Commission Directive 2001/27/EC of 10 April 2001 adapting to technical progress Council Directive 88/77/EEC on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles (Text with EEA relevance)
Date: 2001-04-10
Institutions: European Commission
Subjects: air quality, approximation of laws, combustion gases, motor vehicle, motor vehicle pollution, vehicle documents

L 107/10

EN

Official Journal of the European Communities

18.4.2001

COMMISSION DIRECTIVE 2001/27/EC

of 10 April 2001

adapting to technical progress Council Directive 88/77/EEC on the approximation of the laws of
the Member States relating to measures to be taken against the emission of gaseous and particulate
pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous
pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use
in vehicles

(Text with EEA relevance)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European
Community,

Having regard to Council Directive 88/77/EEC of 3 December
1987 on the approximation of the laws of the Member States
relating to the measures to be taken against the emission of
gaseous and particulate pollutants from compression-ignition
engines for use in vehicles, and the emission of gaseous pollu-
tants from positive-ignition engines fuelled with natural gas or
liquefied petroleum gas for use in vehicles (1), as last amended
by Directive 1999/96/EC of the European Parliament and of
the Council (2), and in particular Article 4 thereof,

Whereas:

(1)

(2)

(3)

Directive 88/77/EEC is one of the separate directives
under the type-approval procedure laid down by Council
Directive 70/156/EEC of 6 February 1970 on the
approximation of the laws of the Member States relating
to the type-approval of motor vehicles and their
trailers (3), as last amended by Directive 2000/40/EC of
the European Parliament and of the Council (4).

Directive 1999/96/EC provided for new emission test
cycles and prescriptions to prevent the use of defeat
device and/or irrational emissions control strategy. It is
now appropriate to strengthen those requirements and
to provide a tool for authorities to determine whether
engines are using defeat devices and/or irrational emis-
sions control strategies under normal conditions of use
to manipulate engine performance at the expense of
emissions control.

It is accepted that gas vehicles can provide a realistic and
environmentally beneficial alternative to diesel vehicles
in terms of air pollutant emissions. While they are able
to achieve the emission limits mandated in Directive
1999/96/EC, certain gas engines, by virtue of
their
design, have difficulty complying with the test cycle
validity criteria with respect to the accuracy of the gas
engine response to the changes in speed, torque and
power demanded by the European Transient Cycle
(ETC). To avoid setting a gas engine design requirement
the
by respecting the design freedom philosophy of

(1) OJ L 36, 9.2.1988, p. 33.
(2) OJ L 44, 16.2.2000, p. 1.
(3) OJ L 42, 23.2.1970, p. 1.
(4) OJ L 203, 10.8.2000, p. 9.

type-approval system and to help stimulate the develop-
ment of the market for gas-fuelled vehicles, it is appro-
priate to allow, for gas engines only, a modification of
the statistical criteria which assesses the validity of the
type-approval test. The development of gas engine tech-
nology should be reviewed in the future to confirm or
modify this allowance for gas engines.

The reference fuels necessary for testing engines that use
natural gas should be re-defined to provide for the
) of
broadest coverage with regard to the λ-shift factor (Sλ
gas fuels of various compositions which are available on
the market. The reference fuels necessary for testing
engines that use liquefied petroleum gas should also be
reviewed to similarly provide for the broadest coverage
of fuels available in the market place.

It is appropriate to make technical modifications to the
existing measurement and sampling procedures
to
enable the European type-approval of vehicles and
engines using ethanol.

The measures provided for in this Directive are in
the Committee for
accordance with the opinion of
by
established
Adaptation to Technical
Directive 70/156/EEC,

Progress

(4)

(5)

(6)

HAS ADOPTED THIS DIRECTIVE:

Article 1

The Annexes to Directive 88/77/EEC are amended in accord-
ance with the Annex to this Directive.

