Proposal for a Directive of the European Parliament and of the Council amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery
Date: 2000-12-18
Institutions: European Commission
Subjects: EU environmental policy, approximation of laws, combustion gases, engine, pollutant

26.6.2001

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Official Journal of the European Communities

C 180 E/31

Proposal for a Directive of the European Parliament and of the Council amending Directive
97/68/EC on the approximation of the laws of the Member States relating to measures against
the emission of gaseous and particulate pollutants from internal combustion engines to be
installed in non-road mobile machinery

(2001/C 180 E/05)

(Text with EEA relevance)

COM(2000) 840 final (cid:151) 2000/0336(COD)

(Submitted by the Commission on 18 December 2000)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,

and particulate pollutants
engines to be installed in non-road mobile machinery.

from internal combustion

Having regard to the Treaty establishing the European
Community, and in particular Article 95 thereof,

Having regard to the proposal from the Commission,

(4) Although Directive 97/68/EC initially applied only to
certain compression ignition engines, recital (5) of that
Directive envisages the extension of its scope to include
gasoline engines.

Having regard to the opinion of
Committee,

the Economic and Social

Having regard to the opinion of the Committee of the Regions,

Acting in accordance with the procedure laid down in Article
251 of the Treaty

Whereas:

(1) The Auto Oil II programme was a programme to identify
cost effective strategies to meet the air quality objectives
the Community. The Commission Communication
of
II programme (1) concluded
Review on the Auto Oil
that there is a need for measures, especially to address
the issues of ozone and particulate emissions. Recent
work on the development of national emissions ceilings
has shown that further measures are needed to meet the
air quality objectives decided upon in the Community
legislation.

(2) Stringent

standards on emissions

from vehicles on
highways have been gradually introduced. It has already
been decided that those standards should be strengthened.
The relative contribution of pollutants from non-road
mobile machinery thus will be more predominant in the
future.

(5) The emissions from small spark ignition engines (gasoline
engines)
types of machinery contribute
significantly to identified air quality problems, both
current and future, especially ozone formation.

in different

(6) Emissions from small spark ignition engines are subject to
strict environmental standards in the USA showing that it
is
the
emissions.

technically possible

to significantly

reduce

(7) The absence of Community legislation means it is possible
to import engines with old-fashioned technology from an
environmental point of view, thereby jeopardising the air
quality objectives in the Community or to implement
to
national
create barriers to trade.

legislation in this field, with the potential

(8) Directive 97/68/EC is closely aligned with the corre-
sponding US legislation and continuing alignment will
have benefits for industry as well as for the environment.

(9) A certain lead time is necessary for the European industry,
that are not yet
those manufacturers
the

especially for
operating on a global basis,
emission standards.

to be able to meet

(3) Directive 97/68/EC of the European Parliament and of the
Council (2) introduced emission limit values for gaseous

(1) COM(2000) 626 final.
(2) OJ L 59, 27.2.1998, p. 1.

(10) A two-step approach is used in Directive 97/68/EC for
compression ignition engines as well as in the US regu-
lations on spark ignition engines. Although it might have
been possible to adopt a one-step approach in the
Community legislation,
the field
unregulated for another 4-5 years,
thereby creating a
market for engines with high emissions.

this would have left

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(11) A system of averaging, banking and trading is an
important element of stage II of
the US regulations.
Such a system means that a manufacturer can compensate
emissions above the standards for one engine family by
lower emissions from another as long as the average
emissions of
the engines sold is below the standard,
banking credits from one year to another to achieve the
averaging goal and buying and selling those credits to
other manufacturers. The averaging and banking parts
of the system, in particular, are essential when trying to
align the US and Community legislation. A similar system
of banking and trading is included in this Directive, to be
used on a voluntary basis.

(12) Averaging and banking has never before been used in the
Community legislation in this field. Differences in the
administrative systems between the Community and the
USA create some uncertainties about the details of the
the Commission will
averaging and banking systems;
review the details of the included averaging and banking
systems
changes or
amendments before the scheduled date of entry into force.

and, where necessary, propose

(13) Provisions

of Directive

97/68/EC concerning

the
Committee procedure should be adapted to take account
of Council Decision 1999/468/EC of 28 June 1999 laying
down the procedures for the exercise of implementing
powers conferred on the Commission (1).

(14) Directive 97/68/EC should be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Directive 97/68/EC is amended as follows:

1.

In Article 2, the following indents are added:

(c) the engine must be used in a piece of equipment
for which the combined engine and equipment
dry weight is under 20 kilograms and at least
one of the following attributes is also present:

(i) the operator must

alternatively provide
support or carry the equipment throughout
the performance of its intended function(s)

(ii) the operator must provide support or atti-
tudinal control for the equipment throughout
the performance of its intended function(s)

(iii) the engine must be used in a generator or a

pump,

(cid:151) (cid:147)non-handheld engine(cid:148) shall mean an engine which
fall under the definition of a handheld

does not
engine,

(cid:151) (cid:147)emission durability period(cid:148) shall mean the number
of hours indicated in Annex IV Appendix 4 used to
determine the deterioration factors,

(cid:151) (cid:147)small volume engine family manufacturer of SI
engines(cid:148) shall mean a manufacturer with a total
production of less than 5 000 units of one and the
same class,

(cid:151) (cid:147)small volume engine manufacturer of SI engines(cid:148)
shall mean a manufacturer with a total production
of less than 25 000 units.(cid:146)

2. In Article 3, the following paragraph 4 is added:

(cid:145)4.
A manufacturer may, for SI engines with a power
output of not more than 19 kW for stage II, on a voluntary
basis, use the alternative type approval procedure described
in Annex XII to this Directive.(cid:146)

(cid:145)(cid:151) (cid:147)replacement engines(cid:148)

shall mean a newly built
engine to replace an engine in a machine, and
which has been supplied for this purpose only,

3. Article 4 is amended as follows:

a) Paragraph 2 is amended as follows:

(cid:151) (cid:147)handheld engine(cid:148) shall mean an engine that meets at

least one of the following requirements:

(a) the engine must be used in a piece of equipment
that is carried by the operator throughout the
performance of its intended function(s).

(b) the engine must be used in a piece of equipment
such as
its

that must operate multipositionally,
upside down or
intended function(s).

to complete

sideways,

(i) in the first sentence (cid:145)Annex VI(cid:146) is replaced by (cid:145)Annex

VII(cid:146);

(ii) in the second sentence (cid:145)Annex VII(cid:146)

is replaced by

(cid:145)Annex VIII(cid:146);

(b) Paragraph 4 is amended as follows:

(i) in point (a) (cid:145)Annex VIII(cid:146) is replaced by (cid:145)Annex IX(cid:146);

(ii) in point (b) (cid:145)Annex IX(cid:146) is replaced by (cid:145)Annex X(cid:146);

(1) OJ L 184, 17.7.1999, p. 23.

(c) In paragraph 5, (cid:145)Annex X(cid:146) is replaced by (cid:145)Annex XI(cid:146).

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(d) The following paragraph 6 is added:

(ii) (cid:145)section 4.2.3 of Annex I(cid:146)

is replaced by (cid:145)section

4.1.2.3 of Annex I(cid:146);

(cid:145)6.
If a manufacturer has chosen to use the voluntary
type approval procedure described in Annex XII,
that Annex shall apply by
sections 8, 9 and 10 of
way of derogation from paragraphs 1 to 2 and
paragraph 4 of this Article(cid:146).

4. In Article 6 the following paragraph 5 is added:

(cid:145)5.
If a manufacturer has chosen to use the voluntary
averaging and banking procedure described in Annex XII,
section 10 of that Annex shall apply by way of derogation
from paragraphs 3 and 4 of this Article.(cid:146)

5. In Article 7, the following paragraph 3 is added:

(cid:145)3.
Type-approvals according to Directive 88/77/EEC
which are in compliance with stages A, B1, B2 or C,
provided for in Article 2 and section 6.2.1 of Annex 1
to Directive 1999/96/EC of the European Parliament and of
the Council (1), and, where applicable,
the pertaining
approval marks shall be accepted for Stage II provided
for in Article 9(3) of this Directive.

___________
(1) OJ L 44, 16.2.2000, p. 1.(cid:146)

(e) In point 4, first paragraph, the word (cid:145)new(cid:146) is deleted.

8. The following Article 9a is inserted:

(cid:145)Article 9a

Timetable (cid:151) Spark ignition engines

1. DIVIDING INTO CLASSES

For the purpose of this Directive Spark Ignition Engines
shall be divided into the following classes.

Main class S: Small engines with a net power £ 19 kW

The main class S shall be divided into two categories

H: Engines for handheld machinery

6. In Article 8, the first sentence of paragraph 5 is replaced

by the following:

N: Engines for non-handheld machinery

agents

(cid:145)With regard to the control of the identification numbers,
the manufacturer or his
established in the
Community shall without delay give, on request, to the
responsible approval authority all the information needed
related to his/their purchasers together with the identifi-
cation numbers of the engines reported as produced in
accordance with Article 6(3) or section 10 of Annex XII.(cid:146)

7. Article 9 is amended as follows:

(a) The heading (cid:145)Timetable(cid:146)

is replaced by the heading

(cid:145)Timetable (cid:151) Compression ignition engines(cid:146);

(b)

In point 1, (cid:145)Annex VI(cid:146) is replaced by (cid:145)Annex VII(cid:146);

(c) Point 2 is amended as follows:

Class/category

Displacement (cubic cm)

Handheld engines

Class SH:1

Class SH:2

Class SH:3

Non-handheld engines

Class SN:1

Class SN:2

Class SN:3

Class SN:4

< 20

‡ 20 to < 50

‡ 50

< 66

‡ 66
< 100

‡ 100
< 225

‡ 225

(i) (cid:145)Annex VI(cid:146) is replaced by (cid:145)Annex VII(cid:146);

2. GRANT OF TYPE APPROVALS

(ii) (cid:145)section 4.2.1 of Annex I(cid:146)

is replaced by (cid:145)section

4.1.2.1 of Annex I(cid:146);

(d) Point 3 is amended as follows:

(i) (cid:145)Annex VI(cid:146) is replaced by (cid:145)Annex VII(cid:146);

After dd/mm/yy, Member States may not refuse to grant
type-approval for an SI engine type or engine family or to
issue the document as described in Annex VII, and may
impose any other type-approval requirements with
not
regard to air-polluting emissions
for non-road mobile
machinery in which an engine is installed, if the engine
meets
specified in this Directive as
regards the emissions of gaseous pollutants.

the requirements

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3. TYPE-APPROVALS STAGE I

(cid:151) engines for use by the armed services,

Member States shall refuse to grant type-approval for an
engine type or engine family and to issue the documents as
described in Annex (VI), and shall refuse to grant any other
type-approval for non-road mobile machinery in which an
engine is installed after (18) months from the date of entry
into force of this Directive, if the engine fails to meet the
requirements specified in this Directive and where the
emissions of gaseous pollutants from the engine do not
comply with the limit values as set out in the table in
section 4.2.2.1 of Annex I.

4. TYPE-APPROVALS STAGE II

Member States shall refuse to grant type-approval for an
engine type or engine family and to issue the documents as
described in Annex (VI), and shall refuse to grant any other
type-approval for non-road mobile machinery in which an
engine is installed:

after 1 August 2004 for engine classes SN:1 and SN:2

after 1 August 2006 for engine class SN:4

after 1 August 2008 for engine classes SH1, SH 2 and SN:3

(cid:151) engines exempted in accordance with paragraphs

1a and 2;(cid:146)

(b) The following paragraph 1a is inserted:

A replacement engine shall comply with the
the engine to be replaced had to

(cid:145)1a.
limit values that
meet when originally placed on the market.

The text (cid:147)Replacement engine(cid:148) shall be attached to a
inserted into the owner’s
label on the engine or
manual.(cid:146)

(c) The following paragraphs 3 and 4 are added:

The requirements of Article 9a (4)

(cid:145)3.
shall be
postponed by three years for small volume engine
manufacturers.

The

4.
shall be
requirements of Article 9a(4)
replaced by the corresponding stage I requirements
for a small volume engine family manufacturer for
the class or classes for which the manufacturer can
show a yearly production less than 5 000 units.(cid:146)

after 1 August 2010 for engine class SH:3,

10. Articles 14 and 15 are replaced by the following:

if the engine fails to meet the requirements specified in this
Directive and where the emissions of gaseous pollutants
from the engine do not comply with the limit values as
set out in the table in section 4.2.2.2 of Annex 1.

5. PLACING ON THE MARKET:

ENGINE PRODUCTION DATES

(cid:145)Article 14

Adaptation to technical progress

Any amendments which are necessary in order to adapt
the Annexes to this Directive, with the exception of the
requirements specified in section 1, sections 2.1 to 2.8 and
section 4 of Annex I, to take account of technical progress
shall be adopted by the Commission in accordance with
the procedure referred to in Article 15(2).

Six months after the dates for the relevant category of
engine in paragraphs 3 and 4, with the exception of
machinery and engines
to third
countries, Member States shall permit placing on the
market of engines, whether or not already installed in
machinery, only if
this
Directive.

intended for export

the requirements of

they meet

Nevertheless,
for each category, Member States may
postpone the dates in paragraphs 3 and 4 for two years
in respect of engines with a production date prior to those
dates.(cid:146)

9. Article 10 is amended as follows:

(a) Paragraph 1 is replaced by the following:

Article 15

Committee

by Article

The Commission shall be assisted by the committee
1.
Council Directive
13
established
70/156/EEC (1)
the
of
Member States and chaired by the representative of the
Commission.

of
representatives

composed

of

2. Where reference is made to this article, the regulatory
procedure laid down in Article 5 of Council Decision
1999/468/EC (2) shall apply, in compliance with Article 7
[and Article 8 If codecision] thereof.

The period provided for in Article 5(6) of Decision

3.
1999/468/EC shall be 3 months.

The requirements of Article 8(1) and (2), Article

(cid:145)1.
9(4) and Article 9a (5) shall not apply to:

___________
(1) OJ L 42, 23.2.1970, p. 1.
(2) OJ L 184, 17.7.1999, p. 23.(cid:146)

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11. The following list of annexes is added:

(cid:145)List of Annexes

ANNEX I: SCOPE, DEFINITIONS . . .

ANNEX II: INFORMATION DOCUMENTS

Appendix 3: Equipment and auxiliaries to be installed

for the test to determine engine power

ANNEX VIII: APPROVAL CERTIFICATE NUMBERING SYSTEM

ANNEX IX:
APPROVALS ISSUED

LIST OF

ENGINE/ENGINE

FAMILY TYPE-

Appendix 1: Essential

characteristics of

the

(parent)

ANNEX X: LIST OF ENGINES PRODUCED

engine

Appendix 2: Essential characteristics of the engine family

ANNEX XI: DATA SHEET OF TYPE APPROVED ENGINES

Appendix 3: Essential

characteristics of

engine

type

within family

ANNEX XII: PROCEDURE FOR VOLUNTARY AVERAGING AND
BANKING(cid:146)

ANNEX III: TEST PROCEDURE (cid:151) COMPRESSION IGNITION
ENGINES

Appendix 1: Measurement and sampling procedures

Appendix 2: Calibration of the analytical instruments

Appendix 3: Data evaluation and calculations

ANNEX IV: TEST PROCEDURE (cid:151) SPARK IGNITION ENGINES

Appendix 1: Measurement and sampling procedures

Appendix 2: Calibration of the analytical instruments

Appendix 3: Data evaluation and calculations

Appendix 4: Deterioration factors

ANNEX V: TECHNICAL CHARACTERISTICS OF REFERENCE

FUEL

ANNEX VI: ANALYTICAL AND SAMPLING SYSTEM

ANNEX VII: TYPE APPROVAL CERTIFICATE

Appendix 1: Test result for CI engines

Appendix 2: Test result for SI engines

12. The Annexes are amended in accordance with the Annex

to this Directive.

Article 2

1. Member States shall bring into force the laws, regulations
and administrative provisions necessary to comply with this
Directive by dd/mm/yy at
forthwith
inform the Commission thereof.

the latest. They shall

When Member States adopt those provisions, they shall contain
a reference to this Directive or be accompanied by such a
reference on the occasion of
their official publication.
Member States shall determine how such reference is to be
made.

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

Article 3

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

Article 4

This Directive is addressed to the Member States.

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1. Annex I is amended as follows:

ANNEX

(a) The first sentence of Section 1 (cid:145)SCOPE(cid:146) shall be replaced by the following:

(cid:145)This Directive applies to all engines to be installed in non-road mobile machinery and to secondary engines
fitted into vehicles intended for passenger or goods transport on the road.(cid:146)

(b) In paragraph 1A the first sentence is amended as follows:

(cid:145)A.

intended and suited, to move, or to be moved on the ground with or without road and with either

(a) a C.I. engine having a net power in accordance with section 2.4 that is higher than 18 kW but not more
than 560 kW (4) and that is operated under intermittent speed rather than a single constant speed.

