Proposal for a European Parliament and Council Directive amending Council Directive 88/77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles (98/C 173/01) (Text with EEA relevance) COM(97) 627 final - 97/0350 (COD)

(Submitted by the Commission on 23 March 1998)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

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,

Acting in accordance with the procedure laid down in Article 189b of the Treaty,

Whereas the first programme of action of the European Community on protection of the environment (1), approved by a Council Declaration of 22 November 1973, called for account to be taken of the latest scientific advances in combating atmospheric pollution caused by gases emitted from motor vehicles and for directives adopted previously to be amended accordingly; whereas the fifth programme of action, which in its general approach was approved by the Council in its Resolution of 1 February 1993 (2), provides for additional efforts to be made for a considerable reduction in the present level of emissions of pollutants from motor vehicles;

Whereas it is recognised that the development of transport in the Community has entailed significant constraints for the environment; whereas a certain number of official estimates of the increase in traffic density have proved to be lower than the official figures; whereas for that reason stringent emission standards should be laid down for all motor vehicles;

Whereas Council Directive 88/77/EEC (3), as last amended by European Parliament and Council Directive 96/1 EC (4) laid down the limit values for the emissions of carbon monoxide, unburnt hydrocarbons and nitrogen oxides from diesel engines for use in motor vehicles on the basis of a test procedure for European driving conditions for the vehicles concerned; whereas that Directive was first amended by Directive 91/542/EEC (5) in two stages, the first stage (1992/93) coinciding with the implementation dates of the new European emission standards for passenger cars; whereas the second stage (1995/96) established a longer-term orientation for the European motor industry by fixing limit values based on the expected performance of technologies still under development, whilst allowing to industry a lead time to perfect such technologies; whereas Directive 88/77/EEC, as amended by Directive 96/1/EC, required that for small diesel engines with a cylinder swept volume lower than 0,7 dm3 and a rated power speed higher than 3 000 min-1, the limit value for particulate emissions set in Directive 91/542/EEC be introduced instead from 1999; whereas, however, it is reasonable on a technical basis to maintain a differential on particulate emissions for these small high-speed diesel engines after 1999;

Whereas under Article 5(3) of Directive 91/542/EEC, the Commission was to report to the Council before the end of 1996 on progress made regarding the revision of the limit values for polluting emissions combined, if necessary, with a revision of the test procedure; whereas such revised limits were not to apply before 1 October 1999 as regards new type-approvals;

Whereas the Commission set out, in its communication to the European Parliament and the Council (6), a European programme on air quality, road traffic emissions, fuels and engine technologies, the Auto-Oil Programme, with a view to fulfilling the requirements of Article 4 of European Parliament and Council Directive 94/12/EC (7); whereas a cost/effectiveness study within the Auto-Oil Programme has shown that a further improvement of diesel-engine technology for heavy-duty vehicles was necessary with a view to achieving air quality in the year 2010 as described in the communication by the Commission on the Auto-Oil-Programme;

Whereas improvement of requirements for new diesel engines in Directive 88/77/EEC constitute a part of a global Community strategy which will also include a revision of standards for light commercial vehicles and passenger cars from the year 2000, an improvement in motor fuels and more accurate assessment of in-use vehicle emission performances;

Whereas Directive 88/77/EEC is one of the separate directives under the type-approval procedure laid down by Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to type-approval of motor vehicle and their trailers (8), as last amended by Directive 97/27/EC of the European Parliament and of the Council (9), whereas in accordance with the principle of proportionality as set out in the third paragraph of Article 3b of the Treaty, the measures provided for in this Directive do not go beyond what is necessary to achieve the objective of reducing the level of pollutant emissions from motor vehicles;

Whereas reductions in emission limits applicable from the year 2000, of 30 % in oxides of nitrogen(NOx) and 30 % particulate matter, have been identified by the Auto-Oil Programme as key measures to achieving medium-term air quality; whereas reductions in emission limits of 30 % total hydrocarbons, 30 % carbon monoxide will similarly yield medium-term air quality benefits; whereas a reduction of 30 % in exhaust smoke opacity over that measured on current engine types and complementing Council Directive 72/306/EEC (10), as last amended by Commission Directive 97/20/EC (11), will contribute to the reduction of particulate matter; whereas these reductions will take into account the effect on emissions of new test cycles that better represent the driving patterns experienced by vehicles in use;

Whereas on-board diagnostics (OBD) are not fully developed for heavy-duty vehicles and should be introduced from 2005 with a view to permitting rapid detection of failure of components and systems having a critical effect on vehicle emissions and thus allowing a significant upgrading of the maintenance of initial emissions performances on in-use vehicles through improved inspection and maintenance;

Whereas new type-approval test cycles for gaseous and particulate emissions and smoke opacity should be introduced that will allow a more representative evaluation of the emissions performance of diesel engines in test conditions that more closely resemble those encountered by vehicles in use; whereas a new test cycle should be introduced for conventional diesel engines and those diesel engines fitted with catalysts; whereas a new combined (two cycle) test procedure should be introduced for diesel engines fitted with advanced emission control systems and gas-fuelled engines;

Whereas Member States should be allowed to encourage, by means of tax incentives, the introduction of vehicles which satisfy the higher requirements introduced by this Directive;

Whereas it is necessary to establish that further substantial reductions in emission limit values that take into account the results of the Commission's Auto-Oil II Programme are envisaged from 2005, to encourage the continued development of vehicles fitted with the most advanced anti-pollution equipment; whereas, unless substantial progress is made towards a worldwide harmonised test procedure, emission limits for diesel engines for 2005 should apply to the combined (two cycle) test procedure;

Whereas in the development of Community legislation concerning emissions from motor vehicles, results of ongoing research on the characteristics of particulates should be taken into account;

Whereas the Commission should report by 31 December 1999 on the evolution of emission control equipment for heavy-duty diesel vehicles and the relationship with fuel quality; whereas the Commission should also report on the evolution of specific environmentally friendly emission limits for engines using fuels such as liquefied petroleum gas (LPG) and natural gas (NG);

Whereas the emission limits envisaged for 2005 and the applicable test procedure should be confirmed by a directive of the European Parliament and of the Council on the basis of a proposal, to be made by the Commission not later than 31 December 1999;

Whereas Directive 88/77/EEC should be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Directive 88/77/EEC is hereby amended as follows:

1. The title is replaced by the following:

'Council Directive 88/77/EEC of 3 December 1987 on the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles`

2. Article 1 is replaced by the following:

'Article 1

For the purposes of this Directive:

- "vehicle" means any vehicle as defined in Annex II Section A to Directive 70/156/EEC propelled by a diesel or gas engine, with the exception of vehicles of category M1.

- "diesel or gas engine" means the motive propulsion source of a vehicle for which type-approval, as a separate technical unit as defined in Article 2 of Directive 70/156/EEC, can be granted.`

3. Annexes I to VIII are replaced by the Annex to this Directive.

Article 2

1. With effect from 1 October 1999, no Member State may, on grounds relating to the gaseous and particulate pollutants and opacity of smoke emissions from an engine:

- refuse to grant EC type-approval, or to issue the document provided for in Article 10 of Directive 70/156/EEC, as amended by Directive 87/403/EEC (12), or to grant national type-approval for a type of vehicle propelled by a diesel or gas engine, or

- prohibit the registration, sale, entry into service or use of such new vehicles, or

- refuse to grant EC type-approval for a given type of diesel or gas engine, or

- prohibit the sale or use of new diesel or gas engines,

if the appropriate requirements of the Annexes to Directive 88/77/EEC, as amended by this Directive, are satisfied.

2. With effect from 1 October 2000, Member States:

- may no longer grant EC type-approval or issue the document provided for in the last indent of Article 10 of Directive 70/156/EEC, as amended by Directive 87/403/EEC, and

- shall refuse national type-approval,

for types of diesel or gas engines and types of vehicle propelled by a diesel or gas engine where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in the Tables in section 6.2.1. of Annex I to Directive 88/77/EEC, as amended by this Directive.

3. With effect from 1 October 2001, Member States shall:

- consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC to be no longer valid for the purpose of Article 7(1) of that Directive, and

- prohibit the registration, sale, entry into service and use of new vehicles propelled by a diesel or gas engine and the sale and use of new diesel or gas engines,

where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in the Tables in section 6.2.1. of Annex I to Directive 88/77/EEC, as amended by this Directive.

Article 3

Member States may make provision for tax incentives only in respect of motor vehicles which comply with Directive 88/77/EEC, as amended by this Directive. Such incentives shall meet the provisions of the Treaty and also the following conditions:

- they shall apply to all new vehicles offered for sale on the market of a Member State which comply in advance with the applicable mandatory limit values set out in row A of Tables 1 and 2 in Section 6.2.1. of Annex I to Directive 88/77/EEC, as amended by this Directive;

- they shall be terminated with effect from the mandatory application of the emission limit values laid down in Article 2(3) for new vehicles;

- for each type of vehicle, they shall be of an amount lower than the additional cost of the technical solutions introduced to ensure compliance with the values set in Article 2(3), and of their installation on the vehicle.

The Commission shall be informed in sufficient time of plans to institute or change the tax incentives referred to in the first paragraph, so that it can submit its observations.

Article 4

The Commission shall propose to the European Parliament and the Council a further tightening of the emission standards of vehicles or engines falling within the scope of this Directive no later than 12 months after the date of the entry into force of this Directive, but in any event no later than 31 December 1999.

The proposal shall take account of:

- the review programme detailed in Article 3 of Directive . . . and Article 9 of Directive . . .;

- the development of diesel engine and gas engine emission control technology, regard being had to the interdependence of such technology with fuel quality;

- the development of a worldwide harmonised test cycle for type-approval testing;

- on-board diagnostic (OBD) systems for heavy-duty engines;

- relevant durability provisions.