Article 2

1. With effect from 1 October 2001, no Member State may:

(a) refuse to grant EC type-approval, or to issue the document
provided for in the last indent of Article 10(1) of Directive
70/156/EEC or to grant national type-approval for a type
of vehicle propelled by a compression-ignition or gas
engine; or

(b) prohibit the registration, sale, entry into service or use of

such new vehicles; or

18.4.2001

EN

Official Journal of the European Communities

L 107/11

(c) refuse to grant EC type-approval for a type of compression-

ignition or gas engine; or

(d) prohibit the sale or use of new compression-ignition or gas

engines,

the appropriate requirements of Directive 88/77/EEC, as

if
amended by this Directive, are satisfied.

2. With effect from 1 October 2001, Member States:

(a) may no longer grant EC type-approval or issue the docu-
ment provided for in the last indent of Article 10(1) of
Directive 70/156/EEC, and

(b) shall refuse national type-approval

for types of compression-ignition or gas engines and types of
vehicle propelled by a compression-ignition or gas engine
where the requirements of Directive 88/77/EEC, as amended by
this Directive, are not met.

3. With effect from 1 October 2001 and except for vehicles
and engines intended for export to non-member countries and
except for replacement engines for in-service vehicles, Member
States shall:

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

(b) prohibit the registration, sale or entry into service or use of
new vehicles and the sale and use of new engines

for types of compression-ignition engines and types of vehicle
propelled by a compression-ignition engine where the require-
ments of Directive 88/77/EEC, as amended by this Directive,
are not met.

4. With effect from 1 October 2003 and except for vehicles
and engines intended for export to non-member countries and
except for replacement engines for in-service vehicles, Member
States shall:

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

(b) prohibit the registration, sale or entry into service or use of
new vehicles and the sale and use of new engines

for types of gas engines and types of vehicle propelled by a gas
engine where the requirements of Directive 88/77/EEC, as
amended by this Directive, are not met.

5. Member States
shall consider compliance with the
requirements of this Directive as an extension of the type-
approval only in the case of a new compression-ignition engine
or a new vehicle propelled by a compression-ignition engine
where a type-approval has previously been granted to the
requirements of Directive 88/77/EEC, as amended by Directive
1999/96/EC. With respect to these vehicles, the requirements
of Article 2(3) are applicable from 1 April 2002.

Article 3

1. Member States shall adopt and publish, before 1 October
2001, the provisions necessary to comply with this Directive.
They shall forthwith inform the Commission thereof.

They shall apply those provisions from 1 October 2001.

those provisions,

When Member States adopt
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.

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

Article 4

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

This Directive is addressed to the Member States.

Article 5

Done at Brussels, 10 April 2001.

For the Commission

Erkki LIIKANEN

Member of the Commission

L 107/12

EN

Official Journal of the European Communities

18.4.2001

ANNEX

AMENDMENTS TO ANNEX I TO DIRECTIVE 88/77/EEC

1. Sections 2.7 and 2.28 are replaced by the following:

‘2.7.

‘2.28.

“gaseous pollutants” means carbon monoxide, hydrocarbons (assuming a ratio of CH
for LPG and CH
O
for NG (NMHC), and an assumed molecule CH
3
2,93
methane (assuming a ratio of CH
4
) equivalent:
nitrogen dioxide (NO
2

2,525
for ethanol-fuelled diesel engines),
0,5
for NG) and oxides of nitrogen, the last named being expressed in

for diesel, CH

1,85

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

“defeat device” means a device which measures, senses or responds to operating variables (e.g. vehicle speed,
engine speed, gear used, temperature,
intake pressure or any other parameter) for the purpose of
activating, modulating, delaying or deactivating the operation of any component or function of the
emission control system such that the effectiveness of the emission control system is reduced under
conditions encountered during normal vehicle use unless the use of such a device is substantially included
in the applied emission certification test procedures.’

2. Sections 2.29 and 2.30 are introduced as follows:

‘2.29.

2.30.

“auxiliary control device” means a system, function or control strategy installed to an engine or on a vehicle,
that is used to protect the engine and/or its ancillary equipment against operating conditions that could
result in damage or failure, or is used to facilitate engine starting. An auxiliary control device may also be
a strategy or measure that has been satisfactorily demonstrated not to be a defeat device.