Machinery, the engines . . .

(remains unchanged)

(cid:151) . . .

(cid:151) mobile cranes;

or

(b) a C.I. engine for irrigation pumps or generating sets with intermittent load.

Machinery, the engines of which are covered under this definition, includes but is not limited to:

(cid:151) gas compressors,

(cid:151) generating sets with intermittent load including refrigerating units and welding sets,

(cid:151) irrigation pumps,

(cid:151) turf care, chippers, snow removal equipment, sweepers;

or

(c) a petrol fuelled S.I. engine having a net power in accordance with section 2.4 of not more than 19 kW.

Machinery, the engines of which are covered under this definition, includes but is not limited to:

(cid:151) lawn mowers,

(cid:151) chain saws,

(cid:151) generators,

(cid:151) water pumps,

(cid:151) bush cutters.

The Directive is not applicable for the following applications:

B. ships;

C. railway locomotives;

D. aircraft;

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E.

recreational vehicles;

F. generating sets with C.I. engines for stage I and for stage II until 31 December 2006.(cid:146)

(c) Section 2 is amended as follows:

(cid:151) The following words shall be added to footnote 2 in section 2.4:

(cid:145). . . except for engines where such an auxiliary is an integral part of the engine (see Appendix 3 of Annex
VII).(cid:146)

(cid:151) The following new indent shall be added to section 2.8:

(cid:145)(cid:151) for engines to be tested on cycle G1, the intermediate speed shall be 85 % of the maximum rated speed

(see section 3.5.1.2 of Annex IV).(cid:146)

(cid:151) The following new sections shall be added:

(cid:145)2.9.

adjustable parameter shall mean any physically adjustable device, system or element of design which
may affect emission or engine performance during emission testing or normal operation;

2.10.

after-treatment shall mean the passage of exhaust gases through a device or system whose purpose is
chemically or physically to alter the gases prior to release to the atmosphere;

2.11.

spark ignition (S.I.) engine shall mean an engine which works on the spark-ignition principle;

2.12.

auxiliary emission control device shall mean any device that senses engine operation parameters for the
purpose of adjusting the operation of any part of the emission control system;

2.13.

emission control system shall mean any device, system or element of design which controls or reduces
emissions;

2.14.

fuel system shall mean all components involved in the metering and mixture of the fuel;

2.15.

secondary engine shall mean an engine installed in or on a motor vehicle, but not providing motive
power to the vehicle.(cid:146)

(cid:151) Section 2.9 becomes a new section 2.16 and current sections 2.9.1 to 2.9.3 become new sections 2.16.1 to

2.16.3.

(d) Section 3 is amended as follows:

(cid:151) Section 3.1 is replaced by the following:

(cid:145)3.1.

Compression ignition engines approved in accordance with this Directive must bear:(cid:146)

(cid:151) Section 3.1.3 is amended as follows:

Annex VII is replaced by Annex VIII.

(cid:151) A new section 3.2 is inserted as follows:

(cid:145)3.2.

Spark ignition engines approved in accordance with this Directive must bear:

3.2.1.

the trade mark or trade name of the manufacturer of the engine;

3.2.2.

the EC type-approval number as defined in Annex VIII;

3.2.3.

the averaging scheme approval number if the engine is included in an emission averaging system as
provided for in Annex XII.(cid:146)

(cid:151) Sections 3.2 to 3.6 become new sections 3.3 to 3.7.

(cid:151) Section 3.7 is amended as follows: Annex VI is replaced by Annex VII.

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(e) Section 4 is amended as follows:

(cid:151) The following new heading shall be inserted: (cid:145)4.1. CI engines.(cid:146)

(cid:151) Current section 4.1 shall become section 4.1.1.

(cid:151) Current section 4.2 shall become section 4.1.2 and is amended as follows: Annex V is replaced by Annex VI.

(cid:151) Current section 4.2.1 shall become new section 4.1.2.1; current section 4.2.2 shall become new section
4.1.2.2 and the reference to section 4.2.1 shall be replaced by a reference to section 4.1.2.1; current sections
4.2.3 and 4.2.4 shall become new sections 4.1.2.3 and 4.1.2.4.

(f) The following new paragraph shall be added:

(cid:145)4.2.

SI engines

4.2.1.

General

The components liable to affect the emission of gaseous pollutants shall be so designed, constructed
and assembled as to enable the engine, in normal use, despite the vibrations to which it may be
subjected, to comply with the provisions of this Directive.

The technical measures taken by the manufacturer must be such as to ensure that the mentioned
emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine
and under normal conditions of use in accordance with Annex IV, Appendix 4.

4.2.2.

Specifications concerning the emissions of pollutants.

The gaseous components emitted by the engine submitted for testing shall be measured by the
methods described in Annex VI (and shall include any after-treatment device).

Other systems or analysers may be accepted if they yield equivalent results to the following reference
systems:

(cid:151) for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex VI,

(cid:151) for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system

shown in Figure 3 of Annex VI.

4.2.2.1. The emissions of carbon monoxide, the emissions of hydrocarbons, the emissions of oxides of
nitrogen and the sum of hydrocarbons and oxides of nitrogen obtained shall for stage I not exceed
the amount shown in the table below:

Stage I

Class Carbon
monoxide
(CO)
(g/kWh)

Hydrocarbons
(HC)
(g/kWh)

Oxides of nitrogen
(NOx)
(g/kWh)

Sum of hydrocarbons and
oxides of nitrogen
(g/kWh)

HC + NOx

295

241

161

5,36

5,36

5,36

805

805

603

519

519

519

519

50

40

16,1

13,4

Class

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

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4.2.2.2. The emissions of carbon monoxide and the emissions of the sum of hydrocarbons and oxides of

nitrogen obtained shall for stage II not exceed the amount shown in the table below:

Stage II

Class Carbon monoxide
(CO)
(g/kWh)

Sum of hydrocarbons and oxides of
nitrogen
(g/kWh)

HC + NOx

805

805

603

610

610

610

610

50

50

72

50,0

40,0

16,1

12,1

Class

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

The NOxemissions for all engine classes must not exceed 10 g/kWh.

4.2.2.3. Notwithstanding the definition of (cid:147)handheld engine(cid:148) in Article 2 of this Directive two-stroke engines

used to power snowthrowers may meet SH:1, SH:2 or SH:3 standards.(cid:146)

(g) Sections 6.3 to 6.9 are replaced by the following:

(cid:145)6.3.

Individual cylinder displacement, within 85 % and 100 % of the largest displacement within the engine
family.

6.4. Method of air aspiration

6.5.

Fuel type

(cid:151) diesel

(cid:151) petrol

6.6.

Combustion chamber type/design

6.7.

Valve and porting (cid:151) configurations, size and number

6.8.

Fuel system:

for diesel

(cid:151) pump-line injector

(cid:151) in-line pump

(cid:151) distributor pump

(cid:151) single element

(cid:151) unit injector

for petrol

(cid:151) carburettor

(cid:151) port fuel injection

(cid:151) direct injection

6.9. Miscellaneous features

(cid:151) exhaust gas recirculation

(cid:151) water injection/emulsion

(cid:151) air injection

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(cid:151) charge cooling system

(cid:151) ignition type (compression, spark)

6.10.

Exhaust after-treatment(cid:146)

2. Annex II is amended as follows:

(a)

In Appendix 2 the text in the table is amended as follows:

(cid:145)Fuel delivery per stroke (mm3)(cid:146) in lines 3 and 6 shall be replaced by

(cid:145)Fuel delivery per stroke (mm3) for diesel engines,

fuel flow (g/h) for petrol engines(cid:146).

(b) Appendix 3 is amended as follows:

(cid:151) The heading of section 3 shall be replaced by (cid:145)Fuel feed for diesel engines(cid:146)

(cid:151) The following new sections shall be inserted:

(cid:145)4.

Fuel feed for petrol engines

4.1.

Carburettor

4.1.1. Make(s): . . .

4.1.2. Type(s): . . .

4.2.

Port fuel injection: single-point or multi-point

4.2.1. Make(s): . . .

4.2.2. Type(s): . . .

4.3.

Direct injection

4.3.1. Make(s): . . .

4.3.2 Type(s): . . .

4.4.

Fuel flow [g/h] and air/fuel ratio at rated speed and wide open throttle(cid:146)

(cid:151) Current section 4 becomes section 5 and shall be amended as follows:

(cid:145)5.3.

Variable valve timing system (if applicable and where intake and/or exhaust)

5.3.1. Type: continuous or on/off

5.3.2. Cam phase shift angle(cid:146)

(cid:151) The following new section shall be added:

(cid:145)6.

Porting configuration

6.1.

Position, size and number(cid:146)

(cid:151) The following new section shall be added:

(cid:145)7.

Ignition system

7.1.

Ignition coil

7.1.1. Make(s): . . .

7.1.2. Type(s): . . .

7.1.3. Number: . . .

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7.2.

Spark plug(s)

7.2.1. Make(s): . . .

7.2.2. Type(s): . . .

7.3.

Magneto

7.3.1. Make(s): . . .

7.3.2. Type(s): . . .

7.4.

Ignition timing

7.4.1. Static advance with respect to top dead centre [crank angle degrees]

7.4.2. Advance curve, if applicable: . . .(cid:146)

3. Annex III is amended as follows:

(a) The heading is replaced by the following:

(cid:145)Test procedure for CI engines(cid:146)

(b) Section 2.7 is amended as follows:

Annex VI is replaced by Annex VII and Annex IV is replaced by Annex V.

(c) Section 3.6. is amended as follows:

(cid:151) Sections 3.6.1 and 3.6.1.1. are amended as follows:

(cid:145)3.6.1.

Test cycle of machinery according to Section 1 of Annex I:

3.6.1.1.

The following 8-mode cycle (1) shall be followed by specification A of machinery in dynamometer
operation on the test engine: . . .

___________
(1) Identical with C1 cycle of the draft ISO 8178-4 standard.(cid:146)

(cid:151) A new section 3.6.1.2. is added as follows:

(cid:145)3.6.1.2. The following 5-mode cycle (1) shall be followed by specification (b) of machinery in dynamometer

operation on the test engine:

Mode number

Engine speed

1

2

3

4

5

Rated

Rated

Rated

Rated

Rated

Load %

100

75

50

25

10

Weighting factor

0,05

0,25

0,3

0,3

0,1

The load figures are percentage values of the torque corresponding to the prime power rating
defined as the maximum power available during a variable power sequence, which may be run for
an unlimited number of hours per year, between stated maintenance intervals and under the stated
ambient conditions, the maintenance being carried out as prescribed by the manufacturer (2).

___________
(1) Identical with D2 cycle of the ISO 8168-4: 1996(E) standard.
(2) For a better illustration of the prime power definition, see Figure 2 of ISO 8528-1: 1993(E) standard.(cid:146)

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(cid:151) Section 3.6.3 is amended as follows:

(cid:145)3.6.3.

Test sequence

The test sequence shall be started. The test shall be performed in ascending order of mode
numbers as set out above for the test cycles.

During each mode of the given test cycle . . .(cid:146)

(d) Appendix 1, section 1 is amended as follows:

In section 1 and 1.4.3. Annex V is replaced by Annex VI.

4. The following new annex is added:

(cid:145)ANNEX IV

TEST PROCEDURE FOR SPARK IGNITION ENGINES

1.

1.1.

INTRODUCTION

This Annex describes the method of determining emissions of gaseous pollutants from the engines to be
tested.

1.2.

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

2.

TEST CONDITIONS

2.1.

Engine test conditions

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

fa (cid:136)

8
>>:

99
ps

9
>>; (cid:2)

8
>>:

Ta
298

0;7

9
>>;

2.1.1.

Test validity

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

0,96 (cid:20) fa (cid:20) 1,06

2.1.2.

Engines with charge air-cooling

The temperature of the cooling medium and the temperature of the charge air have to be recorded.

2.2.

Engine air inlet system

The test engine shall be equipped with an air inlet system presenting an air inlet restriction within 10 % of
the upper limit specified by the manufacturer for a new air cleaner at the engine operating conditions, as
specified by the manufacturer, which result in maximum air flow in the respective engine application.

For small spark ignition engines (< 1 000 cm3 displacement) a system representative of the installed engine
shall be used.

2.3.

Engine exhaust system

The test engine shall be equipped with an exhaust system presenting an exhaust back pressure within 10 %
of the upper limit specified by the manufacturer for the engine operating conditions which result in the
maximum declared power in the respective engine application.

For small spark ignition engines (< 1 000 cm3 displacement) a system representative of the installed engine
shall be used.

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2.4.

Cooling system

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures
prescribed by the manufacturer shall be used. This provision shall apply to units which have to be detached
in order to measure the power, such as with a blower where the blower (cooling) fan has to be disas-
sembled to get access to the crankshaft.

2.5.

Lubricating oil

Lubricating oil that meets the engine manufacturer’s specifications for a particular engine and intended
usage shall be used. Manufacturers must use engine lubricants representative of commercially available
engine lubricants.

The specifications of the lubricating oil used for the test shall be recorded at section 1.2 of Annex VII,
Appendix 2 for SI engines and presented with the results of the test.

2.6.

Adjustable carburettors

Engines with limited adjustable carburettors shall be tested at both extremes of the adjustment.

2.7.

Test fuel

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

The octane number and the density of the reference fuel used for test shall be recorded at section 1.1.1 of
Annex VII, Appendix 2 for SI engines.

For two-stroke engines, the fuel/oil mixture ratio must be the ratio which is recommended by the manu-
facturer. The percentage of oil in the fuel/lubricant mixture feeding the two-stroke engines and the resulting
density of the fuel shall be recorded at section 1.1.4 of Annex VII, Appendix 2 for SI engines.

2.8.

Determination of dynamometer settings

Emissions measurements shall be based on uncorrected brake power. Auxiliaries necessary only for the
operation of the machine and which may be mounted on the engine shall be removed for the test. Where
auxiliaries have not been removed, the power absorbed by them shall be determined in order to calculate
the dynamometer settings except for engines where such auxiliaries form an integral part of the engine (e.g.
cooling fans for air cooled engines).

The settings of inlet restriction and exhaust pipe backpressure shall be adjusted, for engines where it is
possible to perform such an adjustment, to the manufacturer’s upper limits, in accordance with sections 2.2
and 2.3. The maximum torque values at the specified test speeds shall be determined by experimentation in
order to calculate the torque values for the specified test modes. For engines which are not designed to
operate over a speed range on a full load torque curve, the maximum torque at the test speeds shall be
declared by the manufacturer. The engine setting for each test mode shall be calculated using the formula:

S (cid:136)

8
>>:(cid:133)PM (cid:135) PAE(cid:134) (cid:2)

9
>>; (cid:255) PAE

L
100

where:

S

is the dynamometer setting (kW)

PM is the maximum observed or declared power at the test speed under the test conditions (see Appendix

2 of Annex VII) (kW)

PAE is the declared total power absorbed by any auxiliary fitted for the test (kW) and not required by

Appendix 3 of Annex VII

L

is the percent torque specified for the test mode.

If the ratio

PAE
PM

(cid:21) 0,03

the value of PAE may be verified by the technical authority granting type approval.

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3.

TEST RUN

3.1.

Installation of the measuring equipment

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

3.2.

Starting the dilution system and engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures
have stabilised at full load and rated speed (section 3.5.2.).

3.3.

Adjustment of the dilution ratio

The total dilution ratio shall not be less than four.

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

When using a dilute exhaust gas analysis system,
determined by sampling dilution air into a sampling bag over the complete test sequence.

the relevant background concentrations shall be

Continuous (non-bag) background concentration may be taken at the minimum of three points, at the
beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer’s request
background measurements may be omitted.

3.4.

Checking the analysers

The emission analysers shall be set at zero and spanned.

3.5.

Test cycle

3.5.1.

Specification (c) of machinery according to section 1 of Annex I.

The following test cycles shall be followed in dynamometer operation on the test engine according to the
given type of machinery:

cycle D (1): generating sets with intermittent load;

cycle G1: non-handheld intermediate speed applications;

cycle G2: non-handheld rated speed applications;

cycle G3: handheld rated speed applications.

