Corrigendum to Regulation No 124 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of wheels for passenger cars and their trailers ( OJ L 375, 27.12.2006 )
Date: 2007-03-09
Institutions: United Nations Economic Commission for Europe
Subjects: Ecosoc, approval, commercial vehicle, harmonisation of standards, motor car, technical standard, vehicle parts

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Corrigendum to Regulation No 124 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of wheels for passenger cars and their trailers

(Official Journal of the European Union L 375 of 27 December 2006)

Regulation No 124 should read as follows:

Regulation No 124 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of wheels for passenger cars and their trailers

1.

SCOPE

This Regulation covers new replacement wheels designed for vehicles in categories M1, M1G, O1
and O2 (1).

It does not apply to original equipment wheels or vehicle manufacturer’s replacement wheels as
defined in paragraphs 2.3. and 2.4.1. It does not apply to ‘Special wheels’, as defined in para-
graph 2.5., which shall remain subjected to national approval.

This Regulation comprises requirements for wheel manufacture and installation.

2.

DEFINITIONS

For the purpose of this Regulation:

2.1.

‘Wheel’ means a rotating load-carrying member between the tyre and the axle. It usually consists of
two major parts:

(a)

the rim;

(b)

the wheel disc.

The rim and wheel disc may be integral, permanently attached, or detachable.

2.1.1.

‘Disc wheel’ means a permanent combination of a rim and wheel disc.

2.1.2.

‘Wheel with demountable rim’ means a wheel so constructed that the demountable rim is clamped
to the wheel disc.

2.1.3.

‘Rim’ means that part of the wheel on which the tyre is mounted and supported.

2.1.4.

‘Wheel disc’ means that part of the wheel which is the supporting member between the axle and
the rim.

2.2.

‘Wheel type’ means a wheel which does not differ in the following essential characteristics:

2.2.1.

the wheel manufacturer;

2.2.2.

wheel or rim size designation (according to ISO 3911:1998);

2.2.3.

construction materials;

2.2.4.

wheel attachment holes;

2.2.5.

maximum load capacity;

2.2.6.

recommended maximum inflation pressure;

(1) Categories M and O as defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3)

(document TRANS/WP.29/78/Rev.1/Amend.2).

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2.2.7.

method of production (welded, forged, cast, …).

2.3.

2.4.

‘OE-wheels’ means wheels which are authorized to be fitted, to the vehicle model, by the vehicle
manufacturer during the production of the vehicle.

‘Replacement Wheels’ means wheels which are intended to replace the OE wheels during the service
life of the vehicle. Replacement wheels may belong to one of the following category:

2.4.1.

‘Vehicle manufacturer’s replacement wheels’ being wheels supplied by the vehicle manufacturer;

2.4.2.

2.4.3.

2.4.4.

2.5.

2.6.

2.7.

2.8.

‘Identical replacement wheels’ being wheels which are manufactured using the same manufacturing
equipment and material as that used for replacement wheels supplied by the vehicle manufac-
turer. They differ from vehicle manufacturer’s replacement wheels only by the absence of vehicle
manufacturer’s trademarks and part number;

‘Replica replacement wheels’ being wheels which are replicas of vehicle manufacturer’s replace-
ment wheels but produced by a manufacturer who is not a supplier of the vehicle manufacturer
with the specified wheel. With regard to the design (basic contour, dimensions, inset, material type
and quality and so on) and service life they fully correspond to vehicle manufacturer’s replacement
wheels;

‘Pattern part replacement wheels’ being wheels produced by a manufacturer who is not a supplier
of the vehicle manufacturer with the specified wheel. With regard to the design, inset, rim designa-
tion wheel fixing PCD and spigot mounting diameter, correspond to that of an OE-wheel, but wheel
contour, material and so on, may be different;

‘Special wheels’ means wheels which are not OE-wheels and which do not fulfil the criteria for
wheels described in paragraph 2.4. (for example wheels with different rim width or diameter).

‘Inset’ means the distance from the attachment face of the disc to the centre line of the rim (that
can be positive, as shown in Figure 1 below, zero, or negative).

‘Dynamic radius’ means the dynamic loaded radius defined as the theoretical rolling circumference
divided by 2Π of the largest tyre to be used on the wheel as specified by the wheel manufacturer.

