Corrigendum to Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements ( OJ L 375, 27.12.2006 )
Date: 2007-03-09
Institutions: United Nations Economic Commission for Europe
Subjects: Ecosoc, approval, engine, environmental standard, motor fuel, motor vehicle pollution, technical regulations

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Corrigendum to Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to
engine fuel requirements

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

Regulation No 83 should read as follows:

Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform
provisions concerning the approval of vehicles with regard to the emission of pollutants according to
engine fuel requirements

Incorporating all valid text up to:

Revision 3

Incorporating all valid text up to the 05 series of amendments — Date of entry into force: 29 March 2001

Supplement 1 to the 05 series of amendments — Date of entry into force: 12 September 2001

Supplement 2 to the 05 series of amendments — Date of entry into force: 21 February 2002

Corrigendum 1 to the 05 series of amendments subject of Depositary Notification C.N.111.2002.TREATIES-1
dated 8 February 2002

Corrigendum 2 to the 05 series of amendments subject of Depositary Notification C.N.883.2003.TREATIES-1
dated 2 September 2003

Supplement 3 to the 05 series of amendments — Date of entry into force: 27 February 2004

Supplement 4 to the 05 series of amendments — Date of entry into force: 12 August 2004

Corrigendum 3 to the 05 series of amendments subject of Depositary Notification C.N.1038.2004.TREATIES-1
dated 4 October 2004

Supplement 5 to the 05 series of amendments — Date of entry into force: 4 April 2005

1.

1.1.

1.1.1.

1.1.2.

1.1.3.

1.1.4.

SCOPE

This Regulation applies to (1):

Exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of
crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic
(OBD) systems of motor vehicles equipped with positive-ignition (P.I.) engines which have at
least 4 wheels.

Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD)
systems of vehicles of categories M1 and N1 equipped with compression-ignition (C.I.) engines
which have at least 4 wheels and a maximum mass not exceeding 3 500 kg.

Exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of
crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic
(OBD) systems of hybrid electric vehicles (HEV) equipped with positive-ignition (P.I.) engines
and having at least four wheels.

Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD)
systems of hybrid electric vehicles (HEV) of categories M1 and N1 equipped with compression-
ignition (C.I.) engines, having at least four wheels and a maximum mass not exceeding 3 500 kg.

(1) Vehicle categories as defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), Annex 7 (docu-

ment TRANS/WP.29/78/Rev.1/Amend2).

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1.1.5.

It does not apply to:

— vehicles with a maximum mass of less than 400 kg and to vehicles having a maximum

design speed of less than 50 km/h;

— vehicles whose unladen mass is not more than 400 kg if they are intended for carrying
passengers or 550 kg if they are intended for carrying goods and whose maximum engine
power does not exceed 15 kW.

At the request of the manufacturer, type approval pursuant to this Regulation may be extended
from M1 or N1 vehicles equipped with compression-ignition engines which have already been
typed approved to M2 and N2 vehicles having a reference mass not exceeding 2 840 kg and
meeting the conditions of paragraph 7 (extension of approval).

Vehicles of category N1 equipped with compression-ignition engines or equipped with positive-
ignition engines fuelled with NG or LPG are not subject to this Regulation provided they have
been type-approved pursuant to Regulation No 49 as amended by the last series of amendments.

This Regulation does not apply to vehicles equipped with positive-ignition engines fuelled with
NG or LPG used for driving motor vehicles of M1 category having a maximum mass exceeding
3 500 kg, M2, M3, N2, N3 to which Regulation No 49 is applicable.

1.1.6.

1.1.7.

1.2.

2.

DEFINITIONS

For the purposes of this Regulation:

2.1.

2.1.1.

‘Vehicle type’ means a category of power-driven vehicles that do not differ in such essential
respects as:

the equivalent inertia determined in relation to the reference mass as prescribed in Annex 4,
paragraph 5.1 and

2.1.2.

the engine and vehicle characteristics as defined in Annex 1;

2.2.

2.2.1.

2.3.

2.4.

‘Reference mass’ means the ‘unladen mass’ of the vehicle increased by a uniform figure of 100 kg
for test according to Annexes 4 and 8,

‘Unladen mass’ means the mass of the vehicle in running order without driver, passengers or
load, but with the fuel tank 90 per cent full and the usual set of tools and spare wheel on board,
where applicable;

‘Maximum mass’ means the technically permissible maximum mass declared by the vehicle
manufacturer (this mass may be greater than the maximum mass authorised by the national
administration);

‘Gaseous pollutants’ means the exhaust gas emissions of carbon monoxide, oxides of nitrogen,
expressed in nitrogen dioxide (NO2) equivalent and hydrocarbons assuming ratio of:

— C1H1,85 for petrol,

— C1H1,86 for diesel,

— C1H2,525 for LPG,

— C1H4 for NG.

2.5.

‘Particulate pollutants’ means components of the exhaust gas which are removed from the
diluted exhaust gas at a maximum temperature of 325 K (52 °C) by means of the filters described
in Annex 4;

2.6.

‘Exhaust emissions’ means:

— for positive-ignition (P.I.) engines, emissions of gaseous pollutants;

— for compression-ignition (C.I.) engines, emissions of gaseous and particulate pollutants;

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2.7.

2.7.1.

2.7.2.

2.8.

2.9.

2.10.

‘Evaporative emissions’ means the hydrocarbon vapours lost from the fuel system of a motor
vehicle other than those from exhaust emissions;

‘Tank breathing losses’ are hydrocarbon emissions caused by temperature changes in the fuel tank
(assuming a ratio of C1H2,33).

‘Hot soak losses’ are hydrocarbon emissions arising from the fuel system of a stationary vehicle
after a period of driving (assuming a ratio of C1H2,20);

‘Engine crankcase’ means the spaces in or external to an engine which are connected to the oil
sump by internal or external ducts through which gases and vapour can escape;

‘Cold start device’ means a device that temporarily enriches the air/fuel mixture of the engine
thus assisting the engine to start;

‘Starting aid’ means a device which assists engine start up without enrichment of the air/fuel
mixture of the engine, e.g. glow plug, injection timing change, etc.;

2.11.

‘Engine capacity’ means:

2.11.1.

For reciprocating piston engines, the nominal engine swept volume;

2.11.2.

For rotary piston engines (Wankel), twice the nominal swept volume of a combustion chamber
per piston;

2.12.

2.13.

2.14.

2.15.

2.16.

‘Pollution control devices’ means those components of a vehicle that control and/or limit
exhaust and evaporative emissions.

‘OBD’ means an on-board diagnostic system for emission control, which has the capability of
identifying the likely area of malfunction by means of fault codes stored in computer memory;

‘In-service test’ means the test and evaluation of conformity conducted in accordance with
paragraph 8.2.1 of this Regulation;

‘Properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle
satisfies the criteria for acceptance of a selected vehicle laid down in paragraph 2 of Appendix 3
to this Regulation;

‘Defeat device’ means any element of design which senses temperature, vehicle speed, engine
rotational speed, transmission gear, manifold vacuum or any other parameter for the purpose of
activating, modulating, delaying or deactivating the operation of any part of the emission control
system, that reduces the effectiveness of the emission control system under conditions which may
reasonably be expected to be encountered in normal vehicle operation and use. Such an element
of design may not be considered a defeat device if:

2.16.1.

the need for the device is justified in terms of protecting the engine against damage or accident
and for safe operation of the vehicle, or

2.16.2.

the device does not function beyond the requirements of engine starting, or

2.16.3.

conditions are substantially included in the Type I or Type VI test procedures.

2.17.

‘Family of vehicles’ means a group of vehicle types identified by a parent vehicle for the pur-
pose of Annex 12;

2.18.

‘Fuel requirement by the engine’ means the type of fuel normally used by the engine:

— petrol,

— LPG (liquefied petroleum gas),

— NG (natural gas),

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— either petrol or LPG,

— either petrol or NG,

— diesel fuel;

2.19.

2.19.1.

2.19.2.

2.19.3.

2.20.

‘Approval of a vehicle’ means the approval of a vehicle type with regard to the limitation of the
following conditions (1):

Limitation of exhaust emissions by the vehicle, evaporative emissions, crankcase emissions, dura-
bility of pollution control devices, cold start pollutant emissions and on-board diagnostics of
vehicles fuelled with unleaded petrol, or which can be fuelled with either unleaded petrol and
LPG or NG (Approval B);

Limitation of emissions of gaseous and particulate pollutants, durability of pollution control
devices and on-board diagnostics of vehicles fuelled with diesel fuel (Approval C);

Limitation of emissions of gaseous pollutants by the engine, crankcase emissions, durability of
pollution control devices, cold start emissions and on-board diagnostics of vehicles fuelled with
LPG or NG (Approval D);

‘Periodically regenerating system’ means an anti-pollution device (e.g. catalytic converter, par-
ticulate trap) that requires a periodical regeneration process in less than 4 000 km of normal
vehicle operation. During cycles where regeneration occurs, emission standards can be
exceeded. If a regeneration of an anti-pollution device occurs at least once per Type I test and
that has already regenerated at least once during vehicle preparation cycle, it will be considered
as a continuously regenerating system which does not require a special test procedure. Annex 13
does not apply to continuously regenerating systems.

At the request of the manufacturer, the test procedure specific to periodically regenerating sys-
tems will not apply to a regenerative device if the manufacturer provides data to the type
approval authority that, during cycles where regeneration occurs, emissions remain below the
standards given in paragraph 5.3.1.4. applied for the concerned vehicle category after agree-
ment of the technical service.

2.21.

Hybrid vehicles (HV)

2.21.1.

General definition of hybrid vehicles (HV):

‘Hybrid vehicle (HV)’ means a vehicle with at least two different energy converters and two dif-
ferent energy storage systems (on vehicle) for the purpose of vehicle propulsion.

2.21.2.

Definition of hybrid electric vehicles (HEV):

‘Hybrid electric vehicle (HEV)’ means a vehicle that, for the purpose of mechanical propulsion,
draws energy from both of the following on-vehicle sources of stored energy/power:

— a consumable fuel,

— an electrical energy/power storage device (e.g.: battery, capacitor, flywheel/generator etc.).

2.22.

2.23.

‘Mono-fuel vehicle’ means a vehicle that is designed primarily for permanent running on LPG
or NG, but may also have a petrol system for emergency purposes for starting only, where the
petrol tank does not contain more than 15 litres of petrol;

‘Bi-fuel vehicle’ means a vehicle that can run part-time on petrol and also part-time on either
LPG or NG.

(1) Approval A cancelled. The 05 series of amendments to this Regulation prohibit the use of leaded petrol.

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3.

3.1.

APPLICATION FOR APPROVAL

The application for approval of a vehicle type with regard to exhaust emissions, crankcase
emissions, evaporative emissions and durability of pollution control devices, as well as to its
on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by his
authorized representative.

3.1.1.

Should the application concern an on-board diagnostic (OBD) system, it shall be accompanied by
the additional information required in paragraph 4.2.11.2.7 of Annex 1, together with:

3.1.1.1.

a declaration by the manufacturer of:

3.1.1.1.1.

in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of
a total number of firing events that would result in emissions exceeding the limits given in para-
graph 3.3.2 of Annex 11, if that percentage of misfire had been present from the start of a
Type I test as described in paragraph 5.3.1 of Annex 4;

3.1.1.1.2.

in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of
a total number of firing events that could lead to an exhaust catalyst, or catalysts, overheating
prior to causing irreversible damage;

3.1.1.2.

detailed written information fully describing the functional operation characteristics of the OBD
system, including a listing of all relevant parts of the vehicle’s emission control system, i.e. sen-
sors, actuators and components, that are monitored by the OBD system;

3.1.1.3.

a description of the malfunction indicator (MI) used by the OBD system to signal the presence
of a fault to a driver of the vehicle;

copies of other type approvals with the relevant data to enable extensions of approvals;

3.1.1.4.

if applicable, the particulars of the vehicle family as referred to in Annex 11, Appendix 2.

3.1.2.

3.2.

3.2.1.

3.3.

4.

4.1.

4.2.

For the tests described in paragraph 3. of Annex 11, a vehicle representative of the vehicle type
or vehicle family fitted with the OBD system to be approved shall be submitted to the technical
service responsible for the type approval test. If the technical service determines that the sub-
mitted vehicle does not fully represent the vehicle type or vehicle family described in Annex 11,
Appendix 2, an alternative and if necessary an additional vehicle shall be submitted for test in
accordance with paragraph 3 of Annex 11.

A model of the information document relating to exhaust emissions, evaporative emissions,
durability and the on-board diagnostic (OBD) system is given in Annex 1. The information
mentioned under paragraph 4.2.11.2.7.6 of Annex 1 is to be included in Appendix 1 ‘OBD —
RELATED INFORMATION’ to the type-approval communication given in Annex 2.

Where appropriate, copies of other type approvals with the relevant data to enable extensions
of approvals and establishment of deterioration factors shall be submitted.

For the tests described in paragraph 5. of this Regulation a vehicle representative of the vehicle
type to be approved shall be submitted to the technical service responsible for the approval
tests.

APPROVAL

If the vehicle type submitted for approval following this amendment meets the requirements of
paragraph 5. below, approval of that vehicle type shall be granted.

An approval number shall be assigned to each type approved.

Its first two digits shall indicate the series of amendments according to which the approval was
granted. The same Contracting Party shall not assign the same number to another vehicle type.

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4.3.

4.3.1.

4.4.

4.4.1.

4.4.2.

4.4.3.

4.5.

4.6.

4.7.

4.8.

Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this
Regulation shall be communicated to the Parties to the Agreement which apply this Regulation
by means of a form conforming to the model in Annex 2 to this Regulation.

In the event of amendment to the present text, for example, if new limit values are prescribed,
the Parties to the Agreement shall be informed which vehicle types already approved comply
with the new provisions.

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

a circle surrounding the letter ‘E’ followed by the distinguishing number of the country that has
granted approval (1);

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

However, the approval mark shall contain an additional character after the letter ‘R’, the pur-
pose 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 for the Type I test
detailed in Row A of the table in paragraph 5.3.1.4.1 of this Regulation, the letter ‘R’ will be
followed by the roman number ‘I’. For those approvals issued to indicate compliance with the
limits for the Type I test detailed in Row B in the table to paragraph 5.3.1.4.1 of this Regula-
tion, the letter ‘R’ will be followed by the roman number ‘II’.

If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed
to the Agreement, in the country which has granted approval under this Regulation, the sym-
bol prescribed in paragraph 4.4.1 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 in the country which has granted approval under this Regulation shall be placed
in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

The approval mark shall be clearly legible and be indelible.

The approval mark shall be placed close to or on the vehicle data plate.

Annex 3 to this Regulation gives examples of arrangements of the approval mark.

5.

SPECIFICATIONS AND TESTS

Note:

As an alternative to the requirements of this paragraph, vehicle manufacturers whose world-
wide annual production is less than 10 000 units may obtain approval on the basis of the cor-
responding technical requirements specified in: the California Code of Regulations, Title 13,
Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996 and later model-
year vehicles, 1968.1, 1976 and 1975, applicable to 1995 and later model year light-duty
vehicles (California Code of Regulations is published by Barclays Publishing).

(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 Lux-
embourg, 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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5.1.

General

5.1.1.

5.1.2.

The components liable to affect the emission of pollutants shall be so designed, constructed
and assembled as to enable the vehicle, in normal use, despite the vibration to which they may
be subjected, to comply with the provisions of this Regulation.

The technical measures taken by the manufacturer shall be such as to ensure that in conformity
with the provisions of this Regulation, exhaust gas and evaporative emissions are effectively
limited throughout the normal life of the vehicle and under normal conditions of use. This will
include the security of those hoses and their joints and connections, used within the emission
control systems, which shall be so constructed as to conform with the original design intent. For
exhaust emissions, these provisions are deemed to be met if the provisions of paragraphs 5.3.1.4
and 8.2.3.1 respectively are complied with. For evaporative emissions, these conditions are
deemed to be met if the provisions of paragraphs 5.3.1.4 and 8.2.3.1 respectively are complied
with.

5.1.2.1.

The use of a defeat device is prohibited.

5.1.3.

Inlet orifices of petrol tanks

5.1.3.1.

Subject to paragraph 5.1.3.2, the inlet orifice of the petrol tank shall be so designed as to pre-
vent the tank from being filled from a petrol pump delivery nozzle which has an external diam-
eter of 23,6 mm or greater.

5.1.3.2.

Paragraph 5.1.3.1 shall not apply to a vehicle in respect of which both of the following conditions
are satisfied, i.e.:

5.1.3.2.1.

the vehicle is so designed and constructed that no device designed to control the emission of
gaseous pollutants shall be adversely affected by leaded petrol, and;

5.1.3.2.2.

the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol,
specified in ISO 2575:1982, in a position immediately visible to a person filling the petrol tank.
Additional markings are permitted.

5.1.4.

Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a
missing fuel filler cap.

This may be achieved by using one of the following:

5.1.4.1.

an automatically opening and closing, non-removable fuel filler cap,

5.1.4.2.

design features which avoid excess evaporative emissions in the case of a missing fuel filler cap,

5.1.4.3.

any other provision which has the same effect. Examples may include, but are not limited to, a
tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as
for the vehicle’s ignition. In this case, the key shall be removable from the filler cap only in the
locked condition.

5.1.5.

Provisions for electronic system security

5.1.5.1.

Any vehicle with an emission control computer shall include features to deter modification,
except as authorised by the manufacturer. The manufacturer shall authorise modifications if
these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair
of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant
to tampering and afford a level of protection at least as good as the provisions in ISO DIS
15031-7, dated October 1998 (SAE J2 186 dated October 1996), provided that the security
exchange is conducted using the protocols and diagnostic connector as prescribed in para-
graph 6.5 of Annex II, Appendix 1. Any removable calibration memory chips shall be potted,
encased in a sealed container or protected by electronic algorithms and shall not be changeable
without the use of specialised tools and procedures.

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5.1.5.2.

5.1.5.3.

5.1.5.4.

5.1.5.5.

5.1.6.

Computer-coded engine operating parameters shall not be changeable without the use of spe-
cialised tools and procedures (e. g. soldered or potted computer components or sealed (or sol-
dered) computer enclosures).

In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufac-
turers shall take adequate steps to protect the maximum fuel delivery setting from tampering
while a vehicle is in service.

Manufacturers may apply to the approval authority for an exemption to one of these require-
ments for those vehicles which are unlikely to require protection. The criteria that the approval
authority will evaluate in considering an exemption will include, but are not limited to, the cur-
rent availability of performance chips, the high-performance capability of the vehicle and the
projected sales volume of the vehicle.

Manufacturers using programmable computer code systems (e.g. Electrical Erasable Program-
mable Read-Only Memory, EEPROM) shall deter unauthorised reprogramming. Manufacturers
shall include enhanced tamper protection strategies and write protect features requiring elec-
tronic access to an off-site computer maintained by the manufacturer. Methods giving an
adequate level of tamper protection will be approved by the authority.

It shall be possible to inspect the vehicle for roadworthiness test in order to determine its per-
formance in relation to the data collected in accordance with paragraph 5.3.7 of this Regula-
tion. If this inspection requires a special procedure, this shall be detailed in the service manual
(or equivalent media). This special procedure shall not require the use of special equipment other
than that provided with the vehicle.

5.2.

Test procedure

Table 1 illustrates the various possibilities for type approval of a vehicle.

5.2.1.

Positive ignition engine-powered vehicles and hybrid electric vehicles equipped with a positive-
ignition engine shall be subject to the following tests:

— Type I (verifying the average exhaust emissions after a cold start)

— Type II (carbon monoxide emission at idling speed)

— Type III (emission of crankcase gases)

— Type IV (evaporation emissions)

— Type V (durability of anti-pollution devices)

— Type VI (verifying the average low ambient temperature carbon monoxide and hydrocar-

bon exhaust emissions after a cold start

— OBD-test.

5.2.2.

Positive ignition engine-powered vehicle and hybrid electric vehicles equipped with positive-
ignition engine fuelled with LPG or NG (mono or bi-fuel) shall be subjected to the following
tests (according to Table 1):

— Type I (verifying the average exhaust emissions after a cold start)

— Type II (carbon monoxide emissions at idling speed)

— Type III (emission of crankcase gases)

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— Type IV (evaporative emissions), where applicable

— Type V (durability of anti-pollution devices)

— Type VI (verifying the average low ambient temperature carbon monoxide and hydrocar-

bon exhaust emissions after a cold start), where applicable

— OBD test, where applicable.

5.2.3.

Compression ignition engine-powered vehicles and hybrid electric vehicles equipped with a com-
pression ignition engine shall be subject to the following tests:

— Type I (verifying the average exhaust emissions after a cold start)

— Type V (durability of anti-pollution control devices)

— and, where applicable, OBD test.

Table 1

Different routes for type approval and extensions

Type-approval test

Positive-ignition engined vehicles of categories M and N

petrol fuelled vehicle

bi-fuel vehicle

mono-fuel vehicle

Compression-ignition
engined vehicles of
categories M1 and N1

Type I

Type II

Type III

Type IV

Type V

Type VI

Yes
(maximum mass
≤ 3,5 t)

Yes

Yes

Yes
(maximum mass
≤ 3,5 t)

Yes
(maximum mass
≤ 3,5 t)

Yes
(maximum mass
≤ 3,5 t)

Yes (test with both
fuel types)
(maximum mass
≤ 3,5 t)

Yes

(test with both fuel
types)

Yes
(test only with
petrol)

Yes
(test only with
petrol)
(maximum mass
≤ 3,5 t)

Yes
(test only with
petrol)
(maximum mass
≤ 3,5 t)

Yes
(maximum mass
≤ 3,5 t)
(test only with
petrol)

Yes
(maximum mass
≤ 3,5 t)

Yes
(maximum mass
≤ 3,5 t)

Yes

Yes

—

—

—

—

Yes
(maximum mass
≤ 3,5 t)

Yes
(maximum mass
≤ 3,5 t)

—

—

Extension

Paragraph 7

Paragraph 7

Paragraph 7

On-board diag-
nostics

Yes, in accordance
with para-
graph 11.1.5.1.1
or 11.1.5.3

Yes, in accordance
with para-
graph 11.1.5.1.2
or 11.1.5.3

Yes, in accordance
with para-
graph 11.1.5.1.2
or 11.1.5.3

Paragraph 7;
M2 and N2 with a
reference mass
≤ 2 840 kg

Yes, in accordance
with para-
graph 11.1.5.2.1
or 11.1.5.2.2
or 11.1.5.2.3
or 11.1.5.3

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5.3.

Description of tests

5.3.1.

Type I test (Simulating the average exhaust emissions after a cold start).

5.3.1.1.

Figure 1 illustrates the routes for Type I test. This test shall be carried out on all vehicles referred
to in paragraph 1, having a maximum mass not exceeding 3,5 tonnes.

5.3.1.2.

The vehicle is placed on a chassis dynamometer equipped with a means of load and inertia
simulation.

5.3.1.2.1.

A test lasting a total of 19 minutes and 40 seconds, made up of two parts, One and Two, is
performed without interruption. An unsampled period of not more than 20 seconds may, with
the agreement of the manufacturer, be introduced between the end of Part One and the beginning
of Part Two in order to facilitate adjustment of the test equipment.

5.3.1.2.1.1. Vehicles that are fuelled with LPG or NG shall be tested in the Type I test for variation in the
composition of LPG or NG, as set out in Annex 12. Vehicles that can be fuelled either with
petrol or LPG or NG shall be tested on both the fuels, tests on LPG or NG being performed for
variation in the composition of LPG or NG, as set out in Annex 12.

5.3.1.2.1.2. Notwithstanding the requirement of paragraph 5.3.1.2.1.1, vehicles that can be fuelled with
either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or
starting only and which the petrol tank cannot contain more than 15 litres of petrol will be
regarded for the test Type I as vehicles that can only run on a gaseous fuel.

5.3.1.2.2.

Part One of the test is made up of four elementary urban cycles. Each elementary urban cycle
comprises fifteen phases (idling, acceleration, steady speed, deceleration, etc.).

5.3.1.2.3.

Part Two of the test is made up of one extra-urban cycle. The extra-urban cycle comprises 13
phases (idling, acceleration, steady speed, deceleration, etc.).

5.3.1.2.4.

During the test, the exhaust gases are diluted and a proportional sample collected in one or
more bags. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following
the procedure described below, and the total volume of the diluted exhaust is measured. Not
only the carbon monoxide, hydrocarbon and nitrogen oxide emissions but also the particulate
pollutant emissions from vehicles equipped with compression-ignition engines are recorded.

5.3.1.3.

The test is carried out using the procedure described in Annex 4. The methods used to collect
and analyse the gases and to remove and weigh the particulates shall be as prescribed.

5.3.1.4.

Subject to the requirements of paragraph 5.3.1.5 the test shall be repeated three times. The results
are multiplied by the appropriate deterioration factors obtained from paragraph 5.3.6 and, in the
case of periodically regenerating systems as defined in paragraph 2.20, also must be multiplied
by the factors Ki obtained from Annex 13. The resulting masses of gaseous emissions and, in the
case of vehicles equipped with compression-ignition engines, the mass of particulates obtained in
each test shall be less than the limits shown in the table below:

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Limit Values

Reference mass
(RW)
(kg)

Mass of
carbon monoxide
(CO)

Mass of hydrocar-
bons
(HC)

Mass of oxides of
nitrogen
(NOx)

Combined mass of
hydrocarbons and
oxides of nitrogen
(HC + NOx)

Mass of
particu-
lates (1)
(PM)

L1
(g/km)

L2
(g/km)

L3
(g/km)

L2 + L3
(g/km)

L4
(g/km)

Category

Class

Petrol

Diesel

Petrol

Diesel

Petrol

Diesel

Petrol

Diesel

Diesel

M (2)

N1 (3)

M (2)

N1 (3)

A(2000)

B(2005)

—

I

II

III

—

I

II

All

RW ≤ 1 305

1 305 < RW
≤ 1 760

2,3

2,3

0,64

0,64

0,20

0,20

4,17

0,80

0,25

1 760 < RW 5,22

0,95

0,50

0,50

0,29

0,10

0,10

1,0

1,0

1,81

0,63

0,13

All

RW ≤ 1 305

1 305 < RW
≤ 1 760

III

1 760 < RW 2,27

0,74

0,16

(1) For compression-ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2 500 kg.
(3) And those category M vehicles which are specified in note 2.

—

—

—

—

—

—

—

—

0,15

0,15

0,50

0,50

0,18

0,65

0,21

0,08

0,08

0,78

0,25

0,25

0,10

0,33

0,11

0,39

—

—

—

—

—

—

—

—

0,56

0,56

0,05

0,05

0,72

0,07

0,86

0,10

0,30

0,025

0,30

0,025

0,39

0,04

0,46

0,06

5.3.1.4.1.

Notwithstanding the requirements of paragraph 5.3.1.4, for each pollutant or combination of
pollutants, one of the three resulting masses obtained may exceed, by not more than 10 per
cent, the limit prescribed, provided the arithmetical mean of the three results is below the pre-
scribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is imma-
terial whether this occurs in the same test or in different tests.

5.3.1.4.2. When the tests are performed with gaseous fuels, the resulting mass of gaseous emissions shall

be less than the limits for petrol-engined vehicles in the above table.

5.3.1.5.

The number of tests prescribed in paragraph 5.3.1.4 is reduced in the conditions hereinafter
defined, where V1 is the result of the first test and V2 the result of the second test for each pollutant
or for the combined emission of two pollutants subject to limitation.

5.3.1.5.1.

Only one test is performed if the result obtained for each pollutant or for the combined emis-
sion of two pollutants subject to limitation, is less than or equal to 0,70 L (i.e. V1 ≤ 0,70 L).

5.3.1.5.2.

If the requirement of paragraph 5.3.1.5.1 is not satisfied, only two tests are performed if, for
each pollutant or for the combined emission of two pollutants subject to limitation, the follow-
ing requirements are met:

V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L

5.3.2.

Type II test (Carbon monoxide emission test at idling speed)

5.3.2.1.

This test is carried out on all vehicles powered by positive-ignition engines having maximum mass
exceeding 3,5 tonnes.

5.3.2.1.1.

Vehicles that can be fuelled either with petrol or with LPG or NG shall be tested in the test
Type II on both fuels.

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Figure 1

Flow chart for Type I type approval

(see paragraph 5.3.1)

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5.3.2.1.2.

5.3.2.2.

Notwithstanding the requirement of paragraph 5.3.2.1.1, vehicles that can be fuelled with either
petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or start-
ing only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded
for the test Type II as vehicles that can only run on a gaseous fuel.

When tested in accordance with Annex 5, the carbon monoxide content by volume of the
exhaust gases emitted with the engine idling shall not exceed 3,5 per cent at the setting speci-
fied by the manufacturer and shall not exceed 4,5 per cent within the range of adjustments
specified in that annex.

5.3.3.

Type III test (verifying emissions of crankcase gases)

5.3.3.1.

This test shall be carried out on all vehicles referred to in paragraph 1. except those having
compression-ignition engines.

5.3.3.1.1.

Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type
III test on petrol only.

5.3.3.1.2.

Notwithstanding the requirement of paragraph 5.3.3.1.1, vehicles that can be fuelled with either
petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or start-
ing only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded
for the test Type III as vehicles that can only run on a gaseous fuel.

5.3.3.2.

When tested in accordance with Annex 6, the engine’s crankcase ventilation system shall not
permit the emission of any of the crankcase gases into the atmosphere.

5.3.4.

Type IV test (Determination of evaporative emissions)

5.3.4.1.

This test shall be carried out on all vehicles referred to in paragraph 1. except those vehicles having
a compression-ignition engine, vehicles fuelled with LPG or NG and those vehicles with a
maximum mass greater than 3 500 kg.

5.3.4.1.1.

Vehicles that can be fuelled either with petrol or with LPG or with NG should be tested in the
Type IV test on petrol only.

5.3.4.2.

When tested in accordance with Annex 7, evaporative emissions shall be less than 2 g/test.

5.3.5.

Type VI test (Verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust
emissions after a cold start)

5.3.5.1.

This test shall be carried out on all M1 and N1 Class I vehicles equipped with a positive-ignition
engine, except vehicles designed to carry more than six occupants and vehicles whose maximum
mass exceeds 2 500 kg.

5.3.5.1.1.

The vehicle is placed on a chassis dynamometer equipped with a means of load an inertia
simulation.

5.3.5.1.2.

5.3.5.1.3.

The test consists of the four elementary urban driving cycles of Part One of the Type I test. The
Part One test is described in Annex 4, Appendix 1 and illustrated in figures 1/1, 1/2 and 1/3 of
the Appendix. The low ambient temperature test lasting a total of 780 seconds shall be carried
out without interruption and start at engine cranking.

The low ambient temperature test shall be carried out at an ambient test temperature of 266 K
(– 7 °C). Before the test is carried out, the test vehicles shall be conditioned in a uniform man-
ner to ensure that the test results may be reproducible. The conditioning and other test proce-
dures are carried out as described in Annex 8.

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5.3.5.1.4.

During the test, the exhaust gases are diluted and a proportional sample collected. The exhaust
gases of the vehicle tested are diluted, sampled and analysed, following the procedure described
in Annex 8, and the total volume of the diluted exhaust is measured. The diluted exhaust gases
are analysed for carbon monoxide and hydrocarbons.

5.3.5.2.

Subject to the requirements in paragraphs 5.3.5.2.2 and 5.3.5.3 the test shall be performed three
times. The resulting mass of carbon monoxide and hydrocarbon emission shall be less than the
limits shown in the table below:

Test temperature

266 K (– 7 °C)

Carbon monoxide L1
(g/km)

15

Hydrocarbons L2
(g/km)

1,8

5.3.5.2.1.

5.3.5.2.2.

5.3.5.3.

Notwithstanding the requirements of paragraph 5.3.5.2, for each pollutant, not more than one
of the three results obtained may exceed the limit prescribed by not more than 10 per cent,
provided the arithmetical mean value of the three results is below the prescribed limit. Where
the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this
occurs in the same test or in different tests.

The number of tests prescribed in paragraph 5.3.5.2 may, at the request of the manufacturer,
be increased to 10 if the arithmetical mean of the first three results is lower than 110 per cent
of the limit. In this case, the requirement after testing is only that the arithmetical mean of all
10 results shall be less than the limit value.

The number of
paragraphs 5.3.5.3.1 and 5.3.5.3.2.

tests prescribed in paragraph 5.3.5.2 may be reduced according to

5.3.5.3.1.

Only one test is performed if the result obtained for each pollutant of the first test is less than
or equal to 0,70 L.

5.3.5.3.2.

If the requirement of paragraph 5.3.5.3.1. is not satisfied, only two tests are performed if for
each pollutant the result of the first test is less than or equal to 0,85 L and the sum of the first
two results is less than or equal to 1,70 L and the result of the second test is less than or equal
to L.

(V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L)

5.3.6.

Type V test (Durability of anti-pollution devices)

5.3.6.1.

This test shall be carried out on all vehicles referred to in paragraph 1 to which the test specified
in paragraph 5.3.1 applies. The test represents an ageing test of 80 000 kilometres driven in
accordance with the programme described in Annex 9 on a test track, on the road or on a chassis
dynamometer.

5.3.6.1.1.

Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type
V test on petrol only. In that case the deterioration factor found with unleaded petrol will also
be taken for LPG or NG.

5.3.6.2.

Notwithstanding the requirement of paragraph 5.3.6.1, a manufacturer may choose to have the
deterioration factors
from the following table used as an alternative to testing to
paragraph 5.3.6.1.

Engine Category

Pollutant

Positive-ignition Engine

Compression-ignition
engine

Deterioration factors

CO

1,2

1,1

HC

1,2

—

NOx

1,2

1

HC + NOx (1)

Particulates

—

1

—

1,2

(1) For compression ignition engined vehicles.

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At the request of the manufacturer, the technical service may carry out the Type I test before
the Type V test has been completed using the deterioration factors in the table above. On
completion of the Type V test, the technical service may then amend the type approval results
recorded in Annex 2 by replacing the deterioration factors in the above table with those mea-
sured in the Type V test.

5.3.6.3.

Deterioration factors are determined using either procedure in paragraph 5.3.6.1 or using the
values in the table in paragraph 5.3.6.2. The factors are used to establish compliance with the
requirements of paragraphs 5.3.1.4 and 8.2.3.1.

5.3.7.

Emission data required for roadworthiness testing

5.3.7.1.

This requirement applies to all vehicles powered by a positive-ignition engine for which type
approval is sought in accordance with this amendment.

5.3.7.2.

When tested in accordance with Annex 5 (Type II test) at normal idling speed:

(a)

the carbon monoxide content by volume of the exhaust gases emitted shall be recorded,

(b)

the engine speed during the test shall be recorded, including any tolerances.

5.3.7.3.

When tested at ‘high idle’ speed (i. e. > 2 000 min–1)

(a)

the carbon monoxide content by volume of the exhaust gases emitted shall be recorded,

(b)

the Lambda value (1) shall be recorded,

(c)

the engine speed during the test shall be recorded, including any tolerances.

5.3.7.4.

The engine oil temperature at the time of the test shall be measured and recorded.

5.3.7.5.

The table in item 17 to Annex 2 shall be completed.

5.3.7.6.

The manufacturer shall confirm the accuracy of the Lambda value recorded at the time of type
approval in paragraph 5.3.7.3 as being representative of typical production vehicles within
24 months of the date of the granting of type approval by the competent authority. An assess-
ment shall be made based on surveys and studies of production vehicles.

(1) The Lambda value shall be calculated using the simplified Brettschneider equation as follows:

[CO2] +

λ =

[CO]
2

+ [O2] +(
(1 +

Hcv
4

–

Hcv
4

∙

3,5

3,5 +

[CO]
[CO2]

–

Ocv

2 ) ∙ ([CO2] + [CO])

Ocv

2 ) ∙ ([CO2] + [CO] + K1 ∙ [HC])

where:

[ ]

K1

Hcv

=

=

=

Ocv

=

Concentration in per cent volume

Conversion factor for NDIR measurement to FID measurement (provided by manufacturer of measuring
equipment)

Atomic ratio of hydrogen to carbon
— for petrol 1,73
— for LPG 2,53
— for NG 4,0

Atomic ratio of oxygen to carbon
— for petrol 0,02
— for LPG 0,0
— for NG 0,0

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5.3.8.

OBD — test

This test shall be carried out on all vehicles referred to in paragraph 1. The test procedure
described in Annex 11, paragraph 3. shall be followed.

6.

6.1.

MODIFICATIONS OF THE VEHICLE TYPE

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

6.1.1.

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

6.1.2.

require a further test report from the technical service responsible for conducting the tests.

6.2.

6.3.

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the
procedure specified in paragraph 4.3 above to the Parties to the Agreement which apply this
Regulation.

The competent authority issuing the extension of approval shall assign a series number to the
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 Annex 2 to this Regulation.

7.

EXTENSION OF APPROVAL

In the case of modifications of the type approval pursuant to this Regulation, the following
special provisions shall apply, if applicable.

7.1.

Exhaust emission related extensions (Type I, Type II and Type VI tests)

7.1.1.

Vehicle types of different reference masses

7.1.1.1.

7.1.1.2.

Approval granted to a vehicle type may be extended only to vehicle types of a reference mass
requiring the use of the next two higher equivalent inertia categories or any lower equivalent
inertia category.

In the case of vehicles of category N1 and vehicles of category M referred to in note 2 of para-
graph 5.3.1.4, if the reference mass of the vehicle type for which extension of the approval is
requested requires the use of equivalent inertia lower than that used for the vehicle type already
approved, extension of the approval is granted if the masses of the pollutants obtained from
the vehicle already approved are within the limits prescribed for the vehicle for which extension
of the approval is requested.

7.1.2.

Vehicle types with different overall gear ratios

Approval granted to a vehicle type may under the following conditions be extended to vehicle
types which differ from the type approved only in respect of their transmission ratios:

7.1.2.1.

For each of the transmission ratios used in the Type I and Type VI test, it is necessary to deter-
mine the proportion,

E =

|V2 – V1|
V1

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where, at an engine speed of 1 000 min–1, V1 is the speed of the vehicle type approved and V2
is the speed of the vehicle type for which extension of the approval is requested.

7.1.2.2.

If, for each gear ratio, E ≤ 8 per cent, the extension is granted without repeating the Type I and
Type VI tests.

7.1.2.3.

If, for at least one gear ratio, E > 8 per cent and if for each gear ratio E ± 13 per cent the Type
I and Type VI test shall be repeated, but may be performed in a laboratory chosen by the manu-
facturer subject to the approval of the technical service. The report of the tests shall be sent to
the technical service responsible for the type approval tests.

7.1.3.

Vehicle types of different reference masses and different overall transmission ratios

Approval granted to a vehicle type may be extended to vehicle types differing from the approved
type only in respect of their reference mass and their overall transmission ratios, provided that
all the conditions prescribed in paragraphs 7.1.1 and 7.1.2 are fulfilled.

7.1.4.

Note: When a vehicle type has been approved in accordance with paragraphs 7.1.1 to 7.1.3,

such approval may not be extended to other vehicle types.

7.2.

Evaporative emissions (Type IV test)

7.2.1.

Approval granted to a vehicle type equipped with a control system for evaporative emissions may
be extended under the following conditions:

7.2.1.1.

The basic principle of fuel/air metering (e.g. single point injection, carburetor) shall be the same.

7.2.1.2.

The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses shall be iden-
tical. The worst-case family with regard to the cross-paragraph and approximate hose length
shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by the
technical service responsible for the type approval tests. The fuel tank volume shall be within a
range of ± 10 per cent. The setting of the tank relief valve shall be identical.

7.2.1.3.

The method of storage of the fuel vapour shall be identical, i.e. trap form and volume, storage
medium, air cleaner (if used for evaporative emission control), etc.

7.2.1.4.

The carburetor bowl fuel volume shall be within a ± 10 millilitre range.

7.2.1.5.

The method of purging of the stored vapour shall be identical (e.g. air flow, start point or purge
volume over driving cycle).

7.2.1.6.

The method of sealing and venting of the fuel metering system shall be identical.

7.2.2.

Further notes:

(i)

different engine sizes are allowed;

(ii) different engine powers are allowed;

(iii) automatic and manual gearboxes, two and four wheel transmissions are allowed;

(iv) different body styles are allowed:

(v) different wheel and tyre sizes are allowed.

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7.3.

7.3.1.

Durability of anti-pollution devices (Type V test)

Approval granted to a vehicle type may be extended to different vehicle types, provided that the
engine/pollution control system combination is identical to that of the vehicle already approved.
To this end, those vehicle types whose parameters described below are identical or remain within
the limit values prescribed are considered to belong to the same engine/pollution control system
combination.

7.3.1.1.

— Engine:

— number of cylinders,

— engine capacity (± 15 per cent),

— configuration of the cylinder block,

— number of valves,

— fuel system,

— type of cooling system,

— combustion process,

— cylinder bore centre to centre dimensions.

7.3.1.2.

Pollution control system:

Catalytic converters:

— number of catalytic converters and elements,

— size and shape of catalytic converters (volume of monolith ± 10 per cent),

— type of catalytic activity (oxidising, three-way, …),

— precious metal load (identical or higher),

— precious metal ratio (± 15 per cent),

— substrate (structure and material),

— cell density,

— type of casing for the catalytic converter(s),

— location of catalytic converters (position and dimension in the exhaust system, that does
not produce a temperature variation of more than 50 K at the inlet of the catalytic
converter).

This temperature variation shall be checked under stabilised conditions at a speed of 120 km/h
and the load setting of Type I test.

Air injection: with or without type (pulsair, air pumps, …).

Exhaust gas recirculation (EGR): with or without.

7.3.1.3.

Inertia category: the two inertia categories immediately above and any inertia category below.

7.3.1.4.

The durability test may be achieved by using a vehicle, the body style, gear box (automatic
or manual) and size of the wheels or tyres of which are different from those of the vehicle type
for which the type approval is sought.

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7.4.

On-board diagnostics

7.4.1.

Approval granted to a vehicle type with respect to the OBD system may be extended to differ-
ent vehicle types belonging to the same vehicle-OBD family as described in Annex 11, Appen-
dix 2. The engine emission control system shall be identical to that of the vehicle already
approved and comply with the description of the OBD engine family given in Annex 11, Appen-
dix 2, regardless of the following vehicle characteristics:

— engine accessories,

— tyres,

— equivalent inertia,

— cooling system,

— overall gear ratio,

— transmission type,

— type of bodywork.

8.

8.1.

8.2.

CONFORMITY OF PRODUCTION (COP)

Every vehicle bearing an approval mark as prescribed under this Regulation shall conform, with
regard to components affecting the emission of gaseous and particulate pollutants by the engine,
emissions from the crankcase and evaporative emissions, to the vehicle type approved. The con-
formity of production procedures shall comply with those set out in the 1958 Agreement,
Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements.

As a general rule, conformity of production with regard to limitation of emissions from the vehicle
(test Types I, II, III and IV) is checked based on the description given in the communication form
and its annexes.

Conformity of in-service vehicles

With reference to type approvals granted for emissions, these measures shall also be appropri-
ate for confirming the functionality of the emission control devices during the normal useful
life of the vehicles under normal conditions of use (conformity of in-service vehicles properly
maintained and used). For the purpose of this Regulation these measures shall be checked for a
period of up to 5 years of age or 80 000 km, whichever is the sooner, and from 1 January 2005,
for a period of up to five years of age or 100 000 km, whichever is the sooner.

8.2.1.

Audit of in-service conformity by the administrative department is conducted on the basis of any
relevant information that the manufacturer has, under procedures similar to those defined in
Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2).

