Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements

Revision 3

Incorporating all valid text up to:

Incorporating all valid text up to the 05 series of amendments — Date of entry into force: 29 March 2001

Supplement 1 to the 05 series of amendments — Date of entry into force: 12 September 2001

Supplement 2 to the 05 series of amendments — Date of entry into force: 21 February 2002

Corrigendum 1 to the 05 series of amendments subject of Depositary Notification C.N.111.2002.TREATIES-1 dated 8 February 2002

Corrigendum 2 to the 05 series of amendments subject of Depositary Notification C.N.883.2003.TREATIES-1 dated 2 September 2003

Supplement 3 to the 05 series of amendments — Date of entry into force: 27 February 2004

Supplement 4 to the 05 series of amendments — Date of entry into force: 12 August 2004

Corrigendum 3 to the 05 series of amendments subject of Depositary Notification C.N.1038.2004.TREATIES-1 dated 4 October 2004

Supplement 5 to the 05 series of amendments — Date of entry into force: 4 April 2005

1.   SCOPE

This Regulation applies to (1):

1.1.1.   Exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic (OBD) systems of motor vehicles equipped with positive-ignition (P.I.) engines which have at least 4 wheels.

1.1.2.   Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD) systems of vehicles of categories M1 and N1 equipped with compression-ignition (C.I.) engines which have at least 4 wheels and a maximum mass not exceeding 3 500 kg.

1.1.3.   Exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic (OBD) systems of hybrid electric vehicles (HEV) equipped with positive-ignition (P.I.) engines and having at least four wheels.

1.1.4.   Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD) systems of hybrid electric vehicles (HEV) of categories M1 and N1 equipped with compression-ignition (C.I.) engines, having at least four wheels and a maximum mass not exceeding 3 500 kg.

1.1.5.   It does not apply to:

—	vehicles with a maximum mass of less than 400 kg and to vehicles having a maximum design speed of less than 50 km/h;

—	vehicles whose unladen mass is not more than 400 kg if they are intended for carrying passengers or 550 kg if they are intended for carrying goods and whose maximum engine power does not exceed 15 kW.

1.1.6.   At the request of the manufacturer, type approval pursuant to this Regulation may be extended from M1 or N1 vehicles equipped with compression-ignition engines which have already been typed approved to M2 and N2 vehicles having a reference mass not exceeding 2 840 kg and meeting the conditions of paragraph 7 (extension of approval).

1.1.7.   Vehicles of category N1 equipped with compression-ignition engines or equipped with positive-ignition engines fuelled with NG or LPG are not subject to this Regulation provided they have been type-approved pursuant to Regulation No 49 as amended by the last series of amendments.

1.2.   This Regulation does not apply to vehicles equipped with positive-ignition engines fuelled with NG or LPG used for driving motor vehicles of M1 category having a maximum mass exceeding 3 500 kg, M2, M3, N2, N3 to which Regulation No 49 is applicable.

2.   DEFINITIONS

For the purposes of this Regulation:

‘Vehicle type’ means a category of power-driven vehicles that do not differ in such essential respects as:

2.1.1.   the equivalent inertia determined in relation to the reference mass as prescribed in Annex 4, paragraph 5.1 and

2.1.2.   the engine and vehicle characteristics as defined in Annex 1;

‘Reference mass’ means the ‘unladen mass’ of the vehicle increased by a uniform figure of 100 kg for test according to Annexes 4 and 8,

2.2.1.   ‘Unladen mass’ means the mass of the vehicle in running order without driver, passengers or load, but with the fuel tank 90 per cent full and the usual set of tools and spare wheel on board, where applicable;

2.3.   ‘Maximum mass’ means the technically permissible maximum mass declared by the vehicle manufacturer (this mass may be greater than the maximum mass authorised by the national administration);

2.4.   ‘Gaseous pollutants’ means the exhaust gas emissions of carbon monoxide, oxides of nitrogen, expressed in nitrogen dioxide (NO2) equivalent and hydrocarbons assuming ratio of:

—	C1H1,85 for petrol,

—	C1H1,86 for diesel,

—	C1H2,525 for LPG,

—	C1H4 for NG.

2.5.   ‘Particulate pollutants’ means components of the exhaust gas which are removed from the diluted exhaust gas at a maximum temperature of 325 K (52 °C) by means of the filters described in Annex 4;

2.6.   ‘Exhaust emissions’ means:

—	for positive-ignition (P.I.) engines, emissions of gaseous pollutants;

—	for compression-ignition (C.I.) engines, emissions of gaseous and particulate pollutants;

‘Evaporative emissions’ means the hydrocarbon vapours lost from the fuel system of a motor vehicle other than those from exhaust emissions;

2.7.1.   ‘Tank breathing losses’ are hydrocarbon emissions caused by temperature changes in the fuel tank (assuming a ratio of C1H2,33).

2.7.2.   ‘Hot soak losses’ are hydrocarbon emissions arising from the fuel system of a stationary vehicle after a period of driving (assuming a ratio of C1H2,20);

2.8.   ‘Engine crankcase’ means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape;

2.9.   ‘Cold start device’ means a device that temporarily enriches the air/fuel mixture of the engine thus assisting the engine to start;

2.10.   ‘Starting aid’ means a device which assists engine start up without enrichment of the air/fuel mixture of the engine, e.g. glow plug, injection timing change, etc.;

‘Engine capacity’ means:

2.11.1.   For reciprocating piston engines, the nominal engine swept volume;

2.11.2.   For rotary piston engines (Wankel), twice the nominal swept volume of a combustion chamber per piston;

2.12.   ‘Pollution control devices’ means those components of a vehicle that control and/or limit exhaust and evaporative emissions.

2.13.   ‘OBD’ means an on-board diagnostic system for emission control, which has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory;

2.14.   ‘In-service test’ means the test and evaluation of conformity conducted in accordance with paragraph 8.2.1 of this Regulation;

2.15.   ‘Properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in paragraph 2 of Appendix 3 to this Regulation;

‘Defeat device’ means any element of design which senses temperature, vehicle speed, engine rotational speed, transmission gear, manifold vacuum or any other parameter for the purpose of activating, modulating, delaying or deactivating the operation of any part of the emission control system, that reduces the effectiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use. Such an element of design may not be considered a defeat device if:

2.16.1.   the need for the device is justified in terms of protecting the engine against damage or accident and for safe operation of the vehicle, or

2.16.2.   the device does not function beyond the requirements of engine starting, or

2.16.3.   conditions are substantially included in the Type I or Type VI test procedures.

2.17.   ‘Family of vehicles’ means a group of vehicle types identified by a parent vehicle for the purpose of Annex 12;

2.18.   ‘Fuel requirement by the engine’ means the type of fuel normally used by the engine:

—

petrol,

—	LPG (liquefied petroleum gas),

—	NG (natural gas),

—	either petrol or LPG,

—	either petrol or NG,

—	diesel fuel;

‘Approval of a vehicle’ means the approval of a vehicle type with regard to the limitation of the following conditions (2):

2.19.1.   Limitation of exhaust emissions by the vehicle, evaporative emissions, crankcase emissions, durability of pollution control devices, cold start pollutant emissions and on-board diagnostics of vehicles fuelled with unleaded petrol, or which can be fuelled with either unleaded petrol and LPG or NG (Approval B);

2.19.2.   Limitation of emissions of gaseous and particulate pollutants, durability of pollution control devices and on-board diagnostics of vehicles fuelled with diesel fuel (Approval C);

2.19.3.   Limitation of emissions of gaseous pollutants by the engine, crankcase emissions, durability of pollution control devices, cold start emissions and on-board diagnostics of vehicles fuelled with LPG or NG (Approval D);

2.20.   ‘Periodically regenerating system’ means an anti-pollution device (e.g. catalytic converter, particulate trap) that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation. During cycles where regeneration occurs, emission standards can be exceeded. If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during vehicle preparation cycle, it will be considered as a continuously regenerating system which does not require a special test procedure. Annex 13 does not apply to continuously regenerating systems.

At the request of the manufacturer, the test procedure specific to periodically regenerating systems will not apply to a regenerative device if the manufacturer provides data to the type approval authority that, during cycles where regeneration occurs, emissions remain below the standards given in paragraph 5.3.1.4. applied for the concerned vehicle category after agreement of the technical service.

Hybrid vehicles (HV)

2.21.1.   General definition of hybrid vehicles (HV):

‘Hybrid vehicle (HV)’ means a vehicle with at least two different energy converters and two different energy storage systems (on vehicle) for the purpose of vehicle propulsion.

2.21.2.   Definition of hybrid electric vehicles (HEV):

‘Hybrid electric vehicle (HEV)’ means a vehicle that, for the purpose of mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy/power:

—	a consumable fuel,

—	an electrical energy/power storage device (e.g.: battery, capacitor, flywheel/generator etc.).

2.22.   ‘Mono-fuel vehicle’ means a vehicle that is designed primarily for permanent running on LPG or NG, but may also have a petrol system for emergency purposes for starting only, where the petrol tank does not contain more than 15 litres of petrol;

2.23.   ‘Bi-fuel vehicle’ means a vehicle that can run part-time on petrol and also part-time on either LPG or NG.

3.   APPLICATION FOR APPROVAL

The application for approval of a vehicle type with regard to exhaust emissions, crankcase emissions, evaporative emissions and durability of pollution control devices, as well as to its on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by his authorized representative.

Should the application concern an on-board diagnostic (OBD) system, it shall be accompanied by the additional information required in paragraph 4.2.11.2.7 of Annex 1, together with:

a declaration by the manufacturer of:

3.1.1.1.1.   in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of a total number of firing events that would result in emissions exceeding the limits given in paragraph 3.3.2 of Annex 11, if that percentage of misfire had been present from the start of a Type I test as described in paragraph 5.3.1 of Annex 4;

3.1.1.1.2.   in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of a total number of firing events that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;

3.1.1.2.   detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the vehicle's emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system;

3.1.1.3.   a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle;

copies of other type approvals with the relevant data to enable extensions of approvals;

3.1.1.4.   if applicable, the particulars of the vehicle family as referred to in Annex 11, Appendix 2.

3.1.2.   For the tests described in paragraph 3. of Annex 11, a vehicle representative of the vehicle type or vehicle family fitted with the OBD system to be approved shall be submitted to the technical service responsible for the type approval test. If the technical service determines that the submitted vehicle does not fully represent the vehicle type or vehicle family described in Annex 11, Appendix 2, an alternative and if necessary an additional vehicle shall be submitted for test in accordance with paragraph 3 of Annex 11.

A model of the information document relating to exhaust emissions, evaporative emissions, durability and the on-board diagnostic (OBD) system is given in Annex 1. The information mentioned under paragraph 4.2.11.2.7.6 of Annex 1 is to be included in Appendix 1 ‘OBD — RELATED INFORMATION’ to the type-approval communication given in Annex 2.

3.2.1.   Where appropriate, copies of other type approvals with the relevant data to enable extensions of approvals and establishment of deterioration factors shall be submitted.

3.3.   For the tests described in paragraph 5. of this Regulation a vehicle representative of the vehicle type to be approved shall be submitted to the technical service responsible for the approval tests.

4.   APPROVAL

4.1.   If the vehicle type submitted for approval following this amendment meets the requirements of paragraph 5. below, approval of that vehicle type shall be granted.

4.2.   An approval number shall be assigned to each type approved.

Its first two digits shall indicate the series of amendments according to which the approval was granted. The same Contracting Party shall not assign the same number to another vehicle type.

Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 2 to this Regulation.

4.3.1.   In the event of amendment to the present text, for example, if new limit values are prescribed, the Parties to the Agreement shall be informed which vehicle types already approved comply with the new provisions.

There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

4.4.1.   a circle surrounding the letter ‘E’ followed by the distinguishing number of the country that has granted approval (3);

4.4.2.   the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle described in paragraph 4.4.1.

4.4.3.   However, the approval mark shall contain an additional character after the letter ‘R’, the purpose of which is to distinguish the emission limit values for which the approval has been granted. For those approvals issued to indicate compliance with the limits for the Type I test detailed in Row A of the table in paragraph 5.3.1.4.1 of this Regulation, the letter ‘R’ will be followed by the roman number ‘I’. For those approvals issued to indicate compliance with the limits for the Type I test detailed in Row B in the table to paragraph 5.3.1.4.1 of this Regulation, the letter ‘R’ will be followed by the roman number ‘II’.

4.5.   If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

4.6.   The approval mark shall be clearly legible and be indelible.

4.7.   The approval mark shall be placed close to or on the vehicle data plate.

4.8.   Annex 3 to this Regulation gives examples of arrangements of the approval mark.

5.   SPECIFICATIONS AND TESTS

Note: As an alternative to the requirements of this paragraph, vehicle manufacturers whose world-wide annual production is less than 10 000 units may obtain approval on the basis of the corresponding technical requirements specified in: the California Code of Regulations, Title 13, Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996 and later model-year vehicles, 1968.1, 1976 and 1975, applicable to 1995 and later model year light-duty vehicles (California Code of Regulations is published by Barclays Publishing).

5.1.   General

5.1.1.   The components liable to affect the emission of pollutants shall be so designed, constructed and assembled as to enable the vehicle, in normal use, despite the vibration to which they may be subjected, to comply with the provisions of this Regulation.

The technical measures taken by the manufacturer shall be such as to ensure that in conformity with the provisions of this Regulation, exhaust gas and evaporative emissions are effectively limited throughout the normal life of the vehicle and under normal conditions of use. This will include the security of those hoses and their joints and connections, used within the emission control systems, which shall be so constructed as to conform with the original design intent. For exhaust emissions, these provisions are deemed to be met if the provisions of paragraphs 5.3.1.4 and 8.2.3.1 respectively are complied with. For evaporative emissions, these conditions are deemed to be met if the provisions of paragraphs 5.3.1.4 and 8.2.3.1 respectively are complied with.

5.1.2.1.   The use of a defeat device is prohibited.

5.1.3.   Inlet orifices of petrol tanks

5.1.3.1.   Subject to paragraph 5.1.3.2, the inlet orifice of the petrol tank shall be so designed as to prevent the tank from being filled from a petrol pump delivery nozzle which has an external diameter of 23,6 mm or greater.

Paragraph 5.1.3.1 shall not apply to a vehicle in respect of which both of the following conditions are satisfied, i.e.:

5.1.3.2.1.   the vehicle is so designed and constructed that no device designed to control the emission of gaseous pollutants shall be adversely affected by leaded petrol, and;

5.1.3.2.2.   the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:1982, in a position immediately visible to a person filling the petrol tank. Additional markings are permitted.

Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap.

This may be achieved by using one of the following:

5.1.4.1.   an automatically opening and closing, non-removable fuel filler cap,

5.1.4.2.   design features which avoid excess evaporative emissions in the case of a missing fuel filler cap,

5.1.4.3.   any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle's ignition. In this case, the key shall be removable from the filler cap only in the locked condition.

5.1.5.   Provisions for electronic system security

5.1.5.1.   Any vehicle with an emission control computer shall include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant to tampering and afford a level of protection at least as good as the provisions in ISO DIS 15031-7, dated October 1998 (SAE J2 186 dated October 1996), provided that the security exchange is conducted using the protocols and diagnostic connector as prescribed in paragraph 6.5 of Annex II, Appendix 1. Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures.

5.1.5.2.   Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e. g. soldered or potted computer components or sealed (or soldered) computer enclosures).

5.1.5.3.   In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service.

5.1.5.4.   Manufacturers may apply to the approval authority for an exemption to one of these requirements for those vehicles which are unlikely to require protection. The criteria that the approval authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle.

5.1.5.5.   Manufacturers using programmable computer code systems (e.g. Electrical Erasable Programmable Read-Only Memory, EEPROM) shall deter unauthorised reprogramming. Manufacturers shall include enhanced tamper protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Methods giving an adequate level of tamper protection will be approved by the authority.

5.1.6.   It shall be possible to inspect the vehicle for roadworthiness test in order to determine its performance in relation to the data collected in accordance with paragraph 5.3.7 of this Regulation. If this inspection requires a special procedure, this shall be detailed in the service manual (or equivalent media). This special procedure shall not require the use of special equipment other than that provided with the vehicle.

5.2.   Test procedure

Table 1 illustrates the various possibilities for type approval of a vehicle.

5.2.1.   Positive ignition engine-powered vehicles and hybrid electric vehicles equipped with a positive-ignition engine shall be subject to the following tests:

—	Type I (verifying the average exhaust emissions after a cold start)

—	Type II (carbon monoxide emission at idling speed)

—	Type III (emission of crankcase gases)

—	Type IV (evaporation emissions)

—	Type V (durability of anti-pollution devices)

—	Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start

—

OBD-test.

5.2.2.   Positive ignition engine-powered vehicle and hybrid electric vehicles equipped with positive-ignition engine fuelled with LPG or NG (mono or bi-fuel) shall be subjected to the following tests (according to Table 1):

—	Type I (verifying the average exhaust emissions after a cold start)

—	Type II (carbon monoxide emissions at idling speed)

—	Type III (emission of crankcase gases)

—	Type IV (evaporative emissions), where applicable

—	Type V (durability of anti-pollution devices)

—	Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start), where applicable

—	OBD test, where applicable.

5.2.3.   Compression ignition engine-powered vehicles and hybrid electric vehicles equipped with a compression ignition engine shall be subject to the following tests:

—	Type I (verifying the average exhaust emissions after a cold start)

—	Type V (durability of anti-pollution control devices)

—	and, where applicable, OBD test.

Table 1

Different routes for type approval and extensions

Type-approval test	Positive-ignition engined vehicles of categories M and N			Compression-ignition engined vehicles of categories M1 and N1
	petrol fuelled vehicle	bi-fuel vehicle	mono-fuel vehicle
Type I	Yes (maximum mass ≤ 3,5 t)	Yes (test with both fuel types) (maximum mass ≤ 3,5 t)	Yes (maximum mass ≤ 3,5 t)	Yes (maximum mass ≤ 3,5 t)
Type II	Yes	Yes (test with both fuel types)	Yes	—
Type III	Yes	Yes (test only with petrol)	Yes	—
Type IV	Yes (maximum mass ≤ 3,5 t)	Yes (test only with petrol) (maximum mass ≤ 3,5 t)	—	—
Type V	Yes (maximum mass ≤ 3,5 t)	Yes (test only with petrol) (maximum mass ≤ 3,5 t)	Yes (maximum mass ≤ 3,5 t)	Yes (maximum mass ≤ 3,5 t)
Type VI	Yes (maximum mass ≤ 3,5 t)	Yes (maximum mass ≤ 3,5 t) (test only with petrol)	—	—
Extension	Paragraph 7	Paragraph 7	Paragraph 7	Paragraph 7; M2 and N2 with a reference mass ≤ 2 840 kg
On-board diagnostics	Yes, in accordance with paragraph 11.1.5.1.1 or 11.1.5.3	Yes, in accordance with paragraph 11.1.5.1.2 or 11.1.5.3	Yes, in accordance with paragraph 11.1.5.1.2 or 11.1.5.3	Yes, in accordance with paragraph 11.1.5.2.1 or 11.1.5.2.2 or 11.1.5.2.3 or 11.1.5.3

5.3.   Description of tests

5.3.1.   Type I test (Simulating the average exhaust emissions after a cold start).

5.3.1.1.   Figure 1 illustrates the routes for Type I test. This test shall be carried out on all vehicles referred to in paragraph 1, having a maximum mass not exceeding 3,5 tonnes.

The vehicle is placed on a chassis dynamometer equipped with a means of load and inertia simulation.

A test lasting a total of 19 minutes and 40 seconds, made up of two parts, One and Two, is performed without interruption. An unsampled period of not more than 20 seconds may, with the agreement of the manufacturer, be introduced between the end of Part One and the beginning of Part Two in order to facilitate adjustment of the test equipment.

5.3.1.2.1.1.   Vehicles that are fuelled with LPG or NG shall be tested in the Type I test for variation in the composition of LPG or NG, as set out in Annex 12. Vehicles that can be fuelled either with petrol or LPG or NG shall be tested on both the fuels, tests on LPG or NG being performed for variation in the composition of LPG or NG, as set out in Annex 12.

5.3.1.2.1.2.   Notwithstanding the requirement of paragraph 5.3.1.2.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the test Type I as vehicles that can only run on a gaseous fuel.

5.3.1.2.2.   Part One of the test is made up of four elementary urban cycles. Each elementary urban cycle comprises fifteen phases (idling, acceleration, steady speed, deceleration, etc.).

5.3.1.2.3.   Part Two of the test is made up of one extra-urban cycle. The extra-urban cycle comprises 13 phases (idling, acceleration, steady speed, deceleration, etc.).

5.3.1.2.4.   During the test, the exhaust gases are diluted and a proportional sample collected in one or more bags. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure described below, and the total volume of the diluted exhaust is measured. Not only the carbon monoxide, hydrocarbon and nitrogen oxide emissions but also the particulate pollutant emissions from vehicles equipped with compression-ignition engines are recorded.

