Available on InterRegs.NET

Our online subscription service, offering immediate access to our extensive library of global vehicle regulations, standards and legislation. A fully searchable, accurate, user-friendly resource for consolidated regulations that are updated quickly and frequently.

Tell me more | Already a subscriber

Available on SelectRegs.com

Our fast and easy means of purchasing up-to-date global vehicle and component standards and regulations on a pay-as-you-go basis. Pay securely by credit card and your documents are delivered directly and immediately to your computer as PDF files.

Tell me more | Go straight to site

vehicle, test, speed, engine, system, exhaust, air, fuel, vehicles, dynamometer, type, mass, table, flow, gas, annex, reference, temperature, dilution, paragraph, appendix, part, filter, chassis, sampling, sample, calibration, emissions, maximum, gear, time, cycle, pump, pressure, requirements, control, unit, measured, wmtc, concentration, particulate, jis, resistance, carbon, calculated, running, emission, means, measurement, set

ECE/TRANS/180/Add.2/Amend.5
September 5, 2022
GLOBAL REGISTRY
Created on November 18, 2004, Pursuant to Article 6 of the
AGREEMENT CONCERNING THE ESTABLISHING OF GLOBAL TECHNICAL
REGULATIONS FOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH
CAN BE FITTED AND/OR BE USED ON WHEELED VEHICLES
(ECE/TRANS/132 and Corr.1)
DONE AT GENEVA ON JUNE 25, 1998
Addendum:
GLOBAL TECHNICAL REGULATION NO. 02
MEASUREMENT PROCEDURE FOR TWO-WHEELED MOTORCYCLES EQUIPPED WITH A
POSITIVE OR COMPRESSION IGNITION ENGINE WITH REGARD TO THE EMISSION OF
GASEOUS POLLUTANTS, CO EMISSIONS AND FUEL CONSUMPTION
(ESTABLISHED IN THE GLOBAL REGISTRY ON JUNE 22, 2005)
Incorporating:
Amendment 1
dated January 29, 2008
Corrigendum 1
dated September 9, 2009
Corrigendum 2
dated September 9, 2009
Amendment 2
dated October 28, 2011
Amendment 3
dated June 27, 2013
Amendment 4
dated February 3, 2020
Amendment 5
dated September 5, 2022

---

4. Common appendixes
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Appendix 5a
Appendix 5b
Appendix 6
Appendix 7
Appendix 8
Appendix 9
Appendix 10
Appendix 11
Appendix 12
Appendix 13
Symbols and Abbreviations
Reference fuels
Test vehicle requirements for Test types I, II and VII
Classification of equivalent inertia mass and running resistance, applicable for
two- and three-wheeled vehicles (table method)
Road tests of two- and three-wheeled vehicles equipped with one wheel on the
powered axle or with twinned wheels for the determination of test bench settings
Road tests of two- and three-wheeled vehicles equipped with two wheels on the
powered axle for the determination of test bench settings
Chassis dynamometer system
Exhaust dilution system
Vehicle propulsion unit family with regard to environmental performance
demonstration tests
Information document containing the essential characteristics of the propulsion
units and the pollutant control systems
Template form to record coast down times
Template form to record chassis dynamometer settings
Driving cycles for the Test Type I
Explanatory note on the gearshift procedure

---

5. Amendment 5 to UN GTR No. 2 covers three test types related to tailpipe emissions:
A1. Test Type I: Tailpipe Emissions After Cold Start
6. To monitor the gaseous pollutant emissions a vehicle produces when in general use,
Test Type I defines a test procedure in a cold start and performing an appropriate
driving cycle in a chassis dynamometer which has been designed for that class of
vehicle, while taking into consideration the requirements of test repeatability and
reproducibility.
A2. Test Type II: Tailpipe Emissions at Idle (PI Engine) and Free Acceleration Test (CI
Engine)
7. To test low idle and high idle emissions referred to in road worthiness testing,
Test Type II defines a test procedure at two idle engine speeds for vehicles equipped
with PI engines to measure the emissions of CO and HC and a test procedure at free
acceleration for vehicles equipped with CI engines to measure opacity which is
indirectly representative of particulate matter emissions for CI vehicles.
A3. Test Type VII: Energy Efficiency, i.e. CO Emissions and Fuel Consumption
8. To provide information required by consumers to judge the energy efficiency and
running costs and practicality of a vehicle, Test Type VII measures for publication and
inclusion in vehicle literature, the energy efficiency with respect to CO emissions and
fuel consumption.
9. The base UN GTR No. 2 builds on the work of the WMTC Informal Working Group
(IWG), its deliberations and conclusions, provided in the group's Technical Report
(ECE/TRANS/180/Add.2/Appendix 1) which produced its last amendment on the base
UN GTR in 2011. Amendment 5 to UN GTR No. 2 is based on the work of the
Informal Working Group (IWG) on Environmental and Propulsion unit Performance
Requirements of L-category vehicles (EPPR), which held its first meeting during the
65th GRPE in January 2013 sponsored by the European Commission (EC).
B. PROCEDURAL BACKGROUND
10. The original work on the base UN GTR No. 2 started in May 2000 with the
establishment of the WMTC Informal Working Group. At the UNECE Working Party
on Pollution and Energy (GRPE) 45th session in January 2003, a formal proposal by
Germany for the establishment of a UN GTR was approved for presentation to the
Executive Committee for the 1998 Agreement (AC.3). At its session on
November 13, 2003, the proposal from Germany was also approved as a UN GTR
project by AC.3.
11. The base UN GTR No. 2 was approved by AC.3 in June 2005. Amendment 1 to the
base UN GTR No. 2 was approved by AC.3 in November 2007. The draft text of
Amendment 2 to UN GTR No. 2 on the introduction of performance requirements
(limit values for pollutant emissions for vehicles fitted with gasoline engines) was
approved by GRPE in January 2011, subject to final decisions concerning the format
of the text by AC.3.

---

(c)
EU:
(i)
(ii)
Regulation (EU) No. 168/2013 adopted in the course of 2013, amended
by Regulation (EU) No. 2019/129 and Regulation (EU) No. 2020/1694,
as well as the delegated act on environmental and propulsion unit
performance requirements.
Regulation (EU) No. 134/2014 (REPPR), amended by Regulation (EU)
No. 2016/1824 and Regulation (EU) No. 2018/295, setting out technical
provisions and environmental performance test procedures.
(d)
India:
(i) MoSRT&H/CMVR/TAP-115/116, Central Motor Vehicle Rule No. 115
and AIS 137 Part 1;
(ii) Government of India Gazette Notifications: GSR 889 (E) dt. 19.09.2016
and GSR 881 (E) 26.11.2019
(e)
Japan:
(i)
(ii)
Road vehicle Act, Article 41 "Systems and Devices of Motor Vehicles";
Safety Regulations for Road Vehicles, Article 31 "Emission Control
Devices";
(f)
United States of America:
(i) Title 40 U.S. Code of Federal Regulations (CFR) Part 86 Subpart E & F;
(g)
ISO standards:
(i)
(ii)
(iii)
ISO 11486 (Motorcycles – Chassis dynamometer setting method);
ISO 6460 (gas sampling and fuel consumption);
ISO 4106 (Motorcycles – Engine test code – Net power);
19. Most of these regulations had been in existence for many years and the methods of
measurement varied significantly. The technical experts were familiar with these
requirements and discussed them in their working sessions. The IWG on EPPR
therefore considered that to be able to determine a two-wheeled vehicle's real impact
on the environment, in terms of its exhaust pollutant emissions and energy efficiency,
the test procedure and consequently the UN GTR No. 2 needs to represent modern,
real-world vehicle operation.

---

26. The fourth and final stage of the study involved a review of the proposed harmonised
test procedures by the EC, and following further discussion this feedback was
incorporated and a final set of iterations undertaken, which form the technical content
of the EC's proposals to revise and supplement UN GTR No. 2 and which were made
available as working documents to be discussed and agreed by the IWG on EPPR.
27. The outcome of this work was, among others, the development of a new proposal to
amend UN GTR No. 2 based on the consolidation of existing global legislation and
up-to-date technical provisions.
D. DISCUSSION OF THE ISSUES ADDRESSED BY THE UN GTR
28. Amendment 4 to UN GTR No. 2 brings together the tailpipe pollutant and CO
emissions related Test Types I, II and VII. This latter mentioned Test Type VII verifies
the energy efficiency of the light motor vehicle in terms of setting out a test procedure
required to determine the CO emissions and fuel consumption of vehicles equipped
with a combustion engine.
29. The process used to develop this UN GTR was based on reaching consensus in
order to allow this UN GTR to fulfil the requirements of different regions of the world.
30. The durability requirements (Test Type V) were outside the scope of the informal
group's mandate within the development of the Amendment 4 to UN GTR No. 2.
However, Contracting Parties were expressly permitted within this section to specify
durability requirements and/or useful life provisions in their national or regional
legislation in relation to the emission limits set out in Paragraph 33. in this UN GTR. A
new UN GTR on durability of pollution control devices of two-wheeled vehicles (Test
Type V) will be formulated by the IWG on EPPR with harmonised test procedure and
will use Amendment 4 to UN GTR No. 2 to verify the tailpipe emissions.
31. In the development of Amendment 4 to UN GTR No. 2, specific technical issues were
raised, discussed, and resolved, which are examined in the Technical Report. The
IWG on EPPR after long discussions took the decision that the basic text to work with
was the Regulation (EU) 168/2013, recently amended by Regulation (EU) 2019/129
(Euro 5 emission test provisions/technical requirements) and Regulation
(EU) 134/2014, as amended by Regulations (EU) 2016/1824 and Regulation
(EU) 2018/295.
32. In the development of Amendment 5 to UN GTR No. 2, further technical issues, which
are examined in the Technical Report, were raised, discussed and resolved. The IWG
on EPPR took the decision to add the definition of twinned wheeled vehicles for
clarification, to extend the scope to three-wheeled vehicles (with the exception of the
low-powered Indian specific ones), to extend the scope to alternative fuels (notably
CNG and LPG) and to align to UN GTR No. 15 on WLTP to the extent possible for the
sake of harmonization.
33. The main resolutions agreed by the IWG on EPPR and the technical background are
addressed in the Technical Report accompanying Amendment 5 to UN GTR No. 2.

---

II.
TEXT OF THE UN GTR
1. PURPOSE
1.1. This Regulation provides a worldwide-harmonized measurement method for the
determination of the levels of gaseous and particulate pollutant emissions at the tailpipe, the
emissions of carbon dioxide and the energy efficiency in terms of fuel consumption of
following vehicles that are representative for real world vehicle operation:
(a)
two-wheeled vehicles, and
2. SCOPE
(b)
three-wheeled vehicles with power-to-mass ratio >22(W/kg)
and maximum design
speed >70km/h.
2.1. Two- and three-wheeled vehicles equipped with a propulsion unit in accordance with
Table 1:
Table 1
Scope with Regard to the Propulsion Unit and Fuel Type
Propulsion unit and fuel type Test Type I Test Type II Test Type VII
Petrol Yes Yes Yes
Vehicle with
PI engine
Mono-fuel
Bi-fuel
LPG Yes Yes Yes
NG / Biomethane Yes Yes Yes
Petrol
Petrol
LPG
NG /
Biomethane
Yes
(Both Fuels)
Yes
(Both Fuels)
Yes
(Both Fuels)
Yes
(Both Fuels)
Yes
(Both Fuels)
Yes
(Both Fuels)
Vehicle with
CI engine
Mono-fuel Diesel Yes Yes Yes
For this purpose, power-to-mass ratio means the ratio of the maximum power (in watts) to unladen
mass (in kg) of vehicle as declared by manufacturer.

---

3.3. Class 1
Vehicles that fulfil the following specifications in Table 3 belong to Class 1
Table 3
Classification Criteria for Class 1 Two- and Three-wheeled Vehicles
50cm < Engine Capacity < 150cm and v ≤ 50km/h
Class 1
Or
Engine Capacity < 150cm and 50km/h < v
< 100km/h
3.4. Class 2
Vehicles that fulfil the following specifications in Table 4 belong to Class 2 and shall be
sub-classified in:
Table 4
Sub-classification Criteria for Class 2 Two- and Three-wheeled Vehicles
Engine Capacity <150cm and 100km/h ≤v <115km/h
Sub-class 2-1
Or
3.5. Class 3
Engine Capacity ≥ 150cm and v
< 115km/h
115km/h ≤ v < 130km/h Sub-class 2-2
Vehicles that fulfil the following specifications in Table 5 belong to Class 3 and shall be
sub-classified in:
Table 5
Sub-classification Criteria for Class 3 Two-wheeled Vehicles
130km/h ≤ v < 140km/h Sub-class 3-1
v ≥ 140km/h Sub-class 3-2
3.6. A Contracting Party may choose Class 0 vehicles to be excluded from the contracting
party's regulation

---

4.12. "Drive train control unit" means the on-board computer that partly or entirely controls the
drive train of the vehicle;
4.13. "Driver mass" means the nominal mass of a driver that shall be 75kg (subdivided into 68kg
occupant mass at the seat and 7kg luggage mass in accordance with ISO
Standard 2416-1992);
4.14. "Electronic throttle control" (ETC) means the control system consisting of sensing of
driver input via the accelerator pedal or handle, data processing by the control unit(s),
resulting actuation of the throttle and throttle position feedback to the control unit in order to
control the air charge to the combustion engine;
4.15. "Engine and vehicle characteristics": Subject to the provisions of Paragraph 1.1 of
Appendix 3 to Annex 4, the engine and vehicle characteristics as defined in Appendix 9 to
Annex 4 to this Regulation;
4.16. "Engine capacity" means:
(a)
(b)
for reciprocating piston engines, the nominal engine swept volume;
for rotary-piston (Wankel) engines, double the nominal engine swept volume;
4.17. "Engine control unit" means an on-board computer that partly or entirely controls the
engine(s) and all emission related devices/systems of the vehicle;
4.18. "Equivalent inertia" determined in relation to the reference mass as defined in
Paragraph 4.36 to this Regulation;
4.19. "Exhaust emissions" means emissions of gaseous pollutants and particulate matter from
the tailpipe;
4.20. "Exhaust gas recirculation (EGR) system" means a part of the exhaust gas flow led back
to the combustion chamber of an engine in order to lower the combustion temperature;
4.21. "Forced Induction System" is the process of delivering compressed air/air-fuel mixture to
the intake of an internal combustion engine;
4.21.1. "Super-charger" means an intake air/air fuel mixture compressor run by any means other
than engine exhaust and used for forced induction of a combustion engine, thereby
increasing propulsion unit performance;
4.21.2. "Turbocharger" means an exhaust gas turbine-powered centrifugal compressor boosting
the amount of air charge into the combustion engine, thereby increasing the propulsion unit
performance;
4.22. "Fuel consumption" means the amount of fuel consumed, calculated by the carbon
balance method:
4.23. "Gaseous pollutants" means carbon monoxide (CO), oxides of nitrogen (NO ) expressed
in terms of nitrogen dioxide (NO ) equivalence, and hydrocarbons (HC), assuming a ratio of:
C H for petrol,
C H for diesel fuel.

---

4.38. "Sensor" means a converter that measures a physical quantity or state and converts it into
an electric signal that is used as input to a control unit;
4.39. "Stop-start system" means automatic stop and start of the propulsion unit;
4.40. "Tailpipe emissions" means the emission of gaseous pollutants and particulate matter at
the tailpipe of the vehicle;
4.41. "Unladen mass" (m ) means the nominal mass of a complete vehicle as determined by the
following criteria:
Mass of the vehicle with bodywork and all factory fitted equipment, electrical and auxiliary
equipment for normal operation of vehicle, including liquids, tools, fire extinguisher, standard
spare parts, chocks and spare wheel, if fitted.
The fuel tank shall be filled to at least 90% of rated capacity and the other liquid containing
systems to 100% of the capacity specified by the manufacturer.
4.42. "Useful life" means the relevant period of distance and/or time over which compliance with
the relevant gaseous and particulate emission limits has to be assured.
4.43. "Alternative fuel vehicle" means a vehicle designed to run on at least one type of fuel that
is either gaseous at atmospheric temperature and pressure, or substantially non-mineral oil
derived;
4.44. "Gaseous fuel system" means a system composed of gaseous fuel storage, fuel supply,
metering and control components fitted to an engine in order to allow the engine to run on
LPG, CNG or hydrogen as a mono-fuel, bi-fuel or multi-fuel application;
4.45. "Mono fuel vehicle" means a vehicle that is designed to run primarily on one type of fuel;
4.46. "Mono fuel gas vehicle" means a mono fuel vehicle that primarily runs on LPG,
NG/biomethane, or hydrogen but may also have a petrol system for emergency purposes or
starting only, where the petrol tank does not contain more than 2L of petrol in case of
two-wheeled vehicle and 3L in case of three-wheeled vehicle;
4.47. "LPG" means liquefied petroleum gas which is composed of propane and butane liquefied
by storage under pressure;
4.48. "NG" means natural gas containing a very high methane content;
4.49. "Biomethane" means a renewable natural gas made from organic sources that starts out
as 'biogas' but then is cleaned up in a process called 'biogas to biomethane' which removes
the impurities in biogas such as carbon dioxide, siloxanes and hydrogen sulphides (H2S);
4.50. "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that can run
part-time on two different fuels and is designed to run on only one fuel at a time;
4.51. "Bi-fuel gas vehicle" means a bi-fuel vehicle that can run on petrol and also on either LPG,
NG/biomethane or hydrogen;