Figures 4/1 and 4/2, in Appendix 4, illustrate the procedure for in-service conformity checking.

8.2.1.1.

Parameters defining the in-service family

The in-service family may be defined by basic design parameters which must be common to
vehicles within the family. Accordingly, those vehicle types which have in common, or within
the stated tolerances, at least the parameters described below, can be considered as belonging to
the same in-service family:

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— combustion process (2-stroke, 4-stroke, rotary);

— number of cylinders;

— configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The incli-

nation or orientation of the cylinders is not a criteria;

— method of engine fuelling (e.g. indirect or direct injection);

— type of cooling system (air, water, oil);

— method of aspiration (naturally aspirated, pressure charged);

— fuel for which the engine is designed (petrol, diesel, NG, LPG, etc). Bi-fuelled vehicles may

be grouped with dedicated fuel vehicles providing one of the fuels is common;

— type of catalytic converter (three-way catalyst or other(s));

— type of particulate trap (with or without);

— exhaust gas recirculation (with or without);

— engine cylinder capacity of the largest engine within the family minus 30 per cent.

8.2.1.2.

An audit of in-service conformity will be conducted by the administrative department on the basis
of information supplied by the manufacturer. Such information must include, but is not limited
to, the following:

8.2.1.2.1.

The name and address of the manufacturer.

8.2.1.2.2.

The name, address, telephone and fax numbers and e-mail address of his authorised representa-
tive within the areas covered by the manufacturer’s information.

8.2.1.2.3.

The model name(s) of the vehicles included in the manufacturer’s information.

8.2.1.2.4. Where appropriate, the list of vehicle types covered within the manufacturer’s information, i.e.

the in-service family group in accordance with paragraph 8.2.1.1.

8.2.1.2.5.

The vehicle identification number (VIN) codes applicable to these vehicle types within the
in-service family (VIN prefix).

8.2.1.2.6.

The numbers of the type approvals applicable to these vehicle types within the in-service fam-
ily, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works).

8.2.1.2.7.

Details of extensions, field fixes/recalls to those type approvals for the vehicles covered within
the manufacturer’s information (if requested by the administrative department).

8.2.1.2.8.

The period of time over which the manufacturer’s information was collected.

8.2.1.2.9.

The vehicle build period covered within the manufacturer’s information (e.g. ’vehicles manufac-
tured during the 2001 calendar year’).

8.2.1.2.10.

The manufacturer’s in-service conformity checking procedure, including:

8.2.1.2.10.1. Vehicle location method;

8.2.1.2.10.2. Vehicle selection and rejection criteria;

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8.2.1.2.10.3. Test types and procedures used for the programme;

8.2.1.2.10.4. The manufacturer’s acceptance/rejection criteria for the in-service family group;

8.2.1.2.10.5. Geographical area(s) within which the manufacturer has collected information;

8.2.1.2.10.6. Sample size and sampling plan used.

8.2.1.2.11.

The results from the manufacturer’s in-service conformity procedure, including:

8.2.1.2.11.1.

Identification of the vehicles included in the programme (whether tested or not).

The identification will include:

— model name;

— vehicle identification number (VIN);

— vehicle registration number;

— date of manufacture;

— region of use (where known);

— tyres fitted.

8.2.1.2.11.2. The reason(s) for rejecting a vehicle from the sample.

8.2.1.2.11.3. Service history for each vehicle in the sample (including any re-works).

8.2.1.2.11.4. Repair history for each vehicle in the sample (where known).

8.2.1.2.11.5. Test data, including:

— date of test;

— location of test;

— distance indicated on vehicle odometer;

— test fuel specifications (e.g. test reference fuel or market fuel);

— test conditions (temperature, humidity, dynamometer inertia weight);

— dynamometer settings (e.g. power setting);

— test results (from at least three different vehicles per family).

8.2.1.2.12.

Records of indication from the OBD system.

8.2.2.

The information gathered by the manufacturer must be sufficiently comprehensive to ensure
that in-service performance can be assessed for normal conditions of use as defined in para-
graph 8.2 and in a way representative of the manufacturer’s geographic penetration.

For the purpose of this Regulation, the manufacturer shall not be obliged to carry out an audit
of in-service conformity for a vehicle type if he can demonstrate to the satisfaction of the type-
approval authority that the annual worldwide sales of that vehicle type are less than 10 000 per
annum.

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In the case of vehicles to be sold within the European Union, the manufacturer shall not be
obliged to carry out an audit in-service conformity for a vehicle type if he can demonstrate to
the satisfaction of the type-approval authority that the annual sales of that vehicle type is less
than 5 000 per annum within the European Union.

8.2.3.

If a Type I test is to be carried out and a vehicle type approval has one or several extensions, the
tests will be carried out either on the vehicle described in the initial information package or on
the vehicle described in the information package relating to the relevant extension.

8.2.3.1.

Checking the conformity of the vehicle for a Type I test.

After selection by the authority, the manufacturer shall not undertake any adjustment to the
vehicles selected.

For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined
in Annex 14:

— For OVC vehicles, the measurements of emissions of pollutants shall be carried out with
the vehicle conditioned according to condition B of the Type I test for OVC hybrid vehicles.

— For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under

the same conditions as in the Type I test for NOVC vehicles.

8.2.3.1.1.

Three vehicles are selected at random in the series and are tested as described in paragraph 5.3.1.
The deterioration factors are used in the same way. The limit values are given in paragraph 5.3.1.4.

8.2.3.1.1.1.

In the case of periodically regenerating systems as defined in paragraph 2.20, the results shall
be multiplied by the factors Ki obtained by the procedure specified in Annex 13 at the time
when type approval was granted.

At the request of the manufacturer, testing may be carried out immediately after a regeneration
has been completed.

8.2.3.1.2.

If the authority is satisfied with the production standard deviation given by the manufacturer in
accordance with paragraph 8.2.1 above, the tests are carried out according to Appendix 1.

If the authority is not satisfied with the production standard deviation given by the manufac-
turer in accordance with paragraph 8.2.1 above, the tests are carried out according to
Appendix 2.

8.2.3.1.3.

The production of a series is deemed to conform or not to conform on the basis of a sampling
test of the vehicles once a pass decision is reached for all the pollutants or a fail decision is
reached for one pollutant, according to the test criteria applied in the appropriate Appendix.

When a pass decision has been reached for one pollutant, that decision will not be changed by
any additional tests carried out to reach a decision for the other pollutants.

If no pass decision is reached for all the pollutants and no fail decision is reached for one pol-
lutant, a test is carried out on another vehicle (see Figure 2 below).

8.2.3.2.

Notwithstanding the requirements of paragraph 3.1.1 of Annex 4, the tests will be carried out on
vehicles coming straight off the production line.

8.2.3.2.1.

However, at the request of the manufacturer, the tests may be carried out on vehicles which
have completed:

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— a maximum of 3 000 km for vehicles equipped with a positive-ignition engine,

— a maximum of 15 000 km for vehicles equipped with a compression-ignition engine.

In both these cases, the running-in procedure will be conducted by the manufacturer, who shall
undertake not to make any adjustments to these vehicles.

Figure 2

8.2.3.2.2.

If the manufacturer wishes to run-in the vehicles, (‘x’ km, where x ≤ 3 000 km for vehicles
equipped with a positive-ignition engine and x ≤ 15 000 km for vehicles equipped with a
compression-ignition engine), the procedure will be as follows:

(a)

the pollutant emissions (Type I) will be measured at zero and at ‘x’ km on the first tested
vehicle,

(b)

the evolution coefficient of the emissions between zero and ‘x’ km will be calculated for
each of the pollutants:

Emissions ‘x’ km/Emissions zero km

This may be less than 1,

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(c)

the other vehicles will not be run-in, but their zero km emissions will be multiplied by the
evolution coefficient.

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

(i)

the values at ’x’ km for the first vehicle,

(ii)

the values at zero km multiplied by the evolution coefficient for the other vehicles.

8.2.3.2.3.

All these tests may be conducted with commercial fuel. However, at the manufacturer’s request,
the reference fuels described in Annex 10 may be used.

(i)

If a Type III test is to be carried out, it shall be conducted on all vehicles selected for the
Type I COP test. The conditions laid down in paragraph 5.3.3.2 shall be complied with. For
hybrid electric vehicles (HEV), the tests shall be carried out under the conditions deter-
mined in Annex 14, paragraph 5.

(ii)

If a Type IV test is to be carried out, it shall be conducted in accordance with paragraph 7
of Annex 7.

When tested in accordance with Annex 7, the average evaporative emissions for all production
vehicles of the type approved shall be less than the limit value in paragraph 5.3.4.2.

For routine end-of-production-line testing, the holder of the approval may demonstrate compli-
ance by sampling vehicles which meet the requirements in paragraph 7 of Annex 7.

8.2.4.

8.2.5.

8.2.6.

On-board diagnostics (OBD)

If a verification of the performance of the OBD system is to be carried out, it shall be con-
ducted in accordance with the following:

8.2.6.1.

When the approval authority determines that the quality of production seems unsatisfactory a
vehicle is randomly taken from the series and subjected to the tests described in Annex 11,
Appendix 1.

8.2.6.2.

8.2.6.3.

For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined
in Annex 14, paragraph 9.

The production is deemed to conform if this vehicle meets the requirements of the tests described
in Annex 11, Appendix 1.

If the vehicle taken from the series does not satisfy the requirements of paragraph 8.2.6.1, a
further random sample of four vehicles shall be taken from the series and subjected to the tests
described in Annex 11, Appendix 1. The tests may be carried out on vehicles which have been
run in for no more than 15 000 km.

8.2.6.4.

The production is deemed to conform if at least 3 vehicles meet the requirements of the tests
described in Annex 11, Appendix 1.

8.2.7.

On the basis of the audit referred to in paragraph 8.2.1, the administrative department must either:

— decide that the in-service conformity of a vehicle type or a vehicle in-service family is sat-

isfactory and not take any further action;

— decide that the data provided by the manufacturer is insufficient to reach a decision and

request additional information or test data from the manufacturer,

or

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— decide that the in-service conformity of a vehicle type, or vehicle type(s) that is/are part of
an in-service family, is unsatisfactory and proceed to have such vehicle type(s) tested in
accordance with Appendix 3.

In the case that the manufacturer has been permitted to not carry out an audit for a particular
vehicle type in accordance with paragraph 8.2.2, the administrative department may proceed to
have such vehicle types tested in accordance with Appendix 3.

Where Type I tests are considered necessary to check the conformity of emission control devices
with the requirements for their performance while in service, such tests shall be carried out
using a test procedure meeting the statistical criteria defined in Appendix 4.

The type approval authority, in co-operation with the manufacturer, shall select a sample of
vehicles with sufficient mileage whose use under normal conditions can be reasonably assured.
The manufacturer shall be consulted on the choice of the vehicles in the sample and be allowed
to attend the confirmatory checks of the vehicles.

The manufacturer is authorised, under the supervision of the type approval authority, to carry out
checks, even of a destructive nature, on those vehicles with emission levels in excess of the limit
values with a view to establishing possible causes of deterioration which cannot be attributed to
the manufacturer himself (e.g. use of leaded petrol before the test date). Where the results of the
checks confirm such causes, those test results are excluded from the conformity check.

8.2.7.1.

8.2.7.2.

8.2.7.3.

8.2.7.3.1.

The test results shall also be excluded from the conformity check of vehicles within the sample:

(i)

that been issued an approval certificate indicating compliance with the emission limits of
category A in paragraph 5.3.1.4 of the 05 series of amendments to Regulation provided
that those vehicles have been regularly operated on fuel having a sulphur level exceeding
150 mg/kg (petrol fuel) or 350 mg/kg (diesel fuel),

or

(ii)

that have been issued with an approval certificate indicating compliance with the emission
limits of category B in paragraph 5.3.1.4 of the 05 series of amendments to Regulation
provided that those vehicles have been regularly operated on petrol or diesel fuel having a
sulphur level exceeding 50 mg/kg.

8.2.7.4.

Where the type approval authority is not satisfied with the results of the tests in accordance
with the criteria defined in Appendix 4, the remedial measures referred to in Appendix 2 of the
1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2) are extended to vehicles in service
belonging to the same vehicle type which are likely to be affected with the same defects in accor-
dance with paragraph 6. of Appendix 3.

The plan of remedial measures presented by the manufacturer shall be approved by the type
approval authority. The manufacturer is responsible for the execution of the remedial plan as
approved.

The type approval authority shall notify its decision to all Parties to the Agreement within 30
days. The Parties to the Agreement may require the same plan of remedial measures be applied
to all vehicles of the same type registered in their territory.

8.2.7.5.

If a Party to the Agreement has established that a vehicle type does not conform to the appli-
cable requirements of Appendix 3, it shall notify without delay the Party to the Agreement
which granted the original type approval in accordance with the requirements of the Agreement.

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Then, subject to the provision of the Agreement, the competent authority of the Party to the
Agreement which granted the original type approval shall inform the manufacturer that a vehicle
type fails to satisfy the requirements of these provisions and that certain measures are expected
of the manufacturer. The manufacturer shall submit to the authority, within two months after
this notification, a plan of measures to overcome the defects, the substance of which should
correspond to the requirements of paragraphs 6.1 to 6.8 of Appendix 3. The competent author-
ity which granted the original type approval shall, within two months, consult the manufac-
turer in order to secure agreement on a plan of measures and on carrying out the plan. If the
competent authority which granted the original type approval establishes that no agreement
can be reached, the relevant procedures to the Agreement shall be initiated.

9.

9.1.

9.2.

PENALTIES FOR NON-CONFORMITY OF PRODUCTION

The approval granted in respect of a vehicle type pursuant to this amendment, may be with-
drawn if the requirements laid down in paragraph 8.1 above are not complied with or if the
vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8.2 above.

If a Party to the Agreement which applies this Regulation withdraws an approval it has previ-
ously granted, it shall forthwith so notify the other Contracting Parties applying this Regula-
tion, by means of a communication form conforming to the model
in Annex 2 to this
Regulation.

10.

PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle 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 Par-
ties to the 1958 Agreement applying this Regulation by means of copies of the communication
form conforming to the model in Annex 2 to this Regulation.

11.

TRANSITIONAL PROVISIONS

11.1.

General

11.1.1.

As from the official date of entry into force of the 05 series of amendments, no Contracting
Party applying this Regulation shall refuse to grant approval under this Regulation as amended
by the 05 series of amendments.

11.1.2.

New type approvals

11.1.2.1.

Subject to the provisions of paragraphs 11.1.4, 11.1.5 and 11.1.6, Contracting Parties applying
this Regulation shall grant approvals only if the vehicle type to be approved meets the require-
ments of this Regulation as amended by the 05 series of amendments.

For vehicles of category M or vehicles of category N1 these requirements shall apply from the
date of entry into force of the 05 series of amendments.

Vehicles shall satisfy the limits for the Type I test detailed in either Row A or Row B of the table
in paragraph 5.3.1.4 of this Regulation.

11.1.2.2.

Subject to the provisions of paragraphs 11.1.4, 11.1.5, 11.1.6 and 11.1.7, Contracting Parties
applying this Regulation shall grant approvals only if the vehicle type to be approved meets the
requirements of this Regulation as amended by the 05 series of amendments.

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For vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles
of category N1 (Class I) these requirements shall apply from 1 January 2005.

For vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of cat-
egory N1 (Classes II or III) these requirements shall apply from 1 January 2006.

Vehicles shall satisfy the limits for the Type I test detailed in Row B of the table in para-
graph 5.3.1.4 of this Regulation.

11.1.3.

Limit of validity of existing type approvals

11.1.3.1.

11.1.3.2.

Subject to the provisions of paragraphs 11.1.4, 11.1.5 and 11.1.6, approvals granted to this
Regulation, as amended by the 04 series of amendments, shall cease to be valid from the date
of entry into force of the 05 series of amendments for vehicles of category M having a maxi-
mum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) and on 1 Janu-
ary 2002 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles
of category N1 (Classes II or III), unless the Contracting Party which granted the approval noti-
fies the other Contracting Parties applying this Regulation that the vehicle type approved meets
the requirements of this Regulation as required by paragraph 11.1.2.1 above.

Subject to the provisions of paragraphs 11.1.4, 11.1.5, 11.1.6 and 11.1.7, approvals granted to
this Regulation, as amended by the 05 series of amendments and to the limit values of Row A
of the table in paragraph 5.3.1.4 of this Regulation, shall cease to be valid on 1 January 2006
for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles
of category N1 (Class I) and on 1 January 2007 for vehicles of category M having a maximum
mass greater than 2 500 kg or vehicles of category N1 (Classes II or III), unless the Contracting
Party which granted the approval notifies the other Contracting Parties applying this Regulation
that the vehicle type approved meets the requirements of this Regulation as required by para-
graph 11.1.2.2 above.

11.1.4.

Special provisions

11.1.4.1.

Until 1 January 2003, vehicles of category M1, fitted with compression-ignition engines and
having a maximum mass greater than 2 000 kg, which:

(i)

are designed to carry more than six occupants (including the driver),

or

(ii) are off-road vehicles as defined in Annex 7 of the Consolidated Resolution on the Construc-

tion of Vehicles (R.E.3) (1)

shall be considered, for the purposes of paragraphs 11.1.3.1 and 11.1.3.2 as vehicles in cat-
egory N1.

In the case of vehicles equipped with direct-injection compression-ignition engines and designed
to carry more than six occupants (including the driver), approvals granted in accordance with
the provision of paragraph 5.3.1.4.1 of this Regulation, as amended by the 04 series of amend-
ments, shall continue to be valid until 1 January 2002.

Type approval and conformity of production verification provisions, as specified in this Regu-
lation as amended by the 04 series of amendments, remain applicable until the dates referred to
in paragraphs 11.1.2.1 and 11.1.3.1.

As from 1 January 2002, the Type VI test defined in Annex 8 is applicable to new types of
vehicle of category M1 and of category N1 Class 1 and which are equipped with a positive-
ignition engine. This requirement shall not apply to such vehicles equipped to carry more than
six occupants (including the driver) or to vehicles whose maximum mass exceeds 2 500 kg.

11.1.4.2.

11.1.4.3.

11.1.4.4.

(1) Document TRANS/WP.29/78/REV.1/Amend.2.

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11.1.5.

On-board diagnostic (OBD) system

11.1.5.1.

Vehicles equipped with positive ignition engines

11.1.5.1.1.

Vehicles of category M1 and N1 fuelled with petrol shall be equipped with on-board diagnostic
systems, as specified in paragraph 3.1 to Annex 11 of this Regulation, on the dates shown in
paragraph 11.1.2.

11.1.5.1.2.

Vehicles of category M1, other than vehicles whose maximum mass exceeds 2 500 kg, and N1
class I, running permanently or part-time on either LPG or NG fuel shall be equipped with
on-board diagnostic system from 1 October 2004 for new types and from 1 July 2005 for all
types.

Vehicles of category M1 whose maximum mass exceeds 2 500 kg and N1 classes II and III, run-
ning permanently or part-time on either LPG or NG fuel shall be equipped with on-board diag-
nostic system from 1 January 2006 for new types and from 1 January 2007 for all types.

11.1.5.2.

Vehicles equipped with compression-ignition engines

11.1.5.2.1.

Vehicles of category M1, other than vehicles designed to carry more than six occupants (includ-
ing the driver) or vehicles whose maximum mass exceeds 2 500 kg, shall be equipped with
on-board diagnostic system from 1 October 2004 for new types and from 1 July 2005 for all
types.

11.1.5.2.2.

Vehicles of category M1 not covered by paragraph 11.1.5.2.1, except vehicles whose maximum
mass exceeds 2 500 kg, and vehicles of category N1 class I, shall be equipped with on-board
diagnostic system from 1 January 2005 for new types and from 1 January 2006 for all types.

11.1.5.2.3.

Vehicles of category N1, classes II and III, and vehicles of category M1 whose maximum mass
exceeds 2 500 kg, shall be equipped with on-board diagnostic system from 1 January 2006 for
new types and from 1 January 2007 for all vehicles.

11.1.5.2.4. Where compression-ignition engined vehicles entering into service prior to the dates given in
the paragraphs above are fitted with on-board diagnostic systems the provisions of para-
graphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1, are applicable.

11.1.5.3.

Hybrid electric vehicles (HEV) shall comply with the requirements for on-board diagnostic systems
as follows:

11.1.5.3.1. Hybrid electric vehicles (HEV) equipped with positive-ignition engines, hybrid electric vehicles
(HEV) of category M1 equipped with compression-ignition engines and whose maximum mass
does not exceed 2 500 kg, and hybrid electric vehicles (HEV) of category N1 (Class I) equipped
with compression ignition engines, from 1 January 2005 for new types and from 1 Janu-
ary 2006 for all types.

11.1.5.3.2. Hybrid electric vehicles (HEV) of category N1 (Classes II and III), equipped with compression-
ignition engines, and hybrid electric vehicles (HEV) of category M1 equipped with compression-
ignition engines and whose maximum mass exceeds 2 500 kg, from 1 January 2006 for new
types and from 1 January 2007 for all types.

11.1.5.4.

Vehicles of other categories or vehicles of category M1 or N1 not cover by the above may be
equipped with an on-board diagnostic system. In this case, they shall comply with the OBD
provisions laid down in paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1.

11.1.6.

Approvals to the Regulation as amended by the 04 series of amendments

11.1.6.1.

By exception to the requirements of paragraphs 11.1.2 and 11.1.3 Contracting Parties may con-
tinue to approve vehicles and may continue to recognise the validity of existing approvals that
indicate compliance with:

(i)

the requirements of paragraph 5.3.1.4.1 of the 04 series of amendments to this Regulation
provided that the vehicles are intended for export to, or for first use in, countries where the
use of unleaded petrol is not widely available,

and

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(ii)

the requirements of paragraph 5.3.1.4.2 of the 04 series of amendments to this Regulation
provided that the vehicles are intended for export to, or for first use in, countries where
unleaded petrol having a maximum sulphur level of 50 mg/kg or less is not widely available,

and

(iii) the requirements of paragraph 5.3.1.4.3 of the 04 series of amendments to this Regulation
provided that the vehicles are intended for export to, or for first use in, countries where
diesel fuel having a maximum sulphur level of 350 mg/kg or less is not widely available.

11.1.6.2.

By way of derogation to the obligations of Contracting Parties to this Regulation, approvals
granted to this Regulation, as amended by the 04 series of amendments, shall cease to be valid
in the European Community from:

(i) 1 January 2001 for vehicles of category M having a maximum mass less than or equal

to 2 500 kg or vehicles of category N1 (Class I),

and on

(ii) 1 January 2002 for vehicles of category M having a maximum mass greater than 2 500 kg

or vehicles of category N1 (Classes II or III),

unless the Contracting Party which granted the approval notifies the other Contracting Parties
applying this Regulation that the vehicle type approved meets the requirements of this Regula-
tion as required by paragraph 11.1.2.1 above.

11.1.7.

Approvals to Regulation as amended by 05 series of amendments

11.1.7.1.

By exception to the requirements of paragraphs 11.1.2.2 and 11.1.3.2 Contracting Parties may
continue to approve vehicles and may continue to recognize the validity of approvals granted
to vehicles to the requirements of paragraph 5.3.1.4 (concerning category A emissions) of the
05 series of amendments to this Regulation provided that the vehicles are intended for export
to, or for first use in, countries where unleaded petrol or diesel fuels having maximum sulphur
levels of 50 mg/kg or less are not widely available.

11.1.7.2.

By way of derogation to the obligations of Contracting Parties to this Regulation, approvals
granted indicating compliance with the emission limits of category A in paragraph 5.3.1.4 of
the 05 series of amendments to this Regulation, shall cease to be valid in the European Com-
munity from:

(i) 1 January 2006 for vehicles of category M having a maximum mass less than or equal

to 2 500 kg or vehicles of category N1 (Class I),

and on

(ii) 1 January 2007 for vehicles of category M having a maximum mass greater than 2 500 kg

or vehicles of category N1 (Class II or III),

unless the Contracting Party which has granted the approval notifies other Contracting Parties
applying this Regulation that the vehicle type approved meets the requirements of this Regula-
tion as required by paragraph 11.1.2.2 above.

12.

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

The Parties to the 1958 Agreement which apply this Regulation shall communicate to the United
Nations Secretariat the names and addresses of the technical services responsible for conducting
approval tests and of the administrative departments which grant approval and to which forms
certifying approval or extension or refusal or withdrawal of approval, issued in other countries,
are to be sent.

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Appendix 1

PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS IF THE
PRODUCTION STANDARD DEVIATION GIVEN BY THE MANUFACTURER IS SATISFACTORY

1.

This Appendix describes the procedure to be used to verify the production conformity for the Type I
test when the manufacturer’s production standard deviation is satisfactory.

2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing
a test with 40 per cent of the production defective is 0,95 (producer’s risk = 5 per cent) while the
probability of a lot being accepted with 65 per cent of the production defective is 0,1 (consumer’s risk
= 10 per cent).

3.

For each of the pollutants given in paragraph 5.3.1.4. of this Regulation, the following procedure is
used (see Figure 2 of this Regulation).

Taking:

— L = the natural logarithm of the limit value for the pollutant,

— xi = the natural logarithm of the measurement for the i-th vehicle of the sample,
— s = an estimate of the production standard deviation (after taking the natural logarithm of the

measurements),

— n = the current sample number.

4.

Compute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined
as:

n

1
s ∑

i = 1

(L – xi)

5.

Then:

5.1.

If the test statistic is greater than the pass decision number for the sample size given in Table (1/1 below),
the pollutant is passed,

If the test statistic is less than the fail decision number for the sample size given in Table (1/1 below),
the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the
sample with a sample size one unit greater.

Table 1/1

Cumulative number of tested vehicles
(current sample size)

Pass decision threshold

Fail decision threshold

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

– 4,79

– 4,856

– 4,922

– 4,988

– 5,054

– 5,12

– 5,185

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Cumulative number of tested vehicles
(current sample size)

Pass decision threshold

Fail decision threshold

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

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Appendix 2

PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS IF THE
PRODUCTION STANDARD DEVIATION GIVEN BY THE MANUFACTURER IS EITHER NOT
SATISFACTORY OR NOT AVAILABLE

1. This Appendix describes the procedure to be used to verify the production conformity requirements for
the Type I test when the manufacturer’s evidence of production standard deviation is either not satisfac-
tory or not available.

2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a
test with 40 per cent of the production defective is 0,95 (producer’s risk = 5 per cent) while the probabil-
ity of a lot being accepted with 65 per cent of the production defective is 0,1 (consumer’s risk = 10 per
cent).

3. The measurements of the pollutants given in paragraph 5.3.1.4 of this Regulation are considered to be
log normally distributed and shall first be transformed by taking their natural logarithms. Let m0 and m
denote the minimum and maximum sample sizes respectively (m0 = 3 and m = 32) and let n denote the
current sample number.

4.

If the natural logarithms of the measurements in the series are x1, x2 …, xi and L is the natural logarithm
of the limit value for the pollutant, then define:

d1 = x1 – L

dn =

n

1
n∑

i = 1

di

and

2 =
Vn

2

(di – dn)

n

1
n∑

i = 1

5. Table 1/2 shows values of the pass (An) and fail (Bn) decision numbers against current sample num-
ber. The test statistic is the ratio dn/Vn and shall be used to determine whether the series has passed or
failed as follows:

For m0 ≤ n ≤ m

(i)

Pass the series if

(ii) Fail the series if

dn
Vn

dn
Vn

≤ An

≥ Bn

(iii) Take another measurement if An <

dn
Vn

< Bn

6. Remarks

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

n

1

1

dn

n)dn–1 +
dn =(1 –
n – 1 ]2
2 +[dn – dn
n)Vn–1
2 =(1 –
(n = 2, 3, …; d1 = d1; V1 = 0)

Vn

1

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Table 1/2

Minimum sample size = 3

Sample size
(n)

Pass decision threshold
(An)

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

Fail decision threshold
(Bn)

16,64743

7,68627

4,67136

3,25573

2,45431

1,94369

1,59105

1,33295

1,13566

0,97970

0,85307

0,74801

0,65928

0,58321

0,51718

0,45922

0,40788

0,36203

0,32078

0,28343

0,24943

0,21831

0,18970

0,16328

0,13880

0,11603

0,09480

0,07493

0,05629

0,03876

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Appendix 3

IN-SERVICE CONFORMITY CHECK

1.

INTRODUCTION

This Appendix sets out the criteria referred to in paragraph 8.2.7 of this Regulation regarding the
selection of vehicles for testing and the procedures for the in-service conformity control.

2.

SELECTION CRITERIA

2.1.

2.2.

2.3.

2.4.

The criteria for acceptance of a selected vehicle are defined in paragraphs 2.1 to 2.8 of this Appen-
dix. Information is collected by vehicle examination and an interview with the owner/driver.

The vehicle shall belong to a vehicle type that is type approved under this Regulation and covered by
a certificate of conformity in accordance with the 1958 Agreement. It shall be registered and used in
a country of the Contracting Parties.

The vehicle shall have been in service for at least 15 000 km or 6 months, whichever is the later,
and for no more than 80 000 km or 5 years, whichever is the sooner.

There shall be a maintenance record to show that the vehicle has been properly maintained, e.g. has
been serviced in accordance with the manufacturer’s recommendations.

The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling, or other mis-
use), or other factors (e.g. tampering) that could affect emission performance. In the case of vehicles
fitted with an OBD system, the fault code and mileage information stored in the computer is taken
into account. A vehicle shall not be selected for testing if the information stored in the computer
shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was
not carried out.

2.5.

There shall have been no unauthorised major repair to the engine or major repair of the vehicle.

2.6.

The lead content and sulphur content of a fuel sample from the vehicle tank shall meet applicable
standards and there shall be no evidence of misfuelling. Checks may be done in the exhaust, etc.

2.7.

There shall be no indication of any problem that might jeopardise the safety of laboratory personnel.

2.8.

All anti-pollution system components on the vehicle shall be in conformity with the applicable type
approval.

3.

DIAGNOSIS AND MAINTENANCE

Diagnosis and any normal maintenance necessary shall be performed on vehicles accepted for test-
ing, prior to measuring exhaust emissions, in accordance with the procedure laid down in para-
graphs 3.1 to 3.7 below.

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3.1.

3.2.

The following checks shall be carried out: checks on air filter, all drive belts, all fluid levels, radiator
cap, all vacuum hoses and electrical wiring related to the anti-pollution system for integrity; checks
on ignition, fuel metering and anti-pollution device components for maladjustments and/or tamper-
ing. All discrepancies shall be recorded.

The OBD system shall be checked for proper functioning. Any malfunction indications in the OBD
memory shall be recorded and the requisite repairs shall be carried out. If the OBD malfunction indi-
cator registers a malfunction during a preconditioning cycle, the fault may be identified and
repaired. The test may be re-run and the results of that repaired vehicle used.

3.3.

The ignition system shall be checked and defective components replaced, for example spark plugs,
cables, etc.

3.4.

The compression shall be checked. If the result is unsatisfactory the vehicle is rejected.

3.5.

The engine parameters shall be checked to the manufacturer’s specifications and adjusted if necessary.

3.6.

3.7.

3.8.

If the vehicle is within 800 km of a scheduled maintenance service, that service shall be performed
according to the manufacturer’s instructions. Regardless of odometer reading, the oil and air filter
may be changed at the request of the manufacturer.

Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test reference
fuel, unless the manufacturer accepts the use of market fuel.

In the case of vehicles equipped with periodically regenerating systems as defined in paragraph 2.20,
it shall be established that the vehicle is not approaching a regeneration period. (The manufacturer must
be given the opportunity to confirm this.)

3.8.1.

If this is the case, the vehicle must be driven until the end of the regeneration. If a regeneration
occurs during emissions measurement, then a further test must be carried out to ensure that regen-
eration has been completed. A complete new test shall then be performed, and the first and second
test results not taken into account.

3.8.2. As an alternative to paragraph 3.8.1, if the vehicle is approaching a regeneration the manufacturer
may request that a specific conditioning cycle is used to ensure that regeneration (e.g. this may
involve high speed, high load driving).

The manufacturer may request that testing may be carried out immediately after regeneration or after
the conditioning cycle specified by the manufacturer and normal test preconditioning.

4.

IN-SERVICE TESTING

4.1. When a check on vehicles is deemed necessary, emission tests in accordance with Annex 4 to this
Regulation are performed on pre-conditioned vehicles selected in accordance with the requirements
of paragraphs 2 and 3 of this Appendix.

4.2.

4.3.

Vehicles equipped with an OBD system may be checked for proper in-service functionality of the
malfunction indication, etc., in relation to levels of emissions (e.g. the malfunction indication limits
defined in Annex 11 to this Regulation) for the type approved specifications.

The OBD system may be checked, for example, for levels of emissions above the applicable limit
values with no malfunction indication, systematic erroneous activation of the malfunction indication
and identified faulty or deteriorated components in the OBD system.

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4.4.

If a component or system operates in a manner not covered by the particulars in the type approval
certificate and/or information package for such vehicle types and such deviation has not been autho-
rised under the 1958 Agreement, with no malfunction indication by the OBD, the component or
system shall not be replaced prior to emission testing, unless it is determined that the component or
system has been tampered with or abused in such a manner that the OBD does not detect the result-
ing malfunction.

5.

EVALUATION OF RESULTS

5.1.

The test results are submitted to the evaluation procedure in accordance with Appendix 4.

5.2.

Test results shall not be multiplied by deterioration factors.

5.3.

In the case of periodically regenerating systems as defined in paragraph 2.20, the results shall be
multiplied by the factors Ki obtained at the time when type approval was granted.

6.

PLAN OF REMEDIAL MEASURES

6.1. When more than one vehicle is found to be an outlying emitter that either,

— meets the conditions of paragraph 3.2.3 of Appendix 4 and where both the administrative depart-

ment and the manufacturer agree that the excess emission is due to the same cause,

or

— meets the conditions of paragraph 3.2.4 of Appendix 4 where the administrative department

has determined that the excess emission is due to the same cause,

the administrative department must request the manufacturer to submit a plan of remedial measures
to remedy the non-compliance.

The plan of remedial measures shall be filed with the type approval authority not later than 60 work-
ing days from the date of the notification referred to in paragraph 6.1 above. The type approval
authority shall within 30 working days declare its approval or disapproval of the plan of remedial
measures. However, where the manufacturer can demonstrate, to the satisfaction of the competent
type approval authority, that further time is required to investigate the non-compliance in order to
submit a plan of remedial measures, an extension is granted.

The remedial measures shall apply to all vehicles likely to be affected by the same defect. The need to
amend the type approval documents shall be assessed.

The manufacturer shall provide a copy of all communications related to the plan of remedial mea-
sures, and shall also maintain a record of the recall campaign, and supply regular status reports to
the type approval authority.

6.2.

6.3.

6.4.

6.5.

The plan of remedial measures shall include the requirements specified in paragraphs 6.5.1 to 6.5.11.
The manufacturer shall assign a unique identifying name or number to the plan of remedial measures.

6.5.1. A description of each vehicle type included in the plan of remedial measures.

6.5.2. A description of the specific modifications, alterations, repairs, corrections, adjustments, or other
changes to be made to bring the vehicles into conformity including a brief summary of the data and
technical studies which support the manufacturer’s decision as to the particular measures to be taken
to correct the non-conformity.

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6.5.3. A description of the method by which the manufacturer informs the vehicle owners.

6.5.4. A description of the proper maintenance or use, if any, which the manufacturer stipulates as a con-
dition of eligibility for repair under the plan of remedial measures, and an explanation of the manu-
facturer’s reasons for imposing any such condition. No maintenance or use conditions may be
imposed unless it is demonstrably related to the non-conformity and the remedial measures.

6.5.5. A description of the procedure to be followed by vehicle owners to obtain correction of the non-
conformity. This shall include a date after which the remedial measures may be taken, the estimated
time for the workshop to perform the repairs and where they can be done. The repair shall be done
expediently, within a reasonable time after delivery of the vehicle.

6.5.6. A copy of the information transmitted to the vehicle owner.

6.5.7. A brief description of the system which the manufacturer uses to assure an adequate supply of com-
ponent or systems for fulfilling the remedial action. It shall be indicated when there will be an adequate
supply of components or systems to initiate the campaign.

6.5.8. A copy of all instructions to be sent to those persons who are to perform the repair.

6.5.9. A description of the impact of the proposed remedial measures on the emissions, fuel consumption,
derivability, and safety of each vehicle type, covered by the plan of remedial measures with data,
technical studies, etc. which support these conclusions.

6.5.10. Any other information, reports or data the type approval authority may reasonably determine is nec-

essary to evaluate the plan of remedial measures.

6.5.11. Where the plan of remedial measures includes a recall, a description of the method for recording the
repair shall be submitted to the type approval authority. If a label is used, an example of it shall be
submitted.

6.6.

6.7.

6.8.

The manufacturer may be required to conduct reasonably designed and necessary tests on compo-
nents and vehicles incorporating a proposed change, repair, or modification to demonstrate the effec-
tiveness of the change, repair, or modification.

The manufacturer is responsible for keeping a record of every vehicle recalled and repaired and the
workshop which performed the repair. The type approval authority shall have access to the record
on request for a period of 5 years from the implementation of the plan of remedial measures.

The repair and/or modification or addition of new equipment shall be recorded in a certificate sup-
plied by the manufacturer to the vehicle owner.

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Appendix 4

STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY TESTING

1.

2.

This Appendix describes the procedure to be used to verify the in-service conformity requirements
for the Type I test.

Two different procedures are to be followed:

(i) One dealing with vehicles identified in the sample, due to an emission-related defect, causing

outliers in the results (paragraph 3 below).

(ii) The other deals with the total sample (paragraph 4 below).

3.

PROCEDURE TO BE FOLLOWED WITH OUTLYING EMITTERS IN THE SAMPLE (1)

3.1.

3.2.

3.2.1.

3.2.2.

With a minimum sample size of three and a maximum sample size as determined by the proce-
dure of paragraph 4, a vehicle is taken at random from the sample and the emissions of the regu-
lated pollutants are measured to determine if it is an outlying emitter.

A vehicle is said to be an outlying emitter when the conditions given in either paragraph 3.2.1 or
paragraph 3.2.2 are met.

In the case of a vehicle that has been type-approved according to the limit values given in row A
of the table in paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable limit value
for any regulated pollutant is exceeded by a factor of 1,2.

In the case of a vehicle that has been type-approved according to the limit values given in row B
of the table in paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable limit value
for any regulated pollutant is exceeded by a factor of 1,5.

3.2.3.

In the specific case of a vehicle with a measured emission for any regulated pollutant within the
‘intermediate zone’ (2).

3.2.3.1.

If the vehicle meets the conditions of this paragraph, the cause of the excess emission must be
determined and another vehicle is then taken at random from the sample.

3.2.3.2. Where more than one vehicle meets the condition of this paragraph, the administrative department
and the manufacturer must determine if the excess emission from both vehicles is due to the same
cause or not.

3.2.3.2.1.

If the administrative department and the manufacturer both agree that the excess emission is due
to the same cause, the sample is regarded as having failed and the plan of remedial measures out-
lined in paragraph 6 of Appendix 3 applies.

3.2.3.2.2.

If the administrative department and the manufacturer can not agree on either the cause of the
excess emission from an individual vehicle or whether the causes for more than one vehicle are
the same, another vehicle is taken at random from the sample, unless the maximum sample size
has already been reached.

(1) On the basis of actual in-service data to be supplied before 31 December 2003, the requirements of this paragraph
may be reviewed and consider (a) whether the definition of outlying emitter needs to be revised with respect to vehicles
that have been type-approved according to the limit values given in row B of the table in paragraph 5.3.1.4, (b) whether
the procedure for identifying outlying emitters should be amended and (c) whether the procedures for in-service con-
formity testing should be replaced at an appropriate time by a new statistical procedure. If appropriate it will be pro-
posed the necessary amendments.

(2) For any vehicle, the ‘intermediate zone’ is determined as follows: The vehicle shall meet the conditions given in either
paragraph 3.2.1 or paragraph 3.2.1 and, in addition, the measured value for the same regulated pollutant shall be
below a level that is determined from the product of the limit value for the same regulated pollutant given in row A of
the table in paragraph 5.3.1.4 multiplied by a factor of 2,5.

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3.2.3.3. When only one vehicle meeting the conditions of this paragraph has been found, or when more
than one vehicle has been found and the administrative department and the manufacturer agree it
is due to different causes, another vehicle is taken at random from the sample, unless the maxi-
mum sample size has already been reached.

3.2.3.4.

If the maximum sample size is reached and not more than one vehicle meeting the requirements
of this paragraph has been found where the excess emission is due to the same cause, the sample
is regarded as having passed with regard to the requirements of paragraph 3 of this Appendix.

3.2.3.5.

If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample
and that vehicle is taken.

3.2.3.6. Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of

this Appendix is applied to the increased sample.

3.2.4.

In the specific case of a vehicle with a measured emission for any regulated pollutant within the
‘failure zone’ (1).

3.2.4.1.

If the vehicle meets the conditions of this paragraph, the administrative department shall deter-
mine the cause of the excess emission and another vehicle is then taken at random from the
sample.

3.2.4.2. Where more than one vehicle meets the condition of this paragraph, and the administrative depart-
ment determines that the excess emission is due to the same cause, the manufacturer shall be
informed that the sample is regarded as having failed, together with the reasons for that decision,
and the plan of remedial measures outlined in paragraph 6 of Appendix 3 applies.

3.2.4.3. When only one vehicle meeting the conditions of this paragraph has been found, or when more
than one vehicle has been found and the administrative department has determined that it is due
to different causes, another vehicle is taken at random from the sample, unless the maximum
sample size has already been reached.

3.2.4.4.

If the maximum sample size is reached and not more than one vehicle meeting the requirements
of this paragraph has been found where the excess emission is due to the same cause, the sample
is regarded as having passed with regard to the requirements of paragraph 3 of this Appendix.

3.2.4.5.

If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample
and that vehicle is taken.

3.2.4.6. Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of

this Appendix is applied to the increased sample.

3.2.5.

Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at random
from the sample.

4.

4.1.

PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF OUTLYING EMITTERS IN THE
SAMPLE

With a minimum sample size of three the sampling procedure is set so that the probability of a
batch passing a test with 40 per cent of the production defective is 0,95 (producer’s risk = 5 per
cent) while the probability of a batch being accepted with 75 per cent of the production defective
is 0,15 (consumer’s risk = 15 per cent).

(1) For any vehicle, the ‘failure zone’ is determined as follows. The measured value for any regulated pollutant exceeds a level that is deter-
mined from the product of the limit value for the same regulated pollutant given in row A of the table in paragraph 5.3.1.4. multiplied
by a factor of 2,5.

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4.2.

For each of the pollutants given in the table of paragraph 5.3.1.4 of this Regulation, the following
procedure is used (see Figure 4/2 below).

where:

— L = the limit value for the pollutant,

— xi = the value of the measurement for the i-th vehicle of the sample,
— n = the current sample number.

4.3.

The test statistic quantifying the number of non-conforming vehicles, i.e. xi > L, is computed for
the sample.

4.4.

Then:

(i)

If the test statistic does not exceed the pass decision number for the sample size given in the
following table, a pass decision is reached for the pollutant,

(ii)

If the test statistic equals or exceeds the fail decision number for the sample size given in the
following table, a fail decision is reached for the pollutant,

(iii) Otherwise, an additional vehicle is tested and the procedure is applied to the sample with one

extra unit.

In the following table the pass and fail decision numbers are computed in accordance with the
International Standard ISO 8422:1991.

