Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 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: 2002-12-09
Institutions: Council of the European Union, European Parliament
Subjects: EU environmental policy, approximation of laws, combustion gases, motor vehicle, pollution control measures, reduction of gas emissions

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DIRECTIVE 2002/88/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

of 9 December 2002

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

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,

(4)

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

Having regard to the proposal from the Commission (1),

Having regard to the opinion of
Committee (2),

the Economic and Social

Following consultation of the Committee of the Regions,

Acting in accordance with the procedure laid down in Article
251 of the Treaty (3),

Whereas:

(1)

(2)

(3)

The Auto oil II programme was aimed at identifying
cost effective strategies to meet the air quality objectives
of
the Community. The Commission Communication
Review on the Auto oil II programme concluded that
further measures, especially to
there is a need for
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.

decided

standards on emissions

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

standards

should

that

Directive 97/68/EC (4) introduced emission limit values
for gaseous and particulate pollutants from internal
combustion engines to be installed in non-road mobile
machinery.

(1) OJ C 180 E, 26.6.2001, p. 31.
(2) OJ C 260, 17.9.2001, p. 1.
(3) Opinion of the European Parliament of 2 October 2001 (OJ C 87
E, 11.4.2002, p. 18), Council Common Position of 25 March 2002
(OJ C 145 E, 18.6.2002, p. 17) and Decision of the European
Parliament of 2 July 2002 (not yet published in the Official
Journal).

(4) OJ L 59, 27.2.1998, p. 1. Directive as amended by Commission

Directive 2001/63/EC (OJ L 227, 23.8.2001, p. 41).

Although Directive 97/68/EC initially applied only to
certain compression ignition engines, recital 5 of that
Directive envisages
its
scope to include in particular gasoline engines.

the subsequent extension of

engines)

emissions

from small

The
spark ignition engines
(gasoline
types of machinery
quality
to
contribute
air
problems, both current and future, especially ozone
formation.

in different

significantly

identified

Emissions from small spark ignition engines are subject
to strict environmental standards in the USA, showing
that it is possible significantly to reduce the emissions.

The absence of Community legislation means
is
possible to place on the market engines with old
fashioned technology from an environmental point of
view, thereby jeopardising the air quality objectives in
the Community, or to implement national legislation in
this field, with the potential to create barriers to trade.

it

Directive 97/68/EC is
the
corresponding US legislation, and continuing alignment
the
will have benefits for
environment.

industry, as well as for

aligned with

closely

A certain lead time is necessary for
the European
industry, especially for those manufacturers that are not
yet operating on a global basis, to be able to meet the
emission standards.

(5)

(6)

(7)

(8)

(9)

(10) A two-step approach is used in Directive 97/68/EC for
compression ignition engines as well as in the US
regulations on spark ignition engines. Although it might
have been possible to adopt a one-step approach in the
Community legislation, this would have left the field
unregulated for another four to five years.

(11)

To achieve the necessary flexibility for worldwide
alignment, a possible derogation, to be made under the
comitology procedure, is included.

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(12)

The measures necessary for the implementation of this
Directive should be adopted in accordance with Council
Decision 1999/468/EC of 28 June 1999 laying down
the procedures for the exercise of implementing powers
conferred on the Commission (1).

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

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Directive 97/68/EC is hereby amended as follows:

1.

In Article 2:

(a)

the eighth indent shall be replaced by the following:

(cid:145)(cid:151) (cid:147)placing on the market(cid:148) shall mean the action of
making an engine available for the first time on the
market, for payment or free of charge, with a view
to distribution and/or use in the Community,(cid:146);

(b) the following indents shall be added:

(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,

(cid:151) (cid:147)hand-held engine(cid:148)

shall mean an engine that

meets at least one of the following requirements:

(a)

engine must be used in a piece of
is carried by the operator
its intended

that
the performance of

the
equipment
throughout
function(s);

(b) the

engine must be used in a piece of
equipment that must operate multipositionally,
such as upside down or sideways, to complete
its intended function(s);

(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
equipment
attitudinal
throughout the performance of its intended
function(s);

control

the

for

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

pump;

(cid:151) (cid:147)non-hand-held engine(cid:148)

shall mean an engine
the definition of a

fall under

which does not
hand-held engine,

(cid:151) (cid:147)professional use multipositional hand-held engine(cid:148)
shall mean a hand-held engine which meets the
requirements of both (a) and (b) of the hand-held
engine definition and in relation to which the
engine manufacturer has
satisfied an approval
authority that a Category 3 Emissions Durability
Period (according to section 2.1 of Appendix 4 to
Annex IV) would be applicable to the 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

shall mean a
spark-ignition (SI) engine family with a total yearly
production of fewer than 5 000 units,

family(cid:148)

engine

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

2. Article 4 is hereby amended as follows:

(a) paragraph 2 shall be amended as follows:

(i)

in the first sentence (cid:145)Annex VI(cid:146) shall be replaced by
(cid:145)Annex VII(cid:146);

(ii)

in the second sentence (cid:145)Annex VII(cid:146) shall be replaced
by (cid:145)Annex VIII(cid:146);

(b) paragraph 4 shall be amended as follows:

(i)

in point
(cid:145)Annex IX(cid:146);

(a)

(cid:145)Annex VIII(cid:146) shall be replaced by

(ii)

in point (b) (cid:145)Annex IX(cid:146) shall be replaced by (cid:145)Annex
X(cid:146);

(c)

in paragraph 5, (cid:145)Annex X(cid:146) shall be replaced by (cid:145)Annex
XI(cid:146).

3. Article 7(2) shall be replaced by the following:

(cid:145)2. Member States
type-approvals and,
shall accept
where applicable, the pertaining approval marks listed in
Annex XII as being in conformity with this Directive.(cid:146)

4. Article 9 is hereby amended as follows:

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

(a)

the heading (cid:145)Timetable(cid:146)
heading (cid:145)Timetable-compression ignition engines(cid:146);

shall be replaced by the

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(b)

in paragraph 1, (cid:145)Annex VI(cid:146) shall be replaced by (cid:145)Annex
VII(cid:146);

2. GRANT OF TYPE APPROVALS

(c) paragraph 2 shall be amended as follows:

(i)

(cid:145)Annex VI(cid:146) shall be replaced by (cid:145)Annex VII(cid:146);

(ii)

(cid:145)section 4.2.1 of Annex I(cid:146) shall be replaced by
(cid:145)section 4.1.2.1 of Annex I(cid:146);

(d) paragraph 3 shall be amended as follows:

(i)

(cid:145)Annex VI(cid:146) shall be replaced by (cid:145)Annex VII(cid:146);

(ii)

(cid:145)section 4.2.3 of Annex I(cid:146) shall be replaced by
(cid:145)section 4.1.2.3 of Annex I(cid:146);

(e)

in the first subparagraph of paragraph 4, the phrase
shall be
(cid:145)placing on the market of new engines(cid:146)
replaced by (cid:145)placing on the market of engines(cid:146).

5. The following Article shall be inserted:

(cid:145)Article 9a

After 11 August 2004, 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 not
impose any other type-approval requirements
with 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

3. TYPE-APPROVALS STAGE 1

Member States shall refuse to grant type-approval for an
engine type or engine family and to issue the documents
as described in Annex VII, and shall refuse to grant any
for non-road mobile machinery in
other type-approval
which an engine is installed after 11 August 2004 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.

Timetable (cid:151) Spark ignition engines

4. TYPE-APPROVALS STAGE II

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 hand-held machinery

N: engines for non-hand-held machinery

Member States shall refuse to grant type-approval for an
engine type or engine family and to issue the documents
as described in Annex VII, 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 2007 for engine classes SH:1, SH:2 and
SN:3

Class/category

Displacement (cubic cm)

after 1 August 2008 for engine class SH:3,

Hand-held engines
Class SH:1

Class SH:2

Class SH:3

Non-hand-held engines
Class SN:1

Class SN:2

Class SN:3

Class SN:4

< 20

¯ 20
< 50

¯ 50

< 66

¯ 66
< 100

¯ 100
< 225

¯ 225

if the engine fails to meet the requirements specified in
emissions of gaseous
this Directive
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 I.

and where

the

5. PLACING ON THE MARKET: ENGINE PRODUCTION DATES

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

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6. LABELLING OF EARLY COMPLIANCE WITH STAGE II

8. OPTIONAL IMPLEMENTATION DELAY

For engine types or engine families meeting the limit
values set out in the table in section 4.2.2.2 of Annex I,
before the dates laid down in point 4 of
this Article,
Member States shall allow special labelling and marking to
show that the equipment concerned meets the required
limit values before the dates laid down.

