Corrigendum to 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 ( OJ L 375, 27.12.2006 )
Date: 2007-03-09
Institutions: United Nations Economic Commission for Europe
Subjects: Ecosoc, approval, combustion gases, gas, motor vehicle, motor vehicle pollution, technical regulations

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CORRIGENDA

Corrigendum to 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

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

Regulation No 49 should read as follows:

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

Incorporating:

Revision 3

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

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.

(1) 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).

(2) Engines used by category N1, N2 and M2 power-driven vehicles are not approved according to this Regulation, pro-

vided that such vehicles are approved according to Regulation No 83.

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2.

DEFINITIONS AND ABBREVIATIONS

For the purposes of this Regulation:

2.1.

2.2.

‘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);

‘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;

2.3.

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

2.4.

2.5.

2.6.

2.7.

2.8.

2.9.

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

‘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;

‘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 mem-
bers of the family must comply with the applicable emission limit values;

‘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;

‘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;

‘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);

‘smoke’ means particles suspended in the exhaust stream of a diesel engine which absorb, reflect,
or refract light;

‘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 Regu-
lation No 24.

2.10.

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

2.11.

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

2.12.

2.13.

2.14.

2.15.

‘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 1 800 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 Regula-
tion;

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2.16.

2.17.

2.18.

2.19.

2.20.

2.21.

2.22.

‘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 rela-
tive speed values of the ETC test, as set out in annex 4, appendix 2 to this Regulation;

‘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;

2.23.

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

2.24.

2.25.

2.26.

2.27.

2.28.

2.29.

‘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 = Hgas × √ρair / ρgas

‘λ-shift factor (Sλ)’ means an expression that describes the required flexibility of the engine manage-
ment system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas compo-
sition different from pure methane (see annex 8 for the calculation of Sλ).

‘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 para-
graph 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 sys-
tem 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 con-
ditions 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.

2.30.

‘Irrational emission control strategy’ means any strategy or measure that, when the vehicle is oper-
ated under normal conditions of use, reduces the effectiveness of the emission control system to a
level below that expected on the applicable emission test procedures.

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Figure 1: Specific definitions of the test cycles

2.31.

Symbols and Abbreviations

2.31.1.

Symbols for Test Parameters

Symbol

Unit

Term

AP
AT
CEE
CEM
C1

conc

D0
DF

D

E

EZ
fa
fc
FFH

FS
GAIRW
GAIRD
GDILW
GEDFW
GEXHW
GFUEL

m2
m2

—

—

—

ppm/vol%
m3/s

—

—

—

g/kWh

—
s–1

—

—

kg/h

kg/h

kg/h

kg/h

kg/h

kg/h

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

Dilution air mass flow rate on wet basis

Equivalent diluted exhaust gas mass flow rate on wet basis

Exhaust gas mass flow rate on wet basis

Fuel mass flow rate

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Symbol

GTOTW

H

HREF

Ha

Hd

Unit

kg/h

MJ/m3

g/kg

g/kg

g/kg

Term

Diluted exhaust gas mass flow rate on wet basis

Calorific value

Reference value of absolute humidity (10,71 g/kg)

Absolute humidity of the intake air

Absolute humidity of the dilution air

HTCRAT

mol/mol

Hydrogen-to-Carbon ratio

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

NP,i

N

nP

nhi

nlo

—

—

m–1

—

—

—

—

—

—

%

m

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

g/h or g

Subscript denoting emissions mass flow (rate)

kg

mg

mg

mg

mg

kg

kg

kg

kg

%

—

—

min–1

s–1

min–1

min–1

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 par-
ticulate 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

Revolutions of PDP during a time interval

Engine speed

PDP speed

High engine speed

Low engine speed

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Symbol

nref

pa

pA

pB

pd

ps

p1

P(a)

P(b)

P(n)

P(m)

Ω

Qs

q

r

Ra

Rd

Rf

ρ

S

Si

Sλ

T

Ta

t

te

tf

tp

Δt

Δti

τ

V0

W

Wact

Wref

WF

WFE

X0

Yi

Unit

min–1

kPa

kPa

kPa

kPa

kPa

kPa

kW

kW

kW

kW

—

Term

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

m3/s

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

kg/m3

Density

kW

m–1

—

K

K

s

s

s

s

s

s

%

m3/rev

—

kWh

kWh

—

—

m3/rev

m–1

Dynamometer setting

Instantaneous smoke value

λ-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

1 s Bessel averaged smoke value

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2.31.2.

Symbols for the Chemical Components

CH4

C2H6

Methane

Ethane

C2H5OH Ethanol

C3H8

CO

DOP

CO2

HC

Propane

Carbon monoxide

Di-octylphtalate

Carbon dioxide

Hydrocarbons

NMHC

Non-methane hydrocarbons

NOx

NO

NO2

PT

Oxides of nitrogen

Nitric oxide

Nitrogen dioxide

Particulates

2.31.3.

Abbreviations

CFV

Critical flow venturi

CLD Chemiluminescent detector

ELR

ESC

European Load Response Test

European Steady State Cycle

ETC

European Transient Cycle

FID

GC

Flame Ionisation Detector

Gas Chromatograph

HCLD Heated Chemiluminescent Detector

HFID Heated Flame Ionisation Detector

LPG Liquefied Petroleum Gas

NDIR Non-Dispersive Infrared Analyser

NG

Natural Gas

NMC Non-Methane Cutter

3.

APPLICATION FOR APPROVAL

3.1.

Application for approval of an engine as a separate technical unit

3.1.1.

3.1.2.

3.1.3.

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.

It shall be accompanied by the necessary documents in triplicate. It will at least include the essen-
tial characteristics of the engine as referred to in annex 1 to this Regulation.

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.

3.2.

Application for approval of a vehicle type in respect of its engine

3.2.1.

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 represen-
tative.

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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 pol-
lutants 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.

APPROVAL

4.1.

Universal fuel approval

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

4.1.1.

4.1.2.

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 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 λ-shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in
factor between 0,89 and 1,08
paragraphs 2.25. and 2.26. Natural gases with a λ-shift
(0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor
between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of
the reference fuels reflects the extreme variations of Sλ.

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.

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4.1.2.1. On the manufacturer’s request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor
(Sλ) 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 evalu-
ation of the conformity of production.

4.1.3.

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 λ-shift factor (Sλ) 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:

or,

and,

r =

emission result on reference fuel 2

emission result on reference fuel 1

ra =

emission result on reference fuel 2

emission result on reference fuel 3

rb =

emission result on reference fuel 1

emission result on reference fuel 3

4.1.5.

In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel
composition that may occur across the market. In the case of LPG there are variations in 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 result on reference fuel B

emission result on reference fuel A

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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 adapta-
tion 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 appen-
dix 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 λ-shift factor (Sλ) 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.

4.2.1.2.

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

or,

and,

r =

emission result on reference fuel 2

emission result on reference fuel 1

ra =

emission result on reference fuel 2

emission result on reference fuel 3

rb =

emission result on reference fuel 1

emission result on reference fuel 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.

APPROVAL OF NG-FUELLED ENGINES

Para. 4.2.
Granting of a fuel
restricted approval

Number of test runs

Calculation of ‘r’

Refer to para. 4.1.2.
NG-engine adapt-
able to any fuel
composition

Para. 4.1.
Granting of a universal
fuel approval

GR (1) and G25 (2)
at manufacturer’s
request engine may be
tested on an additional
market fuel (3),
if Sλ = 0,89 – 1,19

Number of
test runs

2

(max. 3)

Calculation of ‘r’

r =

fuel 2 (G25)
fuel 1 (GR)

and, if tested with an additional fuel

ra =

fuel 2 (G25)
fuel 3 (market fuel)

and

rb =

fuel 1 (GR)
fuel 3 (G23 or market fuel)

Refer to para. 4.1.3.
NG-engine which is
self adaptive by a
switch

GR (1) and G23 (3) for
H
and
G25 (2) and G23 (3)
for L
at manufacturer’s
request engine may be
tested on a market fuel
(3) instead of G23,
if Sλ = 0,89 – 1,19

2 for the
H-range, and
2 for the
L-range
at respective
position of
switch

4

rb =

fuel 1 (GR)
fuel 3 (G23 or market fuel)

and

ra =

fuel 2 (G25)
fuel 3 (G23 or market fuel)

Refer to para. 4.2.1.
NG-engine laid out
for operation on
either H-range gas
or L-range gas

2 for the H-range
or
2 for the L-range

2

GR (1) and G23 (3) for
H
or
G25 (2) and G23 (3)
for L
at manufacturer’s
request engine may be
tested on a market fuel
(3) instead of G23,
if Sλ = 0,89 – 1,19

rb =

fuel 1 (GR)
fuel 3 (G23 or market fuel)

for the H-range

or

ra =

fuel 2 (G25)
fuel 3 (G23 or market fuel)

for the L-range

.

.

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n
o
n

i

L

7
0
/
1
3

Para. 4.1.
Granting of a universal
fuel approval

Number of
test runs

Calculation of ‘r’

Refer to para. 4.2.2.
NG-engine laid out
for operation on
one specific fuel
composition

Number of test runs

Calculation of ‘r’

2
or
2 for the H-range
or
2 for the L-range

2

Para. 4.2.
Granting of a fuel
restricted approval

GR (1) and G25 (2),
fine-tuning between the
tests allowed
at manufacturer’s
request engine may be
tested on
GR (1) and G23 (3) for
H
or
G25 (2) and G23 (3)
for L

APPROVAL OF LPG-FUELLED ENGINES

Para. 4.1.
Granting of a universal fuel approval

Number of test runs

Calculation of ‘r’

Para. 4.2.
Granting of a fuel restricted approval

Number of test runs

Calculation of ‘r’

fuel A and fuel B

2

r =

fuel B

fuel A

fuel A and fuel B,
fine-tuning between the tests
allowed

2

refer to
para. 4.1.5
LPG-engine adaptable to any
fuel composition

refer to
para. 4.2.2
LPG-engine laid out for operation on
one specific fuel composition

L

7
0
/
1
4

E
N

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

.

.

9
3
2
0
0
7

9.3.2007

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Official Journal of the European Union

L 70/15

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 para-
graph 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 (1);

4.6.2.

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.

(1) 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for 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 Yugo-
slav 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 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.

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4.6.3.

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
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
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’.

the relevant

the relevant

table(s)

table(s)

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.

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.

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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 con-
cerned. The site and content of these explanatory notes will be determined by agreement between the
manufacturer and the 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.

4.12.

4.13.

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 mark-
ing specified in paragraph 4.11. must also be placed close to the fuel filling aperture.

5.

SPECIFICATIONS AND TESTS

5.1.

General

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.

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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 pur-
poses as engine damage protection, air-handling device protection, smoke management, cold start
or warming-up, or

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 speci-
fied 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 tran-
sient 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. D o c u m e n t a t i o n r e q u i r e m e n t s

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

The documentation shall be made available in two parts:

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

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

The additional material shall also contain a justification for the use of any auxiliary control
device and include additional material and test data to demonstrate the effect on exhaust emis-
sions 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 valid-
ity of the type-approval.

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5.1.4.

To verify whether any strategy or measure should be considered a defeat device or an irrational
emission control strategy according to the definitions given in 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.

5.1.4.1.

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 16 183, dated 15 September 2001, shall be followed.

5.1.4.2.

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

5.2.

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 emis-
sions 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 test-
ing, 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 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.

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Table 1

Limit values — ESC and ELR tests

Row

A (2000)

B1 (2005)

B2 (2008)

C (EEV)

Mass of carbon
monoxide (CO)
g/kWh

Mass of hydrocar-
bons (HC) g/kWh

Mass of nitrogen
oxides (NOx)
g/kWh

Mass of particu-
lates (PT) g/kWh

Smoke
m–1

2,1

1,5

1,5

1,5

0,66

0,46

0,46

0,25

5,0

3,5

2,0

2,0

0,10
0,13 (a)

0,02

0,02

0,02

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 3 000 min–1.

Table 2

Limit values — ETC tests (b)

Row

Mass of carbon
monoxide (CO)
g/kWh

Mass of non-
methane hydro-
carbons (NMHC)
g/kWh

Mass of meth-
ane (CH4) (c)
g/kWh

Mass of nitrogen
oxides (NOx)
g/kWh

Mass of particulates
(PT) (d) 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

0,16
0,21 (a)

0,03

0,03

0,02

(a) For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3 000 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 neces-
sary, 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 con-
trol 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.

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6.

INSTALLATION ON THE VEHICLE

6.1.

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

6.1.1.

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

6.1.2.

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

6.1.3.

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

7.1.

Parameters defining the engine family

The engine family, as determined by the engine manufacturer, may be defined by basic character-
istics, which must be common to engines within the family. In some cases there may be interac-
tion 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

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7.1.6.

