Proposal for a COUNCIL REGULATION ( EEC ) ON THE MAXIMUM DESIGN SPEED, MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER OF TWO OR THREE-WHEEL MOTOR VEHICLES
Date: 1992-02-26
Institutions: European Commission
Subjects: approximation of laws, motor vehicle, single market, speed control, technical standard, two-wheeled vehicle

COMMISSION  OF  THE  EUROPEAN  COMVttJNITIES 

C0M(91) 497  final - SYN 371 

Brussels, 26 February 1992 

Proposal  for a 

COUNCIL REGULATION (EEC) 

ON 

THE MAXIMUM DESIGN SPEED, MAXIMUM TORQUE 

AND MAXIMUM NET ENGINE POWER 

OF TWO OR THREE-WHEEL MOTOR VEHICLES 

(presented by the Commission) 

-  2 -

EXPLANATORY  MEMORANDUM 

This  proposal  relates  to the maximum  design  speed  of  two or  three-wheel  motor 

vehicles  (measurement  method) and  the  the maximum  torque  (measurement  method) 

and maximum  net  engine  power  (permissible  limit  value  and measurement  method) of 

said  vehicles.  It forms part  of  the approval  procedure  for  said  vehicles 

covered  by  a proposal  for  a regulation  (framework  regulation) sent  by  the 

Commission  to the Council  on  3 April  1991. 

These  are  requirements  concerning  the methods of measuring  those  characteristics 

of  the vehicles  concerned  which,  together  with  the other  factors  and 

characteristics provided  for  in Annex  1 to the proposal  for  the  framework 

regulation,  are  requirements  which  must  be met  if those  vehicles  are  to be 

approved  and  placed  on  the Community  market.  Moreover,  for  reasons of  safety, 

the net  engine  power  of  all  two or  three-wheel  vehicles  has been  restricted  to 

74  kW. 

In drawing  up  this proposal  the Commission  has widely  drawn  upon  the 

requirements  adopted  in this area  by  the United  Nations  Economic  Commission  for 

Europe  in  its Regulation  68, the draft  amendments  to  ISO standards  Nos 4106, 

4164, 7116 and 7117 and  Directive  80/1269/EEC on  the method  of measuring  the 

maximum  engine  power  of motor  vehicles  having  four or more wheels. 

It should  be stressed  that  the method  of measuring  maximum  design  speed  is 

particularly  important  in classifying  said  vehicles  as mopeds, motorcycles  and 

tricycles, where  the maximum  speed  parameter  is crucial. 

-  3 -

PROPOSAL 

FOR 

A COUNCIL  REGULATION  (EEC) 

ON 

THE MAXIMUM  DESIGN SPEED, MAXIMUM  TORQUE 

AND MAXIMUM  NET ENGINE  POWER 

OF TWO OR  THREE-WHEEL  MOTOR  VEHICLES 

THE COUNCIL OF THE  EUROPEAN  COMMUNITIES, 

Having  regard  to the Treaty  establishing  the European  Economic  Community, and  in 

particular  Article  100 A  thereof, 

Having  regard  to Regulation  (EEC) n*  .... of 

on  the  type approval  of 

two and  three-wheel  motor  vehicles^1), 

Having  regard  to the proposal  from  the Commission, 

In cooperation with  the European  Parliament, 

Having  regard  to the opinion of  the Economic  and  Social  Committee^2^, 

Whereas  it  is necessary  to adopt measures  intended  gradually  to  introduce  the 

internal  market  over  a period  expiring  on  31 December  1992; whereas  the  internal 

market  comprises an entity without  internal  frontiers within which  the  free 

movement  of goods, persons, services and  capital  is guaranteed; 

Whereas  the methods of measuring  the maximum  design  speed, maximum  torque and 

net engine power  of  two or  three-wheel  motor  vehicles differ  from one 

Member  State  to another-, whereas  those differences  raise barriers  to trade 

within  the Community; 

(1)  O.J. n* L 

(2) 

J.O. n' L 

-  4 -

Whereas  for  reasons of  safety  It has proved  necessary  to  limit  the maximum  net 

engine  power  of  said  vehicles, even where  no such measure  exist  in any other 

Member  State; 

Whereas  the barriers  to the establishment  and operation  of  the  internal  market 

may  be  removed  if the same  requirements  are  adopted  by  a I I Member  States  in 

place of  their  national  regulations; 

Whereas  the establishment  of  harmonized  requirements  for  the maximum  design 

speed, maximum  torque and maximum  net  engine power  of  two or  three-wheel  motor 

vehicles  is necessary  in order  to permit  the  implementation,  for  each  type of 

said  vehicle, of  the  type approval  and  component  type approval  procedures 

covered  by  the EEC regulation; 

HAS ADOPTED THIS REGULATION  : 

Article 1 

This  regulation  shall  apply  to the methods of measuring  the maximum  design  speed 

and maximum  engine  torque, and  the  limit  to and method  of measuring  the net 

maximum  engine  power  of  all  of  the  types of  vehicle  defined  in Article  1 of 

Council  Regulation  (EEC) No  ...  , of 

on  the  type approval  of  two or 

three-wheel  motor  vehicles. 

Article  2 

The procedure governing  the granting of  component  type approval  In respect  of 

the maximum  design  speed  and maximum  engine  torque  (measuring method),  and  also 

of  the maximum  net engine power  (maximum  permissible  limit  and measuring  method) 

of  a type of  two or  three-wheel  motor  vehicle  and  the conditions  attached  to the 

free movement  of  any  such  vehicles  shall  be  those  laid down  in 

Regulation  (EEC) No 

-  5 -

Article  3 

Any  changes needed  for  the purposes of  adaptation  of  the  annexes  I and  II to 

technical  progress  shall  be adopted  in accordance with  the  following  procedure : 

A committee  of  an advisory  nature  shall  be set  up  for  the adaptation  to 

technical  progress of  the  regulations  concerning  the  two or  three-wheel  vehicle 

sector, hereinafter  referred  to as  the  "Committee", which  shall  comprise 

representatives of  the Member  States  and  be chaired  by  a representative of  the 

Commission. 

In all  cases where  reference  is made  to the procedure  set  out  in this article, 

the matter  shall  be  laid  before  the Committee  by  its chairman,  either  on  his own 

account  or  at  the  request  of  a representative of  a Member  State. The 

representative of  the Commission  shall  submit  to the Committee  a draft  of 

measures  to be  taken. The Committee  shall  deliver  its opinion  on  the draft 

within  a time  limit which  the chairman may  lay down  according  to  the urgency of 

the matter,  if necessary  by  taking  a vote. 

The opinion  shall  be  recorded  in the minutes;  in addition,  each  Member  State 

shall  have  the  right  to ask  to have  its position  recorded  in the minutes. 

The Commission  shall  take  the utmost  account  of  the opinion  delivered  by  the 

Committee.  It shall  inform  the Committee  of  the manner  in which  its opinion  has 

been  taken  into account. 

This  regulation  shall  enter  into  force on  1 January  1993. 

Art icle 4 

This  regulation  is binding  in  its entirety  and 

directly  applicable  in ail  of  the Member  States. 

Done  at Brussels, 

For  the CounciI. 

- 6 -

LIST OF ANNEXES 

ANNEX  I: 

Requirements concerning the method of Measuring the maximum design 

speed. 

Appendix  1: Procedure for defining the correction coefficient  relating to 

the annular  speed test circuit. 

Appendix 2: Information document concerning the essential  characteristics 

of the type of vehicle that affect  its maximum design speed. 

Appendix  3: Component  type approval  certificate  in respect of the maximum 

design speed of a type of two or three-wheel motor vehicle.. 

ANNEX  II:  Requirements relating to the maximum permissible power and methods 

» 

of measuring the maximum  torque and maximum not power of the engine 

Appendix  1: Determination of the maximum  torque and maximum net power of 

spark-Ignition engines for mopeds. 

•Sub-Appendix 1: 

Information document concerning the essential 

characteristics of the engine type that affect  Its 
maximum torque and maximum net power. 

•Sub-Appendix 2:  Component  type approval  certificate  in respect of 

the maximum torque and maximum net engine power of a 

type of moped. 

Appendix  2: Determination of maximum torque and maximum net power of 

spark-Ignition engines for motorcycles and tricycles. 

-  7  -

•Sub-Appendix 1 

Measurement  of maxHnum  torque  and maximum  net  engine 

power  by means of  the engine-temperature  method. 

•Sub-Appendix 2: 

Information  document  concerning  the  essential 

characteristics of  the engine  type  that  affect  its 

maximum  torque  and maximum  net  power  output. 

•Sub-Appendix  3: 

Component  type approval  certificate concerning  the 

maximum  torque and maximum  net  engine  power  of a 

type of motorcycle or  tricycle. 

Appendix  3: Determination of  the maximum  torque  and maximum  net  power  of 

compress Ion-ignition engines  fitted  to two or  three-wheel 

vehicles. 

•Sub-Appendix 1 

Information  document  concerning  the  essential 

characteristics of  the engine  type  that  affect  its 

maximum  torque and maximum  net  power  output. 

•Sub-Appendix  2 

Component  type approval  certificate concerning  the 

maximum  torque and  the maximum  net  engine  power  of a 

type of  two or  three-wheel  motor  vehicle. 

1. 

1.1. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

3. 

3.1. 

3.1.1. 

3.1.2. 

3.1.3. 

-  8  -

ANNEX I 

REQUIREMENTS RELATING TO THE METHOD OF MEASURING 
MAXIMUM  DESIGN  SPEED 

Requirements 

The maximum  design  speed of  the vehicle shall  be measured  in 
accordance with  the requirements set out  below. 

Preparation of  the vehicle. 

The vehicle shall  be clean and only  those accessories  that  are 
needed  to enable  the vehicle  to undergo  the test  shall  be  in 
operation. 

The  fuel-supply and  the  Ignition settings, the viscosity  of  the 
lubricants  for  the mechanical  parts  in motion, and  the  tyre 
pressures, shall  be as required  by  the manufacturer. 

The engine, transmission  and  tyres shall  have been  properly 
run-in  in accordance with  the manufacturers  requirements. 

Before  the test  all  parts of  the vehicle shall  be  in a  thermally 
stable  state, at  their normal  operating  temperature. 

The vehicle shall  be submitted  at  its mass  in running  order. 

The distribution of  the  loadings among  the wheels shall  be as 
intended  by  the manufacturer. 

Driver 

Uncabbed  vehicles 

The driver  shall  have a mass of 75 kg ±5  and be  1.75 m ±  0.05 
tall.  However,  in the case of mopeds these  tolerances  are 
reduced  to ±  2 and ± 0 . 02  respectively. 

The driver  shall  wear  an adjusted one-piece  suit  or  an  equivalent 
item or  clothing. 

