COMMISSION OF THE EUROPEAN COMMUNITIES 
i*1 •*•»» t C0M(93) 449 final - COD 470 
Brussels, 30 November 1993 
L.:L- I. MA. 
3&m 
ift^E^'tt^afflt Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE ON 
CERTAIN COMPONENTS OR CHARACTERISTICS OF 
TWO OR THREE-WHEEL MOTOR VEHICLES 
(presented by the Commission) 
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EXPLANATORY MEMORANDUM 
This proposal forms part of the type approval procedure for two or three-wheel 
motor vehicles covered by Directive 92/61/EEC of 30 June 1992 (framework 
directive). 
It deals with the following devices and characteristics: 
tyres 
lighting and light-signalling devices 
external projections 
rear-view mirrors 
measures to counter atmospheric pollution 
fuel tanks 
measures to counter tampering 
electromagnetic compatibility 
permissible sound level and exhaust system 
trailer couplings and side-car attachments 
safety belts and safety belt anchorages 
glazing, windscreen wipers and washers and de-icing and de-misting 
devices. 
At issue in this instance are the requirements applying to the above-mentioned 
components and characteristics. Together with those already proposed for the 
other components and characteristics provided for in Annex 1 to the framework 
directive, these are requirements which must be met if said vehicles are to be 
approved and placed on the Community market without encountering technical 
barr iers. 
In drawing up this proposal the Commission has taken extensive account -
wherever possible - of the requirements adopted by the United Nations' 
Economic Commission for Europe (UNO/ECE). This applies to the requirements 
for tyres (UNO/ECE Regulation No 75), for lighting and light-signalling 
devices (UNO/ECE Regulations No 37, 50, 56, 57, 72 and 82) and for safety 
belts (UNO/ECE Regulation No. 16). 
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For the remainder the Commission has taken account of the regulations in force 
in the various Member States by basing its proposals on the highest level of 
those national requirements. 
The present requirements are needed (a) in order to harmonize the differing 
legal provisions in force in the Member States and (b) in order to ensure 
greater road safety. 
The requirements set out in three of the twelve chapters in the annex to this 
proposal warrant particular stress in view of their impact on protection of 
the environment or on safety. These are requirements put forward in order to 
restrict pollutant emissions and sound level, and also requirements intended 
to reduce to a minimum the scope for users to increase the performance of such 
vehicles (tampering). 
The proposed action to reduce pollutant emissions by the vehicles concerned 
(Chapter 5) is intended to lay down limit values for carbon monoxide (CO), 
unburnt hydrocarbons (HC) and nitrogen oxides (N0X). In line with the 
approach to environmental protection adopted by the Commission it is proposed 
that the procedure should take place in stages: an initial stage laying down 
limit values for pollutant emission which would enter into force as soon as 
possible, and a second stage - roughly four years after the entry into force 
of the first - within which, on the basis of a proposal passed on in good time 
by the Commission, the European Parliament and the Council will reach a 
decision on making those values more stringent for motorcycles and tricycles. 
The four-year period is to enable the industries involved to take any steps 
required in order to ensure that their products are able to meet the new 
requirements by the due date. 
The future strategy shall, inter alia, be based on the following: 
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(a) Air quaiity 
Need to meet the Community criteria applying to air quality and the 
implementation of harmonized Community measures concerning the monitoring 
and measurement of air quality; 
(b) Subsequent reduction of limit values 
These shall be based on an assessment of the potential offered by 
traditional engine technology and by after-burning, possible improvements 
to the test method, for example, test cycles, cold starting, durability, 
evaporation and the potential offered by new motive-power technologies 
such as electric traction; 
(c) Additional technical measures deriving from specific directives 
Improvements to fuel quality and requirements concerning alternative 
fuels in connection with vehicle emissions, and tightening of the 
requirements as part of Inspection and maintenance programmes; 
(d) Coherent strategy for other additional measures concerning air-quality 
targets 
Use of tax incentives, traffic management and improvements to urban public 
transport. 
The Commission proposal will also take account of the technological potential 
that is either available or conceivable in order to achieve the target set, 
and of the analyses of the cost/benefit ratio of those technologies. 
On the other hand, the Commission has already been able to propose 
second-stage limit values for mopeds with the full agreement of experts 
representing both governments and the industries affected. 
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The measures put forward in order to reduce noise emission by the vehicles 
concerned (Chapter 9) are intended to lay down limit values in A-weighted 
decibels [dB(A)j according to the categories of those vehicles. 
Also in line with the approach adopted by the Commission on protection of the 
environment, it is proposed that one proceed in stages, following the example 
of the procedure adopted for pollutant emissions and described above. It 
should be pointed out that a directive on motorcycles adopted in 1978,1 as 
last amended in 1989,2 is currently in force but that the sound-level limits 
to be met, together with the optional nature of that directive, have led 
almost all of the Member States to keep their less-stringent national laws in 
force. More particularly the limit values that this directive had laid down 
with effect from October 1993 for motorcycles having a cylinder capacity of 
less than 80 cm3, and more than 175 cm3 (75 and 80 dB(A) respectively) and 
those with effect from January 1995 for motorcycles having a cylinder capacity 
of between 80 and 175 cm3 (77 dB(A)) prove to be so difficult to meet that 
70% of motorcycles would not be able to meet those limit values without the 
development of new technologies. 
Since it is aware that most of the 50, or so, Community companies are small 
and medium-sized and that mandatory compliance with the limit values set out 
in the current directive, on the dates stated, would have an outcome that was 
incompatible with their survival, the Commission, by means of this new 
directive on mandatory harmonization and as a first stage, has proposed that 
the date of entry into force of those limit values be set at 1 January 1997. 
The future strategy will be based, inter alia, on the following: 
(a) Permissible sound level 
Need to meet Community criteria applying to noise nuisances and 
implementation of harmonized Community measures concerning the monitoring 
and measurement of sound emissions; 
1 Directive 78/1015/EEC; OJ L 349, 13.12.1978, p. 21. 
2 Directive 89/235/EEC; OJ L 98, 11.4.1989, p. 1. 
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(b) Subsequent reduction of limit values 
These shall be based on an assessment of the potential offered by the 
traditional technology applying to the engine and other mechanical parts 
of the vehicle, the potential offered by new sound-emission reduction 
technologies, of the possible improvements to the test method - especially 
as regards certain categories of the vehicles concerned - and on an 
assessment of the taking into account of the noise generated by contact 
between tyres and road surfaces without, however, neglecting safety 
requirements; 
(c) Coherent strategy for other supplementary measures relating to the targets 
for protection of the environment against noise nuisances. Use of tax 
incentives, traffic management and improvements to urban public transport. 
The measures put forward in order to restrict to a minimum the scope for 
tampering with mopeds and motorcycles by their users in order to boost their 
performance (Chapter 7) meets requirements that are becoming more and more 
widespread throughout the Member States as a result of the increasing spread 
of this phenomenon, which impairs road safety. It Is necessary, with regard 
to mopeds, to put a stop to altering the engine character 1stics of such 
vehicles by young users in order to increase their performance to such a level 
that - in certain cases - this outstrips the performance of, in particular, 
the vehicle's braking system, tyres and lighting and light-signalling devices. 
When adopting Directive 92/61/EEC the Council had agreed, with regard to 
motorcycles, that adequate steps to counter tampering were essential and could 
be considered as a supplement to those restricting motorcycle power to 74 kW. 
In preparing the measures proposed the Commission listened to the views of the 
Working Party on "Motor vehicles" which, as a matter of course, assists the 
Commission in all of its technical harmonization activities and which 
comprises both government experts and experts from the interested circles 
within the Member States. 
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However, it had to go beyond certain opinions delivered, in particular, on the 
action to be taken on permissible sound level put forward by representatives 
of industry and users and by certain government experts, since protection of 
the environment against this type of nuisance is not only necessary but could 
also be achieved via the work being, and to be, done by the industry on 
developing technologies enabling the requirements put forward to be met by the 
due date. 
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PROPOSAL FOR A 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE ON 
CERTAIN COMPONENTS AND CHARACTERISTICS OF 
TWO OF THREE-WHEEL MOTOR VEHICLES 
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Community, and in 
particular Article 100a thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the Economic and Social Committee,1 
Whereas it is necessary to adopt measures that are intended to establish an 
internal market consisting of an area without internal frontiers within which 
goods, persons, services and capital are able to move freely; 
Whereas in each Member State two or three-wheel motor vehicles shall, in 
respect of the components and characteristies covered by this directive, 
display certain mandatory technical characteristics which differ from one 
Member State to another; whereas owing to those differences they constitute 
barriers to trade within the Community; whereas those barriers to the 
establishment and operation of the internal market may be removed if the same 
requirements are adopted by all of the Member States in place of their 
national regulations; 
Whereas the drawlng-up of harmonized requirements concerning those components 
and characteristics of two and three-wheel motor vehicles is necessary in 
order to enable the type approval and component type approval procedures 
covered by Directive 92/61/EEC2 to be implemented in respect of each type of 
said vehicle; 
1 OJ C ..: . 
2 OJ L 225, 10.8.1992, p. 72. 
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In order to ease access to the markets in the non-Member States of the 
Community it is necessary to establish equivalence between the requirements of 
Chapters 1 (tyres), 2 (lighting devices) and 11 (safety belts) of the Annex to 
this Directive and those to equivalent ECE/UNO regulations Nos 75, 37, 50, 56, 
57, 72, 82 and 16 respectively; 
Whereas, with regard to the aspects concerning the protection of the 
environment i.e. atmospheric and noise pollution, it is neccessary to pursue 
the aim of constantly improving the environment; whereas for this purpose 
limit values for pollutants and sound level, laid down for the fastest 
possible application, must be reduced yet further; whereas that subsequent 
reduction may only be opted for on the basis of studies and reseach to be 
undertaken or pursued into the available or conceivable technological 
potential and into an analysis of their cost/benefit ratios in order to permit 
production, on an industrial scale, of vehicles which are able to meet these 
more stringent limits; whereas the decision on that subsequent reduction must 
be taken by the European Parliament and the Council at least three years 
before their entry into force in order to enable the industry to make the 
necessary arrangements whereby their products may, by the intended date, 
comply with the new Community measures, whereas the European Parliament and 
Council Decision will be based on proposals which the Commission will have to 
send them in good time; 
Whereas, by granting tax incentives, the Member States should be enabled to 
promote the marketing of vehicles which, in advance, meet the requirements 
adopted at Community level concerning measures to counter pollutant and noise 
emissions. 
Whereas the methods of measuring the immunity of vehicles and separate 
technical units to electromagnetic radiation in order to check compI lance with 
the provisions concerning electromagnetic compatibility (Chapter 8) require 
complex and costly installations; whereas in order to enable the Member 
States to provide such installations provision should be made for deferring 
application of these methods by three years, dating from the entry into force 
of this Directive; 
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Whereas, given the scale and impact of the action proposed in the sector in 
question, the Community measures which are the subject of this Directive are 
necessary, or even indispensable, to attain the objective set, namely 
Community vehicle type approval; whereas this objective cannot be adequately 
achieved by the Member States individually; 
Whereas technical progress required rapid adaptation of the technical 
requirements set out in the Annex to this Directive-, whereas, with the 
exception of the limit values for pollutants and sound level, this task should 
be assigned to the Commission in order to simplify and speed up the procedure; 
whereas, in all cases where the European Parliament and the Council confer 
upon the Commission authority to implement rules laid down in the two- or 
three-wheel motor vehicle sector, it is appropriate to provide for a procedure 
for prior consultation between the Commission and Member States within an 
advisory committee; 
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HAVE ADOPTED THIS DIRECTIVE: 
Article 1 
This Directive and its Annex shall apply to: 
tyres 
lighting and light-signalling devices 
external projections 
rear-view mirrors 
measures to counter atmospheric pollution 
fuel tanks 
measures to counter tampering 
electromagnetic compatibility 
permissible sound level and exhaust system 
trailer coupling devices and sidecar attachments 
safety belt anchorages and safety belts 
glazing, windscreen wipers and washers and de-icing and demisting devices 
for all types of vehicle as defined in Article 1 of Council 
Directive 92/61/EEC. 
Article 2 
1. The procedures governing the granting of component type approval in 
respect of tyres, lighting and light-signalling devices, rear-view 
mirrors, fuel tanks, exhaust systems, safety belts and glazing for a type 
of two- or three-wheel motor vehicle and the component type approval of a 
type of tyre, lighting and light-signalling device, rear-view mirror, fuel 
tank, exhaust system, safety belt and glazing in the form of components, 
and the conditions applying to the free movement of said vehicles and for 
the free placing on the market of said components shall be those set out 
in Chapters II and III respectively of Directive 92/61/EEC. 
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2. The procedure governing the granting of component type approval in respect 
of external projections, measures to counter atmospheric pollution, 
measures to counter tampering, electromagnetic compatibility, permissible 
sound level, coupling devices for trailers and sidecar attachments, 
safety-belt anchorages, windscreen wipers and washers and de-icing and 
demisting devices for a type of two- or three-wheel motor vehicle, and the 
conditions applying to the free movement of said vehicles shall be those 
set out in Chapters II and III respectively of Directive 92/61/EEC. 
Article 3 
1. In pursuance of the provisions of Article 11 of Directive 92/61/EEC, the 
equivalence shall be recognized of the requirements of Chapters 1 (tyres), 
2 (lighting and light-signalling devices) and 11 (safety belts) of this 
Directive and those of ECE/UNO Regulations Nos. 
75 (document E/ECE/TRANS/505/Rev. 1/Add. 74) in respect of tyres, 
37 (document E/ECE/TRANS/505/Rev. 1/Add. 36/Rev. 2/Suppl. 9), 
50 (document E/ECE/TRANS/505/Rev. 1/Add. 49/Amend. 1/Corr. 2), 
56 (document E/ECE/TRANS/505/Rev. 1/Add. 55/Rev. 1/Corr. 2), 
57 (document E/ECE/TRANS/505/Rev. 1/Add. 56/Amend. 2/Suppl. 1), 
72 (document E/ECE/TRANS/505/Rev. 1/Add. 71/Amend. 1/Suppl. 1), 
82 (document E/ECE/TRANS/505/Rev. 1/Add. 81) in respect of lighting and 
light-signalling devices, and 
16 (document E/ECE/TRANS/505/Rev. 1/Add. 15/Rev. 3/Amend. 1/Suppl. 4) in 
respect of safety belts. 
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2. The Member-State authorities granting component type approval shall accept 
component type approvals issued in accordance with the requirements of the 
above-mentioned regulations, and component type approval marks, instead of 
the corresponding component type approvals and component type approval 
marks issued in accordance with the requirements of this Directive. 
Article 4 
1. The European Parliament and the Council, acting in accordance with the 
conditions set out in the Treaty, shall, before 1 January 1997, state 
their opinion on a Commission proposal laying down a subsequent stage 
providing for measures that are aimed to make the limit values for 
pollutants and the sound level of the vehicles concerned, as laid down 
respectively in Chapter 5, Annex II, Tables I and II and Chapter 9, Annex 
I, more str ingent. 
2. The European Parliament and Council decision referred to in paragraph 1, 
which shall apply from 2001, shall take account of the need to incorporate 
factors other than simple more-stringent limit values. The costs and 
benefits deriving from the implementation of such measures shall be 
assessed, and these shall be proportional and reasonable in the light of 
the intended aims. 
Article 5 
1. Member States may only make provision for tax incentives for motor 
vehicles meeting the atmospheric-pollution and noise-pollution 
requirements laid down in Chapter 5, Annex I, item 2.2.1.1.3 and Annex II, 
Tables I and II and Chapter 9, Annex I respectively of this Directive. 
2. These incentives shall be in line with the provisions of the Treaty and 
also meet the following conditions: 
they must be valid for all new vehicles placed on the market of a 
Member State and, in advance, comply with paragraph 1 of this 
Direct ive; 
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they shall come to an end upon the mandatory implementation of 
paragraph 1 ; 
they must also, for each type of motor vehicle, cover substantially 
lower amounts than the extra cost of the technical solutions applied 
and of their incorporation into the motor vehicle in order that the 
values laid down are met. 
3. The Commission shall be informed in good time of any intentions to 
introduce or alter any of the tax incentives referred to in paragraph 1. 
The Commission shall give its prior agreement to the implementation of 
those incentives and shall, in particular, take account of the impact of 
those incentives on the internal market. 
Article 6 
The changes needed in order to adapt the Annex to technical progress - apart 
from the limit values for atmospheric and sound pollution set out, 
respectively, in Chapter 5, Annex I, item 2.2.1.1.3 and Annex II, Tables I and 
II, and in Chapter 9, Annex I - shall be adopted in accordance with the 
following procedure. 
Where reference is made to the procedure defined in this Article the 
Commission's representative shall lay a draft of the measures to be taken 
before the committee set up under Article 13 of Directive 70/156/EEC1, as 
last amended by Directive 92/53/EEC2. The Committee shall deliver its 
opinion on this draft within a deadline which the Chairman may lay down in the 
light of the urgency of the matter at issue, and where appropriate by taking a 
vote. 
That opinion shall be entered in the record; moreover each Member State has 
the right to request that its views be entered in that record. 
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. 
1 OJ No L 42, 23.02.1970, p. 1. 
2 OJ No L 225, 10.08.1992, p. 1. 
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Articled 
1. Member States shall bring into force the laws, regulations and 
administrative provisions necessary in order to comply with this Directive 
by, at the latest, 1 June 1996. They shall forthwith inform the 
Commission thereof. 
From the above-mentioned date Member States may no longer prohibit the 
first placing in service of vehicles complying with this Directive or with 
certain of its chapters. 
They shall apply these provisions from 1 January 1997. 
However, the implementation of certain provisions in Chapters 5, 8 and 9 
shall be deferred as specified in said chapters. 
2. When the Member States adopt these provisions these shall contain a 
reference to this Directive or shall be accompanied by such a reference on 
their official publication. The details of that reference shall be laid 
down by the Member States. 
Article 8 
Directives 78/1015/EEC on the permissible sound level and exhaust system of 
motor cycles1, as last amended by Directive 89/235/EEC2, and 80/780/EEC on 
rear-view mirrors for two- or three-wheel motor vehicles with or without 
sidecar and on their fitting to said vehicles3, as last amended by 
Directive 80/1272/EEC4 shall be repealed on entry into force of this 
Directive. 
1 OJ No L 349, 13.12.1978, p. 21. 
2 OJ No L 98, 11.4.1989, p. 1. 
3 OJ No L 229, 30.8.1980, p. 49. 
4 OJ No L 375, 31.12.1980, p. 73. 
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Article 9 
This Directive is addressed to the Member States 
Done at Brussels, 
For the European Parliament, For the Council, 
The President The President 
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ANNEX 
Contents of Annex 
Chapter 1: Tyres for two- or three-wheel motor vehicles 
Chapter 2: Lighting and light-signalling devices for two- or three-wheel 
motor vehicles 
Chapter 3: External projections from two- or three-wheel motor vehicles 
Chapter 4: Rear-view mirrors for two- or three-wheel motor vehicles 
Chapter 5: Measures to counter atmospheric pollution caused by two- or three-
wheel motor vehicles 
Chapter 6: Fuel tanks for two- or three-wheel motor vehicles 
Chapter 7: Measures to counter tampering with mopeds and motorcycles 
Chapter 8: Electromagnetic compatibility of two- or three-wheel motor 
vehicles 
Chapter 9: Permissible sound level and exhaust system of two- or three-wheel 
motor vehicles 
Chapter 10: Trailer coupling devices for two- or three-wheel motor vehicles 
and motorcycle sidecar attachments 
Chapter 11: Safety-belt anchorages and safety belts for bodied three-wheel 
mopeds, tricycles and quadr(cycles 
Chapter 12: Glazing, windscreen wipers, washers, de-icers and demisters for 
bodied three-wheel mopeds, tricycles and quadricycles 
«- ; / 
CHAPTER 1 
TYRES FOR TWO- OR THREE-WHEEL 
MOTOR VEHICLES AND ON THEIR FITTING 
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LIST OF ANNEXES 
ANNEX I - Conditions attached to the component type approval and marking 
of tyres 
ANNEX II - Definitions, markings and requirements 
ANNEX III - Diagram of tyre markings 
ANNEX IV - List of load capacity indices (CI) and corresponding 
permissible maximum mass (kg) 
ANNEX V - Size of certain types of tyre 
ANNEX VI - Method of measuring tyre dimensions 
ANNEX VII - Modus operandi for the load/speed performance tests 
ANNEX VIII - Variation in load capacity as a function of speed 
ANNEX IX - Test method intended to determine the dynamic expansion of 
tyres 
ANNEX X A - Information document in respect of a type of tyre intended 
for two- or three-wheel motor vehicles 
B - Certificate of component type approval for a type of tyre 
intended for two- or three-wheel motor vehicles 
ANNEX XI - Requirements governing the fitting of tyres to vehicles 
ANNEX XII A - Information document in respect of the fitting of tyres to a 
type of two- or three-wheel motor vehicle 
B - Certificate of component type approval in respect of the 
fitting of tyres to a type of two- or three-wheel motor 
vehicle 
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ANNEX I 
CONDITIONS GOVERNING THE COMPONENT TYPE APPROVAL AND MARKING OF TYRES . 
1. APPLICATION FOR COMPONENT TYPE APPROVAL 
1.1 The application for the component type approval of a type of tyre 
must give precise details of the type of tyre to which the component 
type approval mark is to be affixed. 
1.2 For each type of tyre that application must also give precise 
detaiIs on: 
1.2.1 the description of the tyre dimension as defined in Annex II, item 
1.16, 
1.2.2 the make or trade name, 
1.2.3 category of use: normal, special or snow, 
1.2.4 configuration, 
1.2.5 speed rating, 
1.2.6 tyre load capacity index, 
1.2.7 whether the tyre is intended for use with or without an inner tube, 
1.2.8 whether the tyre is "normal" or "reinforced", 
1.2.9 the ply-rating number for motor cycle derivatives, 
1.2.10 the size outer dimensions: the overall tyre size and overall 
diameter, 
1.2.11 the rims to which the type may be fitted, 
1.2.12 the measuring and test rims, 
1.2.13 the test and measurement pressures 
1.2.14 the x-coefficient referred to in Annex II, item 1.19 
1.3 The application for component type approval shall also be 
accompanied by drawings or photographs in triplicate of the tyre 
sidewalls and tread, together with a dimensional drawing with a tyre 
cross-section and/or two tyre samples for each type of tyre to be 
component type approved. The photos or drawings shall show the 
position provided for the component type approval mark. 
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2. MARKS 
The examples of a type of tyre submitted for component type approval 
shall bear, in a clearly legible and indelible manner, the 
applicant's make or trade name and shall include sufficient space 
for the component type approval mark. 
3. COMPONENT TYPE APPROVAL MARK 
All tyres conforming to a type that has been component type-approved 
in compliance with this directive shall bear the component 
type-approval mark described in Annex 5 to Directive 92/61/EEC of 
30 June 1992 on the type approval of two or three-wheel motor 
vehicles. 
The "a" value defining the dimensions of the rectangle and the 
digits and letters making up the mark shall not exceed 2 mm. 
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ANNEX I I 
DEFINITIONS, MARKS, AND REQUIREMENTS 
1. DEFINITIONS 
For the purposes of this chapter: 
1.1 "type of tyre" means 
tyres which basically do not differ from each other, more 
particularly as regards the following aspects: 
1.1.1 the make or trade name, 
1.1.2 the dimensional description of the tyre, 
1.1.3 the category of use (normal: for tyres intended for normal road use; 
special: for special-purpose tyres such as those used for on-road 
and off-road purposes or for use in snow and on mopeds), 
1.1.4 configuration (cross-ply, bias-belted, radial), 
1.1.5 speed rat ing, 
1.1.6 load capacity index, 
1.1.7 cross section of tyres; 
1.2 "tyre configuration" means 
the technical characteristics of a tyre carcass. 
A distinction is drawn, in particular, between the following tyre 
configurations: 
1.2.1 "cross-ply" means 
a tyre structure the ply cords for which extend out as far as the 
beads and are aligned in such a way as to form alternating angles 
that are perceptibly less than 90' to the tread centre line, 
1.2.2 "bIas-beI ted" means 
a tyre structure of the "cross-ply" type in which the carcass is 
restrained by a belt consisting of two or more basically inelastic 
cords forming alternating angles close to those of the carcase; 
1.2.3 "radial" means 
a tyre structure the ply cords of which extend down to the beads and 
are aligned in such a way as to form a perceptible angle of 90' to 
the tread centre line, while the carcass is stabilized by a 
basically ine lastic circumferential belt; 
1.2.4 "reinforced" means 
a tyre structure whereby the carcass is more durable than that of a 
corresponding conventionaI tyre; 
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1.3 "bead" means 
the part of the tyre the shape and structure of which enables it to 
fit the rim and hold the tyre on that rim;1 
1.4 "cords" means 
the wires constituting the tyre ply webbing;1 
1.5 "ply" means 
the sheet consisting of layers of rubber-encapsulated cords running 
parallel to each other;1 
1.6 "carcass" means 
the part of the tyre other than the tread and the sidewalls which, 
when inflated, bears the load;1 
1.7 "tread" means 
that part of the tyre which comes into contact, with the ground; it 
protects the carcass against mechanical damage and helps to provide 
grip;1 
1.8 "sidewall" means 
that part of a tyre lying between the tread and the part intended to 
be covered by the wheel rim;1 
1.9 "tread grooves" means 
the space between two adjacent tread ribs or blocks;1 
1.10 "main grooves" means the wide grooves located in the centre of the 
tread; 
1.11 "tyre size (S)" means 
the linear distance (expressed in mm) between the outer edges of the 
sidewalls of an inflated tyre, excluding the protrusions due to 
markings, embellishments, or protective strips or ribs;1 
1.12 "overall size" means 
the linear distance (expressed in mm) between the outer edges of the 
sidewalls of an inflated tyre, including markings, embellishments 
and protective strips or ribs;1 the overall size of tyres the 
tread width of which is greater than the overall carcass size is the 
width of the tread; 
1.13 "tyre height (H)" means 
the distance (expressed in mm) equalling half the difference between 
the outer diameter of the tyre and the nominal diameter of the 
wheeI ;1 
1.14 "nominal aspect ratio (Ra)" means 
one hundred times the number obtained by the dividing tyre height 
(H) by the nominal tyre size (S-|) both being expressed in the same 
unit; 
1 See diagram in appendix. 
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1.15 "outer diameter (D)" means 
the overall diameter (expressed In mm) of a new inflated tyre;1 
1.16 "dimensional description of tyre" means 
the description containing the following: 
1.16.1 the nominal tyre size (S-j) (expressed in mm, except for certain 
types of tyre for which the dimensional description is set out in 
Column 1 of the tables in Annex V), 
1.16.2 the nominal aspect ratio (Ra), except for certain types of tyre for 
which the dimensional description is given in the first column of 
the tables in Annex V; 
1.16.3 a conventional number (d) characterizing the nominal rim diameter 
and corresponding to that diameter expressed either in the form of a 
code (a figure of less than 100) or in millimetres (a figure of more 
than 100). 
1.16.3.1 the values in millimeters of symbol (d) expressed in code form and 
in millimetres are as follows: 
"d" code expressed by one or "d"-code values expressed 
two figures symbolizing the in mm 
nominal diameter of the wheel 
r im 
4 102 
5 127 
6 152 
7 178 
8 203 
9 229 
10 254 
11 279 
12 305 
13 330 
14 356 
15 381 
16 406 
17 432 
18 457 
19 483 
20 508 
21 533 
22 559 
23 584 
1.17 "nominal diameter of wheel rim (d)" means 
the diameter of the wheel rim to which a tyre is intended to be 
fitted;1 
1.18 "wheel rim" means 
the support for either a tyre and inner tube or a tube less tyre 
against which the beads of the tyre are pressed;1 
1 See diagram in the appendix. 
-2* -
1.19 "theoretical wheel rim" means 
an imaginary wheel rim the width of which would be X times the 
nominal size of a tyre. The X value must be Justified by the tyre 
manufacturer; 
1.20 "measuring rim" means 
the wheel rim to which a tyre must be fitted for dimensional 
measurement purposes; 
1.21 "test rim" means 
the rim to which a tyre must be fitted prior to testing; 
1.22 "stripping" means the separation of pieces of rubber from the tyre 
tread; 
1.23 "detachment of webbing" means separation of the webbing from the 
coating surrounding them; 
1.24 "ply detachment" means 
separation of adjacent plies; 
1.25 "tread detachment" means 
separation of tread and carcass; 
1.26 "load-capacity index" means 
a figure linked with the maximum toad which a tyre is able to 
withstand at the speed indicated by its speed symbol in accordance 
with its use specifications laid down by their manufacturer. 
Annex VI contains a list of those indices and the corresponding 
loads; 
1.27 "table of load variations as a function of speed" means 
the table we have set out in Annex VIM stating, as a function of 
the load capacity indices and nominal speed capacity symbols, the 
variations In the loading of a tyre when this is used at speeds 
different from those corresponding to its nominal speed rating 
symboI ; 
1.28 "speed ratings" means 
1.28.1 the speeds, depicted by a symbol, at which a tyre may withstand the 
load corresponding to its load capacity index; 
1.28.2 the speed ratings are those set out in the following table: 
- z& -
Speed rating symbol Relevant speed (km/h) 
B 50 
F 80 
G 90 
J 100 
K 110 
L 120 
M 130 
N 140 
P 150 
Q 160 
R 170 
S 180 
T 190 
U 200 
V 240 
1.28.3 Tyres designed for maximum speeds in excess of 240 km/h are 
identified by means of the letters "V" or "Z" incorporated into the 
description of the tyre dimensions; 
1.29 "snow tyre" means 
a tyre the tread pattern and structure of which have above all been 
designed primarily in order to guarantee better behaviour than that 
of conventional tyres in mud and fresh snow or slush. The tread 
pattern of snow tyres is generally typified by extra large grooves 
and/or blocks which are more widely spaced than those on 
conventional road-going tyres; 
1.30 "MST" (multiservice tyre) means 
a multi-use tyre, or in other words a tyre suitable for both on-road 
and off-road use. 
1.31 "maximum load" means 
the maximum mass which a tyre is able to bear 
1.31.1. in the case of speeds of less than 130 km/h the maximum load shall 
not exceed the percentage of the value linked with the corresponding 
load capacity inde of the tyre set out in the table in Annex VI11 as 
function of the tyre speed-category symbol and of the speed of which 
the vehicle to which the tyre is fitted is capable, 
1.31.2 in the case of tyres designed for a speed not exceeding 210 km/h the 
maximum load shall not exceed the value linked with the load 
capacity index for the tyre; 
1.31.3 in the case of tyres designed for a speed exceding 210 km/h, but not 
exceeding 240 km/h (tyres with the speed-category symbol "V" or 
tyres marked with the letter "V" in the dimensional description) 
-•21-
the maximum load shall not exceed the percentage of the value linked 
with the load capacity index for the tyre set out in the table below 
as a function of the speed of which the vehicle to which the tyre is 
f it ted is capable. 
Max imum speed 
km/h Load 
(X) 
210 
215 
220 
225 
230 
235 
240 100.0 
97.5 
95.0 
92.5 
90.0 
87.5 
85.0 
Linear interpolations of the maxium load are permitted for 
intermediate maximum speeds, 
1.31.3.1 in the case of tyres marked with the letter "Z" in the dimensional 
description, the maximum load shall apply up to 240 km/h, 
1.31.4 In the case of tyres designed for a speed exceeding 240 km/h (tyres 
marked with the letter "V" in the dimensional description) and tyres 
marked with the letter "Z" in the dimensional description, the 
maximum load shall not exceed the values specified by the tyre 
manufacturer as a function of the maximum speed of which the 
vehicle to which the tyre is fitted is capable; 
1.32 "moped tyre" means 
a tyre intended to be fitted to mopeds 
1.33 "motor cycle tyre" means 
a tyre designed mainly to be fitted to motor cycles 
1.34 "rolling circumference (Cr)" means 
the theoretical distance covered by the centre (axis) of the wheel 
of a vehicle in motion during one complete revolution of the tyre, 
and obtained from the following formula: 
Cr - f x D, where 
D is the outer diameter of the tyre in accordance with the tyre 
description set out in item 3.1.2 in Annex II 
f - 3.02 for tyres the rim diameter code for which is at least 13 
3.03 for radial-ply tyres the rim diameter code for which is 
not more than 12 
2.99 for cross-ply tyres or bias-belted tyres the rim diameter 
code for which is not more than 12. 
- zz -
2. MARKINGS 
2.1 On at least one of their sidewalls tyres shall bear the following 
markings: 
2.1.1 the make or trade name; 
2.1.2 the conventional description of the tyre as defined in item 1.16; 
2.1.3 the description of the tyre configuration 
2.1.3.1 in the case of cross-ply tyres no description or else the letter 
"D"; 
2.1.3.2 in the case of bias-belted tyres the letter "B" preceding the 
rim-diameter code and, possibly, the words "bias-belted"; 
2.1.3.3 in the case of radial-ply tyres, the letter "R" preceding the 
rim-diameter code and, possibly, the word "radial"; 
2.1.4 the speed rating of the tyre, expressed via the symbol referred to 
in item 1.28.2. Where tyres are designed for speeds higher than 
240 km/h, the tyre speed rating is expressed by the letter "V" or 
the letter "Z" ahead of the description of the tyre configuration 
(see item 2.1.3); 
2.1.5 the load capacity as defined in 1.26; 
2.1.5.1 however, where tyres are designed for speeds of more than 240 km/h 
the load capacity index may be omitted; 
2.1.6 the word "tubeless" where the tyre is intended for use without an 
inner tube; 
2.1.7 the symbol "REINFORCED" or "REINF" in the case of a reinforced tyre; 
2.1.8 the date of manufacture comprising three digits, the first two 
giving the week and the third the year. This information only 
appears on one sidewall; 
2.1.9 the symbol *'M + S" or "M.S" or "M & S" in the case of a snow tyre; 
2.1.10 the symbol "MST" in the case of multiservice tyres. 
2.1.11 the term "MOPED" where a tyre is intended for mopeds. 
2.2 Annex III provides a model layout for the tyre markings. 
-z<\ -
2.3. the markings referred to in 2.1 and the component type approval mark 
must either stand proud of or be recessed into the tyre. They shall 
be clear I y legible. 
3. REQUIREMENTS RELATING TO TYRES 
3.1 Tyre dimensions 
3.1.1 OveralI tyre width 
3.1.1.1 the overall tyre width is calculated via the following formula: 
S - S-i + K (A-A^ 
where: 
S - size of tyre measured at measuring rim; 
S-| - nominal size of tyre as set out on the tyre sidewall in the 
specified description of said tyre; 
A - width, expressed in millimeters, of measuring rim stated by 
manufacturer in the technical description; 
A-| - theoretical rim width. 
The value S«j multiplied by the X factor quoted by the tyre 
manufacturer is used for A-| and the value 0.4 is used for K. 
3.1.1.2 However, where the dimensional description of tyre types appears in 
the first column of the tables in Annex V, the tyre size shall be 
that entered opposite the tyre description in those tables. 
3.1.2 Tyre outer diameter; 
3.1.2.1 The outer diameter of a tyre is that obtained from the following 
formula: 
D - d + 2H 
where: 
D - the outer diameter, 
d - the nominal rim diameter, expressed millimetres 
H - the nominal tyre height 
H - S-j X 0.01 Ra, where 
S-| - the nominal tyre size, 
Ra - the nominal aspect ratio 
as set out in the description on the tyre sidewall as required by 
Item 2.3. 
- •& -
3.1.2.2 However, the outer diameter of types of tyres for which the 
dimensional description is entered in the first column of the tables 
in Annex V, shall be that set out in said tables opposite the tyre 
description. 
3.1.3 Tyre measuring method 
The tyre dimensions shall be measured as specified in Annex VI. 
3.1.4 Specifications concerning tyre size 
3.1.4.1 The overall tyre size shall be less than tyre size S as determined 
in accordance with Item 3.1.1 
3.1.4.2 It may exceed that value up to the value set out in Annex V or, in 
the case of descriptions not set out in Annex V, the the following 
percentages: 
3.1.4.2.1 for a moped tyre and a norma I-purpose on-road and snow tyre for a 
motor cycle: 
+ 10% in the case of a rim diameter of at least 13 
+ 8% for a rim diameter of not more than 12 
3.1.4.2.2 a special-purpose tyre suitable for restricted on-road use and 
marked with MST: 25%. 
3.1.5 Specifications concerning the tyre outer diameter 
3.1.5.1 The tyre outer diameter must not exceed the minimum and maximum 
diameter values specified in V. 
3.1.5.2 The outer tyre diameter in the descriptions not set out in Annex V 
shall not exceed the minimum and maximum diameter values obtained by 
applying the following formulas: 
Dmin - d + (2H x a) 
Dmax - d + (2H x b) 
where: 
H and d are as defined in Item 3.1.2.1 and a and b are as defined in 
Items 3.1.5.2.1 and 3.1.5.2.2 respectively. 
3.1.5.2.1 for a conventional on-road tyre and for snow tyres 
rim diameter at least 13 0.97 
rim diameter not more than 12 0.93 
For a special-purpose tyre 1.00 
- z\ -
3.1.5.2.2 For a moped tyre and a norma«-purpose on-road tyre for a motorcycle 
b 
rim diameter of at least 13 1.07 
rim diameter of not more than 12 1.10 
for snow and special-purpose tyres 1.12 
3.2 Load/speed performance test 
3.2.1 The load/speed performance test shall be carried out on a tyre in 
accordance with the practical method set out in Annex VII. 
3.2.2 After successfully undergoing the load/speed test a tyre shall not 
display any tread, ply, or webbing separation, or any tread 
detachment or cord breakage. 
3.2.3 The outer diameter of the tyre, measured at least six hours after 
the load/speed performance test, shall not differ from the outer 
diameter measured before the test by more than ± 3.5%. 
3.2.4 The overall tyre size measured after the load/speed performance test 
shall not exceed the value set out in Item 3.1.4.2. 
3.3 Dynamic expansion of tyres 
The tyres referred to in Item 1.1 in Annex IX, which have passed the 
load/speed performance test required in Item 3.2 shall undergo a 
dynamic expansion test to be carried out in accordance with the 
practical method set out in said annex. 
3.4 Where a tyre manufacturer produces a range of tyres it is not 
necessary to carry out load/speed performance tests and dynamic 
expansion tests on each type of tyre on the range. The option of 
choosing the least favourable case is left to the discretion of the 
authorities responsible for component type approval. 
- 3"£-
ANNEX 11 - Append i x 
EXPLANATORY DIAGRAM 
(see item 1 in this annex) 
(2) 
-33-
ANNEX III 
DIAGRAM OF TYRE MARKINGS 
Example of the markings which must appear on types of tyres 
b > 4 mm 
i 
b 100/80 B 18 S3 S TUBELES M+S 013 
These markings define a tyre: 
having a nominal size of 100 
having a nominal aspect ratio of 80 
being of bias-belted configuration (B) 
having a wheel-rim diameter of 457 mm, the code for which is 18 
having a load capacity of 206 kg, corresponding to load index 53 (see list 
in Annex IV) 
falling within speed rating S (maximum speed 180 km/h) 
which can be fitted without an inner tube (tubeIess) 
being of the snow type (M + S) 
made during week 1 (01) of the year 1993 (3). 
The position and order of the markings making up the tyre description shall be 
as follows: 
(a) the dimensional description including the nominal tyre size, the nominal 
aspect ratio, the configuration symbol, where appropriate, and the nominal 
wheel rim diameter shall be combined as shown in the above example i.e. 
100/80 B 18; 
(b) the load index and the symbol for the speed category shall be next to each 
other close to the dimensional description. They may either precede or 
follow this or be located above it or below it; 
(c) the descriptions "TUBELESS" and "REINFORCED" or "REINF" and "M + S" and 
"MST" and/or "MOPED" may be further away from the dimensional description. 
- J<* -
ANNEX IV 
LIST OF LOAD-CAPACITY INDICES (CI) AND 
CORRESPONDING PERMISSIBLE MAXIMUM MASS (kg) 
A - load capacity index 
B - corresponding maximum mass (kg) 
A B 
0 45 
1 46.2 
2 47.5 
3 48.7 
4 50 
5 51.5 
6 53 
7 54.5 
8 56 
9 58 
10 60 
11 61.5 
12 63 
13 65 
14 67 
15 69 
16 71 
17 73 
18 75 
19 77.5 
20 80 
21 82.5 
22 85 
23 87.5 
24 90 
25 92.5 
26 95 
27 97.5 
28 100 
29 103 A B 
30 106 
31 109 
32 112 
33 115 
34 118 
35 121 
36 125 
37 128 
38 132 
39 136 
40 140 
41 145 
42 150 
43 155 
44 160 
45 165 
46 170 
47 175 
48 180 
49 185 
50 190 
51 195 
52 200 
53 206 
54 212 
55 218 
56 224 
57 230 
58 236 
59 243 
60 250 
61 257 A B 
62 265 
63 272 
64 280 
65 290 
66 300 
67 307 
68 315 
69 325 
70 335 
71 345 
72 355 
73 365 
74 375 
75 387 
76 400 
77 412 
78 425 
79 437 
80 450 
81 462 
82 475 
83 487 
84 500 
85 515 
86 530 
87 545 
88 560 
89 580 
90 600 A B 
91 615 
92 630 
93 650 
94 670 
95 690 
96 710 
97 730 
98 750 
99 775 
100 800 
101 825 
102 850 
103 875 
104 900 
105 925 
106 950 
107 975 
108 1000 
109 1030 
110 1060 
111 1090 
112 1120 
113 1150 
114 1180 
115 1215 
116 1250 
117 1285 
118 1320 
119 1360 
120 1400 
- 3£ -
ANNEX V 
SIZE OF CERTAIN TYPES OF TYRE 
(See Annex II. Items 3.1.1.2, 3.1.2.2, 3.1.4.2 and 3.1.5.1) 
TABLE 1 A 
Mopod tyres 
Descriptions and rim diameter up to code 12 
DESCRIPTION 
2 - 12 
2 1/4- 12 
2 1/2- 8 
2 1/2- 9 
2 3/4- 9 
3 - 10 
3 - 12 WIDTH OF 
MEASURING 
RIM (code) 
1.35 
1.50 
1.75 
1.75 
1.75 
2.10 
2.10 OVERALL DIAMETER (mm) 
D.min 
413 
425 
339 
365 
375 
412 
463 D 
417 
431 
345 
371 
381 
418 
469 D.max 
426 
441 
356 
382 
393 
431 
482 TYRE 
SIZE 
(mm) 
55 
62 
70 
70 
73 
84 
84 OVERALL 
WIDTH 
(mm) 
59 
67 
76 
76 
79 
91 
91 
- 3c -
TABLE 1 B 
Motor cycle tyres 
Descriptions and rim diameter up to code 12 
DESCRIPTION 
2.50 - 8 
2.50 - 9 
2.50 - 10 
2.50 - 12 
2.75 - 8 
2.75 - 9 
2.75 - 10 
2.75 - 12 
3.00 - 4 
3.00 - 5 
3.00 - 6 
3.00 - 7 
3.00 - 8 
3.00 - 9 
3.00 - 10 
3.00 - 12 
3.25 - 8 
3.25 - 9 
3.25 - 10 
3.25 - 12 
3.50 - 4 
3.50 - 5 
3.50 - 6 
3.50 - 7 
3.50 - 8 
3.50 - 9 
3.50 - 10 
3.50 - 12 
4.00 - 5 
4.00 - 6 
4.00 - 7 
4.00 - 8 
4.00 - 10 
4.00 - 12 
4.50 - 6 
4.50 - 7 
4.50 - 8 
4.50 - 9 
4.50 - 10 
4.50 - 12 
5.00 - 8 
5.00 - 10 
5.00 - 12 
6.00 - 6 
6.00 - 7 
6.00 - 8 
6.00 - 9 WIDTH OF 
MEASURING 
RIM (code) 
1.50 
1.75 
2.10 
2.50 
2.50 
2.50 
3.00 
3.50 
4.00 OVERALt 
D.min 
328 
354 
379 
430 
338 
364 
389 
440 
241 
266 
291 
317 
352 
378 
403 
454 
362 
388 
414 
465 
264 
289 
314 
340 
376 
402 
427 
478 
314 
339 
365 
401 
452 
505 
364 
390 
430 
456 
481 
532 
453 
504 
555 
424 
450 
494 
520 . DIAMETER 
D 
338 
364 
389 
440 
348 
374 
399 
450 
251 
276 
301 
327 
362 
388 
413 
464 
372 
398 
424 
475 
274 
299 
324 
350 
386 
412 
437 
488 
326 
351 
377 
415 
466 
517 
376 
402 
442 
468 
493 
544 
465 
516 
567 
436 
462 
506 
532 (mm) 
D.max 
352 
378 
403 
451 
363 
383 
408 
462 
264 
291 
314 
342 
378 
401 
422 
473 
386 
412 
441 
492 
291 
316 
341 
367 
397 
430 
448 
506 
346 
368 
394 
427 
478 
538 
398 
424 
464 
490 
515 
568 
481 
532 
583 
464 
490 
534 
562 TYRE 
SIZE 
(mm) 
65 
71 
80 
88 
92 
105 
120 
134 
154 OVERALL 
WIDTH 
(mm) 
70 
77 
86 
95 
99 
113 
130 
145 
166 
-CI­
TABLE 2 
Motor cycle and moped tyres 
Normal profile 
DESCRIPTION 
1 3/4 - 19 
2 - 14 
2 - 15 
2 - 16 
2 - 17 
2 - 18 
2 - 19 
2 - 20 
2 - 21 
2 - 22 
2 1/4 - 14 
2 1/4 - 15 
2 1/4 - 16 
2 1/4 - 17 
2 1/4 - 18 
2 1/4 - 19 
2 1/4 - 20 
2 1/4 - 21 
2 1/4 - 22 
2 1/2 - 14 
2 1/2 - 15 
2 1/2 - 16 
2 1/2 - 17 
2 1/2 - 18 
2 1/2 - 19 
2 1/2 - 20 
2 1/2 - 21 
2 1/2 - 22 
2 3/4 - 14 
2 3/4 - 15 
2 3/4 - 16 
2 3/4 - 17 
2 3/4 - 18 
2 3/4 - 19 
2 3/4 - 20 
2 3/4 - 21 
2 3/4 - 22 
3 - 16 
3 - 17 
3 - 18 
3 - 19 
3 1/4 - 16 
3 1/4 - 17 
3 1/4 - 18 
3 1/4 - 19 WIDTH OF 
MEASURING 
RIM(code) 
1.20 
1.35 
1.50 
1.60 
1.85 
1.85 
2.15 OVERALL DIAMETER (mm) 
D.min 
582 
461 
486 
511 
537 
562 
588 
613 
638 
663 
474 
499 
524 
550 
575 
601 
626 
651 
677 
489 
514 
539 
565 
590 
616 
641 
666 
692 
499 
524 
549 
575 
600 
626 
651 
676 
702 
560 
586 
611 
637 
575 
601 
626 
652 D 
589 
468 
493 
518 
544 
569 
595 
620 
645 
670 
482 
507 
532 
558 
583 
609 
634 
659 
685 
498 
523 
548 
574 
599 
625 
650 
675 
701 
508 
533 
558 
584 
609 
635 
660 
685 
711 
570 
596 
621 
647 
586 
612 
637 
663 D.max1 
597 
477 
501 
526 
552 
577 
603 
628 
653 
680 
492 
517 
540 
566 
591 
617 
642 
667 
695 
508 
533 
558 
584 
609 
635 
660 
685 
711 
518 
545 
568 
594 
621 
645 
670 
695 
721 
582 
608 
633 
659 
598 
624 
651 
675 D.max^ 
605 
484 
509 
534 
560 
585 
611 
636 
661 
686 
500 
525 
550 
576 
601 
627 
652 
677 
703 
520 
545 
570 
596 
621 
647 
672 
697 
723 
530 
555 
580 
606 
631 
657 
682 
707 
733 
594 
620 
645 
671 
614 
640 
665 
691 TYRE 
SIZE 
(mm) 
(mm) 
50 
55 
62 
68 
75 
81 
89 OVERALL 
WIDTH (mm) 
1 
54 
58 
66 
72 
80 
86 
94 2 
58 
63 
71 
78 
86 
93 
102 
1 Tyres for normal use 
2 Special-purpose and snow tyres 
-AS­
TABLE 3 
Motor cycle tyres 
Normal profile 
DESCRIPTION 
2.00 - 14 
2.00 - 15 
2.00 - 16 
2.00 - 17 
2.00 - 18 
2.00 - 19 
2.25 - 14 
2.25 - 15 
2.25 - 16 
2.25 - 17 
2.25 - 18 
2.25 - 19 
2.50 - 14 
2.50 - 15 
2.50 - 16 
2.50 - 17 
2.50 - 18 
2.50 - 19 
2.50 - 21 
2.75 - 14 
2.75 - 15 
2.75 - 16 
2.75 - 17 
2.75 - 18 
2.75 - 19 
2.75 - 21 
3.00 - 14 
3.00 - 15 
3.00 - 16 
3.00 - 17 
3.00 - 18 
3.00 - 19 
3.00 - 21 
3.00 - 23 
3.25 - 14 
3.25 - 15 
3.25 - 16 
3.25 - 17 
3.25 - 18 
3.25 - 19 
3.25 - 21 WIDTH OF 
MEASURING 
RIM (code) 
1.20 
1.60 
1.60 
1.85 
1.85 
2.15 OVERALL DIAMETER (mm) 
D.min 
460 
485 
510 
536 
561 
587 
474 
499 
524 
550 
575 
601 
486 
511 
536 
562 
587 
613 
663 
505 
530 
555 
581 
606 
632 
682 
519 
546 
569 
595 
618 
644 
694 
747 
531 
556 
581 
607 
630 
656 
708 D 
466 
491 
516 
542 
567 
593 
480 
505 
530 
556 
581 
607 
492 
517 
542 
568 
593 
619 
669 
512 
537 
562 
588 
613 
639 
689 
526 
551 
576 
602 
627 
653 
703 
754 
538 
563 
588 
614 
639 
665 
715 D.max1 
478 
503 
528 
554 
579 
605 
492 
517 
542 
568 
593 
619 
506 
531 
556 
582 
607 
633 
683 
524 
549 
574 
600 
625 
651 
701 
540 
565 
590 
616 
641 
667 
717 
768 
552 
577 
602 
628 
653 
679 
729 J.max^ 
496 
521 
546 
572 
597 
623 
508 
533 
558 
584 
609 
635 
685 
530 
555 
580 
606 
631 
657 
707 
546 
571 
596 
622 
647 
673 
723 
774 
560 
585 
610 
636 
661 
687 
737 TYRE 
SIZE 
(mm) 
52 
61 
65 
75 
80 
89 OVERALL 
WIDTH (mm) 
3 
57 
67 
72 
83 
88 
98 4 
60 
70 
75 
86 
92 
102 5 
65 
75 
79 
91 
97 
108 
1 Tyres for normal on-road use 
2 Special-purpose and snow tyres 
3 Tyres for normal on-road use up to and including speed rating P 
4 Tyres for normal on-road use beyond speed rating P and snow tyres 
5 Special-purpose tyres 
- %c, -
TABLE 3 (continued) 
Motor cycle tyres 
Normal profile 
DESCRIPTION 
3.50 - 14 
3.50 - 15 
3,50 - 16 
3.50 - 17 
3.50 - 18 
3.50 - 19 
3.50 - 21 
3,75 - 16 
3,75 - 17 
3.75 - 18 
3,75 - 19 
4,00 - 16 
4,00 - 17 
4,00 - 18 
4,00 - 19 
4.25 - 16 
4.25 - 17 
4.25 - 18 
4.25 - 19 
4,50 - 16 
4.50 - 17 
4.50 - 18 
4.50 - 19 
4,75 - 16 
4,75 - 17 
4,75 - 18 
4.75 - 19 WIDTH OF 
MEASURING 
RIM (code) 
2.15 
2.15 
2,50 
2.50 
2.75 
3.00 OVERALL DIAMETER (mm) 
D.min 
539 
564 
591 
617 
640 
666 
716 
601 
627 
652 
678 
611 
637 
662 
688 
623 
649 
674 
700 
631 
657 
684 
707 
657 
683 
708 
734 D 
548 
573 
598 
624 
649 
675 
725 
610 
636 
661 
687 
620 
646 
671 
697 
632 
628 
683 
709 
640 
666 
691 
717 
666 
692 
717 
743 D.max1 
564 
589 
614 
640 
665 
691 
741 
626 
652 
677 
703 
638 
664 
689 
715 
650 
676 
701 
727 
658 
684 
709 
734 
686 
710 
735 
761 D.max2 
572 
597 
622 
648 
673 
699 
749 
634 
660 
685 
711 
646 
672 
697 
723 
660 
686 
711 
737 
665 
694 
719 
745 
698 
724 
749 
775 TYRE 
SIZE 
(mm) 
93 
99 
108 
112 
123 
129 OVERALL 
WIDTH (mm) 
3 
102 
109 
119 
123 
135 
142 4 
107 
114 
124 
129 
141 
148 5 
113 
121 
130 
137 
142 
157 
1 Tyres for normal on-road use 
2 Special-purpose and snow tyres 
3 Tyres for normal on-road use up to and including speed rating P 
4 Tyres for normol on-road use beyond speed rating P and snow tyres 
5 Special-purpose tyres 
-AC­
TABLE 4 
Motor cycle tyres 
Low profile 
DESCRIPTION 
3.60 - 18 
3.60 - 19 
4,10 - 18 
4,10 - 19 
5.10 - 16 
5.10 - 17 
5.10 - 18 
4.25/85 - 18 
4,60 - 16 
4,60 - 17 
4.60 - 18 WIDTH OF 
MEASURING 
RIM (code) 
2.15 
2.50 
3,00 
2,50 
2.75 OVERALL DIAMETER (mm) 
D.min 
605 
631 
629 
655 
615 
641 
666 
649 
594 
619 
644 D 
615 
641 
641 
667 
625 
651 
676 
659 
604 
630 
654 D.max1 
628 
653 
654 
679 
643 
670 
694 
673 
619 
642 
670 D.max2 
633 
658 
663 
688 
651 
677 
702 
683 
628 
654 
678 TYRE 
SIZE 
(mm) 
93 
108 
129 
112 
117 MAXIMUM 
OVERALL 
WIDTH (mm) 
3 
102 
119 
142 
123 
129 4 
108 
124 
150 
129 
136 5 
113 
130 
157 
137 
142 
1 Tyres for normal on-road use 
2 Special-purpose and snow tyres 
3 Tyres for normal on-road use up to and including speed rating P 
4 Tyres for normal on-road use beyond speed rating P ond snow tyres 
5 Special-purpose tyres 
-CI­
TABLE 5 
Tricycle tyres 
DESCRIPTION 
3.00 - 8C 
3.00 - IOC 
3.00 - 12C 
3.50 - 8C 
3.50 - IOC 
3.50 - 12C 
4.00 - 8C 
4.00 - IOC 
4.00 - 12C 
4.50 - 8C 
4.50 - IOC 
4.50 - 12C 
5.00 - 8C 
5.00 - IOC 
5.00 - 12C WIDTH OF 
MEASURING 
RIM (code) 
2.10 
2.50 
3.00 
3.50 
3.50 OVERALL DIAMETER (mm) 
D.min 
359 
410 
459 
376 
427 
478 
405 
456 
507 
429 
480 
531 
455 
506 
555 D 
369 
420 
471 
386 
437 
488 
415 
466 
517 
439 
490 
541 
465 
516 
567 D.max 
379 
430 
479 
401 
452 
513 
427 
478 
529 
453 
504 
555 
481 
532 
581 TYRE 
SIZE 
(mm) 
80 
92 
108 
125 
134 OVERALL 
WIDTH 
(mm) 
86 
99 
117 
135 
145 
TABLE 6 
Low-pressure motor cycle tyres 
DESCRIPTION 
5.4 - 6 
5.4 - 10 
5.4 - 12 
5.4 - 14 
5.4 - 16 
6.7 - 10 
6.7 - 12 
6.7 - 14 WIDTH OF 
MEASURING 
RIM (code) 
4.00 
5.00 OVERALL DIAMETER (mm) 
D.min 
373 
474 
525 
576 
626 
532 
583 
633 D 
379 
481 
532 
582 
633 
541 
592 
642 D.max 
395 
497 
547 
598 
649 
561 
612 
662 TYRE 
SIZE 
(mm) 
135 
170 OVERALL 
WIDTH 
(mm) 
146 
184 
-62-
TABLE 7 
Motor cycle tyres 
Descriptions and dimensions of American tyres 
DESCRIPTION 
MH90 - 21 
MJ90 - 18 
MJ90 - 19 
It.90 - 18 
ML90 - 19 
MM90 - 19 
MN90 - 18 
MP90 - 18 
MR90 - 18 
MS90 - 17 
MT90 - 16 
MT90 - 17 
MU90 - 15M/C 
MU90 - 16 
MV90 - 15M/C 
MP85 - 18 
MR85 - 16 
MS85 - 18 
MT85 - 18 
MV85 - 15M/C WIDTH OF 
MEASURING 
RIM (code) 
1.85 
2.15 
2.15 
2.15 
2.15 
2.15 
2.15 
2.15 
2.15 
2.50 
3.00 
3.00 
3.50 
3.50 
3.50 
2.15 
2.15 
2.50 
3.00 
3.50 OVERALL DIAMETER (mm) 
D.min 
682 
620 
645 
629 
654 
663 
656 
667 
680 
660 
642 
668 
634 
659 
643 
654 
617 
675 
681 
627 D 
686 
625 
650 
634 
659 
669 
662 
673 
687 
667 
650 
675 
642 
667 
651 
660 
623 
682 
688 
635 D.max 
700 
640 
665 
650 
675 
685 
681 
692 
708 
688 
672 
697 
665 
690 
675 
679 
643 
702 
709 
658 TYRE 
SIZE 
(inn) 
80 
89 
93 
95 
104 
108 
114 
121 
130 
142 
150 
108 
114 
121 
130 
150 MAXIMUM 
OVERALL 
WIDTH 
(mm) 
89 
99 
103 
106 
116 
120 
127 
134 
144 
158 
172 
120 
127 
134 
144 
m 
- m-
ANNEX VI 
METHOD OF MEASURING TYRE DIMENSIONS 
1. The tyre is fitted to the measuring rim and Inflated to the pressure* 
specified by its manufacturer. 
2. The tyre mounted on its rim is left at ambient laboratory temperature for 
at least 24 hours. 
3. The pressure is reset at the value specified in Item 1. 
4. The overall size is measured by means of a calliper gauge at six equally 
spaced points, account being taken of the thickness of the ribs or bands. 
The highest measurement thus obtained shall be retained as the overall 
s I ze. 
5. The outer diameter is determined as follows: the maximum circumference is 
measured and the figure thus obtained is divided by p (3.1416). 
The inflation pressures may also be specified as follows: 
lyre version 
MOPEDS 
STANDARD 
REINFORCED 
MOTORCYCLES 
SIANUAKU 
REINFORCED 
MOTORCYCLE DERIVATIVES 4PR 
6PR 
8PR Speed rating 
B 
B 
F, G, J, K, L, M, 
N, P, Q, R, S 
T, U, H, V 
F to P 
Q, R, S, T, U, H 
F to M Pressure 
bar 
2.25 
2.80 
2.25 
2.80 
3.30 
3.50 
4.00 
4.50 kPa 
225 
280 
225 
280 
330 
350 
400 
450 
Other tyre versions must be inflated to the pressure specified by their 
manufacturer 
- <*-
ANNEX VII 
PRACTICAL METHOD FOR TESTING LOAD/SPEED PERFORMANCE1 
1. 
1.1 TYRE PREPARATION 
A new tyre shall be fitted to the test rim identified by the 
manufacturer. 
1.2 It shall be inflated to the appropriate pressure as set out in the 
fol lowing table: 
TEST INFLATION PRESSURE (kPa) 
lyre version 
MOPEDS 
STANDARD 
REINFORCED 
MOTORCYCLES 
STANDARD 
REINFORCED 
MOTORCYCLE DERIVATIVES 4PR 
6PR 
8PR Speed rating 
B 
B 
F, G, J, K 
L, M, N, P 
Q, R, S 
T, U, H, V 
F,G,J,K,L,M,N,P 
Q, R, S, T, U, H 
F, G, J, K, L, M Pressure 
bar 
2.25 
3.00 
2.50 
2.50 
3.00 
3.50 
3.30 
3.90 
3.70 
4.50 
5.20 kPa 
225 
300 
250 
250 
300 
350 
330 
390 
370 
450 
520 
Other types of tyre shall be inflated to the pressure quoted by their 
manufacturer. 
1.3 If supported by evidence the manufacturer may request that a test 
inflation pressure different from that laid down in Item 1.2 is to 
be used. In this case the tyre may be inflated to that pressure. 
In the case of tyres intended for vehicles designed for a maximum speed in 
excess of 240 km/h shall, while owaiting an agreement on uniform test 
procedures provide the testing body with a guarantee that its own test 
procedures and results are acceptable. 
- <f5 -
1.4 The wheel/tyre combination shall be stored at the temperature of the 
test chamber for at least three hours. 
1.5 The tyre pressure shall be brought to that specified in Items 1.2 or 
1.3. 
2. TEST SEQUENCE 
2.1 The tyre/wheel combination shall be fitted to a test spindle and 
pressed against the outer surface of a smooth flywheel having a 
diameter of 1.7 m ± 1% or 2.0 m ± 1%. 
2.2. A load that is equal to 65% of the following shall be applied to the 
test spindle: 
2.2.1 a maximum load corresponding to the load capacity index for tyres 
bearing speed symbols up to and including "H", 
2.2.2 the maximum load associated with a maximum speed of 240 km/h 
applying to tyres bearing speed symbol "V" (see paragraph 1.31.3 in 
Annex II). 
2.2.3 In the case of moped tyres (speed category symbol B), the test load 
shall be 65% on a test drum that is 1.7 m in diameter, and 67% on a 
test drum that is 2.0 m in diameter. 
2.3. Throughout the test the tyre pressure shall not be reset and the 
test load shall be held constant. 
2.4. During the test the temperature in the test chamber shall be kept at 
between 20 and 30'C or at a higher temperature if so accepted by the 
manufacturer. 
2.5. The test shall proceed uninterrupted, in accordance with the 
fol lowing cr iter ia: 
2.5.1 time for transition from speed 0 to test starting speed: 
20 minutes, 
2.5.2 test starting speed: equal to the maximum speed intended for the 
type of tyre, reduced by 30 km/h if the test is carried out on a 
2 m-diameter drum, or by 40 km/h if the test is carried out on a 
1.7 m-diameter drum, 
2.5.3 speed-range intervals: 10 km/h, 
2.5.4 duration of test within each speed-range interval: 10 minutes, 
2.5.5 total duration of test: one hour, 
2.5.6 maximum test speed: maximum speed intended for the type of tyre if 
the test is carried out on a 2 m-diameter drum and maximum speed 
intended for the type of tyre reduced by 10 km/h if the test is 
carried out on a 1.7 m-diameter drum. 
- <4 -
2.5.7 In the case of moped tyres (speed-category symbol B) the test speed 
shall be 50 km/h, the time taken to accelerate from 0 to 50 km/h 
being 10 minutes, a steady state speed then being held for 
30 minutes, the total duration of the test being 40 minutes. 
3. EQUIVALENT TEST METHODS 
If a test method other than that described in Item 2 is used its 
equivalence shall be demonstrated. 
- kl -
ANNEX VIM 
VARIATION OF LOAD CAPACITY AS A FUNCTION OF SPEED 
Maximum 
speed 
(km/h) 
50 
60 
70 
80 
90 
100 
110 
120 
130 Load var iat ion (%) 
Rim diameter < 13 Rim diameter >. 13 
Speed code 
J 
+ 30 
+ 23 
+ 16" 
+ 10 
+ 5 
0 
- 7 
- 15 
- 25 K 
+ 30 
+ 23 
+ 16 
+ 10 
+ 5 
0 
0 
- 6 
- 12 L 
+ 30 
+ 23 
+ 16 
+ 10 
+ 7.5 
+ 5 
+ 2.5 
0 
- 5 J 
+ 30 
+ 23 
+ 16 
+ 10 
+ 5 
0 
/ 
/ 
/ K 
+ 30 
+ 23 
+ 16 
+ 10 
+ 5 
0 
0 
/ 
/ L 
+ 30 
+ 23 
+ 16 
+ 10 
+ 7.5 
+ 5 
+ 2.5 
0 
' M et N 
+ 30 
+ 23 
+ 16 
+ 10 
+ 7.5 
+ 5 
+ 2.5 
0 
0 at least 
P 
+ 30 
+ 23 
+ 16 
+ 14 
+ 12 
+ 10 
+ 8 
+ 6 
+ 4 
- kS -
ANNEX IX 
TEST METHODS FOR DETERMINING THE DYNAMIC EXPANSION OF TYRES 
1. SCOPE AND EXTENT 
1.1. This test method shall apply to new motorcycle tyres of the types 
referred to in Item 3.4.1. 
1.2 It is intended to determine the maximum expansion of the tyre that 
is due to the effect of the centrifugal force on the maximum 
permissible speed. 
2. DESCRIPTION OF TEST METHOD 
2.1 The test spindle and the rim shall be checked in order to ensure 
that any radial eccentricities less than ±0.5 mm and any lateral 
displacement is less than ±0.5 mm when measures at the outer 
periphery of the tyre well. 
2.2 Contour-plotting device 
Any device (squared frame, camera, spot and other lamps) enabling 
the outer contour of the cross section of the tyre to be determined 
clearly at right angles to the equator of the tyre at the point of 
maximum tread deformation. 
This device shall reduce any deformation to a minimum and ensure a 
constant (known) ratio (K) between the contour plotted and the 
actual dimensions of the tyre. 
This device will enable the tyre contour to be determined in 
relation to the wheel spindle. 
2.3. The peripheral speed of the tyre tread, measured with a stroboscope, 
shall not diverge from the maximum speed applying to the tyre by 
more than 2% In either direction. 
2.4. If any other test method is used its equivalence must be 
demonstrated. 
3. TEST SEQUENCE 
3.1. During the test the temperature in the test chamber shall be held 
between 20'C and 30*C or at a higher temperature if so accepted by 
the tyre manufacture. 
3.2. The tyres to be tested must have undergone the load/speed 
performance test in accordance with Annex VII without any fault 
emerging. 
3.3. The tyre to be tested shall be fitted to a wheel, the rim of which 
displays the standardized characteristics applying. 
3.4. The tyre inflation pressure (test inflation pressure) shall coincide 
with the values required by Item 3.4.1. 
(3) 
- ^ 
3.4.1 Cross-ply and bias-belted on-road tyres 
Speed rat ing 
P/Q/R/S 
T/U/H/V Tyre version 
norma I 
norma I Test inflation 
pressure 
bar 
2.50 
2.90 kPa 
250 
290 
3.5. The wheel/tyre combination shall be stored at the temperature of the 
test chamber for at least three hours. 
3.6. Following that period of storage the inflation pressure shall be 
corrected to the value laid down in Item 3.4. 
3.7. The wheel/tyre combination shall be mounted on the test spindle and 
checked that It turns freely. The tyre may be rotated by a motor 
acting on the tyre spindle or else via pressure against a test drum. 
3.8. The entire assembly shall be accelerated without interruption in 
order to achieve, within five minutes, the maximum speed that can be 
achieved by the tyre. 
3.9. The contour-plotting device shall be installed, care being taken 
that it is at right angles to the (direction of) rotation of the 
tread of the tyre being tsted. 
3.10. It shall be checked that the peripheral speed of the tread surface 
is equal to the maximum speed of the tyre ±2%. The combination 
shall be kept at a constant speed for five minutes at least and then 
the cross section of the tyre shall be traced in the area of maximum 
deformation. 
- Sit -
4. 
4.1 ASSESSMENT OF RESULTS 
The limit outline (envelope outline) required for the wheel/tyre 
combination fitted is projected onto the chequered screen (see 
example below). 
"a ^n &<U 
/»**y. ^Uhf u •^eujvo^ (Smax) 
In view of items 3.1.4. and 3.1.5. in Annex II the limit values for 
the envelope outline are laid down as follows: 
Tyre speed Maximum width in operation H x 1.16(mm) 
rating 
P/Q/R/S S x 1.15 H x 1.10 
T/U/H S x 1.15 H x 1.13 
V S x 1.15 H x 1.15 
- £J -
4.1.1. The main dimensions of the envelope outline shall be set in such a 
way as to take account of any deformation of the tyre silhouette 
projected onto the chequered screen that has been caused by the 
lighting device adopted. 
4.2. The tyre contour deforming at maximum speed shall not go beyond the 
envelope outline when related to the tyre axes. 
4.3. No other test is carried out on the tyre. 
5. EQUIVALENT TEST METHODS 
If a method other than that described in item 2 is used its 
equivalence shall be demonstrated. 
- ^z. -
ANNEX X A 
INFORMATION DOCUMENT IN RESPECT OF A TYPE OF TYRE INTENDED 
FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
(to be attached to the application for component type approval If this 
s submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant): 
The application for the component type approval of a type of tyre intended for 
two or three-wheel motor vehicles shall contain the information set out in 
Annex I, items 1.1 to 1.3.1. to this Chapter. 
- S3 -
ANNEX X B 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
A TYPE OF TYRE INTENDED FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
MODEL 
Name of administration 
Report No by technical body date 
Component type approval No Extension No 
1. Mark or trade name of tyre 
2. Type of tyre 
3. Manufacturer's name and address 
4. If applicable, name and address of manufacturer's representative 
5. Tyres submitted for test on 
6. Component type approval granted/refused* 
7. Place 
8. Date 
9. Signature 
* Delete as appropriate. 
- S Q -
ANNEX XI 
REQUIREMENTS REGARDING THE FITTING OF TYRES TO VEHICLES 
The tyres fitted to a vehicle shall meet the following requirements: 
1. All tyres fitted to a vehicle shall be identical as regards the aspects 
covered by Annex II, Item 1.1.5. 
1.1 All tyres fitted to a given axle shall be of the same type (see Annex II, 
item 1.1). 
2. The maximum load, as defined in item 1.31 in Annex II shall be at least 
equal to the following: 
the maximum permissible mass where there is only one tyre per axle, 
0.5 times the maximum permissible mass where two single tyres are 
fitted, 
0.54 times the maximum permissible mass where two twin tyres are 
fitted, 
0.7 times the maximum permissible mass declared by the vehicle 
manufacturer, for the axle for which the tyre is intended, account 
being taken of the requirement set out in Annex VIM, where four 
twin tyres are fitted. 
3. The maximum speed, as set out in Annex II, item 1.28, of norma I-purpose 
and moped tyres shall be at least equal to the maximum design speed of the 
vehicle, including the tolerance permitted for series-production 
conformity checks, account being taken of the requirements set out in 
Annex VIII. 
4. Tyres which have been component type approved for category M-| and N-j 
motor vehicles may also be fitted to tricycles. Motorcycle tyres may also 
be fitted to mopeds. 
5. The manufacturer of the vehicle shall define the type of tyre(s) in 
accordance with the requirements of this Chapter. This type or these 
types of tyre made by the tyre manufacturer to the tolerances laid down in 
Annex II, items 3.1.4, 3.1.5 and 3.3 shall move freely in their intended 
posit ion. 
6. Tyres fitted to reduced-performance mopeds as defined in the note set out 
in Annex 1 to Directive 92/61/EEC on the type approval of two or 
three-wheel motor vehicles may be of a different type from those covered 
by the requirements of this Chapter owing to special conditions of use, 
provided that the authority responsible for component type approval 
receives an assurance that the tyres fitted are appropriate to the 
conditions of use of the vehicle. 
- & -
ANNEX XII A 
INFORMATION DOCUMENT IN RESPECT OF THE FITTING OF TYRES TO 
A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
(to be attached to the application for component type approval if this 
is submitted separately from the application for vehicle approval) 
Order No (assigned by the applicant): 
The application for component type approval in respect of the fitting of tyres 
to a type of two or three-wheel motor vehicle shall contain the information 
set out in Annex II to Council Directive No. 92/61/EEC of 30 June 1992, under 
A, in items: 
0.1 
0.2 
0.4 to 0.6 
2.3 to 2.3.2 
4.6 
5.2 to 5.2.3 
In addition, the following information is required: 
minimum-speed category symbol compatible with the theoretical maximum 
design speed of the vehicle: 
- ' minimum load-capacity index compatible with the maximum axle load: 
- ^ -
ANNEX XII B 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF THE FITTING 
OF TYRES TO A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
MODEL 
Name of administration 
Report No by technical body date 
Component type approval No Extension No 
1. Mark or trade name of vehicle . 
2. Type of vehicle 
3. Manufacturer's name and address 
4. If applicable, name and address of manufacturer's representative 
5. Vehicle submitted for test on 
6. Component type approval granted/refused* 
7. Place ... 
8. Date .... 
9. Signature 
• Delete as appropriate. 
O -
CHAPTER 2 
LIGHTING AND LIGHT-SIGNALLING DEVICES FOR 
TWO OR THREE-WHEEL MOTOR VEHICLES 
-ïç 
ANNEX I 
GENERAL REQUIREMENTS APPLYING TO THE COMPONENT TYPE APPROVAL 
OF A TYPE OF LIGHTING AND LIGHT-SIGNALLING DEVICE 
FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
1. For the purposes of this chapter: 
"type of device" 
means devices which do not differ among themselves in respect of 
the fol lowing essential characteristics: 
1.1 trade name or mark; 
1.2 the characteristics of the optical system-, 
1.3 the addition or deletion of components likely to alter the 
optical results as a result of reflection, refraction or 
absorption and/or deformation during their operation; 
1.4 their intended use in either right-hand or left-hand driving or 
both. 
2. Application for the component type approval of a type of device 
2.1 The application for the component type approval of a type of 
device submitted in compliance with Article 3 of Council 
Directive 92/61/EEC of 30 June 1992 on the type approval of two 
or three-wheel motor vehicles shall, moreover, provide the 
foMowing detai Is: 
2.1.1 the intended function(s) of the device; 
2.1.2 in the case of a headlamp if designed for running on either side 
of the road or for left-hand or right-hand running only; 
2.1.3 in the case of a direction indicator: its category. 
2.2 For each type of device for which component type approval is 
requested the application shall be accompanied by: 
2.2.1 drawings, in triplicate, in sufficient detail to permit 
identification of the type and setting out the geometrical 
conditions under which it is fitted to the vehicle, together 
with the direction of observation which must be taken into 
account as the reference axis during the tests (horizontal 
angle H - 0, vertical angle V - 0) and the point which must be 
taken as the centre of reference during these tests; in the case 
of a headlamp the drawings must show a vertical (axial) section 
and a head-on view with, where appropriate, 
- £<i -
details of the lens fluting; the drawings shall also illustrate 
the position intended for the mandatory component type approval 
mark and, where appropriate, additional symbols in relation to 
the rectangle for said mark; 
2.2.2 a brief technical description giving details, in particular, of 
the intended category(s) of lamp. 
2.3 Applicants shall also submit two samples of the device for which 
component type approval is requested. 
3. Additional requirements concerning the marking of and marks on 
dev i ces 
3.1 Devices shall bear the following in a clearly visible and 
indelible manner: 
3.1.1 make or trade name; 
3.1.2 a statement of the intended category(s) of lamp(s); 
3.1.3 the component type approval mark in accordance with the 
provisions of Article 8 of Council Directive 92/61/EEC of 
30 June 1992 on the type approval of two or three-wheel motor 
vehicles. In the case of headlamps the marks shall be placed on 
the lens or main body of the lamp (the mirror being considered 
to be a main body). If the lens cannot be separated from the 
main body a position on the lens will suffice. 
That position shall be shown on the designs referred to in 
Item 2.2.1 above. 
4. Component type approval of a device 
4.1 When at least two lamps form part of the same device component 
type approval can only be granted if each of those lamps meets 
the requirements of this chapter. 
5. Minimum requirements with regard to quality checking by the 
manufacturers 
5.1 From both mechanical and geometrical standpoints the conformity 
of production requirements are considered to be satisfactory if 
the differences do not exceed the inevitable manufacturing 
tolerances. 
-éc 
5.2 The conformity of series-production devices is not challenged in 
respect of photometric performance if, during the photometric 
tests on any given device selected at random and provided with a 
standard incandescent lamp, none of the values measured differs, 
in an adverse direction, by more than 20% in relation to the 
value laid down in this regulation, with the exception of 
specific requirements provided for in the annex that is 
appropriate to the device at issue. 
If the results of the tests described above do not meet those 
requirements the tests on the device that has been challenged 
shall be repeated using another reference incandescent lamp. 
5.3 The holder of the component type approval shall carry out at 
least the following tests, at an appropriate frequency, on each 
type of device. Those tests shall be carried out in compliance 
with this chapter. 
All sampling identifying non conformity for the type of test 
under consideration shall give rise to further sampling and 
testing. The manufacturer shall take every step to ensure the 
corresponding conformity of production. 
5.4 Nature of the tests 
The conformity tests shall concentrate on the photometric 
character ist ics. 
5.5 Conditions attached to test 
5.5.1 The tests are generally carried out in line with the methods 
defined in this chapter. 
5.5.2 Certain conformity tests carried out by the manufacturer may, 
however, use equivalent methods following approval by the 
competent authority that is responsible for the component type 
approval test. Manufacturers shall be required to furnish proof 
that the methods used are equivalent to those described in this 
chapter. 
5.5.3 Implementation of Items 5.5.1 and 5.5.2 shall involve regular 
calibration of the testing equipment and correlation with the 
measurements taken by a competent authority. 
