Id-Direttiva tal-Kummissjoni

tas-16 ta’ Ġunju 1983

li temenda d-Direttiva tal-Kunsill 70/220/KEE dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu ma’ miżuri li għandhom jittieħdu kontra t-tniġġiż ta’ l-arja b’emissjonijiet minn vetturi b’magna positive-ignition

(83/351/KEE)

IL-KUNSILL TAL-KOMUNITAJIET EWROPEJ,

Wara li kkunsidra t-Trattat li jistabbilixxi l-Komunità Ekonomika Ewropea, u partikolarment l-Artikolu 100 tiegħu,

Wara li kkunsidra l-proposta mill-Kummissjoni [1],

Wara li kkunsidra l-opinjoni tal-Parlament Ewropew [2],

Wara li kkunsidra l-opinjoni tal-Kumitat Ekonomiku u Soċjali [3],

Billi l-ewwel programm ta’ azzjoni tal-Komunità Ewropea dwar l-protezzjoni tal-ambjent, approvat mill-Kunsill fit-22 ta’ Novembru 1973, sejjaħ sabiex jittieħed akkont ta’ l-aħħar avvanzi xjentifiċi fil-ġlieda kontra t-tniġġiż tal-atmosfera ikkawżat minn gassijiet emessi minn vetturi bil-mutur, u emenda d-Direttivi li diġà ġew adottati għal dak il-għan;

Billi d-Direttiva 70/220/KEE [4] tipprovdi l-valuri ta’ limitu għal carbon monoxide u emissjonijiet ta’ hydrocarbon mhux maħruq minn dawn il-magni; Billi dawn il-limiti kienu l-ewwel ridotti bid-Direttiva 74/290/KEE [5] u supplimentati, skond id-Direttiva77/102/KEE [6], bil-valuri tal-limitu għall-emissjonijiet permessi ta’ nitrogen oxides; billi l-valuri ta’ limitu għall dawn it-tlett elementi li jinkwinaw kienu tnaqqsu aktar bid-Direttiva 78/665/KEE [7];

Billi avvanzi fid-disinn tal-vetturi issa jippermettu tnaqqis ta’ dawn il-valuri ta’ limitu; billi jidher mixtieq bħala prekawzjoni kontra effetti li jiżvantaġġaw possibbli fuq l-ambjent; billi matul il-perijodu in kunsiderazzjoni dan it-tnaqqis mhux ser jhedded l-għanijiet tal-politika tal-Komunità f’oqsma oħra, u b’mod partikolari f’dak tal-użu razzjonali tal-enerġija;

Billi, minħabba l-użu li qed jiżdied tal-magni diesel f’karozzi u vetturi kummerċjali ħfief, huwa meqjus xieraq illi jitnaqqsu mhux biss emissjonijiet tan-nugrufun, li huma koperti bid-Direttiva 72/306/KEE [8], iżda ukoll l-carbon monoxide, hydrocarbon mhux maħruq u emissjonijiet ta’ nitrogen oxide minn dawn il-magni; billi li wieħed iġib dawn il-magni fl-iskop tad-Direttiva 70/220/KEE jinvolvi emenda għall-parti operazzjonali tal-istess Direttiva; Billi dik l-emenda ukoll għandha effett fuq il-kontenut tal-Anness tekniku; billi l-Kummissjoni ipproponit lill-Kunsill illi fid-Direttiva preżenti hija tadotta fl-istess waqt l-emendi għall-anness tekniku, b’ mod ta’ deroga mill-Artikolu 5 tad-Direttiva 70/220/KEE,

ADOTTA DIN ID-DIRETTIVA:

Artikolu 1

Id-Direttiva 70/220/KEE hija hawn emendata kif ġej:

1. It-Titolu tad-Direttiva 70/220/KEE għandu jiġi mibdul b’dan li ġej:

"Id-Direttiva 70/220/KEE dwar l-approssimazzjoni tal-liġijiet tal-Istati Membri li għandhom x’jaqsmu mal-miżuri li għandhom jittieħdu kontra t-tniġġiż tal-arja minn gassijiet minn vetturi bil-mutur"

.

2. L-Artikolu 1 huwa mibdul b’dan li ġej:

"L-Artikolu 1

Għall-għanijiet ta’ din id-Direttiva, "vettura" tfisser kull vettura b’ magna positive ignition jew b’magna compressionignition, maħsuba għall-użu fit-triq, bil- jew mingħajr bodywork, li għandha mill-inqas erba’ roti, toqol massimu permess ta’ mill-inqas 400 kg u veloċità massima skond id-disinn ugwali għal jew li teċċedi 50 km/siegħa, bl-eċċezzjoni ta’ tratturi u makkinarju għall-agrikoltura u vetturi ta’ xogħlijiet pubbliċi."

3. L-annessi huma mibdula bl-annessi għal din id-Direttiva.

Artikolu 2

1. Mill-1 ta’ Diċembru 1983, l-ebda Stat Membru ma jista’, fuq bażi li għandha x’taqsam mat-tniġġiż tal-arja minn gassijiet minn magna:

- jirrifjuta li jagħti approvazzjoni tat-tip KEE, jew joħroġ dokumenti msemmija fl-aħħar punt tal-Artikolu 10 (1) tad-Direttiva 70/156/KEE, jew jagħti approvazzjoni tat-tip nazzjonali ta’ vettura, jew

- jiprojbixxi d-dħul fis-servizz ta’ dawn il-vetturi,

billi l-livell ta’ inkwinanti gassużi li joħorġu minn dan it-tip ta’ vettura jew minn dawn il-vetturi jikkonforma mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendat permezz ta’ din id-Direttiva.

2. Mil-1 ta’ Ottubru 1984, l-Istati Membri:

- ma’ jistgħux joħorġu aktar id-dokument li hemm provdut fl-aħħar inċiż tal-Artikolu 10 (1) tad-Direttiva 70/156/KEE rigward tip ta’ vettura li temetti inkwinanti gassużi f’livelli li ma jikkonformawx mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendat permezz ta’ din id-Direttiva,

- jistgħu jirrifjutaw approvazzjoni tat-tip nazzjonali għal tip ta’ vettura li temetti inkwinanti gassużi f’livelli li ma’ jikkonformawx mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendat permezz ta’ din id-Direttiva.

3. Mill-1 ta’ Ottubru 1986, Stati Membri jistgħu jiprojbixxu d-dħul fis-servizz ta’ vetturi li jemettu inkwinanti gassużi f’livelli li ma’ jikkonformawx mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendata permezz ta’ din id-Direttiva.