The proposal shall aim at achieving substantial reductions of pollutant emissions as regards the vehicles and engines covered by this Directive. The reduced limit values shall not apply before 1 October 2005 for new type-approvals.

Article 5

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before 1 January 1999. They shall forthwith inform the Commission thereof.

When Member States adopt these provisions, these shall contain a reference to this Directive or shall be accompanied by such reference at the time of their official publication. The procedure for such reference shall be adopted by Member States.

2. Member States shall communicate to the Commission the texts of the main provisions of national law which they adopt in the field covered by this Directive.

Article 6

This Directive shall enter into force on the 20th day following that of its publication in the Official Journal of the European Communities.

Article 7

This Directive is addressed to the Member States.

(1) OJ C 112, 20.12.1973, p. 1.

(2) OJ C 138, 17.5.1993, p. 1.

(3) OJ L 36, 9.2.1988, p. 33.

(4) OJ L 40, 17.2.1996, p. 1.

(5) OJ L 295, 25.10.1991, p. 1.

(6) COM(96) 248 final, 18.6.1996.

(7) OJ L 100, 19.4.1994, p. 42.

(8) OJ L 42, 23.2.1970, p. 1.

(9) OJ L 233, 25.8.1997, p. 1.

(10) OJ L 190, 20.8.1972, p. 1.

(11) OJ L 125, 16.5.1997, p. 21.

(12) OJ L 220, 8.8.1987, p. 44.

ANNEX I

SCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR EC-TYPE-APPROVAL, SPECIFICATIONS AND TESTS AND CONFORMITY OF PRODUCTION

1. SCOPE

This Directive applies to the gaseous and particulate pollutants from all motor vehicles equipped with compression-ignition engines and to the gaseous pollutants from all motor vehicles equipped with positive ignition engines fuelled with natural gas or LPG, and to compression-ignition and positive ignition engines as specified in Article 1 with the exception of those vehicles of category N1, N2 and M2 for which type-approval has been granted under Directive 70/220/EEC (1), as last amended by Directive 96/44/EC (2).

2. DEFINITIONS AND ABBREVIATIONS

For the purposes of this Directive:

2.1. 'test cycle` means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);

2.2. 'approval of an engine (engine family)` means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;

2.3. 'diesel engine` means an engine which works on the compression-ignition principle;

'gas engine` means an engine which is fuelled with natural gas (NG) or LPG;

2.4. 'engine type` means a category of engines which do not differ in such essential respect as engine characteristics as defined in Annex II to this Directive;

2.5. 'engine family` means a manufacturer's grouping of engines which, through their design as defined in Annex II, Appendix 2 to this Directive, are expected to have similar exhaust emission characteristics: all members of the family must comply with the applicable emission limit values;

2.6. 'parent engine` means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;

2.7. 'gaseous pollutants` means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC)), methane (assuming a ration of CH4 for NG) and oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2) equivalent;

'particulate pollutants` means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52°C);

2.8. 'smoke` means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;

2.9. 'net power` means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EC method of measuring power as set out in Directive 80/1269/EC (3), as last amended by Directive 89/491/EEC (4);

2.10. 'declared maximum power (Pmax)` means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval;

2.11. 'per cent load` means the fraction of the maximum available torque at an engine speed;

2.12. 'ESC test` means a test cycle consisting of 13 steady state modes to be applied in accordance with Section 6.2 of this Annex;

2.13. 'ELR test` means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with Section 6.2 of this Annex;

2.14. 'ETC test` means a test cycle consisting of 1800 second-by-second transient modes to be applied in accordance with Section 6.2 of this Annex;

2.15. 'engine operating speed range` means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive;

2.16. 'low speed (nloo)` means the lowest engine speed where 50 % of the declared maximum power occurs;

2.17. 'high speed (nhi)` means the highest engine speed where 70 % of the declared maximum power occurs;

2.18. 'engine speeds A, B and C` means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive;

2.19. 'control area` means the area between the engine speeds A and C and between 25 to 100 per cent load;

2.20. 'reference speed (nref)` means the 100 per cent speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive;

2.21. 'opacimeter` means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;

2.22. 'NG gas range` means one of the H or L range as defined in European Standard EN 437, dated November 1993;

2.23. 'self adaptability` means any engine device allowing the air/fuel ratio to be kept constant;

2.24. 'recalibration` means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;

2.25. 'Wobbe Index (lower Wl; or upper Wu)` means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

W = Hgas × √ñair/ñ gas

2.26 'ë-shift factor (Së)` means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ration ë if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Së).

Figure 1 Specific definitions of the test cycles

>REFERENCE TO A GRAPHIC>

2.27. Symbols and abbreviations

2.27.1. >TABLE>

2.27.2. >TABLE>

2.27.3. >TABLE>

3. APPLICATION FOR EC TYPE-APPROVAL

3.1. Application for EC type-approval for a type of engine family as a separate technical unit

3.1.1. The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pollutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines shall be submitted by the engine manufacturer or by a duly accredited representative.

3.1.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:

3.1.2.1. a description of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II to this Directive which conform to the requirements of Article 9a of Directive 70/156/EEC.

3.1.3. An engine conforming to the 'engine type` or 'parent engine` characteristics described in Annex II shall be submitted to the technical service responsible for conducting the approval tests defined in Section 6.

3.2. Application for EC type-approval for a vehicle type in respect of its engine

3.2.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.

3.2.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:

3.2.2.1. a description of the vehicle type, of the engine-related vehicle parts and of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II, along with the documentation required in application of Article 3 of Directive 70/156/EEC.

3.3. Application for EC type-approval for a vehicle type with an approved engine

3.3.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.

3.3.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:

3.3.2.1. a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, as applicable, and a copy of the EC type-approval certificate (Annex VI) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type, along with the documentation required in application of Article 3 of Directive 70/156/EEC.

4. EC TYPE-APPROVAL

4.1. Granting of a universal fuel EC type-approval

A universal fuel EC type-approval is granted subject to the following requirements:

4.1.1. in the case of diesel fuel the parent engine meets the requirements of this Directive on the reference fuel specified in Annex IV.

4.1.2. in the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two type of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe index and in their ë-shift factor (Së). The formulae for the calculation of the Wobbe index and Së are given in Sections 2.25 and 2.26. The composition of the reference fuels reflects the variations of those parameters.

The parent engine shall meet the requirements of this Directive on the reference fuels G20 and G25, as specified in Annex IV, without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III.

4.1.3. In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the two relevant reference fuels as specified in Annex IV for each range, at each position of the switch. The fuels are G24 (fuel 1) and G23 (fuel 2) for the H-range of gases. G 23 (fuel 1) and G25 (fuel 2) for the L-range of gases. The parent engine shall meet the requirements of this Directive at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III.

4.1.3.1. On the manufacturer's request, the engine may be tested on a third fuel (fuel 3) of the ë-shift factor (Së)lies between those of the fuels G20 and G25, for example, when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.1.3.2. The ratio of emission results 'r` shall be determined for each pollutant as follows:

r = >NUM>emission result on reference fuel 2

>DEN>emission result on reference fuel 1

or,

ra = >NUM>emission result on reference fuel 2

>DEN>emission result on reference fuel 3

and,

rb = >NUM>emission result on reference fuel 1

>DEN>emission result on reference fuel 3

4.1.4. In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in annex IV without any readjustment to the fuelling between the two tests. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.

4.1.4.1. The ratio of emission results 'r` shall be determined for each pollutant as follows:

r = >NUM>emission result on reference fuel 2

>DEN>emission result on reference fuel 1

4.2. Granting of a fuel range restricted EC type-approval

At the present state of technology it is not yet possible to make leanburn natural gas engines self-adaptive. Yet these engines offer an advantage in efficiency and CO2 emission. If a user has the guarantee of a supply of fuel of uniform composition, he may opt for a leanburn engine. Such an engine could be given a fuel restricted approval. In the interest of international harmonisation it is regarded desirable that a specimen of such an engine is granted international approval. Fuel restricted variants would then need to be identical except for the contents of the database of the ECU of the fuelling system, as such parts of the fuelling system (such as injector nozzles) that need to be adapted to the different fuel flow.

Fuel range restricted EC type-approval is granted subject to the following requirements:

4.2.1. Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases

The parent engine shall be tested on the two relevant reference fuels as specified in Annex VI for the relevant range. The fuels are G20 (fuel 1) and G23 (fuel 2) for the H-range of gases. G23 (fuel 1) and G25 (fuel 2) for the L-range of gases. The parent engine shall meet the emission requirements without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.

4.2.1.1. On the manufacturer's request it may be tested on a third fuel (fuel 3) of the ë-shift factor (Së) lies between those of the fuels G20 and G23, or G23 and G25 respectively, e. g. when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.2.1.2. The ratio of emission results 'r` shall be determined for each pollutant as follows:

r = >NUM>emission result on reference fuel 2

>DEN>emission result on reference fuel 1

or,

ra = >NUM>emission result on reference fuel 2

>DEN>emission result on reference fuel 3

and,rb = >NUM>emission result on reference fuel 1

>DEN>emission result on reference fuel 3

4.2.1.3. Upon delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which range of gases the engine is approved.

4.2.2. Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition

4.2.2.1. The parent engine shall meet the emission requirements on the reference fuels G20 and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IV. Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed. The engine will have to deliver the same power on both fuels.

4.2.2.2. If the manufacturer so desires the engine may be tested on the reference fuels G20 and G23, or G23 and G25, in which case the type approval is only valid for the H-range or the L-range of gases respectively.

4.2.2.3. Upon delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which fuel composition the engine has been calibrated.

4.3. Exhaust emissions approval of a member of a family

4.3.1. With the exception of the case mentioned in paragraph 4.3.2 the approval of a parent engine shall be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of engines described in either paragraphs 4.1 or 4.2) for which the parent engine has been approved.