Combustion chamber type/design:

— pre-chamber

— swirl chamber

— open chamber

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

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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 high-
est fuel delivery per stroke at rated speed. 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.

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 displace-
ment. 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 author-
ity 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, appen-
dix 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.

8.2.

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 any adjust-
ment to the engines selected.

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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 author-
ity 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 author-
ity 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 conform-
ing where a pass decision is reached for all the pollutants and non conforming where a fail deci-
sion 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 pol-
lutant, 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 para-

graph 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,

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— 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. How-
ever, 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 ≤ Sλ ≤ 1,00);

(ii)

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

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

(0,89 ≤ Sλ ≤ 1,19).

However, at the manufacturer’s request, the reference fuels described in annex 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 commer-
cial 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 calcula-
tion 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.

L 70/26

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9.3.2007

Figure 2: Conformity of production testing scheme

9.

PENALTIES FOR NON-CONFORMITY OF PRODUCTION

9.1.

9.2.

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 Regu-
lation by means of a communication form conforming to the model in annexes 2A or 2B to this
Regulation.

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L 70/27

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 pro-
cedure 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 Agree-
ment 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 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 Regu-
lation 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 emis-
sion limits detailed in paragraph 5.2.1. of this Regulation.

12.2.

New type approvals

12.2.1.

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.

12.2.2.

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.

L 70/28

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Official Journal of the European Union

9.3.2007

12.2.3.

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 technical
service the results of a NOx screening test using the ETC on the engine conforming to the charac-
teristics of the parent engine described in annex 1, and taking into account the provisions of para-
graphs 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, pro-
vided 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.

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Official Journal of the European Union

L 70/29

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

L 70/30

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Official Journal of the European Union

9.3.2007

Appendix 1

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS SATISFACTORY

1. 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.

2. 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).

3. 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 =

s

=

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

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:

n

1
S ∑

i = 1

(L – xi)

5. Then:

— 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;

— 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 pro-

cedure is applied to the sample increased by one more unit.

Table 3

Pass and Fail decision numbers of appendix 1 Sampling Plan

Minimum sample size: 3

Cumulative number of engines tested
(sample size)

Pass decision number An

Fail decision number Bn

3

4

5

6

7

8

9

10

3,327

3,261

3,195

3,129

3,063

2,997

2,931

2,865

– 4,724

– 4,790

– 4,856

– 4,922

– 4,988

– 5,054

– 5,120

– 5,185

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L 70/31

Cumulative number of engines tested
(sample size)

Pass decision number An

Fail decision number Bn

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

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

– 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

L 70/32

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Official Journal of the European Union

9.3.2007

Appendix 2

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

1. 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.

2. 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).

3. 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.

4.

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

dn =

n

1
n∑

i = 1

di

2 =

Vn

n

1
n∑

i = 1

2

(di – dn)

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

result is the ratio dn/Vn and must be used to determine whether the series has passed or failed as follows:

For m0 ≤ n ≤ m:

— pass the series if

dn/Vn ≤ An

— fail the series if dn/Vn ≥ Bn

— take another measurement if An ≤ dn/Vn ≥ Bn

6. Remarks:

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

dn =(1–

1

n)dn – 1 +

1

n

dn

2

2

1

Vn

(dn – dn)
n – 1

n)Vn – 1
2 =(1 –
(n = 2, 3, …; d1 = d1; V1 = 0)

+

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Table 4

Pass and Fail decision numbers of appendix 2 Sampling Plan

Minimum sample size: 3

Cumulative number of engines tested
(sample size)

Pass decision number An

Fail decision number Bn

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

– 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

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 70/34

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Official Journal of the European Union

9.3.2007

Appendix 3

PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT MANUFACTURER’S REQUEST

1. This appendix describes the procedure to be used to verify, at the manufacturer’s request, production conformity for

the emissions of pollutants.

2. 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).

3. 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 =

n =

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

the current sample number.

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

5. Then:

— 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;

— 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 pro-

cedure 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.

Table 5

Pass and Fail decision numbers of appendix 3 Sampling Plan

Minimum sample size: 3

Cumulative number of engines tested
(sample size)

Pass decision number

Fail decision number

3

4

5

6

7

8

9

10

11

12

13

—

0

0

1

1

2

2

3

3

4

4

3

4

4

5

5

6

6

7

7

8

8

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Cumulative number of engines tested
(sample size)

Pass decision number

Fail decision number

14

15

16

17

18

19

5

5

6

6

7

8

9

9

10

10

11

9

L 70/36

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Official Journal of the European Union

9.3.2007

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

ANNEX 1

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.

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

1.15.1.

Liquid

1.15.1.1.

Nature of liquid:

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

1.15.1.2.

Circulating pump(s): yes/no (2)

1.15.1.3.

Characteristics or make(s) and type(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.15.1.4.

Drive ratio(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.15.2.

Air

1.15.2.1.

Blower: yes/no (2)

1.15.2.2.

Characteristics or make(s) and type(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.15.2.3.

Drive ratio(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.16.

Temperature permitted by the manufacturer

1.16.1.

Liquid cooling: Maximum temperature at outlet: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

1.16.2.

Air cooling:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference point:

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

Maximum temperature at reference point:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

1.16.3.

Maximum temperature of the air at the outlet of the intake intercooler (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . K

1.16.4.

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

9.3.2007

EN

Official Journal of the European Union

L 70/37

1.16.5.

Fuel temperature: min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K, max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage.

1.16.6.

Fuel pressure: min.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa, max.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa

at pressure regulator final stage, NG fuelled gas engines only.

1.16.7.

Lubricant temperature: min.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K, max.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

1.17.

Pressure charger: yes/no (2)

1.17.1.

Make: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.17.2.

Type:

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

1.17.3.

Description of the system

(e.g. max. charge pressure, wastegate, if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.17.4.

Intercooler: yes/no (2)

1.18.

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

1.19.

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

2.

MEASURES TAKEN AGAINST AIR POLLUTION

2.1.

Device for recycling crankcase gases (description and drawings): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

2.2.

Additional anti-pollution devices (if any, and if not covered by another heading)

2.2.1.

Catalytic converter: yes/no (2)

2.2.1.1.

Make(s):

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

2.2.1.2.

Type(s):

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

2.2.1.3.

Number of catalytic converters and elements: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1.4.

Dimensions, shape and volume of the catalytic converter(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1.5.

Type of catalytic action:

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

2.2.1.6.

Total charge of precious metals: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1.7.

Relative concentration:

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

2.2.1.8.

Substrate (structure and material):

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

2.2.1.9.

Cell density:

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

2.2.1.10.

Type of casing for the catalytic converter(s):

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

2.2.1.11.

Location of the catalytic converter(s) (place and reference distance in the exhaust line): . . . . . . . . . . . . . . . . . . . . . . . . .

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

L 70/38

EN

Official Journal of the European Union

9.3.2007

2.2.2.

Oxygen sensor: yes/no (2)

2.2.2.1.

Make(s):

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

2.2.2.2.

Type:

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

2.2.2.3.

Location: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.3.

Air injection: yes/no (2)

2.2.3.1.

Type (pulse air, air pump, etc.):

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

2.2.4.

EGR: yes/no (2)

2.2.4.1.

Characteristics (flow rate, etc.):

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

2.2.5.

Particulate trap: yes/no (2)

2.2.5.1.

Dimensions, shape and capacity of the particulate trap:

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

2.2.5.2.

Type and design of the particulate trap: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.5.3.

Location (reference distance in the exhaust line):

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

2.2.5.4.

Method or system of regeneration, description and/or drawing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.6.

Other systems: yes/no (2)

2.2.6.1.

Description and operation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.

FUEL FEED

3.1.

Diesel engines

3.1.1.

Feed pump

Pressure (3): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa or characteristic diagram (2): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2.

Injection system

3.1.2.1.

Pump

3.1.2.1.1. Make(s):

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

3.1.2.1.2.

Type(s):

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

3.1.2.1.3.

Delivery:
diagram (2) (3):

. . . . . . . . . . . mm3 (3) per stroke at engine speed of

. . . . . . . . . . . min–1 at full injection, or characteristic
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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.

3.1.2.1.4.

Injection advance

3.1.2.1.4.1.

Injection advance curve (3):

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

3.1.2.1.4.2. Static injection timing (3):

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

3.1.2.2.

Injection piping

3.1.2.2.1.

Length:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

3.1.2.2.2.

Internal diameter: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

3.1.2.3.

Injector(s)

3.1.2.3.1. Make(s):

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

3.1.2.3.2.

Type(s):

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

9.3.2007

EN

Official Journal of the European Union

L 70/39

3.1.2.3.3.

‘Opening pressure’:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa (3)

or characteristic diagram (2) (3): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2.4.

Governor

3.1.2.4.1. Make(s):

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

3.1.2.4.2.

Type(s):

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

3.1.2.4.3.

Speed at which cut-off starts under full load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

3.1.2.4.4. Maximum no-load speed:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

3.1.2.4.5.

Idling speed: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

3.1.3.

Cold start system

3.1.3.1.

Make(s):

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

3.1.3.2.

Type(s):

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

3.1.3.3.

Description:

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

3.1.3.4.

Auxiliary starting aid:

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

3.1.3.4.1. Make: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.3.4.2.

Type:

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

3.2.

3.2.1.

3.2.2.

Gas fuelled engines (4)

Fuel: Natural gas/LPG (2)

Pressure regulator(s) or vaporiser/pressure regulator(s) (3)

3.2.2.1.

Make(s):

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

3.2.2.2.

Type(s):

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

3.2.2.3.

Number of pressure reduction stages:

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

3.2.2.4.

Pressure in final stage: min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa, max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa

3.2.2.5.

Number of main adjustment points: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2.6.

Number of idle adjustment points: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2.7.

Approval number according to Reg. No:

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

3.2.3.

Fuelling system: mixing unit/gas injection/liquid injection/direct injection (2)

3.2.3.1.

Mixture strength regulation:

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

3.2.3.2.

System description and/or diagram and drawings: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.3.3.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4.

Mixing unit

3.2.4.1.

Number:

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

3.2.4.2.

Make(s):

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

3.2.4.3.

Type(s):

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

3.2.4.4.

Location: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4.5.

Adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4.6.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.

Inlet manifold injection

3.2.5.1.

Injection: single point/multi-point (2)

3.2.5.2.

Injection: continuous/simultaneously timed/sequentially timed (2)

L 70/40

EN

Official Journal of the European Union

9.3.2007

3.2.5.3.

Injection equipment

3.2.5.3.1. Make(s):

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

3.2.5.3.2.

Type(s):

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

3.2.5.3.3.

Adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.3.4.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.4.

Supply pump (if applicable):

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

3.2.5.4.1. Make(s):

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

3.2.5.4.2.

Type(s):

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

3.2.5.4.3.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.5.

Injector(s):

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

3.2.5.5.1. Make(s):

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

3.2.5.5.2.

Type(s):

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

3.2.5.5.3.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.6.

Direct injection

3.2.6.1.

Injection pump/pressure regulator (2)

3.2.6.1.1. Make(s):

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

3.2.6.1.2.

Type(s):

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

3.2.6.1.3.

Injection timing:

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

3.2.6.1.4.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.6.2.

Injector(s)

3.2.6.2.1. Make(s):

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

3.2.6.2.2.

Type(s):

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

3.2.6.2.3.

Opening pressure or characteristic diagram (3):

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

3.2.6.2.4.

Approval number according to Regulation No . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.7.

Electronic control unit (ECU)

3.2.7.1.

Make(s):

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

3.2.7.2.

Type(s):

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

3.2.7.3.

Adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.8.

NG fuel-specific equipment

3.2.8.1.

Variant 1 (only in the case of approvals of engines for several specific fuel compositions)

3.2.8.1.1.

Fuel composition:

methane (CH4):

ethane (C2H6):

propane (C3H8):

butane (C4H10):

C5/C5+:

oxygen (O2):

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

inert (N2, He etc):

basis: . . . . . . . . . . . . . %mole min . . . . . . . . . . . . . . %mole max . . . . . . . . . . . . . . . . %mole

9.3.2007

EN

Official Journal of the European Union

L 70/41

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.

Others (if applicable)

3.2.8.2.

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

4.

4.1.

VALVE TIMING

Maximum lift of valves and angles of opening and closing in relation to dead centres or equivalent
data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.

Reference and/or setting ranges (2):

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

5.

5.1.

IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY)

Ignition system type:

common coil and plugs/individual coil and plugs/coil on plug/other (specify) (2)

5.2.

Ignition control unit

5.2.1.

Make(s):

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

5.2.2.

Type(s):

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

5.3.

5.4.

5.5.

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

5.5.1.

Make(s):

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

5.5.2.

Type(s):

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

5.5.3.

Gap setting: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

5.6.

Ignition coil(s)

5.6.1.

Make(s):

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

5.6.2.

Type(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).

