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21.2.2014 Official
Journal
of
the
European
Union
L
53/1
II
(Non-legislative acts)
REGULATIONS
COMMISSION DELEGATED REGULATION (EU) No 134/2014
of 16 December 2013
supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with
regard to environmental and propulsion unit performance requirements and amending Annex V
thereof
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
type-approval in accordance with UNECE regulations
which apply on a compulsory basis is regarded as EU
type-approval.
Having regard to the Treaty on the Functioning of the European
Union,
(3) The
compulsory
application
of
UNECE
regulations
helps
avoiding duplication not only of technical requirements
but also of certification and administrative procedures. In
addition, type-approval that is directly based on inter
nationally agreed standards could improve market
access in third countries, in particular those which are
Having regard to Regulation (EU) No 168/2013 of the
contracting parties to the Agreement of the United
European Parliament and of the Council of 15 January 2013
Nations Economic Commission for Europe concerning
on the approval and market surveillance of two- or three-wheel
the adoption of uniform technical prescriptions for
vehicles and quadricycles ( 1 ), and in particular Article 18(3),
wheeled vehicles, equipment and parts which can be
Article 23(12), Article 24(3) and Article 74 thereof,
fitted to or be used on wheeled vehicles and the
conditions for reciprocal recognition of approvals
granted on the basis of these prescriptions (‘Revised
1958 Agreement’), acceded by the Union by Council
Decision 97/836/EC ( 2 ), and thus enhance the Union
Whereas:
industry’s competitiveness. However, to date the
available UNECE regulations are either outdated or not
existing and therefore these are revisited and upgraded
for technical progress.
(1) The
term
‘L-category
vehicles’
covers
a
wide
range
of
light vehicle types with two, three or four wheels, e.g.
powered cycles, two- and three-wheel mopeds, two- and
(4)
Therefore, Regulation (EU) No 168/2013 provides for the
three-wheel motorcycles, motorcycles with side-cars and
repeal of several directives concerning the approval of L-
light four-wheel vehicles (quadricycles) such as on-road
category vehicles, their systems, components and separate
quads, all-terrain quads and quadrimobiles.
technical units intended for those vehicles in the areas of
environmental and propulsion unit performance require
ments. For the purposes of EU type-approval those
directives should be replaced first with the provisions
( 2 ) Council Decision 97/836/EC of 27 November 1997 with a view to
(2)
Regulation (EU) No 168/2013 provides for the possibility
accession by the European Community to the Agreement of the
of applying regulations of the United Nations Economic
United Nations Economic Commission for Europe concerning the
Commission for Europe (UNECE) for the purpose of EU
adoption of uniform technical prescriptions for wheeled vehicles,
whole vehicle type-approval. Under that Regulation,
equipment and parts which can be fitted to or be used on
wheeled vehicles and the conditions for reciprocal recognition of
approvals granted on the basis of these prescriptions (‘Revised
( 1 ) OJ L 60, 2.3.2013, p. 52.
1958 Agreement’) (OJ L 346, 17.12.1997, p. 78).

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Official Journal of the European Union
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of this Regulation. On the long term, when the revisiting
the study demonstrates that this method is not
process at the level of the UN is finished, equivalent
cost-effective a proposal will follow in due course to
UNECE regulations will be available, which then will
delete this alternative and should become applicable
allow to replace the text of this Regulation with
beyond the Euro 5 step.
making reference to those UNECE regulations.
(8) A
standardised
method
for
measuring
vehicles’
energy
efficiency (fuel or energy consumption, carbon dioxide
(5) In
particular
UNECE
regulation
No
41
on
noise
emissions of categories L3e and L4e motorcycles was
emissions as well as electric range) is necessary to
updated in 2011 for technical progress. UNECE regu
ensure that no technical barriers to trade arise between
lation No 41 should therefore be made obligatory in
Member States and also to ensure that customers and
EU type-approval legislation and replace Annex III to
users are supplied with objective and precise information.
Chapter 9 of Directive 97/24/EC of the European
Parliament and of the Council ( 1 ) in order for motor
cycles to comply with only one set of motorcycle
sound requirements, which are world-wide accepted by
the contracting parties to the Revised 1958 Agreement.
(9) The
methods
for
measuring
propulsion
unit
performance
UNECE regulation No 85 on measurement of net power
including the maximum design vehicle speed, maximum
of electric motors should also be made obligatory with
torque and maximum continuous total power of L-
the same objective of mutual recognition between the
category vehicles may differ from one Member State to
contracting parties to the Revised 1958 Agreement in
the next, this might constitute barriers to trade within the
the area of propulsion unit performance requirements
Union. Therefore, it is necessary to draw up harmonised
for electric motors.
requirements for methods for measuring the propulsion
unit performance of L-category vehicles in order to
enable the approval of vehicles, systems, components
or separate technical units to be applied for each type
of such vehicle.
(6)
The Euro 4 and 5 environmental steps are such measures
designed to reduce emissions of particulate matter and
ozone precursors such as nitrogen oxides and hydro
carbons. A considerable reduction in hydrocarbon
emissions from L-category vehicles is necessary to
(10) Functional
safety
or
environmental
requirements
call
for
improve air quality and comply The exhaust system
restrictions on tampering with certain types of L-category
which is granted system type-approval with limit values
vehicles. In order to avoid obstacles to servicing and
for pollution, not only directly to significantly reduce the
maintenance by vehicle owners, such restrictions should
disproportionately high hydrocarbon tailpipe and evap
be strictly limited to tampering which significantly
orative emissions from these vehicles, but also to help
modifies the environmental and propulsion unit
reduce volatile particle levels in urban areas and possibly
performance of the vehicle and functional safety in a
also smog.
harmful way. As harmful tampering of the vehicle’s
powertrain affects both the environmental and functional
safety performance, the detailed requirements regarding
propulsion unit performance and noise abatement set out
in this Regulation should also be used as reference for
enforcement of powertrain tampering prevention.
(7) One
of
the
measures
against
excessive
hydrocarbon
emissions from L-category vehicles is to limit the evap
orative emissions to the hydrocarbon mass limits laid
down in Annex VI(C) to Regulation (EU) No
168/2013. For this purpose, a type IV test has to be
(11) Part
A
of
Annex
V
to
Regulation
(EU)
No
168/2013
conducted at type-approval in order to measure the evap
makes reference to the 8 test types that allow assessment
orative emissions of a vehicle. One of the requirements
of the environmental performance of the L-category
of the type IV Sealed House evaporative Emission Deter
vehicle to be approved. It is appropriate to set out
mination (SHED) test is to fit either a rapidly aged carbon
detailed test requirements in this delegated act as well
canister or alternatively to apply an additive deterioration
as to amend Annex V (A) of Regulation (EU) No
factor when fitting a degreened carbon canister. It will be
168/2013 by linking the test limits agreed by Council
investigated in the environmental effect study referred to
and the European Parliament with detailed test
in Article 23(4) of Regulation (EU) No 168/2013
procedures and technical requirements set out in this
whether or not it is cost effective to maintain this
Regulation. A reference to the detailed test procedures
deterioration factor as alternative to fitting a represen
and requirements set out in this Regulation should be
tative and rapidly aged carbon canister. If the result of
inserted into Part A of Annex V to Regulation (EU) No
168/2013 by means of the amendments set out in
( 1 ) OJ L 226, 18.8.1997, p. 1.
Annex XII of this Regulation.

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HAS ADOPTED THIS REGULATION:
(5) ‘exhaust emissions’ means tailpipe emissions of gaseous
pollutants and particulate matter;
CHAPTER I
(6) ‘particulate filter’ means a filtering device fitted in the
SUBJECT MATTER AND DEFINITIONS
exhaust system of a vehicle to reduce particulate matter
Article 1
from the exhaust flow;
Subject matter
(7) ‘properly maintained and used’ means that when selecting
This Regulation establishes the detailed technical requirements
a test vehicle it satisfies the criteria with regard to a good
and test procedures regarding environmental and propulsion
level of maintenance and normal use according to the
unit performance for the approval of L-category vehicles and
recommendations of the vehicle manufacturer for
the systems, components and separate technical units intended
acceptance of such a test vehicle;
for such vehicles in accordance with Regulation (EU) No
168/2013 and sets out a list of UNECE regulations and
amendments thereto.
(8) ‘fuel requirement’ by the engine means the type of fuel
normally used by the engine:
Article 2
(a) petrol (E5);
Definitions
The definitions of Regulation (EU) No 168/2013 shall apply. In
addition, the following definitions shall apply:
(b) liquefied petroleum gas (LPG);
(1) ‘WMTC stage 1’ refers to the World harmonised
(c) NG/biomethane (natural gas);
Motorcycle Test Cycle laid down in UNECE Global
Technical Regulation No 2 ( 1 ) used as alternative type I
(d) either petrol (E5) or LPG;
emission test cycle to the European Driving Cycle as of
2006 for category L3e motorcycle types;
(e) either petrol (E5) or NG/biomethane;
(2) ‘WMTC stage 2’ refers to the World harmonised
Motorcycle Test Cycle laid down in the amended UNECE
(f) diesel fuel (B5);
Global Technical Regulation No 2 ( 2 ) which is used as
compulsory type I emission test cycle in the approval of
Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and
(g) mixture of ethanol (E85) and petrol (E5) (flex fuel);
L7e-A vehicles;
(h) mixture of biodiesel and diesel (B5) (flex fuel);
(3) ‘WMTC stage 3’ refers to the revised WMTC referred to in
Annex VI(A) of Regulation (EU) No 168/2013 and is equal
(i) hydrogen (H
to the World harmonised Motorcycle Test Cycle laid down

2 ) or a mixture (H 2 NG) of NG/biomethane
and hydrogen;
in the amended UNECE Global Technical Regulation No
2 ( 3 ) and adapted for vehicles with a low maximum design
vehicle speed, which is used as the compulsory type I
(j) either petrol (E5) or hydrogen (bi-fuel);
emission test cycle in the approval of Euro 5 compliant
L-category vehicles;
(9) ‘environmental performance type-approval’ of a vehicle
means the approval of a vehicle type, variant or version
(4) ‘maximum design vehicle speed’ means the maximum
with regard to the following conditions:
speed of the vehicle determined in accordance with
Article 15 of this Regulation;
(a) complying with Parts A and B of Annex V to Regu
lation (EU) No 168/2013;
( 1 ) ‘Measurement procedure for two-wheel motorcycles equipped with a
positive or compression ignition engine with regard to the emissions
of gaseous pollutants, CO 2 emissions and fuel consumption (UN
document reference ECE/TRANS/180/Add2e of 30 August 2005)’
(b) falling into one propulsion family according to the
including amendment 1 (UNECE document reference ECE/TRANS/
criteria set out in Annex XI;
180a2a1e of 29 January 2008).
( 2 ) The WMTC stage 2 is equal to the WMTC stage 1 amended by
corrigendum 2 of addendum 2 (ECE/TRANS/180a2c2e of
(10) ‘vehicle type with regard to environmental performance’
9 September 2009) and corrigendum 1 of amendment 1 (ECE/
means a set of L-category vehicles which do not differ
TRANS/180a2a1c1e of 9 September 2009).
in the following:
( 3 ) In addition, the corrigenda and amendments identified in the envi
ronmental effect study referred to in Article 23 of Regulation (EU)
No 168/2013 will be taken into account, as well as corrigenda and
(a) the equivalent inertia determined in relation to the
amendments proposed and adopted by UNECE WP29 as continuous
improvement of the world-harmonised test cycle for L-category
reference mass, in accordance with Appendices 5, 7
vehicles.
or 8 to Annex II;

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(b) the propulsion characteristics set out in Annex XI
(i) an inseparable exhaust manifold, catalytic converter
regarding propulsion family;
and muffler integrated in the exhaust system of a
vehicle or separable exhaust system units that can be
replaced;
(11) ‘periodically regenerating system’ means a pollution
control device such as a catalytic converter, particulate
filter or any other pollution control device that requires
a periodical regeneration process in less than 4 000 km of
(18) ‘reference mass’ means the mass in running order of the L-
normal vehicle operation;
category vehicle determined in accordance with Article 5
of Regulation (EU) No 168/2013 increased with the mass
of the driver (75 kg) and if applicable plus the mass of the
(12) ‘alternative fuel vehicle’ means a vehicle designed to run on
propulsion battery;
at least one type of fuel that is either gaseous at atmos
pheric temperature and pressure, or substantially non-
mineral oil derived;
(19) ‘drive train’ means the part of the powertrain downstream
of the output of the propulsion unit(s) that consists if
(13) ‘flex fuel H
applicable of the torque converter clutches, the trans
2 NG vehicle’ means a flex fuel vehicle designed
to run on different mixtures of hydrogen and natural gas
mission and its control, either a drive shaft or belt drive
or biomethane;
or chain drive, the differentials, the final drive, and the
driven wheel tyre (radius);
(14) ‘parent vehicle’ means a vehicle that is representative of a
propulsion family set out in Annex XI;
(20) ‘stop-start system’ means automatic stop and start of the
propulsion unit to reduce the amount of idling, thereby
(15) ‘pollution-control device type’ means a category of
reducing fuel consumption, pollutant and CO 2 emissions
pollution-control devices that are used to control
of the vehicle;
pollutant emissions and that do not differ in their
essential environmental performance and design character
istics;
(21) ‘powertrain software’ means a set of algorithms concerned
with the operation of data processing in powertrain
(16) ‘catalytic converter’ means an emission pollution-control
control units, propulsion control units or drive-train
device which converts toxic by-products of combustion
control units, containing an ordered sequence of
in the ehaust of an engine to less toxic substances by
instructions that change the state of the control units;
means of catalysed chemical reactions;
(17) ‘catalytic converter type’ means a category of catalytic
(22) ‘powertrain calibration’ means the application of a specific
converters that do not differ as regards the following:
set of data maps and parameters used by the control unit’s
software to tune the vehicle’s powertrain, propulsion or
drive train unit(s)’s control;
(a) number of coated substrates, structure and material;
(23) ‘powertrain control unit’ means a combined control unit
(b) type of catalytic activity (oxidising, three-way, or of
of combustion engine(s), electric traction motors or drive
another type of catalytic activity);
train unit systems including the transmission or the clutch;
(c) volume, ratio of frontal area and substrate length;
(24) ‘engine control unit’ means the on-board computer that
partly or entirely controls the engine or engines of the
(d) catalytic converter material content;
vehicle;
(e) catalytic converter material ratio;
(25) ‘drive train control unit’ means the on-board computer
that partly or entirely controls the drive train of the
(f) cell density;
vehicle;
(g) dimensions and shape;
(26) ‘sensor’ means a converter that measures a physical
quantity or state and converts it into an electric signal
(h) thermal protection;
that is used as input to a control unit;

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(27) ‘actuator’ means a converter of an output signal from a
(37) ‘evaporation’ means the breathing losses from the fuel
control unit into motion, heat or other physical state in
storage, fuel delivery system or other sources through
order to control the powertrain, engine(s) or drive train;
which hydrocarbons breathe into the atmosphere;
(28) ‘carburettor’ means a device that blends fuel and air into a
mixture that can be combusted in a combustion engine;
(38) ‘mileage accumulation’ means a representative test vehicle
or a fleet of representative test vehicles driving a
predefined distance as set out in points (a) or (b) of
Article 23(3) to Regulation (EU) No 168/2013 in
accordance with the test requirements of Annex VI to
(29) ‘scavenging port’ means a connector between crankcase
this Regulation;
and combustion chamber of a two-stroke engine
through which the fresh charge of air, fuel and lubrication
oil mixture enters the combustion chamber;
(39) ‘electric powertrain’ means a system consisting of one or
more electric energy storage devices such as batteries, elec
(30) ‘air intake system’ means a system composed of
tromechanical flywheels, super capacitors or other, one or
components allowing the fresh-air charge or air-fuel
more electric power conditioning devices and one or more
mixture to enter the engine and includes, if fitted, the
electric machines that convert stored electric energy to
air filter, intake pipes, resonator(s), the throttle body and
mechanical energy delivered at the wheels for propulsion
the intake manifold of an engine;
of the vehicle;
(31) ‘turbocharger’ means an exhaust gas turbine-powered
centrifugal compressor boosting the amount of air
(40) ‘electric range’, means the distance that vehicles powered
charge into the combustion engine, thereby increasing
by an electric powertrain only or by a hybrid electric
propulsion unit performance;
powertrain with off-vehicle charging can drive electrically
on one fully charged battery or other electric energy
storage device as measured in accordance with the
procedure set out in Appendix 3.3. to Annex VII;
(32) ‘super-charger’ means an intake air compressor used for
forced induction of a combustion engine, thereby
increasing propulsion unit performance;
(41) ‘OVC range’ means the total distance covered during
complete combined cycles run until the energy imparted
by external charging of the battery (or other electric energy
(33) ‘fuel cell’ means a converter of chemical energy from
storage device) is depleted, as measured in accordance with
hydrogen into electric energy for propulsion of the vehicle;
the procedure described in Appendix 3.3. to Annex VII;
(34) ‘crankcase’ means the spaces in or external to an engine
which are connected to the oil sump by internal or
(42) ‘maximum thirty minutes speed’ of a vehicle means the
external ducts through which gases and vapour can escape;
maximum achievable vehicle speed measured during 30
minutes as a result of the 30 minute power set out in
UNECE regulation No 85;
(35) ‘permeability test’ means testing of the losses through the
walls of the non-metallic fuel storage and preconditioning
the non-metallic fuel storage material prior to fuel storage
(43) ‘propulsion unit performance type-approval’ of a vehicle
testing in accordance with Number C8 of Annex II to
means the approval of a vehicle type, variant or version
Regulation (EU) No 168/2013;
with regard to the performance of the propulsion units as
regards the following conditions:
(36) ‘permeation’ means the losses through the walls of the fuel
storage and delivery systems, which is generally tested by
determination of the weight losses;
(a) the maximum design vehicle speed(s);