7. EXEMPTIONS

dates

The following machinery shall be exempted from the
limit
implementation
requirements for a period of three years after the entry
into force of those emission limit requirements. For those
three years, the stage I emission limit requirements shall
continue to apply:

emission

stage

of

II

(cid:151) hand-held chainsaw: a hand-held device designed to
cut wood with a saw chain, designed to be supported
with two hands and having an engine capacity in
excess of 45 cm3, according to EN ISO 11681-1,

(cid:151) top handle machine (i.e., hand-held drills and tree
service chainsaws): a hand-held device with the handle
on top of the machine designed to drill holes or to cut
wood with a saw chain (according to ISO 11681-2),

(cid:151) hand-held brush cutter with an internal combustion
engine: a hand-held device with a rotating blade made
of metal or plastic intended to cut weeds, brush, small
It must be designed
trees and similar vegetation.
according
operate
to
multi-positionally,
such as horizontally or upside
down, and have an engine capacity in excess of 40 cm3;

ISO 11806

EN

to

for

Nevertheless,
each category, Member States may
postpone the dates in paragraphs 3, 4 and 5 for two years
in respect of engines with a production date prior to those
dates.(cid:146)

6. Article 10 is hereby amended as follows:

(a) paragraph 1 shall be replaced by the following:

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

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

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

(cid:151) engines exempted in accordance with paragraphs

1a and 2.(cid:146);

(b) the following paragraph shall be inserted:

A replacement engine shall comply with the
(cid:145)1a.
limit values that the engine to be replaced had to meet
when originally placed on the market. The text
(cid:147)REPLACEMENT ENGINE(cid:148) shall be attached to a label
on the engine or inserted into the owner’s manual.(cid:146);

(c)

the following paragraphs shall be added:

(cid:145)3.
The requirements of Article 9a(4) and (5) shall be
postponed by three years for small volume engine
manufacturers.

4.
The requirements of Article 9a(4) and (5) shall be
replaced by the corresponding stage I requirements for
a small volume engine family to a maximum of
25 000 units providing that the various engine families
involved all have different cylinder displacements.(cid:146)

7. Articles 14 and 15 shall be replaced by the following

Articles:

(cid:145)Article 14

(cid:151) hand-held hedge trimmer: a hand-held device designed
for trimming hedges and bushes by means of one or
more reciprocating cutter blades, according to EN 774,

Adaptation to technical progress

(cid:151) hand-held power cutter with an internal combustion
engine: a hand-held device intended for cutting hard
materials such as stone, asphalt, concrete or steel by
means of a rotating metal blade with a displacement in
excess of 50 cm3, according to EN 1454, and

(cid:151) non-hand-held, horizontal shaft class SN:3 engine: only
those
class SN:3 non-hand-held engines with a
horizontal shaft that produce power equal to or less
than 2,5 kW and are used mainly for select, industrial
purposes,
lawn aerators
and generators.

including tillers, reel cutters,

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).

Article 14a

Procedure for derogations

The Commission shall study possible technical difficulties
in complying with the stage II requirements for certain

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the engines,

uses of
in particular mobile machinery in
which engines of classes SH:2 and SH:3 are installed. If the
Commission studies conclude that
for technical reasons
in particular, professional use,
certain mobile machinery,
multi-positional, hand-held engines, cannot meet
these
deadlines, it shall submit, by 31 December 2003, a report
accompanied by appropriate proposals for extensions of
the period referred to in Article 9a(7) and/or
further
derogations, not exceeding five years, unless in exceptional
circumstances, for such machinery, under the procedure
laid down in Article 15(2).

Article 15

Committee

ANNEX III

Test procedure for CI 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

The Commission shall be assisted by the Committee
1.
on Adaptation to Technical Progress of the Directives on
the Removal of Technical Barriers to Trade in the Motor
Vehicle Sector (hereinafter referred to as (cid:147)the Committee(cid:148)).

Appendix 3

Data evaluation and calculations

Appendix 4

Deterioration factors

2. Where reference is made to this paragraph, Articles 5
and 7 of Decision 1999/468/EC (*) shall apply, having
regard to the provisions of Article 8 thereof.

The period laid down in Article 5(6) of Decision
1999/468/EC shall be set at three months.

ANNEX V

Technical characteristics of reference fuel
prescribed for approval tests and to
verify conformity of production
Non-road mobile machinery reference
fuel for CI engines

ANNEX VI

Analytical and sampling system

3.

The Committee shall adopt its Rules of Procedure.

ANNEX VII

Type approval certificate

(*) OJ L 184, 17.7.1999, p. 23.(cid:146)

Appendix 1

Test result for CI engines

8. The following list of Annexes shall be added at

the

beginning of the Annexes:

Appendix 2

Test result for SI engines

(cid:145)List of Annexes

ANNEX I

Scope, definitions, symbols and
abbreviations, engine markings,
specifications and tests, specification of
conformity of production assessments,
parameters defining the engine family,
choice of the parent engine

Appendix 3

Equipment and auxiliaries to be installed
for the test to determine engine power

ANNEX VIII

Approval certificate numbering system

ANNEX IX

List of engine/engine family
type-approvals issued

ANNEX II

Information documents

ANNEX X

List of engines produced

Appendix 1

Essential characteristics of the (parent)
engine

Appendix 2

Essential characteristics of the engine
family

Appendix 3

Essential characteristics of engine type
within family

ANNEX XI

Data sheet of type approved engines

ANNEX XII

Recognition of alternative type
approvals(cid:146).

9. The Annexes shall be amended in accordance with the

Annex to this Directive.

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Article 2

(iii) work

and

conclusion within

the

particulate

measurement programme;

1. Member States shall bring into force the laws, regulations
and administrative provisions necessary to comply with this
Directive by 11 August 2004. They shall forthwith inform the
Commission thereof.

When Member States adopt these measures, they shall contain
a reference to this Directive or shall be accompanied by such
reference on the occasion of
their official publication. The
methods of making such reference shall be laid down by
Member States.

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

Article 3

Not later than 11 August 2004, the Commission shall submit
to the European Parliament and the Council a report and, if
appropriate, a proposal regarding the potential costs, benefits
and feasibility of:

(a) reducing particulate emissions from small spark ignition
engines with special attention to two stroke engines. The
report shall take into account:

(i) estimates of the contribution of such engines to the
emission of particles, and the way proposed emission
reduction measures
towards
could
improving air quality and reduced health effects;

contribute

(ii) tests, measurement procedures and equipment which
could be used to assess particulate emissions from
small spark ignition engines at type approval;

(iv) developments in test procedures, engine technology,
exhaust purification as well as enhanced standards for
fuel and engine oil; and

(v) costs of

reducing particulate emissions from small
spark ignition engines and the cost effectiveness of any
proposed measures;

(b) reducing emissions

vehicles,
from those
including snowmobiles and go-carts, currently not covered;

recreational

(c) reducing exhaust gas and particulate emissions from small

compression ignition engines under 18 Kw;

(d) reducing exhaust gas and particulate emissions

from
locomotive compression ignition engines. A test cycle
should be formulated in order to measure such emissions.

Article 4

This Directive shall enter
publication in the Official Journal of the European Union.

into force on the day of

its

Article 5

This Directive is addressed to the Member States.

Done at Brussels, 9 December 2002.

For the European Parliamentt

The President

P. COX

For the Council

The President

H. C. SCHMIDT

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ANNEX

1. Annex I is hereby amended as follows:

(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) paragraphs 1 (A), (B), (C), (D) and (E) shall be 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

(i)

a CI 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

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(remainder unchanged, down to

(cid:147)(cid:151) mobile cranes;(cid:148));

or

(ii) a CI engine having a net power in accordance with section 2.4 that is higher than 18 kW but not
more than 560 kW and that is operated under constant speed. Limits only apply from 31 December
2006.

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) water pumps,

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

or

(iii) a petrol fuelled SI 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;

E.

recreational vehicles, e.g.

(cid:151) snow mobiles,

(cid:151) off road motorcycles,

(cid:151) all-terrain vehicles;(cid:146);

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(c)

section 2 shall be amended as follows:

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

(cid:145)(cid:133) except for cooling fans of air cooled engines directly fitted on the crankshaft (see Appendix 3 of
Annex VII).(cid:146),

(cid:151) The following 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 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 (SI) 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;

2.16. mode length means 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.(cid:146),

(cid:151) section 2.9 shall become section 2.17 and current sections 2.9.1 to 2.9.3 shall become sections 2.17.1 to

2.17.3.