4.3.2. Secondary test engine

In case of an application for type approval of an engine, or a vehicle in respect of its engine, that engine belonging to an engine family, if the approval authority determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex I. Appendix 1, an alternative and if necessary an additional reference test engine may be selected by the approval authority and tested.

4.4. Type-approval certificate

A certificate conforming to the model specified in Annex VI shall be issued for approval referred to under Sections 3.1, 3.2 and 3.3.

5. ENGINE MARKINGS

5.1. The engine approved as a technical unit must bear:

5.1.1. the trademark or trade name of the manufacturer of the engine;

5.1.2. the manufacturer's commercial description;

5.1.3. the EC type-approval number preceded by the distinctive letter(s) or number(s) of the country granting EC type-approval (5).

5.1.4. In case of an NG engine one of the following markings to be placed after the EC type-approval number:

- H in case of the engine being approved and calibrated for the H-range of gases;

- L in case of the engine being approved and calibrated for the L-range of gases;

- HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;

- Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;

- Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;

- HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling.

5.1.5. Labels

In the case of NG and LPG fuelled engines with a fuel range restricted type-approval, the following labels are applicable:

5.1.5.1. Content

The following information must be given:

In the case of paragraph 4.2.1.2, the label shall state 'ONLY FOR USE WITH NATURAL GAS RANGE H`. If applicable, 'H` is replaced by 'L`.

In the case of paragraph 4.2.2.3, the label shall state 'ONLY FOR USE WITH NATURAL GAS SPECIFICATION . . . . . . .` or 'ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION . . . . . . .`, as applicable. All the information in the appropriate table(s) in Annex VI shall be given with the individual constituents and limits specified by the engine manufacturer.

The letters and figures must be at least 4 mm in height.

5.1.5.2. Properties

Labels must be durable for the useful life of the engine. Labels must be clearly legible and their letters and figures must be indelible. Additionally, labels must be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them.

5.1.5.3. Placing

Labels must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels must be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries necessary for engine operation.

5.2. In case an application for EC type-approval for a vehicle type in respect of its engine, the marking specified in Section 5.1.5 shall also be places close to fuel filling aperture.

5.3. In case of an application for EC type-approval for a vehicle type with an approved engine, the marking specified in Section 5.1.5 shall also be placed close to the fuel filling aperture.

6. SPECIFICATIONS AND TESTS

6.1. General

The components liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed and assembled as to enable the engine, in normal use, to comply with the provisions of this Directive.

6.2. Specifications concerning the emission of gaseous and particulate pollutants and smoke

The emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR) and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment systems including de NOx catalysts and/or particulate traps, shall additionally be tested on the ETC test. For gas engines, the gaseous emissions shall be determined on the ETC test; the particulate emission is not subject to testing. The ESC and ELR test procedures are described in Annex III, Appendix 1, the ETC test procedure in Annex III, Appendices 2 and 3.

The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4, Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system. For NG fuelled gas engines, the methane emission shall be reported, but is not subject to limitation.

Other systems or analysers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a seven sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions only the full flow dilution system is recognised as the reference system. 'Results` refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency criterion is defined as a ± 5 % agreement of the sample pair averages. For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.

6.2.1. Limit values

Diesel engines

The specific masses of the carbon monoxide, of the hydrocarbons, of the oxides of nitrogen and of the particulates, as determined on the ESC test, and of the smoke opacity, as determined on the ELR test, shall not exceed the amounts shown in table 1.

>TABLE>

Diesel and gas engines

For diesel engines that are additionally tested on the ETC test, and specifically for gas engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, of the methane (where applicable), of the oxides of nitrogen and of the particulates (where applicable) shall not exceed the amounts shown in Table 2.

>TABLE>

6.2.2. Hydrocarbon measurement for diesel and gas-fuelled engines

6.2.2.1. A manufacturer may choose to measure the mass of hydrocarbons on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of hydrocarbons is the same as shown in Table 2 for the mass of non-methane hydrocarbons.

6.2.3. Specific requirements for diesel engines

6.2.3.1. The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test must not exceed by more than 10 % the values interpolated from the adjacent test modes.

6.2.3.2. The smoke value on the random test speed of the ELR must not exceed the highest smoke value of the two adjacent test speeds by more than 20 %, or by more than 5 % of the limit value, whichever is greater.

7. INSTALLATION ON THE VEHICLE

7.1. The engine installation on the vehicle shall comply with the following characteristics in respect to the type-approval of the engine:

7.1.1. intake depression shall not exceed that specified for the type-approved engine in Annex VI;

7.1.2. exhaust back pressure shall not exceed that specified for the type-approved engine in Annex VI;

7.1.3. exhaust system volume shall not differ by more than 40 % of that specified for the type-approved engine in Annex VI;

7.1.4. power absorbed by the auxiliaries needed for operating the engine shall not exceed that specified for the type-approved engine in Annex VI.

8. ENGINE FAMILY

8.1. Parameters defining the engine family

The engine family, as determined by the engine manufacturer, may be defined by basic characteristics which must be common to engines within the family. In some cases there may be interaction of parameters. These effects must also be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family.

In order that engines may be considered to belong to the same engine family, the following list of basic parameters must be common:

8.1.1. Combustion cycle:

- 2 cycle

- 4 cycle

8.1.2. Cooling medium:

- air

- water

- oil

8.1.3. Number of cylinders (for gas engines and engines with after-treatment device only)

(engines with fewer cylinders than the parent engine may be considered to belong to the same engine family provided the fuelling system meters fuel for each individual cylinder).

8.1.4. Individual cylinder displacement:

- engines to be within a total spread of 15 %

8.1.5. Method of air aspiration:

- naturally aspirated

- pressure charged

8.1.6. Combustion chamber type/design:

- pre-chamber

- swirl chamber

- open chamber

8.1.7. Valve and porting-configuration, size and number:

- cylinder head

- cylinder wall

- crankcase

8.1.8. Fuel injection system (diesel engines):

- pump-line-injector

- in-line pump

- distributor pump

- single element

- unit injector

8.1.9. Fuelling system (gas engines):

- mixing unit

- vapour injection (single point, multi point)

- liquid injection (single point, multi point).

8.1.10. Ignition system (gas engines)

8.1.11. Miscellaneous features:

- exhaust gas recirculation

- water injection/emulsion

- air injection

- charge cooling system

8.1.12. Exhaust after-treatment:

- 3-way-catalyst

- oxidation catalyst

- reduction catalyst

- thermal reactor

- particulate trap

8.2. Choice of the parent engine

8.2.1. Diesel engines

The parent engine of the family shall be selected using the primary criteria of the highest fuel delivery per stroke at the declared maximum torque speed. In the event that two or more engines share this primary criteria the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.

If engines within the family incorporate other variable features which could be considered to affect exhaust emissions, these features shall also be identified and taken into account in the selection of the parent engine.

8.2.2. Gas engines

The parent engine of the family shall be selected using the primary criteria of the largest displacement. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria in the following order:

- the highest fuel delivery per stroke at the speed of declared rates power;

- the most advanced spark timing;

- the lowest EGR rate;

- no air pump or lowest actual air flow pump.

Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.

9. PRODUCTION CONFORMITY

9.1. Measures to ensure production conformity must be taken in accordance with the provisions of Article 10 of Directive 70/156/EEC. Production conformity is checked on the basis of the description in the type-approval certificates set out in Annex VI to this Directive.

Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are applicable where the competent authorities are not satisfied with the auditing procedure of the manufacturer.

9.1.1. If emissions of pollutants are to be measured and an engine type-approval has had one or several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension.

9.1.1.1. Conformity of the engine subjected to a pollutant test:

After submission of the engine to the authorities, the manufacturer shall not carry out any adjustment to the engines selected.

9.1.1.1.1. Three engines are randomly taken in the series and are subjected to the test referred to in Section 6.2. The limit values are given in Section 6.2.1 of this Annex.

9.1.1.1.2. The tests are carried out according to Appendix 1 to this Annex, where the competent authority is satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.

The tests are carried out according to Appendix 2 to this Annex, where the competent authority is not satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.

The tests are carried out according to Appendix 2 to this Annex, where the competent authority is not satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.

At the manufacturer's request, the tests may be carried out in accordance with Appendix 3 to this Annex.

9.1.1.1.3. On the basis of a test of the engine by sampling, the production of a series is regarded as conforming where a pass decision is reached for all the pollutants and non conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix.

When a pass decision has been reached for one pollutant, this decision may not be changed by any additional tests made in order to reach a decision for the other pollutants.

If no pass decision is reached for all the pollutants and if no fail decision is reached for one pollutant, a test is carried out on another engine (see Figure 2).

If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

9.1.1.2. The tests will be carried out on newly-manufactured engines. Gas-fuelled engines shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.

9.1.1.2.1. However, at the request of the manufacturer, the tests may be carried out on diesel or gas engines which have been run-in more than the period referred to in Section 9.1.1.2. up to a maximum of 100 hours. In this case, the running-in procedure will be conducted by the manufacturer who shall undertake not to make any adjustments to those engines.

9.1.1.2.2. When the manufacturer asks to conduct a running-in procedure in accordance with section 9.1.1.2.1. it may be carried out on:

- all the engines that are tested,

or,

- the first engine tested, with the determination of an evolution coefficient as follows:

- the pollutant emissions will be measures at zero and at 'x` hours on the first engine tested,

- the evolution coefficient of the emissions between zero and 'x` hours will be calculated for each pollutant:

>NUM>Emissions 'x` hours

>DEN>Emissions zero hours

It may be less than one.

The subsequent test engines will not be subjected to the running-in procedure, but their zero hour emissions will be modified by the evolution coefficient.