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(b) the maximum continuous rated torque or maximum
technical requirements and test procedures concerning the envi
net torque;
ronmental performance of these vehicles laid down in Articles 5
to 15.
(c) the maximum continuous rated power or the
maximum net power;
3.
Where the manufacturer modifies the characteristics of the
emission abatement system or performance of any of the
emission-relevant components after the approved vehicle type
(d) the maximum total torque and power in the case of a
with regard to environmental performance is placed on the
hybrid application.
market, the manufacturer shall report this to the approval
authority without delay. The manufacturer shall provide
evidence to the approval authority that the changed emission
(44) ‘propulsion type’ means the propulsion units whose char
abatement system or component characteristics do not result in
acteristics do not differ in any fundamental respect as
a worse environmental performance than that demonstrated at
regards maximum design vehicle speed, maximum net
type-approval.
power, maximum continuous rated power and maximum
torque;
4. The
manufacturer
shall
ensure
that
spare
parts
and
equipment that are made available on the market or are
(45) ‘net power’ means the power available on the test bench at
entering into service in the Union comply with the detailed
the end of the crankshaft or equivalent component of the
technical requirements and test procedures with respect to the
propulsion unit at the rotation speeds measured by the
environmental performance of the vehicles referred to in this
manufacturer at type-approval, together with the acces
Regulation. An approved L-category vehicle equipped with such
sories listed in Tables Ap2.1-1 or Ap2.2-1 of Appendix
a spare part or equipment shall meet the same test requirements
2 of Annex X, and taking into account the efficiency of
and performance limit values as a vehicle equipped with an
the gearbox where the net power can only be measured
original part or equipment satisfying endurance requirements
with the gearbox fitted to the propulsion;
up to and including those set out in Article 22(2), Article 23
and Article 24 of Regulation (EU) No 168/2013.
(46) ‘maximum net power’ means the maximum net power
output from propulsion units that include one or more
5. The manufacturer shall ensure that type-approval
combustion engines, under full engine load operation;
procedures for verifying conformity of production are
followed as regards the detailed environmental and propulsion
unit performance requirements laid down in Article 33 of Regu
(47) ‘maximum torque’ means the maximum torque value
lation (EU) No 168/2013 and its Number C3 of Annex II.
measured under full engine load operation;
6. The
manufacturer
shall
submit
to
the
approval
authority
a
(48) ‘accessories’ means all apparatus and devices listed in Table
description of the measures taken to prevent tampering with the
Ap2.1-1 or Ap2.2-1 of Annex X.
powertrain management system including the computers
controlling the environmental and propulsion unit performance
in accordance with Number C1 of Annex II to Regulation (EU)
CHAPTER II
No 168/2013.
OBLIGATIONS OF THE MANUFACTURER REGARDING THE
ENVIRONMENTAL PERFORMANCE OF VEHICLES
Article 3
7. For
hybrid
applications
or
applications
equipped
with
a
stop-start system, the manufacturer shall install on the vehicle a
Fitting and demonstration requirements related to the
‘service mode’ that makes it possible, subject to environmental
environmental performance of L-category vehicles
and propulsion unit performance testing or inspection, for the
vehicle to continuously run the fuel-consuming engine. Where
1. The manufacturer shall equip L-category vehicles with
that inspection or test execution requires a special procedure,
systems, components and separate technical units affecting the
this shall be detailed in the service manual (or equivalent
environmental performance of a vehicle that are designed,
media). That special procedure shall not require the use of
constructed and assembled so as to enable the vehicle in
special equipment other than that provided with the vehicle.
normal use and maintained according to the prescriptions of
the manufacturer to comply with the detailed technical
requirements and testing procedures of this Regulation.
Article 4
Application of UNECE regulations
2. The
manufacturer
shall
demonstrate
by
means
of
physical
demonstration testing to the approval authority that the L-
1. The
UNECE
regulations
and
amendments
thereto
set
out
category vehicles made available on the market, registered or
in Annex I to this Regulation shall apply to environmental and
entering into service in the Union comply with the detailed
propulsion unit performance type approval.

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2. Vehicles
with
a
maximum
design
vehicle
speed
≤ 25 km/h
V to Regulation (EU) No 168/2013, shall be conducted and
shall meet all the relevant requirements of UNECE regulations
verified in accordance with Annex II to this Regulation.
applying to vehicles with a maximum vehicle design speed of
> 25 km/h.
Article 7
3. References
to
vehicle
categories
L 1 , L 2 , L 3 , L 4 , L 5 , L 6 and
Test type II requirements: tailpipe emissions at (increased)
L 7 in the UNECE regulations shall be understood as references
idle and at free acceleration
to vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e
respectively under this Regulation, including any sub-categories.
The test procedures and requirements applying to test type II on
tailpipe emissions at (increased) idle and at free acceleration
referred to in Part A of Annex V to Regulation (EU) No
168/2013, shall be conducted and verified in accordance with
Annex III to this Regulation.
Article 5
Technical specifications, requirements and test procedures
with respect to the environmental performance of
L-category vehicles
Article 8
1. The
environmental
and
propulsion
unit
performance
test
procedures shall be performed in accordance with the test
Test type III requirements: emissions of crankcase gases
requirements laid down in this Regulation.
The test procedures and requirements applying to test type III
on emissions of crankcase gases referred to in Part A of Annex
V to Regulation (EU) No 168/2013, shall be conducted and
verified in accordance with Annex IV to this Regulation.
2. The
test
procedures
shall
be
carried
out
or
witnessed
by
the approval authority or, if authorised by the approval auth
ority, by the technical service. The manufacturer shall select a
representative parent vehicle to demonstrate compliance of the
environmental performance of the L-category vehicles to the
Article 9
satisfaction of the approval authority complying with the
requirements of Annex XI.
Test type IV requirements: evaporative emissions
The test procedures and requirements applying to test type IV
on evaporative emissions referred to in Part A of Annex V to
Regulation (EU) No 168/2013, shall be conducted and verified
3. The
measurement
methods
and
test
results
shall
be in accordance with Annex V to this Regulation.
reported to the approval authority in the test report format
pursuant to Article 32(1) of Regulation (EU) No 168/2013.
Article 10
4. The
environmental
performance
type-approval
regarding Test type V requirements: durability of pollution-control
test types I, II, III, IV, V, VII and VIII shall extend to different
devices
vehicle variants, versions and propulsion types and families,
provided that the vehicle version, propulsion or pollution-
The type V durability of pollution-control devices test
control system parameters specified in Annex XI are identical
procedures and requirements referred to in Part A of Annex
or remain within the prescribed and declared tolerances in that
V to Regulation (EU) No 168/2013, shall be conducted and
Annex.
verified in accordance with Annex VI to this Regulation.
5. Hybrid
applications
or
applications
equipped
with
a
stop-
start system shall be tested with the fuel-consuming engine
Article 11
running where specified in the test procedure.
Test type VII requirements: CO 2 emissions, fuel
consumption, electric energy consumption or electric
range
The test procedures and requirements applying to test type VII
Article 6
on energy efficiency with respect to CO 2 emissions, fuel
Test type I requirements: tailpipe emissions after cold start
consumption, electric energy consumption or electric range
referred to in Part A of Annex V to Regulation (EU) No
The test procedures and requirements applying to test type I on
168/2013, shall be conducted and verified in accordance with
tailpipe emissions after cold start referred to in Part A of Annex
Annex VII to this Regulation.

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Article 12
Regulation (EU) No 168/2013, shall be conducted and verified
in accordance with Annex X to this Regulation.
Test type VIII requirements: OBD environmental tests
The test procedures and requirements applying to test type VIII
on the environmental part of on-board diagnostics (OBD)
referred to in Part A of Annex V to Regulation (EU) No
168/2013, shall be conducted and verified in accordance with
Annex VIII to this Regulation.
CHAPTER IV
OBLIGATIONS OF THE MEMBER STATES
Article 16
Type-approval of L-category vehicles, their systems,
Article 13
components or separate technical units
Test type IX requirements: sound level
1. Where
a
manufacturer
so
requests,
the
national
authorities
shall not, on grounds relating to the environmental
The type test procedures and requirements applying to test type
performance of vehicle, refuse to grant an environmental and
IX on sound level referred to in Part A of Annex V to Regu
propulsion unit performance type-approval or national approval
lation (EU) No 168/2013, shall be conducted and verified in
for a new type of vehicle, or prohibit the making available on
accordance with Annex IX to this Regulation.
the market, registration, or entry into service of a vehicle,
system, component or separate technical unit, where the
vehicle concerned complies with Regulation (EU) No
168/2013 and the detailed test requirements laid down in
this Regulation.
CHAPTER III
OBLIGATIONS OF MANUFACTURERS REGARDING THE
PROPULSION PERFORMANCE OF VEHICLES
Article 14
2. With
effect
from
the
dates
laid
down
in
Annex
IV
to
Regulation (EU) No 168/2013, national authorities shall, in
General obligations
the case of new vehicles that do not comply with the Euro 4
1. Before
making
an
L-category
vehicle
available
on
the environmental step set out in Parts A1, B1, C1 and D of Annex
market, the manufacturer shall demonstrate the propulsion
VI and Annex VII to Regulation (EU) No 168/2013 or the Euro
unit performance of the L-category vehicle type to the
5 environmental step set out in Parts A2, B2, C2 and D of
approval authority in accordance with the requirements laid
Annex VI and Annex VII to Regulation (EU) No 168/2013
down in this Regulation.
consider certificates of conformity containing previous environ
mental limit values to be no longer valid for the purposes of
Article 43(1) of Regulation (EU) No 168/2013 and shall, on
grounds relating to emissions, fuel or energy consumption, or
the applicable functional safety or vehicle construction require
ments, prohibit the making available on the market, registration
2. When
making
an
L-category
vehicle
available
on
the or entry into service of such vehicles.
market or registering it or before its entry into service, the
manufacturer shall ensure that the propulsion unit performance
of the L-category vehicle type does not exceed that reported to
the approval authority in the information folder provided for in
Article 27 of Regulation (EU) No 168/2013.
3. When
applying
Article
77(5)
of
Regulation
(EU)
No
168/2013, national authorities shall classify the approved
vehicle type in accordance with Annex I to that Regulation.
3. The
propulsion
unit
performance
of
a
vehicle
equipped
with a replacement system, component or separate technical
unit shall not exceed that of a vehicle equipped with the
original systems, components or separate technical units.
Article 17
Type-approval of replacement pollution-control devices
1. National
authorities
shall
prohibit
the
making
available
on
the market or installation on a vehicle of new replacement
pollution-control devices intended to be fitted on vehicles
Article 15
approved under this Regulation where they are not of a type
Propulsion performance requirements
in respect of which an environmental and propulsion unit
performance type-approval has been granted in compliance
The test procedures and requirements on propulsion unit
with Article 23(10) of Regulation (EU) No 168/2013 and
performance referred to in Number A2 of Annex II to
with this Regulation.

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2. National
authorities
may
continue
to
grant
extensions
to comply with the test requirements of Appendix 10 to Annex II,
EU type-approvals referred to in Article 35 of Regulation (EU)
provided they fulfil the requirements of point 4 of that
No 168/2013 for replacement pollution-control devices which
Appendix.
are of a type in the scope of Directive 2002/24/EC under the
terms which originally applied. National authorities shall
CHAPTER V
prohibit the making available on the market or installation on
a vehicle of such replacement pollution-control device type
FINAL PROVISIONS
unless they are of a type in respect of which a relevant type-
Article 18
approval has been granted.
Amendment of Annex V to Regulation (EU) No 168/2013
Part A of Annex V to Regulation (EU) No 168/2013 is
3. A
replacement
pollution-control
device
type
intended
to amended in accordance with Annex XII.
be fitted to a vehicle type-approved in compliance with this
Regulation shall be tested in accordance with Appendix 10 to
Article 19
Annex II and with Annex VI.
Entry into force
1. This
Regulation
shall
enter
into
force
on
the
day
following
4. Original
equipment
replacement
pollution-control
devices that of its publication in the Official Journal of the European
which are of a type covered by this Regulation and which are
Union.
intended to be fitted to a vehicle which the relevant whole
vehicle type-approval document refers to, do not need to
2. It
shall
apply
from
1
January
2016.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 16 December 2013.
For the Commission
The President
José Manuel BARROSO

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LIST OF ANNEXES
Annex Number Annex
title Page
I List
of
UNECE
regulations
which
apply
on
a
compulsory
basis 11
II Test
type
I
requirements:
tailpipe
emissions
after
cold
start 12
III Test
type
II
requirements:
tailpipe
emissions
at
(increased)
idle
and
free 159
acceleration
IV Test
type
III
requirements:
emissions
of
crankcase
gases 163
V Test
type
IV
requirements:
evaporative
emissions 167
VI Test
type
V
requirements:
durability
of
pollution-control
devices 188
VII Test
type
VII
requirements;
CO 2 emissions, fuel consumption, electric
207
energy consumption and electric range
VIII Test
type
VIII
requirements:
OBD
environmental
tests 240
IX Test
type
IX
requirements:
sound
level 245
X
Testing procedures and technical requirements as regards propulsion unit
288
performance
XI Vehicle
propulsion
family
with
regard
to
environmental
performance 320
demonstration testing
XII Amendment
of
Part
A
of
Annex
V
to
Regulation
(EU)
No
168/2013 326

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ANNEX I
List of UNECE regulations which apply on a compulsory basis
UNECE regulation
No
Subject Series
of
amendments OJ
Reference Applicability
41 Noise
emissions
of
04 OJ
L
317,
14.11.2012,
p.
1 L3e,
L4e
motorcycles
Explanatory note:
The fact that a system or component is included in this list does not make its installation mandatory. For certain
components, however, mandatory installation requirements are laid down in other annexes to this
Regulation.

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ANNEX II
Test type I requirements: tailpipe emissions after cold start
Appendix
Number
Appendix title Page
1 Symbols
used
in
Annex
II 74
2 Reference
fuels
78
3 Chassis
dynamometer
system 85
4 Exhaust
dilution
system 91
5 Classification
of
equivalent
inertia
mass
and
running
resistance 103
6 Driving
cycles
for
type
I
tests 106
7
Road tests of L-category vehicles equipped with one wheel on the driven axle or with twinned
153
wheels for the determination of test bench settings
8 Road
tests
of
L-category
vehicles
equipped
with
two
or
more
wheels
on
the
powered
axle
for
the 160
determination of test bench settings
9 Explanatory
note
on
the
gearshift
procedure
for
a
type
I
test 168
10 Type-approval
tests
of
a
replacement
pollution-control
device
type
for
L-category
vehicles
as
a 174
separate technical unit
11
Type I test procedure for hybrid L-category vehicles 178
12 Type
I
test
procedure
for
L-category
vehicles
fuelled
with
LPG,
NG/biomethane,
flex
fuel
H 2 NG
189
or hydrogen
13 Type
I
test
procedure
for
L-category
vehicles
equipped
with
a
periodically
regenerating
system 193
1. Introduction
1.1.
This Annex sets out the procedure for type I testing, as referred to in Part A of Annex V to Regulation
(EU) No 168/2013.
1.2.
This Annex provides a harmonised method for the determination of the levels of gaseous pollutant
emissions and particulate matter, the emissions of carbon dioxide and is referred to in Annex VII to
determine the fuel consumption, energy consumption and electric range of the L-category vehicle within
the scope of Regulation (EU) No 168/2013 that are representative for real world vehicle operation.
1.1.1.
The ‘WMTC stage 1’ was introduced in EU type-approval legislation in 2006, which allowed manu
facturers from then on to demonstrate the emission performance of the L3e motorcycle type by using
the world harmonised motorcycle test cycle (WMTC) set out in UN GTR No 2 as alternative type I test
to the use of the conventional European Driving Cycle (EDC) set out in Chapter 5 of Directive
97/24/EC.
1.1.2.
The ‘WMTC stage 2’ is equal to ‘WMTC stage 1’ with additional enhancements in the area of gear shift
prescriptions and shall be used as compulsory type I test to approve Euro 4 compliant (sub-)categories
L3e, L4e, L5e-A and L7e-A vehicles.
1.1.3.
The ‘revised WMTC’ or ‘WMTC stage 3’ is equal to ‘WMTC stage 2’ for L3e motorcycles, but contains
also custom-tailored driving cycles for all other (sub-) category vehicles, used as type I test to approve
Euro 5 compliant L-category vehicles.

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1.2.
The results may form the basis for limiting gaseous pollutants, carbon dioxide and for the fuel
consumption, energy consumption and electric range indicated by the manufacturer within the envi
ronmental performance type-approval procedures.
2. General
requirements
2.1. The
components
liable
to
affect
the
emission
of
gaseous
pollutants,
carbon
dioxide
emissions
and
fuel
consumption 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 Annex.
Note 1: The symbols used in Annex II are summarised in Appendix 1.
2.2.
Any hidden strategy that ‘optimises’ the powertrain of the vehicle running the relevant emission
laboratory test cycle in an advantageous way, reducing tailpipe emissions and running significantly
differently under real-world conditions, is considered a defeat strategy and is prohibited, unless the
manufacturer has documented and declared it to the satisfaction of the approval authority.
3. Performance
requirements
The applicable performance requirements for EU type-approval are referred to in Parts A, B and C of
Annex VI to Regulation (EU) No 168/2013.
4. Test
conditions
4.1. Test
room
and
soak
area
4.1.1. Test
room
The test room with the chassis dynamometer and the gas sample collection device shall have a
temperature of 298,2 ± 5 K (25 ± 5 °C). The room temperature shall be measured in the vicinity of
the vehicle cooling blower (fan) before and after the type I test.
4.1.2. Soak
area
The soak area shall have a temperature of 298,2 ± 5 K (25 ± 5 °C) and be such that the test vehicle to
be preconditioned can be parked in accordance with point 5.2.4. of this Annex.
4.2. Test
vehicle
4.2.1. General
All components of the test vehicle shall conform to those of the production series or, if the vehicle is
different from the production series, a full description shall be given in the test report. In selecting the
test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval
authority which tested parent vehicle is representative of the related vehicle propulsion family as laid
down in Annex XI.
4.2.2. Run-in
The vehicle shall be presented in good mechanical condition, properly maintained and used. It shall
have been run in and driven at least 1 000 km before the test. The engine, drive train and vehicle shall
be properly run in, in accordance with the manufacturer’s requirements.
4.2.3. Adjustments
The test vehicle shall be adjusted in accordance with the manufacturer’s requirements, e.g. as regards the
viscosity of the oils, or, if it differs from the production series, a full description shall be given in the test
report. In case of a four by four drive, the axle to which the lowest torque is delivered may be
deactivated in order to allow testing on a standard chassis dynamometer.
4.2.4. Test
mass
and
load
distribution
The test mass, including the masses of the rider and the instruments, shall be measured before the
beginning of the tests. The load shall be distributed across the wheels in conformity with the manu
facturer’s instructions.
4.2.5. Tyres
The tyres shall be of a type specified as original equipment by the vehicle manufacturer. The tyre
pressures shall be adjusted to the specifications of the manufacturer or to those where the speed of the
vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equalised.
The tyre pressure shall be indicated in the test report.