---

6.
NOMENCLATURE
6.1.
Wherever required, values shall be rounded-off as follows:
When the digit next beyond that last place to be retained, is
(a)
less than 5, retain the last digit unchanged. (e.g. 1.243 becomes 1.24);
(b)
greater than 5, increase the last digit by one. (e.g. 1.246 becomes 1.25);
(c)
equals 5, and there are no digits beyond this, or only zeros, increase the last digit by
one, if the last digit is odd (e.g. 1.235 becomes 1.24) and retain the last digit
unchanged if it is even (e.g. 1.245 becomes 1.24);
(d) equals 5, and there are digits beyond this, increase the last digit by one. (e.g. 1.2451
becomes 1.25).
6.2. Throughout this document the decimal sign is a full stop (period) "." and if used, the
thousands separator is a comma ",".
6.3. Temperature shall be measured in °C. Wherever temperature conversion is required in K for
calculation purpose, the following equivalence shall be used, 0°C = 273.15K.
7. PERFORMANCE REQUIREMENTS FOR THE TEST TYPE I OF A TWO- AND
THREE-WHEELED VEHICLE
7.1. The principal requirements of performance are set out in Paragraph 7.2 for two-and
three-wheeled vehicles. Contracting Parties may also accept compliance with one or more
of the alternative performance requirements set out in Paragraph 7.3 for two- and
three-wheeled vehicles.
7.2. Principal Performance Requirements
The gaseous pollutant emissions for each class of two- and three-wheeled vehicle set out in
Paragraph 3, obtained when tested in accordance with the applicable test cycle specified in
Appendix 12 to Annex 4, shall not exceed the pollutant tailpipe emission limit values
specified in Table 6.
Class
Table 6
Principal Performance Requirements
Limits (mg/km)
CO THC (HC) NMHC NO PM
PI 1,000 100 68 60 4.5 (only for DI)
CI 500 100 68 90 4.5
Note:

---

1. INTRODUCTION
ANNEX 1
TEST TYPE I, EXHAUST EMISSIONS AFTER COLD START
1.1. This Annex provides a harmonised method for the determination of the levels of
gaseous pollutant emissions and particulate matter collected at the tailpipe, the
emissions of carbon dioxide and is referred to in Annex 3 to determine the energy
efficiency in terms of fuel consumption of the vehicle types within the scope of this UN
GTR that are representative for real world vehicle operation.
1.2. The results may form the basis for limiting gaseous pollutants, to report carbon
dioxide and the energy efficiency of the vehicle in terms of fuel consumption by the
manufacturer within the environmental performance certification procedures in a
robust and harmonised way.
2. GENERAL REQUIREMENTS
2.1. The components liable to affect the emission of gaseous pollutants, carbon dioxide
emissions and affecting the energy efficiency of the vehicle shall be so designed,
constructed and assembled as to enable the vehicle in normal use, despite the
vibration to which it may be subjected, to comply with the provisions of this UN GTR.
Note 1:
The symbols used in Annex 1, Annex 2 and Annex 3 are summarised in
Appendix 1 to Annex 4.
3. TEST CONDITIONS
3.1. Test Room
3.1.1. The test room with the chassis dynamometer and the gas sample collection device
shall have a temperature of 25 ± 5°C. The room temperature shall be measured in the
vicinity of the vehicle cooling blower (fan) before and after the Test Type I.
3.1.2. The absolute humidity (Ha) of either the air in the test cell or the intake air of the
engine shall be measured, recorded and correction factors for NO shall be applied.
3.1.2.1. Humidity Correction Factor
(reserved)
3.1.3. The soak area shall have a temperature of 25 ± 5°C and be such that the test vehicle
which has to be preconditioned can be parked in accordance with Paragraph 4.2.4 of
Annex 1.
3.2. WMTC, Test Cycle Parts
The WMTC test cycle (vehicle speed patterns) for Type I, VII and VIII environmental
tests consist of up to three parts as set out in Appendix 12 to Annex 4. Depending on
the vehicle classification in terms of engine displacement and maximum design
vehicle speed in accordance with Paragraph 3 of this Regulation, the following WMTC
test cycle parts in Table A1/1 shall be run.

---

Table A1/2
Reference Fuels to be Used of the Principal and Alternative Norms
Performance requirement
Principal Norm requirement
Alternative A
Alternative B
Alternative C
See
Table A4.App2/4
Table A4.App2/6
Table A4.App2/1
Table A4.App2/3
Table A4.App2/8
Table A4.App2/9
See
Table A4.App2/2
Table A4.App2/8
Table A4.App2/9
See
Table A4.App2/4
Table A4.App2/8
Table A4.App2/9
See
Table A4.App2/4
Table A4.App2/8
Table A4.App2/9
Reference fuel specification
of Appendix 2 to Annex 4
3.4. Test Type I Procedure
3.4.1. Driver
The test driver shall have a mass of 75kg ± 5kg.
3.4.2. Test Bench Specifications and Settings
3.4.2.1. The chassis dynamometer shall have a single roller in the transverse plane with a
diameter of at least 400mm, alternatively, a chassis dynamometer equipped with two
rollers on a single axle in the transverse plane (one for each wheel) is permitted when
testing a vehicle with two driven wheels.
3.4.2.2. The dynamometer shall be equipped with a roller revolution counter for measuring
actual distance travelled.
3.4.2.3. Dynamometer flywheels or other means shall be used to simulate the inertia specified
in Paragraph 4.2.2.
3.4.2.4. The dynamometer rollers shall be clean, dry and free from anything which might
cause the tyre(s) to slip.

---

Key
1
exhaust gas
P
positive displacement pump
2
dilution air
P , P sampling pumps
3
dilution air filter
R , R flowmeters
4
dilution tunnel
S , S sampling bags
5
heating exchanger
S , S sampling probes
6
diversion valve
T
temperature gauge
7
motor
V , V valves
8
continuous sampling probe
to HFID; special sampling line when HFID is used.
CT
revolution counter
to atmosphere.
F , F filters
g , g pressure gauges
to exhaust pump.
to analysing system.
to PM; special sampling line when PM is used.

---

Schematic Diagram for the Representative Open Type CVS System with CFV
Key
1
motorcycle exhaust pipes
F , F
filters
2
dilution tunnel
P , P sampling pumps
3
diversion valve
R , R flowmeters
4
continuous sampling probe
S , S sampling bags
5
sampling venturi
S , S sampling probes
6
main critical flow venturi
T
temperature gauge
7
blower
V , V valves
8
calculator
to HFID; special sampling line when HFID is used.
9
integrator
to atmosphere.
10
pressure gauge
to exhaust pump.
11
cyclone
to analysing system.
to PM; special sampling line when PM is used.
to PN; special sampling line when PN is used.
Figure A1/1b
An Example of Open-type System for Sampling Gases and Measuring their Volume
3.4.3.2. A connecting tube shall be placed between the device and the exhaust gas sampling
system. This tube and the device shall be made of stainless steel, or of some other
material which does not affect the composition of the gases collected and which
withstands the temperature of these gases.
3.4.3.3. Positive Displacement Pump (PDP)
3.4.3.3.1. A positive displacement pump (PDP) full flow exhaust dilution system satisfies the
requirements of this Annex by metering the flow of gas through the pump at constant
temperature and pressure. The total volume is measured by counting the revolutions
made by the calibrated positive displacement pump. The proportional sample is
achieved by sampling with pump, flow meter and flow control valve at a constant flow
rate.

---

The bag material shall be such as to affect neither the measurements themselves nor
the chemical composition of the gas samples by more than ±2% after 30min (e.g.,
laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons).
3.4.3.8.2. The bags shall have an automatic self-locking device and shall be easily and tightly
fastened either to the sampling system or the analysing system at the end of the test.
3.4.3.9. A revolution counter shall be used to count the revolutions of the positive
displacement pump throughout the test.
Note 2:
Note 3:
Note 4:
Attention shall be paid to the connecting method and the material or
configuration of the connecting parts, because each section (e.g. the
adapter and the coupler) of the sampling system can become very hot. If
the measurement cannot be performed normally due to heat damage to
the sampling system, an auxiliary cooling device may be used as long as
the exhaust gases are not affected.
With open type devices, there is a risk of incomplete gas collection and
gas leakage into the test cell. There shall be no leakage throughout the
sampling period.
If a constant volume sampler (CVS) flow rate is used throughout the test
cycle that includes low and high vehicle speeds all in one (i.e. part 1, 2
and 3 cycles), special attention shall be paid to the higher risk of water
condensation in the high vehicle speed range.
3.4.3.10. Particulate Mass Emissions Measurement Equipment
3.4.3.10.1. Specification
3.4.3.10.1.1. System Overview
3.4.3.10.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP) located in the
dilution tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate
regulators and measuring units. See Figure A1/2 and Figure A1/3.
3.4.3.10.1.1.2. A particle size pre-classifier (PCF) (e.g. cyclone or impactor) may be used. In such
case, it is recommended that it is employed upstream of the filter holder. However, a
sampling probe, acting as an appropriate size classification device such as that
shown in Figure A1/4, is acceptable.
3.4.3.10.1.2. General Requirements
3.4.3.10.1.2.1. The sampling probe for the test gas flow for particulates shall be so arranged within
the dilution tunnel that a representative sample gas flow can be taken from the
homogeneous air/exhaust mixture and shall be upstream of a heat exchanger (if any).
3.4.3.10.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow of diluted
exhaust gas in the dilution tunnel to within a tolerance of ±5% of the particulate
sample flow rate. The verification of the proportionality of the PM sampling should be
made during the commissioning of the system and as required by the responsible
authority.

---

3.4.3.10.1.2.9. The accuracy of the flow meters used for the measurement and control of the double
diluted exhaust passing through the particulate collection filters and for the
measurement/control of secondary dilution air shall be sufficient so that the
differential volume shall meet the accuracy and proportional sampling requirements
specified for single dilution. The requirement that no condensation of the exhaust gas
should occur in the CVS dilution tunnel, diluted exhaust flow rate measurement
system, CVS bag collection or analysis systems shall also apply in the case of double
dilution systems.
3.4.3.10.1.2.10. Each flow meter used in a particulate sampling and double dilution system shall be
subjected to a linearity verification as required by the instrument manufacturer.
Figure A1/2
Particulate Sampling Filter

---

3.4.3.10.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream of the
exhaust gas inlet to the tunnel and have an internal diameter of at least 8mm.
If more than one simultaneous sample is drawn from a single sample probe, the flow
drawn from that probe shall be split into identical sub-flows to avoid sampling
artefacts.
If multiple probes are used, each probe shall be sharp-edged, open-ended and facing
directly into the direction of flow. Probes shall be equally spaced around the central
longitudinal axis of the dilution tunnel, with the spacing between probes at least 5cm.
3.4.3.10.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe
diameters, but shall not exceed 2,000mm.
3.4.3.10.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter
holder assembly. The pre-classifier 50% cut point particle diameter shall be between
2.5μm and 10μm at the volumetric flow rate selected for sampling particulate mass
emissions. The pre-classifier shall allow at least 99% of the mass concentration of
1μm particles entering the pre-classifier to pass through the exit of the pre-classifier at
the volumetric flow rate selected for sampling PM.
3.4.3.10.1.3.1.5. Particle Transfer Tube (PTT)
3.4.3.10.1.3.1.5.1. Any bends in the PTT shall be smooth and have the largest possible radii.
3.4.3.10.1.3.1.6. Secondary Dilution
3.4.3.10.1.3.1.6.1. As an option, the sample extracted from the CVS for the purpose of PM measurement
may be diluted at a second stage, subject to the following requirements:
(a)
(b)
(c)
(d)
Secondary dilution air shall be filtered through a medium capable of reducing
particles in the most penetrating particle size of the filter material by ≥99.95%,
or through a HEPA filter of at least Class H13 of EN 1822:2009. The dilution air
may optionally be charcoal scrubbed before being passed to the HEPA filter. It
is recommended that an additional coarse particle filter is situated before the
HEPA filter and after the charcoal scrubber, if used.
The secondary dilution air should be injected into the PTT as close to the outlet
of the diluted exhaust from the dilution tunnel as possible.
The residence time from the point of secondary diluted air injection to the filter
face shall be at least 0.25s, but no longer than 5s.
If the double diluted PM sample is returned to the CVS, the location of the
sample return shall be selected so that it does not interfere with the extraction
of other samples from the CVS.

---

3.4.3.10.1.3.4. Weighing Chamber (or Room) and Analytical Balance Specifications
3.4.3.10.1.3.4.1. Weighing Chamber (or Room) Conditions
(a)
(b)
(c)
(d)
(e)
The temperature of the chamber (or room) in which the particulate filters are
conditioned and weighed shall be maintained to within 22°C ± 2°C, 22°C ± 1°C
if possible (295.15K ± 2K, 295.15K ± 1K if possible) during all filter conditioning
and weighing.
Humidity shall be maintained to a dew point of less than 10.5°C (283.65K) and
a relative humidity of 45% ± 8%.
Limited deviations from weighing temperature and humidity specifications will
be allowed provided their total duration does not exceed 30min in any one filter
conditioning period.
The levels of ambient contaminants in the chamber (or room) environment that
would settle on the particulate filters during their stabilization shall be
minimised.
During the weighing operation, no deviations from the specified conditions are
permitted.
3.4.3.10.1.3.4.1.1. Linear Response of an Analytical Balance
The analytical balance used to determine the filter weight shall meet the linearity
verification criterion of Table A1/3 below. This implies a precision (standard deviation)
of at least 2μg and a resolution of at least 1μg. 1 digit = 1μg). At least four
equally-spaced reference weights shall be tested. The zero value shall be within
±1μg.
Table A1/3
Analytical Balance Verification Criteria
Measurement
system
Intercept, b
Slope, m
Standard error SEE
Coefficient of
determination, r
PM Balance ≤1% max 0.99 – 1.01 ≤1% max ≥0.998
3.4.3.10.1.3.4.2. Buoyancy Correction
The sample and reference filter weights shall be corrected for their buoyancy in air.
The buoyancy correction is a function of sampling filter density, air density and the
density of the balance calibration weight, and does not account for the buoyancy of
the PM itself.
If the density of the filter material is not known, the following densities shall be used:
(a) PTFE coated glass fiber filter: 2,300kg/m ;
(b) PTFE membrane filter: 2,144kg/m ;
(c) PTFE membrane filter with polymethyl pentene support ring: 920kg/m .

---

3.4.3.10.1.4. Recommended System Description
Figure A1/5 is a schematic drawing of the recommended particulate sampling system.
Since various configurations can produce equivalent results, exact conformity with
this figure 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 component systems. Further components that are not
needed to maintain accuracy with other system configurations may be excluded if
their exclusion is based on good engineering judgment.
3.4.4. Driving Schedules
Figure A1/5
Particulate Sampling System
A sample of the diluted exhaust gas is taken from the full flow dilution tunnel (DT)
through the particulate sampling probe (PSP) and the particulate transfer tube (PTT)
by means of the pump (P). The sample is passed through the particle size
pre-classifier (PCF) and the filter holders (FH) that contain the particulate sampling
filters. The flow rate for sampling is set by the flow controller (FC).
3.4.4.1. Test Cycle WMTC
The WMTC test cycles (vehicle speed patterns vs. test time) for the Test Type I
consist of up to three parts, as laid down in Appendix 12 to Annex 4. The applicable
part of WMTC for each sub category shall be as per Paragraph 3.2 of this section.

---

3.4.4.2.2. If the acceleration capability of the vehicle is not sufficient to carry out the
acceleration phases or if the maximum design speed of the vehicle is lower than the
prescribed cruising vehicle speed within the prescribed limits of tolerances, the
vehicle shall be driven with the throttle fully open until the desired vehicle speed is
reached or at the maximum design vehicle speed achievable with fully opened throttle
during the time that desired vehicle speed exceeds the maximum design vehicle
speed. In both cases, Paragraph 3.4.4.2.1 is not applicable. The test cycle shall be
carried on normally when desired vehicle speed is again lower than the maximum
design speed of the vehicle.
3.4.4.2.3. If the period of deceleration is shorter than that prescribed for the corresponding
phase, due to the vehicle characteristics, desired vehicle speed shall be restored by a
constant vehicle speed or idling period merging into succeeding constant vehicle
speed or idling operation. In such cases, Paragraph 3.4.4.2.1 is not applicable.
3.4.4.2.4. Apart from these exceptions, the deviations of the roller speed (from which the actual
vehicle speed is calculated) in comparison to the desired vehicle speed of the cycles
shall meet the requirements described in Paragraph 3.4.4.2.1. If not, the test results
shall not be used for further analysis and the test run shall be repeated.
3.4.5. Gearshift Prescriptions for the WMTC Prescribed for the Test Cycles set out in
Appendix 13 to Annex 4
3.4.5.1. Test Vehicles Equipped with an Automatic Transmission
3.4.5.1.1. Vehicles equipped with transfer cases, multiple sprockets, etc., shall be tested in the
configuration recommended by the manufacturer for street or highway use.
3.4.5.1.2. Idle modes shall be run with automatic transmissions in "Drive" and the wheels
braked. After initial engagement, the selector shall not be operated at any time during
the test.
3.4.5.1.3. Automatic transmissions shall shift automatically through the normal sequence of
gears. The torque converter clutch, if applicable, shall operate as under real-world
conditions.
3.4.5.1.4. The deceleration modes shall be run in gear using brakes or throttle as necessary to
maintain the desired vehicle speed.
3.4.5.2. Test Vehicles Equipped with a Semi-automatic Transmission
3.4.5.2.1. Vehicles equipped with semi-automatic transmissions shall be tested using the gears
normally employed for driving, and the gear shift used in accordance with the
instructions in the owner's manual.
3.4.5.2.2. Idle modes shall be run with semi-automatic transmissions in "Drive" and the wheels
braked. After initial engagement, the selector shall not be operated at any time during
the test.