‘International Tyre and Rim Standards’ mean documents concerning wheel standardization issued
by the following Organizations:

(a) The International Organization for Standardization (ISO) (1);

(b) The European Tyre and Rim Technical Organization (ETRTO) (2): ‘Standards Manual’;

(c) The European Tyre and Rim Technical Organization (ETRTO) (2): ‘Engineering Design Informa-

tion — obsolete data’;

(d) The Tyre and Rim Association Inc. (TRA) (3): ‘Year Book’;

(e) The Japan Automobile Tyre Manufacturers Association (JATMA) (4): ‘Year Book’;

(f) The Tyre and Rim Association of Australia (TRAA) (5): ‘Standard Manual’;

(g) The Associação Latino Americana de Pneus e Aros (ALAPA) (6): ‘Manual de Normal Technicas’;

(h) The Scandinavian Tyre and Rim Organisation (STRO) (7): ‘Data Book’.

The tyre standards can be obtained from the following addresses:
(1) ISO, 1, rue de Varembé, Case postale 56, CH-1211 Genève 20 — Switzerland.
(2) ETRTO, 32 Av. Brugmann — Bte 2, B-1060 Brussels, Belgium.
(3) TRA, 175 Montrose West Avenue, Suite 150, Copley, Ohio, 44321 USA.
(4) JATMA, No 33 MORI BLDG. 8th Floor 3-8-21, Toranomon Minato-Ku, Tokio 105-0001, Japan.
(5) TRAA, Suite 1, Hawthorn House, 795 Glenferrie Road, Hawthorn, Victoria, 3122 Australia.
(6) ALAPA, Avenida Paulista 244-12° Andar, CEP, 01310 Sao Paulo, SP Brazil.
(7) STRO, Älggatan 48 A, Nb, S-216 15 Malmö, Sweden.

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Figure 1

2.9.

2.10.

2.11.

‘Technical crack’ is a material separation with a propagation of more than 1 mm occurring during
a dynamic test (defects caused by the production process are not to be taken into account).

‘Wheel calliper’ is the rotating profile shape, formed by the internal wheel contour (see Annex 10,
figure 1).

‘Tyre size designation’ means a designation showing the nominal section width, the nominal aspect
ratio and the conventional number that denotes the nominal rim diameter (these terms are further
defined in Regulation No 30).

3.

APPLICATION FOR APPROVAL

3.1.

The application for approval of a wheel type shall be submitted by the manufacturer, or by his duly
accredited representative, and shall be accompanied by:

3.1.1.

Drawings, in triplicate, sufficiently detailed to permit identification of the type. They shall also show
the position intended for the approval mark and for the wheel markings;

3.1.2.

Technical description including at least the following characteristics:

3.1.2.1. Category of replacement wheels — see paragraphs 2.4.2., 2.4.3. and 2.4.4.;

3.1.2.2.

rim contour designation — wheel inset — wheel attachment details;

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3.1.2.3.

tightening torque for studs and nuts;

3.1.2.4.

fixing method of balancing weights;

3.1.2.5.

necessary accessories (i.e. additional mounting components);

3.1.2.6.

International Standard reference;

3.1.2.7.

suitable for tubeless tyre mounting;

3.1.2.8.

suitable valves types;

3.1.2.9. maximum load capacity;

3.1.2.10. maximum inflation pressure;

3.1.2.11. detail of material including chemical composition (see Annex 4).

3.1.2.12.

tyre size designations specified for original equipment by the vehicle manufacturer.

3.1.3.

Documentation in accordance with paragraph 1. of annex 10 to this Regulation:

— vehicle characteristics (Annex 10, paragraph 1.2.);

— additional characteristics (Annex 10, paragraph 1.3.);

— fitting instructions details (Annex 10, paragraph 1.4.);

and

— additional requirements (Annex 10, paragraph 2.).

3.1.4.

Sample wheels representative of the wheel type necessary for the execution of laboratory tests or
test reports issued by the Type Approval Authority.

3.2.

In case of application for approval of an identical wheel, the applicant shall satisfy the type approval
authority that the wheel is indeed an ‘identical replacement wheel’ as defined in paragraph 2.4.2.

4.

APPROVAL

4.1.

4.2.

4.3.

If the wheel submitted for approval in accordance with paragraph 3. above meets the require-
ments, then approval for this type of wheel shall be granted.

An approval number shall be assigned to each type approved. The first two digits (at present 00
for the regulation in its original form) 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 may not assign the same number to another type of wheel.

Notice of approval or refusal or extension of approval of a type of wheel under this regulation
shall be communicated to the parties to the 1958 Agreement which apply this regulation by means
of a communication form conforming to the model in annex 1 to this Regulation.

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4.4.

4.4.1.

4.4.2.

4.5.

4.6.

4.7.

Every wheel conforming to a type approved under this regulation shall bear, in addition to the
markings prescribed in paragraph 5., a clearly legible and indelible international approval mark
consisting of:

circle surrounding the letter E followed by the distinguishing number of the country which has
granted approval (see Annex 2) (1).