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4.3. L-category
vehicle
sub-classification
Figure 1-1 provides a graphical overview of the L-category vehicle sub-classification in terms of engine
capacity and maximum vehicle speed if subject to environmental test types I, VII and VIII, indicated by
the (sub-)class numbers in the graph areas. The numerical values of the engine capacity and maximum
vehicle speed shall not be rounded up or down.
Figure 1-1
L-category vehicle sub-classification for environmental testing, test types I, VII and VIII
4.3.1. Class
1
L-category vehicles that fulfil the following specifications belong to class 1:
Table 1-1
sub-classification criteria for class 1 L-category vehicles
engine capacity < 150 cm 3 and v max < 100 km/h class
1
4.3.2. Class
2
L-category vehicles that fulfil the following specifications belong to class 2 and shall be sub-classified in:
Table 1-2
sub-classification criteria for class 2 L-category vehicles
Engine capacity < 150 cm 3 and 100 km/h ≤ v max < 115 km/h or engine capacity sub-class 2-1
≥150 cm 3 and v max < 115 km/h
115 km/h ≤ v max < 130 km/h sub-class
2-2
4.3.3. Class
3
L-category vehicles that fulfil the following specifications belong to class 3 and shall be sub-classified in:
Table 1-3
sub-classification criteria for class 3 L-category vehicles
130 ≤ v max < 140 km/h subclass
3-1
v max ≥ 140 km/h or engine capacity > 1 500 cm 3
subclass 3-2

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4.3.4. 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 6. Depending on the L-vehicle category subject to the WMTC laid
down in point 4.5.4.1. and its classification in terms of engine displacement and maximum design
vehicle speed in accordance with point 4.3, the following WMTC test cycle parts must be run:
Table 1-4
WMTC test cycle parts for class 1.2 and 3 L-category vehicles
L-category vehicle
(sub-)class
Applicable parts of the WMTC as specified in Appendix 6
Class 1:
part 1, reduced vehicle speed in cold condition, followed by part 1, reduced vehicle
speed in warm condition.
Class 2 subdivided in:
Sub-class 2-1:
part 1, reduced vehicle speed in cold condition, followed by part 2, reduced vehicle
speed in warm condition.
Sub-class 2-2:
part 1, in cold condition, followed by part 2, in warm condition.
Class 3 subdivided in:
Sub-class 3-1:
part 1, in cold condition, followed by part 2, in warm condition, followed by part
3, reduced vehicle speed in warm condition.
Sub-class 3-2:
part 1, in cold condition, followed by part 2, in warm condition, followed by part
3, in warm condition.
4.4. Specification
of
the
reference
fuel
The appropriate reference fuels as specified in Appendix 2 shall be used for testing. For the purpose of
the calculation referred to in point 1.4 of Appendix 1 of Annex VII, for liquid fuels, the density
measured at 288,2 K (15 °C) shall be used.
4.5. Type
I
test
4.5.1. Driver
The test driver shall have a mass of 75 kg ± 5 kg.
4.5.2. Test
bench
specifications
and
settings
4.5.2.1.
The dynamometer shall have a single roller for two-wheel L-category vehicles with a diameter of at least
400 mm. A chassis dynamometer equipped with dual rollers is permitted when testing tricycles with
two front wheels or quadricycles.
4.5.2.2. The
dynamometer
shall
be
equipped
with
a
roller
revolution
counter
for
measuring
actual
distance
travelled.
4.5.2.3. Dynamometer
flywheels
or
other
means
shall
be
used
to
simulate
the
inertia
specified
in
point
5.2.2.
4.5.2.4. The
dynamometer
rollers
shall
be
clean,
dry
and
free
from
anything
which
might
cause
the
tyre
to
slip.
4.5.2.5. Cooling
fan
specifications
as
follows:
4.5.2.5.1. Throughout
the
test,
a
variable-speed
cooling
blower
(fan)
shall
be
positioned
in
front
of
the
vehicle
so
as to direct the cooling air onto it in a manner that simulates actual operating conditions. The blower
speed shall be such that, within the operating range of 10 to 50 km/h, the linear velocity of the air at
the blower outlet is within ±5 km/h of the corresponding roller speed. At the range of over 50 km/h,
the linear velocity of the air shall be within ± 10 percent. At roller speeds of less than 10 km/h, air
velocity may be zero.

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4.5.2.5.2. The
air
velocity
referred
to
in
point
4.5.2.5.1.
shall
be
determined
as
an
averaged
value
of
nine
measuring points which are located at the centre of each rectangle dividing the whole of the blower
outlet into nine areas (dividing both horizontal and vertical sides of the blower outlet into three equal
parts). The value at each of the nine points shall be within 10 percent of the average of the nine values.
4.5.2.5.3.
The blower outlet shall have a cross-section area of at least 0.4 m 2 and the bottom of the blower outlet
shall be between 5 and 20 cm above floor level. The blower outlet shall be perpendicular to the
longitudinal axis of the vehicle, between 30 and 45 cm in front of its front wheel. The device used
to measure the linear velocity of the air shall be located at between 0 and 20 cm from the air outlet.
4.5.2.6.
The detailed requirements regarding test bench specifications are listed in Appendix 3.
4.5.3. Exhaust
gas
measurement
system
4.5.3.1.
The gas-collection device shall be a closed-type device that can collect all exhaust gases at the vehicle
exhaust outlets on condition that it satisfies the backpressure condition of ± 125 mm H 2 O. An open
system may be used if it is confirmed that all the exhaust gases are collected. The gas collection shall be
such that there is no condensation which could appreciably modify the nature of exhaust gases at the
test temperature. An example of a gas-collection device is illustrated in Figure 1-2:
Figure 1-2
Equipment for sampling the gases and measuring their volume
4.5.3.2.
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.
4.5.3.3.
A heat exchanger capable of limiting the temperature variation of the diluted gases in the pump intake
to ± 5 K shall be in operation throughout the test. This exchanger shall be equipped with a preheating
system capable of bringing the exchanger to its operating temperature (with the tolerance of ± 5 K)
before the test begins.
4.5.3.4.
A positive displacement pump shall be used to draw in the diluted exhaust mixture. This pump shall be
equipped with a motor with several strictly controlled uniform speeds. The pump capacity shall be large
enough to ensure the intake of the exhaust gases. A device using a critical-flow venturi (CFV) may also
be used.

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4.5.3.5.
A device (T) shall be used for the continuous recording of the temperature of the diluted exhaust
mixture entering the pump.
4.5.3.6.
Two gauges shall be used, the first to ensure the pressure depression of the dilute exhaust mixture
entering the pump relative to atmospheric pressure, and the second to measure the dynamic pressure
variation of the positive displacement pump.
4.5.3.7.
A probe shall be located near to, but outside, the gas-collecting device, to collect samples of the dilution
air stream through a pump, a filter and a flow meter at constant flow rates throughout the test.
4.5.3.8.
A sample probe pointed upstream into the dilute exhaust mixture flow, upstream of the positive
displacement pump, shall be used to collect samples of the dilute exhaust mixture through a pump,
a filter and a flow meter at constant flow rates throughout the test. The minimum sample flow rate in
the sampling devices shown in Figure 1-2 and in point 4.5.3.7. shall be at least 150 litre/hour.
4.5.3.9.
Three-way valves shall be used on the sampling system described in points 4.5.3.7. and 4.5.3.8. to direct
the samples either to their respective bags or to the outside throughout the test.
4.5.3.10. Gas-tight
collection
bags
4.5.3.10.1. For
dilution
air
and
dilute
exhaust
mixture
the
collection
bags
shall
be
of
sufficient
capacity
not
to
impede normal sample flow and shall not change the nature of the pollutants concerned.
4.5.3.10.2.
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.
4.5.3.11.
A revolution counter shall be used to count the revolutions of the positive displacement pump
throughout the test.
Note 2: 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.
Note 3: 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.
Note 4: If a constant volume sampler (CVS) flow rate is used throughout the test cycle that includes low
and high 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 speed range.
4.5.3.12. Particulate
mass
emissions
measurement
equipment
4.5.3.12.1 Specification
4.5.3.12.1.1. System
overview
4.5.3.12.1.1.1. The particulate sampling unit shall consist of a sampling probe located in the dilution tunnel, a particle
transfer tube, a filter holder, a partial-flow pump, and flow rate regulators and measuring units.
4.5.3.12.1.1.2. It
is
recommended
that
a
particle
size
pre-classifier
(e.g.
cyclone
or
impactor)
be
employed
upstream
of
the filter holder. However, a sampling probe, used as an appropriate size-classification device such as
that shown in Figure 1-6, is acceptable.
4.5.3.12.1.2. General
requirements
4.5.3.12.1.2.1. The sampling probe for the test gas flow for particulates shall be so arranged within the dilution tract
that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture.
4.5.3.12.1.2.2. The particulate sample flow rate shall be proportional to the total flow of diluted exhaust gas in the
dilution tunnel to within a tolerance of ±5 percent of the particulate sample flow rate.

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4.5.3.12.1.2.3. The
sampled
dilute
exhaust
gas
shall
be
maintained
at
a
temperature
below
325,2
K
(52
°C)
within
20 cm upstream or downstream of the particulate filter face, except in the case of a regeneration test,
where the temperature shall be below 465,2 K (192 °C).
4.5.3.12.1.2.4. The particulate sample shall be collected on a single filter mounted in a holder in the sampled diluted
exhaust gas flow
4.5.3.12.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder
which are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or
alteration of the particulates. All parts shall be made of electrically conductive materials that do not
react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects.
4.5.3.12.1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat
exchanger and a temperature control device as specified in Appendix 4 so as to ensure that the flow rate
in the system is constant and the sampling rate accordingly proportional.
4.5.3.12.1.3. Specific
requirements
4.5.3.12.1.3.1. Particulate
matter
(PM)
sampling
probe
4.5.3.12.1.3.1.1. The sample probe shall deliver the particle-size classification performance described in point
4.5.3.12.1.3.1.4. It is recommended that this performance be achieved by the use of a sharp-edged,
open-ended probe facing directly in the direction of flow, plus a pre-classifier (cyclone impactor, etc.).
An appropriate sampling probe, such as that indicated in Figure 1-1, may alternatively be used provided
it achieves the pre-classification performance described in point 4.5.3.12.1.3.1.4.
4.5.3.12.1.3.1.2. The sample probe shall be installed near the tunnel centreline between ten and 20 tunnel diameters
downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 12 mm.
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 at least 5 cm apart around the central longitudinal axis
of the dilution tunnel.
4.5.3.12.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall
not exceed 1 020 mm.
4.5.3.12.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly.
The pre-classifier 50 percent cut point particle diameter shall be between 2.5 μm and 10 μm at the
volumetric flow rate selected for sampling particulate mass emissions. The pre-classifier shall allow at
least 99 percent of the mass concentration of 1 μm particles entering the pre-classifier to pass through
the exit of the pre-classifier at the volumetric flow rate selected for sampling particulate mass emissions.
However, a sampling probe, used as an appropriate size-classification device, such as that shown in
Figure 1-6, is acceptable as an alternative to a separate pre-classifier.
4.5.3.12.1.3.2. Sample
pump
and
flow
meter
4.5.3.12.1.3.2.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring
units.
4.5.3.12.1.3.2.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ±3 K, except during
regeneration tests on vehicles equipped with periodically regenerating after-treatment devices. In
addition, the sample mass flow rate shall remain proportional to the total flow of diluted exhaust
gas to within a tolerance of ± 5 percent of the particulate sample mass flow rate. Should the volume of
flow change unacceptably as a result of excessive filter loading, the test shall be stopped. When the test
is repeated, the rate of flow shall be decreased.
4.5.3.12.1.3.3. Filter
and
filter
holder
4.5.3.12.1.3.3.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall be responsive
enough to open and close within one second of the start and end of the test.
4.5.3.12.1.3.3.2. It is recommended that the mass collected on the 47 mm diameter filter (P e ) is ≥ 20 μg and that the
filter loading is maximised in line with the requirements of points 4.5.3.12.1.2.3. and 4.5.3.12.1.3.3.

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Union L
53/19
4.5.3.12.1.3.3.3. For a given test, the gas filter face velocity shall be set to a single value within the range 20 cm/s to
80 cm/s, unless the dilution system is being operated with sampling flow proportional to CVS flow rate.
4.5.3.12.1.3.3.4. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required. All filter types
shall have a 0,3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-
01-4 collection efficiency of at least 99 percent at a gas filter face velocity of 5,33 cm/s.
4.5.3.12.1.3.3.5. The filter holder assembly shall be of a design that provides an even flow distribution across the filter
stain area. The filter stain area shall be at least 1 075 mm 2 .
4.5.3.12.1.3.4. Filter
weighing
chamber
and
balance
4.5.3.12.1.3.4.1. The microgram balance used to determine the weight of a filter shall have a precision (standard
deviation) of 2 μg and resolution of 1 μg or better.
It is recommended that the microbalance be checked at the start of each weighing session by weighing
one reference weight of 50 mg. This weight shall be weighed three times and the average result
recorded. The weighing session and balance are considered valid if the average result of the weighing
is within ± 5 μg of the result from the previous weighing session.
The weighing chamber (or room) shall meet the following conditions during all filter conditioning and
weighing operations:
— Temperature maintained at 295,2 ± 3 K (22 ± 3 °C);
— Relative humidity maintained at 45 ± 8 percent;
— Dew point maintained at 282,7 ± 3 K (9,5 ± 3 °C).
It is recommended that temperature and humidity conditions be recorded along with sample and
reference filter weights.
4.5.3.12.1.3.4.2. Buoyancy correction
All filter weights shall be corrected for filter buoyancy in air.
The buoyancy correction depends on the density of the sample filter medium, the density of air, and the
density of the calibration weight used to calibrate the balance. The density of the air is dependent on the
pressure, temperature and humidity.
It is recommended that the temperature and dew point of the weighing environment be controlled to
295,2 K ± 1 K (22 °C ± 1 °C) and 282,7 ± 1 K (9,5 ± 1 °C) respectively. However, the minimum
requirements stated in point 4.5.3.12.1.3.4.1. will also result in an acceptable correction for
buoyancy effects. The correction for buoyancy shall be applied as follows:
Equation 2-1:
m corr = m uncorr (1 - ((ρ air )/(ρ weight )))/(1 - ((ρ air )/(ρ media )))
where:
m corr = PM mass corrected for buoyancy
m uncorr = PM mass uncorrected for buoyancy
ρ air
= density of air in balance environment
ρ weight = density of calibration weight used to span balance
ρ media = density of PM sample medium (filter) with filter medium Teflon coated glass fibre (e.g.
TX40): ρ media = 2,300 kg/m 3
ρ air can be calculated as follows:
Equation 2-2:
P
ρ

abs M mix

air R T amb

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L 53/20
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Official Journal of the European Union
21.2.2014
where:
P abs = absolute pressure in balance environment
M mix = molar mass of air in balance environment (28,836 gmol -1 )
R =
molar
gas
constant
(8,314
Jmol -1 K -1 )
T amb = absolute ambient temperature of balance environment
The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that
would settle on the particulate filters during their stabilisation.
Limited deviations from weighing room temperature and humidity specifications shall be allowed
provided their total duration does not exceed 30 minutes in any one filter conditioning period. The
weighing room shall meet the required specifications prior to personal entrance into the weighing room.
No deviations from the specified conditions are permitted during the weighing operation.
4.5.3.12.1.3.4.3. The effects of static electricity shall be nullified. This may be achieved by grounding the balance through
placement on an antistatic mat and neutralisation of the particulate filters prior to weighing using a
Polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be
achieved through equalisation of the static charge.
4.5.3.12.1.3.4.4. A test filter shall be removed from the chamber no earlier than an hour before the test begins.
4.5.3.12.1.4. Recommended
system
description
Figure 1-3 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.
Figure 1-3
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).

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21.2.2014 Official
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Union L
53/21
4.5.4. Driving
schedules
4.5.4.1. Test
cycles
Test cycles (vehicle speed patterns) for the type I test consist of up to three parts, as laid down in
Appendix 6. Depending on the vehicle (sub-)category, the following test cycle parts must be run:
Table 1-5
Applicable test type I cycle for Euro 4 compliant vehicles
Vehicle category Vehicle
category
name Test
cycle
Euro
4
L1e-A Powered
cycle
L1e-B Two-wheel
moped
L2e Three-wheel
moped
ECE R47
L6e-A Light
on-road
quad
L6e-B Light
quadri-mobile
L3e
Two-wheel motorcycle with and without side-car
L4e
WMTC, stage 2
L5e-A Tricycle
L7e-A Heavy
on-road
quad
L5e-B Commercial
tricycle
L7e-B Heavy
all
terrain
quad
ECE R40
L7e-C Heavy
quadri-mobile
Table 1-6
Applicable test type I cycle for Euro 5 compliant vehicles
Vehicle category Vehicle
category
name Test
cycle
Euro
5
L1e-A Powered
cycle
L1e-B Two-wheel
moped
L2e Three-wheel
moped
L6e-A Light
on-road
quad
L6e-B Light
quadri-mobile
L3e
Two-wheel motorcycle with and without side-car
Revised WMTC
L4e
L5e-A Tricycle
L7e-A Heavy
on-road
quad
L5e-B Commercial
tricycle
L7e-B Heavy
all
terrain
quad
L7e-C Heavy
quadri-mobile

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L 53/22
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Official Journal of the European Union
21.2.2014
4.5.4.2. Vehicle
speed
tolerances
4.5.4.2.1. The
vehicle
speed
tolerance
at
any
given
time
on
the
test
cycles
prescribed
in
point
4.5.4.1.
is
defined
by
upper and lower limits. The upper limit is 3,2 km/h higher than the highest point on the trace within
one second of the given time. The lower limit is 3,2 km/h lower than the lowest point on the trace
within one second of the given time. Vehicle speed variations greater than the tolerances (such as may
occur during gear changes) are acceptable provided they occur for less than two seconds on any
occasion. Vehicle speeds lower than those prescribed are acceptable provided the vehicle is operated
at maximum available power during such occurrences. Figure 1-4 shows the range of acceptable vehicle
speed tolerances for typical points.
Figure 1-4
Drivers trace, allowable range
4.5.4.2.2.
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 speed within the prescribed
limits of tolerances, the vehicle shall be driven with the throttle fully open until the set speed is reached
or at the maximum design speed achievable with fully opened throttle during the time that the set speed
exceeds the maximum design speed. In both cases, point 4.5.4.2.1. is not applicable. The test cycle shall
be carried on normally when the set speed is again lower than the maximum design speed of the
vehicle.