Artikolu 3

Stati Membri għandhom idaħħlu fis-seħħ id-dispożizzjonijiet neċessarji sabiex jaderixxu ma’ din id-Direttiva mhux aktar tard mit-30 ta’ Novembru 1983 u għandhom immedjatament jinfurmaw il-Kummissjoni b’dan.

Artikolu 4

Din id-Direttiva hija indirizzata lill-Istati Membri.

Magħmula fil-Lussemburgu, fis-16 ta’ Ġunju 1983.

Għall-Kunsill

Il-President

C.D. Spranger

[1] ĠU C 181, tad-19.7.1982, p. 30.

[2] Opinjoni mogħtija fl-10 ta’ Ġunju 1983 (għadha mhux ippublikata fil-Ġurnal Uffiċjali).

[3] ĠU L 346, tal-31.12.1982, p. 2.

[4] ĠU L 76, tas-6.4.1970, p. 1.

[5] ĠU L 159, tal-15.6.1974, p. 61.

[6] ĠU L 32, tat-3.2.1977, p. 32.

[7] ĠU L 223, ta’ l-14.8.1978, p. 48.

[8] ĠU L 190, ta’ l-20.8.1972, p. 1.

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ANNEX I

SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL, EEC TYPE-APPROVAL, SPECIFICATIONS AND TESTS, EXTENSION OF EEC TYPE-APPROVAL, CONFORMITY OF PRODUCTION, TRANSITIONAL PROVISIONS

1. SCOPE

This Directive applies to the emission of gaseous pollutants from all motor vehicles equipped with positive-ignition engines and from vehicles of categories M1 and N1 [1] equipped with compression-ignition engines, covered by Article 1.

2. DEFINITIONS

For the purposes of this Directive:

2.1. Vehicle type, with regard to the emission of gaseous pollutants from the engine, means a category of power-driven vehicles which do not differ in such essential respects as:

2.1.1. the equivalent inertia determined in relation to the reference mass as prescribed in 5.1 of Annex III; and

2.1.2. the engine and vehicle characteristics as defined in 1 to 6 and 8 of Annex II and Annex VII.

2.2. Reference mass means the mass of the vehicle in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 100 kg.

2.2.1. Mass of the vehicle in running order means the mass defined under 2.6 of Annex I to Directive 70/156/EEC.

2.3. Maximum mass means the mass defined under 2.7 of Annex I to Directive 70/156/EEC.

2.4. Gaseous pollutants means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85), and oxides of nitrogen, the latter being expressed in nitrogen dioxide (NO2) equivalent.

2.5. Engine crankcase means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapours can escape.

2.6. Cold start device means a device which enriches the air/fuel mixture of the engines temporarily, thus assisting the engine to start.

2.7. Starting aid means a device which assists the engine to start without enrichment of the air/fuel mixture of the engine, e.g. glow plugs, modifications to the injection timing.

3. APPLICATION FOR EEC TYPE-APPROVAL

3.1. The application for approval of a vehicle type with regard to the emission of gaseous pollutants from its engine is submitted by the vehicle manufacturer or by his authorized representative.

3.2. It is accompanied by the following documents in triplicate and by the following particulars:

3.2.1. a description of the engine type comprising all the particulars referred to in Annex II;

3.2.2. drawings of the combustion chamber and of the piston, including the piston rings;

3.2.3. maximum lift of valves and angles of opening and closing in relation to dead centres.

3.3. A vehicle representative of the vehicle type to be approved is submitted for the tests described in 5 of this Annex to the technical service responsible for the type-approval tests.

4. EEC TYPE-APPROVAL

4.1. A form conforming to the model set out in Annex VII must be attached to the EEC type-approval certificate.

5. REQUIREMENTS AND TESTS

5.1. General

The components liable to affect the emission of gaseous pollutants must be so designed, constructed and assembled as to enable the vehicle, in normal use, to comply with the requirements of this Directive, despite the vibration to which they may be subjected.

5.2. Description of tests

5.2.1. The vehicle must, according to its category, be subjected to tests of different types, as specified below. The tests are:

- type I, II and III if powered by a positive-ignition engine, and

- type I if powered by a compression-ignition engine.

5.2.1.1. Type I test (verifying the average emission of gaseous pollutants after a cold start)

5.2.1.1.1. This test must be carried out on all vehicles referred to in 1, of a maximum mass not exceeding 3,5 tonnes.

5.2.1.1.2. The vehicle is placed on a dynamometer bench equipped with a means of load and inertia simulation. A test lasting a total of 13 minutes and comprising four cycles is performed without interruption. Each cycle comprises 15 phases (idling, acceleration, steady speed, deceleration, etc.). During the test the exhaust gases are diluted and a proportional sample collected in one or more bags. The exhaust gases of the vehicle tested are diluted, sampled and analyzed following the procedure described below; the total volume of the diluted exhaust is measured.

5.2.1.1.3. The test is carried out by the procedure described in Annex III. The methods used to collect and analyze the gases must be those prescribed. Other analysis methods may be approved if it is found that they yield equivalent results.

5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5, the test is repeated three times. For a vehicle of a given reference mass, the mass of the carbon monoxide and the combined mass of the hydrocarbons and of the nitrogen oxides obtained in the test must be less than the amounts shown in the table below:

Reference mass RW (kg) | Carbon monoxide L1 (g/test) | Combined emission of hydrocarbons and oxides of nitrogen L2 (g/test) |

| |

| RW ≤ 1020 | 58 | 19,0 |

1020 < | RW ≤ 1250 | 67 | 20,5 |

1250 < | RW ≤ 1470 | 76 | 22,0 |

1470 < | RW ≤ 1700 | 84 | 23,5 |

1700 < | RW ≤ 1930 | 93 | 25,0 |

1930 < | RW ≤ 2150 | 101 | 26,5 |

2150 < | RW | 110 | 28,0 |

5.2.1.1.4.1. Nevertheless, for each of the pollutants referred to in 5.2.1.1.4, one of the three results obtained may exceed by not more than 10 % the limit prescribed in that section for the vehicle concerned, provided the arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant (i.e. carbon monoxide and the combined mass of hydrocarbons and nitrogen oxides) it is immaterial whether this occurs in the same test or in different tests [2].

5.2.1.1.4.2. The number of tests prescribed in 5.2.1.1.4 may, on the request of the manufacturer, be increased to 10 tests provided that the arithemtic mean (

x

i) of the three results performed for carbon monoxide and/or for the combined emissions of hydrocarbons and of oxides of nitrogen falls between 100 and 110 % of the limit. In this case, the decision, after testing, depends exclusively on the average results obtained from all 10 tests (

x

< L).