L 70/42

EN

Official Journal of the European Union

9.3.2007

7.

ADDITIONAL INFORMATION ON TEST CONDITIONS

7.1.

Lubricant used

7.1.1.

Make: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1.2.

Type:

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

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

7.2.

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

Idle

Low Speed

High
Speed

Speed A (5) Speed B (5) Speed C (5)

Ref.
Speed (6)

Equipment

P(a)

Auxiliaries needed for operat-
ing the engine
(to be subtracted from mea-
sured 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 (7)

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

9.3.2007

EN

Official Journal of the European Union

L 70/43

8.2.

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

Engine speed

Idle

Speed A (5)

Speed B (5)

Speed C (5)

Ref. Speed (6)

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 oper-
ate 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.

Engine speed

Speed A

Speed B

Speed C

Per cent load

10

25

50

75

100

Idle

—

—

—

—

L 70/44

EN

Official Journal of the European Union

9.3.2007

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.

(1)

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

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

(2) Strike out what does not apply.
(3) Specify the tolerance.
(4)
(5) ESC test.
(6) ETC test only.
(7) Specify the tolerance; to be within ± 3 per cent of the values declared by the manufacturer.

9.3.2007

EN

Official Journal of the European Union

L 70/45

ANNEX 1

Appendix 1

CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS

1.

Intake system depression at rated engine speed and

at 100 per cent load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa

2. Exhaust system back pressure at rated engine speed and

at 100 per cent load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa

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

4. Power absorbed by the auxiliaries needed for operating the engine as specified in and under the operation conditions

of Regulation No 24

Power absorbed (kW) at various engine speeds

Idle

Low
Speed

High
Speed

Speed A (1)

Speed B (1)

Speed C (1)

Ref.
Speed (2)

Equipment

P(a)

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

(1) ESC test.
(2) ETC test only.

L 70/46

EN

Official Journal of the European Union

9.3.2007

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.

Valve and porting — configuration, size and number:

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

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

1.8.

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:

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)

Parent Engine

100

9.3.2007

EN

Official Journal of the European Union

L 70/47

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’.

Parent Engine

100

L 70/48

EN

Official Journal of the European Union

9.3.2007

ANNEX 1

Appendix 3

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

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.

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

1.15.1.

Liquid

1.15.1.1.

Nature of liquid:

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

1.15.1.2.

Circulating pump(s): yes/no (2)

1.15.1.3.

Characteristics or make(s) and type(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

1.15.1.4.

Drive ratio(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.15.2.

Air

1.15.2.1.

Blower: yes/no (2)

1.15.2.2.

Characteristics or make(s) and type(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

1.15.2.3.

Drive ratio(s) (if applicable): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.16.

Temperature permitted by the manufacturer

1.16.1.

Liquid cooling: Maximum temperature at outlet: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

9.3.2007

EN

Official Journal of the European Union

L 70/49

1.16.2.

Air cooling: Reference point:

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

Maximum temperature at reference point:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

1.16.3.

Maximum temperature of the air at the outlet of the intake intercooler (if applicable):

. . . . . . . . . . . . . . . . . . . . . . . K

1.16.4.

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

1.16.5.

Fuel temperature: min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K, max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage

1.16.6.

Fuel pressure: min.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa, max.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa

at pressure regulator final stage, NG fuelled gas engines only

1.16.7.

Lubricant temperature: min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K, max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

1.17.

Pressure charger: yes/no (2)

1.17.1.

Make: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.17.2.

Type:

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

1.17.3.

Description of the system (e.g. max. charge pressure, wastegate, if applicable):

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

1.17.4.

Intercooler: yes/no (2)

1.18.

Intake system

Maximum allowable intake depression at rated engine speed and at 100 per cent load as specified in and
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa
under the operating conditions of Regulation No 24:

1.19.

Exhaust system

Maximum allowable exhaust back pressure at rated engine speed and at 100 per cent load as specified in and
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa
under the operating conditions of Regulation No 24:

Exhaust system volume:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cm3

2.

2.1.

2.2.

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)

2.2.1.

Catalytic converter: yes/no (2)

2.2.1.1.

Number of catalytic converters and elements: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1.2.

Dimensions, shape and volume of the catalytic converter(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

2.2.1.3.

Type of catalytic action:

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

2.2.1.4.

Total charge of precious metals: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1.5.

Relative concentration:

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

2.2.1.6.

Substrate (structure and material):

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

2.2.1.7.

Cell density:

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

2.2.1.8.

Type of casing for the catalytic converter(s):

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

2.2.1.9.

Location of the catalytic converter(s) (place and reference distance in the exhaust line): . . . . . . . . . . . . . . . . . . . . . . . . .

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

2.2.2.

Oxygen sensor: yes/no (2)

2.2.2.1.

Type:

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

L 70/50

EN

Official Journal of the European Union

9.3.2007

2.2.3.

Air injection: yes/no (2)

2.2.3.1.

Type (pulse air, air pump, etc.):

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

2.2.4.

EGR: yes/no (2)

2.2.4.1.

Characteristics (flow rate etc.): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.5.

Particulate trap: yes/no (2)

2.2.5.1.

Dimensions, shape and capacity of the particulate trap:

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

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

2.2.5.2.

Type and design of the particulate trap: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.5.3.

Location (reference distance in the exhaust line):

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

2.2.5.4.

Method or system of regeneration, description and/or drawing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

2.2.6.

Other systems: yes/no (2)

2.2.6.1.

Description and operation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.

3.1.

FUEL FEED

Diesel engines

3.1.1.

Feed pump

Pressure (3): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa or characteristic diagram (2): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3.1.2.

Injection system

3.1.2.1.

Pump

3.1.2.1.1. Make(s):

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

3.1.2.1.2.

Type(s):

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

3.1.2.1.3.

Delivery:
diagram (2) (3):

. . . . . . . . . . . mm3 (3) per stroke at engine speed of

. . . . . . . . . . . min–1 at full injection, or characteristic
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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.

3.1.2.1.4.

Injection advance

3.1.2.1.4.1.

Injection advance curve (3):

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

3.1.2.1.4.2. Static injection timing (3):

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

3.1.2.2.

Injection piping

3.1.2.2.1.

Length:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

3.1.2.2.2.

Internal diameter: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm

3.1.2.3.

Injector(s)

3.1.2.3.1. Make(s):

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

3.1.2.3.2.

Type(s):

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

3.1.2.3.3.

‘Opening pressure’:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa (3)

or characteristic diagram (2) (3): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.3.2007

EN

Official Journal of the European Union

L 70/51

3.1.2.4.

Governor

3.1.2.4.1. Make(s):

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

3.1.2.4.2.

Type(s):

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

3.1.2.4.3.

Speed at which cut-off starts under full load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

3.1.2.4.4. Maximum no-load speed:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

3.1.2.4.5.

Idling speed: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

3.1.3.

Cold start system

3.1.3.1.

Make(s):

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

3.1.3.2.

Type(s):

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

3.1.3.3.

Description:

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

3.1.3.4.

Auxiliary starting aid:

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

3.1.3.4.1. Make: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.3.4.2.

Type:

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

3.2.

Gas fuelled engines

3.2.1.

Fuel: Natural gas/LPG (2)

3.2.2.

Pressure regulator(s) or vaporiser/pressure regulator(s) (2)

3.2.2.1.

Make(s):

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

3.2.2.2.

Type(s):

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

3.2.2.3.

Number of pressure reduction stages:

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

3.2.2.4.

Pressure in final stage: min.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa, max.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa

3.2.2.5.

Number of main adjustment points: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2.6.

Number of idle adjustment points: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2.7.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.3.

Fuelling system: mixing unit/gas injection/liquid injection/direct injection (2)

3.2.3.1.

Mixture strength regulation:

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

3.2.3.2.

System description and/or diagram and drawings: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3.2.3.3.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4.

Mixing unit

3.2.4.1.

Number:

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

3.2.4.2.

Make(s):

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

3.2.4.3.

Type(s):

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

3.2.4.4.

Location: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4.5.

Adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4.6.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.

Inlet manifold injection

3.2.5.1.

Injection: single point/multi-point (2)

3.2.5.2.

Injection: continuous/simultaneously timed/sequentially timed (2)

L 70/52

EN

Official Journal of the European Union

9.3.2007

3.2.5.3.

Injection equipment

3.2.5.3.1. Make(s):

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

3.2.5.3.2.

Type(s):

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

3.2.5.3.3.

Adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.3.4.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.4.

Supply pump (if applicable):

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

3.2.5.4.1. Make(s):

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

3.2.5.4.2.

Type(s):

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

3.2.5.4.3.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5.5.

Injector(s):

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

3.2.5.5.1. Make(s):

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

3.2.5.5.2.

Type(s):

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

3.2.5.5.3.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.6.

Direct injection

3.2.6.1.

Injection pump/pressure regulator (2)

3.2.6.1.1. Make(s):

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

3.2.6.1.2.

Type(s):

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

3.2.6.1.3.

Injection timing:

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

3.2.6.1.4.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.6.2.

Injector(s)

3.2.6.2.1. Make(s):

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

3.2.6.2.2.

Type(s):

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

3.2.6.2.3.

Opening pressure or characteristic diagram (3):

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

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

3.2.6.2.4.

Approval number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.7.

Electronic control unit (ECU)

3.2.7.1.

Make(s):

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

3.2.7.2.

Type(s):

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

3.2.7.3.

Adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.8.

NG fuel-specific equipment

3.2.8.1.

Variant 1 (only in the case of approvals of engines for several specific fuel compositions)

3.2.8.1.1.

Fuel composition:

methane (CH4):

ethane (C2H6):

propane (C3H8):

butane (C4H10):

C5/C5+:

oxygen (O2):

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

inert (N2, He etc):

basis: . . . . . . . . . . . . . %mole min. . . . . . . . . . . . . . . %mole max.

. . . . . . . . . . . . . . . %mole

9.3.2007

EN

Official Journal of the European Union

L 70/53

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.

Others (if applicable)

3.2.8.2.

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

4.

4.1.

VALVE TIMING

Maximum lift of valves and angles of opening and closing in relation to dead centres of equivalent data: . . . .

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

4.2.

Reference and/or setting ranges (2):

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

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

5.

5.1.

5.2.

5.2.1.

5.2.2.

5.3.

5.4.

5.5.

5.5.1.

5.5.2.

5.5.3.

5.6.

5.6.1.

5.6.2.

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

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):

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

(1) To be submitted for each engine of the family.
(2) Strike out what does not apply.
(3) Specify the tolerance.

L 70/54

EN

Official Journal of the European Union

9.3.2007

ANNEX 2A

9.3.2007

EN

Official Journal of the European Union

L 70/55

L 70/56

EN

Official Journal of the European Union

9.3.2007

ANNEX 2B

9.3.2007

EN

Official Journal of the European Union

L 70/57

L 70/58

EN

Official Journal of the European Union

9.3.2007

ANNEX 3

ARRANGEMENTS OF APPROVAL MARKS

(See paragraph 4.6. of this Regulation)

I.

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.

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.

Model B

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.

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 paragraph 4.6.3.1. of this Regulation.

Model D

9.3.2007

EN

Official Journal of the European Union

L 70/59

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.

III. 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.

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.

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.

IV. 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.

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.

L 70/60

EN

Official Journal of the European Union

9.3.2007

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.

V.

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

Model I

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.

9.3.2007

EN

Official Journal of the European Union

L 70/61

ANNEX 4

TEST PROCEDURE

1.

INTRODUCTION

1.1.

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 engi-
neering 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 emis-
sions 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 mea-
sured 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 mea-
sured at three test points within the control area selected 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 aver-
aging algorithm, as described in appendix 1 to this annex.

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

L 70/62

EN

Official Journal of the European Union

9.3.2007

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 exam-
ined 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.

TEST CONDITIONS

2.1.

Engine test conditions

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

(a)

for diesel engines:

Naturally aspirated and mechanically supercharged engines:

F =(99

298)0,7
Ps) ×( Ta

Turbocharged engines with or without cooling of the intake air:

Ps)0,7
F =(99

298)1,5
×( Ta

Ps)1,2
F =(99

298)0,6
×( Ta

(b)

for gas engines:

2.1.2. Test validity

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

0,96 ≤ F ≤ 1,06

2.2.

Engines with charge air cooling

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.

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2.4.

Engine exhaust system

An exhaust system must be used presenting an exhaust back pressure within ± 1 000 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 con-
taining 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 specifica-
tions 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 pre-
scribed 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 this cannot be achieved with one single test cycle (e.g. for particu-
late 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.

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ANNEX 4

Appendix 1

ESC AND ELR TEST CYCLES

1.

ENGINE AND DYNAMOMETER SETTINGS

1.1. 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 = nlo + 25 % (nhi – nlo)

Speed B

= nlo + 50 % (nhi – nlo)

Speed C

= nlo + 75 % (nhi – nlo)

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

(a) 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.