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Union L
53/23
4.5.4.2.3.
If the period of deceleration is shorter than that prescribed for the corresponding phase, the set speed
shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or
idling operation. In such cases, point 4.5.4.2.1. is not applicable.
4.5.4.2.4.
Apart from these exceptions, the deviations of the roller speed from the set speed of the cycles shall
meet the requirements described in point 4.5.4.2.1. If not, the test results shall not be used for further
analysis and the run must be repeated.
4.5.5. Gearshift
prescriptions
for
the
WMTC
prescribed
in
Appendix
6
4.5.5.1. Test
vehicles
with
automatic
transmission
4.5.5.1.1. Vehicles
equipped
with
transfer
cases,
multiple
sprockets,
etc.,
shall
be
tested
in
the
configuration
recommended by the manufacturer for street or highway use.
4.5.5.1.2.
All tests shall be conducted with automatic transmissions in ‘Drive’ (highest gear). Automatic clutch-
torque converter transmissions may be shifted as manual transmissions at the request of the manu
facturer.
4.5.5.1.3. Idle
modes
shall
be
run
with
automatic
transmissions
in
‘Drive’
and
the
wheels
braked.
4.5.5.1.4. Automatic
transmissions
shall
shift
automatically
through
the
normal
sequence
of
gears.
The
torque
converter clutch, if applicable, shall operate as under real-world conditions.
4.5.5.1.5.
The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired
speed.
4.5.5.2. Test
vehicles
with
manual
transmission
4.5.5.2.1 Mandatory
requirements
4.5.5.2.1.1. Step
1
—
Calculation
of
shift
speeds
Upshift speeds (v 1→2 and v i→i+1 ) in km/h during acceleration phases shall be calculated using the
following formulae:
Equation 2-3:

P
–1,9

n


1
v
m
1→2

#
" 0,5753 e
k 75 0,1 s n idle n idle ndv 1
Equation 2-4:

P
–1,9

n


1
v
m
i→i

#
1 " 0,5753 e
k 75 s n idle n idle , i = 2 to ng -1
ndv i
where:
‘i’ is the gear number (≥ 2)
‘ng’ is the total number of forward gears
‘P n ’ is the rated power in kW
‘m k ’ is the reference mass in kg
‘n idle ’ is the idling speed in min -1
‘s’ is the rated engine speed in min -1
‘ndv i ’ is the ratio between engine speed in min -1 and vehicle speed in km/h in gear ‘i’

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L 53/24
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Official Journal of the European Union
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4.5.5.2.1.2. Downshift
speeds
(v i→i-1 ) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall
be calculated using the following formula:
Equation 2-5:

P
–1,9

n


1
v
m
i→i

#
1 " 0,5753 e
k 75 s n idle n idle , i = 4 to ng
ndv i2
where:
i is the gear number (≥ 4)
ng is the total number of forward gears
P n is the rated power in kW
m k is the reference mass in kg
n idle is the idling speed in min -1
s is the rated engine speed in min -1
ndv i-2 is the ratio between engine speed in min -1 and vehicle speed in km/h in gear i-2
The downshift speed from gear 3 to gear 2 (v 3→2 ) shall be calculated using the following equation:
Equation 2-6:

P
–1,9

n


1
v
m
3→2

#
" 0,5753 e
k 75 0,1 s n idle n idle ndv 1
where:
P n is the rated power in kW
m k is the reference mass in kg
n idle is the idling speed in min -1
s is the rated engine speed in min -1
ndv 1 is the ratio between engine speed in min –1 and vehicle speed in km/h in gear 1
The downshift speed from gear 2 to gear 1 (v 2→1 ) shall be calculated using the following equation:
Equation 2-7:
1
v 2→1 0,03 s n idle n idle ndv 2
where:
ndv 2 is the ratio between engine speed in min –1 and vehicle speed in km/h in gear 2
Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may
be appropriate to apply an upshift. The upshift speeds (v 1→2 , v 2→3 and v i→i+1 ) in km/h during cruise
phases shall be calculated using the following equations:
Equation 2-7:
1
v 1→2 0,03 s n idle n idle ndv 2
Equation 2-8:

P
–1,9

n


1
v
m
2→3

#
" 0,5753 e
k 75 0,1 s n idle n idle ndv 1

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21.2.2014 Official
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European
Union L
53/25
Equation 2-9:

P
–1,9

n


1
v
m
#
i→i

1 " 0,5753 e
k 75 s n idle n idle , i = 3 to ng
ndv i1
4.5.5.2.1.3. Step
2
—
Gear
choice
for
each
cycle
sample
In order to avoid different interpretations of acceleration, deceleration, cruise and stop phases,
corresponding indicators are added to the vehicle speed pattern as integral parts of the cycles (see
tables in Appendix 6).
The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges
resulting from the shift speed equations of point 4.5.5.2.1.1. and the phase indicators for the cycle parts
appropriate for the test vehicle, as follows:
Gear choice for stop phases:
For the last five seconds of a stop phase, the gear lever shall be set to gear 1 and the clutch shall be
disengaged. For the previous part of a stop phase, the gear lever shall be set to neutral or the clutch
shall be disengaged.
Gear choice for acceleration phases:
gear 1, if v ≤ v 1→2
gear 2, if v 1→2 < v ≤ v 2→3
gear 3, if v 2→3 < v ≤ v 3→4
gear 4, if v 3→4 < v ≤ v 4→5
gear 5, if v 4→5 < v ≤ v 5→6
gear 6, if v > v 5→6
Gear choice for deceleration or cruise phases:
gear 1, if v < v 2→1
gear 2, if v < v 3→2
gear 3, if v 3→2 ≤ v < v 4→3
gear 4, if v 4→3 ≤ v < v 5→4
gear 5, if v 5→4 ≤ v < v 6→5
gear 6, if v ≥ v 4→5
The clutch shall be disengaged, if:
(a) the vehicle speed drops below 10 km/h, or
(b) the engine speed drops below n idle + 0,03 × (s - n idle );
(c) there is a risk of engine stalling during cold-start phase.
4.5.5.2.3. Step
3
—
Corrections
according
to
additional
requirements
4.5.5.2.3.1. The
gear
choice
shall
be
modified
according
to
the
following
requirements:
(a) 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 speed drops below a downshift speed;
(b) no upshifts or downshifts by more than one gear, except from gear 2 to neutral during decelerations
down to stop;
(c) upshifts or downshifts for up to four seconds 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

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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.
4.5.5.2.2. Optional
provisions
The gear choice may be modified according to the following provisions:
The use of gears lower than those determined by the requirements described in point 4.5.5.2.1. is
permitted in any cycle phase. Manufacturers’ recommendations for gear use shall be followed if they do
not result in gears higher than determined by the requirements of point 4.5.5.2.1.
4.5.5.2.3. Optional
provisions
Note 5: The calculation programme to be found on the UN website at the following URL may be used
as an aid for the gear selection:
http://live.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.html
Explanations of the approach and the gearshift strategy and a calculation example are given in
Appendix 9.
4.5.6. Dynamometer
settings
A full description of the chassis dynamometer and instruments shall be provided in accordance with
Appendix 6. Measurements shall be taken to the accuracies specified in point 4.5.7. The running
resistance force for the chassis dynamometer settings can be derived either from on-road coast-down
measurements or from a running resistance table, with reference to Appendix 5 or 7 for a vehicle
equipped with one wheel on the powered axle and to Appendix 8 for a vehicle with two or more
wheels on the powered axles.
4.5.6.1.
Chassis dynamometer setting derived from on-road coast-down measurements
To use this alternative, on-road coast-down measurements shall be carried out as specified in Appendix
7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped
with two or more wheels on the powered axles.
4.5.6.1.1. Requirements
for
the
equipment
The instrumentation for the speed and time measurement shall have the accuracies specified in point
4.5.7.
4.5.6.1.2. Inertia
mass
setting
4.5.6.1.2.1.
The equivalent inertia mass mi for the chassis dynamometer shall be the flywheel equivalent inertia
mass, mfi, closest to the sum of the mass in running order of the vehicle and the mass of the driver
(75 kg). Alternatively, the equivalent inertia mass mi can be derived from Appendix 5.
4.5.6.1.2.2. If
the
reference
mass m ref cannot be equalised to the flywheel equivalent inertia mass mi, to make the
target running resistance force F * equal to the running resistance force F E (which is to be set to the
chassis dynamometer), the corrected coast-down time ΔT E may be adjusted in accordance with the total
mass ratio of the target coast-down time ΔT road in the following sequence:
Equation 2-10:
1
2Δv
ΔT road 3,6 m a m r1 F
Equation 2-11:
1
2Δv
ΔT E 3,6 m i m r1 F E
Equation 2-12:
F E = F *

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21.2.2014 Official
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European
Union L
53/27
Equation 2-13:
m
ΔT

i

E ΔT road m r1
m a m r1
m
with 0,95

i
<
m r1
m
< 1,05

a m r1
where:
m r1 may be measured or calculated, in kilograms, as appropriate. As an alternative, m r1 may be
estimated as f percent of m.
4.5.6.2.
Running resistance force derived from a running resistance table
4.5.6.2.1.
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 mass in running order regardless of particular L-category vehicle characteristics.
Note 6: Care shall be taken when applying this method to L-category vehicles with extraordinary
characteristics.
4.5.6.2.2.
The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass m i specified in Appendix 5,
7 or 8 where 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 5 or determined in accordance
with the procedures set out in Appendix 7 or 8 respectively.
4.5.6.2.3 The
running
resistance
force
on
the
chassis
dynamometer
F E shall be determined using the following
equation:
Equation 2-14:
F E = F T = a + b × v 2
4.5.6.2.4. The
target
running
resistance
force
F * shall be equal to the running resistance force obtained from the
running resistance table F T , because the correction for the standard ambient conditions is not necessary.
4.5.7. Measurement
accuracies
Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1-7:
Table 1-7
Required accuracy of measurements
Measurement items At
measured
value Resolution
(a) Running resistance force, F
+ 2 percent
—
(b) Vehicle speed (v1, v2)
± 1 percent 0,2
km/h
(c) Coast-down speed interval (2Δv v1 v2)
± 1 percent 0,1
km/h
(d) Coast-down time (Δt) ±
0,5
percent 0,01
s
(e) Total vehicle mass (mk + mrid) ±
0,5
percent 1,0
kg
(f) Wind speed ±
10
percent 0,1
m/s
(g) Wind direction
— 5
deg.
(h) Temperatures
± 1 K 1
K

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L 53/28
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Official Journal of the European Union
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Measurement items At
measured
value Resolution
(i) Barometric pressure
— 0,2
kPa
(j) Distance ±
0,1
percent 1
m
(k) Time ±
0,1
s 0,1
s
5. Test
procedures
5.1. Description
of
the
type
I
test
The test vehicle shall be subjected, according to its category, to test type I requirements as specified in
this point 5.
5.1.1. Type
I
test
(verifying
the
average
emission
of
gaseous
pollutants,
CO 2 emissions and fuel consumption
in a characteristic driving cycle)
5.1.1.1.
The test shall be carried out by the method described in point 5.2. The gases shall be collected and
analysed by the prescribed methods.
5.1.1.2. Number
of
tests
5.1.1.2.1. The
number
of
tests
shall
be
determined
as
shown
in
figure
1-5.
R i1 to R i3 describe the final
measurement results for the first (No 1) test to the third (No 3) test and the gaseous pollutant,
carbon dioxide emission, fuel / energy consumption or electric range as laid down in Annex VII. ‘L x ’
represents the limit values L 1 to L 5 as defined in Parts A, B and C of Annex VI to Regulation (EU) No
168/2013.
5.1.1.2.2.
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 those (sub-)categories referred to in Parts A and B of Annex VI to Regulation (EU) No
168/2013 (see explanatory notes 8 and 9 at the end of Annex VIII to that Regulation).

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Figure 1-5
Flowchart for the number of type I tests
5.2. Type
I
tests
5.2.1. Overview
5.2.1.1.
The type I test consists of prescribed sequences of dynamometer preparation, fuelling, parking, and
operating conditions.
5.2.1.2.
The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen, carbon dioxide,
particulate matter mass emissions if applicable and fuel / energy consumption as well as electric range
while simulating real-world operation. The test consists of engine start-ups and L-category vehicle

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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 constant volume
(variable dilution) sampler (CVS).
5.2.1.3. Except
in
cases
of
component
malfunction
or
failure,
all
emission-control
systems
installed
on
or
incorporated in a tested L-category vehicle shall be functioning during all procedures.
5.2.1.4. 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.
5.2.1.5. 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 Annex VI(A) to Regulation (EU) No
168/2013. 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 ≤ 1 mg/km (or equivalent mass on the
filter). If the background contribution exceeds this level, the default figure of 1 mg/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.
5.2.2. Dynamometer
settings
and
verification
5.2.2.1. Test
vehicle
preparation
5.2.2.1.1.
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.
5.2.2.1.2.
The tyre pressures shall be adjusted to the manufacturer’s specifications to the satisfaction of the
technical service or so that the speed of the vehicle during the road test and the vehicle speed
obtained on the chassis dynamometer are equal.
5.2.2.1.3.
The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during
the road test.
5.2.2.2. Dynamometer
preparation,
if
settings
are
derived
from
on-road
coast-down
measurements
Before the test, the chassis dynamometer shall be appropriately warmed up to the stabilised frictional
force Ff. The load on the chassis dynamometer FE is, in view of its construction, composed of the total
friction loss Ff, which is the sum of the chassis dynamometer rotating frictional resistance, the tyre
rolling resistance, the frictional resistance of the rotating parts in the powertrain of the vehicle and the
braking force of the power absorbing unit (pau) Fpau, as in the following equation:
Equation 2-15:
F E = F f + F pau
The target running resistance force F * derived from Appendix 5 or 7 for a vehicle equipped with one
wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered
axles, shall be reproduced on the chassis dynamometer in accordance with the vehicle speed, i.e.:
Equation 2-16:
F E (v i ) = F * (v i )
The total friction loss Ff on the chassis dynamometer shall be measured by the method in point
5.2.2.2.1. or 5.2.2.2.2.
5.2.2.2.1. Motoring
by
chassis
dynamometer
This method applies only to chassis dynamometers capable of driving an L-category vehicle. The test
vehicle shall be driven steadily by the chassis dynamometer at the reference speed v 0 with the drive train
engaged and the clutch disengaged. The total friction loss Ff (v 0 ) at the reference speed v 0 is given by the
chassis dynamometer force.

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EN
21.2.2014 Official
Journal
of
the
European
Union L
53/31
5.2.2.2.2. Coast-down
without
absorption
The method for measuring the coast-down time is the coast-down method for the measurement of the
total friction loss F f . The vehicle coast-down shall be performed on the chassis dynamometer by the
procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and
Appendix 8 for a vehicle equipped with two or more wheels on the powered axles, with zero chassis
dynamometer absorption. The coast-down time Δti corresponding to the reference speed v 0 shall be
measured. The measurement shall be carried out at least three times, and the mean coast-down time Δ
shall be calculated using the following equation:
Equation 2-17:
1 n
Δt
Δt
n

i
X i1
5.2.2.2.3. Total
friction
loss
The total friction loss F f(v 0 ) at the reference speed v 0 is calculated using the following equation:
Equation 2-18:
1
2Δv
F f v 0 3,6 m i m r1 Δt
5.2.2.2.4. Calculation
of
power-absorption
unit
force
The force F pau (v 0 ) to be absorbed by the chassis dynamometer at the reference speed v 0 is calculated by
subtracting F f(v0) from the target running resistance force F * (v 0 ) as shown in the following equation:
Equation 2-19:
F pau (v 0 ) = F * (v 0 ) - F f (v 0 )
5.2.2.2.5. Chassis
dynamometer
setting
Depending on its type, the chassis dynamometer shall be set by one of the methods described in points
5.2.2.2.5.1. to 5.2.2.2.5.4. The chosen setting shall be applied to the pollutant and CO 2 emission
measurements as well as for the energy efficiency measurements (fuel /energy consumption and
electric range) laid down in Annex VII.
5.2.2.2.5.1. 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 speed points, at least three specified speeds, including the
reference speed, shall be chosen as the setting points. At each setting point, the chassis dynamometer
shall be set to the value Fpau (vj) obtained in point 5.2.2.2.4.
5.2.2.2.5.2. 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 Fpau (vj) at each specified
speed shall be calculated by the procedure in point 5.2.2.2.
Assuming the load characteristics to be:
Equation 2-20:
F pau (v) = a × v 2 + b × v + c
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.
5.2.2.2.5.3. Chassis
dynamometer
with
F * polygonal digital setter
In the case of a chassis dynamometer with a polygonal digital setter, where a central processor unit is
incorporated in the system, F * is input directly, and Δt i , F f and F pau are automatically measured and
calculated to set the chassis dynamometer to the target running resistance force:

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L 53/32
EN
Official Journal of the European Union
21.2.2014
Equation 2-21:
F * = f 0 + f 2 v 2
In this case, several points in succession are directly input digitally from the data set of F * j and v j , the
coast-down is performed and the coast-down time Δt j is measured. After the coast-down test has been
repeated several times, F pau is automatically calculated and set at L-category vehicle speed intervals of
0,1 km/h, in the following sequence:
Equation 2-22:
1
2Δv
F
F f 3,6 m i m r1 Δt i
Equation 2-23:
1
2Δv
F f 3,6 m i m r1 Δt i F
Equation 2-24:
F pau = F * - F f
5.2.2.2.5.4. Chassis
dynamometer
with
f * 0 , f * 2 coefficient digital setter
In the case of a chassis dynamometer with a coefficient digital setter, where a central processor unit is
incorporated in the system, the target running resistance force F * = f 0 + f 2 v 2 is automatically set on the
chassis dynamometer.
In this case, the coefficients f * 0 and f * 2 are directly input digitally; the coast-down is performed and the
coast-down time Δti is measured. Fpau is automatically calculated and set at vehicle speed intervals of
0,06 km/h, in the following sequence:
Equation 2-25:
1
2Δv
F
F f 3,6 m i m r1 Δt i
Equation 2-26:
1
2Δv
F f 3,6 m i m r1 Δt i F
Equation 2-27:
F pau = F * - F f
5.2.2.2.6. Dynamometer
settings
verification
5.2.2.2.6.1. Verification
test
Immediately after the initial setting, the coast-down time Δt E on the chassis dynamometer corresponding
to the reference speed (v 0 ) shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle
equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more
wheels on the powered axles. The measurement shall be carried out at least three times, and the mean
coast-down time Δt E shall be calculated from the results. The set running resistance force at the
reference speed, F E (v 0 ) on the chassis dynamometer is calculated by the following equation:
Equation 2-28:
1
2Δv
F E v 0 3,6 m i m r1 Δt E
5.2.2.2.6.2. Calculation
of
setting
error
The setting error ε is calculated by the following equation:
Equation 2-29:
ε jF E v 0 F

v 0 j
F

v 0 100
The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:
ε ≤ 2 percent for v 0 ≥ 50 km/h