5.2.1.1.5. The number of tests prescribed in 5.2.1.1.4 is reduced in the conditions hereinafter defined, where V1 is the result of the first test and V2 the result of the second test for each of the pollutants referred to in 5.2.1.1.4.

5.2.1.1.5.1. Only one test is performed if V1 readings of carbon monoxide as well as the combined hydrocarbon and oxides of nitrogen reading are less than or equal to 0,70 L.

5.2.1.1.5.2. Only two tests are performed if the results of both the carbon monoxide and the combined value of hydrocarbons and oxides of nitrogen are V1 ≤ 0,85 L, and if, at the same time, one of these values is V1 > 0,70 L. In addition, the V2 readings of both the carbon monoxide emissions and the combined emissions of hydrocarbon and oxides of nitrogen must satisfy the requirement that V1 + V2 ≤ 1,70 L, and V2 ≤ L.

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Flow sheet for the type-approval of the European test procedure (see 5.2)

5.2.1.2. Type II test (carbon monoxide emission test at idling speed)

5.2.1.2.1. With the exception of vehicles powered by a compression-ignition engine, this test must be carried out on all vehicles referred to in 1.

5.2.1.2.2. The carbon monoxide content by volume of the exhaust gases emitted with the engine idling must not exceed 3,5 %. When a check is made in accordance with the requirements of Annex IV under operating conditions not in conformity with the standards recommended by the manufacturer (configuration of the adjustment components), the maximum content measured by volume must not exceed 4,5 %.

5.2.1.2.3. Conformity with the latter requirement is checked by means of a test carried out using the procedure described in Annex IV.

5.2.1.3. Type III test (verifying emissions of crankcase gases)

5.2.1.3.1. This test must be carried out on all vehicles referred to in 1 except those having compression-ignition engines.

5.2.1.3.2. The engine's crankcase ventilation system must not permit the emission of any of the crankcase gases into the atmosphere.

5.2.1.3.3. Conformity with the latter requirement is checked by means of a test carried out using the procedure described in Annex V.

6. EXTENSION OF EEC TYPE-APPROVAL

6.1. Vehicle types of different reference masses

6.1.1. Approval of a vehicle type may under the following conditions be extended to vehicle types which differ from the type approved only in respect of their reference mass.

6.1.1.1. Approval may be extended to vehicle types of a reference mass requiring merely the use of the next higher or next lower equivalent inertia.

6.1.1.2. If the reference mass of the vehicle type for which extension of the approval is requested requires the use of a flywheel of equivalent inertia higher than that used for the vehicle type already approved, extension of the approval is granted.

6.1.1.3. If the reference mass of the vehicle type for which extension of the approval is requested requires the use of a flywheel of equivalent inertia lower than that used for the vehicle type already approved, extension of the approval is granted if the masses of the pollutants obtained from the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested.

6.2. Vehicle types with different overall gear ratios

6.2.1. Approval granted to a vehicle type may under the following conditions be extended to vehicle types differing from the type-approval only in respect of their overall transmission ratios:

6.2.1.1. E =

V

− V

V

1 where V1 and V2 are respectively the speed at 1000 r/min of the engine of the vehicle type approved and the speed of the vehicle type for which extension of the approval is requested.

6.2.2. If for each gear ratio E ≤ 8 %, the extension is granted without repeating the type I tests;

6.2.3. If for at least one gear ratio E > 8 % and if for each gear ratio E ≤ 13 %, the type I tests are repeated, but may be performed in a laboratory chosen by the manufacturer subject to the approval of the authority granting type-approval. The report of the tests must be sent to the technical service responsible for the type-approval tests.

6.3. Vehicle types of different reference masses and different overall transmission rating

Approval granted to a vehicle type may be extended to vehicle types differing from the approved type only in respect of their reference mass and their overall transmission ratios, provided that all the conditions prescribed in 6.1 and 6.2 are fulfilled.

6.4. Note

When a vehicle type has been approved in accordance with 6.1 to 6.3, such approval may not be extended to other vehicle types.

7. CONFORMITY OF PRODUCTION

7.1. As a general rule, conformity of production models, with regard to limitation of the emission of gaseous pollutants from the engine, is checked on the basis of the description in the Annex to the type-approval certificate set out in Annex VII and, where necessary, of all or some of the tests of types I, II and III described in 5.2.

7.1.1. Conformity of the vehicle in a type I test is checked as follows:

7.1.1.1. A vehicle is taken from the series and subjected to the test described in 5.2.1.1. However, the limits shown in 5.2.1.1.4 are replaced by the following:

Reference mass RW (kg) | Carbon monoxide L1 (g/test) | Combined standard for hydrocarbons and oxides of nitrogen L2 (g/test) |

| |

| RW ≤ 1020 | 70 | 23,8 |

1020 < | RW ≤ 1250 | 80 | 25,6 |

1250 < | RW ≤ 1470 | 91 | 27,5 |

1470 < | RW ≤ 1700 | 101 | 29,4 |

1700 < | RW ≤ 1930 | 112 | 31,3 |

1930 < | RW ≤ 2150 | 121 | 33,1 |

2150 < | RW | 132 | 35,0 |

7.1.1.2. If the vehicle taken from the series does not satisfy the requirements of 7.1.1.1, the manufacturer may ask for measurements to be performed on a sample of vehicles taken from the series and including the vehicle originally taken. The manufacturer determines the size n of the sample. Vehicles other than the vehicle originally taken are subjected to a single type I test.

x

- of the results obtainedwith the sample and the standard deviation S [3] must be determined for both the carbon monoxide emission and for the combined emissions of hydrocarbons and oxides of nitrogen. The production of the series is then deemed to conform if the following condition is met:

x

+ k · S ≤ L

where

L is the limit value laid down in 7.1.1.1 for the emissions of carbon monoxide and the combined emissions of hydrocarbons and oxides of nitrogen;

n | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 |

k | 0,973 | 0,613 | 0,489 | 0,421 | 0,376 | 0,342 | 0,317 | 0,296 | 0,279 | 0,265 | 0,253 | 0,242 | 0,233 | 0,224 | 0,216 | 0,210 | 0,203 | 0,195 |

If n ≥ 20, | k = 0,8602n |

k 7.1.2. In a type II or type III test carried out on a vehicle taken from the series, the conditions laid down in 5.2.1.2.2 and 5.2.1.3.2 must be complied with.

7.1.3. Notwithstanding the requirements of 3.1.1 of Annex III, the technical service responsible for verifying the conformity of production may, with the consent of the manufacturer, carry out tests of types I, II and III on vehicles which have been driven less than 3000 km.