A sample is regarded as having passed the test when it has passed both the requirements of para-
graphs 3 and 4 of this appendix.

Table 4/1

Table for acceptance/rejection sampling plan by attributes

Cumulative sample size (n)

Pass decision number

Fail decision number

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

0

1

1

2

2

3

4

4

5

5

6

6

7

8

8

9

9

11

—

—

5

6

6

7

8

8

9

9

10

11

11

12

12

13

13

12

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Figure 4/1

In-service conformity checking — audit procedure

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Figure 4/2

In-service conformity testing — selection and test of vehicles

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ANNEX 1

ENGINE AND VEHICLE CHARACTERISTICS AND INFORMATION CONCERNING THE
CONDUCT OF TESTS

The following information, when applicable, shall be supplied in triplicate.

If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be presented in A4 format
or folded to that format. In the case of microprocessor-controlled functions, appropriate operating information shall be
supplied.

1.

1.1.

1.2.

1.3.

GENERAL

Make (name of undertaking):

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

Type and commercial description (mention any variants):

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

Means of identification of type, if marked on the vehicle: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.3.1.

Location of that mark: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.

1.5.

1.6.

2.

2.1.

2.2.

3.

3.1.

3.2.

4.

4.1.

Category of vehicle:

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

Name and address of manufacturer:

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

Name and address of manufacturer’s authorized representative where appropriate:

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

GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE

Photographs and/or drawings of a representative vehicle: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Powered axles (number, position, interconnection):

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

MASSES (kilograms) (refer to drawing where applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mass of the vehicle with bodywork in running order, or mass of the chassis with cab if the manufac-
. . . . . . . . . . . .
turer does not fit the bodywork (including coolant, oils, fuel, tools, spare wheel and driver):

Technically permissible maximum laden mass as stated by the manufacturer:

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

DESCRIPTION OF ENERGY CONVERTERS

Engine Manufacturer:

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

4.1.1.

Manufacturer’s engine code (as marked on the engine, or other

means of identification): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.

Internal combustion engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1.

Specific engine information:

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

4.2.1.1.

Working principle: positive-ignition/compression-ignition, four-stroke/two-stroke (1)

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4.2.1.2.

Number, arrangement and firing order of cylinders:

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

4.2.1.2.1.

Bore (2):

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

4.2.1.2.2.

Stroke (2):

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

4.2.1.3.

Engine capacity (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cm3

4.2.1.4.

Volumetric compression ratio (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1.5.

Drawings of combustion chamber and piston crown:

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

4.2.1.6.

Normal engine idling speed (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1.7.

High idle engine speed (4):

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

4.2.1.8.

Carbon monoxide content by volume in the exhaust gas with the engine idling (according to the manu-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . per cent
facturer’s specifications) (4)

4.2.1.9.

Maximum net power (4):

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kW at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

4.2.2.

4.2.3.

Fuel: diesel/petrol/LPG/NG (1)

Research octane number (RON):

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

4.2.4.

Fuel feed

4.2.4.1.

By carburettor(s): yes/no (1)

4.2.4.1.1.

Make(s):

4.2.4.1.2.

Type(s):

4.2.4.1.3.

Number fitted:

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

4.2.4.1.4.

Adjustments (4):

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

4.2.4.1.4.1.

Jets:

4.2.4.1.4.2.

Venturis:

4.2.4.1.4.3.

Float-chamber level: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.1.4.4.

Mass of float:

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

4.2.4.1.4.5.

Float needle: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.1.5.

Cold start system: manual/automatic (1)

4.2.4.1.5.1.

Operating principle: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.1.5.2.

Operating limits/settings (1) (4):. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.2.

By fuel injection (compression-ignition only): yes/no (1)

4.2.4.2.1.

System description:

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

4.2.4.2.2.

Working principle: direct-injection/pre-chamber/swirl chamber (1)

9.3.2007

EN

Official Journal of the European Union

L 70/215

4.2.4.2.3.

Injection pump

4.2.4.2.3.1.

Make(s):

4.2.4.2.3.2.

Type(s):

4.2.4.2.3.3.

Maximum fuel delivery (1) (4):
or characteristic diagram:

. . . . . . . . . . mm3/stroke or cycle at a pump speed of (1) (4):

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

4.2.4.2.3.4.

Injection timing (4):

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

4.2.4.2.3.5.

Injection advance curve (4):

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

4.2.4.2.3.6.

Calibration procedure: test bench/engine (1)

4.2.4.2.4.

Governor

4.2.4.2.4.1.

Type:

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

4.2.4.2.4.2.

Cut-off point:

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

4.2.4.2.4.2.1.

Cut-off point under load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min–1

4.2.4.2.4.2.2.

Cut-off point without load:

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

4.2.4.2.4.3.

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

4.2.4.2.5.

Injector(s):

4.2.4.2.5.1.

Make(s):

4.2.4.2.5.2.

Type(s):

4.2.4.2.5.3.

Opening pressure (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa or characteristic diagram: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.2.6.

Cold start system

4.2.4.2.6.1.

Make(s):

4.2.4.2.6.2.

Type(s):

4.2.4.2.6.3.

Description:

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

4.2.4.2.7.

Auxiliary starting aid

4.2.4.2.7.1.

Make(s):

4.2.4.2.7.2.

Type(s):

4.2.4.2.7.3.

Description:

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

4.2.4.3.

By fuel injection (positive-ignition only): yes/no (1)

4.2.4.3.1.

System description:

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

L 70/216

EN

Official Journal of the European Union

9.3.2007

4.2.4.3.2.

Working principle: intake manifold (single/multi-point)/direct injection/other (specify)

Control unit — type (or No):

Fuel regulator — type:

Air-flow sensor — type:

Fuel distributor — type:

Pressure regulator — type:

Micro-switch — type:

Idle adjusting screw — type:

Throttle housing — type:

Water temperature sensor — type:

Air temperature sensor — type:

Air temperature switch — type:







information to be given in the case of continuous injec-
tion; in the case of other systems, equivalent details

Electromagnetic interference protection. Description and/or drawing (1): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

4.2.4.3.3.

Make(s):

4.2.4.3.4.

Type(s):

4.2.4.3.5.

Injectors: Opening pressure (1) (4):

. . . . . . . . . . . . . . . . . . . . . . kPa or characteristic diagram:

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

4.2.4.3.6.

Injection timing: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.3.7.

Cold start system:

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

4.2.4.3.7.1.

Operating principle(s):

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

4.2.4.3.7.2.

Operating limits/settings (1) (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.4.

Feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.4.4.1.

Pressure (1) (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kPa or characteristic diagram: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.

Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.1.

Make(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.2.

Type(s):

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

4.2.5.3.

Working principle:

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

4.2.5.4.

Ignition advance curve (4):

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

4.2.5.5.

Static ignition timing (4):

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . degrees before TDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.6.

Contact-point gap (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.7.

Dwell-angle (4):

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

4.2.5.8.

Spark plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.8.1.

Make:

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

4.2.5.8.2.

Type:

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

9.3.2007

EN

Official Journal of the European Union

L 70/217

4.2.5.8.3.

Spark plug gap setting:

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

4.2.5.9.

Ignition coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.9.1.

Make:

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

4.2.5.9.2.

Type:

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

4.2.5.10.

Ignition condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.5.10.1.

Make:

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

4.2.5.10.2.

Type:

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

4.2.6.

4.2.7.

Cooling system: liquid/air (1)

Intake system: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.7.1.

Pressure charger: yes/no (1)

4.2.7.1.1.

Make(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.7.1.2.

Type(s):

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

4.2.7.1.3.

Description of the system (maximum charge pressure:

. . . . . . . . . . . . . . . . . . kPa, waste-gate)

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

4.2.7.2.

Inter-cooler: yes/no (1)

4.2.7.3.

Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
air intakes, etc.):

4.2.7.3.1.

Intake manifold description (drawings and/or photographs):

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

4.2.7.3.2.

Air filter, drawings:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ., or

4.2.7.3.2.1.

Make(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.7.3.2.2.

Type(s):

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

4.2.7.3.3.

Intake silencer, drawings:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ., or

4.2.7.3.3.1.

Make(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.7.3.3.2.

Type(s):

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

4.2.8.

Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.8.1.

Description and drawings of the exhaust system: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.9.

Valve timing or equivalent data:

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

4.2.9.1.

Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution sys-
tems, in relation to dead centres: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.9.2.

Reference and/or setting ranges (1) (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.10.

Lubricant used:

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

4.2.10.1.

Make:

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

4.2.10.2.

Type:

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

L 70/218

EN

Official Journal of the European Union

9.3.2007

4.2.11.

Measures taken against air pollution: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.1.

Device for recycling crankcase gases (description and drawings):

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

4.2.11.2.

Additional pollution control devices (if any, and if not covered by another heading:

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

4.2.11.2.1.

Catalytic converter: yes/no (1)

4.2.11.2.1.1.

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

4.2.11.2.1.2.

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

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

4.2.11.2.1.3.

Type of catalytic action:

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

4.2.11.2.1.4.

Total charge of precious metal:

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

4.2.11.2.1.5.

Relative concentration:

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

4.2.11.2.1.6.

Substrate (structure and material):

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

4.2.11.2.1.7.

Cell density:

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

4.2.11.2.1.8.

Type of casing for catalytic converter(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.1.9.

Positioning of the catalytic converter(s) (place and reference distances in the exhaust system):

. . . . . . . . . . .

4.2.11.2.1.10.

Regeneration systems/method of exhaust after-treatment systems, description:

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

4.2.11.2.1.10.1. The number of Type I operating cycles, or equivalent engine test bench cycles, between two cycles where
regenerative phases occur under the conditions equivalent to Type I test (Distance ‘D’ in figure 1 in
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Annex 13):

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

4.2.11.2.1.10.2. Description of method employed to determine the number of cycles between two cycles where regen-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

erative phases occur:

4.2.11.2.1.10.3.

Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pres-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
sure etc.):

4.2.11.2.1.10.4. Description of method used to load system in the test procedure described in paragraph 3.1, Annex 13:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.1.11.

Oxygen sensor: type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.1.11.1.

Location of oxygen sensor:

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

4.2.11.2.1.11.2. Control range of oxygen sensor (4): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.2.

Air injection: yes/no (1)

4.2.11.2.2.1.

Type (pulse air, air pump, …):

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

4.2.11.2.3.

Exhaust gas recirculation (EGR): yes/no (1)

4.2.11.2.3.1.

Characteristics (flow, …): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.4.

Evaporative emission control system. Complete detailed description of the devices and their state of
tune:

Drawing of the evaporative control system: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drawing of the carbon canister: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drawing of the fuel tank with indication of capacity and material:

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

9.3.2007

EN

Official Journal of the European Union

L 70/219

4.2.11.2.5.

Particulate trap: yes/no (1)

4.2.11.2.5.1.

Dimensions and shape of the particulate trap (capacity):

4.2.11.2.5.2.

Type of particulate trap and design:

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

4.2.11.2.5.3.

Location of the particulate trap (reference distances in the exhaust system):

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

4.2.11.2.5.4.

Regeneration system/method. Description and drawing:

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

4.2.11.2.5.4.1.

The number of Type I operating cycles, or equivalent engine test bench cycle, between two cycles where
regeneration phases occur under the conditions equivalent to Type I test (Distance ‘D’ in figure 1 in
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Annex 13):

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

4.2.11.2.5.4.2.

Description of method employed to determine the number of cycles between two cycles where regen-
erative phases occur: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.5.4.3.

Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pres-
sure, etc.): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.5.4.4.

Description of method used to load system in the test procedure described in paragraph 3.1, Annex 13:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.6.

Other systems (description and working principle):

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

4.2.11.2.7.

On-board-diagnostic (OBD) system

4.2.11.2.7.1.

Written description and/or drawing of the malfunction indicator (MI):

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

4.2.11.2.7.2.

List and purpose of all components monitored by the OBD system:

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

4.2.11.2.7.3.

Written description (general working principles) for:

4.2.11.2.7.3.1.

Positive-ignition engines

4.2.11.2.7.3.1.1. Catalyst monitoring:

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

4.2.11.2.7.3.1.2. Misfire detection:

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

4.2.11.2.7.3.1.3. Oxygen sensor monitoring: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.7.3.1.4. Other components monitored by the OBD system:

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

4.2.11.2.7.3.2.

Compression-ignition engines

4.2.11.2.7.3.2.1. Catalyst monitoring:

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

4.2.11.2.7.3.2.2. Particulate trap monitoring: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.11.2.7.3.2.3. Electronic fuelling system monitoring:

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

4.2.11.2.7.3.2.4. Other components monitored by the OBD system:

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

4.2.11.2.7.4.

Criteria for MI activation (fixed number of driving cycles or statistical method):

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

4.2.11.2.7.5.

List of all OBD output codes and formats used (with explanation of each):

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

L 70/220

EN

Official Journal of the European Union

9.3.2007

4.2.11.2.7.6.

The following additional information must be provided by the vehicle manufacturer for the purposes of
enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test
equipment, unless such information is covered by intellectual property rights or constitutes specific
know-how of the manufacturer or the OEM supplier(s).

4.2.11.2.7.6.1.

A description of the type and number of the pre-conditioning cycles used for the original type approval
of the vehicle.

4.2.11.2.7.6.2.

A description of the type of the OBD demonstration cycle used for the original type-approval of the
vehicle for the component monitored by the OBD system.

4.2.11.2.7.6.3.

A comprehensive document describing all sensed components with the strategy for fault detection and
MI activation (fixed number of driving cycles or statistical method), including a list of relevant second-
ary sensed parameters for each component monitored by the OBD system. A list of all OBD output
codes and format used (with an explanation of each) associated with individual emission related power-
train components and individual non-emission related components, where monitoring of the compo-
nent is used to determine MI activation. In particular, a comprehensive explanation for the data given in
service $05 Test ID $21 to FF and the data given in service $06 must be provided. In the case of vehicle
types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles — Diagnostics on
Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a comprehen-
sive explanation for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID sup-
ported, must be provided.

4.2.11.2.7.6.4.

The information required by this paragraph may, for example, be defined by completing a table as fol-
lows, which shall be attached to this annex:

Component

Fault
code

Monitoring
strategy

Fault detec-
tion criteria

Catalyst

P0420

Oxygen
sensor 1
and 2
signals

Difference
between
sensor 1
and sensor
2 signals

MI
activation
criteria

3rd cycle

Secondary
parameters

Precondi-
tioning

Demonstra-
tion test

Type I

Two
Type I
cycles

Engine
speed,
engine
load, A/F
mode,
catalyst
tempera-
ture

4.2.12.

LPG fuelling system: yes/no (1)

4.2.12.1.

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

4.2.12.2.

Electronic engine management control unit for LPG fuelling

4.2.12.2.1.

Make(s):

4.2.12.2.2.

Type(s):

4.2.12.2.3.

Emission-related adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.12.3.

Further documentation:

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

4.2.12.3.1.

Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: . . . . . . . . . . . . . . .

4.2.12.3.2.

System layout (electrical connections, vacuum connections, compensation hoses, etc.):

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

4.2.12.3.3.

Drawing of the symbol:

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

4.2.13.

NG fuelling system: yes/no (1)

4.2.13.1.

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

9.3.2007

EN

Official Journal of the European Union

L 70/221

4.2.13.2.

Electronic engine management control unit for NG fuelling

4.2.13.2.1.

Make(s):

4.2.13.2.2.

Type(s):

4.2.13.2.3.

Emission-related adjustment possibilities: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.13.3.

Further documentation:

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

4.2.13.3.1.

Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back:

4.2.13.3.2.

System layout (electrical connections, vacuum connections, compensation hoses, etc.):

4.2.13.3.3.

Drawing of the symbol:

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

4.3.

Hybrid Electric Vehicle:

yes/no (1)

4.3.1.

Category of Hybrid Electric vehicle

Off Vehicle Charging/Not Off

Vehicle Charging (1)

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

4.3.2.

Operating mode switch:

with/without (1)

4.3.2.1.

Selectable modes

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

4.3.2.1.1.

Pure electric:

4.3.2.1.2.

Pure fuel consuming:

4.3.2.1.3.

Hybrid modes:

yes/no (1)

yes/no (1)

yes/no (1)

(if yes, short description)

4.3.3.

Description of the energy storage device: (battery, capacitor, flywheel/generator …) . . . . . . . . . . . . . . . . . . . . . . .

4.3.3.1.

Make:

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

4.3.3.2.

Type:

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

4.3.3.3.

Identification number:

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

4.3.3.4.

Kind of electrochemical couple:

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

4.3.3.5.

Energy:

. . . . . . . . . . . . . . . . . (for battery: voltage and capacity Ah in 2 h, for capacitor: J, …)

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

4.3.3.6.

Charger: on board/external/without (1)

4.3.4.

Electric machines (describe each type of electric machine separately)

4.3.4.1.

Make:

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

4.3.4.2.

Type:

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

4.3.4.3.

Primary use: traction motor/generator

4.3.4.3.1.

When used as traction motor: monomotor/multimotors (number):

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

4.3.4.4.

Maximum power:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kW

L 70/222

EN

Official Journal of the European Union

9.3.2007

4.3.4.5.

Working principle:

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

4.3.4.5.1.

direct current/alternating current/number of phases: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.4.5.2.

separate excitation/series/compound (1)

4.3.4.5.3.

synchronous/asynchronous (1)

4.3.5.

Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.5.1.

Make:

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

4.3.5.2.

Type:

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

4.3.5.3.

Identification number:

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

4.3.6.

Power controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.6.1.

Make:

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

4.3.6.2.

Type:

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

4.3.6.3.

Identification number:

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

4.3.7.

4.3.8.

5.

5.1.

Vehicle electric range . . . . . . . . . . . . . . . . . . . km (according Annex 7 of Regulation No 101):

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

Manufacturer’s recommendation for preconditioning:

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

TRANSMISSION

Clutch (type): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1.1.

Maximum torque conversion:

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

5.2.

5.2.1.

5.2.2.

5.2.3.

5.3.

Gearbox: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Type:

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

Location relative to the engine: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Method of control:

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

Gear ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Index

Gearbox ratios

Final drive ratios

Total ratios

Maximum for CVT (*)

1

2

3

4, 5, others

Minimum for CVT (*)

Reverse

(*) CVT — Continuously variable transmission.

9.3.2007

EN

Official Journal of the European Union

L 70/223

6.

6.1.

SUSPENSION

Tyres and wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

6.1.1.

Tyre/wheel combination(s) (for tyres indicate size designation, minimum load-capacity index, minimum
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
speed category symbol; for wheels, indicate rim size(s) and off-set(s):

6.1.1.1.

Axles

6.1.1.1.1.

Axle 1:

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

6.1.1.1.2.

Axle 2:

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

6.1.1.1.3.

Axle 3:

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

6.1.1.1.4.

Axle 4:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . etc.

6.1.2.

Upper and lower limit of rolling circumference: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1.2.1.

Axles

6.1.2.1.1.

Axle 1:

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

6.1.2.1.2.

Axle 2:

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

6.1.2.1.3.

Axle 3:

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

6.1.2.1.4.

Axle 4:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . etc.

6.1.3.

Tyre pressure(s) recommended by the manufacturer:

kPa

BODYWORK

Number of seats:

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

7.

7.1.

(1) Strike out what does not apply.
(2) This value shall be rounded-off to the nearest tenth of a millimetre.
(3) This value shall be calculated with π = 3,1416 and rounded-off to the nearest cm3.
(4) Specify the tolerance.

L 70/224

EN

Official Journal of the European Union

9.3.2007

ANNEX 2

9.3.2007

EN

Official Journal of the European Union

L 70/225

L 70/226

EN

Official Journal of the European Union

9.3.2007

9.3.2007

EN

Official Journal of the European Union

L 70/227

L 70/228

EN

Official Journal of the European Union

9.3.2007

ANNEX 2

Appendix 1

OBD — RELATED INFORMATION

As noted in item 4.2.11.2.7.6 of the information document in Annex 1 of this Regulation, the information in this appen-
dix is provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement
or service parts and diagnostic tools and test equipment. Such information need not be supplied by the vehicle manufac-
turer if it is covered by intellectual property rights or constitutes specific know-how of the manufacturer or the OEM
supplier(s).

Upon request, this appendix will be made available to any interested component, diagnostic tools or test equipment manu-
facturer, on a non-discriminatory basis.

1. A description of the type and number of the pre-conditioning cycles used for the original type approval of the vehicle.

2. A description of the type of the OBD demonstration cycle used for the original type approval of the vehicle for the

component monitored by the OBD system.

3. A comprehensive document describing all sensed components with the strategy for fault detection and MI activation
(fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each
component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of
each) associated with individual emission related power-train components and individual non-emission related com-
ponents, where monitoring of the component is used to determine MI activation. In particular, a comprehensive expla-
nation for the data given in service $05 Test ID $21 to FF and the data given in service $06 must be provided. In the
case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles – Diagnostics on
Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems’, a comprehensive explanation
for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID supported, must be provided.

This information may be defined in the form of a table, as follows:

Component

Fault code

Monitoring
strategy

Fault detec-
tion criteria

MI activation
criteria

Secondary
parameters

Precondi-
tioning

Demonstration
test

Catalyst

P0420

3rd cycle

Oxygen
sensor 1
and
2 signals

Difference
between
sensor 1
and sensor
2 signals

Engine
speed,
engine load,
A/F mode,
catalyst
temperature

Two Type I
cycles

Type I

9.3.2007

EN

Official Journal of the European Union

L 70/229

ANNEX 3

ARRANGEMENTS OF THE APPROVAL MARK

Approval B (Row A) (1)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with petrol (unleaded) or
with unleaded petrol and either LPG or NG.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle
type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval num-
ber 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83
with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row A (2000) of
the table in paragraph 5.3.1.4 of this Regulation.

Approval B (Row B) (1)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with petrol (unleaded) or
with either unleaded petrol or LPG or NG.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle
type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval num-
ber 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83
with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row B (2005) of the
table in paragraph 5.3.1.4 of this Regulation.

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with diesel fuel.

Approval C (Row A) (1)

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle
type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval num-
ber 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83
with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row A (2000) of
the table in paragraph 5.3.1.4 of this Regulation.

L 70/230

EN

Official Journal of the European Union

9.3.2007

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with diesel fuel.

Approval C (Row B) (1)

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle
type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval num-
ber 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83
with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row B (2005) of the
table in paragraph 5.3.1.4 of this Regulation.

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with LPG or NG.

Approval D (Row A) (1)

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle
type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval num-
ber 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83
with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row A (2000) of
the table in paragraph 5.3.1.4 of this Regulation.

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with LPG or NG.

Approval D (Row B) (1)

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle
type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval num-
ber 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83
with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row B (2005) of the
table in paragraph 5.3.1.4 of this Regulation.

(1) See paras. 2.19 and 5.3.1.4 of this Regulation.

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ANNEX 4

TYPE I TEST

(Verifying exhaust emissions after a cold start)

1.

INTRODUCTION

This annex describes the procedure for the Type I test defined in paragraph 5.3.1 of this Regulation. When the
reference fuel to be used is LPG or NG, the provisions of Annex 12 shall apply additionally. When the vehicle is
equipped with a periodically regenerating system as defined in paragraph 2.20, the provisions of Annex 13 shall
apply.

2.

OPERATING CYCLE ON THE CHASSIS DYNAMOMETER

2.1.

Description of the cycle

The operating cycle on the chassis dynamometer shall be that indicated in the Appendix 1 to this annex.

2.2.

General conditions under which the cycle is carried out

Preliminary testing cycles should be carried out if necessary to determine how best to actuate the accelerator and
brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed limits.

2.3.

Use of the gearbox

2.3.1.

If the maximum speed which can be attained in first gear is below 15 km/h, the second, third and fourth gears
shall be used for the urban cycle (Part One) and the second, third, fourth and fifth gears for the extra-urban cycle
(Part Two). The second, third and fourth gears may also be used for the urban cycle (Part One) and the second,
third, fourth and fifth gears for the extra-urban cycle (Part Two) when the manufacturer’s instructions recom-
mend starting in second gear on level ground, or when first gear is therein defined as a gear reserved for cross-
country driving, crawling or towing.

Vehicles which do not attain the acceleration and maximum speed values required in the operating cycle shall be
operated with the accelerator control fully depressed until they once again reach the required operating curve.
Deviations from the operating cycle shall be recorded in the test report.

2.3.2.

Vehicles equipped with semi-automatic-shift gearboxes shall be tested by using the gears normally employed for
driving, and the gear shift is used in accordance with the manufacturer’s instructions.

2.3.3.

Vehicles equipped with automatic-shift gearboxes shall be tested with the highest gear (‘Drive’) engaged. The accel-
erator shall be used in such a way as to obtain the steadiest acceleration possible, enabling the various gears to
be engaged in the normal order. Furthermore, the gear-change points shown in Appendix 1 to this annex shall
not apply; acceleration shall continue throughout the period represented by the straight line connecting the end
of each period of idling with the beginning of the next following period of steady speed. The tolerances given in
paragraph 2.4 below shall apply.

2.3.4.

Vehicles equipped with an overdrive which the driver can actuate shall be tested with the overdrive out of action
for the urban cycle (Part One) and with the overdrive in action for the extra-urban cycle (Part Two).

2.3.5.

At the request of the manufacturer, for a vehicle type where the idle speed of the engine is higher than the
engine speed that would occur during operations 5, 12 and 24 of the elementary urban cycle (Part One), the
clutch may be disengaged during the previous operation.

2.4.

Tolerances

2.4.1.

A tolerance of ± 2 km/h shall be allowed between the indicated speed and the theoretical speed during accelera-
tion, during steady speed, and during deceleration when the vehicle’s brakes are used. If the vehicle decelerates
more rapidly without the use of the brakes, only the provisions of paragraph 6.5.3 below shall apply. Speed
tolerances greater than those prescribed shall be accepted during phase changes provided that the tolerances are
never exceeded for more than 0,5 s on any one occasion.

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2.4.2.

The time tolerances shall be ± 1,0 s. The above tolerances shall apply equally at the beginning and at the end of
each gear-changing period (1) urban cycle (Part One) and for the operations Nos 3, 5 and 7 of the extra-urban
cycle (Part Two).

2.4.3.

The speed and time tolerances shall be combined as indicated in Appendix 1 to this annex.

3.

VEHICLE AND FUEL

3.1.

Test vehicle

3.1.1.

The vehicle shall be presented in good mechanical condition. It shall have been run-in and driven at least 3 000 km
before the test.

3.1.2.

The exhaust device shall not exhibit any leak likely to reduce the quantity of gas collected, which quantity shall
be that emerging from the engine.

3.1.3.

The tightness of the intake system may be checked to ensure that carburation is not affected by an accidental
intake of air.

3.1.4.

3.1.5.

3.1.6.

The settings of the engine and of the vehicle’s controls shall be those prescribed by the manufacturer. This require-
ment also applies, in particular, to the settings for idling (rotation speed and carbon monoxide content of the
exhaust gases), for the cold start device and for the exhaust gas cleaning system.

The vehicle to be tested, or an equivalent vehicle, shall be fitted, if necessary, with a device to permit the mea-
surement of the characteristic parameters necessary for chassis dynamometer setting, in conformity with para-
graph 4.1.1 of this annex.

The technical service responsible for the tests may verify that the vehicle’s performance conforms to that stated
by the manufacturer, that it can be used for normal driving and, more particularly, that it is capable of starting
when cold and when hot.

3.2.

Fuel

When testing a vehicle against the emission limit values given in row A of the table in paragraph 5.3.1.4 of this
Regulation, the appropriate reference fuel must comply with the specifications given in paragraph 1 of Annex 10
or, in the case of gaseous reference fuels, either paragraph 1.1.1 or paragraph 1.2 of Annex 10a.

When testing a vehicle against the emission limit values given in row B of the table in paragraph 5.3.1.4 of this
Regulation, the appropriate reference fuel must comply with the specifications given in paragraph 2 of Annex 10
or, in the case of gaseous reference fuels, either paragraph 1.1.2 or paragraph 1.2 of Annex 10a.

3.2.1.

Vehicles that are fuelled either with petrol or with LPG or NG shall be tested according to Annex 12 with the
appropriate reference fuel(s) as defined in Annex 10a.

4.

TEST EQUIPMENT

4.1.

Chassis dynamometer

4.1.1.

The dynamometer shall be capable of simulating road load within one of the following classifications:

— dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed load

curve shape,

— dynamometer with adjustable load curve, i.e. a dynamometer with at least two road load parameters that

can be adjusted to shape the load curve.

(1)

It should be noted that the time of two seconds allowed includes the time for changing gear and, if necessary, a certain amount of
latitude to catch up with the cycle.

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4.1.2.

The setting of the dynamometer shall not be affected by the lapse of time. It shall not produce any vibrations
perceptible to the vehicle and likely to impair the vehicle’s normal operations.

4.1.3.

It shall be equipped with means to simulate inertia and load. These simulators are connected to the front roller
in the case of a two-roller dynamometer.

4.1.4.

Accuracy

4.1.4.1.

It shall be possible to measure and read the indicated load to an accuracy of ± 5 per cent.

4.1.4.2.

In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at 80 km/h shall be
± 5 per cent. In the case of a dynamometer with adjustable load curve, the accuracy of matching dynamometer
load to road load shall be ± 5 per cent at 120, 100, 80, 60, and 40 km/h and ± 10 per cent at 20 km/h. Below
this, dynamometer absorption shall be positive.

4.1.4.3. The total inertia of the rotating parts (including the simulated inertia where applicable) shall be known and shall

be within ± 20 kg of the inertia class for the test.

4.1.4.4. The speed of the vehicle shall be measured by the speed of rotation of the roller (the front roller in the case of a
two-roller dynamometer). It shall be measured with an accuracy of ± 1 km/h at speeds above 10 km/h.

4.1.4.5. The distance actually driven by the vehicle shall be measured by the movement of rotation of the roller (the

front roller in the case of a two-roller dynamometer).

4.1.5.

Load and inertia setting

4.1.5.1. Dynamometer with fixed load curve: the load simulator shall be adjusted to absorb the power exerted on the
driving wheels at a steady speed of 80 km/h and the absorbed power at 50 km/h shall be noted. The means by
which this load is determined and set are described in Appendix 3 to this annex.

4.1.5.2. Dynamometer with adjustable load curve: the load simulator shall be adjusted in order to absorb the power
exerted on the driving wheels at steady speeds of 120, 100, 80, 60 and 40 and 20 km/h. The means by which
these loads are determined and set are described in Appendix 3 to this annex.

4.1.5.3.

I n e r t i a

Dynamometers with electric inertia simulation shall be demonstrated to be equivalent to mechanical inertia sys-
tems. The means by which equivalence is established are described in Appendix 4 to this annex.

4.2.

Exhaust gas-sampling system

4.2.1.

The exhaust gas sampling system shall be able to measure the actual quantities of pollutants emitted in the
exhaust gases to be measured. The system that shall be used is the constant volume sampler (CVS) system. This
requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions. In the
constant volume sampler concept of measuring mass emissions, two conditions shall be satisfied, the total vol-
ume of the mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the
volume shall be collected for analysis. The quantities of pollutants are determined from the sample concentra-
tions, corrected for the pollutant content of the ambient air and the totalised flow over the test period.

The particulate pollutant emission level is determined by using suitable filters to collect the particulates from a
proportional part flow throughout the test and determining the quantity thereof gravimetrically in accordance
with paragraph 4.3.1.1.

4.2.2.

The flow through the system shall be sufficient to eliminate water condensation at all conditions which may
occur during a test, as defined in Appendix 5 to this annex.

4.2.3.

Appendix 5 gives examples of three types of constant volume sampler system which satisfy the requirements of
this annex.

4.2.4.

The gas and air mixture shall be homogeneous at point S2 of the sampling probe.

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4.2.5.

The probe shall extract a true sample of the diluted exhaust gases.

4.2.6.

The system shall be free of gas leaks. The design and materials shall be such that the system does not influence
the pollutant concentration in the diluted exhaust gas. Should any component (heat exchanger, blower, etc.)
change the concentration of any pollutant gas in the diluted gas, the sampling for that pollutant shall be carried
out before that component if the problem cannot be corrected.

4.2.7.

If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes
shall be connected as near as possible to the vehicle without adversely affecting his operation.

4.2.8.

Static pressure variations at the exhaust(s) of the vehicle shall remain within ± 1,25 kPa of the static pressure
variations measured during the dynamometer driving cycle and with no connection to the exhaust(s). Sampling
systems capable of maintaining the static pressure to within ± 0,25 kPa are used if a written request from a manu-
facturer to the administration granting the approval substantiates the need for the closer tolerance. The back-
pressure shall be measured in the exhaust pipe as near as possible to its end or in an extension having the same
diameter.

4.2.9.

The various valves used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type.

4.2.10. The gas samples are collected in sample bags of adequate capacity. These bags shall be made of such materials as

will not change the pollutant gas by more than ± 2 per cent after 20 minutes of storage.

4.3.

Analytical equipment

4.3.1.

Provisions

4.3.1.1. Pollutant gases shall be analysed with the following instruments:

Carbon monoxide (CO) and carbon dioxide (CO2) analysis:

Analysers shall be of the non-dispersive infra-red (NDIR) absorption type.

Hydrocarbons (HC) analysis — spark-ignition engines:

The analyser shall be of the flame ionisation (FID) type calibrated with propane gas expressed equivalent to car-
bon atoms (C1).

Hydrocarbons (HC) analysis — compression-ignition engines:

he analyser shall be of the flame ionisation type with detector, valves, pipework, etc., heated to 463 K (190 °C)
± 10 K (HFID). It shall be calibrated with propane gas expressed equivalent to carbon atoms (C1).

Nitrogen oxide (NOx) analysis:

The analyser shall be either of the chemi-luminescent (CLA) or of the non-dispersive ultra-violet resonance absorp-
tion (NDUVR) type, both with an NOx-NO converter.

Particulates — Gravimetric determination of the particulates collected:

These particulates shall in each case be collected by two series-mounted filters in the sample gas flow. The quan-
tity of particulates collected by each pair of filters shall be as follows:

M =

Vmix
Vep ∙ d

∙ m

m = M ∙ d ∙

Vep
Vmix

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where:

Vep

Vmix

M

Mlimit

m

d

=

=

=

=

flow through filters

flow through tunnel

particulate mass (g/km)

limit mass of particulates (limit mass in force, g/km)

= mass of particulates collected by filters (g)

=

distance corresponding to the operating cycle (km)

The particulates sample rate (Vep/Vmix) shall be adjusted so that for M = Mlimit, 1 ≤ m ≤ 5 mg (when 47 mm
diameter filters are used).

The filter surface shall consist of a material that is hydrophobic and inert towards the components of the exhaust
gas (fluorocarbon coated glass fibre filters or equivalent).

4.3.1.2. A c c u r a c y

The analysers shall have a measuring range compatible with the accuracy required to measure the concentrations
of the exhaust gas sample pollutants.

Measurement error shall not exceed ± 2 per cent (intrinsic error of analyser) disregarding the true value for the
calibration gases.

For concentrations of less than 100 ppm the measurement error shall not exceed ± 2 ppm.

The ambient air sample shall be measured on the same analyser with an appropriate range.

The microgram balance used to determine the weight of all filters shall have accuracy of 5 μg (standard devia-
tion) and readability of 1 μg.

4.3.1.3.

I c e - t r a p

No gas drying device shall be used before the analysers unless shown to have no effect on the pollutant content
of the gas stream.

4.3.2.

Particular requirements for compression-ignition engines

A heated sample line for a continuous HC-analysis with the flame ionisation detector (HFID), including recorder
(R) shall be used. The average concentration of the measured hydrocarbons shall be determined by integration.
Throughout the test, the temperature of the heated sample line shall be controlled at 463 K (190 °C) ± 10 K. The
heated sampling line shall be fitted with a heated filter (FH) 99 per cent efficient with particles ≥ 0,3 μm, to
extract any solid particles from the continuous flow of gas required for analysis.

The sampling system response time (from the probe to the analyser inlet) shall be no more than four seconds.

The HFID shall be used with a constant flow (heat exchanger) system to ensure a representative sample, unless
compensation for varying CFV or CFO flow is made.

The particulate sampling unit shall consist of a dilution tunnel, a sampling probe, a filter unit, a partial-flow
pump, and flow rate regulators and measuring units. The particulate-sampling part flow is drawn through two
series-mounted filters. The sampling probe for the test gas flow for particulates shall be so arranged within the
dilution tract that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture and
an air/exhaust gas mixture temperature of 325 K (52 °C) is not exceeded immediately before the particulate filter.
The temperature of the gas flow in the flow metre may not fluctuate by more than ± 3 K, nor may the mass flow
rate fluctuate by more than ± 5 per cent. Should the volume of flow change unacceptably as a result of excessive
filter loading, the test shall be stopped. When it is repeated, the rate of flow shall be decreased and/or a larger
filter used. The filters shall be removed from the chamber no earlier than an hour before the test begins.

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The necessary particle filters shall be conditioned (as regards temperature and humidity) in an open dish which
has been protected against dust ingress for at least 8 and for not more than 56 hours before the test in an air-
conditioned chamber. After this conditioning the uncontaminated filters will be weighed and stored until they
are used. If the filters are not used within one hour of their removal from the weighing chamber they shall be
re-weighed.

The one-hour limit may be replaced by an eight-hour limit if one or both of the following conditions are met;

a stabilised filter is placed and kept in a sealed filter holder assembly with the ends plugged, or;

a stabilised filter is placed in a sealed filter holder assembly which is then immediately placed in a sample line
through which there is no flow.

4.3.3.

Calibration

Each analyser shall be calibrated as often as necessary and in any case in the month before type approval testing
and at least once every six months for verifying conformity of production.

The calibration method to be used is described in Appendix 6 to this annex for the analysers referred to in
paragraph 4.3.1 above.

4.4.

Volume measurement

4.4.1.

The method of measuring total dilute exhaust volume incorporated in the constant volume sampler shall be
such that measurement is accurate to ± 2 per cent.

4.4.2.

Constant volume sampler calibration

The constant volume sampler system volume measurement device shall be calibrated by a method sufficient to
ensure the prescribed accuracy and at a frequency sufficient to maintain such accuracy.

An example of a calibration procedure which will give the required accuracy is given in Appendix 6 to this
annex. The method shall utilise a flow metering device which is dynamic and suitable for the high flow-rate
encountered in constant volume sampler testing. The device shall be of certified accuracy traceable to an approved
national or international standard.

4.5.

Gases

4.5.1.

Pure gases

The following pure gases shall be available, if necessary, for calibration and operation:

— purified nitrogen (purity: ± 1 ppm C, ± 1 ppm CO, ± 400 ppm CO2, ± 0,1 ppm NO),

— purified synthetic air (purity: ± 1 ppm C, ± 1 ppm CO, ± 400 ppm CO2, ± 0,1 ppm NO); oxygen content

between 18 and 21 per cent volume,

— purified oxygen (purity > 99,5 per cent vol. O2),

— purified hydrogen (and mixture containing helium): (purity ± 1 ppm C, ± 400 ppm CO2),

— carbon monoxide (minimum purity 99,5 per cent),

— propane (minimum purity 99,5 per cent).

4.5.2.

Calibration and span gases

Mixtures of gases having the following chemical compositions shall be available:

— C8H8 and purified synthetic air (see paragraph 4.5.1 of this annex),

— CO and purified nitrogen,

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— CO2 and purified nitrogen,

— NO and purified nitrogen. (The amount of NO2 contained in this calibration gas shall not exceed 5 per cent

of the NO content.)

The true concentration of a calibration gas shall be within ± 2 per cent of the stated figure.

The concentrations specified in Appendix 6 to this annex may also be obtained by means of a gas divider, dilut-
ing with purified N2 or with purified synthetic air. The accuracy of the mixing device shall be such that the
concentrations of the diluted calibration gases may be determined to within ± 2 per cent.

4.6.

Additional equipment

4.6.1.

Temperatures

The temperatures indicated in Appendix 8 shall be measured with an accuracy of ± 1,5 K.

4.6.2.

Pressure

The atmospheric pressure shall be measurable to within ± 0,1 kPa.

4.6.3.

Absolute humidity

The absolute humidity (H) shall be measurable to within ± 5 per cent.

The exhaust gas-sampling system shall be verified by the method described in paragraph 3 of Appendix 7 to this
annex.

The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is
5 per cent.

5.

PREPARING THE TEST

5.1.

Adjustment of inertia simulators to the vehicle’s translatory inertias

An inertia simulator shall be used enabling a total inertia of the rotating masses to be obtained proportional to
the reference mass within the following limits:

Reference mass of vehicle RW (kg)

Equivalent inertia I (kg)

RW ≤ 480

480 < RW ≤ 540

540 < RW ≤ 595

595 < RW ≤ 650

650 < RW ≤ 710

710 < RW ≤ 765

765 < RW ≤ 850

850 < RW ≤ 965

965 < RW ≤ 1 080

1 080 < RW ≤ 1 190

1 190 < RW ≤ 1 305

1 305 < RW ≤ 1 420

1 420 < RW ≤ 1 530

1 530 < RW ≤ 1 640

1 640 < RW ≤ 1 760

1 760 < RW ≤ 1 870

1 870 < RW ≤ 1 980

455

510

570

625

680

740

800

910

1 020

1 130

1 250

1 360

1 470

1 590

1 700

1 810

1 930

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Reference mass of vehicle RW (kg)

Equivalent inertia I (kg)

1 980 < RW ≤ 2 100

2 100 < RW ≤ 2 210

2 210 < RW ≤ 2 380

2 380 < RW ≤ 2 610

2 610 < RW

2 040

2 150

2 270

2 270

2 270

If the corresponding equivalent inertia is not available on the dynamometer, the larger value closest to the vehicle
reference mass will be used.

5.2.

Setting of dynamometer

The load shall be adjusted according to methods described in paragraph 4.1.5 above.

The method used and the values obtained (equivalent inertia — characteristic adjustment parameter) shall be
recorded in the test report.

5.3.

Conditioning of vehicle

5.3.1.

For compression-ignition engined vehicles for the purpose of measuring particulates, at most 36 hours and at least
6 hours before testing, the Part Two cycle described in Appendix 1 to this annex shall be used. Three consecutive
cycles shall be driven. The dynamometer setting shall be indicated in paragraphs 5.1 and 5.2 above.

At the request of the manufacturer, vehicles fitted with positive-ignition engines may be preconditioned with
one Part One and two Part Two driving cycles.

After this preconditioning, specific for compression-ignition engines, and before testing, compression-ignition
and positive-ignition engined vehicles shall be kept in a room in which the temperature remains relatively con-
stant between 293 and 303 K (20 and 30 °C). This conditioning shall be carried out for at least six hours and
continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room.

5.3.1.1.

If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has been
run at its normal temperature.

5.3.1.2. For positive-ignition engined vehicles fuelled with LPG or NG or so equipped that they can be fuelled with either
petrol or LPG or NG, between the tests on the first gaseous reference fuel and the second gaseous reference fuel,
the vehicle shall be preconditioned before the test on the second reference fuel. This preconditioning is done on
the second reference fuel by driving a preconditioning cycle consisting of one Part One (urban part) and two
times Part Two (extra-urban part) of the test cycle described in Appendix 1 to this annex. On the manufacturer’s
request and with the agreement of the technical service this preconditioning may be extended. The dynamom-
eter setting shall be the one indicated in paragraphs 5.1 and 5.2 of this annex.

5.3.2.

The tyre pressures shall be the same as that specified by the manufacturer and used for the preliminary road test
for brake adjustment. The tyre pressure may be increased by up to 50 per cent from the manufacturer’s recom-
mended setting in the case of a two-roller dynamometer. The actual pressure used shall be recorded in the test
report.