5.5.4 In all of these instances the reference methods shall be those 
contained in this chapter, in particular as regards 
administrative checking and sampling. 
- 61 -
5.6 Form of sampling 
The examples of devices shall be selected at random from a 
homogeneous batch. "Homogeneous batch" means a group of devices 
of the same type, defined in accordance with the manufacturer's 
methods of production. 
5.7 Photometric characteristics both measured and recorded 
The devices selected shall be subjected to photometric 
measurements at the points provided for in this chapter. 
5.8 AcceptabiIity criteria 
Manufacturers are required statistically to plot the results of 
the tests and, in agreement with the competent authority, to 
define the acceptability criteria for their products in order to 
meet the specifications laid down for checking conformity of 
production. 
The acceptability criteria must be such that, with a confidence 
level of 95%, the minimum probability of passing the tests 
provided for in Item 6 below (first sampling) is 0.95. 
6. Minimum requirements for checks which may be carried out by the 
competent authorities when checking conformity 
6.1 The requirements set out in Items 5.1 and 5.2 above shall apply. 
6.2 The conformity of series-production devices shall not be 
challenged if, based on the sampling procedure set out in 
diagrammatic form in Figure 1 in the appendix to this Annex, the 
values measured on a device from sample A taken first from the 
devices selected at random diverge from the values laid down by 
more than 20% or a maximum of 30% in an adverse direction and 
the other device from sample A and the two sample devices from 
sample B meet the requirements set out in Item 5.2 above. 
6.3 Conformity shall be challenged and the manufacturer shall be 
requested to bring his production into line with the 
requirements set out in this chapter if the tests conducted in 
accordance with Item 6.2 above have identified unacceptable 
divergences. 
6.3.1 in the case of one sample A and one sample B device. 
- C-7 
6.3.2 or in the case of the two sample A or sample B devices 
6.3.3 or if the values measured on either one or both of the sample A 
or sample B devices diverge in the adverse direction by at the 
most 40% from the required value. 
6.3.4 or if the values measured on a sample A or sample B device do 
not diverge by more than 20% in the adverse direction, but those 
of the second device in the sample diverge in the adverse 
direction by more than 40% of the required value. 
6.4 Where item 6.3 above is applied further sampling of two devices 
from recent production, selected at random, shall take place 
within two months. If the results obtained from those two 
devices do not meet the requirements set out in item 5.2 above. 
Article 10 of Council Directive 92/61/EEC on the type approval 
of two or three-wheel motor vehicles shall then apply. 
6.5 Conformity shall be challenged and Article 10 of the Directive 
referred to above implemented if, when the sampling described in 
figure 1 in the appendix to this Annex takes place, the results 
do not meet the requirements set out in item 6.2 and 6.3 above. 
-ùl 
APPENDIX 
a E «a 
«0 
3 0) 
O 
CO 
CO 
o 
CL Random 
of two sample A 
devices First random sample 
of four devices 
separated into two 
samples A and B Random sample B 
of two devices 
—*> 
A 
—> [Ôj \Ô\ > END 8 
•* Cont inue with 
j i sample B 
[ END <-
\-ï 3 E^H 
lo 
<0 
TJD 10. 
110 
| to -M 
h» |~01 }>2q -> Manufacturer is 
called upon to 
correct production 
Further samp Iing 
within two months 3 (j[ 
<-§[o]< 
Toj [To] <-| 
<-o -10.. 
•<Z£> 
Ho 
JZ£> 
fe-20 
Hj@ 
Second random sampling 
of two devices 
(XKJITÔI ou ol lo End 
(Withdrawal of component 
type approval j*-IMS 
i«- @ ~0 
O CO 
CO 
CO 
c 
10 
o 
-*. 
CO 
D> 
3 
Ô 
CD 
m Means that the device Achieves at least (80 - x)% of the minimum values 
Does not exceed (120 - x)% of the maximum values 
Fig. 1 
- 6i> -
ANNEX I I 
REQUIREMENTS CONCERNING THE COMPONENT TYPE APPROVAL OF 
FRONT POSITION (SIDE) LIGHTS. REAR LIGHTS, STOP LIGHTS, 
DIRECTION INDICATOR LIGHTS, REAR NUMBER PLATE ILLUMINATING 
LIGHTS, FRONT FOG LIGHTS, REAR FOG LIGHTS, REVERSING 
LIGHTS AND REFLEX REFLECTORS FITTED TO TWO OR 
THREE-WHEEL MOTOR VEHICLES 
1. Definitions 
The relevant definitions set out in Annex I to Council 
Directive 93/.../EEC of on the fitting of lighting and 
light signalling devices to two or three-wheel motor vehicles 
shalI apply. 
2. Information that is additional to the component type approval 
mark for direction indicators shall: 
2.1 In the general case of a direction indicator a number stating 
that It is a front direction indicator (category 11) or a rear 
direction indicator (category 12) be affixed close to the 
rectangle for the component type approval mark and opposite the 
component type approval number. 
2.2 In the case of a direction indicator which does not, in 
accordance with item 4.7.1 on one side achieve the minimum light 
intensity required up to an angle of H - 80' of a horizontal 
arrow, the tip if which is pointing in the direction where the 
minimum light intensity in accordance with item 4.7.1 is 
achieved up to an angle of at least H - 80', be affixed below 
the rectangle for the component type approval mark. 
General requirements 
Devices shall be designed and constructed in such a way that, 
under their normal conditions of use and despite any vibrations 
to which they may be submitted, their proper functioning remains 
unimpaired and they retain the characteristics required by this 
Annex. 
Intensity of the light emitted 
Within the reference axis the intensity of the light emitted by 
each of the two devices shall be at least equal to the two 
minimum values and at most equal to the maximum values set out 
in the table below. In no direction must the maximum values 
stated be exceeded. 
M-
-es-
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 Rear position (side) lights 
Front position (side) lights 
Stop Iights 
Direction indicator lights 
Front (category 11) 
(see Appendix 1) 
Rear (category 12) 
(see Appendix 1) min (cd) 
4 
4 
40 
90 
50 max (cd) 
12 
60 
100 
700* 
200 
a 
4.9 The Appendix 2 referred to in item 4.5 above provides details on 
the methods of measurement to be used. 
4.10 The rear registration-plate illuminating device shall meet the 
conditions set out in Appendix 3. 
5. Conditions attached to the tests 
5.1 All of the measurements shall be carried out with a standard 
colourless lamp falling within the category intended for the 
device and adjusted in order to emit the reference light flux 
required for the lamp at issue. 
5.2 The vertical and horizontal edges of the light emitting surface 
of the device shall be determined and dimensioned in relation to 
its reference centre. 
Front and rear fog lights 
The requirements of Directive 76/762/EEC on front fog lights and 
of Directive 77/538/EEC on rear fog lights shall apply. 
7. Reversing lights 
The requirements of Directive 77/539/EEC on reversing lights 
shalI apply. 
8. Reflectors 
8.1 Pedal reflectors 
8.1.1 The shape of the reflex reflectors shall be such that these are 
able to fit into a rectangle the side dimensions of which are in 
a ratio of not more than 8. 
8.1.2 The functioning reflecting surface of each of the four pedal 
reflex reflectors shall not be less than 8 cm2. 
8.2 Other reflex reflectors 
The requirements set out In Directive 76/757/EEC on reflex 
reflectors apply. 
-6? -
APPENDIX 1 
MINIMUM HORIZONTAL (H) AND VERTICAL (V) 
ANGLES OF SPATIAL LIGHT DISTRIBUTION 
1. Front position light 
V - + 15V-10* reference axis 
2. Rear position lights 
V - + 15V-10' H = 80 
vehicle H = 8o' 
1 L-» vehicle 
\,£&&K£$%1 
H = 80° 
reference axis 
3. Front and rear direction indicator lights 
V - ±15* H « 80v 
".v.v.v.'.v.v 
reference 
axes 
H = 80° 
For two-wheel vehicles H = 80° 
H= 20° 
reference 
axes 
For three-wheel vehicles 
4. Stop Iights 
V - + 15V-10* 
pwyv&WFZS-- veh,c,e 
-68-
APPENDIX 2 
PHOTOMETRIC MEASUREMENTS 
1. 
1.1 
1.2 
1.2.1 
1.2.2 
1.2.3 Methods of measurement 
Interference reflections during the photometric measurements 
shall be avoided by means of appropriate masking. 
If the results of the measurements are challenged these shall be 
carried out in such a way that: 
the measuring distance is such that the inverse square law of 
the distance applies; 
the measuring apparatus is such that the angular aperture of the 
receiver viewed from the centre of reference of the lamp lies 
between ten minutes of an angle and one degree.; 
the intensity requirement for a given direction of observation 
is satisfactory provided that requirement is met in a direction 
not diverging by more than a quarter of a degree from the 
direction of observation. 
2. Standardized table showing spatial distribution of light 
10 
10 -20-
10 20 
10- 20 
20° 20 
10° 5« •70 -20 
20--20 00 * 
35 —90 -100 — 90 35 
H -20 20- 10 * 
10' 20* 
2.1 Direction H - 0* and V - 0* corresponds to the axis of reference 
(on the vehicle it is horizontal and parallel to the median 
longitudinal plane of the vehicle and pointing towards the 
required field of view). It passes through the centre of 
reference. The values set out in the table give the minimum 
intensities for the various directions of measurement as a 
percentage of the minimum required for each lamp within the axis 
(in direction H - 0* and V - 0'). 
-ù<k -
2.2 Within the field of light distribution represented in 
diagrammatic form in Item 2 by a grid the distribution of the. 
light must essentially be uniform in such a way that the light 
intensity in each direction of a part of the field formed by the 
lines of the grid reaches at least the lowest minimum value 
specified as a percentage (or the lowest available value) on the 
lines of the grid which surround the direction at issue. 
-le 
APPENDIX 3 
PHOTOMETRIC MEASUREMENTS OF THE REAR REGISTRATION-PLATE 
ILLUMINATING DEVICE 
Position to be illuminated 
Devices may fall within category 1 or 2. The category-1 devices 
shall be designed in such way as to illuminate a position 
measuring at least 130 x 140 mm and the category-2 devices in 
such a way as to illuminate a position measuring at least 
200 x 200 mm. 
Light incidence 
The manufacturer of the illuminating device shall lay down the 
conditions for the fitting of said device in relation to the 
position intended for the registration plate. That device shall 
occupy a position such that at none of the points on the surface 
to be illuminated will the angle of incidence of the light on 
the surface of the plate exceed 82', that angle being measured 
in relation to the extremity of the light emitting surface of 
the device that is furthest from the surface of the plate. 
Where there is more than one optical component this requirement 
shall only apply to the part of the plate intended to be 
illuminated by the relevant component. 
The device shall be designed in such a manner that no ray of 
light shines directly towards the rear with the exception of 
rays of red light where the device is combined or grouped with a 
rear Iight. 
Method of measurement 
The levels of luminance shall be measured on a sheet of clean 
white blotting paper having a minimum factor of diffuse 
reflection of 70% and the same dimensions as the registration 
plate and placed at the position it would normally occupy but 
2 mm in front of its support. 
The level of luminance shall be measured at right angles to the 
surface of the paper at the points shown in the diagram in 
Item 4 below, each point representing a circular area 25 mm in 
diameter. 
-7Î-
4. Photometric characteristics 
Luminance B must be at least 2 cd/m2 at each of the measuring 
points defined below. 
240 
25 
40 
40 
25 i 130 
25* 65 ! 6o * 65 '25 280 
25 
75 
75 
25 i 1 1 
i 1200 
251 80 1 70 I 80 I 25 
Fig. 1 Fig. 2 
Measuring point 
for category 1 Measuring points 
for category 2 
The luminance gradient between values B1 and B2, measured at any 
two points 1 and 2 selected from among the points referred to 
above shall not exceed 2 x B0/cm, B0 being the minimum 
luminance recorded at the various measuring points, or in other 
words 
B2 - B1 
distance 1 - 2 in cm < 2 x Bft/cm 
-72-
APPENDIX 4 
INFORMATION DOCUMENT IN RESPECT OF A TYPE OF 
- FRONT POSITION (SIDE) LIGHT 
- REAR POSITION (SIDE) LIGHT 
-STOP LIGHT 
- DIRECTION INDICATOR LIGHT 
- REAR REGISTRATION PLATE ILLUMINATING DEVICE 
- FRONT FOG LIGHT 
- REAR FOG LIGHT 
- REVERSING LIGHT 
- REFLEX REFLECTOR1 
INTENDED FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
(to be attached to the application for component type approval 
where this is submitted separately from the application 
for vehicle type approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of a type of front 
position (side) light, a rear position (side) light, a stop light, a direction 
indicator light, a rear registration plate illuminating device, a front fog 
light, a rear fog light, a reversing light, a reflex reflector1 intended for 
two or three-wheel motor vehicles shall contain the following information: 
1. Mark or trade name 
2. Manufacturer's name and address 
3. If applicable, name and address of manufacturer's representative 
4. Type and characteristics of the device 
5. Number and category of the lights fitted to the device 
submitted for component type approval 
6. Drawing No... enclosed illustrating the geometrical conditions applying to 
the fitting on the vehicle of the device submitted for component type 
approval. Moreover, the axis of reference and the location of the contours 
of the light-emitting surface of the device submitted for component type 
approval must be identified. 
1 Delete as appropriate. 
~n-
APPENDIX 5 
Name of the Administration 
CERTIFICATE OF COMPONENT APPROVAL IN RESPECT OF 
- FRONT POSITION (SIDE) LIGHT 
- REAR POSITION (SIDE) LIGHT 
-STOP LIGHT 
- DIRECTION INDICATOR LIGHT 
- REAR REGISTRATION PLATE ILLUMINATING DEVICE 
- FRONT FOG LIGHT 
- REAR FOG LIGHT 
- REVERSING LIGHT 
- REFLEX REFLECTOR1 
INTENDED FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
MODEL 
Report No by testing body date 
Component type approvaI No Ex tens ion No 
1. Make of dev i ce : 
2. Type of dev i ce : 
3. Manufacturer's name and address : 
4. If applicable, name and address of manufacturers' representative 
5. Vehicle submitted for testing on 
6. Component type approval granted/refused1 
7. Place: .... 
8. Date: 
9. Signature: 
1 Delete as appropriate. 
-le 
APPENDIX 3 
PHOTOMETRIC MEASUREMENTS OF THE REAR REGISTRATION-PLATE 
ILLUMINATING DEVICE 
Position to be illuminated 
Devices may fall within category 1 or 2. The category-1 devices 
shall be designed in such way as to illuminate a position 
measuring at least 130 x 140 mm and the category-2 devices in 
such a way as to illuminate a position measuring at least 
200 x 200 mm. 
Light incidence 
The manufacturer of the illuminating device shall lay down the 
conditions for the fitting of said device in relation to the 
position intended for the registration plate. That device shall 
occupy a position such that at none of the points on the surface 
to be illuminated will the angle of incidence of the light on 
the surface of the plate exceed 82', that angle being measured 
in relation to the extremity of the light emitting surface of 
the device that is furthest from the surface of the plate. 
Where there is more than one optical component this requirement 
shall only apply to the part of the plate intended to be 
illuminated by the relevant component. 
The device shall be designed in such a manner that no ray of 
light shines directly towards the rear with the exception of 
rays of red light where the device is combined or grouped with a 
rear light. 
Method of measurement 
The levels of luminance shall be measured on a sheet of clean 
white blotting paper having a minimum factor of diffuse 
reflection of 70% and the same dimensions as the registration 
plate and placed at the position it would normally occupy but 
2 mm in front of its support. 
The level of luminance shall be measured at right angles to the 
surface of the paper at the points shown in the diagram in 
Item 4 below, each point representing a circular area 25 mm in 
diameter. 
- rC-
ANNEX I M-A 
HEADLIGHTS FOR MOPEDS 
1. General requirements 
1-1 Headlights shall be designed and manufactured in such a way 
that, under normal conditions of use and despite any vibrations 
to which they may be exposed, they continue to function 
correctly and retain the characteristics laid down in this 
annex. 
1.2 The parts intended to attach the lamp shall be designed in such 
a way that, even in the dark, the lamp may be correctly fitted 
in its appropriate position. 
2. Specific requirements 
2.1 The correct position of the lens in relation to the optical 
system shall be clearly marked and be locked in position in 
order to prevent rotation during use. 
2.2 A measuring screen as described in appendix 2 or 3 and a 
standard lamp using a smooth colourless bulb falling within one 
of the categories provided for in Item 2.1 and in Annex III 
shall be used in order to check the illumination provided by the 
head Iight. 
The standard lamps shall be adjusted to the relevant reference 
light flux in accordance with the values laid down for those 
lamps in the relevant technical document (see Annex IV). 
2.3 The dipped beam shall produce a cut-off of such sharpness that 
correct adjustment by means thereof is a practical possibility. 
The cut-off shall be perceptibly horizontal and as straight as 
possible over a horizontal length of at least ± 100 mm, measured 
at a distance of 10 m (in the case of a halogen lamp): length of 
at least ± 2250 mm measured at a distance of 25 m; see 
Appendix 3). When adjusted in accordance with Appendix 1 
headlights shall meet the conditions set out therein. 
2.4 The light distribution shall not vary in lateral terms in a way 
that impairs good visibility. 
2.5 The illumination on the screen referred to in Item 2.2 shall be 
measured by means of a photo receiver for a usable area lying 
within a 65 mm square. 
-96 
3. Additional requirements attached to any inspections which may be 
carried out by the competent authorities when checking 
conformity of production 
Any records of the photometric characteristics of headlights 
taken in accordance with the general requirements concerning 
conformity testing shall be restricted to points LH - RH-L - V 
300 - R 300 - R 600 - L 600 (see figure in Appendix 2). 
-Il-
APPENDIX 1 
PHOTOMETRIC TESTS ON CATEGORY S3 AND S4 LIGHTS 
1. For the measurements the measuring screen shall be placed at a 
distance of 10 m in front of the headlight and at right angles 
to the line joining the main beam filament of the lamp and point 
HV (see figure below); line H-H shall be horizontal. 
2. Requirements attached to dipped beam 
2.1 In lateral terms the headlight shall be aligned in such a way 
that its beam is as symmetrical as possible in relation to 
Iine V-V. 
2.2 In vertical terms the headlight shall be adjusted in such a 
manner that its cut-off shall be 100 mm below line H-H. 
2.3 When the headlight has been adjusted in accordance with 
Items 2.1 and 2.2 above the illumination values shall be as 
fol lows: 
2.3.1 On line H-H and above: 2 lux at the most; 
2.3.2 On a line situated 300 mm below line H-H and over a width of 
900 mm either side of vertical line V-V: 8 lux at least; 
2.3.3 On a line 600 mm below line H-H and over a width 900 mm either 
side of the vertical line V-V: at least 4 lux. 
3. Requirements concerning the main beam (if any) 
3.1 When it has been adjusted in accordance with Items 2.1 and 2.2 
above the headlights shall meet the following requirements in 
respect of the main beam: 
3.1.1 The point of intersection (HV) of lines H-H and V-V shall lie 
within the isolux denoting 80% of maximum illumination. 
3.1.2 Maximum illumination (Emax) of the main beam shall not be less 
than 50 lux. 
3.1.3 Starting from point HV the illumination by the main beam to the 
right and left shall be at least Emax/4 up to a distance of 
0.90 m. 
-TO-
MEASURING SCREEN 
W [L* 
L. 300 
8 
L 6O0 Figure 
v 
Cut-off line 
5oo KV 
5. 
V 3O0 
>/ 500 RH J_H 
ft 300 
ft 600 
(dimensions in mm over a distance of 10 m) 
- 1A _ 
APPENDIX 2 
1. PHOTOMETRIC TESTS ON CATEGORY HS2 HALOGEN LAMPS 
For the measurements the measuring screen shall be placed 25 m 
In front of the headlight in such a way that this is at right 
angles to the line joining the filament of the lamp and point HV 
(see figure below); line H-H shall be horizontal. 
2. In lateral terms the headlight shall be aligned in such a way 
that the distribution of the beam shall be symmetrical in 
re I at ion to M ne V-V. 
3. In vertical terms the headlight shall be adjusted in such a way 
that its cut off shall be 250 mm below line H-H. It shall also 
be as horizontal as possible. 
4. When the- headlight has been adjusted in accordance with Items 2 
and 3 above the following conditions shall be met: 
Measuring point Illumination E/lux 
Each point on and above <. 0.7 
Ii ne H-H 
Each point on M ne 35L-35R >. 1 
with the exception of 35V 
Point 35V > 2 
Each point on line 25L-25R >. 2 
Each point on line 15L-15R >. 0.5 
MEASURING SCREEN 
Figure 
5. Measuring screen 
(dimensions in mm over a distance of 25 m) 
(5) 
-BJ-
APPENDIX 3 
INFORMATION DOCUMENT IN RESPECT OF A 
TYPE OF HEADLIGHT INTENDED FOR MOPEDS 
(to be attached to the application for component type approval 
where this is submitted separately from the application 
for vehicle type approval) 
Order No assigned by the applicant 
The application for component type approval in respect of a type of headlight 
for mopeds shall contain the following information: 
1. Make or trade name: 
2. Manufacturer's name and address: 
3. Name and address of manufacturer's representative (if any): .. 
4. Type and characteristics of headlight submitted for component type 
approval : 
-Sz. -
APPENDIX 4 
Name of the Administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
A TYPE OF HEADLIGHT INTENDED FOR MOPEDS 
MODEL 
Report No by testing body Date 
Component type approval No Extension No 
1. Make of head Iight: 
2. Type of headlight: 
3. Manufacturer's name and address: .... 
4. Name and address of manufacturer's representative (if any) 
5. Headlight submitted for testing on: .. 
6. Component type approval granted/refused:1 .... 
7. PI ace : 
8. Date: 
9. Signature: 
1 Delete as appropriate. 
-3z 
ANNEX Ml-B 
HEADLIGHTS FOR MOTORCYCLES AND TRICYCLES 
EMITTING A SYMMETRICAL DIPPED BEAM AND A MAIN BEAM 
BY MEANS OF INCANDESCENT LAMPS 
1. Additional requirements concerning marks and the marking of 
specific devices 
1.1 Headlights shall bear in a clearly legible and indelible manner 
the letters "MB" (symbol for main beam headlamp) opposite the 
component type approval number. 
1.2 All headlights designed in such a way as to preclude any 
simultaneous lighting-up of the dipped beam filament and that of 
any other light source with which they may be integrated may be 
marked with an oblique (/) following the symbol (DB) for the 
dipped beam* in the component type approval mark. 
2. General requirements 
2.1 Each of the samples shall meet the specifications set out in 
Item 3 below. 
2.2 Headlights shall be designed and manufactured in such a way 
that, under normal conditions of use and despite any vibrations 
to which they may be exposed, they continue to function properly 
and retain the required characteristics. 
2.2.1 Headlights shall be fitted with a device enabling them to be 
adjusted on the vehicle in accordance with the rules applying to 
them. A device of this type may be dispensed with where 
headlight units consist of a reflector and lens which cannot be 
separated where the use of units of this type is restricted to 
vehicles on which the headlights are adjusted by other means. 
If headlights specifically designed for main beam operation and 
headlights specifically designed for dipped beam operation, each 
of which has an individual lamp and are grouped together or 
reciprocally incorporated in a single device, the setting device 
shall enable each of the optical systems to be adjusted 
individually in order to achieve the official settings. 
- ^ 
2.2.2 However, these requirements shall not apply to headlights with 
non-separable reflectors. The requirements set out in Item 3.3 
below shall apply to this type of headlight. Where the main 
beam arises from more than one light source the maximum 
illumination value (Emax) shall be determined by using all of 
the functions producing the main beam. 
2.3 The parts intended to attach the incandescent lamp shall be 
designed in such a way that, even in the dark, the lamp may be 
correctly fitted in its appropriate position. 
2.4 Additional tests meeting the requirements of Appendix 2 must be 
carried out in order to ensure that there are no excessive 
variations in photometric during use. 
3. Specific requirements 
3.1 The correct position for the lens in relation to the optical 
system shall be clearly marked and be locked in position in 
order to prevent rotation during use. 
3.2 In order to check the illumination produced by the headlight a 
measuring screen as described in Appendix 1 shall be used, 
together with a standard lamp (S1 and/or S2, see Annex IV) 
having a smooth colourless bulb. 
Standard lamps shall be adjusted to the relevant reference light 
flux applying in accordance with the values required for such 
lamps. 
3.3 The dipped beam shall produce a cut-off of such sharpness that 
correct adjustment by means thereof is a practical possibility. 
The cut-off shall be as straight and as horizontal as possible 
over a horizontal length of at least ±5'. When adjusted in 
accordance with Appendix 1 headlights shall meet the conditions 
set out therein. 
3.4 The light distribution shall not vary in lateral terms in a way 
that impairs good visibility. 
3.5 The illumination on the screen referred to in Item 3.2 shall be 
measured by means of a functionning-surface photocell lying 
within a 65 mm square. 
- '6-Ç -
4. Additional requirements applying to any inspections carried out 
by the competent authorities when checking conformity of 
production 
The conformity of series-production headlights in respect of 
photometric performance shall not be challenged: 
4.1 if none of the values measured differs in the adverse direction 
by more than 20% from the value required (for zone III the 
maximum divergence in the adverse direction may be 0.3 lux), 
4.2 or If, 
4.2.1 for the dipped beam the values required are met with a tolerance 
of 0.2 lux on line hh and with a tolerance of 0.1 lux at at 
least one point within the area bounded on the measuring screen 
(at 25 m) by a 15 cm-diameter circle around points 50L, 50V, 
50R, 25L, 25V, 25R and through zone IV restricted to 37.5 cm 
above line 25R and 20L,<1> 
4.2.2 and, for the main beam, HV lying within iso lux 9.75 Emax, a 
tolerance of 20% is not exceeded for the photometric values. 
(1) The sole aim of checking the M luminat ion rat ios £P_L and £P_R 
50V 50V 
provided for in Item 5 in Appendix 1 is to Judge the characteristics 
sought for the type of headlight and are not to be checked during the 
conformity of production check. 
-86-
APPENDIX 1 
PHOTOMETRIC TESTS 
1. For adjustment purposes the relevant screen must be placed at 
least 10 m before the headlight, line h-h being horizontal. For 
the measurements the photocell shall be 25 m in front of the 
headlight and at right angles to the line joining the 
incadescent lamp filament and point HV. 
2. In lateral terms the headlight shall be aligned in such a way 
that the distribution of the main beam is symmetrical in 
re I at ion to M ne v-v. 
3. In vertical terms the headlamp shall be adjusted in such way 
that the dipped beam cut off is 250 mm below line h-h. 
4. When the headlight has been adjusted in accordance with Items 2 
and 3 above, conditions for which are similar to those relating 
to main beams, the following conditions shall be met: 
4.1 the lighting centre of the main beam shall not be more than 0.6' 
above or below line h-h; 
4.2 the illumination provided by the main beam shall reach its 
maximum value (Emax) at the centre of the entire light 
distribution and shall diminish laterally; 
4.3 the maximum illumination (Emax) of the main beam shall be at 
least 32 lux; 
4.4 the illumination produced by the main beam shall correspond to 
the following values: 
4.4.1 the point of intersection between lines h-h and v-v HV shall lie 
within the isolux for 90% of maximum illumination; 
4.4.2 starting from HV horizontally to the right and left the 
M I urnination provided by the main beam shall be at least 12 lux 
up to a distance of 1.25 m and not less than 3 lux up to a 
distance of 2.25 m. 
-8*r-
4.5 The illumination provided by the dipped beam shall correspond to 
the following values: 
Each point on and above line 
hh <. 0,7 lux 
Each point on the line 
50L-50R with the excep. of 50V* > 1,5 lux 
Point 50V >. 3,0 lux 
Each point on the line 
25L-25R > 3,0 lux 
All points within zone IV >. 1,5 lux 
5. MEASURING AND ADJUSTING SCREEN 
(dimensions in mm for a distance of 25 m) 
Zone HI 
2250 2750 
* Intensity SUE. - 0,25 min. 
50V 
- fcfc -
APPENDIX 2 
STABILITY TEST ON THE PHOTOMETRIC BEHAVIOUR OF 
HEADLIGHTS IN OPERATION 
Compliance with the requirements of this appendix is not an 
adequate criterion for the component-type approval of headlights 
incorporâting plastic lenses. 
Tests on complete headlights 
Once the photometric measurements have been carried out as 
required by this annex at points Emax for the main beam and 
HV, 50R, 50L, B 50 for the dipped beam an example of the 
complete headlight shall be subjected to a test on the stability 
of its photometric behaviour during operation. "Complete 
headlight" means all of the headlight itself including the parts 
of the bodywork and surrounding areas which may affect its heat 
dissipât ion. 
1. Test on the stability of photometric behaviour 
1.1 The headlight itself 
The headlight shall remain lit for twelve hours as stated in 
Item 1.1.1 and be inspected as required by Item 1.1.2 
1.1,1 Tests 
The headlamp shall remain lit for as long as required. 
1.1.1.1 a) where a single light source (main or dipped beam) is to be 
component-type approved the corresponding filament shall be 
lit for as long as required;* 
b) where a dipped and a main beam are reciprocally incorporated 
(double lamp and filament or two-filament lamp) 
if the requester states that the headlight is intended 
to be used with just one filament lit** the test 
shall be carried out accordingly and each of the 
specified light sources shall be lit* during half 
the time referred to in 1.1; 
* When the headlight submitted for testing is grouped together or 
reciprocally incorporated with position lights the latter shall be lit 
throughout the tests. 
** If at least two filaments light up simultaneously when the headlamp is used 
as a visible warning device that use shall not be considered to be a 
simultaneous normal use of the two filaments. 
-*1 
- in all other cases the headlight shall be submitted to the 
following cycle for a period equal to the length of time 
required: 
15 minutes, dipped-beam filament lit; 
5 minutes, all filaments lit. 
(c) All individual sources that are grouped together shall 
be lit simultaneously for the time required for 
individual light sources (a) account also being taken 
of the use of the reciprocally incorporated light 
sources and (b) in accordance with the manufacturer's 
instructions. 
1.1.1.2 Test voltage 
The voltage shall be regulated such as to provide 90% of the 
maximum power specified in this annex for incandescent lamps 
falling with category S, Annex IV. The power applied shall in 
all cases correspond to the relevant value for an incandescent 
lamp under a nominal 12 V except where the applicant for 
component type-approval specifies that the headlamp may be used 
at a different voltage. 
1.1.2 Test results 
1.1.2.1 Visual inspection 
Once the headlamp temperature has stabilized at the ambient 
temperature the headlamp shall be cleaned and the outer lens, if 
any, shall be cleaned with a clean, damp, cotton rag. These 
shall then be examined visually and there shall be no 
identifiable distortion, deformation, cracking or change of 
colour in the headlamp lens nor any outer lens. 
1.1.2.2 Photometric test 
As required by this annex the photometric values shall be 
checked at the following points: 
D i pped-beam head Ii ght: 
50 R, 50 L, B 50 HV 
Main beam headlamp:; 
Po»nt Emax 
There may be a resetting in order to take account of any 
deformation of the headlight support caused by heat (for the 
adjustment of the cut-off line see Item 2). 
A tolerance of 10% is permissible, including the tolerances due 
to the photometric measurement procedure, between the 
photometric characteristics and the values measured before the 
test. 
- Ci ÎC -
1.2 Dirty headlights 
Once it has been tested as required in Item 1.1 above the 
headlight shall be prepared as described in Item 1.2.1 and then 
lit for an hour as provided for in Item 1.1.2 and then checked 
as required by item 1.1.2. 
1.2.1 Preparation of the headlight 
1.2.1.1 Test mixture 
The mixture of water and pollutant to apply to the headlight 
shall consists of nine parts (by weight) of silica sand having a 
grain size of between 0 and 100 fzm, one part (by weight) of 
vegetable carbon dust having a grain size of between 0 and 
100 Aim, 0.2 parts (by weight) of NaCMC and an appropriate amount 
of distilled water having a conductivity of less than 1 mS/m. 
The mixture shall not be more than 14 days old. 
1.2.1.2 Application of the test mixture to the headlight 
The test mixture shall be applied uniformly to the entire 
light-emitting surface of the headlight and then allowed to dry. 
This operation should be repeated until the illumination has 
fallen to a value of between 50 and 20% of the values measured 
at each of the following points under the conditions described 
in this annex. 
Emax Main for a dipped/main beam light 
Emax Main for just a main beam headlight 
B 50 and 50 V for just a dipped-beam headlight. 
1.2.1.3 Measuring apparatus 
The measuring apparatus shall be equivalent to that used to test 
headlights for component-type approval. A standard (reference) 
incandescent lamp shall be used for the photometric inspection. 
2. Checking of the vertical displacement of the cut-off line under 
the effect of heat 
It shall be checked whether the vertical displacement of the 
cut-off line of a lit dipped-beam headlight caused by heat does 
not exceed a prescribed value. 
-<?/. 
After undergoing the tests described in Item 1.1 the headlight 
shall be submitted to the test described in Item 2.1 without 
being removed from its support or reset in relation to. this. 
2.1 Test 
The test shall be conducted in a dry calm atmosphere at an 
ambient temperature of 23*C + 5*C. 
A series-production incandescent lamp that has been aged for at 
least one hour shall be lit in the dipped position without being 
removed from its support nor readjusted in relation to this. 
(For the purposes of this test the voltage shall be set as 
required by Item 1.1.2). The position of the cut-off line in 
its horizontal position (between the vertical lines passing 
through 50 L and 50 R) shall be checked three minutes (r3) and 
60 minutes (r60) respectively after light-up. 
Measurement of the displacement of the cut-off line described 
above shall be via any method giving sufficient accuracy and 
reproducible results. 
2.2 Result of test 
2.2.1 The result expressed in mi I M radians (mrad) shall only be 
considered acceptable for a dipped-beam headlight when the 
absolute value [\ rl - r3 » r60 recorded on the headlamp does 
not exceed 1.0 mrad ( A r I <. 1.0 mrad). 
2.2.2 However, if this value exceeds 1.0 mrad but does not exceed 
1.5 mrad (1.0 mrad < L\ r\ < 1.5 mrad) a second headlight shalI 
be tested as provided for in Item 2.1 below after being 
submitted three times in a row to the cycle described below in 
order to stabilize the position of the mechanical parts of the 
headlight on a support that is représentâtive of its proper 
fitting to the vehicle. 
Dipped-beam headlight lit for an hour (at the supply voltage set 
as provided for in Item 1.1.1.2). 
Dipped-beam headlight switched off for an hour. 
The type of headlight shall be considered acceptable if the 
average of the absolute value A. rl measured on the first 
sample and A rll measured on the second sample does not exceed 
1.0 mrad. 
( Û rl - Aril < i.o mrad) 
2 
- 0\ \ 77 
APPENDIX 3 
INFORMATION DOCUMENT 
IN RESPECT OF A TYPE OF HEADLIGHT 
FITTED WITH INCANDESCENT LAMPS AND EMITTING 
AN ASYMMETRICAL DIPPED-BEAM AND 
A MAIN BEAM AND INTENDED TO BE FITTED TO 
MOTORCYCLES AND TRICYCLES 
(To be attached to the application for component type approval if this is 
submitted separately from the application for vehicle type approval). 
Order No (signed by the applicant) 
The application for component type approval in respect of a type of headlight 
for motorcycles and tricycles shall contain the following information: 
1. Make or trade name: 
2. Manufacturer's name and address: 
3. Name and address of manufacturer's representative (if any): 
4. Type and characteristics of the headlight submitted for component type 
approval: 
-5-5-
APPENDIX 4 
Name of the Administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF A TYPE OF HEADLIGHT 
FITTED WITH INCANDESCENT LAMPS, EMITTING AN ASYMMETRICAL DIPPED BEAM 
AND A MAIN BEAM AND INTENDED FOR MOTORCYCLES AND TRICYCLES 
MODEL 
Report No by test i ng body date 
Component type approval No Extension No 
1. Make or trade name of vehicle: .. 
2. Type of headlight: 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Headlight submitted for testing on: .... 
6. Component type approval granted/refused* 
7. Place: 
8. Date: 
9. Signature: .... 
* Delete as appropriate. 
- Q m 
ANNEX Ml-C 
HEADLIGHTS FOR MOTORCYCLES AND TRICYCLES 
EMITTING AN ASYMMETRICAL DIPPED BEAM, A MAIN BEAM 
AND FITTED WITH HALOGEN LAMPS (HS1 LAMPS) 
1. ADDITIONAL REQUIREMENTS CONCERNING MARKS AND THE MARKING OF 
DEVICES 
1.1 Headlights designed in such a way as to meet the requirement of 
a single rule of the road (driving on either the right or the 
left) shall, on the lens, bear the limits of the area which may 
possibly be masked in order to avoid distracting road users in a 
country where the rule of the road is not that for which the 
headlight has been designed. However, when that area is 
directly identifiable by design any such delimitation is not 
necessary. 
1.2 Headlights designed in such a way as to meet the requirements of 
driving on the right and those for driving on the left shall 
bear markings in order to locate the two positions for the 
fixing in position of the light unit on the vehicle or the lamp 
on the reflector; these markings shall consist of the letters 
"R/D" the position corresponding to driving on the right and the 
letters "L/G" for the position corresponding to driving on the 
left. 
1.3 All head Iights designed in such a way as to preclude any 
simultaneous lighting-up of the dipped-beam filament and that of 
any other light source with which they may be associated shall 
be marked with an oblique (/) within the component type approval 
mark, after the dipped-headlight symbol. 
1.4 Where headlights only meet the requirements of driving on the 
left a horizontal arrow pointing to the right of an observer 
looking at the headlight head on, i.e. towards the side of the 
road driven upon, shall be entered below the component type 
approval mark. 
1.5 Where by means of a deliberate alteration in the adjustment of 
the light unit or lamp headlights meet the requirements of both 
rules of the road a horizontal arrow having two tips pointing 
one to the left and the other to the right shall be entered 
below the component type approval mark. 
1.6 The letters "MBH" shall be placed opposite the component type 
approval mark. 
1.7 The marks and symbols referred to above shall be clearly visible 
and indelible. 
- C\ 15 
2. GENERAL REQUIREMENTS 
2.1 Each of the samples must meet the specifications set out in 
Items 3 to 5 below. 
2.2 Headlights shall be designed and manufactured in such a way that 
under the normal conditions of use and despite any vibrations to 
which they may be exposed they continue to function properly and 
retain the characteristics required by this annex. 
2.2.1 Headlights shall be fitted with a device enabling them to be 
adjusted on the vehicle in such a way as to meet the rules 
applying to them. Said device does not need to be attached to 
the parts within which the reflector and diffuser lens cannot be 
separated, provided that the use of said parts is restricted to 
vehicles on which the headlights may be adjusted by other means. 
Where a headlight emitting a main beam and a headlight emitting 
a dipped beam, each being equipped with its own lamp, are 
grouped together to form a composite unit, the setting device 
shall enable each individual optical system to be set in an 
appropriate manner. 
2.2.2 However, these provisions shall not apply to headlight 
assemblies the reflectors for which are indivisible. In this 
instance the requirements of paragraph 2 of this Annex shall 
apply. When more than one light source provides the main beam 
those sources must be combined in order to determine the maximum 
illumination value (Em). 
2.3 The parts intended to attach the filament lamp to the reflector 
shall be made in such a way that, even in the dark, the filament 
lamp can be attached without uncertainty in its appropriate 
posItIon. 
2.4 The correct position of the lens in relation to the optical 
system must be marked clearly and be locked in position in order 
to avoid any rotation. 
2.5 Where headlights have been designed in such a way as to meet the 
requirements of driving on both the right and the left 
adaptation to a given rule of the road may be obtained by a 
suitable initial setting when the vehicle is equipped or via a 
deliberate action on the part of the user. That initial setting 
or that deliberate action shall, for example, consist of a 
specific angular setting either of the sealed-beam assembly on 
the vehicle or of the lamp in relation to that assembly. In all 
cases only two different setting positions that have been 
clearly specified and correspond in each case to a rule of the 
road (driving on the right or left), must be possible and any 
-<\ù-
shift into an intermediate position must be made impossible. 
When the lamp is able to occupy two different positions the 
parts intended to attach the lamp to the reflector shall be 
designed and manufactured in such a way that, in each of those 
two positions, the lamp is attached with the same precision as 
required for headlights designed for Just one rule of the road. 
Conformity will be checked visually and, where appropriate, by 
means of a test assembly. 
2.6 In order to ensure that operation does not involve any excessive 
changes to photometric performance additional tests must be 
carried out as required by Appendix 3. 
3. 
3.1 
3.1.1 ILLUMINATION REQUIREMENTS 
GENERAL REQUIREMENTS 
Headlights shall be designed in such a way that, with adequate 
HS1 lamps, they emit a light that is not dazzling but is 
nevertheless adequate on dipped beam and provides good 
illumination on main beam. 
3.1.2 A screen placed vertically at a distance of 25 m in front of the 
headlight, as shown in Appendix 1, must be used to check the 
illumination produced by the headlight. 
3.1.3 A colourless reference lamp designed for a nominal voltage of 
12 V must be used in examining headlights. The current at the 
terminals of the lamp during examination of the headlight shall 
be set to the following characteristics: 
Consumption Light flux 
in Watts in lumens 
Dipped-beam filament ££• 35 450 
Main-beam filament — 35 700 
The headlight shall be considered acceptable if it meets the 
requirements set out in Item 3 with at least one reference lamp 
which may be presented together with the headlight. 
(6) 
_ <3 ï? 
3-1.4 The dimensions determining the position of the filaments within 
the HS1-filament reference lamp are set out in Annex 4, 
Appendix 19. 
3.1.5 The bulb for the filament reference lamp shall be of such a 
shape and optical quality that it causes a minimum of reflection 
or refraction which may have an adverse effect on the light 
distr ibut ion. 
3.2 Requirements relating to the dipped beam 
3.2.1 The dipped beam shall produce a cut-off of such distinctness 
that it is possible to carry out adjustments correctly using 
said cut-off. The cut-off shall be a straight horizontal line 
on the side opposite to the rule of the road for which the 
headlight is intended. On the other side the cut-off shall not 
go beyond either broken line HV H1 and H4 formed by a straight 
line formed by HV H1 lying at an angle of 45' with the 
horizontal and a straight line H1 H4 offset by 1% in relation to 
straight line hh, or straight line HV H3 inclined by 15* to the 
horizontal (see Appendix 1). In no case is a cut-off going 
beyond both line HV H2 and line H2 H4 and resulting from the 
combination of the two preceding possibilities acceptable. 
3.2.2 The headlight shall be aligned in such a way that: 
3.2.2.1 where headlights are designed to meet the requirements of 
driving on the right the cut-off on the lefthand half of the 
screen shall be horizontal and for headlights designed to meet 
the requirements of driving on the left the cut-off in the 
righthand half of the screen shall be horizontal. The setting 
screen shall be sufficiently wide to permit examination of the 
cut-off over at least 5* on each side of line vv, 
3.2.2.2 on the screen this horizontal part of the cut-off shall be 25 cm 
below the horizontal plane passing through the focal centre of 
the headlight (see Appendix 1); 
3.2.2.3 the tip of the cut-off shall be on straight line vv. If the 
beam does not have a cut-off presenting a clear "elbow" lateral 
setting shall be conducted in such a way as best to meet the 
illumination requirements applying to points 75R and 50R for 
driving on the right and points 75L and 50L for driving on the 
left. 
3.2.3 When aligned in this manner the headlight shall meet the 
requirements referred to in items 3.2.5 to 3.2.7 and 3.3. 
3.2.4 Where a headlight aligned as referred to above does not meet the 
requirements of paragraphs 3.2.5 to 3.2.7 and 3.3 it is 
permissible to alter the setting provided that the axis of the 
beam is not moved sideways by more than 1' (-44 cm) to the 
right or left. The incorrect setting limit of 1* to the right 
or left is not compatible with a vertical incorrect setting 
upwards or downwards which is only restricted by the 
-4<è-
requirements laid down in paragraph 3.3. However, the 
horizontal part of the cut-off must not go beyond line hh. In 
order to make settings easier by means of the cut-off it is 
permissible partly to mask the headlight in order to make the 
cut-off more distinct. 
3.2.5 The illumination produced on the screen by the dipped beam shall 
meet the requirements set out in the following table: 
Point on measuring screen 
Headlight for 
on-road use Dr iving on 
the right Head Iight for 
on-road use Dr iving on 
the left 11lumination 
required, 
in lux 
Point 
Point 
Point 
Point 
Point 50 L 
75 R 
50 R 
25 L 
25 R Point 
Point 
Point 
Point 
Point 50 R 
75 L 
50 L 
25 R 
25 L < 0.3 
> 6 
> 6 
> 1.5 
> 1.5 
All points within zone III 
All points within zone IV 
All points within zone I < 0.7 
> 2 
< 20 
3.2.6 
3.2.7 
3.3 
3.3.1 
3.3.2 
3.3.2.1 
3.3.2.2 In none of the zones I, II, III and IV must there be lateral 
variations that impair good visibility. 
Headlights designed to meet the requirements of driving on the 
right and those for driving on the left shall, for each of the 
two locations of the sealed beam unit or lamp meet the 
requirements set out above for the rule of the road 
corresponding to the location under consideration. 
Requirements concerning the main beam 
The illumination produced on the screen by the main beam shall 
be measured using the same headlight setting as for the 
measurements defined in items 3.2.5 to 3.2.7 above. 
The illumination produced on the screen by the main beam shall 
meet the following requirements: 
Point of intersection HV of lines hh and vv shall be at the 
isolux representing 90% of maximum illumination. Maximum value 
Em shall be at least 32 lux. Its value shall not exceed 
240 lux. 
Starting from the HV point horizontally to the right and to the 
left, the illumination shall be at least 16 lux at a 
- f\ H -
distance of 1.125 m and at least equal to 4 lux up to a distance 
of 2.25 m. 
3.4 The illumination on the screen referred to in items 3.2.5 to 
3.2.7 and 3.3 shall be measured by means of a useable-area photo 
receiver acting within a 65 mm square. 
4. REFERENCE HEADLIGHT 
A headlight which: 
4.1 meets the component type approval requirements set out below, 
4.2 has an effective diameter of at least 160 mm 
4.3 provides illumination, with a reference lamp, at various points 
within the various areas provided for in item 3.2.5, 
4.3.1 which is at least 90% of the maximum values and 
4.3.2 at least 120% of the minimum limits as required by the table in 
item 3.2.5 
shall be considered to be a reference headlight. 
5. SPECIFIC REQUIREMENTS RELATING TO THE CHECKING OF CONFORMITY OF 
PRODUCTION 
5.1 The conformity of series-production headlights in respect of 
photometric performance is guaranteed if, during photometric 
tests on any given headlight selected at random and fitted with 
a reference lamp: 
- none of the values measured differs, in the adverse 
direction, by more than 20% from the required value. (The 
maximum divergence in the adverse direction of the B50R or L 
values and those for zone III may be 0.2 lux (B50R or L) are 
respectively 0.3 lux for zone III); 
- or, in the case of the dipped beam, the required values are 
met within HV (with a tolerance of 0.2 lux) and within at 
least one point in the area bounded on the measuring screen 
(at 25 m) by a circle having a diameter of 15 cm about 
points B50R or L (with a tolerance of 0.1 lux), 75R or L, 50R 
or L, 25R or L and throughout zone IV restricted to 22.5 cm 
above line 25R and 25L; if, in the case of the main beam, a 
tolerance of 20% is not exceeded on the photometric values 
where HV lies within an isolux of 0.75 E max. 
5.2 If the results of the tests described in item 3 above do not 
meet the requirements the tests on the headlamp being challenged 
shall be repeated using another reference lamp. 
- too -
APPENDIX 1 
MEASURING SCREEN 
Uniform European beam 
Headlight for driving on the right 
(dimensions in mm) 
3960 3960 
2250 22S& 
< 15QQ M**H 
500 >* W 
h-h: trace of horizontal plane passing through the focal centre 
v-v: trace of vertical plane of headlight 
The measuring screen for driving on the left shall be symmetrical to 
line V-V shown in the diagram In this Annex. 
- toi-
APPENDIX 2 
TESTS ON THE STABILITY OF THE PHOTOMETRIC 
PERFORMANCE OF HEADLAMPS IN OPERATION 
Compliance with the requirements of these amendments is not a sufficient 
criterion for the component type approval of headlights fitted with plastic 
lenses. 
TESTS ON COMPLETE HEADLIGHTS 
Once the photometric measurements have been carried out as required by this 
Annex at points E max in the case of main beams and HV, 50 R, B 50 L in the 
case of dipped beams (or HV, 50 L B 50 R for headlights designed for driving 
on the left) a sample of a complete headlight shall be subjected to a test on 
the stability of photometric performance during operation. "Complete 
headlight" means the entire headlight itself including the parts of the 
bodywork and any nearby lights which may affect its heat dissipation. 
1. STABILITY TEST ON PHOTOMETRIC PERFORMANCE 
The test shall be conducted in a dry, calm atmosphere at an 
ambient temperature of 23' ± 5'C, the complete headlight being 
attached to a support representing its proper fitting to the 
vehicle. 
1.1 The headlight itself 
The headlight itself shall remain lit for 12 hours as stated in 
item 1.1.1 and checked as required in item 1.1.2. 
1.1.1 Test 
The headlight shall remain lit for the length of time required: 
1.1.1.1 a) i) - where a single light source (main beam or d-b) is to 
be component type approved, the corresponding filament 
shall be lit for the required period of time; 
ii) - When the headlight subjected to the tests is grouped 
together or reciprocally incorporated with the 
sidelights the latter shall be lit throughout the 
test. If this is a direction indicator light it must 
be lit in flashing mode with the lit and extinguished 
times being approximately equal. 
- 102 -
b) in the case of reciprocally incorporated dipped and main beam 
headlights (two-filament lamp or two lamps with filaments): 
i) - if the requester states that the headlight is intended 
to be used with only one filament lit a test shall be 
carried out as appropriate and each of the light 
sources specified shall remain lit for half of the 
period stated in item 1.1; 
ii) - if two filaments light simultaneously when the 
headlight is used as a warning light-that shall not be 
considered to be a normal simultaneous use of two 
filaments; 
in all other cases the headlight must be subjected to 
the following cycle for the time equal to the required 
duration: 
15 minutes, filament of dipped beam lit 
5 minutes, all filaments lit. 
c) Where light sources are grouped together all of the 
individual sources must be lit at the same time for 
the required duration for individual light sources a), 
account also being taken of the use of the 
reciprocally incorporated light sources and b) in 
accordance with the manufacturer's instructions. 
1.1.1.2 Test voltage 
The voltage shall be set in such a way as to supply 90% of the 
maximum power specified for category HS filament lamps in 
annex 4, Appendices 19 and 20. 
1.1.2 Test results 
1.1.2.1 Visual inspection 
Once the temperature of the headlight has been stabilized at 
ambient temperature the headlight glasses shall be cleaned and 
the exterior glasses, if any, shall be cleaned with a clean damp 
cotton rag. 
They will then be examined visually and no distortion, 
deformation, cracking or changing colour of the headlight 
glasses or outside glasses, if any, must be detected. 
- 10 
1.1.2.2 Photometric test 
As required by this annex the photometric values shall be 
checked at the following points: 
dipped beam: 
5 R - B 50 L - HV in the case of headlights designed for driving 
on the r ight, 
50 L - B 50 R - HV for headlights designed for driving on the 
left. 
Main beam: 
point Emax. 
The beam may be reset in order to take account of any 
deformation of the headlight support caused by heat (as regards 
a shift in the cut-off, see item 2). 
A tolerance of 10% is permissible including the tolerance due to 
the photometric measurement procedure, between the photometric 
characteristics and the values measured before the test. 
1.2 Dirty headlight 
Once it has been tested as required in item 1.1 above the 
headlight shall be prepared in the manner described in 
item 1.2.1 and then lit for an hour as provided for in 
item 1.1.1 and then checked as required by item 1.1.2. 
1.2.1 Preparation of headlight 
1.2.1.1 Test mixture 
A mixture of water and pollutant to be applied to the headlight 
shall consist (by weight) of nine parts of silica sand having a 
grain size lying between 0 and 100 urn, one part (by weight) of 
vegetable carbon dust having a grain size lying between 0 and 
100 urn and 0.2 parts (by weight) of NaCMC and an appropriate 
quantity of distilled water having a conductivity of less than 
1 mS/m. 
The mixture shall not be more than 15 days old. 
1.2.1.2 Application of the test mixture to the headlight 
The test mixture shall be applied uniformly over the entire 
light-emitting surface of the headlight and then be allowed to 
dry. This operation shall be repeated until the illumination is 
less than 15-20% of the values measured for each of the 
following points under the conditions described in this 
Append i x: 
\o^ -
Emax Main for a dipped/main beam light 
Emax Main for just a main beam light 
50 R and 50 V for just a dipped-beam light designed for driving 
on the right 
50 L and 50 V for just a dipped beam light that has been 
designed for driving on the left. 
1.2.1.3 Measuring apparatus 
The measuring apparatus shall be that equivalent to that used 
for the headlight component type approval tests. 
A reference filament lamp shall be used for the photometric 
inspect ion. 
2. CHECKING OF THE VERTICAL DISPLACEMENT OF THE CUT-OFF LINE UNDER 
THE EFFECT OF HEAT 
It is a matter in this case of checking that the vertical 
displacement of the cut-off line of a lit dipped-beam headlight 
due to heat does not exceed a prescribed value. 
After undergoing the tests described in item 1 the headlight 
shall be subjected to the test described in item 2.1 without 
being removed from its support or readjusted in relation to it. 
2.1 Test 
The test shall be carried out in a dry calm atmosphere at a 
temperature of 23* ±5*C. 
A headlight fitted with a series-production filament lamp that 
has been aged for at least an hour shall be lit in the dipped 
beam position without being removed from its support or 
readjusted in relation to this. (For the purposes of this test, 
the voltage shall be regulated as required in item 1.1.1.2.) 
The position of the horizontal part of the cut-off line (between 
vv and the vertical line passing through point B 50 L in the 
case of headlights designed for driving on the right or 
point B 50 R designed for driving on the left) shall be checked 
three minutes (r3) and 60 minutes (r60) after light-up. 
The displacement of the cut-off line described above shall be 
measured using any method giving sufficient accuracy and 
reproducible results. 
2.2 Test results 
2.2.1 The result expressed in milliradians (mrad) shall be considered 
for a dipped beam headlight only if the absolute value of 
^Rl - I R3 - R60 I recorded on the headlight does not exceed 
1.0 mrad (/^ <. r I <. 1.0 mrad). 
- \0Ç -
2.2.2 However, if that value is greater than 1.0 mrad but does not 
exceed 1.5 mrad (1.0 mrad < A r I .< 1.5 mrad) a second headl ight 
shall be put to the test as provided for in item 2.1 after being 
subjected three times in succession to the cycle described below 
In order to stabilize the position of the mechanical parts of 
the headlight on a support that is representative of its fitting 
to the vehicle: 
dipped-beam headlight lit for an hour (the supply voltage shall 
be set as In item 1.1.2) 
dipped-beam headlight switched off for an hour. 
A given type of headlight shall be considered acceptable if the 
average of the absolute values of ^rl are measured on the first 
sample and & rll measured on the second sample does not exceed 
1.0 mrad. 
( û-rl + à rll < LO mrad) 
2 "" 
-IOC 
APPENDIX 3 
INFORMATION DOCUMENT 
IN RESPECT OF A TYPE OF HEADLIGHT EQUIPPED WITH HALOGEN LAMPS 
AND EMITTING AN ASYMMETRICAL DIPPED BEAM AND A MAIN BEAM 
INTENDED FOR TWO OR THREE WHEEL MOTOR VEHICLES 
(To be attached to the application for component type approval 
where this is submitted separately from the application for vehicle 
type approvaI) 
Order number (assigned by the applicant): .. 
The application for component type approval in respect of a type of headlight 
intended for two or three wheel motor vehicles shall contain the following 
informat ion: 
-under letter A in items: 8.1 to 8.4 
1. Make or trade name: 
2. Manufacturer's name and address: 
3. Name and address of manufacturer's representative (if any) 
4. Type and characteristics of headlights submitted for component type 
approval: (MBH; MBH/; MBH; MBH; MBH/; MBH/ 
5. The dipped-beam filament may/may not* be lit at the same time as the 
main beam filaments and/or those of another reciprocally incorporated 
headlight. 
6. Maximum illumination (in lux) of the mainbeam at 25 m from the 
headlight (average of two headlights): . 
* Delete as appropriate. 
- /o7 -
APPENDIX 4 
Name of the Administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF A TYPE OF HEADLIGHT EQUIPPED WITH HALOGEN LAMPS 
AND EMITTING AN ASYMMETRICAL DIPPED BEAM AND A MAIN BEAM 
INTENDED FOR TWO OR THREE WHEEL MOTOR VEHICLES 
MODEL 
Report No By test ing body Date 
Component type approvaI number Extens ion No 
1. Make or trade name of headlight: 
2. Type of headlight: 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Headlight submitted for test on: 
6. Component type approval granted/refused*: 
7. Place: 
8. Date : 
9. Si gnature: 
* Delete as appropriate. 
- ice 
ANNEX IV 
INCANDESCENT LAMPS INTENDED FOR USE IN 
COMPONENT TYPE APPROVED LIGHTS 
FOR MOPEDS, MOTORCYCLES AND TRICYCLES 
- J0<\ -
APPENDIX 1 
CATEGORY R2 LAMPS 
50 D5Ï f>ipp*à team 
u*P c*f> ?^t-4i y 
«?«|7» 
Reference plane 2 
Reference plane 1 
1. Only the outer dimensions and those affecting interchangabiMty are 
given in the diagram and they are mandatory. 
2. The reference axis shall be the line perpendicular to reference 
plane 1 and passing through the intersection of that plane with the 
corresponding centering cylinder. 
3. The internal structure and the corresponding dimensions are given on 
sheets R2/2 and R2/3. 
4. No part of the cap may, as a result of the reflection of the light 
emitted by the dipped-beam filament, send out an ascending interference 
beam when the light is in its normal operating position on the vehicle. 
5. The bulb shall be colourless. 
- MO -
R2/2 
Internal components 
KEY. 
I 
M 
Ml 
IV 
V 
VI 
VII 
VIM lamp at right 
for reference Lamp ax is 
Dipped-filament axis 
Plane passing through the reference axis of the 
angles to the median plane of the alignment tab 
plane 1 
Main beam filament axis 
Outermost spiral of the main beam filamant 
First glowing spiral of dipped beam filament 
The plane passing through the axis of the main beam filament may 
not be parallel to plane h-h nor to plane z-z 
Distance e from the reference plane 
NB: The drawing is only mandatory as regards deta 
fI laments. s of the cap and 
/1/ -
Internal components 
Dimensions 
(mm or degrees) 
a 
b 
c 
d 
e 
f 
g 
le 
fi 
If 
M.(4) 0.6 
0.2 
0,5 
0 
(2) 
28.5 
(3) 
1.8 
0 
5.5 
0* 
15* 
3/4(1c+f) Tolerances in mi 11imetres 
or degrees 
Lamp of 
existing 
manufacture 
± 0.35 
± 0.35 
± 0.30 
± 0.5 
± 0.35 
± 0.4 
± 0.5 
± 1.5 
± 1» 30* 
± 1* 30* Reference 
incandescent 
lamp 
± 0.15 
± 0.15 
± 0.15 
± 0.3 
± 0.15 
± 0.2 
± 0.3 
± 0.5 
± 0' 30* 
± 0' 30* R2/3 
(1) For the measuring methods See ICI publication No ... [in preparation]. 
(2) 28,8 for 24 V lamps. 
(3) 2,2 for 24 V lamps. 
(4) The value laid down for dimension Q-Q' shall apply exclusively to the 
reference incandescent lamp used for the component type approval test on 
a headlight; the dimensions of the segment shall be such that points Q' 
Me within the edge of the segment. 
- ci -
H3/2 
APPENDIX 2 
CATEGORY H3 LAMPS 
Dimensions in mi I Iimetres 
Definition : centre of collar 
Reference axis(*) 
View from above x 
Reference 
notch Dimensions of filament and 
tolerances for reference lamps -
see sheet H3/3 
Centre of filament 
View B 
A 
Centre of 
collar / 
I 
B 
Définition of ligne Z - Z 
View from above c 
Reference View from above 
axis J: 10,0 of 
plane 
Reference axis referenc 
View A : measure h2 
View B : measure k, h-j, h3, f 
View C : measure h4 
(*) The cap must be pressed in these directions 
17) 
- /I3 -
H3/3 
Dimensions i n mm 
e (7) 
f (7) 
k 
h1 
h3 
h2 
h4 Lamp of existing 
manufacture 
6 V 12 V 24 V 
18.0 (5) 
3,0min 4,0 min 
(5) Reference inc­andescent lamp 
18.0 
5.0 ±0.5 
0 ± 0.20 
0 ± 0.15 (6) 
0 ± 0.25 («) 
PK 22s cap in accordance with ICI publication 61 (sheet 7004-47-2) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
Light flux Im 
± X 6 12 
55 
6.3 
max. 
63 
1 050 13.2 
max. 68 
1 450 24 
70 
28.0 
max. 84 
1 750 
15 12 
55 
max. 68 a 13.2 V 
Reference light flux for headlamp tests - 1 100 1m at 12V approximately 
-nu -
H3/4 
(1) Lamp deformation on the cap side shall not be visible in any direction 
outside the masking angle of 80' max. The screens shall not reflect 
any interference images. The angle between the axis of reference and 
the plane of each screen, measured on the lamp side, shall not exceed 
90*. 
(2) The permissible deviation from the centre of the collar in relation to 
the reference axis shall be 0.5 mm in the direction at right angles to 
line 1-1 and 0,05 mm in the direction parallel to line 1-1. 
(3) Minimum length above the height of the light centre ("e") along which 
the bulb shall be cylindrical. 
(4) All parts of the spring or any component of the socket shall be 
supported solely by the prefocus collar outside the broken lines. 
(5) These dimensions for lamps of existing manufacture shall be checked by 
means of a box system , as shown in sheet H3/5 below. 
(6) The points to be measured in the case of reference lamps are those where 
the projection of the outer part of the terminal spirals bisects the 
ax is of the f ilament. 
(7) The position of the first and last spirals of the filament shall be 
defined by the intersection of the outer face of the first and last 
illuminating spirals with the plane parallel to the reference plane 
located at a distance of 18.0 mm. (Further instructions are being 
studied for bispiral filaments.) 
- MS~-
Requirements regarding the checking screen H3/5 
This test enables it to be determined whether a lamp meets the requirements by 
checking that the filament is correctly positioned in relation to the 
reference axis and plane. 
Views A and C dimensions in mil Iimetres 
View B 
from the reference plane 
6 V 
12 V 
24 V a 
1,8d c 
1,6d k 
1.0 g 
2,0 
2,8 
2,9 
d - diamètre of filament The filament shall be located entirely within the 
Iimits shown. 
The centre of the filament shall Me within 
dimension k. 
6 " 
H4/1 
APPENDIX 3 
CATEGORY H4 LAMPS 
Bulb axis 
)1.0 rr^X. \ 
Cap pQtt-lî 
(Dimensions in mm) ivUefive-yellcw bvLK •/•#/>e£ ox/s 
The drawings are not mandatory; their sole aim is to state the dimensions 
which must be checked. 
Reference 
e 
P 
(D 
m 
(D n 
(2) 
• 
Oc (3) Dimension 
12 V 
28,5 
28.95 24 V 
29.0 
29.25 
max. 60.0 
max. 34,5 
45.0 
max. 40* Tolerance 
12 V 
+ 0.45 
- 0.25 
-24 V 
± 0,35 
— 
-
-
-
-
- "9 -
Character ist ics H4/2 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
Light flux Im 
± X 
Measuring light flux for 
the measurements to be carried out in accordance with paragraph 3.8 of this regulation Im Lamp of existing manufacture 
,2W 
60 55 
13.2 
max. 
75 
1 650 max. 
68 
1 000 2«<4) 
75 70 
28 
max. 
85 
1 900 max. 
80 
1 200 
15 
-750 -800 
Reference light flux at approximately 12 volts Im Reference Inca­ndescent lamp 
,2<4) 
60 
max. 75 
à 13.2V 
1 250 55 
max. 68 à 13.2V 
750 
P43t-38 In accordance with ICI publication 61 (sheet 7004-39-2) 
(1) When a yellow outside lamp is used "m" and "n" shall give the maximum 
dimensions of that bulb; where there is no outside bulb "m" shall give 
the maximum length of the lamp. 
(2) It must be possible to introduce the lamp into a cylinder having a 
diameter "s" which is concentric to the reference axis and limited at 
one of its ends by a plane that is parallel to the reference plane at a 
distance of 20 mm from this and at the other end by a hemisphere having 
a radius of s_. 
2 
(3) There must be blackening at least up to the cylindrical part of the 
bulb. It must, moreover, overlap the internal segment where this is 
viewed in a direction at right angles to the reference axis. The effect 
sought from the blackening must also be possible by other means. 
(4) The values quoted in the left hand column relate to the main beam, while 
those in the right hand column referred to the dipped beam. 
-M8-
Position of curved screen (*) H4/3 
OH 
(*) The drawing is not mandatory as regards the shape of the curved screen. 
(**) 30,0 for the 24-volt type. 
- M4 
Position of filaments (*) H4/4 
G>*H^ Y 
iU-ïjfêr 
\r 
'Reference axis 2/ 
Main beam filament axis 
Dipped beam filament axis 
Dimensions in mm 
(*) The drawing is not mandatory as regards the shape of the curved screen. 
(**) 30,0 for the 24-volt type. 
- / Z d -
H4/5 
Further explanations concerning sheets H4/3 and H4/4. preceding pages 
The following dimensions are measured in three directions: 
1. for dimensions a, b-j, c, d, e, f, lp and lc. 
2. for dimensions g, h, p and q 
3. for dimensions b2 
Dimensions p and q are measured in a plane parallel to the reference 
plane and at distances of 33 mm from this. 
Dimensions b-j, b2, c and h are measured in the planes parallel to 
the reference plane and at distances of 29.5 mm (30.0 mm for the 24-volt 
type) and 33 mm from this. 
Dimensions a and g are measured in planes parallel to the reference 
plane and at distances of 26.0 and 23.5 mm. 
NB: For the measuring method see ICI Publication No 809. 
- ( Z / -
Table of dimensions referred to in the figures 
on sheets H4/3 and H4/4 (in mm) H4/6 
Volts 12 24 
a/26 • 
a/23.5 • 
bi/29.5* 30.0* 
bi/33 
D2/29.5 30.0 
b2/33 
c29,5 30.0 
c/33 
d 
(7) 
e 
f (5) (6) (8) 
9/26 * 
g/23.5 * 
h/29.5 30.0 
h/33 
, (5) (8) 
|R 
, (5) (6) 
•c 
P/33* 
0733 12 24 
0.8 
0.8 
0 
•• 
bi/29,5mv •* 
30.0mv 
0 
b2/29.5mv 
0.6 
** 
c/29.5mv 30.0mv 
0,75 
•• 
30,0mv 
min. 0.1 
28.5 
1.7 29.0 
2.0 
0 
0 
0 
h/29.5mv 
4.5 
5.5 30.0mv 
5.25 
5.25 
depends upon the 
shape of the dome 
P + S 2 Tolerance 
Series production 
lamp 
12 24 
± 0.35 
± 0.60 
± 0.35 
± 0.35 
± 0.35 
± 0.35 
± 0.35 
± 0.35 
-
+ 0.45 
- 0.25 
+ 0,50 
- 0.30 ± 0.35 
± 0.40 
± 0.5 
± 0.7 
± 0.5 
± 0.35 
± 0.8 
± 0.8 
-
± 0.6 Reference 
incandescent lamp 
12 
± 0,2 
± 0.2 
± 0.2 
± 0.15 
± 0.2 
± 0.15 
± 0.2 
± 0.15 
-
+ 0.2 - 0.0 
+ 0.3 
- 0,1 
± 0.3 
± 0.3 
± 0.3 
± 0.2 
± 0.4 
± 0.35 
-
± 0.3 
Dimension to be measured at the reference plane distance stated, in mm, 
after the dash. 
"./29.5mvM or "30.0mv" means the value measured at a distance of 29.5 mm 
or 30.0 mm from the reference plane. 
- I 2 Z -
H4/7 
(5) The outermost filament spirals are defined as having the first and last 
glowing spirals which are regularly spiralled, or in other words which 
forms the correct winding angle. Where a filament has two spirals those 
spirals are defined by the envelope of the primary spirals. 
(6) For the dipped beam filament the points to be measured are the 
intersections viewed in direct ion Qfrom the lateral edge of the segment 
with the outer part of the outermost spirals defined in Note 5. 
(7) "e" means the distance from the reference plane at the beginning of the 
dipped-beam filament as defined above. 
(8) For the main beam filament the points which are to be measured are the 
intersections, viewed in direct ion 0 from a plane parallel to plane HH 
located at a distance of 0.8 mm below this, with the outer part of the 
outermost spirals defined in Note 5. 
(9) The reference axis is the line perpendicular to the reference plane and 
passing through the centre of the circle having a diameter "H" (see 
H4/1). 
(10) Plane VV is the plane perpendicular to the reference plane and passing 
through the reference axis and through the point of intersection of the 
circle having a diameter "M" and the median line of the reference tab. 
(11) Plane HH is the plane perpendicular to the reference plane and to the 
plane W passing through the reference axis. 
APPENDIX 4 
CATEGORY P21W LAMPS P21W/1 
h 
4. J— i J^ 
-1— 
Reference plane W 
Reference 
ax is 
Dimensi 
i. _ on s 
e 
f 
0 
(1) Lateral deviation Lamp from existing production 
min. 
75' nom. 
3,i3) 
90* max. 
7.0 
105' 
(3) Reference incandescent lamp 
31.8 ± 0.3 
7.0 - 0 - 2 
90* ± 5» 
0.3 max. 
(2) Cap BA 15s in accordance Publ. ICI 61 (sheet 7004 - 11A - 6) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
va 1ues Volts 
Watts 
Test voltage Volts 
Normal 
values Watts 
± X 
Light flux Im 
± X 6 12 24 
21 
6,75 
26 13.5 
25 28.0 
28 
6 
460 
15 12 
21 
25 à 13.5 V 
6 
Reference light flux: roughly 460 Im at 13.5 V 
- \ ZU -
(1) Maximum lateral deviation from the centre of the filament in relation to 
two reciprocally perpendicular planes containing the axis of reference 
of the cap where one of these planes includes the axis of the pins. 
(2) The lamps with BA 15d caps may be used for special purposes; they have 
the same dimensions. 
(3) Are checked by a box system, sheet P 25-1/2. 
- iz*r~ 
Requirements applying to the checking screen P21W/2 
This test enables it to be determined whether a lamp meets the requirements by 
checking that the filament is correctly positioned in relation to the 
reference axis and to the reference plane and an axis perpendicular, to ± 15', 
to the plane passing through the centre of the pins and the reference axis. 
Dimensions in millimetres 
Reference 
axis Head on view 
V A Reference axis 
reference 
dimension a 
3,5 b 
5,0 h 
9,0 k 
1.0 
Measuring methods and requirements 
1. The lamps shall be placed in a socket which may turn about its own axis 
and has either a graduated dial or fixed stops corresponding to the 
tolerated limits for angular displacement i.e. ± 15*. The socket is 
then turned in such a way that a view of the end of the filament is 
obtained on the end of the screen on to which the image of the filament 
is projected. 
The end of filament view must be obtained within the tolerated limits of 
angular displacement (± 15*). 
2. Side view. 
With the lamp placed cap downwards with the reference axis vertical and 
the filament viewed end on: the projection of the filament must be 
located entirely within a rectangular height "a" and width "b" the 
centre of which is in the theoretical position of the centre of the 
filament. 
-126-
3. Head on view. 
With the lamp placed cap downwards with the reference axis vertical and 
viewed in a direction perpendicular to the axis of the filament: 
3.1 The projection of the filament shall lie entirely within a rectangle of 
height "a" and width "h" centered on the theoretical position of the 
centre of the filament. 
3.2 The centre of the filament shall not diverge from the reference axis by 
a distance of more than "k". 
~>27 -
CATEGORY P21/5W LAMPS P21/5W/1 
a) Main filament 
*-7.5mn?s, b) Secondary filament 
Reference axis 
Reference pin 
Dimensions in mm 
e 
f 
Lateral deviation 
x. y 
fi Lamp of existing manufacture 
min. 
7S.(,) nom. 
31.8(1) 
(D 
90* max. 
7.0 
(D 
105* Reference 
incandescent lamp 
31.8 ± 0.3 
7.0 I ° 
(2) 0,3 max 
2.8 ± 0.3 
90 ± 5* 
BAY 15d cap In accordance with ICI Publ. 61 (sheet 7004 - 11B - 5) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Normal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light flux Im 
± X 6 
21 5 
6,75 
26 
6 
440 
15 6 
10 
35 
20 12 
21 5 
13.5 
25 
6 
440 
15 6 
10 
35 
20 (3) 24 
21 5 
28.0 
28 
6 
440 
15 10 
10 
40 
20 12 
21/5 
25 et 6 à 13.5 V 
6 et 10 
Reference light flux: 440 Im and 35 Im at roughly 13.5 V 
- i is -
(1) These dimensions must be checked by means of a box system (sheets 
P 25-2/2, P 25-2/3) based on the dimensions and tolerances referred to 
above, x and y refer to the axis of the main filament and not to the 
axis of the lamp (P 25-2/2). An increase in the accuracy of the 
positioning of the filaments and cap/socket assembly is under 
examinât ion. 
(2) Maximum lateral deviation of the centre of the main filament in relation 
to two reciprocally perpendicular planes containing the reference axis, 
one of which includes the pin axis. 
(3) The 24 V lamps is not recommended for any future assemblies. 
(81 
- /1 0\ -
P21/5W/2 
Requirements concerning the inspection screen 
This test enables it to be determiend whether a lamp meets requirements by 
checking that: 
(a) the main filament is correctly located in relation to the 
reference axis, the reference plane and an axis that is 
perpendicular, to ± 15', to the plane pasing through the centre of 
the pins and the reference axis; 
(b) the secondary filament is correctly located in relation to the 
main fI lament. 
Test method and requirements 
1. The lamp Is placed in a socket which can turn about its own axis and has 
either a graduated dial or fixed stop, corresponding to the tolerated 
limits to angular displacement i.e. ± 15*. The pin is then turned in 
such a way that an end-on view of the main filament is obtained on the 
screen on which the image of the filament is projected. The end-on view 
of the main filament must be obtained within the tolerated angular 
displacement limits (±15*). 
2. Side view 
With the lamp placed cap downwards with the reference axis vertical the 
reference pin to the right and the main filament viewed end on: 
2.1 The projection of the main filament shall be entirely located within a 
rectangular height "a" and width "b" the centre of which is placed in 
the theoretical centre of the filament; 
2.2 The projection of the auxiliary filament shall be located entirely: 
2.2.1 within a rectangular width "c" and height Md" the centre of which is 
located at distances "v" to the right and "u" above the theoretical 
centre of the main filament; 
2.2.2 above a straight line tangent to the upper edge of the projection of the 
main filament and ascending from the left to the right at an angle of 
25*; 
2.2.3 to the right of the projection of the main filament. 
3. Frontal view 
The lamp being located cap downwards with the reference axis vertical 
and viewed in a direction perpendicular to the axis of the main 
filament: 
3.1 the projection of the main filament shall be located entirely within a 
rectangular height "a" and width "h" centered on the theoretical centre 
of the filament; 
3.2 the cetre of the main filament shall not diverge from the reference axis 
by a distance of more than "k"; 
3.3 the centre of the secondary filament shall not diverge from the 
reference axis by more than ± 2 mm (± 0.4 mm for the reference lamps). 
- izo 
Side view Dimensions in millimetres 
c P21/5W/3 
Auxiliary 
filament 
OJ c OJ (0 
E OJ O O 
U C m OJ U 00 0) « «u 
r-i Q) Main filament 
Front view Reference 
Dimension a 
3.5 b 
3.0 c d 
4.8 u V 
2.8 
Reference axis 
k k 
t 
JL. C 
0) «0 
_±? 8? 
E 0 
O O 
l< C 
«M Q) 
00 0J 
i-4 0J 
Reference 
Dimension 0 
3.5 h 
9.0 k 
1.0 
- f Si -
APPENDIX 5 
CATEGORY R5W LAMPS R5W/1 
Reference axis 
Reference plane 
Dimensions 
e 
(2) Lateral deviation 
fi Lamp from existing production 
min. 
17.5 
60' nom. 
19.0 
90* max. 
20.5 
1.5 
120» Reference incandes­
cent lamp 
19.0 ± 0.3 
0.3 max. 
90* ± 5* 
BA15s cop in accordance with ICI publication 61 (sheet 7440 - 11A - 6) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal va 1ues 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light flux Im 
± X 6 12 24 
5 
6,75 13.5 
5 28.0 
7 
10 
50 
20 12 
5 
5 to 13.5 V 
10 
Reference light flux: 50 Im at roughly 13.5 V 
-'3? -
(1) The lamps with a 8A I5d cap may be used for special purposes; they have 
the same dimensions. 
(2) Maximum lateral deviation from the centre of the filament in relation to 
two reciprocally perpendicular planes containing the reference axis and 
of which one includes the pin axis. 
(3) See item 3.3. 
-<Z2 -
APPENDIX 6 
CATEGORY R10W LAMPS R10W/1 
Reference plane 
Dimensions 
e 
(2) Lateral deviation 
* Lamp of existing manufacture 
min. 
17.5 
60* nom. 
19.0 
90* max. 