5.3.1.3.   The test is carried out using the procedure described in Annex 4. The methods used to collect and analyse the gases and to remove and weigh the particulates shall be as prescribed.

Subject to the requirements of paragraph 5.3.1.5 the test shall be repeated three times. The results are multiplied by the appropriate deterioration factors obtained from paragraph 5.3.6 and, in the case of periodically regenerating systems as defined in paragraph 2.20, also must be multiplied by the factors Ki obtained from Annex 13. The resulting masses of gaseous emissions and, in the case of vehicles equipped with compression-ignition engines, the mass of particulates obtained in each test shall be less than the limits shown in the table below:

Limit Values

			Reference mass (RW) (kg)	Mass of carbon monoxide (CO)		Mass of hydrocarbons (HC)		Mass of oxides of nitrogen (NOx)		Combined mass of hydrocarbons and oxides of nitrogen (HC + NOx)		Mass of particulates (4) (PM)
				L1 (g/km)		L2 (g/km)		L3 (g/km)		L2 + L3 (g/km)		L4 (g/km)
Category		Class		Petrol	Diesel	Petrol	Diesel	Petrol	Diesel	Petrol	Diesel	Diesel
A(2000)	M (5)	—	All	2,3	0,64	0,20	—	0,15	0,50	—	0,56	0,05
	N1  (6)	I	RW ≤ 1 305	2,3	0,64	0,20	—	0,15	0,50	—	0,56	0,05
		II	1 305 < RW ≤ 1 760	4,17	0,80	0,25	—	0,18	0,65	—	0,72	0,07
		III	1 760 < RW	5,22	0,95	0,29	—	0,21	0,78	—	0,86	0,10
B(2005)	M (5)	—	All	1,0	0,50	0,10	—	0,08	0,25	—	0,30	0,025
	N1  (6)	I	RW ≤ 1 305	1,0	0,50	0,10	—	0,08	0,25	—	0,30	0,025
		II	1 305 < RW ≤ 1 760	1,81	0,63	0,13	—	0,10	0,33	—	0,39	0,04
		III	1 760 < RW	2,27	0,74	0,16	—	0,11	0,39	—	0,46	0,06

5.3.1.4.1.   Notwithstanding the requirements of paragraph 5.3.1.4, for each pollutant or combination of pollutants, one of the three resulting masses obtained may exceed, by not more than 10 per cent, the limit prescribed, provided the arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests.

5.3.1.4.2.   When the tests are performed with gaseous fuels, the resulting mass of gaseous emissions shall be less than the limits for petrol-engined vehicles in the above table.

The number of tests prescribed in paragraph 5.3.1.4 is reduced in the conditions hereinafter defined, where V1 is the result of the first test and V2 the result of the second test for each pollutant or for the combined emission of two pollutants subject to limitation.

5.3.1.5.1.   Only one test is performed if the result obtained for each pollutant or for the combined emission of two pollutants subject to limitation, is less than or equal to 0,70 L (i.e. V1 ≤ 0,70 L).

5.3.1.5.2.   If the requirement of paragraph 5.3.1.5.1 is not satisfied, only two tests are performed if, for each pollutant or for the combined emission of two pollutants subject to limitation, the following requirements are met:

V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L

5.3.2.   Type II test (Carbon monoxide emission test at idling speed)

This test is carried out on all vehicles powered by positive-ignition engines having maximum mass exceeding 3,5 tonnes.

5.3.2.1.1.   Vehicles that can be fuelled either with petrol or with LPG or NG shall be tested in the test Type II on both fuels.

Figure 1

Flow chart for Type I type approval

(see paragraph 5.3.1)

5.3.2.1.2.   Notwithstanding the requirement of paragraph 5.3.2.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the test Type II as vehicles that can only run on a gaseous fuel.

5.3.2.2.   When tested in accordance with Annex 5, the carbon monoxide content by volume of the exhaust gases emitted with the engine idling shall not exceed 3,5 per cent at the setting specified by the manufacturer and shall not exceed 4,5 per cent within the range of adjustments specified in that annex.

5.3.3.   Type III test (verifying emissions of crankcase gases)

This test shall be carried out on all vehicles referred to in paragraph 1. except those having compression-ignition engines.

5.3.3.1.1.   Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type III test on petrol only.

5.3.3.1.2.   Notwithstanding the requirement of paragraph 5.3.3.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the test Type III as vehicles that can only run on a gaseous fuel.

5.3.3.2.   When tested in accordance with Annex 6, the engine's crankcase ventilation system shall not permit the emission of any of the crankcase gases into the atmosphere.

5.3.4.   Type IV test (Determination of evaporative emissions)

This test shall be carried out on all vehicles referred to in paragraph 1. except those vehicles having a compression-ignition engine, vehicles fuelled with LPG or NG and those vehicles with a maximum mass greater than 3 500 kg.

5.3.4.1.1.   Vehicles that can be fuelled either with petrol or with LPG or with NG should be tested in the Type IV test on petrol only.

5.3.4.2.   When tested in accordance with Annex 7, evaporative emissions shall be less than 2 g/test.

5.3.5.   Type VI test (Verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start)

This test shall be carried out on all M1 and N1 Class I vehicles equipped with a positive-ignition engine, except vehicles designed to carry more than six occupants and vehicles whose maximum mass exceeds 2 500 kg.

5.3.5.1.1.   The vehicle is placed on a chassis dynamometer equipped with a means of load an inertia simulation.

5.3.5.1.2.   The test consists of the four elementary urban driving cycles of Part One of the Type I test. The Part One test is described in Annex 4, Appendix 1 and illustrated in figures 1/1, 1/2 and 1/3 of the Appendix. The low ambient temperature test lasting a total of 780 seconds shall be carried out without interruption and start at engine cranking.

5.3.5.1.3.   The low ambient temperature test shall be carried out at an ambient test temperature of 266 K (–7 °C). Before the test is carried out, the test vehicles shall be conditioned in a uniform manner to ensure that the test results may be reproducible. The conditioning and other test procedures are carried out as described in Annex 8.

5.3.5.1.4.   During the test, the exhaust gases are diluted and a proportional sample collected. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure described in Annex 8, and the total volume of the diluted exhaust is measured. The diluted exhaust gases are analysed for carbon monoxide and hydrocarbons.

Subject to the requirements in paragraphs 5.3.5.2.2 and 5.3.5.3 the test shall be performed three times. The resulting mass of carbon monoxide and hydrocarbon emission shall be less than the limits shown in the table below:

Test temperature	Carbon monoxide L1 (g/km)	Hydrocarbons L2 (g/km)
266 K (–7 °C)	15	1,8

5.3.5.2.1.   Notwithstanding the requirements of paragraph 5.3.5.2, for each pollutant, not more than one of the three results obtained may exceed the limit prescribed by not more than 10 per cent, provided the arithmetical mean value of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests.

5.3.5.2.2.   The number of tests prescribed in paragraph 5.3.5.2 may, at the request of the manufacturer, be increased to 10 if the arithmetical mean of the first three results is lower than 110 per cent of the limit. In this case, the requirement after testing is only that the arithmetical mean of all 10 results shall be less than the limit value.

The number of tests prescribed in paragraph 5.3.5.2 may be reduced according to paragraphs 5.3.5.3.1 and 5.3.5.3.2.

5.3.5.3.1.   Only one test is performed if the result obtained for each pollutant of the first test is less than or equal to 0,70 L.

5.3.5.3.2.   If the requirement of paragraph 5.3.5.3.1. is not satisfied, only two tests are performed if for each pollutant the result of the first test is less than or equal to 0,85 L and the sum of the first two results is less than or equal to 1,70 L and the result of the second test is less than or equal to L.

(V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L)

5.3.6.   Type V test (Durability of anti-pollution devices)

This test shall be carried out on all vehicles referred to in paragraph 1 to which the test specified in paragraph 5.3.1 applies. The test represents an ageing test of 80 000 kilometres driven in accordance with the programme described in Annex 9 on a test track, on the road or on a chassis dynamometer.

5.3.6.1.1.   Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type V test on petrol only. In that case the deterioration factor found with unleaded petrol will also be taken for LPG or NG.

5.3.6.2.   Notwithstanding the requirement of paragraph 5.3.6.1, a manufacturer may choose to have the deterioration factors from the following table used as an alternative to testing to paragraph 5.3.6.1.

Engine Category	Deterioration factors
Pollutant	CO	HC	NOx	HC + NOx  (7)	Particulates
Positive-ignition Engine	1,2	1,2	1,2	—	—
Compression-ignition engine	1,1	—	1	1	1,2

At the request of the manufacturer, the technical service may carry out the Type I test before the Type V test has been completed using the deterioration factors in the table above. On completion of the Type V test, the technical service may then amend the type approval results recorded in Annex 2 by replacing the deterioration factors in the above table with those measured in the Type V test.

5.3.6.3.   Deterioration factors are determined using either procedure in paragraph 5.3.6.1 or using the values in the table in paragraph 5.3.6.2. The factors are used to establish compliance with the requirements of paragraphs 5.3.1.4 and 8.2.3.1.

5.3.7.   Emission data required for roadworthiness testing

5.3.7.1.   This requirement applies to all vehicles powered by a positive-ignition engine for which type approval is sought in accordance with this amendment.

5.3.7.2.   When tested in accordance with Annex 5 (Type II test) at normal idling speed:

(a)	the carbon monoxide content by volume of the exhaust gases emitted shall be recorded,

(b)	the engine speed during the test shall be recorded, including any tolerances.

5.3.7.3.   When tested at ‘high idle’ speed (i. e. > 2 000 min–1)

(a)	the carbon monoxide content by volume of the exhaust gases emitted shall be recorded,

(b)	the Lambda value (8) shall be recorded,

(c)	the engine speed during the test shall be recorded, including any tolerances.

5.3.7.4.   The engine oil temperature at the time of the test shall be measured and recorded.

5.3.7.5.   The table in item 17 to Annex 2 shall be completed.

5.3.7.6.   The manufacturer shall confirm the accuracy of the Lambda value recorded at the time of type approval in paragraph 5.3.7.3 as being representative of typical production vehicles within 24 months of the date of the granting of type approval by the competent authority. An assessment shall be made based on surveys and studies of production vehicles.

5.3.8.   OBD — test

This test shall be carried out on all vehicles referred to in paragraph 1. The test procedure described in Annex 11, paragraph 3. shall be followed.

6.   MODIFICATIONS OF THE VEHICLE TYPE

Every modification of the vehicle type shall be notified to the administrative department that approved the vehicle type. The department may then either:

6.1.1.   consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still complies with the requirement; or

6.1.2.   require a further test report from the technical service responsible for conducting the tests.

6.2.   Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 above to the Parties to the Agreement which apply this Regulation.

6.3.   The competent authority issuing the extension of approval shall assign a series number to the extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

7.   EXTENSION OF APPROVAL

In the case of modifications of the type approval pursuant to this Regulation, the following special provisions shall apply, if applicable.

7.1.   Exhaust emission related extensions (Type I, Type II and Type VI tests)

7.1.1.   Vehicle types of different reference masses

7.1.1.1.   Approval granted to a vehicle type may be extended only to vehicle types of a reference mass requiring the use of the next two higher equivalent inertia categories or any lower equivalent inertia category.

7.1.1.2.   In the case of vehicles of category N1 and vehicles of category M referred to in note 2 of paragraph 5.3.1.4, if the reference mass of the vehicle type for which extension of the approval is requested requires the use of equivalent inertia lower than that used for the vehicle type already approved, extension of the approval is granted if the masses of the pollutants obtained from the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested.

7.1.2.   Vehicle types with different overall gear ratios

Approval granted to a vehicle type may under the following conditions be extended to vehicle types which differ from the type approved only in respect of their transmission ratios:

7.1.2.1.   For each of the transmission ratios used in the Type I and Type VI test, it is necessary to determine the proportion,

where, at an engine speed of 1 000 min–1, V1 is the speed of the vehicle type approved and V2 is the speed of the vehicle type for which extension of the approval is requested.

7.1.2.2.   If, for each gear ratio, E ≤ 8 per cent, the extension is granted without repeating the Type I and Type VI tests.

7.1.2.3.   If, for at least one gear ratio, E > 8 per cent and if for each gear ratio E ± 13 per cent the Type I and Type VI test shall be repeated, but may be performed in a laboratory chosen by the manufacturer subject to the approval of the technical service. The report of the tests shall be sent to the technical service responsible for the type approval tests.

7.1.3.   Vehicle types of different reference masses and different overall transmission ratios

Approval granted to a vehicle type may be extended to vehicle types differing from the approved type only in respect of their reference mass and their overall transmission ratios, provided that all the conditions prescribed in paragraphs 7.1.1 and 7.1.2 are fulfilled.

Note: When a vehicle type has been approved in accordance with paragraphs 7.1.1 to 7.1.3, such approval may not be extended to other vehicle types.

7.2.   Evaporative emissions (Type IV test)

Approval granted to a vehicle type equipped with a control system for evaporative emissions may be extended under the following conditions:

7.2.1.1.   The basic principle of fuel/air metering (e.g. single point injection, carburetor) shall be the same.

7.2.1.2.   The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses shall be identical. The worst-case family with regard to the cross-paragraph and approximate hose length shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by the technical service responsible for the type approval tests. The fuel tank volume shall be within a range of ± 10 per cent. The setting of the tank relief valve shall be identical.

7.2.1.3.   The method of storage of the fuel vapour shall be identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc.

7.2.1.4.   The carburetor bowl fuel volume shall be within a ± 10 millilitre range.

7.2.1.5.   The method of purging of the stored vapour shall be identical (e.g. air flow, start point or purge volume over driving cycle).

7.2.1.6.   The method of sealing and venting of the fuel metering system shall be identical.

7.2.2.   Further notes:

(i)	different engine sizes are allowed;

(ii)	different engine powers are allowed;

(iii)

automatic and manual gearboxes, two and four wheel transmissions are allowed;

(iv)	different body styles are allowed:

(v)	different wheel and tyre sizes are allowed.

7.3.   Durability of anti-pollution devices (Type V test)

Approval granted to a vehicle type may be extended to different vehicle types, provided that the engine/pollution control system combination is identical to that of the vehicle already approved. To this end, those vehicle types whose parameters described below are identical or remain within the limit values prescribed are considered to belong to the same engine/pollution control system combination.

—

Engine:

—	number of cylinders,

—	engine capacity (± 15 per cent),

—	configuration of the cylinder block,

—	number of valves,

—	fuel system,

—	type of cooling system,

—	combustion process,

—	cylinder bore centre to centre dimensions.

7.3.1.2.   Pollution control system:

Catalytic converters:

—	number of catalytic converters and elements,

—	size and shape of catalytic converters (volume of monolith ± 10 per cent),

—	type of catalytic activity (oxidising, three-way, …),

—	precious metal load (identical or higher),

—	precious metal ratio (± 15 per cent),

—	substrate (structure and material),

—	cell density,

—	type of casing for the catalytic converter(s),

—	location of catalytic converters (position and dimension in the exhaust system, that does not produce a temperature variation of more than 50 K at the inlet of the catalytic converter).

This temperature variation shall be checked under stabilised conditions at a speed of 120 km/h and the load setting of Type I test.

Air injection: with or without type (pulsair, air pumps, …).

Exhaust gas recirculation (EGR): with or without.

7.3.1.3.   Inertia category: the two inertia categories immediately above and any inertia category below.

7.3.1.4.   The durability test may be achieved by using a vehicle, the body style, gear box (automatic or manual) and size of the wheels or tyres of which are different from those of the vehicle type for which the type approval is sought.

7.4.   On-board diagnostics

7.4.1.   Approval granted to a vehicle type with respect to the OBD system may be extended to different vehicle types belonging to the same vehicle-OBD family as described in Annex 11, Appendix 2. The engine emission control system shall be identical to that of the vehicle already approved and comply with the description of the OBD engine family given in Annex 11, Appendix 2, regardless of the following vehicle characteristics:

—	engine accessories,

—

tyres,

—	equivalent inertia,

—	cooling system,

—	overall gear ratio,

—	transmission type,

—	type of bodywork.

8.   CONFORMITY OF PRODUCTION (COP)

8.1.   Every vehicle bearing an approval mark as prescribed under this Regulation shall conform, with regard to components affecting the emission of gaseous and particulate pollutants by the engine, emissions from the crankcase and evaporative emissions, to the vehicle type approved. The conformity of production procedures shall comply with those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements.

As a general rule, conformity of production with regard to limitation of emissions from the vehicle (test Types I, II, III and IV) is checked based on the description given in the communication form and its annexes.

Conformity of in-service vehicles

With reference to type approvals granted for emissions, these measures shall also be appropriate for confirming the functionality of the emission control devices during the normal useful life of the vehicles under normal conditions of use (conformity of in-service vehicles properly maintained and used). For the purpose of this Regulation these measures shall be checked for a period of up to 5 years of age or 80 000 km, whichever is the sooner, and from 1 January 2005, for a period of up to five years of age or 100 000 km, whichever is the sooner.

Audit of in-service conformity by the administrative department is conducted on the basis of any relevant information that the manufacturer has, under procedures similar to those defined in Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2).

Figures 4/1 and 4/2, in Appendix 4, illustrate the procedure for in-service conformity checking.

8.2.1.1.   Parameters defining the in-service family

The in-service family may be defined by basic design parameters which must be common to vehicles within the family. Accordingly, those vehicle types which have in common, or within the stated tolerances, at least the parameters described below, can be considered as belonging to the same in-service family:

—	combustion process (2-stroke, 4-stroke, rotary);

—	number of cylinders;

—	configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The inclination or orientation of the cylinders is not a criteria;

—	method of engine fuelling (e.g. indirect or direct injection);

—	type of cooling system (air, water, oil);

—	method of aspiration (naturally aspirated, pressure charged);

—	fuel for which the engine is designed (petrol, diesel, NG, LPG, etc). Bi-fuelled vehicles may be grouped with dedicated fuel vehicles providing one of the fuels is common;

—	type of catalytic converter (three-way catalyst or other(s));

—	type of particulate trap (with or without);

—	exhaust gas recirculation (with or without);

—	engine cylinder capacity of the largest engine within the family minus 30 per cent.

An audit of in-service conformity will be conducted by the administrative department on the basis of information supplied by the manufacturer. Such information must include, but is not limited to, the following:

8.2.1.2.1.   The name and address of the manufacturer.

8.2.1.2.2.   The name, address, telephone and fax numbers and e-mail address of his authorised representative within the areas covered by the manufacturer's information.

8.2.1.2.3.   The model name(s) of the vehicles included in the manufacturer's information.

8.2.1.2.4.   Where appropriate, the list of vehicle types covered within the manufacturer's information, i.e. the in-service family group in accordance with paragraph 8.2.1.1.

8.2.1.2.5.   The vehicle identification number (VIN) codes applicable to these vehicle types within the in-service family (VIN prefix).

8.2.1.2.6.   The numbers of the type approvals applicable to these vehicle types within the in-service family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works).

8.2.1.2.7.   Details of extensions, field fixes/recalls to those type approvals for the vehicles covered within the manufacturer's information (if requested by the administrative department).

8.2.1.2.8.   The period of time over which the manufacturer's information was collected.

8.2.1.2.9.   The vehicle build period covered within the manufacturer's information (e.g. ’vehicles manufactured during the 2001 calendar year’).

The manufacturer's in-service conformity checking procedure, including:

8.2.1.2.10.1.   Vehicle location method;

8.2.1.2.10.2.   Vehicle selection and rejection criteria;

8.2.1.2.10.3.   Test types and procedures used for the programme;

8.2.1.2.10.4.   The manufacturer's acceptance/rejection criteria for the in-service family group;

8.2.1.2.10.5.   Geographical area(s) within which the manufacturer has collected information;

8.2.1.2.10.6.   Sample size and sampling plan used.

The results from the manufacturer's in-service conformity procedure, including:

8.2.1.2.11.1.   Identification of the vehicles included in the programme (whether tested or not).

The identification will include:

—	model name;

—	vehicle identification number (VIN);

—	vehicle registration number;

—	date of manufacture;

—	region of use (where known);

—	tyres fitted.

8.2.1.2.11.2.   The reason(s) for rejecting a vehicle from the sample.

8.2.1.2.11.3.   Service history for each vehicle in the sample (including any re-works).

8.2.1.2.11.4.   Repair history for each vehicle in the sample (where known).

8.2.1.2.11.5.   Test data, including:

—	date of test;

—	location of test;

—	distance indicated on vehicle odometer;

—	test fuel specifications (e.g. test reference fuel or market fuel);

—	test conditions (temperature, humidity, dynamometer inertia weight);

—	dynamometer settings (e.g. power setting);

—	test results (from at least three different vehicles per family).

