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9.3.2011 Official
Journal
of
the
European
Union L
62/1
II
(Non-legislative acts)
REGULATIONS
COMMISSION REGULATION (EU) No 228/2011
of 7 March 2011
amending Regulation (EC) No 1222/2009 of the European Parliament and of the Council with
regard to the wet grip testing method for C1 tyres
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
(3) Therefore,
it
is
necessary
to
update
the
wet
grip
testing
method in order to improve accuracy of the tyre testing
results.
Having regard to the Treaty on the Functioning of the European
Union,
(4) Regulation
(EC)
No
1222/2009
should
therefore
be
amended accordingly.
Having regard to Regulation (EC) No 1222/2009 of the
(5) The
measures
provided
for
in
this
Regulation
are
in
European Parliament and of the Council of 25 November
accordance with the opinion of the Committee estab
2009 on the labelling of tyres with respect to fuel efficiency
lished by Article 13 of Regulation (EC) No 1222/2009,
and other essential parameters ( 1 ), and in particular Article 11(c)
thereof,
HAS ADOPTED THIS REGULATION:
Whereas:
Article 1
Amendment to Regulation (EC) No 1222/2009
Regulation (EC) No 1222/2009 is amended as follows:
(1) In
accordance
with
Annex
I,
part
B
to
Regulation
(EC)
No 1222/2009, the wet grip index of C1 tyres shall be
determined as specified in UNECE Regulation No 117
(1) in Annex I, part B, the first sentence is replaced by the
and its subsequent amendments. However, represen
following:
tatives of the industry have developed a revised wet
grip testing method on the basis of Annex 5 to
UNECE Regulation No 117 that significantly improves
the accuracy of the testing results.
‘The wet grip class of C1 tyres must be determined on the
basis of the wet grip index (G) according to the “A” to “G”
scale specified in the table below and measured in
accordance with Annex V.’;
(2) Accuracy
of
testing
results
is
a
key
factor
for
determining
wet grip classes of tyres. It ensures a fair comparison
between tyres from different suppliers. In addition,
(2) the text set out in the Annex to this Regulation is added as
accurate testing prevents that a tyre may be classified
Annex V.
into more than one class and reduces the risks that
different testing results will be obtained by market
surveillance authorities in comparison to the testing
Article 2
results declared by the suppliers only because of the
uncertainty of the testing method.
Entry into force
This Regulation shall enter into force on the 20th day following
( 1 ) OJ L 342, 22.12.2009, p. 46.
its publication in the Official Journal of the European Union.

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L 62/2
EN
Official Journal of the European Union
9.3.2011
This Regulation shall be binding in its entirety and directly applicable in the Member States in
accordance with the Treaties.
Done at Brussels, 7 March 2011.
For the Commission
The President
José Manuel BARROSO

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EN
9.3.2011 Official
Journal
of
the
European
Union L
62/3
ANNEX
‘ANNEX V
Testing method for measuring the wet grip index (G) of C1 tyres
1. MANDATORY
STANDARDS
The following documents listed apply.
(1) ASTM E 303-93 (Reapproved 2008), Standard Test Method for Measuring Surface Frictional Properties Using
the British Pendulum Tester;
(2) ASTM E 501-08, Standard Specification for Standard Rib Tire for Pavement Skid-Resistance Tests;
(3) ASTM E 965-96 (Reapproved 2006), Standard Test Method for Measuring Pavement Macrotexture Depth
Using a Volumetric Technique;
(4) ASTM E 1136-93 (Reapproved 2003), Standard Specification for a Radial Standard Reference Test Tire
(SRTT14″);
(5) ASTM F 2493-08, Standard Specification for a Radial Standard Reference Test Tire (SRTT16″).
2. DEFINITIONS
For the purposes of testing wet grip of C1 tyres, the following definitions apply:
(1) “test run” means a single pass of a loaded tyre over a given test track surface;
(2) “test tyre(s)” means a candidate tyre, a reference tyre or a control tyre or tyre set that is used in a test run;
(3) “candidate tyre(s) (T)” means a tyre or a tyre set that is tested for the purpose of calculating its wet grip
index;
(4) “reference tyre(s) (R)” means a tyre or a tyre set that has the characteristics indicated in ASTM F 2493-08
and referred to as Standard Reference Test Tyre 16 inches (SRTT16″);
(5) “control tyre(s) (C)” means an intermediate tyre or a set of intermediate tyres which is used when the
candidate tyre and the reference tyre cannot be directly compared on the same vehicle;
(6) “braking force of a tyre” means the longitudinal force, expressed in newton, resulting from braking torque
application;
(7) “braking force coefficient of a tyre (BFC)” means the ratio of the braking force to the vertical load;
(8) “peak braking force coefficient of a tyre” means the maximum value of a tyre braking force coefficient that
occurs prior to wheel lockup as the braking torque is progressively increased;
(9) “lockup of a wheel” means the condition of a wheel in which its rotational velocity about the wheel spin
axis is zero and it is prevented from rotating in the presence of applied wheel torque;
(10) “vertical load” means the load in newton imposed on the tyre perpendicular to the road surface;
(11) “tyre test vehicle” means a dedicated special purpose vehicle which has instruments to measure the vertical
and the longitudinal forces on one test tyre during braking.