8. TRANSITIONAL PROVISIONS

8.1. For the type-approval and checking of production conformity of vehicles other than those of category M1 as well as of vehicles of category M1 designed to carry more than six occupants including the driver, the limits for the combined emissions of hydrocarbons and oxides of nitrogen are those resulting from the multiplication of the values L2 given in the tables in 5.2.1.1.4 and 7.1.1.1 by a factor of 1,25.

8.2. For the checking of production conformity of vehicles which were type-approved before 1 October 1984 as far as their emissions of pollutants are concerned, in accordance with the provisions of Directive 70/220/EEC, as amended by Directive 78/665/EEC, the provisions of the abovementioned Directive remain applicable until the Member States make use of Article 2 (3) of this Directive.

[1] As defined in 0.4 of Annex I to Directive 70/156/EEC (OJ No L 42, 23. 2. 1970, p. 1).

[2] If one of the three results obtained of each of the pollutants exceeds by more than 10 % the limit prescribed in 5.2.1.1.4 for the vehicle concerned, the test may be continued as specified in 5.2.1.1.4.2.

[3] S2 = ∑ x − x-2n − 1, where x is any one of the individual results obtained with the sample n.

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ANNEX II

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ANNEX III

TYPE I TEST

(Verifying the average emission of pollutants in a congested urban area after a cold start)

1. INTRODUCTION

This Annex describes the procedure for the type I test defined in 5.2.1.1 of Annex I.

2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER

2.1. Description of the cycle

The operating cycle on the chassis dynamometer is that indicated in the following table and depicted in the graph in Appendix 1. The breakdown by operations is also given in the table in the said Appendix.

2.2. General conditions under which the cycle is carried out

Preliminary testing cycles must be carried out if necessary to determine how best to actuate the accelerator and brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed limits.

2.3. Use of the gearbox

2.3.1. If the maximum speed which can be attained in first gear is below 15 km/h, the second, third and fourth gears are used. The second, third and fourth gears may also be used when the driving instructions recommend starting in second gear on level ground, or when first gear is therein defined as a gear reserved for cross-country driving, crawling or towing.

2.3.2. Vehicles equipped with semi-automatic-shift gearboxes are tested by using the gears normally employed for driving, and the gear shift is used in accordance with the manufacturer's instructions.

2.3.3. Vehicles equipped with automatic-shift gearboxes are tested with the highest gear (Drive) engaged. The accelerator must be used in such a way as to obtain the steadiest acceleration possible, enabling the various gears to be engaged in the normal order. Furthermore, the gear-change points shown in Appendix 1 to this Annex do not apply; acceleration must continue throughout the period represented by the straight line connecting the end of each period of idling with the beginning of the next following period of steady speed. The tolerances given in 2.4 apply.

2.3.4. Vehicles equipped with an overdrive which the driver can actuate are tested with the overdrive out of action.

2.4. Tolerances

2.4.1. A tolerance of ± 1 km/h is allowed between the indicated speed and the theoretical speed during acceleration, during steady speed, and during deceleration when the vehicle's brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, only the requirements of 6.5.3 apply. Speed tolerances greater than those prescribed are accepted during phase changes provided that the tolerances are never exceeded for more than 0,5 s on any one occasion.

2.4.2. The time tolerances are ± 0,5 s. The above tolerances apply equally at the beginning and at the end of each gear-changing period [1].

Operating cycle on the chassis dynamometer

No of operation | Operation | Phase | Acceleration (m/s2) | Speed (km/h) | Duration of each | Cumulative time (s) | Gear to be used in the case of a manual gearbox |

Operation (s) | Phase (s) |

1 | Idling | 1 | 11 | 11 | 11 | 6 s PM + 5 s K1 [2] |

2 | Acceleration | 2 | 1,04 | 0 — 15 | 4 | 4 | 15 | 1 |

3 | Steady speed | 3 | | 15 | 8 | 8 | 23 | 1 |

4 | Deceleration | 4 | − 0,69 | 15 — 10 | 2 | 2 | 25 | 1 |

5 | Deceleration, clutch disengaged | − 0,92 | 10 — 0 | 3 | 3 | 28 | K1 [2] |

6 | Idling | 5 | | | 21 | 21 | 49 | 16 s PM + 5 s K1 [2] |

7 | Acceleration | 6 | 0,83 | 0 — 15 | 5 | 12 | 54 | 1 |

8 | Gear change | | | 2 | 56 | |

9 | Acceleration | 0,94 | 15 — 32 | 5 | 61 | 2 |

10 | Steady speed | 7 | | 32 | 24 | 24 | 85 | 2 |

11 | Deceleration | 8 | − 0,75 | 32 — 10 | 8 | 11 | 93 | 2 |

12 | Deceleration, clutch disengaged | − 0,92 | 10 — 0 | 3 | 96 | K2 [2] |

13 | Idling | 9 | | | 21 | 21 | 117 | 16 s PM + 5 s K1 [2] |

14 | Acceleration | 10 | 0,83 | 0 — 15 | 5 | 26 | 122 | 1 |

15 | Gear change | | | 2 | 124 | |

16 | Acceleration | 0,62 | 15 — 35 | 9 | 133 | 2 |

17 | Gear change | | | 2 | 135 | |

18 | Acceleration | 0,52 | 35 — 50 | 8 | 143 | 3 |

19 | Steady speed | 11 | | 50 | 12 | 12 | 155 | 3 |

20 | Deceleration | 12 | − 0,52 | 50 — 35 | 8 | 8 | 163 | 3 |

21 | Steady speed | 13 | | 35 | 13 | 13 | 176 | 3 |

22 | Gear change | 14 | | | 2 | 12 | 178 | |

23 | Deceleration | − 0,86 | 32 — 10 | 7 | 185 | 2 |

24 | Deceleration, clutch disengaged | − 0,92 | 10 — 0 | 3 | 188 | K2 [2] |

25 | Idling | 15 | | | 7 | 7 | 195 | 7 s PM [2] |

2.4.3. The speed and time tolerances are combined as indicated in Appendix 1 to this Annex.

3. VEHICLE AND FUEL

3.1. Test vehicle

3.1.1. The vehicle must be presented in good mechanical condition. It must have been run-in and driven at least 3000 km before the test.

3.1.2. The exhaust device must not exhibit any leak likely to reduce the quantity of gas collected, which quantity must be that emerging from the engine.

3.1.3. The tightness of the intake system may be checked to ensure that carburation is not affected by an accidental intake of air.