6.

PROCEDURE FOR BENCH TESTS

6.1.

Special conditions for carrying out the cycle

6.1.1.

During the test, the test cell temperature must be between 293 K and 303 K (20 °C and 30 °C). The absolute
humidity (H) of either the air in the test cell or the intake air of the engine shall be such that:

5,5 ≤ H ≤ 12,2 (g H2O/kg dry air)

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6.1.2.

The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the
fuel.

6.1.3.

A current of air of variable speed shall be blown over the vehicle. The blower speed shall be such that, within the
operating range of 10 km/h to at least 50 km/h, the linear velocity of the air at the blower outlet is within
± 5 km/h of the corresponding roller speed. The final selection of the blower shall have the following
characteristics:

— area: at least 0,2 m2

— height of the lower edge above ground: approximately 20 cm

— distance from the front of the vehicle: approximately 30 cm.

As an alternative the blower speed shall be fixed at an air speed of at least 6 m/s (21,6 km/h).

For special vehicles (e. g. vans, off-road), the height of the cooling fan can also be modified at the request of the
manufacturer.

6.1.4.

During the test the speed is recorded against time or collected by the data-acquisition system so that the correct-
ness of the cycles performed can be assessed.

6.2.

Starting-up the engine

6.2.1.

The engine shall be started up by means of the devices provided for this purpose according to the manufacturer’s
instructions, as incorporated in the drivers’ handbook of production vehicles.

6.2.2.

The first cycle starts on the initiation of the engine start-up procedure.

6.2.3.

In the case of the use of LPG or NG as a fuel it is permissible that the engine is started on petrol and switched to
LPG or NG after a predetermined period of time which cannot be changed by the driver.

6.3.

Idling

6.3.1. Manual-shift or semi-automatic gearbox, see Appendix 1 to this annex, tables 1.2 and 1.3.

6.3.2.

Automatic-shift gearbox

After initial engagement the selector shall not be operated at any time during the test except in the case specified
in paragraph 6.4.3 below or if the selector can actuate the overdrive, if any.

6.4.

Accelerations

6.4.1.

Accelerations shall be so performed that the rate of acceleration is as constant as possible throughout the
operation.

6.4.2.

If an acceleration cannot be carried out in the prescribed time, the extra time required shall be deducted from the
time allowed for changing gear, if possible, but otherwise from the subsequent steady-speed period.

6.4.3.

Automatic-shift gearboxes

If an acceleration cannot be carried out in the prescribed time, the gear selector shall operate in accordance with
requirements for manual-shift gearboxes.

6.5.

Decelerations

6.5.1.

All decelerations of the elementary urban cycle (Part One) shall be effected by removing the foot completely
from the accelerator, the clutch remaining engaged. The clutch shall be disengaged, without use of the gear lever,
at the higher of the following speeds: 10 km/h or the speed corresponding to the engine idle speed.

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All decelerations of the extra-urban cycle (Part Two) shall be effected by removing the foot completely from the
accelerator, the clutch remaining engaged. The clutch shall be disengaged, without use of the gear lever, at a
speed of 50 km/h for the last deceleration.

6.5.2.

If the period of deceleration is longer than that prescribed for the corresponding phase, the vehicle’s brakes shall
be used to enable the timing of the cycle to be complied with.

6.5.3.

If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the theo-
retical cycle shall be restored by constant speed or idling period merging into the following operation.

6.5.4.

At the end of the deceleration period (halt of the vehicle on the rollers) of the elementary urban cycle (Part One)
the gears shall be placed in neutral and the clutch engaged.

6.6.

Steady speeds

6.6.1.

‘Pumping’ or the closing of the throttle shall be avoided when passing from acceleration to the following steady
speed.

6.6.2.

Periods of constant speed shall be achieved by keeping the accelerator position fixed.

7.

PROCEDURE FOR SAMPLING AND ANALYSIS

7.1.

Sampling

Sampling shall begin (BS) before or at the initiation of the engine start up procedure and end on conclusion of
the final idling period in the extra-urban cycle (Part Two, end of sampling (ES) or, in the case of test Type VI, on
conclusion of the final idling period of the last elementary urban cycle (Part One).

7.2.

Analysis

7.2.1.

The exhaust gases contained in the bag shall be analysed as soon as possible and in any event not later than
20 minutes after the end of the test cycle. The spent particulate filters shall be taken to the chamber no later than
one hour after conclusion of
there be conditioned for
between 2 and 36 hours and then be weighed.

the test on the exhaust gases and shall

7.2.2.

Prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the
appropriate zero gas.

7.2.3.

The analysers shall then be set to the calibration curves by means of span gases of nominal concentrations of
70 to 100 per cent of the range.

7.2.4.

The analysers’ zeros shall then be rechecked. If the reading differs by more than 2 per cent of the range from
that set in paragraph 7.2.2 above, the procedure shall be repeated.

7.2.5.

The samples shall then be analysed.

7.2.6.

After the analysis, zero and span points shall be rechecked using the same gases. If these rechecks are within
± 2 per cent of those in paragraph 7.2.3 above, the analysis shall be considered acceptable.

7.2.7.

At all points in this paragraph, the flow-rates and pressures of the various gases shall be the same as those used
during calibration of the analysers.

7.2.8.

The figure adopted for the content of the gases in each of the pollutants measured shall be that read off after
stabilisation of the measuring device. Hydrocarbon mass emissions of compression-ignition engines shall be cal-
culated from the integrated HFID reading, corrected for varying flow if necessary, as shown in Appendix 5 to
this annex.

9.3.2007

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Official Journal of the European Union

L 70/241

8.

DETERMINATION OF THE QUANTITY OF GASEOUS AND PARTICULATE POLLUTANTS EMITTED

8.1.

The volume considered

The volume to be considered shall be corrected to conform to the conditions of 101,33 kPa and 273,2 K.

8.2.

Total mass of gaseous and particulate pollutants emitted

The mass M of each pollutant emitted by the vehicle during the test shall be determined by obtaining the prod-
uct of the volumetric concentration and the volume of the gas in question, with due regard for the following
densities under above-mentioned reference conditions:

— in the case of carbon monoxide (CO):

d = 1,25 g/l

— in the case of hydrocarbons:

— for petrol (CH1,85)

— for diesel (CH1,86)

— for LPG (CH2,525)

— or NG (CH4)

d = 0,619 g/l

d = 0,619 g/l

d = 0,649 g/l

d = 0,714 g/l

— in the case of nitrogen oxides (NOx):

d = 2,05 g/l

The mass m of particulate pollutant emissions from the vehicle during the test shall be defined by weighing the
mass of particulates collected by the two filters, m1 by the first filter, m2 by the second filter:

— if 0,95 (m1 + m2) ≤ m1,

— if 0,95 (m1 + m2) > m1,

— if m2 > m1,

m = m1,

m = m1 + m2,

the test is cancelled.

Appendix 8 to this annex gives calculations, followed by examples, used to determine the mass emissions of
gaseous and particulate pollutants.

L 70/242

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Official Journal of the European Union

9.3.2007

ANNEX 4

Appendix 1

BREAKDOWN OF THE OPERATING CYCLE USED FOR THE TYPE I TEST

1.

OPERATING CYCLE

The operating cycle, made up of a Part One (urban cycle) and Part Two (extra-urban cycle), is illustrated in Figure 1/1.

2.

ELEMENTARY URBAN CYCLE (Part One)

(See figure 1/2 and table 1.2.)

2.1. Breakdown by phases:

Idling

Idling, vehicle moving, clutch engaged on one com-
bination

Gear-changing

Accelerations

Steady-speed periods

Decelerations

2.2. Breakdown by use of gears:

Idling

Idling, vehicle moving, clutch engaged on one com-
bination

Gear-changing

First gear

Second gear

Third gear

2.3. General information:

— average speed during test:

— effective running time:

— theoretical distance covered per cycle:

— equivalent distance for the four cycles:

35,4

35,4

Time (s)

Per cent

60

9

8

36

57

25

30,8

4,6

4,1

18,5

29,2

12,8

195

100

Time (s)

Per cent

60

9

8

24

53

41

195

30,8

4,6

4,1

12,3

27,2

21

100

19 km/h

195 s

1,013 km

4,052 km

9.3.2007

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Official Journal of the European Union

L 70/243

Table 1.2

Elementary urban operating cycle on the chassis dynamometer (Part One)

No of
operation

Operation

Phase

Accelera-
tion
(m/s2)

Speed
(km/h)

Duration of each

Idling

Acceleration

Steady speed

Deceleration

Deceleration,

clutch disengaged

Idling

Acceleration

Gear change

Acceleration

Steady speed

Deceleration

1

2

3

4

5

6

7

8

1,04

0-15

15

– 0,69

15-10

– 0,92

10-0

0,83

0-15

0,94

15-32

32

24

– 0,75

32-10

Opera-
tion (s)

11

4

9

2

3

21

5

2

5

8

3

Deceleration, clutch disengaged

– 0,92

10-0

Idling

Acceleration

Gear change

Acceleration

Gear change

Acceleration

Steady speed

Deceleration

Steady speed

Gear change

Deceleration

Deceleration clutch disengaged

Idling

9

10

11

12

13

14

15

0-15

0-15

21

0,62

15-35

0,52

35-50

50

– 0,52

50-35

35

– 0,99

35-10

– 0,92

10-0

5

2

9

2

8

12

8

13

2

7

3

7

Cumulative
time
(s)

Gear to be used in the
case of a manual gearbox

11

15

23

25

28

49

54

56

61

85

93

96

117

122

124

133

135

143

155

163

176

178

185

188

195

6 s PM + 5 s K1 (*)

1

1

1

K1 (*)

16 s PM + 5 s K1 (*)

1

2

2

2

K2 (*)

16 s PM + 5 s K1 (*)

1

2

3

3

3

3

2

K2 (*)

7 s PM (*)

Phase (s)

11

4

8

5

21

12

24

11

26

12

8

13

12

7

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

(*) PM = gearbox in neutral, clutch engaged. K1, K2 = first or second gear engaged, clutch disengaged.

L 70/244

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Official Journal of the European Union

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a
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O

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Official Journal of the European Union

L 70/245

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E

L 70/246

EN

Official Journal of the European Union

9.3.2007

3.

EXTRA-URBAN CYCLE (Part Two)

(See Figure 1/3 and Table 1.3)

3.1. Breakdown by phases:

Idling

Idling, vehicle moving, clutch engaged on one combination

Gear-shift

Accelerations

Steady-speed periods

Decelerations

3.2. Breakdown by use of gears:

Idling

Idling, vehicle moving, clutch engaged on one combination

Gear-shift

First gear

Second-gear

Third gear

Fourth gear

Fifth gear

3.3. General information:

— average speed during test:

— effective running time:

— theoretical distance covered per cycle:

— maximum speed:

— maximum acceleration:

— maximum deceleration:

Time (s)

Per cent

20

20

6

103

209

42

400

5,0

5,0

1,5

25,8

52,2

10,5

100

Time (s)

Per cent

20

20

6

5

9

8

99

233

400

5,0

5,0

1,5

1,3

2,2

2

24,8

58,2

100

62,6 km/h

400 s

6,955 km

120 km/h

0,833 m/s2

– 1,389 m/s2

9.3.2007

EN

Official Journal of the European Union

L 70/247

Table 1.3

Extra-urban cycle (Part Two) for the Type I test

No of
operation

Operation

Phase

Accelera-
tion
(m/s2)

Speed
(km/h)

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

Idling

Acceleration

Gear change

Acceleration

Gear change

Acceleration

Gear change

Acceleration

Steady speed

Deceleration

Steady speed

Acceleration

Steady speed

Acceleration

Steady speed (2)

Acceleration (2)

Steady speed (2)

Deceleration (2)

Deceleration (2)

Deceleration, clutch disengaged

Idle

1

12

3

4

5

6

7

8

9

10

11

12

13

0,83

0

0,62

15-35

0,52

35-30

0,43

50-70

70

– 0,69

70-50

50

0,43

50-70

70

0,24

70-100

100

0,28

100-120

120

– 0,69

120-80

– 1,04

80-50

1,39

50-0

Duration of each

Opera-
tion (s)

20

5

2

9

2

8

2

13

50

8

69

13

50

35

30

20

10

16

8

10

20

Phase (s)

20

41

50

8

69

13

50

35

30

20

20

34

20

Cumula-
tive time
(s)

Gear to be used in the
case of a manual gearbox

20

25

27

36

38

46

48

61

111

119

188

201

251

286

316

336

346

362

370

380

400

K1 (1)

1

—

2

—

3

—

4

5

4 s ∙ 5 + 4 s ∙ 4

4

4

5

5

5 (2)

5 (2)

5 (2)

5 (2)

5 (2)

K5 (1)

PM (1)

(1) PM = gearbox on neutral, clutch engaged. K1, K5 = first or second gear engaged, clutch disengaged.
(2) Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission with more than five gears.

L 70/248

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Official Journal of the European Union

9.3.2007

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9.3.2007

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Official Journal of the European Union

L 70/249

ANNEX 4

Appendix 2

CHASSIS DYNAMOMETER

1.

DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED LOAD CURVE

1.1.

Introduction

In the event that the total resistance to progress on the road cannot be reproduced on the chassis dynamometer
between speeds of 10 km/h and 120 km/h, it is recommended that a chassis dynamometer having the charac-
teristics defined below should be used.

1.2.

Definition

1.2.1.

The chassis dynamometer may have one or two rollers.

The front roller shall drive, directly or indirectly, the inertial masses and the power absorption device.

1.2.2.

The load absorbed by the brake and the chassis dynamometer internal frictional effects between the speeds
of 0 and 120 km/h is as follows:

F = (a + b ∙ V2) ± 0,1 ∙ F80 (without being negative)

where:

— F

= total load absorbed by the chassis dynamometer (N)

— a

= value equivalent to rolling resistance (N)

— b

= value equivalent to coefficient of air resistance (N/(km/h)2)

— V = speed (km/h)

— F80 = load at 80 km/h (N).

2.

METHOD OF CALIBRATING THE DYNAMOMETER

2.1.

Introduction

This Appendix describes the method to be used to determine the load absorbed by a dynamometer brake. The
load absorbed comprises the load absorbed by frictional effects and the load absorbed by the power-absorption
device.

The dynamometer is brought into operation beyond the range of test speeds. The device used for starting up the
dynamometer is then disconnected: the rotational speed of the driven roller decreases.

The kinetic energy of the rollers is dissipated by the power-absorption unit and by the frictional effects. This
method disregards variations in the roller’s internal frictional effects caused by rollers with or without the vehicle.
The frictional effects of the rear roller shall be disregarded when the roller is free.

2.2.

Calibration of the load indicator to 80 km/h as a function of the load absorbed

The following procedure shall be used (see also Figure 2/1):

2.2.1. Measure the rotational speed of the roller if this has not already been done. A fifth wheel, a revolution counter

or some other method may be used.

2.2.2.

Place the vehicle on the dynamometer or devise some other method of starting-up the dynamometer.

L 70/250

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Official Journal of the European Union

9.3.2007

2.2.3.

Use the flywheel or any other system of inertia simulation for the particular inertia class to be used.

Diagram illustrating the power absorbed by the chassis dynamometer

Figure 2/1

2.2.4.

Bring the dynamometer to a speed of 80 km/h.

2.2.5.

Note the load indicated Fi (N).

2.2.6.

Bring the dynamometer to a speed of 90 km/h.

2.2.7.

Disconnect the device used to start-up the dynamometer.

2.2.8.

Note the time taken by the dynamometer to pass from a speed of 85 km/h to a speed of 75 km/h.

2.2.9.

Set the power-absorption device at a different level.

2.2.10. The requirements of paragraphs 2.2.4 to 2.2.9 shall be repeated sufficiently often to cover the range of loads

used.

2.2.11. Calculate the load absorbed using the formula:

F =

MiΔV
t

where:

— F

= load absorbed (N)

— Mi = equivalent inertia in kg (excluding the inertial effects of the free rear roller)

— ΔV = Speed deviation in m/s (10 km/h = 2,775 m/s)

— t

= time taken by the roller to pass from 85 km/h to 75 km/h.

9.3.2007

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Official Journal of the European Union

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2.2.12.

Figure 2/2 shows the load indicated at 80 km/h in terms of load absorbed at 80 km/h.

Load indicated at 80 km/h in terms of load absorbed at 80 km/h

Figure 2/2

2.2.13. The requirements of paragraphs 2.2.3 to 2.2.12 above shall be repeated for all inertia classes to be used.

2.3.

Calibration of the load indicator as a function of the absorbed load for other speeds.

The procedures described in paragraph 2.2. above shall be repeated as often as necessary for the chosen speeds.

2.4.

Verification of the load-absorption curve of the dynamometer from a reference setting at a speed
of 80 km/h

2.4.1.

Place the vehicle on the dynamometer or devise some other method of starting-up the dynamometer.

2.4.2.

Adjust the dynamometer to the absorbed load (F) at 80 km/h.

2.4.3.

Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h.

2.4.4.

Draw the curve F(V) and verify that it corresponds to the requirements of paragraph 1.2.2 of this Appendix.

2.4.5.

Repeat the procedure set out in paragraphs 2.4.1 to 2.4.4 above for other values of power F at 80 km/h and for
other values of inertias.

2.5.

The same procedure shall be used for force or torque calibration.

L 70/252

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Official Journal of the European Union

9.3.2007

3.

SETTING OF THE DYNAMOMETER

3.1.

Setting method

3.1.1.

Introduction

This method is not a preferred method and shall be used only with fixed load curve shape dynamometers for
determination of load setting at 80 km/h and cannot be used for vehicles with compression-ignition engines.

3.1.2.

Test instrumentation

The vacuum (or absolute pressure) in the vehicle’s intake manifold shall be measured to an accuracy of
± 0,25 kPa. It shall be possible to record this reading continuously or at intervals of no more than one sec-
ond. The speed shall be recorded continuously with a precision of ± 0,4 km/h.

3.1.3.

Road test

3.1.3.1. Ensure that the requirements of paragraph 4 of Appendix 3 to this annex are met.

3.1.3.2. Drive the vehicle at a steady speed of 80 km/h, recording speed and vacuum (or absolute pressure) in accordance

with the requirements of paragraph 3.1.2 above.

3.1.3.3. Repeat procedure set out in paragraph 3.1.3.2 above three times in each direction. All six runs must be com-

pleted within four hours.

3.1.4.

Data reduction and acceptance criteria

3.1.4.1. Review results obtained in accordance with paragraphs 3.1.3.2 and 3.1.3.3 above. (Speed must not be lower
than 79,5 km/h or greater than 80,5 km/h for more than one second). For each run, read vacuum level at one
second intervals, calculate mean vacuum and standard deviation (s). This calculation shall consist of no less than
10 readings of vacuum.

3.1.4.2. The standard deviation must not exceed 10 per cent of the mean (v) for each run.

3.1.4.3. Calculate the mean value for the six runs (three runs in each direction).

3.1.5.

Dynamometer setting

3.1.5.1. P r e p a r a t i o n

Perform the operations specified in paragraphs 5.1.2.2.1 to 5.1.2.2.4 of Appendix 3 to this annex.

3.1.5.2. L o a d s e t t i n g

After warm-up, drive the vehicle at a steady speed of 80 km/h and adjust dynamometer load to reproduce the
vacuum reading (v) obtained in accordance with paragraph 3.1.4.3 above. Deviation from this reading shall be
no greater than 0,25 kPa. The same instruments shall be used for this exercise as were used during the road test.

9.3.2007

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Official Journal of the European Union

L 70/253

3.2.

Alternative method

With the manufacturer’s agreement the following method may be used.

3.2.1.

The brake is adjusted so as to absorb the load exerted at the driving wheels at a constant speed of 80 km/h, in
accordance with the following table:

Reference mass of vehicle

Equivalent
inertia

Power and load absorbed by the
dynamometer at 80 km/h

Coefficients

Rm (kg)

Rm ≤ 480

480 < Rm ≤ 540

540 < Rm ≤ 595

595 < Rm ≤ 650

650 < Rm ≤ 710

710 < Rm ≤ 765

765 < Rm ≤ 850

850 < Rm ≤ 965

965 < Rm ≤ 1 080

1 080 < Rm ≤ 1 190

1 190 < Rm ≤ 1 305

1 305 < Rm ≤ 1 420

1 420 < Rm ≤ 1 530

1 530 < Rm ≤ 1 640

1 640 < Rm ≤ 1 760

1 760 < Rm ≤ 1 870

1 870 < Rm ≤ 1 980

1 980 < Rm ≤ 2 100

2 100 < Rm ≤ 2 210

2 210 < Rm ≤ 2 380

2 380 < Rm ≤ 2 610

2 610 < Rm

kg

455

510

570

625

680

740

800

910

1 020

1 130

1 250

1 360

1 470

1 590

1 700

1 810

1 930

2 040

2 150

2 270

2 270

2 270

kW

3,8

4,1

4,3

4,5

4,7

4,9

5,1

5,6

6,0

6,3

6,7

7,0

7,3

7,5

7,8

8,1

8,4

8,6

8,8

9,0

9,4

9,8

N

171

185

194

203

212

221

230

252

270

284

302

315

329

338

351

365

378

387

396

405

423

441

a

N

3,8

4,2

4,4

4,6

4,8

5,0

5,2

5,7

6,1

6,4

6,8

7,1

7,4

7,6

7,9

8,2

8,5

8,7

8,9

9,1

9,5

9,9

b

N/(km/h)

0,0261

0,0282

0,0296

0,0309

0,0323

0,0337

0,0351

0,0385

0,0412

0,0433

0,046

0,0481

0,0502

0,0515

0,0536

0,0557

0,0577

0,0591

0,0605

0,0619

0,0646

0,0674

3.2.2.

In the case of vehicles other than passenger cars, with a reference mass of more than 1 700 kg or vehicles with
permanent all-wheel drive, the power values given in the table set out in paragraph 3.2.1 above are multiplied by
the factor 1,3.

L 70/254

EN

Official Journal of the European Union

9.3.2007

ANNEX 4

Appendix 3

RESISTANCE TO PROGRESS OF A VEHICLE MEASUREMENT METHOD ON THE ROAD SIMULATION
ON A CHASSIS DYNAMOMETER

1.

OBJECT OF THE METHODS

The object of the methods defined below is to measure the resistance to progress of a vehicle at stabilised
speeds on the road and to simulate this resistance on a dynamometer, in accordance with the conditions set
out in paragraph 4.1.5 of Annex 4.

2.

DEFINITION OF THE ROAD

The road shall be level and sufficiently long to enable the measurements specified below to be made. The slope
shall be constant to within ± 0,1 per cent and shall not exceed 1,5 per cent.

3.

ATMOSPHERIC CONDITIONS

3.1.

Wind

Testing shall be limited to wind speeds averaging less than 3 m/s with peak speeds of less than 5 m/s. In addi-
tion, the vector component of the wind speed across the test road shall be less than 2 m/s. Wind velocity shall
be measured 0,7 m above the road surface.

3.2.

Humidity

The road shall be dry.

3.3.

Pressure — Temperature

Air density at the time of the test shall not deviate by more than ± 7,5 per cent from the reference conditions,
P = 100 kPa and T = 293,2 K.

4.

VEHICLE PREPARATION (1)

4.1.

Selection of the test vehicle

If not all variants of a vehicle type are measured, the following criteria for the selection of the test vehicle shall
be used.

4.1.1.

Body

If there are different types of body, the test shall be performed on the least aerodynamic body. The manufac-
turer shall provide the necessary data for the selection.

4.1.2.

Tyres

The widest tyre shall be chosen. If there are more than three tyre sizes, the widest minus one shall be chosen.

(1) For HEV, and until uniform technical provisions have been established, the manufacturer will agree with the technical service concern-

ing the status of the vehicle when performing the test as defined in this appendix.

9.3.2007

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Official Journal of the European Union

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4.1.3.

Testing mass

The testing mass shall be the reference mass of the vehicle with the highest inertia range.

4.1.4.

Engine

The test vehicle shall have the largest heat exchanger(s).

4.1.5.

Transmission

A test shall be carried out with each type of the following transmission:

— front-wheel drive,

— rear-wheel drive,

— full-time 4 × 4,

— part-time 4 × 4,

— automatic gearbox,

— manual gearbox.

4.2.

Running-in

The vehicle shall be in normal running order and adjustment after having been run-in for at least 3 000 km. The
tyres shall be run-in at the same time as the vehicle or have a tread depth within 90 and 50 per cent of the
initial tread depth.

4.3.

Verifications

The following checks shall be made in accordance with the manufacturer’s specifications for the use considered:

— wheels, wheel trims, tyres (make, type, pressure),

— front axle geometry,

— brake adjustment (elimination of parasitic drag), lubrication of front and rear axles,

— adjustment of the suspension and vehicle level, etc.

4.4.

Preparation for the test

4.4.1.

The vehicle shall be loaded to its reference mass. The level of the vehicle shall be that obtained when the centre
of gravity of the load is situated midway between the ‘R’ points of the front outer seats and on a straight line
passing through those points.

4.4.2.

In the case of road tests, the windows of the vehicle shall be closed. Any covers of air climatisation systems,
headlamps, etc. shall be in the non-operating position.

4.4.3.

The vehicle shall be clean.

4.4.4.

Immediately prior to the test, the vehicle shall be brought to normal running temperature in an appropriate
manner.

5.

METHODS

5.1.

Energy variation during coast-down method

5.1.1.

On the road

5.1.1.1.

T e s t e q u i p m e n t a n d e r r o r

Time shall be measured to an error lower than ± 0,1 s.

Speed shall be measured to an error lower than ± 2 per cent.

L 70/256

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Official Journal of the European Union

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5.1.1.2.

T e s t p r o c e d u r e

5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen test speed V.

5.1.1.2.2. Place the gearbox in ‘neutral’ position

5.1.1.2.3. Measure the time taken (t1) for the vehicle to decelerate from speed

V2 = V + ΔV km/h to V1 = V – ΔV km/h

5.1.1.2.4. Perform the same test in the opposite direction: t2

5.1.1.2.5. Take the average T of the two times t1 B t2

5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p) of the average

T =

n

1
n ∑

i = 1

Ti is not more than 2 per cent (p ≤ 2 per cent)

The statistical accuracy (p) is defined by:

√n) ∙
p =( t ∙ s

100

T

where:

— t = coefficient given by the table below,

— n = number of tests,

— s = standard deviation

n

√∑

i = 1

(Ti – T)2
n – 1

n

t

t / √n

4

3,2

5

2,8

6

2,6

7

2,5

8

2,4

9

2,3

10

2,3

11

2,2

12

2,2

13

2,2

14

2,2

15

2,2

1,6

1,25

1,06

0,94

0,85

0,77

0,73

0,66

0,64

0,61

0,59

0,57

5.1.1.2.7. Calculate the power by the formula:

p =

M ∙ V ∙ ΔV

T

where:

— P

— V

=

=

is expressed in kW,

speed of the test in m/s,

— ΔV =

speed deviation from speed V, in m/s

— M =

reference mass in kg

— T

=

time in seconds (s)

5.1.1.2.8. The power (P) determined on the track shall be corrected to the reference ambient conditions as follows:

PCorrected = K ∙ PMeasured

K =

RR
RT

[1 + KR(t – t0)] +

RAERO
RT

p)
∙(p0

9.3.2007

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where:

— RR

=

rolling resistance at speed V

— RAERO =

aerodynamic drag at speed V

— RT

— KR

— t

— t0

— p

— p0

=

=

=

=

=

=

total driving resistance = RR + RAERO
temperature correction factor of rolling resistance, taken to be equal to: 8,64 A 10–3/°C,
or the manufacturer’s correction actor that is approved by the authority

road test ambient temperature in °C

reference ambient temperature = 20 °C

air density at the test conditions

air density at the reference conditions (20 °C, 100 kPa)

The ratios RR/RT and RAERO/RT shall be specified by the vehicle manufacturer based on the data normally avail-
able to the company.

If these values are not available, subject to the agreement of the manufacturer and the technical service con-
cerned, the figures for the rolling/total resistance given by the following formula may be used:

RR
RT

= a ∙ M + b

where:

— M = vehicle mass in kg,

— and for each speed the coefficients a and b are shown in the following table:

V (km/h)

20

40

60

80

100

120

a

7,24 A 10–5

1,59 A 10–4

1,96 A 10–4

1,85 A 10–4

1,63 A 10–4

1,57 A 10–4

b

0,82

0,54

0,33

0,23

0,18

0,14

5.1.2.

On the dynamometer

5.1.2.1. M e a s u r e m e n t e q u i p m e n t a n d a c c u r a c y

The equipment shall be identical to that used on the road.

5.1.2.2.

T e s t p r o c e d u r e

5.1.2.2.1.

Install the vehicle on the test dynamometer.

5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required by the dynamometer.

5.1.2.2.3. Adjust the equivalent inertia of the dynamometer.

5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a suitable manner.

5.1.2.2.5. Carry out the operations specified in paragraph 5.1.1.2 above (with the exception of paragraphs 5.1.1.2.4

and 5.1.1.2.5), replacing M by I in the formula set out in paragraph 5.1.1.2.7.

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5.1.2.2.6. Adjust the brake to reproduce the corrected power (paragraph 5.1.1.2.8) and to take into account the differ-
ence between the vehicle mass (M) on the track and the equivalent inertia test mass (I) to be used. This may be
done by calculating the mean corrected road coast down time from V2 to V1 and reproducing the same time
on the dynamometer by the following relationship:

Tcorrected =

Tmesured
K

∙

I

M

K = value specified in paragraph 5.1.1.2.8 above.

5.1.2.2.7. The power Pa to be absorbed by the dynamometer shall be determined in order to enable the same power

(paragraph 5.1.1.2.8) to be reproduced for the same vehicle on different days.

5.2.

Torque measurements method at constant speed

5.2.1.

On the road

5.2.1.1. M e a s u r e m e n t e q u i p m e n t a n d e r r o r

Torque measurement shall be carried out with an appropriate measuring device accurate to within ± 2 per
cent.

Speed measurement shall be accurate to within ± 2 per cent.

5.2.1.2.

T e s t p r o c e d u r e

5.2.1.2.1. Bring the vehicle to the chosen stabilised speed V.

5.2.1.2.2. Record the torque Ct and speed over a period of at least 20 seconds. The accuracy of the data recording system

shall be at least ± 1 Nm for the torque and ± 0,2 km/h for the speed.

5.2.1.2.3. Differences in torque Ct and speed relative to time shall not exceed 5 per cent for each second of the measure-

ment period.

5.2.1.2.4. The torque Ct1 is the average torque derived from the following formula:

Ct1 =

t+Δt

1

Δt∫t

C(t)dt

5.2.1.2.5. The test shall be carried out three times in each direction. Determine the average torque from these six mea-
surements for the reference speed. If the average speed deviates by more than 1 km/h from the reference speed,
a linear regression shall be used for calculating the average torque.

5.2.1.2.6. Determine the average of these two torques Ct1 and Ct2, i.e. Ct.

5.2.1.2.7. The average torque CT determined on the track shall be corrected to the reference ambient conditions as follows:

CTcorrected = K ∙ CTmeasured

where K has the value specified in paragraph 5.1.1.2.8 of this appendix.

5.2.2.

On the dynamometer

5.2.2.1. M e a s u r e m e n t e q u i p m e n t a n d e r r o r

The equipment shall be identical to that used on the road.

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5.2.2.2.

T e s t p r o c e d u r e

5.2.2.2.1. Perform the operations specified in paragraphs 5.1.2.2.1 to 5.1.2.2.4 above.

5.2.2.2.2. Perform the operations specified in paragraphs 5.2.1.2.1 to 5.2.1.2.4 above.

5.2.2.2.3. Adjust the power absorption unit to reproduce the corrected total track torque indicated in paragraph 5.2.1.2.7

above.

5.2.2.2.4. Proceed with the same operations as in paragraph 5.1.2.2.7, for the same purpose.

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Official Journal of the European Union

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ANNEX 4

Appendix 4

VERIFICATION OF INERTIAS OTHER THAN MECHANICAL

1.

OBJECT

The method described in this appendix makes it possible to check that the simulated total inertia of the dynamom-
eter is carried out satisfactorily in the running phase of the operating cycle. The manufacturer of the dynamometer
shall specify a method for verifying the specifications according to paragraph 3. below.

2.

PRINCIPLE

2.1. Drawing-up working equations

Since the dynamometer is subjected to variations in the rotating speed of the roller(s), the force at the surface of
the roller(s) can be expressed by the formula:

F = I ∙ γ = IM ∙ γ + F1

where:

— F = force at the surface of the roller(s)

— I = total inertia of the dynamometer (equivalent inertia of the vehicle: see the table in paragraph 5.1)

— IM = inertia of the mechanical masses of the dynamometer

— γ = tangential acceleration at roller surface

— F1 = inertia force

Note: An explanation of this formula with reference to dynamometers with mechanically simulated inertia’s is

appended.

Thus, total inertia is expressed as follows:

I = Im + F1 / γ

where:

— Im can be calculated or measured by traditional methods,

— F1 can be measured on the dynamometer,

— γ can be calculated from the peripheral speed of the rollers.

The total inertia (I) will be determined during an acceleration or deceleration test with values higher than or equal
to those obtained on an operating cycle.

2.2.

Specification for the calculation of total inertia

The test and calculation methods shall make it possible to determine the total inertia I with a relative error (ΔI/I) of
less than ± 2 per cent.

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3.

SPECIFICATION

3.1.

The mass of the simulated total inertia I shall remain the same as the theoretical value of the equivalent inertia (see
paragraph 5.1 of Annex 4) within the following limits:

3.1.1. ± 5 per cent of the theoretical value for each instantaneous value;

3.1.2. ± 2 per cent of the theoretical value for the average value calculated for each sequence of the cycle.

3.2.

The limit given in paragraph 3.1.1 above is brought to ± 50 per cent for one second when starting and, for vehicles
with manual transmission, for two seconds during gear changes.

4.

VERIFICATION PROCEDURE

4.1.

Verification is carried out during each test throughout the cycle defined in paragraph 2.1 of Annex 4.

4.2.

However, if the requirements of paragraph 3 above are met, with instantaneous accelerations which are at least
three times greater or smaller than the values obtained in the sequences of the theoretical cycle, the verification
described above will not be necessary.

L 70/262

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Official Journal of the European Union

9.3.2007

ANNEX 4

Appendix 5

DEFINITION OF GAS-SAMPLING SYSTEMS

1.

1.1.

INTRODUCTION

There are several types of sampling devices capable of meeting the requirements set out in paragraph 4.2 of
Annex 4.

The devices described in paragraphs 3.1 and 3.2 shall be deemed acceptable if they satisfy the main criteria
relating to the variable dilution principle.

1.2.

In its communications, the laboratory shall mention the system of sampling used when performing the test.

2.

2.1.

CRITERIA RELATING TO THE VARIABLE-DILUTION SYSTEM FOR MEASURING EXHAUST-GAS EMISSIONS

Scope

This section shall specify the operating characteristics of an exhaust-gas sampling system intended to be used
for measuring the true mass emissions of a vehicle exhaust in accordance with the provisions of this Regulation.

The principle of variable-dilution sampling for measuring mass emissions shall require three conditions to be
satisfied:

2.1.1.

The vehicle exhaust gases shall be continuously diluted with ambient air under specified conditions;

2.1.2.

The total volume of the mixture of exhaust gases and dilution air shall be measured accurately;

2.1.3.

A continuously proportional sample of the diluted exhaust gases and the dilution air shall be collected for
analysis.

Mass gaseous emissions shall be determined from the proportional sample concentrations and the total vol-
ume measured during the test. The sample concentrations shall be corrected to take account of the pollutant
content of the ambient air.

In addition, where vehicles are equipped with compression-ignition engines, their particulate emissions shall
be plotted.

2.2.

Technical summary

Figure 5/1 gives a schematic diagram of the sampling system.

2.2.1.1.

The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water con-
densation in the sampling and measuring system.

2.2.2.

The exhaust-gas sampling system shall be so designed as to make it possible to measure the average volume
concentrations of the CO2, CO, HC and NOx, and, in addition, in the case of vehicles equipped with
compression-ignition engines, of the particulate emissions, contained in the exhaust gases emitted during the
vehicle testing cycle.

2.2.3.

The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probe is located
(see paragraph 2.3.1.2 below).

2.2.4.

The probe shall extract a representative sample of the diluted gases.

2.2.5.

The system shall enable the total volume of the diluted exhaust gases to be measured.

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2.2.6.

2.2.7.

2.2.8.

The sampling system shall be gas-tight. The design of the variable-dilution sampling system and the materials
that go to make it up shall be such that they do not affect the pollutant concentration in the diluted exhaust
gases. Should any component in the system (heat exchanger, cyclone separator, blower, etc.) change the con-
centration of any of the pollutants in the diluted exhaust gases and the fault cannot be corrected, then sam-
pling for that pollutant shall be carried out upstream from that component.

If the vehicle tested is equipped with an exhaust system with several outlets, the connecting tubes shall be
connected by a manifold installed as near as possible to the vehicle.

The gas samples shall be collected in sampling bags of adequate capacity so as not to hinder the gas flow
during the sampling period. These bags shall be made of materials which will not affect the concentration of
pollutant gases (see paragraph 2.3.4.4 below).

2.2.9.

The variable-dilution system shall be so designed as to enable the exhaust gases to be sampled without appre-
ciably changing the back-pressure at the exhaust pipe outlet (see paragraph 2.3.1.1 below).

2.3.

Specific requirements

2.3.1.

Exhaust-gas collection and dilution device

2.3.1.1.

The connecting tube between the vehicle exhaust outlets and the mixing chamber shall be as short as pos-
sible; it shall in no event:

(i)

cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more than
± 0,75 kPa at 50 km/h or more than ± 1,25 kPa for the whole duration of the test from the static pres-
sures recorded when nothing is connected to the vehicle exhaust outlets. The pressure shall be measured
in the exhaust outlet or in an extension having the same diameter, as near as possible to the end of the
pipe;

(ii)

change the nature of the exhaust gas.

2.3.1.2.

Provision shall be made for a mixing chamber in which the vehicle exhaust gases and the dilution air are
mixed so as to produce a homogeneous mixture at the chamber outlet.

The homogeneity of the mixture in any cross-paragraph at the location of the sampling probe shall not vary
by more than 2 per cent from the average of the values obtained for at least five points located at equal
intervals on the diameter of the gas stream. In order to minimise the effects on the conditions at the exhaust
outlet and to limit the drop in pressure inside the dilution-air conditioning device, if any, the pressure inside
the mixing chamber shall not differ by more than ± 0,25 kPa from atmospheric pressure.

2.3.2.

Suction device/volume measuring device

This device may have a range of fixed speeds as to ensure sufficient flow to prevent any water condensation.
This result is generally obtained by keeping the concentration of CO2 in the dilute exhaust gas sampling bag
lower than 3 per cent by volume.

2.3.3.

Volume measurement

2.3.3.1.

The volume measuring device shall retain its calibration accuracy to within ± 2 per cent under all operating
conditions. If the device cannot compensate for variations in the temperature of the mixture of exhaust gases
and dilution air at the measuring point, a heat exchanger shall be used to maintain the temperature to within
± 6 K of the specified operating temperature.

If necessary, a cyclone separator may be used to protect the volume measuring device.

2.3.3.2.

A temperature sensor shall be installed immediately before the volume measuring device. This temperature
sensor shall have an accuracy and a precision of ± 1 K and a response time of 0,1 s at 62 per cent of a given
temperature variation (value measured in silicone oil).

2.3.3.3.

The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test.

2.3.3.4.

The measurement of the pressure difference from atmospheric pressure shall be taken upstream from and, if
necessary, downstream from the volume measuring device.

Diagram of a variable-dilution system for measuring exhaust gas emissions

Figure 5/1

L

7
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6
4

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L 70/265

2.3.4.

Gas sampling

2.3.4.1.

D i l u t e e x h a u s t g a s e s

2.3.4.1.1.

The sample of dilute exhaust gases shall be taken upstream from the suction device but downstream from the
conditioning devices (if any).

2.3.4.1.2.

The flow rate shall not deviate from the average by more than ± 2 per cent.

2.3.4.1.3.

The sampling rate shall not fall below 5 litres per minute and shall not exceed 0,2 per cent of the flow rate of
the dilute exhaust gases.

2.3.4.2.

D i l u t i o n a i r

2.3.4.2.1. A sample of the dilution air shall be taken at a constant flow rate near the ambient air-inlet (after the filter if

one is fitted).

2.3.4.2.2.

The air shall not be contaminated by exhaust gases from the mixing area.

2.3.4.2.3.

The sampling rate for the dilution air shall be comparable to that used in the case of the dilute exhaust gases.

2.3.4.3.

S a m p l i n g o p e r a t i o n s

2.3.4.3.1.

The materials used for the sampling operations shall be such as not to change the pollutant concentration.

2.3.4.3.2.

Filters may be used in order to extract the solid particles from the sample.

2.3.4.3.3.

Pumps are required in order to convey the sample to the sampling bag(s).

2.3.4.3.4.

Flow control valves and flow-meters are needed in order to obtain the flow-rates required for sampling.

2.3.4.3.5. Quick-fastening gas-tight connections may be used between the three-way valves and the sampling bags, the
connections sealing themselves automatically on the bag side. Other systems may be used for conveying the
samples to the analyser (three-way stop valves, for example).

2.3.4.3.6.

The various valves used for directing the sampling gases shall be of the quick-adjusting and quick-acting type.

2.3.4.4.

S t o r a g e o f

t h e s a m p l e

The gas samples shall be collected in sampling bags of adequate capacity so as not to reduce the sampling
rate. The bags shall be made of a material such as will not change the concentration of synthetic pollutant
gases by more than 2 per cent after 20 minutes.

2.4.

Additional sampling unit for the testing of vehicles equipped with a compression-ignition engine

2.4.1.

2.4.2.

2.4.3.

2.4.4.

Unlike the taking of gas samples from vehicles equipped with spark-ignition engines, the hydrocarbon and
particulate sampling points are located in a dilution tunnel.

In order to reduce heat losses in the exhaust gases between the exhaust outlet and the dilution tunnel inlet,
the pipe may not be more than 3,6 m long, or 6,1 m long if heat insulated. Its internal diameter may not
exceed 105 mm.

Predominantly turbulent flow conditions (Reynolds number ≥ 4 000) shall apply in the dilution tunnel, which
shall consist of a straight tube of electrically-conductive material, in order to guarantee that the diluted exhaust
gas is homogeneous at the sampling points and that the samples consist of representative gases and particu-
lates. The dilution tunnel shall be at least 200 mm in diameter and the system shall be earthed.

The particulate sampling system shall consist of a sampling probe in the dilution tunnel and two series-
mounted filters. Quick-acting valves shall be located both up and downstream of the two filters in the direc-
tion of flow.

The configuration of the sample probe shall be as indicated in Figure 5/2.

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2.4.5.

The particulate sampling probe shall meet the following conditions:

It shall be installed near the tunnel centreline, roughly ten tunnel diameters downstream of the gas inlet, and
have an internal diameter of at least 12 mm.

The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not
exceed 1 020 mm.

2.4.6.

The sample gas flow measuring unit shall consist of pumps, gas flow regulators and flow measuring units.

2.4.7.

The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The sam-
pling probe shall be installed at the same distance from the exhaust gas inlet as the particulate sampling probe,
in such a way that neither interferes with samples taken by the other. It shall have a minimum internal diam-
eter of 4 mm.

2.4.8.

All heated parts shall be maintained at a temperature of 463 K (190 °C) ± 10 K by the heating system.