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L 62/4
EN
Official Journal of the European Union
9.3.2011
3. GENERAL
TEST
CONDITIONS
3.1 Track
characteristics
The test track shall have the following characteristics:
(1) The surface shall have a dense asphalt surface with a uniform gradient of not more than 2 % and shall not
deviate more than 6 mm when tested with a 3 m straight edge.
(2) The surface shall have a pavement of uniform age, composition, and wear. The test surface shall be free of
loose material and foreign deposits.
(3) The maximum chipping size shall be 10 mm (tolerances permitted from 8 mm to 13 mm).
(4) The texture depth as measured by a sand patch shall be 0,7 ± 0,3 mm. It shall be measured in accordance
with ASTM E 965-96 (Reapproved 2006).
(5) The wetted frictional properties of the surface shall be measured with either method (a) or (b) in section 3.2.
3.2
Methods to measure the wetted frictional properties of the surface
(a) British Pendulum Number (BPN) method
The British Pendulum Number method shall be as defined in ASTM E 303-93 (Reapproved in 2008).
Pad rubber component formulation and physical properties shall be as specified in ASTM E 501-08.
The averaged British Pendulum Number (BPN) shall be between 42 and 60 BPN after temperature correction
as follows.
BPN shall be corrected by the wetted road surface temperature. Unless temperature correction recommen
dations are indicated by the British pendulum manufacturer, the following formula is used:
BPN = BPN (measured value) + temperature correction
temperature correction = – 0,0018 t 2 + 0,34 t – 6,1
where t is the wetted road surface temperature in degrees Celsius.
Effects of slider pad wear: The pad shall be removed for maximum wear when the wear on the striking edge
of the slider reaches 3,2 mm in the plane of the slider or 1,6 mm vertical to it in accordance with section
5.2.2 and Figure 3 of ASTM E 303-93 (Reapproved 2008).
For the purpose of checking track surface BPN consistency for the measurement of wet grip on an instru
mented passenger car: the BPN values of the test track should not vary over the entire stopping distance so as
to decrease the dispersion of test results. The wetted frictional properties of the surface shall be measured five
times at each point of the BPN measurement every 10 meters and the coefficient of variation of the averaged
BPN shall not exceed 10 %.
(b) ASTM E 1136 Standard Reference Test Tyre (SRTT14″) method
By derogation with point (4) of section 2, this method uses the reference tyre that has the characteristics
indicated in ASTM E 1136-93 (Reapproved 2003) and referred to as SRTT14″ ( 1 ).
The average peak braking force coefficient (μ peak,ave ) of the SRTT14″ shall be 0,7 ± 0,1 at 65 km/h.
The average peak braking force coefficient (μ peak,ave ) of the SRTT14″ shall be corrected by the wetted road
surface temperature as follows:
peak braking force coefficient (μ peak,ave ) = peak braking force coefficient (measured) + temperature correction
temperature correction = 0,0035 × (t – 20)
where t is the wetted road surface temperature in degrees Celsius.
( 1 ) The size of the ASTM E 1136 SRTT is P195/75R14.