3.5.1.1. Test modes and weighting factors

Cycle D

Mode number

1

2

3

4

5

Engine speed

Rated speed

Intermediate

Low-idle speed

Load (*) %

100

75

50

25

Weighting factor 0,05

0,25

0,3

0,3

10

0,1

___________
(1) Identical with D2 cycle of the ISO 8168-4: 1996(E) standard.

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Cycle G1

Mode number

1

2

3

4

5

6

Engine speed

Rated speed

Intermediate speed

Low-idle speed

Load %

Weighting factor

100

75

50

25

10

0

0,09

0,2

0,29

0,3

0,07

0,05

Cycle G2

Mode number

1

2

3

4

5

6

Engine speed

Rated speed

Intermediate speed

Low-idle speed

Load %

100

75

50

25

10

Weighting factor 0,09

0,2

0,29

0,3

0,07

Cycle G3

Mode number

1

0

0,05

2

Engine speed

Rated speed

Intermediate speed

Low-idle speed

Load %

100

Weighting factor 0,85 (**)

0

0,15 (**)

(*) The load figures are percentage values of the torque corresponding to the prime power rating defined as the
maximum power available during a variable power sequence, which may be run for an unlimited number of
hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance
being carried out as prescribed by the manufacturer. For a better illustration of the prime power definition, see Figure
2 of ISO 8528-1: 1993(E) standard.

(**) For phase 4, 0.90 and 0.10 may be used instead of 0.85 and 0.15 respectively.

3.5.1.2. Definitions

The mode length is the time between leaving the speed and/or torque of the previous mode or the
preconditioning phase and the beginning of the following mode.
It includes the time during which
speed and/or torque are changed and the stabilisation at the beginning of each mode.

The rated speed is the engine speed at which, according to the statement of the engine manufacturer, the
rated power is delivered.

The intermediate speed shall be 85 % of the maximum rated speed for engines to be tested on test cycle
G1.

3.5.1.3. Choosing an appropriate test cycle

If the primary end use of an engine model is known then the test cycle may be chosen based on the
examples given in section 3.5.1.4. If the primary end use of an engine is uncertain then the appropriate test
cycle should be chosen based upon the engine specification.

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3.5.1.4. Examples (the list is not exhaustive):

Typical examples are for:

Cycle D:

Generating sets with intermittent
propulsion), refrigerating units, welding sets;

load including generating sets on board ships and trains (not

for

Gas compressors.

Cycle G1:

Front or rear engines riding lawn mowers;

Golf carts;

Lawn sweepers;

Pedestrian-controlled rotary or cylinder lawn mowers;

Snow removal equipment;

Waste disposers.

Cycle G2:

Portable generators, pumps, welders and air compressors;

May also include lawn and garden equipment, which operate at engine rated speed.

Cycle G3:

Blowers;

Chain saws;

Hedge trimmers;

Portable saw mills;

Rotary tillers;

Sprayers;

String trimmers;

Vacuum equipment.

3.5.2.

Conditioning of the engine

Warming up of the engine and the system shall be at maximum speed and torque in order to stabilise the
engine parameters according to the recommendations of the manufacturer.

Note: The conditioning period should also prevent the influence of deposits from a former test in the
exhaust system. There is also a required period of stabilisation between test points which has been
included to minimise point to point influences.

3.5.3.

Test sequence

Test cycles G1, G2 or G3 shall be performed in ascending order of mode number of the cycle in question.
When only gaseous emissions are measured each mode sampling time shall be at least 180 s. The gaseous
exhaust emission concentration values shall be measured and recorded for the last 120 s of the respective
sampling time. For each measuring point, the mode length shall be of sufficient duration to achieve thermal
stability of the engine prior to the start of sampling. The mode length shall be recorded and reported.

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(a) For engines tested with the dynamometer speed control test configuration:

During each mode of the test cycle after the initial transition period, the specified speed shall be held to
within – 1 % of rated speed or – 3 min-1 whichever is greater except for low idle which shall be within
the tolerances declared by the manufacturer. The specified torque shall be held so that the average over
the period during which the measurements are being taken is within – 2 % of the maximum torque at
the test speed.

(b) For engines tested with the dynamometer load control test configuration:

During each mode of the test cycle after the initial transition period, the specified speed shall be within
– 2 % of rated speed or – 3 min-1 whichever is greater, but shall in any case be held within – 5 %,
except for low idle which shall be within the tolerances declared by the manufacturer.

During each mode of the test cycle where the prescribed torque is 50 % or greater of the maximum torque
at the test speed the specified average torque over the data acquisition period shall be held within – 5 % of
the prescribed torque. During modes of the test cycle where the prescribed torque is less than 50 % of the
maximum torque at the test speed the specified average torque over the data acquisition period shall be
held within – 10 % of the prescribed torque or – 0,27 Nm whichever is greater.

3.5.4. Analyser response

The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data
acquisition system with the exhaust gas flowing through the analysers at least during the last three minutes
of each mode. If bag sampling is applied for the diluted CO and CO2 measurement (see Appendix 1,
section 1.4.4), a sample shall be bagged during the last 180 s of each mode, and the bag sample analysed
and recorded.

3.5.5.

Engine conditions

The engine speed and load, intake air temperature and fuel flow shall be measured for each mode once the
engine has been stabilised. Any additional data required for calculation shall be recorded (see Appendix 3,
sections 1.1 and 1.2).

3.6.

Rechecking the analysers

After the emission test a zero gas and the same span gas shall be used for re-checking. The test shall be
considered acceptable if the difference between the two measuring results is less than 2 %.

Appendix 1

1.

MEASUREMENT AND SAMPLING PROCEDURES

Gaseous components emitted by the engine submitted for testing shall be measured by the methods
described in Annex VI. The methods of Annex VI describe the recommended analytical systems for the
gaseous emissions (section 1.1).

1.1.

Dynamometer specification

An engine dynamometer with adequate characteristics to perform the test cycles described in Annex IV,
section 3.5.1 shall be used. The instrumentation for torque and speed measurement shall allow the
measurement of the shaft power within the given limits. Additional calculations may be necessary.

The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given
in section 1.3 are not exceeded.

1.2.

Fuel flow and total diluted flow

Fuel flow meters with the accuracy defined in section 1.3 shall be used to measure the fuel flow that will
be used to calculate emissions (Appendix 3). When using a full flow dilution system, the total flow of the
dilute exhaust (GTOTW) shall be measured with a PDP or CFV (cid:151) Annex VI, section 1.2.1.2. The accuracy
shall conform to the provisions of Annex III, Appendix 2, section 2.2.

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1.3.

Accuracy

The calibration of all measuring instruments shall be traceable to national (international) standards and
comply with the requirements given in tables 2 and 3.

Table 2

Permissible deviations of instruments for engine-related parameters

No.

1

2

3

4

Item

Permissible deviation

Engine speed

Torque

– 2 % of the reading or – 1 % of engine’s
max value whichever is larger

– 2 % of the reading or – 1 % of engine’s
max value whichever is larger

Fuel consumption (a)

– 2 % of engine’s max value

Air consumption (a)

– 2 % of the reading or – 1 % of engine’s
max value whichever is larger

(a) The calculations of the exhaust emissions as described in this Directive are,

in some cases, based on different
measurement and/or calculation methods. Because of limited total tolerances for the exhaust emission calculation,
the allowable values for some items, used in the appropriate equations, must be smaller than the allowed tolerances
given in ISO 3046-3.

Table 3

Permissible deviations of instruments for other essential parameters

No.

Item

Permissible deviation

1

2

3

4

5

6

7

8

9

Temperatures £ 600 K

Temperatures ‡ 600 K

– 2 K absolute

– 1 % of reading

Exhaust gas pressure

– 0,2 kPa absolute

Inlet manifold depressions

– 0,05 kPa absolute

Atmospheric pressure

Other pressures

Relative humidity

Absolute humidity

Dilution air flow

– 0,1 kPa absolute

– 0,1 kPa absolute

– 3 % absolute

– 5 % of reading

– 2 % of reading

10

Diluted exhaust gas flow

– 2 % of reading

1.4.

Determination of the gaseous components

1.4.1.

General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required for measuring the
concentrations of the exhaust gas components (section 1.4.1.1). It is recommended that the analysers be
operated such that the measured concentration falls between 15 % and 100 % of full scale.

If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that
provide sufficient accuracy and resolution below 15 % of full scale are used, concentrations below 15 % of
full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of
the calibration curves (cid:151) Appendix 2, section 1.5.5.2 of this annex.

The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional
errors.

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1.4.1.1. Accuracy

The analyser shall not deviate from the nominal calibration point by more than – 2 % of the reading over
the whole measurement range except zero, and – 0,3 % of full scale at zero. The accuracy shall be
determined according to the calibration requirements laid down in section 1.3.

1.4.1.2. Repeatability

The repeatability shall be such that 2.5 times the standard deviation of 10 repetitive responses to a given
calibration or span gas is not greater than – 1 % of full scale concentration for each range used above
100 ppm (or ppm C) or – 2 % of each range used below 100 ppm (or ppm C).

1.4.1.3. Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10 s period shall not
exceed 2 % of full scale on all ranges used.

1.4.1.4. Zero drift

Zero response is defined as the mean response, including noise, to a zero gas during a 30-s time interval.
The drift of the zero response during a one-hour period shall be less than 2% of full scale on the lowest
range used.

1.4.1.5. Span drift

Span response is defined as the mean response, including noise, to a span gas during a 30-s time interval.
The drift of the span response during a one-hour period shall be less than 2% of full scale on the lowest
range used.

1.4.2. Gas drying

Exhaust gases may be measured wet or dry. Any gas-drying device, if used, must have a minimal effect on
the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water
from the sample.

1.4.3. Analysers

Sections 1.4.3.1 to 1.4.3.5 of this Appendix describe the measurement principles to be used. A detailed
description of the measurement systems is given in Annex VI.

The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the
use of linearising circuits is permitted.

1.4.3.1. Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.

1.4.3.2. Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.

1.4.3.3. Oxygen (O2) analysis

Oxygen analysers shall be of the paramagnetic detector (PMD), zirconium dioxide (ZRDO) or electro-
chemical sensor (ECS) types.

Note: Zirconium dioxide sensors are not recommended when HC and CO concentrations are high such as
for lean-burn spark ignited engines. Electrochemical sensors shall be compensated for CO2 and NOX
interference.

1.4.3.4. Hydrocarbon (HC) analysis

For direct gas sampling the hydrocarbon analyser shall be of the heated flame ionisation detector (HFID)
type with detector, valves, pipework, etc., heated so as to maintain a gas temperature of 463 K – 10 K
(190 (cid:176)C – 10 (cid:176)C).

For diluted gas sampling the hydrocarbon analyser shall be either the heated flame ionisation detector
(HFID) type or the flame ionisation detector (FID) type.

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1.4.3.5. Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemilumi-
nescent detector (HCLD) type with a NO2/NO converter, if measured on a dry basis. If measured on a wet
basis, an HCLD with converter maintained above 328 K (55 (cid:176)C) shall be used, provided the water quench
check (Annex III, Appendix 2, section 1.9.2.2) is satisfied. For both CLD and HCLD, the sampling path shall
be maintained at a wall temperature of 328 K to 473 K (55 (cid:176)C to 200 (cid:176)C) up to the converter for dry
measurement, and up to the analyser for wet measurement.

1.4.4.

Sampling for gaseous emissions

If the composition of the exhaust gas is influenced by any exhaust aftertreatment system, the exhaust
sample shall be taken downstream of this device.

The exhaust sampling probe should be in a high pressure side of the muffler, but as far from the exhaust
port as possible. To ensure complete mixing of the engine exhaust before sample extraction, a mixing
chamber may be optionally inserted between the muffler outlet and the sample probe. The internal volume
of the mixing chamber must be not less than 10 times the cylinder displacement of the engine under test
and should be roughly equal dimensions in height, width and depth, being similar to a cube. The mixing
chamber size should be kept as small as practicable and should be coupled as close as possible to the
engine. The exhaust line leaving the mixing chamber of muffler should extend at least 610 mm beyond the
sample probe location and be of sufficient size to minimize back pressure. The temperature of the inner
surface of the mixing chamber must be maintained above the dew point of the exhaust gases and a
minimum temperature of 338 K (65 (cid:176)C) is recommended.

All components may optionally be measured directly in the dilution tunnel, or by sampling into a bag and
subsequent measurement of the concentration in the sampling bag.

Appendix 2

1.

1.1.

CALIBRATION OF THE ANALYTICAL INSTRUMENTS

Introduction

Each analyser shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard.
The calibration method that shall be used is described in this paragraph for the analysers indicated in
Appendix 1, section 1.4.3.

1.2.

Calibration gases

The shelf life of all calibration gases must be respected.

The expiry date of the calibration gases stated by the manufacturer shall be recorded.

1.2.1.

Pure gases

The required purity of the gases is defined by the contamination limits given below. The following gases
must be available for operation:

(cid:151) purified nitrogen (contamination £ 1 ppm C, £ 1 ppm CO, £ 400 ppm CO2, £ 0,1 ppm NO)

(cid:151) purified oxygen (purity > 99,5 % vol O2)

(cid:151) hydrogen-helium mixture

(40 – 2 % hydrogen, balance helium);

contamination £ 1 ppm C,

£ 400 ppm CO2

(cid:151) purified synthetic air (contamination £ 1 ppm C, £ 1 ppm CO, £ 400 ppm CO2, £ 0,1 ppm NO)

(oxygen content between 18-21 % vol)

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1.2.2.

Calibration and span gases

Mixture of gases having the following chemical compositions shall be available:

(cid:151) C3H8 and purified synthetic air (see section 1.2.1.);

(cid:151) CO and purified nitrogen;

(cid:151) NOx and purified nitrogen (the amount of NO2 contained in this calibration gas must not exceed

5 % of the NO content);

(cid:151) CO2 and purified nitrogen;

(cid:151) CH4 and purified synthetic air;

(cid:151) C2H6 and purified synthetic air.

Note: Other gas combinations are allowed provided the gases do not react with one another.

The true concentration of a calibration and span gas shall be within – 2 % of the nominal value. All
concentrations of calibration gas shall be given on a volume basis (volume percent or volume ppm).

The gases used for calibration and span may also be obtained by means of precision blending devices
(gas dividers), diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device
must be such that the concentration of the diluted calibration gases is accurate to within – 1,5 %. This
accuracy implies that primary gases used for blending must be known to an accuracy of at least – 1 %,
traceable to national or international gas standards. The verification shall be performed at between 15
and 50 % of full scale for each calibration incorporating a blending device.

Optionally, the blending device may be checked with an instrument, which by nature is linear, e.g. using
NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas directly
connected to the instrument. The blending device shall be checked at the used settings and the nominal
value shall be compared with the measured concentration of the instrument. This difference shall in each
point be within – 0,5 % of the nominal value.

1.2.3.

Oxygen interference check

Oxygen interference check gases shall contain propane with 350 ppm C – 75 ppm C hydrocarbon. The
concentration value shall be determined to calibration gas tolerances by chromatographic analysis of
total hydrocarbons plus impurities or by dynamic blending. Nitrogen shall be the predominant diluent
with the balance oxygen. Blend required for gasoline-fuelled engine testing is as follows:

(cid:151) O2 interference concentration: Balance

(cid:151) 10 (9 to 11): Nitrogen

(cid:151) 5 (4 to 6): Nitrogen

(cid:151) 0 (0 to 1): Nitrogen

1.3.

Operating procedure for analysers and sampling system

The operating procedure for analysers shall
the
instrument manufacturer. The minimum requirements given in sections 1.4 to 1.9 shall be included.
For laboratory instruments such as GC and High Performance Liquid Chromatography (HPLC) only
section 1.5.4 shall apply.

follow the start-up and operating instructions of

1.4.

Leakage test

A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and
the end plugged. The analyser pump shall be switched on. After an initial stabilisation period all flow
meters should read zero. If not, the sampling lines shall be checked and the fault corrected.

The maximum allowable leakage rate on the vacuum side shall be 0.5 % of the in-use flow rate for the
portion of the system being checked. The analyser flows and bypass flows may be used to estimate the
in-use flow rates.

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Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute).
After an initial stabilisation period the pressure increase (cid:228)p (kPa/min) in the system shall not exceed:

(cid:14)p (cid:136) p=Vsyst (cid:2) 0,005 (cid:2) fr

Where:

Vsyst = system volume [l]

fr

= system flow rate [l/min]

Another method is the introduction of a concentration step change at the beginning of the sampling line
by switching from zero to span gas. If after an adequate period of time the reading shows a lower
concentration compared with the introduced concentration,
this points to calibration or leakage
problems.

1.5.

Calibration procedure

1.5.1.

Instrument assembly

The instrument assembly shall be calibrated and calibration curves checked against standard gases. The
same gas flow rates shall be used as when sampling exhaust gas.

1.5.2.

Warming-up time

The warming-up time should be according to the recommendations of the manufacturer. If not specified,
a minimum of two hours is recommended for warming-up the analysers.

1.5.3.

NDIR and HFID analyser

The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be
optimised (section 1.9.1).

1.5.4.

GC and HPCL

Both instruments shall be calibrated according to good laboratory practice and the recommendations of
the manufacturer.

1.5.5.

Establishment of the calibration curves

1.5.5.1.

General guidelines

(a) Each normally used operating range shall be calibrated.