2.4.9.

If it is not possible to compensate for variations in the flow rate provision shall be made for a heat exchanger
and a temperature control device as specified in paragraph 2.3.3.1 so as to ensure that the flow rate in the
system is constant and the sampling rate accordingly proportional.

3.

DESCRIPTION OF THE DEVICES

3.1.

Variable dilution device with positive displacement pump (PDP-CVS) (Figure 5/3)

3.1.1.

3.1.2.

The positive displacement pump — constant volume sampler (PDP-CVS) satisfies the requirements of this
Annex by metering the flow of gas through the pump at constant temperature and pressure. The total vol-
ume is measured by counting the revolutions made by the calibrated positive displacement pump. The pro-
portional sample is achieved by sampling with pump, flow-meter and flow control valve at a constant flow
rate.

Figure 5/3 is a schematic drawing of such a sampling system. Since various configurations can produce accu-
rate results, exact conformity with the drawing is not essential. Additional components such as instruments,
valves, solenoids and switches may be used to provide additional information and co-ordinate the functions
of the component system.

3.1.3.

The sampling equipment consists of:

3.1.3.1.

A filter (D) for the dilution air, which can be preheated if necessary. This filter shall consist of activated char-
coal sandwiched between two layers of paper, and shall be used to reduce and stabilise the hydrocarbon con-
centrations of ambient emissions in the dilution air;

3.1.3.2.

A mixing chamber (M) in which exhaust gas and air are mixed homogeneously;

3.1.3.3.

A heat exchanger (H) of a capacity sufficient to ensure that throughout the test the temperature of the
air/exhaust-gas mixture measured at a point immediately upstream of the positive displacement pump is
within 6 K of the designed operating temperature. This device shall not affect the pollutant concentrations of
diluted gases taken off after for analysis;

3.1.3.4.

A temperature control system (TC), used to preheat the heat exchanger before the test and to control its
temperature during the test, so that deviations from the designed operating temperature are limited to 6 K;

3.1.3.5.

The positive displacement pump (PDP), producing a constant-volume flow of the air/exhaust-gas mixture; the
flow capacity of the pump shall be large enough to eliminate water condensation in the system under all
operating conditions which may occur during a test; this can be generally ensured by using a positive
displacement pump with a flow capacity:

3.1.3.5.1.

twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle, or

3.1.3.5.2.

sufficient to ensure that the CO2 concentration in the dilute-exhaust sample bag is less than 3 per cent by
volume for petrol and diesel, less than 2,2 per cent by volume for LPG and less than 1,5 per cent by volume
for NG.

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3.1.3.6.

A temperature sensor (T1), (accuracy and precision ± 0,4 kPa), fitted immediately upstream of the volume
meter and used to register the pressure difference between the gas mixture and the ambient air;

3.1.3.7.

A pressure gauge (G1), (accuracy and precision ± 0,4 kPa), fitted immediately upstream of the positive dis-
placement pump and used to register the pressure gradient between the gas mixture and the ambient air;

3.1.3.8.

Another pressure gauge (G2), accuracy and precision ± 0,4 kPa), fitted so that the differential pressure between
pump inlet and pump outlet can be registered;

3.1.3.9.

Two sampling probes (S1 and S2) for continuous sampling of the dilution air and of the diluted exhaust-
gas/air mixture;

3.1.3.10.

A filter (F), to extract solid particles from the flows of gas collected for analysis;

3.1.3.11.

Pumps (P), to collect a constant flow of the dilution air as well as of the diluted exhaust-gas/air mixture dur-
ing the test;

3.1.3.12.

Flow controllers (N), to ensure a constant uniform flow of the gas samples taken during the course of the test
from sampling probes S1 and S2 and flow of the gas samples shall be such that, at the end of each test, the
quantity of the samples is sufficient for analysis (approx. 10 litres per minute);

3.1.3.13.

Flow meters (FL), for adjusting and monitoring the constant flow of gas samples during the test;

3.1.3.14.

Quick-acting valves (V), to divert a constant flow of gas samples into the sampling bags or to the outside
vent;

3.1.3.15.

Gas-tight, quick-lock coupling elements (Q) between the quick-acting valves and the sampling bags; the cou-
pling shall close automatically on the sampling-bag side; as an alternative, other ways of transporting the
samples to the analyser may be used (three-way stopcocks, for instance);

3.1.3.16.

Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air during the test; they shall be
of sufficient capacity not to impede the sample flow; the bag material shall be such as to affect neither the
measurements themselves nor the chemical composition of the gas samples (for instance:
laminated
polyethylene/polyamide films, or fluorinated polyhydrocarbons);

3.1.3.17.

A digital counter (C), to register the number of revolutions performed by the positive displacement pump
during the test.

3.1.4.

Additional equipment required when testing compression-ignition-engined vehicles

To comply with the requirements of paragraphs 4.3.1.1 and 4.3.2 of Annex 4, the additional components
within the dotted lines in Figure 5/3 shall be used when testing compression-ignition-engined vehicles:

— Fh

— S3

— Vh

— Q

is a heated filter,

is a hydrocarbon sampling point,

is a heated multi-way valve,

is a quick connector to allow the ambient air sample BA to be analysed on the HFID,

— HFID

is a heated flame ionisation analyser,

— R and I

are a means of integrating and recording the instantaneous hydrocarbon concentrations,

— Lh

is a heated sample line.

All heated components shall be maintained at 463 K (190 °C) ± 10 K.

Particulate sampling system:

— S4

— Fp

Sampling probe in the dilution tunnel,

Filter unit consisting of two series-mounted filters; switching arrangement for further parallel-
mounted pairs of filters,

— Sampling line,

— Pumps, flow regulators, flow measuring units.

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3.2.

Critical-flow venturi dilution device (CFV-CVS) (Figure 5/4)

3.2.1.

The use of a critical-flow venturi in connection with the CVS sampling procedure is based on the principles
of flow mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained
at sonic velocity which is directly proportional to the square root of the gas temperature. Flow is continually
monitored, computed and integrated throughout the test.

The use of an additional critical-flow sampling venturi ensures the proportionality of the gas samples taken.
As both pressure and temperature are equal at the two venturi inlets the volume of the gas flow diverted for
sampling is proportional to the total volume of diluted exhaust-gas mixture produced, and thus the require-
ments of this annex are met.

3.2.2.

Figure 5/4 is a schematic drawing of such a sampling system. Since various configurations can produce accu-
rate results, exact conformity with the drawing is not essential. Additional components such as instruments,
valve, solenoids, and switches may be used to provide additional information and co-ordinate the functions
of the component system.

3.2.3.

The collecting equipment consists of:

3.2.3.1.

A filter (D) for the dilution air, which can be preheated if necessary: the filter shall consist of activated char-
coal sandwiched between layers of paper, and shall be used to reduce and stabilise the hydrocarbon back-
ground emission of the dilution air;

3.2.3.2.

A mixing chamber (M), in which exhaust gas and air are mixed homogeneously;

3.2.3.3.

A cyclone separator (CS), to extract particles;

3.2.3.4.

Two sampling probes (S1 and S2) for taking samples of the dilution air, as well as of the diluted exhaust gas;

3.2.3.5.

A sampling critical-flow venturi (SV), to take proportional samples of the diluted exhaust gas at sampling
probe S2;

3.2.3.6.

A filter (F), to extract solid particles from the gas flows diverted for analysis;

3.2.3.7.

Pumps (P), to collect part of the flow of air and diluted exhaust gas in bags during the test;

3.2.3.8.

A flow controller (N), to ensure a constant flow of the gas samples taken in the course of the test from sam-
pling probe S1; the flow of the gas samples shall be such that, at the end of the test, the quantity of the
samples is sufficient for analysis (approx. 10 litres per minute);

3.2.3.9.

A snubber (PS), in the sampling line;

3.2.3.10.

Flow meters (FL), for adjusting and monitoring the flow of gas samples during tests;

3.2.3.11.

Quick-acting solenoid valves (V), to divert a constant flow of gas samples into the sampling bags or the vent;

3.2.3.12.

Gas-tight, quick-lock coupling elements (Q), between the quick-acting valves and the sampling bags; the cou-
plings shall close automatically on the sampling-bag side. As an alternative, other ways of transporting the
samples to the analyser may be used (three-way stop-cocks, for instance).

3.2.3.13.

Bags (B) for collecting samples of the diluted exhaust gas and the dilution air during the tests; they shall be of
sufficient capacity not to impede the sample flow; the bag material shall be such as to affect neither the mea-
surements themselves nor
laminated
polyethylene/polyamide films, or fluorinated poly-hydrocarbons);

the chemical composition of

the gas samples (for

instance:

3.2.3.14.

A pressure gauge (G), which shall be precise and accurate to within ± 0,4 kPa;

3.2.3.15.

A temperature sensor (T), which is precise and accurate to within ± 1 K and has a response time of 0,1 sec-
onds to 62 per cent of a temperature change (as measured in silicon oil);

3.2.3.16.

A measuring critical-flow venturi tube (MV), to measure the flow volume of the diluted exhaust gas;

Constant volume sampler with positive displacement pump (PDP-CVS)

Figure 5/3

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Constant volume sampler with critical-flow venturi (CFV-CVS System)

Figure 5/4

.

.

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3
2
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1

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3.2.3.17.

A blower (BL), of sufficient capacity to handle the total volume of diluted exhaust gas;

3.2.3.18.

The capacity of the CFV-CVS system shall be such that, under all operating conditions which may possibly occur
during a test, there will be no condensation of water. This is generally ensured by using a blower whose
capacity is:

3.2.3.18.1.

twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or

3.2.3.18.2.

sufficient to ensure that the CO2 concentration in the dilute exhaust sample bag is less than 3 per cent by
volume.

3.2.4.

Additional equipment required when testing compression-ignition-engined vehicles

To comply with the requirements of paragraphs 4.3.1.1 and 4.3.2 of Annex 4, the additional components
shown within the dotted lines of Figure 5/4 shall be used when testing compression-ignition-engined vehicles.

— Fh

— S3

— Vh

— Q

is a heated filter,

is a hydrocarbon sample,

is a heated multi-way valve,

is a quick connector to allow the ambient air sample BA to be analysed on the HFID,

— HFID

is a heated flame ionisation analyser,

— R and I

are a means of integrating and recording the instantaneous hydrocarbon concentrations,

— Lh

is a heated sample line.

All heated components shall be maintained at 463 K (190 °C) ± 10 K.

If compensation for varying flow is not possible, then a heat exchanger (H) and temperature control system
(Tc) as described in paragraph 3.1.3 of this Appendix will be required to ensure constant flow through the
venturi (Mv) and thus proportional flow through S3 particulate sampling system.

— S4 =

— Fp =

Sampling probe in dilution tunnel,

Filter unit, consisting of two series-mounted filters; switching unit for further parallel-
mounted pairs of filters,

— Sampling line,

— Pumps, flow regulators, flow measuring units.

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ANNEX 4

Appendix 6

METHOD OF CALIBRATING THE EQUIPMENT

1.

ESTABLISHMENT OF THE CALIBRATION CURVE

1.1.

1.2.

1.3.

Each normally used operating range is calibrated in accordance with the requirements of paragraph 4.3.3. of
Annex 4 by the following procedure.

The analyser calibration curve is established by at least five calibration points spaced as uniformly as possible.
The nominal concentration of the calibration gas of the highest concentration shall be not less than 80 per cent
of the full scale.

The calibration curve is calculated by the least squares method. If the resulting polynomial degree is greater
than 3, the number of calibration points shall be at least equal to this polynomial degree plus 2.

1.4.

The calibration curve shall not differ by more than ± 2 per cent from the nominal value of each calibration gas.

1.5.

Trace of the calibration curve

From the trace of 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 shall be indicated, particularly:

— the scale,

— the sensitivity,

— the zero point,

— the date of carrying out the calibration.

1.6.

If it can be shown to the satisfaction of the technical service that alternative technology (e.g. computer, electroni-
cally controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.

1.7.

Verification of the calibration

1.7.1.

Each normally used operating range shall be checked prior to each analysis in accordance with the following.

1.7.2.

The calibration shall be checked by using a zero gas and a span gas whose nominal value is within 80-95 per
cent of the supposed value to be analysed.

1.7.3.

If, for the two points considered, the value found does not differ by more than ± 5 per cent of the full scale from
the theoretical value, the adjustment parameters may be modified. Should this not be the case, a new calibration
curve shall be established in accordance with paragraph 1 of this appendix.

1.7.4.

After testing, zero gas and the same span gas are used for re-checking. The analysis is considered acceptable if
the difference between the two measuring results is less than 2 per cent.

2.

CHECKING FOR FID HYDROCARBON RESPONSE

2.1.

Detector response optimisation

The FID shall be adjusted, as specified by the instrument manufacturer. Propane in air should be used, to opti-
mise the response, on the most common operating range.

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2.2.

Calibration of the HC analyser

The analyser should be calibrated using propane in air and purified synthetic air. See paragraph 4.5.2 of Annex 4
(calibration and span gases).

Establish a calibration curve as described in paragraphs 1.1 to 1.5 of this Appendix.

2.3.

Response factors of different hydrocarbons and recommended limits

The response factor (Rf), for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylin-
der concentration, expressed as ppm C1.

The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of full-scale
deflection, for the operating range. The concentration shall be known, to an accuracy of ± 2 per cent in refer-
ence to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for
24 hours at a temperature between 293 K and 303 K (20 and 30 °C).

Response factors should be determined when introducing an analyser into service and thereafter at major service
intervals. The test gases to be used and the recommended response factors are:

— Methane and purified air:

1,00 < Rf < 1,15

— or 1,00 < Rf < 1,05

for NG fuelled vehicles

— Propylene and purified air:

— Toluene and purified air:

0,90 < Rf < 1,00

0,90 < Rf < 1,00

Relative to a response factor (Rf) of 1,00 for propane and purified air.

2.4.

Oxygen interference check and recommended limits

The response factor shall be determined as described in paragraph 2.3 above. The test gas to be used and recom-
mended response factor range is:

Propane and nitrogen:

0,95 < Rf < 1,05

3.

EFFICIENCY TEST OF THE NOx CONVERTER

The efficiency of the converter used for the conversion of NO2 into NO is tested as follows:

Using the test set up as shown in Figure 6/1 and the procedure described below, the efficiency of converters can
be tested by means of an ozonator.

Calibrate the analyzer in the most common operating range following the manufacturer’s specifications using
zero and span gas (the NO content of which shall amount to about 80 per cent of the operating range and the
NO2 concentration of the gas mixture shall be less than 5 per cent of the NO concentration). The NOx analyser
shall be in the NO mode so that the span gas does not pass through the converter. Record the indicated
concentration.

Via a T-fitting, oxygen or synthetic air is added continuously to the span gas flow until the concentration indi-
cated is about 10 per cent less than the indicated calibration concentration given in paragraph 3.1 above. Record
the indicated concentration (C). The ozonator is kept deactivated throughout this process.

The ozonator is now activated to generate enough ozone to bring the NO concentration down to 20 per cent
(minimum 10 per cent) of the calibration concentration given in paragraph 3.1 above. Record the indicated
concentration (d).

The NOx analyser is then switched to the NOx mode, which means that the gas mixture (consisting of NO, NO2,
O2 and N2) now passes through the converter. Record the indicated concentration (a).

3.1.

3.2.

3.3.

3.4.

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Figure 6/1

Diagram of NOx converter efficiency devices

3.5.

3.6.

The ozonator is now deactivated. The mixture of gases described in paragraph 3.2. above passes through the
converter into the detector. Record the indicated concentration (b).

With the ozonator deactivated, the flow of oxygen or synthetic air is also shut off. The NO2 reading of the analy-
ser shall then be no more than 5 per cent above the figure given in paragraph 3.1 above.

3.7.

The efficiency of the NOx converter is calculated as follows:

Efficiency (per cent) =(1 +

a – b

c – d

∙ 100)

3.8.

The efficiency of the converter shall not be less than 95 per cent.

3.9.

The efficiency of the converter shall be tested at least once a week.

4.

CALIBRATION OF THE CVS SYSTEM

4.1.

The CVS system shall be calibrated by using an accurate flow-meter and a restricting device. The flow through the
system shall be measured at various pressure readings and the control parameters of the system measured and
related to the flows.

4.1.1.

Various types of flow-meter may be used, e.g. calibrated venturi, laminar flow-meter, calibrated turbine-meter,
provided that they are dynamic measurement systems and can meet the requirements of paragraphs 4.4.1
and 4.4.2 of Annex 4.

4.1.2.

The following paragraphs give details of methods of calibrating PDP and CFV units, using a laminar flow-meter,
which gives the required accuracy, together with a statistical check on the calibration validity.

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4.2.

Calibration of the positive displacement pump (PDP)

4.2.1.

The following calibration procedure outlines the equipment, the test configuration and the various parameters
which are measured to establish the flow-rate of the CVS pump. All the parameters related to the pump are
simultaneously measured with the parameters related to the flow-meter which is connected in series with the
pump. The calculated flow-rate (given in m3/min. at pump inlet, absolute pressure and temperature) can then be
plotted versus a correlation function which is the value of a specific combination of pump parameters. The lin-
ear equation which relates the pump flow and the correlation function is then determined. In the event that a
CVS has a multiple speed drive, a calibration for each range used shall be performed.

4.2.2.

This calibration procedure is based on the measurement of the absolute values of the pump and flow-meter
parameters that relate the flow rate at each point. Three conditions shall be maintained to ensure the accuracy and
integrity of the calibration curve:

4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external piping on the pump
inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre of the pump drive headplate
are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials;

4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow-meter is sensitive to inlet tem-
perature oscillations which cause the data points to be scattered. Gradual changes of ± 1 K in temperature are
acceptable as long as they occur over a period of several minutes;

4.2.2.3. All connections between the flow-meter and the CVS pump shall be free of any leakage.

4.2.3.

During an exhaust emission test, the measurement of these same pump parameters enables the user to calculate
the flow rate from the calibration equation.

4.2.3.1. Figure 6/2 of this appendix shows one possible test set-up. Variations are permissible, provided that they are
approved by the administration granting the approval as being of comparable accuracy. If the set-up shown in
Appendix 5, Figure 5/3, is used, the following data shall be found within the limits of precision given:

— barometric pessure (corrected) (Pb)

— ambient temperature (T)

— air temperature at LFE (ETI)

— pressure depression upstream of LFE (EPI)

— pressure drop across the LFE matrix (EDP)

— air temperature at CVS pump inlet (PTI)

— air temperature at CVS pump outlet (PTO)

— pressure depression at CVS pump inlet (PPI)

— pressure head at CVS pump outlet (PPO)

— pump revolutions during test period (n)

— elapsed time for period (minimum 250 s) (t)

± 0,03 kPa

± 0,2 K

± 0,15 K

± 0,01 kPa

± 0,0015 kPa

± 0,2 K

± 0,2 K

± 0,22 kPa

± 0,22 kPa

± 1 l/min

± 0,1 s

4.2.3.2. After the system has been connected as shown in Figure 6/2 of this Appendix, set the variable restrictor in the

wide-open position and run the CVS pump for 20 minutes before starting the calibration.

4.2.3.3. Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 1 kPa)
that will yield a minimum of six data points for the total calibration. Allow the system to stabilise for three
minutes and repeat the data acquisition.

4.2.4.

Data analysis

4.2.4.1. The air flow rate (Qs) at each test point is calculated in standard m3/min. from the flow-meter data using the

manufacturer’s prescribed method.

4.2.4.2. The air flow-rate is then converted to pump flow (V0) in m3/rev at absolute pump inlet temperature and pressure.

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V0 =

Qs
n

∙

Tp
273,2

∙

101,33

Pp

where:

— V0 = pump flow rate at Tp and Pp given in m3/rev.,
— Qs = air flow at 101,33 kPa and 273,2 K given in m3/min.,

— Tp = pump inlet temperature (K),

— Pp = absolute pump inlet pressure (kPa),
— n = pump speed in min–1.

To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, the
correlation function (x0) between the pump speed (n), the pressure differential from pump inlet to pump outlet
and the absolute pump outlet pressure is then calculated as follows:

x0 =

1

n√ΔPp

Pe

where:

— x0 = correlation function,

— ΔPp = pressure differential from pump inlet to pump outlet (kPa),

— Pe = absolute outlet pressure (PPO + Pb) (kPa).

A linear least-square fit is performed to generate the calibration equations which have the formulae:

V0 = D0 – M (x0)

n = A – B (ΔPp)

D0, M, A and B are the slope-intercept constants describing the lines.

Figure 6/2

PDP-CVS calibration configuration

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Figure 6/3

CFV-CVS calibration configuration

4.2.4.3. A CVS system that has multiple speeds shall be calibrated on each speed used. The calibration curves generated
for the ranges shall be approximately parallel and the intercept values (D0) shall increase as the pump flow range
decreases.

If the calibration has been performed carefully, the calculated values from the equation will be within 0.5 per
cent of the measured value of V0. Values of M will vary from one pump to another. Calibration is performed at
pump start-up and after major maintenance.

4.3.

Calibration of the critical-flow venturi (CFV)

4.3.1.

Calibration of the CFV is based upon the flow equation for a critical venturi:

Qs =

Kv ∙ P
√T

where:

— Qs = flow,

— Kv = calibration coefficient,

— P

= absolute pressure (kPa),

— T

= absolute temperature (K).

Gas flow is a function of inlet pressure and temperature.

The calibration procedure described below establishes the value of the calibration coefficient at measured values
of pressure, temperature and air flow.

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4.3.2.

The manufacturer’s recommended procedure shall be followed for calibrating electronic portions of the CFV.

4.3.3. Measurements for flow calibration of the critical flow venturi are required and the following data shall be found

within the limits of precision given:

— barometric pressure (corrected) (Pb)

— LFE air temperature, flow-meter (ETI)

— pressure depression upstream of LFE (EPI)

— pressure drop across (EDP) LFE matrix

— air flow (Qs)

— CFV inlet depression (PPI)

— temperature at venturi inlet (Tv)

± 0,03 kPa,

± 0,15 K,

± 0,01 kPa,

± 0,0015 kPa,

± 0,5 per cent,

± 0,02 kPa,

± 0,2 K.

4.3.4.

The equipment shall be set up as shown in figure 3 of this Appendix and checked for leaks. Any leaks between
the flow-measuring device and the critical-flow venturi will seriously affect the accuracy of the calibration.

4.3.5.

The variable-flow restrictor shall be set to the open position, the blower shall be started and the system stabi-
lised. Data from all instruments shall be recorded.

4.3.6.

The flow restrictor shall be varied and at least eight readings across the critical flow range of the venturi shall be
made.

4.3.7.

The data recorded during the calibration shall be used in the following calculations.

The air flow-rate (Qs) at each test point is calculated from the flow-meter data using the manufacturer’s pre-
scribed method.

Calculate values of the calibration coefficient for each test point:

Kv =

Qs ∙ √Tv
Pv

where:

— Qs = flow-rate in m3/min at 273,2 K and 101,33 kPa,

— Tv = temperature at the venturi inlet (K),

— Pv = absolute pressure at the venturi inlet (kPa).

Plot Kv as a function of venturi inlet pressure. For sonic flow, Kv will have a relatively constant value. As pressure
decreases (vacuum increases) the venturi becomes unchoked and Kv decreases. The resultant Kv changes are not
permissible.

For a minimum of eight points in the critical region, calculate an average Kv and the standard deviation.

If the standard deviation exceeds 0,3 per cent of the average Kv, take corrective action.

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ANNEX 4

Appendix 7

TOTAL SYSTEM VERIFICATION

1.

To comply with the requirements of paragraph 4.7 of Annex 4, the total accuracy of the CVS sampling system and
analytical system shall be determined by introducing a known mass of a pollutant gas into the system whilst it is
being operated as if during a normal test and then analysing and calculating the pollutant mass according to the
formulae in Appendix 8 to Annex 4 except that the density of propane shall be taken as 1,967 grams per litre at
standard conditions. The following two techniques are known to give sufficient accuracy.

2. Metering a constant flow of pure gas (CO or C3H8) using a critical flow orifice device

2.1. A known quantity of pure gas (CO or C3H8) is fed into the CVS system through the calibrated critical orifice. If the
inlet pressure is high enough, the flow-rate (q), which is adjusted by means of the critical flow orifice, is independent
of orifice outlet pressure (critical flow). If deviations exceeding 5 per cent occur, the cause of the malfunction shall
be determined and corrected. The CVS system is operated as in an exhaust emission test for about 5 to 10 minutes.
The gas collected in the sampling bag is analysed by the usual equipment and the results compared to the concen-
tration of the gas samples which was known beforehand.

3. Metering a limited quantity of pure gas (CO or C3H8) by means of a gravimetric technique

3.1. The following gravimetric procedure may be used to verify the CVS system.

The weight of a small cylinder filled with either carbon monoxide or propane is determined with a precision of
± 0,01 g. For about 5 to 10 minutes, the CVS system is operated as in a normal exhaust emission test, while CO or
propane is injected into the system. The quantity of pure gas involved is determined by means of differential weigh-
ing. The gas accumulated in the bag is then analysed by means of the equipment normally used for exhaust-gas
analysis. The results are then compared to the concentration figures computed previously.

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ANNEX 4

Appendix 8

CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS

1.

GENERAL PROVISIONS

1.1.

Mass emissions of gaseous pollutants shall be calculated by means of the following equation:

–6

Vmix ∙ Qi ∙ kh ∙ Ci ∙ 10
d

Mi =

(1)

where:

— Mi

= mass emission of the pollutant i in grams per kilometer,

— Vmix = volume of the diluted exhaust gas expressed in litres per test and corrected to standard conditions

(273,2 K and 101,33 kPa),

— Qi

— kh

— Ci

= density of the pollutant i

in grams per litre at normal temperature and pressure (273,2 K

and 101,33 kPa),

= humidity correction factor used for the calculation of the mass emissions of oxides of nitrogen.

There is no humidity correction for HC and CO,

= concentration of the pollutant i in the diluted exhaust gas expressed in ppm and corrected by the

amount of the pollutant i contained in the dilution air,

— d

= distance corresponding to the operating cycle in kilometres.

1.2.

Volume determination

1.2.1.

Calculation of the volume when a variable dilution device with constant flow control by orifice or venturi is used

Record continuously the parameters showing the volumetric flow, and calculate the total volume for the dura-
tion of the test.

1.2.2.

Calculation of volume when a positive displacement pump is used

The volume of diluted exhaust gas measured in systems comprising a positive displacement pump is calculated
with the following formula:

where:

V = V0 ∙ N

— V

= volume of the diluted gas expressed in litres per test (prior to correction),

— V0

= volume of gas delivered by the positive displacement pump in testing conditions in litres per revo-

lution,

— N

= number of revolutions per test.

1.2.3.

Correction of the diluted exhaust-gas volume to standard conditions

The diluted exhaust-gas volume is corrected by means of the following formula:

in which:

Vmix = V ∙ K1 ∙(PB – P1

Tp

)

(2)

K1 =

273,2 (K)
101,33 (kPa)

= 2,6961 (K/kPa)

(3)

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where:

— PB

— P1

— Tp

= barometric pressure in the test room in kPa,

= vacuum at the inlet to the positive displacement pump in kPa relative to the ambient barometric

pressure,

= average temperature of the diluted exhaust gas entering the positive displacement pump during the

test (K).

1.3.

Calculation of the corrected concentration of pollutants in the sampling bag

Ci = Ce – Cd(1 –

1

DF)

(4)

where:

— Ci

— Ce

— Cd

= concentration of the pollutant i in the diluted exhaust gas, expressed in ppm and corrected by the

amount of i contained in the dilution air,

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

= concentration of pollutant i in the air used for dilution, expressed in ppm,

— DF

= dilution factor.

The dilution factor is calculated as follows:

For petrol and diesel

DF =

DF =

DF =

13,4

+ (CHC + CCO) ∙ 10

–4

11,9

+ (CHC + CCO) ∙ 10

–4

9,5

+ (CHC + CCO) ∙ 10

–4

C

CO

2

C

CO

2

C

CO

2

for petrol and diesel (5a)

for LPG (5b)

For NG (5c)

In these equations:

— CCO2 = concentration of CO2 in the diluted exhaust gas contained in the sampling bag, expressed in per

cent volume,

— CHC = concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm

carbon equivalent,

— CCO = concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm.

1.4.

Determination of the no humidity correction factor

In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations are
applied:

kh =

1
1 – 0,0329 ∙ (H – 10,71)

(6)

H =

6,211 ∙ Ra ∙ Pd
–2
PB – Pd ∙ Ra ∙ 10

in which:

where:

— H

= absolute humidity expressed in grams of water per kilogram of dry air,

— Ra

— Pd

— PB

= relative humidity of the ambient air expressed as a percentage,

= saturation vapour pressure at ambient temperature expressed in kPa,

= atmospheric pressure in the room, expressed in kPa.

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1.5.

Example

1.5.1.

Data

1.5.1.1. Ambient conditions:

— ambient temperature: 23 °C = 297,2 K,

— barometric pressure: PB = 101,33 kPa,

— relative humidity: Ra = 60 per cent,

— saturation vapour pressure: Pd = 2,81 kPa of H2O at 23 °C.

1.5.1.2. Volume measured and reduced to standard conditions (paragraph 1)

V = 51,961 m3

1.5.1.3. Analyser readings:

Diluted exhaust sample

Dilution-air sample

HC (1)

CO

NOx

CO2

92 ppm

470 ppm

70 ppm

3,0 ppm

0 ppm

0 ppm

1,6 per cent by volume

0,03 per cent by volume

(1)

In ppm carbon equivalent.

1.5.2.

Calculations

1.5.2.1. Humidity correction factor (kH) (see formula 6)

H = 10,5092

H =

6,211 ∙ Ra ∙ Pd
–2
PB – Pd ∙ Ra ∙ 10

H =

6,211 ∙ 60
101,33 – (2,81 ∙ 60,10

–2)

kh =

1
1 – 0,0329 ∙ (H – 10,71)

kh =

1
1 – 0,0329 ∙ (10,5092 – 10,71)

kh = 0,9934

1.5.2.2. Dilution factor (DF) (see formula (5))

DF =

DF =

13,4

+ (CHC+CCO) ∙10

–4

C

CO

2

13,4

1,6 + (92 + 4,70) ∙10

–4

DF = 8,091

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1.5.2.3. Calculation of the corrected concentration of pollutants in the sampling bag:

HC, mass emissions (see formulae (4) and (1))

1

DF)
= Ce – Cd (1 –
8,091)
= 92 – 3 (1-) (1 –

1

= 89,371

Ci

Ci

Ci

MHC

= CHC ∙ Vmix ∙ QHC ∙

1

d

QHC

= 0,619 in the case of petrol or diesel

QHC

= 0,649 in the case of LPG

QHC

= 0,714 in the case of NG

MHC

= 89,371 ∙ 51,961 ∙ 0,619 ∙ 10–6 ∙

1

d

MHC

=

2,88

d

g/km

CO, mass emissions (see formula (1))

MCO

=

CCO ∙ Vmix ∙ QCO ∙

1

d

QCO

=

1,25

MCO

=

470 ∙ 51,961 ∙ 1.25 ∙ 10–6 ∙

1

d

MCO

=

30,5

d

g/km

NOx mass emissions (see formula (1))

MNOx =

CNOx ∙ Vmix ∙ QNOx ∙ kH ∙

1

d

QNOx =

2,05

MNOx =

70 ∙ 51,961 ∙ 2,05 ∙ 0,9934 ∙ 10–6 ∙

1

d

MNOx =

7,14

d

g/km

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2.

SPECIAL PROVISIONS FOR VEHICLES EQUIPPED WITH COMPRESSION-IGNITION ENGINES

2.1.

Determination of HC for compression-ignition engines

To calculate HC-mass emission for compression-ignition engines, the average HC concentration is calculated as
follows:

Ce =

where:

t

2
∫
t

1

CHC ∙ dt

t2 – t1

(7)

t

2
— ∫
t

1

CHC ∙ dt

= integral of the recording of the heated FID over the test (t2 – t1)

— Ce

= concentration of HC measured in the diluted exhaust in ppm of Ci is substituted for CHC in

all relevant equations.

2.2.

Determination of particulates

Particulate emission Mp (g/km) is calculated by means of the following equation:

Mp =

(Vmix + Vep) ∙ Pe
Vep ∙ d

where exhaust gases are vented outside tunnel,

Mp =

Vmix ∙ Pe
Vep ∙ d

where exhaust gases are returned to the tunnel,

where:

Vmix

Vep

Pe

d

Mp

= Volume of diluted exhaust gases (see paragraph 1.1), under standard conditions,

= Volume of exhaust gas flowing through particulate filter under standard conditions,

= Particulate mass collected by filters,

= Distance corresponding to the operating cycle in km,

= Particulate emission in g/km.

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ANNEX 5

TYPE II TEST

(Carbon monoxide emission test at idling speed)

1.

INTRODUCTION

This annex describes the procedure for the Type II test defined in paragraph 5.3.2 of this Regulation.

2.

2.1.

2.2.

CONDITIONS OF MEASUREMENT

The fuel shall be the reference fuel, specifications for which are given in Annexes 10 and 10a to this Regulation.

During the test, the environmental temperature shall be between 293 and 303 K (20 and 30 °C). The engine shall
be warmed up until all temperatures of cooling and lubrication means and the pressure of lubrication means have
reached equilibrium.

2.2.1.

Vehicles that are fuelled either with petrol or with LPG or NG shall be tested with the reference fuel(s) used for
the Type I test.

2.3.

2.4.

In the case of vehicles with manually-operated or semi-automatic-shift gearboxes, the test shall be carried out
with the gear lever in the ‘neutral’ position and with the clutch engaged.

In the case of vehicles with automatic-shift gearboxes, the test shall be carried out with the gear selector in
either the ‘neutral’ or the ‘parking’ position.

2.5.

Components for adjusting the idling speed

2.5.1.

Definition

For the purposes of this Regulation, ‘components for adjusting the idling speed’ means controls for changing the
idling conditions of the engine which may be easily operated by a mechanic using only the tools described in
paragraph 2.5.1.1 below. In particular, devices for calibrating fuel and air flows are not considered as adjust-
ment components if their setting requires the removal of the set-stops, an operation which cannot normally be
performed except by a professional mechanic.

2.5.1.1.

Tools which may be used to control components for adjusting the idling speed: screwdrivers (ordinary or cross-
headed), spanners (ring, open-end or adjustable), pliers, Allen keys.

2.5.2.

Determination of measurement points

2.5.2.1.

A measurement at the setting in accordance with the conditions fixed by the manufacturer is performed first;

2.5.2.2.

For each adjustment component with a continuous variation, a sufficient number of characteristic positions
shall be determined.

2.5.2.3.

The measurement of the carbon-monoxide content of exhaust gases shall be carried out for all the possible
positions of the adjustment components, but for components with a continuous variation only the positions
defined in paragraph 2.5.2.2 above shall be adopted.

2.5.2.4.

The Type II test shall be considered satisfactory if one or both of the two following conditions is met:

2.5.2.4.1. none of the values measured in accordance with paragraph 2.5.2.3 above exceeds the limit values;

2.5.2.4.2.

the maximum content obtained by continuously varying one of the adjustment components while the other
components are kept stable does not exceed the limit value, this condition being met for the various combina-
tions of adjustment components other than the one which was varied continuously.

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2.5.2.5.

The possible positions of the adjustment components shall be limited:

2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest idling speed which the engine can reach;

the speed recommended by the manufacturer, minus 100 revolutions per minute;

2.5.2.5.2. on the other hand, by the smallest of the following three values:

the highest speed the engine can attain by activation of the idling speed components;

the speed recommended by the manufacturer, plus 250 revolutions per minute;

the cut-in speed of automatic clutches.

2.5.2.6.

In addition, settings incompatible with correct running of the engine shall not be adopted as measurement
settings. In particular, when the engine is equipped with several carburettors all the carburettors shall have the
same setting.

3.

3.1.

3.2.

SAMPLING OF GASES

The sampling probe shall be inserted into the exhaust pipe to a depth of at least 300 mm into the pipe con-
necting the exhaust with the sampling bag and as close as possible to the exhaust.

The concentration in CO (CCO) and CO2 (CCO2) shall be determined from the measuring instrument readings
or recordings, by use of appropriate calibration curves.

3.3.

The corrected concentration for carbon monoxide regarding four-stroke engines is:

CCO corr = CCO

15

CCO + C

CO

2

(per cent vol.)

3.4.

The concentration in CCO (see paragraph 3.2) measured according to the formulae contained in paragraph 3.3
need not be corrected if the total of the concentrations measured (CCO + CCO2) is for four-stroke engines at
least:

— for petrol:

15 per cent,

— for LPG:

— for NG:

13,5 per cent,

11,5 per cent.

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ANNEX 6

TYPE III TEST

(Verifying emissions of crankcase gases)

1.

INTRODUCTION

This annex describes the procedure for the Type III test defined in paragraph 5.3.3 of this Regulation.

2.

GENERAL PROVISIONS

2.1.

2.2.

The Type III test shall be carried out on a vehicle with positive-ignition engine, which has been, subjected to the
Type I and the Type II test, as applicable.

The engines tested shall include leak-proof engines other than those so designed that even a slight leak may cause
unacceptable operating faults (such as flat-twin engines).

3.

TEST CONDITIONS

3.1.

Idling shall be regulated in conformity with the manufacturer’s recommendations.

3.2.

The measurement shall be performed in the following three sets of conditions of engine operation:

Condition Number

Vehicle speed (km/h)

1

2

3

1

2

3

Idling

50 ± 2 (in 3rd gear or ‘drive’)

50 ± 2 (in 3rd gear or ‘drive’)

Condition Number

Power absorbed by the brake

Nil

That corresponding to the setting for Type I test at 50 km/h

That for conditions No 2, multiplied by a factor of 1,7

4.

TEST METHOD

4.1.

For the operation conditions as listed in paragraph 3.2 above, reliable function of the crankcase ventilation system
shall be checked.

5.

METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION SYSTEM

5.1.

The engine’s apertures shall be left as found.

5.2.

5.3.

The pressure in the crankcase shall be measured at an appropriate location. It shall be measured at the dip-stick
hole with an inclined-tube manometer.

The vehicle shall be deemed satisfactory if, in every condition of measurement defined in paragraph 3.2 above, the
pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement.

5.4.

For the test by the method described above, the pressure in the intake manifold shall be measured to within ± 1 kPa.

5.5.

The vehicle speed as indicated at the dynamometer shall be measured to within ± 2 km/h.

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5.6.

The pressure measured in the crankcase shall be measured to within ± 0,01 kPa.

5.7.

If in one of the conditions of measurement defined in paragraph 3.2 above, the pressure measured in the crank-
case exceeds the atmospheric pressure, an additional test as defined in paragraph 6 below shall be performed if so
requested by the manufacturer.

6.

ADDITIONAL TEST METHOD

6.1.

The engine’s apertures shall be left as found.

6.2.

6.3.

6.4.

A flexible bag impervious to crankcase gases and having a capacity of approximately five litres shall be connected
to the dipstick hole. The bag shall be empty before each measurement.

The bag shall be closed before each measurement. It shall be opened to the crankcase for five minutes for each
condition of measurement prescribed in paragraph 3.2 above.

The vehicle shall be deemed satisfactory if, in every condition of measurement defined in paragraph 3.2 above, no
visible inflation of the bag occurs.

6.5.

Remark

6.5.1.

If the structural layout of the engine is such that the test cannot be performed by the methods described in para-
graphs 6.1 to 6.4 above, the measurements shall be effected by that method modified as follows:

6.5.2. Before the test, all apertures other than that required for the recovery of the gases shall be closed;

6.5.3. The bag shall be placed on a suitable take-off which does not introduce any additional loss of pressure and is

installed on the recycling circuit of the device directly at the engine-connection aperture.

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TYPE III TEST

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ANNEX 7

TYPE IV TEST

(Determination of evaporative emissions from vehicles with positive-ignition engines)

1.

INTRODUCTION

This annex describes the procedure of the Type IV test according to paragraph 5.3.4 of this Regulation.

This procedure describes a method for the determination of the loss of hydrocarbons by evaporation from the
fuel systems of vehicles with positive-ignition engines.

2.

DESCRIPTION OF TEST

The evaporative emissions test (Figure 7/1 below) is designed to determine hydrocarbon evaporative emissions
as a consequence of diurnal temperatures fluctuation, hot soaks during parking, and urban driving. The test
consists of these phases:

2.1.

Test preparation including an urban (Part One) and extra-urban (Part Two) driving cycle,

2.2.

Hot soak loss determination,

2.3.

Diurnal loss determination.

Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are added up to provide an
overall result for the test.

3.

VEHICLE AND FUEL

3.1.

Vehicle

3.1.1.

The vehicle shall be in good mechanical condition and have been run in and driven at least 3 000 km before
the test. The evaporative emission control system shall be connected and have been functioning correctly over
this period and the carbon canister(s) shall have been subject to normal use, neither undergoing abnormal purg-
ing nor abnormal loading.

3.2.

Fuel

3.2.1.

The appropriate reference fuel shall be used, as defined in Annex 10 to this Regulation.

4.

TEST EQUIPMENT FOR EVAPORATIVE TEST

4.1.

Chassis dynamometer

The chassis dynamometer shall meet the requirements of Annex 4.

4.2.

Evaporative emission measurement enclosure

The evaporative emission measurement enclosure shall be a gas-tight rectangular measuring chamber able to
contain the vehicle under test. The vehicle shall be accessible from all sides and the enclosure when sealed shall
be gas-tight in accordance with Appendix 1 to this annex. The inner surface of the enclosure shall be imperme-
able and non-reactive to hydrocarbons. The temperature conditioning system shall be capable of controlling
the internal enclosure air temperature to follow the prescribed temperature versus time profile throughout the
test, and an average tolerance of 1 K over the duration of the test.

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The control system shall be tuned to provide a smooth temperature pattern that has a minimum of overshoot,
hunting, and instability about the desired long-term ambient temperature profile. Interior surface temperatures
shall not be less than 278 K (5 °C) nor more than 328 K (55 °C) at any time during the diurnal emission test.

Wall design shall be such as to promote good dissipation of heat. Interior surface temperatures shall not be
below 293 K (20 °C), nor above 325 K (52 °C) for the duration of the hot soak rest.

To accommodate the volume changes due to enclosure temperature changes, either a variable-volume or fixed-
volume enclosure may be used.

4.2.1.

Variable-volume enclosure

The variable-volume enclosure expands and contracts in response to the temperature change of the air mass in
the enclosure. Two potential means of accommodating the internal volume changes are movable panel(s), or a
bellows design, in which an impermeable bag or bags inside the enclosure expand(s) and contracts(s) in response
to internal pressure changes by exchanging air from outside the enclosure. Any design for volume accommo-
dation shall maintain the integrity of the enclosure as specified in Appendix 1 to this annex over the specified
temperature range.

Any method of volume accommodation shall limit the differential between the enclosure internal pressure and
the barometric pressure to a maximum value of ± 5 KPa.

The enclosure shall be capable of latching to a fixed volume. A variable volume enclosure shall be capable of
accommodating a + 7 per cent change from its ’nominal volume’ (see Appendix 1 to this annex, para-
graph 2.1.1), taking into account temperature and barometric pressure variation during testing.

4.2.2.

Fixed-volume enclosure

The fixed-volume enclosure shall be constructed with rigid panels that maintain a fixed enclosure volume, and
meet the requirements below.

4.2.2.1.

