12.7. 86 Official Journal of the European Communities No C 174/3 
II 
(Preparatory Acts) 
COMMISSION 
Proposal for Council Directive amending Directive 70/220/EEC on the approximation of the 
laws of the Member States relating to measures to be taken against air pollution by gases from 
engines of motor vehicles 
(Restriction of particulate emissions from diesel engines) 
COM(86) 261 final 
(Submitted by the Commission to the Council on 23 June 1986) 
(86/C 174/04) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 100 
thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the European Par­
liament, 
Having regard to the opinion of the Economic and 
Social Committee, 
Whereas the first programme of action of the European 
Communities on the environment, which was adopted by 
the Council on 22 November 1973, calls for account to 
be taken of the latest scientific progress in combating air 
pollution caused by exhaust; gases from motor vehicles 
and for Directives adopted previously to be amended 
accordingly; whereas the third programme of action 
provides for further efforts to reduce considerably the 
present level of emissions of pollutants from motor 
vehicles; 
Whereas differences which may emerge in national 
legislation concerning limits for particulate emissions 
from compression ignition ('diesel') engines used as 
criteria for the type approval of vehicles equipped with 
such engines, are liable to constitute a restriction on the 
free movement of these products in the Community; 
whereas it therefore seems necessary to fix common 
standards in this area; 
Whereas Council Directive 70/220/EEC (x) lays down 
limit values for emissions of carbon monoxide and 
unburnt hydrocarbons from such engines; whereas these 
(') OJNoL76, 6. 4. 1970, p. 1. limit values were lowered for the first time by Council 
Directive 74/290/EEC (2) and supplemented, pursuant to 
Commission Directive 77/102/EEC (3), by limit values 
for permissible emissions of nitrogen oxides; whereas the 
limit values for these three pollutants were successively 
reduced by Commission Directive 78/665/EEC (*) and 
Council Directives 83/351/EEC (5) and ../.. ./EEC (6); 
Whereas the scope of Directive 70/220/EEC was 
expanded by Directive 83/351/EEC in order to cover 
certain categories of vehicle equipped with compression 
ignition ('diesel') engines, without, however, laying 
down specific emission requirements for those engines, 
and whereas only soot emissions are subject to the 
provisions of Directive 72/306/EEC (7); whereas, 
however, with a view to improved protection of public 
health, it is necessary to restrict the overall particulate 
emissions from engines of this type; whereas it is appro­
priate to lay down limit values for particulate emissions 
which correspond to the state of the art with regard to 
diesel engines in the Community and to amplify the test 
procedure set out in Directive 70/220/EEC by adding 
the provisions relating to the sampling and analysis of 
particulate emissions taken over from the relevant US 
requirements; 
Whereas, moreover, it seems appropriate to subdivide 
vehicles into engine capacity classes and to adopt the 
dates for the implementation of the new Community 
requirements as set out in Directive../.. ./EEC, in order 
that the motor vehicle industry may concentrate its 
O OJ No L 159, 15. 6. 1974, p. 61. 
(3) OJ No L 32, 3. 2. 1977, p. 32. 
(4) OJ No L 233, 14. 8. 1978, p. 48. 
(*) OJ No L 197, 20. 7. 1983, p. 1. 
(*) Council Doc. 4011/86, 13. 1. 1986. 
O OJ No L 190, 20. 8. 1972, p. 1. 
No C 174/4 Official Journal of the European Communities 12.7. 86 
efforts on adaptation to overall Community rules and in 
order that the administrative procedures for the approval 
of suitably modified vehicle types may be reduced to a 
minimum, 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
Directive 70/220/EEC is hereby amended as follows: 
1. The title is replaced by the following: 
'Council Directive of 20 March 1970 on the approx­
imation of the laws of the Member States on measures 
to be taken against air pollution by emissions from 
motor vehicles.' 
2. Annexes I, III and III A are amended in accordance 
with the Annex to this Directive. 