---

m is the reference mass in kg
n is the idling engine speed in min
s
ndv
is the rated engine speed in min
is the ratio between engine speed in min and vehicle speed in km/h in gear
i-2
The downshift desired vehicle speed from gear 3 to gear 2 (v
using the following equation:
) shall be calculated
(4)
where:
P
is the rated power in kW
m is the reference mass in kg
n is the idling engine speed in min
s
ndv
is the rated engine speed in min
is the ratio between engine speed in min and vehicle speed in km/h in
gear 1.
The downshift desired vehicle speed from gear 2 to gear 1 (v
using the following equation:
) shall be calculated
(5)
where:
ndv
is the ratio between engine speed in min and vehicle speed in km/h in
gear 2.

---

Gear choice for deceleration or cruise phases:
gear 1, if v < v
gear 2, if v < v
gear 3, if v ≤ v < v
gear 4, if v ≤ v < v
gear 5, if v ≤ v < v
gear 6, if v ≥ v
The clutch shall be disengaged, if:
(a)
the vehicle speed drops below 10km/h, or
(b) the engine speed drops below n + 0.03 x (s - n );
(c)
there is a risk of engine stalling during cold-start phase.
3.4.5.3.1.3. Step 3 – Corrections According to Additional Requirements
3.4.5.3.1.3.1. The gear choice shall be modified according to the following requirements:
(a)
(b)
(c)
no gearshift at a transition from an acceleration phase to a deceleration phase.
The gear that was used for the last second of the acceleration phase shall be
kept for the following deceleration phase unless the vehicle speed drops below
a downshift desired vehicle speed;
no upshifts or downshifts by more than one gear, except from gear 2 to neutral
during decelerations down to stop;
upshifts or downshifts for up to 4s are replaced by the gear before, if the gears
before and after are identical, e.g. 2 3 3 3 2 shall be replaced by 2 2 2 2 2, and
4 3 3 3 3 4 shall be replaced by 4 4 4 4 4 4;
In the cases of consecutive circumstances, the gear used longer takes over,
e.g. 2 2 2 3 3 3 2 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 2 3 3 3;
If used for the same time, a series of succeeding gears shall take precedence
over a series of preceding gears, e.g. 2 2 2 3 3 3 2 2 2 3 3 3 will be replaced by
2 2 2 2 2 2 2 2 2 3 3 3;
(d)
no downshift during an acceleration phase.

---

3.4.6.1.2.2. If the reference mass m cannot be equalised to the flywheel equivalent inertia mass
m , to make the target running resistance force F* equal to the running resistance
force F (which is to be set to the chassis dynamometer), the corrected coast-down
time ΔT may be adjusted in accordance with the total mass ratio of the target
coast-down time ΔT in the following sequence:
(9)
F = F* (11)
(10)
with
(12)
where:
m may be measured or calculated, in kilograms, as appropriate. As an alternative,
m may be estimated as 4% of m.
For measurement accuracy, see Table A1/4
3.4.6.2. Running Resistance Force derived from a Running Resistance Table or On Road
Coast Down
3.4.6.2.1. The chassis dynamometer may be set by the use of the running resistance table
instead of the running resistance force obtained by the coast-down method. In this
table method, the chassis dynamometer shall be set by the reference mass (m )
regardless of particular vehicle characteristics.
Note 6:
Care shall be taken when applying this method to vehicles with
extraordinary characteristics.
3.4.6.2.2. The flywheel equivalent inertia mass m shall be the equivalent inertia mass m
specified in Appendix 4, 5a or 5b to Annex 4 as applicable. The chassis dynamometer
shall be set by the rolling resistance of the non-driven wheels (a) and the aero drag
coefficient (b) specified in Appendix 4 to Annex 4, or determined in accordance with
the procedures set out in Appendix 5a or 5b to Annex 4.

---

4. TEST PROCEDURES
4.1. Description of the Test Type I
The test vehicle shall be subjected, according to its category, to Test Type I
requirements as specified in this Paragraph 4 and comply with the requirements set
out in Appendix 3 to Annex 4.
4.1.1. Test Type I (verifying the average emission of gaseous pollutants, PM for gasoline
direct injection and diesel vehicle, CO emissions and fuel consumption in a
characteristic driving cycle)
4.1.1.1. The test shall be carried out by the method described in Paragraph 4.2. The gases
shall be collected and analysed by the prescribed methods.
4.1.1.2. Number of Tests
4.1.1.2.1. The number of tests shall be determined as shown in Figure A1/7. R to R describe
the final measurement results for the first (No. 1) test to the third (No. 3) test and the
gaseous pollutant and PM. For carbon dioxide emission and fuel consumption refer
Annex 3 for number of tests.
4.1.1.2.2. In each test, the masses of the carbon monoxide, hydrocarbons, nitrogen oxides,
carbon dioxide and the fuel consumed during the test shall be determined. The mass
of particulate matter shall be determined only for vehicles equipped with a CI or a
direct injection PI combustion engine.

---

4.2. Test Type I
4.2.1. Introduction
Exhaust emissions may be sampled during preparation tests for Test Type I or during
verification tests for Test Types IV, VII or VIII but the results of these tests shall not be
used for the purpose of exhaust emission certification to satisfy the requirements set
out in Paragraph 4.1.1.2.2.
4.2.1.1. The Test Type I consists of prescribed sequences of dynamometer preparation,
fuelling, parking, and operating conditions.
4.2.1.2. The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen,
carbon dioxide, particulate matter mass emissions if applicable and fuel consumption
while simulating real-world operation. The test consists of engine start-ups and
vehicle operation on a chassis dynamometer, through a specified driving cycle. A
proportional part of the diluted exhaust emissions is collected continuously for
subsequent analysis, using a CVS.
4.2.1.3. Except in cases of component malfunction or failure, all emission-control systems
installed on or incorporated in a tested vehicle shall be functioning during all
procedures.
4.2.1.4. Background concentrations are measured for all emission constituents for which
emissions measurements are taken. For exhaust testing, this requires sampling and
analysis of the dilution air.
4.2.1.5. Background Particulate Mass Measurement
The particulate background level of the dilution air may be determined by passing
filtered dilution air through the particulate filter. This shall be drawn from the same
point as the particulate matter sample, if a particulate mass measurement is
applicable according to Paragraph 4.1.1.2.2. One measurement may be performed
prior to or after the test. Particulate mass measurements may be corrected by
subtracting the background contribution from the dilution system. The permissible
background contribution shall be ≤1mg/km (or equivalent mass on the filter). If the
background contribution exceeds this level, the default figure of 1mg/km (or
equivalent mass on the filter) shall be used. Where subtraction of the background
contribution gives a negative result, the particulate mass result shall be considered to
be zero.
4.2.2. Dynamometer Settings and Verification
4.2.2.1. Test Vehicle Preparation
The test vehicle shall comply with the requirements set out in Annex 4.
4.2.2.1.1. The manufacturer shall provide additional fittings and adapters, as required to
accommodate a fuel drain at the lowest point possible in the tanks as installed on the
vehicle, and to provide for exhaust sample collection.
4.2.2.1.2. The tyre pressures shall be adjusted to the manufacturer's specifications to the
satisfaction of the responsible authority or so that the speed of the vehicle during the
road test and the vehicle speed obtained on the chassis dynamometer are equal.

---

4.2.2.2.3. Total Friction Loss
The total friction loss F (v ) at the reference vehicle speed v is calculated using the
following equation:
4.2.2.2.4. Calculation of Power-absorption Unit Force
The force F (v ) to be absorbed by the chassis dynamometer at the reference
vehicle speed v is calculated by subtracting F (v ) from the target running resistance
force F*(v ) as shown in the following equation:
F (v ) = F* (v ) � F (v ) (18)
4.2.2.2.5. Chassis Dynamometer Setting
Depending on its type, the chassis dynamometer shall be set by one of the methods
described in Paragraphs 4.2.2.2.5.1 to 4.2.2.2.5.4. The chosen setting shall be
applied to the pollutant and CO emission measurements as well as fuel consumption
laid down in Appendix 1 to Annex 3.
4.2.2.2.5.1. Chassis Dynamometer with Polygonal Function
In the case of a chassis dynamometer with polygonal function, in which the
absorption characteristics are determined by load values at several specified vehicle
speed points, at least three specified vehicle speeds, including the reference vehicle
speed, shall be chosen as the setting points. At each setting point, the chassis
dynamometer shall be set to the value F (v ) obtained in Paragraph 4.2.2.2.4.
4.2.2.2.5.2. Chassis Dynamometer with Coefficient Control
In the case of a chassis dynamometer with coefficient control, in which the absorption
characteristics are determined by given coefficients of a polynomial function, the
value of F (v) at each specified vehicle speed shall be calculated by the procedure
in Paragraph 4.2.2.2.
Assuming the load characteristics to be:
F (v) = a ● v + b ● v + c (19)
where:
the coefficients a, b and c shall be determined by the polynomial regression method.
The chassis dynamometer shall be set to the coefficients a, b and c obtained by the
polynomial regression method.
(17)

---

4.2.2.2.6. Dynamometer Settings Verification
4.2.2.2.6.1. Verification Test
Immediately after the initial setting, the coast-down time ∆t on the chassis
dynamometer corresponding to the reference vehicle speed (v ) shall be measured
by the procedure set out in Appendix 4 or 5a to Annex 4 for a vehicle equipped with
one wheel on the powered axle or in Appendix 5b to Annex 4 for a vehicle with two
wheels on the powered axle. The measurement shall be carried out at least three
times, and the mean coast-down time ∆t shall be calculated from the results. The set
running resistance force at the reference speed, F (v ) on the chassis dynamometer
is calculated by the following equation:
4.2.2.2.6.2. Calculation of Setting Error
The setting error ε is calculated by the following equation:
(27)
The chassis dynamometer shall be readjusted if the setting error does not satisfy the
following criteria:
ε ≤ 2% for v ≥ 50km/h
ε ≤ 3% for 30km/h ≤ v < 50km/h
ε ≤ 10% for v < 30km/h
The procedure in Paragraphs 4.2.2.2.6.1 to 4.2.2.2.6.2 shall be repeated until the
setting error satisfies the criteria. The chassis dynamometer setting and the observed
errors shall be recorded. Template record forms are provided in the template in
accordance with Appendix 11 to Annex 4.
4.2.2.3. Chassis Dynamometer Preparation, if Settings are Derived from a Running
Resistance Table
4.2.2.3.1. The Specified Vehicle Speed for the Chassis Dynamometer
The running resistance on the chassis dynamometer shall be verified at the specified
vehicle speed v. At least four specified vehicle speeds shall be verified. The range of
specified vehicle speed points (the interval between the maximum and minimum
points) shall extend either side of the reference vehicle speed or the reference vehicle
speed range, if there is more than one reference vehicle speed, by at least Δv, as
defined in Appendix 4 to Annex 4 or Appendix 5a to Annex 4 for a vehicle equipped
with one wheel on the powered axle and in Appendix 5b to Annex 4 for a vehicle
equipped with two wheels on the powered axle. The specified vehicle speed points,
including the reference vehicle speed points, shall be at regular intervals of no more
than 20km/h apart.
(28)

---

Table A1/6
Instrument Calibration Intervals
Instrument checks Interval Criteria
Gas analyser linearization
(calibration)
Every six months
± 2% reading
Mid span Every six months ± 2%
CO NDIR:
CO /H O interface
Monthly
-1 to 3ppm
NO converter check Monthly > 95%
CH cutter check Yearly 98% of Ethane
FID CH response Yearly See Paragraph 5.1.1.4.4
FID air/fuel flow
NO/NO NDUV:
H O, HC interference
Microgram balance
linearity
At major maintenance
At major maintenance
Yearly or at major
maintenance
According to instrument
manufacturer
According to instrument
manufacturer
See
Paragraph 3.4.3.10.1.3.4.1.1
Non-dispersive infrared absorption analysers shall be checked at the same intervals
using nitrogen/CO and nitrogen/CO mixtures in nominal concentrations equal to 10,
40, 60, 85 and 90% of full scale.
4.2.3.2. Each normally used operating range shall be linearized by the following procedure:
4.2.3.2.1. The analyser linearization curve shall be established by at least five calibration points
spaced as uniformly as possible. The nominal concentration of the calibration gas of
the highest concentration shall be not less than 80% of the full scale.
4.2.3.2.2. The calibration gas concentration required may be obtained by means of a gas
divider, diluting with purified N or with purified synthetic air.
4.2.3.2.3. The linearization curve shall be calculated by the least squares method. If the
resulting polynomial degree is greater than 3, the number of calibration points shall be
at least equal to this polynomial degree plus 2.
4.2.3.2.4. The linearization curve shall not differ by more than ±2% from the nominal value of
each calibration gas.

---

Response factors shall be determined when introducing an analyser into service and
thereafter at major service intervals. The test gases to be used and the recommended
response factors are:
Methane and purified air:
1.00 < R < 1.15 or 1.00 < R < 1.05 for NG/
biomethane-fuelled vehicles
Propylene and purified air: 0.90 < R < 1.00
Toluene and purified air: 0.90 < R < 1.00
These are relative to a response factor (R ) of 1.00 for propane and purified air.
4.2.3.4.4. NO Converter Efficiency Test Procedure
4.2.3.4.4.1. Using the test set up as shown in Figure A1/8 and the procedure described below, the
efficiency of converters for the conversion of NO into NO shall be tested by means of
an ozonator as follows:
4.2.3.4.4.1.1. The analyser shall be calibrated in the most common operating range following the
manufacturer's specifications using zero and calibration gas (the NO content of which
shall amount to approximately 80% of the operating range and the NO concentration
of the gas mixture shall be less than 5% of the NO concentration). The NO analyser
shall be in the NO mode so that the calibration gas does not pass through the
converter. The indicated concentration shall be recorded.
4.2.3.4.4.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the calibration
gas flow until the concentration indicated is approximately 10% less than the
indicated calibration concentration given in Paragraph 4.2.3.4.4.1.1 above. The
indicated concentration (c) shall be recorded. The ozonator shall be kept deactivated
throughout this process.
4.2.3.4.4.1.3. The ozonator shall now be activated to generate enough ozone to bring the NO
concentration down to 20% (minimum 10%) of the calibration concentration given in
Paragraph 4.2.3.4.4.1.1 of this Annex. The indicated concentration (d) shall be
recorded.
4.2.3.4.4.1.4. The NO analyser shall then be switched to the NO mode, whereby the gas mixture
(consisting of NO, NO , O and N ) now passes through the converter. The indicated
concentration (a) shall be recorded.
4.2.3.4.4.1.5. The ozonator shall now be deactivated. The mixture of gases described in
Paragraph 4.2.3.4.4.1.2 of this Annex shall pass through the converter into the
detector. The indicated concentration (b) shall be recorded.

---

4.2.3.5.1. Flow Meter Calibration
The responsible authority shall check that a calibration certificate has been issued for
the flow meter demonstrating compliance with a traceable standard within a 12-month
period prior to the test, or since any repair or change which could influence
calibration.
4.2.3.5.2. Microbalance Calibration
The responsible authority shall check that a calibration certificate has been issued for
the microbalance demonstrating compliance with a traceable standard within a
12-month period prior to the test.
4.2.3.5.3. Reference Filter Weighing
To determine the specific reference filter weights, at least two unused reference filters
shall be weighed within 8h of, but preferably at the same time as, the sample filter
weighing. Reference filters shall be of the same size and material as the sample filter.
If the specific weight of any reference filter changes by more than ±5μg between
sample filter weighings, the sample filter and reference filters shall be reconditioned in
the weighing room and then reweighed.
This shall be based on a comparison of the specific weight of the reference filter and
the rolling average of that filter's specific weights.
The rolling average shall be calculated from the specific weights collected in the
period since the reference filters were placed in the weighing room. The averaging
period shall be between one day and 30 days.
Multiple reconditioning and re-weighings of the sample and reference filters are
permitted up to 80h after the measurement of gases from the emissions test.
If, within this period, more than half the reference filters meet the ±5μg criterion, the
sample filter weighing can be considered valid.
If, at the end of this period, two reference filters are used and one filter fails to meet
the ±5μg criterion, the sample filter weighing may be considered valid provided that
the sum of the absolute differences between specific and rolling averages from the
two reference filters is no more than 10μg.
If fewer than half of the reference filters meet the ±5μg criterion, the sample filter shall
be discarded and the emissions test repeated. All reference filters shall be discarded
and replaced within 48h.
In all other cases, reference filters shall be replaced at least every 30 days and in
such a manner that no sample filter is weighed without comparison with a reference
filter that has been in the weighing room for at least one day.
If the weighing room stability criteria outlined in Paragraph 3.4.3.10.1.3.4 are not met
but the reference filter weighings meet the criteria listed in Paragraph 4.2.3.5.3, the
vehicle manufacturer has the option of accepting the sample filter weights or voiding
the tests, fixing the weighing room control system and re-running the test.