8.2.1.2.12.   Records of indication from the OBD system.

8.2.2.   The information gathered by the manufacturer must be sufficiently comprehensive to ensure that in-service performance can be assessed for normal conditions of use as defined in paragraph 8.2 and in a way representative of the manufacturer's geographic penetration.

For the purpose of this Regulation, the manufacturer shall not be obliged to carry out an audit of in-service conformity for a vehicle type if he can demonstrate to the satisfaction of the type-approval authority that the annual worldwide sales of that vehicle type are less than 10 000 per annum.

In the case of vehicles to be sold within the European Union, the manufacturer shall not be obliged to carry out an audit in-service conformity for a vehicle type if he can demonstrate to the satisfaction of the type-approval authority that the annual sales of that vehicle type is less than 5 000 per annum within the European Union.

If a Type I test is to be carried out and a vehicle type approval has one or several extensions, the tests will be carried out either on the vehicle described in the initial information package or on the vehicle described in the information package relating to the relevant extension.

Checking the conformity of the vehicle for a Type I test.

After selection by the authority, the manufacturer shall not undertake any adjustment to the vehicles selected.

For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined in Annex 14:

—	For OVC vehicles, the measurements of emissions of pollutants shall be carried out with the vehicle conditioned according to condition B of the Type I test for OVC hybrid vehicles.

—	For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under the same conditions as in the Type I test for NOVC vehicles.

Three vehicles are selected at random in the series and are tested as described in paragraph 5.3.1. The deterioration factors are used in the same way. The limit values are given in paragraph 5.3.1.4.

8.2.3.1.1.1.   In the case of periodically regenerating systems as defined in paragraph 2.20, the results shall be multiplied by the factors Ki obtained by the procedure specified in Annex 13 at the time when type approval was granted.

At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed.

8.2.3.1.2.   If the authority is satisfied with the production standard deviation given by the manufacturer in accordance with paragraph 8.2.1 above, the tests are carried out according to Appendix 1.

If the authority is not satisfied with the production standard deviation given by the manufacturer in accordance with paragraph 8.2.1 above, the tests are carried out according to Appendix 2.

8.2.3.1.3.   The production of a series is deemed to conform or not to conform on the basis of a sampling test of the vehicles once a pass decision is reached for all the pollutants or a fail decision is reached for one pollutant, according to the test criteria applied in the appropriate Appendix.

When a pass decision has been reached for one pollutant, that decision will not be changed by any additional tests carried out to reach a decision for the other pollutants.

If no pass decision is reached for all the pollutants and no fail decision is reached for one pollutant, a test is carried out on another vehicle (see Figure 2 below).

Notwithstanding the requirements of paragraph 3.1.1 of Annex 4, the tests will be carried out on vehicles coming straight off the production line.

However, at the request of the manufacturer, the tests may be carried out on vehicles which have completed:

—	a maximum of 3 000 km for vehicles equipped with a positive-ignition engine,

—	a maximum of 15 000 km for vehicles equipped with a compression-ignition engine.

In both these cases, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to these vehicles.

Figure 2

8.2.3.2.2.   If the manufacturer wishes to run-in the vehicles, (‘x’ km, where x ≤ 3 000 km for vehicles equipped with a positive-ignition engine and x ≤ 15 000 km for vehicles equipped with a compression-ignition engine), the procedure will be as follows:

(a)	the pollutant emissions (Type I) will be measured at zero and at ‘x’ km on the first tested vehicle,

(b)	the evolution coefficient of the emissions between zero and ‘x’ km will be calculated for each of the pollutants: Emissions ‘x’ km/Emissions zero km This may be less than 1,

(c)	the other vehicles will not be run-in, but their zero km emissions will be multiplied by the evolution coefficient.

In this case, the values to be taken will be:

(i)	the values at ’x’ km for the first vehicle,

(ii)	the values at zero km multiplied by the evolution coefficient for the other vehicles.

8.2.3.2.3.   All these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex 10 may be used.

(i)

If a Type III test is to be carried out, it shall be conducted on all vehicles selected for the Type I COP test. The conditions laid down in paragraph 5.3.3.2 shall be complied with. For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined in Annex 14, paragraph 5.

(ii)	If a Type IV test is to be carried out, it shall be conducted in accordance with paragraph 7 of Annex 7.

8.2.4.   When tested in accordance with Annex 7, the average evaporative emissions for all production vehicles of the type approved shall be less than the limit value in paragraph 5.3.4.2.

8.2.5.   For routine end-of-production-line testing, the holder of the approval may demonstrate compliance by sampling vehicles which meet the requirements in paragraph 7 of Annex 7.

8.2.6.   On-board diagnostics (OBD)

If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance with the following:

8.2.6.1.   When the approval authority determines that the quality of production seems unsatisfactory a vehicle is randomly taken from the series and subjected to the tests described in Annex 11, Appendix 1.

For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined in Annex 14, paragraph 9.

8.2.6.2.   The production is deemed to conform if this vehicle meets the requirements of the tests described in Annex 11, Appendix 1.

8.2.6.3.   If the vehicle taken from the series does not satisfy the requirements of paragraph 8.2.6.1, a further random sample of four vehicles shall be taken from the series and subjected to the tests described in Annex 11, Appendix 1. The tests may be carried out on vehicles which have been run in for no more than 15 000 km.

8.2.6.4.   The production is deemed to conform if at least 3 vehicles meet the requirements of the tests described in Annex 11, Appendix 1.

On the basis of the audit referred to in paragraph 8.2.1, the administrative department must either:

—	decide that the in-service conformity of a vehicle type or a vehicle in-service family is satisfactory and not take any further action;

—	decide that the data provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer, or

—	decide that the in-service conformity of a vehicle type, or vehicle type(s) that is/are part of an in-service family, is unsatisfactory and proceed to have such vehicle type(s) tested in accordance with Appendix 3.

In the case that the manufacturer has been permitted to not carry out an audit for a particular vehicle type in accordance with paragraph 8.2.2, the administrative department may proceed to have such vehicle types tested in accordance with Appendix 3.

8.2.7.1.   Where Type I tests are considered necessary to check the conformity of emission control devices with the requirements for their performance while in service, such tests shall be carried out using a test procedure meeting the statistical criteria defined in Appendix 4.

8.2.7.2.   The type approval authority, in co-operation with the manufacturer, shall select a sample of vehicles with sufficient mileage whose use under normal conditions can be reasonably assured. The manufacturer shall be consulted on the choice of the vehicles in the sample and be allowed to attend the confirmatory checks of the vehicles.

The manufacturer is authorised, under the supervision of the type approval authority, to carry out checks, even of a destructive nature, on those vehicles with emission levels in excess of the limit values with a view to establishing possible causes of deterioration which cannot be attributed to the manufacturer himself (e.g. use of leaded petrol before the test date). Where the results of the checks confirm such causes, those test results are excluded from the conformity check.

8.2.7.3.1.   The test results shall also be excluded from the conformity check of vehicles within the sample:

(i)

that been issued an approval certificate indicating compliance with the emission limits of category A in paragraph 5.3.1.4 of the 05 series of amendments to Regulation provided that those vehicles have been regularly operated on fuel having a sulphur level exceeding 150 mg/kg (petrol fuel) or 350 mg/kg (diesel fuel), or

(ii)

that have been issued with an approval certificate indicating compliance with the emission limits of category B in paragraph 5.3.1.4 of the 05 series of amendments to Regulation provided that those vehicles have been regularly operated on petrol or diesel fuel having a sulphur level exceeding 50 mg/kg.

8.2.7.4.   Where the type approval authority is not satisfied with the results of the tests in accordance with the criteria defined in Appendix 4, the remedial measures referred to in Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2) are extended to vehicles in service belonging to the same vehicle type which are likely to be affected with the same defects in accordance with paragraph 6. of Appendix 3.

The plan of remedial measures presented by the manufacturer shall be approved by the type approval authority. The manufacturer is responsible for the execution of the remedial plan as approved.

The type approval authority shall notify its decision to all Parties to the Agreement within 30 days. The Parties to the Agreement may require the same plan of remedial measures be applied to all vehicles of the same type registered in their territory.

8.2.7.5.   If a Party to the Agreement has established that a vehicle type does not conform to the applicable requirements of Appendix 3, it shall notify without delay the Party to the Agreement which granted the original type approval in accordance with the requirements of the Agreement.

Then, subject to the provision of the Agreement, the competent authority of the Party to the Agreement which granted the original type approval shall inform the manufacturer that a vehicle type fails to satisfy the requirements of these provisions and that certain measures are expected of the manufacturer. The manufacturer shall submit to the authority, within two months after this notification, a plan of measures to overcome the defects, the substance of which should correspond to the requirements of paragraphs 6.1 to 6.8 of Appendix 3. The competent authority which granted the original type approval shall, within two months, consult the manufacturer in order to secure agreement on a plan of measures and on carrying out the plan. If the competent authority which granted the original type approval establishes that no agreement can be reached, the relevant procedures to the Agreement shall be initiated.

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

9.1.   The approval granted in respect of a vehicle type pursuant to this amendment, may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with or if the vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8.2 above.

9.2.   If a Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 2 to this Regulation.

10.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of copies of the communication form conforming to the model in Annex 2 to this Regulation.

11.   TRANSITIONAL PROVISIONS

11.1.   General

11.1.1.   As from the official date of entry into force of the 05 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 05 series of amendments.

11.1.2.   New type approvals

11.1.2.1.   Subject to the provisions of paragraphs 11.1.4, 11.1.5 and 11.1.6, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 05 series of amendments.

For vehicles of category M or vehicles of category N1 these requirements shall apply from the date of entry into force of the 05 series of amendments.

Vehicles shall satisfy the limits for the Type I test detailed in either Row A or Row B of the table in paragraph 5.3.1.4 of this Regulation.

11.1.2.2.   Subject to the provisions of paragraphs 11.1.4, 11.1.5, 11.1.6 and 11.1.7, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 05 series of amendments.

For vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) these requirements shall apply from 1 January 2005.

For vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III) these requirements shall apply from 1 January 2006.

Vehicles shall satisfy the limits for the Type I test detailed in Row B of the table in paragraph 5.3.1.4 of this Regulation.

11.1.3.   Limit of validity of existing type approvals

11.1.3.1.   Subject to the provisions of paragraphs 11.1.4, 11.1.5 and 11.1.6, approvals granted to this Regulation, as amended by the 04 series of amendments, shall cease to be valid from the date of entry into force of the 05 series of amendments for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) and on 1 January 2002 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III), unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.1 above.

11.1.3.2.   Subject to the provisions of paragraphs 11.1.4, 11.1.5, 11.1.6 and 11.1.7, approvals granted to this Regulation, as amended by the 05 series of amendments and to the limit values of Row A of the table in paragraph 5.3.1.4 of this Regulation, shall cease to be valid on 1 January 2006 for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) and on 1 January 2007 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III), unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.2 above.

11.1.4.   Special provisions

11.1.4.1.   Until 1 January 2003, vehicles of category M1, fitted with compression-ignition engines and having a maximum mass greater than 2 000 kg, which:

(i)	are designed to carry more than six occupants (including the driver), or

(ii)	are off-road vehicles as defined in Annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3) (9)

shall be considered, for the purposes of paragraphs 11.1.3.1 and 11.1.3.2 as vehicles in category N1.

11.1.4.2.   In the case of vehicles equipped with direct-injection compression-ignition engines and designed to carry more than six occupants (including the driver), approvals granted in accordance with the provision of paragraph 5.3.1.4.1 of this Regulation, as amended by the 04 series of amendments, shall continue to be valid until 1 January 2002.

11.1.4.3.   Type approval and conformity of production verification provisions, as specified in this Regulation as amended by the 04 series of amendments, remain applicable until the dates referred to in paragraphs 11.1.2.1 and 11.1.3.1.

11.1.4.4.   As from 1 January 2002, the Type VI test defined in Annex 8 is applicable to new types of vehicle of category M1 and of category N1 Class 1 and which are equipped with a positive-ignition engine. This requirement shall not apply to such vehicles equipped to carry more than six occupants (including the driver) or to vehicles whose maximum mass exceeds 2 500 kg.

11.1.5.   On-board diagnostic (OBD) system

Vehicles equipped with positive ignition engines

11.1.5.1.1.   Vehicles of category M1 and N1 fuelled with petrol shall be equipped with on-board diagnostic systems, as specified in paragraph 3.1 to Annex 11 of this Regulation, on the dates shown in paragraph 11.1.2.

11.1.5.1.2.   Vehicles of category M1, other than vehicles whose maximum mass exceeds 2 500 kg, and N1 class I, running permanently or part-time on either LPG or NG fuel shall be equipped with on-board diagnostic system from 1 October 2004 for new types and from 1 July 2005 for all types.

Vehicles of category M1 whose maximum mass exceeds 2 500 kg and N1 classes II and III, running permanently or part-time on either LPG or NG fuel shall be equipped with on-board diagnostic system from 1 January 2006 for new types and from 1 January 2007 for all types.

Vehicles equipped with compression-ignition engines

11.1.5.2.1.   Vehicles of category M1, other than vehicles designed to carry more than six occupants (including the driver) or vehicles whose maximum mass exceeds 2 500 kg, shall be equipped with on-board diagnostic system from 1 October 2004 for new types and from 1 July 2005 for all types.

11.1.5.2.2.   Vehicles of category M1 not covered by paragraph 11.1.5.2.1, except vehicles whose maximum mass exceeds 2 500 kg, and vehicles of category N1 class I, shall be equipped with on-board diagnostic system from 1 January 2005 for new types and from 1 January 2006 for all types.

11.1.5.2.3.   Vehicles of category N1, classes II and III, and vehicles of category M1 whose maximum mass exceeds 2 500 kg, shall be equipped with on-board diagnostic system from 1 January 2006 for new types and from 1 January 2007 for all vehicles.

11.1.5.2.4.   Where compression-ignition engined vehicles entering into service prior to the dates given in the paragraphs above are fitted with on-board diagnostic systems the provisions of paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1, are applicable.

Hybrid electric vehicles (HEV) shall comply with the requirements for on-board diagnostic systems as follows:

11.1.5.3.1.   Hybrid electric vehicles (HEV) equipped with positive-ignition engines, hybrid electric vehicles (HEV) of category M1 equipped with compression-ignition engines and whose maximum mass does not exceed 2 500 kg, and hybrid electric vehicles (HEV) of category N1 (Class I) equipped with compression ignition engines, from 1 January 2005 for new types and from 1 January 2006 for all types.

11.1.5.3.2.   Hybrid electric vehicles (HEV) of category N1 (Classes II and III), equipped with compression-ignition engines, and hybrid electric vehicles (HEV) of category M1 equipped with compression-ignition engines and whose maximum mass exceeds 2 500 kg, from 1 January 2006 for new types and from 1 January 2007 for all types.

11.1.5.4.   Vehicles of other categories or vehicles of category M1 or N1 not cover by the above may be equipped with an on-board diagnostic system. In this case, they shall comply with the OBD provisions laid down in paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1.

11.1.6.   Approvals to the Regulation as amended by the 04 series of amendments

11.1.6.1.   By exception to the requirements of paragraphs 11.1.2 and 11.1.3 Contracting Parties may continue to approve vehicles and may continue to recognise the validity of existing approvals that indicate compliance with:

(i)	the requirements of paragraph 5.3.1.4.1 of the 04 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where the use of unleaded petrol is not widely available, and

(ii)	the requirements of paragraph 5.3.1.4.2 of the 04 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where unleaded petrol having a maximum sulphur level of 50 mg/kg or less is not widely available, and

(iii)

the requirements of paragraph 5.3.1.4.3 of the 04 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where diesel fuel having a maximum sulphur level of 350 mg/kg or less is not widely available.

11.1.6.2.   By way of derogation to the obligations of Contracting Parties to this Regulation, approvals granted to this Regulation, as amended by the 04 series of amendments, shall cease to be valid in the European Community from:

(i)	1 January 2001 for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I), and on

(ii)	1 January 2002 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III),

unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.1 above.

11.1.7.   Approvals to Regulation as amended by 05 series of amendments

11.1.7.1.   By exception to the requirements of paragraphs 11.1.2.2 and 11.1.3.2 Contracting Parties may continue to approve vehicles and may continue to recognize the validity of approvals granted to vehicles to the requirements of paragraph 5.3.1.4 (concerning category A emissions) of the 05 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where unleaded petrol or diesel fuels having maximum sulphur levels of 50 mg/kg or less are not widely available.

11.1.7.2.   By way of derogation to the obligations of Contracting Parties to this Regulation, approvals granted indicating compliance with the emission limits of category A in paragraph 5.3.1.4 of the 05 series of amendments to this Regulation, shall cease to be valid in the European Community from:

(i)	1 January 2006 for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I), and on

(ii)	1 January 2007 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Class II or III),

unless the Contracting Party which has granted the approval notifies other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.2 above.

12.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the 1958 Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and of the administrative departments which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

Appendix 1

PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS IF THE PRODUCTION STANDARD DEVIATION GIVEN BY THE MANUFACTURER IS SATISFACTORY

1.   This Appendix describes the procedure to be used to verify the production conformity for the Type I test when the manufacturer's production standard deviation is satisfactory.

2.   With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0,95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0,1 (consumer's risk = 10 per cent).

3.   For each of the pollutants given in paragraph 5.3.1.4. of this Regulation, the following procedure is used (see Figure 2 of this Regulation).

Taking:

—	=	L	=	the natural logarithm of the limit value for the pollutant,
—	=	xi	=	the natural logarithm of the measurement for the i-th vehicle of the sample,
—	=	s	=	an estimate of the production standard deviation (after taking the natural logarithm of the measurements),
—	=	n	=	the current sample number.

4.   Compute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined as:

Then:

5.1.   If the test statistic is greater than the pass decision number for the sample size given in Table (1/1 below), the pollutant is passed,

If the test statistic is less than the fail decision number for the sample size given in Table (1/1 below), the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one unit greater.

Table 1/1

Cumulative number of tested vehicles (current sample size)	Pass decision threshold	Fail decision threshold
3	3,327	–4,724
4	3,261	–4,79
5	3,195	–4,856
6	3,129	–4,922
7	3,063	–4,988
8	2,997	–5,054
9	2,931	–5,12
10	2,865	–5,185
11	2,799	–5,251
12	2,733	–5,317
13	2,667	–5,383
14	2,601	–5,449
15	2,535	–5,515
16	2,469	–5,581
17	2,403	–5,647
18	2,337	–5,713
19	2,271	–5,779
20	2,205	–5,845
21	2,139	–5,911
22	2,073	–5,977
23	2,007	–6,043
24	1,941	–6,109
25	1,875	–6,175
26	1,809	–6,241
27	1,743	–6,307
28	1,677	–6,373
29	1,611	–6,439
30	1,545	–6,505
31	1,479	–6,571
32	–2,112	–2,112

Appendix 2

PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS IF THE PRODUCTION STANDARD DEVIATION GIVEN BY THE MANUFACTURER IS EITHER NOT SATISFACTORY OR NOT AVAILABLE

1.   This Appendix describes the procedure to be used to verify the production conformity requirements for the Type I test when the manufacturer's evidence of production standard deviation is either not satisfactory or not available.

2.   With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0,95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0,1 (consumer's risk = 10 per cent).

3.   The measurements of the pollutants given in paragraph 5.3.1.4 of this Regulation are considered to be log normally distributed and shall first be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample sizes respectively (m0 = 3 and m = 32) and let n denote the current sample number.

4.   If the natural logarithms of the measurements in the series are x1, x2 …, xi and L is the natural logarithm of the limit value for the pollutant, then define:

d1 = x1 – L

and

5.   Table 1/2 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio and shall be used to determine whether the series has passed or failed as follows:

For m0 ≤ n ≤ m

(i)	Pass the series if

(ii)	Fail the series if

(iii)

Take another measurement if

6.   Remarks

The following recursive formulae are useful for computing successive values of the test statistic:

Table 1/2

Minimum sample size = 3

Sample size (n)	Pass decision threshold (An)	Fail decision threshold (Bn)
3	–0,80381	16,64743
4	–0,76339	7,68627
5	–0,72982	4,67136
6	–0,69962	3,25573
7	–0,67129	2,45431
8	–0,64406	1,94369
9	–0,61750	1,59105
10	–0,59135	1,33295
11	–0,56542	1,13566
12	–0,53960	0,97970
13	–0,51379	0,85307
14	–0,48791	0,74801
15	–0,46191	0,65928
16	–0,43573	0,58321
17	–0,40933	0,51718
18	–0,38266	0,45922
19	–0,35570	0,40788
20	–0,32840	0,36203
21	–0,30072	0,32078
22	–0,27263	0,28343
23	–0,24410	0,24943
24	–0,21509	0,21831
25	–0,18557	0,18970
26	–0,15550	0,16328
27	–0,12483	0,13880
28	–0,09354	0,11603
29	–0,06159	0,09480
30	–0,02892	0,07493
31	0,00449	0,05629
32	0,03876	0,03876

Appendix 3

IN-SERVICE CONFORMITY CHECK

1.   INTRODUCTION

This Appendix sets out the criteria referred to in paragraph 8.2.7 of this Regulation regarding the selection of vehicles for testing and the procedures for the in-service conformity control.