Article 2 
1. From 1 April 1987 no Member State may, on 
grounds relating to air pollution by emissions from an 
engine: 
— refuse to grant EEC type approval, to issue the 
document referred to in the last indent of Article 
IOC) of Council Directive 70/156/EEC (*) or to 
grant national type approval for a type of motor 
vehicle equipped with a compression-ignition engine, 
— prohibit the entry into service of vehicles equipped 
with compression-ignition engines, 
where emissions from this type of motor vehicle or from 
such vehicles meet the requirements of Directive 
70/220/EEC as amended by this Directive. 2. From 1 October 1988 in respect of types of vehicle 
equipped with a compression-ignition engine having a 
capacity of more than 2 000 cm3; 
from 1 October 1991 in respect of types of vehicle 
equipped with a compression-ignition engine having a 
capacity of not more that 2 000 cm3; and 
from 1 October 1994 in respect of types of vehicle 
equipped with a direct-injection compression-ignition 
engine having a capacity of not more than 2 000 cm3, 
Member States: 
— may no longer issue the document provided for in 
the last indent of Article 10 (!) of Directive 
70/156/EEC in respect of a type of motor vehicle, 
— may refuse national type approval for a type of 
motor vehicle, 
whose emission levels do not meet the requirements set 
out in the Annexes to Directive 70/220/EEC, as 
amended by this Directive. 
3. From 1 October 1989 in respect of vehicles 
equipped with a compression-ignition engine having a 
capacity of more than 2 000 cm3; 
from 1 October 1993 in respect of vehicles equipped with 
a compression-ignition engine having a capacity of not 
more than 2 000 cm3; and 
from 1 October 1996 in respect of vehicles equipped with 
a direct-injection compression-ignition engine having a 
capacity of not more than 2 000 cm3. 
Member States may prohibit the entry into service of 
such vehicles whose emission levels do not meet the 
requirements set out in the Appendices to Directive 
70/220/EEC, as amended by this Directive. 
Article 3 
Member States shall bring into force laws, regulations 
and administrative provisions necessary in order to 
comply with this Directive not later than 1 April 1987. 
They shall forthwith inform the Commission thereof. 
Article 4 
O OJ No L 42, 23. 2. 1970, p. 1. This Directive is addressed to the Member States. 
12.7.86 Official Journal of the European Communities No C 174/5 
Annex 
Amendments to the Annexes to Directive 70/220/EEC, as amended by Directive No 4011/86 
ANNEX 1 
SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE APPROVAL, EEC TYPE APPROVAL, 
SPECIFICATIONS AND, EXTENSION OF EEC TYPE APPROVAL, CONFORMITY OF PRO­
DUCTION, TRANSITIONAL ARRANGEMENTS 
1. Shall read as follows: 
'1 SCOPE 
This Directive applies to the emission of gaseous pollutants from all motor vehicles equipped 
with spark-ignition engines and to the emission of gaseous pollutants and particulates from 
vehicles of categories Mj and Nj equipped with compression-ignition engines covered by 
Article 1.' 
2.1. Shall read as follows: 
'2.1. "Vehicle type" with regard to the emission of gaseous pollutants and particulate emissions 
from the engine means a category of power-driven vehicles which do not differ in such 
essential prospects as' 
2.4. Shall be expanded as follows: 
'Particulate emissions are components of the exhaust gas which are removed from the diluted 
exhaust gas at a maximum temperature of 52 °C by means of the filters covered by Annex 
III.' 
3.1. Shall read as follows: 
'3.1. The application for approval of a vehicle type with regard to the emission of gaseous pollu­
tants and particulates from its engine is submitted by the vehicle manufacturer or by his 
authorized representative.' 
5.1.1. The first sentence shall read as follows: 
'The components liable to effect the emission of gaseous pollutants and particulates must be 
so designed, constructed and assembled as to enable the vehicle, in normal use, to comply 
.with the requirements of this Directive, despite the vibration to which they may be 
subjected.' 
