CELEX: 42006X1227(05)
Language: en
Date: 2006-12-27 00:00:00
Title: Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of compression-ignition (C.I.) and natural gas (NG) engines as well as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped with c.i. and ng engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants by the engine

27.12.2006          EN                           Official Journal of the European Union                                L 375/1
                                                                       I
                                                     (Acts whose publication is obligatory)
             Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform
              provisions concerning the approval of compression-ignition (C.I.) and natural gas (NG) engines as well
                as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped
                with c.i. and ng engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants
                                                              by the engine
                                                               Revision 3
    Incorporating:
    01 series of amendments - Date of entry into force : 14 May 1990
    02 series of amendments - Date of entry into force : 30 December 1992
    Corrigendum 1 to the 02 series of amendments subject of depositary notification
       C.N.232.1992.TREATIES-32 dated 11 September 1992
    Corrigendum 2 to the 02 series of amendments subject of depositary notification
       C.N.353.1995.TREATIES-72 dated 13 November 1995
    Corrigendum 1 to Revision 2 (Erratum - English only)
    Supplement 1 to the 02 series of amendments - Date of entry into force : 18 May 1996
    Supplement 2 to the 02 series of amendments - Date of entry into force : 28 August 1996
    Corrigendum 1 to Supplement 1 to the 02 series of amendments subject of depositary notification
       C.N.426.1997.TREATIES-96 dated 21 November 1997
    Corrigendum 2 to Supplement 1 to the 02 series of amendments subject of depositary notification
       C.N.272.1999.TREATIES-2 dated 12 April 1999
    Corrigendum 1 to Supplement 2 to the 02 series of amendments subject of depositary notification
       C.N.271.1999.TREATIES-1 dated 12 April 1999
    03 series of amendments – Date of entry into force : 27 December 2001
    04 series of amendments – Date of entry into force : 31 January 2003
 ---pagebreak--- L 375/2       EN                       Official Journal of the European Union                                27.12.2006
   1.        SCOPE
             This Regulation applies to the emission of gaseous and particulate pollutants from C.I.
             and NG engines and P.I. engines fuelled with LPG, used for driving motor vehicles
             having a design speed exceeding 25 km/h of categories 1/ 2 / M1 having a total mass
             exceeding 3.5 tonnes, M2, M3, N1, N2 and N3.
   2.        DEFINITIONS AND ABBREVIATIONS
             For the purposes of this Regulation:
   2.25.    "test cycle" means a sequence of test points each with a defined speed and torque to be
              followed by the engine under steady state (ESC test) or transient operating conditions
              (ETC, ELR test);
   2.26.    "approval of an engine (engine family)" means the approval of an engine type (engine
              family) with regard to the level of the emission of gaseous and particulate pollutants;
   2.27.    "diesel engine" means an engine which works on the compression-ignition principle;
              "gas engine" means an engine, which is fuelled with natural gas (NG) or liquid
              petroleum gas (LPG);
   2.28.    "engine type" means a category of engines which do not differ in such essential respects
              as engine characteristics as defined in annex 1 to this Regulation;
   2.29.    "engine family" means a manufacturers grouping of engines which, through their design
              as defined in annex 1, appendix 2 to this Regulation, have similar exhaust emission
              characteristics; all members of the family must comply with the applicable emission
              limit values;
   2.30.    "parent engine" means an engine selected from an engine family in such a way that its
              emissions characteristics will be representative for that engine family;
   2.31.    "gaseous pollutants" means carbon monoxide, hydrocarbons (assuming a ratio of
              CH1.85 for diesel, CH2.525 for LPG and an assumed molecule CH3O0.5 for ethanol-
              fuelled diesel engines), non-methane hydrocarbons (assuming a ratio of CH1.85 for
              diesel fuel, CH2.525 for LPG and CH2.93 for NG), methane (assuming a ratio of CH4
              for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide
              (NO2) equivalent;
         1/     In conformity with annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3),
                (TRANS/WP.29/78/Rev.1/Amend.2).
         2/     Engines used by category N1, N2 and M2 power-driven vehicles are not approved according to this
                Regulation, provided that such vehicles are approved according to Regulation No. 83.
 ---pagebreak--- 27.12.2006   EN                      Official Journal of the European Union                        L 375/3
              "particulate pollutants" means any material collected on a specified filter medium after
              diluting the exhaust with clean filtered air so that the temperature does not
              exceed 325 K (52°C);
    2.32.   "smoke" means particles suspended in the exhaust stream of a diesel engine which
              absorb, reflect, or refract light;
    2.33.   "net power" means the power in ECE kW obtained on the test bench at the end of the
              crankshaft, or its equivalent, measured in accordance with the method of measuring
              power as set out in Regulation No. 24.
    2.34.  "declared maximum power (Pmax)" means the maximum power in ECE kW (net power)
           as declared by the manufacturer in his application for approval;
    2.35.  "per cent load" means the fraction of the maximum available torque at an engine speed;
    2.12.  "ESC test" means a test cycle consisting of 13 steady state modes to be applied in
           accordance with paragraph 5.2. of this Regulation;
    2.13.  "ELR test" means a test cycle consisting of a sequence of load steps at constant engine
           speeds to be applied in accordance with paragraph 5.2. of this Regulation;
    2.14.  "ETC test" means a test cycle consisting of 1800 second-by-second transient modes to be
           applied in accordance with paragraph 5.2. of this Regulation;
    2.15.  "engine operating speed range" means the engine speed range, most frequently used
           during engine field operation, which lies between the low and high speeds, as set out in
           annex 4 to this Regulation;
    2.16.  "low speed (nlo)" means the lowest engine speed where 50 per cent of the declared
           maximum power occurs;
    2.17.  "high speed (nhi)" means the highest engine speed where 70 per cent of the declared
           maximum power occurs;
    2.18.  "engine speeds A, B and C" means the test speeds within the engine operating speed
           range to be used for the ESC test and the ELR test, as set out in annex 4, appendix 1 to
           this Regulation;
    2.19.  "control area" means the area between the engine speeds A and C and between 25 to
           100 per cent load;
    2.20.  "reference speed (nref)" means the 100 per cent speed value to be used for denormalizing
           the relative speed values of the ETC test, as set out in annex 4, appendix 2 to this
           Regulation;
 ---pagebreak--- L 375/4    EN                     Official Journal of the European Union                        27.12.2006
   2.21. "opacimeter" means an instrument designed to measure the opacity of smoke particles by
         means of the light extinction principle;
   2.22. "NG gas range" means one of the H or L range as defined in European Standard EN 437,
         dated November 1993;
   2.23. "self adaptability" means any engine device allowing the air/fuel ratio to be kept
         constant;
   2.24. "recalibration" means a fine-tuning of a NG engine in order to provide the same
         performance (power, fuel consumption) in a different range of natural gas;
   2.36.  "Wobbe Index (lower Wl; or upper Wu)" means the ratio of the corresponding calorific
          value of a gas per unit volume and the square root of its relative density under the same
          reference conditions:
                                W   ?      H  gas   X       t air  / t   gas
   2.37.  "ʷ-shift factor (Sʷ)" means an expression that describes the required flexibility of the
          engine management system regarding a change of the excess-air ratio ʷ if the engine is
          fuelled with a gas composition different from pure methane (see annex 8 for the
          calculation of Sʷ).
   2.38.  "EEV" means Enhanced Environmentally Friendly Vehicle which is a type of vehicle
          propelled by an engine complying with the permissive emission limit values given in
          row C of the Tables in paragraph 5.2.1. of this Regulation;
   2.39.  "Defeat Device" means a device which measures, senses or responds to operating
          variables (e.g. vehicle speed, engine speed, gear used, temperature, intake pressure or
          any other parameter) for the purpose of activating, modulating, delaying or deactivating
          the operation of any component or function of the emission control system such that the
          effectiveness of the emission control system is reduced under conditions encountered
          during normal vehicle use unless the use of such a device is substantially included in the
          applied emission certification test procedures.
   2.40.  “Auxiliary control device” means a system, function or control strategy installed to an
          engine or on a vehicle, that is used to protect the engine and/or its ancillary equipment
          against operating conditions that could result in damage or failure, or is used to facilitate
          engine starting. An auxiliary control device may also be a strategy or measure that has
          been satisfactorily demonstrated not to be a defeat device.
   2.41.  “Irrational emission control strategy” means any strategy or measure that, when the
          vehicle is operated under normal conditions of use, reduces the effectiveness of the
 ---pagebreak--- 27.12.2006   EN                   Official Journal of the European Union                            L 375/5
            emission control system to a level below that expected on the applicable emission test
            procedures.
                           Figure 1: Specific definitions of the test cycles
    2.31.    Symbols and Abbreviations
    2.31.1.  Symbols for Test Parameters
             Symbol       Unit                 Term
             AP          m²                    Cross sectional area of the isokinetic sampling probe
             AT          m²                    Cross sectional area of the exhaust pipe
             CEE           -                   Ethane efficiency
             CEM         -                     Methane efficiency
             C1          -                     Carbon 1 equivalent hydrocarbon
             conc         ppm / vol%           Subscript denoting concentration
             D0           m³/s                 Intercept of PDP calibration function
             DF           -                    Dilution factor
             D            -                    Bessel function constant
             E            -                    Bessel function constant
             EZ           g/kWh                Interpolated NOx emission of the control point
             fa           -                    Laboratory atmospheric factor
             fc           s-1                  Bessel filter cut-off frequency
             FFH          -                    Fuel specific factor for the calculation of wet
                                               concentration for dry concentration
             FS           -                    Stoichiometric factor
             GAIRW        kg/h                 Intake air mass flow rate on wet basis
             GAIRD        kg/h                 Intake air mass flow rate on dry basis
 ---pagebreak--- L 375/6 EN                 Official Journal of the European Union                          27.12.2006
        Symbol    Unit                  Term
        GDILW     kg/h                  Dilution air mass flow rate on wet basis
        GEDFW     kg/h                  Equivalent diluted exhaust gas mass flow rate on wet
                                        basis
        GEXHW     kg/h                  Exhaust gas mass flow rate on wet basis
        GFUEL     kg/h                  Fuel mass flow rate
        GTOTW     kg/h                  Diluted exhaust gas mass flow rate on wet basis
        H         MJ/m³                 Calorific value
        HREF      g/kg                  Reference value of absolute humidity (10.71g/kg)
        Ha        g/kg                  Absolute humidity of the intake air
        Hd        g/kg                  Absolute humidity of the dilution air
        HTCRA     mol/mol               Hydrogen-to-Carbon ratio
                T
        I         -                     Subscript denoting an individual mode
        K         -                     Bessel constant
        K         m-1                   Light absorption coefficient
        KH,D      -                     Humidity correction factor for NOx for diesel engines
        KH,G      -                     Humidity correction factor for NOx for gas engines
        KV                              CFV calibration function
        KW,a      -                     Dry to wet correction factor for the intake air
        KW,d      -                     Dry to wet correction factor for the dilution air
        KW,e      -                     Dry to wet correction factor for the diluted exhaust
                                        gas
        KW,r      -                     Dry to wet correction factor for the raw exhaust gas
        L         %                     Percent torque related to the maximum torque for the
                                        test engine
        La        m                     Effective optical path length
        M                               Slope of PDP calibration function
        Mass      g/h or g              Subscript denoting emissions mass flow (rate)
        MDIL      kg                    Mass of the dilution air sample passed through the
                                        particulate sampling filters
        Md        mg                    Particulate sample mass of the dilution air collected
        Mf        mg                    Particulate sample mass collected
        Mf,p      mg                    Particulate sample mass collected on primary filter
        Mf,b      mg                    Particulate sample mass collected on back-up filter
        MSAM      kg                    Mass of the diluted exhaust sample passed through
                                        the particulate sampling filters
        MSEC      kg                    Mass of secondary dilution air
        MTOTW     kg                    Total CVS mass over the cycle on wet basis
        MTOTW,i   kg                    Instantaneous CVS mass on wet basis
        N         %                     Opacity
        NP        -                     Total revolutions of PDP over the cycle
 ---pagebreak--- 27.12.2006 EN            Official Journal of the European Union                             L 375/7
           Symbol Unit                Term
           NP,i   -                   Revolutions of PDP during a time interval
           N      min-1               Engine speed
           nP     s-1                 PDP speed
           nhi    min-1               High engine speed
           nlo    min-1               Low engine speed
           nref   min-1               Reference engine speed for ETC test
           pa     kPa                 Saturation vapour pressure of the engine intake air
           pA     kPa                 Absolute pressure
           pB     kPa                 Total atmospheric pressure
           pd     kPa                 Saturation vapour pressure of the dilution air
           ps     kPa                 Dry atmospheric pressure
           p1     kPa                 Pressure depression at pump inlet
           P(a)   kW                  Power absorbed by auxiliaries to be fitted for test
           P(b)   kW                  Power absorbed by auxiliaries to be removed for test
           P(n)   kW                  Net power non-corrected
           P(m)   kW                  Power measured on test bed
           Ȭ      -                   Bessel constant
           Qs     m³/s                CVS volume flow rate
           q      -                   Dilution ratio
           r      -                   Ratio of cross sectional areas of isokinetic probe and
                                      exhaust pipe
           Ra     %                   Relative humidity of the intake air
           Rd     %                   Relative humidity of the dilution air
           Rf     -                   FID response factor
           ʼ      kg/m³               Density
           S      kW                  Dynamometer setting
           Si     m-1                 Instantaneous smoke value
           Sʷ     -                   ʷ-shift factor
           T      K                   Absolute temperature
           Ta     K                   Absolute temperature of the intake air
           t      s                   Measuring time
           te     s                   Electrical response time
           tf     s                   Filter response time for Bessel function
           tp     s                   Physical response time
           Țt     s                   Time interval between successive smoke data (=
                                      1/sampling rate)
           Țti    s                   Time interval for instantaneous CFV flow
           ő      %                   Smoke transmittance
           V0     m³/rev              PDP volume flow rate at actual conditions
           W      -                   Wobbe index
           Wact   kWh                 Actual cycle work of ETC
           Wref   kWh                 Reference cycle work of ETC
           WF     -                   Weighting factor
           WFE    -                   Effective weighting factor
           X0     m³/rev              Calibration function of PDP volume flow rate
 ---pagebreak--- L 375/8     EN                     Official Journal of the European Union                       27.12.2006
            Symbol        Unit                  Term
            Yi            m-1                   1 s Bessel averaged smoke value
   2.31.2.  Symbols for the Chemical Components
            CH4               Methane
            C2H6              Ethane
            C2H5OH            Ethanol
            C3H8              Propane
            CO                Carbon monoxide
            DOP               Di-octylphtalate
            CO2               Carbon dioxide
            HC                Hydrocarbons
            NMHC              Non-methane hydrocarbons
            NOx               Oxides of nitrogen
            NO                Nitric oxide
            NO2               Nitrogen dioxide
            PT                Particulates
   2.31.3.  Abbreviations
            CFV             Critical flow venturi
            CLD             Chemiluminescent detector
            ELR             European Load Response Test
            ESC             European Steady State Cycle
            ETC             European Transient Cycle
            FID             Flame Ionisation Detector
            GC              Gas Chromatograph
            HCLD            Heated Chemiluminescent Detector
            HFID            Heated Flame Ionisation Detector
            LPG             Liquefied Petroleum Gas
            NDIR            Non-Dispersive Infrared Analyser
            NG              Natural Gas
            NMC             Non-Methane Cutter
   3.      APPLICATION FOR APPROVAL
   3.1.    Application for approval of an engine as a separate technical unit
   3.1.1.  The application for approval of an engine type with regard to the level of the emission
           of gaseous and particulate pollutants is submitted by the engine manufacturer or by his
           duly accredited representative.
   3.1.2.  It shall be accompanied by the necessary documents in triplicate. It will at least include
 ---pagebreak--- 27.12.2006     EN                     Official Journal of the European Union                            L 375/9
              the essential characteristics of the engine as referred to in annex 1 to this Regulation.
    3.1.3.    An engine conforming to the "engine type" characteristics described in annex 1 shall be
              submitted to the technical service responsible for conducting the approval tests defined
              in paragraph 5.
    3.2.      Application for approval of a vehicle type in respect of its engine
    3.2.1.    The application for approval of a vehicle type with regard to emission of gaseous and
              particulate pollutants by its engine is submitted by the vehicle manufacturer or his duly
              accredited representative.
    3.2.2.    It shall be accompanied by the necessary documents in triplicate. It will at least
              include:
    3.2.2.1.  The essential characteristics of the engine as referred to in annex 1;
    3.2.2.2.  A description of the engine related components as referred to in annex 1;
    3.2.2.3.  A copy of the type approval communication form (annex 2A) for the engine type
              installed.
    3.3.     Application for approval for a vehicle type with an approved engine
    3.3.1.   The application for approval of a vehicle with regard to emission of gaseous and
             particulate pollutants by its approved diesel engine or engine family and with regard to
             the level of the emission of gaseous pollutants by its approved gas engine or engine
             family must be submitted by the vehicle manufacturer or a duly accredited
             representative.
    3.3.2.   It must be accompanied by the necessary documents in triplicate and the following
             particulars:
    3.3.2.1. a description of the vehicle type and of engine-related vehicle parts comprising the
             particulars referred to in annex 1, as applicable, and a copy of the approval
             communication form (annex 2a) for the engine or engine family, if applicable, as a
             separate technical unit which is installed in the vehicle type.
    4.        APPROVAL
    4.1.      Universal fuel approval
              A universal fuel approval is granted subject to the following requirements:
    4.1.1.   In the case of diesel fuel: if pursuant to paragraphs 3.1., 3.2. or 3.3. of this Regulation,
             the engine or vehicle meets the requirements of paragraphs 5, 6
             and 7 below on the reference fuel specified in annex 5 of this Regulation, approval of
 ---pagebreak--- L 375/10      EN                      Official Journal of the European Union                       27.12.2006
            that type of engine or vehicle must be granted.
   4.1.2.   In the case of natural gas the parent engine should demonstrate its capability to adapt to
            any fuel composition that may occur across the market. In the case of natural gas there
            are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas),
            but with a significant spread within both ranges; they differ significantly in their energy
            content expressed by the Wobbe Index and in their ʷ-shift factor (Sʷ). The formulae for
            the calculation of the Wobbe index and Sʷ are given in paragraphs 2.25. and 2.26.
            Natural gases with a ʷ-shift factor between 0.89 and 1.08 (0.89  Sʷ  1.08) are
            considered to belong to H-range, while natural gases with a ʷ-shift factor between 1.08
            and 1.19 (1.08  Sʷ  1.19) are considered to belong to L-range. The composition of the
            reference fuels reflects the extreme variations of Sʷ.
            The parent engine must meet the requirements of this Regulation on the reference fuels
            GR (fuel 1) and G25 (fuel 2), as specified in annex 6, without any readjustment to the
            fuelling between the two tests. However, one adaptation run over one ETC cycle
            without measurement is permitted after the change of the fuel. Before testing, the parent
            engine must be run-in using the procedure given in paragraph 3 of appendix 2 to
            annex 4.
   4.1.2.1. On the manufacturer’s request the engine may be tested on a third fuel (fuel 3) if the ʷ-
            shift factor (Sʷ) lies between 0.89 (i.e. the lower range of GR) and 1.19 (i.e. the upper
            range of G25), for example when fuel 3 is a market fuel. The results of this test may be
            used as a basis for the evaluation of the conformity of production.
   4.1.3.   In the case of an engine fuelled with natural gas which is self-adaptive for the range of
            H-gases on the one hand and the range of L-gases on the other hand, and which switches
            between the H-range and the L-range by means of a switch, the parent engine must be
            tested at each position of the switch on the reference fuel relevant for the respective
            position as specified in annex 6 for each range. The fuels are GR (fuel 1) and G23 (fuel
            3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases.
            The parent engine must meet the requirements of this Regulation at both positions of the
            switch without any readjustment to the fuelling between the two tests at the respective
            position of the switch. However, one adaptation run over one ETC cycle without
            measurement is permitted after the change of the fuel. Before testing the parent engine
            must be run-in using the procedure given in paragraph 3 of appendix 2 to annex 4.
   4.1.3.1. On the manufacturer's request the engine may be tested on a third fuel instead of G23
            (fuel 3) if the ʷ-shift factor (Sʷ) lies between 0.89 (i.e the lower range
            of GR) and 1.19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel.
             The results of this test may be used as a basis for the evaluation of the conformity of the
            production.
   4.1.4.    In the case of natural gas engines, the ratio of emission results "r" shall be determined
             for each pollutant as follows:
 ---pagebreak--- 27.12.2006     EN                      Official Journal of the European Union                         L 375/11
                               emission result on reference fuel 2
                           r?
                               emission result on reference fuel 1
                 or,
                                emission result on reference fuel 2
                           ra ?
                                emission result on reference fuel 3
                 and,
                                emission result on reference fuel 1
                           rb ?
                                emission result on reference fuel 3
    4.1.5.    In the case of LPG the parent engine should demonstrate its capability to adapt to any
              fuel composition that may occur across the market. In the case of LPG there are
              variations in C3/C4 composition. These variations are reflected in the reference fuels.
              The parent engine should meet the emission requirements on the reference fuels A and
              B as specified in annex 7 without any readjustment to the fuelling between the two
              tests. However, one adaptation run over one ETC cycle without measurement is
              permitted, after the change of the fuel. Before testing the parent engine must be run-in
              using the procedure defined in paragraph 3 of appendix 2 to annex 4.
    4.1.5.1.  The ratio of emission results "r" must be determined for each pollutant as follows:
                             emission result on reference fuel B
                         r?                                              "
                             emission result on reference fuel A
    4.2.      Granting of a fuel range restricted approval
              Fuel range restricted approval is granted subject to the following requirements:
    4.2.1.    Exhaust emissions approval of an engine running on natural gas and laid out for
              operation on either the range of H-gases or on the range of L-gases.
              The parent engine must be tested on the relevant reference fuel as specified in annex 6
              for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of
              gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine
              must meet the requirements of this Regulation without any readjustment to the fuelling
              between the two tests. However, one adaptation run over one ETC cycle without
              measurement is permitted after the change of the fuel. Before testing the parent engine
              must be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4.
    4.2.1.1. On the manufacturer's request the engine may be tested on a third fuel instead of G23
             (fuel 3) if the ʷ-shift factor (Sʷ) lies between 0.89 (i.e. the lower range of GR) and 1.19
             (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of
             this test may be used as a basis for the evaluation of the conformity of the production.
 ---pagebreak--- L 375/12     EN                     Official Journal of the European Union                         27.12.2006
   4.2.1.2. The ratio of emission results "r" must be determined for each pollutant as follows:
                               emission result on reference fuel 2
                          r ?
                               emission result on reference fuel 1
               or,
                                emission result on reference fuel 2
                          ra ?
                                emission result on reference fuel 3
               and,
                                   emission result on reference fuel 1
                             rb ?
                                   emission result on reference fuel 3
   4.2.1.3. Upon delivery to the customer the engine must bear a label (see paragraph 4.11.) stating
            for which range of gases the engine is approved.
   4.2.2.   Exhaust emissions approval of an engine running on natural gas or LPG and laid out for
            operation on one specific fuel composition.
   4.2.2.1. The parent engine must meet the emission requirements on the reference fuels GR and
            G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as
            specified in annex 7.
            Between the tests fine-tuning of the fuelling system is allowed.
            This fine-tuning will consist of a recalibration of the fuelling database, without any
            alteration to either the basic control strategy or the basic structure of the database. If
            necessary the exchange of parts that are directly related to the amount of fuel flow (such
            as injector nozzles) is allowed.
   4.2.2.2. On the manufacturer’s request the engine may be tested on the reference fuels GR and
            G23, or on the reference fuels G25 and G23, in which case the approval is only valid
            for the H-range or the L-range of gases respectively.
   4.2.2.3. Upon delivery to the customer the engine must bear a label (see paragraph 4.11.) stating
            for which fuel composition the engine has been calibrated.
 ---pagebreak--- L 375/13
                                                                                                      APPROVAL OF NG-FUELLED ENGINES
                                                                     Para. 4.1.                                                                               Para. 4.2.
                                                               Granting of a universal      Number of                                                     Granting of a fuel       Number of test
                                                                                                                    Calculation of "r"                                                                        Calculation of "r"
                                                                   fuel approval             test runs                                                   restricted approval          runs
                                                                                                                           fuel 2(G25)
                                                                                                                        r?
                                                                                                                           fuel 1 (GR)
                                                                  GR (1) and G25 (2)                                and, if tested with
                                              Refer to
                                                               at manufacturer’s request                             an additional fuel
                                          para. 4.1.2. NG-                                       2
                                                                engine may be tested on
                                         engine adaptable to                                                                  fuel 2(G25)
                                                                  an additional market                             ra ?
                                              any fuel                                        (max. 3)
Official Journal of the European Union
                                                                        fuel (3),                                         fuel 3 (market fuel)
                                            composition                                                                          and
                                                                  if   Sn
                                                                        = 0.89 – 1.19
                                                                                                                               fuel 1 (GR)
                                                                                                            rb ?
                                                                                                                   fuel 3 (G23 or market fuel)
                                                                                              2 for the
                                                               GR (1) and G23 (3) for H     H-range, and                      fuel 1 (GR)        a
                                              Refer to                    and                 2 for the     rb ?
                                                                                                                   fuel 3 (G23 or market fuel)
                                          para. 4.1.3. NG-     G25 (2) and G23 (3) for L       L-range                        nd
                                          engine which is      at manufacturer’s request    at respective
                                         self adaptive by a    engine may be tested on a     position of
                                                                                                                              fuel 2 (G25)
                                               switch          market fuel (3) instead of       switch      ra ?
                                                                G23, if Sn = 0.89 – 1.19                            fuel 3 (G23 or market fuel)
                                                                                                 4
                                                                                                                                                                                                                      fuel 1 (GR)
                                                                                                                                                       GR (1) and G23 (3) for H                        rb ?
                                              Refer to                                                                                                                                                        fuel 3 (G23 or market fuel)
                                          para. 4.2.1. NG-                                                                                                         or              2 for the H-range           for the H-range
                                         engine laid out for                                                                                           G25 (2) and G23 (3) for L           or                         or
                                         operation on either                                                                                         at manufacturer’s request     2 for the L-range
                                           H-range gas or                                                                                            engine may be tested on a                         ra ?
                                                                                                                                                                                                                     fuel 2(G25)
                                            L-range gas                                                                                              market fuel (3) instead of            2                  fuel 3 (G23 or market fuel)
                                                                                                                                                     G23, if Sn = 0.89 – 1.19
                                                                                                                                                                                                               for the L-range
   EN
27.12.2006
 ---pagebreak--- 27.12.2006
                                                                 GR (1) and G25 (2),
                                             Refer to        fine-tuning between the tests            2
                                         para. 4.2.2. NG-              allowed                       or
                                          engine laid out                                    2 for the H-range
                                         for operation on     at manufacturer’s request              or
                                         one specific fuel     engine may be tested on       2 for the L-range
                                           composition        GR (1) and G23 (3) for H
                                                                         or                         2
                                                              G25 (2) and G23 (3) for L
Official Journal of the European Union
   EN
L 375/14
 ---pagebreak--- L 375/15
                                                                                        APPROVAL OF LPG-FUELLED ENGINES
                                                                   Para. 4.1.                                                     Para. 4.2.
                                                                                       Number of                                                         Number of Calculation
                                                             Granting of a universal                Calculation of "r"        Granting of a fuel
                                                                                        test runs                                                         test runs  of "r"
                                                                 fuel approval                                               restricted approval
                                              refer to
                                            para. 4.1.5                                                     fuel B
Official Journal of the European Union
                                           LPG-engine            fuel A and fuel B         2           r?
                                                                                                            fuel A
                                         adaptable to any
                                         fuel composition
                                              refer to
                                            para. 4.2.2                                                                        fuel A and fuel B,
                                         LPG-engine laid                                                                 fine-tuning between the tests
                                                                                                                                                             2
                                         out for operation                                                                          allowed
                                          on one specific
                                         fuel composition
                                                                                                                                                                          "
   EN
27.12.2006
 ---pagebreak--- L 375/16           EN                       Official Journal of the European Union                                27.12.2006
   4.3.           Exhaust emissions approval of a member of a family
   4.3.1.         With the exception of the case mentioned in paragraph 4.3.2., the approval of a parent
                  engine must be extended to all family members without further testing, for any fuel
                  composition within the range for which the parent engine has been approved (in the
                  case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of
                  engines described in either paragraphs 4.1. or 4.2) for which the parent engine has been
                  approved.
   4.3.2.         Secondary test engine
                  In case of an application for approval of an engine, or a vehicle in respect of its engine,
                  that engine belonging to an engine family, if the approval authority determines that,
                  with regard to the selected parent engine the submitted application does not fully
                  represent the engine family defined in the Regulation, appendix 1, an alternative and, if
                  necessary, an additional reference test engine may be selected by the approval authority
                  and tested.
   4.4.           An approval number shall be assigned to each type approved. Its first two digits (at
                  present 04, corresponding to 04 series of amendments) shall indicate the series of
                  amendments incorporating the most recent major technical amendments made to the
                  Regulation at the time of issue of the approval. The same Contracting Party shall not
                  assign the same number to another engine type or vehicle type.
   4.5.           Notice of approval or of extension or of refusal of approval or production definitely
                  discontinued of an engine type or vehicle type pursuant to this Regulation shall be
                  communicated to the Parties to the 1958 Agreement which apply this Regulation, by
                  means of a form conforming to the model in annexes 2A or 2B, as applicable, to this
                  Regulation. Values measured during the type test shall also be shown.
   4.6.           There shall be affixed, conspicuously and in a readily accessible place to every engine
                  conforming to an engine type approved under this Regulation, or to every vehicle
                  conforming to a vehicle type approved under this Regulation, an international approval
                  mark consisting of:
   4.6.1.         a circle surrounding the letter "E" followed by the distinguishing number of the country
                  which has granted approval; 3/
   3/       1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for
   Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United
   Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18
   for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24
   for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for
   Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for
   Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for
   the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43
   for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus,
   50 for Malta and 51 for the Republic of Korea. Subsequent numbers shall be assigned to other countries in the
 ---pagebreak--- 27.12.2006         EN                       Official Journal of the European Union                           L 375/17
    4.6.2.        the number of this Regulation, followed by the letter "R", a dash and the approval
                  number to the right of the circle prescribed in paragraph 4.4.1.
    4.6.3.        However, the approval mark must contain an additional character after the letter "R",
                  the purpose of which is to distinguish the emission limit values for which the approval
                  has been granted. For those approvals issued to indicate compliance with the limits
                  contained in Row A of the relevant table(s) in paragraph 5.2.1., the letter "R" will be
                  followed by the Roman number "I". For those approvals issued to indicate compliance
                  with the limits contained in Row B1 of the relevant table(s) in paragraph 5.2.1., the
                  letter "R" will be followed by the Roman number "II". For those approvals issued to
                  indicate compliance with the limits contained in Row B2 of the relevant table(s) in
                  paragraph 5.2.1., the letter "R" will be followed by the Roman number "III". For those
                  approvals issued to indicate compliance with the limits contained in Row C of the
                  relevant table(s) in paragraph 5.2.1., the letter "R" will be followed by the Roman
                  number "IV".
    4.6.3.1.      For NG fuelled engines the approval mark must contain a suffix after the national
                  symbol, the purpose of which is to distinguish which range of gases the approval has
                  been granted. This mark will be as follows;
    4.6.3.1.1.    H in case of the engine being approved and calibrated for the H-range of gases;
    4.6.3.1.2.    L in case of the engine being approved and calibrated for the L-range of gases;
    4.6.3.1.3.    HL in case of the engine being approved and calibrated for both the H-range and
                  L-range of gases;
    4.6.3.1.4.    Ht in case of the engine being approved and calibrated for a specific gas composition in
                  the H-range of gases and transformable to another specific gas in the H-range of gases
                  by fine tuning of the engine fuelling;
    4.6.3.1.5.    Lt in case of the engine being approved and calibrated for a specific gas composition in
                  the L-range of gases and transformable to another specific gas in the L-range of gases
                  after fine tuning of the engine fuelling;
    4.6.3.1.6.    HLt in the case of the engine being approved and calibrated for a specific gas
                  composition in either the H-range or the L-range of gases and transformable to another
                  specific gas in either the H-range or the L-range of gases by fine tuning of the engine
                  fuelling.
    chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform
    Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on
    Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these
    Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United
    Nations to the Contracting Parties to the Agreement.
 ---pagebreak--- L 375/18    EN                     Official Journal of the European Union                      27.12.2006
   4.7.    If the vehicle or engine conforms to an approved type under one or more other
           Regulations annexed to the Agreement, in the country which has granted approval
           under this Regulation, the symbol prescribed in paragraph 4.6.1. need not be repeated.
           In such a case, the Regulation and approval numbers and the additional symbols of all
           the Regulations under which approval has been granted under this Regulation shall be
           placed in vertical columns to the right of the symbol prescribed in paragraph 4.6.1.
   4.8.    The approval mark shall be placed close to or on the data plate affixed by the
           manufacturer to the approved type.
   4.9.    Annex 3 to this Regulation gives examples of arrangements of approval marks.
   4.10.   The engine approved as a technical unit must bear, in addition to the approved mark:
   4.10.1. the trademark or trade name of the manufacturer of the engine;
   4.10.2. the manufacturer's commercial description.
   4.11.   Labels
           In the case of NG and LPG fuelled engines with a fuel range restricted type approval,
           the following labels are applicable:
   4.11.1. Content
           The following information must be given:
           In the case of paragraph 4.2.1.3, the label shall state "ONLY FOR USE WITH
           NATURAL GAS RANGE H". If applicable, "H" is replaced by "L".
           In the case of paragraph 4.2.2.3, the label shall state "ONLY FOR USE WITH
           NATURAL GAS SPECIFICATION ......." or "ONLY FOR USE WITH LIQUEFIED
           PETROLEUM GAS SPECIFICATION .........", as applicable. All the information in
           the relevant table(s) in Annex 6 or 7 shall be given with the individual constituents and
           limits specified by the engine manufacturer.
           The letters and figures must be at least 4 mm in height.
           Note:
           If lack of space prevents such labelling, a simplified code may be used. In this event,
           explanatory notes containing all the above information must be easily accessible to any
           person filling the fuel tank or performing maintenance or repair on the engine and its
           accessories, as well as to the authorities concerned. The site and content of these
           explanatory notes will be determined by agreement between the manufacturer and the
 ---pagebreak--- 27.12.2006      EN                     Official Journal of the European Union                          L 375/19
               approval authority.
    4.11.2.    Properties
               Labels must be durable for the useful life of the engine. Labels must be clearly legible
               and their letters and figures must be indelible. Additionally, labels must be attached in
               such a manner that their fixing is durable for the useful life of the engine, and the labels
               cannot be removed without destroying or defacing them.
    4.11.3.    Placing
               Labels must be secured to an engine part necessary for normal engine operation and not
               normally requiring replacement during engine life. Additionally, these labels must be
               located so as to be readily visible to the average person after the engine has been
               completed with all the auxiliaries necessary for engine operation.
    4.12.      In case of an application for type-approval for a vehicle type in respect of its engine, the
               marking specified in paragraph 4.11. must also be placed close to fuel filling aperture.
    4.13.      In case of an application for type-approval for a vehicle type with an approved engine,
               the marking specified in paragraph 4.11. must also be placed close to the fuel filling
               aperture.
    5.         SPECIFICATIONS AND TESTS
    5.1.       General
    5.1.1.     Emission control equipment
    5.1.1.1.   The components liable to affect the emission of gaseous and particulate pollutants from
               diesel engines and the emission of gaseous pollutants from gas engines shall be so
               designed, constructed, assembled and installed as to enable the engine, in normal use,
               to comply with the provisions of this Regulation.
    5.1.2.     Functions of emission control equipment
    5.1.2.1.   The use of a defeat device and/or an irrational emission control strategy is forbidden.
    5.1.2.2.   An auxiliary control device may be installed to an engine, or on a vehicle, provided that
               the device:
    5.1.2.2.1. operates only outside the conditions specified in paragraph 5.1.2.4., or
    5.1.2.2.2. is activated only temporarily under the conditions specified in paragraph 5.1.2.4. for
               such purposes as engine damage protection, air-handling device protection, smoke
               management, cold start or warming-up, or
 ---pagebreak--- L 375/20       EN                      Official Journal of the European Union                       27.12.2006
   5.1.2.2.3. is activated only by on-board signals for purposes such as operational safety and limp-
              home strategies;
   5.1.2.3.   An engine control device, function, system or measure that operates during the
              conditions specified in paragraph 5.1.2.4 and which results in the use of a different or
              modified engine control strategy to that normally employed during the applicable
              emission test cycles will be permitted if, in complying with the requirements of
              paragraphs 5.1.3. and/or 5.1.4., it is fully demonstrated that the measure does not
              reduce the effectiveness of the emission control system. In all other cases, such devices
              shall be considered to be a defeat device.
   5.1.2.4.   For the purposes of paragraph 5.1.2.2., the defined conditions of use under steady state
              and transient conditions are:
                    (i)       an altitude not exceeding 1,000 metres (or equivalent atmospheric pressure
                              of 90 kPa),
                    (ii)      an ambient temperature within the range 283 to 303 K (10 to 30°C),
                    (iii)     engine coolant temperature within the range 343 to 368 K (70 to 95°C).
   5.1.3.     Special requirements for electronic emission control systems
   5.1.3.1.   Documentation requirements
              The manufacturer shall provide a documentation package that gives access to the basic
              design of the system and the means by which it controls its output variables, whether
              that control is direct or indirect.
              The documentation shall be made available in two parts:
                    (a)       The formal documentation package, which shall be supplied to the technical
                              service at the time of submission of the type-approval application, shall
                              include a full description of the system. This documentation may be brief,
                              provided that it exhibits evidence that all outputs permitted by a matrix
                              obtained from the range of control of the individual unit inputs have been
                              identified. This information shall be attached to the documentation required
                              in paragraph 3 of this Regulation.
                    (b)       Additional material that shows the parameters that are modified by any
                              auxiliary control device and the boundary conditions under which the device
                              operates. The additional material shall include a description of the fuel
                              system control logic, timing strategies and switch points during all modes of
                              operation.
 ---pagebreak--- 27.12.2006    EN                      Official Journal of the European Union                          L 375/21
                             The additional material shall also contain a justification for the use of any
                             auxiliary control device and include additional material and test data to
                             demonstrate the effect on exhaust emissions of any auxiliary control device
                             installed to the engine or on the vehicle.
                             This additional material shall remain strictly confidential and be retained by
                             the manufacturer, but be made open for inspection at the time of type-
                             approval or at any time during the validity of the type-approval.
    5.1.4.   To verify whether any strategy or measure should be considered a defeat device or an
             irrational emission control strategy according to the definitions given in paragraphs
             2.28. and 2.30., the type-approval authority and/or the technical service may
             additionally request a NOX screening test using the ETC which may be carried out in
             combination with either the type-approval test or the procedures for checking the
             conformity of production.
    5.1.4.1. As an alternative to the requirements of appendix 4 to annex 4 to this Regulation, the
             emissions of NOX during the ETC screening test may be sampled using the raw exhaust
             gas and the technical prescriptions of ISO FDIS 16183, dated 15 September 2001, shall
             be followed.
    5.1.4.2. In verifying whether any strategy or measure should be considered a defeat device or an
             irrational emission control strategy according to the definitions given in
             paragraphs 2.28. and 2.30., an additional margin of 10 per cent, related to the
             appropriate NOX limit value, shall be accepted.
    5.2.     For approval to row A of the tables in paragraph 5.2.1., the emissions must be
             determined on the ESC and ELR tests with conventional diesel engines including those
             fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or
             oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment
             systems including deNOx catalysts and/or particulate traps, must additionally be tested
             on the ETC test.
             For approval testing to either row B1 or B2 or row C of the tables in paragraph 5.2.1.
             the emissions must be determined on the ESC, ELR and ETC tests.
             For gas engines, the gaseous emissions must be determined on the ETC test.
             The ESC and ELR test procedures are described in annex 4, appendix 1, the ETC test
             procedure in annex 4, Appendices 2 and 3.
             The emissions of gaseous pollutants and particulate pollutants, by the engine submitted
             for testing, if applicable, must be measured by the method described in annex 4. Annex
             4, appendix 4 describes the recommended analytical systems for the gaseous and
             particulate pollutants and the recommended particulate sampling systems. Other
             systems or analysers may be approved by the technical service if it is found that they
             yield equivalent results. For a single laboratory, equivalency is defined as the test
 ---pagebreak--- L 375/22         EN                     Official Journal of the European Union                          27.12.2006
                results to fall within ± 5 per cent of the test results of one of the reference systems
                described herein. For particulate emissions only the full-flow dilution system is
                recognized as the reference system. For introduction of a new system into the
                Regulation, the determination of equivalency must be based upon the calculation of
                repeatability and reproducibility by an inter-laboratory test, as described in ISO 5725.
   5.2.1.       Limit Values
                The specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of
                nitrogen and of the particulates, as determined on the ESC test, and of the smoke
                opacity, as determined on the ELR test, must not exceed the amounts shown in Table 1.
                For diesel engines that are additionally tested on the ETC test, and specifically for gas
                engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons,
                of the methane (where applicable), of the oxides of nitrogen and of the particulates
                (where applicable) must not exceed the amounts shown in Table 2.
          Table 1          Limit values – ESC and ELR tests
                             Mass of                                Mass of
                              carbon            Mass of             nitrogen      Mass of
              Row           monoxide        hydrocarbons             oxides     particulates      Smoke
                               (CO)               (HC)               (NOx)          (PT)
                              g/kWh              g/kWh               g/kWh         g/kWh            m-1
           A (2000)             2.1                0.66                5.0          0.10            0.8
                                                                                    0.13(a)
          B1 (2005)             1.5                0.46                3.5          0.02            0.5
          B2 (2008)             1.5                0.46                2.0          0.02            0.5
            C (EEV)             1.5                0.25                2.0          0.02            0.15
          (a)
               For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power
               speed of more than 3000 min-1.
          Table 2          Limit values – ETC tests (b)
                                Mass of             Mass of            Mass of   Mass of         Mass of
                                 carbon          non-methane           methane   nitrogen      particulates
                 Row            monoxide        hydrocarbons                      oxides
                                  (CO)             (NMHC)              (CH4)(c)   (NOx)           (PT)(d)
                                 g/kWh               g/kWh              g/kWh     g/kWh           g/kWh
              A (2000)            5.45                0.78                1.6       5.0            0.16
                                                                                                   0.21(a)
              B1 (2005)            4.0                0.55                1.1       3.5            0.03
              B2 (2008)            4.0                0.55                1.1       2.0            0.03
              C (EEV)              3.0                0.40               0.65       2.0            0.02
 ---pagebreak--- 27.12.2006         EN                     Official Journal of the European Union                      L 375/23
             (a)
                 For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power
                 speed of more than 3000 min-1.
             (b)
                 The conditions for verifying the acceptability of the ETC tests (see annex 4, appendix 2,
                 paragraph 3.9.) when measuring the emissions of gas fuelled engines against the limit
                 values applicable in row A must be re-examined and, where necessary, modified in
                 accordance with the procedure laid down in Consolidated Resolution R.E.3.
             (c)
                 For NG engines only.
             (d)
                 Not applicable for gas fuelled engines at stage A and stages B1 and B2.
    5.2.2.        Hydrocarbon measurement for diesel and gas fuelled engines
    5.2.2.1.      A manufacturer may choose to measure the mass of total hydrocarbons (THC) on the
                  ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the
                  limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of
                  non-methane hydrocarbons.
    5.2.3.        Specific requirements for diesel engines
    5.2.3.1.      The specific mass of the oxides of nitrogen measured at the random check points within
                  the control area of the ESC test must not exceed by more than 10 per cent the values
                  interpolated from the adjacent test modes (reference annex 4, appendix 1 paragraphs
                  4.6.2. and 4.6.3.).
    5.2.3.2.      The smoke value on the random test speed of the ELR must not exceed the highest
                  smoke value of the two adjacent test speeds by more than 20 per cent, or by more than
                  5 per cent of the limit value, whichever is greater.
    6.            INSTALLATION ON THE VEHICLE
    6.1.          The engine installation on the vehicle shall comply with the following characteristics in
                  respect to the type approval of the engine :
    6.1.1.        Intake depression shall not exceed that specified for the type approved engine in annex
                  2A.
    6.1.2.        Exhaust back-pressure shall not exceed that specified for the type approved engine in
                  annex 2A.
    6.1.3.        Power absorbed by the auxiliaries needed for operating the engine must not exceed that
                  specified for the type-approved engine in annex 2A.
    7.            ENGINE FAMILY
 ---pagebreak--- L 375/24   EN                     Official Journal of the European Union                    27.12.2006
   7.1.   Parameters defining the engine family
          The engine family, as determined by the engine manufacturer, may be defined by basic
          characteristics, which must be common to engines within the family. In some cases
          there may be interaction of parameters. These effects must also be taken into
          consideration to ensure that only engines with similar exhaust emission characteristics
          are included within an engine family.
          In order that engines may be considered to belong to the same engine family, the
          following list of basic parameters must be common:
   7.1.1. Combustion cycle:
          – 2 cycle
          – 4 cycle
   7.1.2. Cooling medium:
          – air
          – water
          – oil
   7.1.3. For gas engines and engines with after-treatment
          – Number of cylinders
          (other diesel engines with fewer cylinders than the parent engine may be considered to
          belong to the same engine family provided the fuelling system meters fuel for each
          individual cylinder).
   7.1.4. Individual cylinder displacement:
          – engines to be within a total spread of 15 per cent
   7.1.5. Method of air aspiration:
          – naturally aspirated
          – pressure charged
          – pressure charged with charge air cooler
   7.1.6. Combustion chamber type/design:
          – pre-chamber
          – swirl chamber
          – open chamber
 ---pagebreak--- 27.12.2006   EN                    Official Journal of the European Union                         L 375/25
    7.1.7.  Valve and porting - configuration, size and number:
            – cylinder head
            – cylinder wall
            – crankcase
    7.1.8.  Fuel injection system (diesel engines):
            – pump-line-injector
            – in-line pump
            – distributor pump
            – single element
            – unit injector
    7.1.9.  Fuelling system (gas engines):
            – mixing unit
            – gas induction/injection (single point, multi-point)
            – liquid injection (single point, multi-point)
    7.1.10. Ignition system (gas engines)
    7.1.11. Miscellaneous features:
            – exhaust gas recirculation
            – water injection/emulsion
            – secondary air injection
            – charge cooling system
    7.1.12. Exhaust after treatment:
            – 3-way-catalyst
            – oxidation catalyst
            – reduction catalyst
            – thermal reactor
            – particulate trap
    7.2.    Choice of the parent engine
    7.2.1.  Diesel engines
            The parent engine of the family must be selected using the primary criteria of the
            highest fuel delivery per stroke at the declared maximum torque speed. In the event
            that two or more engines share this primary criteria, the parent engine must be selected
            using the secondary criteria of highest fuel delivery per stroke at rated speed. Under
 ---pagebreak--- L 375/26    EN                     Official Journal of the European Union                     27.12.2006
           certain circumstances, the approval authority may conclude that the worst case emission
           rate of the family can best be characterised by testing a second engine. Thus, the
           approval authority may select an additional engine for test based upon features, which
           indicate that it may have the highest emission level of the engines within that family.
           If engines within the family incorporate other variable features, which could be
           considered to affect exhaust emissions, these features must also be identified and taken
           into account in the selection of the parent engine.
   7.2.2.  Gas engines
           The parent engine of the family must be selected using the primary criteria of the
           largest displacement. In the event that two or more engines share this primary criteria,
           the parent engine must be selected using the secondary criteria in the following order:
           – the highest fuel delivery per stroke at the speed of declared rated power;
           – the most advanced spark timing;
           – the lowest EGR rate;
           – no air pump or lowest actual air flow pump.
           Under certain circumstances, the approval authority may conclude that the worst case
           emission rate of the family can best be characterised by testing a second engine. Thus,
           the approval authority may select an additional engine for test based upon features,
           which indicate that it may have the highest emission level of the engines within that
           family.
   8.     CONFORMITY OF PRODUCTION
          The conformity of production procedures shall comply with those set out in the
          Agreement, appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following
          requirements:
   8.1.   Every engine or vehicle bearing an approval mark as prescribed under this Regulation
          shall be so manufactured as to conform, with regard to the description as given in the
          approval form and its annexes, to the approved type.
   3.2.       As a general rule, conformity of production with regard to limitation of emissions is
              checked based on the description given in the communication form and its annexes.
   8.3.   If emissions of pollutants are to be measured and an engine approval has had one or
          several extensions, the tests will be carried out on the engine(s) described in the
          information package relating to the relevant extension.
   8.3.1. Conformity of the engine subjected to a pollutant test:
          After submission of the engine to the authorities, the manufacturer must not carry out
 ---pagebreak--- 27.12.2006    EN                      Official Journal of the European Union                          L 375/27
             any adjustment to the engines selected.
    8.3.1.1. Three engines are randomly taken in the series. Engines that are subject to testing only
             on the ESC and ELR tests or only on the ETC test for approval to row A of the tables in
             paragraph 5.2.1. are subject to those applicable tests for the checking of production
             conformity. With the agreement of the authority, all other engines approved to row A,
             B1 or B2, or C of the tables in paragraph 5.2.1. are subjected to testing either on the
             ESC and ELR cycles or on the ETC cycle for the checking of the production conformity.
              The limit values are given in paragraph 5.2.1. of the Regulation.
    8.3.1.2. The tests are carried out according to appendix 1 to this Regulation, where the
             competent authority is satisfied with the production standard deviation given by the
             manufacturer.