2.   SELECTION CRITERIA

The criteria for acceptance of a selected vehicle are defined in paragraphs 2.1 to 2.8 of this Appendix. Information is collected by vehicle examination and an interview with the owner/driver.

2.1.   The vehicle shall belong to a vehicle type that is type approved under this Regulation and covered by a certificate of conformity in accordance with the 1958 Agreement. It shall be registered and used in a country of the Contracting Parties.

2.2.   The vehicle shall have been in service for at least 15 000 km or 6 months, whichever is the later, and for no more than 80 000 km or 5 years, whichever is the sooner.

2.3.   There shall be a maintenance record to show that the vehicle has been properly maintained, e.g. has been serviced in accordance with the manufacturer's recommendations.

2.4.   The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling, or other misuse), or other factors (e.g. tampering) that could affect emission performance. In the case of vehicles fitted with an OBD system, the fault code and mileage information stored in the computer is taken into account. A vehicle shall not be selected for testing if the information stored in the computer shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was not carried out.

2.5.   There shall have been no unauthorised major repair to the engine or major repair of the vehicle.

2.6.   The lead content and sulphur content of a fuel sample from the vehicle tank shall meet applicable standards and there shall be no evidence of misfuelling. Checks may be done in the exhaust, etc.

2.7.   There shall be no indication of any problem that might jeopardise the safety of laboratory personnel.

2.8.   All anti-pollution system components on the vehicle shall be in conformity with the applicable type approval.

3.   DIAGNOSIS AND MAINTENANCE

Diagnosis and any normal maintenance necessary shall be performed on vehicles accepted for testing, prior to measuring exhaust emissions, in accordance with the procedure laid down in paragraphs 3.1 to 3.7 below.

3.1.   The following checks shall be carried out: checks on air filter, all drive belts, all fluid levels, radiator cap, all vacuum hoses and electrical wiring related to the anti-pollution system for integrity; checks on ignition, fuel metering and anti-pollution device components for maladjustments and/or tampering. All discrepancies shall be recorded.

3.2.   The OBD system shall be checked for proper functioning. Any malfunction indications in the OBD memory shall be recorded and the requisite repairs shall be carried out. If the OBD malfunction indicator registers a malfunction during a preconditioning cycle, the fault may be identified and repaired. The test may be re-run and the results of that repaired vehicle used.

3.3.   The ignition system shall be checked and defective components replaced, for example spark plugs, cables, etc.

3.4.   The compression shall be checked. If the result is unsatisfactory the vehicle is rejected.

3.5.   The engine parameters shall be checked to the manufacturer's specifications and adjusted if necessary.

3.6.   If the vehicle is within 800 km of a scheduled maintenance service, that service shall be performed according to the manufacturer's instructions. Regardless of odometer reading, the oil and air filter may be changed at the request of the manufacturer.

3.7.   Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test reference fuel, unless the manufacturer accepts the use of market fuel.

In the case of vehicles equipped with periodically regenerating systems as defined in paragraph 2.20, it shall be established that the vehicle is not approaching a regeneration period. (The manufacturer must be given the opportunity to confirm this.)

3.8.1.   If this is the case, the vehicle must be driven until the end of the regeneration. If a regeneration occurs during emissions measurement, then a further test must be carried out to ensure that regeneration has been completed. A complete new test shall then be performed, and the first and second test results not taken into account.

3.8.2.   As an alternative to paragraph 3.8.1, if the vehicle is approaching a regeneration the manufacturer may request that a specific conditioning cycle is used to ensure that regeneration (e.g. this may involve high speed, high load driving).

The manufacturer may request that testing may be carried out immediately after regeneration or after the conditioning cycle specified by the manufacturer and normal test preconditioning.

4.   IN-SERVICE TESTING

4.1.   When a check on vehicles is deemed necessary, emission tests in accordance with Annex 4 to this Regulation are performed on pre-conditioned vehicles selected in accordance with the requirements of paragraphs 2 and 3 of this Appendix.

4.2.   Vehicles equipped with an OBD system may be checked for proper in-service functionality of the malfunction indication, etc., in relation to levels of emissions (e.g. the malfunction indication limits defined in Annex 11 to this Regulation) for the type approved specifications.

4.3.   The OBD system may be checked, for example, for levels of emissions above the applicable limit values with no malfunction indication, systematic erroneous activation of the malfunction indication and identified faulty or deteriorated components in the OBD system.

4.4.   If a component or system operates in a manner not covered by the particulars in the type approval certificate and/or information package for such vehicle types and such deviation has not been authorised under the 1958 Agreement, with no malfunction indication by the OBD, the component or system shall not be replaced prior to emission testing, unless it is determined that the component or system has been tampered with or abused in such a manner that the OBD does not detect the resulting malfunction.

5.   EVALUATION OF RESULTS

5.1.   The test results are submitted to the evaluation procedure in accordance with Appendix 4.

5.2.   Test results shall not be multiplied by deterioration factors.

5.3.   In the case of periodically regenerating systems as defined in paragraph 2.20, the results shall be multiplied by the factors Ki obtained at the time when type approval was granted.

6.   PLAN OF REMEDIAL MEASURES

6.1.   When more than one vehicle is found to be an outlying emitter that either,

—	meets the conditions of paragraph 3.2.3 of Appendix 4 and where both the administrative department and the manufacturer agree that the excess emission is due to the same cause, or

—	meets the conditions of paragraph 3.2.4 of Appendix 4 where the administrative department has determined that the excess emission is due to the same cause,

the administrative department must request the manufacturer to submit a plan of remedial measures to remedy the non-compliance.

6.2.   The plan of remedial measures shall be filed with the type approval authority not later than 60 working days from the date of the notification referred to in paragraph 6.1 above. The type approval authority shall within 30 working days declare its approval or disapproval of the plan of remedial measures. However, where the manufacturer can demonstrate, to the satisfaction of the competent type approval authority, that further time is required to investigate the non-compliance in order to submit a plan of remedial measures, an extension is granted.

6.3.   The remedial measures shall apply to all vehicles likely to be affected by the same defect. The need to amend the type approval documents shall be assessed.

6.4.   The manufacturer shall provide a copy of all communications related to the plan of remedial measures, and shall also maintain a record of the recall campaign, and supply regular status reports to the type approval authority.

The plan of remedial measures shall include the requirements specified in paragraphs 6.5.1 to 6.5.11. The manufacturer shall assign a unique identifying name or number to the plan of remedial measures.

6.5.1.   A description of each vehicle type included in the plan of remedial measures.

6.5.2.   A description of the specific modifications, alterations, repairs, corrections, adjustments, or other changes to be made to bring the vehicles into conformity including a brief summary of the data and technical studies which support the manufacturer's decision as to the particular measures to be taken to correct the non-conformity.

6.5.3.   A description of the method by which the manufacturer informs the vehicle owners.

6.5.4.   A description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of eligibility for repair under the plan of remedial measures, and an explanation of the manufacturer's reasons for imposing any such condition. No maintenance or use conditions may be imposed unless it is demonstrably related to the non-conformity and the remedial measures.

6.5.5.   A description of the procedure to be followed by vehicle owners to obtain correction of the non-conformity. This shall include a date after which the remedial measures may be taken, the estimated time for the workshop to perform the repairs and where they can be done. The repair shall be done expediently, within a reasonable time after delivery of the vehicle.

6.5.6.   A copy of the information transmitted to the vehicle owner.

6.5.7.   A brief description of the system which the manufacturer uses to assure an adequate supply of component or systems for fulfilling the remedial action. It shall be indicated when there will be an adequate supply of components or systems to initiate the campaign.

6.5.8.   A copy of all instructions to be sent to those persons who are to perform the repair.

6.5.9.   A description of the impact of the proposed remedial measures on the emissions, fuel consumption, derivability, and safety of each vehicle type, covered by the plan of remedial measures with data, technical studies, etc. which support these conclusions.

6.5.10.   Any other information, reports or data the type approval authority may reasonably determine is necessary to evaluate the plan of remedial measures.

6.5.11.   Where the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the type approval authority. If a label is used, an example of it shall be submitted.

6.6.   The manufacturer may be required to conduct reasonably designed and necessary tests on components and vehicles incorporating a proposed change, repair, or modification to demonstrate the effectiveness of the change, repair, or modification.

6.7.   The manufacturer is responsible for keeping a record of every vehicle recalled and repaired and the workshop which performed the repair. The type approval authority shall have access to the record on request for a period of 5 years from the implementation of the plan of remedial measures.

6.8.   The repair and/or modification or addition of new equipment shall be recorded in a certificate supplied by the manufacturer to the vehicle owner.

Appendix 4

STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY TESTING

1.   This Appendix describes the procedure to be used to verify the in-service conformity requirements for the Type I test.

2.   Two different procedures are to be followed:

(i)	One dealing with vehicles identified in the sample, due to an emission-related defect, causing outliers in the results (paragraph 3 below).

(ii)	The other deals with the total sample (paragraph 4 below).

3.   PROCEDURE TO BE FOLLOWED WITH OUTLYING EMITTERS IN THE SAMPLE (10)

3.1.   With a minimum sample size of three and a maximum sample size as determined by the procedure of paragraph 4, a vehicle is taken at random from the sample and the emissions of the regulated pollutants are measured to determine if it is an outlying emitter.

A vehicle is said to be an outlying emitter when the conditions given in either paragraph 3.2.1 or paragraph 3.2.2 are met.

3.2.1.   In the case of a vehicle that has been type-approved according to the limit values given in row A of the table in paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable limit value for any regulated pollutant is exceeded by a factor of 1,2.

3.2.2.   In the case of a vehicle that has been type-approved according to the limit values given in row B of the table in paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable limit value for any regulated pollutant is exceeded by a factor of 1,5.

In the specific case of a vehicle with a measured emission for any regulated pollutant within the ‘intermediate zone’ (11).

3.2.3.1.   If the vehicle meets the conditions of this paragraph, the cause of the excess emission must be determined and another vehicle is then taken at random from the sample.

Where more than one vehicle meets the condition of this paragraph, the administrative department and the manufacturer must determine if the excess emission from both vehicles is due to the same cause or not.

3.2.3.2.1.   If the administrative department and the manufacturer both agree that the excess emission is due to the same cause, the sample is regarded as having failed and the plan of remedial measures outlined in paragraph 6 of Appendix 3 applies.

3.2.3.2.2.   If the administrative department and the manufacturer can not agree on either the cause of the excess emission from an individual vehicle or whether the causes for more than one vehicle are the same, another vehicle is taken at random from the sample, unless the maximum sample size has already been reached.

3.2.3.3.   When only one vehicle meeting the conditions of this paragraph has been found, or when more than one vehicle has been found and the administrative department and the manufacturer agree it is due to different causes, another vehicle is taken at random from the sample, unless the maximum sample size has already been reached.

3.2.3.4.   If the maximum sample size is reached and not more than one vehicle meeting the requirements of this paragraph has been found where the excess emission is due to the same cause, the sample is regarded as having passed with regard to the requirements of paragraph 3 of this Appendix.

3.2.3.5.   If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample and that vehicle is taken.

3.2.3.6.   Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of this Appendix is applied to the increased sample.

In the specific case of a vehicle with a measured emission for any regulated pollutant within the ‘failure zone’ (12).

3.2.4.1.   If the vehicle meets the conditions of this paragraph, the administrative department shall determine the cause of the excess emission and another vehicle is then taken at random from the sample.

3.2.4.2.   Where more than one vehicle meets the condition of this paragraph, and the administrative department determines that the excess emission is due to the same cause, the manufacturer shall be informed that the sample is regarded as having failed, together with the reasons for that decision, and the plan of remedial measures outlined in paragraph 6 of Appendix 3 applies.

3.2.4.3.   When only one vehicle meeting the conditions of this paragraph has been found, or when more than one vehicle has been found and the administrative department has determined that it is due to different causes, another vehicle is taken at random from the sample, unless the maximum sample size has already been reached.

3.2.4.4.   If the maximum sample size is reached and not more than one vehicle meeting the requirements of this paragraph has been found where the excess emission is due to the same cause, the sample is regarded as having passed with regard to the requirements of paragraph 3 of this Appendix.

3.2.4.5.   If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample and that vehicle is taken.

3.2.4.6.   Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of this Appendix is applied to the increased sample.

3.2.5.   Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at random from the sample.

4.   PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF OUTLYING EMITTERS IN THE SAMPLE

4.1.   With a minimum sample size of three the sampling procedure is set so that the probability of a batch passing a test with 40 per cent of the production defective is 0,95 (producer's risk = 5 per cent) while the probability of a batch being accepted with 75 per cent of the production defective is 0,15 (consumer's risk = 15 per cent).

4.2.   For each of the pollutants given in the table of paragraph 5.3.1.4 of this Regulation, the following procedure is used (see Figure 4/2 below).

where:

—	=	L	=	the limit value for the pollutant,
—	=	xi	=	the value of the measurement for the i-th vehicle of the sample,
—	=	n	=	the current sample number.

4.3.   The test statistic quantifying the number of non-conforming vehicles, i.e. xi > L, is computed for the sample.

Then:

(i)	If the test statistic does not exceed the pass decision number for the sample size given in the following table, a pass decision is reached for the pollutant,

(ii)	If the test statistic equals or exceeds the fail decision number for the sample size given in the following table, a fail decision is reached for the pollutant,

(iii)

Otherwise, an additional vehicle is tested and the procedure is applied to the sample with one extra unit.

In the following table the pass and fail decision numbers are computed in accordance with the International Standard ISO 8422:1991.

A sample is regarded as having passed the test when it has passed both the requirements of paragraphs 3 and 4 of this appendix.

Table 4/1

Table for acceptance/rejection sampling plan by attributes

Cumulative sample size (n)	Pass decision number	Fail decision number
3	0	—
4	1	—
5	1	5
6	2	6
7	2	6
8	3	7
9	4	8
10	4	8
11	5	9
12	5	9
13	6	10
14	6	11
15	7	11
16	8	12
17	8	12
18	9	13
19	9	13
20	11	12

Figure 4/1

In-service conformity checking — audit procedure

Figure 4/2

In-service conformity testing — selection and test of vehicles

ANNEX 1

ENGINE AND VEHICLE CHARACTERISTICS AND INFORMATION CONCERNING THE CONDUCT OF TESTS

The following information, when applicable, shall be supplied in triplicate.

If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be presented in A4 format or folded to that format. In the case of microprocessor-controlled functions, appropriate operating information shall be supplied.

1.   GENERAL

1.1.   Make (name of undertaking): …

1.2.   Type and commercial description (mention any variants): …

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

1.3.1.   Location of that mark: …

1.4.   Category of vehicle: …

1.5.   Name and address of manufacturer: …

1.6.   Name and address of manufacturer's authorized representative where appropriate: …

2.   GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE

2.1.   Photographs and/or drawings of a representative vehicle: …

2.2.   Powered axles (number, position, interconnection): …

MASSES (kilograms) (refer to drawing where applicable) …

3.1.   Mass of the vehicle with bodywork in running order, or mass of the chassis with cab if the manufacturer does not fit the bodywork (including coolant, oils, fuel, tools, spare wheel and driver): …

3.2.   Technically permissible maximum laden mass as stated by the manufacturer: …

4.   DESCRIPTION OF ENERGY CONVERTERS

Engine Manufacturer: …

4.1.1.   Manufacturer's engine code (as marked on the engine, or other

means of identification): …

Internal combustion engine …

Specific engine information: …

4.2.1.1.   Working principle: positive-ignition/compression-ignition, four-stroke/two-stroke (13)

Number, arrangement and firing order of cylinders: …

4.2.1.2.1.   Bore (14): … mm

4.2.1.2.2.   Stroke (14): … mm

4.2.1.3.   Engine capacity (15) … cm3

4.2.1.4.   Volumetric compression ratio (16) …

4.2.1.5.   Drawings of combustion chamber and piston crown: …

4.2.1.6.   Normal engine idling speed (16): …

4.2.1.7.   High idle engine speed (16): …

4.2.1.8.   Carbon monoxide content by volume in the exhaust gas with the engine idling (according to the manufacturer's specifications) (16) … per cent

4.2.1.9.   Maximum net power (16): … kW at … min–1

4.2.2.   Fuel: diesel/petrol/LPG/NG (13)

4.2.3.   Research octane number (RON): …

4.2.4.   Fuel feed

By carburettor(s): yes/no (13)

4.2.4.1.1.   Make(s):

4.2.4.1.2.   Type(s):

4.2.4.1.3.   Number fitted: …

Adjustments (16): …

4.2.4.1.4.1.   Jets:

4.2.4.1.4.2.   Venturis:

4.2.4.1.4.3.   Float-chamber level: …

4.2.4.1.4.4.   Mass of float: …

4.2.4.1.4.5.   Float needle: …

Cold start system: manual/automatic (13)

4.2.4.1.5.1.   Operating principle: …

4.2.4.1.5.2.   Operating limits/settings (13)  (16):…

By fuel injection (compression-ignition only): yes/no (13)

4.2.4.2.1.   System description: …

4.2.4.2.2.   Working principle: direct-injection/pre-chamber/swirl chamber (13)

4.2.4.2.3.   Injection pump

4.2.4.2.3.1.   Make(s):

4.2.4.2.3.2.   Type(s):

4.2.4.2.3.3.   Maximum fuel delivery (13)  (16): … mm3 stroke or cycle at a pump speed of (13)  (16): … min–1 or characteristic diagram: …

4.2.4.2.3.4.   Injection timing (16): …

4.2.4.2.3.5.   Injection advance curve (16): …

4.2.4.2.3.6.   Calibration procedure: test bench/engine (13)

4.2.4.2.4.   Governor

4.2.4.2.4.1.   Type: …

Cut-off point: …

4.2.4.2.4.2.1.   Cut-off point under load: … min–1

4.2.4.2.4.2.2.   Cut-off point without load: … min–1

4.2.4.2.4.3.   Idling speed: … min–1

4.2.4.2.5.   Injector(s):

4.2.4.2.5.1.   Make(s):

4.2.4.2.5.2.   Type(s):

4.2.4.2.5.3.   Opening pressure (16): … kPa or characteristic diagram: …

4.2.4.2.6.   Cold start system

4.2.4.2.6.1.   Make(s):

4.2.4.2.6.2.   Type(s):

4.2.4.2.6.3.   Description: …

4.2.4.2.7.   Auxiliary starting aid

4.2.4.2.7.1.   Make(s):

4.2.4.2.7.2.   Type(s):

4.2.4.2.7.3.   Description: …

By fuel injection (positive-ignition only): yes/no (13)

4.2.4.3.1.   System description: …

4.2.4.3.2.   Working principle: intake manifold (single/multi-point)/direct injection/other (specify)

Control unit — type (or No):	information to be given in the case of continuous injection; in the case of other systems, equivalent details
Fuel regulator — type:
Air-flow sensor — type:
Fuel distributor — type:
Pressure regulator — type:
Micro-switch — type:
Idle adjusting screw — type:
Throttle housing — type:
Water temperature sensor — type:
Air temperature sensor — type:
Air temperature switch — type:

Electromagnetic interference protection. Description and/or drawing (13): …

…

…

4.2.4.3.3.   Make(s):

4.2.4.3.4.   Type(s):

4.2.4.3.5.   Injectors: Opening pressure (13)  (16): … kPa or characteristic diagram: …

4.2.4.3.6.   Injection timing: …

Cold start system: …

4.2.4.3.7.1.   Operating principle(s): …

4.2.4.3.7.2.   Operating limits/settings (13)  (16): …

Feed pump …

4.2.4.4.1.   Pressure (13)  (16): … kPa or characteristic diagram: …

Ignition …

4.2.5.1.   Make(s): …

4.2.5.2.   Type(s): …

4.2.5.3.   Working principle: …

4.2.5.4.   Ignition advance curve (16): …

4.2.5.5.   Static ignition timing (16): … degrees before TDC …

4.2.5.6.   Contact-point gap (16): …

4.2.5.7.   Dwell-angle (16): …

Spark plugs …

4.2.5.8.1.   Make: …

4.2.5.8.2.   Type: …

4.2.5.8.3.   Spark plug gap setting: … mm

Ignition coil …

4.2.5.9.1.   Make: …

4.2.5.9.2.   Type: …

Ignition condenser …

4.2.5.10.1.   Make: …

4.2.5.10.2.   Type: …

4.2.6.   Cooling system: liquid/air (13)

Intake system: …

Pressure charger: yes/no (13)

4.2.7.1.1.   Make(s): …

4.2.7.1.2.   Type(s): …

4.2.7.1.3.   Description of the system (maximum charge pressure: … kPa, waste-gate) …

4.2.7.2.   Inter-cooler: yes/no (13)

Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.): …

4.2.7.3.1.   Intake manifold description (drawings and/or photographs): …

Air filter, drawings: …, or

4.2.7.3.2.1.   Make(s): …

4.2.7.3.2.2.   Type(s): …

Intake silencer, drawings: …, or

4.2.7.3.3.1.   Make(s): …

4.2.7.3.3.2.   Type(s): …

Exhaust system …

4.2.8.1.   Description and drawings of the exhaust system: …

Valve timing or equivalent data: …

4.2.9.1.   Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centres: …

4.2.9.2.   Reference and/or setting ranges (13)  (16): …

Lubricant used: …

4.2.10.1.   Make: …

4.2.10.2.   Type: …

Measures taken against air pollution: …

4.2.11.1.   Device for recycling crankcase gases (description and drawings): …

Additional pollution control devices (if any, and if not covered by another heading: …

Catalytic converter: yes/no (13)

4.2.11.2.1.1.   Number of catalytic converters and elements: …

4.2.11.2.1.2.   Dimensions and shape of the catalytic converter(s) (volume, …): …

4.2.11.2.1.3.   Type of catalytic action: …

4.2.11.2.1.4.   Total charge of precious metal: …

4.2.11.2.1.5.   Relative concentration: …

4.2.11.2.1.6.   Substrate (structure and material): …

4.2.11.2.1.7.   Cell density: …

4.2.11.2.1.8.   Type of casing for catalytic converter(s): …

4.2.11.2.1.9.   Positioning of the catalytic converter(s) (place and reference distances in the exhaust system): …

Regeneration systems/method of exhaust after-treatment systems, description: …

4.2.11.2.1.10.1.   The number of Type I operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type I test (Distance ‘D’ in figure 1 in Annex 13): …

…

4.2.11.2.1.10.2.   Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: ….