(b) 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 1 000 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 map-
ping 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 manu-
facturer, 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.

1.2. Determination of dynamometer settings

The torque curve at full load must be determined by experimentation to calculate the torque values for the speci-
fied 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:

S = P(n) ×

L

100

S = P(n) ×

L

100

+ (P(a) – P(b))

if tested under net conditions

if not tested under net conditions

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where:

s

=

dynamometer setting, kW

P(n) =

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

L

=

per cent load as indicated in paragraph 2.7.1.,

P(a) =

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

P(b) =

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.

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 back-
ground 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.

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2.7.

Test cycle

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

Mode Number

Engine Speed

Percent Load

Weighting Factor

Mode Length

1

2

3

4

5

6

7

8

9

10

11

12

13

idle

A

B

B

A

A

A

B

B

C

C

C

C

—

100

50

75

50

75

25

100

25

100

25

75

50

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 cal-
culation 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 acqui-
sition 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 pro-
cedure. The modal weighting factors specified in the test cycle procedure must be taken into account by taking a
sample proportional to the exhaust 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 effec-
tive 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 sam-
pling, 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).

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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 mea-
surements 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.

3.

ELR TEST RUN

3.1.

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. Addi-
tionally, 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 instru-
ment manufacturer’s recommendations. If the opacimeter is equipped with a purge air system to prevent sooting
of
this system must also be activated and adjusted according to the manufacturer’s
recommendations.

the meter optics,

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 manu-
facturer, 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.

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

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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 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

(a) 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.

(b) 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.

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

(d) 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.

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

(f) 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.

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

(h) 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.

(i)

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

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

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3.4.

Cycle validation

The relative standard deviations of the mean smoke values at each test speed (SVA, SVB, SVC, as calculated in accor-
dance 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.

CALCULATION OF THE GASEOUS EMISSIONS

4.1. Data evaluation

For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of each mode must be aver-
aged, 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.

For the raw exhaust gas:

and

For the diluted exhaust gas:

or

conc (wet) = KW × conc (dry)

KW,r =(1 – FFH ×

GFUEL

GAIRD) – KW2

FFH =

1,969

(1 +

GFUEL

GAIRW)

KW,e,1 =(1 –

HTCRAT × CO2% (wet)
200

) – KW1

KW,e,2 =(

1+

(1 – KW1)
HTCRAT × CO2% (dry)
200

)

For the dilution air:

KW,d = 1 – KW1

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

KW,a = 1 – KW2

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KW1 =

1,608 × Hd
1 000 + (1,608 × Hd)

Hd =

6,220 × Rd × pd
–2
pB – pd × Rd × 10

KW2 =

1,608 × Ha
1 000 + (1,608 × Ha)

Ha =

6,220 × Ra × pa
–2
pB – pa × Ra × 10

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:

KH,D =

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

with:

A = 0,309 GFUEL/GAIRD – 0,0266

B

Ta

= – 0,209 GFUEL/GAIRD + 0,00954

= temperature of the air, K

Ha = humidity of the intake air, g water per kg dry air in which:

Ha =

6,220 × Ra × pa
–2
pB – pa × Ra × 10

Ra = relative humidity of the intake air, %

pa

= saturation vapour pressure of the intake air, kPa

pB = 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) NOx mass

(2) COmass

(3) HCmass

=

=

=

0,001587 × NOx conc × KH,D × GEXHW

0,000966 × COconc × GEXHW

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) NOx mass

(2) COmass

(3) HCmass

=

=

=

0,001587 × NOx conc × KH,D × GTOTW

0,000966 × COconc × GTOTW

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.

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4.5.

Calculation of the specific emissions

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

NOx =

∑ NOx,mass × WFi
∑ P(n)i × WFi

CO =

∑ COmass × WFi
∑ P(n)i × WFi

HC =

∑ HCmass × WFi
∑ P(n)i × WFi

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 cal-
culated according to paragraph 4.6.1. and also determined by interpolation from the modes of the test cycle clos-
est to the respective control point acording 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 defini-
tions 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)

and:

where:

ER, ES, ET, EU

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)

= specific NOx emission of the enveloping modes calculated in accordance with para-

graph 4.6.1.

MR, MS, MT, MU

= engine torque of the enveloping modes

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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

5.

CALCULATION OF THE PARTICULATE EMISSION

5.1. Data evaluation

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

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.

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5.2.1.

Isokinetic systems

GEDFW,i = GEXHW,i × qI

qi =

GDILW,i + (GEXHW,i × r)
(GEXHW,i × r)

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

5.2.2. Systems with measurement of CO2 or NOx concentration

r =

Ap
Ar

GEDFW,i = GEXHW,i × qi

qi =

concE,i – concA,i
concD,1 – concA,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

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)
206,5 – GFUEL,i
CO2D,i – CO2A,i

GEDFW,i =

where:

CO2D

CO2A

=

=

CO2 concentration of the diluted exhaust

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:

GEDFW,i = GEXHW,i × qi

qi =

206,5 × GFUEL,i
GEXW,i × (CO2D,i – CO2A,i)

GEDFW,i = GEXHW,i × qi

qi =

GTOTW,i
(GTOTW,i – GDILW,i)

and,

5.2.4. Systems with flow measurement

5.3.

Full flow dilution system

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

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

GEDFW,i = GTOTW,i

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5.4.

Calculation of the particulate mass flow rate

The particulate mass flow rate must be calculated as follows:

PTmass =

Mf
MSAM

×

GEDFW
1 000

i = n

GEDFW = ∑

GEDFW,i × WFi

i = 1

i = n

MSAM = ∑

MSAM,i

i = 1

where:

i = 1,…n

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:

PTmass =[ Mf

MSAM

–( Md

MDIL

×(∑
i = n(1 –

i = n

1

DFi) × WF1))] ×

GEDFW
1 000

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)) for the individual modes

or,

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 =

PTmass
∑ P(n)i × WFi

5.6.

Effective weighting factor

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

WFE,i =

MSAM,i × GEDFW
MSAM × GEDFW,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.

CALCULATION OF THE SMOKE VALUES

6.1.

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.

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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:

tf = √1 – (tp

2)
2 + te

where:

tp

te

= 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 ≤ 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:

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

fc = π / (10 × tf)

E =

1

1 + Ω × √3 × D + D × Ω

2

K = 2 × E × (D × Ω2 – 1) – 1

where:

D = 0,618034

Δt = 1 / sampling rate

Ω = 1 / [tan(π × Δt × 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 = Yi–1 + E × (Si + 2 × Si–1 + Si–2 – 4 × Yi–2) + K × (Yi–1 – Yi–2)

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:

|(t90 – t10) – tf | ≤ 0,01 × tf

6.2. Data evaluation

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

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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 (τ) to the light absorption coefficient (k) as follows:

k = –

1

LA

× ln(1 –

N

100)

N = 100 – τ

and:

where:

k

= light absorption coefficient, m–1

LA = effective optical path length, as submitted by instrument manufacturer, m

N = opacity, %

τ

= 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 indi-
vidual 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:

For test speed B:

For test speed C:

SVA

SVB

SVC

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

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

= (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

The final value must be calculated as follows:

SV = (0,43 × SVA) + (0,56 × SVB) + (0,01 × SVC)

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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

Maximum mapping speed

=

=

idle 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 representa-
tiveness must be approved by the Technical Service along with the justification for their use. In no case, how-
ever, 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.

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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)
100

+ idle speed

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

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

% torque

=

=

43

82

Given the following values:

reference speed

idle speed

results in,

actual speed

actual torque

=

=

=

=

2 200 min–1

600 min–1

43 × (2 200 – 600)
100

+ 600 = 1 288 min

–1

82 × 700

100

= 574 Nm

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where the maximum torque observed from the mapping curve at 1 288 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 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 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.

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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 con-
centrations 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 concen-
trations 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 particu-
late sample probe or transfer tube is maintained at a value within ± 5 per cent of the set flow rate. If flow com-
pensation (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).

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 collect-
ing bags and the particulate sample pump must be stopped. For an integrating analyser system, sampling must
continue until system response times have elapsed.

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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

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 emis-
sions (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:

y = mx + b

where:

y

= feedback (actual) value of speed (min–1), torque (Nm), or power (kW)

m = slope of the regression line

x

b

= reference value of speed (min–1), torque (Nm), or power (kW)

= 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 asso-
ciated 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.

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Table 6

Regression line tolerances

Speed

Torque

Power

Standard error of estimate (SE)
of Y on X

max 100 min–1

max 13 % (15 %) of
power map maximum
engine torque

max 8 % (15 %) of
power map maximum
engine power

Slope of the regression line, m

0,95 to 1,03

0,83 – 1,03

0,89 – 1,03

Coefficient of determination, r2

min 0,9700

min 0,8800

(0,83 – 1,03)

min 0,9100

Y intercept of the regression
line, b

(min 0,9500)

± 50 min–1

(min 0,7500)

(min 0,7500)

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

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

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

Condition

Points to be deleted

Full load and torque feedback ≠ torque reference

Torque and/or power

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

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

V0

NP

pB

p1

T

= mass of the diluted exhaust gas on wet basis over the cycle, kg

= volume of gas pumped per revolution under test conditions, m3/rev

= total revolutions of pump per test

= 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

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For the CFV-CVS system

MTOTW = 1,293 × t × Kv × pA / T0,5

where:

MTOTW

t

KV

pA

T

= mass of the diluted exhaust gas on wet basis over the cycle, kg

= cycle time, s

= calibration coefficient of the critical flow venturi for standard conditions,

= 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 ≅ T)

where:

MTOTW,i

NP,i

=

=

instantaneous mass of the diluted exhaust gas on wet basis, kg

total revolutions of pump per time interval

For the CFV-CVS system:

MTOTW,i

where:

MTOTW,i

Δti

=

=

=

1,293 × Δti × KV × pA / T0,5

instantaneous mass of the diluted exhaust gas on wet basis, kg

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).

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:

(b)

for gas engines:

KH,D =

1
1 – 0,0182 × (Ha – 10,71)

KH,G =

1
1 – 0,0329 × (Ha – 10,71)

where:

Ha

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

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in which:

Ha =

6,220 × Ra × pa
–2
pB – pa × Ra × 10

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

(2) NOx mass

(3)

COmass

(4) HCmass

(5) HCmass

(6) HCmass

= 0,001587 ∙ NOx conc ∙ KH,D ∙ MTOTW

(diesel engines)

= 0,001587 ∙ NOx conc ∙ KH,G ∙ MTOTW

(gas engines)

= 0,000966 ∙ COconc ∙ MTOTW

= 0,000479 ∙ HCconc ∙ MTOTW′

(diesel engines)

= 0,000502 ∙ HCconc ∙ MTOTW′

= 0,000552 ∙ HCconc ∙ MTOTW′

(LPG fuelled engines)

(NG fuelled engines)

(7) NMHCmass

= 0,000479 ∙ NMHCconc ∙ MTOTW′

(diesel engines)

(8) NMHCmass

= 0,000502 ∙ NMHCconc ∙ MTOTW′

(LPG fuelled engines)

(9) NMHCmass

= 0,000516 × NMHCconc × MTOTW′

(NG fuelled engines)

(10) CH4 mass

= 0,000552 × CH4 conc × MTOTW

(NG fuelled engines)

where:

NOx conc, COconc, HCconc (1), NMHCconc, 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

KH,G

= humidity correction factor for diesel engines as determined in paragraph 4.2., based on cycle aver-

aged intake air humidity

= 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, appen-
dix 1, paragraph 4.2.

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

(a) GC method

(1) Based on C1 equivalent.