“irrational emission control strategy” means any strategy or measure that, when the vehicle is operated under
normal conditions of use, reduces the effectiveness of the emission control system to a level below that
expected on the applicable emission test procedures.’

3. Section 2.29 is renumbered as 2.31. The table in section 2.31.2 is replaced by the following table:

‘2.31.2.

Symbols for chemical components

CH
4

C

H
2

6

C2H5OH
C
H
3

8

CO

DOP

CO2
HC

Methane

Ethane

Ethanol

Propane

Carbon monoxide

Di-octylphtalate

Carbon dioxide

Hydrocarbons

NMHC

Non-methane hydrocarbons

NOx

NO

NO

2

PT

Oxides of nitrogen

Nitric oxide

Nitrogen dioxide

Particulates.’

4. Section 4 is replaced by the following:

‘4.

4.1.

4.1.1.

4.1.2.

EC TYPE-APPROVAL

Granting of a universal fuel EC type-approval

A universal fuel EC type-approval

is granted subject to the following requirements.

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

In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel
composition that may occur across the market. In the case of natural gas there are generally two types of
fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both
ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift
factor (S
are given in sections 2.25 and
). The formulae for the calculation of the Wobbe index and S
λ
λ
≤ 1,08) are considered to
2.26. Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ S
λ
≤ 1,19) are
belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ
considered to belong to L-range. The composition of the reference fuels reflects the extreme variations
.
of Sλ

18.4.2001

EN

Official Journal of the European Communities

L 107/13

The parent engine shall meet the requirements of this Directive on the reference fuels GR (fuel 1) and G25
(fuel 2), as specified in Annex IV, without any readjustment to the fuelling between the two tests.
However, one adaptation run over one ETC cycle without measurement is permitted after the change of
the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of
Appendix 2 to Annex III.

4.1.2.1.

) lies
On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ
between 0,89 (i.e. the lower range of G
), for example when fuel 3
) and 1,19 (i.e. the upper range of G
R
is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the
production.

25

4.1.3.

4.1.3.1.

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

(fuel 1) and G

23

25

23

(fuel 3) if the λ-shift
At the manufacturer's request the engine may be tested on a third fuel instead of G
), for example
factor (S
) and 1,19 (i.e. the upper range of G
) lies between 0,89 (i.e. the lower range of G
λ
R
when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the
conformity of the production.

25

23

4.1.4.

In the case of natural gas engines, the ratio of the emission results “r” shall be determined for each
pollutant as follows:

r =

or,

ra =

and,

rb =

emission result on reference fuel 2

emission result on reference fuel 1

emission result on reference fuel 2

emission result on reference fuel 3

emission result on reference fuel 1

emission result on reference fuel 3

4.1.5.

In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition
that may occur across the market. In the case of LPG there are variations in C
composition. These
/C
3
variations are reflected in the reference fuels. The parent engine should meet the emission requirements
on the reference fuels A and B as specified in Annex IV without any readjustment to the fuelling between
the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after
the change of the fuel. Before testing, the parent engine shall be run-in using the procedure defined in
paragraph 3 of Appendix 2 to Annex III.

4

4.1.5.1.

The ratio of emission results “r” shall be determined for each pollutant as follows:

r =

emission result on reference fuel B

emission result on reference fuel A

4.2.

Granting of a fuel range restricted EC type-approval

Fuel range restricted EC type-approval

is granted subject to the following requirements.

4.2.1.

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

L 107/14

EN

Official Journal of the European Communities

18.4.2001

(fuel 1) and G

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

(fuel 3) for the H-range of gases and G

(fuel 2) and G

23

25

23

4.2.1.1.

(fuel 3) if the λ-shift
At the manufacturer's request the engine may be tested on a third fuel instead of G
factor (S
λ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example
when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the
conformity of the production.

23

4.2.1.2.

The ratio of emission results “r” shall be determined for each pollutant as follows:

r =

or,

ra =

and,

rb =

emission result on reference fuel 2

emission result on reference fuel 1

emission result on reference fuel 2

emission result on reference fuel 3

emission result on reference fuel 1

emission result on reference fuel 3

4.2.1.3.