4.2.11.2.1.10.3.   Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): …

4.2.11.2.1.10.4.   Description of method used to load system in the test procedure described in paragraph 3.1, Annex 13: …

Oxygen sensor: type …

4.2.11.2.1.11.1.   Location of oxygen sensor: …

4.2.11.2.1.11.2.   Control range of oxygen sensor (16): …

Air injection: yes/no (13)

4.2.11.2.2.1.   Type (pulse air, air pump, …): …

Exhaust gas recirculation (EGR): yes/no (13)

4.2.11.2.3.1.   Characteristics (flow, …): …

4.2.11.2.4.   Evaporative emission control system. Complete detailed description of the devices and their state of tune:

Drawing of the evaporative control system: …

Drawing of the carbon canister: …

Drawing of the fuel tank with indication of capacity and material: …

Particulate trap: yes/no (13)

4.2.11.2.5.1.   Dimensions and shape of the particulate trap (capacity):

4.2.11.2.5.2.   Type of particulate trap and design: …

4.2.11.2.5.3.   Location of the particulate trap (reference distances in the exhaust system): …

Regeneration system/method. Description and drawing: …

4.2.11.2.5.4.1.   The number of Type I operating cycles, or equivalent engine test bench cycle, between two cycles where regeneration phases occur under the conditions equivalent to Type I test (Distance ‘D’ in figure 1 in Annex 13): …

…

4.2.11.2.5.4.2.   Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: …

4.2.11.2.5.4.3.   Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure, etc.): …

4.2.11.2.5.4.4.   Description of method used to load system in the test procedure described in paragraph 3.1, Annex 13: …

4.2.11.2.6.   Other systems (description and working principle): …

4.2.11.2.7.   On-board-diagnostic (OBD) system

4.2.11.2.7.1.   Written description and/or drawing of the malfunction indicator (MI): …

4.2.11.2.7.2.   List and purpose of all components monitored by the OBD system: …

4.2.11.2.7.3.   Written description (general working principles) for:

4.2.11.2.7.3.1.   Positive-ignition engines

4.2.11.2.7.3.1.1.   Catalyst monitoring: …

4.2.11.2.7.3.1.2.   Misfire detection: …

4.2.11.2.7.3.1.3.   Oxygen sensor monitoring: …

4.2.11.2.7.3.1.4.   Other components monitored by the OBD system: …

4.2.11.2.7.3.2.   Compression-ignition engines

4.2.11.2.7.3.2.1.   Catalyst monitoring: …

4.2.11.2.7.3.2.2.   Particulate trap monitoring: …

4.2.11.2.7.3.2.3.   Electronic fuelling system monitoring: …

4.2.11.2.7.3.2.4.   Other components monitored by the OBD system: …

4.2.11.2.7.4.   Criteria for MI activation (fixed number of driving cycles or statistical method): …

4.2.11.2.7.5.   List of all OBD output codes and formats used (with explanation of each): …

The following additional information must be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment, unless such information is covered by intellectual property rights or constitutes specific know-how of the manufacturer or the OEM supplier(s).

4.2.11.2.7.6.1.   A description of the type and number of the pre-conditioning cycles used for the original type approval of the vehicle.

4.2.11.2.7.6.2.   A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system.

4.2.11.2.7.6.3.   A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation. In particular, a comprehensive explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06 must be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID supported, must be provided.

4.2.11.2.7.6.4.   The information required by this paragraph may, for example, be defined by completing a table as follows, which shall be attached to this annex:

Component	Fault code	Monitoring strategy	Fault detection criteria	MI activation criteria	Secondary parameters	Preconditioning	Demonstration test
Catalyst	P0420	Oxygen sensor 1 and 2 signals	Difference between sensor 1 and sensor 2 signals	3rd cycle	Engine speed, engine load, A/F mode, catalyst temperature	Two Type I cycles	Type I

LPG fuelling system: yes/no (13)

4.2.12.1.   Approval number: …

4.2.12.2.   Electronic engine management control unit for LPG fuelling

4.2.12.2.1.   Make(s):

4.2.12.2.2.   Type(s):

4.2.12.2.3.   Emission-related adjustment possibilities: …

Further documentation: …

4.2.12.3.1.   Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: …

4.2.12.3.2.   System layout (electrical connections, vacuum connections, compensation hoses, etc.): …

4.2.12.3.3.   Drawing of the symbol: …

NG fuelling system: yes/no (13)

4.2.13.1.   Approval number: …

4.2.13.2.   Electronic engine management control unit for NG fuelling

4.2.13.2.1.   Make(s):

4.2.13.2.2.   Type(s):

4.2.13.2.3.   Emission-related adjustment possibilities: …

Further documentation: …

4.2.13.3.1.   Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back:

4.2.13.3.2.   System layout (electrical connections, vacuum connections, compensation hoses, etc.):

4.2.13.3.3.   Drawing of the symbol: …

Hybrid Electric Vehicle:

yes/no (13)

Category of Hybrid Electric vehicle	Off Vehicle Charging/Not Off
Vehicle Charging (13)	…

Operating mode switch:

with/without (13)

Selectable modes

…

Pure electric:

yes/no (13)

Pure fuel consuming:

yes/no (13)

Hybrid modes:

yes/no (13) (if yes, short description)

Description of the energy storage device: (battery, capacitor, flywheel/generator …) …

4.3.3.1.   Make: …

4.3.3.2.   Type: …

4.3.3.3.   Identification number: …

4.3.3.4.   Kind of electrochemical couple: …

4.3.3.5.   Energy: … (for battery: voltage and capacity Ah in 2 h, for capacitor: J, …) …

4.3.3.6.   Charger: on board/external/without (13)

Electric machines (describe each type of electric machine separately)

4.3.4.1.   Make: …

4.3.4.2.   Type: …

Primary use: traction motor/generator

4.3.4.3.1.   When used as traction motor: monomotor/multimotors (number): …

4.3.4.4.   Maximum power: … kW

Working principle: …

4.3.4.5.1.   direct current/alternating current/number of phases: …

4.3.4.5.2.   separate excitation/series/compound (13)

4.3.4.5.3.   synchronous/asynchronous (13)

Control unit …

4.3.5.1.   Make: …

4.3.5.2.   Type: …

4.3.5.3.   Identification number: …

Power controller …

4.3.6.1.   Make: …

4.3.6.2.   Type: …

4.3.6.3.   Identification number: …

4.3.7.   Vehicle electric range … km (according Annex 7 of Regulation No 101): …

4.3.8.   Manufacturer's recommendation for preconditioning: …

5.   TRANSMISSION

Clutch (type): …

5.1.1.   Maximum torque conversion: …

Gearbox: …

5.2.1.   Type: …

5.2.2.   Location relative to the engine: …

5.2.3.   Method of control: …

5.3.   Gear ratios …

Index	Gearbox ratios	Final drive ratios	Total ratios
Maximum for CVT (17)
1
2
3
4, 5, others
Minimum for CVT (17)
Reverse

6.   SUSPENSION

Tyres and wheels …

…

…

…

Tyre/wheel combination(s) (for tyres indicate size designation, minimum load-capacity index, minimum speed category symbol; for wheels, indicate rim size(s) and off-set(s): …

6.1.1.1.   Axles

6.1.1.1.1.   Axle 1: …

6.1.1.1.2.   Axle 2: …

6.1.1.1.3.   Axle 3: …

6.1.1.1.4.   Axle 4: … etc.

Upper and lower limit of rolling circumference: …

6.1.2.1.   Axles

6.1.2.1.1.   Axle 1: …

6.1.2.1.2.   Axle 2: …

6.1.2.1.3.   Axle 3: …

6.1.2.1.4.   Axle 4: … etc.

6.1.3.   Tyre pressure(s) recommended by the manufacturer:

kPa

7.   BODYWORK

7.1.   Number of seats: …

ANNEX 2

ANNEX 2

Appendix 1

OBD — RELATED INFORMATION

As noted in item 4.2.11.2.7.6 of the information document in Annex 1 of this Regulation, the information in this appendix is provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment. Such information need not be supplied by the vehicle manufacturer if it is covered by intellectual property rights or constitutes specific know-how of the manufacturer or the OEM supplier(s).

Upon request, this appendix will be made available to any interested component, diagnostic tools or test equipment manufacturer, on a non-discriminatory basis.

1.   A description of the type and number of the pre-conditioning cycles used for the original type approval of the vehicle.

2.   A description of the type of the OBD demonstration cycle used for the original type approval of the vehicle for the component monitored by the OBD system.

3.   A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation. In particular, a comprehensive explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06 must be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID supported, must be provided.

This information may be defined in the form of a table, as follows:

Component	Fault code	Monitoring strategy	Fault detection criteria	MI activation criteria	Secondary parameters	Preconditioning	Demonstration test
Catalyst	P0420	Oxygen sensor 1 and 2 signals	Difference between sensor 1 and sensor 2 signals	3rd cycle	Engine speed, engine load, A/F mode, catalyst temperature	Two Type I cycles	Type I

ANNEX 3

ARRANGEMENTS OF THE APPROVAL MARK

Approval B (Row A) (18)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with petrol (unleaded) or with unleaded petrol and either LPG or NG.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval number 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83 with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row A (2000) of the table in paragraph 5.3.1.4 of this Regulation.

Approval B (Row B) (18)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with petrol (unleaded) or with either unleaded petrol or LPG or NG.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval number 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83 with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row B (2005) of the table in paragraph 5.3.1.4 of this Regulation.

Approval C (Row A) (18)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with diesel fuel.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval number 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83 with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row A (2000) of the table in paragraph 5.3.1.4 of this Regulation.

Approval C (Row B) (18)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with diesel fuel.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval number 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83 with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row B (2005) of the table in paragraph 5.3.1.4 of this Regulation.

Approval D (Row A) (18)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with LPG or NG.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval number 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83 with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row A (2000) of the table in paragraph 5.3.1.4 of this Regulation.

Approval D (Row B) (18)

Vehicles approved to the emission levels of gaseous pollutants required for feeding the engine with LPG or NG.

The above approval mark affixed to a vehicle in conformity with paragraph 4 of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to Regulation No 83 under approval number 052439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 83 with the 05 series of amendments incorporated and satisfying the limits for the Type I test detailed in Row B (2005) of the table in paragraph 5.3.1.4 of this Regulation.

ANNEX 4

TYPE I TEST

(Verifying exhaust emissions after a cold start)

1.   INTRODUCTION

This annex describes the procedure for the Type I test defined in paragraph 5.3.1 of this Regulation. When the reference fuel to be used is LPG or NG, the provisions of Annex 12 shall apply additionally. When the vehicle is equipped with a periodically regenerating system as defined in paragraph 2.20, the provisions of Annex 13 shall apply.

2.   OPERATING CYCLE ON THE CHASSIS DYNAMOMETER

2.1.   Description of the cycle

The operating cycle on the chassis dynamometer shall be that indicated in the Appendix 1 to this annex.

2.2.   General conditions under which the cycle is carried out

Preliminary testing cycles should be carried out if necessary to determine how best to actuate the accelerator and brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed limits.

2.3.   Use of the gearbox

2.3.1.   If the maximum speed which can be attained in first gear is below 15 km/h, the second, third and fourth gears shall be used for the urban cycle (Part One) and the second, third, fourth and fifth gears for the extra-urban cycle (Part Two). The second, third and fourth gears may also be used for the urban cycle (Part One) and the second, third, fourth and fifth gears for the extra-urban cycle (Part Two) when the manufacturer's instructions recommend starting in second gear on level ground, or when first gear is therein defined as a gear reserved for cross-country driving, crawling or towing.

Vehicles which do not attain the acceleration and maximum speed values required in the operating cycle shall be operated with the accelerator control fully depressed until they once again reach the required operating curve. Deviations from the operating cycle shall be recorded in the test report.

2.3.2.   Vehicles equipped with semi-automatic-shift gearboxes shall be tested by using the gears normally employed for driving, and the gear shift is used in accordance with the manufacturer's instructions.

2.3.3.   Vehicles equipped with automatic-shift gearboxes shall be tested with the highest gear (‘Drive’) engaged. The accelerator shall be used in such a way as to obtain the steadiest acceleration possible, enabling the various gears to be engaged in the normal order. Furthermore, the gear-change points shown in Appendix 1 to this annex shall not apply; acceleration shall continue throughout the period represented by the straight line connecting the end of each period of idling with the beginning of the next following period of steady speed. The tolerances given in paragraph 2.4 below shall apply.

2.3.4.   Vehicles equipped with an overdrive which the driver can actuate shall be tested with the overdrive out of action for the urban cycle (Part One) and with the overdrive in action for the extra-urban cycle (Part Two).

2.3.5.   At the request of the manufacturer, for a vehicle type where the idle speed of the engine is higher than the engine speed that would occur during operations 5, 12 and 24 of the elementary urban cycle (Part One), the clutch may be disengaged during the previous operation.

2.4.   Tolerances

2.4.1.   A tolerance of ± 2 km/h shall be allowed between the indicated speed and the theoretical speed during acceleration, during steady speed, and during deceleration when the vehicle's brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, only the provisions of paragraph 6.5.3 below shall apply. Speed tolerances greater than those prescribed shall be accepted during phase changes provided that the tolerances are never exceeded for more than 0,5 s on any one occasion.

2.4.2.   The time tolerances shall be ± 1,0 s. The above tolerances shall apply equally at the beginning and at the end of each gear-changing period (19) urban cycle (Part One) and for the operations Nos 3, 5 and 7 of the extra-urban cycle (Part Two).

2.4.3.   The speed and time tolerances shall be combined as indicated in Appendix 1 to this annex.

3.   VEHICLE AND FUEL

3.1.   Test vehicle

3.1.1.   The vehicle shall be presented in good mechanical condition. It shall have been run-in and driven at least 3 000 km before the test.

3.1.2.   The exhaust device shall not exhibit any leak likely to reduce the quantity of gas collected, which quantity shall be that emerging from the engine.

3.1.3.   The tightness of the intake system may be checked to ensure that carburation is not affected by an accidental intake of air.

3.1.4.   The settings of the engine and of the vehicle's controls shall be those prescribed by the manufacturer. This requirement also applies, in particular, to the settings for idling (rotation speed and carbon monoxide content of the exhaust gases), for the cold start device and for the exhaust gas cleaning system.

3.1.5.   The vehicle to be tested, or an equivalent vehicle, shall be fitted, if necessary, with a device to permit the measurement of the characteristic parameters necessary for chassis dynamometer setting, in conformity with paragraph 4.1.1 of this annex.

3.1.6.   The technical service responsible for the tests may verify that the vehicle's performance conforms to that stated by the manufacturer, that it can be used for normal driving and, more particularly, that it is capable of starting when cold and when hot.

3.2.   Fuel

When testing a vehicle against the emission limit values given in row A of the table in paragraph 5.3.1.4 of this Regulation, the appropriate reference fuel must comply with the specifications given in paragraph 1 of Annex 10 or, in the case of gaseous reference fuels, either paragraph 1.1.1 or paragraph 1.2 of Annex 10a.

When testing a vehicle against the emission limit values given in row B of the table in paragraph 5.3.1.4 of this Regulation, the appropriate reference fuel must comply with the specifications given in paragraph 2 of Annex 10 or, in the case of gaseous reference fuels, either paragraph 1.1.2 or paragraph 1.2 of Annex 10a.

3.2.1.   Vehicles that are fuelled either with petrol or with LPG or NG shall be tested according to Annex 12 with the appropriate reference fuel(s) as defined in Annex 10a.

4.   TEST EQUIPMENT

4.1.   Chassis dynamometer

4.1.1.   The dynamometer shall be capable of simulating road load within one of the following classifications:

—	dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed load curve shape,

—	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.

4.1.2.   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.

4.1.3.   It shall be equipped with means to simulate inertia and load. These simulators are connected to the front roller in the case of a two-roller dynamometer.

4.1.4.   Accuracy

4.1.4.1.   It shall be possible to measure and read the indicated load to an accuracy of ± 5 per cent.

4.1.4.2.   In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at 80 km/h shall be ± 5 per cent. In the case of a dynamometer with adjustable load curve, the accuracy of matching dynamometer load to road load shall be ± 5 per cent at 120, 100, 80, 60, and 40 km/h and ± 10 per cent at 20 km/h. Below this, dynamometer absorption shall be positive.

4.1.4.3.   The total inertia of the rotating parts (including the simulated inertia where applicable) shall be known and shall be within ± 20 kg of the inertia class for the test.

4.1.4.4.   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 speeds above 10 km/h.

4.1.4.5.   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).

4.1.5.   Load and inertia setting

4.1.5.1.   Dynamometer with fixed load curve: the load simulator shall be adjusted to absorb the power exerted on the driving wheels at a steady speed of 80 km/h and the absorbed power at 50 km/h shall be noted. The means by which this load is determined and set are described in Appendix 3 to this annex.

4.1.5.2.   Dynamometer with adjustable load curve: the load simulator shall be adjusted in order to absorb the power exerted on the driving wheels at steady speeds of 120, 100, 80, 60 and 40 and 20 km/h. The means by which these loads are determined and set are described in Appendix 3 to this annex.

4.1.5.3.   Inertia

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 Appendix 4 to this annex.

4.2.   Exhaust gas-sampling system

4.2.1.   The exhaust gas sampling system shall be able to measure the actual quantities of pollutants emitted in the exhaust gases to be measured. The system that shall be used is the constant volume sampler (CVS) system. This requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions. In the constant volume sampler concept of measuring mass emissions, two conditions shall be satisfied, 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 particulate pollutant emission level is determined by using suitable filters to collect the particulates from a proportional part flow throughout the test and determining the quantity thereof gravimetrically in accordance with paragraph 4.3.1.1.

4.2.2.   The flow through the system shall be sufficient to eliminate water condensation at all conditions which may occur during a test, as defined in Appendix 5 to this annex.

4.2.3.   Appendix 5 gives examples of three types of constant volume sampler system which satisfy the requirements of this annex.

4.2.4.   The gas and air mixture shall be homogeneous at point S2 of the sampling probe.

4.2.5.   The probe shall extract a true sample of the diluted exhaust gases.

4.2.6.   The system shall be free of gas leaks. The design and materials shall be such that the system does not influence the pollutant concentration in the diluted exhaust gas. Should any component (heat exchanger, blower, etc.) change the concentration of any pollutant gas in the diluted gas, the sampling for that pollutant shall be carried out before that component if the problem cannot be corrected.

4.2.7.   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 his operation.

4.2.8.   Static pressure variations at the exhaust(s) of the vehicle shall remain within ± 1,25 kPa of the static pressure variations measured during the dynamometer driving cycle and with no connection to the exhaust(s). Sampling systems capable of maintaining the static pressure to within ± 0,25 kPa are used if a written request from a manufacturer to the administration granting the approval substantiates the need for the closer tolerance. The back-pressure shall be measured in the exhaust pipe as near as possible to its end or in an extension having the same diameter.