NMHCconc = HCconc – CH4 conc

CH4 conc = as measured

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(b) NMC method

where:

NMHCconc =

HC(w/o Cutter) ∙ (1 – CEM) – HC(w/Cutter)
CEE – CEM

CH4,conc =

HC(w/Cutter) – HC(w/o Cutter) ∙ (1 – CEE)
CEE – CEM

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 integra-
tion. 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

concd

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

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

DF

= dilution factor

The dilution factor shall be calculated as follows:

DF =

Fs
CO2,conce + (HCconce + COconce) ∙ 10

–4

where:

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

HCconce

COconce

FS

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

= concentration of CO in the diluted exhaust gas, ppm

= 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 +

y

4)

where:

x, y

= fuel composition CxHy

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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 cor-
rection must be applied directly to the instantaneous concentration value. The following formulae must be applied:

(1) NOx mass

(2) NOx mass

(3) COmass

(4) HCmass

(5) HCmass

(6) HCmass

=

=

=

=

=

=

n

∑

(MTOTW,i × NOx conce,i × 0,001587 × KH,D) – (MTOTW × NOx concd × (1 – 1/DF) × 0,001587 × KH,D)

i = 1
(diesel engines)

n

∑

(MTOTW,i × NOx conce,i × 0,001587 × KH,G) – (MTOTW × NOx concd × (1 – 1/DF) × 0,001587 × KH,G)

i = 1
(gas engines)

n

∑

i = 1

n

∑

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

(MTOTW,i × HCconce,i × 0,000479) – (MTOTW × HCconcd × (1 – 1/DF) × 0,000479)

i = 1
(diesel engines)

n

∑

(MTOTW,i × HCconce,i × 0,000502) – (MTOTW × HCconcd × (1 – 1/DF) × 0,000502)

i = 1
(LPG engines)

n

∑

(MTOTW,i × HCconce,i × 0,000552) – (MTOTW × HCconcd × (1 – 1/DF) × 0,000552)

i = 1
(NG engines)

(7) NMHCmass

=

n

∑

(MTOTW,i × NMHCconce,i × 0,000479) – (MTOTW × NMHCconcd × (1 – 1/DF) × 0,000479)

i = 1
(diesel engines)

(8) NMHCmass

=

n

∑

(MTOTW,i × NMHCconce,i × 0,000502) – (MTOTW × NMHCconcd × (1 – 1/DF) × 0,000502)

i = 1
(LPG engines)

(9) NMHCmass

=

n

∑

(MTOTW,i × NMHCconce,i × 0,000516) – (MTOTW × NMHCconcd × (1 – 1/DF) × 0,000516)

i = 1
(NG engines)

(10) CH4 mass

=

n

∑

(MTOTW,i × CH4 conce,i × 0,000552) – (MTOTW × CH4 concd × (1 – 1/DF) × 0,000552)

i = 1
(NG engines)

where:

conce

concd

MTOTW,i

MTOTW

KH,D

KH,G

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

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

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

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

= humidity correction factor for diesel engines as determined in paragraph 4.2., based on cycle aver-

aged intake air humidity

= humidity correction factor for gas engines as determined in paragraph 4.2., based on cycle aver-

aged intake air humidity

DF

= dilution factor as determined in paragraph 4.3.1.1.

9.3.2007

EN

Official Journal of the European Union

L 70/87

4.4.

Calculation of the specific emissions

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

NOx

CO

HC

= NOx mass / Wact

(diesel and gas engines)

= COmass / Wact

(diesel and gas engines)

= HCmass / Wact

(diesel and gas engines)

NMHC = NMHCmass / Wact

(diesel and gas engines)

= CH4 mass / Wact

(NG fuelled gas engines)

CH4

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 =

Mf
MSAM

×

MTOTW
1 000

where:

Mf

MTOTW

MSAM

and,

Mf

Mf,p

Mf,b

= particulate mass sampled over the cycle, mg

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

= mass of diluted exhaust gas taken from the dilution tunnel for collecting particulates, kg

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

= particulate mass collected on the primary filter, mg

= 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

MSEC

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

= mass of secondary dilution air, kg

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

PTmass =[ Mf

MSAM

–( Md

MDIL

×(1–

1

DF))] ×

MTOTW
1 000

L 70/88

EN

Official Journal of the European Union

9.3.2007

where:

Mf, MSAM, MTOTW

MDIL

Md

DF

=

=

=

=

see above

mass of primary dilution air sampled by background particulate sampler, kg

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 = PTmass / Wact

where:

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

9.3.2007

EN

Official Journal of the European Union

L 70/89

ANNEX 4

Appendix 3

ETC ENGINE DYNAMOMETER SCHEDULE

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

39

40

41

42

43

44

45

46

47

48

49

50

51

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

%

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

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

%

‘m’

‘m’

‘m’

‘m’

‘m’

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

s

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

103

104

105

106

107

108

109

110

111

112

113

114

%

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

%

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

0

0

0

0

0

11,6

14,8

0

27,2

17

36

59,7

80,8

0

74,8

76,9

78

86

17,9

Time

Norm.
Speed

Norm.
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

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

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’

L 70/90

EN

Official Journal of the European Union

9.3.2007

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

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

154

155

156

157

%

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

65,7

74,4

54,4

47,9

%

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

99,1

84,7

0

89,7

s

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

%

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

%

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

s

201

202

203

204

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

%

%

0

0

0

0

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

0

0

0

0

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

9.3.2007

EN

Official Journal of the European Union

L 70/91

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

244

245

246

247

248

249

250

251

252

253

254

255

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

%

72,4

71,3

71,2

67,1

65,5

64,4

62,9

62,2

62,9

58,8

56,9

54,5

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

%

8,4

0

9,1

‘m’

‘m’

‘m’

25,6

35,6

24,4

‘m’

‘m’

‘m’

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’

s

287

288

289

290

291

292

293

294

295

296

297

298

299

300

301

302

303

304

305

306

307

308

309

310

311

312

313

314

315

316

317

318

319

320

321

322

323

324

325

326

327

328

329

%

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

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

%

‘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

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

s

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

358

359

360

361

362

363

364

365

366

367

368

369

370

371

372

%

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

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

%

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

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

L 70/92

EN

Official Journal of the European Union

9.3.2007

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

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

409

410

411

412

413

414

415

%

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

56,3

59,7

62,3

67,9

69,5

73,1

77,7

%

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

72,3

99,1

99

99,2

99,3

99,7

99,8

s

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

%

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

%

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

s

459

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

%

51

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

%

100

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’

9.3.2007

EN

Official Journal of the European Union

L 70/93

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

502

503

504

505

506

507

508

509

510

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

%

30,1

21,9

12,8

0

0

0

0

0

0

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

%

‘m’

‘m’

0

0

0

0

0

0

0

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

s

545

546

547

548

549

550

551

552

553

554

555

556

557

558

559

560

561

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

%

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

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

%

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

‘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

8,7

22,8

s

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

613

614

615

616

617

618

619

620

621

622

623

624

625

626

627

628

629

630

%

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

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

%

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

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

L 70/94

EN

Official Journal of the European Union

9.3.2007

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

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

664

665

666

667

668

669

670

671

672

673

%

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

54

53,8

52

50,4

50,6

49,3

50

50,4

51,9

53,6

%

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

39,3

‘m’

‘m’

‘m’

0

41,7

73,2

99,7

99,5

99,3

s

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

715

716

%

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

46,2

45,6

%

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’

‘m’

9,8

s

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

%

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

%

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

9.3.2007

EN

Official Journal of the European Union

L 70/95

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

760

761

762

763

764

765

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

%

52,6

52,9

52,3

54,2

55,4

56,1

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

0

20,4

56,7

59,8

49,2

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

s

803

804

805

806

807

808

809

810

811

812

813

814

815

816

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

%

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

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

%

57,7

98,8

96,1

45,4

5

3,2

14,9

35,8

73,3

37,4

21

21

18

32,7

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’

s

846

847

848

849

850

851

852

853

854

855

856

857

858

859

860

861

862

863

864

865

866

867

868

869

870

871

872

873

874

875

876

877

878

879

880

881

882

883

884

885

886

887

888

%

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

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

%

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

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

L 70/96

EN

Official Journal of the European Union

9.3.2007

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

Time

Norm.
Speed

Norm.
Torque

s

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

919

920

921

922

923

924

925

926

927

928

929

930

931

%

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

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

%

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

16

26,3

36,5

19

9,2

21,9

42,8

38

11

35,1

7,3

5,4

27,6

s

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

970

971

972

973

974

%

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

49,9

49,6

49,4

49

49,8

%

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

99,7

99,6

99,6

99,5

99,7

s

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

1 000

1 001

1 002

1 003

1 004

1 005

1 006

1 007

1 008

1 009

1 010

1 011

1 012

1 013

1 014

1 015

1 016

1 017

%

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

%

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’

9.3.2007

EN

Official Journal of the European Union

L 70/97

Time

s

1 018

1 019

1 020

1 021

1 022

1 023

1 024

1 025

1 026

1 027

1 028

1 029

1 030

1 031

1 032

1 033

1 034

1 035

1 036

1 037

1 038

1 039

1 040

1 041

1 042

1 043

1 044

1 045

1 046

1 047

1 048

1 049

1 050

1 051

1 052

1 053

1 054

1 055

1 056

1 057

1 058

1 059

1 060

Norm.
Speed

Norm.
Torque

%

49,3

49,7

49,1

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

%

‘m’

47,5

‘m’

‘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

Time

s

1 061

1 062

1 063

1 064

1 065

1 066

1 067

1 068

1 069

1 070

1 071

1 072

1 073

1 074

1 075

1 076

1 077

1 078

1 079

1 080

1 081

1 082

1 083

1 084

1 085

1 086

1 087

1 088

1 089

1 090

1 091

1 092

1 093

1 094

1 095

1 096

1 097

1 098

1 099

1 100

1 101

1 102

1 103

Norm.
Speed

Norm.
Torque

%

47,3

46,9

46,7

46,8

46,9

46,7

45,5

45,5

44,2

43

42,5

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

%

49,8

23,9

44,6

65,2

60,4

61,5

‘m’

‘m’

‘m’

‘m’

‘m’

‘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’

Time

s

1 104

1 105

1 106

1 107

1 108

1 109

1 110

1 111

1 112

1 113

1 114

1 115

1 116

1 117

1 118

1 119

1 120

1 121

1 122

1 123

1 124

1 125

1 126

1 127

1 128

1 129

1 130

1 131

1 132

1 133

1 134

1 135

1 136

1 137

1 138

1 139

1 140

1 141

1 142

1 143

1 144

1 145

1 146

Norm.
Speed

Norm.
Torque

%

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

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

%

‘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’

‘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

L 70/98

EN

Official Journal of the European Union

9.3.2007

Time

s

1 147

1 148

1 149

1 150

1 151

1 152

1 153

1 154

1 155

1 156

1 157

1 158

1 159

1 160

1 161

1 162

1 163

1 164

1 165

1 166

1 167

1 168

1 169

1 170

1 171

1 172

1 173

1 174

1 175

1 176

1 177

1 178

1 179

1 180

1 181

1 182

1 183

1 184

1 185

1 186

1 187

1 188

1 189

1 190

Norm.
Speed

Norm.
Torque

%

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

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

%

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’