The number of this Regulation, followed by the letter R, a dash and the approval number accord-
ing to paragraph 4.2.

The approval mark shall be permanent, visible and clearly legible, when the tyre is fitted on the
wheel.

Annex 2 to this regulation gives an example of the arrangement of the approval mark.

The wheel manufacturer’s facilities may be used for test purposes provided that the Type Approval
Authority or a designated representative witnesses the tests.

5.

WHEEL MARKINGS

5.1.

The wheel shall be permanently and legibly marked as follows, in a position chosen by the
manufacturer, but visible when the tyre is fitted on the wheel:

5.1.1.

manufacturer name or trade mark;

5.1.2.

the wheel or rim contour designation;

5.1.2.1.

It shall be expressed according to the prescription of one International Tyre and Rim Standards
and includes at least:

— rim size designation comprising:

— rim contour designation nominal rim diameter,

— the symbol ‘x’ if one piece rim,

— the symbol ‘–’ if multipiece rim

— letter ‘A’ if the well is located asymmetrically (optional),

— the letter ‘S’ if the well is located symmetrically (optional).

5.1.3.

the wheel inset;

5.1.4.

date of manufacture(at least the month and year);

5.1.5.

the wheel/rim part number.

(1) 1 for Germany, 2 for France, 3 for Italy, 4 for Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the
Czech Republic, 9 for Spain, 10 for Yugoslavia, 11 for the United Kingdom, 12 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
Zeeland, 49 for Cyprus, 50 for Malta and 51 for the Republic of Korea. Subsequent numbers shall be assigned to other
countries in the 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 Approval Granted on the Basis of these Prescrip-
tions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the
Contracting Parties to the Agreement.

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5.2.

Annex 3 to this regulation gives an example of the arrangement of the wheel markings.

6.

GENERAL REQUIREMENTS

6.1.

6.2.

Rim contour shall conform to the International Standard specified by the wheel manufacturer.

Rim contour shall ensure the correct fitting of tyres and valves.

6.2.1. Wheels designed for use with tubeless tyres shall ensure air retention.

6.3.

6.4.

Materials used for the construction of the wheel shall be analysed according to Annex 4.

In the case of identical replacement wheel as defined in paragraph 2.4.2., there shall not be any
requirement for physical testing as given in paragraph 6.5. or vehicle fitment checking as given in
paragraph 2. of Annex 10 to this Regulation.

6.5.

The replica replacement wheels and pattern part replacement wheels shall satisfy the following tests:

6.5.1.

Steel wheels

6.5.1.1. Disc wheels

(a)

rotating bending test as per Annex 6;

(b)

rolling test as per Annex 7.

6.5.2.

Aluminium alloy wheels

6.5.2.1. One piece wheels

(a) Corrosion test as per Annex 5. If the process within a production line is always the same, only

one representative test is to be carried out;

(b) Rotating bending test as per Annex 6;

(c) Rolling test as per Annex 7;

(d)

Impact test as per Annex 8.

6.5.2.2. Demountable rim wheels

(a) Corrosion test as per Annex 5;

(b) Rotating bending test as per Annex 6;

(c) Rolling test as per Annex 7;

(d)

Impact test as per Annex 8;

(e) Alternating torque test as per Annex 9.

6.5.3.

Magnesium alloy wheels

6.5.3.1. One piece wheels

(a) Corrosion test as per Annex 5;

(b) Rotating bending test as per Annex 6;

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(c) Rolling test as per Annex 7;

(d)

Impact test as per Annex 8.

6.5.3.2. Demountable rim wheels

(a) Corrosion test as per Annex 5;

(b) Rotating bending test as per Annex 6;

(c) Rolling test as per Annex 7;

(d)

Impact test as per Annex 8;

(e) Alternating torque test as per Annex 9.

6.6.

Where a wheel manufacturer submits application for type approval for a range of wheels, it is not
considered necessary to carry out all tests on every type of wheels in the range. Worst case selec-
tion may be made at the discretion of the type approval Authority or the designated Technical
Service (see Annex 6 paragraph 4. of this Regulation).

6.7.

Pattern part replacement wheels shall satisfy the following requirements to guarantee proper fitment
on the vehicle:

6.7.1.

The nominal rim diameter, nominal rim width and nominal inset of ECE-approved wheels shall be
the same as the manufacturer’s replacement wheel.

6.7.2. Wheels shall be suitable for tyres of the tyre size designations specified initially by the vehicle manu-

facturer for the particular model concerned.

6.7.3.

The checks and documentation relevant to the wheel/vehicle fitment are described in Annex 10.

7.

MODIFICATIONS AND EXTENSION OF APPROVAL FOR WHEEL

7.1.