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EN
9.3.2011 Official
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European
Union L
62/5
3.3 Atmospheric
conditions
The wind conditions shall not interfere with wetting of the surface (wind-shields are allowed).
Both the wetted surface temperature and the ambient temperature shall be between 2 °C and 20 °C for snow tyres
and 5 °C and 35 °C for normal tyres.
The wetted surface temperature shall not vary during the test by more than 10 °C.
The ambient temperature must remain close to the wetted surface temperature; the difference between the
ambient and the wetted surface temperatures must be less than 10 °C.
4. TESTING
METHODS
FOR
MEASURING
WET
GRIP
For the calculation of the wet grip index (G) of a candidate tyre, the wet grip braking performance of the
candidate tyre is compared to the wet grip braking performance of the reference tyre on a vehicle travelling
straight ahead on a wet, paved surface. It is measured with one of the following methods:
— vehicle method consisting of testing a set of tyres mounted on an instrumented passenger car,
— testing method using a trailer towed by a vehicle or a tyre test vehicle, equipped with the test tyre(s).
4.1 Testing
method
using
an
instrumented
passenger
car
4.1.1 Principle
The testing method covers a procedure for measuring the deceleration performance of C1 tyres during braking,
using an instrumented passenger car equipped with an Antilock Braking System (ABS), where “instrumented
passenger car” means a passenger car that is fitted with the measuring equipment listed in section 4.1.2.2 for the
purpose of this testing method. Starting with a defined initial speed, the brakes are applied hard enough on four
wheels at the same time to activate the ABS. The average deceleration is calculated between two pre-defined
speeds.
4.1.2 Equipment
4.1.2.1 V e h i c l e
Permitted modifications on the passenger car are as follows:
— those allowing the number of tyre sizes that can be mounted on the vehicle to be increased,
— those permitting automatic activation of the braking device to be installed.
Any other modification of the braking system is prohibited.
4.1.2.2 M e a s u r i n g e q u i p m e n t
The vehicle shall be fitted with a sensor suitable for measuring speed on a wet surface and distance covered
between two speeds.
To measure vehicle speed, a fifth wheel or non-contact speed-measuring system shall be used.
4.1.3 Conditioning
of
the
test
track
and
wetting
condition
The test track surface shall be watered at least half an hour prior to testing in order to equalise the surface
temperature and water temperature. External watering should be supplied continuously throughout testing. For
the whole testing area, the water depth shall be 1,0 ± 0,5 mm, measured from the peak of the pavement.
The test track should then be conditioned by conducting at least 10 test runs with tyres not involved in the test
programme at 90 km/h.
4.1.4 Tyres
and
rims
4.1.4.1 T y r e p r e p a r a t i o n a n d b r e a k - i n
The test tyres shall be trimmed to remove all protuberances on the tread surface caused by mould air vents or
flashes at mould junctions.
The test tyres shall be mounted on the test rim declared by the tyre manufacturer.

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L 62/6
EN
Official Journal of the European Union
9.3.2011
A proper bead seat should be achieved by the use of a suitable lubricant. Excessive use of lubricant should be
avoided to prevent slipping of the tyre on the wheel rim.
The test tyres/rim assemblies shall be stored in a location for a minimum of two hours such that they all have the
same ambient temperature prior to testing. They should be shielded from the sun to avoid excessive heating by
solar radiation.
For tyre break-in, two braking runs shall be performed.
4.1.4.2 T y r e l o a d
The static load on each axle tyre shall lie between 60 % and 90 % of the tested tyre load capacity. Tyre loads on
the same axle should not differ by more than 10 %.
4.1.4.3 T y r e i n f l a t i o n p r e s s u r e
On the front and rear axles, the inflation pressures shall be 220 kPa (for standard- and extra-load tyres). The tyre
pressure should be checked just prior to testing at ambient temperature and adjusted if required.
4.1.5 Procedure
4.1.5.1 T e s t r u n
The following test procedure applies for each test run:
(1) The passenger car is driven in a straight line up to 85 ± 2 km/h.
(2) Once the passenger car has reached 85 ± 2 km/h, the brakes are always activated at the same place on the test
track referred to as “braking starting point”, with a longitudinal tolerance of 5 m and a transverse tolerance of
0,5 m.
(3) The brakes are activated either automatically or manually.
(i) The automatic activation of the brakes is performed by means of a detection system made of two parts,
one indexed to the test track and one on board the passenger car.
(ii) The manual activation of the brakes depends on the type of transmission as follows. In both cases, a
minimum of 600 N pedal efforts is required.
For manual transmission, the driver should release the clutch and depress the brake pedal sharply, holding
it down as long as necessary to perform the measurement.
For automatic transmission, the driver should select neutral gear and then depress the brake pedal sharply,
holding it down as long as necessary to perform the measurement.
(4) The average deceleration is calculated between 80 km/h and 20 km/h.
If any of the specifications listed above (including speed tolerance, longitudinal and transverse tolerance for the
braking starting point, and braking time) are not met when a test run is made, the measurement is discarded and
a new test run is made.
4.1.5.2 T e s t c y c l e
A number of test runs are made in order to measure the wet grip index of a set of candidate tyres (T) according
to the following procedure, whereby each test run shall be made in the same direction and up to three different
sets of candidate tyres may be measured within the same test cycle:
(1) First, the set of reference tyres are mounted on the instrumented passenger car.
(2) After at least three valid measurements have been made in accordance with section 4.1.5.1, the set of
reference tyres is replaced by a set of candidate tyres.
(3) After six valid measurements of the candidate tyres are performed, two more sets of candidate tyres may be
measured.
(4) The test cycle is closed by three more valid measurements of the same set of reference tyres as at the
beginning of the test cycle.