He shall  be seated on  the driver's seat with  his feet  on  the 
pedals or  footrest  and  his arms normally extended. Where  vehicles 
achieve a maximum  speed of more than 120 km/h when  their  rider  is 
In a seated  position that  rider  shall  be so equipped and* 
positioned  as recommended  by  the manufacturer. 
However, that  position shall  enable the driver  continuously  to 
control  the vehicle during  the test.  The driving  position shall 
be  the same  throughout  the test  and a description of  that 
position  shall  be given  in the test  report or be  replaced  by 
photographs. 

3.2. 

3.2.1 

4. 

4.1. 

4.1.1 

4.1.2 

4.1.3 

4.2. 

- 9 -

Cabbed vehicles 

The driver shall have a mass of 75 kg ± 5.  However, in the case 
of mopeds, this tolerance  is reduced to ± 2. 

Characteristics of the test track 

The tests shall be carried out on a road: 

which allows the maximum speed to be maintained along a 
measurement base as defined  in Item 4.2. The acceleration track 
preceding the measuring base shall be of the same type (surface 
and longitudinal profile) and be sufficiently  long in order to 
enable the vehicle's maximum speed to be reached; 

that is clean, smooth, dry, asphalted or surfaced  in an 
equivalent manner; 

having a longitudinal gradient of not more than 1% and a degree 
of banking of not more than 3 X. The variation  in altitude 
between any two points on the test base shall not exceed 1 m. 

The possible configurations for the measuring base are 
illustrated  in Items 4.2.1, 4.2.2 and 4.2.3. 

4.2.1 

Type 1 

L  >  200m 

4.2.2 

Type 2 

L<20m 

~ ~— 

-L  < 2 0m 

>  50m 

4.2.3 

Type 3 

L 

\ 

200 

^  200 

4.2.3.1. 

4.2.3.2. 

4.2.3.3. 

4.3. 

- 10 -

The  two measuring bases L shall  be equal  in  length and virtually 
parallel  to each other; 

If both measuring bases L are curvilinear  in shape  despite  the 
requirements of  Item 4.1.3.,  the effects of  centrifugal  force 
shall  be compensated  for  by  the cross section of  the bends; 

Instead of  the two bases L, see  Item 4.2.3.1.,  the measuring  base 
may  coincide with  the overall  length of  the annular  test  track. 
In this case  the minimum  radius of  the bends shall  be 200 m and 
the effects of centrifugal  force shall  be compensated  for  by  the 
cross section of  the bends. 

Length  L of  the measuring  base shall  be selected  in conjunction 
with  the accuracy of  the equipment  and  the methods used  to 
measure  testing  time t  in such a way  that  the value  for  the 
actual  speed  can be plotted  to within ±1X.  If the measuring 
equipment  is of  the manual  type  length L of  the measuring  base 
shall  not  be  less than 500 m.  If a type-2 measuring base  has 
been selected  it will  be necessary  to use electronic measuring 
equipment  in order  to determine  time  t. 

5. 

Atmospheric conditions 

6. 

6.1. 

6.2. 

6.3. 

6.3.1. 

-  atmospheric pressure:  97 ±6 kPa 
-  temperature:  between  278 and  303 K 
-  relative humidity:  50 to 905X 
-  maximum windspeed:  3 m/s. 

Test  procedure 

The gear  ratio used  during  the  test  shall  be  that  enabling  the 
vehicle  to reach  its maximum  speed on  level  ground.  The  throttle 
control  shall  be kept  fully open and  the enrichment  devices shall 
be  inoperative. 

Drivers of uncabbed  vehicles shall maintain  their  driving 
position as defined  in Item  3.1.3. 

The vehicle shall  arrive at  the measuring base at  a constant 
speed.  Type  1 and Type 2 bases shall  be travelled  along  in both 
directions  in succession. 

Testing  in a single direction may be accepted  on a Type-2 
measuring base  if, owing  to the characteristics of  the circuit, 
it  is not  possible  to reach  the maximum  speed of  the vehicle  in 
both  directions. 
In this case: 

6.3.1.1. 

The  test  run shall  be repeated  five times  in  immediate 
succession; 

6.3.1.2. 

The speed of  the axial  wind  component  shall  not  exceed  2 m/s; 

- 11 -

6.4. 

6.4.1. 

6.5. 

6.6. 

Both bases "L" on a Type3 measuring base shall be travelled along 
consecutively  in a single direction, without  interruption. 

if the measuring base coincides with the total  length of the 
circuit  it shall be travelled along  In a single direction at  ' 
least twice.  The difference between the extremes of the time 
measurements shall not exceed 3X. 

The fuel and  lubricant shall be those recommended by the 
manufacturer. 

The total  time t needed to travel along the measuring base in 
both directives shall be determined to an accuracy of 0.7X. 

6.7 

The determination of average speed. 

Average speed V (km/h) for the test shall be determined as 
fol lows: 

6.7.1 

Type-1 and Type-2 measuring base 

V - 3.6 x 2 L - 7.2 L 

where: 

L - 

length of measuring base (m) 

t -  time(s) taken to travel along measuring base L(m). 

6.7.2. 

Type-2 measuring base, travelled along  In a single direction 

V - Va ± Vw.f 

where: 
Va -  speed measured for each test run (km/h) - 3.6 L 

t 

where t - time(s) taken to travel along measuring base L (m), 

Vw -  windspeed  (km/h);  a plus sign  is used where the actual 

wind component  Is In a direction opposite to that of the 
vehicle and a minus sign  Is used for the converse, 

f -  correction coefficient - 0.6. 

6.7.3. 

Type3 measuring base 

6.7.3.1. 

Measuring base consisting of two parts L (see Item 4.2.3.1.) 

V - 3.6 x 2 L - 7.2 L 

where: 

L - 
T -  total time needed to travel along both measuring bases L(s) 

length of measuring base (m) 

6.7.3.2. 

Measuring base coinciding with  the total  length of  the annular 
test  track  (see  Item  4.2.3.3.) 

-  12 -

V - Va.k 

where: 

Va -  speed measured  (km/h) - 3.6 L 

where: 

L - 

t - 

length of  trajectory  actually  followed on  the annular 
speed-test  track  (m); 
time(s) needed  to complete  a full  lap 

(s) - 1_  . n  . ti 
n  1-1 

where 

0 - 
t - 

number  of  laps 
time(s) needed  to complete each  lap 

k » 

correction  factor  (1.00 <^  k <_1.05);  this factor  is 
specific  to the annular  test  track used  and  shall  be 
determined  experimentally  in  line with Appendix  1. 

The average speed shall  be measured  at  least  twice  in succession. 

Maximum  speed 

The maximum  speed of  the vehicle shall  be expressed  in kilometres 
per  hour by  the figure corresponding  to. the closest  whole number 
to the arithmetical  mean of  the values for  the speeds measured 
during  the two consecutive  tests, which shall  not  diverge by more 
than 3 X. When  this arithmetical  mean  lies exactly  between  two 
whole numbers  it shall  be rounded up to the next  highest  number. 

MAXIMUM  SPEED MEASUREMENT  TOLERANCES 

The maximum  speed as determined by the testing body may  differ 
from  the values specified by the manufacturer  by ±  5 X. 

During a production conformity check  the maximum  speed may differ 
by ± 5X from  the value determined  during  the component  type • 
approval  test. That  value becomes ±  10 X  In the case of mopeds 
the maximum  design speed of which  is <_30 km/h. 

6.8. 

7. 

8. 

8.1 

8.2 

-  13 -

APPENDIX 1 

PROCEDURE  FOR THE DEFINITION OF THE CORRECTION COEFFICIENT 

FOR THE CIRCULAR  TEST  TRACK 

1. 

2. 

3. 

3.1 

3.2 

4. 

Coefficient  k relating  to the circular  test  track  shall  be 
plotted up  to the maximum  permitted  speed. 

Coefficient  k shall  be plotted  for several  speeds  in such  a way 
that  the difference  between  two consecutive  speeds will  not  be 
more  than 30 km/h. 

For each  speed  selected  the  test  shall  be carried  out  in  line 
with  the requirements of  this .regulation,  in two possible ways: 

Speed measured  in a straight  line Vd 

Speed measured  on  the circular  test  track Va. 

For  each speed measured  values Va and Vd shall  be entered on a 
diagram  (fig. 1) and  the successive  points shall  be  linked by 
means of  a segment  of  a straight  line. 

Vd 

5. 

The coefficient  k  is given by  the following  formula  for each 
speed  measured: 

fig. 1 

Va 

k - Vd_ 
Va 

- 14 -

APPENDIX 2 

INFORMATION DOCUMENT 
CONCERNING THE ESSENTIAL CHARACTERISTICS 
OF THE TYPE OF VEHICLE THAT AFFECT ITS MAXIMUM DESIGN SPEED 

(to be added to the component  type approval aplMeat ion  where 
this is lodged separately from the vehicle type approval  application) 

Reference number  (supplied by the applicant) : 

The application for component  type approval  In respesct of the maximum design 
speed of a type of two or three-wheel motor vehicle shall contain the 
information set out  in Annex  II to Regulation (EEC) No 

, of  ...» under 

letter A, In the following  items : 

0.1 

0.2 

0.4 to 0.6 

2.1 to 2.2.1 

3.0 to 3.1.1 

4.1  to 4.6 

5.2 

5.2.2 

- 15 -

APPENDIX 3 

Name of Administration 

COMPONENT TYPE APPROVAL CERTIFICATE 
IN RESPECT OF 
THE MAXIMUM DESIGN SPEED 
OF A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 

MODEL 

Report n° 

by test ing body 

, date 

Component  type approval n* 

Extension no 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Trade mark or name of vehicle 

Type of vehicle 

Name and address of manufacturer 

Name and address of manufacturer's authorized representative (if 
any): 

Vehicles submitted for test on 

Max imum speed 

km/h 

Component  type approval' has been granted/refused*** 

PI ace 

Date 

10. 

Signature 

(*)  Delete as appropriate 

-  16 -

ANNEX  II 

REQUIREMENTS  RELATING TO 
THE MAXIMUM  PERMISSIBLE  POWER 
AND METHODS OF MEASURING 
MAXIMUM  TORQUE AND MAXIMUM  NET ENGINE  POWER 

GENERAL 

The net  power  output  of a two or  three-wheel  motor  vehicle shall 
not  exceed  74 kW. 

Appendix  1 shall  apply  In determining  the maximum  torque  and  the 
maximum net  power  of  (spark-ignit ion) engines  for mopeds. 

Appendix  2 shall  apply  in determining  the maximum  torque  and 
maximum  net  power  of Xspark-ignition) engines  for motorcycles  and 
tricycles. 

Appendix  3 shall  apply  in determining  the maximum  torque  and 
maximum  net  power of compress ion-ignit ion engines. 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

-  17 -

APPENDIX 1 

DETERMINATION OF THE MAXIMUM  TORQUE  AND 
MAXIMUM  NET POWER  OF 
SPARK-IGNITION  ENGINES FOR  MOPEDS 

1. 

DEFINITIONS 

For  the purposes of  this regulation: 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

2. 

•2.1. 

2.2. 

2.3. 