5.2.1.1. Shall read as follows: 
'5.2.1.1. Type I test (verifying the average emission of gaseous pollutants and particulates after a cold 
start).' 
5.2.1.1.2. Shall be expanded as follows: 
'Note only the carbon monoxide, hydrocarbon and nitrogen oxide emissions, but also the 
particulate emissions from vehicles equipped with compression-ignition engines will be 
plotted.' 
5.2.1.1.3. The second sentence shall read as follows: 
'The methods used to collect and analyse the gases and also to remove and weigh the particu­
lates must be those prescribed.' 
No C 174/6 Official Journal of the European Communities 12.7.86 
5.2.1.1.4. Shall read as follows: 
'5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5 the test is repeated three times. For a 
vehicle of a given category the mass of the carbon monoxide, the combined mass of the 
hydrocarbons and the nitrogen oxides, the mass of the nitrogen oxides, and — in the case of 
vehicles equipped with compression-ignition engines — the mass of the particulates obtained 
in the test must be less than the amounts shown in the table below: 
Engine capacity 
C 
(cm5) 
C > 2 000 
1 400 < C < 2 000 
C < 1 400 Mass of carbon 
monoxide 
L, 
(g/test) 
25 
30 
45 Combined mass of 
hydrocarbons and 
nitrogen oxides 
L2 
(g/test) 
6,5 
8 
15 Mass of 
nitrogen oxides 
(g/test) 
3,5 
6 Mass of 
particulates (') 
u 
(g/test) 
1,3 
(') In the case of vehicles equipped with compression-ignition engines 
Vehicles equipped with compression-ignition engines whose engine capacity exceeds 2 000 
cm5 must comply with the limit values for the emission of pollutant gases, corresponding or 
equivalent to the category of engine capacities ranging from 1 400 cm3 to 2 000 cm3.' 
5.2.1.1.4.1. The phrase in brackets shall be deleted. 
5.2.1.1.4.2. Shall read as follows: 
'5.2.1.1.4.2. The number of tests prescribed in 5.2.1.1.4 may, at the request of the manufacturer, be 
increased to 10 tests provided that the arithmetical mean (~x.{) of the three results performed 
for each pollutant or combined total of two pollutants, subject to limitation, falls between 100 
and 110 % of the limit. In this case, the decision, after testing, depends exclusively on the 
average results obtained from all ten tests (x < L).' 
5.2.1.1.5.1. Shall read as follows: 
'5.2.1.1.5.1. Only one test is performed if the values plotted for each pollutant or for the combined 
emission of two pollutants is subject to limitation < 0,70 L.' 
5.2.1.1.5.2. Shall read as follows: 
'5.2.1.1.5.2. Only two tests are performed if the result for all pollutants or the combined result for two 
components is Vj < 0,85 L, and if, at the same time, at least one of these values or combined 
values for pollutants is Vj > 0,70 L. In addition the requirement that Vj + V2 < 1,70 L and 
V2 < L must be satisfied.' 
7.1. Shall read as follows: 
'7.1. As a general rule, conformity of production models, with regard to limitation of the emission 
of gaseous pollutants and of particulates from the engine, is checked on the basis of the 
description set out in Annex VII and, where necessary, of all or some of the tests of Types I, 
II and III described 5.2.' 
7.1.1.1. The table shall be replaced by the following: 
Engine capacity 
C 
(cm3) 
C > 2 000 
1 400 < C < 2 000 
C < 1 400 Mass of carbon 
monoxide 
L, 
(g/test) 
30 
36 
54 Combined mass of 
hydrocarbons and 
nitrogen oxides 
u 
(g/test) 
8,1 
10 
19 Mass of 
nitrogen oxides 
L3 
(g/test) 
4,4 
7,5 Mass of 
particulates (') 
L4 
(g/test) 
1,7 
(') In the case of vehicles equipped with compression-ignition engines. 