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EN
9.3.2011 Official
Journal
of
the
European
Union L
62/7
EXAMPLES:
— The run order for a test cycle of three sets of candidate tyres (T1 to T3) plus a set of reference tyres (R) would
be the following:
R-T1-T2-T3-R
— The run order for a test cycle of five sets of candidate tyres (T1 to T5) plus a set of reference tyres (R) would
be the following:
R-T1-T2-T3-R-T4-T5-R
4.1.6 Processing
of
measurement
results
4.1.6.1 C a l c u l a t i o n o f t h e a v e r a g e d e c e l e r a t i o n ( A D )
The average deceleration (AD) is calculated for each valid test run in ms – 2 as follows:
S 2
AD
f – S 2
i
j 2d j
where:
S f is the final speed in ms – 1 ; S f = 20 km/h = 5,556 ms – 1
S i is the initial speed in ms – 1 ; S i = 80 km/h = 22,222 ms – 1
d is the distance covered in m between S i and S f .
4.1.6.2 V a l i d a t i o n o f r e s u l t s
The AD coefficient of variation is calculated as follows:
(Standard Deviation / Average) × 100
For the reference tyres (R): If the AD coefficient of variation of any two consecutive groups of three test runs of
the reference tyre set is higher than 3 %, all data should be discarded and the test repeated for all test tyres (the
candidate tyres and the reference tyres).
For the candidate tyres (T): The AD coefficients of variation are calculated for each candidate tyre set. If one
coefficient of variation is higher than 3 %, the data should be discarded and the test repeated for that candidate
tyre set.
4.1.6.3 C a l c u l a t i o n o f a d j u s t e d a v e r a g e d e c e l e r a t i o n ( R a )
The average deceleration (AD) of the reference tyre set used for the calculation of its braking force coefficient is
adjusted according to the positioning of each candidate tyre set in a given test cycle.
This adjusted AD of the reference tyre (Ra) is calculated in ms –2 in accordance with table 1 where R 1 is the
average of the AD values in the first test of the reference tyre set (R) and R 2 is the average of the AD values in
the second test of the same reference tyre set (R).
Table 1
Number of sets of candidate tyres within
one test cycle
Set of candidate tyres Ra
1
T1 Ra = 1/2 (R 1 + R 2 )
(R 1 -T1-R 2 )
2
T1 Ra = 2/3 R 1 + 1/3 R 2
(R 1 -T1-T2-R 2 )
T2 Ra = 1/3 R 1 + 2/3 R 2
3
T1 Ra = 3/4 R 1 + 1/4 R 2
(R 1 -T1-T2-T3-R 2 )
T2 Ra = 1/2 (R 1 + R 2 )
T3 Ra = 1/4 R 1 + 3/4 R 2