"net power", means: 
the power  available on  the  test  bench  at  the end of  the crank 
shaft  or equivalent  component  at  the speed  laid down  by  the 
manufacturer,  together  with  the accessories  listed  in table  1. 
If the power  can only  be measured  with  the gearbox  fitted  to the 
engine  the efficiency  of  the gearbox  shall  be  taken  into account; 

"maximum net  power" means: 
the maximum  net  power  value measured  under  full  engine  load; 

"torque" means: 
the  torque measured  under  the conditions  laid down  in 1.1; 

"maximum  torque" means: 
the maximum  torque  value measured  under  full  engine  load; 

"accessories" means: 
all  apparatus  and  devices  listed  in Table  1; 

"standard-production equipment", means: 
all  equipment  intended  by  the manufacturer  for  a  specific 
application. 

ACCURACY OF TORQUE AND POWER  MEASUREMENTS  UNDER  FULL LOAD. 

Torque:  +_ 2 X of  torque  measured*1). 

Rotational  speed:  the measurement  shall  be accurate  to + 1 X. 

Fuel  consumption + 2 X  for all of  the devices  used. 

(1)  The  torque measuring device shall  be calibrated  in such  a way  as to take 

account  of  frictlonai  losses. This accuracy may  be ±  2 X  in the case of 

measurements  carried  out  at  power  outputs 50 X  lower  than  the w-maximum 

value.  It will  in every  case be ±  1 X  for  the measurement  of  maximum 

torque. 

2.4. 

2.5. 

2.6. 

3. 

- 18 -

Temperature of engine  induction air:  +_ 2 . 

Barometric pressure:  +.70 Pa. 

Pressure  and under-pressure  In the exhaust:  +_ 25 Pa. 

TEST FOR THE MEASUREMENT OF MAXIMUM  TORQUE AND MAXIMUM  NET ENGINE 

POWER 

3.1. 

Accessories. 

3.1.1. 

Accessories to be fitted 
During  the test  the accessories needed  for operation of  the 
engine  in the application under  consideration  (as set  out  in 
Table  1) shall  be  located on  the test  bench  as far  as possible  in 
the position  they would occupy  for  the application  under 
consideration. 

3.1.2. 

Accessories not  to be fitted 

Certain  vehicle accessories which  are only  needed  for use of  the 
vehicle  itself, but which  are  likely  to be mounted  oh  the engine, 
shall  be  removed  for  the tests. 

The power  absorbed  by  fixed equipment  under  no  load may  be 
determined  and added  to the power  measured. 

- 19 -

TABLE 1 

Accessories to be fitted during the test  in order to 
determine torque and net engine power 

Accessories 

Fitted for the torque and 

net-power test 

Induct ion system 
-  Induction manifold 
- Air filter 
-  Inlet silencer 
- Crank case gas recycling 
- Speed  I imiter 

Exhaust system 
- Exhaust clean-up system 
- Manifold 
(1) 
- Pipework 
- SIlencer 
(1) 
- Exhaust pipe (1) 

If series mounted  : yes 

If series mounted  : yes 

Carburetter 

If series mounted  : yes 

Fuel  injection system 
- Upstream fiIter 
- Filter 
- Pump 
- Pipework 
-  Injector 
- Where fitted, air  inlet 

flap 

(2) 

- Regulator  (if fitted) 

Liquid-cooling equipment 
- Radiator 
- Fan 
- Water pump 
- Thermostat 

(4)(5) 

(6) 

If series mounted  : yes 

if series mounted  : yes 
(3) 

Air coo Ii ng 
- Cowling 
- Blower 
- Temperature regulator 
- Auxiliary bench blower 

(4)(5) 

If series mounted  : yes 

Yes, if necessary 

Electrical equipment 

If series mounted  : yes 

Anti pollution devices 

If series mounted  : yes 

No 

1 

2 

3 

4 

5 

6 

7 

8 

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

-  20 -

If  it  is difficult  to use  the standard  exhaust  system  an exhaust 
system  causing  an equivalent  loss  in efficiency  may  be  fitted  for 
the  test  with  the agreement  of  the manufacturer,  in the  test 
laboratory  when  the engine  is  in operation  the exhaust  gas 
extraction  system  shall  not  cause  in the extraction  flue  that's 
the point  where  it  is connected  to the vehicle's exhaust  system, 
a pressure  differing  from  atmospheric pressure  by +_70 Pa 
(7.40 mbar),  unless, before  the  test,  the manufacturer  accepts a 
higher  back  pressure. 

The  air  inlet  flap shall  be  that which  controls  the  pneumatic 
inject  pump  regulator. 

The  radiator, fan, fan nozzle, water  pump  and  thermostat  shall» 
on  the  test  bench, occupy  the same position  relative  to each 
other  as  if they were on  the vehicle.  The  liquid  coolant  shall 
be circulated  solely  by  the water  pump  for  the engine.  The 
coolant  may  be cooled  either  by  the engine  radiator  or  by an 
outside  circuit, provided  that  the  losses within  that  circuit 
remain  substantially  the same  as  those  in the engine  cooling 
system.  Where  fitted  the engine blind  shall  be open. 

Where  a  fan or  blower  may  be disengaged  the net  engine power* 
shall  first  of  all  be stated with  the  fan  (or  blower)  disengaged, 
followed  by  the net  engine  power  with  the  fan  (or  blower) 
engaged. 

Where  a  fixed electrically or mechanically operated  fan cannot  be 
fitted on  the  test  bench  the power  absorbed  by  that  fan shall  be 
determined  at  the same  rotational  speeds  as those used when  the 
engine power  is measured.  That  power  shall  be deducted  from  the 
corrected  power  in order  to obtain  the net  power. 

The  thermostat  may  be  locked  in the fully-open  position. 

Minimum  generator  output:  the generator  shall  supply  the current 
that  is strictly needed  to supply  the accessories  that  are 
essential  to the operation of  the engine.  The battery  shall  not 
receive any charge during  the  test. 

3.2. 

Setting  conditions 

-  21  -

The conditions  applying  to settings during  the  tests  to determine 
maximum  torque and maximum  net  power  are set out  in table 2. 

TABLE  2 

Setting conditions 

1 

2 

3 

Setting of carburet- 
ter(s) 

Setting  carried out  in 
accordance with  the 
manufacturers spec ifi-
cations for  series 
production applied, 
without  any other 
, 
Ignition or. injection 
change, to the use 
setting  (advance curve)  under  consideration 

Setting of  injector 
pump  flow rate 

3.3. 

3.3.1 

3.3.2 

3.3.3 

3.3.4, 

3.3.5, 

Test  conditions. 

The  tests  intended  to determine maximum  torque  and maximum  net 
power  shall  be carried out  at  full  throttle, with  the engine 
equipped  as specified  in table  1. 

The measurements  shall  be carried out  under  normal, stabie 
operating  conditions  and  the air  supply  to the engine  shall  be 
adequate.  Engine shall  have been  run  in under  the  conditions 
recommended  by  their manufacturer.  The combustion chambers may 
contain  deposits, but  in  limited quantities. 

The  test  conditions such as the temperature  of  the  induction air 
shall  be selected  as closely  as possible  to the  reference 
conditions  (see  item 3.2.)  in order  to reduce  the correction 
factor. 

The  temperature  of  the engine  induction air  (ambient  air) shall 
be measured  at  the most  0.15 m upstream  of  the air  filter  inlet 
or,  if there  is no  filter, 0.15 m  from  the  inlet  air  trumpet. 
The  thermometer  or  thermal  couple shall  be protected  against  heat 
radiation  and  shall  be placed  directly  In the alrstream.  It 
shall  also be protected  against  vaporized  fuel.  An  adequate 
number  of  positions must  be used  in order  to yield a 
representative average  inlet  temperature. 

No measurement  shall  be taken until  the torque, rate of  rotation 
and  temperatures  have remained perceptibly  constant  for  at  least 
30 seconds. 

Once a rate of  rotation has been selected  to the measurements  its 
value shall  not  vary  by  (more than) ± 2%. 

3.3.6. 

3.3.7. 

3.3.8. 

-  22 -

The brake  load and  the temperature of  the  induction  air  shall  be 
recorded  simultaneously  and  the value obtained  shall  be the 
average of  the two stabilized  records  taken  in succession, which 
shall  not  differ  by more  than 2% as regards  the brake  load. 

Where  an automatically  triggered  device  is used  to measure 
rotational  speed  the measurement  shall  last  for  at  least  10 s and 
if the measuring device  Is manually  controlled  that  period shall 
be at  least  20 s. 

The  temperature of  the  liquid coolant  recorded  at  the engine 
outlet  shall  be maintained  at ±5 K of  the upper  thermostat 
setting  temperature  specified by the manufacturer.  If the 
manufacturer  does not  Indicate any values  the  temperature  shall 
be 353 K  . 5 K. 

In the case of air cooled engines  the temperature  at  a point 
specified by  the manufacturer  shall  be maintained  at  +0/-20 K of 
the maximum  temperature  intended  by  the manufacturer  under  the 
reference conditions. 

3.3.9. 

3.3.10. 

The  fuel  temperature  shall  be measured  at  the carburettor  or 
injection system  inlet  and shall  be kept  within  the  limits  laid 
down by  the manufacturer. 

The  lubricant  temperature, measured  in the crank  case or  at  the 
oil  heat  exchanger outlet, where  fitted, shall  lie within  the  • 
limits  laid down by  the manufacturer. 

3.3.11. 

The outlet  temperature of  the exhaust  gases shall  be measured at 
right  angles to the exhaust  flange(s) or manifold(s) or orifices. 

3.3.12. 

Fuel 

The  fuel used shall  be of  a commercially  available  type and 
receive no further  ant I-smoke additive.  In the event of a 
dispute the reference  fuel  shall  be that  defined  in Council 
Regulation  (EEC) n* 
to be taken against  air pollution  by  two or  three-wheel  motor 
vehicles*1*. 

,  of 

, relating  to measures 

3.4. 

Test  sequence 

The measurements shall  be carried out  at  a sufficient  number  of 
rotational  speeds to enable the power curve to be defined 
correctly  between  the  lowest  and highest  speeds recommended  by 
the manufacturer.  That  range of speeds shall  include  the 
rotational  speed at which  the engine delivers  Its maximum  power. 
The average of at  least  two stabilized measurements shall  be 
determined  for each  speed. 

(1)  O.J. n° L 

3.5. 

The data  to be recorded  are those set out  in Sub-Appendix  1. 

-  23 -

4. 

4.1. 

POWER AND TORQUE CORRECTION FACTORS 

Definition of  factor K 

The  factors by which  the observed  torque and power  are  to be 
multiplied  In order  to determine  the engine  torque and power 
under  the reference atmospheric  conditions specified  in 4.2. 

4.2. 

Reference atmospheric conditions 

4.2.1. 

Temperature 

25*C  (298 K) 

4.2.2. 

Total  pressure 

100 kPa  (1000 mbar) without  any hygrometry  reading. 
Note : 
Although  in certain cases  it does not  apply  the effects of 
humidity on the value for  the correction  factor  shall  be 
considered  negligible within  the temperature  range 283-318 K, 
account, moreover, being  taken of  the accuracy of measurement. 