20.5 
1.5 
120* Reference incandes­cent lamp 
19.0 ± 0.3 
0,5 max. 
90* ± 5* 
BA15s cap in accordance with ICI publication 61 (sheet 7004 - 11A - 6) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light flux Im 
± X 6 12 
10 
6.75 13.5 
10 24 
28.0 
12,5 
10 
125 
20 12 
10 
10 a 13.5 V 
10 
Reference light flux: 125 Im at roughly 13.5 V 
3 <• -
(1) The lamps with BA 15d caps may be used for special purposes: they have 
the same dimensions. 
(2) Maximum lateral deviation of the centre of the filament in relation to 
two reciprocally perpendicular planes containing the reference axis, one 
of which includes the pin axis. 
(3) See Item 3.5.3. 
-n<r-
C5W/ 
Reference axis APPENDIX 7 
CATEGORY C5W LAMPS 
Dimensions 
in mm 
b0) 
f(2) (3) Lamp of existing 
manufacture 
min. 
34.0 
»S> nom. 
35.0 max. 
36.0 
(5) 15 Reference incandes­cent lamp 
35 ± 0.5 
9 ± 1.5 
SV 8.5 cap In accordance with ICI publication No 61 (sheet 7004-81-3) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light flux Im 
± X 6 12 24 
5 
6.75 13.5 
5 28.0 
7 
10 
45 
20 12 
5 
5 a 13.5 V 
10 
Reference light flux: 45 Im at roughly 13.5 V 
- / 1C- -
(1) This dimension corresponds to a distance between the two apertures 
having a diameter of 3.5 mm each of them resting against one of the 
pins. 
(2) The filament must be located within a cylinder that is coaxial to the 
axis of the lamp, is 19 mm in length and is placed symmetrically in 
relation to the centre of the lamp. The diamètre of that cylinder is, 
in the case of 6 and 12 V lamps: d+4 mm (for the reference lamps: 
d/2 mm) and, in the case of 24 V lamps d+5 mm "d" being the nominal 
diameter of the filament stated by the manufacturer. 
(3) The deviation of the centre of the filament from the centre of the 
length of the lamp shall not be more than a ± 2.0 mm (for standard 
lamps: ± 0.5 mm) In the direction of the axis of reference. 
(4) 4.5 mm for 6 V lamps. 
(5) 16.5 mm in the case of 24 V lamps. 
- 1Z1 -
APPENDIX 8 
CATEGORY C21W LAMPS C21W/1 
Lamp for reversing light 
Reference axis 
Dimensions 
en mm 
b<° 
f(2) Lamp of existing manufacture 
min. 
40.0 
7.5 nom. 
41.0 max. 
42.0 
10,5 Reference incandes­
cent lamp 
41 ± 0.5 
8 ± 1 
SV 8.5 cop In accordance with ICI publication 61 (sheet 7004 - 81 - 3) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
value Volts 
Watts 
Test voltage Volts 
Normal 
values Watts 
± X 
Light flux Im 
± X 12 
21 
13.5 
25 
6 
460 
15 12 
21 
25 à 13,5 V 
6 
Reference light flux: 460 Im at roughly 13.5 V 
(1) This dimension corresponds to the distance between apertures having a 
diameter of 3.5 mm. 
(2) The position of the filament shall be checked by means of a box system, 
sheet C21W/2. 
-13g-
CATEGORY C21W C21W/2 
Requirements applying to the checking screen 
This test enables it to be determined whether a lamp meets the requirements by 
checking that the filament is correctly positioned In relation to the 
reference axis and the centre of the length of the lamp. 
a. 
r°' k k 1 Central axis sought 
Dimensions in mm 
Reference axis 
12 V a 
4.0 + d h 
14,5 k 
2.0 
d - nominal diameter of filament stated by manufacturer. 
For reference lamps: -2.0+d k-0.5 
Test method and requirements: 
1 The lamp shall be placed in a socket which can turn through 360' about the 
reference axis in such a way that the head-on view is obtained on the 
screen onto which the filament image is projected. The reference plane on 
the screen shall conincide with that of the centre of the lamp. The 
central axis sought on the screen shall coincide with the centre of the 
length of the lamp. 
2 Head-on view 
2.1 The projection of the filament shall be located entirely within the 
rectangle when the lamp Is rotated through 360*. 
2.2 The centre of the filament shall not diverge from the central axis sought 
by a distance of more than "k". 
-?3>*î -
APPENDIX 9 
CATEGORY T4W LAMPS T4W/1 
7>!>nr>o,, , 57m 
Dimensions 
en mm 
e 
(1) Lateral deviation 
fi Lamp of existing manufacture 
min. 
13.5 nom. 
15.0 
90' max. 
16.5 
1.5 Reference incandes­cent lamp 
15.0 ± 0.3 
0,5 max. 
90* ± 5* 
(3) BA 9s caps in accordance with ICI publication 61 (sheet 7004 - 14 -6} 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light flux Im 
± X 6 12 24 
4 
6.75 13.5 
4 28.0 
5 
10 
35 
20 12 
4 
4 to 13.5 V 
10 
Reference light flux: 35 Im at roughly 13.5 V 
- / u o -
(1) Maximum lateral deviation from the centre of the filament in relation to 
two reciprocally perpendicular planes containing the axis of reference 
and of which one includes the pin axis. 
(2) See item 3.3. 
(3) The cap shall have neither protuberances nor welds exceeding the maximum 
permissible diameter of the cap throughout its length. 
APPENDIX 10 
CATEGORY W5W LAMPS W5W/1 
iUVcnair. 
Reference axis 
Reference plane 
Dimensions 
en mm 
e 
(2) Lateral deviation 
fi Lamp of existing 
manufacture 
min. 
11.2 
-15' nom. 
12.7 
0' max. 
14.2 
1.5 
+15» Reference incandes­cent lamp 
12.7 * 0.3 
0.5 max 
0* ± 5* 
W 2.1 x 9.5d cap in accordance with ICI publication 61 (sheet 7004^91-2) 
ELECTRICAL AND PHOTOMETRIC CHARACTISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light 
flux Im 
± X 6 12 24 
5 
6.75 13.5 
5 28,0 
4 
15 
22 
30 12 
5 
3 to 13.5 V 
15 
Reference light flux: 22 Im at roughly 13.5 V 
(1) This type is protected by patents and the ISO/ICI conditions shall 
invariably apply. 
(2) Maximum lateral deviation from the centre of the filament in relation to 
two reciprocally perpendicular planes containing the reference axis and 
one of the planes of which includes axis XX. 
(3) See paragraph 3.5.3. 
- IC 2 
APPENDIX 11 
CATEGORY R2 LAMPS 
Table of electrical and 
photometric characteristics R2/4 
Nominal 
values 
Test voltage 
Normal 
va Iues 
(2) Volts 
Watts 
Volts 
Watts 
Tolerance X 
Light flux Im 
Light flux for the measurements to be carried out in 
accordance with para. 8.3 of this Regulation Im Lamp of existing 
manufacture 
6 
45 40 
6.3 
45 40 12 
45 40 
13.2 
45 40 24 
55 50 
28.0 
55 50 
+ 10 
600 min. 
, -400 min. 
550 max. 
450 600 
min. 
-400 min. 
550 max. 
450 600 
min. 
-400 
min. 
550 max. 
450 
Reference light flux at approximately 12 V Im Reference incandes­
cent lamp 
12 
45 40 
45 to 12.0 V 
+ 0 - 10 
700 40 to 12.0 V 
± 5 
450 
P45t - 41 cap in accordance with ICI publication 61 (sheet 7004 -95-2) 
(1) The values set out on the left (on the right) relate to the main-beam 
(dipped-beam) filaments. 
(2) By way of a departure from item 3.3 of Annexe 11l-C the normal values 
are to be measured at the nominal voltage. 
(3) The window mentioned on this sheet is no longer required. The X value 
shall be 1.3 min/1.7 max. 
-1U-Z-
H1/1 
Two-nip design 
Reference axis APPENDIX 12 
CATEGORY H1 LAMPS 
Dimensions in mi I I(metres 
ooip axVi 
Alternative 
single-nip 
design (2) 
Reference axis 
P Q 
/?</«/»ente plan* 
Y-1-- L L ^G 
Permissible filament axis 
eccentricity in 
relation to the reference 
axis 
Reference axis r\ 
< _JC .' — 
c2i^>—=~_ T- Reference axjf 
2nd boss Reference axis 
L_4C^. Id! in 
Section A-! Maximum overall size 
of lamp in region 
P-<2 
View H Limit of i 
masking angle 
View C 
The lamp shall be colourless 
- / w-4 -
H1/2 
Dimensions 
in mm 
b 
(5) (9) 
• 
f(5) (9) 
(6) 
9 
hi 
h2 
e > 0,7 4 
25.0 
6 V 
12 V 
24 V 4.5 
5.5 
0.5 d 
0 
45» Tolerances 
Lamp of existing 
manufacture 
(8) 
* 1.0 
± 0.5 d 
(«) 
(8) 
± 12* Reference incand­
escent lamp 
± 0.15 
± 0.5 
± 0.25 d 
± 0.20 
* 0.25 
± 3* 
P14 5e In accordance with ICI publication 61 (Sheet 7004 - 46 - 1) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Light flux Im 
± X 6 12 
55 
6.3 
max. 63 
1 350 13.2 
max. 
68 
1 550 24 
70 
28.0 
max. 84 
1 900 
15 12 
55 
max. 68 o 13.2 V 
Reference light flux for headlamp tests: 1150 Im at roughly 12 V 
-/6s'-
H1/3 
(1) These dimensions define the reference axis. 
(2) When the lamps are supplied with two power supply electrodes within the 
lamp the longer electrode shall located above the filament (the lamp 
being viewed as shown in the drawing). The inner structure of the lamp 
shall then be such that any interference images and light reflections 
shall be as reduced as much as possible, for example by attaching 
cooling sleeves to the non-spiral parts of the filament. 
(3) The cyclindrical part of the bulb along length "f" shall be such that 
the image projected from the filament shall not be deformed such as 
significantly to affect the optical results. 
(4) Eccentricity shall only be measured in the horizontal and vertical 
directions of the lamp as shown in the diagram. The points to be 
measured shall be the points where the projection of the terminal parts 
of the outer parts of the spirals that is closest or furthest from the 
reference plane intersects the filament axis. 
(5) The aiming direction shall be the line perpendicular to the reference 
axis located within the plane defined by the reference axis and the 
centre of the second cap boss. 
(6) Offset of filament in relation to the lamp axis at 27.5 mm from the 
reference plane in direction K. 
(7) d : diameter of filament. 
(8) Are checked by means of a Box system, sheet H1/4. 
(9) The extremities of the filament are defined as the points where the 
projection of the outer part of the terminal spirals that is closest or 
furthest from the reference Intersects the reference axis, the aiming 
direction being that defined in note 5. 
-IU(,-
Requirements concerning the inspection screen H1/4 
This test enables it to be determined whether a lamp meets the requirements by 
checking that the filament is correctly positioned in relation to the 
reference axis and to the reference plane. 
Dimensions in 
mi 11imetres 
6 V 
12 V 
24 V «1 
1.4d 02 
1.9d *>1 b2 
t 
0.25 <M 
6 
7 C2 
3.5 
4.5 
d - diameter of filament 
The beginning of the filament defined in note 9 to sheet H1/3 shall lie 
between lines Z-j and Z2. 
The position of the filament shall only be checked in directions FH and FV as 
represented by the diagram in sheet H1/1. 
The filament shall lie entirely within the limits stated. 
-!Cf9- -
H2/1 
View according to A 
Supporting plane APPENDIX 13 
CATEGORY H2 LAMPS 
Dimensions in mi 11imetres 
Supporting plane View in accordance 
with £ 
View in accordance with P Filament axis Lamp axis 
Filament axis LJL^Ï-^I Lamp axis 
JL S 
Supporting plane 
Reference 
line y 
View.in accordance 
with Q Filament axis 
Supporting plane 
The lamp shall be colourless, 
- IU9 -
H2/2 
Dimensions 
In mm 
(6) 
e 
f<6) 
(D (2) 9 „,<» 
„2W 
w(.) (2) 
•*<'> <4) 12,25 
6 V 
12 V 
24 V 4.5 
5.5 
0.5 d 
7.1 
0,5 d - 0.35 Tolerances 
Lamp from existing 
manufacture 
6 V 12 V 24 V 
(5) 
± 1.0 
± 0.5 d 
(5) (5) 
(5) 
(5) (5) 
(5) Reference 
incandescent lamp 
± 0.15 
± 0.50 
± 0.25 d 
± 0,20 
± 0.25 
± 0.20 
± 0.25 
X511 cop in accordance with ICI publication 61 (sheet 7004-99-1) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
va Iues Volts 
Watts 
Volts 
Watts 
Light flux Im 
± X 6 12 
55 
6.3 
max. 63 
1 300 13.2 
max. 68 
1 800 24 
70 
28.0 
max. 84 
2 150 
15 12 
55 
max. 68 à 13.2 V 
Reference light flux for 
headlamp tests: 1 300 Im at roughly 12 V 
- / UA -
H2/3 
(1) d : diameter of filament. 
(2) These offsets shall be measured within a transverse section that is 
perpendicular to the axis of the bulb and passes through the extremity 
of the filament**) closest to the cap. 
(3) The three Xs on the supporting plane show the positions of the tips of 
the three bosses bounding the supporting plane on the socket. Centred 
as it is on those three points within a circle having a diameter of 3 mm 
it must display no visible deformation nor any cut which affects the 
locat ion of the lamp. 
(4) These offsets shall be measured in a transverse section that is 
perpendicular to the axis of the bulb and passes through the extremity 
of the filament**) that is furthest from the cap. 
(5) These are checked by means of a box system, sheet H2/4. 
(6) The extremities of the filament are defined as the points where the 
projection of the outer part of the terminal spirals that is closest or 
furthest from the cap intersects the line parallel to lines ZZ at a 
distance of 7.1 mm from this; the aiming direction is as defined by D 
(sheet H2/1). 
(*) The points to be measured are those where the outer part of the terminal 
spiral closest or furthest from the cap intersects the filament axis. 
-HSO-
Requirements attached to the inspection screen H2/4 
This test enables it to be determined whether a lamp meets requirements by 
checking that the filament is correctly positioned in relation to the x-x, y-y 
and z-z axes (**). a_ ... . _£*«_ 
View in 
accordance with D<*) View in 
accordance with C (*) 
supporting plane 
Reference 
line \—y 
The extremity of the filament***) closest to the cap shall lie between b1 and 
b2. The filament shall lie entirely within the limits stated. 
ol 
a2 
b1. b2 
d1 
d2 
h 6 V 12 V 
d + 0.50 24 V 
d+ 1.0 
d -f 1.0 
0.25 
7.1 
0.5d - 0.35 
6 7 
d - diameter of filament Dimensions in mi 11(metres 
(*) See sheet H2/1. 
(**) The extremity of the filament is defined in sheet H2/3 
APPENDIX 14 
CATEGORY H3 LAMPS 
Dimensions in mi I Iimetrès H3/1 
a 
3 u 
2/ »ju fmirh. 
mox 
Reference plane Reference axis 
± . , IQmn», 
Si \\S 
Reference notch 
The lamp shall be colourless 
Lj>,3'r>0A. APPENDIX 15 
CATEGORY W3W LAMPS 
Reference axis /3 
'r* W3W/1 
Reference plane 
Dimensions 
in mm 
e 
(2) Lateral divergence 
fi Lamp of existing 
manufacture 
min. 
11.2 
-15* nom. 
12.7 
0* max. 
14.2 
1.5 
+15* Reference incandes­cent lamp 
12.7 ± 0.3 
0,5 max 
0* ± 5« 
W 2.1 x 9.5d cap In accordance with ICI publication 61 (sheet 7004-91-2; 
ELECTRICAL AND PH0T0WCTRIC CHARACTERISTICS 
Nominal 
values Volts 
Watts 
Test voltage Volts 
Normal 
values Watts 
* * 
Light flux Im 
± X 6 12 24 
5 
6.75 13.5 
5 28.0 
7 
10 
50 
20 12 
5 
5 a 13.5 V 
10 
Reference light flux: 50 Im at roughly 13.5 V 
(1) This type is protected by patents and the ISO/ICI conditions shall apply 
without exception. 
(2) Maximum lateral divergence of the centre of the filament in relation to 
two reciprocally perpendicular planes containing the axis of the cap and 
one of which includes axis XX. 
(3) See item 3.3. 
- i<2 -
APPENDIX 16 
FILAMENT LAMPS FOR CATEGORY S1 AND S2 MOTORCYCLES 
dimensions in mm 
36 roioc. 
Reference 
plane 
3 mm-wide tab 
Main-beam filament Dipped-beam filament 
Reference 
axis 
Position of filaments 
Filament 
axis 
Filament 
axis 
Position of dome 
plane Main-beam 
filament Dipped-beam 
filament Screer 
Dome ' Reference^ 
axis 
NB: I v 
Plane W contains the reference axis and the line passing through the centres 
of the tabs. Plan HH (normal position of dome) is perpendicular to plane W 
and contains the reference axis. 
- /< ISC+ -
CATEGORY S1 AND S2 LAMPS - DIMENSIONS 
Dimensions 
in mm 
- e 
f 
I 
(3) 
c 
b(J> 
(3) 
a 
h 
9 
J3) <*> 
fi (5) Lamp of existing manufacture 
min. 
32.35 
1.4 
4 
0.2 
- 0.15 
0.25 
- 0.5 
- 0.5 
- 2*30' nom. 
32.70 
1.8 
5.5 
0.5 
0.2 
0.6 
0 
0 
0* max. 
33,05 
2.2 
7 
0.8 
0.55 
0.95 
0.5 
0.5 
2*30' Reference incandes­cent lamp 
32.7 ± 0.15 
1.8 ± 0.2 
5.5 ± 0,5 
0,5 ± 0,15 
0.2 ± 0.15 
0.6 ± 0.15 
0 ± 0,2 
0 ± 0.2 
0* ± 1» 
BA, 20d cap in accordance with ICI publication 61 (sheet 7004 - 12 - 5) 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
CATEGORr SI FILAMENT LAVFS 
Nominal 
values 
Test voltage 
Normal 
values Volts 
Watts 
Volts 
Watts 
± X 
Lumens 
± X (5) Filament lamps from normal production 
6 
25 25 
6.75 
25 25 
5 
435 315 
20 12 
25 25 
13.5 
25 25 
5 
435 315 
20 Reference incandes­cent lamp 
6 
25 25 
-
25 1 25 at 6.75 V 
5 
Reference flux at roughly 6 V: 398 and 284 Im respectively 
K-T--
CATEGORY S2 FILAMENT LAMPS 
Nominal 
values 
Test voltage 
Normal values Voits 
Watts 
Volts 
Watts 
± X 
Lumens 
± X (5) Filament lamps from normal production 
6 
35 35 
6.3 
35 35 
5 
650 465 
20 12 
35 35 
13.5 
35 35 
5 
650 465 
20 Reference incandes­cent lamp 
12 
35 35 
-
35 I 35 
à 13(5 V 
5 
1 
Reference flux at roughly 12 V: 568 and 426 Im respectively 
NB: 
(1) 
(2) 
(3) 
(4) 
(5) Colourless or selective yellow lamp; the photometric specifications 
relate to colourless lamps. 
The reference plane is perpendicular to the reference axis and is 
tangent to the upper face of the 4.5 mm-wide tab. 
Dimensions a, b, c and B refer to a plane that is parallel to the 
reference plane and intersects the two edges of the dome at a distance 
of e + 1.5 mm. 
Permissible angular offset from the plane containing the edges of the 
dome in relation to its normal position. 
Requirements for the type approval of a type. 
•'"/ -7sé -
APPENDIX 17 
CATEGORY S3 FILAMENT LAMPS 
26 ,0 mox 
I 1 
Dimensions in mm 
(1) 
(1) 
(2) 
(3) d l 
1 o * e 
A? , 
/ 
Reference plane 
Reference axis Cri ~z~or 
Dimensions 
(2) 
e 
f (6 V) 
f (12 V) 
(3) dl. d2 Lamp of existing 
manufacture 
min. 
19.0 
- 0.5 nom. 
19,5 
0 max. 
20.0 
3.0 
4.0 
+ 0.5 Reference incandes­
cent lamp 
19.5 ± 0.25 
2.5 ± 0.5 
± 0.3 
P 26s cop in accordance with ICI publication 61 (sheet 7004 - 36 - 1) 
ELECTRICAL AND PH0T0VETRIC CHARACTERISTICS 
Nominal values 
Test voltage 
Normal values Volts 
Watts 
Volts 
Wotts 
± X 
Lumens 
± X 6 12 
15 
6.75 13,5 
15 
6 
240 
15 6 
15 
-
15 to 6.75 V 
6 
Reference flux at roughly 6.75 V: 240 Im 
Colourless; the photometric specifications relate to colourless lamps. 
Distance linked to the light centre of gravity. 
Lateral divergence of the axis of the filament in relation to the 
reference axis. It is sufficient to check this divergence in two planes 
that are perpendicular to each other. 
APPENDIX 18 
CATEGORY S4 LAMP FOR MOPED HEADLIGHT S4/1 
dimensions in mm 
25 nvjjc 
o 
-a 
Reference axis 
Reference plane ^/ 
Reference pin 2 
Main-beam 
filament 
contact IK Dipped-beam 
filament 
contact 
This drawing has only 
a guidance value as 
regards the shape of 
the screen dome 
filament Dipped-beam \ 
filament 
Position of screen dome 
T c * 1.5 
5P#^ 
Screen dome 
Plane W contains the reference axis 
and passes through the centre of the 
pins. Plane HH contains the reference 
axis and is perpendicular to plane W. 
Objective position of plane SS passing through 
the edges of the screen dome parallel to 
plane HH. 
- I^S -
S4/2 
Dimensions 
in mm 
e 
f 
LC. LR 
(2) 
c 
b(2) 
(2) 
a 
h 
9 
J2) (5) 
fi Lamp of existing 
manufacture 
min. 
33.25 
1.45 
2.5 
0.05 
- 0.15 
0.25 
- 0.5 
- 0.5 
-2'30' nom. 
33.6 
1.8 
3.5 
0.4 
0.2 
0.6 
0 
0 
0 max. 
33.95 
2.15 
4.5 
0,75 
0.55 
0,95 
0.5 
0.5 
2*30' Reference lamp 
33.6 ± 0.15 
1.8 ± 0.2 
3.5 ± 0.5 
0.4 ± 0.15 
0.2 ± 0.15 
0.6 ± 0.15 
0 ± 0.2 
0 ± 0.2 
0 ±1* 
(1) BAX 15d cap 
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS 
Nominal voltage V 
(6) Nominal power W 
Test voltage V 
(6) Normal power W 
Tolerance ± X 
Normal light flux 
(in Im) (4) (6J 6 
15 15 
6.75 
15 15 
6 
180 
min 125 190 
min max 12 
15 15 
13.5 
15 15 
6 
180 
min 125 190 
min max 6 
15 15 
15 1 15 (a 6.75 V) 
6 
Reference light flux: 240 Im (main-beam headlamps) rougly 6 V (4) 160 Im (dipped-beam headlamps) 
- JS''/ -
(1) Cap in line with ICI publication 61. 
(2) Dimensions a, b, c and 6 relate to a plane that is parallel to the 
reference plane and intersects the two edges of the screen dome at a 
distance of e + 1.5 mm. 
(3) The reference plane is perpendicular to the reference axis and tangent 
to the upper face of the pin, the length of which is 2 mm. 
(4) The lamp is colourless and the photometric characteristics of the table 
apply to a colourless lamp. 
(5) Permissible divergence from the plane of the screen dome in relation to 
its normal position. 
(6) The values set out in the left hand column relate to the main-beam 
filament while those in the right hand column relate to the dipped-beam 
filament. 
- ibo -
APPENDIX 19 Sheet 1 
32.0 max. CATEGORY HS-, LAMPS: HALOGEN LAMPS FOR MOTORCYCLES 
Lamp axis 
Dipped 
PX 43t-38 cap [-• 
(Dimensions in mm) Colour less Xr selective yellow lamp 
Reference axis 
The drawings are not mandatory; their sole aim is to state the dimensions 
which are to be checked. 
Reference 
o 
P 
« (1) 
n (D 
• (2) 
CX(3) Dimension 
6 V 12 V 
28,5 
28.95 
max. 60,0 
max. 34,5 
45.0 
max. 40* Tolerance 
6 V 12 V 
+ 0,45 - 0,25 
-
-
-
-
-
SOLELY FOR MOTORCYCLES 
- Ul-
Character ist ics Sheet 2 
Nominal 
values 
Test voltage 
Normal 
values 
Measurement 
of light flux in accordance with para 3.8 of this Regulation Volts 
Watts 
Volts 
Watts 
± X 
Light 
ftux% 
(Im) 
± X 
Im Lamp of existing manufacture 
6W 
35 35 
6,3 
35 
5 
700 35 
5 
440 «(4) 
35 35 
13,2 
35 
5 
825 35 
5 
525 
15 
450 
Reference flux at roughly 12 V Im Reference lamp 
(4) 12 
35 35 
35 
at 13.2 
5 35 
at 13.2 
5 
700 450 
PX43t-38 cap in accordance with ICI publication 61 (sheet 7004-34-1) 
-»6? 
Table of dimensions shown in the diagrams 
on sheets 4 et 5 (mm) Sheet 3 
B*4*r* 
6 V 12 V 
a/26 
a/25 
(•) M/29.5 
(•) M/33 
(*) b2/29.5 
(*) b2/33V 
c/29.5 
c/31 
d 
(7) 
e 
f(5) (6) (8) 
9/25 
9/25 
(•) h/29.5 
*/»,<•> 
, (5) (8) 
1 r 
, (5) (6) 
•c 
p/33(*} 
q/33 m.... :....• 
6 V 12 V 
0.8 
0.8 
0 
b1/29.5 mv 
0 
b2/29.5 mv 
0.5 
c /29.5 mv 
min. 0.1 max. 1,5 
28.5 
1.7 
0 
0 
0 
h /29.5 
3.5 
3.3 4.0 
4.5 
Depends on the shape of the dome 
P + S 2 Tolerances 
Lamps of 
existing manufacture 
6 V | 12 V 
± 0.35 
± 0.55 
± 0.35 
± 0.35 
± 0.35 
± 0.35 
± 0.35 
± 0.30 
-
+ 0,45 - 0,25 
+ 0.50 - 0.30 
± 0.5 
± 0,7 
± 0.5 
± 0.30 
± 0.8 
,± 0.8 
_ 
* 0.6 Reference 
lamp 
12 V 
± 0.2 
± 0.2 
± 0.2 
± 0.15 
± 0.2 
± 0.15 
± 0.2 
± 0.15 
-
+ 0,2 - 0,0 
+ 0.3 
- 0.1 
± 0.3 
± 0.3 
± 0.3 
± 0.2 
± 0.4 
± 0.35 
_ 
± 0.3 
(*) Dimension to be measured at the distance from the reference plane shown 
in mm following the dash. 
-IbZ -
Position of filaments (*) Sheet 4 
0-H 
Main-beam filament axis 
Dipped-beam filament axis 
Dimensions in mi 11imetres. 
(*) The drawing is not mandatory with regard to the shape of the screen dome 
- U>(+~ 
Position of the screen dome <*) Sheet 5 
Lamp axis 
O-H-fP 
b:/ ^0 
Reference axis (9) M/ 
(*) The drawing is not mandatory with regard to the shape of the screen dome 
Additional explanations on sheets 4 and S 
The following dimensions are measured in three directions: 
1 for dimensions a, b-j, c, d, e, f, lp and lc 
2 for dimensions g, h, p, and q 
3 for dimensions b2 
Dimensions p and q are measured in a plane parallel to the reference plane, 33 
mm from this. 
Dimensions b-j and b2 are measured in planes parallel to the reference 
plane, 29.5 and 33 mm from this. 
Dimensions a and g are measured in planes parallel to the reference plane 25 
and 26 mm from this. 
Dimensions c and h are measured in planes parallel to the reference plane 29.5 
and 31 mm from this. 
-/66 -
APPENDIX 20 
CATEOGORY HS2 LAMPS: HS2/1 HALOGEN LAMPS FOR MOPEDS HS2/1 
1 Reference axis ( 
Locating notch 
Direction b 
- 'M 
Dimensions 
e 
, (6 V)(6) 
(6) f (12 V)V ' 
h1. h2 
•X(4) 
<(s) 
•6 ,(7) 
1*> Lamp of existing manufacture 
min. 
1.5 
2.0 
- 15' 
15* 
40* nom. 
(3) 11.0 
2.5 
3.0 
(3) 
90* max. 
3.5 
4.0 
40 
+ 15' Reference lamp 
11.0 ± 0.15 
2.5 ± 0.15 
0 ± 0.15 
90' ± 5» 
15* min. 
40* min. 
P x 13.5s cop in accordance with ICI publication 61 (sheet 7004-35-1) 
ELECTRICAL AND PHOTOtCTRIC CHARACTERISTICS 
Nominal 
values 
Test voltage 
Normal 
values Volts (6) 
Watts 
Volts 
Watts 
± X 
Light 
flux Im 
± X 6 
15 
6.75 
15 
6 
320 
15 12 
15 
13.5 
15 
6 
320 
15 6 
15 
15.0 â 6.75 V 
6 
Reference light flux: 320 Im at roughly 6.75 V 
- /6S -
Notes 
(1) Where a yellow outside lamp is used "m" and "n" state the maximum 
dimensions of that lamp and where there is no outside lamp "m" states 
the maximum length of the lamp. 
(2) It must be possible to introduce the lamp inside a cylinder having a 
diameter "s" that is concentric to the reference axis and limited by one 
of its extremities by a plane parallel to the reference plane at a 
distance of 20 mm from this and at the other extremity by a hemisphere 
having a radius of £. 
2 
(3) The lamp shall be blackened up to at least its cylindrical part. It 
must moreover overlap the inner dome where this is viewed in a direction 
perpendicular to the reference axis. The effect sought by the 
blackening may also be obtained by other means. 
(4) The values stated in the left hand column correspond to the main-beam 
while those in the right hand column to the dipped beam. 
(5) The outer spirals of the filaments are defined as being the first and 
last regularly coiled glowing spirals, i.e. which form the correct 
winding angle. The spirals of double-helix filaments are defined by the 
envelope of the primary helix. 
(6) The points which need to be measured on the dipped-beam filament are the 
intersections, viewed in direction 1, from the lateral edge of the dome 
with the outer part of the extreme spirals defined in note 5. 
(7) "e" means the distance from the reference plane at the beginning of the 
dipped-beam filament as defined above. 
(8) The points which must be measured for the main-beam filament are the 
intersections, viewed in direction 1, of a plane parallel to plane HH 
and located at a distance of 0.8 mm below this, with the outer part of 
the extreme spirals defined in note 5. 
(9) The reference axis is the line perpendicular to the reference plane 
passing through the centre of the circle having a diameter "M" (see 
sheet 1). 
(10) Plane W is the plane perpendicular to the reference plane passing 
through the reference axis and through the point of intersection of the 
circle having a diameter "M" and the median line of the reference tab. 
(11) Plane HH is the plane perpendicular to the reference plane and to plane 
W, and passing through the reference axis. 
- /M -
HS2/2 
(1) The reference axis is perpendicular to the reference plane and passes 
through the intersection of that plane with that of the cap collar. 
(2) To be placed under reservation. 
(3) To be checked by means of a box system, HS2/3. 
(4) All of the components likely to attenuate the light or have any affect 
on the light beam shall be included within the angle fX . 
(5) Angle 6 shows the position of the plane passing through the datum notch. 
(6) In order to avoid rapid lamp wear the supply voltage shall not exceed 
8.5 V for 6 V lamps and 15 V for 12 V lamps. 
(7) There shall not be any optical deformation zones beween the outer edges 
of angles vXl and ^2 and the lamp shall not have a radius of curvature 
of less than 50% of its true diameter. 
-f?0-
HS2/3 
Requirements concerning project on the screen 
This test enables it to be determined whether a lamp fulfils requirements by 
checking that the position of the filament in relation to the axis and plane 
of reference is correct. All of the dimensions are in mm. 
Reference axis <1! 
11.0 from the plane of reference 
View A + B 
Reference 
Dimension a1 
d + 1,0 a2 
d 4- 1.4 bl 
0.25 b2 
0.25 d (6 V) 
4.0 d (12 V) 
4.5 c2 
1.75 
d - true diameter of filament. 
The filament shall be situated entirely within the limits shown. 
The beginning of the filament shall lie between lines Z-| and Z2. 
-m-
CHAPTER 3 
EXTERNAL PROJECTIONS FROM TWO OR THREE-WHEEL MOTOR VEHICLES 
-iu-
ANNEX 1 
REQUIREMENTS APPLYING TO EXTERNAL PROJECTIONS 
FROM UNBODIED TWO-WHEEL MOTOR VEHICLES 
1. DEFINITIONS 
For the purposes of this annex 
1.1 "outer parts of the vehicle" 
means the parts of the vehicle likely to be involved with external 
obstacles in the event of a collision. 
1.2 
1.3 
1.4 
1.5 
2. 
2.1 
2.1.1 
2.1.2 "grazing" 
means any contact which, under certain conditions, could cause 
injury by laceration. 
"collision" 
means any contact which, under certain conditions, could cause 
penetration injuries. 
"type of vehicle in respect of external projections" 
means vehicles not differing essentially from each other with 
regard, in particular, to the shape, dimensions, direction of 
t travel and hardness of the outer parts of the vehicle. 
"radius of curvature" 
means radius "r" of the arc of the circle most closely approaching 
the rounded shape of the part under consideration. 
CRITERIA FOR DISTINGUISHING BETWEEN "GRAZING" and "COLLISION" 
When the testing device (shown in Figure A in Appendix 1) is moved 
along the vehicle as described in item 4.2 below, the parts of the 
vehicle touched by that device must be considered to fall within: 
group 1: if the parts of the vehicle graze the testing device, or 
group 2: if the parts of the vehicle collide with the testing 
device. 
2.1.3 In order unambiguously to differentiate between group 1 parts or 
components and those falling within group 2 the testing device 
must be applied in accordance with the method shown in the 
fol lowing diagram: 
\\\\ \ \ \ \ \ 
: group 1 
0(.> 45" : group 2 
Testing device 
(See figure A in Appendix 1) 
-ir<r 
3. 
3.1 
3.2 
3.3 
3.4 
3.5 
4. 
4.1 
4.1.1 
4.1.2 
4.2 GENERAL REQUIREMENTS 
Notwithstanding the requirements of item 3.2 the outside of ail 
types of vehicle shall incorporate no pointed, sharp or protruding 
parts, pointing outwards, of such a shape, dimension, angle of 
direction or hardness that it increases the risk or seriousness of 
body lesions suffered by any person struck or grazed by the 
vehicle in the event of an accident. 
Vehicles shall be designed in such a way that the parts with which 
other road users are likely to come into contact comply with 
items 5 and 6 below, as appropriate. 
All external projections covered by this annex that are made of or 
covered with soft rubber or plastic having a hardness of less than 
60 Shore A are considered to meet the requirements set out in 
items 5 and 6 below. 
However, the following specifications shall not apply to the space 
between the side car and motorcycle in motorcycle combinations. 
Where mopeds are fitted with pedals compliance with all of the 
requirements or parts of these laid down by this directive in 
respect of the pedals is optional. Where the requirements are 
met manufacturers' shall inform the authorities receiving the 
request for the component type approval of external projections 
from a type of vehicle, and shall at the same time describe the 
measures taken in order to ensure safety. 
TEST METHODS not 
Testing device and test conditions 
The testing device shall be as described in Appendix 1, Fig. A. 
The test vehicle shall be held in a straight line and a vertical 
position. The steering device shall be free to move within its 
normal range. 
An AM 50 percentile anthropomorphic dummy shall be placed on the 
test vehicle in the normal driving position in such a way that it 
does not hamper the free movement of the steering device. 
Test procedure 
The test device shall be moved from the front towards the rear of 
the test vehicle, and (if it is able to strike the testing device) 
the steering control shall be rotated into its fully locked 
position. The test device must remain in contact with the vehicle 
(see Figure B in Appendix 1). The test shall be carried out on 
both sides of the vehicle. 
-/H-
5. CRITERIA 
5.1 The criteria set out in this item shall not apply to the parts 
covered by the requirements of item 6 below. 
5.2 Apart from the exemption set out in item 3.3 above the following 
minimum criteria shall apply: 
5.2.1 Requirements applying to the group 1 parts: 
5.2.1.1 Plates: 
- the corners of a single plate shall have a radius of curvature 
of at least 3 mm 
- the edges of a single plate shall have a radius of curvature of 
at least 0.5 mm. 
5.2.1.2 Stems: 
- stems shall have a diameter of at least 10 mm 
- the edges on the end of a stem shall have a radius of curvature 
of at least 2 mm. 
5.2.2 Requirements applying to group 2 parts: 
5.2.2.1 Plates: 
- the edges and corners shall have a radius of curvature of at 
least 2 mm 
5.2.2.2 Stems: 
- shall not be longer than half of the diameter of the stem if 
that diameter is less than 20 mm. 
- the radius of curvature of the edges at the end of a stem shall 
be at least 2 mm if the diameter of the stem is at least 20 mm. 
6. SPECIFIC REQUIREMENTS 
6.1 The upper edge of the windscreen or fairing shall have a radius of 
curvature of at least 2 mm or else be covered with an 
edge-protection material in accordance with item 3.3. 
6.2 The ends and the outer edges of the clutch and brake levers shall 
be perceptibly spherical and have a radius of curvature of at 
least 7 mm. 
6.3 The leading edge of the front mudguard shall have a radius of 
curvature of at least 2 mm. 
6.4 The rear edge of any filler cap located on the upper surface of 
the fuel tank and thus likely to be struck by the rider in a 
collision shall not extend more than 15 mm above the underlying 
surface; any connection with the underlying surface shall be 
smooth or perceptibly spherical. If the 15 mm requirement cannot 
be met other measures - such as a protective device located behind 
the filler neck - must be provided (see, for example, the 
fol lowing sketch). 
-i?<r-
E1 
W M J> J> ^tll ftp / / / / A 
6.5 The ignition keys shall have a protective cap. That requirement 
does not apply to folding keys or keys that are flush with the 
surface. 
Appendix 1 
Figure A 
(ID 
-m-
ANNEX I I 
REQUIREMENTS APPLYING TO EXTERNAL PROJECTIONS FROM 
BODIED THREE-WHEEL MOTOR VEHICLES 
GENERAL 
The requirements set out in Directive 74/483/EEC1 relating to the 
external projections of (category M1) motor vehicles shall apply 
to bodied three-wheel motor vehicles intended for the carriage of 
passengers. 
The following requirements shall apply to bodied three-wheel motor 
vehicles intended for the carriage of goods. 
1. SCOPE 
1.1 This annex shall apply to external projections ahead of the rear 
bulkhead of the cab on vehicles intended for the carriage of 
goods, those external projections being restricted to the outer 
surface as defined below. It does not apply to outside rear view 
mirrors, including their stem, nor to accessories such as radio 
aerials and luggage carriers. 
1.2 The aim is to reduce the risk or seriousness of injuries sustained 
by any person coming into contact with the outer surface of the 
vehicle in the event of a collision. 
2. DEFINITIONS 
For the purpose of this annex: 
2.1 "outer surface" means the part of the vehicle located ahead of the 
rear bulkhead of the cab as defined in 2.5 below, with the 
exception of the rear bulkhead itself, but including components 
such as any front wing(s) and front bumper, and the front 
wheel(s) (if fitted); 
2.2 "type of vehicle in respect of external projections" means 
vehicles not differing essentially from each other with regard, in 
particular, to the shape, dimensions, direction of travel and 
hardness of the outer parts of the vehicle; 
2.3 "cab" means that part of the bodywork constituting the compartment 
reserved for the driver and passenger, including its doors; 
2.4 "rear cab bulkhead" means the part situated furthermost to the 
rear of the outer surface of the compartment reserved for the 
driver and passenger; 
2.5 "reference plane" a horizontal plane passing through the centre of 
the front wheel(s), or a horizontal plane located 50 cm above the 
ground, the lower of the two being selected. This plane is 
defined for a laden vehicle. 
1 OJ L 266, 2.10.1974, p. 4. 
-m-
2.6 "floor I ine" means a line determined as follows: a vertical-axis 
cone of an indeterminate height having a half-angle of 15* is 
moved all around the outside structure of the vehicle in such a 
way that it remains tangent, as long as possible, to the outer 
surface of the bodywork. The floor line is the geometrical trace 
of the tangency points. 
When the floor line is determined account shall not be taken of 
the exhaust pipes, wheels or localized operational mechanical 
components attached to the floor pan such as Jacking points, 
suspension mountings, attachment points for towing or transport 
purposes. It is assumed that any gaps directly above the wheel 
arches are filled by an imaginary surface directly prolonging the 
adjacent outside surface. In order to determine the floor line, 
depending upon the type of vehicle under consideration, account 
shall be taken of the extremity of the profile of the body panel, 
of any wing or wings (if fitted), and of any outside angle of the 
bumper section (if fitted). If there are simultaneously two or 
several tangency points it is the lowest tangency point which 
determines the floor line. 
2.7 "radius of curvature" means the radius of the arc of a circle 
closest to the rounded shape of the part under consideration. 
2.8 "laden vehicle" means the vehicle bearing its maximum 
technically-permissible load, that load being, distributed among 
the axles in accordance with the manufacturer's instructions. 
3. GENERAL REQUIREMENTS 
3.1 The provisions of this annex shall not apply to the parts of the 
"outer surface" of the vehicle which, when the vehicle is unladen 
and the doors, windows and hatches providing access to the cab 
etc. are in their closed position, are located: 
3.1.1 outside an area the upper limit of which is a horizontal plane 
located 2 m above the ground and, according to the manufacturer's 
choice, the lower limit of which is either the reference plane 
defined in item 2.6 above or the floor line defined in item 2.7, 
or 
3.1.2 are located in such a way that they cannot be touched, under 
static conditions, by a sphere 100mm in diameter. 
3.1.3 Where the reference plane constitutes the lower limit to the area 
account shall be taken of those parts of the vehicle lying between 
two vertical surfaces:, one tangent to the outer surface of the 
vehicle and the other parallel, at a distance of 80 mm, towards 
the inside of the vehicle from the point where the reference plane 
is tangent to the vehicle bodywork. 
3.2 The "outer surface" of the vehicle shall not include any part, 
pointing towards the outside, which could catch against 
pedestrians, cyclists, or motor cyclists. 
3.3 None of the components defined in item 4 below may incorporate any 
pointed or sharp component facing towards the outside, or any 
projection, shape, dimensions, direction or hardness of which 
would be likely to increase the risk or seriousness of corporal 
lesions to a person hit or grazed by the outer surface in the 
event of a col I is ion. 
3.4 Projections from the outer surface having a hardness of not more 
than 60 Shore (A) may have a radius of curvature less than the 
values laid down in item 4 below. 
3.5 By way of a departure in item 4, the radius of curvature of the 
outer projections shall not be less than 2.5 mm. If that 
requirement is not met the outside projections shall be covered by 
a form of protection having the characteristics required by item 4 
or item 3.4. 
4. SPECIFIC REQUIREMENTS 
4.1 Ornamental motifs, trade symbols, commercial-logo letters and 
digits. 
4.1.1 Ornamental motifs, trade symbols, trade-logo letters and digits 
shall not include any radius of curvature of less than 2.5 mm. 
This requirement shall not apply to components projecting by less 
than 5 mm from the adjacent surface provided that they do not have 
any cutting edges pointing to the outside. 
4.1.2 Ornamental motifs, trade symbols, trade-logo letters and digits 
projecting by more than 10 mm from the surrounding surface shall 
retract, detach or fold back under a force of 10 daN exerted on 
their most projecting point in any direction within a plane 
roughly parallel to the surface to which they relate. 
The force of 10 daN shall be exerted by means of a flat-tipped 
punch having a maximum diameter of 50 mm. Failing this an 
equivalent method shall be used. Once any ornamental motifs have 
been retracted, detached or folded back the remaining parts shall 
not project by more than 10 mm or incorporate any pointed, sharp 
or cutt ing edges. 
4.2 Headlamp peaks and surrounds 
4.2.1 Projecting peaks and surrounds shall be permitted on headlamps 
provided that they do not project by more than 30 mm from the 
outer transparent surface of the headlamp and that their radius of 
curvature is at no point less than 2.5 mm. 
4.2.2 Pop-up headlamps shall meet the requirements set out in item 4.2.1 
above in both their operating and concealed position. 
4.2.3 The provisions of item 4.2.1 above shall not apply to headlamps 
that are embedded or recessed in the bodywork if this complies 
with item 3.2 above. 
-180-
4.3 GriI Is 
Grill components shall have radii of curvature, 
- of at least 2.5 mm if the distance between consecutive 
components exceeds 40 mm 
- at least 1 mm if that distance lies between 25 mm and 40 mm 
- at least 0.5 mm if that distance is less than 25 mm. 
4.4 Headlamp wash/wipe system 
4.4.1 The abovementioned devices shall be mounted in such a way that the 
wiper-blade spindle is covered with a protector having a radius of 
curvature of at least 2.5 mm and a minimum area of 150 mm2 
measured in the form of a projection over a section that is at the 
most 6.5 mm from the most projecting point. 
4.4.2 The windscreen and headlamp-washer nozzles shall have a radius of 
curvature of at least 2.5 mm. If they project by less than 5 mm 
their sharp edges pointing to the outside shall be smooth 
polished. 
4.5 Wing (if fitted) 
If the wing is the part of the vehicle located furthest ahead of 
the cab its constituent parts shall be designed in such a way that 
ail of the rigid parts facing the outside have a radius of 
curvature of at least 5 mm. 
4.6 Protective devices (bumpers) (if fitted) 
4.6.1 The extremities of the front protective devices shall be turned 
down towards the outer surface of the bodywork. 
4.6.2 The components of the front protective devices shall be designed 
in such a way that all of the rigid surfaces pointing to the 
outside cover a radius of curvature of at least 5 mm. 
4.6.3 Accessories such as tow hooks and winches shall not project beyond 
the foremost surface of the bumpers. However, winches may projec* 
beyond the foremost surface of the bumpers provided that they are 
covered, when not in use, by an appropriate protective device 
having a radius of curvature of at least 2.5 mm. 
4.6.4 The requirements set out in item 4.5.2 shall not apply to 
components relating to the bumpers or forming part thereof, nor to 
components integral with the bumpers and not projecting by more 
than 5 mm. The edges of devices protruding by less than 5 mm 
shall be smooth polished. The specific requirements relating to 
devices attached to the bumpers and referred to in other items in 
this Annex shall remain applicable. 
4.7 Handles, hi noes and push buttons for doors, bootlids and bonnets, 
access shutters and flaps and grab handles 
4.7.1 Push buttons shall not protrude by more than 30 mm, nor grab 
handles and bonnet-locking grips by more than 70 mm, or any other 
cases by more than 50 mm. Their radius of curvature shall be at 
least 2.5 mm. 
-181-
4.7.2 if the handles for the side doors are of the rotary type, they 
shall meet one of the two following conditions: 
4.7.2.1 where the handles pivot in parallel to the door plane the open 
extremity of the handle shall point towards the rear. That 
extremity shall be folded towards the door plane and be located 
within a protective housing or be recessed; 
4.7.2.2 handles pivoting towards the outside in a direction that is not 
parallel to the door plane shall, in the closed position, be 
located within a protective housing or in a recess. The open 
extremity shall point either rearward or downward. However, 
handles which do not meet this latter requirement may be accepted 
if: 
- they have an independent return mechanism, 
- where the return mechanisms do not operate they do not protrude 
more than 15 mm, 
- in that open position they have a radius of curvature of at 
least 2.5 mm (that condition does not apply if, in the 
fully-open position, the projection is less than 5 mm, in which 
case the angles of the parts pointing outwards must be smooth 
polished), 
- the area of their free extremity is not less than 150 mm2 
when measured less than 6.5 mm from the point protruding 
furthest forward. 
4.8 Side air and rain deflectors and window dirt deflectors 
Edges which may point outwards shall have a radius of curvature of 
at least 1 mm. 
4.9 Sheet metal edges 
Sheet metal edges shall be permitted provided that they are 
covered with a protector having a radius of curvature of at least 
2.5 mm or with a material meeting the requirements stated In 
item 3.4. 
4.10 Wheel nuts, hubcaps and protective devices 
4.10.1 Wheel nuts, hubcaps and protective devices shall not incorporate 
any projections in the form of fins. 
4.10.2 When the vehicle is travelling in a straight line no part of the 
wheels other than the tyres located above the horizontal plane 
passing through their axis of rotation shall extend beyond the 
vertical projection, in a horizontal plane, of the edge of the 
body panel above the wheel. However, where so Justified by 
operating requirements the protectors covering the wheel nuts and 
hubs may extend beyond the vertical projection of that edge, 
provided that the radius of curvature of the surface of the 
projecting part is at least 5 mm and that, in relation to the 
vertical projection of the body-panel edge, the projection in no 
case exceeds 30 mm. 
- m-
4.10.3 Where the nuts and bolts extend outside the plane projection from 
the outer surface of the tyres (part of the tyres located above 
the horizontal plane passing through the axis of rotation of the 
wheel), a protector or protectors complying with item 4.10.2 above 
shalI be fitted. 
4.11 Jacking points and exhaust pipes(s) 
4.11.1 Jacking points and exhaust pipes(s), if any, shall not extend more 
than 10 mm beyond either the vertical projection of the floor line 
or the vertical projection of the intersection of the reference 
plane with the outer surface of the vehicle. 
4.11.2 By way of departure from this requirement an exhaust pipe may form 
a projection of more than 10 mm provided that its extreme sharp 
ends are rounded off to a minimum radius of curvature of 2.5 mm. 
4.12 The projections and distances shall be measured in accordance with 
the requirements referred to below. 
-183-
APPENDIX 
MEASUREMENT OF PROJECTIONS AND GAPS 
1. METHOD OF DETERMINING THE EXTENT OF PROJECTION OF A COMPONENT 
MOUNTED ON THE OUTER SURFACE 
1.1 The extent of projection of a component mounted on a convex panel 
may be determined either directly or by reference to a sketch of 
an appropriate section of that component in its fitted position. 
1.2 If the extent of the projection of a component mounted on a panel 
other than convex cannot be determined by means of a simple 
measurement it must be determined via the maximum variation in the 
distance between the centre of a 100 mm diameter sphere and the 
nominal line of the panel when the sphere is moved while remaining 
constantly in contact with that component. 
1.3 The extent of projection of, in particular, grab handles shall be 
measured in relation to a plane passing through the attachment 
points for those handles. 
Figure 2 shows an example. 
2. METHOD OF DETERMINING THE EXTENT OF PROJECTION OF HEADLAMP PEAKS 
AND SURROUNDS 
2.1 The projection beyond the outer surface of the headlamp shall be 
measured horizontally from the point of tangency of a 
100 mm-diameter sphere as shown in Figure 3. 
3. METHOD OF DETERMINING THE SIZE OF A GAP BETWEEN GRILL COMPONENTS 
3.1 The size of any gap between grill components shall be determinined 
via the distance between two planes passing through the points of 
tangency of the sphere and at right angles to the line joining 
those same points of tangency. Figures 4 and 5 give examples of 
the use of that method. 
-/»/-
ANNEX I I I 
Appendix 1 
INFORMATION DOCUMENT 
IN RESPECT OF EXTERNAL PROJECTIONS FROM A 
TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
(To be attached to the application for component type approval where this is 
submitted independently of the application for vehicle type approval) 
Serial No (assigned by the applicant) 
The application for component type approval in respect of external projections 
from of a type of two or three-wheel motor vehicle shall contain the 
information set out in Annex II to Council Directive 92/61/EEC, in Section A, 
points: 
0.1 
0.2 
0.4 to 0.6 
1.1 
1.2. 
in the instance provided for by item 3.5 in Annex I to this Chapter, please 
describe, where appropriate, the measures taken in order to ensure safety. 
-/St-
ANNEX I I I 
Appendix 2 
Name of Administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF EXTERNAL PROJECTIONS FROM A 
TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
MODEL 
Report No: by test i ng body Date 
Component type approval No Extension No 
1. Make on trade name of vehicle 
2. Type of veh i cIe 
3. Manufacturer 's name and address 
4. Name and address of manufacturer's representative (if any) 
5. Vehicle submitted for testing on 
6. Component type approvaI granted/refused* 
7. Place 
8. Date 
9. Signature 
* Delete as appropriate. 
-IB' 
CHAPTER 4 
REAR VIEW MIRRORS 
FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
ANNEX 1 
DEFINITIONS 
1. "Rear view mirror" means a device other than a complex optical 
system, such as a periscope, the aim of which is to guarantee a 
clear view towards the rear of the vehicle. 
2. "Inside rear view mirror" means a device as defined in Item 1 that 
is intended, where appropriate, to be fitted inside the passenger 
compartment of the vehicle. 
3. "Outside rear view mirror" means a device as defined in Item 1 
that Is intended to be mounted on an outside surface of the 
vehicle. 
4. "Type of rear view mirror" means devices which do not differ 
significantly from each other in respect of the following 
essential characteristics : 
4.1. The dimensions and radius of curvature of the reflective surface 
of the rear view mirror; 
4.2. The design, shape or materials used in rear view mirrors, 
including their attachment to the vehicle. 
5. ' "Class of rear view mirrors" means all of the devices having in 
common certain characteristics or functions. These are subdivided 
as fol lows : j; ? 
Class I : Inside mirrors, 
Class L : "Main" outside mirrors. 
6. "r" means the average of the radii of curvature measured on a 
reflecting surface in accordance with the method described in 
item 2 in Appendix 1. 
7. "Main radius of curvature at a point on the reflecting surface" 
means the values obtained using the apparatus defined in 
Appendix 1 measured on the major arc of the reflecting surface 
passing through the centre of that surface and lying within a 
vertical plane (r() passing through the centre of that surface, 
and lying within a horizontal plant, (r'|) and on the major arc 
that is perpendicular to that segment. 
8. "Radius of curvature at a point on the reflecting surface (rp)" 
means the arithmetical mean of the main radii of curvature rj 
and r'|, or in other words : 
r,+ r'| 
rP 
9. 
10. -I8FI-
"Centre of reflecting surface" means the barycentre of the visible 
zone of the reflecting surface. 
"Radius of curvature of the constituent part of the rear view 
mirror" means the radius c of the arc of the circle which most 
closely approximates the rounded form of the part under 
consideration. 
11. "Type of vehicle In respect of rear view mirrors" means motor 
vehicles which do not differ among themselves in respect of the 
following essential aspects : 
11.1. The vehicle characteristics which may reduce the field of view and 
affect the fitting of rear view mirrors; 
11.2. The positions and types of mandatory and optional rear view mirror 
where the latter are fitted. 
12 "Driver's ocular points" means two points 65 mm apart located 
635 mm vertically above the R point relating to the driving 
position defined in the appendix to this annex. The straight line 
Joining these is at right angles to the vertical median 
longitudinal plane of the vehicle. 
The centre of the segment having as its extremities the two ocular 
points is located within a vertical longitudinal plane which must 
pass through the centre of the driver's seating position as 
specified by the manufacturer. 
13 "Ambinocular vision" means the entire field of vision obtained by 
superimposing the monocular fields for the right and left eyes 
(see figure below). 
E 
OD) 
0E) 
ID) 
IE) 
I 
A 
B 
C 
D - insider rear view mirror 
- driver's eyes 
- monocular virtual images 
- ambinocular virtual image 
- angular view from the left eye 
- angle of view from the right eye 
- angle of binocular view 
- angle of ambinocular view 
-No-
APPENDIX 
PROCEDURE FOR THE DETERMINATION OF THE RADIUS OF CURVATURE "r" 
OF THE REFLECTING SURFACE OF THE REAR VIEW MIRROR 
1. MEASUREMENTS 
1.1. Apparatus 
The piece of apparatus known as a "spherometer" described in 
Figure 1 shall be used. 
1.2. Measuring points 
1.2.1. The main radii of curvature are measured at three points as close 
as possible to one-third, one-half and two-thirds of the length of 
the major arc of the reflecting surface passing through the centre 
of that surface, in a vertical plane, or of the major arc passing 
through the centre of that surface, in a horizontal plane, if the 
latter part is the longer. 
1.2.2. However, if the dimensions of the reflecting surface make it 
impossible to obtain the measurements defined in Item 7 in this 
Annex the inspecting bodies responsible for the tests may proceed 
with measurements at this point in two perpendicular directions 
that are as close as possible to those required above. 
2. CALCULATION OF RADIUS OF CURVATURE "r" 
"r", expressed in millimetres, is calculated via the formula : 
rpi + rPx + rPj 
where rpi - radius of curvature of the first measuring point, 
rp - radius of curvature of the second measuring point, 
rp - radius of curvature of the third measuring point. 
-Ml -
Figure 1 
ANNEX II 
STRUCTURAL AND TESTING REQUIREMENTS APPLYING TO THE 
COMPONENT TYPE APPROVAL OF REAR-VIEW MIRRORS 
1. GENERAL REQUIREMENTS 
1.1. All mirrors shall be adjustable. 
1.2. The outer edges of the reflecting surface shall be encased in a 
protective housing (cup, etc) which, throughout its perimeter, 
shall at all points and in all directions have a "c" value of not 
less than 2.5 millimetres. If the reflecting surface protrudes 
beyond the protective housing the radius of curvature "c" on the 
perimeter protruding beyond the protective casing shall be not 
less than 2.5 mm and the reflecting surface shall retract into IM 
protective housing under a force of 50 Newtons applied to the moat 
protruding point in relation to the protective housing in a 
horizontal direction approximately parallel to the median 
longitudinal plane of the vehicle. 
1.3. With the rear view mirror mounted on a flat surface all of its 
parts in all positions of adjustment of the device and all of the 
parts remaining attached to the supporting base after the test 
provided for in Item 4.2 which are likely to be struck, under 
static conditions, by a sphere that is either 165 mm in diameter 
in the case of inside rear view mirrors, or 100 mm in diameter In 
the case of outside rear view mirrors, shall have a radius of 
curvature "c" of at least 2.5 mm. 
1.3.1. The edges of the attachment holes or clearances, the largest 
diagonal diameter of which is less than 12 mm, are not required to 
meet the radius criteria provided for in Item 1.3 provided that 
they have been rounded off. 
1.4. The device used to attach a rear view mirror to a vehicle shall fct 
designed in such a way that a cylinder 50 mm in radius, the axis 
of which is one of the swivel or rotation axes enabling the rear 
view mirror as a whole to swing back in the direction under 
consideration in the event of impact, shall at least partly 
intersect the surface to which the device is attached. 
1.5. The parts of the outside mirrors referred to in Items 1.2 and 1.3 
of which the Shore A-hardness does not exceed 60 shall be exempted 
from the corresponding requirements. 
1.6. Parts of inside mirrors having a Shore A-hardness of less than 50 
and which are attached to rigid supports shall not be subject to 
the provisions of Items 1.2 and 1.3 save in respect of of those 
supports. 
112) 
2. DIMENSIONS 
2.1. Inside mirrors (class I) 
The reflecting surface shall have dimensions such that it is 
possible to prescribe on it a rectangle one side of which Is 4 cm 
in length and the other is "a" : 
a - 15 cm x 3 
! + 1 000 
r 
2.2. "Main" outside mirrors (class L) 
2.2.1. The minimum dimensions of the reflecting surface shall be such 
that : 
2.2.1.1. Its area shall not be less than 69 cm,, 
2.2.1.2. The diameter of circular mirrors shall not be less than 94 mm, 
2.2.1.3. Where rear view mirrors are not circular their dimensions shall 
enable a 78 mm-diametre circle to be prescribed on their 
reflecting surface. 
2.2.2. The maximum dimensions of the reflecting surface shall be such 
that : 
2.2.2.1. The diameter of any circular rear view mirror shall not be greater 
than 150 mm, 
2.2.2.2. The reflecting surface of any non-circular rear view mirror shall 
lie within a rectangle measuring 120 mm x 200 mm. 
3. REFLECTING SURFACE AND COEFFICIENTS OF REFLECTION 
3.1. The reflecting surface of a mirror shall be spherically convex. 
3.2. The "r" value shall not be less than : 
3.2.1. 1,200 mm in the case of inside mirrors (class I); 
3.2.2. Average "r" of the radius of curvature measured at the reflecting 
surface shall not be less than 1,000 mm nor more than 1,500 mm in 
the case of Class L rear view mirrors. 
3.3. The value of the coefficient of regular reflection, determined in 
accordance with the method described in Appendix I to this Annex, 
shall not be less than 40 X. 
- m-
lf the reflecting surface is of the dipping type (with "day" and 
"night" positions) it must, in its "day" position enable the 
colours of road traffic signs to be recognized. The value of the 
coefficient of regular reflection in the "night" position shall 
not be less than 4 %. 
3.4. The reflecting surface shall retain the characteristics required 
by Item 3.3 even after prolonged exposure to bad weather under 
normal conditions of use. 
4. TESTS 
4.1. Rear view mirrors shall be subjected to the tests described In 
Items 4.2 and 4.3. 
4.1.1. The test provided for in Item 4.2 is not required for all outside 
mirrors no part of which is less than 2 m from the ground whatever 
the setting selected, the vehicle being laden up to its 
technically permissible all-up weight. 
The above exception also applies where rear view mirror 
attachments (attachment plates, stems, ball-joints, etc.) are at 
least 2 m above the ground and within the overall width of the 
vehicle. That width shall be measured in the transverse vertical 
plane passing through the lower-most mirror attachments or through 
any other point ahead of that plane when this latter configuration 
gives a greater overall width. 
In this case, a description shall be supplied which states 
precisely that the rear view mirror is to be fitted in such a way 
that its attachment point shall be located on the vehicle as 
described above. 
When this exemptio^n applies the stem shall be marked indelibly 
with the symbol 2 m. which must also be referred to on the 
component type approval certificate. 
4.2. Impact-behaviour test 
4.2.1. Description of test device 
4.2.1.1. The test device shall comprise a pendulum which is able to swing 
about 2 horizontal axes that are at right angles to each other and 
one of which is at right angles to the plane containing the 
release trajectory of the pendulum. 
The end of the pendulum shall comprise a hammer consisting of a 
rigid sphere having a diameter of 165 ± 1 mm covered by 5 mm of 
rubber having a Shore A hardness of 50. 
- m-
Provision is made for a device enabling the maximum angle adopted 
by the stem to be determined in the release plane. 
A support that is rigidly attached to the body of the pendulum 
mounts the samples under the impact conditions set out in 
Item 4.2.2.6. 
Figure 1 below sets out the dimensions for the test rig and its 
specific design features. 
Figure 1 
4.2.1.2. The impact centre of the pendulum is identical with the centre of 
the sphere acting as the hammer, it distance "I" from the swing 
axis in the release plane is 1 metre ± 5 millimetres. The reduced 
mass of the pendulum is m0 - 6.8 ± 0.05 kilogrammes ("RIQ" is 
linked to the total mass "m" of the pendulum and distance Md" 
between the centre of gravity of the pendulum and its axis of 
rotation via relation mQ - m°l). 
1 
4.2.2. Description of test 
4.2.2.1. The rear view mirror is attached to its base by means of the 
procedure recognized by the manufacturer of the device or, where 
appropriate, by the builder of the vehicle. 
4.2.2.2. Directional positioning of the rear view mirror for the test 
4.2.2.2.1. The mirror is aligned on the testing device on the pendulum in 
such a way that the axes which are horizontal and vertical when 
the mirror is fitted to a vehicle In accordance with the 
applicants' instructions are perceptibly in the same position. 
4.2.2.2.2. When a mirror is adjustable against its base the test shall be 
carried out in the least acceptable fold-back position, within the 
setting limits provided for by the applicant. 
4.2.2.2.3. Where the rear view mirror can be moved closer to or away from its 
base the relevant device shall be placed in the position in which 
the distance between the housing and base is shortest. 
4.2.2.2.4. Where the reflecting surface can be moved within the housing its 
setting shall be such that the upper edge furthest from the 
vehicle shall be in the most protruding position in relation to 
the housing. 
4.2.2.3. With the exception of test N* 2 for inside rear view mirrors see 
item 4.2.2.6.1) the pendulum is in the vertical position while the 
horizontal and vertical longitudinal planes passing through the 
centre of the hammer must pass through the centre of the 
reflecting surface as defined in Annex 1, Item 9. The longitudinal 
direction of swing of the pendulum must be parallel to the median 
longitudinal plane of the vehicle. 
4.2.2.4. When, under the setting conditions provided for in Items 4.2.2.1 
and 4.2.2.2, the components of the rear view mirror restrict the 
return movement of the hammer the point of impact must be 
realigned in a direction perpendicular to the axis of rotation or 
swivel under consideration. 
This shift must be that which is strictly necessary to the 
performance of the test. It must be limited in such a way : 
- that the sphere encompassing the hammer remains at least 
tangent to the cylinder defined in Item 1.4., 
- or that hammer contact is at least 10 mm from the perimeter of 
the reflecting surface. 
-/Vf-
4.2.2.5. The test consists of releasing the hammer from a height 
corresponding to a pendulum angle of 60 degrees to the vertical In 
such a way that the hammer strikes the rear view mirror when the . 
pendulum reaches its vertical position. 
4.2.2.6. Mirrors shall be struck in the following different conditions : 
4.2.2.6.1. Inside mirrors (Class I) 
Test N' 1 : The point of impact shall be that defined In 
Item 4.2.2.3, the impact being such that the hammer strikes the 
rear view mirror on the reflecting-surface side. 
Test N* 2 : On the edge of the protective housing in such a way 
that the resultant impact is at 45 degrees to the plane of the 
reflecting surface and is within the horizontal plane passing 
through the centre of that surface. The impact is directed to the 
reflecting-surface side. 
4.2.2.6.2. Outside mirrors (Class L) 
Test N* 1 : The point of impact is that defined in item 4.2.2.3 or 
4.2.2.2, the impact being such that the hammer strikes the rear 
view mirror on its reflecting-surface side. 
Test N* 2 : The point of impact shall be that defined in 
Item 4.2.2.3 or 4.2.2.4, the impact being such that the hammer 
strikes the rear view mirror on the side opposite to its 
reflecting surface. 
4.3. Bending test on the protective housing attached to the stem 
4.3.1. Description of test 
The protective housing is placed horizontally in a device in such 
a way that it is possible solidly to lock the attachment support 
adjusters. In the direction of the largest dimension of the 
housing the end closest to the point of attachment on the adjuster 
for the support shall be immobilized by a 15 mm-wide rigid stop 
covering the entire width of the housing. 
At the other end a stop identical to that described to that above 
is placed on the housing in other there to apply the intended test 
loading (Figure 2). 
The end of the housing opposed to that where the force is 
exercised may be locked rather than held in position as shown in 
Figure 2. 
Example of rear view mirror bending-test rig 
Metal wedges 
Weight W 
Locking mechanism Adjustable stop 
Adjustable support 
Figure 2 
4.3.3. The test loading shall be 25 kilogrammes and it shall be 
maintained for one minute. 
-m-
5. TEST RESULTS 
5.1. In the tests provided for in Item 4.2 the pendulum shall continue 
to swing in such a way that the projection on the release plane 
and the position adopted by the stem form an angle of at least 
20 degrees with the vertical. 
The angle shall be measured to an accuracy of ± 1 degree. 
5.1.1. This requirement shall not apply to rear view mirrors stuck to 
windscreens. In this case the requirements set out in Item 5.2 
shall apply after the test. 
5.2. During the test provided for in Item 4.2 the remaining part of 
rear view mirrors glued to windscreens after breakage of the 
support shall not protrude beyond the base by more than 1 cm and 
its configuration following the test shall meet the conditions set 
out in Item 1.3. 
5.3. During the tests provided for in Items 4.2 and 4.3 the reflecting 
surface shall not shatter. 
However, shattering of the reflecting surface is acceptable if 
either of the following conditions is met : 
5.3.1. the fragments stick to the base of the housing or to a surface 
that is solidly linked with this; however, partial unsticking of 
the glass is permitted provided that this does not exceed 2.4 mm 
either side of the cracks. It is acceptable if small shards detach 
themselves from the surface of the glass at the point of impact; 
5.3.2. the reflecting surface shall be made of safety glass. 
-2CQ-
APPENDIX I 
TEST METHOD INTENDED TO DETERMINE REFLECTIVENESS 
1. DEFINITIONS 
1.1. Standardized ICI Ad) illuminant colorimetric illuminant 
representing a black body at T68 - 2,855.6 Kelvin. 
1.2. Standardized ICI A<1>: gaseous atmosphere tungsten filament lamp 
operating at a proximal colour temperature of 
T68 - 2,855.6 Kelvin. 
1.3. ICI 1931(1> reference colorimetric observer : radiation receiver 
the colorimetric characteristics of which correspond to 
trichromatic spectrum components x"U), y(A), z(^) (see table). 
1.4. ICI trichromatic spectrum components : trichromatic components, 
within the ICI (XYZ) system of the monochromatic parts of a 
spectrum of equal energy. 
1.5. Photopic vision*1) : normal-eye vision when adapted to luminance 
levels of at least several candelas per square meter. 
2. APPARATUS 
2.1. General 
The apparatus shall incorporate a light source a support for the 
test piece a photoelectric cell receiver and an indicator 
(see Figure 1) together with the necessary means of suppressing 
the effects of stray light. 
The receiver may include an Ulbricht sphere in order to make It 
easier to measure the coefficient of reflection of non-plane 
(i.e. convex) rear view mirrors (see Figure 2). 
2.2. Spectral characteristics of the light source and receiver 
The light source shall be a standardized ICI A source associated 
with an optical system enabling a beam of almost parallel light 
rays to be obtained. It is recommended that a voltage stabilizer 
be provided for in order to maintain a fixed lamp voltage 
throughout the functioning of the apparatus. 
The receiver shall include a photoelectric cell the spectral 
response of which is proportional to the photopic luminosity 
function of the ICI (1931) reference colorimetric observer 
(see table). 
Any other iIlumlnant-fIIter-receiver combination providing an 
overall equivalence to the standardized ICI A illuminant and 
photopic vision may also be adopted. 
(1) Definitions extracted from ICI publication 50 (45), international 
electrotechnical vocabulary, group 45, lighting. 
-20 i -
If the receiver incorporates an Ulbricht sphere the inner surface 
of the sphere shall be coated with matt (diffuse) white 
non-selective paint. 
2.3. Geometrical conditions 
The beam of incident rays must preferably form an angle (6) of 
0.44 ± 0.09 radians (25 ± 5*) with the perpendicular to the test 
surface; this angle must, however, not exceed the upper limit of 
the tolerance i.e. 0.53 radians or 30*. The axis of the receiver 
must form an angle (6) equal to that of the beam of the incident 
rays with said perpendicular (see Figure 1). On its arrival at the 
test surface the incident beam must have a diameter of at least 
19 mm. The reflected beam must not be wider than the sensitive 
surface of the photoelectric cell, must not cover less than 50 % 
of that surface and must, if possible, cover the same portion of 
the surface as the beam used to calibrate the instrument. 
If the receiver includes an Ulbricht sphere this shall have a 
minimum diameter of 127 mm. The openings made for the testpiece 
and incident beam in the wall of the sphere must be of sufficient 
size to allow the incident and reflected light beams to pass 
through in their entirety. The photoelectric cell must be 
positioned in such a way as not directly to receive the light from 
the incident or reflected beams. 
t.4. Electrical characteristics of the combined cell and indicator 
The power of the photoelectric cell displayed on the indicator 
must be a linear function of the light intensity of the 
photosensitive surface. Provision must be made for (electrical or 
optical) means (or both) of easing, resetting and adjusting the 
calibration settings. These means must not affect the linearity or 
spectral characteristics of the instrument. The accuracy of the 
combined receiver and indicator shall be ± 2 % of the full scale 
or ± 10 % of the value measured in accordance with the smallest 
value. 
2.6. Testpiece support 
Its mechanisms must enable the sample to be located in such a way 
that the axis of the source arm and that of the receiver arm meet 
at the level of the reflecting surface. That reflecting surface 
may be within the sample rear view mirror or its two sides, 
depending on whether this is a primary or secondary surface mirror 
or a prismatic mirror of the "ilip" type. 
ORIG : FR 
- 202 -
3. METHOD OF PROCEDURE 
3.1. Direct calibration method 
Where the direct calibration method is used the reference shall be 
air. This method can be applied with instruments that have been so 
devised as to permit calibration at full scale by aligning the 
receiver direct with the axis of the lights (see Figure 1). 
In certain cases (in order, for example, to measure 
low-reflectiveness surfaces), this method enables an intermediate 
calibration point to be taken (between 0 and 100 % scale). 
In these instances it is necessary to interpose a neutral-density 
filter having a known transmission factor within the optical 
trajectory and to adjust the calibration system until the 
indicator shows the percentage transmission corresponding to the 
neutral-density filter. That filter must be removed before the 
reflectiveness measurements begin. 
3.2. Indirect calibration measurements 
This calibration method shall apply to instruments having a source 
and receiver with a fixed geometrical shape. It requires a 
suitably calibrated and maintained reflection standard. That 
standard will preferably be a plane rear view mirror the 
coefficient of reflection of which is as close as possible to that 
'of the examples tested. 
3.3. Measurements on a plane rear view mirror 
The coefficient of reflection of plane-mirror test pieces may be 
measured using instruments employing the principle of direct or 
indirect calibration. The value of the coefficient of reflection 
is read direct from the instrument dial. 
3.4. Measurements on a non-plane (convex) rear view mirror 
Measurement of the coefficient of reflection of non-plane (convex) 
rear view mirrors requires the use of instruments incorporating an 
Ulbricht sphere within the receiver (see Figure 2). 
If with a standard mirror having a coefficient of reflection of 
E %, the sphere readout gives ne divisions with an unknown mirror, 
nx divisions will correspond to a coefficient of reflection of 
X %, as given by the following formula : 
X - E nx 
ne 
Flgure 1 : General layout drawing of the reflectivity measuring apparatus 
using the two calibration methods 
Readout with settings 
Resetting Coefficient of 
reflection in 7. 
Calibration setting 
Testpiece 
support 
Light source and 
collimator 
•Photoelectric cell receiver 
in position for measurement 
and indirect calibration 
Figure 2 : General layout drawing of the reflectivity measuring equipment 
using an Ulbricht sphere in the receiver 
Light source aoci 
collimator 
Coefficient of 
reflection in % 
Calibration 
setting 
•Test piece support 
Values for the spectral trichromatic components of the ICI 1931<1> 
colorimetric reference observer 
This table has been extracted from publication ICI 50 (45) - 1970 
(1) Abridged table. The y(/t ) and V( A ) values have been rounded up to four 
figures after the decimal point. 
(2) Amended in 1966 (from 3 to 2). A 
pm 
380 
390 
400 
410 
420 
430 
440 
450 
460 
470 
480 
490 
500 
510 
520 
530 
540 
550 ' 
560 
570 
580 
590 
600 
610 
620 
630 
640 
650 
660 
670 
680 
690 
700 
710 
720 
730 
740 
750 
760 
770 
780 x(A) 
0.001 4 
0.004 2 
0.014 3 
0.043 5 
0.134 4 
0.283 9 
0.348 3 
0.336 2 
0.290 8 
0.195 4 
0.095 6 
0.032 0 
0.004 9 
0.009 3 
0.063 3 
0.165 5 
0.290 4 
0.433 4 
0.594 5 
0.762 1 
0.916 3 
1.026 3 
1.062 2 
1.002 6 
0.854 4 
0.642 4 
0.447 9 
0.283 5 
0.164 9 
0.087 4 
0.046 8 
0.022 7 
0.011 4 
0.005 8 
0.002 9 
0.001 4 
0.000 7 
0.000 3 
0.000 2 
0.000 1 
0.000 0 y(A) 
0.000 0 
0.000 1 
0.000 4 
0.001 2 
0.004 0 
0.011 6 
0.023 0 
0.038 0 
0.060 0 
0.091 0 
0.139 0 
0.208 0 
0.323 0 
0.503 0 
0.710 0 
0.862 0 
0.954 0 
0.995 0 
0.995 0 
0.952 0 
0.870 0 
0.757 0 
0.631 0 
0.503 0 
0.381 0 
0.265 0 
0.175 0 
0.107 0 
0.061 0 
0.032 0 
0.017 0 
0.008 2 
0.004 1 
0.002 1 
0.001 0 
0.000 5 
0.000 2^2) 
0.000 1 
0.000 1 
0.000 0 
0.000 0 x(A) 
0.006 5 
0.020 1 
0.067 9 
0.207 4 
0.645 6 
1.385 6 
1.747 1 
1.772 1 
1.669 2 
1.287 6 
0.813 0 
0.465 2 
0.272 0 
0.158 2 
0.078 2 
0.042 2 
0.020 3 
0.008 7 
0.003 9 
0.002 1 
0.001 7 
0.001 1 
0.000 8 
0.000 3 
0.000 2 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
0.000 0 
APPENDIX 2 
COMPONENT TYPE APPROVAL AND MARKING OF REAR VIEW MIRRORS 
1. MARK ING 
Examples of a type of rear view mirror submitted for component 
type approval shall, in a clearly legible and indelible manner, 
receive the manufacturer's trade or brand mark and a space of 
sufficient size for the component type approval mark; that space 
shall be identified on the drawings accompanying the request for 
component type approval. 
2. COMPONENT TYPE APPROVAL 
2.1. The application for component type approval shall be accompanied 
by four rear view mirrors : three for the tests and one to be kept 
by the laboratory for any subsequent check which may prove to be 
necessary. Other examples may be required at the request of the 
laboratory. 