The enclosure shall be equipped with an outlet flow stream that withdraws air at a low, constant rate from the
enclosure throughout the test. An inlet flow stream may provide make-up air to balance the outgoing flow
with incoming ambient air. Inlet air shall be filtered with activated carbon to provide a relatively constant hydro-
carbon level. Any method of volume accommodation shall maintain the differential between the enclosure inter-
nal pressure and the barometric pressure between 0 and – 5 kPa.

4.2.2.2.

The equipment shall be capable of measuring the mass of hydrocarbon in the inlet and outlet flow streams
with a resolution of 0,01 gram. A bag sampling system may be used to collect a proportional sample of the air
withdrawn from and admitted to the enclosure. Alternatively, the inlet and outlet flow streams may be continu-
ously analysed using an on-line FID analyser and integrated with the flow measurements to provide a continu-
ous record of the mass hydrocarbon removal.

4.3.

Analytical systems

4.3.1.

Hydrocarbon analyser

4.3.1.1.

The atmosphere within the chamber is monitored using a hydrocarbon detector of the flame ionisation detec-
tor (FID) type. Sample gas shall be drawn from the mid-point of one side wall or roof of the chamber and any
bypass flow shall be returned to the enclosure, preferably to a point immediately downstream of the mixing
fan.

4.3.1.2.

The hydrocarbon analyser shall have a response time to 90 per cent of final reading of less than 1,5 seconds.
Its stability shall be better than 2 per cent of full scale at zero and at 80 ± 20 per cent of full scale over a
15-minute period for all operational ranges.

4.3.1.3.

The repeatability of the analyser expressed as one standard deviation shall be better than ± 1 per cent of full
scale deflection at zero and at 80 ± 20 per cent of full scale on all ranges used.

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Figure 7/1

Determination of evaporative emissions

3 000 km run-in period (no excessive purge/load)

Ageing of canister(s) verified

Steam-clean of vehicle (if necessary)

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4.3.1.4.

The operational ranges of the analyser shall be chosen to give best resolution over the measurement, calibra-
tion and leak checking procedures.

4.3.2.

Hydrocarbon analyser data recording system

4.3.2.1.

The hydrocarbon analyser shall be fitted with a device to record electrical signal output either by strip chart
recorder or other data processing system at a frequency of at least once per minute. The recording system shall
have operating characteristics at least equivalent to the signal being recorded and shall provide a permanent
record of results. The record shall show a positive indication of the beginning and end of the hot soak or diur-
nal emission test (including beginning and end of sampling periods along with the time elapsed between start
and completion of each test).

4.4.

Fuel tank heating (only applicable for gasoline canister load option)

4.4.1.

4.4.2.

The fuel in the vehicle tank(s) shall be heated by a controllable source of heat; for example a heating pad of
2 000 W capacity is suitable. The heating system shall apply heat evenly to the tank walls beneath the level of
the fuel so as not to cause local overheating of the fuel. Heat shall not be applied to the vapour in the tank
above the fuel.

The tank heating device shall make it possible to heat the fuel in the tank evenly by 14 K from 289 K (16 °C)
within 60 minutes, with the temperature sensor position as in paragraph 5.1.1 below. The heating system shall
be capable of controlling the fuel temperature to ± 1,5 K of the required temperature during the tank heating
process.

4.5.

Temperature recording

4.5.1.

The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to
show a mean value. The measuring points are extended approximately 0,1 m into the enclosure from the ver-
tical centre line of each side wall at a height of 0,9 ± 0,2 m.

4.5.2.

The temperatures of the fuel tank(s) are recorded by means of the sensor positioned in the fuel tank as in para-
graph 5.1.1 below in the case of use of the gasoline canister load option (paragraph 5.1.5 below).

4.5.3.

Temperatures shall, throughout the evaporative emission measurements, be recorded or entered into a data
processing system at a frequency of at least once per minute.

4.5.4.

The accuracy of the temperature recording system shall be within ± 1,0 K and the temperature shall be capable
of being resolved to ± 0,4 K.

4.5.5.

The recording or data processing system shall be capable of resolving time to ± 15 seconds.

4.6.

Pressure recording

4.6.1.

The difference Δp between barometric pressure within the test area and the enclosure internal pressure shall,
throughout the evaporative emission measurements, be recorded or entered into a data processing system at a
frequency of at least once per minute.

4.6.2.

The accuracy of the pressure recording system shall be within ± 2 kPa and the pressure shall be capable of
being resolved to ± 0,2 kPa.

4.6.3.

The recording or data processing system shall be capable of resolving time to ± 15 seconds.

4.7.

Fans

4.7.1.

By the use of one or more fans or blowers with the SHED door(s) open it shall be possible to reduce the hydro-
carbons concentration in the chamber to the ambient hydrocarbon level.

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4.7.2.

The chamber shall have one or more fans or blowers of like capacity 0,1 to 0,5 m3/min. with which to thor-
oughly mix the atmosphere in the enclosure. It shall be possible to attain an even temperature and hydrocar-
bon concentration in the chamber during measurements. The vehicle in the enclosure shall not be subjected to
a direct stream of air from the fans or blowers.

4.8.

Gases

4.8.1.

The following pure gases shall be available for calibration and operation:

— Purified synthetic air: (purity < 1 ppm C1 equivalent, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO);

oxygen content between 18 and 21 per cent by volume.

— Hydrocarbon analyser fuel gas: (40 ± 2 per cent hydrogen, and balance helium with less than 1 ppm C1

equivalent hydrocarbon, less than 400 ppm CO2),

— Propane (C3H8): 99.5 per cent minimum purity.

— Butane (C4H10): 98 per cent minimum purity,

— Nitrogen (N2): 98 per cent minimum purity.

4.8.2.

Calibration and span gases shall be available containing mixtures of propane (C3H8) and purified synthetic air.
The true concentrations of a calibration gas shall be within 2 per cent of the stated figures. The accuracy of the
diluted gases obtained when using a gas divider shall be to within ± 2 per cent of the true value. The concen-
trations specified in Appendix 1 may also be obtained by the use of a gas divider using synthetic air as the
dilutant gas.

4.9.

Additional equipment

4.9.1.

The absolute humidity in the test area shall be measurable to within ± 5 per cent.

5.

TEST PROCEDURE

5.1.

Test preparation

5.1.1.

The vehicle is mechanically prepared before the test as follows:

(a)

the exhaust system of the vehicle shall not exhibit any leaks,

(b)

the vehicle may be steam-cleaned before the test,

(c)

In the case of use of the gasoline canister load option (paragraph 5.1.5 below) the fuel tank of the vehicle
shall be equipped with a temperature sensor to enable the temperature to be measured at the mid-point of
the fuel in the fuel tank when filled to 40 per cent of its capacity,

(d)

additional fittings, adapters of devices may be fitted to the fuel system in order to allow a complete drain-
ing of the fuel tank. For this purpose it is not necessary to modify the shell of the tank.

(e) The manufacturer may propose a test method in order to take into account the loss of hydrocarbons by

evaporation coming only from the fuel system of the vehicle.

5.1.2.

The vehicle is taken into the test area where the ambient temperature is between 293 and 303 K (20 and 30 °C).

5.1.3.

The ageing of the canister(s) has to be verified. This may be done by demonstrating that it has accumulated a
minimum of 3 000 km. If this demonstration is not given, the following procedure is used. In the case of a multiple
canister system each canister shall undergo the procedure separately.

5.1.3.1.

The canister is removed from the vehicle. Special care shall be taken during this step to avoid damage to com-
ponents and the integrity of the fuel system.

5.1.3.2.

The weight of the canister shall be checked.

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5.1.3.3.

The canister is connected to a fuel tank, possibly an external one, filled with reference fuel, to 40 per cent
volume of the fuel tank(s).

5.1.3.4.

The fuel temperature in the fuel tank shall be between 183 K and 287 K (10 and 14 °C).

5.1.3.5.

The (external) fuel tank is heated from 288 K to 318 K (15 to 45 °C) (1 °C increase every 9 minutes).

5.1.3.6.

If the canister reaches breakthrough before the temperature reaches 318 K (45 °C), the heat source shall be
turned off. Then the canister is weighed. If the canister did not reach breakthrough during the heating to 318 K
(45 °C), the procedure from paragraph 5.1.3.3 above shall be repeated until breakthrough occurs.

5.1.3.7.

Breakthrough may be checked as described in paragraphs 5.1.5 and 5.1.6 of this annex, or with the use of
another sampling and analytical arrangement capable of detecting the emission of hydrocarbons from the can-
ister at breakthrough.

5.1.3.8.

The canister shall be purged with 25 ± 5 litres per minute with the emission laboratory air until 300 bed vol-
ume exchanges are reached.

5.1.3.9.

The weight of the canister shall be checked.

5.1.3.10. The steps of the procedure in paragraphs 5.1.3.4 to 5.1.3.9 shall be repeated nine times. The test may be ter-
minated prior to that, after not less than three ageing cycles, if the weight of the canister after the last cycles has
stabilised.

5.1.3.11. The evaporative emission canister is reconnected and the vehicle restored to its normal operating condition.

5.1.4.

One of the methods specified in paragraphs 5.1.5 and 5.1.6 shall be used to precondition the evaporative canister.
For vehicles with multiple canisters, each canister shall be preconditioned separately.

5.1.4.1.

Canister emissions are measured to determine breakthrough.

Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitted is equal
to 2 grams.

5.1.4.2.

Breakthrough may be verified using the evaporative emission enclosure as described in paragraphs 5.1.5
and 5.1.6 respectively. Alternatively, breakthrough may be determined using an auxiliary evaporative canister
connected downstream of the vehicle’s canister. The auxiliary canister shall be well purged with dry air prior to
loading.

5.1.4.3.

The measuring chamber shall be purged for several minutes immediately before the test until a stable back-
ground is obtained. The chamber air mixing fan(s) shall be switched on at this time.

The hydrocarbon analyser shall be zeroed and spanned immediately before the test.

5.1.5.

Canister loading with repeated heat builds to breakthrough

5.1.5.1.

The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be done so as not to
abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel
cap is normally sufficient to achieve this.

5.1.5.2.

The fuel tank(s) is (are) refilled with test fuel at a temperature of between 283 K to 287 K (10 to 14 °C) to 40 ± 2
per cent of the tank’s normal volumetric capacity. The fuel cap(s) of the vehicle shall be fitted at this point.

5.1.5.3. Within one hour of being refuelled the vehicle shall be placed, with the engine shut off, in the evaporative
emission enclosure. The fuel tank temperature sensor is connected to the temperature recording system. A heat
source shall be properly positioned with respect to the fuel tank(s) and connected to the temperature control-
ler. The heat source is specified in paragraph 4.4 above. In the case of vehicles fitted with more than one fuel
tank, all the tanks shall be heated in the same way as described below. The temperatures of the tanks shall be
identical to within ± 1,5 K.

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5.1.5.4.

The fuel may be artificially heated to the starting diurnal temperature of 293 K (20 °C) ± 1 K.

5.1.5.5. When the fuel temperature reaches at least 292 K (19 °C), the following steps shall be taken immediately: the
purge blower shall be turned off; enclosure doors closed and sealed; and measurement initiated of the hydro-
carbon level in the enclosure.

5.1.5.6. When the fuel temperature of the fuel tank reaches 293 K (20 °C) a linear heat build of 15 K (15 °C) begins.
The fuel shall be heated in such a way that the temperature of the fuel during the heating conforms to the
function below to within ± 1,5 K. The elapsed time of the heat build and temperature rise is recorded.

Tr = T0 + 0,2333 ∙ t

where:

Tr =

T0 =

t

=

required temperature (K),

initial temperature (K),

time from start of the tank heat build in minutes.

5.1.5.7. As soon as break-through occurs or when the fuel temperature reaches 308 K (35 °C), whichever occurs first,
the heat source is turned off, the enclosure doors unsealed and opened, and the vehicle fuel tank cap(s) removed.
If break-through has not occurred by the time the fuel temperature 308 K (35 °C), the heat source is removed
from the vehicle, the vehicle removed from the evaporative emission enclosure and the entire procedure out-
lined in paragraph 5.1.7 below repeated until break-through occurs.

5.1.6.

Butane loading to breakthrough

5.1.6.1.

If the enclosure is used for the determination of the break-through (see paragraph 5.1.4.2 above) the vehicle
shall be placed, with the engine shut off, in the evaporative emission enclosure.

5.1.6.2.

The evaporative emission canister shall be prepared for the canister loading operation. The canister shall not be
removed from the vehicle, unless access to it in its normal location is so restricted that loading can only rea-
sonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step
to avoid damage to the components and the integrity of the fuel system.

5.1.6.3.

The canister is loaded with a mixture composed of 50 per cent butane and 50 per cent nitrogen by volume at a
rate of 40 grams butane per hour.

5.1.6.4. As soon as the canister reaches breakthrough, the vapour source shall be shut off.

5.1.6.5.

The evaporative emission canister shall then be reconnected and the vehicle restored to its normal operating
condition.

5.1.7.

Fuel drain and refill

5.1.7.1.

The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be done so as not to
abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel
cap is normally sufficient to achieve this.

5.1.7.2.

The fuel tank(s) is (are) refilled with test fuel at a temperature of between 291 ± 8 K (18 ± 8 °C) to 40 + 2 per
cent of the tank’s normal volumetric capacity. The fuel cap(s) of the vehicle shall be fitted at this point.

5.2.

Preconditioning drive

5.2.1.

Within one hour from the completing of canister loading in accordance with paragraphs 5.1.5 or 5.1.6 the
vehicle is placed on the chassis dynamometer and driven through one Part One and two Part Two driving cycles
of Type I test as specified in Annex 4. Exhaust emissions are not sampled during this operation.

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5.3.

Soak

5.3.1.

Within five minutes of completing the preconditioning operation specified in paragraph 5.2.1 above the engine
bonnet shall be completely closed and the vehicle driven off the chassis dynamometer and parked in the soak
area. The vehicle is parked for a minimum of 12 hours and a maximum of 36 hours. The engine oil and cool-
ant temperatures shall have reached the temperature of the area or within ± 3 K of it at the end of the period.

5.4.

Dynamometer test

5.4.1.

5.4.2.

After conclusion of the soak period the vehicle is driven through a complete Type I test drive as described in
Annex 4 (cold start urban and extra urban test). Then the engine is shut off. Exhaust emissions may be sampled
during this operation but the results shall not be used for the purpose of exhaust emission type approval.

Within two minutes of completing the Type I test drive specified in paragraph 5.4.1 above the vehicle is driven
a further conditioning drive consisting of one urban test cycle (hot start) of a Type I test. Then the engine is
shut off again. Exhaust emissions need not be sampled during this operation.

5.5.

Hot soak evaporative emissions test

5.5.1.

Before the completion of the test run the measuring chamber shall be purged for several minutes until a stable
hydrocarbon background is obtained. The enclosure mixing fan(s) shall also be turned on at this time.

5.5.2.

The hydrocarbon analyser shall be zeroed and spanned immediately prior to the test.

5.5.3.

At the end of the driving cycle the engine bonnet shall be completely closed and all connections between the
vehicle and the test stand disconnected. The vehicle is then driven to the measuring chamber with a minimum
use of the accelerator pedal. The engine shall be turned off before any part of the vehicle enters the measuring
chamber. The time at which the engine is switched off is recorded on the evaporative emission measurement
data recording system and temperature recording begins. The vehicle’s windows and luggage compartments
shall be opened at this stage, if not already opened.

5.5.4.

The vehicle shall be pushed or otherwise moved into the measuring chamber with the engine switched off.

5.5.5.

The enclosure doors are closed and sealed gas-tight within two minutes of the engine being switched off and
within seven minutes of the end of the conditioning drive.

5.5.6.

The start of a 60 ± 0,5 minute hot soak period begins when the chamber is sealed. The hydrocarbon concen-
tration, temperature and barometric pressure are measured to give the initial readings CHCi, Pi and Ti for the
hot soak test. These figures are used in the evaporative emission calculation, paragraph 6. below. The ambi-
ent temperature T of the enclosure shall not be less than 296 K and no more than 304 K during the 60-minute
hot soak period.

5.5.7.

The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the 60 ± 0,5 minute test
period.

5.5.8.

At the end of the 60 ± 0,5 minute test period, the hydrocarbon concentration in the chamber shall be mea-
sured. The temperature and the barometric pressure are also measured. These are the final readings CHCf, Pf and
Tf for the hot soak test used for the calculation in paragraph 6 below.

5.6.

Soak

5.6.1.

The test vehicle shall be pushed or otherwise moved to the soak area without use of the engine and soaked for
not less than 6 hours and not more than 36 hours between the end of the hot soak test and the start of the
diurnal emission test. For at least 6 hours of this period the vehicle shall be soaked at 293 ± 2 K (20 ± 2 °C).

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5.7.

Diurnal test

5.7.1.

The test vehicle shall be exposed to one cycle of ambient temperature according to the profile specified in
Appendix 2 to this annex with a maximum deviation of ± 2 K at any time. The average temperature deviation
from the profile, calculated using the absolute value of each measured deviation, shall not exceed ± 1 K. Ambi-
ent temperature shall be measured at least every minute. Temperature cycling begins when time Tstart = 0, as
specified in paragraph 5.7.6 below.

5.7.2.

The measuring chamber shall be purged for several minutes immediately before the test until a stable back-
ground is obtainable. The chamber mixing fan(s) shall also be switched on at this time.

5.7.3.

The test vehicle, with the engine shut off and the test vehicle windows and luggage compartment(s) opened
shall be moved into the measuring chamber. The mixing fan(s) shall be adjusted in such a way as to maintain a
minimum air circulation speed of 8 km/h under the fuel tank of the test vehicle.

5.7.4.

The hydrocarbon analyser shall be zeroed and spanned immediately before the test.

5.7.5.

The enclosure doors shall be closed and gas-tight sealed.

5.7.6.

Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and baromet-
ric pressure are measured to give the initial readings CHCi, Pi and Ti for the diurnal test. This is the point where
time Tstart = 0.

5.7.7.

The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the test.

5.7.8.

The end of the emission sampling period occurs 24 hours ± 6 minutes after the beginning of the initial sam-
pling, as specified in paragraph 5.7.6 above. The time elapsed is recorded. The hydrocarbon concentration,
temperature and barometric pressure are measured to give the final readings CHCf, Pf and Tf for the diurnal test
used for the calculation in paragraph 6. This completes the evaporative emission test procedure.

6.

CALCULATION

6.1.

The evaporative emission tests described in paragraph 5 allow the hydrocarbon emissions from the diurnal and
hot soak phases to be calculated. Evaporative losses from each of theses phases is calculated using the initial
and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclo-
sure volume. The formula below is used:

MHC = k ∙ V ∙ 10

–4(CHC,f ∙ Pf

Tf

–

CHC,i ∙ Pi
Ti

) + MHC,out – MHC,i

where:

— MHC

=

hydrocarbon mass in grams,

— MHC,out = mass of hydrocarbon exiting the enclosure, in the case of fixed-volume enclosures for diur-

nal emission testing (grams),

— MHC,i

= mass of hydrocarbon entering the enclosure, in the case of fixed-volume enclosures for diur-

nal emission testing (grams),

— CHC

= measured hydrocarbon concentration in the enclosure (ppm volume in C1 equivalent),

— V

— T

— P

— H/C

— k

=

=

=

=

=

net enclosure volume in cubic metres corrected for the volume of the vehicle, with the win-
dows and the luggage compartment open. If the volume of the vehicle is not determined a
volume of 1,42 m3 is subtracted,

ambient chamber temperature, in K,

barometric pressure in kPa,

hydrogen to carbon ratio,

1,2 ∙ (12 + H/C);

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where:

— i

— f

— H/C

— H/C

=

=

=

=

is the initial reading,

is the final reading,

is taken to be 2,33 for diurnal test losses,

is taken to be 2,20 for hot soak losses.

6.2.

Overall results of test

The overall hydrocarbon mass emission for the vehicle is taken to be:

Mtotal = MDI + MHS

where:

— Mtotal

— MDI

— MHS

=

=

=

overall mass emissions of the vehicle (grams),

hydrocarbon mass emission for diurnal test (grams),

hydrocarbon mass emission for the hot soak (grams).

7.

CONFORMITY OF PRODUCTION

7.1.

For routine end-of-production-line testing, the holder of the approval may demonstrate compliance by sam-
pling vehicles which shall meet the following requirements.

7.2.

Test for leakage

7.2.1.

Vents to the atmosphere from the emission control system shall be isolated.

7.2.2.

A pressure of 370 ± 10 mm of H2O shall be applied to the fuel system.

7.2.3.

The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.

7.2.4.

Following isolation of the fuel system, the pressure shall not drop by more than 50 mm of H2O in five minutes.

7.3.

Test for venting

7.3.1.

Vents to the atmosphere from the emission control shall be isolated.

7.3.2.

A pressure of 370 ± 10 mm of H2O shall be applied to the fuel system.

7.3.3.

The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.

7.3.4.

7.3.5.

7.3.6.

The venting outlets from the emission control systems to the atmosphere shall be reinstated to the production
condition.

The pressure of the fuel system shall drop to below 100 mm of H2O in not less than 30 seconds but within
two minutes.

At the request of the manufacturer the functional capacity for venting can be demonstrated by equivalent alter-
native procedure. The specific procedure should be demonstrated by the manufacturer to the technical service
during the type approval procedure.

7.4.

Purge test

7.4.1.

Equipment capable of detecting an airflow rate of 1,0 litres in one minute shall be attached to the purge inlet
and a pressure vessel of sufficient size to have negligible effect on the purge system shall be connected via a
switching valve to the purge inlet, or alternatively.

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7.4.2.

The manufacturer may use a flow meter of his own choosing, if acceptable to the competent authority.

7.4.3.

7.4.4.

The vehicle shall be operated in such a manner that any design feature of the purge system that could restrict
purge operation is detected and the circumstances noted.

Whilst the engine is operating within the bounds noted in paragraph 7.4.3 above, the air flow shall be determined
by either:

7.4.4.1.

The device indicated in paragraph 7.4.1 above being switched in. A pressure drop from atmospheric to a level
indicating that a volume of 1,0 litres of air has flowed into the evaporative emission control system within one
minute shall be observed; or

7.4.4.2.

if an alternative flow measuring device is used, a reading of no less than 1,0 litre per minute shall be detectable.

7.4.4.3. At the request of the manufacturer an alternative purge tat procedure can be used, if the procedure has been

presented to and has been accepted by the technical service during the type approval procedure.

7.5.

The competent authority which has granted type approval may at any time verify the conformity control methods
applicable to each production unit.

7.5.1.

The inspector shall take a sufficiently large sample from the series.

7.5.2.

The inspector may test these vehicles by application of paragraph 8.2.5 of this Regulation.

7.6.

If the requirements of paragraph 7.5 above are not met, the competent authority shall ensure that all necessary
steps are taken to re-establish conformity of production as rapidly as possible.

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ANNEX 7

Appendix 1

CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION TESTING

1.

CALIBRATION FREQUENCY AND METHODS

1.1.

1.2.

All equipment shall be calibrated before its initial use and then calibrated as often as necessary and in any case in
the month before type approval testing. The calibration methods to be used are described in this Appendix.

Normally the series of temperatures which are mentioned first shall be used. The series of temperatures within
square brackets may alternatively be used.

2.

CALIBRATION OF THE ENCLOSURE

2.1.

Initial determination of internal volume of the enclosure

2.1.1.

Before its initial use, the internal volume of the chamber shall be determined as follows:

The internal dimensions of the chamber are carefully measured, allowing for any irregularities such as bracing
struts. The internal volume of the chamber is determined from these measurements.

For variable-volume enclosures, the enclosure shall be latched to a fixed volume when the enclosure is held at an
ambient temperature of 303 K (30 °C) [302 K (29 °C)]. This nominal volume shall be repeatable within
± 0,5 per cent of the reported value.

2.1.2.

The net internal volume is determined by subtracting 1,42 m3 from the internal volume of the chamber. Alter-
natively the volume of the test vehicle with the luggage compartment and windows open may be used instead of
the 1,42 m3.

2.1.3.

The chamber shall be checked as in paragraph 2.3 below. If the propane mass does not correspond to the injected
mass to within ± 2 per cent, then corrective action is required.

2.2.

Determination of chamber background emissions

This operation determines that the chamber does not contain any materials that emit significant amounts of
hydrocarbons. The check shall be carried out at the enclosure’s introduction to service, after any operations in
the enclosure which may affect background emissions and at a frequency of at least once per year.

2.2.1.

Variable-volume enclosures may be operated in either latched or unlatched volume configuration, as described in
paragraph 2.1.1 above, ambient temperatures shall be maintained at 308 K ± 2 K (35 ± 2 °C) [309 K ± 2 K
(36 ± 2 °C)], throughout the 4-hour period mentioned below.

2.2.2.

Fixed volume enclosures shall be operated with the inlet and outlet flow streams closed. Ambient temperatures
shall be maintained at 308 K ± 2 K (35 ± 2 °C) [309 K ± 2 K (36 ± 2 °C)] throughout the 4-hour period men-
tioned below.

2.2.3.

The enclosure may be sealed and the mixing fan operated for a period of up to 12 hours before the 4-hour back-
ground sampling period begins.

2.2.4.

The analyser (if required) shall be calibrated, then zeroed and spanned.

2.2.5.

The enclosure shall be purged until a stable hydrocarbon reading is obtained, and the mixing fan turned on if not
already on.

2.2.6.

The chamber is then sealed and the background hydrocarbon concentration, temperature and barometric pres-
sure are measured. These are the initial readings CHCi, Pi, Ti used in the enclosure background calculation.

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2.2.7.

The enclosure is allowed to stand undisturbed with the mixing fan on for a period of four hours.

2.2.8. At the end of this time the same analyser is used to measure the hydrocarbon concentration in the chamber. The

temperature and the barometric pressure are also measured. These are the final readings CHCf, Pf, Tf.

2.2.9.

The change in mass of hydrocarbons in the enclosure shall be calculated over the time of the test in accordance
with paragraph 2.4 below and shall not exceed 0,05 g.

2.3.

Calibration and hydrocarbon retention test of the chamber

The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in
paragraph 2.1. above and also measures any leak rate. The enclosure leak rate shall be determined at the enclo-
sure’s introduction to service, after any operations in the enclosure which may affect the integrity of the enclo-
sure, and at least monthly thereafter. If six consecutive monthly retention checks are successfully completed
without corrective action, the enclosure leak rate may be determined quarterly thereafter as long as no corrective
action is required.

2.3.1.

The enclosure shall be purged until a stable hydrocarbon concentration is reached. The mixing fan is turned on,
if not already switched on. The hydrocarbon analyser is zeroed, calibrated if required, and spanned.

2.3.2. On variable-volume enclosures, the enclosure shall be latched to the nominal volume position. On fixed-volume

enclosures the outlet and inlet flow streams shall be closed.

2.3.3.

The ambient temperature control system is then turned on (if not already on) and adjusted for an initial tempera-
ture of 308 K (35 °C) [309 K (36 °C)].

2.3.4. When the enclosure stabilises at 308 K ± 2 K (35 ± 2 °C) [309 K ± 2 K (36 ± 2 °C)], the enclosure is sealed and
the background concentration, temperature and barometric pressure measured. These are the initial readings CHCi,
Pi, Ti used in the enclosure calibration.

2.3.5. A quantity of approximately 4 grams of propane is injected into the enclosure. The mass of propane shall be

measured to an accuracy and precision of ± 2 per cent of the measured value.

2.3.6.

The contents of the chamber shall be allowed to mix for five minutes and then the hydrocarbon concentration,
temperature and barometric pressure are measured. These are the readings CHCf, Pf, Tf for the calibration of the
enclosure as well as the initial readings CHCi, Pi, Ti for the retention check.

2.3.7.

Based on the readings taken according to paragraphs 2.3.4 and 2.3.6 above and the formula in paragraph 2.4
below, the mass of propane in the enclosure is calculated. This shall be within ± 2 per cent of the mass of pro-
pane measured in paragraph 2.3.5 above.

2.3.8.

For variable-volume enclosures the enclosure shall be unlatched from the nominal volume configuration. For
fixed-volume enclosures, the outlet and inlet flow streams shall be opened.

2.3.9.

The process is then begun of cycling the ambient temperature from 308 K (35 °C) to 293 K (20 °C) and back
to 308 K (35 °C) [308,6 K (35,6 °C) to 295,2 K (22,2 °C) and back to 308,6 K (35,6 °C)] over a 24-hour period
according to the profile [alternative profile] specified in Appendix 2 to this annex within 15 minutes of sealing
the enclosure. (Tolerances as specified in paragraph 5.7.1 of Annex 7).

2.3.10. At the completion of the 24-hour cycling period, the final hydrocarbon concentration, temperature and baromet-
ric pressure are measured and recorded. These are the final readings CHCf, Pf, Tf for the hydrocarbon retention
check.

2.3.11. Using the formula in paragraph 2.4 below, the hydrocarbon mass is then calculated from the readings taken in
paragraphs 2.3.10 and 2.3.6 above. The mass may not differ by more than 3 per cent from the hydrocarbon
mass given in paragraph 2.3.7 above.

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2.4.

Calculations

The calculation of net hydrocarbon mass change within the enclosure is used to determine the chamber’s hydro-
carbon background and leak rate. Initial and final readings of hydrocarbon concentration, temperature and baro-
metric pressure are used in the following formula to calculate the mass change.

MHC = k ∙ V ∙ 10

–4(CHC,f ∙ Pf

Tf

–

CHC,i ∙ Pi
Ti

) + MHC,out – MHC,i

where:

— MHC

=

hydrocarbon mass in grams,

— MHC,out = mass of hydrocarbons exiting the enclosure, in the case of fixed-volume enclosures for diurnal

emission testing (grams),

— MHC,i

— CHC

— V

— T

— P

— k

where:

— i

— f

= mass of hydrocarbons entering the enclosure when a fixed-volume enclosure is used for test-

ing diurnal emissions (grams),

=

=

=

=

=

hydrocarbon concentration in the enclosure (ppm carbon (Note: ppm carbon = ppm pro-
pane x 3)),

enclosure volume in cubic metres,

ambient temperature in the enclosure, (K),

barometric pressure, (kPa),

17,6;

is the initial reading,

is the final reading.

3.

CHECKING OF FID HYDROCARBON ANALYZER

3.1.

Detector response optimisation

The FID shall be adjusted as specified by the instrument manufacturer. Propane in air should be used to optimise
the response on the most common operating range.

3.2.

Calibration of the HC analyser

The analyser should be calibrated using propane in air and purified synthetic air. See paragraph 4.5.2 of Annex 4
(Calibration and span gases).

Establish a calibration curve as described in paragraphs 4.1 to 4.5 of this appendix.

3.3.

Oxygen interference check and recommended limits

The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder
concentration, expressed as ppm C1. The concentration of the test gas shall be at a level to give a response of
approximately 80 per cent of full-scale deflection, for the operating range. The concentration shall be known, to
an accuracy of ± 2 per cent in reference to a gravimetric standard expressed in volume. In addition the gas cylin-
der shall be preconditioned for 24 hours at a temperature between 293 K and 303 K (20 and 30 °C).

Response factors should be determined when introducing an analyser into service and thereafter at major service
intervals. The reference gas to be used is propane with balance purified air which is taken to give a response
factor of 1,00.

The test gas to be used for oxygen interference and the recommended response factor range are given below:

Propane and nitrogen: 0,95 ≤ Rf ≤ 1,05.

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4.

CALIBRATION OF THE HYDROCARBON ANALYZER

Each of the normally used operating ranges are calibrated by the following procedure:

4.1.

4.2.

Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating
range. The nominal concentration of the calibration gas with the highest concentrations to be at least 80 per cent
of the full scale.

Calculate the calibration curve by the method of least squares. If the resulting polynomial degree is greater than
3, then the number of calibration points shall be at least the number of the polynomial degree plus 2.

4.3.

The calibration curve shall not differ by more than 2 per cent from the nominal value of each calibration gas.

4.4.

Using the coefficients of the polynomial derived from paragraph 3.2 above, a table of indicated reading against
true concentration shall be drawn up in steps of no greater than 1 per cent of full scale. This is to be carried out
for each analyser range calibrated. The table shall also contain other relevant data such as:

(a)

date of calibration, span and zero potentiometer readings (where applicable),

(b) nominal scale,

(c)

reference data of each calibration gas used,

(d)

the actual and indicated value of each calibration gas used together with the percentage differences,

(e)

FID fuel and type,

(f)

FID air pressure.

4.5.

If it can be shown to the satisfaction of the technical service that alternative technology (e.g. computer, electroni-
cally controlled range switch) can give equivalent accuracy, then those alternatives may be used.

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ANNEX 7

Appendix 2

Diurnal ambient temperature profile for the calibration of the enclosure
and the diurnal emission test

Alternative diurnal ambient temperature profile for
the calibration of the enclosure in accordance with
Annex 7, Appendix 1, paragraphs 1.2 and 2.3.9

Time (hours)

Calibration

13

14

15

16

17

18

19

20

21

22

23

24/0

1

2

3

4

5

6

7

8

9

10

11

12

Test

0/24

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

Temperature
(°Ci)

Time (hours)

Temperature
(°Ci)

20,0

20,2

20,5

21,2

23,1

25,1

27,2

29,8

31,8

33,3

34,4

35,0

34,7

33,8

32,0

30,0

28,4

26,9

25,2

24,0

23,0

22,0

20,8

20,2

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

35,6

35,3

34,5

33,2

31,4

29,7

28,2

27,2

26,1

25,1

24,3

23,7

23,3

22,9

22,6

22,2

22,5

24,2

26,8

29,6

31,9

33,9

35,1

35,4

35,6

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ANNEX 8

TYPE VI TEST

(Verifying the average exhaust emissions of carbon monoxide and hydrocarbons after a cold start
at low ambient temperature)

1.

INTRODUCTION

This annex applies only to vehicles with positive-ignition engines. It describes the equipment required and the
procedure for the Type VI test defined in paragraph 5.3.5 of this Regulation in order to verify the emissions of
carbon monoxide and hydrocarbons at low ambient temperatures. Topics addressed in this Regulation include:

(i)

Equipment requirements;

(ii) Test conditions;

(iii) Test procedures and data requirements.

2.

TEST EQUIPMENT

2.1.

Summary

2.1.1.

This chapter deals with the equipment needed for low ambient temperature exhaust emission tests of positive-
ignition engined vehicles. Equipment required and specifications are equivalent to the requirements for the Type
I test as specified in Annex 4, with appendices, if specific requirements for the Type VI test are not prescribed. Para-
graphs 2.2 to 2.6 describe deviations applicable to Type VI low ambient temperature testing.

2.2.

Chassis dynamometer

2.2.1.

The requirements of paragraph 4.1 of Annex 4 apply. The dynamometer shall be adjusted to simulate the opera-
tion of a vehicle on the road at 266 K (– 7 °C). Such adjustment may be based on a determination of the road
load force profile at 266 K (– 7 °C). Alternatively the driving resistance determined according to Appendix 3 of
Annex 4 may be adjusted for a 10 per cent decrease of the coast-down time. The technical service may approve
the use of other methods of determining the driving resistance.

2.2.2.

For calibration of the dynamometer the provisions of Appendix 2 to Annex 4 apply.

2.3.

Sampling system

2.3.1.

The provisions of paragraph 4.2 of Annex 4 and Appendix 5 to Annex 4 apply. Paragraph 2.3.2 of Appendix 5
is modified to read:

‘The piping configuration, flow capacity of the CVS, and the temperature and specific humidity of the dilution
air (which may be different from the vehicle combustion air source) shall be controlled so as to virtually elimi-
nate water condensation in the system (a flow of 0,142 to 0,165 m3/s is sufficient for most vehicles).’

2.4.

Analytical equipment

2.4.1.

The provisions of paragraph 4.3 of Annex 4 apply, but only for carbon monoxide, carbon dioxide, and hydro-
carbon testing.

2.4.2.

For calibrations of the analytical equipment the provisions of Appendix 6 to Annex 4 apply.

2.5.

Gases

2.5.1.

The provisions of paragraph 4.5 of Annex 4 apply, where they are relevant.

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2.6.

Additional equipment

2.6.1.

For equipment used for the measurement of volume, temperature, pressure and humidity the provisions in para-
graphs 4.4 and 4.6 of Annex 4 apply.

3.

TEST SEQUENCE AND FUEL

3.1.

General requirements

3.1.1.

The test sequence in Figure 8/1 shows the steps encountered as the test vehicle undergoes the procedures for the
Type VI test. Ambient temperature levels encountered by the test vehicle shall average: 266 K (– 7 °C) ± 3 K and
shall not be less than 260 K (– 13 °C), or more than 272 K (– 1 °C).

The temperature may not fall below 263 K (– 10 °C), or exceed 269 K (– 4 °C) for more than three consecutive
minutes.

3.1.2.

The test cell temperature monitored during testing shall be measured at the output of the cooling fan (para-
graph 5.2.1 of this annex). The ambient temperature reported shall be an arithmetic average of the test cell tem-
peratures measured at constant intervals no more than one minute apart.

3.2.

Test procedure

The Part One urban driving cycle according to Figure 1/1 in Annex 4, Appendix 1, consists of four elementary
urban cycles which together make a complete Part One cycle.

3.2.1.

Start of engine, start of the sampling and the operation of the first cycle shall be in accordance with Table 1.2
and Figure 1/1 in Annex 4.

3.3.

Preparation for the test

3.3.1.

For the test vehicle the provisions of paragraph 3.1 of Annex 4 apply. For setting the equivalent inertia mass on
the dynamometer the provisions of paragraph 5.1 of Annex 4 apply.

3.4.

Test fuel

3.4.1.

The test fuel must comply with the specifications given in paragraph 3 of Annex 10.

4.

VEHICLE PRECONDITIONING

4.1.

Summary

4.1.1.

To ensure reproducible emission tests, the test vehicles shall be conditioned in a uniform manner. The condition-
ing consists of a preparatory drive on a chassis dynamometer followed by a soak period before the emission test
according to paragraph 4.3.

4.2.

Preconditioning

4.2.1.

The fuel tank(s) shall be filled with the specified test fuel. If the existing fuel in the fuel tank(s) does not meet the
specifications contained in paragraph 3.4.1 above, the existing fuel shall be drained prior to the fuel fill. The test
fuel shall be at a temperature less than or equal to 289 K (+ 16 °C). For the above operations the evaporative
emission control system shall neither be abnormally purged nor abnormally loaded.

4.2.2.

The vehicle is moved to the test cell and placed on the chassis dynamometer.

4.2.3.

The preconditioning consists of the driving cycle according to Annex 4, Appendix 1, Figure 1/1, Parts One and
Two. At the request of the manufacturer, vehicles with a positive-ignition engine may be preconditioned with
one Part One and two Part Two driving cycles.

4.2.4.

During the preconditioning the test cell temperature shall remain relatively constant and not be higher than 303 K
(30 °C)

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Figure 8/1

Procedure for low ambient temperature test

4.2.5.

The drive-wheel tyre pressure shall be set in accordance with the provisions of paragraph 5.3.2 of Annex 4.

4.2.6. Within ten minutes of completion of the preconditioning, the engine shall be switched off.

4.2.7.

If requested by the manufacturer and approved by the technical service, additional preconditioning may in excep-
tional cases be allowed. The technical service may also choose to conduct additional preconditioning. The addi-
tional preconditioning consists of one or more driving schedules of the Part One cycle as described in Annex 4,
Appendix 1. The extent of such additional preconditioning shall be recorded in the test report.

4.3.

Soak methods

4.3.1.

One of the following two methods, to be selected by the manufacturer, shall be utilised to stabilise the vehicle
before the emission test.

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4.3.2.

Standard method

The vehicle is stored for not less than 12 hours nor for more than 36 hours prior to the low ambient tempera-
ture exhaust emission test. The ambient temperature (dry bulb) during this period shall be maintained at an aver-
age temperature of:

266 K (– 7 °C) ± 3 K during each hour of this period and shall not be less than 260 K (– 13 °C) nor more than
272 K (– 1 °C). In addition, the temperature may not fall below 263 K (– 10 °C) nor more than 269 K (– 4 °C)
for more than three consecutive minutes.

4.3.3.

Forced method

The vehicle shall be stored for not more than 36 hours prior to the low ambient temperature exhaust emission
test.

4.3.3.1. The vehicle shall not be stored at ambient temperatures which exceed 303 K (30 °C) during this period.

4.3.3.2. Vehicle cooling may be accomplished by force-cooling the vehicle to the test temperature. If cooling is aug-
mented by fans, the fans shall be placed in a vertical position so that the maximum cooling of the drive train and
engine is achieved and not primarily the sump. Fans shall not be placed under the vehicle.

4.3.3.3. The ambient temperature need only be stringently controlled after the vehicle has been cooled to 266 K (– 7 °C)

± 2 K, as determined by a representative bulk oil temperature.

A representative bulk oil temperature is the temperature of the oil measured near the middle of the oil sump, not
at the surface or at the bottom of the oil sump. If two or more diverse locations in the oil are monitored, they
shall all meet the temperature requirements.

4.3.3.4. The vehicle shall be stored for at least one hour after is has been cooled to 266 K (– 7 °C) ± 2 K, prior to the low
ambient temperature exhaust emission test. The ambient temperature (dry bulb) during this period shall average
266 K (– 7 °C) ± 3 K, and shall not be less than 260 K (– 13 °C) or more than 272 K (– 1 °C).

In addition, the temperature may not fall below 263 K (– 10 °C) or exceed 269 K (– 4 °C), for more than three
consecutive minutes.

4.3.4.

If the vehicle is stabilised at 266 K (– 7 °C), in a separate area and is moved through a warm area to the test cell,
the vehicle shall be destabilised in the test cell for at least six times the period the vehicle is exposed to warmer
temperatures. The ambient temperature (dry bulb) during this period shall average 266 K (– 7 °C) ± 3 K and shall
not be less than 260 K (– 13 °C) nor more than 272 K (– 1 °C).

In addition, the temperature may not fall below 263 K (– 10 °C) or exceed 269 K (– 4 °C), for more than three
consecutive minutes.

5.

DYNAMOMETER PROCEDURE

5.1.

Summary

5.1.1.

The emission sampling is performed over a test procedure consisting of the Part One cycle (Annex 4, Appen-
dix 1, Figure 1/1). Engine start-up, immediate sampling, operation over the Part One cycle and engine shut-
down make a complete low ambient temperature test, with a total test time of 780 seconds. The exhaust emissions
are diluted with ambient air and a continuously proportional sample is collected for analysis. The exhaust gases
collected in the bag are analysed for hydrocarbons, carbon monoxide, and carbon dioxide. A parallel sample of
the dilution air is similarly analysed for carbon monoxide, hydrocarbons and carbon dioxide.

5.2.

Dynamometer operation

5.2.1.

Cooling fan

5.2.1.1. A cooling fan is positioned so that cooling air is appropriately directed to the radiator (water cooling) or to the

air intake (air-cooling) and to the vehicle.

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5.2.1.2. For front-engined vehicles, the fan shall be positioned in front of the vehicle, within 300 mm of it. In the case of
rear-engined vehicles or if the above arrangement is impractical, the cooling fan shall be positioned so that suf-
ficient air is supplied to cool the vehicle.

5.2.1.3. The fan speed shall be such that, within the operating range of 10 km/h to at least 50 km/h, the linear velocity
of the air at the blower outlet is within ± 5 km/h of the corresponding roller speed. The final selection of the
blower shall have the following characteristics:

(i)

area: at least 0,2 m2,

(ii) height of the lower edge above ground: approximately 20 cm.

As an alternative the blower linear air speed shall be at least 6 m/s (21,6 km/h). At the request of the manufac-
turer, for special vehicles (e.g. vans, off-road) the height of the cooling fan may be modified.