4.3. 

Limits to the use of  the correction  formula. 

The correction  formula shall  only apply  if the correction  factor 
lies between 0.93 and  1.07. 

If these accepted  values are exceeded,  the corrected  value 
obtained  shall  be stated and  the test  conditions  (temperature and 
pressure) shall  be specified  exactly  in the test  report. 

Note : 
Tests carried out  in temperature-controlled  rooms where  it Is 
possible  to vary  the atmospheric conditions shall  be permitted. 

4.4. 

Determination of correction  factors 

Within  the  limits defined  in  Item 3.3. the correction  factor 
shall  be obtained via the following  formula: 

K -  ( _100 ) . ( _ T_ )0.5 

P 

298 

where 

T - the absolute  temperature  In Kelvins of  the engine  induction 

air, 

P - the total  atmospheric pressure,  in kilopascals. 

-  24 -

This  formula  shall  apply  to the torque  and  power  read off  at  the 
brake without  taking account  of  the mechanical  efficiency of  the 
engI ne. 

5. 

TEST REPORT 

The  test  report  shall  set out  the results and  all  of  the 
calculations needed  in order  to obtain  the maximum  torque  and  the 
maximum  net  power  referred  to  in Sub-Appendix  2, together  with 
the characteristics of  the engine set out  in Sub-Appendix  1. 

6. 

6.1. 

6.2. 

MAXIMUM  TORQUE AND MAXIMUM  NET POWER  MEASUREMENT  TOLERANCES 

The maximum  torque and  the maximum  net  power  of  the engine  as 
determined  by  the testing  body may  differ  by ±  10  % if the power 
measured  is <_1  kW and +_5 %  if the power  measured  is > 1 kW of 
the value specified  by  the manufacturer, with  a 1.5 %  tolerance 
for  the engine  speed. 

The maximum  torque and  the maximum  net  power  of  an engine  during 
a production conformity  test may  differ  by ±  20 %  if the power 
measured  is ^  1 kW and +_10 X  if the power  measured  is > 1 kW of 
the values determined  In the component  type approval  test. 

-  25 -

SUB-APPENDIX 1 

INFORMATION  DOCUMENT 
CONCERNING 

THE ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE<1> 

THAT AFFECT  ITS TORQUE AND NET POWER  OUTPUT 
(Spark-ignit Ion engines  for mopeds) 

(to be added  to the component  type approval  application where  this  is  lodged 
separately  from  the vehicle  type approval  application) 

Reference  number  (supplied  by  the applicant) : 

The application  for  component  type approval  in respect  of maximum  torque and 
maximum  net  engine power  for  a type of moped  shall  be accompanied  by  the 
information  set out  in Annex  II to Regulation  (EEC) N* 
letter A,  in the  following  items: 

of 

under 

0.1. 

0.2. 

0.4. to 0.6. 

3. to 3.2.1.5. 

3.2.2. 

3.2.4. to 3.2.4.1.5. 

3.2.4.3.  to 3.2.6.8.2. 

3.2.7. to 3.2.12.2.1. 

3.5. to 3.6.3.1.2. 

(1) 

In the case of  non-conventional  engines or systems particulars  equivalent 

to those  referred  to below shall  be supplied  by  the manufacturer. 

-  26 -

SUB-APPENDIX  2 

Name of Administration 

CERTIFICATE OF COMPONENT TYPE APPROVAL  IN 
RESPECT OF THE MAXIMUM  TOROUE AND MAXIMUM  NET ENGINE POWER 
OF A TYPE OF MOPED 

MODEL 

Report  n° 

by  testing  body 

, date 

Component  type approval  n° 

Extension  n° 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10 

Trade mark or name of  vehicle 

Type of vehicle 

Name and address'of manufacturer 

Name and address of manufacturer's  authorized  representative 
(if any) 

Vehicle submitted  for  test on 

Maximal  torque  : 

Nm at 

Net maximum  torque  : 

kW at 

Component  type approval  has been granted/refused^*) 

m in-1 

min~1 

PI ace 

Date 

11. 

Si gna ture 

(*) 

Delete as appropriate. 

-  27 -

APPENDIX  2 

DETERMINATION OF THE MAXIMUM  TORQUE AND MAXIMUM  NET  POWER 
OF SPARK-IGNIT ION ENGINES FOR MOTORCYCLES AND TRICYCLES 

1. 

DEFINITIONS 

For  the purposes of  this Regulation: 

1.1 

1.2 

1.3 

1.4 

1.5 

1.6 

2. 

2.1 

2.2 

2.3 

"net power" means, 
the power  obtained  on  the  test  bench  at  the end of  the  crankshaft 
or  its equivalent  at  the speed  laid down by  the manufacturer  with 
the auxiliaries  listed  In Table  1.  If the power  can only  be 
measured  when a gearbox  is attached  to the engine  the  efficiency 
of  the gearbox  shall  be  taken  Into account; 

"maximum net  power" means, 
the maximum  value  for  that  power  measured  under  full  engine  load; 

"torque" means, 
the.torque measured  under  the conditions specified  in 1.1; 

"maximum  torque" means, 
the maximum  torque value measured  under  full  engine  load; 

"accessories" means, 
the  items of equipment  and  devices  listed  in Table  1; 

"series-Mounted equipment" means 
all  equipment  intended  by  the manufacturer  for  a specific 
application. 

ACCURACY  OF THE MEASUREMENTS OF POWER  AND TORQUE AT FULL LOAD 

Torque  : ±  1 X of  the  torque measured*1) 

Rotational  speed:  the measurement  shall  be accurate  to ±1£. 

Fuel  consumption  : ±  1X overall  for  the apparatus  used 

(1)  The  torque measuring device shall  be calibrated  in order  to take account 

of  frictlonai  losses. This accuracy may  be ±  2 X  for  the  measurements 

carried out  at power  levels  less than 50 X of  the maximum  value.  It will 

in all  cases be ±  1X for  the measurement  maximum  torque. 

2.4 

2.5 

2.6 

3. 

3.1 

- 28 -

Engine  inlet air temperature  : ± 1 K 

Barometric pressure  : ± 70 Pa 

Pressure and depression  in exhaust  : ± 25 Pa 

TESTS TO MEASURE MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 

Accessories 

3.1.1 

Accessories to be fitted 

During the test the accessories needed for operation of the 
engine In the application under consideration (as referred to in 
Table 1) shall be able to be located on the test bench as far as 
possible  In the positions that they would occupy for the 
application under consideration. 

3.1.2 

Accessories to be removed 

Certain accessories which  is necessary only for the operation of 
the vehicle  itself, and which may be mounted on the engine, must 
be removed for the test. 

Where accessories cannot be removed the power absorbed by them 
under no load may be determined and added to the engine power 
measured. 

N° 

1 

2 

3 

-  29 -

TABLE 1 

Accessories  to be  included  in the 
test  to determine  torque  and maximum  net  engine  power 

Accessories 

If fitted  for  torque and 
net engine power  test 

Induct ion system 
-  Inlet manifold 
- Air  fiIter 
-  Induction silencer 
-  Crankcase emission 

control  system 

-  Speed  limiting device 
-  Electrical  control 

devise  (where  fitted) 

Induction manifold 
heater 

Exhaust  system 
-  Exhaust  manifold 
-  Pipework 
-  Silencer 
-  Exhaust  pipe 
-  Super  charger 
-  Electrical  control 

device  (where  fitted) 

If standard-production 
equipment  : yes 

If standard-production 
equipment  : yes  (If possi 
ble,  it must  be set  in the 
most  favourable position 

If standard-production 
equipment  : yes 

4 

Fuel  supply  pump 

If standard-production 

5 

6 

7 

Carburetter 

If st.-prod.equip.: yes 

equipment  : yes 

Fuel  inject ion equipment 
-  Prefliter 
-  Filter 
-  Pump 
-  High-pressure  lines 
-  Injector 
Liquid  cooling equipment 
-  Engine bonnet 
-  Radiator 
-  Fan 
-  Fan cowl 
- Water  pump 
-  Thermostat 

If standard-production 
equipment  : yes 

No 

If standard-production 
equipment  : yes 

- 30 -

8 

Air coo Ii ng 
- Cowl 
- Blower 
- Temperature regulating 

dev i ce 

If standard-production 
equipment  : yes 

9 

Electrical equipment 

If st.-prod.equip.: yes 

10 

Supercharging equipment 
(where fitted) 
- Compressor driven 

directly by the engine 
and/or by the exhaust 
gases 

-  Intercooler 
- Coolant pump or fan 

(engine driven) 

- Coolant flow control 

device (where fitted) 

If standard-production 
equipment  : yes 

11 

Oil cooler (where fitted) 

If st.-prod.equip : yes 

12 

Anti-pollution devices 

If st.-prod.equip.: yes 

3.2. 

Setting conditions 

The setting conditions for the tests to determine 
maximum torque and maximum net power are set out 
in Table 2. 

TABLE 2 
Setting conditions 

1 

2 

3 

Setting of carburettor(s) 

Setting of  injection pump 
delivery flow rate 

Setting of  ignition or 
injection timing (advance 
curve) 

Set  in accordance with the 
manufacturers production 
specifications and used 
without further alteration 
for the particular 
application 

3.3. 

Test  conditions. 

-  31  -

3.3.1. 

3.3.2. 

The maximum-torque  and  net-power  tests shall  be  conducted  at  full 
throttle,  the engine  being  equipped  as specified  in table  1. 

The measurements  should  be carried out  under  normal, stabilized 
operating  conditions with  an adequate  fresh-air  supply  to the 
engine. The engine  shall  have been  run  in  in accordance with  the 
manufacturers  recommendations. Combustion  chambers may  contain 
deposits, but  in  limited  quantities. 

Test  conditions such  as air  inlet  temperature  shall  be  selected 
as near  to reference  conditions  (see 4.2.)  as possible  in order 
to minimize  the magnitude of  the correction  factor. 

Where  the cooling  system on  the  test  bench meets  the  minimum 
conditions  for  proper  installation  but  nevertheless  does not 
enable  adequate  engine  cooling  conditions  to be  reproduced  and 
thus  the measurements  to be carried  out  normal, stable  operating 
conditions,  the method  described  in Appendix  1 may  be  used. 

The minimum  conditions which must  be  fulfilled  by  the  test 
installation  and  the scope  for  conducting  the  tests  in accordance 
with  appendix  1 are defined  below: 

V-j  is the maximum  speed of  the  vehicle; 
V2  is the maximum  velocity  of  the cooling  air  flow at  the  fan 

del I very  side; 
is the cross section of  the cooling  air  flow. 

0 

If V2  >_ V*  and 0 >_0.25 m2  the minimum  conditions  are 
fulfilled.  If  it  is not  possible  to stabilize  the  operating 
conditions  the me.thod described  in Appendix  1 shall  apply. 

