Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of compression-ignition (C.I.) and natural gas (NG) engines as well as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped with c.i. and ng engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants by the engine
Date: 2006-12-27
Institutions: United Nations Economic Commission for Europe
Subjects: Ecosoc, approval, combustion gases, gas, motor vehicle, motor vehicle pollution, technical regulations

27.12.2006

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Official Journal of the European Union

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I 

(Acts whose publication is obligatory) 

Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions concerning the approval of compression-ignition (C.I.) and natural gas (NG) engines as well 
as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped 
with c.i. and ng engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants 
by the engine 

Revision 3 

Incorporating: 
01 series of amendments - Date of entry into force : 14 May 1990 
02 series of  amendments - Date of entry into force : 30 December 1992 
Corrigendum 1 to the 02 series of amendments subject of depositary notification 
     C.N.232.1992.TREATIES-32 dated 11 September 1992 
Corrigendum 2 to the 02 series of amendments subject of depositary notification 
     C.N.353.1995.TREATIES-72 dated 13 November 1995 
Corrigendum 1 to Revision 2 (Erratum - English only) 
Supplement 1 to the 02 series of amendments - Date of entry into force : 18 May 1996 
Supplement 2 to the 02 series of amendments - Date of entry into force : 28 August 1996 
Corrigendum 1 to Supplement 1 to the 02 series of amendments subject of depositary notification 
     C.N.426.1997.TREATIES-96 dated 21 November 1997 
Corrigendum 2 to Supplement 1 to the 02 series of amendments subject of depositary notification 
     C.N.272.1999.TREATIES-2 dated 12 April 1999 
Corrigendum 1 to Supplement 2 to the 02 series of amendments subject of depositary notification 
     C.N.271.1999.TREATIES-1 dated 12 April 1999 
03 series of amendments – Date of entry into force : 27 December 2001 
04 series of amendments – Date of entry into force : 31 January 2003 

 
 
 
 
 
 
 
 
 
 
 
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1. 

SCOPE 

This Regulation applies to the emission of gaseous and particulate pollutants from C.I. 
and NG engines and P.I. engines fuelled with LPG, used for driving motor vehicles 
having a design speed exceeding 25 km/h of categories 1/ 2 / M1 having a total mass 
exceeding 3.5 tonnes, M2, M3, N1, N2 and N3. 

2. 

DEFINITIONS AND ABBREVIATIONS 

For the purposes of this Regulation: 

2.25. 

"test cycle" means a sequence of test points each with a defined speed and torque to be 
followed by the engine under steady state (ESC test) or transient operating conditions 
(ETC, ELR test); 

2.26. 

"approval of an engine (engine family)" means the approval of an engine type (engine 
family) with regard to the level of the emission of  gaseous and particulate pollutants; 

2.27. 

"diesel engine" means an engine which works on the compression-ignition principle; 

"gas engine" means an engine, which is fuelled with natural gas (NG) or liquid 
petroleum gas (LPG); 

2.28. 

"engine type" means a category of engines which do not differ in such essential respects 

as engine characteristics as defined in annex 1 to this Regulation; 

2.29. 

"engine family" means a manufacturers grouping of engines which, through their design 
as defined in annex 1, appendix 2 to this Regulation, have similar exhaust emission 
characteristics;  all members of the family must comply with the applicable emission 
limit values; 

2.30. 

"parent engine" means an engine selected from an engine family in such a way that its 

emissions characteristics will be representative for that engine family; 

2.31. 

"gaseous pollutants" means carbon monoxide, hydrocarbons (assuming a ratio of 

CH1.85 for diesel, CH2.525 for LPG and an assumed molecule CH3O0.5 for ethanol-
fuelled diesel engines), non-methane hydrocarbons (assuming a ratio of CH1.85 for 
diesel fuel, CH2.525 for LPG and CH2.93 for NG), methane (assuming a ratio of CH4 
for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide 
(NO2) equivalent; 

1/ 

2/ 

In conformity with annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3), 
(TRANS/WP.29/78/Rev.1/Amend.2). 

Engines used by category N1, N2 and M2 power-driven vehicles are not approved according to this 
Regulation, provided that such vehicles are approved according to Regulation No. 83. 

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

2.32. 

"smoke" means particles suspended in the exhaust stream of a diesel engine which 

absorb, reflect, or refract light; 

2.33. 

"net power" means the power in ECE kW obtained on the test bench at the end of the 
crankshaft, or its  equivalent, measured in accordance with the method of measuring 
power as set out in Regulation No. 24. 

2.34. 

"declared maximum power (Pmax)" means the maximum power in ECE kW (net power) 
as declared by the manufacturer in his application for approval; 

2.35. 

"per cent load" means the fraction of the maximum available torque at an engine speed; 

2.12. 

2.13. 

2.14. 

2.15. 

2.16. 

2.17. 

2.18. 

2.19. 

2.20. 

"ESC test" means a test cycle consisting of 13 steady state modes to be applied in 
accordance with paragraph 5.2. of this Regulation; 

"ELR test" means a test cycle consisting of a sequence of load steps at constant engine 
speeds to be applied in accordance with paragraph 5.2. of this Regulation; 

"ETC test" means a test cycle consisting of 1800 second-by-second transient modes to be 
applied in accordance with paragraph 5.2. of this Regulation; 

"engine operating speed range" means the engine speed range, most frequently used 
during engine field operation, which lies between the low and high speeds, as set out in 
annex 4 to this Regulation; 

"low speed (nlo)" means the lowest engine speed where 50 per cent of the declared 
maximum power occurs; 

"high speed (nhi)" means the highest engine speed where 70 per cent of the declared 
maximum power occurs; 

"engine speeds  A, B and C" means the test speeds within the engine operating speed 
range to be used for the ESC test and the ELR test, as set out in annex 4, appendix 1 to 
this Regulation; 

"control area" means the area between the engine speeds A and C and between 25 to 
100 per cent load; 

"reference speed (nref)" means the 100 per cent speed value to be used for denormalizing 
the relative speed values of the ETC test, as set out in annex 4, appendix 2 to this 
Regulation; 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.21. 

2.22. 

2.23. 

2.24. 

2.36. 

2.37. 

2.38. 

2.39. 

2.40. 

"opacimeter" means an instrument designed to measure the opacity of smoke particles by 
means of the light extinction principle; 

"NG gas range" means one of the H or L range as defined in European Standard EN 437, 
dated November 1993; 

"self adaptability" means any engine device allowing the air/fuel ratio to be kept 
constant; 

"recalibration" means a fine-tuning of a NG engine in order to provide the same 
performance (power, fuel consumption) in a different range of natural gas; 

"Wobbe Index (lower Wl; or upper Wu)" means the ratio of the corresponding calorific 
value of a gas per unit volume and the square root of its relative density under the same 
reference conditions: 

W

?

H

gas

X

t

air

/

t

gas

"ʷ-shift factor (Sʷ)" means an expression that describes the required flexibility of the 
engine management system regarding a change of the excess-air ratio ʷ if the engine is 
fuelled with a gas composition different from pure methane (see annex 8 for the 
calculation of Sʷ). 

"EEV" means Enhanced Environmentally Friendly Vehicle which is a type of vehicle 
propelled by an engine complying with the permissive emission limit values given in 
row C of the Tables in paragraph 5.2.1. of this Regulation; 

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

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

2.41. 

“Irrational emission control strategy” means any strategy or measure that, when the 
vehicle is operated under normal conditions of use, reduces the effectiveness of the 

 
 
 
 
 
 
 
 
 
 
 
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emission control system to a level below that expected on the applicable emission test 
procedures. 

Figure 1: Specific definitions of the test cycles 

2.31. 

Symbols and Abbreviations  

2.31.1. 

Symbols for Test Parameters 

Symbol 
AP 
AT 
CEE 
CEM 
C1 
conc 
D0 
DF 
D 
E 
EZ 
fa 
fc 
FFH   

FS 
GAIRW

GAIRD

Unit 
m² 
m² 
  - 
- 
- 
ppm / vol% 
m³/s 
- 
- 
- 
g/kWh 
- 
s-1 
- 

- 
kg/h 

kg/h 

Term 
Cross sectional area of the isokinetic sampling probe 
Cross sectional area of the exhaust pipe 
Ethane efficiency 
Methane efficiency 
Carbon 1 equivalent hydrocarbon 
Subscript denoting concentration  
Intercept of PDP calibration function 
Dilution factor 
Bessel function constant 
Bessel function constant 
Interpolated NOx emission of the control point 
Laboratory atmospheric factor 
Bessel filter cut-off frequency 
Fuel specific factor for the calculation of wet 
concentration for dry concentration 
Stoichiometric factor 
Intake air mass flow rate on wet basis 

Intake air mass flow rate on dry basis 

 
 
 
 
 
 
 
 
 
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Symbol 
GDILW

Unit 
kg/h 

Term 
Dilution air mass flow rate on wet basis 

GEDFW

GEXHW

GFUEL

GTOTW

H 
HREF  
Ha 
Hd 
HTCRA

I 
K 
K 
KH,D 
KH,G 
KV 
KW,a 
KW,d 
KW,e 

KW,r 
L 

La 
M 
Mass 
MDIL 

Md 
Mf 
Mf,p 
Mf,b 
MSAM 

MSEC 
MTOTW 
MTOTW,i 
N 
NP 

kg/h 

kg/h 

kg/h 

kg/h 

MJ/m³ 
g/kg 
g/kg 
g/kg 
mol/mol 

T

- 
- 
m-1 
- 
- 

- 
- 
- 

- 
% 

m 

g/h or g 
kg 

mg 
mg 
mg 
mg 
kg 

kg 
kg 
kg 
% 
- 

Equivalent diluted exhaust gas mass flow rate on wet 
basis 
Exhaust gas mass flow rate on wet basis 

Fuel mass flow rate 

Diluted exhaust gas mass flow rate on wet basis 

Calorific value 
Reference value of absolute humidity (10.71g/kg) 
Absolute humidity of the intake air 
Absolute humidity of the dilution air 
Hydrogen-to-Carbon ratio  

Subscript denoting an individual mode 
Bessel constant 
Light absorption coefficient 
Humidity correction factor for NOx for diesel engines 
Humidity correction factor for NOx for gas engines  
CFV calibration function 
Dry to wet correction factor for the intake air 
Dry to wet correction factor for the dilution air 
Dry to wet correction factor for the diluted exhaust 
gas 
Dry to wet correction factor for the raw exhaust gas 
Percent torque related to the maximum torque for the 
test engine 
Effective optical path length 
Slope of PDP calibration function 
Subscript denoting emissions mass flow (rate) 
Mass of the dilution air sample passed through the 
particulate sampling filters 
Particulate sample mass of the dilution air collected 
Particulate sample mass collected 
Particulate sample mass collected on primary filter 
Particulate sample mass collected on back-up filter 
Mass of the diluted exhaust sample passed through 
the particulate sampling filters 
Mass of secondary dilution air 
Total CVS mass over the cycle on wet basis 
Instantaneous CVS mass on wet basis 
Opacity 
Total revolutions of PDP over the cycle 

 
 
 
 
 
 
 
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Symbol 
NP,i 
N 
nP 
nhi 
nlo 
nref 
pa 
pA 
pB 
pd 
ps 
p1 
P(a) 
P(b) 
P(n) 
P(m) 
Ȭ 
Qs 
q 
r 

Ra 
Rd 
Rf 
ʼ 
S 
Si 
Sʷ 
T 
Ta 
t 
te 
tf 
tp 
Țt 

Țti 
ő 
V0 
W 
Wact 
Wref 
WF 
WFE 
X0 

Unit 
- 
min-1 
s-1 
min-1 
min-1 
min-1 
kPa 
kPa 
kPa 
kPa 
kPa 
kPa 
kW 
kW 
kW 
kW 
- 
m³/s 
- 
- 

% 
% 
- 
kg/m³ 
kW 
m-1 
- 
K 
K 
s 
s 
s 
s 
s 

s 
% 
m³/rev 
- 
kWh 
kWh 
- 
- 
m³/rev 

Term 
Revolutions of PDP during a time interval 
Engine speed 
PDP speed 
High engine speed 
Low engine speed 
Reference engine speed for ETC test 
Saturation vapour pressure of the engine intake air 
Absolute pressure 
Total atmospheric pressure 
Saturation vapour pressure of the dilution air 
Dry atmospheric pressure 
Pressure depression at pump inlet 
Power absorbed by auxiliaries to be fitted for test  
Power absorbed by auxiliaries to be removed for test 
Net power non-corrected 
Power measured on test bed  
Bessel constant 
CVS volume flow rate  
Dilution ratio 
Ratio of cross sectional areas of isokinetic probe and 
exhaust pipe  
Relative humidity of the intake air  
Relative humidity of the dilution air 
FID response factor  
Density 
Dynamometer setting 
Instantaneous smoke value 
ʷ-shift factor 
Absolute temperature 
Absolute temperature of the intake air 
Measuring time 
Electrical response time 
Filter response time for Bessel function 
Physical response time 
Time interval between successive smoke data (= 
1/sampling rate) 
Time interval for instantaneous CFV flow 
Smoke transmittance 
PDP volume flow rate at actual conditions 
Wobbe index 
Actual cycle work of ETC 
Reference cycle work of ETC 
Weighting factor 
Effective weighting factor 
Calibration function of PDP volume flow rate 

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Symbol 
Yi 

Unit 
m-1 

Term 
1 s Bessel averaged smoke value 

2.31.2. 

Symbols for the Chemical Components 

CH4 
C2H6 
C2H5OH 
C3H8 
CO 
DOP 
CO2 
HC 
NMHC 
NOx 
NO 
NO2 
PT 

Methane 
Ethane 
Ethanol 
Propane 
Carbon monoxide 
Di-octylphtalate 
Carbon dioxide 
Hydrocarbons 
Non-methane hydrocarbons 
Oxides of nitrogen 
Nitric oxide 
Nitrogen dioxide 
Particulates 

2.31.3. 

Abbreviations 

CFV 
CLD 
ELR 
ESC 
ETC 
FID 
GC 
HCLD 
HFID 
LPG 
NDIR 
NG 
NMC 

Critical flow venturi 
Chemiluminescent detector 
European Load Response Test 
European Steady State Cycle 
European Transient Cycle 
Flame Ionisation Detector 
Gas Chromatograph 
Heated Chemiluminescent Detector 
Heated Flame Ionisation Detector 
Liquefied Petroleum Gas 
Non-Dispersive Infrared Analyser 
Natural Gas 
Non-Methane Cutter 

3. 

3.1. 

3.1.1. 

APPLICATION FOR APPROVAL 

Application for approval of an engine as a separate technical unit 

The application for approval of an engine type with regard to the level of the emission 
of gaseous and particulate pollutants is submitted by the engine manufacturer or by his 
duly accredited representative. 

3.1.2. 

It shall be accompanied by the necessary documents in triplicate.  It will at least include 

 
 
 
 
 
 
 
 
 
 
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the essential characteristics of the engine as referred to in annex 1 to this Regulation. 

3.1.3. 

3.2. 

3.2.1. 

An engine conforming to the "engine type" characteristics described in annex 1 shall be 
submitted to the technical service responsible for conducting the approval tests defined 
in paragraph 5. 
Application for approval of a vehicle type in respect of its engine 

The application for approval of a vehicle type with regard to emission of gaseous and 
particulate pollutants by its engine is submitted by the vehicle manufacturer or his duly 
accredited representative. 

3.2.2. 

It shall be accompanied by the necessary documents in triplicate.  It will at least 
include: 

3.2.2.1. 

The essential characteristics of the engine as referred to in annex 1; 

3.2.2.2. 

A description of the engine related components as referred to in annex 1; 

3.2.2.3. 

A copy of the type approval communication form (annex 2A) for the engine type 
installed. 

3.3. 

Application for approval for a vehicle type with an approved engine 

3.3.1. 

The application for approval of a vehicle with regard to emission of gaseous and 
particulate pollutants by its approved diesel engine or engine family and with regard to 
the level of the emission of gaseous pollutants by its approved gas engine or engine 
family must be submitted by the vehicle manufacturer or a duly accredited 
representative. 

3.3.2. 

It must be accompanied by the necessary documents in triplicate and the following 
particulars: 

3.3.2.1. 

a description of the vehicle type and of engine-related vehicle parts comprising the 
particulars referred to in annex 1, as applicable, and a copy of the approval 
communication form (annex 2a) for the engine or engine family, if applicable, as a 
separate technical unit which is installed in the vehicle type. 

4. 

4.1. 

4.1.1. 

APPROVAL 

Universal fuel approval 

A universal fuel approval is granted subject to the following requirements: 

In the case of diesel fuel: if pursuant to paragraphs 3.1., 3.2. or 3.3. of this Regulation, 
the engine or vehicle meets the requirements of paragraphs 5, 6  
and 7 below on the reference fuel specified in annex 5 of this Regulation, approval of 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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4.1.2. 

4.1.2.1. 

4.1.3. 

that type of engine or vehicle must be granted. 

In the case of natural gas the parent engine should demonstrate its capability to adapt to 
any fuel composition that may occur across the market.  In the case of natural gas there 
are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), 
but with a significant spread within both ranges; they differ significantly in their energy 
content expressed by the Wobbe Index and in their ʷ-shift factor (Sʷ).  The formulae for 
the calculation of the Wobbe index and Sʷ are given in paragraphs 2.25. and 2.26. 
Natural gases with a ʷ-shift factor between 0.89 and 1.08 (0.89  Sʷ  1.08) are 
considered to belong to H-range, while natural gases with a ʷ-shift factor between 1.08 
and 1.19 (1.08  Sʷ  1.19) are considered to belong to L-range. The composition of the 
reference fuels reflects the extreme variations of Sʷ. 

The parent engine must meet the requirements of this Regulation on the reference fuels 
GR (fuel 1) and G25 (fuel 2), as specified in annex 6, without any readjustment to the 
fuelling between the two tests.  However, one adaptation run over one ETC cycle 
without measurement is permitted after the change of the fuel.  Before testing, the parent 
engine must be run-in using the procedure given in paragraph 3 of appendix 2 to 
annex 4. 

On the manufacturer’s request the engine may be tested on a third fuel (fuel 3) if the ʷ-
shift factor (Sʷ) lies between 0.89 (i.e. the lower range of GR) and 1.19 (i.e. the upper 
range of G25), for example when fuel 3 is a market fuel.  The results of this test may be 
used as a basis for the evaluation of the conformity of production. 

In the case of an engine fuelled with natural gas which is self-adaptive for the range of 
H-gases on the one hand and the range of L-gases on the other hand, and which switches 
between the H-range and the L-range by means of a switch, the parent engine must be 
tested at each position of the switch on the reference fuel relevant for the respective 
position as specified in annex 6 for each range.  The fuels are GR (fuel 1) and G23 (fuel 
3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases.  
The parent engine must meet the requirements of this Regulation at both positions of the 
switch without any readjustment to the fuelling between the two tests at the respective 
position of the switch.  However, one adaptation run over one ETC cycle without 
measurement is permitted after the change of the fuel. Before testing the parent engine 
must be run-in using the procedure given in paragraph 3 of appendix 2 to annex 4. 

4.1.3.1. 

On the manufacturer's request the engine may be tested on a third fuel instead of G23 
(fuel 3) if the ʷ-shift factor (Sʷ) lies between 0.89 (i.e the lower range  
of GR) and 1.19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. 
 The results of this test may be used as a basis for the evaluation of the conformity of the 
production. 

4.1.4. 

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

 
 
 
 
 
 
 
 
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r ?

emission
emission

result
result

on
on

reference
reference

fuel
fuel

2
1

or, 

and, 

ra ?

emission

result

emission

result

on

on

reference

fuel

reference

fuel

rb ?

emission

result

emission

result

on

on

reference

fuel

reference

fuel

2

3

1

3

4.1.5. 

In the case of LPG the parent engine should demonstrate its capability to adapt to any 
fuel composition that may occur across the market.  In the case of LPG there are 
variations in C3/C4 composition.  These variations are reflected in the reference fuels. 
The parent engine should meet the emission requirements on the reference fuels A and 
B as specified in annex 7 without any readjustment to the fuelling between the two 
tests.  However, one adaptation run over one ETC cycle without measurement is 
permitted, after the change of the fuel.  Before testing the parent engine must be run-in 
using the procedure defined in paragraph 3 of appendix 2 to annex 4. 

4.1.5.1. 

The ratio of emission results "r" must be determined for each pollutant as follows: 

r ?

emission
emission

result
result

on
on

reference
reference

fuel
fuel

B
A

"

4.2. 

Granting of a fuel range restricted approval 

Fuel range restricted approval is granted subject to the following requirements: 

4.2.1. 

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

The parent engine must be tested on the relevant reference fuel as specified in annex 6 
for the relevant range.  The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of 
gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases.  The parent engine 
must meet the requirements of this Regulation without any readjustment to the fuelling 
between the two tests.  However, one adaptation run over one ETC cycle without 
measurement is permitted after the change of the fuel. Before testing the parent engine 
must be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4. 

4.2.1.1. 

On the manufacturer's request the engine may be tested on a third fuel instead of G23 
(fuel 3) if the ʷ-shift factor (Sʷ) lies between 0.89 (i.e. the lower range of GR) and 1.19 
(i.e. the upper range of G25), for example when fuel 3 is a market fuel.  The results of 
this test may be used as a basis for the evaluation of the conformity of the production. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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4.2.1.2. 

The ratio of emission results "r" must be determined for each pollutant as follows: 

r ?

emission
emission

result
result

on
on

reference
reference

fuel
fuel

2
1

ra ?

emission
emission

result
result

on
on

reference
reference

fuel
fuel

2
3

or, 

and, 

rb ?

emission
emission

result
result

on
on

reference
reference

fuel
fuel

1
3

4.2.1.3. 

Upon delivery to the customer the engine must bear a label (see paragraph 4.11.) stating 
for which range of gases the engine is approved. 

4.2.2. 

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

4.2.2.1. 

The parent engine must meet the emission requirements on the reference fuels GR and 
G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as 
specified in annex 7. 

Between the tests fine-tuning of the fuelling system is allowed. 
This fine-tuning will consist of a recalibration of the fuelling database, without any 
alteration to either the basic control strategy or the basic structure of the database.  If 
necessary the exchange of parts that are directly related to the amount of fuel flow (such 
as injector nozzles) is allowed. 

4.2.2.2. 

On the manufacturer’s request the engine may be tested on the reference fuels GR and 
G23, or on the reference fuels G25 and G23, in which case the approval is only valid 
for the H-range or the L-range of gases respectively. 

4.2.2.3. 

Upon delivery to the customer the engine must bear a label (see paragraph 4.11.) stating 
for which fuel composition the engine has been calibrated.

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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L 375/14

EN

Official Journal of the European Union

27.12.2006

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27.12.2006

EN

Official Journal of the European Union

L 375/15

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L 375/16

EN

Official Journal of the European Union

27.12.2006

4.3. 

Exhaust emissions approval of a member of a family 

4.3.1. 

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

4.3.2. 

Secondary test engine 

In case of an application for approval of an engine, or a vehicle in respect of its engine, 
that engine belonging to an engine family, if the approval authority determines that, 
with regard to the selected parent engine the submitted application does not fully 
represent the engine family defined in the Regulation, appendix 1, an alternative and, if 
necessary, an additional reference test engine may be selected by the approval authority 
and tested. 

An approval number shall be assigned to each type approved.  Its first two digits (at 
present 04, corresponding to 04 series of amendments) shall indicate the series of 
amendments incorporating the most recent major technical amendments made to the 
Regulation at the time of issue of the approval.  The same Contracting Party shall not 
assign the same number to another engine type or vehicle type. 

Notice of approval or of extension or of refusal of approval or production definitely 
discontinued of an engine type or vehicle type pursuant to this Regulation shall be 
communicated to the Parties to the 1958 Agreement which apply this Regulation, by 
means of a form conforming to the model in annexes 2A or 2B, as applicable, to this 
Regulation.  Values measured during the type test shall also be shown. 

There shall be affixed, conspicuously and in a readily accessible place to every engine 
conforming to an engine type approved under this Regulation, or to every vehicle 
conforming to a vehicle type approved under this Regulation, an international approval 
mark consisting of: 

4.4. 

4.5. 

4.6. 

4.6.1. 

a circle surrounding the letter "E" followed by the distinguishing number of the country 
which has granted approval; 3/ 

1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for 

3/ 
Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United 
Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 
for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 
for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for 
Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for 
Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for 
the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 
for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 
50 for Malta and 51 for the Republic of Korea. Subsequent numbers shall be assigned to other countries in the 

 
 
 
 
 
 
 
 
                     
27.12.2006

EN

Official Journal of the European Union

L 375/17

4.6.2. 

4.6.3. 

the number of this Regulation, followed by the letter "R", a dash and the approval 
number to the right of the circle prescribed in paragraph 4.4.1. 

However, the approval mark must contain an additional character after the letter "R", 
the purpose of which is to distinguish the emission limit values for which the approval 
has been granted.  For those approvals issued to indicate compliance with the limits 
contained in Row A of the relevant table(s) in paragraph 5.2.1., the letter "R" will be 
followed by the Roman number "I".  For those approvals issued to indicate compliance 
with the limits contained in Row B1 of the relevant table(s) in paragraph 5.2.1., the 
letter "R" will be followed by the Roman number "II".  For those approvals issued to 
indicate compliance with the limits contained in Row B2 of the relevant table(s) in 
paragraph 5.2.1., the letter "R" will be followed by the Roman number "III".  For those 
approvals issued to indicate compliance with the limits contained in Row C of the 
relevant table(s) in paragraph 5.2.1., the letter "R" will be followed by the Roman 
number "IV".   

4.6.3.1. 

For NG fuelled engines the approval mark must contain a suffix after the national 
symbol, the purpose of which is to distinguish which range of gases the approval has 
been granted.  This mark will be as follows; 

4.6.3.1.1.  H in case of the engine being approved and calibrated for the H-range of gases; 

4.6.3.1.2.  L in case of the engine being approved and calibrated for the L-range of gases; 

4.6.3.1.3.  HL in case of the engine being approved and calibrated for both the H-range and 

L-range of gases; 

4.6.3.1.4.  Ht in case of the engine being approved and calibrated for a specific gas composition in 

the H-range of gases and transformable to another specific gas in the H-range of gases 
by fine tuning of the engine fuelling; 

4.6.3.1.5.  Lt in case of the engine being approved and calibrated for a specific gas composition in 

the L-range of gases and transformable to another specific gas in the L-range of gases 
after fine tuning of the engine fuelling; 

4.6.3.1.6.  HLt in the case of the engine being approved and calibrated for a specific gas 

composition in either the H-range or the L-range of gases and transformable to another 
specific gas in either the H-range or the L-range of gases by fine tuning of the engine 
fuelling. 

chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform 
Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on 
Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these 
Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United 
Nations to the Contracting Parties to the Agreement. 

 
 
 
 
 
 
 
 
 
                                                                    
L 375/18

EN

Official Journal of the European Union

27.12.2006

4.7. 

If the vehicle or engine conforms to an approved type under one or more other 
Regulations annexed to the Agreement, in the country which has granted approval 
under this Regulation, the symbol prescribed in paragraph 4.6.1. need not be repeated.  
In such a case, the Regulation and approval numbers and the additional symbols of all 
the Regulations under which approval has been granted under this Regulation shall be 
placed in vertical columns to the right of the symbol prescribed in paragraph 4.6.1. 

4.8. 

The approval mark shall be placed close to or on the data plate affixed by the 
manufacturer to the approved type. 

4.9. 

Annex 3 to this Regulation gives examples of arrangements of approval marks. 

4.10. 

The engine approved as a technical unit must bear, in addition to the approved mark: 

4.10.1. 

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

4.10.2. 

the manufacturer's commercial description. 

4.11. 

Labels 

In the case of NG and LPG fuelled engines with a fuel range restricted type approval, 
the following labels are applicable: 

4.11.1. 

Content 

The following information must be given: 

In the case of paragraph 4.2.1.3, the label shall state "ONLY FOR USE WITH 
NATURAL GAS RANGE H".  If applicable, "H" is replaced by "L". 

In the case of paragraph 4.2.2.3, the label shall state "ONLY FOR USE WITH 
NATURAL GAS SPECIFICATION ......." or "ONLY FOR USE WITH LIQUEFIED 
PETROLEUM GAS SPECIFICATION .........", as applicable.  All the information in 
the relevant table(s) in Annex 6 or 7 shall be given with the individual constituents and 
limits specified by the engine manufacturer. 

The letters and figures must be at least 4 mm in height. 

Note: 

If lack of space prevents such labelling, a simplified code may be used.  In this event, 
explanatory notes containing all the above information must be easily accessible to any 
person filling the fuel tank or performing maintenance or repair on the engine and its 
accessories, as well as to the authorities concerned.  The site and content of these 
explanatory notes will be determined by agreement between the manufacturer and the 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/19

approval authority. 

4.11.2. 

Properties 

Labels must be durable for the useful life of the engine.  Labels must be clearly legible 
and their letters and figures must be indelible.  Additionally, labels must be attached in 
such a manner that their fixing is durable for the useful life of the engine, and the labels 
cannot be removed without destroying or defacing them. 

4.11.3. 

Placing 

Labels must be secured to an engine part necessary for normal engine operation and not 
normally requiring replacement during engine life.  Additionally, these labels must be 
located so as to be readily visible to the average person after the engine has been 
completed with all the auxiliaries necessary for engine operation. 

In case of an application for type-approval for a vehicle type in respect of its engine, the 
marking specified in paragraph 4.11. must also be placed close to fuel filling aperture. 

In case of an application for type-approval for a vehicle type with an approved engine, 
the marking specified in paragraph 4.11. must also be placed close to the fuel filling 
aperture. 

SPECIFICATIONS AND TESTS 

General 

4.12. 

4.13. 

5. 

5.1. 

5.1.1. 

Emission control equipment 

5.1.1.1. 

The components liable to affect the emission of gaseous and particulate pollutants from 
diesel engines and the emission of gaseous pollutants from gas engines shall be so 
designed, constructed, assembled and installed as to enable the engine, in normal use, 
to comply with the provisions of this Regulation. 

5.1.2. 

Functions of emission control equipment 

5.1.2.1. 

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

5.1.2.2. 

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

5.1.2.2.1. 

operates only outside the conditions specified in paragraph 5.1.2.4., or 

5.1.2.2.2. 

is activated only temporarily under the conditions specified in paragraph 5.1.2.4. for 
such purposes as engine damage protection, air-handling device protection, smoke 
management, cold start or warming-up, or 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/20

EN

Official Journal of the European Union

27.12.2006

5.1.2.2.3. 

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

5.1.2.3. 

An engine control device, function, system or measure that operates during the 
conditions specified in paragraph 5.1.2.4 and which results in the use of a different or 
modified engine control strategy to that normally employed during the applicable 
emission test cycles will be permitted if, in complying with the requirements of 
paragraphs 5.1.3. and/or 5.1.4., it is fully demonstrated that the measure does not 
reduce the effectiveness of the emission control system. In all other cases, such devices 
shall be considered to be a defeat device. 

5.1.2.4. 

For the purposes of paragraph 5.1.2.2., the defined conditions of use under steady state 
and transient conditions are: 

(i) 

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

(ii) 

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

(iii) 

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

5.1.3. 

Special requirements for electronic emission control systems 

5.1.3.1. 

Documentation requirements 

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

The documentation shall be made available in two parts: 

(a) 

(b) 

The formal documentation package, which shall be supplied to the technical 
service  at the  time of  submission of  the  type-approval application,  shall 
include a full description of the system. This documentation may be brief, 
provided  that  it  exhibits  evidence  that  all  outputs  permitted  by  a  matrix 
obtained from the range of control of the individual unit inputs have been 
identified. This information shall be attached to the documentation required 
in paragraph 3 of this Regulation. 

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

 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
27.12.2006

EN

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5.1.4. 

5.1.4.1. 

5.1.4.2. 

5.2. 

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

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

To verify whether any strategy or measure should be considered a defeat device or an 
irrational emission control strategy according to the definitions given in paragraphs 
2.28. and 2.30., the type-approval authority and/or the technical service may 
additionally request a NOX screening test using the ETC which may be carried out in 
combination with either the type-approval test or the procedures for checking the 
conformity of production. 
As an alternative to the requirements of appendix 4 to annex 4 to this Regulation, the 
emissions of NOX during the ETC screening test may be sampled using the raw exhaust 
gas and the technical prescriptions of ISO FDIS 16183, dated 15 September 2001, shall 
be followed. 

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

For approval to row A of the tables in paragraph 5.2.1., the emissions must be 
determined on the ESC and ELR tests with conventional diesel engines including those 
fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or 
oxidation catalysts.  Diesel engines fitted with advanced exhaust after-treatment 
systems including deNOx catalysts and/or particulate traps, must additionally be tested 
on the ETC test.   

For approval testing to either row B1 or B2 or row C of the tables in paragraph 5.2.1. 
the emissions must be determined on the ESC, ELR and ETC tests. 

For gas engines, the gaseous emissions must be determined on the ETC test. 

The ESC and ELR test procedures are described in annex 4, appendix 1, the ETC test 
procedure in annex 4, Appendices 2 and 3. 

The emissions of gaseous pollutants and particulate pollutants, by the engine submitted 
for testing, if applicable, must be measured by the method described in annex 4.  Annex 
4, appendix 4 describes the recommended analytical systems for the gaseous and 
particulate pollutants and the recommended particulate sampling systems.  Other 
systems or analysers may be approved by the technical service if it is found that they 
yield equivalent results.  For a single laboratory, equivalency is defined as the test 

 
 
 
 
 
 
 
 
 
 
 
 
 
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results to fall within ± 5 per cent of the test results of one of the reference systems 
described herein.  For particulate emissions only the full-flow dilution system is 
recognized as the reference system.  For introduction of a new system into the 
Regulation, the determination of equivalency must be based upon the calculation of 
repeatability and reproducibility by an inter-laboratory test, as described in ISO 5725. 

5.2.1. 

Limit Values 

The specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of 
nitrogen and of the particulates, as determined on the ESC test, and of the smoke 
opacity, as determined on the ELR test, must not exceed the amounts shown in Table 1. 

For diesel engines that are additionally tested on the ETC test, and specifically for gas 
engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, 
of the methane (where applicable), of the oxides of nitrogen and of the particulates 
(where applicable) must not exceed the amounts shown in Table 2. 

Table 1 

Limit values  – ESC and ELR tests 

Mass of 
carbon 
monoxide 
(CO) 
g/kWh 

Mass of 
hydrocarbons 
(HC) 
g/kWh 

2.1 

1.5 
1.5 
1.5 

0.66 

0.46 
0.46 
0.25 

Mass of 
nitrogen 
oxides 
(NOx) 
g/kWh 

5.0 

3.5 
2.0 
2.0 

Row 

A (2000) 

B1 (2005) 
B2 (2008) 
C (EEV) 

Mass of 
particulates 
(PT) 
g/kWh 
0.10 
   0.13(a) 
0.02 
0.02 
0.02 

Smoke 

m-1 

0.8 

0.5 
0.5 
0.15 

(a)  For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power 

speed of more than 3000 min-1. 

Table 2 

Limit values  – ETC tests (b) 

Row 

Mass of 
carbon 
 monoxide 
(CO) 
g/kWh 

Mass of 
non-methane 
hydrocarbons 
(NMHC) 
g/kWh 

Mass of 
methane 

(CH4)(c) 
g/kWh 

Mass of 
nitrogen 
oxides 
(NOx) 
g/kWh 

A (2000) 

5.45 

B1 (2005) 
B2 (2008) 
C (EEV) 

4.0 
4.0 
3.0 

0.78 

0.55 
0.55 
0.40 

1.6 

1.1 
1.1 
0.65 

5.0 

3.5 
2.0 
2.0 

Mass of 
particulates 

(PT)(d) 
g/kWh 
0.16 
  0.21(a) 
0.03 
0.03 
0.02 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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(a)  For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power 

speed of more than 3000 min-1. 

(b)  The conditions for verifying the acceptability of the ETC tests (see annex 4, appendix 2, 
paragraph 3.9.) when measuring the emissions of gas fuelled engines against the limit 
values applicable in row A must be re-examined and, where necessary, modified in 
accordance with the procedure laid down in Consolidated Resolution R.E.3. 

(c)  For NG engines only. 

(d)  Not applicable for gas fuelled engines at stage A  and stages B1 and B2. 

5.2.2. 

Hydrocarbon measurement for diesel and gas fuelled engines 

5.2.2.1. 

A manufacturer may choose to measure the mass of total hydrocarbons (THC) on the 
ETC test instead of measuring the mass of non-methane hydrocarbons.  In this case, the 
limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of 
non-methane hydrocarbons. 

5.2.3. 

Specific requirements for diesel engines 

5.2.3.1. 

The specific mass of the oxides of nitrogen measured at the random check points within 
the control area of the ESC test must not exceed by more than 10 per cent the values 
interpolated from the adjacent test modes (reference annex 4, appendix 1 paragraphs 
4.6.2. and 4.6.3.).  

5.2.3.2. 

The smoke value on the random test speed of the ELR must not exceed the highest 
smoke value of the two adjacent test speeds by more than 20 per cent, or by more than 
5 per cent of the limit value, whichever is greater. 

6. 

6.1. 

6.1.1. 

6.1.2. 

6.1.3. 

INSTALLATION ON THE VEHICLE 

The engine installation on the vehicle shall comply with the following characteristics in 
respect to the type approval of the engine : 

Intake depression shall not exceed that specified for the type approved engine in annex 
2A. 

Exhaust back-pressure shall not exceed that specified for the type approved engine in 
annex 2A. 

Power absorbed by the auxiliaries needed for operating the engine must not exceed that 
specified for the type-approved engine in annex 2A. 

7. 

ENGINE FAMILY 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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7.1. 

Parameters defining the engine family 

The engine family, as determined by the engine manufacturer, may be defined by basic 
characteristics, which must be common to engines within the family.  In some cases 
there may be interaction of parameters.  These effects must also be taken into 
consideration to ensure that only engines with similar exhaust emission characteristics 
are included within an engine family. 

In order that engines may be considered to belong to the same engine family, the 
following list of basic parameters must be common: 

7.1.1. 

Combustion cycle: 

– 2 cycle 
– 4 cycle 

7.1.2. 

Cooling medium: 

– air 
– water 
– oil 

7.1.3. 

For gas engines and engines with after-treatment 

– Number of cylinders 

(other diesel engines with fewer cylinders than the parent engine may be considered to 
belong to the same engine family provided the fuelling system meters fuel for each 
individual cylinder). 

7.1.4. 

Individual cylinder displacement: 

– engines to be within a total spread of 15 per cent 

7.1.5. 

Method of air aspiration: 

– naturally aspirated 
– pressure charged 
– pressure charged with charge air cooler 

7.1.6. 

Combustion chamber type/design: 

– pre-chamber 
– swirl chamber 
– open chamber 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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7.1.7. 

Valve and porting - configuration, size and number: 

– cylinder head 
– cylinder wall 
– crankcase 

7.1.8. 

Fuel injection system (diesel engines): 

– pump-line-injector 
– in-line pump 
– distributor pump 
– single element 
– unit injector 

7.1.9. 

Fuelling system (gas engines): 

– mixing unit 
– gas induction/injection (single point, multi-point) 
– liquid injection (single point, multi-point) 

7.1.10. 

Ignition system (gas engines) 

7.1.11. 

Miscellaneous features: 

– exhaust gas recirculation 
– water injection/emulsion 
– secondary air injection 
– charge cooling system 

7.1.12. 

Exhaust after treatment: 

– 3-way-catalyst 
– oxidation catalyst 
– reduction catalyst 
– thermal reactor 
– particulate trap 

7.2. 

Choice of the parent engine 

7.2.1. 

Diesel engines 

The parent engine of the family must be selected using the primary criteria of the 
highest fuel delivery per stroke at the declared maximum torque speed.  In the event 
that two or more engines share this primary criteria, the parent engine must be selected 
using the secondary criteria of highest fuel delivery per stroke at rated speed. Under 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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certain circumstances, the approval authority may conclude that the worst case emission 
rate of the family can best be characterised by testing a second engine.  Thus, the 
approval authority may select an additional engine for test based upon features, which 
indicate that it may have the highest emission level of the engines within that family. 

If engines within the family incorporate other variable features, which could be 
considered to affect exhaust emissions, these features must also be identified and taken 
into account in the selection of the parent engine. 

7.2.2. 

Gas engines 

The parent engine of the family must be selected using the primary criteria of the 
largest displacement.  In the event that two or more engines share this primary criteria, 
the parent engine must be selected using the secondary criteria in the following order: 

– the highest fuel delivery per stroke at the speed of declared rated power; 
– the most advanced spark timing; 
– the lowest EGR rate; 
– no air pump or lowest actual air flow pump. 

Under certain circumstances, the approval authority may conclude that the worst case 
emission rate of the family can best be characterised by testing a second engine.  Thus, 
the approval authority may select an additional engine for test based upon features, 
which indicate that it may have the highest emission level of the engines within that 
family. 

8. 

CONFORMITY OF PRODUCTION 

The conformity of production procedures shall comply with those set out in the 
Agreement, appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following 
requirements: 

Every engine or vehicle bearing an approval mark as prescribed under this Regulation 
shall be so manufactured as to conform, with regard to the description as given in the 
approval form and its annexes, to the approved type. 

As a general rule, conformity of production with regard to limitation of emissions is 
checked based on the description given in the communication form and its annexes. 

If emissions of pollutants are to be measured and an engine approval has had one or 
several extensions, the tests will be carried out on the engine(s) described in the 
information package relating to the relevant extension. 

8.1. 

3.2. 

8.3. 

8.3.1. 

Conformity of the engine subjected to a pollutant test: 

After submission of the engine to the authorities, the manufacturer must not carry out 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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any adjustment to the engines selected. 

8.3.1.1. 

Three engines are randomly taken in the series.  Engines that are subject to testing only 
on the ESC and ELR tests or only on the ETC test for approval to row A of the tables in 
paragraph 5.2.1. are subject to those applicable tests for the checking of production 
conformity.  With the agreement of the authority, all other engines approved to row A, 
B1 or B2, or C of the tables in paragraph 5.2.1. are subjected to testing either on the 
ESC and ELR cycles or on the ETC cycle for the checking of the production conformity. 
 The limit values are given in paragraph 5.2.1. of the Regulation. 

8.3.1.2. 

The tests are carried out according to appendix 1 to this Regulation, where the 
competent authority is satisfied with the production standard deviation given by the 
manufacturer. 

The tests are carried out according to appendix 2 to this Regulation, where the 
competent authority is not satisfied with the production standard deviation given by the 
manufacturer.  

At the manufacturer's request, the tests may be carried out in accordance with appendix 
3 to this Regulation. 

8.3.1.3. 

On the basis of a test of the engine by sampling, the production of a series is regarded as 
conforming where a pass decision is reached for all the pollutants and non conforming 
where a fail decision is reached for one pollutant, in accordance with the test criteria 
applied in the appropriate appendix. 

When a pass decision has been reached for one pollutant, this decision may not be 
changed by any additional tests made in order to reach a decision for the other 
pollutants. 

If no pass decision is reached for all the pollutants and if no fail decision is reached for 
one pollutant, a test is carried out on another engine (see figure 2). 

If no decision is reached, the manufacturer may at any time decide to stop testing.  In 
that case a fail decision is recorded.  

8.3.2. 

The tests will be carried out on newly manufactured engines.  Gas fuelled engines must 
be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4. 

8.3.2.1. 

However, at the request of the manufacturer, the tests may be carried out on diesel or 
gas engines which have been run-in more than the period referred to in paragraph 
8.4.2.2., up to a maximum of 100 hours.  In this case, the running-in procedure will be 
conducted by the manufacturer who must undertake not to make any adjustments to 
those engines. 

8.3.2.2.  When the manufacturer asks to conduct a running-in procedure in accordance with 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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paragraph 8.4.2.2.1., it may be carried out on: 

–  all the engines that are tested, 

or, 

–  the first engine tested, with the determination of an evolution coefficient as follows: 

– 

the pollutant emissions will be measured at zero and at "x" hours on the first engine 
tested, 

–  the evolution coefficient of the emissions between zero and "x" hours will be 

calculated for each pollutant: 

Emissions

x""

hours

Emissions

zero

hours

It may be less than one. 

The subsequent test engines will not be subjected to the running-in procedure, but their 
zero hour emissions will be modified by the evolution coefficient. 

In this case, the values to be taken will be: 

- the values at "x" hours for the first engine, 
- the values at zero hour multiplied by the evolution coefficient for the other engines. 

8.3.2.3 

For diesel and LPG fuelled engines, all these tests may be conducted with commercial 
fuel.  However, at the manufacturer's request, the reference fuels described in annexes 5 
or 7 may be used.  This implies tests, as described in paragraph 4. of this Regulation, 
with at least two of the reference fuels for each gas engine. 

8.3.2.4. 