In this case, the values to be taken will be:

- the values at 'x` hours for the first engine,

- the values at zero hour multiplied by the evolution coefficient for the other engines.

9.1.1.2.3. For diesel and LPG fuelled gas engines all these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in Section 4 of this Annex, with at least two of the reference fuels for each gas engine.

9.1.1.2.4. For NG fuelled gas engines, all these tests may be conducted with commercial fuel in the following way:

- for H marked engines with a commercial fuel within the H range;

- For L marked engines with a commercial fuel within the L range;

- for HL marked engines with a commercial fuel within the H or the L range.

However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in Section 4 of this Annex, with at least two of the reference fuels for each gas engine.

9.1.1.2.5. In the case of dispute caused by the non-compliance of gas-fuelled engines when using a commercial fuel, the tests shall be performed with a reference fuel on which the parent engine has been tested, or with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1 and 4.2.1.1 on which the parent engine may have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) 'r`, 'ra` or 'rb` as described in paragraphs 4.1.3.2, 4.1.4.1 and 4.2.1.2. If r, ra or rb are less than one no correction shall take place. The measured results and the calculated results must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3).

9.1.1.2.6. Tests for conformity of production of a gas-fuelled engine laid out for operation on one specific fuel composition shall be performed on the fuel for which the engine has been calibrated.

Figure 2 Schematic of production conformity testing

>REFERENCE TO A GRAPHIC>

Appendix 1

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS SATISFACTORY

1. This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is satisfactory.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 % of the engines defective is 0,95 (producer's risk = 5 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the pollutants given in Section 6.2.1. of Annex I (see Figure 2):

Let:

L = the natural logarithm of the limit value for the pollutant;

xi = the natural logarithm of the measurement for the i-th engine of the sample;

s = an estimate of the production standard deviation (after taking the natural logarithm of the measurements);

n = the current sample number.

4. For each sample the sum of the standardised deviations to the limit is calculated using the following formula:

>START OF GRAPHIC>

1

S

n Ói = 1(L xi)>END OF GRAPHIC>

5. Then:

- if the test statistic result is greater than the pass decision number for the sample size given in Table 3, a pass decision is reached for the pollutant;

- if the test statistic result is less than the fail decision number for the sample size given in Table 3, a fail decision is reached for the pollutant;

- otherwise, an additional engine is tested according to Section 9.1.1.1. of Annex I and the calculation procedure is applied to the sample increased by one more unit.

>TABLE>

Appendix 2

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE

1. This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is either unsatisfactory or unavailable.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 % of the engines defective is 0,95 (producer's risk = 5 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The values of the pollutants given in Section 6.2.1 of Annex I are considered to be log normally distributed and should be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and m = 32) and let n denote the current sample number.

4. If the natural logarithms of the values measured in the series are x1, x2,..., xi and L is the natural logarithm of the limit value for the pollutant, then, define

di = xi - L

and,

>START OF GRAPHIC>

dn = 1 n Óni = 1di>END OF GRAPHIC>

>START OF GRAPHIC>

Vn2 = 1 n Óni = 1(di d-n)2>END OF GRAPHIC>

5. Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic result is the ratio >START OF GRAPHIC>

dn>END OF GRAPHIC>

/Vn and shall be used to determine whether the series has passed or failed as follows:

For m0 ≤ n < m:

- pass the series if >START OF GRAPHIC>

dn>END OF GRAPHIC>

/Vn ≤ An

- fail the series if >START OF GRAPHIC>

dn>END OF GRAPHIC>

/Vn ≥ Bn

- take another measurement if An < >START OF GRAPHIC>

dn>END OF GRAPHIC>

/Vn < Bn

6. Remarks

The following recursive formulae are useful for calculating successive values of the test statistic:

>START OF GRAPHIC>

dn = (1 - 1 n) dn - 1 + 1 n dn>END OF GRAPHIC>

>START OF GRAPHIC>

Vn2 = (1 - 1 n) Vn - 12 + (dn - dn)2 n - 1>END OF GRAPHIC>

(n = 2, 3, ...; >START OF GRAPHIC>

d1>END OF GRAPHIC>

= d1; V1 = 0)

>TABLE>

Appendix 3

PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT MANUFACTURER'S REQUEST

1. This appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for the emissions of pollutants.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 30 % of the engines defective is 0,90 (producer's risk = 10 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the pollutants given in Section 6.2.1 of Annex I (see Figure 2):

Let:

L = be the limit value for the pollutant,

xi = the value of the measurement for the i-th engine of the sample,

n = is the current sample number.

4. Calculate for the sample the test statistic quantifying the number of non-conforming engines, i.e. xi > L:

5. Then:

- if the test statistic is less than or equal to the pass decision number for the sample size given in Table 5.a pass decision is reached for the pollutant;

- if the test statistic is greater than or equal to the fail decision number for the sample size given in Table 5.a fail decision is reached for the pollutant;

- otherwise, an additional engine is tested according to Section 9.1.1.1 of Annex I and the calculation procedure is applied to the sample increased by one more unit.

In Table 5 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422/1991.

>TABLE>

(1) OJ L 76, 6.4.1970, p. 1.

(2) OJ L 210, 20.8.1996, p. 25.

(3) OJ L 375, 31.12.1980, p. 46.

(4) OJ L 238, 15.8.1989, p. 43.

(5) 1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 9 = Spain, 11 = United Kingdom, 12 = Austria, 3 = Luxembourg, 16 = Norway, 17 = Finland, 18 = Denmark, 21 = Portugal, 23 = Greece, FL = Liechtenstein, IS = Iceland, IRL = Ireland.

ANNEX II

>START OF GRAPHIC>

INFORMATION DOCUMENT No . . .

IN ACCORDANCE WITH ANNEX I OF COUNCIL DIRECTIVE 70/156/EEC RELATING TO EC TYPE-APPROVAL

and referring to measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or LPG for use in vehicles

(Directive 88/77/EEC as last amended by Directive .../.../EEC)

Vehicle type/parent engine/engine type (1): .

0. GENERAL

0.1. Make (name of undertaking): .

0.2. Type and commercial description (mention any variants): .

0.3. Means and location of identification of type, if marked on the vehicle: .

0.4. Category of vehicle (if applicable): .

0.5. Category of engine: diesel/NG fuelled/LPG fuelled (1): .

0.6. Name and address of manufacturer: .

0.7. Location of statutory plates and inscriptions and method of affixing: .

0.8. In the case of components and separate technical units, location and method of affixing of the EC approval mark: .

0.9. Address(es) of assembly plant(s): .

1. ATTACHMENTS

1.1. Essential characteristics of the (parent) engine and information concerning the conduct of test.

1.2. Essential characteristics of the engine family

1.3. Essential characteristics of the engine types within the family

2. Characteristics of the engine-related vehicle parts (if applicable).

3. Photographs and/or drawings of the parent engine/engine type and, if applicable, of the engine compartment.

4. List further attachments if any.

Date, file

(1) Delete as appropriate.>END OF GRAPHIC>

Appendix 1

>START OF GRAPHIC>

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION CONCERNING THE CONDUCT OF TEST (1)

1. Description of engine

1.1. Manufacturer: .

1.2. Manufacturer's engine code: .

1.3. Cycle: four stroke / two stroke (2)

1.4. Number and arrangement of cylinders: .

1.4.1. Bore: . mm

1.4.2. Stroke: . mm

1.4.3. Firing order: .

1.5. Engine capacity: . cm³

1.6. Volumetric compression ratio (3): .

1.7. Drawing(s) of combustion chamber and piston crown: .

1.8. Minimum cross-sectional area of inlet and outlet ports: . cm²

1.9. Idling speed: . min-1

1.10. Maximum net power: .kW at . min-1

1.11. Maximum permitted engine speed: . min-1

1.12. Maximum net torque: .Nm at . min-1

1.13. Combustion system: compression ignition/positive ignition (2) .

1.14. Fuel: Diesel//LPG/NG-H/NG-L/NG-HL (2)

1.15. Cooling system

1.15.1. Liquid

1.15.1.1. Nature of liquid: .

1.15.1.2. Circulating pump(s): yes/no (2)

1.15.1.3. Characteristics or make(s) and type(s) (if applicable): .

1.15.1.4. Drive ratio(s) (if applicable): .

1.15.2. Air

1.15.2.1. Blower: yes/no (2)

1.15.2.2. Characteristics or make(s) and type(s) (if applicable): .

1.15.2.3. Drive ratio(s) (if applicable): .

1.16. Temperature permitted by the manufacturer

1.16.1. Liquid cooling: maximum temperature at outlet: . K

1.16.2. Air cooling: reference point: .

Maximum temperature at reference point: . K

(1) In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer.(2) Strike out what does not apply.(3) Specify the tolerance.1.16.3. Maximum temperature of the air the outlet of the intake intercooler (if applicable):

. K

1.16.4. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s) or turbocharger(s):

. K

1.16.5. Fuel temperature: min. .K, max. . K

for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage

1.16.6. Fuel pressure: min. .kPa, max. . kPa

at pressure regulator final stage, NG fuelled gas engines only

1.16.7. Lubricant temperature: min. .K, max. . K

1.17. Pressure charger: yes/no (1)

1.17.1. Make: .

1.17.2. Type: .

1.17.3. Description of the system (e.g. max. charge pressure, wastegate, if applicable): .

.