If V2  < V-| and/or  0  < 0.25  m2: 

a  If  it  is possible  to stabilize  the operating  conditions  the 

method  described  in'3.3 shall  be applied; 

b  If  it  is not  possible  to stabilize  the operating  conditions: 

i. 

ii. 

If V2  >_120 km/h  and 0 >_0.25 m2,  the  installation 
fulfils  the minimum  conditions and  the method  described 
in Appendix  1 may  be applied. 

If V2  <  120 km/h  and/or  0  < 0.25 m2,  the 
installation does not  fulfil  the minimum  conditions and 
the  test  equipment  cooling  system must  be  improved. 

3.3.3. 

The  temperature  of  the  (ambient)  inlet  air  to the engine shall  be 
measured  at  no more  than 0.15 m upstream  from  the point  of  entry 
into the air  cleaner  or,  if no air  cleaner  is used, within  0.15  m 
of  the air-inlet  trumpet. The  thermometer  or  thermocouple  shall 
be shielded  from  radiant  heat  and  be placed  directly  in the air 
stream.  It should  also be shielded  from  fuel  spray-back. 

3.3  4. 

3.3.5. 

3.3.6. 

3.3.7. 

3.3.8. 

3.3.9. 

3.3.10. 

3.3.11. 

-  32 -

A sufficient  number  of  locations must  be used  to give a 
representative average  inlet  temperature. 

No data  shall  be  taken until  torque, speed  and  temperature  have 
remained  substantially  constant  for  at  least  30 seconds. 

The engine speed  during  a run or measurement  shall  not  vary  by 
more  than + 1 X. 

Brake  load and  inlet-air  temperature  readings  shall  be  taken 
simultaneously;  the reading  adopted  for measurement  purposes 
shall  be  the average of  two stabilized  successive  values 
differing  by  less than  2 X  for  brake  load. 

The  temperature  of  the coolant  at  the outlet  from  the  engine 
shall  be kept within +^5 k  from  the upper  thermostatically 
controlled  temperature  specified  by  the manufacturer.  If no 
temperature  is specified  by  the manufacturer  the  temperature 
sha 11 be 353 k  +_ 5 k. 

For  air  cooled  engines  at  a point  indicated  by  the  manufacturer 
must  be kept  between  + 0/- 20 k of  the maximum  temperature 
specified  by  the manufacturer  under  the reference  conditions. 

The  fuel  temperature  shall  be measured  at  the  inlet  of  the 
carburettor  or  injection system  and be maintained, within  the 
limits set  by  the manufacturer. 

The  temperature  of  the  lubricating  oil, measured  in the oil 
(inaudible) the outlet  from  the oil  cooler,  if fitted, shall  lie 
within  the  limits set  by  the manufacturer. 

The exhaust  gas  temperature  shall  be measured  at  a point  at  right 
angle  to the exhaust  flange(s), manifold(s) or  orifices. 

Where  an automatically-triggered  device  is used  to measure  engine 
speed  and consumption  the measurement  shall  last  for  at  least 
10 s ; if the measuring  device  is manually  controlled  it shall 
measure  for  at  least  20 s. 

3.3.12. 

Fuel 

The  fuel  used  shall  be a commercial  fuel  without  any  further 
anti-smoke additive.  In the event  of a dispute  the  reference  fuel 
shall  be  that  defined  In Council  Regulation  (EEC) n° 

of 
, re Iat Ing to measures  to be  taken  agaInst  air 

pollution  by  two or  three-wheel  motor  vehicles^). 

3.3.13. 

If  it  is not  possible  to use  the standard  exhaust  silencer  a 
device shall  be used  for  the  test  that  is compatible with  the 
engines normal  operating conditions,  s  specified  by  the 
manufacturer. 

(1)  O.J. n° L 

-  33 -

During  the  laboratory  tests  in particular, when  the engine  is 
running  the exhaust  gas extractor  shall  not, at  the point  where 
the exhaust  system  is connected  to the test  bench, give  rise  in 
the exhaust  gas extraction duct  to a pressure differing  from  the 
atmospheric pressure by more  than +_740 Pa  (7.4 mbar) unless  the 
manufacturer  has deliberately  specified  the back  pressure 
existing before  the test;  in this case the  lower of  the two 
pressures shall  be used. 

3.4. 

Tests 

The  tests shall  be tested at a sufficient  number  of  rotational 
speeds to enable  the power  curve  to be defined  correctly  between 
the  lowest  and highest  speeds recommended  by  the manufacturer. 
That  range of speeds shall  include the rotational  speed  at which 
the engine delivers  its maximum  power. The average  for each  speed 
shall  be determined by means of at  least  two stabilized 
measurements. 

3.5. 

Data  to be  recorded. 

The«data  to be recorded  are those set out  in Sub-Appendix  2. 

4. 

4.1. 

POWER AND TORQUE CORRECTION  FACTORS 

Definition of  factors ot-j and 0(2 

Factors by which  the torque and power measured  are  to be 
multiplied  in order  to determine  the torque and power of  an 
engine, taking account of  the efficiency of  the  transmission 
(factorcL 1) that  are possibly used during  the tests  in order  to 
bring  that  torque and  that power within  the reference  atmospheric 
conditions specified  in 4.2.1.  (factortX2). 

The power  correction  formula  is as follows: 

P0  mOi 4  x  OC  2  x P 

where 

Pc 

Is the corrected  power  (i.e. the power under  the 
reference conditions at  the end of  the crank  shaft); 

CL «i  is the correction factor  for the efficiency of  the 

transmission; 

oL  2 

I* tne correction  factor  for reference  atmospheric 
conditlonscX 2a or OC 2b; 

P  is the power measured  (power  observed). 

-  34 -

4.2. 

4.2.1. 

Atmospheric conditions 

Reference atmospheric conditions 

4.2.1.1. 

Reference  temperature  (T0) : 298 K  (25°C) 

4.2.1.2. 

Dry reference pressure  (PSo) : "  kPa 

N.B. 

The dry pressure  Is based on an overall  pressure of  100 kPa and a 
water  vapour  pressure of  1 kPa. 

pso " pao " pwo 

where 

Pao  Is the overall  reference pressure  (100 kPa); 

Pwo  is the reference water  vapour  pressure  (1  kPa) 

4.2.1.3. 

Overall  reference pressure  (Pa o) 

100 kPa  (1 000 mbar) without any atmospheric humidity reading  in 
the case of  two-stroke engines. 

N.B. 

Within  the temperature  range between  283 and 318 K the effect  of 
humidity on the correction  factor  value shall  be considered  to be 
negligible even  though  in certain  cases  this  is not  so,  in view, 
in particular, of  the accuracy of  the measurement. 

4.2.2. 

Atmospheric test  conditions. 

During  the test  the atmospheric  conditions shall  lie within  the 
fol lowing values 

4.2.2.1. 

Test  temperature  (T) 

283 K < T < 318 K 

4.3. 

4.3.1. 

Determination of  the correction  factors 

Determination of  the factored •( 

-  where  the measuring point  is the crank shaft  output  side  this 

factor  shall be one; 

-  where  the measuring point  is not  the output  side of  the crank 

shaft  this factor  shall  be calculated' via the  formula: 
CL 1 - J_ 
"t 

where n^  is the efficiency of  the transmission  located 
between  the crank shaft  and measuring  point. 

- 35 -

This transmission efficiency nt shall be determined via the 
product (multiplication) of efficiency nj of each of the 
components of the transmission: 

n^ » n-j x n2 x ... x nj 

Efficiency  r\\ of each of the components of the transmission is 
shown  in the following table. 

Type 

Efficiency 

Gear wheel 

Spur gear 

Chain 

Belt 

He Iical gear 

Bevel gear 

Rol1er 

Silent 

Cogged 

Vee 

Hydraulic 
coup 11 ng or 
convertor 

Hydraulic coupling  ( 1) 

Hydraulic convertor  <1* 

0. 98 

0. 97 

0. 96 

0. 95 

0. 98 

0. 95 

0. 94 

0. 92 

0. 92 

4.3.2. 

Determination of factortX2*2) 

4.3.2.1. 

Definition of physical magnitudes T, Ps and Pa for correction 
factors CL 2a and  0L 2D. 

T  is the absolute temperature  in Kelvins  of the air  ingested by 

the engine. 

Ps  is the dry atmospheric pressure  in kllopascals (kPa) I.e. 

the total barometric pressure minus the water vapour 
pressure. 

Pa  Is the barometric pressure. 

(1)  If not  locked up. 

(2)  The tests may be carried out  in temperature-controlled test chambers where 

the atmospheric conditions may be controlled. 

4.3.2.2 

Four-stroke engines - Factory  2a 

- 36 -

Correction factor002a for four-stroke engines  is obtained from 
the following formula: 

99  1.2 

T 

0.6 

*2a  - < —  > 

PS 

. < —  > 

298 

That formula only applies if: 

0.95 ^_oC2a  <^ 1.05 

If the limit values are exceeded the corrected value obtained 
shall be stated and the test conditions (temperature and 
pressure) shall be stated exactly  in the test report. 

4.3.2.3 

Two-stroke engines - Factor Ct 2b 

Correction factor0C 2D  for two-stroke engines  is obtained from 
the following formula: 

100 

T  °-5 

(t2b - 

• (  ) 

Pa 

298 

That  formula  only  applies 

i f: 

0.96  ±0^2b  <. 1-04 
If these  limit values are exceeded the corrected value obtained 
shall be stated and the test conditions (temperature and 
pressure) shall be stated exactly  In the test report. 

5. 

TEST REPORT 

6. 

6.1 

6.2 

The test report shall contain the results and all of the 
calculations required to obtain the maximum torque and the 
maximum net power, as listed  in Sub-Appendix  3, together with the 
characteristics of the engine listed in Sub-Appendix 2. 

MAXIMUM TORQUE AND MAXIMUM NET POWER MEASUREMENT TOLERANCES 

The maximum torque and the maximum net power of the engine, as 
determined by the testing body, may differ by ± 5 X  if the power 
measured  is <^11 kW and +2  X  if the power measured  is > 11 kW 
from the values specified by the manufacturer, with a 1.5 X 

"" tolerance for the engine speed. 

The maximum torque and the maximum net power of an engine during 
a production conformity test may differ by ± 10 X  if the power 
measured  Is <_11 kW and +5  X If the power  measured  is > 11 kW 
from the values determined  in the component  type-approval test. 

1. 

1.1 

1.2 

1.3 

1.4 

1.5* 

1.6 

1.7 

-  37 -

SUB-APPENDIX 1 

MEASUREMENT  OF TORQUE AND POWER  VIA THE  ENGINE-TEMPERATURE  METHOD 

TEST  CONDITIONS 

The  tests  Intended  to determine maximum  torque  and maximum  net 
power  shall  be carried out  at  full  throttle,  the engine  being 
equipped  as specified  in Table  1. 

The measurements  shall  be carried out  under  normal  operating 
conditions and  the supply of  induction air  to the engine  shall  be 
adequate. Engines shall  have been  run  in under  the  conditions 
recommended  by  their manufacturer. The combustion  chambers  of 
spark-ignition engines may  contain  deposits, but  in  limited 
quantities. 