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

(i) 

for H marked engines with a commercial fuel within the H range (0.89  Sʷ  1.00); 

(ii) 

for L marked engines with a commercial fuel within the L range (1.00  Sʷ  1.19); 

(iii)  for HL marked engines with a commercial fuel within the extreme range of the n-

shift factor (0.89  Sʷ  1.19). 

However, at the manufacturer's request, the reference fuels described in annex 6 may be 
used.  This implies tests, as described in paragraph 4. of this Regulation. 

8.3.2.5. 

In the case of dispute caused by the non-compliance of gas fuelled engines when using a 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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commercial fuel, the tests must be performed with a reference fuel on which the parent 
engine has been tested, or with the possible additional fuel 3 as referred to in 
paragraphs 4.1.3.1. and 4.2.1.1., on which the parent engine may have been tested.  
Then, the result has to be converted by a calculation applying the relevant factor(s) "r", 
"ra" or "rb" as described in paragraphs 4.1.3.2., 4.1.5.1. and 4.2.1.2.  If r, ra or rb are less 
than 1 no correction must take place.  The measured results and the calculated results 
must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 
and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case 
of LPG engines). 

8.3.2.6. 

Tests for conformity of production of a gas fuelled engine laid out for operation on one 
specific fuel composition must be performed on the fuel for which the engine has been 
calibrated. 

 
 
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Test of three engines

Computation of the test statistic result

According to the appropriate appendix does the 
test statistic result agree with the criteria for 
failing the series for at least one pollutant? 

Series rejected 

YES 

NO 

According to the appropriate appendix does the 
test statistic result agree with the criteria for 
passing the series for at least one pollutant? 

NO 

NO 

A pass decision is reached for one or more 
pollutants 

YES 

YES

YES 

Is a pass decision reached for all pollutants? 

Test of an additional engine 

YES 

YES 

Series 
accepted

Figure 2:  Conformity of production testing scheme" 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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9. 

9.1. 

9.2. 

PENALTIES FOR NON-CONFORMITY OF PRODUCTION 

The approval granted in respect of an engine or vehicle type pursuant to this Regulation 
may be withdrawn if the requirements laid down in paragraph 8.1. are not complied 
with, or if the engine(s) or vehicle(s) taken fail to pass the tests prescribed in paragraph 
8.3. 

If a Contracting Party to the 1958 Agreement applying this Regulation withdraws an 
approval it has previously granted, it shall forthwith so notify the other Contracting 
Parties applying this Regulation by means of a communication form conforming to the 
model in annexes 2A or 2B to this Regulation. 

10. 

MODIFICATION AND EXTENSION OF APPROVAL OF THE APPROVED TYPE 

10.1. 

Every modification of the approved type shall be notified to the administrative 
department which approved the type.  The department may then either: 

10.1.1. 

Consider that the modifications made are unlikely to have an appreciable adverse effect 
and that in any case the modified type still complies with the requirement; or 

10.1.2. 

Require a further test report from the technical service conducting the tests. 

10.2. 

10.3. 

Confirmation or refusal of approval, specifying the alterations, shall be communicated 
by the procedure specified in paragraph 4.5. to the Parties to the Agreement applying 
this Regulation. 

The competent authority issuing the extension of approval shall assign a series number 
for such an extension and inform thereof the other Parties to the 1958 Agreement 
applying this Regulation by means of a communication form conforming to the model 
in annexes 2A or 2B to this Regulation. 

11. 

PRODUCTION DEFINITELY DISCONTINUED 

If the holder of the approval completely ceases to manufacture the type approved in 
accordance with this Regulation, he shall so inform the authority which granted the 
approval.  Upon receiving the relevant communication that authority shall inform 
thereof the other Parties to the 1958 Agreement which apply this Regulation by means 
of a communication form conforming to the model in annexes 2A or 2B to this 
Regulation. 

12. 

TRANSITIONAL PROVISIONS 

12.1. 

General 

12.1.1. 

As from the official date of entry into force of the 04 series of amendments, no 
Contracting Party applying this Regulation must refuse to grant ECE approval under 

 
 
 
 
 
 
 
 
 
 
 
 
 
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this Regulation as amended by the 04 series of amendments. 

12.1.2. 

As from the date of entry into force of the 04 series of amendments, Contracting Parties 
applying this Regulation must grant ECE approvals only if the engine meets the 
requirements of this Regulation as amended by the 04 series of amendments. 

The engine must be subject to the relevant tests set out in paragraph 5.2. to this 
Regulation and must, in accordance with paragraphs 12.2.1., 12.2.2. and 12.2.3. below, 
satisfy the relevant emission limits detailed in paragraph 5.2.1. of this Regulation. 

12.2. 

New type approvals 

12.2.1. 

12.2.2. 

12.2.3. 

Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this 
Regulation must, from the date of entry into force of the 04 series of amendments to 
this Regulation, grant an ECE approval to an engine only if that engine satisfies the 
relevant emission limits of Rows A, B1, B2 or C in the tables to paragraph 5.2.1. of this 
Regulation. 

Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this 
Regulation must, from 1 October 2005, grant an ECE approval to an engine only if that 
engine satisfies the relevant emission limits of Rows B1, B2 or C in the tables to 
paragraph 5.2.1. of this Regulation. 

Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this 
Regulation must, from 1 October 2008, grant an ECE approval to an engine only if that 
engine satisfies the relevant emission limits of Rows B2 or C in the tables to paragraph 
5.2.1. of this Regulation. 

12.3. 

Limit of validity of old type approvals 

12.3.1. 

With the exception of the provisions of paragraphs 12.3.2. and 12.3.3., as from the 
official date of entry into force of the 04 series of amendments, type approvals granted 
to this Regulation as amended by the 03 series of amendments must cease to be valid, 
unless the Contracting Party which granted the approval notifies the other Contracting 
Parties applying this Regulation that the engine type approved meets the requirements 
of this Regulation as amended by the 04 series of amendments, in accordance with 
paragraph 12.2.1. above. 

12.3.2. 

Extension of type-approval 

12.3.2.1. 

Paragraphs 12.3.2.2. and 12.3.2.3. below shall only be applicable to new compression-
ignition engines and new vehicles propelled by a compression-ignition engine that have 
been approved to the requirements of row A of the tables in paragraph 5.2.1. of this 
Regulation. 

12.3.2.2.  As an alternative to paragraphs 5.1.3. and 5.1.4., the manufacturer may present to the 

 
 
 
 
 
 
 
 
 
 
 
 
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technical service the results of a NOx screening test using the ETC on the engine 
conforming to the characteristics of the parent engine described in annex 1, and taking 
into account the provisions of paragraphs 5.1.4.1. and 5.1.4.2. The manufacturer shall 
also provide a written statement that the engine does not employ any defeat device or 
irrational emission control strategy as defined in paragraph 2. of this Regulation. 

12.3.2.3. 

The manufacturer shall also provide a written statement that the results of the NOX 
screening test and the declaration for the parent engine, as referred to in paragraph 
5.1.4., are also applicable to all engine types within the engine family described in 
annex 1. 

12.3.3. 

Gas engines 

As from the 1 October 2003, type approvals granted to gas engines to this Regulation as 
amended by the 03 series of amendments must cease to be valid, unless the Contracting 
Party which granted the approval notifies the other Contracting Parties applying this 
Regulation that the engine type approved meets the requirements of this Regulation as 
amended by the 04 series of amendments, in accordance with paragraph 12.2.1. above. 

12.3.4. 

12.3.5. 

As from 1 October 2006, type approvals granted to this Regulation as amended by the 
04 series of amendments must cease to be valid, unless the Contracting Party which 
granted the approval notifies the other Contracting Parties applying this Regulation that 
the engine type approved meets the requirements of this Regulation as amended by the 
04 series of amendments, in accordance with paragraph 12.2.2. above. 

As from 1 October 2009, type approvals granted to this Regulation as amended by the 
04 series of amendments must cease to be valid, unless the Contracting Party which 
granted the approval notifies the other Contracting Parties applying this Regulation that 
the engine type approved meets the requirements of this Regulation as amended by the 
04 series of amendments, in accordance with paragraph 12.2.3. above. 

12.4. 

Replacement parts for vehicles in use 

12.4.1. 

Contracting Parties applying this Regulation may continue to grant approvals to those 
engines which comply with the requirements of this Regulation as amended by any 
previous series of amendments, or to any level of the Regulation as amended by the 04 
series of amendments, provided that the engine is intended as a replacement for a 
vehicle in-use and for which that earlier standard was applicable at the date of that 
vehicle’s entry into service. 

13. 

NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR 
CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE 
DEPARTMENTS 

The Parties to the 1958 Agreement applying this Regulation shall communicate to the 
United Nations secretariat the names and addresses of the technical services responsible 

 
 
 
 
 
 
 
 
 
 
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for conducting approval tests and the administrative departments which grant approval 
and to which forms certifying approval or extension or refusal or withdrawal of 
approval, issued in other countries, are to be sent. 

Appendix 1 

PROCEDURE FOR PRODUCTION CONFORMITY TESTING 
WHEN STANDARD DEVIATION IS SATISFACTORY 

1. 

2. 

3. 

This appendix describes the procedure to be used to verify production conformity for 
the emissions of pollutants when the manufacturer's production standard deviation is 
satisfactory. 

With a minimum sample size of three engines, the sampling procedure is set so that the 
probability of a lot passing a test with 40 per cent of the engines defective is 0.95 
(producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per 
cent of the engines defective is 0.10 (consumer's risk = 10 per cent).  

The following procedure is used for each of the pollutants given in paragraph 5.2.1. of 
the Regulation (see Figure 2): 

Let: 

  L  =  the natural logarithm of the limit value for the pollutant; 

xi  =  the natural logarithm of the measurement for the i-th engine of the sample; 

s  =  an estimate of the production standard deviation (after taking the natural 

logarithm of the measurements); 

n  =  the current sample number. 

4. 

For each sample the sum of the standardised deviations to the limit is calculated using 
the following formula: 

1 n
Å
s

?
1i

(L

/

)x
i

5. 

Then: 

3.  if the test statistic result is greater than the pass decision number for the sample size 

given in table 3, a pass decision is reached for the pollutant; 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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4. 

if the test statistic result is less than the fail decision number for the sample size 

given in table 3, a fail decision is reached for the pollutant; 

–  otherwise, an additional engine is tested according to paragraph 8.3.1. of the 

Regulation and the calculation procedure is applied to the sample increased by one 
more unit. 

 
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Table 3: 

Pass and Fail decision numbers of appendix 1 Sampling Plan  

Minimum sample size:  3 

Cumulative number 
of engines tested 
(sample size)  
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 

Pass decision 
number 
An 
3.327 
3.261 
3.195 
3.129 
3.063 
2.997 
2.931 
2.865 
2.799 
2.733 
2.667 
2.601 
2.535 
2.469 
2.403 
2.337 
2.271 
2.205 
2.139 
2.073 
2.007 
1.941 
1.875 
1.809 
1.743 
1.677 
1.611 
1.545 
1.479 
-2.112 

__________ 

Fail decision 
number 
Bn 
-4.724 
-4.790 
-4.856 
-4.922 
-4.988 
-5.054 
-5.120 
-5.185 
-5.251 
-5.317 
-5.383 
-5.449 
-5.515 
-5.581 
-5.647 
-5.713 
-5.779 
-5.845 
-5.911 
-5.977 
-6.043 
-6.109 
-6.175 
-6.241 
-6.307 
-6.373 
-6.439 
-6.505 
-6.571 
-2.112 

 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/37

Appendix 2 

PROCEDURE FOR PRODUCTION CONFORMITY TESTING 
WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE 

This appendix describes the procedure to be used to verify production conformity for 
the emissions of pollutants when the manufacturer's production standard deviation is 
either unsatisfactory or unavailable. 

With a minimum sample size of three engines, the sampling procedure is set so that the 
probability of a lot passing a test with 40 per cent of the engines defective is 0.95 
(producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per 
cent of the engines defective is 0.10 (consumer's risk = 10 per cent).  

The values of the pollutants given in paragraph 5.2.1. of the Regulation are considered 
to be log normally distributed and should be transformed by taking their natural 
logarithms. 
Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and 
m = 32) and let n denote the current sample number. 

If the natural logarithms of the values measured in the series are x1, x2, ..., xi and L is 
the natural logarithm of the limit value for the pollutant, then, define 

and, 

di = xi – L 

d

n

?

1
n

n

Å

i

?

d

i

1

V

2
n

n

1
? Å
n

?
1i

(d

i

/

2
)d
n

Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current 
sample number.  The test statistic result is the ratio 

 and must be used to determine 

d

n

V

n

1. 

2. 

3. 

4. 

5. 

whether the series has passed or failed as follows: 

For   m0 ³ n ³ m : 

– 

pass the series if  

– 

fail the series if  

/Vd
n
n



A

n

/Vd
n
n



B
n

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/38

EN

Official Journal of the European Union

27.12.2006

– 

take another measurement if  

A

n



d

/V

n

n



B

n

6. 

Remarks: 

The following recursive formulae are useful for calculating successive values of the test 
statistic: 

d

n

?

1

/

Æ
Ç
È

1
n

Ö
×
Ø

d

/
1n

-

1
n

d

n

2
V
n

?

Æ
1
Ç
È

/

1
n

Ö
2
V
×
/
1n
Ø

-

+2

*
/
d
d
n
n
/
1n

(n

?

2,3,...;

1
d 

1
1
V ;d

?

?

0)

 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/39

Table 4: Pass and Fail decision numbers of appendix 2 Sampling Plan  

Minimum sample size:  3 

Cumulative number 
of engines tested 
(sample size)  
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 

Pass decision 
number 
An 
-0.80381 
-0.76339 
-0.72982 
-0.69962 
-0.67129 
-0.64406 
-0.61750 
-0.59135 
-0.56542 
-0.53960 
-0.51379 
-0.48791 
-0.46191 
-0.43573 
-0.40933 
-0.38266 
-0.35570 
-0.32840 
-0.30072 
-0.27263 
-0.24410 
-0.21509 
-0.18557 
-0.15550 
-0.12483 
-0.09354 
-0.06159 
-0.02892 
-0.00449 
0.03876 

__________ 

Fail decision 
number 
Bn 
16.64743 
7.68627 
4.67136 
3.25573 
2.45431 
1.94369 
1.59105 
1.33295 
1.13566 
0.97970 
0.85307 
0.74801 
0.65928 
0.58321 
0.51718 
0.45922 
0.40788 
0.36203 
0.32078 
0.28343 
0.24943 
0.21831 
0.18970 
0.16328 
0.13880 
0.11603 
0.09480 
0.07493 
0.05629 
0.03876 

 
 
 
L 375/40

EN

Official Journal of the European Union

27.12.2006

1. 

2. 

3. 

4. 

5. 

Appendix 3 

PROCEDURE FOR PRODUCTION CONFORMITY TESTING 
AT MANUFACTURER'S REQUEST 

This appendix describes the procedure to be used to verify, at the manufacturer's 
request, production conformity for the emissions of pollutants. 

With a minimum sample size of three engines, the sampling procedure is set so that the 
probability of a lot passing a test with 30 per cent of the engines defective is 0.90 
(producer's risk = 10 per cent), while the probability of a lot being accepted with 65 per 
cent of the engines defective is 0.10 (consumer's risk = 10 per cent). 

The following procedure is used for each of the pollutants given in paragraph 5.2.1. of 
the Regulation (see figure 2): 

Let: 

L = the limit value for the pollutant, 

xi = the value of the measurement for the i-th engine of the sample, 

n = the current sample number. 

Calculate for the sample the test statistic quantifying the number of non-conforming 
engines, i.e. xi ´ L: 

Then: 

5.  if the test statistic is less than or equal to the pass decision number for the sample 

size given in table 5, a pass decision is reached for the pollutant; 

6.  if the test statistic is greater than or equal to the fail decision number for the sample 

size given in table 5, a fail decision is reached for the pollutant; 

–  otherwise, an additional engine is tested according to paragraph 8.3.1. of the 

Regulation and the calculation  procedure is applied to the sample increased by one 
more unit. 

In table 5 the pass and fail decision numbers are calculated by means of the International 
Standard ISO 8422:1991. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/41

Table 5: 

Pass and Fail decision numbers of appendix 3 Sampling Plan 

Minimum sample size:  3 

Cumulative number of 
engines tested 
(sample size) 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 

Pass decision number 

Fail decision number 

- 
0 
0 
1 
1 
2 
2 
3 
3 
4 
4 
5 
5 
6 
6 
7 
8 

3 
4 
4 
5 
5 
6 
6 
7 
7 
8 
8 
9 
9 
10 
10 
11 
9 

 
 
 
 
 
 
 
L 375/42

EN

Official Journal of the European Union

27.12.2006

Annex 1 

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION 
CONCERNING THE CONDUCT OF TEST (1) 

1. 

DESCRIPTION OF ENGINE 

1.1. 
1.2. 
1.3. 
1.4. 
1.4.1.   
1.4.2.   
1.4.3.   
1.5. 
1.6. 
1.7. 
1.8. 
1.9. 
1.10. 
1.11. 
1.12. 
1.13. 
1.14. 
1.15. 
1.15.1.  
1.15.1.1. 
1.15.1.2. 
1.15.1.3. 
1.15.1.4. 
1.15.2.  
1.15.2.1. 
1.15.2.2. 
1.15.2.3. 
1.16. 
1.16.1.  
1.16.2.  

Manufacturer: ...............................................................................................................  
Manufacturer's engine code:.........................................................................................  
Cycle: four stroke / two stroke(2)  
Number and arrangement of cylinders: ........................................................................  
Bore: ......................................................................................................................mm 
Stroke: ....................................................................................................................mm 
Firing order:..................................................................................................................  
Engine capacity:  ....................................................................................................cm³ 
Volumetric compression ratio(3) :.................................................................................  
Drawing(s) of combustion chamber and piston crown:  ..............................................  
Minimum cross-sectional area of inlet and outlet ports:  .......................................cm² 
Idling speed:  ........................................................................................................min-1 
Maximum net power: ........kW at  .......................................................................min-1 
Maximum permitted engine speed: ......................................................................min-1 
Maximum net torque: ........Nm at  .......................................................................min-1 
Combustion system: compression ignition/positive ignition(2) 
Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol (1) 
Cooling system 
Liquid 
Nature of liquid:  ..........................................................................................................  
Circulating pump(s): yes/no(2) 
Characteristics or make(s) and type(s) (if applicable):.................................................  
Drive ratio(s) (if applicable): .......................................................................................  
Air 
Blower: yes/no (2) 
Characteristics or make(s) and type(s) (if applicable):.................................................  
Drive ratio(s) (if applicable):........................................................................................  
Temperature permitted by the manufacturer 
Liquid cooling: Maximum temperature at outlet: ..................................................... K 
Air cooling: ............   Reference point: ...................... 
Maximum temperature at reference point:  ............................................................... K 

1.16.3.Maximum temperature of the air at the outlet of the intake 

1.16.4. 

1.16.5.  

intercooler (if applicable) ......................................................................................... .K 
Maximum exhaust temperature at the point in the exhaust pipe(s) 
adjacent to the outer flange(s) of the exhaust manifold(s) 
or turbocharger(s):..................................................................................................... K 
Fuel temperature: min. .................K, max.  .............................................................. K 
for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator 
final stage. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/43

1.16.6.  

1.16.7.  
1.17 
1.17.1.  
1.17.2.  
1.17.3.  

1.17.4.  
1.18. 

1.19. 

2. 

III. 

2.2. 
2.2.1.   
2.2.1.1. 
2.2.1.2. 
2.2.1.3. 
2.2.1.4. 
2.2.1.5. 
2.2.1.6. 
2.2.1.7. 
2.2.1.8. 
2.2.1.9. 
2.2.1.10. 
2.2.1.11. 

2.2.2.   
2.2.2.1. 
2.2.2.2. 
2.2.2.3. 
2.2.3.   
2.2.3.1. 
2.2.4.   
2.2.4.1. 

Fuel pressure: min. ......................kPa, max.  ......................................................... kPa 
at pressure regulator final stage, NG fuelled gas engines only. 
Lubricant temperature: min. ..................K, max.  ..................................................... K 
Pressure charger: yes/no(2) 
Make:............................................................................................................................  
Type:.............................................................................................................................  
Description of the system 
(e.g. max. charge pressure, wastegate, if applicable): ..................................................  
Intercooler: yes/no (2) 
Intake system 
Maximum allowable intake depression at rated engine speed and at 100 per cent load 
as specified in and under the operating conditions 
of Regulation No. 24 .............................................................................................  kPa 
Exhaust system  
Maximum allowable exhaust back pressure at rated engine speed and at 100 per cent 
load as specified in and under the operating conditions 
of Regulation No. 24 .............................................................................................. kPa 
Exhaust system volume: ........................................................................................dm³ 

MEASURES TAKEN AGAINST AIR POLLUTION 

Device for recycling crankcase gases (description and drawings): ..............................  
................................................................... 
Additional anti-pollution devices (if any, and if not covered by another heading) 
Catalytic converter: yes/no (2) 
Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
Number of catalytic converters and elements:....................... 
Dimensions, shape and volume of the catalytic converter(s):......................................  
Type of catalytic action: ...............................................................................................  
Total charge of precious metals: ..................................................................................  
Relative concentration:.................................................................................................  
Substrate (structure and material): ...............................................................................  
Cell density:..................................................................................................................  
Type of casing for the catalytic converter(s): ...............................................................  
Location of the catalytic converter(s) (place and reference distance in the exhaust 
line):  ............................................................................................................................  
......................................................................................................................................  
Oxygen sensor: yes/no(2) 
Make(s): .......................................................................................................................  
Type:.............................................................................................................................  
Location:.......................................................................................................................  
Air injection: yes/no(2) 
Type (pulse air, air pump, etc.):  ..................................................................................  
EGR: yes/no (2)  
Characteristics (flow rate, etc.): ...................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/44

EN

Official Journal of the European Union

27.12.2006

2.2.5.   
2.2.5.1. 
2.2.5.2. 
2.2.5.3. 
2.2.5.4. 
. 
2.2.6 
2.2.6.1. 

Particulate trap: yes/no (2) 
Dimensions, shape and capacity of the particulate trap: ..............................................  
Type and design of the particulate trap: .......................................................................  
Location (reference distance in the exhaust line):........................................................  
Method or system of regeneration, description and/or drawing:..................................  
Other systems: yes/no(2) 
Description and operation: ...........................................................................................  

3. 

FUEL FEED 

3.1. 
3.1.1.   

Diesel engines 
Feed pump 
Pressure(3) : .........kPa or characteristic diagram(2): ......................................................  
Injection system 
Pump 

3.1.2.1.4. 
3.1.2.1.4.1. 
3.1.2.1.4.2. 
3.1.2.2. 
3.1.2.2.1. 
3.1.2.2.2. 
3.1.2.3. 
3.1.2.3.1. 
3.1.2.3.2. 
3.1.2.3.3. 

3.1.2.   
3.1.2.1. 
3.1.2.1.1.   Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
3.1.2.1.2. 
Delivery: ......mm³(3) per stroke at engine speed of.......min-1 at full injection, or 
3.1.2.1.3. 
characteristic diagram(2) (3): ................... 
......................................................................................................................................  
Mention the method used: On engine/on pump bench(2) 
If boost control is supplied, state the characteristic fuel delivery and boost pressure 
versus engine speed.  
Injection advance 
Injection advance curve (3):...........................................................................................  
Static injection timing (3): .............................................................................................  
Injection piping 
Length: ...................................................................................................................mm 
Internal diameter: ...................................................................................................mm 
Injector(s) 
Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
"Opening pressure": ............................................................................................kPa(3) 
or characteristic diagram (2)(3):......................................................................................  
Governor 
Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
Speed at which cut-off starts under full load:  .....................................................min-1 
Maximum no-load speed: ....................................................................................min-1 
Idling speed:  ........................................................................................................min-1 
Cold start system 
Make(s):  ......................................................................................................................  
Type(s): ........................................................................................................................  
Description: ..................................................................................................................  
Auxiliary starting aid:...................................................................................................  
Make:............................................................................................................................  

3.1.2.4. 
3.1.2.4.1. 
3.1.2.4.2. 
3.1.2.4.3. 
3.1.2.4.4. 
3.1.2.4.5. 
3.1.3. 
3.1.3.1. 
3.1.3.2. 
3.1.3.3. 
3.1.3.4. 
3.1.3.4.1. 

 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/45

3.1.3.4.2. 
3.2. 
3.2.1.   
3.2.2. 
3.2.2.1. 
3.2.2.2. 
3.2.2.3. 
3.2.2.4. 
3.2.2.5. 
3.2.2.6. 
3.2.2.7. 
3.2.3. 
3.2.3.1. 
3.2.3.2. 
3.2.3.3. 
3.2.4. 
3.2.4.1. 
3.2.4.2. 
3.2.4.3. 
3.2.4.4. 
3.2.4.5. 
3.2.4.6. 
3.2.5. 
3.2.5.1. 
3.2.5.2. 

3.2.5.3. 
3.2.5.3.1. 
3.2.5.3.2. 
3.2.5.3.3. 
3.2.5.3.4. 
3.2.5.4. 
3.2.5.4.1. 
3.2.5.4.2. 
3.2.5.4.3. 
3.2.5.5. 
3.2.5.5.1. 
3.2.5.5.2. 
3.2.5.5.3. 
3.2.6.   
3.2.6.1. 
3.2.6.1.1. 
3.2.6.1.2. 
3.2.6.1.3. 
3.2.6.1.4. 
3.2.6.2. 

Type:.............................................................................................................................  
Gas fuelled engines(6) 
Fuel: Natural gas/LPG (2) 
Pressure regulator(s) or vaporiser/pressure regulator(s) (3) 
Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
Number of pressure reduction stages: ..........................................................................  
Pressure in final stage: min................kPa, max.  ................................................... kPa 
Number of main adjustment points: ............................................................................  
Number of idle adjustment points: ..............................................................................  
Approval number according to Reg. No.:  ...................................................................  
Fuelling system: mixing unit / gas injection / liquid injection / direct injection(2) 
Mixture strength regulation: ........................................................................................  
System description and/or diagram and drawings: ......................................................  
Approval number according to Regulation No.  ..........................................................  
Mixing unit 
Number: .......................................................................................................................  
Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
Location:.......................................................................................................................  
Adjustment possibilities:..............................................................................................  
Approval number according to Regulation No.  ..........................................................  
Inlet manifold injection 
Injection: single point / multi-point (2) 
Injection : continuous / simultaneously timed / 
sequentially timed (2) 
Injection equipment 
Make(s):  ......................................................................................................................  
Type(s):  .......................................................................................................................  
Adjustment possibilities:..............................................................................................  
Approval number according to Regulation No.  ..........................................................  
Supply pump (if applicable):........................................................................................  
Make(s):  ......................................................................................................................  
Type(s):  .......................................................................................................................  
Approval number according to Regulation No.  ..........................................................  
Injector(s):  ...................................................................................................................  
Make(s):  ......................................................................................................................  
Type(s): ........................................................................................................................  
Approval number according to Regulation No.  ..........................................................  
Direct injection 
Injection pump / pressure regulator (2) 
Make(s): .......................................................................................................................  
Type(s): ........................................................................................................................  
Injection timing:  ..........................................................................................................  
Approval number according to Regulation No.  ..........................................................  
Injector(s) 

L 375/46

EN

Official Journal of the European Union

27.12.2006

3.2.6.2.1. 
3.2.6.2.2. 
3.2.6.2.3. 
3.2.6.2.4. 
3.2.7. 
3.2.7.1. 
3.2.7.2. 
3.2.7.3. 
3.2.8. 
3.2.8.1. 

3.2.8.1.1. 

Make(s):  ......................................................................................................................  
Type(s):  .......................................................................................................................  
Opening pressure or characteristic diagram (3):  ...........................................................  
Approval number according to Regulation No.  ..........................................................  
Electronic control unit (ECU) 
Make(s):  ......................................................................................................................  
Type(s):  .......................................................................................................................  
Adjustment possibilities:..............................................................................................  
NG fuel-specific equipment 
Variant 1 (only in the case of approvals of engines for several specific fuel 
compositions) 
Fuel composition: 

methane (CH4): 
ethane (C2H6): 
propane (C3H8): 
butane (C4H10): 
C5/C5+: 
oxygen (O2): 
inert (N2, He etc): 

basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 

min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 

3.2.8.1.2. 
Injector(s) 
3.2.8.1.2.1.  Make(s):  
3.2.8.1.2.2.  Type(s):  
3.2.8.1.3. 
3.2.8.2. 

Others (if applicable) 
Variant 2 (only in the case of approvals for several specific fuel compositions) 

4. 

VALVE TIMING 

4.1. 

4.2. 

Maximum lift of valves and angles of opening and closing in relation to dead centres or 
equivalent data ..................................... 
Reference and/or setting ranges (2) : ................................... 

5. 

IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY) 

5.1. 

Ignition system type: 
common coil and plugs / individual coil and plugs / coil on plug / other (specify) (2) 
Ignition control unit 

5.2. 
5.2.1.  Make(s): .............................................................. 
5.2.2.  Type(s): .............................................................. 
5.3. 
5.4. 

Ignition advance curve / advance map (2) (3) : ..................................................................... 
Ignition timing (3): ..... degrees before TDC at a speed of ....... min-1 and a MAP of 
................. kPa 
Spark plugs 

5.5. 
5.5.1.  Make(s): .............................................................. 
5.5.2.  Type(s): .............................................................. 

 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

L 375/47

5.5.3.  Gap setting: ........................................................mm 
5.6. 
5.6.1.  Make(s): .............................................................. 
5.6.2.  Type(s): .............................................................. 

Ignition coil(s) 

6. 

ENGINE-DRIVEN EQUIPMENT 

The engine must be submitted for testing with the auxiliaries needed for operating the 
engine (e.g. fan, water pump, etc.), as specified in and under the operating conditions of 
Regulation No. 24.  

6.1. 

Auxiliaries to be fitted for the test 

If it is impossible or inappropriate to install the auxiliaries on the test bench, the power 
absorbed by them must be determined and subtracted from the measured engine power 
over the whole operating area of the test cycle(s). 

6.2. 

Auxiliaries to be removed for the test 

Auxiliaries needed only for the operation of the vehicle (e.g. air compressor, air-
conditioning system etc.) must be removed for the test.  Where the auxiliaries cannot be 
removed, the power absorbed by them may be determined and added to the measured 
engine power over the whole operating area of the test cycle(s). 

7. 

ADDITIONAL INFORMATION ON TEST CONDITIONS 

Lubricant used 

7.1. 
7.1.1.  Make: ................................................................. 
7.1.2.  Type: ................................................................. 

7.2. 

(State percentage of oil in mixture if lubricant and fuel are mixed): 

..................................................... 
Engine-driven equipment  (if applicable) 
The power absorbed by the auxiliaries needs only be determined,  
– if auxiliaries needed for operating the engine, are not fitted to the engine and/or 
– if auxiliaries not needed for operating the engine, are fitted to the engine.  

7.2.1.  Enumeration and identifying details: .................................. 

7.2.2.  Power absorbed at various indicated engine speeds: 

Power absorbed (kW) at various engine speeds 
Speed A(7) Speed B(7) Speed 
C(7) 

High 
Speed 

Low 
Speed 

Ref. Speed(8)

Equipment 

Idle 

P(a) 
Auxiliaries needed 
for operating the 
engine 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/48

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Official Journal of the European Union

27.12.2006

(to be subtracted 
from measured 
engine power) 
see item 6.1. 
P(b) 

Auxiliaries not 
needed for operating 
the engine 
(to be added to 
measured engine 
power) 
see item 6.2. 

8. 

ENGINE PERFORMANCE 

8.1. 

Engine speeds (9) 

Low speed (nlo): ..................................................min-1 
High speed (nhi): .................................................min-1 

for ESC and ELR Cycles 
Idle: .................................................................min-1 
Speed A: .........................................................min-1 
Speed B: .........................................................min-1 
Speed C: .........................................................min-1 
for ETC cycle 
Reference speed: .................................................min-1 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

L 375/49

8.2. 

Engine power (measured in accordance with the provisions of Regulation No. 24) in kW 

Engine speed 

Idle 

Speed A (7) Speed B (7) Speed C (7)  Ref. Speed 
(8

)

P(m) 

Power measured on 
test bed  

P(a) 

Power absorbed by 
auxiliaries to be fitted 
for test (item 6.1) 
- 
- 

if fitted 
if not fitted 
P(b) 

Power absorbed by 
auxiliaries to be 
removed for test 
(item 6.2) 
- 
- 

if fitted 
if not fitted 
P(n) 

Net engine power  
= P(m) - P(a) + P(b) 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

8.3. 

Dynamometer settings (kW) 

The dynamometer settings for the ESC and ELR tests and for the reference cycle of the 
ETC test must be based upon the net engine power P(n) of paragraph 8.2.  It is 
recommended to install the engine on the test bed in the net condition.  In this case, 
P(m) and P(n) are identical.  If it is impossible or inappropriate to operate the engine 
under net conditions, the dynamometer settings must be corrected to net conditions 
using the above formula. 

8.3.1. 

ESC and ELR Tests 

The dynamometer settings must be calculated according to the formula in annex 4, 
appendix 1, paragraph 1.2. 

Per cent load 

10  

-- 

Idle 

Speed A 

Speed B 

Speed C 

Engine speed 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/50

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Official Journal of the European Union

27.12.2006

25  
50  
75 
100 

-- 
-- 
-- 

8.3.2. 

ETC Test  

If the engine is not tested under net conditions, the correction formula for converting the 
measured power or measured cycle work, as determined according to annex 4, appendix 
2, paragraph 2., to net power or net cycle work must be submitted by the engine 
manufacturer for the whole operating area of the cycle, and approved by the Technical 
Service. 

Footnotes: 

(1) 

(2) 

(3) 

(6) 

(7) 

(8) 

(9) 

In the case of non-conventional engines and systems, particulars equivalent to those referred 
to here must be supplied by the manufacturer. 

Strike out what does not apply. 

Specify the tolerance. 

In the case of systems laid out in a different manner, supply equivalent information (for 
paragraph 3.2). 

ESC test 

ETC test only. 

Specify the tolerance; to be within ± 3 per cent of the values declared by the manufacturer. 

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/51

1. 

2. 

3. 

4. 

Annex 1 – Appendix 1 

CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS 

Intake system depression at rated engine speed and 
at 100 per cent load: ............................................kPa 

Exhaust system back pressure at rated engine speed and 
at 100 per cent load: ............................................kPa 

Volume of exhaust system: ........................................cm³ 

Power absorbed by the auxiliaries needed for operating the engine as specified in and under 
the operation conditions of Regulation No. 24 

Equipment 

Power absorbed (kW) at various engine speeds 

Idle 

Low  High Speed Speed A(1)  Speed B  Speed C  Ref. Speed (2)

P(a) 
Auxiliaries needed 
for operating the 
engine 
(to be subtracted 
from measured 
engine power) 
see annex 1, 
item 6.1. 

(1) 
(2) 

ESC test 
ETC test only. 

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/52

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Official Journal of the European Union

27.12.2006

Annex 1 – Appendix 2 

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY 

1. 

COMMON PARAMETERS 

1.1. 

Combustion cycle: ..................................................... 

1.2. 

Cooling medium: ....................................................... 

1.3. 

Number of cylinders (1)................................................. 

1.4. 

Individual cylinder displacement: ..................................... 

1.5. 

Method of air aspiration: ............................................. 

1.6. 

Combustion chamber type/design: ....................................... 

1.7. 

1.8. 

Valve and porting - configuration, size and number: ................... 
....................................................................... 
Fuel system: .......................................................... 

1.9. 

Ignition system (gas engines): ........................................ 

1.10.  Miscellaneous features: 

- charge cooling system (1): ........................................... 
- exhaust gas recirculation (1): ....................................... 
- water injection/emulsion (1): ........................................ 
- air injection (1)..................................................... 

1.11. 

Exhaust after-treatment (1): ..................................................................... 

Proof of identical (or lowest for the parent engine) ratio: 
system capacity / fuel delivery per stroke, pursuant to diagram number(s): 
.................................................. 

2. 

ENGINE FAMILY LISTING  

2.1. 

Name of diesel engine family: ....................................... 

2.1.1.  Specification of engines within this family: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Parent Engine 

100 

Parent Engine 

100 

Engine Type 
No. of cylinders 
Rated speed  (min-1) 
Fuel delivery per stroke (mm³) 
Rated net power (kW) 
Maximum torque speed (min-

1) 

Fuel delivery per stroke (mm³) 
Maximum torque (Nm) 
Low idle speed (min-1) 
Cylinder displacement 
(in % of parent engine) 

2.2.  Name of gas engine family: ........................................... 

2.2.1 

Specification of engines within this family: 

Engine Type 
No. of cylinders 
Rated speed  (min-1) 
Fuel delivery per stroke (mm³) 
Rated net power (kW) 
Maximum torque speed (min-
1) 
Fuel delivery per stroke (mm³) 
Maximum torque (Nm) 
Low idle speed (min-1) 
Cylinder displacement 
(in % of parent engine) 
Spark timing 
EGR flow 
Air pump yes / no 
Air pump actual flow 

(1) 

If not applicable, mark "N/A" 

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/54

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Official Journal of the European Union

27.12.2006

Annex 1 - Appendix 3 

ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE 
WITHIN THE FAMILY (1) 

DESCRIPTION OF ENGINE 

Manufacturer: ................................................... 
Manufacturer's engine code: ..................................... 
Cycle: four stroke / two stroke (2)  
Number and arrangement of cylinders: ............................ 
Bore: .........................................................mm 
Stroke: .......................................................mm 
Firing order: ................................................... 
Engine capacity: .............................................cm³ 
Volumetric compression ratio (3): ................................ 
Drawing(s) of combustion chamber and piston crown: .............. 
................................................................. 
Minimum cross-sectional area of inlet and outlet ports: 
..............................................................cm² 
Idling speed: ...............................................min-1 
Maximum net power: ..................kW at ..................min-1 
Maximum permitted engine speed: .............................min-1 
Maximum net torque: .................Nm at ..................min-1 
Combustion system: compression ignition/positive ignition (2) 
Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol  (1) 
Cooling system 
Liquid 
Nature of liquid: ............................................... 
Circulating pump(s): yes/no (2) 

Characteristics or make(s) and type(s) (if applicable): ......... 
................................................................. 
Drive ratio(s) (if applicable): ................................. 
Air 
Blower: yes/no (2)  

Characteristics or make(s) and type(s) (if applicable): ......... 
................................................................. 
Drive ratio(s) (if applicable): ................................. 
Temperature permitted by the manufacturer 
Liquid cooling: Maximum temperature at outlet: .................K 
Air cooling:  Reference point: ............................... 
Maximum temperature at reference point: ....................K 
Maximum temperature of the air at the outlet of the intake intercooler (if 
applicable): ...................................K 
Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the 

1. 

1.1. 
1.2. 
1.3. 
1.4. 
1.4.1. 
1.4.2. 
1.4.3. 
1.5. 
1.6. 
1.7. 

1.8. 

1.9. 
1.10. 
1.11. 
1.12. 
1.13. 
1.14. 
1.15. 
1.15.1. 
1.15.1.1. 
1.15.1.2. 
 

1.15.1.4. 
1.15.2. 
1.15.2.1. 
? 

1.15.2.3. 
1.16. 
1.16.1. 
1.16.2. 

1.16.3. 

1.16.4. 

 
 
 
 
 
 
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outer flange(s) of the exhaust manifold(s) or turbocharger(s): 
...............................................K 
Fuel temperature:  min. ..............K,   max. ................K 
for diesel engines at injection pump inlet, for  gas fuelled engines at pressure 
regulator final stage 
Fuel pressure:  min. ..............kPa,   max. ...............kPa 
at pressure regulator final stage, NG fuelled gas engines only 
Lubricant temperature:  min. .............K,   max..............K 
Pressure charger: yes/no (2)  
Make: ........................................................... 
Type: ........................................................... 
Description of the system (e.g. max. charge pressure, wastegate, if applicable): 
.................................. 
Intercooler: yes/no (2)  
Intake system 
Maximum allowable intake depression at rated engine speed and at 100 per cent 
load as specified in and under the operating conditions of Regulation No. 24: 
.............................kPa 
Exhaust system  
Maximum allowable exhaust back pressure at rated engine speed and at 100 per 
cent load as specified in and under the operating conditions of Regulation No. 24: 
.............................kPa 
Exhaust system volume: .......................................cm³ 

MEASURES TAKEN AGAINST AIR POLLUTION 

Device for recycling crankcase gases (description and drawings): 
................................................................. 
Additional anti-pollution devices (if any, and if not covered by another heading) 
Catalytic converter: yes/no (2) 
Number of catalytic converters and elements: .................... 
Dimensions, shape and volume of the catalytic converter(s): ..... 
................................................................. 
Type of catalytic action: ....................................... 
Total charge of precious metals: ................................ 
Relative concentration: ......................................... 
Substrate (structure and material): ............................. 
Cell density: ................................................... 
Type of casing for the catalytic converter(s): .................. 
Location of the catalytic converter(s) (place and reference distance in the exhaust 
line): .................................. 
................................................................. 
Oxygen sensor: yes/no (2) 
Type: ........................................................... 
Air injection: yes/no (2) 
Type (pulse air, air pump, etc.): ............................... 

1.16.5. 

1.16.6. 

1.16.7. 
1.17. 
1.17.1. 
1.17.2. 
1.17.3. 

1.17.4. 
1.18. 

1.19. 

2. 

2.1. 

2.2. 
2.2.1. 
2.2.1.1. 
2.2.1.2. 

2.2.1.3. 
2.2.1.4. 
2.2.1.5. 
2.2.1.6. 
2.2.1.7. 
2.2.1.8. 
2.2.1.9. 

2.2.2. 
2.2.2.1. 
2.2.3. 
2.2.3.1. 

 
 
 
 
 
 
 
 
L 375/56

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2.2.4. 
2.2.4.1. 
2.2.5. 

2.2.5.1. 

2.2.5.2. 
2.2.5.3. 
2.2.5.4. 

2.2.6. 
2.2.6.1. 

3. 

3.1. 
3.1.1. 

3.1.2. 
3.1.2.1. 
3.1.2.1.1. 
3.1.2.1.2. 
3.1.2.1.3. 

3.1.2.1.4. 
3.1.2.1.4.1. 
3.1.2.1.4.2. 
3.1.2.2. 
3.1.2.2.1. 
3.1.2.2.2. 
3.1.2.3. 
3.1.2.3.1. 
3.1.2.3.2. 
3.1.2.3.3. 

3.1.2.4. 
3.1.2.4.1. 
3.1.2.4.2. 
3.1.2.4.3. 
3.1.2.4.4. 
3.1.2.4.5. 

EGR: yes/no (2)  
Characteristics (flow rate etc.): ............................... 
Particulate trap: yes/no (2) 

Dimensions, shape and capacity of the particulate trap: ......... 
................................................................. 
Type and design of the particulate trap: ........................ 
Location (reference distance in the exhaust line): .............. 
Method or system of regeneration, description and/or drawing: ... 
................................................................. 
Other systems: yes/no (2) 
Description and operation: ...................................... 

FUEL FEED 

Diesel engines 
Feed pump 
Pressure (3): ..............kPa or characteristic diagram (2): .... 
................................................................. 
Injection system 
Pump 
Make(s): ........................................................ 
Type(s): ........................................................ 
Delivery: ......mm³ (3)  per stroke at engine speed of........min-1 at full injection, or 
characteristic diagram (2) (3): ............. 
................................................................. 
Mention the method used:  On engine / on pump bench (2) 
If boost control is supplied, state the characteristic fuel delivery and boost pressure 
versus engine speed. 
Injection advance 
Injection advance curve (3): ..................................... 
Static injection timing (3): ..................................... 
Injection piping 
Length: .......................................................mm 
Internal diameter: ............................................mm 
Injector(s) 
Make(s): .......................................................  
Type(s): .......................................................  
"Opening pressure": ........................................kPa(3) 
or characteristic diagram(2) (3): ................................. 
Governor 
Make(s): .......................................................  
Type(s): ........................................................ 
Speed at which cut-off starts under full load: ..............min-1 
Maximum no-load speed: ......................................min-1 
Idling speed: ...............................................min-1 

 
 
 
 
 
 
 
 
 
 
 
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L 375/57

3.1.3. 
3.1.3.1. 
3.1.3.2. 
3.1.3.3. 
3.1.3.4. 
3.1.3.4.1. 
3.1.3.4.2. 
3.2. 
3.2.1. 
3.2.2. 
3.2.2.1. 
3.2.2.2. 
3.2.2.3. 
3.2.2.4. 
3.2.2.5. 
3.2.2.6. 
3.2.2.7. 
3.2.3. 
3.2.3.1. 
3.2.3.2. 

3.2.3.3. 
3.2.4. 
3.2.4.1. 
3.2.4.2. 
3.2.4.3. 
3.2.4.4. 
3.2.4.5. 
3.2.4.6. 
3.2.5. 
3.2.5.1. 
3.2.5.2. 
3.2.5.3. 
3.2.5.3.1. 
3.2.5.3.2. 
3.2.5.3.3. 
3.2.5.3.4. 
3.2.5.4. 
3.2.5.4.1. 
3.2.5.4.2. 
3.2.5.4.3. 
3.2.5.5. 
3.2.5.5.1. 
3.2.5.5.2. 
3.2.5.5.3. 
3.2.6. 