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21.2.2014 Official
Journal
of
the
European
Union L
53/33
ε ≤ 3 percent for 30 km/h ≤ v 0 < 50 km/h
ε ≤ 10 percent for v 0 < 30 km/h
The procedure in points 5.2.2.2.6.1. to 5.2.2.2.6.2. shall be repeated until the setting error satisfies the
criteria. The chassis dynamometer setting and the observed errors shall be recorded. Specimen record
forms are provided in the template of the test report laid down in accordance with Article 32(1) of
Regulation (EU) No 168/2013.
5.2.2.3. Dynamometer
preparation,
if
settings
are
derived
from
a
running
resistance
table
5.2.2.3.1. 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 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 speed or the
reference speed range, if there is more than one reference speed, by at least Δv, as defined in Appendix 5
or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with
two or more wheels on the powered axles. The specified speed points, including the reference speed
points, shall be at regular intervals of no more than 20 km/h apart.
5.2.2.3.2. Verification
of
chassis
dynamometer
5.2.2.3.2.1.
Immediately after the initial setting, the coast-down time on the chassis dynamometer corresponding to
the specified speed shall be measured. The vehicle shall not be set up on the chassis dynamometer
during the coast-down time measurement. The coast-down time measurement shall start when the
chassis dynamometer speed exceeds the maximum speed of the test cycle.
5.2.2.3.2.2. The
measurement
shall
be
carried
out
at
least
three
times,
and
the
mean
coast-down
time
Δt E shall be
calculated from the results.
5.2.2.3.2.3.
The set running resistance force FE(vj) at the specified speed on the chassis dynamometer is calculated
using the following equation:
Equation 2-30:
1
2Δv
F E v j 3,6 m i Δt E
5.2.2.3.2.4.
The setting error ε at the specified speed is calculated using the following equation:
Equation 2-31:
ε jF E v j F T j
F T 100
5.2.2.3.2.5.
The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:
ε ≤ 2 percent for v ≥ 50 km/h
ε ≤ 3 percent for 30 km/h ≤ v < 50 km/h
ε ≤ 10 percent for v < 30 km/h
5.2.2.3.2.6.
The procedure described in points 5.2.2.3.2.1. to 5.2.2.3.2.5. shall be repeated until the setting error
satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded.
5.2.2.4. The
chassis
dynamometer
system
shall
comply
with
the
calibration
and
verification
methods
laid
down
in Appendix 3.
5.2.3. Calibration
of
analysers
5.2.3.1.
The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment
shall be injected into the analyser with the aid of the flow metre and the pressure-reducing valve
mounted on each gas cylinder. The apparatus shall be adjusted to indicate as a stabilised value the
value inserted on the standard gas cylinder. Starting from the setting obtained with the gas cylinder of
greatest capacity, a curve shall be drawn of the deviations of the apparatus according to the content of
the various standard cylinders used. The flame ionisation analyser shall be recalibrated periodically, at
intervals of not more than one month, using air/propane or air/hexane mixtures with nominal hydro
carbon concentrations equal to 50 percent and 90 percent of full scale.

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L 53/34
EN
Official Journal of the European Union
21.2.2014
5.2.3.2. Non-dispersive
infrared
absorption
analysers
shall
be
checked
at
the
same
intervals
using
nitrogen/
CO
and nitrogen/ CO 2 mixtures in nominal concentrations equal to 10, 40, 60, 85 and 90 percent of full
scale.
5.2.3.3. To
calibrate
the
NO X chemiluminescence analyser, nitrogen/nitrogen oxide (NO) mixtures with nominal
concentrations equal to 50 percent and 90 percent of full scale shall be used. The calibration of all three
types of analysers shall be checked before each series of tests, using mixtures of the gases, which are
measured in a concentration equal to 80 percent of full scale. A dilution device can be applied for
diluting a 100 percent calibration gas to required concentration.
5.2.3.4.
Heated flame ionisation detector (FID) (analyser) hydrocarbon response check procedure
5.2.3.4.1. Detector
response
optimisation
The FID shall be adjusted according to the manufacturer’s specifications. To optimise the response,
propane in air shall be used on the most common operating range.
5.2.3.4.2. Calibration
of
the
hydrocarbon
analyser
The analyser shall be calibrated using propane in air and purified synthetic air (see point 5.2.3.6.).
A calibration curve shall be established as described in point 5.2.3.1 to 5.2.3.3.
5.2.3.4.3. Response
factors
of
different
hydrocarbons
and
recommended
limits
The response factor (R f ) for a particular hydrocarbon species is the ratio of the FID C 1 reading to the gas
cylinder concentration, expressed as ppm C 1 .
The concentration of the test gas shall be at a level to give a response of approximately 80 percent of
full-scale deflection for the operating range. The concentration shall be known to an accuracy of 2
percent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be
pre-conditioned for 24 hours at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C).
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 < Rf < 1,15
or 1,00 < Rf < 1,05 for NG/biomethane-fuelled vehicles
Propylene and purified air: 0,90 < Rf < 1,00
Toluene and purified air: 0,90 < Rf < 1,00
These are relative to a response factor (Rf) of 1,00 for propane and purified air.
5.2.3.5. Calibration
and
verification
procedures
of
the
particulate
mass
emissions
measurement
equipment
5.2.3.5.1. Flow
meter
calibration
The technical service 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.
5.2.3.5.2. Microbalance
calibration
The technical service 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.
5.2.3.5.3. Reference
filter
weighing
To determine the specific reference filter weights, at least two unused reference filters shall be weighed
within eight hours 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.

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21.2.2014 Official
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European
Union L
53/35
If the specific weight of any reference filter changes by more than ± 5 μg 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 reweighings of the sample and reference filters are permitted up to 80
hours after the measurement of gases from the emissions test.
If, within this period, more than half the reference filters meet the ± 5 μg 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 ± 5 μg
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 10 μg.
If fewer than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded
and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours.
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 point 4.5.3.12.1.3.4. are not met but the reference
filter weighings meet the criteria listed in point 5.2.3.5.3, 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.
Figure 1-6
Particulate sampling probe configuration
5.2.3.6. Reference
gases
5.2.3.6.1. Pure
gases
The following pure gases shall be available, if necessary, for calibration and operation:
Purified nitrogen: (purity: ≤ 1 ppm C 1 , ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO);
Purified synthetic air: (purity: ≤ 1 ppm C 1 , ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO); oxygen
content between 18 and 21 percent by volume;
Purified oxygen: (purity > 99,5 percent vol. O 2 );
Purified hydrogen (and mixture containing helium): (purity ≤ 1 ppm C 1 , ≤400 ppm CO 2 );
Carbon monoxide: (minimum purity 99,5 percent);
Propane: (minimum purity 99,5 percent).

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L 53/36
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Official Journal of the European Union
21.2.2014
5.2.3.6.2. Calibration
and
span
gases
Mixtures of gases with the following chemical compositions shall be available:
(a) C 3 H 8 and purified synthetic air (see point 5.2.3.5.1.);
(b) CO and purified nitrogen;
(c) CO 2 and purified nitrogen;
(d) NO and purified nitrogen (the amount of NO 2 contained in this calibration gas shall not exceed 5
percent of the NO content).
The true concentration of a calibration gas shall be within ± 2 percent of the stated figure.
5.2.3.6. Calibration
and
verification
of
the
dilution
system
The dilution system shall be calibrated and verified and shall comply with the requirements of
Appendix 4.
5.2.4. Test
vehicle
preconditioning
5.2.4.1. 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 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 6. The
vehicle need not be cold, and may be used to set dynamometer power.
5.2.4.2.
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 speed-time relationship, or to permit sampling system adjustments.
5.2.4.3.
Within five minutes 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 six and 36 hours prior to the cold start type I test or until the engine oil temperature
T O or the coolant temperature T C or the sparkplug seat/gasket temperature T P (only for air-cooled
engine) equals the air temperature of the soak area within 2 K.
5.2.4.4. For
the
purpose
of
measuring
particulates,
between
six
and
36
hours
before
testing,
the
applicable
test
cycle from Part A of Annex VI to Regulation (EU) No 168/2013 shall be conducted on the basis of
Annex IV to that Regulation. The technical details of the applicable test cycle are laid down in Appendix
6 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 point 4.5.6.
5.2.4.5. 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 20 minute 120 km/h
steady state drive cycle or at 70% of the maximum design speed for vehicles not capable of attaining
120 km/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 between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be
carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are
within ±2 K of the temperature of the room.
If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has
been run at its normal temperature.

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European
Union L
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5.2.4.6.
Vehicles equipped with a positive-ignition engine, fuelled with LPG, NG/biomethane, H 2 NG, hydrogen
or so equipped that they can be fuelled with either petrol, LPG, NG/biomethane, H 2 NG or hydrogen
between the tests on the first gaseous reference fuel and the second gaseous reference fuel, shall be
preconditioned before the test on the second reference fuel. This preconditioning on the second
reference fuel shall involve a preconditioning cycle consisting of one Part One, Part Two and two
Part Three WMTC cycles, as described in Appendix 6. At the manufacturer’s request and with the
agreement of the technical service, this preconditioning may be extended. The dynamometer setting
shall be as indicated in point 4.5.6 of this Annex.
5.2.5. Emissions
tests
5.2.5.1. Engine
starting
and
restarting
5.2.5.1.1.
The engine shall be started according to the manufacturer’s recommended starting procedures. The test
cycle run shall begin when the engine starts.
5.2.5.1.2.
Test vehicles equipped with automatic chokes shall be operated according to the instructions in the
manufacturer’s operating instructions or owner’s manual covering choke-setting and ‘kick-down’ from
cold fast idle. In the case of the WMTC set out in Appendix 6, the transmission shall be put in gear 15
seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from
turning. In the case of the ECE R40 or 47 cycles, the transmission shall be put in gear five seconds
before the first acceleration.
5.2.5.1.3. Test
vehicles
equipped
with
manual
chokes
shall
be
operated
according
to
the
manufacturer’s
operating
instructions or owner’s manual. Where times are provided in the instructions, the point for operation
may be specified, within 15 seconds of the recommended time.
5.2.5.1.4.
The operator may use the choke, throttle, etc. where necessary to keep the engine running.
5.2.5.1.5.
If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting
procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle
about half way and cranking the engine until it starts.
5.2.5.1.6.
If, during the cold start, the test vehicle does not start after ten seconds of cranking or ten cycles of the
manual starting mechanism, cranking shall cease and the reason for failure to start determined. The
revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves
placed in the ‘standby’ position during this diagnostic period. In addition, either the CVS blower shall be
turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.
5.2.5.1.7.
If failure to start is an operational error, the test vehicle shall be rescheduled for testing from a cold
start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled
maintenance provisions) lasting less than 30 minutes may be taken and the test continued. The
sampling system shall be reactivated at the same time cranking is started. The driving schedule
timing sequence shall begin when the engine starts. If failure to start is caused by vehicle malfunction
and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer,
corrective action taken (following the unscheduled maintenance provisions) and the vehicle rescheduled
for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
5.2.5.1.8.
If the test vehicle does not start during the hot start after ten seconds 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.
5.2.5.1.9.
If the engine ‘false starts’, the operator shall repeat the recommended starting procedure (such as
resetting the choke, etc.)
5.2.5.2. Stalling
5.2.5.2.1.
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.

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Official Journal of the European Union
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5.2.5.2.2.
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 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 point 4.5.5.
5.2.5.2.3.
If the test vehicle will not restart within one minute, 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.
5.2.6. Drive
instructions
5.2.6.1. The
test
vehicle
shall
be
driven
with
minimum
throttle
movement
to
maintain
the
desired
speed.
No
simultaneous use of brake and throttle shall be permitted.
5.2.6.2.
If the test vehicle cannot accelerate at the specified rate, it shall be operated with the throttle fully
opened until the roller speed reaches the value prescribed for that time in the driving schedule.
5.2.7. Dynamometer
test
runs
5.2.7.1. The
complete
dynamometer
test
consists
of
consecutive
parts
as
described
in
point
4.5.4.
5.2.7.2. The
following
steps
shall
be
taken
for
each
test:
(a) place drive wheel of vehicle on dynamometer without starting engine;
(b) activate vehicle cooling fan;
(c) for all test vehicles, with the sample selector valves in the ‘standby’ position, connect evacuated
sample collection bags to the dilute exhaust and dilution air sample collection systems;
(d) start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat
exchanger of the constant volume sampler, if used, and sample lines shall be preheated to their
respective operating temperatures before the test begins);
(e) adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero;
— For gaseous bag (except hydrocarbon) samples, the minimum flow rate is 0.08 litre/second;
— For hydrocarbon samples, the minimum flame ionisation detection (FID) (or heated flame
ionisation detection (HFID) in the case of methanol-fuelled vehicles) flow rate is 0.031 litre/
second;
(f) attach the flexible exhaust tube to the vehicle tailpipes;
(g) start the gas flow measuring device, position the sample selector valves to direct the sample flow
into the ‘transient’ exhaust sample bag, the ‘transient’ dilution air sample bag, turn the key on and
start cranking the engine;
(h) put the transmission in gear;
(i) begin the initial vehicle acceleration of the driving schedule;
(j) operate the vehicle according to the driving cycles specified in point 4.5.4.;
(k) at the end of part 1 or part 1 in cold condition, simultaneously switch the sample flows from the
first bags and samples to the second bags and samples, switch off gas flow measuring device No 1
and start gas flow measuring device No 2;
(l) in case of vehicles capable of running Part 3 of the WMTC, at the end of Part 2 simultaneously
switch the sample flows from the second bags and samples to the third bags and samples, switch
off gas flow measuring device No 2 and, start gas flow measuring device No 3;

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European
Union L
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(m) 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 point 6., obtaining a stabilised reading of
the exhaust bag sample on all analysers within 20 minutes of the end of the sample collection
phase of the test;
(n) turn the engine off two seconds after the end of the last part of the test;
(o) immediately after the end of the sample period, turn off the cooling fan;
(p) turn off the constant volume sampler (CVS) or critical-flow venturi (CFV) or disconnect the exhaust
tube from the tailpipes of the vehicle;
(q) disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle from the dynamo
meter;
(r) for comparison and analysis reasons, second-by-second emissions (diluted gas) data shall be
monitored as well as the bag results.
6.
Analysis of results
6.1. Type
I
tests
6.1.1. Exhaust
emission
and
fuel
consumption
analysis
6.1.1.1.
Analysis of the samples contained in the bags
The analysis shall begin as soon as possible, and in any event not later than 20 minutes after the end of
the tests, in order to determine:
— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the
sample of dilution air contained in bag(s) B;
— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the
sample of diluted exhaust gases contained in bag(s) A.
6.1.1.2. Calibration
of
analysers
and
concentration
results
The analysis of the results has to be carried out in the following steps:
(a) prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero
with the appropriate zero gas;
(b) the analysers are set to the calibration curves by means of span gases of nominal concentrations of
70 to 100 percent of the range;
(c) the analysers’ zeros are rechecked. If the reading differs by more than 2 percent of range from that
set in (b), the procedure is repeated;
(d) the samples are analysed;
(e) after the analysis, zero and span points are rechecked using the same gases. If the readings are
within 2 percent of those in point (c), the analysis is considered acceptable;
(f) at all points in this section the flow-rates and pressures of the various gases shall be the same as
those used during calibration of the analysers;
(g) the figure adopted for the concentration of each pollutant measured in the gases is that read off
after stabilisation on the measuring device.
6.1.1.3. Measuring
the
distance
covered
The distance (S) actually covered for a test part shall be calculated by multiplying the number of
revolutions read from the cumulative counter (see point 5.2.7.) by the circumference of the roller.
This distance shall be expressed in km.
6.1.1.4. Determination
of
the
quantity
of
gas
emitted
The reported test results shall be computed for each test and each cycle part by use of the following
formulae. The results of all emission tests shall be rounded, using the ‘rounding-off method’ in ASTM E
29-67, to the number of decimal places indicated by expressing the applicable standard to three
significant figures.