The  test  conditions, such  as the  temperature  of  the  induction 
air, shall  be selected  so as to be as close  as possible  to the 
reference  conditions  (see 4.2.1) in order  to reduce  the magnitude 
of  the correction  factor. 

The  (ambient) temperature  of  the air  ingested  into  the  engine 
shall  be measured  at  a maximum  distance of  0.15  m  from  the air 
filter  inlet or,  if there  is no filter, 0.15  m  from  the air  inlet 
trumpet. The  thermometer  or  thermocouple  shall  be  protected 
against  radiant  heat  and  placed  directly  in the air  stream.  It 
shall  also be shielded  from  fuel  spray-back. A sufficient  number 
of  locations shall  be used  to give a representative average  inlet 
temperature. 

The engine  speed  during  a measurement  run shall  not  deviate  from 
the selected  speed while  readings are  taken  by more  than ±  1 X. 

The brakeload  readings  for  the  test  engine  shall  be  taken  from 
the dynamometer  when  the  temperature  of  the engine monitor  has 
reached  the set  value, the speed of  the engine being  held 
virtually  constant. 

Brakeload,  fuel  consumption  and  inlet  air  temperature  readings 
must  be taken simultaneously;  the reading  adopted  for  measurement 
purposes  shall  be  the average of  two stabilized  values  differing 
by  less than  2 X  for  brakeload  and  fuel  consumption. 

The  fuel  consumption  readings shall  begin when  it  is certain  that 
the engine has  reached  a specified  speed. 

Where  an automatically  triggered device  is used  to measure 
rotational  speed  and consumption  the measurement  shall  last  for 
at  least  ten seconds and  if the measuring  device  is manually 
controlled  for  at  twenty  seconds. 

1.8 

1.9 

1.10 

1.11 

1.12 

1.13 

1.14 

-  38  -

Where  the engine  is  liquid cooled  the  temperature  of  the  coolant 
at  the outlet  from  the engine must  be kept  within ±  5 K of  the 
upper  thermostatically controlled  temperature  specified  by  the 
manufacturer.  If no  temperature  is specified  by  the  manufacturer, 
the  temperature  recorded  shall  be 353 ±  5 K. 

Where  the engine  is air  cooled,  the  temperature  recorded  at  the 
spark-plug  washer  shall  be  the temperature  specified by  the 
manufacturer  ±  10 K.  If the manufacturer  has not  specified  any 
temperature  that  recorded  shall  be 483 ±  10 K. 

The  temperature  of  the spark-plug  washers on  air-cooled  engines 
shall  be measured  by a  thermometer  incorporating a  thermocouple 
and  a seal  ring. 

The  fuel  temperature  at  the  Inlet  of  the  injection  pump or 
carburetter  shall  be maintained  within  the  limits set  by  the 
manufacturer. 

The  temperature  of  the  lubricating oil, measured  in the oil  sump 
or  at  the outlet  from  the oil  cooler,  If fitted,  shall  be within 
the  limits set  by  the  manufacturer. 

The exhaust  gas  temperature  shall  be measured  at  a point  at  right 
angles  to the exhaust  orifice  flange(s) or manifold(s). 

The  fuel  used  shall  be of  a commercial  type  and  contain  no 
further  anti-smoke  additives.  In the event  of  a dispute  the 
reference  fuel  shall  be that  defined  in Council  Regulation: (EEC) 
n* 
against  air  pollution  by  two and  three-wheel  motor  vehicles*1^. 

relating  to measures  to be  taken 

, of 

If  it  Is not  possible  to use  the standard  exhaust  silencer  a 
device shall  be used  for  the test  that  is compatible with  the 
normal  speed of  the engine  as specified  by  its manufacturer.  In 
particular, when  the engine  is operating  in the  test  laboratory 
the exhaust  gas extraction  system  shall  not  cause  a  pressure 
differing  from atmospheric pressure by ± 740 Pa  (7.4 mbar)  in the 
extraction  flue at  the point  of  connection  with  the  vehicles 
exhaust  system, unless, before  the  test,  the manufacturer  has 
deliberately  specified  the back  pressure  existing  before  the 
test,  in which  case  the  lower of  the  two pressures  shall  be  used. 

(1)  O.J. n° L 

- 39 -

SUB-APPENDIX 2 

INFORMATION DOCUMENT CONCERNING THE ESSENTIAL 

CHARACTERISTICS OF THE ENGINE TYPE*1) THAT 

AFFECT  ITS TORQUE AND NET POWER OUTPUT 
(Spark  ignition engines for motorcycles and tricycles) 

(to be added to the component type approval application where this  is lodged 
separately from the vehicle type approval aplIIcation). 

Reference number  (supplied by the applicant) : 

The application for component  type approval  in respect of the maximum torque and 
maximum net engine power of a type of motorcycle or tricycle shall contain the 
information set out  in Annex  II to Regulation (EEC) N° 
under  letter A, in the following  items : 

of 

0.1. 

0.2. 

0.4. to 0.6. 

3. to 3.2.1.5. 

3.2.2 

3.2.4 to 3.2.4.1.5. 

3.2.4.3. to 3.2.6.8.2. 

3.2.7. to 3.2.12.2.1. 

3.5. to 3.6.3.1.2. 

(1)  In the case of non-conventional engines and systems, particulars 

equivalent  to those referred to here shall be supplied by the 

manufacturer. 

- 40 -

SUB-APPENDIX 3 

Name of Administration 

COMPONENT TYPE APPROVAL CERTIFICATE FOR A 
TYPE OF MOTORCYCLE OR TRICYCLE 
IN RESPECT OF  ITS MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 

MODEL 

Report n* 

by testing body 

, date 

Component  type approval n* 

Extension no 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

Trade mark or name of vehicle 

Type of vehicle 

Name and address/of manufacturer 

Name and address of manufacturer's authorized représentâtiver (if 
any) : 

Vehicle submitted for test on 

Maximum torque : 

Net maximum power  : 

Nm at 

kW at 

m in-1 

m in"1 

Component  type approval has been granted/refused^*) 

Place 

Date 

Signature 

(*) 

Delete as appropriate 

-  41  -

APPENDIX  3 

DETERMINATION OF THE MAXIMUM  TORQUE AND THE MAXIMUM  NET  POWER 
OF COMPRESSION-IGNITION  ENGINES 

FITTED TO TWO OR THREE-WHEEL VEHICLES 

DEFINITIONS 

For  the purposes of  this Regulation; 
"Net power" means, 
the power obtained  on  the  test-bed  at  the end of  the  crankshaft 
or  its equivalent  at  the corresponding  engine  speed with  the 
accessories  listed  In Table  1.  If the power  measurement  can be 
carried out  with  an  Installed gearbox  only,  the efficiency  of  the 
gearbox  is to be  taken  into account. 

"Maximum  net power" means, 
the maximum  value of  the net  power measured  at  full  engine  load. 

"torque" means, 
the  torque measured  under  the conditions specified  in 1.1.; 

"Maximum  torque" means, 
the maximum  torque value measured  under  full  engine  load. 

"accessories" means, 
the  items of equipment  and devices  listed  in Table  1; 

"Standard-production equipment" means, 
equipment  provided  by  the manufacturer  for  a particular 
application. 

ACCURACY OF THE MEASUREMENT OF FULL LOAD TORQUE AND  POWER 

Torque  :  +_ 1 X of measured  torque^1) 

Engine speed 

The measurement  must  be accurate  to within  +_ 1X. Engine  speed 
must  be measured  preferably  with an automatically  synchronized 
revolution  counter  and chronometer  (or  counter-timer). 

Fuel  consumption  : +_1 X of measured  consumption. 

Fuel  temperature  : • 2 K. 

1. 

1.1 

1.2 

1.3. 

1.4. 

1.5. 

1.6. 

2. 

2.1 

2.2 

2.3 

2.4 

(1)  The  torque measuring system  shall  be calibrated  to take  friction  losses 

into account. The accuracy  in the  lower  half of  the measuring  range of  the 

dynamometer  bench may  be + 2% of measured  torque. 

2.5 

2.6 

2.7 

2.8 

3. 

3.1 

3.1.1 

-  42 -

Engine  Inlet air  temperature  : ± 2 K. 

Barometric  pressure  : ±  100 Pa. 

Pressure  in  inlet manifold  : ± 50 Pa  (see note  1 a to Table 1). 

Pressure  In vehicle exhaust  pipe  : 200 Pa  (see note  1 b to 
Table 1 ). 

TEST FOR MEASURING THE MAXIMUM  TOROUE AND MAXIMUM  NET POWER  OF 

COMPRESSION-IGNITION  ENGINES 

Accessories 

Accessories to be  fitted 
During  the test, the accessories necessary  for  the engine 
operation  In the  intended  application  (as  listed  in Table  1) 
shall  be  installed on  the test  bench  as far  as possible  in the 
same position  as the  intended application. 

3.1.2 

Accessories to be  removed 

Certain  vehicle accessories  necessary  only  for  the operation of 
the vehicle and which may be mounted on  the engine  shall  be 
removed  for  the  test. 

The  following non-exhaustive  list  is given as a sample: 
-  air  compressor  for brakes, 
-  power-steering  compressor, 
-  suspension  compressor, 
-  air-conditioning  system. 

Where accessories cannot  be removed, the power  absorbed  by them 
In the unloaded  condition may be determined  and added  to the 
measured  engine  power. 

3.1.3 

Compress ion-ignit ion engine starting  accessories 

For  the accessories used  in starting  compress ion-ignit ion 
engines, the two following  cases shall  be  considered: 

a. electrical  starting  : the generator  is fitted and  supplies, 

where necessary,  the accessories  Indispensable to the 
operation of  the engine; 

b. starting other  than electrical  : If there are any electrically 
operated  accessories  indispensable  to the operation of  the 
engine, the generator  is fitted  to supply  these accessories. 
Otherwise  it  Is removed. 

In either  case, the system  for producing  and accumulating  the 
energy  necessary  for starting  is fitted and operates  In the 
unloaded  condition. 