Every modification of the wheel type shall be notified to the approval authority which granted the
type approval. The approval authority may then:

7.1.1.

either consider that the modifications made are unlikely to have appreciable adverse effects and
that in any case the type of wheel still complies with the requirements;

7.1.2.

or require a further test.

7.2.

7.3.

Confirmation or refusal of approval, specifying the alterations, shall be notified by the procedure
specified in paragraph 4.3. above to the parties to the agreement applying this regulation.

The competent authority issuing the extension of approval shall assign a series number to each
communication form drawn up for such an extension.

8.

CONFORMITY OF PRODUCTION

8.1.

8.2.

The conformity of production procedures shall comply with those set out in the Agreement —
E/ECE/324-E/ECE/TRANS/505/Rev.2, Appendix 2.

The authority which has granted type approval may at any time verify the conformity control meth-
ods applied in each production facility. The normal frequency of these verifications shall be once
every two years.

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9.

9.1.

9.2.

PENALTIES FOR NON-CONFORMITY OF PRODUCTION

The approval granted in respect of a type of wheel pursuant to this regulation may be withdrawn if
the requirements set forth above are not met or if a wheel bearing the approval mark does not
conform to the type approved.

If a Contracting Party to the Agreement applying this regulation withdraws an approval it has pre-
viously granted, it shall forthwith so notify the other Contracting Parties applying this regulation,
by means of a communication form conforming to the model in Annex 1 to this Regulation.

10.

PRODUCTION DEFINITELY DISCONTINUED

If the holder of an approval completely ceases to manufacture a wheel 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 the other parties applying this regulation
by means of a communication form conforming to the model in Annex 1 to this Regulation.

11.

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

The Contracting Parties to the Agreement applying the regulation shall communicate to the United
Nations secretariat the names and addresses of the Technical Services responsible for conducting
approval tests and of the administrative departments which grant approval and to which forms
certifying approval or extension or refusal or withdrawal of approval, or production definitely dis-
continued issued in other countries, are to be sent.

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ANNEX 1

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ANNEX 2

ARRANGEMENT OF THE APPROVAL MARK

The wheel bearing the above approval mark is a wheel that has been approved in Italy (E3) under approval number 001148.

The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of
Regulation No XY in its original form.

The marking of approval mark, the Regulation number and approval number may be at a distance from each other respect-
ing the sequence.

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ANNEX 3

ARRANGEMENT OF THE WHEEL MARKINGS

Example of markings which shall be applied to a wheel conforming to this Regulation:

ABCDE

5 ½ J x 14 FH

36

01 99

ab123

This example of marking defines a wheel:

— manufactured by ABCDE

— having a rim contour designation (5 ½ J)

— having a one piece construction (x)

— having a nominal rim diameter code (14)

— having a non symmetrical location of the well (no mark)

— having a flat hump configuration of the bead-seat area on one side only (FH) – optional marking

— having a wheel inset of 36 mm

— manufactured in January 1999 (0199)

— the manufacturer’s part number (ab123).

The rim designation shall include in the following order the rim contour designation, the construction, the nominal rim
diameter code, the location of the well and the bead-seat configuration, as in the example 5 ½ J x 14 FH. It is also permit-
ted to reverse the order for the first three elements as in the example 14 x 5 ½ J FH.

The marking of the wheel inset, the date of production and manufacturer’s name may be at a distance from the rim
designation.

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ANNEX 4

MATERIAL TEST

The following metallurgical analysis shall carried out and reported:

Material

Aluminium alloy

Magnesium alloy

Steel

(a) Chemical analysis of the raw-material.

Tests

a, c, e

a, c, e

a, b, d

(b) Check of the following mechanical characteristics (Rp0,2, Rm, and A) relevant to the materials:

— percentage elongation after fracture (A): Permanent elongation of the gauge length after fracture (Lu – Lo),

expressed as a percentage of the original length (Lo).

Where

original gauge length (Lo):

Gauge length before application of force.

final gauge length (Lu):

Gauge length after rupture of the test piece.

— proof strength, non-proportional extension (Rp): Stress at which a non-proportional extension is equal to a speci-
fied percentage of the extensometer gauge length (Le). The symbol used is followed by a suffix giving the pre-
scribed percentage of the extensometer gauge length, for example: Rp0,2.

— tensile strength (Rm): Stress corresponding to the maximum force (Fm).

(c) Check of the mechanical characteristics (Rp0,2, Rm, and A) of test-pieces taken from the hub mounting area and in the

disc to rim transition area or in the failure zone if any.

(d) Analysis of the metallurgic defects and of the raw material structure.