3.1.4. The settings of the engine and of the vehicle's controls must be those prescribed by the manufacturer. This requirement also applies, in particular, to the settings for idling (rotation speed and carbon monoxide content of the exhaust gases), for the cold start device and for the exhaust gas pollutant emission control system.

3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted, if necessary, with a device to permit the measurement of the characteristic parameters necessary for chassis dynamometer setting, in conformity with 4.1.1.

3.1.6. The technical service may verify that the vehicle's performance conforms to that stated by the manufacturer, that it can be used for normal driving and, more particularly, that it is capable of starting when cold and when hot.

3.1.7. A vehicle equipped with a catalytic converter must be tested with the catalyst fitted, if the vehicle manufacturer states that the vehicle so equipped and supplied with fuel having a lead content of up to 0,4 grams per litre is capable of complying with the requirements of this Directive for the catalyst life as defined by the vehicle manufacturer.

3.2. Fuel

The appropriate reference fuel as defined in Annex VI must be used for testing.

4. TEST EQUIPMENT

4.1. Chassis dynamometer

4.1.1. The dynamometer must be capable of simulating road load within one of the following classifications:

- dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed load curve shape,

- dynamometer with adjustable load curve, i.e. a dynamometer with at least two road load parameters that can be adjusted to shape the load curve.

4.1.2. The setting of the dynamometer must not be affected by the lapse of time. It must not produce any vibrations perceptible to the vehicle and likely to impair the vehicle's normal operations.

4.1.3. It must be equipped with means to simulate inertia and load. These simulators are connected to the front roller in the case of a two-roller dynamometer.

4.1.4. Accuracy

4.1.4.1. It must be possible to measure and read the indicated load to an accuracy of ± 5 %.

4.1.4.2. In the case of a dynamometer with a fixed load curve the accuracy of the load setting at 50 km/h must be ± 5 %. In the case of a dynamometer with adjustable load curve, the accuracy of matching dynamometer load to road load must be 5 % at 30, 40, and 50 km/h and 10 % at 20 km/h. Below this, dynamometer absorption must be positive.

4.1.4.3. The total inertia of the rotating parts (including the simulated inertia where applicable) must be known and must be within ± 20 kg of the inertia class for the test.

4.1.4.4. The speed of the vehicle must be measured by the speed of rotation of the roller (the front roller in the case of a two roller dynamometer). It must be measured with an accuracy of ± 1 km/h at speeds above 10 km/h.

4.1.5. Load and inertia setting

4.1.5.1. Dynamometer with fixed load curve: the load simulator must be adjusted to absorb the power exerted on the driving wheels at a steady speed of 50 km/h. The means by which this load is determined and set are described in Appendix 3.

4.1.5.2. Dynamometer with adjustable load curve: the load simulator must be adjusted in order to absorb the power exerted on the driving wheels at steady speeds of 20, 30, 40 and 50 km/h. The means by which these loads are determined and set are described in Appendix 3.

4.1.5.3. Inertia

Dynamometers with electrical inertia simulation must be demonstrated to be equivalent to mechanical inertia systems. The means by which equivalence is established is described in Appendix 4.

4.2. Exhaust gas-sampling system

4.2.1. The exhaust gas-sampling system is designed to enable the measurements of the true mass emission of pollutants by the vehicle exhaust. The system to be used is the constant volume sampler (CVS) system. This requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions. In the constant volume sampler concept of measuring mass emissions, two conditions must be satisfied, the total volume of the mixture of exhaust and dilution air must be measured and a continuously proportional sample of the volume must be collected for analysis. Mass emissions are determined from the sample concentrations corrected for the pollutant content of the ambient air, and totalized flow over the test period.

4.2.2. The flow through the system must be sufficient to eliminate water condensation at all conditions which may occur during a test, as defined in Appendix 5.

4.2.3. Figure 1 gives a schematic diagram of the general concept. Appendix 5 gives examples of three types of constant volume sampler system which satisfy the requirements set out in this Annex.

4.2.4. The gas and air mixture must be homogeneous at point S2 of the sampling probe.

4.2.5. The probe must extract a true sample of the diluted exhaust gases.

4.2.6. The system must be free of gas leaks. The design and materials must be such that the system does not influence the pollutant concentration in the diluted exhaust gas. Should any component (heat exchanger, blower, etc.) change the concentration of any pollutant gas in the diluted gas, the sampling for that pollutant must be carried out before that component if the problem cannot be corrected.

4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes must be connected as near as possible to the vehicle.

4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must remain within ± 1,25 kPa of the static pressure variations measured during the dynamometer driving cycle with no connection to the tailpipe(s). Sampling systems capable of maintaining the static pressure to within ± 0,25 kPa are used if a written request from a manufacturer to the competent authority issuing the approval substantiates the need for the narrower tolerance. The back-pressure must be measured in the exhaust pipe, as near as possible to its end or in an extension having the same diameter.

+++++ TIFF +++++

Diagram of exhaust-gas sampling system

4.2.9. The various valves used to direct the exhaust gases must be of a quick-adjustment, quick-acting type.

4.2.10. The gas samples are collected in sample bags of adequate capacity. These bags must be made of such materials as will not change the pollutant gas by more than ± 2 % after 20 minutes of storage.

4.3. Analytical equipment

4.3.1. Requirements

4.3.1.1. Pollutant gases must be analyzed with the following instruments:

Carbon monoxide (CO) and carbon dioxide (CO2) analysis:

The carbon monoxide and carbon dioxide analyzers must be of the non-dispersive infra-red (NDIR) absorption type.

Hydrocarbons (HC) analysis — spark-ignition engines:

The hydrocarbons analyzer must be of the flame ionization (FID) type calibrated with propane gas expressed equivalent to carbon atoms (C1).

Hydrocarbons (HC) analysis — compression-ignition engines:

The hydrocarbons analyzer must be of the flame ionization type with detector, valves, pipework, etc. heated to 190 ± 10 °C (HFID). It must be calibrated with propane gas expressed equivalent to carbon atoms (C1).

Nitrogen oxide (NOx) analysis:

The nitrogen oxide analyzer must be either of the chemiluminescent (CLA) or of the non-dispensive ultra-violet resonance absorption (NDUVR) type, both with an NOx — NO converter.

4.3.1.2. Accuracy

The analyzers must have a measuring range compatible with the accuracy required to measure the concentrations of the exhaust gas sample pollutants.

Measurement error must not exceed ± 3 %, disregarding the true value of the calibration gases.

For concentrations of less than 100 ppm the measurement error must not exceed ± 3 ppm. The ambient air sample must be measured on the same analyzer and range as the corresponding diluted exhaust sample.