4.2.9.   The various valves used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type.

4.2.10.   The gas samples are collected in sample bags of adequate capacity. These bags shall be made of such materials as will not change the pollutant gas by more than ± 2 per cent after 20 minutes of storage.

4.3.   Analytical equipment

4.3.1.   Provisions

4.3.1.1.   Pollutant gases shall be analysed with the following instruments:

Carbon monoxide (CO) and carbon dioxide (CO2) analysis:

Analysers shall be of the non-dispersive infra-red (NDIR) absorption type.

Hydrocarbons (HC) analysis — spark-ignition engines:

The analyser shall be of the flame ionisation (FID) type calibrated with propane gas expressed equivalent to carbon atoms (C1).

Hydrocarbons (HC) analysis — compression-ignition engines:

he analyser shall be of the flame ionisation type with detector, valves, pipework, etc., heated to 463 K (190 °C) ± 10 K (HFID). It shall be calibrated with propane gas expressed equivalent to carbon atoms (C1).

Nitrogen oxide (NOx) analysis:

The analyser shall be either of the chemi-luminescent (CLA) or of the non-dispersive ultra-violet resonance absorption (NDUVR) type, both with an NOx-NO converter.

Particulates — Gravimetric determination of the particulates collected:

These particulates shall in each case be collected by two series-mounted filters in the sample gas flow. The quantity of particulates collected by each pair of filters shall be as follows:

→

where:

Vep	=	flow through filters
Vmix	=	flow through tunnel
M	=	particulate mass (g/km)
Mlimit	=	limit mass of particulates (limit mass in force, g/km)
m	=	mass of particulates collected by filters (g)
d	=	distance corresponding to the operating cycle (km)

The particulates sample rate (Vep/Vmix) shall be adjusted so that for M = Mlimit, 1 ≤ m ≤ 5 mg (when 47 mm diameter filters are used).

The filter surface shall consist of a material that is hydrophobic and inert towards the components of the exhaust gas (fluorocarbon coated glass fibre filters or equivalent).

4.3.1.2.   Accuracy

The analysers shall have a measuring range compatible with the accuracy required to measure the concentrations of the exhaust gas sample pollutants.

Measurement error shall not exceed ± 2 per cent (intrinsic error of analyser) disregarding the true value for the calibration gases.

For concentrations of less than 100 ppm the measurement error shall not exceed ± 2 ppm.

The ambient air sample shall be measured on the same analyser with an appropriate range.

The microgram balance used to determine the weight of all filters shall have accuracy of 5 μg (standard deviation) and readability of 1 μg.

4.3.1.3.   Ice-trap

No gas drying device shall be used before the analysers unless shown to have no effect on the pollutant content of the gas stream.

4.3.2.   Particular requirements for compression-ignition engines

A heated sample line for a continuous HC-analysis with the flame ionisation detector (HFID), including recorder (R) shall be used. The average concentration of the measured hydrocarbons shall be determined by integration. Throughout the test, the temperature of the heated sample line shall be controlled at 463 K (190 °C) ± 10 K. The heated sampling line shall be fitted with a heated filter (FH) 99 per cent efficient with particles ≥ 0,3 μm, to extract any solid particles from the continuous flow of gas required for analysis.

The sampling system response time (from the probe to the analyser inlet) shall be no more than four seconds.

The HFID shall be used with a constant flow (heat exchanger) system to ensure a representative sample, unless compensation for varying CFV or CFO flow is made.

The particulate sampling unit shall consist of a dilution tunnel, a sampling probe, a filter unit, a partial-flow pump, and flow rate regulators and measuring units. The particulate-sampling part flow is drawn through two series-mounted filters. 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 and an air/exhaust gas mixture temperature of 325 K (52 °C) is not exceeded immediately before the particulate filter. The temperature of the gas flow in the flow metre may not fluctuate by more than ± 3 K, nor may the mass flow rate fluctuate by more than ± 5 per cent. Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be stopped. When it is repeated, the rate of flow shall be decreased and/or a larger filter used. The filters shall be removed from the chamber no earlier than an hour before the test begins.

The necessary particle filters shall be conditioned (as regards temperature and humidity) in an open dish which has been protected against dust ingress for at least 8 and for not more than 56 hours before the test in an air-conditioned chamber. After this conditioning the uncontaminated filters will be weighed and stored until they are used. If the filters are not used within one hour of their removal from the weighing chamber they shall be re-weighed.

The one-hour limit may be replaced by an eight-hour limit if one or both of the following conditions are met;

a stabilised filter is placed and kept in a sealed filter holder assembly with the ends plugged, or;

a stabilised filter is placed in a sealed filter holder assembly which is then immediately placed in a sample line through which there is no flow.

4.3.3.   Calibration

Each analyser shall be calibrated as often as necessary and in any case in the month before type approval testing and at least once every six months for verifying conformity of production.

The calibration method to be used is described in Appendix 6 to this annex for the analysers referred to in paragraph 4.3.1 above.

4.4.   Volume measurement

4.4.1.   The method of measuring total dilute exhaust volume incorporated in the constant volume sampler shall be such that measurement is accurate to ± 2 per cent.

4.4.2.   Constant volume sampler calibration

The constant volume sampler system volume measurement device shall be calibrated by a method sufficient to ensure the prescribed accuracy and at a frequency sufficient to maintain such accuracy.

An example of a calibration procedure which will give the required accuracy is given in Appendix 6 to this annex. The method shall utilise a flow metering device which is dynamic and suitable for the high flow-rate encountered in constant volume sampler testing. The device shall be of certified accuracy traceable to an approved national or international standard.

4.5.   Gases

4.5.1.   Pure gases

The following pure gases shall be available, if necessary, for calibration and operation:

—	purified nitrogen (purity: ± 1 ppm C, ± 1 ppm CO, ± 400 ppm CO2, ± 0,1 ppm NO),

—	purified synthetic air (purity: ± 1 ppm C, ± 1 ppm CO, ± 400 ppm CO2, ± 0,1 ppm NO); oxygen content between 18 and 21 per cent volume,

—	purified oxygen (purity > 99,5 per cent vol. O2),

—	purified hydrogen (and mixture containing helium): (purity ± 1 ppm C, ± 400 ppm CO2),

—	carbon monoxide (minimum purity 99,5 per cent),

—	propane (minimum purity 99,5 per cent).

4.5.2.   Calibration and span gases

Mixtures of gases having the following chemical compositions shall be available:

—	C8H8 and purified synthetic air (see paragraph 4.5.1 of this annex),

—	CO and purified nitrogen,

—	CO2 and purified nitrogen,

—	NO and purified nitrogen. (The amount of NO2 contained in this calibration gas shall not exceed 5 per cent of the NO content.)

The true concentration of a calibration gas shall be within ± 2 per cent of the stated figure.

The concentrations specified in Appendix 6 to this annex may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device shall be such that the concentrations of the diluted calibration gases may be determined to within ± 2 per cent.

4.6.   Additional equipment

4.6.1.   Temperatures

The temperatures indicated in Appendix 8 shall be measured with an accuracy of ± 1,5 K.

4.6.2.   Pressure

The atmospheric pressure shall be measurable to within ± 0,1 kPa.

4.6.3.   Absolute humidity

The absolute humidity (H) shall be measurable to within ± 5 per cent.

The exhaust gas-sampling system shall be verified by the method described in paragraph 3 of Appendix 7 to this annex.

The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 per cent.

5.   PREPARING THE TEST

5.1.   Adjustment of inertia simulators to the vehicle's translatory inertias

An inertia simulator shall be used enabling a total inertia of the rotating masses to be obtained proportional to the reference mass within the following limits:

Reference mass of vehicle RW (kg)	Equivalent inertia I (kg)
RW ≤ 480	455
480 < RW ≤ 540	510
540 < RW ≤ 595	570
595 < RW ≤ 650	625
650 < RW ≤ 710	680
710 < RW ≤ 765	740
765 < RW ≤ 850	800
850 < RW ≤ 965	910
965 < RW ≤ 1 080	1 020
1 080 < RW ≤ 1 190	1 130
1 190 < RW ≤ 1 305	1 250
1 305 < RW ≤ 1 420	1 360
1 420 < RW ≤ 1 530	1 470
1 530 < RW ≤ 1 640	1 590
1 640 < RW ≤ 1 760	1 700
1 760 < RW ≤ 1 870	1 810
1 870 < RW ≤ 1 980	1 930
1 980 < RW ≤ 2 100	2 040
2 100 < RW ≤ 2 210	2 150
2 210 < RW ≤ 2 380	2 270
2 380 < RW ≤ 2 610	2 270
2 610 < RW	2 270

If the corresponding equivalent inertia is not available on the dynamometer, the larger value closest to the vehicle reference mass will be used.

5.2.   Setting of dynamometer

The load shall be adjusted according to methods described in paragraph 4.1.5 above.

The method used and the values obtained (equivalent inertia — characteristic adjustment parameter) shall be recorded in the test report.

5.3.   Conditioning of vehicle

For compression-ignition engined vehicles for the purpose of measuring particulates, at most 36 hours and at least 6 hours before testing, the Part Two cycle described in Appendix 1 to this annex shall be used. Three consecutive cycles shall be driven. The dynamometer setting shall be indicated in paragraphs 5.1 and 5.2 above.

At the request of the manufacturer, vehicles fitted with positive-ignition engines may be preconditioned with one Part One and two Part Two driving cycles.

After this preconditioning, specific for compression-ignition engines, and before testing, compression-ignition and positive-ignition engined vehicles shall be kept in a room in which the temperature remains relatively constant between 293 and 303 K (20 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.

5.3.1.1.   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.

5.3.1.2.   For positive-ignition engined vehicles fuelled with LPG or NG or so equipped that they can be fuelled with either petrol or LPG or NG, between the tests on the first gaseous reference fuel and the second gaseous reference fuel, the vehicle shall be preconditioned before the test on the second reference fuel. This preconditioning is done on the second reference fuel by driving a preconditioning cycle consisting of one Part One (urban part) and two times Part Two (extra-urban part) of the test cycle described in Appendix 1 to this annex. On the manufacturer's request and with the agreement of the technical service this preconditioning may be extended. The dynamometer setting shall be the one indicated in paragraphs 5.1 and 5.2 of this annex.

5.3.2.   The tyre pressures shall be the same as that specified by the manufacturer and used for the preliminary road test for brake adjustment. The tyre pressure may be increased by up to 50 per cent from the manufacturer's recommended setting in the case of a two-roller dynamometer. The actual pressure used shall be recorded in the test report.

6.   PROCEDURE FOR BENCH TESTS

6.1.   Special conditions for carrying out the cycle

6.1.1.   During the test, the test cell temperature must be between 293 K and 303 K (20 °C and 30 °C). The absolute humidity (H) of either the air in the test cell or the intake air of the engine shall be such that:

5,5 ≤ H ≤ 12,2 (g H2O/kg dry air)

6.1.2.   The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel.

6.1.3.   A current of air of variable speed shall be blown over the vehicle. The blower speed shall be such that, within the operating range of 10 km/h to at least 50 km/h, the linear velocity of the air at the blower outlet is within ± 5 km/h of the corresponding roller speed. The final selection of the blower shall have the following characteristics:

—	area: at least 0,2 m2

—	height of the lower edge above ground: approximately 20 cm

—	distance from the front of the vehicle: approximately 30 cm.

As an alternative the blower speed shall be fixed at an air speed of at least 6 m/s (21,6 km/h).

For special vehicles (e. g. vans, off-road), the height of the cooling fan can also be modified at the request of the manufacturer.

6.1.4.   During the test the speed is recorded against time or collected by the data-acquisition system so that the correctness of the cycles performed can be assessed.

6.2.   Starting-up the engine

6.2.1.   The engine shall be started up by means of the devices provided for this purpose according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles.

6.2.2.   The first cycle starts on the initiation of the engine start-up procedure.

6.2.3.   In the case of the use of LPG or NG as a fuel it is permissible that the engine is started on petrol and switched to LPG or NG after a predetermined period of time which cannot be changed by the driver.

6.3.   Idling

6.3.1.   Manual-shift or semi-automatic gearbox, see Appendix 1 to this annex, tables 1.2 and 1.3.

6.3.2.   Automatic-shift gearbox

After initial engagement the selector shall not be operated at any time during the test except in the case specified in paragraph 6.4.3 below or if the selector can actuate the overdrive, if any.

6.4.   Accelerations

6.4.1.   Accelerations shall be so performed that the rate of acceleration is as constant as possible throughout the operation.

6.4.2.   If an acceleration cannot be carried out in the prescribed time, the extra time required shall be deducted from the time allowed for changing gear, if possible, but otherwise from the subsequent steady-speed period.

6.4.3.   Automatic-shift gearboxes

If an acceleration cannot be carried out in the prescribed time, the gear selector shall operate in accordance with requirements for manual-shift gearboxes.

6.5.   Decelerations

6.5.1.   All decelerations of the elementary urban cycle (Part One) shall be effected by removing the foot completely from the accelerator, the clutch remaining engaged. The clutch shall be disengaged, without use of the gear lever, at the higher of the following speeds: 10 km/h or the speed corresponding to the engine idle speed.

All decelerations of the extra-urban cycle (Part Two) shall be effected by removing the foot completely from the accelerator, the clutch remaining engaged. The clutch shall be disengaged, without use of the gear lever, at a speed of 50 km/h for the last deceleration.

6.5.2.   If the period of deceleration is longer than that prescribed for the corresponding phase, the vehicle's brakes shall be used to enable the timing of the cycle to be complied with.

6.5.3.   If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the theoretical cycle shall be restored by constant speed or idling period merging into the following operation.

6.5.4.   At the end of the deceleration period (halt of the vehicle on the rollers) of the elementary urban cycle (Part One) the gears shall be placed in neutral and the clutch engaged.

6.6.   Steady speeds

6.6.1.   ‘Pumping’ or the closing of the throttle shall be avoided when passing from acceleration to the following steady speed.

6.6.2.   Periods of constant speed shall be achieved by keeping the accelerator position fixed.

7.   PROCEDURE FOR SAMPLING AND ANALYSIS

7.1.   Sampling

Sampling shall begin (BS) before or at the initiation of the engine start up procedure and end on conclusion of the final idling period in the extra-urban cycle (Part Two, end of sampling (ES) or, in the case of test Type VI, on conclusion of the final idling period of the last elementary urban cycle (Part One).

7.2.   Analysis

7.2.1.   The exhaust gases contained in the bag shall be analysed as soon as possible and in any event not later than 20 minutes after the end of the test cycle. The spent particulate filters shall be taken to the chamber no later than one hour after conclusion of the test on the exhaust gases and shall there be conditioned for between 2 and 36 hours and then be weighed.

7.2.2.   Prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas.

7.2.3.   The analysers shall then be set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 per cent of the range.

7.2.4.   The analysers' zeros shall then be rechecked. If the reading differs by more than 2 per cent of the range from that set in paragraph 7.2.2 above, the procedure shall be repeated.

7.2.5.   The samples shall then be analysed.

7.2.6.   After the analysis, zero and span points shall be rechecked using the same gases. If these rechecks are within ± 2 per cent of those in paragraph 7.2.3 above, the analysis shall be considered acceptable.

7.2.7.   At all points in this paragraph, the flow-rates and pressures of the various gases shall be the same as those used during calibration of the analysers.

7.2.8.   The figure adopted for the content of the gases in each of the pollutants measured shall be that read off after stabilisation of the measuring device. Hydrocarbon mass emissions of compression-ignition engines shall be calculated from the integrated HFID reading, corrected for varying flow if necessary, as shown in Appendix 5 to this annex.

8.   DETERMINATION OF THE QUANTITY OF GASEOUS AND PARTICULATE POLLUTANTS EMITTED

8.1.   The volume considered

The volume to be considered shall be corrected to conform to the conditions of 101,33 kPa and 273,2 K.

8.2.   Total mass of gaseous and particulate pollutants emitted

The mass M of each pollutant emitted by the vehicle during the test shall be determined by obtaining the product of the volumetric concentration and the volume of the gas in question, with due regard for the following densities under above-mentioned reference conditions:

— in the case of carbon monoxide (CO):	d = 1,25 g/l
— in the case of hydrocarbons:
— for petrol (CH1,85)	d = 0,619 g/l
— for diesel (CH1,86)	d = 0,619 g/l
— for LPG (CH2,525)	d = 0,649 g/l
— or NG (CH4)	d = 0,714 g/l
— in the case of nitrogen oxides (NOx):	d = 2,05 g/l

The mass m of particulate pollutant emissions from the vehicle during the test shall be defined by weighing the mass of particulates collected by the two filters, m1 by the first filter, m2 by the second filter:

— if 0,95 (m1 + m2) ≤ m1,	m = m1,
— if 0,95 (m1 + m2) > m1,	m = m1 + m2,
— if m2 > m1,	the test is cancelled.

Appendix 8 to this annex gives calculations, followed by examples, used to determine the mass emissions of gaseous and particulate pollutants.

ANNEX 4

Appendix 1

BREAKDOWN OF THE OPERATING CYCLE USED FOR THE TYPE I TEST

1.   OPERATING CYCLE

The operating cycle, made up of a Part One (urban cycle) and Part Two (extra-urban cycle), is illustrated in Figure 1/1.

2.   ELEMENTARY URBAN CYCLE (Part One)

(See figure 1/2 and table 1.2.)

2.1.   Breakdown by phases:

	Time (s)	Per cent
Idling	60	30,8	35,4
Idling, vehicle moving, clutch engaged on one combination	9	4,6
Gear-changing	8	4,1
Accelerations	36	18,5
Steady-speed periods	57	29,2
Decelerations	25	12,8
	195	100

2.2.   Breakdown by use of gears:

	Time (s)	Per cent
Idling	60	30,8	35,4
Idling, vehicle moving, clutch engaged on one combination	9	4,6
Gear-changing	8	4,1
First gear	24	12,3
Second gear	53	27,2
Third gear	41	21
	195	100

2.3.   General information:

— average speed during test:	19 km/h
— effective running time:	195 s
— theoretical distance covered per cycle:	1,013 km
— equivalent distance for the four cycles:	4,052 km

Table 1.2

Elementary urban operating cycle on the chassis dynamometer (Part One)

No of operation	Operation	Phase	Acceleration (m/s2)	Speed (km/h)	Duration of each		Cumulative time (s)	Gear to be used in the case of a manual gearbox
					Operation (s)	Phase (s)
1	Idling	1			11	11	11	6 s PM + 5 s K1  (20)
2	Acceleration	2	1,04	0-15	4	4	15	1
3	Steady speed	3		15	9	8	23	1
4	Deceleration	4	–0,69	15-10	2	5	25	1
5	Deceleration, clutch disengaged		–0,92	10-0	3		28	K1  (20)
6	Idling	5			21	21	49	16 s PM + 5 s K1  (20)
7	Acceleration	6	0,83	0-15	5	12	54	1
8	Gear change				2		56
9	Acceleration		0,94	15-32	5		61	2
10	Steady speed	7		32	24	24	85	2
11	Deceleration	8	–0,75	32-10	8	11	93	2
12	Deceleration, clutch disengaged		–0,92	10-0	3		96	K2  (20)
13	Idling	9	0-15	0-15	21		117	16 s PM + 5 s K1  (20)
14	Acceleration	10			5	26	122	1
15	Gear change				2		124
16	Acceleration		0,62	15-35	9		133	2
17	Gear change				2		135
18	Acceleration		0,52	35-50	8		143	3
19	Steady speed	11		50	12	12	155	3
20	Deceleration	12	–0,52	50-35	8	8	163	3
21	Steady speed	13		35	13	13	176	3
22	Gear change	14			2	12	178
23	Deceleration		–0,99	35-10	7		185	2
24	Deceleration clutch disengaged		–0,92	10-0	3		188	K2  (20)
25	Idling	15			7	7	195	7 s PM (20)

3.   EXTRA-URBAN CYCLE (Part Two)

(See Figure 1/3 and Table 1.3)

3.1.   Breakdown by phases:

	Time (s)	Per cent
Idling	20	5,0
Idling, vehicle moving, clutch engaged on one combination	20	5,0
Gear-shift	6	1,5
Accelerations	103	25,8
Steady-speed periods	209	52,2
Decelerations	42	10,5
	400	100

3.2.   Breakdown by use of gears:

	Time (s)	Per cent
Idling	20	5,0
Idling, vehicle moving, clutch engaged on one combination	20	5,0
Gear-shift	6	1,5
First gear	5	1,3
Second-gear	9	2,2
Third gear	8	2
Fourth gear	99	24,8
Fifth gear	233	58,2
	400	100

3.3.   General information:

— average speed during test:	62,6 km/h
— effective running time:	400 s
— theoretical distance covered per cycle:	6,955 km
— maximum speed:	120 km/h
— maximum acceleration:	0,833 m/s2
— maximum deceleration:	–1,389 m/s2

Table 1.3

Extra-urban cycle (Part Two) for the Type I test

No of operation	Operation	Phase	Acceleration (m/s2)	Speed (km/h)	Duration of each		Cumulative time (s)	Gear to be used in the case of a manual gearbox
					Operation (s)	Phase (s)
1	Idling	1			20	20	20	K1  (21)
2	Acceleration	12	0,83	0	5	41	25	1
3	Gear change				2		27	—
4	Acceleration		0,62	15-35	9		36	2
5	Gear change				2		38	—
6	Acceleration		0,52	35-30	8		46	3
7	Gear change				2		48	—
8	Acceleration		0,43	50-70	13		61	4
9	Steady speed	3		70	50	50	111	5
10	Deceleration	4	–0,69	70-50	8	8	119	4 s · 5 + 4 s · 4
11	Steady speed	5		50	69	69	188	4
12	Acceleration	6	0,43	50-70	13	13	201	4
13	Steady speed	7		70	50	50	251	5
14	Acceleration	8	0,24	70-100	35	35	286	5
15	Steady speed (22)	9		100	30	30	316	5 (22)
16	Acceleration (22)	10	0,28	100-120	20	20	336	5 (22)
17	Steady speed (22)	11		120	10	20	346	5 (22)
18	Deceleration (22)	12	–0,69	120-80	16	34	362	5 (22)
19	Deceleration (22)		–1,04	80-50	8		370	5 (22)
20	Deceleration, clutch disengaged		1,39	50-0	10		380	K5 (21)
21	Idle	13			20	20	400	PM (21)

ANNEX 4

Appendix 2

CHASSIS DYNAMOMETER

1.   DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED LOAD CURVE

1.1.   Introduction

In the event that 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 having the characteristics defined below should be used.