- 43 -

TABLE 1 

Accessories to be Included for the test to determine 
the torque and net power of compress ion-Ignit ion engines 

N° 

1 

2 

3 

Accessories 

Fitted for torque and net 
power tests 

Intake system 
-  Intake manifold 
- Air filter 
-  intake silencer 
- Crankcase emission 

control system 

(1a) 
(1a) 

If standard-production 
equipment  : yes 

- Speed  limit device  (1a) 

Induction-heating device 
equipment 
-  Intake manifold 

If standard-production 
equipment  : yes (if possi-
ble.it shall be set  in the 
most favorable position 

Exhaust system 
- Exhaust purifier 
- Exhaust manifold 
- Connecting pipes 
- Silencer 
- Tail pipe 
- Exhaust brake 
- Supercharging device 

(1b) 
(1b) 
(1b) 
(2) 

If standard-production 
equipment  : yes 

4 

Fuel supply pump 

(3) 

If standard-production 

equipment  : yes 

5\ 

Fuel-inject Ion equipment 
- Prefliter 
- Filter 
- Pump 
- High pressure pipe 
-  Injector 
- Air  intake valve if 
fitted equipment 
- Electronic control 

(4) 

system, air flow meter, 
air,... (If fitted) 

If standard-production 
equipment  : yes 

-  44  -

L i qu1d-coo11ng equ i pment 
-  Engine  bonnet 
-  Bonnet  air outlet 

No 

Radiator 
Fan 
Fan cowl 
Water  pump 
Thermostat 

(7) 

(5)(6) 

If standard-production 
equipment  : yes  (5) 

A i r coo Ii ng 
- Cowl 
-  Blower 
-  Temperature-regulating 

(5)(6) 

devI ce 

If standard-production 
equipment  : yes 

Electrical  equipment 

if st.-prod.equ.  : yes  (8) 

Supercharging  equipment 
(if  fitted) 
-  Compressor  driven either 
directly by  the  engine 
and/or  by  the exhaust 
gases 

-  Charge  air  cooler 
-  Coolant  pump or  fan 

(9) 

(engine-driven) 

-  Coolant  flow control 
device  (if  fitted) 

If standard-production 
equipment  : yes 

Auxiliary  test-bench  fan 

If necessary  : yes 

Anti-pollution device  (10) 

If standard-production 
equipment  : yes 

The complete  Intake system  shall  be  fitted  as provided  for  the 
intended  application : 
-  where  there  is a risk of  an appreciable  effect  on  the  engine 

power ; 

-  in the case of  two-stroke  engines; 
-  when  the manufacturer  requests  that  this should  be done. 
In other  cases, an equivalent  system may  be used  and  a  check 
should  be made  to ascertain that  the  intake pressure  does not 
differ  by more  than  100 Pa  from  the  limit  specified  by  the 
manufacturer  for  a clean  air  filter. 

10 

11 

da) 

(1b) 

The complete  exhaust  system  shall  be  fitted  as provided  for  the 
intended  application : 
-  where  there  Is a risk of  an appreciable  effect  on  the engine 

-  40  -

(2) 

(3) 

(4) 

(5) 

power; 

-  In the case of  two-stroke  engines; 
-  when  the manufacturer  requests  that  this should  be done. 
In other  cases an equivalent  system may  be  installed  provided  the 
pressure measured  at  the exit  of  the engine exhaust  system  does 
not  differ  by more  than  1 000 Pa  from  that  specified by  the 
manufacturer. The exit of  the engine exhaust  system  is defined as 
a point  150 mm  downstream  from  the termination  of  the part  of  the 
exhaust  system mounted  on  the engine. 

If an exhaust  brake  is  incorporated  in the engine, the  throttle 
valve must  be held  in the fully open position. 

The  fuel  feed pressure may  be adjusted,  if necessary,  to 
reproduce  the pressures existing  in the particular  engine 
application  (particularly when  a "fuel  return" system  is used). 

The air  intake valve  Is the control  valve  for  the  pneumatic 
governor  of  the  injection pump. The governor  or  the -
fuel-Injection equipment  may  contain other  devices which may 
affect  the amount  of  injected  fuel. 

The  radiator,  the fan, the fan cowl, the water  pump  and  the 
thermostat  shall  be  located on  the test  bench  in the same 
relative positions as on  the vehicle. The cooling-liquid 
circulation  shall  be operated  by  the engine water  pump only. 
Cooling  of  the  liquid may  be produced  either  by  the engine 
radiator  or  by an external  circuit, provided  that  the  pressure 
loss of  this circuit  and  the pressure  at  the pump  inlet  remain 
substantially  the same as those of  the engine cooling  system. 
The  radiator  shutter,  if  incorporated,  shall  be  in the open 
position. Where  the fan, radiator  and cowl  system  cannot 
conveniently be  fitted  to the engine, the power  absorbed  by the 
fan when separately  mounted  in  its correct  position  in relation 
to the radiator  and cowl  (if used),  shall  be determined  at  the 
speeds corresponding  to the engine speeds used  for measurement  of 
the engine power  either  by calculation  from  standard 
characteristics of by practical  tests. This power, corrected  to 
the standard  atmospheric conditions defined  In 4.2, should  be 
deducted  from  the corrected  power. 

(6) 

Where a disconnectable or  progressive  fan or  blower  is 
incorporated, the test  shall  be made with  the disconnectable, fan 
(or blower) disconnected  or with  the progressive  fan or  blower 
running at maximum  slip. 

(7) 

(8) 

(9) 

-  46 -

The  thermostat  may be fixed  in the fully open position. 

Minimum  power of  the generator  : the power  of  the generator  shall 
be  limited to that  necessary  for  the operation of  accessories 
which are  indispensable  for  the operation of  the engine.  If the 
connection of a battery  is necessary, a fully charged  battery  in 
good order must  be used. 

Charge air-cooled engines shall  be tested with charge air 
cooling, whether  liquid or air cooled, but  if the manufacturer 
prefers, a test-bench may  replace  the air-cooled  cooler.  In 
either  case, the measurement  of power  at each speed  shall  be made 
with  the same pressure drop of  the engine air  across  the charge 
air-cooler on  the test-bench system as those specified by  the 
manufacturer  for  the system on  the complete  vehicle. 

(10) 

They may  include, for example, Exhaust-gas  recirculation 
(EGR)-system, catalytic converter, thermal  reactor, secondary 
air-supply  system and  fuel evaporation protecting  system. 

3.2 

Setting conditions 

The setting conditions for  the test  to determine  the maximum 
torque and  the maximum  net  power  are  indicated  in Table 2. 

TABLE 2 

Setting conditions 

1 

2 

3 

4 

Setting of  injection-pump 
delivery system 

; 

Ignition or  injection 
timing  (timing curve) 

Governor  setting 

Anti-poI lut ion devices 

Set  in accordance with the 
manufacturer's production 
specifications and used 
without  further  alteration 
for  the particular 
application 

3.3 

3.3.1 

3.3.2 

Test  conditions 

The maximum  torque and maximum net power  tests shall  consist of a 
run at  the full  load fuel-inject ion-pump setting, the engine 
being equipped as specified  In Table 1. 

Performance data shall  be obtained under  stabilized operating 
conditions, with an adequate  fresh-air supply  to the engine. The 
engine must  have been run-in  in accordance with  the 
manufacturer's  recommendations. Combustion chambers may contain 
deposits, but  in  limited quantity. 

-  47  -

Test  conditions such  as  inlet  air  temperature  shall  be  selected 
as near  to reference conditions  (see 4.2) as possible  in order  to 
minimize  the magnitude of  the correction  factor. 

The  temperature  of  the  inlet  air  to the engine  (ambient  air) 
shall  be measured within  0.15 m upstream  of  the point  of entry of 
the air  cleaner, or,  if no air  cleaner  is used, within  0.15 m  to 
the air  inlet  horn. The  thermometer  or  thermocouple  shall  be 
shielded  from  radiant  heat  and  placed  directly  in the air  stream. 
It shall  also be shielded  from  fuel  spray-back. A  sufficient 
number  of  locations shall  be used  to give a  representative 
average  inlet  temperature. 

No data shall  be  taken until  torque, speed  and  temperatures  have 
been maintained  substantially  constant  for  at  least one minute. 

The engine speed  during a run or  reading  shall  not  deviate  from 
the selected  speed by more  than ±  1 X or ±  10 min~1, whichever 
is greater. 

Observed  brake  load and  inlet  air  temperature  data  shall  be  taken 
simultaneously  and shall  be the average of  two  stabilized 
consecutive values which  do not  vary more  than  2 X  for  the brake 
load. 

The  temperature of  the coolant  at  the outlet  from  the engine 
shall  be kept  within ±  5 K  from  the upper  thermostatically 
controlled  temperature  specified  by  the manufacturer.  If no 
temperature  is specified by  the manufacturer,  the  temperature 
shall  be 353 K ±  5 K. 

For  air-cooled  engines, the temperature  at  a point  indicated by 
the manufacturer  shall  be kept within +0/-20 K of  the maximum 
value specified  by  the manufacturer  in the reference  conditions. 

The  fuel  temperature  shall  be measured  at  the  inlet  to the 
carburetter  or  at  the fuel-injection system  and maintained  within 
the  limits established by  the engine manufacturer. 

The  temperature of  the  lubricating oil measured  in the oil  sump 
or  at  the outlet  from  the oil  cooler,  if fitted, shall  be 
maintained within  the  limits established  by  the engine 
manufacturer. 

An auxiliary  regulating system may  be used  if necessary  to 
maintain  the temperature within  the  limits specified  in'3.3.7., 
3.3.8. and  3.3.9. 

3.3.3 

3.3.4 

3.3.5 

3.3.6 

3.3.7 

3.3.8 

3.3.9 

3.3.10 

3.3.11 

FueI 

-  48 -

The fuel  shall  be one available on the market  without  any 
supplementary  smoke suppressant  additives.  In any case of 
dispute, the reference  fuel  shall  be that  defined  in Council 
Regulation  (EEC) n°  ....  , of 
be taken against  air  pollution by  two or  three-wheel  motor 
vehicles. 

relating  to measures to 

3.4 

Test  procedure 

Measurements shall  be taken at a sufficient  number  of  engine 
speeds to define correctly  the power  curve completely  between  the 
lowest  and  the highest engine speeds recommended  by  the 
manufacturer. This range of speeds shall  Include the speed of 
revolution at which  the engine produces  its maximum  power. For 
each speed,  the average of at  least  two stabilized  measurements 
Is to be  determined. 

3.5 

Measurement  of smoke  index 

In the case of compress ion-ignit ion engines, the exhaust  gases 
shall  be examined  during  the test  for compliance with  the 
conditions set out  in Annex  III, Appendix  1 to the  regulation 
relating  to measures  to be taken against  air  pollution by  two or 
three-wheel motor  vehicles^1). 

4. 

4.1 

TORQUE AND POWER  CORRECTION  FACTORS 

Definition 

The torque and power  correction  factor  is the coefficient  to 
determine  the engine torque and power under  the atmospheric 
reference conditions specified  in 4.2  : 

Po -  OU . P 

where 

P0  is the corrected power  (I.e. power under  reference 

atmospheric conditions); 

<**  Is the correction  factor ti£a orctd); 
P  Is the measured  power  (test  power). 

4.2 

4.2.1 

4.2.2 

Reference atmospheric conditions 

Temperature  (T0)  : 298 K  (25°C) 

Dry pressure  (P8o)  : "  *Pa 

Note: The dry pressure  is based on a total  pressure of  100 kPa 

and a water  vapour  pressure of  1 kPa. 

(1)  O.J. n° L 

4.3 

Test  atmospheric conditions 

- 49 -

4.3.1 

4.3.2 

4.4 

The atmospheric conditions during the test  shall  be the 
following: 

Temperature  (T) 283 K ^ T <^ 313 K. 

Pressure  (P8)  : 80 kPa <^ ps  <^110 kPa. 