4.3.1.3. Ice-trap

No gas drying device must be used before the analyzers unless shown to have no effect on the pollutant content of the gas stream.

4.3.2. Particular requirements for compression-ignition engines

A heated sample line for a continuous HC-analysis with the flame ionization detector (HFID), including recorder (R) must be used. The average concentration of the measured hydrocarbons must be determined by integration. Throughout the test, the temperature of the heated sample line must be controlled at 190 ± 10 °C. The heated sampling line must be fitted with a heated filter (FH) 99 % efficient with particle ≥ 0,3 μm to extract any solid particles from the continuous flow of gas required for analysis. The sampling system response time (from the probe to the analyzer inlet) must be no more than four seconds.

The HFID must be used with a constant flow (heat exchanger) system to ensure a representative sample, unless compensation for varying CFV or CFO flows is made.

4.3.3. Calibration

Each analyzer must be calibrated as often as necessary and in any case in the month before type-approval testing and at least once every six months for verifying conformity of production. The calibration method to be used is described in Appendix 6 for the analyzers referred to in 4.3.1.

4.4. Volume measurement

4.4.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler must be such that measurement is accurate to ± 2 %.

4.4.2. Constant volume sampler calibration

The constant volume sampler system volume measurement device must be calibrated by a method sufficient to ensure the prescribed accuracy and at a frequency sufficient to maintain such accuracy.

An example of a calibration procedure which will give the required accuracy is given in Appendix 6. The method utilizes a flow metering device which is dynamic and suitable for the high flow-rate encountered in constant volume sampler testing. The device must be of certified accuracy in conformity with an approved national or international standard.

4.5. Gases

4.5.1. Pure gases

The following pure gases must be available, if necessary, for calibration and operation:

- purified nitrogen (purity ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO),

- purified synthetic air (purity ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 % vol,

- purified oxygen (purity ≤ 99,5 % vol O2),

- purified hydrogen (and mixture containing hydrogen) (purity ≤ 1 ppm C, ≤ 400 ppm CO2).

4.5.2. Calibration and span gases

Gases having the following chemical compositions must be available: mixtures of:

- C3H8 and purified synthetic air (4.5.1),

- CO and purified nitrogen,

- CO2 and purified nitrogen,

- NO and purified nitrogen.

(The amount of NO2 contained in this calibration gas must not exceed 5 % of the NO content.)

The true concentration of a calibration gas must be within ± 2 % of the stated figure.

The concentrations specified in Appendix 6 may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentrations of the diluted calibration gases may be determined to within ± 2 %.

4.6. Additional equipment

4.6.1. Temperatures

The temperatures indicated in Appendix 8 are measured with an accuracy of ± 1,5 °C.

4.6.2. Pressure

The atmospheric pressure must be measurable to within ± 0,1 kPa.

4.6.3. Absolute humidity

The absolute humidity (H) must be measurable to within ± 5 %.

4.7. The exhaust gas-sampling system must be verified by the method described in 3 of Appendix 7. The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 %.

5. PREPARING THE TEST

5.1. Adjustment of inertia simulators to the vehicle's translatory inertias

An inertia simulator is used enabling a total inertia of the rotating masses to be obtained proportional to the reference mass within the following limits:

Reference mass of vehicle RW (kg) | Equivalent inertias I (kg) |

| | |

| RW ≤ | 750 | 680 |

750 < | RW ≤ | 850 | 800 |

850 < | RW ≤ | 1020 | 910 |

1020 < | RW ≤ | 1250 | 1130 |

1250 < | RW ≤ | 1470 | 1360 |

1470 < | RW ≤ | 1700 | 1590 |

1700 < | RW ≤ | 1930 | 1810 |

1930 < | RW ≤ | 2150 | 2040 |

2150 < | RW ≤ | 2380 | 2270 |

2380 < | RW ≤ | 2610 | 2270 |

2610 < | RW | | 2270 |

5.2. Setting of dynamometer

The load is adjusted according to methods described in 4.1.4.

The method used and the values obtained (equivalent inertia — characteristic adjustment parameter) must be recorded in the test report.

5.3. Conditioning of vehicle

5.3.1. Before the test, the vehicle must be kept in a room in which the temperature remains relatively constant between 20 and 30 °C. This conditioning must be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 °C of the temperature of the room.

If the manufacturer so requests, the test must be carried out not later than 30 hours after the vehicle has been run at its normal temperature.

5.3.2. The tyre pressures must be the same as that specified by the manufacturer and used for the preliminary road test for brake adjustment. The tyre pressures may be increased by up to 50 % from the manufacturer's recommended setting in the case of a two-roller dynamometer. The actual pressure used must be recorded in the test report.

6. PROCEDURE FOR BENCH TESTS

6.1. Special conditions for carrying out the cycle

6.1.1. During the test, the test cell temperature must be between 20 and 30 °C. The absolute humidity (H) of either the air in the test cell or the intake air of the engine must be such that:

5,5 ≤ H ≤ 12,2 g H

O/kg

dry air

6.1.2. The vehicle must be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel.

6.1.3. The test must be carried out with the bonnet raised unless this is technically impossible. An auxiliary ventilating device acting on the radiator (water-cooling) or on the air intake (air-cooling) may be used if necessary to keep the engine temperature normal.

6.1.4. During the test the speed is recorded against time so that the correctness of the cycles performed can be assessed.

6.2. Starting-up the engine

6.2.1. The engine must be started up by means of the devices provided for this purpose according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles.

6.2.2. The engine must be kept idling for a period of 40 seconds. The first cycle must begin at the end of the aforesaid period of 40 seconds at idle.

6.3. Idling

6.3.1. Manual-shift or semi-automatic gearbox

6.3.1.1. During periods of idling the clutch must be engaged and the gears in neutral.

6.3.1.2. To enable the accelerations to be performed according to the normal cycle the vehicle must be placed in first gear, with the clutch disengaged, five seconds before the acceleration following the idling period considered.

6.3.1.3. The first idling period at the beginning of the cycle consists of six seconds of idling in neutral with the clutch engaged and five seconds in first gear with the clutch disengaged.

6.3.1.4. For the idling periods during each cycle the corresponding times are 16 seconds in neutral and five seconds in first gear with the clutch disengaged.

6.3.1.5. The idling period between two successive cycles comprises 13 seconds in neutral with the clutch engaged.

6.3.2. Automatic-shift gearbox

After initial engagement the selector must not be operated at any time during the test except as in the case specified in 6.4.3.