2.2. Where the type of rear view mirror submitted in accordance with 
item 1 above meets the requirements of Annex II component type 
approval shall be granted and a component type approval number 
assigned. 
2.3. This number shall then not be assigned to another type of rear 
view mirror. 
3. MARKS 
3.1. All rear view mirrors conforming to a type that has been component 
type approved in pursuance of this chapter shall bear the 
component type approval mark as described in Annex V to Council 
Directive (EEC) No 92/61 of 30.6.1992 on the type approval of two 
or three-wheel motor vehicles. 
The "a" value defining the dimensions of the rectangle and the 
figures and letters making up the mark shall be not less than 6 mm 
large. 
3.2. The component type approval mark receives an additional symbol I 
or L specifying the class of rear view mirror type. An additional 
symbol shall be placed close to the rectangle surrounding letter 
"c" in any position whatsoever in relation to this. 
3.3. The component type approval mark and the additional symbol shall 
be affixed to an essential part of the rear view mirror in such a 
way that they are indelible and highly visible when the rear view 
mirror is fitted to the vehicle. 
-TÛL-
APPENDIX 3 
INFORMATION DOCUMENT 
IN RESPECT OF 
A TYPE OF REAR VIEW MIRROR 
INTENDED FOR 
TWO OR THREE-WHEEL MOTOR VEHICLES 
(to be attached to the application for component type approval if this is 
submitted separately from the application for vehicle type approval). 
Order number (assigned by the applicant) : 
The application for the component type approval of a type of rear view mirror 
intended for two or three-wheel motor vehicles shall contain the following 
information : 
1. Make or t rade name of vehIcIe : 
2. Name and address of manufacturer : 
3. Name and address of manufacturer's representative (if any) : .. 
4. Class of type of rear view mirror : I / L<1) 
5. Symbol 2 m provided for in item 4.1.1 in Annex II : yes/no^) 
6. Items 1.2.1 and 1.2.2 in L 90/17. 
7. Items 1.2.1 and 1.2.2 in L 90/17. 
(1) Delete as appropriate. 
-Z09-
APPENOIX 4 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF 
A TYPE OF REAR VIEW MIRROR 
INTENDED FOR 
TWO OR THREE-WHEEL MOTOR VEHICLES 
Name of administration 
Report n* by testing body date 
Component type approval number Extension N 
1. Make or trade name of rear view mirror : . 
2. Type and class of rear view mirror : 
3. Name and address of manufacturer : 
Name and address of manufacturer's representative (if any) 
5. Rear view mirror submitted for testing on : 
6. Component type approval granted/refused^1) 
7. Place : 
8. Date : 
9. Signature : 
(1) Delete as appropriate. 
-?ûb-
ANNEX III 
REQUIREMENTS GOVERNING THE FITTING OF REAR VIEW MIRRORS TO VEHICLES 
1. Position 
1.1. All rear view mirrors shall be attached in such a way that they 
remain in a stable position under normal vehicle driving 
condit ions. 
1.2. Rear view mirrors shall be positioned in such a way as to enable 
the driver sitting on the seat in his normal driving position, to 
view the road to the rear of the vehicle. 
1.3 The rear view mirror(s) for unbodied vehicles must be fitted or 
set in such a way that the centre of the reflecting surface la at 
least 280 mm towards the outside of the median longitudinal plane 
of the vehicle. Before the measurement the handlebars must remain 
in the position corresponding the vehicle's travelling in a 
straight line and the rear view mirror(s) must be set in their 
normal position of use. 
1.4 Item 3 of Annex 111 to Directive 71/127 applying to category Ml 
and N1 vehicles shall apply to bodied vehicles. 
2. 
2.1 . Number 
Minimum number of rear view mirrors required for unbodied vehicles 
Main outside 
mirror(s) 
Category of vehicle 
Class L 
Moped 1 
Motorcycle - 2 
Tricycle - 2 
m 
-ZÔ4-
2.2 Minimum number of rear view mirrors required for bodied vehicles 
Inside Main outside 
mirror mirror(s) 
Category of vehicle 
Class I Class L 
Three-wheel moped 1<1) 1 if there 
is an inside 
mirror 
Tricycle 1<1) 2 if there is 
not an inside 
mirror 
2.3 Where a single outside rear view mirror is fitted this shall be 
located on the left hand side of the vehicle in those 
Member States where the traffic drives on the right and on the 
right hand side of the vehicle in those Member States where the 
traffic drives on the left. 
2.4 
2.5 
2.5.1 
2.5.2 
2.5.3 
3. 
3.1. Class III rear view mirrors component type approved in accordance 
with the provisions of Directive 71/127/EEC relating to rear view 
mirrors for motor vehicles are also acceptable for mopeds, 
motorcycles and tricycles. 
Maximum number of optional rear view mirrors 
The fitting of an outside rear view mirror on the side of mopeds 
opposite to that of the mandatory rear view mirror referred to in 
Item 2.1 is permissible. 
The fitting of an outside rear view mirror on the side of bodied 
vehicles opposite to that of the mandatory rear view mirror 
referred to in Item 2.2 is permissible. 
The rear view mirrors referred to in Items 2.5.1 and 2.5.2 shall 
meet the requirements of this chapter. 
Adjustment 
Drivers shall be able to adjust rear view mirrors from their 
driving position. In the case of three-wheel vehicles having 
body-work the mirror may be adjusted with the door closed but the 
window may be open. However, the mirror may in any case be locked 
in position from the outside. 
(1) No inside rear view mirror is required if the visibility conditions 
referred to in Item 4.1 below cannot be met. In this case two outside 
rear view mirrors are required, one on the left and one on the right 
hand side of the vehicle. 
-?fO -
3.2. Rear view mirrors which can be restored to their original position 
without adjustment after being pushed backwards are not subject to 
the requirements of item 3.1. 
4. Field of vision in the case of bodied vehicles. 
4.1 Inside rear view mirror 
4.1.1 The field of vision shall be that defined in Item 5.2 in Annex III 
to Directive 71/127/EEC. 
4.2 Outside rear view mirror 
4.2.1 The field of vision shall be that defined in Items 5.3.1, 5.3.1.1, 
5.3.2 and 5.3.2.1 in Annex 111 to Directive 71/127/EEC. 
4.3 The requirements concerning obstructions to the field of vision as 
defined in Item 5.7 in Annex 111 to Directive 71/127 shall apply. 
-Zll -
APPENDIX 1 
INFORMATION DOCUMENT 
IN RESPECT OF 
THE FITTING OF A REAR VIEW MIRROR 
OR REAR VIEW MIRRORS 
TO A TYPE OF 
TWO OR THREE-WHEEL MOTOR VEHICLE 
(to be attached to the application for component type approval If this is 
submitted separately from the application for vehicle type approval). 
Order number (assigned by the applicant) : 
The application for the component type approval of the fitting of a rear view 
mirror or mirrors to a type of two or three-wheel motor vehicle shall contain 
the information set out in Annex II to Directive (EEC) No 92/61 of 30.6.1992: 
- under A, item n* 
0.1. 
0.2. 
0.4. to 0.6. 
- under letter B, item n* 1.1.1. to 1.1.5. 
- under letter C, item n' 2.6.1. to 2.6.5. 
-VI-
APPENDIX 2 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF 
THE FITTING OF A MIRROR OR MIRRORS 
TO A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
Name of administration 
Report n' by testing body date 
Component type approval number N' Extension N* 
1. Make or trade name of vehicle : 
2. Type and class of vehicle : 
3. Name and address of manufacturer : 
Name and address of manufacturer's representative (if any) : . 
5. Vehicle submitted for testing on : 
6. Component type approval granted/refused^) 
7. PI ace : 
8. Date : 
9. Signature : 
(1) Delete as appropriate. 
-It's 
CHAPTER 5 
MEASURES TO BE TAKEN AGAINST AIR POLLUTION 
CAUSED BY TWO- OR THREE-WHEEL MOTOR VEHICLES 
-2IH-
LIST OF ANNEXES 
ANNEX I: Specifications for measures to be taken against air pollution 
caused by mopeds 
Appendix 1: Type I test 
*Sub-appendix 1: Operating cycle on roller bench (Type I test) 
*Sub-appendix 2: Example N'1 of an exhaust gas collection system 
*Sub-appendix 3: Example N'2 of an exhaust gas collection system 
*Sub-appendix 4: Method of calibrating the roller bench 
Appendix 2: Type II test 
ANNEX II: Specifications for measures to be taken against air pollution 
caused by motorcycles and motor tricycles 
Appendix 1: Type I test 
*Sub-appendix 1: Operating cycle of petrol engines for the Type i 
test 
*Sub-appendix 2: Example 1 of an exhaust gas collection system 
*Sub-appéndix 3: Example 2 of an exhaust gas collection system 
Appendix 2: Type II test 
*Sub-appendix 1: Method of calibrating the on-road power 
absorption by the torque brake for motorcycles 
or motor tr icycles 
ANNEX III: Specifications for measures to be taken against air pollution 
caused by two- or three-wheel motor vehicles equipped with a 
compress ion-ignition engine 
Appendix 1: Steady-state operation test over the full load curve 
Appendix 2: Free acceleration test 
Appendix 3: Limit values applicable in steady-state tests 
Appendix 4: Specifications of opacimeters 
Appendix 5: Installation and use of the opacimeter 
ANNEX IV: Specifications for the reference fuel 
ANNEX V: Information document in respect of measures to be taken against 
air pollution caused by a type of two- or three-wheel motor 
vehicle 
ANNEX VI: Certificate of component type approval in respect of measures to 
be taken against air pollution caused by a type of two- or three-
wheel motor vehicle 
ANNEX I 
SPECIFICATIONS FOR MEASURES TO BE TAKEN AGAINST ATMOSPHERIC POLLUTION 
CAUSED BY MOPEDS 
1. DEFINITIONS 
For the purposes of this chapter: 
1.1 "Vehicle type with regard to the emission of gaseous pollutants 
from the engine" means mopeds which do not differ in essential 
respects, in particular as regards the following points: 
1.1.2 The equivalent inertia determined in relation to the reference 
mass, as laid down in item 5.2 of Appendix 1; 
1.1.3 The characteristics of the engine and the moped as defined in 
items 1-6 and 8 of Appendix 3; 
1.2 "Reference mass" means the mass of the moped in running order, 
increased by a uniform mass of 75 kg. The mass of the moped in 
running order is its total unladen mass with all tanks filled 
to at least 90% of their maximum capacity; 
1.3 Gaseous pollutants 
"Gaseous pollutants" means carbon monoxide, hydrocarbons, and 
oxides of nitrogen expressed in terms of nitrogen dioxide 
(NO2) equivalence. 
2. TEST SPECIFICATIONS 
2.1 General 
The components liable to affect the emission of gaseous 
pollutants shall be so designed, constructed and assembled as 
to enable the moped, in normal use, despite the vibrations to 
which it may be subjected, to comply with the requirements of 
this Annex. 
2.2 Description of tests 
2.2.1 The moped shall be subjected to Types 1 and II tests, as 
specif ied below: 
2.2.1.1 Type I test (checking the average emissions of gaseous 
pollutants in a congested urban area). 
2.2.1.1.1 The vehicle shall be placed on a dynamometer bench equipped 
with a brake and a flywheel. A test lasting a total of 
448 seconds and comprising four cycles shall be carried out 
without interruption. 
Each cycle shall comprise seven operations (idling, 
acceleration, steady speed, deceleration, etc.). During the 
test the exhaust gases shall be diluted with air so that the 
flow volume of the mixture remains constant. Throughout the 
test: 
--Z\'{-
a continuous flow of samples of the mixture shall be passed 
into a bag so that the concentrations (average test values) 
of carbon monoxide, unburnt hydrocarbons and oxides of 
nitrogen can be determined in succession; 
the total volume of the mixture shall be measured. 
At the end of the test the distance effectively travelled shall 
be recorded from the total shown on the additive revolution 
counter driven by the roller. 
2.2.1.1.2 The test shall be carried out by the procedure described in 
Appendix 1. The methods used to collect and analyse the gases 
shall be those laid down. 
2.2.1.1.3 Subject to the provisions of item 2.2.1.1.4 below, the test 
shall be carried out three times. The mass of the carbon 
monoxide, hydrocarbons and nitrogen oxides obtained in each 
test should be less than the limit values set out In the table 
be Iow. 
HOMOLOGATION 
AND CONFORMITY 
OF PRODUCTION 
Stages CO HC+NOx 
(g/km) (g/km) 
L1 L2 
01.01.1997 (1) 6(1) 3(1) 
01.10.1999 (1) 1(2) 1,2 
(1) The limit values for the masses of CO and HC+NOx shall be 
multiplied by the factor 2 in the case of three-wheel mopeds and 
Iight quadr icycles 
(2) The limit for the mass of CO shall be 3.5 g/km in the case of 
three-wheel mopeds and light quadricycles. 
-m-
2.2.1.1.3.1 However, one of the three results for each of the 
abovementioned pollutants may exceed the limit value prescribed 
for the moped concerned by a maximum of 10%, provided that the 
arithmetic mean of the three results is less than the 
prescribed limit value. If more than one pollutant exceeds the 
prescribed limit values, it is immaterial whether this occurs 
in the same test or in different tests. 
2.2.1.1.4 The number of tests prescribed in item 2.2.1.1.3 above shall be 
reduced under the conditions described below, where V1 is the 
result of the first test and V2 is the result of the second 
test for each of the pollutants referred to in item 2.2.1.1.3. 
2.2.1.1.4.1 Only one test is required if V1 < 0.70L for all the pollutants 
concerned. 
2.2.1.1.4.2 Only two tests are required if V1 <. 0.85L for all the 
pollutants concerned and if, for at least one pollutant, 
V1 > 0.-70L. In addition, for each of the pollutants concerned, 
V2 must be such that V1 + V2 < 1.70L and V2 < L. 
2.2.1.2 Type II test (test of carbon monoxide and unburnt 
hydrocarbons emissions at idling speed). 
2.2.1.2.1 The mass of carbon monoxide and the mass of unburnt 
hydrocarbons emitted with the engine at idling speed shall be 
measured for one minute. 
2.2.1.2.2 This test shall be carried out in accordance with the procedure 
described in Appendix 2. 
3. CONFORMITY OF PRODUCTION 
3.1 The provisions of paragraph 1, Annex IV to Directive 92/61/EEC 
on the type approval of two- or three-wheel motor vehicles 
shall apply to the checking of conformity of production. 
3.1.1 However, the following approach shall be adopted when checking 
conformity with regard to the type 1 test: 
3.1.1.1 a vehicle shall be taken from the production line and subjected 
to the test described in item 2.2.1.1 in this Annex. The limit 
values specified shall be taken from the table in item 
2.2.1.1.3 under the title "conformity of production". 
3.1.2 If the vehicle taken from the production line does not meet the 
requirements of item 3.1.1 above its manufacturer may request 
that measurements be taken from a sample of vehicles taken from 
the production line which includes the vehicle initially 
selected. Its manufacturer shall lay down the size of the 
sample. The arithmetical mean x of the results obtained with 
the sample and the type S divergence of the sample will then be 
determined for each pollutant gas. Series production shall be 
considered to be in conformity if the following condition is 
met : 
--?/',-
x + k . S < L 1) 
where 
k : L: is the limit value required by the table in item 2.2.1.1.3, 
under the heading "conformity of production" for each 
pollutant gas under consideration; 
statistical factor depending upon n and set out in the table 
below: 
N 
k 
n 
k 2 
0.973 
11 
0.265 3 
0.613 
12 
0.253 4 
0.489 
13 
0.242 5 
0.421 
14 
0.233 6 
0.376 
15 
0.224 7 
0.342 
16 
0.216 8 
0.317 
17 
0.210 9 
0.296 
18 
0.203 10 
0.279 
19 
0.198 
Where n >. 20, k 0.860 
\n 
n 
X - 5~~ Xj/n 
nr-i 
D n - x)2 
i-1 n - 1 where x' is any one of the individual 
results obtained with sample n 
-IZC-
APPENDIX 1 
TYPE I TEST 
(checking the average emission of pollutants in a congested urban area) 
1. INTRODUCTION 
Procedure for Type I test specified in item 2.2.1.1 in Annex I 
2. OPERATING CYCLE ON THE DYNAMOMETER BENCH 
2.1. Description of cycle 
The operating cycle on the dynamometer bench shall be that 
indicated in the following table and plotted in Appendix 1. 
Operating cycle on the dynamometer bench 
Phase 
1 
2 
3 
4 
5 
6 
7 Operation 
Idi ing 
Accélérât ion) 
Steady speed) 
Decelerat ion) 
Steady speed 
Decelerat ion 
Id Iing Accélérât ion 
m/s2 
Full throttle 
FulI throttle 
- 0.56 
- 0.93 Speed 
km/h 
0 - max 
max 
max-20 
20 
20-0 Durât ion 
sec 
8 
) 
) 57 
) 
36 
6 
5 CumuI. 
t ime 
sec 
8 
65 
101 
107 
112 
2.2. 
2.3. 
2.3.1 General conditions for carrying out the cycle 
Preliminary testing cycles shall be carried out if necessary to 
determine how best to actuate the accelerator and, if 
necessary, the gears and brake. 
Use of the gearbox 
The gearbox shall be used in accordance with the manufacturer's 
instructions. If there are no manufacturer's instructions the 
following rules shall apply: 
Manual gearbox 
At a steady speed of 20 km/h, the engine speed shall as far as 
possible remain between 50 and 90% of maximum. If this speed 
can be achieved using more than one gear, the moped shall be 
tested using the highest gear. 
During acceleration, the moped shall be tested using the gear 
which allows maximum acceleration. The next highest gear shall 
be engaged at the latest when the engine speed has reached 110% 
of rated maximum output. During deceleration, the next lowest 
gear shall be engaged before the engine begins to vibrate and 
-?Z r 
at the latest when the engine speed has fallen to 30% of rated 
maximum output. First gear shall not be engaged during 
deceleration. 
2.3.2 Automatic gearbox and torque converter 
The "drive" setting shall be used. 
2.4. Tolerances 
2.4.1 A tolerance of 1 km/h above or below the theoretical speed 
shall be allowed during all phases. 
Speed tolerances greater than those prescribed shall be 
permitted during phase changes provided that the tolerances are 
never exceeded for more than 0.5 second on any one occasion. 
If the moped decelerates more rapidly than expected without use 
of the brakes, the procedure specified in item 6.2.6.3. shall 
apply. 
2.4.2 Tolerances of 0.5 second above or below the theoretical times 
shalI be a I lowed. 
2.4.3 The speed and time tolerances shall be combined as shown in 
sub-Appendix 1 to this Annex. 
3. MOPED AND FUEL 
3.1. Test moped 
3.1.1 The moped shall be presented in good mechanical condition. It 
shall have been run in and have been driven at least 250 km 
before the test. 
3.1.2 The exhaust device shall not have any leaks likely to reduce 
the quantity of gases collected, which shall be the quantity of 
gases emerging from the engine. 
3.1.3 The leak-tightness of the induction system may be checked to 
ensure that carburation is not affected by an accidental intake 
of air. 
3.1.4 The settings of the engine and the moped's controls shall be 
those prescribed by the manufacturer. This also applies, in 
particular, to the idling speed adjustment (rotating speed and 
carbon monoxide content of exhaust gases), to the automatic 
choke and to the exhaust gas clean-up system. 
3.1.5 The laboratory may verify that the moped delivers the 
performance specified by its manufacturer, that it can be used 
for normal driving, and more particularly that it is capable of 
starting when cold and when hot and can idle without stalling. 
-ZVL-
3.2. Fuel 
The fuel used for the test shall be the reference fuel 
recommended by the manufacturer, the specifications for which 
are set out in Annex IV. If the engine is lubricated by a 
mixture, the oil added to the reference fuel shall comply as to 
quality and quantity with the manufacturer's recommendations. 
4. TEST EQUIPMENT 
4.1. Dynamometer bench 
The main characteristics of the bench shall be as follows: 
load curve equation: on the bench it shall be possible, 
from the initial speed of 12 km/h, to reproduce, with a 
tolerance of ±15%, the power developed by the engine when 
the moped is travelling along a flat road with a wind speed 
of virtually zero. 
Otherwise the power absorbed by the brakes and the internal 
friction of the bench (PA) shall be: 
at a speed 0 < V <. 12 km/h: 
0 < PA < kv312 + 5 % kv312 + 5 % Pyso1 
for a speed V > 12 km/h: 
PA - kV3 ± 5 % kv3 ± 5 % PV50 1 
without being negative (the calibration method shall comply 
with the provisions of Sub-appendix 4) 
basic inert ia: 100 kg 
additional inertias2: from 10 to 10 kg 
the roller shall have a revolution counter which can be 
reset to 0, so as to measure the distance actually 
travel led. 
4.2. Gas-col lection equipment 
The gas-collection equipment shaI I consist of the following 
components (see Sub-appendices 2 and 3 to this Appendix): 
A device to collect all the exhaust gases produced during the 
test, whilst maintaining atmospheric pressure at the moped 
exhaust outlet(s). 4.2.1 
4.2.2 A tube connecting the exhaust gas collection equipment and the 
exhaust gas sampling system. 
This connecting tube and the gas collection equipment shall be 
made of stainless steel, or of another material which will not 
affect the composition of the gases collected and will resist 
their temperature. 
1 For a single roller having a diameter of 400 mm. 
2 These additional masses may possibly be replaced by an electronic device 
provided that the equivalence of the results is demonstrated. 
-22A-
4.2.3 A device to suck in the diluted gases. This device must 
guarantee constant flow of a sufficient volume to ensure that 
all the exhaust gases are sucked in. 
4.2.4 A sampling probe attached to the outside of the gas collection 
device which can collect a constant sample of the dilution air 
using a pump, a filter and a flow meter for the duration of the 
test. 
4.2.5 A sampling probe directed upstream of the flow of diluted gases 
to sample the mixture for the duration of the test at a 
constant rate of flow using, if necessary, a filter, a flow 
meter and a pump. The minimum rate of flow of the gases in the 
two sampling systems described above shall be at least 150 l/h. 
4.2.6 Three-way valves on the sampling circuits described above to 
direct the flow of samples either to the atmosphere or to their 
respective sampling bags for the duration of the test. 
4.2.7 Leak-tight sampling bags to collect the dilution air and 
mixture of diluted gases which are unaffected by the pollutants 
concerned and of sufficient capacity not to disrupt the normal 
flow of sampling. These sampling bags shall have automatic 
sealing devices which can be closed rapidly and tightly, either 
on the sampling circuit or on the analysis circuit at the end 
of the test. 
4.2.8. There shall be a method of measuring the total volume of 
diluted gases passing through the sampling device during the 
test. 
4.3. Analytical equipment 
4.3.1. The sampling probe may consist of a sampling tube leading into 
thé collecting bags or of a bag-emptying tube. The probe shall 
be of stainless steel or of a material which will not affect 
the composition of the gases. The sampling probe and the tube 
connecting it to the analyser shall be at ambient temperature. 
4.3.2. Analysers shall be of the following types: 
the non-dispersive type with infra-red absorption for 
carbon monox ide; 
the flame-ionization type for hydrocarbons 
the chemiluminescent type for oxides of nitrogen. 
4.4. Accuracy of instruments and measurements 
4.4.1. As the brake is calibrated in a separate test (item 5.1), it is 
not necessary to indicate the accuracy of the dynamometer. The 
total inertia of the rotating masses, including that of the 
rollers and the rotating part of the brake (see item 4.1), 
shall be given to within +. 5 kg. 
4.4.2. The distance travelled by the moped shall be determined by the 
number of revolutions made by the roller to within an accuracy 
of + 10 m. 
- 'ITH -
4.4.3. The speed of the moped shall be measured by the speed of 
rotation of the roller. It shall be measurable to within ± 1 
km/h for speeds above 10 km/h. 
4.4.4. Ambient temperature shall be measurable to within +. 2* C. 
4.4.5. The atmospheric pressure shall be measurable to within 
± 2 mbar. 
4.4.6. The relative humidity of the ambient air shall be measurable to 
within ± 5%. 
4.4.7. Irrespective of the accuracy with which the sampling gases are 
determined, the accuracy required when measuring the content of 
the various pollutants shall be +. 3%. The overall response 
time of the analysing circuit shall be less than one minute. 
4.4.8. The content of the standard (calibration) gases shall not 
differ by more than +. 2% from the reference value of each gas. 
The diluents shall be nitrogen for carbon monoxide and oxides 
of nitrogen and air for hydrocarbons (propane). 
4.4.9. The speed of the cooling air shal I be measurable to within + 5 
km/h. ~~ 
4.4.10. The tolerance allowed over the duration of the gas sampling 
cycles and operations shall be +. 1 second. 
These times shall be measurable with an accuracy of 0.1 second. 
4.4.11. The total volume of the diluted gases shall be measurable to 
within ± 3%. 
4.4.12. The total flow and sampling flow shall be constant to within 
± 5%. 
5. PREPARING THE TEST 
5.1. Sett ing of brake 
The brake shall be so adjusted that the speed of the moped on 
the bench at full throttle shall be equal to the maximum speed 
of which it is capable on the road, with a tolerance of ± 1 
km/h. This maximum speed may not deviate by more than + 2 km/h 
from the rated maximum speed as specified by the manufacturer. 
If the moped is fitted with a device to govern the maximum 
speed on the road, the effect of this governor shall be taken 
into account. 
The brake may be adjusted using a different method if the 
manufacturer demonstrates its equivalence. 
5.2. Adjustment of equivalent inertias to the moped's translatory 
inertias. 
One or more flywheels shall be used enabling a total inertia of 
the rotating masses to be obtained that is proportional to the 
reference mass of the moped within the following limits: 
-Zï£-
Reference mass Equivalent inertias 
of moped P (kg) (kg) 
RM t 105 100 
105 < RM < 115 110 
115 < RM < 125 120 
125 < RM ? 135 130 
.135 < RM k 145 140 
145 < RM < 165 150 
165 < RM * 185 170 
185 < RM * 205 190 
205 < RM 3 225 210 
225 < RM * 245 230 
245 < RM -< 270 260 
270 < RM < 300 280 
300 < RM S 330 310 
330 < RM 3 360 340 
360 < RM "< 395 380 
395 < RM * 435 410 
435 < RM * 475 
5.3. 
5.3.1 
5.3.2 Cooling the moped 
For the duration of the test, an auxiliary forced-draught 
device shall be placed in front of the moped in such a way as 
to direct a flow of cooling air on to the engine. The air flow 
speed shall be 25 +5 km/h. The blower's air outlet shall be 
at least 0.2 m2 in section, its plane shall be perpendicular 
to the longitudinal axis of the moped and it shall be placed 
between 30 and 45 cm ahead of the moped's front wheel. The 
device for measuring the linear speed of the forced draught 
shall be placed in the middle of the jet of air 20 cm from the 
air outlet. As far as possible the air speed shall be constant 
across the whole outlet section. 
The moped may also be cooled using the alternative method 
described below. A flow of air of variable speed is directed 
at the moped. The blower shall be regulated in such a way that 
within the operating range, which is kept below 10 km/h, the 
linear air speed at the blower outlet is equal to the 
equivalent roller speed to within ± 5 km/h. At equivalent 
roller speeds of less than 10 km/h, the forced-draught air 
speed may be zero. The blower outlet shall be at least 
0.2 m2 in section and its lower edge shall be between 15 and 
20 cm above ground level. The plane of the outlet shall be 
perpendicular to the longitudinal axis of the moped and it 
shall be placed between 30 and 45 cm in front of the moped's 
front wheel. 
5.4. 
5.4.1 Conditioning of the moped 
Immediately before starting the first test cycle, the moped 
shall undergo four consecutive test cycles, each lasting 
112 seconds in order to warm up the engine. 
-?Zé -
5.4.2. The tyre pressure shall be that stated by the manufacturer for 
normal road use. However, if the diameter of the rollers is 
less than 500 mm, the pressure in the tyres may be increased by 
30-50%. 
5.4.3. Load on the driving wheel: the load on the driving wheel shall 
be equal to within + 3 kg of the load on a moped in normal road 
use, with a driver weighing 75 kg, +5 kg, sitting in an 
upright position. 
5.5. Checking of back-pressure 
5.5.1. During the preliminary tests a check shall be made to ensure 
that the back-pressure set up by the sampling device does not 
deviate from atmospheric pressure by more than +7.5 mbar. 
5.6. Calibration of analytical apparatus 
5.6.1. Calibration of analysers 
The quantity of gas at the pressure stated to be compatible 
with the correct functioning of the equipment shall be injected 
into the analyser by means of the flowmeter and discharge gauge 
mounted on each bottle. The apparatus shall be adjusted to 
indicate as a stabilized value the value shown on the 
standard-gas bottle. Starting from the setting obtained with 
the maximum-content bottle, the curve of the analyser's 
deviations shall be drawn as a function of the content of the 
various standard-gas bottles used. 
5.6.2. Overall response time of the apparatus. 
The gas from the maximum-content bottle shall be injected into 
the end of the sampling probe. A check shall be made to ensure 
that the indicated value corresponding to maximum deviation is 
attained in less than one minute. If this value is not 
attained, the analysing circuit shall be inspected from end to 
end for leaks. 
6. PROCEDURE FOR BENCH TESTS 
6.1. Special conditions for carrying out the cycle 
6.1.1. The temperature in the place wher'e the roller bench is situated 
shall be between 20 and 30'C throughout the test. 
6.1.2. The moped shall be more or less horizontal during the test so 
as to avoid any abnormal distribution of fuel or engine oil. 
6.1.3. During the test the speed shall be plotted against time in 
order that the correctness of the cycles performed can be 
assessed. 
- m -
6.2. Starting up the engine 
6.2.1. Once the preliminary operations on the equipment for 
collecting, diluting, analysing and measuring the gases have 
been carried out (see item 7.1 below), the engine shall be 
started up by means of the devices provided for that purpose, 
such as the choke, the starter valve, etc., according to the 
manufacturer's instructions. 
6.2.2. The taking of samples and the measuring of the flow through the 
suction device shall commence at the beginning of the first 
cycle. 
6.2.3. Idling 
6.2.3.1. Manual-shift gearbox: 
To enable the accelerations to be performed according to the 
normal cycle the vehicle shall be put in first gear, with the 
clutch disengaged, five seconds before commencement of the 
acceleration following the idling period in question. 
6.2.3.2. Automatic gearbox and torque converter: 
The selector shall be engaged at the beginning of the test. If 
there are two positions "town" and "road", the "road" position 
shalI be used. 
6.2.4. Accelerations 
At the end of each idling period, acceleration shall be 
performed by fully opening the throttle and if necessary using 
the gearbox in such a way as to reach the maximum speed as 
quickly as possible. 
6.2.5. Steady speed 
A steady maximum speed shall be maintained by keeping the 
throttle fully open until the following deceleration phase. 
During the phase where the speed is kept at a steady 20 km/h, 
the throttle position shall be kept as fixed as possible. 
6.2.6. Decelerations 
6.2.6.1. All decelerations shall be effected by completely closing the 
throttle, the clutch remaining engaged. The engine shall be 
disengaged manually, without touching the gear lever, at a 
speed of 10 km/h. 
6.2.6.2. If the period of deceleration is longer than that prescribed 
for the corresponding phase, the moped's brakes shall be used 
to keep to the cycle. 
6.2.6.3. If the period of deceleration is shorter than that prescribed 
for the corresponding phase, the timing of the theoretical 
cycle shall be restored by an idling period merging into the 
following idling operation. In this case, item 2.4.3. is not 
applicab le. 
- nt -
6.2.6.4. At the end of the second deceleration period (stopping moped on 
the roller) the gear shall be put into neutral and the clutch 
engaged. 
7. PROCEDURE FOR SAMPLING AND ANALYSIS 
7.1. Samp Iing 
7.1.1. Sampling shall begin as soon as the test commences, as 
indicated in item 6.2.2. 
7.1.2. The bags shall be hermetically closed as soon as they are full. 
7.1.3. At the end of the final cycle the device for collecting the 
diluted exhaust gases and the dilution air shall be closed and 
the gases produced by the engine diverted into the atmosphere. 
7.2. Analysis 
7.2.1. The gases contained in each bag shall be analysed as soon as 
possible and in any event not later than twenty minutes after 
filling of the bags began. 
7.2.2. If the sampling probe is not left permanently in the bags, the 
entry of air into the bags during insertion of the probe and 
escape of gases from the bags during extraction of the probe 
shalI be avoided. 
7.2.3. The analyser shall show a steady value within one minute after 
being connected up to the bag. 
7.2.4. The concentrations of HC, CO and N0X in the samples of 
diluted exhaust gases and in the bags collecting the dilution 
air shall be determined from the values shown or recorded by 
the measuring equipment by applying the correct calibration 
curves. 
7.2.5. The value adopted as the content of the gaseous pollutants in 
the gases analysed shall be that read off after stabilization 
of the measuring instrument. 
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS EMITTED 
8.1. The mass of carbon gas emitted during the test shall be 
determined by means of the formula: 
C0M - 1 . V . dC0 . COc 
S 106 
where 
8.1.1. COM is the mass of carbon monoxide emitted during the test, 
expressed invg/km; 
8.1.2. S is the distance actually travelled expressed in km, obtained 
by multiplying the total number of revolutions shown on the 
revolution counter by the circumference of the roller; 
- zz\ -
8.1.3. dço is the density of carbon monoxide at a temperature of 0*C 
and at a pressure of 1013.3 mb, or 1.250 kg/m3; 
8.1.4. C0C is the volume concentration of carbon monoxide in the 
diluted gases, expressed in parts per million and corrected to 
take account of the pollution of the dilution air: 
C0C - C0e - C0d (1 - J__) 
DF 
where 
8.1.4.1. C0e is the concentration of carbon monoxide, measured in 
parts per million, in the sample of diluted gases collected in 
bag SA; 
8.1.4.2. COq is the concentration of carbon monoxide, measured in 
parts per million, in the sample of dilution air collected in 
bag SB; 
8.1.4.3. DF is the coefficient specified in item 8.4 below; 
8.1.5. V is the total volume, expressed in m3/test, of diluted gases 
at reference temperature O'C (273'K) and reference pressure 
1013.3 mb: 
V - Vo . N (Pa - Pi) . 273 
1013.3 . (Tp + 273) 
where 
8.1.5.1. Vo is the volume of gas displaced by pump P1 during one 
rotation expressed in m3/revolution. This volume is a 
function of the differential pressures between the inlet and 
outlet sections of the pump itself; 
8.1.5.2. N is the number of rotations made by the pump P1 during the 
four test cycles; 
8.1.5.3. Pa is the atmospheric pressure expressed in mbar; 
8.1.5.4. Pi is the mean value, expressed in mbar, during performance of 
the four cycles of the drop in pressure in the inlet section of 
pump P1; 
8.1.5.5. Tp Is the value, during performance of the four cycles, of the 
temperature of the diluted gases measured in the inlet section 
of pump P1. 
8.2 The mass of unburnt hydrocarbons emitted through the moped's 
exhaust during the test shall be calculated by means of the 
formula: 
HCM - 1 . V dHC . HÇç 
S 106 
where: 
8.2.1. HCM is the mass of hydrocarbons emitted during the test, 
expressed in g/km-, 
-ZZo-
8.2.2. s is the distance defined in item 8.1.2 above; 
8.2.3. dnC is the density of hydrocarbons at a temperature of 0*C 
and a pressure of 1013.3 mb (for an average ratio of carbon to 
hydrogen of 1:1.85), or 0.619 kg/m3; 
8.2.4. HCc is the concentration of the diluted gases expressed in 
parts per million carbon equivalent (for example: the 
concentration of propane multiplied by 3) and corrected to take 
account of the dilution air: 
HCc - HCe - HCd (1 - J_) 
DF 
where: 
8.2.4.1. HCe is the concentration of hydrocarbons, expressed in parts 
per million carbon equivalent, in the sample of diluted gases 
collected in bag SA; 
8.2.4.2. HCd is the concentration of hydrocarbons, expressed in parts 
per million carbon equivalent, in the sample of dilution air 
collected in bag SB; 
8.2.4.3. DF is the coefficient specified in item 8.4; 
8.2.5. V is the total volume (see item 8.1.5). 
8.3 The mass of oxides of nitrogen emitted through the moped's 
exhaust during the test shall be calculated by means of the 
formula: 
N0XM - 1 -V. dN0 . N0xo—|h-
S 106 
where: 
8.3.1. NOXM is the mass of oxides of nitrogen emitted during the 
test, expressed in g/km; 
8.3.2. S is the distance defined in item 8.1.2 above; 
8.3.3. dN02 's *ne density of the oxides of nitrogen in the exhaust 
gases, in NO2 equivalent, at a temperature of O'C and a 
pressure of 1013.3 mb, or 2.05 kg/m3; 
8.3.4. NOxc is the concentration of oxides of nitrogen in the diluted 
gases, expressed in parts per million and corrected to take 
account of the dilution air: 
NOxc - NOxe - NOxd (1 - J_) 
DF 
where: 
8.3.4.1. NOxe is the concentration of oxides of nitrogen, expressed in 
parts per million, in the sample of diluted gases collected in 
bag SA; 
8.3.4.2. NOxd is the concentration of oxides of nitrogen, expressed in 
parts per million, in the sample of dilution air collected in 
bag SB; 
-23i-
8.3.4.3. DF is the coefficient specified in item 8.4 below; 
8.3.5. Kh is the correction factor for humidity 
Kh - 1 
1 - 0.0329 (H - 10.7) 
where: 
8.3.5.1. H is the absolute humidity in grams of water per kg of dry air 
H - 6.2111 . U.Pd (o/kQ) 
Pa - Pd U 
100 
where: 
8.3.5.1.1. U is the percentage humidity; 
8.3.5.1.2. Pd is the saturated-water-vapour pressure, expressed in mbar, 
at the test temperature; 
8.3.5.1.3. Pa is the atmospheric pressure in mbar. 
8.4 DF is a coefficient expressed by means of the formula: 
DF - 14.5 
C02 + 0.5 CO + HC 
where: 
8.4.1. CO, CO2 and HC are concentrations of carbon monoxide, carbon 
dioxide and hydrocarbons expressed as a percentage of the 
sample of diluted gases contained in bag SA. 
9. PRESENTATION OF RESULTS 
Results shall be expressed in g/km: 
HC in g/km - HC mass/S 
CO in g/km - CO mass/S 
NOx in g/km « NOx mass/s 
where: 
HC mass 
CO mass 
NOx mass 
S see definition in item 8.2 
see definition in item 8.1 
see definition in item 8.3 
distance actually covered by the moped 
during the test. 
- ?32-
SUB-APPENDIX 1 
OPERATING CYCLE ON ROLLER BENCH (TYPE I TEST) 
Speed (±1 km/h) and time (±.05 second) 
tolerances are combined geometrically 
for each point as shown in the inset 
km/h < 
5 
A 
3 
2 1 
1 
(Y is in m/s ) 12 3 A i> 
- - 0,93 
10 20 30 40 80 90 100 110 120 t (s) 
101 
107 112 sec 
-Z1Z -
SUB-APPENDIX 2 
EXAMPLE NO 1 OF AN EXHAUST GAS COLLECTION SYSTEM 
to 
atmosphere 
di Lut ion 
air 
moped exhaust^--, 
system -"-* ^ to atmosphere 
Measuring the total volume of diluted 
exhaust gases 
- Z1Q -
SUB-APPENDIX 3 
EXAMPLE NO 2 OF AN EXHAUST GAS COLLECTION SYSTEM 
bag for collecting 
dilution air —*• 
dilution air probe to 
atmosphère 
fi Iters 
diluted gases probe bag for collecting 
diluted gases 
flow meters with flow regulator 
to atmosphere 
t 
[diluted I 
gases 
suction 
device 
measuring the total 
volume of the 
sample of di lu ted 
gases 
-zi<; -
SUB-APPENDIX 4 
METHOD OF CALIBRATING THE ROLLER BENCH 
1. This Sub-appendix describes the method which shall be used for 
checking that the curve for the power absorbed by the roller 
bench coincides with the absorption curve required under 
item 4.1 of Appendix 2. 
The measured absorbed power includes the power absorbed by 
friction and the power absorbed by the brake, but does not 
include the power dissipated by friction between the tyre and 
the rol1er. 
2. PRINCIPLE OF THE METHOD 
This method makes it possible to calculate absorbed power by 
measuring the roller deceleration time. The kinetic energy of 
the device is dissipated by the brake and by the friction of 
the roller bench. This method does not take account of 
variations in internal roller friction due to the weight of the 
moped. 
3. PROCEDURE 
3.1. The inertia simulation system corresponding to the mass of the 
moped being tested shall be engaged. 
3.2. The brake shall be set in accordance with item 5.1. of 
Appendix 2. 
3.3. The roller shall be made to turn at velocity v + 10km/h. 
3.4. The roller drive system shall be disconnected and the roller 
allowed to decelerate freely. 
3.5. The time taken by the roller to decelerate from velocity 
v + 0.1 v to velocity v - 0.1 v shall be noted. 
3.6. The absorbed power shall be calculated by means of the formula: 
P A - 0.2 x M v2 x 10"3 
t 
where: 
P A is the power absorbed by the roller bench, expressed in kw 
M is the equivalent inertia expressed in kg 
v is the test velocity referred to in item 3.3. above expressed 
in m/s 
It is the time, expressed in seconds, taken by the roller to 
decelerate from v + 0.1 v to v - 0.1 v. 
3.7. The phases described in items 3.3. to 3.6. shall be repeated to 
cover the range of speeds 10 to from 50 km/h, in units of 10 
down to 10 km/h 
3.8. The curve representing absorbed power as a function of speed 
shalI be drawn. 
- tu -
3.9 It shall be ensured that the curve is within the tolerance 
specified in item 4.1, Appendix 1. 
Absorbed power (PA in kW) 
1 
PV 50 
PV 12 /I 
" 77A 
/,?// + 51 PV 50 
• 51 KV3 
- 51 PV 50 
50 
Speed in km/h 
- 211 -
APPENDIX 2 
Type 11 test 
(measuring emissions of carbon monoxide and hydrocarbons 
at idling speed) 
1. INTRODUCTION 
Procedure for Type II test specified in item 2.2.1.2. of 
Annex I. 
2. MEASUREMENT CONDITIONS 
2.1. The fuel used shall be that prescribed in item 3.2 of 
Appendix 1. 
2.2. The lubricant used sha I I also comply with the provisions of 
item 3.2. of Appendix 1. 
2.3. The mass of emissions of carbon monoxide and hydrocarbons shall 
be measured immediately after the Type I test described in 
item 2.1. of Appendix 1, once the values have stabilized, with 
the engine at idling speed. 
2.4. In the case of mopeds with manual transmission gearboxes, the 
test shall be carried out with the gear lever in the "neutral" 
position and with the clutch engaged. 
2.5. In the case of mopeds with automatic transmission gearboxes, 
the test shall be carried out with the clutch engaged and with 
the driving wheel immobile. 
2.6. The idling speed of the engine during the idling period shall 
be adjusted in accordance with the manufacturer's instructions. 
3. SAMPLING AND ANALYSIS OF EXHAUST GASES 
3.1. The electromagnetic valves shall be set in the position for 
direct analysis of the diluted exhaust gases and the dilution 
air. 
3.2. The analyser shall show a steady value within one minute after 
being connected up to the probe. 
3.3. The concentrations of HC and CO in the samples of diluted 
exhaust gases and in the dilution air shall be determined from 
the values shown or recorded by the measuring equipment by 
applying the correct calibration curves. 
3.4. The value adopted as the content of the gaseous pollutants in 
the gases analysed shall be that read off after stabilization 
of the measuring instrument. 
- zsg -
4. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS EMITTED 
4.1. The mass of carbon gas emitted during the test shall be 
determined by means of the formula: 
COM « v • dco • £2c 
106 
where 
4.1.1. CO^ is the mass of carbon monoxide emitted during the test, 
expressed in g/km; 
4.1.2. dço is the density of carbon monoxide at a temperature of O'C 
and at a pressure of 1013.3 mbar, or 1.250 kg/m3; 
4.1.3. C0C is the volume concentration of carbon monoxide in the 
diluted gases, expressed in parts per million and corrected to 
take account of the pollution of the dilution air: 
COc - C0e - C0d (1 - J_) 
DF 
where 
4.1.3.1. C0e is the concentration of carbon monoxide, measured in 
parts per million, in the sample of diluted gases; 
4.1.3.2. COQ- is the concentration of carbon monoxide, measured in 
parts per million, in the sample of dilution air; 
4.1.3.3. DF is the coefficient specified in item 4.3 below; 
4.1.4. V is the total volume, expressed in m/min, of diluted gases at 
reference temperature 0"C (273 K) and reference pressure 1013.3 
mbar : 
V - Vo . N (Pa - Pi) . 273 
1013.3 . (Tp + 273) 
where 
4.1.4.1. Vo is the volume of gas displaced by pump P1 during one 
rotation expressed in m3/revolution. This volume is a 
function of the differential pressures between the inlet and 
outlet sections of the pump itself; 
4.1.4.2. N is the number of rotations made by the pump P1 during the 
idling test divided by the time in minutes; 
4.1.4.3. Pa is the atmospheric pressure expressed in mbar; 
4.1.4.4. Pi is the mean value, expressed in mbar, during the test of the 
drop in pressure in the inlet section of pump P1; 
4.1.4.5. Tp is the value, during performance of the four cycles, of the 
temperature of diluted gases measured in the inlet section of 
pump P1. 
- ZV) -
4.2 The mass of unburnt hydrocarbons emitted through the moped's exhaust 
during the test shall be calculated by means of the formula: 
HCM - V dHC . HÇ£ 
106 
where: 
4.2.1. HCM is the mass of hydrocarbons emitted during the test, 
expressed in g/km; 
4.2.2. dHC is the density of hydrocarbons at a temperature of 0*C 
and a pressure of 1013.3 mbar (for an average ratio of 
carbon to hydrogen of 1:1.85), or 0.619 kg/m3; 
4.2.3. HCc is the concentration of the diluted gases expressed in 
parts per million carbon equivalent (for example: the 
concentration of propane multiplied by 3) and corrected to 
take account of the dilution air: 
HCc - HCe - HCd (1 - J_) 
DF 
where: 
4.2.3.1. HCe is the concentration of hydrocarbons expressed in parts 
per million carbon equivalent in the sample of diluted 
gases; 
4.2.3.2. HCd is the concentration of hydrocarbons expressed in parts 
per million carbon equivalent in the sample of dilution 
air ; 
4.2.3.3. DF is the coefficient specified in item 4.3. below. 
4.2.4. V is the total volume (see item 4.1.4.) 
4.3 DF is a coefficient expressed by means of the formula: 
DF - 14.5 
C02 + 0.5 CO + HC 
where: 
4.3.1. CO, CO2 and HC are concentrations of carbon monoxide, 
carbon dioxide and hydrocarbons expressed as a percentage 
of the sample of diluted gases. 
- Z<f o -
ANNEX I I 
SPECIFICATIONS OF MEASURES TO BE TAKEN AGAINST AIR POLLUTION 
CAUSED BY MOTORCYCLES AND MOTOR TRICYCLES 
1. DEFINITIONS 
t 
For the purposes of this chapter: 
1.1 "Vehicle type with regard to the limitation of the emission of 
gaseous pollutants from the engine" means motorcycles and motor 
tricycles which do not differ in essential respects, in 
particular as regards the following points: 
1.1.1 The equivalent inertia determined in relation to the reference 
mass, as laid down in item 5.2 of Appendix 1; 
1.1.2 The characteristics of the engine and the vehicle as defined in 
items 1-6 and 8 of Appendix 3; 
1.2 "Reference mass" means the mass of the vehicle in running 
order, increased by a uniform mass of 75 kg. The mass of the 
motorcycle and motor tricycle in running order is its total 
unladen weight with all tanks filled to at least 90% of their 
max imum capacity; 
1.3 "Crankcase" means the spaces in or external to the engine which 
are connected to the oil sump by internal or external ducts 
through which gases and vapours can escape; 
1.4 "Gaseous pollutants" means carbon monoxide, hydrocarbons, and 
oxides of nitrogen expressed in terms of nitrogen dioxide 
(N02) equivalence. 
2. TEST SPECIFICATIONS 
2.1 General 
The components liable to affect the emission of gaseous 
pollutants shall be so designed, constructed and assembled as 
to enable the motorcycle or motor tricycle, in normal use, 
despite the vibrations to which it may be subjected, to comply 
with the requirements of this Annex. 
2.2 Description of tests 
2.2.1 Depending on their category and as explained below, the 
motorcycle or motor tricycle shall be subjected to Type 1 and 
II tests, as specified below: 
2.2.1.1 Type I test (checking the average emissions of gaseous 
pollutants in a congested urban area). 
2.2.1.1.1 The test shall be carried out by the procedure described in 
Appendix 1. The methods used to collect and analyse the gases 
shall be those laid down. 
(15] 
-ZH\ -
2.2.1.1.2 Subject to the provisions of item 2.2.1.1.3 below, the test 
shall be carried out three times. According to the reference 
mass of the motorcycle or motor tricycle the masses of the 
carbon monoxide, hydrocarbons and nitrogen oxide obtained in 
each test shall be less than the limit values shown in Tables I 
and II. The mass of oxides of nitrogen per kilometre shall be 
measured only as a guide. 
2.2.1.1.2.1 However, one of the three results for each of the 
abovementioned pollutants may exceed the limit value prescribed 
for the motorcycle or motor tricycle concerned by a maximum of 
10%, provided that the arithmetic mean of the three results is 
less than the prescribed limit value. If more than one 
pollutant exceeds the prescribed limit values, it is immaterial 
whether this occurs in the same test or in different tests. 
2.2.1.1.3 The number of tests prescribed in item 2.2.1.1.2 above shall be 
reduced under the conditions described below, where VI is the 
result of the first test and V2 is the result of the second 
test for each of the pollutants referred to in item 2.2.1.1.2. 
2.2.1.1.3.1 Only one test is required if V1 < 0.70L for all the pollutants 
concerned. 
2.2.1.1.3.2 Only two tests are required if V1 < 0.085L for all the 
pollutants concerned but if, for at least one pollutant, 
V1 > 0.70L. In addition, for each of the pollutants concerned, 
V2 must be such that V1 + V2 < 1.70L and V2 < L. 
2.2.1.2 Type II test (test of carbon monoxide emissions at idling 
speed). 
2.2.1.2.1 The carbon monoxide content of the exhaust gases emitted at 
idling speed shall not exceed 4.5% by volume. 
2.2.1.2.2 This specification shall be verified during the test described 
in Appendix 2. 
- ZWL-
Table I 
LIMITS FOR TWO-STROKE MOTORCYCLES 
AND TRICYCLES AND DATES OF THEIR ENTRY INTO FORCE 
Component type approval and 
conformity of production 
01.01.97(1) 
C0-8g/km 
HC-4g/km 
N0x-0,1g/km 
(1) However, for tricycles and quadricycles, the limit values shall be 
multiplied by a factor of 1.5. 
-m-z -
Table I I 
LIMITS FOR FOUR-STROKE MOTORCYCLES 
AND TRICYCLES AND DATES FOR THEIR ENTRY INTO FORCE 
Component type approval and 
conformity of production 
01.01.97(1) 
C0-13g/km 
HC-3g/km 
N0x-0,3g/km 
(1) However, for tricycles and quadricycles, the limit values shall 
be multiplied by a factor of 1.5. 
3. 
3.1. 
3.1.1. - Zkk -
CONFORMITY OF PRODUCTION 
The provisions set out in paragraph 1, Annex VI to 
Directive 92/61/CEE on the type approval of two- or three-wheel 
motor vehicles shall apply when checking the conformity of 
product ion. 
However, if the mass of the carbon monoxide or hydrocarbons 
produced by the vehicle selected from the production line 
exceeds the above limits, its manufacturer has the option of 
asking that measurements be carried out on a sample of series-
production vehicles which contains the vehicle initially 
selected. The manufacturer shall determine the size n of the 
sample. Arithmetical mean x of the results obtained from the 
sample and standard deviation S of the sample shall then be 
determined for each pollutant gas. Series production shall 
then be considered to conform if the following condition is 
met: 
x + k . S < LD 
where 
limit value laid down in the Table in item 2.2.1.1.3, under 
the title "conformity of production" for each pollutant gas 
under consideration 
statistical factor depending upon n and set out in the 
fol lowing table 
N 
k 
n 
k 2 
0.973 
11 
0.265 3 
0.613 
12 
0.253 4 
0.489 
13 
0.242 5 
0.421 
14 
0.233 6 
0.376 
15 
0.224 7 
0.342 
16 
0.216 8 
0.317 
17 
0.210 9 
0.296 
18 
0.203 10 
0.279 
19 
0.198 
n>20 0.860 
1) S2- Z (x - x)2 
n - 1 where x is any one of the individua 
results obtained with sample n 
- ?<K -
APPENDIX 1 
TYPE I TEST 
(checking the average emission of pollutants in a congested urban area) 
1. INTRODUCTION 
Procedure for Type I test specified in item 2.2.1.1 of 
Annex I I. 
1.1 The motorcycle or motor tricycle shall be placed on a 
dynamometer bench equipped with a brake and a flywheel. A test 
lasting a total of 13 minutes and comprising four cycles shall 
be carried out without interruption. Each cycle shall comprise 
15 operations (idling, acceleration, steady speed, 
deceleration, etc.). During the test the exhaust gases shall 
be diluted with air so that the flow volume of the mixture 
remains constant. Throughout the test a continuous flow of 
samples of the mixture shall be passed into a bag so that 
concentrations (average test values) of carbon monoxide, 
unburnt hydrocarbons, oxides of nitrogen and carbon dioxide can 
be determined in succession. 
2. OPERATING CYCLE ON THE DYNAMOMETER BENCH 
2.1. Description of cycle 
The operating cycle on the dynamometer bench shall be that 
indicated in the following table and plotted in Sub-
appendix 1. 
2.2. General conditions for carrying out the cycle 
Preliminary test cycles shall be carried out if necessary to 
determine how best to actuate the accelerator and brake 
controls so as to achieve a cycle approximating to the 
theoretical cycle within the prescribed limits. 
2.3. Use of the gearbox 
2.3.1 Use of the gearbox shall be determined as follows: 
2.3.1.1 At constant speed, the engine speed shall as far as possible 
remain between SO and 90% of maximum. If this speed can be 
achieved using more than one gear, the engine shall be tested 
using the highest gear. 
2.3.1.2 During acceleration, the engine shall be tested using the gear 
which allows maximum acceleration. The next higher gear shall 
be engaged at the latest when the engine speed has reached 110% 
of rated maximum output. If a motorcycle or motor tricycle 
reaches a speed of 20 km/h in first gear or 35 km/h in second 
gear, the next higher gear shall be engaged at these speeds. 
- Z4fi -
In these cases, no other change into higher gears shall be 
permitted. If, during the acceleration phase, the gear are 
changed at fixed motorcycle or motor tricycle speeds, the 
following steady speed phase shall be performed with the gear 
which is engaged when the motorcycle or motor tricycle begins 
the steady speed phase, irrespective of the engine speed. 
2.3.1.3 During deceleration, the next lower gear shall be engaged 
before the engine reaches virtual idling speed and at the 
latest when the engine speed has fallen to 30% of rated maximum 
output, whichever occurs earlier. First gear shall not be 
engaged during deceleration. 
2.3.2 Motorcycles or motor tricycles equipped with automatic 
gearboxes shall be tested with the highest gear engaged 
("drive"). The accelerator shall be operated in such a way as 
to obtain as steady an acceleration as possible so that the 
transmission engages the different gears in the normal order. 
The tolerances specified in item 2.4 shall apply. 
2.4. Tolerances 
2.4.1 A tolerance of 1 km/h above or below the theoretical speed 
shall be allowed during all phases. Speed tolerances greater 
than those prescribed shall be permitted during phase changes 
provided that the tolerances are never exceeded for more than 
0.5 second on any one occasion, in all cases subject to the 
provisions of items 6.5.2 and 6.6.3. 
2.4.2 A tolerance of 0.5 second above or below the theoretical times 
shalI be a I lowed. 
2.4.3 The speed and time tolerances shall be combined as indicated in 
Sub-appendix 1. 
2.4.4 The distance travelled during the cycle shall be measured with 
a tolerance of ± 2%. 
OPERATING CYCLE ON THE DYNAMOMETER BENCH 
No of 
ops Operat ions Phase Accelerat ion 
(m/sec2) Speed 
(km/h) Durât ion 
op. 
(sec) of each 
phase 
(sec) Cum. 
t ime 
(sec) Gear to be used in the case of 
a manual gearbox 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 IdIi ng 
Accélérât ion 
Steady speed 
Decelerat ion 
Decelerat ion, 
IdIi ng 
Accélérât ion 
Steady speed 
Deceleration 
Decelerat ion, 
IdIi ng 
Acceleration 
Steady speed 
Decelerat ion 
Steady speed 
Decelerat ion 
Decelerat ion, 
Idling clutch diseng 
clutch diseng. 
clutch diseng. 1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 1 ,04 
0,69 
0,92 
0,74 
0,75 
0,92 
0,53 
0,52 
0,68 
0,92 0-15 
15 
15 - 10 
10-0 
0-32 
32 
32-10 
10-0 
0-50 
50 
50 - 35 
35 
35 - 10 
10-0 11 
4 
8 
2 
3 
21 
12 
24 
8 
3 
21 
26 
12 
8 
13 
9 
3 
7 11 
4 
8 
5 
21 
12 
24 
11 
21 
26 
12 
8 
13 
12 
7 11 
15 
23 
25 
28 
49 
61 
85 
93 
96 
117 
143 
155 
163 
176 
185 
188 
195 6 sec. PM/5 sec. K(*) 
See i tern 2.3. 
K 
16 sec. PM/5 sec. K 
See item 2.3. 
K 
16 sec. PM/5 sec. K 
See item 2.3. 
K 
7 sec. PM i 
(*) PM - Gearbox in neutral, clutch engaged 
K - Clutch disengaged. 
-M-
3. MOTORCYCLE OR MOTOR TRICYCLE AND FUEL 
3.1. Test motorcycle or motor tricycle 
3.1.1 The motorcycle or motor tricycle shall be presented in good 
mechanical condition. It shall have been run in and have been 
driven at least 1000 km before the test. The laboratory may 
decide whether a motorcycle or motor tricycle which has 
travelled less than 1000 km before the test may be accepted. 
3.1.2 The exhaust device shall not have any leaks likely to reduce 
the quantity of gases collected, which shall be those gases 
emerging from the engine. 
3.1.3 The tightness of the admission system may be checked to ensure 
that carburation is not affected by an accidental intake of 
air. 
3.1.4 The engine settings of the motorcycle or motor tricycle shall 
be those prescribed by the manufacturer. 
3.1.5 The laboratory may verify that the motorcycle or motor tricycle 
delivers the performance stated by the manufacturer, that it 
can be used for normal driving, and more particularly that it 
is capable of starting when cold and when hot. 
3.2. Fuel 
The fuel used for the test shall be the reference fuel whose 
characteristics are given in Annex IV. If the engine is 
lubricated by a mixture, the oil added to the reference fuel 
shall comply as to quality and quantity with the manufacturer's 
recommendat ions. 
4. TEST EQUIPMENT 
4.1. Dynamometer bench 
The main characteristics of the bench shall be as follows: 
Contact between roller and tyre of each driving wheel: 
diameter of roller >_ 400mm; 
Equation for power-absorption curve: from an initial speed 
of 12 km/h, the test bench shall be able to reproduce, with 
a tolerance of ±15%, the power developed by the engine when 
the motorcycle or motor tricycle is travelling along a flat 
road with wind speed virtually zero. Otherwise the power 
absorbed by the brakes and the internal friction of the 
bench shall be calculated according to the provisions of 
item 11 of Sub-appendix 2 to Appendix 2. Other wise the 
power absorbed by the brakes and the internal friction of 
the bench shaII be: 
K V 3 + 5% Of K V 3 ± 5% of PV50 
- Additional inertias: 10 kg and 10 kg1> 
1) These are additional masses which may perhaps be replaced by an 
electronic device, provided that the equivalence of the results is 
demonstrated. 
-?VI -
4.1.1 The distance effectively travelled shall be measured using a 
revolution counter driven by the roller which drives the brake 
and the flywheels. 
4.2. Equipment for sampling the gases and measuring their volume. 
4.2.1 Sub-appendices 2 and 3 contain a diagram showing the principle 
for collecting, diluting, sampling and measuring the volume of 
exhaust gases during the test. 
4.2.2 The following items describe the components of the test 
equipment (against each component is given the abbreviation 
used in the sketch in Sub-appendices 2 and 3. The testing body 
may authorize the use of different equipment provided that it 
gives equivalent results): 
4.2.2.1 a device to collect all the exhaust gases produced during the 
test; this is generally an open device, which maintains 
atmospheric pressure at the moped exhaust pipe(s). 
Nevertheless, a closed system may be used provided that the 
back-pressure conditions are complied with (with ± 125 mm of 
H2O). The gases must be collected in such a way that there 
is not sufficient condensation to have a significant effect on 
the nature of the exhaust gases at the test temperature; 
4.2.2.2 a tube (Tu) connecting the exhaust gas collection equipment and 
the exhaust gas sampling system. This connecting tube and the 
gas collection equipment shall be made of stainless steel, or 
of another material which will not affect the composition of 
the gases collected and will resist their temperature; 
4.2.2.3 a heat exchanger (Sc) capable of limiting the variation in the 
temperature of the diluted gases at the pump intlet to within 
± 5'C for the duration of the test. This exchanger must be 
equipped with a pre-heating system capable of bringing the 
gases up to its operating temperature (with a tolerance of 
± 5'C) before the test commences; 
4.2.2.4 a displacement pump (P1) to suck in the diluted gases driven by 
a motor which can operate at various rigorously constant 
speeds. The pump must guarantee constant flow of a sufficient 
volume in order to ensure that all the exhaust gases are sucked 
in. A device which uses a critical float Venturi may also be 
used ; 
4.2.2.5 a device which can continually record the temperature of the 
diluted gases entering the pump; 
4.2.2.6 a sampling probe (S3) attached to the outside of the gas 
collection device which can collect a constant sample of the 
dilution air using a pump, a filter and a flow meter for the 
duration of the test; 
- •?& -
4.2.2.7 a sampling probe (S2), placed before the displacement pump and 
directed upstream of the flow of diluted gases to sample the 
mixture of diluted gases for the duration of the test at a 
constant rate of flow using, if necessary, a filter, a flow 
meter and a pump. The minimum rate of flow of the gases in the 
two sampling systems described above shall be at least 150 l/h; 
4.2.2.8 two filters (F2 and F3), placed after probes S2 and S3 
respectively, designed to filter out the solid particles 
suspended in the flow of the sample collected in the bags. 
Particular care shall be taken to ensure that they do not 
affect the concentrations of gaseous components in the samples; 
4.2.2.9 two pumps (P2 and P3) to take samples from probes S2 and S3 
respectively and to fill bags Sa and Sb; 
4.2.2.10 two hand-adjustable valves (V2 and V3) installed in series with 
pumps P2 and P3 respectively in order to regulate the flow of 
the sample sent into the bags; 
4.2.12.11 two rotameters (R2 and R3) installed in series in the lines 
"probe, filter, pump, valve, bag" (S2, F2, P2, V2, Sa and S3, 
F3, P3, V3, Sb respectively) so that instant visual checks can 
be made on the flow of the sample at any moment; 
4.2.2.12 * leak-tight sampling bags to collect the dilution air and 
mixture of diluted gases which are of sufficient capacity not 
to disrupt the normal flow of sampling. These sampling bags 
shall have automatic sealing devices on the side of the bag 
which can be closed rapidly and tightly, either on the sampling 
circuit or on the analysis circuit at the end of the test; 
4.2.2.13 two differential pressure manometers (gl and g2) installed: 
g1 - before pump P1 in order to measure the difference in 
pressure between the mixture of exhaust gases and 
dilution air and the atmosphere-, 
g2 - before and after pump P1 in order to measure the 
increase in pressure exerted on the flow of gas; 
4.2.2.14. a revolution counter to count the number of revolutions made by 
the rotary displacement pump P1; 
4.2.2.15 three-way valves on the sampling circuits described above to 
direct the flow of samples either to the atmosphere or to their 
respective sampling bags for the duration of the test. 
Rapid-action valves shall be used. They shall be manufactured 
from materials which do not affect the composition of the 
gases-, they shall also have discharge cross-sections and 
shapes which minimize load losses as far as technically 
possible. 
4.3. Analytical equipment 
4.3.1. Measuring the concentration of hydrocarbons 
4.3.1.1 A flame-ionization analyser shall be used to measure the 
concentration of unburnt hydrocarbons in the samples collected 
in bags Sa and Sb, during the test. 
4.3.2. Measuring the concentrations of CO and C02 
4.3.2.1 A non-dispersive infra-red absorption analyser shall be used to 
measure the concentrations of carbon monoxide CO and carbon 
dioxide C02 in the samples collected in bags Sa and Sb during 
the test. 
4.3.3. Measuring the concentration of N0X 
4.3.3.1 A chemiluminescent analyser shall be used to measure the 
concentrations of oxides of nitrogen (NOx) in the samples 
collected in bags Sa and Sb during the test. 
4.4. Accuracy of instruments and measurements 
4.4.1. As the brake is calibrated in a separate test, it is not 
necessary to indicate the accuracy of the dynamometer. The 
total inertia of the rotating masses, including that of the 
rollers and the rotating part of the brake (see item 5.2), 
shall be given to within +. 2%. 
4.4.2. The speed of the motorcycle or motor tricycle shall be measured 
by the speed of rotation of the rollers connected to the brake 
and the fIywheels. 11 shalI be measurable to within ± 2 km/h 
from 0 to 10 km/h and to within +, 1 km/h 'for speeds above 10 
km/h. 
4.4.3 The temperature referred to in item 4.2.2.5 shall be measurable 
to within ± 1*C. The temperature referred to in item 6.1.1 
below shall be measurable to within ± 2'C. 
4.4.4. The atmospheric pressure shall be measurable to within + 1 mm 
of mercury. 
4.4.5 The drop in pressure in the mixture of diluted gases entering 
pump P1 (see item 4.2.2.13) compared with atmospheric pressure 
shall be measurable to within ± 3 mm of mercury. The 
difference in pressure of the diluted gases entering the 
sections before and after pump P1 (see item 4.2.2.13) shall be 
measurable to within ± 3 mm of mercury. 
4.4.6 The volume displaced at each complete rotation of pump P1 and 
the displacement value at the lowest possible pump speed, as 
recorded by the revolution counter, shall make it possible to 
determine the overall volume of the mixture of exhaust gases 
and dilution air displaced by pump P1 during the test to within 
± 2%. 
4.4.7. Irrespective of the accuracy with which the standard gases are 
determined, the measuring range of the analysers shall be 
compatible with the accuracy required to measure the content of 
the various pollutants to within +. 3%. 
-2ÇZ-
The flame-ionization analyser which measures the concentration 
of hydrocarbons shall be capable of reaching 90% of the full 
scale in less than one second. 
4.4.8. The content of the standard (calibration) gases shall not 
differ by more than +. 2% from the reference value of each gas. 
The diluent shall be nitrogen. 
5. PREPARING THE TEST 
5.1. Sett ing of brake 
5.1.1 The brake shall be so adjusted that the speed of the motorcycle 
or motor tricycle during the steady speed phase shall be 
between 45 km/h and 55 km/h. 
5.1.2 The brake shall be adjusted as follows: 
5.1.2.1 An adjustable stop to keep the maximum speed between 45 km/h 
and 55 km/h shall be fitted to the fuel supply device. The 
speed of the motorcycle or motor tricycle shall be measured by 
means of a precision tachometer or deduced from measuring the 
time over a given distance on a flat dry road in both 
directions with the stop closed. 
The measurements shall be repeated at least three times in both 
directions and shall be made over a distance of at least 200 m 
with a sufficiently long acceleration distance. The average 
speed shall be calculated. 
5.1.2.2 Other systems may also be used to measure the power required to 
propel the vehicle (e.g. measuring the torque on the 
transmission, measuring deceleration, etc.). 
5.1.2.3 The motorcycle or motor tricycle shall then be placed on the 
dynamometer bench and the brake adjusted so as to obtain the 
same speed as that attained in the road test (with the fuel-
regulating device in the stop position and the same gear 
selected). This brake adjustment shall be maintained 
throughout the test. Once the brake has been adjusted, the 
fuel-regulating device shall be removed. 
5.1.2.4 Setting the brake on the basis of road tests shall be allowed 
only if the difference in barometric pressure between the road 
and the premises in which the dynamometer bench are housed is 
not more than ± 10 Torr and the difference in air temperature 
is not more than ± 8*C. 
5.1.3 If the above method is not applicable, the bench shall be set 
in accordance with the values in the table in item 5.2. The 
table shows power values as a function of reference mass at a 
speed of 50 km/h. This power shall be determined using the 
method described in Sub-appendix 2. 
-zsi-
5.2 Adjustment of equivalent inertias to the translatory inertias 
of the motorcycle or motor tricycle. 
One or more flywheels shall be used enabling a total inertia of 
the rotating masses to be obtained proportional to the 
reference mass of the motorcycle or motor tricycle within the 
fol lowing Iimi ts: 
Reference mass 
(in kg) 
105 
115 
125 
135 
150 
165 
185 
205 
225 
245 
270 
300 
330 
360 
395 
435 
480 
540 
600 
650 
710 
770 
820 
880 
940 
990 
1050 
1110 
1160 
1220 
1280 
1330 
1390 
1450 
1500 
1560 
1620 
1670 
1730 
1790 
1870 
1980 
2100 
2210 
2320 
2440 < 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
<* 
< 
< 
< 
< R 
R 
R 
R 
R 
R '< 
R * 
R 
R 
R 
R 
R 
R 
R 
R 
R 
R 
R 
R 
R 
R * 
R « 
R « 
R 4: 
R .< 
R S 
R s 
R « 
R $ 
R * 
R * 
R « 
R * 
R s 
R * 
R * 
R * 
R s 
R .< 
R * 
R « 
R * 
R * 
R $ 
R * 
R 6 
R 105 
115 
125 
135 
150 
165 
185 
205 
225 
245 
270 
300 
330 
360 
395 
435 
480 
540 
600 
650 
710 
770 
820 
880 
940 
990 
1050 
1110 
1160 
1220 
1280 
1330 
1390 
1450 
1500 
1560 
1620 
1670 
1730 
1790 
1870 
1980 
2100 
2210 
2320 
2440 Equivalent 
inert ias 
(in kg) 
100 
110 
120 
130 
140 
150 
170 
190 
210 
230 
260 
280 
310 
340 
380 
410 
450 
510 
570 
620 
680 
740 
800 
850 
910 
960 
1020 
1080 
1130 
1190 
1250 
1300 
1360 
1420 
1470 
1530 
1590 
1640 
1700 
1760 
1810 
1930 
2040 
2150 
2270 
2380 
2490 
5.3. Conditioning of the motorcycle or motor tricycle 
5.3.1. Before the test, the motorcycle or motor tricycle shall be 
stored at a temperature of between 20' and 30'C. After the 
motor has idled for 40 seconds, two complete cycles shall be 
performed before the exhaust gases are collected. 
5.3.2. The tyre pressure shall be that indicated by the manufacturer 
for performance of the preliminary road test to set the brake. 
However, if the diameter of the rollers is less than 500 mm, 
the pressure in the tyres may be increased by 30-50%. 
5.3.3. The mass on the driven wheel is the same as when the motorcycle 
or motor tricycle is used under normal driving conditions with 
a driver weighing 75 kg. 
5.4. Calibration of analytical apparatus 
5.4.1. Calibration of analysers 
The quantity of gas at the indicated pressure compatible with 
the correct functioning of the equipment shall be injected into 
the analyser by means of the flow meter and discharge gauge 
mounted on each bottle. The apparatus shall be adjusted to 
indicate as a stabilized value the value shown on the 
standard-gas bottle. Starting from the setting obtained with 
the maximum-content bottle, the curve of the analyser's 
deviations shall be drawn as a function of the content of the 
various standard-gas bottles used. For the regular calibration 
of flame-ionization analysers, which should be done at least 
once a month, mixtures of air and propane (or hexane) with 
rated concentrations of hydrocarbon equal to 50% and 90% of the 
full scale shall be used. For regular calibration of non-
dispersive infra-red absorption analysers, mixtures of nitrogen 
with CO and CO2 respectively shall be measured at rated 
concentrât ions of 10%, 40%, 60%, 85% and 90% of the full scale. 
For calibration of the chemiluminescent Nox analyser mixtures 
of nitrous oxide (NO) diluted in nitrogen with a nominal 
concentration of 50% and 90% of the full scale shall be used. 
For the test calibration, which shall be carried out before 
each series of tests it is necessary, for all three types of 
analyser, to use mixtures containing the gases to be measured 
to a concentration equal to 80% of the full scale. A dilution 
device may be used to bring the standard gas up to a 
concentration of 100% of the concentration required. 
6. PROCEDURE FOR BENCH TESTS 
6.1. Special conditions for carrying out the cycle 
6.1.1. The temperature in the premises where the roller bench is 
situated shall be between 20 and 30'C throughout the test, and 
shall be as close as possible to the temperature of the 
premises where the motorcycle or motor tricycle were 
condi t ioned. 
-Z£T-
6.1.2. The motorcycle or motor tricycle shall be more or less 
horizontal during the test so as to avoid any abnormal 
distr ibut ion of fuel. 
6.1.3. At the end of the first 40 second idling period (see 
item 6.2.2), a flow of air of variable speed shall be directed 
at the motorcycle or motor tricycle. Two complete cycles shall 
then be performed during which no exhaust gases are collected. 
The ventilation system shall include a mechanism controlled by 
the speed of the bench roller so that, in the range from 
10 km/h to 50 km/h, the linear air speed at the blower outlet 
shall be equal to the relative speed of the roller with an 
approximation of 10%. For roller speeds below 10 km/h the air 
speed may be zero. The end section of the air blower device 
shall have the following characteristics: 
i) surface area of at least 0.4m2; 
ii) lower edge between 0.15 and 0.20 m above ground level; 
iii) distance from the leading edge of the motorcycle or 
motor tricycle between 0.3 and 0.44 m. 
6.1.4 During the test, speed shall be plotted against time in order 
to check that the cycles have been performed correctly. 
6.1.5 The temperatures of the cooling water and the crankcase oil may 
be recorded. 
6.2. Starting up the engine 
6.2.1. Once the preliminary operations on the equipment for 
collecting, diluting, analysing and measuring the gases have 
been carried out (see item 7.1 below), the engine shall be 
started up by means of the devices provided for that purpose, 
such as the choke, the starter valve, etc., according to the 
manufacturer's instructions. 
6.2.2. The engine shall be kept idling for a maximum of 40 seconds. 
The first cycle shall begin when the taking of samples and the 
measuring of the pump rotations commences. 
6.3 Use of the manual choke 
The choke shall be cut out as soon as possible and in principle 
before acceleration from 0 to 50 km/h. If this requirement 
cannot be met, the moment of actual cut-out shall be indicated. 
The choke shall be adjusted according to the manufacturer's 
instruct ions. 
6.4 Id Iing 
6.4.1 Manual-shift gearbox: 
6.4.1.1 During periods of idling the clutch shall be engaged and the 
gears in neutral . 
- 2S7 -
6.4.1.2 To enable the accelerations to be performed according to the 
normal cycle the vehicle shall be put in first gear, with the 
clutch disengaged, five seconds before commencement of the 
acceleration following the idling period in question. 
6.4.1.3 The first idling period at the beginning of the cycle shall 
consist of six seconds of idling in neutral with the clutch 
engaged and five seconds in first gear with the clutch 
disengaged. 
6.4.1.4 For the idling periods during each cycle the corresponding 
times shall be 16 seconds in neutral and five seconds in first 
gear with the clutch disengaged. 
6.4.1.5 The last idling period in the cycle shall consist of 
seven seconds in neutral with thé clutch engaged.; 
6.4.2 Semi-automatic gearboxes: the manufacturer's instructions for 
driving in town, or in their absence instructions applicable to 
manual gearboxes, shall be followed. 
6.4.3 Automatic gearboxes: the selector shall not be operated at any 
time during the test unless the manufacturer specifies 
otherwise. In the latter case the procedure for manual 
gearboxes shall apply. 
6.5 Accelerations 
6.5.1 Accelerations shall be so performed that the rate of 
acceleration is as constant as possible throughout the 
operat ion. 
6.5.2 If the acceleration capacities of the motorcycle or motor 
tricycle are not sufficient to perform the acceleration cycles 
within the prescribed tolerances, the motorcycle or motor 
tricycle shall be driven with the throttle completely open 
until the speed prescribed for the cycle has been reached and 
the cycle shall then continue normally. 
6.6 Decelerations 
6.6.1 All decelerations shall be effected by completely closing the 
throttle, the clutch remaining engaged. The engine shall be 
disengaged at a speed of 10 km/h. 
6.6.2 If the period of deceleration is longer than that prescribed 
for the corresponding phase, the vehicle's brakes shall be used 
to keep to the cycle. 
6.6.3 If the period of deceleration is shorter than that prescribed 
for the corresponding phase, the timing of the theoretical 
cycle shall be restored by an idling period merging into the 
following idling operation. In this case, item 2.4.3. is not 
applicable. 
6.6.4 At the end of the second deceleration period (stopping 
motorcycle or motor tricycle on the rollers) the gear shall be 
put into neutral and the clutch engaged. 
(16] 
- 2S> 
6.7 Steady speeds 
6-7.1 "Pumping" or the closing of the throttle shall be avoided when 
passing from acceleration to the following steady speed. 
5.7.2 Periods of constant speed shall be achieved by keeping the 
accelerater position fixed. 