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L 62/8
EN
Official Journal of the European Union
9.3.2011
4.1.6.4 C a l c u l a t i o n o f t h e b r a k i n g f o r c e c o e f f i c i e n t (BFC)
The braking force coefficient (BFC) is calculated for a braking on the two axles according to Table 2 where Ta
(a = 1, 2 or 3) is the average of the AD values for each candidate tyre (T) set that is part of a test cycle.
Table 2
Test Tyre Braking
force
coefficient
Reference tyre BFC(R) = |Ra/g|
Candidate tyre BFC(T) = |Ta/g|
g is the acceleration due to gravity, g = 9,81 ms -2
4.1.6.5 C a l c u l a t i o n o f t h e w e t g r i p i n d e x o f t h e c a n d i d a t e t y r e
The wet grip index of the candidate tyre (G(T)) is calculated as follows:
A BFC
GT " BFCT
R – 1
BFC
; 0
R 125 a t – t 0
b BFCR 0 !# 10 –2
where:
— t is the measured wet surface temperature in degree Celsius when the candidate tyre (T) is tested
— t 0 is the wet surface reference temperature condition, t 0 =20 °C for normal tyres and t 0 =10 °C for snow tyres
— BFC(R 0 ) is the braking force coefficient for the reference tyre in the reference conditions, BFC(R 0 ) = 0,68
— a = – 0,4232 and b = – 8,297 for normal tyres, a = 0,7721 and b = 31,18 for snow tyres
4.1.7 Wet grip performance comparison between a candidate tyre and a reference tyre using a control tyre
4.1.7.1 G e n e r a l
Where the candidate tyre size is significantly different from that of the reference tyre, a direct comparison on the
same instrumented passenger car may not be possible. This testing method uses an intermediate tyre, hereinafter
called the control tyre as defined in point 5 of section 2.
4.1.7.2 P r i n c i p l e o f t h e a p p r o a c h
The principle is the use of a control tyre set and two different instrumented passenger cars for the test cycle of a
candidate tyre set in comparison with a reference tyre set.
One instrumented passenger car is fitted with the reference tyre set followed by the control tyre set, the other
with the control tyre set followed by the candidate tyre set.
The specifications listed in sections 4.1.2 to 4.1.4 apply.
The first test cycle is a comparison between the control tyre set and the reference tyre set.
The second test cycle is a comparison between the candidate tyre set and the control tyre set. It is done on the
same test track and during the same day as the first test cycle. The wetted surface temperature shall be within ±
5 °C of the temperature of the first test cycle. The same control tyre set shall be used for the first and the second
test cycles.

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9.3.2011 Official
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Union L
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The wet grip index of the candidate tyre (G(T)) is calculated as follows:
G(T) = G 1 × G 2
where:
— G 1 is the relative wet grip index of the control tyre (C) compared to the reference tyre (R) calculated as
follows:
A BFC
G
R
1 " BFCC
– 1
BFC
; 0
R 125 a t – t 0
b BFCR 0 !# 10 –2
— G 2 is the relative wet grip index of the candidate tyre (T) compared to the control tyre (C) calculated as
follows:
BFC
G
T
2 BFCC
4.1.7.3 S t o r a g e a n d p r e s e r v a t i o n
It is necessary that all the tyres of a control tyre set have been stored in the same conditions. As soon as the
control tyre set has been tested in comparison with the reference tyre, the specific storage conditions defined in
ASTM E 1136-93 (Reapproved 2003) shall be applied.
4.1.7.4 R e p l a c e m e n t o f r e f e r e n c e t y r e s a n d c o n t r o l t y r e s
When irregular wear or damage results from tests, or when wear influences the test results, the use of the tyre
shall be discontinued.
4.2
Testing method using a trailer towed by a vehicle or a tyre test vehicle
4.2.1 Principle
The measurements are conducted on test tyres mounted on a trailer towed by a vehicle (hereafter referred to as
tow vehicle) or on a tyre test vehicle. The brake in the test position is applied firmly until sufficient braking
torque is generated to produce the maximum braking force that will occur prior to wheel lockup at a test speed
of 65 km/h.
4.2.2 Equipment
4.2.2.1 T o w v e h i c l e a n d t r a i l e r o r t y r e t e s t v e h i c l e
— The tow vehicle or the tyre test vehicle shall have the capability of maintaining the specified speed of 65 ±
2 km/h even under the maximum braking forces.
— The trailer or the tyre test vehicle shall be equipped with one place where the tyre can be fitted for
measurement purposes hereafter called “test position” and the following accessories:
(i) equipment to activate brakes in the test position;
(ii) a water tank to store sufficient water to supply the road surface wetting system, unless external watering
is used;
(iii) recording equipment to record signals from transducers installed at the test position and to monitor
water application rate if the self-watering option is used.
— The maximum variation of toe-settings and camber angle for the test position shall be within ± 0,5 ° with
maximum vertical load. Suspension arms and bushings shall have sufficient rigidity necessary to minimise free
play and ensure compliance under application of maximum braking forces. The suspension system shall
provide adequate load-carrying capacity and be of such a design as to isolate suspension resonance.
— The test position shall be equipped with a typical or special automotive brake system which can apply
sufficient braking torque to produce the maximum value of braking test wheel longitudinal force at the
conditions specified.
— The brake application system shall be able to control the time interval between initial brake application and
peak longitudinal force as specified in section 4.2.7.1.