‘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

Time

s

1 191

1 192

1 193

1 194

1 195

1 196

1 197

1 198

1 199

1 200

1 201

1 202

1 203

1 204

1 205

1 206

1 207

1 208

1 209

1 210

1 211

1 212

1 213

1 214

1 215

1 216

1 217

1 218

1 219

1 220

1 221

1 222

1 223

1 224

1 225

1 226

1 227

1 228

1 229

1 230

1 231

1 232

1 233

1 234

Norm.
Speed

Norm.
Torque

%

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

58,5

58,8

59

58,2

57,6

57,1

57,2

57

56,7

56,8

%

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

93,1

86,2

72,9

59,9

8,5

47,6

74,4

79,1

67,2

69,1

Time

s

1 235

1 236

1 237

1 238

1 239

1 240

1 241

1 242

1 243

1 244

1 245

1 246

1 247

1 248

1 249

1 250

1 251

1 252

1 253

1 254

1 255

1 256

1 257

1 258

1 259

1 260

1 261

1 262

1 263

1 264

1 265

1 266

1 267

1 268

1 269

1 270

1 271

1 272

1 273

1 274

1 275

1 276

1 277

1 278

Norm.
Speed

Norm.
Torque

%

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

60,6

61

61

%

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

5,5

14,3

12

9.3.2007

EN

Official Journal of the European Union

L 70/99

Time

s

1 279

1 280

1 281

1 282

1 283

1 284

1 285

1 286

1 287

1 288

1 289

1 290

1 291

1 292

1 293

1 294

1 295

1 296

1 297

1 298

1 299

1 300

1 301

1 302

1 303

1 304

1 305

1 306

1 307

1 308

1 309

1 310

1 311

1 312

1 313

1 314

1 315

1 316

1 317

1 318

1 319

1 320

1 321

1 322

Norm.
Speed

Norm.
Torque

%

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

%

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

Time

s

1 323

1 324

1 325

1 326

1 327

1 328

1 329

1 330

1 331

1 332

1 333

1 334

1 335

1 336

1 337

1 338

1 339

1 340

1 341

1 342

1 343

1 344

1 345

1 346

1 347

1 348

1 349

1 350

1 351

1 352

1 353

1 354

1 355

1 356

1 357

1 358

1 359

1 360

1 361

1 362

1 363

1 364

1 365

1 366

Norm.
Speed

Norm.
Torque

%

63,2

63,3

62,9

63

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

%

8,7

21,6

19,7

22,1

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

Time

s

1 367

1 368

1 369

1 370

1 371

1 372

1 373

1 374

1 375

1 376

1 377

1 378

1 379

1 380

1 381

1 382

1 383

1 384

1 385

1 386

1 387

1 388

1 389

1 390

1 391

1 392

1 393

1 394

1 395

1 396

1 397

1 398

1 399

1 400

1 401

1 402

1 403

1 404

1 405

1 406

1 407

1 408

1 409

1 410

Norm.
Speed

Norm.
Torque

%

59,4

59,6

59,4

59,3

59,4

59,4

58,8

59,1

58,5

58,8

58,5

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

%

41,4

38,9

32,9

30,6

30

25,3

18,6

18

10,6

10,5

8,2

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

L 70/100

EN

Official Journal of the European Union

9.3.2007

Time

s

1 411

1 412

1 413

1 414

1 415

1 416

1 417

1 418

1 419

1 420

1 421

1 422

1 423

1 424

1 425

1 426

1 427

1 428

1 429

1 430

1 431

1 432

1 433

1 434

1 435

1 436

1 437

1 438

1 439

1 440

1 441

1 442

1 443

1 444

1 445

1 446

1 447

1 448

1 449

1 450

1 451

1 452

1 453

1 454

Norm.
Speed

Norm.
Torque

%

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

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

%

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

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

Time

s

1 455

1 456

1 457

1 458

1 459

1 460

1 461

1 462

1 463

1 464

1 465

1 466

1 467

1 468

1 469

1 470

1 471

1 472

1 473

1 474

1 475

1 476

1 477

1 478

1 479

1 480

1 481

1 482

1 483

1 484

1 485

1 486

1 487

1 488

1 489

1 490

1 491

1 492

1 493

1 494

1 495

1 496

1 497

1 498

Norm.
Speed

Norm.
Torque

%

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

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

%

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

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

Time

s

1 499

1 500

1 501

1 502

1 503

1 504

1 505

1 506

1 507

1 508

1 509

1 510

1 511

1 512

1 513

1 514

1 515

1 516

1 517

1 518

1 519

1 520

1 521

1 522

1 523

1 524

1 525

1 526

1 527

1 528

1 529

1 530

1 531

1 532

1 533

1 534

1 535

1 536

1 537

1 538

1 539

1 540

1 541

1 542

Norm.
Speed

Norm.
Torque

%

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

56,6

56,9

56,9

57,4

57,4

58,3

58,5

59,1

59,4

59,6

59,5

59,6

%

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’

3,8

‘m’

‘m’

‘m’

‘m’

13,9

‘m’

‘m’

‘m’

‘m’

‘m’

0,5

9.3.2007

EN

Official Journal of the European Union

L 70/101

Time

s

1 543

1 544

1 545

1 546

1 547

1 548

1 549

1 550

1 551

1 552

1 553

1 554

1 555

1 556

1 557

1 558

1 559

1 560

1 561

1 562

1 563

1 564

1 565

1 566

1 567

1 568

1 569

1 570

1 571

1 572

1 573

1 574

1 575

1 576

1 577

1 578

1 579

1 580

1 581

1 582

1 583

1 584

1 585

1 586

Norm.
Speed

Norm.
Torque

%

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

59,9

59,8

59,6

59,4

60,1

%

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

73,6

74,1

84,6

76,1

76,9

Time

s

1 587

1 588

1 589

1 590

1 591

1 592

1 593

1 594

1 595

1 596

1 597

1 598

1 599

1 600

1 601

1 602

1 603

1 604

1 605

1 606

1 607

1 608

1 609

1 610

1 611

1 612

1 613

1 614

1 615

1 616

1 617

1 618

1 619

1 620

1 621

1 622

1 623

1 624

1 625

1 626

1 627

1 628

1 629

1 630

Norm.
Speed

Norm.
Torque

%

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

%

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

Time

s

1 631

1 632

1 633

1 634

1 635

1 636

1 637

1 638

1 639

1 640

1 641

1 642

1 643

1 644

1 645

1 646

1 647

1 648

1 649

1 650

1 651

1 652

1 653

1 654

1 655

1 656

1 657

1 658

1 659

1 660

1 661

1 662

1 663

1 664

1 665

1 666

1 667

1 668

1 669

1 670

1 671

1 672

1 673

1 674

Norm.
Speed

Norm.
Torque

%

62,8

62,2

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

%

21,9

22,2

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

L 70/102

EN

Official Journal of the European Union

9.3.2007

Time

s

1 675

1 676

1 677

1 678

1 679

1 680

1 681

1 682

1 683

1 684

1 685

1 686

1 687

1 688

1 689

1 690

1 691

1 692

1 693

1 694

1 695

1 696

1 697

1 698

1 699

1 700

1 701

1 702

1 703

1 704

1 705

1 706

1 707

1 708

1 709

1 710

1 711

1 712

1 713

1 714

1 715

1 716

Norm.
Speed

Norm.
Torque

%

60,9

60,6

60,6

60,6

60,7

60,6

60,1

60,5

60,4

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

%

4,7

4,1

6,7

12,8

11,9

12,4

12,4

12

11,8

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

‘m’ = motoring.

Time

s

1 717

1 718

1 719

1 720

1 721

1 722

1 723

1 724

1 725

1 726

1 727

1 728

1 729

1 730

1 731

1 732

1 733

1 734

1 735

1 736

1 737

1 738

1 739

1 740

1 741

1 742

1 743

1 744

1 745

1 746

1 747

1 748

1 749

1 750

1 751

1 752

1 753

1 754

1 755

1 756

1 757

1 758

Norm.
Speed

Norm.
Torque

%

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

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

%

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

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

Time

s

1 759

1 760

1 761

1 762

1 763

1 764

1 765

1 766

1 767

1 768

1 769

1 770

1 771

1 772

1 773

1 774

1 775

1 776

1 777

1 778

1 779

1 780

1 781

1 782

1 783

1 784

1 785

1 786

1 787

1 788

1 789

1 790

1 791

1 792

1 793

1 794

1 795

1 796

1 797

1 798

1 799

1 800

Norm.
Speed

Norm.
Torque

%

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

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

%

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

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

9.3.2007

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L 70/103

A graphical display of the ETC dynamometer schedule is shown in Figure 5.

Figure 5: ETC Dynamometer Schedule

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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 deter-
mined 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 Techni-
cal Service, if their equivalency according to paragraph 6.2. to the Regulation is proven, and if a detailed descrip-
tion 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 appen-
dices 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 ≤ 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 pres-
sure, humidity and fuel temperature must be used, as required. These instruments must satisfy the requirements
given in table 8:

Table 8

Accuracy of measuring instruments

Measuring instrument

Accuracy

Fuel Consumption

Air Consumption

Temperatures ≤ 600 K (327 °C)

Temperatures ≥ 600 K (327 °C)

Atmospheric Pressure

Exhaust Gas Pressure

Intake Depression

Other Pressures

Relative Humidity

Absolute Humidity

± 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

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2.3.

Exhaust gas flow

For calculation of the emissions in the raw exhaust, it is necessary to know the exhaust gas flow (see para-
graph 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.

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, para-
graph 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.

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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.

3.2.

Gas drying

The optional gas drying device must have a minimal effect on the concentration of the measured gases. Chemi-
cal 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 mea-
surement systems is given in annex 4, appendix 6. The gases to be measured must be analysed with the follow-
ing 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 Detec-
tor (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 Chromato-
graph (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.

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.

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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’ configu-
ration, it is permissible to acquire a sample from each group individually and calculate an average exhaust emis-
sion. 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.

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 use-
ful 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 intro-
duction 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, appen-
dix 6, paragraph 2.2.). The particulate sampling probe must be installed in close proximity to the gaseous emis-
sions 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 micro-
gram 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 para-
graph 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.

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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).

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/1 075 mm2 stain area. For the most common filter
sizes the values are shown in table 9.

Table 9

Recommended filter loadings

Filter Diameter (mm)

Recommended Stain

Recommended Minimum

47

70

90

110

37

60

80

100

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 load-
ing (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) weigh-
ings 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 reso-
lution 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 par-
ticulates. All parts must be made of electrically conductive materials that do not react with exhaust gas compo-
nents, 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 read-
out 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 compo-
nents. The three functional units are:

— An opacimeter meeting the specifications of annex 4, appendix 6, paragraph 3.

— 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.

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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 readabil-
ity 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 differ-
ence 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.

9.3.2007

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L 70/111

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, appen-
dix 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 ≤ 1 ppm C1, ≤1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)

Purified oxygen
(Purity > 99,5 % vol O2)

Hydrogen-helium mixture
(40 ± 2 % hydrogen, balance helium)
(Contamination ≤ 1 ppm C1, ≤ 400 ppm CO2)

Purified synthetic air
(Contamination ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 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);

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).

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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.

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 mini-
mum 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 opti-
mised (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.

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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 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 calibra-
tion 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 para-
graphs 1.7.1. to 1.7.8. (Figure 6).

Figure 6: Schematic of NO2 converter efficiency device

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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 concentra-
tion). 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 (%) =(1 +

a – b

c – d) × 100

where:

a

b

c

d

is the NOx concentration according to paragraph 1.7.6

is the NOx concentration according to paragraph 1.7.7

is the NO concentration according to paragraph 1.7.4

is the NO concentration according to paragraph 1.7.5

1.7.4.

Adding of oxygen

Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated is
about 20 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 concentra-
tion 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 con-
verter 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.

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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 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 inter-
vals. 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 ≤ Rf ≤ 1,15 (diesel and LPG engines)

Methane and purified synthetic air

1,00 ≤ Rf ≤ 1,07 (NG engines)

Propylene and purified synthetic air

Toluene and purified synthetic air

0,90 ≤ Rf ≤ 1,1

0,90 ≤ Rf ≤ 1,10

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

1.8.3.

Oxygen interference check

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 ≤ Rf ≤ 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.

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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 hydro-
carbons 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 con-
centrations recorded. The efficiency must be determined as follows:

CEM = 1 –

concw
concw/o

where:

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 con-
centrations recorded. The efficiency must be determined as follows:

CEE = 1 –

concw
concw/o

where:

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. Posi-
tive 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 broad-
ening 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 concentra-
tion 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 approxi-
mately 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.

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The quench, which must not be greater than 3 per cent of full scale, must be calculated as follows:

% Quench =[1 –(

(C × A)

(D × A) – (D × B))] × 100

where:

A

B

C

is the undiluted CO2 concentration measured with NDIR in per cent

is the diluted CO2 concentration measured with NDIR in per cent

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 dilu-
tion 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 abso-
lute 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 concen-
tration (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:

% 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 is the maximum water vapour concentration in %

H is the actual water vapour concentration in %

Note:

It is important that the NO span gas contains minimal NO2 concentration for this check, since absorption
of NO2 in water has not been accounted for in the quench calculations.

1.10.

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.

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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 stan-
dards 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 flow-
meter 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 combi-
nation 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 inlet temperature and pressure as follows:

V0 =

Qs
n

×

T

273

×

101,3

pA

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 func-
tion (X0) between pump speed, pressure differential from pump inlet to pump outlet and absolute pump outlet
pressure must be calculated as follows:

X0 =

1

n

×√Δpp

pA

where:

ΔpP = 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.

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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:

Qs =

Kv × pA
√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 calcu-
lated from the calibration data for each setting as follows:

Kv =

Qs × √T
pA

where:

Qs = air flow rate at standard conditions (101,3 kPa, 273 K), m3/s

T

= temperature at the venturi inlet, K

pA = 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 analy-
sed, 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 system through a cali-
brated 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 (≡ 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 equip-
ment (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.

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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 (sam-
pling 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 Regula-
tion. 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

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, appen-
dix 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 recom-
mendations. 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 %.

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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 sys-
tems. 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 pro-
vide 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.

Figure 7: Flow diagram of raw exhaust gas analysis system for CO, CO2, NOx, HC ESC only

1.2. Description of the analytical system

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;

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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.

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

SP1

Exhaust pipe

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;

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— 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 SP2;

— 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:

— 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 sam-

pling 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 cool-

ing 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.

P

Heated sampling pump

The pump must be heated to the temperature of HSL1.

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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

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.

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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
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 injec-
tion 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.

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 × 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.

MSC

Molecular sieve column

Type 13X, 250/350 µm (45/60 mesh), 1 220 mm length × 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.

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A dryer containing molecular sieve must be used to remove water and other contaminants which might be present
in the carrier gas.

HC

V1

Flame ionisation detector (FID) to measure the concentration of methane.

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

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 para-
graph 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 measure-
ment, 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.).

Figure 10: Flow diagram for methane analysis with the non-methane cutter (NMC)

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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.

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 fig-
ures 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 compo-
nents 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 sub-
sequent 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 sam-
pling 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.

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Flow controlled systems with concentration measurement (Figures 13 to 17)

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 deter-
mination of the split ratio. The systems described pay attention to these critical areas.

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 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 frac-
tion (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.

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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.

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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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 con-
troller 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.

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 mea-
sured 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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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 analy-
ser(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.

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

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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.

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 sam-
pling 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 mea-
sured 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.

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 sam-
pling 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 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.

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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)

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:

(a)

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

(b)

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.

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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.