(b) Using purified synthetic air (or nitrogen), the CO, CO2, NOx and HC analysers shall be set at zero.

(c) The appropriate calibration gases shall be introduced to the analysers, the values recorded, and the

calibration curves established.

(d) For all instrument ranges except for the lowest range, the calibration curve shall be established by at
least 10 calibration points (excluding zero) equally spaced. For the lowest range of the instrument,
the calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so
that half of the calibration points are placed below 15 % of the analyser’s full scale and the rest are
placed above 15 % of full scale. For all ranges the highest nominal concentration must be equal to or
higher than 90 % of full scale.

(e) The calibration curve shall be calculated by the method of

least squares. A best-fit linear or

non-linear equation may be used.

(f) The calibration points must not differ from the least-squares best-fit line by more than – 2 % of

reading or – 0,3 % of full scale whichever is larger.

(g) The zero setting shall be rechecked and the calibration procedure repeated, if necessary.

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1.5.5.2.

Alternative methods

If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc.)
can give equivalent accuracy, then these alternatives may be used.

1.6.

Verification of the calibration

Each normally used operating range shall be checked prior to each analysis in accordance with the
following procedure.

The calibration is checked by using a zero gas and a span gas whose nominal value is more than 80 % of
full scale of the measuring range.

If, for the two points considered, the value found does not differ by more than – 4 % of full scale from
the declared reference value, the adjustment parameters may be modified. Should this not be the case,
the span gas shall be verified or a new calibration curve shall be established in accordance with section
1.5.5.1.

1.7.

Calibration of tracer gas analyser for exhaust flow measurement

The analyser for measurement of the tracer gas concentration shall be calibrated using the standard gas.

The calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that
half of the calibration points are placed between 4 % to 20 % of the analyser’s full scale and the rest are
in between 20 % and 100 % of the full scale. The calibration curve shall be calculated by the method of
least squares.

The calibration curve must not differ by more than – 1 % of the full scale from the nominal value of
each calibration point, in the range from 20 % to 100 % of the full scale. It also must not differ by more
than – 2 % of reading from the nominal value in the range from 4 % to 20 % of the full scale. The
analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas whose
nominal value is more than 80 % of the analyser full scale.

1.8.

Efficiency test of the NOx converter

The efficiency of the converter used for the conversion of NO2 into NO is tested as given in sections
1.8.1 to 1.8.8 (Figure 1 of Annex III, Appendix 2).

1.8.1.

Test set-up

Using the test set-up as shown in Figure 1 of Annex III and the procedure below, the efficiency of
converters can be tested by means of an ozonator.

1.8.2.

Calibration

The CLD and the HCLD shall be calibrated in the most common operating range following the manu-
facturer’s specifications using zero and span gas (the NO content of which must amount to about 80 %
of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO
concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through
the converter. The indicated concentration has to be recorded.

1.8.3.

Calculation

The efficiency of the NOx, converter is calculated as follows:

Efficiency (%) (cid:136)

8
>>:1 (cid:135)

a (cid:255) b
c (cid:255) d

9
>>; (cid:2) 100

Where:

a = NOx concentration according to section 1.8.6;

b = NOx concentration according to section 1.8.7;

c = NO concentration according to section 1.8.4;

d = NO concentration according to section 1.8.5.

C 180 E/54

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1.8.4.

Adding of oxygen

Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated
is about 20 % less than the indicated calibration concentration given in section 1.8.2. (The analyser is in
the NO mode.)

The indicated concentration (c) shall be recorded. The ozonator is kept deactivated throughout the
process.

1.8.5.

Activation of the ozonator

The ozonator is now activated to generate enough ozone to bring the NO concentration down to about
20 % (minimum 10 %) of the calibration concentration given in section 1.8.2. The indicated concen-
tration (d) shall be recorded. (The analyser is in the NO mode.)

1.8.6.

NOx mode

The NO analyser is then switched to the NOx mode so that the gas mixture (consisting of NO, NO2, O2
and N2) now passes through the converter. The indicated concentration (a) shall be recorded. (The
analyser is in the NOx mode.)

1.8.7.

Deactivation of the ozonator

The ozonator is now deactivated. The mixture of gases described in section 1.8.6 passes through the
converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NOx
mode.)

1.8.8.

NO mode

Switched to NO mode with the ozonator deactivated, the flow of oxygen or synthetic air is also shut off.
The NOx reading of the analyser shall not deviate by more than – 5 % from the value measured
according to section 1.8.2. (The analyser is in the NO mode.)

1.8.9.

Test interval

The efficiency of the converter must be checked monthly.

1.8.10.

Efficiency requirement

The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly
recommended.

Note:

If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 %
to 20 % according to section 1.8.5, then the highest range which will give the reduction shall be
used.

1.9.

Adjustment of the FID

1.9.1.

Optimisation of the detector response

The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas
should be used to optimise the response on the most common operating range.

With the fuel and airflow rates set at the manufacturer’s recommendations, a 350 – 75 ppm C span gas
shall be introduced to the analyser. The response at a given fuel flow shall be determined from the
difference between the span gas response and the zero gas response. The fuel flow shall be incrementally
adjusted above and below the manufacturer’s specification. The span and zero response at these fuel
flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel
flow adjusted to the rich side of the curve. This is the initial flow rate setting, which may need further
optimisation depending on the results of the hydrocarbon response factor and the oxygen interference
check according to sections 1.9.2 and 1.9.3.

If the oxygen interference or the hydrocarbon response factors do not meet the following specifications,
the airflow shall be incrementally adjusted above and below the manufacturer’s specifications, sections
1.9.2 and 1.9.3 should be repeated for each flow.

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1.9.2.

Hydrocarbon response factors

The analyser shall be calibrated using propane in air and purified synthetic air, according to section 1.5.

Response factors shall be determined when introducing an analyser into service and after major service
intervals. The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading
to the gas concentration in the cylinder expressed by ppm C1.

The concentration of the test gas must be at a level to give a response of approximately 80 % of full
scale. The concentration must be known to an accuracy of – 2 % in reference to a gravimetric standard
expressed in volume. In addition, the gas cylinder must be preconditioned for 24 hours at a temperature
of 298 K (25 (cid:176)C) – 5 K.

The test gases to be used and the recommended relative response factor ranges are as follows:

(cid:151) methane and purified synthetic air: 1,00 £ Rf £ 1,15

(cid:151) propylene and purified synthetic air: 0,90 £ Rf £ 1,1

(cid:151) toluene and purified synthetic air: 0,90 £ Rf £ 1,10

These values are relative to the response factor (Rf) of 1,00 for propane and purified synthetic air.

1.9.3.

Oxygen interference check

The oxygen interference check shall be determined when introducing an analyser into service and after
major service intervals. A range shall be chosen where the oxygen interference check gases will fall in the
upper 50 %. The test shall be conducted with the oven temperature set as required. The oxygen inter-
ference gases are specified in section 1.2.3.

(a) The analyser shall be zeroed.

(b) The analyser shall be spanned with the 0 % oxygen blend for gasoline fuelled engines.

(c) The zero response shall be rechecked. If it has changed more than 0,5 % of full scale, subsections (a)

and (b) of this section shall be repeated.

(d) The 5 % and 10 % oxygen interference check gases shall be introduced.

(e) The zero response shall be rechecked. If it has changed more than – 1 % of full scale, the test shall be

repeated.

(f) The oxygen interference (% O2I) shall be calculated for each mixture in step (d) as follows:

O2I (cid:136)

(cid:133)B (cid:255) C(cid:134)
B

(cid:2) 100

ppm C (cid:136)

A
D

Where:

A = hydrocarbon concentration (ppm C) of the span gas used in subsection (b)

B = hydrocarbon concentration (ppm C) of the oxygen interference check gases used in subsection

(d)

C = analyser response

D = percent of full scale analyser response due to A

(g) The % of oxygen interference (% O2I) shall be less than – 3 % for all required oxygen interference

check gases prior to testing.

(h) If the oxygen interference is greater than – 3 %, the air flow above and below the manufacturer’s

specifications shall be incrementally adjusted, repeating section 1.9.1 for each flow.

C 180 E/56

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(i)

If the oxygen interference is greater than – 3 %, after adjusting the air flow, the fuel flow and
thereafter the sample flow shall be varied, repeating section 1.9.1. for each new setting.

(j)

IIf the oxygen interference is still greater than – 3 %, the analyser, FID fuel, or burner air shall be
repaired or replaced prior to testing. This section shall then be repeated with the repaired or replaced
equipment or gases.

1.10.

Interference effects with CO, CO2, NOx and O2 analysers

Gases other than the one being analysed can interfere with the reading in several ways. Positive inter-
ference occurs in NDIR and PMD instruments where the interfering gas gives the same effect as the gas
being measured, but to a lesser degree. Negative interference occurs in NDIR instruments by the inter-
fering gas broadening the absorption band of the measured gas, and in CLD instruments by the inter-
fering gas quenching the radiation. The interference checks in sections 1.10.1 and 1.10.2 shall be
performed prior to an analyser’s initial use and after major service intervals, but at least once per year.

1.10.1.

CO analyser interference check

Water and CO2 can interfere with the CO analyser performance. Therefore a CO2 span gas having a
concentration of 80 to 100 % of full scale of the maximum operating range used during testing shall be
bubbled through water at room temperature and the analyser response recorded. The analyser response
must not be more than 1 % of full scale for ranges equal to or above 300 ppm or more than 3 ppm for
ranges below 300 ppm.

1.10.2.

NOx analyser quench checks

The two gases of concern for CLD (and HCLD) analysers are CO2 and water vapour. Quench responses
of these gases are proportional to their concentrations, and therefore require test techniques to determine
the quench at the highest expected concentrations experienced during testing.

1.10.2.1.

CO2 quench check

A CO2span gas having a concentration of 80 to 100% of full scale of the maximum operating range shall
be passed through the NDIR analyser and the CO2 value recorded as A.
It shall then be diluted
approximately 50% with NO span gas and passed through the NDIR and (H)CLD with the CO2 and
NO values recorded as B and C, respectively. The CO2 shall be shut off and only the NO span gas is
passed through the (H)CLD and the NO value recorded as D.

The quench, which shall not be greater than 3 % full scale, shall be calculated as follows:

% CO2 quench (cid:136)

1 (cid:255)

(cid:20)

8
>>:

(cid:133)C (cid:2) A(cid:134)
(cid:133)D (cid:2) A(cid:134) (cid:255) (cid:133)D (cid:2) B(cid:134)

9
(cid:21)
>>;

(cid:2) 100

Where:

A: undiluted CO2 concentration measured with NDIR %

B: diluted CO2 concentration measured with NDIR %

C: diluted NO concentration measured with CLD ppm

D: undiluted NO concentration measured with CLD ppm

Alternative methods of diluting and quantifying CO2 and NO span gas values, such as dynamic/mixing/
blending, can be used.

1.10.2.2. Water quench check

This check applies to wet gas concentration measurements only. Calculation of water quench must
consider dilution of the NO span gas with water vapour and scaling of water vapour concentration
of the mixture to that expected during testing.

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A NO span gas having a concentration of 80 to 100 % of full scale to the normal operating range shall
be passed through the (H)CLD and the NO value recorded as D. The NO span gas shall then be bubbled
through water at room temperature and passed through the (H)CLD and the NO value recorded as C.
The water temperature shall be determined and recorded as F. The mixture’s saturation vapour pressure
that corresponds to the bubbler water temperature (F) shall be determined and recorded as G. The water
vapour concentration (in %) of the mixture shall be calculated as follows:

H (cid:136) 100 (cid:2)

8
>>:

G
pB

9
>>;

and recorded as H. The expected diluted NO span gas (in water vapour) concentration shall be calculated
as follows:

De (cid:136) D (cid:2)

8
>>:1 (cid:255)

9
>>;

H
100

and recorded as De.

The water quench shall not be greater than 3 % and shall be calculated as follows:

% H2O quench (cid:136) 100 (cid:2)

8
>>:

De (cid:255) C
De

9
>>; (cid:2)

8
>>:

9
>>;

Hm
H

Where:

De: expected diluted NO concentration (ppm)

C:

diluted NO concentration (ppm)

Hm: maximum water vapour concentration

H:

actual water vapour concentration (%)

Note: It is important that the NO span gas contains minimal NO2 concentration for this check, since

absorption of NO2 in water has not been accounted for in the quench calculations.

1.10.3.

O2 analyser interference

Instrument response of a PMD analyser caused by gases other than oxygen is comparatively slight. The
oxygen equivalents of the common exhaust gas constituents are shown in Table 1.

Table 1

Oxygen equivalents

O2 equivalent
%

(cid:150) 0,623

(cid:150) 0,354

+ 44,4

+ 28,7

(cid:150) 0,381

Gas

Carbon dioxide (CO2)

Carbon monoxide (CO)

Nitrogen oxide (NO)

Nitrogen dioxide (NO2)

Water (H2O)

The observed oxygen concentration shall be corrected by the following formula if high precision
measurements are to be done:

Interference =

(Equivalent % O2 (cid:2) Obs. conc.)
100

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1.11.

Calibration intervals

The analysers shall be calibrated according to section 1.5 at least every three months or whenever a
system repair or change is made that could influence calibration.

Appendix 3

1.

DATA EVALUATION AND CALCULATIONS

1.1.

Gaseous emissions evaluation

For the evaluation of the gaseous emissions, the chart reading for a minimum of the last 120 s of each
mode shall be averaged, and the average concentrations (conc) of HC, CO, NOx and CO2 during each mode
shall be determined from the average chart readings and the corresponding calibration data. A different
type of recording can be used if it ensures an equivalent data acquisition.

The average background concentration (concd) may be determined from the bag readings of the dilution air
or from the continuous (non-bag) background reading and the corresponding calibration data.

1.2.

Calculation of the gaseous emissions

The finally reported test results shall be derived through the following steps.

1.2.1.

Dry/wet correction

The measured concentration, if not already measured on a wet basis, shall be converted to a wet basis:

conc (cid:133)wet(cid:134) (cid:136) kw (cid:2) conc (cid:133)dry(cid:134)

For the raw exhaust gas:

kw (cid:136) kw;r (cid:136)

1
1 (cid:135) (cid:11) (cid:2) 0,005 (cid:2) (cid:133)% CO (cid:137)dry(cid:138) (cid:135) % CO2 (cid:137)dry(cid:138)(cid:134) (cid:255) 0,01 (cid:2) % H2 (cid:137)dry(cid:138) (cid:135) kw2

Where a is the hydrogen to carbon ratio in the fuel.

The H2 concentration in the exhaust shall be calculated:

H2 (cid:137)dry(cid:138) (cid:136)

0,5 (cid:2) (cid:11) (cid:2) % CO (cid:137)dry(cid:138) (cid:2) (cid:133)% CO (cid:137)dry(cid:138) (cid:135) % CO2 (cid:137)dry(cid:138)(cid:134)
% CO (cid:137)dry(cid:138) (cid:135) (cid:133)3 (cid:2) % CO2 (cid:137)dry(cid:138)(cid:134)

The factor kw2 shall be calculated:

kw2 (cid:136)

1,608 (cid:2) Ha
1 000 (cid:135) (cid:133)1,608 (cid:2) Ha(cid:134)

with Ha absolute humidity of the intake air, g of water per kg of dry air.

For the diluted exhaust gas:

For wet CO2 measurement::

kw (cid:136) kw;e;1 (cid:136)

8
>>:1 (cid:255)

(cid:11) (cid:2) % CO2 (cid:137)wet(cid:138)
200

9
>>; (cid:255) kw1

Or, for dry CO2 measurement:

kw (cid:136) kw;e;2 (cid:136)

8
>>>:

(cid:133)1 (cid:255) kw1(cid:134)

1 (cid:135)

(cid:11) (cid:2) % CO2 (cid:137)dry(cid:138)
200

9
>>>;

Where Æ is the hydrogen to carbon ratio in the fuel.