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L 62/10
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Official Journal of the European Union
9.3.2011
— The trailer or the tyre test vehicle shall be designed to accommodate the range of candidate tyre sizes to be
tested.
— The trailer or the tyre test vehicle shall have provisions for adjustment of vertical load as specified in section
4.2.5.2.
4.2.2.2 M e a s u r i n g e q u i p m e n t
— The test wheel position on the trailer or the tyre test vehicle shall be equipped with a rotational wheel velocity
measuring system and with transducers to measure the braking force and vertical load at the test wheel.
— General requirements for measurement system: The instrumentation system shall conform to the following
overall requirements at ambient temperatures between 0 °C and 45 °C:
(i) overall system accuracy, force: ± 1,5 % of the full scale of the vertical load or braking force;
(ii) overall system accuracy, speed: ± 1,5 % of speed or ± 1,0 km/h, whichever is greater.
— Vehicle speed: To measure vehicle speed, a fifth wheel or non-contact precision speed-measuring system
should be used.
— Braking forces: The braking force-measuring transducers shall measure longitudinal force generated at the
tyre–road interface as a result of brake application within a range from 0 % to at least 125 % of the applied
vertical load. The transducer design and location shall minimise inertial effects and vibration-induced mech
anical resonance.
— Vertical load: The vertical load-measuring transducer shall measure the vertical load at the test position during
brake application. The transducer shall have the same specifications as described previously.
— Signal conditioning and recording system: All signal conditioning and recording equipment shall provide
linear output with necessary gain and data reading resolution to meet the specified previous requirements. In
addition, the following requirements apply:
(i) The minimum frequency response shall be flat from 0 Hz to 50 Hz (100 Hz) within ± 1 % full scale.
(ii) The signal-to-noise ratio shall be at least 20/1.
(iii) The gain shall be sufficient to permit full-scale display for full-scale input signal level.
(iv) The input impedance shall be at least 10 times larger than the output impedance of the signal source.
(v) The equipment shall be insensitive to vibrations, acceleration, and changes in ambient temperature.
4.2.3 Conditioning
of
the
test
track
The test track should be conditioned by conducting at least ten test runs with tyres not involved in the test
program at 65 ± 2 km/h.
4.2.4 Wetting
conditions
The tow vehicle and trailer or the tyre test vehicle may be optionally equipped with a pavement-wetting system,
less the storage tank, which, in the case of the trailer, is mounted on the tow vehicle. The water being applied to
the pavement ahead of the test tyres shall be supplied by a nozzle suitably designed to ensure that the water layer
encountered by the test tyre has a uniform cross section at the test speed with a minimum splash and overspray.
The nozzle configuration and position shall ensure that the water jets are directed towards the test tyre and
pointed towards the pavement at an angle of 20° to 30°.
The water shall strike the pavement 0,25 m to 0,45 m ahead of the centre of tyre contact. The nozzle shall be
located 25 mm above the pavement or at the minimum height required to clear obstacles which the tester is
expected to encounter, but in no case more than 100 mm above the pavement.

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62/11
The water layer shall be at least 25 mm wider than the test tyre tread and applied so the tyre is centrally located
between the edges. Water delivery rate shall ensure a water depth of 1,0 ± 0,5 mm and shall be consistent
throughout the test to within ± 10 per cent. The volume of water per unit of wetted width shall be directly
proportional to the test speed. The quantity of water applied at 65 km/h shall be 18 ls -1 per meter of width of
wetted surface in case of a water depth of 1,0 mm.
4.2.5 Tyres
and
rims
4.2.5.1 T y r e p r e p a r a t i o n a n d b r e a k - i n
The test tyres shall be trimmed to remove all protuberances on the tread surface caused by mould air vents or
flashes at mould junctions.
The test tyre shall be mounted on the test rim declared by the tyre manufacturer.
A proper bead seat should be achieved by the use of a suitable lubricant. Excessive use of lubricant should be
avoided to prevent slipping of the tyre on the wheel rim.
The test tyres/rim assemblies shall be stored in a location for a minimum of two hours such that they all have the
same ambient temperature prior to testing. They should be shielded from the sun to avoid excessive heating by
solar radiation.
For tyre break-in, two braking runs shall be performed under the load, pressure and speed as specified in 4.2.5.2,
4.2.5.3 and 4.2.7.1 respectively.
4.2.5.2 T y r e l o a d
The test load on the test tyre is 75 ± 5 % of the test tyre load capacity.
4.2.5.3 T y r e i n f l a t i o n p r e s s u r e
The test tyre cold inflation pressure shall be 180 kPa for standard-load tyres. For extra-load tyres, the cold
inflation pressure shall be 220 kPa.
The tyre pressure should be checked just prior to testing at ambient temperature and adjusted if required.
4.2.6 Preparation of the tow vehicle and trailer or the tyre test vehicle
4.2.6.1 T r a i l e r
For one axle trailers, the hitch height and transverse position shall be adjusted once the test tyre has been loaded
to the specified test load in order to avoid any disturbance of the measuring results. The longitudinal distance
from the centre line of the articulation point of the coupling to the transverse centre line of the axle of the trailer
shall be at least 10 times the “hitch height” or the “coupling (hitch) height”.
4.2.6.2 I n s t r u m e n t a t i o n a n d e q u i p m e n t
Install the fifth wheel, when used, in accordance with the manufacturer’s specifications and locate it as near as
possible to the mid-track position of the tow trailer or the tyre test vehicle.
4.2.7 Procedure
4.2.7.1 T e s t r u n
The following procedure applies for each test run:
(1) The tow vehicle or the tyre test vehicle is driven onto the test track in a straight line at the specified test
speed 65 ± 2 km/h.
(2) The recording system is launched.
(3) Water is delivered to the pavement ahead of the test tyre approximately 0,5 s prior to brake application (for
internal watering system).
(4) The trailer brakes are activated within 2 metres of a measurement point of the wetted frictional properties of
the surface and sand depth in accordance with points 4 and 5 of section 3.1. The rate of braking application
shall be such that the time interval between initial application of force and peak longitudinal force is in the
range 0,2 s to 0,5 s.
(5) The recording system is stopped.
4.2.7.2 T e s t c y c l e
A number of test runs are made in order to measure the wet grip index of the candidate tyre (T) according to the
following procedure, whereby each test run shall be made at the same spot on the test track and in the same
direction. Up to three candidate tyres may be measured within the same test cycle, provided that the tests are
completed within one day.