6.4. Accelerations

6.4.1. Accelerations must be so performed that the rate of acceleration is as constant as possible throughout the phase.

6.4.2. If an acceleration cannot be carried out in the prescribed time, the extra time required is, if possible, deducted from the time allowed for changing gear, but otherwise from the subsequent steady-speed period.

6.4.3. Automatic-shift gearboxes

If an acceleration cannot be carried out in the prescribed time, the gear selector is operated in accordance with requirements for manual-shift gearboxes.

6.5. Deceleration

6.5.1. All decelerations are effected by removing the foot completely from the accelerator, the clutch remaining engaged. The clutch is disengaged, without use of the gear lever, at a speed of 10 km/h.

6.5.2. If the period of deceleration is longer than that prescribed for the corresponding phase, the vehicle's brakes are used to enable the timing of the cycle to be complied with.

6.5.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the theoretical cycle is restored by constant speed or idling period merging into the following operation.

6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers) the gears are placed in neutral and the clutch engaged.

6.6. Steady speeds

6.6.1. Pumping or the closing of the throttle must be avoided when passing from acceleration to the following steady speed.

6.6.2. Periods of constant speed are achieved by keeping the accelerator position fixed.

7. PROCEDURE FOR SAMPLING AND ANALYSIS

7.1. Sampling

Sampling begins at the beginning of the test cycle as defined in 6.2.2 and ends at the end of the idling period after the fourth cycle.

7.2. Analysis

7.2.1. The exhaust gases contained in the bag must be analyzed as soon as possible and in any event not later than 20 minutes after the end of the test cycle.

7.2.2. Prior to each sample analysis the analyzer range to be used for each pollutant must be set to zero with the appropriate zero gas.

7.2.3. The analyzers are then set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 % of the range.

7.2.4. The analyzers' zeros are then rechecked. If the reading differs by more than 2 % of range from that set in 7.2.2, the procedure is repeated.

7.2.5. The samples are then analyzed.

7.2.6. After the analysis, zero and span points are rechecked using the same gases. If these rechecks are within 2 % of those in 7.2.3, the analysis is considered acceptable.

7.2.7. At all points in this section the flow-rates and pressures of the various gases must be the same as those used during calibration of the analyzers.

7.2.8. The figure adopted for the content of the gases in each of the pollutants measured is that read off after stabilization on the measuring device. Hydrocarbon mass emissions of compression-ignition engines are calculated from the integrated HFID reading, corrected for varying flow if necessary as shown in Appendix 5.

8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS EMITTED

8.1. The volume considered

The volume to be considered must be corrected to conform to the conditions of 101,33 kPa and 273,2 K.

8.2. Total mass of gaseous pollutants emitted

The mass M of each pollutant emitted by the vehicle during the test is determined by obtaining the product of the voluminal concentration and the volume of the gas in question, with due regard for the following densities at the abovementioned reference condition:

- in the case of carbon monoxide (CO) d = 1,25 grams per litre,

- in the case of hydrocarbons (CH1,85) d = 0,619 grams per litre,

- in the case of nitrogen oxides (NO2) d = 2,05 grams per litre.

Appendix 8 gives calculations relative to the various methods, followed by examples, to determine the quantity of gaseous pollutants emitted.

[1] It should be noted that the time of two seconds allowed includes the time for changing gear and, if necessary, a certain amount of latitude to catch up with the cycle.

[2] PM = gearbox in neutral, clutch engaged.K1, K2 = first or second gear engaged, clutch disengaged.

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ANNEX IV

TYPE II TEST

(Carbon monoxide emission test at idling speed)

1. INTRODUCTION

This Annex describes the procedure for the type II test defined in 5.2.1.2 of Annex I.

2. CONDITIONS OF MEASUREMENT

2.1. The fuel must be the reference fuel, specifications for which are given in Annex VI.

2.2. The type II test must be carried out immediately after the fourth operating cycle of the type I test, with the engine at idling speed, the cold-start device not being used. Immediately before each measurement of the carbon-monoxide content, a type I test operating cycle as described in Annex 2.1 of Annex III must be carried out.

2.3. In the case of vehicles with manually-operated or semi-automatic-shift gearboxes the test must be carried out with the gear lever in the neutral position and with the clutch engaged.

2.4. In the case of vehicles with automatic-shift gear-boxes the test is carried out with the gear selector in either the neutral or the parking position.

2.5. Components for adjusting the idling speed

2.5.1. Definition

For the purposes of this Directive, components for adjusting the idling speed means controls for changing the idling conditions of the engine which may be easily operated by a mechanic using only the tools described in 2.5.1.1. In particular, devices for calibrating fuel and air flows are not considered as adjustment components if their setting requires the removal of the set-stops, an operation which cannot normally be performed except by a professional mechanic.

2.5.1.1. Tools which may be used to control components for adjusting the idling speed: screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable), pliers, Allen keys.

2.5.2. Determination of measurement points

2.5.2.1. A measurement at the setting used for the type I test is performed first.

2.5.2.2. For each adjustment component with a continuous variation, a sufficient number of characteristic positions are determined.

2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases must be carried out for all the possible positions of the adjustment components, but for components with a continuous variation only the positions defined in 2.5.2.2 are adopted.

2.5.2.4. The type II test is considered satisfactory if at least one of the two following conditions is met:

2.5.2.4.1. none of the values measured in accordance with 2.5.2.3 exceeds the limit values;

2.5.2.4.2. the maximum content obtained by continuously varying one of the adjustment components while the other components are kept stable does not exceed the limit value, this condition being met for the various combinations of adjustment components other than the one which was varied continuously.

2.5.2.5. The possible positions of the adjustment components are limited:

2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest idling speed which the engine can reach; the speed recommended by the manufacturer, minus 100 revolutions per minute;

2.5.2.5.2. on the other hand, by the smallest of the following three values: the highest speed the engine can attain by activation of the idling speed components; the speed recommended by the manufacturer, plus 250 revolutions per minute; the cut-in speed of automatic clutches.

2.5.2.6. In addition, settings incompatible with correct running of the engine must not be adopted as measurement settings, In particular, when the engine is equipped with several carburettors all the carburettors must have the same setting.

3. SAMPLING OF GASES

3.1. The sampling probe is placed in the pipe connecting the exhaust with the sampling bag and as close as possible to the exhaust.

3.2. The concentration in CO (CCO) and CO2 (CCO2) is determined from the measuring instrument readings or recordings, by use of appropriate calibration curves.

3.3. The corrected concentration for carbon monoxide regarding four-stroke engines is:

C

corr = C

C

+ C

CO2 (% vol)

3.4. The concentration in CCO (see 3.2) measured according to the formulae contained in 3.3 need not be corrected if the total of the concentrations measured (CCO + CCO2) is at least 15 for four-stroke engines.