5.2.1.4. The vehicle speed as measured from the dynamometer roll(s) shall be used (paragraph 4.1.4.4 of Annex 4).

5.2.3.

Preliminary testing cycles may be carried out if necessary, to determine how best to actuate the accelerator and
brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed limits, or to
permit sampling system adjustment. Such driving shall be carried out before ‘START’ according to Figure 8/1.

5.2.4.

Humidity in the air shall be kept low enough to prevent condensation on the dynamometer roll(s).

5.2.5.

The dynamometer shall be thoroughly warmed as recommended by the dynamometer manufacturer, and using
procedures or control methods that assure stability of the residual frictional power.

5.2.6.

The time between dynamometer warming and the start of the emission test shall be no longer than 10 minutes
if the dynamometer bearings are not independently heated. If the dynamometer bearings are independently
heated, the emission test shall begin no longer than 20 minutes after dynamometer warming.

5.2.7.

If the dynamometer power is to be adjusted manually, it shall be set within one hour prior to the exhaust emis-
sion test phase. The test vehicle may not be used to make the adjustment. The dynamometer, using automatic
control of pre-selectable power settings, may be set at any time prior to the beginning of the emission test.

5.2.8.

Before the emission test driving schedule may begin, the test cell temperature shall be 266 K (– 7 °C) ± 2 K, as
measured in the air stream of the cooling fan with a maximum distance of 1,5 m from the vehicle.

5.2.9.

During operation of the vehicle the heating and defrosting devices shall be shut off.

5.2.10. The total driving distance or roller revolutions measured are recorded.

5.2.11. A four-wheel drive vehicle shall be tested in a two-wheel drive mode of operation. The determination of the total
road force for dynamometer setting is performed while operating the vehicle in its primary designed driving
mode.

5.3.

Performing the test

5.3.1.

The provisions of paragraphs 6.2 to 6.6, excluding 6.2.2, of Annex 4 apply in respect of starting the engine,
carrying out the test and taking the emission samples. The sampling begins before or at the initiation of the
engine start-up procedure and ends on conclusion of the final idling period of the last elementary cycle of the
Part One (urban driving cycle), after 780 seconds.

The first driving cycle starts with a period of 11 seconds idling as soon as the engine has started.

5.3.2.

For the analysis of the sampled emissions the provisions of paragraph 7.2 of Annex 4 apply. In performing the
exhaust sample analysis the technical service shall exercise care to prevent condensation of water vapour in the
exhaust gas sampling bags.

5.3.3.

For the calculations of the mass emissions the provisions of paragraph 8 of Annex 4 apply.

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6.

OTHER REQUIREMENTS

6.1.

Irrational emission control strategy

6.1.1.

Any irrational emission control strategy which results in a reduction in effectiveness of the emission control
system under normal operating conditions at low temperature driving, so far as not covered by the standardised
emission tests, may be considered a defeat device.

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L 70/313

ANNEX 9

TYPE V TEST

(Description of the endurance test for verifying the durability of pollution control devices)

1.

INTRODUCTION

This annex described the test for verifying the durability of anti-pollution devices equipping vehicles with positive-
ignition or compression-ignition engines during an ageing test of 80 000 km.

2.

TEST VEHICLE

2.1.

The vehicle shall be in good mechanical order; the engine and the anti-pollution devices shall be new. The vehicle
may be the same as that presented for the Type I test; this Type I test has to be done after the vehicle has run at
least 3 000 km of the ageing cycle of paragraph 5.1 below.

3.

FUEL

The durability test is conducted with a suitable commercially available fuel.

4.

VEHICLE MAINTENANCE AND ADJUSTMENTS

Maintenance, adjustments as well as the use of the test vehicle’s controls shall be those recommended by the
manufacturer.

5.

VEHICLE OPERATION ON TRACK, ROAD OR ON CHASSIS DYNAMOMETER

5.1.

Operating cycle

During operation on track, road or on roller test bench, the distance shall be covered according to the driving
schedule (Figure 9/1) described below:

5.1.1.

the durability test schedule is composed of 11 cycles covering 6 kilometres each,

5.1.2.

during the first nine cycles, the vehicle is stopped four times in the middle of the cycle, with the engine idling
each time for 15 seconds,

5.1.3.

normal acceleration and deceleration,

5.1.4.

five decelerations in the middle of each cycle, dropping from cycle speed to 32 km/h, and the vehicle is gradually
accelerated again until cycle speed is attained,

5.1.5.

the 10th cycle is carried out at a steady speed of 89 km/h,

5.1.6.

the 11th cycle begins with maximum acceleration from stop point up to 113 km/h. At half-way, braking is
employed normally until the vehicle comes to a stop. This is followed by an idle period of 15 seconds and a
second maximum acceleration.

The schedule is then restarted from the beginning.

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The maximum speed of each cycle is given in the following table.

Table 9.1.

Maximum speed of each cycle

Cycle

1

2

3

4

5

6

7

8

9

10

11

Cycle speed
in km/h

64

48

64

64

56

48

56

72

56

89

113

5.2.

At the request of the manufacturer, an alternative road test schedule may be used. Such alternative test schedules
shall be approved by the technical service in advance of the test and shall have substantially the same average
speed, distribution of speeds, number of stops per kilometres and number of accelerations per kilometres as the
driving schedule used on track or roller test bench, as detailed in paragraph 5.1 and Figure 9/1.

5.3.

The durability test, or if the manufacturer has chosen, the modified durability test shall be conducted until the
vehicle has covered a minimum of 80 000 km.

5.4.

Test equipment

5.4.1.

Chassis dynamometer

5.4.1.1. When the durability test is performed on a chassis dynamometer, the dynamometer shall enable the cycle described
in paragraph 5.1 to be carried out. In particular, it shall be equipped with systems simulating inertia and resis-
tance to progress.

5.4.1.2. The brake shall be adjusted in order to absorb the power exerted on the driving wheels at a steady speed of 80
km/h. Methods to be applied to determine this power and to adjust the brake are the same as those described in
Appendix 3 to Annex 4.

5.4.1.3. The vehicle cooling system should enable the vehicle to operate at temperatures similar to those obtained on

road (oil, water, exhaust system, etc.).

5.4.1.4. Certain other test bench adjustments and features are deemed to be identical, where necessary, to those described

in Annex 4 of this Regulation (inertia, for example, which may be mechanical or electronic).

5.4.1.5. The vehicle may be moved, where necessary, to a different bench in order to conduct emission measurement

tests.

5.4.2.

Operation on track or road

When the durability test is completed on track or road, the vehicle’s reference mass will be at least equal to that
retained for tests conducted on a chassis dynamometer.

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L 70/315

Figure 9/1

Driving schedule

6.

MEASURING EMISSIONS OF POLLUTANTS

At the start of the test (0 km), and every 10 000 km (± 400 km) or more frequently, at regular intervals until
having covered 80 000 km, exhaust emissions are measured in accordance with the Type I test as defined in
paragraph 5.3.1 of this Regulation. The limit values to be complied with are those laid down in paragraph 5.3.1.4
of this Regulation.

In the case of vehicles equipped with periodically regenerating systems as defined in paragraph 2.20 of this Regu-
lation, it shall be checked that the vehicle is not approaching a regeneration period. If this is the case, the vehicle
must be driven until the end of the regeneration. If a regeneration occurs during the emissions measurement, a
new test (including preconditioning) shall be performed, and the first result not taken into account.

All exhaust emissions results shall be plotted as a function of the running distance on the system rounded to the
nearest kilometre and the best fit straight line fitted by the method of least squares shall be drawn through all
these data points. This calculation shall not take into account the test results at 0 km.

The data will be acceptable for use in the calculation of the deterioration factor only if the interpolated 6 400 km
and 80 000 km points on this line are within the above mentioned limits.

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The data are still acceptable when a best fit straight line crosses an applicable limit with a negative slope (the
6 400 km interpolated point is higher than the 80 000 km interpolated point) but the 80 000 km actual data
point is below the limit.

A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows:

D . E . F. =

Mi1
Mi2

where:

— Mi1 = mass emission of the pollutant i in g/km interpolated to 6 400 km,

— Mi2 = mass emission of the pollutant i in g/km interpolated to 80 000 km.

These interpolated values shall be carried out to a minimum of four places to the right of the decimal point
before dividing one by the other to determine the deterioration factor. The result shall be rounded to three places
to the right of the decimal point.

If a deterioration factor is less than one, it is deemed to be equal to one.

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ANNEX 10

SPECIFICATIONS OF REFERENCE FUELS

1.

SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE EMISSION LIMITS GIVEN IN ROW A
OF THE TABLE IN PARAGRAPH 5.3.1.4. — TYPE I TEST

1.1. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH POSITIVE-

IGNITION ENGINES

Type: unleaded petrol

Parameter

Unit

Limits (1)

minimum

maximum

Test Method

Research octane number, RON

Motor octane number, MON

Density at 15 °C

Reid vapour pressure

Distillation:

kg/m3

kPa

— initial boiling point

°C

— evaporated at 100 °C

— evaporated at 150 °C

— final boiling point

Residue

Hydrocarbon analysis:

— olefins

— aromatics

— benzene

— saturates

Carbon/hydrogen ratio

Induction period (2)

Oxygen content

Existent gum

Sulphur content (3)

Class I copper corrosion

Lead content

Phosphorus content

95,0

85,0

748

56,0

24

49,0

81,0

190

—

—

—

—

report

480

—

—

—

—

—

—

per cent v/v

per cent v/v

28,0

per cent v/v

per cent v/v

°C

per cent v/v

per cent v/v

per cent v/v

min.

per cent m/m

mg/ml

mg/kg

mg/l

mg/l

—

—

EN 25164

EN 25163

ISO 3675

EN 12

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

ASTM D 1319

ASTM D 1319

pr. EN 12177

ASTM D 1319

762

60,0

40

57,0

87,0

215

2

10

40,0

1,0

balance

report

—

EN-ISO 7536

2,3

0,04

100

1

5

1,3

EN 1601

EN-ISO 6246

pr. EN ISO/DIS
14596

EN-ISO 2160

EN 237

ASTM D 3231

(1) The values quoted in the specifications 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 technical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum
limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms
of ISO 4259 should be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but

detergent/dispersive additives and solvent oils must not be added.

(3) The actual sulphur content of the fuel used for the Type I test shall be reported.

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1.2. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH DIESEL

ENGINE

Type: Diesel fuel

Parameter

Unit

Limits (1)

minimum

maximum

Test Method

Cetane number (2)

Density at 15 °C

Distillation:

— 50 per cent point

— 95 per cent point

— final boiling point

Flash point

CFPP

52,0

833

245

345

55

kg/m3

°C

°C

°C

°C

°C

Viscosity at 40 °C

mm2/s

2,5

Polycyclic aromatic hydrocarbons

per cent m/m 3

Sulphur content (3)

mg/kg

Copper corrosion

Conradson carbon residue (10 per cent
DR)

per cent m/m

Ash content

Water content

per cent m/m

per cent m/m

Neutralisation (strong acid) number

mg KOH/g

Oxidation stability (4)

mg/ml

New and better method for poly-cyclic
aromatics under development

per cent m/m

—

—

—

—

—

—

—

—

—

—

54,0

837

350

370

– 5

3,5

6,0

300

1

0,2

0,01

0,02

0,02

EN-ISO 5165

EN-ISO 3675

—

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

—

EN 22719

EN 116

EN-ISO 3104

IP 391

Pr. EN-ISO/DIS
14596

EN-ISO 2160

EN-ISO 10370

EN-ISO 6245

EN-ISO 12937

ASTM D 974-95

0,025

EN-ISO 12205

—

EN 12916

(1) The values quoted in the specifications 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 technical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum
limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms
of ISO 4259 should be applied.

(2) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a
dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate mea-
surements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

(3) The actual sulphur content of the fuel used for the Type I test shall be reported.
(4) 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.

SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE EMISSION LIMITS GIVEN IN ROW B OF
THE TABLE IN PARAGRAPH 5.3.1.4. — TYPE I TEST

2.1. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH POSITIVE-

IGNITION ENGINES

Type: Unleaded petrol

Parameter

Unit

Limits (1)

minimum

maximum

Test Method

Research octane number, RON

Motor octane number, MON

Density at 15 °C

Reid vapour pressure

Distillation:

95,0

85,0

740

56,0

kg/m3

kPa

— Evaporated at 70 °C

per cent v/v

24,0

— Evaporated at 100 °C

per cent v/v

50,0

— Evaporated at 150 °C

per cent v/v

83,0

— final boiling point

°C

190

Residue

per cent v/v

Hydrocarbon analysis:

Olefins

Aromatics

Saturates

Benzene

—

—

per cent v/v

per cent v/v

29,0

per cent v/v

Report

—

—

EN 25164

EN 25163

ISO 3675

pr. EN ISO
13016-1 (DVPE)

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

ASTM D 1319

ASTM D 1319

ASTM D 1319

754

60,0

40,0

58,0

89,0

210

2,0

10,0

35,0

per cent v/v

—

1,0

pr. EN 12177

Carbon/hydrogen ratio

Report

Induction period (2)

minutes

480

—

EN-ISO 7536

Oxygen content

Existent gum

Sulphur content (3)

Copper corrosion

Lead content

Phosphorus content

per cent m/m

mg/ml

mg/kg

mg/l

mg/l

—

—

—

—

—

—

1,0

0,04

10

EN 1601

EN-ISO 6246

ASTM D 5453

class 1

EN-ISO 2160

5

1,3

EN 237

ASTM D 3231

(1) The values quoted in the specifications 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 technical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and mini-
mum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the
terms of ISO 4259 should be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but

detergent/dispersive additives and solvent oils must not be added.

(3) The actual sulphur content of the fuel used for the Type I test shall be reported.

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2.2. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH DIESEL

ENGINE

Type: Diesel fuel

Parameter

Unit

Limits (1)

minimum

maximum

Test Method

Cetane number (2)

Density at 15 °C

Distillation:

— 50 per cent point

— 95 per cent point

— Final boiling point

Flash point

CFPP

52,0

833

245

345

55

kg/m3

°C

°C

°C

°C

°C

Viscosity at 40 °C

mm2/s

2,3

Polycyclic aromatic hydrocarbons

per cent m/m 3,0

Sulphur content (3)

mg/kg

Copper corrosion

Conradson carbon residue (10 per
cent DR)

per cent m/m

Ash content

Water content

per cent m/m

per cent m/m

Neutralisation (strong acid) number

mg KOH/g

Oxidation stability (4)

Lubricity (HFRR wear scan diameter at
60 °C)

mg/ml

μm

FAME

Prohibited

—

—

—

—

—

—

—

—

—

—

54,0

837

350

370

– 5

3,3

6,0

10

EN-ISO 5165

EN-ISO 3675

—

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

—

EN 22719

EN 116

EN-ISO 3104

IP 391

ASTM D 5453

Class 1

EN-ISO 2160

0,2

EN-ISO 10370

0,01

0,02

0,02

EN-ISO 6245

EN-ISO 12937

ASTM D 974

0,025

EN-ISO 12205

400

CEC F-06-A-96

(1) The values quoted in the specifications 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 technical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and mini-
mum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the
terms of ISO 4259 should be applied.

(2) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a
dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

(3) The actual sulphur content of the fuel used for the Type I test shall be reported.
(4) 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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3.

SPECIFICATIONS OF REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH POSITIVE-
IGNITION ENGINES AT LOW AMBIENT TEMPERATURE — TYPE VI TEST

Type: Unleaded petrol

Parameter

Unit

Limits (1)

minimum

maximum

Test Method

Research octane number, RON

Motor octane number, MON

Density at 15 °C

Reid vapour pressure

Distillation:

— Evaporated at 70 °C

— Evaporated at 100 °C

— Evaporated at 150 °C

kg/m3

kPa

per cent v/v

per cent v/v

per cent v/v

— final boiling point

°C

95,0

85,0

740

56,0

24,0

50,0

83,0

190

Residue

Hydrocarbon analysis:

Olefins

Aromatics

Saturates

Benzene

per cent v/v

per cent v/v

—

—

per cent v/v

29,0

per cent v/v

Report

—

—

754

95,0

40,0

58,0

89,0

210

2,0

10,0

35,0

EN 25164

EN 25163

ISO 3675

pr. EN ISO
13016-1 (DVPE)

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

ASTM D 1319

ASTM D 1319

ASTM D 1319

per cent v/v

—

1,0

pr. EN 12177

Carbon/hydrogen ratio

Report

Induction period (2)

minutes

480

—

EN-ISO 7536

Oxygen content

Existent gum

Sulphur content (3)

Copper corrosion

Lead content

Phosphorus content

per cent m/m

mg/ml

mg/kg

mg/l

mg/l

—

—

—

—

—

—

1,0

0,04

10

EN 1601

EN-ISO 6246

ASTM D 5453

Class 1

EN-ISO 2160

5

1,3

EN 237

ASTM D 3231

(1) The values quoted in the specifications 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 technical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and mini-
mum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the
terms of ISO 4259 should be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but

detergent/dispersive additives and solvent oils must not be added.

(3) The actual sulphur content of the fuel used for the Type VI test shall be reported.

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ANNEX 10a

1.

SPECIFICATIONS OF GASEOUS REFERENCE FUELS

1.1.

TECHNICAL DATA OF THE LPG REFERENCE FUELS

1.1.1. TECHNICAL DATA OF THE LPG REFERENCE FUELS USED FOR TESTING VEHICLES TO THE EMISSION LIMITS

GIVEN IN ROW A OF THE TABLE IN PARAGRAPH 5.3.1.4 — TYPE I TEST

Parameter

Unit

Fuel A

Fuel B

Test method

Composition:

C3-content

C4-content

< C3, > C4

Olefins

per cent vol

per cent vol

per cent vol

per cent vol

Evaporation residue

mg/kg

Water at 0 °C

Total sulphur content

mg/kg

Hydrogen sulphide

Copper strip corrosion

rating

30 ± 2

balance

max. 2

max. 12

max. 50

free

max. 50

none

Class 1

85 ± 2

balance

max. 2

max. 15

max. 50

free

max. 50

none

class 1

ISO 7941

ISO 13757

visual inspection

EN 24260

ISO 8819

ISO 6251 (1)

Odour

characteristic

characteristic

Motor octane number

min. 89

min. 89

EN 589 Annex B

(1) 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.

1.1.2. TECHNICAL DATA OF THE LPG REFERENCE FUELS USED FOR TESTING VEHICLES TO THE EMISSION LIMITS

GIVEN IN ROW B OF THE TABLE IN PARAGRAPH 5.3.1.4. OF ANNEX I — TYPE I TEST

Parameter

Unit

Fuel A

Fuel B

Test method

Composition:

C3-content

C4-content

< C3, > C4

Olefins

per cent vol

per cent vol

per cent vol

per cent vol

Evaporation residue

mg/kg

Water at 0 °C

Total sulphur content

mg/kg

Hydrogen sulphide

Copper strip corrosion

Rating

30 ± 2

balance

max. 2

max. 12

max. 50

free

max. 10

none

class 1

85 ± 2

balance

max. 2

max. 15

max. 50

free

max. 10

none

class 1

ISO 7941

ISO 13757

Visual inspection

EN 24260

ISO 8819

ISO 6251 (1)

Odour

characteristic

characteristic

Motor octane number

min. 89

min. 89

EN 589 Annex B

(1) 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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1.2.

TECHNICAL DATA OF THE NG REFERENCE FUELS

Characteristics

Units

Basis

Limits

min.

max.

Test Method

Reference fuel G20

Composition:

Methane

Balance (1)

N2

Sulphur content

Wobbe Index (net)

Reference fuel G25

Composition:

Methane

Balance (1)

N2

per cent mole

100

99

per cent mole

per cent mole

mg/m3 (2)

MJ/m3 (3)

—

—

48,2

47,2

per cent mole

86

per cent mole

per cent mole

14

84

12

—

—

100

1

10

49,2

88

1

16

10

—

—

—

—

ISO 6974

ISO 6974

ISO 6974

ISO 6326-5

ISO 6974

ISO 6974

ISO 6974

ISO 6326-5

Sulphur content

Wobbe Index (net)

mg/m3 (2)

MJ/m3 (3)

Inerts (different from N2) + C2 + C2+.

(1)
(2) Value to be determined at 293,2 K (20 °C) and 101,3 kPa.
(3) Value to be determined at 273,2 K (0 °C) and 101,3 kPa.

39,4

38,2

40,6

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ANNEX 11

ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES

1.

INTRODUCTION

This annex applies to the functional aspects of on-board diagnostic (OBD) system for the emission control of
motor vehicles.

2.

DEFINITIONS

For the purposes of this annex:

2.1.

2.2.

2.3.

2.4.

2.5.

2.6.

2.7.

2.8.

‘OBD’ means an on-board diagnostic system for emission control which shall have the capability of identifying
the likely area of malfunction by means of fault codes stored in computer memory.

‘Vehicle type’ means a category of power-driven vehicles which do not differ in such essential engine and OBD
system characteristics.

‘Vehicle family’ means a manufacturer’s grouping of vehicles which, through their design, are expected to have
similar exhaust emission and OBD system characteristics. Each vehicle of this family shall have complied with
the requirements of this Regulation as defined in Appendix 2 to this annex.

‘Emission control system’ means the electronic engine management controller and any emission-related component
in the exhaust or evaporative system which supplies an input to or receives an output from this controller.

‘Malfunction indicator (MI)’ means a visible or audible indicator that clearly informs the driver of the vehicle in the
event of a malfunction of any emission-related component connected to the OBD system, or the OBD system
itself.

‘Malfunction’ means the failure of an emission-related component or system that would result in emissions exceed-
ing the limits in paragraph 3.3.2. or if the OBD system is unable to fulfil the basic monitoring requirements of
this annex

‘Secondary air’ refers to air introduced into the exhaust system by means of a pump or aspirator valve or other
means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream.

‘Engine misfire’ means lack of combustion in the cylinder of a positive-ignition engine due to absence of spark,
poor fuel metering, poor compression or any other cause. In terms of OBD monitoring it is that percentage of
misfires out of a total number of firing events (as declared by the manufacturer) that would result in emissions
exceeding the limits given in paragraph 3.3.2 or that percentage that could lead to an exhaust catalyst, or cata-
lysts, overheating causing irreversible damage.

2.9.

‘Type I test’ means the driving cycle (Parts One and Two) used for emission approvals, as detailed in Annex 4,
Appendix 1.

2.10.

A ‘driving cycle’ consists of engine start-up, driving mode where a malfunction would be detected if present, and
engine shut-off.

2.11.

A ‘warm-up cycle’ means sufficient vehicle operation such that the coolant temperature has risen by a least 22 K
from engine starting and reaches a minimum temperature of 343 K (70 °C).

2.12.

A ‘Fuel trim’ refers to feedback adjustments to the base fuel schedule. Short-term fuel trim refers to dynamic or
instantaneous adjustments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibration
schedule than short-term trim adjustments. These long-term adjustments compensate for vehicle differences and
gradual changes that occur over time.

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2.13.

A ‘Calculated load value’ refers to an indication of the current airflow divided by peak airflow, where peak airflow
is corrected for altitude, if available. This definition provides a dimensionless number that is not engine specific
and provides the service technician with an indication of the proportion of engine capacity that is being used
(with wide open throttle as 100 per cent);

CLV =

Current airflow
Peak airflow (at sea level)

∙

Atmospheric pressure (at sea level)
Barometric pressure

2.14.

‘Permanent emission default mode’ refers to a case where the engine management controller permanently switches
to a setting that does not require an input from a failed component or system where such a failed component or
system would result in an increase in emissions from the vehicle to a level above the limits given in para-
graph 3.3.2 of this annex.

2.15.

‘Power take-off unit’ means an engine-driven output provision for the purposes of powering auxiliary, vehicle
mounted, equipment.

2.16.

‘Access’ means the availability of all emission-related OBD data including all fault codes required for the inspec-
tion, diagnosis, servicing or repair of emissions-related parts of the vehicle, via the serial interface for the stan-
dard diagnostic connection (pursuant to Appendix 1 to this annex, paragraph 6.5.3.5).

2.17.

‘Unrestricted’ means:

2.17.1.

access not dependent on an access code obtainable only from the manufacturer, or a similar device, or

2.17.2.

access allowing evaluation of the data produced without the need for any unique decoding information, unless
that information itself is standardised.

2.18.

2.19.

‘Standardised’ means that all data stream information, including all fault codes used, shall be produced only in
accordance with industry standards which, by virtue of the fact that their format and their permitted options are
clearly defined, provide for a maximum level of harmonisation in the motor vehicle industry, and whose use is
expressly permitted in this Regulation.

‘Repair information’ means all information required for diagnosis, servicing, inspection, periodic monitoring or
repair of the vehicle and which the manufacturers provide for their authorised dealers/repair shops. Where nec-
essary, such information shall include service handbooks, technical manuals, diagnosis information (e.g. mini-
mum and maximum theoretical values for measurements), wiring diagrams, the software calibration identification
number applicable to a vehicle type, instructions for individual and special cases, information provided concern-
ing tools and equipment, data record information and two-directional monitoring and test data. The manufac-
turer shall not be obliged to make available that information which is covered by intellectual property rights or
constitutes specific know-how of manufacturers and/or OEM suppliers; in this case the necessary technical infor-
mation shall not be improperly withheld.

2.20.

‘Deficiency’ means, in respect of vehicle OBD systems, that up to two separate components or systems that are
monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD
monitoring of those components or systems or do not meet all of the other detailed requirements for
OBD. Vehicles may be type-approved, registered and sold with such deficiencies according to the requirements
of paragraph 4 of this annex.

3.

REQUIREMENTS AND TESTS

3.1.

3.1.1.

3.1.2.

All vehicles shall be equipped with an OBD system so designed, constructed and installed in a vehicle as to enable
it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this objective the
approval authority shall accept that vehicles which have travelled distances in excess of the Type V durability
distance, referred to in paragraph 3.3.1, may show some deterioration in OBD system performance such that the
emission limits given in paragraph 3.3.2 may be exceeded before the OBD system signals a failure to the driver of
the vehicle.

Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be unre-
stricted and standardised. All emission-related fault codes shall be consistent with paragraph 6.5.3.4 of Appen-
dix 1 to this annex.

No later than three months after the manufacturer has provided any authorised dealer or repair shop with repair
information, the manufacturer shall make that information (including all subsequent amendments and supple-
ments) available upon reasonable and non-discriminatory payment and shall notify the approval authority
accordingly.

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In the event of failure to comply with these provisions the approval authority shall act to ensure that repair
information is available, in accordance with the procedures laid down for type approval and in-service surveys.

3.2.

The OBD system shall be so designed, constructed and installed in a vehicle as to enable it to comply with the
requirements of this annex during conditions of normal use.

3.2.1.

Temporary disablement of the OBD system

3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels. Disablement
shall not occur when the fuel tank level is above 20 per cent of the nominal capacity of the fuel tank.

3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting temperatures below 266 K (− 7 °C) or at
elevations over 2 500 metres above sea level provided the manufacturer submits data and/or an engineering
evaluation which adequately demonstrate that monitoring would be unreliable when such conditions exist. A
manufacturer may also request disablement of the OBD system at other ambient engine starting temperatures if
he demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis would occur under
such conditions. misdiagnosis would occur under such conditions. It is not necessary to illuminate the malfunc-
tion indicator (MI) if the OBD thresholds are exceeded during a regeneration provided no defect is present.

3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, disablement of affected monitor-

ing systems is permitted provided disablement occurs only when the power take-off unit is active.

3.2.2.

Engine misfire in vehicles equipped with positive-ignition engines

3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority,
under specific engine speed and load conditions where it can be demonstrated to the authority that the detection
of lower levels of misfire would be unreliable.

3.2.2.2. When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages
is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission
shifts, after engine starting; etc.) the misfire monitoring system may be disabled when such conditions exist.

3.3.

Description of tests

3.3.1.

The test are carried out on the vehicle used for the Type V durability test, given in Annex 9, and using the test
procedure in Appendix 1 to this annex. Tests are carried out at the conclusion of the Type V durability testing.

When no Type V durability testing is carried out, or at the request of the manufacturer, a suitably aged and
representative vehicle may be used for these OBD demonstration tests.

3.3.2.

The OBD system shall indicate the failure of an emission-related component or system when that failure results
in emissions exceeding the threshold limits given below:

Reference mass (RM)
(kg)

Mass of carbon
monoxide (CO)
L1
(g/km)

Mass of total
hydrocarbons
(THC)
L2
(g/km)

Mass of oxides
of nitrogen
(NOx)
L3
(g/km)

Mass of
particu-
lates (1)
(PM)
L4
(g/km)

Class

Category

Petrol

Diesel

Petrol

Diesel

Petrol

Diesel

Diesel

M (2)

N1 (3)

—

I

II

III

all

RM ≤ 1 305

1 305 < RM ≤ 1 760

1 760 < RM

3,20

3,20

5,80

7,30

3,20

3,20

4,00

4,80

0,40

0,40

0,50

0,60

0,40

0,40

0,50

0,60

0,60

0,60

0,70

0,80

1,20

1,20

1,60

1,90

0,18

0,18

0,23

0,28

(1) For compression-ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2 500 kg.
(3) And those category M vehicles which are specified in note 2.

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3.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines

In satisfying the requirements of paragraph 3.3.2 the OBD system shall, at a minimum, monitor for:

3.3.3.1.

reduction in the efficiency of the catalytic converter with respect to the emissions of HC only. Manufacturers
may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored
catalyst or catalyst combination shall be considered malfunctioning when the emissions exceed the HC threshold
given in table in paragraph 3.3.2;

3.3.3.2.

the presence of engine misfire in the engine operating region bounded by the following lines:

(a)

a maximum speed of 4 500 min–1 or 1 000 min–1 greater than the highest speed occurring during a Type I
test cycle, whichever is the lower;

(b)

the positive torque line (i.e. engine load with the transmission in neutral);

(c)

a line joining the following engine operating points: the positive torque line at 3 000 min–1 and a point on
the maximum speed line defined in (a) above with the engine’s manifold vacuum at 13,33 kPa lower than
that at the positive torque line.

3.3.3.3. oxygen sensor deterioration;

3.3.3.4.

if active on the selected fuel, other emission control system components or systems, or emission related power-
train components or systems which are connected to a computer, the failure of which may result in tailpipe
emissions exceeding the limits given in paragraph 3.3.2;

3.3.3.5. unless otherwise monitored, any other emission-related power-train component connected to a computer, includ-
ing any relevant sensors to enable monitoring functions to be carried out, shall be monitored for circuit continuity;

3.3.3.6.

the electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity.

3.3.4. Monitoring requirements for vehicles equipped with compression-ignition engines

In satisfying the requirements of paragraph 3.3.2 the OBD system shall monitor:

3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter;

3.3.4.2. Where fitted, the functionality and integrity of the particulate trap;

3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity

and total functional failure;

3.3.4.4. Other emission control system components or systems, or emission-related power-train components or systems,
which are connected to a computer, the failure of which may result in exhaust emissions exceeding the limits
given in paragraph 3.3.2. Examples of such systems or components are those for monitoring and control of air
mass-flow, air volumetric flow (and temperature), boost pressure and inlet manifold pressure (and relevant sen-
sors to enable these functions to be carried out).

3.3.4.5. Unless otherwise monitored, any other emission-related power-train component connected to a computer shall

be monitored for circuit continuity.

3.3.5. Manufacturers may demonstrate to the approval authority that certain components or systems need not be moni-
tored if, in the event of their total failure or removal, emissions do not exceed the emission limits given in
paragraph 3.3.2.

3.4.

A sequence of diagnostic checks shall be initiated at each engine start and completed at least once provided that
the correct test conditions are met. The test conditions shall be selected in such a way that they all occur under
normal driving as represented by the Type I test.

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3.5.

Activation of malfunction indicator (MI)

3.5.1.

3.5.2.

The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI
shall not be used for any other purpose except to indicate emergency start-up or limp-home routines to the
driver. The MI shall be visible in all reasonable lighting conditions. When activated, it shall display a symbol in
conformity with ISO 2575 (1). A vehicle shall not be equipped with more than one general purpose MI for
emission-related problems. Separate specific purpose telltales (e. g. brake system, fasten seat belt, oil pressure,
etc.) are permitted. The use of red colour for an MI is prohibited.

For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer must provide
data and/or an engineering evaluation which adequately demonstrates that the monitoring system is equally effec-
tive and timely in detecting component deterioration. Strategies requiring on average more than ten driving cycles
for MI activation are not accepted. The MI must also activate whenever the engine control enters a permanent
emission default mode of operation if the emission limits given in paragraph 3.3.2 are exceeded or if the OBD
system is unable to fulfil the basic monitoring requirements specified in paragraph 3.3.3 or 3.3.4 of this annex. The
MI must operate in a distinct warning mode, e.g. a flashing light, under any period during which engine misfire
occurs at a level likely to cause catalyst damage, as specified by the manufacturer. The MI must also activate
when the vehicle’s ignition is in the ‘key-on’ position before engine starting or cranking and de-activate after
engine starting if no malfunction has previously been detected.

3.6.

The OBD system must record fault code(s) indicating the status of the emission control system. Separate status codes
must be used to identify correctly functioning emission control systems and those emission control systems which
need further vehicle operation to be fully evaluated. If the MI is activated due to deterioration or malfunction or
permanent emission default modes of operation, a fault code must be stored that identifies the type of
malfunction. A fault code must also be stored in the cases referred to in paragraphs 3.3.3.5 and 3.3.4.5 of this annex.

3.6.1.

The distance travelled by the vehicle while the MI is activated shall be available at any instant through the serial
port on the standard link connector (2).

3.6.2.

In the case of vehicles equipped with positive-ignition engines, misfiring cylinders need not be uniquely identi-
fied if a distinct single or multiple cylinder misfire fault code is stored.

3.7.

Extinguishing the MI

3.7.1.

If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is not present any more, or if
the engine is operated after changes to speed and load conditions where the level of misfire will not cause cata-
lyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on
which the misfire level was detected and may be switched to the normal activated mode on subsequent driving
cycles. If the MI is switched back to the previous state of activation, the corresponding fault codes and stored
freeze-frame conditions may be erased.

3.7.2.

For all other malfunctions, the MI may be de-activated after three subsequent sequential driving cycles during
which the monitoring system responsible for activating the MI ceases to detect the malfunction and if no other
malfunction has been identified that would independently activate the MI.

3.8.

Erasing a fault code

3.8.1.

The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault
is not re-registered in at least 40 engine warm-up cycles.

(1)
International Standard ISO 2575-1982 (E), entitled ‘Road vehicles: Symbols for control indicators and tell-tales’, Symbol Number 4.36.
(2) This requirement is only applicable from 1 January 2003 to new types of vehicles with an electronic speed input to the engine man-

agement. It applies to all vehicles entering into service from 1 January 2005.

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3.9.

Bi-fuelled gas vehicles

3.9.1.

For bi-fuelled gas vehicles, the procedures:

— activation of malfunction indicator (MI) (see paragraph 3.5 of this annex);

— fault code storage (see paragraph 3.6 of this annex);

— extinguishing the MI (see paragraph 3.7 of this annex);

— erasing a fault code (see paragraph 3.8 of this annex),

shall be executed independently of each other when the vehicle is operated on petrol or on gas. When the vehicle
is operated on petrol, the result of any of the procedures indicated above shall not be affected when the vehicle
is operated on gas. When the vehicle is operated on gas, the result of any of the procedures indicated above shall
not be affected when the vehicle is operated on petrol.

4.

REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD DIAGNOSTIC SYSTEMS

4.1.

4.2.

A manufacturer may request to the authority that an OBD system be accepted for type-approval even though
the system contains one or more deficiencies such that the specific requirements of this annex are not fully met.

In considering the request, the authority shall determine whether compliance with the requirements of this annex
is infeasible or unreasonable.

The authority shall take into consideration data from the manufacturer that details such factors as, but not lim-
ited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle
designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective
in complying with the requirements of this Regulation and that the manufacturer has demonstrated an accept-
able level of effort towards compliance with the requirements of this Regulation.

4.2.1.

The authority will not accept any deficiency request that includes the complete lack of a required diagnostic
monitor.

4.2.2.

The authority will not accept any deficiency request that does not respect the OBD threshold limits in
paragraph 3.3.2.

4.3.

4.4.

In determining the identified order of deficiencies, deficiencies relating to paragraphs 3.3.3.1, 3.3.3.2 and 3.3.3.3
of this annex for positive-ignition engines and paragraphs 3.3.4.1, 3.3.4.2 and 3.3.4.3 of this annex for
compression-ignition engines shall be identified first.

Prior to or at the time of type-approval, no deficiency shall be granted in respect of the requirements of para-
graph 6.5, except paragraph 6.5.3.4 of Appendix 1 to this annex. This paragraph does not apply to bi-fuelled
gas vehicles.

4.5.

Bi-fuelled gas vehicles

4.5.1.

Notwithstanding the requirements of paragraph 3.9.1, and where requested by the manufacturer, the administra-
tive department shall accept the following deficiencies as meeting the requirements of this annex for the purpose
of the type-approval of bi-fuelled gas vehicles:

— erasing of fault codes, distance travelled and freeze-frame information after 40 engine warm-up cycles, inde-

pendent of the fuel currently in use;

— activation of the MI on both fuel types (petrol and gas) after the detection of a malfunction on one of the

fuel types;

— de-activation of the MI after three subsequent sequential driving cycles without malfunction, independent

of the fuel currently in use;

— use of two status codes, one for each fuel type.

Further options may be requested by the manufacturer and granted at the discretion of the administrative
department.

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4.5.2.

Notwithstanding the requirements of paragraph 6.6 of Appendix 1 to this annex, and where requested by the
manufacturer, the type-approval shall accept the following deficiencies as meeting the requirements of this annex
for the evaluation and transmission of diagnostic signals:

— transmission of the diagnostic signals for the fuel currently in use on a single source address;

— evaluation of one set of diagnostic signals for both fuel types corresponding to the evaluation on mono-

fuelled gas vehicles, and independent of the fuel currently in use);

— selection of one set of diagnostic signals (associated to one of the two fuel types) by the position of a fuel

switch;

— evaluation and transmission of one set of diagnostic signals for both fuels in the petrol computer indepen-
dent of the fuel use. The as supply system computer will evaluate and transmit the gaseous fuel system
related diagnostic signals and store status history.

Further options may be requested by the manufacturer and granted at the discretion of the type-approval authority.

4.6.

Deficiency period

4.6.1.

A deficiency may be carried-over for a period of two years after the date of type-approval of the vehicle type unless
it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond
two years would be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period
not exceeding three years.

4.6.1.1.

In the case of a bi-fuelled gas vehicle, a deficiency granted in accordance with paragraph 4.5 may be carried-over
for a period of three years after the date of type-approval of the vehicle type unless it can be adequately demon-
strated that substantial vehicle hardware modifications and additional lead-time beyond three years would be
necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceeding
four years.

4.6.2.

A manufacturer may request that the administrative department grant a deficiency retrospectively when such a
deficiency is discovered after the original type-approval. In this case, the deficiency may be carried-over for a
period of two years after the date of notification to the administrative department unless it can be adequately
demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would
be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceed-
ing three years.

4.7.

The authority shall notify its decision in granting a deficiency request to all other Parties to the 1958 Agreement
applying this Regulation.

5.

ACCESS TO OBD INFORMATION

5.1.

Applications for type-approval or amendment of a type-approval shall be accompanied by the relevant informa-
tion concerning the vehicle OBD system. This relevant information shall enable manufacturers of replacement or
retrofit components to make the parts they manufacture compatible with the vehicle OBD system with a view to
fault-free operation assuring the vehicle user against malfunctions. Similarly, such relevant information shall
enable the manufacturers of diagnostic tools and test equipment to make tools and equipment that provide for
effective and accurate diagnosis of vehicle emission control systems.

5.2.

Upon request, the administrative departments shall make Appendix 1 of Annex 2 containing the relevant
information on the OBD system available to any interested components, diagnostic tools or test equipment
manufacturer on a non-discriminatory basis.

5.2.1.

If a administrative department receives a request from any interested components, diagnostic tools or test equip-
ment manufacturer for information on the OBD system of a vehicle that has been type-approved to a previous
version of Regulation,

— the administrative department shall, within 30 days, request the manufacturer of the vehicle in question the
type to make available the information required in paragraph 4.2.11.2.7.6 of Annex 1. The requirement of
the second section of paragraph 4.2.11.2.7.6 is not applicable;

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— the manufacturer shall submit this information to the administrative department within two months of the

request;

— the administrative department shall transmit this information to the administrative departments of the Con-
tracting Parties and the administrative department which granted the original type-approval shall attach this
information to Annex 1 of the vehicle type-approval information.

This requirement shall not invalidate any approval previously granted pursuant to Regulation No 83 nor prevent
extensions to such approvals under the terms of the Regulation under which they were originally granted.

5.2.2.

Information can only be requested for replacement or service components that are subject to UNECE type-
approval, or for components that form part of a system that is subject to UNECE type-approval.

5.2.3.

The request for information must identify the exact specification of the vehicle model for which the information
is required. It must confirm that the information is required for the development of replacement or retrofit parts
or components or diagnostic tools or test equipment.

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ANNEX 11

Appendix 1

FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS

1.

INTRODUCTION

This Appendix describes the procedure of the test according to paragraph 3 of Annex 11. The procedure describes
a method for checking the function of the on-board diagnostic (OBD) system installed on the vehicle by failure
simulation of relevant systems in the engine management or emission control system. It also sets procedures for
determining the durability of OBD systems.

The manufacturer shall make available the defective components and/or electrical devices which would be used
to simulate failures. When measured over the Type I test cycle, such defective components or devices shall not
cause the vehicle emissions to exceed the limits of paragraph 3.3.2 by more than 20 per cent.

When the vehicle is tested with the defective component or device fitted, the OBD system is approved if the MI
is activated. The OBD system is also approved if the MI is activated below the OBD threshold limits.

2.

DESCRIPTION OF TEST

2.1.

The testing of OBD systems consists of the following phases:

2.1.1.

simulation of malfunction of a component of the engine management or emission control system,

2.1.2.

preconditioning of the vehicle with a simulated malfunction over preconditioning specified in paragraph 6.2.1
or paragraph 6.2.2.

2.1.3.

driving the vehicle with a simulated malfunction over the Type I test cycle and measuring the emissions of the
vehicle,

2.1.4.

determining whether the OBD system reacts to the simulated malfunction and indicates malfunction in an appro-
priate manner to the vehicle driver.

2.2.

2.3.

Alternatively, at the request of the manufacturer, malfunction of one or more components may be electronically
simulated according to the requirements of paragraph 6 below.

Manufacturers may request that monitoring take place outside the Type I test cycle if it can be demonstrated to
the authority that monitoring during conditions encountered during the Type I test cycle would impose restric-
tive monitoring conditions when the vehicle is used in service.

3.

TEST VEHICLE AND FUEL

3.1.

Vehicle

The test vehicle shall meet the requirements of paragraph 3.1 of Annex 4.

3.2.

Fuel

The appropriate reference fuel as described in Annex 10 for petrol and diesel fuels and in Annex 10a for LPG
and NG fuels must be used for testing. The fuel type for each failure mode to be tested (described in para-
graph 6.3 of this appendix) may be selected by the administrative department from the reference fuels described
in Annex 10a in the case of the testing of a mono-fuelled gas vehicle and from the reference fuels described in
Annex 10 or Annex 10a in the case of the testing of a bi-fuelled gas vehicle. The selected fuel type must not be
changed during any of the test phases (described in paragraphs 2.1 to 2.3 of this appendix). In the case of the
use of LPG or NG as a fuel it is permissible that the engine is started on petrol and switched to LPG or NG after
a pre-determined period of time which is controlled automatically and not under the control of the driver.