             The tests are carried out according to appendix 2 to this Regulation, where the
             competent authority is not satisfied with the production standard deviation given by the
             manufacturer.
             At the manufacturer's request, the tests may be carried out in accordance with appendix
             3 to this Regulation.
    8.3.1.3. On the basis of a test of the engine by sampling, the production of a series is regarded as
             conforming where a pass decision is reached for all the pollutants and non conforming
             where a fail decision is reached for one pollutant, in accordance with the test criteria
             applied in the appropriate appendix.
             When a pass decision has been reached for one pollutant, this decision may not be
             changed by any additional tests made in order to reach a decision for the other
             pollutants.
             If no pass decision is reached for all the pollutants and if no fail decision is reached for
             one pollutant, a test is carried out on another engine (see figure 2).
             If no decision is reached, the manufacturer may at any time decide to stop testing. In
             that case a fail decision is recorded.
    8.3.2.   The tests will be carried out on newly manufactured engines. Gas fuelled engines must
             be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4.
    8.3.2.1. However, at the request of the manufacturer, the tests may be carried out on diesel or
             gas engines which have been run-in more than the period referred to in paragraph
             8.4.2.2., up to a maximum of 100 hours. In this case, the running-in procedure will be
             conducted by the manufacturer who must undertake not to make any adjustments to
             those engines.
    8.3.2.2. When the manufacturer asks to conduct a running-in procedure in accordance with
 ---pagebreak--- L 375/28      EN                      Official Journal of the European Union                     27.12.2006
            paragraph 8.4.2.2.1., it may be carried out on:
            – all the engines that are tested,
            or,
            – the first engine tested, with the determination of an evolution coefficient as follows:
            –    the pollutant emissions will be measured at zero and at "x" hours on the first engine
                 tested,
            – the evolution coefficient of the emissions between zero and "x" hours will be
                calculated for each pollutant:
                                        Emissions " x" hours
                                       Emissions zero hours
            It may be less than one.
            The subsequent test engines will not be subjected to the running-in procedure, but their
            zero hour emissions will be modified by the evolution coefficient.
            In this case, the values to be taken will be:
            - the values at "x" hours for the first engine,
            - the values at zero hour multiplied by the evolution coefficient for the other engines.
   8.3.2.3  For diesel and LPG fuelled engines, all these tests may be conducted with commercial
            fuel. However, at the manufacturer's request, the reference fuels described in annexes 5
            or 7 may be used. This implies tests, as described in paragraph 4. of this Regulation,
            with at least two of the reference fuels for each gas engine.
   8.3.2.4. For NG fuelled engines, all these tests may be conducted with commercial fuel in the
            following way:
            (i)    for H marked engines with a commercial fuel within the H range (0.89  Sʷ  1.00);
            (ii)   for L marked engines with a commercial fuel within the L range (1.00  Sʷ  1.19);
            (iii) for HL marked engines with a commercial fuel within the extreme range of the n-
                   shift factor (0.89  Sʷ  1.19).
            However, at the manufacturer's request, the reference fuels described in annex 6 may be
            used. This implies tests, as described in paragraph 4. of this Regulation.
   8.3.2.5. In the case of dispute caused by the non-compliance of gas fuelled engines when using a
 ---pagebreak--- 27.12.2006    EN                      Official Journal of the European Union                           L 375/29
             commercial fuel, the tests must be performed with a reference fuel on which the parent
             engine has been tested, or with the possible additional fuel 3 as referred to in
             paragraphs 4.1.3.1. and 4.2.1.1., on which the parent engine may have been tested.
             Then, the result has to be converted by a calculation applying the relevant factor(s) "r",
             "ra" or "rb" as described in paragraphs 4.1.3.2., 4.1.5.1. and 4.2.1.2. If r, ra or rb are less
             than 1 no correction must take place. The measured results and the calculated results
             must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2
             and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case
             of LPG engines).
    8.3.2.6. Tests for conformity of production of a gas fuelled engine laid out for operation on one
             specific fuel composition must be performed on the fuel for which the engine has been
             calibrated.
 ---pagebreak--- L 375/30 EN                 Official Journal of the European Union                     27.12.2006
                        Test of three engines
             Computation of the test statistic result
             According to the appropriate appendix does the
               test statistic result agree with the criteria for       Series rejected
                failing the series for at least one pollutant?
                                                                   YES
                                          NO
             According to the appropriate appendix does the
               test statistic result agreeNO
                                           with the criteria for
               passing the series for at least one pollutant?
      NO
                                                             YES
                A pass decision is reached for one or more
                                   pollutants
                                          YES
            YES
               Is a pass decision reached for all pollutants?                Series
                                                                           accepted
                                          YES
                     Test of an additional engine
                                          YES
             Figure 2: Conformity of production testing scheme"
 ---pagebreak--- 27.12.2006   EN                    Official Journal of the European Union                            L 375/31
    9.      PENALTIES FOR NON-CONFORMITY OF PRODUCTION
    9.1.    The approval granted in respect of an engine or vehicle type pursuant to this Regulation
            may be withdrawn if the requirements laid down in paragraph 8.1. are not complied
            with, or if the engine(s) or vehicle(s) taken fail to pass the tests prescribed in paragraph
            8.3.
    9.2.    If a Contracting Party to the 1958 Agreement applying this Regulation withdraws an
            approval it has previously granted, it shall forthwith so notify the other Contracting
            Parties applying this Regulation by means of a communication form conforming to the
            model in annexes 2A or 2B to this Regulation.
    10.     MODIFICATION AND EXTENSION OF APPROVAL OF THE APPROVED TYPE
    10.1.   Every modification of the approved type shall be notified to the administrative
            department which approved the type. The department may then either:
    10.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect
            and that in any case the modified type still complies with the requirement; or
    10.1.2. Require a further test report from the technical service conducting the tests.
    10.2.   Confirmation or refusal of approval, specifying the alterations, shall be communicated
            by the procedure specified in paragraph 4.5. to the Parties to the Agreement applying
            this Regulation.
    10.3.   The competent authority issuing the extension of approval shall assign a series number
            for such an extension and inform thereof the other Parties to the 1958 Agreement
            applying this Regulation by means of a communication form conforming to the model
            in annexes 2A or 2B to this Regulation.
    11.     PRODUCTION DEFINITELY DISCONTINUED
            If the holder of the approval completely ceases to manufacture the type approved in
            accordance with this Regulation, he shall so inform the authority which granted the
            approval. Upon receiving the relevant communication that authority shall inform
            thereof the other Parties to the 1958 Agreement which apply this Regulation by means
            of a communication form conforming to the model in annexes 2A or 2B to this
            Regulation.
    12.     TRANSITIONAL PROVISIONS
    12.1.   General
    12.1.1. As from the official date of entry into force of the 04 series of amendments, no
            Contracting Party applying this Regulation must refuse to grant ECE approval under
 ---pagebreak--- L 375/32      EN                     Official Journal of the European Union                       27.12.2006
             this Regulation as amended by the 04 series of amendments.
   12.1.2.   As from the date of entry into force of the 04 series of amendments, Contracting Parties
             applying this Regulation must grant ECE approvals only if the engine meets the
             requirements of this Regulation as amended by the 04 series of amendments.
             The engine must be subject to the relevant tests set out in paragraph 5.2. to this
             Regulation and must, in accordance with paragraphs 12.2.1., 12.2.2. and 12.2.3. below,
             satisfy the relevant emission limits detailed in paragraph 5.2.1. of this Regulation.
   12.2.     New type approvals
   12.2.1.   Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this
             Regulation must, from the date of entry into force of the 04 series of amendments to
             this Regulation, grant an ECE approval to an engine only if that engine satisfies the
             relevant emission limits of Rows A, B1, B2 or C in the tables to paragraph 5.2.1. of this
             Regulation.
   12.2.2.   Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this
             Regulation must, from 1 October 2005, grant an ECE approval to an engine only if that
             engine satisfies the relevant emission limits of Rows B1, B2 or C in the tables to
             paragraph 5.2.1. of this Regulation.
   12.2.3.   Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this
             Regulation must, from 1 October 2008, grant an ECE approval to an engine only if that
             engine satisfies the relevant emission limits of Rows B2 or C in the tables to paragraph
             5.2.1. of this Regulation.
   12.3.     Limit of validity of old type approvals
   12.3.1.   With the exception of the provisions of paragraphs 12.3.2. and 12.3.3., as from the
             official date of entry into force of the 04 series of amendments, type approvals granted
             to this Regulation as amended by the 03 series of amendments must cease to be valid,
             unless the Contracting Party which granted the approval notifies the other Contracting
             Parties applying this Regulation that the engine type approved meets the requirements
             of this Regulation as amended by the 04 series of amendments, in accordance with
             paragraph 12.2.1. above.
   12.3.2.   Extension of type-approval
   12.3.2.1. Paragraphs 12.3.2.2. and 12.3.2.3. below shall only be applicable to new compression-
             ignition engines and new vehicles propelled by a compression-ignition engine that have
             been approved to the requirements of row A of the tables in paragraph 5.2.1. of this
             Regulation.
   12.3.2.2. As an alternative to paragraphs 5.1.3. and 5.1.4., the manufacturer may present to the
 ---pagebreak--- 27.12.2006     EN                     Official Journal of the European Union                        L 375/33
              technical service the results of a NOx screening test using the ETC on the engine
              conforming to the characteristics of the parent engine described in annex 1, and taking
              into account the provisions of paragraphs 5.1.4.1. and 5.1.4.2. The manufacturer shall
              also provide a written statement that the engine does not employ any defeat device or
              irrational emission control strategy as defined in paragraph 2. of this Regulation.
    12.3.2.3. The manufacturer shall also provide a written statement that the results of the NOX
              screening test and the declaration for the parent engine, as referred to in paragraph
              5.1.4., are also applicable to all engine types within the engine family described in
              annex 1.
    12.3.3.   Gas engines
              As from the 1 October 2003, type approvals granted to gas engines to this Regulation as
              amended by the 03 series of amendments must cease to be valid, unless the Contracting
              Party which granted the approval notifies the other Contracting Parties applying this
              Regulation that the engine type approved meets the requirements of this Regulation as
              amended by the 04 series of amendments, in accordance with paragraph 12.2.1. above.
    12.3.4.   As from 1 October 2006, type approvals granted to this Regulation as amended by the
              04 series of amendments must cease to be valid, unless the Contracting Party which
              granted the approval notifies the other Contracting Parties applying this Regulation that
              the engine type approved meets the requirements of this Regulation as amended by the
              04 series of amendments, in accordance with paragraph 12.2.2. above.
    12.3.5.   As from 1 October 2009, type approvals granted to this Regulation as amended by the
              04 series of amendments must cease to be valid, unless the Contracting Party which
              granted the approval notifies the other Contracting Parties applying this Regulation that
              the engine type approved meets the requirements of this Regulation as amended by the
              04 series of amendments, in accordance with paragraph 12.2.3. above.
    12.4.     Replacement parts for vehicles in use
    12.4.1.   Contracting Parties applying this Regulation may continue to grant approvals to those
              engines which comply with the requirements of this Regulation as amended by any
              previous series of amendments, or to any level of the Regulation as amended by the 04
              series of amendments, provided that the engine is intended as a replacement for a
              vehicle in-use and for which that earlier standard was applicable at the date of that
              vehicle’s entry into service.
    13.       NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR
              CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE
              DEPARTMENTS
              The Parties to the 1958 Agreement applying this Regulation shall communicate to the
              United Nations secretariat the names and addresses of the technical services responsible
 ---pagebreak--- L 375/34   EN                       Official Journal of the European Union                      27.12.2006
          for conducting approval tests and the administrative departments which grant approval
          and to which forms certifying approval or extension or refusal or withdrawal of
          approval, issued in other countries, are to be sent.
                                                 Appendix 1
                PROCEDURE FOR PRODUCTION CONFORMITY TESTING
                    WHEN STANDARD DEVIATION IS SATISFACTORY
   1.     This appendix describes the procedure to be used to verify production conformity for
          the emissions of pollutants when the manufacturer's production standard deviation is
          satisfactory.
   2.     With a minimum sample size of three engines, the sampling procedure is set so that the
          probability of a lot passing a test with 40 per cent of the engines defective is 0.95
          (producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per
          cent of the engines defective is 0.10 (consumer's risk = 10 per cent).
   3.     The following procedure is used for each of the pollutants given in paragraph 5.2.1. of
          the Regulation (see Figure 2):
          Let:
             L   = the natural logarithm of the limit value for the pollutant;
             xi = the natural logarithm of the measurement for the i-th engine of the sample;
             s   = an estimate of the production standard deviation (after taking the natural
                     logarithm of the measurements);
             n   = the current sample number.
   4.     For each sample the sum of the standardised deviations to the limit is calculated using
          the following formula:
                                                     n
                                                1
                                                s
                                                   Å (L / x )
                                                   i ?1
                                                               i
   5.     Then:
         3. if the test statistic result is greater than the pass decision number for the sample size
             given in table 3, a pass decision is reached for the pollutant;
 ---pagebreak--- 27.12.2006  EN                       Official Journal of the European Union                          L 375/35
           4.  if the test statistic result is less than the fail decision number for the sample size
              given in table 3, a fail decision is reached for the pollutant;
           – otherwise, an additional engine is tested according to paragraph 8.3.1. of the
              Regulation and the calculation procedure is applied to the sample increased by one
              more unit.
 ---pagebreak--- L 375/36    EN                    Official Journal of the European Union               27.12.2006
   Table 3:   Pass and Fail decision numbers of appendix 1 Sampling Plan
                  Minimum sample size: 3
                     Cumulative number                   Pass decision   Fail decision
                       of engines tested                    number         number
                         (sample size)                         An              Bn
                               3                              3.327         -4.724
                               4                              3.261         -4.790
                               5                              3.195         -4.856
                               6                              3.129         -4.922
                               7                              3.063         -4.988
                               8                              2.997         -5.054
                               9                              2.931         -5.120
                              10                              2.865         -5.185
                              11                              2.799         -5.251
                              12                              2.733         -5.317
                              13                              2.667         -5.383
                              14                              2.601         -5.449
                              15                              2.535         -5.515
                              16                              2.469         -5.581
                              17                              2.403         -5.647
                              18                              2.337         -5.713
                              19                              2.271         -5.779
                              20                              2.205         -5.845
                              21                              2.139         -5.911
                              22                              2.073         -5.977
                              23                              2.007         -6.043
                              24                              1.941         -6.109
                              25                              1.875         -6.175
                              26                              1.809         -6.241
                              27                              1.743         -6.307
                              28                              1.677         -6.373
                              29                              1.611         -6.439
                              30                              1.545         -6.505
                              31                              1.479         -6.571
                              32                             -2.112         -2.112
                                              __________
 ---pagebreak--- 27.12.2006    EN                       Official Journal of the European Union                         L 375/37
                                                     Appendix 2
                   PROCEDURE FOR PRODUCTION CONFORMITY TESTING
           WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE
    1.       This appendix describes the procedure to be used to verify production conformity for
             the emissions of pollutants when the manufacturer's production standard deviation is
             either unsatisfactory or unavailable.
    2.       With a minimum sample size of three engines, the sampling procedure is set so that the
             probability of a lot passing a test with 40 per cent of the engines defective is 0.95
             (producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per
             cent of the engines defective is 0.10 (consumer's risk = 10 per cent).
    3.       The values of the pollutants given in paragraph 5.2.1. of the Regulation are considered
             to be log normally distributed and should be transformed by taking their natural
             logarithms.
             Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and
             m = 32) and let n denote the current sample number.
    4.       If the natural logarithms of the values measured in the series are x1, x2, ..., xi and L is
             the natural logarithm of the limit value for the pollutant, then, define
                                                      di = xi – L
             and,
                                                                    n
                                                             1
                                                d  n    ?
                                                             n
                                                                  Å
                                                                  i ? 1
                                                                          d i
                                                                n
                                                           1
                                                  Vn2 ?
                                                           n
                                                               Å (d
                                                               i?1
                                                                        i   / d n )2
    5.       Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current
             sample number. The test statistic result is the ratio d n and must be used to determine
                                                                                   Vn
             whether the series has passed or failed as follows:
             For m0 ³ n ³ m :
                                                    dn/Vn  An
                –    pass the series if
                                                    d n/Vn  Bn
                –    fail the series if
 ---pagebreak--- L 375/38  EN                     Official Journal of the European Union                    27.12.2006
            –    take another measurement if                An    d n /V n  Bn
   6.    Remarks:
         The following recursive formulae are useful for calculating successive values of the test
         statistic:
                                         Æ      1Ö             1
                               d n ? Ç1 /          ×d n / 1 -    dn
                                         È      n  Ø           n
                                       Æ      1Ö
                               V ? Ç1 / ×Vn2/1 - n
                                2                           *d / dn +2
                                n
                                       È      nØ              n/1
                              (n ? 2,3,...; d1 ? d1; V1 ? 0)
 ---pagebreak--- 27.12.2006       EN                   Official Journal of the European Union               L 375/39
    Table 4: Pass and Fail decision numbers of appendix 2 Sampling Plan
             Minimum sample size: 3
                Cumulative number                  Pass decision             Fail decision
                   of engines tested                   number                  number
                     (sample size)                         An                      Bn
                           3                          -0.80381                16.64743
                           4                          -0.76339                 7.68627
                           5                          -0.72982                 4.67136
                           6                          -0.69962                 3.25573
                           7                          -0.67129                 2.45431
                           8                          -0.64406                 1.94369
                           9                          -0.61750                 1.59105
                          10                          -0.59135                 1.33295
                          11                          -0.56542                 1.13566
                          12                          -0.53960                 0.97970
                          13                          -0.51379                 0.85307
                          14                          -0.48791                 0.74801
                          15                          -0.46191                 0.65928
                          16                          -0.43573                 0.58321
                          17                          -0.40933                 0.51718
                          18                          -0.38266                 0.45922
                          19                          -0.35570                 0.40788
                          20                          -0.32840                 0.36203
                          21                          -0.30072                 0.32078
                          22                          -0.27263                 0.28343
                          23                          -0.24410                 0.24943
                          24                          -0.21509                 0.21831
                          25                          -0.18557                 0.18970
                          26                          -0.15550                 0.16328
                          27                          -0.12483                 0.13880
                          28                          -0.09354                 0.11603
                          29                          -0.06159                 0.09480
                          30                          -0.02892                 0.07493
                          31                          -0.00449                 0.05629
                          32                           0.03876                 0.03876
                                                   __________
 ---pagebreak--- L 375/40   EN                       Official Journal of the European Union                       27.12.2006
                                                 Appendix 3
                PROCEDURE FOR PRODUCTION CONFORMITY TESTING
                                AT MANUFACTURER'S REQUEST
   1.    This appendix describes the procedure to be used to verify, at the manufacturer's
         request, production conformity for the emissions of pollutants.
   2.    With a minimum sample size of three engines, the sampling procedure is set so that the
         probability of a lot passing a test with 30 per cent of the engines defective is 0.90
         (producer's risk = 10 per cent), while the probability of a lot being accepted with 65 per
         cent of the engines defective is 0.10 (consumer's risk = 10 per cent).
   3.    The following procedure is used for each of the pollutants given in paragraph 5.2.1. of
         the Regulation (see figure 2):
         Let:
         L = the limit value for the pollutant,
         xi = the value of the measurement for the i-th engine of the sample,
         n = the current sample number.
   4.    Calculate for the sample the test statistic quantifying the number of non-conforming
         engines, i.e. xi ´ L:
   5.    Then:
         5. if the test statistic is less than or equal to the pass decision number for the sample
             size given in table 5, a pass decision is reached for the pollutant;
         6. if the test statistic is greater than or equal to the fail decision number for the sample
             size given in table 5, a fail decision is reached for the pollutant;
         – otherwise, an additional engine is tested according to paragraph 8.3.1. of the
             Regulation and the calculation procedure is applied to the sample increased by one
             more unit.
         In table 5 the pass and fail decision numbers are calculated by means of the International
         Standard ISO 8422:1991.
 ---pagebreak--- 27.12.2006       EN                   Official Journal of the European Union                      L 375/41
          Table 5:   Pass and Fail decision numbers of appendix 3 Sampling Plan
                     Minimum sample size: 3
                    Cumulative number of
                       engines tested             Pass decision number       Fail decision number
                       (sample size)
                             3                                  -                       3
                             4                                 0                        4
                             5                                 0                        4
                             6                                 1                        5
                             7                                 1                        5
                             8                                 2                        6
                             9                                 2                        6
                            10                                 3                        7
                            11                                 3                        7
                            12                                 4                        8
                            13                                 4                        8
                            14                                 5                        9
                            15                                 5                        9
                            16                                 6                      10
                            17                                 6                      10
                            18                                 7                      11
                            19                                 8                        9
 ---pagebreak--- L 375/42       EN                            Official Journal of the European Union                                                         27.12.2006
                                                               Annex 1
         ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION
                               CONCERNING THE CONDUCT OF TEST (1)
   1.            DESCRIPTION OF ENGINE
   1.1.          Manufacturer: ...............................................................................................................
   1.2.          Manufacturer's engine code:.........................................................................................
   1.3.          Cycle: four stroke / two stroke(2)
   1.4.          Number and arrangement of cylinders: ........................................................................
   1.4.1.        Bore: ......................................................................................................................mm
   1.4.2.        Stroke: ....................................................................................................................mm
   1.4.3.        Firing order:..................................................................................................................
   1.5.          Engine capacity: ....................................................................................................cm³
   1.6.          Volumetric compression ratio(3) :.................................................................................
   1.7.          Drawing(s) of combustion chamber and piston crown: ..............................................
   1.8.          Minimum cross-sectional area of inlet and outlet ports: .......................................cm²
   1.9.          Idling speed: ........................................................................................................min-1
   1.10.         Maximum net power: ........kW at .......................................................................min-1
   1.11.         Maximum permitted engine speed: ......................................................................min-1
   1.12.         Maximum net torque: ........Nm at .......................................................................min-1
   1.13.         Combustion system: compression ignition/positive ignition(2)
   1.14.         Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol (1)
   1.15.         Cooling system
   1.15.1.       Liquid
   1.15.1.1.     Nature of liquid: ..........................................................................................................
   1.15.1.2.     Circulating pump(s): yes/no(2)
   1.15.1.3.     Characteristics or make(s) and type(s) (if applicable):.................................................
   1.15.1.4.     Drive ratio(s) (if applicable): .......................................................................................
   1.15.2.       Air
   1.15.2.1.     Blower: yes/no (2)
   1.15.2.2.     Characteristics or make(s) and type(s) (if applicable):.................................................
   1.15.2.3.     Drive ratio(s) (if applicable):........................................................................................
   1.16.         Temperature permitted by the manufacturer
   1.16.1.       Liquid cooling: Maximum temperature at outlet: ..................................................... K
   1.16.2.       Air cooling: ............ Reference point: ......................
                 Maximum temperature at reference point: ............................................................... K
   1.16.3.Maximum temperature of the air at the outlet of the intake
                 intercooler (if applicable) ......................................................................................... .K
   1.16.4.       Maximum exhaust temperature at the point in the exhaust pipe(s)
                 adjacent to the outer flange(s) of the exhaust manifold(s)
                 or turbocharger(s):..................................................................................................... K
   1.16.5.       Fuel temperature: min. .................K, max. .............................................................. K
                 for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator
                 final stage.
 ---pagebreak--- 27.12.2006    EN                                Official Journal of the European Union                                                           L 375/43
    1.16.6.     Fuel pressure: min. ......................kPa, max. ......................................................... kPa
                at pressure regulator final stage, NG fuelled gas engines only.
    1.16.7.     Lubricant temperature: min. ..................K, max. ..................................................... K
    1.17        Pressure charger: yes/no(2)
    1.17.1.     Make:............................................................................................................................
    1.17.2.     Type:.............................................................................................................................
    1.17.3.     Description of the system
                (e.g. max. charge pressure, wastegate, if applicable): ..................................................
    1.17.4.     Intercooler: yes/no (2)
    1.18.       Intake system
                Maximum allowable intake depression at rated engine speed and at 100 per cent load
                as specified in and under the operating conditions
                of Regulation No. 24 ............................................................................................. kPa
    1.19.       Exhaust system
                Maximum allowable exhaust back pressure at rated engine speed and at 100 per cent
                load as specified in and under the operating conditions
                of Regulation No. 24 .............................................................................................. kPa
                Exhaust system volume: ........................................................................................dm³
    2.          MEASURES TAKEN AGAINST AIR POLLUTION
    III.        Device for recycling crankcase gases (description and drawings): ..............................
                ...................................................................
    2.2.        Additional anti-pollution devices (if any, and if not covered by another heading)
    2.2.1.      Catalytic converter: yes/no (2)
    2.2.1.1.    Make(s): .......................................................................................................................
    2.2.1.2.    Type(s): ........................................................................................................................
    2.2.1.3.    Number of catalytic converters and elements:.......................
    2.2.1.4.    Dimensions, shape and volume of the catalytic converter(s):......................................
    2.2.1.5.    Type of catalytic action: ...............................................................................................
    2.2.1.6.    Total charge of precious metals: ..................................................................................
    2.2.1.7.    Relative concentration:.................................................................................................
    2.2.1.8.    Substrate (structure and material): ...............................................................................
    2.2.1.9.    Cell density:..................................................................................................................
    2.2.1.10.   Type of casing for the catalytic converter(s): ...............................................................
    2.2.1.11.   Location of the catalytic converter(s) (place and reference distance in the exhaust
                line): ............................................................................................................................
                ......................................................................................................................................
    2.2.2.      Oxygen sensor: yes/no(2)
    2.2.2.1.    Make(s): .......................................................................................................................
    2.2.2.2.    Type:.............................................................................................................................
    2.2.2.3.    Location:.......................................................................................................................
    2.2.3.      Air injection: yes/no(2)
    2.2.3.1.    Type (pulse air, air pump, etc.): ..................................................................................
    2.2.4.      EGR: yes/no (2)
    2.2.4.1.    Characteristics (flow rate, etc.): ...................................................................................
 ---pagebreak--- L 375/44        EN                                Official Journal of the European Union                                                         27.12.2006
   2.2.5.         Particulate trap: yes/no (2)
   2.2.5.1.       Dimensions, shape and capacity of the particulate trap: ..............................................
   2.2.5.2.       Type and design of the particulate trap: .......................................................................
   2.2.5.3.       Location (reference distance in the exhaust line):........................................................
   2.2.5.4.       Method or system of regeneration, description and/or drawing:..................................
   2.2.6 .        Other systems: yes/no(2)
   2.2.6.1.       Description and operation: ...........................................................................................
   3.             FUEL FEED
   3.1.           Diesel engines
   3.1.1.         Feed pump
                  Pressure(3) : .........kPa or characteristic diagram(2): ......................................................
   3.1.2.         Injection system
   3.1.2.1.       Pump
   3.1.2.1.1.     Make(s): .......................................................................................................................
   3.1.2.1.2.     Type(s): ........................................................................................................................
   3.1.2.1.3.     Delivery: ......mm³(3) per stroke at engine speed of.......min-1 at full injection, or
                  characteristic diagram(2) (3): ...................
                  ......................................................................................................................................
                  Mention the method used: On engine/on pump bench(2)
                  If boost control is supplied, state the characteristic fuel delivery and boost pressure
                  versus engine speed.
   3.1.2.1.4.     Injection advance
   3.1.2.1.4.1.   Injection advance curve (3):...........................................................................................
   3.1.2.1.4.2.   Static injection timing (3): .............................................................................................
   3.1.2.2.       Injection piping
   3.1.2.2.1.     Length: ...................................................................................................................mm
   3.1.2.2.2.     Internal diameter: ...................................................................................................mm
   3.1.2.3.       Injector(s)
   3.1.2.3.1.     Make(s): .......................................................................................................................
   3.1.2.3.2.     Type(s): ........................................................................................................................
   3.1.2.3.3.     "Opening pressure": ............................................................................................kPa(3)
                  or characteristic diagram (2)(3):......................................................................................
   3.1.2.4.       Governor
   3.1.2.4.1.     Make(s): .......................................................................................................................
   3.1.2.4.2.     Type(s): ........................................................................................................................
   3.1.2.4.3.     Speed at which cut-off starts under full load: .....................................................min-1
   3.1.2.4.4.     Maximum no-load speed: ....................................................................................min-1
   3.1.2.4.5.     Idling speed: ........................................................................................................min-1
   3.1.3.         Cold start system
   3.1.3.1.       Make(s): ......................................................................................................................
   3.1.3.2.       Type(s): ........................................................................................................................
   3.1.3.3.       Description: ..................................................................................................................
   3.1.3.4.       Auxiliary starting aid:...................................................................................................
   3.1.3.4.1.     Make:............................................................................................................................
 ---pagebreak--- 27.12.2006     EN                           Official Journal of the European Union                                                            L 375/45
    3.1.3.4.2.   Type:.............................................................................................................................
    3.2.         Gas fuelled engines(6)
    3.2.1.       Fuel: Natural gas/LPG (2)
    3.2.2.       Pressure regulator(s) or vaporiser/pressure regulator(s) (3)
    3.2.2.1.     Make(s): .......................................................................................................................
    3.2.2.2.     Type(s): ........................................................................................................................
    3.2.2.3.     Number of pressure reduction stages: ..........................................................................
    3.2.2.4.     Pressure in final stage: min................kPa, max. ................................................... kPa
    3.2.2.5.     Number of main adjustment points: ............................................................................
    3.2.2.6.     Number of idle adjustment points: ..............................................................................
    3.2.2.7.     Approval number according to Reg. No.: ...................................................................
    3.2.3.       Fuelling system: mixing unit / gas injection / liquid injection / direct injection(2)
    3.2.3.1.     Mixture strength regulation: ........................................................................................
    3.2.3.2.     System description and/or diagram and drawings: ......................................................
    3.2.3.3.     Approval number according to Regulation No. ..........................................................
    3.2.4.       Mixing unit
    3.2.4.1.     Number: .......................................................................................................................
    3.2.4.2.     Make(s): .......................................................................................................................
    3.2.4.3.     Type(s): ........................................................................................................................
    3.2.4.4.     Location:.......................................................................................................................
    3.2.4.5.     Adjustment possibilities:..............................................................................................
    3.2.4.6.     Approval number according to Regulation No. ..........................................................
    3.2.5.       Inlet manifold injection
    3.2.5.1.     Injection: single point / multi-point (2)
    3.2.5.2.     Injection : continuous / simultaneously timed /
                 sequentially timed (2)
    3.2.5.3.     Injection equipment
    3.2.5.3.1.   Make(s): ......................................................................................................................
    3.2.5.3.2.   Type(s): .......................................................................................................................
    3.2.5.3.3.   Adjustment possibilities:..............................................................................................
    3.2.5.3.4.   Approval number according to Regulation No. ..........................................................
    3.2.5.4.     Supply pump (if applicable):........................................................................................
    3.2.5.4.1.   Make(s): ......................................................................................................................
    3.2.5.4.2.   Type(s): .......................................................................................................................
    3.2.5.4.3.   Approval number according to Regulation No. ..........................................................
    3.2.5.5.     Injector(s): ...................................................................................................................
    3.2.5.5.1.   Make(s): ......................................................................................................................
    3.2.5.5.2.   Type(s): ........................................................................................................................
    3.2.5.5.3.   Approval number according to Regulation No. ..........................................................
    3.2.6.       Direct injection
    3.2.6.1.     Injection pump / pressure regulator (2)
    3.2.6.1.1.   Make(s): .......................................................................................................................
    3.2.6.1.2.   Type(s): ........................................................................................................................
    3.2.6.1.3.   Injection timing: ..........................................................................................................
    3.2.6.1.4.   Approval number according to Regulation No. ..........................................................
    3.2.6.2.     Injector(s)
 ---pagebreak--- L 375/46           EN                           Official Journal of the European Union                                                        27.12.2006
   3.2.6.2.1.        Make(s): ......................................................................................................................
   3.2.6.2.2.        Type(s): .......................................................................................................................
   3.2.6.2.3.        Opening pressure or characteristic diagram (3): ...........................................................
   3.2.6.2.4.        Approval number according to Regulation No. ..........................................................
   3.2.7.            Electronic control unit (ECU)
   3.2.7.1.          Make(s): ......................................................................................................................
   3.2.7.2.          Type(s): .......................................................................................................................
   3.2.7.3.          Adjustment possibilities:..............................................................................................
   3.2.8.            NG fuel-specific equipment
   3.2.8.1.          Variant 1 (only in the case of approvals of engines for several specific fuel
                     compositions)
   3.2.8.1.1.         Fuel composition:
                      methane (CH4):                       basis:....%mole                 min.....%mole                 max.....%mole
                      ethane (C2H6):                       basis:....%mole                 min.....%mole                 max.....%mole
                      propane (C3H8):                      basis:....%mole                 min.....%mole                 max.....%mole
                      butane (C4H10):                      basis:....%mole                 min.....%mole                 max.....%mole
                      C5/C5+:                              basis:....%mole                 min.....%mole                 max.....%mole
                      oxygen (O2):                         basis:....%mole                 min.....%mole                 max.....%mole
                      inert (N2, He etc):                  basis:....%mole                 min.....%mole                 max.....%mole
   3.2.8.1.2.        Injector(s)
   3.2.8.1.2.1.      Make(s):
   3.2.8.1.2.2.      Type(s):
   3.2.8.1.3.        Others (if applicable)
   3.2.8.2.          Variant 2 (only in the case of approvals for several specific fuel compositions)
   4.       VALVE TIMING
   4.1.     Maximum lift of valves and angles of opening and closing in relation to dead centres or
            equivalent data .....................................
   4.2.     Reference and/or setting ranges (2) : ...................................
   5.       IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY)
   5.1.      Ignition system type:
             common coil and plugs / individual coil and plugs / coil on plug / other (specify) (2)
   5.2.     Ignition control unit
   5.2.1.   Make(s): ..............................................................
   5.2.2.   Type(s): ..............................................................
   5.3.     Ignition advance curve / advance map (2) (3) : .....................................................................
   5.4.     Ignition timing (3): ..... degrees before TDC at a speed of ....... min-1 and a MAP of
            ................. kPa
   5.5.     Spark plugs
   5.5.1.   Make(s): ..............................................................
   5.5.2.   Type(s): ..............................................................
 ---pagebreak--- 27.12.2006         EN                                Official Journal of the European Union                     L 375/47
    5.5.3.   Gap setting: ........................................................mm
    5.6.     Ignition coil(s)
    5.6.1.   Make(s): ..............................................................
    5.6.2.   Type(s): ..............................................................
    6.       ENGINE-DRIVEN EQUIPMENT
             The engine must be submitted for testing with the auxiliaries needed for operating the
             engine (e.g. fan, water pump, etc.), as specified in and under the operating conditions of
             Regulation No. 24.
    6.1.     Auxiliaries to be fitted for the test
             If it is impossible or inappropriate to install the auxiliaries on the test bench, the power
             absorbed by them must be determined and subtracted from the measured engine power
             over the whole operating area of the test cycle(s).
    6.2.     Auxiliaries to be removed for the test
             Auxiliaries needed only for the operation of the vehicle (e.g. air compressor, air-
             conditioning system etc.) must be removed for the test. Where the auxiliaries cannot be
             removed, the power absorbed by them may be determined and added to the measured
             engine power over the whole operating area of the test cycle(s).
    7.       ADDITIONAL INFORMATION ON TEST CONDITIONS
    7.1.     Lubricant used
    7.1.1.   Make: .................................................................
    7.1.2.   Type: .................................................................
             (State percentage of oil in mixture if lubricant and fuel are mixed):
                 .....................................................
    7.2.     Engine-driven equipment (if applicable)
             The power absorbed by the auxiliaries needs only be determined,
             – if auxiliaries needed for operating the engine, are not fitted to the engine and/or
             – if auxiliaries not needed for operating the engine, are fitted to the engine.
    7.2.1.   Enumeration and identifying details: ..................................
    7.2.2.   Power absorbed at various indicated engine speeds:
           Equipment                                     Power absorbed (kW) at various engine speeds
                                      Idle          Low              High Speed A(7) Speed B(7) Speed Ref. Speed(8)
                                                   Speed            Speed                        C(7)
              P(a)
     Auxiliaries needed
     for operating the
     engine
 ---pagebreak--- L 375/48          EN                                Official Journal of the European Union 27.12.2006
     (to be subtracted
     from measured
     engine power)
     see item 6.1.
              P(b)
     Auxiliaries not
     needed for operating
     the engine
     (to be added to
     measured engine
     power)
     see item 6.2.
   8.        ENGINE PERFORMANCE
   8.1.      Engine speeds (9)
             Low speed (nlo): ..................................................min-1
             High speed (nhi): .................................................min-1
             for ESC and ELR Cycles
             Idle: .................................................................min-1
             Speed A: .........................................................min-1
             Speed B: .........................................................min-1
             Speed C: .........................................................min-1
             for ETC cycle
             Reference speed: .................................................min-1
 ---pagebreak--- 27.12.2006      EN                    Official Journal of the European Union                          L 375/49
    8.2.   Engine power (measured in accordance with the provisions of Regulation No. 24) in kW
                                                                       Engine speed
                                           Idle      Speed A (7) Speed B (7) Speed C (7)     Ref. Speed
                                                                                                        (8
                                                                                                         )
                        P(m)
            Power measured on
            test bed
                         P(a)
            Power absorbed by
            auxiliaries to be fitted
            for test (item 6.1)
            -        if fitted
            -        if not fitted           0              0              0         0            0
                         P(b)
            Power absorbed by
            auxiliaries to be
            removed for test
            (item 6.2)
            -        if fitted               0              0              0         0            0
            -        if not fitted
                         P(n)
            Net engine power
            = P(m) - P(a) + P(b)
    8.3.       Dynamometer settings (kW)
               The dynamometer settings for the ESC and ELR tests and for the reference cycle of the
               ETC test must be based upon the net engine power P(n) of paragraph 8.2. It is
               recommended to install the engine on the test bed in the net condition. In this case,
               P(m) and P(n) are identical. If it is impossible or inappropriate to operate the engine
               under net conditions, the dynamometer settings must be corrected to net conditions
               using the above formula.
    8.3.1.     ESC and ELR Tests
               The dynamometer settings must be calculated according to the formula in annex 4,
               appendix 1, paragraph 1.2.
                 Per cent load                                    Engine speed
                                       Idle                Speed A           Speed B      Speed C
                       10          --
 ---pagebreak--- L 375/50         EN                     Official Journal of the European Union                      27.12.2006
                       25                --
                       50                --
                       75                --
                      100
   8.3.2.      ETC Test
               If the engine is not tested under net conditions, the correction formula for converting the
               measured power or measured cycle work, as determined according to annex 4, appendix
               2, paragraph 2., to net power or net cycle work must be submitted by the engine
               manufacturer for the whole operating area of the cycle, and approved by the Technical
               Service.
   Footnotes:
   (1)
          In the case of non-conventional engines and systems, particulars equivalent to those referred
          to here must be supplied by the manufacturer.
   (2)
          Strike out what does not apply.
   (3)
          Specify the tolerance.
   (6)
          In the case of systems laid out in a different manner, supply equivalent information (for
          paragraph 3.2).
   (7)
          ESC test
   (8)
          ETC test only.
   (9)
          Specify the tolerance; to be within ± 3 per cent of the values declared by the manufacturer.
    __________
 ---pagebreak--- 27.12.2006        EN                       Official Journal of the European Union                    L 375/51
                                                  Annex 1 – Appendix 1
                   CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS
    1.        Intake system depression at rated engine speed and
              at 100 per cent load: ............................................kPa
    2.        Exhaust system back pressure at rated engine speed and
              at 100 per cent load: ............................................kPa
    3.        Volume of exhaust system: ........................................cm³
    4.        Power absorbed by the auxiliaries needed for operating the engine as specified in and under
              the operation conditions of Regulation No. 24
           Equipment                            Power absorbed (kW) at various engine speeds
                              Idle      Low         High Speed Speed A(1) Speed B Speed C Ref. Speed (2)
               P(a)
      Auxiliaries needed
      for operating the
      engine
      (to be subtracted
      from measured
      engine power)
      see annex 1,
      item 6.1.
    (1)
           ESC test
    (2)
           ETC test only.
                                                           __________
 ---pagebreak--- L 375/52         EN                                Official Journal of the European Union                    27.12.2006
                                                          Annex 1 – Appendix 2
                        ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY
   1.     COMMON PARAMETERS
   1.1.   Combustion cycle: .....................................................
   1.2.   Cooling medium: .......................................................
   1.3.   Number of cylinders (1).................................................
   1.4.   Individual cylinder displacement: .....................................
   1.5.   Method of air aspiration: .............................................
   1.6.   Combustion chamber type/design: .......................................
   1.7.   Valve and porting - configuration, size and number: ...................
          .......................................................................
   1.8.   Fuel system: ..........................................................
   1.9.   Ignition system (gas engines): ........................................
   1.10.  Miscellaneous features:
          - charge cooling system (1): ...........................................
          - exhaust gas recirculation (1): .......................................
          - water injection/emulsion (1): ........................................
          - air injection (1).....................................................
   1.11.  Exhaust after-treatment (1): .....................................................................
          Proof of identical (or lowest for the parent engine) ratio:
          system capacity / fuel delivery per stroke, pursuant to diagram number(s):
          ..................................................
   2.     ENGINE FAMILY LISTING
   2.1.   Name of diesel engine family: .......................................
   2.1.1. Specification of engines within this family:
 ---pagebreak--- 27.12.2006        EN                    Official Journal of the European Union                  L 375/53
                                                                                  Parent Engine
              Engine Type
              No. of cylinders
              Rated speed (min-1)
              Fuel delivery per stroke (mm³)
              Rated net power (kW)
              Maximum torque speed (min-
                          1
                            )
              Fuel delivery per stroke (mm³)
              Maximum torque (Nm)
              Low idle speed (min-1)
              Cylinder displacement
                                                                                       100
              (in % of parent engine)
    2.2.   Name of gas engine family: ...........................................
    2.2.1    Specification of engines within this family:
                                                                                  Parent Engine
              Engine Type
              No. of cylinders
              Rated speed (min-1)
              Fuel delivery per stroke (mm³)
              Rated net power (kW)
              Maximum torque speed (min-
              1
                )
              Fuel delivery per stroke (mm³)
              Maximum torque (Nm)
              Low idle speed (min-1)
              Cylinder displacement
                                                                                       100
              (in % of parent engine)
              Spark timing
              EGR flow
              Air pump yes / no
              Air pump actual flow
    (1)
           If not applicable, mark "N/A"
                                                     __________
 ---pagebreak--- L 375/54        EN                                Official Journal of the European Union         27.12.2006
                                                        Annex 1 - Appendix 3
                        ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE
                                                     WITHIN THE FAMILY (1)
   1.               DESCRIPTION OF ENGINE
   1.1.             Manufacturer: ...................................................
   1.2.             Manufacturer's engine code: .....................................
   1.3.             Cycle: four stroke / two stroke (2)
   1.4.             Number and arrangement of cylinders: ............................
   1.4.1.           Bore: .........................................................mm
   1.4.2.           Stroke: .......................................................mm
   1.4.3.           Firing order: ...................................................
   1.5.             Engine capacity: .............................................cm³
   1.6.             Volumetric compression ratio (3): ................................
   1.7.             Drawing(s) of combustion chamber and piston crown: ..............
                    .................................................................
   1.8.             Minimum cross-sectional area of inlet and outlet ports:
                    ..............................................................cm²
   1.9.             Idling speed: ...............................................min-1
   1.10.            Maximum net power: ..................kW at ..................min-1
   1.11.            Maximum permitted engine speed: .............................min-1
   1.12.            Maximum net torque: .................Nm at ..................min-1
   1.13.            Combustion system: compression ignition/positive ignition (2)
   1.14.            Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol (1)
   1.15.            Cooling system
   1.15.1.          Liquid
   1.15.1.1.        Nature of liquid: ...............................................
   1.15.1.2.        Circulating pump(s): yes/no (2)
         Characteristics or make(s) and type(s) (if applicable): .........
                    .................................................................
   1.15.1.4.        Drive ratio(s) (if applicable): .................................
   1.15.2.          Air
   1.15.2.1.        Blower: yes/no (2)
   ?      Characteristics or make(s) and type(s) (if applicable): .........
                    .................................................................
   1.15.2.3.        Drive ratio(s) (if applicable): .................................
   1.16.            Temperature permitted by the manufacturer
   1.16.1.          Liquid cooling: Maximum temperature at outlet: .................K
   1.16.2.          Air cooling: Reference point: ...............................
                    Maximum temperature at reference point: ....................K
   1.16.3.          Maximum temperature of the air at the outlet of the intake intercooler (if
                    applicable): ...................................K
   1.16.4.          Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the
 ---pagebreak--- 27.12.2006   EN                              Official Journal of the European Union              L 375/55
                outer flange(s) of the exhaust manifold(s) or turbocharger(s):
                ...............................................K
    1.16.5.     Fuel temperature: min. ..............K, max. ................K
                for diesel engines at injection pump inlet, for gas fuelled engines at pressure
                regulator final stage
    1.16.6.     Fuel pressure: min. ..............kPa, max. ...............kPa
                at pressure regulator final stage, NG fuelled gas engines only
    1.16.7.     Lubricant temperature: min. .............K, max..............K
    1.17.       Pressure charger: yes/no (2)
    1.17.1.     Make: ...........................................................
    1.17.2.     Type: ...........................................................
    1.17.3.     Description of the system (e.g. max. charge pressure, wastegate, if applicable):
                ..................................
    1.17.4.     Intercooler: yes/no (2)
    1.18.       Intake system
                Maximum allowable intake depression at rated engine speed and at 100 per cent
                load as specified in and under the operating conditions of Regulation No. 24:
                .............................kPa
    1.19.       Exhaust system
                Maximum allowable exhaust back pressure at rated engine speed and at 100 per
                cent load as specified in and under the operating conditions of Regulation No. 24:
                .............................kPa
                Exhaust system volume: .......................................cm³
    2.          MEASURES TAKEN AGAINST AIR POLLUTION
    2.1.        Device for recycling crankcase gases (description and drawings):
                .................................................................
    2.2.        Additional anti-pollution devices (if any, and if not covered by another heading)
    2.2.1.      Catalytic converter: yes/no (2)
    2.2.1.1.    Number of catalytic converters and elements: ....................
    2.2.1.2.    Dimensions, shape and volume of the catalytic converter(s): .....
                .................................................................
    2.2.1.3.    Type of catalytic action: .......................................
    2.2.1.4.    Total charge of precious metals: ................................
    2.2.1.5.    Relative concentration: .........................................
    2.2.1.6.    Substrate (structure and material): .............................
    2.2.1.7.    Cell density: ...................................................
    2.2.1.8.    Type of casing for the catalytic converter(s): ..................
    2.2.1.9.    Location of the catalytic converter(s) (place and reference distance in the exhaust
                line): ..................................
                .................................................................
    2.2.2.      Oxygen sensor: yes/no (2)
    2.2.2.1.    Type: ...........................................................
    2.2.3.      Air injection: yes/no (2)
    2.2.3.1.    Type (pulse air, air pump, etc.): ...............................
 ---pagebreak--- L 375/56        EN                               Official Journal of the European Union                  27.12.2006
   2.2.4.          EGR: yes/no (2)
   2.2.4.1.        Characteristics (flow rate etc.): ...............................
   2.2.5.          Particulate trap: yes/no (2)
   2.2.5.1.        Dimensions, shape and capacity of the particulate trap: .........
                   .................................................................
   2.2.5.2.        Type and design of the particulate trap: ........................
   2.2.5.3.        Location (reference distance in the exhaust line): ..............
   2.2.5.4.        Method or system of regeneration, description and/or drawing: ...
                   .................................................................
   2.2.6.          Other systems: yes/no (2)
   2.2.6.1.        Description and operation: ......................................
   3.              FUEL FEED
   3.1.            Diesel engines
   3.1.1.          Feed pump
                   Pressure (3): ..............kPa or characteristic diagram (2): ....
                   .................................................................
   3.1.2.          Injection system
   3.1.2.1.        Pump
   3.1.2.1.1.      Make(s): ........................................................
   3.1.2.1.2.      Type(s): ........................................................
   3.1.2.1.3.      Delivery: ......mm³ (3) per stroke at engine speed of........min-1 at full injection, or
                   characteristic diagram (2) (3): .............
                   .................................................................
                   Mention the method used: On engine / on pump bench (2)
                   If boost control is supplied, state the characteristic fuel delivery and boost pressure
                   versus engine speed.
   3.1.2.1.4.      Injection advance
   3.1.2.1.4.1.    Injection advance curve (3): .....................................
   3.1.2.1.4.2.    Static injection timing (3): .....................................
   3.1.2.2.        Injection piping
   3.1.2.2.1.      Length: .......................................................mm
   3.1.2.2.2.      Internal diameter: ............................................mm
   3.1.2.3.        Injector(s)
   3.1.2.3.1.      Make(s): .......................................................
   3.1.2.3.2.      Type(s): .......................................................
   3.1.2.3.3.      "Opening pressure": ........................................kPa(3)
                   or characteristic diagram(2) (3): .................................