12.7.86 Official Journal of the European Communities No C 174/7 
Vehicles equipped with a compression-ignition engine having an engine capacity of more 
than 2 000 cm1 shall not exceed the limit values for pollutant gas emissions from the engine 
capacity class ranging from 1 400 cm5 to 2 000 cm3.' 
7.1.1.2. The second paragraph shall read as follows: 
'The result to be taken into consideration for the vehicle tested originally is the arithmetical 
mean of the results obtained from the three Type-I tests carried out on that vehicle. The 
arithmetical mean of the results obtained from the random sample and the standard 
deviation S are then plotted for the carbon monoxide emissions, the combined hydrocarbon 
and nitrogen oxide emissions, the nitrogen oxide emissions and the particulate emissions. 
Production models are then deemed to conform if the following condition is met: 
x + k • S < L 
Where L is the limit value laid down in 7.1.1.1: 
k is the statistical factor depending upon n and given in the following table:' 
8.3.1.1. Shall read as follows: 
'8.3.1.1. For vehicle type approval, the limit values specified in the table set out in 5.2.1.1.4 shall be 
replaced by the following: 
— Mass of carbon monoxide: 2,11 g/km, 
— Mass of hydrocarbons: 0,25 g/km, 
— Mass of nitrogen oxides: 0,62 g/km, 
— Mass of particulates ('): 0,25 g/km. 
These limit values are deemed to be met if they are not exceeded by the results of tests on a 
vehicle type in which the individual masses of pollutants are multiplied by the relevant 
deterioration factor set out in the table below: 
Exhaust gas clean-up system 
1. Spark-ignition engine with oxidizing 
catalytic converter 
2. Spark-ignition engine without catalytic 
converter 
3. Spark-ignition engine with 3-way catalytic 
converter 
4. Compression-ignition engine Deterioration factor 
CO 
1,2 
1,2 
1,2 
1,1 HC 
1,3 
1,3 
1,3 
1,0 NOx 
1,0 
1,0 
1,1 
1,0 Particulates (') 
— 
— 
1,0 
(') In the case of vehicles equipped with a compression-ignition engine. 
Where the certification process for the Community export markets has been used to provide 
a manufacturer with confirmation of deterioration factors which are specific to a vehicle type 
these factors may always be used as an alternative if the product complies with the limit 
values referred to in this section.' 
No C 174/8 Official Journal of the European Communities 12.7.86 
ANNEX III 
TYPE I TEST 
(Verifying the average emission of pollutants in a congested urban area after a cold start) 
4.2.1. Shall read as follows: 
'4.2.1. The exhaust gas sampling system must be able to measure the actual quantities of pollutants 
emitted in the exhaust gases to be measured. The system to be used is the constant volume 
sampler (CVS) system. This requires that the vehicle exhaust be continuously diluted with 
ambient air under controlled conditions. In the constant volume sampler concept of mea­
suring two conditions must be satisfied: the total volume of the mixture of exhaust gases and 
dilution air must be measured and a continuously proportional sample of the volume must be 
collected for analysis. 
The quantities of pollutants emitted are determined from the sample concentrations, 
corrected for the pollutant content of the ambient air and the totalized flow over the test 
period. 
The particulate emission level is determined by using suitable filters to collect the particulates 
from a proportional part flow throughout the test and determining the quantity thereof 
gravimetrically in accordance with 4.3.2.' 
4.3.1.1. Shall be expanded as follows: 
'— Particulates: 
Gravimetric determination of the particulates collected. These particulates are in each case 
collected by two series-mounted filters in the sample gas flow. The quantity of particulates 
collected by each pair of filters should lie between 2 and 5 mg. 
The filter surface should consist of a material that is hydrophobic and inert towards the 
components of the exhaust gas (PTFE or equivalent material).' 
4.3.1.2. Is expanded as follows: 
'Measurement of the particulates collected shall be to a guaranteed accuracy of a lug.' 