(e) Analysis of the metallurgic defects and of the test-pieces structure taken from the hub mounting area and in the disc

to rim transition area or in the failure zone if any.

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ANNEX 5

CORROSION TEST

1.

Carry out a salt-spray test as per ISO 9227 for 384 hours.

1.1. Sample preparation

A surface treated sample, taken from production, shall be damaged by cross engraving and stone impact (ISO 565)
to represent damaging situations during the normal usage of vehicle (damage shall be in the area of the rim flange
and inside the wheel).

1.2. Test development

The surface treated sample shall pass a salt-spray test, in which the sample and any components with which is nor-
mally in contact are put in upright position into the salt-spray test equipment. The wheel is turned through 90°
every 48 hours.

1.3. Evaluation

Individual measures which may affect the corrosion are to be evaluated (covers, crews, zinc or cadmium buses, alloy
insulating covers, etc.)

The test documentation shall include photos showing the main corrosion points which have been mechanically
washed in order to show the material defects.

There shall not be any significant corrosion after a test duration of 192 hours. After 384 hours the wheel function-
ality, the mounting components and the tyre bead seat shall not be adversely affected by corrosion. This shall be
confirmed by a rotating bending test as per Annex 6 or by a rolling test as per Annex 7, depending on the location
of the corrosion.

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ANNEX 6

ROTATING BENDING TEST

1. TEST DESCRIPTION

During the rotating bending test, the lateral forces acting on wheel in driving around a curve are simulated. Four wheel
samples shall be tested, two at 50 % and two at 75 % of the maximum side force. The wheel rim is fixed rigidly to the
test bench, and a bending moment Mb is applied to the hub mounting area (i.e. through a loading arm with a flange
having the same pitch circle diameter as the vehicle for which the wheel is intended). Light alloy wheels are fixed using
the internal rim flange by two semicircular flanges.

Should other fixing devices be used, it is necessary prove their equivalence.

Screws or fixing nuts are tightened to the torque stated by the vehicle manufacturer and retightened after 10 000 cycles
approximately.

2. FORMULA FOR THE BENDING MOMENT CALCULATION

Cars and off-road vehicles: Mbmax = S × FV (μ × rdyn + d)

Mbmax = maximum reference bending moment [Nm]

FV

rdyn

d

μ

S

= maximum load capacity of wheel [N]

= dynamic radius of largest tyre recommended for wheel [m]

= inset [m]

= coefficient of friction

= factor of safety

3. The test is carried out with two percentage values (50 per cent and 75 per cent) of the max moment and on the basis

of the following standards

Coefficient of friction

Factor of safety

0,9

2,0

Nominal cycles per minute

The number of cycles per minute can be the maximum possible but out-
side the testing rig resonance frequency

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Vehicle category

Min cycles with 75 per cent
Mbmax

Min cycles with 50 per cent
Mbmax

Acceptance limits

Allowable loss of tightening
torque initially applied to the
wheel fixing studs and nuts (1)

Aluminium/Magnesium

Steel

M1 and M1G

2,0 ∙ 105

O1 and O2

0,66 ∙ 105

M1 and M1G

6,0 ∙ 104

O1 and O2

2,0 ∙ 104

1,8 ∙ 106

0,69 ∙ 106

6,0 ∙ 105

2,3 ∙ 105

Shaft displacement less than 10 per cent greater than the displacement measured after
approximately 10 000 cycles.

Technical cracks are not accepted.

—

Maximum 30 per cent

(1) Check loss of tightening torque of wheel fixings by retightening, not by measuring torque to loosen fixings.

4. TEST SCHEDULE FOR RANGE OF WHEEL TYPES

Wheels of the same type (paragraph 2.2.) but with different inset values can be grouped using the highest value of test
bending moment according to the following test schedule. Wheel versions having a larger centre hole shall be included
in the test. In the case of a failure further samples shall be tested.

Necessary tests:

Number of wheels to be tested

Rotating bending test

Short test

Long test

Minimum PCD

Maximum PCD

if only one PCD

Inset variations up to 2 mm

From 2 mm to 5 mm

> 5 mm

1

1

2

—

1

1

Tests to be carried out should the maximum permitted wheel load subsequently increase.

If the resulting test bending moment
increases up to 10 per cent max.

1

Short test

= rotating bending test with 75 per cent of l Mbmax

(calculated for the max wheel load)

Long test

= rotating bending test with 50 per cent of Mbmax

1

1

2

—

—

1

1

Should the testing moment be increased of more of 10 per cent, when compared to the first approval, the whole
programme shall be repeated.

