Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on the sound level of motor vehicles
Date: 2011-12-09
Institutions: European Commission
Subjects: electric vehicle, harmonisation of standards, measuring equipment, motor vehicle, motor vehicle pollution, noise level, noise pollution, noise protection, occupational safety, road safety

EUROPEAN COMMISSION 

Brussels, 9.12.2011 
COM(2011) 856 final 

2011/0409 (COD) 

Proposal for a 

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on the sound level of motor vehicles 

(Text with EEA relevance) 
{SEC(2011) 1504 final} 
{SEC(2011) 1505 final} 

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EXPLANATORY MEMORANDUM 

1. 

CONTEXT OF THE PROPOSAL 

•  Grounds for and objectives of the proposal 

The  objective  of  the  proposal  is  to  ensure  a  high  level  of  health  and  environmental 
protection  and  to  safeguard  the  Internal  Market  for  motor  vehicles  as  regards  their 
sound level. 

The proposal aims at reducing environmental noise by introducing a new test method 
for  measuring  noise  emissions,  by  lowering  the  noise  limit  values,  by  including 
additional sound emission provisions in the type-approval procedure. It aims also at 
ensuring  road  and  occupational  safety  by  introducing  requirements  regarding  the 
minimum noise for electric and electric-hybrid vehicles. 

•  General context 

Initially the EU type-approval requirements on noise were based on Internal Market 
objectives and focused mainly on setting harmonised noise limits for motor vehicles. 
As more information about the health impacts of noise became available, the need for 
a higher level of protection of EU citizens through further EU-wide measures became 
more  imminent.  The  European  Commission  Green  Paper  on  Noise  from  19961 
estimated that around 20 % of the then EU population suffered from noise levels that 
scientists and health experts consider to be unacceptable. Based on information from 
EU Member States, the European Environment Agency has estimated, that half of the 
population  in  urban  areas  is  exposed  to  noise  levels  above  55  dB(A)  as  a  result  of 
ambient road noise. 

to 

the  quantitative  assessment  of 

Over the years, considerable research effort, including large EU-funded projects, has 
been  dedicated 
the  relationship  between 
environmental  noise  and  its  effects.  Although  the  approaches  and  the  scope  of  the 
various studies differ, common ground can be found in the terms of harmful effects 
and annoyance that noise generates. These findings have been confirmed by the 2008 
WHO-report  ‘Economic  valuation  of  transport-related  health  effects,  with  a  special 
focus on children’. 

The  Communication  from  the  European  Commission  regarding  a  European  strategy 
on  clean  and  energy  efficient  vehicles  of  28.04.20102  announced  that  the  European 
Commission  will  present  a  proposal  in  2011  to  amend  the  respective  legislation  to 
reduce  the  noise  emissions  of  vehicles.  This  proposal  will  introduce  a  new  test 
method for measuring the noise emissions and change the limit values for the type-
approval  of  motor  vehicles.  It  will  also  address  for  the  first  time  the  issue  of  the 
minimum noise level of electric or hybrid electric vehicles. 

1 
2 

Future Noise Policy – European Commission Green Paper, 4.11.1996, COM(96) 540 final. 
Communication  from  the  Commission  to  the  European  Parliament,  the  Council  and  the  European 
Economic  and  Social  Committee  -  A  European  strategy  on  clean  and  energy  efficient  vehicles, 
COM(2010)186 final. 

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•  Existing provisions in the area of the proposal 

Noise  emissions  of  four-wheel  motor  vehicles  are  addressed  by  Council  Directive 
70/157/EEC  of  6  February  1970  on  the  approximation  of  the  laws  of  the  Member 
States  relating  to  the  permissible  sound  level  and  the  exhaust  system  of  motor 
vehicles3,  as  modified  by  Directives  73/350/EEC,  77/212/EEC,  81/334/EEC, 
84/372/EEC,  84/424/EEC,  87/354/EEC,  89/491/EEC,  92/97/EEC,  96/20/EC, 
99/101/EC, 2006/96/EC, 2007/34/EC - and by the equivalent UNECE Regulation No 
51 on noise emissions. 

The draft proposal will repeal Directive 70/157/EEC and its subsequent amendments. 
Compared to the existing act, the draft proposal will lay down new requirements: new 
test  protocol,  new  limit  values,  additional  sound  emission  provisions  and  minimum 
noise for electric and electric-hybrid vehicles. 

– 

New test protocol: 

The noise limits have been reduced several times, the most recent being in 1995. This 
last  reduction  did  not  have  the  expected  effects  and  subsequent  studies  showed  that 
the  measurement  method  does  not  reflect  real  world  driving  behaviour  anymore.  It 
was  therefore  decided  that,  before  reducing  the  limits  once  again,  it  is  first  of  all 
necessary to develop a new test cycle and bring the driving conditions for the noise 
test closer in line with real life driving operation.  

The UNECE Working Group on Noise has elaborated a new test method which was 
published in 2007. During a period of three years this new method has been used on a 
provisional  basis  in  parallel  with  the  existing  test  method  in  order  to  get  practical 
experience  with  the  application  of  this  new  method,  to  evaluate  its  qualities  and  to 
establish  a  database  with  measurement  results.  During  the  monitoring  periods  the 
type-approval authorities were obliged to execute the noise emission tests according 
to both methods and to submit the results of both tests to the European Commission. 
By this procedure a database of parallel test results had been collected that offered a 
good  opportunity  to  investigate  the  qualities  of  the  new  method  and  to  quantify  the 
differences  between  the  results  of  the  two  methods.  The  test  results  of  the  new 
method are depending on the vehicle category, up to 2 dB(A) less than those obtained 
under the old method. 

– 

New limit values: 

On  the  basis  of  the  results  of  the  monitoring  data  an  impact  assessment  has  been 
prepared  with  different  policy  options  for  the  noise  test  method  and  corresponding 
limit  values.  According  to  the  most  preferable  option  the  limit  values  for  light  and 
medium  size  vehicles  will  be  lowered  in  two  steps  of  each  2  dB(A)  and  for  heavy 
vehicles  in  a  first  step  of  1  and  a  second  step  of  2  dB(A).  This  will  result  in  a 
reduction  of  the  noise  impact  of  about  3  dB(A)  for  free  flowing  traffic  and  up  to  4 
dB(A) for intermittent traffic. The reduction of the number of highly annoyed people 
will  be  25  %.  The  cost-benefit  ratio  for  this  measure  is  estimated  to  be  around  20 
times in favour of the noise reduction compared to no action taken. 

3 

OJ L 42, 23.2.1970, p. 16. 

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– 

Additional sound emissions provisions: 

The representativeness of the new test method for the noise emission during normal 
traffic conditions is considered good, but it is less representative for noise emissions 
under  worst  case  conditions.  Therefore  it  was  necessary  to  implement  Additional 
Sound  Emission  Provisions.  They  are  preventive  requirements  intended  to  cover 
driving  conditions  of  the  vehicle  in  real  traffic  outside  the  type-approval  driving 
cycle.  These  driving  conditions  are  environmentally  relevant  and  it  needs  to  be 
ensured that the sound emission of a vehicle under street driving conditions does not 
differ significantly from what can be expected from the type approval test result for 
this specific vehicle. 

–  Minimum noise of electric and electric-hybrid vehicles: 

The increase of hybrid and electric vehicles on European roads is welcomed because 
it is serving to significantly reduce air pollution and traffic noise. But these positive 
environmental  benefits  have  produced  the  unintended  consequence  of  removing  a 
source of audible signal that is in particular used  by blind  and  low vision people to 
inform  them  of  the  approach,  presence,  direction  or  departure  of  road  vehicles.  A 
working  group  on  minimum  sound  levels  for  silent  vehicles  has  been  set  up  by 
UNECE.  Taking  into  account  the  discussions  and  the  information  provided  in  this 
group  it  is  proposed  to  amend  the  noise  legislation  with  an  Annex  harmonising  the 
performance of 'Approaching Vehicle Audible Systems' if they are fitted to a vehicle. 
The  fitting  of  such  systems  however  shall  be  voluntary  and  remain  an  option  under 
the discretion of the vehicle manufacturers. 

•  Consistency with the other policies and objectives of the Union 

The proposal is consistent with the EU objective to provide for a high level of road 
and occupational safety and environmental protection. 

2. 

CONSULTATION OF INTERESTED PARTIES AND IMPACT ASSESSMENT 

•  Consultation of interested parties 

In  developing  the  proposal  the  European  Commission  has  consulted 
stakeholders. There was a general consultation in the framework of CARS 21 
and  national 
gathering  Member  States,  manufacturers 
representatives  and 
individual  companies),  component  manufacturers, 
transport organisations and user representatives. The working group number 4 
of  CARS  21  in  charge  of  “Internal  Market,  emissions  and  CO2  policies” 
discussed all aspects of the proposal. The proposed measures received overall 
support. The new test protocol for measuring vehicle noise emissions has been 
evaluated  positively  and  should  be  used  for  type-approval,  together  with 
provisions for off-cycle noise emissions. 

(European 

•  Impact assessment 

The European Commission had an impact assessment carried out by TNO – Venoliva 
–  Vehicle  Noise  Limit  Values  –  Comparison  of  two  noise  emission  test  methods  – 

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2011. 

Different  options  were  considered  for  the  proposal  which  covered  environmental, 
social and economic aspects: 

1.  No change. In this option the current limit values together with the allowances 

will remain valid, as well as the old measurement method. 

2.  New  method  –  old  limit  values.  In  this  option,  the  new  measurement  method 

will be combined with the current set of limit values. 

3.  New method – new limit values equivalent to old ones. This option aims at the 
use of the new test method in combination with limit values, such that they do 
not  lead  to  more  severe  requirements  than  incorporated  in  the  current  test 
method and application limit values. This option foresees new limit values that 
will not modify the level of stringency compared to the old system. 

4.  New  method  –  new  limit  values  with  noise  reduction  potential.  This  option 
proposes  new  limit  values  in  combination  with  the  new  test  method  in  such  a 
way that a reduction of the authorised noise emissions per motor vehicle may be 
expected. The proposed reduction of the vehicle noise limit values by 3 dB(A) 
for  light  vehicles  and  2  dB(A)  for  heavy  duty  vehicles  might  take  effect  two 
years after the date of publication of the present proposal. 

5.  New  method  –  new  limit  values  with  noise  reductions  potential  in  a  two  step 
approach.  In  comparison  with  option  4,  in  policy  option  5,  a  more  ambitious 
final  target  for  noise  reduction  is  pursued.  This  would  be  achieved  in  two 
stages. The first step is a reduction of 2 dB(A) for light vehicles and 1 dB(A) 
for heavy vehicles and can be introduced two years after the date of publication 
of  the  present  proposal.  The  second  step  is  a  reduction  of  2  dB(A)  for  light 
vehicles  and  2  dB(A)  for  heavy  vehicles.  It  will  require  more  development 
effort and a more drastic set of technical measures: according to the contractor, 
this step could be introduced two years after the first step. The total reduction 
would be 4 dB(A) for light vehicles and 3 dB(A) for heavy vehicles. 

The conclusion is that policy option 5 is to be chosen. 

3. 

LEGAL ELEMENTS OF THE PROPOSAL 

•  Summary of the proposed action 

The  proposal  updates  the  requirements  for  the  type-approval  system  as  regards  the 
sound level of motor vehicles and of their exhaust systems. In particular, it introduces 
a  new  test  method  for  noise  emissions  measurement,  lowers  noise  limit  values  and 
introduces additional sound emission provisions in the EU type-approval procedure. 
Furthermore,  it  takes  into  account  technological  changes  by  laying  down  new 
requirements regarding the minimum noise for electric and electric-hybrid vehicles. 

•  Legal basis 

The legal basis of the proposal is Article 114 of the Treaty on the Functioning of the 

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European Union. 

•  Subsidiarity principle 

As  noise  emission  limits  and  the  type-approval  procedure  for  motor  vehicles  are 
already  harmonised  any  modifications  to  the  Motor  Vehicle  Noise  Directive 
70/157/EEC can only be done at EU level. This does not only prevent fragmentation 
of  the  Internal  Market,  but  also  ensures  equal  health,  safety  and  environmental 
standards across the EU. It also offers advantages of economies of scale: products can 
be  made  for  the  whole  European  market,  instead  of  being  customised  to  obtain 
national type-approval for every single Member State. 

Given the current levels of environmental noise and affected citizens and the fact that 
EU noise limits have not changed in the last decade despite increasing traffic levels, a 
change in limits to remedy this situation is considered proportional. 

Union action will better achieve the objectives of the proposal because it will avoid 
fragmentation  of  the  Internal  Market  which  would  otherwise  arise  and  will  enhance 
the  safety  and  environmental  performance  of  vehicles.  This  is  clearly  the  case  for 
vehicle noise limits, due to the international nature of road traffic, vehicle exports and 
the potential for national regulations which would otherwise occur. 

The proposal therefore complies with the subsidiarity principle. 

•  Proportionality principle 

The proposal complies with the proportionality principle for the following reasons. 

As  shown  in  the  impact  assessment,  the  proposal  complies  with  the  proportionality 
principle  because  it  does  not  go  beyond  what  is  necessary  in  order  to  achieve  the 
objectives of ensuring the proper functioning of the Internal Market while at the same 
time providing for a high level of public safety and environmental protection. 

Given the current levels of environmental noise and affected citizens, and the fact that 
EU noise limits have not changed in the last decade despite increasing traffic levels, a 
change in limits to help remedy this situation is considered proportional. Many other 
local instruments are also applied to reduce traffic noise, but need to be matched by 
noise  reduction  at  the  source,  which  is  far  more  effective  both  technically  and 
economically. 

•  Choice of instruments 

Proposed instruments: Regulation. 

Other means would not be adequate for the following reasons. 

The  use  of  a  Regulation  is  considered  to  be  appropriate  in  providing  the  required 
assurance  for  compliance  whilst  not  requiring  the  transposition  into  EU  Member 
States' legislation. 

4. 

BUDGETARY IMPLICATION 

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The proposal has no implication for the Union budget. 

5. 

ADDITIONAL INFORMATION 

•  Simulation, pilot phase and transitory period 

There  is  a  general  transitory  period  in  the proposal  in  order  to  allow  sufficient  lead 
time  for  vehicle  and  component  manufacturers  and  administrations.  A  two  step 
approach  is  proposed  with  a  delay  of  two  years  before  the  application  of  the  first 
phase (i.e. two years after the entry into force of the Regulation) and a second phase 
with  more  stringent  requirements  with  a  further  delay  of  two  years  (i.e.  four  years 
after  the  entry  into  force  of  the  Regulation).  The  timeframe  of  together  four  years 
recommended  by  the  contractor  (impact  assessment)  can  be  supported  for  the  first 
step which will not require substantial changes to the vehicle. However, as a result of 
the consultation process within CARS 21, it did not appear to be fully appropriate as 
regards  the  second  step  which  will  require  major  modifications  to  the  vehicle 
engineering.  Hence,  it  is  proposed  to  have  three  years  instead  for  the  second  step 
(timeframe of together five years). 

•  Simplification 

The proposal provides for simplification of legislation as Directive 70/157/EEC and 
its subsequent amendments will be repealed. 

•  Repeal of existing legislation 

The adoption of the proposal will lead to the repeal of existing legislation (Directive 
70/157/EEC and subsequent amendments). 

•  European Economic Area 

The  proposed  act  concerns  an  EEA  matter  and  should  therefore  extend  to  the 
European Economic Area. 

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2011/0409 (COD) 

Proposal for a 

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on the sound level of motor vehicles 

(Text with EEA relevance) 

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 
114 thereof, 

Having regard to the proposal from the European Commission, 

Having regard to the opinion of the European Economic and Social Committee4, 

After transmission of the proposal to the national Parliaments, 

Acting in accordance with the ordinary legislative procedure, 

Whereas: 

(1) 

(2) 

The  internal  market  comprises  an  area  without  internal  frontiers  in  which  the  free 
movement  of  goods,  persons,  services  and  capital  must  be  ensured.  To  that  end  a 
comprehensive Union type-approval system for motor vehicles is in place. The technical 
requirements  for  the  type-approval  of  motor  vehicles  and  their  exhaust  systems  with 
regard  to  permissible  sound  levels  should  be  harmonised  to  avoid  the  adoption  of 
requirements  that  differ  from  one  Member  State  to  another  and  to  ensure  the  proper 
functioning of the internal market while, at the same time, providing for a high level of 
environmental protection and public safety. 

Council  Directive  70/157/EEC  of  6  February  1970  on  the  approximation  of  the  laws  of 
the Member States relating to the permissible sound level and the exhaust system of motor 
vehicles5 harmonised the different technical requirements of Member States relating to the 
permissible sound level of motor vehicles and of their exhaust systems for the purpose of 
the  establishment  and  operation  of  the  internal  market.  For  the  purposes  of  the  good 
functioning  of  the  internal  market  and  in  order  to  ensure  a  uniform  and  consistent 

4 
5 

OJ C…, …, p. . 
OJ L 42, 23.2.1970, p. 16. 

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(3) 

(4) 

(5) 

(6) 

(7) 

application  throughout  the  Union,  it  is  appropriate  to  replace  that  Directive  by  a 
Regulation. 

This  Regulation  is  a  separate  Regulation  in  the  context  of  the  type-approval  procedure 
under Directive 2007/46 of the European Parliament and of the Council of 5 September 
2007 establishing a framework for the approval of motor vehicles and their trailers, and of 
systems, components and separate technical units intended for such vehicles (Framework 
Directive).6  

Directive  70/157/EEC  refers  to  Regulation  No  517  of  the  United  Nations  Economic 
Commission  for  Europe  (UNECE)  on  noise  emissions,  to  which  the  Union  is  a 
Contracting Party, which specifies the test method for noise emissions. 

Since  its adoption,  Directive  70/157/EEC has been substantially amended several times. 
The most recent reduction of noise limits for motor vehicles, introduced in 1995, did not 
have the expected effects. Studies showed that the test method used under the Directive 
no longer reflected real life driving behaviour in urban traffic. In particular, as pointed out 
in the Green paper concerning the Future Noise Policy of 1996,8 the contribution of tyre 
rolling noise to the total noise emission was underestimated in the test method. 

This  Regulation  should  therefore  introduce  a  different  method  in  relation  to  the 
compulsory  one  of  Directive  70/157/EEC.  That  method  should  be  based  on  the  method 
published by the UNECE Working Party on Noise (GRB) in 2007 which incorporated a 
2007 version of the standard ISO 362.9 The results of monitoring of both the old and the 
new test methods were submitted to the Commission. 

The representativeness of the new test method for the noise emission during normal traffic 
conditions is considered good, but it is less representative for noise emissions under worst 
case  conditions.  Therefore,  it  is  necessary  to  implement  in  this  Regulation  additional 
sound  emission  provisions.  Those  provisions  establish  preventive  requirements  intended 
to cover driving conditions of the vehicle in real traffic outside the type-approval driving 
cycle.  Those  driving  conditions  are  environmentally  relevant  and  it  needs  to  be  ensured 
that  the  sound  emission  of  a  vehicle  under  street  driving  conditions  does  not  differ 
significantly from what can be expected from the type-approval test result for the specific 
vehicle. 

(8) 

This  Regulation  should  also  further  reduce  noise  limits.  It  should  take  account  of 
Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 
2009  concerning  type-approval  requirements  for  the  general  safety  of  motor  vehicles, 
their  trailers  and  systems,  components  and  separate  technical  units  intended  therefor,10 

6 
7 
8 
9 

10 

OJ L 263, 9.10.2007, p. 1. 
OJ L 137, 30.5.2007, p. 68. 
COM(96) 540 final. 
ISO 362-1, Measurement of noise emitted by accelerating road vehicles - Engineering method – Part 1: M 
and N categories, ISO, Geneva, Switzerland, 2007. 
OJ L200, 31.7.2009, p. 1. 