   3.1.2.4.        Governor
   3.1.2.4.1.      Make(s): .......................................................
   3.1.2.4.2.      Type(s): ........................................................
   3.1.2.4.3.      Speed at which cut-off starts under full load: ..............min-1
   3.1.2.4.4.      Maximum no-load speed: ......................................min-1
   3.1.2.4.5.      Idling speed: ...............................................min-1
 ---pagebreak--- 27.12.2006     EN                              Official Journal of the European Union                  L 375/57
    3.1.3.        Cold start system
    3.1.3.1.      Make(s): ........................................................
    3.1.3.2.      Type(s): ........................................................
    3.1.3.3.      Description: ....................................................
    3.1.3.4.      Auxiliary starting aid: .........................................
    3.1.3.4.1.    Make: ...........................................................
    3.1.3.4.2.    Type: ...........................................................
    3.2.          Gas fuelled engines
    3.2.1.        Fuel: Natural gas/LPG (2)
    3.2.2.        Pressure regulator(s) or vaporiser/pressure regulator(s)(2)
    3.2.2.1.      Make(s): ........................................................
    3.2.2.2.      Type(s): ........................................................
    3.2.2.3.      Number of pressure reduction stages: ............................
    3.2.2.4.      Pressure in final stage: min. .........kPa, max. ..........kPa
    3.2.2.5.      Number of main adjustment points: ...............................
    3.2.2.6.      Number of idle adjustment points: ...............................
    3.2.2.7.      Approval number: ................................................
    3.2.3.        Fuelling system: mixing unit / gas injection / liquid injection / direct injection (2)
    3.2.3.1.      Mixture strength regulation: ....................................
    3.2.3.2.      System description and/or diagram and drawings: .................
                  .................................................................
    3.2.3.3.      Approval number: ................................................
    3.2.4.        Mixing unit
    3.2.4.1.      Number: .........................................................
    3.2.4.2.      Make(s): ........................................................
    3.2.4.3.      Type(s): ........................................................
    3.2.4.4.      Location: .......................................................
    3.2.4.5.      Adjustment possibilities: .......................................
    3.2.4.6.      Approval number: ................................................
    3.2.5.        Inlet manifold injection
    3.2.5.1.      Injection: single point / multi-point (2)
    3.2.5.2.      Injection : continuous / simultaneously timed / sequentially timed (2)
    3.2.5.3.      Injection equipment
    3.2.5.3.1.    Make(s): ........................................................
    3.2.5.3.2.    Type(s): ........................................................
    3.2.5.3.3.    Adjustment possibilities: .......................................
    3.2.5.3.4.    Approval number: ................................................
    3.2.5.4.      Supply pump (if applicable): ....................................
    3.2.5.4.1.    Make(s): ........................................................
    3.2.5.4.2.    Type(s): ........................................................
    3.2.5.4.3.    Approval number: ................................................
    3.2.5.5.      Injector(s):.....................................................
    3.2.5.5.1.    Make(s): ........................................................
    3.2.5.5.2.    Type(s): ........................................................
    3.2.5.5.3.    Approval number: ................................................
    3.2.6.        Direct injection
 ---pagebreak--- L 375/58         EN                               Official Journal of the European Union                        27.12.2006
   3.2.6.1.         Injection pump / pressure regulator (2)
   3.2.6.1.1.       Make(s): ........................................................
   3.2.6.1.2.       Type(s): ........................................................
   3.2.6.1.3.       Injection timing: ...............................................
   3.2.6.1.4.       Approval number: ................................................
   3.2.6.2.         Injector(s)
   3.2.6.2.1.       Make(s): ........................................................
   3.2.6.2.2.       Type(s): ........................................................
   6.2.6.2.3.       Opening pressure or characteristic diagram (3): ..................
                    .................................................................
   3.2.6.2.4.       Approval number: ................................................
   3.2.7.           Electronic control unit (ECU)
   3.2.7.1.         Make(s): ........................................................
   3.2.7.2.         Type(s): ........................................................
   3.2.7.3.         Adjustment possibilities: .......................................
   3.2.8.           NG fuel-specific equipment
   3.2.8.1.         Variant 1 (only in the case of approvals of engines for several specific fuel
                    compositions)
   3.2.8.1.1.       Fuel composition:
                     methane (CH4):                          basis:....%mole          min.....%mole max.....%mole
                     ethane (C2H6):                          basis:....%mole          min.....%mole max.....%mole
                     propane (C3H8):                         basis:....%mole          min.....%mole max.....%mole
                     butane (C4H10):                         basis:....%mole          min.....%mole max.....%mole
                     C5/C5+:                                 basis:....%mole          min.....%mole max.....%mole
                     oxygen (O2):                            basis:....%mole          min.....%mole max.....%mole
                     inert (N2, He etc):                     basis:....%mole          min.....%mole max.....%mole
   3.2.8.1.2.       Injector(s)
   3.2.8.1.2.1.     Make(s): ........................................................
   3.2.8.1.2.2.     Type(s): ........................................................
   3.2.8.1.3.       Others (if applicable)
   3.2.8.2.         Variant 2 (only in the case of approvals for several specific fuel compositions)
   4.               VALVE TIMING
                –   Maximum lift of valves and angles of opening and closing in relation to dead
                    centres of equivalent data: ....................
                    .................................................................
   4.1.             Reference and/or setting ranges (2) : ............................
                    .................................................................
   5.               IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY)
   5.1.             Ignition system type: common coil and plugs / individual coil and plugs / coil on
                    plug / other (specify) (2)
   5.2.             Ignition control unit
 ---pagebreak--- 27.12.2006      EN                               Official Journal of the European Union                          L 375/59
    5.2.1.          Make(s): ........................................................
    5.2.2.          Type(s): ........................................................
    (a)             Ignition advance curve / advance map (2)(3): ......................
                    .................................................................
    5.4.            Ignition timing (3): ...............degrees before TDC at a speed of ................ min-1 and a
                    MAP of ....................... kPa
    5.5.            Spark plugs
    5.5.1.          Make(s): ........................................................
    5.5.2.          Type(s): ........................................................
    5.5.3.          Gap setting: ..................................................mm
    5.6.            Ignition coil(s)
    5.6.1.          Make(s): ........................................................
    5.6.2.          Type(s): ........................................................
    Footnotes
    (1)
            To be submitted for each engine of the family.
    (2)
            Strike out what does not apply.
    (3)
            Specify the tolerance.
                                                                __________
 ---pagebreak--- L 375/60         EN                                 Official Journal of the European Union                                                         27.12.2006
                                                                   Annex 2A
                                                          COMMUNICATION
                                          (maximum format: A4 (210 x 297 mm))
                                                                             issued by:              Name of administration:
                                                                                                     .......................
                                                                                                     .......................
                                                                                                     .......................
   concerning: 2/            APPROVAL GRANTED
                             APPROVAL EXTENDED
                             APPROVAL REFUSED
                             APPROVAL WITHDRAWN
                             PRODUCTION DEFINITELY DISCONTINUED
   of a compression-ignition (C.I.) engine type, of a natural gas (NG) engine type or a positive-ignition
   (P.I.) LPG-fuelled engine type, 2/ as a separate technical unit with regard to the emission of
   pollutants pursuant to Regulation No. 49
   Approval No. .....                                                        Extension No. .....
   1.          Trade name or mark of the engine: ..................................................................................
   2.          Engine type: .....................................................................................................................
   3.          Combustion type: compression-ignition/positive-ignition 2/
   3.1.        Type of fuel:.....................................................................................................................
   4.          Manufacturer's name and address: ...................................................................................
   5.          If applicable, name and address of manufacturer's representative:
               ..........................................................................................................................................
   6.          Maximum allowable intake depression: .................................................................... kPa
   7.          Maximum allowable back-pressure: .......................................................................... kPa
   8.          Maximum permissible power absorbed by the engine-driven equipment:
 ---pagebreak--- 27.12.2006   EN                                Official Journal of the European Union                                                            L 375/61
           Intermediate: .................kW; Rated: .........................................................................kW
    9.     Restrictions of use (if any): ..............................................................................................
    10.    Emission levels of the engine/parent engine
    10.1.  ESC-test (if applicable):
           CO:......................g/kWh
           THC: ...................g/kWh
           NOx: ....................g/kWh
           PT:.......................g/kWh
    10.2.  ELR-test (if applicable):
           Smoke value:..........................m-1
    10.3.  ETC-test (if applicable):
           CO:......................g/kWh
           THC: ...................g/kWh
           NMHC: ...............g/kWh
           CH4: ....................g/kWh
           NOx: ....................g/kWh
           PT:.......................g/kWh
    11.    Engine submitted for tests on:..........................................................................................
    12.    Technical service responsible for conducting the approval tests:
           ..........................................................................................................................................
    13.    Date of test report issued by that service: ........................................................................
    14.    Number of test report issued by that service:...................................................................
    15.    Site of approval mark on the engine: ...............................................................................
    16.    Place:................................................................................................................................
    17.    Date: ................................................................................................................................
    18.    Signature: ........................................................................................................................
    19.    The following documents, bearing the approval number shown above, are annexed to
           this communication:
           One copy of annex 1 to this Regulation completed and with the drawings and diagrams
 ---pagebreak--- L 375/62   EN                   Official Journal of the European Union                    27.12.2006
         referred to attached.
         1/       Distinguishing number of the country which has
                   granted/extended/refused/withdrawn approval (see approval provisions in the
                   Regulation).
         2/       Strike out what does not apply.
 ---pagebreak--- 27.12.2006          EN                                Official Journal of the European Union                                                            L 375/63
                                                                      Annex 2B
                                                             COMMUNICATION
                                             (maximum format: A4 (210 x 297 mm))
                                                                                issued by:              Name of administration:
                                                                                                        .......................
                                                                                                        .......................
                                                                                                        .......................
    concerning: 2/              APPROVAL GRANTED
                                APPROVAL EXTENDED
                                APPROVAL REFUSED
                                APPROVAL WITHDRAWN
                                PRODUCTION DEFINITELY DISCONTINUED
    of a vehicle type with regard to the emission of pollutants by the engine pursuant to Regulation No.
    49
    Approval No. ...                                                            Extension No. ...
    1.        Trade name or mark of the engine: ......................................................................................
    2.        Vehicle type: ........................................................................................................................
    3.        Manufacturer's name and address:.......................................................................................
    4.        If applicable, name and address of manufacturer's representative:......................................
               .............................................................................................................................................
    5.        Maximum allowable intake depression: ........................................................................ kPa
    6.        Maximum allowable back-pressure: ............................................................................. kPa
    7.        Maximum permissible power absorbed by the engine-driven equipment:
              Intermediate: . . . . . . . . . . kW; Rated:..........................................................................kW
    8.        Make and type of the engine:...............................................................................................
 ---pagebreak--- L 375/64       EN                                 Official Journal of the European Union                                                         27.12.2006
   9.    Emission levels of the engine/parent engine
   9.1.     ESC-test (if applicable):
            CO:......................g/kWh
            THC: ...................g/kWh
            NOx: ....................g/kWh
            PT:.......................g/kWh
   9.2.     ELR-test (if applicable):
            Smoke value:..........................m-1
   9.3.     ETC-test (if applicable):
            CO:......................g/kWh
            THC: ...................g/kWh
            NMHC: ...............g/kWh
            CH4: ....................g/kWh
            NOx: ....................g/kWh
            PT:.......................g/kWh
   10.   Engine submitted for tests on: .............................................................................................
   11.   Technical service responsible for conducting the approval tests:........................................
          .............................................................................................................................................
   12.   Date of test report issued by that service: ............................................................................
   13.   Number of test report issued by that service:.......................................................................
   14.   Site of approval mark on the vehicle/engine 2/: ..................................................................
   15.   Place:....................................................................................................................................
   16.   Date:.....................................................................................................................................
   17.   Signature:.............................................................................................................................
   18.   The following documents, bearing the approval number shown above, are annexed to this
         communication:
         One copy of annex 1 to this Regulation completed and with the drawings and diagrams
         referred to attached.
 ---pagebreak--- 27.12.2006    EN                    Official Journal of the European Union                    L 375/65
           1/ Distinguishing number of the country which has granted/extended/ refused/withdrawn
               approval (see approval provisions in the Regulation).
           2/ Strike out what does not apply.
 ---pagebreak--- L 375/66      EN                     Official Journal of the European Union                       27.12.2006
                                                    Annex 3
                            ARRANGEMENTS OF APPROVAL MARKS
                                 (See paragraph 4.6. of this Regulation)
   –     APPROVAL “I” (Row A).
         (See paragraph 4.6.3. of this Regulation)
                                                    Model A
         Engines approved to Row A emission limits and operating on diesel or liquefied petroleum gas
         (LPG) fuel.
                              a
                                 a
                                 2
                                      E 11             a
                                                       3   49 RI - 042439
                                                                            a = 8 mm min.
                                                    Model B
         Engines approved to Row A emission limits and operating on natural gas (NG) fuel. The
         suffix after the national symbol indicates the fuel qualification determined in accordance with
         paragraph 4.6.3.1. of this Regulation.
                                                   a
                                                   3      HLt
                             a
                                a
                                2
                                      E 11            a
                                                      3   49 RI - 042439
                                                                            a = 8 mm min.
         The above approval marks affixed to an engine/vehicle show that the engine/vehicle type
         concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and
         under approval number 042439. This approval indicates that the approval was given in
         accordance with the requirements of Regulation No. 49 with the 04 series of amendments
         incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.
   II.   APPROVAL “II” (Row B1).
         (See paragraph 4.6.3. of this Regulation)
                                                    Model C
         Engines approved to Row B1 emission limits and operating on diesel or liquefied petroleum
         gas (LPG) fuel.
 ---pagebreak--- 27.12.2006     EN                       Official Journal of the European Union                        L 375/67
                               a
                                   a
                                   2
                                         E 11             a
                                                       Model
                                                          3    49 RII - 042439
                                                                 D
                                                                                a = 8 mm min .
           Engines approved to Row B1 emission limits and operating on natural gas (NG) fuel. The
           suffix after the national symbol indicates the fuel qualification determined in accordance with
           paragraph 4.6.3.1. of this Regulation.
                                                      a
                                                      3      Ht
                               a
                                   a
                                   2
                                         E 11            a
                                                         3   49 RII - 042439
                                                                               a = 8 mm min.
           The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type
           concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49 and
           under approval number 042439. This approval indicates that the approval was given in
           accordance with the requirements of Regulation No. 49 with the 04 series of amendments
           incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.
    –       APPROVAL “III” (Row B2).
           (See paragraph 4.6.3. of this Regulation)
                                                       Model E
           Engines approved to Row B2 emission limits and operating on diesel or liquefied petroleum
           gas (LPG) fuel.
                                  a
                                      a
                                      2
                                              E 11            a
                                                              3  49 RIII - 042439
                                                                                  a = 8 mm min.
                                                       Model F
           Engines approved to Row B2 emission limits and operating on natural gas (NG) fuel. The
           suffix after the national symbol indicates the fuel qualification determined in accordance with
           paragraph 4.6.3.1. of this Regulation.
 ---pagebreak--- L 375/68      EN                     Official Journal of the European Union                       27.12.2006
                                                    a
                                                    3      Lt
                             a
                                 a
                                 2
                                      E 11             a
                                                       3  49 RIII - 042439
                                                                             a = 8 mm min .
         The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type
         concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and
         under approval number 042439. This approval indicates that the approval was given in
         accordance with the requirements of Regulation No. 49 with the 04 series of amendments
         incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.
   –      APPROVAL “IV” (Row C).
         (See paragraph 4.6.3. of this Regulation)
                                                    Model G
         Engines approved to Row C emission limits and operating on diesel or liquefied petroleum gas
         (LPG) fuel.
                              a
                                 a
                                 2
                                      E 11             a
                                                       3   49 RIV - 042439
                                                                            a = 8 mm min.
                                                    Model H
         Engines approved to Row C emission limits and operating on natural gas (NG) fuel. The
         suffix after the national symbol indicates the fuel qualification determined in accordance with
         paragraph 4.6.3.1. of this Regulation.
                                                   a
                                                   3      HLt
                             a
                                a
                                2
                                      E 11            a
                                                      3   49 RIV - 042439
                                                                            a = 8 mm min.
         The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type
         concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49 and
 ---pagebreak--- 27.12.2006     EN                    Official Journal of the European Union                           L 375/69
           under approval number 042439. This approval indicates that the approval was given in
           accordance with the requirements of Regulation No. 49 with the 04 series of amendments
           incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.
 ---pagebreak--- L 375/70        EN                    Official Journal of the European Union                    27.12.2006
   –        ENGINE/VEHICLE APPROVED TO ONE OR MORE REGULATIONS
           (See paragraph 4.7. of this Regulation)
                                                     Model I
                                                    49 IV HL 04 2439                     a    a
                               E 11
                         a                                                               3    2
                                            a
                    a    2
                                                    24                     03 1628
                                            3                                            a    a
                                                                                         3    2
           The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type
           concerned has been approved in the United Kingdom (E11) pursuant to Regulation No. 49
           (emission level IV) and Regulation No. 24 1/. The first two digits of the approval numbers
           indicate that, at the dates when the respective approvals were given, Regulation No. 49
           included the 04 series of amendments, and Regulation No. 24 the 03 series of amendments.
   _____________
   1/    The second Regulation number is given merely as an example.
                                                       _________
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                       L 375/71
                                                  Annex 4
                                          TEST PROCEDURE
    1.     INTRODUCTION
    1.1.   This annex describes the methods of determining emissions of gaseous components,
           particulates and smoke from the engines to be tested. Three test cycles are described
           that must be applied according to the provisions of the Regulation, paragraph 5.2:
    1.1.1. the ESC which consists of a steady state 13-mode cycle,
    1.1.2. the ELR which consists of transient load steps at different speeds, which are integral
           parts of one test procedure, and are run concurrently;
    1.1.3. the ETC which consists of a second-by-second sequence of transient modes.
    1.2.   The test must be carried out with the engine mounted on a test bench and connected to
           a dynamometer.
    1.3.   Measurement principle
           The emissions to be measured from the exhaust of the engine include the gaseous
           components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test
           only; non-methane hydrocarbons for diesel and gas engines on the ETC test only;
           methane for gas engines on the ETC test only and oxides of nitrogen), the particulates
           (diesel engines, gas engines at stage C only) and smoke (diesel engines on the ELR test
           only). Additionally, carbon dioxide is often used as a tracer gas for determining the
           dilution ratio of partial and full flow dilution systems. Good engineering practice
           recommends the general measurement of carbon dioxide as an excellent tool for the
           detection of measurement problems during the test run.
    1.3.1. ESC test
           During a prescribed sequence of warmed-up engine operating conditions the amounts
           of the above exhaust emissions must be examined continuously by taking a sample
           from the raw exhaust gas. The test cycle consists of a number of speed and power
           modes, which cover the typical operating range of diesel engines. During each mode
           the concentration of each gaseous pollutant, exhaust flow and power output must be
           determined, and the measured values weighted. The particulate sample must be diluted
           with conditioned ambient air. One sample over the complete test procedure must be
           taken, and collected on suitable filters. The grams of each pollutant emitted per
           kilowatt-hour (kWh) must be calculated as described in appendix 1 to this annex.
           Additionally, NOx must be measured at three test points within the control area selected
 ---pagebreak--- L 375/72         EN                        Official Journal of the European Union                   27.12.2006
                by the Technical Service 1/ and the measured values compared to the values calculated
                from those modes of the test cycle enveloping the selected test points. The NOx control
                check ensures the effectiveness of the emission control of the engine within the typical
                engine operating range.
   1.3.2.       ELR test
                During a prescribed load response test, the smoke of a warmed-up engine must be
                determined by means of an opacimeter. The test consists of loading the engine at
                constant speed from 10 per cent to 100 per cent load at three different engine speeds.
                Additionally, a fourth load step selected by the Technical Service 1 must be run, and the
                value compared to the values of the previous load steps. The smoke peak must be
                determined using an averaging algorithm, as described in appendix 1 to this annex.
   1.3.3.       ETC test
                During a prescribed transient cycle of warmed-up engine operating conditions, which is
                based closely on road-type-specific driving patterns of heavy-duty engines installed in
                trucks and buses, the above pollutants must be examined after diluting the total exhaust
                gas with conditioned ambient air. Using the engine torque and speed feedback signals
                of the engine dynamometer, the power must be integrated with respect to time of the
                cycle resulting in the work produced by the engine over the cycle. The concentration of
                NOx and HC must be determined over the cycle by integration of the analyser signal.
                The concentration of CO, CO2, and NMHC may be determined by integration of the
                analyser signal or by bag sampling. For particulates, a proportional sample must be
                collected on suitable filters. The diluted exhaust gas flow rate must be determined over
                the cycle to calculate the mass emission values of the pollutants. The mass emission
                values must be related to the engine work to get the grams of each pollutant emitted per
                kilowatt-hour (kWh), as described in appendix 2 to this annex.
   2.           TEST CONDITIONS
   2.1.         Engine test conditions
   2.1.1.       The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in
                Kelvins, and the dry atmospheric pressure (ps), expressed in kPa must be measured and
                the parameter F must be determined according to the following provisions:
   1/     The test points must be selected using approved statistical methods of randomisation.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                       L 375/73
              (a) for diesel engines:
              Naturally aspirated and mechanically supercharged engines:
                                                                  0, 7
                                                Æ 99 Ö Æ T Ö
                                          F ? ÇÇ ×× , Ç a ×
                                                È p s Ø È 298 Ø
              Turbocharged engines with or without cooling of the intake air:
                                                      0,7            1, 5
                                               Æ 99 Ö       ÆT Ö
                                         F ? ÇÇ ××         ,Ç a ×
                                               È ps Ø       È 298 Ø
              (b)      for gas engines:
                                                      1, 2           0,6
                                               Æ 99 Ö       ÆT Ö
                                         F ? ÇÇ ××         ,Ç a ×
                                               È ps Ø       È 298 Ø
    2.1.2. Test validity
           For a test to be recognised as valid, the parameter F must be such that:
                                              0.96 ³ F ³ 1.06
    2.2.   Engines with charge air cooling
           The charge air temperature must be recorded and must be, at the speed of the declared
           maximum power and full load, within ± 5 K of the maximum charge air temperature
           specified in annex 1, appendix 1, paragraph 1.16.3. The temperature of the cooling
           medium must be at least 293 K (20°C).
           If a test shop system or external blower is used, the charge air temperature must be
           within ± 5 K of the maximum charge air temperature specified in annex 1,
           paragraph 1.16.3. at the speed of the declared maximum power and full load. The
           setting of the charge air cooler for meeting the above conditions must be used for the
           whole test cycle.
    2.3.   Engine air intake system
           An engine air intake system must be used presenting an air intake restriction within ±
           100 Pa of the upper limit of the engine operating at the speed at the declared maximum
           power and full load.
    2.4.   Engine exhaust system
 ---pagebreak--- L 375/74  EN                     Official Journal of the European Union                      27.12.2006
         An exhaust system must be used presenting an exhaust back pressure within ± 1000 Pa
         of the upper limit of the engine operating at the speed of declared maximum power and
         full load and a volume within ± 40 per cent of that specified by the manufacturer.
         A test shop system may be used, provided it represents actual engine operating
         conditions. The exhaust system must conform to the requirements for exhaust gas
         sampling, as set out in annex 4, appendix 4, paragraph 3.4. and in annex 4, appendix 6,
         paragraph 2.2.1., EP and paragraph 2.3.1., EP.
         If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must
         have the same diameter as found in-use for at least 4 pipe diameters upstream to the
         inlet of the beginning of the expansion paragraph containing the after-treatment device.
         The distance from the exhaust manifold flange or turbocharger outlet to the exhaust
         after-treatment device must be the same as in the vehicle configuration or within the
         distance specifications of the manufacturer. The exhaust back-pressure or restriction
         must follow the same criteria as above, and may be set with a valve. The after-
         treatment container may be removed during dummy tests and during engine mapping,
         and replaced with an equivalent container having an inactive catalyst support.
   2.5.  Cooling system
         An engine cooling system with sufficient capacity to maintain the engine at normal
         operating temperatures prescribed by the manufacturer must be used.
   2.6   Lubricating oil
         Specifications of the lubricating oil used for the test must be recorded and presented
         with the results of the test, as specified in annex 1, paragraph 7.1.
   2.7.  Fuel
         The fuel must be the reference fuel specified in annexes 5, 6 or 7.
         The fuel temperature and measuring point must be specified by the manufacturer within
         the limits given in annex 1, paragraph 1.16.5. The fuel temperature must not be lower
         than 306 K (33°C). If not specified, it must be 311 K ± 5 K (38°C ± 5°C) at the inlet to
         the fuel supply.
         For NG and LPG fuelled engines, the fuel temperature and measuring point must be
         within the limits given in annex 1, paragraph 1.16.5. or in annex 1, appendix 3,
         paragraph 1.16.5. in cases where the engine is not a parent engine.
   2.8.  Testing of exhaust after-treatment systems
         If the engine is equipped with an exhaust after-treatment system, the emissions
         measured on the test cycle(s) must be representative of the emissions in the field. If
 ---pagebreak--- 27.12.2006  EN                   Official Journal of the European Union                          L 375/75
           this cannot be achieved with one single test cycle (e.g. for particulate filters with
           periodic regeneration), several test cycles must be conducted and the test results
           averaged and/or weighted. The exact procedure must be agreed by the engine
           manufacturer and the Technical Service based upon good engineering judgement.
                                              __________
 ---pagebreak--- L 375/76  EN                     Official Journal of the European Union                     27.12.2006
                                       Annex 4 - Appendix 1
                               ESC AND ELR TEST CYCLES
   1.    ENGINE AND DYNAMOMETER SETTINGS
   1.1.  Determination of engine speeds A, B and C
         The engine speeds A, B and C must be declared by the manufacturer in accordance with
         the following provisions:
         The high speed nhi must be determined by calculating 70 per cent of the declared
         maximum net power P(n), as determined in annex 1, appendix 1, paragraph 8.2. The
         highest engine speed where this power value occurs on the power curve is defined as
         nhi.
         The low speed nlo must be determined by calculating 50 per cent of the declared
         maximum net power P(n), as determined in annex 1, appendix 1, paragraph 8.2. The
         lowest engine speed where this power value occurs on the power curve is defined as nlo.
         The engine speeds A, B and C must be calculated as follows:
            Speed A        =        nlo + 25 % (nhi - nlo )
            Speed B        =        nlo + 50 % (nhi - nlo )
            Speed C        =        nlo + 75 % (nhi - nlo)
         The engine speeds A, B and C may be verified by either of the following methods:
         (a)        Additional test points must be measured during engine power approval
                   according to Regulation No. 24 for an accurate determination of nhi and nlo.
                   The maximum power, nhi and nlo must be determined from the power curve,
                   and engine speeds A, B and C must be calculated according to the above
                   provisions.
         (b)        The engine must be mapped along the full load curve, from maximum no
                   load speed to idle speed, using at least 5 measurement points per 1000 min-1
                   intervals and measurement points within ± 50 min-1 of the speed at declared
                   maximum power. The maximum power, nhi and nlo must be determined from
                   this mapping curve, and engine speeds A, B and C must be calculated
                   according to the above provisions.
         If the measured engine speeds A, B and C are within ± 3 per cent of the engine speeds
         as declared by the manufacturer, the declared engine speeds must be used for the
         emissions test. If the tolerance is exceeded for any of the engine speeds, the measured
         engine speeds must be used for the emissions test.
 ---pagebreak--- 27.12.2006  EN                    Official Journal of the European Union                            L 375/77
    1.2.   Determination of dynamometer settings
           The torque curve at full load must be determined by experimentation to calculate the
           torque values for the specified test modes under net conditions, as specified in annex 1,
           appendix 1, paragraph 8.2. The power absorbed by engine-driven equipment, if
           applicable, must be taken into account. The dynamometer setting for each test mode
           except idle must be calculated using the formula:
                                                              L
                                            s ? P(n) ,
                                                            100
           if tested under net conditions
                                                 L
                               s ? P(n) ,              - (P(a) / P(b))
                                               100
           if not tested under net conditions
           where:
           s       =               dynamometer setting, kW
           P(n) =                  net engine power as indicated in annex 1, appendix 1,
                                   paragraph 8.2., kW
           L       =               per cent load as indicated in paragraph 2.7.1.,
           P(a) =                  power absorbed by auxiliaries to be fitted as indicated
                                   in annex 1, appendix 1, paragraph 6.1.
           P(b) =                  power absorbed by auxiliaries to be removed as indicated
                                   in annex 1, appendix 1, paragraph 6.2.
    2.     ESC TEST RUN
           At the manufacturers request, a dummy test may be run for conditioning of the engine
           and exhaust system before the measurement cycle.
    2.1.   Preparation of the sampling filters
           At least one hour before the test, each filter (pair) must be placed in a closed, but
           unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of
           the stabilisation period, each filter (pair) must be weighed and the tare weight must be
           recorded. The filter (pair) must then be stored in a closed petri dish or sealed filter
           holder until needed for testing. If the filter (pair) is not used within eight hours of its
           removal from the weighing chamber, it must be conditioned and reweighed before use.
 ---pagebreak--- L 375/78   EN                     Official Journal of the European Union                         27.12.2006
   2.2.   Installation of the measuring equipment
          The instrumentation and sample probes must be installed as required. When using a
          full flow dilution system for exhaust gas dilution, the tailpipe must be connected to the
          system.
   2.3.   Starting the dilution system and the engine
          The dilution system and the engine must be started and warmed up until all
          temperatures and pressures have stabilised at maximum power according to the
          recommendation of the manufacturer and good engineering practice.
   2.4.   Starting the particulate sampling system
          The particulate sampling system must be started and running on by-pass. The
          particulate background level of the dilution air may be determined by passing dilution
          air through the particulate filters. If filtered dilution air is used, one measurement may
          be done prior to or after the test. If the dilution air is not filtered, measurements at the
          beginning and at the end of the cycle, may be done, and the values averaged.
   2.5.   Adjustment of the dilution ratio
          The dilution air must be set such that the temperature of the diluted exhaust gas
          measured immediately prior to the primary filter must not exceed 325 K (52°C) at any
          mode. The dilution ratio (q) must not be less than 4.
          For systems that use CO2 or NOx concentration measurement for dilution ratio control,
          the CO2 or NOx content of the dilution air must be measured at the beginning and at the
          end of each test. The pre- and post test background CO2 or NOx concentration
          measurements of the dilution air must be within 100 ppm or 5 ppm of each other,
          respectively.
   2.6.   Checking the analysers
          The emission analysers must be set at zero and spanned.
   2.7.   Test cycle
   2.7.1. The following 13-mode cycle must be followed in dynamometer operation on the test
          engine:
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                       L 375/79
              Mode           Engine          Percent Load          Weighting Mode Length
             Number          Speed                                   Factor
                1             idle                  -                 0.15    4 minutes
                2               A                 100                 0.08    2 minutes
                3               B                  50                 0.10    2 minutes
                4               B                  75                 0.10    2 minutes
                5               A                  50                 0.05    2 minutes
                6               A                  75                 0.05    2 minutes
                7               A                  25                 0.05    2 minutes
                8               B                 100                 0.09    2 minutes
                9               B                  25                 0.10    2 minutes
                10              C                 100                 0.08    2 minutes
                11              C                  25                 0.05    2 minutes
                12              C                  75                 0.05    2 minutes
                13              C                  50                 0.05    2 minutes
    2.7.2. Test sequence
           The test sequence must be started. The test must be performed in the order of the mode
           numbers as set out in paragraph 2.7.1.
           The engine must be operated for the prescribed time in each mode, completing engine
           speed and load changes in the first 20 seconds. The specified speed must be held to
           within ± 50 min-1 and the specified torque must be held to within ± 2 per cent of the
           maximum torque at the test speed.
           At the manufacturers request, the test sequence may be repeated a sufficient number of
           times for sampling more particulate mass on the filter. The manufacturer must supply a
           detailed description of the data evaluation and calculation procedures. The gaseous
           emissions must only be determined on the first cycle.
    2.7.3. Analyser response
           The output of the analysers must be recorded on a strip chart recorder or measured with
           an equivalent data acquisition system with the exhaust gas flowing through the
           analysers throughout the test cycle.
    2.7.4. Particulate sampling
           One pair of filters (primary and back-up filters, see annex 4, appendix 4) must be used
           for the complete test procedure. The modal weighting factors specified in the test cycle
           procedure must be taken into account by taking a sample proportional to the exhaust
 ---pagebreak--- L 375/80         EN                        Official Journal of the European Union                    27.12.2006
                mass flow during each individual mode of the cycle. This can be achieved by
                adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the
                criterion for the effective weighting factors in paragraph 5.6. is met.
                The sampling time per mode must be at least 4 seconds per 0.01 weighting factor.
                Sampling must be conducted as late as possible within each mode. Particulate
                sampling must be completed no earlier than 5 seconds before the end of each mode.
   2.7.5.       Engine conditions
                The engine speed and load, intake air temperature and depression, exhaust temperature
                and back pressure, fuel flow and air or exhaust flow, charge air temperature, fuel
                temperature and humidity must be recorded during each mode, with the speed and load
                requirements (see paragraph 2.7.2) being met during the time of particulate sampling,
                but in any case during the last minute of each mode.
                Any additional data required for calculation must be recorded (see paragraphs 4 and 5).
   2.7.6.       NOx check within the control area
                The NOx check within the control area must be performed immediately upon
                completion of mode 13. The engine must be conditioned at mode 13 for a period of
                three minutes before the start of the measurements. Three measurements must be made
                at different locations within the control area, selected by the Technical Service 1/. The
                time for each measurement must be 2 minutes.
                The measurement procedure is identical to the NOx measurement on the 13-mode cycle,
                and must be carried out in accordance with paragraphs 2.7.3., 2.7.5., and 4.1. of this
                appendix, and annex 4, appendix 4, paragraph 3.
                The calculation must be carried out in accordance with paragraph 4.
   2.7.7.       Rechecking the analysers
                After the emission test a zero gas and the same span gas must be used for rechecking.
                The test will be considered acceptable if the difference between the pre-test and post-
                test results is less than 2 per cent of the span gas value.
   1/     The test points must be selected using approved statistical methods of randomisation.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                           L 375/81
    3.     ELR TEST RUN
    3.1.   Installation of the measuring equipment
           The opacimeter and sample probes, if applicable, must be installed after the exhaust
           silencer or any after-treatment device, if fitted, according to the general installation
           procedures specified by the instrument manufacturer. Additionally, the requirements of
           paragraph 10 of ISO 11614 must be observed, where appropriate.
           Prior to any zero and full scale checks, the opacimeter must be warmed up and
           stabilised according to the instrument manufacturer's recommendations. If the
           opacimeter is equipped with a purge air system to prevent sooting of the meter optics,
           this system must also be activated and adjusted according to the manufacturer's
           recommendations.
    3.2.   Checking of the opacimeter
           The zero and full scale checks must be made in the opacity readout mode, since the
           opacity scale offers two truly definable calibration points, namely 0 per cent opacity
           and 100 per cent opacity. The light absorption coefficient is then correctly calculated
           based upon the measured opacity and the LA, as submitted by the opacimeter
           manufacturer, when the instrument is returned to the k readout mode for testing.
           With no blockage of the opacimeter light beam, the readout must be adjusted to 0.0 % ±
           1.0 % opacity. With the light being prevented from reaching the receiver, the readout
           must be adjusted to 100.0 % ± 1.0 % opacity.
    3.3.   Test cycle
    3.3.1. Conditioning of the engine
           Warming up of the engine and the system must be at maximum power in order to
           stabilise the engine parameters according to the recommendation of the manufacturer.
           The preconditioning phase should also protect the actual measurement against the
           influence of deposits in the exhaust system from a former test.
           When the engine is stabilised, the cycle must be started within 20 ± 2 s after the
           preconditioning phase. At the manufacturers request, a dummy test may be run for
           additional conditioning before the measurement cycle.
    3.3.2. Test sequence
           The test consists of a sequence of three load steps at each of the three engine speeds A
           (cycle 1), B (cycle 2) and C (cycle 3) determined in accordance with annex 4,
           paragraph 1.1., followed by cycle 4 at a speed within the control area and a load
 ---pagebreak--- L 375/82        EN                        Official Journal of the European Union                  27.12.2006
               between 10 per cent and 100 per cent, selected by the Technical Service 1/. The
               following sequence must be followed in dynamometer operation on the test engine, as
               shown in Figure 3.
                                      Figure 3:          Sequence of ELR Test
              –    The engine must be operated at engine speed A and 10 per cent load for 20 ± 2 s.
                     The specified speed must be held to within ± 20 min-1 and the specified torque
                     must be held to within ± 2 per cent of the maximum torque at the test speed.
              –    At the end of the previous segment, the speed control lever must be moved rapidly
                     to, and held in, the wide open position for 10 ± 1 s. The necessary dynamometer
                     load must be applied to keep the engine speed within ± 150 min-1 during the first 3
                     s, and within ± 20 min-1 during the rest of the segment.
              –    The sequence described in (a) and (b) must be repeated two times.
              –    Upon completion of the third load step, the engine must be adjusted to engine speed
                     B and 10 per cent load within 20 ± 2 s.
              –    The sequence (a) to (c) must be run with the engine operating at engine speed B.
              –    Upon completion of the third load step, the engine must be adjusted to engine speed
                     C and 10 per cent load within 20 ± 2 s.
              –    The sequence (a) to (c) must be run with the engine operating at engine speed C.
   1/    The test points must be selected using approved statistical methods of randomisation.
 ---pagebreak--- 27.12.2006   EN                    Official Journal of the European Union                        L 375/83
           –    Upon completion of the third load step, the engine must be adjusted to the selected
                 engine speed and any load above 10 per cent within 20 ± 2 s.
           –    The sequence (a) to (c) must be run with the engine operating at the selected engine
                 speed.
    3.4.    Cycle validation
            The relative standard deviations of the mean smoke values at each test speed (SVA,
            SVB, SVC, as calculated in accordance with paragraph 6.3.3. of this appendix from the
            three successive load steps at each test speed) must be lower than 15 per cent of the
            mean value, or 10 per cent of the limit value shown in Table 1 of the Regulation,
            whichever is greater. If the difference is greater, the sequence must be repeated until 3
            successive load steps meet the validation criteria.
    3.5.    Rechecking of the opacimeter
            The post-test opacimeter zero drift value must not exceed ± 5.0 per cent of the limit
            value shown in Table 1 of the Regulation.
    4.      CALCULATION OF THE GASEOUS EMISSIONS
    4.1.    Data evaluation
            For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of
            each mode must be averaged, and the average concentrations (conc) of HC, CO and
            NOx during each mode must be determined from the average chart readings and the
            corresponding calibration data. A different type of recording can be used if it ensures
            an equivalent data acquisition.
            For the NOx check within the control area, the above requirements apply for NOx, only.
            The exhaust gas flow GEXHW or the diluted exhaust gas flow GTOTW, if used optionally,
            must be determined in accordance with annex 4, appendix 4, paragraph 2.3.
    4.2.    Dry / Wet correction
            The measured concentration must be converted to a wet basis according to the
            following formulae, if not already measured on a wet basis.
                                    conc(wet) = KW * conc(dry)
            For the raw exhaust gas:
 ---pagebreak--- L 375/84  EN                      Official Journal of the European Union                              27.12.2006
                                             Æ             G      Ö
                                   K W,r ? ÇÇ1 / FFH , FUEL ×× / K W2
                                             È             G AIRD Ø
         and
                                                       1.969
                                           FFH ?
                                                   Æ       G      Ö
                                                   ÇÇ1 - FUEL     ××
                                                    È     G AIRW   Ø
         For the diluted exhaust gas:
                                        Æ      HTCRAT , CO2%(wet)Ö
                           K W,e,1 ? Ç1 /                                × / K W1
                                        È                200             Ø
         or
                                           Æ                                Ö
                                           Ç          (1 / K W1)            ×
                               K W,e,2  ? Ç                                 ×
                                           Ç 1 - HTCRAT , CO2%(dry)×
                                           Ç                                ×
                                           È                 200            Ø
                                                                           For the intake air:
                For the dilution air:                            (if different from the dilution air)
                   KW,d = 1- KW1                                             KW,a = 1- KW2
                        1.608 , Hd                                                1.608 , Ha
             KW1 =                                                   KW2 =
                    1000 - (1.608 , Hd )                                     1000 - (1.608 , Ha)
                     6.220 , R d , pd                                         6.220 , R a , pa
             Hd ?                                                    Ha ?
                    pB / pd , Rd , 10/ 2                                     pB / pa , R a , 10/ 2
         where:
              Ha, Hd       = g water per kg dry air
              Rd, Ra       = relative humidity of the dilution/intake air, %
              pd, pa       = saturation vapour pressure of the dilution/intake air, kPa
              pB           = total barometric pressure, kPa
   4.3.  Nox Correction for humidity and temperature
         As the NOx emission depends on ambient air conditions, the NOx concentration must
         be corrected for ambient air temperature and humidity with the factors given in the
         following formulae:
 ---pagebreak--- 27.12.2006       EN                        Official Journal of the European Union                    L 375/85
                                                                    1
                                   K H,D ?
                                           1 - A , (Ha / 10.71) - B , (Ta / 298)
                with:
                 A =       0.309 GFUEL/GAIRD -0.0266
                 B =       -0.209 GFUEL/GAIRD +0.00954
                 Ta =      temperature of the air, K
                 Ha =      humidity of the intake air, g water per kg dry air in which:
                                                         6.220 , R a , p a
                                             Ha ?
                                                       p B / pa , R a , 10 / 2
                   Ra = relative humidity of the intake air, %
                   ʼa = saturation vapour pressure of the intake air, kPa
                   ʼB = total barometric pressure, kPa
    4.4.        Calculation of the emission mass flow rates
                The emission mass flow rates (g/h) for each mode must be calculated as follows,
                assuming the exhaust gas density to be 1.293 kg/m³ at 273 K (0°C) and 101.3 kPa:
               (1)          NOx mass           = 0.001587 * NOx conc * KH,D * GEXHW
               (2)          COmass             = 0.000966 * COconc * GEXHW
               (3)          HCmass             = 0.000479 * HCconc * GEXHW
                where NOx conc, COconc, HCconc 1/ are the average concentrations (ppm) in the raw
                exhaust gas, as determined in paragraph 4.1.
                If, optionally, the gaseous emissions are determined with a full flow dilution system,
                the following formulae must be applied:
               (1)          NOx mass           = 0.001587 * NOx conc * KH,D * GTOTW
               (2)          COmass             = 0.000966 * COconc * GTOTW
               (3)          HCmass             = 0.000479 * HCconc* GTOTW
                where NOx conc, COconc, HCconc 1/ are the average background corrected concentrations
                (ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2,
                paragraph 4.3.1.1.
    1/     Based on C1 equivalent.
 ---pagebreak--- L 375/86   EN                    Official Journal of the European Union                       27.12.2006
   4.5.   Calculation of the specific emissions
          The emissions (g/kWh) must be calculated for all individual components in the
          following way:
                                                Å NOx,mass , WFi
                                      NOx ?
                                                  Å P(n)i , WFi
                                                Å CO mass , WFi
                                        CO ?
                                                 Å P(n)i , WFi
                                                Å HC mass , WFi
                                        HC ?
                                                 Å P(n)i , WFi
          The weighting factors (WF) used in the above calculation are according to
          paragraph 2.7.1.
   4.6.   Calculation of the area control values
          For the three control points selected according to paragraph 2.7.6., the NOx emission
          must be measured and calculated according to paragraph 4.6.1. and also determined by
          interpolation from the modes of the test cycle closest to the respective control point
          according to paragraph 4.6.2. The measured values are then compared to the
          interpolated values according to paragraph 4.6.3.
   4.6.1. Calculation of the specific emission
          The NOx emission for each of the control points (Z) must be calculated as follows:
                         NOx mass,Z =          0.001587 * NOx conc,Z * KH,D * GEXHW
                         NOx,Z      =          NOx mass,Z / P(n)Z
   4.6.2. Determination of the emission value from the test cycle
          The NOx emission for each of the control points must be interpolated from the four
          closest modes of the test cycle that envelop the selected control point Z as shown in
          Figure 4. For these modes (R, S, T, U), the following definitions apply:
             Speed(R) = Speed(T) = nRT
             Speed(S) = Speed(U) = nSU
             Per cent load(R) = Per cent load(S)
             Per cent load(T) = Per cent load(U).
          The NOx emission of the selected control point Z must be calculated as follows:
                       EZ = ERS + (ETU - ERS) · (MZ - MRS) / (MTU - MRS)
 ---pagebreak--- 27.12.2006  EN                    Official Journal of the European Union                        L 375/87
           and:
                           ETU = ET + (EU - ET) · (nZ - nRT) / (nSU - nRT)
                           ERS = ER + (ES - ER) · (nZ - nRT) / (nSU - nRT)
                         MTU = MT + (MU - MT) · (nZ - nRT) / (nSU - nRT)
                          MRS = MR + (MS - MR) · (nZ - nRT) / (nSU - nRT)
           where:
           ER, ES, ET, EU =        specific NOx emission of the enveloping modes calculated in
                                    accordance with paragraph 4.6.1.
           MR, MS, MT, MU =        engine torque of the enveloping modes
                         Figure 4:       Interpolation of NOx Control Point
    4.6.3. Comparison of NOx emission values
           The measured specific NOx emission of the control point Z (NOx,Z) is compared to the
           interpolated value (EZ) as follows:
                                  NOx,diff = 100 * (NOx,z - Ez) / Ez
    5.     CALCULATION OF THE PARTICULATE EMISSION
    5.1.   Data evaluation
           For the evaluation of the particulates, the total sample masses (MSAM,i) through the
           filters must be recorded for each mode.
 ---pagebreak--- L 375/88   EN                    Official Journal of the European Union                        27.12.2006
          The filters must be returned to the weighing chamber and conditioned for at least one
          hour, but not more than 80 hours, and then weighed. The gross weight of the filters
          must be recorded and the tare weight (see paragraph 1 of this appendix) subtracted.
          The particulate mass Mf is the sum of the particulate masses collected on the primary
          and back-up filters.
          If background correction is to be applied, the dilution air mass (MDIL) through the filters
          and the particulate mass (Md) must be recorded. If more than one measurement was
          made, the quotient Md/MDIL must be calculated for each single measurement and the
          values averaged.
   5.2.   Partial flow dilution system
          The final reported test results of the particulate emission must be determined through
          the following steps. Since various types of dilution rate control may be used, different
          calculation methods for GEDFW apply. All calculations must be based upon the average
          values of the individual modes during the sampling period.
   5.2.1. Isokinetic systems
                                      GEDFW,i = GEXHW,i * qI
                                             GDILW,i - *G EXHW,i , r+
                                    qi ?
                                                  *G EXHW,i , r+
          where r corresponds to the ratio of the cross sectional areas of the isokinetic probe and
          the exhaust pipe:
                                                        Ap
                                                r ?
                                                        Ar
   5.2.2. Systems with measurement of CO2 or NOx concentration
                                        G EDFW,i ? G EXHW,i * q i
                                              concE,i / conc A,i
                                      qi ?
                                              concD,1 / conc A,1
          where:
          concE = wet concentration of the tracer gas in the raw exhaust
          concD = wet concentration of the tracer gas in the diluted exhaust
          concA = wet concentration of the tracer gas in the dilution air
 ---pagebreak--- 27.12.2006       EN                          Official Journal of the European Union                 L 375/89
                Concentrations measured on a dry basis must be converted to a wet basis according to
                paragraph 4.2. of this appendix.
    5.2.3.      Systems with CO2 measurement and carbon balance method 1/
                                                               206.5 / GFUEL,i
                                                 G EDFW,i ?
                                                                CO2D,i / CO2A,i
                where:
                CO2D = CO2 concentration of the diluted exhaust
                CO2A = CO2 concentration of the dilution air
                (concentrations in Vol % on wet basis)
                This equation is based upon the carbon balance assumption (carbon atoms supplied to
                the engine are emitted as CO2) and determined through the following steps:
                                                     G EDFW,i ? G EXHW,i * q i
                                                             206.5 , G FUEL,i
                                              qi ?
                                                       G EXW,i * (CO 2D,i / CO 2A,i )
                and,
    5.2.4.      Systems with flow measurement
                                                     G EDFW,i ? G EXHW,i * q i
                                                                   G TOTW,i
                                                   qi ?
                                                            (G TOTW,i / GDILW,i)
    5.3.        Full flow dilution system
                The reported test results of the particulate emission must be determined through the
                following steps. All calculations must be based upon the average values of the
                individual modes during the sampling period.
                                                     GEDFW,i = GTOTW,i
    5.4.        Calculation of the particulate mass flow rate
                The particulate mass flow rate must be calculated as follows:
    1/     The value is only valid for the reference fuel specified in the Regulation.
 ---pagebreak--- L 375/90  EN                      Official Journal of the European Union                              27.12.2006
                                                       Mf      G
                                        PTmass ?             , EDFW
                                                     M SAM 1000
         where:
                                                 i? n
                                   G EDFW ?       ÅG
                                                  i?1
                                                         EDFW,i  * WFi
                                                      i? n
                                           M SAM ?     Å
                                                       i?1
                                                            M SAM,i
         i=1,...n
         determined over the test cycle by summation of the average values of the individual
         modes during the sampling period.
         The particulate mass flow rate may be background corrected as follows:
                          É M           Æ M         Æ i? n Æ        1 Ö        ÖÖÙ G
                PTmass ? Ê f / ÇÇ d , Ç Å Ç 1 /                        × , WF1 × ×× Ú , EDFW
                          ÊË M SAM      È M DIL È i ? n È          DFi Ø       Ø Ø ÚÛ 1000
         If more than one measurement is made, (Md/MDIL) must be replaced with the average
         value of (Md/MDIL).
         DFi = 13.4/(conc CO2 + (conc CO + conc HC)*10-4))                   for the individual modes
         or,
         DFi = 13.4/concCO2                     for the individual modes
   5.5.  Calculation of the specific emission
         The particulate emission must be calculated in the following way:
                                                        PTmass
                                        PT ?