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L 62/12
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Official Journal of the European Union
9.3.2011
(1) First, the reference tyre is tested.
(2) After at least six valid measurements are performed in accordance with section 4.2.7.1, the reference tyre is
replaced by the candidate tyre.
(3) After six valid measurements of the candidate tyre are performed, two more candidate tyres may be
measured.
(4) The test cycle is closed by six more valid measurements of the same reference tyre as at the beginning of the
test cycle.
EXAMPLES:
— The run order for a test cycle of three candidate tyres (T1 to T3) plus the reference tyre (R) would be the
following:
R-T1-T2-T3-R
— The run order for a test cycle of five candidate tyres (T1 to T5) plus the reference tyre R would be the
following:
R-T1-T2-T3-R-T4-T5-R
4.2.8 Processing
of
measurement
results
4.2.8.1 C a l c u l a t i o n o f t h e p e a k b r a k i n g f o r c e c o e f f i c i e n t
The tyre peak braking force coefficient (μ peak ) is the highest value of μ(t) before lockup occurs calculated as
follows for each test run. Analogue signals should be filtered to remove noise. Digitally recorded signals must be
filtered using a moving average technique.
fh
μt j t
fvt j
where:
μ(t) is the dynamic tyre braking force coefficient in real time;
fh(t) is the dynamic braking force in real time, in N;
fv(t) is the dynamic vertical load in real time, in N.
4.2.8.2 V a l i d a t i o n o f r e s u l t s
The μ peak coefficient of variation is calculated as follows:
(Standard Deviation / Average) x 100
For the reference tyre (R): If the coefficient of variation of the peak braking force coefficient (μ peak ) of the reference
tyre is higher than 5 %, all data should be discarded and the test repeated for all test tyres (the candidate tyre(s)
and the reference tyre).
For the candidate tyre(s) (T): The coefficient of variation of the peak braking force coefficient (μ peak ) is calculated
for each candidate tyre. If one coefficient of variation is higher than 5 %, the data should be discarded and the test
repeated for this candidate tyre.
4.2.8.3 C a l c u l a t i o n o f t h e a d j u s t e d a v e r a g e p e a k b r a k i n g f o r c e c o e f f i c i e n t
The average peak braking force coefficient of the reference tyre used for the calculation of its braking force
coefficient is adjusted according to the positioning of each candidate tyre in a given test cycle.
This adjusted average peak braking force coefficient of the reference tyre (Ra) is calculated in accordance with
table 3 where R 1 is the average peak tyre braking coefficient in the first test of the reference tyre (R) and R 2 is the
average peak tyre braking coefficient in the second test of the same reference tyre (R).