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6.1.1.4.1. Total
volume
of
diluted
gas
The total volume of diluted gas, expressed in m 3 /cycle part, adjusted to the reference conditions of
273,2 K (0 °C ) and 101,3 kPa, is calculated by
Equation 2-32:
N
V V
P a
0
P i
273,2
101,3 T p 273,2
where:
V 0 is the volume of gas displaced by pump P during one revolution, expressed in m 3 /revolution. This
volume is a function of the differences between the intake and output sections of the pump;
N is the number of revolutions made by pump P during each part of the test;
P a is the ambient pressure in kPa;
P i is the average under-pressure during the test part in the intake section of pump P, expressed in kPa;
T P is the temperature (expressed in K) of the diluted gases during the test part, measured in the intake
section of pump P.
6.1.1.4.2. Hydrocarbons
(HC)
The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be
calculated using the following formula:
Equation 2-33:
1
HC
HC m V d
S

HC 10 3
where:
HC m is the mass of hydrocarbons emitted during the test part, in mg/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume, defined in point 6.1.1.4.1.;
d HC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa);
d HC = 63110 3 mg/m 3 for petrol (E5) (C 1 H 1,89 O 0,016 );
= 93210 3 mg/m 3 for ethanol (E85) (C 1 H 2,74 O 0,385 );
= 62210 3 mg/m 3 for diesel (B5)(C 1 H l,86 O 0,005 );
= 64910 3 mg/m 3 for LPG (C 1 H 2,525 );
= 71410 3 mg/m 3 for NG/biogas (C 1 H 4 );
9,104 A
=
136 10
1524,152

6 mg/m 3 for H
0,583 A
2 NG (with A = NG/biomethane quantity within the
H 2 NG mixture in (volume %)).
HC c is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g.
the concentration in propane multiplied by three), corrected to take account of the dilution air by the
following equation:
Equation 2-34:
1
HC c HC e HC d 1
DF
where:
HC e is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in
the sample of diluted gases collected in bag(s) A;
HC d is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in
the sample of dilution air collected in bag(s) B;

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DF is the coefficient defined in point 6.1.1.4.7.
The non-methane hydrocarbon (NMHC) concentration is calculated as follows:
Equation 2-35:
C NMHC = C THC - (RfCH 4 C CH4 )
where:
C NMHC = corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon
equivalent;
C THC = concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm
carbon equivalent and corrected by the amount of THC contained in the dilution air;
C CH4 = concentration of methane (CH 4 ) in the diluted exhaust gas, expressed in ppm carbon
equivalent and corrected by the amount of CH 4 contained in the dilution air;
Rf CH 4 is the FID response factor to methane as defined in point 5.2.3.4.1.
6.1.1.4.3. Carbon
monoxide
(CO)
The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated
using the following formula:
Equation 2-36:
1
CO
CO m V d
S

CO 10 3
where:
CO m is the mass of carbon monoxide emitted during the test part, in mg/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume defined in point 6.1.1.4.1.;
d CO is the density of the carbon monoxide, d CO = 1,25 10 6 mg/m 3 at reference temperature and
pressure (273,2 K and 101,3 kPa);
CO c is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide,
corrected to take account of the dilution air by the following equation:
Equation 2-37:
1
CO c CO e CO d 1
DF
where:
CO e is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of
diluted gases collected in bag(s) A;
CO d is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of
dilution air collected in bag(s) B;
DF is the coefficient defined in point 6.1.1.4.7.
6.1.1.4.4. Nitrogen
oxides
(NOx)
The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated
using the following formula:
Equation 2-38:
1
NO
NO

xc K h

xm V d
S

NO 2
10 3
where:
NO xm is the mass of nitrogen oxides emitted during the test part, in mg/km;

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S is the distance defined in point 6.1.1.3.;
V is the total volume defined in point 6.1.1.4.1.;
d NO2 is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form
of nitric oxide, dNO 2 = 2,05 10 6 mg/m 3 at reference temperature and pressure (273,2 K and 101,3
kPa);
NO xc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take
account of the dilution air by the following equation:
Equation 2-39:
1
NO xc NO xe NO xd 1
DF
where:

NO xe 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 xd 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;
DF is the coefficient defined in point 6.1.1.4.7.;
K h is the humidity correction factor, calculated using the following formula:
Equation 2-40:
1
K h 1 0,0329 H 10,7
where:
H is the absolute humidity in g of water per kg of dry air:
Equation 2-41:
6,2111 U P
H


d
U
P a P d 100
where:
U is the humidity as a percentage;
P d is the saturated pressure of water at the test temperature, in kPa;
P a is the atmospheric pressure in kPa.
6.1.1.4.5. Particulate
matter
mass
Particulate emission Mp (mg/km) is calculated by means of the following equation:
Equation 2-42:
M p V mix V ep P e
V ep d
where exhaust gases are vented outside the tunnel;
Equation 2-43:
V
M

mix P e

p V ep S
where exhaust gases are returned to the tunnel;
where:
V mix = volume V of diluted exhaust gases under standard conditions;

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V ep = volume of exhaust gas flowing through particulate filter under standard conditions;
P e = particulate mass collected by filter(s);
S =
is
the
distance
defined
in
point
6.1.1.3.;
M p = particulate emission in mg/km.
Where correction for the particulate background level from the dilution system has been used, this shall
be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be
calculated as follows:
Equation 2-44:
1
M p " P e #
V
V mix V ep

ep P a V ap 1 DF
d
where exhaust gases are vented outside the tunnel;
Equation 2-45:
1
V
M

mix

p " P e

#
V ep P a V ap 1 DF d
where exhaust gases are returned to the tunnel;
where:
V ap = volume of tunnel air flowing through the background particulate filter under standard
conditions;
Pa = particulate
mass
collected
by
background
filter;
DF = dilution factor as determined in point 6.1.1.4.7.
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.
6.1.1.4.6. Carbon
dioxide
(CO 2 )
The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated
using the following formula:
Equation 2-46:
1
CO
CO

2c

2m V d
S

CO 2 10 2
where:
CO 2m is the mass of carbon dioxide emitted during the test part, in g/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume defined in point 6.1.1.4.1.;
d CO2 is the density of the carbon monoxide, d CO2 = 1,964 10 3 g/m 3 at reference temperature and
pressure (273,2 K and 101,3 kPa);
CO 2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent,
corrected to take account of the dilution air by the following equation:
Equation 2-47:
1
CO 2c CO 2e CO 2d 1
DF
where:
CO 2e is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases
collected in bag(s) A;

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CO 2d is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air
collected in bag(s) B;
DF is the coefficient defined in point 6.1.1.4.7.
6.1.1.4.7. Dilution
factor
(DF)
The dilution factor is calculated as follows:
For each reference fuel, except hydrogen:
Equation 2-48:
X
DF C CO2 C HC C CO 10 –4
For a fuel of composition C x H y O z , the general formula is:
Equation 2-49:
x
X 100
y
y z
x

2 3,76 x 4 2
For H 2 NG, the formula is:
Equation 2-50:
65,4 A
X 4,922 A 195,84
For hydrogen, the dilution factor is calculated as follows:
Equation 2-51:
X
DF C H2O C H2ODA C H2 10 –4
For the reference fuels contained in Appendix x, the values of ‘X’ are as follows:
Table 1-8
Factor ‘X’ in formulae to calculate DF
Fuel
X
Petrol (E5) 13,4
Diesel (B5) 13,5
LPG 11,9
NG/biomethane 9,5
Ethanol (E85) 12,5
Hydrogen 35,03
In these equations:
C CO 2 = concentration of CO 2 in the diluted exhaust gas contained in the sampling bag, expressed in
percent by volume,
C HC
= concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in
ppm carbon equivalent,
C CO
= concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in
ppm,
C H 2 O = concentration of H 2 O in the diluted exhaust gas contained in the sampling bag, expressed in
percent by volume,

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21.2.2014 Official
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C H 2 O-DA = concentration of H 2 O in the air used for dilution, expressed in percent by volume,
C H2
= concentration of hydrogen in the diluted exhaust gas contained in the sampling bag,
expressed in ppm,
A =
quantity
of
NG/biomethane
in
the
H 2 NG mixture, expressed in percent by volume.
6.1.1.5.
Weighting of type I test results
6.1.1.5.1. With
repeated
measurements
(see
point
5.1.1.2.),
the
pollutant
(mg/km),
and
CO 2 emission results
obtained by the calculation method described in point 6.1.1. and fuel / energy consumption and
electric range determined according to Annex VII are averaged for each cycle part.
6.1.1.5.1.1
Weighting of results from UNECE regulation No 40 and regulation No 47 test cycles
The (average) result of the cold phase of UNECE regulation No 40 and of regulation No 47 test cycle is
called R 1 ; the (average) result of the warm phase of UNECE regulation No 40 and of regulation No 47
test cycle is called R 2 . Using these pollutant (mg/km) and CO 2 (g/km) emission results, the final result R,
depending on the vehicle class as defined in point 6.3., shall be calculated using the following equations:
Equation 2-52:
R = R 1_cold w 1 + R 2_warm w 2
where:
w 1 = weighting factor cold phase
w 2 = weighting factor warm phase
6.1.1.5.1.2
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) and fuel consumption (litres/100 km) results, the final
result R, depending on the vehicle category as defined in point 6.1.1.6.2., shall be calculated using the
following equations:
Equation 2-53:
R = R 1 w 1 + R 2 w 2
where:
w 1 = weighting factor cold phase
w 2 = weighting factor warm phase
Equation 2-54:
R = R 1 w 1 + R 2 w 2 + R 3 w 3
where:
w n = weighting factor phase n (n=1, 2 or 3)
6.1.1.6.2.
For each pollutant emission constituent, the carbon dioxide emission weightings shown in Tables 1-9
(Euro 4) and 1-10 (Euro 5) shall be used.

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6.1.1.6.2.1. Table
1-9
Type I test cycles (also applicable for test types VII and VIII) for Euro 4 compliant L-category
vehicles, applicable weighting equations and weighting factors
Vehicle category Vehicle
category
name Test
cycle
Equation
Weighting
number
factors
L1e-A Powered
cycle
L1e-B Two-wheel
moped
L2e Three-wheel
moped
ECE R47 2-52
w 1 = 0,30
w 2 = 0,70
L6e-A Light
on-road
quad
L6e-B Light
quadri-mobile
L3e
Two-wheel motorcycle with and
L4e
without side-car
v max < 130 km/h
WMTC,
L5e-A Tricycle
stage 2
2-53
w 1 = 0,30
w 2 = 0,70
v max < 130 km/h
L7e-A Heavy
on-road
quad
v max < 130 km/h
L3e
Two-wheel motorcycle with and
L4e
without side-car
v max ≥ 130 km/h
WMTC,
w 1 = 0,25
L5e-A Tricycle
stage 2
2-54
w 2 = 0,50
v
w
max ≥ 130 km/h
3 = 0,25
L7e-A Heavy
on-road
quad
v max ≥ 130 km/h
L5e-B Commercial
tricycle
L7e-B All-terrain
vehicles
ECE R40 2-52
w 1 = 0,30
w 2 = 0,70
L7e-C Heavy
quadri-mobile
6.1.1.6.2.2. Table
1-10
Type I test cycles (also applicable for test types VII and VIII) for Euro 5 compliant L-category
vehicles, applicable weighting equations and weighting factors
Vehicle category Vehicle
category
name Test
cycle Equation
#
Weighting
factors
L1e-A Powered
cycle
L1e-B Two-wheel
moped
L2e Three-wheel
moped
2-53
w 1 = 0,50
w 2 = 0,50
WMTC stage
L6e-A Light
on-road
quad
3
L6e-B Light
quadri-mobile
L3e
Two-wheel motorcycle with and
L4e
without side-car
2-53
w 1 = 0,50
v
w
max < 130 km/h
2 = 0,50

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Vehicle category Vehicle
category
name Test
cycle Equation
#
Weighting
factors
L5e-A Tricycle
v max < 130 km/h
L7e-A Heavy
on-road
quad
v max < 130 km/h
L3e
Two-wheel motorcycle with and
L4e
without side-car
v max ≥ 130 km/h
w 1 = 0,25
L5e-A Tricycle
2-54
w 2 = 0,50
v
w
max ≥ 130 km/h
3 = 0,25
L7e-A Heavy
on-road
quad
v max ≥ 130 km/h
L5e-B Commercial
tricycle
L7e-B All-terrain
vehicles
2-53
w 1 = 0,30
w 2 = 0,70
L7e-C Heavy
quadri-mobile
7. Records
required
The following information shall be recorded with respect to each test:
(a) test number;
(b) vehicle, system or component identification;
(c) date and time of day for each part of the test schedule;
(d) instrument operator;
(e) driver or operator;
(f) test vehicle: make, vehicle identification number, model year, drivetrain / transmission type,
odometer reading at initiation of preconditioning, engine displacement, engine family, emission-
control system, recommended engine speed at idle, nominal fuel tank capacity, inertial loading,
reference mass recorded at 0 kilometre, and drive-wheel tyre pressure;
(g) dynamometer serial number: as an alternative to recording the dynamometer serial number, a
reference to a vehicle test cell number may be used, with the advance approval of the Adminis
tration, provided the test cell records show the relevant instrument information;
(h) all relevant instrument information, such as tuning, gain, serial number, detector number, range. As
an alternative, a reference to a vehicle test cell number may be used, with the advance approval of
the Administration, provided test cell calibration records show the relevant instrument information;
(i) recorder
charts:
identify
zero
point,
span
check,
exhaust
gas,
and
dilution
air
sample
traces;
(j) 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 percent of the barometric pressure at the central barometer
location.
(k) 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;

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(l) 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;
(m) 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) the driving distance for each part of the test, calculated from the measured roll or shaft revolutions;
(o) the actual roller speed pattern for the test;
(p) the gear use schedule for the test;
(q) the emissions results of the type I test for each part of the test and the total weighted test results;
(r) the second-by-second emission values of the type I tests, if deemed necessary;
(s) the emissions results of the type II test (see Annex III).

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Appendix 1
Symbols used in Annex II
Table Ap 1-1
Symbols used in Annex II
Symbol Definition Unit
a Coefficient
of
polygonal
function
—
a T
Rolling resistance force of front wheel
N
b Coefficient
of
polygonal
function
—
b T
Coefficient of aerodynamic function N/(km/h) 2
c Coefficient
of
polygonal
function
—
C CO
Concentration of carbon monoxide percent
vol.
C CO corr
Corrected concentration of carbon monoxide percent
vol.
CO 2c
Carbon dioxide concentration of diluted gas, corrected to take account of diluent
percent
air
CO 2d
Carbon dioxide concentration in the sample of diluent air collected in bag B percent
CO 2e
Carbon dioxide concentration in the sample of diluent air collected in bag A percent
CO 2m
Mass of carbon dioxide emitted during the test part g/km
CO c
Carbon monoxide concentration of diluted gas, corrected to take account of
ppm
diluent air
CO d
Carbon monoxide concentration in the sample of diluent air, collected in bag B ppm
CO e
Carbon monoxide concentration in the sample of diluent air, collected in bag A ppm
CO m
Mass of carbon monoxide emitted during the test part mg/km
d 0
Standard ambient relative air density
—
d CO
Density of carbon monoxide mg/m 3
d CO 2
Density of carbon dioxide mg/m 3
DF Dilution
factor
—
d HC
Density of hydrocarbon mg/m 3
S / d Distance
driven
in
a
cycle
part km
d NO X
Density of nitrogen oxide mg/m 3
d T
Relative air density under test condition
—
Δt Coast-down
time
s
Δt ai
Coast-down time measured in the first road test
s
Δt bi
Coast-down time measured in the second road test
s

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Symbol Definition Unit
ΔT E
Coast-down time corrected for the inertia mass
s
Δt E
Mean coast-down time on the chassis dynamometer at the reference speed
s
ΔT i
Average coast-down time at specified speed
s
Δt i
Coast-down time at corresponding speed
s
ΔT j
Average coast-down time at specified speed
s
ΔT road
Target coast-down time
s
Δt Mean
coast-down
time
on
the
chassis
dynamometer
without
absorption
s
Δv Coast-down
speed
interval
(2Δv = v1 - v2) km/h
ε Chassis
dynamometer
setting
error percent
F Running
resistance
force
N
F* Target
running
resistance
force
N
F* (v0)
Target running resistance force at reference speed on chassis dynamometer
N
F* (vi)
Target running resistance force at specified speed on chassis dynamometer
N
f* 0
Corrected rolling resistance in the standard ambient condition
N
f* 2
Corrected coefficient of aerodynamic drag in the standard ambient condition N/(km/h) 2
F* j
Target running resistance force at specified speed
N
f 0
Rolling resistance
N
f 2
Coefficient of aerodynamic drag N/(km/h) 2
F E
Set running resistance force on the chassis dynamometer
N
F E (v0)
Set running resistance force at the reference speed on the chassis dynamometer
N
F E (v2)
Set running resistance force at the specified speed on the chassis dynamometer
N
F f
Total friction loss
N
F f (v0)
Total friction loss at the reference speed
N
F j
Running resistance force
N
F j(v0)
Running resistance force at the reference speed
N
F pau
Braking force of the power absorbing unit
N
F pau(v0)
Braking force of the power absorbing unit at the reference speed
N

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Symbol Definition Unit
F pau(vj)
Braking force of the power absorbing unit at the specified speed
N
F T
Running resistance force obtained from the running resistance table
N
H Absolute
humidity mg/km
HC c
Concentration of diluted gases expressed in the carbon equivalent, corrected to
ppm
take account of diluent air
HC d
Concentration of hydrocarbons expressed in the carbon equivalent, in the sample
ppm
of diluent air collected in bag B
HC e
Concentration of hydrocarbons expressed in the carbon equivalent, in the sample
ppm
of diluent air collected in bag A
HC m
Mass of hydrocarbon emitted during the test part mg/km
K 0
Temperature correction factor for rolling resistance
—
K h
Humidity correction factor
—
L Limit
values
of
gaseous
emission mg/km
m Test
L-category
vehicle
mass kg
m a
Actual mass of the test L-category vehicle kg
m fi
Flywheel equivalent inertia mass kg
m i
Equivalent inertia mass kg
m k
Kerb mass (L-category vehicle) kg
m r
Equivalent inertia mass of all the wheels kg
m ri
Equivalent inertia mass of all the rear wheel and L-category vehicle parts rotating
kg
with wheel
m ref
Mass in running order of the L-category vehicle plus mass of driver (75 kg) kg
m rf
Rotating mass of the front wheel kg
m rid
Rider mass kg
n Engine
speed min –1
n
Number of data regarding the emission or the test
—
N Number
of
revolution
made
by
pump
P
—
ng Number
of
forward
gears
—
n idle
Idling speed min –1
n_max_acc (1)
Upshift speed from gear 1 to gear 2 during acceleration phases min –1
n_max_acc (i)
Up shift speed from gear i to gear i+1 during acceleration phases, i > 1 min –1
n_min_acc (i)
Minimum engine speed for cruising or deceleration in gear 1 min –1

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Symbol Definition Unit
NO xc
Nitrogen oxide concentration of diluted gases, corrected to take account of
ppm
diluent air
NO xd
Nitrogen oxide concentration in the sample of diluent air collected in bag B ppm
NO xe
Nitrogen oxide concentration in the sample of diluent air collected in bag A ppm
NO xm
Mass of nitrogen oxides emitted during the test part mg/km
P 0
Standard ambient pressure kPa
P a
Ambient/atmospheric pressure kPa
P d
Saturated pressure of water at the test temperature kPa
P i
Average under-pressure during the test part in the section of pump P kPa
P n
Rated engine power kW
P T
Mean ambient pressure during the test kPa
ρ0 Standard
relative
ambient
air
volumetric
mass kg/m 3
r(i) Gear
ratio
in
gear
i
—
R
Final test result of pollutant emissions, carbon dioxide emission or fuel
mg/km,
consumption
g/km, 1/100 km
R 1
Test results of pollutant emissions, carbon dioxide emission or fuel consumption
mg/km,
for cycle part 1 with cold start
g/km, 1/100 km
R 2
Test results of pollutant emissions, carbon dioxide emission or fuel consumption
mg/km,
for cycle part 2 with warm condition
g/km, 1/100 km
R 3
Test results of pollutant emissions, carbon dioxide emission or fuel consumption
mg/km,
for cycle part 1 with warm condition
g/km, 1/100 km
R i 1
First type I test results of pollutant emissions mg/km
R i 2
Second type I test results of pollutant emissions mg/km
R i 3
Third type I test results of pollutant emissions mg/km
s Rated
engine
speed min –1
T C
Temperature of the coolant
K
T O
Temperature of the engine oil
K
T P
Temperature of the spark-plug seat/gasket
K
T 0
Standard ambient temperature
K
T p
Temperature of the diluted gases during the test part, measured in the intake
K
section of pump P