                                                  Å P(n)i , WFi
   5.6.  Effective weighting factor
         The effective weighting factor WFE,i for each mode must be calculated in the following
         way:
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                           L 375/91
                                                       M SAM,i , G EDFW
                                         WFE,i ?
                                                       M SAM , G EDFW,i
           The value of the effective weighting factors must be within ± 0.003 (0.005 for the idle
           mode) of the weighting factors listed in paragraph 2.7.1.
    6.     CALCULATION OF THE SMOKE VALUES
    6.1.   Bessel algorithm
           The Bessel algorithm must be used to compute the 1 s average values from the
           instantaneous smoke readings, converted in accordance with paragraph 6.3.1. The
           algorithm emulates a low pass second order filter, and its use requires iterative
           calculations to determine the coefficients. These coefficients are a function of the
           response time of the opacimeter system and the sampling rate. Therefore,
           paragraph 6.1.1. must be repeated whenever the system response time and/or sampling
           rate changes.
    6.1.1. Calculation of filter response time and Bessel constants
           The required Bessel response time (tF) is a function of the physical and electrical
           response times of the opacimeter system, as specified in annex 4, appendix 4,
           paragraph 5.2.4., and must be calculated by the following equation:
                                         tf ?       1 / (t2p - t2e)
           where:
           tp     =                 physical response time, s
           te     =                 electrical response time, s
           The calculations for estimating the filter cut-off frequency (fc) are based on a step input
           of 0 to 1 in ³ 0.01s (see annex 8). The response time is defined as the time between
           when the Bessel output reaches 10 per cent (t10) and when it reaches 90 per cent (t90) of
           this step function. This must be obtained by iterating on fc until t90 - t10  tf. The first
           iteration for fc is given by the following formula :
                                               fc = ̸ / (10 * tF)
           The Bessel constants E and K must be calculated by the following equations:
 ---pagebreak--- L 375/92   EN                    Official Journal of the European Union                         27.12.2006
                                                        1
                                 E ?
                                        1 - Y,         3, D - D, Y 2
                                   K = 2 * E * (D * Ȭ2 - 1) - 1
          where:
          D     =                0.618034
          Țt    =                1 / sampling rate
          Ȭ     =                1 / [tan(̸ * Țt * fc )]
   6.1.2. Calculation of the Bessel Algorithm
          Using the values of E and K, the 1 s Bessel averaged response to a step input Si must be
          calculated as follows:
          Yi    =                Yi-1 + E * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + K * (Yi-1 - Yi-2)
          where:
          Si-2 = Si-1 = 0
          Si    =1
          Yi-2 = Yi-1 = 0
          The times t10 and t90 must be interpolated. The difference in time between t90 and t10
          defines the response time tF for that value of fc. If this response time is not close
          enough to the required response time, iteration must be continued until the actual
          response time is within 1 per cent of the required response as follows:
                                  (t90 / t10) / tF  0,01 , tF
   6.2    Data evaluation
          The smoke measurement values must be sampled with a minimum rate of 20 Hz.
   6.3    Determination of smoke
   6.3.1  Data conversion
          Since the basic measurement unit of all opacimeters is transmittance, the smoke values
          must be converted from transmittance (ő) to the light absorption coefficient (k) as
          follows:
                                               1         Æ      N Ö
                                     k ? /         , lnÇ1 /        ×
                                              LA         È    100  Ø
 ---pagebreak--- 27.12.2006  EN                    Official Journal of the European Union                         L 375/93
           and:                                 N = 100 - ő
           where:
           k      =               light absorption coefficient, m-1
           LA     =               effective optical path length, as submitted by instrument
                                  manufacturer, m
           N      =               opacity, %
           ő      =               transmittance, %
           The conversion must be applied, before any further data processing is made.
    6.3.2  Calculation of Bessel averaged smoke
           The proper cut-off frequency fc is the one that produces the required filter response time
           tf. Once this frequency has been determined through the iterative process of
           paragraph 6.1.1., the proper Bessel algorithm constants E and K must be calculated.
           The Bessel algorithm must then be applied to the instantaneous smoke trace (k-value),
           as described in paragraph 6.1.2:
           Yi     =               Yi-1 + E * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + K * (Yi-1 - Yi-2)
           The Bessel algorithm is recursive in nature. Thus, it needs some initial input values of
           Si-1 and Si-2 and initial output values Yi-1 and Yi-2 to get the algorithm started. These
           may be assumed to be 0.
           For each load step of the three speeds A, B and C, the maximum 1s value Ymax must
           be selected from the individual Yi values of each smoke trace.
    6.3.3  Final result
           The mean smoke values (SV) from each cycle (test speed) must be calculated as
           follows:
           For test speed A:      SVA           = (Ymax1,A + Ymax2,A + Ymax3,A) / 3
           For test speed B:      SVB           = (Ymax1,B + Ymax2,B + Ymax3,B) / 3
           For test speed C:      SVC           = (Ymax1,C + Ymax2,C + Ymax3,C) / 3
           where:
           Ymax1, Ymax2, Ymax3 = highest 1 s Bessel averaged smoke value at each of the three load
                                  steps
 ---pagebreak--- L 375/94 EN                    Official Journal of the European Union                  27.12.2006
         The final value must be calculated as follows:
         SV                    =            (0.43 * SVA) + (0.56 * SVB) + (0.01 * SVC)
                                           __________
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                       L 375/95
                                         Annex 4 - Appendix 2
                                           ETC TEST CYCLE
    1.     ENGINE MAPPING PROCEDURE
    1.1.   Determination of the mapping speed range
           For generating the ETC on the test cell, the engine needs to be mapped prior to the test
           cycle for determining the speed vs. torque curve. The minimum and maximum mapping
           speeds are defined as follows:
           Minimum mapping speed = idle speed
           Maximum mapping speed = nhi * 1.02 or speed where full load torque drops off to
                                                                 zero, whichever is lower
    1.2.   Performing the engine power map
           The engine must be warmed up at maximum power in order to stabilise the engine
           parameters according to the recommendation of the manufacturer and good engineering
           practice. When the engine is stabilised, the engine map must be performed as follows:
           The engine must be unloaded and operated at idle speed.
           The engine must be operated at full load setting of the injection pump at minimum
           mapping speed.
           The engine speed must be increased at an average rate of
           8 ± 1 min-1/s from minimum to maximum mapping speed. Engine speed and torque
           points must be recorded at a sample rate of a least one point per second.
    1.3.   Mapping curve generation
           All data points recorded under paragraph 1.2. must be connected using linear
           interpolation between points. The resulting torque curve is the mapping curve and must
           be used to convert the normalised torque values of the engine cycle into actual torque
           values for the test cycle, as described in paragraph 2.
    1.4.   Alternate mapping
           If a manufacturer believes that the above mapping techniques are unsafe or
           unrepresentative for any given engine, alternate mapping techniques may be used.
           These alternate techniques must satisfy the intent of the specified mapping procedures to
           determine the maximum available torque at all engine speeds achieved during the test
           cycles. Deviations from the mapping techniques specified in this paragraph for reasons
           of safety or representativeness must be approved by the Technical Service along with
 ---pagebreak--- L 375/96   EN                     Official Journal of the European Union                     27.12.2006
         the justification for their use. In no case, however, must descending continual sweeps of
         engine speed be used for governed or turbocharged engines.
   1.5.  Replicate tests
         An engine need not be mapped before each and every test cycle. An engine must be
         remapped prior to a test cycle if:
         – an unreasonable amount of time has transpired since the last map, as determined by
             engineering judgement,
         or,
         – physical changes or recalibrations have been made to the engine, which may
             potentially affect engine performance.
   2.    GENERATION OF THE REFERENCE TEST CYCLE
         The transient test cycle is described in appendix 3 to this annex. The normalised values
         for torque and speed must be changed to the actual values, as follows, resulting in the
         reference cycle.
   2.1.  Actual speed
         The speed must be unnormalised using the following equation:
         Actual speed = % speed (reference speed - idle speed) + idle speed
                                                       100
         The reference speed (nref) corresponds to the 100 per cent speed values specified in the
         engine dynamometer schedule of appendix 3. It is defined as follows (see Figure 1 of
         the Regulation):
                                     nref = nlo + 95 % * (nhi - nlo)
         where nhi and nlo are either specified according to the Regulation, paragraph 2 or
         determined according to annex 4, appendix 1, paragraph 1.1.
   2.2.  Actual torque
         The torque is normalised to the maximum torque at the respective speed. The torque
         values of the reference cycle must be unnormalised, using the mapping curve
         determined according to section 1.3, as follows:
                                                   % torque , max. torque
                          Actual torque ?
                                                                100
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                       L 375/97
           for the respective actual speed as determined in paragraph 2.1.
           The negative torque values of the motoring points ("m") must take on, for purposes of
           reference cycle generation, unnormalised values determined in either of the following
           ways:
           – negative 40 per cent of the positive torque available at the associated speed point;
           – mapping of the negative torque required to motor the engine from minimum to
               maximum mapping speed;
           – determination of the negative torque required to motor the engine at idle and
               reference speeds and linear interpolation between these two points.
    2.3.   Example of the unnormalisation procedure
           As an example, the following test point must be unnormalised:
           % speed     = 43
           % torque    = 82
           Given the following values:
           reference speed       = 2200 min-1
           idle speed            = 600 min-1
           results in,
                                  43 , (2200 / 600)
           actual speed       =                             - 600 ? 1288 min / 1
                                             100
           actual torque      =   82 , 700
                                                ? 574Nm
                                      100
           where the maximum torque observed from the mapping curve at 1288 min-1 is 700 Nm.
    3.     EMISSIONS TEST RUN
           At the manufacturers request, a dummy test may be run for conditioning of the engine
           and exhaust system before the measurement cycle.
           NG and LPG fuelled engines must be run-in using the ETC test. The engine must be
           run over a minimum of two ETC cycles and until the CO emission measured over one
 ---pagebreak--- L 375/98   EN                    Official Journal of the European Union                          27.12.2006
         ETC cycle does not exceed by more than 10 per cent the CO emission measured over
         the previous ETC cycle.
   3.1.  Preparation of the sampling filters (if applicable)
         At least one hour before the test, each filter (pair) must be placed in a closed, but
         unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of the
         stabilisation period, each filter (pair) must be weighed and the tare weight must be
         recorded. The filter (pair) must then be stored in a closed petri dish or sealed filter
         holder until needed for testing. If the filter (pair) is not used within eight hours of its
         removal from the weighing chamber, it must be conditioned and reweighed before use.
   3.2.  Installation of the measuring equipment
         The instrumentation and sample probes must be installed as required. The tailpipe must
         be connected to the full flow dilution system.
   3.3.  Starting the dilution system and the engine
         The dilution system and the engine must be started and warmed up until all temperatures
         and pressures have stabilised at maximum power according to the recommendation of
         the manufacturer and good engineering practice.
   3.4.  Starting the particulate sampling system (if applicable)
         The particulate sampling system must be started and running on by-pass. The
         particulate background level of the dilution air may be determined by passing dilution
         air through the particulate filters. If filtered dilution air is used, one measurement may
         be done prior to or after the test. If the dilution air is not filtered, measurements at the
         beginning and at the end of the cycle, may be done, and the values averaged.
   3.5.  Adjustment of the full flow dilution system
         The total diluted exhaust gas flow must be set to eliminate water condensation in the
         system, and to obtain a maximum filter face temperature of 325 K (52°C) or less (see
         annex 4, appendix 6, paragraph 2.3.1., DT).
   3.6.  Checking the analysers
         The emission analysers must be set at zero and spanned. If sample bags are used, they
         must be evacuated.
   3.7.  Engine starting procedure
         The stabilised engine must be started according to the manufacturer's recommended
         starting procedure in the owner's manual, using either a production starter motor or the
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                        L 375/99
           dynamometer. Optionally, the test may start directly from the engine preconditioning
           phase without shutting the engine off, when the engine has reached the idle speed.
    3.8.   Test cycle
    3.8.1. Test sequence
           The test sequence must be started, if the engine has reached idle speed. The test must be
           performed according to the reference cycle as set out in paragraph 2 of this appendix.
           Engine speed and torque command set points must be issued at 5 Hz (10 Hz
           recommended) or greater. Feedback engine speed and torque must be recorded at least
           once every second during the test cycle, and the signals may be electronically filtered.
    3.8.2. Analyser response
           At the start of the engine or test sequence, if the cycle is started directly from the
           preconditioning,, the measuring equipment must be started, simultaneously:
           – start collecting or analysing dilution air;
           – start collecting or analysing diluted exhaust gas;
           – start measuring the amount of diluted exhaust gas (CVS) and the required
               temperatures and pressures;
           – start recording the feedback data of speed and torque of the dynamometer.
           HC and NOx must be measured continuously in the dilution tunnel with a frequency of 2
           Hz. The average concentrations must be determined by integrating the analyser signals
           over the test cycle. The system response time must be no greater than 20 s, and must be
           coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if
           necessary. CO, CO2, NMHC and CH4 must be determined by integration or by
           analysing the concentrations in the sample bag, collected over the cycle. The
           concentrations of the gaseous pollutants in the dilution air must be determined by
           integration or by collecting into the background bag. All other values must be recorded
           with a minimum of one measurement per second (1 Hz).
    3.8.3. Particulate sampling (if applicable)
           At the start of the engine or test sequence, if the cycle is started directly from the
           preconditioning, the particulate sampling system must be switched from by-pass to
           collecting particulates.
           If no flow compensation is used, the sample pump(s) must be adjusted so that the flow
           rate through the particulate sample probe or transfer tube is maintained at a value within
           ± 5 per cent of the set flow rate. If flow compensation (i.e., proportional control of
           sample flow) is used, it must be demonstrated that the ratio of main tunnel flow to
           particulate sample flow does not change by more than ± 5 per cent of its set value
           (except for the first 10 seconds of sampling).
 ---pagebreak--- L 375/100   EN                     Official Journal of the European Union                       27.12.2006
          Note:       For double dilution operation, sample flow is the net difference between the
                  flow rate through the sample filters and the secondary dilution air flow rate.
          The average temperature and pressure at the gas meter(s) or flow instrumentation inlet
          must be recorded. If the set flow rate cannot be maintained over the complete cycle
          (within ± 5 per cent) because of high particulate loading on the filter, the test must be
          voided. The test must be rerun using a lower flow rate and/or a larger diameter filter.
   3.8.4. Engine stalling
          If the engine stalls anywhere during the test cycle, the engine must be preconditioned
          and restarted, and the test repeated. If a malfunction occurs in any of the required test
          equipment during the test cycle, the test must be voided.
   3.8.5. Operations after test
          At the completion of the test, the measurement of the diluted exhaust gas volume, the
          gas flow into the collecting bags and the particulate sample pump must be stopped. For
          an integrating analyser system, sampling must continue until system response times
          have elapsed.
          The concentrations of the collecting bags, if used, must be analysed as soon as possible
          and in any case not later than 20 minutes after the end of the test cycle.
          After the emission test, a zero gas and the same span gas must be used for re-checking
          the analysers. The test will be considered acceptable if the difference between the pre-
          test and post-test results is less than 2 per cent of the span gas value.
          For diesel engines only, the particulate filters must be returned to the weighing chamber
          no later than one hour after completion of the test and must be conditioned in a closed,
          but unsealed petri dish for at least one hour, but not more than 80 hours before
          weighing.
   3.9.   Verification of the test run
   3.9.1. Data shift
          To minimise the biasing effect of the time lag between the feedback and reference cycle
          values, the entire engine speed and torque feedback signal sequence may be advanced or
          delayed in time with respect to the reference speed and torque sequence. If the feedback
          signals are shifted, both speed and torque must be shifted the same amount in the same
          direction.
   3.9.2. Calculation of the cycle work
 ---pagebreak--- 27.12.2006   EN                     Official Journal of the European Union                      L 375/101
           The actual cycle work Wact (kWh) must be calculated using each pair of engine feedback
           speed and torque values recorded. This must be done after any feedback data shift has
           occurred, if this option is selected. The actual cycle work Wact is used for comparison to
           the reference cycle work Wref and for calculating the brake specific emissions (see
           paragraphs 4.4. and 5.2). The same methodology must be used for integrating both
           reference and actual engine power. If values are to be determined between adjacent
           reference or adjacent measured values, linear interpolation must be used.
           In integrating the reference and actual cycle work, all negative torque values must be set
           equal to zero and included. If integration is performed at a frequency of less than 5
           Hertz, and if, during a given time segment, the torque value changes from positive to
           negative or negative to positive, the negative portion must be computed and set equal to
           zero. The positive portion must be included in the integrated value.
           Wact must be between -15 % and + 5 % of Wref.
    3.9.3. Validation statistics of the test cycle
           Linear regressions of the feedback values on the reference values must be performed for
           speed, torque and power. This must be done after any feedback data shift has occurred,
           if this option is selected. The method of least squares must be used, with the best fit
           equation having the form:
                                                 y = mx + b
           where:
           y = feedback (actual) value of speed (min-1), torque (Nm),
                   or power (kW)
           m = slope of the regression line
           x = reference value of speed (min-1) , torque (Nm), or power (kW)
           b = y intercept of the regression line
           The standard error of estimate (SE) of y on x and the coefficient of determination (r²)
           must be calculated for each regression line.
           It is recommended that this analysis be performed at 1 Hertz. All negative reference
           torque values and the associated feedback values must be deleted from the calculation of
           cycle torque and power validation statistics. For a test to be considered valid, the
           criteria of table 6 must be met.
 ---pagebreak--- L 375/102        EN                    Official Journal of the European Union                          27.12.2006
              Table 6: Regression line tolerances
                                             Speed                     Torque                Power
   Standard error of estimate (SE)    max 100 min-1            max 13 % (15 %) of    max 8% (15 %) of
   of Y on X                                                   power map maximum power map
                                                               engine torque         maximum engine
                                                                                     power
   Slope of the regression line, m    0.95 to 1.03             0.83 - 1.03           0.89 - 1.03
                                                                                     (0.83 - 1.03)
   Coefficient of determination, r² min 0.9700                 min 0.8800            min 0.9100
                                      (min 0.9500)             (min 0.7500)          (min 0.7500)
   Y intercept of the regression      ± 50 min-1               ± 20 Nm or ± 2 %      ± 4 kW or ± 2 %
   line, b                                                     (± 20 Nm or ± 3 %) of (± 4 Kw or ± 3 %)
                                                               max torque whichever of max power
                                                               is greater            whichever is greater
               The figures shown in brackets may be used for the type-approval testing of gas engines
               until 1 October 2005.
               Table 7:      Permitted Point Deletions From Regression Analysis
                                           Condition                                    Points to be deleted
            Full load and torque feedback ® torque reference                           Torque and/or power
            No load, not an idle point, and torque feedback > torque reference         Torque and/or power
            No load/closed throttle, idle point and speed > reference idle speed       Speed and/or power
   4.          CALCULATION OF THE GASEOUS EMISSIONS
   4.1.        Determination of the diluted exhaust gas flow
               The total diluted exhaust gas flow over the cycle (kg/test) must be calculated from the
               measurement values over the cycle and the corresponding calibration data of the flow
               measurement device (V0 for PDP or KV for CFV, as determined in annex 4, appendix 5,
               paragraph 2.). The following formulae must be applied, if the temperature of the diluted
               exhaust is kept constant over the cycle by using a heat exchanger (± 6 K for a PDP-
               CVS, ± 11 K for a CFV-CVS, see annex 4, appendix 6, paragraph 2.3.).
               For the PDP-CVS system
               MTOTW = 1.293 * V0 * NP * (pB - p1) * 273 / (101.3 * T)
               where:
               MTOTW = mass of the diluted exhaust gas on wet basis over the cycle, kg
               V0 =volume of gas pumped per revolution under test conditions,
 ---pagebreak--- 27.12.2006   EN                     Official Journal of the European Union                     L 375/103
                    m³/rev
           NP     =total revolutions of pump per test
           pB     =atmospheric pressure in the test cell, kPa
           p1     =pressure depression below atmospheric at pump inlet, kPa
           T      =average temperature of the diluted exhaust gas at pump inlet
                    over the cycle, K
           For the CFV-CVS system
                                  MTOTW = 1.293 * t * Kv * pA / T 0.5
           where:
           MTOTW = mass of the diluted exhaust gas on wet basis over the cycle, kg
           t      =cycle time, s
           KV =calibration coefficient of the critical flow venturi
                    for standard conditions,
           pA =absolute pressure at venturi inlet, kPa
           T      =absolute temperature at venturi inlet, K
           If a system with flow compensation is used (i.e. without heat exchanger), the
           instantaneous mass emissions must be calculated and integrated over the cycle. In this
           case, the instantaneous mass of the diluted exhaust gas must be calculated as follows.
           For the PDP-CVS system:
                      MTOTW,i = 1.293 * V0 * NP,i * (pB - p1) * 273 / (101.3 B T)
           where:
           MTOTW,i = instantaneous mass of the diluted exhaust gas on wet basis, kg
           NP,i     =total revolutions of pump per time interval
           For the CFV-CVS system:
           MTOTW,i = 1.293 * Țti * KV * pA / T 0.5
           where:
           MTOTW,i = instantaneous mass of the diluted exhaust gas on wet basis, kg
           Țti      =time interval, s
           If the total sample mass of particulates (MSAM) and gaseous pollutants exceeds 0.5 per
           cent of the total CVS flow (MTOTW), the CVS flow must be corrected for MSAM or
           the particulate sample flow must be returned to the CVS prior to the flow measuring
           device (PDP or CFV).
 ---pagebreak--- L 375/104   EN                    Official Journal of the European Union                     27.12.2006
   4.2.   NOx correction for humidity
          As the NOx emission depends on ambient air conditions, the NOx concentration must be
          corrected for ambient air humidity with the factors given in the following formulae.
          (a) for diesel engines:
                                                           1
                               K H,D ?
                                          1 / 0.0182 , (H a / 10.71)
          (b) for gas engines:
                                                           1
                               K H,G ?
                                          1 / 0.0329 , (H a / 10.71)
          where:
          Ha = humidity of the intake air, grams of water per kg of dry air,
          in which:
                                                6.220 , Ra , pa
                                     Ha ?
                                              pB / pa , R a , 10/ 2
          Ra = relative humidity of the intake air, %
          pa = saturation vapour pressure of the intake air, kPa
          pB = total barometric pressure, kPa
   4.3.   Calculation of the emission mass flow
   4.3.1. Systems with constant mass flow
          For systems with heat exchanger, the mass of the pollutants (g/test) must be determined
          from the following equations:
          (1) NOx mass      = 0.001587 · NOx conc · KH,D · MTOTW           (diesel engines)
          (2) NOx mass      = 0.001587 · NOx conc · KH,G · MTOTW           (gas engines)
          (3) CO mass       = 0.000966 · CO conc · MTOTW
          (4) HC mass       = 0.000479 · HC conc · MTOTW'                  (diesel engines)
          (5) HC mass       = 0.000502 · HC conc · MTOTW'                  (LPG fuelled engines)
 ---pagebreak--- 27.12.2006      EN                    Official Journal of the European Union                         L 375/105
               (6) HC mass       = 0.000552 · HC conc · MTOTW'                 (NG fuelled engines)
               (7) NMHC mass = 0.000479 · NMHC conc · MTOTW'                   (diesel engines)
               (8) NMHC mass = 0.000502 · NMHC conc · MTOTW'                   (LPG fuelled engines)
               (9) NMHC mass = 0.000516 * NMHC conc * MTOTW'                   (NG fuelled engines)
               (10) CH4 mass     = 0.000552 * CH4 conc * MTOTW                 (NG fuelled engines)
               where:
               NOx conc, CO conc, HC conc, 4/ NMHC conc, CH4 conc = average background corrected
                          concentrations over the cycle from integration (mandatory for NOx and HC) or
                          bag measurement, ppm
               MTOTW = total mass of diluted exhaust gas over the cycle as determined in paragraph 4.1.,
                         kg
               KH,D =    humidity correction factor for diesel engines as determined in paragraph 4.2.,
                         based on cycle averaged intake air humidity
               KH,G =    humidity correction factor for gas engines as determined in paragraph 4.2., based
                         on cycle averaged intake air humidity
               Concentrations measured on a dry basis must be converted to a wet basis in accordance
               with annex 4, appendix 1, paragraph 4.2.
               The determination of NMHCconc and CH4 conc depends on the method used (see annex 4,
               appendix 4, paragraph 3.3.4.). Both concentrations must be determined as follows,
               whereby CH4 is subtracted from HC for the determination of NMHCconc:
               (a)    GC method
                                     NMHCconc = HCconc - CH4 conc
                                            CH4 conc = as measured
               (b)    NMC method
                                       HC(w/o Cutter) · (1 - CE M ) - HC(w/ Cutter)
                        NMHC conc ?
                                                            CE E - CE M
    4/    Based on C1 equivalent
 ---pagebreak--- L 375/106    EN                     Official Journal of the European Union                      27.12.2006
                                   HC(w/ Cutter) - HC(w/o Cutter) · *1 - CE E +
                       CH 4,conc ?
                                                       CE E - CE M
            where:
            HC(w/ Cutter)        =   HC concentration with the sample gas flowing through the NMC
            HC(w/o Cutter)       =   HC concentration with the sample gas bypassing the NMC
            CEM                  =   methane efficiency as determined per annex 4, appendix 5,
                                     paragraph 1.8.4.1.
            CEE                  =   ethane efficiency as determined per annex 4, appendix 5,
                                     paragraph 1.8.4.2.
   4.3.1.1. Determination of the background corrected concentrations
            The average background concentration of the gaseous pollutants in the dilution air must be
            subtracted from measured concentrations to get the net concentrations of the pollutants.
            The average values of the background concentrations can be determined by the sample bag
            method or by continuous measurement with integration. The following formula must be
            used.
                                   conc = conce - concd · (1 - (1/DF))
            where:
            conc = concentration of the respective pollutant in the diluted exhaust gas, corrected by
                       the amount of the respective pollutant contained in the dilution air, ppm
            conce = concentration of the respective pollutant measured in the diluted exhaust gas,
                       ppm
            concd = concentration of the respective pollutant measured in the dilution air, ppm
            DF     = dilution factor
            The dilution factor shall be calculated as follows:
                                                              FS
                                 DF ?
                                       CO 2,conce - (HC conce - CO conce ) · 10 -4
            where:
 ---pagebreak--- 27.12.2006   EN                       Official Journal of the European Union                                  L 375/107
           CO2,conce = concentration of CO2 in the diluted exhaust gas, % vol
           HCconce      = concentration of HC in the diluted exhaust gas, ppm C1
           COconce      = concentration of CO in the diluted exhaust gas, ppm
                        FS =     stoichiometric factor
           Concentrations measured on dry basis must be converted to a wet basis in accordance with
           annex 4, appendix 1, paragraph 4.2.
           The stoichiometric factor must be calculated as follows:
                                                                   x
                                          Fs ? 100 ·
                                                            y          Æ     yÖ
                                                       x - - 3.76 · Ç x - ×
                                                            2          È     4Ø
           where:
           x,y = fuel composition CxHy
           Alternatively, if the fuel composition is not known, the following stoichiometric factors
           may be used:
           FS (diesel)       = 13.4
           FS (LPG)          = 11.6
           FS (NG)           = 9.5
    4.3.2. Systems with flow compensation
           For systems without heat exchanger, the mass of the pollutants (g/test) must be determined
           by calculating the instantaneous mass emissions and integrating the instantaneous values
           over the cycle. Also, the background correction must be applied directly to the
           instantaneous concentration value. The following formulae must be applied:
           (1) NOx mass =
             n
            Å *M
            i?1
                 TOTW,i  NOx conce,i  0.001587 K H,D + / *M TOTW  NOx concd  *1 / 1/DF+  0.001587 K H,D +
                                                                                             (diesel engines)
           (2) NOx mass =
             n
            Å *M
            i?1
                 TOTW,i  NOx conce,i  0.001587 K H,G + / *M TOTW  NOx concd  *1 / 1/DF+  0.001587 K H,G +
                                                                                             (gas engines)
                            n
           (3) COmass =    Å *M
                           i?1
                                 TOTW,i  CO conce,i  0.000966+ / *M TOTW  CO concd  *1 / 1/DF+ 0.000966+
 ---pagebreak--- L 375/108   EN                         Official Journal of the European Union                              27.12.2006
                            n
          (4) HCmass =     Å *M
                           i?1
                                 TOTW,i  HCconce,i  0.000479+ / *M TOTW  HCconcd  *1 / 1/DF+  0.000479+
                                                                                           (diesel engines)
                            n
          (5) HCmass =     Å *M
                           i?1
                                 TOTW,i  HCconce,i  0.000502+ / *M TOTW  HCconcd  *1 / 1/DF+ 0.000502+
                                                                                           (LPG engines)
          (6) HCmass =
           Å *M TOTW,i  HCconce,i  0.000552+ / *M TOTW  HCconcd  *1 / 1/DF+  0.000552+
            n
          i ?1
                                                                                           (NG engines)
          (7) NMHCmass =
           Å *M TOTW,i  NMHCconce,i  0.000479+ / *M TOTW  NMHCconcd  *1 / 1/DF+  0.000479+
            n
          i ?1
                                                                                           (diesel engines)
          (8) NMHCmass =
           Å *M TOTW,i  NMHCconce,i  0.000502+ / *M TOTW  NMHCconcd  *1 / 1/DF+  0.000502+
            n
          i ?1
                                                                                           (LPG engines)
          (9) NMHCmass =
            n
          Å *M
           i?1
                 TOTW,i  NMHCconce,i  0.000516+ / *M TOTW  NMHCconcd  *1 / 1/DF+  0.000516+
                                                                                           (NG engines)
          (10) CH4 mass =
            n
          Å *M
           i?1
                 TOTW,i  CH4 conce,i  0.000552+ / *M TOTW  CH4 concd * *1 / 1/DF+ 0.000552+
                                                                                   (NG engines)
          where:
          conce         =   concentration of the respective pollutant measured in the diluted exhaust gas,
                            ppm
          concd         =   concentration of the respective pollutant measured in the dilution air, ppm
          MTOTW,i =         instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg
          MTOTW         =   total mass of diluted exhaust gas over the cycle (see paragraph 4.1.), kg
          KH,D          =   humidity correction factor for diesel engines as determined in paragraph 4.2.,
                            based on cycle averaged intake air humidity
          KH,G          =   humidity correction factor for gas engines as determined in paragraph 4.2.,
                            based on cycle averaged intake air humidity
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                  L 375/109
           DF     = dilution factor as determined in paragraph 4.3.1.1.
    4.4.   Calculation of the specific emissions
           The emissions (g/kWh) must be calculated for the individual components, as required
           according to paragraphs 5.2.1. and 5.2.2. for the respective engine technology, in the
           following way:
            NO x ? NOx mass /Wact            (diesel and gas engines)
           CO ? CO mass /Wact                (diesel and gas engines)
           HC ? HC mass /Wact                (diesel and gas engines)
            NMHC ? NMHC mass /Wact           (diesel and gas engines)
           CH 4 ? CH 4mass /Wact             (NG fuelled gas engines)
           where:
           Wact   = actual cycle work as determined in paragraph 3.9.2., kWh.
    5.     CALCULATION OF THE PARTICULATE EMISSION (IF APPLICABLE)
    5.1.   Calculation of the mass flow
           The particulate mass (g/test) must be calculated as follows:
                                                      Mf       M
                                       PTmass =             , TOTW
                                                     MSAM      1000
           where:
           Mf    = particulate mass sampled over the cycle, mg
           MTOTW = total mass of diluted exhaust gas over the cycle as determined in
                    paragraph 4.1., kg
           MSAM = mass of diluted exhaust gas taken from the dilution tunnel for
                    collecting particulates, kg
           and,
           Mf    = Mf,p + Mf,b, if weighed separately, mg
           Mf,p = particulate mass collected on the primary filter, mg
 ---pagebreak--- L 375/110   EN                      Official Journal of the European Union                      27.12.2006
          Mf,b = particulate mass collected on the back-up filter, mg
          If a double dilution system is used, the mass of the secondary dilution air must be
          subtracted from the total mass of the double diluted exhaust gas sampled through the
          particulate filters.
                                          MSAM = MTOT - MSEC
          where:
          MTOT =mass of double diluted exhaust gas through particulate filter, kg
          MSEC =mass of secondary dilution air, kg
          If the particulate background level of the dilution air is determined in accordance with
          paragraph 3.4., the particulate mass may be background corrected. In this case, the
          particulate mass (g/test) must be calculated as follows:
                                   É M          Æ M                 1 Ö ÖÙ
                         PTmass = Ê f / ÇÇ d , ÆÇ1 /
                                                                               MTOTW
                                                                       × ××Ú ,
                                   Ë MSAM       È MDIL      È      DF Ø ØÛ 1000
          where:
          Mf, MSAM, MTOTW        =     see above
          MDIL                   =     mass of primary dilution air sampled by background
                                       particulate sampler, kg
          Md                     =     mass of the collected background particulates of the primary
                                       dilution air, mg
          DF                     =     dilution factor as determined in paragraph 4.3.1.1.
   5.2.   Calculation of the specific emission
          The particulate emission (g/kWh) must be calculated in the following way:
                                           PT ? PTmass / Wact
          where:
          Wact = actual cycle work as determined in paragraph 3.9.2., kWh.
                                                ___________
 ---pagebreak--- 27.12.2006 EN                 Official Journal of the European Union               L 375/111
                                    Annex 4- Appendix 3
                      ETC ENGINE DYNAMOMETER SCHEDULE
           Time Norm.   Norm.               Time Norm.        Norm.  Time Norm. Norm.
                Speed  Torque                         Speed   Torque      Speed Torque
              s   %       %                    s        %        %     s    %     %
              1    0       0                  52         0        0   103    0     0
              2    0       0                  53         0        0   104    0     0
              3    0       0                  54         0        0   105    0     0
              4    0       0                  55         0        0   106    0     0
              5    0       0                  56         0        0   107    0     0
              6    0       0                  57         0        0   108  11.6  14.8
              7    0       0                  58         0        0   109    0     0
              8    0       0                  59         0        0   110  27.2  74.8
              9    0       0                  60         0        0   111   17   76.9
             10    0       0                  61         0        0   112   36    78
             11    0       0                  62       25.5     11.1  113  59.7   86
             12    0       0                  63       28.5     20.9  114  80.8  17.9
             13    0       0                  64        32      73.9  115  49.7    0
             14    0       0                  65         4      82.3  116  65.6   86
             15    0       0                  66       34.5     80.4  117  78.6  72.2
             16  0.1      1.5                 67       64.1      86   118  64.9  "m"
             17  23.1    21.5                 68        58        0   119  44.3  "m"
             18  12.6    28.5                 69       50.3     83.4  120  51.4  83.4
             19  21.8     71                  70       66.4     99.1  121  58.1   97
             20  19.7    76.8                 71       81.4     99.6  122  69.3  99.3
             21  54.6    80.9                 72       88.7     73.4  123   72   20.8
             22  71.3     4.9                 73       52.5       0   124  72.1  "m"
             23  55.9    18.1                 74       46.4     58.5  125  65.3  "m"
             24   72     85.4                 75       48.6     90.9  126   64   "m"
             25  86.7    61.8                 76       55.2     99.4  127  59.7  "m"
             26  51.7      0                  77       62.3      99   128  52.8  "m"
             27  53.4    48.9                 78       68.4     91.5  129  45.9  "m"
             28  34.2    87.6                 79       74.5     73.7  130  38.7  "m"
             29  45.5    92.7                 80        38        0   131  32.4  "m"
             30  54.6    99.5                 81       41.8     89.6  132   27   "m"
             31  64.5    96.8                 82       47.1     99.2  133  21.7  "m"
             32  71.7    85.4                 83       52.5     99.8  134  19.1  0.4
             33  79.4    54.8                 84       56.9     80.8  135  34.7   14
             34  89.7    99.4                 85       58.3     11.8  136  16.4  48.6
             35  57.4      0                  86       56.2     "m"   137    0   11.2
             36  59.7    30.6                 87        52      "m"   138   1.2  2.1
             37  90.1    "m"                  88       43.3     "m"   139  30.1  19.3
             38  82.9    "m"                  89       36.1     "m"   140   30   73.9
             39  51.3    "m"                  90       27.6     "m"   141  54.4  74.4
             40  28.5    "m"                  91       21.1     "m"   142  77.2  55.6
             41  29.3    "m"                  92         8        0   143  58.1    0
             42  26.7    "m"                  93         0        0   144   45   82.1
             43  20.4    "m"                  94         0        0   145  68.7  98.1
             44  14.1      0                  95         0        0   146  85.7  67.2
             45  6.5       0                  96         0        0   147  60.2    0
             46    0       0                  97         0        0   148  59.4   98
             47    0       0                  98         0        0   149  72.7  99.6
             48    0       0                  99         0        0   150  79.9   45
             49    0       0                 100         0        0   151  44.3    0
             50    0       0                 101         0        0   152  41.5  84.4
             51    0       0                 102         0        0   153  56.2  98.2
 ---pagebreak--- L 375/112 EN               Official Journal of the European Union              27.12.2006
          Time Norm. Norm.              Time Norm.         Norm.  Time Norm. Norm.
               Speed Torque                        Speed   Torque      Speed Torque
             s   %     %                   s         %        %     s    %     %
           154  65.7  99.1               205          0        0   256  51.7   17
           155  74.4  84.7               206          0        0   257  56.2  78.7
           156  54.4   0                 207          0        0   258  59.5  94.7
           157  47.9  89.7               208          0        0   259  65.5  99.1
           158  54.5  99.5               209          0        0   260  71.2  99.5
           159  62.7  96.8               210          0        0   261  76.6  99.9
           160  62.3   0                 211          0        0   262   79     0
           161  46.2  54.2               212          0        0   263  52.9  97.5
           162  44.3  83.2               213          0        0   264  53.1  99.7
           163  48.2  13.3               214          0        0   265   59   99.1
           164   51   "m"                215          0        0   266  62.2   99
           165   50   "m"                216          0        0   267   65   99.1
           166  49.2  "m"                217          0        0   268   69   83.1
           167  49.3  "m"                218          0        0   269  69.9  28.4
           168  49.9  "m"                219          0        0   270  70.6  12.5
           169  51.6  "m"                220          0        0   271  68.9  8.4
           170  49.7  "m"                221          0        0   272  69.8  9.1
           171  48.5  "m"                222          0        0   273  69.6    7
           172  50.3  72.5               223          0        0   274  65.7  "m"
           173  51.1  84.5               224          0        0   275  67.1  "m"
           174  54.6  64.8               225        21.2    62.7   276  66.7  "m"
           175  56.6  76.5               226        30.8    75.1   277  65.6  "m"
           176   58   "m"                227        5.9     82.7   278  64.5  "m"
           177  53.6  "m"                228        34.6    80.3   279  62.9  "m"
           178  40.8  "m"                229        59.9      87   280  59.3  "m"
           179  32.9  "m"                230        84.3    86.2   281  54.1  "m"
           180  26.3  "m"                231        68.7     "m"   282  51.3  "m"
           181  20.9  "m"                232        43.6     "m"   283  47.9  "m"
           182   10    0                 233        41.5    85.4   284  43.6  "m"
           183    0    0                 234        49.9    94.3   285  39.4  "m"
           184    0    0                 235        60.8      99   286  34.7  "m"
           185    0    0                 236        70.2    99.4   287  29.8  "m"
           186    0    0                 237        81.1    92.4   288  20.9  73.4
           187    0    0                 238        49.2       0   289  36.9  "m"
           188    0    0                 239         56     86.2   290  35.5  "m"
           189    0    0                 240        56.2    99.3   291  20.9  "m"
           190    0    0                 241        61.7      99   292  49.7  11.9
           191    0    0                 242        69.2    99.3   293  42.5  "m"
           192    0    0                 243        74.1    99.8   294   32   "m"
           193    0    0                 244        72.4     8.4   295  23.6  "m"
           194    0    0                 245        71.3       0   296  19.1    0
           195    0    0                 246        71.2     9.1   297  15.7  73.5
           196    0    0                 247        67.1     "m"   298  25.1  76.8
           197    0    0                 248        65.5     "m"   299  34.5  81.4
           198    0    0                 249        64.4     "m"   300  44.1  87.4
           199    0    0                 250        62.9    25.6   301  52.8  98.6
           200    0    0                 251        62.2    35.6   302  63.6   99
           201    0    0                 252        62.9    24.4   303  73.6  99.7
           202    0    0                 253        58.8     "m"   304  62.2  "m"
           203    0    0                 254        56.9     "m"   305  29.2  "m"
           204    0    0                 255        54.5     "m"   306  46.4   22
 ---pagebreak--- 27.12.2006 EN               Official Journal of the European Union               L 375/113
           Time Norm. Norm.               Time Norm.        Norm.  Time Norm. Norm.
                Speed Torque                        Speed   Torque      Speed Torque
              s   %     %                    s        %        %     s    %     %
            307  47.3  13.8                358       72.6     99.6  409  56.3  72.3
            308  47.2  12.5                359       82.4     99.5  410  59.7  99.1
            309  47.9  11.5                360        88      99.4  411  62.3   99
            310  47.8  35.5                361       46.4       0   412  67.9  99.2
            311  49.2  83.3                362       53.4     95.2  413  69.5  99.3
            312  52.7  96.4                363       58.4     99.2  414  73.1  99.7
            313  57.4  99.2                364       61.5      99   415  77.7  99.8
            314  61.8   99                 365       64.8      99   416  79.7  99.7
            315  66.4  60.9                366       68.1     99.2  417  82.5  99.5
            316  65.8  "m"                 367       73.4     99.7  418  85.3  99.4
            317   59   "m"                 368       73.3     29.8  419  86.6  99.4
            318  50.7  "m"                 369       73.5     14.6  420  89.4  99.4
            319  41.8  "m"                 370       68.3       0   421  62.2    0
            320  34.7  "m"                 371       45.4     49.9  422  52.7  96.4
            321  28.7  "m"                 372       47.2     75.7  423  50.2  99.8
            322  25.2  "m"                 373       44.5       9   424  49.3  99.6
            323   43   24.8                374       47.8     10.3  425  52.2  99.8
            324  38.7    0                 375       46.8     15.9  426  51.3  100
            325  48.1  31.9                376       46.9     12.7  427  51.3  100
            326  40.3   61                 377       46.8     8.9   428  51.1  100
            327  42.4  52.1                378       46.1     6.2   429  51.1  100
            328  46.4  47.7                379       46.1     "m"   430  51.8  99.9
            329  46.9  30.7                380       45.5     "m"   431  51.3  100
            330  46.1  23.1                381       44.7     "m"   432  51.1  100
            331  45.7  23.2                382       43.8     "m"   433  51.3  100
            332  45.5  31.9                383        41      "m"   434  52.3  99.8
            333  46.4  73.6                384       41.1     6.4   435  52.9  99.7
            334  51.3  60.7                385        38      6.3   436  53.8  99.6
            335  51.3  51.1                386       35.9     0.3   437  51.7  99.9
            336  53.2  46.8                387       33.5       0   438  53.5  99.6
            337  53.9   50                 388       53.1     48.9  439   52   99.8
            338  53.4  52.1                389       48.3     "m"   440  51.7  99.9
            339  53.8  45.7                390       49.9     "m"   441  53.2  99.7
            340  50.6  22.1                391        48      "m"   442  54.2  99.5
            341  47.8   26                 392       45.3     "m"   443  55.2  99.4
            342  41.6  17.8                393       41.6     3.1   444  53.8  99.6
            343  38.7  29.8                394       44.3      79   445  53.1  99.7
            344  35.9  71.6                395       44.3     89.5  446   55   99.4
            345  34.6  47.3                396       43.4     98.8  447   57   99.2
            346  34.8  80.3                397       44.3     98.9  448  61.5   99
            347  35.9  87.2                398        43      98.8  449  59.4  5.7
            348  38.8  90.8                399       42.2     98.8  450   59     0
            349  41.5  94.7                400       42.7     98.8  451  57.3  59.8
            350  47.1  99.2                401        45       99   452  64.1   99
            351  53.1  99.7                402       43.6     98.9  453  70.9  90.5
            352  46.4    0                 403       42.2     98.8  454   58     0
            353  42.5   0.7                404       44.8      99   455  41.5  59.8
            354  43.6  58.6                405       43.4     98.8  456  44.1  92.6
            355  47.1  87.5                406        45       99   457  46.8  99.2
            356  54.1  99.5                407       42.2     54.3  458  47.2  99.3
            357  62.9   99                 408       61.2     31.9  459   51   100
 ---pagebreak--- L 375/114 EN               Official Journal of the European Union              27.12.2006
          Time Norm. Norm.              Time Norm.         Norm.  Time Norm. Norm.
               Speed Torque                        Speed   Torque      Speed Torque
             s   %     %                   s         %        %     s    %     %
           460  53.2  99.7               511          0        0   562  58.7  "m"
           461  53.1  99.7               512          0        0   563   56   "m"
           462  55.9  53.1               513          0        0   564  53.9  "m"
           463  53.9  13.9               514        30.5    25.6   565  52.1  "m"
           464  52.5  "m"                515        19.7    56.9   566  49.9  "m"
           465  51.7  "m"                516        16.3    45.1   567  46.4  "m"
           466  51.5  52.2               517        27.2     4.6   568  43.6  "m"
           467  52.8   80                518        21.7     1.3   569  40.8  "m"
           468  54.9   95                519        29.7    28.6   570  37.5  "m"
           469  57.3  99.2               520        36.6    73.7   571  27.8  "m"
           470  60.7  99.1               521        61.3    59.5   572  17.1  0.6
           471  62.4  "m"                522        40.8       0   573  12.2  0.9
           472  60.1  "m"                523        36.6    27.8   574  11.5  1.1
           473  53.2  "m"                524        39.4    80.4   575   8.7  0.5
           474   44   "m"                525        51.3    88.9   576    8   0.9
           475  35.2  "m"                526        58.5    11.1   577   5.3  0.2
           476  30.5  "m"                527        60.7     "m"   578    4     0
           477  26.5  "m"                528        54.5     "m"   579   3.9    0
           478  22.5  "m"                529        51.3     "m"   580    0     0
           479  20.4  "m"                530        45.5     "m"   581    0     0
           480  19.1  "m"                531        40.8     "m"   582    0     0
           481  19.1  "m"                532        38.9     "m"   583    0     0
           482  13.4  "m"                533        36.6     "m"   584    0     0
           483  6.7   "m"                534        36.1    72.7   585    0     0
           484  3.2   "m"                535        44.8    78.9   586    0     0
           485  14.3  63.8               536        51.6    91.1   587   8.7  22.8
           486  34.1    0                537        59.1    99.1   588  16.2  49.4
           487  23.9  75.7               538         66     99.1   589  23.6   56
           488  31.7  79.2               539        75.1    99.9   590  21.1  56.1
           489  32.1  19.4               540         81        8   591  23.6   56
           490  35.9  5.8                541        39.1       0   592  46.2  68.8
           491  36.6  0.8                542        53.8    89.7   593  68.4  61.2
           492  38.7  "m"                543        59.7    99.1   594  58.7  "m"
           493  38.4  "m"                544        64.8      99   595  31.6  "m"
           494  39.4  "m"                545        70.6    96.1   596  19.9  8.8
           495  39.7  "m"                546        72.6    19.6   597  32.9  70.2
           496  40.5  "m"                547         72      6.3   598   43    79
           497  40.8  "m"                548        68.9     0.1   599  57.4  98.9
           498  39.7  "m"                549        67.7     "m"   600  72.1  73.8
           499  39.2  "m"                550        66.8     "m"   601   53     0
           500  38.7  "m"                551        64.3    16.9   602  48.1   86
           501  32.7  "m"                552        64.9       7   603  56.2   99
           502  30.1  "m"                553        63.6    12.5   604  65.4  98.9
           503  21.9  "m"                554         63      7.7   605  72.9  99.7
           504  12.8    0                555        64.4    38.2   606  67.5  "m"
           505    0     0                556         63     11.8   607   39   "m"
           506    0     0                557        63.6       0   608  41.9  38.1
           507    0     0                558        63.3       5   609  44.1  80.4
           508    0     0                559        60.1     9.1   610  46.8  99.4
           509    0     0                560         61      8.4   611  48.7  99.9
           510    0     0                561        59.7     0.9   612  50.5  99.7
 ---pagebreak--- 27.12.2006 EN               Official Journal of the European Union               L 375/115
           Time Norm. Norm.               Time Norm.        Norm.  Time Norm. Norm.