7. PROCEDURE FOR SAMPLING, ANALYSING AND MEASURING THE VOLUME OF 
EMISSIONS 
7.1. Operations to be carried out before the motorcycle or motor 
tricycle is started up. 
7.1.1. The bags for collecting the standard samples, Sa and Sb, shall 
be emptied and sealed. 
7.1.2. The rotary displacement pump P1 shall be activated without 
starting up the revolution counter. 
7.1.3. The pumps P2 and P3 for taking the samples shall be activated 
with the valves set to divert the gases produced into the 
atmosphere; the flow through valves V2 and V3 shall be 
regulated. 
7.1.4 The recording devices of the temperature gange T and the 
pressure gauges gl and g2 shall be put into operation. 
7.1.5 The revolution counter CT and the roller revolution counter 
shalI be set to zero. 
7.2 Beginning of sampling and volume measurement 
7.2.1 After the preliminary 40-second idling period and after two 
preparatory cycles (first moment of the first cycle) the 
operations specified in item 7.2.2 to 7.2.5 below shall be 
performed all at exactly the same time. 
7.2.2 The diversion valves shall be set to collect the standard 
samples, which have previously been directed towards the 
atmosphere, continuously through probes S2 and S3 in bags Sa 
and Sb. 
7.2.3 The moment at which the test begins shall be indicated on the 
analogue graphs which record results from the temperature gauge 
T and the differential pressure gauges g1 and g2. 
7.2.4 The counter which records the total number of revolutions of 
pump P1 shall be started up. 
7.2.5 The device referred to in item 6.1.3 which directs a flow of 
air at the motorcycle or motor tricycle shall be started up. 
7.3 End of sampling and measurement of volume 
7.3.1 At the end of the fourth test cycle the operations described in 
items 7.3.2 to 7.3.5 below shall be performed at exactly the 
same time. 
- zs'fe -
7.3.2 The diversion valves shall be set to close bags Sa and Sb and 
to discharge into the atmosphere the standard samples sucked in 
by pumps P2 and P3 through probes S2 and S3. 
7.3.3 The moment at which the test finishes shall be indicated on the 
analogue graphs referred to in item 7.2.3 
7.3.4 The pump P1 revolution counter shall be stopped. 
7.3.5 The device referred to in item 6.1.3 which directs a flow of 
air at the motorcycle or motor tricycle shall be stopped. 
7.4 Analysis of the standard samples in the bags 
As soon as possible and in any event not later than 20 minutes 
after the end of the tests, analyses shall be carried out to 
determine: 
the.concentrât ions of hydrocarbons, carbon monoxide, oxides 
of nitrogen and carbon dioxide in the sample of dilution 
air contained in bag Sb; 
the concentrations of hydrocarbons, carbon monoxide, oxides 
of nitrogen and carbon dioxide in the sample of diluted 
exhaust gases contained in bag Sa; 
7.5 Measuring the distance travelled 
The distance S actually travelled, expressed in km, shall be 
obtained by multiplying the total number of revolutions shown 
on the revolution counter by the size of the roller (see 
item 4.1.1). 
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS EMITTED 
8.1. The mass of carbon gas emitted during the test shall be 
determined by means of the formula: 
C0M - 1 . V . dco . Ç0. 
S 106 
where 
8.1.1. C0|y| is the mass of carbon monoxide emitted during the test, 
expressed in g/km. 
8.1.2. S is the distance defined in 7.5 above. 
8.1.3. den 's tne density of carbon monoxide at a temperature of 0*C 
and at a pressure of 760 mm of mercury - 1.250 kg/m3; 
8.1.4. C0C is the volume concentration of carbon monoxide in the 
diluted gases, expressed in parts per million and corrected to 
take account of pollution of the dilution air: 
C0C - C0e - C0d (1 - J__) 
DF 
where 
- 2*i -
8,1«4.1. C0e is the concentration of carbon monoxide, measured in 
parts per million, in the sample of diluted gases collected in 
bag SA; 
8.1.4.2. COd is the concentration of carbon monoxide, measured in 
parts per million, in the sample of dilution air collected in 
bag SB; 
8.1.4.3. DF is the coefficient specified in item 8.4 below; 
8.1.5. V is the total volume, expressed in m3/test, of diluted gases 
at reference temperature O'C (273'K) and reference pressure 
760 mm of mercury: 
V - Vo . N (Pa - Pi) . 273 
760 . (Tp + 273) 
where 
8.1.5.1. Vo is the volume of gas displaced by pump P1 during one 
rotation expressed in m3/revolution. This volume is a 
function of the differential pressures between the inlet and 
outlet sections of the pump itself. 
8.1.5.2. N is the number of rotations made by the pump P1 during the 
four test cycles. 
8.1.5.3. Pa is the atmospheric pressure expressed in mm of mercury. 
8.1.5.4. Pi is the mean value, expressed in mb, during performance of 
the four cycles of the drop in pressure in the inlet section of 
pump P1 ; 
8.1.5.5. Tp is the value, during performance of the four cycles, of the 
temperature of the diluted gases measured in the inlet section 
of pump P1. 
8.2 The mass of unburnt hydrocarbons emitted through the exhaust of 
the motorcycle or motor tricycle during the test shall be 
calculated by means of the formula: 
HCM - 1 . V dHC . HÇ_ç 
S 106 
where: 
8.2.1. HCM is the mass of hydrocarbons emitted during the test, 
expressed in g/km; 
8.2.2. S is the distance defined in item 7.5 above; 
8.2.3. dHç is the density of hydrocarbons at a temperature of O'C 
and a pressure of 760 mm of mercury for an average ratio of 
carbon to hydrogen of 1:1.85, or 0.619 kg/m3; 
8.2.4. HCc is the concentration of the diluted gases expressed in 
parts per million carbon equivalent (for example: the 
concentration of propane multiplied by 3) and corrected to take 
account of the dilution air: 
- z& -
HCc - HCe - HCd (1 - i_) 
DF 
where: 
8.2.4.1. HCe is the concentrât ion of hydrocarbons, expressed in parts 
per million carbon equivalent, in the sample of diluted gases 
collected in bag SA; 
8.2.4.2. HCd is the concentration of hydrocarbons, expressed in parts 
per million carbon equivalent, in the sample of dilution air 
collected in bag SB; 
8.2.4.3. DF is the coefficient specified in item 8.4 below; 
8.2.5. V is the total volume (see item 8.1.5). 
8.3 The mass of oxides of nitrogen emitted through the exhaust of 
the motorcycle or motor tricycle during the test shall be 
calculated by means of the formula: 
N0xM - 1 .V. dN0 . NO_xo—-|h-
S 106 
where: 
8.3.1. N0xM js tne mass of oxides of nitrogen emitted during the 
test, expressed in g/km; 
8.3.2. S is the distance defined in item 7.5 above; 
8.3.3. dN02 is the density of the oxides of nitrogen in the exhaust 
gases, in NO2 equivalent, at a temperature of O'C and a 
pressure of 760 mm of mercury « 2.05 kg/m3; 
8.3.4. NOxc is the concentration of oxides of nitrogen in the diluted 
gases, expressed in parts per million and corrected to take 
account of the dilution air: 
NOxc - NOxe - NOxd (1 - J_) 
DF 
where: 
8.3.4.1. NOxe is the concentration of oxides of nitrogen, expressed in 
parts per million, in the sample of diluted gases; 
8.3.4.2. NOxd is the concentration of oxides of nitrogen, expressed in 
parts per million, in the sample of dilution air collected in 
bag Sb; 
8.3.4.3. DF is the coefficient specified in item 8.4 below; 
8.3.5. Kh is the correction factor for humidity 
Kh - 1__ 
1 - 0.0329 (H - 10.7) 
where: 
-16/ -
8.3.5.1. H is the absolute humidity in grams of water per kg of dry air 
H - 6.2111 . U.Pd (o/kq) 
Pa - Pd U 
100 
where: 
8.3.5.1.1. U is the percentage humidity; 
8.3.5.1.2. Pd is the saturated-water-vapour pressure, expressed in mm of 
mercury, at the test temperature; 
8.3.5.1.3. Pa is the atmospheric pressure in mm of mercury; 
8.4 DF is a coefficient expressed by means of the formula: 
DF - 14.5 % vol . 
C02 + 0.5 CO + HC 
where: 
8.4.1. CO, CO2 and HC are concentrations of carbon monoxide, carbon 
dioxide and hydrocarbons expressed as a percentage of the 
sample of diluted gases contained in bag Sa. 
SUB-APPENDIX 1 
ENGINE OPERATING CYCLE FOR THE TYPE 1 TEST 
Vkm/h K - Declutching 
PM- Neutral 
R - Idling Speed (+ 1 km/h) and time (+ 1 second) tolerances 
are combined geometrically for each point as shown 
in the inset km/h S? 
,* 
<r 
• *• sec 
50 km/h 12 3 4 
35 km/h 
32 km/h 
15 km/h 
10 km/h 
t (sec) 
1 2 3 4 
ii" r IT *'• 2i" ir 
H r-i f—, —* f-n 
24" '» U) 
II" 
"f f" 11 
71" i? 13 14 ir> iG 17 in 
?f," . 1?" 8" . 13" â I?" 7" 
i A 1 i \ *• 
5€^u.^nce. n tun bus 
Parted phdM. fccm^s i 
-2iZ-
SUB-APPENDIX 2 
EXAMPLE NO 1 OF AN EXHAUST GAS COLLECTION SYSTEM 
motorcycle or motor 
tricycle exhaust pipes atmosphere 
c/ R2 
to atmosphere 
-'Ut- -
SUB-APPENDIX 3 
EXAMPLE NO 2 OF AN EXHAUST GAS COLLECTION SYSTEM 
bag for collecting 
di luting air to atmosphere 
F3 c^aui 
oi i.uvion air probe 
r.ioturcycle or 
motor tricycle 
exhaust pipes 
diluted gases probe bag for collectinc 
o-i luted gases 
flow meters 
to atmosphere 
diluted 
czses 
suction 
device P1 
Measuring tne 
total volume 
o* the sample 
of diluted 
gases t 
-*2É5 -
APPENDIX 2 
Type I I test 
(measuring emissions of carbon monoxide 
at idling speed) 
1. INTRODUCTION 
Procedure for Type II test specified in item 2.2.1.2. of 
Annex I I. 
2. MEASUREMENT CONDITIONS 
2.1 The fuel used shall be that prescribed in Sub-appendix 1. 
2.2 The concentration by volume of carbon monoxide and hydrocarbons 
shall be measured immediately after the Type I test with the 
engine at idling speed. 
2.3 In the case of motorcycles or motor tricycles with manual or 
semi-automatic gearboxes, the test shall be carried out with 
the gear lever in the "neutral" position and with the clutch 
engaged. 
2.4 In the case of motorcycles or motor tricycles with automatic 
transmissions, the test shall be carried out with the selector 
in position "zero" or "park". 
3. SAMPLING OF GASES 
3.1. The exhaust outlet shall be fitted with a sufficiently leak-
tight extension piece so that the exhaust gas sampling probe 
can be inserted of at least 60 cm without increasing 
back-pressure by more than 125 mm H2O and without affecting 
operation of the motorcycle or motor tricycle. Nevertheless, 
the shape of the extension piece shall be such as to avoid 
appreciable dilution of exhaust gases by air at the point of 
the sampling probe. If the motorcycle or motor tricycle is 
equipped with more than one exhaust outlet, either these 
outlets shall be connected up to a common pipe or carbon 
monoxide concentrations shall be tested at each outlet, with 
the results of the measurements being the arithmetical mean of 
these concentrations. 
3.2. The concentrations of CO (C CO) and C02 (C C02) shall be 
determined by reading off the results shown by the instruments 
or recording devices and using the appropriate calibration 
tables. 
3.3. The corrected concentration of carbon monoxide in two-stroke 
engines shalj be : 
Cco corr - CCo Ifj (vol - %) 
cCo + CC02 
-zu>-
3.4. The corrected concentration of carbon monoxide in four-stroke 
eng ines sha I I be : 
Ceo corr * CC0 1^ (vol - %) 
CC0 + CC02 
3.5 It shall not be necessary to correct the concentration of C CO 
(item 3.2) measured according to the formulae given in 
items 3.3 or 3.4 if the sum of the concentrations measured 
(C CO + C C02) is 10 or more for two-stroke engines or 15 or 
more for four-stroke engines. 
SUB-APPENDIX 1 
METHOD OF CALIBRATING THE ON-ROAD POWER ABSORPTION 
BY THE DYNAMOMETER IN THE CASE OF MOTORCYCLES OR MOTOR TRICYCLES 
This Sub-appendix describes a method used to determine on-road power 
absorption using a roller bench. 
The absorbed power measured on the road includes the power absorbed by 
friction and the power absorbed by the power absorption device. The roller 
bench shall be operated above the range of test speeds. The device used to 
activate the roller bench shall then be disconnected from the bench and the 
rotational speed of the roller(s) decreases. 
The kinetic energy of the device is dissipated by the roller bench power 
absorption unit and by the friction of the roller bench. This method takes no 
account of variations in internal friction within the roller due to the 
rotating mass of the motorcycle or motor tricycle. The difference between the 
time the free rear roller stops and the time the motor driven front roller 
stops can be ignored in the case of a bench with two rollers. 
Procedures shall be as follows: 
1. The rotational speed of the roller shall be measured if this has not 
already been done. An additional measuring wheel, a revolution 
counter, or another method may be used. 
2. The motorcycle or motor tricycle shall be placed on the roller bench 
or another method shall be used to make the roller bench function. 
3. The flywheel, or any other of the inertia simulation systems most 
commonly used with the roller bench for the particular category of 
motorcycle or motor tricycle mass shall be engaged. 
4. The roller bench shall be brought to a speed of 50 km/h. 
5. The power absorbed shall be recorded. 
6. The roller bench shall be brought to a speed of 60 km/h. 
7. The device used to activate the roller bench shall be disconnected. 
8. The time taken for the roller bench to decrease from a speed of 
55 km/h to a speed of 45 km/h shall be recorded. 
9. The power absorption device shall be set to a different level. 
10. Stages 4 to 9 above shall be repeated as often as required to cover 
the range of the on-road powers used. 
11. The absorbed power shall be calculated by means of the formula: 
2 2 
Pd " M-| (V-| - V2) 0.03858 M-, 
2000 t t 
-Zé>v;-
where 
Pd 
M1 
V1 
v2 
t power in kW 
equivalent inertia in kg 
initial velocity in m/s (55 km/h « 15.28 m/s) 
final velocity in m/s (45 km/h - 12.50 m/s) 
time taken by the roller to decelerate from 55 km/h to 
45 km/h 
12. Diagram showing the power absorbed by the roller bench according to 
the power indicated for the test speed of 50 km/h referred to in 
phase 4 below. 
Absorbed power 
Pw(kw) d 34 
21 
1 
Indicated power 
(kW) 
- Ucl -
ANNEX I I I 
ADDITIONAL SPECIFICATIONS FOR MEASURES TO BE TAKEN AGAINST VISIBLE 
AIR POLLUTION CAUSED BY TWO- OR THREE-WHEEL MOTOR VEHICLES 
EQUIPPED WITH A COMPRESS ION-IGNITION ENGINE 
1. DEFINITION 
For the purposes of this chapter 
1.1 "Vehicle type" means motor vehicles which do not differ in 
essential respects as regards the characteristics of the 
vehicle and the engine as defined in Appendix 7. 
2. TEST SPECIFICATIONS 
2.1 General 
The components liable to affect the emission of visible 
pollutants shall be so designed, constructed and assembled as 
to enable the vehicle, in normal use, despite the vibration to 
which it may be subjected, to continue to comply with the 
requirements of this Annex. 
2.2 Specifications of cold-starting device 
2.2.1 The cold-starting device shall be designed and constructed in 
such a way that it can not continue to operate or be put into 
operation whilst the engine is operating normally. 
2.2.2 The provisions of item 2.2.1 above shall not apply if one or 
more of the following conditions is met: 
2.2.2.1 While the cold-starting device is in operation, the light 
absorption coefficient of the gases emitted by the engine under 
steady-state operation, as measured by the procedure laid down 
in Appendix 1, remain within the limits set out in Appendix 4. 
2.2.2.2 Continued operation of the cold-starting device causes the 
motor to stop after a reasonable period. 
2.3 Specifications concerning emissions of visible pollutants. 
2.3.1 Emissions of visible pollutants by the type of vehicle 
presented for type-approval shall be measured using the two 
methods described in Appendices 1 and 2, which respectively 
describe tests under steady-state operation and tests under 
free acceleration. 
2.3.2 Emissions of visible pollutants measured according to the 
method described in Appendix 1 shall not exceed the limits laid 
down i n Append i x 3. 
~Tïo -
2.3.3 In the case of an engine with turbocharger, the absorption 
coefficient measured under acceleration in neutral shall not exceed 
the limit laid down in Appendix 3 for the rated flow value which 
corresponds to the maximum absorption coefficient measured under 
steady-state operation tests plus 0.5 m~1. 
2.3.4 The use of equivalent measuring equipment shall be allowed. If 
equipment other than that described in Appendix 4 is used, proof 
shall be given of its equivalence for the type of engine concerned. 
-zv-
APPENDIX 1 
STEADY-STATE-OPERATION TEST OVER THE FULL LOAD CURVE 
1. INTRODUCTION 
1.1 Procedure for determining emissions of visible pollutants under 
different conditions of steady-state operation over the full 
load curve. 
1.2 The test may be performed either on an engine or on a vehicle. 
2. PRINCIPLE OF MEASUREMENT 
2.1 The opacity of the exhaust gases produced by the engine 
operating at full load under steady-state conditions shall be 
measured. 
2.2 A sufficient number of measurements ranging from the maximum 
rated speed to the minimum rated speed shall be made. The 
extreme measuring points shall be at the two extremities of the 
interval defined above, and one measuring point shall coincide 
with the speed at which the engine develops maximum power and 
the speed at which it develops maximum torque. 
3. TEST CONDITIONS 
3.1 Motor vehicle 
3.1.1 The engine or the vehicle shall be presented in good mechanical 
condition. The engine must have been run in. 
3.1.2 The engine shall be tested with the equipment specified in 
Appendix 5 to this Annex. 
3.1.3 When testing an engine, its power shall be measured in 
accordance with the special regulation on maximum power, but 
the tolerances laid down in item 3.1.4 shall apply. When 
testing a vehicle, checks shall be made to ensure that the fuel 
flow rate is no lower than that specified by the manufacturer. 
3.1.4 As regards the power of the engine measured on the bench during 
steady-state operation testing over the full load curve, the 
following tolerances shall be allowed according to the power 
declared by the manufacturer: 
- maximum power +. 2% 
- at other measuring points + 6%/-2% 
3.1.5 The exhaust device shall not have any leaks likely to dilute 
the gases emitted by the engine. If an engine has more than 
one exhaust outlet, they shall be linked up to one single 
outlet at which the opacity shall be measured. 
-zyi-
3.1.6 The settings of the engine shall be those prescribed by the 
manufacturer for normal use. In particular, the cooling water 
and oil shall both be at the normal temperatures prescribed by 
the manufacturer. 
3.2 Fuel 
The reference diesel fuel the specifications for which are set 
out in Annex IV shall be used for the test. 
3.3 Test laboratory 
3.3.1 The absolute temperature T, expressed in K, of the air1 
admitted into the engine shall be measured no more than 15 cm 
before the air is admitted to the air filter or, If there is no 
air filter, no more than 15 cm from the air intake. 
Atmospheric pressure ps, expressed in kPa, shall also be 
measured and the atmospheric factor fa shall be determined in 
accordance with the provisions in the special regulation on 
maximum power, in accordance with the following provisions: 
3.3.1.1 Engines with natural aspiration or a mechanical supercharger: 
0,7 
fa 
' ps lps' V2987 
3.3.1.2 Engines with turbocharger with or without charge-air cooling: 
0,7 1,5 
fa - /ai) . /_!_) 
\ps' \ 298 ' 
3.3.2 If a test is to be recognized as valid, the parameter fa must 
be such that 0.98 < fa < 1.02. 
3.4 Sampling and measuring equipment 
The light absorption coefficient of exhaust gases shall be 
measured using an opacimeter which meets the specifications of 
Appendix 4 and is installed in accordance with the 
specifications of Appendix 5. 
4. EVALUATING THE LIGHT-ABSORPTION COEFFICIENT 
4.1 The nominal flow of gas shall be calculated for each of the 
rotation speeds for which the absorption coefficient is 
measured in accordance with item 2.2 above by means of the 
fol lowing formulae: 
- two-stroke engines G - Vn 
60 
- four-stroke engines G - Vn 
120 
The test may be performed in an air-conditioned test cell where the 
atmospheric conditions can be controlled. 
U7 
-zîi-
where 
G « the nominal flow of gas in litres per second (l/s) 
V « the cylinder capacity expressed in litres (I) 
N - the rotation speed expressed in rpm 
4.2 If the nominal flow value does not correspond with one of the 
values given in the table in Appendix 3, the limit value to be 
used shall be determined by interpolating a proportional value 
APPENDIX 2 
FREE ACCELERATION TEST 
1. TEST CONDITIONS 
1.1 Tests shall be performed on an engine installed on a test bench 
or on a vehicle. 
1.1.1 If the engine is tested on a bench, it shall be tested as soon 
as possible after the test to check opacity under steady-state 
operation over the full load curve. In particular the cooling 
water and oil shall both be at the normal temperatures 
prescribed by the manufacturer. 
1.1.2 If the engine is tested on a stationary vehicle, the engine 
shall first be operated under its normal operating conditions 
either on the road or in a dynamic test. The measuring test 
shall be conducted as soon as possible after the end of this 
warming-up per iod. 
1.2 The combustion chamber shall not have been cooled or clogged by 
excessive idling before the test. 
1.3 The test conditions set out in items 3.1, 3.2 and 3.3 of 
Appendix 1 shall apply. 
1.4 The conditions concerning the sampling and measuring equipment 
set out in item 3.4 of Appendix 1 shall apply. 
2. TEST PROCEDURE 
2.1 Emissions of visible pollutants under free acceleration shall 
be measured with the motor operating at maximum rated speed and 
at max imum power. 
2.2 When the test is carried out on the bench, the engine shall be 
disconnected from the brake, this being replaced either by the 
driven rotating parts when the gearbox is in neutral, or by an 
inertia that is perceptibly equivalent to that of those parts. 
2.3 When the test is carried out on a vehicle the gearbox control 
shall be in neutral and the clutch engaged. 
2.4 With the engine idling, the accelerator shall be operated 
rapidly but gently in order to obtain maximum flow from the 
injection pump. This position shall be maintained until 
maximum engine speed has been achieved and the governor cuts 
in. As soon as this speed has been reached, the accelerator 
shall be released until the engine returns to idling speed and 
the opacimeter again registers accordingly. 
- z%-
2.5 The operation described in item 2.5 above shall be repeated at 
least six times in order to clear the exhaust system and, if 
necessary, in order to reset the measuring equipment. The 
maximum opacity values obtained at each successive acceleration 
shall be recorded until a stabilized value is obtained. No 
account shall be taken of values recorded during the idling 
period following each acceleration period. Values shall be 
considered to have stabilized when four consecutive values come 
within a range of no more than 0.25 m~1 and do not form a 
decreasing series. The absorption coefficient XM recorded 
shall be the arithmetic mean of these four values. 
2.6 Engines equipped with a turbocharger shall, where appropriate, 
be governed by the following special conditions: 
2.6.1 In the case of engines equipped with a turbocharger which is 
either driven by a coupler or is driven mechanically by the 
engine and may be disconnected, two complete measuring cycles 
shall be performed with preliminary acceleration, the 
compressor being connected for one and disconnected for the 
other; the measurement result adopted shall be the higher of 
the two; 
2.6.2 If the engine has more than one exhaust outlet, the tests shall 
be performed by combining all the outlets in one suitable 
device to mix the gases together and discharge them through one 
sole outlet; however, tests under free acceleration may be 
performed at each of the outlets, in which case the value used 
to calculate the corrected absorption coefficient shall be the 
arithmetic mean of the values recorded at each outlet and the 
test shall be considered valid only if the extreme values 
measured do not differ by more than 0.15 m"1. 
3. DETERMINATION OF THE CORRECTED VALUE FOR THE ABSORPTION 
COEFFICIENT 
These provisions shall apply if the absorption coefficient 
under steady-state operation has actually been arrived at on 
the same derivative engine type. 
3.1 Symbols 
XM - the value of the absorption coefficient under 
acceleration in neutral, measured as laid down in 
item 2.6; 
Xj_ • the corrected value of the absorption coefficient 
under free acceleration; 
SM - the value of the absorption coefficient measured under 
steady-state operation (see item 2.1 of Appendix 1) 
which is closest to the prescribed limit value 
corresponding to the same nominal flow; 
SL - the value of the absorption coefficient laid down in 
item 4.2 of Appendix 1 for the nominal flow 
corresponding to the measuring point which gave the 
value SM-
- tri -
3.2 Since absorption coefficients are expressed in m-1, the 
corrected value XL is given by the smaller of the following 
two expressions: 
SM 
or 
XL - XM + 0.5 
APPENDIX 3 
LIMIT VALUES APPLICABLE IN STEADY-STATE TESTS 
Nom i naI fIow G Absorption coefficient k 
Iitrès/second m"1 
< 42 2,26 
45 2,19 
50 2,08 
55 1,985 
60 1,90 
65 1,84 
70 1,775 
75 1,72 
80 1,665 
85 1,62 
90 1,575 
95 1,535 
100 1,495 
105 1,465 
110 1,425 
115 1,395 
120 1,37 
125 1,345 
130 1,32 
135 1,30 
140 1,27 
145 1,25 
150 1,225 
155 1,205 
160 1,19 
165 1,17 
170 1.155 
175 1,14 
180 1,125 
185 1,11 
190 1,095 
195 1,08 
>200 1,065 
mis. : Although the above values have been rounded off to the nearest 
0.01 or 0.005, this does not mean that the measurements have to 
be made to this degree of accuracy. 
APPENDIX 4 
SPECIFICATIONS FOR OPACIMETERS 
1. FIELD OF APPLICATION 
This Appendix defines the conditions which must be met by the 
opacimeters used in the tests described in Appendices 1 and 2. 
2. BASIC SPECIFICATIONS FOR OPACIMETERS 
2.1 The gas to be measured shall be contained in a chamber whose 
internal surface is non-reflecting. 
2.2 The effective length of the passage of rays of light through 
the gas being measured shall be determined taking into account 
the possible effect of the devices to protect the light source 
and the photoelectric cell. This length shall be indicated on 
the apparatus. 
2.3 The opacimeter's measurement indicator shall have two scales, 
one in absolute units of light absorption from 0 to (m~1) and 
the other a linear scale from 0 to 100; on both scales 0 shall 
indicate total light and the maximum total absence of light. 
3. MANUFACTURING SPECIFICATIONS 
3.1 General 
The opacimeter shall be such that, under steady-state operating 
conditions, the smoke chamber shall be full of smoke with 
uni form opaci ty. 
3.2 Smoke chamber and opacimeter housing 
3.2.1 The possibility of unwanted light reaching the photoelectric 
cell as a result of internal reflection or the effects of 
diffusion shall be kept to a minimum (e.g. by colouring 
internal surfaces matt black and arranging them in a suitable 
way). 
3.2.2 The optical characteristics shall be such that the combined 
effect of diffusion and reflection does not exceed one unit on 
the linear scale when the smoke chamber is full of smoke with 
an absorption coefficient in the region of 1.7 m""1. 
3.3 Light source 
The light source shall be an incandescent lamp with a colour 
temperature between 2 800 and 3 250"K. 
3.4 Receiver 
3.4.1 The receiver shall consist of a photoelectric cell with a 
spectral response curve similar to the photopic curve of the 
human eye (maximum response in the 550/570 nm band, less 
than 4% of this maximum response below 430 nm and above 
680 nm). 
-2ft-
3.4.2 Construction of the electrical circuit containing the 
measurement indicator shall be such that the output current of 
the photoelectric cell is a linear function of the intensity of 
light received in the range of operating temperatures of the 
photoelectric eel I. 
3.5 Measurement scale 
3.5.1 The light absorption coefficient k shall be calculated by means 
of the formula t - d0.e~KL, where L is the effective length 
of the passage of light beams through the gas being measured, 
6Q is the flow of light in and 0 is the flow of light out. 
When the effective length L of a type of opacimeter may not be 
evaluated directly according to its geometry, the actual length 
L shall be determined: 
- either by the method described in item 4, or 
- by comparison with another type of opacimeter whose 
actual length is known. 
3.5.2 The relation between the linear scale from 0 to 100 and the 
absorption coefficient k shall be arrived at by means of the 
fol lowing formula: 
* - 1 loge d - _N_J 
L 100 
where N is the reading on the linear scale and k the 
corresponding absorption coefficient value. 
3.5.3 The measurement indicator of the opacimeter shall allow reading 
of an absorption coefficient of 1.7 m~1 with an accuracy of 
0.025 m~1. 
3.6 Setting and testing the measuring equipment 
3.6.1 The electrical circuit of the photoelectric cell and the 
indicator shall be adjustable so that the needle can be set to 
zero when the flow of light passes through a smoke chamber 
filled with clean air or a chamber with identical 
characterist ics. 
3.6.2 With the lamp off and the electrical measuring circuit off or 
short-circuited, the reading from the scale of absorption 
coefficients shall beooand, with the measuring circuit on 
again the value shall still be^o. 
3.6.3 An intermediate check shall be carried out by placing in the 
smoke chamber a filter which represents a gas whose absorption 
coefficient, k, measured as described in item 3.5.1, is known 
to be between 1.6 m~1 and 1.8 m~1. The k value must be 
known to within 0.025 m~1. The check is designed to ensure 
that the value differs by no more than 0.05 m~1 from that 
shown on the measurement indicator once the filter has been 
inserted between the light source and the photoelectric cell. 
-Z&D -
3.7 Opacimeter response 
3.7.1 The response time of the electrical measuring circuit, which is. 
the time it takes for the indicator to reach a total deflection 
of 90% of the full scale when a screen is inserted which fully 
obscures the photoelectric cell, shall be between 0.9 and 1.1 
second. 
3.7.2 Damping of the electrical measuring circuit shall be such that 
the initial exceeding of the final stable value after any 
momentary variation in the input value (e.g. the check filter) 
does not exceed 4% of this value in the units in the linear 
scale. 
3.7.3 The response time of the opacimeter to physical phenomena in 
the smoke chamber, which is the period of time beween the 
gases first entering the measuring device and the gases 
completely filling the smoke chamber, shall not be more than 
0.4 second. 
3.7.4 These provisions shall apply only to opacimeters used to 
measure opacity under free acceleration. 
3.8 Pressure of the gas to be measured and the scavenging air. 
3.8.1 The pressure of the exhaust gases in the smoke chamber shall 
not differ from that of the ambient air by more than 75 mm 
water column. 
3.8.2 Variations in the pressure of the gases being measured and the 
scavenging air shall not cause the absorption coefficient to 
vary by more than 0.05 m~1 for a gas corresponding to an 
absorption coefficient of 1.7 m~1. 
3.8.3 The opacimeter shall be fitted with devices capable of 
measuring the pressure in the smoke chamber. 
3.8.4 The manufacturer of the appliance shall indicate the limits in 
variation of the pressure of the gas and the scavenging air in 
the smoke chamber. 
3.9 Temperature of the gas being measured. 
3.9.1 Throughout the smoke chamber, the temperature of the gas at the 
time of measurement shall be between 70'C and a maximum 
temperature specified by the manufacturer of the opacimeter, 
such that readings over this range of temperatures shall not 
vary by more than 0.1 m~1 when the chamber is full of a gas 
with an absorption coefficient of 1.7 m~1. 
3.9.2 The opacimeter shall be equipped with devices to measure 
temperature in the smoke chamber. 
-2gl -
4. EFFECTIVE LENGTH "L" OF THE OPACIMETER 
4.1 General 
4.1.1 In certain types of opacimeter, the gases between the light 
source and the photoelectric cell, or between the transparent 
components protecting the light source and the photoelectric 
cell, does not have constant opacity. In these cases the 
effective length L is that of a column of gas of uniform 
opacity resulting in the same light absorption as that observed 
when the gas passes through the opacimeter normally. 
4.1.2 The effective length of the passage of the light rays is 
obtained by comparing the reading N on the opacimeter operating 
normally with the reading N0 obtained with the opacimeter 
modified so that the test gas fills a carefully defined length 
Lo-
4.1.3 Comparative readings shall be taken in rapid succession in 
order to determine the correct place of zero. 
4.2 Method of evaluating L 
4.2.1 The test gases shall be the exhaust gases with constant opacity 
or absorbent gases with a density in the order of that of the 
exhaust gases. 
4.2.2 A column L0 of the opacimeter which may be uniformly filled 
with the test gases and with bases more or less perpendicular 
to the direction of the light rays shall be determined 
accurately. This length L0 shall be close to the supposed 
effective length of the opacimeter. 
4.2.3 The average temperature of the test gases in the smoke chamber 
shalI be measured. 
4.2.4 If necessary, an expansion vessel with sufficient capacity to 
neutralize pulsations and of compact shape may be incorporated 
into the sampling line, as near the probe as possible. A 
cooling device may also be installed. Addition of an expansion 
vessel and a cooling device shall not unduly affect the 
composition of the exhaust gases. 
4.2.5 The test to determine effective length shall consist in passing 
a sample of test gas alternately through the opacimeter 
operating normally and through the same apparatus modified as 
described in item 4.1.2. 
4.2.5.1 The readings given by the opacimeter shall be recorded on a 
continuous basis during the test with a recording device whose 
response time is as equivalent to that of the opacimeter as 
possible. 
4.2.5.2 With the opacimeter operating normally, the reading on the 
linear scale shall be N and that of the average temperature of 
the gases expressed in degrees Kelvin shall be T. 
- l%7 -
4.2.5.3 With the known length LQ filled with the same test gas, the 
reading on the linear scale shall be NQ and that of the 
average temperature of the gases expressed in degrees Kelvin 
shalI be T0. 
4.2.6 The effective length shall be: 
log ( 1 - N ) 
100 
L - L0 T 
T0 log ( 1 - _No ) 
100 
4.2.7 The test shall be repeated with at least four test gases to 
give readings spaced regularly along a linear scale from 20 to 
80. 
4.2.8 The effective length L of the opacimeter shall be the 
arithmetic mean of the effective lengths obtained as defined in 
item 4.2.6 with each of the test gases. 
- ?Jè'i-
APPENDIX 5 
INSTALLATION AND USE OF THE OPACIMETER 
1. FIELD OF APPLICATION 
This Appendix contains specifications for the installation and 
use of opacimeters designed for use in the tests described in 
Appendices 1 and 2. 
2. SAMPLING OPACIMETER 
2.1 Installation for steady-state testing 
2.1.1 The ratio between the surface area of the section of the probe 
and that of the exhaust pipe shall be at least 0.05. The 
back-pressure measured in the exhaust pipe at the probe inlet 
shall not exceed 75 mm of water. 
2.1.2 The probe shall be a tube with its open end facing forwards in 
the axis of the exhaust pipe, or of the extension piece if 
used. It shall be placed in a section where distribution of 
the gas is approximately uniform. In order to achieve this, 
the probe shall be placed as far downstream of the exhaust pipe 
as possible, or extension piece if used, so that, if D is the 
diameter of the exhaust pipe at its outlet, the end of the 
probe is placed in a rectilinear section having a length of at 
least 6 D upstream of the sampling point and 3 D downstream. 
If an extension tube is used no air shall be allowed to enter 
at the joint. 
2.1.3 The pressure in the exhaust pipe and the nature of the drop in 
pressure in the sampling line shall be such that the probe 
collects a sample which is virtually equivalent to that which 
would be obtained by isokinetic sampling. 
2.1.4 If necessary, an expansion vessel of compact shape and with 
sufficient capacity to neutralize any pulsations may be 
incorporated into the sampling line, as near the probe as 
possible. A cooling device may also be installed. The 
expansion vessel and the cooling device shall be so designed 
that they do not unduly affect the composition of the exhaust 
gases. 
2.1.5 A butterfly valve, or another means of increasing the sampling 
pressure, may be fitted inside the exhaust pipe at least 3 D 
downstream of the sampling probe. 
2.1.6 The pipes between the probe, the cooling device, the expansion 
vessel (if used) and the opacimeter shall be as short as 
possible, whilst meeting the pressure and temperature 
requirements laid down in items 3.8 and 3.9 in Appendix 4. The 
pipes shall slope upwards from the sampling point to the 
opacimeter and there shall be no sharp bends where soot can 
accumulate. If not incorporated in the opacimeter, a bypass 
valve shall be fitted upstream. 
2.1.7 During the test, checks shall be made to ensure that the 
provisions of item 3.8 in Appendix 4 on pressure and those of 
item 3.9 on temperature in the measuring chamber are being met. 
2.2 Installation for tests under free acceleration. 
2.2.1 The ratio between the surface area of the section of the probe 
and that of the exhaust pipe shall be at least 0.05. The 
back-pressure measured in the exhaust pipe at the probe inlet 
shall not exceed 75 mm of water. 
2.2.2 The probe shall be a tube with its open end facing forwards in 
the axis of the exhaust pipe, or of the extension piece if 
used. It shall be placed in a section where distribution of 
the gas is approximately uniform. In order to achieve this, 
the probe shall be placed as far downstream of the exhaust pipe 
as possible, or extension piece if used, so that, if D is the 
diameter of the exhaust pipe at its outlet, the end of the 
probe is placed in a rectilinear section having a length of at 
least 6 D upstream of the sampling point and 3 D downstream. 
If an extension tube is used no air shall be allowed to enter 
at the joint. 
2.2.3 The sampling system shall be such that all engine speeds the 
pressure of the sample in the opacimeter is within the limits 
laid down in item 3.8.2 of Appendix 4. This can be checked by 
noting the pressure of the sample at idling speed and at 
maximum speed under no load. Depending on the type of 
opacimeter, the pressure of the sample can be controlled by 
installing a collar or a butterfly valve in the exhaust pipe or 
the extension piece. Whatever the method used, the 
back-pressure measured in the exhaust pipe at the probe inlet 
shall not exceed 75 mm of water. 
2.2.4 The pipes connected to the opacimeter shall be as short as 
possible. The pipe shall slope upwards from the sampling point 
to the opacimeter and there shall be no sharp bends where soot 
can accumulate. A bypass valve may be installed before the 
opacimeter to isolate the exhaust gases, except when 
measurements are being taken. 
3. TOTAL FLOW OPACIMETER 
The only general precautions to be observed for tests under 
steady state operation and under free acceleration are as 
fol lows : 
3.1 The pipes connecting the exhaust system and the opacimeter 
shall be such that no outside air may enter. 
3.2 The opacimeter connection pipes shall be as short as possible 
as for the sampling opacimeters. The pipes shall slope upwards 
from the exhaust pipe to the opacimeter and there shall be no 
sharp bends where soot can accumulate. A bypass valve may be 
installed before the opacimeter to isolate the flows of exhaust 
gases, except when measurements are being taken. 
3.3 A cooling system upstream of the opacimeter may also be 
t . * necessary. 
- zs<-
ANNEX IV 
SPECIFICATIONS FOR THE REFERENCE FUEL (PETROL) 
Technical characteristics of the reference fuel: 
CEC 08-A-85 (Type: MpremiumM unleaded petrol) 
to be used for the test on two- or three-wheel vehicles 
Character ist ics Limits and units 
min. max. ASTM Method1> 
Research octane number (RON) 
Motor octane number (MON) 
Specific gravity at 15'C 
Vapour pressure (Reid) 
DistiIlation 
Initial boiIing point 
-10 % vol. 
-50 % voI. 
-90 % voI. 
Final boiIing point 
Residue 
Hydrocarbon analysis 
-olef ins 
-aromat ics 
•paraff ins 
Hydrocarbon/hydrogen ratio 
Resistance to oxidation 
Gasoline existent gum 
Sulphur content 
Copper-strip corrosion, 50*C 
Lead content 
Phosphorus content 95.0 
85.0 
0.748 
0.56 bar 
24 *C 
42 *C 
90 *C 
155 *C 
190 'C 0.762 
0.64 bar 
40 *C 
58 *C 
110 *C 
180 *C 
215 *C 
2 % D 2699 
D 2700 
D 1298 
D 323 . 
86 
86 
86 
86 
86 
86 
20 % voI. 
(of which 
5% voI. 
benzol*) 45 % vol. 
add it ional 
rat io 
480 min 
4 mg/100ml 
0.04 % 
by mass 
1 
0.005 g/l 
0.0013 g/l D 1319 
*D 3606/D 2267 
D 1319 
D 525 
D 381 
D 1266/D 2622 
/D2785 
D 130 
D 3237 
D 3231 
*) NB: Addition of elements containing oxygen prohibited. 
1) Initials of the American Society for Testing and Materials, 1916 Race 
Street, Philadelphia, Pennsylvania 19103, USA 
2Sb-
SPECIFICATIONS FOR THE REFERENCE FUEL (DIESEL) 
(CEC RF 03-A-84) 
Character ist ics 
Specific gravity at 15'C 
Cetane index 
Dist iIlat ion point 
50% voI. 
90% voI. 
Final point 
Viscosity at 40*C 
Sulphur content 
2785 
Flashpoint 
Cold f iIter plugging 
point 
Conradson carbon (residue) 
10 % 
Ash content 
Water content 
Copper-strip corrosion 
at 100*C 
Neutralization number 
Oxidation resistance Limits and uni ts 
min. 0,835 kg/I 
max. 0,845 kg/I 
min. 49 
max. 53 
min. 245*C 
min. 320"C 
max. 340'C 
max. 370"C 
min. 2,5 mm^/s 
max. 3,5 mm2/s 
min. to carry over 
max. 0,30 % (mass) 
min. 55'C 
max.-5'C 
max. 0,20 % (mass) 
max. 0,01 % (mass) 
max. 0,05 % (mass) 
max. 1 
max. 0,20 mg KOH/g 
max . 2,5 mg/100ml ASTM method 
D 1298 
D 613 
D 86 
D 445 
D 1266, D 2622 ou D 
D 93 
(CEN) EN116 
or IP309 
D 189 
D 482 
D 95 or D 1744 
D 130 
D 974 
D 2274 
Note 1 : The equivalent ISO methods shall be specified if these have been 
published for all the characteristics listed above. 
Note 2: The figures given under "Distillation" refer to total quantities 
evaporated (including losses). 
Note 3: This fuel may be made of straight run distillates and cracked 
distillates; it may be sulphur-free. It may not contain metallic 
add it ives. 
- ?8j -
Note 4: The values stated in the specifications are "actual values". The 
terms used to determine limit values were those in the ASTM 
Standard D 3244 "Defining a basis for Petroleum Product Quality 
Disputes", and the maximum was set by taking a minimum difference of 
2R above zero; a maximum and a minimum were set by taking a minimum 
difference of 4R (R - reproducibility). 
Although this measure is necessary for statistical reasons, a fuel 
producer should strive for the zero value when the maximum stipulated 
is 2R, and the average value when there is a minimum and a maximum. 
The terms of ASTM Standard D 3244 shall be applied when determining 
whether a fuel meets these specifications. 
Note 5: If it is necessary to calculate the thermal efficiency of an engine or 
a vehicle, the calorific value of the fuel may be obtained by means of 
the following formula: 
Lower calorific value (in MJ/kg) « 
(46.423 - 8.792d2 + 3.170d) (1 - (x +y +s) + 
9.420s - 2.499X 
where 
d - density measured at 15*C 
x - water content, in terms of mass (% divided by 100) 
y - ash content, in terms of mass (% divided by 100) 
s - sulphur content, in terms of mass (% divided by 100). 
- 28F-
ANNEX V 
INFORMATION DOCUMENT 
IN RESPECT OF MEASURES TO COUNTER ATMOSPHERIC POLLUTION 
CAUSED BY A TYPE OF TWO- OR THREE-WHEEL MOTOR VEHICLE1) 
(to be attached to the application for component type approval 
where this is submitted spearately from the application for 
vehicle type approval) 
Order number (assigned by the applicant) 
The application for component type approval in respect of measures to counter 
atmospheric poI lut ion-caused by a type of two- or three-wheel motor vehicle 
shall contain the information set out in Annex II to Directive 92/61/CEE of 
30 June 1992, under A, in items: 
0.1. 
0.2. 
0.4. to 0.6. 
2. to 2.3.2. 
3. to 3.2.2. 
3.2.4. to 3.2.4.4. 
3.2.6. to 3.2.6.7. 
3.2.7. to 3.2.13. 
3.5. to 3.6.3.1.2. 
4. to 4.6. 
1) The manufacturer shall supply data equivalent to those set out below for 
conventional engines or systems. 
(18] 
ANNEX VI 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF MEASURES TO COUNTER ATMOSPHERIC POLLUTION CAUSED 
BY A TYPE OF TWO- OR THREE-WHEEL MOTOR VEHICLE 
MODEL 
Name of 
Administrât ion 
Report No by testing body date 
Component type approval Extension No 
1. Make or trade name of vehicle 
2. Type of veh icle 
3. Manufacturer's name and address 
4. Name and address of manufacturer's representative (if any) 
5.. Vehicle submitted for test on 
6. Component type approval granted/refused' 
7. Place 
8. Date 
9. Signature 
* Delete as appropriate 
-2C\0 -
CHAPTER 6 
FUEL TANKS 
FOR TWO OR THREE-WHEEL MOTOR VEHICLES 
ANNEX 
BUILD REQUIREMENTS 
1. GENERAL 
1.1 Fuel tanks shall be made with materials the thermal, mechanical 
and chemical behaviour of which continue to be appropriate under 
their intended conditions of use. 
1.2 Fuel tanks and the adjacent parts shall be designed in such a way 
as not to generate any electrostatic charge which could cause 
sparking between the tank and the chassis of the vehicle which 
could be likely to ignite the fuel/air mixture. 
1.3 Fuel tanks shall be made in such a way as to withstand corrosion. 
They shall pass the leak-tightness tests carried out by their 
manufacturer at a pressure that is twice the relative service 
pressure and, in any case, is at least equal to an absolute 
pressure of 130 kPa. Any excess pressure or any pressure 
exceeding the service pressure shall be automatically released by 
appropriate devices (orifices, safety valves, etc.). The 
ventilation orifices shall be designed in such a way as to 
preclude any risk of ignition. The fuel shall be unable to flow 
from the filler cap or any devices fitted in order to release 
excess pressure even if the tank is fully inverted; dripping will 
be tolerated. 
2. TESTS 
Fuel tanks made of anything other than metal are to be tested as 
described below and in that order : 
2.1. PERMEABILTY TEST 
2.1.1. Test method 
The fuel tank shall be tested at a temperature of 313 K ± 2 K. 
The test fuel to be used shall be the reference fuel defined in 
Chapter V on measures to counter atmospheric pollution by two or 
three-wheel wheel motor vehicles. 
The tank shall be filled up to 50% of its rated capacity with 
reference fuel and allowed to rest In the ambient air at a 
temperature of 313 K ± 2 K until there is a constant weight loss. 
That period shall be at least four weeks (pre-storage period). The 
tank shall be emptied and then refilled to 50% of its rated 
capacity with test fuel. 
The tank shall then be stored under the stabilizing conditions at 
a temperature of 313 K ± 2 K until its contents are at the test 
pressure. The tank shall then be closed. The pressure rise in the 
tank during the test may be compensated. 
-212-
The weight loss due to diffusion must be determined during the 
eight-week test. During that test a maximum quantity of 20 g may 
escape, on average, every 24 hours. If the diffusion losses are 
greater the fuel loss must also be determined at an ambient 
temperature of 296 K ± 2 K, all other conditions being maintained 
(pre-storage at 313 K ± 2 K). The loss determined under those 
conditions shall not exceed 10 g per 24 hours. 
When the test is conducted with internal pressure compensation, 
which must be mentioned in the test report, the fuel loss 
resulting from the pressure compensation must be taken into 
account when the diffusion loss is established. 
2.2. SHOCK TEST 
2.2.1. Test method 
The fuel tank shall be filled up to its nominal capacity with a 
mixture of 50 % water and ethylene glycol or with any other 
coolant which does not attack the fuel tank material, the 
cryoscopic point of which is lower than 243 K ± 2 K. 
The temperature of the substances contained in the fuel tank 
during the test shall be 253 K ± 5 K. The tank shall be cooled 
down at a corresponding ambient temperature. It is also possible 
to fill the fuel tank with a suitably refrigerated liquid provided 
that the fuel tank is left at the test temperature for at least an 
hour. 
A pendulum shall be used for the test. Its impact head shall take 
the form of an equilateral triangular pyramid having a radius of 
curvature of 3.0 mm at its peaks and tips. With a mass of 15 kg 
the pendulum's energy may not be less than 30.0 J. 
The points on the fuel tank to be tested shall be those considered 
at risk as a result of the fitting of the tank and its position on 
the vehicle. There must be no liquid leakage following a single 
impact at one of those points. 
2.3. MECHANICAL STRENGTH 
2.3.1. Test method 
The fuel tank shall be filled up to" its rated capacity, the test 
liquid used being water at 326 K ± 2 K. The relative internal 
pressure shall not be less than 30 kPa. Where the fuel tank has 
been designed to withstand relative internal pressure of use 
greater than 15 kPa, the relative test pressure to be applied 
shall be double the relative internal use pressure for which the 
tank has been designed. 
The tank shall remain closed for a period of 5 hours. 
No deformation which may arise may render the fuel tank unusable.' 
(For example, the tank must not be perforated). Account shall be 
taken of the specific fitting conditions if the deformation of the 
tank is to be assessed. 
2.4. FUEL-RES ISTENCE TEST 
2.4.1. Test method 
Six tensile-test pieces of approximately the same thickness shall 
be taken from the flat faces. Their tensile strength and elastic 
limits shall be established at 296 K i 2 K at an elongation rate 
of 50 mm/min. These values must be compared with the tensile 
strength and elasticity values obtained via similar tests using a 
fuel tank that has already been stored for the pre-storage period. 
The material must be considered to be acceptable if there has been 
no difference in tensile strength of more than 25%. 
2.5. FIRE-RES ISTENCE TEST 
2.5.1. Test method 
The tank material shall not burn at a flame speed greater than 
0.64 mm/sec in the test set out in Appendix 1. 
2.6. HIGH-TEMPERATURE TEST 
2.6.1. Test method 
The fuel tank, filled to 50% of its rated capacity with water at 
293 K ± 2 K, shall not display plastic deformation or leaks after 
storage for one hour at an ambient temperature of 343 K ± 2 K. 
After the test the tank shall always be fully usable. 
The testing device shall take account of the fitting conditions. 
2.7 ABRASION TEST 
2.7.1 This test shall apply solely to fuel tanks that are fully exposed 
and intended for two-wheel motor vehicles. 
2.7.2 Test method 
The tank, filled to 50% of its rated capacity with a liquid which 
does not attack the material, shall be laid on its side on a road 
surface. That surface shall be coated with concrete or bitumen 
and be clean and dry during the tests. 
The tank shall be drawn along by a traction sling in such a way as 
to reach a speed of 25 km/h in not more than six seconds. Once 
that speed has been reached the tank shall be released and then 
allowed to stop solely as a result of its friction against the 
ground. That speed shall be measured to a tolerance of 10%. If a 
leak then occurs it shall not exceed 30 g/min. The measurement 
shall last for at least one minute and at the most three minutes. 
The results shall be recorded immediately on conclusion of the 
test. 
APPENDIX 1 
1. TEST EQUIPMENT 
1.1. Test chamber 
A totally enclosed laboratory fume hood with a heat-resistent 
test-observation window (Note 1). 
The fume extractor fan shall be shut down during the test and 
restarted immediately after the test in order to remove any toxic 
combustion products. 
The test may also be carried out inside a metal box placed beneath 
the fume hood with the extractor fan operating. 
The top and bottom walls of the box must incorporate ventilation 
holes enabling sufficient air for the combustion to pass through 
while not subjecting the burning sample to a draught. 
Note 1 : A mirror may be used in certain test enclosures in order 
to provide a rear view of the sample. 
1.2. Supporting base 
A laboratory supporting base including two grips which can be set 
in any position by means of swivel joints. 
1.3. Burner 
A gas-fired BUNSEN (or TIRRIL) type with a 10 mm nozzle. 
The nozzle shall not receive any accessory. 
1.4. Metal mesh 
Mesh size 20. Square of 100 x 100 mm. 
1.5. Timer 
A timer or similar device with divisions not greater than 1 sec. 
1.6. Water bath 
1.7. Graduated scale 
Graduation in mi 11(metres. 
2. TEST SAMPLE 
2.1. At least 10 test samples 125 ± 5 mm long x 12.5 ± 0.2 mm wide must 
be taken direct from a typical fuel tank. 
lf otherwise prevented by the shape of the fuel tank part of the 
tank shall be moulded into a plate that is 3 mm thick and 
sufficient in area to enable the necessary samples to be taken. 
2.2. The samples must normally be tested in their type-approval state, 
unless otherwise specified. 
2.3. Two lines, one at 25 mm and the other at 100 mm from one end shall 
be cut into each sample. 
2.4. The edges of the test samples shall be sharply defined. Edges 
obtained by sawing shall be fine-sanded down in order to obtain a 
smooth finish. 
3. TEST METHOD 
3.1. The sample shall be attached to one of the grips on the base by 
the end closest to the 100 mm mark, its longitudinal axis being 
horizontal and its transverse axis at 45' to the horizontal. Below 
the test sample a (roughly 100 x 100 mm) woven metal screen shall 
be attached beneath the test sample, be located 10 mm horizontally 
below the edge of the sample and protrude roughly 13 mm beyond the 
edge of the sample (see Figure 1). Before each test any residue 
remaining on the metal screen shall be burnt or the screen 
replaced. 
A bath full of oil shall be placed on the fume hood table in such 
as way as to receive any incandescent particles which may fall 
during the test. 
3.2. The air supply to the burner shall be set in such a way as to 
obtain a blue flame roughly 25 mm high. 
3.3. The burner shall be placed such that its flame touches the outer 
edge of the test sample as shown in Figure 1 and at the same time 
the timer shall be started. 
The flame shall be held in contact for 30 seconds and if the 
sample deforms, melts or shrinks away from the flame the flame 
shall be moved in order to maintain contact with the sample. 
Significant deformation of the sample during the test may 
invalidate the result. The burner shall be withdrawn after 
30 seconds or when the flame front reaches the 25 mm mark. If it 
reaches this earlier the burner shall be moved at least 4 mm away 
from the sample and the fume hood. 
3.4. When the flame front reaches the 25 mm mark the time, in seconds, 
shall be noted on the timer as time t-j. 
3.5. The timer shall be stopped when combustion (with or without flame) 
stops or reaches the mark 100 mm from the free end. 
3.6. The time on the timer, in seconds, shall be noted as time t. 
-z%-
3.7. if the combustion does not reach the 100 mm mark the unburnt 
length from the 100 mm arc along the lower edge of the sample 
shall be measured, rounded up to the nearest millimetre. 
The burnt length shall be equal to 100 mm less the unburnt length 
expressed in mm. 
3.8. If a sample has burnt up to or beyond the 100 mm mark the 
combustion speed shall be : 
75 in mm/sec 
t - t, 
3.9. The test shall be repeated (3.1 to 3.8) until three samples have 
burnt up to or beyond the 100 mm mark or ten samples have been 
tested. 
If one sample out of 10 burns up to the 100 mm mark or beyond the 
test (3.1 to 3.8) shall be repeated on 10 new samples. 
4. EXPRESSION OF RESULTS 
4.1. If at least two samples have burnt up to the 100 mm mark the 
average speed of combustion (in mm/sec) which must be stated shall 
be the average of the combustion speeds of all of the samples that 
have burnt up to the mark. 
4.2. The average combustion time and length of combustion shall be 
stated if no sample out of ten or not more than 1 out of 20 has 
burnt up to the 100 mm mark. 
4.2.1. Average Combustion Time (ACT) : 
ACT - (t - 30 seconds) 
number of samples 
rounded up or down to the nearest 5-second multiple : 
thus "less than 5 seconds" must be stated if combustion lasts lesf 
than 3 seconds following withdrawal of the burner. 
In no case must an ACT of 0 be given. 
4.2.2. Average Combustion Length (ACL) : 
ACL - (100 mm - unburnt length) 
number of samples 
rounded up or down to the nearest multiple of 5 mm; 
where there are combustion lengths of less than 3 mm state "less 
than 5 mm". 
In no case must an ACL of 0 be given. 
Where a single sample burns up to the mark the combustion length 
shall be counted as 100 mm. 
4.3. The complete results must include the following information : 
-w -
4.3.1. Identification of the sample, including the method of preparation 
and storage. 
4.3.2. Average sample thickness to be ± 1 %. 
4.3.3. Number of samples tested. 
4.3.4. Dispersion of the combustion time values. 
4.3.5. Dispersion of the combustion length values. 
4.3.6. If a sample does not burn up to the mark because it drips, runs or 
breaks up into burnt particles this must be stated. 
4.3.7. If a sample is reignited by burning material deposited on the 
woven metal screen that must be stated. 
Figure 1 : TEST APPARATUS 
Testpiece 
45a 
-1W-
APPENDIX 2 
INFORMATION DOCUMENT 
IN RESPECT OF THE 
FUEL TANK 
FOR A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
(to be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
Order N* (assigned by the applicant) : 
The application for component type approval in respect of the fuel tank for a 
type of two or three-wheel motor vehicle shall contain the information set out 
in Annex II to Directive 92/61/EEC of 30.6.1992, under A in items: 
0.1. 
0.2. 
0.4. to 0.6. 
3.2.2. to 3.2.3.3. 
In addition the following information is required: 
(a) make or trade name of tank 
(b) manufacturer's name and address 
(c) name and address of manufacturer's representative (if any). 
-W\ -
APPENDIX 3 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF THE 
FUEL TANK 
FOR A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
Name of administration 
Report N* by Test ing Body Date 
Component type approval number Ex tens ion No 
1. Make or trade name of veh i cle : 
2. Type of veh i cIe : 
3. Manufacturer's name and address : 
4. Name and address of manufacturer's representative (if any) 
5. Vehicle submitted for test on : 
6. Component type approval granted/refused (*) 
7. Place : 
8. Date : 
9. Signature : 
(*) Delete as appropriate. 
ANNEX II 
REQUIREMENTS CONCERNING THE FITTING OF FUEL TANKS 
AND FUEL SUPPLY SYSTEMS TO TWO OR THREE-WHEEL MOTOR VEHICLES 
1. FUEL TANK 
Tank attachment systems shall be designed, manufactured and installed in 
such a way as to fulfil their function whatever the driving conditions. 
2. FUEL SUPPLY SYSTEM 
Engine fuel system components shall be suitably protected by a part of the 
frame or bodywork in such a way that they cannot strike against obstacles 
on the ground. That protection is not required if the components in 
question, when located beneath the vehicle, are further from the ground 
than the part of the frame or bodywork that is located immediately ahead of 
them. 
The fuel supply system shall be designed, manufactured and installed in 
such a way as to withstand the effects of any internal and external 
corrosion to which it is exposed. No motion due to torsion, flexing and 
vibration of the vehicle structure, engine and transmission shall subject 
fuel-system components to abnormal friction or stressing. 
-loi -
APPENDIX 1 
INFORMATION DOCUMENT 
IN RESPECT OF THE 
FITTING OF A FUEL TANK OR TANKS 
TO A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
(to be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
Order N' (assigned by the applicant) 
The application for component type approval in respect of the fitting of a 
fuel tank or tanks to a type of two or three-wheel motor vehicle shall contain 
the information set out in Annex II to Directive 92/61/EEC of 30.6.1992, under 
A, in items: 
0.1. 
0.2. 
0.4. to 0.6. 
3.2.3.3 
-?û£ -
APPENDIX 2 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF 
THE FITTING OF A FUEL TANK OR TANKS 
TO A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
Name of administration 
Report N* by Testing Body Date 
Component type approvaI number Ex tens ion No 
1. Make or trade name of vehicle : 
2. Type of veh i cIe : 
3. Manufacturer's name and address : 
4. Name and address of manufacturer's representative (if any) 
5. 
6. 
7. 
8. 
9. Vehicle submitted for test on : 
Component type approval granted/refused (*) 
Place : 
Date : 
Signature : 
(*) Delete as appropriate. 
"5CS -
CHAPITRE 7 
ANT I-TAMPERING MEASURES FOR MOPEDS AND MOTORCYCLES 
-sw-
ANNEX 
1- DEFINITIONS 
For the purposes of this Chapter: 
1.1 "Anti-tampering measures for two-wheeled mopeds and motorcycles" 
means a series of technical requirements and specifications the 
aim of which is to prevent, as far as possible, unauthorized 
modifications which may prejudice safety, in particular by 
increasing vehicle performance, and damage the environment. 
1.2 "Vehicle performance" 
means the maximum speed of mopeds and the engine power of 
motorcycles. 
1.3 "Vehicle categories" 
means vehicles subdivided into the following categories: 
1.3.1 Category A vehicles - mopeds. 
1.3.2 Category B vehicles - motorcycles with a cylinder capacity less 
than or equal to 125 cc and a power less than or equal to 11 kW 
1.3.3 Category C vehicles - motorcycles with a power less than or 
equal to 25 kW and a power/mass ratio less than or equal to 
0.16 kW/kg. 
1.3.4 Category D vehicles - motorcycles other than those in categories 
B or C. 
1.4 "Unauthorized modification" 
means a modification which is not permitted by this Chapter. 
1.5 "InterchangeabiIity of parts" 
means the interchangeabiIity of parts which are not identical. 
1.6 "Inlet conduit" 
means the combination of the inlet passage and the intake pipe. 
1.7 "Inlet passage" 
means the passage for the intake of air within the cylinder, 
cylinder-head or crankcase. 
(19 
1.8 "Intake pipe" 
means a part connecting the carburettor or air-control system 
and the cylinder, cylinder-head or crankcase. 
1.9 "Intake system": 
means the combination of the inlet conduit and the intake 
silencer. 
1.10 "Exhaust system" 
means the combination of the exhaust pipe, expansion box and the 
exhaust silencer. 
1.11 "Special tools" 
means tools which are made available to distributers authorized 
by the vehicle manufacturer and are not available to the general 
pub lie. 
2. GENERAL PROVISIONS 
2.1 InterchangeabiIity of non-identical parts between component-
type-approved vehicles. 
2.1.1 For any vehicle in categories A or B, the interchangeabiIity of 
the following components: 
(a) for two-stroke vehicles: cylinder/piston, carburettor, 
intake pipe, exhaust system 
(b) for four-stroke vehicles: cylinder head, camshafts, 
cylinder/piston, carburettor, intake pipe, exhaust system 
between that vehicle and any other vehicle from the same 
manufacturer shall not be permitted if such interchangeabiIity 
results in the vehicle's power exceeding the limits for its 
category in the case of category A vehicles or the vehicle's 
maximum design speed increasing by more than 10% in the case of 
category B vehicles. 
2.1.2 The interchangeabiIity of components between a category C 
vehicle and a vehicle from the same manufacturer in another 
category shall not be permitted unless either: 
the difference in power between the vehicles in question is 
less than or equal to 10% 
at least two of the following components account for at 
least 75% of the difference in performance: 
(a) for two-stroke vehicles: exhaust and intake systems, 
exhaust timing, ignition curve, cylinder/piston, crankshaft, 
connecting rod, carburettor 
(b) for four-stroke vehicles: cylinder head (intake and/or 
exhaust) camshaft, piston/cylinder, exhaust and intake 
systems, crankshaft, connecting rod, carburettor, electronic 
engine-control unit. 
2.1.3 For any vehicle from the same manufacturer in category D, the 
interchangeabiIity of the components indicated in point 2.1.1(a) 
and (b) shall be prohibited if more than 75% of the difference 
in power between the vehicles in question is attributable to a 
single one of the components, and in any case the maximum power 
of 74 kW must not be exceeded. 
2.1.4 In cases involving the interchangeabiIity of components, the 
manufacturer shall ensure that the competent authorities are 
provided with the necessary information and, where appropriate, 
the necessary vehicles to enable them to verify that the 
requirements of this paragraph have been met. 
2.2 The manufacturer shall declare that modifications of the 
following characteristics shall not increase the maximum power 
of a motorcycle by more than 10% or increase the maximum speed 
of a moped by more than 5 km/h: 
- ignition (advance, etc.), fuel feed system. 
2.3 Motorcycles shall comply with the requirements of one of the 
following points 2.3.1 or 2.3.2 or 2.3.3: 
2.3.1 An unremovable sleeve shall be located in the inlet conduit. If 
such a sleeve is located in the intake pipe, the latter shall be 
fixed to the engine block by means of shear-bolts or bolts 
removable only using special tools. 
The sleeve shall have minimum hardness of 60 HRC. In the 
restricted section it shall not exceed 4 mm in thickness. 
Any interference with the sleeve aimed at removing or modifying 
it shall lead to either the destruction of the sleeve and its 
support or complete and permanent malfunctioning of the engine 
until it is restored to its approved condition. 
A marking with indication of the vehicle category or categories 
as defined in point 1.3 shall be legible on the surface of the 
sleeve or not far from it. 
2.3.2 Each intake pipe shall be fixed with shear-bolts or bolts 
removable only using special tools. A restricted section, 
indicated on the outside, shall be located inside the pipes; at 
that point the wall shall not exceed 4 mm in thickness, or 5 mm 
if using a flexible material, such as rubber for example. 
-3o? -
Any interference with the pipes aimed at modifying the 
restricted section shall lead to either the destruction of the 
pipes or complete and permanent malfunctioning of the engine 
until they are restored to their approved condition. 
A marking with indication of the vehicle category or categories 
as defined in point 1.3 shall be legible on the pipes. 
2.3.3 The part of the inlet conduit located in the cylinder head shall 
have a restricted section. In the whole inlet passage there 
shall not be a more restricted section (except the valve-seat 
section). 
Any interference with the conduit aimed at modifying the 
restricted section shall lead to either the destruction of the 
pipe or complete and permanent malfunctioning of the engine 
until it is restored to its approved condition. 
A marking with indication of the vehicle category as defined in 
point 1.3 shall be legible on the cylinder head. 
2.3.4 The restricted section referred to in the above points shall 
have a different diameter according to the motorcycles: 
2.3.5 The manufacturer shall supply the diameter of the restricted 
section and prove to the competent authorities that this 
restricted section is the most critical for the passage of 
gases, and that there is no other section which, if modified 
could increase vehicle performance by more than 10%.<1) 
2.4 Removing the air filter must not have the effect of increasing a 
moped's maximum design speed by more than 15%. 
3. SPECIFIC REQUIREMENTS 
3.1 Cylinder-head gasket: after mounting, the maximum thickness of 
a cylinder-head gasket, if any, shall not exceed 
- 1.3 mm for mopeds, and 
- 1.6 mm for motorcycles. 
(1) Four years after this Directive comes into application, the maximum 
diameters of the restricted section for the various types of 
motorcycles shall be determined numerically following the procedure 
set out in Article ... on the basis of the diameters of the 
restricted sections supplied by the manufacturer. 
-"50*-
3.2 Cylinder/crankcase gasket for two-stroke engines: the maximum 
thickness of any gasket between the base of the cylinder and the 
crankcase, if any, shall not exceed 0.5 mm, after mounting. 
3.3 Piston for two-stroke engines: the piston, when in position at 
top dead centre, shall not cover the inlet port. This 
requirement does not apply to those parts of the transfer port 
which coincide with the inlet port in the case of vehicles the 
engine of which is equipped with an induction system 
incorporating reed valve(s). 
3.4 For two-stroke engines, rotation of the piston through 180* 
shall not increase engine performance. 
3.5 Without prejudice to the provisions of point 2.3, there shall be 
no artificial restriction in the inlet and exhaust passages. 
The valve guides of a four-stroke engine are not considered to 
be artificial restrictions. 
3.6 The part(s) of the exhaust system inside the silencer(s) which 
determine(s) the effective length of the exhaust pipe shall be 
affixed to thé silencer(s) or expansion box(es) in such a way 
that it (they) cannot be removed. 
3.7 In the case of vehicles in categories A and B, any component 
(mechanical, electrical, structural, etc.) which limits full 
engine load (e.g. a throttle control stop or a twist-grip stop) 
shall be forbidden. In the case of vehicles in categories C and 
D, such components shall be allowed provided that they can be 
modified only using tools designed to cut metal. 
3.8 If a category A vehicle is equipped with electrical/electronic 
devices which limit its speed, the vehicle manufacturer shall 
provide data and evidence to the test authorities to demonstrate 
that modification or disconnection of the device or its wiring 
system will not increase the moped's maximum speed by more than 
5 km/h. 
Electrical/electronic devices which cut and/or inhibit spark 
ignition are forbidden if their operation results in an increase 
in fuel consumption or unburnt hydrocarbon emissions. 
Electrical/electronic devices which vary spark advance shall be 
designed in such a way that the engine power, measured with the 
device functioning, does not differ by more than 10% from the 
power measured with the device disconnected and with spark 
advance set for maximum road speed. 
The maximum road speed shall be achieved with the spark advance 
set within ±5* of the value specified for the development of 
max imum power. 
3.9 In the case of an engine equipped with a reed valve, this shall 
be fixed with shear-bolts which prevent re-using its support or 
are removable only using special tools. 
4. REQUIREMENTS FOR THE IDENT IF ICAT ION OF A VEHICLE ENGINE TYPE 
4.1 Marking of parts or components: 
4.1.1 The parts or components listed below shall be durably and 
indelibly marked with the code number(s) and symbols assigned 
for identification purposes either by the vehicle manufacturer 
or by the manufacturers of such parts or components. Such 
marking may take the form of a label provided that it remains 
legible in normal use and cannot be detached without being 
destroyed. 
In general, this marking shall be visible without the necessity 
of dismantling the part in question or other parts of the 
vehicle. However, where the bodywork or other parts of the 
vehicle obscure a marking, the vehicle manufacturer shall 
provide the competent authorities with indications for opening 
or dismantling the parts in question and the location of the 
markings. 
4.1.2 The letters, figures or symbols used shall be at least 2.5 mm in 
height and shall be easily legible. However, for the marking of 
parts such as those specified in points 4.1.3.7 and 4.1.3.8 
below, the minimum height shall be as specified in Chapter 9. 
4.1.3 The parts and components referred to in point 4.1.1 above are 
the fol lowing: 
4.1.3.1 intake silencer (air filter) 
4.1.3.2 carburettor or equivalent device 
4.1.3.3 inlet pipe (if cast separately from the carburettor or cylinder 
or crankcase) 
4.1.3.4 cylinder 
4.1.3.5 cylinder head 
4.1.3.6 crankcase 
4.1.3.7 exhaust pipe(s) (if separate from the silencer.) 
-vo-
4.1.3.8 silencer(s) 
4.1.3.9 transmission driving part (front chain wheel (sprocket) or 
pu I ley) 
4.1.3.10 transmission driven part (rear chain wheel (sprocket) or pulley) 
4.1.3.11 any electrical/electronic devices for engine management 
(ignition, injection, etc.) and all the different electronic 
cards in the case of a device which is designed to be opened 
4.1.3.12 restricted section (sleeve or other). 
4.2 Anti-tampering control plate 
4.2.1 A plate of at least 60 mm x 40 mm shall be fixed to each vehicle 
in a durable manner (it may be adhesive but not detachable 
without prejudice to its integrity) in an easily accessible 
place on the vehicle. 
On this -plate the manufacturer shall indicate: 
4.2.1.1 his name or trade mark 
4.2.1.2 the letter representing the vehicle category 
4.2.1.3 for the transmission driving and driven parts, the number of 
cogs (in the case of a sprocket), or the diameter (in mm) in the 
case of a pu I ley 
4.2.1.4 the code number(s) or symbol(s) identifying the parts or 
components marked in accordance with point 4.1 above. 
4.2.2 Letters, figures or symbols shall be at least 2.5 mm in height 
and shall be easily legible. A simple drawing showing the 
correspondence between parts or components and their code 
numbers or symbols is given in Figure 1. 
4.2.3 In the case of components type-approved for the vehicle in 
accordance with this Chapter which are alternatives to those 
listed in point 4.1.3 and are sold by the vehicle manufacturer, 
the code number(s) or symbol(s) of such alternatives shall be 
shown either on the control plate or on a sticker (which shall 
remain legible in normal use and which cannot be detached 
without being destroyed), to be supplied with the component for 
attachment next to the control plate. 
4.2.4 In the case of components type-approved for the vehicle in 
accordance with this Chapter which are alternatives to those 
listed in point 4.1.3 and are sold by a manufacturer other than 
the vehicle manufacturer, the code number(s) or symbol(s) of 
such alternatives shall be shown on a sticker (which shall 
remain legible in normal use and which cannot be detached 
without being destroyed) to be supplied with the component for 
attachment next to the control plate. 
FtGURE 1 
-'SI2-
Appendix 1 
INFORMATION DOCUMENT IN RESPECT OF ANT I-TAMPERING MEASURES 
FOR A TYPE OF MOPED OR MOTORCYCLE 
(to be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
Serial No (assigned by the applicant) 
The application for component type-approval in respect of anti-tampering 
measures for a type of moped or motorcycle shall contain the information set 
out in Annex II to Council Directive 92/61/EEC of 30 June 1992. 
- in Section A, points: 
0.1 
0.2 
0.4 to 0.6 
3.2.1.1 to 3.2.1.3 
3.2.1.5 
3.2.4.1 to 3.2.4.1.3 
or 
3.2.4.2 to 3.2.4.2.3.2 
or 
3.2.4.3 to 3.2.4.3.2.2 
3.2.9 and 3.2.9.1 
4 to 4.5 
Appendix 2 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
IN RESPECT OF ANT I-TAMPERING MEASURES 
FOR A TYPE OF MOPED OR MOTORCYCLE 
Name of administration 
Report No ... by testing body ... date ... 
Component type-approval number Extension number 
1. Trade name of vehicle: 
2. Type of vehicle: 
3. Manufacturer's name and address 
4. Name and address of manufacturer's representative (if any) 
5. Vehicle submitted for test on 
6. Component type approval has been granted/refused 
7. Place: 
8. Date 
9. Signature: 
* Delete as appropriate. 
- 1\k -
CHAPTER 8 
ELECTROMAGNETIC COMPATIBILITY 
OF TWO- OR THREE-WHEEL MOTOR VEHICLES 
- ZK-
LIST OF ANNEXES 
ANNEX I CONDITIONS APPLYING TO VEHICLES 
ANNEX II METHOD OF MEASURING WIDE-BAND ELECTROMAGNETIC RADIATION FROM 
VEHICLES 
ANNEX III METHOD OF MEASURING NARROW-BAND ELECTROMAGNETIC RADIATION FROM 
VEHICLES 
ANNEX IV METHODS OF TESTING VEHICLE IMMUNITY TO ELECTROMAGNETIC RADIATION 
ANNEX V METHODS OF MEASURING WIDE-BAND ELECTROMAGNETIC RADIATION FROM 
SEPARATE TECHNICAL UNITS (STUs) 
ANNEX VI METHOD OF MEASURING NARROW-BAND ELECTROMAGNETIC RADIATION FROM 
SEPARATE TECHNICAL UNITS (STU) 
ANNEX VII METHODS OF TESTING THE IMMUNITY OF SEPARATE TECHNICAL UNITS (STUs) 
TO ELECTROMAGNETIC RADIATION 
ANNEX VIM MODELS FOR INFORMATION DOCUMENT (APPENDIX 1) AND CERTIFICATE OF 
COMPONENT TYPE APPROVAL (APPENDIX 2) 
ANNEX IX MODELS FOR INFORMATION DOCUMENT (APPENDIX 1) AND CERTIFICATE OF 
COMPONENT TYPE APPROVAL (APPENDIX 2) OF A TYPE OF SEPARATE 
TECHNICAL UNIT (STU) 
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ANNEX I 
CONDITIONS APPLYING TO VEHICLES 
1. DEFINITIONS 
For the purposes of this Chapter: 
1.1. 'electromagnetic compatibility' means the ability of a vehicle or 
one of Its electrical/electronic systems to function satisfactorily 
in its electromagnetic environment without introducing intolerable 
electromagnetic disturbances to anything in that environment. 
1.2 'electromagnetic disturbance' means any electromagnetic phenomenon 
which may degrade the performance of a vehicle or one of its 
electronic/electrical systems. An electromagnetic disturbance may 
be electromagnetic noise, an unwanted signal or a change in the 
propagation medium itself. 
1.3 'electromagnetic immunity' means the ability of a vehicle or one of 
Its electronic/electrical systems to perform without degradation of 
quality In the presence of specific electromagnetic disturbances. 
1.4 'electromagnetic environment* means all electromagnetic phenomena 
present in a given situation. 
1.5 'reference limit' means the nominal level to which both the 
component type approval of the vehicle type and the conformity-of-
production limit value refer. 
1.6 'reference antenna' means a balanced ha If-wave dipole tuned to the 
measured frequency. 
1.7 'wide-band emission' means any emission which has a bandwidth 
exceeding that of a specific receiver or measuring instrument. 
- m 
1.8 'narrow-band emission' means any emission which has a bandwidth 
less than that of a specific receiver or measuring instrument. 
1.9 'electronic/electrical separate technical unit (STU)' means the 
electronic and/or electrical component, or the set of components 
provided for installation in a vehicle, together with all 
electrical connections and associated wiring for the execution of 
several specific functions. 
1.10 'separate technical unit test' means the test carried out on one or 
more specific separate technical units. 