---

4.2.4. Test Vehicle Preconditioning
4.2.4.1. The test vehicle shall be moved to the test area and the following operations
performed:
The fuel tanks shall be drained through the drains of the fuel tanks provided and
charged with the test fuel requirement as specified in Appendix 2 to Annex 4 to half
the capacity of the tanks.
The test vehicle shall be placed, either by being driven or pushed, on a dynamometer
and operated through the applicable test cycle as specified for the vehicle (sub-)
category in Appendix 12 to Annex 4. The vehicle need not be cold, and may be used
to set dynamometer power.
4.2.4.2. Practice runs over the prescribed driving schedule may be performed at test points,
provided an emission sample is not taken, for the purpose of finding the minimum
throttle action to maintain the proper vehicle speed-time relationship, or to permit
sampling system adjustments.
4.2.4.3. Within 5min of completion of preconditioning, the test vehicle shall be removed from
the dynamometer and may be driven or pushed to the soak area to be parked. The
vehicle shall be stored for between 6 and 36h prior to the cold start Test Type I or
until the engine oil temperature T or the coolant temperature T or the sparkplug
seat/gasket temperature T (only for air-cooled engine) equals the air temperature of
the soak area within 2°C.
4.2.4.4. For the purpose of measuring particulates, between 6 and 36h before testing, the
applicable test cycle set out in Appendix 12 to Annex 4 shall be conducted. The
technical details of the applicable test cycle are laid down in Appendix 12 to Annex 4
and the applicable test cycle shall also be used for vehicle pre-conditioning. Three
consecutive cycles shall be driven. The dynamometer setting shall be indicated as in
Paragraph 3.4.6.
4.2.4.5. At the request of the manufacturer, vehicles fitted with indirect injection
positive-ignition engines may be preconditioned with one Part One, one Part Two and
two Part Three driving cycles, if applicable, from the WMTC.
In a test facility where a test on a low particulate emitting vehicle could be
contaminated by residue from a previous test on a high particulate emitting vehicle, it
is recommended that, in order to pre-condition the sampling equipment, the low
particulate emitting vehicle undergo a 20min 120km/h steady state drive cycle or at
70% of the maximum design vehicle speed for vehicles not capable of attaining
120km/h followed by three consecutive Part Two or Part Three WMTC cycles, if
feasible.
After this preconditioning, and before testing, vehicles shall be kept in a room in which
the temperature remains relatively constant at 25 ± 5°C. This conditioning shall be
carried out for at least 6h and continue until the engine oil temperature and coolant, if
any, are within ±2.0°C of the temperature of the room.
If the manufacturer so requests, the test shall be carried out not later than 30h after
the vehicle has been run at its normal temperature.

---

4.2.5.1.8. If the test vehicle does not start during the warm start after 10s of cranking or ten
cycles of the manual starting mechanism, cranking shall cease, the test shall be
voided, the vehicle removed from the dynamometer, corrective action taken and the
vehicle rescheduled for test. The reason for the malfunction (if determined) and the
corrective action taken shall be reported.
4.2.5.1.9. If the engine "false starts", the operator shall repeat the recommended starting
procedure (such as resetting the choke, etc.)
4.2.5.2. Stalling
4.2.5.2.1. If the engine stalls during an idle period, it shall be restarted immediately and the test
continued. If it cannot be started soon enough to allow the vehicle to follow the next
acceleration as prescribed, the driving schedule indicator shall be stopped. When the
vehicle restarts, the driving schedule indicator shall be reactivated.
4.2.5.2.2. If the engine stalls during some operating mode other than idle, the driving schedule
indicator shall be stopped, the test vehicle restarted and accelerated to the vehicle
speed required at that point in the driving schedule, and the test continued. During
acceleration to this point, gearshifts shall be performed in accordance with
Paragraph 3.4.5.
4.2.5.2.3. If the test vehicle will not restart within 1min, the test shall be voided, the vehicle
removed from the dynamometer, corrective action taken and the vehicle rescheduled
for test. The reason for the malfunction (if determined) and the corrective action taken
shall be reported.
4.2.6. Drive Instructions
4.2.6.1. In case of multi-mode vehicles, the vehicle shall be tested in the worst case based on
the different tailpipe emissions. It may be in one mode or more than one mode. The
decision for the worst case will be based on the documentation provided by the
vehicle manufacturers and mutually agreed by the responsible authority.
4.2.6.2. The test vehicle shall be driven with minimum throttle movement to maintain the
desired vehicle speed. No simultaneous use of brake and throttle shall be permitted.
4.2.6.3. If the test vehicle cannot accelerate at the specified rate, it shall be operated with the
throttle fully opened until the roller speed (actual vehicle speed) reaches the value
prescribed for that time in the driving schedule.

---

(m)
(n)
(o)
(p)
(q)
(r)
before starting a new part, record the measured roll or shaft revolutions and
reset the counter or switch to a second counter. As soon as possible, transfer
the exhaust and dilution air samples to the analytical system and process the
samples according to Paragraph 5, obtaining a stabilised reading of the
exhaust bag sample on all analysers within 30min of the end of the sample
collection phase of the test;
turn the engine off 2s after the end of the last part of the test;
immediately after the end of the sample period, turn off the cooling fan;
turn off the constant volume sampler (CVS) or critical-flow venturi (CFV) or
disconnect the exhaust tube from the tailpipes of the vehicle;
disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle
from the dynamometer;
for comparison and analysis reasons, second-by-second emissions (diluted
gas) data shall be monitored as well as the bag results.
5. ANALYSIS OF RESULTS
5.1. Test Type I
5.1.1. Exhaust Emission Analysis
5.1.1.1. Analysis of the Samples Contained in the Bags
The analysis shall begin as soon as possible, and in any event not later than 30min
after the end of the tests, in order to determine:
(a)
(b)
the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides,
particulate matter if applicable and carbon dioxide in the sample of dilution air
contained in bag(s) B;
the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides, carbon
dioxide and particulate matter if applicable in the sample of diluted exhaust
gases contained in bag(s) A.
5.1.1.2. Calibration of Analysers and Concentration Results
The analysis of the results has to be carried out in the following steps:
(a)
(b)
(c)
(d)
prior to each sample analysis, the analyser range to be used for each pollutant
shall be set to zero with the appropriate zero gas;
the analysers are set to the calibration curves by means of span gases of
nominal concentrations of 70 to 100% of the range;
the analysers' zeroes are rechecked. If the reading differs by more than 2% of
range from that set in (b), the procedure is repeated;
the samples are analysed;

---

5.1.1.4.2. Total Volume of Diluted Gas (CFV)
The calibration procedure described in Appendix 7 to Annex 4 Paragraph 2.3.3 to
2.3.7.
Total volume of diluted gas is based on the flow equation for a critical-flow venturi:
where:
Q
=
flow in m /min;
K
=
calibration coefficient;
P
=
absolute pressure (kPa);
T
=
absolute temperature, Kelvin (K).
Gas flow is a function of inlet pressure and temperature.
where:
Q
=
flow-rate in m /min at 0°C and 101.3kPa;
T
=
temperature at the venturi inlet, Kelvin (K);
P
=
absolute pressure at the venturi inlet (kPa).
te = measuring time (s)

---

5.1.1.4.4. Non-methane Hydrocarbon (NMHC)
5.1.1.4.4.1. For methane measurement using a GC-FID, the non-methane hydrocarbon (NMHC)
concentration shall be calculated using the following equations:
where:
HC is the concentration of hydrocarbons (HC) in the diluted exhaust gas,
expressed in ppm carbon equivalent and corrected by the amount of HC
contained in the dilution air, defined in Paragraph 5.1.1.4.3.
Rf is the FID response factor to methane as defined in Paragraph 4.2.3.4.3.
CH is the concentration of methane (CH ) in the diluted exhaust gas, expressed in
ppm carbon equivalent, corrected to take account of the dilution air by the
following equation:
(34)
where:
CH is the concentration of methane expressed in parts per million (ppm), in the
sample of diluted gases collected in bag(s) A;
(35)
CH
is the concentration of methane expressed in parts per million (ppm), in the
sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in Paragraph 5.1.1.4.9.
5.1.1.4.4.2. The mass of non-methane hydrocarbon (NMHC) emitted by the exhaust of the vehicle
during the test shall be calculated using the following equation:
where:
(36)
NMHC
is the mass of non-methane hydrocarbon (NMHC) emitted during the test
part, in mg/km;
S is the distance defined in Paragraph 5.1.1.3;
V is the total volume, defined in Paragraph 5.1.1.4.1;
d is the density for NMHC which shall be equal to that of hydrocarbons at
reference temperature and pressure (0°C and 101.3kPa) and is
fuel-dependent;
NMHC
is the corrected concentration of the diluted exhaust gas, expressed in
ppm carbon equivalent.

---

(41)
where:
HC
is the concentration of HC expressed in parts per million (ppm), in the
sample of diluted gases flowing through the NMC, collected in bag(s) A;
HCH is the concentration of HC expressed in parts per million (ppm), in the
sample of dilution air flowing through the NMC, collected in bag(s) B;
DiF is the coefficient defined in Paragraph 5.1.1.4.9.
where:
HC
is the concentration of HC expressed in parts per million (ppm), in the
sample of diluted gases bypassing the NMC, collected in bag(s) A;
HCH
is the concentration of HC expressed in parts per million (ppm), in the
sample of dilution air bypassing the NMC, collected in bag(s) B;
DiF is the coefficient defined in Paragraph 5.1.1.4.9.
5.1.1.4.4.3.1. Conversion Efficiencies of the Non-methane Cutter (NMC)
The NMC is used for the removal of the non-methane hydrocarbons from the sample
gas by oxidizing 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 shall be determined and
used for the calculation of the NMHC emission.
5.1.1.4.4.3.2. Methane Conversion Efficiency
The methane/air calibration gas shall be flowed to the FID through the NMC and
bypassing the NMC and the two concentrations recorded. The efficiency shall be
determined using the following equations:
(42)
(43)
where:
HC is the HC concentration with CH flowing through the NMC, ppm C;
HC is the HC concentration with CH bypassing the NMC, ppm C.

---

(48)
where:
CO
is the concentration of carbon monoxide expressed in parts per million (ppm),
in the sample of diluted gases collected in bag(s) A;
CO is the concentration of carbon monoxide expressed in parts per million (ppm),
in the sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in Paragraph 5.1.1.4.9.
5.1.1.4.6. Nitrogen Oxides (NO )
The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test
shall be calculated using the following formula:
where:
NO is the mass of nitrogen oxides emitted during the test part, in mg/km;
S is the distance defined in Paragraph 5.1.1.3;
V is the total volume defined in Paragraph 5.1.1.4.1;
dNO is the density of the nitrogen oxides in the exhaust gases, assuming that they
will be in the form of nitric oxide, dNO = 2.0510mg/m at reference
temperature and pressure (0°C and 101.3kPa);
NO is the concentration of diluted gases, expressed in parts per million (ppm),
corrected to take account of the dilution air by the following equation:
(49)
NO
� NO
� NO
�
�
� 1 � �
� DiF�
�
1 (50)
where:
NO is the concentration of nitrogen oxides expressed in parts per million (ppm) of
nitrogen oxides, in the sample of diluted gases collected in bag(s) A;
NO is the concentration of nitrogen oxides expressed in parts per million (ppm) of
nitrogen oxides, in the sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in Paragraph 5.1.1.4.9;
K
is the humidity correction factor, calculated using the following formula:

---

Where correction for the particulate background level from the dilution system has
been used, this shall be determined in accordance with Paragraph 4.2.1.5. In this
case, the particulate mass (mg/km) shall be calculated as follows:
where exhaust gases are vented outside the tunnel;
(55)
where exhaust gases are returned to the tunnel;
where:
V
=
volume of tunnel air flowing through the background particulate filter
under standard conditions;
P = particulate mass collected by background filter;
DiF = dilution factor as determined in Paragraph 5.1.1.4.9.
Where application of a background correction results in a negative particulate mass
(in mg/km), the result shall be considered to be zero mg/km particulate mass.
5.1.1.4.8. Carbon Dioxide (CO )
The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall
be calculated using the following formula:
(56)
where:
CO is the mass of carbon dioxide emitted during the test part, in g/km;
S is the distance defined in Paragraph 5.1.1.3;
V is the total volume defined in Paragraph 5.1.1.4.1;
d is the density of the carbon monoxide, d = 1.96410 g/m at reference
temperature and pressure (0°C) and 101.3kPa);
(57)

---

In these equations:
C
=
concentration of CO in the diluted exhaust gas contained in the
sampling bag, expressed in percent by volume,
C
=
concentration of HC in the diluted exhaust gas contained in the sampling
bag, expressed in ppm carbon equivalent,
C
=
concentration of CO in the diluted exhaust gas contained in the sampling
bag, expressed in ppm,
5.1.1.5. Weighting of Test Type I Results
5.1.1.5.1. With repeated measurements (see Paragraph 4.1.1.2), the pollutant (mg/km), and
CO (g/km) emission results obtained by the calculation method described in
Paragraph 5.1.1 and fuel consumption determined according to Annex 3 are
averaged for each cycle part.
5.1.1.6. Weighting of WMTC Results
The (average) result of Part 1 or Part 1 reduced vehicle speed is called R1, the
(average) result of Part 2 or Part 2 reduced vehicle speed is called R2 and the
(average) result of Part 3 or Part 3 reduced vehicle speed is called R3. Using these
emission (mg/km), CO (g/km) and fuel consumption (l/100km) results, the final result
R , depending on the vehicle category as defined in Paragraph 3 of this Regulation,
shall be calculated using the following equations:
R = R ∙ w + R ∙ w (61)
R = R ∙ w + R ∙ w (62)
where:
w = weighting factor cold phase
w = weighting factor warm phase
R = R ∙ w + R ∙ w + R ∙ w (63)
where:
w = weighting factor phase n (n=1, 2 or 3)

---

(i)
(j)
recorder charts: identify zero point, span check, exhaust gas, and dilution air
sample traces;
test cell barometric pressure, ambient temperature and humidity;
Note 7:
A central laboratory barometer may be used; provided that
individual test cell barometric pressures are shown to be within
±0.1% of the barometric pressure at the central barometer
location.
(k)
(l)
(m)
pressure of the mixture of exhaust and dilution air entering the CVS metering
device, the pressure increase across the device, and the temperature at the
inlet. The temperature shall be recorded continuously or digitally to determine
temperature variations;
the number of revolutions of the positive displacement pump accumulated
during each test phase while exhaust samples are being collected. The number
of standard cubic meters metered by a critical-flow venturi (CFV) during each
test phase would be the equivalent record for a CFV-CVS;
the humidity of the dilution air.
Note 8:
If conditioning columns are not used, this measurement can be
deleted. If the conditioning columns are used and the dilution air is
taken from the test cell, the ambient humidity can be used for this
measurement;
(n)
(o)
(p)
(q)
(r)
the driving distance for each part of the test, calculated from the measured roll
or shaft revolutions;
the actual roller vehicle speed pattern for the test;
the gear use schedule for the test;
the emissions results of the Test Type I for each part of the test and the total
weighted test results;
the second-by-second emission values of the Test Type I, if deemed
necessary;
(s) the emissions results of the Test Type II (see Annex 2).

---

Table A1a/1
Calculation Ratio 'r' for LPG and NG/Biomethane Vehicles
Type(s) of fuel Reference fuels Calculation of 'r'
LPG and petrol (Certification B)
or LPG only (Certification D)
NG/biomethane
Fuel A
Fuel B
Fuel G20
Fuel G25
2.2. Exhaust Emissions Certification of a Member of the Propulsion Family
For the certification of mono-fuel gas vehicles and bi-fuel vehicles operating in gas mode,
fuelled by LPG, NG/biomethane, as a member of the propulsion family in Annex 4 -
Appendix 8, a Test Type I shall be performed with one gaseous reference fuel. For LPG and
NG/biomethane, this reference fuel may be either of the reference fuels in Annex 4 -
Appendix 2. The gas-fuelled vehicle is considered to comply if the following requirements are
met:"
2.2.1. The test vehicle shall comply with the definition of a propulsion family member in Annex 4 -
Appendix 8.
2.2.2. If the test fuel requirement is reference fuel A for LPG or G20 for NG/biomethane, the emission
result shall be multiplied by the relevant factor 'r' if r > 1; if r < 1, no correction is needed.
2.2.3. If the test fuel requirement is reference fuel B for LPG or G25 for NG/biomethane, the emission
result shall be divided by the relevant factor 'r' if r < 1; if r > 1, no correction is needed.
2.2.4. At the manufacturer's request, the Test Type I may be performed on both reference fuels, so
that no correction is needed.
2.2.5. The parent vehicle shall comply with the emission limits for the relevant category set out in
Paragraph 7 and for both measured and calculated emissions.
2.2.6. If repeated tests are conducted on the same engine, an average shall first be taken of the
results on reference fuel G20, or A, and those on reference fuel G25, or B; the 'r' factor shall
then be calculated from these averages.
2.2.7. During the Test Type I, the vehicle shall use only petrol for a maximum of 60 consecutive
seconds directly after engine crank and start when operating in gas-fuelling mode.

---

3.6. The Type II emission test shall be conducted immediately after the Type I emission test. In
any other event, if Test Type II test is required to be conducted independently of Type-I test,
the vehicle shall be warmed up until one of the following conditions is satisfied:
(a)
(b)
(c)
(d)
conditions at the end of Type 1 test or, if not feasible;
conditions according to ISO 17479 or, if not feasible;
lubricant temperature of at least 70°C; or
minimum of 600s of continuous driving under normal traffic conditions.
3.7. The exhaust outlets shall be provided with an air-tight extension, so that the sample probe
used to collect exhaust gases may be inserted at least 60cm into the exhaust outlet without
increasing the back pressure of more than 1.25kPa and without disturbing operation of the
vehicle. This extension shall be so shaped as to avoid any appreciable dilution of exhaust
gases in the air at the location of the sample probe. Where a vehicle is equipped with an
exhaust system with multiple outlets, either these shall be joined to a common pipe or the
measured pollutants carbon monoxide content shall be collected from each of them and an
arithmetical average taken.
3.8. The emission test equipment and analysers to perform the Type II testing shall be regularly
calibrated and maintained. A flame ionisation detection or nondispersive infrared (NDIR)
analyser may be used for measuring hydrocarbons.
3.9. For vehicles equipped with a stop-start system, the manufacturer shall provide a Test
Type II "service mode" that makes it possible to inspect the vehicle for this roadworthiness
test on a running fuel-consuming engine, in order to determine its performance in relation to
the data collected. Where this inspection requires a special procedure, this shall be detailed
in the service manual (or equivalent media). That special procedure shall not require the use
of special equipment other than that provided with the vehicle
4. TEST TYPE II – DESCRIPTION OF TEST PROCEDURE TO MEASURE TAILPIPE
EMISSIONS AT (INCREASED) IDLE AND FREE ACCELERATION
4.1. The possible positions of the adjustment components shall be limited by any of the
following:
4.1.1. The larger of the following two values:
(a)
(b)
the lowest idling engine speed which the engine can reach;
the engine speed recommended by the manufacturer, minus 100r/min;
4.1.2. The smallest of the following three values:
(a)
(b)
(c)
the highest rotation speed which the crankshaft of the engine can attain by activation
of the idling engine speed components;
the rotation speed recommended by the manufacturer, plus 250r/min;
the cut-in rotation speed of automatic clutches.