Cold start system 
Make(s): ........................................................ 
Type(s): ........................................................ 
Description: .................................................... 
Auxiliary starting aid: ......................................... 
Make: ........................................................... 
Type: ........................................................... 
Gas fuelled engines 
Fuel: Natural gas/LPG (2) 
Pressure regulator(s) or vaporiser/pressure regulator(s)(2) 
Make(s): ........................................................ 
Type(s): ........................................................ 
Number of pressure reduction stages: ............................ 
Pressure in final stage:  min. .........kPa,   max. ..........kPa 
Number of main adjustment points: ............................... 
Number of idle adjustment points: ............................... 
Approval number: ................................................ 
Fuelling system: mixing unit / gas injection / liquid injection / direct injection (2) 
Mixture strength regulation: .................................... 
System description and/or diagram and drawings: ................. 
................................................................. 
Approval number: ................................................ 
Mixing unit 
Number: ......................................................... 
Make(s): ........................................................ 
Type(s): ........................................................ 
Location: ....................................................... 
Adjustment possibilities: ....................................... 
Approval number: ................................................ 
Inlet manifold injection 
Injection: single point / multi-point (2) 
Injection : continuous / simultaneously timed / sequentially timed (2) 
Injection equipment 
Make(s): ........................................................ 
Type(s): ........................................................ 
Adjustment possibilities: ....................................... 
Approval number: ................................................ 
Supply pump (if applicable): .................................... 
Make(s): ........................................................ 
Type(s): ........................................................ 
Approval number: ................................................ 
Injector(s):..................................................... 
Make(s): ........................................................ 
Type(s): ........................................................ 
Approval number: ................................................ 
Direct injection 

L 375/58

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Official Journal of the European Union

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3.2.6.1. 
3.2.6.1.1. 
3.2.6.1.2. 
3.2.6.1.3. 
3.2.6.1.4. 
3.2.6.2. 
3.2.6.2.1. 
3.2.6.2.2. 
6.2.6.2.3. 

3.2.6.2.4. 
3.2.7. 
3.2.7.1. 
3.2.7.2. 
3.2.7.3. 
3.2.8. 
3.2.8.1. 

3.2.8.1.1. 

Injection pump / pressure regulator (2) 
Make(s): ........................................................ 
Type(s): ........................................................ 
Injection timing: ............................................... 
Approval number: ................................................ 
Injector(s) 
Make(s): ........................................................ 
Type(s): ........................................................ 
Opening pressure or characteristic diagram (3): .................. 
................................................................. 
Approval number: ................................................ 
Electronic control unit (ECU) 
Make(s): ........................................................ 
Type(s): ........................................................ 
Adjustment possibilities: ....................................... 
NG fuel-specific equipment 
Variant 1 (only in the case of approvals of engines for several specific fuel 
compositions) 
Fuel composition: 

methane (CH4): 
ethane (C2H6): 
propane (C3H8): 
butane (C4H10): 
C5/C5+: 
oxygen (O2): 
inert (N2, He etc): 

basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 
basis:....%mole 

min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 
min.....%mole  max.....%mole 

Injector(s) 

3.2.8.1.2. 
3.2.8.1.2.1.  Make(s): ........................................................ 
Type(s): ........................................................ 
3.2.8.1.2.2. 
Others (if applicable) 
3.2.8.1.3. 
Variant 2 (only in the case of approvals for several specific fuel compositions) 
3.2.8.2. 

4. 

VALVE TIMING 

–  Maximum lift of valves and angles of opening and closing in relation to dead 

centres of equivalent data: .................... 
................................................................. 
Reference and/or setting ranges (2) : ............................ 
................................................................. 
IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY) 

Ignition system type: common coil and plugs / individual coil and plugs / coil on 
plug / other (specify) (2) 
Ignition control unit 

4.1. 

5. 

5.1. 

5.2. 

 
 
 
 
 
 
 
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Make(s): ........................................................ 
Type(s): ........................................................ 
Ignition advance curve / advance map (2)(3): ...................... 
................................................................. 
Ignition timing (3): ...............degrees before TDC at a speed of ................ min-1 and a 
MAP of ....................... kPa 
Spark plugs 
Make(s): ........................................................ 
Type(s): ........................................................ 
Gap setting: ..................................................mm 
Ignition coil(s) 
Make(s): ........................................................ 
Type(s): ........................................................ 

5.2.1. 
5.2.2. 
(a) 

5.4. 

5.5. 
5.5.1. 
5.5.2. 
5.5.3. 
5.6. 
5.6.1. 
5.6.2. 

Footnotes 

(1) 

(2) 

(3) 

To be submitted for each engine of the family. 

Strike out what does not apply. 

Specify the tolerance. 

__________ 

 
 
 
 
 
 
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Official Journal of the European Union

27.12.2006

Annex 2A 

COMMUNICATION 

(maximum format:  A4 (210 x 297 mm)) 

issued by: 

Name of administration: 
....................... 
....................... 
....................... 

concerning: 2/ 

APPROVAL GRANTED 
APPROVAL EXTENDED 
APPROVAL REFUSED 
APPROVAL WITHDRAWN 
PRODUCTION DEFINITELY DISCONTINUED 

of a compression-ignition (C.I.) engine type, of a natural gas (NG) engine type or a positive-ignition 
(P.I.) LPG-fuelled engine type, 2/ as a separate technical unit with regard to the emission of 
pollutants pursuant to Regulation No. 49 

Approval No. ..... 

Extension No. ..... 

1. 

2. 

3. 

Trade name or mark of the engine: ..................................................................................  

Engine type: .....................................................................................................................  

Combustion type:  compression-ignition/positive-ignition 2/ 

3.1. 

Type of fuel:.....................................................................................................................  

4. 

5. 

6. 

7. 

8. 

Manufacturer's name and address: ...................................................................................  

If applicable, name and address of manufacturer's representative: 

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

Maximum allowable intake depression: .................................................................... kPa 

Maximum allowable back-pressure: .......................................................................... kPa 

Maximum permissible power absorbed by the engine-driven equipment: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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9. 

10. 

10.1. 

10.2. 

10.3. 

11. 

12. 

13. 

14. 

15. 

16. 

17. 

18. 

19. 

Intermediate:  .................kW; Rated:  .........................................................................kW 

Restrictions of use (if any): ..............................................................................................  

Emission levels of the engine/parent engine 

ESC-test (if applicable): 
CO:......................g/kWh 
THC: ...................g/kWh 
NOx: ....................g/kWh 
PT:.......................g/kWh 

ELR-test (if applicable): 
Smoke value:..........................m-1 

ETC-test (if applicable): 
CO:......................g/kWh 
THC: ...................g/kWh 
NMHC: ...............g/kWh 
CH4: ....................g/kWh 
NOx: ....................g/kWh 
PT:.......................g/kWh 

Engine submitted for tests on:..........................................................................................  

Technical service responsible for conducting the approval tests: 

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

Date of test report issued by that service: ........................................................................  

Number of test report issued by that service:...................................................................  

Site of approval mark on the engine: ...............................................................................  

Place:................................................................................................................................  

Date: ................................................................................................................................  

Signature:  ........................................................................................................................  

The following documents, bearing the approval number shown above, are annexed to 
this communication: 

One copy of annex 1 to this Regulation completed and with the drawings and diagrams 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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referred to attached. 

1/ 

Distinguishing number of the country which has 
granted/extended/refused/withdrawn approval (see approval provisions in the 
Regulation). 

2/ 

Strike out what does not apply. 

 
 
 
          
 
                      
 
 
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Annex 2B 

COMMUNICATION 

(maximum format:  A4 (210 x 297 mm)) 

issued by: 

Name of administration: 
....................... 
....................... 
....................... 

concerning: 2/ 

APPROVAL GRANTED 
APPROVAL EXTENDED 
APPROVAL REFUSED 
APPROVAL WITHDRAWN 
PRODUCTION DEFINITELY DISCONTINUED 

of a vehicle type with regard to the emission of pollutants by the engine pursuant to Regulation No. 
49 

Approval No. ... 

Extension No. ... 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

Trade name or mark of the engine: ......................................................................................  

Vehicle type: ........................................................................................................................  

Manufacturer's name and address:.......................................................................................  

If applicable, name and address of manufacturer's representative:......................................  
.............................................................................................................................................  

Maximum allowable intake depression: ........................................................................ kPa 

Maximum allowable back-pressure: ............................................................................. kPa 

Maximum permissible power absorbed by the engine-driven equipment: 

Intermediate:  . . . . . . . . . . kW;  Rated:..........................................................................kW 

8. 

Make and type of the engine:...............................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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9. 

Emission levels of the engine/parent engine 

9.1. 

9.2. 

9.3. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

17. 

18. 

ESC-test (if applicable): 
CO:......................g/kWh 
THC: ...................g/kWh 
NOx: ....................g/kWh 
PT:.......................g/kWh 

ELR-test (if applicable): 
Smoke value:..........................m-1 

ETC-test (if applicable): 
CO:......................g/kWh 
THC: ...................g/kWh 
NMHC: ...............g/kWh 
CH4: ....................g/kWh 
NOx: ....................g/kWh 
PT:.......................g/kWh 

Engine submitted for tests on: .............................................................................................  

Technical service responsible for conducting the approval tests:........................................  
.............................................................................................................................................  

Date of test report issued by that service: ............................................................................  

Number of test report issued by that service:.......................................................................  

Site of approval mark on the vehicle/engine 2/: ..................................................................  

Place:....................................................................................................................................  

Date:.....................................................................................................................................  

Signature:.............................................................................................................................  

The following documents, bearing the approval number shown above, are annexed to this 
communication: 

One copy of annex 1 to this Regulation completed and with the drawings and diagrams 
referred to attached. 

 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
           
 
                    
 
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1/  Distinguishing number of the country which has granted/extended/ refused/withdrawn 

approval (see approval provisions in the Regulation). 

2/  Strike out what does not apply. 

 
L 375/66

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Annex 3 

ARRANGEMENTS OF APPROVAL MARKS 
(See paragraph 4.6. of this Regulation) 

– 

APPROVAL “I” (Row A). 
(See paragraph 4.6.3. of this Regulation) 

Model A 

Engines approved to Row A emission limits and operating on diesel or liquefied petroleum gas 
(LPG) fuel. 

a

a 

2  E   11 

a
3

49 RI - 042439 

a = 8  mm min . 

Model B 

Engines approved to Row A emission limits and operating on natural gas (NG) fuel.  The 

suffix after the national symbol indicates the fuel qualification determined in accordance with 

paragraph 4.6.3.1. of this Regulation.  

a
3

HL t
2  E   11  49 RI - 042439 

a 

a
3

a = 8  mm min . 

a

The above approval marks affixed to an engine/vehicle show that the engine/vehicle type 

concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and 

under  approval  number  042439.    This  approval  indicates  that  the  approval  was  given  in 

accordance with the requirements of Regulation No. 49 with the 04 series of amendments 

incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.  

II. 

APPROVAL “II” (Row B1). 
(See paragraph 4.6.3. of this Regulation) 

Model C 

Engines approved to Row B1 emission limits and operating on diesel or liquefied petroleum 
gas (LPG) fuel. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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a

a 

2  E   11 

Model D 

49 RII - 042439 

a
3

Engines approved to Row B1 emission limits and operating on natural gas (NG) fuel.  The 

suffix after the national symbol indicates the fuel qualification determined in accordance with 

a = 8  mm min . 

paragraph 4.6.3.1. of this Regulation.  

a
3

H t

a

a 

2  E   11  49 RII - 042439 

a
3

a = 8  mm min . 

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type 

concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49 and 

under  approval  number  042439.    This  approval  indicates  that  the  approval  was  given  in 

accordance with the requirements of Regulation No. 49 with the 04 series of amendments 

incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation. 

– 

APPROVAL “III” (Row B2). 
(See paragraph 4.6.3. of this Regulation) 

Model E 

Engines approved to Row B2 emission limits and operating on diesel or liquefied petroleum 
gas (LPG) fuel. 

a  a 

2  E  11 

a
3

49 RIII - 042439 
a = 8  mm min . 

Model F 

Engines approved to Row B2 emission limits and operating on natural gas (NG) fuel.  The 

suffix after the national symbol indicates the fuel qualification determined in accordance with 

paragraph 4.6.3.1. of this Regulation.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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a
3

L t

a

a 

2  E   11  49 RIII - 042439 

a
3

a = 8  mm min . 

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type 

concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and 

under  approval  number  042439.    This  approval  indicates  that  the  approval  was  given  in 

accordance with the requirements of Regulation No. 49 with the 04 series of amendments 

incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation. 

– 

APPROVAL “IV” (Row C). 
(See paragraph 4.6.3. of this Regulation) 

Model G 

Engines approved to Row C emission limits and operating on diesel or liquefied petroleum gas 
(LPG) fuel. 

a

a 

2  E   11 

a
3

49 RIV - 042439 
a = 8  mm min . 

Model H 

Engines approved to Row C emission limits and operating on natural gas (NG) fuel.  The 

suffix after the national symbol indicates the fuel qualification determined in accordance with 

paragraph 4.6.3.1. of this Regulation.  

a
3

HL t
2  E   11  49 RIV - 042439 

a 

a
3

a = 8  mm min . 

a

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type 

concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49 and 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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EN

Official Journal of the European Union

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under  approval  number  042439.    This  approval  indicates  that  the  approval  was  given  in 

accordance with the requirements of Regulation No. 49 with the 04 series of amendments 

incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation. 

 
L 375/70

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– 

ENGINE/VEHICLE APPROVED TO ONE OR MORE REGULATIONS 
(See paragraph 4.7. of this Regulation) 

Model I 

a 
2 

a  E   11 

a 
3 

49 IV HL 
24 

04 2439 
03 1628 

a 
3 
a 
3 

a 
2 
a 
2 

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type 
concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49 
(emission level IV) and Regulation No. 24 1/.  The first two digits of the approval numbers 
indicate  that,  at  the  dates  when  the  respective  approvals  were  given,  Regulation  No. 49 
included the 04 series of amendments, and Regulation No. 24 the 03 series of amendments. 

_____________ 

1/ 

The second Regulation number is given merely as an example.  

_________ 

 
 
 
 
 
 
 
 
 
 
 
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Annex 4 

TEST PROCEDURE 

1. 

1.1. 

INTRODUCTION 

This annex describes the methods of determining emissions of gaseous components, 
particulates and smoke from the engines to be tested.  Three test cycles are described 
that must be applied according to the provisions of the Regulation, paragraph 5.2: 

1.1.1. 

the ESC which consists of a steady state 13-mode cycle, 

1.1.2. 

the ELR which consists of transient load steps at different speeds, which are integral 
parts of one test procedure, and are run concurrently; 

1.1.3. 

the ETC which consists of a second-by-second sequence of transient modes.  

1.2. 

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

1.3. 

Measurement principle 

The emissions to be measured from the exhaust of the engine include the gaseous 
components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test 
only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; 
methane for gas engines on the ETC test only and oxides of nitrogen), the particulates 
(diesel engines, gas engines at stage C only) and smoke (diesel engines on the ELR test 
only).  Additionally, carbon dioxide is often used as a tracer gas for determining the 
dilution ratio of partial and full flow dilution systems.  Good engineering practice 
recommends the general measurement of carbon dioxide as an excellent tool for the 
detection of measurement problems during the test run. 

1.3.1. 

ESC test 

During a prescribed sequence of warmed-up engine operating conditions the amounts 
of the above exhaust emissions must be examined continuously by taking a sample 
from the raw exhaust gas.  The test cycle consists of a number of speed and power 
modes, which cover the typical operating range of diesel engines.  During each mode 
the concentration of each gaseous pollutant, exhaust flow and power output must be 
determined, and the measured values weighted.  The particulate sample must be diluted 
with conditioned ambient air.  One sample over the complete test procedure must be 
taken, and collected on suitable filters.  The grams of each pollutant emitted per 
kilowatt-hour (kWh) must be calculated as described in appendix 1 to this annex.  
Additionally, NOx must be measured at three test points within the control area selected 

 
 
 
 
 
 
 
 
 
 
 
 
 
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by the Technical Service 1/ and the measured values compared to the values calculated 
from those modes of the test cycle enveloping the selected test points.  The NOx control 
check ensures the effectiveness of the emission control of the engine within the typical 
engine operating range. 

1.3.2. 

ELR test 

During a prescribed load response test, the smoke of a warmed-up engine must be 
determined by means of an opacimeter.  The test consists of loading the engine at 
constant speed from 10 per cent to 100 per cent load at three different engine speeds.  
Additionally, a fourth load step selected by the Technical Service 1 must be run, and the 
value compared to the values of the previous load steps.  The smoke peak must be 
determined using an averaging algorithm, as described in appendix 1 to this annex.  

1.3.3. 

ETC test 

During a prescribed transient cycle of warmed-up engine operating conditions, which is 
based closely on road-type-specific driving patterns of heavy-duty engines installed in 
trucks and buses, the above pollutants must be examined after diluting the total exhaust 
gas with conditioned ambient air.  Using the engine torque and speed feedback signals 
of the engine dynamometer, the power must be integrated with respect to time of the 
cycle resulting in the work produced by the engine over the cycle.  The concentration of 
NOx and HC must be determined over the cycle by integration of the analyser signal.  
The concentration of CO, CO2, and NMHC may be determined by integration of the 
analyser signal or by bag sampling.  For particulates, a proportional sample must be 
collected on suitable filters.  The diluted exhaust gas flow rate must be determined over 
the cycle to calculate the mass emission values of the pollutants.  The mass emission 
values must be related to the engine work to get the grams of each pollutant emitted per 
kilowatt-hour (kWh), as described in appendix 2 to this annex. 

2. 

2.1. 

2.1.1. 

TEST CONDITIONS 

Engine test conditions 

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

1/ 

The test points must be selected using approved statistical methods of randomisation. 

 
 
 
 
 
 
 
 
 
 
 
                     
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(a)  for diesel engines: 

Naturally aspirated and mechanically supercharged engines: 

7,0

F

?

Æ
ÇÇ
È

99
p

s

Ö
,××
Ø

Æ
Ç
È

T
a
298

Ö
×
Ø

Turbocharged engines with or without cooling of the intake air: 

F

?

7,0

Æ
ÇÇ
È

99
p

s

Ö
××
Ø

5,1

,

Æ
Ç
È

T
a
298

Ö
×
Ø

(b) 

for gas engines: 

F

?

6,0

2,1

Æ
ÇÇ
È

99
p

s

Ö
××
Ø

,

Æ
Ç
È

T
a
298

Ö
×
Ø

2.1.2. 

Test validity 

For a test to be recognised as valid, the parameter F must be such that: 

2.2. 

Engines with charge air cooling 

0.96 ³ F ³ 1.06 

The charge air temperature must be recorded and must be, at the speed of the declared 
maximum power and full load, within ± 5 K of the maximum charge air temperature 
specified in annex 1, appendix 1, paragraph 1.16.3.  The temperature of the cooling 
medium must be at least 293 K (20°C).  

If a test shop system or external blower is used, the charge air temperature must be 
within ± 5 K of the maximum charge air temperature specified in annex 1, 
paragraph 1.16.3. at the speed of the declared maximum power and full load.  The 
setting of the charge air cooler for meeting the above conditions must be used for the 
whole test cycle. 

2.3. 

Engine air intake system 

An engine air intake system must be used presenting an air intake restriction within ± 
100 Pa of the upper limit of the engine operating at the speed at the declared maximum 
power and full load.  

2.4. 

Engine exhaust system 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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An exhaust system must be used presenting an exhaust back pressure within ± 1000 Pa 
of the upper limit of the engine operating at the speed of declared maximum power and 
full load and a volume within ± 40 per cent of that specified by the manufacturer. 
A test shop system may be used, provided it represents actual engine operating 
conditions. The exhaust system must conform to the requirements for exhaust gas 
sampling, as set out in annex 4, appendix 4, paragraph 3.4. and in annex 4, appendix 6, 
paragraph 2.2.1., EP and paragraph 2.3.1., EP. 

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must 
have the same diameter as found in-use for at least 4 pipe diameters upstream to the 
inlet of the beginning of the expansion paragraph containing the after-treatment device. 
The distance from the exhaust manifold flange or turbocharger outlet to the exhaust 
after-treatment device must be the same as in the vehicle configuration or within the 
distance specifications of the manufacturer.  The exhaust back-pressure or restriction 
must follow the same criteria as above, and may be set with a valve.  The after-
treatment container may be removed during dummy tests and during engine mapping, 
and replaced with an equivalent container having an inactive catalyst support. 

2.5. 

Cooling system 

An engine cooling system with sufficient capacity to maintain the engine at normal 
operating temperatures prescribed by the manufacturer must be used.   

2.6 

Lubricating oil 

Specifications of the lubricating oil used for the test must be recorded and presented 
with the results of the test, as specified in annex 1, paragraph 7.1. 

2.7. 

Fuel 

The fuel must be the reference fuel specified in annexes 5, 6 or 7. 

The fuel temperature and measuring point must be specified by the manufacturer within 
the limits given in annex 1, paragraph 1.16.5.  The fuel temperature must not be lower 
than 306 K (33°C).  If not specified, it must be 311 K ± 5 K (38°C ± 5°C) at the inlet to 
the fuel supply. 

For NG and LPG fuelled engines, the fuel temperature and measuring point must be 
within the limits given in annex 1, paragraph 1.16.5. or in annex 1, appendix 3, 
paragraph 1.16.5. in cases where the engine is not a parent engine. 

2.8. 

Testing of exhaust after-treatment systems 

If the engine is equipped with an exhaust after-treatment system, the emissions 
measured on the test cycle(s) must be representative of the emissions in the field.  If 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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this cannot be achieved with one single test cycle (e.g. for particulate filters with 
periodic regeneration), several test cycles must be conducted and the test results 
averaged and/or weighted.  The exact procedure must be agreed by the engine 
manufacturer and the Technical Service based upon good engineering judgement. 

__________ 

 
L 375/76

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Annex 4 - Appendix 1 

ESC AND ELR TEST CYCLES 

1. 

1.1. 

ENGINE AND DYNAMOMETER SETTINGS 

Determination of engine speeds A, B and C 

The engine speeds A, B and C must be declared by the manufacturer in accordance with 
the following provisions: 

The high speed nhi must be determined by calculating 70 per cent of the declared 
maximum net power P(n), as determined in annex 1, appendix 1, paragraph 8.2.  The 
highest engine speed where this power value occurs on the power curve is defined as 
nhi.  

The low speed nlo must be determined by calculating  50 per cent of the declared 
maximum net power P(n), as determined in annex 1, appendix 1, paragraph 8.2.  The 
lowest engine speed where this power value occurs on the power curve is defined as nlo. 

The engine speeds A, B and C must be calculated as follows: 

Speed A 
Speed B 
Speed C 

= 
= 
= 

nlo + 25 % (nhi - nlo ) 
nlo  + 50 % (nhi - nlo ) 
nlo + 75 % (nhi - nlo) 

The engine speeds A, B and C may be verified by either of the following methods: 

(a) 

(b) 

Additional test points must be measured during engine power approval 
according to Regulation No. 24 for an accurate determination of nhi and nlo.  
The maximum power, nhi  and nlo must be determined from the power curve, 
and engine speeds A, B and C must be calculated according to the above 
provisions. 

The engine must be mapped along the full load curve, from maximum no 
load speed to idle speed, using at least 5 measurement points per 1000 min-1 
intervals and measurement points within ± 50 min-1 of the speed at declared 
maximum power.  The maximum power, nhi and nlo must be determined from 
this mapping curve, and engine speeds A, B and C must be calculated 
according to the above provisions.   

If the measured engine speeds A, B and C are within ± 3 per cent of the engine speeds 
as declared by the manufacturer, the declared engine speeds must be used for the 
emissions test.  If the tolerance is exceeded for any of the engine speeds, the measured 
engine speeds must be used for the emissions test.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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1.2. 

Determination of dynamometer settings 

The torque curve at full load must be determined by experimentation to calculate the 
torque values for the specified test modes under net conditions, as specified in annex 1, 
appendix 1, paragraph 8.2.  The power absorbed by engine-driven equipment, if 
applicable, must be taken into account.  The dynamometer setting for each test mode 
except idle must be calculated using the formula: 

if tested under net conditions 

s

?

)n(P

,

L
100

s

?

)n(P

,

L
100

-

/
))b(P)a(P(

if not tested under net conditions 

where: 

s 

= 

P(n)  = 

L 

= 

P(a)  = 

P(b)  = 

dynamometer setting, kW 

net engine power as indicated in annex 1, appendix 1, 
paragraph 8.2., kW  

per cent load as indicated in paragraph 2.7.1.,  

power absorbed by auxiliaries to be fitted as indicated  
in annex 1, appendix 1, paragraph 6.1. 

power absorbed by auxiliaries to be removed as indicated 
in annex 1, appendix 1, paragraph 6.2. 

2. 

ESC TEST RUN 

At the manufacturers request, a dummy test may be run for conditioning of the engine 
and exhaust system before the measurement cycle. 

2.1. 

Preparation of the sampling filters 

At least one hour before the test, each filter (pair) must be placed in a closed, but 
unsealed petri dish and placed in a weighing chamber for stabilisation.  At the end of 
the stabilisation period, each filter (pair) must be weighed and the tare weight must be 
recorded.  The filter (pair) must then be stored in a closed petri dish or sealed filter 
holder until needed for testing.  If the filter (pair) is not used within eight hours of its 
removal from the weighing chamber, it must be conditioned and reweighed before use. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.2. 

Installation of the measuring equipment 

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

2.3. 

Starting the dilution system and the engine 

The dilution system and the engine must be started and warmed up until all 
temperatures and pressures have stabilised at maximum power according to the 
recommendation of the manufacturer and good engineering practice. 

2.4. 

Starting the particulate sampling system 

The particulate sampling system must be started and running on by-pass.  The 
particulate background level of the dilution air may be determined by passing dilution 
air through the particulate filters.  If filtered dilution air is used, one measurement may 
be done prior to or after the test.  If the dilution air is not filtered, measurements at the 
beginning and at the end of the cycle, may be done, and the values averaged.  

2.5. 

Adjustment of the dilution ratio 

The dilution air must be set such that the temperature of the diluted exhaust gas 
measured immediately prior to the primary filter must not exceed 325 K (52°C) at any 
mode.  The dilution ratio (q) must not be less than 4. 

For systems that use CO2 or NOx concentration measurement for dilution ratio control, 
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. 

2.6. 

Checking the analysers 

The emission analysers must be set at zero and spanned. 

2.7. 

Test cycle 

2.7.1. 

The following 13-mode cycle must be followed in dynamometer operation on the test 
engine: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Mode 
Number 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 

Engine 
Speed 
idle 
A 
B 
B 
A 
A 
A 
B 
B 
C 
C 
C 
C 

Percent Load  Weighting 

Mode Length 

- 
100 
50 
75 
50 
75 
25 
100 
25 
100 
25 
75 
50 

Factor 
0.15 
0.08 
0.10 
0.10 
0.05 
0.05 
0.05 
0.09 
0.10 
0.08 
0.05 
0.05 
0.05 

4 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 
2 minutes 

2.7.2. 

Test sequence 

The test sequence must be started.  The test must be performed in the order of the mode 
numbers as set out in paragraph 2.7.1. 

The engine must be operated for the prescribed time in each mode, completing engine 
speed and load changes in the first 20 seconds.  The specified speed must be held to 
within ± 50 min-1 and the specified torque must be held to within ± 2 per cent of the 
maximum torque at the test speed.  

At the manufacturers request, the test sequence may be repeated a sufficient number of 
times for sampling more particulate mass on the filter.  The manufacturer must supply a 
detailed description of the data evaluation and calculation procedures.  The gaseous 
emissions must only be determined on the first cycle. 

2.7.3. 

Analyser response 

The output of the analysers must be recorded on a strip chart recorder or measured with 
an equivalent data acquisition system with the exhaust gas flowing through the 
analysers throughout the test cycle.  

2.7.4. 

Particulate sampling 

One pair of filters (primary and back-up filters, see annex 4, appendix 4) must be used 
for the complete test procedure.  The modal weighting factors specified in the test cycle 
procedure must be taken into account by taking a sample proportional to the exhaust 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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mass flow during each individual mode of the cycle.  This can be achieved by  
adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the 
criterion for the effective weighting factors in paragraph 5.6. is met. 

The sampling time per mode must be at least 4 seconds per 0.01 weighting factor.  
Sampling must be conducted as late as possible within each mode.  Particulate 
sampling must be completed no earlier than 5 seconds before the end of each mode. 

2.7.5. 

Engine conditions 

The engine speed and load, intake air temperature and depression, exhaust temperature 
and back pressure, fuel flow and air or exhaust flow, charge air temperature, fuel 
temperature and humidity must be recorded during each mode, with the speed and load 
requirements (see paragraph 2.7.2) being met during the time of particulate sampling, 
but in any case during the last minute of each mode. 

Any additional data required for calculation must be recorded (see paragraphs 4 and 5). 

2.7.6. 

NOx check within the control area 

The NOx check within the control area must be performed immediately upon 
completion of mode 13.  The engine must be conditioned at mode 13 for a period of 
three minutes before the start of the measurements.  Three measurements must be made 
at different locations within the control area, selected by the Technical Service 1/.  The 
time for each measurement must be 2 minutes.  

The measurement procedure is identical to the NOx measurement on the 13-mode cycle, 
and must be carried out in accordance with paragraphs 2.7.3., 2.7.5., and 4.1. of this 
appendix, and annex 4, appendix 4, paragraph 3. 

The calculation must be carried out in accordance with paragraph 4. 

2.7.7. 

Rechecking the analysers 

After the emission test a zero gas and the same span gas must be used for rechecking.  
The test will be considered acceptable if the difference between the pre-test and post-
test results is less than 2 per cent of the span gas value. 

1/  

The test points must be selected using approved statistical methods of randomisation. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
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3. 

3.1. 

ELR TEST RUN 

Installation of the measuring equipment 

The opacimeter and sample probes, if applicable, must be installed after the exhaust 
silencer or any after-treatment device, if fitted, according to the general installation 
procedures specified by the instrument manufacturer.  Additionally, the requirements of 
paragraph 10 of ISO 11614 must be observed, where appropriate. 

Prior to any zero and full scale checks, the opacimeter must be warmed up and 
stabilised according to the instrument manufacturer's recommendations.  If the 
opacimeter is equipped with a purge air system to prevent sooting of the meter optics, 
this system must also be activated and adjusted according to the manufacturer's 
recommendations. 

3.2. 

Checking of the opacimeter 

The zero and full scale checks must be made in the opacity readout mode, since the 
opacity scale offers two truly definable calibration points, namely 0 per cent opacity 
and 100 per cent opacity.  The light absorption coefficient is then correctly calculated 
based upon the measured opacity and the LA, as submitted by the opacimeter 
manufacturer, when the instrument is returned to the k readout mode for testing. 

With no blockage of the opacimeter light beam, the readout must be adjusted to 0.0 % ± 
1.0 % opacity.  With  the light being prevented from reaching the receiver, the readout 
must be adjusted to 100.0 % ± 1.0 % opacity. 

3.3. 

Test cycle 

3.3.1. 

Conditioning of the engine 

Warming up of the engine and the system must be at maximum power in order to 
stabilise the engine parameters according to the recommendation of the manufacturer.  
The preconditioning phase should also protect the actual measurement against the 
influence of deposits in the exhaust system from a former test. 
When the engine is stabilised, the cycle must be started within 20 ± 2 s after the 
preconditioning phase.  At the manufacturers request, a dummy test may be run for 
additional conditioning before the measurement cycle. 

3.3.2. 

Test sequence 

The test consists of a sequence of three load steps at each of the three engine speeds A 
(cycle 1), B (cycle 2) and C (cycle 3) determined in accordance with annex 4, 
paragraph 1.1., followed by cycle 4 at a speed within the control area and a load 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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between 10 per cent and 100 per cent, selected by the Technical Service 1/.  The 
following sequence must be followed in dynamometer operation on the test engine, as 
shown in Figure 3. 

Figure 3: 

Sequence of ELR Test 

–  The engine must be operated at engine speed A and 10 per cent load for 20 ± 2 s. 
The specified speed must be held to within ± 20 min-1 and the specified torque 
must be held to within ± 2 per cent of the maximum torque at the test speed. 

–  At the end of the previous segment, the speed control lever must be moved rapidly 
to, and held in, the wide open position for 10 ± 1 s.  The necessary dynamometer 
load must be applied to keep the engine speed within ± 150 min-1 during the first 3 
s, and within ± 20 min-1 during the rest of the segment. 

–  The sequence described in (a) and (b) must be repeated two times. 

–  Upon completion of the third load step, the engine must be adjusted to engine speed 

B and 10 per cent load within 20 ± 2 s. 

–  The sequence (a) to (c) must be run with the engine operating at engine speed B. 

–  Upon completion of the third load step, the engine must be adjusted to engine speed 

C and 10 per cent load within 20 ± 2 s. 

–  The sequence (a) to (c) must be run with the engine operating at engine speed C. 

1/  

The test points must be selected using approved statistical methods of randomisation. 

 
 
 
 
 
 
 
 
 
 
 
 
 
                     
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–  Upon completion of the third load step, the engine must be adjusted to the selected 

engine speed  and any load above 10 per cent within 20 ± 2 s. 

–  The sequence (a) to (c) must be run with the engine operating at the selected engine 

speed. 

3.4. 

Cycle validation 

The relative standard deviations of the mean smoke values at each test speed (SVA, 
SVB, SVC, as calculated in accordance with paragraph 6.3.3. of this appendix from the 
three successive load steps at each test speed) must be lower than 15 per cent of the 
mean value, or 10 per cent of the limit value shown in Table 1 of the Regulation, 
whichever is greater.  If the difference is greater, the sequence must be repeated until 3 
successive load steps meet the validation criteria. 

3.5. 

Rechecking of the opacimeter 

The post-test opacimeter zero drift value must not exceed ± 5.0 per cent of the limit 
value shown in Table 1 of the Regulation. 

4. 

4.1. 

CALCULATION OF THE GASEOUS EMISSIONS 

Data evaluation 

For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of 
each mode must be averaged, and the average concentrations (conc) of HC, CO and 
NOx  during each mode must 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. 

For the NOx check within the control area, the above requirements apply for NOx, only. 

The exhaust gas flow GEXHW or the diluted exhaust gas flow GTOTW, if used optionally, 
must be determined in accordance with annex 4, appendix 4, paragraph 2.3. 

4.2. 

Dry / Wet correction 

The measured concentration must be converted to a wet basis according to the 
following formulae, if not already measured on a wet basis. 

conc(wet) = KW * conc(dry) 

For the raw exhaust gas: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/84

EN

Official Journal of the European Union

27.12.2006

and 

K

r,W

?

Æ
ÇÇ
È

1

/

F
FH

,

G
G

FUEL

AIRD

Ö
/××
Ø

K

2W

F

FH

?

.1

969

1

-

Æ
ÇÇ
È

G
G

FUEL

AIRW

Ö
××
Ø

For the diluted exhaust gas: 

or 

K

1,e,W

?

1

/

Æ
Ç
È

HTCRAT

,

CO
200

2

%(

)wet
Ö
/×
Ø

K

1W

K

2,e,W

?

Æ
Ç
Ç
Ç
Ç
È

1

-

/
1(
HTCRAT

Ö
×
×
)dry
×
×
Ø

%(

K
)1W
,
CO
2
200

For the dilution air: 

KW,d = 1- KW1 

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

KW,a = 1- KW2 

608.1

,

H
d
,
608.1(

1000

-

)H
d

KW2 = 

608.1

,

H
a
,
608.1(

1000

-

)H
a

220.6
/

p
d

p
B

,
,

R
R

d

d

,
,

p
d
/
10

2

H

a

?

p

220.6
/

p

a

B

,
,

R
R

a

a

,
,

p
a
/
10

2

KW1 = 

H
d

?

where: 

Ha, Hd 
Rd, Ra 
pd, pa 
pB    

= g water per kg dry air 
= relative humidity of the dilution/intake air, % 
= saturation vapour pressure of the dilution/intake air, kPa 
= total barometric pressure, kPa 

4.3. 

Nox Correction for humidity and temperature 

As the NOx emission depends on ambient air conditions, the NOx concentration must 
be corrected for ambient air temperature and humidity with the factors given in the 
following formulae: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/85

K

D,H

?

1

-

,
H(A

a

/

1
)71.10

-

,
T(B
a

/

)298

with: 

A  = 
B  = 
Ta =  
Ha =  

0.309 GFUEL/GAIRD -0.0266  
-0.209 GFUEL/GAIRD +0.00954  
temperature of the air, K 
humidity of the intake air, g water per kg dry air in which: 

H

a

?

p

220
.6
/
p

a

B

,
,

R
R

a

a

,
,

p
a
10

/

2

Ra = relative humidity of the intake air, % 
ʼa = saturation vapour pressure of the intake air, kPa 
ʼB = total barometric pressure, kPa 

4.4. 

Calculation of the emission mass flow rates 

The emission mass flow rates (g/h) for each mode must be calculated as follows, 
assuming the exhaust gas density to be 1.293 kg/m³ at 273 K (0°C) and 101.3 kPa: 

(1)  

(2)  

(3)  

NOx mass 

= 0.001587 * NOx conc * KH,D * GEXHW 

COmass 

= 0.000966 * COconc  * GEXHW 

HCmass 

= 0.000479 * HCconc * GEXHW 

where NOx conc, COconc, HCconc 1/ are the average concentrations (ppm) in the raw 
exhaust gas, as determined in paragraph 4.1. 

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

(1)  

(2)  

(3)  

NOx mass 

= 0.001587 * NOx conc * KH,D * GTOTW 

COmass 

= 0.000966 * COconc  * GTOTW 

HCmass 

= 0.000479 * HCconc* GTOTW 

where NOx conc, COconc, HCconc 1/ are the average background corrected concentrations 
(ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2, 
paragraph 4.3.1.1. 

1/  

Based on C1 equivalent. 

 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
L 375/86

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Official Journal of the European Union

27.12.2006

4.5. 

Calculation of the specific emissions 

The emissions (g/kWh) must be calculated for all individual components in the 
following way: 

NO

x

?

Å

NO

,x
)n(P
i

mass
,

Å

,

WF
i

WF
i

CO

?

Å
Å

CO
mass
)n(P
i

,
,

WF
i
WF
i

HC

?

Å
Å

HC
mass
)n(P
i

,
,

WF
i
WF
i

The weighting factors (WF) used in the above calculation are according to 
paragraph 2.7.1. 

4.6. 

Calculation of the area control values 

For the three control points selected according to paragraph 2.7.6., the NOx emission 
must be measured and calculated according to paragraph 4.6.1. and also determined by 
interpolation from the modes of the test cycle closest to the respective control point 
according to paragraph 4.6.2.  The measured values are then compared to the 
interpolated values according to paragraph 4.6.3. 

4.6.1. 

Calculation of the specific emission 

The NOx emission for each of the control points (Z) must be calculated as follows: 

NOx mass,Z  = 

0.001587 * NOx conc,Z * KH,D * GEXHW 

NOx,Z 

= 

NOx mass,Z / P(n)Z    

4.6.2. 

Determination of the emission value from the test cycle  

The NOx emission for each of the control points must be interpolated from the four 
closest modes of the test cycle that envelop the selected control point Z as shown in 
Figure 4.  For these modes (R, S, T, U), the following definitions apply: 

  Speed(R) = Speed(T) = nRT 
  Speed(S) = Speed(U) = nSU 
  Per cent load(R) = Per cent load(S) 
  Per cent load(T) = Per cent load(U). 

The NOx emission of the selected control point Z must be calculated as follows: 

EZ  =  ERS + (ETU - ERS) · (MZ - MRS) / (MTU - MRS) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/87

and: 

where: 

ETU  =  ET + (EU - ET) · (nZ - nRT) / (nSU - nRT) 
ERS  =  ER + (ES - ER) · (nZ - nRT) / (nSU - nRT) 
MTU  =  MT + (MU - MT) · (nZ - nRT) / (nSU - nRT) 
MRS  =  MR + (MS - MR) · (nZ - nRT) / (nSU - nRT) 

ER, ES, ET, EU  = 

specific NOx emission of the enveloping modes calculated in 
accordance with paragraph 4.6.1. 

MR, MS, MT, MU  =  engine torque of the enveloping modes 

Figure 4: 

Interpolation of NOx Control Point 

4.6.3. 

Comparison of NOx emission values  

The measured specific NOx  emission of the control point Z (NOx,Z) is compared to the 
interpolated value (EZ) as follows: 

NOx,diff = 100 * (NOx,z - Ez) / Ez 

CALCULATION OF THE PARTICULATE EMISSION 

Data evaluation 

5. 

5.1. 

For the evaluation of the particulates, the total sample masses (MSAM,i) through the 
filters must be recorded for each mode. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/88

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Official Journal of the European Union

27.12.2006

The filters must be returned to the weighing chamber and conditioned for at least one 
hour, but not more than 80 hours, and then weighed.  The gross weight of the filters 
must be recorded and the tare weight (see paragraph 1 of this appendix) subtracted.  
The particulate mass Mf is the sum of the particulate masses collected on the primary 
and back-up filters. 

If background correction is to be applied, the dilution air mass (MDIL) through the filters 
and the particulate mass (Md) must be recorded.  If more than one measurement was 
made, the quotient Md/MDIL must be calculated for each single measurement and the 
values averaged. 

5.2. 

Partial flow dilution system 

The final reported test results of the particulate emission must be determined through 
the following steps.  Since various types of dilution rate control may be used, different 
calculation methods for GEDFW apply.  All calculations must be based upon the average 
values of the individual modes during the sampling period. 

5.2.1. 

Isokinetic systems 

GEDFW,i  =  GEXHW,i * qI 

q

i

?

G

DILW

i,
*
G

-

*
G

EXHW

i,

EXHW
,

i,

+r

,

+

r

where r corresponds to the ratio of the cross sectional areas of the isokinetic probe and 
the exhaust pipe: 

r

?

A

p

A

r

5.2.2. 

Systems with measurement of CO2 or NOx concentration  

G

EDFW

i,

?

G

EXHW

i,

q*

i

q

i

?

conc

E i
,

conc

D

1
,

/

/

conc

A i
,

conc

A

1
,

where: 

concE  = wet concentration of the tracer gas in the raw exhaust 
concD  = wet concentration of the tracer gas in the diluted exhaust 
concA  = wet concentration of the tracer gas in the dilution air 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/89

Concentrations measured on a dry basis must be converted to a wet basis according to 
paragraph 4.2. of this appendix. 

5.2.3. 

Systems with CO2 measurement and carbon balance method 1/  

G

EDFW

i,

?

5.206

/

G

FUEL

i,

CO

i,D2

/

CO

i,A2

where: 

CO2D  =  CO2 concentration of the diluted exhaust 
CO2A  =  CO2 concentration of the dilution air  
(concentrations in Vol % on wet basis) 

This equation is based upon the carbon balance assumption (carbon atoms supplied to 
the engine are emitted as CO2) and determined through the following steps: 

G

EDFW

i,

?

G

EXHW

i,

q*

i

q

i

?

5.206

,

G

G

i,EXW

CO(*

i,D2

FUEL
/

i,
CO

)

i,A2

and, 

5.2.4. 

Systems with flow measurement 

G

EDFW

i,

?

G

EXHW

i,

q*

i

q

i

?

G

G(

TOTW

i,

TOTW
/

i,
G

DILW

i,

)

5.3. 

Full flow dilution system 

The reported test results of the particulate emission must be determined through the 
following steps.  All calculations must be based upon the average values of the 
individual modes during the sampling period. 

5.4. 

Calculation of the particulate mass flow rate 

GEDFW,i   =  GTOTW,i 

The particulate mass flow rate must be calculated as follows: 

1/  

The value is only valid for the reference fuel specified in the Regulation. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
L 375/90

EN

Official Journal of the European Union

27.12.2006

PT

mass

?

f

,

M
M

SAM

G
EDFW
1000

where: 

i=1,...n 

G

EDFW

?

?
i n

Å

i

?

1

G

, *

EDFW i

WF
i

M

SAM

?

?
i n

Å

i

?

1

M

,
SAM i

determined over the test cycle by summation of the average values of the individual 
modes during the sampling period. 

The particulate mass flow rate may be background corrected as follows: 

PT

mass

?

É
Ê
Ê
Ë

f

/

M
M

SAM

Æ
ÇÇ
È

M
M

d

,

DIL

Æ
Ç
È

?
i n

Æ
Å 1
Ç
È

?
i n

/

1
DF
i

Ö
× ,
Ø

WF
1

Ö
×
Ø

Ö
××
Ø

Ù
Ú
Ú
Û

,

G
EDFW
1000

If more than one measurement is made, (Md/MDIL) must be replaced with the average 
value of (Md/MDIL). 