(d)

section 3 shall be amended as follows:

(cid:151) section 3.1 shall be 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 shall be amended as follows:

(cid:145)Annex VII(cid:146) shall be replaced by (cid:145)Annex VIII(cid:146),

(cid:151) the following section shall be inserted:

(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;(cid:146),

(cid:151) sections 3.2 to 3.6 shall become sections 3.3 to 3.7,

(cid:151) section 3.7 shall be amended as follows: (cid:145)Annex VI(cid:146) shall be replaced by (cid:145)Annex VII(cid:146);

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(e)

section 4 shall be amended as follows:

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

(cid:151) current section 4.1 shall become section 4.1.1 and the reference to section 4.2.1 and 4.2.3. shall be

replaced by a reference to section 4.1.2.1 and 4.1.2.3,

(cid:151) current section 4.2 shall become section 4.1.2 and shall be amended as follows:

(cid:145)Annex V(cid:146) shall be

replaced throughout by (cid:145)Annex VI(cid:146),

(cid:151) current section 4.2.1 shall become section 4.1.2.1; current section 4.2.2 shall become 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 sections 4.1.2.3 and 4.1.2.4;

(f)

the following 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

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

805

805

603

519

519

519

519

50

40

16,1

13,4

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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

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

805

805

603

610

610

610

610

50

50

72

50,0

40,0

16,1

12,1

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

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

used to power snowthrowers only have to meet SH:1, SH:2 or SH:3 standards.

(*) See Annex 4, Appendix 4: deterioration factors included.(cid:146);

(g)

sections 6.3 to 6.9 shall be replaced by the following sections:

(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.

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6.9. Miscellaneous features

(cid:151) Exhaust gas recirculation

(cid:151) Water injection/emulsion

(cid:151) Air injection

(cid:151) Charge cooling system

(cid:151) Ignition type (compression, spark).

6.10. Exhaust after-treatment

(cid:151) Oxidation catalyst

(cid:151) Reduction catalyst

(cid:151) Three way catalyst

(cid:151) Thermal reactor

(cid:151) Particulate trap(cid:146).

2. Annex II is hereby amended as follows:

(a)

in Appendix 2 the text in the table shall be 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 shall be 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 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 shall become section 5 and the following points shall be added:

(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 sections shall be added:

(cid:145)6.

PORTING CONFIGURATION

6.1.

Position, size and number(cid:146)

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(cid:145)7.

IGNITION SYSTEM

7.1.

Ignition coil

7.1.1. Make(s):

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1.2. Type(s):

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1.3. Number:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 shall be amended as follows:

(a)

the heading shall be replaced by the following:

(cid:145)TEST PROCEDURE FOR C.I. ENGINES(cid:146);

(b)

section 2.7 shall be amended as follows:

(cid:145)Annex VI(cid:146) shall be replaced by (cid:145)Annex VII(cid:146) and (cid:145)Annex IV(cid:146) shall be replaced by (cid:145)Annex V(cid:146);

(c)

section 3.6 shall be amended as follows:

(cid:151) sections 3.6.1 and 3.6.1.1 shall be amended as follows:

(cid:145)3.6.1.

Equipment specifications according to section 1(A) of Annex I:

3.6.1.1. Specification A: For engines covered by Section 1(A)(i) of Annex I, the following eight-mode

cycle (*) shall be followed in dynamometer operation on the test engine: (table unchanged).

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

(cid:151) the following section shall be added:

(cid:145)3.6.1.2.

Specification B. For engines covered by Sections 1(A)(ii), the following five-mode cycle (1) shall
be followed in dynamometer operation on the test engine:

Mode number

Engine speed

Load %

Weighting factor

1

2

3

4

5

Rated

Rated

Rated

Rated

Rated

100

75

50

25

10

0,05

0,25

0,3

0,3

0,1

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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
the maintenance being carried out as prescribed by the
manufacturer. (2).

conditions,

(1) Identical with D2 cycle of the ISO 8178-4: 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),

(cid:151) section 3.6.3 shall be 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) (remainder unchanged);

(d) appendix 1, section 1 shall be amended as follows:

In section 1 and 1.4.3, (cid:145)Annex V(cid:146) shall be replaced by (cid:145)Annex VI(cid:146) throughout.

4. The following Annex shall be 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:

(cid:19)1;2

(cid:18)

(cid:215)

(cid:18)

99
ps

Ta
298

(cid:19)0;6

f a =

2.1.1.

Test validity

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

0,93 ˜ f a ˜ 1,07

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 upper limit specified by the manufacturer for a new air cleaner at

The test engine shall be equipped with an air inlet system presenting an air inlet restriction within 10 %
the engine operating
of
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.

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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.

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 disassembled 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 shall be recommended by the
manufacturer. 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
shall be 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:

(cid:18)

S =

(cid:255)
PM + PAE

(cid:1)

(cid:215)

(cid:19)

L
100

ﬂ PAE

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.

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If the ratio

PAE
PM

¯ 0,03

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

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, the relevant background concentrations shall be
determined by sampling dilution air into a sampling bag over the complete test sequence.

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 1A(iii) 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):

engines with constant speed and intermittent load such as generating sets;

cycle G1:

non-hand-held intermediate speed applications;

cycle G2:

non-hand-held rated speed applications;

cycle G3:

hand-held applications.

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

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3.5.1.1.

T e s t m o d e s a n d w e i g h t i n g f a c t o r s

Mode
number

1

2

3

4

5

Cycle D

Engine speed

Rated speed

Intermediate

Low-idle speed

Load (1) %

100

75

50

Weighting
factor

0,05

0,25

0,3

25

0,3

10

0,1

Mode
number

Cycle G1

1

2

3

4

5

6

Engine speed

Rated speed

Intermediate Speed

Low-idle speed

Load %

Weighting
factor

Mode
number

100

75

50

25

10

0

0,09

0,2

0,29

0,3

0,07

0,05

Cycle G2

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

Mode
number

1

Cycle G3

0

0,05

2

Engine speed

Rated speed

Intermediate Speed

Low-idle speed

Load %

100

Weighting
factor

0,85 (*)

0

0,15 (*)

(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. For a better illustration of the prime power definition, see figure 2 of
ISO 8528-1: 1993(E) standard.

(*) For stage I, 0,90 and 0,10 may be used instead of 0,85 and 0,15 respectively.

3.5.1.2.

C h o o s i n g a n a p p r o p r i a t e t e s t c y c l e

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 3.5.1.3. If the primary end use of an engine is uncertain then the appropriate
test cycle should be chosen based upon the engine specification.

3.5.1.3.

E x a m p l e s ( t h e l i s t i s n o t e x h a u s t i v e )

Typical examples are for:

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cycle D:

generating sets with intermittent load including generating sets on board ships and trains (not for
propulsion), refrigerating units, welding sets;

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. Each mode sampling time shall be at least 180 s. The 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 – 0,5 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 180 s
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.

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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.

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 (cid:151) Permissible deviations of instruments for engine related parameters

Item

Permissible deviation

Engine speed

Torque

Fuel consumption (a)

Air consumption (a)

– 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

– 2 % of engine’s max value

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

No

1

2

3

4

(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 (cid:151) 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

– 2 % of reading

10

Diluted exhaust gas flow

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.

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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.

1.4.1.1. A c c u r a c y

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.

R e p e a t a b i l i t y

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 ppmC) or – 2 % of each range used below 100 ppm (or ppmC).

1.4.1.3. N o i s e

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.

Z e r o d r i f t

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.

S p a n d r i f t

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 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.

C a r b o n m o n o x i d e ( C O ) a n a l y s i s

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

1.4.3.2.

C a r b o n d i o x i d e ( C O 2 ) a n a l y s i s

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

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1.4.3.3. O x y g e n ( O 2 ) a n a l y s i s

Oxygen analysers
electrochemical sensor (ECS) types.

shall be of

the paramagnetic detector

(PMD), zirconium dioxide (ZRDO) or

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. H y d r o c a r b o n ( H C ) a n a l y s i s

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.