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C 180 E/59

The factor kw1 shall be calculated from the following equations:

kw1 (cid:136)

8
>>:

1,608 (cid:2) (cid:137)Hd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134) (cid:135) Ha (cid:2) (cid:133)1=DF(cid:134)(cid:138)
1 000 (cid:135) 1,608 (cid:2) (cid:137)Hd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134) (cid:135) Ha (cid:2) (cid:133)1=DF(cid:134)(cid:138)

9
>>;

Where:

Hd = absolute humidity of the dilution air, g of water per kg of dry air

Ha = absolute humidity of the intake air, g of water per kg of dry air

DF =

13,4
% concCO2 (cid:135) (cid:133)ppm concCO (cid:135) ppm concHC(cid:134) (cid:2) 10(cid:255)4

For the dilution air:

kw;d (cid:136) 1 (cid:255) kw1

The factor kw1 shall be calculated from the following equations:

kw1 (cid:136)

8
>>:

1,608 (cid:2) (cid:137)Hd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134) (cid:135) Ha (cid:2) (cid:133)1=DF(cid:134)(cid:138)
1 000 (cid:135) 1,608 (cid:2) (cid:137)Hd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134) (cid:135) Ha (cid:2) (cid:133)1=DF(cid:134)(cid:138)

9
>>;

Where:

Hd = absolute humidity of the dilution air, g of water per kg or dry air

Ha = absolute humidity of the intake air, g of water per kg of dry air

DF =

13,4
% concCO2 (cid:135) (cid:133)ppm concCO (cid:135) ppm concHC(cid:134) (cid:2) 10(cid:255)4

For the intake air (if different from the dilution air):

kw;a (cid:136) 1 (cid:255) kw2

The factor kw2 shall be calculated from the following equations:

kw2 (cid:136)

1,608 (cid:2) Ha
1 000 (cid:135) (cid:133)1,608 (cid:2) Ha(cid:134)

with Ha absolute humidity of the intake air, g of water per kg of dry air.

1.2.2. Humidity correction for NOx

As the NOx emission depends on ambient air conditions, the NOx concentration shall be multiplied by the
factor KH taking into account humidity:

with Ha absolute humidity of the intake air as g of water per kg of dry air

KH = 0,6272 (cid:135) 44,030 (cid:2) 10(cid:255)3 (cid:2) Ha (cid:255) 0,862 (cid:2) 10(cid:255)3 (cid:2) H2

a (for 4 stroke engines)

KH = 1 (for 2 stroke engines)

with Ha absolute humidity of the intake air as g of water per kg of dry air

1.2.3.

Calculation of emission mass flow rate

The emission mass flow rates Gasmass [g/h] for each mode shall be calculated as follows.

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(a) For the raw exhaust gas (1):

Gasmass (cid:136)

MWGas
MWFUEL

(cid:2)

(cid:8)(cid:133)% CO2 (cid:137)wet(cid:138) (cid:255) % CO2AIR(cid:134) (cid:135) % CO (cid:137)wet(cid:138) (cid:135) % HC (cid:137)wet(cid:138)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

Where:

GFUEL [kg/h] is the fuel mass flow rate;

MWGas [kg/kmole] is the molecular weight of the individual gas shown in Table 1;

Table 1

Molecular weights

MWGas [kg/kmole]

46,01

28,01

MWHC = MWFUEL
44,01

Gas

NOx
CO

HC

CO2

MWFUEL = 12,011 + Æ (cid:215) 1,00794 + (cid:226) (cid:215) 15,9994 [kg/kmole] is the fuel molecular weight with Æ
hydrogen to carbon ratio and (cid:226) oxygen to carbon ratio of the fuel (2);

CO2AIR is the CO2concentration in the intake air (that is assumed equal to 0,04 % if not measured).

(b) For the diluted exhaust gas (3):

Gasmass (cid:136) u (cid:2) concc (cid:2) GTOTW

Where

GTOTW [kg/h] is the diluted exhaust gas mass flow rate on wet basis that, when using a full flow
dilution system, shall be determined according to Annex III, Appendix 1, section 1.2.4;

concc is the background corrected concentration:

concc (cid:136) conc (cid:255) concd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134)

with DF (cid:136)

13,4
% concCO2 (cid:135) (cid:133)ppm concCO (cid:135) ppm concHC(cid:134) (cid:2) 10(cid:255)4

The u coefficient is shown in Table 2.

Table 2

Values of u coefficient

Gas

NOx
CO

HC

CO2

u

0,001587

0,000966

0,000478

15,19

conc

ppm

ppm

ppm

%

___________
(1) In the case of NOx the concentration has to be multiplied by the humidity correction factor KH (humidity

correction factor for NOx).

(2) In the ISO 8178-1 a more complete formula of the fuel molecular weight is quoted (formula 50 of Chapter
13.5.1 (b). The formula takes into account not only the hydrogen to carbon ratio and the oxygen to carbon ratio
but also other possible fuel components such as sulphur and nitrogen. However, as the s.i. engines of the
Directive are tested with a petrol (quoted as a reference fuel in Annex V) containing usually only carbon and
hydrogen, the simplified formula is considered.

(3) In the case of NOx the concentration has to be multiplied by the humidity correction factor KH (humidity

correction factor for NOx).

26.6.2001

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Official Journal of the European Communities

C 180 E/61

Values of the u coefficient are based upon a molecular weight of the dilute exhaust gases equal to 29
[kg/kmole]; the value of u for HC is based upon an average carbon to hydrogen ratio of 1:1,85.

1.2.4.

Calculation of specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

Xn

(cid:133)Gasmassi (cid:2) WFi(cid:134)

Individual gas =

i(cid:136)1

Xn

(cid:133)Pi (cid:2) WFi(cid:134)

i(cid:136)1

Where Pi = PM,i + PAE,i

When auxiliaries, such as cooling fan or blower, are fitted for the test, the power absorbed shall be added
to the results except for engines where such auxiliaries are an integral part of the engine. The fan or blower
power shall be determined at the speeds used for the tests either by calculation from standard charac-
teristics or by practical tests (Appendix 3 of Annex VII).

The weighting factors and the number of the n modes used in the above calculation are shown in Annex
IV, section 3.5.1.1.

2.

EXAMPLES

2.1.

Raw exhaust gas data from a 4-stroke s.i. engine

With reference to the experimental data (Table 3), calculations are carried out first for mode 1 and then are
extended to other test modes using the same procedure.

Table 3

Experimental data of a 4-stroke s.i. engine

Mode

1

2

3

4

Engine speed

Power

Load percent

Weighting factors

Barometric
pressure

Air temperature

Air relative
humidity

Air absolute
humidity

CO dry

NOx wet
HC wet

CO2 dry
Fuel mass flow

Fuel H/C ratio Æ

Fuel O/C ratio (cid:226)

m-1

kW

%

(cid:151)

kPa

(cid:176)C

%

2 550

2 550

2 550

2 550

9,96

100

7,5

75

4,88

50

2,36

25

0,090

0,200

0,290

0,300

101,0

20,5

101,0

21,3

101,0

22,4

101,0

22,4

5

2 550

0,94

10

0,070

101,0

20,7

6

1 480

0

0

0,050

101,0

21,7

38,0

38,0

38,0

37,0

37,0

38,0

gH20/kgair
ppm

5,696

5,986

6,406

60 995

40 725

34 646

ppm

726

ppm C1

1 461

1 541

1 308

1 328

1 401

6,236

41 976

377

2 073

% Vol.

11,4098

12,691

13,058

12,566

kg/h

(cid:151)

2,985

1,85

0

2,047

1,85

0

1,654

1,85

0

1,183

1,85

0

5,614

68 207

127

3 024

10,822

1,056

1,85

0

6,136

37 439

85

9 390

9,516

0,429

1,85

0

C 180 E/62

EN

Official Journal of the European Communities

26.6.2001

2.1.1.

The dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a
wet basis:

kw (cid:136) kw;r (cid:136)

1
1 (cid:135) (cid:11) (cid:2) 0,005 (cid:2) (cid:133)% CO (cid:137)dry(cid:138) (cid:135) % CO2 (cid:137)dry(cid:138)(cid:134) (cid:255) 0,01 (cid:2) % H2 (cid:137)dry(cid:138) (cid:135) kw2

Where:

H2 (cid:137)dry(cid:138) (cid:136)

0,5 (cid:2) (cid:11) (cid:2) % CO (cid:137)dry(cid:138) (cid:2) (cid:133)% CO (cid:137)dry(cid:138) (cid:135) % CO2 (cid:137)dry(cid:138)(cid:134)
% CO (cid:137)dry(cid:138) (cid:135) (cid:133)3 (cid:2) % CO2 (cid:137)dry(cid:138)(cid:134)

and

kw2 (cid:136)

1,608 (cid:2) Ha
1 000 (cid:135) (cid:133)1,608 (cid:2) Ha(cid:134)

H2 (cid:137)dry(cid:138) (cid:136)

0,5 (cid:2) 1,85 (cid:2) 6,0995 (cid:2) (cid:133)6,0995 (cid:135) 11,4098(cid:134)
6,0995 (cid:135) (cid:133)3 (cid:2) 11,4098(cid:134)

(cid:136) 2,450 %

kw2 (cid:136)

1,608 (cid:2) 5,696
1 000 (cid:135) (cid:133)1,608 (cid:2) 5,696(cid:134)

(cid:136) 0,009

kw (cid:136) kw;r (cid:136)

1
1 (cid:135) 1,85 (cid:2) 0,005 (cid:2) (cid:133)6,0995 (cid:135) 11,4098(cid:134) (cid:255) 0,01 (cid:2) 2,450 (cid:135) 0,009

(cid:136) 0,872

CO (cid:137)wet(cid:138) (cid:136) CO (cid:137)dry(cid:138) (cid:2) kw (cid:136) 60 995 (cid:2) 0,872 (cid:136) 53 198 ppm

CO2 (cid:137)wet(cid:138) (cid:136) CO2 (cid:137)dry(cid:138) (cid:2) kw (cid:136) 11,410 (cid:2) 0,872 (cid:136) 9,951 % Vol

Table 4

CO and CO2 wet values according to different test modes

Mode

1

2,450

0,009

0,872

53 198

9,951

2

1,499

0,010

0,870

35 424

11,039

3

1,242

0,010

0,869

30 111

11,348

4

1,554

0,010

0,870

36 518

10,932

5

2,834

0,009

0,874

59 631

9,461

6

1,422

0,010

0,894

33 481

8,510

%

(cid:151)

(cid:151)

ppm

%

H2 dry
Kw2
Kw
CO wet

CO2 wet

(cid:8)(cid:133)% CO2 (cid:137)wet(cid:138) (cid:255) % CO2AIR(cid:134) (cid:135) % CO (cid:137)wet(cid:138) (cid:135) % HC (cid:137)wet(cid:138)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

2.1.2. HC emissions

HCmass (cid:136)

MWHC
MWFUEL

(cid:2)

where

MWHC = MWFUEL

MWFUEL (cid:136) 12,011 (cid:135) (cid:11) (cid:2) 1,00794 (cid:136) 13,876

HCmass (cid:136)

13,876
13,876

(cid:2)

1
(cid:133)9,951 (cid:255) 0,04 (cid:135) 5,3198 (cid:135) 0,1461(cid:134)

(cid:2) 0,1461 (cid:2) 2,985 (cid:2) 1 000 (cid:136) 28,361 g=h

26.6.2001

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Official Journal of the European Communities

C 180 E/63

Table 5

HC emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

HCmass

28,361

18,248

16,026

16,625

20,357

31,578

2.1.3.

NOx emissions

At first the humidity correction factor KH of NOx emissions shall be calculated:
KH (cid:136) 0,6272 (cid:135) 44,030 (cid:2) 10(cid:255)3 (cid:2) Ha (cid:255) 0,862 (cid:2) 10(cid:255)3 (cid:2) H2
a
KH (cid:136) 0,6272 (cid:135) 44,030 (cid:2) 10(cid:255)3 (cid:2) 5,696 (cid:255) 0,862 (cid:2) 10(cid:255)3 (cid:2) (cid:133)5,696(cid:134)2 (cid:136) 0,850

Table 6

Humidity correction factor KH of NOx emissions according to different modes

Mode

KH

1

0,850

2

0,860

3

0,874

4

0,868

5

0,847

6

0,865

Then NOxmass [g/h] shall be calculated:

NOxmass (cid:136) MWNOx
MWFUEL

(cid:2)

(cid:8)

1
(cid:133)% CO2 (cid:137)wet(cid:138)(cid:255)% CO2AIR(cid:134)(cid:135)% CO (cid:137)wet(cid:138)(cid:135)% HC (cid:137)wet(cid:138)

(cid:9) (cid:2) % conc (cid:2) KH (cid:2) GFUEL (cid:2) 1 000

NOxmass (cid:136)

46,01
13,876

(cid:2)

1
(cid:133)9,951 (cid:255) 0,04 (cid:135) 5,3198 (cid:135) 0,1461(cid:134)

(cid:2) 0,073 (cid:2) 0,85 (cid:2) 2,985 (cid:2) 1 000 (cid:136) 39,717 g=h

Table 7

NOx emissions (g/h) according to the different test modes

Mode

1

2

3

NOxmass

39,717

61,291

44,013

4

8,703

5

2,401

6

0,820

2.1.4.

CO emissions

COmass (cid:136)

MWCO
MWFUEL

(cid:2)

(cid:8)(cid:133)% CO2 (cid:137)wet(cid:138) (cid:255) % CO2AIR(cid:134) (cid:135) % CO (cid:137)wet(cid:138) (cid:135) % HC (cid:137)wet(cid:138)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

CO2mass (cid:136) 44,01

13,876 (cid:2)

(cid:133)9,951(cid:255)0,04(cid:135)5,3198(cid:135)0,1461(cid:134) (cid:2) 9,951 (cid:2) 2,985 (cid:2) 1 000 (cid:136) 6 126,806 g=h

1

Table 8

CO emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

COmass

2 084,588

997,638

695,278

591,183

810,334

227,285

2.1.5.

CO2 emissions
CO2mass (cid:136) MWCO2
MWFUEL

(cid:2)

(cid:8)

1
(cid:133)% CO2 (cid:137)wet(cid:138)(cid:255)% CO2AIR(cid:134)(cid:135)% CO (cid:137)wet(cid:138)(cid:135)% HC (cid:137)wet(cid:138)

(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

CO2mass (cid:136)

44,01
13,876

(cid:2)

1
(cid:133)9,951 (cid:255) 0,04 (cid:135) 5,3198 (cid:135) 0,1461(cid:134)

(cid:2) 9,951 (cid:2) 2,985 (cid:2) 1 000 (cid:136) 6 126,806 g=h

Table 9

CO2 emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

CO2mass

6 126,806

4 884,739

4 117,202

2 780,662

2 020,061

907,648

C 180 E/64

EN

Official Journal of the European Communities

26.6.2001

2.1.6.

Specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

Xn

(cid:133)Gasmassi (cid:2) WFi(cid:134)

Individual gas =

i(cid:136)1

Xn

(cid:133)Pi (cid:2) WFi(cid:134)

i(cid:136)1

Table 10

Emissions (g/h) and weighting factors according to the test modes

Mode

HCmass
NOxmass
COmass
CO2mass
Power PI
Weighting factors
WFI

g/h

g/h

g/h

g/h

KW

(cid:151)

1

28,361

39,717

2

18,248

61,291

3

16,026

44,013

4

16,625

8,703

5

20,357

2,401

6

31,578

0,820

2 084,588

997,638

695,278

591,183

810,334

227,285

6 126,806 4 884,739 4 117,202

2 780,662

2 020,061

907,648

9,96

7,50

4,88

2,36

0,94

0

0,090

0,200

0,290

0,300

0,070

0,050

HC (cid:136) 28,361(cid:2)0,090(cid:135)18,248(cid:2)0,200(cid:135)16,026(cid:2)0,290(cid:135)16,625(cid:2)0,300(cid:135)20,357(cid:2)0,070(cid:135)31,578(cid:2)0,050

9,96(cid:2)0,090(cid:135)7,50(cid:2)0,200(cid:135)4,88(cid:2)0,290(cid:135)2,36(cid:2)0,300(cid:135)0,940(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 4,11 g=kWh

NOx (cid:136) 39,717(cid:2)0,090(cid:135)61,291(cid:2)0,200(cid:135)44,013(cid:2)0,290(cid:135)8,703(cid:2)0,300(cid:135)2,401(cid:2)0,070(cid:135)0,820(cid:2)0,050

9,96(cid:2)0,090(cid:135)7,50(cid:2)0,200(cid:135)4,88(cid:2)0,290(cid:135)2,36(cid:2)0,300(cid:135)0,940(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 6,85 g=kWh

CO (cid:136) 2 084,59(cid:2)0,090(cid:135)997,64(cid:2)0,200(cid:135)695,28(cid:2)0,290(cid:135)591,18(cid:2)0,300(cid:135)810,33(cid:2)0,070(cid:135)227,29(cid:2)0,050

9,96(cid:2)0,090(cid:135)7,50(cid:2)0,200(cid:135)4,88(cid:2)0,290(cid:135)2,36(cid:2)0,300(cid:135)0,940(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 181,93 g=kWh

CO2 (cid:136) 6 126,81(cid:2)0,090(cid:135)4 884,74(cid:2)0,200(cid:135)4 117,20(cid:2)0,290(cid:135)2 780,66(cid:2)0,300(cid:135)2 020,06(cid:2)0,070(cid:135)907,65(cid:2)0,050

9,96(cid:2)0,090(cid:135)7,50(cid:2)0,200(cid:135)4,88(cid:2)0,290(cid:135)2,36(cid:2)0,300(cid:135)0,940(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 816,36 g=kWh

2.2.