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Example of a rotating bending test rig

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ANNEX 7

ROLLING TEST

1. TEST DESCRIPTION

In the rolling test the stress on the wheel when driving straight ahead is simulated by testing a wheel rolling against a
drum which has a minimum outside diameter of 1,7 m, in the case of an external rolling test, or a minimum internal
diameter equal to the dynamic radius of the tyre divided by 0,4 in the case of an internal rolling test. Two wheels shall
be tested.

2. FORMULA FOR CALCULATION OF THE TEST LOAD

All types of vehicles

FP = S ∙ FV

FP

FV

S

= testing load [N]

= wheel maximum load capacity of the wheel [N]

= factor of safety

3. TESTS PROCEDURE AND REQUIREMENTS

Tests are carried out on the basis of the following specifications:

Rolling direction

Straight

Factor of safety — S

M1 and M1G

2,5
2,25 (1)

O1 and O2

2,0

Tyres

Testing speed in
km/h

Equivalent rolling
distance

Taken from normal (series) production and, if possible, of the maximum nominal section
width recommended for the wheel

The max. allowed by the tyre given by the speed index, usually 60-100 km/hour

2 000 km
1 000 km (1)

2 000 km
1 000 km (1)

Tyre pressure at start
of test (nor checked
or controlled during
the test)

Normal usage:

Up to

More than

160 kPa

160 kPa

rolling test pressure

280 kPa

min. 400 kPa

Limits of acceptance

Technical cracks and/or air leakage are not accepted.

Allowable loss of
tightening torque
initially applied to the
wheel fixing studs
and nuts (2)

≤ 30 per cent

(1) For passenger cars steel disc wheels.
(2) Check loss of tightening torque of wheel fixings by retightening — not by measuring torque to loosen fixing.

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Examples of rolling test rigs

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ANNEX 8

IMPACT TEST

1. TEST DESCRIPTION

Wheel strength with regard to the fractures on edges and other critical points when the wheel strikes an obstacle shall
be checked. In order to show the sufficient resistance to fractures it is necessary carry out an impact test as per Annex 8
— Appendix 1.

2. FORMULA FOR THE CALCULATION OF TEST LOAD

D = 0,6 ∙ FV / g + 180 [kg]

D = value of falling mass [kg]

FV

g

= maximum wheel load capacity [N]

= acceleration due to gravity 9,81 m/s2

3. TEST PROCEDURE AND REQUIREMENTS

Procedure and requirements

As per Annex 8 — Appendix 1

M1 and M1G

Tyre pressure

Tyres

Acceptance criteria

Number of samples to be
tested

Impact positions

The tyre pressure recommended by the tyre manufacturer based on the load index
and the max. vehicle speed, but at least 200 kPa.

Tyres taken from normal (series) production with the minimum nominal section
width and minimum rolling circumference on the range of tyres recommended for
the particular wheel.

The test shall be considered satisfactory if there is not any visible fracture penetrat-
ing through the wheel surface and if there is not any loss of inflation pressure within
one minute of completing the test. Fractures and indentations caused by the direct
contact with the falling weight are acceptable.
In the case of wheels with demountable rims or other components that can be dis-
mantled, if threaded fastenings that are close to the spoke or ventilation holes fail
the wheel is to be considered as having failed the test.

One for each impact position.

One in the area connecting spokes to rim and further one in the area between two
spokes, very close to the valve hole.
If possible, the impact direction shall not coincide with the radial line between a
fixing hole and the wheel centre.

4. TESTS SCHEDULE FOR RANGE OF WHEEL TYPES

Tests necessary:

Wheels to be tested

Impact test

Minimum PCD of fixing holes
Maximum PCD of fixing holes

One for each impact position
One for each impact position

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ANNEX 8

Appendix 1

PASSENGER CARS — LIGHT ALLOY WHEELS — IMPACT TEST

1.

SCOPE

This annex specifies a laboratory test procedure to evaluate the axial (lateral) kerb impact collision properties of a
wheel manufactured either wholly or partly of light alloys. It is intended for passenger car applications, with the
purpose of screening and/or quality control of the wheel.

2.

TEST EQUIPMENT

2.1. New wheels, fully processed, representative of wheels intended for passenger car application, fitted with a tyre.

2.2.

Impact loading test machine with a vertically acting striker having an impacting face at least 125 mm wide and at
least 375 mm long and sharp edges broken by radius or chamfer, in accordance with figure 1. The falling mass, D,
within a tolerance of ± 2 per cent, expressed in kilograms, shall be as follows:

D = 0,6 ∙ FV / g + 180 [kg]

where FV/g is the maximum static wheel loading, as specified by the wheel and/or vehicle manufacturer, expressed in
kilograms.

2.3. Mass of 1 000 kg.

3.