4.3.2. Shall be expanded as follows: 
'The particulate sampling unit shall consist of a dilution tunnel, a sampling probe, a filter 
unit, a partial-flow pump, and a flowrate regulator and measuring unit. The particulate-
sampling part flow is drawn through two series-mounted filters. The sampling probe for the 
test gas flow for particulates shall be so arranged within the dilution tract that a repres­
entative sample gas flow can be taken from the homogeneous air/exhaust mixture and an 
air/exhaust gas mixture temperature of 52 °C is not exceeded at the sampling point. The 
temperature of the sample gas flow may not fluctuate along the length of the sampling line 
(sampling probe flow measuring unit) by more than ± 3 K, nor may the flow rate fluctuate 
by more than ± 5 %. The mass of the particulates collected during the test phase is 
determined by differential measurement. 
The necessary particle filters shall be conditioned (as regards temperature and humidity) in 
an open dish which has been protected against dust ingress for at least 8 and for not more 
than 56 hours before the test in an air-conditioned chamber. After this conditioning the 
uncontaminated filters will be weighed and stored until they are used.' 
12.7.86 Official Journal of the European Communities No C 174/9 
7. Shall read as follows: 
7. GAS AND PARTICULATE SAMPLING AND ANALYSIS' 
7.1. Shall read as follows: 
'7.1. Sampling 
Sampling begins at the beginning of the first test cycle as defined in 6.6.2. and ends on 
conclusion of the final idling period in the fourth cycle.' 
7.2.1. Shall be expanded as follows: 
'The spent particulate filters must be taken to the chamber no later than one hour after 
conclusion of the test on the exhaust gases and must there be conditioned for between 1 and 
56 hours and then be weighed.' 
8. Shall read as follows: 
'8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS AND 
PARTICULATES EMITTED' 
8.2. Shall read as follows: 
'8.2. Total mass of gaseous pollutants and particulates emitted. The mass M of each pollutant 
emitted by the vehicle during the test is determined by obtaining the product of the 
volumetric concentration and the volume of the gas in question, with due regard to the 
following densities under the abovementioned reference conditions: 
— in the case of carbon monoxide (CO) d = 1,25 grams per litre, 
— in the case of hydrocarbons (CH^gs) d = 0,619 grams per litre, 
— in the case of nitrogen oxides (NO2) d = 2,05 grams per litre. 
The mass M of the particulates emitted by the vehicle during the test is determined by 
measuring the mass of the particulates collected by the two filters. 
At least 95 % of the particulates must be on the first filter. 
It is sufficient in this case to use the mass of the deposit on the first filter to calculate the 
mass of the particulates emitted. 
Appendix 8 gives the calculations, followed by examples, used in determining the mass 
emissions of gaseous pollutants and particulates.' 
The title of Appendix 5 shall read as follows: 
'DESCRIPTION OF GAS-SAMPLING SYSTEMS' 
2.1.3. Shall read as follows: 
'2.1.3. A continuously proportional sample of the diluted exhaust gases and the dilution air must be 
collected for analysis. 
The quantity of gaseous pollutants emitted is determined from the proportional sample 
concentrations and the total volume measured during the test. The sample concentrations are 
corrected to take account of the pollutant content of the ambient air. In addition, where 
vehicles are equipped with compression-ignition engines, their particulate emissions are 
plotted.' 
2.2.2. Shall read as follows: 
'2.2.2. The exhaust-gas sampling system must be so designed as to make it possible to measure the 
average volume concentrations of the CO2, CO, HC— and NOx and, in addition, in the case 
of vehicles equipped with compression-ignition engines, of the particulate emissions 
contained in the exhaust gases emitted during the vehicle testing cycle.' 
No C 174/10 Official Journal of the European Communities 12.7.86 
2.4. Shall read as follows: 
'2.4. Additional sampling unit for the testing of vehicles equipped with a compression-ignition engine. 