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ANNEX V

TYPE III TEST

(Verifying emissions of crankcase gases)

1. INTRODUCTION

This Annex describes the procedure for the type III test defined in 5.2.1.3 of Annex I.

2. GENERAL PROVISIONS

2.1. Test III is carried out on the vehicle with gasoline-fuelled engine subjected to the type I and the type II test.

2.2. The engines tested must include leak-proof engines other than those so designed that even a slight leak may cause unacceptable operating faults (such as flat-twin engines).

3. TEST CONDITIONS

3.1. Idling must be regulated in conformity with the manufacturer's recommendations.

3.2. The measurements are performed in the following three sets of conditions of engine operation:

Condition No | Vehicle speed (km/h) |

1 | Idling |

2 | 50 ± 2 |

3 | 50 ± 2 |

Condition No | Power absorbed by brake |

1 | Nil |

2 | That corresponding to the settings for type I tests |

3 | That for conditions No 2, multiplied by a factor of 1,7 |

4. TEST METHOD

4.1. For the operation conditions as listed in 3.2 reliable function of the crankcase ventilation system must be checked.

5. METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION SYSTEM

5.1. The engine's apertures must be left as found.

5.2. The pressure in the crankcase is measured at an appropriate location. It is measured at the dipstick hole with an inclined-tube manometer.

5.3. The vehicle is deemed satisfactory if, in every condition of measurement defined in 3.2, the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement.

5.4. For the test by the method described above, the pressure in the intake manifold is measured to within ± 1 kPa.

5.5. The vehicle speed as indicated at the dynamometer is measured to within ± 2 km/h.

5.6. The pressure measured in the crankcase is measured to within ± 0,01 kPa.

5.7. If in one of the conditions of measurement defined in 3.2 the pressure measured in the crankcase exceeds the atmospheric pressure, an additional test as defined in 6 is performed if so requested by the manufacturer.

6. ADDITIONAL TEST METHOD

6.1. The engine's apertures must be left as found.

6.2. A flexible bag impervious to crankcase gases and having a capacity of approximately five litres is connected to the dipstick hole. The bag must be empty before each measurement.

6.3. The bag must be closed before each measurement. It must be opened to the crankcase for five minutes for each condition of measurement prescribed in 3.2.

6.4. The vehicle is deemed satisfactory if in every condition of measurement defined in 3.2 no visible inflation of the bag occurs.

6.5. Remark

6.5.1. If the structural layout of the engine is such that the test cannot be performed by the methods described in 6 above, the measurements must be effected by that method modified as follows:

6.5.2. before the test, all apertures other than that required for the recovery of the gases are closed;

6.5.3. the bag is placed on a suitable take-off which does not introduce any additional loss of pressure and is installed on the recycling circuit of the device directly at the engine-connection aperture.

+++++ TIFF +++++

TYPE III TEST

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ANNEX VI

SPECIFICATIONS OF REFERENCE FUELS

1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED TESTING VEHICLES EQUIPPED WITH A GASOLINE-FUELLED ENGINE

CEC reference fuel RF-01-A-80

Type: Premium gasoline, leaded

| Limits and units | ASTM method |

Research octane number | Min. 98,0 | 2699 |

Density at 15 °C | Min. 0,741 kg/litre | 1298 |

Max. 0,755 |

Reid vapour pressure | Min. 0,56 bar | 323 |

Max. 0,64 |

Distillation | | 86 |

Initial boiling point | Min. 24 °C |

Max. 40 |

10 % vol point | Min. 42 |

Max. 58 |

50 % vol point | Min. 90 |

Max. 110 |

90 % vol point | Min. 150 |

Max. 170 |

Final boiling point | Min. 185 |

Max. 205 |

Residue | Max. 2 % vol |

Hydrocarbon analysis | | 1319 |

Olefins | Max. 20 % vol |

Aromatics | Max. 45 |

Saturates | Balance |

Oxidation stability | Min. 480 minutes | 525 |

Existent gum | Max. 4 mg/100 ml | 381 |

Sulphur content | Max. 0,04 % mass | 1266, 2622 or 2785 |

Lead content | Min. 0,10 g/litre | 3341 |

Max. 0,40 g/litre |

Nature of ocavonger | Motor mix | |

Nature of lead alkyl | Not specified | |

2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED TESTING VEHICLES EQUIPPED WITH A DIESEL ENGINE

CEC reference fuel RF-03-A-80

Type: Diesel fuel

| Limits and units | ASTM method |

Density at 15 °C | Min. 0,835 | 1298 |

Max. 0,845 |

Cetane Index | Min. 51 | 976 |

Max. 57 |

Distillation [7] | | 86 |

50 % vol point | Min. 245 °C |

90 % vol point | Min. 320 |

Max. 340 |

Final boiling point | Max. 370 |

Viscosity, 40 °C | Min. 2,5 cSt (mm2/s) | 445 |

Max. 3,5 |

Sulphur content | Min. 0,20 % mass | 1266, 2622 or 2785 |

Max. 0,50 |

Flash point | Min. 55 °C | 93 |

Cold filter plugging point | Max. − 5 °C | CEN draft pr EN116 or IP309 |

Conradson carbon residue on 10 % dist. residue | Max. 0,30 % mass | 189 |

Ash content | Max. 0,01 % mass | 482 |

Water content | Max. 0,05 % mass | 95 or 1744 |

Copper corrosion, 100 °C | Max. 1 | 130 |

Neutralization (strong acid) number | Max. 0,20 mg KOH/g | 974 |

[1] Equivalent ISO methods will be adopted when issued for all properties listed above.

[2] The figures quoted show the total evaporated quantities (% recovered + % loss).

[3] The blonding of this fuel must involve use of only conventional European refinery components.

[4] The fuel may contain oxidation inhibitors and metal de-activators normally used to stabilize refinery gasoline streams, but detergent/dispersant additives and solvent oils must not be added.

[5] The values quoted in the specification are true values. In establishment of their limit values the terms of ASTM D 3244 Defining a basis for petroleum product quality disputes have been applied and in fixing a maximum value, a minimum difference of 2 R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4 R (R = reproducibility).Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a fuel should nevertheless aim at a zero value where the stipulated maximum value is 2 R and at the mean value in the case of quotations of maximum and minimum limits.Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specification, the terms of ASTM D 3244 should be applied.

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ANNEX VII

MODEL

+++++ TIFF +++++

+++++ TIFF +++++

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