---

where:
C is the measured concentration of carbon monoxide, in vol. %;
C is the measured concentration of carbon dioxide, in vol. %;
C is the corrected concentration for carbon monoxide, in vol. %;
5.3. The C concentration (see Paragraph 5.1) shall be measured in accordance with the
formula in Paragraph 5.2 and does not need to be corrected if the total of the concentrations
measured (C + C ) is at least 15% for petrol.
6. FAIL CRITERIA TEST TYPE II FOR VEHICLES EQUIPPED WITH A PI COMBUSTION
ENGINE
6.1. The test shall only be regarded as failed if the reported values exceed the limit values
prescribed in the regulation of the contracting parties.
7. TEST TYPE II – FREE ACCELERATION TEST PROCEDURE
7.1. The exhaust gas opacity shall be measured during free acceleration (no load from idle up to
cut-off engine speed) with gear lever in neutral and clutch engaged.
7.2. Vehicle preconditioning:
Vehicles may be tested without preconditioning although for safety reasons checks should
be made that the engine is warm and in a satisfactory mechanical condition. The following
precondition requirements shall apply:
7.2.1. The engine shall be fully warm, for instance the engine oil temperature measured by a
probe in the oil level dipstick tube to be at least 70°C, or normal operating temperature if
lower, or the engine block temperature measured by the level of infrared radiation to be at
least an equivalent temperature. If, owing to vehicle configuration, this measurement is
impractical, the establishment of the engine's normal operating temperature may be made
by other means for example by the operation of the engine cooling fan;
7.2.2. The exhaust system shall be purged by at least three free acceleration cycles or by an
equivalent method;
7.2.3. For vehicles equipped with continuously variable transmission (CVT) and automatic clutch,
the driven wheels may be lifted from the ground;
7.2.4. For engines with safety limits in the engine control (e.g. max. 1,500r/min without running
wheels or without gear), this maximum engine speed shall be reached.

---

ANNEX 3
TEST TYPE VII, ENERGY EFFICIENCY
1. INTRODUCTION
1.1. This Annex sets out requirements with regard to energy efficiency of vehicles, in particular
with respect to the measurements of CO emissions and fuel consumption.
1.2. The requirements laid down in this Annex apply to the measurement of the emission of
carbon dioxide (CO ) and fuel consumption for vehicles equipped with associated
powertrain configurations:
1.3. A standardised method for measuring vehicles' energy efficiency (fuel consumption and
carbon dioxide emissions) is necessary to ensure that customers and users are supplied
with objective and precise information.
2. SPECIFICATION AND TESTS
2.1. General
The components liable to affect CO emissions and fuel consumption shall be so designed,
constructed and assembled as to enable the vehicle, in normal use, despite the vibrations to
which it may be subjected, to comply with the provisions of this section. The test vehicles
shall be properly maintained and used.
2.2. Description of Tests for Vehicles Powered by a Combustion Engine Only
2.2.1. The emissions of CO and fuel consumption shall be measured according to the test
procedure described in Appendix 1 to this Annex. The test procedure, test fuel, conditioning
of vehicle, other requirements, etc., are to be followed for Type VII test same as for Test
Type I described in Annex 1.
2.2.2. For CO emissions, the test results shall be expressed in grams per kilometre (g/km)
rounded to the nearest one decimal place.
2.2.3. Fuel consumption values shall be expressed in terms of both l/100km and also km/l and
their values shall be rounded off to two decimals and one decimal respectively. The values
shall be calculated according to Paragraph 1.4.3 of Appendix 1 to this Annex by the carbon
balance method, using the measured emissions of CO and the other carbon-related
emissions (CO and HC).
2.2.4. The appropriate reference fuels as set out in Appendix 2 to Annex 4 shall be used for
testing.
For the purpose of the calculation referred in Paragraph 2.2.3, the fuel consumption shall be
expressed in appropriate units and the following fuel characteristics shall be used:
(a)
density: measured on the test fuel according to ISO 3675:1998 or an equivalent
method. For petrol and diesel fuel, the density measured at 15°C and 101.3kPa shall
be used

---

3.2. For Contracting Parties applying type-approval confirmation or extension of approval
specifying the alterations, shall be communicated by the following procedure:
3.2.1. If particulars recorded in the information package have changed, without requiring
inspections or tests to be repeated, the amendment shall be designated a "revision".
In such cases, the approval authority shall issue the revised pages of the information
package as necessary, marking each revised page to show clearly the nature of the change
and,
3.2.2. The amendment shall be designated an "extension" when particulars recorded in the
information package have changed and any of the following occurs:
(a)
(b)
(c)
further inspections or tests are required;
any information on the approval certificate with the exception of its attachments, has
changed;
new requirements become applicable to the approved vehicle type or to the approved
system, component or separate technical unit.
In the event of an extension, the approval authority shall issue an updated approval
certificate denoted by an extension number, incremented in accordance with the number of
successive extensions already granted. That approval certificate shall clearly show the
reason for the extension and the date of re-issue.
3.3. The approval authority that grants the extension of the approval shall assign a serial number
for such an extension according to the procedure below:
3.3.1. Whenever amended pages or a consolidated, updated version are issued, the index to the
information package attached to the approval certificate shall be amended accordingly to
show the date of the most recent extension or revision, or the date of the most recent
consolidation of the updated version.
3.3.2. No amendment to the approval of a vehicle shall be required if the new requirements
referred to in Paragraph 3.2.2 (c) are, from a technical point of view, irrelevant to that type of
vehicle or concern categories of vehicle other than the category to which it belongs.
4. FOR CONTRACTING PARTIES APPLYING TYPE-APPROVAL REQUIREMENTS WITH
RESPECT TO CONDITIONS OF EXTENSION OF VEHICLE ENVIRONMENTAL
PERFORMANCE APPROVAL
4.1. Vehicles Powered by an Internal Combustion Engine Only
An approval may be extended to vehicles produced by the same manufacturer that are of
the same type or of a type that differs with regard to the following characteristics:
(a)
(b)
(c)
reference mass;
maximum authorised mass.;
type of bodywork;

---

ANNEX 3 – APPENDIX 1
METHOD OF MEASURING CARBON DIOXIDE EMISSIONS AND FUEL CONSUMPTION OF
VEHICLES POWERED BY A COMBUSTION ENGINE
1. SPECIFICATION OF THE TEST
1.1. The CO emissions and fuel consumption of vehicles powered by a combustion engine only
shall be determined according to the procedure for the Test Type I in Annex 1 in force at the
time of the certification of the vehicle.
1.2. In addition to the CO emission and fuel consumption results for the entire Test Type I, CO
emissions and fuel consumption shall also be determined separately for Parts 1, 2 and 3, if
applicable, by using the applicable Test Type I procedure.
1.3. In addition to the conditions in Annex 1 in force at the time of the certification of the vehicle,
the following conditions shall apply:
1.3.1. Only the equipment necessary for the operation of the vehicle during the test shall be in use.
If there is a manually controlled device for the engine intake air temperature, it shall be in
the position prescribed by the manufacturer for the ambient temperature at which the test is
performed. In general, the auxiliary devices required for the normal operation of the vehicle
shall be in use.
1.3.2. If the radiator fan is temperature-controlled, it shall be in normal operating condition. The
passenger compartment heating system, if present, shall be switched off, as shall any
air-conditioning system, but the compressor for such systems shall be functioning normally.
1.3.3. If a super-charger is fitted, it shall be in normal operating condition for the test conditions.
1.3.4. All lubricants shall be those recommended by the manufacturer of the vehicle and shall be
specified in the test report.
1.3.5. The widest tyre shall be chosen, except where there are more than three tyre sizes, in which
case the second widest shall be chosen. The pressures shall be indicated in the test report.
1.4. Calculation of CO and Fuel Consumption Values
1.4.1. The mass emission of CO , expressed in g/km, shall be calculated from the measurements
taken in accordance with the provisions of Paragraph 5 of Annex 1.
1.4.1.1. For this calculation, the density of CO shall be assumed to be QCO = 1.964•10 g/m .
1.4.2. The fuel consumption values shall be calculated from the hydrocarbon, carbon monoxide
and carbon dioxide emission measurements taken in accordance with the provisions of
Paragraph 5 of Annex 1 in force at the time of the certification of the vehicle.
1.4.3. Fuel consumption (FC), expressed in l/100km (in the case of petrol) is calculated using the
following formulae:
1.4.3.1. for vehicles with a positive ignition engine fuelled with petrol (E5):
FC = (0.1180/D) ((0.848 HC) + (0.429 CO) + (0.273 CO )); (1)

---

ANNEX 4
COMMON APPENDIXES: APPENDIXES TO TEST TYPE I, II AND VII
Appendix No.
Appendix title
1 Symbols
2 Reference fuels
3 Test vehicle requirements Test types I, II and VII
4 Classification of equivalent inertia mass and running resistance, applicable for
two- and three-wheeled vehicles (table method)
5a
5b
Road test of two- and three-wheeled vehicles equipped with one wheel on the
powered axle or with twinned wheels for the determination of test bench settings
Road test of two- and three-wheeled vehicles equipped with two wheels on the
powered axle for the determination of test bench settings
6 Chassis dynamometer system
7 Exhaust dilution system
8 Vehicle propulsion unit family with regard to environmental performance
demonstration tests
9 Information document containing the essential characteristics of the propulsion units
and the pollutant control systems
10 Template form to record coast down times
11 Template form to record chassis dynamometer settings
12 Driving cycles for the Test Type I
13 Explanatory note on the gearshift procedure

---

Symbol Definition Unit
C Concentration of H O in the air used for dilution % vol.
C Concentration of HC in the diluted exhaust gas contained in the
sampling bag
ppm (carbon
equivalent)
d Standard ambient relative air density �
d Density of carbon monoxide mg/cm
d Density of carbon dioxide g/m
d Density of hydrocarbon mg/cm
D Average distance between two battery recharges km
D Electric range of the vehicle km
DiF Dilution factor �
D Distance from externally chargeable vehicle km
S/d Distance driven in a cycle part km
d Density of nitrogen oxide mg/m
d Relative air density under test condition �
�t Coast-down time s
�ta Coast-down time measured in the first road test s
�tb Coast-down time measured in the second road test s
�T Coast-down time corrected for the inertia mass s
�t
Mean coast-down time on the chassis dynamometer at the reference
vehicle speed
�T Average coast-down time at specified vehicle speed s
�t Coast-down time at corresponding vehicle speed s
�T Average coast-down time at specified vehicle speed s
�T Target coast-down time s
�
Mean coast-down time on the chassis dynamometer without
absorption
�v Coast-down vehicle speed interval (2�v = v � v ) km/h
ε Chassis dynamometer setting error %
F Running resistance force N
F* Target running resistance force N
s
s

---

Symbol Definition Unit
HC Mass of hydrocarbon emitted during the test part mg/km
i Gear number –
K Temperature correction factor for rolling resistance �
K Humidity correction factor �
L Certification limit values of gaseous pollutant emission mg/km
m Test vehicle mass kg
ma Actual mass of the test vehicle kg
m PM mass corrected for buoyancy mg
m i Flywheel equivalent inertia mass kg
mi Equivalent inertia mass kg
m Molar mass of air in balance environment (28.836gmol ) gmol
mr Equivalent inertia mass of all the wheels kg
mri
m
Equivalent inertia mass of all the rear wheel and vehicle parts rotating
with wheel
m is unladen mass of the vehicle
m m is reference mass of the vehicle kg
m Rider mass kg
m PM mass uncorrected for buoyancy mg
M Mass emission of the pollutant i in mg/km mg
M
M
Average mass emission of the pollutant i with an electrical
energy/power storage device in minimum state of charge (maximum
discharge of capacity)
Average mass emission of the pollutant i with a fully charged
electrical energy/power storage device
kg
mg/km
mg/km
Mp Particulate mass emission mg/km
n Engine speed min
n Number of data regarding the emission or the test �
N Number of revolutions made by pump P �
nd
Ratio between engine speed in min and vehicle speed in km/h in
gear "i"
–

---

Symbol Definition Unit
R
R
R
Test results of pollutant emissions, carbon dioxide emission or fuel
consumption for cycle Part 1 with cold start.
Test results of pollutant emissions, carbon dioxide emission or fuel
consumption for cycle Part 2 with warm condition.
Test results of pollutant emissions, carbon dioxide emission or fuel
consumption for cycle Part 1 with warm condition
mg/km
g/km, 1/100km
mg/km
g/km, 1/100km
mg/km
g/km, 1/100km
Ri First Test Type I results of pollutant emissions mg/km
Ri Second Test Type I results of pollutant emissions mg/km
Ri Third Test Type I results of pollutant emissions mg/km
RS Reduced speed –
RST25 Reduced speed truncated at 25km/h –
RST45 Reduced speed truncated at 45km/h –
s Rated engine speed min
S Accumulated distance in test cycle (Paragraph 5.1.1.3 of Annex 1) km
T Absolute ambient temperature of balance environment °C
T Temperature of the coolant �C
T Temperature of the engine oil �C
T Temperature of the spark-plug seat/gasket �C
T Standard ambient temperature °C
T
Temperature of the diluted gases during the test part, measured in
the intake section of pump P
T Mean ambient temperature during the test °C
U Relative humidity %
v Specified vehicle speed km/h
V Total volume of diluted gas m
v Maximum design vehicle speed of test vehicle km/h
v Reference vehicle speed km/h
V Volume of gas displaced by pump P during one revolution m /rev.
v
Vehicle speed at which the measurement of the coast-down time
begins
�C
km/h

---

ANNEX 4 – APPENDIX 2
REFERENCE FUELS
1. SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES IN ENVIRONMENTAL
TESTS, IN PARTICULAR FOR TAILPIPE AND EVAPORATIVE EMISSIONS TESTING
1.1. The following tables list the technical data on liquid reference fuels that Contracting Parties may
require to be used for environmental performance testing of two- and three-wheeled vehicles.
These reference fuels were used to define the emission limits set out in Paragraph 7 of this
Regulation.
Fuel Property or Substance Name
Table A4.App2/1
Type: Petrol E0 (Nominal 90 RON)
Unit
Minimum
Standard
Maximum
Test method
Research octane number, RON 90 92 JIS K2280
Motor octane number, MON 80 82 JIS K2280
Density g/cm 0.72 0.77 JIS K2249
Vapour pressure kPa 56 60 JIS K2258
Distillation:
– 10% distillation temperature K (°C) 318 (45) 328 (55) JIS K2254
– 50% distillation temperature K (°C) 363 (90) 373 (100) JIS K2254
– 90% distillation temperature K (°C) 413 (140) 443 (170) JIS K2254
– final boiling point K (°C) 488 (215) JIS K2254
– olefins % v/v 15 25
– aromatics % v/v 20 45
– benzene % v/v 1.0
Oxygen content
not to be detected
JIS K2536-1
JIS K2536-2
JIS K2536-1
JIS K2536-2
JIS K2536-3
JIS K2536-2
JIS K2536-3
JIS K2536-4
JIS K2536-2
JIS K2536-4
JIS K2536-6
Existent gum mg/100ml 5 JIS K2261

---

Parameter
Table A4.App2/2
Type: Petrol E0 (Nominal 95 RON)
Unit
Minimum
Limits
Maximum
Test method
Publication
Research octane number, RON 95.0 EN 25164 1993
Motor octane number, MON 85.0 EN 25163 1993
Density at 15°C kg/m 748 762 ISO 3675 1995
Reid vapour pressure kPa 56.0 60.0 EN 12 1993
Distillation:
� initial boiling point °C 24 40 EN-ISO 3205 1988
� evaporated at 100°C % v/v 49.0 57.0 EN-ISO 3205 1988
� evaporated at 150°C % v/v 81.0 87.0 EN-ISO 3205 1988
� final boiling point °C 190 215 EN-ISO 3205 1988
Residue % 2 EN-ISO 3205 1988
Hydrocarbon analysis:
� olefins % v/v 10 ASTM D 1319 1995
� aromatics % v/v 28.0 40.0 ASTM D 1319 1995
� benzene % v/v 1.0 pr. EN 12177 1998
� saturates % v/v balance ASTM D 1319 1995
Carbon/hydrogen ratio report report
Oxidation stability min. 480 EN-ISO 7536 1996
Oxygen content % m/m 2.3 EN 1601 1997
Existent gum mg/ml 0.04 EN-ISO 6246 1997
Sulphur content
mg/kg 100
pr. EN-ISO/
DIS 14596
Copper corrosion at 50°C 1 EN-ISO 2160 1995
Lead content g/l 0.005 EN 237 1996
Phosphorus content g/l 0.0013 ASTM D 3231 1994
1998

---

Fuel Property or Substance Name
Unit
Standard
Minimum Maximum
Test method
Ethanol
not to be detected
JIS K2536-2
JIS K2536-4
JIS K2536-6
Methanol
not to be detected
JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
MTBE
not to be detected
JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
Kerosene
not to be detected
JIS K2536-2
JIS K2536-4
Table A4.App2/4
Type: Petrol E5 (Nominal 95 Octane)
Limits
Parameter
Unit
Minimum
Maximum
Test method
Research octane number, RON
95.0
–
EN 25164/prEN ISO 5164
Motor octane number, MON
85.0
–
EN 25163/prEN ISO 5163
Density at 15°C
kg/m
743
756
EN ISO 3675/EN ISO 12185
Vapour pressure
kPa
56.0
60.0
EN ISO 13016-1 (DVPE)
Water content
% v/v
0.015
ASTM E 1064
Distillation:
� evaporated at 70°C
% v/v
24.0
44.0
EN ISO 3405
� evaporated at 100°C
% v/v
48.0
60.0
EN ISO 3405
� evaporated at 150°C
% v/v
82.0
90.0
EN ISO 3405
� final boiling point
°C
190
210
EN ISO 3405
Residue
% v/v
–
2.0
EN ISO 3405
Hydrocarbon analysis:
� olefins
% v/v
3.0
13.0
ASTM D 1319
� aromatics
% v/v
29.0
35.0
ASTM D 1319
� benzene
% v/v
–
1.0
EN 12177
� saturates
% v/v
report
ASTM 1319