1.2.   Definition

1.2.1.   The chassis dynamometer may have one or two rollers.

The front roller shall drive, directly or indirectly, the inertial masses and the power absorption device.

1.2.2.   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:

F = (a + b · V2) ± 0,1 · F80 (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	=	speed (km/h)
—	=	F80	=	load at 80 km/h (N).

2.   METHOD OF CALIBRATING THE DYNAMOMETER

2.1.   Introduction

This Appendix 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 to 80 km/h as a function of the load absorbed

The following procedure shall be used (see also Figure 2/1):

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 of starting-up the dynamometer.

Use the flywheel or any other system of inertia simulation for the particular inertia class to be used.

Figure 2/1

Diagram illustrating the power absorbed by the chassis dynamometer

2.2.4.   Bring the dynamometer to a speed of 80 km/h.

2.2.5.   Note the load indicated Fi (N).

2.2.6.   Bring the dynamometer to a speed of 90 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 speed of 85 km/h to a speed of 75 km/h.

2.2.9.   Set the power-absorption device at a different level.

2.2.10.   The requirements of paragraphs 2.2.4 to 2.2.9 shall be repeated sufficiently often to cover the range of loads used.

2.2.11.   Calculate the load absorbed using the formula:

where:

—	=	F	=	load absorbed (N)
—	=	Mi	=	equivalent inertia in kg (excluding the inertial effects of the free rear roller)
—	=	ΔV	=	Speed deviation in m/s (10 km/h = 2,775 m/s)
—	=	t	=	time taken by the roller to pass from 85 km/h to 75 km/h.

Figure 2/2 shows the load indicated at 80 km/h in terms of load absorbed at 80 km/h.

Figure 2/2

Load indicated at 80 km/h in terms of load absorbed at 80 km/h

2.2.13.   The requirements of paragraphs 2.2.3 to 2.2.12 above shall be repeated for all inertia classes to be used.

2.3.   Calibration of the load indicator as a function of the absorbed load for other speeds.

The procedures described in paragraph 2.2. above shall be repeated as often as necessary for the chosen speeds.

2.4.   Verification of the load-absorption curve of the dynamometer from a reference setting at a speed of 80 km/h

2.4.1.   Place the vehicle on the dynamometer or devise some other method of starting-up the dynamometer.

2.4.2.   Adjust the dynamometer to the absorbed load (F) at 80 km/h.

2.4.3.   Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h.

2.4.4.   Draw the curve F(V) and verify that it corresponds to the requirements of paragraph 1.2.2 of this Appendix.

2.4.5.   Repeat the procedure set out in paragraphs 2.4.1 to 2.4.4 above for other values of power F at 80 km/h and for other values of inertias.

2.5.   The same procedure shall be used for force or torque calibration.

3.   SETTING OF THE DYNAMOMETER

3.1.   Setting method

3.1.1.   Introduction

This method is not a preferred method and shall be used only with fixed load curve shape dynamometers for determination of load setting at 80 km/h and cannot be used for vehicles with compression-ignition engines.

3.1.2.   Test instrumentation

The vacuum (or absolute pressure) in the vehicle's intake manifold shall be measured to an accuracy of ± 0,25 kPa. It shall be possible to record this reading continuously or at intervals of no more than one second. The speed shall be recorded continuously with a precision of ± 0,4 km/h.

3.1.3.   Road test

3.1.3.1.   Ensure that the requirements of paragraph 4 of Appendix 3 to this annex are met.

3.1.3.2.   Drive the vehicle at a steady speed of 80 km/h, recording speed and vacuum (or absolute pressure) in accordance with the requirements of paragraph 3.1.2 above.

3.1.3.3.   Repeat procedure set out in paragraph 3.1.3.2 above three times in each direction. All six runs must be completed within four hours.

3.1.4.   Data reduction and acceptance criteria

3.1.4.1.   Review results obtained in accordance with paragraphs 3.1.3.2 and 3.1.3.3 above. (Speed must not be lower than 79,5 km/h or greater than 80,5 km/h for more than one second). For each run, read vacuum level at one second intervals, calculate mean vacuum and standard deviation (s). This calculation shall consist of no less than 10 readings of vacuum.

3.1.4.2.   The standard deviation must not exceed 10 per cent of the mean (v) for each run.

3.1.4.3.   Calculate the mean value for the six runs (three runs in each direction).

3.1.5.   Dynamometer setting

3.1.5.1.   Preparation

Perform the operations specified in paragraphs 5.1.2.2.1 to 5.1.2.2.4 of Appendix 3 to this annex.

3.1.5.2.   Load setting

After warm-up, drive the vehicle at a steady speed of 80 km/h and adjust dynamometer load to reproduce the vacuum reading (v) obtained in accordance with paragraph 3.1.4.3 above. Deviation from this reading shall be no greater than 0,25 kPa. The same instruments shall be used for this exercise as were used during the road test.

3.2.   Alternative method

With the manufacturer's agreement the following method may be used.

3.2.1.   The brake is adjusted so as to absorb the load exerted at the driving wheels at a constant speed of 80 km/h, in accordance with the following table:

Reference mass of vehicle	Equivalent inertia	Power and load absorbed by the dynamometer at 80 km/h		Coefficients
Rm (kg)	kg	kW	N	a	b
				N	N/(km/h)
Rm ≤ 480	455	3,8	171	3,8	0,0261
480 < Rm ≤ 540	510	4,1	185	4,2	0,0282
540 < Rm ≤ 595	570	4,3	194	4,4	0,0296
595 < Rm ≤ 650	625	4,5	203	4,6	0,0309
650 < Rm ≤ 710	680	4,7	212	4,8	0,0323
710 < Rm ≤ 765	740	4,9	221	5,0	0,0337
765 < Rm ≤ 850	800	5,1	230	5,2	0,0351
850 < Rm ≤ 965	910	5,6	252	5,7	0,0385
965 < Rm ≤ 1 080	1 020	6,0	270	6,1	0,0412
1 080 < Rm ≤ 1 190	1 130	6,3	284	6,4	0,0433
1 190 < Rm ≤ 1 305	1 250	6,7	302	6,8	0,046
1 305 < Rm ≤ 1 420	1 360	7,0	315	7,1	0,0481
1 420 < Rm ≤ 1 530	1 470	7,3	329	7,4	0,0502
1 530 < Rm ≤ 1 640	1 590	7,5	338	7,6	0,0515
1 640 < Rm ≤ 1 760	1 700	7,8	351	7,9	0,0536
1 760 < Rm ≤ 1 870	1 810	8,1	365	8,2	0,0557
1 870 < Rm ≤ 1 980	1 930	8,4	378	8,5	0,0577
1 980 < Rm ≤ 2 100	2 040	8,6	387	8,7	0,0591
2 100 < Rm ≤ 2 210	2 150	8,8	396	8,9	0,0605
2 210 < Rm ≤ 2 380	2 270	9,0	405	9,1	0,0619
2 380 < Rm ≤ 2 610	2 270	9,4	423	9,5	0,0646
2 610 < Rm	2 270	9,8	441	9,9	0,0674

3.2.2.   In the case of vehicles other than passenger cars, with a reference mass of more than 1 700 kg or vehicles with permanent all-wheel drive, the power values given in the table set out in paragraph 3.2.1 above are multiplied by the factor 1,3.

ANNEX 4

Appendix 3

RESISTANCE TO PROGRESS OF A VEHICLE MEASUREMENT METHOD ON THE ROAD SIMULATION ON A CHASSIS DYNAMOMETER

1.   OBJECT OF THE METHODS

The object of the methods defined below is to measure the resistance to progress of a vehicle at stabilised speeds on the road and to simulate this resistance on a dynamometer, in accordance with the conditions set out in paragraph 4.1.5 of Annex 4.

2.   DEFINITION OF THE ROAD

The road shall be level and sufficiently long to enable the measurements specified below to be made. The slope shall be constant to within ± 0,1 per cent and shall not exceed 1,5 per cent.

3.   ATMOSPHERIC CONDITIONS

3.1.   Wind

Testing shall be limited to wind speeds averaging less than 3 m/s with peak speeds of less than 5 m/s. In addition, the vector component of the wind speed across the test road shall be less than 2 m/s. Wind velocity shall be measured 0,7 m above the road surface.

3.2.   Humidity

The road shall be dry.

3.3.   Pressure — Temperature

Air density at the time of the test shall not deviate by more than ± 7,5 per cent from the reference conditions, P = 100 kPa and T = 293,2 K.

4.   VEHICLE PREPARATION (23)

4.1.   Selection of the test vehicle

If not all variants of a vehicle type are measured, the following criteria for the selection of the test vehicle shall be used.

4.1.1.   Body

If there are different types of body, the test shall be performed on the least aerodynamic body. The manufacturer shall provide the necessary data for the selection.

4.1.2.   Tyres

The widest tyre shall be chosen. If there are more than three tyre sizes, the widest minus one shall be chosen.

4.1.3.   Testing mass

The testing mass shall be the reference mass of the vehicle with the highest inertia range.

4.1.4.   Engine

The test vehicle shall have the largest heat exchanger(s).

4.1.5.   Transmission

A test shall be carried out with each type of the following transmission:

—	front-wheel drive,

—	rear-wheel drive,

—	full-time 4 × 4,

—	part-time 4 × 4,

—	automatic gearbox,

—	manual gearbox.

4.2.   Running-in

The vehicle shall be in normal running order and adjustment after having been run-in for at least 3 000 km. The tyres shall be run-in at the same time as the vehicle or have a tread depth within 90 and 50 per cent of the initial tread depth.

4.3.   Verifications

The following checks shall be made in accordance with the manufacturer's specifications for the use considered:

—	wheels, wheel trims, tyres (make, type, pressure),

—	front axle geometry,

—	brake adjustment (elimination of parasitic drag), lubrication of front and rear axles,

—	adjustment of the suspension and vehicle level, etc.

4.4.   Preparation for the test

4.4.1.   The vehicle shall be loaded to its reference mass. The level of the vehicle shall be that obtained when the centre of gravity of the load is situated midway between the ‘R’ points of the front outer seats and on a straight line passing through those points.

4.4.2.   In the case of road tests, the windows of the vehicle shall be closed. Any covers of air climatisation systems, headlamps, etc. shall be in the non-operating position.

4.4.3.   The vehicle shall be clean.

4.4.4.   Immediately prior to the test, the vehicle shall be brought to normal running temperature in an appropriate manner.

5.   METHODS

5.1.   Energy variation during coast-down method

5.1.1.   On the road

5.1.1.1.   Test equipment and error

Time shall be measured to an error lower than ± 0,1 s.

Speed shall be measured to an error lower than ± 2 per cent.

5.1.1.2.   Test procedure

5.1.1.2.1.   Accelerate the vehicle to a speed 10 km/h greater than the chosen test speed V.

5.1.1.2.2.   Place the gearbox in ‘neutral’ position

5.1.1.2.3.   Measure the time taken (t1) for the vehicle to decelerate from speed

V2 = V + ΔV km/h to V1 = V – ΔV km/h

5.1.1.2.4.   Perform the same test in the opposite direction: t2

5.1.1.2.5.   Take the average T of the two times t1 B t2

5.1.1.2.6.   Repeat these tests several times such that the statistical accuracy (p) of the average

is not more than 2 per cent (p ≤ 2 per cent)

The statistical accuracy (p) is defined by:

where:

—	t	=	coefficient given by the table below,
—	n	=	number of tests,
—	s	=	standard deviation

n	4	5	6	7	8	9	10	11	12	13	14	15
t	3,2	2,8	2,6	2,5	2,4	2,3	2,3	2,2	2,2	2,2	2,2	2,2
	1,6	1,25	1,06	0,94	0,85	0,77	0,73	0,66	0,64	0,61	0,59	0,57

5.1.1.2.7.   Calculate the power by the formula:

where:

—	=	P	=	is expressed in kW,
—	=	V	=	speed of the test in m/s,
—	=	ΔV	=	speed deviation from speed V, in m/s
—	=	M	=	reference mass in kg
—	=	T	=	time in seconds (s)

5.1.1.2.8.   The power (P) determined on the track shall be corrected to the reference ambient conditions as follows:

PCorrected = K · PMeasured

where:

—	=	RR	=	rolling resistance at speed V
—	=	RAERO	=	aerodynamic drag at speed V
—	=	RT	=	total driving resistance = RR + RAERO
—	=	KR	=	temperature correction factor of rolling resistance, taken to be equal to: 8,64 A 10–3/°C, or the manufacturer's correction actor that is approved by the authority
—	=	t	=	road test ambient temperature in °C
—	=	t0	=	reference ambient temperature = 20 °C
—	=	p	=	air density at the test conditions
—	=	p0	=	air density at the reference conditions (20 °C, 100 kPa)

The ratios RR/RT and RAERO/RT shall be specified by the vehicle manufacturer based on the data normally available to the company.

If these values are not available, subject to the agreement of the manufacturer and the technical service concerned, the figures for the rolling/total resistance given by the following formula may be used:

where:

—	M = vehicle mass in kg,

—	and for each speed the coefficients a and b are shown in the following table: V (km/h) a b 20 7,24 A 10–5 0,82 40 1,59 A 10–4 0,54 60 1,96 A 10–4 0,33 80 1,85 A 10–4 0,23 100 1,63 A 10–4 0,18 120 1,57 A 10–4 0,14

5.1.2.   On the dynamometer

5.1.2.1.   Measurement equipment and accuracy

The equipment shall be identical to that used on the road.

5.1.2.2.   Test procedure

5.1.2.2.1.   Install the vehicle on the test dynamometer.

5.1.2.2.2.   Adjust the tyre pressure (cold) of the driving wheels as required by the dynamometer.

5.1.2.2.3.   Adjust the equivalent inertia of the dynamometer.

5.1.2.2.4.   Bring the vehicle and dynamometer to operating temperature in a suitable manner.

5.1.2.2.5.   Carry out the operations specified in paragraph 5.1.1.2 above (with the exception of paragraphs 5.1.1.2.4 and 5.1.1.2.5), replacing M by I in the formula set out in paragraph 5.1.1.2.7.

5.1.2.2.6.   Adjust the brake to reproduce the corrected power (paragraph 5.1.1.2.8) and to take into account the difference between the vehicle mass (M) on the track and the equivalent inertia test mass (I) to be used. This may be done by calculating the mean corrected road coast down time from V2 to V1 and reproducing the same time on the dynamometer by the following relationship:

K = value specified in paragraph 5.1.1.2.8 above.

5.1.2.2.7.   The power Pa to be absorbed by the dynamometer shall be determined in order to enable the same power (paragraph 5.1.1.2.8) to be reproduced for the same vehicle on different days.

5.2.   Torque measurements method at constant speed

5.2.1.   On the road

5.2.1.1.   Measurement equipment and error

Torque measurement shall be carried out with an appropriate measuring device accurate to within ± 2 per cent.

Speed measurement shall be accurate to within ± 2 per cent.

5.2.1.2.   Test procedure

5.2.1.2.1.   Bring the vehicle to the chosen stabilised speed V.

5.2.1.2.2.   Record the torque Ct and speed over a period of at least 20 seconds. The accuracy of the data recording system shall be at least ± 1 Nm for the torque and ± 0,2 km/h for the speed.

5.2.1.2.3.   Differences in torque Ct and speed relative to time shall not exceed 5 per cent for each second of the measurement period.

5.2.1.2.4.   The torque Ct1 is the average torque derived from the following formula:

5.2.1.2.5.   The test shall be carried out three times in each direction. Determine the average torque from these six measurements for the reference speed. If the average speed deviates by more than 1 km/h from the reference speed, a linear regression shall be used for calculating the average torque.

5.2.1.2.6.   Determine the average of these two torques Ct1 and Ct2, i.e. Ct.

5.2.1.2.7.   The average torque CT determined on the track shall be corrected to the reference ambient conditions as follows:

CTcorrected = K · CTmeasured

where K has the value specified in paragraph 5.1.1.2.8 of this appendix.

5.2.2.   On the dynamometer

5.2.2.1.   Measurement equipment and error

The equipment shall be identical to that used on the road.

5.2.2.2.   Test procedure

5.2.2.2.1.   Perform the operations specified in paragraphs 5.1.2.2.1 to 5.1.2.2.4 above.

5.2.2.2.2.   Perform the operations specified in paragraphs 5.2.1.2.1 to 5.2.1.2.4 above.

5.2.2.2.3.   Adjust the power absorption unit to reproduce the corrected total track torque indicated in paragraph 5.2.1.2.7 above.

5.2.2.2.4.   Proceed with the same operations as in paragraph 5.1.2.2.7, for the same purpose.

ANNEX 4

Appendix 4

VERIFICATION OF INERTIAS OTHER THAN MECHANICAL

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 dynamometer shall specify a method for verifying the specifications according to paragraph 3. below.

2.   PRINCIPLE

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 the formula:

F = I · γ = IM · γ + F1

where:

—	=	F	=	force at the surface of the roller(s)
—	=	I	=	total inertia of the dynamometer (equivalent inertia of the vehicle: see the table in paragraph 5.1)
—	=	IM	=	inertia of the mechanical masses of the dynamometer
—	=	γ	=	tangential acceleration at roller surface
—	=	F1	=	inertia force

Note: An explanation of this formula with reference to dynamometers with mechanically simulated inertia's is appended.

Thus, total inertia is expressed as follows:

I = Im + F1 / γ

where:

—	Im can be calculated or measured by traditional methods,

—	F1 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 higher than or equal to those obtained on an operating cycle.

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 per cent.

3.   SPECIFICATION

The mass of the simulated total inertia I shall remain the same as the theoretical value of the equivalent inertia (see paragraph 5.1 of Annex 4) within the following limits:

3.1.1.   ± 5 per cent of the theoretical value for each instantaneous value;

3.1.2.   ± 2 per cent of the theoretical value for the average value calculated for each sequence of the cycle.

3.2.   The limit given in paragraph 3.1.1 above is brought to ± 50 per cent for one second when starting and, for vehicles with manual transmission, for two seconds during gear changes.

4.   VERIFICATION PROCEDURE

4.1.   Verification is carried out during each test throughout the cycle defined in paragraph 2.1 of Annex 4.

4.2.   However, if the requirements of paragraph 3 above 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 above will not be necessary.

ANNEX 4

Appendix 5

DEFINITION OF GAS-SAMPLING SYSTEMS

1.   INTRODUCTION

1.1.   There are several types of sampling devices capable of meeting the requirements set out in paragraph 4.2 of Annex 4.

The devices described in paragraphs 3.1 and 3.2 shall be deemed acceptable if they satisfy the main criteria relating to the variable dilution principle.

1.2.   In its communications, the laboratory shall mention the system of sampling used when performing the test.

2.   CRITERIA RELATING TO THE VARIABLE-DILUTION SYSTEM FOR MEASURING EXHAUST-GAS EMISSIONS

2.1.   Scope

This section shall specify the operating characteristics of an exhaust-gas sampling system intended to be used for measuring the true mass emissions of a vehicle exhaust in accordance with the provisions of this Regulation.

The principle of variable-dilution sampling for measuring mass emissions shall require three conditions to be satisfied:

2.1.1.   The vehicle exhaust gases shall be continuously diluted with ambient air under specified conditions;

2.1.2.   The total volume of the mixture of exhaust gases and dilution air shall be measured accurately;

2.1.3.   A continuously proportional sample of the diluted exhaust gases and the dilution air shall be collected for analysis.