DFi = 13.4/(conc CO2 + (conc CO + conc HC)*10-4)) 
or, 

for the individual modes 

DFi = 13.4/concCO2 

for the individual modes 

5.5. 

Calculation of the specific emission 

The particulate emission must be calculated in the following way: 

PT

?

5.6. 

Effective weighting factor 

PT
Å ( )
P n

mass
,

i

WF
i

The effective weighting factor WFE,i for each mode must be calculated in the following 
way: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/91

WF

E i
,

?

M
M

SAM i
,
,

SAM

,

G

EDFW

G

EDFW i
,

The value of the effective weighting factors must be within ± 0.003 (0.005 for the idle 
mode) of the weighting factors listed in paragraph 2.7.1. 

6. 

6.1. 

CALCULATION OF THE SMOKE VALUES 

Bessel algorithm 

The Bessel algorithm must be used to compute the 1 s average values from the 
instantaneous smoke readings, converted in accordance with paragraph 6.3.1.  The 
algorithm emulates a low pass second order filter, and its use  requires iterative 
calculations to determine the coefficients.  These coefficients are a function of the 
response time of the opacimeter system and the sampling rate.  Therefore, 
paragraph 6.1.1. must be repeated whenever the system response time and/or sampling 
rate changes. 

6.1.1. 

Calculation of filter response time and Bessel constants 

The required Bessel response time (tF) is a function of the physical and electrical 
response times of the opacimeter system, as specified in annex 4, appendix 4, 
paragraph 5.2.4., and must be calculated by the following equation: 

where: 

tp 
te 

= 
= 

t
f

?

1

/

2
(
t
p

-

2
) 
t
e

physical response time, s 
electrical response time, s  

The calculations for estimating the filter cut-off frequency (fc) are based on a step input 
of 0 to 1 in  ³ 0.01s (see annex 8).  The response time is defined as the time between 
when the Bessel output reaches 10 per cent (t10) and when it reaches 90 per cent (t90) of 
this step function.  This must be obtained by iterating on fc until t90 - t10  tf.  The first 
iteration for fc is given by the following formula : 

fc = ̸ / (10 * tF) 

The Bessel constants E and K must be calculated by the following equations: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/92

EN

Official Journal of the European Union

27.12.2006

E

?

1

-

Y

,

1
,
3

D

-

,
D

2

Y

K = 2 * E * (D * Ȭ2 - 1) - 1 

where: 

D 
Țt 
Ȭ 

= 
= 
= 

0.618034  
1 / sampling rate 
1 / [tan(̸ * Țt * fc )] 

6.1.2. 

Calculation of the Bessel Algorithm 

Using the values of E and K, the 1 s Bessel averaged response to a step input Si must be 
calculated as follows: 

Yi-1 + E * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + K * (Yi-1 - Yi-2) 

Yi 

= 

where: 

Si-2 = Si-1 = 0 
Si 
= 1 
Yi-2 =  Yi-1 = 0 

The times t10 and t90 must be interpolated.  The difference in time between t90 and t10 
defines the response time tF for that value of fc.  If this response time is not close 
enough to the required response time, iteration must be continued until the actual 
response time is within 1 per cent of the required response as follows: 

t(

90

/

)t
10

/

t
F



01,0

,

t
F

6.2 

Data evaluation 

The smoke measurement values must be sampled with a minimum rate of 20 Hz. 

6.3 

Determination of smoke 

6.3.1 

Data conversion 

Since the basic measurement unit of all opacimeters is transmittance, the smoke values 
must be converted from transmittance (ő) to the light absorption coefficient (k) as 
follows: 

k

/?

1
L
A

,

Æ
1ln
Ç
È

/

N
100

Ö
×
Ø

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

L 375/93

and: 

where: 

= 
k 
LA  = 

N 
ő 

= 
= 

N = 100 - ő 

light absorption coefficient, m-1 
effective optical path length, as submitted by instrument  
manufacturer, m 
opacity, % 
transmittance, % 

The conversion must be applied, before any further data processing is made. 

6.3.2 

Calculation of Bessel averaged smoke 

The proper cut-off frequency fc is the one that produces the required filter response time 
tf.  Once this frequency has been determined through the iterative process of 
paragraph 6.1.1., the proper Bessel algorithm constants E and K must be calculated.  
The Bessel algorithm must then be applied to the instantaneous smoke trace (k-value), 
as described in paragraph 6.1.2: 

Yi 

= 

Yi-1 + E * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + K * (Yi-1 - Yi-2) 

The Bessel algorithm is recursive in nature.  Thus, it needs some initial input values of  
Si-1 and Si-2 and initial output values Yi-1 and Yi-2 to get the algorithm started.  These 
may be assumed to be 0. 

For each load step of the three speeds A, B and C, the maximum 1s value Ymax must 
be selected from the individual Yi values of each smoke trace. 

6.3.3 

Final result 

The mean smoke values (SV) from each cycle (test speed) must be calculated as 
follows: 

For test speed A: 

SVA 

=   (Ymax1,A + Ymax2,A + Ymax3,A) / 3 

For test speed B: 

SVB 

=   (Ymax1,B + Ymax2,B + Ymax3,B) / 3 

For test speed C: 

SVC 

=   (Ymax1,C + Ymax2,C + Ymax3,C) / 3 

where: 

Ymax1, Ymax2, Ymax3 = highest 1 s Bessel averaged smoke value at each of the three load 

steps  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/94

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Official Journal of the European Union

27.12.2006

The final value must be calculated as follows: 

SV 

= 

(0.43 * SVA) + (0.56 * SVB) + (0.01 * SVC) 

__________ 

 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/95

Annex 4 - Appendix 2 

ETC TEST CYCLE 

1. 

ENGINE MAPPING PROCEDURE 

1.1. 

Determination of the mapping speed range 

For generating the ETC on the test cell, the engine needs to be mapped prior to the test 
cycle for determining the speed vs. torque curve.  The minimum and maximum mapping 
speeds are defined as follows: 

Minimum mapping speed  =  idle speed  

Maximum mapping speed  =  nhi * 1.02 or speed where full load torque drops off to 

zero, whichever is lower 

1.2. 

Performing the engine power map 

The engine must be warmed up at maximum power in order to stabilise the engine 
parameters according to the recommendation of the manufacturer and good engineering 
practice.  When the engine is stabilised, the engine map must be performed as follows: 

The engine must be unloaded and operated at idle speed. 

The engine must be operated at full load setting of the injection pump at minimum 
mapping speed. 
The engine speed must be increased at an average rate of 
8 ± 1 min-1/s from minimum to maximum mapping speed.  Engine speed and torque 
points must be recorded at a sample rate of a least one point per second. 

1.3. 

Mapping curve generation 

All data points recorded under paragraph 1.2. must be connected using linear 
interpolation between points.  The resulting torque curve is the mapping curve and must 
be used to convert the normalised torque values of the engine cycle into actual torque 
values for the test cycle, as described in paragraph 2. 

1.4. 

Alternate mapping 

If a manufacturer believes that the above mapping techniques are unsafe or 
unrepresentative for any given engine, alternate mapping techniques may be used.  
These alternate techniques must satisfy the intent of the specified mapping procedures to 
determine the maximum available torque at all engine speeds achieved during the test 
cycles.  Deviations from the mapping techniques specified in this paragraph for reasons 
of safety or representativeness must be approved by the Technical Service along with 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/96

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Official Journal of the European Union

27.12.2006

the justification for their use.  In no case, however, must descending continual sweeps of 
engine speed be used for governed or turbocharged engines. 

1.5. 

Replicate tests 

An engine need not be mapped before each and every test cycle.  An engine must be 
remapped prior to a test cycle if: 

–  an unreasonable amount of time has transpired since the last map, as determined by 

engineering judgement, 

or, 

–  physical changes or recalibrations have been made to the engine, which may 

potentially affect engine performance. 

2. 

GENERATION OF THE REFERENCE TEST CYCLE 

The transient test cycle is described in appendix 3 to this annex.  The normalised values 
for torque and speed must be changed to the actual values, as follows, resulting in the 
reference cycle. 

2.1. 

Actual speed 

The speed must be unnormalised using the following equation: 

Actual speed = % speed (reference speed - idle speed) + idle speed 

100 

The reference speed (nref) corresponds to the 100 per cent speed values specified in the 
engine dynamometer schedule of appendix 3.  It is defined as follows (see Figure 1 of 
the Regulation): 

nref = nlo + 95 % * (nhi - nlo) 

where nhi and nlo are either specified according to the Regulation, paragraph 2 or 
determined according to annex 4, appendix 1, paragraph 1.1. 

2.2. 

Actual torque 

The torque is normalised to the maximum torque at the respective speed.  The torque 
values of the reference cycle must be unnormalised, using the mapping curve 
determined according to section 1.3, as follows: 

Actual torque

?

%

torque

,

max.

torque

100

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

L 375/97

for the respective actual speed as determined in paragraph 2.1. 

The negative torque values of the motoring points ("m") must take on, for purposes of 
reference cycle generation, unnormalised values determined in either of the following 
ways: 

–  negative 40 per cent of the positive torque available at the associated speed point; 

–  mapping of the negative torque required to motor the engine from minimum to 

maximum mapping speed; 

–  determination of the negative torque required to motor the engine at idle and 

reference speeds and linear interpolation between these two points.  

2.3. 

Example of the unnormalisation procedure 

As an example, the following test point must be unnormalised: 

% speed  =  43 
% torque  =  82   

Given the following values: 

reference speed 
idle speed 

=  2200 min-1 
=   600 min-1 

results in, 

actual speed 

actual torque 

= 

= 

43

,

(
2200
100

/

)600

-

600

?

1288

min

/

1

82

,

700

100

?

574

Nm

where the maximum torque observed from the mapping curve at 1288 min-1 is 700 Nm. 

3. 

EMISSIONS TEST RUN 

At the manufacturers request, a dummy test may be run for conditioning of the engine 
and exhaust system before the measurement cycle. 

NG and LPG fuelled engines must be run-in using the ETC test.  The engine must be 
run over a minimum of two ETC cycles and until the CO emission measured over one 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/98

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Official Journal of the European Union

27.12.2006

ETC cycle does not exceed by more than 10 per cent the CO emission measured over 
the previous ETC cycle. 

3.1. 

Preparation of the sampling filters (if applicable) 

At least one hour before the test, each filter (pair) must be placed in a closed, but 
unsealed petri dish and placed in a weighing chamber for stabilisation.  At the end of the 
stabilisation period, each filter (pair) must be weighed and the tare weight must be 
recorded.  The filter (pair) must then be stored in a closed petri dish or sealed filter 
holder until needed for testing.  If the filter (pair) is not used within eight hours of its 
removal from the weighing chamber, it must be conditioned and reweighed before use. 

3.2. 

Installation of the measuring equipment 

The instrumentation and sample probes must be installed as required.  The tailpipe must 
be connected to the full flow dilution system. 

3.3. 

Starting the dilution system and the engine 

The dilution system and the engine must be started and warmed up until all temperatures 
and pressures have stabilised at maximum power according to the recommendation of 
the manufacturer and good engineering practice. 

3.4. 

Starting the particulate sampling system (if applicable) 

The particulate sampling system must be started and running on by-pass.  The 
particulate background level of the dilution air may be determined by passing dilution 
air through the particulate filters.  If filtered dilution air is used, one measurement may 
be done prior to or after the test.  If the dilution air is not filtered, measurements at the 
beginning and at the end of the cycle, may be done, and the values averaged.  

3.5. 

Adjustment of the full flow dilution system 

The total diluted exhaust gas flow must be set to eliminate water condensation in the 
system, and to obtain a maximum filter face temperature of 325 K (52°C) or less (see 
annex 4, appendix 6, paragraph 2.3.1., DT). 

3.6. 

Checking the analysers 

The emission analysers must be set at zero and spanned.  If sample bags are used, they 
must be evacuated. 

3.7. 

Engine starting procedure 

The stabilised engine must be started according to the manufacturer's recommended 
starting procedure in the owner's manual, using either a production starter motor or the 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Official Journal of the European Union

L 375/99

dynamometer.  Optionally, the test may start directly from the engine preconditioning 
phase without shutting the engine off, when the engine has reached the idle speed. 

3.8. 

Test cycle 

3.8.1. 

Test sequence 

The test sequence must be started, if the engine has reached idle speed.  The test must be 
performed according to the reference cycle as set out in paragraph 2 of this appendix.  
Engine speed and torque command set points must be issued at 5 Hz (10 Hz 
recommended) or greater.  Feedback engine speed and torque must be recorded at least 
once every second during the test cycle, and the signals may be electronically filtered. 

3.8.2. 

Analyser response 

At the start of the engine or test sequence, if the cycle is started directly from the 
preconditioning,, the measuring equipment must be started, simultaneously: 

–  start collecting or analysing dilution air; 
–  start collecting or analysing diluted exhaust gas; 
–  start measuring the amount of diluted exhaust gas (CVS) and the required 

temperatures and pressures; 

–  start recording the feedback data of speed and torque of the dynamometer. 

HC and NOx must be measured continuously in the dilution tunnel with a frequency of 2 
Hz.  The average concentrations must be determined by integrating the analyser signals 
over the test cycle.  The system response time must be no greater than 20 s, and must be 
coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if 
necessary.  CO, CO2, NMHC and CH4 must be determined by integration or by 
analysing the concentrations in the sample bag, collected over the cycle.  The 
concentrations of the gaseous pollutants in the dilution air must be determined by 
integration or by collecting into the background bag.  All other values must be recorded 
with a minimum of one measurement per second (1 Hz). 

3.8.3. 

Particulate sampling (if applicable) 

At the start of the engine or test sequence, if the cycle is started directly from the 
preconditioning, the particulate sampling system must be switched from by-pass to 
collecting particulates.  

If no flow compensation is used, the sample pump(s) must be adjusted so that the flow 
rate through the particulate sample probe or transfer tube is maintained at a value within 
± 5 per cent of the set flow rate.  If flow compensation (i.e., proportional control of 
sample flow) is used, it must be demonstrated that the ratio of main tunnel flow to 
particulate sample flow does not change by more than ± 5 per cent of its set value 
(except for the first 10 seconds of sampling). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/100

EN

Official Journal of the European Union

27.12.2006

Note: 

For double dilution operation, sample flow is the net difference between the 

flow rate through the sample filters and the secondary dilution air flow rate. 

The average temperature and pressure at the gas meter(s) or flow instrumentation inlet 
must be recorded.  If the set flow rate cannot be maintained over the complete cycle 
(within ± 5 per cent) because of high particulate loading on the filter, the test must be 
voided.  The test must be rerun using a lower flow rate and/or a larger diameter filter. 

3.8.4. 

Engine stalling 

If the engine stalls anywhere during the test cycle, the engine must be preconditioned 
and restarted, and the test repeated.  If a malfunction occurs in any of the required test 
equipment during the test cycle, the test must be voided. 

3.8.5. 

Operations after test 

At the completion of the test, the measurement of the diluted exhaust gas volume, the 
gas flow into the collecting bags and the particulate sample pump must be stopped.  For 
an integrating analyser system, sampling must continue until system response times 
have elapsed. 

The concentrations of the collecting bags, if used, must be analysed as soon as possible 
and in any case not later than 20 minutes after the end of the test cycle. 

After the emission test, a zero gas and the same span gas must be used for re-checking 
the analysers.  The test will be considered acceptable if the difference between the pre-
test and post-test results is less than 2 per cent of the span gas value. 

For diesel engines only, the particulate filters must be returned to the weighing chamber 
no later than one hour after completion of the test and must be conditioned in a closed, 
but unsealed petri dish for at least one hour, but not more than 80 hours before 
weighing. 

3.9. 

Verification of the test run 

3.9.1. 

Data shift 

To minimise the biasing effect of the time lag between the feedback and reference cycle 
values, the entire engine speed and torque feedback signal sequence may be advanced or 
delayed in time with respect to the reference speed and torque sequence.  If the feedback 
signals are shifted, both speed and torque must be shifted the same amount in the same 
direction. 

3.9.2. 

Calculation of the cycle work 

 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/101

The actual cycle work Wact (kWh) must be calculated using each pair of engine feedback 
speed and torque values recorded.  This must be done after any feedback data shift has 
occurred, if this option is selected.  The actual cycle work Wact is used for comparison to 
the reference cycle work Wref and for calculating the brake specific emissions (see 
paragraphs 4.4. and 5.2).  The same methodology must be used for integrating both 
reference and actual engine power.  If values are to be determined between adjacent 
reference or adjacent measured values, linear interpolation must be used. 

In integrating the reference and actual cycle work, all negative torque values must be set 
equal to zero and included.  If integration is performed at a frequency of less than 5 
Hertz, and if, during a given time segment, the torque value changes from positive to 
negative or negative to positive, the negative portion must be computed and set equal to 
zero.  The positive portion must be included in the integrated value. 

Wact must be between -15 % and + 5 % of Wref. 

3.9.3. 

Validation statistics of the test cycle 

Linear regressions of the feedback values on the reference values must be performed for 
speed, torque and power.  This must be done after any feedback data shift has occurred, 
if this option is selected.  The method of least squares must be used, with the best fit 
equation having the form: 

where: 

y  =  mx + b 

y   =  feedback (actual) value of speed (min-1), torque (Nm), 

or power (kW) 

m  =  slope of the regression line 
x   =  reference value of speed (min-1) , torque (Nm), or power (kW) 
b   =  y intercept of the regression line 

The standard error of estimate (SE) of y on x and the coefficient of determination (r²) 
must be calculated for each regression line. 

It is recommended that this analysis be performed at 1 Hertz.  All negative reference 
torque values and the associated feedback values must be deleted from the calculation of 
cycle torque and power validation statistics.  For a test to be considered valid, the 
criteria of table 6 must be met. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/102

EN

Official Journal of the European Union

27.12.2006

Table 6:  Regression line tolerances 

Standard error of estimate (SE) 
of Y on X 

Speed 

Torque 

max 100 min-1  max 13 % (15 %) of 

power map maximum 
engine torque 

Slope of the regression line, m 

0.95 to 1.03 

0.83 - 1.03 

Coefficient of determination, r²  min 0.9700 

Y intercept of the regression 
line, b 

(min 0.9500)  
± 50 min-1 

min 0.8800 
(min 0.7500)  
± 20 Nm or ± 2 % 
(± 20 Nm or ± 3 %) of 
max torque whichever 
is greater 

Power 
max 8% (15 %) of 
power map 
maximum engine 
power  
0.89 - 1.03 
(0.83 - 1.03)  
min 0.9100 
(min 0.7500)  
± 4 kW or ± 2 % 
(± 4 Kw or ± 3 %) 
of max power 
whichever is greater

The figures shown in brackets may be used for the type-approval testing of gas engines 
until 1 October 2005. 

Table 7: 

Permitted Point Deletions From Regression Analysis 

Points to be deleted 
Torque and/or power 
Full load and torque feedback ® torque reference 
No load, not an idle point, and torque feedback > torque reference  Torque and/or power 
No load/closed throttle, idle point and speed > reference idle speed  Speed and/or power 

Condition 

4. 

CALCULATION OF THE GASEOUS EMISSIONS 

4.1. 

Determination of the diluted exhaust gas flow 

The total diluted exhaust gas flow over the cycle (kg/test) must be calculated from the 
measurement values over the cycle and the corresponding calibration data of the flow 
measurement device (V0 for PDP or KV for CFV, as determined in annex 4, appendix 5, 
paragraph 2.).  The following formulae must be applied, if the temperature of the diluted 
exhaust is kept constant over the cycle by using a heat exchanger (± 6 K for a PDP-
CVS, ± 11 K for a CFV-CVS, see annex 4, appendix 6, paragraph 2.3.).    

For the PDP-CVS system 

MTOTW =   1.293 * V0 * NP * (pB - p1) * 273 / (101.3 * T) 

where: 

MTOTW =  mass of the diluted exhaust gas on wet basis over the cycle, kg 
V0  = volume of gas pumped per revolution under test conditions, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/103

m³/rev 

NP  = total revolutions of pump per test 
pB 
p1 
T 

= atmospheric pressure in the test cell, kPa 
= pressure depression below atmospheric at pump inlet, kPa 
= average temperature of the diluted exhaust gas at pump inlet 

over the cycle, K 

For the CFV-CVS system 

MTOTW = 1.293 * t * Kv * pA / T 0.5 

where: 

MTOTW =  mass of the diluted exhaust gas on wet basis over the cycle, kg 
t 
KV  = calibration coefficient of the critical flow venturi 

= cycle time, s 

for standard conditions,  

pA 
T 

= absolute pressure at venturi inlet, kPa 
= absolute temperature at venturi inlet, K 

If a system with flow compensation is used (i.e. without heat exchanger), the 
instantaneous mass emissions must be calculated and integrated over the cycle.  In this 
case, the instantaneous mass of the diluted exhaust gas must be calculated as follows. 

For the PDP-CVS system: 

MTOTW,i = 1.293 * V0 * NP,i * (pB - p1) * 273 / (101.3 B T) 

where: 

MTOTW,i  = instantaneous mass of the diluted exhaust gas on wet basis, kg 
NP,i 

= total revolutions of pump per time interval 

For the CFV-CVS system: 

MTOTW,i  = 1.293 * Țti * KV * pA / T 0.5  

where: 

MTOTW,i  = instantaneous mass of the diluted exhaust gas on wet basis, kg 
Țti 

= time interval, s 

If the total sample mass of particulates (MSAM) and gaseous pollutants exceeds 0.5 per 
cent of the total CVS flow (MTOTW), the CVS flow must be corrected for MSAM or 
the particulate sample flow must be returned to the CVS prior to the flow measuring 
device (PDP or CFV). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/104

EN

Official Journal of the European Union

27.12.2006

4.2. 

NOx correction for humidity 

As the NOx emission depends on ambient air conditions, the NOx concentration must be 
corrected for ambient air humidity with the factors given in the following formulae. 

(a)  for diesel engines: 

K

D,H

?

1

/

.0

0182

K

G,H

?

1

/

.0

0329

1
,
H(

a

1
,
H(

a

/

)71.10

/

)71.10

(b)  for gas engines: 

where: 

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

in which: 

H
a

?

220.6
/

p
a

p
B

,
,

R
R

a

a

,
,

p
a
/
10

2

Ra   =  relative humidity of the intake air, % 
pa   =  saturation vapour pressure of the intake air, kPa 
pB   =  total barometric pressure, kPa 

4.3. 

Calculation of the emission mass flow 

4.3.1. 

Systems with constant mass flow 

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

(1) NOx mass 

= 0.001587 · NOx conc · KH,D · MTOTW  

(diesel engines) 

(2) NOx mass 

= 0.001587 · NOx conc · KH,G · MTOTW  

(gas engines) 

(3) CO mass 

= 0.000966 · CO conc  · MTOTW 

(4) HC mass 

= 0.000479 · HC conc · MTOTW' 

(diesel engines) 

(5) HC mass 

= 0.000502 · HC conc · MTOTW' 

(LPG fuelled engines) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/105

(6) HC mass 

= 0.000552 · HC conc · MTOTW' 

(NG fuelled engines) 

(7) NMHC mass  = 0.000479 · NMHC conc · MTOTW' 

(diesel engines) 

(8) NMHC mass  = 0.000502 · NMHC conc · MTOTW' 

(LPG fuelled engines) 

(9) NMHC mass  = 0.000516 * NMHC conc * MTOTW'   

(NG fuelled engines) 

(10) CH4 mass 

= 0.000552 * CH4 conc * MTOTW  

(NG fuelled engines) 

where: 

NOx conc, CO conc, HC conc, 4/ NMHC conc, CH4 conc  =  average background corrected 
concentrations over the cycle from integration (mandatory for NOx and HC) or 
bag measurement, ppm 

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

kg 

KH,D  =    humidity correction factor for diesel engines as determined in paragraph 4.2., 

based on cycle averaged intake air humidity 

KH,G   =    humidity correction factor for gas engines as determined in paragraph 4.2., based 

on cycle averaged intake air humidity 

Concentrations measured on a dry basis must be converted to a wet basis in accordance 
with annex 4, appendix 1, paragraph 4.2. 

The determination of NMHCconc and CH4 conc depends on the method used (see annex 4, 
appendix  4,  paragraph 3.3.4.).    Both  concentrations  must  be  determined  as  follows, 
whereby CH4 is subtracted from HC for the determination of NMHCconc: 

(a) 

GC method 

NMHCconc  =  HCconc - CH4 conc 

CH4 conc = as measured 

(b) 

NMC method 

NMHC

?

conc

HC(w/o

4/ 

Based on C1 equivalent 

Cutter)

CE-(1

·
CE

E

M
CE-

-)

HC(w/

Cutter)

M

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
 
L 375/106

EN

Official Journal of the European Union

27.12.2006

HC(w/

Cutter)

CH

4,

conc

?

where: 

Cutter)

*
CE-1

·

+

E

-
HC(w/o
CE
-

E

CE

M

HC(w/ Cutter) 

=  HC concentration with the sample gas flowing through the NMC 

HC(w/o Cutter)  =  HC concentration with the sample gas bypassing the NMC 

CEM 

CEE 

=  methane  efficiency  as  determined  per  annex 4,  appendix 5, 

paragraph 1.8.4.1. 

= 

ethane  efficiency  as  determined  per  annex 4,  appendix 5, 
paragraph 1.8.4.2. 

4.3.1.1. 

Determination of the background corrected concentrations 

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

conc = conce - concd · (1 - (1/DF)) 

where: 

conc  =  concentration of the respective pollutant in the diluted exhaust gas, corrected by 

the amount of the respective pollutant contained in the dilution air, ppm 

conce  =  concentration of the respective pollutant measured in the diluted exhaust gas, 

ppm 

concd  =  concentration of the respective pollutant measured in the dilution air, ppm 

DF 

=  dilution factor 

The dilution factor shall be calculated as follows: 

DF

?

F
S

CO

2,

conce

-

(HC

conce

-

CO

conce

)

·

10

-4

where: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/107

CO2,conce  =  concentration of CO2 in the diluted exhaust gas, % vol 

HCconce   =  concentration of HC in the diluted exhaust gas, ppm C1 

COconce   =  concentration of CO in the diluted exhaust gas, ppm 

FS = 

stoichiometric factor 

Concentrations measured on dry basis must be converted to a wet basis in accordance with 
annex 4, appendix 1, paragraph 4.2. 

The stoichiometric factor must be calculated as follows: 

Fs

?

100

·

x

x

-

y
2

-

3.76

·

x

-

Æ
Ç
È

y
4

Ö
×
Ø

where: 

x,y   =  fuel composition CxHy 

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

FS (diesel) 
FS (LPG) 
FS (NG) 

=  13.4 
=  11.6 
=   9.5 

4.3.2. 

Systems with flow compensation 

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

(1) NOx mass = 
n
Å

TOTW,
i

*
M



NOx

?
1i

(2) NOx mass = 
n
Å

TOTW,
i

*
M



NOx

?
1i

conce,
i



0.001587



K

+

/

*
M

DH,

TOTW



NOx

concd

*
/
1

1/DF

+



0.001587



K

+

DH,

(diesel engines) 

conce,
i



0.001587



K

+

/

*
M

GH,

TOTW



NOx

concd

*
/
1

1/DF

+



0.001587



K

+

GH,

(3) COmass = 

n

Å

?
1i

*
M

TOTW,
i



CO

conce,
i

+
0.000966



/

*
M

TOTW



CO

concd

*
/
1

1/DF

+



+
0.000966

(gas engines) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/108

EN

Official Journal of the European Union

27.12.2006

n

Å

?
1i

n

Å

?
1i

(4) HCmass = 

(5) HCmass = 

(6) HCmass = 

*
M

*
M

TOTW,
i



HC

conce,
i

+
0.000479



/

*
M

TOTW



HC

concd

*
/
1

1/DF

+



+
0.000479

TOTW,
i



HC

conce,
i

+
0.000502



/

*
M

TOTW



HC

concd

*
/
1

1/DF

+



+
0.000502

(diesel engines) 

(LPG engines) 

*
M

n
Å
?
1i

TOTW,
i



HC

conce,
i



+
0.000552

/

*
M

TOTW



HC

concd



*
1

/

1/DF

+



+
0.000552

(NG engines) 

(7) NMHCmass = 

*
M

n
Å
?
1i

TOTW,
i



NMHC

conce,
i



+
0.000479

/

*
M

TOTW



NMHC

concd



*
1

/

1/DF

+



+
0.000479

(8) NMHCmass = 

*
M

n
Å
?
1i

TOTW,
i



NMHC

conce,
i



+
0.000502

/

*
M

TOTW



NMHC

concd



*
1

/

1/DF

+



+
0.000502

(LPG engines) 

(diesel engines) 

(9) NMHCmass = 
n
Å

NMHC

TOTW,
i

*
M



?
1i

+
0.000516



/

*
M

conce,
i

TOTW



NMHC

concd

*
/
1

1/DF

+



+
0.000516

(NG engines) 

(10) CH4 mass = 
n
Å

TOTW,
i

*
M

CH



?
1i

 4

conce,
i

+
0.000552



/

*
M



CH

TOTW

 4

concd

*
1*

/

1/DF

+



+
0.000552

(NG engines) 

where: 

conce 

=  concentration of the respective pollutant measured in the diluted exhaust gas, 

ppm 

concd 

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

MTOTW,i  = 

instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg 

MTOTW  = 

total mass of diluted exhaust gas over the cycle (see paragraph 4.1.), kg 

KH,D 

=  humidity correction factor for diesel engines as determined in paragraph 4.2., 

based on cycle averaged intake air humidity 

KH,G 

=  humidity correction factor for gas engines as determined in paragraph 4.2., 

based on cycle averaged intake air humidity 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/109

DF 

=  dilution factor as determined in paragraph 4.3.1.1. 

4.4. 

Calculation of the specific emissions 

The  emissions  (g/kWh)  must  be  calculated  for  the  individual  components,  as required 
according  to  paragraphs  5.2.1.  and  5.2.2.  for  the  respective  engine  technology,  in  the 
following way: 

NO ?
x

NOx

/W

act

CO ?

CO

HC ?

HC

NMHC ?

act

mass
mass/W
mass/W
NMHC

act

(diesel and gas engines) 

(diesel and gas engines) 

(diesel and gas engines) 

mass/W

act

(diesel and gas engines) 

CH ?
4

CH

/W

act

4mass

(NG fuelled gas engines) 

where: 

Wact   =  actual cycle work as determined in paragraph 3.9.2., kWh. 

5. 

CALCULATION OF THE PARTICULATE EMISSION (IF APPLICABLE) 

5.1. 

Calculation of the mass flow 

The particulate mass (g/test) must be calculated as follows: 

PTmass  = 

M
M

f ,
SAM

M
TOTW
1000

where: 

Mf  =  particulate mass sampled over the cycle, mg 

MTOTW  = total mass of diluted exhaust gas over the cycle as determined in 

paragraph 4.1., kg 

MSAM =  mass of diluted exhaust gas taken from the dilution tunnel for  

collecting particulates, kg 

and, 

Mf  =  Mf,p + Mf,b, if weighed separately, mg 

Mf,p  =  particulate mass collected on the primary filter, mg 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/110

EN

Official Journal of the European Union

27.12.2006

Mf,b  =  particulate mass collected on the back-up filter, mg 

If a double dilution system is used, the mass of the secondary dilution air must be 
subtracted from the total mass of the double diluted exhaust gas sampled through the 
particulate filters. 

MSAM = MTOT - MSEC 

where: 

MTOT = mass of double diluted exhaust gas through particulate filter, kg  

MSEC = mass of secondary dilution air, kg  

If the particulate background level of the dilution air is determined in accordance with 
paragraph 3.4., the particulate mass may be background corrected.  In this case, the 
particulate mass (g/test) must be calculated as follows: 

PTmass = 

É
Ê
Ë

where: 

f

/

M
M

SAM

Æ
ÇÇ
È

M
M

DIL

d

,

1

/

Æ
Ç
È

1
DF

Ö
×
Ø

Ö
××
Ø

Ù
,Ú
Û

M
TOTW
1000

Mf, MSAM, MTOTW  = 
MDIL 

see above 

  =  mass of primary dilution air sampled by background 

particulate sampler, kg  

Md   

DF   

  =  mass of the collected background particulates of the primary 

dilution air, mg 
dilution factor as determined in paragraph 4.3.1.1. 

  = 

5.2. 

Calculation of the specific emission 

The particulate emission (g/kWh) must be calculated in the following way: 

PT ?

PT

mass

W/

act

where: 

Wact  =  actual cycle work as determined in paragraph 3.9.2., kWh. 

___________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/111

Annex 4- Appendix 3 
ETC ENGINE DYNAMOMETER SCHEDULE 

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51

%
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.1
23.1
12.6
21.8
19.7
54.6
71.3
55.9
72
86.7
51.7
53.4
34.2
45.5
54.6
64.5
71.7
79.4
89.7
57.4
59.7
90.1
82.9
51.3
28.5
29.3
26.7
20.4
14.1
6.5
0
0
0
0
0
0

%
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1.5
21.5
28.5
71
76.8
80.9
4.9
18.1
85.4
61.8
0
48.9
87.6
92.7
99.5
96.8
85.4
54.8
99.4
0
30.6
"m"
"m"
"m"
"m"
"m"
"m"
"m"
0
0
0
0
0
0
0
0

s
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102

%
0
0
0
0
0
0
0
0
0
0
25.5
28.5
32
4
34.5
64.1
58
50.3
66.4
81.4
88.7
52.5
46.4
48.6
55.2
62.3
68.4
74.5
38
41.8
47.1
52.5
56.9
58.3
56.2
52
43.3
36.1
27.6
21.1
8
0
0
0
0
0
0
0
0
0
0

%
0
0
0
0
0
0
0
0
0
0
11.1
20.9
73.9
82.3
80.4
86
0
83.4
99.1
99.6
73.4
0
58.5
90.9
99.4
99
91.5
73.7
0
89.6
99.2
99.8
80.8
11.8
"m"
"m"
"m"
"m"
"m"
"m"
0
0
0
0
0
0
0
0
0
0
0

s
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153

%
0
0
0
0
0
11.6
0
27.2
17
36
59.7
80.8
49.7
65.6
78.6
64.9
44.3
51.4
58.1
69.3
72
72.1
65.3
64
59.7
52.8
45.9
38.7
32.4
27
21.7
19.1
34.7
16.4
0
1.2
30.1
30
54.4
77.2
58.1
45
68.7
85.7
60.2
59.4
72.7
79.9
44.3
41.5
56.2

%
0
0
0
0
0
14.8
0
74.8
76.9
78
86
17.9
0
86
72.2
"m"
"m"
83.4
97
99.3
20.8
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
0.4
14
48.6
11.2
2.1
19.3
73.9
74.4
55.6
0
82.1
98.1
67.2
0
98
99.6
45
0
84.4
98.2

 
L 375/112

EN

Official Journal of the European Union

27.12.2006

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204

%
65.7
74.4
54.4
47.9
54.5
62.7
62.3
46.2
44.3
48.2
51
50
49.2
49.3
49.9
51.6
49.7
48.5
50.3
51.1
54.6
56.6
58
53.6
40.8
32.9
26.3
20.9
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

%
99.1
84.7
0
89.7
99.5
96.8
0
54.2
83.2
13.3
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
72.5
84.5
64.8
76.5
"m"
"m"
"m"
"m"
"m"
"m"
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

s
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255

%
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
21.2
30.8
5.9
34.6
59.9
84.3
68.7
43.6
41.5
49.9
60.8
70.2
81.1
49.2
56
56.2
61.7
69.2
74.1
72.4
71.3
71.2
67.1
65.5
64.4
62.9
62.2
62.9
58.8
56.9
54.5

%
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
62.7
75.1
82.7
80.3
87
86.2
"m"
"m"
85.4
94.3
99
99.4
92.4
0
86.2
99.3
99
99.3
99.8
8.4
0
9.1
"m"
"m"
"m"
25.6
35.6
24.4
"m"
"m"
"m"

s
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306

%
51.7
56.2
59.5
65.5
71.2
76.6
79
52.9
53.1
59
62.2
65
69
69.9
70.6
68.9
69.8
69.6
65.7
67.1
66.7
65.6
64.5
62.9
59.3
54.1
51.3
47.9
43.6
39.4
34.7
29.8
20.9
36.9
35.5
20.9
49.7
42.5
32
23.6
19.1
15.7
25.1
34.5
44.1
52.8
63.6
73.6
62.2
29.2
46.4

%
17
78.7
94.7
99.1
99.5
99.9
0
97.5
99.7
99.1
99
99.1
83.1
28.4
12.5
8.4
9.1
7
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
73.4
"m"
"m"
"m"
11.9
"m"
"m"
"m"
0
73.5
76.8
81.4
87.4
98.6
99
99.7
"m"
"m"
22

 
 
27.12.2006

EN

Official Journal of the European Union

L 375/113

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
357

%
47.3
47.2
47.9
47.8
49.2
52.7
57.4
61.8
66.4
65.8
59
50.7
41.8
34.7
28.7
25.2
43
38.7
48.1
40.3
42.4
46.4
46.9
46.1
45.7
45.5
46.4
51.3
51.3
53.2
53.9
53.4
53.8
50.6
47.8
41.6
38.7
35.9
34.6
34.8
35.9
38.8
41.5
47.1
53.1
46.4
42.5
43.6
47.1
54.1
62.9

%
13.8
12.5
11.5
35.5
83.3
96.4
99.2
99
60.9
"m"
"m"
"m"
"m"
"m"
"m"
"m"
24.8
0
31.9
61
52.1
47.7
30.7
23.1
23.2
31.9
73.6
60.7
51.1
46.8
50
52.1
45.7
22.1
26
17.8
29.8
71.6
47.3
80.3
87.2
90.8
94.7
99.2
99.7
0
0.7
58.6
87.5
99.5
99

s
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
401
402
403
404
405
406
407
408

%
72.6
82.4
88
46.4
53.4
58.4
61.5
64.8
68.1
73.4
73.3
73.5
68.3
45.4
47.2
44.5
47.8
46.8
46.9
46.8
46.1
46.1
45.5
44.7
43.8
41
41.1
38
35.9
33.5
53.1
48.3
49.9
48
45.3
41.6
44.3
44.3
43.4
44.3
43
42.2
42.7
45
43.6
42.2
44.8
43.4
45
42.2
61.2

%
99.6
99.5
99.4
0
95.2
99.2
99
99
99.2
99.7
29.8
14.6
0
49.9
75.7
9
10.3
15.9
12.7
8.9
6.2
"m"
"m"
"m"
"m"
"m"
6.4
6.3
0.3
0
48.9
"m"
"m"
"m"
"m"
3.1
79
89.5
98.8
98.9
98.8
98.8
98.8
99
98.9
98.8
99
98.8
99
54.3
31.9

s
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
451
452
453
454
455
456
457
458
459

%
56.3
59.7
62.3
67.9
69.5
73.1
77.7
79.7
82.5
85.3
86.6
89.4
62.2
52.7
50.2
49.3
52.2
51.3
51.3
51.1
51.1
51.8
51.3
51.1
51.3
52.3
52.9
53.8
51.7
53.5
52
51.7
53.2
54.2
55.2
53.8
53.1
55
57
61.5
59.4
59
57.3
64.1
70.9
58
41.5
44.1
46.8
47.2
51

%
72.3
99.1
99
99.2
99.3
99.7
99.8
99.7
99.5
99.4
99.4
99.4
0
96.4
99.8
99.6
99.8
100
100
100
100
99.9
100
100
100
99.8
99.7
99.6
99.9
99.6
99.8
99.9
99.7
99.5
99.4
99.6
99.7
99.4
99.2
99
5.7
0
59.8
99
90.5
0
59.8
92.6
99.2
99.3
100

L 375/114

EN

Official Journal of the European Union

27.12.2006

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
501
502
503
504
505
506
507
508
509
510

%
53.2
53.1
55.9
53.9
52.5
51.7
51.5
52.8
54.9
57.3
60.7
62.4
60.1
53.2
44
35.2
30.5
26.5
22.5
20.4
19.1
19.1
13.4
6.7
3.2
14.3
34.1
23.9
31.7
32.1
35.9
36.6
38.7
38.4
39.4
39.7
40.5
40.8
39.7
39.2
38.7
32.7
30.1
21.9
12.8
0
0
0
0
0
0

%
99.7
99.7
53.1
13.9
"m"
"m"
52.2
80
95
99.2
99.1
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
63.8
0
75.7
79.2
19.4
5.8
0.8
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
0
0
0
0
0
0
0

s
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
551
552
553
554
555
556
557
558
559
560
561

%
0
0
0
30.5
19.7
16.3
27.2
21.7
29.7
36.6
61.3
40.8
36.6
39.4
51.3
58.5
60.7
54.5
51.3
45.5
40.8
38.9
36.6
36.1
44.8
51.6
59.1
66
75.1
81
39.1
53.8
59.7
64.8
70.6
72.6
72
68.9
67.7
66.8
64.3
64.9
63.6
63
64.4
63
63.6
63.3
60.1
61
59.7

%
0
0
0
25.6
56.9
45.1
4.6
1.3
28.6
73.7
59.5
0
27.8
80.4
88.9
11.1
"m"
"m"
"m"
"m"
"m"
"m"
"m"
72.7
78.9
91.1
99.1
99.1
99.9
8
0
89.7
99.1
99
96.1
19.6
6.3
0.1
"m"
"m"
16.9
7
12.5
7.7
38.2
11.8
0
5
9.1
8.4
0.9

s
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
583
584
585
586
587
588
589
590
591
592
593
594
595
596
597
598
599
600
601
602
603
604
605
606
607
608
609
610
611
612

%
58.7
56
53.9
52.1
49.9
46.4
43.6
40.8
37.5
27.8
17.1
12.2
11.5
8.7
8
5.3
4
3.9
0
0
0
0
0
0
0
8.7
16.2
23.6
21.1
23.6
46.2
68.4
58.7
31.6
19.9
32.9
43
57.4
72.1
53
48.1
56.2
65.4
72.9
67.5
39
41.9
44.1
46.8
48.7
50.5

%
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
0.6
0.9
1.1
0.5
0.9
0.2
0
0
0
0
0
0
0
0
0
22.8
49.4
56
56.1
56
68.8
61.2
"m"
"m"
8.8
70.2
79
98.9
73.8
0
86
99
98.9
99.7
"m"
"m"
38.1
80.4
99.4
99.9
99.7

 
27.12.2006

EN

Official Journal of the European Union

L 375/115

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
651
652
653
654
655
656
657
658
659
660
661
662
663

%
52.5
51
50
49.1
47
43.1
39.2
40.6
41.8
44.4
48.1
53.8
58.6
63.6
68.5
72.2
77.1
57.8
60.3
61.9
63.8
64.7
65.4
65.7
65.6
49.1
50.4
50.5
51
49.4
49.2
48.6
47.5
46.5
46
45.6
47.1
46.2
47.9
49.5
50.6
51
53
54.9
55.7
56
56.1
55.6
55.4
54.9
54.9

%
90.3
1.8
"m"
"m"
"m"
"m"
"m"
0.5
53.4
65.1
67.8
99.2
98.9
98.8
99.2
89.4
0
79.1
98.8
98.8
98.8
98.9
46.5
44.5
3.5
0
73.1
"m"
"m"
"m"
"m"
"m"
"m"
"m"
11.3
42.8
83
99.3
99.7
99.9
99.7
99.6
99.3
99.1
99
99
9.3
"m"
"m"
51.3
59.8

s
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
700
701
702
703
704
705
706
707
708
709
710
711
712
713
714

%
54
53.8
52
50.4
50.6
49.3
50
50.4
51.9
53.6
54.6
56
55.8
58.4
59.9
60.9
63
64.3
64.8
65.9
66.2
65.2
65
63.6
62.4
61.8
59.8
59.2
59.7
61.2
62.2
62.8
63.5
64.7
64.7
65.4
66.1
64.3
64.3
63
62.2
61.6
62.4
62.2
61
58.7
55.5
51.7
49.2
48.8
47.9

%
39.3
"m"
"m"
"m"
0
41.7
73.2
99.7
99.5
99.3
99.1
99
99
98.9
98.8
98.8
98.8
98.9
64
46.5
28.7
1.8
6.8
53.6
82.5
98.8
98.8
98.8
98.8
98.8
49.4
37.2
46.3
72.3
72.3
77.4
69.3
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
40.4
"m"

s
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730
731
732
733
734
735
736
737
738
739
740
741
742
743
744
745
746
747
748
749
750
751
752
753
754
755
756
757
758
759
760
761
762
763
764
765

%
46.2
45.6
45.6
45.5
43.8
41.9
41.3
41.4
41.2
41.8
41.8
43.2
45
44.2
43.9
38
56.8
57.1
52
44.4
40.2
39.2
38.9
39.9
42.3
43.7
45.5
45.6
48.1
49
49.8
49.8
51.9
52.3
53.3
52.9
54.3
55.5
56.7
61.7
64.3
64.7
66.2
49.1
52.1
52.6
52.9
52.3
54.2
55.4
56.1