1.4.3.5. O x i d e s o f n i t r o g e n ( N O x ) a n a l y s i s

shall be of

(CLD) or heated
The oxides of nitrogen analyser
chemiluminescent detector (HCLD) type with a NO2/NO converter,
If
measured on a wet basis, a 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.

the chemiluminescent detector

if measured on a dry basis.

1.4.4.

Sampling for gaseous emissions

If the composition of the exhaust gas is influenced by any exhaust after-treatment 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 minimise 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 oK (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.

1.

CALIBRATION OF THE ANALYTICAL INSTRUMENTS

Appendix 2

1.1.

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.

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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 % and 21 % vol).

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) 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 to 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:

O2 interference concentration
10 (9 to 11)
5 (4 to 6)
0 (0 to 1)

Balance
Nitrogen
Nitrogen
Nitrogen.

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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.

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 dp (kPa/min) in the system shall not exceed:

dp = p=Vsyst (cid:215) 0,005 (cid:215) 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 to 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
specified, a minimum of two hours is recommended for warming-up the analysers.

the manufacturer.

If not

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. G e n e r a l g u i d e l i n e s

(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.

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(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.

1.5.5.2. A l t e r n a t i v e m e t h o d s

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.

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1.8.2.

Calibration

The CLD and the HCLD shall be calibrated in the most common operating range following the
manufacturer’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:133)%(cid:134) =

1 +

(cid:215) 100

(cid:18)

(cid:19)

a ﬂ b
c ﬂ d

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.

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
concentration (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
(The
and N2) now passes through the converter. The indicated concentration (a) shall be recorded.
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.

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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.

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
interference 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.

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(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:133)B ﬂ C(cid:134)
B

(cid:215) 100

ppm C =

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.

(i)

(j)

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.

If 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
interference 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
interfering gas broadening the absorption band of the measured gas, and in CLD instruments by the
interfering 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
techniques to
to their concentrations, and therefore require test
determine the quench at the highest expected concentrations experienced during testing.

these gases are proportional

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1.10.2.1. C O 2 q u e n c h c h e c k

A CO2 span 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:
(cid:20)

(cid:19)(cid:21)

(cid:18)

% CO2 quench =

1 ﬂ

(cid:133)C (cid:215) A(cid:134)
(cid:133)D (cid:215) A(cid:134) ﬂ (cid:133)D (cid:215) B(cid:134)

(cid:215) 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
dynamic/mixing/blending, can be used.

and NO span gas values,

such as

1.10.2.2. W a t e r q u e n c h c h e c k

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.

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 = 100 (cid:215)

(cid:19)

(cid:18)

G
pB

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

(cid:18)

De = D (cid:215)

1 ﬂ

(cid:19)

H
100

and recorded as De.

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

% H2O quench = 100 (cid:215)

(cid:18)

De ﬂ C
De

(cid:19)

(cid:19)

(cid:18)

(cid:215)

Hm
H

where:

De:

expected diluted NO concentration (ppm)

C:

diluted NO concentration (ppm)

Hm: maximum water vapour concentration

H:

actual water vapour concentration (%).

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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.

Tabel 1 (cid:151) Oxygen equivalents

Gas

O2 equivalent %

Carbon dioxide (CO2)

Carbon monoxide (CO)

Nitrogen oxide (NO)

Nitrogen dioxide (NO2)

Water (H2O)

ﬂ 0,623

ﬂ 0,354

+ 44,4

+ 28,7

ﬂ 0,381

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

Interference =

(cid:133)Equivalent % O2 (cid:215) Obs: conc:(cid:134)
100

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.

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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) = kw (cid:215) conc (cid:133)dry(cid:134)

For the raw exhaust gas:

kw = kw;r =

1
1 + a (cid:215) 0,005 (cid:215) (cid:133)% CO (cid:137)dry(cid:138) + % CO2 (cid:137)dry(cid:138)(cid:134) ﬂ 0,01 (cid:215) % H2 (cid:137)dry(cid:138) + 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:215) a (cid:215) % CO (cid:137)dry(cid:138) (cid:215) (cid:133)% CO (cid:137)dry(cid:138) + % CO2 (cid:137)dry(cid:138)(cid:134)
% CO (cid:137)dry(cid:138) + (cid:133)3 (cid:215) % CO2 (cid:137)dry(cid:138)(cid:134)

The factor kw2 shall be calculated:

kw2 =

1,608 (cid:215) Ha
1 000 + (cid:133)1,608 (cid:215) Ha(cid:134)

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

For the diluted exhaust gas:

for wet CO2 measurement::

or, for dry CO2 measurement:

(cid:18)

kw = kw;e;1 =

1 ﬂ

a (cid:215) % CO2 (cid:137)wet(cid:138)
200

(cid:19)

ﬂ kw1

0

B
@

kw = kw;e;2 =

1

C
A

(cid:133)1 ﬂ kw1(cid:134)
a (cid:215) % CO2 (cid:137)dry(cid:138)
200

1 +

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

The factor kw1 shall be calculated from the following equations:

kw1 =

1,608 (cid:215) (cid:137)Hd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134) + Ha (cid:215) (cid:133)1=DF(cid:134)(cid:138)
1 000 + 1,608 (cid:215) (cid:137)Hd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134) + Ha (cid:215) (cid:133)1=DF(cid:134)(cid:138)

where:

Hd

Ha

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

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

DF =

% concCO2

+ (cid:133)ppm concCO + ppm concHC(cid:134) (cid:215) 10ﬂ4

13,4

For the dilution air:

kw;d = 1 ﬂ kw1

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The factor kw1 shall be calculated from the following equations:

DF =

% concCO2

+ (cid:133)ppm concCO + ppm concHC(cid:134) (cid:215) 10ﬂ4

13,4

kw1 =

1,608 (cid:215) (cid:137)Hd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134) + Ha (cid:215) (cid:133)1=DF(cid:134)(cid:138)
1 000 + 1,608 (cid:215) (cid:137)Hd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134) + Ha (cid:215) (cid:133)1=DF(cid:134)(cid:138)

where:

Hd

Ha

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

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

DF =

% concCO2

+ (cid:133)ppm concCO + ppm concHC(cid:134) (cid:215) 10ﬂ4

13,4

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

kw;a = 1 ﬂ kw2

The factor kw2 shall be calculated from the following equations:

kw2 =

1,608 (cid:215) Ha
1 000 + (cid:133)1,608 (cid:215) 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:

KH = 0,6272 + 44,030 (cid:215) 10ﬂ3 (cid:215) Ha ﬂ 0,862 (cid:215) 10ﬂ3 (cid:215) H2

a (cid:133)for 4 stroke engines(cid:134)

KH = 1 (cid:133)for 2 stroke engines(cid:134)

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.

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

Gasmass =

MWGas
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

where:

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

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

Table 1 (cid:151) Molecular weights

Gas

MWGas [kg/kmol]

NOx
CO

HC

CO2

46,01

28,01

MWHC = MWFUEL
44,01

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

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(cid:151) MWFUEL = 12,011 + a (cid:215) 1,00794 + b (cid:215) 15,9994 [kg/kmole] is the fuel molecular weight with a

hydrogen to carbon ratio and b oxygen to carbon ratio of the fuel (1);

(cid:151) CO2AIR is the CO2 concentration in the intake air (that is assumed equal to 0,04 % if not

measured).

(b) For the diluted exhaust gas (2):

where:

Gasmass = u (cid:215) concc (cid:215) GTOTW

(cid:151) 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,

(cid:151) concc is the background corrected concentration:

concc = conc ﬂ concd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134)

with

DF =

% concCO2

+ (cid:133)ppm concCO + ppm concHC(cid:134) (cid:215) 10ﬂ4

13,4

The u coefficient is shown in table 2.

Table 2 (cid:151) Values of u coefficient

Gas

NOx

CO

HC

CO2

u

0,001587

0,000966

0,000479

15,19

conc

ppm

ppm

ppm

%

Values of the u coefficient are based upon a molecular weight of the dilute exhaust gases equal to
29 [kg/kmol]; 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:

Individual gas =

Xn

(cid:133)Gasmassi

i = 1

(cid:215) WFi(cid:134)

Xn

(cid:133)Pi (cid:215) WFi(cid:134)

i = 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
characteristics or by practical tests (Appendix 3 of Annex VII).

(1) 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 SI. 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.