                Speed Torque                        Speed   Torque      Speed Torque
              s   %     %                    s        %        %     s    %     %
            613  52.5  90.3                664        54      39.3  715  46.2  "m"
            614   51   1.8                 665       53.8     "m"   716  45.6   9.8
            615   50   "m"                 666        52      "m"   717  45.6  34.5
            616  49.1  "m"                 667       50.4     "m"   718  45.5  37.1
            617   47   "m"                 668       50.6       0   719  43.8  "m"
            618  43.1  "m"                 669       49.3     41.7  720  41.9  "m"
            619  39.2  "m"                 670        50      73.2  721  41.3  "m"
            620  40.6  0.5                 671       50.4     99.7  722  41.4  "m"
            621  41.8  53.4                672       51.9     99.5  723  41.2  "m"
            622  44.4  65.1                673       53.6     99.3  724  41.8  "m"
            623  48.1  67.8                674       54.6     99.1  725  41.8  "m"
            624  53.8  99.2                675        56       99   726  43.2  17.4
            625  58.6  98.9                676       55.8      99   727   45    29
            626  63.6  98.8                677       58.4     98.9  728  44.2  "m"
            627  68.5  99.2                678       59.9     98.8  729  43.9  "m"
            628  72.2  89.4                679       60.9     98.8  730   38   10.7
            629  77.1    0                 680        63      98.8  731  56.8  "m"
            630  57.8  79.1                681       64.3     98.9  732  57.1  "m"
            631  60.3  98.8                682       64.8      64   733   52   "m"
            632  61.9  98.8                683       65.9     46.5  734  44.4  "m"
            633  63.8  98.8                684       66.2     28.7  735  40.2  "m"
            634  64.7  98.9                685       65.2     1.8   736  39.2  16.5
            635  65.4  46.5                686        65      6.8   737  38.9  73.2
            636  65.7  44.5                687       63.6     53.6  738  39.9  89.8
            637  65.6  3.5                 688       62.4     82.5  739  42.3  98.6
            638  49.1    0                 689       61.8     98.8  740  43.7  98.8
            639  50.4  73.1                690       59.8     98.8  741  45.5  99.1
            640  50.5  "m"                 691       59.2     98.8  742  45.6  99.2
            641   51   "m"                 692       59.7     98.8  743  48.1  99.7
            642  49.4  "m"                 693       61.2     98.8  744   49   100
            643  49.2  "m"                 694       62.2     49.4  745  49.8  99.9
            644  48.6  "m"                 695       62.8     37.2  746  49.8  99.9
            645  47.5  "m"                 696       63.5     46.3  747  51.9  99.5
            646  46.5  "m"                 697       64.7     72.3  748  52.3  99.4
            647   46   11.3                698       64.7     72.3  749  53.3  99.3
            648  45.6  42.8                699       65.4     77.4  750  52.9  99.3
            649  47.1   83                 700       66.1     69.3  751  54.3  99.2
            650  46.2  99.3                701       64.3     "m"   752  55.5  99.1
            651  47.9  99.7                702       64.3     "m"   753  56.7   99
            652  49.5  99.9                703        63      "m"   754  61.7  98.8
            653  50.6  99.7                704       62.2     "m"   755  64.3  47.4
            654   51   99.6                705       61.6     "m"   756  64.7   1.8
            655   53   99.3                706       62.4     "m"   757  66.2  "m"
            656  54.9  99.1                707       62.2     "m"   758  49.1  "m"
            657  55.7   99                 708        61      "m"   759  52.1   46
            658   56    99                 709       58.7     "m"   760  52.6   61
            659  56.1  9.3                 710       55.5     "m"   761  52.9    0
            660  55.6  "m"                 711       51.7     "m"   762  52.3  20.4
            661  55.4  "m"                 712       49.2     "m"   763  54.2  56.7
            662  54.9  51.3                713       48.8     40.4  764  55.4  59.8
            663  54.9  59.8                714       47.9     "m"   765  56.1  49.2
 ---pagebreak--- L 375/116 EN               Official Journal of the European Union              27.12.2006
          Time Norm. Norm.              Time Norm.         Norm.  Time Norm. Norm.
               Speed Torque                        Speed   Torque      Speed Torque
             s   %     %                   s         %        %     s    %     %
           766  56.8  33.7               817        61.7    46.2   868   53   99.3
           767  57.2   96                818        59.8    45.1   869  54.2  99.2
           768  58.6  98.9               819        57.4    43.9   870  55.5  99.1
           769  59.5  98.8               820        54.8    42.8   871  56.7   99
           770  61.2  98.8               821        54.3    65.2   872  57.3  98.9
           771  62.1  98.8               822        52.9    62.1   873   58   98.9
           772  62.7  98.8               823        52.4    30.6   874  60.5  31.1
           773  62.8  98.8               824        50.4     "m"   875  60.2  "m"
           774   64   98.9               825        48.6     "m"   876  60.3  "m"
           775  63.2  46.3               826        47.9     "m"   877  60.5  6.3
           776  62.4  "m"                827        46.8     "m"   878  61.4  19.3
           777  60.3  "m"                828        46.9     9.4   879  60.3  1.2
           778  58.7  "m"                829        49.5    41.7   880  60.5  2.9
           779  57.2  "m"                830        50.5    37.8   881  61.2  34.1
           780  56.1  "m"                831        52.3    20.4   882  61.6  13.2
           781   56   9.3                832        54.1    30.7   883  61.5  16.4
           782  55.2  26.3               833        56.3    41.8   884  61.2  16.4
           783  54.8  42.8               834        58.7    26.5   885  61.3  "m"
           784  55.7  47.1               835        57.3     "m"   886  63.1  "m"
           785  56.6  52.4               836         59      "m"   887  63.2  4.8
           786   58   50.3               837        59.8     "m"   888  62.3  22.3
           787  58.6  20.6               838        60.3     "m"   889   62   38.5
           788  58.7  "m"                839        61.2     "m"   890  61.6  29.6
           789  59.3  "m"                840        61.8     "m"   891  61.6  26.6
           790  58.6  "m"                841        62.5     "m"   892  61.8  28.1
           791  60.5  9.7                842        62.4     "m"   893   62   29.6
           792  59.2  9.6                843        61.5     "m"   894   62   16.3
           793  59.9  9.6                844        63.7     "m"   895  61.1  "m"
           794  59.6  9.6                845        61.9     "m"   896  61.2  "m"
           795  59.9  6.2                846        61.6    29.7   897  60.7  19.2
           796  59.9  9.6                847        60.3     "m"   898  60.7  32.5
           797  60.5  13.1               848        59.2     "m"   899  60.9  17.8
           798  60.3  20.7               849        57.3     "m"   900  60.1  19.2
           799  59.9   31                850        52.3     "m"   901  59.3  38.2
           800  60.5   42                851        49.3     "m"   902  59.9   45
           801  61.5  52.5               852        47.3     "m"   903  59.4  32.4
           802  60.9  51.4               853        46.3    38.8   904  59.2  23.5
           803  61.2  57.7               854        46.8    35.1   905  59.5  40.8
           804  62.8  98.8               855        46.6     "m"   906  58.3  "m"
           805  63.4  96.1               856        44.3     "m"   907  58.2  "m"
           806  64.6  45.4               857        43.1     "m"   908  57.6  "m"
           807  64.1    5                858        42.4     2.1   909  57.1  "m"
           808   63   3.2                859        41.8     2.4   910   57   0.6
           809  62.7  14.9               860        43.8    68.8   911   57   26.3
           810  63.5  35.8               861        44.6    89.2   912  56.5  29.2
           811  64.1  73.3               862         46     99.2   913  56.3  20.5
           812  64.3  37.4               863        46.9    99.4   914  56.1  "m"
           813  64.1   21                864        47.9    99.7   915  55.2  "m"
           814  63.7   21                865        50.2    99.8   916  54.7  17.5
           815  62.9   18                866        51.2    99.6   917  55.2  29.2
           816  62.4  32.7               867        52.3    99.4   918  55.2  29.2
 ---pagebreak--- 27.12.2006 EN               Official Journal of the European Union               L 375/117
           Time Norm. Norm.               Time Norm.        Norm.  Time Norm. Norm.
                Speed Torque                        Speed   Torque      Speed Torque
              s   %     %                    s        %        %     s   %      %
            919  55.9   16                 970       49.9     99.7 1021 49.4   "m"
            920  55.9  26.3                971       49.6     99.6 1022 48.3   "m"
            921  56.1  36.5                972       49.4     99.6 1023 49.4   "m"
            922  55.8   19                 973        49      99.5 1024 48.5   "m"
            923  55.9  9.2                 974       49.8     99.7 1025 48.7   "m"
            924  55.8  21.9                975       50.9     100  1026 48.7   "m"
            925  56.4  42.8                976       50.4     99.8 1027 49.1   "m"
            926  56.4   38                 977       49.8     99.7 1028  49    "m"
            927  56.4   11                 978       49.1     99.5 1029 49.8   "m"
            928  56.4  35.1                979       50.4     99.8 1030 48.7   "m"
            929   54   7.3                 980       49.8     99.7 1031 48.5   "m"
            930  53.4  5.4                 981       49.3     99.5 1032 49.3   31.3
            931  52.3  27.6                982       49.1     99.5 1033 49.7   45.3
            932  52.1   32                 983       49.9     99.7 1034 48.3   44.5
            933  52.3  33.4                984       49.1     99.5 1035 49.8    61
            934  52.2  34.9                985       50.4     99.8 1036 49.4   64.3
            935  52.8  60.1                986       50.9     100  1037 49.8   64.4
            936  53.7  69.7                987       51.4     99.9 1038 50.5   65.6
            937   54   70.7                988       51.5     99.9 1039 50.3   64.5
            938  55.1  71.7                989       52.2     99.7 1040 51.2   82.9
            939  55.2   46                 990       52.8     74.1 1041 50.5    86
            940  54.7  12.6                991       53.3      46  1042 50.6    89
            941  52.5    0                 992       53.6     36.4 1043 50.4   81.4
            942  51.8  24.7                993       53.4     33.5 1044 49.9   49.9
            943  51.4  43.9                994       53.9     58.9 1045 49.1   20.1
            944  50.9  71.1                995       55.2     73.8 1046 47.9    24
            945  51.2  76.8                996       55.8     52.4 1047 48.1   36.2
            946  50.3  87.5                997       55.7      9.2 1048 47.5   34.5
            947  50.2  99.8                998       55.8      2.2 1049 46.9   30.3
            948  50.9  100                 999       56.4     33.6 1050 47.7   53.5
            949  49.9  99.7               1000 55.4           "m"  1051 46.9   61.6
            950  50.9  100                1001 55.2           "m"  1052 46.5   73.6
            951  49.8  99.7               1002 55.8           26.3 1053  48    84.6
            952  50.4  99.8               1003 55.8           23.3 1054 47.2   87.7
            953  50.4  99.8               1004 56.4           50.2 1055 48.7    80
            954  49.7  99.7               1005 57.6           68.3 1056 48.7   50.4
            955   51   100                1006 58.8           90.2 1057 47.8   38.6
            956  50.3  99.8               1007 59.9           98.9 1058 48.8   63.1
            957  50.2  99.8               1008 62.3           98.8 1059 47.4     5
            958  49.9  99.7               1009 63.1           74.4 1060 47.3   47.4
            959  50.9  100                1010 63.7           49.4 1061 47.3   49.8
            960   50   99.7               1011 63.3            9.8 1062 46.9   23.9
            961  50.2  99.8               1012        48        0  1063 46.7   44.6
            962  50.2  99.8               1013 47.9           73.5 1064 46.8   65.2
            963  49.9  99.7               1014 49.9           99.7 1065 46.9   60.4
            964  50.4  99.8               1015 49.9           48.8 1066 46.7   61.5
            965  50.2  99.8               1016 49.6            2.3 1067 45.5   "m"
            966  50.3  99.8               1017 49.9           "m"  1068 45.5   "m"
            967  49.9  99.7               1018 49.3           "m"  1069 44.2   "m"
            968  51.1  100                1019 49.7           47.5 1070  43    "m"
            969  50.6  99.9               1020 49.1           "m"  1071 42.5   "m"
 ---pagebreak--- L 375/118 EN               Official Journal of the European Union              27.12.2006
          Time Norm. Norm.              Time Norm.         Norm.  Time Norm. Norm.
               Speed Torque                        Speed   Torque      Speed Torque
             s  %      %                   s         %        %     s   %      %
          1072  41    "m"                1123        55      "m"  1174 56.9   "m"
          1073 39.9   "m"                1124 53.7           "m"  1175 56.4     4
          1074 39.9   38.2               1125 52.1           "m"  1176  57    23.4
          1075 40.1   48.1               1126 51.1           "m"  1177 56.4   41.7
          1076 39.9    48                1127 49.7          25.8  1178  57    49.2
          1077 39.4   59.3               1128 49.1          46.1  1179 57.7   56.6
          1078 43.8   19.8               1129 48.7          46.9  1180 58.6   56.6
          1079 52.9     0                1130 48.2          46.7  1181 58.9    64
          1080 52.8   88.9               1131        48       70  1182 59.4   68.2
          1081 53.4   99.5               1132        48       70  1183 58.8   71.4
          1082 54.7   99.3               1133 47.2          67.6  1184 60.1   71.3
          1083 56.3   99.1               1134 47.3          67.6  1185 60.6   79.1
          1084 57.5    99                1135 46.6          74.7  1186 60.7   83.3
          1085  59    98.9               1136 47.4            13  1187 60.7   77.1
          1086 59.8   98.9               1137 46.3           "m"  1188  60    73.5
          1087 60.1   98.9               1138 45.4           "m"  1189 60.2   55.5
          1088 61.8   48.3               1139 45.5          24.8  1190 59.7   54.4
          1089 61.8   55.6               1140 44.8          73.8  1191 59.8   73.3
          1090 61.7   59.8               1141 46.6            99  1192 59.8   77.9
          1091  62    55.6               1142 46.3          98.9  1193 59.8   73.9
          1092 62.3   29.6               1143 48.5          99.4  1194  60    76.5
          1093  62    19.3               1144 49.9          99.7  1195 59.5   82.3
          1094 61.3   7.9                1145 49.1          99.5  1196 59.9   82.8
          1095 61.1   19.2               1146 49.1          99.5  1197 59.8   65.8
          1096 61.2    43                1147        51      100  1198  59    48.6
          1097 61.1   59.7               1148 51.5          99.9  1199 58.9   62.2
          1098 61.1   98.8               1149 50.9           100  1200 59.1   70.4
          1099 61.3   98.8               1150 51.6          99.9  1201 58.9   62.1
          1100 61.3   26.6               1151 52.1          99.7  1202 58.4   67.4
          1101 60.4   "m"                1152 50.9           100  1203 58.7   58.9
          1102 58.8   "m"                1153 52.2          99.7  1204 58.3   57.7
          1103 57.7   "m"                1154 51.5          98.3  1205 57.5   57.8
          1104  56    "m"                1155 51.5          47.2  1206 57.2   57.6
          1105 54.7   "m"                1156 50.8          78.4  1207 57.1   42.6
          1106 53.3   "m"                1157 50.3            83  1208  57    70.1
          1107 52.6   23.2               1158 50.3          31.7  1209 56.4   59.6
          1108 53.4   84.2               1159 49.3          31.3  1210 56.7    39
          1109 53.9   99.4               1160 48.8          21.5  1211 55.9   68.1
          1110 54.9   99.3               1161 47.8          59.4  1212 56.3   79.1
          1111 55.8   99.2               1162 48.1          77.1  1213 56.7   89.7
          1112 57.1    99                1163 48.4          87.6  1214  56    89.4
          1113 56.5   99.1               1164 49.6          87.5  1215  56    93.1
          1114 58.9   98.9               1165        51     81.4  1216 56.4   93.1
          1115 58.7   98.9               1166 51.6          66.7  1217 56.7   94.4
          1116 59.8   98.9               1167 53.3          63.2  1218 56.9   94.8
          1117  61    98.8               1168 55.2            62  1219  57    94.1
          1118 60.7   19.2               1169 55.7          43.9  1220 57.7   94.3
          1119 59.4   "m"                1170 56.4          30.7  1221 57.5   93.7
          1120 57.9   "m"                1171 56.8          23.4  1222 58.4   93.2
          1121 57.6   "m"                1172        57      "m"  1223 58.7   93.2
          1122 56.3   "m"                1173 57.6           "m"  1224 58.2   93.7
 ---pagebreak--- 27.12.2006 EN               Official Journal of the European Union               L 375/119
           Time Norm. Norm.               Time Norm.        Norm.  Time Norm. Norm.
                Speed Torque                        Speed   Torque      Speed Torque
              s  %      %                    s        %        %     s   %      %
           1225 58.5   93.1               1276 60.6            5.5 1327 63.1   20.3
           1226 58.8   86.2               1277        61      14.3 1328 61.8   19.1
           1227  59    72.9               1278        61       12  1329 61.6   17.1
           1228 58.2   59.9               1279 61.3           34.2 1330  61      0
           1229 57.6   8.5                1280 61.2           17.1 1331 61.2    22
           1230 57.1   47.6               1281 61.5           15.7 1332 60.8   40.3
           1231 57.2   74.4               1282        61       9.5 1333 61.1   34.3
           1232  57    79.1               1283 61.1            9.2 1334 60.7   16.1
           1233 56.7   67.2               1284 60.5            4.3 1335 60.6   16.6
           1234 56.8   69.1               1285 60.2            7.8 1336 60.5   18.5
           1235 56.9   71.3               1286 60.2            5.9 1337 60.6   29.8
           1236  57    77.3               1287 60.2            5.3 1338 60.9   19.5
           1237 57.4   78.2               1288 59.9            4.6 1339 60.9   22.3
           1238 57.3   70.6               1289 59.4           21.5 1340 61.4   35.8
           1239 57.7    64                1290 59.6           15.8 1341 61.3   42.9
           1240 57.5   55.6               1291 59.3           10.1 1342 61.5    31
           1241 58.6   49.6               1292 58.9            9.4 1343 61.3   19.2
           1242 58.2   41.1               1293 58.8             9  1344  61     9.3
           1243 58.8   40.6               1294 58.9           35.4 1345 60.8   44.2
           1244 58.3   21.1               1295 58.9           30.7 1346 60.9   55.3
           1245 58.7   24.9               1296 58.9           25.9 1347 61.2    56
           1246 59.1   24.8               1297 58.7           22.9 1348 60.9   60.1
           1247 58.6   "m"                1298 58.7           24.4 1349 60.7   59.1
           1248 58.8   "m"                1299 59.3            61  1350 60.9   56.8
           1249 58.8   "m"                1300 60.1            56  1351 60.7   58.1
           1250 58.7   "m"                1301 60.5           50.6 1352 59.6   78.4
           1251 59.1   "m"                1302 59.5           16.2 1353 59.6   84.6
           1252 59.1   "m"                1303 59.7            50  1354 59.4   66.6
           1253 59.4   "m"                1304 59.7           31.4 1355 59.3   75.5
           1254 60.6   2.6                1305 60.1           43.1 1356 58.9   49.6
           1255 59.6   "m"                1306 60.8           38.4 1357 59.1   75.8
           1256 60.1   "m"                1307 60.9           40.2 1358  59    77.6
           1257 60.6   "m"                1308 61.3           49.7 1359  59    67.8
           1258 59.6   4.1                1309 61.8           45.9 1360  59    56.7
           1259 60.7   7.1                1310        62      45.9 1361 58.8   54.2
           1260 60.5   "m"                1311 62.2           45.8 1362 58.9   59.6
           1261 59.7   "m"                1312 62.6           46.8 1363 58.9   60.8
           1262 59.6   "m"                1313 62.7           44.3 1364 59.3   56.1
           1263 59.8   "m"                1314 62.9           44.4 1365 58.9   48.5
           1264 59.6   4.9                1315 63.1           43.7 1366 59.3   42.9
           1265 60.1   5.9                1316 63.5           46.1 1367 59.4   41.4
           1266 59.9   6.1                1317 63.6           40.7 1368 59.6   38.9
           1267 59.7   "m"                1318 64.3           49.5 1369 59.4   32.9
           1268 59.6   "m"                1319 63.7            27  1370 59.3   30.6
           1269 59.7    22                1320 63.8            15  1371 59.4    30
           1270 59.8   10.3               1321 63.6           18.7 1372 59.4   25.3
           1271 59.9    10                1322 63.4            8.4 1373 58.8   18.6
           1272 60.6   6.2                1323 63.2            8.7 1374 59.1    18
           1273 60.5   7.3                1324 63.3           21.6 1375 58.5   10.6
           1274 60.2   14.8               1325 62.9           19.7 1376 58.8   10.5
           1275 60.6   8.2                1326        63      22.1 1377 58.5    8.2
 ---pagebreak--- L 375/120 EN               Official Journal of the European Union              27.12.2006
          Time Norm. Norm.              Time Norm.         Norm.  Time Norm. Norm.
               Speed Torque                        Speed   Torque      Speed Torque
             s  %      %                   s         %       %      s   %      %
          1378 58.7   13.7               1429 62.3          37.4  1480 60.1   4.7
          1379 59.1   7.8                1430 62.3          35.7  1481 59.9     0
          1380 59.1     6                1431 62.8          34.4  1482 60.4   36.2
          1381 59.1     6                1432 62.8          31.5  1483 60.7   32.5
          1382 59.4   13.1               1433 62.9          31.7  1484 59.9   3.1
          1383 59.7   22.3               1434 62.9          29.9  1485 59.7   "m"
          1384 60.7   10.5               1435 62.8          29.4  1486 59.5   "m"
          1385 59.8   9.8                1436 62.7          28.7  1487 59.2   "m"
          1386 60.2   8.8                1437 61.5          14.7  1488 58.8   0.6
          1387 59.9   8.7                1438 61.9          17.2  1489 58.7   "m"
          1388  61    9.1                1439 61.5           6.1  1490 58.7   "m"
          1389 60.6   28.2               1440        61      9.9  1491 57.9   "m"
          1390 60.6    22                1441 60.9           4.8  1492 58.2   "m"
          1391 59.6   23.2               1442 60.6          11.1  1493 57.6   "m"
          1392 59.6    19                1443 60.3           6.9  1494 58.3   9.5
          1393 60.6   38.4               1444 60.8            7   1495 57.2     6
          1394 59.8   41.6               1445 60.2           9.2  1496 57.4   27.3
          1395  60    47.3               1446 60.5          21.7  1497 58.3   59.9
          1396 60.5   55.4               1447 60.2          22.4  1498 58.3   7.3
          1397 60.9   58.7               1448 60.7          31.6  1499 58.8   21.7
          1398 61.3   37.9               1449 60.9          28.9  1500 58.8   38.9
          1399 61.2   38.3               1450 59.6          21.7  1501 59.4   26.2
          1400 61.4   58.7               1451 60.2           18   1502 59.1   25.5
          1401 61.3   51.3               1452 59.5          16.7  1503 59.1    26
          1402 61.4   71.1               1453 59.8          15.7  1504  59    39.1
          1403 61.1    51                1454 59.6          15.7  1505 59.5   52.3
          1404 61.5   56.6               1455 59.3          15.7  1506 59.4    31
          1405  61    60.6               1456        59      7.5  1507 59.4    27
          1406 61.1   75.4               1457 58.8           7.1  1508 59.4   29.8
          1407 61.4   69.4               1458 58.7          16.5  1509 59.4   23.1
          1408 61.6   69.9               1459 59.2          50.7  1510 58.9    16
          1409 61.7   59.6               1460 59.7          60.2  1511  59    31.5
          1410 61.8   54.8               1461 60.4           44   1512 58.8   25.9
          1411 61.6   53.6               1462 60.2          35.3  1513 58.9   40.2
          1412 61.3   53.5               1463 60.4          17.1  1514 58.8   28.4
          1413 61.3   52.9               1464 59.9          13.5  1515 58.9   38.9
          1414 61.2   54.1               1465 59.9          12.8  1516 59.1   35.3
          1415 61.3   53.2               1466 59.6          14.8  1517 58.8   30.3
          1416 61.2   52.2               1467 59.4          15.9  1518  59     19
          1417 61.2   52.3               1468 59.4           22   1519 58.7     3
          1418  61     48                1469 60.4          38.4  1520 57.9     0
          1419 60.9   41.5               1470 59.5          38.8  1521  58    2.4
          1420  61    32.2               1471 59.3          31.9  1522 57.1   "m"
          1421 60.7    22                1472 60.9          40.8  1523 56.7   "m"
          1422 60.7   23.3               1473 60.7           39   1524 56.7   5.3
          1423 60.8   38.8               1474 60.9          30.1  1525 56.6   2.1
          1424  61    40.7               1475        61     29.3  1526 56.8   "m"
          1425  61    30.6               1476 60.6          28.4  1527 56.3   "m"
          1426 61.3   62.6               1477 60.9          36.3  1528 56.3   "m"
          1427 61.7   55.9               1478 60.8          30.5  1529  56    "m"
          1428 62.3   43.4               1479 60.7          26.7  1530 56.7   "m"
 ---pagebreak--- 27.12.2006 EN               Official Journal of the European Union               L 375/121
           Time Norm. Norm.               Time Norm.        Norm.  Time Norm. Norm.
                Speed Torque                        Speed   Torque      Speed Torque
              s  %      %                    s        %        %     s   %      %
           1531 56.6   3.8                1582 59.9           73.6 1633 62.5    31
           1532 56.9   "m"                1583 59.8           74.1 1634 62.3   31.3
           1533 56.9   "m"                1584 59.6           84.6 1635 62.6   31.7
           1534 57.4   "m"                1585 59.4           76.1 1636 62.3   22.8
           1535 57.4   "m"                1586 60.1           76.9 1637 62.7   12.6
           1536 58.3   13.9               1587 59.5           84.6 1638 62.2   15.2
           1537 58.5   "m"                1588 59.8           77.5 1639 61.9   32.6
           1538 59.1   "m"                1589 60.6           67.9 1640 62.5   23.1
           1539 59.4   "m"                1590 59.3           47.3 1641 61.7   19.4
           1540 59.6   "m"                1591 59.3           43.1 1642 61.7   10.8
           1541 59.5   "m"                1592 59.4           38.3 1643 61.6   10.2
           1542 59.6   0.5                1593 58.7           38.2 1644 61.4   "m"
           1543 59.3   9.2                1594 58.8           39.2 1645 60.8   "m"
           1544 59.4   11.2               1595 59.1           67.9 1646 60.7   "m"
           1545 59.1   26.8               1596 59.7           60.5 1647  61    12.4
           1546  59    11.7               1597 59.5           32.9 1648 60.4   5.3
           1547 58.8   6.4                1598 59.6            20  1649  61    13.1
           1548 58.7    5                 1599 59.6           34.4 1650 60.7   29.6
           1549 57.5   "m"                1600 59.4           23.9 1651 60.5   28.9
           1550 57.4   "m"                1601 59.6           15.7 1652 60.8   27.1
           1551 57.1   1.1                1602 59.9            41  1653 61.2   27.3
           1552 57.1    0                 1603 60.5           26.3 1654 60.9   20.6
           1553  57    4.5                1604 59.6            14  1655 61.1   13.9
           1554 57.1   3.7                1605 59.7           21.2 1656 60.7   13.4
           1555 57.3   3.3                1606 60.9           19.6 1657 61.3   26.1
           1556 57.3   16.8               1607 60.1           34.3 1658 60.9   23.7
           1557 58.2   29.3               1608 59.9            27  1659 61.4   32.1
           1558 58.7   12.5               1609 60.8           25.6 1660 61.7   33.5
           1559 58.3   12.2               1610 60.6           26.3 1661 61.8   34.1
           1560 58.6   12.7               1611 60.9           26.1 1662 61.7    17
           1561  59    13.6               1612 61.1            38  1663 61.7   2.5
           1562 59.8   21.9               1613 61.2           31.6 1664 61.5   5.9
           1563 59.3   20.9               1614 61.4           30.6 1665 61.3   14.9
           1564 59.7   19.2               1615 61.7           29.6 1666 61.5   17.2
           1565 60.1   15.9               1616 61.5           28.8 1667 61.1   "m"
           1566 60.7   16.7               1617 61.7           27.8 1668 61.4   "m"
           1567 60.7   18.1               1618 62.2           20.3 1669 61.4   8.8
           1568 60.7   40.6               1619 61.4           19.6 1670 61.3   8.8
           1569 60.7   59.7               1620 61.8           19.7 1671  61     18
           1570 61.1   66.8               1621 61.8           18.7 1672 61.5    13
           1571 61.1   58.8               1622 61.6           17.7 1673  61    3.7
           1572 60.8   64.7               1623 61.7           8.7  1674 60.9   3.1
           1573 60.1   63.6               1624 61.7           1.4  1675 60.9   4.7
           1574 60.7   83.2               1625 61.7           5.9  1676 60.6   4.1
           1575 60.4   82.2               1626 61.2           8.1  1677 60.6   6.7
           1576  60    80.5               1627 61.9           45.8 1678 60.6   12.8
           1577 59.9   78.7               1628 61.4           31.5 1679 60.7   11.9
           1578 60.8   67.9               1629 61.7           22.3 1680 60.6   12.4
           1579 60.4   57.7               1630 62.4           21.7 1681 60.1   12.4
           1580 60.2   60.6               1631 62.8           21.9 1682 60.5    12
           1581 59.6   72.7               1632 62.2           22.2 1683 60.4   11.8
 ---pagebreak--- L 375/122  EN                  Official Journal of the European Union              27.12.2006
           Time Norm.    Norm.              Time Norm.         Norm.  Time Norm. Norm.
                 Speed   Torque                        Speed   Torque      Speed Torque
              s    %       %                   s         %        %     s   %      %
           1684 59.9      12.4               1735 61.1          25.6  1786   0     0
           1685 59.6      12.4               1736        61     14.6  1787   0     0
           1686 59.6       9.1               1737        61     10.4  1788   0     0
           1687 59.9        0                1738 60.6           "m"  1789   0     0
           1688 59.9      20.4               1739 60.9           "m"  1790   0     0
           1689 59.8       4.4               1740 60.8           4.8  1791   0     0
           1690 59.4       3.1               1741 59.9           "m"  1792   0     0
           1691 59.5      26.3               1742 59.8           "m"  1793   0     0
           1692 59.6      20.1               1743 59.1           "m"  1794   0     0
           1693 59.4       35                1744 58.8           "m"  1795   0     0
           1694 60.9      22.1               1745 58.8           "m"  1796   0     0
           1695 60.5      12.2               1746 58.2           "m"  1797   0     0
           1696 60.1       11                1747 58.5          14.3  1798   0     0
           1697 60.1       8.2               1748 57.5           4.4  1799   0     0
           1698 60.5       6.7               1749 57.9             0  1800   0     0
           1699    60      5.1               1750 57.8          20.9
           1700    60      5.1               1751 58.3           9.2
           1701    60       9                1752 57.8           8.2
           1702 60.1       5.7               1753 57.5          15.3
           1703 59.9       8.5               1754 58.4            38
           1704 59.4        6                1755 58.1          15.4
           1705 59.5       5.5               1756 58.8          11.8
           1706 59.5      14.2               1757 58.3           8.1
           1707 59.5       6.2               1758 58.3           5.5
           1708 59.4      10.3               1759        59      4.1
           1709 59.6      13.8               1760 58.2           4.9
           1710 59.5      13.9               1761 57.9          10.1
           1711 60.1      18.9               1762 58.5           7.5
           1712 59.4      13.1               1763 57.4             7
           1713 59.8       5.4               1764 58.2           6.7
           1714 59.9       2.9               1765 58.2           6.6
           1715 60.1       7.1               1766 57.3          17.3
           1716 59.6       12                1767        58     11.4
           1717 59.6       4.9               1768 57.5          47.4
           1718 59.4      22.7               1769 57.4          28.8
           1719 59.6       22                1770 58.8          24.3
           1720 60.1      17.4               1771 57.7          25.5
           1721 60.2      16.6               1772 58.4          35.5
           1722 59.4      28.6               1773 58.4          29.3
           1723 60.3      22.4               1774        59     33.8
           1724 59.9       20                1775        59     18.7
           1725 60.2      18.6               1776 58.8           9.8
           1726 60.3      11.9               1777 58.8          23.9
           1727 60.4      11.6               1778 59.1          48.2
           1728 60.6      10.6               1779 59.4          37.2
           1729 60.8       16                1780 59.6          29.1
           1730 60.9       17                1781        50       25
           1731 60.9      16.1               1782        40       20
           1732 60.7      11.4               1783        30       15
           1733 60.9      11.3               1784        20       10
           1734 61.1      11.2               1785        10        5
          "m" = motoring
 ---pagebreak--- 27.12.2006              EN          Official Journal of the European Union     L 375/123
   A graphical display of the ETC dynamometer schedule is shown in Figure 5.
           Torque [%]
         Speed {%]
                               Figure 5: ETC Dynamometer Schedule
                                               __________
 ---pagebreak--- L 375/124   EN                     Official Journal of the European Union                      27.12.2006
                                         Annex 4 - Appendix 4
                     MEASUREMENT AND SAMPLING PROCEDURES
   1.     INTRODUCTION
          Gaseous components, particulates, and smoke emitted by the engine submitted for
          testing must be measured by the methods described in annex 4, appendix 6. The
          respective paragraphs of annex 4, appendix 6 describe the recommended analytical
          systems for the gaseous emissions (paragraph 1.), the recommended particulate dilution
          and sampling systems (paragraph 2.), and the recommended opacimeters for smoke
          measurement (paragraph 3.).
          For the ESC, the gaseous components must be determined in the raw exhaust gas.
          Optionally, they may be determined in the diluted exhaust gas, if a full flow dilution
          system is used for particulate determination. Particulates must be determined with
          either a partial flow or a full flow dilution system.
          For the ETC, only a full flow dilution system must be used for determining gaseous and
          particulate emissions, and is considered the reference system. However, partial flow
          dilution systems may be approved by the Technical Service, if their equivalency
          according to paragraph 6.2. to the Regulation is proven, and if a detailed description of
          the data evaluation and calculation procedures is submitted to the Technical Service.
   2.     DYNAMOMETER AND TEST CELL EQUIPMENT
          The following equipment must be used for emission tests of engines on engine
          dynamometers.
   2.1.   Engine dynamometer
          An engine dynamometer must be used with adequate characteristics to perform the test
          cycles described in appendices 1 and 2 to this annex. The speed measuring system must
          have an accuracy of ± 2 per cent of reading. The torque measuring system must have an
          accuracy of ± 3 per cent of reading in the range > 20 per cent of full scale, and an
          accuracy of ± 0.6 per cent of full scale in the range ³ 20 per cent of full scale.
   2.2.   Other instruments
          Measuring instruments for fuel consumption, air consumption, temperature of coolant
          and lubricant, exhaust gas pressure and intake manifold depression, exhaust gas
          temperature, air intake temperature, atmospheric pressure, humidity and fuel
          temperature must be used, as required. These instruments must satisfy the requirements
          given in table 8:
 ---pagebreak--- 27.12.2006   EN                    Official Journal of the European Union                        L 375/125
           Table 8: Accuracy of measuring instruments
                    Measuring instrument                                     Accuracy
            Fuel Consumption                             ± 2 % of Engine's Maximum Value
            Air Consumption                              ± 2 % of Engine's Maximum Value
            Temperatures ³ 600 K (327°C)                 ± 2 K Absolute
            Temperatures ´ 600 K (327°C)                 ± 1 % of Reading
            Atmospheric Pressure                         ± 0.1 kPa Absolute
            Exhaust Gas Pressure                         ± 0.2 kPa Absolute
            Intake Depression                            ± 0.05 kPa Absolute
            Other Pressures                              ± 0.1 kPa Absolute
            Relative Humidity                            ± 3 % Absolute
            Absolute Humidity                            ± 5 % of Reading
    2.3.   Exhaust gas flow
           For calculation of the emissions in the raw exhaust, it is necessary to know the exhaust
           gas flow (see paragraph 4.4. of appendix 1). For the determination of the exhaust flow
           either of the following methods may be used:
           Direct measurement of the exhaust flow by flow nozzle or equivalent metering system;
           Measurement of the air flow and the fuel flow by suitable metering systems and
           calculation of the exhaust flow by the following equation:
                    GEXHW = GAIRW + GFUEL                        (for wet exhaust mass)
           The accuracy of exhaust flow determination must be ± 2.5 per cent of reading or better.
    2.4.   Diluted exhaust gas flow
           For calculation of the emissions in the diluted exhaust using a full flow dilution system
           (mandatory for the ETC), it is necessary to know the diluted exhaust gas flow (see
           paragraph 4.3. of appendix 2). The total mass flow rate of the diluted exhaust (GTOTW)
           or the total mass of the diluted exhaust gas over the cycle (MTOTW) must be measured
           with a PDP or CFV (annex 4, appendix 6, paragraph 2.3.1.). The accuracy must be ±
           2 per cent of reading or better, and must be determined according to the provisions of
           annex 4, appendix 5, paragraph 2.4.
    3.     DETERMINATION OF THE GASEOUS COMPONENTS
    3.1.   General analyser specifications
           The analysers must have a measuring range appropriate for the accuracy required to
           measure the concentrations of the exhaust gas components (paragraph 3.1.1). It is
           recommended that the analysers be operated such that the measured concentration falls
           between 15 per cent and 100 per cent of full scale.
 ---pagebreak--- L 375/126   EN                    Official Journal of the European Union                         27.12.2006
          If read-out systems (computers, data loggers) can provide sufficient accuracy and
          resolution below 15 per cent of full scale, measurements below 15 per cent of full scale
          are also acceptable. In this case, additional calibrations of at least 4 non-zero nominally
          equally spaced points are to be made to ensure the accuracy of the calibration curves
          according to annex 4, appendix 5, paragraph 1.5.5.2.
          The electromagnetic compatibility (EMC) of the equipment must be on a level as to
          minimise additional errors.
   3.1.1. Measurement error
          The total measurement error, including the cross sensitivity to other gases (see annex 4,
          appendix 5, paragraph 1.9.), must not exceed ± 5 per cent of the reading or ± 3.5 per
          cent of full scale, whichever is smaller. For concentrations of less than 100 ppm the
          measurement error must not exceed ± 4 ppm.
   3.1.2. Repeatability
          The repeatability, defined as 2.5 times the standard deviation of 10 repetitive responses
          to a given calibration or span gas, has to be not greater than ± 1 per cent of full scale
          concentration for each range used above 155 ppm (or ppm C) or ± 2 per cent of each
          range used below 155 ppm (or ppm C).
   3.1.3. Noise
          The analyser peak-to-peak response to zero and calibration or span gases over any 10
          seconds period must not exceed 2 per cent of full scale on all ranges used.
   3.1.4. Zero drift
          The zero drift during a one hour period must be less than 2 per cent of full scale on the
          lowest range used. The zero response is defined as the mean response, including noise,
          to a zero gas during a 30 seconds time interval.
   3.1.5  Span drift
          The span drift during a one hour period must be less than 2 per cent of full scale on the
          lowest range used. Span is defined as the difference between the span response and the
          zero response. The span response is defined as the mean response, including noise, to a
          span gas during a 30 seconds time interval.
 ---pagebreak--- 27.12.2006    EN                     Official Journal of the European Union                      L 375/127
    3.2.     Gas drying
             The optional gas drying device must have a minimal effect on the concentration of the
             measured gases. Chemical dryers are not an acceptable method of removing water from
             the sample.
    3.3.     Analysers
             Paragraphs 3.3.1. to 3.3.4. describe the measurement principles to be used. A detailed
             description of the measurement systems is given in annex 4, appendix 6. The gases to
             be measured must be analysed with the following instruments. For non-linear analysers,
             the use of linearising circuits is permitted.
    3.3.1.   Carbon monoxide (CO) analysis
             The carbon monoxide analyser must be of the Non-Dispersive Infra-Red (NDIR)
             absorption type.
    3.3.2.   Carbon dioxide (CO2) analysis
             The carbon dioxide analyser must be of the Non-Dispersive Infra-Red (NDIR)
             absorption type.
    3.3.3.   Hydrocarbon (HC) analysis
             For diesel and LPG fuelled gas engines, the hydrocarbon analyser must be of the Heated
             Flame Ionisation Detector (HFID) type with detector, valves, pipework, etc. heated so as
             to maintain a gas temperature of 463 K ± 10 K (190 ± 10°C). For NG fuelled gas
             engines, the hydrocarbon analyser may be of the non heated Flame Ionisation Detector
             (FID) type depending upon the method used (see annex 4, appendix 6, paragraph 1.3.).
    3.3.4.   Non-methane hydrocarbon (NMHC) analysis (NG fuelled gas engines only)
             Non-methane hydrocarbons must be determined by either of the following methods:
    3.3.4.1  Gas chromatographic (GC) method
             Non-methane hydrocarbons must be determined by subtraction of the methane analysed
             with a Gas Chromatograph (GC) conditioned at 423 K (150°C) from the hydrocarbons
             measured according to paragraph 3.3.3.
    3.3.4.2. Non-methane cutter (NMC) method
             The determination of the non-methane fraction must be performed with a heated NMC
             operated in line with an FID as per paragraph 3.3.3. by subtraction of the methane from
             the hydrocarbons.
 ---pagebreak--- L 375/128   EN                    Official Journal of the European Union                       27.12.2006
   3.3.5. Oxides of nitrogen (NOx) analysis
          The oxides of nitrogen analyser must be of the Chemi-Luminescent Detector (CLD) or
          Heated Chemi-Luminescent Detector (HCLD) type with a NO2/NO converter, if
          measured on a dry basis. If measured on a wet basis, a HCLD with converter
          maintained above 328 K (55°C) must be used, provided the water quench check (see
          annex 4, appendix 5, paragraph 1.9.2.2.) is satisfied.
   3.4.   Sampling of gaseous emissions
   3.4.1. Raw exhaust gas (ESC only)
          The gaseous emissions sampling probes must be fitted at least 0.5 m or 3 times the
          diameter of the exhaust pipe - whichever is the larger - upstream of the exit of the
          exhaust gas system as far as applicable and sufficiently close to the engine as to ensure
          an exhaust gas temperature of at least 343 K (70°C) at the probe.
          In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the
          probe must be located sufficiently far downstream so as to ensure that the sample is
          representative of the average exhaust emissions from all cylinders. In multi-cylinder
          engines having distinct groups of manifolds, such as in a "V-engine" configuration, it is
          permissible to acquire a sample from each group individually and calculate an average
          exhaust emission. Other methods which have been shown to correlate with the above
          methods may be used. For exhaust emission calculation the total exhaust mass flow
          must be used.
          If the engine is equipped with an exhaust after-treatment system, the exhaust sample
          must be taken downstream of the exhaust after-treatment system.
   3.4.2. Diluted exhaust gas (mandatory for ETC, optional for ESC)
          The exhaust pipe between the engine and the full flow dilution system must conform to
          the requirements of annex 4, appendix 6, paragraph 2.3.1., EP.
          The gaseous emissions sample probe(s) must be installed in the dilution tunnel at a point
          where the dilution air and exhaust gas are well mixed, and in close proximity to the
          particulates sampling probe.
          For the ETC, sampling can generally be done in two ways:
          – the pollutants are sampled into a sampling bag over the cycle and measured after
              completion of the test;
          – the pollutants are sampled continuously and integrated over the cycle; this method is
              mandatory for HC and NOx.
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                       L 375/129
    4.     DETERMINATION OF THE PARTICULATES
           The determination of the particulates requires a dilution system. Dilution may be
           accomplished by a partial flow dilution system (ESC only) or a full flow dilution system
           (mandatory for ETC). The flow capacity of the dilution system must be large enough to
           completely eliminate water condensation in the dilution and sampling systems, and
           maintain the temperature of the diluted exhaust gas at or below 325 K (52°C)
           immediately upstream of the filter holders. Dehumidifying the dilution air before
           entering the dilution system is permitted, and especially useful if dilution air humidity is
           high. The temperature of the dilution air must be 298 K ± 5 K (25 °C ± 5°C). If the
           ambient temperature is below 293 K (20°C), dilution air pre-heating above the upper
           temperature limit of 303 K (30°C) is recommended. However, the dilution air
           temperature must not exceed 325 K (52°C) prior to the introduction of the exhaust in the
           dilution tunnel.
           The partial flow dilution system has to be designed to split the exhaust stream into two
           fractions, the smaller one being diluted with air and subsequently used for particulate
           measurement. For this it is essential that the dilution ratio be determined very
           accurately. Different splitting methods can be applied, whereby the type of splitting
           used dictates to a significant degree the sampling hardware and procedures to be used
           (annex 4, appendix 6, paragraph 2.2.). The particulate sampling probe must be installed
           in close proximity to the gaseous emissions sampling probe, and the installation must
           comply with the provisions of paragraph 3.4.1.
           To determine the mass of the particulates, a particulate sampling system, particulate
           sampling filters, a microgram balance, and a temperature and humidity controlled
           weighing chamber, are required.
           For particulate sampling, the single filter method must be applied which uses one pair of
           filters (see paragraph 4.1.3) for the whole test cycle. For the ESC, considerable
           attention must be paid to sampling times and flows during the sampling phase of the
           test.
    4.1.   Particulate sampling filters
    4.1.1. Filter specification
           Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are
           required. All filter types must have a 0.3 µm DOP (di-octylphthalate) collection
           efficiency of at least 95 per cent at a gas face velocity between 35 and 80 cm/s.
    4.1.2. Filter size
           Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter).
           Larger diameter filters are acceptable (paragraph 4.1.5).
 ---pagebreak--- L 375/130   EN                     Official Journal of the European Union                        27.12.2006
   4.1.3. Primary and back-up Filters
          The diluted exhaust must be sampled by a pair of filters placed in series (one primary
          and one back-up filter) during the test sequence. The back-up filter must be located no
          more than 100 mm downstream of, and must not be in contact with the primary filter.
          The filters may be weighed separately or as a pair with the filters placed stain side to
          stain side.
   4.1.4. Filter face velocity
          A gas face velocity through the filter of 35 to 80 cm/s must be achieved. The pressure
          drop increase between the beginning and the end of the test must be no more than 25
          kPa.
   4.1.5. Filter loading
          The recommended minimum filter loading must be 0.5 mg/1075 mm² stain area. For
          the most common filter sizes the values are shown in table 9.
              Table 9: Recommended filter loadings
               Filter Diameter (mm)             Recommended Stain         Recommended Minimum
                         47                                 37                        0.5
                         70                                 60                        1.3
                         90                                 80                        2.3
                        110                                100                        3.6
   4.2.   Weighing chamber and analytical balance specifications
   4.2.1. Weighing chamber conditions
          The temperature of the chamber (or room) in which the particulate filters are
          conditioned and weighed must be maintained to within 295 K ± 3 K (22°C ± 3°C)
          during all filter conditioning and weighing. The humidity must be maintained to a dew
          point of 282.5 K ± 3 K (9.5°C ± 3°C) and a relative humidity of 45 % ± 8 %.
   4.2.2. Reference filter weighing
          The chamber (or room) environment must be free of any ambient contaminants (such as
          dust) that would settle on the particulate filters during their stabilisation. Disturbances
          to weighing room specifications as outlined in paragraph 4.2.1. will be allowed if the
          duration of the disturbances does not exceed 30 minutes. The weighing room should
          meet the required specifications prior to personal entrance into the weighing room. At
          least two unused reference filters or reference filter pairs must be weighed within
          4 hours of, but preferably at the same time as the sample filter (pair) weighings. They
          must be the same size and material as the sample filters.
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                           L 375/131
           If the average weight of the reference filters (reference filter pairs) changes between
           sample filter weighings by more than ± 5 per cent (± 7.5 per cent for the filter pair
           respectively) of the recommended minimum filter loading (paragraph 4.1.5.), then all
           sample filters must be discarded and the emissions test repeated.
           If the weighing room stability criteria outlined in paragraph 4.2.1. is not met, but the
           reference filter (pair) weighings meet the above criteria, the engine manufacturer has the
           option of accepting the sample filter weights or voiding the tests, fixing the weighing
           room control system and rerunning the test.
    4.2.3. Analytical balance
           The analytical balance used to determine the weights of all filters must have a precision
           (standard deviation) of 20 µg and a resolution of 10 µg (1 digit = 10 µg). For filters less
           than 70 mm diameter, the precision and resolution must be 2 µg and 1 µg, respectively.
    4.2.4. Elimination of static electricity effects
           To eliminate the effects of static electricity, the filters should be neutralised prior to
           weighing, e.g. by a Polonium neutraliser or a device of similar effect.
    4.3.   Additional specifications for particulate measurement
           All parts of the dilution system and the sampling system from the exhaust pipe up to the
           filter holder, which are in contact with raw and diluted exhaust gas, must be designed to
           minimise deposition or alteration of the particulates. All parts must be made of
           electrically conductive materials that do not react with exhaust gas components, and
           must be electrically grounded to prevent electrostatic effects.
    5.     DETERMINATION OF SMOKE OPACITY
           This paragraph provides specifications for the required and optional test equipment to be
           used for the ELR test. The smoke must be measured with an opacimeter having an
           opacity and a light absorption coefficient readout mode. The opacity readout mode must
           only be used for calibration and checking of the opacimeter. The smoke values of the
           test cycle must be measured in the light absorption coefficient readout mode.
    5.1.   General requirements
           The ELR requires the use of a smoke measurement and data processing system which
           includes three functional units. These units may be integrated into a single component
           or provided as a system of interconnected components. The three functional units are:
           – An opacimeter meeting the specifications of annex 4, appendix 6, paragraph 3.
 ---pagebreak--- L 375/132   EN                     Official Journal of the European Union                       27.12.2006
          – A data processing unit capable of performing the functions described in annex 4,
              appendix 1, paragraph 6.
          – A printer and/or electronic storage medium to record and output the required smoke
              values specified in annex 4, appendix 1, paragraph 6.3.
   5.2.   Specific requirements
   5.2.1. Linearity
          The linearity must be within ± 2 per cent opacity.
   5.2.2. Zero drift
          The zero drift during a one hour period must not exceed ± 1 per cent opacity.
   5.2.3. Opacimeter display and range
          For display in opacity, the range must be 0 - 100 per cent opacity, and the readability
          0.1 per cent opacity. For display in light absorption coefficient, the range must be 0 - 30
          m-1 light absorption coefficient, and the readability 0.01 m-1 light absorption coefficient.
   5.2.4. Instrument response time
          The physical response time of the opacimeter must not exceed 0.2 s. The physical
          response time is the difference between the times when the output of a rapid response
          receiver reaches 10 and 90 per cent of the full deviation when the opacity of the gas
          being measured is changed in less than 0.1 s.
          The electrical response time of the opacimeter must not exceed 0.05 s. The electrical
          response time is the difference between the times when the opacimeter output reaches
          10 and 90 per cent of the full scale when the light source is interrupted or completely
          extinguished in less than 0.01 s.
   5.2.5. Neutral density filters
          Any neutral density filter used in conjunction with opacimeter calibration, linearity
          measurements, or setting span must have its value known to within 1.0 per cent opacity.