1.11 'vehicle type with regard to electromagnetic compatibility', given 
the fact that there are no fundamental differences from one vehicle 
to another, means Inter at fa: 
1.11.1 the general layout of the electronic and/or electrical components, 
1.11.2 the overall size, layout and shape of the engine mounting and the 
disposition of the high-voltage wiring (where present), 
1.11.3 the raw material from which both the vehicle chassis and bodywork 
are constructed (e.g., a chassis or body made of glass fibre, 
aluminium or steel). 
1.12 'type of separate technical unit in relation to electromagnetic 
compatibility' means a separate technical unit that does not differ 
from other units in its essential aspects, e.g., 
1.12.1 the function performed by the separate technical unit; 
1.12.2 the general layout of the electronic and/or electrical components. 
1.13 'direct vehicle control' 
the vehicle control performed by the rider acting on the steering, 
the brakes and the accelerator control. 
2. APPLICATION FOR COMPONENT TYPE APPROVAL 
2.1 Applications for component type approval of a vehicle type with 
regard to electromagnetic compatibility shall be accompanied not 
only by the information provided for in Annex VI11 (Appendix 1) but 
also by the following: 
- 'm 
2.1.1 a catalogue describing all the specific combinations of 
electronic/electrical systems or separate technical units, the 
types of bodywork for the type of vehicle being component type 
approved and the proposed wheel base versions. 
Electronic/electrical systems and separate technical units are 
described as specific if they are capable of emitting significant 
wide- and narrow-band radiation levels and/or affect the direct 
control exercised over the vehicle (see item 5.4.2.2 of this 
Annex). 
2.1.2 a separate technical unit that is representative in terms of the 
compatibility test chosen from the various combinations of 
electric/electronic systems designed for series-production 
purposes. 
2.2 The application for component type approval in respect of the 
electromagnetic compatibility of a type of separate technical unit 
2.2.1 documents describing the technical characteristics of the system; 
2.2.2 a typical example of that STU. Where it considers this to be 
necessary, the competent authority may request a further example. 
3. MARKING 
3.1 All electronic/electrical components, with the exception of the 
various ignition connecting cables, shall bear the following: 
3.1.1 the make or name of the manufacturer of the systems and system 
components; 
3.1.2 the trade description: 
3.2 these marks must be indelible and clearly legible. 
4. COMPONENT TYPE APPROVAL OF A VEHICLE TYPE 
4.1 If the vehicle submitted for testing meets the requirements of this 
Chapter, component type approval shall be granted and shall be 
valid for all the specific combinations set out in the list 
referred to in item 2.1.1. 
4.2 However, the testing bodies responsible for the component 
type-approval tests may only waive the immunity test referred to in 
item 5.4 In the case of vehicles fitted with electrical or 
electronic devices, if, in the event of the failure of such 
devices, the safety functions performed by the braking, 
light-signalling, audible-warning and steering systems are in no 
way impaired. Such exemptions, with duly substantiated reasons, 
must be mentioned explicitly in the test report. 
4.3 Component type approval of the vehicle. 
The following ways of component type approving the vehicle are 
aval table: 
- S/<? -
4.3.1 Component type approval of a complete installation on the vehicle. 
A complete installation on the vehicle may achieve component type 
approval directly by passing tests conducted in accordance with the 
limits and procedures laid down in item 5. If this route is chosen 
by a vehicle manufacturer no separate STU testing is required. 
4.3.2 Component approval of vehicle type via individual STU tests. 
The vehicle manufacturer may obtain component type approved for the 
vehicle by demonstrating to the approval authority that all of the 
relevant STUs have been individually approved in accordane with 
this Chapter and have been installed in accordance with any 
conditions attached thereto. 
4.4 Component type approval of an STU 
A STU may be component type approved if it passes tests conducted 
in accordance with the limits and procedures laid down in item 5. 
Approval may be granted for fitting to any vehicle type or to a 
specific vehicle type or types as requested by the manufacturer. 
5. REQUIREMENTS 
5.1 General requirements 
All vehicles and STUs shall be designed and constructed In such a 
way that, under normal conditions of use, they meet the conditions 
laid down in this Chapter. 
However, the measuring methods used in checking the immunity of 
vehicles and STUs to electromagnetic radiation described in 
Annexes IV and VII respectively are only required three years after 
the date of entry into force of this Chapter. 
5.2 Requirements relating to wide-band radiation from vehicles 
5.2.1 Measuring method 
The electromagnetic radiation generated by the vehicle type 
submitted for testing shall be measured by the method described in 
Annex 11. 
5.2.2. Vehicle reference limits (wide-band) 
5.2.2.1 If measurements are taken using the method described in Annex II, 
in respect of a vehicle-antenna distance of 10.0 ± 0.2 m, the 
radiation reference limit will be 34 dB microvolts/m 
(50 microvolts/m) in the 30-75 MHz frequency band and 34-45 dB 
microvolts/m (50-180 microvolts/m) in the 75-400 MHz frequency 
band. As stated in Appendix 1 to this Annex, this limit will 
increase logarithmically (linearly) for frequencies above 75 MHz. 
In the 400-1000 MHz frequency band the limit remains constant at 
45 dB (180 microvolts/m). 
-'£70 
5.2.2.2 If measurements are taken using the method described in Annex II, 
in respect of a vehicle-antenna distance of 3.0 ± 0.5 m, the 
radiation reference limits will be 44 dB microvolts/m (160 
microvolts/m) in the 30-75 MHz frequency band and 44-55 db (160-546 
microvolts/m) in the 75-400 MHz frequency band. As stated in 
Appendix 2 to this Annex, this limit will increase logarithmically 
(linearly) for frequencies above 75 MHz. In the 400-1000 MHz 
frequency band the limit remains constant at 55 dB (546 
microvolts/m). 
5.2.2.3 The measured values expressed in dB (microvolts/m), must be at 
least 2.0 dB below the reference limit for the vehicle submitted 
for testing. 
5.3 Requirements relating to narrow-band radiation emissions from 
vehicles 
5.3.1 MEASURING METHOD 
The electromagnetic radiation from the vehicle submitted for 
testing is to be measured by the method described in Annex III. 
5.3.2 Vehicle Reference limits for vehicle narrow-band radiation 
5.3.2.1 If measurements are taken using the method described in Annex III, 
in respect of a vehicle-antenna distance of 10.0 ± 0.2 m, the 
radiation reference limit will be 24 dB (16 microvolts/m) in the 
30-75 MHz frequency band and 24-35 dB (16-56 microvolts/m) in the 
75-400 MHz frequency band. As stated in Appendix 3 to this Annex, 
this limit will increase logarithmically (linearly) for frequencies 
above 75 MHz. In the 400-1000 MHz frequency band the limit remains 
constant at 35 dB (56 microvolts/m). 
5.3.2.2 If measurements are taken using the method described in Annex III, 
in respect of a vehicle-antenna distance of 3.0 ± 0.05 m, the 
radiation reference limits will be 34 dB (50 microvolts/m) In the 
30-75 MHz frequency band and 34-45 dB (50-180 microvolts/m) in the 
75-400 MHz frequency band. As stated in Appendix 4 to this Annex, 
this limit will Increase logarithmically (linearly) for frequencies 
above 75 MHz. In the 400-1000 MHz frequency band the limit remains 
constant at 45 dB (microvolts/m). 
5.3.2.3 The measured values for the vehicle type submitted for testing 
expressed in dB (microvolts/m), must be at least 2.0 dB below the 
reference limit. 
5.4 Requirements regarding vehicle immunity to electromagnetic 
radiation. 
5.4.1 Measuring method 
Tests to determine the immunity of the vehicle type to 
electromagnetic radiation must be conducted in accordance with the 
method described in Annex IV. 
(20 
- '57/-
5.4.2 Vehicle immunity reference limits 
5.4.2.1 If measurements are taken using the method described in Annex IV, 
the field strength reference limit must be 20 volts/m r.m.s. across 
the 20-1000 MHz frequency band. 
5.4.2.2 The vehicle representative of the type submitted for testing must 
not display any deterioration in the direct control of the vehicle 
which might be observed by the driver or by any other road user 
when the vehicle in question is in the state defined in Annex IV, 
item 4, and when it Is subjected to the field strength expressed in 
volts/m, which must be 25% above the reference level. 
5.5 Requirements concerning wide-band STU radiation 
5.5.1 Measuring method 
The electromagnetic radiaton generated by the STU submitted for 
component type approval shall be measured by the method described 
in Annex V. 
5.5.2 STU wide-band reference limits 
5.5.2.1 If measurements are taken using the method described in Annex V, 
the radiation reference limit shall be 64-54 dB (micro-volts/m) 
within the 30-75 MHz frequency band, this limit decreasing 
logarithmically and 54-65 dB micro-volts/m) in the 75-400 MHz band, 
this limit increasing logarithmically as shown in Appendix 5 to 
this Annex. In the 400-1000 MHz frequency band the limit remains 
constant at 65 dB (1800 - micro-volts/m). 
5.5.2.2 The measured values for STU submitted for approval, expressed in dB 
(micro-volts/m), shall be at least 2.0 dB below the reference 
limits. 
5.6 Requirements concerning narrow-band STU radiation. 
5.6.1 Method of measurement 
The electromagnetic radiation generated by the STU submited for 
component type approval shall be measured in accordance with the 
method described in Annex VI. 
- Iz z -
5.6.2 STU narrow-band reference limits 
5.6.2.1 If measurements are taken using the method described in Annex VI, 
the radiation refrence limit shall be 54-44 dB (microvolts/m) in 
the 30-75 MHz frequency band, and 44-55 dB (microvolts/m) in the 
75-400 MHz band, this limit increasingly logarhithmically as stated 
in Appendix 6 to this Annex. In the 400-1000 MHz frequency band 
the limit remains constant at 55 dB (560 microvolts/m). 
5.6.2.2 The measured values, for the STU submitted for component type 
approval, expressed In dB (microvolts/m), shall be at least 2.0 dB 
below the reference limits. 
5.7 Requirements concerning the immunity of STUs to electromagentic 
radiation 
5.7.1 Method of measurement 
The immunity to electromagnetic radiation of the STU submitted for 
component type approval shall be tested by means of one of the 
methods described in Annex VII. 
5.7.2 STU immunity reference limits. 
5.7.2.1 If measurements are taken using the methods described in Annex VII, 
the immunity test reference Ieve Ies shall be 10 volts/m for the 
Stripllne testing method, 50 volts/m for the TEM-cell test method, 
40 mA for the Bulk Current Injection (BCD test method and 20 
volts/m for the Radiated Field testing method. 
5.7.2.2 The STUs representative of the type submitted for testing shall not 
exhibit any malfunction which is able to cause any degradation in 
the direct control of the vehicle which can be noticed by the 
driver or other road user if the vehicle is in the state defined in 
Annex IV, item 4, at a field strength or current expressed in 
appropriate linear units 25 per cent above the reference limit. 
6. CONFORMITY OF PRODUCTION 
6.1 For the purposes of checking the conformity of a series-produced 
vehicle, production must comply with- the conditions laid down in 
this Chapter with regard to wide-band and narrow-band radiation, if 
the levels measured do not exceed by more than 2 dB the reference 
limits laid down in items 5.2.2.1 or 5.2.2.2 and 5.3.2.1 or 
5.3.2.2. 
-3Z3 ~ 
6.2 If at least one of the measured levels relating to the series-
produced vehicle exceeds by more than 2 dB (25%) the reference 
limits stipulated in items 5.2.2.1, 5.2.2.2, 5.3.2.1 or 5.3.2.2 (as 
the case may be), the manufacturer may request that a random sample 
of at least six series-produced vehicles be used as the basis for 
the abovementioned measurements. The results for each frequency 
band will be interpreted using the statistical methods described In 
Annex VIM. if, for practical reasons, less than six, are vehicles 
available for test purposes each additional vehicle must comply 
with the reference limits stipulated in items 5.2.2.1, 5.2.2.2, 
5.3.2.1 and 5.3.3.2 (as the case may be). 
6.3 For the purposes of checking the conformity of a series-produced 
vehicle, production shall be deemed to meet the conditions laid 
down in this Chapter if the vehicle in question displays no 
deterioration in the direct control of the vehicle which might be 
noticed by the driver or by any other road user when the vehicle in 
question is in the state defined in Annex IV, item 4, and when it 
is subjected to a field strength, expressed in volts/m, of up to 
80% of the reference limits laid down in item 5.4.2.1 above. 
6.4 If the series-produced vehicle does not meet the conditions laid 
down in item 6.3, the manufacturer may request that a random sample 
of at least six series-produced vehicles be used as the basis for 
further measurements. The results for each selected frequency will 
be interpreted using the statistical method indicated in Annex IX. 
If, for practical reasons, the number of vehicles available for 
test purposes is less than six, each additional vehicle must comply 
with the reference limits stipulated in item 5.4.2.1 above. 
6.5 When the conformity of an STU taken from series production is 
checked it will be presumed that production complies with this 
Chapter in respect of the wide-band and narrow-band radiation if 
the levels do not exceed the reference limits laid down in 
items 5.5.2.1 and 5.6.2.1 respectively by more than 2 dB. 
6.6 If at least one of the levels measured for the STU taken from 
series production exceeds the reference limits laid down in 
items 5.5.2.1 and 5.6.2.1 by more than 2 dB (25%), their 
manufacturers may urge that said measurements be carried out on a 
sample of at least 6 STUs taken from said series production. The 
results for each frequency band shall be interpreted by means of 
the statistical methods set out in Annex VIII. If, for practical 
reasons less than 6 STUs are available for carrying out the tests, 
each additional STU shall fall within the reference limits required 
in items 5.5.2.1 and 5.6.2.1. 
- zzu. 
6.7 When the conformity of an STU taken from series production is 
checked it is required that that production complies with this 
Chapter in respect of immunity to electromagnetic radiation if the 
STU do not display any disfunction which could cause any 
deterioration in the direct control of the vehicle which could be 
noticed by the driver or any other road user if the vehicle were 
the state defined in Annex IV, item 4 under force fields or 
currents up to a maximum of 80% of the reference limits required in 
Item 5.7.2.1 (if appropriate). 
6.8 If the STU taken from series production do not meet the conditions 
set out in item 6.7 in this Annex their manufacturer may urge that 
the measures be carried out on a sample of at least 6 STUs taken 
from said series production. The results for each frequency 
selected should be interpreted by means of the method described in 
Annex IX. If, for practical reasons less than 6 STU are available 
for the tests each additional STU sahll fall within the reference 
limits required in item 5.7.2.1. 
7. EXCEPTIONS 
7.1 Vehicles with compression ignition engines are assumed to comply 
with the requirements laid down in item 5.2.2. 
7.2 Vehicles or electrical/electronic systems not incorporating an 
electron oscillator with an operating frequency of more than 9 kHz 
are assumed to comply with the requirements laid down in item 5.3.2 
and in Annex ill. 
7.3 Vehicles not fitted with any sensitive electronic device shall be 
exempted from the tests set out in Annex IV. 
7.4 It shall not be considered necessary to carry out any immunity test 
on STUs, the functions of which are not considered essential for 
the direct control of the vehicle. 
/?A/A/£* X 
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ANNEX II 
METHOD OF MEASURING WIDE-BAND ELECTROMAGNETIC RADIATION 
FROM VEHICLES 
1. GENERAL 
1.1 Measuring equipment 
The measuring equipment must meet the conditions laid down in 
Publication No 16, Edition 2, of the International Special 
Committee on Radio Interference (CISPR). 
A quasi-peak detector must be used to measure wide-band 
electromagnetic radiation. 
1.2 Test method 
The test is designed to measure wide-band radiation from spark 
ignition systems and electric motors within systems designed for 
continuous use (e.g., electric traction motors, heating 
system/demister motors and fuel pumps). 
As regards the choice of reference antenna, that choice being 
determined by common agreement between manufacturers and testing 
bodies: the distance in the vehicle may be either 10 or 3 metres. 
In both cases, the conditions set out in item 3 beiow must be 
complled with. 
2. EXPRESSION OF THE RESULTS 
The measured results are expressed in dB (microvolts/m) for 
bandwidths of 120 kHz. If the measuring equipment's actual 
bandwidth B (expressed in kHz) does not correspond exactly to 120 
kHz, shall be readings taken in microvolts/m are converted to a 
bandwidth of 120 kHz after multiplication by a factor of 120/B, 
where B must be less than 120 kHz. 
3. TEST CONDITIONS 
3.1. The test surface must be horizontal and untrammelled and free of 
electromagnetic reflective surfaces within a minimum radius of 30 
m, measured from a point mid-way between the vehicle and the 
antenna (see Fig. 1 in Appendix 1). Alternatively, the test 
surface may be any location that fulfils the conditions shown in 
Fig. 2 in Appendix 1. 
3.2 Both the measuring equipment and the test cab or the vehicle in 
which the measuring equipment is situated are positioned within the 
part of the test surface shown in Fig. 1 in Appendix 1. Where the 
test surface fulfils the conditions stated in Fig. 2 in Appendix 1, 
the measuring equipment must lie outside the part shown in Fig. 2. 
- zzz, -
3.3 Closed installations may be used for the tests, if it is to be 
demonstrated that a correlation exists between these installations 
and the external test surface. Such installations are not subject 
to the dimensional conditions laid down in Figs 1 and 2 of 
Appendix 1, except for the condition relating to the distance 
between the vehicle and the antenna and to the height of the 
latter. 
3.4 In order to ensure the absence of any noise or extraneous signals 
of a level that might materially affect the measurements, such 
measurements must be taken before and after the main test. If the 
vehicle is present during these measurements, steps must be taken 
to ensure that no emission from the vehicle can significantly 
affect the measurements (e.g., the ignition key should be removed 
or the battery disconnected when the vehicle is withdrawn from the 
test surface). For both types of measurement, the noise or 
extraneous signal must be at least 10 dB below the limits stated in 
Annex I (point 5.2.2.1 or 5.2.2.2, as the case may be), save for 
intentional narrow-band ambient emissions. 
4. 
4.1 STATE OF THE VEHICLE DURING THE TEST 
Eng i ne 
The engine must function at its normal operating temperature and, 
where a gear box is fitted, must be in neutral. If this is not 
possible for practical reasons, alternative solutions must be 
sought by agreement with the manufacturer and the authorities 
responsible for carrying out the tests. Steps must be taken to 
ensure that the gear-changing mechanisms do not exert any influence 
on electromagnetic radiation from the vehicle. During each 
measurement, the engine must operate as follows: 
Engine type Measurement methods 
Spark ion It Ion 
One cylinder 
More than one cylinder 
Electric motors Quasi-peak 
2500 rpm ±10% 
1500 rpm ± 10% 
3/4 of the maximum 
operating power declared 
by the manufacturer 
4.2 Equipment controlled by the driver 
The equipment controlled by the driver (including such components 
as heating-fan and air-conditioning motors and excluding other 
components such as seat and windshield or windscreen-washer motors) 
is designed for steady-state operation cycle at 100% and must 
operate in such a way as to absorb the maximum current. The 
drivers clothing shall not include any metal parts which may affect 
thé result of the measurements. 
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4.3 Tests must not be carried out in the rain, nor must they be carried 
out for 10 minutes after It has stopped raining. 
4.4 The driver must occupy the driving position assigned to him if, in 
the Judgment of the testing body, this represents the worst-case 
scenario. 
5. ANTENNA TYPE, POSITION AND ORIENTATION 
5.1 Antenna type 
Any type of linearly polarized antenna is permitted, provided that 
it can be standardized with the reference antenna. 
5.2 Measurement height and distance 
5.2.1 Height 
5.2.1.1 Tests at 10 m 
The antenna phase mid-point must be 3.00 ± 0.05 m above the vehicle 
plane. 
5.2.1.2 Tests at 3 m 
The antenna phase mid-point must be 1.80 ± 0.05 m above the vehicle 
pIane. 
5.2.1.3 No part of the antenna receiving components must be less than 0.25 
m from the vehicle plane. 
5.2.2 Measuring distance 
5.2.2.1 Tests at 10 m 
The horizontal distance from the antenna phase mid-point to the 
external surface of the vehicle must be 10.0 ± 0.2 m. 
5.2.2.2 Tests at 3 m 
The horizontal distance from the antenna phase mid-point to the 
external surface of the vehicle must be 3.00 ± 0.05 m. 
5.2.2.3 If the test is carried out in a closed installation with the object 
of creating an electromagnetic screen against radiofrequencies, the 
position of the antenna receiving components must not be less than 
(0.5) m from any type of radiofrequency absorption material or less 
than (1.5) m from the closed installation. There must be no 
absorption material between the receiving antenna and the vehicle 
under test. 
5.3 Position of the antenna in relation to the vehicle 
The antenna must be positioned successively on each side of the 
vehicle parallel to the longitudinal median plane of the vehicle 
and in line with the mid-point of the engine (see Fig. 3, Appendix 
1). 
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5.4 Position of the antenna 
Readings are taken for each measuring point, first with the antenna 
vertically polarized and then horizontally polarized (see Fig. 3, 
Append i x 1). 
5.5 Measurements 
The maximum value of the four measurements taken in accordance with 
items 5.3 and 5.4 for each frequency is regarded as the 
characteristic measurement for this frequency. 
6. FREQUENCIES 
6.1 Measurements 
Measurements are taken over a range of frequencies from 30 to 
1000 MHz. It is considered highly likely that a vehicle complies 
with the requisite limits over the entire frequency range if it 
meets the limits laid down the following 11 frequencies: 45, 65, 
90, 150, 180, 220, 300, 450, 600, 750 and 900 MHz. Should the 
limit be exceeded during the tests, steps must be taken to confirm 
that this is due to the vehicle and not to ambient radiation. 
6.2 Tolerances 
Single frequency Tolerance 
(MHz) (MHz) 
45, 65, 90, 150, 180 
and 220 ± 5 
300, 450, 600 
750 and 900 + 20 
The tolerances are applied to the frequencies stated above with the 
aim of avoiding interference in transmissions operating at, or 
close to, the nominal frequencies during the measurements. 
ANNEX I I 
APPENDIX 1 
FIGURE 1 
VEHICLE TEST SURFACE 
Clear horizontal surface free of electromagnetic reflection 
See CISPR 12, Edition 3 
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ANNEX I I 
APPENDIX 1 
FIGURE 2 
VEHICLE TEST SURFACE 
Clear horizontal surface free of electromagnetic reflection 
Delimitation of the surface defined by an ellipse 
See CISPR 12, Edition 2 
(21; 
-Ill 
ANNEX I I 
APPENDIX 1 
FIGURE 3 
3.00 ± 0.05 m 
(1,80 ±0.05 m) 1-10,0 ± 0.2 m . 
(3.00 ± 0,05 m) 
Elevation 
Dipole antenna In position to measure the vertical radiation components 
10.0 ±02mj 
(3.00 ± 0.05 m) VEHICLE 
Eb)G-\UE mùi-po-uv^erf \k£ tHaihe. 
Plane 
Dipole antenna In position to measure the horizontal radiation components 
- -«* -
ANNEX III 
METHOD OF MEASURING NARROW-BAND ELECTROMAGNETIC RADIATION FROM VEHICLES 
1. GENERAL 
1.1 Measuring equipment 
The measuring equipment must comply with the conditions laid down 
in Publication No 16, Edition 2, of the International Special 
Committee on Radio Interference (CISPR). 
A mean-value detector is used to measure narrow-band 
electromagnetic radiation. 
1.2 Test method 
The test is designed to measure narrow-band electromagnetic 
radiation such as that which may be generated by a 
microprocessor-based system or from another narrow band source. 
As regards the choice of antenna, that choice being determined by 
common agreement between the manufacturer and testing body, the 
distance from the vehicle may be either 10 or 3 metres. In both 
cases, the conditions set out in item 3 below must be complied 
with. In the initial stage (2-3 minutes) it is possible, through 
the choice of antenna position and polarization, to scan the range 
of frequencies listed in item 6.1 by the use of a spectrum analyser 
or an automatic receiver to indicate the maximum transmitting 
frequencies. This can be useful for selecting the frequencies to 
be tested in each band (see item 6). 
2. EXPRESSION OF THE RESULTS 
The measured results are expressed in dB (microvolts/m). 
3. TEST CONDITIONS 
3.1. The test surface must be horizontal and untrammelled and free of 
electromagnetic reflections within a minimum radius of 30 m, 
measured from a point mid-way between the vehicle and the antenna 
(see Fig. 1 in Appendix 1, Annex II). Alternatively, the test 
surface may be any location that fulfils the conditions shown in 
Fig. 2 in Appendix 1, Annex II. 
3.2 Both the measuring equipment and the test cab or the vehicle In 
which the measuring equipment is situated are positioned within the 
test surface, but only in the part shown in Fig. 1 in Appendix 1, 
Annex II. Where the test surface fulfils all the conditions set 
out in Fig. 2 in Appendix 1, Annex II, the measuring equipment must 
lie outside the part shown in that figure. 
- ZV\ 
3.3 Closed installations may be used for the tests, provided that it 
can be demonstrated that a correlation exists between these 
installations and the external test surface. Such installations 
are not subject to the dimensional conditions laid down in Figs 1 
and 2 in Appendix 1, Annex II, except as regards the distance 
between the vehicle and the antenna and to the height of the 
latter. 
3.4 In order to ensure the absence of any noise or extraneous signals 
of a level that might materially affect the measurements, such 
measurements must be taken before and after the main test. Steps 
must be taken to ensure that no emission from the vehicle can 
significantly affect the measurements (e.g., the ignition key 
should be removed or the battery/batteries disconnected when the 
vehicle is withdrawn from the test surface). For both types of 
measurement, the noise or extraneous signal must be at least 10 dB 
below the interference limits contained in Annex I (item 5.3.2.1 or 
5.3.2.2, depending on the distance between the vehicle and the 
antenna), save for intentional narrow-band ambient emissions. 
4. STATE OF THE VEHICLE DURING THE TESTS 
4.1 The vehicle's electronic systems must be in their normal operating 
mode and the vehicle must be stationary. 
4.2 The ignition must be connected. The engine must not be running. 
4.3 Tests must not be carried out in the rain, nor must they be carried 
out for 10 minutes after it has stopped raining. 
5. ANTENNA TYPE, POSITION AND ORIENTATION 
5.1 Antenna type 
Any type of linearly polarized antenna is permitted, provided that 
it can be standardized with the reference antenna. 
5.2 Measurement height and distance 
5.2.1 Height 
5.2.2.1 Tests at 10 m 
The antenna phase mid-point must be 3.00 ± 0.05 m above the vehicle 
plane. 
5.2.1.2 Test at 3 m 
The antenna phase mid-point must be 1.80 + 0.05 m above the vehicle 
pIane. 
5.2.1.3 No part of the antenna's receiving components must be less than 
0.25 m from the vehicle plane. 
- ZU'O 
5.2.2 Measuring distance 
5.2.2.1 Test at 10 m 
The horizontal distance from the antenna phase mid-point to the 
external surface of the vehicle must be 10.0 ± 0.2 m. 
5.2.2.2 Test at 3 m 
The horizontal distance from the antenna phase mid-point to the 
external surface of the vehicle must be 3.00 ± 0.05 m. 
5.2.2.3 if the test is carried out in a closed installation with the object 
of creating an electromagnetic screen against radiofrequencies, the 
position of the antenna receiving components must not be less than 
(0.5) m from any type of radiofrequency absorption material or less 
than (1.5) m from the wall of the installation in question. There 
must be no absorption material between the receiving antenna and 
the vehicle under test. 
5.3 Position of the antenna in relation to the vehicle 
The antenna must be positioned successively on each side of the 
vehicle parallel to the longitudinal median plane of the vehicle 
and in line with the mid-point of the engine (see Figs 1 2 and 3, 
Appendix 1, Annex II). 
5.4 Position of the antenna 
Readings are taken for each measuring point, with the antenna both 
vertically and horizontally polarized (see Fig. 3, Appendix 1, 
Annex II). 
5.5 Measurements 
The maximum values of the four measurements taken for each 
frequency in accordance with items 5.3 and 5.4 are regarded as the 
characteristic measurement for this frequency. 
6. FREQUENCIES 
6.1 Measurements 
Measurements are taken over a range of frequencies from 30 to 
1000 MHz. This range is divided into 11 bands. In each band a 
test should be carried out on a single frequency in order to check 
that it is within the required limits. It is considered highly 
likely that a vehicle complies with the requisite limits over the 
entire frequency range if the vehicle in question meets the limits 
laid down for a frequency selected from each of the following 11 
frequency bands: 30-45, 45-80, 80-130, 130-170, 170-225, 225-300, 
300-400, 400-525, 525-700, 700-850 and 850-1000 MHz. 
Should the limit be exceeded during the tests, steps must be taken 
to confirm that this is due to the vehicle and not to ambient 
radiation. 
- ZUI 
6.2 If, during the first test carried out in accordance with the test 
method described in item 1.2, the narrow-band radiation for any of 
the bands defined in item 6.1 are at least 10 dB below the 
reference limit, then the vehicle is deemed to fulfil the 
conditions laid down In this Annex for the frequency band under 
consideration. Accordingly, the full test is not necessary. 
ANNEX IV 
METHODS OF TESTING VEHICLE IMMUNITY TO ELECTROMAGNETIC RADIATION 
1. GENERAL 
1.1 Test methods 
These tests are designed to demonstrate the insens itivity of the 
vehicle to any factor which may alter the quality of its direct 
control. The vehicle must be exposed to the electromagnetic fields, 
described in this Annex, and must be monitored during the tests. 
2. EXPRESSION OF THE RESULTS 
The field strengths must be expressed in volts/m for all the tests 
described in this Annex. 
3. TEST CONDITIONS 
The test equipment must be capable of generating the field 
strengths in the range of frequencies defined in this Annex, and 
must meet the (national) legal requirements regarding 
electromagnetic signal. The control and monitoring equipment must 
not be susceptible to radiation fields whereby the tests could be 
inval(dated. 
4. STATE OF THE VEHICLE DURING THE TESTS 
4.1 The mass of the vehicle must be that when the vehicle is in running 
order. 
4.1.1 The engine must turn the driving wheels at a constant speed 
predetermined by the testing authority in agreement with the 
vehicle manufacturer. The vehicle must be placed on a suitably 
loaded dynamometer or, if no dynamometer is available, must rest on 
electronically insulated axle supports at a minimum distance from 
the ground. 
4.1.2 The dipped-beam headlights must be switched on. 
4.1.3 The left or right direction indicators must be on. 
4.1.4 Ail other vehicle systems must be operating normally. 
4.1.5 There must be no electrical connection between the vehicle and the 
test surface and no connections between the vehicle and the 
equipment, save where so required by items 4.1.1 or 4.2. Contact 
between the wheels and the test surface is not regarded as an 
electrical connection. 
- Z(/3> " 
4.2 Where STUs are involved in the direct control of the vehicle and 
where these systems do not operate under the conditions described 
in item 4.1.1, the testing authority may carry out separate tests 
on the systems in question under conditions agreed with the vehicle 
manufacturer. 
4.3 During the tests on the vehicle, only non-interference-generating 
equipment may be used (see item 8). 
4.4 Under normal conditions, the vehicle must be facing the antenna. 
5. TYPE, POSITION AND ORIENTATION OF THE FIELD GENERATOR 
5.1 Type of field generator 
5.1.1 The criterion for the selection of the field generator type is the 
capacity of the latter to attain the prescribed field strength at 
the reference point (see item 5.4) and at the appropriate 
frequencies. 
5.1.2 Either the antenna(s) or a transmission line system (TLS) may be 
used as the field-generating device(s). 
5.1.3 The design and orientation of any field generator must be such that 
the field generated is polarized in one of the following ways, the 
way being determined by common agreement between the manufacturer 
and test ing body: 
(i) either vertically between 20 and 1000 MHz, 
(ii) or horizontally in the 20-30 MHz band, 
the means of polarization being selected by common agreement 
between the manufacturer and approval body. 
5.2 Measurement height and distance 
5.2.1 Height 
5.2.1.1 The phase mid-point of all antennas must not be less than 1.5 m 
above the vehicle plane. 
5.2.1.2 No part of the antenna radiator elements must be less than 0.25 m 
from the vehicle plane. 
5.2.2 Measuring distance 
5.2.2.1 It will be possible to obtain a closer approximation of the 
operating conditions if the field generator is placed as far as 
possible from the vehicle. This distance must be in the range 1 to 
5 m. 
- to it -
5.2.2.2 If the test is carried out in a closed installation, the radiator 
elements of the field generator must not be less than 0.5 m from 
any type of radiofrequency absorption material and not less than 
1.5 m from the wall of the installation in question. There must be 
no absorption material between the transmitting antenna and the 
vehicle under test. 
5.3 Position of the antenna in relation to the vehicle 
5.3.1 The field generator must be positioned in the longitudinal median 
plane of the vehicle. 
5.3.2 No part of the TLS, except the vehicle plane, must be less than 0.5 
m from any part of the vehicle. 
5.3.3 Any field generator placed on the vehicle must cover at least 75% 
of the length of the vehicle. 
5.4 Reference point 
5.4.1 The reference point is the point at which the field strengths are 
established and is defined as follows: 
5.4.1.1 Horizontally, at less than two metres from the antenna phase mid­
point or, vertically, at less than one metre from the TLS radiator 
elements. 
5.4.1.2 In the longitudinal median plane of the vehicle 
5.4.1.3 At a height of 1.0 ± 0.05 m above the vehicle plane. 
5.4.1.4 Or: 
At 1.0 ± 0.2 m behind the vertical centre line of the vehicle's 
front wheel in the case of tricycles 
or: 
At 0.2 ± 0.2 m behind the vertical centre line of the vehicle's 
front wheel (item D in Appendix 2) in the case of motorcycles. 
5.5 If the testing authority chooses to subject the rear part of the 
vehicle to radiation, the reference point shall be established as 
stated in item 5.4. In this case the vehicle shall be positioned 
with its front part facing in the opposite direction to the antenna 
and as if it had been rotated horizontally through 180 degrees 
about its central point. The distance between the antenna and the 
nearest part of the outer surface of the vehicle must remain the 
same (see Appendix 3). 
- ?d/<r-
6. REQUISITE TEST CONDITIONS 
6.1 Range of frequencies, duration of the tests, polarization. 
The vehicle shall be exposed to electromagnetic radiation in the 
20-1000 MHz frequency range. 
6.1.1 The tests shall be carried out at the following 12 frequencies: 27, 
45, 65, 90, 150, 180, 220, 300, 450, 600, 750 and 900 MHz ± 10% for 
2S at +. 10% in each frequency. 
6.1.2 One of the polarization modes described in item 5.1.3 shall be 
selected by common agreement between the manufacturer and testing 
body. 
6.1.3 AM other test parameters are as defined in this Annex. 
6.2 Tests to check deterioration in direct control 
6.2.1 A vehicle is deemed to fulfil the requisite immunity conditions if, 
during the tests carried out in the manner required by this Annex, 
there are no abnormal changes in the speed of the vehicle's drive 
wheels, there are no signs of operational deterioration which might 
mislead other road users and there are no other noticeable 
phenomena which could result in a deterioration in the direct 
control of the vehicle. 
6.2.2 For vehicle observation purposes, only the monitoring equipment 
described in item 8 may be used. 
6.2.3 If a vehicle does not meet the requirements of the tests defined in 
item 6.2, steps must be taken to verify that the faults occurred 
under normal conditions and are not attributable to spurious 
fields. 
7. GENERATION OF THE REQUISITE FIELD STRENGTH 
7.1 Test method 
7.1.1 In order to create the field test conditions, the "substitution 
method" is used. 
7.1.2 Substitut ion method 
For each desired test frequency a field generator power level must 
be set so as to produce the field strength (defined in item 5) at 
the test surface reference point in the absence of the vehicle. 
This power level, along with any other parameters directly related 
to the power required to define the field, shall be measured and 
the results recorded. The results are then used for the type 
approval tests, unless modifications made to the apparatus or 
equipment require a repetition of this process. 
-'SU-
7.1.3 The vehicle is then brought to the test installation and positioned 
in accordance with the conditions laid down in item 5. The power 
required by item 7.1.2 is then applied to the field generator for 
each of the frequencies indicated in point 6.1.1. 
7.1.4 Whatever field-definition parameter is chosen in accordance with 
the conditions laid down in item 7.1.2, the same parameter must be 
used in order to determine the strength of that field throughout 
the test. 
7.1.5 For the purposes of this test, the same field generating equipment 
and the same equipment configuration must be used as in the 
operations conducted in pursuance of item 7.1.2. 
7.1.6 Field strength measuring device 
Under the substitution method, the device used to determine the 
field strength during the calibration stage should take the form 
either of a compact isotropic probe for measuring field strength or 
of a calibrated receiving antenna. 
7.1.7 During the calibration phase of the substitution method, the phase 
mid-point of the field-strength measuring device must coincide with 
the reference point. 
7.1.8 If a calibrated receiving antenna is used as the field strength 
measuring device, readings will be obtained in three directions at 
right angles to each other. The equivalent isotropic value 
corresponding to these measurements is to be regarded as the field 
strength. 
7.1.9 In order to take account of differences in vehicle geometry, a 
number of reference points must be established for the relevant 
test installat ion. 
7.2 Field strength contour 
7.2.1 During the calibration phase (before the vehicle is positioned on 
the test surface) the field strength must not be less than 50% of 
the nominal field strength at the following locations: 
(i) for all field-generating devices, 1.00 +.0.05 m on either 
side of the reference point on a line passing through this 
point, and perpendicular to the longitudinal median plane of 
the vehicle; 
(ii) in the case of a TLS, 1.50 + 0.05 m on a line passing through 
the reference point, and situated in the longitudinal median 
plane of the vehicle. 
-34? -
7.3 Characteristics of the test signal to be generated 
7.3.1 Peak deviation of the curve 
The peak deviation of the test signal curve must be the same as 
that associated with an unmodulated sinusoidal wave whose r.m.s. 
value in volts/m is defined in item 5.4.2 in Annex I. 
7.3.2 Test signal waveform 
The test signal must be a radio-frequency sinusoidal wave, 
amplitude-modulated by a sinusoidal 1 kHz wave at a modulation rate 
m of 0.8 ± 0.04 m. 
7.3.3 Modulation rate 
The modulation rate m is defined as follows: 
Peak deviation of the curve - minimum deviation 
Peak deviation of the curve + minimum deviation 
8. INSPECTION AND MONITORING EQUIPMENT 
8.1 For the purposes of monitoring the external part of the vehicle and 
the passenger compartment and of determining whether the conditions 
laid down in item 6.2 have been met, use shall be made of a video 
camera or cameras. 
~ Zb& " 
ANNEX IV 
APPENDIX 1 
a r The reference point is in this plane 
1.0 ±0.2 m 
Vertical axis of the front wheel (item C) 
- 1Ucx -
ANNEX IV 
APPENDIX 2 
The reference point is in this plane 
Front axis 
(item D) 
- z<c 
ANNEX IV 
APPENDIX 3 
First stage 
Determine the reference point second stage 
Rotate the vehicle 
Rear Front 
Vehicle 
Reference point 
Front Rear vehicle 
Distance maintained between vehicle and antenna 
Antenna 
- VTf 
ANNEX V 
METHOD OF MEASURING WIDE-BAND ELECTROMAGNETIC RADIATION 
FROM SEPARATE TECHNICAL UNITS (STU) 
1. GENERAL 
1.1 Measuring equipment 
The measuring equipment must meet the conditions laid down in 
Pubication No 16, Edition 2, of the international Special Committee 
on Radio Interference (CISPR). 
A quasi-peak detector must be used to measure wide-band 
electromagnetic emissions. 
1.2 Test method 
This method is designed to measure wide-band emissions generated by 
spark-ignition systems or by electric motors fitted to systems 
designed for continuous use (e.g. electric traction motors, heating 
system/demister motors, fuel pumps etc.). 
2. EXPRESSION OF THE RESULTS 
The measured results are expressed in dB (microvolts/m) for a 
bandwidth of 120 kHz. If the measuring equipment's actual 
bandwidth B (expressed in kHz) does not correspond exactly to 
120 kHz, any readings taken in micrpvolts/m are converted to a 
bandwidth of 120 kHz after multiplication by a factor of 120/B, 
where B must be less than 120 kHz. 
3. TEST CONDITIONS: 
3.1 The testing surface shall meet the conditions laid down in 
publication No 16, edition 2, of the International Special 
Committee on Radio Interference (CISPR). (See Figure 1 in 
Appendix 1 to this Annex.) 
3.2 The measuring equipment and the test cab or the vehicle in which 
the measuring equipment is situated shall be positioned outside the 
area shown in Figure 1, Appendix 1 to this Annex. 
3.3 Covered equipment may be used for the tests if it is demonstrated 
that there is a correlation between the results obtained therewith 
and those obtained by using an outside surface which has been 
approved for the tests. Covered test equipment has the advantage 
of enabling tests to be conducted in all weathers, within a 
controlled environment and with improved measurement repeatability 
deriving from more stable electrical characteristics. This covered 
facility does not need to meet the dimensional conditions set out 
in figure 1, Appendix 1 to this Annex, apart from the distance 
between the antenna and the STU and the height of the antenna. 
- Zi 7 
3.4 In order to ensure that there is no extraneous noise or signals of 
such a magnitude that they could materially affect the 
measurements, the background radiation will be measured before and 
after the main test. For both of these measurements both the 
noises and extraneous signals shall be at least 10 dB below the 
limits set out in item 5.5.2.1 in Annex 1, except in the case of 
deliberate narrow-band transmissions within the environment. 
4. STATE OF THE STU DURING THE TEST 
4.1 The STU shall be in its normal operating state. 
4.2 Measurements must not be carried out in the rain or for 10 minutes 
after the rain has stopped. 
4.3 The STU and its cable harnesses shall be placed on insulated 
supports 50 + 10-0 mm above the earth plate. However, if one of 
the parts of the STU was intended to be electrically connected to 
the metal bodywork of the vehicle that part shall be situated on 
the earth plate and it shall be connected electrically thereto. 
The earth plate shall be a metal sheet at least 0.25 mm thick. The 
minimum dimensions of the earth plate will depend upon the size of 
the STU but it will have to be sufficiently large to receive the 
cable harness and the components of the vehicle system. The earth 
plate shall be connected to the earth conductor. It shall be 
located 1.0 ± 0.1 m above the ground and run parallel thereto. 
The STU shall be ready to operate and be connected in accordance 
with the conditions laid down. The power distribution cable 
harness shall run parallel to the edges of the earth plate and be 
no more than 200 mm from the edge of that plate that is closest to 
the antenna. 
The STU shall be earthed in accordance with the manufacturer's 
specifications: no additional earth connections are permitted. 
The minimum distance between the STU and all of the other 
conducting structures such as the walls of a protected area 
(except, however, for the base plate below the test piece) shall be 
at least 1.0 m. 
4.4 Power for the STU shall be supplied by a 50/ Line Impedence 
Stabilizing Network (LISN) which shall be connected electrically to 
the earth plate. The power supply voltage shall be maintained at 
± 10% of the nominal operating voltage of the system. All ripple 
voltage shall be less than 1.5% of the nominal operating voltage of 
the system measured at the LISN monitoring port. 
(22| 
- is s -
4.5 If the STU comprised more than one unit the best way of linking 
these would be by using the cable harness intended for use on the 
vehicle. If this is not available the minimum length between the 
electronic control unit and the LISN must be 1.5 m. All of the 
cables in the harness must end in the most realistic way possible, 
preferably with the actual loads and actuators. If other equipment 
were needed for the proper functioning of the STU it would be 
necessary to compensate for its contribution to the emissions 
measured. 
5. ANTENNA TYPE, POSITION AND ORIENTATION 
5.1 Antenna type 
Any type of linearly polarized antenna is permitted provided that 
it can be standardized with the reference antenna. 
5.2 Measurement height and distance 
5.2.1 Height 
The phase centre of the antenna shall be 0.50 ± 0.05 m above the 
earth plate. 
5.2.2 Measuring distance 
The horizontal distance measured between the antenna phase 
mid-point and the edge of the earth plate shall be 1.00 ± 0.05 m. 
No part of the antenna shall be less than 0.5 m from the earth 
plate. 
The antenna shall be placed parallel to the plane perpendicular to 
the earth plate and shall run along that edge of the plate along 
which the main parts of the cable harness run. 
5.2.3 If the test is carried out in a closed installation with the object 
of creating an electromagnetic screen against radio frequencies, 
the antenna receiving components must not be less than 0.5 m from 
any type of radio frequency absorption material or less than 1.5 m 
from the wall of the closed installation. There must be no 
absorption material between the receiving antenna and the STU for 
the vehicle under test. 
5.3 Orientation and polarization of the antenna 
Readings shall be taken at the measuring point with the antenna 
polarized horizontally and then vert leally. 
5.4 Measurements 
The highest value for the two measurements taken in accordance with 
item 5.3 for each single frequency shall be regarded as the 
characteristic measurement for that frequency. 
- Z<i* -
6. FREQUENCIES 
6.1 Measurements 
The measurements shall be taken over a range of frequencies from 30 
to 1000 MHz. It is considered highly likely that an STU will be 
considered to fall within the limits for the full range of 
frequencies if it does not exceed the limits laid down for the 
following 11 frequencies: 45, 65, 90, 150, 180, 220, 300, 450, 
600, 750, 900 MHz. Should the limit be exceeded steps should be 
taken to confirm that this is due to the STU and not to ambient 
radiation. 
6.2 Tolerances 
Single frequency Tolerance 
(MHz) (MHz) 
45, 65, 90, 150, 180 
and 220 ± 5 
300, 450, 600 
750 and 900 + 20 
The aim of the tolerances applying to the frequencies set out above 
is to avoid interference in transmissions operating at, or close 
to, the nominal frequencies during the measurements. 
- 1« -
ANNEX V 
Append i x 1 
Figure 1 
CONFINES OF THE TESTING SURFACE 
Free area not including any electromagnet leal Iy-reflecting surface 
See CISPR 16 (draft) 
Z<£ -
ANNEX VI 
METHOD OF MEASURING NARROW-BAND ELECTROMAGNETIC RADIATION 
FROM SEPARATE TECHNICAL UNITS (STUs) 
1. GENERAL 
1.1 Measuring equipment 
The measuring equipment shall meet the conditions laid down in 
publication No 16, edition 2 by the International Special Committee 
on Radio Interference (CISPR). 
A mean-value detector is used to measure the narrow-band 
electromagnetic radiation. 
1.2 Test method 
The test is designed to measure narrow-band electromagnetic 
radiation such as that which may emanate from a micro-processor 
based system. In the initial stage (2-3 minutes) it is 
permissible, once an antenna polarization has been selected, to 
scan the range of frequencies identified in item 6.1 by using a 
spectrum analyzer to pinpoint the maximum transmission frequencies. 
This can make it easier to select the frequencies to be tested. 
(See item 6.) 
2. EXPRESSION OF THE RESULTS 
The results of the measurements shall be expressed in dB 
(micro-volts/m). 
3. TEST CONDITIONS 
3.1 The test surface shall meet the conditions laid down in publication 
No 16, edition 2, of the International Special Committee on Radio 
Interference (CISPR). (See Figure 1 in Appendix 1 to Annex V.) 
3.2 The measuring equipment, the test cab, or the vehicle in which the 
measuring equipment is situated shall be outside the area shown in 
Figure 1 in Appendix 1 to Annex V. 
3.3 Closed installations may be used for the tests, provided that it 
can be demonstrated that a correlation exists between these 
Installations and the external test surface. These test 
installations have the advantage that all of the measuring 
equipment is at all times operating in a controlled environment and 
its repeatability is improved as a result of its more stable 
electrical characteristics. The closed testing installations are 
not subject to the dimensional conditions laid down in Figure 1 in 
Appendix 1 to Annex V, except for the condition relating to the 
distance between the STU and the antenna and to the height of the 
latter. 
3.4 In order to ensure the absence of any noise or extraneous signals 
of a level that might materially affect the measurements, the 
background radiation shall be measured before and after the main 
test. For both types of measurement, the noise or extraneous 
signals must be at least 10 dB below the value given in item 
5.6.2.1, in Annex I, save for intentional narrow-band emissions. 
- ^1 -
4. STATE OF THE STU DURING THE TESTS 
4.1 The STU shall be in its normal operating state. 
4.2 No measurements will be taken while it is raining on the STU nor 
for ten minutes after it has stopped raining. 
4.3 The STU and its cable harnesses shall be placed on insulated 
supports 50 ± 10 - 0 mm above the earth plate. However, if one of 
the parts of the STU is intended to be connected electrically to 
the metal bodywork of the vehicle that part must be located on and 
be connected electrically to the earth plate. 
The earth plate shall have to take the form of a metal sheet at 
least 0.25 mm thick. The minimum size of the earth plate will 
depend upon the size of the STU, but it will have to be 
sufficiently large to receive the vehicle system's components and 
cable harness. The earth plate shall be connected to the 
earth-conductor and instructions shall be located at a height of 
1.0 ± 0.1 m above the ground and run parallel to this. 
The STU shall be ready to operate and connected in accordance with 
the instructions. The power distribution cables shall run parallel 
to and lie at the most at the most 100 mm from the edge of the 
earth plate that is closest to the antenna. 
The STU shall be earthed as specified by the manufacturer: no 
additional earth connections shall be permitted. 
The distance between the STU and the other conducting structures, 
such as the walls of a shielded area (except for the earth plate 
supporting the test object) shall be at least 1.0 m. 
4.4 The power shall be applied to the STU via a 50/ Line Impedance 
Stabilizing Network (LISN), that is connected electrically to the 
earth plate. The electrical supply voltage shall remain within 
+ 10% of the nominal operating voltage of the system. Any ripple 
voltage shall be less than 1.5% of the nominal operating voltage of 
the system measured at the LISN monitoring port. 
4.5 If the STU consists of more than one component the best way of 
linking these together is to use the cable harness intended for use 
on the vehicle. If such a harness is not available the distance 
between the electronic control unit and the LISN must be at least 
1.5 m. All of the cables in the harness shall end in the most 
realistic manner possible and, preferably, receive real loads and 
actuators. If other equipment is needed for the proper functioning 
of the STU it will be necessary to compensate for its contributions 
to the emissions measured. 
- 1<s -
5. ANTENNA TYPE, POSITION AND ORIENTATION 
5.1 Antenna type 
Any type of linearly polarized antenna shall be permitted, provided 
that it can be standardized with the reference antenna. 
5.2 Measurement height and distance 
5.2.1 Height 
The phase centre of the antenna shall be 0.50 ± 0.05 m above the 
earth plate. 
5.2.2 Measuring distance 
The horizontal distance measured between the antenna phase 
mid-point and the earth plate shall be 1.00 ± 0.05 m. No part of 
the antenna shall be less than 0.5 m from the earth plate. 
The antenna shall lie parallel to a plane that is perpendicular to 
the earth plate and runs along that edge of the plate along which 
the main parts of the harness are situated. 
5.2.3 If the test is carried out in a closed installation with the object 
of creating a screen against radiofrequencies, the antenna's 
receiving components shall not be less than 0.5 m from any type of 
radiofrequency absorption material or less than 1.5 m from the wall 
of the screen In question. There shall be no absorption material 
between the receiving antenna and the vehicle under test. 
5.3 Orientation and polarization of antenna 
Readings are to be taken at the measuring point, with the antenna 
polarized horizontally and then vertically. 
5.4 Measurements 
The greater of the two measurements taken in accordance with item 
5.3 for each frequency shall be regarded as the characteristic 
measurement for that frequency. 
6. FREQUENCIES 
6.1 Measurements 
Measurements are taken over a range of frequencies from 30 to 1000 
MHz. This range is divided into 11 bands. In each band a test may 
be carried out on a single frequency in order to check that It is 
within the required limits, it is considered that the STU meets 
the requisite limits over the entire frequency range if it does not 
exceed the limits laid down for the following 11 frequency bands: 
30-45, 45-80, 80-130, 130-170, 170-225, 225-300, 300-400, 400-525, 
525-700, 700-850 and 850-1000 MHz. 
Should the reference limit be exceeded during the tests, it must be 
confirmed that this is due to the STU and not to ambient radiation. 
- i<a -
6.2 If, during the first measurement conducted in accordance with item 
1.2, the narrow-band radiation emissions for any of the bands 
referred to in item 6.1 are at least 10 dB below the reference 
limit, then the STU is deemed to meet the conditions laid down in 
this Annex for the frequency band under consideration. Where this 
is so, the full test is optional. 
- 160 -
ANNEX VI I 
METHODS OF TESTING STU IMMUNITY TO ELECTROMAGNETIC RADIATION 
1. GENERAL 
1.1 Test methods 
STUs shall not exceed the limits (see Annex I, item 5.7.2.1) for 
one of the following test methods, at their manufacturers 
discretion, within the range of 20-1000 MHz-. 
- Strip line test: see Figure 1 in Appendix 1 to this Annex. 
- Bulk current injection test: see Figures 1 and 2 in Appendix 2 
to this Annex. 
- TEM-cell test: see Figure 1 in Appendix 3 to this Annex. 
- Free-field STU immunity test: see Figure 1 in Appendix 4 to this 
Annex. 
NB: Owing to the radiation of electromagnetic fields while they 
are in progress all of the tests will be carried out in a shielded 
area . 
2. EXPRESSION OF THE RESULTS 
The field strengths shall be expressed in volts/m and the injected 
current shall be expressed In mi 11(amperes for all of the tests 
described in this Annex. 
3. TEST CONDITIONS 
3.1 The test equipment shall be capable of generating the test signal 
required for the frequency ranges defined in this Annex. The 
location of the tests shall meet the (national) legal requirements 
regarding electromagnetic signal emissions. 
3.2 The control and monitoring equipment shall not be affected by any 
radiation fields which could invalidate the tests. 
4. STATE OF THE STU DURING THE TEST 
4.1 The STU shall be in its normal operating state. It must be 
arranged as shown in this Annex unless otherwise required by a 
specific individual test method. 
- Zbt-
4.2 The STU and its wiring harnesses shall be placed on insulated 
supports 50 ± 10 - 0 mm above the earth plate. However, if one of 
the parts of the STU is intended to be connected electrically to 
the metal bodywork of the vehicle that part shall be placed on and 
be connected electrically to the earth plate. This shall take the 
form of a metal sheet that is at least 0.25 mm thick, except where 
a TEM-cell test is used. 
The minimum size of the earth plate shall depend upon the size of 
the STU, but shall be large enough to receive the STU components 
and harnesses. The earth plate shall be connected to an earth 
conductor. 
The earth plate shall be 1.0 ±0.1 m above the test-facility floor. 
The STU shall be at least 1.0 m away from all of the other 
conducting structures such as the walls of a shielded area (except 
for the earth plate which is located below the test piece) except 
where a TEM-cell test is used. 
4.3 Power shall be applied to the STU via a Line Impedence Stabilizing 
Network (LISN) which shall be connected electrically to the earth 
plate. The electrical supply voltage shall be held at ± 10% of the 
nominal operating voltage of the system. Any ripple voltage shall 
be less than 1.5% of the nominal operating voltage of the system 
measured at the LISN monitoring port. 
4.4 Any extraneous equipment needed to operate thé STU shall be in 
place during the calibration stage. No extraneous equipment shall 
be less than 1 m from the reference point during the calibration. 
4.5 In order to obtain reproducible results the tests and measurements 
will be repeated. The test-signal generating equipment and its 
configuration shall be to the same specification as that used 
during each of the appropriate calibration phases (items 7.2, 8.2 
and 10.3 in this Annex). 
5. MEASURING FREQUENCIES, DURATION OF TESTS 
5.1 Measurements will be conducted within the frequency range of 
20-1000 MHz. 
5.2 The tests shall be carried out with the following 12 frequencies: 
27 MHz, 45 MHz, 65 MHz, 90 MHz, 150 MHz, 180 MHz, 220 MHz, 300 MHz, 
450 MHz, 600 MHz, 750 MHz, 900 MHz ± 10% for two s ± 10% in each 
frequency. 
- 36 2 
6. CHARACTERISTICS OF TEST SIGNAL TO BE GENERATED 
6.1 Peak deviation of the curve. 
The peak deviation of the test signal shall be equal to that for a 
non-modulated sinusoidal wave, whose r.m.s. value is defined in 
Annex 1, item 4.7.2.. 
6.2 Test signal wave form 
The test signal shall be a radio frequency sine wave, amplitude 
modulated by a 1 kHz sinusoidal wave at a modulation depth, m, of 
0.8 ± 0.04. 
6.3 Modulation depth 
The modulation depth, m, is defined as: 
m - Peak deviation of the curve - minimum deviation 
Peak deviation of the curve + minimum deviation 
7. STRIPLINE TESTING 
7.1 Test method 
This test method consists of subjecting the wiring harnesses 
connecting the components in an STU to specified field strengths. 
The test method enables homogeneous fields to be generated between 
an active conductor (the Stripline), and an earth plate (the 
conducting surface of the mounting table), between which part of 
the wiring harness may be inserted. 
7.2 Field strength measurement in the stripline 
At each desired test frequency, a level of power shall be fed into 
the Stripline to produce the required field strength in the test 
area, the STU being absent. 
This level of power, or another parameter that is directly related 
to the power required to restore the field, shall be measured and 
the results recorded. These results shall be used for type 
approval tests unless changes occur in the facilities or equipment 
which necessitate this procedure being repeated. 
During this process, the field probe head shall be kept beneath the 
active conductor, and pointed in longitudinal, vertical and 
transverse directions. The probe's electronics shall be housed as 
far away as possible from the longitudinal Stripline axis. 
- Z6Z -
7.3 InstalIing of the STU 
7.3.1 The electronic controller(s) for the STU shall be mounted on the 
earth plate but outside the stripline with one of its edges 
parallel to the active conductor of the stripline. It shall be 
200 ± 10 mm from a line on the earth plate directly below the edge 
of the active conductor. 
All edges of the active conductor shall be at least 200 mm from any 
peripheral measuring device. 
The wiring harness for the STU shall run horizontally between the 
active conductor and the earth plate. 
7.3.2 Alternatively an 800 mm stripline may be used to test the wiring 
and sensors in the electronic controller(s). The electronic 
controller for the STU shall be placed at the centre of the test 
surface together with the associated wiring and sensors as shown in 
Fig. 2 in Appendix 1. In order to produce a homogeneous field and 
to obtain repeatable measurements, the test piece shall not be 
larger than 1/3 of the distance between the plates. 
7.4 Power, signal and control wires 
7.4.1 The minimum length of the wiring harness to be placed under the 
Stripline, and which shall also include the power-supply lines for 
the electronic control unit shall be 1.5 m unless the wiring 
harness in the vehicle is shorter than 1.5 m. In that case, the 
length of the wiring harness shall be that of the longest harness 
used in the vehicle installation. Any harness branches occurring 
shall run perpendicular to the longitudinal axis of the line. 
7.4.2 Alternatively, the fully extended length of the wiring harness, 
including that of the longest branch, shall be 1.5 m. 
8. BULK CURRENT INJECTION TEST 
8.1 Test method 
This is a method of conducting immunity tests by using a current 
injection probe to induce currents directly into a wiring harness. 
This probe consists of a coupling clamp through which the STU 
cables pass. The immunity test can then be carried out by varying 
the frequency of the induced signals. 
36U -
The STU may be installed on an earth plate as described in item 4.2 
or in a vehicle in accordance with the vehicle design 
specification. 
8.2 Calibration of bulk current injection probe 
Before the tests begin, the injection probe shall be attached to 
the calibration fixture shown in Fig. 2 in Appendix 1 to this 
Annex. The power required to achieve the current specified in 
Annex 1, shall be monitored continuousI y while the test-frequency 
range is swept. 
This method determines, before the test, the direct relationship 
between power and current, that same power being applied to the 
injection probe when this is connected to the STU via the 
calibration wire. It should be noted that the power measured at 
the Injection probe is the direct power. 
8.3 Installation of the STU 
If the system is mounted on the earth plate as described in 
item 4.2 all of the cables In the wiring harness must be finished 
as realistically as possible and preferably with real loads and 
actuators. 
For both vehicle-mounted and earth-piate mounted systems the 
current injection probe shall be wound in turn around all the wires 
in the wiring harness at 100 ± 10 mm from each connector for the 
STU's electronic control units, instrumentation modules or active 
sensors, as illustrated in Appendix 1, Fig. 2. 
8.4 Power/signal and control wires 
Where an STU is mounted on an earth plate as described in item 4.2, 
a wiring harness shall link a LISN with the main electronic control 
unit. This harness shall run parallel to the edge of the earth 
plate, 100 mm ± 10 mm from its edge. 
This harness shall contain the positive lead connecting the vehicle 
battery to this ECU and, if used on the vehicle, the negative lead 
wire. 
The distance from the ECU to the LISN shall be 1.5 m i 0.1 m or may 
be the harness length between the ECU and the battery as used on 
the vehicle, if known, whichever is the shorter. If the vehicle 
harness is used then any line branches along its length shall be 
routed along the earth plate but perpendicular to its edge of axis. 
Otherwise the STU wires which are in this length shall break out at 
the LISN. 
- Z6< 
9. TEM-CELL TEST 
9.1 Test method 
The TEM (Transverse Electromagnetic Mode) Cell generates 
homogeneous fields between the internal conductor (partition) and 
housing (earth plate). It is used for testing the STUs. 
9.2 Field strength measurement in a TEM cell 
The field strength sensor is placed in the upper half of the TEM 
cell. In this part of the TEM cell the electronic control unit(s) 
has only a slight effect on the test field. The output of this 
sensor determines the field strength. Alternatively, the following 
equation may be used to determine the electrical field: 
¥ (P x I) 
E - Electric field intensity 
P - Cell-input power (W) 
Z - Cell impedance (50/) 
d - Distance in metres between the upper wall and the plate 
(partition) 
9.3 Dimensions of TEM cell 
In order to maintain a homogeneous field in the TEM cell and to 
obtain repeatable measurements, the height of the STU shall not be 
more than 1/3 of the inside height of the cell. 
9.4 Power, Signal and Control wires 
The TEM cell shall be attached to a board equipped with a co-axial 
socket and a plug connector with an adequate number of pins. The 
power supply and signal leads running from the plug connector on 
the cell wall shall be directly connected to the testpiece. 
The external components such as sensors, power-supply units and 
control units are connected: 
(i) via a shielded peripheral 
(ii) via the vehicle next to the TEM cell 
(iii) directly to the shielded socketboard. 
Shielded cables must be used in connecting the TEM cell to the 
peripherals or the vehicle. 
- 166 -
10. "FREE FIELD" STU IMMUNITY TEST 
10.1 This method consists of testing STUs by exposing a complete STU to 
electromagnetic radiation. 
10.2 Type, position and orientation of the field generator 
10.2.1 Type of field generator 
10.2.1.1 Any field generator chosen shall be able to achieve the desired 
field strength at the reference point at the appropriate 
frequencies. 
10.2.1.2 The field generating device may be one or more antenna(s) or a 
plate antenna. 
10.2.1.3 The field generating device shall be designed and aligned in such a 
way that the field is polarized either: 
(i) vertically, between 20 and 1000 MHz or 
(ii) horizontally between 20 and 30 MHz 
10.2.2 Measuring height and distance 
10.2.2.1 Height 
10.2.2.1.1 The phase centre of the antenna shall not be less than 0.5 m above 
the earth plate on which the STU is resting. 
10.2.2.1.2 No radiating part of the antenna shall be closer than 0.25 m to the 
STU base plate base. 
10.2.2.2 Measuring distance 
10.2.2.2.1 In-service conditions may best be approximated by placing the field 
generator as far from the STU as possible. This distance will be 
between 2 and 5m. 
10.2.2.2.2 If the test is carried out in an enclosed facility, the antenna's 
radiating components shall be no closer than 0.5 m to any radio 
absorbent material and no closer than 1.5 m to the wall of the 
facility. There shall be no absorbent material between the 
transmitting antenna and the STU. 
10.2.3 Position of the antenna in relation to the STU 
10.2.3.1 The field generator shall not be closer than 0.5 m to the edge of 
the earth plate. 
- 361 
10.2.3.2 The phase centre of the field generator shall be on a plane which: 
(i) is perpendicular to the earth plate 
(ii) is perpendicular to the edge of the earth plate along which 
the main part of the wiring harness runs 
and 
(iii) bisects the edge of the earth plate at the midpoint of the 
main part of the wiring harness. 
The antenna shall be placed parallel to a plane which is 
perpendicular to and coincident with the edge of the earth plate 
along which the main part of the wiring harness runs. 
10.2.3.3 Any field generator which is placed above the earth plate or the 
STU shall completely cover the STU. 
10.2.4 Reference point 
10.2.4.1 The reference point is the point at which the field strength is 
measured. It is defined as follows: 
10.2.4.1.1 Horizontally at least 2 m from the antenna phase centre or, 
vertically, at least 1 m from the radiating components of a plate 
antenna. 
10.2.4.1.2 On a plane which: 
(i) is perpendicular to the earth plate 
(ii) is perpendicular to the edge of the earth plate along which 
the main part of the wiring harness runs 
and 
(iii) bisects the edge of the earth plate and the midpoint of the 
main part of the wiring harness. 
10.2.4.1.3 The reference point shall be coincident with the midpoint of the 
main part of the harness which runs along the edge of the earth 
plate closest to the antenna and 100 ± 10 mm above the earth plate. 
10.3 Generation of required field strength 
10.3.1 Test method 
10.3.1.1 The "Substitution Method" shall be used to ensure that the test 
field conditions are met. 
10.3.1.2 Substitut ion method 
The STU having been removed, sufficient power shall be fed into the 
field generator at each desired test frequency, to produce the 
required field strength at the reference point (as defined in 
item 10.2) on the test surface. This level of power, or any other 
parameter directly related to the power required to produce the 
field, shall be measured and the results recorded. These results 
shall be used for model approval tests unless changes occurring in 
the facilities or equipment necessitate this procedure being 
repeated. 
- ZÙ'Z -
10.3.1.3 The STU, which may include an additional earth plate, shall then be 
introduced into the test facility under the conditions set out in 
item 10.2. If a second earth plate is used, it shall be within 
0.5 mm of the bench earth plate and be electrically connected to 
it. The required power, as defined in item 10.3.1.2, shall then be 
applied to the field generator at each of the frequencies defined 
in item 5. 
10.3.1.4 Extraneous equipment must be a minimum of 1 m from the reference 
point during calibration. 
10.3.1.5 Whatever parameter was chosen to produce the field in accordance 
with item 10.3.1.2, the same parameter shall be used to reproduce 
the desired field strength during the test. 
10.3.1.6 Field strength measuring device 
The device used to determine the field strength during the 
calibration phase of the substitution method shall be a compact 
isotropic field measuring probe. 
10.3.1.7 The phase centre of the field strength measuring device shall be 
positioned at the reference point. 
10.3.2 Field strength contour 
10.3.2.1 During the calibration phase of the substitution method (before 
introduction of the STU into the test area), the field strength 
shall not be less than 50% of the nominal field strength 
1.0 ± 0.05 m either side of the reference point on a line running 
through that point and parallel to the edge of the earth plate. 
(23 
- 1(A 
1 . 
2 • 
3 • 
4 • 
5 • 
6 « 
7 -
8 -
9 -
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 ANNEX VII 
APPENDIX 1 
STRIPLINE TEST 
shielded component 
cable harness 
STU 
closing resistance 
frequency generator 
variant 
battery 
power supply 
filter 
peripheral 
filter 
peripheral video circuit 
optoelectronic converter 
optical lines 
unshielded peripheral 
shielded peripheral 
optoelectronic converter 
insulated base 
video camera 
14 

-3'?/-
ANNEX VU 
APPENDIX 2 
Figure 1 
-3?2-
ANNEX VII 
APPENDIX 2 
Figure 2 
PRO BE CflLlBUflTtoN clKcoiT 
-3?3 
1 -
2 -
3 -
4 -
5 * 
6 -
7 -
8 -
9 * 
10 
11 ANNEX VII 
APPENDIX 3 
Figure 1 
TEM-CELL TEST 
outer conductor, shielding 
inner condustor (partition) 
insulator 
input 
insulator 
port 
Junction panel 
STU power supply 
50il closing resistance 
insulator 
STU (maximum height: one third of the distance between the eel 
floor and the diaphragm). 
_—-•--?$& 
- Ziu -
ANNEX VI I 
APPEND I A 
Figure 1 
FREE - Ft EL D TEST 
ANNEX VI I I 
APPENDIX 1 
MODEL 
INFORMATION DOCUMENT IN RESPECT OF THE 
ELECTROMAGNETIC COMPATIBILITY OF A TYPE OF 
TWO OR THREE-WHEEL MOTOR VEHICLE 
(to be attached to the application for component type approval 
where this is submitted separately from the application for vehicle 
type approval) 
Order No (assigned by the applicant): 
The application for component type approval in respect of the electromagnetic 
compatibility of a type of two or three-wheel motor vehicle shall contain the 
information set out in Annex II to Council Directive No 92/61/EEC of 
30 June 1992: 
Under A in items: 
0.1, 0.2, 0.4 to 0.6 
1.1 and 1.4 
3.0 to 3.6, 3.1.2 
4.1 and 4.2 
Under B in items: 
1.1 to 1.1.5 
Under C in items: 
2.1, 2.1.3, 2.1.4, 2.3 to 2.7.2, 2.8 to 2.8.2.4. 
Where appropriate, a brief description of the electrical and/or electronic 
components used in the transmission, suspension, braking, lighting, light-
signalling and steering systems must also be supplied by the applicant for 
component type approval. 
- SH -
ANNEX VI I I 
APPENDIX 2 
Name of administration 
MODEL 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF THE 
ELECTROMAGNETIC COMPATIBILITY OF A TYPE OF 
TWO OR THREE-WHEEL MOTOR VEHICLE 
Report No by Test ing Body Date 
Component type approvaI No Extens ion No 
1. Make of vehicle: 
2. Type of vehicle (plus details of any other versions or variants) 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative 
(if any): 
5. Vehicle submitted for test on: 
6. Component type approval granted/refused^*) 
7. Place: 
8. Date: 
9. Signature: 
(*) Delete as appropriate 
- vil -
ANNEX IX 
APPENDIX 1 
MODEL 
INFORMATION DOCUMENT IN RESPECT OF THE 
ELECTROMAGNETIC COMPATIBILITY OF A TYPE OF 
SEPARATE TECHNICAL UNIT 
(to be attached to the application form for component type 
approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of the electromagnetic 
compatibility of a type of separate technical unit shall contain the 
information set out in Annex II to Council Directive 92/61/EEC of 30 June 1992 
concerning the relevant separate technical unit. 
ANNEX XI 
APPENDIX 2 
Name of administration 
MODEL 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF THE 
ELECTROMAGNETIC COMPATIBILITY OF A TYPE OF 
SEPARATE TECHNICAL UNIT 
Report No by Test ing Body Date 
Component type approvaI No Extens ion No 
1. Make of separate technical unit: 
2. Type of separate technical unit (plus details of any other versions 
or variants): 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative 
(if any): 
5. Separate technical unit submitted for test on: 
6. Component type approval granted/refused^*) 
7. Place: 
8. Date: 
9. Signature: 
(•) Delete as appropriate 
- 379 -
CHAPTER 9 
PERMISSIBLE SOUND LEVEL AND EXHAUST SYSTEM 
OF TWO- OR THREE-WHEELED MOTOR VEHICLES 
- 380 -
LIST OF ANNEXES 
ANNEX I: SOUND LEVEL LIMITS IN (dB(A)) AND DATES OF ENTRY INTO FORCE FOR 
COMPONENT TYPE APPROVAL REGARDING THE PERMISSIBLE SOUND LEVEL OF 
A TYPE OF TWO- OR THREE-WHEELED MOTOR VEHICLE 
ANNEX II: REQUIREMENTS FOR TWO-WHEELED MOPEDS 
1. Definitions 
2. Component type-approval regarding the sound level and original 
exhaust system, as a technical unit, of a type of two-wheeled 
moped 
3. Component type-approval of a non-original exhaust system or 
components thereof, as technical units, for two-wheeled mopeds 
Appendix 1 A - Information sheet regarding the permissible sound level and 
original exhaust system of a type of two-wheeled moped 
B - Certificate of component type-approval regarding the 
permissible sound level and original exhaust system(s) of a 
type of two-wheeled moped 
Appendix 2 A - Information sheet for a non-original exhaust system or 
component(s) thereof, as technical unit(s), for two-wheeled 
mopeds 
B - Certificate of component type-approval for a non-original 
exhaust system for two-wheeled mopeds 
ANNEX III: REQUIREMENTS FOR MOTORCYCLES 
1. Definitions 
2. Component type-approval regarding the sound level and original 
exhaust system, as technical unit, of a type of motorcycle 
3. Component type-approval of a non-original exhaust system or 
components thereof, as technical units, for motorcycles 
Appendix 1 A - Information sheet regarding the permissible sound level and 
original exhaust system of a type of motorcycle 
B - Certificate of component type-approval regarding the 
permissible sound level and original exhaust system(s) of a 
type of motorcycle 
Appendix 2 A - information sheet for a non-original exhaust system or 
component(s) thereof, as technical unit(s), for motorcycles 
B - Certificate of component type-approval for a non-original 
exhaust system for motorcycles 
ANNEX IV: REQUIREMENTS FOR THREE-WHEELED MOPEDS AND TRICYCLES 
1. Definitions 
2. Component type-approval regarding the sound level and original 
exhaust system, as a technical unit, of a type of 
three-wheeled moped or tricycle 
- 381 -
3. Component type-approval of a non-original exhaust system or 
components thereof, as technical units, for three-wheeled 
mopeds and tricycles 
Appendix 1 A - Information sheet regarding the permissible sound level and 
original exhaust system of a type of three-wheeled moped or 
tricycle 
B - Certificate of component type-approval regarding the 
permissible sound level and original exhaust system(s) of a 
type of three-wheeled moped or tricycle 
Appendix 2 A - Information sheet for a non-original exhaust system or 
component(s) thereof, as technical unit(s), for three-wheeled 
mopeds or tricycles 
B - Certificate of component type-approval for a non-original 
exhaust system for three-wheeled mopeds or tricycles 
ANNEX V: PRODUCTION CONFORMITY REQUIREMENTS 
ANNEX VI: MARKING REQUIREMENTS 
- 382 -
ANNEX I 
SOUND LEVEL LIMITS IN dB(A) AND DATES OF ENTRY INTO FORCE 
FOR COMPONENT TYPE-APPROVAL REGARDING THE PERMISSIBLE SOUND LEVEL 
OF A TYPE OF TWO- OR THREE-WHEELED MOTOR VEHICLE 
Vehicles Sound level limits 
with effect from 
1.1.1997 
1. Two wheeI 
mopeds 
< 25 km/h 66 
> 25 km/h 71 
- three wheel 76 
2. Motocycles 
<. 80 cm3 75 
> 80 < 175 cm3 77 
> 175 cm3 80 
3. Tricycles 80 
- 383 -
ANNEX II 
REQUIREMENTS FOR TWO-WHEELED MOPEDS 
1. DEFINITIONS 
For the purposes of this chapter: 
1.1. "type of two-wheeled moped as regards its sound level and 
exhaust system" means mopeds which do not differ as regards 
the following essential characteristics: 
1.1.1. type of engine (two- or four-stroke, reciprocating piston 
engine or rotary-piston engine, number and capacity of 
cylinders, number and type of carburettors or injection 
systems, arrangement of valves, maximum power and 
corresponding speed); 
the cubic capacity of rotary-piston engines should be 
considered as double the volume of the chamber; 
1.1.2. transmission system, in particular the number and rat ios of 
the gears; 
1.1.3. number, type and arrangement of exhaust systems. 
1.2. "exhaust system" or "silencer" means a complete set of 
components necessary to limit the noise caused by a moped 
engine and its exhaust. 
1.2.1 "original exhaust system or silencer" means a system of the 
type fitted to the vehicle at the time of type-approval or 
extension of type-approval. It may be the one first fitted or 
a replacement. 
1.2.2 "non-original exhaust system or silencer" means a system of a 
type other than that fitted to the vehicle at the time of 
type-approval or extension of type-approval. It may be used 
only as a replacement exhaust system or silencer. 
1.3 "exhaust systems of differing types" means systems which are 
fundamentally different in one of the following ways: 
1.3.1 systems comprising components bearing different factory or 
trade marks; 
1.3.2 systems comprising any component made of materials of 
different characteristics or comprising components which are 
of a different shape or size-, 
1.3.3. systems in which the operating principles of at least one 
component are different; 
1.3.4. systems comprising components in different combinations. 
- 384 -
1.4. "component of an exhaust system" means one of the individual 
components which together form the exhaust system (such as 
exhaust pipework, the silencer proper) and the intake system 
(air fi Iter) if any. 
If the engine has to be equipped with an intake system (air 
filter and/or intake noise absorber) in order to comply with 
the maximum permissible sound levels, the filter and/or the 
absorber must be treated as components having the same 
importance as the exhaust system. 
2. COMPONENT TYPE-APPROVAL REGARDING THE SOUND LEVEL AND ORIGINAL 
EXHAUST SYSTEM, AS A TECHNICAL UNIT, OF A TYPE OF TWO-WHEELED 
MOPED 
2.1. NOISE OF THE MOPED IN MOTION (measuring conditions and method 
for testing of the vehicle during component type-approval). 
2.1.1. Limits: cf. Annex I. 
2.1.2. Measuring instruments 
2.1.2.1. Acoustic measurements 
The apparatus used for measuring the sound level must be a 
precision sound-level meter of the type described in 
International Electrotechnical Commission (IEC) publication 
179 'Precision sound-level meters', second edition. 
Measurements must be carried out using the 'fast' response and 
the 'A' weighting also described in that publication. 
At the beginning and end of each series of measurements the 
sound-level meter must be calibrated in accordance with the 
manufacturer's instructions, using an appropriate sound source 
(e.g. pistonphone). 
2.1.2.2 Speed measurements 
Engine speed and moped speed on the test track must be 
determined to within ± 3%. 