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which  introduced  new  stricter  noise  requirements  for  motor  vehicle  tyres.  Studies 
highlighting  the  annoyance  and  health  effects  from  road  traffic  noise,11  12  and  the 
associated costs and benefits should also be heeded.13 

(9) 

The  overall  limit  values  should  be  reduced  with  regards  to  all  noise  sources  of  motor 
vehicles including the air intake over the power train and the exhaust taking into account 
of the tyre contribution to noise reduction addressed in Regulation (EC) No 661/2009. 

(10)  The environmental benefits expected from hybrid electric and pure electric road transport 
vehicles  have  resulted  in  a  substantial  reduction  of  the  noise  emitted  by  such  vehicles. 
This has resulted in the removal of an important source of audible signal that is used by 
blind and low vision pedestrians and cyclists, amongst other road users, to become aware 
of  the  approach,  presence  or  departure  of  these  vehicles.  For  that  purpose,  industry  is 
developing acoustic systems to compensate for this lack of audible signal in electric and 
hybrid electric vehicles. The performance of approaching vehicle audible systems fitted to 
vehicles  should  be  harmonised.  The  fitting  of  such  systems  should  however,  remain  an 
option at the discretion of vehicle manufacturers. 

(11) 

(12) 

11 

12 

13 

14 

15 

In  order  to  simplify  the  type-approval  legislation  of  the  Union,  in  line  with  the  2007 
recommendations  of  the  CARS  21  Report14,  it  is  appropriate  to  base  this  Regulation  on 
UNECE Regulations No 51 on noise emissions with regards to the test method and No 59 
on silencing systems15 with regard to replacement exhaust silencing systems. 

In  order  to  enable  the  Commission  to  replace  the  technical  requirements  of  this 
Regulation with a direct reference to UNECE Regulations No 51 and No 59 once the limit 
values  relating  to  the  new  test  method  are  laid  down  in  those  Regulations,  or  to  adapt 
those  requirements  to  technical  and  scientific  developments,  the  power  to  adopt  acts  in 
accordance  with  Article  290  of  the  Treaty  on  the  Functioning  of  the  European  Union 
should be delegated to the Commission in respect of the amendment of the provisions in 
Annexes to this Regulation related to the test methods and sound levels. It is of particular 
importance that the Commission carry out appropriate consultations during its preparatory 
work. The Commission, when preparing and drawing up delegated acts, should ensure a 

The 

report 

RIVM 

Europe; 

Bilthoven, 

500029001, 

Netherlands, 

Knol,  A.B.,  Staatsen,  B.A.M.,  Trends  in  the  environmental  burden  of  disease  in  the  Netherlands  1980  – 
2020, 
2005; 
http://www.rivm.nl/bibliotheek/rapporten/500029001.html. 
WHO-JRC study on the burden of disease from environmental noise, quantification of healthy life years lost 
in 
http://www.euro.who.int/en/what-we-do/health-topics/environment-and-
health/noise/publications/2011/burden-of-disease-from-environmental-noise.-quantification-of-healthy-life-
years-lost-in-europe. 
Valuation  of  Noise  -  Position  Paper  of  the  Working  Group  on  Health  and  Socio-Economic  Aspects, 
European  Commission,  Environment  Directorate-General,  Brussels, 
2003; 
www.ec.europa.eu/environment/noise/pdf/valuatio_final_12_2003.pdf 
the  21st  Century,  2006: 
CARS  21:  A  Competitive  Automotive  Regulatory  System 
http://ec.europa.eu/enterprise/sectors/automotive/files/pagesbackground/competitiveness/cars21finalreport_
en.pdf 
OJ L 326, 24.11.2006, p. 43. 

4  December 

for 

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simultaneous, timely and appropriate transmission of relevant documents to the European 
Parliament and to the Council. 

(13)  As a  consequence of the application of  a new regulatory framework by  this  Regulation, 

Directive 70/157/EEC should be repealed, 

HAVE ADOPTED THIS REGULATION: 

Article 1 
Subject matter 

This  Regulation  establishes  the  administrative  and  technical  requirements  for  the  EU  type-
approval  of  all  new  vehicles  referred  to  in  Article  2  with  regard  to  their  sound  level  and  their 
exhaust systems and for the sale and entry into service of parts and equipments intended for those 
vehicles. 

Article 2 
Scope 

This Regulation shall apply to vehicles of categories M1, M2, M3, N1, N2 and N3, as defined in 
Annex  II to  Directive  2007/46/EC and to the systems, components and separate technical units 
designed and constructed for such vehicles. 

Article 3 
Definitions 

For the purposes of this Regulation, the following definitions shall apply: 

(1) 

(2) 

(3) 

"approval of a vehicle" means the approval of a vehicle type with regard to noise; 

"vehicle  type"  means  a  set  of  vehicles  as  definied  in  Annex  II  Part  B  to  Directive 
2007/46/EC. 

"maximum  mass"  means  the  technically  permissible  maximum  mass  declared  by  the 
vehicle manufacturer; 

By  way  of  derogation  from  point (3),  the  maximum  mass  may  be  greater  than  the 
maximum mass authorized by the administration of the Member States. 

(4) 

"rated engine power" means the engine power expressed in kW (UNECE) and measured 
by the UNECE method pursuant to UNECE Regulation No 8516; 

16 

OJ L 326, 24.11.2006, p. 55. 

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(5) 

(6) 

(7) 

"standard  equipment"  means  the  basic  configuration  of  a  vehicle  including  all  features 
that  are  fitted  without  giving  rise  to  any  further  specifications  on  configuration  or 
equipment  level  but  equipped  with  all  the  features  required  under  the  regulatory  acts 
mentioned in Annex IV or Annex XI to Directive 2007/46/EC; 

"mass of the driver" means a mass rated at 75 kg located at the driver’s seating reference 
point; 

"mass  of  a  vehicle  in  running  order"  (mro)  means  the  mass  of  the  vehicle  including  the 
mass  of  the  driver,  of  the  fuel  and  liquids,  fitted  with  the  standard  equipment  in 
accordance with the manufacturer’s specifications. 

When fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as 
well as the tools shall be included. 

The fuel tank(s) shall be filled to at least 90 % of its or their capacity/ies; 

(8) 

"rated  engine  speed"  (S)  means  the  declared  engine  speed  in  min-1  (rpm)  at  which  the 
engine develops its rated maximum net power pursuant to UNECE Regulation No 85 or, 
where the rated maximum net power is reached at several engine speeds, the highest one 
of those speeds ; 

(9) 

"power to mass ratio index" (PMR) means a numerical quantity calculated in accordance 
with the formula set out in point 4.1.2.1.1. of Annex II; 

(10) 

"reference point" means one of the following points: 

(a) 

in the case of vehicles of categories M1, N1: 

(i) 

for front engine vehicles, the front end of the vehicle; 

(ii) 

for mid engine vehicles, the centre of the vehicle; 

(iii)  for rear engine vehicles, the rear end of the vehicle. 

(b) 

in  the  case  of  vehicles  of  categories  M2,  M3,  N2,  N3  the  border  of  the  engine 
closest to the front of the vehicle. 

"target acceleration" means acceleration at a partial throttle condition in urban traffic as 
derived from statistical investigations; 

"reference  acceleration"  means  the  required  acceleration  during  the  acceleration  test  on 
the test track; 

"gear  ratio  weighting  factor"  (k)  means  a  dimensionless  numerical  quantity  used  to 
combine the test results of two gear ratios for the acceleration test and the constant speed 
test; 

(11) 

(12) 

(13) 

EN 

11 

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(14) 

(15) 

(16) 

(17) 

(18) 

(19) 

"partial  power  factor"  (kP)  means  a  numerical  quantity  with  no  dimension  used  for  the 
weighted combination of the test results of the acceleration test and the constant speed test 
for vehicles; 

"pre-acceleration"  means  application  of  acceleration  control  device  prior  to  AA'  for  the 
purpose of achieving stable acceleration between AA' and BB' as referred to in figure 1 to 
Appendix 1 to Annex II; 

"locked  gear  ratios"  means  the  control  of  transmission  such  that  the  transmission  gear 
cannot change during a test; 

"design  family  of  silencing  system  or  silencing  system  components"  means  a  group  of 
silencing systems or components thereof in which all of the following characteristics are 
the same: 

(a) 

the  presence  of  net  gas  flow  of  the  exhaust  gases  through  the  absorbing  fibrous 
material when in contact with that material; 

(b) 

the type of the fibres; 

(c) 

where applicable, binder material specifications; 

(d) 

average fibre dimensions; 

(e) 

(f) 

minimum bulk material packing density in kg/m³; 

maximum contact surface between the gas flow and the absorbing material; 

"silencing system" means a complete set of components necessary for limiting the noise 
produced by an engine and its exhaust; 

"silencing system of different types" means silencing systems which significantly differ in 
respect of at least one of the following: 

(a) 

(b) 

(c) 

(d) 

(e) 

(f) 

trade names or trademarks of their components; 

the  characteristics  of  the  materials  constituting  their  components,  except  for  the 
coating of those components; 

the shape or size of their components; 

the operating principles of at least one of their components; 

the assembly of their components; 

the number of exhaust silencing systems or components; 

EN 

12 

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(20) 

"replacement  silencing  system  or  components  of  said  system"  means  any  part  of  the 
silencing system defined in point (17) intended for use on a vehicle, other than a part of 
the  type  fitted  to  this  vehicle  when  submitted  for  type-approval  pursuant  to  this 
Regulation; 

(21) 

"Acoustic Vehicle Alerting System" (AVAS) are systems for hybrid electric and electric 
road  transport  vehicles  which  provide  vehicle  operation  information  to  pedestrians  and 
vulnerable road users. 

Article 4 
General obligations of Member States 

1. 

2. 

3. 

1. 

2. 

Member  States  may  not,  on  grounds  relating  to  the  permissible  sound  level  and  the 
exhaust  system,  refuse  to  grant  EU  or  national  type-approval  in  respect  of  a  type  of 
motor vehicle or type of exhaust system or component of such a system regarded as a 
separate technical unit where the following conditions are fulfilled: 

(a) 

(b) 

the vehicle satisfies the requirements of Annex I, 

the  exhaust  system  or  any  component  thereof,  considered  as  a  separate  technical 
unit  within  the  meaning  of  point  (25)  of  Article  3  of  Directive  2007/46/EC 
satisfies the requirements of Annex X to this Regulation. 

Member  States  may  not,  on  grounds  relating  to  the  permissible  sound  level  and  the 
exhaust system, refuse or prohibit the sale, registration, entry into service or use of any 
vehicle  in  which  the  sound  level  and  the  exhaust  system  satisfy  the  requirements  of 
Annex I. 

Member  States  may  not,  on  grounds  relating  to  the  permissible  sound  level  and  the 
exhaust  system,  prohibit  the  placing  on  the  market  of  an  exhaust  system  or  any 
component  thereof  considered  as  a  separate technical unit  within the meaning of point 
(25) of Article 3 of Directive 2007/46/EC if it conforms to a type in respect of which a 
type-approval has been granted in accordance with this Regulation. 

Article 5 
General obligations of manufacturers 

Manufacturers shall ensure that the vehicle, its engine and its noise reduction system is 
designed, constructed and assembled so as to enable the vehicle in normal use to comply 
with  the  provisions  of  this  Regulation,  despite  the  vibration  to  which  it  is  inherently 
subjected. 

Manufacturers shall ensure that the noise reduction system is designed, constructed and 
assembled so as to be able to reasonably resist the corrosive phenomena to which it is 
exposed having regard to the conditions of use of the vehicle. 

EN 

13 

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3. 

The  manufacturer  shall  be  responsible  to  the  approval  authority  for  all  aspects  of  the 
approval  process  and  for  ensuring  conformity  of  production,  whether  or  not  the 
manufacturer is directly involved in all stages of the construction of a vehicle, system, 
component or separate technical unit. 

Article 6 
Limits values 

The  sound  level  measured  in  accordance  with  the  provisions  of  Annex  II  shall  not  exceed  the 
limits set out in Annex III. 

Article 7 
Revision clause 

Within  three  years  following  the  date  referred  to  in  Annex  III,  third  column,  phase  1,  to  this 
Regulation, the Commission shall carry out a detailed study to ascertain whether the noise limits 
prove  to  be  appropriate.  On  the  basis  of  the  conclusions  of  the  study,  the  Commission  may, 
where appropriate, present proposals for amendment to this Regulation. 

Article 8 
Additional sound emission provisions (ASEP) 

1. 

Paragraph 2 to 6 and the second subparagraph of this paragraph shall apply to vehicles 
of categories M1 and N1 equipped with an internal combustion engine. 

Vehicles  shall  be  deemed  to  fulfil  the  requirements  of  Annex  X,  if  the  vehicle 
manufacturer provides technical documents to the type-approval authority showing that 
the difference between maximum and minimum engine speed of the vehicles at BB’17, 
for any test condition inside the ASEP control range defined in point 3.3. of Annex VIII, 
with respect to conditions set out in Annex II, does not exceed 0,15 x S. 

2. 

3. 

The sound emission of the vehicle under typical on-road driving conditions, which are 
different from those under which the type-approval test set out in Annex II was carried 
out, shall not deviate from the test result in an unreasonable manner. 

The  vehicle  manufacturer  shall  not  intentionally  alter,  adjust,  or  introduce  any 
mechanical,  electrical,  thermal,  or  other  device  or  procedure  solely  for  the  purpose  of 
fulfilling the noise emission requirements under this Regulation which is not operational 
during typical on-road operation under conditions applicable to ASEP. 

4. 

The vehicle shall meet the requirements of Annex VIII to this Regulation. 

17 

As referred to in Figure 1 to Appendix 1 to Annex II to this Regulation. 

EN 

14 

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5. 

In  the  application  for  type-approval,  the  manufacturer  shall  provide  a  statement, 
established in accordance with the model set out in Appendix 1 of Annex VIII, that the 
vehicle type to be approved complies with the requirements of Article 8(1) and 8(2). 

Article 9 
Acoustic Vehicle Alerting System (AVAS) 

Where manufacturers choose to install an AVAS in vehicles, the requirements of Annex X shall 
be fulfilled. 

1. 

2. 

1. 

2. 

3. 

4. 

5. 

Article 10 
Amendment of the Annexes 

The Commission shall be empowered to adopt delegated acts to amend Annexes I to XI. 

When the limit values relating to the test method are laid down in UNECE Regulation 
No 51, the Commission shall consider replacing the technical requirements laid down in 
Annex  III  with  a  direct  reference  to  the  corresponding  requirements  of  UNECE 
Regulations No 51 and No 59. 

Article 11 
Exercise of the Delegation 

The  powers  to  adopt  delegated  acts  are  conferred  on  the  Commission  subject  to  the 
conditions laid down in this Article. 

The power to adopt delegated acts referred to in Article 10(1) shall be conferred on the 
Commission  for  an  indeterminate  period  of  time  from  the  date  of  adoption  of  this 
Regulation. 

The delegation of power referred to in Article 10(1) may be revoked at any time by the 
European  Parliament  or  by  the  Council.  A  decision  to  revoke  shall  put  an  end  to  the 
delegation of the power specified in that decision. It shall take effect the day following 
the publication of the decision in the Official Journal or at a later date specified therein. 
It shall not effect the validity of any delegated acts already in force. 

As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the 
European Parliament and to the Council. 

A  delegated  act  adopted  pursuant  to  Article  10(1)  shall  enter  into  force  only  if  no 
objection has been expressed either by the European Parliament or the Council within a 
period  of  two  months  of  notification  of  that  act  to  the  European  Parliament  and  the 
Council or if, before the expiry of that period, the European Parliament and the Council 
have  both  informed  the  Commission  that  they  will  not  object.  That  period  shall  be 
extended by one month at the initiative of the European Parliament or of the Council. 

EN 

15 

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1. 

2. 

3. 

1. 

2. 

1. 

2. 

3. 

Article 12 
Objections to delegated acts 

The  European  Parliament  and  the  Council  may  object  to  the  delegated  act  within  a 
period  of  two  months  from  the  date  of  notification.  At  the  initiative  of  the  European 
Parliament or the Council this period shall be extended by one month. 

If,  on  expiry  of  that  period,  neither  the  European  Parliament  nor  the  Council  has 
objected  to  the  delegated  act,  or  if,  before  that  date,  the  European  Parliament  and  the 
Council  have  both  informed  the  European  Commission  that  they  have  decided  not  to 
raise  objections,  the  delegated  act  shall  enter  into  force  at  the  date  stated  in  its 
provisions. 

If the European Parliament or the Council objects to the adopted delegated act, it shall 
not enter into force. The institution which objects shall state the reasons for objecting to 
the delegated act. 

Article 13 
Urgency procedure 

Delegated acts adopted under Article 10(1) shall enter into force without delay and shall 
apply  as  long  as  no  objection  is  expressed  in  accordance  with  paragraph  2.  The 
notification of a delegated act to the European Parliament and to the Council shall state 
the reasons for the use of the urgency procedure. 

Either  the  European  Parliament  or  the  Council  may  object  to  a  delegated  act  in 
accordance  with  the  procedure  referred  to  in  Article  11(5).  In  such  a  case,  the 
Commission shall repeal the act without delay following the notification of the decision 
to object by the European Parliament or the Council. 

Article 14 
Transitional provisions 

This  Regulation  shall  not  invalidate  any  EU  type-approval  granted  to  vehicles  or  to 
systems, components or separate technical units before the date laid down in Article 16. 

Approval  authorities  shall  continue  to  grant  extension  of  approvals  to  those  vehicles, 
systems,  components  or  separate  technical  units  under  the  terms  of  Directive 
70/157/EEC. 

Until  [DATE:  For  the  first  five  years  after  the  entry  into  force  of  this  Regulation], 
vehicles  with  a  serial  hybrid  drive  train,  which  have  an  additional  combustion  engine 
with no mechanical coupling to the power train, shall be excluded from the requirements 
of this Article 8. 

EN 

16 

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Article 15 
Repeal 

Directive 70/157/EEC is repealed. 

References to the repealed Directive shall be construed as references to this Regulation 
and shall be read in accordance with the correlation table set out in Annex XII. 

Article 16 
Entry into force 

This  Regulation  shall  enter  into  force  on  the  twentieth  day  following  that  of  its 
publication in the Official Journal of the European Union. 

It shall apply from [two years after its date of adoption]. 

1. 

2. 

1. 

2. 

This Regulation shall be binding in its entirety and directly applicable in all Member States. 

Done at Brussels,  

For the European Parliament 
The President 
[...] 

For the Council 
The President 
[...]

EN 

17 

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Annex I 

EU type-approval in respect of the sound level of a vehicle type 

LIST OF ANNEXES 

Appendix 1: 

Information document 

Appendix 2:  Model EU Type-Approval Certificate 

Appendix 3:  Vehicle and test data 

Annex II 

Methods and instruments for measuring the noise made by motor vehicles 

Appendix 1:  Figures 

Annex III 

Limit Values 

Annex IV 

Silencing Systems Containing Acoustically Absorbing Fibrous Materials 

Appendix 1:  Figure – test Apparatus For Conditioning by Pulsation 

Annex V 

Compressed Air Noise 

Appendix 1:  Figure - Microphone positions for measurement of compressed air noise 

Annex VI 

Checks on Conformity of Production for Vehicles 

Annex VII 

Specifications for the test site 

Annex VIII  Measuring  method  to  evaluate  compliance  with  the  additional  sound  emission 

provisions 

Appendix 1:  Statement  of  compliance  with 

the  Additional  Sound  Emission

Provisions 

Annex IX 

Measures ensuring the audibility of hybrid and electric vehicles 

Annex X 

EU type-approval in respect of the sound level of exhaust systems as separate technical 
units (replacement exhaust systems) 

Appendix 1: 

Information document 

Appendix 2:  Model EU Type-Approval Certificate 

Appendix 3:  Model for the EU type-approval mark 

Appendix 4:  Test apparatus 

EN 

18 

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Appendix 5:  Measuring points- Back pressure 

Annex XI 

Checks on conformity of production for exhaust system as a separate technical unit 

Annex XII 

Correlation table 

EN 

19 

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1. 