           The filter's nominal value must be checked for accuracy at least yearly using a reference
          traceable to a national or international standard.
          Neutral density filters are precision devices and can easily be damaged during use.
          Handling should be minimised and, when required, should be done with care to avoid
          scratching or soiling of the filter.
                                               __________
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                                          Annex 4 - Appendix 5
                                   CALIBRATION PROCEDURE
    1.     CALIBRATION OF THE ANALYTICAL INSTRUMENTS
    1.1.   Introduction
           Each analyser must be calibrated as often as necessary to fulfil the accuracy
           requirements of this Regulation. The calibration method that must be used is described
           in this paragraph for the analysers indicated in annex 4, appendix 4, paragraph 3. and
           annex 4, appendix 6, paragraph 1.
    1.2.   Calibration gases
           The shelf life of all calibration gases must be respected.
           The expiration date of the calibration gases stated by the manufacturer must be
           recorded.
    1.2.1. Pure gases
           The required purity of the gases is defined by the contamination limits given below.
           The following gases must be available for operation:
           Purified nitrogen
           (Contamination ³ 1 ppm C1, ³1 ppm CO, ³ 400 ppm CO2, ³ 0.1 ppm NO)
           Purified oxygen
           (Purity > 99.5 % vol 02)
           Hydrogen-helium mixture
           (40 ± 2 % hydrogen, balance helium)
           (Contamination ³ 1 ppm C1, ³ 400 ppm CO2)
           Purified synthetic air
           (Contamination ³ 1 ppm C1, ³ 1 ppm CO, ³ 400 ppm CO2, ³ 0.1 ppm NO)
           (Oxygen content between 18-21 % vol.)
           Purified propane or CO for the CVS verification
    1.2.2. Calibration and span gases
           Mixtures of gases having the following chemical compositions must be available:
                C3H8 and purified synthetic air (see paragraph 1.2.1);
 ---pagebreak--- L 375/134   EN                      Official Journal of the European Union                      27.12.2006
               CO     and purified nitrogen;
               NOx and purified nitrogen (the amount of NO2 contained in this calibration gas
                      must not exceed 5 % of the NO content);
               CO2 and purified nitrogen
               CH4 and purified synthetic air
               C2H6 and purified synthetic air
          Note: Other gas combinations are allowed provided the gases do not react with one
                   another.
          The true concentration of a calibration and span gas must be within ± 2 per cent of the
          nominal value. All concentrations of calibration gas must be given on a volume basis
          (volume percent or volume ppm).
          The gases used for calibration and span may also be obtained by means of a gas divider,
          diluting with purified N2 or with purified synthetic air. The accuracy of the mixing
          device must be such that the concentration of the diluted calibration gases may be
          determined to within ± 2 per cent.
   1.3.   Operating procedure for analysers and sampling system
          The operating procedure for analysers must follow the start-up and operating
          instructions of the instrument manufacturer. The minimum requirements given in
          paragraphs 1.4. to 1.9. must be included.
   1.4.   Leakage test
          A system leakage test must be performed. The probe must be disconnected from the
          exhaust system and the end plugged. The analyser pump must be switched on. After an
          initial stabilisation period all flow meters should read zero. If not, the sampling lines
          must be checked and the fault corrected.
          The maximum allowable leakage rate on the vacuum side must be 0.5 per cent of the in-
          use flow rate for the portion of the system being checked. The analyser flows and
          bypass flows may be used to estimate the in-use flow rates.
          Another method is the introduction of a concentration step change at the beginning of
          the sampling line by switching from zero to span gas. If after an adequate period of time
          the reading shows a lower concentration compared to the introduced concentration, this
          points to calibration or leakage problems.
 ---pagebreak--- 27.12.2006     EN                    Official Journal of the European Union                          L 375/135
    1.5.     Calibration procedure
    1.5.1.   Instrument assembly
             The instrument assembly must be calibrated and calibration curves checked against
             standard gases. The same gas flow rates must be used as when sampling exhaust.
    1.5.2.   Warming-up time
             The warming-up time should be according to the recommendations of the manufacturer.
              If not specified, a minimum of two hours is recommended for warming up the
             analysers.
    1.5.3.   NDIR and HFID analyser
             The NDIR analyser must be tuned, as necessary, and the combustion flame of the HFID
             analyser must be optimised (paragraph 1.8.1).
    1.5.4.   Calibration
             Each normally used operating range must be calibrated.
             Using purified synthetic air (or nitrogen), the CO, CO2, NOx and HC analysers must be
             set at zero.
             The appropriate calibration gases must be introduced to the analysers, the values
             recorded, and the calibration curve established according to paragraph 1.5.5.
             The zero setting must be rechecked and the calibration procedure repeated, if necessary.
    1.5.5.   Establishment of the calibration curve
    1.5.5.1. General guidelines
             The analyser calibration curve must be established by at least five calibration points
             (excluding zero) spaced as uniformly as possible. The highest nominal concentration
             must be equal to or higher than 90 per cent of full scale.
             The calibration curve must be calculated by the method of least squares. If the resulting
             polynomial degree is greater than 3, the number of calibration points (zero included)
             must be at least equal to this polynomial degree plus 2.
             The calibration curve must not differ by more than ± 2 per cent from the nominal value
             of each calibration point and by more than ± 1 per cent of full scale at zero.
             From the calibration curve and the calibration points, it is possible to verify that the
             calibration has been carried out correctly. The different characteristic parameters of the
 ---pagebreak--- L 375/136     EN                     Official Journal of the European Union                      27.12.2006
            analyser must be indicated, particularly:
                  – the measuring range;
                  – the sensitivity;
                  – the date of carrying out the calibration.
   1.5.5.2. Calibration below 15 per cent of Full Scale
            The analyser calibration curve must be established by at least 4 additional calibration
            points (excluding zero) spaced nominally equally below 15 per cent of full scale.
            The calibration curve is calculated by the method of least squares.
            The calibration curve must not differ by more than ± 4 per cent from the nominal value
            of each calibration point and by more than ± 1 per cent of full scale at zero.
   1.5.5.3. Alternative methods
            If it can be shown that alternative technology (e.g. computer, electronically controlled
            range switch, etc.) can give equivalent accuracy, then these alternatives may be used.
   1.6.     Verification of the calibration
            Each normally used operating range must be checked prior to each analysis in
            accordance with the following procedure.
            The calibration must be checked by using a zero gas and a span gas whose nominal
            value is more than 80 per cent of full scale of the measuring range.
            If, for the two points considered, the value found does not differ by more than ± 4 per
            cent of full scale from the declared reference value, the adjustment parameters may be
            modified. Should this not be the case, a new calibration curve must be established in
            accordance with paragraph 1.5.5.
   1.7.     Efficiency test of the NOx converter
            The efficiency of the converter used for the conversion of NO2 into NO must be tested
            as given in paragraphs 1.7.1. to 1.7.8.(Figure 6).
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                      L 375/137
                      Figure 6 Schematic of NO2 converter efficiency device
    1.7.1. Test set-up
           Using the test set-up as shown in Figure 6 (see also annex 4, appendix 4,
           paragraph 3.3.5.) and the procedure below, the efficiency of converters can be tested by
           means of an ozonator.
    1.7.2. Calibration
           The CLD and the HCLD must be calibrated in the most common operating range
           following the manufacturer's specifications using zero and span gas (the NO content of
           which must amount to about 80 per cent of the operating range and the NO2
           concentration of the gas mixture to less than 5 per cent of the NO concentration). The
           NOx analyser must be in the NO mode so that the span gas does not pass through the
           converter. The indicated concentration has to be recorded.
    1.7.3. Calculation
           The efficiency of the NOx converter is calculated as follows:
                                                         Æ     a / bÖ
                                Efficiency(%) ? Ç1 -                 × , 100
                                                         È     c / dØ
           where:
           a is the NOx concentration according to paragraph 1.7.6
           b is the NOx concentration according to paragraph 1.7.7
           c is the NO concentration according to paragraph 1.7.4
 ---pagebreak--- L 375/138    EN                     Official Journal of the European Union                      27.12.2006
           d is the NO concentration according to paragraph 1.7.5
   1.7.4.  Adding of oxygen
           Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the
           concentration indicated is about 20 per cent less than the indicated calibration
           concentration given in paragraph 1.7.2. (The analyser is in the NO mode). The indicated
           concentration c must be recorded. The ozonator is kept deactivated throughout the
           process.
   1.7.5.  Activation of the ozonator
           The ozonator is now activated to generate enough ozone to bring the NO concentration
           down to about 20 per cent (minimum 10 per cent) of the calibration concentration given
           in paragraph 1.7.2. The indicated concentration d must be recorded (The analyser is in
           the NO mode).
   1.7.6.  NOx mode
           The NO analyser is then switched to the NOx mode so that the gas mixture (consisting
           of NO, NO2, O2 and N2) now passes through the converter. The indicated concentration
           a must be recorded. (The analyser is in the NOx mode).
   1.7.7.  Deactivation of the ozonator
           The ozonator is now deactivated. The mixture of gases described in paragraph 1.7.6.
           passes through the converter into the detector. The indicated concentration b must be
           recorded. (The analyser is in the NOx mode).
   1.7.8.  NO mode
           Switched to NO mode with the ozonator deactivated, the flow of oxygen or synthetic air
           is also shut off. The NOx reading of the analyser must not deviate by more than ± 5 per
           cent from the value measured according to paragraph 1.7.2. (The analyser is in the NO
           mode).
   1.7.9.  Test interval
           The efficiency of the converter must be tested prior to each calibration of the NOx
           analyser.
   1.7.10. Efficiency requirement
           The efficiency of the converter must not be less than 90 per cent, but a higher efficiency
           of 95 per cent is strongly recommended.
           Note:      If, with the analyser in the most common range, the ozonator cannot give a
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                        L 375/139
                     reduction from 80 per cent to 20 per cent according to paragraph 1.7.5., then
                     the highest range which will give the reduction must be used.
    1.8.   Adjustment of the FID
    1.8.1. Optimisation of the detector response
           The FID must be adjusted as specified by the instrument manufacturer. A propane in air
           span gas should be used to optimise the response on the most common operating range.
           With the fuel and air flow rates set at the manufacturer's recommendations, a 350 ± 75
           ppm C span gas must be introduced to the analyser. The response at a given fuel flow
           must be determined from the difference between the span gas response and the zero gas
           response. The fuel flow must be incrementally adjusted above and below the
           manufacturer's specification. The span and zero response at these fuel flows must be
           recorded. The difference between the span and zero response must be plotted and the
           fuel flow adjusted to the rich side of the curve.
    1.8.2. Hydrocarbon response factors
           The analyser must be calibrated using propane in air and purified synthetic air, according to
           paragraph 1.5.
           Response factors must be determined when introducing an analyser into service and after
           major service intervals. The response factor (Rf) for a particular hydrocarbon species is the
           ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1.
           The concentration of the test gas must be at a level to give a response of approximately
           80 per cent of full scale. The concentration must be known to an accuracy of ± 2 per cent in
           reference to a gravimetric standard expressed in volume. In addition, the gas cylinder must
           be preconditioned for 24 hours at a temperature of 298 K ± 5 K (25°C ± 5°C).
           The test gases to be used and the recommended relative response factor ranges are as
           follows:
           Methane and purified synthetic air               1.00 ³ Rf ³ 1.15 (diesel and LPG engines)
           Methane and purified synthetic air               1.00 ³ Rf ³ 1.07 (NG engines)
           Propylene and purified synthetic air             0.90 ³ Rf ³ 1.1
           Toluene and purified synthetic air               0.90 ³ Rf ³ 1.10
           These values are relative to the response factor (Rf) of 1.00 for propane and purified
           synthetic air.
    1.8.3. Oxygen interference check
 ---pagebreak--- L 375/140     EN                     Official Journal of the European Union                      27.12.2006
            The oxygen interference check must be determined when introducing an analyser into
            service and after major service intervals.
            The response factor is defined and must be determined as described in paragraph 1.8.2.
            The test gas to be used and the recommended relative response factor range are as
            follows:
                            Propane and nitrogen                  0.95 ³ Rf ³ 1.05
            This value is relative to the response factor (Rf) of 1.00 for propane and purified
            synthetic air.
            The FID burner air oxygen concentration must be within ± 1 mole % of the oxygen
            concentration of the burner air used in the latest oxygen interference check. If the
            difference is greater, the oxygen interference must be checked and the analyser adjusted,
            if necessary.
   1.8.4.   Efficiency of the non-methane cutter (NMC, for NG fuelled gas engines only)
            The NMC is used for the removal of the non-methane hydrocarbons from the sample
            gas by oxidising all hydrocarbons except methane. Ideally, the conversion for methane
            is 0 %, and for the other hydrocarbons represented by ethane is 100 %. For the accurate
            measurement of NMHC, the two efficiencies must be determined and used for the
            calculation of the NMHC emission mass flow rate (see annex 4, appendix 2,
            paragraph 4.3.).
   1.8.4.1. Methane efficiency
            Methane calibration gas must be flown through the FID with and without bypassing the
            NMC and the two concentrations recorded. The efficiency must be determined as
            follows:
                                                             conc w
                                             CE M ? 1 /
                                                            conc w /o
            where:
            concw = HC concentration with CH4 flowing through the NMC
            concw/o = HC concentration with CH4 bypassing the NMC
   1.8.4.2. Ethane efficiency
            Ethane calibration gas must be flown through the FID with and without bypassing the
            NMC and the two concentrations recorded. The efficiency must be determined as
            follows:
 ---pagebreak--- 27.12.2006    EN                     Official Journal of the European Union                       L 375/141
                                                             conc w
                                             CEE ? 1 /
                                                            conc w /o
             where:
             concw = HC concentration with C2H6 flowing through the NMC
             concw/o = HC concentration with C2H6 bypassing the NMC
    1.9.     Interference effects with CO, CO2, and NOx analysers
             Gases present in the exhaust other than the one being analysed can interfere with the
             reading in several ways. Positive interference occurs in NDIR instruments where the
             interfering gas gives the same effect as the gas being measured, but to a lesser degree.
             Negative interference occurs in NDIR instruments by the interfering gas broadening the
             absorption band of the measured gas, and in CLD instruments by the interfering gas
             quenching the radiation. The interference checks in paragraphs 1.9.1. and 1.9.2. must be
             performed prior to an analyser’s initial use and after major service intervals.
    1.9.1.   CO Analyser interference check
             Water and CO2 can interfere with the CO analyser performance. Therefore, a CO2 span
             gas having a concentration of 80 to 100 per cent of full scale of the maximum operating
             range used during testing must be bubbled through water at room temperature and the
             analyser response recorded. The analyser response must not be more than 1 per cent of
             full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below
             300 ppm.
    1.9.2.   NOx analyser quench checks
             The two gases of concern for CLD (and HCLD) analysers are CO2 and water vapour.
             Quench responses to these gases are proportional to their concentrations, and therefore
             require test techniques to determine the quench at the highest expected concentrations
             experienced during testing.
    1.9.2.1. CO2 quench check
             A CO2 span gas having a concentration of 80 to 100 per cent of full scale of the
             maximum operating range must be passed through the NDIR analyser and the CO2 value
             recorded as A. It must then be diluted approximately 50 per cent with NO span gas and
             passed through the NDIR and (H)CLD, with the CO2 and NO values recorded as B and
             C, respectively. The CO2 must then be shut off and only the NO span gas be passed
             through the (H)CLD and the NO value recorded as D.
             The quench, which must not be greater than 3 per cent of full scale, must be calculated
             as follows:
 ---pagebreak--- L 375/142     EN                     Official Journal of the European Union                    27.12.2006
                                                É     Æ      (C , A)    ÖÙ
                                % Quench ? Ê1 / Ç                       × Ú , 100
                                                ÊË    È(D , A) / (D , B)Ø ÚÛ
            where:
            A   is the undiluted CO2 concentration measured with NDIR in per cent
            B   is the diluted CO2 concentration measured with NDIR in per cent
            C   is the diluted NO concentration measured with (H)CLD in ppm
            D   is the undiluted NO concentration measured with (H)CLD in ppm
            Alternative methods of diluting and quantifying of CO2 and NO span gas values such as
            dynamic mixing/blending can be used.
   1.9.2.2. Water quench check
            This check applies to wet gas concentration measurements only. Calculation of water
            quench must consider dilution of the NO span gas with water vapour and scaling of
            water vapour concentration of the mixture to that expected during testing.
            A NO span gas having a concentration of 80 to 100 per cent of full scale of the normal
            operating range must be passed through the (H)CLD and the NO value recorded as D.
            The NO span gas must then be bubbled through water at room temperature and passed
            through the (H)CLD and the NO value recorded as C. The analyser’s absolute operating
            pressure and the water temperature must be determined and recorded as E and F,
            respectively. The mixture's saturation vapour pressure that corresponds to the bubbler
            water temperature F must be determined and recorded as G. The water vapour
            concentration (H, in %) of the mixture must be calculated as follows:
                                                H = 100*( G/E)
            The expected diluted NO span gas (in water vapour) concentration (De) must be
            calculated as follows:
                                            De = D* ( 1- H/100 )
            For diesel exhaust, the maximum exhaust water vapour concentration (Hm, in %)
            expected during testing must be estimated, under the assumption of a fuel atom H/C
            ratio of 1.8:1. from the undiluted CO2 span gas concentration (A, as measured in
            paragraph 1.9.2.1) as follows:
                                                   Hm = 0.9*A
            The water quench, which must not be greater than 3 per cent, must be calculated as
            follows:
 ---pagebreak--- 27.12.2006  EN                       Official Journal of the European Union                        L 375/143
                               % Quench = 100 * ( ( De - C )/De) * (Hm/H)
           where:
           De is the expected diluted NO concentration in ppm
           C is the diluted NO concentration in ppm
           Hm          is the maximum water vapour concentration in %
           H is the actual water vapour concentration in %
           Note:        It is important that the NO span gas contains minimal NO2 concentration for
                     this check, since             absorption of NO2 in water has not been accounted for
                     in the quench calculations.
    1.10.  Calibration intervals
           The analysers must be calibrated according to paragraph 1.5. at least every 3 months or
           whenever a system repair or change is made that could influence calibration.
    2.     CALIBRATION OF THE CVS-SYSTEM
    2.1.   General
           The CVS system must be calibrated by using an accurate flowmeter traceable to national
           or international standards and a restricting device. The flow through the system must be
           measured at different restriction settings, and the control parameters of the system must
           be measured and related to the flow.
           Various types of flowmeters may be used, e. g. calibrated venturi, calibrated laminar
           flowmeter, calibrated turbinemeter.
    2.2.   Calibration of the positive displacement pump (PDP)
           All parameters related to the pump must be simultaneously measured with the
           parameters related to the flowmeter which is connected in series with the pump. The
           calculated flow rate (in m3/min at pump inlet, absolute pressure and temperature) must
           be plotted versus a correlation function which is the value of a specific combination of
           pump parameters. The linear equation which relates the pump flow and the correlation
           function must then be determined. If a CVS has a multiple speed drive, the calibration
           must be performed for each range used. Temperature stability must be maintained
           during calibration.
    2.2.1. Data analysis
           The air flow rate (Qs) at each restriction setting (minimum 6 settings) must be calculated
           in standard m3/min from the flowmeter data using the manufacturer's prescribed method.
            The air flow rate must then be converted to pump flow (V0) in m3/rev at absolute pump
 ---pagebreak--- L 375/144   EN                      Official Journal of the European Union                    27.12.2006
          inlet temperature and pressure as follows:
                                                  Qs      T     1013.
                                          V0 ?        ,       ,
                                                  n 273           PA
          where:
          Qs =   air flow rate at standard conditions (101.3 kPa, 273 K), m3/s
          T =    temperature at pump inlet, K
          pA =   absolute pressure at pump inlet (pB - p1), kPa
          n =    pump speed, rev/s
          To account for the interaction of pressure variations at the pump and the pump slip rate,
          the correlation function (X0) between pump speed, pressure differential from pump inlet
          to pump outlet and absolute pump outlet pressure must be calculated as follows:
                                                      1      Fp p
                                               X0 ?      ,
                                                      n       pA
          where:
          ȚpP = pressure differential from pump inlet to pump outlet, kPa
          pA = absolute outlet pressure at pump outlet, kPa
          A linear least-square fit must be performed to generate the calibration equation as
          follows:
                                             V0 = D0 - m * (X0)
          D0 and m are the intercept and slope constants, respectively, describing the regression
          lines.
          For a CVS system with multiple speeds, the calibration curves generated for the
          different pump flow ranges must be approximately parallel, and the intercept values (D0)
          must increase as the pump flow range decreases.
          The calculated values from the equation must be within ± 0.5 per cent of the measured
          value of V0. Values of m will vary from one pump to another. Particulate influx over
          time will cause the pump slip to decrease, as reflected by lower values for m. Therefore,
          calibration must be performed at pump start-up, after major maintenance, and if the total
          system verification (paragraph 2.4) indicates a change of the slip rate.
   2.3.   Calibration of the critical flow venturi (CFV)
          Calibration of the CFV is based upon the flow equation for a critical venturi. Gas flow
          is a function of inlet pressure and temperature, as shown below:
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                       L 375/145
                                                        K v , pA
                                               Qs ?
                                                             T
           where:
           Kv = calibration coefficient
           pA = absolute pressure at venturi inlet, kPa
           T = temperature at venturi inlet, K
    2.3.1. Data Analysis
           The air flow rate (Qs) at each restriction setting (minimum 8 settings) must be calculated
           in standard m3/min from the flowmeter data using the manufacturer's prescribed method.
            The calibration coefficient must be calculated from the calibration data for each setting
           as follows:
                                                        Qs , T
                                               Kv ?
                                                           pA
           where:
              Qs =    air flow rate at standard conditions (101.3 kPa, 273 K), m3/s
              T =     temperature at the venturi inlet, K
              pA =    absolute pressure at venturi inlet, kPa
           To determine the range of critical flow, Kv must be plotted as a function of venturi inlet
           pressure. For critical (choked) flow, Kv will have a relatively constant value. As
           pressure decreases (vacuum increases), the venturi becomes unchoked and Kv decreases,
           which indicates that the CFV is operated outside the permissible range.
           For a minimum of eight points in the region of critical flow, the average Kv and the
           standard deviation must be calculated. The standard deviation must not exceed ±
           0.3 per cent of the average KV.
    2.4.   Total system verification
           The total accuracy of the CVS sampling system and analytical system must be
           determined by introducing a known mass of a pollutant gas into the system while it is
           being operated in the normal manner. The pollutant is analysed, and the mass calculated
           according to annex 4, appendix 2, paragraph 4.3., except in the case of propane where a
           factor of 0.000472 is used in place of 0.000479 for HC. Either of the following two
           techniques must be used.
    2.4.1. Metering with a critical flow orifice
           A known quantity of pure gas (carbon monoxide or propane) must be fed into the CVS
 ---pagebreak--- L 375/146   EN                     Official Journal of the European Union                       27.12.2006
          system through a calibrated critical orifice. If the inlet pressure is high enough, the flow
          rate, which is adjusted by means of the critical flow orifice, is independent of the orifice
          outlet pressure (Š critical flow). The CVS system must be operated as in a normal
          exhaust emission test for about 5 to 10 minutes. A gas sample must be analysed with
          the usual equipment (sampling bag or integrating method), and the mass of the gas
          calculated. The mass so determined must be within ± 3 per cent of the known mass of
          the gas injected.
   2.4.2. Metering by means of a gravimetric technique
          The weight of a small cylinder filled with carbon monoxide or propane must be
          determined with a precision of ± 0.01 gram. For about 5 to 10 minutes, the CVS system
          must be operated as in a normal exhaust emission test, while carbon monoxide or
          propane is injected into the system. The quantity of pure gas discharged must be
          determined by means of differential weighing. A gas sample must be analysed with the
          usual equipment (sampling bag or integrating method), and the mass of the gas
          calculated. The mass so determined must be within ± 3 per cent of the known mass of
          the gas injected.
   3.     CALIBRATION OF THE PARTICULATE MEASURING SYSTEM
   3.1.   Introduction
          Each component must be calibrated as often as necessary to fulfil the accuracy
          requirements of this Regulation. The calibration method to be used is described in this
          paragraph for the components indicated in annex 4, appendix 4, paragraph 4. and annex
          4, appendix 6, paragraph 2.
   3.2.   Flow measurement
          The calibration of gas flow meters or flow measurement instrumentation must be
          traceable to international and/or national standards. The maximum error of the
          measured value must be within ± 2 per cent of reading.
          If the gas flow is determined by differential flow measurement, the maximum error of
          the difference must be such that the accuracy of GEDF is within ± 4 per cent (see also
          annex 4, appendix 6, paragraph 2.2.1., EGA). It can be calculated by taking the root
          mean square of the errors of each instrument.
   3.3.   Checking the partial flow conditions
          The range of the exhaust gas velocity and the pressure oscillations must be checked and
          adjusted according to the requirements of annex 4, appendix 6, paragraph 2.2.1., EP, if
          applicable.
   3.4.   Calibration intervals
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                      L 375/147
           The flow measurement instrumentation must be calibrated at least every 3 months or
           whenever a system repair or change is made that could influence calibration.
    4.     CALIBRATION OF THE SMOKE MEASUREMENT EQUIPMENT
    4.1.   Introduction
           The opacimeter must be calibrated as often as necessary to fulfil the accuracy
           requirements of this Regulation. The calibration method to be used is described in this
           paragraph for the components indicated in annex 4, appendix 4, paragraph 5. and annex
           4, appendix 6, paragraph 3.
    4.2.   Calibration procedure
    4.2.1. Warming-up time
           The opacimeter must be warmed up and stabilised according to the manufacturer's
           recommendations. If the opacimeter is equipped with a purge air system to prevent
           sooting of the instrument optics, this system should also be activated and adjusted
           according to the manufacturer's recommendations.
    4.2.2. Establishment of the linearity response
           The linearity of the opacimeter must be checked in the opacity readout mode as per the
           manufacturer's recommendations. Three neutral density filters of known transmittance,
           which must meet the requirements of annex 4, appendix 4, paragraph 5.2.5., must be
           introduced to the opacimeter and the value recorded. The neutral density filters must
           have nominal opacities of approximately 10 %, 20 % and 40 %.
           The linearity must not differ by more than ± 2 per cent opacity from the nominal value
           of the neutral density filter. Any non-linearity exceeding the above value must be
           corrected prior to the test.
    4.3.   Calibration intervals
           The opacimeter must be calibrated according to paragraph 4.2.2. at least every 3 months
           or whenever a system repair or change is made that could influence calibration.
                                                __________
 ---pagebreak--- L 375/148          EN                            Official Journal of the European Union                                 27.12.2006
                                                      Annex 4 – Appendix 6
                                      ANALYTICAL AND SAMPLING SYSTEMS
   1.            DETERMINATION OF THE GASEOUS EMISSIONS
   1.1.          Introduction
                 Paragraph 1.2. and figures 7 and 8 contain detailed descriptions of the recommended
                 sampling and analysing systems. Since various configurations can produce equivalent
                 results, exact conformance with figures 7 and 8 is not required. Additional components
                 such as instruments, valves, solenoids, pumps, and switches may be used to provide
                 additional information and coordinate the functions of the component systems. Other
                 components which are not needed to maintain the accuracy on some systems, may be
                 excluded if their exclusion is based upon good engineering judgement.
                             HSL1
          EP
                    zero gas                                         T2              G1
                                     T1                    HSL1
                                                                           zero gas
          SP1                                                                                              vent
                                                                                             HC
                                                                                V2
                       V1
                                 F1        F2      P
                    zero gas                                              span gas
                                     T1
                                                                                    R3
          SP1
                                                                                          R1     R2          vent
                       V1                                                                    air    fuel
                                 F1       F2        P                                                    FL1
                      optional 2 sampling probes
                                                                HSL2
                      SL
                                                    vent
                                 G3                                                                                vent
         T5           zero gas
                                                                  T3        G2         V8
                                                  FL5
                                                                    zero gas                                   FL4
                                     CO             vent
    B            V10         V4
                         span gas                                                       C                      NO
                          zero gas                                             V6            V7      V9
                                                                         V3
                                                  FL6               span gas
                                     CO                                                                            vent
                                                                                                           T5
     V12  V11                            2                                             T4
                               V5                                     R4
                         span gas                                                          B
                R5                                   vent
                                                                                                               FL2
                                                       FL3                                   V12  V11
   Figure 7 -      Flow diagram of raw exhaust gas analysis system for CO, CO2, NOx, HC ESC only
   1.2.      Description of the analytical system
 ---pagebreak--- 27.12.2006               EN                            Official Journal of the European Union                                   L 375/149
                      An analytical system for the determination of the gaseous emissions in the raw (Figure
                      7, ESC only) or diluted (Figure 8. ETC and ESC) exhaust gas is described based on the
                      use of:
                            HFID analyser for the measurement of hydrocarbons;
                            NDIR analysers for the measurement of carbon monoxide and carbon dioxide;
                            HCLD or equivalent analyser for the measurement of the oxides of nitrogen;
                      The sample for all components may be taken with one sampling probe or with two
                      sampling probes located in close proximity and internally split to the different analysers.
                        Care must be taken that no condensation of exhaust components (including water and
                      sulphuric acid) occurs at any point of the analytical system.
                        to PSS see figure 21
                                                      HSL1
                                                                               T2            G1
               PSP                            T1                    HSL1            zero gas
                                 BK                                                                                vent
               SP2
                                                                                                     HC
                                 V1                                                      V2
               same plane               F1         F2       P
               see fig. 21 zero gas           T1                                   span gas
                                                                     HSL2                   R3
             SP3                                                                                  R1     R2          vent
       DT see fig. 20            V1                                                                  air    fuel
                                V14     F1        F2         P                                                   FL1
           BG                                BK                  SL
                                        G3                   vent                                                          vent
           T5               zero gas
                                                                           T3        G2        V9
                                                           FL5
                                                                             zero gas                                  FL4
                                              CO             vent
    B                   V11          V4
                                span gas                                                        C                      NO
                                 zero gas                                               V7           V8      V10
                                                                                  V3
                                                           FL6               span gas
                                              CO                                                                           vent
     V13 V12                          V5         2                             R4              T4
                                span gas
                                                              vent
                      R5
                                                                                                                       FL2
                                                                 FL3
    Figure 8          - Flow diagram of diluted exhaust gas analysis system for CO, CO2, NOx, HC (ETC,
                            optional for ESC test)
    1.2.1.            Components of figures 7 and 8
                      EP          Exhaust pipe
 ---pagebreak--- L 375/150   EN                     Official Journal of the European Union                        27.12.2006
          SP1      Exhaust gas sampling probe (Figure 7 only)
          A stainless steel straight closed end multi-hole probe is recommended. The inside
          diameter must not be greater than the inside diameter of the sampling line. The wall
          thickness of the probe must not be greater than 1 mm. There must be a minimum of 3
          holes in 3 different radial planes sized to sample approximately the same flow. The
          probe must extend across at least 80 per cent of the diameter of the exhaust pipe. One
          or two sampling probes may be used.
          SP2         Diluted exhaust gas HC sampling probe (Figure 8 only)
          The probe must:
              be defined as the first 254 mm to 762 mm of the heated sampling line HSL1;
              have a 5 mm minimum inside diameter;
              be installed in the dilution tunnel DT (see paragraph 2.3., Figure 20) at a point where
              the dilution air and exhaust gas are well mixed (i.e. approximately 10 tunnel
              diameters downstream of the point where the exhaust enters the dilution tunnel);
              be sufficiently distant (radially) from other probes and the tunnel wall so as to be free
              from the influence of any wakes or eddies;
              be heated so as to increase the gas stream temperature to 463 K ± 10 K (190°C ±
              10°C) at the exit of the probe.
          SP3         Diluted exhaust gas CO, CO2, NOx sampling probe (Figure 8 only)
          The probe must:
              be in the same plane as SP 2;
              be sufficiently distant (radially) from other probes and the tunnel wall so as to be free
              from the influence of any wakes or eddies;
              be heated and insulated over its entire length to a minimum temperature of 328 K
          (55°C) to prevent water condensation.
          HSL1        Heated sampling line
          The sampling line provides a gas sample from a single probe to the split point(s) and the
          HC analyser.
          The sampling line must:
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                        L 375/151
              have a 5 mm minimum and a 13.5 mm maximum inside diameter;
              be made of stainless steel or PTFE.
                 maintain a wall temperature of 463 K ± 10 K (190°C ± 10°C) as measured at
              every separately controlled heated section, if the temperature of the exhaust gas at the
              sampling probe is equal to or below 463 K (190°C);
              maintain a wall temperature greater than 453 K (180°C), if the temperature of the
              exhaust gas at the sampling probe is above 463 K (190°C);
              maintain a gas temperature of 463 K ± 10 K (190°C ± 10°C) immediately before the
              heated filter F2 and the HFID;
           HSL2       Heated NOx sampling line
           The sampling line must:
              maintain a wall temperature of 328 K to 473 K (55°C to 200°C), up to the converter
              C when using a cooling bath B, and up to the analyser when a cooling bath B is not
              used.
              be made of stainless steel or PTFE.
           SL         Sampling line for CO and CO2
           The line must be made of PTFE or stainless steel. It may be heated or unheated.
           BK         Background bag (optional; Figure 8 only)
           For the sampling of the background concentrations
           BG         Sample bag (optional; Figure 8 CO and CO2 only)
           For the sampling of the sample concentrations.
           F1         Heated pre-filter (optional)
           The temperature must be the same as HSL1.
           F2         Heated filter
           The filter must extract any solid particles from the gas sample prior to the analyser. The
           temperature must be the same as HSL1. The filter must be changed as needed.
 ---pagebreak--- L 375/152   EN                     Official Journal of the European Union                     27.12.2006
          P          Heated sampling pump
          The pump must be heated to the temperature of HSL1.
          HC                  Heated flame ionisation detector (HFID) for the determination of the
                     hydrocarbons.
          The temperature must be kept at 453 K to 473 K (180°C to 200°C).
          CO, CO2 NDIR analysers for the determination of carbon monoxide and carbon
                     dioxide (optional for the determination of the dilution ratio for PT
                     measurement).
          NO         CLD or HCLD analyser for the determination of the oxides of nitrogen.
          If a HCLD is used it must be kept at a temperature of 328 K to 473 K (55°C to 200°C).
          C          Converter
          A converter must be used for the catalytic reduction of NO2 to NO prior to analysis in
          the CLD or HCLD.
          B          Cooling bath (optional)
          To cool and condense water from the exhaust sample. The bath must be maintained at a
          temperature of 273 K to 277 K (0°C to 4°C) by ice or refrigeration. It is optional if the
          analyser is free from water vapour interference as determined in annex 4, appendix 5,
          paragraphs 1.9.1. and 1.9.2. If water is removed by condensation, the sample gas
          temperature or dew point must be monitored either within the water trap or downstream.
           The sample gas temperature or dew point must not exceed 280 K (7°C). Chemical
          dryers are not allowed for removing water from the sample.
          T1, T2, T3          Temperature sensor
          To monitor the temperature of the gas stream.
          T4         Temperature sensor
          To monitor the temperature of the NO2 - NO converter.
          T5         Temperature sensor
          To monitor the temperature of the cooling bath.
          G1, G2, G3          Pressure gauge
 ---pagebreak--- 27.12.2006  EN                    Official Journal of the European Union                        L 375/153
           To measure the pressure in the sampling lines.
           R1, R2     Pressure regulator
           To control the pressure of the air and the fuel, respectively, for the HFID.
           R3, R4, R5         Pressure regulator
           To control the pressure in the sampling lines and the flow to the analysers.
           FL1, FL2, FL3 Flowmeter
           To monitor the sample by-pass flow rate.
           FL4 to FL6         Flowmeter (optional)
           To monitor the flow rate through the analysers.
           V1 to V5 Selector valve
           Suitable valving for selecting sample, span gas or zero gas flow to the analysers.
           V6, V7      Solenoid valve
           To by-pass the NO2 - NO converter.
           V8          Needle valve
           To balance the flow through the NO2 - NO converter C and the by-pass.
           V9, V10     Needle valve
           To regulate the flows to the analysers.
           V11, V12 Toggle valve (optional)
           To drain the condensate from the bath B.
    1.3.   NMHC analysis (NG fuelled gas engines only)
    1.3.1. Gas chromatographic method (GC, Figure 9)
           When using the GC method, a small measured volume of a sample is injected onto an
           analytical column through which it is swept by an inert carrier gas. The column
           separates various components according to their boiling points so that they elute from
           the column at different times. They then pass through a detector which gives an
 ---pagebreak--- L 375/154   EN                      Official Journal of the European Union                       27.12.2006
          electrical signal that depends on their concentration. Since it is not a continuous
          analysis technique, it can only be used in conjunction with the bag sampling method as
          described in annex 4, appendix 4, paragraph 3.4.2.
          For NMHC an automated GC with a FID must be used. The exhaust gas must be
          sampled into a sampling bag from which a part must be taken and injected into the GC.
          The sample is separated into two parts (CH4/Air/CO and NMHC/CO2/H2O) on the
          Porapak column. The molecular sieve column separates CH4 from the air and CO
          before passing it to the FID where its concentration is measured. A complete cycle from
          injection of one sample to injection of a second can be made in 30 s. To determine
          NMHC, the CH4 concentration must be subtracted from the total HC concentration (see
          annex 4, appendix 2, paragraph 4.3.1.).
          Figure 9 shows a typical GC assembled to routinely determine CH4. Other GC methods
          can also be used based on good engineering judgement.
                           y     to x
          10
           1                                  F4      D                         F1
                                                                            R1
           2                                            V2                          fuel inlet
                           PC
           3                                                       HC
                                            V4
           4
           5
                                                  MSC
                                                                           FC
           6                                                                         air inlet
           7
                                                          SLP                   F3
           8                                                                R2
                                                                                            vent
           9
                                    x       to y       Oven
          10                                                                 V6          FM1
                                                            P
                                                                    V3
                                                  F5                        F2
                                         V7                                      R3
                 V1
                                                                  V8
            sample
                        vent                 span gas
          Figure 9     - Flow diagram for methane analysis (GC method)
          Components of Figure 9
          PC          Porapak column
          Porapak N, 180/300 µm (50/80 mesh), 610 mm length x 2.16 mm ID must be used and
          conditioned at least 12 h at 423 K (150°C) with carrier gas prior to initial use.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                         L 375/155
           MSC        Molecular sieve column
           Type 13X, 250/350 µm (45/60 mesh), 1220 mm length x 2.16 mm ID must be used and
           conditioned at least 12 h at 423 K (150°C) with carrier gas prior to initial use.
           OV         Oven
           To maintain columns and valves at stable temperature for analyser operation, and to
           condition the columns at 423 K (150°C).
           SLP        Sample loop
           A sufficient length of stainless steel tubing to obtain approximately 1 cm³ volume.
           P          Pump
           To bring the sample to the gas chromatograph.
           D          Dryer
           A dryer containing molecular sieve must be used to remove water and other
           contaminants which might be present in the carrier gas.
           HC         Flame ionisation detector (FID) to measure the concentration of methane.
           V1         Sample injection valve
           To inject the sample taken from the sampling bag via SL of Figure 8. It must be low
           dead volume, gas tight, and heatable to 423 K (150°C).
           V3         Selector valve
           To select span gas, sample, or no flow.
           V2, V4, V5, V6, V7, V8 Needle valve
           To set the flows in the system.
           R1, R2, R3         Pressure regulator
           To control the flows of the fuel (= carrier gas), the sample, and the air, respectively.
           FC         Flow capillary
           To control the rate of air flow to the FID
 ---pagebreak--- L 375/156   EN                      Official Journal of the European Union                      27.12.2006
          G1, G2, G3          Pressure gauge
          To control the flows of the fuel (= carrier gas), the sample, and the air, respectively.
          F1, F2, F3, F4, F5           Filter
          Sintered metal filters to prevent grit from entering the pump or the instrument.
          FL1            Flowmeter
          To measure the sample bypass flow rate.
   1.3.2. Non-methane cutter method (NMC, Figure 10)
          The cutter oxidises all hydrocarbons except CH4 to CO2 and H2O, so that by passing the
          sample through the NMC only CH4 is detected by the FID. If bag sampling is used, a
          flow diverter system must be installed at SL (see paragraph 1.2., Figure 8) with which
          the flow can be alternatively passed through or around the cutter according to the upper
          part of Figure 10. For NMHC measurement, both values (HC and CH4) must be
          observed on the FID and recorded. If the integration method is used, an NMC in line
          with a second FID must be installed parallel to the regular FID into HSL1 (see
          paragraph 1.2., Figure 8) according to the lower part of Figure 10. For NMHC
          measurement, the values of the two FID's (HC and CH4) must be observed and recorded.
          The cutter must be characterised at or above 600 K (327°C) prior to test work with
          respect to its catalytic effect on CH4 and C2H6 at H2O values representative of exhaust
          stream conditions. The dew point and O2 level of the sampled exhaust stream must be
          known. The relative response of the FID to CH4 must be recorded
          (see annex 4, appendix 5, paragraph 1.8.2.).
 ---pagebreak--- 27.12.2006  EN                        Official Journal of the European Union             L 375/157
                zero
                span                         V4
                                                                                   vent
                                                  NMC
                                   V2                            V3
                              V1                                               HC
                sample
               SL (see figure 8)
                                    Bag Sampling Method
                zero
                                                                          HC
                                                                             vent
                span
                                                                               vent
                                                  NMC
                                   V2
                               V1                                          HC
                sample
               HSL1 (see figure 8)
                                      Integrating Method
           Figure 10 - Flow diagram for methane analysis with the non-methane cutter (NMC)
           Components of Figure 10
           NMC           Non-methane cutter
           To oxidise all hydrocarbons except methane.
           HC           Heated flame ionisation detector (HFID)
           To measure the HC and CH4 concentrations. The temperature must be kept at 453 K to
           473 K (180°C to 200°C).
           V1           Selector valve
           To select sample, zero and span gas. V1 is identical with V2 of Figure 8.
           V2, V3        Solenoid valve
           To by-pass the NMC
           V4           Needle valve
           To balance the flow through the NMC and the by-pass.
 ---pagebreak--- L 375/158   EN                     Official Journal of the European Union                         27.12.2006
          R1         Pressure regulator
          To control the pressure in the sampling line and the flow to the HFID. R1 is identical
          with R3 of Figure 8.
          FL1         Flowmeter
          To measure the sample by-pass flow rate. FL1 is identical with FL1 of Figure 8.
   2.     EXHAUST GAS DILUTION AND DETERMINATION OF THE PARTICULATES
   2.1.   Introduction
          Paragraphs 2.2., 2.3. and 2.4. and figures 11 to 22 contain detailed descriptions of the
          recommended dilution and sampling systems. Since various configurations can produce
          equivalent results, exact conformance with these figures is not required. Additional
          components such as instruments, valves, solenoids, pumps, and switches may be used to
          provide additional information and coordinate the functions of the component systems.
          Other components which are not needed to maintain the accuracy on some systems, may
          be excluded if their exclusion is based upon good engineering judgement.
   2.2.   Partial flow dilution system
          A dilution system is described in figures 11 to 19 based upon the dilution of a part of the
          exhaust stream. Splitting of the exhaust stream and the following dilution process may
          be done by different dilution system types. For subsequent collection of the particulates,
          the entire dilute exhaust gas or only a portion of the dilute exhaust gas is passed to the
          particulate sampling system (paragraph 2.4., Figure 21). The first method is referred to
          as total sampling type, the second method as fractional sampling type.
          The calculation of the dilution ratio depends upon the type of system used. The
          following types are recommended:
          Isokinetic systems (Figures 11, 12)
          With these systems, the flow into the transfer tube is matched to the bulk exhaust flow
          in terms of gas velocity and/or pressure, thus requiring an undisturbed and uniform
          exhaust flow at the sampling probe. This is usually achieved by using a resonator and a
          straight approach tube upstream of the sampling point. The split ratio is then calculated
          from easily measurable values like tube diameters. It should be noted that isokinesis is
          only used for matching the flow conditions and not for matching the size distribution.
          The latter is typically not necessary, as the particles are sufficiently small as to follow
          the fluid streamlines.
          Flow controlled systems with concentration measurement (Figures 13 to 17)
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                           L 375/159
           With these systems, a sample is taken from the bulk exhaust stream by adjusting the
           dilution air flow and the total dilute exhaust flow. The dilution ratio is determined from
           the concentrations of tracer gases, such as CO2 or NOx,naturally occurring in the engine
           exhaust. The concentrations in the dilute exhaust gas and in the dilution air are
           measured, whereas the concentration in the raw exhaust gas can be either measured
           directly or determined from fuel flow and the carbon balance equation, if the fuel
           composition is known. The systems may be controlled by the calculated dilution ratio
           (Figures 13, 14) or by the flow into the transfer tube (Figures 12, 13, 14).
           Flow controlled systems with flow measurement (Figures 18, 19)
           With these systems, a sample is taken from the bulk exhaust stream by setting the
           dilution air flow and the total dilute exhaust flow. The dilution ratio is determined from
           the difference of the two flow rates. Accurate calibration of the flow meters relative to
           one another is required, since the relative magnitude of the two flow rates can lead to
           significant errors at higher dilution ratios (of 15 and above). Flow control is very
           straightforward by keeping the dilute exhaust flow rate constant and varying the dilution
           air flow rate, if needed.
           When using partial flow dilution systems, attention must be paid to avoiding the
           potential problems of loss of particulates in the transfer tube, ensuring that a
           representative sample is taken from the engine exhaust, and determination of the split
           ratio. The systems described pay attention to these critical areas.
                  DAF        PB      FM1                        l > 10*d                     SB
                                                                               PSP
                                                                        d
             air                                                                                vent
                                                                    DT       PTT
                                                    TT                        to particulate
                                                               see figure 21    sampling
                                                                                 system
                           ISP
                                                  DPT
                                                delta p
                             EP
                                                                      FC1
                                exhaust
           Figure 11      - Partial flow dilution system with isokinetic probe and fractional
                              sampling (SB control)
           Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
 ---pagebreak--- L 375/160   EN                    Official Journal of the European Union                       27.12.2006
          through the transfer tube TT by the isokinetic sampling probe ISP. The differential
          pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with
          the pressure transducer DPT. This signal is transmitted to the flow controller FC1 that
          controls the suction blower SB to maintain a differential pressure of zero at the tip of the
          probe. Under these conditions, exhaust gas velocities in EP and ISP are identical, and
          the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow. The
          split ratio is determined from the cross sectional areas of EP and ISP. The dilution air
          flow rate is measured with the flow measurement device FM1. The dilution ratio is
          calculated from the dilution air flow rate and the split ratio.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                             L 375/161
                  DAF          FM1                              l > 10*d                      SB
                                                                                                 vent
                                                                              PSP
                                                                       d
             air
                                TT                                 DT        PTT
                                                               see figure 21   to particulate
                                                                                 sampling
                                                                                  system
                 ISP                             PB
                   EP
                                       DPT
                       exhaust                            FC1
                                     delta p
           Figure 12      - Partial flow dilution system with isokinetic probe and fractional
                            sampling (PB control)
           Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
           through the transfer tube TT by the isokinetic sampling probe ISP. The differential
           pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with
           the pressure transducer DPT. This signal is transmitted to the flow controller FC1 that
           controls the pressure blower PB to maintain a differential pressure of zero at the tip of
           the probe. This is done by taking a small fraction of the dilution air whose flow rate has
           already been measured with the flow measurement device FM1, and feeding it to TT by
           means of a pneumatic orifice. Under these conditions, exhaust gas velocities in EP and
           ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the
           exhaust gas flow. The split ratio is determined from the cross sectional areas of EP and
           ISP. The dilution air is sucked through DT by the suction blower SB, and the flow rate
           is measured with FM1 at the inlet to DT. The dilution ratio is calculated from the
           dilution air flow rate and the split ratio.
 ---pagebreak--- L 375/162   EN                       Official Journal of the European Union                       27.12.2006
                      FC2          EGA                                   EGA
                         optional
                DAF        to PB or SB                    l > 10*d                        SB
                                                                   d
                                                                          PSP
                                                                                             vent
            air
                         PB                                   DT           PTT
                                                TT         see figure 21     to particulate
                                                                               sampling
                EGA                                                             system
                                        SP
                         EP
                             exhaust
          Figure 13     - Partial flow dilution system with CO2 or NOx concentration
                            measurement and fractional sampling
          Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
          through the sampling probe SP and the transfer tube TT. The concentrations of a tracer
          gas (CO2 or NOx) are measured in the raw and diluted exhaust gas as well as in the
          dilution air with the exhaust gas analyser(s) EGA. These signals are transmitted to the
          flow controller FC2 that controls either the pressure blower PB or the suction blower SB
          to maintain the desired exhaust split and dilution ratio in DT. The dilution ratio is
          calculated from the tracer gas concentrations in the raw exhaust gas, the diluted exhaust
          gas, and the dilution air.
 ---pagebreak--- 27.12.2006  EN                       Official Journal of the European Union                       L 375/163
                       FC2           EGA                                     EGA
                       optional to P
                 DAF
                                                                                 PTT
                                                                     d
            air
                          PB                                    DT
                                                                             PSS
                                                 TT
                                                                                          FH
                G FUEL
                                                          optional from FC2              P
                                         SP
                           EP
                                                                            details see figure 21
                               exhaust
           Figure 14     - Partial flow dilution system with CO2 concentration measurement,
                             carbon balance and total sampling
           Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
           through the sampling probe SP and the transfer tube TT. The CO2 concentrations are
           measured in the diluted exhaust gas and in the dilution air with the exhaust gas
           analyser(s) EGA. The CO2 and fuel flow GFUEL signals are transmitted either to the flow
           controller FC2, or to the flow controller FC3 of the particulate sampling system (see
           Figure 21). FC2 controls the pressure blower PB, FC3 the sampling pump P (see Figure
           21), thereby adjusting the flows into and out of the system so as to maintain the desired
           exhaust split and dilution ratio in DT. The dilution ratio is calculated from the CO2
           concentrations and GFUEL using the carbon balance assumption.