---

Parameter
Table A4.App2/5
Type: Diesel Fuel (B0)
Unit
Minimum
Limits
Maximum
Test method
Publication
Cetane number 52.0 54.0 EN-ISO 5165 1998
Density at 15°C kg/m 833 837 EN-ISO 3675 1995
Distillation:
� 50% point °C 245 – EN-ISO 3405 1988
� 95% °C 345 350 EN-ISO 3405 1988
� final boiling point °C – 370 EN-ISO 3405 1988
Flash point °C 55 – EN 22719 1993
CFPP °C – -5 EN 116 1981
Viscosity at 40°C mm /s 2.5 3.5 EN-ISO 3104 1996
Polycyclic aromatic hydrocarbons % m/m 3 6.0 IP 391 1995
Sulphur content
mg/kg – 300
pr. EN-ISO/
DIS 14596
Copper corrosion – 1 EN-ISO 2160 1995
Conradson carbon residue (10% DR) % m/m – 0.2 EN-ISO 10370 1995
Ash content % m/m – 0.01 EN-ISO 6245 1995
1998
Water content % m/m – 0.05 EN-ISO 12937 1998
Neutralisation (strong acid) number
mg
KOH/g
– 0.02 ASTM D 974-95 1998
Oxidation stability mg/ml – 0.025 EN-ISO 12205 1996

---

Parameter
Table A4.App2/7
Type: Diesel Fuel (B7)
Unit
Minimum
Limits
Maximum
Test method
Cetane Index 46.0 EN ISO 4264
Cetane number 52.0 56.0 EN ISO 5165
Density at 15°C kg/m 833.0 837.0 EN ISO 12185
Distillation:
� 50% point °C 245.0 – EN ISO 3405
� 95% point °C 345.0 360.0 EN ISO 3405
� final boiling point °C – 370.0 EN ISO 3405
Flash point °C 55 – EN ISO 2719
Cloud point °C – -10 EN 23015
Viscosity at 40°C mm /s 2.30 3.30 EN ISO 3104
Polycyclic aromatic hydrocarbons % m/m 2.0 4.0 EN 12916
Sulphur content mg/kg – 10.0 EN ISO 20846 EN ISO 20884
Copper corrosion 3h, 50°C – Class 1 EN ISO 2160
Conradson carbon residue (10% DR) % m/m – 0.20 EN ISO 10370
Ash content % m/m – 0.010 EN ISO 6245
Total contamination mg/kg – 24 EN 12662
Water content mg/kg – 200 EN ISO 12937
Acid number
Lubricity (HFRR wear scan diameter
at 60°C)
mg
KOH/g
– 0.1 EN ISO 6618
μm – 400 EN ISO 12156
Oxidation stability at 110°C h 20.0 EN 15751
FAME % v/v 6.0 7.0 EN 14078

---

Table A4.App2/9
Type: Liquefied Petroleum Gas (LPG)
Parameter
Unit
Fuel A
Fuel B
Test method
Composition:
ISO 7941
C -content
% vol
30 ± 2
85 ± 2
C -content
% vol
Balance
Balance
Type: Liquefied Petroleum Gas (LPG)
Parameter
Unit
Fuel A
Fuel B
Test method
< C , > C
% vol
max. 2
max. 2
Olefins
% vol
max. 12
max. 15
Evaporation residue
mg/kg
max. 50
max. 50
ISO 13757 or EN 15470
Water at 0°C
free
free
EN 15469
Total sulphur content
mg/kg
max. 50
max. 50
EN 24260 or ASTM 6667
Hydrogen sulphide
none
none
ISO 8819
Copper strip corrosion
rating
Class 1
Class 1
ISO 6251
Odour
Characteristic Characteristic
Motor octane number
min. 89
min. 89
EN 589 Annex B

---

ANNEX 4 – APPENDIX 4
CLASSIFICATION OF EQUIVALENT INERTIA MASS AND RUNNING RESISTANCE, APPLICABLE
FOR TWO- AND THREE-WHEELED VEHICLES (TABLE METHOD)
1. The chassis dynamometer can be set using the running resistance table instead of the running
resistance force obtained by the coast-down methods set out in Appendix 5a or 5b or Appendix 6
to Annex 4. In this table method, the chassis dynamometer shall be set by the reference mass
regardless of particular motor vehicle characteristics.
2. The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass mi specified in
Paragraph 3.4.6.1.2 of Annex 1. The chassis dynamometer shall be set by the rolling resistance of
front wheel "a" and the aerodynamic drag coefficient "b" specified in the following table.
Table A4.App4/1
Classification of Equivalent Inertia Mass and Running Resistance used for Two- and
Three-wheeled Vehicles
Reference mass m
(kg)
Equivalent inertia mass
mi
(kg)
Rolling resistance of
front wheel a
(N)
Aero drag coefficient b
(N/(km/h) )
0 < m ≤ 25 20 1.8 0.0203
25 < m ≤ 35 30 2.6 0.0205
35 < m ≤ 45 40 3.5 0.0206
45 < m ≤ 55 50 4.4 0.0208
55 < m ≤ 65 60 5.3 0.0209
65 < m ≤ 75 70 6.8 0.0211
75 < m ≤ 85 80 7.0 0.0212
85 < m ≤ 95 90 7.9 0.0214
95 < m � 105 100 8.8 0.0215
105 < m � 115 110 9.7 0.0217
115 < m � 125 120 10.6 0.0218
125 < m � 135 130 11.4 0.0220
135 < m � 145 140 12.3 0.0221
145 < m � 155 150 13.2 0.0223
155 < m � 165 160 14.1 0.0224
165 < m � 175 170 15.0 0.0226
175 < m � 185 180 15.8 0.0227

---

Reference mass mref
(kg)
Equivalent inertia mass
mi
(kg)
Rolling resistance of
front wheel a
(N)
Aero drag coefficient b
(N/(km/h)2)
445 < m
� 455
450
39.6
0.0268
455 < m
� 465
460
40.5
0.0269
465 < m
� 475
470
41.4
0.0271
475 < m
� 485
480
42.2
0.0272
485 < m
� 495
490
43.1
0.0274
495 < m
� 505
500
44.0
0.0275
At every 10kg At every 10kg a = 0.088 � mi
b = 0.000015 � mi +
0.02

---

2.5. The relative air density when the vehicle is tested, calculated in accordance with the (1) shall
not differ by more than 7.5% from the air density under the standard conditions.
2.6. The relative air density, d , shall be calculated using the following formula:
where:
d is the reference relative air density at reference conditions (0.9197)
(1)
p
p
is the mean ambient pressure during the test, in kPa;
is the reference ambient pressure (101.3kPa);
T is the mean ambient temperature during test, in K;
T
is the reference ambient temperature 20°C.
3. CONDITION OF THE TEST VEHICLE
3.1. The test vehicle shall comply with the conditions described in Paragraph 1.1 of Appendix 6 to
Annex 4.
3.2. When installing the measuring instruments on the test vehicle, care shall be taken to minimise
their effects on the distribution of the load across the wheels. When installing the vehicle speed
sensor outside the vehicle, care shall be taken to minimise the additional aerodynamic loss.
3.3. Checks
The following checks shall be made in accordance with the manufacturer's specifications for
the use considered: wheels, wheel rims, tyres (make, type and pressure), front axle geometry,
brake adjustment (elimination of parasitic drag), lubrication of front and rear axles, adjustment
of the suspension and vehicle ground clearance, etc. Check that during freewheeling, there is
no electrical braking.
4. SPECIFIED COAST-DOWN VEHICLE SPEEDS
4.1. The coast-down times shall be measured between v and v as specified in Table A4.App5a/1,
depending on the vehicle class as defined in Paragraph 3 of this Regulation.

---

5. MEASUREMENT OF COAST-DOWN TIME
5.1. After a warm-up period, the vehicle shall be accelerated to the coast-down starting vehicle
speed, at which point the coast-down measurement procedure shall be started.
5.2. Since shifting the transmission to neutral can be dangerous and complicated by the
construction of the vehicle, the coasting may be performed solely with the clutch disengaged.
Vehicles that have no means of cutting the transmitted engine power off prior to coasting may
be towed until they reach the coast-down starting vehicle speed. When the coast-down test is
reproduced on the chassis dynamometer, the drive train and clutch shall be in the same
condition as during the road test.
5.3. The vehicle steering shall be altered as little as possible and the brakes shall not be operated
until the end of the coast-down measurement period.
5.4. The first coast-down time Δt corresponding to the specified vehicle speed v shall be
measured as the time taken for the vehicle to decelerate from v + Δv to v - Δv.
5.5. The procedure described in Paragraphs 5.1 to 5.4 shall be repeated in the opposite direction to
measure the second coast-down time Δt .
5.6. The average Δt of the two coast-down times Δt and Δt shall be calculated using the following
equation:
5.7. At least four tests shall be performed and the average coast-down time ΔT calculated using the
following equation:
(2)
5.8. Tests shall be performed until the statistical accuracy P is equal to or less than 3% (P ≤ 3%).
The statistical accuracy P (as a percentage) is calculated using the following equation:
(3)
where:
(4)
t
s
is the coefficient given in Table A4.App5a/2;
is the standard deviation given by the following formula:

---

6. DATA PROCESSING
6.1. Calculation of Running Resistance Force
6.1.1. The running resistance force F , in Newton, at the specified vehicle speed vj shall be calculated
using the following equation:
where:
m = reference mass (kg);
Δv = vehicle speed deviation (km/h);
Δt = calculated coast down time difference (s);
6.1.2. The running resistance force F shall be corrected in accordance with Paragraph 6.2.
6.2. Running Resistance Curve Fitting
The running resistance force F shall be calculated as follows:
6.2.1. The following equation shall be fitted to the data set of v and F obtained in Paragraphs 4 and
6.1 respectively by linear regression to determine the coefficients f and f ,
F = f + f � v (7)
6.2.2. The coefficients f and f thus determined shall be corrected to the standard ambient conditions
using the following equations:
(6)
(8)
where:
K shall be determined on the basis of the empirical data for the particular vehicle and tyre tests
or shall be assumed as follows, if the information is not available: K = 610 K .
6.3. Target Running Resistance Force F* for Chassis Dynamometer Setting
The target running resistance force F*(v ) on the chassis dynamometer at the reference vehicle
speed v , in Newton, is determined using the following equation:
(9)
(10)

---

Table A4.App5b/1
Specified Vehicle Speeds to Perform the Coast-down Time Test as well as the Designated
Reference Vehicle Speed v Depending on the Maximum Design Vehicle Speed (v
) of the
Vehicle
Category v
Vehicle speed (km/h)
>130
120
100
80
60
40
20
130 - 100
90
80
60
40
20
-
100 - 70
60
50
40
30
20
-
70 - 45
50
40
30
20
-
-
45 - 25
40
30
20
≤25km/h
20
15
10
3. ENERGY VARIATION DURING COAST-DOWN PROCEDURE
3.1. Total Road Load Power Determination
3.1.1. Measurement Equipment and Accuracy
The margin of measurement error shall be less than 0.1s for time and less than ±0.5km/h for
speed. Bring the vehicle and the chassis dynamometer to the stabilised operating
temperature, in order to approximate the road conditions.
3.1.2. Test Procedure
3.1.2.1. Accelerate the vehicle to a speed of 5km/h greater than the speed at which test
measurement begins.
3.1.2.2. Put the gearbox to neutral or disconnect the power supply.
3.1.2.3. Measure the time t1 taken by the vehicle to decelerate from:
v2 = v + Δ v (km/h) to v1 = v - Δ v (km/h)
where:
Δ v < 5km/h for nominal vehicle speed < 50km/h;
Δ v < 10km/h for nominal vehicle speed > 50km/h.
3.1.2.4. Carry out the same test in the opposite direction, measuring time t2.
3.1.2.5. Take the average ti of the two times t1 and t2.

---

where:
m = reference mass (kg);
∆v = vehicle speed deviation (km/h);
∆t = calculated coast-down time difference (s);
3.1.2.8. The running resistance determined on the track shall be corrected to the reference ambient
conditions as follows:
Equation A4.App5b/5:
F = k F
Equation A4.App5b/6:
k
�
R
R
�
� 1 � K
�( t � t
R
) ��
R
� d
� d
where:
R
R
R
K
is the rolling resistance at vehicle speed v (N);
is the aerodynamic drag at vehicle speed v (N);
is the total road load = RR+RAERO (N);
is the temperature correction factor of rolling resistance, taken to be equal to:
3.6 10 /K;
t is the road test ambient temperature in K;
t
is the reference ambient temperature (293.2K);
d is the air density at the test conditions (kg/m );
d
is the air density at the reference conditions (293.2K, 101.3kPa) = 1.189kg/m
The ratios R /R and R /R shall be specified by the vehicle manufacturer on the basis of
the data normally available to the company and to the satisfaction of the technical service. If
these values are not available or if the technical service or responsible authority do not
accept these values, the following figures for the rolling/total resistance ratio given by the
following formula may be used:
Equation A4.App5b/7:
R
R
� a � m
� b

---

Table A4.App5b/4
Determination of Equivalent Inertia Mass for a Two- and Three-wheeled Vehicle Equipped with
Two Wheels on the Powered Axles
Reference mass (m )
(kg)
Equivalent inertia mass (mi)
(kg)
mref ≤ 105 100
105 < m ≤ 115 110
115 < m ≤ 125 120
125 < m ≤ 135 130
135 < m ≤ 150 140
150 < m ≤ 165 150
165 < m ≤ 185 170
185 < m ≤ 205 190
205 < m ≤ 225 210
225 < m ≤ 245 230
245 < m ≤ 270 260
270 < m ≤ 300 280
300 < m ≤ 330 310
330 < m ≤ 360 340
360 < m ≤ 395 380
395 < m ≤ 435 410
435 < m ≤ 480 450
480 < m ≤ 540 510
540 < m ≤ 600 570
600 < m ≤ 650 620
650 < m ≤ 710 680
710 < m ≤ 770 740
770 < m ≤ 820 800
820 < m ≤ 880 850
880 < m ≤ 940 910
940 < m ≤ 990 960
990 < m ≤ 1,050 1,020

---

3.2.2.7. The power P a to be absorbed by the bench shall be determined in order to enable the
same total road load power to be reproduced for the same vehicle on different days or on
different chassis dynamometers of the same type.

---

1.2.4. In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at
80km/h or of the load setting at the reference vehicle speeds (30km/h, respectively 15km/h)
referred to in Paragraph 1.1.3.1 for vehicles that cannot attain 80km/h, shall be ± 5%. In the
case of a dynamometer with adjustable load curve, the accuracy of matching dynamometer
load to road load shall be ± 5% for vehicle speeds > 20km/h and ± 10% for vehicle speeds
≤ 20km/h. Below this vehicle speed, dynamometer absorption shall be positive.
1.2.5. The total inertia of the rotating parts (including the simulated inertia where applicable) shall be
known and shall be within ± 10kg of the inertia class for the test.
1.2.6. The speed of the vehicle shall be measured by the speed of rotation of the roller (the front roller
in the case of a two-roller dynamometer from which the actual speed of the vehicle is
calculated). It shall be measured with an accuracy of ± 1km/h at vehicle speeds over 10km/h.
The distance actually driven by the vehicle shall be measured by the movement of rotation of
the roller (the front roller in the case of a two-roller dynamometer).
2. DYNAMOMETER CALIBRATION PROCEDURE
2.1. Introduction
This section describes the method to be used to determine the load absorbed by a
dynamometer brake. The load absorbed comprises the load absorbed by frictional effects and
the load absorbed by the power-absorption device. The dynamometer is brought into operation
beyond the range of test vehicle speeds. The device used for starting up the dynamometer is
then disconnected; the rotational speed of the driven roller decreases. The kinetic energy of the
rollers is dissipated by the power-absorption unit and by the frictional effects. This method
disregards variations in the roller's internal frictional effects caused by rollers with or without the
vehicle. The frictional effects of the rear roller shall be disregarded when the roller is free.
2.2. Calibration of the Load Indicator at 80km/h or of the Load Indicator referred to in
Paragraph 1.1.3.1 for Vehicles that Cannot Attain 80km/h
The following procedure shall be used for calibration of the load indicator to 80km/h or the
applicable load indicator referred to in Paragraph 1.1.3.1 for vehicles that cannot attain 80km/h,
as a function of the load absorbed (see also Figure A4.App6/1):
2.2.1. Measure the rotational speed of the roller if this has not already been done. A fifth wheel, a
revolution counter or some other method may be used.
2.2.2. Place the vehicle on the dynamometer or devise some other method for starting up the
dynamometer.
2.2.3. Use the flywheel or any other system of inertia simulation for the particular inertia class to be
used.