1.1. 

1.2. 

1.3. 

1.4 

2. 

2.1. 

2.1.1. 

2.1.2. 

2.2. 

3. 

3.1. 

3.2. 

3.3. 

Annex I 

EU type-approval in respect of the sound level of a vehicle type 

APPLICATION FOR EU TYPE-APPROVAL OF A VEHICLE TYPE 

The application for EU type-approval pursuant to Article 7(1) and (2) of Directive 
2007/46/EC of a vehicle type with regard to its sound level shall be submitted by 
the vehicle manufacturer. 

A model for the information document is given in Appendix 1. 

A  vehicle  representative  of  the  type  in  respect  of  which  type-approval  is  sought 
must be submitted to the technical service responsible for the tests by the vehicle 
manufacturer. 

At  the  request  of  the  technical  service,  a  specimen  of  the  exhaust  system  and  an 
engine  of  at  least  the  same  cylinder  capacity  and  rated  maximum  power  as  that 
fitted  to  the  vehicle  in  respect  of  which  type-approval  is  sought  must  also  be 
submitted. 

MARKINGS 

The exhaust and intake system components, excluding fixing hardware and pipes, 
must bear: 

the trade mark or name of the manufacturer of the systems and their components; 

the manufacturer's trade description. 

These  markings  must  be  clearly  legible  and  indelible,  even  when  the  system  is 
fitted to the vehicle. 

GRANTING OF EU TYPE-APPROVAL OF A VEHICLE TYPE 

If the relevant requirements are satisfied, EU type-approval pursuant to Article 9(3) 
and, if applicable 10(4) of Directive 2007/46/EC shall be granted. 

A model for the EU type-approval certificate is given in Appendix 2. 

An approval number in accordance with Annex VII to Directive 2007/46/EC shall 
be assigned to each vehicle type approved. The same Member State shall not assign 
the same number to another vehicle type. 

4. 

AMENDMENTS TO TYPE-APPROVALS 

EN 

20 

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In  the  case  of  changes  of  the  type  approved  pursuant  to  this  Regulation,  the 
provisions of Articles 13, 14, 15, 16 and 17(4) of Directive 2007/46/EC shall apply 

5. 

5.1. 

5.2. 

5.2.1. 

5.2.2. 

CONFORMITY OF PRODUCTION ARRANGEMENTS 

Measures  to  ensure  the  conformity  of  production  arrangements  shall  be  taken  in 
accordance with the requirements laid down in Article 12 of Directive 2007/46/EC. 

Special provisions: 

The tests laid down in Annex VI of this Regulation correspond to those referred to 
in point 2.3.5 of Annex X to Directive 2007/46/EC 

The  frequency  of  inspections  referred  to  in  point  3  of  Annex  X  to  Directive 
2007/46/EC shall normally be once every two years. 

EN 

21 

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Appendix 1 

Information document No … pursuant to Annex I of Directive 2007/46/EC18 relating to EU type-
approval of a vehicle with respect to the permissible sound level and the exhaust system 

The following information, if applicable, must be supplied in triplicate and include a list of contents. 
Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of 
A4 format. Photographs, if any, must show sufficient detail. 

If the systems, components or separate technical units have electronic controls, information concerning 
their performance must be supplied. 

0. 

General 

0.1. 

Make (trade name of manufacturer): 

0.2. 

Type and general commercial description(s): 

0.3. 

Means of identification of type, if marked on the vehicle (b): 

0.3.1.  Location of that marking. 

0.4. 

Category of vehicle (c): 

0.5. 

Name and address of manufacturer: 

0.8. 

Address(es) of assembly plant(s): 

1. 

General construction characteristics of the vehicle 

1.1. 

Photographs and/or drawings of a representative vehicle: 

1.3.3.  Powered axles (number, position, interconnection): 

1.6. 

Position and arrangement of the engine: 

2. 

Masses and dimensions (e) (in kg and mm) (Refer to drawing where applicable) 

2.4. 

Range of vehicle dimensions (overall) 

2.4.1.  For chassis without bodywork 

18 

The  item  numbers  and  footnotes  used  in  this  information  document  correspond  to  those  set  out  in  Annex  I  to 
Directive 2007/46/EC. Items not relevant for the purpose of this Regulation are omitted. 

EN 

22 

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2.4.1.1.  Length (j): 

2.4.1.2.  Width (k): 

2.4.2.  For chassis with bodywork 

2.4.2.1.  Length (j): 

2.4.2.2.  Width (k): 

2.6. 

Mass of the vehicle with bodywork in running order, or mass  of  the chassis with cab if the 
manufacturer  does  not  fit  the  bodywork  (with  standard  equipment,  including  coolant,  oils, 
fuel, tools, spare wheel and driver) (o) (maximum and minimum): 

3. 

Power plant (q) 

3.1. 

Manufacturer: 

3.1.1.  Manufacturer's engine code: (As marked on the engine, or other means of identification) 

3.2. 

Internal combustion engine 

3.2.1.1. 

Working principle: positive ignition/compression ignition, four stroke/two stroke19 

3.2.1.2.  Number and arrangement of cylinders: 

3.2.1.2.3. 

Firing order: 

3.2.1.3.  Engine capacity (s): cm3 

3.2.1.8.  Maximum net power (t): kW at min–1 (manufacturer's declared value) 

3.2.4.  Fuel feed 

3.2.4.1.  By carburettor(s): yes/no20 

3.2.4.1.2. 

Type(s): 

3.2.4.1.3. 

Number fitted: 

3.2.4.2.  By fuel injection (compression ignition only): yes/no21 

19 
20 
21 

Delete as applicable. 
Delete as applicable. 
Delete as applicable. 

EN 

23 

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3.2.4.2.2. 

Working principle: Direct injection/pre-chamber/swirl chamber22 

3.2.4.2.4. 

Governor 

3.2.4.2.4.1. 

Type: 

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

3.2.4.3.  By fuel injection (positive ignition only): yes/no23 

3.2.4.3.1. 

Working  principle: 
(specify)25 

3.2.8. 

Intake system 

Intake  manifold 

(single-/multi-point24)/direct 

injection/other 

3.2.8.4.2. 

Air filter, drawings; or 

3.2.8.4.2.1.  Make(s): 

3.2.8.4.2.2. 

Type(s): 

3.2.8.4.3. 

Intake silencer, drawings; or 

3.2.8.4.3.1.  Make(s): 

3.2.8.4.3.2. 

Type(s): 

3.2.9.  Exhaust system 

3.2.9.2.  Description and/or drawing of the exhaust system: 

3.2.9.4.  Exhaust silencer(s): 

For front, centre, rear silencer: construction, type, marking, where relevant for exterior noise: reducing 
measures in the engine compartment and on the engine: 

3.2.9.5.  Location of the exhaust outlet: 

3.2.9.6.  Exhaust silencer containing fibrous materials: 

3.2.12.2.1. 

Catalytic convertor: yes/no26 

22 
23 
24 
25 

Delete as applicable. 
Delete as applicable. 
Delete as applicable. 
Delete as applicable. 

EN 

24 

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3.2.12.2.1.1.  Number of catalytic convertors and elements: 

3.3. 

Electric motor 

3.3.1.  Type (winding, excitation): 

3.3.1.1.  Maximum hourly output: kW 

3.3.1.2.  Operating voltage: V 

3.4. 

Other  engines  or  motors  or  combinations  thereof  (particulars  regarding  the  parts  of  such 
engines or motors): 

4. 

Transmission (v) 

4.2. 

Type (mechanical, hydraulic, electric, etc.): 

4.6. 

Gear ratios 

Gear 

Internal gearbox ratios 

Final drive ratio(s) 

(ratios of engine to gearbox 
output shaft revolutions) 

(ratio of gearbox output 
shaft to driven wheel 
revolutions) 

Total 
gear 
ratios 

Maximum for CVT27 

1 

2 

3 

… 

Minimum for CVT28 

Reverse 

4.7. 

Maximum vehicle speed (and gear in which this is achieved) (in km/h) (w): 

6. 

Suspension 

26 
27 
28 

Delete as applicable. 
Continuously variable transmission. 
Continuously variable transmission. 

EN 

25 

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6.6. 

Tyres and wheels 

6.6.2.  Upper and lower limits of rolling radii 

6.6.2.1.  Axle 1: 

6.6.2.2.  Axle 2: 

6.6.2.3.  Axle 3: 

6.6.2.4.  Axle 4: 

etc. 

9. 

Bodywork (not applicable for vehicles of category M1) 

9.1. 

Type of bodywork: 

9.2. 

Materials used and method of construction 

12. 

Miscellaneous 

12.5.  Details of any non-engine devices designed to reduce noise (if not covered by other items): 

Additional information in the case of off-road vehicles: 

1.3. 

Number of axles and wheels: 

2.4.1.  For chassis without bodywork 

2.4.1.4.1. 

Approach angle (na): … degrees 

2.4.1.5.1. 

Departure angle (nb): … degrees 

2.4.1.6.  Ground clearance (as defined in point 4.5 of section A of Annex II to Directive 2007/46/EC) 

2.4.1.6.1. 

Between the axles: 

2.4.1.6.2. 

Under the front axle(s): 

2.4.1.6.3. 

Under the rear axle(s): 

2.4.1.7.  Ramp angle (nc): … degrees 

2.4.2.  For chassis with bodywork 

2.4.2.4.1. 

Approach angle (na): … degrees 

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2.4.2.5.1. 

Departure angle (nb): … degrees 

2.4.2.6.  Ground clearance (as defined in point 4.5 of section A of Annex II to Directive 2007/46/EC) 

2.4.2.6.1. 

Between the axles: 

2.4.2.6.2. 

Under the front axle(s): 

2.4.2.6.3. 

Under the rear axle(s): 

2.4.2.7.  Ramp angle (nc): … degrees 

2.15.  Hill-starting ability (solo vehicle): … % 

4.9. 

Differential lock: yes/no/optional29 

Date, 

File

29 

Delete as applicable. 

EN 

27 

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Appendix 2 

Model EU type-approval certificate 

(Maximum Format: A4 (210 × 297 mm)) 

Stamp of administration 

Communication concerning the 

– 

– 

– 

– 

type-approval30 

extension of type-approval31 

refusal of type-approval32 

withdrawal of type-approval33 

of a type of a  vehicle/component/separate technical  unit34 with regard to Directive …/…/EU, as last 
amended by Directive …/…/EU. 

Type-approval number: 

Reason for extension: 

SECTION I 

0.1. 

Make (trade name of manufacturer): 

0.2. 

Type and general commercial description(s): 

0.3. 

Means of identification of type if marked on the vehicle/component/separate technical unit3536 

0.3.1.  Location of that marking. 

30 
31 
32 
33 
34 
35 
36 

Delete as applicable. 
Delete as applicable. 
Delete as applicable. 
Delete as applicable. 
Delete as applicable. 
Delete as applicable. 
If  the  means  of  identification  of  type  contains  characters  not  relevant  to  describe  the  vehicle,  component  or 
separate technical unit types covered by the type-approval certificate such characters shall be represented in the 
documentation by the symbol: ‘?’ (e.g. ABC??123??). 

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0.4. 

Category of vehicle37: 

0.5. 

Name and address of manufacturer: 

0.7. 

In the case of components and separate technical units, location and method of affixing of the 
EU approval mark: 

0.8. 

Address(es) of assembly plant(s) 

SECTION II 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Additional information (where applicable): See Appendix 3 

Technical service responsible for carrying out the tests: 

Date of test report: 

Number of test report: 

Remarks (if any): See Appendix 3 

Place: 

Date: 

Signature: 

The  index  to  the  information  package  lodged  with  the  approval  authority,  which  may  be 
obtained on request, is attached. 

37 

As defined in Annex IIA to Directive 2007/46/EC. 

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Appendix 3 

Vehicle and test data38 

Trade name or mark of the vehicle 

Vehicle type 

Maximum mass including semi-trailer (where applicable) 

Manufacturer's name and address 

If applicable, name and address of manufacturer's representative 

Engine: 

Manufacturer: 

Type: 

Model: 

Rated maximum power (ECE): ............. kW at ............. min-1 (rpm). 

Kind of engine: e.g. positive-ignition, compression ignition, etc. 1/ 

Cycles: two stroke or four-stroke (if applicable) 

Cylinder capacity (if applicable) 

Transmission: non-automatic gearbox/automatic gearbox 2/ 

Number of gears 

Equipment: 

Exhaust silencer: 

Manufacturer or authorized representative (if any) 

Model: 

1. 

2. 

2.1. 

3. 

4. 

5. 

5.1. 

5.2. 

5.3. 

5.4. 

5.5. 

5.6. 

5.7. 

6. 

6.1. 

7. 

7.1. 

7.1.1. 

7.1.2. 

38 

Information reported in Appendix 1 to Annex I need not be repeated. 

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30 

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7.1.3. 

7.2. 

7.2.1. 

7.2.2. 

7.2.3. 

7.3. 

7.3.1. 

7.3.2. 

7.4. 

7.4.1. 

8. 

8.1. 

8.2. 

Type: .......... in accordance with drawing No.: ................ 

Intake silencer: 

Manufacturer or authorized representative (if any) 

Model: 

Type: .......... in accordance with drawing No.: ................ 

Elements of capsulation 

Elements of noise encapsulation as defined by the vehicle manufacturer  

Manufacturer or authorized representative (if any) 

Tyres 

Tyre size(s) (by axle): 

Measurements: 

Length of the vehicle (lveh): ……..… mm 

Point of accelerator depression: .......... m before line AA’ 

8.2.1. 

Engine speed in gear i at: AA' / PP' 1/ 

….. min-1 (rpm) 

8.2.2. 

Engine speed in gear (i+1) at: AA' / PP' 1/ 

..… min-1 (rpm) 

BB’ .…. min-1 (rpm) 

BB'  ..… min-1 (rpm) 

8.3. 

Type-approval number of tyre(s) : 

8.3.1. 

8.3.2. 

if not available, the following information shall be provided: 

Tyre manufacturer 

Commercial description(s) of the type of tyre (by axle), (e.g. trade name, speed 
index, load index):……………………………………………………………… 

8.3.3. 

Tyre size (by axle):……………………………………………………………... 

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8.3.4. 

8.4. 

Type-approval number (if available):…………………………………………... 

Noise level of moving vehicle: 

Test result (Lurban):……………  dB(A) 

Test result (Lwot):……………..  dB(A) 

Test result (Lcruise):……………  dB(A) 

kP – factor: ………………….. 

8.5. 

Noise level of stationary vehicle: 

Position and orientation of microphone (according to figure 2 in Appendix 1 of 
Annex II) 

Test result for stationary test:… dB(A) 

8.6. 

Noise level of compressed air sound: 

Test result for 

-service brake: …………. 

dB(A) 

-parking brake: …………. 

dB(A) 

9. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

-during the pressure regulator actuation: …… 

dB(A) 

Vehicle submitted for approval on: 

Technical service responsible for type-approval tests: 

Date of test report issued by that service: 

Number of test report issued by that service:  

Position of approval mark on the vehicle 

Place 

Date 

Signature 

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17. 

18. 

19. 

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

……………………………………………………………………………………
……. 

drawings and/or photographs, diagrams and plans of the engine and of the noise 
reduction system; 

list of components, duly identified constituting the noise reduction system. 

Reason for extension of approval : 

Remarks 

_____________________________________ 

1/ 

2/ 

If a non-conventional engine is used, this should be stated. 

Strike out what does not apply. 

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Methods and instruments for measuring the noise made by motor vehicles 

Annex II 

1. 

1.1. 

1.2. 

2. 

2.1. 

METHODS OF MEASUREMENT 

The  noise  made  by  the  vehicle  type  submitted  for  approval  shall  be  measured  by 
the  two  methods  described  in  this  Annex  for  the  vehicle  in  motion  and  for  the 
vehicle  when  stationary  43.  In  the  case  of  a  vehicle  where  an  internal  combustion 
engine does not operate when the vehicle is stationary, the emitted noise shall only 
be measured in motion. 

Vehicles  having  a  maximum  permissible  mass  exceeding  2800  kg  shall  be 
subjected  to  an  additional  measurement  of  the  compressed  air  noise  with  the 
vehicle  stationary  in  accordance  with  the  specifications  of  Annex  V,  if  the 
corresponding brake equipment is part of the vehicle. 

The two values measured in accordance with the tests set out in point 1.1 shall be 
entered  in  the  test  report  and  on  a  form  conforming  to  the  model  laid  down  in 
Appendix 3 to Annex I. 

MEASURING INSTRUMENTS 

Acoustic measurements 

The apparatus used for measuring the noise level must be a precision sound-level 
meter  or  equivalent  measurement  system  meeting  the  requirements  of  class  1 
instruments  (inclusive  of 
if  used).  These 
requirements  are  described  in  "IEC 61672-1:2002:  Precision  sound  level  meters", 
second edition, of the International Electrotechnical Commission (IEC). 

the  recommended  windscreen, 

instrument  and 

Measurements  shall  be  carried  out  using  the  "fast"  response  of  the  acoustic 
in 
measurement 
"IEC 61672-1:2002". When using a system that includes a periodic monitoring of 
the A-weighted sound pressure level, a reading should be made at a time interval 
not greater than 30 ms (milliseconds). 

the  "A"  weighting  curve  also  described 

The  instruments  shall  be  maintained  and  calibrated  in  accordance  with  the 
instructions of the instrument manufacturer. 

43 

A test is made on a stationary vehicle in order to provide a reference value for administrations which use this method to check vehicles in use.

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2.2. 

Compliance with requirements 

Compliance  of  the  acoustic  measurement  instrumentation  shall  be  verified  by  the 
existence of a valid certificate of compliance. Those certificates shall be deemed to 
be valid if certification of compliance with the standards was conducted within the 
previous 12-month period for the sound calibration device and within the previous 
24-month  period  for  the  instrumentation  system.  All  compliance  testing  must  be 
conducted by a laboratory, which is authorized to perform calibrations traceable to 
the appropriate standards. 

2.3. 

Calibration of the entire Acoustic Measurement System for Measurement Session 

At the beginning and at the end of every measurement session, the entire acoustic 
measurement  system  shall  be  checked  by  means  of  a  sound  calibrator  that  fulfils 
the requirements for sound calibrators of precision class 1 according to IEC 60942: 
2003. Without any further adjustment the difference between the readings shall be 
less  than  or  equal  to  0,5 dB.  If  this  value  is  exceeded,  the  results  of  the 
measurements obtained after the previous satisfactory check shall be discarded. 

2.4. 

Instrumentation for speed measurements 

The  engine  speed  shall  be  measured  with  instrumentation  having  an  accuracy 
of ± 2 per cent or better at the engine speeds required for the measurements being 
performed. 

The  road  speed  of  the  vehicle  shall  be  measured  with  instrumentation  having  an 
accuracy of at least ± 0,5 km/h, when using continuous measurement devices. 

If testing uses independent measurements of speed, this instrumentation must meet 
specification limits of at least ± 0,2 km/h. 

2.5. 