 ---pagebreak--- L 375/164   EN                    Official Journal of the European Union                         27.12.2006
                               EGA                                     EGA
                    DAF          PB                         l > 10*d
                                                       VN          d PSP
             air                                                                       vent
                                                               DT       PTT
                                                TT
                                                        see figure 21   to particulate
                                                                          sampling
                                                                           system
                                        SP
                         EP                     EGA
                             exhaust
          Figure 15     - Partial flow dilution system with single venturi, concentration
                           measurement and fractional sampling
          Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
          through the sampling probe SP and the transfer tube TT due to the negative pressure
          created by the venturi VN in DT. The gas flow rate through TT depends on the
          momentum exchange at the venturi zone, and is therefore affected by the absolute
          temperature of the gas at the exit of TT. Consequently, the exhaust split for a given
          tunnel flow rate is not constant, and the dilution ratio at low load is slightly lower than
          at high load. The tracer gas concentrations (CO2 or NOx) are measured in the raw
          exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s)
          EGA, and the dilution ratio is calculated from the values so measured.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                         L 375/165
                                       EGA                                   EGA
                  DAF             PCV2                        l > 10*d
                                                                                          HE
                                                                       d
                                                                          PSP
             air
                            PB                                     DT      PTT
                        PCV1                                see figure 21  to particulate
                                                   TT                        sampling
                                                                              system      SB
                 EP
                                                                                             vent
                        FD1
                              FD2
                                          EGA
                    exhaust
           Figure 16      - Partial flow dilution system with twin venturi or twin orifice,
                             concentration measurement and fractional sampling
           Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
           through the sampling probe SP and the transfer tube TT by a flow divider that contains a
           set of orifices or venturis. The first one (FD1) is located in EP, the second one (FD2) in
           TT. Additionally, two pressure control valves (PCV1 and PCV2) are necessary to
           maintain a constant exhaust split by controlling the back-pressure in EP and the
           pressure in DT. PCV1 is located downstream of SP in EP, PCV2 between the pressure
           blower PB and DT. The tracer gas concentrations (CO2 or NOx) are measured in the
           raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas
           analyser(s) EGA. They are necessary for checking the exhaust split, and may be used to
           adjust PCV1 and PCV2 for precise split control. The dilution ratio is calculated from
           the tracer gas concentrations.
 ---pagebreak--- L 375/166   EN                      Official Journal of the European Union                         27.12.2006
                                     EGA                                     EGA
                        DAF                                     l > 10*d
                                                                                           HE
               air                                                     d
                                                              DT           PSP
                                                                           PTT
                                                             see figure 21
                                                                             to particulate    SB
                        fresh air injection
                                                                               sampling
                                                                                system
                 EGA                          TT
                                                                     FC1
                                                                                  DAF         vent
                                                            DPT
                     FD3
                                                                                air
                                                           DC
               EP
          Figure 17      - Partial flow dilution system with multiple tube splitting, concentration
                            measurement and fractional sampling
          Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
          through the transfer tube TT by the flow divider FD3 that consists of a number of tubes
          of the same dimensions (same diameter, length and bend radius) installed in EP. The
          exhaust gas through one of these tubes is lead to DT, and the exhaust gas through the
          rest of the tubes is passed through the damping chamber DC. Thus, the exhaust split is
          determined by the total number of tubes. A constant split control requires a differential
          pressure of zero between DC and the outlet of TT, which is measured with the
          differential pressure transducer DPT. A differential pressure of zero is achieved by
          injecting fresh air into DT at the outlet of TT. The tracer gas concentrations (CO2 or
          NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution air
          with the exhaust gas analyser(s) EGA. They are necessary for checking the exhaust split
          and may be used to control the injection air flow rate for precise split control. The
          dilution ratio is calculated from the tracer gas concentrations.
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                       L 375/167
                           FC2
                   DAF          optional to P (PSS)
                                                                      d              PTT
                                   FM1                             DT       PSS
                                                    TT                                   FH
                GEXH
                                                                               P
                   or
                                             SP
                  GAIR                                                                vent
                   or
                                           EP                              details see figure 21
                 GFUEL
                               exhaust
           Figure 18     - Partial flow dilution system with flow control and total sampling
           Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
           through the sampling probe SP and the transfer tube TT. The total flow through the
           tunnel is adjusted with the flow controller FC3 and the sampling pump P of the
           particulate sampling system (see Figure 18). The dilution air flow is controlled by the
           flow controller FC2, which may use GEXHW, GAIRW, or GFUEL as command signals, for
           the desired exhaust split. The sample flow into DT is the difference of the total flow
           and the dilution air flow. The dilution air flow rate is measured with the flow
           measurement device FM1, the total flow rate with the flow measurement device FM3 of
           the particulate sampling system (see Figure 21). The dilution ratio is calculated from
           these two flow rates.
 ---pagebreak--- L 375/168   EN                     Official Journal of the European Union                      27.12.2006
                         FC2
                        to PB or SB
                DAF                                            l > 10*d                  SB
                                                                    d PSP
                                                          DT
           air
                         PB      FM1
                                                                       PTT
                                                 TT     see figure 21   to particulate FM2
                                                                          sampling
               GEXH                                                        system
                                                                        see figure 21
                  or
                                         SP
                 GAIR
                  or
                                       EP
                GFUEL
                                                                                          vent
                             exhaust
          Figure 19    - Partial flow dilution system with flow control and fractional sampling
          Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT
          through the sampling probe SP and the transfer tube TT. The exhaust split and the flow
          into DT is controlled by the flow controller FC2 that adjusts the flows (or speeds) of the
          pressure blower PB and the suction blower SB, accordingly. This is possible since the
          sample taken with the particulate sampling system is returned into DT. GEXHW, GAIRW,
          or GFUEL may be used as command signals for FC2. The dilution air flow rate is
          measured with the flow measurement device FM1, the total flow with the flow
          measurement device FM2. The dilution ratio is calculated from these two flow rates.
 ---pagebreak--- 27.12.2006   EN                     Official Journal of the European Union                         L 375/169
    2.2.1. Components of Figures 11 to 19
           EP         Exhaust pipe
           The exhaust pipe may be insulated. To reduce the thermal inertia of the exhaust pipe a
           thickness to diameter ratio of 0.015 or less is recommended. The use of flexible
           sections must be limited to a length to diameter ratio of 12 or less. Bends must be
           minimised to reduce inertial deposition. If the system includes a test bed silencer the
           silencer may also be insulated.
           For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden
           diameter changes for at least 6 pipe diameters upstream and 3 pipe diameters
           downstream of the tip of the probe. The gas velocity at the sampling zone must be
           higher than 10 m/s except at idle mode. Pressure oscillations of the exhaust gas must
           not exceed ± 500 Pa on the average. Any steps to reduce pressure oscillations beyond
           using a chassis-type exhaust system (including silencer and after-treatment devices)
           must not alter engine performance nor cause the deposition of particulates.
           For systems without isokinetic probe, it is recommended to have a straight pipe of 6
           pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe.
           SP         Sampling probe (Figures 10, 14, 15, 16, 18, 19)
           The minimum inside diameter must be 4 mm. The minimum diameter ratio between
           exhaust pipe and probe must be 4. The probe must be an open tube facing upstream on
           the exhaust pipe centreline, or a multiple hole probe as described under SP1 in
           paragraph 1.2.1., Figure 5.
           ISP         Isokinetic sampling probe (Figures 11, 12)
           The isokinetic sampling probe must be installed facing upstream on the exhaust pipe
           centreline where the flow conditions in paragraph EP are met, and designed to provide a
           proportional sample of the raw exhaust gas. The minimum inside diameter must be 12
           mm.
           A control system is necessary for isokinetic exhaust splitting by maintaining a
           differential pressure of zero between EP and ISP. Under these conditions exhaust gas
           velocities in EP and ISP are identical and the mass flow through ISP is a constant
           fraction of the exhaust gas flow. ISP has to be connected to a differential pressure
           transducer DPT. The control to provide a differential pressure of zero between EP and
           ISP is done with the flow controller FC1.
           FD1, FD2       Flow divider (Figure 16)
           A set of venturis or orifices is installed in the exhaust pipe EP and in the transfer tube
           TT, respectively, to provide a proportional sample of the raw exhaust gas. A control
 ---pagebreak--- L 375/170   EN                     Official Journal of the European Union                      27.12.2006
          system consisting of two pressure control valves PCV1 and PCV2 is necessary for
          proportional splitting by controlling the pressures in EP and DT.
          FD3         Flow divider (Figure 17)
          A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to provide a
          proportional sample of the raw exhaust gas. One of the tubes feeds exhaust gas to the
          dilution tunnel DT, whereas the other tubes exit exhaust gas to a damping chamber DC.
           The tubes must have the same dimensions (same diameter, length, bend radius), so that
          the exhaust split depends on the total number of tubes. A control system is necessary
          for proportional splitting by maintaining a differential pressure of zero between the exit
          of the multiple tube unit into DC and the exit of TT. Under these conditions, exhaust
          gas velocities in EP and FD3 are proportional, and the flow TT is a constant fraction of
          the exhaust gas flow. The two points have to be connected to a differential pressure
          transducer DPT. The control to provide a differential pressure of zero is done with the
          flow controller FC1.
          EGA         Exhaust gas analyser (Figures 13, 14, 15, 16, 17)
          CO2 or NOx analysers may be used (with carbon balance method CO2 only). The
          analysers must be calibrated like the analysers for the measurement of the gaseous
          emissions. One or several analysers may be used to determine the concentration
          differences. The accuracy of the measuring systems has to be such that the accuracy of
          GEDFW,i is within ± 4 per cent.
          TT         Transfer tube (Figures 11 to 19)
          The transfer tube must be:
              As short as possible, but not more than 5 m in length.
              Equal to or greater than the probe diameter, but not more than 25 mm in diameter.
              Exiting on the centreline of the dilution tunnel and pointing downstream.
          If the tube is 1 meter or less in length, it must be insulated with material with a
          maximum thermal conductivity of 0.05 W/m*K with a radial insulation thickness
          corresponding to the diameter of the probe. If the tube is longer than 1 meter, it must be
          insulated and heated to a minimum wall temperature of 523 K (250°C).
          DPT         Differential pressure transducer (Figures 11, 12, 17)
          The differential pressure transducer must have a range of ± 500 Pa or less.
          FC1         Flow controller (Figures 11, 12, 17)
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                        L 375/171
           For isokinetic systems (figures 11, 12),a flow controller is necessary to maintain a
           differential pressure of zero between EP and ISP. The adjustment can be done by:
               controlling the speed or flow of the suction blower SB and keeping the speed or flow
                  of the pressure blower PB constant during each mode (Figure 11) or
               adjusting the suction blower SB to a constant mass flow of the diluted exhaust gas
                  and controlling the flow of the pressure blower PB, and therefore the exhaust
                  sample flow in a region at the end of the transfer tube TT (Figure 12).
           In the case of a pressure controlled system the remaining error in the control loop must
           not exceed ± 3 Pa. The pressure oscillations in the dilution tunnel must not exceed ±
           250 Pa on the average.
           For a multi tube system (Figure 17), a flow controller is necessary for proportional
           exhaust splitting to maintain a differential pressure of zero between the exit of the multi
           tube unit and the exit of TT. The adjustment is done by controlling the injection air
           flow rate into DT at the exit of TT.
           PCV1, PCV2          Pressure control valve (Figure 16)
           Two pressure control valves are necessary for the twin venturi/twin orifice system for
           proportional flow splitting by controlling the back-pressure of EP and the pressure in
           DT. The valves must be located downstream of SP in EP and between PB and DT.
           DC           Damping chamber (Figure 17)
           A damping chamber must be installed at the exit of the multiple tube unit to minimise
           the pressure oscillations in the exhaust pipe EP.
           VN           Venturi (Figure 15)
           A venturi is installed in the dilution tunnel DT to create a negative pressure in the region
           of the exit of the transfer tube TT. The gas flow rate through TT is determined by the
           momentum exchange at the venturi zone, and is basically proportional to the flow rate
           of the pressure blower PB leading to a constant dilution ratio. Since the momentum
           exchange is affected by the temperature at the exit of TT and the pressure difference
           between EP and DT, the actual dilution ratio is slightly lower at low load than at high
           load.
           FC2         Flow controller (Figures 13, 14, 18, 19; optional)
           A flow controller may be used to control the flow of the pressure blower PB and/or the
           suction blower SB. It may be connected to the exhaust, intake air, or fuel flow signals
           and/or to the CO2 or NOx differential signals.
           When using a pressurised air supply (Figure 18), FC2 directly controls the air flow.
 ---pagebreak--- L 375/172   EN                       Official Journal of the European Union                     27.12.2006
          FM1           Flow measurement device (Figures 11, 12, 18, 19)
          Gas meter or other flow instrumentation to measure the dilution air flow. FM1 is
          optional if the pressure blower PB is calibrated to measure the flow.
          FM2           Flow measurement device (Figure 19)
          Gas meter or other flow instrumentation to measure the diluted exhaust gas flow. FM2
          is optional if the suction blower SB is calibrated to measure the flow.
          PB           Pressure blower (Figures 11, 12, 13, 14, 15, 16, 19)
          To control the dilution air flow rate, PB may be connected to the flow controllers FC1
          or FC2. PB is not required when using a butterfly valve. PB may be used to measure
          the dilution air flow, if calibrated.
          SB             Suction blower (Figures 11, 12, 13, 16, 17, 19)
          For fractional sampling systems only. SB may be used to measure the diluted exhaust
          gas flow, if calibrated.
          DAF           Dilution air filter (Figures 11 to 19)
          It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate
          background hydrocarbons. At the engine manufacturers request the dilution air must be
          sampled according to good engineering practice to determine the background particulate
          levels, which can then be subtracted from the values measured in the diluted exhaust.
          DT             Dilution tunnel (Figures 11 to 19)
          The dilution tunnel:
          –     must be of a sufficient length to cause complete mixing of the exhaust and dilution
                air under turbulent flow conditions;
          –     must be constructed of stainless steel with:
                ¢    thickness/diameter ratio of 0.025 or less for dilution tunnels with inside
                     diameters greater than 75 mm;
                ¢    a nominal thickness of no less than 1.5 mm for dilution tunnels with inside
                     diameters of equal to or less than 75 mm;
          –     must be at least 75 mm in diameter for the fractional sampling type;
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                          L 375/173
           –    is recommended to be at least 25 mm in diameter for the total sampling type;
           –    may be heated to no greater than 325 K (52°C) wall temperature by direct heating or
                by dilution air pre-heating, provided the air temperature does not exceed 325 K
                (52°C) prior to the introduction of the exhaust in the dilution tunnel;
           –    may be insulated.
           The engine exhaust must be thoroughly mixed with the dilution air. For fractional
           sampling systems, the mixing quality must be checked after introduction into service by
           means of a CO2 -profile of the tunnel with the engine running (at least four equally
           spaced measuring points). If necessary, a mixing orifice may be used.
           Note:        If the ambient temperature in the vicinity of the dilution tunnel (DT) is below
                       293 K (20°C),precautions should be taken to avoid particle losses onto the
                       cool walls of the dilution tunnel. Therefore, heating and/or insulating the
                       tunnel within the limits given above is recommended.
           At high engine loads, the tunnel may be cooled by a non-aggressive means such as a
           circulating fan, as long as the temperature of the cooling medium is not below 293 K
           (20°C).
           HE            Heat exchanger (Figures 16,17)
           The heat exchanger must be of sufficient capacity to maintain the temperature at the
           inlet to the suction blower SB within ± 11K of the average operating temperature
           observed during the test.
    2.3.   Full flow dilution system
           A dilution system is described in Figure 20 based upon the dilution of the total exhaust
           using the CVS (Constant Volume Sampling) concept. The total volume of the mixture
           of exhaust and dilution air must be measured. Either a PDP or a CFV system may be
           used.
           For subsequent collection of the particulates, a sample of the dilute exhaust gas is
           passed to the particulate sampling system (paragraph 2.4., Figures 21 and 22). If this is
           done directly, it is referred to as single dilution. If the sample is diluted once more in
           the secondary dilution tunnel, it is referred to as double dilution. This is useful, if the
           filter face temperature requirement cannot be met with single dilution. Although partly
           a dilution system, the double dilution system is described as a modification of a
           particulate sampling system in paragraph 2.4., Figure 22, since it shares most of the
           parts with a typical particulate sampling system.
 ---pagebreak--- L 375/174   EN                       Official Journal of the European Union                     27.12.2006
                               to background filter
                  DAF                                                   HE    optional
            air                                   PSP
                                                     PTT
                   exhaust         EP                                   optional
                                          see figure 21
                              to particulate sampling system      PDP
                                  or to DDS see figure 22
                                                                                       CFV
                                                          FC3
                                              if EFC is used
                                                                            vent           vent
                                                          FC3
          Figure 20      - Full flow dilution system
          The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution
          air. The diluted exhaust gas flow rate is measured either with a Positive Displacement
          Pump PDP or with a Critical Flow Venturi CFV. A heat exchanger HE or electronic
          flow compensation EFC may be used for proportional particulate sampling and for flow
          determination. Since particulate mass determination is based on the total diluted
          exhaust gas flow, the dilution ratio is not required to be calculated.
   2.3.1. Components of Figure 20
          EP          Exhaust pipe
          The exhaust pipe length from the exit of the engine exhaust manifold, turbocharger
          outlet or after-treatment device to the dilution tunnel must not exceed 10 m. If the
          exhaust pipe downstream of the engine exhaust manifold, turbocharger outlet or after-
          treatment device exceeds 4 m in length, then all tubing in excess of 4 m must be
          insulated, except for an in-line smokemeter, if used. The radial thickness of the
          insulation must be at least 25 mm. The thermal conductivity of the insulating material
          must have a value no greater than 0.1 W/mK measured at 673 K. To reduce the thermal
          inertia of the exhaust pipe a thickness to diameter ratio of 0.015 or less is recommended.
           The use of flexible sections must be limited to a length to diameter ratio of 12 or less.
          PDP         Positive displacement pump
 ---pagebreak--- 27.12.2006   EN                      Official Journal of the European Union                      L 375/175
           The PDP meters total diluted exhaust flow from the number of the pump revolutions
           and the pump displacement. The exhaust system back-pressure must not be artificially
           lowered by the PDP or dilution air inlet system. Static exhaust back-pressure measured
           with the PDP system operating must remain within ± 1.5 kPa of the static pressure
           measured without connection to the PDP at identical engine speed and load. The gas
           mixture temperature immediately ahead of the PDP must be within ± 6 K of the average
           operating temperature observed during the test, when no flow compensation is used.
           Flow compensation may only be used if the temperature at the inlet to the PDP does not
           exceed 323 K (50°C)
           CFV          Critical flow venturi
           CFV measures total diluted exhaust flow by maintaining the flow at choked conditions
           (critical flow). Static exhaust back-pressure measured with the CFV system operating
           must remain within ± 1.5 kPa of the static pressure measured without connection to the
           CFV at identical engine speed and load. The gas mixture temperature immediately
           ahead of the CFV must be within ± 11 K of the average operating temperature observed
           during the test, when no flow compensation is used.
           HE          Heat exchanger (optional, if EFC is used)
           The heat exchanger must be of sufficient capacity to maintain the temperature within the
           limits required above.
           EFC          Electronic flow compensation (optional, if HE is used)
           If the temperature at the inlet to either the PDP or CFV is not kept within the limits
           stated above, a flow compensation system is required for continuous measurement of
           the flow rate and control of the proportional sampling in the particulate system. To that
           purpose, the continuously measured flow rate signals are used to correct the sample flow
           rate through the particulate filters of the particulate sampling system (see paragraph 2.4.,
           Figures 21, 22), accordingly.
           DT          Dilution tunnel
           The dilution tunnel:
           –    must be small enough in diameter to cause turbulent flow (Reynolds Number
                greater than 4000) and of sufficient length to cause complete mixing of the exhaust
                and dilution air; a mixing orifice may be used;
           –    must be at least 460 mm in diameter with a single dilution system;
           –    must be at least 210 mm in diameter with a double dilution system;
           –    may be insulated.
 ---pagebreak--- L 375/176   EN                      Official Journal of the European Union                       27.12.2006
          The engine exhaust must be directed downstream at the point where it is introduced into
          the dilution tunnel, and thoroughly mixed.
          When using single dilution, a sample from the dilution tunnel is transferred to the
          particulate sampling system (paragraph 2.4., Figure 21). The flow capacity of the PDP
          or CFV must be sufficient to maintain the diluted exhaust at a temperature of less than
          or equal to 325 K (52°C) immediately before the primary particulate filter.
          When using double dilution, a sample from the dilution tunnel is transferred to the
          secondary dilution tunnel where it is further diluted, and then passed through the
          sampling filters (paragraph 2.4., Figure 22). The flow capacity of the PDP or CFV must
          be sufficient to maintain the diluted exhaust stream in the DT at a temperature of less
          than or equal to 464 K (191°C) at the sampling zone. The secondary dilution system
          must provide sufficient secondary dilution air to maintain the doubly-diluted exhaust
          stream at a temperature of less than or equal to 325 K (52°C) immediately before the
          primary particulate filter.
          DAF         Dilution air filter
          It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate
          background hydrocarbons. At the engine manufacturers request the dilution air must be
          sampled according to good engineering practice to determine the background particulate
          levels, which can then be subtracted from the values measured in the diluted exhaust.
          PSP         Particulate sampling probe
          The probe is the leading paragraph of PTT and:
              must be installed facing upstream at a point where the dilution air and exhaust gas
                are well mixed, i.e. on the dilution tunnel (DT) centreline approximately 10 tunnel
                diameters downstream of the point where the exhaust enters the dilution tunnel;
              must be of 12 mm minimum inside diameter;
              may be heated to no greater than 325 K (52°C) wall temperature by direct heating or
                by dilution air pre-heating, provided the air temperature does not exceed 325 K
                (52°C) prior to the introduction of the exhaust in the dilution tunnel;
              may be insulated.
   2.4.   Particulate sampling system
          The particulate sampling system is required for collecting the particulates on the
          particulate filter. In the case of total sampling partial flow dilution, which consists of
          passing the entire diluted exhaust sample through the filters, dilution (paragraph 2.2.,
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                         L 375/177
           Figures 14, 18) and sampling system usually form an integral unit. In the case of
           fractional sampling partial flow dilution or full flow dilution, which consists of passing
           through the filters only a portion of the diluted exhaust, the dilution (paragraph 2.2.,
           Figures 11, 12, 13, 15, 16, 17, 19; paragraph 2.3., Figure 20) and sampling systems
           usually form different units.
           In this Regulation, the double dilution system (Figure 22) of a full flow dilution system
           is considered as a specific modification of a typical particulate sampling system as
           shown in Figure 21. The double dilution system includes all important parts of the
           particulate sampling system, like filter holders and sampling pump, and additionally
           some dilution features, like a dilution air supply and a secondary dilution tunnel.
           In order to avoid any impact on the control loops, it is recommended that the sample
           pump be running throughout the complete test procedure. For the single filter method, a
           bypass system must be used for passing the sample through the sampling filters at the
           desired times. Interference of the switching procedure on the control loops must be
           minimised.
                      PTT       from dilution tunnel DT
                                    see figures 11 to 20
                      BV
                                       FH
                    P
                                    FC3                       optional
                                                              from EGA
                                                          or
                                                              from PDP
                  FM3                                     or
                                                              from CFV
                                                          or
                                                             from GFUEL
           Figure 21      - Particulate sampling system
           A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial
           flow or full flow dilution system through the particulate sampling probe PSP and the
           particulate transfer tube PTT by means of the sampling pump P. The sample is passed
           through the filter holder(s) FH that contain the particulate sampling filters. The sample
           flow rate is controlled by the flow controller FC3. If electronic flow compensation EFC
 ---pagebreak--- L 375/178   EN                          Official Journal of the European Union                     27.12.2006
          (see Figure 20) is used, the diluted exhaust gas flow is used as command signal for FC3.
                FM4      DP                                  FH      P     FM3
                                      SDT
                                                     BV                        vent
                                  PTT                                  FC3
           from dilution BV optional
           tunnel DT                                   PDP
           see figure 20                               or
                                                       CFV
          Figure 22          - Double dilution system (full flow system only)
          A sample of the diluted exhaust gas is transferred from the dilution tunnel DT of a full
          flow dilution system through the particulate sampling probe PSP and the particulate
          transfer tube PTT to the secondary dilution tunnel SDT, where it is diluted once more.
          The sample is then passed through the filter holder(s) FH that contain the particulate
          sampling filters. The dilution air flow rate is usually constant whereas the sample flow
          rate is controlled by the flow controller FC3. If electronic flow compensation EFC (see
          Figure 20) is used, the total diluted exhaust gas flow is used as command signal for
          FC3.
   2.4.1. Components of Figures 21 and 22
          PTT             Particulate transfer tube (Figures 21, 22)
          The particulate transfer tube must not exceed 1020 mm in length, and must be
          minimised in length whenever possible. Where applicable (i.e. for partial flow dilution
          fractional sampling systems and for full flow dilution systems), the length of the
          sampling probes (SP, ISP, PSP, respectively, see paragraphs 2.2. and 2.3.) must be
          included.
          The dimensions are valid for:
               the partial flow dilution fractional sampling type and the full flow single dilution
                    system from the tip of the probe (SP, ISP, PSP, respectively) to the filter holder;
               the partial flow dilution total sampling type from the end of the dilution tunnel to the
                    filter holder;
               the full flow double dilution system from the tip of the probe (PSP) to the secondary
                    dilution tunnel.
          The transfer tube:
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                        L 375/179
               may be heated to no greater than 325K (52°C) wall temperature by direct heating or
                        by dilution air pre- heating, provided the air temperature does not exceed
                        325 K (52°C) prior to the introduction of the exhaust in the dilution tunnel;
               may be insulated.
           SDT         Secondary dilution tunnel (Figure 22)
           The secondary dilution tunnel should have a minimum diameter of 75 mm, and should
           be of sufficient length so as to provide a residence time of at least 0.25 seconds for the
           doubly-diluted sample. The primary filter holder FH must be located within 300 mm of
           the exit of the SDT.
           The secondary dilution tunnel:
               may be heated to no greater than 325 K (52°C) wall temperature by direct heating or
                  by dilution air pre-heating, provided the air temperature does not exceed 325 K
                  (52°C) prior to the introduction of the exhaust in the dilution tunnel;
               may be insulated.
           FH         Filter holder(s) (Figures 21, 22)
           For primary and back-up filters one filter housing or separate filter housings may be
           used. The requirements of annex 4, appendix 4, paragraph 4.1.3. must be met.
           The filter holder(s):
               may be heated to no greater than 325 K (52°C) wall temperature by direct heating or
                by dilution air pre-heating, provided the air temperature does not exceed 325 K
                (52°C) prior to the introduction of the exhaust in the dilution tunnel;
               may be insulated.
           P          Sampling pump (Figures 21, 22)
           The particulate sampling pump must be located sufficiently distant from the tunnel so
           that the inlet gas temperature is maintained constant (± 3 K), if flow correction by FC3
           is not used.
           DP         Dilution air pump (Figure 22)
           The dilution air pump must be located so that the secondary dilution air is supplied at a
           temperature of 298 K ± 5 K (25°C ± 5°C), if the dilution air is not preheated.
 ---pagebreak--- L 375/180   EN                     Official Journal of the European Union                      27.12.2006
          FC3         Flow controller (Figures 21, 22)
          A flow controller must be used to compensate the particulate sample flow rate for
          temperature and back pressure variations in the sample path, if no other means are
          available. The flow controller is required if electronic flow compensation EFC (see
          Figure 20) is used.
          FM3         Flow measurement device (Figures 21, 22)
          The gas meter or flow instrumentation for the particulate sample flow must be located
          sufficiently distant from the sampling pump P so that the inlet gas temperature remains
          constant (± 3 K), if flow correction by FC3 is not used.
          FM4         Flow measurement device (Figure 22)
          The gas meter or flow instrumentation for the dilution air flow must be located so that
          the inlet gas temperature remains at 298 K ± 5 K (25°C ± 5°C).
          BV           Ball valve (optional)
          The ball valve must have an inside diameter not less than the inside diameter of the
          particulate transfer tube PTT, and a switching time of less than 0.5 seconds.
          Note:       If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below
                    293 K (20°C), precautions should be taken to avoid particle losses onto the
                    cool wall of these parts. Therefore, heating and/or insulating these parts within
                    the limits given in the respective descriptions is recommended. It is also
                    recommended that the filter face temperature during sampling be not below
                    293 K (20°C).
          At high engine loads, the above parts may be cooled by a non-aggressive means such as
          a circulating fan, as long as the temperature of the cooling medium is not below 293 K
          (20°C).
   3.     DETERMINATION OF SMOKE OPACITY
   3.1.   Introduction
          Paragraphs 3.2. and 3.3. and Figures 23 and 24 contain detailed descriptions of the
          recommended opacimeter systems. Since various configurations can produce equivalent
          results, exact conformance with Figures 23 and 24 is not required. Additional
          components such as instruments, valves, solenoids, pumps, and switches may be used to
          provide additional information and coordinate the functions of the component systems.
          Other components, which are not needed to maintain the accuracy on some systems,
          may be excluded if their exclusion is based upon good engineering judgement.
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                       L 375/181
           The principle of measurement is that light is transmitted through a specific length of the
           smoke to be measured and that proportion of the incident light which reaches a receiver
           is used to assess the light obscuration properties of the medium. The smoke
           measurement depends upon the design of the apparatus, and may be done in the exhaust
           pipe (full flow in-line opacimeter), at the end of the exhaust pipe (full flow end-of-line
           opacimeter) or by taking a sample from the exhaust pipe (partial flow opacimeter). For
           the determination of the light absorption coefficient from the opacity signal, the optical
           path length of the instrument must be supplied by the instrument manufacturer.
    3.2.   Full Flow Opacimeter
           Two general types of full flow opacimeters may be used (Figure 23). With the in-line
           opacimeter, the opacity of the full exhaust plume within the exhaust pipe is measured.
           With this type of opacimeter, the effective optical path length is a function of the
           opacimeter design.
           With the end-of-line opacimeter, the opacity of the full exhaust plume is measured as it
           exits the exhaust pipe. With this type of opacimeter, the effective optical path length is
           a function of the exhaust pipe design and the distance between the end of the exhaust
           pipe and the opacimeter.
                                                              T1 (optional)
              LS                                                             LD
                                          OPL
                CL                                                         CL
                                                              EP
           Figure 23     - Full flow opacimeter
    3.2.1. Components of Figure 23
           EP          Exhaust Pipe
 ---pagebreak--- L 375/182   EN                     Official Journal of the European Union                      27.12.2006
          With an in-line opacimeter, there must be no change in the exhaust pipe diameter within
          3 exhaust pipe diameters before or after the measuring zone. If the diameter of the
          measuring zone is greater than the diameter of the exhaust pipe, a pipe gradually
          convergent before the measuring zone is recommended.
          With an end-of-line opacimeter, the terminal 0.6 m of the exhaust pipe must be of
          circular cross section and be free from elbows and bends. The end of the exhaust pipe
          must be cut off squarely. The opacimeter must be mounted centrally to the plume
          within 25  5 mm of the end of the exhaust pipe.
          OPL        Optical Path Length
          The length of the smoke obscured optical path between the opacimeter light source and
          the receiver, corrected as necessary for non-uniformity due to density gradients and
          fringe effect. The optical path length must be submitted by the instrument manufacturer
          taking into account any measures against sooting (e.g. purge air). If the optical path
          length is not available, it must be determined in accordance with ISO IDS 11614,
          paragraph 11.6.5. For the correct determination of the optical path length, a minimum
          exhaust gas velocity of 20 m/s is required.
          LS         Light source
          The light source must be an incandescent lamp with a colour temperature in the range of
          2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550
          and 570 nm. The light source must be protected against sooting by means that do not
          influence the optical path length beyond the manufacturers specifications.
          LD         Light detector
          The detector must be a photocell or a photodiode (with a filter, if necessary). In the case
          of an incandescent light source, the receiver must have a peak spectral response similar
          to the phototopic curve of the human eye (maximum response) in the range of 550 to
          570 nm, to less than 4 per cent of that maximum response below 430 nm and above 680
          nm. The light detector must be protected against sooting by means that do not influence
          the optical path length beyond the manufacturers specifications.
          CL         Collimating lens
          The light output must be collimated to a beam with a maximum diameter of 30 mm.
          The rays of the light beam must be parallel within a tolerance of 3° of the optical axis.
          T1         Temperature sensor (optional)
          The exhaust gas temperature may be monitored over the test.
 ---pagebreak--- 27.12.2006  EN                    Official Journal of the European Union                        L 375/183
    3.3.   Partial Flow Opacimeter
           With the partial flow opacimeter (Figure 24), a representative exhaust sample is taken
           from the exhaust pipe and passed through a transfer line to the measuring chamber.
           With this type of opacimeter, the effective optical path length is a function of the
           opacimeter design. The response times referred to in the following paragraph apply to
           the minimum flow rate of the opacimeter, as specified by the instrument manufacturer.
           Exhaust
                                SP
                       EP
                                             TT
                                          FM
                        LD                T1            LS
                                  OPL
                                                               CL
                       CL
                                                        MC
                                           P (optional)
           Figure 24     - Partial flow opacimeter
    3.3.1. Components of Figure 24
           EP         Exhaust pipe
           The exhaust pipe must be a straight pipe of at least 6 pipe diameters upstream and 3 pipe
           diameters downstream of the tip of the probe.
           SP         Sampling probe
           The sampling probe must be an open tube facing upstream on or about the exhaust pipe
           centreline. The clearance with the wall of the tailpipe must be at least 5 mm. The probe
           diameter must ensure a representative sampling and a sufficient flow through the
           opacimeter.
           TT         Transfer tube
 ---pagebreak--- L 375/184   EN                     Official Journal of the European Union                      27.12.2006
          The transfer tube must:
              Be as short as possible and ensure an exhaust gas temperature of 373  30 K (100°C
                 30°C) at the entrance to the measuring chamber.
              Have a wall temperature sufficiently above the dew point of the exhaust gas to
                prevent condensation.
              Be equal to the diameter of the sampling probe over the entire length.
              Have a response time of less than 0.05 s at minimum instrument flow, as determined
                according to annex 4, appendix 4, paragraph 5.2.4.
              Have no significant effect on the smoke peak.
          FM         Flow measurement device
          Flow instrumentation to detect the correct flow into the measuring chamber. The
          minimum and maximum flow rates must be specified by the instrument manufacturer,
          and must be such that the response time requirement of TT and the optical path length
          specifications are met. The flow measurement device may be close to the sampling
          pump, P, if used.
          MC         Measuring chamber
          The measuring chamber must have a non-reflective internal surface, or equivalent
          optical environment. The impingement of stray light on the detector due to internal
          reflections of diffusion effects must be reduced to a minimum.
          The pressure of the gas in the measuring chamber must not differ from the atmospheric
          pressure by more than 0.75 kPa. Where this is not possible by design, the opacimeter
          reading must be converted to atmospheric pressure.
          The wall temperature of the measuring chamber must be set to within  5 K between
          343 K (70°C) and 373 K (100°C), but in any case sufficiently above the dew point of the
          exhaust gas to prevent condensation. The measuring chamber must be equipped with
          appropriate devices for measuring the temperature.
          OPL        Optical path length
          The length of the smoke obscured optical path between the opacimeter light source and
          the receiver, corrected as necessary for non-uniformity due to density gradients and
          fringe effect. The optical path length must be submitted by the instrument manufacturer
          taking into account any measures against sooting (e.g. purge air). If the optical path
          length is not available, it must be determined in accordance with ISO IDS 11614,
          paragraph 11.6.5.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                        L 375/185
           LS         Light source
           The light source must be an incandescent lamp with a colour temperature in the range of
           2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550
           and 570 nm. The light source must be protected against sooting by means that do not
           influence the optical path length beyond the manufacturers specifications.
           LD         Light detector
           The detector must be a photocell or a photodiode (with a filter, if necessary). In the case
           of an incandescent light source, the receiver must have a peak spectral response similar
           to the phototopic curve of the human eye (maximum response) in the range of 550
           to 570 nm, to less than 4 per cent of that maximum response below 430 nm and above
           680 nm. The light detector must be protected against sooting by means that do not
           influence the optical path length beyond the manufacturers specifications.
           CL         Collimating lens
           The light output must be collimated to a beam with a maximum diameter of 30 mm.
           The rays of the light beam must be parallel within a tolerance of 3° of the optical axis.
           T1         Temperature sensor
           To monitor the exhaust gas temperature at the entrance to the measuring chamber.
           P          Sampling pump (optional)
           A sampling pump downstream of the measuring chamber may be used to transfer the
           sample gas through the measuring chamber.
 ---pagebreak--- L 375/186         EN                       Official Journal of the European Union                       27.12.2006
                                                          Annex 5
                 TECHNICAL CHARACTERISTICS OF REFERENCE FUEL FOR C.I. ENGINES
                 PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF
                 PRODUCTION
   1.        DIESEL FUEL (1)
            Parameter               Unit            Limits (1)                Test Method (2)    Publication
                                             Minimu Maximu
    Cetane number (3)                            52             54                ISO 5165         1998 (4)
    Density at 15 °C             kg/m3          833           837                 ISO 3675          1995
    Distillation :
    - 50 % point                 °C             245                               ISO 3405          1998
    - 95 % point                 °C             345           350                 ISO 3405          1998
    - final boiling point        °C              ---          370                 ISO 3405          1998
    Flash point                  °C              55            ---               EN 27719           1993
    CFPP                         °C              ---            -5                 EN 116           1981
    Viscosity at 40 °C           mm²/s           2.5           3.5             EN-ISO 3104          1996
    Polycyclic aromatic          % m/m           3.0           6.0                IP 391 (*)        1995
     hydrocarbons
    Sulphur content              mg/kg           ---          300         pr. EN-ISO/DIS 14596     1998 (4)
                      (5)
    Copper corrosion                             ---             1             EN-ISO 2160          1995
    Conradson carbon             % m/m           ---           0.2            EN-ISO 10370
     residue (10 % DR)
    Ash content                  % m/m           ---          0.01             EN-ISO 6245          1995
    Water content                % m/m           ---          0.05            EN-ISO 12937          1995
    Neutralisation (strong       mg              ---          0.02           ASTM D 974-95         1998 (4)
     acid) number
    Oxidation stability (6)      mg/ ml          ---         0.025            EN-ISO 12205          1996
   (1)           If it is required to calculate the thermal efficiency of an engine or vehicle, the calorific
                 value of the fuel can be calculated from:
                 Specific energy (calorific value) (net) in MJ/kg = (46.423 - 8.792d² + 3.170d) (1 - (x + y
                 + s)) + 9.420s - 2.499x
                 where:
                 d = the density at 15 °C
 ---pagebreak--- 27.12.2006       EN                     Official Journal of the European Union                          L 375/187
                x = the proportion by mass of water (% divided by 100)
                y = the proportion by mass of ash (% divided by 100)
                s = the proportion by mass of sulphur (% divided by 100).
    (2)         The values quoted in the specification are "true values". In establishment of their limit
                values the terms of ISO 4259, Petroleum products - Determination and application of
                precision data in relation to methods of test, have been applied and in fixing a minimum
                value, a minimum difference of 2R above zero has been taken into account; in fixing a
                maximum and minimum value, the minimum difference is 4R (R - reproducibility).
                Notwithstanding this measure, which is necessary for statistical reasons, the
                manufacturer of a fuel should nevertheless aim at a zero value where the stipulated
                maximum value is 2R and at the mean value in the case of quotations of maximum and
                minimum limits. Should it be necessary to clarify the question as to whether a fuel
                meets the requirements of the specification, the terms of ISO 4259 should be applied.
    (3)         The range for cetane number is not in accordance with the requirement of a minimum
                range of 4R. However, in the case of dispute between fuel supplier and fuel user, the
                terms in ISO 4259 can be used to resolve such disputes provided replicate
                measurements, of sufficient number to achieve the necessary precision, are made in
                preference to single determinations.
    The month of publication will be completed in due course.
    The actual sulphur content of the fuel used for the test must be reported. In addition, the sulphur
                content of the reference fuel used to approve a vehicle or engine against the limit values
                set out in row B of the Table in paragraph 5.2.1. of this Regulation must have a
                maximum sulphur content of 50 ppm.
        Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice
                should be sought from the supplier as to storage conditions and life.
 ---pagebreak--- L 375/188           EN                     Official Journal of the European Union                          27.12.2006
   2.         ETHANOL FOR DIESEL ENGINES (1)
                                                                    Limits (2)
               Parameter                   Unit                                         Test Method (3)
                                                          Minimum          Maximum
    Alcohol, mass                        % m/m                92.4               -      ASTM D 5501
    Other alcohol than ethanol           % m/m                  -               2       ASTM D 5501
    contained in total alcohol, mass
    Density at 15°C                       kg/m3               795              815      ASTM D 4052
    Ash content                          % m/m                                0.001       ISO 6245
    Flash point                             °C                 10                         ISO 2719
    Acidity, calculated as acetic acid   % m/m                  -            0.0025      ISO 1388-2
    Neutralisation (strong acid)        KOH mg/1                -                1
    number
    Colour                              According to            -               10      ASTM D 1209
                                           scale
    Dry residue at 100°C                  mg/kg                                 15         ISO 759
    Water content                        % m/m                                 6.5         ISO 760
    Aldehydes calculated as acetic       % m/m                               0.0025      ISO 1388-4
    acid
    Sulphur content                       mg/kg                 -              10       ASTM D 5453
    Esters, calculated as                % m/m                  -              0.1      ASTM D 1617
    ethylacetate
   (1)            Cetane improver, as specified by the engine manufacturer, may be added to the ethanol fuel.
                  The maximum allowed amount is 10 % m/m.
   (2)            The values quoted in the specification are “true values”. In establishment of their limit
                  values the terms of ISO 4259, Petroleum products – Determination and application of
                  precision data in relation to methods of test, have been applied and in fixing a minimum
                  value, a minimum difference of 2R above zero has been taken into account; in fixing a
                  maximum           and   minimum           value,      the     minimum  difference     is     4R
                  (R – reproducibility). Notwithstanding this measure, which is necessary for statistical
                  reasons, the manufacturer of a fuel should nevertheless aim at a zero value where the
                  stipulated maximum value is 2R and at the mean value in the case of quotations of
                  maximum and minimum limits. Should it be necessary to clarify the question as to whether
                  a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied.
   (3)            Equivalent ISO methods will be adopted when issued for all properties listed above.
                                                       __________
 ---pagebreak--- 27.12.2006      EN                     Official Journal of the European Union                   L 375/189
                                                      Annex 6
           TECHNICAL CHARACTERISTICS OF REFERENCE N.G. FUEL PRESCRIBED
           FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION
           Type: NATURAL GAS (NG)
           European market fuels are available in two ranges:
           – the H range, whose extreme reference fuels are GR and G23;
           – the L range, whose extreme reference fuels are G23 and G25.
           The characteristics of GR, G23 and G25 reference fuels are summarised below:
           Reference fuel GR
               Characteristics          Units            Basis            Limits    Test Method
                                                                     Min. Max
           Composition:
           Methane                     % mole               87        84        89
           Ethane                      % mole               13        11        15
           Balance (*)                 % mole                -         -         1    ISO 6974
           Sulphur content           mg/m3 (**)              -          -       10   ISO 6326-5
           (*)     Inerts +C2+
           (**)    Value to be determined at standard conditions (293.2 K (20°C) and 101.3 kPa)
           Reference fuel G23
               Characteristics          Units         Basis          Limits        Test Method
                                                                 Min.      Max.
           Composition:
           Methane                     % mole          92.5      91.5      93.5
           Balance (*)                 % mole            -         -         1      ISO 6974
           N2                          % mole           7.5       6.5       8.5
           Sulphur content           mg/m3 (**)          -         -        10     ISO 6326-5
           (*)     Inerts (different from N2) +C2/C2+
           (**)    Value to be determined at standard conditions (293.2 K (20°C) and 101.3 kPa).
 ---pagebreak--- L 375/190      EN                     Official Journal of the European Union                 27.12.2006
          Reference fuel G25
              Characteristics          Units         Basis          Limits   Test Method
                                                                Min. Max.
          Composition:
          Methane                     % mole           86        84       88
          Balance (*)                 % mole            -         -        1  ISO 6974
          N2                          % mole           14        12       16
          Sulphur content           mg/m3 (**)          -         -       10 ISO 6326-5
          (*)     Inerts (different from N2) +C2/C2+
          (**)    Value to be determined at standard conditions (293.2 K (20°C) and 101.3 kPa).
                                                   _________
 ---pagebreak--- 27.12.2006         EN                     Official Journal of the European Union                        L 375/191
                                                          Annex 7
                                 Type: LIQUEFIED PETROLEUM GAS (LPG)
           Parameter               Unit          Limits          Fuel A      Limits Fuel B  Test Method
                                                Minimu Maximum Minimu Maximu
     Motor Octane Number                          92.5 (1)                     92.5            EN 589
                                                                                              Annex B
     Composition:
     C3 content                   % vol             48              52          83    87
     C4 content                   % vol             48              52          13    17     ISO 7941
     Olefins                      % vol                             12                14
     Evaporation Residue          mg/kg                             50                50     NFM 41015
     Total sulphur content     ppm mass (1)                         50                50       EN 24260
     Hydrogen sulphide              ---                           None              None      ISO 8819
     Copper            strip      rating                         class 1            class 1 ISO 6251(2)
     corrosion
     Water at 0°C                                                  free              free       visual
                                                                                             inspection
    (1)       Value to be determined at standard conditions 293.2 K (20 °C) and 101.3 kPa.
    (2)       This method may not accurately determine the presence of corrosive materials if the sample
              contains corrosion inhibitors or other chemicals, which diminish the corrosivity of the sample
              to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing
              the test method is prohibited.
                                                       ________
 ---pagebreak--- L 375/192   EN                      Official Journal of the European Union                         27.12.2006
                                                   Annex 8
                           EXAMPLE OF CALCULATION PROCEDURE
   1.     ESC TEST
   1.1.   Gaseous emissions
          The measurement data for the calculation of the individual mode results are
          shown below. In this example, CO and NOx are measured on a dry basis, HC on
          a wet basis. The HC concentration is given in propane equivalent (C3) and has
          to be multiplied by 3 to result in the C1 equivalent. The calculation procedure is
          identical for the other modes.
                P         Ta       Ha        GEXH GAIRW            GFUEL     HC       CO      NOx
             (kW)        (K)     (g/kg)       (kg)        (kg)       (kg)   (ppm)   (ppm)    (ppm)
              82.9      294.8     7.81      563.38 545.29           18.09     6.3    41.2     495
          Calculation of the dry to wet correction factor KW,r (annex 4, appendix 1,
          paragraph 4.2.):
                       1.969                                       1.608 , 7.81
          FFH =                    = 1.9058 and KW2 =                                = 0.0124
                  Æ      18.09 Ö                              1000 - *1.608 , 7.81+
                  Ç1 -          ×
                  È      545.29 Ø
          KW,r = ÆÇ1 / 1.9058 ,
                                     18.09 Ö
                                               × / 0.0124 ? 0.9239
                    È               541.06 Ø
          Calculation of the wet concentrations:
          CO = 41.2 * 0.9239 = 38.1 ppm
          NOx = 495 * 0.9239 = 457 ppm
          Calculation of the NOx humidity correction factor KH,D (annex 4, appendix 1,
          paragraph 4.3.):
          A = 0.309 * 18.09/541.06 - 0.0266                 = -0.0163
          B = -0.209 * 18.09/541.06 + 0.00954               = 0.0026
                                                     1
            K H,D ?                                                                 ? 0.9625
                      1 / 0.0163 , (7.81 / 10.71) - 0.0026 , (294.8 / 298)
 ---pagebreak--- 27.12.2006  EN                      Official Journal of the European Union                  L 375/193
           Calculation of the emission mass flow rates (annex 4, appendix 1,
           paragraph 4.4.):
           NOx = 0.001587 * 457 * 0.9625 * 563.38 = 393.27 g/h
           CO       = 0.000966 * 38.1 * 563.38 = 20.735 g/h
           HC       = 0.000479 * 6.3 * 3 * 563.38 = 5.100 g/h
           Calculation of the specific emissions (annex 4, appendix 1, paragraph 4.5.):
           The following example calculation is given for CO; the calculation procedure is
           identical for the other components.
