendations. Combustion chambers may contain 
deposits, but in limited quantity. 
- 47 -
Test conditions such as inlet air temperature shall be selected 
as near to reference conditions (see 4.2) as possible in order to 
minimize the magnitude of the correction factor. 
3.3.3 The temperature of the inlet air to the engine (ambient air) 
shall be measured within 0.15 m upstream of the point of entry of 
the air cleaner, or, if no air cleaner is used, within 0.15 m to 
the air inlet horn. The thermometer or thermocouple shall be 
shielded from radiant heat and placed directly in the air stream. 
It shall also be shielded from fuel spray-back. A sufficient 
number of locations shall be used to give a representative 
average inlet temperature. 
3.3.4 No data shall be taken until torque, speed and temperatures have 
been maintained substantially constant for at least one minute. 
3.3.5 The engine speed during a run or reading shall not deviate from 
the selected speed by more than ± 1 X or ± 10 min~1, whichever 
is greater. 
3.3.6 Observed brake load and inlet air temperature data shall be taken 
simultaneously and shall be the average of two stabilized 
consecutive values which do not vary more than 2 X for the brake 
load. 
3.3.7 The temperature of the coolant at the outlet from the engine 
shall be kept within ± 5 K from the upper thermostatically 
controlled temperature specified by the manufacturer. If no 
temperature is specified by the manufacturer, the temperature 
shall be 353 K ± 5 K. 
For air-cooled engines, the temperature at a point indicated by 
the manufacturer shall be kept within +0/-20 K of the maximum 
value specified by the manufacturer in the reference conditions. 
3.3.8 The fuel temperature shall be measured at the inlet to the 
carburetter or at the fuel-injection system and maintained within 
the limits established by the engine manufacturer. 
3.3.9 The temperature of the lubricating oil measured in the oil sump 
or at the outlet from the oil cooler, if fitted, shall be 
maintained within the limits established by the engine 
manufacturer. 
3.3.10 An auxiliary regulating system may be used if necessary to 
maintain the temperature within the limits specified in'3.3.7., 
3.3.8. and 3.3.9. 
- 48 -
3.3.11 FueI 
The fuel shall be one available on the market without any 
supplementary smoke suppressant additives. In any case of 
dispute, the reference fuel shall be that defined in Council 
Regulation (EEC) n° .... , of relating to measures to 
be taken against air pollution by two or three-wheel motor 
vehicles. 
3.4 Test procedure 
Measurements shall be taken at a sufficient number of engine 
speeds to define correctly the power curve completely between the 
lowest and the highest engine speeds recommended by the 
manufacturer. This range of speeds shall Include the speed of 
revolution at which the engine produces its maximum power. For 
each speed, the average of at least two stabilized measurements 
Is to be determined. 
3.5 Measurement of smoke index 
In the case of compress ion-ignit ion engines, the exhaust gases 
shall be examined during the test for compliance with the 
conditions set out in Annex III, Appendix 1 to the regulation 
relating to measures to be taken against air pollution by two or 
three-wheel motor vehicles^1). 
4. TORQUE AND POWER CORRECTION FACTORS 
4.1 Definition 
The torque and power correction factor is the coefficient to 
determine the engine torque and power under the atmospheric 
reference conditions specified in 4.2 : 
Po - OU . P 
where 
P0 is the corrected power (I.e. power under reference 
atmospheric conditions); 
<** Is the correction factor ti£a orctd); 
P Is the measured power (test power). 
4.2 Reference atmospheric conditions 
4.2.1 Temperature (T0) : 298 K (25°C) 
4.2.2 Dry pressure (P8o) : " *Pa 
Note: The dry pressure is based on a total pressure of 100 kPa 
and a water vapour pressure of 1 kPa. 
(1) O.J. n° L 
- 49 -
4.3 Test atmospheric conditions 
The atmospheric conditions during the test shall be the 
following: 
4.3.1 Temperature (T) 283 K ^ T <^ 313 K. 
4.3.2 Pressure (P8) : 80 kPa <^ ps <^110 kPa. 
4.4 Determination of correction factors ai a and cc ^^K 
The power correction factor (0C j) for compress ion-Ign it Ion 
engines at constant fuel rate is obtained by applying the 
formula: 
*d - ('a> 'm 
where 
fa Is the atmospheric factor; 
fm is the characteristic parameter for each type of engine and 
adjustment. 
4.4.1. Atmospheric factor fa 
This factor Indicates the effects of environmental conditions 
(pressure, temperature and humidity) on the air drawn in by the 
engine. The atmospheric factor formula differs according to type 
of engine. 