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Symbol Definition Unit
T T
Mean ambient temperature during the test
K
U humidity percent
v Specified
speed
V Total
volume
of
diluted
gas
m 3
v max
Maximum design speed of test vehicle (L-category vehicle) km/h
v0 Reference
vehicle
speed km/h
V0 Volume
of
gas
displaced
by
pump
P
during
one
revolution
m 3 /rev.
v1
Vehicle speed at which the measurement of the coast-down time begins km/h
v2
Vehicle speed at which the measurement of the coast-down time ends km/h
vi Specified
vehicle
speed
selected
for
the
coast-down
time
measurement km/h
w 1
Weighting factor of cycle part 1 with cold start
—
w1 hot
Weighting factor of cycle part 1 with warm condition
—
w 2
Weighting factor of cycle part 2 with warm condition
—
w 3
Weighting factor of cycle part 3 with warm condition
—

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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 to be used for environmental performance
testing. The fuel specifications in this Appendix are consistent with the reference fuel specifications in Annex 10 to
UNECE regulation No 83 Revision 4.
Type: Petrol (E5)
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
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 3
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
Carbon/hydrogen ratio Report
Carbon/oxygen ratio Report
Induction period ( 2 ) minutes 480
— EN
ISO
7536
Oxygen content ( 4 ) %
m/m Report EN
1601
Existent gum mg/ml
— 0,04 EN
ISO
6246

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Type: Petrol (E5)
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
Sulphur content ( 3 ) mg/kg
— 10
EN ISO 20846 / EN ISO 20884
Copper corrosion
— Class
1 EN
ISO
2160
Lead content mg/l
—
5 EN
237
Phosphorus content mg/l
— 1,3 ASTM
D
3231
Ethanol ( 5 ) %
v/v 4,7 5,3
EN 1601 / EN 13132
( 1 ) The values quoted in the specifications are ‘true values’. For establishing the limit values, the terms of ISO 4259:2006 (Petroleum
products — Determination and application of precision data in relation to methods of test) have been applied and for fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; for fixing a maximum and minimum
value, the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for technical reasons, the fuel manufacturer shall nevertheless aim at a zero
value where the stipulated maximum value is 2R and at the mean value when quoting maximum and minimum limits. Should it
be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259:2006 shall be applied.
( 2 ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery petrol streams, but
detergent/dispersive additives and solvent oils shall not be added.
( 3 ) The actual sulphur content of the fuel used for the type I test shall be reported.
( 4 ) Ethanol meeting the specification of prEN 15376 is the only oxygenate that shall be intentionally added to the reference fuel.
( 5 ) There shall be no intentional addition to this reference fuel of compounds containing phosphorus, iron, manganese or lead.
Type: Ethanol (E85)
Limits ( 1 )
Parameter Unit
Test method ( 2 )
Minimum Maximum
Research octane number, RON 95,0
— EN
ISO
5164
Motor octane number, MON 85,0
— EN
ISO
5163
Density at 15 °C kg/m 3
Report ISO
3675
Vapour pressure kPa 40,0 60,0 EN
ISO
13016-1
(DVPE)
Sulphur content ( 3 ) ( 4 ) mg/kg
— 10 EN
ISO
20846
EN ISO 20884
Oxidation stability minutes 360 EN
ISO
7536
Existent gum content (solvent mg/(100 ml)
—
5 EN
ISO
6246
washed)
Appearance
Clear and bright, visibly
Visual inspection
This shall be determined at ambient
free of suspended or
temperature or 15 °C, whichever is
precipitated contaminants
higher.
Ethanol and higher alcohols ( 7 ) %
V/V 83 85 EN
1601
EN 13132
EN 14517
Higher alcohols (C3-C8) %
V/V
— 2,0

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Type: Ethanol (E85)
Limits ( 1 )
Parameter Unit
Test method ( 2 )
Minimum Maximum
Methanol %
V/V 0,5
Petrol ( 5 ) %
V/V Balance EN
228
Phosphorus mg/l 0,3
( 6 ) ASTM
D
3231
Water content %
V/V 0,3 ASTM
E
1064
Inorganic chloride content mg/l
1 ISO
6227
pHe 6,5 9,0 ASTM
D
6423
Copper strip corrosion (3h at 50 °C) Rating Class
1 EN
ISO
2160
Acidity (as acetic acid CH 3 COOH) %
m/m
— 0,005
ASTM D 1613
(mg/l)
(40)
Carbon/hydrogen ratio report
Carbon/oxygen ration report
( 1 ) The values quoted in the specifications are ‘true values’. For establishing the limit values, the terms of ISO 4259:2006 (Petroleum
products — Determination and application of precision data in relation to methods of test) have been applied and for fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; for fixing a maximum and minimum
value, the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for technical reasons, the fuel manufacturer shall nevertheless aim at a zero
value where the stipulated maximum value is 2R and at the mean value when quoting maximum and minimum limits. Should it
be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259:2006 shall be applied.
( 2 ) In cases of dispute, the procedures for resolving the dispute and interpreting the results based on test method precision, as
described in EN ISO 4259:2006, shall be used.
( 3 ) In cases of national dispute concerning sulphur content, either EN ISO 20846:2011 or EN ISO 20884:2011 shall be referred to
in the same way as in the national annex of EN 228.
( 4 ) The actual sulphur content of the fuel used for the type I test shall be reported.
( 5 ) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols.
( 6 ) There shall be no intentional addition to this reference fuel of compounds containing phosphorus, iron, manganese or lead.
( 7 ) Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
Type: Diesel fuel (B5)
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
Cetane number ( 2 ) 52,0 54,0 EN
ISO
5165
Density at 15 °C kg/m 3
833 837 EN
ISO
3675
Distillation:
— 50 % point °C 245
— EN
ISO
3405
— 95 % point °C 345 350 EN
ISO
3405
— Final boiling point °C
— 370 EN
ISO
3405
Flash point °C 55
— EN
22719

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Type: Diesel fuel (B5)
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
CFPP °C
— –
5 EN
116
Viscosity at 40 °C mm 2 /s 2,3 3,3 EN
ISO
3104
Polycyclic aromatic hydrocarbons %
m/m 2,0 6,0 EN
12916
Sulphur content ( 3 ) mg/kg
— 10
EN ISO 20846 / EN ISO 20884
Copper corrosion
— Class
1 EN
ISO
2160
Conradson carbon residue (10 % DR) %
m/m
— 0,2 EN
ISO
10370
Ash content %
m/m
— 0,01 EN
ISO
6245
Water content %
m/m
— 0,02 EN
ISO
12937
Neutralisation (strong acid) number mg
KOH/g
— 0,02 ASTM
D
974
Oxidation stability ( 4 ) mg/ml
— 0,025 EN
ISO
12205
Lubricity (HFRR wear scan diameter
μm
— 400 EN
ISO
12156
at 60 °C)
Oxidation stability at 110 °C ( 4 ) ( 6 )
h 20,0 EN
14112
FAME ( 5 ) %
v/v 4,5 5,5 EN
14078
( 1 ) The values quoted in the specifications are ‘true values’. For establishing the limit values, the terms of ISO 4259:2006 (Petroleum
products — Determination and application of precision data in relation to methods of test) have been applied and for fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; for fixing a maximum and minimum
value, the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for technical reasons, the fuel manufacturer shall nevertheless aim at a zero
value where the stipulated maximum value is 2R and at the mean value when quoting maximum and minimum limits. Should it
be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259:2006 shall be applied.
( 2 ) The range for Cetane number is not in accordance with the requirements of a minimum range of 4R. However, the terms of ISO
4259:2006 may be used to resolve disputes between fuel supplier and fuel user, provided replicate measurements, of sufficient
number to archive the necessary precision, are taken in preference to single determinations.
( 3 ) The actual sulphur content of the fuel used for the type I test shall be reported.
( 4 ) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as
to storage conditions and shelf life.
( 5 ) FAME content to meet the specification of EN 14214.
( 6 ) Oxidation stability can be demonstrated by EN ISO 12205:1995 or EN 14112:1996. This requirement shall be reviewed based
on CEN/TC19 evaluations of oxidative stability performance and test limits.
Type: Liquefied petroleum gas (LPG)
Parameter Unit Fuel
A Fuel
B Test
method
Composition: ISO
7941
C 3 -content percent
30 ± 2 85
±
2
vol
C 4 -content percent
Balance ( 1 ) Balance
( 2 )
vol

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Type: Liquefied petroleum gas (LPG)
Parameter Unit Fuel
A Fuel
B Test
method
< C 3 , > C 4
percent
max. 2 max.
2
vol
Olefins percent
max. 12 max.
15
vol
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
( 2 )
Odour characteristic characteristic
Motor octane number min.
89 min.
89 EN
589
Annex
B
( 1 ) Balance has to be read as follows: balance = 100 - C3 ≤ C3 ≥ C4.
( 2 ) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or
other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for
the sole purpose of biasing the test method is prohibited.
Type: Natural gas (NG)/biomethane ( 1 )
Limits ( 3 )
Parameter Unit
Test method
Minimum Maximum
Reference fuel G 20
Methane percent
100 99 100
mole
Balance ( 2 ) percent
—
—
1
mole
N 2
percent
mole
Sulphur content ( 2 ) mg/m 3
—
— 10
Wobbe Index ( 4 ) (net) MJ/m 3
48,2 47,2 49,2
Reference fuel G 25
Methane percent
86 84 88
mole
Balance ( 2 ) percent
—
—
1
mole
N 2
percent
14 12 16
mole

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Type: Natural gas (NG)/biomethane ( 1 )
Limits ( 3 )
Parameter Unit
Test method
Minimum Maximum
Sulphur content ( 3 ) mg/m 3
—
— 10
Wobbe Index (net) ( 4 ) MJ/m 3
39,4 38,2 40,6
( 1 ) Biofuel’ means liquid or gaseous fuel for transport, produced from biomass.
( 2 ) Inerts (different from N 2 ) + C 2 + C 2+ .
( 3 ) Value to be determined at 293,2 K (20 °C) and 101,3 kPa.
( 4 ) Value to be determined at 273,2 K (0 °C) and 101,3 kPa.
Type: Hydrogen for internal combustion engines
Limits
Parameter Unit
Test method
Minimum Maximum
Hydrogen purity %
mole 98 100 ISO
14687
Total hydrocarbon
μmol/mol
0 100 ISO
14687
Water ( 1 )
μmol/mol
0
( 2 ) ISO
14687
Oxygen
μmol/mol
0
( 2 ) ISO
14687
Argon
μmol/mol
0
( 2 ) ISO
14687
Nitrogen
μmol/mol
0
( 2 ) ISO
14687
CO
μmol/mol
0
1 ISO
14687
Sulphur
μmol/mol
0
2 ISO
14687
Permanent particulates ( 3 ) ISO
14687
( 1 ) Not to be condensed.
( 2 ) Combined water, oxygen, nitrogen and argon: 1 900 μmol/mol.
( 3 ) The hydrogen shall not contain dust, sand, dirt, gums, oils or other substances in an amount sufficient to damage the fuelling
station equipment of the vehicle (engine) being fuelled.
Type: Hydrogen for hydrogen fuel cell vehicles
Limits
Parameter Unit
Test method
Minimum Maximum
Hydrogen fuel ( 1 ) %
mole 99,99 100 ISO
14687-2
Total gases ( 2 )
μmol/mol
0 100
Total hydrocarbon
μmol/mol
0
2 ISO
14687-2

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Type: Hydrogen for hydrogen fuel cell vehicles
Limits
Parameter Unit
Test method
Minimum Maximum
Water
μmol/mol
0
5 ISO
14687-2
Oxygen
μmol/mol
0
5 ISO
14687-2
Helium (He), Nitrogen (N 2 ), Argon μmol/mol
0 100 ISO
14687-2
(Ar)
CO 2
μmol/mol
0
2 ISO
14687-2
CO
μmol/mol
0 0,2 ISO
14687-2
Total sulphur compounds
μmol/mol
0 0,004 ISO
14687-2
Formaldehyde (HCHO)
μmol/mol
0 0,01 ISO
14687-2
Formic acid (HCOOH)
μmol/mol
0 0,2 ISO
14687-2
Ammonia (NH 3 )
μmol/mol
0 0,1 ISO
14687-2
Total halogenated compounds
μmol/mol
0 0,05 ISO
14687-2
Particulates size
μm
0 10 ISO
14687-2
Particulates concentration
μg/l
0
1 ISO
14687-2
( 1 ) The hydrogen fuel index is determined by subtracting the total content of non-hydrogen gaseous constituents listed in the table
(total gases), expressed in mole percent, from 100 mole percent. It is less than the sum of the maximum allowable limits of all
non-hydrogen constituents shown in the table.
( 2 ) The value of total gases is the sum of the values of the non-hydrogen constituents listed in the table, except the particulates.

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Appendix 3
Chassis dynamometer system
1. Specification
1.1. General
requirements
1.1.1. The dynamometer shall be capable of simulating road load within one of the following classifications:
(a) dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed load
curve shape;
(b) dynamometer with adjustable load curve, i.e. a dynamometer with at least two road load parameters that can
be adjusted to shape the load curve.
1.1.2. Dynamometers with electric inertia simulation shall be demonstrated to be equivalent to mechanical inertia
systems. The means by which equivalence is established are described in point 4.
1.1.3. Where the total resistance to progress on the road cannot be reproduced on the chassis dynamometer between
speeds of 10 km/h and 120 km/h, it is recommended that a chassis dynamometer with the characteristics defined
in point 1.2. should be used.
1.1.3.1. The load absorbed by the brake and the chassis dynamometer (internal frictional effects) between the speeds of 0
and 120 km/h is as follows:
Equation Ap3-1:
F = (a + b v 2 ) ± 0,1 F 80 (without being negative)
where:
F =
total
load
absorbed
by
the
chassis
dynamometer
(N);
a =
value
equivalent
to
rolling
resistance
(N);
b =
value
equivalent
to
coefficient
of
air
resistance
(N/(km/h) 2 );
v =
vehicle
speed
(km/h);
F 80 = load at 80 km/h (N). Alternatively for vehicles that cannot attain 80 km/h the load at the reference vehicle
speeds v j in table Ap8-1 in Appendix 8 shall be determined.
1.2. Specific
requirements
1.2.1. The setting of the dynamometer shall not be affected by the lapse of time. It shall not produce any vibrations
perceptible to the vehicle and likely to impair the vehicle’s normal operations.
1.2.2. The chassis dynamometer may have one roller or two rollers in the cases of three-wheel vehicles with two front
wheels and quadricycles. In such cases, the front roller shall drive, directly or indirectly, the inertial masses and
the power-absorption device.
1.2.3. It
shall
be
possible
to
measure
and
read
the
indicated
load
to
an
accuracy
of
±
5
percent.
1.2.4. In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at 80 km/h or of the load
setting at the reference vehicle speeds (30 km/h, respectively 15 km/h) referred to in point 1.1.3.1. for vehicles
that cannot attain 80 km/h, shall be ± 5 percent. In the case of a dynamometer with adjustable load curve, the
accuracy of matching dynamometer load to road load shall be ± 5 percent for vehicle speeds > 20 km/h and
± 10 percent for vehicle speeds ≤ 20 km/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 ± 10 kg 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). It shall be measured with an accuracy of ± 1 km/h at vehicle speeds over 10 km/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).

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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 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 80 km/h or of the load indicator referred to in point 1.1.3.1. for vehicles that
cannot attain 80 km/h.
The following procedure shall be used for calibration of the load indicator to 80 km/h or the applicable load
indicator referred to in point 1.1.3.1. for vehicles that cannot attain 80 km/h, as a function of the load absorbed
(see also Figure Ap3-1):
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.
Figure Ap3-1
Power absorbed by the chassis dynamometer
Legend:
F = a + b v 2
= (a + b v 2 ) - 0,1 F 80
Δ = (a + b v 2 ) + 0,1 F 80
2.2.4. Bring the dynamometer to a vehicle speed of 80 km/h or to the reference vehicle speed referred to in point
1.1.3.1. for vehicles that cannot attain 80 km/h.
2.2.5. Note
the
load
indicated
F i (N).
2.2.6. Bring the dynamometer to a speed of 90 km/h or to the respective reference vehicle speed referred to in to in
point 1.1.3.1. plus 5 km/h for vehicles that cannot attain 80 km/h
2.2.7. Disconnect the device used to start up the dynamometer.
2.2.8. Note the time taken by the dynamometer to pass from a vehicle speed of 85 to 75 km/h, or for vehicles that
cannot attain 80 km/h referred to in Table Ap8-1 of Appendix 8, note the time between v j + 5 km/h to
v j – 5 km/h.
2.2.9. Set
the
power-absorption
device
at
a
different
level.
2.2.10. The requirements of points 2.2.4. to 2.2.9. shall be repeated sufficiently often to cover the range of loads used.

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2.2.11. Calculate the load absorbed using the formula:
Equation Ap3-2:
m
F

i Δv
Δt
where:
F =
load
absorbed
(N);
m i = equivalent inertia in kg (excluding the inertial effects of the free rear roller);
Δ v = vehicle speed deviation in m/s (10 km/h = 2,775 m/s);
Δ t = time taken by the roller to pass from 85 km/h to 75 km/h, or for vehicles that cannot attain 80 km/h
from 35 – 25 km/h, respectively from 20 – 10 km/h, referred to in Table Ap 7-1 of Appendix 7.
2.2.12. Figure Ap3-2 shows the load indicated at 80 km/h in terms of load absorbed at 80 km/h.
Figure Ap3-2
Load indicated at 80 km/h in terms of load absorbed at 80 km/h
2.2.13. The requirements laid down in points 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 speeds
The procedures described in point 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.
3. Verification
of
the
load
curve
3.1. Procedure
The load-absorption curve of the dynamometer from a reference setting at a speed of 80 km/h or for vehicles
that cannot attain 80 km/h at the respective reference vehicle speeds referred to in point 1.1.3.1., shall be verified
as follows:
3.1.1. Place the vehicle on the dynamometer or devise some other method for starting up the dynamometer.
3.1.2. Adjust the dynamometer to the absorbed load (F 80 ) at 80 km/h, or for vehicles that cannot attain 80 km/h to the
absorbed load F vj at the respective target vehicle speed v j referred to in point 1.1.3.1.
3.1.3. Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h or for vehicles that cannot attain 80 km/h
absorbed at the target vehicles speeds v j referred to in point 1.1.3.1.