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

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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 four-stroke SI 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 (cid:151) Experimental data of a four-stroke SI engine

Mode

1

2

3

4

5

6

Engine speed

minﬂ1

2 550

2 550

2 550

2 550

2 550

1 480

Power

Load percent

Weighting factors

kW

%

(cid:151)

9,96

100

7,5

75

4,88

2,36

0,94

50

25

10

0

0

0,090

0,200

0,290

0,300

0,070

0,050

Barometric pressure

kPa

101,0

101,0

101,0

101,0

101,0

101,0

Air temperature

Air relative humidity

(cid:176)C

%

20,5

38,0

21,3

38,0

22,4

38,0

22,4

37,0

20,7

37,0

21,7

38,0

Air absolute humidity

gH20/kgair

5,696

5,986

6,406

6,236

5,614

6,136

CO dry

NOx wet

HC wet

CO2 dry

ppm

60 995

40 725

34 646

41 976

68 207

37 439

ppm

726

1 541

1 328

377

127

85

ppm C1

1 461

1 308

1 401

2 073

3 024

9 390

% Vol.

11,4098

12,691

13,058

12,566

10,822

9,516

Fuel mass flow

kg/h

2,985

2,047

1,654

1,183

1,056

0,429

Fuel H/C ratio a

(cid:151)

1,85

1,85

1,85

1,85

1,85

1,85

Fuel O/C ratio b

0

0

0

0

0

0

2.1.1.

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 = kw;r =

1
1 + a (cid:215) 0,005 (cid:215) (cid:133)% CO (cid:137)dry(cid:138) + % CO2 (cid:137)dry(cid:138)(cid:134) ﬂ 0,01 (cid:215) % H2 (cid:137)dry(cid:138) + kw2

where:

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

0,5 (cid:215) a (cid:215) % CO (cid:137)dry(cid:138) (cid:215) (cid:133)% CO (cid:137)dry(cid:138) + % CO2 (cid:137)dry(cid:138)(cid:134)
% CO (cid:137)dry(cid:138) + (cid:133)3 (cid:215) % CO2 (cid:137)dry(cid:138)(cid:134)

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and

kw2 =

1,608 (cid:215) Ha
1 000 + (cid:133)1,608 (cid:215) Ha(cid:134)

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

0,5 (cid:215) 1,85 (cid:215) 6,0995 (cid:215) (cid:133)6,0995 + 11,4098(cid:134)
6,0995 + (cid:133)3 (cid:215) 11,4098(cid:134)

= 2,450 %

kw2 =

1,608 (cid:215) 5,696
1 000 + (cid:133)1,608 (cid:215) 5,696(cid:134)

= 0,009

kw = kw;r =

1
1 + 1,85 (cid:215) 0,005 (cid:215) (cid:133)6,0995 + 11,4098(cid:134) ﬂ 0,01 (cid:215) 2,450 + 0,009

= 0,872

CO (cid:137)wet(cid:138) = CO (cid:137)dry(cid:138) (cid:215) kw = 60 995 (cid:215) 0,872 = 53 198 ppm

CO2 (cid:137)wet(cid:138) = CO2 (cid:137)dry(cid:138) (cid:215) kw = 11,410 (cid:215) 0,872 = 9,951 % Vol

Table 4 (cid:151) CO and CO2 wet values according to different test modes

Mode

1

2

3

4

5

6

H2 dry

kw2

kw

CO wet

CO2 wet

%

(cid:151)

(cid:151)

2,450

1,499

1,242

1,554

2,834

1,422

0,009

0,010

0,010

0,010

0,009

0,010

0,872

0,870

0,869

0,870

0,874

0,894

ppm

53 198

35 424

30 111

36 518

59 631

33 481

%

9,951

11,039

11,348

10,932

9,461

8,510

2.1.2.

HC emissions

HCmass =

MWHC
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

Where:

MWHC = MWFUEL

MWFUEL = 12,011 + a (cid:215) 1,00794 = 13,876

HCmass =

13,876
13,876

(cid:215)

1
(cid:133)9,951 ﬂ 0,04 + 5,3198 + 0,1461(cid:134)

(cid:215) 0,1461 (cid:215) 2,985 (cid:215) 1 000 = 28,361 g=h

Table 5 (cid:151) 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 = 0,6272 + 44,030 (cid:215) 10ﬂ3 (cid:215) Ha ﬂ 0,862 (cid:215) 10ﬂ3 (cid:215) H2
a

KH = 0,6272 + 44,030 (cid:215) 10ﬂ3 (cid:215) 5,696 ﬂ 0,862 (cid:215) 10ﬂ3 (cid:215) (cid:133)5,696(cid:134)2 = 0,850

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Table 6 (cid:151) Humidity correction factor KH of NOx emissions according to different modes

Mode

1

2

3

4

5

6

KH

0,850

0,860

0,874

0,868

0,847

0,865

Then NOxmass [g/h] shall be calculated:

NOxmass =

MWNOx
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) KH (cid:215) GFUEL (cid:215) 1 000

NOxmass =

46,01
13,876

(cid:215)

1
(cid:133)9,951 ﬂ 0,04 + 5,3198 + 0,1461(cid:134)

(cid:215) 0,073 (cid:215) 0,85 (cid:215) 2,985 (cid:215) 1 000 = 39,717 g=h

Table 7 (cid:151) NOx emissions [g/h] according to the different test modes

Mode

1

2

3

4

5

6

NOxmass

39,717

61,291

44,013

8,703

2,401

0,820

2.1.4

CO emissions

COmass =

MWCO
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

CO2mass =

44,01
13,876

(cid:215)

1
(cid:133)9,951 ﬂ 0,04 + 5,3198 + 0,1461(cid:134)

(cid:215) 9,951 (cid:215) 2,985 (cid:215) 1 000 = 6 126,806 g=h

Table 8 (cid:151) 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 =

MWCO2
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

CO2mass =

44,01
13,876

(cid:215)

1
(cid:133)9,951 ﬂ 0,04 + 5,3198 + 0,1461(cid:134)

(cid:215) 9,951 (cid:215) 2,985 (cid:215) 1 000 = 6 126,806 g=h

Table 9 (cid:151) 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

2.1.6.

Specific emissions

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

Individual gas =

Xn

(cid:133)Gasmassi

i = 1

(cid:215) WFi(cid:134)

Xn

(cid:133)Pi (cid:215) WFi(cid:134)

i = 1

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Table 10 (cid:151) Emissions [g/h] and weighting factors according to the test modes

Mode

1

2

3

4

5

6

HCmass

NOxmass

COmass

CO2mass

Power PI

Weighting factors WFI

g/h

g/h

g/h

g/h

kW

(cid:151)

28,361

18,248

16,026

16,625

20,357

31,578

39,717

61,291

44,013

8,703

2,401

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 = 28,361 (cid:215) 0,090 + 18,248 (cid:215) 0,200 + 16,026 (cid:215) 0,290 + 16,625 (cid:215) 0,300 + 20,357 (cid:215) 0,070 + 31,578 (cid:215) 0,050

9,96 (cid:215) 0,090 + 7,50 (cid:215) 0,200 + 4,88 (cid:215) 0,290 + 2,36 (cid:215) 0,300 + 0,940 (cid:215) 0,070 + 0 (cid:215) 0,050

= 4,11 g=kWh

NOx = 39,717 (cid:215) 0,090 + 61,291 (cid:215) 0,200 + 44,013 (cid:215) 0,290 + 8,703 (cid:215) 0,300 + 2,401 (cid:215) 0,070 + 0,820 (cid:215) 0,050

9,96 (cid:215) 0,090 + 7,50 (cid:215) 0,200 + 4,88 (cid:215) 0,290 + 2,36 (cid:215) 0,300 + 0,940 (cid:215) 0,070 + 0 (cid:215) 0,050

= 6,85 g=kWh

CO = 2 084,59 (cid:215) 0,090 + 997,64 (cid:215) 0,200 + 695,28 (cid:215) 0,290 + 591,18 (cid:215) 0,300 + 810,33 (cid:215) 0,070 + 227,92 (cid:215) 0,050

9,96 (cid:215) 0,090 + 7,50 (cid:215) 0,200 + 4,88 (cid:215) 0,290 + 2,36 (cid:215) 0,300 + 0,940 (cid:215) 0,070 + 0 (cid:215) 0,050

= 181,93 g=kWh

CO2 = 6 126,81 (cid:215) 0,090 + 4 884,74 (cid:215) 0,200 + 4 117,20 (cid:215) 0,290 + 2 780,66 (cid:215) 0,300 + 2 020,06 (cid:215) 0,070 + 907,65 (cid:215) 0,050

9,96 (cid:215) 0,090 + 7,50 (cid:215) 0,200 + 4,88 (cid:215) 0,290 + 2,36 (cid:215) 0,300 + 0,940 (cid:215) 0,070 + 0 (cid:215) 0,050

= 816,36 g=kWh

2.2.