Raw exhaust gas data from a 2-stroke s.i. engine

With reference to the experimental data (Table 11), calculations shall be carried out first for mode 1 and
then extended to the other test mode using the same procedure.

Table 11

Experimental data of a 2-stroke s.i. engine

Mode

Engine speed

Power

Load percent

Weighting factors

Barometric pressure

Air temperature

Air relative humidity

Air absolute humidity

CO dry

NOx wet
HC wet

CO2 dry
Fuel mass flow

Fuel H/C ratio Æ

Fuel/C ratio (cid:226)

m-1

kW

%

(cid:151)

kPa

(cid:176)C

%

gH20/kgair
ppm

ppm

ppm C1

% Vol.

kg/h

(cid:151)

1

9 500

2,31

100

0,9

100,3

25,4

38,0

7,742

37 086

183

14 220

11,986

1,195

1,85

0

2

2 800

0

0

0,1

100,3

25

38,0

7,558

16 150

15

13 179

11,446

0,089

1,85

0

26.6.2001

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Official Journal of the European Communities

C 180 E/65

2.2.1. Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a
wet basis:

kw (cid:136) kw;r (cid:136)

1
1 (cid:135) (cid:11) (cid:2) 0,005 (cid:2) (cid:133)% CO (cid:137)dry(cid:138) (cid:135) % CO2 (cid:137)dry(cid:138)(cid:134) (cid:255) 0,01 (cid:2) % H2 (cid:137)dry(cid:138) (cid:135) kw2

Where:

H2 (cid:137)dry(cid:138) (cid:136)

0,5 (cid:2) (cid:11) (cid:2) % CO (cid:137)dry(cid:138) (cid:2) (cid:133)% CO (cid:137)dry(cid:138) (cid:135) % CO2 (cid:137)dry(cid:138)(cid:134)
% CO (cid:137)dry(cid:138) (cid:135) (cid:133)3 (cid:2) % CO2 (cid:137)dry(cid:138)(cid:134)

H2 (cid:137)dry(cid:138) (cid:136)

0,5 (cid:2) 1,85 (cid:2) 3,7086 (cid:2) (cid:133)3,7086 (cid:135) 11,986(cid:134)
3,7086 (cid:135) (cid:133)3 (cid:2) 11,986(cid:134)

(cid:136) 1,357 %

kw2 (cid:136)

1,608 (cid:2) Ha
1 000 (cid:135) (cid:133)1,608 (cid:2) Ha(cid:134)

kw2 (cid:136)

1,608 (cid:2) 7,742
1 000 (cid:135) (cid:133)1,608 (cid:2) 7,742(cid:134)

(cid:136) 0,012

kw (cid:136) kw;r (cid:136)

1
1 (cid:135) 1,85 (cid:2) 0,005 (cid:2) (cid:133)3,7086 (cid:135) 11,986(cid:134) (cid:255) 0,01 (cid:2) 1,357 (cid:135) 0,012

(cid:136) 0,874

CO (cid:137)wet(cid:138) (cid:136) CO (cid:137)dry(cid:138) (cid:2) kw (cid:136) 37 086 (cid:2) 0,874 (cid:136) 32 420 ppm

CO2 (cid:137)wet(cid:138) (cid:136) CO2 (cid:137)dry(cid:138) (cid:2) kw (cid:136) 11,986 (cid:2) 0,874 (cid:136) 10,478 % Vol

Table 12

CO and CO2 wet values according to different test modes

Mode

%

(cid:151)

(cid:151)

ppm

%

1

1,357

0,012

0,874

32 420

10,478

2

0,543

0,012

0,887

14 325

10,153

H2 dry
kw2
kw
CO wet

CO2 wet

2.2.2. HC emissions

HCmass (cid:136)

MWHC
MWFUEL

(cid:2)

Where:

MWHC = MWFUEL

(cid:8)(cid:133)% CO2 (cid:137)wet(cid:138) (cid:255) % CO2AIR(cid:134) (cid:135) % CO (cid:137)wet(cid:138) (cid:135) % HC (cid:137)wet(cid:138)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

MWFUEL (cid:136) 12,011 (cid:135) (cid:11) (cid:2) 1,00794 (cid:136) 13,876

HCmass (cid:136)

13,876
13,876

(cid:2)

1
(cid:133)10,478 (cid:255) 0,04 (cid:135) 3,2420 (cid:135) 1,422(cid:134)

(cid:2) 1,422 (cid:2) 1,195 (cid:2) 1 000 (cid:136) 112,520 g=h

Table 13

HC emissions (g/h) according to test modes

Mode

HCmass

1

112,520

2

9,119

2.2.3. NOx emissions

The factor KH for the correction of the NOx emissions is equal to 1 for two-stroke engines:
NOxmass (cid:136) MWNOx
MWFUEL

(cid:9) (cid:2) % conc (cid:2) KH (cid:2) GFUEL (cid:2) 1 000

1
(cid:133)% CO2 (cid:137)wet(cid:138)(cid:255)% CO2AIR(cid:134)(cid:135)% CO (cid:137)wet(cid:138)(cid:135)% HC (cid:137)wet(cid:138)

(cid:2)

(cid:8)

NOxmass (cid:136)

46,01
13,876

(cid:2)

1
(cid:133)10,478 (cid:255) 0,04 (cid:135) 3,2420 (cid:135) 1,422(cid:134)

(cid:2) 0,0183 (cid:2) 1 (cid:2) 1,195 (cid:2) 1 000 (cid:136) 4,800 g=h

C 180 E/66

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Official Journal of the European Communities

26.6.2001

Table 14

NOx emissions (g/h) according to test modes

Mode

NOxmass

1

4,800

2

0,034

2.2.4.

CO emissions

COmass (cid:136)

MWCO
MWFUEL

(cid:2)

(cid:8)(cid:133)% CO2 (cid:137)wet(cid:138) (cid:255) % CO2AIR(cid:134) (cid:135) % CO (cid:137)wet(cid:138) (cid:135) % HC (cid:137)wet(cid:138)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

COmass (cid:136)

28,01
13,876

(cid:2)

1
(cid:133)10,478 (cid:255) 0,04 (cid:135) 3,2420 (cid:135) 1,422(cid:134)

(cid:2) 3,2420 (cid:2) 1,195 (cid:2) 1 000 (cid:136) 517,851 g=h

Table 15

CO emissions (g/h) according to test modes

Mode

COmass

1

517,851

2

20,007

2.2.5.

CO2 emissions
CO2mass (cid:136) MWCO2
MWFUEL

(cid:2)

(cid:8)

1
(cid:133)% CO2 (cid:137)wet(cid:138)(cid:255)% CO2AIR(cid:134)(cid:135)% CO (cid:137)wet(cid:138)(cid:135)% HC (cid:137)wet(cid:138)

(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

CO2mass (cid:136)

44,01
13,876

(cid:2)

1
(cid:133)10,478 (cid:255) 0,04 (cid:135) 3,2420 (cid:135) 1,422(cid:134)

(cid:2) 10,478 (cid:2) 1,195 (cid:2) 1 000 (cid:136) 2 629,658 g=h

Table 16

CO2 emissions (g/h) according to test modes

Mode

1

2

CO2mass

2 629,658

222,799

2.2.6.

Specific emissions

The specific emission (g/kWh) shall be calculated for all

individual components in the following way:

Xn

(cid:133)Gasmassi (cid:2) WFi(cid:134)

Individual gas =

i(cid:136)1

Xn

(cid:133)Pi (cid:2) WFi(cid:134)

i(cid:136)1

Table 17

Emissions (g/h) and weighting factors in two test modes

Mode

HCmass
NOxmass
COmass
CO2mass
Power PII
Weigthing factors WFi

g/h

g/h

g/h

g/h

kW

(cid:151)

1

112,520

4,800

517,851

2 629,658

2,31

0,85

2

9,119

0,034

20,007

222,799

0

0,15

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HC (cid:136)

112,52 (cid:2) 0,85 (cid:135) 9,119 (cid:2) 0,15
2,31 (cid:2) 0,85 (cid:135) 0 (cid:2) 0,15

(cid:136) 49,4 g=kWh

NOx (cid:136)

4,800 (cid:2) 0,85 (cid:135) 0,034 (cid:2) 0,15
2,31 (cid:2) 0,85 (cid:135) 0 (cid:2) 0,15

(cid:136) 2,08 g=kWh

CO (cid:136)

517,851 (cid:2) 0,85 (cid:135) 20,007 (cid:2) 0,15
2,31 (cid:2) 0,85 (cid:135) 0 (cid:2) 0,15

(cid:136) 225,71 g=kWh

CO2 (cid:136)

2 629,658 (cid:2) 0,85 (cid:135) 222,799 (cid:2) 0,15
2,31 (cid:2) 0,85 (cid:135) 0 (cid:2) 0,15

(cid:136) 1 155,4 g=kWh

2.3.

Diluted exhaust gas data from a 4-stroke s.i. engine

With reference to the experimental data (Table 18), calculations shall be carried out first for mode 1 and
then extended to other test modes using the same procedure.

Table 18

Experimental data of a 4-stroke s.i. engine

5

3 060

1,28

10

0,070

980

23,5

21,9

4,05

3 086

2,9

119

6

2 100

0

0

0,050

980

22,6

23,2

4,06

1 817

1,2

186

m-1

kW

%

(cid:151)

kPa

(cid:176)C

%

gH20/kgair
ppm

ppm

ppm C1

1

3 060

13,15

100

0,090

980

25,3

19,8

4,08

3 681

85,4

91

% Vol.

1,038

ppm

ppm

ppm C1

3

0,1

6

Mode

Engine speed

Power

Load percent

Weighting factors

Barometric
pressure

Intake air
temperature

Intake air relative
humidity

Intake air absolute
humidity

CO dry

NOx wet
HC wet

CO2 dry
CO dry (back-
ground)

NOx wet (back-
ground)

HC wet (back-
ground)

CO2 dry
(background)

2

3

4

3 060

3 060

3 060

9,81

75

6,52

50

3,25

25

0,200

0,290

0,300

980

24,5

20,6

4,05

2 541

24,3

77

980

23,7

21,5

4,03

2 365

5,8

78

980

25,1

19,8

4,03

3 465

49,2

92

0,814

3

0,1

6

0,649

0,457

0,330

0,208

3

0,1

5

2

0,1

6

2

0,1

6

3

0,1

4

% Vol.

0,042

0,041

0,041

0,040

0,040

0,040

Dil. exh. gas mass
flow GTOTW
Fuel H/C ratio Æ

Fuel H/C ratio (cid:226)

kg/h

(cid:151)

625,722

627,171

623,549

630,792

627,895

561,267

1,85

0

1,85

0

1,85

0

1,85

0

1,85

0

1,85

0

2.3.1. Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a
wet basis.

C 180 E/68

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For the diluted exhaust gas:

kw (cid:136) kw;e;2 (cid:136)

8
>>>:

(cid:133)1 (cid:255) kw1(cid:134)

1 (cid:135)

(cid:11) (cid:2) % CO2 (cid:137)dry(cid:138)
200

9
>>>;

Where:

kw1 (cid:136)

8
>>:

1,608 (cid:2) (cid:137)Hd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134) (cid:135) Ha (cid:2) (cid:133)1=DF(cid:134)(cid:138)
1 000 (cid:135) 1,608 (cid:2) (cid:137)Hd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134) (cid:135) Ha (cid:2) (cid:133)1=DF(cid:134)(cid:138)

9
>>;

DF =

13,4
% concCO2 (cid:135) (cid:133)ppm concCO (cid:135) ppm concHC(cid:134) (cid:2) 10(cid:255)4

13,4

DF =

kw1 (cid:136)

1,038 (cid:135) (cid:133)3 681 (cid:135) 91(cid:134) (cid:2) 10(cid:255)4 (cid:136) 9,465
8
>>:

1,608 (cid:2) (cid:137)4,08 (cid:2) (cid:133)1 (cid:255) 1=9,465(cid:134) (cid:135) 4,08 (cid:2) (cid:133)1=9,465(cid:134)(cid:138)
1 000 (cid:135) 1,608 (cid:2) (cid:137)4,08 (cid:2) (cid:133)1 (cid:255) 1=9,465(cid:134) (cid:135) 4,08 (cid:2) (cid:133)1=9,465(cid:134)(cid:138)

9
>>; (cid:136) 0,007

kw (cid:136) kw;e;2 (cid:136)

8
>>>:

(cid:133)1 (cid:255) 0,007(cid:134)
1,85 (cid:2) 1,038
200

1 (cid:135)

9
>>>;

(cid:136) 0,984

CO (cid:137)wet(cid:138) (cid:136) CO (cid:137)dry(cid:138) (cid:2) kw (cid:136) 3 681 (cid:2) 0,984 (cid:136) 3 623 ppm

CO2(cid:137)wet(cid:138) (cid:136) CO2 (cid:137)dry(cid:138) (cid:2) kw (cid:136) 1,038 (cid:2) 0,984 (cid:136) 1,0219 %

Table 19

CO and CO2 wet values for the diluted exhaust gas according to test modes

Mode

1

9,465

0,007

0,984

3 623

2

3

4

5

6

11,454

14,707

19,100

20,612

32,788

0,006

0,986

3 417

0,006

0,988

2 510

0,006

0,989

2 340

0,006

0,991

3 057

0,006

0,992

1 802

1,0219

0,8028

0,6412

0,4524

0,3264

0,2066

(cid:151)

(cid:151)

(cid:151)

ppm

%

DF

kw1
kw
CO wet

CO2 wet

For the dilution air:

kw;d (cid:136) 1 (cid:255) kw1

Where the factor kw1 is the same as that already calculated for the diluted exhaust gas.

kw;d (cid:136) 1 (cid:255) 0,007 (cid:136) 0,993

CO (cid:137)wet(cid:138) (cid:136) CO (cid:137)dry(cid:138) (cid:2) kw (cid:136) 3 (cid:2) 0,993 (cid:136) 3 ppm

CO2 (cid:137)wet(cid:138) (cid:136) CO2 (cid:137)dry(cid:138) (cid:2) kw (cid:136) 0,042 (cid:2) 0,993 (cid:136) 0,042 % Vol

CO and CO2 wet values for the dilution air according to test modes

Table 20

Mode

1

0,007

0,993

3

2

0,006

0,994

3

3

0,006

0,994

3

4

0,006

0,994

2

5

0,006

0,994

2

6

0,006

0,994

3

0,0421

0,0405

0,0403

0,0398

0,0394

0,0401

(cid:151)

(cid:151)

ppm

%

Kw1
Kw
CO wet

CO2 wet

2.3.2. HC emissions

HCmass (cid:136) u (cid:2) concc (cid:2) GTOTW

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Where:

u = 0,000478 from Table 2

concc (cid:136) conc (cid:255) concd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134)

concc (cid:136) 91 (cid:255) 6 (cid:2) (cid:133)1 (cid:255) 1=9,465(cid:134) (cid:136) 86 ppm

HCmass (cid:136) 0,000478 (cid:2) 86 (cid:2) 625,722 (cid:136) 25,666 g=h

Table 21

HC emissions (g/h) according to test modes

Mode

1

2

3

4

5

6

HCmass

25,666

25,993

21,607

21,850

34,074

48,963

2.3.3. NOx emissions

The factor KH for the correction of the NOx emissions shall be calculated from:
KH (cid:136) 0,6272 (cid:135) 44,030 (cid:2) 10(cid:255)3 (cid:2) Ha (cid:255) 0,862 (cid:2) 10(cid:255)3 (cid:2) H2
a
KH (cid:136) 0,6272 (cid:135) 44,030 (cid:2) 10(cid:255)3 (cid:2) 4,08 (cid:255) 0,862 (cid:2) 10(cid:255)3 (cid:2) (cid:133)4,08(cid:134)2 (cid:136) 0,79

Table 22

Humidity correction factor KH of NOx emissions according to test modes

Mode

KH

1

0,793

2

0,791

3

0,791

4

0,790

5

0,791

6

0,792

NOxmass (cid:136) u (cid:2) concc (cid:2) KH (cid:2) GTOTW

Where:

u = 0,001587 from Table 2

concc (cid:136) conc (cid:255) concd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134)

concc (cid:136) 85 (cid:255) 0 (cid:2) (cid:133)1 (cid:255) 1=9,465(cid:134) (cid:136) 85 ppm

NOxmass (cid:136) 0,001587 (cid:2) 85 (cid:2) 0,79 (cid:2) 625,722 (cid:136) 67,168 g=h

Table 23

NOx emissions (g/h) according to test modes

Mode

1

2

3

NOxmass

67,168

38,721

19,012

4

4,621

5

2,319

6

0,811

2.3.4.