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 hydrocar-
bons. At the engine manufacturers request the dilution air must be sampled according to good engineering prac-
tice 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;

— 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.

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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 ± 11 K 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 sam-
pling 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.

Figure 20: Full flow dilution system

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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 insu-
lated, 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

The PDP meters total diluted exhaust flow from the number of the pump revolutions and the pump displace-
ment. The exhaust system back-pressure must not be artificially lowered by the PDP or dilution air inlet sys-
tem. 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 tem-
perature immediately ahead of the PDP must be within ± 6 K of the average operating temperature observed dur-
ing 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 mea-
sured 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 compen-
sation 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 4 000) 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 capac-
ity 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 sec-
ondary 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 deter-
mine 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., Figures 14, 18) and sampling system usually form an integral unit. In the case of frac-
tional sampling partial flow dilution or full flow dilution, which consists of passing through the filters only a por-
tion 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 through-
out 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.

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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 (see Figure 20) is
used, the diluted exhaust gas flow is used as command signal for FC3.

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.

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2.4.1. Components of Figures 21 and 22

PTT

Particulate transfer tube (Figures 21, 22)

The particulate transfer tube must not exceed 1 020 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 sys-
tems), 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:

— 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 tempera-
ture is maintained constant (± 3 K), if flow correction by FC3 is not used.

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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.

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 sam-
pling 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.

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.

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Figure 23: Full flow opacimeter

3.2.1. Components of Figure 23

EP

Exhaust Pipe

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 2 800 to 3 250 K or a
green light emitting diode (LED) with a spectral peak between 550 and 570 nm. The light source must be pro-
tected 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 (maxi-
mum 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 opti-
cal path length beyond the manufacturers specifications.

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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.

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.

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

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.

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— 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 impinge-
ment 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 measur-
ing 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.

LS

Light source

The light source must be an incandescent lamp with a colour temperature in the range of 2 800 to 3 250 K or a
green light emitting diode (LED) with a spectral peak between 550 and 570 nm. The light source must be pro-
tected 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 (maxi-
mum 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 opti-
cal 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.

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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

Test Method (2)

Publication

Minimum

Maximum

Limits (1)

Cetane number (3)

Density at 15 °C

Distillation:

— 50 % point

— 95 % point

— final boiling point

Flash point

CFPP

kg/m3

°C

°C

°C

°C

°C

Viscosity at 40 °C

Polycyclic aromatic hydro-
carbons

mm2/s

% m/m

Sulphur content (5)

mg/kg

Copper corrosion

Conradson carbon residue
(10 % DR)

Ash content

Water content

Neutralisation (strong
acid) number

% m/m

% m/m

% m/m

mg OH/g

Oxidation stability (6)

mg/ml

52

833

245

345

—

55

—

2,5

3,0

—

—

—

—

—

—

—

54

837

350

370

—

– 5

3,5

6,0

300

1

0,2

0,01

0,05

0,02

ISO 5165

ISO 3675

ISO 3405

ISO 3405

ISO 3405

EN 27719

EN 116

EN-ISO 3104

IP 391 (*)

1998 (4)

1995

1998

1998

1998

1993

1981

1996

1995

pr. EN-ISO/DIS
14596

1998 (4)

EN-ISO 2160

1995

EN-ISO 10370

EN-ISO 6245

EN-ISO 12937

1995

1995

ASTM D 974-95

1998 (4)

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 – 8,792 d2 + 3,170 d) (1 – (x + y + s)) + 9,420 s – 2,499 x
where:
d = the density at 15 °C
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) 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 mini-
mum 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 manu-
facturer of a fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the
case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the
requirements of the specification, the terms of ISO 4259 should be applied.

(3) 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 mea-
surements, of sufficient number to achieve the necessary precision, are made in preference to single determinations.

(4) The month of publication will be completed in due course.
(5) 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.

(6) 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)

Parameter

Alcohol, mass

Other alcohol than ethanol con-
tained in total alcohol, mass

Density at 15 °C

Ash content

Flash point

Acidity, calculated as acetic acid

Unit

% m/m

% m/m

kg/m3

% m/m

°C

% m/m

Neutralisation (strong acid) number

KOH mg/1

Colour

Dry residue at 100 °C

Water content

Aldehydes calculated as acetic acid

Sulphur content

Esters, calculated as ethylacetate

According to
scale

mg/kg

% m/m

% m/m

mg/kg

% m/m

Limits (2)

Minimum

Maximum

—

2

815

0,001

Test Method (3)

ASTM D 5501

ASTM D 5501

ASTM D 4052

ISO 6245

ISO 2719

0,0025

ISO 1388-2

1

10

15

6,5

ASTM D 1209

ISO 759

ISO 760

0,0025

ISO 1388-4

10

0,1

ASTM D 5453

ASTM D 1617

92,4

—

795

10

—

—

—

—

—

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

10 % m/m.

(2) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259, Petroleum
products – Determination and application of precision data in relation to methods of test, have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R – reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the
manufacturer of a fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value
in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel
meets the requirements of the specification, the terms of ISO 4259 should be applied.

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

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TECHNICAL CHARACTERISTICS OF REFERENCE N.G. FUEL PRESCRIBED FOR APPROVAL TESTS
AND TO VERIFY CONFORMITY OF PRODUCTION

ANNEX 6

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

Min.

Max.

Test Method

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).

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

Minimum

Maximum

Minimum

Maximum

Motor Octane Number

92,5 (1)

Composition:

C3 content

C4 content

Olefins

Evaporation Residue

Total sulphur content

Hydrogen sulphide

Copper strip corrosion

Water at 0 °C

48

48

% vol

% vol

% vol

mg/kg

ppm
mass (1)

—

rating

52

52

12

50

50

None

class 1

free

92,5

83

13

87

17

14

50

50

Test Method

EN 589
Annex B

ISO 7941

NFM 41015

EN 24260

None

ISO 8819

class 1

ISO 6251 (2)

free

visual
inspection

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

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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)

GFUEL
(kg)

563,38

545,29

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.):

= 1,9058 and KW2 =

1,608 × 7,81
1 000 + (1,608 × 7,81)

= 0,0124

1,969

FFH =

18,09

545,29)
(1 +
KW,r = (1 – 1,9058 ×

18,09

541,06) – 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

KH,D =

1
1– 0,0163 × (7,81 – 10,71) + 0,0026 × (294,8 – 298)

= 0,9625

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

CO = 0,000966 × 38,1 × 563,38 = 20,735 g/h

HC = 0,000479 × 6,3 × 3 × 563,38 = 5,100 g/h

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

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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 =

30,91

60,006

= 0,015 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:

nZ

MZ

= 1 600 min–1

= 495 Nm

NOx mass,Z

= 487,9 g/h

(calculated according to the previous formulae)

P(n)Z

NOx,Z

= 83 kW

= 487,9 / 83

= 5,878 g/kWh

Determination of the emission value from the test cycle (annex 4, appendix 1, paragraph 4.6.2.):

Assume the values of the four enveloping modes on the ESC to be as follows:

nRT

nSU

ER

ES

ET

EU

MR

MS

MT

MU

1 368

1 785

5,943

5,565

5,889

4,973

515

460

681

610

ETU = 5,889 + (4,973 – 5,889) × (1 600 – 1 368) / (1 785 – 1 368) = 5,377 g/kWh

ERS = 5,943 + (5,565 – 5,943) × (1 600 – 1 368) / (1 785 – 1 368) = 5,732 g/kWh

MTU = 681 + (601 – 681) × (1 600 – 1 368) / (1 785 – 1 368) = 641,3 Nm

MRS = 515 + (460 – 515) × (1 600 – 1 368) / (1 785 – 1 368) = 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 deter-
mining 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

b)

flow measurement method

GEDFW =

206,5 × 10,76

0,657 – 0,040

= 3 601,2 kg/h

q =

6,0
(6,0 – 5,4435)

= 10,78

GEDFW = 334,02 × 10,78 = 3 600,7 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.

GEDFW = (3 567 × 0,15) + (3 592 × 0,08) + (3 611 × 0,10) + (3 600 × 0,10) + (3 618 × 0,05) + (3 600 × 0,05)
+ (3 640 × 0,05) + (3 614 × 0,09) + (3 620 × 0,10) + (3 601 × 0,08) + (3 639 × 0,05) + (3 582 × 0,05)
+ (3 635 × 0,05) = 3 604,6 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 =

2,5

1,515

×

3 604,6

1 000

= 5,948 g/h

Background correction (optional)

Assume one background measurement with the following values. The calculation of the dilution factor DF is identi-
cal 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 =

2,5

1,515

–(0,1

1,5

× 0,923) ×

3 604,6

1 000

= 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

PT =

5,948

60,006

PT =

5,726

60,006

= 0,099 g/kWh, if background corrected

= 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 × 3 604,6

1,515 × 3 600,7

= 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.

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Assuming a real time raw exhaust plume in the exhaust tube, each opacimeter shows a delayed and differently mea-
sured opacity trace. The delay and the magnitude of the measured opacity trace is primarily dependent on the geom-
etry 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)

The resulting overall response time of the system tAver is given by:

tAver = √tF

2 + tp

2,
2 + te

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 = √tAver

2

+ tp

2
2 + te

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.

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 1,00 s (by definition in this Regulation)

— sampling rate 150 Hz

Step 1 Required Bessel filter response time tF:

2

tF = √1

2

– (0,15

+ 0,05

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

Δt = 1/150 = 0,006667 s

Ω = 1 / [tan (3,1415 × 0,006667 × 0,318152)] = 150,076644

E =

1

1 + 150,076644 × √3 × 0,618034 + 0,618034 × 150,076644

2 = 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

–1 + 7,07948 × 10–5 × (Si + 2 × Si

–1 + Si–2 – 4 × Yi–2) + 0,970783 × (Yi

–1 – Yi–2)

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.

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 + Δt × (0,1 – outlower) / (outupper – outlower)

t90 = tlower + Δt × (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

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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:

Δ = (1,075202 – 0,987421) / 0,987421 = 0,081641

Step 6 Checking the iteration criteria:

|Δ| ≤ 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 Δ 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.

Table A

Values of the first and second iteration

Parameter

fc (Hz)

E (–)

K (–)

t10 (s)

t90 (s)

tF,iter (s)

Δ (–)

fc,new (Hz)

1. Iteration

0,318152

2. Iteration

0,344126

7,07948 × 10–5

8,272777 × 10–5

0,970783

0,200945

1,276147

1,075202

0,081641

0,344126

0,968410

0,185523

1,179562

0,994039

0,006657

0,346417

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
(Δ = 0,006657 ≤ 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)

Values of step input signal and Bessel filtered output signal for the first and second iteration cycle

Table B

Index I
[–]

Time
[s]

Step Input Signal
Si
[–]

Filtered Output Signal
Yi
[–]

– 2

– 1

0

1

2

3

– 0,013333

– 0,006667

0,000000

0,006667

0,013333

0,020000

0

0

1

1

1

1

1. Iteration

0,000000

0,000000

0,000071

0,000352

0,000908

0,001731

2. Iteration

0,000000

0,000000

0,000083

0,000411

0,001060

0,002019

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Index I
[–]

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]

0,026667

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
[–]

Filtered Output Signal
Yi
[–]

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. Iteration

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

0,003278

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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2.3. Calculation of the Smoke Values

In the scheme below the general procedure of determining the final smoke value is presented.

In figure b, the traces of the measured raw opacity signal, and of the unfiltered and filtered light absorption coeffi-
cients (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.

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.

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Figure b: Traces of measured opacity N, of unfiltered smoke k and of filtered smoke k

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)

k = –

1

0,430

× ln(1 –

16,783

100 ) = 0,427252 m

–1

0,430

272

16,783

0,427392

0,427532

0,542383

0,542337

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,
–1) and S270 (Si–2) are the two preceding unfiltered k-values,
as calculated above, corresponds to S272 (Si). S271 (Si
Y271 (Yi

–1) and Y270 (Yi-2) are the two preceding filtered k-values.

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

A

B

C

Cycle 1

0,5424

0,5596

0,4912

Ymax (m–1)

Cycle 2

0,5435

0,5400

0,5207

Cycle 3

0,5587

0,5389

0,5177

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SVA =

SVB =

SVC =

(0,5424 + 0,5435 + 0,5587) / 3

(0,5596 + 0,5400 + 0,5389) / 3

(0,4912 + 0,5207 + 0,5177) / 3

SV =

(0,43 × 0,5482) + (0,56 × 0,5462) + (0,01 × 0,5099)

=

=

=

=

0,5482 m–1

0,5462 m–1

0,5099 m–1

0,5467 m–1

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

0,5462

0,5099

0,0091

0,0116

0,0162

1,7

2,1

3,2

In this example, the validation criteria of 15 per cent is met for each speed.