CALIBRATION

Ensure, by means of a test calibration adapter, that the 1 000 kg mass (paragraph 2.3.) applied vertically to the cen-
tre of the wheel fixing as shown in figure 2 causes a deflection of 7,5 mm ± 0,75 mm when measured at the centre
of the beam.

4.

TEST PROCEDURE

4.1. Mount the test wheel (paragraph 2.1.) and tyre in the test machine (paragraph 2.2.) such that the impact loading is
applied to the rim flange of the wheel. The wheel shall be mounted with its axis at an angle of 13° ± 1° to the
vertical with its highest point presented to the striker.

The tyre mounted on the test wheel shall be the smallest nominal section width tubeless radial-ply tyre intended for
use on that wheel. The inflation pressure shall be that specified by the vehicle manufacturer or, in the absence of
such specification, it shall be 200 kPa.

The temperature of the test environment shall remain within a range of 10 °C to 30 °C throughout the test period.

4.2. Ensure that the wheel is mounted on the hub fixture with dimensionally representative fixings such as would be
used on a vehicle. Manually tighten the fixings to a value or by a method as recommended by the vehicle or wheel
manufacturer.

Because the design of wheel centre members may vary, test a sufficient number of locations on the wheel rim cir-
cumference to ensure that the integrity of the centre members is assessed. Use new wheels each time.

In case of test on the spoke, that spoke is to be chosen where the bolt hole is closest.

4.3. Ensure that the striker is over the tyre, and overlaps the rim flange by 25 mm ± 1 mm. Raise the striker to a height

of 230 mm ± 2 mm above the highest part of the rim flange and allow it to fall.

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5.

FAILURE CRITERIA

The wheel is considered to have failed the test if any of the following apply:

(a)

visible fracture(s) penetrate through a section of the centre member of the wheel assembly;

(b)

the centre member separates from the rim;

(c)

the tyre loses all air pressure within 1 min.

The wheel is not considered to have failed the test by deformation of the wheel assembly or by fractures in the area
of the rim section struck by the face plate of the striker.

Note: Tyres and wheels used in the tests should not be used subsequently on a vehicle.

Figure 1 – Impact loading test machine

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Dimensions in millimetres

Figure 1 – Detail A

Figure 2 – Application of loading to centre of wheel mount

Dimensions in millimetres

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L 70/435

ANNEX 9

ALTERNATING TORQUE TEST

1. TEST DESCRIPTION

In an alternating torque test the torque acting on wheel during braking and acceleration is simulated. The sample
wheels shall be tested at each percentage value (50 per cent and 75 per cent) of the maximum calculated torque. Each
wheel flange is rigidly fixed on the test table and stressed by an alternating torque of ± MT, introduced through the
attachment face i.e. through a brake disc or through other components.

2. FORMULA FOR THE CALCULATION OF THE TEST TORQUE

MT = S ∙ FV ∙ rdyn

Where:

MT = test torque [Nm]

S

FV

= factor of safety

= maximum wheel load capacity [N]

rdyn = dynamic radius [m]

Tests are carried out on the basis of the following parameters:

Factor of safety S

Min number of cycles with ± 90 per cent MT

Min number of cycles with ± 45 per cent MT

1,0

2 ∙ 105

2 ∙ 106

Acceptance criteria

Technical cracks not acceptable

Allowable loss of the initial torque applied to wheel fix-
ing studs and nuts (1)

30 per cent

(1) Check loss of tightening torque of wheel fixings by retightening, not by measuring torque to loosen fixing.

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9.3.2007

ANNEX 10

VEHICLE FITMENT CHECKS AND DOCUMENTATION

1.

APPLICATION AND FITTING INFORMATION

The type approval authority shall be supplied with a copy of following information which shall also be supplied to
the consumer with the wheel.

1.1. Wheel characteristics:

ECE approval number, wheel type and variant, international rim designation (for example, 15 H2 x 5 ½ J) and inset.

1.2. Vehicle characteristics:

Vehicle manufacturer, vehicle model name and description, vehicle power and VIN range including at least WMI,
VDS and first digit of VIS describing the model year (see ISO 3779-1983).

1.3. Additional characteristics: Any particular requirements, special fittings and so on that are specified when using the

manufacturer’s replacement wheels or specific requirements for the ECE approved wheel.