%
"m"
9.8
34.5
37.1
"m"
"m"
"m"
"m"
"m"
"m"
"m"
17.4
29
"m"
"m"
10.7
"m"
"m"
"m"
"m"
"m"
16.5
73.2
89.8
98.6
98.8
99.1
99.2
99.7
100
99.9
99.9
99.5
99.4
99.3
99.3
99.2
99.1
99
98.8
47.4
1.8
"m"
"m"
46
61
0
20.4
56.7
59.8
49.2

 
L 375/116

EN

Official Journal of the European Union

27.12.2006

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
766
767
768
769
770
771
772
773
774
775
776
777
778
779
780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816

%
56.8
57.2
58.6
59.5
61.2
62.1
62.7
62.8
64
63.2
62.4
60.3
58.7
57.2
56.1
56
55.2
54.8
55.7
56.6
58
58.6
58.7
59.3
58.6
60.5
59.2
59.9
59.6
59.9
59.9
60.5
60.3
59.9
60.5
61.5
60.9
61.2
62.8
63.4
64.6
64.1
63
62.7
63.5
64.1
64.3
64.1
63.7
62.9
62.4

%
33.7
96
98.9
98.8
98.8
98.8
98.8
98.8
98.9
46.3
"m"
"m"
"m"
"m"
"m"
9.3
26.3
42.8
47.1
52.4
50.3
20.6
"m"
"m"
"m"
9.7
9.6
9.6
9.6
6.2
9.6
13.1
20.7
31
42
52.5
51.4
57.7
98.8
96.1
45.4
5
3.2
14.9
35.8
73.3
37.4
21
21
18
32.7

s
817
818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
839
840
841
842
843
844
845
846
847
848
849
850
851
852
853
854
855
856
857
858
859
860
861
862
863
864
865
866
867

%
61.7
59.8
57.4
54.8
54.3
52.9
52.4
50.4
48.6
47.9
46.8
46.9
49.5
50.5
52.3
54.1
56.3
58.7
57.3
59
59.8
60.3
61.2
61.8
62.5
62.4
61.5
63.7
61.9
61.6
60.3
59.2
57.3
52.3
49.3
47.3
46.3
46.8
46.6
44.3
43.1
42.4
41.8
43.8
44.6
46
46.9
47.9
50.2
51.2
52.3

%
46.2
45.1
43.9
42.8
65.2
62.1
30.6
"m"
"m"
"m"
"m"
9.4
41.7
37.8
20.4
30.7
41.8
26.5
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
29.7
"m"
"m"
"m"
"m"
"m"
"m"
38.8
35.1
"m"
"m"
"m"
2.1
2.4
68.8
89.2
99.2
99.4
99.7
99.8
99.6
99.4

s
868
869
870
871
872
873
874
875
876
877
878
879
880
881
882
883
884
885
886
887
888
889
890
891
892
893
894
895
896
897
898
899
900
901
902
903
904
905
906
907
908
909
910
911
912
913
914
915
916
917
918

%
53
54.2
55.5
56.7
57.3
58
60.5
60.2
60.3
60.5
61.4
60.3
60.5
61.2
61.6
61.5
61.2
61.3
63.1
63.2
62.3
62
61.6
61.6
61.8
62
62
61.1
61.2
60.7
60.7
60.9
60.1
59.3
59.9
59.4
59.2
59.5
58.3
58.2
57.6
57.1
57
57
56.5
56.3
56.1
55.2
54.7
55.2
55.2

%
99.3
99.2
99.1
99
98.9
98.9
31.1
"m"
"m"
6.3
19.3
1.2
2.9
34.1
13.2
16.4
16.4
"m"
"m"
4.8
22.3
38.5
29.6
26.6
28.1
29.6
16.3
"m"
"m"
19.2
32.5
17.8
19.2
38.2
45
32.4
23.5
40.8
"m"
"m"
"m"
"m"
0.6
26.3
29.2
20.5
"m"
"m"
17.5
29.2
29.2

 
27.12.2006

EN

Official Journal of the European Union

L 375/117

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
919
920
921
922
923
924
925
926
927
928
929
930
931
932
933
934
935
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
951
952
953
954
955
956
957
958
959
960
961
962
963
964
965
966
967
968
969

%
55.9
55.9
56.1
55.8
55.9
55.8
56.4
56.4
56.4
56.4
54
53.4
52.3
52.1
52.3
52.2
52.8
53.7
54
55.1
55.2
54.7
52.5
51.8
51.4
50.9
51.2
50.3
50.2
50.9
49.9
50.9
49.8
50.4
50.4
49.7
51
50.3
50.2
49.9
50.9
50
50.2
50.2
49.9
50.4
50.2
50.3
49.9
51.1
50.6

%
16
26.3
36.5
19
9.2
21.9
42.8
38
11
35.1
7.3
5.4
27.6
32
33.4
34.9
60.1
69.7
70.7
71.7
46
12.6
0
24.7
43.9
71.1
76.8
87.5
99.8
100
99.7
100
99.7
99.8
99.8
99.7
100
99.8
99.8
99.7
100
99.7
99.8
99.8
99.7
99.8
99.8
99.8
99.7
100
99.9

s
970
971
972
973
974
975
976
977
978
979
980
981
982
983
984
985
986
987
988
989
990
991
992
993
994
995
996
997
998
999
1000
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
1017
1018
1019
1020

%
49.9
49.6
49.4
49
49.8
50.9
50.4
49.8
49.1
50.4
49.8
49.3
49.1
49.9
49.1
50.4
50.9
51.4
51.5
52.2
52.8
53.3
53.6
53.4
53.9
55.2
55.8
55.7
55.8
56.4
55.4
55.2
55.8
55.8
56.4
57.6
58.8
59.9
62.3
63.1
63.7
63.3
48
47.9
49.9
49.9
49.6
49.9
49.3
49.7
49.1

%
99.7
99.6
99.6
99.5
99.7
100
99.8
99.7
99.5
99.8
99.7
99.5
99.5
99.7
99.5
99.8
100
99.9
99.9
99.7
74.1
46
36.4
33.5
58.9
73.8
52.4
9.2
2.2
33.6
"m"
"m"
26.3
23.3
50.2
68.3
90.2
98.9
98.8
74.4
49.4
9.8
0
73.5
99.7
48.8
2.3
"m"
"m"
47.5
"m"

s
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
1049
1050
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
1064
1065
1066
1067
1068
1069
1070
1071

%
49.4
48.3
49.4
48.5
48.7
48.7
49.1
49
49.8
48.7
48.5
49.3
49.7
48.3
49.8
49.4
49.8
50.5
50.3
51.2
50.5
50.6
50.4
49.9
49.1
47.9
48.1
47.5
46.9
47.7
46.9
46.5
48
47.2
48.7
48.7
47.8
48.8
47.4
47.3
47.3
46.9
46.7
46.8
46.9
46.7
45.5
45.5
44.2
43
42.5

%
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
"m"
31.3
45.3
44.5
61
64.3
64.4
65.6
64.5
82.9
86
89
81.4
49.9
20.1
24
36.2
34.5
30.3
53.5
61.6
73.6
84.6
87.7
80
50.4
38.6
63.1
5
47.4
49.8
23.9
44.6
65.2
60.4
61.5
"m"
"m"
"m"
"m"
"m"

 
L 375/118

EN

Official Journal of the European Union

27.12.2006

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089
1090
1091
1092
1093
1094
1095
1096
1097
1098
1099
1100
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
1111
1112
1113
1114
1115
1116
1117
1118
1119
1120
1121
1122

%
41
39.9
39.9
40.1
39.9
39.4
43.8
52.9
52.8
53.4
54.7
56.3
57.5
59
59.8
60.1
61.8
61.8
61.7
62
62.3
62
61.3
61.1
61.2
61.1
61.1
61.3
61.3
60.4
58.8
57.7
56
54.7
53.3
52.6
53.4
53.9
54.9
55.8
57.1
56.5
58.9
58.7
59.8
61
60.7
59.4
57.9
57.6
56.3

%
"m"
"m"
38.2
48.1
48
59.3
19.8
0
88.9
99.5
99.3
99.1
99
98.9
98.9
98.9
48.3
55.6
59.8
55.6
29.6
19.3
7.9
19.2
43
59.7
98.8
98.8
26.6
"m"
"m"
"m"
"m"
"m"
"m"
23.2
84.2
99.4
99.3
99.2
99
99.1
98.9
98.9
98.9
98.8
19.2
"m"
"m"
"m"
"m"

s
1123
1124
1125
1126
1127
1128
1129
1130
1131
1132
1133
1134
1135
1136
1137
1138
1139
1140
1141
1142
1143
1144
1145
1146
1147
1148
1149
1150
1151
1152
1153
1154
1155
1156
1157
1158
1159
1160
1161
1162
1163
1164
1165
1166
1167
1168
1169
1170
1171
1172
1173

%
55
53.7
52.1
51.1
49.7
49.1
48.7
48.2
48
48
47.2
47.3
46.6
47.4
46.3
45.4
45.5
44.8
46.6
46.3
48.5
49.9
49.1
49.1
51
51.5
50.9
51.6
52.1
50.9
52.2
51.5
51.5
50.8
50.3
50.3
49.3
48.8
47.8
48.1
48.4
49.6
51
51.6
53.3
55.2
55.7
56.4
56.8
57
57.6

%
"m"
"m"
"m"
"m"
25.8
46.1
46.9
46.7
70
70
67.6
67.6
74.7
13
"m"
"m"
24.8
73.8
99
98.9
99.4
99.7
99.5
99.5
100
99.9
100
99.9
99.7
100
99.7
98.3
47.2
78.4
83
31.7
31.3
21.5
59.4
77.1
87.6
87.5
81.4
66.7
63.2
62
43.9
30.7
23.4
"m"
"m"

s
1174
1175
1176
1177
1178
1179
1180
1181
1182
1183
1184
1185
1186
1187
1188
1189
1190
1191
1192
1193
1194
1195
1196
1197
1198
1199
1200
1201
1202
1203
1204
1205
1206
1207
1208
1209
1210
1211
1212
1213
1214
1215
1216
1217
1218
1219
1220
1221
1222
1223
1224

%
56.9
56.4
57
56.4
57
57.7
58.6
58.9
59.4
58.8
60.1
60.6
60.7
60.7
60
60.2
59.7
59.8
59.8
59.8
60
59.5
59.9
59.8
59
58.9
59.1
58.9
58.4
58.7
58.3
57.5
57.2
57.1
57
56.4
56.7
55.9
56.3
56.7
56
56
56.4
56.7
56.9
57
57.7
57.5
58.4
58.7
58.2

%
"m"
4
23.4
41.7
49.2
56.6
56.6
64
68.2
71.4
71.3
79.1
83.3
77.1
73.5
55.5
54.4
73.3
77.9
73.9
76.5
82.3
82.8
65.8
48.6
62.2
70.4
62.1
67.4
58.9
57.7
57.8
57.6
42.6
70.1
59.6
39
68.1
79.1
89.7
89.4
93.1
93.1
94.4
94.8
94.1
94.3
93.7
93.2
93.2
93.7

 
27.12.2006

EN

Official Journal of the European Union

L 375/119

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
1225
1226
1227
1228
1229
1230
1231
1232
1233
1234
1235
1236
1237
1238
1239
1240
1241
1242
1243
1244
1245
1246
1247
1248
1249
1250
1251
1252
1253
1254
1255
1256
1257
1258
1259
1260
1261
1262
1263
1264
1265
1266
1267
1268
1269
1270
1271
1272
1273
1274
1275

%
58.5
58.8
59
58.2
57.6
57.1
57.2
57
56.7
56.8
56.9
57
57.4
57.3
57.7
57.5
58.6
58.2
58.8
58.3
58.7
59.1
58.6
58.8
58.8
58.7
59.1
59.1
59.4
60.6
59.6
60.1
60.6
59.6
60.7
60.5
59.7
59.6
59.8
59.6
60.1
59.9
59.7
59.6
59.7
59.8
59.9
60.6
60.5
60.2
60.6

%
93.1
86.2
72.9
59.9
8.5
47.6
74.4
79.1
67.2
69.1
71.3
77.3
78.2
70.6
64
55.6
49.6
41.1
40.6
21.1
24.9
24.8
"m"
"m"
"m"
"m"
"m"
"m"
"m"
2.6
"m"
"m"
"m"
4.1
7.1
"m"
"m"
"m"
"m"
4.9
5.9
6.1
"m"
"m"
22
10.3
10
6.2
7.3
14.8
8.2

s
1276
1277
1278
1279
1280
1281
1282
1283
1284
1285
1286
1287
1288
1289
1290
1291
1292
1293
1294
1295
1296
1297
1298
1299
1300
1301
1302
1303
1304
1305
1306
1307
1308
1309
1310
1311
1312
1313
1314
1315
1316
1317
1318
1319
1320
1321
1322
1323
1324
1325
1326

%
60.6
61
61
61.3
61.2
61.5
61
61.1
60.5
60.2
60.2
60.2
59.9
59.4
59.6
59.3
58.9
58.8
58.9
58.9
58.9
58.7
58.7
59.3
60.1
60.5
59.5
59.7
59.7
60.1
60.8
60.9
61.3
61.8
62
62.2
62.6
62.7
62.9
63.1
63.5
63.6
64.3
63.7
63.8
63.6
63.4
63.2
63.3
62.9
63

%
5.5
14.3
12
34.2
17.1
15.7
9.5
9.2
4.3
7.8
5.9
5.3
4.6
21.5
15.8
10.1
9.4
9
35.4
30.7
25.9
22.9
24.4
61
56
50.6
16.2
50
31.4
43.1
38.4
40.2
49.7
45.9
45.9
45.8
46.8
44.3
44.4
43.7
46.1
40.7
49.5
27
15
18.7
8.4
8.7
21.6
19.7
22.1

s
1327
1328
1329
1330
1331
1332
1333
1334
1335
1336
1337
1338
1339
1340
1341
1342
1343
1344
1345
1346
1347
1348
1349
1350
1351
1352
1353
1354
1355
1356
1357
1358
1359
1360
1361
1362
1363
1364
1365
1366
1367
1368
1369
1370
1371
1372
1373
1374
1375
1376
1377

%
63.1
61.8
61.6
61
61.2
60.8
61.1
60.7
60.6
60.5
60.6
60.9
60.9
61.4
61.3
61.5
61.3
61
60.8
60.9
61.2
60.9
60.7
60.9
60.7
59.6
59.6
59.4
59.3
58.9
59.1
59
59
59
58.8
58.9
58.9
59.3
58.9
59.3
59.4
59.6
59.4
59.3
59.4
59.4
58.8
59.1
58.5
58.8
58.5

%
20.3
19.1
17.1
0
22
40.3
34.3
16.1
16.6
18.5
29.8
19.5
22.3
35.8
42.9
31
19.2
9.3
44.2
55.3
56
60.1
59.1
56.8
58.1
78.4
84.6
66.6
75.5
49.6
75.8
77.6
67.8
56.7
54.2
59.6
60.8
56.1
48.5
42.9
41.4
38.9
32.9
30.6
30
25.3
18.6
18
10.6
10.5
8.2

 
L 375/120

EN

Official Journal of the European Union

27.12.2006

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
1378
1379
1380
1381
1382
1383
1384
1385
1386
1387
1388
1389
1390
1391
1392
1393
1394
1395
1396
1397
1398
1399
1400
1401
1402
1403
1404
1405
1406
1407
1408
1409
1410
1411
1412
1413
1414
1415
1416
1417
1418
1419
1420
1421
1422
1423
1424
1425
1426
1427
1428

%
58.7
59.1
59.1
59.1
59.4
59.7
60.7
59.8
60.2
59.9
61
60.6
60.6
59.6
59.6
60.6
59.8
60
60.5
60.9
61.3
61.2
61.4
61.3
61.4
61.1
61.5
61
61.1
61.4
61.6
61.7
61.8
61.6
61.3
61.3
61.2
61.3
61.2
61.2
61
60.9
61
60.7
60.7
60.8
61
61
61.3
61.7
62.3

%
13.7
7.8
6
6
13.1
22.3
10.5
9.8
8.8
8.7
9.1
28.2
22
23.2
19
38.4
41.6
47.3
55.4
58.7
37.9
38.3
58.7
51.3
71.1
51
56.6
60.6
75.4
69.4
69.9
59.6
54.8
53.6
53.5
52.9
54.1
53.2
52.2
52.3
48
41.5
32.2
22
23.3
38.8
40.7
30.6
62.6
55.9
43.4

s
1429
1430
1431
1432
1433
1434
1435
1436
1437
1438
1439
1440
1441
1442
1443
1444
1445
1446
1447
1448
1449
1450
1451
1452
1453
1454
1455
1456
1457
1458
1459
1460
1461
1462
1463
1464
1465
1466
1467
1468
1469
1470
1471
1472
1473
1474
1475
1476
1477
1478
1479

%
62.3
62.3
62.8
62.8
62.9
62.9
62.8
62.7
61.5
61.9
61.5
61
60.9
60.6
60.3
60.8
60.2
60.5
60.2
60.7
60.9
59.6
60.2
59.5
59.8
59.6
59.3
59
58.8
58.7
59.2
59.7
60.4
60.2
60.4
59.9
59.9
59.6
59.4
59.4
60.4
59.5
59.3
60.9
60.7
60.9
61
60.6
60.9
60.8
60.7

%
37.4
35.7
34.4
31.5
31.7
29.9
29.4
28.7
14.7
17.2
6.1
9.9
4.8
11.1
6.9
7
9.2
21.7
22.4
31.6
28.9
21.7
18
16.7
15.7
15.7
15.7
7.5
7.1
16.5
50.7
60.2
44
35.3
17.1
13.5
12.8
14.8
15.9
22
38.4
38.8
31.9
40.8
39
30.1
29.3
28.4
36.3
30.5
26.7

s
1480
1481
1482
1483
1484
1485
1486
1487
1488
1489
1490
1491
1492
1493
1494
1495
1496
1497
1498
1499
1500
1501
1502
1503
1504
1505
1506
1507
1508
1509
1510
1511
1512
1513
1514
1515
1516
1517
1518
1519
1520
1521
1522
1523
1524
1525
1526
1527
1528
1529
1530

%
60.1
59.9
60.4
60.7
59.9
59.7
59.5
59.2
58.8
58.7
58.7
57.9
58.2
57.6
58.3
57.2
57.4
58.3
58.3
58.8
58.8
59.4
59.1
59.1
59
59.5
59.4
59.4
59.4
59.4
58.9
59
58.8
58.9
58.8
58.9
59.1
58.8
59
58.7
57.9
58
57.1
56.7
56.7
56.6
56.8
56.3
56.3
56
56.7

%
4.7
0
36.2
32.5
3.1
"m"
"m"
"m"
0.6
"m"
"m"
"m"
"m"
"m"
9.5
6
27.3
59.9
7.3
21.7
38.9
26.2
25.5
26
39.1
52.3
31
27
29.8
23.1
16
31.5
25.9
40.2
28.4
38.9
35.3
30.3
19
3
0
2.4
"m"
"m"
5.3
2.1
"m"
"m"
"m"
"m"
"m"

 
27.12.2006

EN

Official Journal of the European Union

L 375/121

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
1531
1532
1533
1534
1535
1536
1537
1538
1539
1540
1541
1542
1543
1544
1545
1546
1547
1548
1549
1550
1551
1552
1553
1554
1555
1556
1557
1558
1559
1560
1561
1562
1563
1564
1565
1566
1567
1568
1569
1570
1571
1572
1573
1574
1575
1576
1577
1578
1579
1580
1581

%
56.6
56.9
56.9
57.4
57.4
58.3
58.5
59.1
59.4
59.6
59.5
59.6
59.3
59.4
59.1
59
58.8
58.7
57.5
57.4
57.1
57.1
57
57.1
57.3
57.3
58.2
58.7
58.3
58.6
59
59.8
59.3
59.7
60.1
60.7
60.7
60.7
60.7
61.1
61.1
60.8
60.1
60.7
60.4
60
59.9
60.8
60.4
60.2
59.6

%
3.8
"m"
"m"
"m"
"m"
13.9
"m"
"m"
"m"
"m"
"m"
0.5
9.2
11.2
26.8
11.7
6.4
5
"m"
"m"
1.1
0
4.5
3.7
3.3
16.8
29.3
12.5
12.2
12.7
13.6
21.9
20.9
19.2
15.9
16.7
18.1
40.6
59.7
66.8
58.8
64.7
63.6
83.2
82.2
80.5
78.7
67.9
57.7
60.6
72.7

s
1582
1583
1584
1585
1586
1587
1588
1589
1590
1591
1592
1593
1594
1595
1596
1597
1598
1599
1600
1601
1602
1603
1604
1605
1606
1607
1608
1609
1610
1611
1612
1613
1614
1615
1616
1617
1618
1619
1620
1621
1622
1623
1624
1625
1626
1627
1628
1629
1630
1631
1632

%
59.9
59.8
59.6
59.4
60.1
59.5
59.8
60.6
59.3
59.3
59.4
58.7
58.8
59.1
59.7
59.5
59.6
59.6
59.4
59.6
59.9
60.5
59.6
59.7
60.9
60.1
59.9
60.8
60.6
60.9
61.1
61.2
61.4
61.7
61.5
61.7
62.2
61.4
61.8
61.8
61.6
61.7
61.7
61.7
61.2
61.9
61.4
61.7
62.4
62.8
62.2

%
73.6
74.1
84.6
76.1
76.9
84.6
77.5
67.9
47.3
43.1
38.3
38.2
39.2
67.9
60.5
32.9
20
34.4
23.9
15.7
41
26.3
14
21.2
19.6
34.3
27
25.6
26.3
26.1
38
31.6
30.6
29.6
28.8
27.8
20.3
19.6
19.7
18.7
17.7
8.7
1.4
5.9
8.1
45.8
31.5
22.3
21.7
21.9
22.2

s
1633
1634
1635
1636
1637
1638
1639
1640
1641
1642
1643
1644
1645
1646
1647
1648
1649
1650
1651
1652
1653
1654
1655
1656
1657
1658
1659
1660
1661
1662
1663
1664
1665
1666
1667
1668
1669
1670
1671
1672
1673
1674
1675
1676
1677
1678
1679
1680
1681
1682
1683

%
62.5
62.3
62.6
62.3
62.7
62.2
61.9
62.5
61.7
61.7
61.6
61.4
60.8
60.7
61
60.4
61
60.7
60.5
60.8
61.2
60.9
61.1
60.7
61.3
60.9
61.4
61.7
61.8
61.7
61.7
61.5
61.3
61.5
61.1
61.4
61.4
61.3
61
61.5
61
60.9
60.9
60.6
60.6
60.6
60.7
60.6
60.1
60.5
60.4

%
31
31.3
31.7
22.8
12.6
15.2
32.6
23.1
19.4
10.8
10.2
"m"
"m"
"m"
12.4
5.3
13.1
29.6
28.9
27.1
27.3
20.6
13.9
13.4
26.1
23.7
32.1
33.5
34.1
17
2.5
5.9
14.9
17.2
"m"
"m"
8.8
8.8
18
13
3.7
3.1
4.7
4.1
6.7
12.8
11.9
12.4
12.4
12
11.8

 
L 375/122

EN

Official Journal of the European Union

27.12.2006

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

Time Norm. Norm.
Speed Torque

s
1786
1787
1788
1789
1790
1791
1792
1793
1794
1795
1796
1797
1798
1799
1800

%
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

%
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

s
1684
1685
1686
1687
1688
1689
1690
1691
1692
1693
1694
1695
1696
1697
1698
1699
1700
1701
1702
1703
1704
1705
1706
1707
1708
1709
1710
1711
1712
1713
1714
1715
1716
1717
1718
1719
1720
1721
1722
1723
1724
1725
1726
1727
1728
1729
1730
1731
1732
1733
1734

%
59.9
59.6
59.6
59.9
59.9
59.8
59.4
59.5
59.6
59.4
60.9
60.5
60.1
60.1
60.5
60
60
60
60.1
59.9
59.4
59.5
59.5
59.5
59.4
59.6
59.5
60.1
59.4
59.8
59.9
60.1
59.6
59.6
59.4
59.6
60.1
60.2
59.4
60.3
59.9
60.2
60.3
60.4
60.6
60.8
60.9
60.9
60.7
60.9
61.1

%
12.4
12.4
9.1
0
20.4
4.4
3.1
26.3
20.1
35
22.1
12.2
11
8.2
6.7
5.1
5.1
9
5.7
8.5
6
5.5
14.2
6.2
10.3
13.8
13.9
18.9
13.1
5.4
2.9
7.1
12
4.9
22.7
22
17.4
16.6
28.6
22.4
20
18.6
11.9
11.6
10.6
16
17
16.1
11.4
11.3
11.2

"m" = motoring 

s
1735
1736
1737
1738
1739
1740
1741
1742
1743
1744
1745
1746
1747
1748
1749
1750
1751
1752
1753
1754
1755
1756
1757
1758
1759
1760
1761
1762
1763
1764
1765
1766
1767
1768
1769
1770
1771
1772
1773
1774
1775
1776
1777
1778
1779
1780
1781
1782
1783
1784
1785

%
61.1
61
61
60.6
60.9
60.8
59.9
59.8
59.1
58.8
58.8
58.2
58.5
57.5
57.9
57.8
58.3
57.8
57.5
58.4
58.1
58.8
58.3
58.3
59
58.2
57.9
58.5
57.4
58.2
58.2
57.3
58
57.5
57.4
58.8
57.7
58.4
58.4
59
59
58.8
58.8
59.1
59.4
59.6
50
40
30
20
10

%
25.6
14.6
10.4
"m"
"m"
4.8
"m"
"m"
"m"
"m"
"m"
"m"
14.3
4.4
0
20.9
9.2
8.2
15.3
38
15.4
11.8
8.1
5.5
4.1
4.9
10.1
7.5
7
6.7
6.6
17.3
11.4
47.4
28.8
24.3
25.5
35.5
29.3
33.8
18.7
9.8
23.9
48.2
37.2
29.1
25
20
15
10
5

 
 
27.12.2006

EN

Official Journal of the European Union

L 375/123

A graphical display of the ETC dynamometer schedule is shown in Figure 5.  

]
%
[

e
u
q
r
o
T

]
%
{

d
e
e
p
S

Figure 5:   ETC Dynamometer Schedule 

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/124

EN

Official Journal of the European Union

27.12.2006

Annex 4 - Appendix 4 

MEASUREMENT AND SAMPLING PROCEDURES 

1. 

INTRODUCTION 

Gaseous components, particulates, and smoke emitted by the engine submitted for 
testing must be measured by the methods described in annex 4, appendix 6.  The 
respective paragraphs of annex 4, appendix 6 describe the recommended analytical 
systems for the gaseous emissions (paragraph 1.), the recommended particulate dilution 
and sampling systems (paragraph 2.), and the recommended opacimeters for smoke 
measurement (paragraph 3.).  

For the ESC, the gaseous components must be determined in the raw exhaust gas.  
Optionally, they may be determined in the diluted exhaust gas, if a full flow dilution 
system is used for particulate determination.  Particulates must be determined with 
either a partial flow or a full flow dilution system.  

For the ETC, only a full flow dilution system must be used for determining gaseous and 
particulate emissions, and is considered the reference system.  However, partial flow 
dilution systems may be approved by the Technical Service, if their equivalency 
according to paragraph 6.2. to the Regulation is proven, and if a detailed description of 
the data evaluation and calculation procedures is submitted to the Technical Service.   

2. 

DYNAMOMETER AND TEST CELL EQUIPMENT 

The following equipment must be used for emission tests of engines on engine 
dynamometers. 

2.1. 

Engine dynamometer 

An engine dynamometer must be used with adequate characteristics to perform the test 
cycles described in appendices 1 and 2 to this annex.  The speed measuring system must 
have an accuracy of ± 2 per cent of reading.  The torque measuring system must have an 
accuracy of ± 3 per cent of reading in the range > 20 per cent of full scale, and an 
accuracy of ± 0.6 per cent of full scale in the range ³ 20 per cent of full scale. 

2.2. 

Other instruments 

Measuring instruments for fuel consumption, air consumption, temperature of coolant 
and lubricant, exhaust gas pressure and intake manifold depression, exhaust gas 
temperature, air intake temperature, atmospheric pressure, humidity and fuel 
temperature must be used, as required.  These instruments must satisfy the requirements 
given in table 8: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/125

Table 8:  Accuracy of measuring instruments 

Measuring instrument 

Fuel Consumption 
Air Consumption 
Temperatures ³ 600 K (327°C)  
Temperatures ´ 600 K (327°C) 
Atmospheric Pressure 
Exhaust Gas Pressure 
Intake Depression 
Other Pressures 
Relative Humidity 
Absolute Humidity 

Accuracy 

± 2 % of Engine's Maximum Value 
± 2 % of Engine's Maximum Value 
± 2 K Absolute 
± 1 % of Reading 
± 0.1 kPa Absolute 
± 0.2 kPa Absolute 
± 0.05 kPa Absolute 
± 0.1 kPa Absolute 
± 3 % Absolute 
± 5 % of Reading 

2.3. 

Exhaust gas flow 

For calculation of the emissions in the raw exhaust, it is necessary to know the exhaust 
gas flow (see paragraph 4.4. of appendix 1).  For the determination of the exhaust flow 
either of the following methods may be used: 

Direct measurement of the exhaust flow by flow nozzle or equivalent metering system; 
Measurement of  the air flow and the fuel flow by suitable metering systems and 
calculation of the exhaust flow by the following equation: 

GEXHW = GAIRW + GFUEL 

(for wet exhaust mass) 

The accuracy of exhaust flow determination must be ± 2.5 per cent of reading or better. 

2.4. 

Diluted exhaust gas flow 

For calculation of the emissions in the diluted exhaust using a full flow dilution system 
(mandatory for the ETC), it is necessary to know the diluted exhaust gas flow (see 
paragraph 4.3. of appendix 2).  The total mass flow rate of the diluted exhaust (GTOTW) 
or the total mass of the diluted exhaust gas over the cycle (MTOTW) must be measured 
with a PDP or CFV (annex 4, appendix 6, paragraph 2.3.1.).  The accuracy must be ± 
2 per cent of reading or better, and must be determined according to the provisions of 
annex 4, appendix 5, paragraph 2.4. 

3. 

DETERMINATION OF THE GASEOUS COMPONENTS 

3.1. 

General analyser specifications 

The analysers must have a measuring range appropriate for the accuracy required to 
measure the concentrations of the exhaust gas components (paragraph 3.1.1).  It is 
recommended that the analysers be operated such that the measured concentration falls 
between 15 per cent and 100 per cent of full scale.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/126

EN

Official Journal of the European Union

27.12.2006

If read-out systems (computers, data loggers) can provide sufficient accuracy and 
resolution below 15 per cent of full scale, measurements below 15 per cent of full scale 
are also acceptable.  In this case, additional calibrations of at least 4 non-zero nominally 
equally spaced points are to be made to ensure the accuracy of the calibration curves 
according to annex 4, appendix 5, paragraph 1.5.5.2. 

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

3.1.1. 

Measurement error 

The total measurement error, including the cross sensitivity to other gases (see annex 4, 
appendix 5, paragraph 1.9.), must not exceed ± 5 per cent of the reading or ± 3.5 per 
cent of full scale, whichever is smaller.  For concentrations of less than 100 ppm the 
measurement error must not exceed ± 4 ppm. 

3.1.2. 

Repeatability 

The repeatability, defined as 2.5 times the standard deviation of 10 repetitive responses 
to a given calibration or span gas, has to be not greater than ± 1 per cent of full scale 
concentration for each range used above 155 ppm (or ppm C) or ± 2 per cent of each 
range used below 155 ppm (or ppm C). 

3.1.3. 

Noise 

The analyser peak-to-peak response to zero and calibration or span gases over any 10 
seconds period must not exceed 2 per cent of full scale on all ranges used. 

3.1.4. 

Zero drift 

The zero drift during a one hour period must be less than 2 per cent of full scale on the 
lowest range used.  The zero response is defined as the mean response, including noise, 
to a zero gas during a 30 seconds time interval. 

3.1.5 

Span drift 

The span drift during a one hour period must be less than 2 per cent of full scale on the 
lowest range used.  Span is defined as the difference between the span response and the 
zero response.  The span response is defined as the mean response, including noise, to a 
span gas during a 30 seconds time interval.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3.2. 

Gas drying 

The optional gas drying device 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. 

3.3. 

Analysers 

Paragraphs 3.3.1. to 3.3.4. describe the measurement principles to be used.  A detailed 
description of the measurement systems is given in annex 4, appendix 6.  The gases to 
be measured must be analysed with the following instruments.  For non-linear analysers, 
the use of linearising circuits is permitted. 

3.3.1. 

Carbon monoxide (CO) analysis 

The carbon monoxide analyser must be of the Non-Dispersive Infra-Red (NDIR) 
absorption type. 

3.3.2. 

Carbon dioxide (CO2) analysis 

The carbon dioxide analyser must be of the Non-Dispersive Infra-Red (NDIR) 
absorption type. 

3.3.3. 

Hydrocarbon (HC) analysis 

For diesel and LPG fuelled gas engines, the hydrocarbon analyser must 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 ± 10°C).  For NG fuelled gas 
engines, the hydrocarbon analyser may be of the non heated Flame Ionisation Detector 
(FID) type depending upon the method used (see annex 4, appendix 6, paragraph 1.3.). 

3.3.4. 

Non-methane hydrocarbon (NMHC) analysis (NG fuelled gas engines only) 

Non-methane hydrocarbons must be determined by either of the following methods: 

3.3.4.1 

Gas chromatographic (GC) method 

Non-methane hydrocarbons must be determined by subtraction of the methane analysed 
with a Gas Chromatograph (GC) conditioned at 423 K (150°C) from the hydrocarbons 
measured according to paragraph 3.3.3. 

3.3.4.2. 

Non-methane cutter (NMC) method 

The determination of the non-methane fraction must be performed with a heated NMC 
operated in line with an FID as per paragraph 3.3.3. by subtraction of the methane from 
the hydrocarbons. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3.3.5. 

Oxides of nitrogen (NOx) analysis 

The oxides of nitrogen analyser must be of the Chemi-Luminescent Detector (CLD) or 
Heated Chemi-Luminescent Detector (HCLD) type with a NO2/NO converter, if 
measured on a dry basis.  If measured on a wet basis, a HCLD with converter 
maintained above 328 K (55°C) must be used, provided the water quench check (see 
annex 4, appendix 5, paragraph 1.9.2.2.) is satisfied.  

3.4. 

Sampling of gaseous emissions 

3.4.1. 

Raw exhaust gas (ESC only) 

The gaseous emissions sampling probes must be fitted at least 0.5 m or 3 times the 
diameter of the exhaust pipe - whichever is the larger - upstream of the exit of the 
exhaust gas system as far as applicable and sufficiently close to the engine as to ensure 
an exhaust gas temperature of at least 343 K (70°C) at the probe. 

In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the 
probe must be located sufficiently far downstream so as to ensure that the sample is 
representative of the average exhaust emissions from all cylinders.  In multi-cylinder 
engines having distinct groups of manifolds, such as in a "V-engine" configuration, it is 
permissible to acquire a sample from each group individually and calculate an average 
exhaust emission.  Other methods which have been shown to correlate with the above 
methods may be used.  For exhaust emission calculation the total exhaust mass flow 
must be used. 
If the engine is equipped with an exhaust after-treatment system, the exhaust sample 
must be taken downstream of the exhaust after-treatment system. 

3.4.2. 

Diluted exhaust gas (mandatory for ETC, optional for ESC) 

The exhaust pipe between the engine and the full flow dilution system must conform to 
the requirements of annex 4, appendix 6, paragraph 2.3.1., EP. 

The gaseous emissions sample probe(s) must be installed in the dilution tunnel at a point 
where the dilution air and exhaust gas are well mixed, and in close proximity to the 
particulates sampling probe.  

For the ETC, sampling can generally be done in two ways: 

–  the pollutants are sampled into a sampling bag over the cycle and measured after 

completion of the test; 

–  the pollutants are sampled continuously and integrated over the cycle; this method is 

mandatory for HC and NOx. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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4. 

DETERMINATION OF THE PARTICULATES 

The determination of the particulates requires a dilution system.  Dilution may be 
accomplished by a partial flow dilution system (ESC only) or a full flow dilution system 
(mandatory for ETC).  The flow capacity of the dilution system must be large enough to 
completely eliminate water condensation in the dilution and sampling systems, and 
maintain the temperature of the diluted exhaust gas at or below 325 K (52°C) 
immediately upstream of the filter holders.  Dehumidifying the dilution air before 
entering the dilution system is permitted, and especially useful if dilution air humidity is 
high.  The temperature of the dilution air must be 298 K ± 5 K (25 °C ± 5°C).  If the 
ambient temperature is below 293 K (20°C), dilution air pre-heating above the upper 
temperature limit of 303 K (30°C) is recommended.  However, the dilution air 
temperature must not exceed 325 K (52°C) prior to the introduction of the exhaust in the 
dilution tunnel. 

The partial flow dilution system has to be designed to split the exhaust stream into two 
fractions, the smaller one being diluted with air and subsequently used for particulate 
measurement.  For this it is essential that the dilution ratio be determined very 
accurately.  Different splitting methods can be applied, whereby the type of splitting 
used dictates to a significant degree the sampling hardware and procedures to be used 
(annex 4, appendix 6, paragraph 2.2.).  The particulate sampling probe must be installed 
in close proximity to the gaseous emissions sampling probe, and the installation must 
comply with the provisions of paragraph 3.4.1.  

To determine the mass of the particulates, a particulate sampling system, particulate 
sampling filters, a microgram balance, and a temperature and humidity controlled 
weighing chamber, are required.  
For particulate sampling, the single filter method must be applied which uses one pair of 
filters (see paragraph 4.1.3) for the whole test cycle.  For the ESC, considerable 
attention must be paid to sampling times and flows during the sampling phase of the 
test.   

4.1. 

Particulate sampling filters 

4.1.1. 

Filter specification 

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are 
required.  All filter types must have a 0.3 µm DOP (di-octylphthalate) collection 
efficiency of at least 95 per cent at a gas face velocity between 35 and 80 cm/s. 

4.1.2. 

Filter size 

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter).  
Larger diameter filters are acceptable (paragraph 4.1.5). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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4.1.3. 

Primary and back-up Filters 

The diluted exhaust must be sampled by a pair of filters placed in series (one primary 
and one back-up filter) during the test sequence.  The back-up filter must be located no 
more than 100 mm downstream of, and must not be in contact with the primary filter.  
The filters may be weighed separately or as a pair with the filters placed stain side to 
stain side. 

4.1.4. 

Filter face velocity 

A gas face velocity through the filter of 35 to 80 cm/s must be achieved.  The pressure 
drop increase between the beginning and the end of the test must be no more than 25 
kPa. 

4.1.5. 

Filter loading 

The recommended minimum filter loading must be 0.5 mg/1075 mm² stain area.  For 
the most common filter sizes the values are shown in table 9. 

Table 9: Recommended filter loadings 

Filter Diameter (mm) 
47 
70 
90 
110 

Recommended Stain 
37 
60 
80 
100 

Recommended Minimum 
0.5 
1.3 
2.3 
3.6 

4.2. 

Weighing chamber and analytical balance specifications 

4.2.1. 

Weighing chamber conditions 

The temperature of the chamber (or room) in which the particulate filters are 
conditioned and weighed must be maintained to within 295 K ± 3 K (22°C ± 3°C) 
during all filter conditioning and weighing.  The humidity must be maintained to a dew 
point of 282.5 K ± 3 K  (9.5°C ± 3°C) and a relative humidity of 45 % ± 8 %. 

4.2.2. 

Reference filter weighing 

The chamber (or room) environment must be free of any ambient contaminants (such as 
dust) that would settle on the particulate filters during their stabilisation.  Disturbances 
to weighing room specifications as outlined in paragraph 4.2.1. will be allowed if the 
duration of the disturbances does not exceed 30 minutes.  The weighing room should 
meet the required specifications prior to personal entrance into the weighing room.  At 
least two unused reference filters or reference filter pairs must be weighed within 
4 hours of, but preferably at the same time as the sample filter (pair) weighings.  They 
must be the same size and material as the sample filters. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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If the average weight of the reference filters (reference filter pairs) changes between 
sample filter weighings by more than ± 5 per cent (± 7.5 per cent for the filter pair 
respectively) of the recommended minimum filter loading (paragraph 4.1.5.), then all 
sample filters must be discarded and the emissions test repeated. 

If the weighing room stability criteria outlined in paragraph 4.2.1. is not met, but the 
reference filter (pair) weighings meet the above criteria, the engine manufacturer has the 
option of accepting the sample filter weights or voiding the tests, fixing the weighing 
room control system and rerunning the test. 

4.2.3. 

Analytical balance 

The analytical balance used to determine the weights of all filters must have a precision 
(standard deviation) of 20 µg and a resolution of 10 µg (1 digit = 10 µg).  For filters less 
than 70 mm diameter, the precision and resolution must be 2 µg and 1 µg, respectively. 

4.2.4. 

Elimination of static electricity effects 

To eliminate the effects of static electricity, the filters should be neutralised prior to 
weighing, e.g. by a Polonium neutraliser or a device of similar effect. 

4.3. 

Additional specifications for particulate measurement 

All parts of the dilution system and the sampling system from the exhaust pipe up to the 
filter holder, which are in contact with raw and diluted exhaust gas, must be designed to 
minimise deposition or alteration of the particulates.  All parts must be made of 
electrically conductive materials that do not react with exhaust gas components, and 
must be electrically grounded to prevent electrostatic effects. 

5. 

DETERMINATION OF SMOKE OPACITY 

This paragraph provides specifications for the required and optional test equipment to be 
used for the ELR test.  The smoke must be measured with an opacimeter having an 
opacity and a light absorption coefficient readout mode.  The opacity readout mode must 
only be used for calibration and checking of the opacimeter.  The smoke values of the 
test cycle must be measured in the light absorption coefficient readout mode. 

5.1. 

General requirements 

The ELR requires the use of a smoke measurement and data processing system which 
includes three functional units.  These units may be integrated into a single component 
or provided as a system of interconnected components.  The three functional units are: 

–  An opacimeter meeting the specifications of annex 4, appendix 6, paragraph 3. 

 
 
   
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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–  A data processing unit capable of performing the functions described in annex 4, 

appendix 1, paragraph 6.  

–  A printer and/or electronic storage medium to record and output the required smoke 

values specified in annex 4, appendix 1, paragraph 6.3. 

5.2. 

Specific requirements 

5.2.1. 

Linearity 

The linearity must be within ± 2 per cent opacity. 

5.2.2. 

Zero drift 

The zero drift during a one hour period must not exceed ± 1 per cent opacity. 

5.2.3. 

Opacimeter display and range 

For display in opacity, the range must be 0 - 100 per cent opacity, and the readability 
0.1 per cent opacity.  For display in light absorption coefficient, the range must be 0 - 30 
m-1 light absorption coefficient, and the readability 0.01 m-1 light absorption coefficient. 

5.2.4. 

Instrument response time 

The physical response time of the opacimeter must not exceed 0.2 s.  The physical 
response time is the difference between the times when the output of a rapid response 
receiver reaches 10 and 90 per cent of the full deviation when the opacity of the gas 
being measured is changed in less than 0.1 s.  

The electrical response time of the opacimeter must not exceed 0.05 s.  The electrical 
response time is the difference between the times when the opacimeter output reaches 
10 and 90 per cent of the full scale when the light source is interrupted or completely 
extinguished in less than 0.01 s. 

5.2.5. 

Neutral density filters 

Any neutral density filter used in conjunction with opacimeter calibration, linearity 
measurements, or setting span must have its value known to within 1.0 per cent opacity. 
 The filter's nominal value must be checked for accuracy at least yearly using a reference 
traceable to a national or international standard. 

Neutral density filters are precision devices and can easily be damaged during use.  
Handling should be minimised and, when required, should be done with care to avoid 
scratching or soiling of the filter. 

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Annex 4 - Appendix 5 

CALIBRATION PROCEDURE 

1. 

CALIBRATION OF THE ANALYTICAL INSTRUMENTS 

1.1. 

Introduction 

Each analyser must be calibrated as often as necessary to fulfil the accuracy 
requirements of this Regulation.  The calibration method that must be used is described 
in this paragraph for the analysers indicated in annex 4, appendix 4, paragraph 3. and 
annex 4, appendix 6, paragraph 1. 

1.2. 

Calibration gases 

The shelf life of all calibration gases must be respected. 
The expiration date of the calibration gases stated by the manufacturer must be 
recorded. 

1.2.1. 

Pure gases 

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

Purified nitrogen  
(Contamination ³ 1 ppm C1,  ³1 ppm CO,  ³ 400 ppm CO2, ³ 0.1 ppm NO) 

Purified oxygen  
(Purity > 99.5 % vol 02)  

Hydrogen-helium mixture  
(40 ± 2 % hydrogen, balance helium) 
(Contamination ³ 1 ppm C1, ³ 400 ppm CO2) 

Purified synthetic air  
(Contamination ³ 1 ppm C1, ³ 1 ppm CO, ³ 400 ppm CO2, ³ 0.1 ppm NO)  
(Oxygen content between 18-21 % vol.) 