Meteorological instrumentation 

The  meteorological  instrumentation  used  to  monitor  the  environmental  conditions 
during  the  test  shall  include  the  following  devices,  which  meet  at  least  the 
accuracies listed below:  

- temperature measuring device, ±1 °C; 

- wind speed-measuring device, ±1.0 m/s; 

- barometric pressure measuring device, ± 5 hPa; 

- a relative humidity measuring device, ± 5 per cent. 

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3. 

3.1. 

CONDITIONS OF MEASUREMENT 

Test Site 1/ and ambient conditions 

The test site shall be substantially level. The surface of the test track shall be dry. 
The test site shall be such that when a small omni-directional noise source is placed 
on its surface at the central point (intersection of the microphone line PP'39 and the 
centre  line  of  the  vehicle  lane  CC'40),  deviations  from  hemispherical  acoustic 
divergence shall not exceed ± 1 dB 

This condition is deemed to be satisfied if the following requirements are met: 

(a) 

(b) 

(c) 

Within  a  radius  of  50  m  from  the  centre of the track the space is free of 
large reflecting objects such as fences, rocks, bridges or buildings; 

The test track and the surface of the site are dry and free from absorbing 
materials such as powdery snow, or loose debris; 

In the vicinity of the microphone, there is no obstacle that could influence 
the  acoustical  field  and  no  person  is  positioned  between  the  microphone 
and  the  noise  source.  The  meter  observer  is  positioned  so  as  not  to 
influence the meter reading. 

Measurements  shall  not  be  made  under  adverse  weather  conditions.  It  must  be 
ensured that the results are not affected by gusts of wind. 

The meteorological instrumentation should be positioned adjacent to the test area at 
a height of 1.2 m ± 0.02 m. The measurements shall be made when the ambient air 
temperature is between +5 °C and +40 °C. 

The tests shall not be carried out if the wind speed, including gusts, at microphone 
height exceeds 5 m/s, during the noise measurement interval. 

A value representative of temperature, wind speed and direction, relative humidity, 
and barometric pressure shall be recorded during the noise measurement interval. 

Any noise peak which appears to be unrelated to the characteristics of the general 
noise level of the vehicle shall be ignored in taking the readings. 

The background noise shall be measured for a duration of 10 seconds immediately 
before and after a series of vehicle tests. The measurements shall be made with the 

39 
40 

As referred to in Figure 1 to Appendix 1 to Annex II to this Regulation. 
As referred to in Figure 1 to Appendix 1 to Annex II to this Regulation. 

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36 

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same microphones and microphone locations used during the test. The A-weighted 
maximum noise pressure level shall be reported. 

The background noise (including any wind noise) shall be at least 10 dB below the 
A-weighted  noise  pressure  level  produced  by  the  vehicle  under  test.  If  the 
difference  between  the  ambient  noise  and  the  measured  noise  is  between  10  and 
15 dB(A),  the  appropriate  correction  must  be  subtracted  from  the  readings  on  the 
noise-level meter in order to calculate the test results, as in the following table: 

1/ 

In conformity with Annex VII to this Regulation. 

Difference  between  ambient 
noise  and  noise 
to  be 
measured dB(A) 

10 

11 

12 

13 

14 

15 

Correction dB(A) 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

3.2. 

3.2.1. 

Vehicle 

The  vehicle tested shall  be  selected  in  a way so that that all vehicles of the same 
type  which  are  put  on  the  market  fulfil  the  requirements  of  this  Regulation. 
Measurements  shall  be  made  without  any  trailer,  except  in  the  case  of  non-
separable  vehicles.  Measurements  shall  be  made  on  vehicles  at  the  test  mass mt 
specified according to the following table: 

Vehicle test mass (mt) 

Vehicle 

category 

M1 

N1 

mt = mro  

mt = mro  

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mt = 50 kg per kW rated engine power 

Extra  loading  to  reach  the  test  mass  of  the  vehicle  shall  be 
placed  above  the  driven  rear  axle(s).  The  extra  loading  is 
limited to 75 per cent of the maximum mass allowed for the 
rear  axle.  The  test  mass  must  be  achieved  with  a  tolerance 
of ± 5 per cent. 

If the centre of gravity of the extra loading cannot be aligned 
with  the  centre  of  the  rear  axle,  the  test  mass  of  the  vehicle 
shall  not  exceed  the  sum  of  the  front  axle  and  the  rear  axle 
load in un-laden condition plus the extra loading. 

The test mass for vehicles with more than two axles shall be 
the same as for a two-axle vehicle. 

N2, N3 

M2, M3 

mt = mro – mass of the crew member (if applicable) 

3.2.2. 

3.2.3. 

3.2.4. 

3.2.5. 

3.2.6. 

2/ 

Tyre rolling sound emissions are laid down in Regulation (EC) No 661/2009 on the 
general  safety  of  motor  vehicles.  The  tyres  to  be  used  for  the  test  shall  be 
representative for the vehicle and shall be selected by the vehicle manufacturer and 
recorded in Appendix 3 to Annex I of this Regulation. They shall correspond to one 
of the tyre sizes designated for the vehicle as original equipment. The tyre is or will 
be  commercially  available  on  the  market  at  the  same  time  as  the  vehicle.  2/  The 
tyres shall be inflated to the pressure recommended by the vehicle manufacturer for 
the test mass of the vehicle. The tyres shall have at least legal tread depth. 

Before  the  measurements  are  started,  the  engine  shall  be  brought  to  its  normal 
operating conditions. 

If the vehicle is fitted with more than two-wheel drive, it shall be tested in the drive 
which is intended for normal road use. 

If  the  vehicle  is  fitted  with  one  or  more  fans  having  an  automatic  actuating 
mechanism, this system shall not be interfered with during the measurements. 

If the vehicle is equipped with an exhaust system containing fibrous materials, the 
exhaust system is to be conditioned before the test in accordance with Annex IV. 

Given  that  the  tyre  contribution  for  overall  sound  emission  is  significant,  regard  must  be  had  for  existing  regulatory 
provisions  concerning  tyre/road  sound  emissions  Traction  tyres, snow  tyres  and  special-use  tyres  shall  be  excluded  during 
type-approval- and conformity of production measurements at the request of the  manufacturer in accordance with UNECE 

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Regulation No. 117 (OJ L 231, 29.8.2008, p. 19). 

4. 

4.1. 

METHODS OF TESTING 

Measurement of noise of vehicles in motion 

4.1.1. 

General test conditions 

Two lines, AA' and BB', parallel to line PP' and situated respectively 10 m forward 
and 10 m rearward of line PP' shall be marked out on the test runway. 

At least four measurements shall be made on each side of the vehicle and for each 
gear. Preliminary measurements may be made for adjustment purposes, but shall be 
disregarded. 

The microphone shall be located at a distance of 7.5 m ± 0,05 m from the reference 
line CC' of the track and 1.2 m ± 0,02 m above the ground. 

The  reference  axis  for  free  field  conditions  (see  IEC 61672-1:2002)  shall  be 
horizontal and directed perpendicularly towards the path of the vehicle line CC'. 

4.1.2. 

Specific test conditions for vehicles 

4.1.2.1. 

Vehicles of category M1, M2 ≤ 3500 kg, N1 

The path of the centreline of the vehicle shall follow line CC' as closely as possible 
throughout the entire test, from the approach to line AA' until the rear of the vehicle 
passes line BB'. If the vehicle is fitted with more than two-wheel drive, test it in the 
drive selection which is intended for normal road use. 

If the vehicle is fitted with an auxiliary manual transmission or a multi-gear axle, 
the position used for normal urban driving shall be used. In all cases, the gear ratios 
for slow movements, parking or braking shall be excluded. 

The test mass of the vehicle shall be be that set out in the Table in point 3.2.1 

The test speed vtest is 50 km/h ± 1 km/h. The test speed must be reached, when the 
reference point is at line PP’. 

4.1.2.1.1. 

Power to mass ratio index (PMR) 

PMR is defined as follows: 

PMR = (Pn / mt) x 1000 in [kW/1000kg] 

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The power to mass ratio index (PMR) is used for the calculation of acceleration. 

4.1.2.1.2. 

Calculation of acceleration 

Acceleration  calculations  are  applicable  to  M1,  N1  and  M2  ≤  3500  kg  categories 
only. 

All  accelerations  are  calculated  using  different  speeds  of  the  vehicle  on  the  test 
track3/. The formulae given are used for the calculation of awot i, awot i+1 and awot test. 
The speed either at AA' or PP' is defined as the vehicle speed when the reference 
point passes AA' (vAA') or PP' (vPP'). The speed at BB’ is defined when the rear of 
the vehicle passes BB' (vBB'). The method used for determination of the acceleration 
shall be indicated in the test report. 

Due to the definition of the reference point for the vehicle the length of the vehicle 
(lveh) is considered differently in the formula below. If the reference point is in the 
front of the vehicle, then l = lveh, mid: l = ½ lveh and rear: l = 0. 

3/ 

See figure 1 in Annex VII 

4.1.2.1.2.1 

The  calculation  procedure  for  vehicles  with  manual  transmission,  automatic 
transmission,  adaptive  transmissions  and  transmissions  with  variable  gear  ratios 
(CVTs41) tested with locked gear ratios is as follows: 

awot test = ((vBB'/3.6)² - (vAA'/3.6)²) / (2*(20+l)) 

awot  test used in the determination of gear selection shall be the average of the four 
awot test, i during each valid measurement run. 

Pre-acceleration  may  be  used.  The  point  of  depressing  the  accelerator  before 
line AA' shall be reported in the vehicle and test data (see Appendix 3 to Annex I). 

4.1.2.1.2.2. 

The  calculation  procedure  for  vehicles  with  automatic  transmissions,  adaptive 
transmissions  and  continuous  variable  transmissions  (CVTs)  tested  with  non-
locked gear ratios is as follows: 

awot  test used in the determination of gear selection shall be the average of the four 
awot test, i during each valid measurement run. 

Where  devices  or  measures  described  in  point  4.1.2.1.4.2.  can  be  used  to  control 
transmission operation for the purpose of achieving test requirements, calculate awot 
test using the equation: 

41 

Continuously variable transmissions. 

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40 

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awot test = ((vBB'/3.6)² - (vAA'/3.6)²) / (2*(20+l)) 

Pre-acceleration may be used. 

Where  devices  or  measures  described  in  point  4.1.2.1.4.2.  are  not  used,  calculate 
awot test using the equation: 

awot_testPP-BB = ((vBB'/3.6)² - (vPP'/3.6)²) / (2*(10+l)) 

Pre-acceleration shall not be used. 

The location of depressing the accelerator shall be where the reference point of the 
vehicle passes line AA'. 

4.1.2.1.2.3 

Target acceleration 

The target acceleration a urban defines the typical acceleration in urban traffic and is 
derived from statistical investigations. It is a function depending on the PMR of a 
vehicle. 

The target acceleration a urban is defined by: 

a urban = 0,63 * log10 (PMR) - 0,09 

4.1.2.1.2.4. 

Reference acceleration 

The  reference  acceleration  awot  ref  defines  the  required  acceleration  during  the 
accelerated test on the test track. It is a function depending on the power-to-mass 
ratio of a vehicle. That function is different for specific vehicle categories. 

The reference acceleration awot ref is defined by: 

a wot ref = 1.59 * log10 (PMR) -1.41 

for PMR ≥ 25 

a wot ref = a urban = 0,63 * log10 (PMR) - 0,09  for PMR < 25 

4.1.2.1.3. 

Partial power factor kP 

The partial power factor kP (see point 4.1.3.1.) is used for the weighted combination 
of the test results of the acceleration test and the constant speed test for vehicles of 
category M1 and N1. 

In cases other than a single gear test, a wot ref has to be used instead of a awot test (see 
point 3.1.3.1.). 

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41 

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4.1.2.1.4. 

Gear ratio selection 

The  selection  of  gear  ratios  for  the  test  depends  on  their  specific  acceleration 
potential  awot  under  full  throttle  condition,  according  to  the  reference  acceleration 
awot ref required for the full throttle acceleration test. 

Some vehicles may have different software programs or modes for the transmission 
(e.g.  sporty,  winter,  adaptive).  Where  the  vehicle  has  different  modes  leading  to 
valid  accelerations,  the  vehicle  manufacturer  shall  prove  to  the  satisfaction  of  the 
technical  service,  that  the  vehicle  is  tested  in  the  mode  which  achieves  an 
acceleration closest to a wot ref. 

4.1.2.1.4.1. 

Vehicles  with  manual 
transmissions or CVTs tested with locked gear ratios 

transmissions,  automatic 

transmissions,  adaptive 

The following conditions for selection of gear ratios are possible: 

(a)  If one specific gear ratio gives an acceleration in a tolerance band of ± 5 % of 
the  reference  acceleration  awot  ref,  not  exceeding  3,0  m/s2,  test  with  that  gear 
ratio. 

(b)  If  none  of  the  gear  ratios  give  the  required  acceleration,  then  choose  a  gear 
ratio i, with an acceleration higher and a gear ratio i + 1, with an acceleration 
lower  than  the  reference  acceleration.  If  the  acceleration  value  in  gear  ratio  i 
does not exceed 3,0 m/s2, use both gear ratios for the test. The weighting ratio 
in relation to the reference acceleration awot ref is calculated by: 

k = (a wot ref - a wot (i+1)) / (a wot (i) - a wot (i+1)) 

(c)  if  the  acceleration  value  of  gear  ratio  i  exceeds  3.0  m/s2,  the  first  gear  ratio 
shall be used that gives an acceleration below 3.0 m/s2 unless gear ratio i + 1 
provides acceleration less than aurban. In this case, two gears, i and i + 1 shall be 
used, including the gear i with acceleration exceeding 3.0 m/s2. In other cases, 
no  other  gear  shall  be  used.  The  achieved  acceleration  awot  test  during  the  test 
shall be used for the calculation of the part power factor kP instead of awot ref. 

(d)  If  the  vehicle  has  a  transmission  in  which  there  is  only  one  selection  for  the 
gear ratio the acceleration test is carried out in this vehicle gear selection. The 
achieved acceleration is then used for the calculation of the part power factor 
kP instead of awot ref. 

(e)  If rated engine speed is exceeded in a gear ratio before the vehicle passes BB' 

the next higher gear shall be used. 

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4.1.2.1.4.2. 

Vehicles with automatic transmission, adaptive transmissions and CVTs tested with 
non-locked gear ratios: 

The gear selector position for full automatic operation shall be used. 

The acceleration value awot test shall be calculated as defined in point 4.1.2.1.2.2. 

The test may then include a gear change to a lower range and a higher acceleration. 
A  gear  change  to  a  higher  range  and  a  lower  acceleration  is  not  allowed.  A  gear 
shifting to a gear ratio which is not used in urban traffic shall be avoided. 

Therefore,  it  is  permitted  to  establish  and  use  electronic  or  mechanical  devices, 
including  alternate  gear  selector  positions,  to  prevent  a  downshift  to  a  gear  ratio 
which is typically not used at the specified test condition in urban traffic. 

The achieved acceleration awot test shall be greater or equal to aurban. 

If possible, the manufacturer shall take measures to avoid an acceleration value awot 
test greater than 2.0 m/s2. 

The  achieved  acceleration  a  wot  test  is  then  used  for  the  calculation  of  the  partial 
power factor kp (see point 4.1.2.1.3.) instead awot ref. 

4.1.2.1.5. 

Acceleration test 

The  manufacturer  shall  define  the  position  of  the  reference  point  in  front  of 
line AA' of fully depressing the accelerator. The accelerator shall be fully depressed 
(as  rapidly  as  is  practicable)  when  the  reference  point  of  the  vehicle  reaches  the 
defined point. The accelerator shall be kept in this depressed condition until the rear 
of the vehicle reaches line BB'. The accelerator shall then be released as rapidly as 
possible.  The  point  of  fully  depressing  the  accelerator  shall  be  reported  in  the 
vehicle  and  test  data  in  accordance  with  Appendix  3  to  Annex  II.  The  technical 
service shall have the possibility of pretesting. 

In the case of articulated vehicles consisting of two non-separable units regarded as 
a single vehicle, the semi-trailer shall be disregarded in determining when line BB' 
is crossed. 

4.1.2.1.6. 

Constant speed test 

The constant speed test shall be carried out with the same gear(s) specified for the 
acceleration  test  and  a  constant  speed  of  50  km/h  with  a  tolerance  of ± 1 km/h 
between AA' and BB'. During the constant speed test the acceleration control shall 
be positioned to maintain a constant speed between AA' and BB' as specified. If the 
gear  is  locked  for  the  acceleration  test,  the  same  gear  shall  be  locked  for  the 

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constant speed test. 

The constant speed test is not required for vehicles with a PMR < 25. 

4.1.2.2. 

Vehicles of categories M2 > 3500 kg, M3, N2, N3 

The path of the centreline of the vehicle shall follow line CC' as closely as possible 
throughout the entire test, from the approach to line AA' until the rear of the vehicle 
passes  line  BB'.  The  test  shall  be  conducted  without  a  trailer  or  semi-trailer.  If  a 
trailer is not readily separable from the towing vehicle, the trailer shall not be taken 
into  consideration  when  assessing  the  crossing  of  line  BB'.  If  the  vehicle 
incorporates equipment such as a concrete mixer, a compressor, etc, this equipment 
shall  not  be  in  operation  during  the  test.  The  test  mass  of  the  vehicle  shall  be 
according to the table set out in point 3.2.1. 

Target conditions of category M2 > 3500 kg, N2 

When  the  reference  point  passes  line  BB',  the  engine  speed  nBB’  shall  be 
between 70 per cent and 74 per  cent of  speed S, at  which the engine develops its 
rated maximum power, and the vehicle speed shall be 35 km/h ± 5 km/h. Between 
line AA' and line BB' a stable acceleration condition shall be ensured. 

Target conditions of category M3, N3: 

When the reference point passes line BB', the engine speed nBB' shall be between 85 
per  cent  and  89  per  cent  of  speed  S,  at  which  the  engine  develops  its  rated 
maximum  power,  and  the  vehicle  speed  shall  be 35 km/h ± 5 km/h.  Between  line 
AA' and line BB' a stable acceleration condition shall be ensured. 

4.1.2.2.1. 

Gear ratio selection 

4.1.2.2.1.1. 

Vehicles with manual transmissions 

Stable acceleration condition shall be ensured. The gear choice is determined by the 
target conditions. If the difference in speed exceeds the given tolerance, then two 
gears should be tested, one above and one below the target speed. 

If more than one gear fulfils the target conditions, select that gear which is closest 
to 35 km/h. If no gear fulfils the target condition for vtest, two gears shall be tested, 
one above and one below vtest. The target engine speed shall be reached under any 
condition. 

A stable acceleration condition shall be ensured. If a stable acceleration cannot be 
ensured in a gear, this gear has to be disregarded. 

EN 

44 

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4.1.2.2.1.2. 

Vehicles  with  automatic  transmissions,  adaptive  transmissions  and  transmissions 
with variable gear ratio (CVTs) 

The gear selector position for full automatic operation shall be used. The test may 
then  include  a  gear  change  to  a  lower  range  and  a  higher  acceleration.  A  gear 
change  to  a  higher  range  and  a  lower  acceleration  shall  not  be  permitted.  A  gear 
shifting  to  a  gear  ratio  which  is  not  used  in  urban  traffic,  at  the  specified  test 
condition,  shall  be  avoided.  Therefore,  it  shall  be  permitted  to  establish  and  use 
electronic  or  mechanical  devices  to  prevent  a  downshift  to  a  gear  ratio  which  is 
typically not used at the specified test condition in urban traffic. 