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

4.2.2.

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

4.2.2.1.

4.2.2.2.

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

At the manufacturer's request the engine may be tested on the reference fuels GR and G23, or on the
reference fuels G
, in which case the type-approval is only valid for the H-range or the L-range of
25
gases respectively.

and G

23

4.2.2.3.

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

4.3.

Exhaust emissions approval of a member of a family

4.3.1.

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

4.3.2.

Secondary test engine

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

fully represent

4.4.

Type-approval certificate

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

18.4.2001

EN

Official Journal of the European Communities

L 107/15

5. Section 6 is replaced by the following:

‘6.

6.1.

SPECIFICATIONS AND TESTS

General

6.1.1.

Emission control equipment

6.1.1.1.

The components liable to affect the emission of gaseous and particulate pollutants from diesel engines
and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and
installed as to enable the engine,

in normal use, to comply with the provisions of this Directive.

6.1.2.

Functions of emission control equipment

6.1.2.1.

The use of a defeat device and/or an irrational emission control strategy is forbidden.

6.1.2.2.

An auxiliary control device may be installed to an engine, or on a vehicle, provided that the device:

— operates only outside the conditions specified in paragraph 6.1.2.4, or

— is activated only temporarily under the conditions specified in paragraph 6.1.2.4 for such purposes as
engine damage protection, air-handling device protection (1), smoke management (1), cold start or
warming-up, or

— is activated only by on-board signals for purposes such as operational safety and limp-home strategies.

6.1.2.3.

An engine control device, function, system or measure that operates during the conditions specified in
section 6.1.2.4 and which results in the use of a different or modified engine control strategy to that
normally employed during the applicable emission test cycles will be permitted if, in complying with the
requirements of sections 6.1.3 and/or 6.1.4, it is fully demonstrated that the measure does not reduce the
effectiveness of the emission control system. In all other cases, such devices shall be considered to be a
defeat device.

6.1.2.4.

For the purposes of point 6.1.2.2, the defined conditions of use under steady state and transient
conditions (1) are:

— an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa),

— an ambient temperature within the range 283 to 303 K (10 to 30 °C),

— engine coolant temperature within the range 343 to 368 K (70 to 95 °C).

6.1.3.

Special requirements for electronic emission control systems

6.1.3.1.

Documentation requirements

The manufacturer shall provide a documentation package that gives access to the basic design of the
system and the means by which it controls its output variables, whether that control is direct or indirect.

The documentation shall be made available in two parts:

(a) the formal documentation package, which shall be supplied to the technical service at the time of
submission of the type-approval application, shall
include a full description of the system. This
documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix
obtained from the range of control of the individual unit inputs have been indentified. This informa-
tion shall be attached to the documentation required in Annex I, section 3;

(b) additional material that shows the parameters that are modified by any auxiliary control device and
the boundary conditions under which the device operates. The additional material shall include a
description of the fuel system control logic, timing strategies and switch points during all modes of
operation.

The additional material shall also contain a justification for the use of any auxiliary control device and
include additional material and test data to demonstrate the effect on exhaust emissions of any
auxiliary control device installed to the engine or on the vehicle.

This additional material shall remain strictly confidential and be retained by the manufacturer, but be
made open for inspection at the time of type-approval or at any time during the validity of the
type-approval.

6.1.4.

To verify whether any strategy or measure should be considered a defeat device or an irrational emission
control strategy according to the definitions given in sections 2.28 and 2.30, the type-approval authority
and/or the technical service may additionally request a NO
screening test using the ETC which may be
x
carried out in combination with either the type-approval test or the procedures for checking the
conformity of production

(1) To be subject to further evaluation by the Commission before 31 December 2001.

L 107/16

EN

Official Journal of the European Communities

18.4.2001

6.1.4.1.

As an alternative to the requirements of Appendix 4 to Annex III to Directive 88/77/EEC, the emissions of
NO
during the ETC screening test may be sampled using the raw exhaust gas and the technical
x
prescriptions of ISO DIS 16183, dated 15 October 2000, shall be followed.

6.1.4.2.