1.4. Fitting instruction detail: Recommendations and safety precautions when fitting the wheel;

Use of any additional or substitute wheel fixing components, for example, longer wheel bolts or studs with alloy
wheels;

Wheel fixing tightening torque; drawing attention to the importance of this aspect and the need to preferably use a
calibrated torque wrench; Instruction regarding the necessity to re-tighten the wheel fixing after 50 km of driving;
References to the use and mounting of hubcaps, if applicable;

1.5. Example of a possible structure of the Application and fitting Information table

Wheel characteristics (mandatory fields in bold characters)

ECE approval number

Wheel type

Size

Inset

Pcd

Fixing holes (1)

XY R-I 0001148

6014

6Jx14H2

38 mm

98 mm

4

Wheel variant

Control spigot
location

Wheel mark-
ing

centre ring
marking

Centre hole
Dia.

max. wheel load
in N

A

Yes

98-38

120-98

58,1 mm

5 500

Vehicles’ characteristics

Vehicle
manufacturers

Vehicle model
name

Vehicle type

Power In kW

Identification (VIN)

FIAT

ALFA
ROMEO
145/146

ALFA
ROMEO 930

66-95

WMI

1C9

VDS

Year(s)

Y817H3

4

(1) Use of vehicle manufacturer brake component profiles and wheel caliper is recommended. However in-service monitoring is necessary

because of possible change of brake parts and/or OE-wheel calliper during the vehicle production run.

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Additional characteristics

Ref. No

1/

Characteristic

Spherical fastening screws

2.

ADDITIONAL REQUIREMENTS

2.1. Wheel calliper check

The design of the inner contour of the wheel (wheel calliper see Figure 1) must provide sufficient space for the
brake, suspension and steering components.

In the case where the wheel calliper is outside of the vehicle manufacturer’s replacement wheel calliper, no verifica-
tion is necessary.

In the case where the calliper is inside the vehicle manufacturer’s replacement wheel calliper, a check shall be carried
out of wheel operating clearance with respect to brake, suspension and steering components and general under body
components, taking into account the effect of wheel balance weights.

As a rule, the following criteria have to be fulfilled:

minimum clearance for brake components (worst case, for example with new brake linings): 3 mm (1),

minimum clearance for suspension components (e. g. upper and lower suspension arms): 4 mm,

minimum clearance for steering components (e. g. track rod and steering joints): 4 mm, and

minimum clearance between balance weights and vehicle components: 2 mm.

The check may be carried out statically or dynamically. If the various clearances on the vehicle manufacturer’s replace-
ment wheel are less than those given above, then these can be accepted.

2.2. Ventilation holes check

An approved wheel shall not reduce the brake efficiency in comparison with a manufacturer’s replacement wheel. The
heat transfer from the brakes into steel wheels is regarded as being more severe than that with of light alloy wheels. In
the case where the vehicle manufacturer’s replacement wheel is designed for a defined air circulation from the brake
through the wheel ventilation holes (for example by ‘windmilling’ effect) and where the area of the ventilation holes,
in a pattern part replacement wheel, is smaller than the corresponding vehicle manufacturer’s replacement wheel, a
comparison test shall be carried out to evaluate the brake efficiency.

The test shall follow the requirements of Regulation No 13, appendix 4, paragraph 1.5. Type I — Fade test proce-
dure. The criterion is the brake temperature. The maximum temperature measured (discs, drum) using the vehicle
manufacturer’s replacement wheel must not be exceeded with the wheel to be approved.

Any hubcaps normally fitted are to be taken into account.

2.3. Wheel fixing

The use of vehicle manufacturer’s replacement wheel fixing components is recommended. Any special wheel fixing
components shall allow fitting of the pattern part replacement wheel without requiring any additional change. The
basic number of wheel fixings, for example 4 holes, 5 holes and so on, shall not be changed. Wheel fixings shall not
foul other components, for example, brake components. Regarding wheel bolts, nuts and studs, the length of thread
engagement shall be the same as achieved by the vehicle manufacturer’s replacement wheel and wheel fixings. The
profile of the bolts/nuts shall be compatible with the profile of the location hole in the approved wheel. The material
used for the wheel fixing components shall be at least equivalent to the vehicle manufacturer’s replacement wheel
fixing components.

(1) Use of vehicle manufacturer brake component profiles and wheel caliper is recommended. However in-service monitoring is necessary

because of possible change of brake parts and/or OE-wheel calliper during the vehicle production run.

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In the case where wheel accessories are provided, any necessary special tools for mounting and demounting shall
also be provided.

Where different wheel fixing components are supplied, they shall be detailed in the information required by para-
graph 1.2., and any necessary special fitting tools shall be provided.

2.4. External projections

The approved wheel when fitted to the vehicle, together with any necessary wheel accessories, shall not create any
danger. The requirements of Regulation ECE-R26 shall be respected.

2.5. Miscellaneous

The test report shall contain the details and results of the tests carried out. It shall confirm that the tested wheel
meets the requirements.

Figure 1 – Wheel inner contour including examples of inside and outside situations