2.1.3. Conditions of measurement 
2.1.3.1. Condition of the motorcycle 
The combined weight of the rider and the test equipment used 
on the moped must be no more than 80 kg and no less than 
70 kg. If necessary, weights must be added to the moped to 
bring the combined weight up to at least 70 kg. 
During the measurements the motorcycle must be in running 
order (including coolant, oils, fuel, tools, spare wheel and 
rider). 
(24) 
385 -
Before the measurements are made the motorcycle must be 
brought to the normal operating temperature. If the 
motorcycle is fitted with fans with an automatic actuating 
mechanism, this system must not be interfered with during the 
sound measurements. For motorcycles having more than one 
driven wheel, only the drive provided for normal road 
operation may be used. Where a motorcycle is fitted with a 
sidecar, this must be removed for the purposes of the test. 
2.1.3.2. Test site 
The test site must consist of a central acceleration section 
surrounded by a substantially flat test area. The 
acceleration section must be flat; its surface must be dry and 
such that surface noise remains low. 
On the test site the variations in the free sound field 
between the sound source at the centre of the acceleration 
section and the microphone must not exceed i 1 dB. This 
condition will be deemed to be met if there are no large 
objects which reflect sound, such as fences, rocks, bridges or 
buildings, within 50 m of the centre of the acceleration 
section. The surface of the site must be made of hard 
material such as concrete, asphalt or any other acoustically 
equivalent material within a minimum radius of 10 m around the 
centre of the acceleration section and be free of powdery 
snow, long grass, loose soil or cinders. 
The microphone must not be obstructed in any way which could 
affect the sound field, and no person may stand between the 
microphone and the sound source. The observer carrying out 
the measurements must so position himself as not to affect the 
readings of the measuring instrument. 
2.1.3.3. Mi see 11aneous 
Measurements may not be taken in unfavourable weather 
conditions and in particular in gusting winds. 
The wind speed must be <, 3 m/s. The measurements will be 
acceptable if there are gusts of <. 5 m/s. 
For measurements, the A-weighted sound level of sound sources 
other than those of the moped to be tested or of wind effects 
must be at least 10 dB(A) below the sound level produced by 
the moped. 
If the difference between the ambient noise and the measured 
noise is between 10 and 16 dB(A), in order to calculate the 
test results the appropriate correction must be subtracted 
from the readings on the sound-1 eve I meter, as in the 
fol lowing graph: 
- 386 -
cfl(A) 
0/ 
0,3 
0,? 
OJ 
dB(A) 
"i«* 16 
Difference between ambient 
noise and noise to be measured 
2.1.4. 
2.1.4.1 
2.1.4.2 A suitable windshield may be fitted to the microphone provided 
that account is taken of its effect on the sensitivity and 
directional characteristics of the microphone. 
Method of Measurement 
Nature and number of measurements 
The maximum sound level expressed in A-weighted decibels 
(dB(A)) must be measured as the moped travels between lines 
AA' and BB' (figure 1). The measurement will be invalid if an 
abnormal discrepancy between the peak value and the general 
sound level is recorded. 
At least two measurements must be taken on each side of the 
moped. 
Positioning of the microphone 
The microphone must be located 7.5 m from the reference line 
CC (figure 1) of the track and 1.2 m above ground level. 
- 387 -
2.1.4.3. Conditions of operation 
The moped must approach line AA' at an initial steady speed* as 
specified in 2.1.4.3.1. When the front of the moped reaches 
line AA' the throttle must be fully opened as quickly as 
practically possible and kept in that position until the rear 
of the moped reaches line BB'; the throttle must then be 
returned as quickly as possible to the idle position. 
For all measurements the moped must be ridden in a straight 
line over the acceleration section keeping the longitudinal 
median plane of the moped as close as possible to line CC. 
2.1.4.3.1. Approach speed 
The moped must approach line AA' at a steady speed of 30 km/h 
or at its top speed if this is less than 30 km/h. 
2.1.4.3.2. Selection of gear ratio 
If the moped is fitted with a manual-shift gearbox the 
highest gear which allows it to cross line AA' at at least 
half the full-power engine speed must be selected. 
If the moped has an automatic transmission, it must be 
ridden at the speeds indicated in 2.1.4.3.1. 
2.1.5. Results (test report) 
2.1.5.1. The test report drawn up for the purpose of issuing the 
document referred to in Appendix 1B must indicate any 
circumstances and influences affecting the results of the 
measurements. 
2.1.5.2. Readings taken from the sound-level meter must be corrected in 
accordance with 2.1.3.3. The corrected values must be rounded 
off to the nearest decibel. 
Only those measurements whose variation in two consecutive 
tests on the same side of the moped is less than or equal to 
2 dB(A) may be used for the purpose of issuing the document 
referred to in Appendix 1B. 
2.1.5.3. To take account of inaccuracies in the measurements, the 
result of each measurement must be arrived at by deducting 
1 dB(A) from the value obtained in accordance with 2.1.5.2. 
2.1.5.4. If the average of the four results of the measurements does 
not exceed the maximum permissible level for the category to 
which the moped being tested belongs, the limit laid down in 
2.1.1. will be deemed as being complied with. 
This average value will constitute the result of the test. 
- 388 -
Figure 1 
TEST FOR VEHICLE IN MOTION 
Figure 2 
TEST FOR STATIONARY VEHICLE 
Height of centre of exhaust outlet 
- 389 
2.2. NOISE FROM STATIONARY MOPED (measuring conditions and method 
for testing of the vehicle in use) 
2.2.1. Sound-pressure level in the immediate vicinity of the moped 
In order to facilitate subsequent noise tests on mopeds in 
use, the sound-pressure level must also be measured in the 
immediate vicinity of the exhaust-system outlet (silencer) in 
accordance with the following requirements, the result of the 
measurement being entered in the test report drawn up for the 
purpose of issuing the document referred to in Appendix 1B. 
2.2.2. Measuring instruments 
A precision sound-1 eve I meter as defined in 2.1.2.1 must be 
used. 
2.2.3. Conditions of measurement 
2.2.3.1. Condition of the moped 
Before the measurements are made the moped engine must be 
brought to the normal operating temperature. If the moped is 
fitted with fans with an automatic actuating mechanism, this 
system must not be interfered with during the sound 
measurements. 
During the measurements the gearbox must be in neutral gear. 
If it is impossible to disconnect the transmission, the 
driving wheel of the moped must be allowed to rotate freely, 
for example by placing the vehicle on its centre stand. 
2.2.3.2. Test site (Figure 2) 
Any area in which there are no significant acoustic 
disturbances may be used as a test site. Flat surfaces which 
are covered with concrete, asphalt or some other hard material 
and are highly reflective are suitable; surfaces consisting of 
earth which has been tamped down must not be used. The test 
site must be in the form of a rectangle whose sides are at 
least 3 m from the outer edge of the moped (handlebars 
excluded). There must be no significant obstacles, e.g. no 
persons other than the rider and the observer may stand within 
this rectangle. The moped must be positioned within the said 
rectangle so that the microphone used for measurement is at 
least 1 m from any kerb. 
2.2.3.3. Mi see 11aneous 
Readings of the measuring instrument caused by ambient noise 
and wind effects must be at least 10 dB(A) lower than the 
sound levels to be measured. A suitable windshield may be 
fitted to the microphone provided that account is taken of its 
effect on the sensitivity of the microphone. 
- 390 -
2.2.4. Method of measurement 
2.2.4.1. Nature and number of measurements 
The maximum sound level expressed in A-weighted decibels 
(dB(A)) must be measured during the period of operation laid 
down in 2.2.4.3. 
At least three measurements must be taken at each measuring 
point. 
2.2.4.2. Positioning of the microphone (Figure 2) 
The microphone must be positioned level with the exhaust 
outlet or 0.2 m above the surface of the track, whichever is 
the highest. The microphone diaphragm must face towards the 
exhaust outlet at a distance of 0.5 m from it. The axis of 
maximum sensitivity of the microphone must be parallel to the 
surface of the track at an angle of 45 ± 10* to the vertical 
plane of the direction of the exhaust emissions. 
In relation to this vertical plane, the microphone must be 
located on the side which gives the maximum possible distance 
between the microphone and the outline of the moped 
(handlebars excluded). 
If the exhaust system has more than one outlet at centres less 
than 0.3 m apart, the microphone must be faced towards the 
outlet which is nearest the moped (handlebars excluded) or 
towards the outlet which is highest above the surface of the 
track. If the centres of the outlets are more than 0.3 m 
apart, separate measurements must be taken for each of them, 
the highest figure recorded being taken as the test value. 
2.2.4.3. Operating conditions 
The engine speed must be held steady at one of the following 
values: 
- 1/2 S if S is more than 5 000 rev/min, 
- 3/4 S if S is not more than 5 000 rev/min, 
where S is the speed referred to in 3.2.1.7 of Appendix 1A. 
When a constant engine speed is reached, the throttle must be 
returned swiftly to the idle position. The sound level must 
be measured during an operating cycle consisting of a brief 
period of constant engine speed and throughout the 
deceleration period, the maximum sound-1 eve I meter reading 
being taken as the test value. 
2.2.5. Results (test report) 
2.2.5.1. The test report drawn up for the purpose of issuing the 
document referred to in Appendix 1B must indicate all relevant 
data and particularly those used in measuring the noise of the 
stat ionary moped. 
- 391 -
2.2.5.2. Values, rounded off to the nearest decibel, must be read off 
the measuring instrument. 
Only those measurements which vary by no more than 2 dB(A) in 
three consecutive tests will be used. 
2.2.5.3. The average of the three measurements will constitute the test 
result. 
2.3. ORIGINAL EXHAUST SYSTEM (SILENCER) 
2.3.1 Requirements for silencers containing absorbent fibrous 
materials 
2.3.1.1. Absorbent fibrous material must be asbestos-free and may be 
used in the construction of silencers only if it is securely 
held in place throughout the service life of the silencer and 
it meets the requirements of any one of sections 2.3.2, 2.3.3 
or 2.3.4. 
2.3.2. After removal of the fibrous material, the sound level must 
comply with the requirements of 2.1.1. 
2.3.3. The absorbent fibrous material may not be placed in those 
parts of the silencer through which the exhaust gases pass and 
must comply with the following requirements. 
2.3.3.1. The material must be heated at a temperature of 650 ± 5 *C for 
four hours in a furnace without reduction in average length, 
diameter or bulk density of the fibre. 
2.3.3.2. After heating at 650 ± 5 *C for one hour in a furnace, at 
least 98% of the material must be retained in a sieve of 
nominal mesh size 250 /urn complying with ISO standard 3310/1 
when tested in accordance with ISO standard 2599. 
2.3.3.3. The loss in weight of the material must not exceed 10.5% after 
soaking for 24 hours at 90 ± 5 *C in a synthetic condensate of 
the following composition: 
1 N hydrobromic acid (HBr): 10 ml; 
1 N sulphuric acid (H2S04): 10 ml; 
Distilled water to make up to 1 000 ml. 
Note: The material must be washed in distilled water and 
dried for one hour at 105 "C before weighing. 
2.3.4. Before the system is tested in accordance with section 2.1 of 
this Annex, it must be put into normal working order by one of 
the following methods: 
2.3.4.1 Conditioning by continuous road operation 
2.3.4.1.1. The minimum distance to be travelled during conditioning must 
be 2 000 km. 
- 392 -
2.3.4.1.2. 50% ± 10% of this conditioning cycle must consist of town 
driving and the remainder of long-distance runs; the 
continuous road cycle may be replaced by a corresponding 
test-track programme. 
2.3.4.1.3. The two speed regimes must be alternated at least six times. 
2.3.4.1.4. The complete test programme must include at least 10 breaks 
lasting at least three hours in order to reproduce the effects 
of cooling and condensation. 
2.3.4.2. Conditioning by pulsation 
2.3.4.2.1. The exhaust system or components thereof must be fitted to the 
moped or to the engine. 
In the former case, the moped must be mounted on a roller 
dynamometer. In the second case, the engine must be mounted 
on a test bench. 
The test apparatus, as shown in detail in Figure 3, is fitted 
at the outlet of the exhaust system. Any other apparatus 
giving equivalent results is acceptable. 
2.3.4.2.2. The test equipment must be adjusted so that the flow of 
exhaust gases is alternately interrupted and restored 2 500 
times by a rapid-action valve. 
2.3.4.2.3. The valve must open when the exhaust gas back-pressure, 
measured at least 100 mm downstream of the intake flange, 
reaches a value of between 0.35 and 0.40 bar. Should such a 
figure be unattainable because of the engine characteristics, 
the valve must open when the gas back-pressure reaches a level 
equivalent to 90% of the maximum that can be measured before 
the engine stops. It must close when this pressure differs by 
no more than 10% from its stabilized value with the valve 
open. 
2.3.4.2.4. The time-1 apse relay must be set for the duration of the 
exhaust gases calculated on the basis of the requirements of 
2.3.4.2.3. 
2.3.4.2.5. Engine speed must be 75% of the speed (S) at which the engine 
develops maximum power. 
2.3.4.2.6. The power indicated by the dynamometer must be 50% of the 
full-throttle power measured at 75% of engine speed (S). 
2.3.4.2.7. Any drainage holes must be closed off during the test. 
2.3.4.2.8. The entire test must be completed within 48 hours. If 
necessary, a cooling period must be allowed after each hour. 
- 393 -
2.3.4.3. Conditioning on a test bench 
2.3.4.3.1. The exhaust system must be fitted to an engine representative 
of the type fitted to the moped for which the system is 
designed, and mounted on a test bench. 
2.3.4.3.2. Conditioning consists of three test bench cycles. 
2.3.4.3.3. Each test-bench cycle must be followed by a break of at least 
6 hours in order to reproduce the effects of cooling and 
condensation. 
2.3.4.3.4. Each test-bench cycle consists of six phases. The engine 
conditions and duration are as follows for each phase: 
Phase Conditions Duration of phase 
(minutes) 
1 Idling 6 
2 25% load at 75% S 40 
3 50% load at 75% S 40 
4 100% load at 75% S 30 
5 50% load at 100% S 12 
6 25% load at 100% S 22 
Total time: 2 hrs 30 m ins 
2.3.4.3.5. During this conditioning procedure, at the request of the 
manufacturer, the engine and the silencer may be cooled in 
order that the temperature recorded at a point not more than 
100 mm from the exhaust gas outlet does not exceed that 
measured when the moped is running at 75% S in top gear. The 
engine and/or moped speeds must be determined with an accuracy 
of ±3%. 
- 394 -
Figure 3 
Test apparatus for conditioning by pulsation 
1. Inlet flange or sleeve for connection to the rear of the test exhaust 
system. 
2. Hand-operated regulating valve. 
3. Compensating reservoir with a maximum capacity of 40 I and a filling 
time of not less than 1 second. 
4. Pressure switch with an operating range of 0.05 to 2.5 bar. 
5. Time delay switch. 
6. Pulse counter. 
7. Quick-acting valve, such as exhaust brake valve 60 mm in diameter, 
operated by a pneumatic cylinder with an output of 120 N at 4 bar. The 
response time, for opening and closing, must not exceed 0.5 seconds. 
8. Exhaust gas evaluation. 
9. Flexible hose. 
10. Pressure gauge. 
- 395 -
2.3.5 Diagram and markings 
2.3.5.1 A diagram of the exhaust system must be annexed to the 
document referred to in Appendix 1A. 
2.3.5.2 All original silencers must be legibly and indelibly marked 
with the make and type references . 
2.3.5.3 Any packing of original replacement silencer systems must be 
marked legibly with the words "original part" and the make and 
type references. 
2.3.6 Intake silencer 
If the engine intake has to be fitted with an air filter 
and/or intake silencer in order to comply with the permissible 
sound level, the filter and/or silencer must be regarded as 
part of the silencer and the requirements of section 2.3 will 
also apply to them. 
3. COMPONENT TYPE-APPROVAL OF A NON-OR IGINAL EXHAUST SYSTEM OR 
COMPONENTS THEREOF, AS A TECHNICAL UNIT, FOR TWO-WHEELED 
MOPEDS 
3.0. SCOPE 
This point applies to the component type-approval, as 
technical units, of exhaust systems or components thereof 
intended to be fitted to one or more particular types of moped 
as non-original replacement parts. 
3.1. DEFINITION 
3.1.1. "Non-original replacement exhaust system or components 
thereof" means any exhaust system component as defined in 
section 1.2 of this Annex intended to be fitted to a moped to 
replace that of the type fitted to the moped when the document 
provided for in Appendix 1B was issued. 
3.2. APPLICATION FOR COMPONENT TYPE-APPROVAL 
3.2.1. Applications for component type-approval for replacement 
exhaust systems or components thereof as technical units must 
be submitted by the manufacturer of the system or by his 
authorized representative. 
3.2.2. For each type of replacement exhaust system or components 
thereof for which approval is requested, the application for 
component type-approval must be accompanied by the following 
documents in triplicate, and by the following particulars: 
3.2.2.1. - description, in respect of the characteristics referred to 
in section 1.1 of this Annex, of the type(s) of moped for 
which the system(s) or component(s) is/are intended; 
the numbers and/or symbols specific to the type of engine and 
moped must be given. 
- 396 -
3.2.2.2. - description of the replacement exhaust system stating the 
relative position of each of its components, together with 
the fitting instructions; 
3.2.2.3. - drawings of each component to facilitate location and 
identification, and statement of materials used. These 
drawings must also indicate the intended location of the 
mandatory component type-approval number. 
3.2.3. The applicant must submit, at the request of the technical 
authority: 
3.2.3.1. - two samples of the system for which component type-approval 
is requested, 
3.2.3.2. - an exhaust system conforming to that originally fitted to 
the moped when the document provided for in Appendix 1B was 
issued, 
3.2.3.3. - a moped representative of the type to which the replacement 
exhaust system is to be fitted, supplied in such a 
condition that, when fitted with a silencer of the same 
type as was originally fitted, it meets the requirements of 
either of the following two sections: 
3.2.3.3.1. if the moped referred to in 3.2.3.3. is of a type which has 
been granted type-approval pursuant to the provisions of this 
chapter : 
- during the test in motion, it does not exceed by more than 
1 dB(A) the limit value laid down in section 2.1.1. of this 
Annex, 
- during the stationary test, it does not exceed by more than 
3 dB(A) the value indicated on the manufacturer's rating 
plate-, 
3.2.3.3.2. if the moped referred to in 3.2.3.3. is not of a type which 
has been granted type-approval in accordance with the 
requirements of this chapter, it does not exceed by more than 
1 dB(A) the limit value applicable to that type of moped when 
it was first put into service; 
3.2.3.4. - a separate engine identical to that fitted to the moped 
referred to above, where the competent authorities deem 
necessary. 
3.3. MARKINGS AND INSCRIPTIONS 
3.3.1. Non-original exhaust systems or components thereof must be 
marked in accordance with the requirements of Annex VI. 
3.4. COMPONENT TYPE-APPROVAL 
3.4.1. Upon completion of the tests laid down in this chapter, the 
competent authority will issue a certificate based on the 
model set out in Appendix 2B. The component type-approval 
- 397 -
number must be preceded by a rectangle surrounding the letter 
"e" followed by the distinguishing number or letters of the 
Member State which issued or refused the component type-
approval . 
3.5. SPECIFICATIONS 
3.5.1. General specifications 
The design, construction and mounting of the silencer must be 
such that: 
3.5.1.1. - the moped complies with the requirements of the chapter 
under normal conditions of use, and in particular 
regardless of any vibrations to which it may be subjected; 
3.5.1.2. - it displays reasonable resistance to the corrosion 
phenomena to which it is exposed, with due regard to the 
normal conditions of use of the moped, 
3.5.1.3. - the ground clearance available under the silencer 
originally fitted, and the angle at which the moped can 
lean over, are not reduced, 
3.5.1.4. - the surface does not reach unduly high temperatures, 
3.5.1.5. - its outline has no projections or sharp edges, 
3.5.1.6. - springs have adequate clearance, 
3.5.1.7. - adequate safety clearance is provided for pipes, 
3.5.1.8. - it is impact-resistant in a way that is compatible with 
clearly-defined maintenance and installation requirements. 
3.5.2. Specifications for sound levels 
3.5.2.1. The acoustic efficiency of the replacement exhaust systems or 
components thereof must be tested using the methods described 
in sections 2.1.2, 2.1.3, 2.1.4 and 2.1.5 of this Annex. 
With a replacement exhaust system or component thereof fitted 
to the moped referred to in section 3.2.3.3 of this Annex, the 
sound-level values obtained must meet the following 
condit ions: 
3.5.2.1.1. they must not exceed the values measured, in accordance with 
the provisions of 3.2.3.3, using the same moped fitted with 
the original equipment silencer both during the test in motion 
and during the stationary test. 
3.5.3. Testing of moped performance 
3.5.3.1. The replacement silencer must be such as to ensure that the 
moped's performance is comparably to that achieved with the 
original silencer or component thereof. 
- 398 -
3.5.3.2. The replacement silencer must be compared with an 
originally-fitted silencer, also in new condition, fitted in 
turn to the moped referred to in 3.2.3.3. 
3.5.3.3. This test is carried out by measuring the engine power curve. 
The net maximum power and the top speed measured with the 
replacement silencer must not exceed the net maximum power and 
top speed measured under the same conditions with the original 
equipment exhaust system by more than 5%. 
3.5.4. Additional provisions relating to silencers as separate 
technical units containing fibrous material 
Fibrous material may not be used in the construction of such 
silencers unless the requirements set out in section 2.3.1 of 
this Annex are met. 
- 399 -
APPENDIX 1A 
INFORMATION SHEET 
REGARDING THE PERMISSIBLE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM 
OF A TYPE OF TWO-WHEELED MOPED 
(to be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
(mode I) 
Order No (allocated by applicant) 
The application for component type-approval regarding the permissible sound 
level and original exhaust system of a type of two-wheeled moped must include 
the details listed in Annex II to Council Directive 92/61/EEC of 30 June 
1992, section A, points: 
0.1 
0.2 
0.5 
0.6 
2.1 
3 
3.0 
3.1 
3.1.1 
3.2.1.7 
3.2.8.3.3 
3.2.8.3.3.1 
3.2.8.3.3.2 
3.2.9 
3.2.9.1 
4 
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 
4.5 
4.6 
5.2 
- 400 -
APPENDIX IB 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
REGARDING THE PERMISSIBLE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM(S) 
OF A TYPE OF TWO-WHEELED MOPED 
MODEL 
Report No of the technical authority date: 
1. Trade name or trademark of vehicle: 
2. Type of vehicle: 
3. Variant(s) (if any): 
4. Version(s) (if any): 
5. Name and address of manufacturer: 
6. Name and address of the manufacturer's authorized representative (if 
any): 
7. Original exhaust system type(s): 
8. Intake system type(s) (where essential to observe sound level limit) 
9. Noise level of the vehicle when stationary: dB(A) at: rpm. 
10. Vehicle submitted for testing on: 
11. Component type-approval granted/refused1 
12. Place: 
13. Date: 
14. Signature: 
1 Delete where not applicable. 
(25 
- 401 -
APPENDIX 2A 
INFORMATION DOCUMENT 
FOR A NON-ORIGINAL EXHAUST SYSTEM OR COMPONENT(S) THEREOF, 
AS TECHNICAL UNIT(S), FOR TWO-WHEELED MOPEDS 
MODEL 
Order No (allocated by applicant) 
The application for component type-approval for a non-original exhaust system 
for two-wheeled mopeds must include the following details: 
1. Make: 
2. Type : 
3. Name and address of manufacturer: 
4. Name and address of the manufacturer's authorized representative (if 
any): 
5. Component list of the technical unit (attach drawings): 
6. Make(s) and type(s) of moped for which the silencer is designed:1) 
7. Any restrictions on use and fitting instructions: 
In addition, the application must include the details listed in Annex II to 
Council Directive No 92/61/EEC of 30 June 1992, section A, points: 
0.1 
0.2 
0.5 
0.6 
2.1 
3 
3.0 
3.1 
3.1.1 
3.2.1.7 
4 
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 
4.5 
4.6 
5.2 
1) Delete where not applicable. 
- 402 -
APPENDIX 2B 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
FOR A NON-ORIGINAL EXHAUST SYSTEM FOR TWO-WHEELED MOPEDS 
MODEL 
Report No of the technical authority date: 
1. Make of exhaust: 
2. Type of exhaust: 
3. Name and address of manufacturer: 
4. Name and address of the manufacturer's authorized representative (if 
any): 
5. Make(s) and type(s) and any variant(s) or version(s) of the vehicie(s) 
for which the exhaust system is designed: 
6. System submitted for testing on: 
7. Component type-approval granted/refused1 
8. Place: 
9. Date: 
10. Signature: 
1 Delete where not applicable. 
- 403 -
ANNEX III 
REQUIREMENTS FOR MOTORCYCLES 
1. DEFINITIONS 
For the purposes of this chapter: 
1.1. "type of motorcycle as regards its sound level and exhaust 
system" means motorcycles which do not differ as regards the 
following essential characteristics: 
1.1.1. type of engine (two- or four-stroke, reciprocating piston 
engine or rotary-piston engine, number and capacity of 
cylinders, number and type of carburettors or injection 
systems, arrangement of valves, maximum power and 
corresponding speed); 
the cubic capacity of rotary-piston engines should be 
considered as double the volume of the chamber; 
1.1.2. transmission system, in particular the number and ratios of 
the gears; 
1.1.3. number, type and arrangement of exhaust systems. 
1.2. "exhaust system" or "silencer" means a complete set of 
components necessary to limit the noise caused by a motorcycle 
engine and its exhaust. 
1.2.1. "original exhaust system or silencer" means a system of the 
type fitted to the vehicle at the time of type-approval or 
extension of type-approval. It may be the one first fitted or 
a replacement. 
1.2.2 "non-original exhaust system or silencer" means a system of a 
type other than that fitted to the vehicle at the time of 
type-approval or extension of type-approval, it may be used 
only as a replacement exhaust system or silencer. 
1.3. "exhaust systems of differing types" means systems which are 
fundamentally different in one of the following ways: 
1.3.1 systems comprising components bearing different factory or 
trade marks; 
1.3.2 systems comprising any component made of materials of 
different characteristics or comprising components which are 
of a different shape or size; 
1.3.3. systems in which the operating principles of at least one 
component are different; 
1.3.4. systems comprising components in different combinations. 
404 -
1.4. "component of an exhaust system" means one of the individual 
components which together form the exhaust system (such as 
exhaust pipework, the silencer proper) and the intake system 
(air fiIter) if any. 
If the engine has to be equipped with an intake system (air 
filter and/or intake noise absorber) in order to comply with 
the maximum permissible sound levels, the filter and/or the 
absorber must be treated as components having the same 
importance as the exhaust system. 
2. COMPONENT TYPE-APPROVAL REGARDING THE SOUND LEVEL AND ORIGINAL 
EXHAUST SYSTEM, AS A TECHNICAL UNIT, OF A TYPE OF MOTORCYCLE 
2.1. NOISE OF THE MOTORCYCLE IN MOTION (measuring conditions and 
method for testing of the vehicle during component 
type-approval) 
2.1.1. Limits: cf. Annex I. 
2.1.2. Measuring instruments 
2.1.2.1. Acoustic measurements 
The apparatus used for measuring the sound level must be a 
precision sound-level meter of the type described in 
International Electrotechnical Commission (IEC) publication 
179 'Precision sound-1 eve I meters', second edition. 
Measurements must be carried out using the 'fast' response and 
the 'A' weighting also described in that publication. 
At the beginning and end of each series of measurements the 
sound-level meter must be calibrated in accordance with the 
manufacturer's instructions, using an appropriate sound source 
(e.g. pistonphone). 
2.1.2.2. Speed measurements 
Engine speed and motorcycle speed on the test track must be 
determined to within ± 3%. 
2.1.3. Conditions of measurement , 
2.1.3.1. Condition of the motorcycle 
During the measurements the motorcycle must be in running 
order (including coolant, oils, fuel, tools, spare wheel and 
rider). 
Before the measurements are made the motorcycle must be 
brought to the normal operating temperature. If the 
motorcycle is fitted with fans with an automatic actuating 
mechanism, this system must not be interfered with during the 
sound measurements. For motorcycles having more than one 
driven wheel, only the drive provided for normal road 
operation may be used. Where a motorcycle is fitted with a 
sidecar, this must be removed for the purposes of the test. 
- 405 -
2.1.3.2. Test site 
The test site must consist of a central acceleration section 
surrounded by a substantially flat test area. The 
acceleration section must be flat; its surface must be dry and 
such that surface noise remains low. 
On the test site the variations in the free sound field 
between the sound source at the centre of the acceleration 
section and the microphone must not exceed i 1 dB. This 
condition will be deemed to be met If there are no large 
objects which reflect sound, such as fences, rocks, bridges or 
buildings, within 50 m of the centre of the acceleration 
section. The surface of the site must be made of hard 
material such as concrete, asphalt or any other acoustically 
equivalent material within a minimum radius of 10 m around the 
centre of the acceleration section and be free of powdery 
snow, long grass, loose soi I or cinders. 
The microphone must not be obstructed in any way which could 
affect the sound field, and no person may stand between the 
microphone and the sound source. The observer carrying out 
the measurements must so position himself as not to affect the 
readings of the measuring instrument. 
2.1.3.3. Miscellaneous 
Measurements may not be taken in unfavourable weather 
conditions and in particular in gusting winds. 
The wind speed must be <. 3 m/s. The measurements will be 
acceptable if there are gusts of <. 5 m/s. 
For measurements, the A-weighted sound level of sound sources 
other than those of the motorcycle to be tested or of wind 
effects must be at least 10 dB(A) below the sound level 
produced by the motorcycle. 
If the difference between the ambient noise and the measured 
noise is between 10 and 16 dB(A), in order to calculate the 
test results the appropriate correction must be subtracted 
from the readings on the sound-1 eve I meter, as in the 
fol lowing graph: 
- 406 
dBU) 
û,«. 
0,5 
0,* 
OJ 
d3(Aj 
Difference between ambient noise and noise to be measured 
A suitable windshield may be fitted to the microphone provided 
that account is taken of its effect on the sensitivity and 
directional characteristics of the microphone. 
2.1.4. 
2.1.4.1 Method of measurement 
Nature and number of measurements 
The maximum sound level expressed in A-weighted decibels 
(dB(A)) must be measured as the motorcycle travels between 
lines AA' and BB' (figure 1). The measurement will be invalid 
if an abnormal discrepancy between the peak value and the 
general sound level is recorded. 
At least two measurements must be taken on each side of the 
motorcycle. 
2.1.4.2 
2.1.4.3 Positioning of the microphone 
The microphone must be located 7.5 m from the reference line 
CC (figure 1) of the track and 1.2 m above ground level. 
Conditions of operation 
The motorcycle must approach line AA' at an initial steady 
speed as specified in 2.1.4.3.1 and 2.1.4.3.2. When the front 
of the motorcycle reaches line AA' the throttle must be fully 
- 407 -
opened as quickly as practically possible and kept in that 
position until the rear of the motorcycle reaches line BB'; 
the throttle must then be returned as quickly as possible to 
the idle position. 
For all measurements the motorcycle must be ridden in a 
straight line over the acceleration section keeping the 
longitudinal median plane of the motorcycle as close as 
possible to Iine CC. 
2.1.4.3.1. Motorcycles with non-automatic gearboxes 
2.1.4.3.1.1. Approach speed 
The motorcycle must approach line AA' at a steady speed 
- of 50 km/h, or 
- corresponding to an engine speed equal to 75% of the speed 
referred to in 3.2.1.7 of Appendix 1A. 
The lower of these speeds must be selected. 
2.1.4.3.1.2. Selection of gear ratio 
2.1.4.3.1.2.1. Motorcycles fitted with a gearbox having at least four ratios, 
whatever the cylinder capacity of their engines, must be 
tested only in second gear. 
2.1.4.3.1.2.2. Motorcycles fitted with engines having a cylinder capacity not 
exceeding 175 cm3 and a gearbox with five ratios or more 
must be tested only in third gear. 
2.1.4.3.1.2.3. Motorcycles fitted with engines having a cylinder capacity of 
more than 175 cm3 and a gearbox with five ratios or more 
must be tested once in second gear and once in third gear. 
The result used must be the average of the two tests. 
2.1.4.3.1.2.4. If, during the test carried out in second gear (see 
2.1.4.3.1.2.1, 2.1.4.3.1.2.2 and 2.1.4.3.1.2.3), the engine 
speed on the approach to the line marking the end of the test 
track exceeds 100% of the speed referred to in 3.2.1.7 of 
Appendix 1A, the test must be carried out in third gear and 
the sound level measured must be the only one recorded as the 
test result. 
2.1.4.3.2. Motorcycles with automatic gearboxes 
2.1.4.3.2.1. Motorcycles without a manual selector 
2.1.4.3.2.1.1. Approach speed 
The motorcycle must approach line AA' at steady speeds of 30, 
40 and 50 km/h or 75% of the maximum road speed if that value 
is lower. The condition giving the highest sound level is 
chosen. 
2.1.4.3.2.1.2. Motorcycles equipped with a manual selector with X forward 
dr ive posit ions 
- 408 -
2.1.4.3.2.1.3. Approach speed 
The motorcycle must approach line AA' at a steady speed of:* 
less than 50 km/h, the engine rotation speed being equal to 
75% of the speed referred to in 3.2.1.7 of Appendix 1A, 
or 
- 50 km/h, the engine rotation speed being less than 75% of 
the speed referred to in 3.2.1.7 of Appendix 1A. 
If, in the test at a steady speed of 50 km/h, the gears 
change down to first, the approach speed of the motorcycle 
may be increased to a maximum of 60 km/h to avoid the 
changedown. 
2.1.4.3.2.1.4. Position of the manual selector 
If the motorcycle is equipped with a manual selector with X 
forward drive positions, the test must be carried out with the 
selector in the highest position; the voluntary device for 
changing down (e.g. kickdown) must not be used. If an 
automatic changedown takes place after line AA', the test must 
be begun again using the second-highest position or the 
third-highest position if necessary, in order to find the 
highest position of the selector at which the test can be 
performed without an automatic changedown (without using the 
kickdown). 
2.1.5. Results (test report) 
2.1.5.1. The test report drawn up for the purpose of issuing the 
document referred to in Appendix 1B must indicate any 
circumstances and influences affecting the results of the 
measurements. 
2.1.5.2. Readings taken from the sound-1 eve I meter must be corrected in 
accordance with 2.1.3.3. The corrected values must be rounded 
off to the nearest decibel. 
Only those measurements whose variation in two consecutive 
tests on the same side of the motorcycle is less than or equal 
to 2 dB(A) may be used for the purpose of issuing the document 
referred to in Appendix 1B. 
2.1.5.3. To take account of inaccuracies in the measurements, the 
result of each measurement must be arrived at by deducting 
1 dB(A) from the value obtained in accordance with 2.1.5.2. 
2.1.5.4. If the average of the four results of the measurements does 
not exceed the maximum permissible level for the category to 
which the vehicle being tested belongs, the limit laid down in 
2.1.1. will be deemed as being complied with. This average 
value will constitute the result of the test. 
- 409 -
If the four results of the measurements do not exceed the 
maximum permissible level for the category to which the 
motorcycle being tested belongs, the limit laid down in 2.1.1 
will be deemed as being complied with. 
If one of the four results exceeds the maximum permissible 
level by not more than 1 dB(A), a second series of four 
measurements will be taken. In this case the limit laid down 
in 2.1.1 will only be deemed as being complied with if the 
four new results are less than or equal to the maximum 
permissible level. 
In all other cases, the limit laid down in 2.1.1 will be 
deemed as not being complied with. 
2.2. NOISE FROM STATIONARY MOTORCYCLE (measuring conditions and 
method for testing of the vehicle in use) 
2.2.1. Sound-pressure level in the immediate vicinity of the 
motorcycle 
In order to facilitate subsequent noise tests on motorcycles 
in use, the sound-pressure level must also be measured in the 
immediate vicinity of the exhaust-system outlet in accordance 
with the following requirements, the result of the measurement 
being entered in the test report drawn up for the purpose of 
issuing the document referred to in Appendix 1B. 
2.2.2. Measuring instruments 
A precision sound-1 eve I meter as defined in 2.1.2.1 must be 
used. 
2.2.3. Conditions of measurement 
2.2.3.1. Condition of the motorcycle 
Before the measurements are made the motorcycle engine must be 
brought to the normal operating temperature. If the 
motorcycle is fitted with fans with an automatic actuating 
mechanism, this system must not be interfered with during the 
sound measurements. 
During the measurements the gearbox must be in neutral gear. 
If it is impossible to disconnect the transmission, the 
driving wheel of the motorcycle must be allowed to rotate 
freely, for example by placing the vehicle on its centre 
stand. 
2.2.3.2. Test site (Figure 2) 
Any area in which there are no significant acoustic 
disturbances may be used as a test site. Flat surfaces which 
are covered with concrete, asphalt or some other hard material 
and are highly reflective are suitable; surfaces consisting of 
earth which has been tamped down must not be used. The test 
site must be in the form of a rectangle whose sides are at 
- 410 -
least 3 m from the outer edge of the motorcycle (handlebars 
excluded). There must be no significant obstacles, e.g. no 
persons other than the rider and the observer may stand within 
this rectangle. The motorcycle must be positioned within the 
said rectangle so that the microphone used for measurement is 
at least 1 m from any kerb. 
2.2.3.3. Mi see 11aneous 
Readings of the measuring instrument caused by ambient noise 
and wind effects must be at least 10 dB(A) lower than the 
sound levels to be measured. A suitable windshield may be 
fitted to the microphone provided that account is taken of its 
effect on the sensitivity of the microphone. 
2.2.4. Method of measurement 
2.2.4.1. Nature and number of measurements 
The maximum sound level expressed in A-weighted decibels 
(dB(A)) must be measured during the period of operation laid 
down in 2.2.4.3. 
At least three measurements must be taken at each measuring 
point. 
2.2.4.2. Positioning of the microphone (Figure 2) 
The microphone must be positioned level with the exhaust 
outlet or 0.2 m above the surface of the track, whichever is 
the highest. The microphone diaphragm must face towards the 
exhaust outlet at a distance of 0.5 m from it. The axis of 
maximum sensitivity of the microphone must be parallel to the 
surface of the track at an angle of 45 ± 10* to the vertical 
plane of the direction of the exhaust emissions. 
In relation to this vertical plane, the microphone must be 
located on the side which gives the maximum possible distance 
between the microphone and the outline of the motorcycle 
(handlebars excluded). 
If the exhaust system has more than one outlet at centres less 
than 0.3 m apart, the microphone must be faced towards the 
outlet which is nearest the motorcycle (handlebars excluded) 
or towards the outlet which is highest above the surface of 
the track. If the centres of the outlets are more than 0.3 m 
apart, separate measurements must be taken for each of them, 
the highest figure recorded being taken as the test value. 
2.2.4.3. Operating conditions 
The engine speed must be held steady at one of the following 
values: 
- 1/2 S if S is more than 5 000 rev/min, 
- 3/4 S if S is not more than 5 000 rev/min, 
where S is the speed referred to in 3.2.1.7 of Appendix 1A. 
411 -
When a constant engine speed is reached, the throttle must be 
returned swiftly to the idle position. The sound level must 
be measured during an operating cycle consisting of a brief 
period of constant engine speed and throughout the 
deceleration period, the maximum sound-level meter reading 
being taken as the test value. 
2.2.5. Results (test report) 
2.2.5.1. The test report drawn up for the purpose of issuing the 
document referred to in Appendix 1B must indicate all relevant 
data and particularly those used in measuring the noise of the 
stationary motorcycle. 
2.2.5.2. Values, rounded off to the nearest decibel, must be read off 
the measuring instrument. 
Only those measurements which vary by no more than 2 dB(A) in 
three consecutive tests will be used. 
2.2.5.3. The average of the three measurements will constitute the test 
result. 
- 412 -
Figure 1 
TEST FOR MOTORCYCLE IN MOTION 
Figure 2 
TEST FOR STATIONARY VEHICLE 
Height of centre of exhaust outlet 
CM o 
C 
- 413 -
2.3. 
2.3.1. 
2.3.1.1 ORIGINAL EXHAUST SYSTEM (SILENCER) 
Requirements for silencers containing absorbent fibrous 
mater ials 
Absorbent fibrous material must be asbestos-free and may be 
used in the construction of silencers only if it is securely 
held in place throughout the service life of the silencer and 
it meets the requirements of any one of sections 2.3.2, 2.3.3 
or 2.3.4. 
2.3.2. 
2.3.3. 
2.3.3.1 
2.3.3.2 
2.3.3.3 
2.3.4. 
2.3.4.1 
2.3.4.1.1 After removal of the fibrous material, the sound level must 
comply with the requirements of 2.1.1. 
The absorbent fibrous material may not be placed in those 
parts of the silencer through which the exhaust gases pass and 
must comply with the following requirements. 
The material must be heated at a temperature of 650 ± 5 *C for 
four hours in a furnace without reduction in average length, 
diameter or bulk density of the fibre. 
After heating at 650 ± 5 *C for one hour in a furnace, at 
least 98 % of the material must be retained in a sieve of 
nominal mesh size 250 /urn complying with ISO standard 3310/1 
when tested in accordance with ISO standard 2599. 
The loss in weight of the material must not exceed 10.5% after 
soaking for 24 hours at 90 ± 5 *C in a synthetic condensate of 
the following composition: 
1 N hydrobromic acid (HBr): 10 ml; 
1 N sulphuric acid (H2S04): 10 ml; 
Distilled water to make up to 1 000 ml. 
Note: The material must be washed in distilled water and dried 
for one hour at 105 *C before weighing. 
Before the system is tested in accordance with section 2.1 of 
this Annex, it must be put into normal working order by one of 
the following methods: 
Conditioning by continuous road operation 
The table shows the minimum distance to be travelled for each 
category of motorcycle during conditioning. 
Category of motorcycle by Distance (km) 
cylinder capacity (cm3) 
1. < 80 4 000 
2. > 80 < 175 6 000 
3. > 175 8 000 
- 414 -
2.3.4.1.2. 50% ± 10% of this conditioning cycle must consist of town 
driving and the remainder of long-distance runs at high speed; 
the continuous road cycle may be replaced by a corresponding 
test-track programme. 
2.3.4.1.3. The two speed regimes must be alternated at least six times. 
2.3.4.1.4. The complete test programme must include at least 10 breaks 
lasting at least three hours in order to reproduce the effects 
of cooling and condensation. 
2.3.4.2. Conditioning by pulsation 
2.3.4.2.1. The exhaust system or components thereof must be fitted to the 
motorcycle or to the engine. 
In the former case, the motorcycle must be mounted on a roller 
dynamometer. In the second case, the engine must be mounted 
on a test bench. 
The test apparatus, as shown in detail in Figure 3, is fitted 
at the outlet of the exhaust system. Any other apparatus 
giving equivalent results is acceptable. 
2.3.4.2.2. The test equipment must be adjusted so that the flow of 
exhaust gases is alternately interrupted and restored 2 500 
times by a rapid-action valve. 
2.3.4.2.3. The valve must open when the exhaust gas back-pressure, 
measured at least 100 mm downstream of the intake flange, 
reaches a value of between 0.35 and 0.40 bar. Should such a 
figure be unattainable because of the engine characteristics, 
the valve must open when the gas back-pressure reaches a level 
equivalent to 90% of the maximum that can be measured before 
the engine stops. It must close when this pressure differs by 
no more than 10% from its stabilized value with the valve 
open. 
2.3.4.2.4. The time-lapse relay must be set for the duration of exhaust 
gases calculated on the basis of the requirements of 
2.3.4.2.3. 
2.3.4.2.5. Engine speed must be 75% of the speed (S) at which the engine 
develops maximum power. 
2.3.4.2.6. The power indicated by the dynamometer must be 50% of the 
full-throttle power measured at 75% of engine speed (S). 
2.3.4.2.7. Any drainage holes must be closed off during the test. 
2.3.4.2.8. The entire test must be completed within 48 hours. If 
necessary, a cooling period must be allowed after each hour. 
2.3.4.3. Conditioning on a test bench 
2.3.4.3.1. The exhaust system must be fitted to an engine representative 
of the type fitted to the motorcycle for which the system is 
designed, and mounted on a test bench. 
- 415 -
2.3.4.3.2. Conditioning consists of the specified number of test bench 
cycles for the category of motorcycle for which the exhaust 
system was designed. The table shows the number of cycles for 
each category of motorcycle. 
Category of motorcycle by Number of 
cylinder capacity (cm3) cycles 
1. < 80 6 
2. > 80 < 175 9 
3. > 175 12 
2.3.4.3.3. Each test-bench cycle must be followed by a break of at least 
6 hours in order to reproduce the effects of cooling and 
condensation. 
2.3.4.3.4. Each test-bench cycle consists of six phases. The engine 
conditions and duration are as follows for each phase: 
Phase 
1 
2 
3 
4 
5 
6 Cond i t i ons 
Idling 
25% load at 75% S 
50% load at 75% S 
100% load at 75% S 
50% load at 100% S 
25% load at 100% S Durât ion of phase 
Engines of 
less than 
175 cm3 
(minutes) 
6 
40 
40 
30 
12 
22 Engines of 
175 cm3 
or more 
(minutes) 
6 
50 
50 
10 
12 
22 
Total time: 2 hours 30 2 hours 30 
2.3.4.3.5. During this conditioning procedure, at the request of the 
manufacturer, the engine and the silencer may be cooled in 
order that the temperature recorded at a point not more than 
100 mm from the exhaust gas outlet does not exceed that 
measured when the motorcycle is running at 110 km/h or 75% S 
in top gear. The engine and/or motorcycle speeds must be 
determined with an accuracy of ± 3%. 
- 416 -
Figure 3 
Test apparatus for conditioning by pulsation 
©^ 
1. Inlet flange or sleeve for connection to the rear of the test exhaust 
system. 
2. Hand-operated regulating valve. 
3. Compensating reservoir with a maximum capacity of 40 I and a filling 
time of not less than 1 second. 
4. Pressure switch with an operating range of 0.05 to 2.5 bar. 
5. Time delay switch. 
6. Pulse counter. 
7. Quick-acting valve, such as exhaust brake valve 60 mm in diameter, 
operated by a pneumatic cylinder with an output of 120 N at 4 bar. The 
response time, for opening and closing, must not exceed 0.5 seconds. 
8. Exhaust gas evaluation. 
9. Flexible hose. 
10 Pressure gauge. 
(2e 
- 417 -
2.3.5 Diagram and markings 
2.3.5.1 A diagram of the exhaust system must be annexed to the 
document referred to in Appendix 1A. 
2.3.5.2 All original silencers must be legibly and indelibly marked 
with the make and type references. 
2.3.5.3 Any packing of original replacement silencer systems must be 
marked legibly with the words "original part" and the make and 
type references. 
2.3.6 Intake silencer 
If the engine intake has to be fitted with an air filter 
and/or intake silencer in order to comply with the permissible 
sound level, the filter and/or silencer must be regarded as 
part of the silencer and the requirements of section 2.3 are 
also apply to them. 
3. COMPONENT TYPE-APPROVAL OF A NON-ORIGINAL EXHAUST SYSTEM OR 
COMPONENTS THEREOF, AS TECHNICAL UNITS, FOR MOTORCYCLES 
3.0. SCOPE 
This point applies to the component type-approval, as 
technical units within the meaning of Article 2 of the 
directive referred to in Article 1, of exhaust systems or 
components thereof intended to be fitted to one or more 
particular types of motorcycle as non-original replacement 
parts. 
3.1. DEFINITION 
3.1.1. "Non-original replacement exhaust system or components 
thereof" means any exhaust system component as defined in 
section 1.2 of this Annex intended to be fitted to a 
motorcycle to replace that of the type fitted to the 
motorcycle when the document provided for in Appendix 1B was 
issued. 
3.2. APPLICATION FOR COMPONENT TYPE-APPROVAL 
3.2.1. Applications for component type-approval for replacement 
exhaust systems or components thereof as technical units must 
be submitted by the manufacturer of the system or by his 
authorized representative. 
3.2.2. For each type of replacement exhaust system or components 
thereof for which approval is requested, the application for 
component type-approval must be accompanied by the following 
documents in triplicate, and by the following particulars: 
3.2.2.1. - description, in respect of the characteristics referred to 
in section 1.1 of this Annex, of the type(s) of motorcycle 
for which the system(s) or component(s) is/are intended; 
the numbers and/or symbols specific to the type of engine and 
motorcycle must be given; 
- 418 -
3.2.2.2. - description of the replacement exhaust system stating the 
relative position of each of its components, together with 
the fitting instructions; 
3.2.2.3. - drawings of each component to facilitate location and 
identification, and statement of materials used. These 
drawings must also indicate the intended location of the 
mandatory component type-approval number. 
3.2.3. The applicant must submit, at the request of the technical 
authority: 
3.2.3.1. - two samples of the system for which component type-approval 
is requested; 
3.2.3.2. - an exhaust system conforming to that originally fitted to 
the motorcycle when the document provided for in 
Appendix 1B was issued; 
3.2.3.3. - a motorcycle representative of the type to which the 
replacement exhaust system is to be fitted, supplied in 
such a condition that, when fitted with a silencer of the 
same type as was originally fitted, it meets the 
requirements of either of the following two sections*. 
3.2.3.3.1. if the motorcycle referred to in 3.2.3.3. is of a type which 
has been granted type-approval pursuant to the provisions of 
this chapter: 
- during the test in motion, it does not exceed by more than 
1 dB(A) the limit value laid down in section 2.1.1. of this 
Annex, 
- during the stationary test, it does not exceed by more than 
3 dB(A) the value indicated on the manufacturer's rating 
plate; 
3.2.3.3.2. if the motorcycle referred to in 3.2.3.3. is not of a type 
which has been granted type-approval pursuant to the 
provisions of this Regulation it does not exceed by more than 
1 dB(A) the limit value applicable to that type of motorcycle 
when it was first put into service; 
3.2.3.4. - a separate engine identical to that fitted to the 
motorcycle referred to above, where the competent 
authorities deem necessary. 
3.3. MARKINGS AND INSCRIPTIONS 
3.3.1. Non-original exhaust systems or components thereof must be 
marked in accordance with the requirements of Annex VI. 
- 419 -
3.4. COMPONENT TYPE-APPROVAL 
3.4.1. Upon completion of the tests laid down in this chapter, the 
competent authority will issue a certificate corresponding to 
the model shown in Appendix 2B. The component type-approval 
number must be preceded by a rectangle surrounding the letter 
"e" followed by the distinguishing number or letters of the 
Member State which issued or refused the component type-
approval . 
3.5. SPECIFICATIONS 
3.5.1. General specifications 
The design, construction and mounting of the silencer must be 
such that: 
3.5.1.1. - the motorcycle complies with the requirements of the 
chapter under normal conditions of use, and in particular 
regardless of any vibrations to which it may be subjected; 
3.5.1.2. - it displays reasonable resistance to the corrosion 
phenomena to which it is exposed, with due regard to the 
normal conditions of use of the motorcycle, 
3.5.1.3. - the ground clearance available under the silencer 
originally fitted, and the angle at which the motorcycle 
can lean over, are not reduced, 
3.5.1.4. - the surface does not reach unduly high temperatures, 
3.5.1.5. - its outline has no projections or sharp edges, 
3.5.1.6. - springs have adequate clearance, 
3.5.1.7. - adequate safety clearance is provided for pipes, 
3.5.1.8. - it is impact-resistant in a way that is compatible with 
clearly-defined maintenance and installation requirements. 
3.5.2. Specifications for sound levels 
3.5.2.1. The acoustic efficiency of the replacement exhaust systems or 
components thereof must be tested using the methods described 
in sections 2.1.2, 2.1.3, 2.1.4 and 2.1.5 of this Annex. 
With a replacement exhaust system or component thereof fitted 
to the motorcycle referred to in section 3.2.3.3 of this 
Annex, the sound-level values obtained must meet the following 
condit ions: 
3.5.2.1.1. they must not exceed the values measured, in accordance with 
the provisions of 3.2.3.3, using the same motorcycle fitted 
with the original equipment silencer both during the test in 
motion and during the stationary test. 
- 420 -
3.5.3. Testing of motorcycle performance 
3.5.3.1. The replacement silencer must be such as to ensure that the 
motorcycle's performance is comparable to that achieved with 
the original silencer or component thereof. 
3.5.3.2. The replacement silencer must be compared with an originally-
fitted silencer, also in new condition, fitted in turn to the 
motorcycle referred to in 3.2.3.3. 
3.5.3.3. This test is carried out by measuring the engine power curve. 
The net maximum power and the top speed measured with the 
replacement silencer must not exceed the net maximum power and 
top speed measured under the same conditions with the original 
equipment exhaust system by more than 5%. 
3.5.4. Additional provisions relating to silencers as technical units 
containing fibrous material 
Fibrous material may not be used in the construction of such 
silencers unless the requirements set out in section 2.3.1 of 
this Annex are met. 
- 421 -
APPENDIX 1A 
INFORMATION SHEET 
REGARDING THE PERMISSIBLE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM 
OF A TYPE OF MOTORCYCLE 
(to be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
(model) 
Order No (allocated by applicant) 
The application for component type-approval regarding the permissible sound 
level and original exhaust system of a type of motorcycle must include the 
details listed in Annex II to Council Directive 92/61/EEC of 30 June 1992, 
Section A, points: 
0.1 
0.2 
0.5 
0.6 
2.1 
3 
3.0 
3.1 
3.1.1 
3.2.1.7 
3.2.8.3.3 
3.2.8.3.3.1 
3.2.8.3.3.2 
3.2.9 
3.2.9.1 
4 
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 
4.5 
4.6 
5.2 
- 422 -
APPENDIX 1B 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
REGARDING THE PERMISSIBLE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM(S) 
OF A TYPE OF MOTORCYCLE 
Model 
Report No of the technical authority date: 
1. Trade name or trade mark of vehicle: 
2. Type of vehicle: 
3. Variant(s) (if any): 
4. Version(s) (if any): 
5. Name and address of manufacturer: 
6. Name and address of the manufacturer's authorized representative 
(if any): 
7. Original exhaust system type(s): 
8. Intake system type(s) (where essential to observe sound level limit) 
9. Noise level of the vehicle when stationary: dB(A) at: rpm. 
10. Vehicle submitted for testing on: 
11. Component type-approval granted/refused1 
12. Place: 
13. Date: 
14. Signature: 
1 Delete where not applicable. 
- 423 -
APPENDIX 2A 
INFORMATION SHEET 
FOR A NON-ORIGINAL EXHAUST SYSTEM 
OR COMPONENT(S) THEREOF, AS TECHNICAL UNIT(S), FOR MOTORCYCLES 
(mode I) 
Order No (allocated by applicant) 
The application for component type-approval for a non-original exhaust system 
for motorcycles must include the following details: 
1. Make: 
2. Type: 
3. Name and address of manufacturer: 
4. Name and address of the manufacturer's authorized representative 
(if any): 
5. Component list of the technical unit (attach drawings): 
6. Make(s) and type(s) of motorcycles for which the silencer is 
designed:1) 
7. Any restrictions on use and fitting instructions: 
In addition, the application must include the details listed in Annex II to 
Council Directive 92/61/EEC of 30 June 1992, Section A, points: 
0.1 
0.2 
0.5 
0.6 
2.1 
3 
3.0 
3.1 
3.1.1 
3.2.1.7 
4 
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 
4.5 
4.6 
5.2 
1) Delete where not applicable. 
- 424 -
APPENDIX 2B 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
FOR A NON-ORIGINAL EXHAUST SYSTEM FOR MOTORCYCLES 
Model 
Report No of the technical authority date: 
1. Make of exhaust : 
2. Type of exhaust: 
3. Name and address of manufacturer: 
4. Name and address of the manufacturer's authorized representative 
(if any): 
5. Make(s) and type(s) and any variant(s) or version(s) of the vehlcle(s) 
for which the exhaust system is designed: 
6. System submitted for testing on: 
7. Component type-approval granted/refused1 
8. Place: 
9. Date: 
10. Signature: 
1 Delete where not applicable. 
- 425 -
ANNEX IV 
REQUIREMENTS FOR THREE-WHEELED MOPEDS AND TRICYCLES 
1. DEFINITIONS 
For the purposes of this chapter: 
1.1. "type of three-wheeled moped or tricycle as regards its sound 
level and exhaust system" means three-wheeled mopeds and 
tricycles which do not differ as regards the following 
essential characteristics: 
1.1.1. bodywork shape or materials (in particular the engine 
compartment and its soundproofing); 
1.1.2. vehicle length and width; 
1.1.3. type of engine (petrol or diesel, two- or four-stroke, number 
and capacity of cylinders, number and type of carburettors or 
injection systems, arrangement of valves, maximum power and 
cor respond Ing speed); 
the cubic capacity of rotary-piston engines should be 
considered as double the volume of the chamber; 
1.1.4. transmission system, in particular the number and ratios of 
the gears-, 
1.1.5. number, type and arrangement of exhaust systems. 
1.2. "exhaust system" or "silencer" means a complete set of 
components necessary to limit the noise caused by the engine 
and exhaust of a three-wheeled moped or tricycle. 
1.2.1. "original exhaust system or silencer" means a system of the 
type fitted to the vehicle at the time of type-approval or 
extension of type-approval. It may be the one first fitted or 
a replacement. 
1.2.2. "non-original exhaust system or silencer" means a system of a 
type other than that fitted to the vehicle at the time of 
type-approval or extension of type-approval. It may be used 
only as a replacement exhaust system or silencer. 
1.3. "exhaust systems of differing types" means systems which are 
fundamentally different in one of the following ways: 
1.3.1. systems comprising components bearing different factory or 
trade marks; 
1.3.2. systems comprising any component made of materials of 
different characteristics or comprising components which are 
of a different shape or size-, 
- 426 -
1.3.3. systems in which the operating principles of at least one 
component are different; 
1.3.4. systems comprising components in different combinations. 
1.4. "component of an exhaust system" means one of the individual 
components which together form the exhaust system (such as 
exhaust pipework, the silencer proper) and the intake system 
(air filter) if any. 
If the engine has to be equipped with an intake system (air 
filter and/or intake noise absorber) in order to comply with 
maximum permissible sound levels, the filter and/or the 
absorber must be treated as a component having the same 
importance as the exhaust system. 
2. COMPONENT TYPE-APPROVAL REGARDING THE SOUND LEVEL AND ORIGINAL 
EXHAUST SYSTEM, AS A TECHNICAL UNIT, OF A TYPE OF THREE-
WHEELED MOPED OR TRICYCLE 
2.1. NOISE OF THE THREE-WHEELED MOPED OR TRICYCLE (measuring 
conditions and method for testing of the vehicle during 
component type-approval) 
2.1.1. * The vehicle, its engine and its.exhaust system must be 
designed, constructed and assembled so that the vehicle 
complies with the requirements of this chapter under normal 
conditions of use, regardless of any vibrations to which they 
may be subjected. 
2.1.2. The exhaust system must be designed, constructed and mounted 
to resist the corrosion phenomena to which it is exposed. 
2.2. SPECIFICATIONS FOR SOUND LEVELS 
2.2.1. Limits: cf. Annex I. 
2.2.2. Measuring Instruments 
2.2.2.1. The apparatus used for measuring the sound level must be a 
precision sound-1 eve! meter of the type described in 
International Electrotechnical Commission (IEC) publication No 
179 "Precision sound-level meters", second edition. 
Measurements must be carried out using the 'fast' response of 
the sound-1 eve I meter and the 'A' weighting also described in 
that publicat ion. 
At the beginning and end of each series of measurements the 
sound-level meter must be calibrated in accordance with the 
manufacturer's instructions, using an appropriate sound source 
(e.g. a pistonphone). 
2.2.2.2. Speed measurements 
Engine speed and vehicle speed on the test track must be 
determined to within ± 3% 
- 427 -
2.2.3. Conditions of measurement 
2.2.3.1. Condition of the vehicle 
During the measurements, the vehicle must be in the running 
order (including coolant, oils, fuel, tools, spare wheel and 
rider). Before the measurements are made the vehicle must be 
brought to the normal operating temperature. 
2.2.3.1.1. The measurements must be made with the vehicles unladen and, 
except in the case of vehicles that cannot be separated, 
without trailer or semitrailer, on an unobstructed and 
sufficiently quiet site. 
2.2.3.2. Test site 
The test site must consist of a central acceleration section 
surrounded by a substantially flat test area. The 
acceleration section must be flat; its surface must be dry and 
such that surface noise remains low. 
On the test site the variations in the free sound field 
between the sound source at the centre of the acceleration 
section and the microphone must not exceed i 1 dB. This 
condition will be deemed to be met if there are no large 
objects which reflect sound, such as fences, rocks, bridges or 
buildings, within 50 m of the centre of the acceleration 
section. The surface of the site must be made of hard 
material such as concrete, asphalt or any other acoustically 
equivalent material within a minimum radius of 10 m around the 
centre of the acceleration section and be free of powdery 
snow, long grass, loose soil or cinders. 
The microphone must not be obstructed in any way which could 
affect the sound field, and no person may stand between the 
microphone and the sound source. The observer carrying out 
the measurements must so position himself as not to affect the 
readings of the measuring instrument. 
2.2.3.3. Mi see I Ianeous 
Measurements may not be taken in unfavourable weather 
conditions and in particular in gusting winds. 
The wind speed must be <. 3 m/s. The measurements will be 
acceptable if there are gusts of <. 5 m/s. 
For measurements, the A-weighted sound level of sound sources 
other than those of the vehicle to be tested or of wind 
effects must be at least 10 dB(A) below the sound level 
produced by the vehicle. 
If the difference between the ambient noise and the measured 
noise is between 10 and 16 dB(A), in order to calculate the 
test results the appropriate correction must be subtracted 
from the readings on the sound-levé I meter, as in the 
fol lowing graph: 
Cfl(A) - 428 -
OA 
0,3 
0,2 
0,1 
cB(A) 
10 11 1? 13 H 16 
Difference between ambient noise and noise to be measured 
2.2.4. 
2.2.4.1 A suitable windshield may be fitted to the microphone provided 
that account is taken of its effect on the sensitivity and 
directional characteristics of the microphone. 
Method of measurement 
Nature and number of measurements 
The maximum sound level expressed in A-weighted decibels 
(dB(A)) must be measured as the vehicle travels between lines 
AA' and BB' (figure 1). The measurement will be invalid if an 
abnormal discrepancy between the peak value and the general 
sound level is recorded. 
At least two measurements must be taken on each side of the 
vehicle. 
2.2.4.2 Positioning of the microphone 
The microphone must be located 7.5 m from the reference line 
CC (figure 1) of the track and 1.2 m above ground level. 
- 429 -
2.2.4.3. Conditions of operation 
The vehicle must approach line AA' at an initial steady speed 
as specified in 2.2.4.4. When the front of the vehicle 
reaches line AA' the throttle must be fully opened as quickly 
as practically possible and kept in that position until the 
rear of the vehicle reaches line BB'; the throttle must then 
be returned as quickly as possible to the idle position. 
For all measurements the vehicle must be ridden in a straight 
line over the acceleration section keeping the longitudinal 
median plane of the vehicle as close as possible to line CC. 
2.2.4.3.1. In the case of articulated vehicles consisting of two 
inseparable components and regarded as constituting one single 
vehicle, the semitrailer must not be taken into account with 
regard to crossing line BB'. 
2.2.4.4. Determining the steady speed to be adopted 
2.2.4.4.1. Vehicle without gearbox 
The vehicle must approach line AA' at a steady speed 
corresponding either to a speed of rotation of the engine 
equal to three-quarters of that at which the engine develops 
its maximum power or to three-quarters of the maximum speed of 
rotation of the engine permitted by the governor, or of 
50 km/h, whichever is the slowest. 
2.2.4.4.2. Vehicle with manual gearbox 
If the vehicle is fitted with a gearbox with two, three or 
four ratios, second gear must be used. If the gearbox has 
more than four ratios, third gear must be used. If the engine 
then reaches a speed of rotation beyond its maximum power 
rating, instead of second or third gear the next higher gear 
to allow line BB' on the test track to be reached without 
exceeding this rating must be engaged. Overdrive must not be 
selected. If the vehicle has a dual-ratio final drive, the 
ratio selected must be that corresponding to the highist speed 
of the vehicle. The vehicle must approach line AA' at a 
steady speed corresponding either to three-quarters of the 
engine rotation speed at which the engine develops its maximum 
power or to three-quarters of the maximum engine rotation 
speed permitted by the governor, or at 50 km/h, whichever is 
the slowest. 
2.2.4.4.3. Vehicle with automatic gearbox 
The vehicle must approach line AA' at a steady speed of 
50 km/h or three-quarters of its maximum speed, whichever is 
the slowest. Where several forward drive positions are 
available, that producing the highest average acceleration of 
the vehicle between lines AA' and BB' must be selected. The 
selector position that is used only for braking, manoeuvring 
or similar slow movements must not be used. 
- 430 -
2.2.5. Results (test report) 
2.2.5.1. The test report drawn up for the purpose of issuing the 
document referred to in Appendix 1B must indicate any 
circumstances and influences affecting the results of the 
measurements. 
2.2.5.2. Readings taken from the sound-level meter must be corrected in 
accordance with 2.2.3.3. The corrected values must be rounded 
off to the nearest decibel. 
Only those measurements whose variation in two consecutive 
tests on the same side of the vehicle is less than or equal to 
2 dB(A) may be used for the purpose of issuing the document 
referred to in Appendix 1B. 
2.2.5.3. To take account of inaccuracies in the measurements, the 
result -of each measurement must be arrived at by deducting 
1 dB(A) from the value obtained in accordance with 2.1.5.2. 
2.2.5.4. If the average of the four results of the measurements does 
not exceed the maximum permissible level for the category to 
which the vehicle being tested belongs, the limit laid down in 
2.2.1. will be deemed as being complied with. This average 
value will constitute the result of the test. 
If the four results of the measurements do not exceed the 
maximum permissible level for the category to which the 
motorcycle being tested belongs, the limit laid down in 2.2.1 
will be deemed as being complied with. 
If one of the four results exceeds the maximum permissible 
level by not more than 1 dB(A), a second series of four 
measurements will be taken. In this case the limit laid down 
in 2.2.1 will only be deemed as being complied with if the 
four new results are less than or equal to the maximum 
permissible level. 
In all other cases, the limit laid down in 2.2.1 will be 
deemed as not being complied with. 
2.3. Measurement of the noise of the stationary vehicle (for 
testing the vehicle in use) 
2.3.1. Sound-pressure level in the immediate vicinity of the vehicle 
In order to facilitate subsequent noise tests on vehicles in 
use, the sound-pressure level must also be measured in the 
immediate vicinity of the exhaust-system outlet (silencer) in 
accordance with the following requirements, the result of the 
measurement being entered in the test report drawn up for the 
purpose of issuing the document referred to in Appendix 1B. 
2.3.2. Measuring instruments 
A precision sound-level meter conforming in accuracy to the 
provisions of item 2.2.2.1. must be used. 
- 431 -
2.3.3. Conditions of measurement 
2.3.3.1. Condition of the vehicle 
Before the measurements are made the vehicle engine must be 
brought to the normal operating temperature. If the vehicle is 
fitted with fans with an automatic actuating mechanism, this 
system must not be interfered with during the sound 
measurements. 
The vehicle must be placed at the centre of the test area with 
the gears in neutral and the clutch engaged. If the design of 
the vehicle does not allow this, the vehicle must be tested in 
accordance with the manufacturer's instructions for testing 
the engine when stationary. 
2.3.3.2. Test site (see Figure 2) 
Any area in which there are no significant acoustic 
disturbances may be used as a test site. Flat surfaces which 
are covered with concrete, asphalt or some other hard material 
and are highly reflective are suitable; surfaces consisting of 
earth which has been tamped down must not be used. The test 
site must be in the form of a rectangle whose sides are at 
least 3 m from the outer edge of the vehicle (handlebars 
excluded). There must be no significant obstacles, e.g. no 
persons other than the rider and the observer may stand within 
this rectangle. The vehicle must be positioned within the 
said rectangle so that the microphone used for measurement is 
at least 1 m from any kerb. 
2.3.3.3. Mi see 11aneous 
Readings of the measuring instrument caused by ambient noise 
and wind effects must be at least 10 dB(A) lower than the 
sound levels to be measured. A suitable windshield may be 
fitted to the microphone provided that account is taken of its 
effect on the sensitivity of the microphone. 
2.3.4. Method of measurement 
2.3.4.1. Number of measurements 
At least three measurements must be taken at each measurement 
point. The measurements will be regarded as valid only if the 
difference between the results of three measurements carried 
out in immediate succession is no greater than 2 dB(A). The 
highest value from the three measurements will be taken. 
2.3.4.2. Positioning of the microphone (Figure 2) 
The microphone must be positioned level with the exhaust 
outlet or 0.2 m above the surface of the track, whichever is 
the highest. The microphone diaphragm must face towards the 
exhaust outlet at a distance of 0.5 m from it. The axis of 
maximum sensitivity of the microphone must be parallel to the 
surface of the track at an angle of 45 ± 10* to the vertical 
plane of the direction of the exhaust emissions. 
- 432 -
In relation to this vertical plane, the microphone must be 
located on the side which gives the maximum possible distance 
between the microphone and the outline of the vehicle 
(handlebars excluded). 
If the exhaust system has more than one outlet at centres less 
than 0.3 m apart, the microphone must be faced towards the 
outlet which is nearest the vehicle (handlebars excluded) or 
towards the outlet which is highest above the surface of the 
track, if the centres of the outlets are more than 0.3 m 
apart, separate measurements must be taken for each of them, 
the highest figure recorded being taken as the test value. 
2.3.4.3. Operating conditions 
The engine speed must be held steady at one of the following 
values: 
- 1/2 S if S is more than 5 000 rev/min, 
- 3/4 S if S is not more than 5 000 rev/min, 
where S is the speed referred to in 3.2.1.7 of Appendix 1A. 
When a constant engine speed is reached, the throttle must be 
returned swiftly to the idle position. The sound level must 
be measured during an operating cycle consisting of a brief 
period of constant engine speed and throughout the 
deceleration period, the maximum sound-level meter reading 
being taken as the test value. 
2.4. RESULTS (TEST REPORT) 
2.4.1. The test report drawn up for the purpose of issuing the 
document referred to in Appendix 1B must indicate all relevant 
data and particularly those used in measuring the noise of the 
stationary vehicle. 
2.4.2. Values, rounded off to the nearest decibel, must be read off 
the measuring instrument. 
Only those measurements which vary by no more than 2 dB(A) in 
three consecutive tests will be used. 
2.4.3. The average of the three measurements will constitute the test 
result. 
(27 
- 433 -
Figure 1 
Positions for testing the vehicle in motion 
434 -
2.5. 
2.5.1. 
2.5.1.1 
2.5.2. 
2.5.3. 
2.5.3.1 
2.5.3.2 
2.5.3.3 
2.5.4. 
2.5.4.1 
2.5.4.1.1 ORIGINAL EXHAUST SYSTEM (SILENCER) 
Requirements for silencers containing absorbent fibrous 
mater i a Is 
Absorbent fibrous material must be asbestos-free and may be 
used in the construction of silencers only if it is securely 
held in place throughout the service life of the silencer and 
it meets the requirements of any one of sections 2.3.2, 2.3.3 
or 2.3.4 of Annex I I. 
After removal of the fibrous material, the sound level must 
comply with the requirements of 2.2.1. 
The absorbent fibrous material may not be placed in those 
parts of the silencer through which the exhaust gases pass and 
must comply with the following requirements. 
The material must be heated at a temperature of 650 ± 5 *C for 
four hours in a furnace without reduction in average length, 
diameter or bulk density of the fibre. 
After heating at 650 ± 5 *C for one hour in a furnace, at 
least 98% of the material must be retained in a sieve of 
nominal mesh size 250 /urn complying with ISO standard 3310/1 
when tested In accordance with ISO standard 2599. 
The loss in weight of the material must not exceed 10.5% after 
soaking for 24 hours at 90 ± 5 "C in a synthetic condensate of 
the following composition: 
1 N hydrobromic acid (HBr): 10 ml; 
1 N sulphuric acid (H2S04): 10 ml; 
Dist iI led water to make up to 1 000 ml. 
Note: The material must be washed in distilled water and dried 
for one hour at 105 'C before weighing. 
Before the system is tested in accordance with section 2, it 
must be put into normal working order by one of the following 
methods: 
Conditioning by continuous road operation 
The table shows the minimum distance to be travelled for each 
category of vehicle during conditioning. 
Category of vehicle by Distance (km) 
cylinder capacity (cm3) 
1. < 250 4 000 
2. > 250 < 500 6 000 
3. > 500 8 000 
- 435 -
2.5.4.1.2. 50% ± 10% of this conditioning cycle must consist of town 
driving and the remainder of long-distance runs at high speed; 
the continuous road cycle may be replaced by a corresponding 
test-track programme. 
2.5.4.1.3. The two speed regimes must be alternated at least six times. 
2.5.4.1.4. The complete test programme must include at least 10 breaks 
lasting at least three hours in order to reproduce the effects 
of cooling and condensation. 
2.5.4.2. Conditioning by pulsation 
2.5.4.2.1. The exhaust system or components thereof must be fitted to the 
vehicle or to the engine. 
In the former case, the vehicle must be mounted on a roller 
dynamometer. In the second case, the engine must be mounted 
on a test bench. 
The test apparatus, as shown in detail in Figure 3, is fitted 
at the outlet of the exhaust system. Any other apparatus 
giving equivalent results is acceptable. 
2.5.4.2.2. The test equipment must be adjusted so that the flow of 
exhaust gases is alternately interrupted and restored 2 500 
times by a rapid-action valve. 
2.5.4.2.3. The valve must open when the exhaust gas back-pressure, 
measured at least 100 mm downstream of the intake flange, 
reaches a value of between 0.35 and 0.40 bar. Should such a 
figure be unattainable because of the engine characteristics, 
the valve must open when the gas back-pressure reaches a level 
equivalent to 90% of the maximum that can be measured before 
the engine stops. It must close when this pressure differs by 
no more than 10% from its stabilized value with the valve 
open. 
2.5.4.2.4. The time-lapse relay must be set for the duration of exhaust 
gases calculated on the basis of the requirements of 
2.5.4.2.3. 
2.5.4.2.5. Engine speed must be 75% of the speed (S) at which the engine 
develops maximum power. 
2.5.4.2.6. The power indicated by the dynamometer must be 50% of the 
full-throttle power measured at 75% of engine speed (S). 
2.5.4.2.7. Any drainage holes must be closed off during the test. 
2.5.4.2.8. The entire test must be completed within 48 hours. If 
necessary, a cooling period must be allowed after each hour. 
- 436 -
2.5.4.3. Conditioning on a test bench 
2.5.4.3.1. The exhaust system must be fitted to an engine representative 
of the type fitted to the vehicle for which the system is 
designed, and mounted on a test bench. 
2.5.4.3.2. Conditioning consists of the specified number of test bench 
cycles for the category of vehicle for which the exhaust 
system was designed. The table shows the number of cycles for 
each category of vehicle. 
Category of vehicle by Number of 
cylinder capacity (cm3) cycles 
1. < 250 6 
2. > 250 < 500 9 
3. > 500 12 
2.5.4.3.3. Each test-bench cycle must be followed by a break of at least 
6 hours in order to reproduce the effects of cooling and 
condensât ion. 
2.5.4.3.4. Each test-bench cycle consists of six phases. The engine 
conditions and duration are as follows for each phase: 
Phase 
1 
2 
3 
4 
5 
6 Conditions 
Idling 
25% load at 75% S 
50% load at 75% S 
100% load at 75% S 
50% load at 100% S 
25% load at 100% S Duration of phase 
Engines of 
less than 
250 cm3 
(minutes) 
6 
40 
40 
30 
12 
22 Engines of 
250 cm3 
or more 
(minutes) 
6 
50 
50 
10 
12 
22 
Total time: 2 hours 30 2 hours 30 
2.5.4.3.5. During this conditioning procedure, at the request of the 
manufacturer, the engine and the silencer may be cooled in 
order that the temperature recorded at a point not more than 
100 mm from the exhaust gas outlet does not exceed that 
measured when the vehicle is running at 110 km/h or 75% S in 
top gear. The engine and/or vehicle speeds must be 
determined with an accuracy of ± 3%. 
- 437 -
Figure 3 
Test apparatus for conditioning by pulsation 
1. Inlet flange or sleeve for connection to the rear of the test exhaust 
system. 
2. Hand-operated regulating valve. 
3. Compensating reservoir with a maximum capacity of 40 I and a filling 
time of not less than 1 second. 
4. Pressure switch with an operating range of 0.05 to 2.5 bar. 
5. Time delay switch. 
6. Pulse counter. 
7. Quick-acting valve, such as exhaust brake valve 60 mm in diameter, 
operated by a pneumatic cylinder with an output of 120 N at 4 bar. The 
response time, for opening and closing, must not exceed 0.5 second. 
8. Exhaust gas évaluât ion. 
9. Flexible hose. 
10 Pressure gauge. 
- 438 -
2.5.5. Diagram and markings 
2.5.5.1. A diagram of the exhaust system must be annexed to the 
document referred to in Appendix 1A. 
2.5.5.2. All original silencers must be legibly and indelibly marked 
with the make and type reference . 
2.5.5.3. Any packing of original replacement silencer systems must be 
marked legibly with the words "original part" and the make and 
type references. 
2.5.6. Intake silencer 
If the engine intake has to be fitted with an air filter 
and/or intake silencer in order to comply with the permissible 
sound level, the filter and/or silencer must be regarded as 
part of the silencer and the requirements of section 2.3 will 
also apply to them. 