If  the  vehicle  includes  a  transmission  design,  which  provides  only  a  single  gear 
selection  (drive),  which  limits  engine  speed  during  the  test,  the  vehicle  shall  be 
tested  using  only  a  target  vehicle  speed.  If  the  vehicle  uses  an  engine  and 
transmission  combination  that  does  not  fulfil  the  requirements  set  out  in 
point 4.1.2.2.1.1.,  the  vehicle  shall  be  tested  using  only  the  target  vehicle  speed. 
The target vehicle speed (vBB') for the test is = 35 km/h ± 5km/h. A gear change to a 
higher  range  and  a  lower  acceleration  is  allowed  after  the  reference  point  of  the 
vehicle  passes  line  PP'.  Two  tests  shall  be  performed,  one  with  the  end  speed  of 
vtest = vBB'  +  5  km/h,  and  one  with  the  end  speed  of  vtest  =  vBB'  -  5  km/h.  The 
reported noise level is that result which is related to the test with the highest engine 
speed obtained during the test from AA' to BB'. 

4.1.2.2.2. 

Acceleration test 

When the reference point of the vehicle reaches the line AA' the accelerator control 
shall  be  fully  depressed  (without  operating  the  automatic  downshift  to  a  lower 
range than normally used in urban driving) and held fully depressed until the rear 
of the vehicle passes BB', but the reference point shall be at least 5 m behind BB'. 
The accelerator control shall then be released. 

In the case of articulated vehicles consisting of two non-separable units regarded as 
a single vehicle, the semi-trailer shall be disregarded in determining when line BB' 
is crossed. 

4.1.3. 

Interpretation of results 

The  maximum  A-weighted  sound  pressure  level  indicated  during  each  passage  of 
the  vehicle  between  the  two  lines  AA'  and  BB'  shall  be  noted.  If  a  noise  peak 
obviously  out  of  character  with  the  general  sound  pressure  level  is  observed,  the 
measurement shall be discarded. At least four measurements for each test condition 
shall be made on each side of the vehicle and for each gear ratio. Left and right side 
may  be  measured  simultaneously  or  sequentially.  The  first  four  valid  consecutive 
measurement results, within 2 dB(A), allowing for the deletion of non valid results 

EN 

45 

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(see point 3.1.), shall be used for the calculation of the final result for the given side 
of  the  vehicle.  The  results  of  each  side  shall  be  averaged  separately.  The 
intermediate result is the higher value of the two averages mathematically rounded 
to the first decimal place. 

The  speed  measurements  at  AA',  BB',  and  PP'  shall  be  noted  and  used  in 
calculations to the first significant digit after the decimal place. 

The  calculated  acceleration  awot  test  shall  be  noted  to  the  second  digit  after  the 
decimal place. 

4.1.3.1. 

Vehicles of categories M1, N1 and M2 ≤ 3500 kg 

The calculated values for the acceleration test and the constant speed test are given 
by: 

Lwot rep = Lwot (i+1) + k * (Lwot(i)- Lwot (i+1)) 

Lcrs rep = Lcrs(i+1) + k * (Lcrs (i) – Lcrs (i+1)) 

Where k = (awot ref - awot (i+1))/(awot (i) - awot (i+1)) 

In the case of a single gear ratio test the values are the test result of each test. 

The final result is calculated by combining Lwot rep and Lcrs rep. The equation is: 

Lurban = Lwot rep – kP * (Lwot rep– Lcrs rep) 

The  weighting  factor  kP  gives  the  partial  power  factor  for  urban  driving.  In  cases 
other than a single gear test kP is calculated by: 

kP = 1 – (aurban / awot ref) 

If only one gear was specified for the test kP is given by:  

kP = 1 – (aurban / awot test) 

In cases where awot test is less than aurban: 

kP = 0 

4.1.3.2. 

Vehicles of categories M2 > 3500 kg, M3, N2, N3 

When  one  gear  is  tested  the  final  result  is  equal  to  the  intermediate  result.  When 
two  gears  are  tested  the  arithmetic  mean  of  the  intermediate  results  shall  be 
calculated. 

EN 

46 

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4.2. 

4.2.1. 

Measurement of noise emitted by stationary vehicles 

Sound level in the vicinity of vehicles 

The  measurement  results  shall  be  entered  into  the  test  report  referred  to  in 
Appendix 3 to Annex I. 

4.2.2. 

Acoustic measurements 

A precision sound level meter, or equivalent measuring system, as defined in point 
2.1. shall be used for the measurements 

4.2.3. 

4.2.3.1. 

Test site - local conditions as referred to in figure 1 to Appendix 2 to Annex II 

In the vicinity of the microphone, there shall be no obstacle that could influence the 
acoustical field and no person shall remain between the microphone and the noise 
source.  The  meter  observer  shall  be  positioned  so  as  not  to  influence  the  meter 
reading. 

4.2.4. 

Disturbance sound and wind interference 

Readings on the measuring instruments produced by ambient noise and wind shall 
be at least 10 dB(A) below the sound level to be measured. A suitable windscreen 
may be fitted to the microphone provided that account is taken of its effect on the 
sensitivity of the microphone (see point 2.1.). 

4.2.5. 

Measuring method 

4.2.5.1. 

Nature and number of measurements 

The  maximum  sound  level  expressed  in  A-weighted  decibels  (dB(A))  shall  be 
measured during the operating period referred to in point 4.2.5.3.2.1. 

At least three measurements shall be taken at each measuring point. 

4.2.5.2. 

Positioning and preparation of the vehicle 

The vehicle shall be located in the centre part of the test area with the gear selector 
in the neutral position and the clutch engaged. If the design of the vehicle does not 
allow  this,  the  vehicle  shall  be  tested  in  conformity  with  the  manufacturer's 
prescriptions for stationary engine testing. Before each series of measurements, the 
engine  must  be  brought  to  its  normal  operating  condition,  as  specified  by  the 
manufacturer. 

If the vehicle is fitted with a fan or fans having an automatic actuating mechanism, 

EN 

47 

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this system shall not be interfered with during the sound level measurements. 

The engine hood or compartment cover, if so fitted, shall be closed. 

4.2.5.3. 

Measuring  of  noise  in  proximity  to  the  exhaust  as  referred  to  in  Figure  1  to 
Appendix 2 to Annex II. 

4.2.5.3.1. 

Positions of the microphone 

4.2.5.3.1.1. 

The microphone shall be located at a distance of 0,5 m ± 0,01 m from the reference 
point  of  the  exhaust  pipe  defined  in  Figure  1,  and  at  an  angle  of 45°(± 5°)  to  the 
flow  axis  of  the  pipe  termination.  The  microphone  shall  be  at  the  height  of  the 
reference point, but not less than 0,2 m from the ground surface. The reference axis 
of  the  microphone  shall  lie  in  a  plane  parallel  to  the  ground  surface  and  shall  be 
directed  toward  the  reference  point  on  the  exhaust  outlet.  If  two  microphone 
positions  are  possible,  the  location  farthest  laterally  from  the  vehicle  longitudinal 
centreline shall be used. If the flow axis of the exhaust outlet pipe is at 90° to the 
vehicle longitudinal centreline, the microphone shall be located at the point, which 
is farthest from the engine. 

4.2.5.3.1.2. 

For vehicles having an exhaust provided with outlets spaced more than 0,3 m apart, 
measurements shall be made for each outlet. The highest level shall be recorded. 

4.2.5.3.1.3. 

4.2.5.3.1.4. 

4.2.5.3.1.5. 

In the case of an exhaust provided with two or more outlets spaced less than 0,3 m 
apart and which are connected to the same silencer, only one measurement shall be 
made; the microphone position is related to the outlet nearest to one extreme edge 
of the vehicle or, when such outlet does not exist, to the outlet which is the highest 
above the ground. 

For  vehicles  with  a  vertical  exhaust  (e.g.  commercial  vehicles)  the  microphone 
shall  be  placed  at  the  height  of  the  exhaust  outlet.  Its  axis  shall  be  vertical  and 
oriented  upwards.  It  shall  be  placed  at  a  distance  of  0,5 m ± 0,01 m  from  the 
exhaust pipe reference point, but never less than 0,2 m from the side of the vehicle 
nearest to the exhaust. 

For exhaust outlets located under the vehicle body, the microphone shall be located 
a minimum of 0,2 m from the nearest part of the vehicle, at a point closest to, but 
never  less  than  0,5 m  from  the  exhaust  pipe  reference  point,  and  at  a  height  of 
0,2 m  above  the  ground,  and  not  in  line  with  the  exhaust  flow.  The  angularity 
requirement in point 4.2.5.3.1.1. may not be met in some cases. 

4.2.5.3.2. 

Operating conditions of the engine 

4.2.5.3.2.1. 

Target engine speed 

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48 

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The target engine speed is defined as: 

-  75  per  cent  of  the  engine  speed  S  for  vehicles  with  a  rated  engine 

speed ≤ 5000 min-1 

-  3750 min-1  for  vehicles  with  a  rated  engine  speed  above 5000 min-1  and 

below 7500 min-1 

-  50  per  cent  of  the  engine  speed  S  for  vehicles  with  a  rated  engine 

speed ≥ 7500 min-1. 

If the vehicle cannot reach such engine speed , the target engine speed shall be 5 
per cent below the maximum possible engine speed for that stationary test. 

4.2.5.3.2.2. 

Test procedure 

The engine speed shall be gradually increased from idle to the target engine speed, 
not exceeding a tolerance band of ± 3 per cent of the target engine speed, and held 
constant.  Then  the  throttle  control  shall  be  rapidly  released  and  the  engine  speed 
shall return to idle. The noise level shall be measured during a period of operation 
consisting  of  a  maintenance  of  constant  engine  speed  of  1 second  and  throughout 
the  entire  deceleration  period, 
level  meter  reading, 
mathematically rounded to the first decimal place, is taken as the test value. 

the  maximum  sound 

4.2.5.3.2.3. 

Test validation 

The  measurement  shall  be  regarded  as  valid  if  the  test  engine  speed  does  not 
deviate from the target engine speed by more than ± 3 per cent for at least 1 second. 

4.2.6. 

Results 

At least three measurements for each test position shall be made. The maximum A-
weighted  sound  pressure  level  indicated  during  each  of  the  three  measurements 
shall  be  recorded.  The  first  three  valid  consecutive  measurement  results,  within 
2 dB(A),  allowing  for  the  deletion  of  non  valid  results  (taking  into  account  the 
specifications  of  the  test  site  as  referred  to  in  point  3.1.),  shall  be  used  for  the 
determination of the final result for the given measurement position. The maximum 
sound  level,  for  all  measurement  positions,  and  of  the  three  measurement  results, 
shall constitute the final result. 

EN 

49 

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Appendix 1 

Figure 1: Measuring positions for vehicles in motion 

EN 

50 

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T = top view 

S = side view 

A = metered pipe 

B = bent down pipe 

C = straight pipe 

D = vertical pipe 

1 = reference point 

2 = road surface 

Figure 2: Reference point

EN 

51 

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Figure 3a 

Figure 3b 

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52 

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Figure 3c 

Figure 3d 

Figures 3 a - d: 

Examples  of  the  position  of  the  microphone,  depending  on  the  location  of  the 
exhaust pipe 

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Annex III 

Limit values 

The  sound  level  measured  in  accordance  with  the  provisions  of  Annex  II  shall  not  exceed  the 
following limits: 

Vehicle 
category 

Description of 
vehicle category 

Limit values 
expressed in dB(A) 
[decibels(A)] 

Limit values for Type-
approval of new 
vehicle types 

Limit values for Type-
approval of new 
vehicle types 

Phase 1 valid from  
[2 years after 
publication] 

General 

Off-road 
* 

Phase 2 valid from  
[5 years after 
publication] 

General 

Off-road 
* 

Limit values for 
registration, sale and entry 
into service of new 
vehicles 

Phase 3 valid from  
[7 years after publication] 

General 

Off-road * 

M 

M1 

M1 

M2 

M2 

M2 

M2 

M3 

M3 

N 

N1 

N1 

N2 

Vehicles  used  for 
the  carriage  of 
passengers 
no of seats < 9 
no of seats < 9;  
power to mass ratio 
> 150 kW/ton 
no  of  seats  >  9; 
mass < 2 tons 
no  of  seats  >  9;  2 
tons  <  mass  <  3.5 
tons 
no of seats > 9; 3.5 
tons  <  mass  <  5 
tons;  
rated  engine  power 
< 150 kW 
no of seats > 9; 3.5 
tons  <  mass  <  5 
tons;  
rated  engine  power 
> 150 kW 
no  of  seats  >  9; 
mass > 5 tons;  
rated  engine  power 
< 150 kW 
no  of  seats  >  9; 
mass > 5 tons;  
rated  engine  power 
> 150 kW 
Vehicles  used  for 
the  carriage  of 
goods 
mass < 2 tons 
2 tons < mass < 3.5 
tons 
3.5  tons  <  mass  < 
12 tons;  
rated  engine  power 

70 

71 

72 

73 

71** 

71 

72 

74 

68 

69 

70 

71 

69** 

69 

70 

72 

68  

69 

70 

71 

74 

75 

72 

73 

72 

69** 

69 

70 

72 

73 

76 

78 

74 

76 

74 

76 

75 

76 

73 

74 

77 

79 

75 

77 

71 

72 

74 

71 

73 

75 

69 

70 

72 

69 

71 

73 

73 

75 

69 

70 

72 

74 

77 

69 

71 

73 

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< 75 kW 
3.5  tons  <  mass  < 
12 tons;  
75  <  rated  engine 
power < 150 kW 
3.5  tons  <  mass  < 
12 tons;  
rated  engine  power 
> 150 kW 
mass > 12 tons;  
75  <  rated  engine 
power < 150 kW 
mass > 12 tons;  
rated  engine  power 
> 150 kW 

N2 

N2 

N3 

N3 

75 

76 

73 

74 

77 

77 

80 

79 

78 

82 

75 

75 

78 

77 

76 

80 

73 

75 

75 

78 

74 

77 

76 

80 

* 

** 

Increased  limit  values  shall  only  be  valid  if  the  vehicle  complies  with  the  relevant 
definition  for  off-road  vehicles  set  out  in  point  4  of  Section  A  of  Annex  II  to  EU 
Directive 2007/46/EC.  

For M1 vehicles the increased limit values for off-road vehicles are only valid if the 
maximum authorised mass > 2 tonnes. 

_________ 

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55 

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Silencing Systems Containing Acoustically Absorbing Fibrous Materials 

Annex IV 

1. 

General 

Sound absorbing fibrous materials may be used in silencing systems or components 
thereof where any of the following conditions are fulfilled; 

(a) 

(b) 

the exhaust gas is not in contact with the fibrous materials;  

the silencing system or components thereof are of the same design family 
as  systems  or  components  for  which  it has been proven, in the course of 
type  approval  process  in  accordance  with  the  requirements  of  this 
Regulation  for  another  vehicle-type,  that  they  are  not  subject  to 
deterioration. 

Where  none  of  these  conditions  is  fulfilled,  the  complete  silencing  system  or 
components thereof shall be submitted to a conventional conditioning using one of 
three installations and procedures described below. 

Continuous road operation for 10000 km. 

50 ± 20 per cent of this operation shall consist of urban driving and the remaining 
operation shall be long-distance runs at high speed; continuous road operation may 
be replaced by a corresponding test-track programme. 

The two speed regimes should be alternated at least twice. 

The  complete  test  programme  shall  include  a  minimum  of  10  breaks  of  at  least 
three  hours  duration  in  order  to  reproduce  the  effects  of  cooling  and  any 
condensation which may occur. 

Conditioning on a test bench 

Using  standard  parts  and  observing  the  vehicle  manufacturer's  instructions,  the 
exhaust  system  or  components  thereof  must  be  fitted  to  the  vehicle  referred  to  in 
point 1.3. of Annex I or the engine referred to in point 1.4. of Annex I. In the case 
of the vehicle referred to in point 1.3 of Annex I, the vehicle must be mounted on a 
roller dynamometer. In the case of an engine referred to in point 1.4 of Annex I, the 
engine must be coupled to a dynamometer. 

The test shall be conducted in six six-hour periods with a break of at least 12 hours 
between  each  period  in  order  to  reproduce  the  effects  of  cooling  and  any 
condensation which may occur. 

During  each  six-hour  period,  the  engine  shall  be  run,  under  the  following 
conditions in turn: 

(a) 

(b) 

Five minutes at idling speed; 

One-hour sequence under 1/4 load at 3/4 of rated maximum speed (S); 

1.1. 

1.1.1. 

1.1.2. 

1.1.3. 

1.2. 

1.2.1. 

1.2.2. 

1.2.3. 

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56 

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(c) 

(d) 

(e) 

(f) 

One-hour sequence under 1/2 load at 3/4 of rated maximum speed (S); 

10 - minute sequence under full load at 3/4 of rated maximum speed (S); 

15 - minute sequence under 1/2 load at rated maximum speed (S); 

30 - minute sequence under 1/4 load at rated maximum speed (S). 

Total duration of the six sequences: three hours. 

Each period shall comprise two sequenced sets of those conditions in consecutive 
order from (a) to (f). 

During the test, the silencing system or components thereof shall not be cooled by a 
forced  draught  simulating  normal  airflow  around  the  vehicle.  Nevertheless,  at  the 
request  of  the  manufacturer,  the  silencing  system  or  components  thereof  may  be 
cooled in order not to exceed the temperature recorded at its inlet when the vehicle 
is running at maximum speed. 

Conditioning by pulsation 

The silencing system or components thereof shall be fitted to the vehicle referred to 
in point  1.3. of Annex I or  the engine referred to in point 1.4. of Annex I. In the 
former case the vehicle shall be mounted on a roller dynamometer. 

In  the  second  case,  the  engine  shall  be  mounted  on  a  dynamometer.  The  test 
apparatus, a detailed diagram of which is shown in Figure 1 of the Appendix to this 
Annex  shall  be  fitted  at  the  outlet  of  the  silencing  system.  Any  other  apparatus 
providing equivalent results shall be acceptable. 

The  test  apparatus  shall  be  adjusted  in  a  such  a  way  that  the  exhaust-gas  flow  is 
alternatively  interrupted  and  re-established  by  the  quick-action  valve  for  2500 
cycles. 

The  valve  shall  open  when  the  exhaust-gas  back  pressure,  measured  at  least  100 
mm downstream of the intake flange, reaches a value of between 0,35 and 0,40 kPa. 
It shall close when this pressure does not differ by more than 10 per cent from its 
stabilized value with the valve open. 

The time-delay switch shall be set for the duration of gas exhaust resulting from the 
provisions laid down in point 1.3.3. 

Engine  speed  shall  be  75  %  of  the  speed  (S)  at  which  the  engine  develops 
maximum power. 

The power indicated by the dynamometer shall be 50 % of the full-throttle power 
measured at 75 % of engine speed (S). 

Any drain holes shall be closed off during the test. 

The entire test shall be completed within 48 hours. 

If necessary, one cooling period shall be observed after each hour. 

1.2.4. 

1.3. 

1.3.1. 

1.3.2. 

1.3.3. 

1.3.4. 

1.3.5 

1.3.6. 

1.3.7. 

1.3.8. 

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57 

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Appendix 1 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

Figure 1 
Test apparatus for conditioning by pulsation 

Inlet flange or sleeve for connection to the rear of the test exhaust system. 

Hand-operated regulating valve. 

Compensating reservoir with a maximum capacity of 40 l and a filling time of not 
less than one second. 

Pressure switch with an operating range of 0,05 to 2,5 bar. 

Time delay switch 

Pulse counter 

Quick-acting valve, such as exhaust brake valve 60 mm in diameter, operated by a 
pneumatic cylinder with an output of 120 N at 4 bar. The response time, both when 
opening and closing, must not exceed 0,5 second. 

Exhaust gas evacuation. 