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

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

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

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

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

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Index i
[–]

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

~

Index i
[–]

~

259

260

261

262

263

264

265

266

267

268

269

270

271

272

273

274

275

Time
[s]

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
[%]

0,929000

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]

0,021706

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

~

Table C (continued)

Values of opacity N, unfiltered and filtered k-value around Ymax1,A

(≡ peak value, indicated in bold number)

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

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

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

Filtered
k-Value
[m–1]

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

~

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

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Index i
[–]

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]

1,840000

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
[%]

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]

0,427951

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]

0,542043

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

~

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

NOx conce

NOx concd

COconce

(m3/rev)

(rev)

(kPa)

(kPa)

(K)

(g/kg)

(ppm)

(ppm)

(ppm)

0,1776

23 073

98,0

2,3

322,5

12,8

53,7

0,4

38,9

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COconcd

HCconce

HCconcd

HCconce

HCconcd

(ppm)

(ppm) without cutter

(ppm) without cutter

(ppm) with cutter

(ppm) with cutter

CO2, conce

(%)

Wact

(kWh)

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 × 23 073 × (98,0 – 2,3) × 273 / (101,3 × 322,5)

= 4 237,2 kg

Calculation of the NOx correction factor (annex 4, appendix 2, paragraph 4.2.):

KH,D =

1
1 – 0,0182 ∙ (12,8 – 10,71)

= 1,039

Calculation of the NMHC concentration by NMC method (annex 4, appendix 2, paragraph 4.3.1.), assuming a meth-
ane efficiency of 0,04 and an ethane efficiency of 0,98:

NMHCconce =

9,0 × (1 – 0,04) – 1,2
0,98 – 0,04

= 7,91 ppm

NMHCconcd =

3,02 × (1 – 0,04) – 0,65
0,98 – 0,04

= 2,39 ppm

Calculation of the background corrected concentrations (annex 4, appendix 2, paragraph 4.3.1.1.):

Assuming a diesel fuel of the composition C1H1,8

Fs = 100 ∙

1
1 + (1,8 / 2) + (3,76 ∙ (1 + (1,8 / 4)))

= 13,6

DF =

13,6

0,723 + (9,00 + 38,9) ∙ 10

–4 = 18,69

NOx conc

COconc

HCconc

= 53,7 – 0,4 ∙ (1 – (1 / 18,69))

= 53,3 ppm

= 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

COmass

HCmass

= 0,001587 ∙ 53,3 ∙ 1,039 ∙ 4 237,2

= 372,391 g

= 0,000966 ∙ 37,9 ∙ 4 237,2

= 155,129 g

= 0,000479 ∙ 6,14 ∙ 4 237,2

NMHCmass

= 0,000479 ∙ 5,65 ∙ 4 237,2

= 12,462 g

= 11,467 g

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Calculation of the specific emissions (annex 4, appendix 2, paragraph 4.4.):

NOx = 372,391 / 62,72 = 5,94 g/kWh

CO = 155,129 / 62,72 = 2,47 g/kWh

HC = 12,462 / 62,72 = 0,199 g/kWh

NMHC = 11,467 / 62,72 = 0,183 g/kWh

3.2. Particulate Emissions (Diesel Engine)

Assume the following test results for a PDP-CVS system with double dilution

MTOTW (kg)

Mf,p (mg)

Mf,b (mg)

MTOT (kg)

MSEC (kg)

Md (mg)

MDIL (kg)

DF

Wact (kWh)

4 237,2

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 =

3,074

1,250

×

4 237,2

1 000

= 10,42 g

Calculation of the background corrected mass emission (annex 4, appendix 2, paragraph 5.1.):

PTmass =[3,074

1,250

–(0,341

1,245

×(1 –

1

18,69))] ×

4 237,2

1 000

= 9,32 g

Calculation of the specific emission (annex 4, appendix 2, paragraph 5.2):

NOx = 372,391 / 62,72 = 5,94 g/kWh
CO = 155,129 / 62,72 = 2,47 g/kWh
HC = 12,462 / 62,72 = 0,199 g/kWh

3.3. Gaseous emissions (CNG engine)

Assume the following test results for a PDP-CVS system

MTOTW

Ha

NOx conce

NOx concd

COconce

COconcd

HCconce

(kg)

(g/kg)

(ppm)

(ppm)

(ppm)

(ppm)

(ppm) without cutter

4 237,2

12,8

17,2

0,4

44,3

1,0

27,0

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HCconcd

HCconce

HCconcd

CH4 conce

CH4 concd

(ppm) without cutter

(ppm) with cutter

(ppm) with cutter

(ppm)

(ppm)

CO2,conce

(%)

Wact

(kWh)

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.):

KH,G =

1
1 – 0,0329 × (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.)

NMHCconce =

27,0 ∙ (1 – 0,04) – 18,0
0,98 – 0,04

= 8,4 ppm

NMHCconcd =

2,02 ∙ (1 – 0,04) – 0,65
0,98 – 0,04

= 1,37 ppm

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
1+ (4 / 2) + (3,76 × (1 + (4 / 4)))

= 9,5

DF =

9,5

0,723 + (27,0 + 44,3) ∙ 10

–4 = 13,01

For NMHC with GC method, the background concentration is the difference between HCconcd and CH4 concd

NOx conc

COconc

NMHCconc

NMHCconc

CH4 conc

= 17,2 – 0,4 ∙ (1 – (1/13,01)) = 16,8 ppm

= 44,3 – 1,0 ∙ (1 – (1/13,01)) = 43,4 ppm

= 8,4 – 1,37 ∙ (1 – (1/13,01)) = 7,13 ppm

(NMC method)

= 9,0 – 0,92 ∙ (1 – (1/13,01)) = 8,15 ppm

(GC method)

= 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

COmass

NMHCmass

NMHCmass

CH4 mass

= 0,001587 ∙ 16,8 ∙ 1,074 ∙ 4 237,2 = 121,330 g

= 0,000966 ∙ 43,4 ∙ 4 237,2 = 177,642 g

= 0,000516 ∙ 7,13 ∙ 4 237,2 = 15,589 g

(NMC method)

= 0,000516 ∙ 8,15 ∙ 4 237,2 = 17,819 g

= 0,000552 ∙ 17,0 ∙ 4 237,2 = 39,762 g

(GC method)

(GC method)

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Calculation of the specific emissions (annex 4, appendix 2, paragraph 4.4.):

NOx

CO

NMHC

NMHC

CH4

= 121,330 / 62,72

= 1,93 g/kWh

= 177,642 / 62,72

= 2,83 g/kWh

= 15,589 / 62,72

= 0,249 g/kWh

(NMC method)

= 17,819 / 62,72

= 0,284 g/kWh

(GC Method)

= 39,762 / 62,72

= 0,634 g/kWh

(GC method)

4.

λ-SHIFT FACTOR (Sλ)

4.1. Calculation of the λ-shift factor (Sλ) (1)

Sλ =

2

(1 –

inert %

100 ) (n +

m

4) –

O2*
100

where:

Sλ

= λ-shift factor;

inert %

= % by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.);

O2*

= % by volume of original oxygen in the fuel;

n and m = refer to average CnHm representing the fuel hydrocarbons, i.e:

1 ×[CH4 %

100 ] + 2 ×[C2 %

100] + 3 ×[C3 %

100] + 4 ×[C4 %

100] + 5 ×[C5 %

100] + …

1 –

diluent%

100

n =

m =

4 ×[CH4 %

100 ] + 4 ×[C2H4 %

100 ] + 6 ×[C2H6 %

100 ] + 8 ×[C3H8 %

100 ] + …

1 –

diluent%

100

where:

CH4

C2

C3

C4

C5

= % by volume of methane in the fuel;

= % 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;

diluent

= % by volume of dilution gases in the fuel (i.e.: O2*, N2, CO2, He, etc.).

(1) 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).

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4.2. Examples for the calculation of the λ-shift factor Sλ:

Example 1: G25: CH4 = 86 %, N2 = 14 % (by vol)

1 ×[CH4 %

100 ] + 2 ×[C2 %

100] + …

1 –

diluent%

100

n =

=

0,86

0,86

= 1

=

1 × 0,86

1 –

14

100

4 ×[CH4 %

100 ] + 4 ×[C2H4 %

100 ] + …

m =

1 –

diluent%

100

2

4 × 0,86

0,86

= 4

=

2

Sλ =

(1 –

inert %

100 )(n +

m

4) –

O2*
100

(1 –

14

100) ×(1 +

4

4)

=

= 1,16

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

1 ×[CH4 %

100 ] + 2 ×[C2 %

100] + …

1 –

diluent%

100

n =

=

1 × 0,87 + 2 × 0,13

1 –

0

100

=

1,13

1

= 1,13

4 ×[CH4 %

100 ] + 6 ×[C2H6 %

100 ] + …

m =

Sλ =

diluent%

100

1 –

2

(1 –

inert %

100 )(n +

m

4) –

O2*
100

=

4 × 0,87 + 6 × 0,13

=

= 4,26

1

2

(1 –

0

100) ×(1,13 +

4,26

4 )

= 0,911

Example 3: USA: CH4 = 89 %, C2H6 = 4,5 %, C3H8 = 2,3 %, C6H14 = 0,2 %, O2 = 0.6 %, N2 = 4 %

1 ×[CH4 %

100 ] + 2 ×[C2 %

100] + …

1 –

diluent%

100

n =

=

1 × 0,89 + 2 × 0,045 + 3 × 0,023 + 4 × 0,002

1 –

(0,64 + 4)
100

= 1,11

m =

4 ×[CH4 %

100 ] + 4 ×[C2H4 %

100 ] + 6 ×[C2H6 %

100 ]
100 ] + … + 8 ×[C3H8 %

1 –

diluent%

100

=

=

4 × 0,89 + 4 × 0,045 + 8 × 0,023 + 14 × 0,002

1 –

0,6 + 4

100

= 4,24

Sλ =

2

(1 –

inert %

100 )(n +

m

4) –

O2*
100

=

2

(1 –

4

100) ×(1,11 +

4,24

4 ) –

0,6

100

= 0,96

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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

FFH =

1,877

(1 + 2,577 ∙

GFUEL

GAIRW)

4.3. NOx correction for humidity and temperature

KH,D =

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

with:

A

B

Ta

Ha

=

=

=

=

0,181 GFUEL / GAIRD – 0,0266

– 0,123 GFUEL / GAIRD + 0,00954

temperature of the air, K

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

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

(2) COmass

(3) HCmass

=

=

=

0,001613 ∙ NOx conc ∙ KH,D ∙ GEXHW

0,000982 ∙ COconc ∙ GEXHW

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.

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

(1) NOx mass

(2) COmass

(3) HCmass

=

=

=

0,001587 ∙ NOx conc ∙ KH,D ∙ GTOTW

0,000966 ∙ COconc ∙ GTOTW

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.

(1) Based on C1 equivalent.

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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

(2) COmass

(3) HCmass

=

=

=

where:

0,001587 ∙ NOx conc ∙ KH,D ∙ MTOTW (ethanol fuelled engines)

0,000966 ∙ COconc ∙ MTOTW (ethanol fuelled engines)

0,000794 ∙ HCconc ∙ MTOTW’ (ethanol fuelled engines)

NOx conc, COconc, HCconc (1), NMHCconc = average background corrected concentrations over the cycle from inte-
gration (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 integra-
tion. The following formula must be used.

conc = conce – concd × (1 – (1 / DF))

where:

conc

conce

concd

DF

=

=

=

=

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

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

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

dilution factor

The dilution factor must be calculated as follows:

DF =

FS
CO2,conce + (HCconce + COconce) × 10

–4

where:

CO2,conce

HCconce

COconce

FS

=

=

=

=

concentration of CO2 in the diluted exhaust gas, % vol

concentration of HC in the diluted exhaust gas, ppm C1

concentration of CO in the diluted exhaust gas, ppm

stoichiometric factor

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

(1) Based on C1 equivalent.

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The stoichiometric factor must, for the general fuel composition CHαOßNY, be calculated as follows:

FS = 100 ∙

1

1 +

α

2

+ 3,76 ∙(1 +

α

4

–

β

2) +

γ

2

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

FS (ethanol) = 12,3

4.3.2.

Systems with flow compensation

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

(1) NOx mass

(2) COmass

(3) HCmass

n

= ∑

i = 1

n

= ∑

i = 1

n

= ∑

i = 1

(MTOTW,i ∙ NOx conce,i ∙ 0,001587) – (MTOTW ∙ NOx concd ∙ (1 – 1/DF) ∙ 0,001587)

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

(MTOTW,i ∙ HCconce,i ∙ 0,000479) – (MTOTW ∙ HCconcd ∙ (1 – 1/DF) ∙ 0,000479)

where:

conce

concd

MTOTW,I

MTOTW

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

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

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

= 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:

NOx = NOx mass / Wact

CO = COmass / Wact

HC = HCmass / Wact

where:

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