1.17.4. Intercooler: yes/no (1)

1.18. Intake system

Maximum allowable intake depression at rated engine speed and at 100 % load as specified in and under the operating conditions of Directive 80/1269/EEC (2), as last amended by Directive 89/491/EEC(3):

. kPa

1.19. Exhaust system

Maximum allowable exhaust back pressure at rated engine speed at 100 % load as specified in and under the operating conditions of Directive 80/1269/EEC (2), as last amended by Directive 89/491/EEC (3):

. kPa

Exhaust system volume: . cm³

2. Measures taken against air pollution

2.1. Device for recycling crankcase gases (description and drawings): .

2.2. Additional anti-pollution devices (if any, and if not covered by another heading) .

2.2.1. Catalytic converter: yes/no (1)

2.2.1.1. Make(s): .

2.2.1.2. Type(s): .

2.2.1.3. Number of catalytic converters and elements: .

2.2.1.4. Dimensions, shape and volume of the catalytic converter(s): .

2.2.1.5. Type of catalytic action: .

2.2.1.6. Total charge of precious metals: .

(1) Strike out what does not apply.(2) OJ L 375, 31.12.1980, p. 46.(3) OJ L 238, 15.8.1989, p. 43.2.2.1.7. Relative concentration: .

2.2.1.8. Substrate (structure and material): .

2.2.1.9. Cell density: .

2.2.1.10. Type of casing for the catalytic converter(s): .

2.2.1.11. Location of the catalytic converter(s) (place and reference distance in the exhaust line): .

2.2.2. Oxygen sensor: yes/no (1)

2.2.2.1. Make(s): .

2.2.2.2. Type: .

2.2.2.3. Location: .

2.2.3. Air injection: yes/no (1)

2.2.3.1. Type (pulse air, air pump, etc.): .

2.2.4. EGR: yes/no (1)

2.2.4.1. Characteristics (flow rate etc.): .

2.2.5. Particulate trap: yes/no (1)

2.2.5.1. Dimensions, shape and capacity of the particulate trap: .

2.2.5.2. Type and design of the particulate trap: .

2.2.5.3. Location (reference distance in the exhaust line): .

2.2.5.4. Method or system of regeneration, description and/or drawing: .

2.2.6. Other systems: yes/no (1)

2.2.6.1. Description and operation: .

3. Fuel feed

3.1. Diesel engines

3.1.1. Feed pump

Pressure (2): .kPa or characteristic diagram (2): .

3.1.2. Injection system

3.1.2.1. Pump

3.1.2.1.1. Make(s): .

3.1.2.1.2. Type(s): .

3.1.2.1.3. Delivery: .......... mm³ (2) per stroke at engine speed of .......... rpm at full injection, or characteristic diagram (1) (2): .

Mention the method used: On engine/on pump bench (1)

If boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed.

3.1.2.1.4. Injection advance

3.1.2.1.4.1. Injection advance curve (2): .

3.1.2.1.4.2. Static injection timing (2): .

3.1.2.2. Injection piping

3.1.2.2.1. Length: . mm

3.1.2.2.2. Internal diameter: . mm

3.1.2.3. Injector(s)

(1) Strike out what does not apply.(2) Specify the tolerance.3.1.2.3.1. Make(s): .

3.1.2.3.2. Type(s): .

3.1.2.3.3. 'Opening pressure': .kPa (2) or characteristic diagram (1) (2): .

3.1.2.4. Governor

3.1.2.4.1. Make(s): .

3.1.2.4.2. Type(s): .

3.1.2.4.3. Speed at which cut-off starts under full load: . rpm

3.1.2.4.4. Maximum no-load speed: . rpm

3.1.2.4.5. Idling speed: . rpm

3.1.3. Cold start system

3.1.3.1. Make(s): .

3.1.3.2. Type(s): .

3.1.3.3. Description: .

3.1.3.4. Auxiliary starting aid: .

3.1.3.4.1. Make: .

3.1.3.4.2. Type: .

3.2. Gas-fuelled engines (3)

3.2.1. Fuel: Natural gas/LPG (1)

3.2.2. Pressure regulator(s) or vaporiser/pressure regulator(s) (1)

3.2.2.1. Make(s): .

3.2.2.2. Type(s): .

3.2.2.3. Number of pressure reduction stages: .

3.2.2.4. Pressure in final stage: min. .kPa, max. . kPa

3.2.2.5. Number of main adjustment points: .

3.2.2.6. Number of idle adjustment points: .

3.2.2.7. Certification number according to Directive . . . /. . . /EC: .

3.2.3. Fuelling system: mixing unit / gas injection / liquid injection / direct injection (1)

3.2.3.1. Mixture strenght regulation: .

3.2.3.2. System description and/or diagram and drawings: .

3.2.3.3. Certification number according to Directive . . . /. . . /EC: .

3.2.4. Mixing unit

3.2.4.1. Number: .

3.2.4.2. Make(s): .

3.2.4.3. Type(s): .

3.2.4.4. Location: .

3.2.4.5. Adjustment possibilities: .

(1) Strike out what does not apply.(2) Specify the tolerance.(3) In the case of systems laid-out in a different manner, supply equivalent information (for paragraph 3.2).3.2.4.6. Certification number according to Directive . . . /. . . /EC: .

3.2.5. Inlet manifold injection

3.2.5.1. Injection: single point / multipoint (1)

3.2.5.2. Injection: continous / simultaneously timed / sequentially timed (1)

3.2.5.3. Injection equipment

3.2.5.3.1. Make(s): .

3.2.5.3.2. Type(s): .

3.2.5.3.3. Adjustment possibilities: .

3.2.5.3.4. Certification number according to Directive . . . /. . . /EC: .

3.2.5.4. Supply pump (if applicable):

3.2.5.4.1. Make(s): .

3.2.5.4.2. Type(s): .

3.2.5.4.3. Certification number according to Directive . . . /. . . /EC: .

3.2.5.5. Injector(s)

3.2.5.5.1. Make(s): .

3.2.5.5.2. Type(s): .

3.2.5.5.3. Certification number according to Directive . . . /. . . /EC: .

3.2.6. Direct injection

3.2.6.1. Injection pump / pressure regulator (1)

3.2.6.1.1. Make(s): .

3.2.6.1.2. Type(s): .

3.2.6.1.3. Injection timing: .

3.2.6.1.4. Certification number according to Directive . . . /. . . /EC: .

3.2.6.2. Injector(s)

3.2.6.2.1. Make(s): .

3.2.6.2.2. Type(s): .

3.2.6.2.3. Opening pressure or characteristic diagram (2): .

3.2.6.2.4. Certification number according to Directive . . . /. . . /EC: .

3.2.7. Electronic control unit (ECU)

3.2.7.1. Make(s): .

3.2.7.2. Type(s): .

3.2.7.3. Adjustment possibilities: .

3.2.8. NG fuel-specific equipment

3.2.8.1. Variant 1

(only in the case of approvals of engines for several specific fuel compositions)

3.2.8.1.1. Fuel composition:

methane (CH4): basis: ..........% mole min. ..........% mole max. ..........% mole

ethane (C2H6): basis: ..........% mole min. ..........% mole max. ..........% mole

propane (C3H8): basis: ..........% mole min. ..........% mole max. ..........% mole

(1) Strike out what does not apply.(2) Specify the tolerance.butane (C4H10): basis: ..........% mole min. ..........% mole max. ..........% mole

C5/C5+: basis: ..........% mole min. ..........% mole max. ..........% mole

oxygen (O2): basis: ..........% mole min. ..........% mole max. ..........% mole

inert (N2, He, etc.): basis: ..........% mole min. ..........% mole max. ..........% mole

3.2.8.1.2. Injector(s)

3.2.8.1.2.1. Make(s): .

3.2.8.1.2.2. Type(s): .

3.2.8.1.3. Others (if applicable)

3.2.8.2. Variant 2 (only in the case of approvals for several specific fuel compositions)

4. Valve timing

4.1. Maximum lift of valves and angles of opening and closing in relation to dead centres of equivalent data: .

4.2. Reference and/or setting ranges (1): .

5. Ignition system (spark ignition engines only)

5.1. Ignition system type: common coil and plugs / individual coil and plugs / other (specify) (1)

5.2. Ignition control unit

5.2.1. Make(s): .

5.2.2. Type(s): .

5.3. Ignition advance curve / advance map (1) (2): .

5.4. Ignition timing (2): . degrees

before TDC at a

speed of .rpm and a MAP of . kPa

5.5. Spark plugs

5.5.1. Make(s): .

5.5.2. Type(s): .

5.5.3. Gap setting: . mm

5.6. Ignition coil(s)

5.6.1. Make(s): .

5.6.2. Type(s): .

6. Engine-driven equipment

The engine shall be submitted for testing with the auxiliaries needed for operating the engine (e.g. fan. water pump etc.), as specified in and under the operating conditions of Directive 80/1269/EEC (3), as last amended by Directive 89/491/EEC (4), Annex I, Section 5.1.1.

(1) Strike out what does not apply.(2) Specify the tolerance.(3) OJ L 375, 31.12.1980, p. 46.(4) OJ L 238, 15.8.1989, p. 43.6.1. Auxiliaries to be fitted for the test

If it is impossible or inappropriate to install the auxiliaries on the test bench, the power absorbed by them shall be determined and subtracted from the measured engine power over the whole operating area of the test cycle(s).

6.2. Auxiliaries to be removed for the test

Auxiliaries needed only for the operation of the vehicle (e.g. air compressor, air-conditioning system etc.) shall be removed for the test. Where the auxiliaries cannot be removed, the power absorbed by them may be determined and added to the measured engine power over the whole operating area of the test cycle(s).

7. Additional information on test conditions

7.1. Lubricant used

7.1.1. Make: .

7.1.2. Type: .

(State percentage of oil in mixture if lubricant and fuel are mixed): .

7.2. Engine-driven equipment (if applicable)

The power absorbed by the auxiliaries needs only be determined,

- if auxiliaries needed for operating the engine, are not fitted to the engine and/or

- if auxiliaries not needed for operating the engine, are fitted to the engine.