           The emission mass flow rates of the individual modes are multiplied by the
           respective weighting factors, as indicated in annex 4, appendix 1,
           paragraph 2.7.1., and summed up to result in the mean emission mass flow rate
           over the cycle:
           CO = (6.7 * 0.15) + (24.6 * 0.08) + (20.5 * 0.10) + (20.7 * 0.10) + (20.6 *
           0.05) + (15.0 * 0.05) + (19.7 * 0.05) + (74.5 * 0.09) + (31.5 * 0.10) + (81.9 *
           0.08) + (34.8 * 0.05) + (30.8 * 0.05) + (27.3 * 0.05) = 30.91 g/h
           The engine power of the individual modes is multiplied by the respective
           weighting factors, as indicated in annex 4, appendix 1, paragraph 2.7.1., and
           summed up to result in the mean cycle power:
           P(n) = (0.1 * 0.15) + (96.8 * 0.08) + (55.2 * 0.10) + (82.9 * 0.10) + (46.8 *
           0.05) + (70.1 * 0.05) + (23.0 * 0.05) +(114.3 * 0.09) + (27.0 * 0.10) + (122.0 *
           0.08) + (28.6 * 0.05) + (87.4 * 0.05) + (57.9 * 0.05) = 60.006 kW
                                               30.91
                                     CO ?                = 0.515 g/kWh
                                              60.006
           Calculation of the specific NOx emission of the random point (annex 4, appendix
           1, paragraph 4.6.1.):
           Assume the following values have been determined on the random point:
           nZ           =  1600 min-1
           MZ           =  495 Nm
           NOx mass,Z   =  487.9 g/h (calculated according to the previous formulae)
           P(n)Z        =  83 kW
           NOx,Z        =  487.9/83 = 5.878 g/kWh
           Determination of the emission value from the test cycle (annex 4, appendix 1,
           paragraph 4.6.2.):
 ---pagebreak--- L 375/194      EN                    Official Journal of the European Union                      27.12.2006
             Assume the values of the four enveloping modes on the ESC to be as follows:
                 nRT      nSU     ER        ES         ET        EU       MR     MS  MT      MU
                1368     1785    5.943   5.565       5.889     4.973     515     460 681     610
          ETU = 5.889 + (4.973-5.889) * (1600-1368)/(1785-1368) = 5.377 g/kWh
          ERS = 5.943 + (5.565-5.943) * (1600-1368)/(1785-1368) = 5.732 g/kWh
          MTU = 681 + (601-681) * (1600-1368)/(1785-1368) = 641.3 Nm
          MRS = 515 + (460-515) * (1600-1368)/(1785-1368) = 484.3 Nm
          EZ = 5.732 + (5.377-5.732) * (495-484.3)/(641.3-484.3) = 5.708 g/kWh
          Comparison of the NOx emission values (annex 4, appendix 1, paragraph 4.6.3.):
          NOx diff = 100 * (5.878-5.708)/5.708 = 2.98 %
   1.2.   Particulate Emissions
          Particulate measurement is based on the principle of sampling the particulates over
          the complete cycle, but determining the sample and flow rates (MSAM and GEDF)
          during the individual modes. The calculation of GEDF depends on the system used.
           In the following examples, a system with CO2 measurement and carbon balance
          method and a system with flow measurement are used. When using a full flow
          dilution system, GEDF is directly measured by the CVS equipment.
          Calculation of GEDF (annex 4, appendix 1, paragraphs 5.2.3. and 5.2.4.):
          Assume the following measurement data of mode 4. The calculation procedure is
          identical for the other modes.
                GEXH          GFUEL           GDILW             GTOTW         CO2D     CO2A
               (kg/h)         (kg/h)          (kg/h)            (kg/h)         (%)       (%)
               334.02         10.76          5.4435               6.0         0.657    0.040
          a) carbon balance method
                                            206.5 , 10.76
                                 GEDFW =                         = 3601.2 kg/h
                                            0.657 / 0.040
          b) flow measurement method
                                                6.0
                                    q=                       = 10.78
                                       (6.0 / 5.4435
          GEDFW = 334.02 * 10.78 = 3600.7 kg/h
 ---pagebreak--- 27.12.2006      EN                     Official Journal of the European Union                        L 375/195
           Calculation of the mass flow rate (annex 4, appendix 1, paragraph 5.4.):
           The GEDFW flow rates of the individual modes are multiplied by the respective weighting
           factors, as indicated in annex 4, appendix 1, paragraph 2.7.1., and summed up to result in
           the mean GEDF over the cycle. The total sample rate MSAM is summed up from the sample
           rates of the individual modes.
            G EDFW = (3567 * 0.15)+(3592 * 0.08)+(3611 * 0.10)+(3600 * 0.10)
           +(3618 * 0.05) +(3600 * 0.05)+(3640 * 0.05)+(3614 * 0.09)+(3620 *
           0.10)+(3601 * 0.08) +(3639 * 0.05)+(3582 * 0.05)+(3635 * 0.05)
           = 3604.6 kg/h
           MSAM = 0.226 + 0.122 + 0.151 + 0.152 + 0.076 + 0.076 + 0.076 + 0.136 + 0.151
           + 0.121 + 0.076 + 0.076 + 0.075 = 1.515 kg
           Assume the particulate mass on the filters to be 2.5 mg, then
                                                 2.5       3604.6
                                   PTmass =             ,            = 5.948 g/h
                                               1.515         1000
           Background correction (optional)
           Assume one background measurement with the following values. The calculation
           of the dilution factor DF is identical to paragraph 3.1. of this annex and not shown
           here.
                                     Md = 0.1 mg; MDIL = 1.5 kg
           Sum of DF = [(1-1/119.15) * 0.15] + [(1-1/8.89) * 0.08] + [(1-1/14.75) * 0.10] + [(1-
           1
            /10.10) * 0.10] + [(1-1/18.02) * 0.05] + [(1-1/12.33) * 0.05] + [(1-1/32.18) * 0.05] +
           [(1-1/6.94) * 0.09] + [(1-1/25.19) * 0.10] + [(1-1/6.12) * 0.08] + [(1-1/20.87) * 0.05] +
           [(1-1/8.77) * 0.05] + [(1-1/12.59) * 0.05] = 0.923
                                 2.5      Æ 0.1              Ö 3604.6
                      PTmass =          / Ç       , 0.923× ,               = 5.726 g/h
                               1.515 È 1.5                   Ø     1000
           Calculation of the specific emission (annex 4, appendix 1, paragraph 5.5.):
           P(n) = (0.1 * 0.15) + (96.8 * 0.08) + (55.2 * 0.10) +(82.9 * 0.10) +(46.8 * 0.05)
           +(70.1 * 0.05) + (23.0 * 0.05) +(114.3 * 0.09) + (27.0 * 0.10) +(122.0 * 0.08) +
           (28.6 * 0.05) + (87.4 * 0.05) + (57.9 * 0.05) = 60.006 kW
 ---pagebreak--- L 375/196   EN                     Official Journal of the European Union                       27.12.2006
                                5.948
                         PT ?            = 0.099 g/kWh, if background corrected
                               60.006
                                        5.726
                                PT ?               = 0.095 g/kWh
                                       60.006
          Calculation of the specific weighting factor (annex 4, appendix 1,
          paragraph 5.6.):
          Assume the values calculated for mode 4 above, then
                                             0.152 , 3604.6
                                 WFE,I =                          = 0.1004
                                             1.515 , 3600.7
          This value is within the required value of 0.10 ± 0.003.
   2.     ELR TEST
          Since Bessel filtering is a completely new averaging procedure in European exhaust
          legislation, an explanation of the Bessel filter, an example of the design of a Bessel
          algorithm, and an example of the calculation of the final smoke value is given below.
          The constants of the Bessel algorithm only depend on the design of the opacimeter and
          the sampling rate of the data acquisition system. It is recommended that the opacimeter
          manufacturer provide the final Bessel filter constants for different sampling rates and
          that the customer use these constants for designing the Bessel algorithm and for
          calculating the smoke values.
   2.1.   General remarks on the Bessel filter
          Due to high frequency distortions, the raw opacity signal usually shows a highly
          scattered trace. To remove these high frequency distortions a Bessel filter is required
          for the ELR-Test. The Bessel filter itself is a recursive, second-order low-pass filter
          which guarantees the fastest signal rise without overshoot.
          Assuming a real time raw exhaust plume in the exhaust tube, each opacimeter shows a
          delayed and differently measured opacity trace. The delay and the magnitude of the
          measured opacity trace is primarily dependent on the geometry of the measuring
          chamber of the opacimeter, including the exhaust sample lines, and on the time needed
          for processing the signal in the electronics of the opacimeter. The values that
          characterise these two effects are called the physical and the electrical response time
          which represent an individual filter for each type of opacimeter.
          The goal of applying a Bessel filter is to guarantee a uniform overall filter characteristic
          of the whole opacimeter system, consisting of:
          - physical response time of the opacimeter (tp)
          - electrical response time of the opacimeter (te)
          - filter response time of the applied Bessel filter (tF)
 ---pagebreak--- 27.12.2006    EN                     Official Journal of the European Union                          L 375/197
             The resulting overall response time of the system tAver is given by:
                                       tAver = tF - tp - te ,
                                                 2    2    2
             and must be equal for all kinds of opacimeters in order to give the same smoke value.
             Therefore, a Bessel filter has to be created in such a way, that the filter response time
             (tF) together with the physical (tp) and electrical response time (te) of the individual
             opacimeter must result in the required overall response time (tAver). Since tp and te are
             given values for each individual opacimeter, and tAver is defined to be 1.0 s in this
             Regulation, tF can be calculated as follows:
                                       tF =    tAver2 / tp2 / te2
             By definition, the filter response time tF is the rise time of a filtered output signal
             between 10 % and 90 % on a step input signal. Therefore the cut-off frequency of the
             Bessel filter has to be iterated in such a way, that the response time of the Bessel filter
             fits into the required rise time.
                   Signal [-]
                   A.
             Figure (a) - Traces of a Step Input Signal and the Filtered Output Signal
             In figure (a), the traces of a step input signal and Bessel filtered output signal as
             well as the response time of the Bessel filter (tF) are shown.
             Designing the final Bessel filter algorithm is a multi step process which requires
             several iteration cycles. The scheme of the iteration procedure is presented
             below.
 ---pagebreak--- L 375/198 EN Official Journal of the European Union 27.12.2006 ---pagebreak--- 27.12.2006   EN                        Official Journal of the European Union                       L 375/199
    2.2.   Calculation of the Bessel algorithm
           In this example a Bessel algorithm is designed in several steps according to the
           above iteration procedure which is based upon annex 4, appendix 1,
           paragraph 6.1.
           For the opacimeter and the data acquisition system, the following characteristics
           are assumed:
           - physical response time tp 0.15 s
           - electrical response time te 0.05 s
           - overall response time tAver            1.00 s (by definition in this Regulation)
           - sampling rate                              150 Hz
           Step 1     Required Bessel filter response time tF:
                                tF = 12 / (0.152 - 0.052) = 0.987421 s
           Step 2 Estimation of cut-off frequency and calculation of Bessel constants E, K
           for first iteration:
           fc = 3.1415 / (10 * 0.987421) = 0.318152 Hz
           Țt = 1 / 150 = 0.006667 s
           Ȭ = 1 / [tan (3.1415 * 0.006667 * 0.318152)] = 150.076644
                                                          1
            E ?                                                                          ? 7.07948 , 10/ 5
                  1 - 150.076644 ,         3 , 0.618034 - 0.618034 , 150.076644       2
                                    -5
           K = 2 * 7.07948 * 10 * (0.618034 * 150.076644 - 1) – 1 = 0.970783
           This gives the Bessel algorithm:
           Yi = Yi-1 + 7.07948 * 10-5 * (Si + 2 * Si-1 + Si-2 - 4 * Yi-2) + 0.970783 * (Yi-1 - Yi-
                  2)
           where Si represents the values of the step input signal (either '0' or '1') and Yi
           represents the filtered values of the output signal.
           Step 3     Application of Bessel filter on step input:
           The Bessel filter response time tF is defined as the rise time of the filtered output
           signal between 10 % and 90 % on a step input signal. For determining the times
           of 10 % (t10) and 90 % (t90) of the output signal, a Bessel filter has to be applied
           to a step input using the above values of fc, E and K.
 ---pagebreak--- L 375/200   EN                         Official Journal of the European Union                     27.12.2006
          The index numbers, the time and the values of a step input signal and the
          resulting values of the filtered output signal for the first and the second iteration
          are shown in table B. The points adjacent to t10 and t90 are marked in bold
          numbers. In table B, first iteration, the 10 % value occurs between index number
          30 and 31 and the 90 % value occurs between index number 191 and 192. For
          the calculation of tF,iter the exact t10 and t90 values are determined by linear
          interpolation between the adjacent measuring points, as follows:
                           t10=tlower + Țt * (0.1-outlower)/(outupper - outlower)
                           t90=tlower + Țt * (0.9-outlower)/(outupper - outlower)
          where outupper and outlower, respectively, are the adjacent points of the Bessel filtered
          output signal, and tlower is the time of the adjacent time point, as indicated in table B.
                  t10 =0.200000+0.006667*(0.1-0.099208)/(0.104794-0.099208)=0.200945 s
                  t90 =1.273333+0.006667*(0.9-0.899147)/(0.901168-0.899147)=1.276147 s
          Step 4    Filter response time of first iteration cycle:
                             tF,iter =     1.276147 - 0.200945 = 1.075202 s
          Step 5    Deviation between required and obtained filter response time of first iteration
          cycle:
                         Ț = (1.075202 - 0.987421) / 0.987421 = 0.081641
          Step 6    Checking the iteration criteria:
          |Ț| ³ 0.01 is required. Since 0.081641 > 0.01, the iteration criteria is not met and a
          further iteration cycle has to be started. For this iteration cycle, a new cut-off frequency
          is calculated from fc and Ț as follows:
                         fc,new = 0.318152 * (1 + 0.081641) = 0.344126 Hz
          This new cut-off frequency is used in the second iteration cycle, starting at step 2 again.
           The iteration has to be repeated until the iteration criteria is met. The resulting values
          of the first and second iteration are summarised in table A.
 ---pagebreak--- 27.12.2006  EN                     Official Journal of the European Union                         L 375/201
                      Parameter                         1. Iteration              2. Iteration
                     fc      (Hz)                       0.318152                  0.344126
                                                                      -5
                     E       (-)                        7.07948 * 10              8.272777 * 10-5
                     K       (-)                        0.970783                  0.968410
                     t10     (s)                        0.200945                  0.185523
                     t90     (s)                        1.276147                  1.179562
                     tF,iter (s)                        1.075202                  0.994039
                     Ț       (-)                        0.081641                  0.006657
                     fc,new (Hz)                        0.344126                  0.346417
           Table A - Values of the first and second iteration
           Step 7    Final Bessel algorithm:
           As soon as the iteration criteria has been met, the final Bessel filter constants and the
           final Bessel algorithm are calculated according to step 2. In this example, the iteration
           criteria has been met after the second iteration (Ț = 0.006657 ³ 0.01). The final
           algorithm is then used for determining the averaged smoke values (see next
           paragraph 2.3).
                  YI=Yi-1+8.272777*10-5*(Si+2*Si-1+Si-2-4*Yi-2)+0.968410*(Yi-1-Yi-2)
 ---pagebreak--- L 375/202  EN               Official Journal of the European Union                             27.12.2006
                                   Step Input                    Filtered Output Signal
                                      Signal                               Yi
          Index I    Time               Si                                 [-]
             [-]      [s]               [-]              1. Iteration             2. Iteration
             -2   -0.013333              0                0.000000                 0.000000
             -1   -0.006667              0                0.000000                 0.000000
              0   0.000000               1                0.000071                 0.000083
              1   0.006667               1                0.000352                 0.000411
              2   0.013333               1                0.000908                 0.001060
              3   0.020000               1                0.001731                 0.002019
              4   0.026667               1                0.002813                 0.003278
              5   0.033333               1                0.004145                 0.004828
              ~        ~                 ~                     ~                        ~
             24   0.160000               1                0.067877                 0.077876
             25   0.166667               1                0.072816                 0.083476
             26   0.173333               1                0.077874                 0.089205
             27   0.180000               1                0.083047                 0.095056
             28   0.186667               1                0.088331                 0.101024
             29   0.193333               1                0.093719                 0.107102
             30   0.200000               1                0.099208                 0.113286
             31   0.206667               1                0.104794                 0.119570
             32   0.213333               1                0.110471                 0.125949
             33   0.220000               1                0.116236                 0.132418
             34   0.226667               1                0.122085                 0.138972
             35   0.233333               1                0.128013                 0.145605
             36   0.240000               1                0.134016                 0.152314
             37   0.246667               1                0.140091                 0.159094
              ~        ~                 ~                     ~                        ~
            175   1.166667               1                0.862416                 0.895701
            176   1.173333               1                0.864968                 0.897941
            177   1.180000               1                0.867484                 0.900145
            178   1.186667               1                0.869964                 0.902312
            179   1.193333               1                0.872410                 0.904445
            180   1.200000               1                0.874821                 0.906542
            181   1.206667               1                0.877197                 0.908605
            182   1.213333               1                0.879540                 0.910633
            183   1.220000               1                0.881849                 0.912628
            184   1.226667               1                0.884125                 0.914589
            185   1.233333               1                0.886367                 0.916517
            186   1.240000               1                0.888577                 0.918412
            187   1.246667               1                0.890755                 0.920276
            188   1.253333               1                0.892900                 0.922107
            189   1.260000               1                0.895014                 0.923907
            190   1.266667               1                0.897096                 0.925676
            191   1.273333               1                0.899147                 0.927414
            192   1.280000               1                0.901168                 0.929121
            193   1.286667               1                0.903158                 0.930799
            194   1.293333               1                0.905117                 0.932448
            195   1.300000               1                0.907047                 0.934067
              ~        ~                 ~                     ~                        ~
 ---pagebreak--- 27.12.2006      EN                   Official Journal of the European Union                          L 375/203
           Table B -      Values of step input signal and Bessel filtered output signal for the first and
                          second iteration cycle
    2.3.   Calculation of the Smoke Values
           In the scheme below the general procedure of determining the final smoke value is
           presented.
 ---pagebreak--- L 375/204 EN Official Journal of the European Union 27.12.2006 ---pagebreak--- 27.12.2006      EN                               Official Journal of the European Union                     L 375/205
               In figure b, the traces of the measured raw opacity signal, and of the unfiltered and
               filtered light absorption coefficients (k-value) of the first load step of an ELR-Test are
               shown, and the maximum value Ymax1,A (peak) of the filtered k trace is indicated.
               Correspondingly, table C contains the numerical values of index i, time (sampling rate
               of 150 Hz), raw opacity, unfiltered k and filtered k. Filtering was conducted using the
               constants of the Bessel algorithm designed in paragraph 2.2. of this annex. Due to the
               large amount of data, only those sections of the smoke trace around the beginning and
               the peak are tabled.
                        Opacity N [%]
                        B.
             Figure b        -          Traces of measured opacity N, of unfiltered smoke k and of filtered smoke
                                        k
               The peak value (i = 272) is calculated assuming the following data of table C. All other
               individual smoke values are calculated in the same way. For starting the algorithm, s-1 ,
               s-2, y-1 and y-2 are set to zero.
               Calculation of the k-value (annex 4, appendix 1, paragraph 6.3.1.):
                                                    LA (m)                                  0.430
                                                    Index I                                  272
                                                     N (%)                                 16.783
                                                   S271 (m-1)                             0.427392
                                                   S270 (m-1)                             0.427532
                                                   Y271 (m-1)                             0.542383
                                                   Y270 (m-1)                             0.542337
 ---pagebreak--- L 375/206      EN                    Official Journal of the European Union                         27.12.2006
                                     1           Æ     16.783 Ö
                              k=-          , lnÇ1 /              × = 0.427252 m-1
                                   0.430         È        100 Ø
          This value corresponds to S272 in the equation that follows.
          Calculation of Bessel averaged smoke (annex 4, appendix 1, paragraph 6.3.2.):
          In the following equation, the Bessel constants of the previous paragraph 2.2. are used. The
          actual unfiltered k-value, as calculated above, corresponds to S272 (Si). S271 (Si-1) and S270
          (Si-2) are the two preceding unfiltered k-values, Y271 (Yi-1) and Y270 (Yi-2) are the two
          preceding filtered k-values.
              Y272 = 0.542383+8.272777*10-5*(0.427252+2*0.427392+0.427532-4*0.542337)+
                      0.968410*(0.542383-0.542337) = 0.542389 m-1
          This value corresponds to Ymax1,A in the following equation.
          Calculation of the final smoke value (annex 4, appendix 1, paragraph 6.3.3.):
          From each smoke trace, the maximum filtered k-value is taken for the further calculation.
          Assume the following values:
                                                            Ymax (m-1)
                      Speed           Cycle 1                 Cycle 2          Cycle 3
                        A              0.5424                 0.5435           0.5587
                        B              0.5596                 0.5400           0.5389
                        C              0.4912                 0.5207           0.5177
              SVA = (0.5424 + 0.5435 + 0.5587) / 3           =                      0.5482 m-1
              SVB = (0.5596 + 0.5400 + 0.5389) / 3           =                      0.5462 m-1
              SVC = (0.4912 + 0.5207 + 0.5177) / 3           =                      0.5099 m-1
              SV       = (0.43*0.5482)+(0.56*0.5462)+(0.01*0.5099)              =   0.5467 m-1
 ---pagebreak--- 27.12.2006     EN                    Official Journal of the European Union                          L 375/207
           Cycle validation (annex 4, appendix 1, paragraph 3.4.)
           Before calculating SV, the cycle must be validated by calculating the relative standard
           deviations of the smoke of the three cycles for each speed.
                        Speed         Mean SV (m-1)              absolute standard     relative standard
                                                                  deviation (m-1)        deviation (%)
                           A               0.5482                     0.0091                  1.7
                           B               0.5462                     0.0116                  2.1
                           C               0.5099                     0.0162                  3.2
           In this example, the validation criteria of 15 per cent is met for each speed.
 ---pagebreak--- L 375/208    EN                     Official Journal of the European Union                    27.12.2006
                                                   Table C
          Values of opacity N, unfiltered and filtered k-value at beginning of load step
                                                                        Unfiltered   filtered
              Index i           Time                Opacity N             k-Value    k-Value
                [-]              [s]                    [%]                [m-1]       [m-1]
                -2            0.000000              0.000000             0.000000   0.000000
                -1            0.000000              0.000000             0.000000   0.000000
                 0            0.000000              0.000000             0.000000   0.000000
                 1            0.006667              0.020000             0.000465   0.000000
                 2            0.013333              0.020000             0.000465   0.000000
                 3            0.020000              0.020000             0.000465   0.000000
                 4            0.026667              0.020000             0.000465   0.000001
                 5            0.033333              0.020000             0.000465   0.000002
                 6            0.040000              0.020000             0.000465   0.000002
                 7            0.046667              0.020000             0.000465   0.000003
                 8            0.053333              0.020000             0.000465   0.000004
                 9            0.060000              0.020000             0.000465   0.000005
                10            0.066667              0.020000             0.000465   0.000006
                11            0.073333              0.020000             0.000465   0.000008
                12            0.080000              0.020000             0.000465   0.000009
                13            0.086667              0.020000             0.000465   0.000011
                14            0.093333              0.020000             0.000465   0.000012
                15            0.100000              0.192000             0.004469   0.000014
                16            0.106667              0.212000             0.004935   0.000018
                17            0.113333              0.212000             0.004935   0.000022
                18            0.120000              0.212000             0.004935   0.000028
                19            0.126667              0.343000             0.007990   0.000036
                20            0.133333              0.566000             0.013200   0.000047
                21            0.140000              0.889000             0.020767   0.000061
                22            0.146667              0.929000             0.021706   0.000082
                23            0.153333              0.929000             0.021706   0.000109
                24            0.160000              1.263000             0.029559   0.000143
                25            0.166667              1.455000             0.034086   0.000185
                26            0.173333              1.697000             0.039804   0.000237
                27            0.180000              2.030000             0.047695   0.000301
                28            0.186667              2.081000             0.048906   0.000378
                29            0.193333              2.081000             0.048906   0.000469
                30            0.200000              2.424000             0.057067   0.000573
                31            0.206667              2.475000             0.058282   0.000693
                32            0.213333              2.475000             0.058282   0.000827
                33            0.220000              2.808000             0.066237   0.000977
                34            0.226667              3.010000             0.071075   0.001144
                35            0.233333              3.253000             0.076909   0.001328
                36            0.240000              3.606000             0.085410   0.001533
                37            0.246667              3.960000             0.093966   0.001758
                38            0.253333              4.455000             0.105983   0.002007
                39            0.260000              4.818000             0.114836   0.002283
                40            0.266667              5.020000             0.119776   0.002587
                 ~                ~                       ~                  ~           ~
 ---pagebreak--- 27.12.2006    EN                     Official Journal of the European Union                     L 375/209
                                             Table C (continued)
           Values of opacity N, unfiltered and filtered k-value around Ymax1,A
                                ( peak value, indicated in bold number)
                                                                           unfiltered  filtered
               Index i            Time                Opacity N             k-Value    k-Value
                  [-]               [s]                   [%]                [m-1]      [m-1]
                   ~                 ~                     ~                   ~           ~
                 259            1.726667             17.182000             0.438429   0.538856
                 260            1.733333             16.949000             0.431896   0.539423
                 261            1.740000             16.788000             0.427392   0.539936
                 262            1.746667             16.798000             0.427671   0.540396
                 263            1.753333             16.788000             0.427392   0.540805
                 264            1.760000             16.798000             0.427671   0.541163
                 265            1.766667             16.798000             0.427671   0.541473
                 266            1.773333             16.788000             0.427392   0.541735
                 267            1.780000             16.788000             0.427392   0.541951
                 268            1.786667             16.798000             0.427671   0.542123
                 269            1.793333             16.798000             0.427671   0.542251
                 270            1.800000             16.793000             0.427532   0.542337
                 271            1.806667             16.788000             0.427392   0.542383
                 272            1.813333             16.783000             0.427252   0.542389
                 273            1.820000             16.780000             0.427168   0.542357
                 274            1.826667             16.798000             0.427671   0.542288
                 275            1.833333             16.778000             0.427112   0.542183
                 276            1.840000             16.808000             0.427951   0.542043
                 277            1.846667             16.768000             0.426833   0.541870
                 278            1.853333             16.010000             0.405750   0.541662
                 279            1.860000             16.010000             0.405750   0.541418
                 280            1.866667             16.000000             0.405473   0.541136
                 281            1.873333             16.010000             0.405750   0.540819
                 282            1.880000             16.000000             0.405473   0.540466
                 283            1.886667             16.010000             0.405750   0.540080
                 284            1.893333             16.394000             0.416406   0.539663
                 285            1.900000             16.394000             0.416406   0.539216
                 286            1.906667             16.404000             0.416685   0.538744
                 287            1.913333             16.394000             0.416406   0.538245
                 288            1.920000             16.394000             0.416406   0.537722
                 289            1.926667             16.384000             0.416128   0.537175
                 290            1.933333             16.010000             0.405750   0.536604
                 291            1.940000             16.010000             0.405750   0.536009
                 292            1.946667             16.000000             0.405473   0.535389
                 293            1.953333             16.010000             0.405750   0.534745
                 294            1.960000             16.212000             0.411349   0.534079
                 295            1.966667             16.394000             0.416406   0.533394
                 296            1.973333             16.394000             0.416406   0.532691
                 297            1.980000             16.192000             0.410794   0.531971
                 298            1.986667             16.000000             0.405473   0.531233
                 299            1.993333             16.000000             0.405473   0.530477
                 300            2.000000             16.000000             0.405473   0.529704
                   ~                 ~                     ~                   ~           ~
 ---pagebreak--- L 375/210     EN                      Official Journal of the European Union                   27.12.2006
   3.     ETC TEST
   3.1.     Gaseous emissions (diesel engine)
            Assume the following test results for a PDP-CVS system
                   V0           (m3/rev)                                              0.1776
                   Np           (rev)                                             23073
                   pB           (kPa)                                                98.0
                   p1           (kPa)                                                 2.3
                   T            (K)                                                 322.5
                   Ha           (g/kg)                                               12.8
                   NOx conce    (ppm)                                                53.7
                   NOx concd    (ppm)                                                 0.4
                   CO conce     (ppm)                                                38.9
                   CO concd     (ppm)                                                 1.0
                   HC conce     (ppm) without cutter                                  9.00
                   HC concd     (ppm) without cutter                                  3.02
                   HC conce     (ppm) with cutter                                     1.20
                   HC concd     (ppm) with cutter                                     0.65
                   CO2,conce    (%)                                                   0.723
                   Wact         (kWh)                                                62.72
          Calculation of the diluted exhaust gas flow (annex 4, appendix 2, paragraph 4.1.):
          MTOTW       = 1.293 * 0.1776 * 23073 * (98.0 - 2.3) * 273 / (101.3 * 322.5)
                      = 4237.2 kg
          Calculation of the NOx correction factor (annex 4, appendix 2, paragraph 4.2.):
                                            1
                      K H,D ?                                   ? 1.039
                              1 - 0.0182 · (12.8 - 10.71)
           Calculation of the NMHC concentration by NMC method (annex 4, appendix 2,
           paragraph 4.3.1.), assuming a methane efficiency of 0.04 and an ethane efficiency of 0.98:
                                                 9.0 × (1 - 0.04) - 1.2
                              NMHC conce =                              = 7.91 ppm
                                                     0.98 - 0.04
 ---pagebreak--- 27.12.2006     EN                    Official Journal of the European Union                    L 375/211
                                              3.02 × (1 - 0.04) - 0.65
                            NMHC concd =                                = 2.39 ppm
                                                     0.98 - 0.04
           Calculation of the background corrected concentrations (annex 4, appendix 2,
           paragraph 4.3.1.1.):
           Assuming a diesel fuel of the composition C1H1.8
                                                            1
                              Fs ? 100 ·                                       ? 13.6
                                         1 - (1.8/2) - (3.76 · (1 - (1.8/4))
                                                      13.6
                                  DF ?                                     ? 18.69
                                         0.723 - (9.00 - 38.9) · 10 -4
                      NOx conc           = 53.7 - 0.4 · (1 - (1/18.69)) = 53.3 ppm
                      COconc              = 38.9 - 1.0 · (1 - (1/18.69)) = 37.9 ppm
                      HCconc              = 9.00 - 3.02 · (1 - (1/18.69)) = 6.14 ppm
                      NMHCconc           = 7.91 - 2.39 · (1 - (1/18.69)) = 5.65 ppm
           Calculation of the emissions mass flow (annex 4, appendix 2, paragraph 4.3.1.):
                      NOx mass      = 0.001587 · 53.3 · 1.039 · 4237.2             = 372.391 g
                      COmass        = 0.000966 · 37.9 · 4237.2                     = 155.129 g
                      HCmass        = 0.000479 · 6.14 · 4237.2                     = 12.462 g
                      NMHCmass = 0.000479 · 5.65 · 4237.2                          = 11.467 g
           Calculation of the specific emissions (annex 4, appendix 2, paragraph 4.4.):
                        NO x     ?   372.391 / 62.72 ? 5.94 g/kWh
                        CO        ? 155.129 / 62.72 ? 2.47 g/kWh
                        HC        ?   12.462 / 62.72         ? 0.199 g/kWh
                        NMHC ? 11.467 / 62.72                 ? 0.183 g/kWh
 ---pagebreak--- L 375/212     EN                      Official Journal of the European Union               27.12.2006
   3.2.   Particulate Emissions (Diesel Engine)
          Assume the following test results for a PDP-CVS system with double dilution
                      MTOTW (kg)                                         4237.2
                      Mf,p (mg)                                          3.030
                      Mf,b (mg)                                          0.044
                      MTOT (kg)                                           2.159
                      MSEC (kg)                                           0.909
                      Md (mg)                                            0.341
                      MDIL (kg)                                           1.245
                      DF                                                  18.69
                      Wact (kWh)                                          62.72
          Calculation of the mass emission (annex 4, appendix 2, paragraph 5.1.):
                                    Mf = 3.030 + 0.044           = 3.074 mg
                                    MSAM = 2.159 - 0.909 = 1.250 kg
                                           3.074 4237.2
                               PTmass ?             ,             ? 10.42       g
                                           1.250         1000
          Calculation of the background corrected mass emission (annex 4, appendix 2,
          paragraph 5.1.):
                          É 3.074 Æ 0.341 Æ                   1 Ö ÖÙ 4237.2
                PTmass ? Ê         / ÇÇ          , Ç1 /           × ×Ú ,          ? 9.32 g
                          Ë 1.250 È 1.245 È                18.69 Ø ×ØÛ     1000
           Calculation of the specific emission (annex 4, appendix 2, paragraph 5.2):
                                NO x ? 372.391 / 62.72 ? 5.94 g/kWh
                                CO ? 155.129 / 62.72 ? 2.47 g/kWh
                                 HC ? 12.462 / 62.72 ? 0.199 g/kWh
   3.3.      Gaseous emissions (CNG engine)
             Assume the following test results for a PDP-CVS system
 ---pagebreak--- 27.12.2006  EN                    Official Journal of the European Union                   L 375/213
                MTOTW        (kg)                                             4237.2
                Ha           (g/kg)                                             12.8
                NOx conce    (ppm)                                              17.2
                NOx concd    (ppm)                                               0.4
                CO conce     (ppm)                                              44.3
                CO concd     (ppm)                                               1.0
                HC conce     (ppm) without cutter                               27.0
                HC concd     (ppm) without cutter                                2.02
                HC conce     (ppm) with cutter                                  18.0
                HC concd     (ppm) with cutter                                   0.65
                CH4 conce    (ppm)                                              18.0
                CH4 concd    (ppm)                                               1.1
                CO2,conce    (%)                                                 0.723
                Wact         (kWh)                                              62.72
           Calculation of the NOx correction factor (annex 4, appendix 2, paragraph 4.2.):
                                                      1
                             K H,G =                                   = 1.074
                                      1 - 0.0329 × (12.8 - 10.71)
           Calculation of the NMHC concentration (annex 4, appendix 2, paragraph 4.3.1.):
           a) GC method
                                NMHCconce = 27.0 - 18.0 = 9.0 ppm
           b) NMC method
           Assuming a methane efficiency of 0.04 and an ethane efficiency of 0.98 (see annex 4,
           appendix 5, paragraph 1.8.4.)
                                             27.0 · (1 - 0.04) - 18.0
                           NMHC conce ?                               ? 8.4 ppm
                                                   0.98 - 0.04
                                            2.02 · (1 - 0.04) - 0.65
                          NMHC concd ?                                ? 1.37 ppm
                                                 0.98 - 0.04
 ---pagebreak--- L 375/214  EN                     Official Journal of the European Union                       27.12.2006
          Calculation of the background corrected concentrations (annex 4, appendix 2,
          paragraph 4.3.1.1.):
          Assuming a 100 % methane fuel of the composition C1H4
                                                              1
                                FS ? 100 ·                                    ? 9.5
                                             1 - (4/2) - (3.76  (1 - (4/4)))
                                                          9.5
                                  DF ?                                   ? 13.01
                                           0.723 - (27.0 - 44.3) · 10 -4
          For NMHC with GC method, the background concentration is the difference between
          HCconcd and CH4 concd
               NOx conc     = 17.2 - 0.4 · (1 - (1/13.01)) = 16.8 ppm
               COconc       = 44.3 - 1.0 · (1 - (1/13.01)) = 43.4 ppm
               NMHCconc     = 8.4 - 1.37 · (1 - (1/13.01)) = 7.13 ppm                 (NMC method)
               NMHCconc     = 9.0 - 0.92 · (1 - (1/13.01)) = 8.15 ppm                 (GC method)
               CH4 conc     = 18.0 - 1.1 · (1 - (1/13.01)) = 17.0 ppm                 (GC method)
          Calculation of the emissions mass flow (annex 4, appendix 2, paragraph 4.3.1.):
               NOx mass     = 0.001587 · 16.8 · 1.074 · 4237.2 =121.330 g
               COmass       = 0.000966 · 43.4 · 4237.2 = 177.642 g
               NMHCmass = 0.000516 · 7.13 · 4237.2 = 15.589 g                   (NMC method)
               NMHCmass = 0.000516 · 8.15 · 4237.2 = 17.819 g                   (GC method)
               CH4 mass     = 0.000552 · 17.0 · 4237.2 = 39.762 g               (GC method)
          Calculation of the specific emissions (annex 4, appendix 2, paragraph 4.4.):
                 NOx        = 121.330/62.72            = 1.93 g/kWh
                  CO        = 177.642/62.72            = 2.83 g/kWh
                  NMHC = 15.589/62.72                  = 0.249 g/kWh                  (NMC method)
 ---pagebreak--- 27.12.2006          EN                        Official Journal of the European Union                                   L 375/215
                           NMHC = 17.819/62.72                      = 0.284 g/kWh                            (GC Method)
                           CH 4        = 39.762/62.72               = 0.634 g/kWh                            (GC method)
    4.           ʷ-SHIFT FACTOR (Sʷ)
    4.1.         Calculation of the ʷ-shift factor (Sʷ) 5/
                                                                        2
                                          Sn =
                                                  Æ       inert     %  ÖÆ       mÖ     O2 *
                                                  Ç1 -                 ×Ç n + × -
                                                  È         100 ØÈ              4Ø     100
               where:
               Sʷ            =         ʷ-shift factor;
               inert %       =         % by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.);
               O2*           =         % by volume of original oxygen in the fuel;
               n and m       =         refer to average CnHm representing the fuel hydrocarbons, i.e:
                               É CH % Ù          ÉC %Ù             É C3% Ù          É C4% Ù        É C5 % Ù
                           1, Ê 4 Ú - 2, Ê 2 Ú - 3,
                               Ë 100 Û           Ë 100 Û           ÊË 100 ÚÛ - 4 , ÊË 100ÚÛ - 5 , ÊË 100 ÚÛ - ..
                      n ?
                                                                    diluent%
                                                            1 /
                                                                         100
                                    É CH % Ù           É C H %Ù             É C H %Ù         É C H %Ù
                               4 , Ê 4 Ú - 4 , Ê 2 4 Ú - 6 , Ê 2 6 Ú - 8 , Ê 3 8 Ú - ..
                          m ?       Ë 100   Û          Ë  100  Û            Ë  100 Û         Ë 100 Û
                                                                    diluent%
                                                            1 /
                                                                         100
                      where:
                  CH4 = % by volume of methane in the fuel;
                  C2 = % by volume of all C2 hydrocarbons (e.g.: C2H6, C2H4, etc.) in the fuel;
                  C3 = % by volume of all C3 hydrocarbons (e.g.: C3H8, C3H6, etc.) in the fuel;
                  C4 = % by volume of all C4 hydrocarbons (e.g.: C4H10, C4H8, etc.) in the fuel;
                  C5 = % by volume of all C5 hydrocarbons (e.g.: C5H12, C5H10, etc.) in the fuel;
                  diluent = % by volume of dilution gases in the fuel (i.e.: O2*, N2, CO2, He, etc.).
    5/ Stoichiometric Air/Fuel ratios of automotive fuels: SAE J1829, June 1987.
        John B. Heywood, Internal Combustion Engine Fundamentals, McGraw-Hill, 1988, Chapter 3.4. “Combustion
        stoichiometry”
        (pages 68 to 72).
 ---pagebreak--- L 375/216     EN                            Official Journal of the European Union                                 27.12.2006
   4.2.         Examples for the calculation of the ʷ-shift factor Sʷ:
                Example 1: G25: CH4 = 86%, N2 = 14% (by vol)
                                     É CH % Ù            É C %Ù
                                 1 , Ê 4 Ú + 2 , Ê 2 Ú + ..
                                     Ë 100 Û             Ë 100Û             1 , 0.86      0.86
                           n =                                           =              =        =1
                                                 diluent %                        14      0 .86
                                          1-                                1-
                                                      100                        100
                                          É CH % Ù           É C H %Ù
                                    4, Ê 4 Ú +4, Ê 2 4 Ú +                  ..
                                          Ë 100    Û         Ë 100 Û               4 , 0.86
                               m =                                             =              = 4
                                                       diluent %                     0.86
                                                 1-
                                                            100
                                              2                                       2
                 Sn =                                                 =                             = 1.16
                         Æ       inert % ÖÆ            mÖ       O2 *     Æ      14 Ö      Æ     4Ö
                         Ç1 -                ×Ç n + × -                  Ç1 -        × x  Ç1 + ×
                         È         100       ØÈ        4 Ø      100      È     100   Ø    È     4Ø
          Example 2: GR: CH4 = 87 %, C2H6 = 13 % (by vol)
                              É CH %Ù           É C %Ù
                         1 , Ê 4 Ú + 2 , Ê 2 Ú + ..
                              Ë 100 Û           Ë100Û              1 , 0.87 + 2 , 0.13 1.13
                   n=                                            =                         =       = 1.13
                                       diluent%                                 0              1
                                  1-                                      1-
                                            100                               100
                             É CH % Ù             É C H %Ù
                       4, Ê 4 Ú +6, Ê 2 6 Ú +                      ..
                             Ë 100 Û              Ë 100 Û                 4 , 0.87 + 6 , 0.13
                 m =                                                   =                            = 4.26
                                          diluent %                                    1
                                   1 -
                                                100
                                       2                                             2
            Sn =                                                 =                                     = 0.911
                   Æ       inert % ÖÆ            mÖ      O2 *       Æ       0 Ö Æ              4.26 Ö
                   Ç1 -               ×Ç n + × -                    Ç1 -       × , Ç1.13 +           ×
                   È         100 ØÈ              4Ø      100        È      100 Ø È               4 Ø
          Example 3: USA: CH4 = 89 %, C2H6 = 4.5 %, C3H8 = 2.3 %, C6H14 = 0.2 %, O2 = 0.6 %,
          N2 = 4%
                      É CH %Ù        É C %Ù
                    1xÊ 4 Ú + 2xÊ 2 Ú + ..
                      Ë 100  Û       Ë100Û                1 , 0.89 + 2 , 0.045 + 3 , 0.023 + 4 , 0.002
              n =                                      =                                                    = 1.11
                           1-
                                diluent%
                                                                             1-
                                                                                  *0,64 + 4+
                                    100                                              100
 ---pagebreak--- 27.12.2006      EN                     Official Journal of the European Union                         L 375/217
                            É CH % Ù        É C H %Ù           É C H %Ù              É C H %Ù
                        4 , Ê 4 Ú + 4 , Ê 2 4 Ú + 6 , Ê 2 6 Ú + .. + 8 , Ê 3 8 Ú
                    m =     Ë 100 Û         Ë 100 Û            Ë 100 Û               Ë 100 Û =
                                                         diluent %
                                                   1 -
                                                              100
                           4 , 0.89 + 4 , 0.045 + 8 , 0.023 + 14 , 0.002
                         =                                                          = 4.24
                                                      0.6 + 4
                                                 1 -
                                                         100
                                 2                                           2
           Sn =                                       =                                        = 0.96
                 Æ     inert % ÖÆ      mÖ      O2 *      Æ        4 Ö Æ          4.24 Ö    0.6
                 Ç 1 -          ×Ç n +  ×  -             Ç 1 -        ,
                                                                     × Ç 1.11  +       × -
                 È       100 ØÈ        4Ø      100       È       100 Ø È           4 Ø     100
                                                    __________
 ---pagebreak--- L 375/218        EN                    Official Journal of the European Union                         27.12.2006
                                                      Annex 9
                       SPECIFIC TECHNICAL REQUIREMENTS RELATING TO
                                ETHANOL-FUELLED DIESEL ENGINES
   In the case of ethanol-fuelled diesel engines, the following specific modifications to the appropriate
   paragraphs, equations and factors will apply to the test procedures defined in annex 4 to this Regulation.
   In annex 4, appendix 1
   4.2.        Dry/wet correction
                                                            1.877
                                          FFH ?
                                                   Æ              G      Ö
                                                   ÇÇ1 - 2.577 · FUEL ××
                                                    È             G AIRW Ø
   4.3.        NOX correction for humidity and temperature
                                                                1
                                 K H,D ?
                                         1 - A · (H a / 10.71) - B · (Ta / 298)
               with:
               A=       0.181 GFUEL/GAIRD - 0.0266
               B=       - 0.123 GFUEL/GAIRD + 0.00954
               Ta =     temperature of the air, K
               Ha =     humidity of the intake air, g water per kg dry air
   4.4.        Calculation of the emission mass flow rates
               The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming
               the exhaust gas density to be 1.272 kg/m3 at 273 K (O°C) and 101.3 kPa:
               (1)   NOx mass     = 0.001613 · NOx conc · KH,D · GEXHW
               (2)   COmass       = 0.000982 · COconc · GEXHW
               (3)   HCmass       = 0.000809 · HCconc · KH,D · GEXHW
               where NOx conc, COconc, HCconc 1/ are the average concentrations (ppm) in the raw exhaust
               gas, as determined in paragraph 4.1.
   1/      Based on C1 equivalent.
 ---pagebreak--- 27.12.2006        EN                      Official Journal of the European Union                        L 375/219
                If, optionally, the gaseous emissions are determined with a full flow dilution system, the
                following formulae must be applied:
                (1)    NOx mass     = 0.001587 · NOx conc · KH,D · GTOTW
                (2)    COmass       = 0.000966 · COconc · GTOTW
                (3)    HCmass       = 0.000795 · HCconc· GTOTW
                where NOx conc, COconc, HCconc 1/ are the average background corrected concentrations
                (ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2,
                paragraph 4.3.1.1.
    In annex 4, appendix 2
    Paragraphs 3.1., 3.4., 3.8.3. and 5. of appendix 2 do not apply solely to diesel engines. They also apply
    to ethanol-fuelled diesel engines.
    4.2.        The conditions for the test should be arranged so that the air temperature and the humidity
                measured at the engine intake is set to standard conditions during the test run. The standard
                should be 6  0.5 g water per kg dry air at a temperature interval of 298 $ 3 K. Within
                these limits no further NOX correction should be made. The test is void if these conditions
                are not met.
    4.3.        Calculation of the emission mass flow
    4.3.1.      Systems with constant mass flow
                For systems with heat exchanger, the mass of the pollutants (g/test) must be determined
                from the following equations:
                (1) NOX mass = 0.001587 · NOX conc · KH,D · MTOTW (ethanol fuelled engines)
                (2) CO mass = 0.000966 · CO conc MTOTW                    (ethanol fuelled engines)
                (3) HC mass = 0.000794 · HC conc · MTOTW'                 (ethanol fuelled engines)
 ---pagebreak--- L 375/220        EN                     Official Journal of the European Union                     27.12.2006
               where:
               NOx conc, CO conc, HC conc, 1/ NMHC conc = average background corrected concentrations
               over the cycle from integration (mandatory for NOX and HC) or bag measurement, ppm.
               MTOTW = total mass of diluted exhaust gas over the cycle as determined in paragraph 4.1.,
               kg.
   4.3.1.1.    Determination of the background corrected concentrations
               The average background concentration of the gaseous pollutants in the dilution air must be
               subtracted from measured concentrations to get the net concentrations of the pollutants.
               The average values of the background concentrations can be determined by the sample bag
               method or by continuous measurement with integration. The following formula must be
               used.
                                      conc = conce - concd * (1 - (1/DF))
               where:
               conc   = concentration of the respective pollutant in the diluted
                          exhaust gas, corrected by the amount of the respective
                          pollutant contained in the dilution air, ppm
               conce = concentration of the respective pollutant measured
                          in the diluted exhaust gas, ppm
               concd = concentration of the respective pollutant measured
                          in the dilution air, ppm
               DF     = dilution factor
               The dilution factor must be calculated as follows:
                                                               F
                            DF =                                S
                                   CO 2, conce + (HC conce + CO conce ) *10 - 4
               where:
               CO2,conce = concentration of CO2 in the diluted exhaust gas, % vol
               HCconce = concentration of HC in the diluted exhaust gas, ppm C1
               COconce = concentration of CO in the diluted exhaust gas, ppm
   1/     Based on C1 equivalent.
 ---pagebreak--- 27.12.2006    EN                                Official Journal of the European Union                      L 375/221
           FS             = stoichiometric factor
           Concentrations measured on dry basis must be converted to a wet basis in accordance with
           annex 4, appendix 1, paragraph 4.2.
           The stoichiometric factor must, for the general fuel composition CHōOßNY, be calculated as
           follows:
                             FS = 100 ·                                    1
                                                           ō               Æ          ō ʰ Ö          ʱ
                                                    1-        - 3.76 · Ç 1 -             - ×-
                                                           2               È          4 2Ø           2
           Alternatively, if the fuel composition is not known, the following stoichiometric factors
           may be used:
           FS (ethanol) = 12.3
    4.3.2. Systems with flow compensation
           For systems without heat exchanger, the mass of the pollutants (g/test) must be determined
           by calculating the instantaneous mass emissions and integrating the instantaneous values
           over the cycle. Also, the background correction must be applied directly to the
           instantaneous concentration value. The following formulae must be applied:
           (1) NOx mass =
               n
            Å (M
             i ?1
                  TOTW, i · NO x  conce, i
                                            · 0.001587) / (M TOTW · NO x     concd
                                                                                   · (1 / 1/DF) · 0.001587)
           (2) COmass =
              n
           Å (M
            i ?1
                  TOTW, i · CO conc e, i · 0.000966) / (M TOTW · CO conc d · (1 / 1/DF) , 0.000966)
 ---pagebreak--- L 375/222    EN                           Official Journal of the European Union                    27.12.2006
          (3) HCmass =
            n
          Å(M
           i ?1
                TOTW,i , HC conc e,i , 0.000479) /(M TOTW , HC conc d ,(1 / 1/DF) , 0.000479)
          where:
          conce         =           concentration of the respective pollutant measured in the
                                    diluted exhaust gas, ppm
          concd         =           concentration of the respective pollutant measured in the
                                    dilution air, ppm
          MTOTW,I       =           instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg
          MTOTW         =           total mass of diluted exhaust gas over the cycle
                                    (see paragraph 4.1.), kg
          DF            =           dilution factor as determined in paragraph 4.3.1.1.
   4.4.   Calculation of the specific emissions
          The emissions (g/kWh) must be calculated for all individual components in the following
          way:
           NO x = NO x mass / Wact
          CO = CO mass / Wact
          HC = HC mass / Wact
          where:
          Wact = actual cycle work as determined in paragraph 3.9.2., kWh
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