---

2.2.11. Calculate the load absorbed using the formula:
(2)
where:
F = load absorbed (N);
m = equivalent inertia in kg (excluding the inertial effects of the free rear roller);
Δv = vehicle speed deviation in m/s (10km/h = 2.775m/s);
Δt
=
time taken by the roller to pass from 85km/h to 75km/h, or for vehicles that cannot
attain 80km/h from 35 – 25km/h, respectively from 20 – 10km/h, referred to in
Table A4.App5a/2 of Appendix 5a to Annex 4 or Table A4.App5b/2 of Appendix 5b
to Annex 4 as applicable.
2.2.12. Figure A4.App6/2 shows the load indicated at 80km/h in terms of load absorbed at 80km/h.
Figure A4.App6/2
Load Indicated at 80km/h in Terms of Load Absorbed at 80km/h
2.2.13. The requirements laid down in Paragraphs 2.2.3 to 2.2.12 shall be repeated for all inertia
classes to be used.
2.3. Calibration of the Load Indicator at Other Vehicle Speeds
The procedures described in Paragraph 2.2 shall be repeated as often as necessary for the
chosen vehicle speeds.
2.4. Calibration of Force or Torque
The same procedure shall be used for force or torque calibration.

---

Note: An explanation of this formula with reference to dynamometers with mechanically
simulated inertia is appended.
Thus, total inertia is expressed as follows:
I = I + F / � (4)
where:
I
F
�
can be calculated or measured by traditional methods;
can be measured on the dynamometer;
can be calculated from the peripheral rotation speed of the rollers.
The total inertia (I) will be determined during an acceleration or deceleration test with values no
lower than those obtained on an operating cycle.
4.2.2. Specification for the Calculation of Total Inertia
The test and calculation methods shall make it possible to determine the total inertia I with a
relative error (ΔI/I) of less than ± 2%.
4.3. Specification
4.3.1. The mass of the simulated total inertia I shall remain the same as the theoretical value of the
equivalent inertia (see Appendix 4 to Annex 4) within the following limits:
4.3.1.1. ± 5% of the theoretical value for each instantaneous value;
4.3.1.2. ± 2% of the theoretical value for the average value calculated for each sequence of the cycle.
The limit specified in Paragraph 4.3.1.1 is brought to ± 50% for 1s when starting and, for
vehicles with manual transmission, for 2s during gear changes.
4.4. Verification Procedure
4.4.1. Verification is carried out during each test throughout the test cycles defined in Appendix 12 to
Annex 4.
4.4.2. However, if the requirements laid down in Paragraph 4.3 are met, with instantaneous
accelerations which are at least three times greater or smaller than the values obtained in the
sequences of the theoretical cycle, the verification described in Paragraph 4.4.1 will not be
necessary.

---

1.3. Specific Requirements
1.3.1. Connection to Vehicle Exhaust
The connecting tube between the vehicle exhaust outlets and the dilution system shall be as
short as possible and satisfy the following requirements:
(a)
(b)
(c)
(d)
the tube shall be less than 3.6m long, or less than 6.1m long if heat insulated. Its internal
diameter may not exceed 105mm;
it shall not cause the static pressure at the exhaust outlets on the test vehicle to differ by
more than ± 0.75kPa at 50km/h, or more than ± 1.25kPa for the whole duration of the
test, from the static pressures recorded when nothing is connected to the vehicle
exhaust outlets. The pressure shall be measured in the exhaust outlet or in an extension
having the same diameter, as near as possible to the end of the pipe. Sampling systems
capable of maintaining the static pressure to within ± 0.25kPa may be used if a written
request from a manufacturer to the technical service substantiates the need for the
closer tolerance;
it shall not change the nature of the exhaust gas;
any elastomeric connectors employed shall be as thermally stable as possible and have
minimum exposure to the exhaust gases.
1.3.2. Dilution Air Conditioning
The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall be passed
through a medium capable of reducing particles in the most penetrating particle size of the filter
material by ≥ 99.95%, or through a filter of at least Class H13 of EN 1822:1998. This
represents the specification of High Efficiency Particulate Air (HEPA) filters. The dilution air
may be charcoal scrubbed before being passed to the HEPA filter. It is recommended that an
additional coarse particle filter is situated before the HEPA filter and after the charcoal
scrubber, if used. At the vehicle manufacturer's request, the dilution air may be sampled
according to good engineering practice to determine the tunnel contribution to background
particulate mass levels, which can then be subtracted from the values measured in the diluted
exhaust.
1.3.3. Dilution Tunnel
Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing
orifice may be used. In order to minimise the effects on the conditions at the exhaust outlet and
to limit the drop in pressure inside the dilution-air conditioning device, if any, the pressure at the
mixing point shall not differ by more than ± 0.25kPa from atmospheric pressure. The
homogeneity of the mixture in any cross-section at the location of the sampling probe shall not
vary by more than ± 2% from the average of the values obtained for at least five points located
at equal intervals on the diameter of the gas stream. For particulate and particle emissions
sampling, a dilution tunnel shall be used which:
(a)
shall consist of a straight tube of electrically-conductive material, which shall be earthed;
(b) shall be small enough in diameter to cause turbulent flow (Reynolds number ≥ 4,000)
and of sufficient length to cause complete mixing of the exhaust and dilution air;
(c)
(d)
shall be at least 200mm in diameter;
may be insulated.

---

The positive displacement pump (PDP) full-flow dilution system satisfies the requirements of
this Annex by metering the flow of gas through the pump at constant temperature and
pressure. The total volume is measured by counting the revolutions of the calibrated positive
displacement pump. The proportional sample is achieved by sampling with pump, flow meter
and flow control valve at a constant flow rate. The collecting equipment consists of:
1.4.1.1. A filter (refer to DAF in Figure A4.App7/1) for the dilution air shall be installed, which can be
preheated if necessary. This filter shall consist of the following filters in sequence: an optional
activated charcoal filter (inlet side) and a high efficiency particulate air (HEPA) filter (outlet
side). It is recommended that an additional coarse particle filter is situated before the HEPA
filter and after the charcoal filter, if used. The purpose of the charcoal filter is to reduce and
stabilise the hydrocarbon concentrations of ambient emissions in the dilution air;
1.4.1.2. A transfer tube (TT) by which vehicle exhaust is admitted into a dilution tunnel (DT) in which the
exhaust gas and dilution air are mixed homogeneously;
1.4.1.3. The positive displacement pump (PDP), producing a constant-volume flow of the air/
exhaust-gas mixture. The PDP revolutions, together with associated temperature and pressure
measurement, are used to determine the flow rate;
1.4.1.4. A heat exchanger (HE) of a capacity sufficient to ensure that throughout the test the
temperature of the air/exhaust-gas mixture measured at a point immediately upstream of the
positive displacement pump is within 6.0°C of the average operating temperature during the
test. This device shall not affect the pollutant concentrations of diluted gases taken off
afterwards for analysis.
1.4.1.5. A mixing chamber (MC) in which exhaust gas and air are mixed homogeneously and which
may be located close to the vehicle so that the length of the transfer tube (TT) is minimised.
Figure A4.App7/2
Critical-flow Venturi Dilution System

---

2.2. Calibration of the Positive Displacement Pump (PDP)
2.2.1. The following calibration procedure outlines the equipment, the test configuration and the
various parameters that are measured to establish the flow-rate of the CVS pump. All the
parameters relating to the pump are simultaneously measured with the parameters relating to
the flow-meter which is connected in series with the pump. The calculated flow rate (given in
m /min at pump inlet, absolute pressure and temperature) can then be plotted against a
correlation function that is the value of a specific combination of pump parameters. The linear
equation that relates the pump flow and the correlation function is then determined. If a CVS
has a multiple rotation speed drive, a calibration shall be performed for each range used.
2.2.2. This calibration procedure is based on the measurement of the absolute values of the pump
and flow-meter parameters that relate to the flow rate at each point. Three conditions shall be
maintained to ensure the accuracy and integrity of the calibration curve:
2.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external
piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and
bottom centre of the pump drive head plate are exposed to the actual pump cavity pressures
and therefore reflect the absolute pressure differentials;
2.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow-meter is
sensitive to inlet temperature oscillations which cause the data points to be scattered. Gradual
changes of ± 1°C in temperature are acceptable as long as they occur over a period of several
minutes;
2.2.2.3. All connections between the flow-meter and the CVS pump shall be free of any leakage.
2.2.3. During an exhaust emission test, the measurement of these same pump parameters enables
the user to calculate the flow rate from the calibration equation.
2.2.4. Figure A4.App7/3 of this Appendix shows one possible test set-up. Variations are permissible,
provided that the technical service approves them as being of comparable accuracy. If the
set-up shown in Figure A4.App7/3 is used, the following data shall be found within the limits of
precision given:
Barometric pressure (corrected) (Pb) ± 0.03kPa
Ambient temperature (T) ± 0.2°C
Air temperature at LFE (ETI) ± 0.15°C
Pressure depression upstream of LFE (EPI) ± 0.01kPa
Pressure drop across the LFE matrix (EDP) ± 0.0015kPa
Air temperature at CVS pump inlet (PTI) ± 0.2°C
Air temperature at CVS pump outlet (PTO) ± 0.2°C
Pressure depression at CVS pump inlet (PPI) ± 0.22kPa
Pressure head at CVS pump outlet (PPO) ± 0.22kPa
Pump revolutions during test period (n) ± 1min
Elapsed time for period (minimum 250s) (t) ± 0.1s

---

2.2.9. To compensate for the interaction of pump rotation speed pressure variations at the pump and
the pump slip rate, the correlation function (x ) between the pump rotation speed (n), the
pressure differential from pump inlet to pump outlet, and the absolute pump outlet pressure is
calculated as follows:
where:
x = correlation function;
ΔP = pressure differential from pump inlet to pump outlet (kPa);
P = absolute outlet pressure (PPO + Pb) (kPa).
2.2.9.1. A linear least-square fit is performed to generate the calibration equations which have the
formula:
(2)
V = D - M (x )
n = A - B (ΔP )
(3)
D , M, A and B are the slope-intercept constants describing the lines.
2.2.10. A CVS system that has multiple pump rotation speeds shall be calibrated on each rotation
speed used. The calibration curves generated for the ranges shall be approximately parallel
and the intercept values (D ) shall increase as the pump flow range decreases.
2.2.11. If the calibration has been performed carefully, the calculated values from the equation will be
within 0.5% of the measured value of V . Values of M will vary from one pump to another.
Calibration is performed at pump start-up and after major maintenance.
2.3. Calibration of the Critical-flow Venturi (CFV)
2.3.1. Calibration of the CFV is based on the flow equation for a critical-flow venturi:
(4)
where:
Q
=
flow;
K
=
calibration coefficient;
P
=
absolute pressure (kPa);
T
=
absolute temperature (K).

---

2.3.5. The variable-flow restrictor shall be set to the open position, the blower shall be started and the
system stabilised. Data from all instruments shall be recorded.
2.3.6. The flow restrictor shall be varied and at least eight readings shall be taken across the critical
flow range of the venturi.
2.3.7. The data recorded during the calibration shall be used in the following calculations. The air
flow-rate (Qs) at each test point is calculated from the flow-meter data using the manufacturer's
prescribed method. Calculate values of the calibration coefficient (Kv) for each test point:
where:
Q = flow-rate in m /min at 0°C and 101.3kPa;
T = temperature at the venturi inlet, Kelvin (K);
P = absolute pressure at the venturi inlet (kPa).
Plot K as a function of venturi inlet pressure. For sonic flow, K will have a relatively constant
value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K
decreases. The resultant K changes are not permissible. For a minimum of eight points in the
critical region, calculate an average K and the standard deviation. If the standard deviation
exceeds 0.3% of the average K , take corrective action.
3. SYSTEM VERIFICATION PROCEDURE
3.1. General Requirements
The total accuracy of the CVS sampling system and analytical system shall be determined by
introducing a known mass of a pollutant gas into the system while it is being operated as if
during a normal test and then analysing and calculating the pollutant mass according to the
formula in Paragraph 4, except that the density of propane shall be taken as 1.967g/l at
standard conditions. The two techniques described in Paragraphs 3.2 and 3.3 are known to
give sufficient accuracy. The maximum permissible deviation between the quantity of gas
introduced and the quantity of gas measured is 5%.
3.2. CFO Method
3.2.1. Metering a Constant Flow of Pure Gas (CO or C H ) using a Critical-flow Orifice Device
3.2.2. A known quantity of pure gas (CO or C H ) is fed into the CVS system through the calibrated
critical orifice. If the inlet pressure is high enough, the flow-rate (q), which is adjusted by means
of the critical-flow orifice, is independent of orifice outlet pressure (critical flow). If deviations
exceeding 5% occur, the cause of the malfunction shall be determined and corrected. The CVS
system is operated as in an exhaust emission test for about 5 to 10min. The gas collected in
the sampling bag is analysed by the usual equipment and the results compared to the
concentration of the gas samples which was known beforehand.
(5)

---

ANNEX 4 – APPENDIX 8
VEHICLE PROPULSION UNIT FAMILY WITH REGARD TO ENVIRONMENTAL PERFORMANCE
DEMONSTRATION TESTS
1. INTRODUCTION
1.1. In order to alleviate the test burden on manufacturers when demonstrating the environmental
performance of vehicles these may be grouped as a vehicle propulsion unit family. One or more
parent vehicles shall be selected from this group of vehicles by the manufacturer to the satisfaction
of the responsible authority that shall be used to demonstrate environmental performance Test
Types I, II and VII.
1.2. A two- and three-wheeled vehicle may continue to be regarded as belonging to the same vehicle
propulsion unit family provided that the vehicle variant, version, propulsion unit, pollution-control
system listed in Table A4.App8/1 are identical or remain within the prescribed and declared
tolerances.
1.3. Vehicle and Propulsion Unit Family Attribution with Regard to Environmental Tests
For the environmental Test Types I, II and VII a representative parent vehicle shall be selected
within the boundaries set by the classification criteria laid down in Paragraph 2.
2. CLASSIFICATION CRITERIA
Table A4.App8/1
Classification Criteria Propulsion Unit Family with Regard to Test Types I, II and VII
Classification criteria description
1.
Vehicle
1.1.
category;
X
X
X
1.2.
sub-category;
X
X
X
1.3.
the inertia of a vehicle variant(s) or version(s) within two inertia
categories above or below the nominal inertia category;
X
X
1.4.
overall gear ratios (±8%);
X
X
2.
Propulsion family characteristics
2.1.
number of cylinders of the combustion engine;
X
X
X
2.2.
engine capacity (±2%) of the combustion engine;
X
X
X
2.3.
number and control (variable cam phasing or lift) of combustion engine
valves;
X
X
X
Test Type I
Test Type II
Test Type VII

---

Classification criteria description
3.4.
Propulsion unit (not) equipped with periodically regenerating system;
X
X
X
3.4.1.
periodically regenerating system type;
X
X
X
3.4.2.
operation principle of periodically regenerating system;
X
X
X
3.5.
propulsion (not) equipped with selective catalytic converter reduction
(SCR) system;
X
X
X
3.5.1.
SCR system type;
X
X
X
3.5.2.
operation principle of periodically regenerating system;
X
X
X
3.6.
Propulsion unit (not) equipped with lean NO trap/absorber;
X
X
X
3.6.1.
lean NO trap/absorber type;
X
X
X
3.6.2.
operation principle of lean NO trap/absorber;
X
X
X
3.7.
Propulsion unit (not) equipped with a cold-start device or starting aid
device(s);
X
X
X
3.7.1.
cold-start or starting aid device type;
X
X
X
3.7.2.
operation principle of cold start or starting aid device(s);
X
X
X
3.7.3.
Activation time of cold-start or starting aid device(s) and/or duty cycle
(only limited time activated after cold start/continuous operation);
X
X
X
3.8.
propulsion unit (not) equipped with O sensor for fuel control;
X
X
X
3.8.1.
O sensor types;
X
X
X
3.8.2.
operation principle of O sensor (binary/wide range/other);
X
X
X
3.8.3.
O sensor interaction with closed-loop
(stoichiometry/lean or rich operation);
fuelling
system
X
X
X
3.9.
propulsion unit (not) equipped with exhaust gas recirculation (EGR)
system;
X
X
X
3.9.1.
EGR system types;
X
X
X
3.9.2.
operation principle of EGR system (internal/external);
X
X
X
3.9.3.
maximum EGR rate (±5%);
X
X
X
Test Type I
Test Type II
Test Type VII
Note:
"X" in the following table means "applicable"

---

B. General Information Concerning Systems, Components or Separate Technical
Units
0.7. Make(s) (trade name(s) of manufacturer): ...........................................................................
0.8. Type: ....................................................................................................................................
0.8.1. Commercial name(s) (if available): ......................................................................................
0.8.2. Type-approval number(s) (if available): ...............................................................................
0.8.3. Type-approval(s) issued on (date, if available): ...................................................................
0.9. Company name and address of manufacturer: ...................................................................
0.9.1. Name(s) and address(es) of assembly plants: ....................................................................
0.9.2. Name and address of manufacturer's authorised representative, if any: ............................
0.10. Vehicle(s) for which the system/separate technical unit is intended for :
0.10.1. Type: ....................................................................................................................................
0.10.2. Variant: .................................................................................................................................
0.10.3. Version: ................................................................................................................................
0.10.4. Commercial name(s) (if available): ......................................................................................
0.10.5. Category, subcategory and sub-subcategory of vehicle: .....................................................
0.11. Type-approval marks for components and separate technical units: ..................................
0.11.1. Method of attachment: .........................................................................................................
0.11.2. Photographs and/or drawings of the location of the type-approval mark (completed
example with dimensions): ..................................................................................................
C. General Information Regarding Conformity of Production
0.12. Conformity of Production
0.12.1. Description of Overall Quality-assurance Management Systems
1. GENERAL CONSTRUCTION CHARACTERISTICS
1.1. Photographs and/or drawings of a representative vehicle: ..................................................
1.2. Scale drawing of the whole vehicle: .....................................................................................