Purified propane or CO for the CVS verification 

1.2.2. 

Calibration and span gases 

Mixtures of gases having the following chemical compositions must be available: 

C3H8  and purified synthetic air (see paragraph 1.2.1); 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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CO  and purified nitrogen; 

  NOx  and purified nitrogen (the amount of NO2 contained in this calibration gas 

must not exceed 5 % of the NO content); 

CO2  and purified nitrogen 

CH4  and purified synthetic air 

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 must be within ± 2 per cent of the 
nominal value.  All concentrations of calibration gas must 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 a gas divider, 
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 may be 
determined to within ± 2 per cent. 

1.3. 

Operating procedure for analysers and sampling system 

The operating procedure for analysers must follow the start-up and operating 
instructions of the instrument manufacturer.  The minimum requirements given in 
paragraphs 1.4. to 1.9. must be included. 

1.4. 

Leakage test 

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

The maximum allowable leakage rate on the vacuum side must be 0.5 per cent 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. 

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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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1.5. 

Calibration procedure 

1.5.1. 

Instrument assembly 

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

1.5.2. 

Warming-up time 

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

1.5.3. 

NDIR and HFID analyser 

The NDIR analyser must be tuned, as necessary, and the combustion flame of the HFID 
analyser must be optimised (paragraph 1.8.1). 

1.5.4. 

Calibration 

Each normally used operating range must be calibrated. 

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

The appropriate calibration gases must be introduced to the analysers, the values 
recorded, and the calibration curve established according to paragraph 1.5.5. 

The zero setting must be rechecked and the calibration procedure  repeated, if necessary. 

1.5.5. 

Establishment of the calibration curve 

1.5.5.1. 

General guidelines 

The analyser calibration curve must be established by at least five calibration points 
(excluding zero) spaced as uniformly as possible.  The highest nominal concentration 
must be equal to or higher than 90 per cent of full scale. 

The calibration curve must be calculated by the method of least squares.  If the resulting 
polynomial degree is greater than 3, the number of calibration points (zero included) 
must be at least equal to this polynomial degree plus 2. 

The calibration curve must not differ by more than ± 2 per cent from the nominal value 
of each calibration point and by more than ± 1 per cent of full scale at zero. 
From the calibration curve and the calibration points, it is possible to verify that the 
calibration has been carried out correctly.  The different characteristic parameters of the 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
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analyser must be indicated, particularly: 

–  the measuring range; 
–  the sensitivity; 
–  the date of carrying out the calibration. 

1.5.5.2. 

Calibration below 15 per cent of Full Scale 

The analyser calibration curve must be established by at least 4 additional calibration 
points (excluding zero) spaced nominally equally below 15 per cent of full scale. 

The calibration curve is calculated by the method of least squares. 

The calibration curve must not differ by more than ± 4 per cent from the nominal value 
of each calibration point and by more than ± 1 per cent of full scale at zero. 

1.5.5.3. 

Alternative methods 

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

1.6. 

Verification of the calibration 

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

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

If, for the two points considered, the value found does not differ by more than ± 4 per 
cent of full scale from the declared reference value, the adjustment parameters may be 
modified.  Should this not be the case, a new calibration curve must be established in 
accordance with paragraph 1.5.5. 

1.7. 

Efficiency test of the NOx converter 

The efficiency of the converter used for the conversion of NO2 into NO must be tested 
as given in paragraphs 1.7.1. to 1.7.8.(Figure 6). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figure 6   Schematic of NO2 converter efficiency device 

1.7.1. 

Test set-up 

Using the test set-up as shown in Figure 6 (see also annex 4, appendix 4, 
paragraph 3.3.5.) and the procedure below, the efficiency of converters can be tested by 
means of an ozonator. 

1.7.2. 

Calibration 

The CLD and the HCLD must 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 per cent of the operating range and the NO2 
concentration of the gas mixture to less than 5 per cent 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. 

1.7.3. 

Calculation 

The efficiency of the NOx converter is calculated as follows:  

Efficiency

(%) ?

Æ
Ç
È

1

-

a
c

/
/

b
d

Ö
× ,
Ø

100  

where: 

is the NOx concentration according to paragraph 1.7.6 
a 
b  is the NOx concentration according to paragraph 1.7.7 
is the NO  concentration according to paragraph 1.7.4 
c 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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1.7.4. 

d  is the NO  concentration according to paragraph 1.7.5 
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 per cent less than the indicated calibration 
concentration given in paragraph 1.7.2. (The analyser is in the NO mode).  The indicated 
concentration c must be recorded.  The ozonator is kept deactivated throughout the 
process. 

1.7.5. 

Activation of the ozonator 

The ozonator is now activated to generate enough ozone to bring the NO concentration 
down to about 20 per cent (minimum 10 per cent) of the calibration concentration given 
in paragraph 1.7.2.  The indicated concentration d must be recorded (The analyser is in 
the NO mode). 

1.7.6. 

NOx mode 

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

1.7.7. 

Deactivation of the ozonator 

The ozonator is now deactivated.  The mixture of gases described in paragraph 1.7.6. 
passes through the converter into the detector.  The indicated concentration b must be 
recorded. (The analyser is in the NOx  mode). 

1.7.8. 

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 must not deviate by more than ± 5 per 
cent from the value measured according to paragraph 1.7.2. (The analyser is in the NO  
mode). 

1.7.9. 

Test interval 

The efficiency of the converter must be tested prior to each calibration of the NOx 
analyser. 

1.7.10. 

Efficiency requirement 

The efficiency of the converter must not be less than 90 per cent, but a higher efficiency 
of 95 per cent is strongly recommended. 

Note: 

If, with the analyser in the most common range, the ozonator cannot give a 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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reduction from 80 per cent to 20 per cent according to paragraph 1.7.5., then 
the highest range which will give the reduction must be used. 

1.8. 

Adjustment of the FID 

1.8.1. 

Optimisation of the detector response 

The FID 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 air flow rates set at the manufacturer's recommendations, a 350 ± 75 
ppm C span gas must be introduced to the analyser.  The response at a given fuel flow 
must be determined from the difference between the span gas response and the zero gas 
response.  The fuel flow must be incrementally adjusted above and below the 
manufacturer's specification.  The span and zero response at these fuel flows must be 
recorded.  The difference between the span and zero response must be plotted and the 
fuel flow adjusted to the rich side of the curve. 

1.8.2. 

Hydrocarbon response factors 

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

Response factors must 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 per cent of full scale.  The concentration must be known to an accuracy of ± 2 per cent 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 ± 5 K (25°C ± 5°C). 

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

Methane and purified synthetic air 

1.00  ³  Rf ³  1.15  (diesel and LPG engines) 

Methane and purified synthetic air 

1.00  ³  Rf  ³  1.07  (NG engines) 

Propylene and purified synthetic air 

0.90  ³  Rf  ³  1.1 

Toluene and purified synthetic air 

0.90  ³  Rf  ³  1.10 

These values are relative to the response factor (Rf) of 1.00 for propane and purified 
synthetic air. 
Oxygen interference check 

1.8.3. 

 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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The oxygen interference check must be determined when introducing an analyser into 
service and after major service intervals. 

The response factor is defined and must be determined as described in paragraph 1.8.2.  
The test gas to be used and the recommended relative response factor range are as 
follows:  

Propane and nitrogen   

0.95 ³ Rf ³ 1.05 

This value is relative to the response factor (Rf) of 1.00 for propane and purified 
synthetic air. 

The FID burner air oxygen concentration must be within ± 1 mole % of the oxygen 
concentration of the burner air used in the latest oxygen interference check.  If the 
difference is greater, the oxygen interference must be checked and the analyser adjusted, 
if necessary. 

1.8.4. 

Efficiency of the non-methane cutter (NMC, for NG fuelled gas engines only) 

The NMC is used for the removal of the non-methane hydrocarbons from the sample 
gas by oxidising all hydrocarbons except methane.  Ideally, the conversion for methane 
is 0 %, and for the other hydrocarbons represented by ethane is 100 %.  For the accurate 
measurement of NMHC, the two efficiencies must be determined and used for the 
calculation of the NMHC emission mass flow rate (see annex 4, appendix 2, 
paragraph 4.3.). 

1.8.4.1.  Methane efficiency 

Methane calibration gas must be flown through the FID with and without bypassing the 
NMC and the two concentrations recorded.  The efficiency must be determined as 
follows: 

CE

M

?

/1

where: 

conc
conc

w

w o
/

concw  = HC concentration with CH4 flowing through the NMC 
concw/o  = HC concentration with CH4 bypassing the NMC  

1.8.4.2. 

Ethane efficiency 

Ethane calibration gas must be flown through the FID with and without bypassing the 
NMC and the two concentrations recorded.  The efficiency must be determined as 
follows: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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L 375/141

CE

E

?

/1

where: 

conc
conc

w

w o
/

concw  = HC concentration with C2H6 flowing through the NMC 
concw/o  = HC concentration with C2H6 bypassing the NMC  

1.9. 

Interference effects with CO, CO2, and NOx analysers 

Gases present in the exhaust other than the one being analysed can interfere with the 
reading in several ways.  Positive interference occurs in NDIR 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 paragraphs 1.9.1. and 1.9.2. must be 
performed prior to an analyser’s initial use and after major service intervals.  

1.9.1. 

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 per cent of full scale of the maximum operating 
range used during testing must be bubbled through water at room temperature and the 
analyser response recorded.  The analyser response must not be more than 1 per cent of 
full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below 
300 ppm. 

1.9.2. 

NOx analyser quench checks 

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

1.9.2.1. 

CO2 quench check 

A CO2 span gas having a concentration of 80 to 100 per cent of full scale of the 
maximum operating range must be passed through the NDIR analyser and the CO2 value 
recorded as A.  It must then be diluted approximately 50 per cent 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 must then be  shut off and only the NO span gas be passed 
through the (H)CLD and the NO value  recorded as D. 

The quench, which must not be greater than 3 per cent of full scale, must be calculated 
as follows: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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%

Quench

?

É
1
Ê
Ê
Ë

/

Ö
Æ
,
)
(
C A
×
Ç
,
/
,
)
(
) (
D B
D A
Ø
È

Ù
Ú
Ú
Û

,

100  

where: 

A  is the undiluted CO2 concentration measured with NDIR in per cent 
B  is the diluted CO2 concentration measured with NDIR in per cent 
C  is the diluted NO concentration measured with (H)CLD in ppm 
D  is the undiluted NO concentration measured with (H)CLD in ppm 

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

1.9.2.2.  Water quench check 

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

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

H = 100*( G/E) 

The expected diluted NO span gas (in water vapour) concentration (De) must be 
calculated as follows: 

De = D* ( 1- H/100 ) 

For diesel exhaust, the maximum exhaust water vapour concentration (Hm, in %) 
expected during testing must be estimated, under the assumption of a fuel atom H/C 
ratio of 1.8:1. from the undiluted CO2 span gas concentration (A, as measured in 
paragraph 1.9.2.1) as follows: 

Hm = 0.9*A 

The water quench, which must not be greater than 3 per cent, must be calculated as 
follows: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
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% Quench = 100 * ( ( De - C )/De) * (Hm/H) 

where: 

De is the expected diluted NO concentration in ppm 
C  is the diluted NO concentration in ppm  
Hm 
H  is the actual water vapour concentration in % 

is the maximum water vapour concentration in % 

Note:   

It is important that the NO span gas contains minimal NO2 concentration for 
absorption of NO2 in water has not been accounted for 

this check, since  
in the quench calculations. 

1.10. 

Calibration intervals 

The analysers must be calibrated according to paragraph 1.5. at least every 3 months or 
whenever a system repair or change is made that could influence calibration. 

2. 

CALIBRATION OF THE CVS-SYSTEM 

2.1. 

General 

The CVS system must be calibrated by using an accurate flowmeter traceable to national 
or international standards and a restricting device.  The flow through the system must be 
measured at different restriction settings, and the control parameters of the system must 
be measured and related to the flow. 

Various types of flowmeters may be used, e. g. calibrated venturi, calibrated laminar 
flowmeter, calibrated turbinemeter. 

2.2. 

Calibration of the positive displacement pump (PDP) 

All parameters related to the pump must be simultaneously measured with the 
parameters related to the flowmeter which is connected in series with the pump.  The 
calculated flow rate (in m3/min at pump inlet, absolute pressure and temperature) must 
be plotted versus a correlation function which is the value of a specific combination of 
pump parameters.  The linear equation which relates the pump flow and the correlation 
function must then be determined.  If a CVS has a multiple speed drive, the calibration 
must be performed for each range used.  Temperature stability must be maintained 
during calibration. 

2.2.1. 

Data analysis 

The air flow rate (Qs) at each restriction setting (minimum 6 settings) must be calculated 
in standard m3/min from the flowmeter data using the manufacturer's prescribed method. 
 The air flow rate must then be converted to pump flow (V0) in m3/rev at absolute pump 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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inlet temperature and pressure as follows: 

V
0

?

Q
s
n

,

T
273

,

.  
1013
P
A

where: 

Qs =  air flow rate at standard conditions (101.3 kPa, 273 K), m3/s 
T  =  temperature at pump inlet, K 
pA =  absolute pressure at pump inlet (pB - p1), kPa 
n  =  pump speed, rev/s 

To account for the interaction of pressure variations at the pump and the pump slip rate, 
the correlation function (X0) between pump speed, pressure differential from pump inlet 
to pump outlet and absolute pump outlet pressure must be calculated as follows: 

X

0

?

1
n

,

F

p

p

p

A

where: 

ȚpP =  pressure differential from pump inlet to pump outlet, kPa 
pA  =  absolute outlet pressure at pump outlet, kPa 

A linear least-square fit must be performed to generate the calibration equation as 
follows: 

V0 = D0 - m * (X0) 

D0 and m are the intercept and slope constants, respectively, describing the regression 
lines. 

For a CVS system with multiple speeds, the calibration curves generated for the 
different pump flow ranges must be approximately parallel, and the intercept values (D0) 
must increase as the pump flow range decreases. 

The calculated values from the equation must be within  ± 0.5 per cent of the measured 
value of V0.  Values of m will vary from one pump to another.  Particulate influx over 
time will cause the pump slip to decrease, as reflected by lower values for m.  Therefore, 
calibration must be performed at pump start-up, after major maintenance, and if the total 
system verification (paragraph 2.4) indicates a change of the slip rate. 

2.3. 

Calibration of the critical flow venturi (CFV) 

Calibration of the CFV is based upon the flow equation for a critical venturi.  Gas flow 
is a function of inlet pressure and temperature, as shown below: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Q

s

?

K

v

,

p

A

T

where: 

Kv =  calibration coefficient 
pA =  absolute pressure at venturi inlet, kPa 
T  =  temperature at venturi inlet, K 

2.3.1. 

Data Analysis 

The air flow rate (Qs) at each restriction setting (minimum 8 settings) must be calculated 
in standard m3/min from the flowmeter data using the manufacturer's prescribed method. 
 The calibration coefficient must be calculated from the calibration data for each setting 
as follows: 

K

v

?

Q

s

,

T

p

A

where: 

Qs = 
T  = 
pA = 

air flow rate at standard conditions (101.3 kPa, 273 K), m3/s  
temperature at the venturi inlet, K 
absolute pressure at venturi inlet, kPa 

To determine the range of critical flow, Kv must be plotted as a function of venturi inlet 
pressure.  For critical (choked) flow, Kv will have a relatively constant value.  As 
pressure decreases (vacuum increases), the venturi becomes unchoked and Kv decreases, 
which indicates that the CFV is operated outside the permissible range. 

For a minimum of eight points in the region of critical flow, the average Kv and the 
standard deviation must be calculated.  The standard deviation must not exceed ± 
0.3 per cent of the average KV. 

2.4. 

Total system verification 

The total accuracy of the CVS sampling system and analytical system must be 
determined by introducing a known mass of a pollutant gas into the system while it is 
being operated in the normal manner.  The pollutant is analysed, and the mass calculated 
according to annex 4, appendix 2, paragraph 4.3., except in the case of propane where a 
factor of 0.000472 is used in place of 0.000479 for HC.  Either of the following two 
techniques must be used. 

2.4.1. 

Metering with a critical flow orifice 

A known quantity of pure gas (carbon monoxide or propane) must be fed into the CVS 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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system through a calibrated critical orifice.  If the inlet pressure is high enough, the flow 
rate, which is adjusted by means of the critical flow orifice, is independent of the orifice 
outlet pressure (Š critical flow).  The CVS system must be operated as in a normal 
exhaust emission test for about 5 to 10 minutes.  A gas sample must be analysed with 
the usual equipment (sampling bag or integrating method), and the mass of the gas 
calculated.  The mass so determined must be within ± 3 per cent of the known mass of 
the gas injected.  

2.4.2. 

Metering by means of a gravimetric technique 

The weight of a small cylinder filled with carbon monoxide or propane must be 
determined with a precision of ± 0.01 gram.  For about 5 to 10 minutes, the CVS system 
must be operated as in a normal exhaust emission test, while carbon monoxide or 
propane is injected into the system.  The quantity of pure gas discharged must be 
determined by means of differential weighing.  A gas sample must be analysed with the 
usual equipment (sampling bag or integrating method), and the mass of the gas 
calculated.  The mass so determined must be within ± 3 per cent of the known mass of 
the gas injected.  

3. 

CALIBRATION OF THE PARTICULATE MEASURING SYSTEM 

3.1. 

Introduction 

Each component must be calibrated as often as necessary to fulfil the accuracy 
requirements of this Regulation.  The calibration method to be used is described in this 
paragraph for the components indicated in annex 4, appendix 4, paragraph 4. and annex 
4, appendix 6, paragraph 2. 

3.2. 

Flow measurement 

The calibration of gas flow meters or flow measurement instrumentation must be 
traceable to international and/or national standards.  The maximum error of the 
measured value must be within ± 2 per cent of reading. 

If the gas flow is determined by differential flow measurement, the maximum error of 
the difference must be such that the accuracy of GEDF is within ± 4 per cent (see also 
annex 4, appendix 6, paragraph 2.2.1., EGA).  It can be calculated by taking the root 
mean square of the errors of each instrument. 

3.3. 

Checking the partial flow conditions 

The range of the exhaust gas velocity and the pressure oscillations must be checked and 
adjusted according to the requirements of annex 4, appendix 6, paragraph 2.2.1., EP, if 
applicable. 

3.4. 

Calibration intervals 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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The flow measurement instrumentation must be calibrated at least every 3 months or 
whenever a system repair or change is made that could influence calibration. 

4. 

CALIBRATION OF THE SMOKE MEASUREMENT EQUIPMENT 

4.1. 

Introduction 

The opacimeter must be calibrated as often as necessary to fulfil the accuracy 
requirements of this Regulation.  The calibration method to be used is described in this 
paragraph for the components indicated in annex 4, appendix 4, paragraph 5. and annex 
4, appendix 6, paragraph 3. 

4.2. 

Calibration procedure 

4.2.1. 

Warming-up time 

The opacimeter must be warmed up and stabilised according to the manufacturer's 
recommendations.  If the opacimeter is equipped with a purge air system to prevent 
sooting of the instrument optics, this system should also be activated and adjusted 
according to the manufacturer's recommendations. 

4.2.2. 

Establishment of the linearity response 

The linearity of the opacimeter must be checked in the opacity readout mode as per the 
manufacturer's recommendations.  Three neutral density filters of known transmittance, 
which must meet the requirements of annex 4, appendix 4, paragraph 5.2.5., must be 
introduced to the opacimeter and the value recorded.  The neutral density filters must 
have nominal opacities of approximately 10 %, 20 % and 40 %. 

The linearity must not differ by more than ± 2 per cent opacity from the nominal value 
of the neutral density filter.  Any non-linearity exceeding the above value must be 
corrected prior to the test. 

4.3. 

Calibration intervals 

The opacimeter must be calibrated according to paragraph 4.2.2. at least every 3 months 
or whenever a system repair or change is made that could influence calibration. 

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Annex 4 – Appendix 6 

ANALYTICAL AND SAMPLING SYSTEMS 

1. 

DETERMINATION OF THE GASEOUS EMISSIONS 

1.1. 

Introduction 

Paragraph 1.2. and figures 7 and 8 contain detailed descriptions of the recommended 
sampling and analysing systems.  Since various configurations can produce equivalent 
results, exact conformance with figures 7 and 8 is not required.  Additional components 
such as instruments, valves, solenoids, pumps, and switches may be used to provide 
additional information and coordinate the functions of the component systems.  Other 
components which are not needed to maintain the accuracy on some systems, may be 
excluded if their exclusion is based upon good engineering judgement.   

HSL1

zero gas

T1

HSL1

T2

G1

zero gas

V1

zero gas

F1

F2

P

T1

V2

span gas

R3

EP

SP1

SP1

V1

F1

F2

P

optional 2 sampling probes

vent

HC

R1

R2

vent

air

fuel

FL1

SL

T5

zero gas

G3

B

V10

V12 V11

R5

CO

CO

2

V4

span gas

zero gas

V5
span gas

HSL2

T3

G2

V8

zero gas

vent

FL5

vent

FL6

span gas

V6

V3

R4

C

T4

vent

FL3

vent

FL4

NO

T5

vent

FL2

V7

V9

B

V12 V11

Figure 7 - 

Flow diagram of raw exhaust gas analysis system for CO, CO2, NOx, HC ESC only 

1.2.  Description of the analytical system 

 
 
 
 
 
 
 
 
 
 
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An analytical system for the determination of the gaseous emissions in the raw (Figure 
7, ESC only) or diluted (Figure 8. ETC and ESC) exhaust gas is described based on the 
use of: 

  HFID analyser for the measurement of hydrocarbons; 
  NDIR analysers for the measurement of carbon monoxide and carbon dioxide; 
  HCLD or equivalent analyser for the measurement of the oxides of nitrogen; 

The sample for all components may be taken with one sampling probe or with two 
sampling probes located in close proximity and internally split to the different analysers. 
 Care must be taken that no condensation of exhaust components (including water and 
sulphuric acid) occurs at any point of the analytical system. 

to PSS see figure 21

HSL1

T1

HSL1

T2

G1

zero gas

PSP

SP2

BK

V1

same plane
see fig. 21

zero gas

F1

T1

F2

P

HSL2

V2

span gas

R3

vent

HC

R1

R2

vent

air

fuel

FL1

SP3

DTsee fig. 20

BG

T5

V1

V14

F1

F2

P

BK

SL

G3

zero gas

B

V11

V13 V12

R5

CO

CO
2

V4
span gas
zero gas

V5

span gas

T3

G2

zero gas

V7

V3
span gas

R4

V9

C

T4

V8

V10

vent

vent

FL4

NO

FL2

vent

FL5

vent

FL6

vent

FL3

Figure 8 

-  Flow diagram of diluted exhaust gas analysis system for CO, CO2, NOx, HC (ETC, 

optional for ESC test)  

1.2.1. 

Components of figures 7 and 8  

EP 

Exhaust pipe 

 
 
 
 
 
 
 
 
 
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SP1  Exhaust gas sampling probe (Figure 7 only)  

A stainless steel straight closed end multi-hole probe is recommended.  The inside 
diameter must not be greater than the inside diameter of the sampling line.  The wall 
thickness of the probe must not be greater than 1 mm.  There must be a minimum of 3 
holes in 3 different radial planes sized to sample approximately the same flow.  The 
probe must extend across at least 80 per cent of the diameter of the exhaust pipe.  One 
or two sampling probes may be used.  

SP2 

Diluted exhaust gas HC sampling probe (Figure 8 only) 

The probe must: 

 be defined as the first 254 mm to 762 mm of the heated sampling line HSL1; 

  have a 5 mm minimum inside diameter; 

 be installed in the dilution tunnel DT (see paragraph 2.3., Figure 20) at a point where 
the dilution air and exhaust gas are well mixed (i.e. approximately 10 tunnel 
diameters downstream of the point where the exhaust enters the dilution tunnel); 

 be sufficiently distant (radially) from other probes and the tunnel wall so as to be free 
from the influence of any wakes or eddies; 

 be heated so as to increase the gas stream temperature to 463 K ± 10 K (190°C ± 
10°C) at the exit of the probe. 

SP3  

Diluted exhaust gas CO, CO2, NOx sampling probe (Figure 8 only) 

The probe must: 

  be in the same plane as SP 2; 

 be sufficiently distant (radially) from other probes and the tunnel wall so as to be free 
from the influence of any wakes or eddies; 

  be heated and insulated over its entire length to a minimum temperature of 328 K 
(55°C) to prevent water condensation. 

HSL1 

Heated sampling line 

The sampling line provides a gas sample from a single probe to the split point(s) and the 
HC analyser. 

The sampling line must: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  have a 5 mm minimum and a 13.5 mm maximum inside diameter; 

  be made of stainless steel or PTFE. 

  maintain a wall temperature of 463 K ± 10 K (190°C ± 10°C) as measured at 
every separately controlled heated section, if the temperature of the exhaust gas at the 
sampling probe is equal to or below 463 K (190°C); 

 maintain a wall temperature greater than 453 K (180°C), if the temperature of the 
exhaust gas at the sampling probe is above 463 K (190°C); 

 maintain a gas temperature of 463 K ± 10 K (190°C ± 10°C) immediately before the 
heated filter F2 and the HFID; 

HSL2 

Heated NOx sampling line 

The sampling line must: 

 maintain a wall temperature of 328 K to 473 K (55°C to 200°C), up to the converter 
C when using a cooling bath B, and up to the analyser when a cooling bath B is not 
used. 

  be made of stainless steel or PTFE. 

SL 

Sampling line for CO and CO2 

The line must be made of PTFE or stainless steel.  It may be heated or unheated. 

BK  

Background bag (optional; Figure 8 only) 

For the sampling of the background concentrations  

BG 

Sample bag (optional; Figure 8 CO and CO2 only) 

For the sampling of the sample concentrations. 

F1  

Heated pre-filter (optional) 

The temperature must be the same as HSL1. 

F2  

Heated filter 

The filter must extract any solid particles from the gas sample prior to the analyser.  The 
temperature must be the same as HSL1.  The filter must be changed as needed. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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P   

Heated sampling pump 

The pump must be heated to the temperature of HSL1. 

HC 

Heated flame ionisation detector (HFID) for the determination of the 

hydrocarbons. 

The temperature must be kept at 453 K to 473 K (180°C to 200°C). 

CO, CO2  NDIR analysers for the determination of carbon monoxide and carbon 

dioxide (optional for the determination of the dilution ratio for PT 
measurement). 

NO 

CLD or HCLD analyser for the determination of the oxides of nitrogen. 

If a HCLD is used it must be kept at a temperature of 328 K to 473 K (55°C to 200°C). 

C 

Converter 

A converter must be used for the catalytic reduction of NO2 to NO prior to analysis in 
the CLD or HCLD.  

B 

Cooling bath (optional) 

To cool and condense water from the exhaust sample.  The bath must be maintained at a 
temperature of 273 K to 277 K (0°C to 4°C) by ice or refrigeration.  It is optional if the 
analyser is free from water vapour interference as determined in annex 4, appendix 5, 
paragraphs 1.9.1. and 1.9.2.  If water is removed by condensation, the sample gas 
temperature or dew point must be monitored either within the water trap or downstream. 
 The sample gas temperature or dew point must not exceed 280 K (7°C).  Chemical 
dryers are not allowed for removing water from the sample. 

T1, T2, T3 

Temperature sensor 

To monitor the temperature of the gas stream.  

T4 

Temperature sensor 

To monitor the temperature of the NO2 - NO converter.  

T5 

Temperature sensor 

To monitor the temperature of the cooling bath. 

G1, G2, G3 

Pressure gauge 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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To measure the pressure in the sampling lines. 

R1, R2  Pressure regulator 

To control the pressure of the air and the fuel, respectively, for the HFID. 

R3, R4, R5 

Pressure regulator  

To control the pressure in the sampling lines and the flow to the analysers. 

FL1, FL2, FL3  Flowmeter 

To monitor the sample by-pass flow rate. 

FL4 to FL6 

Flowmeter (optional) 

To monitor the flow rate through the analysers. 

V1 to V5  Selector valve 

Suitable valving for selecting sample, span gas or zero gas flow to the analysers. 

V6, V7 

Solenoid valve 

To by-pass the NO2 - NO converter. 

V8 

Needle valve 

To balance the flow through the NO2 - NO converter C and the by-pass.  

V9, V10  Needle valve 

To regulate the flows to the analysers. 

V11, V12  Toggle valve (optional) 

To drain the condensate from the bath B. 

1.3. 

NMHC analysis (NG fuelled gas engines only) 

1.3.1. 

Gas chromatographic method (GC, Figure 9) 

When using the GC method, a small measured volume of a sample is injected onto an 
analytical column through which it is swept by an inert carrier gas.  The column 
separates various components according to their boiling points so that they elute from 
the column at different times.  They then pass through a detector which gives an 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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electrical signal that depends on their concentration.  Since it is not a continuous 
analysis technique, it can only be used in conjunction with the bag sampling method as 
described in annex 4, appendix 4, paragraph 3.4.2. 

For NMHC an automated GC with a FID must be used.  The exhaust gas must be 
sampled into a sampling bag from which a part must be taken and injected into the GC.  
The sample is separated into two parts (CH4/Air/CO and NMHC/CO2/H2O) on the 
Porapak column.  The molecular sieve column separates CH4 from the air and CO 
before passing it to the FID where its concentration is measured.  A complete cycle from 
injection of one sample to injection of a second can be made in 30 s.  To determine 
NMHC, the CH4 concentration must be subtracted from the total HC concentration (see 
annex 4, appendix 2, paragraph 4.3.1.). 

Figure 9 shows a typical GC assembled to routinely determine CH4.  Other GC methods 
can also be used based on good engineering judgement. 

10

1

2

3

4

5

6

7

8

9

10

V1

sample

y

to x

PC

F4

D

V2

F1

R1

fuel inlet

V4

HC

MSC

FC

air inlet

SLP

F3

x

to y

Oven

F5

V7

P

V3

V8

vent

span gas

vent

FM1

R2

V6

F2

R3

Figure 9 

-  Flow diagram for methane analysis (GC method) 

Components of Figure 9 

PC 

Porapak column 

Porapak N, 180/300 µm (50/80 mesh), 610 mm length x 2.16 mm ID must be used and 
conditioned at least 12 h at 423 K (150°C) with carrier gas prior to initial use. 

 
 
 
 
 
 
 
 
 
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MSC 

Molecular sieve column 

Type 13X, 250/350 µm (45/60 mesh), 1220 mm length x 2.16 mm ID must be used and 
conditioned at least 12 h at 423 K (150°C) with carrier gas prior to initial use. 

OV 

Oven 

To maintain columns and valves at stable temperature for analyser operation, and to 
condition the columns at 423 K (150°C). 

SLP 

Sample loop 

A sufficient length of stainless steel tubing to obtain approximately 1 cm³ volume. 

P 

Pump 

To bring the sample to the gas chromatograph. 

D 

Dryer 

A dryer containing molecular sieve must be used to remove water and other 
contaminants which might be present in the carrier gas. 

HC 

Flame ionisation detector (FID) to measure the concentration of methane. 

V1 

Sample injection valve 

To inject the sample taken from the sampling bag via SL of Figure 8.  It must be low 
dead volume, gas tight, and heatable to 423 K (150°C). 

V3 

Selector valve 

To select span gas, sample, or no flow. 

V2, V4, V5, V6, V7, V8  Needle valve 

To set the flows in the system. 

R1, R2, R3 

Pressure regulator 

To control the flows of the fuel (= carrier gas), the sample, and the air, respectively. 

FC 

Flow capillary 

To control the rate of air flow to the FID 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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G1, G2, G3 

Pressure gauge 

To control the flows of the fuel (= carrier gas), the sample, and the air, respectively. 

F1, F2, F3, F4, F5 

Filter 

Sintered metal filters to prevent grit from entering the pump or the instrument. 

FL1 

Flowmeter 

To measure the sample bypass flow rate. 

1.3.2. 

Non-methane cutter method (NMC, Figure 10) 

The cutter oxidises all hydrocarbons except CH4 to CO2 and H2O, so that by passing the 
sample through the NMC only CH4 is detected by the FID.  If bag sampling is used, a 
flow diverter system must be installed at SL (see paragraph 1.2., Figure 8) with which 
the flow can be alternatively passed through or around the cutter according to the upper 
part of Figure 10.  For NMHC measurement, both values (HC and CH4) must be 
observed on the FID and recorded.  If the integration method is used, an NMC in line 
with a second FID must be installed parallel to the regular FID into HSL1 (see 
paragraph 1.2., Figure 8) according to the lower part of Figure 10.  For NMHC 
measurement, the values of the two FID's (HC and CH4) must be observed and recorded. 

The cutter must be characterised at or above 600 K (327°C) prior to test work with 
respect to its catalytic effect on CH4 and C2H6 at H2O values representative of exhaust 
stream conditions.  The dew point and O2 level of the sampled exhaust stream must be 
known.  The relative response of the FID to CH4 must be recorded  
(see annex 4, appendix 5, paragraph 1.8.2.). 

 
 
 
 
 
 
 
 
 
 
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zero

span

V4

NMC

sample

V2

V1

V3

SL (see figure 8)

Bag Sampling Method

zero

span

NMC

sample

V2

V1

HSL1 (see figure 8)

Integrating Method

vent

HC

HC

vent

vent

HC

Figure 10  -  Flow diagram for methane analysis with the non-methane cutter (NMC) 

Components of Figure 10 

NMC 

Non-methane cutter 

To oxidise all hydrocarbons except methane. 

HC 

Heated flame ionisation detector (HFID) 

To measure the HC and CH4 concentrations.  The temperature must be kept at 453 K to 
473 K (180°C to 200°C). 

V1 

Selector valve 

To select sample, zero and span gas.  V1 is identical with V2 of Figure 8. 

V2, V3  Solenoid valve 

To by-pass the NMC 

V4 

Needle valve 

To balance the flow through the NMC and the by-pass. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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R1 

Pressure regulator 

To control the pressure in the sampling line and the flow to the HFID.  R1 is identical 
with R3 of Figure 8. 

FL1 

Flowmeter 

To measure the sample by-pass flow rate.  FL1 is identical with FL1 of Figure 8. 

2. 

EXHAUST GAS DILUTION AND DETERMINATION OF THE PARTICULATES 

2.1. 

Introduction 

Paragraphs 2.2., 2.3. and 2.4. and figures 11 to 22 contain detailed descriptions of the 
recommended dilution and sampling systems.  Since various configurations can produce 
equivalent results, exact conformance with these figures is not required.  Additional 
components such as instruments, valves, solenoids, pumps, and switches may be used to 
provide additional information and coordinate the functions of the component systems.  
Other components which are not needed to maintain the accuracy on some systems, may 
be excluded if their exclusion is based upon good engineering judgement.  

2.2. 

Partial flow dilution system 

A dilution system is described in figures 11 to 19 based upon the dilution of a part of the 
exhaust stream.  Splitting of the exhaust stream and the following dilution process may 
be done by different dilution system types.  For subsequent collection of the particulates, 
the entire dilute exhaust gas or only a portion of the dilute exhaust gas is passed to the 
particulate sampling system (paragraph 2.4., Figure 21).  The first method is referred to 
as total sampling type, the second method as fractional sampling type. 

The calculation of the dilution ratio depends upon the type of system used.  The 
following types are recommended: 

Isokinetic systems (Figures 11, 12) 

With these systems, the flow into the transfer tube is matched to the bulk exhaust flow 
in terms of gas velocity and/or pressure, thus requiring an undisturbed and uniform 
exhaust flow at the sampling probe.  This is usually achieved by using a resonator and a 
straight approach tube upstream of the sampling point.  The split ratio is then calculated 
from easily measurable values like tube diameters.  It should be noted that isokinesis is 
only used for matching the flow conditions and not for matching the size distribution.  
The latter is typically not necessary, as the  particles are sufficiently small as to follow 
the fluid streamlines. 

Flow controlled systems with concentration measurement (Figures 13 to 17) 

 
 
 
 
 
 
 
 
 
 
 
 
 
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With these systems, a sample is taken from the bulk exhaust stream by adjusting the 
dilution air flow and the total dilute exhaust flow.  The dilution ratio is determined from 
the concentrations of tracer gases, such as CO2 or NOx,naturally occurring in the engine 
exhaust.  The concentrations in the dilute exhaust gas and in the dilution air are 
measured, whereas the concentration in the raw exhaust gas can be either measured 
directly or determined from fuel flow and the carbon balance equation, if the fuel 
composition is known.  The systems may be controlled by the calculated dilution ratio 
(Figures 13, 14) or by the flow into the transfer tube (Figures 12, 13, 14). 

Flow controlled systems with flow measurement (Figures 18, 19) 

With these systems, a sample is taken from the bulk exhaust stream by setting the 
dilution air flow and the total dilute exhaust flow.  The dilution ratio is determined from 
the difference of the two flow rates.  Accurate calibration of the flow meters relative to 
one another is required, since the relative magnitude of the two flow rates can lead to 
significant errors at higher dilution ratios (of 15 and above).  Flow control is very 
straightforward by keeping the dilute exhaust flow rate constant and varying the dilution 
air flow rate, if needed.  

When using partial flow dilution systems, attention must be paid to avoiding the 
potential problems of loss of particulates in the transfer tube, ensuring that a 
representative sample is taken from the engine exhaust, and determination of the split 
ratio.  The systems described pay attention to these critical areas. 

DAF

PB

FM1

l > 10*d

SB

air

PSP

d

DT

PTT

vent

TT

see figure 21

to particulate
sampling
system

ISP

EP

DPT
delta p

exhaust

FC1

Figure 11 

-  Partial flow dilution system with isokinetic probe and fractional 

sampling (SB control) 

Raw exhaust  gas is transferred from the exhaust pipe EP to the dilution tunnel DT 

 
 
 
 
 
 
 
 
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27.12.2006

through the transfer tube TT by the isokinetic sampling probe ISP.  The differential 
pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with 
the pressure transducer DPT.  This signal is transmitted to the flow controller FC1 that 
controls the suction blower SB to maintain a differential pressure of zero at the tip of the 
probe.  Under these conditions, exhaust gas velocities in EP and ISP are identical, and 
the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow.  The 
split ratio is determined from the cross sectional areas of EP and ISP.  The dilution air 
flow rate is measured with the flow measurement device FM1.  The dilution ratio is 
calculated from the dilution air flow rate and the split ratio.  

 
27.12.2006

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DAF

FM1

l > 10*d

PSP

d

SB

vent

air

ISP

EP

TT

DT

PTT

see figure 21

to particulate
sampling
system

PB

exhaust

DPT
delta p

FC1

Figure 12 

-  Partial flow dilution system with isokinetic probe and fractional 

sampling (PB control) 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the transfer tube TT by the isokinetic sampling probe ISP.  The differential 
pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with 
the pressure transducer DPT.  This signal is transmitted to the flow controller FC1 that 
controls the pressure blower PB to maintain a differential pressure of zero at the tip of 
the probe.  This is done by taking a small fraction of the dilution air whose flow rate has 
already been measured with the flow measurement device FM1, and feeding it to TT by 
means of a pneumatic orifice.  Under these conditions, exhaust gas velocities in EP and 
ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the 
exhaust gas flow.  The split ratio is determined from the cross sectional areas of EP and 
ISP.  The dilution air is sucked through DT by the suction blower SB, and the flow rate 
is measured with FM1 at the inlet to DT.  The dilution ratio is calculated from the 
dilution air flow rate and the split ratio. 

 
 
 
 
 
 
 
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27.12.2006

FC2

EGA

DAF

optional

to PB or SB

EGA

l > 10*d

SB

d

DT

PSP

PTT

vent

TT

see figure 21

to particulate
sampling
system

air

EGA

PB

EP

SP

exhaust

Figure 13 

-  Partial flow dilution system with CO2 or NOx concentration 

measurement and fractional sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The concentrations of a tracer 
gas (CO2 or NOx) are measured in the raw and diluted exhaust gas as well as in the 
dilution air with the exhaust gas analyser(s) EGA.  These signals are transmitted to the 
flow controller FC2 that controls either the pressure blower PB or the suction blower SB 
to maintain the desired exhaust split  and dilution ratio in DT.  The dilution ratio is 
calculated from the tracer gas concentrations in the raw exhaust gas, the diluted exhaust 
gas, and the dilution air. 

 
 
 
 
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FC2

EGA

optional to P

DAF

d

DT

TT

SP

optional from FC2

air

G FUEL

PB

EP

exhaust

EGA

PTT

PSS

FH

P

details see figure 21

Figure 14 

-  Partial flow dilution system with CO2 concentration measurement, 

carbon balance and total sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The CO2 concentrations are 
measured in the diluted exhaust gas and in the dilution air with the exhaust gas 
analyser(s) EGA.  The CO2 and fuel flow GFUEL signals are transmitted either to the flow 
controller FC2, or to the flow controller FC3 of the particulate sampling system (see 
Figure 21).  FC2 controls the pressure blower PB, FC3 the sampling pump P (see Figure 
21), thereby adjusting the flows into and out of the system so as to maintain the desired 
exhaust split and dilution ratio in DT.  The dilution ratio is calculated from the CO2 
concentrations and GFUEL using the carbon balance assumption. 

 
 
 
 
 
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EGA 

EGA 

DAF 

PB 

l > 10*d 

air 

VN 

d 

PSP 

DT 

PTT 

vent 

TT 

see figure 21 

to particulate 
sampling 
system 

SP 

EP 

EGA 

exhaust 

Figure 15 

-  Partial flow dilution system with single venturi, concentration 

measurement and fractional sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT due to the negative pressure 
created by the venturi VN in DT.  The gas flow rate through TT depends on the 
momentum exchange at the venturi zone, and is therefore affected by the absolute 
temperature of the gas at the exit of TT.  Consequently, the exhaust split for a given 
tunnel flow rate is not constant, and the dilution ratio at low load is slightly lower than 
at high load.  The tracer gas concentrations (CO2 or NOx) are measured in the raw 
exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) 
EGA, and the dilution ratio is calculated from the values so measured. 

 
 
 
 
 
 
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EGA

EGA

DAF

PCV2

l > 10*d

HE

d

PSP

DT

PTT

TT

see figure 21

to particulate
sampling

system

SB

vent

PB

PCV1

air

EP

FD1

FD2

exhaust

EGA

Figure 16 

-  Partial flow dilution system with twin venturi or twin orifice, 

concentration measurement and fractional sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT by a flow divider that contains a 
set of orifices or venturis.  The first one (FD1) is located in EP, the second one (FD2) in 
TT.  Additionally, two pressure control valves (PCV1 and PCV2) are necessary to 
maintain a constant exhaust split  by controlling the back-pressure in EP and the 
pressure in DT.  PCV1 is located downstream of SP in EP, PCV2 between the pressure 
blower PB and DT.  The tracer gas concentrations (CO2 or NOx) are measured in the 
raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas 
analyser(s) EGA.  They are necessary for checking the exhaust split, and may be used to 
adjust PCV1 and PCV2 for precise split control.  The dilution ratio is calculated from 
the tracer gas concentrations. 

 
 
 
 
 
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27.12.2006

EGA

EGA

DAF

air

fresh air injection

EGA

TT

FD3

EP

l > 10*d

DT

d

see figure 21

HE

PSP
PTT

SB

to particulate
sampling
system

FC1

DPT

DC

DAF

vent

air

Figure 17 

-  Partial flow dilution system with multiple tube splitting, concentration 

measurement and fractional sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the  transfer tube TT by the flow divider FD3 that consists of a number of tubes 
of the same dimensions (same diameter, length and bend radius) installed in EP.  The 
exhaust gas through one of these tubes is lead to DT, and the exhaust gas through the 
rest of the tubes is passed through the damping chamber DC.  Thus, the exhaust split is 
determined by the total number of tubes.  A constant split control requires a differential 
pressure of zero between DC and the outlet of TT, which is measured with the 
differential pressure transducer DPT.  A differential pressure of zero is achieved by 
injecting fresh air into DT at the outlet of TT.  The tracer gas concentrations (CO2 or 
NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution air 
with the exhaust gas analyser(s) EGA.  They are necessary for checking the exhaust split 
and may be used to control the injection air flow rate for precise split control.  The 
dilution ratio is calculated from the tracer gas concentrations. 

 
 
 
 
 
 
 
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FC2

DAF

optional to P (PSS)

d

DT

FM1

TT

GEXH

or
GAIR
or
GFUEL

SP

EP

exhaust

PTT

FH

vent

PSS

P

details see figure 21

Figure 18 

-  Partial flow dilution system with flow control and total sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The total flow through the 
tunnel is adjusted with the flow controller FC3 and the sampling pump P of the 
particulate sampling system (see Figure 18).  The dilution air flow is controlled by the 
flow controller FC2, which may use GEXHW, GAIRW, or GFUEL as command signals, for 
the desired exhaust split.  The sample flow into DT is the difference of the total flow 
and the dilution air flow.  The dilution air flow rate is measured with the flow 
measurement device FM1, the total flow rate with the flow measurement device FM3 of 
the particulate sampling system (see Figure 21).  The dilution ratio is calculated from 
these two flow rates. 