Flexible pipe. 

Pressure gauge. 

_______________ 

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Annex V 

Compressed air noise 

1. 

Method of measurement 

The  measurement  is  performed  at  microphone  positions  2  and  6  according  to 
Figure 1, with the vehicle stationary. The highest A-weighted noise level shall be 
registered during venting the pressure regulator and during ventilating after the use 
of both the service and parking brakes. 

The  noise  during  venting  the  pressure  regulator  is  measured  with  the  engine  at 
idling  speed.  The  ventilating  noise  is  registered  while  operating  the  service  and 
parking brakes; before each measurement, the air-compressor unit has to be brought 
up to the highest permissible operating pressure, and then the engine switched off. 

2. 

Evaluation of the results 

For all microphone positions two measurements are taken. In order to compensate 
for  inaccuracies  of  the  measuring  equipment,  the  metre  reading  is  reduced  by  1 
dB(A), and the reduced value is taken as the result of measurement. The results are 
taken  as  valid  if  the  difference  between  the  measurements  at  one  microphone 
position  does  not  exceed  2 dB(A).  The  highest  value  measured  is  taken  as  the 
result.  If  this  value  exceeds  the  noise  limit  by  1 dB(A),  two  additional 
measurements  are  to  be  taken  at  the  corresponding  microphone  position.  In  this 
case, three out of the four results of measurement obtained at this position have to 
comply with the noise limit. 

3. 

Limiting value 

The sound level shall not exceed the limit of 72 dB(A). 

___________

EN 

59 

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Appendix 1 

Figure 1: Microphone positions for measurement of compressed air noise 

The measurement is performed at the stationary vehicle according to Figure 1, using two microphone 
positions at a distance of 7 m from the contour of the vehicles, and at 1,2 m above ground. 

___________ 

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1. 

2. 

2.1. 

2.2. 

Annex VI 

Checks on conformity of production for vehicles 

General 

These requirements are consistent with the test to be held to check conformity of 
production (COP) in accordance with point 5 of Annex I. 

Testing procedure 

The test site and measuring instruments shall be those described in Annex II. 

The vehicle(s) under test shall be subjected to the test for measurement of sound of 
vehicle in motion set out in point 4.1. of Annex II. 

Compressed air sound 

Vehicles having maximum mass exceeding 2800 kg and equipped with compressed 
air  systems  must  be  subjected  to  the  additional  test  for  measurement  of  the 
compressed air sound set out in point 1 of Annex V. 

2.3. 

Additional sound emission provisions 

The vehicle manufacturer shall assess the compliance with ASEP by an appropriate 
evaluation or may perform the test described in Annex VIII. 

3. 

Sampling and evaluation of the results 

One vehicle has to be chosen and subjected to the tests set out in point 2. If the test 
results  fulfil  the  COP  requirements  of  Annex  X  of  Directive  2007/46/EC,  the 
vehicle shall be considered to be in compliance with the COP provisions. 

If  one  of  the  test  results  does  not  fulfil  the  COP  requirements  of  Annex  X  of 
Directive 2007/46/EC, two more vehicles of the same type shall be tested pursuant 
to point 2 of this Annex. 

If the test results for the second and the third vehicle fulfil the COP requirements of 
Annex X of Directive 2007/46/EC, the vehicle is considered in compliance with the 
COP. 

If  one  of  the  test  results  of  the  second  or  third  vehicle  does  not  fulfil  the  COP 
requirements  of  Annex  X  of  Directive  2007/46/EC,  the  vehicle  type  shall  be 
considered  not  to  conform  to  the  requirements  of  this  Regulation  and  the 
manufacturer shall take the necessary measures to re-establish the conformity 

___________

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Annex VII 

Specifications for the test site 

1. 

Introduction 

This Annex describes the specifications relating to the physical characteristics and 
the  laying  of  the  test  track.  These  specifications  based  on  a  special  standard  1/ 
describe the required physical characteristics as well as the test methods for these 
characteristics. 

2. 

Required characteristics of the surface 

A  surface  is  considered  to  conform  to  this  standard  provided  that  the  texture  and 
voids  content  or  sound  absorption  coefficient  have  been  measured  and  found  to 
fulfil  all  the  requirements  of  points 2.1.  to  2.4.  and  provided  that  the  design 
requirements set out in point 3.2. have been met. 

2.1. 

Residual voids content 

The residual voids content, VC, of the test track paving mixture shall not exceed 8 
%. For the measurement procedure, see point 4.1. 

2.2. 

Sound absorption coefficient 

If  the  surface  fails  to  comply  with  the  residual  voids  content  requirement,  the 
surface shall be acceptable only if its sound absorption coefficient, α ≤ 0,10. For the 
measurement  procedure,  see  point  4.2.  The  requirements  of  point  2.1.  and  of  this 
point shall be deemed to be met also if only sound absorption has been measured 
and found to be α ≤ 0,10. 

It  is  to  be  noted  that  the  most  relevant  characteristic  is  the  sound  absorption, 
although  the  residual  voids  content  is  more  familiar  among  road  constructors. 
However,  sound  absorption  needs  to  be  measured  only  if  the  surface  fails  to 
comply  with  the  voids  requirement.  This  is  motivated  because  the  latter  is 
connected  with  relatively  large  uncertainties  in  terms  of  both  measurements  and 
relevance  and  some  surfaces  therefore  erroneously  may  be  rejected  when  based 
only on the voids measurement. 

2.3. 

Texture depth 

The  texture  depth  (TD)  measured  according  to  the  volumetric  method  (see 
point 4.3. below) shall be: 

TD > 0,4 mm 

_________ 

1/ 

ISO10844:1994.

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2.4. 

Homogeneity of the surface 

Every  practical  effort  shall  be  taken  to  ensure  that  the  surface  is  made  to  be  as 
homogeneous as possible within the test area. This includes the texture and voids 
content,  but  it  should  also  be  observed  that  if  the  rolling  process  results  in  more 
effective  rolling  at  some  places  than  others,  the  texture  may  be  different  and 
unevenness causing bumps may also occur. 

2.5. 

Period of testing 

In order to check whether the surface continues to conform to the texture and voids 
content  or  sound  absorption  requirements  stipulated  in  this  standard,  periodic 
testing of the surface shall be done at the following intervals: 

(a) 

For residual voids content or sound absorption: 

when the surface is new; 

if  the  surface  meets  the  requirements  when  new,  no  further  periodical  testing  is 
required. If it does not meet the requirement when it is new, it may do later because 
surfaces tend to become clogged and compacted with time. 

(b) 

For texture depth (TD): 

when the surface is new; 

when the noise testing starts (NB: not before four weeks after laying); 

then every twelve months. 

3. 

3.1. 

Test surface design 

Area 

When designing the test track layout it is important to ensure that, as a minimum 
requirement,  the  area  traversed  by  the  vehicles  running  through  the  test  strip  is 
covered with the specified test material with suitable margins for safe and practical 
driving. This shall require that the width of the track is at least 3 m and the length 
of  the  track  extends  beyond  lines  AA  and  BB  by  at  least  10 m  at  either  end. 
Figure 1 shows a plan of a suitable test site and indicates the minimum area which 
shall  be  machine  laid  and  machine  compacted  with  the  specified  test  surface 
material. According to point 4.1.1. of Annex II, measurements have to be made on 
each  side  of  the  vehicle.  This  can  be  made  either  by  measuring  with  two 
microphone locations (one on each side of the track) and driving in one direction, 
or  measuring  with  a  microphone  only  on  one  side  of  the  track  but  driving  the 
vehicle  in  two  directions.  If  the  latter  method  is  used,  then  there  are  no  surface 
requirements on that side of the track where there is no microphone. 

EN 

63 

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NOTE – There shall be no large acoustically reflective objects within this radius. 

Figure 1: 

Minimum requirement for test surface area. The shaded part is called "Test Area". 

3.2. 

3.2.1. 

3.2.1.1. 

3.2.1.2. 

3.2.1.3. 

3.2.1.4. 

3.2.2. 

Design and preparation of the surface 

Basic design requirements 

The test surface shall meet four design requirements. 

It shall be a dense asphaltic concrete. 

The maximum chipping size shall be 8 mm (tolerances allow from 6,3 to 10 mm). 

The thickness of the wearing course shall be > 30 mm. 

The binder shall be a straight penetration grade bitumen without modification. 

Design guidelines 

As a guide to the surface constructor, an aggregate grading curve which will give 
desired  characteristics  is  shown  in  Figure 2.  In  addition,  Table 1  gives  some 
guidelines in order to obtain the desired texture and durability. The grading curve 
fits the following formula: 

P (% passing) = 100 . (d/dmax)1/2 

where: 

EN 

64 

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d = square mesh sieve size, in mm 

dmax= 8 mm for the mean curve 

dmax= 10 mm for the lower tolerance curve 

dmax= 6,3 mm for the upper tolerance curve 

Figure 2 : 

Grading curve of the aggregate in the asphaltic mix with tolerances. 

In  addition  to  the  requirements  set  out  under  points  1  to  3.2.2,  the  following  requirements  shall  be 
fulfilled: 

(a) 

(b) 

(c) 

(d) 

(e) 

The sand fraction (0,063 mm < square mesh sieve size < 2 mm) shall include no 
more than 55 % natural sand and at least 45 % crushed sand; 

The  base  and  sub-base  shall  ensure  a  good  stability  and  evenness,  according  to 
best road construction practice; 

The  chippings  shall  be  crushed  (100  %  crushed  faces)  and  of  a  material  with  a 
high resistance to crushing; 

The chippings used in the mix shall be washed; 

No extra chippings shall be added onto the surface; 

EN 

65 

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(f) 

(g) 

The  binder  hardness  expressed  as  PEN  value  shall  be  40-60,  60-80  or  even  80-
100  depending  on  the  climatic  conditions  of  the  country.  As  hard  a  binder  as 
possible shall be used, provided this is consistent with common practice; 

The  temperature  of  the  mix  before  rolling  shall  be  chosen  so  as  to  achieve  by 
subsequent rolling the required voids content. In order to increase the probability 
of  satisfying  the  specifications  of  points  2.1.  to  2.4.,  the  compactness  shall  be 
studied not only by an appropriate choice of mixing temperature, but also by an 
appropriate number of passings and by the choice of compacting vehicle. 

EN 

66 

   EN 

Table 1: Design guidelines 

Target values 

Tolerances 

By total 

By mass 

mass of mix

of the aggregate 

Mass of stones, square mesh sieve (SM) > 2 mm

47.6 % 

50.5 % 

Mass of sand 

0,063 < SM < 2 mm 

38.0 % 

40.2 % 

Mass of filler 

SM < 0,063 mm 

8.8 % 

9.3 % 

± 5 

± 5 

± 2 

Mass of binder (bitumen) 

5.8 % 

N.A. 

± 0,5 

Max. chipping size 

8 mm 

6.3 - 10 

Binder hardness 

(see point 3.2.2. (f) ) 

Polished stone value (PSV) 

Compactness, relative to Marshall compactness 

> 50 

98 % 

4. 

4.1. 

Test method 

Measurement of the residual voids content 

For  the  purpose  of  this  measurement,  cores  have  to  be  taken  from  the  track  in  at 
least four different positions which are equally distributed in the test area between 
lines AA and BB (see Figure 1). In order to avoid inhomogeneity and unevenness 
in the wheel tracks, cores should not be taken in wheel tracks themselves, but close 
to them. Two cores (minimum) should be taken close to the wheel tracks and one 
core (minimum) should be taken approximately midway between the wheel tracks 
and each microphone location. 

If there is a suspicion that the condition of homogeneity is not met (see point 2.4.), 
cores shall be taken from more locations within the test area. 

The residual voids content shall be determined for each core, then the average value 
from all cores shall be calculated and compared with the requirement of point 2.1. 
In addition, no single core shall have a voids value which is higher than 10 %. The 
test surface constructor is reminded of the problem which may arise when the test 
area is heated by pipes or electrical wires and cores must be taken from this area. 
Such  installations  must  be  carefully  planned  with  respect  to  future  core  drilling 
locations. It is recommended to leave a few locations of size approximately 200 x 
300 mm where there are no wires/pipes or where the latter are located deep enough 

EN 

67 

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in order not to be damaged by cores taken from the surface layer. 

4.2. 

Sound absorption coefficient 

The  sound  absorption  coefficient  (normal  incidence)  shall  be  measured  by  the 
impedance tube method using the procedure specified in ISO 10534-1: "Acoustics - 
Determination of sound absorption coefficient and impedance by a tube method."42 

Regarding test specimens, the same requirements shall be followed as regarding the 
residual voids content (see point 4.1.). The sound absorption shall be measured in 
the range between 400 Hz and 800 Hz and in the range between 800 Hz and 1600 
Hz  (at  least  at  the  centre  frequencies  of  third  octave  bands)  and  the  maximum 
values shall be identified for both of these frequency ranges. Then these values, for 
all test cores, shall be averaged to constitute the final result. 

4.3. 

Volumetric macrotexture measurement 

For the purpose of this standard, texture depth measurements shall be made on at 
least  10  positions  evenly  spaced  along  the  wheel  tracks  of  the  test  strip  and  the 
average  value  taken  to  compare  with  the  specified  minimum  texture  depth.  See 
ISO 10844:1994 for the description of the procedure. 

5. 

5.1. 

Stability in time and maintenance 

Age influence 

In  common  with  any  other  surfaces,  it  is  expected  that  the  tyre/road  noise  level 
measured  on  the  test  surface  may  increase  slightly  during  the  first  6-12  months 
after construction. 

The surface will achieve its required characteristics not earlier than four weeks after 
construction.  The  influence  of  age  on  the  noise from  trucks is  generally less than 
that from cars. 

The  stability  over  time  is  determined  mainly  by  the  polishing  and  compaction  by 
vehicles  driving  on  the  surface.  It  shall  be  checked  according  to  the  Period  of 
testing referred to in point 2.5. 

5.2. 

Maintenance of the surface 

Loose  debris  or  dust  which  could  significantly  reduce  the  effective  texture  depth 
must  be  removed  from  the  surface.  In  countries  with  winter  climates,  salt  is 
sometimes  used  for  de-icing.  Salt  may  alter  the  surface  temporarily  or  even 
permanently in such a way as to increase noise and is therefore not recommended. 

5.3. 

Repaving the test area 

If it is necessary to repave the test track, it is usually unnecessary to repave more 
than the test strip (of 3 m width in Figure 1) where vehicles are driving, provided 
the test area outside the strip met the requirement of residual voids content or sound 

42 

To be published. 

EN 

68 

   EN 

 
 
 
 
 
 
 
 
                                                 
6. 

6.1. 

6.1.1. 

6.1.2. 

6.1.3. 

6.1.4. 

6.1.5. 

6.1.6. 

6.1.6.1. 

6.1.6.2. 

6.1.6.3. 

6.1.6.4. 

6.1.6.5. 

6.1.6.6. 

absorption when it was measured. 

Documentation of the test surface and of tests performed on it 

Documentation of the test surface 

The following data shall be given in a document describing the test surface 

The location of the test track. 

Type of binder, binder hardness, type of aggregate, maximum theoretical density of 
the  concrete  (DR),  thickness  of  the  wearing  course  and  grading  curve  determined 
from cores from the test track. 

Method of compaction (e.g. type of roller, roller mass, number of passes). 

Temperature  of  the  mix,  temperature  of  the  ambient  air  and  wind  speed  during 
laying of the surface. 

Date when the surface was laid and contractor. 

All or at least the latest test result, including: 

The residual voids content of each core. 

The  locations  in  the  test  area  from  where  the  cores  for  voids  measurements  have 
been taken. 

The  sound  absorption  coefficient  of  each  core  (if  measured).  Specify  the  results 
both for each core and each frequency range as well as the overall average. 

The  locations  in  the  test  area  from  where  the  cores  for  absorption  measurement 
have been taken. 

Texture depth, including the number of tests and standard deviation. 

The institution responsible for tests according to points 6.1.6.1. and 6.1.6.2. and the 
type of equipment used. 

6.1.6.7. 

Date of the test(s) and date when the cores were taken from the test track. 

6.2. 

Documentation of vehicle noise tests conducted on the surface 

In the document describing the vehicle noise test(s) it shall be stated whether all the 
requirements  of  this  standard  were  fulfilled  or  not.  Reference  shall  be  given  to  a 
document according to point 6.1. describing the results which verify this. 

EN 

69 

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Annex VIII 

Measuring method to evaluate compliance with the additional sound emission provisions 

1. 

General 

This  Annex  describes  a  measuring  method  to  evaluate  compliance  of  the  vehicle 
with the additional sound emission provisions (ASEP) set out in Article 8. 

It  is  not  mandatory  to  perform  actual  tests  when  applying  for  type-approval.  The 
manufacturer shall sign the declaration of compliance set out in Appendix 1 to this 
Annex.  The  type-approval  authority  may  ask  for  additional  information  about  the 
declaration of compliance and carry out the tests described below. 

The  analysis  of  Annex  VIII  requires  the  performance  of  a  test  according  to 
Annex II. The test specified in Annex II shall be carried out on the same test track 
under conditions similar to those required in the tests prescribed in this Annex. 

2. 

2.1 

Measuring method 

Measuring instruments and condition of measurements 

Unless  otherwise  specified,  the  measuring  instruments,  the  conditions  of  the 
measurements and the condition of the vehicle are equivalent to those specified in 
points 2 and 3 of Annex II. 

If  the  vehicle  has  different  modes  that  affect  sound  emission,  all  modes  shall 
comply with the requirements in this Annex where the manufacturer has performed 
tests  to  prove  to  the  approval  authority  compliance  with  those  requirements,  the 
modes used during those tests shall be reported in a test report. 

2.2. 

Method of testing 

Unless  otherwise  specified,  the  conditions  and  procedures  of  points  4.1  to 
4.1.2.1.2.2.  of  Annex  II  shall  be  used.  For  the  purpose  of  this  Annex,  single  test 
runs shall be measured and evaluated. 

2.3. 

Control range 

Operation conditions are as follows: 

Vehicle speed VAA ASEP: 

vAA ≥ 20 km/h 

Vehicle acceleration awot ASEP: awot ≤ 5,0 m/s2 

Engine speed nBB ASEP nBB ≤ 2,0 * PMR-0,222 * s or  

nBB ≤ 0,9 * s, whichever is the lowest 

Vehicle speed VBB ASEP: 

if nBB ASEP is reached in one gear 

vBB ≤ 70 km/h 

EN 

70 

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in all other cases 

vBB ≤ 80 km/h 

gears 

k ≤ gear ratio i as determined in Annex II 

If the vehicle, in the lowest valid gear, does not achieve the maximum engine speed 
below 70 km/h, the vehicle speed limit is 80 km/h. 

2.4. 

Gear ratios 

The ASEP requirements apply to every gear ratio k that leads to test results within 
the control range as defined in point 2.3. of this Annex. 

In  case  of  vehicles  with  automatic  transmissions,  adaptive  transmissions  and 
CVTs43 tested with non-locked gear ratios, the test may include a gear ratio change 
to a lower range and a higher acceleration. A gear change to a higher range and a 
lower acceleration is not allowed. A gear shift which leads to a condition that is not 
in compliance with the boundary conditions shall be avoided. In such a case, it is 
permitted to establish and use electronic or mechanical devices, including alternate 
gear selector positions. 

2.5. 

Target conditions 

The sound emission shall be measured in each valid gear ratio at the four test points 
as specified below. 

The first test point P1 is defined by using an entry speed vAA of 20 km/h. If a stable 
acceleration condition cannot be achieved, the speed shall be increased in steps of 5 
km/h until a stable acceleration is reached. 