CO emissions

COmass (cid:136) u (cid:2) concc (cid:2) GTOTW

where:

u = 0,000966 from Table 2

concc (cid:136) conc (cid:255) concd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134)

concc (cid:136) 3 622 (cid:255) 3 (cid:2) (cid:133)1 (cid:255) 1=9,465(cid:134) (cid:136) 3 620 ppm

COmass (cid:136) 0,000966 (cid:2) 3 620 (cid:2) 625,722 (cid:136) 2 188,001 g=h

C 180 E/70

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Table 24

CO emissions (g/h) according to test modes

Mode

1

2

3

4

5

6

COmass

2 188,001

2 068,760

1 510,187

1 424,792

1 853,109

975,435

2.3.5

CO2 emissions

CO2mass (cid:136) u (cid:2) concc (cid:2) GTOTW

Where:

u = 15,19 from Table 2

concc (cid:136) conc (cid:255) concd (cid:2) (cid:133)1 (cid:255) 1=DF(cid:134)

concc (cid:136) 1,0219 (cid:255) 0,0421 (cid:2) (cid:133)1 (cid:255) 1=9,465(cid:134) (cid:136) 0,9842 % Vol

CO2mass (cid:136) 15,19 (cid:2) 0,9842 (cid:2) 625,722 (cid:136) 9 354,488 g=h

Table 25

CO2 emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

CO2mass

9 354,488

7 295,794

5 717,531

3 973,503

2 756,113

1 430,229

2.3.6.

Specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

Xn

(cid:133)Gasmassi (cid:2) WFi(cid:134)

Individual gas =

i(cid:136)1

Xn

(cid:133)Pi (cid:2) WFi(cid:134)

i(cid:136)1

Table 26

Emissions (g/h) and weighting factors according to different test modes

Mode

HCmass
NOxmass
COmass
CO2mass
Power Pi
Weighting factors
WFI

G/h

G/h

G/h

G/h

KW

(cid:151)

1

25,666

67,168

2

25,993

38,721

3

21,607

19,012

4

21,850

4,621

5

34,074

2,319

6

48,963

0,811

2 188,001 2 068,760 1 510,187

1 424,792

1 853,109

975,435

9 354,488 7 295,794 5 717,531

3 973,503

2 756,113

1 430,229

13,15

9,81

6,52

3,25

1,28

0

0,090

0,200

0,290

0,300

0,070

0,050

HC (cid:136) 25,666(cid:2)0,090(cid:135)25,993(cid:2)0,200(cid:135)21,607(cid:2)0,290(cid:135)21,850(cid:2)0,300(cid:135)34,074(cid:2)0,070(cid:135)48,963(cid:2)0,050

13,15(cid:2)0,090(cid:135)9,81(cid:2)0,200(cid:135)6,52(cid:2)0,290(cid:135)3,25(cid:2)0,300(cid:135)1,28(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 4,12 g=kWh

NOx (cid:136) 67,168(cid:2)0,090(cid:135)38,721(cid:2)0,200(cid:135)19,012(cid:2)0,290(cid:135)4,621(cid:2)0,300(cid:135)2,319(cid:2)0,070(cid:135)0,811(cid:2)0,050

13,15(cid:2)0,090(cid:135)9,81(cid:2)0,200(cid:135)6,52(cid:2)0,290(cid:135)3,25(cid:2)0,300(cid:135)1,28(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 3,42 g=kWh

CO (cid:136) 2 188,001(cid:2)0,09(cid:135)2 068,760(cid:2)0,2(cid:135)1 510,187(cid:2)0,29(cid:135)1 424,792(cid:2)0,3(cid:135)1 853,109(cid:2)0,07(cid:135)975,435(cid:2)0,05

13,15(cid:2)0,090(cid:135)9,81(cid:2)0,200(cid:135)6,52(cid:2)0,290(cid:135)3,25(cid:2)0,300(cid:135)1,28(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 271,15 g=kWh

CO2 (cid:136) 9 354,488(cid:2)0,09(cid:135)7 295,794(cid:2)0,2(cid:135)5 717,531(cid:2)0,29(cid:135)3 973,503(cid:2)0,3(cid:135)2 756,113(cid:2)0,07(cid:135)1 430,229(cid:2)0,05

13,15(cid:2)0,090(cid:135)9,81(cid:2)0,200(cid:135)6,52(cid:2)0,290(cid:135)3,25(cid:2)0,300(cid:135)1,28(cid:2)0,070(cid:135)0(cid:2)0,050

(cid:136) 887,53 g=kWh

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Appendix 4

1.

COMPLIANCE WITH EMISSION STANDARDS

This appendix shall apply to SI engines Stage II only.

1.1.

1.2.

The exhaust emission standards for Stage 2 engines in Annex I 4.2 apply to the emissions of the engines
for their emission durability period EDP as determined in accordance with this Appendix.

For all Stage II engines, if, when properly tested according to the procedures in this Directive, all test
engines representing an engine family have emissions which, when adjusted by multiplication by the
deterioration factor (DF) laid down in this Appendix, are less than or equal to each Stage II emission
standard (family emission limit (FEL), where applicable) for a given engine class, that family shall be
considered to comply with the emission standards for that engine class. If any test engine representing
an engine family has emissions which, when adjusted by multiplication by the deterioration factor laid
down in this Appendix, are greater than any single emission standard (FEL, where applicable) for a given
engine class, that family shall be considered not to comply with the emission standards for that engine
class.

1.3.

Small volume engine manufacturers may, optionally, take deterioration factors for HC + NOx and CO from
Tables 1 or 2 in this section, or they may calculate deterioration factors for HC + NOx and CO according to
the process described in section 1.3.1. For technologies not covered by Tables 1 and 2 in this section, the
manufacturer must use the process described in section 1.4 in this Appendix.

Table 1

Handheld Engine HC + NOx and CO Assigned Deterioration Factors for Small Volume Manu-
facturer

Two-stroke engines

Four-stroke engines

Engine class

HC + NOx

SH:1

SH:2

SH:3

1,1

1,1

1,1

CO

1,1

1,1

1,1

HC + NOx

1,5

1,5

1,5

CO

1,1

1,1

1,1

Engines with aftertreatment

DFs must be calculated
in
the
using
para 1.3.1

formula

Non-handheld Engine HC + NOx and CO Assigned Deterioration Factors for Small Volume Manu-
facturers

Table 2

Side Valve Engines

Overhead Valve Engines

Engine Class

HC + NOx

SN:1

SN:2

SN:3

SN:4

2,1

2,1

2,1

1,6

CO

1,1

1,1

1,1

1,1

HC + NOx

1,5

1,5

1,5

1,4

CO

1,1

1,1

1,1

1,1

Engines with After treatment

DFs must be calculated
using
in
the
para 1.3.1

formula

1.3.1.

Formula for calculating deterioration factors for engines with after treatment:

DF (cid:136) (cid:137)(cid:133)NE (cid:3) EDF(cid:134) (cid:255) (cid:133)CC (cid:3) F(cid:134)(cid:138)=(cid:133)NE (cid:255) CC(cid:134)

C 180 E/72

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where:

DF

= deterioration factor

NE

= new engine emission levels prior to the catalyst (g/kWh)

EDF

= deterioration factor for engines without catalyst as shown in Table 1

CC

= amount converted at 0 hours in g/kWh

F

F

= 0,8 for HC and 0,0 for NOx for Class SN3 and SN4 engines

= 0,8 for CO for all classes of engines

1.4.

Manufacturers shall obtain an assigned DF or calculate a DF, as appropriate, for each regulated pollutant for
all Stage 2 engine families. Such DFs shall be used for type approval and production line testing.

1.4.1.

For engines not using assigned DF:s from Tables 1 or 2 of this section, DFs shall be determined as follows:

1.4.1.1. On at least one test engine representing the configuration chosen to be the most likely to exceed HC + NOx
emission standards, (FELs where applicable), and constructed to be representative of production engines,
conduct (full) test procedure emission testing as described in this Directive after the number of hours
representing stabilised emissions.

1.4.1.2.

If more than one engine is tested, average the results and round to the same number of decimal places
contained in the applicable standard, expressed to one additional significant figure;

1.4.1.3. Conduct such emission testing again following aging of the engine. The aging procedure should be
designed to allow the manufacturer to appropriately predict the in-use emission deterioration expected
over the durability period of the engine, taking into account the type of wear and other deterioration
mechanisms expected under typical consumer use which could affect emissions performance. If more than
one engine is tested, average the results and round to the same number of decimal places contained in the
applicable standard, expressed to one additional significant figure.

1.4.1.4. Divide the emissions at the end of the durability period (average emissions, if applicable) for each regulated
pollutant by the stabilised emissions (average emissions, if applicable) and round to two significant figures.
The resulting number shall be the DF, unless it is less than 1,00, in which case the DF shall be 1,0.

1.4.1.5. At the manufacturer’s option additional emission test points can be scheduled between the stabilised
emission test point and the Emission Durability Period.
the test
points must be evenly spaced over the EDP (plus or minus 2 hours) and one such test point shall be at
one-half of full EDP (plus or minus 2 hours).

intermediate tests are scheduled,

If

For each pollutant HC + NOx and CO, a straight line must be fitted to the data points treating the initial
test as occurring at hour zero, and using the method of least-squares. The deterioration factor is the
calculated emissions at the end of the durability period divided by the calculated emissions at zero hours.

1.4.1.6. Calculated deterioration factors may cover families and production years in addition to the one on which
they were generated if the manufacturer submits a justification acceptable to the national type approval
authority in advance of type approval that the affected engine families can be reasonably expected to have
similar emission deterioration characteristic based on the design and technology used.

A non-exclusive list of design and technology groupings is given below:

(cid:151) Conventional two-stroke engines without after treatment system

(cid:151) Conventional two-stroke engines with a ceramic catalyst of the same active material and loading, and

the same number of cells per cm2

(cid:151) Conventional two-stroke engines with a metallic catalyst of the same active material and loading, same

substrate and the same number of cells per cm2

(cid:151) Two-stroke engines provided with a stratified scavenging system

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(cid:151) Four-stroke engines with catalyst (defined as above) with same valve technology and identical lubri-

cation system

(cid:151) Four-stroke engines without catalyst with the same valve technology and identical lubrication system

2.

EMISSION DURABILITY PERIODS FOR STAGE 2 ENGINES

2.1.

Manufacturers shall declare the applicable EDP category for each engine family at the time of type
approval. Such category shall be the category which most closely approximates the expected useful lives
of the equipment into which the engines are expected to be installed as determined by the engine manu-
facturer. Manufacturers shall retain data appropriate to support their choice of EDP category for each
engine family. Such data shall be supplied to the approval authority upon request.

2.1.1.

For handheld engines: Manufacturers shall select an EDP category from Table 1 of this paragraph.

Table 1

EDP categories for Handheld Engines (hours)

Category

Class SH:1

Class SH:2

Class SH:3

1

50

50

50

2

125

125

125

3

300

300

300

2.1.2.

For non-handheld engines: Manufacturers shall select an EDP category from Table 2 of this paragraph.

Table 2

EDP categories for Non-handheld Engines (hours)

Category

Class SN:1

Class SN:2

Class SN:3

Class SN:4

1

50

125

125

250

2

125

250

250

500

3

300

500

500

1 000

2.1.3.

The manufacturer must satisfy the approval authority that the declared useful life is appropriate. Data to
support a manufacturer’s choice of EDP category, for a given engine family, may include but are not limited
to:

(cid:151) Surveys of the life spans of the equipment in which the subject engines are installed;

(cid:151) Engineering evaluations of field aged engines to ascertain when engine performance deteriorates to the
point where usefulness and/or reliability is impacted to a degree sufficient to necessitate overhaul or
replacement;

(cid:151) Warranty statements and warranty periods;

(cid:151) Marketing materials regarding engine life;

(cid:151) Failure reports from engine customers; and

(cid:151) Engineering evaluations of the durability, in hours, of specific engine technologies, engine materials or

engine designs.(cid:146)

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26.6.2001

5. Annex IV becomes a new Annex V and is amended as follows:

The current headings shall be replaced by the following:

(cid:145)TECHNICAL CHARACTERISTICS OF REFERENCE FUEL PRESCRIBED FOR APPROVAL TESTS AND TO
VERIFY CONFORMITY OF PRODUCTION

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES (1)(cid:146).

In the table in the line on (cid:145)Neutralization(cid:146) the word (cid:145)Minimum(cid:146)
(cid:145)Maximum(cid:146). The following new table and new footnotes shall be added:

in column 2 shall be replaced by the word

(cid:145)NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR SI ENGINES

Note: The fuel for two-stroke engines is a blend of lubricant oil and the petrol specified below. The fuel/oil mixture
ratio must be the ratio which is recommended by the manufacturer as specified in Annex IV, section 2.7.

Parameter

Unit

Limits (1)

Minimum

Maximum

Test Method

Publication

Research octane number, RON

Motor octane number, MON

Density at 15 (cid:176)C

Reid vapour pressure

Distillation

(cid:151) Initial boiling point

(cid:151) Evaporated at 100 (cid:176)C

(cid:151) Evaporated at 150 (cid:176)C

(cid:151) Final boiling point

Residue

Hydrocarbon analysis

(cid:151) Olefins

(cid:151) Aromatics

(cid:151) Benzene

(cid:151) Saturates

Carbon/hydrogen ratio

Oxidations tability (2)

Oxygen content

Existent gum

Sulphur content

Copper corrosion at 50 (cid:176)C

Lead content

Phosphorus content

kg/m3

kPa

(cid:176)C

% v/v

% v/v

(cid:176)C

%

% v/v

% v/v

% v/v

% v/v

min

% m/m

mg/ml

mg/kg

g/l

g/l

95,0

85,0

748

56,0

24

49,0

81,0

190

(cid:151)

(cid:151)

28,0

(cid:151)

(cid:151)

report

480

(cid:151)

(cid:151)

(cid:151)

(cid:151)

(cid:151)

(cid:151)

(cid:151)

(cid:151)

762

60,0

40

57,0

87,0

215

2

10

40,0

1,0

balance

report

(cid:151)

2,4

0,04

100

1

0,005

0,0013

EN 25164

EN 25163

ISO 3675

EN 12

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

ASTM D 1319

ASTM D 1319

EN 12177

ASTM D 1319

EN-ISO 7536

EN 1601

EN-ISO 6246

EN-ISO 14596

EN-ISO 2160

EN 237

ASTM D 3231

1993

1993

1995

1993

1988

1988

1988

1988

1988

1995

1995

1998

1995

1996

1997

1997

1998

1995

1996

1994

(1) The values quoted in the specification are (cid:147)true values(cid:148). In establishment of their limit values the terms of ISO 4259 (cid:147)Petroleum
products (cid:151) Determination and application of precision data in relation to methods of test(cid:148) have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the
manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R 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 specifications, the terms of ISO 4259 should be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but

detergent/dispersive additives and solvent oils must not be added.(cid:146)

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C 180 E/75

6. Annex V becomes Annex VI.

7. Annex VI becomes Annex VII and is amended as follows:

(a) Appendix 1 is amended as follows:

(cid:151) The header shall be replaced by the following:

(cid:145)Appendix 1

TEST RESULTS FOR COMPRESSION IGNITION ENGINES(cid:146)

(cid:151) Section 1.3.2 shall be replaced by the following:

(cid:145)1.3.2.

Power absorbed at indicated engine speed (as specified by the manufacturer):

Power PAE (kW) absorbed at various engine speeds (1), taking into
account Appendix 3 of this Annex

Equipment

Intermediate (if applicable)

Rated

Total

(1) Must not be greater than 10 % of the power measured during the test.(cid:146)

(cid:151) Section 1.4.2. shall be replaced by the following:

(cid:145)1.4.2.

Engine power (1)

Condition

Intermediate (if applicable)

Rated

Power setting (kW) at various engine speeds

Maximum power measured
on test (PM) (kW) (a)

absorbed

by
Total power
engine driven equipment as
per
this
section 1.3.2 of
Appendix, or section 2.8 of
Annex III (PAE) (kW) (b)

Net engine power as specified
in section 2.4 of Annex I
(kW) (c)

c = a + b

___________
(1) Uncorrected power measured in accordance with the provisions of section 2.4 of Annex I.(cid:146)

C 180 E/76

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26.6.2001

(cid:151) Section 1.5 shall be amended as follows:

(cid:145)1.5.

Emission levels

1.5.1. Dynamometer setting (kW)

Percent Load

Intermediate (if applicable)

Rated

Dynamometer setting (kW) at various engine speeds

10 (if applicable)

25 (if applicable)

50

75

100

1.5.2. Emission results on the test cycle:(cid:146)

(b) A new Appendix 2 shall be added as follows:

(cid:145)Appendix 2

TEST RESULTS FOR SPARK IGNITION ENGINES

1.