 
 
 
 
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FC2

to PB or SB

DAF

air

PB

FM1

GEXH

or
GAIR
or
GFUEL

SP

EP

exhaust

l > 10*d

SB

DT

d

PSP

TT

see figure 21

PTT

to particulate
sampling
system

see figure 21

FM2

vent

Figure 19 

-  Partial flow dilution system with flow control and fractional sampling 

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT 
through the sampling probe SP and the transfer tube TT.  The exhaust split and the flow 
into DT is controlled by the flow controller FC2 that adjusts the flows (or speeds) of the 
pressure blower PB and the suction blower SB, accordingly.  This is possible since the 
sample taken with the particulate sampling system is returned into DT.  GEXHW, GAIRW, 
or GFUEL may be used as command signals for FC2.  The dilution air flow rate is 
measured with the flow measurement device FM1, the total flow with the flow 
measurement device FM2.  The dilution ratio is calculated from these two flow rates. 

 
 
 
 
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2.2.1. 

Components of Figures 11 to 19 

EP 

Exhaust pipe 

The exhaust pipe may be insulated.  To reduce the thermal inertia of the exhaust pipe a 
thickness to diameter ratio of 0.015 or less is recommended.  The use of flexible 
sections must be limited to a length to diameter ratio of 12 or less.  Bends must be 
minimised to reduce inertial deposition.  If the system includes a test bed silencer the 
silencer may also be insulated. 

For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden 
diameter changes for at least 6 pipe diameters upstream and 3 pipe diameters 
downstream of the tip of the probe.  The gas velocity at the sampling zone must be 
higher than 10 m/s except at idle mode.  Pressure oscillations of the exhaust gas must 
not exceed ± 500 Pa on the average.  Any steps to reduce pressure oscillations beyond 
using a chassis-type exhaust system (including silencer and after-treatment devices) 
must not alter engine performance nor cause the deposition of particulates. 

For systems without isokinetic probe, it is recommended to have a straight pipe of 6 
pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe. 

SP 

Sampling probe (Figures 10, 14, 15, 16, 18, 19) 

The minimum inside diameter must be 4 mm.  The minimum diameter ratio between 
exhaust pipe and probe must be 4.  The probe must be an open tube facing upstream on 
the exhaust pipe centreline, or a multiple hole probe as described under SP1 in 
paragraph 1.2.1., Figure 5.  

ISP 

Isokinetic sampling probe (Figures 11, 12) 

The isokinetic sampling probe must be installed facing upstream on the exhaust pipe 
centreline where the flow conditions in paragraph EP are met, and designed to provide a 
proportional sample of the raw exhaust gas.  The minimum inside diameter must be 12 
mm. 

A control system is necessary for isokinetic exhaust splitting by maintaining a 
differential pressure of zero between EP and ISP.  Under these conditions exhaust gas 
velocities in EP and ISP are identical and the mass flow through ISP is a constant 
fraction of the exhaust gas flow.  ISP has to be connected to a differential pressure 
transducer DPT.  The control to provide a differential pressure of zero between EP and 
ISP is done with the flow controller FC1.  

FD1, FD2  Flow divider (Figure 16) 

A set of venturis or orifices is installed in the exhaust pipe EP and in the transfer tube 
TT, respectively, to provide a proportional sample of the raw exhaust gas.  A control 

 
 
 
 
 
 
 
 
 
 
 
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system consisting of two pressure control valves PCV1 and PCV2 is necessary for 
proportional splitting by controlling the pressures in EP and DT. 

FD3 

Flow divider (Figure 17) 

A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to provide a 
proportional sample of the raw exhaust gas.  One of the tubes feeds exhaust gas to the 
dilution tunnel DT, whereas the other tubes exit exhaust gas to a damping chamber DC. 
 The tubes must have the same dimensions (same diameter, length, bend radius), so that 
the exhaust split depends on the total number of tubes.  A control system is necessary 
for proportional splitting by maintaining a differential pressure of zero between the exit 
of the multiple tube unit into DC and the exit of TT.  Under these conditions, exhaust 
gas velocities in EP and FD3 are proportional, and the flow TT is a constant fraction of 
the exhaust gas flow.  The two points have to be connected to a differential pressure 
transducer DPT.  The control to provide a differential pressure of zero is done with the 
flow controller FC1. 

EGA 

Exhaust gas analyser (Figures 13, 14, 15, 16, 17) 

CO2 or NOx analysers may be used (with carbon balance method CO2 only).  The 
analysers must be calibrated like the analysers for the measurement of the gaseous 
emissions.  One or several analysers may be used to determine the concentration 
differences.  The accuracy of the measuring systems has to be such that the accuracy of 
GEDFW,i is within ± 4 per cent. 

TT 

Transfer tube (Figures 11 to 19) 

The transfer tube must be:  

  As short as possible, but not more than 5 m in length. 

  Equal to or greater than the probe diameter, but not more than 25 mm in diameter. 

  Exiting on the centreline of the dilution tunnel and pointing downstream. 

If the tube is 1 meter or less in length, it must be insulated with material with a 
maximum thermal conductivity of 0.05 W/m*K with a radial insulation thickness 
corresponding to the diameter of the probe.  If the tube is longer than 1 meter, it must be 
insulated and heated to a minimum wall temperature of 523 K (250°C). 

DPT 

Differential pressure transducer (Figures 11, 12, 17) 

The differential pressure transducer must have a range of ± 500 Pa or less. 

FC1 

Flow controller (Figures 11, 12, 17) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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For isokinetic systems (figures 11, 12),a flow controller is necessary to maintain a 
differential pressure of zero between EP and ISP.  The adjustment can be done by:  

controlling the speed or flow of the suction blower SB and keeping the speed or flow 

of the pressure blower PB constant during each mode (Figure 11) or 

adjusting the suction blower SB to a constant mass flow of the diluted exhaust gas 
and controlling the flow of the pressure blower PB, and therefore the exhaust 
sample flow in a region at the end of the transfer tube TT (Figure 12). 

In the case of a pressure controlled system the remaining error in the control loop must 
not exceed ± 3 Pa.  The pressure oscillations in the dilution tunnel must not exceed ± 
250 Pa on the average. 

For a multi tube system (Figure 17), a flow controller is necessary for proportional 
exhaust splitting to maintain a differential pressure of zero between the exit of the multi 
tube unit and the exit of TT.  The adjustment is done by controlling the injection air 
flow rate into DT at the exit of TT.  

PCV1, PCV2 

Pressure control valve (Figure 16) 

Two pressure control valves are necessary for the twin venturi/twin orifice system for 
proportional flow splitting by controlling the back-pressure of EP and the pressure in 
DT.  The valves must be located downstream of SP in EP and between PB and DT. 

DC 

Damping chamber (Figure 17) 

A damping chamber must be installed at the exit of the multiple tube unit to minimise 
the pressure oscillations in the exhaust pipe EP. 

VN 

Venturi (Figure 15) 

A venturi is installed in the dilution tunnel DT to create a negative pressure in the region 
of the exit of the transfer tube TT.  The gas flow rate through TT is determined by the 
momentum exchange at the venturi zone, and is basically proportional to the flow rate 
of the pressure blower PB leading to a constant dilution ratio.  Since the momentum 
exchange is affected  by the temperature at the exit of TT and the pressure difference 
between EP and DT, the actual dilution ratio is slightly lower at low load than at high 
load. 

FC2 

Flow controller (Figures 13, 14, 18, 19; optional) 

A flow controller may be used to control the flow of the pressure blower PB and/or the 
suction blower SB.  It may be connected to the exhaust, intake air, or fuel flow signals 
and/or to the CO2 or NOx differential signals. 
When using a pressurised air supply (Figure 18), FC2 directly controls the air flow. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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FM1 

Flow measurement device (Figures 11, 12, 18, 19) 

Gas meter or other flow instrumentation to measure the dilution air flow.  FM1 is 
optional if the pressure blower PB is calibrated to measure the flow. 

FM2 

Flow measurement device (Figure 19) 

Gas meter or other flow instrumentation to measure the diluted exhaust gas flow.  FM2 
is optional if the suction blower SB is calibrated to measure the flow. 

PB 

Pressure blower (Figures 11, 12, 13, 14, 15, 16, 19) 

To control the dilution air flow rate, PB may be connected to the flow controllers FC1 
or FC2.  PB is not required when using a butterfly valve.  PB may be used to measure 
the dilution air flow, if calibrated. 

SB 

Suction blower (Figures 11, 12, 13, 16, 17, 19) 

For fractional sampling systems only.  SB may be used to measure the diluted exhaust 
gas flow, if calibrated. 

DAF 

Dilution air filter (Figures 11 to 19) 

It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate 
background hydrocarbons.  At  the engine manufacturers request the dilution air must be 
sampled according to good engineering practice to determine the background particulate 
levels, which can then be subtracted from the values measured in the diluted exhaust. 

DT 

Dilution tunnel (Figures 11 to 19) 

The dilution tunnel: 

–  must be of a sufficient length to cause complete mixing of the exhaust and dilution 

air under turbulent flow conditions; 

–  must be constructed of stainless steel with: 

¢ 

¢ 

thickness/diameter ratio of 0.025 or less for dilution tunnels with inside 
diameters greater than 75 mm; 

a nominal thickness of no less than 1.5 mm for dilution tunnels with inside 
diameters of equal to or less than 75 mm; 

–  must be at least 75 mm in diameter for the fractional sampling type; 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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– 

is recommended to be at least 25 mm in diameter for the total sampling type; 

–  may be heated to no greater than 325 K (52°C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C) prior to the introduction of the exhaust in the dilution tunnel;  

–  may be insulated.  

The engine exhaust must be thoroughly mixed with the dilution air.  For fractional 
sampling systems, the mixing quality must be checked after introduction into service by 
means of a CO2 -profile of the tunnel with the engine running (at least four equally 
spaced measuring points).  If necessary, a mixing orifice may be used. 

Note: 

If the ambient temperature in the vicinity of the dilution tunnel (DT) is below 
293 K (20°C),precautions should be taken to avoid particle losses onto the 
cool walls of the dilution tunnel.  Therefore, heating and/or insulating the 
tunnel within the limits given above is recommended. 

At high engine loads, the tunnel may be cooled by a non-aggressive means such as a 
circulating fan, as long as the temperature of the cooling medium is not below 293 K 
(20°C). 

HE 

Heat exchanger (Figures 16,17)  

The heat exchanger must be of sufficient capacity to maintain the temperature at the 
inlet to the suction blower SB within ± 11K of the average operating temperature 
observed during the test.  

2.3. 

Full flow dilution system 

A dilution system is described in Figure 20 based upon the dilution of the total exhaust 
using the CVS (Constant Volume Sampling) concept.  The total volume of the mixture 
of exhaust and dilution air must be measured.  Either a PDP or a CFV system may be 
used. 

For subsequent collection of the particulates, a sample of the dilute exhaust gas is 
passed to the particulate sampling system (paragraph 2.4., Figures 21 and 22).  If this is 
done directly, it is referred to as single dilution.  If the sample is diluted once more in 
the secondary dilution tunnel, it is referred to as double dilution.  This is useful, if the 
filter face temperature requirement cannot be met with single dilution.  Although partly 
a dilution system, the double dilution system is described as a modification of a 
particulate sampling system in paragraph 2.4., Figure 22, since it shares most of the 
parts with a typical particulate sampling system. 

 
 
 
 
 
 
 
 
 
 
 
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to background filter

DAF

air

exhaust

EP

PSP

PTT

see figure 21

HE

optional

optional

to particulate sampling system

PDP

or to DDS see figure 22

FC3

if EFC is used

FC3

CFV

vent

vent

Figure 20 

-  Full flow dilution system 

The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution 
air.  The diluted exhaust gas flow rate is measured either with a Positive Displacement 
Pump PDP or with a Critical Flow Venturi CFV.  A heat exchanger HE or electronic 
flow compensation EFC may be used for proportional particulate sampling and for flow 
determination.  Since particulate mass determination is based on the total diluted 
exhaust gas flow, the dilution ratio is not required to be calculated. 

2.3.1. 

Components of Figure 20 

EP 

Exhaust pipe 

The exhaust pipe length from the exit of the engine exhaust manifold, turbocharger 
outlet or after-treatment device to the dilution tunnel must not exceed 10 m.  If the 
exhaust pipe downstream of the engine exhaust manifold, turbocharger outlet or after-
treatment device exceeds 4 m in length, then all tubing in excess of 4 m must be 
insulated, except for an in-line smokemeter, if used.  The radial thickness of the 
insulation must be at least 25 mm.  The thermal conductivity of the insulating material 
must have a value no greater than 0.1 W/mK measured at 673 K.  To reduce the thermal 
inertia of the exhaust pipe a thickness to diameter ratio of 0.015 or less is recommended. 
 The use of flexible sections must be limited to a length to diameter ratio of 12 or less. 

PDP 

Positive displacement pump 

 
 
 
 
 
 
 
 
 
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The PDP meters total diluted exhaust flow from the number of the pump revolutions 
and the pump displacement.  The exhaust system back-pressure must not be artificially 
lowered by the PDP or dilution air inlet system.  Static exhaust back-pressure measured 
with the PDP system operating must remain within ± 1.5 kPa of the static pressure 
measured without connection to the PDP at identical engine speed and load.  The gas 
mixture temperature immediately ahead of the PDP must be within ± 6 K of the average 
operating temperature observed during the test, when no flow compensation is used.  
Flow compensation may only be used if the temperature at the inlet to the PDP does not 
exceed 323 K (50°C) 

CFV 

Critical flow venturi 

CFV measures total diluted exhaust flow by maintaining the flow at choked conditions 
(critical flow).  Static exhaust back-pressure measured with the CFV system operating 
must remain within ± 1.5 kPa of the static pressure measured without connection to the 
CFV at identical engine speed and load.  The gas mixture temperature immediately 
ahead of the CFV must be within ± 11 K of the average operating temperature observed 
during the test, when no flow compensation is used. 

HE 

Heat exchanger (optional, if EFC is used) 

The heat exchanger must be of sufficient capacity to maintain the temperature within the 
limits required above. 

EFC 

Electronic flow compensation (optional, if HE is used) 

If the temperature at the inlet to either the PDP or CFV is not kept within the limits 
stated above, a flow compensation system is required for continuous measurement of 
the flow rate and control of the proportional sampling in the particulate system.  To that 
purpose, the continuously measured flow rate signals are used to correct the sample flow 
rate through the particulate filters of the particulate sampling system (see paragraph 2.4., 
Figures 21, 22), accordingly. 

DT 

Dilution tunnel 

The dilution tunnel: 

–  must be small enough in diameter to cause turbulent flow (Reynolds Number 

greater than 4000) and of sufficient length to cause complete mixing of the exhaust 
and dilution air; a mixing orifice may be used; 

–  must be at least 460 mm in diameter with a single dilution system; 

–  must be at least 210 mm in diameter with a double dilution system; 

–  may be insulated. 

 
 
 
 
 
 
 
 
 
 
 
 
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The engine exhaust must be directed downstream at the point where it is introduced into 
the dilution tunnel, and thoroughly mixed. 

When using single dilution, a sample from the dilution tunnel is transferred to the 
particulate sampling system (paragraph 2.4., Figure 21).  The flow capacity of the PDP 
or CFV must be sufficient to maintain the diluted exhaust at a temperature of less than 
or equal to 325 K (52°C) immediately before the primary particulate filter. 

When using double dilution, a sample from the dilution tunnel is  transferred to the 
secondary dilution tunnel where it is further diluted, and then passed through the 
sampling filters (paragraph 2.4., Figure 22).  The flow capacity of the PDP or CFV must 
be sufficient to maintain the diluted exhaust stream in the DT at a temperature of less 
than or equal to 464 K (191°C) at the sampling zone.  The secondary dilution system 
must provide sufficient secondary dilution air to maintain the doubly-diluted exhaust 
stream at a temperature of less than or equal to 325 K (52°C) immediately before the 
primary particulate filter. 

DAF 

Dilution air filter 

It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate 
background hydrocarbons.  At the engine manufacturers request the dilution air must be 
sampled according to good engineering practice to determine the background particulate 
levels, which can then be subtracted from the values measured in the diluted exhaust. 

PSP 

Particulate sampling probe 

The probe is the leading paragraph of PTT and: 

  must be installed facing upstream at a point where the dilution air and exhaust gas 

are well mixed, i.e. on the dilution tunnel (DT) centreline approximately 10 tunnel 
diameters downstream of the point where the exhaust enters the dilution tunnel; 

  must be of 12 mm minimum inside diameter; 

  may be heated to no greater than 325 K (52°C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C)  prior to the introduction of the exhaust in the dilution tunnel;  

  may be insulated.  

2.4. 

Particulate sampling system 

The particulate sampling system is required for collecting the particulates on the 
particulate filter.  In the case of total sampling partial flow dilution, which consists of 
passing the entire diluted exhaust sample through the filters, dilution (paragraph 2.2., 

 
 
 
 
 
 
 
 
 
 
 
 
 
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Figures 14, 18) and sampling system usually form an integral unit.  In the case of 
fractional sampling partial flow dilution or full flow dilution, which consists of passing 
through the filters only a portion of the diluted exhaust, the dilution (paragraph 2.2., 
Figures 11, 12, 13, 15, 16, 17, 19; paragraph 2.3., Figure 20) and sampling systems 
usually form different units.  

In this Regulation, the double dilution system (Figure 22) of a full flow dilution system 
is considered as a specific modification of a typical particulate sampling system as 
shown in Figure 21.  The double dilution system includes all important parts of the 
particulate sampling system, like filter holders and sampling pump, and additionally 
some dilution features, like a dilution air supply and a secondary dilution tunnel. 

In order to avoid any impact on the control loops, it is recommended that the sample 
pump be running throughout the complete test procedure.  For the single filter method, a 
bypass system must be used for passing the sample through the sampling filters at the 
desired times.  Interference of the switching procedure on the control loops must be 
minimised. 

from dilution tunnel DT

see figures 11 to 20

PTT

BV

FH

FC3

P

FM3

optional

from EGA

from PDP

from CFV

or

or

or

from GFUEL

Figure 21 

-  Particulate sampling system 

A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial 
flow or full flow dilution system through the particulate sampling probe PSP and the 
particulate transfer tube PTT by means of the sampling pump P.  The sample is passed 
through the filter holder(s) FH that contain the particulate sampling filters.  The sample 
flow rate is controlled by the flow controller FC3.  If electronic flow compensation EFC 

 
  
 
 
 
 
 
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27.12.2006

(see Figure 20) is used, the diluted exhaust gas flow is used as command signal for FC3.  

FM4 DP

SDT

BV

FH

P

FM3

vent

PTT

BV optional

from dilution
tunnel DT
see figure 20

FC3

PDP
or
CFV

Figure 22 

-  Double dilution system (full flow system only) 

A sample of the diluted exhaust gas is transferred from the dilution tunnel DT of a full 
flow dilution system through the particulate sampling probe PSP and the particulate 
transfer tube PTT to the secondary dilution tunnel SDT, where it is diluted once more.  
The sample is then passed through the filter holder(s) FH that contain the particulate 
sampling filters.  The dilution air flow rate is usually constant whereas the sample flow 
rate is controlled by the flow controller FC3.  If electronic flow compensation EFC (see 
Figure 20) is used, the total diluted exhaust gas flow is used as command signal for 
FC3.  

2.4.1. 

Components of Figures 21 and 22 

PTT 

Particulate transfer tube (Figures 21, 22) 

The particulate transfer tube must not exceed 1020 mm in length, and must be 
minimised in length whenever possible.  Where applicable (i.e. for partial flow dilution 
fractional sampling systems and for full flow dilution systems), the length of the 
sampling probes (SP, ISP, PSP, respectively, see paragraphs 2.2. and 2.3.) must be 
included.  

The dimensions are valid for: 

the partial flow dilution fractional sampling type and the full flow single dilution 

system from the tip of the probe (SP, ISP, PSP, respectively) to the filter holder; 

the partial flow dilution total sampling type from the end of the dilution tunnel to the 

filter holder; 

the full flow double dilution system from the tip of the probe (PSP) to the secondary 

dilution tunnel. 

The transfer tube: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  may be heated to no greater than 325K (52°C) wall temperature by direct heating or 

by dilution air pre- heating, provided the air temperature does not exceed 
325 K (52°C) prior to the introduction of the exhaust in the dilution tunnel;   

  may be insulated.  

SDT 

Secondary dilution tunnel (Figure 22) 

The secondary dilution tunnel should have a minimum diameter of 75 mm, and should 
be of sufficient length so as to provide a residence time of at least 0.25 seconds for the 
doubly-diluted sample.  The primary filter holder FH must be located within 300 mm of 
the exit of the SDT. 

The secondary dilution tunnel: 

  may be heated to no greater than 325 K (52°C) wall temperature by direct heating or 

by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C) prior to the introduction of the exhaust in the dilution tunnel; 

  may be insulated. 

FH 

Filter holder(s) (Figures 21, 22) 

For primary and back-up filters one filter housing or separate filter housings may be 
used.  The requirements of annex 4, appendix 4, paragraph 4.1.3. must be met. 

The filter holder(s): 

  may be heated to no greater than 325 K (52°C) wall temperature by direct heating or 
by dilution air pre-heating, provided the air temperature does not exceed 325 K 
(52°C) prior to the introduction of the exhaust in the dilution tunnel;   

  may be insulated.  

P 

Sampling pump (Figures 21, 22) 

The particulate sampling pump must be located sufficiently distant from the tunnel so 
that the inlet gas temperature is maintained constant (± 3 K), if flow correction by FC3 
is not used. 

DP 

Dilution air pump (Figure 22) 

The dilution air pump must be located so that the secondary dilution air is supplied at a 
temperature of 298 K ± 5 K (25°C ± 5°C), if the dilution air is not preheated. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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FC3 

Flow controller (Figures 21, 22) 

A flow controller must be used to compensate the particulate sample flow rate for 
temperature and back pressure variations in the sample path, if no other means are 
available.  The flow controller is required if electronic flow compensation EFC (see 
Figure 20) is used. 

FM3 

Flow measurement device (Figures 21, 22) 

The gas meter or flow instrumentation for the particulate sample flow must be located 
sufficiently distant from the sampling pump P so that the inlet gas temperature remains 
constant (± 3 K), if flow correction by FC3 is not used. 

FM4 

Flow measurement device (Figure 22)  

The gas meter or flow instrumentation for the dilution air flow must be located so that 
the inlet gas temperature remains at 298 K ± 5 K (25°C ± 5°C). 

BV 

Ball valve (optional) 

The ball valve must have an inside diameter not less than the inside diameter of the 
particulate transfer tube PTT, and a switching time of less than 0.5 seconds. 

Note: 

If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 

293 K (20°C), precautions should be taken to avoid particle losses onto the 
cool wall of these parts.  Therefore, heating and/or insulating these parts within 
the limits given in the respective descriptions is recommended.  It is also 
recommended that the filter face temperature during sampling be not below 
293 K (20°C).  

At high engine loads, the above parts may be cooled by a non-aggressive means such as 
a circulating fan, as long as the temperature of the cooling medium is not below 293 K 
(20°C). 

3. 

DETERMINATION OF SMOKE OPACITY 

3.1. 

Introduction 

Paragraphs 3.2. and 3.3. and Figures 23 and 24 contain detailed descriptions of the 
recommended opacimeter systems.  Since various configurations can produce equivalent 
results, exact conformance with Figures 23 and 24 is not required.  Additional 
components such as instruments, valves, solenoids, pumps, and switches may be used to 
provide additional information and coordinate the functions of the component systems.  
Other components, which are not needed to maintain the accuracy on some systems, 
may be excluded if their exclusion is based upon good engineering judgement. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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The principle of measurement is that light is transmitted through a specific length of the 
smoke to be measured and that proportion of the incident light which reaches a receiver 
is used to assess the light obscuration properties of the medium.  The smoke 
measurement depends upon the design of the apparatus, and may be done in the exhaust 
pipe (full flow in-line opacimeter), at the end of the exhaust pipe (full flow end-of-line 
opacimeter) or by taking a sample from the exhaust pipe (partial flow opacimeter).  For 
the determination of the light absorption coefficient from the opacity signal, the optical 
path length of the instrument must be supplied by the instrument manufacturer. 

3.2. 

Full Flow Opacimeter 

Two general types of full flow opacimeters may be used (Figure 23).  With the in-line 
opacimeter, the opacity of the full exhaust plume within the exhaust pipe is measured.  
With this type of opacimeter, the effective optical path length is a function of the 
opacimeter design. 

With the end-of-line opacimeter, the opacity of the full exhaust plume is measured as it 
exits the exhaust pipe.  With this type of opacimeter, the effective optical path length is 
a function of the exhaust pipe design and the distance between the end of the exhaust 
pipe and the opacimeter. 

LS

CL

T1 (optional)

LD

CL

OPL

EP

Figure 23 

-  Full flow opacimeter 

3.2.1. 

Components of Figure 23 

EP 

Exhaust Pipe 

 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

With an in-line opacimeter, there must be no change in the exhaust pipe diameter within 
3 exhaust pipe diameters before or after the measuring zone.  If the diameter of the 
measuring zone is greater than the diameter of the exhaust pipe, a pipe gradually 
convergent before the measuring zone is recommended.  

With an end-of-line opacimeter, the terminal 0.6 m of the exhaust pipe must be of 
circular cross section and be free from elbows and bends.  The end of the exhaust pipe 
must be cut off squarely.  The opacimeter must be mounted centrally to the plume 
within 25  5 mm of the end of the exhaust pipe.  

OPL 

Optical Path Length 

The length of the smoke obscured optical path between the opacimeter light source and 
the receiver, corrected as necessary for non-uniformity due to density gradients and 
fringe effect.  The optical path length must be submitted by the instrument manufacturer 
taking into account any measures against sooting (e.g. purge air).  If the optical path 
length is not available, it must be determined in accordance with ISO IDS 11614, 
paragraph 11.6.5.  For the correct determination of the optical path length, a minimum 
exhaust gas velocity of 20 m/s is required.  

LS 

Light source 

The light source must be an incandescent lamp with a colour temperature in the range of 
2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550 
and 570 nm.  The light source must be protected against sooting by means that do not 
influence the optical path length beyond the manufacturers specifications. 

LD 

Light detector 

The detector must be a photocell or a photodiode (with a filter, if necessary).  In the case 
of an incandescent light source, the receiver must have a peak spectral response similar 
to the phototopic curve of the human eye (maximum response) in the range of 550 to 
570 nm, to less than 4 per cent of that maximum response below 430 nm and above 680 
nm.  The light detector must be protected against sooting by means that do not influence 
the optical path length beyond the manufacturers specifications. 

CL 

Collimating lens 

The light output must be collimated to a beam with a maximum diameter of 30 mm.  
The rays of the light beam must be parallel within a tolerance of 3° of the optical axis. 

T1 

Temperature sensor (optional) 

The exhaust gas temperature may be monitored over the test.  

 
 
 
 
 
 
 
 
 
 
 
 
 
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3.3. 

Partial Flow Opacimeter 

With the partial flow opacimeter (Figure 24), a representative exhaust sample is taken 
from the exhaust pipe and passed through a transfer line to the measuring chamber.  
With this type of opacimeter, the effective optical path length is a function of the 
opacimeter design.  The response times referred to in the following paragraph apply to 
the minimum flow rate of the opacimeter, as specified by the instrument manufacturer. 

Exhaust

SP

EP

LD

CL

TT

FM

T1

OPL

LS

CL

MC

P (optional)

Figure 24 

-  Partial flow opacimeter 

3.3.1. 

Components of Figure 24 

EP 

Exhaust pipe 

The exhaust pipe must be a straight pipe of at least 6 pipe diameters upstream and 3 pipe 
diameters downstream of the tip of the probe. 

SP 

Sampling probe 

The sampling probe must be an open tube facing upstream on or about the exhaust pipe 
centreline.  The clearance with the wall of the tailpipe must be at least 5 mm.  The probe 
diameter must ensure a representative sampling and a sufficient flow through the 
opacimeter.  

TT 

Transfer tube 

 
 
 
 
 
 
 
 
 
 
 
 
 
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The transfer tube must:  

  Be as short as possible and ensure an exhaust gas temperature of 373  30 K (100°C 

 30°C) at the entrance to the measuring chamber. 

  Have a wall temperature sufficiently above the dew point of the exhaust gas to 

prevent condensation.  

  Be equal to the diameter of the sampling probe over the entire length. 

  Have a response time of less than 0.05 s at minimum instrument flow, as determined 

according to annex 4, appendix 4, paragraph 5.2.4.  

  Have no significant effect on the smoke peak.  

FM 

Flow measurement device 

Flow instrumentation to detect the correct flow into the measuring chamber.  The 
minimum and maximum flow rates must be specified by the instrument manufacturer, 
and must be such that the response time requirement of TT and the optical path length 
specifications are met.  The flow measurement device may be close to the sampling 
pump, P, if used. 

MC 

Measuring chamber 

The measuring chamber must have a non-reflective internal surface, or equivalent 
optical environment.  The impingement of stray light on the detector due to internal 
reflections of diffusion effects must be reduced to a minimum.  

The pressure of the gas in the measuring chamber must not differ from the atmospheric 
pressure by more than 0.75 kPa.  Where this is not possible by design, the opacimeter 
reading must be converted to atmospheric pressure.  

The wall temperature of the measuring chamber must be set to within  5 K between 
343 K (70°C) and 373 K (100°C), but in any case sufficiently above the dew point of the 
exhaust gas to prevent condensation.  The measuring chamber must be equipped with 
appropriate devices for measuring the temperature.  

OPL 

Optical path length 

The length of the smoke obscured optical path between the opacimeter light source and 
the receiver, corrected as necessary for non-uniformity due to density gradients and 
fringe effect.  The optical path length must be submitted by the instrument manufacturer 
taking into account any measures against sooting (e.g. purge air).  If the optical path 
length is not available, it must be determined in accordance with ISO IDS 11614, 
paragraph 11.6.5. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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LS 

Light source 

The light source must be an incandescent lamp with a colour temperature in the range of 
2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550 
and 570 nm.  The light source must be protected against sooting by means that do not 
influence the optical path length beyond the manufacturers specifications. 

LD 

Light detector 

The detector must be a photocell or a photodiode (with a filter, if necessary).  In the case 
of an incandescent light source, the receiver must have a peak spectral response similar 
to the phototopic curve of the human eye (maximum response) in the range of 550 
to 570 nm, to less than 4 per cent of that maximum response below 430 nm and above 
680 nm.  The light detector must be protected against sooting by means that do not 
influence the optical path length beyond the manufacturers specifications. 

CL 

Collimating lens 

The light output must be collimated to a beam with a maximum diameter of 30 mm.  
The rays of the light beam must be parallel within a tolerance of 3° of the optical axis. 

T1 

Temperature sensor  

To monitor the exhaust gas temperature at the entrance to the measuring chamber.  

P 

Sampling pump (optional) 

A sampling pump downstream of the measuring chamber may be used to transfer the 
sample gas through the measuring chamber. 

 
 
 
 
 
 
 
 
 
 
L 375/186

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Annex 5 

TECHNICAL CHARACTERISTICS OF REFERENCE FUEL FOR C.I. ENGINES 
PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF 
PRODUCTION 

1. 

DIESEL FUEL (1) 

Parameter 

Unit 

Limits (1) 

Test Method (2) 

Publication 

Minimu Maximu

Cetane number (3) 
Density at 15 °C 
Distillation : 
- 50 % point 
- 95 % point 
- final boiling point 
Flash point 
CFPP   
Viscosity at 40 °C 
Polycyclic aromatic 
hydrocarbons 
Sulphur content

(5) 

Copper corrosion 
Conradson carbon 
residue (10 % DR) 
Ash content 
Water content   
Neutralisation (strong 
acid)   number 

  kg/m3 

°C 
°C 
°C 
°C 
°C 
mm²/s 
% m/m 

mg/kg 

% m/m 

% m/m 
% m/m 
mg 

52 
833 

245 
345 
--- 
55 
--- 
2.5 
3.0 

--- 

--- 
--- 

--- 
--- 
--- 

54 
837 

350 
370 
--- 
-5 
3.5 
6.0 

ISO 5165 
ISO 3675 

ISO 3405 
ISO 3405 
ISO 3405 
EN 27719 
EN 116 
EN-ISO 3104 
IP 391 (*) 

300 

pr. EN-ISO/DIS 14596 

1 
0.2 

0.01 
0.05 
0.02 

EN-ISO 2160 
EN-ISO 10370 

EN-ISO 6245 
EN-ISO 12937 
ASTM D 974-95 

1998 (4) 
1995 

1998 
1998 
1998 
1993 
1981 
1996 
1995 

1998 (4) 

1995 

1995 
1995 
1998 (4) 

Oxidation stability (6)  mg/ ml 

--- 

0.025 

EN-ISO 12205 

1996 

(1) 

If it is required to calculate the thermal efficiency of an engine or vehicle, the calorific 
value of the fuel can be calculated from: 

  Specific energy (calorific value) (net) in MJ/kg = (46.423 - 8.792d² + 3.170d) (1 - (x + y 

+ s)) + 9.420s - 2.499x 

  where: 

  d  =  the density at 15 °C  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  x   =  the proportion by mass of water (% divided by 100) 
  y  =  the proportion by mass of ash (% divided by 100) 

s  =  the proportion by mass of sulphur (% divided by 100). 

(2) 

(3) 

  The values quoted in the specification are "true values".  In establishment of their limit 
values the terms of ISO 4259, Petroleum products - Determination and application of 
precision data in relation to methods of test, have been applied and in fixing a minimum 
value, a minimum difference of 2R above zero has been taken into account; in fixing a 
maximum and minimum value, the minimum difference is 4R (R - reproducibility).  
Notwithstanding this measure, which is necessary for statistical reasons, the 
manufacturer of a fuel should nevertheless aim at a zero value where the stipulated 
maximum value is 2R and at the mean value in the case of quotations of maximum and 
minimum limits.  Should it be necessary to clarify the question as to whether a fuel 
meets the requirements of the specification, the terms of ISO 4259 should be applied. 

  The range for cetane number is not in accordance with the requirement of a minimum 
range of 4R.  However, in the case of dispute between fuel supplier and fuel user, the 
terms in ISO 4259 can be used to resolve such disputes provided replicate 
measurements, of sufficient number to achieve the necessary precision, are made in 
preference to single determinations. 

The month of publication will be completed in due course. 

The actual sulphur content of the fuel used for the test must be reported.  In addition, the sulphur 

content of the reference fuel used to approve a vehicle or engine against the limit values 
set out in row B of the Table in paragraph 5.2.1. of this Regulation must have a 
maximum sulphur content of 50 ppm. 

Even though oxidation stability is controlled, it is likely that shelf life will be limited.  Advice 

should be sought from the supplier as to storage conditions and life. 

 
 
 
 
 
 
 
 
 
 
 
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2. 

ETHANOL FOR DIESEL ENGINES (1) 

Limits (2) 
Minimum  Maximum 

Parameter 

Alcohol, mass 

Other alcohol than ethanol 
contained in total alcohol, mass 
Density at 15°C 
Ash content 
Flash point 
Acidity, calculated as acetic acid 
Neutralisation (strong acid) 
number 
Colour 

Dry residue at 100°C 
Water content 
Aldehydes calculated as acetic 
acid 
Sulphur content 
Esters, calculated as 
ethylacetate 

Unit 

% m/m 

% m/m 

kg/m3 
% m/m 
°C 
% m/m 
KOH mg/1 

According to 
scale 
mg/kg 
% m/m 
% m/m 

mg/kg 
% m/m 

92.4 

- 

795 

10 
- 
- 

- 

- 
- 

Test Method (3) 

ASTM D 5501 

ASTM D 5501 

ASTM D 4052 
ISO 6245 
ISO 2719 
ISO 1388-2 

- 

2 

815 
0.001 

0.0025 
1 

10 

ASTM D 1209 

15 
6.5 
0.0025 

10 
0.1 

ISO 759 
ISO 760 
ISO 1388-4 

ASTM D 5453 
ASTM D 1617 

(1) 

(2) 

Cetane improver, as specified by the engine manufacturer, may be added to the ethanol fuel. 
The maximum allowed amount is 10 % m/m. 

The values quoted in the specification are “true values”. In establishment of their limit 
values  the  terms  of  ISO 4259, Petroleum products – Determination and application of 
precision data in relation to methods of test, have been applied and in fixing a minimum 
value, a minimum difference of 2R above zero has been taken into account; in fixing a 
4R 
maximum 
(R – reproducibility).  Notwithstanding  this  measure,  which  is  necessary  for  statistical 
reasons,  the  manufacturer  of  a  fuel  should  nevertheless  aim  at  a  zero  value  where  the 
stipulated  maximum  value  is  2R  and  at  the  mean  value  in  the  case  of  quotations  of 
maximum and minimum limits. Should it be necessary to clarify the question as to whether 
a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied. 

and  minimum 

the  minimum 

difference 

value, 

is 

(3) 

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

__________ 

 
 
 
 
 
 
 
 
 
 
 
 
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Annex 6 

TECHNICAL CHARACTERISTICS OF REFERENCE N.G. FUEL PRESCRIBED 
FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION 

Type: NATURAL GAS (NG) 

European market fuels are available in two ranges: 

–  the H range, whose extreme reference fuels are GR and G23; 
–  the L range, whose extreme reference fuels are G23 and G25. 

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

Reference fuel GR 

Characteristics 

Units 

Basis 

Limits 
Min.  Max

Test Method 

Composition: 
Methane 
Ethane 
Balance (*) 
Sulphur content 

% mole 
% mole 
% mole 
mg/m3 (**) 

87 
13 
- 
- 

84 
11 
- 
- 

89 
15 
1 
10 

ISO 6974 
ISO 6326-5 

Inerts +C2+ 

(*) 
(**)  Value to be determined at standard conditions (293.2 K (20°C) and 101.3 kPa) 

Reference fuel G23 

Characteristics 

Units 

Basis 

Limits 

Test Method 

Min.  Max. 

Composition: 
Methane 
Balance (*) 
N2 
Sulphur content 

% mole 
% mole 
% mole 
mg/m3 (**) 

92.5 
- 
7.5 
- 

91.5 
- 
6.5 
- 

93.5 
1 
8.5 
10 

ISO 6974 

ISO 6326-5 

Inerts (different from N2) +C2/C2+ 

(*) 
(**)  Value to be determined at standard conditions (293.2 K (20°C) and 101.3 kPa). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Reference fuel G25 

Characteristics 

Units 

Basis 

Limits 
Min. Max. 

Test Method 

Composition: 
Methane 
Balance (*) 
N2 
Sulphur content 

% mole 
% mole 
% mole 
mg/m3 (**) 

86 
- 
14 
- 

84 
- 
12 
- 

88 
1 
16 
10 

ISO 6974 

ISO 6326-5 

Inerts (different from N2) +C2/C2+ 

(*) 
(**)  Value to be determined at standard conditions (293.2 K (20°C) and 101.3 kPa). 

_________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Annex 7 

Type: LIQUEFIED PETROLEUM GAS (LPG) 

Parameter 

Unit 

Limits 

Fuel A 

Limits 

Fuel B  Test Method 

Minimu Maximum Minimu Maximu

Motor Octane Number 

92.5 (1) 

Composition: 

C3 content 

C4 content 

Olefins 

Evaporation Residue 

% vol 

% vol 

% vol 

mg/kg 

Total sulphur content 

ppm mass (1) 

Hydrogen sulphide 

strip 

Copper 
corrosion 

Water at 0°C 

--- 

rating 

48 

48 

52 

52 

12 

50 

50 

None 

class 1 

free 

92.5 

83 

13 

EN 589 
Annex B 

ISO 7941 

NFM 41015 

EN 24260 

87 

17 

14 

50 

50 

None 

class 1 

ISO 8819 
ISO 6251(2) 

free 

visual 
inspection 

(1) 

(2) 

Value to be determined at standard conditions 293.2 K (20 °C) and 101.3 kPa. 

This method may not accurately determine the presence of corrosive materials if the sample 
contains corrosion inhibitors or other chemicals, which diminish the corrosivity of the sample 
to the copper strip.  Therefore, the addition of such compounds for the sole purpose of biasing 
the test method is prohibited. 

________ 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Official Journal of the European Union

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Annex 8 

EXAMPLE OF CALCULATION PROCEDURE 

1. 

  ESC TEST  

1.1. 

  Gaseous emissions 

  The measurement data for the calculation of the individual mode results are 

shown below.  In this example, CO and NOx are measured on a dry basis, HC on 
a wet basis.  The HC concentration is given in propane equivalent (C3) and has 
to be multiplied by 3 to result in the C1 equivalent.  The calculation procedure is 
identical for the other modes.  

P 
(kW) 
82.9 

Ta 
(K) 
294.8 

Ha 
(g/kg) 
7.81 

GEXH 
(kg) 

GAIRW 
(kg) 
563.38 545.29

GFUEL 
(kg) 
18.09 

HC 
(ppm) 
6.3 

CO 
(ppm) 
41.2 

NOx 
(ppm) 
495 

  Calculation of the dry to wet correction factor KW,r (annex 4, appendix 1, 

paragraph 4.2.): 

  FFH = 

969.1

1

-

Æ
Ç
È

09.18
29.545

Ö
×
Ø

 = 1.9058 and KW2 = 

,

608.1
*
608.1

81.7
,

-

+81.7

1000

 = 0.0124 

  KW,r =  

Æ
Ç
È

1

/

.1

9058

,

09.18
06.541

Ö
/×
Ø

.0

0124

?

.0

9239

  Calculation of the wet concentrations: 

  CO   = 41.2 * 0.9239  = 38.1 ppm 
  NOx  = 495 * 0.9239  = 457 ppm 

  Calculation of the NOx humidity  correction factor KH,D (annex 4, appendix 1, 

paragraph 4.3.): 

  A  =  0.309 * 18.09/541.06 - 0.0266 
  = -0.0163 
  B  = -0.209 * 18.09/541.06 + 0.00954   =  0.0026 

K D,H

?

1

/

.0

0163

,

81.7(

/

1
.0)71.10

-

0026

,

8.294(

/

)298

?

.0

9625

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  Calculation of the emission mass flow rates (annex 4, appendix 1, 

paragraph 4.4.): 

  NOx  =  0.001587 * 457 * 0.9625 * 563.38  =  393.27 g/h 
  =  0.000966 * 38.1 * 563.38 = 20.735 g/h 
  CO 
  =  0.000479 * 6.3 * 3 * 563.38 = 5.100 g/h 
  HC 

  Calculation of the specific emissions (annex 4, appendix 1, paragraph 4.5.): 

  The following example calculation is given for CO; the calculation procedure is 

identical for the other components. 

  The emission mass flow rates of the individual modes are multiplied by the 

respective weighting factors, as indicated in annex 4, appendix 1, 
paragraph 2.7.1., and summed up to result in the mean emission mass flow rate 
over the cycle: 

  CO  =  (6.7 * 0.15) + (24.6 * 0.08) + (20.5 * 0.10) + (20.7 * 0.10) + (20.6 * 
0.05) + (15.0 * 0.05) + (19.7 * 0.05) + (74.5 * 0.09) + (31.5 * 0.10) + (81.9 * 
0.08) + (34.8 * 0.05) + (30.8 * 0.05) + (27.3 * 0.05) = 30.91 g/h   

  The engine power of the individual modes is multiplied by the respective 

weighting factors, as indicated in annex 4, appendix 1, paragraph 2.7.1., and 
summed up to result in the mean cycle power: 

  P(n)  = (0.1 * 0.15) + (96.8 * 0.08) + (55.2 * 0.10) + (82.9 * 0.10) + (46.8 * 

0.05) + (70.1 * 0.05) + (23.0 * 0.05) +(114.3 * 0.09) + (27.0 * 0.10) + (122.0 * 
0.08) + (28.6 * 0.05) + (87.4 * 0.05) + (57.9 * 0.05)  = 60.006 kW 

CO ?