7.2.1. Enumeration and identifying details: .

7.2.2. Power absorbed at various indicated engine speeds:

EquipmentPower absorbed (kW) at various engine speedsIdleLow speedHigh speedSpeed A (1)Speed B (1)Speed C (1)Ref. speed (2)P(a)

Auxiliaries needed for operating the engine (to be subtracted from measured engine power)

see Section 6.1

P(b)

Auxiliaries not needed for operating the engine (to be added to measured engine power)

see Section 6.2

(1) ESC test.

(2) ETC test only.

8. Engine performance

8.1. Engine speeds (1)

Low speed (nlo): . rpm

High speed (nhi): . rpm

for ESC and ELR cycles

Idle: . rpm

Speed A: . rpm

Speed B: . rpm

Speed C: . rpm

for ETC cycle

Reference speed: . rpm

8.2. Engine power (measured in accordance with the provisions of Directive 80/1269/EEC (2), as last amended by Directive 89/491/EEC (3)] in kW

Engine speedIdleSpeed A (1)Speed B (1)Speed C (1)Ref. speed (2)P(m)

Power measured on test bed

P(a)

Power absorbed by auxiliaries to be fitted for test (Section 6.1)

- if fitted

- if not fitted00000

P(b)

Power absorbed by auxiliaries to be removed for test (Section 6.2)

- if fitted

- if not fitted00000

P(n)

Net engine power= P(m) - P(a) + P(b)

(1) ESC test.

(2) ETC test only.

8.3. Dynamometer settings (kW)

The dynamometer settings for the ESC and ELR tests and for the reference cycle of the ETC test shall be based upon the net engine power P(n) of Section 8.2. It is recommended to install the engine on the test bed in the net condition. In this case, P(m) and P(n) are identical. If it is impossible or inappropriate to operate the engine under net conditions, the dynamometer settings shall be corrected to net conditions using above formula.

(1) Specify the tolerance; to be within ± 3 % of the values declared by the manufacturer.(2) OJ L 375, 31.12.1980, p. 46.(3) OJ L 238, 15.8.1989, p. 43.8.3.1. ESC and ELR tests

The dynamometer settings shall be calculated according to the formula in Annex III. Appendix 1. Section 1.2.

Per cent loadEngine speedIdleSpeed ASpeed BSpeed C10-25-50-75-1008.3.2. ETC test

If the engine is not tested under net conditions, the correction formula for converting the measured power or measured cycle work, as determined according to Annex III. Appendix 2, Section 2, to net power or net cycle work shall be submitted by the engine manufacturer for the whole operating area of the cycle, and approved by the Technical Service.>END OF GRAPHIC>

Appendix 2

>START OF GRAPHIC>

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

1. COMMON PARAMETERS

1.1. Combustion cycle: .

1.2. Cooling medium: .

1.3. Number of cylinders (1): .

1.4. Individual cylinder displacement: .

1.5. Method of air aspiration: .

1.6. Combustion chamber type/design: .

1.7. Valve and porting - configuration, size and number: .

1.8. Fuel system: .

1.9. Ignition system (gas engines): .

1.10. Miscellaneous features:

- charge cooling system (1): .

- exhaust gas recirculation (1): .

- water injection/emulsion (1): .

- air injection (1): .

1.11. Exhaust after-treatment (1): .

Proof of identical (or lowest for the parent engine) ratio: system capacity / fuel delivery per stroke, pursuant to diagram number(s): .

2. Engine family listing

2.1. Name of diesel engine family: .

2.1.1. Specification of engines within this family:

Parent engine

Engine type

No. of cylinders

Rated speed (rpm)

Fuel delivery per stroke (mm³)

Rated net power (kW)

Maximum torque speed (rpm)

Fuel delivery per stroke (mm³)

Maximum torque (Nm)

Low idle speed (rpm)

Cylinder displacement (in % of parent engine)

100

(1) If not applicable, mark n.a.2.2. Name of gas engine family: .

2.2.1. Specification of engines within this family:

Parent engine

Engine type

No. of cylinders

Rated speed (rpm)

Fuel delivery per stroke (mg)

Rated net power (kW)

Maximum torque speed (rpm)

Fuel delivery per stroke (mm³)

Maximal torque (Nm)

Low idle speed (rpm)

Cylinder displacement (in % of parent engine)

100

Spark timing

EGR flow

Air pump yes / no

Air pump actual flow>END OF GRAPHIC>

Appendix 3

>START OF GRAPHIC>

ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE WITHIN THE FAMILY (1)

1. Description of engine

1.1. Manufacturer: .

1.2. Manufacturer's engine code: .

1.3. Cycle: four stroke/two stroke (2)

1.4. Number and arrangement of cylinders: .

1.4.1. Bore: . mm

1.4.2. Stroke: . mm

1.4.3. Firing order: .

1.5. Engine capacity: . cm³

1.6. Volumetric compression ratio (3) .

1.7. Drawings(s) of combustion chamber and piston crown: .

1.8. Minimum cross-sectional area of inlet and outlet ports: . cm²

1.9. Idling speed: . min-1

1.10. Maximum net power: .kW at . min-1

1.11. Maximum permitted engine speed: . min-1

1.12. Maximum net torque: .Nm at . min-1

1.13. Combustion system: compression ignition/positive ignition (2) .

1.14. Fuel: Diesel/LPG/NG-H/NG-L/NG-HL (2) .

1.15. Cooling system

1.15.1. Liquid

1.15.1.1. Nature of liquid: .

1.15.1.2. Circulating pump(s): yes/no (2)

1.15.1.3. Characteristics or make(s) and type(s) (if applicable): .

1.15.1.4. Drive ratio(s) (if applicable): .

1.15.2. Air

1.15.2.1. Blower: yes/no (2)

1.15.2.2. Characteristics or make(s) and type(s) (if applicable): .

1.15.2.3. Drive ratio(s) (if applicable): .

1.16. Temperature permitted by the manufacturer

1.16.1. Liquid cooling: Maximum temperature at outlet: . K

1.16.2. Air cooling: Reference point: .

(1) To be submitted for each engine of the family.(2) Strike out what does not apply.(3) Specify the tolerance.Maximum temperature at reference point: . K

1.16.3. Maximum temperature of the air the outlet of the intake intercooler (if applicable): . K

1.16.4. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s) or turbocharger(s): . K

1.16.5. Fuel temperature: min. .K, max. . Kfor diesel engines at injection pump inlet, for NG fuelled gas engines at pressure regulator final stage

1.16.6. Fuel pressure: min. .KPa, max. . kPa

at pressure regulator final stage, NG fuelled gas engines only

1.16.7. Lubrificant temperature: min. .K, max. . K

1.17. Pressure charger: yes/no (1)

1.17.1. Make: .

1.17.2. Type: .

1.17.3. Description of the system (e.g. max. charge pressure, wastegate, if applicable): .

1.17.4. Intercooler: yes/no (1)

1.18. Intake system

Maximum allowable intake depression at rated engine speed and at 100 % load as specified in and under the operating conditions of Dirtective 80/1269/EEC (2), as last amended by Directive 89/491/EEC (3):

. kPa

1.19. Exhaust system

Maximum allowable exhaust back pressure at rated engine speed and at 100 % load as specified in and under the operating conditions of Directive 80/1269/EEC (2), as last amended by Directive 89/491/EEC (3):

. kPa

Exhaust system volume: . cm³

2. Measures taken against air pollution

2.1. Device for recycling crankcase gases (description and drawings): .

2.2. Additional anti-pollution devices (if any, and if not covered by another heading) .

2.2.1. Catalytic converter yes/no (1)

2.2.1.1. Number of catalytic converters and elements: .

2.2.1.2. Dimensions, shape and volume of the catalytic converter(s): .

2.2.1.3. Type of catalytic action: .

2.2.1.4. Total charge of precious metals: .

2.2.1.5. Relative concentration: .

2.2.1.6. Substrate (structure and material): .

2.2.1.7. Cell density: .

(1) Strike out what does not apply.(2) OJ L 375, 31.12.1980, p. 46.(3) OJ L 238, 15.8.1989, p. 43.2.2.1.8. Type of casing for the catalytic converter(s): .

2.2.1.9. Location of the catalytic converter(s) (place and reference distance in the exhaust line): .

2.2.2. Oxygen sensor: yes/no (1)

2.2.2.1. Type: .

2.2.3. Air injection: yes/no (1)

2.2.3.1. Type (pulse air, air pump, etc.): .

2.2.4. EGR: yes/no (1)

2.2.4.1. Characteristics (flow rate etc.): .

2.2.5. Particulate trap: yes/no (1)

2.2.5.1. Dimensions, shape and capacity of the particulate trap: .

2.2.5.2. Type and design of the particulate trap: .

2.2.5.3. Location (reference distance in the exhaust line): .

2.2.5.4. Method or system of regeneration, description and/or drawing: .

2.2.6. Other systems: yes/no (1)

2.2.6.1. Description and operation: .

3. Fuel feed

3.1. Diesel engines

3.1.1. Feed pump

Pressure (2): . kPa or characteristic diagram (2): .

3.1.2. Injection system

3.1.2.1. Pump

3.1.2.1.1. Make(s): .

3.1.2.1.2. Type(s): .

3.1.2.1.3. Delivery: ............ mm³ (2) per stroke at engine speed of ............ rpm at full injection, or characteristic diagram (1) (2): .

Mention the method used: On engine/on pump bench (1)

If boost control is supplied, state the charcteristic fuel delivery and boost pressure versus engine speed.

3.1.2.1.4. Injection advance .

3.1.2.1.4.1. Injection advance curve (2): .

3.1.2.1.4.2. Static injection timing (2): .

3.1.2.2. Injection piping

3.1.2.2.1. Length: . mm

3.1.2.2.2. Internal diameter: . mm

3.1.2.3. Injector(s)

3.1.2.3.1. Make(s): .

3.1.2.3.2. Type(s): .

3.1.2.3.3. 'Opening pressure' . kPa (2) or characteristic diagram (1) (2) .