2.4.1. By way of a departure from the taking of gas samples from vehicles equipped with spark-
ignition engines, the hydrocarbon and particulate sampling points are located in a dilution 
tunnel. 
2.4.2. In order to reduce heat losses in the exhaust gases between the exhaust tail pipe and the 
dilution tunnel inlet, the pipe may not be more than 3,6 m long, or 6,1 m long if heat 
insulated. Its internal diameter may not exceed 105 mm. 
2.4.3. Predominantly turbulent flow conditions (Reynolds numbers 4 000) must apply in the 
dilution tunnel — which consists of a straight, electrically-conductive material — in order to 
guarantee that the diluted exhaust gas is homogeneous at the sampling points and that the 
samples consist of representative gases and particulates. The dilution tunnel must be at least 
200 mm in diameter and the system must be earthed. 
2.4.4. The particulate sampling system consists of a sampling probe in the dilution tunnel and two 
series-mounted filters. Quick-acting valves are located both up and downstream of the two 
filters. 
2.4.5. The particle sampling probe shall be arranged as follows: 
It must be installed in the vicinity of the tunnel centreline roughly ten tunnel diameters 
downstream of the gas inlet and have an internal diameter of at least 12 mm. 
The distance from the sampling tip to the filter mount must be at least 5 probe diameters, 
but must in any case not exceed 1 020 mm. 
2.4.6. The sample gas flow measuring unit consists of pumps, gas flow regulators and flow 
measuring units. 
2.4.7. The hydrocarbon sampling system consists of a heated sampling probe, line, filter and pump. 
The sampling probe must be installed in such a way at the same distance from the exhaust 
gas inlet as the particulate sampling probe that neither interferes with samples taken by the 
other. It must have a minimum internal diameter of 4,5 mm. 
2.4.8. All heated parts must be maintained at a temperature of 190 °C ± 10 °C by the heating 
system. 
2.4.9. If it is not possible to compensate for variations in the flow rate there must be a heat 
exchanger and a temperature control device as specified in 2.3.3.1. so as to ensure that the 
flow rate in the system is constant and the sampling rate is accordingly proportional.' 
3.1.4. Shall be expanded as follows: 
'Particulate sampling system: 
— S4 sampling probe in the dilution tunnel, 
— Fp filter unit consisting of two series-mounted filters, 
— Switching arrangement for further parallel-mounted pairs of filters, 
— Sampling line, 
— Pumps, flow regulators, flow measuring units.' 
Figure 1 shall be replaced by the following new Figure 1: 
Ambient Air Figure 1 
Constant Volume Sampler with Positive Displacement Pump (PDP-CVS) 
To vent 
S4 
TAl 
•X To vent 
P-& h-C^3-kL 
*_&J •^ To vent 
N 
IV HC span gas 
Required for diesel testing only N w 
c 
3 
n> 
13 o 
o 
3 
3 
c 
3 
2 O 
O 
No C 174/12 Official Journal of the European Communities 12.7.86 
3.2.4. Shall be expanded as follows: 
'Particulate sampling system: 
— S4 Sampling probe in dilution tunnel, 
— Fp Filter unit, consisting of two series-mounted filters, 
— Switching unit for further parallel-mounted pairs of filters, 
— Sampling line, 
— Pumps, flow regulators, flow measuring units.' 