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EN
9.3.2011 Official
Journal
of
the
European
Union L
62/13
Table 3
Number of candidate tyre(s) within one
test cycle
Candidate tyre Ra
1
T1 Ra = 1/2 (R 1 + R 2 )
(R 1 -T1-R 2 )
2
T1 Ra = 2/3 R 1 + 1/3 R 2
(R 1 -T1-T2-R 2 )
T2 Ra = 1/3 R 1 + 2/3 R 2
3
T1 Ra = 3/4 R 1 + 1/4 R 2
(R 1 -T1-T2-T3-R 2 )
T2 Ra = 1/2 (R 1 + R 2 )
T3 Ra = 1/4 R 1 + 3/4 R 2
4.2.8.4 C a l c u l a t i o n o f t h e a v e r a g e p e a k b r a k i n g f o r c e c o e f f i c i e n t ( μ p e a k , a v e )
The average value of the peak braking force coefficients (μ peak,ave ) is calculated according to table 4 whereby Ta
(a = 1, 2 or 3) is the average of the peak braking force coefficients measured for one candidate tyre within one
test cycle.
Table 4
Test tyre
μ peak,ave
Reference tyre
μ peak,ave (R) = Ra as per Table 3
Candidate tyre
μ peak,ave (T) = Ta
4.2.8.5 C a l c u l a t i o n o f t h e w e t g r i p i n d e x o f t h e c a n d i d a t e t y r e
The wet grip index of the candidate tyre (G(T)) is calculated as follows:
A μ
G
peak
T " μ peak;ave T
;ave
R – 1
μ
; 0

peak
μ
;ave
R 125 a t – t 0
b peak;ave R 0 !# 10 –2
where:
— t is the measured wet surface temperature in degree Celsius when the candidate tyre (T) is tested
— t 0 is the wet surface reference temperature condition
— t 0 = 20 °C for normal tyres t 0 =10 °C for snow tyres
— μ peak,ave (R 0 ) = 0,85 is the peak braking force coefficient for the reference tyre in the reference conditions
— a = – 0,4232 and b = - 8,297 for normal tyres, a = 0,7721 and b = 31,18 for snow tyres.

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L 62/14
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Official Journal of the European Union
9.3.2011
Appendix A
Test reports examples of wet grip index
EXAMPLE 1: Test report of wet grip index using trailer method
Test report number: Test
date:
Type of road surface: Texture
depth
(mm):
μ peak (SRTT14″ E 1136): BPN:
Speed (km/h): Water
depth
(mm):
No
1
2
3
4
5
6
7
8
9 10
Size
Service description
Tyre identification
Rim
Pattern
Load (N)
Pressure (kPa)
μpeak
1
2
3
4
5
6
7
8
Average
Standard deviation σ
(σ/average) ≤ 5 %
Ra, Adjusted
Wet grip index
Surface temp. (°C)
Ambient temp. (°C)
Remarks

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EN
9.3.2011 Official
Journal
of
the
European
Union L
62/15
EXAMPLE 2: Test report of wet grip index using passenger car method
Driver: Test
date:
Track: Passenger
Car: Initial
speed
(km/h):
Texture depth (mm): Brand: Final
speed
(km/h):
BPN: Model:
Water depth (mm): Type
No
1
2
3
4
5
Brand Uniroyal TYRE
B TYRE
C TYRE
D Uniroyal
Pattern ASTM
F
2493
PATTERN B PATTERN
C PATTERN
D ASTM
F
2493
SRTT16″
SRTT16″
Size P225/60R16 SIZE
B SIZE
C SIZE
D P225/60R16
Service description 97S LI/SS LI/SS LI/SS 97S
Tyre identification XXXXXXXXX YYYYYYYYY ZZZZZZZZZ NNNNNNNNN XXXXXXXXX
Rim
Front axle pressure
(kPa)
Rear axle pressure
(kPa)
Front axle load (N)
Wet surface temp (°C)
Ambient temp (°C)
Braking Average Braking Average Braking Average Braking Average Braking Average
distance
decel
distance
decel
distance
decel
distance
decel
distance
decel
eration
eration
eration
eration
eration
(m)
(m/s 2 )
(m)
(m/s 2 )
(m)
(m/s 2 )
(m)
(m/s 2 )
(m)
(m/s 2 )
Measurement
1
2
3
4
5
6
7
8
9
10

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L 62/16
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Official Journal of the European Union
9.3.2011
No
1
2
3
4
5
Average AD (m/s 2 )
Standard deviation
(m/s 2 )
Validation of results
Coeff. of variation (%)
< 3 %
Adjusted average AD
of ref. tyre:
R a (m/s 2 )
BFC(R) reference tyre
(SRTT16″)
BFC(T) candidate tyre
Wet grip index (%)’

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