(1) Strike out what does not apply.(2) Specify the tolerance.3.1.2.4. Governor

3.1.2.4.1. Make(s): .

3.1.2.4.2. Type(s): .

3.1.2.4.3. Speed at which cut-off starts under full load: . rpm

3.1.2.4.4. Maximum no-load speed: . rpm

3.1.2.4.5. Idling speed: . rpm

3.1.3. Cold start system

3.1.3.1. Make(s): .

3.1.3.2. Type(s): .

3.1.3.3. Description: .

3.1.3.4. Auxiliary starting aid: .

3.1.3.4.1. Make: .

3.1.3.4.2. Type: .

3.2. Gas-fuelled engines (1): .

3.2.1. Fuel: Natural gas/LPG (2)

3.2.2. Pressure regulator(s) or vaporiser/pressure regulator(s) (2)

3.2.2.1. Make(s): .

3.2.2.2. Type(s): .

3.2.2.3. Number of pressure reduction stages: .

3.2.2.4. Pressure in final stage: min. . kPa, max. . kPa

3.2.2.5. Number of main adjustment points: .

3.2.2.6. Number of idle adjustment points: .

3.2.2.7. Certification number according to Directive . . . /. . . /EC: .

3.2.3. Fuelling system: mixing unit / gas injection / liquid injection / direct injection (2)

3.2.3.1. Mixture strength regulation: .

3.2.3.2. System description and/or diagram and drawings: .

3.2.3.3. Certification number according to Directive . . . /. . . /EC: .

3.2.4. Mixing unit

3.2.4.1. Number: .

3.2.4.2. Make(s): .

3.2.4.3. Type(s): .

3.2.4.4. Location: .

3.2.4.5. Adjustment possibilities: .

3.2.4.6. Certification number according to Directive . . . /. . . /EC: .

3.2.5. Inlet manifold injection

3.2.5.1. Injection: single point / multipoint (2):

3.2.5.2. Injection: continuous / simultaneously timed / sequentially timed (2)

3.2.5.3. Injection equipment

(1) In the case of systems laid-out in a different manner, supply equivalent information (for paragraph 3.2).(2) Strike out what does not apply.3.2.5.3.1. Make(s): .

3.2.5.3.2. Type(s): .

3.2.5.3.3. Adjustment possibilities: .

3.2.5.3.4. Certification number according to Directive . . . /. . . /EC: .

3.2.5.4. Supply pump (if applicable)

3.2.5.4.1. Make(s): .

3.2.5.4.2. Type(s): .

3.2.5.4.3. Certification number according to Directive . . . /. . . /EC:

3.2.5.5. Injector(s)

3.2.5.5.1. Make(s): .

3.2.5.5.2. Type(s): .

3.2.5.5.3. Certification number according to Directive . . . /. . . /EC: .

3.2.6. Direct injection

3.2.6.1. Injection pump / pressure regulator (1)

3.2.6.1.1. Make(s): .

3.2.6.1.2. Type(s): .

3.2.6.1.3. Injection timing: .

3.2.6.1.4. Certification number according to Directive . . . /. . . /EC: .

3.2.6.2. Injector(s)

3.2.6.2.1. Make(s): .

3.2.6.2.2. Type(s): .

3.2.6.2.3. Opening pressure or characteristic diagram (2): .

3.2.6.2.4. Certification number according to Directive . . . /. . . /EC: .

3.2.7. Electronic control unit (ECU)

3.2.7.1. Make(s): .

3.2.7.2. Type(s): .

3.2.7.3. Adjustment possibilities: .

3.2.8. NG fuel-specific equipment

3.2.8.1. Variant 1

(only in the case of approvals of engines for several specific fuel compositions)

3.2.8.1.1. Fuel composition:

methane (CH4): basis: ........ % mole min. ........ % mole max. ........ % mole

ethane (C2H6): basis: ........ % mole min. ........ % mole max. ........ % mole

propane (C3H8): basis: ........ % mole min. ........ % mole max. ........ % mole

butane (C4H10): basis: ........ % mole min. ........ % mole max. ........ % mole

C5/C5+: basis: ........ % mole min. ........ % mole max. ........ % mole

oxygen (O2): basis: ........ % mole min. ........ % mole max. ........ % mole

inert (N2, He etc.): basis: ........ % mole min. ........ % mole max. ........ % mole

(1) Strike out what does not apply.(2) Specify the tolerance.3.2.8.1.2. Injector(s)

3.2.8.1.2.1. Make(s): .

3.2.8.1.2.2. Type(s): .

3.2.8.1.3. Others (if applicablel)

3.2.8.2. Variant 2 (only in the case of approvals for several specific fuel compositions)

4. Valve timing

4.1. Maximum lift of valves and angles of opening and closing in relation to dead centres of equivalent data: .

4.2. Reference and/or setting ranges (1): .

5. Ignition system (spark ignition engines only)

5.1. Ignition system type: common coil and plugs / individual coil on plugs / coil on plug / other (specify) (1)

5.2. Ignition control unit

5.2.1. Make(s): .

5.2.2. Type(s): .

5.3. Ignition advance curve / advance map (1) (2) .

5.4. Ignition timing (2): . degrees before TDC at a speed of .................... rpm and a MAP of . kPA

5.5. Spark plugs

5.5.1. Make(s): .

5.5.2. Type(s): .

5.5.3. Gap setting: . mm

5.6. Ignition coil(s)

5.6.1. Make(s): .

5.6.2. Type(s): .

(1) Strike out what does not apply.(2) Specify the tolerance.>END OF GRAPHIC>

Appendix 4

>START OF GRAPHIC>

CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS

1. Intake system depression at rated engine speed and at 100 % load:

. kPa

2. Exhaust system back pressure at rated engine speed and at 100 % load:

. kPa

3. Volume of exhaust system: . cm³

4. Power absorbed by the auxiliaries needed for operating the engine as specified in and under the operation conditions of Directive 80/1269/EEC (1), as last amended by Directive 89/491/EEC (2), Annex I, Section 5.1.1.

EquipmentPower absorbed (kW) at various engine speeds

IdleLow speedHigh speedSpeed A (1)Speed B (1)Speed C (1)Ref. speed (2)P(a)Auxiliaries needed for operating the engine (to be subtracted from measured engine power)see Section 5.1(1) ESC test.

(2) ETC test only.

(1) OJ L 375, 31.12.1980, p. 46.(2) OJ L 238, 15.8.1989, p. 43.>END OF GRAPHIC>

ANNEX III

TEST PROCEDURE

1. INTRODUCTION

1.1. This annex describes the methods of determining emissions of gaseous components, particulates and smoke from the engines to be tested. Three test cycles are described that shall be applied according to the provisions of Annex I, Section 6.2:

- the ESC which consists of a steady state 13-mode cycle,

- the ELR which consists of transient load steps at different speeds, which are integral parts of one test procedure, and are run concurrently;

- the ETC which consists of a second-by-second sequence of transient modes.

1.2. The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

1.3. Measurement principle

The emissions to be measured from the exhaust of the engine include the gaseous components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; methane for gas engines on the ETC test only and oxides of nitrogen), the particulates (diesel engines only) and smoke (diesel engines on the ELR test only). Additionally, carbon dioxide is often used as a tracer gas for determining the dilution ratio of partial and full flow dilution systems. Good engineering practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of measurement problems during the test run.

1.3.1. ESC test

During a prescribed sequence of warmed-up engine operating conditions the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw exhaust gas. The test cycle consists of a number of speed and power modes which cover the typical operating range of diesel engines. During each mode the concentration of each gaseous pollutant, exhaust flow and power output shall be determined, and the measured values weighted. The particulate sample shall be diluted with conditioned ambient air. One sample over the complete test procedure shall be taken, and collected on suitable filters. The grams of each pollutant emitted per kilowatt hour shall be calculated as described in Appendix 1 to this annex. Additionally, NOx shall be measured at three test points within the control area selected by the Technical Service (1) and the measured values compared to the values calculated from those modes of the test cycle enveloping the selected test points. The NOx control check ensures the effectiveness of the emission control of the engine within the typical engine operating range.

1.3.2. ELR test

During a prescribed load response test, the smoke of a warmed-up engine shall be determined by means of an opacimeter. The test consists of loading the engine at constant speed from 10 % to 100 % load at three different engine speeds. Additionally, a fourth load step selected by the Technical Service (2) shall be run, and the value compared to the values of the previous load steps. The smoke peak shall be determined using an averaging algorithm, as described in Appendix 1 to this annex.

1.3.3. ETC test

During a prescribed transient cycle of warmed-up engine operating conditions, which is based closely on road-type-specific driving patterns of heavy-duty engines installed in trucks and buses, the above pollutants shall be examined after diluting the total exhaust gas with conditioned ambient air. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to time of the cycle resulting in the work produced by the engine over the cycle. The concentration of NOx and HC shall be determined over the cycle by integration of the analyser signal. The concentration of CO, CO2 and NMHC may be determined by integration of the analyser signal or by bag sampling. For particulates, a proportional sample shall be collected on suitable filters. The diluted exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values shall be related to the engine work to get the grams of each pollutant emitted per kilowatt hour, as described in Appendix 2 to this annex.

2. TEST CONDITIONS

2.1. Engine test conditions

2.1.1. The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvin, and the dry atmospheric pressure (ps) expressed in kPa shall be measured and the parameter F shall be determined according to the following provisions:

(a) for diesel engines:

Naturally aspirated and mechanically supercharged engines:

F = (

>NUM>99

>DEN>ps

) * (

>NUM>Ta

>DEN>298

)0,7Turbocharged engines with or without cooling of the intake air:

F = (

>NUM>99

>DEN>ps

)0,7* (

>NUM>Ta

>DEN>298

)1,5b) for gas engines:

F = (

>NUM>99

>DEN>ps

)1,2* (

>NUM>Ta

>DEN>298

)0,6

2.1.2. Test validity

For a test to be recognised as valid, the parameter F shall be such that:

0,96 ≤ F ≤ 1,06

2.2. Engines with charge air cooling

The charge air temperature shall be recorded and shall be, at the speed of the declared maximum power and full load, within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, Section 1.16.3. The temperature of the cooling medium shall be at least 293 K (20°C).