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4.

TEST TEMPERATURE AND PRESSURE

4.1.

The test temperature and pressure shall meet the requirements of the Type I test as described in Annex 4.

5.

TEST EQUIPMENT

5.1.

Chassis dynamometer

The chassis dynamometer shall meet the requirements of Annex 4.

6.

OBD TEST PROCEDURE

6.1.

The operating cycle on the chassis dynamometer shall meet the requirements of Annex 4.

6.2.

Vehicle preconditioning

6.2.1.

According to the engine type and after introduction of one of the failure modes given in paragraph 6.3, the
vehicle shall be preconditioned by driving at least two consecutive Type I tests (Parts One and Two). For
compression-ignition engined vehicles an additional preconditioning of two Part Two cycles is permitted.

6.2.2.

At the request of the manufacturer, alternative preconditioning methods may be used.

6.3.

Failure modes to be tested

6.3.1.

Positive-ignition engined vehicles

6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure.

6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given in paragraph 3.3.3.2 of

Annex 11.

6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of

such a failure.

6.3.1.4. Electrical disconnection of any other emission-related component connected to a power-train management com-

puter (if active on the selected fuel type).

6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected

fuel type). For this specific failure mode, the Type I test need not be performed.

6.3.2.

Compression-ignition engined vehicles

6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such

a failure.

6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are an integral part of the trap, a defective

trap assembly.

6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and timing actuator.

6.3.2.4. Electrical disconnection of any other emission-related component connected to a power-train management

computer.

6.3.2.5.

In meeting the requirements of paragraphs 6.3.2.3 and 6.3.2.4, and with the agreement of the approval author-
ity, the manufacturer shall take appropriate steps to demonstrate that the OBD system will indicate a fault when
disconnection occurs.

6.4.

OBD system test

6.4.1.

Vehicles fitted with positive-ignition engines

6.4.1.1. After vehicle preconditioning according to paragraph 6.2, the test vehicle is driven over a Type I test (Parts One

and Two).

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The MI shall activate before the end of this test under any of the conditions given in paragraphs 6.4.1.2 to 6.4.1.5.
The technical service may substitute those conditions by others in accordance with paragraph 6.4.1.6. However,
the total number of failures simulated shall not exceed four (4) for the purpose of type approval.

6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a deteriorated or
defective catalyst that results in emissions exceeding the HC limit given in paragraph 3.3.2 of Annex 11.

6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in paragraph 3.3.3.2 of
Annex 11 that results in emissions exceeding any of the limits given in paragraph 3.3.2 of Annex 11.

6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a
deteriorated or defective oxygen sensor that results in emissions exceeding any of the limits given in para-
graph 3.3.2 of Annex 11.

6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected

fuel type).

6.4.1.6. Electrical disconnection of any other emission-related power-train component connected to a computer that
results in emissions exceeding any of the limits given in paragraph 3.3.2 of this annex (if active on the selected
fuel type).

6.4.2.

Vehicles fitted with compression-ignition engines

6.4.2.1. After vehicle preconditioning according to paragraph 6.2, the test vehicle is driven over a Type I test (Parts One

and Two).

The MI shall activate before the end of this test under any of the conditions given in paragraphs 6.4.2.2
to 6.4.2.5. The technical service may substitute those conditions by others in accordance with para-
graph 6.4.2.5. However, the total number of failures simulated shall not exceed four for the purposes of type
approval.

6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a dete-

riorated or defective catalyst that results in emissions exceeding limits given in paragraph 3.3.2 of Annex 11.

6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the particulate trap with a defective particu-
late trap meeting the conditions of paragraph 6.3.2.2 above that results in emissions exceeding the limits given
in paragraph 3.3.2 of Annex 11.

6.4.2.4. With reference to paragraph 6.3.2.5, disconnection of any fuelling system electronic fuel quantity and timing
actuator that results in emissions exceeding any of the limits given in paragraph 3.3.2 of Annex 11.

6.4.2.5. With reference to paragraph 6.3.2.5, disconnection of any other emission-related power-train component con-
nected to a computer that results in emissions exceeding any of the limits given in paragraph 3.3.2 of Annex 11.

6.5.

Diagnostic signals

6.5.1.1. Upon determination of the first malfunction of any component or system, ‘freeze-frame’ engine conditions present
at the time shall be stored in computer memory. Should a subsequent fuel system or misfire malfunction occur,
any previously stored freeze-frame conditions shall be replaced by the fuel system or misfire conditions (which-
ever occurs first). Stored engine conditions shall include, but are not limited to calculated load value, engine
speed, fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available), coolant temperature,
intake manifold pressure (if available), closed- or open-loop operation (if available) and the fault code which
caused the data to be stored. The manufacturer shall choose the most appropriate set of conditions facilitating
effective repairs for freeze-frame storage. Only one frame of data is required. Manufacturers may choose to store
additional frames provided that at least the required frame can be read by a generic scan tool meeting the speci-
fications of paragraphs 6.5.3.2 and 6.5.3.3. If the fault code causing the conditions to be stored is erased in
accordance with paragraph 3.7 of Annex 11, the stored engine conditions may also be erased.

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6.5.1.2.

If available, the following signals in addition to the required freeze-frame information shall be made available on
demand through the serial port on the standardised data link connector, if the information is available to the
on-board computer or can be determined using information available to the on-board computer: diagnostic
trouble codes, engine coolant temperature, fuel control system status (closed-loop, open-loop, other), fuel trim,
ignition timing advance, intake air temperature, manifold air pressure, air flow rate, engine speed, throttle posi-
tion sensor output value, secondary air status (upstream, downstream or atmosphere), calculated load value,
vehicle speed and fuel pressure.

The signals shall be provided in standard units based on the specifications given in paragraph 6.5.3. Actual sig-
nals shall be clearly identified separately from default value or limp-home signals.

6.5.1.3. For all emission control systems for which specific on-board evaluation tests are conducted (catalyst, oxygen
sensor, etc.), except misfire detection, fuel system monitoring and comprehensive component monitoring, the
results of the most recent test performed by the vehicle and the limits to which the system is compared shall be
made available through the serial data port on the standardised data link connector according to the specifica-
tions given in paragraph 6.5.3. For the monitored components and systems excepted above, a pass/fail indica-
tion for the most recent test results shall be available through the data link connector.

6.5.1.4. The OBD requirements to which the vehicle is certified (i.e. Annex 11 or the alternative requirements specified
in paragraph 5) and the major emission control systems monitored by the OBD system consistent with para-
graph 6.5.3.3 shall be available through the serial data port on the standardised data link connector according to
the specifications given in paragraph 6.5.3 of this Appendix.

6.5.1.5. From 1 January 2003 for new types and from 1 January 2005 for all types of vehicles entering into service, the
software calibration identification number shall be made available through the serial port on the standardised
data link connector. The software calibration identification number shall be provided in a standardised format.

6.5.2.

The emission control diagnostic system is not required to evaluate components during malfunction if such evalu-
ation would result in a risk to safety or component failure.

6.5.3.

The emission control diagnostic system must provide for standardised and unrestricted access and conform with
the following ISO standards and/or SAE specification.

6.5.3.1. One of the following standards with the restrictions as described must be used as the on-board to off-board

communications link:

— ISO 9141-2: 1994 (amended 1996) ‘Road Vehicles — Diagnostic Systems — Part 2: CARB requirements

for interchange of digital information’;

— SAE J1850: March 1998 ‘Class B Data Communication Network Interface’. Emission-related messages must
use the cyclic redundancy check and the three-byte header and not use inter-byte separation or checksums;

— ISO 14230 — Part 4 ‘Road Vehicles — Keyword protocol 2000 for diagnostic systems — Part 4: Require-

ments for emission-relate systems’;

— ISO DIS 15765-4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Require-

ments for emissions-related systems’, dated 1 November 2001.

6.5.3.2. Test equipment and diagnostic tools needed to communicate with OBD systems must meet or exceed the func-
tional specification given in ISO DIS 15031-4 ‘Road vehicles — Communication between vehicle and external
test equipment for emissions-related diagnostics — Part 4: External test equipment’, dated 1 November 2001.

6.5.3.3. Basic diagnostic data, (as specified in paragraph 6.5.1) and bi-directional control information must be provided
using the format and units described in ISO DIS 15031-5 ‘Road vehicles — Communication between vehicle
and external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services’,
dated 1 November 2001, and must be available using a diagnostic tool meeting the requirements
of ISO DIS 15031-4.

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The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related
diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in ISO DIS 15031-5 but related to this
Regulation.

6.5.3.4. When a fault is registered, the manufacturer must identify the fault using an appropriate fault code consistent
with those given in Section 6.3. of ISO DIS 15031-6 ‘Road vehicles — Communication between vehicle and
external test equipment for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions’, relating
to ‘emission related system diagnostic trouble codes’. If such identification is not possible, the manufacturer may
use diagnostic trouble codes according to Sections 5.3. and 5.6. of ISO DIS 15031-6. The fault codes must be
fully accessible by standardised diagnostic equipment complying with the provisions of paragraph 6.5.3.2 of this
annex.

The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related
diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in ISO DIS 15031-5 but related to this
Regulation.

6.5.3.5. The connection interface between the vehicle and the diagnostic tester must be standardised and must meet all
the requirements of ISO DIS 15031-3 ‘Road vehicles — Communication between vehicle and external test equip-
ment for emissions-related diagnostics — Part 3: Diagnostic connector and related electrical circuits: specifica-
tion and use’, dated 1 November 2001. The installation position must be subject to agreement of the
administrative department such that it is readily accessible by service personnel but protected from tampering by
non-qualified personnel.

6.6.

Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles

6.6.1.

6.6.2.

6.6.3.

For bi-fuelled gas vehicles, where the diagnostic signals of the different fuel systems are stored in the same com-
puter, the diagnostic signals for the operation on petrol and for the operation on gas shall be evaluated and
transmitted independently of each other.

For bi-fuelled gas vehicles, where the diagnostic signals of the different fuel systems are stored in the separate
computers, the diagnostic signals for the operation on petrol and for the operation on gas shall be evaluated and
transmitted from the computer specific to the fuel.

On a request from a diagnostic tool, the diagnostic signals for the vehicle operating on petrol shall be transmit-
ted on one source address and the diagnostic signals for the vehicle operating on gas shall be transmitted on
another source address. The use of source addresses is described in ISO DIS 15031-5 ‘Road vehicles — Commu-
nication between vehicles and external test equipment for emissions-related diagnostics — Part 5: Emissions-
related diagnostic services’, dated 1 November 2001.

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ANNEX 11

Appendix 2

ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY

1. PARAMETERS DEFINING THE OBD FAMILY

The OBD family may be defined by basic design parameters which shall be common to vehicles within the family. In
some cases there may be interaction of parameters. These effects shall also be taken into consideration to ensure that
only vehicles with similar exhaust emission characteristics are included within an OBD family.

2. To this end, those vehicle types whose parameters described below are identical are considered to belong to the same

engine/emission control/OBD system combination.

Engine:

(a) Combustion process (i.e. positive-ignition, compression-ignition, two-stroke, four-stroke),

(b) method of engine fuelling (i.e. carburettor or fuel injection).

Emission control system:

(a)

type of catalytic converter (i.e. oxidation, three-way, heated catalyst, other),

(b)

type of particulate trap,

(c)

secondary air injection (i.e. with or without),

(d)

exhaust gas recirculation (i.e. with or without)

OBD parts and functioning:

the methods of OBD functional monitoring, malfunction detection and malfunction indication to the vehicle driver.

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ANNEX 12

GRANTING OF AN ECE TYPE APPROVAL FOR A VEHICLE FUELLED BY LPG OR
NATURAL GAS (NG)

1.

INTRODUCTION

This annex describes the special requirements that apply in the case of an approval of a vehicle that runs on LPG
or natural gas (NG), or that can run either on unleaded or LPG or natural gas, in so far as the testing on LPG or
natural gas is concerned.

In the case of LPG and natural gas there is on the market a large variation in fuel composition, requiring the
fuelling system to adapt its fuelling rates to these compositions. To demonstrate this capability, the vehicle has
to be tested in the test Type I on two extreme reference fuels and demonstrate the self-adaptability of the fuelling
system. Whenever the self adaptability of a fuelling system has been demonstrated on a vehicle, such a vehicle
may be considered as a parent of a family. Vehicles that comply with the requirements of members of that fam-
ily, if fitted with the same fuelling system, need to be tested on only one fuel.

2.

DEFINITIONS

For the purpose of this annex:

2.1.

A ‘parent vehicle’ means a vehicle that is selected to act as the vehicle on which the self-adaptability of a fuelling
system is going to be demonstrated, and to which the members of a family refer. It is possible to have more than
one parent vehicle in a family.

2.2.

Member of the family

2.2.1.

A ‘member of the family’ is a vehicle that shares the following essential characteristics with its parent(s):

(a)

It is produced by the same manufacturer;

(b)

It is subject to the same emission limits;

(c)

If the gas fuelling system has a central metering for the whole engine:

It has a certified power output between 0,7 and 1,15 times that of the parent vehicle.

If the gas fuelling system has an individual metering per cylinder:

It has a certified power output per cylinder between 0,7 and 1,15 times that of the parent vehicle.

(d)

If fitted with a catalyst, it has the same type of catalyst i.e. three way, oxidation, de-NOx.

(e)

It has a gas fuelling system (including the pressure regulator) from the same system manufacturer and of
the same type:
liquid injection (single point,
multipoint).

induction, vapour injection (single point, multipoint),

(f)

This gas fuelling system is controlled by an ECU of the same type and technical specification, containing
the same software principles and control strategy.

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2.2.2. With regard to requirement (c): in the case where a demonstration shows two gas-fuelled vehicles could be mem-
bers of the same family with the exception of their certified power output, respectively P1 and P2 (P1 < P2), and
both are tested as if were parent vehicles the family relation will be considered valid for any vehicle with a cer-
tified power output between 0,7 P1 and 1,15 P2.

3.

GRANTING OF A TYPE APPROVAL

Type approval is granted subject to the following requirements:

3.1.

Exhaust emissions approval of a parent vehicle

The parent vehicle 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. In the case of natural gas there are gener-
ally 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 Wobbe index. These variations are reflected in the reference fuels.

3.1.1.

The parent vehicle(s) shall be tested in the test Type I on the two extreme reference fuels of Annex 10a.

3.1.1.1.

If the transition from one fuel to another is in practice aided through the use of a switch, this switch shall not be
used during type approval. In such a case on the manufacturer’s request and with the agreement of the technical
service the pre-conditioning cycle referred to in paragraph 5.3.1 of Annex 4 may be extended.

3.1.2.

The vehicle(s) is (are) considered to conform if, with both reference fuels, the vehicle complies with the emission
limits.

3.1.3.

The ratio of emission results ‘r’ should be determined for each pollutant as shown below:

Type(s) of fuel

Reference fuels

Calculation of ‘r’

LPG and petrol (Approval B)

or LPG only (Approval D)

NG and petrol (Approval B)

or NG only (Approval D)

Fuel A

Fuel B

Fuel G 20

Fuel G 25

r =

B

A

r =

G25

G20

3.2.

Exhaust emissions approval of a member of the family

For a member of the family a test Type I shall be performed with one reference fuel. This reference fuel may be
either reference fuel. The vehicle is considered to comply if the following requirements are met:

3.2.1.

The vehicle complies with the definition of a family member as defined under paragraph 2.2 above.

3.2.2.

If the test fuel is reference fuel A for LPG or G20 for NG, the emission result shall be multiplied by the relevant
factor ‘r’ if r > 1; if r < 1, no correction is needed.

If the test fuel is reference fuel B for LPG or G25 for NG, the emission result shall be divided by the relevant
factor ‘r’ if r < 1; if r > 1, no correction is needed.

3.2.3.

The vehicle shall comply with the emission limits valid for the relevant category for both measured and calcu-
lated emissions.

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3.2.4.

If repeated tests are made on the same engine the results on reference fuel G20, or A, and those on reference fuel
G25, or B, shall first be averaged; the ‘r’ factor shall then be calculated from these averaged results.

4.

GENERAL CONDITIONS

Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies
between those of the reference fuels in the case of LPG, or of which the Wobbe index lies between those of the
extreme reference fuels in the case of NG. In that case a fuel analysis needs to be present.

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ANNEX 13

EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED WITH A PERIODICALLY
REGENERATING SYSTEM

1.

INTRODUCTION

This annex defines the specific provisions regarding type-approval of a vehicle equipped with a periodically regen-
erating system as defined in paragraph 2.20 of this Regulation.

2.

SCOPE AND EXTENSION OF THE TYPE APPROVAL

2.1.

Vehicle family groups equipped with periodically regenerating system

The procedure applies to vehicles equipped with a periodically regenerating system as defined in paragraph 2.20
of this Regulation. For the purpose of this annex vehicle family groups may be established. Accordingly, those
vehicle types with regenerative systems, whose parameters described below are identical, or within the stated
tolerances, shall be considered to belong to the same family with respect to measurements specific to the defined
periodically regenerating systems.

2.1.1.

Identical parameters are:

Engine:

Combustion process.

Periodically regenerating system (i.e. catalyst, particulate trap):

(a) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density),

(b) Type and working principle,

(c) Dosage and additive system,

(d) Volume ± 10 per cent,

(e)

Location (temperature ± 50 °C at 120 km/h or 5 per cent difference of max. temperature/pressure).

2.2.

Vehicle types of different reference masses

The Ki factors developed by the procedures in this annex for type approval of a vehicle type with a periodically
regenerating system as defined in paragraph 2.20 of this Regulation, may be extended to other vehicles in the
family group with a reference mass within the next two higher equivalent inertia classes or any lower equivalent
inertia.

3.

TEST PROCEDURE

The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process pro-
vided that this operation has no effect on original engine calibration. This switch shall be permitted only for the
purpose of preventing regeneration during loading of the regeneration system and during the pre-conditioning
cycles. However, it shall not be used during the measurement of emissions during the regeneration phase; rather
the emission test shall be carried out with the unchanged Original Equipment Manufacturer’s (OEM) control unit.

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3.1.

Exhaust emission measurement between two cycles where regenerative phases occur

Average emissions between regeneration phases and during loading of the regenerative device shall be deter-
mined from the arithmetic mean of several approximately equidistant (if more than 2) Type I operating cycles or
equivalent engine test bench cycles. As an alternative the manufacturer may provide data to show that the emis-
sions remain constant (± 15 per cent) between regeneration phases. In this case, the emissions measured during
the regular Type I test may be used. In any other case emissions measurement for at least two Type I operating
cycles or equivalent engine test bench cycles must be completed: one immediately after regeneration (before new
loading) and one as close as possible prior to a regeneration phase. All emissions measurements and calculations
shall be carried out according to Annex 4, paragraphs 5, 6, 7 and 8.

3.1.2.

The loading process and Ki determination shall be made during the Type I operating cycle, on a chassis dyna-
mometer or on an engine test bench using an equivalent test cycle. These cycles may be run continuously (i.e.
without the need to switch the engine off between cycles). After any number of completed cycles, the vehicle
may be removed from the chassis dynamometer, and the test continued at a later time.

3.1.3.

The number of cycles (D) between two cycles where regeneration phases occur, the number of cycles over which
emissions measurements are made (n), and each emissions measurement (M’sij) shall be reported in Annex 1,
items 4.2.11.2.1.10.1. to 4.2.11.2.1.10.4. or 4.2.11.2.5.4.1. to 4.2.11.2.5.4.4. as applicable.

3.2.

Measurement of emissions during regeneration

3.2.1.

Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed
using the preparation cycles in paragraph 5.3 of Annex 4 or equivalent engine test bench cycles, depending on
the loading procedure chosen in paragraph 3.1.2 above.

3.2.2.

The test and vehicle conditions for the Type I test described in Annex 4 apply before the first valid emission test
is carried out.

3.2.3.

Regeneration must not occur during the preparation of the vehicle. This may be ensured by one of the following
methods:

3.2.3.1. A ‘dummy’ regenerating system or partial system may be fitted for the pre-conditioning cycles.

3.2.3.2. Any other method agreed between the manufacturer and the type approval authority.

3.2.4.

A cold-start exhaust emission test including a regeneration process shall be performed according to the Type I
operating cycle, or equivalent engine test bench cycle. If the emissions tests between two cycles where regenera-
tion phases occur are carried out on an engine test bench, the emissions test including a regeneration phase shall
also be carried out on an engine test bench.

3.2.5.

If the regeneration process requires more than one operating cycle, subsequent test cycle(s) shall be driven imme-
diately, without switching the engine off, until complete regeneration has been achieved (each cycle shall be com-
pleted). The time necessary to set up a new test should be as short as possible (e.g. particular matter filter
change). The engine must be switched off during this period.

3.2.6.

The emission values during regeneration (Mri) shall be calculated according to Annex 4, paragraph 8. The num-
ber of operating cycles (d) measured for complete regeneration shall be recorded.

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3.3.

Calculation of the combined exhaust emissions

n

∑

M′sij

j = 1

n

Msi =

n ≥ 2;

Mri =

d

∑

M′rij

j = 1

d

Mpi ={Msi × D + Mri × d

D + d

}

where for each pollutant (i) considered:

— M′sij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or equivalent engine test

bench cycle) without regeneration

— M′rij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or equivalent engine test
bench cycle) during regeneration (when n > 1, the first Type I test is run cold, and subsequent
cycles are hot)

— Msi

— Mri

= mean mass emission of pollutant (i) in g/km without regeneration

= mean mass emission of pollutant (i) in g/km during regeneration

— Mpi = mean mass emission of pollutant (i) in g/km

— n

= number of test points at which emissions measurements (Type I operating cycles or equivalent
engine test bench cycles) are made between two cycles where regenerative phases occur, ≥ 2

— d

= number of operating cycles required for regeneration

— D

= number of operating cycles between two cycles where regenerative phases occur

For exemplary illustration of measurement parameters see Figure 8/1.

Parameters measured during emissions test during and between cycles where regeneration occurs
(schematic example, the emissions during ‘D’ may increase or decrease)

Figure 8/1

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3.4.

Calculation of the regeneration factor K for each pollutant (i) considered

Ki = Mpi / Msi

Msi, Mpi and Ki results shall be recorded in the test report delivered by the technical service.

Ki may be determined following the completion of a single sequence.

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ANNEX 14

EMISSIONS TEST PROCEDURE FOR HYBRID ELECTRIC VEHICLES (HEV)

1.

INTRODUCTION

1.1.

1.2.

1.3.

This annex defines the specific provisions regarding type-approval of a hybrid electric vehicle (HEV) as defined
in paragraph 2.21.2 of this Regulation.

As a general principle, for the tests of Type I, II, III, IV, V, VI and OBD, hybrid electric vehicles shall be tested
according to Annex 4, 5, 6, 7, 9, 8 and 11 respectively, unless modified by this annex.

For the Type I test only, OVC vehicles (as categorized in paragraph 2) shall be tested according to condition A
and to condition B. The test results under both conditions A and B and the weighted values shall be reported
in the communication form.

1.4.

The emissions test results shall comply with the limits under all specified test conditions of this Regulation.

2.

CATEGORIES OF HYBRID ELECTRIC VEHICLES

Vehicle charging

Off-Vehicle Charging (1)
(OVC)

Not Off-Vehicle Charging (2)
(NOVC)

Operating mode switch

Without

With

Without

With

(1) Also known as ‘externally chargeable’.
(2) Also known as ‘not externally chargeable’.

3.

TYPE I TEST METHODS

3.1.

EXTERNALLY CHARGEABLE (OVC HEV) WITHOUT AN OPERATING MODE SWITCH

3.1.1.

Two tests shall be performed under the following conditions:

Condition A:

test shall be carried out with a fully charged electrical energy/power storage device.

Condition B:

test shall be carried out with an electrical energy/power storage device in minimum state of
charge (maximum discharge of capacity).

The profile of the state of charge (SOC) of the electrical energy/power storage device during different stages of
the Type I test is given in Appendix 1.

3.1.2.

Condition A

3.1.2.1.

The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while
driving (on the test track, on a chassis dynamometer, etc.):

— at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,

— or, if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel consuming engine,
the speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine
does not start up for a defined time/distance (to be specified between technical service and manufacturer),

— or with manufacturer’s recommendation.

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The fuel consuming engine shall be stopped within 10 seconds of it being automatically started.

3.1.2.2.

C o n d i t i o n i n g o f v e h i c l e

3.1.2.2.1. For compression-ignition engined vehicles the Part Two cycle described in Appendix 1 of Annex 4 shall be

used. Three consecutive cycles shall be driven according to paragraph 3.1.2.5.3 below.

3.1.2.2.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and two Part Two

driving cycles according to paragraph 3.1.2.5.3 below.

3.1.2.3.

After this preconditioning, and before testing, the vehicle shall be kept in a room in which the temperature
remains relatively constant between 293 and 303 K (20 °C and 30 °C). This conditioning shall be carried out
for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the
temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charg-
ing prescribed in paragraph 3.1.2.4 below.

3.1.2.4.

During soak, the electrical energy/power storage device shall be charged:

(a) with the on board charger if fitted,

or

(b) with an external charger recommended by the manufacturer, using the normal overnight charging

procedure.

This procedure excludes all types of special charges that could be automatically or manually initiated like, for
instance, the equalization charges or the servicing charges.

The manufacturer shall declare that during the test, a special charge procedure has not occurred.

3.1.2.5.

T e s t p r o c e d u r e

3.1.2.5.1. The vehicle shall be started up by the means provided for normal use to the driver. The first cycle starts on the

initiation of the vehicle start-up procedure.

3.1.2.5.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and end on conclusion of

the final idling period in the extra-urban cycle (Part Two, end of sampling (ES)).

3.1.2.5.3. The vehicle shall be driven according to Annex 4, or in case of special gear shifting strategy according to the
manufacturer’s instructions, as incorporated in the drivers’ handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information). For these vehicles the gear shifting points prescribed
in Annex 4, Appendix 1 are not applied. For the pattern of the operating curve the description according to
paragraph 2.3.3 in Annex 4 shall apply.

3.1.2.5.4. The exhaust gases shall be analyzed according to Annex 4.

3.1.2.6.

The test results shall be compared to the limits prescribed in paragraph 5.3.1.4 of this Regulation and the
average emission of each pollutant for Condition A shall be calculated (M1i).

3.1.3.

Condition B

3.1.3.1.

C o n d i t i o n i n g o f v e h i c l e

3.1.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in Appendix 1 of Annex 4 shall be

used. Three consecutive cycles shall be driven according to paragraph 3.1.3.4.3 below.

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3.1.3.1.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and two Part Two

driving cycles according to paragraph 3.1.3.4.3 below.

3.1.3.2.

The electrical energy/power storage device of the vehicle shall be discharged while driving (on the test track,
on a chassis dynamometer, etc.):

— at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,

— or if a vehicle can not reach a steady speed of 50 km/h without starting up the fuel consuming engine,
the speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine
just does not start up for a defined time/distance (to be specified between technical service
and manufacturer),

— or with manufacturer’s recommendation.

The fuel consuming engine shall be stopped within 10 seconds of it being automatically started.

3.1.3.3.

After this preconditioning, and before testing, the vehicle shall be kept in a room in which the temperature
remains relatively constant between 293 and 303 K (20 °C and 30 °C). This conditioning shall be carried out
for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the
temperature of the room.

3.1.3.4.

T e s t p r o c e d u r e

3.1.3.4.1. The vehicle shall be started up by the means provided for normal use to the driver. The first cycle starts on the

initiation of the vehicle start-up procedure.

3.1.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and end on conclusion of

the final idling period in the extra-urban cycle (Part Two, end of sampling (ES)).

3.1.3.4.3. The vehicle shall be driven according to Annex 4, or in case of special gear shifting strategy according to the
manufacturer’s instructions, as incorporated in the drivers’ handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information). For these vehicles the gear shifting points prescribed
in Annex 4, Appendix 1 are not applied. For the pattern of the operating curve the description according to
paragraph 2.3.3 in Annex 4 shall apply.

3.1.3.4.4. The exhaust gases shall be analyzed according to Annex 4.

3.1.3.5.

The test results shall be compared to the limits prescribed in paragraph 5.3.1.4 of this Regulation and the
average emission of each pollutant for Condition B shall be calculated (M2i).

3.1.4.

Test results

3.1.4.1.

For communication, the weighted values shall be calculated as below:

Mi = (De ∙ M1i + Dav ∙ M2i) / (De + Dav)

Where:

— Mi

= mass emission of the pollutant i in grams per kilometre,

— M1i = average mass emission of the pollutant i in grams per kilometre with a fully charged electrical

energy/power storage device calculated in paragraph 3.1.2.6,

— M2i = average mass emission of the pollutant i in grams per kilometre with an electrical energy/power
storage device in minimum state of charge (maximum discharge of capacity) calculated in para-
graph 3.1.3.5,

— De

= vehicle electric range, according to the procedure described in Regulation No 101, Annex 7,
where the manufacturer must provide the means for performing the measurement with the vehicle
running in pure electric mode,

— Dav = 25 km (average distance between two battery recharges).

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3.2.

EXTERNALLY CHARGEABLE (OVC HEV) WITH AN OPERATING MODE SWITCH

3.2.1.

Two tests shall be performed under the following conditions:

3.2.1.1.

Condition A test shall be carried out with a fully charged electrical energy/power storage device.

3.2.1.2.

Condition B test shall be carried out with an electrical energy/power storage device in minimum state of charge

(maximum discharge of capacity).

3.2.1.3.

The operating mode switch shall be positioned according the table below:

Hybrid-modes

— Pure electric
— Hybrid

— Pure electric
consuming

— Hybrid

— Pure electric
— Pure electric
consuming

— Hybrid

— Hybrid mode n (1)

…

— Hybrid mode m (1)

Switch in position

Switch in position

Switch in position

Switch in position

Hybrid

Hybrid

Hybrid

Hybrid

Fuel consuming

Fuel consuming

Most electric hybrid
mode (2)

Most fuel consuming
mode (3)

Battery state of
charge

Condition A
Fully charged

Condition B
Min. state of
charge

(1) For instance: sport, economic, urban, extra-urban position …
(2) Most electric hybrid mode:

The hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when
tested in accordance with condition A of paragraph 4 of Annex 10 to Regulation No 101, to be established based on
information provided by the manufacturer and in agreement with the technical service.

(3) Most fuel consuming mode:

The hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in
accordance with condition B of paragraph 4 of Annex 10 to Regulation No 101, to be established based on information
provided by the manufacturer and in agreement with the technical service.

3.2.2.

Condition A

3.2.2.1.

If the pure electric range of the vehicle is higher than one complete cycle, on the request of the manufacturer,
the Type I test may be carried out in pure electric mode. In this case, engine preconditioning prescribed in
paragraph 3.2.2.3.1 or 3.2.2.3.2 can be omitted.

3.2.2.2.

The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while
driving with the switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at a steady
speed of 70 per cent ± 5 per cent of the maximum thirty minutes speed of the vehicle (determined according
to Regulation No 101).

Stopping the discharge occurs:

— when the vehicle is not able to run at 65 per cent of the maximum thirty minutes speed;

or

— when an indication to stop the vehicle is given to the driver by the standard on-board instrumentation,

or

— after covering the distance of 100 km.

If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage device discharge
shall be achieved by driving the vehicle (on the test track, on a chassis dynamometer, etc.):

— at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,

or

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— if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel consuming engine, the
speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine
does not start up for a defined time/distance (to be specified between technical service and manufacturer),

or

— with manufacturer’s recommendation.

The fuel consuming engine shall be stopped within 10 seconds of it being automatically started.

3.2.2.3.

C o n d i t i o n i n g o f v e h i c l e

3.2.2.3.1. For compression-ignition engined vehicles the Part Two cycle described in Appendix 1 to the Annex 4 shall be

used. Three consecutive cycles shall be driven according to paragraph 3.2.2.6.3 below.

3.2.2.3.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and two Part Two

driving cycles according to paragraph 3.2.2.6.3 below.

3.2.2.4.

After this preconditioning, and before testing, the vehicle shall be kept in a room in which the temperature
remains relatively constant between 293 and 303 K (20 °C and 30 °C). This conditioning shall be carried out
for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the
temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charg-
ing prescribed in paragraph 3.2.2.5.

3.2.2.5.

During soak, the electrical energy/power storage device shall be charged:

(a) with the on board charger if fitted,

or

(b) with an external charger recommended by the manufacturer, using the normal overnight charging

procedure.

This procedure excludes all types of special charges that could be automatically or manually initiated like, for
instance, the equalisation charges or the servicing charges.

The manufacturer shall declare that during the test, a special charge procedure has not occurred.

3.2.2.6.

T e s t p r o c e d u r e

3.2.2.6.1. The vehicle shall be started up by the means provided for normal use to the driver. The first cycle starts on the

initiation of the vehicle start-up procedure.

3.2.2.6.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and end on conclusion of

the final idling period in the extra-urban cycle (Part Two, end of sampling (ES)).

3.2.2.6.3. The vehicle shall be driven according to Annex 4, or in case of special gear shifting strategy according to the
manufacturer’s instructions, as incorporated in the drivers’ handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information). For these vehicles the gear shifting points prescribed
in Annex 4, Appendix 1 are not applied. For the pattern of the operating curve the description according to
paragraph 2.3.3 in Annex 4 shall apply.

3.2.2.6.4. The exhaust gases shall be analysed according to Annex 4.

3.2.2.7.

The test results shall be compared to the limits prescribed in paragraph 5.3.1.4 of this Regulation and the
average emission of each pollutant for Condition A shall be calculated (M1i).

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3.2.3.

Condition B

3.2.3.1.

C o n d i t i o n i n g o f v e h i c l e

3.2.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in Appendix 1 to the Annex 4 shall be

used. Three consecutive cycles shall be driven according to paragraph 3.2.3.4.3 below.

3.2.3.1.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and two Part Two

driving cycles according to paragraph 3.2.3.4.3 below.

3.2.3.2.

The electrical energy/power storage device of the vehicle shall be discharged according to paragraph 3.2.2.2.

3.2.3.3.

After this preconditioning, and before testing, the vehicle shall be kept in a room in which the temperature
remains relatively constant between 293 and 303 K (20 °C and 30 °C). This conditioning shall be carried out
for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the
temperature of the room.

3.2.3.4.

T e s t p r o c e d u r e

3.2.3.4.1. The vehicle shall be started up by the means provided for normal use to the driver. The first cycle starts on the

initiation of the vehicle start-up procedure.

3.2.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and end on conclusion of

the final idling period in the extra-urban cycle (Part Two, end of sampling (ES)).

3.2.3.4.3. The vehicle shall be driven according to Annex 4, or in case of special gear shifting strategy according to the
manufacturer’s instructions, as incorporated in the drivers’ handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information). For these vehicles the gear shifting points prescribed
in Annex 4, Appendix 1 are not applied. For the pattern of the operating curve the description according to
paragraph 2.3.3 in Annex 4 shall apply.

3.2.3.4.4. The exhaust gases shall be analysed according to Annex 4.

3.2.3.5.

The test results shall be compared to the limits prescribed in paragraph 5.3.1.4 of this Regulation and the
average emission of each pollutant for Condition B shall be calculated (M2i).

3.2.4.

Test results

3.2.4.1.

For communication, the weighted values shall be calculated as below:

Mi = (De A M1i + Dav A M2i) / (De + Dav)

Where:

— Mi

= mass emission of the pollutant i in grams per kilometre,

— M1i = average mass emission of the pollutant i in grams per kilometre with a fully charged electrical

energy/power storage device calculated in paragraph 3.2.2.7,

— M2i = average mass emission of the pollutant i in grams per kilometre with an electrical energy/power
storage device in minimum state of charge (maximum discharge of capacity) calculated in para-
graph 3.2.3.5,

— De

= vehicle electric range with the switch in pure electric position, according to the procedure
described in Regulation No 101, Annex 7. If there is not a pure electric position, the manufac-
turer must provide the means for performing the measurement with the vehicle running in pure
electric mode,

— Dav = 25 km (average distance between two battery recharge).

3.3.

NOT EXTERNALLY CHARGEABLE (NOTOVC HEV) WITHOUT AN OPERATING MODE SWITCH

3.3.1.

These vehicles shall be tested according to Annex 4.

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3.3.2.

3.3.3.

For preconditioning, at least two consecutive complete driving cycles (one Part One and one Part Two) are
carried out without soak.

The vehicle shall be driven according to Annex 4, or in case of special gear shifting strategy according to the
manufacturer’s instructions, as incorporated in the drivers’ handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information). For these vehicles the gear shifting points prescribed
in Annex 4, Appendix 1 are not applied. For the pattern of the operating curve the description according to
paragraph 2.3.3 in Annex 4 shall apply.

3.4.

NOT EXTERNALLY CHARGEABLE (NOTOVC HEV) WITH AN OPERATING MODE SWITCH

3.4.1.

3.4.2.

3.4.3.

4.

4.1.

5.

5.1.

5.2.

6.

6.1.

6.2.

These vehicles are preconditioned and tested in hybrid mode according to Annex 4. If several hybrid modes
are available, the test shall be carried out in the mode that is automatically set after turn on of the ignition key
(normal mode). On the basis of information provided by the manufacturer, the Technical Service will make
sure that the limit values are met in all hybrid modes.

For preconditioning, at least two consecutive complete driving cycles (one Part One and one Part Two) shall be
carried out without soak.

The vehicle shall be driven according to Annex 4, or in case of special gear shifting strategy according to the
manufacturer’s instructions, as incorporated in the drivers’ handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information). For these vehicles the gear shifting points prescribed
in Annex 4, Appendix 1 are not applied. For the pattern of the operating curve the description according to
paragraph 2.3.3 in Annex 4 shall apply.

TYPE II TEST METHODS

The vehicles shall be tested according to Annex 5 with the fuel consuming engine running. The manufacturer
shall provide a ‘service mode’ that makes execution of this test possible.

If necessary, the special procedure provided for in paragraph 5.1.6 to the Regulation shall be used.

TYPE III TEST METHODS

The vehicles shall be tested according to Annex 6 with the fuel consuming engine running. The manufacturer
shall provide a ‘service mode’ that makes execution of this test possible.

The tests shall be carried out only for conditions 1 and 2 of the paragraph 3.2 of Annex 6. If for any reasons it
is not possible to test on condition 2, alternatively another steady speed condition (with fuel consuming engine
running under load) should be carried out.

TYPE IV TEST METHODS

The vehicles shall be tested according to Annex 7.

Before starting the test procedure (paragraph 5.1 of Annex 7), the vehicles shall be preconditioned as follows:

6.2.1.

For OVC vehicles:

6.2.1.1.

OVC vehicles without an operating mode switch: the procedure shall start with the discharge of the electrical
energy/power storage device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.):

— at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,

or

— if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel consuming engine, the
speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine
just does not start up for a defined time/distance (to be specified between technical service
and manufacturer),

or

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— with manufacturer’s recommendation.

The fuel consuming engine shall be stopped within 10 seconds of it being automatically started.

6.2.1.2.

OVC vehicles with an operating mode switch: the procedure shall start with the discharge of the electrical
energy/power storage device of the vehicle while driving with the switch in pure electric position (on the test
track, on a chassis dynamometer, etc.) at a steady speed of 70 per cent ± 5 per cent from the maximum thirty
minutes speed of the vehicle.

Stopping the discharge occurs:

— when the vehicle is not able to run at 65 per cent of the maximum thirty minutes speed,

or

— when an indication to stop the vehicle is given to the driver by the standard on-board instrumentation,

or

— after covering the distance of 100 km.

If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage device discharge
shall be conducted with the vehicle driving (on the test track, on a chassis dynamometer, etc.):

— at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,

or

— if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel consuming engine, the
speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine
does not start up for a defined time/distance (to be specified between technical service and manufacturer),

or

— with manufacturer’s recommendation.

The engine shall be stopped within 10 seconds of it being automatically started.

6.2.2.

For NOVC vehicles:

6.2.2.1.

NOVC vehicles without an operating mode switch: the procedure shall start with a preconditioning of at least two
consecutive complete driving cycles (one Part One and one Part Two) without soak.

6.2.2.2.

NOVC vehicles with an operating mode switch: the procedure shall start with a preconditioning of at least two
consecutive complete driving cycles (one Part One and one Part Two) without soak, performed with the vehicle
running in hybrid mode. If several hybrid modes are available, the test shall be carried out in the mode which
is automatically set after turn on of the ignition key (normal mode).

6.3.

The preconditioning drive and the dynamometer test shall be carried out according to paragraphs 5.2 and 5.4
of Annex 7:

6.3.1.

For OVC vehicles: under the same conditions as specified by condition B of the Type I test (paragraphs 3.1.3
and 3.2.3).

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6.3.2.

For NOVC vehicles: under the same conditions as in the Type I test.

7.

TYPE V TEST METHODS

7.1.

The vehicles shall be tested according to Annex 9.

7.2.

For OVC vehicles:

It is allowed to charge the electrical energy/power storage device twice a day during mileage accumulation.

For OVC vehicles with an operating mode switch, mileage accumulation should be driven in the mode which
is automatically set after turn on of the ignition key (normal mode).

During the mileage accumulation a change into another hybrid mode is allowed if necessary in order to con-
tinue the mileage accumulation after agreement of the technical service.

The measurements of emissions of pollutants shall be carried out under the same conditions as specified by
condition B of the Type I test (paragraphs 3.1.3 and 3.2.3).

7.3.

For NOVC vehicles:

For NOVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is
automatically set after turn on of the ignition key (normal mode).

The measurements of emissions of pollutants shall be carried out in the same conditions as in the Type I test.

8.

8.1.

8.2.

8.3.

9.

9.1.

9.2.

9.3.

TYPE VI TEST METHODS

The vehicles shall be tested according to Annex 8.

For OVC vehicles, the measurements of emissions of pollutants shall be carried out under the same conditions
as specified for condition B of the Type I test (paragraphs 3.1.3 and 3.2.3).

For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under the same condi-
tions as in the Type I test.

ON BOARD DIAGNOSTICS (OBD) TEST METHODS

The vehicles shall be tested according to Annex 11.

For OVC vehicles, the measurements of emissions of pollutants shall be carried out under the same conditions
as specified for condition B of the Type I test (paragraphs 3.1.3 and 3.2.3).

For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under the same condi-
tions as in the Type I test.

L 70/354

EN

Official Journal of the European Union

9.3.2007

ANNEX 14

Appendix 1

Electrical energy/power storage device State Of Charge (SOC) profile for OVC HEV
Type I test

Condition A of the Type I test

Condition A:

(1)

initial electrical energy/power storage device state of charge

(2) discharge according to paragraph 3.1.2.1 or 3.2.2.1

(3)

(4)

(5)

vehicle conditioning according to paragraph 3.1.2.2 or 3.2.2.2

charge during soak according to paragraphs 3.1.2.3 and 3.1.2.4, or paragraphs 3.2.2.3 and 3.2.2.4

test according to paragraph 3.1.2.5 or 3.2.2.5.

Condition B of the Type I test

Condition B:

(1)

(2)

initial state of charge

vehicle conditioning according to paragraph 3.1.3.1 or 3.2.3.1

(3) discharge according to paragraph 3.1.3.2 or 3.2.3.2

(4)

(5)

soak according to paragraph 3.1.3.3 or 3.2.3.3

test according to paragraph 3.1.3.4 or 3.2.3.4.