Raw exhaust gas data from a two-stroke SI 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 (cid:151) Experimental data of a two-stroke SI 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 a

Fuel O/C ratio b

minﬂ1

kW

%

(cid:151)

kPa

(cid:176)C

%

gH20/kgair

ppm

ppm

ppmC1

% 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

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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 = kw;r =

1
1 + a (cid:215) 0,005 (cid:215) (cid:133)% CO (cid:137)dry(cid:138) + % CO2 (cid:137)dry(cid:138)(cid:134) ﬂ 0,01 (cid:215) % H2 (cid:137)dry(cid:138) + kw2

Where:

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

0,5 (cid:215) a (cid:215) % CO (cid:137)dry(cid:138) (cid:215) (cid:133)% CO (cid:137)dry(cid:138) + % CO2 (cid:137)dry(cid:138)(cid:134)
% CO (cid:137)dry(cid:138) + (cid:133)3 (cid:215) % CO2 (cid:137)dry(cid:138)(cid:134)

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

0,5 (cid:215) 1,85 (cid:215) 3,7086 (cid:215) (cid:133)3,7086 + 11,986(cid:134)
3,7086 + (cid:133)3 (cid:215) 11,986(cid:134)

= 1,357 %

kw2 =

1,608 (cid:215) Ha
1 000 + (cid:133)1,608 (cid:215) Ha(cid:134)

kw2 =

1,608 (cid:215) 7,742
1 000 + (cid:133)1,608 (cid:215) 7,742(cid:134)

= 0,012

kw = kw;r =

1
1 + 1,85 (cid:215) 0,005 (cid:215) (cid:133)3,7086 + 11,986(cid:134) ﬂ 0,01 (cid:215) 1,357 + 0,012

= 0,874

CO (cid:137)wet(cid:138) = CO (cid:137)dry(cid:138) (cid:215) kw = 37 086 (cid:215) 0,874 = 32 420 ppm

CO2 (cid:137)wet(cid:138) = CO2 (cid:137)dry(cid:138) (cid:215) kw = 11,986 (cid:215) 0,874 = 10,478 % Vol

Table 12 (cid:151) CO and CO2 wet values according to different test modes

Mode

H2 dry

kw2

kw

CO wet

CO2 wet

2.2.2.

HC emissions

%

(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

HCmass =

MWHC
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

where:

MWHC = MWFUEL

MWFUEL = 12,011 + a (cid:215) 1,00794 = 13,876

HCmass =

13,876
13,876

(cid:215)

1
(cid:133)10,478 ﬂ 0,04 + 3,2420 + 1,422(cid:134)

(cid:215) 1,422 (cid:215) 1,195 (cid:215) 1 000 = 112,520 g=h

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Table 13 (cid:151) HC emissions [g/h] according to test modes

Mode

1

112,520

2

9,119

HCmass

2.2.3.

NOx emissions

The factor KH for the correction of the NOx emissions is equal to 1 for two-stroke engines:

NOxmass =

MWNOx
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) KH (cid:215) GFUEL (cid:215) 1 000

NOxmass =

46,01
13,876

(cid:215)

1
(cid:133)10,478 ﬂ 0,04 + 3,2420 + 1,422(cid:134)

(cid:215) 0,0183 (cid:215) 1 (cid:215) 1,195 (cid:215) 1 000 = 4,800 g=h

Table 14 (cid:151) NOx emissions [g/h] according to test modes

Mode

1

4,800

2

0,034

NOxmass

2.2.4.

CO emissions

COmass =

MWCO
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

COmass =

28,01
13,876

(cid:215)

1
(cid:133)10,478 ﬂ 0,04 + 3,2420 + 1,422(cid:134)

(cid:215) 3,2420 (cid:215) 1,195 (cid:215) 1 000 = 517,851 g=h

Table 15 (cid:151) CO emissions [g/h] according to test modes

Mode

COmass

1

517,851

2

20,007

2.2.5.

CO2 emissions

CO2mass =

MWCO2
MWFUEL

(cid:215)

1
f(cid:133)% CO2 (cid:137)wet(cid:138) ﬂ % CO2AIR(cid:134) + % CO (cid:137)wet(cid:138) + % HC (cid:137)wet(cid:138)g

(cid:215) % conc (cid:215) GFUEL (cid:215) 1 000

CO2mass =

44,01
13,876

(cid:215)

1
(cid:133)10,478 ﬂ 0,04 + 3,2420 + 1,422(cid:134)

(cid:215) 10,478 (cid:215) 1,195 (cid:215) 1 000 = 2 629,658 g=h

Table 16 (cid:151) CO2 emissions [g/h] according to test modes

Mode

CO2mass

1

2 629,658

2

222,799

2.2.6.

Specific emissions

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

Individual gas =

Xn

(cid:133)Gasmassi

i = 1

(cid:215) WFi(cid:134)

Xn

(cid:133)Pi (cid:215) WFi(cid:134)

i = 1

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Table 17 (cid:151) Emissions [g/h] and weighting factors in two test modes

Mode

HCmass

NOxmass

COmass

CO2mass

Power PII

Weighting 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

HC =

112,52 (cid:215) 0,85 + 9,119 (cid:215) 0,15
2,31 (cid:215) 0,85 + 0 (cid:215) 0,15

= 49,4 g=kWh

NOx =

4,800 (cid:215) 0,85 + 0,034 (cid:215) 0,15
2,31 (cid:215) 0,85 + 0 (cid:215) 0,15

= 2,08 g=kWh

CO =

517,851 (cid:215) 0,85 + 20,007 (cid:215) 0,15
2,31 (cid:215) 0,85 + 0 (cid:215) 0,15

= 225,71 g=kWh

CO2 =

2 629,658 (cid:215) 0,85 + 222,799 (cid:215) 0,15
2,31 (cid:215) 0,85 + 0 (cid:215) 0,15

= 1 155,4 g=kWh

2.3.

Diluted exhaust gas data from a four-stroke SI 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 (cid:151) Experimental data of a four-stroke SI engine

Mode

1

2

3

4

5

6

Engine speed

minﬂ1

3 060

3 060

3 060

3 060

3 060

2 100

Power

Load percent

Weighting factors

%

(cid:151)

kW

13,15

9,81

6,52

3,25

1,28

100

75

50

25

10

0

0

0,090

0,200

0,290

0,300

0,070

0,050

Barometric pressure

kPa

980

980

980

980

980

980

Intake air
temperature (1)

Intake air relative
humidity (1)

Intake air absolute
humidity (1)

CO dry

NOx wet

HC wet

CO2 dry

(cid:176)C

%

25,3

25,1

24,5

23,7

23,5

22,6

19,8

19,8

20,6

21,5

21,9

23,2

gH20/kgair

4,08

4,03

4,05

4,03

4,05

4,06

3 681

3 465

2 541

2 365

3 086

1 817

85,4

49,2

24,3

ppm C1

91

92

77

5,8

78

2,9

119

1,2

186

% Vol

1,038

0,814

0,649

0,457

0,330

0,208

ppm

ppm

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Mode

CO dry (background)

NOx wet (background)

ppm

ppm

HC wet (background)

ppm C1

1

3

0,1

6

2

3

0,1

6

3

3

0,1

5

4

2

0,1

6

5

2

0,1

6

6

3

0,1

4

CO2 dry (background)

% Vol

0,042

0,041

0,041

0,040

0,040

0,040

Dil. exh. gas mass flow
GTOTW

kg/h

625,722

627,171

623,549

630,792

627,895

561,267

Fuel H/C ratio a

(cid:151)

1,85

1,85

1,85

1,85

1,85

1,85

Fuel O/C ratio b

0

0

0

0

0

0

(1) Dilution air conditions equal to intake air conditions.

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.