3. COMPONENT TYPE-APPROVAL OF A NON-ORIGINAL EXHAUST SYSTEM OR 
COMPONENTS THEREOF, AS TECHNICAL UNITS, FOR THREE-WHEELED 
MOPEDS AND TRICYCLES 
3.0. SCOPE 
This point applies to the component type-approval, as 
technical units, of exhaust systems or components thereof 
intended to be fitted to one or more particular types of 
three-wheeled mopeds and tricycles as non-original replacement 
parts. 
3.1. DEFINITION 
3.1.1. "Non-original replacement exhaust system or components 
thereof" means any exhaust system component as defined in 
section 1.2 of this Annex intended to be fitted to a 
three-wheeled moped or tricycle to replace that of the type 
fitted to the three-wheeled moped or tricycle when the 
document provided for in Appendix 1B was issued. 
3.2. APPLICATION FOR COMPONENT TYPE-APPROVAL 
3.2.1. Applications for component type-approval for replacement 
exhaust systems or components thereof as technical units must 
be submitted by the manufacturer of the system or by his 
authorized representative. 
3.2.2. For each type of replacement exhaust system or components 
thereof for which approval is requested, the application for 
component type-approval must be accompanied by the following 
documents in triplicate, and by the following particulars: 
3.2.2.1. - description, in respect of the characteristics referred to 
in section 1.1 of this Annex, of the type(s) of vehicle for 
which the system(s) or component(s) is/are intended; 
- the numbers and/or symbols specific to the type of engine 
and vehicle must be given; 
- 439 -
3.2.2.2. - description of the replacement exhaust system stating the 
relative positions of each of its components, together with 
the fitting instructions; 
3.2.2.3. - drawings of each component to facilitate location and 
identification, and statement of materials used. These 
drawings must also indicate the intended location of the 
mandatory component type-approval number. 
3.2.3. The applicant must submit, at the request of the technical 
author ity: 
3.2.3.1. - two samples of the system for which component type-approval 
is requested, 
3.2.3.2. - an exhaust system conforming to that originally fitted to 
the vehicle when the document provided for in Appendix 1B 
was issued, 
3.2.3.3. - a vehicle representative of the type to which the 
replacement exhaust system is to be fitted, supplied in 
such a condition that, when fitted with a silencer of the 
same type as was originally fitted, it meets the 
requirements of either of the following two sections: 
3.2.3.3.1. if the vehicle referred to in 3.2.3.3. is of a type which has 
been granted type-approval pursuant to the provisions of this 
chapter: 
- during the test in motion, it does not exceed by more than 
1 dB(A) the limit value laid down in section 2.2.1.3 of 
this Annex, 
- during the stationary test, it does not exceed by more than 
3 dB(A) the value indicated on the manufacturer's rating 
plate; 
3.2.3.3.2. if the vehicle referred to in 3.2.3.3. is not of a type which 
has been granted type-approval pursuant to the provisions of 
this chapter it does not exceed by more than 1 dB(A) the limit 
value applicable to that type of vehicle when it was first put 
into service; 
3.2.3.4. - a separate engine identical to that fitted to the vehicle 
referred to above, where the competent authorities deem it 
necessary. 
3.3. MARKINGS AND INSCRIPTIONS 
3.3.1. Non-original exhaust systems or components thereof must be 
marked in accordance with the requirements of Annex VI. 
- 440 -
3.4. COMPONENT TYPE-APPROVAL 
3.4.1. Upon completion of the tests laid down in this chapter, the 
competent authority will issue a certificate corresponding to 
the model shown in Appendix 2B. The component type-approval 
number must be preceded by a rectangle surrounding the letter 
"e" followed by the distinguishing number or letters of the 
Member State which issued or refused the component type-
approval . 
3.5. SPECIFICATIONS 
3.5.1. General specifications 
The design, construction and mounting of the silencer must be 
such that: 
3.5.1.1. - the vehicle complies with the requirements of the chapter 
under normal conditions of use, and in particular 
regardless of any vibrations to which it may be subjected; 
3.5.1.2. - it displays reasonable resistance to the corrosion 
phenomena to which it is exposed, with due regard to the 
normal conditions of use of the vehicle, 
3.5.1.3. - the ground clearance available under the silencer 
originally fitted, and the angle at which the vehicle can 
lean over, are not reduced, 
3.5.1.4. - the surface does not reach unduly high temperatures, 
3.5.1.5. - its outline has no projections or sharp edges, 
3.5.1.6. - springs have adequate clearance, 
3.5.1.7. - adequate safety clearance is provided for pipes, 
3.5.1.8. - it is impact-resistant in a way that is compatible with 
clearly-defined maintenance and installation requirements. 
3.5.2. Specifications for sound levels 
3.5.2.1. The acoustic efficiency of the replacement exhaust systems or 
components thereof must be tested using the methods described 
in sections 2.3, 2.4, 2.5 and 2.6 of this Annex. 
With a replacement exhaust system or component thereof fitted 
to the vehicle referred to in section 3.2.3.3 of this Annex, 
the sound-level values obtained must meet the following 
conditions: 
3.5.2.1.1. they must not exceed the sound-1 eve I values measured, in 
accordance with the provisions of 3.2.3.3, using the same 
vehicle fitted with the original equipment silencer both 
during the test in motion and during the stationary test. 
- 441 -
3.5.3. Testing of vehicle performance 
3.5.3.1. The replacement silencer must be such as to ensure that the 
vehicle's performance is comparable to that achieved with the 
original silencer or component thereof. 
3.5.3.2. The replacement silencer must be compared with an originally-
fitted silencer, also in new condition, fitted in turn to the 
vehicle referred to in 3.2.3.3. 
3.5.3.3. This test is carried out by measuring the engine power curve. 
The net maximum power and the top speed measured with the 
replacement silencer must not exceed the net maximum power and 
top speed measured under the same conditions with the original 
equipment exhaust system by more than 5%. 
3.5.4. Additional provisions relating to silencers as technical units 
containing fibrous material 
Fibrous material may not be used in the construction of such 
silencers unless the requirements set out in section 2.7.1 of 
this Annex are met. 
- 442 -
APPENDIX 1A 
INFORMATION SHEET 
REGARDING THE PERMISSIBLE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM 
OF A TYPE OF THREE-WHEELED MOPED OR TRICYCLE 
(to be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
(mode I) 
Order No (allocated by applicant) 
The application for component type-approval regarding the permissible sound 
level and original exhaust system of a type of three-wheeled moped or 
tricycle must include the details listed in Annex IJ to Council Directive 
92/61/EEC of 30 June 1992, Section A, points: 
0.1 
0.2 
0.5 
0.6 
2.1 
3 
3.0 
3.1 
3.1.1 
3.2.1.7 
3.2.8.3.3 
3.2.8.3.3.1 
3.2.8.3.3.2 
3.2.9 
3.2.9.1 
4 
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 
4.5 
4.6 
5.2 
- 443 -
APPENDIX 1B 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
REGARDING THE PERMISSIBLE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM(S) 
OF A TYPE OF THREE-WHEELED MOPED OR TRICYCLE 
Model 
Report No of the technical authority date: 
1. Trade name or trade mark of vehicle: 
2. Type of vehicle: 
3. Variant(s) (if any): 
4. Version(s) (if any): 
5. Name and address of manufacturer: 
6. Name and address of manufacturer's authorized representative (if any) 
7. Original exhaust system type(s): 
8. Intake system type(s) (where essential to observe sound level limit): 
9. Noise level of the vehicle when stationary: dB(A) at: rpm. 
10. Vehicle submitted for testing on: 
11. Component type-approval granted/refused1 
12. Place: 
13. Date: 
14. Signature: 
1 Delete where not applicable. 
- 444 -
APPENDIX 2A 
INFORMATION SHEET 
FOR A NON-ORiGINAL EXHAUST SYSTEM OR COMPONENT(S) THEREOF, 
AS TECHNICAL UNIT(S), FOR THREE-WHEELED MOPEDS OR TRICYCLES 
(model) 
Order No (allocated by applicant) 
The application for component type-approval for a non-original exhaust system 
for three-wheeled mopeds or tricycles must include the following details: 
1. Make: 
2. Type: 
3. Name and address of manufacturer: 
4. Name and address of the manufacturer's authorized representative (if 
any): 
5. Component list of the technical unit (attach drawings): 
6. Make(s) and type(s) of vehicle(s) for which the silencer is 
designed:1^ 
7. Any restrictions on use and fitting instructions: 
In addition, the application must include the details listed in Annex II to 
Council Directive 92/61/EEC of 30 June 1992, Section A, points: 
0.1 
0.2 
0.5 
0.6 
2.1 
3 
3.0 
3.1 
3.1.1 
3.2.1.7 
4 
4.1 
4.2 
4.3 
4.4 
4.4.1 
4.4.2 
4.5 
4.6 
5.2 
1) Delete where not applicable. 
- 445 -
APPENDIX 2B 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
FOR A NON-ORIGINAL EXHAUST SYSTEM FOR 
THREE-WHEELED MOPEDS OR TRICYCLES 
Model 
Report No of the technical authority date: 
1. Make of exhaust: 
2. Type of exhaust: 
3. Name and address of manufacturer: 
4. Name and address of the manufacturer's authorized representative 
(if any): 
5. Make(s) and type(s) and any variant(s) or version(s) of the vehicle(s) 
for which the exhaust system is designed: 
6. System submitted for testing on: 
7. Component type-approval granted/refused1 
8. Place: 
9. Date: 
10. Signature: 
1 Delete where not applicable. 
- 446 -
ANNEX V 
PRODUCTION CONFORMITY REQUIREMENTS 
1. VEHICLE CONFORMITY 
Any vehicle manufactured must conform to a type of vehicle approved 
pursuant to this chapter, be equipped with the silencer with which it was 
type-approved and satisfy the requirements of section 2 of the Annex 
relating to the type of vehicle concerned. 
In order to test conformity as required above, a sample vehicle will be 
taken from the production line of the type approved pursuant to this 
chapter. Production will be regarded as conforming to the provisions of 
this chapter if the sound level measured using the method described in 
section 2.1 of each Annex does not exceed by more than 3 dB(A) the value 
measured at the time of type-approval, nor by more than 1 dB(A) the 
limits laid down in this chapter. 
2. CONFORMITY OF A NON-ORIGINAL REPLACEMENT EXHAUST SYSTEM 
Any exhaust system manufactured must conform to a type approved pursuant 
to this chapter and satisfy the requirements of section 3 of the Annex 
relating to the type of vehicle for which it is intended. 
In order to test conformity as required above, a sample exhaust will be 
taken from the production line of the type approved pursuant to this 
chapter. 
Production will be regarded as conforming to the provisions of this 
chapter if the requirements of sections 3.5.2 and 3.5.3 of each Annex are 
satisfied and if the sound level measured using the method described in 
section 2.1 of each Annex does not exceed by more than 3 dB(A) the value 
measured at the time of type-approval, nor by more than 1 dB(A) the 
limits laid down in this chapter. 
- 447 -
ANNEX VI 
MARKING REQUIREMENTS 
1. Non-original exhaust system or components thereof, but not the 
mounting parts and pipes, must bear: 
1.1. the trade name or mark of the manufacturer of the exhaust system and 
its components, 
1.2. the brand name given by the manufacturer. 
1.3. the component type-approval mark composed and affixed in accordance 
with the requirements of Annex V to the EEC Directive on the type-
approval of two- or three-wheeled motor vehicles. 
2. The marks referred to in 1.1 and 1.3 and the name referred to in 1.2 
must be indelible and clearly legible even when the exhaust system is 
fitted to the vehicle. 
3. A component may bear several type-approval numbers if it has been 
type-approved as a component of several replacement exhaust systems. 
4. The replacement exhaust system must be supplied with packaging or 
labelling bearing the following: 
4.1 the trade name or mark of the manufacturer of the replacement silencer 
and its components; 
4.2. the address of the manufacturer or of the manufacturer's authorized 
representative; 
4.3. a list of the motorcycle models to which the replacement silencer is 
intended to be fitted. 
5. The manufacturer must supply the following; 
5.1. instructions describing in detail the correct methods of fitting to 
the motorcycle; 
5.2. instructions on how the silencer should be maintained; 
5.3. a list of component parts with the corresponding part numbers, 
excluding mounting parts. 
- 448 -
CHAPTER 10 
TRAILER COUPLING DEVICES FOR 
TWO OR THREE-WHEEL MOTOR VEHICLES 
AND MOTORCYCLE SIDECAR ATTACHMENTS 
(26 
ANNEX 
COUPLING DEVICES FOR TRAILERS TOWED BY TWO OR 
THREE-WHEEL MOTOR VEHICLES 
1. Coupling devices shall be so designed and manufactured that they 
meet the mobility conditions defined in point 2 and the strength 
conditions defined in point 3. 
2. Mobility conditions 
Coupling devices for trailers towed by two or three-wheel motor 
vehicles shall be capable of angular displacement of 90* in a 
horizontal plane either side of the median longitudinal plane of the 
towing vehicle and 15' in a vertical plane above and below a 
horizontal plane. 
Moreover, the device must permit lateral inclination of the towing 
vehicle, to left or right, of at least 40* in relation to the 
vertical in the case of a two-wheel vehicle and at least 15* in 
relation to the vertical in the case of a three-wheel vehicle. 
However, this latter requirement does not apply if the device is 
intended for a single-wheel trailer. 
3. Strength conditions 
3.1. Longitudinal strength 
The coupling device must be capable of withstanding, without 
breakage or permanent deformation of the coupling or its mounting, a 
horizontal force FL applied at the centre of articulation and 
directed towards the front and then towards the rear. 
FL, expressed in Newtons, is given by the following formula : 
-0£>-
FL - 1.5 Me 
where 
M - total mass in kg of the trailer when carrying the maximum load 
provided for by its manufacturer; 
c - average maximum deceleration in m/s, of which the towing 
vehicle is capable in the type 0 braking test as defined in 
Appendix 1 to the Annex to Directive 93/..../EEC on the 
braking of two or three-wheel motor vehicles. 
3.2. Vertical strength 
The coupling device must be capable of withstanding, without 
breakage or permanent deformation of the coupling or its mounting, a 
vertical force Fv of 0.1 FL applied at the centre of articulation 
and directed upwards and then downwards. 
3.3 Transverse strength 
The coupling device must be capable of withstanding, without 
breakage or permanent deformation of the coupling or its mounting, a 
transverse force Ft of 0.1 FL perpendicular to the median 
longitudinal plane of the towing vehicle, applied at the centre of 
articulation and directed to the left and then to the right. 
APPENDIX 1 
INFORMATION DOCUMENT 
IN RESPECT OF COUPLING DEVICES FOR TRAILERS TOWED BY 
A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 
(To be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type-approval) 
Serial No (assigned by the applicant) : 
The application for component type-approval in respect of coupling devices for 
trailers towed by a type of two or three-wheel motor vehicle shall contain the 
information set out in Annex II to Directive 92/61/EEC of 30 June 1992 in 
Sect ion A, points: 
0.1 
0.2 
0.4 to 0.6 
9.1 to 9.1.2 
APPENDIX 2 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
IN RESPECT OF SIDECAR ATTACHMENTS FOR A 
TYPE OF MOTORCYCLE 
MODEL 
Report No by testing body Date 
Component type approvaI No Extens ion No 
1. Make or trade name of vehicle : 
2. Type of vehicle : 
3. Manufacturer's name and address 
4. Name and address of manufacturer's representative (if any) 
5. Vehicle submitted for test on : 
6. Component type-approval granted/refused^*^ 
7. Place : 
8. Date 
9. Signature : 
(*) Delete as appropriate 
ANNEX il 
ATTACHMENTS FOR MOTORCYCLE SIDECARS 
1. If a motorcycle is fitted with sidecar attachments these must meet 
the strength conditions described in points 3.1 to 3.3. 
2. Test device 
The motorcycle shall rest on a horizontal plane, Its median 
longitudinal plane being vertical. 
It shall be immobilized by means of multiple supports acting 
preferably on the tyres, saddle, luggage carrier, wheel spindles, 
handlebar and steering column. 
As many supports as are necessary shall be used to ensure that the 
vehicle is adequately immobilized. 
A test frame, as depicted by way of example in Appendix 1, shall be 
fitted to the motorcycle by means of the attachments to be tested. 
The frame shall have a point 0 situated 1.25 m from the median 
longitudinal plane of the motorcycle and 0.3 m above the horizontal 
plane of support of the motorcycle. 
Point 0 shall, moreover, be located in a transverse plane lying 
between the spindles of the front and rear wheels of the motorcycle 
such that the distance between that plane and the rear wheel spindle 
Is one third of the distance between that plane and the front wheel 
spindle. 
3. Strength conditions 
3.1. Vertical stressing : 
The attachments must be capable of withstanding, without breakage or 
permanent deformation of themselves or the motorcycle frame, a 
vertical force Fv directed upwards and then downwards and applied at 
point 0 on the test device described in point 2. 
Fv, expressed in Newtons, is given by the following formula : 
Fv - 10 (M + C) 
where 
M - the mass in kg of the sidecar as stated by the manufacturer; 
C - the maximum load in kg which the sidecar may carry, as 
provided for by the manufacturer, each passenger being taken 
to weigh 75 kg. 
3.2. Transverse stressing : 
The attachments must be be capable of withstanding, without breakage 
or permanent deformation of themselves or the motorcycle frame, a 
horizontal, transverse force Ft of 0.3 Fv directed towards the 
motorcycle and then away from the motorcycle, applied at point 0 of 
the test device described in point 2. 
3.3. Longitudinal stressing : 
The attachments must be capable of withstanding, without breakage or 
permanent deformation of themselves or the motorcycle frame, a 
longitudinal force FL directed towards the front and then towards 
the rear, applied at point 0. 
-w-
FL, expressed in Newtons, is given by the following formula : 
FL - 1.5 (M + C)c 
where 
c - average maximum deceleration in m/s, of which the towing 
vehicle is capable in the type 0 braking test as defined in 
Appendix 1 to the Annex to Directive 93/ /EEC on the 
braking of two or three-wheel motor vehicles. 
APPENDIX 1 
Testing device 
1.25m 
-w7-
APPENDIX 2 
INFORMATION DOCUMENT 
IN RESPECT OF SIDECAR ATTACHMENTS 
FOR A TYPE OF MOTORCYCLE 
(To be attached to the application for component type-approval where this is 
submitted separately from the application for vehicle type approval) 
Serial No (assigned by the applicant) : 
The application for component type-approval in respect of sidecar attachments 
for a type of motorcycle shall contain the information set out in Annex II to 
Directive 92/61/EEC of 30 June 1992 in Section A, points : 
0.1 
0.2 
0.4 to 0.6 
and in Section B, points 1.3 and 1.3.1 
APPENDIX 3 
Name of administration 
CERTIFICATE OF COMPONENT TYPE-APPROVAL 
IN RESPECT OF SIDECAR ATTACHMENTS FOR A 
TYPE OF MOTORCYCLE 
MODEL 
Report No by testing body Date 
Component type approvaI No Extension No 
1. Make or trade name of vehicle 
2. Type of vehicle : 
3. Manufacturer's name and address 
4. Name and address of manufacturer's representative (if any) 
5. Vehicle submitted for test on : 
6. Component type approval granted/refused*** 
7. -Place 
Date 
9. Signature : 
(•) Delete as appropriate. 
CHAPTER 11 
SAFETY-BELT ANCHORAGES AND SAFETY-BELTS 
FOR BODIED THREE-WHEEL MOPEDS, 
TRICYCLES AND QUADRICYCLES 
-w-
ANNEX 1 
1. DEFINITIONS 
Within the meaning of this chapter: 
1.1 "type of vehicle in respect of its safety belts" means motor 
vehicles which do not differ essentially among themselves, in 
particular as regards the following: 
dimensions, shapes and materials of the structural components of 
the vehicle or seat to which the anchors are attached; 
1.2 "seat anchorages" means the parts of the structures of the vehicle 
or seat or all other parts of the vehicle to which the belts must 
be fastened; 
1.3 "effective anchorage" means the point used to determine, in a 
conventional manner in accordance with item 4, the angle of each 
part of the safety belt in relation to its wearer i.e. the point 
where a strap should be attached in order to adopt a position 
identical to an intended position of the belt when this is used 
and which may correspond or not to the true anchorage according to 
the configuration of the accessories for the attachment of the 
belt at the point where this is attached to the anchorage; 
1.3.1 - for example 
1.3.1.1 where a safety belt includes a rigid part that is attached to a 
lower anchorage whether this is static or free to pivot, the 
effective anchorage for all of the seat adjustment positions shall 
be the point where the strap is attached to that rigid part, 
1.3.1.2 where there is a reverser attached to the structure of the vehicle 
or seat the median point of the reverser at the point where the 
strap emerges from this on the wearer side of the belt shall be 
considered to be the effective anchorage, 
1.3.1.3 where the belt directly links its wearer with an inertia reel 
attached to the structure of the vehicle or seat without an 
intermediate direction reverser the effective anchorage shall be 
taken to be the point of intersection of the axis of the belt 
inertia reel with the plane passing through the median axis of the 
strap on the reel ; 
1.4 "floor" means the lower part of the bodywork of the vehicle 
linking the side walls of that vehicle. Taken within this meaning 
the "floor" includes the ribs, raised pressings and any other 
stiffeners even where these are beneath the floor, such as spars 
and struts; 
1.5 "seat" means a structure forming, or otherwise, an integral part 
of the vehicle structure including its interior fittings which 
offer a seated position for an adult, the term designating both an 
individual seat and part of a bench corresponding to a seating 
pos i t i on ; 
-4(-
1.6 "group of seats" means either a bench-type seat or separate seats 
mounted side by side (i.e. in such a way that the front anchorages 
of a seat are in line with or ahead of the rear anchorages of 
another seat and in line with or behind the front anchorages of 
that same other seat (which provide one or several seating 
positions for adults; 
1.7 "bench" means a complete structure together with its cover which 
provides at lest two seating positions for adult occupants; 
1.8 "tip-up seat" means an auxiliary seat intended for occasional use 
that is normally folded away; 
1.9 "type of seat" means a category of seats which do not differ 
essentially among themselves in such respects as: 
1.9.1 the shape and dimensions of the seat structure and materials of 
which it is made, 
1.9.2 type and dimensions of adjustment systems and all of the locking 
systems, 
1.9.3 type and dimensions of belt anchorages on the seat, of the seat 
anchorage and of the relevant parts of the vehicle structure, 
1.10 "seat anchorage" means the system of attaching the seat in its 
entirety to the vehicle structure, including the relevant parts of 
the vehicle structure; 
1.11 "adjustment system" means the device enabling the parts of the 
seat to be adjusted in order to achieve an occupant seating 
position that is adapted to his or her morphology. That setting 
device may in particular permit: 
1.11.1 longitudinal adjustment, 
1.11.2 vertical adjustment, 
1.11.3 an angular adjustment, 
1.12 "protected space" means a space within which the screening areas 
within the protective space have a cumulative area of at least 
800 cm2; 
1.13 "protection space" means the space in front of a seat and lying: 
- between two horizontal planes, one of which passes through the 
H point and the other is 400 mm above that point, 
- between longitudinal vertical planes that are symmetrical in 
relation to the H point and lie 400 mm apart, 
- behind a vertical transverse plane that is 1.30 m from the 
H point. 
-46cr 
In any given transverse vertical plane a continuous surface such 
that, if a 165 mm-diameter sphere is projected in a horizontal 
longitudinal direction passing through any given point within the 
zone and through the centre of the sphere there is within the 
protection space no aperture through which the sphere can be 
passed, this shall be called a screening area-, 
1.14 "movement system" means a device enabling a seat or one of its 
parts to move to rotate without any fixed intermediate position in 
order to ease access to the space behind the seat concerned; 
1.15 "locking system" means a device holding the seat and its parts in 
any position of use and comprising mechanisms for locking the seat 
backrest in relation to the seat and the seat in relation to the 
vehicle; 
1.16 "H point" means a reference point as defined in Item 1.1 in 
Annex III determined in accordance with the procedure described in 
sa id annex ; 
1.17 "H' point", means the reference point corresponding to the H point 
defined in Item 1.16 and determined for all normal positions of 
use of the seat ; 
1.18 "R point" means the reference point of a seat as defined in 
i tern 1.2 in Annex I I I ; 
1.19 "reference line" means the straight line defined in Item 3.4 of 
Annex I I I ; 
1.20 "L«| and L2 points" means the lower effective anchorages; 
1.21 "C point" means the point located 450 mm vertically above the R 
point. However, if distance S defined in Item 1.23 is not less 
than 280 mm and if the other conceivable formula, BR - 260 mm + 
0.8 S specified in paragraph 4.3.3 is retained by the manufacturer 
the vertical distance between C and R shall be 500 mm; 
1.22 "alpha 1 and aloha 2" angles mean respectively the angles formed 
by a horizontal plane and the planes perpendicular to the 
longitudinal median plane of the vehicle and passing through point 
H-j and points L-j and L2; 
1.23 "S" means the distance, in millimetres, between the effective 
upper anchorage and a reference plane P that is parallel to the 
median longitudinal plane of the vehicle, defined as follows: 
1.23.1 if the seating position is well defined by the shape of the seat 
plane P is the median plane of that seat, 
1.23.2 if the seating position is not well defined: 
1.23.2.1 plane P relative to the driver is that which is parallel to the 
median longitudinal plane of the vehicle when it passes vertically 
through the centre of the steering wheel in its mid position if it 
is adjustable and taken as being within the plane of the steering 
wheel rim, 
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1.23.2.2 plane P for the passenger sitting at the side on the front is 
symmetrical to driver plane P, 
1.23.2.3 plane P for the side rear seating position is that stated by its 
manufacturer provided that the following distance limits A between 
the median longitudinal plane of the vehicle and plan P are 
adhered to: 
A is not less than 200 mm if the bench is designed solely for two 
passengers, 
A is not less than 300 mm if the bench is designed for more than 
two passengers. 
2. GENERAL REQUIREMENTS 
2.1 The safety belt anchorages shall be designed, manufactured and 
installed in such a way 
2.1.1 so as to permit the fitting of an appropriate safety belt. The 
anchorages for the front side seats shall permit the use of belts 
incorporating an inertia reel and reverser returning to the upper 
anchorage, having regard in particular to the strength 
characteristics of the anchorages, unless the manufacturer 
supplies the vehicle fitted with other types of belt incorporating 
inertia reels. If the anchorages are only suitable for certain 
types of belt those types must be mentioned in the document set 
out in Annex V, Appendix 1. 
2.1.2 as to reduce to a minimum the risk of belt slippage when it is 
worn correct I y, 
2.1.3 as to reduce to a minimum the risk of deterioration of the strap 
as a result of contact with the rigid sharp parts of the structure 
of the vehicle or seat, 
2.1.4 so that, under normal conditions of use, the vehicle may fulfil 
the requirements of this chapter, 
2.1.5 where anchorages adopt different positions in order to enable 
persons to enter the vehicle and in order to retain the occupants 
the specifications of this regulation shall apply to anchorages in 
their effective retention position. 
2.2 Safety-belt anchorages are not required for bodied three-wheel 
mopeds having an unladen mass of not more than 250 kg. 
3. MINIMUM NUMBER OF BELT ANCHORAGES 
3.1 Two lower and one upper anchorage shall be provided for the front 
seats. However, two lower anchorages are considered sufficient 
for the front centre seats where there are other front seats. The 
windscreen is considered as forming part of the reference zone for 
the anchorages where this may enter into static contact with the 
device for testing in accordance with the method described in 
Annex II to Directive 74/60/EEC on the interior fittings of motor 
vehicles-,1 
1 0J No L 38, 11.2.1974. 
3.2 for the other side seats two lower and one upper anchorage must be 
provided; 
3.3 with the exception of the tip-up seat for which anchorages are not 
required at least two lower anchorages must be provided for all 
other seats. 
4. POSITIONING OF SEAT BELTS 
(see Annex 11, Figure 1) 
4.1 General 
4.1.1 The anchorages for one and the same belt may all be attached to 
the structure of the vehicle, or of the seat or to any other part 
of the vehicle, or be divided among those various positions. 
4.1.2 One and the same anchorage may receive the ends of two adjacent 
belts provided that the test requirements are met. 
4.2 Position of lower effective anchorages 
4.2.1 Angles alpha 1 and alpha 2 must lie between 30 and 80' in all of 
the normal positions of use of the seat. 
4.2.2 Where rear seat benches and adjustable seats are provided with the 
adjustment system defined in Item 1.11 and their back rest angle 
is less than 20' (see Annex II, Figure 1) angles alpha 1 and 
alpha 2 may be less than the minimum values specified in 
Item 4.2.1 provided that they are not less than 20* in any of the 
normal positions of use of the seat. 
4.2.3 The distance between the two vertical planes parallel to the 
median longitudinal plane of the vehicle and passing through each 
of the two lower effective anchorages (L1 and L2) of one and the 
same belt shall not be less than 350 mm. The median longitudinal 
plane of the seat shall pass points L1 and L2 at at least 230 mm 
from those points. 
4.3 Position of the upper effective anchorages 
(see Annex II, Figure 2) 
4.3.1 If a strap guide or similar device affecting the position of the 
effective upper anchorages is used this will be determined in a 
conventional manner by considering the position of the anchorage 
when the central longitudinal line of the strap passes through J1 
defined successively from the R point via the following three 
segments: 
RZ: segment of reference Iine measured from the R point upwards 
along the length of 530 mm; 
ZX: segment perpendicular to the median longitudinal plane of the 
vehicle measured from the Z point in the direction of the 
anchorage and having a length of 120 mm-, 
XJ1: segment perpendicular to the plane defined by segments RZ and 
ZX measured from point X forwards over a length of 60 mm. 
-4£-
Point J2 is determined by symmetry with point J1 about the 
longitudinal plane vertically crossing the reference line defined 
in I tern 5.1.2 of the dummy placed in the relevant seat. 
4.3.2 The upper effective anchorage shall lie below plane Fn that is 
perpendicular to the median longitudinal plane of the seat and 
forms an angle of 65' with the reference line. For the rear seats 
this angle may be reduced to 60*. Planes FN shall be located in 
such a way as to intersect the reference line at a point D such 
that DR - 315 mm ± 1.8 S. 
However if S does not exceed 200 mm OR becomes - 675 mm. 
4.3.3 The upper effective anchorage of the belt shall lie behind plane 
FK that is perpendicular to the median longitudinal plane of the 
seat and intersects the reference line at an angle of 120' at a 
point Br - 260 mm + S. If S is not less than 280 mm the 
manufacturer may use, at his discretion, BR - 260 mm + 0.8 S. 
4.3.4 The S value shall not be less than 140 mm. 
4.3.5 The upper effective anchorage shaI I be located behind a vertical 
plane that is perpendicular to the median longitudinal plane of 
the vehicle and passes through the R point as shown in the diagram 
in Annex I I. 
4.3.6 The upper effective anchorage of the belt shall be located above 
the horizontal plane passing through the C point defined in 
Item 1.21. 
4.3.7 In addition to the upper anchorage referred to in Item 4.3.1 other 
upper effective anchorages may be fitted if one of the following 
condi t ions is met : 
4.3.7.1 the additional anchorages meet the requirements of Items 4.3.1 to 
4.3.6 
4.3.7.2 the upper anchorages may be used without the aid of tools, meet 
the requirements of Items 4.3.5 and 4.3.6 and lie within one of 
the specified areas by moving the area bounded in Figure 1 in 
Annex II by 80 mm upwards or downwards in a vertical direction. 
4.3.7.3 the anchorage(s) is (are) intended for a harness-type belt and 
meet(s) the requirements set out in Item 4.3.6 if they lie behind 
the transverse plane passing through the reference I ine and is 
(are) located: 
4.3.7.3.1 where there is a single anchorage, within the area common to two 
dihedrals bounded by vertical lines passing through the points J1 
and J2 defined in Item 4.3.1, the horizontal sections of which are 
defined by Figure 2 in Annex II, 
4.3.7.3.2 if there are two anchorages, within that of the above dihedrals 
which is suitable, provided that no anchorage is more than 50 mm 
from the symmetrical seat located opposite the other anchorage, 
about plane P defined in item 1.23 of the seat under 
considérât ion. 
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5. STRENGTH OF ANCHORAGES 
5.1 Each anchorage shall be able to withstand the tests provided for 
in Items 6.3 and 6.4. Permanent deformation may be acceptable, 
including breakage of an anchorage or the surrounding area, 
provided that the specified force has been maintained throughout 
the intended period. During the test the minimum distances for 
the lower effective anchorages required by item 4.2.3 and the 
requirements set out in items 4.3.6 and 4.3.7 for upper effective 
anchorages shall be maintained. 
5.2 In the vehicles in which these devices are used the movement and 
locking systems enabling the occupants of all of the seats to exit 
from the vehicle shall still be able to be activated manually 
after the tractive force has ceased to be applied; 
5.3 Dimensions of threaded holes for anchorages 
The threaded holes for the anchorages shall be of the 
7/16 - 20 UNF 2B type in accordance with ISO standard TR1417. 
5.4 If the manufacturer has fitted the vehicle with safety belts that 
have been attached at all of the anchorages required for the seat 
at issue it is not necessary that those anchorages meet the 
requirements of item 5.3 provided that they meet the other 
requirements of this Chapter. Moreover, the requirement set out 
in item 5.3 shall not apply to additional anchorages meeting the 
requirement set out in item 4.3.7.3. 
5.5 It must be possible to remove the safety-belt from the anchorage 
without damage to the latter. 
6. TESTS 
6.1 General 
6.1.1 Subject to the implementation of the provisions set out in item 2 
and in line with the manufacturer's request, 
6.1.1.1 the tests may concern either a vehicle structure or a fully 
finished vehicle 
6.1.1.2 the windows and doors may be installed or not and closed or not 
6.1.1.3 any normally intended component whïch is likely to contribute to 
structural rigidity may be installed. 
6.1.2 The seats must be installed and adjusted to their driving position 
or position of use selected by the testing body réponsible for the 
component type approval tests as being the least favourable from a 
system-strength point of view. 
The position of the seats must be stated in the report. If its 
angle is adjustable the backrest shall be locked in position in 
accordance with the manufacturer's instructions or, in their 
absence, in a position corresponding to an effective seat angle as 
close as possible to 15*. 
6.2 Vehicle restraint 
6.2.1 The method used to restrain the vehicle during the test shall not 
cause the anchorages or anchorage areas to be reinforced or reduce 
the normal deformation of the structure. 
6.2.2 A restraint device shall be considered satisfactory if it has no 
effect on an area extending throughout the width of the structure 
and if the vehicle or structure is locked or attached at the front 
at a distance of at least 500 mm from the anchorage to be tested 
and held or attached at the rear at least 300 mm from said 
anchorage. 
6.2.3 It is recommended that the structure be made to rest on supports 
directly below the wheel axes or if that is not possible directly 
below the suspension points. 
6.2.4 If a test method other than that required by items 6.3.1 to 6.3.8 
is used it's equivalence shall be demonstrated. 
6.3 General test requirements 
6.3.1 All of the anchorages within one and the same group of seats shall 
be tested simultaneously. 
6.3.2 The tractive force shall be applied forwards at an angle of 10*± 
5* above the horizontal in a plane parallel to the median 
longitudinal plane of the vehicle. 
6.3.3 The loading shall begin as quickly as possible. The anchorages 
shall withstand the specified load for at least 0.2 s. 
6.3.4 The tract ion devices to be used for the tests described in 
item 6.4 below are represented in Annex IV. 
6.3.5 The anchorages for seats fitted with upper anchorages shall be 
tested under the following conditions: 
6.3.5.1 side front seats: 
the anchorages shall be subjected to the test required by 
item 6.4.1 in which the forces are applied to them by means of a 
device reproducing the geometry of a three-point belt 
incorporating an inertia reel and a reverser back up to the upper 
anchorage. 
Moreover, when there are more anchorages than the number required 
by item 3 those anchorages shall be subjected to the test required 
in item 6.4.5 during which the forces shall be applied to them by 
means of a device reproducing the geometry of the type of 
safety-belt intended to be attached to those anchorages. 
6.3.5.1.1 When the inertia reel is not attached to the lower side anchorage 
which must be provided for, or where the inertia reel is attached 
to the upper anchorage the lower anchorages must also be subjected 
to the test required by item 6.4.3. 
6.3.5.1.2 In the above instance the tests required by items 6.1.4 and 6.1.3 
may be carried out on two different structures at the request of 
the manufacturer. 
6.3.5.2 Rear side seats and/or central seats: 
The anchorages shall be submitted to the test required by 
item 6.4.2 in which the forces are transferred to them by means of 
a device reproducing the geometry of a three-point non-intertia 
reel belt, and the test required by item 6.4.3 in which the forces 
are transferred to the two lower anchorages by means of a device 
representing a lap belt. The two tests may be carried out on two 
different structures at the request of the manufacturer. 
6.3.5.3 By way of a departure from the requirements of item 6.3.5.1 and 
6.3.5.2, where a manufacturer delivers his vehicle fitted with 
belts including inertia reels the corresponding anchorages shall 
be submitted to the test in which the forces are transferred to 
them by means of a device reproducing the geometry of the belt(s) 
for which the anchorages are to be component type approved. 
6.3.6 Where there are no upper anchorages for the rear side seats and 
central seats the lower anchorages shall be submitted to the test 
required by item 6.4.3 in which the forces are transferred to them 
by means of a device reproducing the geometry of a lap belt. 
6.3.7 If the vehicle is designed to receive other devices which do not 
enable the straps to be attached directly to the anchorages 
without the use of intermediate rollers, etc. or which require 
anchorages additional to those referred to in item 3, the belt or 
assembly of cables, rollers, etc. representing the belt equipment 
shall be attached by means of such a device to the anchorages on 
the vehicle and those anchorages shall be submitted to the test 
required in item 6.4 as appropriate. 
6.3.8 A test method other than those required in item 6.3 may be used 
but its equivalence will have to be demonstrated. 
6.4 Specific requirements for the tests to be carried out on vehicles 
having an unladen mass of not more than 400 kg* 
6.4.1 Test in three-point belt configuration incorporating an inertia 
reel with reverser attached to the upper anchorage. 
6.4.1.1 A special reverser for the cable or'strap having the 
characteristics needed in order to transfer the forces from the 
traction device, or the reverser supplied by the manufacturer, 
shall be attached to the upper anchorages. 
6.4.1.2 A test loading of 675 daN ± 20 daN shall be applied to a traction 
device (see Annex IV, Figure 2) attached to the belt anchorages by 
means of a device reproducing the geometry of the upper diagonal 
strap of that belt. 
6.4.1.3 At the same time a tractive force of 675 daN ± 20 daN shall be 
applied to a traction device (see Annex IV, Figure 4) attached to 
the two lower anchorages. 
The mass of the traction batteries for electric vehicles is not included 
in the unladen mass. 
6.4.2 Test in three-belt configuration without inertia reel or with 
inertia reel on the upper anchorage. 
6.4.2.1 A test loading of 675 daN ± 20 daN shall be applied to a traction 
device (see Annex IV, Figure 2) attached to the upper anchorage 
and the opposite lower anchorage for the same belt, by using a 
retractor attached to the upper anchorage if such a device is 
supplied by the manufacturer. 
6.4.2.2 At the same time a traction force of 675 daN ± 20 daN shall be 
applied to a traction device (see Annex IV, Figure 1) attached to 
the lower anchorages. 
6.4.3 Test in lap-belt configuration 
6.4.3.1 A test loading of 1110 daN ± 20 daN shall be applied to a traction 
device (see Annex IV, Figure 1) attached to the two lower 
anchorages. 
6.4.4 Anchorage test, either with all attached to the seat structure or 
distributed among the vehicle structure and the seat structure. 
6.4.4.1 Depending on the case the tests specified in Items 6.4.1, 6.4.2 
and 6.4.3 above will be carried out by adding, for each seat and 
each group of seats, the additional force stated below. 
6.4.4.2 In addition to the force referred to in Item 6.4.1, 6.4.2 and 
6.4.3 a longitudinal and horizontal force equal to ten times the 
weight of the complete seat shall be applied to the centre of 
gravi ty of the seat. 
6.4.5 Test in special type belt configuration. 
6.4.5.1 A test loading of 675 daN ± 20 daN shall be applied to one 
traction device (see Annex IV, Figure 2) attached to the 
anchorages for a safety belt of this type by means of a device 
reproducing the geometry of the upper diagonal strap or straps. 
6.4.5.2 At the same time a tractive force of 675 daN ± 20 daN is applied 
to the traction device (see Annex IV, Figure 3) attached to the 
two lower anchorages. 
6.5 Specific requirements for the tests to be carried out on vehicles 
having an unladen mass of more than 400 kg (or 550 kg if the 
vehicles are assigned to the transport of goods) 
The requirements set out in Annex I concerning the specific test 
methods required by Directive 76/115/EEC on safety-belt anchorages 
for motor vehicles1 shall apply. 
7. CHECKING AFTER THE TESTS 
Any deterioration in the anchorages and load supporting structures 
during the tests shall be recorded after the tests. 
1 0J L 24, 30.01.1976, p. 6. 
ANNEX I I 
Figure 1: EFFECTIVE ANCHORAGE ATTACHMENT AREAS 
DR - 315 + 1.8 S 
BR - 260 + S 
unless otherwise 
specified in 
Items 4.3.2, 4.3.3 
and 4.3.6 in 
Annex 1 Authorized area for 
additional anchorages 
in accordance with 
Item 4.3.7.2 in 
Annex 1 Reference 
accordance 
Item 1.19 
Annex 1 
Dis 
I tern 
Angle stated in 
Item 6.1.2 in Annex 1 tance stated in i j *^f ~T~ 7\> & T 
m 1.2-f in Annex 1 *f J 'ôo/ f J\f* j 
Reference line in accordance 
with Item 1.19 in Annex 1 Median longitudinal 
plane of the seat 
For outer seats 
on left hand side All the dimensions are 
in millimetres Upper 
effective 
anchorage 
-Mi-
Figure 2: EFFECTIVE UPPER ANCHORAGES IN ACCORDANCE WITH 
ITEM 4.3.7.3 IN ANNEX 12 
ANNEX I I I 
PROCEDURE TO BE FOLLOWED IN ORDER TO DETERMINE THE POSITION 
OF THE H POINT AND THE TRUE BACKREST RAKE ANGLE 
AND TO CHECK THEIR RELATIONSHIP WITH THE POSITION 
OF THE R POINT AND THE INTENDED BACKREST RAKE ANGLE 
1. DEFINITIONS 
1.1 The "H" point which characterizes the position within the 
passenger compartment of a seated occupant is the trace, in a 
vertical longitudinal plane, of the theoretical axis of rotation 
between the legs and trunk of a human body, as represented by the 
dummy described in Item 3 below. 
1.2 The "R" point or the "seated position reference point" is the 
reference point stated by the manufacturer which 
1.2.1 has coordinates determined in relation to the structure of the 
vehicle 
1.2.2 corresponds to the theoretical position of the trunk/leg rotation 
point ("H" point) for the driving position or lowest, rearmost 
position of normal use assigned to each of the seats provided by 
the manufacturer of the vehicle. 
1.3 "Backrest rake angle" is the inclination of the seat back in 
relation to the vertical. 
1.4 The "true backrest rake angle" is the angle formed by the vertical 
line passing through the H point and the reference line for the 
trunk of the human body represented by the dummy described in 
Item 3 below. 
1.5 The "intended backrest rake angle" is the angle specified by the 
manufacturer, who 
1.5.1 shall determine the backrest rake angle for the lowest rearmost 
driving or normal use condition assigned to each of the seats by 
the manufacturer of the vehicle, 
1.5.2 it is formed at the R point by the vertical line and the trunk 
reference Iine, 
1.5.3 and corresponds theoretically to the true rake angle 
2. DETERMINATION OF THE H POINTS AND TRUE BACKREST RAKE ANGLES 
2.1 An "H" point and a "true backrest rake angle" shall be determined 
for each seating position provided by the manufacturer. Where the 
seats in a given row may be considered to be similar (bench, 
identical seats, etc.), a single "H" 
Ml-
3. DUMMY CHARACTERISTICS 
3.1 A three dimensional dummy shall be used the mass and contour of 
which are those of an average-size adult. This dummy is 
represented in Figure 1 and 2 in the appendix to this annex. 
3.2 This dummy incorporates: 
3.2.1 two parts, one simulating the back and the other the pelvis of the 
body, jointed along an axis representing the axis of rotation 
between the thorax and thighs. The trace of that axis on the 
flank of the dummy is the H point of that dummy; 
3.2.2 two components simulating the legs and jointed in relation to the 
part simulating the pelvis; 
3.2.3 two components simulating the feet, linked to the legs by joints 
simulating the ankles; 
3.2.4 moreover, the component simulating the pelvis is equipped with a 
level gauge enabling its transverse lean to be checked. 
3.3 Ballast representing the weight of each body component is located 
at the appropriate points constituting the corresponding centres 
of gravity in order to obtain a total dummy mass of roughly 
75.6 kg. The details of the different ballast weights were given 
in Figure 2 in the Appendix. 
3.4 The reference line for the trunk of the dummy is taken into 
account via a straight line passing through the joint between the 
leg and the pelvis and the theoretical joint between the neck and 
thorax (see Figure 1 in the Appendix). 
4. PLACING IN POSITION OF DUMMY 
The tridimensional dummy shall be placed in position as follows: 
4.1. The vehicle shall be placed on a horizontal plane and the seats 
shall be adjusted as described in item 2.2. above; 
4.2. the seat to be tested shall be covered with a piece of cloth 
intended to ease the correct placing in position of the dummy; 
4.3. the dummy shall be sat in the position under examination, its 
swivel axis being at right angles to the median longitudinal plane 
of symmetry of the vehicle; 
4.4. the feet of the dummy shall be located as follows: 
4.4.1. when it is placed on the front seats it shall be such that the 
level gauge enabling the transverse lean of the seat to be checked 
is brought into the horizontal, 
4.4.2. when it is placed on the rear seats its feet are arranged in such 
a way that, as far as possible, they are in contact with the front 
seats. If the feet then rest upon parts of the floor that are at 
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different levels the foot that is the first to come into contact 
with the front seat shall serve as a reference and the other foot 
shall be arranged in such a way that the level gauge enabling the 
transverse lean of the seat to be checked is brought into the 
hor izontal, 
4.4.3. if the "H" point is detemined at a central seat the feet shall be 
placed either side of the tunnel; 
4.5 the ballast masses shall be placed on the thighs, the level gauge 
for the transvers lean of the seat shall be brought into the 
horizontal and the ballast masses shall be placed on the component 
representing the seat of the dummy; 
4.6. the dummy is to be moved away from the seat backrest using the 
knee pivot rod and its back is to be moved forwards. Replace the 
dummy in position on the seat by sliding its seating support 
backwards until resistance is met again swinging its back 
rearwards until it is supported by the seat backrest; 
4.7. a horizontal force of roughly 10 +. 1 daN shall then be applied 
twice to the dummy. The direction and point of application of the 
force shall be represented by a black arrow in Figure 2 of the 
appendix ; 
4.8. the ballast masses shall then be placed on the right and left 
flanks, followed by the bust masses. The transverse level of the 
dummy shall be kept horizontal; 
4.9. while maintaining the transverse level gauge of the dummy 
horizontal bring the back forwards until the bust masses are above 
the H point in such a way as to cancel out any rubbing against the 
seat backrest; 
4.10. delicately move the back rearwards in such a way as to complete 
the placing in position. The transverse level gauge for the dummy 
shall be horizontal and where this is not the case proceed once 
more as described above. 
5. RESULTS 
5.1. Once the dummy has been placed in position in accordance with item 
4 above the H point and the backrest rake angle under 
consideration consist of the H point and the inclination angle of 
the reference line for the trunk of the dummy. 
5.2. The coordinates of the H point in relation to three planes that 
are at right angles respectively to the true backrest rake angle 
shall be measured in order to be compared with the data provided 
by the manufacturer of the vehicle. 
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6. CHECKING OF THE POSITION RELATIVE TO THE "R" AND "H" POINTS AND OF 
THE RELATIONSHIP BETWEEN THE INTENDED ANGLE AND THE TRUE BACKREST 
RAKE ANGLE 
6.1. The results of the measurements carried out in item 5.2. in 
respect of the "H" point and the true backrest rake angle shall be 
compared with the coordinates for the "R" point and with the 
intended backrest rake angle stated by the manufacturer of the 
vehicle. 
6.2. Checking of the relative position of the "R" and "H" points and of 
the relationship between the intended angle and the true backrest 
rake angle shall be considered satisfactory for the seating 
position under consideration if the "H" point as defined by its 
coordinates is located within a 50 mm square having a centre "R" 
and if the true backrest rake angle does not diverge by more than 
5* from the intended rake angle. 
6.2.1. If these conditions are met the "R" point and the intended rake 
angle shall be used for the test and, if necessary, the dummy is 
adjusted in order that the "H" point coincides with the "R" point 
and that the true backrest rake angle coincides with the intended 
angle. 
6.3. If the "H" point or the true rake angle do not meet the 
requirements set out in item 6.2. above the "H" point or the true 
rake angle will be determined twice more (three times altogether). 
If the results obtained during two of these three operations meet 
the requirements the results of the test shall be considered 
satisfactory. 
6.4. If the results of at least two of the three operations do not «eet 
the requirements set out in item 6.2. the result of the test shall 
be considered unsatisfactory. 
6.5. If the situation described in item 6.4. above arises or if the 
check cannot be carried out because the manufacturer has not 
provided information on the position of the "R" point or the 
intended backrest rake angle the average of the results of the 
three determinations may be used and be considered as applying in 
all cases where the "H" point or intended backrest rake angle is 
referred to in this Chapter. 
ANNEX I I I - Append i x 
COMPONENTS OF THE THREE-DIMENSIONAL DUMMY 
trunk reference line 
/ 
dorsal bal last 
mass support 
support for 
thigh masses 
knee joint 
swivel axis 
transverse level gauge 
Figure 1 
DIMENS IONS AND MASS OF DUMMY 
Mass of dummy 
Components simulating the back 
and seating support for the body 
Dorsal masses 
Seating-support masses 
Thigh masses 
Leg masses 
Total 16.6 
31.2 
7.8 
6.8 
13.2 
75.6 
Direction and point of 
applicat ion of load 
varlab le between 
10.8 cm and 42.4 
41,7 cm 
Figure 2 
ANNEX IV 
TRACTION DEVICE 
Figure 1 RbO 
Cloth-covered foam, thickness 25 
-4 — 
RSO 
Figure 2 228 
Cloth-covered foam, thickness 25 
p 
• 
100-
(dimensions in mm) 
Figure 3 
RSO 
Cloth-covered foam 
thickness 25 
All dimensions are in mm 
ANNEX V - Appendix 1 
INFORMATION DOCUMENT 
IN RESPECT OF SEAT-BELT ANCHORAGES INTENDED FOR 
A TYPE OF BODIED THREE-WHEEL MOPED, 
TRICYCLE OR QUADRI CYCLE 
(to be attached to the application for component type approval if this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for the component type approval of seat-belt anchorages for a 
type of bodied three-wheel moped, tricycle or quadricycle shall contain the 
information set out in Annex II to Directive 92/61/EEC of 30.6.1992. 
under A, item Nos 
0.1 
0.2 
0.4 to 0.6 
and under C, item Nos 
2.7 to 2.7.5.2 
2.10 to 2.10.5 
(30 
ANNEX V - Appendix 2 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF SAFETY-BELT ANCHORAGES 
FOR A TYPE OF BODIED THREE-WHEEL 
MOPED, TRICYCLE OR QUADRICYCLE 
MODEL 
Name of 
administrât ion 
Report No by testing body date 
Component type approval No Extension No 
1. Make of three-wheel moped/tricycle/quadricycle:* 
2. Type of three-wheel moped/tricycle/quadricycle : 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Three-wheel moped/tricycle/quadricycle* submitted for testing on 
6. Component type approval granted/refused* 
7. Place: .. 
8. Date: ... 
9. Signature 
* Delete as appropriate. 
ANNEX VI 
REQUIREMENTS PLACED ON SAFETY BELTS 
1. The requirements set out in the annexes to Directive 77/541/EEC1^ 
shalI apply. 
2. However, as a departure from the fitting requirements set out in 
item 3 of Annex I to said Directive, vehicles having an unladen 
mass not exceeding 400 kg (or 550 kg if the vehicles are assigned 
to the transport of goods) may be fitted with belts or restraint 
systems incorporating belts that have the following 
configurations: 
2.1. for the side seats, lap- and diagonal- belts either equipped or 
not with inertia reels; 
2.2. for the central seats, lap belts or lap-and-diagonaI belts either 
fitted or not with inertia reels. 
1) OJ No L 220, 29.8.1977, p. 95 
ANNEX VI - Appendix 1 
INFORMATION DOCUMENT 
IN RESPECT OF A TYPE OF SAFETY-BELT 
INTENDED FOR BODIED THREE-WHEEL MOPEDS, 
TRICYCLES OR QUADRICYCLES 
(to be attached to the application for component type approval if this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for the component type approval of a type of safety-belt 
intended for bodied three-wheel mopeds, tricycles or quadricycles shall 
contain the information set out in Annex II to Council Directive 92/61/EEC of 
30.6.1992. 
under A, item Nos 
0.1 
0.2 
0.4 to 0.6 
and under C, item No 
2.9.1 
-Vèfr-
ANNEX VI - Appendix 2 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF A TYPE OF SAFETY-BELT 
INTENDED FOR BODIED THREE-WHEEL 
MOPEDS, TRICYCLES OR QUADRI CYCLES 
MODEL 
Name of 
administrât ion 
Report No by testing body date 
Component type approval No Extension No 
1. Make of safety-belt : 
2. Type of safety-belt : 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Safety-belt submitted for testing on: . 
6. Component type approval granted/refused' 
7. Place: 
8. Date: 
9. Signature: 
* Delete as appropriate 
ANNEX VI - Appendix 3 
INFORMATION DOCUMENT 
IN RESPECT OF THE FITTING OF 
SAFETY-BELTS TO A TYPE OF BODIED 
THREE-WHEEL MOPED, TRICYCLE OR QUADRI CYCLE 
(to be attached to the application for component type approval if this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for the component type approval of a the fitting of 
safety-belts to a type of bodied three-wheel moped, tricycle or quadricycle 
shall contain the information set out in Annex II to Council 
Directive 92/61/EEC of 30.6.1992. 
under A, item Nos 
0.1 
0.2 
0.4 to 0.6 
and under C, item No 
2.9.1 
2.10 to 2.10.5 
ANNEX VI - Appendix 4 
CERTIFICATE OF COMPONENT TYPE APPROVAL 
IN RESPECT OF THE FITTING OF SAFETY-BELTS 
TO A TYPE OF BODIED THREE-WHEEL 
MOPED, TRICYCLE OR QUADRI CYCLE 
MODEL 
Name of 
administrât ion 
Report No by testing body date 
Component type approval No Extension No 
1. Make of three-wheel moped/tricyle/quadricycle*: 
2. Type of three-wheel moped/tricyle/quadricycle*: 
3. Manufacturer's name and address : 
4. Name and address of manufacturer's representative (if any) 
5. 
6. 
7. 
8. 
9. Three-wheel moped/tricyle/quadricycle submitted for testing on 
Component type approval granted/refused* 
Place 
Date: .... 
Signature: 
* Delete as appropriate 
-m -
CHAPTER 12 
GLAZING» WINDSCREEN WIPERS, WASHERS, 
DE-ICERS AND DEMISTERS FOR 
BODIED THREE-WHEEL MOPEDS, TRICYCLES AND QUADRICYCLES 
ANNEX 1 
GLAZING 
1. Design reouirements 
1.1. The vehicles covered by this Chapter and having a maximum design 
speed of more than 80 km/h are subject to the design and 
installation requirements set out in Directive 92/22/EEC1 on 
safety glazing and glazing materials on motor vehicles and their 
trailers. 
1.2 the vehicles covered by this Chapter and having a maximum design 
speed of not more than 80 km/h are subject to the requirements 
set out in Annex III, concerning windscreens and other glazing, 
to Directive 89/173/EEC2 relating to certain components and 
characteristics of wheeled agricultural or forestry tractors. 
However, 
1.2.1 The wording of item 19 in Annex I I I-A to said directive shall be 
replaced by the following: "Two inspections per year are 
author ized". 
1.2.2. Annexes 11l-B and 11 l-P to said directive shall be replaced by 
appendices 1 to 4 respectively. 
2- Requirements concerning the fitting of windscreens and other 
glazing to the vehicles referred to in 1.2 
2.1. At the discretion of the manufacturer bodied vehicles may be 
fitted with: 
2.1.1. "windscreens" and "glazing other than windscreens" meeting the 
requirements of Annex I I 1-1 to Directive 89/173/EEC; 
2.1.2. or windscreens meeting the requirements applying to "glazing 
other than windscreens" set out in Annex I Il-A to Directive 
89/173/EEC but excluding those covered by item 9.1.4.2 in Annex 
lll-C to the same directive (glazing the regular light-
transmission coefficient of which may be less than 70 %). 
1 OJ No L 67, 10.3.1989, p. 1. 
2 OJ No L 67, 10.3.1989, p. 1. 
ANNEX 1 
APPENDIX 1 
INFORMATION DOCUMENT IN RESPECT OF A TYPE OF GLAZING 
INTENDED FOR BODIED THREE-WHEEL MOPEDS, 
TRICYCLES OR QUADRICYCLES 
(to be attached to the application for component type approval where this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of a type of glazing 
intended for bodied three-wheel mopeds, tricycles or quadricycles shall 
contain the following information: 
1. Make or trade name : 
2. Manufacturer's name and address: 
3. Name and address of manufacturer's representative (if any): .. 
It must also contain the information set out in Annex II to Council Directive 
No 92/61/EEC of 30 June 1992 under letter C, in Items: 
2.2 to 2.2.2.1 
APPENDIX 2 
Name of administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
A TYPE OF GLAZING INTENDED FOR BODIED THREE-WHEEL MOPEDS, 
TRICYCLES OR QUADRICYCLES 
MODEL 
Report No by testing body Date 
Component type approval No Extension No 
1. Make or trade name of glazing: 
2. Type of glazing: 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Glazing submitted for testing on: 
6. Component type approval granted/refused' 
7. Place: 
8. Date: 
9. Signature: 
* Delete as approrpiate 
-Mi -
APPENDIX 3 
INFORMATION DOCUMENT IN RESPECT OF THE FITTING OF GLAZING 
TO A TYPE OF BODIED THREE-WHEEL MOPED, 
TRICYCLE OR QUADRICYCLE 
(to be attached to the application for component type approval where this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of the installation of 
glazing on a type of bodied three-wheel moped, tricycle or quadricycle shall 
contain the information set out in Annex II to Council Directive 92/61/EEC of 
30 June 1992, under A, in Items: 
0.1 
0.2 
0.4 to 0.6 
1.1 
4.6 
and under C in Items 
2.2 to 2.2.2.1 
Mi-
APPENDIX 4 
Name of administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
THE FITTING OF GLAZING TO A TYPE OF BODIED THREE-WHEEL MOPED, 
TRICYCLE OR QUADRICYCLE 
Report No by testing body Date 
Component type approval No Extension No 
1. Make or trade name of three-wheel moped/tricycle/quadricycle" 
2. Type of three-wheel moped/tricycle/quadricycle* 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any): . 
5. Vehicle submitted for test on: 
6. Component type approval granted/refused" 
7. Place: 
8. Date: 
9. Signature: 
* Delete as appropriate 
* Delete as approrpiate 
-C03-
ANNEX I I 
WINDSCREEN WIPERS, WASHERS AND DE-ICERS AND DE-MISTERS 
FOR BODIED THREE-WHEEL MOPEDS, 
TRICYCLES OR QUADRI CYCLES 
1. DEFINITIONS 
For the purposes of this Directive: 
1.1 "Type of vehicle in respect of windscreen wipers, washers, 
de-icers and de-misters" means: 
vehicles which do not differ among themselves as regards the 
following essential aspects: 
1.1.1 The outer and inner shapes and fittings which, within the area 
defined in Appendix 1, Item 1, may affect visibility; 
1.1.2 The shape, dimensions and characteristics of the windscreen and 
its attachment; 
1.1.3 The characteristics of the windscreen wipers, washers and the 
cab heat ing system. 
1.2 "V points" 
means the points the position of which within the cab is 
determined by vertical longitudinal planes passing though the 
centres of the outermost seating positions provided on the front 
seat and which in relation to the R point and the intended rake 
of the backrest are used to check compliance with the 
requirements concerning field of vision (see Appendix 1). 
1.3 R points or seating-position reference point and H point: 
the definitions set out in Chapter XI relating to seat belt 
anchorages and safety belts shall apply. 
1.4 Windscreen reference points 
means the points on the intersection with windscreens of lines 
radiating forward from the V points up to the outer surface of 
the windscreen. 
1.5 Transparent area of a windscreen 
means the part of the surface the light transmission factor of 
which, measured at right angles to the surface, is at least 70%. 
1.6 Windscreen wiper 
means the assembly consisting of a device which wipes the outer 
surface of the windscreen and the accessories and controls 
needed to start and stop said device. 
1.7 Windscreen wiper field 
means the area on the outer surface of a wet windscreen that is 
swept by the windscreen wiper. 
1.8 Windscreen washer 
means a device for storing and applying a liquid to the outer 
surface of a windscreen, together with the necessary controls 
for starting and stopping the device. 
1.9 Windscreen washer control 
means a unit or accessory for starting and stopping the 
windscreen washer device. Starting and stopping may be 
coordinated with the operation of the windscreen wiper or be 
totally independent of this. 
1.10 Windscreen washer pump 
means a device intended to convey the windscreen washer liquid 
from its bottle to the surface of the windscreen. 
1.11 Jet 
means a device which can be directionaIly adjusted and which 
directs the screen washer liquid onto the windscreen. 
1.12 Operation of the windscreen washer 
means the ability of a windscreen washer device to direct the 
liquid onto the target area of the windscreen without producing 
a leak or the detachment of a windscreen washer tube when the 
device is used normally. 
1.13 De-icing device 
means a device intended to melt frost or ice from the surfaces 
of the windscreen and thus to restore vision. 
-MS-
1.14 De-icing 
means the removal of the coating of frost or ice covering the 
glazed surfaces using the de-icing and windscreen wiping 
devices. 
1.15 De-iced area 
means the area on the glazed surfaces the surface of which is 
dry or covered with melted or partly melted (damp) frost which 
can be removed from the outside by the windscreen wiper, but 
excluding the area of the windscreen that is covered with dry 
frost. 
1.16 De-misting device 
means a device intended to remove the coating of mist from the 
inner surface of the windscreen and thus to restore vision. 
1.17 Mist 
means a coating of condensate on the inner face of the glazed 
surfaces. 
1.18 De-misting 
means removal of the mist covering the glazed surfaces using the 
de-mist ing device. 
-(AI,-
2. REQUIREMENTS 
2.1 Windscreen wiper 
2.1.1 All vehicles shall be equipped with at least one automatic 
windscreen wiper i.e. which is able to operate when the engine 
of the vehicle is running without any intervention by the driver 
other than what is necessary in order to start and stop the 
windscreen washer. 
2.1.1.1 It must also cover at least 90% of vision area A defined in 
item 2.2 in Appendix 1. 
2.1.2 The windscreen wiper shall have a sweep frequency of at least 40 
cycles per minute. 
2.1.3 The frequency (frequencies) referred to in item 2.1.2 shall be 
obtained as stated in items 3.1.1 to 3.1.6, 3.1.7 and 3.1.8. 
2.1.4 The wiper arm shall be fitted in such a way as to be able to be 
folded back from the windscreen in order to enable this to be 
cleaned manually. 
2.1.5 The windscreen wiper shall be able to operate for two minutes on 
a dry windscreen as required by item 3.1.9. 
2.2. Windscreen washer 
2.2.1 All vehicles shall be fitted with a windscreen washer that is 
able to withstand the loadings resulting from blocked Jets, and 
the system shall be activated via the procedure described in 
item 3.2.1. 
2.2.2 Operation of the screen washers and wipers shall not be impaired 
by exposure to the temperature cycles required in items 3.2.2 
and 3.2.3. 
2.2.3 The windscreen washer shall be able to supply enough liquid to 
clear 60% of the area defined in item 2.2. in Appendix 1 under 
the conditions described in 3.2.4. 
2.2.4 The capacity of the liquid bottle shall be at least one litre. 
2.3 De-icer and de-mister 
2.3.1 All vehicles shall be equipped with a windscreen de-icer and 
de-mister enabling any ice or frost covering the windscreen and 
any mist covering the inner surface of the windscreen to be 
removed. 
However, this device is not required for bodied three-wheel 
mopeds having an engine developing not more than 3kW. 
-m-
2.3.2 The conditions set out in item 2.3.1 shall be considered to have 
been met if the vehicle is fitted with a suitable 
passenger-compartment heating system which must meet the 
conditions imposed by Directive 78/548/EEC1 relating to heating 
systems for the passenger compartment of motor vehicles, with 
the following addendum to items 2.4.1.1 and 2.4.1.2 in Annex I 
to the abovementioned Directive: "alternatively it must be 
clearly demonstrated that no leaks may reach the passenger 
compartment". 
2.3.3 By way of a departure from item 2.3.2 above the requirements of 
Directive 78/317/EEC2 relating to the defrosting and demisting 
systems of glazed surfaces of motor vehicles shall apply to 
vehicles having a power of more than 15 kW. 
1 OJ No L 168, 26 June 1978, p. 40. 
2 OJ No L 81, 28.3.1978, p. 27. 
-m -
3. TEST PROCEDURE 
3.1 Windscreen wiper 
3.1.1 Unless otherwise specified the tests described below shall be 
carried out under the following conditions: 
3.1.2 The ambient temperature shall not be less than 10*C nor more 
than 40*C; 
3.1.3 The windscreeen shall be kept constantly wet; 
3.1.4 If the windscreen wiper is electrically operated the following 
additional conditions must be met: 
3.1.4.1 The battery must be fully charged; 
3.1.4.2 The engine shall turn at a speed corresponding to 30% +10% of 
its peak-power speed; 
3.1.4.3 The dipped-beam headlamps must be lit; 
3.1.4.4 Where the heating and/or ventilation devices, if any, are 
electric they shall operate under maximum power consumption 
condi t ions: 
3.1.4.5 Where the de-icing and de-misting devices, if any, are electric 
they shall operate under maximum power consumption conditions. 
3.1.5 Compressed air or vacuum windscreen wipers shall be able to 
operate continuously at the required frequencies whatever the 
engine speed and loading. 
3.1.6 The sweep frequencies of the windscreen wiper shall meet the 
conditions set out in item 2.1.3 following a preliminary 
operating period of 20 minutes on a wet surface. 
3.1.7 The outer surface of the windscreen shall be thoroughly 
degreased with methylated spirits or an equivalent degreasing 
agent. 
After drying an at least 3% and at the most 10% ammonia solution 
shall be applied and allowed to dry and the surface of the 
windscreen then wiped with a dry cotton rag. 
3.1.8 A uniform coating of test mixture shall then be applied to the 
outer surface of the windscreen(see Appendix 2) and then allowed 
to dry. 
3.1.9 The requirements set out in item 2.1.5 are met if the conditions 
set out in item 3.1.4 are fulfilled. 
3.2 Windscreen washer 
Test conditions 
3.2.1 
3.2.1.1 -W\-
Test No 1 
The windscreen washer shall be filled with water and fully 
primed, then exposed to an ambient temperature of 20 +5*C for a 
minimum of 4 hours. All of the jets shall be blocked and the 
control actuated six times within one minute, each operating 
period being at least 3 seconds. If the device is activated by 
the muscular energy of the driver the required force shall be 
stated in the following table: 
Type of pump Force required 
manually operated 11 to 13.5 daN 
foot operated 40 to 44.5 daN 
3.2.1.2 
3.2.1.3 
3.2.2 
3.2.2.1 
3.2.3 
3.2.3.1 
3.2.4 
3.2.4.1 The test' voltage for electric pumps shall be not less than the 
nominal voltage without, however, exceeding this by more than 2 
volts. 
Once the test has been carried out the windscreen washer shall 
operate as required by item 1.12. 
Test No 2 (test involving exposure to low temperatures) 
The windscreen washer shall be filled with water, fully primed 
and then exposed to an ambient temperature of -18 +3"C for at 
least 4 hours, ensuring the all of the water contained in the 
device is frozen. The device is then exposed to an ambient 
temperature of 20 +2'C until the ice has completely melted. The 
operation of the device is then checked, its activation then 
being as required by item 3.2.1. 
Test No 3 (exposure to high temperatures) 
The windscreen washer shall be filled with water at a 
temperature of 60 + 3*C. The operation of the device will then 
be checked by being actuated as required by item 3.2.1. 
Test No 4 (windscreen washer efficiency test provided for in 
item 2.2.3) 
The windscreen washer shall be filled with water and fully 
primed. With the vehicle at a standstill and not exposed to any 
significant windforce the windscreen washer jet or jets shall be 
adjusted to point towards the target area on the outer surface 
of the windscreen. If the device is activated by the muscular 
energy of the driver the force to be used in order to do so 
shall not exceed that provided for in item 3.2.1.1. If the 
device is activated by an electric pump, the requirements of 
item 3.1.4 shalI apply. 
~<06 -
3.2.4.2 The outer surface of the windscreen shall be subjected to the 
treatment described in items 3.1.7 and 3.1.8. 
3.2.4.3 The windscreen washer shall then be activated as described by 
its manufacturer for ten automatic operating cycles of the 
windscreen wiper at its highest frequency and the proportion of 
the field of view found in item 2.2 in Appendix I thus cleaned 
shall be determined. 
3.3 All of the tests on the windscreen washer described in items 
3.2.2 and 3.2.3 shall be carried out on one and the same device 
-•toi-
APPENDIX 1 
PROCEDURE TO BE FOLLOWED IN ORDER TO DETERMINE THE AREAS OF 
VISION ON THE WINDSCREENS OF BODIED THREE-WHEEL MOPEDS, 
TRICYCLES AND QUADRICYCLES IN RELATION TO THE V POINTS 
1. 
1.1 POSITIONS OF THE V POINTS 
Tables I and II give the position of the V points in relation 
to the R point as emerging from their x, y and z coordinates 
within the tridimensional reference system. 
1.2 Table I indicates the base coordinates for a given seatback 
rake of 25*. The positive direction of the coordinates 
in Annex III, Figure 1. s shown 
TABLE 1 
Point V 
Vi 
v2 X 
68 mm 
68 mm Y 
- 5 mm 
- 5 mm Z 
665 mm 
589 mm 
1.3 Correction to be made to the intended seatback rake angles 
other than 25". 
1.3.1 Table II gives the additional corrections to be made to 
coordinates A X for each V point when the intended seatback 
rake angle differs from 25*. The positive direction of the 
coordinates is given in Figure 1. 
-AS­
TABLE I I 
Back rest rake 
angle (degrees) Hor izontal 
coordinates 
â x Back rest rake 
angle (degrees) Hor izontal 
coordinates 
A x 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 186 mm 
177 mm 
167 mm 
157 mm 
147 mm 
137 mm 
128 mm 
118 mm 
109 mm 
99 mm 
90 mm 
81 mm 
72 mm 
62 mm 
53 mm 
44 mm 
35 mm 
26 mm 23 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 -18 mm 
- 9 mm 
0 mm 
9 mm 
17 mm 
26 mm 
34 mm 
43 mm 
51 mm 
59 mm 
67 mm 
76 mm 
84 mm 
92 mm 
100 mm 
108 mm 
115 mm 
123 mm 
2. 
2.1 
2.2 AREAS OF VISION 
Two areas of vision are determined from the V points. 
Area of vision A is the area on the outer protruding surface of 
the windscreen which is bounded by the four following planes 
emanating forwards from the V points (see Figure 1): 
a vertical plane passing through V-j and V2 and forming 
an angle of 13" to the left with the x axis; 
a plane parallel to the y axis passing through V-j and 
forming an angle of 1' upwards with the x axis; 
a plane parallel to the y axis passing through V2 and 
forming an angle of 1' downwards with the x axis; 
a vertical plane passing through V-| and V2 and forming 
an angle of 20* to the right with the x axis. 
APPENDIX 1 
i Figure 1 
Area of Vi s ion A 
-Y 
(1) Trace of the longitudinal plane of symmetry of the vehicle 
(2) Trace of the vertical plane passing through R 
(3) Trade of the vertical plane passing through Vj and V2 
APPENDIX 2 
MIXTURE FOR TESTING WINDSCREEN WIPERS AND WASHERS 
The test mixture referred to in Items 3.1.8 and 3.2.3.2 comprises, by volume, 
92.5% of water (having a hardness of less than 205 g/1000 kg following 
evaporation), 5% of saturated aqueous salt (sodium chloride) and 2.5% by 
weight of dust the composition of which is shown in Tables I and II. 
TABLE I 
Analysis of the test dust 
Element Percentage by mass 
Si02 67 to 69 
Fe2Û3 3 to 5 
Al203 15 to 17 
CaO 2 to 4 
MgO 0.5 to 1.5 
Alkalis 3 to 5 
Ignit ion 
losses 2 to 3 
TABLE 11 
Distribution of the coarse dust in accordance with the dimension 
of the particles 
Particle Distribution according 
dimension to dimension 
( in //xm) 
0 to 5 12 ± 2 
5 to 10 12 ± 3 
10 to 20 14 ± 3 
20 to 40 23 ± 3 
40 to 80 30 ± 3 
80 to 200 9 ± 3 
-«•565-
APPENDIX 3 
INFORMATION DOCUMENT IN RESPECT OF THE WINDSCREEN WIPER FOR 
A TYPE OF BODIED THREE-WHEEL MOPED, TRICYCLE OR QUADRI CYCLE 
(to be attached to the application for component type approval where this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of the windscreen wiper 
for a type of bodied three-wheel moped, tricycle or quadricycle shall contain 
the following information: 
1. Make or trade name: 
2. Manufacturer's name and address: 
3. Name and address of manufacturer's representative (if any): .. 
It must also contain the information set out in Annex II to Council 
Directive 92/61/EEC of 30 June 1992 under C, Items 2.3 and 2.3.1 
- 6U -
APPENDIX 4 
Name of administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
THE WINDSCREEN WIPER FOR A TYPE OF BODIED THREE-WHEEL MOPED, 
TRICYCLE OR QUADRICYCLE 
MODEL 
Report No ....by testing body Date 
Component type approval No Extension No .. 
1. Make or trade name of windscreen wiper: 
2. Type of windscreen wiper: 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Windscreen wiper submitted for testing on: 
6. Component type approval granted/refused' 
7. Place: 
8. Date: 
9. Signature: i* 
* Delete as appropriate 
APPENDIX 5 
INFORMATION DOCUMENT IN RESPECT OF THE WINDSCREEN WASHER FOR A 
TYPE OF BODIED THREE-WHEEL MOPED, TRICYCLE OR QUADRI CYCLE 
(to be attached to the application for component type approval where this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of the windscreen 
washer for a type of bodied three-wheel moped, tricycle or quadricycle shall 
contain the following information: 
1. Make or trade name : 
2. Manufacturer's name and address: .... 
3. Name and address of manufacturer's representative (if any): .. 
It shall also contain the information set out in Annex II to Council 
Directive 92/61/EEC of 30 June 1992 under C, Items 2.4 and 2.4.1 
APPENDIX 6 
Name of administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
THE SCREEN WASHER FOR A TYPE OF BODIED THREE-WHEEL MOPED, 
TRICYCLE OR QUADRICYCLE 
MODEL 
Report No ....by testing body Date 
Component type approval No Extension No 
1. Make or trade name of screen washer: 
2. Type of screen washer : 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. Screen washer submitted for test on: 
6. Component type approval granted/refused* 
7. Place: 
8. Date: 
9. Signature: 
Delete as approrpiate 
APPENDIX 7 
INFORMATION DOCUMENT IN RESPECT OF THE DE-ICING AND DE-MISTING DEVICE 
FOR A TYPE OF BODIED THREE-WHEEL MOPED, TRICYCLE OR QUADRI CYCLE 
(to be attached to the application for component type approval where this is 
submitted separately from the application for vehicle type approval) 
Order No (assigned by the applicant) 
The application for component type approval in respect of the de-icing and de­
misting device for a type of bodied three-wheel moped, tricycle or quadricycle 
shall contain the following information: 
1. Make or trade name : 
2. Manufacturer's name and address: 
3. Name and address of manufacturer's representative (if any):... 
It shall also contain the information set out in Annex II to Council 
Directive 92/61/EEC of 30 June 1992 under letter C, in items 2.5 and 2.5.1 
0.1 
0.2 
0.4 to 0.6 
1.1 
and under C, Items 2.1.1 to 2.1.4 and 2.3 to 2.5 
APPENDIX 8 
Name of administration 
CERTIFICATE OF COMPONENT TYPE APPROVAL IN RESPECT OF 
THE DE-ICING AND DE-MISTING DEVICE FOR A TYPE OF BODIED THREE-WHEEL 
MOPED, TRICYCLE, OR QUADRI CYCLE 
MODEL 
Report No by testing body Date 
Component type approval No Extension No 
1. Make or trade name of de-icing and de-misting device: .... 
2. Type of de-icing and de-misting device: 
3. Manufacturer's name and address: 
4. Name and address of manufacturer's representative (if any) 
5. De-icing and de-misting device submitted for test on 
6. Component type approval granted/refused* 
7. Place: 
8. Date: 
9. Signature: 
* Delete as approrpiate. 
ISSN 0254-1475 
COM(93) 449 final 
DOCUMENTS 
EN 06 05 
Catalogue number : CB-CO-93-496-EN-C 
ISBN 92-77-59508-6 
Office for Official Publications of the European Communities 
L-2985 Luxembourg