4.4.1.1. Naturally aspirated and mechanically supercharged engines. 
99 T 0.7 
fa -( — >.( ) 
Ps 298 
4.4.1.2. Turbocharged engines with or without codling of inlet air. 
99 0.7 j 1.5 
fa - ( — ) . ( ) 
PS 298 
4.4.2. Engine factor fm 
fm Is a function of qc (fuel flow corrected) as follows: 
fm - 0.036 . mc - 1.14 
(1) The tests may be carried out in air-conditioned test rooms where the 
atmospheric conditions may be controlled. 
- 50 -
4.4.3 
5. where 
qc - Q/r 
where 
q is the fuel flow in milligrams per cycle per litre of total 
swept volume [mg/(litre . cycle)], 
r Is the pressure ratio of compressor outlet and compressor 
inlet (r - 1 for naturally aspirated engines). 
This formula is valid for a value interval of qc included 
between 40 mg/(litre . cycle) and 65 mg/(litre . cycle). 
For qc values lower than 40 mg/(litre . cycle), a constant 
value of fm equal to 0.3 (fm - 0.3) will be taken. 
For qc values higher than 65 mg/(litre . cycle), a constant 
value of fm equal to 1.2 (fm - 1.2) will be taken (see 
figure) : 
fm I 
10 20 30 40 50 60 70 
Conditions to be complied with in the laboratory. 
For a test to be valid, the correction factor, cO $ must be such 
that 0.9 <_a>d <. 1.1 
If these limits are exceeded, the corrected value obtained shall 
be given and the test conditions (temperature and pressure) 
precisely stated in the test report. 
TEST REPORT 
The test report shall contain the results and ail the 
calculations required to find the maximum torque and maximum net 
power, as listed in Sub-Appendix 2 together with "the 
characteristics of the engine listed in Sub-Appendix 1. 
- 51 -
6. MEASURING MAXIMUM TOROUE AND MAXIMUM NET POWER TOLERANCES 
6.1 The maximum torque and the maximum net power of the engine, as 
determined by the testing body, may differ by ± 5 X if the power 
measured Is <_11 kW and + 2 X If the power measured is > 11 kW 
from the values specified by the manufacturer, with a 1.5 X 
tolerance for the engine speed. 
6.2 The maximum torque and the maximum net power of an engine during 
a production conformity test may differ by ± 10 X if the power 
measured Is <^11 kW and +5 X If the power measured Is > 11 kW 
from the values determined in the component type-approval test. 
- 52 -
SUB-APPENDIX 1 
INFORMATION DOCUMENT 
CONCERNING 
THE ESSENTIAL 
CHARACTERISTICS OF THE ENGINE TYPE*1) 
THAT AFFECT ITS MAXIMUM TORQUE AND MAXIMUM NET POWER OUTPUT 
(CompressIon-ignit ion engines for two or three-wheel vehicles) 
(to be added to the component type approval application where this is lodged 
separately from the vehicle type approval application). 
Reference number (supplied by the applicant) : 
The application for component type approval in respect of the maximum torque and 
maximum net engine power of a type of two or three-wheel motor vehicle shall 
contain the information set out in Annex II to Regulation (EEC) N° ...:..., of 
under letter A, in the following items : 
0.1. 
0.2. 
0.4. to 0.6. 
3. to 3.2.1.5. 
3.2.2. 
3.2.4.2. to 3.2.4.2.8.3. 
3.2.5. to 3.2.6.8. 
3.2.7. to 3.2.12.2.1. 
3.5. to 3.6.3.1.2. 
(1) In the case of non-conventional engines and systems, particulars 
equivalent to those referred to here shall be supplied by the 
manufacturer. 
- 53 -
SUB APPENDIX 2 
Name of Administration 
COMPONENT TYPE APPROVAL CERTIFICATE 
CONCERNING THE MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 
OF A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
MODEL 
Report n* by test ing body date 
Component type approval n* Extension no 
1. Trade mark or name of vehicle 
2. Type of vehicle 
3. Name and address of manufacturer 
4. Name and address of manufacturer's authorized representative (if 
any): 
5. Vehicle submitted for test on 
6. Maximum torque : .....Nm at m in"1 
7. Net maximum power : kW at mln~1 
8. Component type approval has been granted/refused**) 
9. PIace 
10. Date 
11. Signature 
(*) Delete as appropriate 
- 9A 
FINANCIAL STATEMENT 
(At least 10 days must be allowed for DG XIX's opinion. This opinion cannot be 
given until all three sections below have been received.) 
Section 1 : financial Implications 
1. Title of operation : 
Proposal for a Council Regulation (EEC) on the maximum design speed, 
maximum torque and maximum net engine power of two and three-wheel motor 
vehicles. 