The  fourth  test  point  P4  is  defined  by  the  maximum  vehicle  speed  at  BB'  in  that 
gear ratio within the boundary conditions according to point 2.3. 

The other two test points are defined by the following formula: 

Test Point Pj:  vBB_j = vBB_1 + ((j - 1) / 3) * (vBB_4 - vBB_1) 

for j = 2 and 3 

Where: 

vBB_1 = vehicle speed at BB' of test point P1 

vBB_4 = vehicle speed at BB' of test point P4 

Tolerance for vBB_j: ±3 km/h 

For all test points the boundary conditions as specified in point 2.3. shall be met. 

2.6. 

Test of the vehicle 

The path of the centreline of the vehicle shall follow line CC' as closely as possible 
throughout the entire test, starting from the approach to line AA'  until the rear of 

43 

Continuously variable transmissions. 

EN 

71 

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the vehicle passes line BB'. 

At  line  AA'  the  accelerator  shall  be  fully  depressed.  To  achieve  a  more  stable 
acceleration  or  to  avoid  a  down  shift  between  line  AA'  and  BB'  pre-acceleration 
before line AA' may be used. The accelerator shall be kept in depressed condition 
until the rear of the vehicle reaches line BB'. 

For  every  separate  test  run,  the  following  parameters  shall  be  determined  and 
noted: 

The  maximum  A-weighted  sound  pressure  level  of  both  sides  of  the  vehicle, 
indicated  during  each  passage  of  the  vehicle  between  the  two  lines  AA'  and  BB', 
shall be mathematically rounded to the first decimal place (Lwot,kj). If a sound peak 
obviously  out  of  character  with  the  general  sound  pressure  level  is  observed,  the 
measurement  shall  be  discarded.  Left  and  right  side  may  be  measured 
simultaneously or separately. 

The  vehicle  speed  readings  at  AA'  and  BB'  shall  be  reported  with  the  first 
significant digit after the decimal place. (vAA,kj; vBB,kj) 

If applicable, the engine speed readings at AA' and BB' shall be reported as a full 
integer value (nAA,kj; nBB,kj). 

The  calculated  acceleration  shall  be  determined  in  accordance  to  the  formula  in 
point 4.1.2.1.2. of Annex II and reported to the second digit after the decimal place 
(awot,test,kj). 

3. 

3.1. 

Analysis of results 

Determination of the anchor point for each gear ratio 

For measurements in gear i and lower, the anchor point consists of the maximum 
sound level Lwoti, the reported engine speed nwoti and vehicle speed vwoti at BB' of 
gear ratio i of the acceleration test in Annex II. 

Lanchor,i = Lwoti,Annex II 

nanchor,i = nBB,woti,Annex II 

vanchor,i = vBB,woti,Annex II 

For  measurements  in  gear  i+1  the  anchor  point  consists  of  the  maximum  sound 
level Lwoti+1, the reported engine speed nwoti+1 and vehicle speed vwoti+1 at BB' of 
gear ratio i+1 of the acceleration test in Annex II. 

Lanchor,i+1 = Lwoti+1,Annex II 

nanchor,i+1 = nBB,woti+1,Annex II 

vanchor,i+1 = vBB,woti+1,Annex II 

3.2. 

Slope of the regression line for each gear 

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72 

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The sound measurements shall be evaluated as function of engine speed according 
to point 3.2.1. 

3.2.1. 

Calculation of the slope of the regression line for each gear 

The  linear  regression  line  is  calculated  using  the  anchor  point  and  the  four 
correlated additional measurements.  

5

∑

j

1
=

Slope

k

=

(

n

j

−

)(
Ln
i

−

L

)

 (in dB/1000 min-1) 

(

n

j

2

−

n

)

5

∑

j

1
=

With 

L

=

5

1
∑
15
j
=

jL

 and 

n

=

5

1
∑
15
j
=

jn

 ;  

where nj = engine speed measured at line BB’ 

3.2.2. 

Slope of the regression line for each gear 

The Slopek of a particular gear for the further calculation is the derived result of the 
calculation in point 3.2.1 rounded to the first decimal place, but not higher than 5 
dB/1000 min-1.” 

3.3. 

Calculation of the linear noise level increase expected for each measurement 

The  sound  level  LASEP,kj  for  measurement  point  j  and  gear  k  shall  be  calculated 
using  the  engine  speeds  measured  for  each  measurement  point,  using  the  slope 
specified in point 3.2. to the specific anchor point for each gear ratio. 

For nBB_k,j ≤ nanchor,k: 

LASEP_k,j = Lanchor_k + (Slopek - Y) * (nBB_k,j - nanchor,k) / 1000 

For nBB_k,j > nanchor,k: 

LASEP_k,j = Lanchor_k + (Slopek + Y) * (nBB_k,j - nanchor,k) / 1000 

Where Y= 1 

3.4. 

Samples 

On request of the type-approval authority two additional runs within the boundary 
conditions according to point 2.3. of this Annex shall be carried out. 

4. 

Interpretation of results 

Every individual noise measurement shall be evaluated. 

The sound level of every specified measurement point shall not exceed the limits 
given below: 

EN 

73 

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Lkj ≤ LASEP_k.j + x  

With: 

x = 

3 dB(A) for vehicle with a non-lockable automatic transmission or non-
lockable CVT 

x = 

2 dB(A) + limit value Lurban of Annex II for all other vehicles  

If  the  measured  noise  level  at  a  point  exceeds  the  limit,  two  additional 
measurements  at  the  same  point  shall  be  carried  out  to  verify  the  measurement 
uncertainty.  The  vehicle  is  still  in  compliance  with  ASEP,  if  the  average  of  the 
three valid measurements at this specific point fulfils the specification. 

5. 

Reference sound assessment 

The reference sound is assessed at a single point in one discrete gear, simulating an 
acceleration  condition  starting  with  an  entry  speed  at  vaa  equal  to  50  km/h  and 
assuming an exit speed at vbb equal to 61 km/h. The sound compliance at this point 
can either be calculated using the results of point 3.2.2. and the specification below 
or be evaluated by direct measurement using the gear as specified below. 

5.1 

The determination of gear k is as follows: 

k = 3 for all manual transmission and for automatic transmission with up to 5 gears; 

k = 4 for automatic transmission with 6 or more gears 

If no discrete gears are available, e.g. for non-lockable automatic transmissions or 
non-lockable CVTs, the gear ratio for further calculation shall be determined from 
the acceleration test result in Annex II using the reported engine speed and vehicle 
speed at line BB’. 

5.2. 

Determination of reference engine speed nref_k 

The reference engine speed, nref_k, shall be calculated using the gear ratio of gear k 
at the reference speed of vref = 61 km/h. 

5.3. 

Calculation of Lref  

Lref = Lanchor_k + Slopek * (nref_k - nanchor_k) / 1000 

Lref shall be less than or equal to 76 dB(A). 

For vehicles fitted with a manual gear box having more than four forward gears and 
equipped  with  an  engine  developing  a  maximum  power  greater  than  140  kW 
(UNECE)  and  having  a  maximum-power/maximum-mass  ratio  greater  than  75 
kW/t, Lref shall be less than or equal to 79 dB(A). 

For vehicles fitted with an automatic gear box having more than four forward gears 
and equipped with an engine developing  a  maximum  power  greater  than  140  kW 
(UNECE)  and  having  a  maximum-power/maximum-mass  ratio  greater  than  75 
kW/t, Lref shall be less than or equal to 78 dB(A). 

EN 

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6. 

6.1 

Evaluation of ASEP using the principle of L_Urban 

General 

This evaluation procedure is an alternative selected by the vehicle manufacturer to 
the  procedure  described  in  point  3  of  this  Annex  and  is  applicable  for  all  vehicle 
technologies.  It  is  the  responsibility  of  the  vehicle  manufacturer  to  determine  the 
correct  manner  of  testing.  Unless  otherwise  specified,  all  testing  and  calculation 
shall be as specified in Annex II to this Regulation. 

6.2. 

Calculation of Lurban ASEP 

From  any  Lwot  ASEP  as  measured  according  to  this  annex,  Lurban  ASEP  shall  be 
calculated as follows: 

(a)  Calculate awot  test  ASEP using acceleration calculation from point 4.1.2.1.2.1. or 

point 4.1.2.1.2.2. of Annex II to this Regulation, as applicable; 

(b)  Determine the vehicle speed (VBB ASEP) at BB during the Lwot ASEP test; 

(c)  Calculate kP ASEP as follows: 

kP ASEP = 1 - (aurban / awot test ASEP) 

Test results where awot test ASEP are less than a_urban shall be disregarded. 

(d)  Calculate Lurban measured ASEP as follows: 

Lurban measured ASEP = 

Lwot ASEP – kP ASEP * (Lwot ASEP – Lcrs) 

For further calculation, use the Lurban from Annex II to this Regulation without 
rounding, including the digit after the decimal (xx.x). 

(e)  Calculate Lurban normalized as follows: 

Lurban normalized = Lurban measured ASEP – Lurban 

(f)  Calculate Lurban ASEP as follows: 

Lurban ASEP = 

Lurban normalized - (0,15 * (VBB ASEP - 50)) 

g)  Compliance with limits: 

Lurban ASEP shall be less than or equal to 3.0 dB. 

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Appendix 1 

Statement of compliance with the Additional Sound Emission Provisions 

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

its  noise 
(Name of manufacturer) attests that vehicles of this type 
emission  pursuant  to  EU  Regulation  No.  )  comply  with  the  requirements  of  Article  8  of 
Regulation No. . 

(type  with  regard 

to 

(Name  of  manufacturer)  makes  this  statement  in  good  faith,  after  having  performed  an 
appropriate evaluation of the sound emission performance of the vehicles. 

Date: 

Name of authorized representative: 

Signature of authorized representative: 

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Annex IX 

Measures ensuring the audibility of hybrid and electric vehicles 

This Annex addresses Acoustic Vehicle Alerting System (AVAS) for hybrid electric and pure electric 
road transport vehicles (HEV and EV). 

A 

1. 

2. 

3. 

(a) 

Acoustic Vehicle Alerting System 

Definition 

Acoustic Vehicle Alerting System (AVAS) is a sound generating device designed 
to inform pedestrians and vulnerable road users. 

System performance 

If AVAS is installed on a vehicle, it shall fulfil the requirements referred to below. 

Operation conditions 

Sound generation method 

The AVAS shall automatically generate a sound in the minimum range of vehicle 
speed from start up to approximately 20 km/h and during reversing if applicable for 
that  vehicle  category.  Where  the  vehicle  is  equipped  with  an  internal  combustion 
engine that is in operation within the vehicle speed range defined above, the AVAS 
may not need to generate a sound. 

For  vehicles  having  a  reversing  sound  warning  device,  it  is  not  necessary  for  the 
AVAS to generate a sound during backup. 

(b) 

Pause switch 

The AVAS may have a switch to stop its operation temporarily ("pause switch"). 

If a pause switch is introduced, however, the vehicle should also be equipped with 
a device for indicating the pause state of the vehicle-approach informing device to 
the driver in the driver's seat. 

The AVAS should remain capable of re-operating after stopped by a pause switch. 

If fitted in the vehicle, a pause switch should be located in such a position that the 
driver will find and manipulate it with ease. 

Attenuation 

The AVAS sound level may be attenuated during periods of vehicle operation. 

Sound type and volume 

The  sound  to  be  generated  by  the  AVAS  should  be  a  continuous  sound  that 
provides  information  to  the  pedestrians  and  vulnerable  road  users  of  a  vehicle  in 

(c) 

4. 

(a) 

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operation.  

However, the following and similar types of sounds are not acceptable: 

(i) 

Siren, horn, chime, bell and emergency vehicle sounds  

(ii) 

Alarm sounds e.g. fire, theft, smoke alarms 

(iii) Intermittent sound 

The following and similar types of sounds should be avoided: 

(iv)  Melodious sounds, animal and insect sounds 

  (v) 

Sounds  that  confuse  the  identification  of  a  vehicle  and/or  its 
operation (e.g. acceleration, deceleration etc.) 

The  sound  to  be  generated  by  the  AVAS  should  be  easily  indicative  of  vehicle 
behaviour,  for  example,  through  the  automatic  variation  of  sound  level  or 
characteristics in synchronization with vehicle speed. 

The sound level to be generated by the AVAS should not exceed the approximate 
sound  level  of  a  similar  vehicle  of  the  same  category  equipped  with  an  internal 
combustion engine and operating under the same conditions. 

Environmental consideration: 

The development of the AVAS shall give consideration to the overall community 
noise impact. 

(b) 

(c) 

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EU type-approval in respect of the sound level of exhaust systems as separate technical units 
(replacement exhaust systems) 

Annex X 

1. 

1.1. 

1.2. 

1.3. 

1.3.1 

1.3.2. 

1.3.3. 

1.3.4. 

2. 

2.4.1. 

APPLICATION FOR EU TYPE-APPROVAL 

The application of EU type-approval pursuant to Article 7(1) and (2) of Directive 
2007/46/EC in respect of a replacement exhaust system or component thereof as a 
separate  technical  unit  shall  be  submitted  by  the  vehicle  manufacturer  or  the 
manufacturer of the separate technical unit in question. 

A model for the information document is given in Appendix 1. 

At the request of the technical service concerned, the applicant must submit: 

two examples of the system in respect of which application for EU type-approval 
has been made, 

an  exhaust  system  of  the  type  originally  fitted  to  the  vehicle  when  EU  type-
approval was granted, 

a vehicle representative of the type to which the system is to be fitted, which meets 
the requirements of point 2.1 of Annex VI to this Regulation. 

a separate engine corresponding to the type of vehicle described. 

MARKINGS 

The replacement exhaust system or its components, excluding fixing hardware and 
pipes must bear: 

2.4.1.1. 

the trademark or trade name of the manufacturer of the replacement system and its 
components, 

2.4.1.2. 

the manufacturer's trade description, 

2.4.2. 

3. 

3.1. 

3.2. 

3.3. 

These marks must be clearly legible and indelible, even when the system is fitted to 
the vehicle. 

GRANTING OF EU TYPE-APPROVAL 

If the relevant requirements are satisfied, EU type-approval pursuant to Article 9(3) 
and, if applicable, Article 10(4) of Directive 2007/46/EC shall be granted. 

A model for the EU type-approval certificate is given in Appendix 2. 

A  type-approval  number  in  accordance  with  Annex  VII  to  Directive  2007/46/EC 
shall be assigned to each type of replacement exhaust system or component thereof 
approved as a separate technical unit; section 3 of the type-approval number shall 
indicate the number of the amending Directive which was applicable at the time of 
the  vehicle  type-approval.  The  same  Member  State  shall  not  assign  the  same 
number to another type of replacement exhaust system or component thereof. 

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4. 

4.1. 

4.2. 

EU TYPE-APPROVAL MARK 

Every  replacement  exhaust  system  or  component  thereof,  excluding  fixing 
hardware and pipes, conforming to a type approved under this Regulation shall bear 
an EU type-approval mark. 

The EU type-approval mark shall consist of a rectangle surrounding the lower case 
letter  ‘e’  followed  by  the  distinguishing  letter(s)  or  number  of  the  Member  State 
which has granted the approval: 

‘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 

‘11’ for the United Kingdom 

‘12’ for Austria 

‘13’ for Luxembourg 

‘17’ for Finland 

‘18’ for Denmark 

‘19’ for Romania 

‘20’ for Poland 

‘21’ for Portugal 

‘23’ for Greece 

‘24’ for Ireland 

‘26’ for Slovenia 

‘27’ for Slovakia 

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‘29’ for Estonia 

‘32’ for Latvia 

‘34’ for Bulgaria 

‘36’ for Lithuania 

‘49’ for Cyprus 

‘50’ for Malta 

4.3. 

4.4. 

5. 

5.1. 

5.1.1. 

5.1.2. 

5.1.3. 

5.1.3.1. 

It  must  also  include  in  the  vicinity  of  the  rectangle  the  ‘base  approval  number’ 
contained  in  section  4  of  the  type-approval  number  referred  to  in  Annex  VII  to 
Directive 2007/46/EC, preceded by the two figures indicating the sequence number 
assigned to the most recent major technical amendment to this regulation which was 
applicable at the time of the vehicle type-approval. 

The mark must be clearly legible and indelible even when the replacement exhaust 
system or component thereof is fitted to the vehicle. 

An example of the EU type-approval mark is shown in Appendix 3. 

SPECIFICATIONS 

General specifications 

The  replacement  exhaust  system  or  components  thereof  shall  be  designed, 
constructed and capable of being mounted so as to ensure that the vehicle complies 
with 
this  Regulation  under  normal  conditions  of  use, 
notwithstanding any vibrations to which it may be subject. 

the  provisions  of 

The  silencing  system  or  components  thereof  shall  be  designed,  constructed  and 
capable  of  being  mounted  so  that  reasonable  resistance  to  the  corrosion 
phenomenon to which it is exposed is obtained having regard to the conditions of 
use of the vehicle. 

Additional  prescriptions  related  to  tamperability  and  manually  adjustable  multi-
mode exhaust or silencing systems 

All exhaust or silencing systems shall be constructed in a way that does not easily 
permit removal of baffles, exit-cones and other parts whose primary function is as 
part  of  the  silencing/expansion  chambers.  Where  incorporation  of  such  a  part  is 
unavoidable, its method of attachment shall be such that removal is not facilitated 
easily  (e.g.  with  conventional  threaded  fixings)  and  should  also  be  attached  such 
that removal causes permanent/irrecoverable damage to the assembly. 

5.1.3.2. 

Exhaust  or  silencing  systems  with  multiple,  manually  adjustable  operating  modes 
shall meet all requirements in all operating modes. The reported noise levels shall 
be those resulting from the mode with the highest noise levels. 

5.2. 

Specifications regarding noise levels 

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5.2.1. 

5.2.1.1. 

5.2.2. 

Conditions of measurement 

The noise test of the silencing system and the replacement silencing system has to 
be executed with the same "normal" tyres (as defined in paragraph 2.8. of UNECE 
Regulation  No  117  (OJ  L231,  29.8.2008  p.  19).  The  tests  are  not  allowed  to  be 
done  with  "special  use"  tyres  or  "snow"  tyres  as  defined  in  paragraphs  2.9.  and 
2.10. of UNECE Regulation No 117. Such tyres could increase the noise level of 
the  vehicle  or  would  have  a  masking  effect  on  the  noise  reduction  performance 
comparison. The tyres may be of used condition but shall satisfy legal requirements 
for in-traffic use. 

The  noise  reduction  performance  of  the  replacement  silencing  system  or 
components of said system shall be verified by means of the methods described in 
Articles 7 and 8 and point 1 of Annex II. In particular, for the application of this 
point, reference shall be made to the amendment level of this Regulation which was 
in force at the time of type-approval of the new vehicle. 

(a)  Measurement with running vehicle 

  When the replacement silencing system or components thereof is mounted on 
the vehicle described in point 1.3.3., the noise levels obtained shall satisfy one 
of the following conditions: 

(i)  The value measured (rounded to the nearest integer) shall not exceed by more 
than 1 dB(A) the type-approval value obtained under this Regulation with the 
type of vehicle concerned. 

(ii)  The  value  measured  (before  any  rounding  to  the  nearest  integer)  shall  not 
exceed by more than 1 dB(A) the noise value measured (before any rounding 
to  the  nearest  integer)  on  the  vehicle  referred  to  in  point  1.3.3.,  when  this  is 
fitted  with  a  silencing  system  corresponding  to  the  type  fitted  to  the  vehicle 
when submitted for type-approval under this Regulation. 