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3.1.4. Draw the curve F(v) and verify that it corresponds to the requirements of point 1.1.3.1.
3.1.5. Repeat the procedure set out in points 3.1.1. to 3.1.4. for other values of F 80 and for other values of inertia.
4 Verification
of
simulated
inertia
4.1. Object
The method described in this Appendix makes it possible to check that the simulated total inertia of the
dynamometer is carried out satisfactorily in the running phase of the operating cycle. The manufacturer of
the chassis dynamometer shall specify a method for verifying the specifications according to point 4.3.
4.2. Principle
4.2.1. Drawing-up
working
equations
Since the dynamometer is subjected to variations in the rotating speed of the roller(s), the force at the surface of
the roller(s) can be expressed by:
Equation Ap3-3:
F = I γ = I M γ + F 1
where:
F is the force at the surface of the roller(s) in N;
I is the total inertia of the dynamometer (equivalent inertia of the vehicle);
I M is the inertia of the mechanical masses of the dynamometer;
γ is the tangential acceleration at roller surface;
F 1 is the inertia force.
Note: An explanation of this formula with reference to dynamometers with mechanically simulated inertia is
appended.
Thus, total inertia is expressed as follows:
Equation Ap3-4:
I = I m + F 1 /γ
where:
I m can be calculated or measured by traditional methods;
F 1 can be measured on the dynamometer;
γ can be calculated from the peripheral speed of the rollers.
The total inertia (I) will be determined during an acceleration or deceleration test with values 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 percent.
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 5) within the following limits:
4.3.1.1. ± 5 percent of the theoretical value for each instantaneous value;
4.3.1.2. ± 2 percent of the theoretical value for the average value calculated for each sequence of the cycle.
The limit specified in point 4.3.1.1. is brought to ± 50 percent for one second when starting and, for vehicles
with manual transmission, for two seconds during gear changes.

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4.4. Verification
procedure
4.4.1. Verification is carried out during each test throughout the test cycles defined in Appendix 6 of Annex II.
4.4.2. However, if the requirements laid down in point 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 point 4.4.1. will not be necessary.

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Appendix 4
Exhaust dilution system
1. System
specification
1.1. System
overview
A full-flow exhaust dilution system shall be used. This requires that the vehicle exhaust be continuously diluted
with ambient air under controlled conditions. The total volume of the mixture of exhaust and dilution air shall
be measured and a continuously proportional sample of the volume shall be collected for analysis. The quantities
of pollutants are determined from the sample concentrations, corrected for the pollutant content of the ambient
air and the totalised flow over the test period. The exhaust dilution system shall consist of a transfer tube, a
mixing chamber and dilution tunnel, a dilution air conditioning, a suction device and a flow measurement
device. Sampling probes shall be fitted in the dilution tunnel as specified in Appendices 3, 4 and 5. The mixing
chamber described in this point shall be a vessel, such as those illustrated in Figures Ap4-1 and Ap4-2, in which
vehicle exhaust gases and the dilution air are combined so as to produce a homogeneous mixture at the chamber
outlet.
1.2. General
requirements
1.2.1. The
vehicle
exhaust
gases
shall
be
diluted
with
a
sufficient
amount
of
ambient
air
to
prevent
any
water
condensation in the sampling and measuring system under any conditions which may occur during a test.
1.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probe is located (see
point 1.3.3.). The sampling probe shall extract a representative sample of the diluted exhaust gas.
1.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.
1.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampling system and the materials
that go to make it up shall be such that they do not affect the pollutant concentration in the diluted exhaust
gases. Should any component in the system (heat exchanger, cyclone separator, blower, etc.) change the concen
tration of any of the pollutants in the diluted exhaust gases and the fault cannot be corrected, sampling for that
pollutant shall be carried out upstream from that component.
1.2.5. All parts of the dilution system that are in contact with raw and diluted exhaust gas shall be designed to
minimise deposition or alteration of the particulates or particles. All parts shall be made of electrically conductive
materials that do not react with exhaust gas components and shall be electrically grounded to prevent elec
trostatic effects.
1.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes
shall be connected as near as possible to the vehicle without adversely affecting its operation.
1.2.7. The variable-dilution system shall be designed so as to enable the exhaust gases to be sampled without
appreciably changing the back-pressure at the exhaust pipe outlet.
1.2.8. The
connecting
tube
between
the
vehicle
and
dilution
system
shall
be
so
designed
as
to
minimise
heat
loss.
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) the tube shall be less than 3,6 m long, or less than 6,1 m long if heat insulated. Its internal diameter may not
exceed 105 mm;

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(b) it shall not cause the static pressure at the exhaust outlets on the test vehicle to differ by more than ± 0,75
kPa at 50 km/h, or more than ± 1,25 kPa for the whole duration of the test, from the static 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 ± 0,25 kPa may be used if a written
request from a manufacturer to the technical service substantiates the need for the closer tolerance;
(c) it shall not change the nature of the exhaust gas;
(d) 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
percent, 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
± 0,25 kPa 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 percent 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) shall be at least 200 mm in diameter;
(d) may be insulated.
1.3.4. Suction
device
This device may have a range of fixed speeds to ensure sufficient flow to prevent any water condensation. This
result is generally obtained if the flow is either:
(a) twice the maximum flow of exhaust gas produced by accelerations of the driving cycle; or
(b) sufficient to ensure that the CO 2 concentration in the dilute exhaust sample bag is less than 3 percent by
volume for petrol and diesel, less than 2,2 percent by volume for LPG and less than 1,5 percent by volume
for NG/biomethane.
1.3.5. Volume
measurement
in
the
primary
dilution
system
The method for measuring total dilute exhaust volume incorporated in the constant volume sampler shall be
such that measurement is accurate to ± 2 percent under all operating conditions. If the device cannot
compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the
measuring point, a heat exchanger shall be used to maintain the temperature to within ± 6 K of the specified
operating temperature. If necessary, some form of protection for the volume measuring device may be used, e.g.
a cyclone separator, bulk stream filter, etc. A temperature sensor shall be installed immediately before the volume

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measuring device. This sensor shall have an accuracy and a precision of ± 1 K and a response time of 0,1 s at 62
percent of a given temperature variation (value measured in silicone oil). The difference from atmospheric
pressure shall be measured upstream and, if necessary, downstream from the volume measuring device. The
pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test.
1.4. Recommended
system
descriptions
Figure Ap 4-1 and Figure Ap 4-2 are schematic drawings of two types of recommended exhaust dilution systems
that meet the requirements of this Annex. Since various configurations can produce accurate results, exact
conformity with these figures is not essential. Additional components such as instruments, valves, solenoids
and switches may be used to provide additional information and coordinate the functions of the component
system.
1.4.1. Full-flow
dilution
system
with
positive
displacement
pump
Figure Ap4-1
Positive displacement pump dilution system
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 Ap 4-1) 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 K of the average operating temperature during the test. This device shall not affect the pollutant
concentrations of diluted gases taken off afterwards for analysis.

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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.
1.4.2. Full-flow
dilution
system
with
critical-flow
venturi
Figure Ap4-2
Critical-flow venturi dilution system
The use of a critical-flow venturi (CFV) for the full-flow dilution system is based on the principles of flow
mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic
velocity which is directly proportional to the square root of the gas temperature. Flow is continually monitored,
computed and integrated throughout the test. The use of an additional critical-flow sampling venturi ensures the
proportionality of the gas samples taken from the dilution tunnel. As pressure and temperature are both equal at
the two venturi inlets, the volume of the gas flow diverted for sampling is proportional to the total volume of
diluted exhaust-gas mixture produced, and thus the requirements of this Annex are met. The collecting
equipment consists of:
1.4.2.1. A filter (DAF) for the dilution air 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;
1.4.2.2. 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;
1.4.2.3. A dilution tunnel (DT) from which particulates and particles are sampled;
1.4.2.4. Some form of protection for the measurement system may be used, e.g. a cyclone separator, bulk stream filter,
etc.;
1.4.2.5. A measuring critical-flow venturi tube (CFV) to measure the flow volume of the diluted exhaust gas;
1.4.2.6. A blower (BL) of sufficient capacity to handle the total volume of diluted exhaust gas.
2. CVS
calibration
procedure
2.1. General
requirements
The CVS system shall be calibrated by using an accurate flow-meter and a restricting device. The flow through
the system shall be measured at various pressure readings and the control parameters of the system measured
and related to the flows. The flow-meter shall be dynamic and suitable for the high flow-rate encountered in CVS
testing. The device shall be of certified accuracy traceable to an approved national or international standard.

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2.1.1. Various types of flow-meter may be used, e.g. calibrated venturi, laminar flow-meter, calibrated turbine-meter,
provided that they are dynamic measurement systems and can meet the requirements of point 1.3.5. of this
Appendix.
2.1.2. The following points give details of methods of calibrating PDP and CFV units, using a laminar flow-meter which
gives the required accuracy, together with a statistical check on the calibration validity.
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 3 /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
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 K 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
Ap
4-3
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 Ap 4-3 is used,
the following data shall be found within the limits of precision given:
Barometric pressure (corrected) (P b ) ± 0,03 kPa
Ambient temperature (T) ± 0,2 K
Air temperature at LFE (ETI) ± 0,15 K
Pressure depression upstream of LFE (EPI) ± 0,01 kPa
Pressure drop across the LFE matrix (EDP) ± 0,0015 kPa
Air temperature at CVS pump inlet (PTI) ± 0,2 K
Air temperature at CVS pump outlet (PTO) ± 0,2 K
Pressure depression at CVS pump inlet (PPI) ± 0,22 kPa
Pressure head at CVS pump outlet (PPO) ± 0,22 kPa
Pump revolutions during test period (n) ± 1 min -1
Elapsed time for period (minimum 250 s) (t) ± 0,1 s

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Figure Ap4-3
PDP calibration configuration
2.2.5. After the system has been connected as shown in Figure Ap 4-3, set the variable restrictor in the wide-open
position and run the CVS pump for 20 minutes before starting the calibration.
2.2.6. Reset
the
restrictor
valve
to
a
more
restricted
condition
in
an
increment
of
pump
inlet
depression
(about
1
kPa)
that will yield a minimum of six data points for the total calibration. Allow the system to stabilise for three
minutes and repeat the data acquisition.
2.2.7. The air flow rate (Qs) at each test point is calculated in standard m 3 /min from the flow-meter data using the
manufacturer’s prescribed method.
2.2.8. The air flow-rate is then converted to pump flow (V0) in m 3 /rev at absolute pump inlet temperature and
pressure.
Equation Ap 4-1:
Q
T
101,33
V

s
p

0

n 273,2
P p
where:
V 0 = pump flow rate at T p and P p (m 3 /rev);
Q s = air flow at 101,33 kPa and 273,2 K (m 3 /min);
T p = pump inlet temperature (K);
P p = absolute pump inlet pressure (kPa);
n = pump speed (min -1 ).

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2.2.9. To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, the
correlation function (x 0 ) between the pump speed (n), the pressure differential from pump inlet to pump outlet,
and the absolute pump outlet pressure is calculated as follows:
Equation Ap 4-2:

1
x
sP e ΔP p

0 n
where:
x 0 = correlation function;
ΔP p = pressure differential from pump inlet to pump outlet (kPa);
P e = absolute outlet pressure (PPO + P b ) (kPa).
2.2.9.1. A linear least-square fit is performed to generate the calibration equations which have the formula:
Equation Ap 4-3:
V 0 = D 0 - M (x 0 )
n = A - B (ΔP p )
D 0 , M, A and B are the slope-intercept constants describing the lines.
2.2.10. A CVS system that has multiple speeds shall be calibrated on each speed used. The calibration curves generated
for the ranges shall be approximately parallel and the intercept values (D0) shall increase as the pump flow range
decreases.
2.2.11 If the calibration has been performed carefully, the calculated values from the equation will be within 0.5 percent
of the measured value of V0.Values of M will vary from one pump to another. Calibration is performed at pump
start-up and after major maintenance.
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:
Equation Ap 4-4:
K
Q

v P

s p T
where:
Q s = flow;
K v = calibration coefficient;
P = absolute pressure (kPa);
T = absolute temperature (K).
Gas flow is a function of inlet pressure and temperature. The calibration procedure described in points 2.3.2. to
2.3.7. shall establish the value of the calibration coefficient at measured values of pressure, temperature and air
flow.
2.3.2. The manufacturer’s recommended procedure shall be followed for calibrating electronic portions of the CFV.

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2.3.3. Measurements
for
flow
calibration
of
the
critical-flow
venturi
are
required
and
the
following
data
shall
be
found
within the limits of precision given:
Barometric pressure (corrected) (Pb) ± 0,03 kPa
LFE air temperature, flow-meter (ETI) ± 0,15 K
Pressure depression upstream of LFE (EPI) ± 0,01 kPa
Pressure drop across (EDP) LFE matrix ± 0,0015 kPa
Air flow (Qs) ± 0,5 percent
CFV inlet depression (PPI) ± 0,02 kPa
Temperature at venturi inlet (Tv) ± 0,2 K.
2.3.4. The equipment shall be set up as shown in Figure Ap 4-4 and checked for leaks. Any leaks between the flow-
measuring device and the critical-flow venturi will seriously affect the accuracy of the calibration.
Figure Ap4-4
CFV calibration configuration
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 (K v) for each test point:

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Equation Ap 4-5:
Q p
K

s

v P v T v
where:
Q s = flow-rate in m 3 /min at 273,2 K and 101,3 kPa;
T v = temperature at the venturi inlet (K);
P v = absolute pressure at the venturi inlet (kPa).
Plot K v as a function of venturi inlet pressure. For sonic flow, K v will have a relatively constant value. As pressure
decreases (vacuum increases), the venturi becomes unchoked and K v decreases. The resultant K v changes are not
permissible. For a minimum of eight points in the critical region, calculate an average K v and the standard
deviation. If the standard deviation exceeds 0,3 percent of the average K v , 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 point 4, except that the density of
propane shall be taken as 1,967 grams per litre at standard conditions. The two techniques described in points
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 percent.
3.2. CFO
method
3.2.1. Metering
a
constant
flow
of
pure
gas
(CO
or
C 3 H 8 ) using a critical-flow orifice device
3.2.2. A
known
quantity
of
pure
gas
(CO
or
C 3 H 8 ) 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 percent occur, the cause of the
malfunction shall be determined and corrected. The CVS system is operated as in an exhaust emission test for
about five to ten minutes. 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.
3.3. Gravimetric
method
3.3.1. Metering
a
limited
quantity
of
pure
gas
(CO
or
C 3 H 8 ) by means of a gravimetric technique
3.3.2. The following gravimetric procedure may be used to verify the CVS system. The weight of a small cylinder filled
with either carbon monoxide or propane is determined with a precision of ± 0,01 g. For about five to ten
minutes, the CVS system is operated as in a normal exhaust emission test, while CO or propane is injected into
the system. The quantity of pure gas involved is determined by means of differential weighing. The gas
accumulated in the bag is analysed using the equipment normally used for exhaust-gas analysis. The results
are then compared to the concentration figures computed previously.

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Appendix 5
Classification of equivalent inertia mass and running resistance
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 Appendices 7 or 8. In this table method, the chassis dynamometer shall be set
by the reference mass regardless of particular L-category vehicle characteristics.
2. The flywheel equivalent inertia mass m ref shall be the equivalent inertia mass m i specified in point 4.5.6.1.2. 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 Ap5-1
Classification of equivalent inertia mass and running resistance used for L-category vehicles
Reference mass m
Rolling resistance of front

ref
Equivalent inertia mass m i
Aero drag coefficient b
(kg)
(kg)
wheel a
(N)
(N/(km/h) 2 )
0 < m ref ≤ 25 20 1,8 0,0203
25 < m ref ≤ 35 30 2,6 0,0205
35 < m ref ≤ 45 40 3,5 0,0206
45 < m ref ≤ 55 50 4,4 0,0208
55 < m ref ≤ 65 60 5,3 0,0209
65 < m ref ≤ 75 70 6,8 0,0211
75 < m ref ≤ 85 80 7,0 0,0212
85 < m ref ≤ 95 90 7,9 0,0214
95 < m ref ≤ 105 100 8,8 0,0215
105 < m ref ≤ 115 110 9,7 0,0217
115 < m ref ≤ 125 120 10,6 0,0218
125 < m ref ≤ 135 130 11,4 0,0220
135 < m ref ≤ 145 140 12,3 0,0221
145 < m ref ≤ 155 150 13,2 0,0223
155 < m ref ≤ 165 160 14,1 0,0224
165 < m ref ≤ 175 170 15,0 0,0226
175 < m ref ≤ 185 180 15,8 0,0227
185 < m ref ≤ 195 190 16,7 0,0229

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Reference mass m
Rolling resistance of front

ref
Equivalent inertia mass m i
Aero drag coefficient b
(kg)
(kg)
wheel a
(N)
(N/(km/h) 2 )
195 < m ref ≤ 205 200 17,6 0,0230
205 < m ref ≤ 215 210 18,5 0,0232
215 < m ref ≤ 225 220 19,4 0,0233
225 < m ref ≤ 235 230 20,2 0,0235
235 < m ref ≤ 245 240 21,1 0,0236
245 < m ref ≤ 255 250 22,0 0,0238
255 < m ref ≤ 265 260 22,9 0,0239
265 < m ref ≤ 275 270 23,8 0,0241
275 < m ref ≤ 285 280 24,6 0,0242
285 < m ref ≤ 295 290 25,5 0,0244
295 < m ref ≤ 305 300 26,4 0,0245
305 < m ref ≤ 315 310 27,3 0,0247
315 < m ref ≤ 325 320 28,2 0,0248
325 < m ref ≤ 335 330 29,0 0,0250
335 < m ref ≤ 345 340 29,9 0,0251
345 < m ref ≤ 355 350 30,8 0,0253
355 < m ref ≤ 365 360 31,7 0,0254
365 < m ref ≤ 375 370 32,6 0,0256

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Reference mass m
Rolling resistance of front

ref
Equivalent inertia mass m i
Aero drag coefficient b
(kg)
(kg)
w