For the diluted exhaust gas:

0

B
@

kw = kw;e;2 =

1

C
A

(cid:133)1 ﬂ kw1(cid:134)
a (cid:215) % CO2 (cid:137)dry(cid:138)
200

1 +

where:

kw1 =

1,608 (cid:215) (cid:137)Hd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134) + Ha (cid:215) (cid:133)1=DF(cid:134)(cid:138)
1 000 + 1,608 (cid:215) (cid:137)Hd (cid:215) (cid:133)1 ﬂ 1=DF(cid:134) + Ha (cid:215) (cid:133)1=DF(cid:134)(cid:138)

DF =

% concCO2

+ (cid:133)ppm concCO + ppm concHC(cid:134) (cid:215) 10ﬂ4

13,4

DF =

13,4

1,038 + (cid:133)3 681 + 91(cid:134) (cid:215) 10ﬂ4 = 9,465

kw1 =

1,608 (cid:215) (cid:137)4,08 (cid:215) (cid:133)1 ﬂ 1=9,465(cid:134) + 4,08 (cid:215) (cid:133)1=9,465(cid:134)(cid:138)
1 000 + 1,608 (cid:215) (cid:137)4,08 (cid:215) (cid:133)1 ﬂ 1=9,465(cid:134) + 4,08 (cid:215) (cid:133)1=9,465(cid:134)(cid:138)

= 0,007

0

B
@

kw = kw;e;2 =

1

(cid:133)1 ﬂ 0,007(cid:134)

1 +

1,85 (cid:215) 1,038
200

C
A = 0,984

CO (cid:137)wet(cid:138) = CO (cid:137)dry(cid:138) (cid:215) kw = 3 681 (cid:215) 0,984 = 3 623 ppm

CO2 (cid:137)wet(cid:138) = CO2 (cid:137)dry(cid:138) (cid:215) kw = 1,038 (cid:215) 0,984 = 1,0219 %

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Table 19 (cid:151) CO and CO2 wet values for the diluted exhaust gas according to test modes

Mode

1

2

3

4

5

6

(cid:151)

(cid:151)

(cid:151)

9,465

11,454

14,707

19,100

20,612

32,788

0,007

0,006

0,006

0,006

0,006

0,006

0,984

0,986

0,988

0,989

0,991

0,992

ppm

3 623

3 417

2 510

2 340

3 057

1 802

%

1,0219

0,8028

0,6412

0,4524

0,3264

0,2066

DF

kw1

kw

CO wet

CO2 wet

For the dilution air:

kw,d = 1 ﬂ kw1

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

kw,d = 1 ﬂ 0,007 = 0,993

CO (cid:137)wet(cid:138) = CO (cid:137)dry(cid:138) (cid:215) kw = 3 (cid:215) 0,993 = 3 ppm

CO2 (cid:137)wet(cid:138) = CO2 (cid:137)dry(cid:138) (cid:215) kw = 0,042 (cid:215) 0,993 = 0,0421 % Vol

Table 20 (cid:151) CO and CO2 wet values for the dilution air according to test modes

Mode

1

2

3

4

5

6

Kw1

Kw

CO wet

CO2 wet

(cid:151)

(cid:151)

0,007

0,006

0,006

0,006

0,006

0,006

0,993

0,994

0,994

0,994

0,994

0,994

ppm

3

3

3

2

2

3

%

0,0421

0,0405

0,0403

0,0398

0,0394

0,0401

2.3.2.

HC emissions

HCmass = u (cid:215) concc (cid:215) GTOTW

Where:

u

= 0,000478 from table 2

concc

= conc ﬂ concd (cid:215) (1ﬂ1/DF)

concc

= 91 ﬂ 6 (cid:215) (1ﬂ1/9,465) = 86 ppm

HCmass = 0,000478 (cid:215) 86 (cid:215) 625,722 = 25,666 g/h

Table 21 (cid:151) 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

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2.3.3.

NOx emissions

The factor KH for the correction of the NOx emissions shall be calculated from:

KH = 0,6272 + 44,030 (cid:215) 10 ﬂ3 (cid:215) Ha ﬂ 0; 862 (cid:215) 10 ﬂ3 (cid:215) H2
a

KH = 0,6272 + 44,030 (cid:215) 10 ﬂ3 (cid:215) 4; 8 ﬂ 0; 862 (cid:215) 10 ﬂ3 (cid:215) (cid:133)4,08(cid:134)2 = 0,79

Table 22 (cid:151) Humidity correction factor KH of NOx emissions according to test modes

Mode

1

2

3

4

5

6

KH

0,793

0,791

0,791

0,790

0,791

0,792

NOxmass = u (cid:215) concc (cid:215) KH (cid:215) GTOTW

where:

u

= 0,001587 from table 2

concc

= conc ﬂ concd (cid:215) (1ﬂ1/DF)

concc

= 85 ﬂ 0 (cid:215) (1ﬂ1/9,465) = 85 ppm

NOxmass = 0,001587 (cid:215) 85 (cid:215) 0,79 (cid:215) 625,722 = 67,168 g/h

Table 23 (cid:151) NOx emissions [g/h] according to test modes

Mode

1

2

3

4

5

6

NOxmass

67,168

38,721

19,012

4,621

2,319

0,811

2.3.4.

CO emissions

COmass = u (cid:215) concc (cid:215) GTOTW

where:

u

= 0,000966 from table 2

concc

= conc ﬂ concd (cid:215) (1ﬂ1/DF)

concc

= 3 622 ﬂ 3 (cid:215) (1ﬂ1/9,465) = 3 620 ppm

COmass = 0,000966 (cid:215) 3 620 (cid:215) 625,722 = 2 188,001 g/h

Table 24 (cid:151) 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

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2.3.5.

CO2 emissions

CO2mass = u (cid:215) concc (cid:215) GTOTW

where:

u

= 15,19 from table 2

concc

= conc ﬂ concd (cid:215) (1ﬂ1/DF)

concc

= 1,0219 ﬂ 0,0421 (cid:215) (1ﬂ1/9,465) = 0,9842 % Vol

CO2mass = 15,19 (cid:215) 0,9842 (cid:215) 625,722 = 9 354,488 g/h

Table 25 (cid:151) 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:

Individual gas =

Xn

(cid:133)Gasmassi

i = 1

(cid:215) WFi(cid:134)

Xn

(cid:133)Pi (cid:215) WFi(cid:134)

i = 1

Table 26 (cid:151) Emissions [g/h] and weighting factors according to different test modes

Mode

1

2

3

4

5

6

HCmass

NOxmass

COmass

CO2mass

Power Pi

Weighting factors WFI

g/h

g/h

g/h

g/h

kW

(cid:151)

25,666

25,993

21,607

21,850

34,074

48,963

67,168

38,721

19,012

4,621

2,319

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 = 25,666 (cid:215) 0,090 + 25,993 (cid:215) 0,200 + 21,607 (cid:215) 0,290 + 21,850 (cid:215) 0,300 + 34,074 (cid:215) 0,070 + 48,963 (cid:215) 0,050

13,15 (cid:215) 0,090 + 9,81 (cid:215) 0,200 + 6,52 (cid:215) 0,290 + 3,25 (cid:215) 0,300 + 1,28 (cid:215) 0,070 + 0 (cid:215) 0,050

= 4,12 g=kWh

NOx = 67,168 (cid:215) 0,090 + 38,721 (cid:215) 0,200 + 19,012 (cid:215) 0,290 + 4,621 (cid:215) 0,300 + 2,319 (cid:215) 0,070 + 0,811 (cid:215) 0,050

13,15 (cid:215) 0,090 + 9,81 (cid:215) 0,200 + 6,52 (cid:215) 0,290 + 3,25 (cid:215) 0,300 + 1,28 (cid:215) 0,070 + 0 (cid:215) 0,050

= 3,42 g=kWh

CO = 2 188,001 (cid:215) 0,09 + 2 068,760 (cid:215) 0,2 + 1 510,187 (cid:215) 0,29 + 1 424,792 (cid:215) 0,3 + 1 853,109 (cid:215) 0,07 + 975,435 (cid:215) 0,05

13,15 (cid:215) 0,090 + 9,81 (cid:215) 0,200 + 6,52 (cid:215) 0,290 + 3,25 (cid:215) 0,300 + 1,28 (cid:215) 0,070 + 0 (cid:215) 0,050

= 271,15 g=kWh

CO2 = 9 354,488 (cid:215) 0,09 + 7 295,794 (cid:215) 0,2 + 5 717,531 (cid:215) 0,29 + 3 973,503 (cid:215) 0,3 + 2 756,113 (cid:215) 0,07 + 1 430,229 (cid:215) 0,05

13,15 (cid:215) 0,090 + 9,81 (cid:215) 0,200 + 6,52 (cid:215) 0,290 + 3,25 (cid:215) 0,300 + 1,28 (cid:215) 0,070 + 0 (cid:215) 0,050

= 887,53 g=kWh

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Appendix 4

1.