  Where  back-to-back  comparison  of  the  replacement  system  with  the  original 
system  is  chosen,  for  the  application  of  point  4.1.2.1.4.2.  and/or  point 
4.1.2.2.1.2. of Annex II of this Regulation, it is allowed to have a gear change 
to  higher  accelerations  and  the  use  of  electronic  or  mechanical  devices  to 
prevent  this  downshift  is  not  mandatory.  If  under  these  conditions  the  noise 
level  of  the  test  vehicle  becomes  higher  than  the  conformity  of  production 
(COP) values, the technical service will decide on the representativeness of the 
test vehicle. 

(b)  Measurement with stationary vehicle 

  When the replacement silencing system or components thereof is mounted on 
the vehicle described in point 1.3.3., the noise levels obtained shall satisfy one 
of the following conditions: 

(i)  The value measured (rounded to the nearest integer) shall not exceed by more 
than 2 dB(A) the type-approval value obtained under this Regulation with the 
type of vehicle concerned. 

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5.2.3. 

5.2.3.1. 

5.2.3.2. 

5.2.3.3. 

5.3. 

5.3.1. 

5.3.2. 

5.3.3. 

(ii)  The  value  measured  (before  any  rounding  to  the  nearest  integer)  shall  not 
exceed by more than 2 dB(A) the noise value measured (before any rounding 
to  the  nearest  integer)  on  the  vehicle  referred  to  in  point  1.3.3.,  when  this  is 
fitted  with  a  silencing  system  corresponding  to  the  type  fitted  to  the  vehicle 
when submitted for type-approval under this Regulation. 

Further  to  the  requirements  of  Annex  II,  any  replacement  silencing  system  or 
component  has  to  fulfil  the  applicable  specifications  of  Annex  VIII  in  this 
Regulation.  For  vehicles  type  approved  before  the  coming  into  force  of  this 
Regulation  and  in  particular  the  requirements  of  Annex VIII  (ASEP)  the 
specifications of points 5.2.3.1. to 5.2.3.3. of this Annex do not apply. 

Where  the  replacement  silencing  system  or  component  is  a  system  or  component 
with variable geometry, in the application for type-approval the manufacturer shall 
provide  a  statement  (in  conformity  with  Appendix  1  to  Annex  VIII)  that  the 
silencing system type to be approved complies with the requirements of point 5.2.3. 
of this Annex. The type-approval authority may require any relevant test to verify 
the  compliance  of  the  silencing  system  type  to  the  additional  sound  emission 
provisions. 

Where  the  replacement  silencing  system  or  component  is  not  a  system  with 
variable  geometry,  it  is  sufficient  in  the  application  for  type-approval  that  the 
manufacturer provides a statement (in conformity with Appendix 1 of Annex VIII) 
that  the  silencing  system  type  to  be  approved  complies  with  the  requirements  of 
point 5.2.3. of this Annex. 

The  compliance  statement  shall  read  as  follows:  "(Name  of  the  manufacturer) 
attests that the silencing system of this type complies with the requirements of point 
5.2.3.  of  Annex  X  of  Regulation  (EU)  No  …  [this  Regulation].  (Name  of  the 
manufacturer)  makes  this  statement  in  good  faith,  after  having  performed  an 
appropriate  engineering  evaluation  of  the  sound  emission  performance  over  the 
applicable range of operating conditions. 

Measurement of the vehicle performances 

The replacement silencing system or components thereof shall be such as to ensure 
that  vehicle  performance  is  comparable  with  that  achieved  with  the  original 
equipment silencing system or component thereof. 

The replacement silencing system or, depending on the manufacturer's choice, the 
components of said system shall be compared with an original silencing system or 
components, which are also in new condition, successively mounted on the vehicle 
mentioned in point 1.3.3.  

The  verification  shall  be  carried  out  by  measuring  the  back  pressure  pursuant  to 
point 5.3.4. 

The  value  measured  with  the  replacement  silencing  system  shall  not  exceed  the 
value  measured  with  the  original  silencing  system  by  more  than  25  %  under  the 
conditions mentioned below 

5.3.4. 

Test method 

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5.3.4.1. 

Test method with engine 

The  measurements  shall  be  conducted  on  the  engine  referred  to  in  point 1.3.4. 
coupled  to  a  dynamometer.  With  the  throttle  completely  open,  the  bench  shall  be 
adjusted so as to obtain the engine speed (S) corresponding to the rated maximum 
power of the engine. 

For the measurement of back pressure, the distance at which the pressure tap shall 
be placed from the exhaust manifold is indicated in Appendix 5.  

5.3.4.2. 

Test method with vehicle 

The measurements shall be carried out  on the vehicle referred to point 1.3.3. The 
test shall be conducted either on the road or on a roller dynamometer. 

With  the  throttle  completely  open,  the  engine  shall  be  loaded  so  as  to  obtain  the 
engine  speed  corresponding  to  the  rated  maximum  power  of  the  engine  (engine 
speed S). 

For the measurement of back pressure, the distance at which the pressure tap shall 
be placed from the exhaust manifold is indicated in Appendix 5.. 

5.4. 

Additional  specifications  regarding  replacement  silencing  systems  or  components 
containing acoustically absorbing fibrous materials 

5.4.1. 

General 

Sound  absorbing  fibrous  materials  may  only  be  used  in  silencing  systems  or 
components thereof where any of the following conditions are fulfilled: 

(a)  The exhaust gas is not in contact with the fibrous materials; 

(b)  The silencing system or the components thereof are of the same design family 
as  systems  or  components  for  which  it  has  been  proven,  in  the  course  of  the 
type-approval process in accordance with the requirements of this Regulation, 
that they are not subject to deterioration. 

Unless  one  of  these  conditions  is  fulfilled,  the  complete  silencing  system  or 
component thereof shall be submitted to conventional conditioning using one of the 
three installations and procedures described below. 

5.4.1.1. 

Continuous road operation for 10000 km 

5.4.1.1.1. 

50  ±  20  %  of  this  operation  shall  consist  of  urban  driving  and  the  remaining 
operation shall be long-distance runs at high speed; continuous road operation may 
be replaced by a corresponding test-track programme. 

The two speed regimes shall be alternated at least twice. 

The complete test program shall include a minimum of 10 breaks of at least three-
hour  duration  in  order  to  reproduce  the  effects  of  cooling  and  any  condensation 
which may occur. 

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5.4.1.2. 

Conditioning on a test bench 

5.4.1.2.1. 

Using  standard  parts  and  observing  the  vehicle  manufacturer's  instructions,  the 
silencing system or components thereof shall be fitted to the vehicle referred to in 
point 1.3.3. or the engine referred to in point 1.3.4.. In the former case the vehicle 
shall be mounted on a roller dynamometer. In the second case, the engine shall be 
coupled to a dynamometer. 

5.4.1.2.2. 

The test shall be conducted in six six-hour periods with a break of at least 12 hours 
between  each  period  in  order  to  reproduce  the  effects  of  cooling  and  any 
condensation which may occur. 

5.4.1.2.3. 

During each six-hour period, the engine shall be run under the following conditions 
in turn: 

(a)  Five minutes at idling speed; 

(b)  One-hour sequence under 1/4 load at 3/4 of rated maximum speed (S); 

(c)  One-hour sequence under 1/2 load at 3/4 of rated maximum speed (S); 

(d)  10-minute sequence under full load at 3/4 of rated maximum speed (S); 

(e)  15-minute sequence under 1/2 load at rated maximum speed (S); 

(f)  30-minute sequence under 1/4 load at rated maximum speed (S). 

Each  period  shall  comprise  two  sequenced  sets  of  those  conditions  in 
consecutive order from (a) to (f). 

5.4.1.2.4. 

During the test, the silencing system or components thereof shall not be cooled by a 
forced draught simulation normal airflow around the vehicle. 

Nevertheless,  at  the  request  of  the  manufacturer,  the  silencing  system  or 
components thereof may be cooled in order not to exceed the temperature recorded 
at its inlet when the vehicle is running at maximum speed. 

5.4.1.3. 

Conditioning by pulsation 

5.4.1.3.1. 

5.4.1.3.2. 

5.4.1.3.3. 

5.4.1.3.4. 

The silencing system or components thereof shall be fitted to the vehicle referred to 
in  point  1.3.3.  or  to  the  engine  referred  to  in  point  1.3.4.  In  the  former  case,  the 
vehicle  shall  be  mounted  on  a  roller  dynamometer,  and,  in  the  second  case,  the 
engine shall be mounted on a dynamometer. 

The  test  apparatus,  a  detailed  diagram  of  which  is  shown  in  Figure  1  of  the 
Appendix 1 to Annex IV shall be fitted at the outlet of the silencing system. Any 
other apparatus providing equivalent results is acceptable. 

The  test  apparatus  shall  be  adjusted  in  such  a  way  that  the  exhaust  gas  flow  is 
alternately interrupted and re-established by the quick action valve for 2500 cycles. 

The  valve  shall  open  when  the  exhaust  gas  back  pressure,  measured  at  least  100 
mm downstream of the intake flange, reaches a value of between 35 and 40 kPa. It 

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5.4.1.3.5. 

5.4.1.3.6. 

5.4.1.3.7. 

shall close when this pressure does not differ by more than 10 % from its stabilized 
value with the valve opened. 

The time-delay switch shall be set for the duration of gas exhaust resulting from the 
provisions laid down in point 5.4.1.3.4. 

Engine  speed  shall  be  75  %  of  the  speed  (S)  at  which  the  engine  develops 
maximum power. 

The power indicated by the dynamometer shall be 50 % of the full-throttle power 
measured at 75 % of engine speed (S). 

5.4.1.3.8. 

Any drain holes shall be closed off during the test. 

5.4.1.3.9. 

The entire test shall be completed within 48 hours. If necessary, one cooling period 
will be observed after each hour. 

5.4.1.3.10. 

After conditioning, the noise level is checked pursuant to point 5.2. 

6. 

Extension of approval 

The  silencing  system  manufacturer  or  his  duly  accredited  representative  may  ask 
the  administrative  department  which  has  granted  the  approval  of  the  silencing 
system  for  one  or  several  types  of  vehicles,  for  an  extension  of  the  approval  to 
other types of vehicles. 

The procedure is that described in point 1. Notice of the extension of approval (or 
refusal  of  extension)  shall  be  communicated  to  the  Member  States  in  accordance 
with the procedure specified in Directive 2007/46/EC. 

7. 

Modification of the type of silencing system 

8. 

8.1. 

8.2. 

8.2.1. 

8.2.2. 

In  the  case  of  modifications  of  the  type  approved  pursuant  to  this  Regulation, 
Articles 13 - 16 and Article 17(4) of Directive 2007/46/EC shall apply. 

Conformity of production 

Measures to ensure the conformity of production shall be taken in accordance with 
the requirements laid down in Article 12 of Directive 2007/46/EC. 

Special provisions: 

The  tests  referred  to  point  2.3.5  of  Annex  X  to  Directive  2007/46/EC  are  those 
prescribed in Annex VI to this Regulation. 

The  frequency  of  inspections  referred  to  in  point  3  of  Annex  X  to  Directive 
2007/46/EC is normally once every two years. 

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Appendix 1 

Information Document No … relating to EU type-approval as separate 

technical unit of exhaust systems for motor vehicles (Regulation …) 

The following information, if applicable, must be supplied in triplicate and include a list of contents. 
Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of 
A4 format. Photographs, if any, must show sufficient detail. 

If the systems, components or separate technical units have electronic controls, information concerning 
their performance must be supplied. 

0. 

0.1. 

0.2. 

0.5. 

0.7. 

0.8. 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

General 

Make (trade name of manufacturer): 

Type and general commercial description(s): 

Name and address of manufacturer 

In  the  case  of  components  and  separate  technical  units,  location  and  method  of 
affixing of the EU approval mark: 

Address(es) of assembly plant(s): 

Description of the vehicle for which the device is intended (if the device is intended 
to be fitted to more than one vehicle type the information requested under this point 
shall be supplied for each type concerned) 

Make (trade name of manufacturer): 

Type and general commercial description(s): 

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

Category of vehicle: 

EU type-approval number with regard to sound level: 

All the information mentioned in points 1.1 to 1.4 of the type-approval certificate 
concerning the vehicle (Annex I, Appendix 2 to this Regulation): 

Additional information 

Composition of the separate technical unit: 

Trademark or trade name of the type(s) of motor vehicle to which the silencer is to 
be fitted (1) 

Type(s) of vehicle and its/their type-approval number(s): 

Engine 

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Type (positive ignition, diesel): 

Cycles: two-stroke, four-stroke: 

Total cylinder capacity: 

Rated maximum engine power 

… kW at … min–1 

Number of gear ratios: 

Gear ratios employed: 

Drive-axle ratios(s): 

Sound-level values: 

moving vehicle:...............… dB(A), speed stabilised before acceleration 

at .................... … km/h; 

stationary vehicle dB(A), at  … min–1 

Value of the back pressure: 

Any restrictions in respect of use and mounting requirements: 

Remarks: 

Description of the device 

A description of the replacement exhaust system indicating the relative position of 
each system component, together with mounting instructions: 

Detailed  drawings  of  each  component,  so  that  they  can  be  easily  located  and 
identified,  and  reference  to  the  materials  used.  These  drawings  must  indicate  the 
place provided for the compulsory affixing of the EU type-approval mark 

1.4.1. 

1.4.2. 

1.4.3. 

1.4.4. 

1.5. 

1.6. 

1.7. 

1.8. 

1.9. 

1.10. 

2. 

3. 

3.1. 

3.2. 

Date, File 

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Appendix 2 

MODEL 

EU TYPE-APPROVAL CERTIFICATE 

(Maximum Format: A4 (210 × 297 mm)) 

Stamp of administration 

Communication concerning the 

- type-approval (1) 

- extension of type-approval (1) 

- refusal of type-approval (1) 

- withdrawal of type-approval (1) 

of a type of a vehicle/component/separate technical unit (1) with regard to Regulation No. . 

Type-approval number: 

Reason for extension: 

SECTION 1 

0.1. 

0.2. 

0.3. 

Make (trade name of manufacturer): 

Type and general commercial description(s): 

Means  of  identification  of  type  if  marked  on  the  vehicle/component/ 
separate technical unit (1) (2): 

0.3.1. 

Location of that marking: 

0.4. 

0.5. 

0.7. 

0.8. 

SECTION II 

Category of vehicle (3): 

Name and address of manufacturer: 

In the case of components and separate technical units, location and method 
of affixing of the EU type-approval mark: 

Address(es) of assembly plant(s): 

1. 

Additional information (where applicable): See Addendum 

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2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

(1) 

(2) 

(3) 

Technical service responsible for carrying out the tests: 

Date of test report: 

Number of test report: 

Remarks (if any): See Addendum 

Place: 

Date: 

Signature: 

The  index  to  the  information  package  lodged  with  the  approval  authority, 
which may be obtained on request, is attached 

Delete as applicable. 

If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical 
unit types covered by the type-approval certificate such characters shall be represented in the documentation by the symbol: 
‘?’ (e.g.ABC??123??). 

As defined in point A of Annex IIA to Directive 2007/46/EC. 

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Appendix 3 

Model for the EU type-approval mark 

The  exhaust  system  or  component  thereof  bearing  the  above  EU  type-approval  mark  is  a  device  which  has  been  approved  in  Spain  (e  9) 
pursuant to Regulation No.. under the base approval number 0148. 

The figures used are only indicative. 

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Appendix 4 

Test apparatus 

1 

2 

3 

4 

5 

6 

7 

8 

9 

Inlet flange or sleeve – connection to the rear of complete silencing system to be tested. 

Regulation valve (hand operated). 

Compensating reservoir from 35 to 40 l. 

Pressure switch 5 kPa to 250 kPa– to open item 7. 

Time delay switch – to close item 7. 

Counter of impulses. 

Quick response valve – such as the valve of an exhaust brake system of 60 mm in diameter, 
operated by a pneumatic cylinder with an output of 120 N at 400 kPa. The response time, both 
when opening and closing, shall not exceed 0,5 s. 

Exhaust gas evacuation. 

Flexible pipe. 

10 

Pressure gauge. 

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Appendix 5 

Measuring points – Back pressure 

Examples  of  possible  measuring  points  for  loss-of-pressure  tests.  The  exact 
measuring point shall be specified in the test report. It shall be in an area where gas 
flow is regular. 

1. 

FIGURE 1 

Single pipe 

2. 

FIGURE 2 

Partly twin pipe 1 

1 

3. 

If not possible, refer to figure 3. 

FIGURE 3 

Twin pipe 

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2 

Two measuring points, one reading. 

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Checks on conformity of production for exhaust system as a separate technical unit 

Annex XI 

1. 

2. 

3. 

3.1. 

3.2. 

3.3. 

3.4. 

General 

These requirements are consistent with the test to be held to check conformity 
of production (COP) according to point 1 of Annex I to this Regulation. 

Testing and procedures 

The  methods  of  testing,  measuring  instruments  and  interpretation  of  results 
shall  be  those  described  in  point  5  of  Annex  X.  The  exhaust  system  or 
component under test shall be subjected to the test as described in points 5.2., 
5.3. and 5.4. of Annex X. 

Sampling and evaluation of the results 

One  silencing  system  or  component  has  to  be  chosen  and  subjected  to  the 
tests  of  point  2.  If  the  test  results  fulfil  the  conformity  of  production 
requirements  of  point  8.1.  of  Annex  X,  the  type  of  silencing  system  or 
component is considered to be in compliance with COP. 

If  one  of  the  test  results  does  not  fulfil  the  conformity  of  production 
requirements  of  point  8.1.  of  Annex  X,  two  more  silencing  systems  or 
components of the same type shall be tested pursuant to point 2  

If the test results for the second and the third silencing system or component 
fulfil the conformity of production requirements of point 8.1 of Annex X, the 
type of silencing system or component is considered to be in compliance with 
the conformity of production. 

If one of the test results of the second or third silencing system or component 
does  not  fulfil  the  conformity  of  production  requirements  of  point  8.1.  of 
Annex X, the type of silencing system or component shall be considered not 
to conform to the requirements of this Regulation and the manufacturer shall 
take the necessary measures to re-establish the conformity. 

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Annex XII 

Correlation table 

(Referred to in Article 15.2) 

Directive 70/157/EEC 

This Regulation 

- 

- 

- 

Article 2 

Article 2a 

- 

- 

- 

- 

- 

- 

- 

- 

Annex I, point 1 

Annex I, point 3 

Annex I, point 4 

Annex I, point 5 

Annex I, point 6 

Article 1 

Article 2 

Article 3 

Article 4(1) 

Article 4(2) and (3) 

Article 5 

Article 6 

Article 7 

Article 8 

Article 9 

Articles 10, 11, 12 and 13 

Article 14 

Article 15 

Article 16 

Annex I, point 1 

Annex I, point 2 

Annex I, point 3 

Annex I, point 4 

Annex I, point 5 

Annex I, Appendix 1 

Annex I, Appendix 1 

Annex I, Appendix 2 (without Addendum) 

Annex I, Appendix 2 

- 

Annex I, Appendix 3 

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- 

Annex I, point 2 

- 

- 

- 

- 

- 

Annex II 

Annex III 

Annex IV 

Annex V 

Annex VI 

Annex VII 

Annex VIII 

Annex IX 

Annex II, points 1, 2, 3 and 4 

Annex X, points 1, 2, 3 and 4 

- 

Annex X, points 5 and 6 

Annex II, points 5 and 6 

Annex X, points 7 and 8 

Annex II, Appendix 1 

Annex X, Appendix 1 (+ additional info) 

Annex II, Appendix 2 (without Addendum) 

Annex X, Appendix 2 

Annex II, Appendix 3 

Annex X, Appendix 3 

- 

- 

Annex III, point 1 

Annex III, point 2 

Annex X, Appendixes 4 and 5 

Annex XI 

Annex XII 

- 

- 

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