---

2.2.4. Wheelbase: .................................................................................................................... mm
2.2.4.1. Wheelbase sidecar: ....................................................................................................... mm
2.2.5. Track Width
2.2.5.1. Track width front: ........................................................................................................... mm
2.2.5.2. Track width rear: ............................................................................................................ mm
3. GENERAL POWERTRAIN CHARACTERISTICS
3.1. Manufacturer of the Propulsion Unit
3.1.1. Combustion Engine
3.1.1.1. Manufacturer: .......................................................................................................................
3.1.1.2. Engine code (as marked on the engine or other means of identification): ..........................
3.1.1.3. Fuel identification marking (if available): ..............................................................................
3.1.1.4. Photographs and/or drawings of the location of the code(s) and/or type-approval
numbers (completed example with dimensions) : ............................................................
3.2. Combustion Engine
3.2.1. Specific Engine Information
3.2.1.1. Number of combustion engines: ..........................................................................................
3.2.1.2. Working principle: internal combustion engine (ICE)/positive ignition/compression
ignition/external combustion engine (ECE)/turbine/compressed air : ................................
3.2.1.3. Cycle: four-stroke/two-stroke/rotary/other: ...........................................................................
3.2.1.4. Cylinders
3.2.1.4.1. Number: ...............................................................................................................................
3.2.1.4.2. Arrangement: .......................................................................................................................
3.2.1.4.3. Bore: ............................................................................................................................... mm
3.2.1.4.4. Stroke: ............................................................................................................................ mm
3.2.1.4.5. Number and configuration of stators in the case of rotary-piston engine: ...........................
3.2.1.4.6. Volume of combustion chambers in the case of rotary-piston engine: .......................... cm
3.2.1.4.7. Firing order: ..........................................................................................................................
3.2.1.5. Engine capacity: ............................................................................................................. cm

---

3.2.4.5.
Fuel pressure and/or fuel flow regulator(s): yes/no
3.2.5.
Fuel Mass Metering and Control
3.2.5.1.
By carburettor(s): yes/no
3.2.5.1.1.
Operating principle and construction: ..................................................................................
3.2.5.1.2.
Maximum fuel-flow rate: ..................... g/s at maximum power and torque: ........................
3.2.5.1.3.
Carburettor(s) settings: ........................................................................................................
3.2.5.1.4.
Carburettor diffusers: ...........................................................................................................
3.2.5.1.5.
Carburettor fuel-level in float chamber: ................................................................................
3.2.5.1.5.1.
Carburettor mass of float: ....................................................................................................
3.2.5.1.6.
Carburettor cold-starting system: manual/automatic: yes/no
3.2.5.1.6.1.
Carburettor cold-starting system operating principle(s): ......................................................
3.2.5.1.7.
Mixture scavenging port: yes/no
3.2.5.1.7.1.
Mixture scavenging port dimensions: ..................................................................................
3.2.5.2.
By mechanically/hydraulically controlled fuel injection: yes/no
3.2.5.2.1.
Operation principle: ..............................................................................................................
3.2.5.2.2.
Mechanical/electronic adjustment of maximum fuel mass delivery: yes/no
3.2.5.3.
By electronically controlled fuel injection system: yes/no
3.2.5.3.1.
Operation principle: port injection/direct injection/pre-chamber/swirl chamber: ..................
3.2.5.3.2.
Fuel injector(s): single-/multi-point/direct injection/other (specify): ......................................
3.2.5.3.3.
Total and per cylinder amount of fuel injectors: ...................................................................
3.2.5.4.
Air-assisted fuel injector: yes/no: .........................................................................................
3.2.5.4.1.
Description and operating pressure of air-assist: ................................................................
3.2.5.5.
Cold start system: yes/no
3.2.5.5.1.
Description of cold start system: ..........................................................................................
3.2.5.6.
Auxiliary starting aid: yes/no

---

3.2.8. Air-mass Metering and Control
3.2.8.1. Brief description and schematic drawing of air-mass metering and control
system: .................................................................................................................................
3.2.8.2. Mechanical throttle body: yes/no
3.2.8.3. Electronic throttle control (ETC): yes/no
3.2.8.3.1. Schematic drawing of electronic throttle control: .................................................................
3.2.8.3.1.2. Description of ETC hardware redundancies regarding sensors/actuators/electric
power/ground/control electronics: ........................................................................................
3.2.9. Spark Delivery System and Control
3.2.9.1. Brief description and schematic drawing of spark delivery and control system: .................
3.2.9.1.1. Working principle: ................................................................................................................
3.2.9.1.2. Ignition advance curve or map at wide open throttle: ..........................................................
3.2.9.1.3. Static ignition timing: ..................................... ° before TDC at maximum torque and power
3.2.9.2. Ion sense capability: yes/no
3.2.9.3. Spark plugs:
3.2.9.3.1. Gap setting: .................................................................................................................... mm
3.2.9.4. Ignition coil(s):
3.2.9.4.1. Working principle: ................................................................................................................
3.2.9.4.2. Dwell angle and timing at wide open throttle: ......................................................................
3.2.10. Powertrain Cooling System and Control
3.2.10.1. Brief description and schematic drawing of powertrain cooling and control
system: .................................................................................................................................
3.2.10.2. Cooling system: liquid: yes/no
3.2.10.2.1. Maximum temperature at outlet: ...................................................................................... °C
3.2.10.2.2. Nominal setting of the engine temperature control mechanism: .........................................
3.2.10.2.3. Nature of liquid: ....................................................................................................................
3.2.10.2.4. Circulating pump(s): yes/no
3.2.10.2.4.1. Characteristics: ....................................................................................................................

---

3.2.12.6. Noise-reducing measures in the engine compartment and on the engine where relevant
for external noise: ................................................................................................................
3.2.12.7. Location of the exhaust outlet: .............................................................................................
3.2.12.8.
3.2.13. Other Electrical Systems and Control than those Intended for the Electrical Propulsion
Unit
3.2.13.1. Rated voltage: .......................................................................... V, positive/negative ground
3.2.13.2. Generator: yes/no
3.2.13.2.1. Nominal output: ............................................................................................................... VA
3.2.13.3. Battery(ies): yes/no
3.2.13.3.1. Capacity and other characteristics (mass,…): .....................................................................
3.3. Other Engines, Electric Motors or Combinations (Specific Information Concerning
the Parts of these Motors)
3.3.1. Cooling System (Temperatures Permitted by the Manufacturer)
3.3.1.1. Liquid cooling: ......................................................................................................................
3.3.1.1.1. Maximum temperature at outlet: ...................................................................................... °C
3.3.1.2. Air cooling: ...........................................................................................................................
3.3.1.2.1. Reference point: ...................................................................................................................
3.3.1.2.2. Maximum temperature at reference point: ....................................................................... °C
3.3.2. Lubrication System
3.3.2.1. Description of lubrication system: ........................................................................................
3.3.2.2. Location of oil reservoir (if any): ...........................................................................................
3.3.2.3. Feed system (pump/injection into induction system/mixed with the fuel, etc.): ...................
3.3.2.4. Lubricant mixed with the fuel: ..............................................................................................
3.3.2.4.1. Percentage: ..........................................................................................................................
3.3.2.5. Oil cooler: yes/no
3.3.2.5.1. Drawing(s): ...........................................................................................................................

---

3.4.4.1. Final drive ratio: ...................................................................................................................
3.4.4.2. Overall gear ratio in highest gear: ........................................................................................
4. GENERAL INFORMATION ON ENVIRONMENTAL AND PROPULSION
PERFORMANCE
4.0. General Information on Environmental and Propulsion Unit Performance
4.1. Tailpipe Emission-control System
4.1.1. Brief description and schematic drawing of the tailpipe emission-control system and its
control: .................................................................................................................................
4.1.2. Catalytic Converter
4.1.2.1. Configuration, number of catalytic converters and elements (information to be provided
for each separate unit): ........................................................................................................
4.1.2.2. Drawing with dimensions, shape and volume of the catalytic converter(s): ........................
4.1.2.3. Catalytic reaction: ................................................................................................................
4.1.2.4. Total charge of precious metals: ..........................................................................................
4.1.2.5. Relative concentration: ........................................................................................................
4.1.2.6. Substrate (structure and material): ......................................................................................
4.1.2.7. Cell density: .........................................................................................................................
4.1.2.8. Casing for the catalytic converter(s): ...................................................................................
4.1.2.9. Location of the catalytic converter(s) (place and reference distance in the exhaust
line): .....................................................................................................................................
4.1.2.10. Catalyst heat-shield: yes/no
4.1.2.11. Brief description and schematic drawing of the regeneration system/method of exhaust
after-treatment systems and its control system: ..................................................................
4.1.2.11.1. Normal operating temperature range: .............................................................................. °C
4.1.2.11.2. Consumable reagents: yes/no
4.1.2.11.3. Brief description and schematic drawing of the reagent flow (wet) system and its control
system: .................................................................................................................................
4.1.2.11.4. Type and concentration of reagent needed for catalytic action: ..........................................
4.1.2.11.5. Normal operational temperature range of reagent: ......................................................... °C
4.1.2.11.6. Frequency of reagent refill: continuous/maintenance

---

4.1.7. Lean NO Trap
4.1.7.1. Operation principle of lean NO trap: ...................................................................................
4.1.8. Additional Tailpipe Emission-control Devices (if any not covered under another heading)
4.1.8.1. Working principle: ................................................................................................................
5. VEHICLE PROPULSION FAMILY
5.1. To define the vehicle propulsion unit family, the manufacturer shall submit the
information required for classification criteria set out in Paragraph 2 of Appendix 9 to
Annex 4, if not already provided in the information document.

---

ANNEX 4 – APPENDIX 11
TEMPLATE FORM TO RECORD CHASSIS DYNAMOMETER SETTINGS
Trade name: ....................................... Production number (Body): ....................................................
Date:…./…../….. Place of the test: ........................................ Name of recorder ............................
Test vehicle
speed
in km/h
Coast down time(s)
in s
Running resistance
in N
Test 1 Test 2 Test 3 Average Setting value Target value
Setting
error, in
%
Note
Curve fitting: F*= ... + ... v

---

1.2. WMTC, Cycle Part 1
Figure A4.App12/2
WMTC, Part 1
1.2.1. The characteristic desired vehicle speed versus test time of WMTC, cycle Part 1 is set out in
the following tables.

---

---

---

---

Table A4.App12/5
WMTC, Cycle Part 1 for Vehicle Classes 2-2 and 3, 0 to 180s

---

Table A4.App12/6
WMTC, Cycle Part 1 for Vehicle Classes 2-2 and 3, 181 to 360s

---

Table A4.App12/7
WMTC, Cycle Part 1 for Vehicle Classes 2-2 and 3, 361 to 540s

---

Table A4.App12/8
WMTC, Cycle Part 1 for Vehicle Classes 2-2 and 3, 541 to 600s

---

Table A4.App12/9
WMTC, Cycle Part 2, Reduced Vehicle Speed for Vehicle Class 2-1, 0 to 180s

---

Table A4.App12/10
WMTC, Cycle Part 2, Reduced Vehicle Speed for Vehicle Class 2-1, 181 to 360 s

---

Table A4.App12/11
WMTC, Cycle Part 2, Reduced Vehicle Speed for Vehicle Class 2-1, 361 to 540s

---

Table A4.App12/12
WMTC, Cycle Part 2, Reduced Vehicle Speed for Vehicle Class 2-1, 541 to 600s

---

---

---

---

1.4. WMTC, Part 3
Figure A4.App12/4
WMTC, Part 3
1.4.1. The characteristic desired vehicle speed versus test time of WMTC, Part 3 is set out in the
following tables.

---

---

---

---

Table A4.App12/21
WMTC, Cycle Part 3 for Vehicle Class 3-2, 0 to 180s

---

Table A4.App12/22
WMTC, Cycle Part 3 for Vehicle Class 3-2, 181 to 360s

---

Table A4.App12/23
WMTC, Cycle Part 3 for Vehicle Class 3-2, 361 to 540s

---

Table A4.App12/24
WMTC, Cycle Part 3 for Vehicle Class 3-2, 541 to 600s
2. World Harmonised Motorcycle Test Cycle (WMTC) for two- and three-wheeled vehicles with an
engine displacement ≤50cm and with a maximum design vehicle speed of 25km/h, 45km/h
respectively.
2.1. The WMTC to be used on the chassis dynamometer is depicted in the following graph for
vehicles equipped with an engine displacement ≤50cm and with a maximum design vehicle
speed (25km/h, 45km/h respectively), which consists of one cold Phase 1 of the WMTC and one
warm Phase 1 of the WMTC.

---

2.3. Description of the WMTC for Vehicles with a Maximum Design Vehicle Speed (25km/h,
45km/h, Respectively) and a Low Engine Displacement (≤50cm )
Figure A4.App12/6
WMTC for Vehicles with a Maximum Design Vehicle Speed of 45km/h and 25km/h Low Engine
Displacement or Maximum Net or Continuous Rated Power
Note: The blue line depicts RST25, i.e. the truncated vehicle speed trace limited to 25km/h,
applicable for vehicles with a maximum design vehicle speed of 25km/h of Class 0-1.
The blue line, extended by the red line for speeds over 25km/h, depicts RST 45, i.e. the
truncated vehicle speed trace limited to 45km/h, applicable for vehicles with a maximum
design vehicle speed of 45km/h of Class 0-2.
2.3.1. The desired vehicle speed trace WMTC shown in Figure A4.App12/5 is applicable for vehicles
with a maximum design vehicle speed (if applicable at 25km/h, at 45km/h or 50km/h) and a low
engine displacement (≤50cm ) and consists of the desired vehicle speed trace WMTC
Stage 1, Part 1 for Class 1 vehicles driven once cold followed by the same desired vehicle
speed trace driven with a warm propulsion unit. The WMTC for vehicles with a low maximum
design vehicle speed and low engine displacement or maximum net or continuous rated power
lasts 1,200s and consists of two equivalent parts to be carried out without interruption.
2.3.2. The characteristic driving conditions (idling, acceleration, steady vehicle speed, deceleration,
etc.) of the WMTC for vehicles with a maximum design vehicle speed (if applicable at 25km/h,
at 45km/h, or at 50km/h) and low engine displacement (≤50cm ) are set out in the following
paragraphs and tables.

---

---

---

---

Table A4.App12/29
WMTC, Part 1, Class 0-2, Applicable for Vehicles with a Maximum Design Vehicle Speed (where
Applicable Truncated at 45km/h & 50km/h, Respectively) and a Low Engine Displacement
(≤50cm ), Cold or Warm, 0 to 180s

---

Table A4.App12/30
WMTC, Part 1, Class 0-2, Applicable for Vehicles with a Maximum Design Vehicle Speed (where
Applicable Truncated at 45km/h & 50km/h, Respectively) and a Low Engine Displacement
(≤50cm ), Cold or Warm, 181 to 360s

---

Table A4.App12/31
WMTC, Part 1, Class 0-2, Applicable for Vehicles with a Maximum Design Vehicle Speed (where
Applicable Truncated at 45km/h & 50km/h, Respectively) and a Low Engine Displacement
(≤50cm ), Cold or Warm, 361 to 540s

---

Table A4.App12/32
WMTC, Part 1, Class 0-2, Applicable for Vehicles with a Maximum Design Vehicle Speed (where
Applicable Truncated at 45km/h & 50km/h, Respectively) and a Low Engine Displacement
(≤50cm ), Cold or Warm, 541 to 600s.

---

2.4. In order to find a balanced compromise between the three regions, a new approximation
function for normalised upshift engine speeds versus power-to-mass ratio was calculated as a
weighted average of the EU/USA curve (with 2/3 weighting) and the Japanese curve (with 1/3
weighting), resulting in the following equations for normalised upshift engine speeds:
Equation (1): Normalised upshift engine speed in 1st gear (gear 1)
P
n_max_acc (1) = (0.5753 � e ( �1.9
� )
m � 75
� 0.1) � (s � n ) + n (1)
Equation (2): Normalised upshift engine speed in gears > 1
P
n_max_acc (i) = (0.5753 � e ( �1.9
� ) ) � (s � n
m � 75
) + n
(2)
3.
CALCULATION EXAMPLE
3.1.
Figure A4.App13/1 shows an example of gearshift use for a small vehicle:
(a)
(b)
(c)
the lines in bold show the gear use for acceleration phases;
the dotted lines show the downshift points for deceleration phases;
in the cruising phases, the whole engine speed range between downshift engine speed
and upshift engine speed may be used.
Figure A4.App13/1
Example of a Gearshift Sketch for a Small Vehicle

---

Figure A4.App13/3
Example of a Gearshift Sketch. Gear Use During Deceleration and Cruise Phases
3.3. In order to allow the technical service more flexibility and to ensure driveability, the gearshift
regression functions should be considered as lower limits. Higher engine speeds are permitted
in any cycle phase.

---

5. CALCULATION EXAMPLE
5.1. An example of input data necessary for the calculation of shift engine speeds is shown in
Table A4.App13/2. The upshift engine speeds for acceleration phases for first gear and higher
gears are calculated using Equations (1) and (2). The denormalisation of engine speeds can be
performed using the equation n = n_norm x (s - n ) + n .
5.2. The downshift engine speeds for deceleration phases can be calculated using Equations (3)
and (4). The ndv values in Table A4.App13/2 can be used as gear ratios. These values can
also be used to calculate the corresponding vehicle speeds (vehicle shift speed in
gear i = engine shift speed in gear i/ndv ). The results are shown in Tables A4.App13/3 and
A4.App13/4.
5.3. Additional analyses and calculations were conducted to investigate whether these gearshift
algorithms could be simplified and, in particular, whether engine shift speeds could be replaced
by vehicle shift speeds. The analysis showed that vehicle speeds could not be brought in line
with the gearshift behaviour of the in-use data.
Table A4.App13/2
Input Data for the Calculation of Engine and Vehicle Shift Speeds
Item
Input Data
Engine capacity in cm
600
P in kW
72
m in kg
199
s in min
11,800
n
in min
1,150
ndv
133.66
ndv
94.91
ndv
76.16
ndv
65.69
ndv
58.85
ndv
54.04
pmr
in kW/t
262.8
Note:

---