If a test shop system or external blower is used, the charge air temperature shall be within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, Section 1.16.3 at the speed of the declared maximum power and full load. The setting of the charge air cooler for meeting the above conditions shall be used for the whole test cycle.

2.3. Engine air intake system

An engine air intake system shall be used presenting an air intake restriction within ± 300 Pa of the upper limit of the engine operating at the speed at the declared maximum power and full load.

2.4. Engine exhaust system

An exhaust system shall be used presenting an exhaust back pressure within ± 650 Pa of the upper limit of the engine operating at the speed of declared maximum power and full load and a volume within ± 40 % of that specified by the manufacturer. A test shop system may be used, provided it represents actual engine operating conditions. The exhaust system shall conform to the requirements for exhaust gas sampling, as set out in Annex III, Appendix 4, Section 3.4 and in Annex V, Section 2.2.1, EP and Section 2.3.1, EP.

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must have the same diameter as found in-use for at least four pipe diameters upstream to the inlet of the beginning of the expansion section containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment device shall be the same as in the vehicle configuration or within the distance specifications of the manufacturer. The exhaust backpressure or restriction shall follow the same criteria as above, and may be set with a valve. The after-treatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.

2.5. Cooling system

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer shall be used.

2.6. Lubricating oil

specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test, as specified in Annex II, Appendix 1, Section 7.1.

2.7. Fuel

The fuel shall be the reference fuel specified in Annex IV.

The fuel temperature and measuring point shall be specified by the manufacturer within the limits given in Annex II, Appendix 1, Section 1.16.5. The fuel temperature shall not be lower than 306 K (33°C). If not specified, it shall be 311 K ± 5 K (38°C ± 5°C) at the inlet to the fuel supply.

2.8. Testing of exhaust after-treatment systems

If the engine is equipped with an exhaust after-treatment system, the emissions measured on the test cycle(s) shall be representative of the emissions in the field. If this cannot be achieved with one single test cycle (for example, for particulate filters with periodic regeneration), several test cycles shall be conducted and the test results averaged and/or weighted. The exact procedure shall be agreed by the engine manufacturer and the Technical Service based upon good engineering judgment.

Appendix 1

ESC AND ELR TEST CYCLES

1. ENGINE AND DYNAMOMETER SETTINGS

1.1. Determination of engine speeds A, B and C

The engine speeds A, B and C shall be declared by the manufacturer in accordance with the following provisions:

The high speed nhi shall be determined by calculating 70 % of the declared maximum net power P(n), as determined in Annex II, Appendix 1, Section 8.2. The highest engine speed where this power value occurs on the power curve is defined as nhi.

The low speed nlo shall be determined by calculating 50 % of the declared maximum net power P(n), as determined in Annex II, Appendix 1, Section 8.2.. The lowest engine speed where this power value occurs on the power curve is defined as nlo.

The engine speeds A, B and C shall be calculated as follows:

Speed A = nlo + 25 % (nhi - nlo)

Speed B = nlo + 50 % (nhi - nlo)

Speed C = nlo + 75 % (nhi - nlo)

The engine speeds A, B and C may be verified by either of the following methods:

(a) Additional test points shall be measured during engine power approval according to Directive 80/1269/EEC for an accurate determination of nhi and nlo. The maximum power, nhi and nlo shall be determined from the power curve, and engine speeds A, B and C shall be calculated according to the above provisions.

(b) The engine shall be mapped along the full load curve, from maximum no load speed to idle speed, using at least 5 measurement points per 1 000 rpm intervals and measurement points within = 50 rpm of the speed at declared maximum power. The maximum power, nhi and nlo shall be determined from this mapping curve, and engine speeds A, B and C shall be calculated according to the above provisions.

If the measured engine speeds A, B and C are within ± 3 % of the engine speeds as declared by the manufacturer, the declared engine speeds shall be used for the emissions test. If the tolerance is exceeded for any of the engine speeds, the measured engine speeds shall be used for the emissions test.

1.2. Determination of dynamometer settings

The torque curve at full load shall be determined by experimentation to calculate the torque values for the specified test modes under net conditions, as specified in Annex II, Appendix 1, Section 8.2. The power absorbed by engine-driven equipment, if applicable, shall be taken into account. The dynamometer setting for each test mode shall be calculated using the formula:

s = P(n) * >NUM>L

>DEN>100

if tested under net conditions

s = P(n) * >NUM>L

>DEN>100

+ (P(a) P(b)) if not tested under net conditions

where:

s = dynamometer setting, kW

P(n) = net engine power as indicated in Annex II, Appendix 1, Section 8.2. kW

L = per cent load as indicated in Section 2.7.1. %

P(a) = power absorbed by auxiliaries to be fitted as indicated in Annex II, Appendix 1, Section 6.1

P(b) = power absorbed by auxiliaries to be removed as indicated in Annex II, Appendix 1, Section 6.2

2. ESC TEST RUN

At the manufacturer's request, a dummy test may be run for conditioning of the engine and exhaust system before the measurement cycle.

2.1. Preparation of the sampling filters

At least one hour before the test, each filter (pair) shall be placed in a closed, but unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter (pair) shall be weighed and the tare weight shall be recorded. The filter (pair) shall then be stored in a closed petri dish or sealed filter holder until needed for testing. If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be conditioned and reweighed before use.

2.2. Installation of the measuring equipment

The instrumentation and sample probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.

2.3. Starting the dilution system and the engine

The dilution system and the engine shall be started and warned up until all temperatures and pressures have stabilised at maximum power according to the recommendation of the manufacturer and good engineering practice.

2.4. Starting the particulate sampling system

The particulate sampling system shall be started and running on by-pass. The particulate background level of the dilution air may be determined by passing dilution air through the particulate filters. It filtered dilution air is used, one measurement may be done prior to or after the test. If the dilution air is not filtered, measurements at the beginning and at the end of the cycle, may be done, and the values averaged.

2.5. Adjustment of the dilution ratio

The dilution air shall be set such that the temperature of the diluted exhaust gas measured immediately prior to the primary filter shall not exceed 325 K (52°C) at any mode. The dilution ratio (q) shall not be less than 4.

For systems that use CO2 or NOx concentration measurement for dilution ratio control, the CO2 or NOx content of the dilution air must be measured at the beginning and at the end of each test. The pre- and post test background CO2 or NOx concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.

2.6. Checking the analysers

The emission analysers shall be set at zero and spanned.

2.7. Test cycle

2.7.1. The following 13-mode cycle shall be followed in dynamometer operation on the test engine:

>TABLE>

2.7.2. Test sequence

The test sequence shall be started. The test shall be performed in the order of the mode numbers as set out in Section 2.7.1.

The engine must be operated for the prescribed time in each mode, completing engine speed and load changes in the first 20 seconds. The specified speed shall be held to within ± 50 rpm and the specified torque shall be held to within ± 2 % of the maximum torque at the test speed.

At the manufacturer's request, the test sequence may be repeated a sufficient number of times for sampling more particulate mass on the filter. The manufacturer shall supply a detailed description of the data evaluation and calculation procedures. The gaseous emissions shall only be determined on the first cycle.

2.7.3. Analyser response

The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers throughout the test cycle.

2.7.4. Particulate sampling

One pair of filters (primary and back-up filters, see Annex III, Appendix 4) shall be used for the complete test procedure. The modal weighting factors specified in the test cycle procedure shall be taken into account by taking a sample proportional to the exhaust mass flow during each individual mode of the cycle. This can be achieved by adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the criterion for the effective weighting factors in Section 5.6 is met.

The sampling time per mode must be at least 4 seconds per 0,01 weighting factor. Sampling must be conducted as late as possible within each mode. Particulate sampling shall be completed no earlier than 5 seconds before the end of each mode.

2.7.5. Engine conditions

The engine speed and load, intake air temperature and depression, exhaust temperature and backpressure, fuel flow and air or exhaust flow, charge air temperature, fuel temperature and humidity shall be recorded during each mode, with the speed and load requirements (see Section 2.7.2) being met during the time of particulate sampling, but in any case during the last minute of each mode.

Any additional data required for calculation shall be recorded (see Sections 4 and 5).

2.7.6. NOx check within the control area

The NOx check within the control area shall be performed immediately upon completion of mode 13.

The engine shall be conditioned at mode 13 for a period of three minutes before the start of the measurements. Three measurements shall be made at different locations within the control area, selected by the Technical Service (3). The time for each measurement shall be 2 minutes.

The measurement procedure is identical to the NOx measurement on the 13-mode cycle, and shall be carried out in accordance with Sections 2.7.3, 2.7.5, and 4.1 of this Appendix, and Annex III, Appendix 4, Section 3.

The calculation shall be carried out in accordance with Section 4.

2.7.7. Rechecking the analysers

After the emission test a zero gas and the same span gas shall be used for rechecking. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.

3. ELR TEST RUN

3.1. Installation of the measuring equipment

The opacimeter and sample probes, if applicable, shall be installed after the muffler or any after-treatment device, if fitted, according to the general installation procedures specified by the instrument manufacturer. Additionally, the requirements of Section 10 of ISO IDS 11614 shall be observed, where appropriate.

Prior to any zero and full scale checks, the opacimeter shall be warmed up and stabilised according the instrument manufacturer's recommendations. If the opacimeter is equipped with a purge air system to prevent sooting of the meter optics, this system shall also be activated an