In verifying whether any strategy or measure should be considered a defeat device or an irrational
emission control strategy according to the definitions given in sections 2.28 and 2.30, an additional
margin of 10 %, related to the appropriate NOx limit value, shall be accepted.

6.1.5.

Transitional provisions for extension of type-approval

6.1.5.1.

This section shall only be applicable to new compression-ignition engines and new vehicles propelled by a
compression-ignition engine that have been type-approved to the requirements of row A of the tables in
section 6.2.1 of Annex I to Directive 88/77/EEC.

6.1.5.2.

As an alternative to sections 6.1.3 and 6.1.4, the manufacturer may present to the technical service the
results of a NOx screening test using the ETC on the engine conforming to the characteristics of the parent
engine described in Annex II, and taking into account the provisions of sections 6.1.4.1 and 6.1.4.2. The
manufacturer shall also provide a written statement that the engine does not employ any defeat device or
irrational emission control strategy as defined in section 2 of this Annex.

6.1.5.3.

The manufacturer shall also provide a written statement that the results of the NOx screening test and the
declaration for the parent engine, as referred to in section 6.1.4, are also applicable to all engine types
within the engine family described in Annex II.’

6. Section 9.1.1.2.4 and section 9.1.1.2.5 are replaced by the following:

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

— for H marked engines with a commercial fuel within the H-range (0,89 ≤ Sλ ≤ 1,00),

— for L marked engines with a commercial fuel within the L-range (1,00 ≤ Sλ ≤ 1,19),

— for HL marked engines with a commercial fuel within the extreme range of the λ-shift factor

(0,89 ≤ Sλ ≤ 1,19).

However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This
implies tests, as described in section 4 of this Annex.

9.1.1.2.5.

In the case of dispute caused by the non-compliance of gas fuelled engines when using a commercial fuel,
the tests shall be performed with a reference fuel on which the parent engine has been tested, or whith the
possible additional fuel 3 as referred to in paragraphs 4.1.3.1 and 4.2.1.1 on which the parent engine may
have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) “r”,
“ra” or “rb” as described in paragraphs 4.1.4, 4.1.5.1 and 4.2.1.2. If r, ra or rb are less than 1 no
correction shall take place. The measured results and the calculated results must demonstrate that the
engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of
natural gas engines and fuels A and B in the case of LPG engines).’

AMENDMENTS TO ANNEX II TO DIRECTIVE 88/77/EEC

7. — Section 0.5 is amended to read:

‘0.5. Category of engine: diesel/NG fuelled/LPG fuelled/ethanol fuelled (1):’,

— Section 1.14 of Appendix 1 to Annex II is amended to read:

‘1.14. Fuel: diesel/LPG/NG-H/NG-L/NG-HL/ethanol (2)’,

— Section 1.14 of Appendix 3 to Annex II is amended to read:

‘1.14. Fuel: diesel/LPG/NG-H/NG-L/NG-HL/ethanol (2)’.

18.4.2001

EN

Official Journal of the European Communities

L 107/17

AMENDMENTS TO APPENDIX 2 OF ANNEX III TO DIRECTIVE 88/77/EEC

8. Table 6 in section 3.9.3 is modified as follows:

‘Table 6. Regression line tolerances

Speed

Torque

Power

Standard error of estimate
(SE) of Y on X

Max 100 min–1

Max 13 % (15 %) (*) of power
map maximum engine torque

Max
of
8 % (15 %) (*)
power map maximum
engine power

Slope of the regression line,
m

0,95 to 1,03

0,83-1,03

0,89-1,03
(0,83-1,03) (*)

Coefficient
mination, r2

of

deter-

min 0,9700
(min 0,9500) (*)

min 0,8800
(min 0,7500) (*)

min 0,9100
(min 0,7500) (*)

Y intercept of the regres-
sion line, b

± 50 min–1

± 20 Nm or ± 2 % (± 20 Nm
or ± 3 %) (*) of max torque
whichever is greater

± 4 kW or ± 2 % (± 4 kW
or ± 3 %) (*) of max power
whichever is greater

(*) Until 1 October 2005, the figures shown in brackets may be used for the type-approval testing of gas engines. (Before 1 October
2004, the Commission shall report on the development of gas engine technology to confirm or modify the regression line
tolerances applicable to gas engines given in this table.)’