Determination of correction  factors  ai a and  cc  ^^K 
The power  correction factor  (0C j) for compress ion-Ign it Ion 
engines at constant  fuel  rate  is obtained  by applying  the 
formula: 

*d  - ('a> 'm 

where 

fa  Is the atmospheric factor; 

fm  is the characteristic parameter  for each  type of engine and 
adjustment. 

4.4.1. 

Atmospheric factor fa 

This factor  Indicates the effects of environmental  conditions 
(pressure, temperature and humidity) on the air drawn  in by the 
engine. The atmospheric factor  formula differs according  to type 
of engine. 

4.4.1.1. 

Naturally aspirated  and mechanically supercharged engines. 

99 

T 

0.7 

fa  -(  —  > .( 

Ps 

) 

298 

4.4.1.2. 

Turbocharged engines with or without  codling of  inlet air. 

99  0.7 

fa -  ( —  ) 

.  ( 

j 

1.5 
) 

PS 

298 

4.4.2. 

Engine factor fm 

fm Is a function of qc  (fuel  flow corrected) as follows: 

fm - 0.036  . mc  -  1.14 

(1)  The tests may be carried out  in air-conditioned test  rooms where the 

atmospheric conditions may be controlled. 

-  50 -

where 

qc  -  Q/r 

where 

q  is the fuel  flow  in milligrams per  cycle per  litre of  total 

swept  volume  [mg/(litre  . cycle)], 

r  Is the pressure  ratio of  compressor  outlet  and  compressor 

inlet  (r -  1 for naturally  aspirated  engines). 

This formula  is valid  for  a value  interval  of qc  included 
between 40 mg/(litre  . cycle) and 65 mg/(litre  . cycle). 

For qc values  lower  than 40 mg/(litre  . cycle),  a constant 
value of fm equal  to 0.3  (fm  - 0.3) will  be  taken. 

For qc  values higher  than 65 mg/(litre  . cycle),  a constant 
value of  fm equal  to 1.2  (fm  -  1.2) will  be  taken  (see 
figure) : 

fm 

I 

4.4.3 

Conditions  to be complied with  in the  laboratory. 

10 

20 

30 

40 

50 

60 

70 

For  a test  to be valid, the correction  factor, cO $ must  be such 
that  0.9  <_a>d  <. 1.1 

If these  limits are exceeded,  the corrected  value obtained  shall 
be given and  the  test  conditions  (temperature  and  pressure) 
precisely  stated  in the test  report. 

5. 

TEST REPORT 

The  test  report  shall  contain  the results and  ail  the 
calculations  required  to find  the maximum  torque and maximum net 
power, as  listed  in Sub-Appendix  2 together  with "the 
characteristics of  the engine  listed  in Sub-Appendix  1. 

6. 

6.1 

6.2 

-  51  -

MEASURING MAXIMUM  TOROUE AND MAXIMUM  NET POWER  TOLERANCES 

The maximum  torque and  the maximum  net  power  of  the engine, as 
determined  by  the  testing  body, may  differ  by ±  5 X  if the power 
measured  Is <_11  kW and + 2 X  If the power  measured  is > 11 kW 
from  the values specified  by  the manufacturer, with  a 1.5 X 
tolerance  for  the engine  speed. 

The maximum  torque and  the maximum  net  power  of  an engine  during 
a production conformity  test  may  differ  by ±  10 X  if the power 
measured  Is <^11  kW and +5  X  If the power  measured  Is >  11 kW 
from  the values determined  in the component  type-approval  test. 

-  52 -

SUB-APPENDIX 1 

INFORMATION  DOCUMENT 
CONCERNING 
THE ESSENTIAL 

CHARACTERISTICS OF THE ENGINE TYPE*1) 

THAT AFFECT  ITS MAXIMUM  TORQUE AND MAXIMUM  NET POWER  OUTPUT 
(CompressIon-ignit ion engines  for  two or  three-wheel  vehicles) 

(to be added  to the component  type approval  application  where  this  is  lodged 
separately  from  the vehicle  type approval  application). 

Reference number  (supplied by  the applicant) : 

The application  for  component  type approval  in respect  of  the maximum  torque and 
maximum  net  engine power  of  a type of  two or  three-wheel  motor  vehicle shall 
contain  the  information  set  out  in Annex  II to Regulation  (EEC) N°  ...:..., of 

under  letter  A,  in the  following  items : 

0.1. 

0.2. 

0.4. to 0.6. 

3. to 3.2.1.5. 

3.2.2. 

3.2.4.2. to  3.2.4.2.8.3. 

3.2.5.  to 3.2.6.8. 

3.2.7. to 3.2.12.2.1. 

3.5. to 3.6.3.1.2. 

(1) 

In the case of non-conventional  engines and systems, particulars 

equivalent  to those referred  to here shall  be supplied  by  the 

manufacturer. 

- 53 -

SUB APPENDIX 2 

Name of Administration 

COMPONENT TYPE APPROVAL CERTIFICATE 
CONCERNING THE MAXIMUM TORQUE AND MAXIMUM NET ENGINE POWER 
OF A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE 

MODEL 

Report n* 

by test ing body 

date 

Component type approval n* 

Extension no 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

Trade mark or name of vehicle 

Type of vehicle 

Name and address of manufacturer 

Name and address of manufacturer's authorized representative (if 
any): 

Vehicle submitted for test on 

Maximum torque  : 

.....Nm at 

Net maximum power  : 

kW at 

m in"1 

mln~1 

Component  type approval has been granted/refused**) 

PIace 

Date 

Signature 

(*) 

Delete as appropriate 

- 9A 

FINANCIAL STATEMENT 

(At  least 10 days must be allowed for DG XIX's opinion. This opinion cannot be 

given until all three sections below have been received.) 

Section 1 : financial  Implications 

1. Title of operation : 

Proposal  for a Council Regulation (EEC) on the maximum design speed, 

maximum torque and maximum net engine power of two and three-wheel motor 

vehicles. 

2. Budget headings involved : 

-  A 2510 : Expenditure on meetings of committees whose consultation is 

compulsory  in the procedure for drafting Community acts. 

-  A 250  : Meetings in general. 

3. Legal basis : 

-  Article 100 A. 

-  Proposal  for a Council Regulation (EEC) on the type-approval of two and 

three-wheel motor vehicles (COM(90)669 final - SYN 331) 

4. Description of operation : 

4.1  Harmonization of national  laws. 

Setting-up of a component type-approval procedure  in respect of the 

maximum design speed, maximum torque and maximum net engine power of 

two and three-wheel motor vehicles. 

4.2 

Indeterminate duration (there is no time limit on the validity of the 

régulât ion). 

4.3  Manufacturers of two or three-wheel motor vehicles and producers of 

components for the said vehicles. 

- 9 T -

5. Classification of expenditure or revenue : 

5.1  NCE 

5.2  NDA 

6. Type of expenditure or revenue : 

6.4  Cost of committee meetings. 

6.5  No. 

6.6 

No. 

7. Financial  impact on appropriations for operations (Part B of the budget) : 

Nil, except where all of the DG  I 11 allocation  is used up on Part A of the 

budget; this would call for additional  financing under heading B 8-530 

(Completing the internal market - support expenditure). 

8. What anti-fraud measures are planned  in the proposal  for the operation ? 

Ordinary monitoring of the commitee meetings. 

Section 2 : administrative expenditure (Part A of the budget) 

This section of the financial statement must be sent to DG  IX for an opinion. 

DG  IX will then forward  it to DG XIX. 

1. Will the proposed operation  involve an  increase in the number of Commission 

staff ? : No. 

2. Indicate the amount of staff and administrative expenditure  involved  in the 

proposed operation. Explain the method of calculation : 

The financial statement annexed to the proposal  for a Council Regulation 

(EEC) on the type-approval of two or three-wheel  vehicles (C0M(90)669 final 

of 3 April 1991) (the framework regulation) put expenditure  involving the 

-Ç~ê 

advisory Committee on the adaptation to technical progress of the 

regulations concerning the two or three-wheel vehicle sector, set up by 

Article 16 of the proposal, at an estimated ECU 16,860 per year from 1994 

onwards. This sum  includes expenditure relating to the procedures for the 

adaptation to technical progress of all the specific regulations provided 

for  in Annex  I to the framework regulation. 

Section 3 : Elements of cost-effectiveness analysis 

1. Objectives and coherence with financial programming : 

1.1  Setting-up of a component type-approval procedure  in respect of the 

maximum design speed, maximum torque and maximum net engine power of 

two and three-wheel motor vehicles. 

1.2  Yes. 

1.3  Completion of the internal market. 

Subsidiary objective 1 : removal of technical barriers. 

2. Grounds for the operation : 

2.1  White Paper  : setting-up of a procedure for the type-approval of two 

and three-wheel motor vehicles and adaptation of Community 

régulât ions. 

No viable alternative to attain the same goals. 

3. Monitoring and evaluation of the operation : 

3.1  Progress report on the completion of the internal market. 

l l l / D /1 

FSAP 

05.12.1891 

i d102/PROC-CCR/fIn-«n-4057 

-99--
IMPACT STATEMENT ON COMPETITIVENESS AND  JOBS 

on  the maximum  design  speed,  maximum  torque  and  maximum  net  engine  power  of 

Proposal  for  a Council  Regulation  (EEC) 

two- or  three-wheel  motor  vehicles 

I.  What  is the main  Justification  of  the measure  ? 

-  Setting-up  a component  type-approval  procedure  in respect  of  the 

maximum  design  speed,  maximum  torque  and maximum  net  engine  power  of 

two-or  three-wheel  motor  vehicles. 

-  Harmonization  of  national  laws. 

Improvements  to  road  safety. 

II. Characteristics of  the  companies  involved, more  particularly  : 

-  Do  they  include  a  large  number  of  small-  and  medium-sized  businesses  ? 

No. 

-  Are  there  any  significant  concentrations  in regions  : 

-  eligible  for  Member  State  regional  aid  ? No. 

-  eligible  under  the  European  Regional  Development  Fund  ? No. 

I I I.What  obligations  are  imposed  on  those  companies  ? 

Compliance  with  the  regulation,  thus ensuring  free  access  of  their 

vehicles  throughout  the  Community. 

IV. What  obligations  are  likely  to be  imposed  indirectly  upon  those  companies 

via  the  local  authorities  ? 

No  additional  obligation. 

V.  Do  any  special  measures  apply  to small-  and  medium-sized  businesses  ? No. 

-  if yes, which  ? 

VI.  What  is the  foreseeable  outcome  : 

-  on  company  productivity  ? No  foreseeable  effect. 

-  on  Jobs  ? No  foreseeable  effect. 

VI I.Have both  sides of  industry  been  consulted  ? Yes. 

-  Opinion  of  both  sides of  industry  : favourable. 

ISSN 0254-1475 

COM(91) 497 final 

DOCUMENTS 

EN 

07 

Catalogue number : CB-CO-91-569-EN-C 

ISBN 92-77-78530-6 

Office for Official Publications of the European Communities 

L-2985 Luxembourg