2. Budget headings involved : 
- A 2510 : Expenditure on meetings of committees whose consultation is 
compulsory in the procedure for drafting Community acts. 
- A 250 : Meetings in general. 
3. Legal basis : 
- Article 100 A. 
- Proposal for a Council Regulation (EEC) on the type-approval of two and 
three-wheel motor vehicles (COM(90)669 final - SYN 331) 
4. Description of operation : 
4.1 Harmonization of national laws. 
Setting-up of a component type-approval procedure in respect of the 
maximum design speed, maximum torque and maximum net engine power of 
two and three-wheel motor vehicles. 
4.2 Indeterminate duration (there is no time limit on the validity of the 
régulât ion). 
4.3 Manufacturers of two or three-wheel motor vehicles and producers of 
components for the said vehicles. 
- 9 T -
5. Classification of expenditure or revenue : 
5.1 NCE 
5.2 NDA 
6. Type of expenditure or revenue : 
6.4 Cost of committee meetings. 
6.5 No. 
6.6 No. 
7. Financial impact on appropriations for operations (Part B of the budget) : 
Nil, except where all of the DG I 11 allocation is used up on Part A of the 
budget; this would call for additional financing under heading B 8-530 
(Completing the internal market - support expenditure). 
8. What anti-fraud measures are planned in the proposal for the operation ? 
Ordinary monitoring of the commitee meetings. 
Section 2 : administrative expenditure (Part A of the budget) 
This section of the financial statement must be sent to DG IX for an opinion. 
DG IX will then forward it to DG XIX. 
1. Will the proposed operation involve an increase in the number of Commission 
staff ? : No. 
2. Indicate the amount of staff and administrative expenditure involved in the 
proposed operation. Explain the method of calculation : 
The financial statement annexed to the proposal for a Council Regulation 
(EEC) on the type-approval of two or three-wheel vehicles (C0M(90)669 final 
of 3 April 1991) (the framework regulation) put expenditure involving the 
-Ç~ê 
advisory Committee on the adaptation to technical progress of the 
regulations concerning the two or three-wheel vehicle sector, set up by 
Article 16 of the proposal, at an estimated ECU 16,860 per year from 1994 
onwards. This sum includes expenditure relating to the procedures for the 
adaptation to technical progress of all the specific regulations provided 
for in Annex I to the framework regulation. 
Section 3 : Elements of cost-effectiveness analysis 
1. Objectives and coherence with financial programming : 
1.1 Setting-up of a component type-approval procedure in respect of the 
maximum design speed, maximum torque and maximum net engine power of 
two and three-wheel motor vehicles. 
1.2 Yes. 
1.3 Completion of the internal market. 
Subsidiary objective 1 : removal of technical barriers. 
2. Grounds for the operation : 
2.1 White Paper : setting-up of a procedure for the type-approval of two 
and three-wheel motor vehicles and adaptation of Community 
régulât ions. 
No viable alternative to attain the same goals. 
3. Monitoring and evaluation of the operation : 
3.1 Progress report on the completion of the internal market. 
lll/D/1 FSAP 05.12.1891 
i d102/PROC-CCR/fIn-«n-4057 
-99--
IMPACT STATEMENT ON COMPETITIVENESS AND JOBS 
Proposal for a Council Regulation (EEC) 
on the maximum design speed, maximum torque and maximum net engine power of 
two- or three-wheel motor vehicles 
I. What is the main Justification of the measure ? 
- Setting-up a component type-approval procedure in respect of the 
maximum design speed, maximum torque and maximum net engine power of 
two-or three-wheel motor vehicles. 
- Harmonization of national laws. 
Improvements to road safety. 
II. Characteristics of the companies involved, more particularly : 
- Do they include a large number of small- and medium-sized businesses ? 
No. 
- Are there any significant concentrations in regions : 
- eligible for Member State regional aid ? No. 
- eligible under the European Regional Development Fund ? No. 
I I I.What obligations are imposed on those companies ? 
Compliance with the regulation, thus ensuring free access of their 
vehicles throughout the Community. 
IV. What obligations are likely to be imposed indirectly upon those companies 
via the local authorities ? 
No additional obligation. 
V. Do any special measures apply to small- and medium-sized businesses ? No. 
- if yes, which ? 
VI. What is the foreseeable outcome : 
- on company productivity ? No foreseeable effect. 
- on Jobs ? No foreseeable effect. 
VI I.Have both sides of industry been consulted ? Yes. 
- Opinion of both sides of industry : favourable. 

ISSN 0254-1475 
COM(91) 497 final 
DOCUMENTS 
EN 07 
Catalogue number : CB-CO-91-569-EN-C 
ISBN 92-77-78530-6 
Office for Official Publications of the European Communities 
L-2985 Luxembourg