AMENDMENTS TO ANNEX IV TO DIRECTIVE 88/77/EEC

9. — Section 1 is renumbered to be section 1.1,

— a new section 1.2 is added, as follows:

‘1.2. Ethanol for diesel engines (1)

Parameter

Unit

Test method (3)

Minimum

Maximum

Limits (2)

Alcohol, mass

% m/m

92,4

—

ASTM D 5501

Other alcohol than ethanol
contained in total alcohol,
mass

% m/m

—

2

ADTM D 5501

Density at 15 °C

kg/m3

795

815

ASTM D 4052

Ash content

% m/m

0,001

ISO 6245

Flash point

Acidity, calculated as acetic
acid

°C

% m/m

10

—

ISO 2719

0,0025

ISO 1388-2

L 107/18

EN

Official Journal of the European Communities

18.4.2001

Parameter

Unit

Test method (3)

Minimum

Maximum

Limits (2)

Neutralisation (strong acid)
number

KOH mg/1

Colour

According to scale

—

—

Dry residue at 100 °C

mg/kg

1

10

15

ASTM D 1209

ISO 759

Water content

% m/m

6,5

ISO 760

Aldehydes
acetic acid

calculated

as

% m/m

0,0025

ISO 1388-4

Sulphur content

Esters, calculated as ethyl-
acetate

mg/kg

% m/m

—

—

10

ASTM D 5453

0,1

ASSTM D 1617

(1) Cetane improver, as specified by the engine manufacturer, may be added to the ethanol fuel. The maximum allowed amount is

10 % m/m.

(2) The values quoted in the specification are “true values”. In establishment of their limit values the terms of ISO 4259, Petroleum
products — Determination and application of precision data in relation to methods of test, 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 a fuel 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 specification, the terms of ISO 4259 should be applied.

(3) Equivalent ISO methods will be adopted when issued for all properties listed above.’

10. Sections 2 and 3 are replaced by the following:

‘2. NATURAL GAS (NG)

European market fuels are available in two ranges:

— the H-range, whose extreme reference fuels are GR and G23,

— the L-range, whose extreme reference fuels are G

23

and G

.
25

The characteristics of GR, G23 and G25 reference fuels are summarised below:

Reference fuel G
R

Limits

Characteristics

Units

Basis

Test method

Minimum

Maximum

Composition:

Methane

Ethane

Balance (*)

%-mole

Sulphur content

mg/m3 (**)

87

13

—

—

84

11

—

—

89

15

1

10

ISO 6974

ISO 6326-5

Inerts +C2+.

(*)
(**) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

18.4.2001

EN

Official Journal of the European Communities

L 107/19

Reference fuel G23

Limits

Characteristics

Units

Basis

Test method

Minimum

Maximum

Composition:

Methane

Balance (*)

N
2

%-mole

Sulphur content

mg/m3 (**)

92,5

91,5

93,5

—

7,5

—

—

6,5

—

ISO 6974

1

8,5

10

ISO 6326-5

) + C
Inerts (different from N
2

(*)
(**) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

+ C

.
2+

2

Reference fuel G

25

Limits

Characteristics

Units

Basis

Test method

Minimum

Maximum

Composition

Methane

Balance (*)

N2

%-mole

Sulphur content

mg/m3 (**)

86

—

14

—

84

—

12

—

88

1

16

10

ISO 6974

ISO 6326-5

) + C
Inerts (different from N
2

(*)
(**) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

+ C

.
2+

2

3. LIQUEFIED PETROLEUM GAS (LPG)

Parameter

Unit

Limits fuel A

Limits fuel B

Minimum

Maximum

Minimum

Maximum

Motor octane number

92,5 (1)