COMPLIANCE WITH EMISSION STANDARDS

This Appendix shall apply to SI engines stage 2 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 2 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 2 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 table 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: Hand-held engine HC+NOx and CO assigned deterioration factors for small volume
manufacturer

Engine class

Two-stroke engines

Four-stroke engines

HC + NOx

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

SH:1

SH:2

SH:3

Engines with after
treatment

DFs must be
calculated
using the
formula in
section 1.3.1

Table 2: Non-hand-held engine HC+NOx and CO assigned deterioration factors for small volume
manufacturers

Engine Class

Side Valve Engines

Overhead Valve Engines

HC + NOx

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

SN:1

SN:2

SN:3

SN:4

Engines with after
treatment

DFs must be
calculated
using the
formula in
section 1.3.1

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1.3.1.

Formula for calculating deterioration factors for engines with after treatment:

DF = (cid:137)(cid:133)NE (cid:3) EDF(cid:134) ﬂ (cid:133)CC (cid:3) F(cid:134)(cid:138) / (cid:133)NE ﬂ CC(cid:134)

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 all classes of 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 DFs 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 ageing of the engine. The ageing 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.

if applicable) for each
1.4.1.4. Divide the emissions at the end of the durability period (average emissions,
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. If intermediate tests are scheduled, the test points
must be evenly spaced over the EDP (plus or minus two hours) and one such test point shall be at one
half of full EDP (plus or minus two hours).

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 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.

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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,

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

lubrication 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
manufacturer. 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 hand-held engines: manufacturers shall select an EDP category from table 1.

Table 1: EDP categories for hand-held engines (hours)

Category

Class SH:1

Class SH:2

Class SH:3

1

50

50

50

2

125

125

125

2.1.2.

For non-hand-held engines: manufacturers shall select an EDP category from table 2.

Table 2: EDP categories for non-hand-held 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

300

300

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
to necessitate

the point where usefulness and/or reliability is impacted to a degree sufficient
overhaul or replacement,

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(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)

5. Annex IV shall become Annex V and shall be 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)Neutralisation(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

Test method

Publication

Minimum Maximum

Limits (1)

Research octane number, RON

Motor octane number, MON

Density at 15 (cid:176)C

Reid vapour pressure

Distillation

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

95,0

85,0

748

56,0

24

49,0

81,0

190

(cid:151)

(cid:151)

(cid:151)

762

60,0

(cid:151)

40

57,0

87,0

215

2

EN 25164

EN 25163

ISO 3675

EN 12

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

kg/m3

kPa

(cid:176)C

% v/v

% v/v

(cid:176)C

%

(cid:151)

% v/v

(cid:151)

10

ASTM D 1319

% v/v

28,0

40,0

ASTM D 1319

% v/v

% v/v

(cid:151)

(cid:151)

1,0

EN 12177

balance

ASTM D 1319

Carbon/hydrogen ratio

report

report

Oxidation stability (2)

min.

480

Oxygen content

% m/m

(cid:151)

(cid:151)

2,3

EN-ISO 7536

EN 1601

1993

1993

1995

1993

1988

1988

1988

1988

1988

(cid:151)

1995

1995

1998

1995

1996

1997

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Parameter

Unit

Test method

Publication

Minimum Maximum

Limits (1)

Existent gum

Sulphur content

Copper corrosion at 50 (cid:176)C

Lead content

Phosphorus content

mg/ml

mg/kg

g/l

g/l

(cid:151)

(cid:151)

(cid:151)

(cid:151)

(cid:151)

0,04

100

1

EN-ISO 6246

EN-ISO 14596

EN-ISO 2160

0,005

EN 237

0,0013

ASTM D 3231

1997

1998

1995

1996

1994

Note 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.

Note 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)

6. Annex V shall become Annex VI.

7. Annex VI shall become Annex VII and shall be amended as follows:

(a) Appendix 1 shall be amended as follows:

(cid:151) The heading 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):

Equipment

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

Intermediate (if
applicable)

Rated

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

Total

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

(cid:145)1.4.2.

Engine power (*)

Condition

Power setting (kW) at various engine speeds

Intermediate (if
applicable)

Rated

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

Total power absorbed by engine driven
equipment as per section 1.3.2 of this
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

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

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

(cid:145)1.5.

Emission levels

1.5.1.

Dynamometer setting (kW)

Percent Load

Dynamometer setting (kW) at various engine speeds

Intermediate (if
applicable)

Rated

10 (if applicable)

25 (if applicable)

50

75

100

1.5.2.

Emission results on the test cycle:(cid:146);

(b) The following Appendix shall be added:

(cid:145)Appendix 2

TEST RESULTS FOR SPARK IGNITION ENGINES

1.

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

1.1.

Octane number

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 two-stroke
engines

1.1.3.

Density of petrol for four-stroke engines and petrol/oil mixture for two-stroke engines

(*) In case of several parent engines, to be indicated for each of them.

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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)

Equipment

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

Equipment

Rated

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

Total

1.4.

Engine performance

1.4.1.

Engine speeds:

Idle: minﬂ1

Intermediate: minﬂ1

Rated: minﬂ1

1.4.2.

Engine power (*)

Condition

Power setting (kW) at various engine speeds

Intermediate (if applicable)

Rated

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

Total power absorbed by engine driven
equipment as per section 1.3.2 of this 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

(*) Uncorrected power measured in accordance with the provisions of section 2.4 of Annex I.

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1.5.

Emission levels

1.5.1.

Dynamometer setting (kW)

Percent Load

Dynamometer setting (kW) at various engine speeds

Intermediate (if applicable)

Rated (if applicable)

10 (if applicable)

25 (if applicable)

50

75

100

1.5.2.

Emission results on the test cycle:

CO: g/kWh

HC: g/kWh

NOx: g/kWh(cid:146)

(c) The following Appendix 3 shall be added:

(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)

2

3

Induction-heating device of inlet manifold

Yes, standard production equipment. If possible
to be set in the most favourable condition

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

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Number

Equipment and auxiliaries

Fitted for emission test

4

5

Fuel supply pump

Carburation equipment

Yes, standard production equipment (d)

Carburettor

Yes, standard production equipment

Electronic control system, air flow meter, etc.

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 control system, air flow meter, etc.

Yes, standard production equipment

Governor/control system

Yes, standard production equipment

Automatic full-load stop for the control rack
depending on atmospheric conditions

Yes, standard production equipment

7

Liquid-cooling equipment

Radiator

Fan

Fan cowl

Water pump

Thermostat

No

No

No

Yes, standard production equipment (f)

Yes, standard production equipment (g)

8

Air cooling

Cowl

Fan or Blower

Temperature-regulating device

9

Electrical equipment

No (h)

No (h)

No

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 system including knock
sensor/spark retard system

Yes, standard production equipment

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Number

Equipment and auxiliaries

Fitted for emission test

10

Pressure charging equipment

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

Yes, standard production equipment

Charge air cooler

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

(c)
(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 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 shall become Annexes VIII to XI.

9. The following Annex shall be added:

(cid:145)ANNEX XII

RECOGNITION OF ALTERNATIVE TYPE-APPROVALS

1.

1.1.

1.2.

1.3.

2.

2.1.

2.2.

2.3.

2.4.

The following type-approvals and, where applicable, the pertaining approval marks are recognised as
being equivalent to an approval to this Directive for engines of categories A, B and C as defined in
Article 9(2):

Directive 2000/25/EC.

Type-approvals to Directive 88/77/EEC, complying with the requirements of stage A or B regarding
Article 2 and Annex I, section 6.2.1 of Directive 88/77/EEC as amended by Directive 91/542/EEC, or
UN-ECE Regulation 49.02 series of amendments corrigenda I/2.

Certificates of type approvals according to UN-ECE Regulation 96.

For engines categories D, E, F and G (stage II) as defined in Article 9(3), the following type-approvals
and, where applicable, the pertaining approval marks are recognised as being equivalent to an approval
to this Directive:

Directive 2000/25/EC, stage II approvals;

Type-approvals to Directive 88/77/EEC as amended by Directive 99/96/EC which are in compliance
with stages A, B1, B2 or C provided for in Article 2 and section 6.2.1 of Annex I;

UN-ECE Regulation 49.03 series of amendments;

UN-ECE Regulation 96 stage B approvals according to paragraph 5.2.1 of the 01 series of amendments
of Regulation 96.(cid:146).