91.30
006
.60

 = 0.515 g/kWh 

  Calculation of the specific NOx emission of the random point (annex 4, appendix 

1, paragraph 4.6.1.): 

  Assume the following values have been determined on the random point: 

  =  1600 min-1 
  nZ 
  MZ 
  =  495 Nm 
  NOx mass,Z  =  487.9 g/h 
  P(n)Z  
  NOx,Z  

  =  83 kW 
  =  487.9/83  = 5.878 g/kWh 

(calculated according to the previous formulae) 

  Determination of the emission value from the test cycle (annex 4, appendix 1, 

paragraph 4.6.2.): 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  Assume the values of the four enveloping modes on the ESC to be as follows: 

nRT 
1368 

ES 
ER 
nSU 
1785  5.943  5.565

ET 
5.889

EU 
4.973

MR  MS 
460 
515 

MT  MU 
610 
681 

ETU = 5.889 + (4.973-5.889) * (1600-1368)/(1785-1368) = 5.377 g/kWh 
ERS = 5.943 + (5.565-5.943) * (1600-1368)/(1785-1368) = 5.732 g/kWh 
MTU = 681 + (601-681) * (1600-1368)/(1785-1368) = 641.3 Nm 
MRS = 515 + (460-515) * (1600-1368)/(1785-1368) = 484.3 Nm 

EZ = 5.732 + (5.377-5.732) * (495-484.3)/(641.3-484.3) = 5.708 g/kWh 

Comparison  of the NOx  emission values (annex 4, appendix 1, paragraph 4.6.3.): 

NOx diff  =  100 * (5.878-5.708)/5.708 = 2.98 % 

1.2. 

Particulate Emissions 

Particulate measurement is based on the principle of sampling the particulates over 
the complete cycle, but determining the sample and flow rates (MSAM and GEDF) 
during the individual modes.  The calculation of GEDF depends on the system used. 
 In the following examples, a system with CO2 measurement and carbon balance 
method and a system with flow measurement are used.  When using a full flow 
dilution system, GEDF is directly measured by the CVS equipment.  

Calculation of GEDF (annex 4, appendix 1, paragraphs 5.2.3. and 5.2.4.): 

Assume the following measurement data of mode 4.  The calculation procedure is 
identical for the other modes.  

GEXH 
(kg/h) 

334.02 

GFUEL 
(kg/h) 

10.76 

GDILW 
(kg/h) 

5.4435 

GTOTW 
(kg/h) 

6.0 

CO2D 
(%) 

0.657 

CO2A 
(%) 

0.040 

a) carbon balance method 

GEDFW = 

5.206
.0
657

,
/

76.10
040.0

 = 3601.2 kg/h 

b) flow measurement method 

q = 

0.6(

0.6
/
.5

4435

 = 10.78 

GEDFW = 334.02 * 10.78 = 3600.7 kg/h 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Calculation of the mass flow rate (annex 4, appendix 1, paragraph 5.4.): 

The GEDFW flow rates of the individual modes are multiplied by the respective weighting 
factors, as indicated in annex 4, appendix 1, paragraph 2.7.1., and summed up to result in 
the mean GEDF over the cycle.  The total sample rate MSAM is summed up from the sample 
rates of the individual modes. 

G EDFW =  (3567 * 0.15)+(3592 * 0.08)+(3611 * 0.10)+(3600 * 0.10) 
+(3618 * 0.05)  +(3600 * 0.05)+(3640 * 0.05)+(3614 * 0.09)+(3620 * 
0.10)+(3601 * 0.08) +(3639 * 0.05)+(3582 * 0.05)+(3635 * 0.05) 
=  3604.6 kg/h 

MSAM  =  0.226 + 0.122 + 0.151 + 0.152 + 0.076 + 0.076 + 0.076 + 0.136 + 0.151 
+ 0.121  + 0.076 + 0.076 + 0.075   =  1.515 kg 

Assume the particulate mass on the filters to be 2.5 mg, then 

PTmass = 

5.2

.1

515

,

3604

6.

1000

 = 5.948 g/h 

Background correction (optional) 

Assume one background measurement with the following values.  The calculation 
of the dilution factor DF is identical to paragraph 3.1. of this annex and not shown 
here. 

Md = 0.1 mg; MDIL = 1.5 kg 

Sum of DF =  [(1-1/119.15) * 0.15] + [(1-1/8.89) * 0.08] + [(1-1/14.75) * 0.10] + [(1-
1/10.10) * 0.10] + [(1-1/18.02) * 0.05] + [(1-1/12.33) * 0.05] + [(1-1/32.18) * 0.05] + 
[(1-1/6.94) * 0.09] + [(1-1/25.19) * 0.10] + [(1-1/6.12) * 0.08] + [(1-1/20.87) * 0.05] + 
[(1-1/8.77) * 0.05] + [(1-1/12.59) * 0.05] = 0.923 

PTmass = 

5.2

.1

515

/

Æ
Ç
È

1.0
5.1

,

.0

Ö
,×
923
Ø

3604

6.

1000

 = 5.726 g/h 

Calculation of the specific emission (annex 4, appendix 1, paragraph 5.5.): 

P(n)  = (0.1 * 0.15) + (96.8 * 0.08) + (55.2 * 0.10) +(82.9 * 0.10) +(46.8 * 0.05) 
+(70.1 * 0.05) + (23.0 * 0.05) +(114.3 * 0.09) + (27.0 * 0.10) +(122.0 * 0.08) + 
(28.6 * 0.05) + (87.4 * 0.05) + (57.9 * 0.05) = 60.006 kW 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

PT ?

948.5
006.60

 = 0.099 g/kWh, if background corrected 

PT ?

.5
726
006.60

 = 0.095 g/kWh 

  Calculation of the specific weighting  factor (annex 4, appendix 1, 

paragraph 5.6.): 

  Assume the values calculated for mode 4 above, then 

WFE,I = 

.0
152
515.1

,
,

3604
3600

6.
7.

 = 0.1004 

  This value is within the required value of 0.10 ± 0.003. 

2. 

  ELR TEST  

  Since Bessel filtering is a completely new averaging procedure in European exhaust 
legislation, an explanation of the Bessel filter, an example of the design of a Bessel 
algorithm, and an example of the calculation of the final smoke value is given below.  
The constants of the Bessel algorithm only depend on the design of the opacimeter and 
the sampling rate of the data acquisition system.  It is recommended that the opacimeter 
manufacturer provide the final Bessel filter constants for different sampling rates and 
that the customer use these constants for designing the Bessel algorithm and for 
calculating the smoke values. 

2.1. 

  General remarks on the Bessel filter 

  Due to high frequency distortions, the raw opacity signal usually shows a highly 

scattered trace.  To remove these high frequency distortions a Bessel filter is required 
for the ELR-Test.  The Bessel filter itself is a recursive, second-order low-pass filter 
which guarantees the fastest signal rise without overshoot. 

  Assuming a real time raw exhaust plume in the exhaust tube, each opacimeter shows a 
delayed and differently measured opacity trace.  The delay and the magnitude of the 
measured opacity trace is primarily dependent on the geometry of the measuring 
chamber of the opacimeter, including the exhaust sample lines, and on the time needed 
for processing the signal in the electronics of the opacimeter.  The values that 
characterise these two effects are called the physical and the electrical response time 
which represent an individual filter for each type of opacimeter.  

  The goal of applying a Bessel filter is to guarantee a uniform overall filter characteristic 

of the whole opacimeter system, consisting of: 

-   physical response time of the opacimeter (tp) 
- electrical response time of the opacimeter (te) 
- filter response time of the applied Bessel filter (tF) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  The resulting overall response time of the system tAver is given by: 

tAver = 

2

t
F

-

2

t

p

-

2
,t
e

  and must be equal for all kinds of opacimeters in order to give the same smoke value.  
Therefore, a Bessel filter has to be created in such a way, that the filter response time 
(tF) together with the physical (tp) and electrical response time (te) of the individual 
opacimeter must result in the required overall response time (tAver).  Since tp and te are 
given values for each individual opacimeter, and tAver is defined to be 1.0 s in this 
Regulation, tF can be calculated as follows: 

tF = 

2

t

Aver

/

2

t
p

/

2

t
e

  By definition, the filter response time tF is the rise time of a filtered output signal 

between 10 % and 90 % on a step input signal.  Therefore the cut-off frequency of the 
Bessel filter has to be iterated in such a way, that the response time of the Bessel filter 
fits into the required rise time.  

]
-
[

l

a
n
g
S

i

.

A

Figure (a)  -  Traces of a Step Input Signal and the Filtered Output Signal 

In figure (a), the traces of a step input signal and Bessel filtered output signal as 
well as the response time of the Bessel filter (tF) are shown. 

  Designing the final Bessel filter algorithm is a multi step process which requires 
several iteration cycles.  The scheme of the iteration procedure is presented 
below.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.2. 

  Calculation of the Bessel algorithm 

In this example a Bessel algorithm is designed in several steps according to the 
above iteration procedure which is based upon annex 4, appendix 1, 
paragraph 6.1. 

  For the opacimeter and the data acquisition system, the following characteristics 

are assumed: 

- physical response time tp   0.15 s 
- electrical response time te  0.05 s 
- overall response time tAver 
- sampling rate  

  150 Hz 

  1.00 s 

(by definition in this Regulation) 

  Step 1  Required Bessel filter response time tF: 

tF = 

2
1

/

2
15.0(

-

)05.0

2

 = 0.987421 s 

  Step 2  Estimation of cut-off frequency and calculation of Bessel constants E, K 

for first iteration:  

fc  =   3.1415 / (10 * 0.987421) = 0.318152 Hz 

  Țt =   1 / 150 
  Ȭ  =  1 / [tan (3.1415 * 0.006667 * 0.318152)] = 150.076644 

 =  0.006667 s 

E

?

1

-

.150

076644

,

,
.03

618034

-

.0

618034

,

.150

2
076644

1

?

.7

07948

,

10

/

5

  K = 2 * 7.07948 * 10-5 * (0.618034 * 150.076644 - 1) – 1 = 0.970783 

  This gives the Bessel algorithm: 

  Yi =  Yi
2) 

-1 + 7.07948 * 10-5 * (Si + 2 * Si

-1 + Si-2 - 4 * Yi-2) + 0.970783 * (Yi

-1 - Yi-

  where Si represents the values of the step input signal (either '0' or '1') and Yi 

represents the filtered values of the output signal.  

  Step 3  Application of Bessel filter on step input: 

  The Bessel filter response time tF is defined as the rise time of the filtered output 
signal between 10 % and 90 % on a step input signal.  For determining the times 
of 10 % (t10) and 90 % (t90) of the output signal, a Bessel filter has to be applied 
to a step input using the above values of fc, E and K. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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  The index numbers, the time and the values of a step input signal and the 

resulting values of the filtered output signal for the first and the second iteration 
are shown in table B.  The points adjacent to t10 and t90 are marked in bold 
numbers.  In table B, first iteration, the 10 % value occurs between index number 
30 and 31 and the 90 % value occurs between index number 191 and 192.  For 
the calculation of tF,iter the exact t10 and t90 values are determined by linear 
interpolation between the adjacent measuring points, as follows: 

t10=tlower + Țt * (0.1-outlower)/(outupper - outlower) 

t90=tlower + Țt * (0.9-outlower)/(outupper - outlower) 

  where outupper and outlower, respectively, are the adjacent points of the Bessel filtered 
output signal, and tlower is the time of the adjacent time point, as indicated in table B. 

t10 =0.200000+0.006667*(0.1-0.099208)/(0.104794-0.099208)=0.200945 s 

t90 =1.273333+0.006667*(0.9-0.899147)/(0.901168-0.899147)=1.276147 s 

  Step 4  Filter response time of first iteration cycle: 

tF,iter = 

 1.276147 - 0.200945 = 1.075202 s 

  Step 5  Deviation between  required and obtained  filter response time of first  iteration 

cycle: 

Ț = (1.075202 - 0.987421) / 0.987421 = 0.081641 

  Step 6  Checking  the iteration criteria: 

|Ț| ³  0.01 is required.  Since 0.081641 > 0.01, the iteration criteria is not met and a 
further iteration cycle has to be started.  For this iteration cycle, a new cut-off frequency 
is calculated from fc and Ț as follows: 

fc,new = 0.318152 * (1 + 0.081641) = 0.344126 Hz 

  This new cut-off frequency is used in the second iteration cycle, starting at step 2 again. 
 The iteration has to be repeated until the iteration criteria is met.  The resulting values 
of the first and second iteration are summarised in table A. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Parameter 

fc 
E 

K 

(Hz) 

(-) 

(-) 

(s) 

(s) 

t10 
t90 
tF,iter  (s) 
(-) 
Ț 

fc,new  (Hz) 

1. Iteration 

0.318152 
7.07948 * 10-5 
0.970783 

0.200945 

1.276147 

1.075202 

0.081641 

0.344126 

2. Iteration 

0.344126 
8.272777 * 10-5 
0.968410 

0.185523 

1.179562 

0.994039 

0.006657 

0.346417 

  Table A - Values of the first and second iteration 

  Step 7  Final Bessel algorithm: 

  As soon as the iteration criteria has been met, the final Bessel filter constants and the 

final Bessel  algorithm are calculated according to step 2.  In this example, the iteration 
criteria has been met after the second iteration (Ț = 0.006657 ³ 0.01).  The final 
algorithm is then used for determining the averaged smoke values (see next 
paragraph 2.3).  

YI=Yi

-1+8.272777*10-5*(Si+2*Si

-1+Si-2-4*Yi-2)+0.968410*(Yi

-1-Yi-2) 

 
 
 
 
 
 
 
 
 
 
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Index I 
[-] 
-2 
-1 
0 
1 
2 
3 
4 
5 
~ 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
~ 
175 
176 
177 
178 
179 
180 
181 
182 
183 
184 
185 
186 
187 
188 
189 
190 
191 
192 
193 
194 
195 
~ 

Time 
[s] 
-0.013333 
-0.006667 
0.000000 
0.006667 
0.013333 
0.020000 
0.026667 
0.033333 
~ 
0.160000 
0.166667 
0.173333 
0.180000 
0.186667 
0.193333 
0.200000 
0.206667 
0.213333 
0.220000 
0.226667 
0.233333 
0.240000 
0.246667 
~ 
1.166667 
1.173333 
1.180000 
1.186667 
1.193333 
1.200000 
1.206667 
1.213333 
1.220000 
1.226667 
1.233333 
1.240000 
1.246667 
1.253333 
1.260000 
1.266667 
1.273333 
1.280000 
1.286667 
1.293333 
1.300000 
~ 

  Step Input 

Signal 
Si 
[-] 
0 
0 
1 
1 
1 
1 
1 
1 
~ 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
~ 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
~ 

Filtered Output Signal 
Yi 
[-] 

1. Iteration 
0.000000 
0.000000 
0.000071 
0.000352 
0.000908 
0.001731 
0.002813 
0.004145 
~ 
0.067877 
0.072816 
0.077874 
0.083047 
0.088331 
0.093719 
0.099208 
0.104794 
0.110471 
0.116236 
0.122085 
0.128013 
0.134016 
0.140091 
~ 
0.862416 
0.864968 
0.867484 
0.869964 
0.872410 
0.874821 
0.877197 
0.879540 
0.881849 
0.884125 
0.886367 
0.888577 
0.890755 
0.892900 
0.895014 
0.897096 
0.899147 
0.901168 
0.903158 
0.905117 
0.907047 
~ 

2. Iteration 
0.000000 
0.000000 
0.000083 
0.000411 
0.001060 
0.002019 
0.003278 
0.004828 
~ 
0.077876 
0.083476 
0.089205 
0.095056 
0.101024 
0.107102 
0.113286 
0.119570 
0.125949 
0.132418 
0.138972 
0.145605 
0.152314 
0.159094 
~ 
0.895701 
0.897941 
0.900145 
0.902312 
0.904445 
0.906542 
0.908605 
0.910633 
0.912628 
0.914589 
0.916517 
0.918412 
0.920276 
0.922107 
0.923907 
0.925676 
0.927414 
0.929121 
0.930799 
0.932448 
0.934067 
~ 

 
 
 
 
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Table B - 

  Values of step input signal and Bessel filtered output signal for the first and 

second iteration cycle 

2.3. 

Calculation of the Smoke Values 

In the scheme below the general procedure of determining the final smoke value is 
presented. 

 
 
 
 
 
 
 
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In figure b, the traces of the measured raw opacity signal, and of the unfiltered and 
filtered light absorption coefficients (k-value) of the first load step of an ELR-Test are 
shown, and the maximum value Ymax1,A (peak) of the filtered k trace is indicated.  
Correspondingly, table C contains the numerical values of index i, time (sampling rate 
of 150 Hz), raw opacity, unfiltered k and filtered k.  Filtering was conducted  using the 
constants of the Bessel algorithm designed in paragraph 2.2. of this annex.  Due to the 
large amount of data, only those sections of the smoke trace around the beginning and 
the peak are tabled. 

]

%

[

N
y
t
i
c
a
p
O

.

B

Figure b 

-  Traces of measured opacity N, of unfiltered smoke k and of filtered smoke 

k 

  The peak value (i = 272) is calculated assuming the following data of table C.  All other 
individual smoke values are calculated in the same way. For starting the algorithm, s-1 , 
s-2, y-1 and y-2 are set to zero. 

  Calculation of the k-value (annex 4, appendix 1, paragraph 6.3.1.): 

LA (m) 
Index I 
N (%) 
S271 (m-1) 
S270 (m-1) 
Y271 (m-1) 
Y270 (m-1) 

0.430 
272 
16.783 
0.427392 
0.427532 
0.542383 
0.542337 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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k = -

1
430.0

,

Æ
1ln
Ç
È

/

783.16
100

Ö
×
Ø

 = 0.427252 m-1 

This value corresponds to S272 in the equation that follows. 

Calculation of Bessel averaged smoke (annex 4, appendix 1, paragraph 6.3.2.): 

In the following equation, the Bessel constants of the previous paragraph 2.2. are used. The 
actual unfiltered k-value, as calculated above, corresponds to S272 (Si). S271 (Si
(Si-2) are the two preceding unfiltered k-values, Y271 (Yi
preceding filtered k-values. 

-1) and Y270 (Yi-2) are the two 

-1) and S270 

Y272 = 0.542383+8.272777*10-5*(0.427252+2*0.427392+0.427532-4*0.542337)+ 

0.968410*(0.542383-0.542337) = 0.542389 m-1 

This value corresponds to Ymax1,A in the following equation. 

Calculation of the final smoke value (annex 4, appendix 1, paragraph 6.3.3.): 

From each smoke trace, the maximum filtered k-value is taken for the further calculation. 
Assume the following values: 

Speed 

Cycle 1 

Ymax (m-1)
Cycle 2 

Cycle 3 

A 

B 

C 

0.5424 

0.5435 

0.5587 

0.5596 

0.5400 

0.5389 

0.4912 

0.5207 

0.5177 

SVA =  (0.5424 + 0.5435 + 0.5587) / 3  = 

SVB =  (0.5596 + 0.5400 + 0.5389) / 3  = 

SVC =  (0.4912 + 0.5207 + 0.5177) / 3  = 

0.5482 m-1 

0.5462 m-1 

0.5099 m-1 

SV 

 = (0.43*0.5482)+(0.56*0.5462)+(0.01*0.5099) 

=  0.5467 m-1 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/207

Cycle validation (annex 4, appendix 1, paragraph 3.4.) 

Before calculating SV, the cycle must be validated by calculating the relative standard 
deviations of the smoke of the three cycles for each speed. 

Speed 

Mean SV (m-1) 

absolute standard 
deviation (m-1) 

relative standard 
deviation (%) 

A 

B 

C 

0.5482 

0.0091 

0.5462 

0.0116 

0.5099 

0.0162 

1.7 

2.1 

3.2 

In this example, the validation criteria of 15 per cent is met for each speed. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/208

EN

Official Journal of the European Union

27.12.2006

Values of opacity N, unfiltered and filtered k-value at beginning of load step 

Table C 

Index i 
[-] 
-2 
-1 
0 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 
~ 

Time  
[s] 
0.000000 
0.000000 
0.000000 
0.006667 
0.013333 
0.020000 
0.026667 
0.033333 
0.040000 
0.046667 
0.053333 
0.060000 
0.066667 
0.073333 
0.080000 
0.086667 
0.093333 
0.100000 
0.106667 
0.113333 
0.120000 
0.126667 
0.133333 
0.140000 
0.146667 
0.153333 
0.160000 
0.166667 
0.173333 
0.180000 
0.186667 
0.193333 
0.200000 
0.206667 
0.213333 
0.220000 
0.226667 
0.233333 
0.240000 
0.246667 
0.253333 
0.260000 
0.266667 
~ 

Opacity N
[%]
0.000000 
0.000000 
0.000000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.020000
0.192000
0.212000
0.212000
0.212000
0.343000
0.566000
0.889000
0.929000
0.929000
1.263000
1.455000
1.697000
2.030000
2.081000
2.081000
2.424000
2.475000
2.475000
2.808000
3.010000
3.253000
3.606000
3.960000
4.455000
4.818000
5.020000
~

Unfiltered
k-Value
[m-1]
0.000000 
0.000000 
0.000000
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.000465
0.004469
0.004935
0.004935
0.004935
0.007990
0.013200
0.020767
0.021706
0.021706
0.029559
0.034086
0.039804
0.047695
0.048906
0.048906
0.057067
0.058282
0.058282
0.066237
0.071075
0.076909
0.085410
0.093966
0.105983
0.114836
0.119776
~

filtered
k-Value 
[m-1] 
0.000000 
0.000000 
0.000000 
0.000000 
0.000000 
0.000000 
0.000001 
0.000002 
0.000002 
0.000003 
0.000004 
0.000005 
0.000006 
0.000008 
0.000009 
0.000011 
0.000012 
0.000014 
0.000018 
0.000022 
0.000028 
0.000036 
0.000047 
0.000061 
0.000082 
0.000109 
0.000143 
0.000185 
0.000237 
0.000301 
0.000378 
0.000469 
0.000573 
0.000693 
0.000827 
0.000977 
0.001144 
0.001328 
0.001533 
0.001758 
0.002007 
0.002283 
0.002587 
~ 

 
 
27.12.2006

EN

Official Journal of the European Union

L 375/209

Values of opacity N, unfiltered and filtered k-value around Ymax1,A  

( peak value, indicated in bold number) 

Table C (continued) 

Index i 
[-] 
~
259 
260 
261 
262 
263 
264 
265 
266 
267 
268 
269 
270 
271 
272 
273 
274 
275 
276 
277 
278 
279 
280 
281 
282 
283 
284 
285 
286 
287 
288 
289 
290 
291 
292 
293 
294 
295 
296 
297 
298 
299 
300 
~ 

Time  
[s] 
~
1.726667 
1.733333 
1.740000 
1.746667 
1.753333 
1.760000 
1.766667 
1.773333 
1.780000 
1.786667 
1.793333 
1.800000 
1.806667 
1.813333 
1.820000 
1.826667 
1.833333 
1.840000 
1.846667 
1.853333 
1.860000 
1.866667 
1.873333 
1.880000 
1.886667 
1.893333 
1.900000 
1.906667 
1.913333 
1.920000 
1.926667 
1.933333 
1.940000 
1.946667 
1.953333 
1.960000 
1.966667 
1.973333 
1.980000 
1.986667 
1.993333 
2.000000 
~ 

Opacity N
[%]
~
17.182000
16.949000
16.788000
16.798000
16.788000
16.798000
16.798000
16.788000
16.788000
16.798000
16.798000
16.793000
16.788000
16.783000
16.780000
16.798000
16.778000
16.808000
16.768000
16.010000
16.010000
16.000000
16.010000
16.000000
16.010000
16.394000
16.394000
16.404000
16.394000
16.394000
16.384000
16.010000
16.010000
16.000000
16.010000
16.212000
16.394000
16.394000
16.192000
16.000000
16.000000
16.000000
~

unfiltered
k-Value
[m-1]
~
0.438429
0.431896
0.427392
0.427671
0.427392
0.427671
0.427671
0.427392
0.427392
0.427671
0.427671
0.427532
0.427392
0.427252
0.427168
0.427671
0.427112
0.427951
0.426833
0.405750
0.405750
0.405473
0.405750
0.405473
0.405750
0.416406
0.416406
0.416685
0.416406
0.416406
0.416128
0.405750
0.405750
0.405473
0.405750
0.411349
0.416406
0.416406
0.410794
0.405473
0.405473
0.405473
~

filtered
k-Value 
[m-1] 
~
0.538856 
0.539423 
0.539936 
0.540396 
0.540805 
0.541163 
0.541473 
0.541735 
0.541951 
0.542123 
0.542251 
0.542337 
0.542383 
0.542389 
0.542357 
0.542288 
0.542183 
0.542043 
0.541870 
0.541662 
0.541418 
0.541136 
0.540819 
0.540466 
0.540080 
0.539663 
0.539216 
0.538744 
0.538245 
0.537722 
0.537175 
0.536604 
0.536009 
0.535389 
0.534745 
0.534079 
0.533394 
0.532691 
0.531971 
0.531233 
0.530477 
0.529704 
~ 

 
 
    
L 375/210

EN

Official Journal of the European Union

27.12.2006

3. 

ETC TEST  

3.1. 

Gaseous emissions (diesel engine) 

Assume the following test results for a PDP-CVS system 

V0 

Np 

pB 

p1 

T 

Ha  

(m3/rev) 

(rev) 

(kPa) 

(kPa) 

(K) 

(g/kg) 

NOx conce 

(ppm) 

NOx concd 

(ppm) 

CO conce 

(ppm) 

CO concd 

(ppm) 

HC conce 

(ppm) without cutter 

HC concd 

(ppm) without cutter 

HC conce 

(ppm) with cutter 

HC concd 

(ppm) with cutter 

CO2,conce 

(%) 

Wact 

(kWh) 

0.1776 

23073 

98.0 

2.3 

322.5 

12.8 

53.7 

0.4 

38.9 

1.0 

9.00 

3.02 

1.20 

0.65 

0.723 

62.72 

Calculation of the diluted exhaust gas flow (annex 4, appendix 2, paragraph 4.1.): 

MTOTW 

= 1.293 * 0.1776 * 23073 * (98.0 - 2.3) * 273 / (101.3 * 322.5) 
 = 4237.2 kg 

Calculation of the NOx correction factor (annex 4, appendix 2, paragraph 4.2.): 

K DH,

?

-1

0.0182

·

1
(12.8

-

10.71)

?

1.039

Calculation  of  the  NMHC  concentration  by  NMC  method  (annex  4,  appendix 2, 
paragraph 4.3.1.), assuming a methane efficiency of 0.04 and an ethane efficiency of 0.98: 

NMHCconce

=

-(1×9.0
0.98

1.2-

0.04)
0.04
-

= 

7.91

ppm 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/211

NMHCconcd

=

3.02

-(1×
0.98

0.04)
-
0.04
-

0.65

= 

2.39

ppm 

Calculation  of 
paragraph 4.3.1.1.): 

the  background  corrected  concentrations 

(annex  4,  appendix 2, 

Assuming a diesel fuel of the composition C1H1.8 

Fs

?

100

·

1

-

(1.8/2)

-

1
(3.76

(1
-·

(1.8/4))

?

13.6

DF

?

0.723

-

13.6
-

(9.00

38.9)

·

10

4-

?

18.69

NOx conc    

= 53.7 - 0.4 · (1 - (1/18.69))  = 53.3 ppm 

COconc  

HCconc  

= 38.9 - 1.0 · (1 - (1/18.69))  = 37.9 ppm 

= 9.00 - 3.02 · (1 - (1/18.69))  = 6.14 ppm 

NMHCconc 

= 7.91 - 2.39 · (1 - (1/18.69))  = 5.65 ppm 

Calculation of the emissions mass flow (annex 4, appendix 2, paragraph 4.3.1.): 

NOx mass 

= 0.001587 · 53.3 · 1.039 · 4237.2 

= 372.391 g 

COmass 

= 0.000966 · 37.9  · 4237.2  

= 155.129 g 

HCmass 

= 0.000479 · 6.14 · 4237.2  

= 12.462 g 

NMHCmass  = 0.000479 · 5.65 · 4237.2  

= 11.467 g 

Calculation of the specific emissions (annex 4, appendix 2, paragraph 4.4.): 

NO x

?

CO

HC

?

?

NMHC

?

372.391

 / 

62.72

?

5.94

g/kW 

h

155.129

 / 

62.72

12.462

 / 

62.72

11.467

 / 

62.72

?

2.47

g/kW 

h

?

0.199

g/kW 

h

?

0.183

g/kWh

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/212

EN

Official Journal of the European Union

27.12.2006

3.2. 

Particulate Emissions (Diesel Engine) 

Assume the following test results for a PDP-CVS system with double dilution 

(kg) 

MTOTW 
Mf,p  (mg) 
Mf,b  (mg) 
MTOT (kg) 
MSEC (kg) 
Md 
(mg) 
MDIL  (kg) 
DF 
Wact  (kWh) 

4237.2 
3.030 
0.044 
2.159 
0.909 
0.341 
1.245 
18.69 
62.72 

Calculation of the mass emission (annex 4, appendix 2, paragraph 5.1.): 

Mf = 3.030 + 0.044  = 3.074 mg 

MSAM = 2.159 - 0.909 = 1.250 kg 

PTmass

?

074.3
250.1

,

4237

2.

1000

?

42.10

g

Calculation of the background corrected mass emission (annex 4, appendix 2, 
paragraph 5.1.): 

PTmass

?

É
Ê
Ë

.3
.1

074
250

/

Æ
ÇÇ
È

.0
.1

341
245

,

Æ
Ç
È

1

/

1
69.18

Ö
×
Ø

Ö
××
Ø

Ù
,Ú
Û

4237

2.

1000

?

9.32

g 

Calculation of the specific emission (annex 4, appendix 2, paragraph 5.2):  

NOx

?

CO

HC

?

?

372.391

 / 

62.72

155.129

 / 

62.72

?

5.94

g/kWh

?

2.47

g/kWh

12.462

 / 

62.72

?

0.199

g/kWh

3.3. 

Gaseous emissions (CNG engine) 

Assume the following test results for a PDP-CVS system 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/213

MTOTW 

(kg) 

Ha 

(g/kg) 

NOx conce 

(ppm) 

NOx concd 

(ppm) 

CO conce 

(ppm) 

CO concd 

(ppm) 

HC conce 

(ppm) without cutter 

HC concd 

(ppm) without cutter 

HC conce 

(ppm) with cutter 

HC concd 

(ppm) with cutter 

CH4 conce 

(ppm) 

CH4 concd 

(ppm) 

CO2,conce 

(%) 

Wact 

(kWh) 

4237.2 

12.8 

17.2 

0.4 

44.3 

1.0 

27.0 

2.02 

18.0 

0.65 

18.0 

1.1 

0.723 

62.72 

Calculation of the NOx correction factor (annex 4, appendix 2, paragraph 4.2.): 

K GH,

=

-1

0.0329

×

1
(12.8

-

10.71)

=

1.074

Calculation of the NMHC concentration (annex 4, appendix 2, paragraph 4.3.1.): 

a)  GC method 

b)  NMC method 

NMHCconce = 27.0 - 18.0 = 9.0 ppm 

Assuming  a  methane  efficiency  of  0.04  and  an  ethane efficiency of 0.98 (see annex 4, 
appendix 5, paragraph 1.8.4.) 

NMHC conce

?

27.0

-(1
·
0.98

0.04)
-
0.04
-

18.0

?

mpp 8.4

NMHC concd

?

2.02

-(1
·
0.98

0.04)
-
0.04
-

0.65

?

1.37

ppm 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/214

EN

Official Journal of the European Union

27.12.2006

Calculation  of  the  background  corrected  concentrations  (annex  4,  appendix 2, 
paragraph 4.3.1.1.): 

Assuming a 100 % methane fuel of the composition C1H4 

FS

?

100

·

1

-

(4/2)

-

1
(3.76

(1
-

(4/4)))

?

9.5

DF

?

0.723

-

9.5
-

(27.0

4- ?

13.01

44.3)

·

10

For  NMHC  with  GC  method,  the  background  concentration  is  the  difference  between 
HCconcd and CH4 concd 

NOx conc 

= 17.2 - 0.4 ·  (1 - (1/13.01)) = 16.8 ppm 

COconc 

= 44.3 - 1.0 ·  (1 - (1/13.01)) = 43.4 ppm 

NMHCconc  = 8.4 - 1.37 ·  (1 - (1/13.01)) = 7.13 ppm  

(NMC method) 

NMHCconc  = 9.0 - 0.92 ·  (1 - (1/13.01)) = 8.15 ppm  

(GC method) 

CH4 conc 

= 18.0 - 1.1 ·  (1 - (1/13.01)) = 17.0 ppm  

(GC method) 

Calculation of the emissions mass flow (annex 4, appendix 2, paragraph 4.3.1.): 

NOx mass 

= 0.001587 ·  16.8 ·  1.074 ·  4237.2 =121.330 g 

COmass 

= 0.000966 ·  43.4  ·  4237.2 = 177.642 g 

NMHCmass  = 0.000516 ·  7.13 ·  4237.2 = 15.589 g  

(NMC method) 

NMHCmass  = 0.000516 ·  8.15 ·  4237.2 = 17.819 g  

(GC method) 

CH4 mass 

= 0.000552 ·  17.0 ·  4237.2 = 39.762 g  

(GC method) 

Calculation of the specific emissions (annex 4, appendix 2, paragraph 4.4.): 

xNO 

= 121.330/62.72 

= 1.93 g/kWh 

CO  

= 177.642/62.72 

= 2.83 g/kWh 

NMHC   = 15.589/62.72  

= 0.249 g/kWh  

(NMC method) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/215

NMHC   = 17.819/62.72  

= 0.284 g/kWh  

(GC Method) 

4CH  

= 39.762/62.72  

= 0.634 g/kWh  

(GC method) 

4. 

ʷ-SHIFT FACTOR (Sʷ) 

4.1. 

Calculation of the ʷ-shift factor (Sʷ) 5/ 

 = S

n

Æ
Ç
È

 - 1

% 

inert
100

2
Æ
Ö
Ç
×
È
Ø

 + n

m
4

Ö
 - 
×
Ø

*O
2
100

where: 

Sʷ 
inert % 
O2* 
n and m 

  = 
  = 
  = 
  = 

ʷ-shift factor; 
% by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.); 
% by volume of original oxygen in the fuel; 
refer to average CnHm representing the fuel hydrocarbons, i.e: 

1

,

É
ÊË

%CH
4
100

Ù
-ÚÛ

2

,

É
ÊË

%C
2
100

Ù
-ÚÛ

n

?

3

,

1

/

4

%C
É
Ù
3
-ÚÛ
ÊË
100
diluent
%
100

,

É
ÊË

%C
4
100

Ù
-ÚÛ

5

,

É
ÊË

%C
5
100

Ù
-ÚÛ

..

4

,

É
ÊË

%CH
4
100

Ù
-ÚÛ

4

,

É
ÊË

%HC
42
100

m

?

1

where: 

Ù
-ÚÛ
/

,

6

%HC
É
62
ÊË
100
diluent
%
100

Ù
-ÚÛ

8

,

É
ÊË

%HC
83
100

Ù
-ÚÛ

..

CH4  = % by volume of methane in the fuel; 
C2 
C3 
C4 
C5 
diluent =  % by volume of dilution gases in the fuel (i.e.: O2*, N2, CO2, He, etc.). 

= % by volume of all C2 hydrocarbons (e.g.: C2H6, C2H4, etc.) in the fuel; 
= % by volume of all C3 hydrocarbons (e.g.: C3H8, C3H6, etc.) in the fuel; 
= % by volume of all C4 hydrocarbons (e.g.: C4H10, C4H8, etc.) in the fuel; 
= % by volume of all C5 hydrocarbons (e.g.: C5H12, C5H10, etc.) in the fuel; 

5/  Stoichiometric Air/Fuel ratios of automotive fuels:  SAE J1829, June 1987. 

John B. Heywood, Internal Combustion Engine Fundamentals, McGraw-Hill, 1988, Chapter 3.4. “Combustion 
stoichiometry” 
(pages 68 to 72). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
 
 
L 375/216

EN

Official Journal of the European Union

27.12.2006

4.2. 

Examples for the calculation of the ʷ-shift factor Sʷ: 

Example 1: G25: CH4 = 86%, N2 = 14% (by vol) 

1

,

 = n

É
ÊË

%CH
4
100

Ù
2 + 
ÚÛ

,

É
ÊË

 - 1

diluent
100

Ù
%C
2
..  + 
ÚÛ
100
% 

 = 

86.0  1

,

 - 1

14
100

 = 

1 = 

86.0
86.0

4

,

 =m 

É
ÊË

%CH
4
100

Ù
4 + 
ÚÛ

,

%HC
42
100
% 

É
ÊË
diluent
100

 - 1

Ù
   + 
ÚÛ

..

 = 

,

86.0  4
86.0

4 = 

 = S

n

Æ
Ç
È

 - 1

% 

inert
100

2
Æ
Ö
Ç
×
È
Ø

 + n

m
4

Ö
 - 
×
Ø

*O
2
100

 = 

Æ
Ç
È

 - 1

14
100

2
Æ
Ö
 + 1 x 
Ç
×
È
Ø

4
4

Ö
×
Ø

16.1 = 

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

1

,

 = n

É
ÊË

%CH
4
100

Ù
2 + 
ÚÛ

,

É
ÊË

Ù
%C
2
..  + 
ÚÛ
100
% 

 = 

 - 1

diluent
100

13.02 + 87.01

,

,

 = 

13.1 = 

13.1
1

 - 1

0
100

4

,

 =m 

É
ÊË

%CH
4
100

Ù
6 + 
ÚÛ

,

%HC
62
100
% 

É
ÊË
diluent
100

 - 1

Ù
   + 
ÚÛ

..

6 + 87.04

,

,

13.0

26.4 = 

 = 

1

 = S

n

Æ
Ç
È

 - 1

% 

inert
100

2
Æ
Ö
Ç
×
È
Ø

 + n

m
4

Ö
 - 
×
Ø

*O
2
100

 = 

Æ
Ç
È

 - 1

0
100

Ö
,×
Ø

2
Æ
Ç
È

1.13

 + 

26.4
4

.0 = 

911

Ö
×
Ø

Example 3: USA: CH4 = 89 %, C2H6 = 4.5 %, C3H8 = 2.3 %, C6H14 = 0.2 %, O2 = 0.6 %, 
N2 = 4% 

É
1x
ÊË

 = n

%CH
4
100

Ù
Ù
É
%C
2
2x + 
..  + 
ÚÛ
ÚÛ
ÊË
100
diluent
% 
100

 - 1

 = 

,

002.04 + 023.03 + 045.02 + 89.01
*
0,64

,
+
4 + 

,

,

11.1 = 

 - 1

100

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

L 375/217

4

,

 =m 

É
ÊË

%CH
4
100

Ù
4 + 
ÚÛ

,

É
ÊË

%HC
42
100

Ù
6 + 
ÚÛ

,

%HC
62
100
% 

É
ÊË
diluent
100

 - 1

Ù
   + 
ÚÛ

8 + ..

,

É
ÊË

%HC
83
100

Ù
ÚÛ

= 

14 + 023.08 + 045.04 +89.04

,

,

,

002.0

24.4 = 

 = 

,
4 + 6.0
100

 - 1

 = S

n

Æ
Ç
È

 - 1

% 

inert
100

2
Æ
Ö
Ç
×
È
Ø

 + n

m
4

Ö
 - 
×
Ø

*O
2
100

 = 

Æ
Ç
È

 - 1

4
100

Ö
,×
Ø

Æ
Ç
È

__________ 

2

1.11

 + 

24.4
4

96.0 = 

Ö
 - 
×
Ø

6.0
100

 
 
 
  
 
 
L 375/218

EN

Official Journal of the European Union

27.12.2006

Annex 9 

SPECIFIC TECHNICAL REQUIREMENTS RELATING TO 
ETHANOL-FUELLED DIESEL ENGINES 

In the case of ethanol-fuelled diesel engines, the following specific modifications to the appropriate 
paragraphs, equations and factors will apply to the test procedures defined in annex 4 to this Regulation. 

In annex 4, appendix 1 

4.2. 

Dry/wet correction 

F
FH

?

1

-

Æ
ÇÇ
È

1.877
G
G

·

2.577

FUEL

AIRW

Ö
××
Ø

4.3. 

NOX correction for humidity and temperature 

K

DH,

?

(HA1

-

·

1
10.71)

/

a

·-

(TB
a

/

298)

with: 
A = 
B = 
Ta = 
Ha = 

0.181 GFUEL/GAIRD - 0.0266 
- 0.123 GFUEL/GAIRD + 0.00954 
temperature of the air, K 
humidity of the intake air, g water per kg dry air 

4.4. 

Calculation of the emission mass flow rates 

The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming 
the exhaust gas density to be 1.272 kg/m3 at 273 K (O°C) and 101.3 kPa: 

(1)  NOx mass 

= 0.001613 ·  NOx conc ·  KH,D ·  GEXHW 

(2)  COmass 

= 0.000982 ·  COconc  ·  GEXHW 

(3)  HCmass 

= 0.000809 ·  HCconc ·  KH,D ·  GEXHW 

where NOx conc, COconc, HCconc  1/ are the average concentrations (ppm) in the raw exhaust 
gas, as determined in paragraph 4.1. 

1/ 

Based on C1 equivalent. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
27.12.2006

EN

Official Journal of the European Union

L 375/219

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

(1)  NOx mass 

= 0.001587 ·  NOx conc ·  KH,D ·  GTOTW 

(2)  COmass 

= 0.000966 ·  COconc  ·  GTOTW 

(3)  HCmass 

= 0.000795 ·  HCconc·  GTOTW 

where  NOx  conc,  COconc,  HCconc 1/  are  the  average  background  corrected  concentrations 
(ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2, 
paragraph 4.3.1.1. 

In annex 4, appendix 2 

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

4.2. 

The conditions for the test should be arranged so that the air temperature and the humidity 
measured at the engine intake is set to standard conditions during the test run. The standard 
should be 6  0.5 g water per kg dry air at a temperature interval of 298 $ 3 K.  Within 
these limits no further NOX correction should be made. The test is void if these conditions 
are not met. 

4.3. 

Calculation of the emission mass flow 

4.3.1.   

Systems with constant mass flow 

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

(1) NOX mass = 0.001587 ·  NOX conc ·  KH,D ·  MTOTW (ethanol fuelled engines) 

(2) CO mass = 0.000966 ·  CO conc MTOTW  

(ethanol fuelled engines) 

(3) HC mass = 0.000794 ·  HC conc ·  MTOTW' 

(ethanol fuelled engines) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/220

EN

Official Journal of the European Union

27.12.2006

where: 

NOx conc, CO conc, HC conc, 1/ NMHC conc  =  average background corrected concentrations 
over the cycle from integration (mandatory for NOX and HC) or bag measurement, ppm. 

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

4.3.1.1. 

Determination of the background corrected concentrations  

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

where: 

conc = conce - concd * (1 - (1/DF)) 

conc  =  concentration of the respective pollutant in the diluted 
exhaust gas, corrected by the amount of the respective 

  pollutant contained in the dilution air, ppm 

conce  =  concentration of the respective pollutant measured 

in the diluted exhaust gas, ppm 

concd  =  concentration of the respective pollutant measured 

in the dilution air, ppm 

DF 

=  dilution factor 

The dilution factor must be calculated as follows: 

DF = 

F
S

,2CO

conce

HC(+

conce

CO+

conce

4-10*)

where: 

CO2,conce  =  concentration of CO2 in the diluted exhaust gas, % vol 
HCconce   =  concentration of HC in the diluted exhaust gas, ppm C1 
COconce   =  concentration of CO in the diluted exhaust gas, ppm 

1/  Based on C1 equivalent.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                     
27.12.2006

EN

Official Journal of the European Union

L 375/221

FS  

=  stoichiometric factor 

Concentrations measured on dry basis must be converted to a wet basis in accordance with 
annex 4, appendix 1, paragraph 4.2. 

The stoichiometric factor must, for the general fuel composition CHōOßNY, be calculated as 
follows: 

FS = 

100

·

1

-

ō
2

-

3.76

·

1
Æ
Ç
È

1

-

ō
4

 - 

ʰ
2

Ö
-×
Ø

ʱ
2

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

FS (ethanol) = 12.3 

4.3.2. 

Systems with flow compensation 

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

(1) NOx mass = 

n

Å

1i
?

(M

TOTW,

i

·

NO

x

conce,

i

·

0.001587)

/

(M

·

NO

TOTW

x

concd

·

(1

/

1/DF)

·

0.001587)

(2) COmass = 

n

Å

1i
?

(M

TOTW,

i

·

CO

conc

i,

e

·

0.000966)

/

(M

TOTW

·

CO

conc

d

·

(1

/

1/DF)

,

0.000966)

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/222

EN

Official Journal of the European Union

27.12.2006

(3) HCmass = 

n

Å

?
1i

(M

TOTW,

i

,

HC

conc

e

i,

,

0.000479)

/
(M

,

HC

conc

d

TOTW

,
(1

/

1/DF)

,

0.000479)

where: 

conce 

= 

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

concd 

= 

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

MTOTW,I  = 

instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg 

MTOTW 

= 

total mass of diluted exhaust gas over the cycle 
(see paragraph 4.1.), kg 

DF 

= 

dilution factor as determined in paragraph 4.3.1.1. 

4.4. 

Calculation of the specific emissions 

The emissions (g/kWh) must be calculated for all individual components in the following 
way: 

NO

x

NO=

x

mass

W/

act

CO=CO

mass W/

act

HC=HC

mass W/

act

where: 

Wact =  actual cycle work as determined in paragraph 3.9.2., kWh 

____________