92,5

Composition

C

3

content

C

4

content

Olefins

48

48

% vol

% vol

% vol

Evaporation residue

mg/kg

83

13

52

52

12

50

87

17

14

50

Test method

EN 589
Annex B

ISO 7941

NFM 41015

L 107/20

EN

Official Journal of the European Communities

18.4.2001

Parameter

Unit

Test method

Minimum

Maximum

Minimum

Maximum

Limits fuel A

Limits fuel B

Total sulphur content

ppm
weight (1)

Hydrogen sulphide

—

Copper
sion

strip corro-

Rating

Water at 0 °C

50

None

Class 1

Free

50

EN 24260

None

ISO 8819

Class 1

ISO 6251 (2)

Free

Visual
inspection

(1) Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.
(2) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or
other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds
for the sole purpose of biasing the test method is prohibited.’

AMENDMENTS TO ANNEX VI TO DIRECTIVE 88/77/EEC

11. — Section 0.5 is amended to read:

‘0.5. Category of engine: diesel/NG fuelled/LPG fuelled/ethanol fuelled (1):’,

— Section 1.1.5 of the Appendix to Annex VI is amended to read:

‘1.1.5. Category of engine: diesel/NG fuelled/LPG fuelled/ethanol fuelled (8):’.

AMENDMENTS TO ANNEX VII TO DIRECTIVE 88/77/EEC

12. In section 4.2, the title line of example 2 is replaced by the following:

‘Example 2: GR: CH4 = 87 %, C2H6 = 13 % (by vol)’.

13. A new Annex VIII is added as follows:

‘ANNEX VIII

SPECIFIC TECHNICAL REQUIREMENTS RELATING TO ETHANOL-FUELLED DIESEL ENGINES

In the case of ethanol-fuelled diesel engines, the following specific modifications to the appropriate paragraphs,
equations and factors will apply to the test procedures defined in Annex III to this Directive.

In Annex III, Appendix 1:

4.2.

Dry/wet correction

FFH =

1,877

( 1 + 2,577 ×

GFUEL)

GAIRW

4.3.

NO
x

correction for humidity and temperature

K

H, D

=

1
1 + A × (Ha – 10,71) + B × (Ta – 298)

with,

A =

B =

=

Ta
Ha =

0,181 GFUEL/GAIRD — 0,0266
– 0,123 GFUEL/GAIRD + 0,00954
temperature of the air, K

humidity of the intake air, g water per kg dry air

18.4.2001

EN

Official Journal of the European Communities

L 107/21

4.4.

Calculation of the emission mass flow rates

The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming the exhaust gas
density to be 1,272 kg/m3 at 273 K (0 °C) and 101,3 kPa:

(1) NO

x mass

= 0,001613 * No

x conc

* K

H,D

* G

EXHW

(2) COmass = 0,000982 * COconc * GEXHW

(3) HC

mass

= 0,000809 * HC

conc

* K

H,D

* G

EXHW

where

NOx conc, COconc, HCconc (5) are the average concentrations (ppm) in the raw exhaust gas, as determined in section 4.1.

If, optionally, the gaseous emissions are determined with a full flow dilution system, the following
formulae shall be applied:

(1) NO

x mass

= 0,001587 * No

x conc

* K

H,D

* G

TOTW

(2) CO

mass

= 0,000966 * CO

conc

* G

TOTW

(3) HCmass = 0,000795 * HCconc * GTOTW

where

, CO

NO
gas, as determined in Annex III, Appendix 2, section 4.3.1.1.

, HC

x conc

conc

conc

(5) are the average background corrected concentrations (ppm) of each mode in the diluted exhaust

(5) Based on C1 equivalent.

In Annex III, Appendix 2:

Sections 3.1, 3.4, 3.8.3 and 5 of Appendix 2 do not apply solely to diesel engines. They also apply to ethanol-
fuelled diesel engines.

4.2.

The conditions for the test should be arranged so that the air temperature and the humidity meas-
ured at the engine intake is set to standard conditions during the test run. The standard should be
6 ± 0,5 g water per kg dry air at a temperature interval of 298 ± 3 K. Within these limits no further
NO
x

correction should be made. The test is void if these conditions are not met.

4.3.

Calculation of the emission mass flow

4.3.1.