Figure 2 shall be replaced by the following new figure 2: 
12.7.86 Official Journal of the European Communities No C 174/13 
U 
•c 
s 
o 
No C 174/14 Official Journal of the European Communities 12. 7. 86 
3.3. Shall be replaced as follows: 
'(only for spark-ignition engined vehicles)' 
Appendix 8 shall read as follows: 
'APPENDIX 8 
CALCULATION OF THE EMISSION OF POLLUTANTS 
1. General 
1.1. Emissions of gaseous pollutants are calculated by means of the following equation: 
M; - Vmix • Q; • kH • Q • 10-6 
where: 
Mj = pollutant emissions in grams/per test, 
Vmix = volume of the diluted exhaust gas expressed in litres per test and corrected to 
standard conditions (273,2 K and 101,33 kPa), 
Qi = density of the pollutant in grams/per litre at normal temperature and pressure 
(273,2 K and 101,33 kPa), 
kpi = humidity correction factor used for the calculation of the emissions of nitrogen 
oxides (there is no humidity correction for HC and CO), 
Q = concentration of the pollutant i in the diluted exhaust gas, expressed in ppm and 
corrected by the concentration of the pollutant i in the dilution air. 
1.2. Volume determination 
The wording of former Section 1 is adopted without change. 
1.3. Calculation of the corrected concentration of pollutants in the sampling bag 
The wording of former Section 2 is adopted without change. 
1.4. Determination of the NO humidity correction factor 
The wording of former Section 3 is adopted without change. 
1.5. Example 
The wording of former Section 4 is adopted without change up to 4.2. while 4.3. and 4.4. are 
deleted. 
2. Special provision relating to vehicles equipped with compression-ignition engines 
2.1. HC Measurement for compression-ignition engines. 
The average HC concentration used in determining the HC mass emissions from 
compression-ignition engines is calculated with the aid of the following formula: 
J cHC • <h 
Ce = J 
t2 -1, 
12. 7. 86 Official Journal of the European Communities No C 174/15 
where: 
t2 
J CHC • dt = Integral of the recording of the heated HFID throughout 
tt the test (t2 — ti), 
ce = Concentration of HC measured in the diluted exhaust, in ppm, 
ce = is substituted directly for CHC m aH relevant equations. 
2.2. Determination of particulates 
Particulate emission Mp is calculated by means of the following equation: 
(Vmix + Vep) x Pe 
Mp = 
Vep 
where: 
Vmix = Volume of diluted exhaust gases (s. 1.1.3) under standard conditions, 
Vep = Volume of exhaust gas flowing through particulate filter under standard conditions, 
Pe = Particulate mass collected by filter.' 
ANNEX III A 
TEST EQUIVALENT TO THE TYPE-I TEST INTENDED TO CHECK EMISSIONS FOLLOWING 
A COLD START 
4.2.1. 
4.3.1.1. 
4.3.1.2. 
4.3.2. Shall receive the new wording of the corresponding items in Annex III. 
6.2.2.7. Shall read as follows: 
'6.2.2.7. Start the gas flow measuring device, position the sample-selector valves to direct the sample 
flow into the 'transient' exhaust sample bag and the 'transient' dilution-air sample bag (turn 
on the diesel hydrocarbon analyser system integrator and mark the recorder chart, if 
applicable), position the valves during sampling in such a way that the transient phase is 
directed onto the particulate filters, turn the key and start the engines.' 
6.2.2.11. First sentence shall read as follows: 
'At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously 
switch the sample flows from the 'transient' to the 'stabilized' bags, in such a way that they 
pass through the particulate filters for the stabilized flows, switch off gas-flow measuring 
device No 1 (and diesel hydrocarbon integrator No 1) (mark the diesel-hydrocarbon 
recorder chart) and start gas-flow measuring device No 2 (and diesel-hydrocarbon integrator 
No 2).' 
6.2.2.13. First sentence shall read as follows: 
'Five seconds after the engine stops running, simultaneously turn off gas-flow measuring 
device No 2 (and diesel-hydrocarbon integrator No 2) (mark the hydrocarbon recorder 
chart, if applicable) close the valves for the stabilized-phase particulate filters and position the 
sample selector valves to the 'standby' position.' 
6.2.2.16. The following new sentence is inserted after the first sentence: 
'In the case of vehicles equipped with a compression-ignition engine similarly only one pair 
of particulate filters is needed for the hot-start test.' 