INFORMATION CONCERNING THE CONDUCT OF THE TEST(S) (1):

1.1.

Reference fuel used for test

1.1.1. Octane number

1.1.2. State percentage of oil in mixture when lubricant and petrol are mixed as in the case of 2-stroke engines

1.1.3. Density of petrol for 4-stroke engines and petrol/oil mixture for 2-stroke engines . . .

1.2.

Lubricant

1.2.1. Make(s)

1.2.2. Type(s)

1.3.

Engine driven equipment (if applicable)

1.3.1. Enumeration and identifying details

1.3.2. Power absorbed at indicated engine speed (as specified by the manufacturer)

Power PAE (kW) absorbed at various engine speeds (1), taking into
account Appendix 3 of this Annex

Equipment

Intermediate (if applicable)

Rated

Total

(1) Must not be greater than 10 % of the power measured during the test.

1.4.

Engine performance

1.4.1. Engine speeds:

Idle: m-1

Intermediate: m-1

Rated: m-1

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C 180 E/77

1.4.2. Engine power (2)

Condition

Intermediate (if applicable)

Rated

Power setting (kW) at various engine speeds

Maximum power measured on test
(PM) (kW) (a)

Total power
driven equipment
1.3.2 of
2.8 of Annex III (PAE) (kW) (b)

absorbed by engine
section
as per
this Appendix, or section

Net engine power as
section 2.4 of Annex I (kW) (c)

specified in

c = a + b

1.5.

Emission levels

1.5.1. Dynamometer setting (kW)

Percent Load

Intermediate (if applicable)

Rated (if applicable)

Dynamometer setting (kW) at various engine speeds

10 (if applicable)

25 (if applicable)

50

75

100

1.5.2. Emission results on the test cycle:

CO:

g/kW

HC:

g/kWh

NOx: g/kWh

___________
(1) In case of several parent engines, to be indicated for each of them.
(2) Uncorrected power measured in accordance with the provisions of section 2.4 of Annex I.(cid:146)

(c) A new appendix 3 shall be added as follows:

(cid:145)Appendix 3

EQUIPMENT AND AUXILIARIES TO BE INSTALLED FOR THE TEST TO DETERMINE ENGINE
POWER

Number

Equipment and auxiliaries

Fitted for emission test

1

Inlet system

Inlet manifold

Yes, standard production equipment

Crankcase emission control system

Yes, standard production equipment

Control devices for dual induction inlet
manifold system

Air flow meter

Air inlet duct work

Air filter

Inlet silencer

Speed-limiting device

Yes, standard production equipment

Yes, standard production equipment

Yes (a)

Yes (a)

Yes (a)

Yes (a)

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Number

Equipment and auxiliaries

Fitted for emission test

2

3

4

5

Induction-heating device of inlet manifold

Yes,
standard
possible to be set
condition

production

in the most

equipment.

If
favourable

Exhaust system

Exhaust purifier

Exhaust manifold

Connecting pipes

Silencer

Tail pipe

Exhaust brake

Yes, standard production equipment

Yes, standard production equipment

Yes (b)

Yes (b)

Yes (b)

No (c)

Pressure charging device

Yes, standard production equipment

Fuel supply pump

Yes, standard production equipment (d)

Carburation equipment

Carburettor

Electronic
meter, etc.

control

system,

air

flow

Yes, standard production equipment

Yes, standard production equipment

Equipment for gas engines

Pressure reducer

Yes, standard production equipment

Evaporator

Mixer

Yes, standard production equipment

Yes, standard production equipment

6

Fuel injection equipment (petrol and diesel)

Prefilter

Filter

Pump

Yes, standard production or test bed
equipment

Yes, standard production or test bed
equipment

Yes, standard production equipment

High-pressure pipe

Yes, standard production equipment

Injector

Air inlet valve

Yes, standard production equipment

Yes, standard production equipment (e)

Electronic
meter, etc.

control

system,

air

flow

Yes, standard production equipment

Governor/control system

Yes, standard production equipment

Automatic full-load stop for the control
rack
atmospheric
conditions

depending

on

7

Liquid-cooling equipment

Radiator

Fan

Fan cowl

Water pump

Thermostat

8

Air cooling

Yes, standard production equipment

No

No

No

Yes, standard production equipment (f)

Yes, standard production equipment (g)

Cowl

Fan or Blower

Temperature-regulating device

No (h)

No (h)

No

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Number

Equipment and auxiliaries

Fitted for emission test

9

Electrical equipment

Generator

Yes, standard production equipment (i)

Spark distribution system

Yes, standard production equipment

Coil or coils

Wiring

Spark plugs

Yes, standard production equipment

Yes, standard production equipment

Yes, standard production equipment

Electronic
control
knock sensor/spark retard system

system including

Yes, standard production equipment

10

Pressure charging equipment

Compressor driven either directly by
the engine and/or by the exhaust gases

Charge air cooler

Yes, standard production equipment

Yes, standard production or test bed
equipment (j) (k)

Coolant pump or fan (engine-driven)

No (h)

Coolant flow control device

Yes, standard production equipment

11

12

13

14

Auxiliary test-bed fan

Yes, if necessary

Anti-pollution device

Yes, standard production equipment (l)

Starting equipment

Test bed equipment

Lubricating oil pump

Yes, standard production equipment

(a) The complete inlet 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 naturally aspirated spark ignition 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 upper limit specified by the manufacturer for a clean air filter.

(b) 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 power;
in the case of naturally aspirated spark ignition engines;
when the manufacturer requests that this should be done.
In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa
from the upper limit specified by the manufacturer.

(c) If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position.
(d) The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application

(particularly when a (cid:147)fuel return(cid:148) system is used).

(e) 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.

(f) The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an
external circuit, such 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.

(g) The thermostat may be fixed in the fully open position.
(h) When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for engines
where such auxiliaries are an integral part of the engine (e.g. cooling fans of air cooled engines directly fitted on the
crankshaft). The fan or blower power shall be determined at the speeds used for the test either by calculation from standard
characteristics or by practical tests.

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

(j) Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or air-cooled, but if the manufacturer
prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made
with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the
test bench system as specified by the manufacturer.

(k) These may include, for example, exhaust-gas recirculation (EGR)-system, catalytic converter, thermal reactor, secondary

air-supply system and fuel evaporation protecting system.

(l) The power for electrical or other starting systems shall be provided from the test bed.(cid:146)

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8. Annexes VII to X become Annexes VIII to XI.

9. A new Annex XII is added as follows:

(cid:145)ANNEX XII

PROCEDURE FOR VOLUNTARY AVERAGING AND BANKING (1)

1.

INTRODUCTION

1.1. Manufacturers may optionally use the averaging and banking procedures described in this Annex in lieu of

type approving all engines to the limits in section 4.2.2.1 of Annex I.

1.2.

The averaging and banking system described in this Annex may only be used to meet the requirements of
stage II for spark ignition engines.

1.3.

Engines complying with emission limits using the averaging and banking procedure are subject to all other
requirements of this Directive including the CO emission limit values set out in section 4.2.2.1 of Annex I.

1.4. Manufacturers wishing to use the voluntary averaging and banking system must start using it from the

following calendar years:

Class

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

starting year (calendar year)

2005

2005

2007

2004

2004

2007

2005

1.5. Manufacturers may use the voluntary system in this Annex for one or more classes of engines.

2.

DEFINITIONS

For the purpose of this Annex the following definitions shall apply:

Averaging: means the exchange of emission credits between engine families within a given manufacturer’s
product line.

Banking: means the retention of emission credits by the manufacturer generating the emission credits for use
in future calendar year averaging as permitted in this Annex.

Family Emission Limit or FEL: means an emission level that is declared by the manufacturer to serve in lieu of
an emission standard for the purpose of type approval or production in line testing.

Emission credits: represent the amount of emission reduction or exceedence, by an engine family, below or
above the applicable HC+NOx emission standard. FELs below the standard create (cid:147)positive credits(cid:148) while FELs
above the standard create (cid:147)negative credits(cid:148). In addition (cid:147)type-approval credits(cid:148) refer to emission credits based
on the projected applicable production volume of the engine family. (cid:147)Banking credits(cid:148) are emission credits
generated within a calendar year to be reported by 30 April of the subsequent calendar year. (cid:147)Actual credits(cid:148)
refer to emission credits based on the applicable production volume as accumulated until the end of the
calendar year.

___________
(1) The Commission will review the provisions of this annex before it enters into force, with regard to its adminis-
trative consequences and the competition between large and small manufacturers, and propose appropriate
changes.

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3.

GENERAL PROVISIONS

3.1. A manufacturer may include in its calculation of credits only engines that are intended to be placed on the

EU market and which are manufactured in the applicable calendar year.

3.2. A manufacturer may type approve engine families at Family Emission Limits (FELs) above or below the
applicable emission standard subject to the limitation of this Annex, provided that the summation of the
manufacturer’s projected balance of credits from all credit transactions for all engine classes that have been
type approved under the provisions of this Annex in a given calendar year is greater than or equal to zero as
determined in accordance with section 7 of this Annex.

3.3. A manufacturer of an engine family with an FEL exceeding the applicable emission standard must obtain

emission credits sufficient to address the associated shortfall via averaging or banking.

3.4. An engine family with an FEL below the applicable emission standard may generate positive emission credits

for averaging or banking or a combination thereof.

3.5.

The limit values of stage I must always be met by all engine families.

4.

APPLICABLE EMISSION STANDARDS

Manufacturers using the averaging and banking system for HC + NOx must meet the following standards
(FEL) in g/kWh:

Class SH:1

Calendar year

Limit value (HC + NOx)

Class SH:2

Calendar year

2005

238

2006

175

2007

113

2008 and
onwards

50

2005

2006

2007

2008 and
onwards

Limit value (HC + NOx)

196

148

99

50

Class SH:3

Calendar year

Limit value (HC + NOx)

Class SN:1

Calendar year

2007

143

2008

2009

2010 and
onwards

119

96

72

2004

2005

2006

2007 and
onwards

Limit value (HC + NOx)

50

50

50

50

Class SN:2

Calendar year

2004

2005

2006

2007 and
onwards

Limit value (HC + NOx)

40

40

40

40

Class SN:3

Calendar year

2004

2005

2006

2007 and
onwards

Limit value (HC + NOx)

40

40

40

16,1

Class SN:4

Calendar year

2006

2007

2008

2009

2010 and
onwards

Limit value NOx

18,0

16,6

15,0

13,6

12,1

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5.

AVERAGING

5.1. Negative credits from engine families with FELs above the applicable emission standard must be offset by
positive credits from engine families having FELs below the applicable emission standard, as allowed under
this Annex. Averaging of credits in this manner is used to determine compliance with the limit values of
section 4 of this Annex.

5.2. Cross-class averaging of credits is allowed across all classes of non-road spark ignition engines.

5.3. Credits used in averaging for a given calendar year may be obtained from credits generated in the same

calendar year by another engine family or credits banked in previous calendar years.

6.

BANKING

6.1.

Starting on 1 January of the first year that a manufacturer receives type approval, in accordance with this
Annex, for an engine family with an FEL below the applicable emission standard, the manufacturer may bank
credits in the calendar year for use in averaging.

6.2. A manufacturer may bank actual credits only after the end of the calendar year and after the type-approval
authority has reviewed the end of the year report from the manufacturer and confirmed that it is satisfactory.

7.

CREDIT CALCULATION AND COMPLIANCE WITH EMISSION STANDARDS

7.1.

For each engine family, HC+NOx type-approval emission credits (positive or negative) shall be calculated
according to the following equation and rounded to the nearest gram. Consistent units shall be used
throughout the equation.

Credit = Production (cid:215) (Standard (cid:151) FEL) (cid:215) Power (cid:215) EDP (cid:215) load factor

Where:

Production = eligible production. Annual production projections are used to project credit available for initial
type approval. Eligible production volume is used in determining actual credits for end-of-year compliance
determination.

Standard = the current and applicable standard in grams per kilowatt hour as determined in section 4.

FEL = the family emission limit for the engine family in grams per kilowatt hour.

Power = the maximum modal power of the parent engine, in kilowatts, as calculated from the applicable test
procedure as described in this Directive.

EDP = the emission durability period in hours corresponding to the EDP category for which the engine
family was type approved.

Load factor = 47 % (i.e. 0,47) for Test Cycle (G1) and Test Cycle (G2). (85 % (i.e. 0,85) for test cycle G3).

8.

TYPE-APPROVAL PROCEDURE

8.1. When using the voluntary system of averaging and banking as described in this Annex a manufacturer must:

8.1.1. Be bound for his whole product range for any given calendar year to one single national approval authority.
The manufacturer is responsible for ensuring that his representatives in the Community take no separate
action for selected engines.

8.1.2. Submit a statement that the engines for which the system is used will not, to the best of the manufacturer’s
belief, cause the manufacturer to be in non-compliance under section 7 of this Annex when all credits are
calculated for the manufacturer’s engine families.

8.1.3. Declare an FEL for each engine family for HC+NOx. The FEL must have the same number of significant digits

as the emission standard.

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8.1.4. Submit copies of the type-approval certificates for each engine family in the averaging and banking scheme to
the approval authority issuing the relevant averaging approval in order to demonstrate that the engines have
been certified at an emission level below the declared FEL.

8.1.5. Indicate the projected number of credits generated/needed for this family, the projected applicable eligible
annual sales volume, and the values required to calculate the emission credit as given in section 7 of this
Annex.

8.1.6. Submit calculations in accordance with section 7 of this Annex of projected emission credits (positive or
negative) based on annual production projections for each engine family to be included in the averaging and
banking scheme.

8.1.7.

If the engine family is projected to have negative emission credits, state specifically the source (from averaging
and banking) of the credits necessary to offset the credit deficit according to projected annual production.

8.1.8. If the engine family is projected to generate credits, state specifically (from averaging and banking) where the

projected credits will be applied.

8.2. All type approvals issued in accordance with this Annex shall be conditional upon manufacturer compliance
with the provisions of this Annex both during and after the calendar year. They are valid until 30 April of
the following calendar year. A new type approval can be issued only if the manufacturer has presented an
end-of-year report showing that the provisions of this Annex are met.

8.3.

The manufacturer bears the burden of establishing to the satisfaction of the National Approval Authority that
the conditions upon which the type approval was issued were satisfied or waived.

9.

MAINTENANCE OF RECORDS

9.1. A manufacturer using the option of averaging and banking in accordance with this Annex must establish,
maintain and retain the following adequately organised and indexed records for each engine family:

(cid:151) the engine family identification code,

(cid:151) Family Emission Limit (FEL) or FELs where FEL changes have been implemented during the calendar year,

(cid:151) maximum modal power for the parent engine,

(cid:151) projected production volume for the calendar year,

(cid:151) records appropriate to establish the quantities of engines that constitute eligible production as defined in

section 2 of this Annex for each FEL.

9.2. A manufacturer using the option of averaging and banking in accordance with this Annex must retain all
records required to be maintained under this section for a period of 8 years from the due date for the end of
the year report. Records may be retained as hard copy or reduced to microfilm, ADP diskettes, and so forth,
depending on the manufacturer’s record retention procedure, providing that in every case all information
used for the approval is retained.

9.3.

Pursuant
information that the manufacturer is required to retain.

to a request made by the type-approval authority,

the manufacturer must submit

to it

the

9.4.

The type-approval authority may withdraw the type-approval certificate(s) for an engine family for which the
manufacturer fails to retain the records required in this section or to provide such information to the
type-approval authority.

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10.

END-OF-YEAR REPORTS

10.1. End-of-year reports must indicate the engine family, the engine class, the actual volume of engines placed on
the market, the values required to calculate credits as indicated in section 7 of this Annex and the number of
credits generated/required. Manufacturers must also submit how and where credit surpluses were dispersed
(or are to be banked) and/or how and through what means credit deficits were met. The report must include
a calculation of credit balances to show that the credit summation for all engines actually produced is equal
to or greater than zero. The report must include a calculation of the production average HC+NOx FEL to
show compliance with the provisions of section 4 of Annex XII.

10.2. The calculation of eligible production for end-of-year reports must be based on engines placed on the market

in the EU.

10.3. End-of-year reports must be submitted to the type-approval authority before 1 April of the year after the

issue of the type approval.

On the basis of the end-of-year report the type-approval authority shall issue a new type-approval certificate.

10.4. Failure by a manufacturer to submit an end-of-year report in the specified time for any engines subject to
regulation under this Annex will automatically lead to the withdrawal of the type-approval certificates for all
engine families subject to this Annex.

10.5.

If the end-of-year report shows the total actual credit to be negative the negative credit will be banked and
carried across to the next year. If a negative credit is achieved for two or more years running the approval
authority may withdraw the manufacturer’s averaging and banking approval. If a negative credit is achieved
for four years running the approval authority must suspend the manufacturer’s averaging and banking
approval.(cid:146)