Systems with constant mass flow

For systems with heat exchanger, the mass of the pollutants (g/test) shall be determined from the
following equations:

(1) NOx mass = 0,001587 * Nox conc * KH,D * MTOTW (ethanol fuelled engines)

(2) CO

mass = 0,000966 * COconc MMTOTW (ethanol fuelled engines)

(3) HCmass

= 0,000794 * HC

conc

* M

TOTW

(ethanol fuelled engines)

where,

NOx conc, COconc, HCconc (1), NMHCconc = average background corrected concentrations over the cycle from integration
(mandatory for NOx and HC) or bag measurement, ppm;

MTOTW = total mass of diluted exhaust gas over the cycle as determined in section 4.1, kg.

L 107/22

EN

Official Journal of the European Communities

18.4.2001

4.3.1.1.

Determination of the background corrected concentrations

The average background concentration of the gaseous pollutants in the dilution air shall be subtracted
from measured concentrations to get the net concentrations of the pollutants. The average values of
the background concentrations can be determined by the sample bag method or by continuous meas-
urement with integration. The following formula shall be used.

conc = conce – concd * (1 – (1/DF))

where,

conc =

conc
e

=

conc

d =

DF =

concentration of the respective pollutant in the diluted exhaust gas, corrected by the amount of the
respective pollutant contained in the dilution air, ppm;

concentration of the respective pollutant measured in the diluted exhaust gas, ppm;

concentration of the respective pollutant measured in the dilution air, ppm;

dilution factor.

The dilution factor shall be calculated as follows:

DF =

F
S

CO

2 conce

+ (HC

conce

+ CO

) × 10– 4

conce

where,

CO

=

concentration of CO
2

2,conce

in the diluted exhaust gas, % vol

HC

CO

conce =
=

conce

concentration of HC in the diluted exhaust gas, ppm C1

concentration of CO in the diluted exhaust gas, ppm

F
S

=

stoichiometric factor

Concentrations measured on dry basis shall be converted to a wet basis in accordance with Annex III,
Appendix 1, section 4.2.

The stoichiometric factor shall, for the general fuel composition CHα

N
O
β

, be calculated as follows:
γ

F
s

= 100 ×

α

1 + 2 + 3,76 ×

1

(1 +

α
4

–

β

2 )

+

γ
2

Alternatively, if the fuel composition is not known, the following stoichiometric factors may be used:

FS

(ethanol) = 12,3

4.3.2.

Systems with flow compensation

For systems without heat exchanger, the mass of the pollutants (g/test) shall be determined by calcu-
lating the instantaneous mass emissions and integrating the instantaneous values over the cycle. Also,
the background correction shall be applied directly to the instantaneous concentration value. The
following formulae shall be applied:

(1) NOxmas =

n

Σ (M

TOTW,i

× NO

Xconce,i

× 0,001587) – (M

TOTW

× NO

Xconcd

× (1–1/DF) × 0,001587)

i=1

(2) COmass =

n

Σ (MTOTW,i × COconce,i × 0,000966) – (MTOTW × COconcd × (1–1/DF) × 0,000966)

i=1

18.4.2001

EN

Official Journal of the European Communities

L 107/23

(3) HC

mass

=

n

Σ (M

TOTW,i

× HC

conce,i

× 0,000749) – (M

TOTW

× HC

concd

× (1–1/DF) × 0,000749)

i=1

where,

conce =
conc
d =
=

M

TOTW,i

M

TOTW

=

DF =

concentration of the respective pollutant measured in the diluted exhaust gas, ppm;

concentration of the respective pollutant measured in the dilution air, ppm;

instantaneous mass of the diluted exhaust gas (see section 4.1), kg;

total mass of diluted exhaust gas over the cycle (see section 4.1), kg;

dilution factor as dertermined in section 4.3.1.1.

4.4.

Calculation of the specific emissions

The emissions (g/kWh) shall be calculated for all

individual components in the following way:

NOx = NOX mass/Wact

CO = CO

mass

/W

act

HC = HC

mass

/W

act

where,

Wact =

actual cycle work as determined in section 3.9.2, kWh.’