No C 174/16 Official Journal of the European Communities 12.7.86 
6.2.2.17. First sentence shall read as follows: 
'At the end of the deceleration, which is scheduled to occur at 505 seconds, simultaneously 
turn off gas-flow measuring device No 1 (and diesel hydrocarbon integrator No 1) (mark 
the diesel hydrocarbon recorder chart, if applicable) close the valves for the particulate filter 
and position the sample selector valve to the 'standby* position (engine shutdown does not 
form part of the hot-start test sampling period).' 
The following new 7.8. shall be inserted after 7.7: 
'7.8. The spent particulate filters must be taken to the chamber no later than one hour after 
conclusion of the test on the exhaust gases and must there be conditioned for between one 
and 56 hours, and then be weighed.' 
8. and 8.2. shall receive the new wording of the corresponding items in Annex III. 
Appendix 5: the title shall be the same as that of Appendix 5 to Annex III. 
2.1.3. 
2.2.2. 
2.4.1. 
2.4.2. 
2.4.3. Shall receive the new wording of the corresponding items in Appendix 5 to Annex III. 
2.4.4. Shall read as follows: 
'2.4.4. The particulate sampling system consists of a sampling probe in the dilution tunnel, three 
filter units consisting in each case of two series-mounted filters to which the sample gas 
flows within a test phase can be directed. The sample gas flows from the phases 'transient 
after cold start', 'stabilized after cold start' and 'transient after hot start' will in turn flow 
through the filter units.' 
2.4.5. 
2.4.6. 
2.4.7. Shall receive new wording of the corresponding items in Appendix 5 to Annex III. 
2.4.8. 
2.4.9. 
3. The systems coincide with those described in item 3 in Appendix 5 to Annex III, with the 
exception that in each case three sample bags for exhaust gas samples and ambient air 
samples are arranged in parallel in such a way that they can in turn have the sample gas flow 
directed towards them via quick-acting valves. 
Accordingly, in the tests on vehicles equipped with diesel engines, three pairs of particulate-
measurement filters are arranged in parallel. 
Appendix 8 shall read as follows: 
'APPENDIX 8 
CALCULATION OF THE EMISSION OF POLLUTANTS 
1. Pollutant emissions are calculated by means of the following equation: 
M;cT Mis MJHT Mis 
Mi - 0,43 + 0,57 
SCT + Ss SHT + Ss 
where: 
M; = pollutant emissions in grams per test, 
M;CT — pollutant emissions in grams during the first phase (transient cold), 
M;HT = pollutant emissions in grams during the final phase (transient hot), 
12.7.86 Official Journal of the European Communities No C 174/17 
M;s = pollutant emissions in grams during the second phase (stabilized), 
Scx = distance covered (in km) during the final phase, 
SHT = distance covered (in km) during the final phase, 
Ss = distance covered (in km) during the second phase. 
2. The emissions of gaseous pollutants in the individual phases are calculated by means of the 
following formula: 
Mi = Vmix x Qj x kH x Q x 10-* 
where: 
M; = pollutant emissions in grams per test, 
Vmix — volume of the diluted exhaust gas expressed in litres per phase and corrected to 
standard conditions (273,2 K and 101,33 kPa), 
Qi = density of the pollutant in grams per litre at normal temperature and pressure 
(273,2 K and 101,33 kPa), 
kn = humidity correction factor used in calculating the emissions of nitrogen oxides 
(there is no humidity correction for HC und CO), 
Q = concentration of the pollutant in the diluted exhaust gas, expressed in ppm and 
corrected by the concentration of the pollutant i in the dilution air. 
3. Special provisions relating to vehicles equipped with compression-ignition engines. 
3.1. HC measurement 
The HC emissions in the individual phases shall be determined in accordance with 2.1. in 
Appendix 8 to Annex III. 
3.2. Particulate measurement 
The particulate emissions in the individual phases shall be determined in accordance with 2.2 
in Appendix 8 to Annex III.'