Mass gaseous emissions shall be determined from the proportional sample concentrations and the total volume measured during the test. The sample concentrations shall be corrected to take account of the pollutant content of the ambient air.

In addition, where vehicles are equipped with compression-ignition engines, their particulate emissions shall be plotted.

2.2.   Technical summary

Figure 5/1 gives a schematic diagram of the sampling system.

2.2.1.1.   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.

2.2.2.   The exhaust-gas sampling system shall be so designed as to make it possible to measure the average volume concentrations of the CO2, CO, HC and NOx, and, in addition, in the case of vehicles equipped with compression-ignition engines, of the particulate emissions, contained in the exhaust gases emitted during the vehicle testing cycle.

2.2.3.   The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probe is located (see paragraph 2.3.1.2 below).

2.2.4.   The probe shall extract a representative sample of the diluted gases.

2.2.5.   The system shall enable the total volume of the diluted exhaust gases to be measured.

2.2.6.   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 concentration of any of the pollutants in the diluted exhaust gases and the fault cannot be corrected, then sampling for that pollutant shall be carried out upstream from that component.

2.2.7.   If the vehicle tested is equipped with an exhaust system with several outlets, the connecting tubes shall be connected by a manifold installed as near as possible to the vehicle.

2.2.8.   The gas samples shall be collected in sampling bags of adequate capacity so as not to hinder the gas flow during the sampling period. These bags shall be made of materials which will not affect the concentration of pollutant gases (see paragraph 2.3.4.4 below).

2.2.9.   The variable-dilution system shall be so designed as to enable the exhaust gases to be sampled without appreciably changing the back-pressure at the exhaust pipe outlet (see paragraph 2.3.1.1 below).

2.3.   Specific requirements

2.3.1.   Exhaust-gas collection and dilution device

2.3.1.1.   The connecting tube between the vehicle exhaust outlets and the mixing chamber shall be as short as possible; it shall in no event:

(i)

cause the static pressure at the exhaust outlets on the vehicle being tested 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;

(ii)	change the nature of the exhaust gas.

2.3.1.2.   Provision shall be made for a mixing chamber in which the vehicle exhaust gases and the dilution air are mixed so as to produce a homogeneous mixture at the chamber outlet.

The homogeneity of the mixture in any cross-paragraph at the location of the sampling probe shall not vary by more than 2 per cent from the average of the values obtained for at least five points located at equal intervals on the diameter of the gas stream. 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 inside the mixing chamber shall not differ by more than ± 0,25 kPa from atmospheric pressure.

2.3.2.   Suction device/volume measuring device

This device may have a range of fixed speeds as to ensure sufficient flow to prevent any water condensation. This result is generally obtained by keeping the concentration of CO2 in the dilute exhaust gas sampling bag lower than 3 per cent by volume.

2.3.3.   Volume measurement

2.3.3.1.   The volume measuring device shall retain its calibration accuracy to within ± 2 per cent 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, a cyclone separator may be used to protect the volume measuring device.

2.3.3.2.   A temperature sensor shall be installed immediately before the volume measuring device. This temperature sensor shall have an accuracy and a precision of ± 1 K and a response time of 0,1 s at 62 per cent of a given temperature variation (value measured in silicone oil).

2.3.3.3.   The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test.

2.3.3.4.   The measurement of the pressure difference from atmospheric pressure shall be taken upstream from and, if necessary, downstream from the volume measuring device.

Figure 5/1

Diagram of a variable-dilution system for measuring exhaust gas emissions

2.3.4.   Gas sampling

2.3.4.1.   Dilute exhaust gases

2.3.4.1.1.   The sample of dilute exhaust gases shall be taken upstream from the suction device but downstream from the conditioning devices (if any).

2.3.4.1.2.   The flow rate shall not deviate from the average by more than ± 2 per cent.

2.3.4.1.3.   The sampling rate shall not fall below 5 litres per minute and shall not exceed 0,2 per cent of the flow rate of the dilute exhaust gases.

2.3.4.2.   Dilution air

2.3.4.2.1.   A sample of the dilution air shall be taken at a constant flow rate near the ambient air-inlet (after the filter if one is fitted).

2.3.4.2.2.   The air shall not be contaminated by exhaust gases from the mixing area.

2.3.4.2.3.   The sampling rate for the dilution air shall be comparable to that used in the case of the dilute exhaust gases.

2.3.4.3.   Sampling operations

2.3.4.3.1.   The materials used for the sampling operations shall be such as not to change the pollutant concentration.

2.3.4.3.2.   Filters may be used in order to extract the solid particles from the sample.

2.3.4.3.3.   Pumps are required in order to convey the sample to the sampling bag(s).

2.3.4.3.4.   Flow control valves and flow-meters are needed in order to obtain the flow-rates required for sampling.

2.3.4.3.5.   Quick-fastening gas-tight connections may be used between the three-way valves and the sampling bags, the connections sealing themselves automatically on the bag side. Other systems may be used for conveying the samples to the analyser (three-way stop valves, for example).

2.3.4.3.6.   The various valves used for directing the sampling gases shall be of the quick-adjusting and quick-acting type.

2.3.4.4.   Storage of the sample

The gas samples shall be collected in sampling bags of adequate capacity so as not to reduce the sampling rate. The bags shall be made of a material such as will not change the concentration of synthetic pollutant gases by more than 2 per cent after 20 minutes.

2.4.   Additional sampling unit for the testing of vehicles equipped with a compression-ignition engine

2.4.1.   Unlike the taking of gas samples from vehicles equipped with spark-ignition engines, the hydrocarbon and particulate sampling points are located in a dilution tunnel.

2.4.2.   In order to reduce heat losses in the exhaust gases between the exhaust outlet and the dilution tunnel inlet, the pipe may not be more than 3,6 m long, or 6,1 m long if heat insulated. Its internal diameter may not exceed 105 mm.

2.4.3.   Predominantly turbulent flow conditions (Reynolds number ≥ 4 000) shall apply in the dilution tunnel, which shall consist of a straight tube of electrically-conductive material, in order to guarantee that the diluted exhaust gas is homogeneous at the sampling points and that the samples consist of representative gases and particulates. The dilution tunnel shall be at least 200 mm in diameter and the system shall be earthed.

2.4.4.   The particulate sampling system shall consist of a sampling probe in the dilution tunnel and two series-mounted filters. Quick-acting valves shall be located both up and downstream of the two filters in the direction of flow.

The configuration of the sample probe shall be as indicated in Figure 5/2.

2.4.5.   The particulate sampling probe shall meet the following conditions:

It shall be installed near the tunnel centreline, roughly ten tunnel diameters downstream of the gas inlet, and have an internal diameter of at least 12 mm.

The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not exceed 1 020 mm.

2.4.6.   The sample gas flow measuring unit shall consist of pumps, gas flow regulators and flow measuring units.

2.4.7.   The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The sampling probe shall be installed at the same distance from the exhaust gas inlet as the particulate sampling probe, in such a way that neither interferes with samples taken by the other. It shall have a minimum internal diameter of 4 mm.

2.4.8.   All heated parts shall be maintained at a temperature of 463 K (190 °C) ± 10 K by the heating system.

2.4.9.   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 paragraph 2.3.3.1 so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional.

3.   DESCRIPTION OF THE DEVICES

3.1.   Variable dilution device with positive displacement pump (PDP-CVS) (Figure 5/3)

3.1.1.   The positive displacement pump — constant volume sampler (PDP-CVS) satisfies the requirements of this Annex by metering the flow of gas through the pump at constant temperature and pressure. The total volume is measured by counting the revolutions made by the calibrated positive displacement pump. The proportional sample is achieved by sampling with pump, flow-meter and flow control valve at a constant flow rate.

3.1.2.   Figure 5/3 is a schematic drawing of such a sampling system. Since various configurations can produce accurate results, exact conformity with the drawing is not essential. Additional components such as instruments, valves, solenoids and switches may be used to provide additional information and co-ordinate the functions of the component system.

The sampling equipment consists of:

3.1.3.1.   A filter (D) for the dilution air, which can be preheated if necessary. This filter shall consist of activated charcoal sandwiched between two layers of paper, and shall be used to reduce and stabilise the hydrocarbon concentrations of ambient emissions in the dilution air;

3.1.3.2.   A mixing chamber (M) in which exhaust gas and air are mixed homogeneously;

3.1.3.3.   A heat exchanger (H) 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 designed operating temperature. This device shall not affect the pollutant concentrations of diluted gases taken off after for analysis;

3.1.3.4.   A temperature control system (TC), used to preheat the heat exchanger before the test and to control its temperature during the test, so that deviations from the designed operating temperature are limited to 6 K;

The positive displacement pump (PDP), producing a constant-volume flow of the air/exhaust-gas mixture; the flow capacity of the pump shall be large enough to eliminate water condensation in the system under all operating conditions which may occur during a test; this can be generally ensured by using a positive displacement pump with a flow capacity:

3.1.3.5.1.   twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle, or

3.1.3.5.2.   sufficient to ensure that the CO2 concentration in the dilute-exhaust sample bag is less than 3 per cent by volume for petrol and diesel, less than 2,2 per cent by volume for LPG and less than 1,5 per cent by volume for NG.

Figure 5/2

Particulate sampling probe configuration

3.1.3.6.   A temperature sensor (T1), (accuracy and precision ± 0,4 kPa), fitted immediately upstream of the volume meter and used to register the pressure difference between the gas mixture and the ambient air;

3.1.3.7.   A pressure gauge (G1), (accuracy and precision ± 0,4 kPa), fitted immediately upstream of the positive displacement pump and used to register the pressure gradient between the gas mixture and the ambient air;

3.1.3.8.   Another pressure gauge (G2), accuracy and precision ± 0,4 kPa), fitted so that the differential pressure between pump inlet and pump outlet can be registered;

3.1.3.9.   Two sampling probes (S1 and S2) for continuous sampling of the dilution air and of the diluted exhaust-gas/air mixture;

3.1.3.10.   A filter (F), to extract solid particles from the flows of gas collected for analysis;

3.1.3.11.   Pumps (P), to collect a constant flow of the dilution air as well as of the diluted exhaust-gas/air mixture during the test;

3.1.3.12.   Flow controllers (N), to ensure a constant uniform flow of the gas samples taken during the course of the test from sampling probes S1 and S2 and flow of the gas samples shall be such that, at the end of each test, the quantity of the samples is sufficient for analysis (approx. 10 litres per minute);

3.1.3.13.   Flow meters (FL), for adjusting and monitoring the constant flow of gas samples during the test;

3.1.3.14.   Quick-acting valves (V), to divert a constant flow of gas samples into the sampling bags or to the outside vent;

3.1.3.15.   Gas-tight, quick-lock coupling elements (Q) between the quick-acting valves and the sampling bags; the coupling shall close automatically on the sampling-bag side; as an alternative, other ways of transporting the samples to the analyser may be used (three-way stopcocks, for instance);

3.1.3.16.   Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air during the test; they shall be of sufficient capacity not to impede the sample flow; the bag material shall be such as to affect neither the measurements themselves nor the chemical composition of the gas samples (for instance: laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons);

3.1.3.17.   A digital counter (C), to register the number of revolutions performed by the positive displacement pump during the test.

3.1.4.   Additional equipment required when testing compression-ignition-engined vehicles

To comply with the requirements of paragraphs 4.3.1.1 and 4.3.2 of Annex 4, the additional components within the dotted lines in Figure 5/3 shall be used when testing compression-ignition-engined vehicles:

—	Fh	is a heated filter,
—	S3	is a hydrocarbon sampling point,
—	Vh	is a heated multi-way valve,
—	Q	is a quick connector to allow the ambient air sample BA to be analysed on the HFID,
—	HFID	is a heated flame ionisation analyser,
—	R and I	are a means of integrating and recording the instantaneous hydrocarbon concentrations,
—	Lh	is a heated sample line.

All heated components shall be maintained at 463 K (190 °C) ± 10 K.

Particulate sampling system:

—	S4	Sampling probe in the dilution tunnel,
—	Fp	Filter unit consisting of two series-mounted filters; switching arrangement for further parallel-mounted pairs of filters,
—	Sampling line,
—	Pumps, flow regulators, flow measuring units.

3.2.   Critical-flow venturi dilution device (CFV-CVS) (Figure 5/4)

3.2.1.   The use of a critical-flow venturi in connection with the CVS sampling procedure 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. As both pressure and temperature are 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.

3.2.2.   Figure 5/4 is a schematic drawing of such a sampling system. Since various configurations can produce accurate results, exact conformity with the drawing is not essential. Additional components such as instruments, valve, solenoids, and switches may be used to provide additional information and co-ordinate the functions of the component system.

The collecting equipment consists of:

3.2.3.1.   A filter (D) for the dilution air, which can be preheated if necessary: the filter shall consist of activated charcoal sandwiched between layers of paper, and shall be used to reduce and stabilise the hydrocarbon background emission of the dilution air;

3.2.3.2.   A mixing chamber (M), in which exhaust gas and air are mixed homogeneously;

3.2.3.3.   A cyclone separator (CS), to extract particles;

3.2.3.4.   Two sampling probes (S1 and S2) for taking samples of the dilution air, as well as of the diluted exhaust gas;

3.2.3.5.   A sampling critical-flow venturi (SV), to take proportional samples of the diluted exhaust gas at sampling probe S2;

3.2.3.6.   A filter (F), to extract solid particles from the gas flows diverted for analysis;

3.2.3.7.   Pumps (P), to collect part of the flow of air and diluted exhaust gas in bags during the test;

3.2.3.8.   A flow controller (N), to ensure a constant flow of the gas samples taken in the course of the test from sampling probe S1; the flow of the gas samples shall be such that, at the end of the test, the quantity of the samples is sufficient for analysis (approx. 10 litres per minute);

3.2.3.9.   A snubber (PS), in the sampling line;

3.2.3.10.   Flow meters (FL), for adjusting and monitoring the flow of gas samples during tests;

3.2.3.11.   Quick-acting solenoid valves (V), to divert a constant flow of gas samples into the sampling bags or the vent;

3.2.3.12.   Gas-tight, quick-lock coupling elements (Q), between the quick-acting valves and the sampling bags; the couplings shall close automatically on the sampling-bag side. As an alternative, other ways of transporting the samples to the analyser may be used (three-way stop-cocks, for instance).

3.2.3.13.   Bags (B) for collecting samples of the diluted exhaust gas and the dilution air during the tests; they shall be of sufficient capacity not to impede the sample flow; the bag material shall be such as to affect neither the measurements themselves nor the chemical composition of the gas samples (for instance: laminated polyethylene/polyamide films, or fluorinated poly-hydrocarbons);

3.2.3.14.   A pressure gauge (G), which shall be precise and accurate to within ± 0,4 kPa;

3.2.3.15.   A temperature sensor (T), which is precise and accurate to within ± 1 K and has a response time of 0,1 seconds to 62 per cent of a temperature change (as measured in silicon oil);

3.2.3.16.   A measuring critical-flow venturi tube (MV), to measure the flow volume of the diluted exhaust gas;

Figure 5/3

Constant volume sampler with positive displacement pump (PDP-CVS)

Figure 5/4

Constant volume sampler with critical-flow venturi (CFV-CVS System)

3.2.3.17.   A blower (BL), of sufficient capacity to handle the total volume of diluted exhaust gas;

The capacity of the CFV-CVS system shall be such that, under all operating conditions which may possibly occur during a test, there will be no condensation of water. This is generally ensured by using a blower whose capacity is:

3.2.3.18.1.   twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or

3.2.3.18.2.   sufficient to ensure that the CO2 concentration in the dilute exhaust sample bag is less than 3 per cent by volume.

3.2.4.   Additional equipment required when testing compression-ignition-engined vehicles

To comply with the requirements of paragraphs 4.3.1.1 and 4.3.2 of Annex 4, the additional components shown within the dotted lines of Figure 5/4 shall be used when testing compression-ignition-engined vehicles.

—	Fh	is a heated filter,
—	S3	is a hydrocarbon sample,
—	Vh	is a heated multi-way valve,
—	Q	is a quick connector to allow the ambient air sample BA to be analysed on the HFID,
—	HFID	is a heated flame ionisation analyser,
—	R and I	are a means of integrating and recording the instantaneous hydrocarbon concentrations,
—	Lh	is a heated sample line.

All heated components shall be maintained at 463 K (190 °C) ± 10 K.

If compensation for varying flow is not possible, then a heat exchanger (H) and temperature control system (Tc) as described in paragraph 3.1.3 of this Appendix will be required to ensure constant flow through the venturi (Mv) and thus proportional flow through S3 particulate sampling system.

—	S4	=	Sampling probe in dilution tunnel,
—	Fp	=	Filter unit, consisting of two series-mounted filters; switching unit for further parallel-mounted pairs of filters,
—	Sampling line,
—	Pumps, flow regulators, flow measuring units.

ANNEX 4

Appendix 6

METHOD OF CALIBRATING THE EQUIPMENT

1.   ESTABLISHMENT OF THE CALIBRATION CURVE

1.1.   Each normally used operating range is calibrated in accordance with the requirements of paragraph 4.3.3. of Annex 4 by the following procedure.

1.2.   The analyser calibration curve is established by at least five calibration points spaced as uniformly as possible. The nominal concentration of the calibration gas of the highest concentration shall be not less than 80 per cent of the full scale.

1.3.   The calibration curve is calculated by the least squares method. If the resulting polynomial degree is greater than 3, the number of calibration points shall be at least equal to this polynomial degree plus 2.

1.4.   The calibration curve shall not differ by more than ± 2 per cent from the nominal value of each calibration gas.

1.5.   Trace of the calibration curve

From the trace of the calibration curve and the calibration points, it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser shall be indicated, particularly:

—	the scale,

—	the sensitivity,

—	the zero point,

—	the date of carrying out the calibration.

1.6.   If it can be shown to the satisfaction of the technical service that alternative technology (e.g. computer, electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.

1.7.   Verification of the calibration

1.7.1.   Each normally used operating range shall be checked prior to each analysis in accordance with the following.

1.7.2.   The calibration shall be checked by using a zero gas and a span gas whose nominal value is within 80-95 per cent of the supposed value to be analysed.

1.7.3.   If, for the two points considered, the value found does not differ by more than ± 5 per cent of the full scale from the theoretical value, the adjustment parameters may be modified. Should this not be the case, a new calibration curve shall be established in accordance with paragraph 1 of this appendix.

1.7.4.   After testing, zero gas and the same span gas are used for re-checking. The analysis is considered acceptable if the difference between the two measuring results is less than 2 per cent.

2.   CHECKING FOR FID HYDROCARBON RESPONSE

2.1.   Detector response optimisation

The FID shall be adjusted, as specified by the instrument manufacturer. Propane in air should be used, to optimise the response, on the most common operating range.

2.2.   Calibration of the HC analyser

The analyser should be calibrated using propane in air and purified synthetic air. See paragraph 4.5.2 of Annex 4 (calibration and span gases).

Establish a calibration curve as described in paragraphs 1.1 to 1.5 of this Appendix.

2.3.   Response factors of different hydrocarbons and recommended limits

The response factor (Rf), for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.

The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of full-scale deflection, for the operating range. The concentration shall be known, to an accuracy of ± 2 per cent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for 24 hours at a temperature between 293 K and 303 K (20 and 30 °C).

Response factors should 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 fuelled vehicles
— Propylene and purified air:	0,90 < Rf < 1,00
— Toluene and purified air:	0,90 < Rf < 1,00

Relative to a response factor (Rf) of 1,00 for propane and purified air.

2.4.   Oxygen interference check and recommended limits

The response factor shall be determined as described in paragraph 2.3 above. The test gas to be used and recommended response factor range is:

Propane and nitrogen:

0,95 < Rf < 1,05

3.   EFFICIENCY TEST OF THE NOx CONVERTER

The efficiency of the converter used for the conversion of NO2 into NO is tested as follows:

Using the test set up as shown in Figure 6/1 and the procedure described below, the efficiency of converters can be tested by means of an ozonator.

3.1.   Calibrate the analyzer in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which shall amount to about 80 per cent of the operating range and the NO2 concentration of the gas mixture shall be less than 5 per cent of the NO concentration). The NOx analyser shall be in the NO mode so that the span gas does not pass through the converter. Record the indicated concentration.

3.2.   Via a T-fitting, oxygen or synthetic air is added continuously to the span gas flow until the concentration indicated is about 10 per cent less than the indicated calibration concentration given in paragraph 3.1 above. Record the indicated concentration (C). The ozonator is kept deactivated throughout this process.

3.3.   The ozonator is now activated to generate enough ozone to bring the NO concentration down to 20 per cent (minimum 10 per cent) of the calibration concentration given in paragraph 3.1 above. Record the indicated concentration (d).

3.4.   The NOx analyser is then switched to the NOx mode, which means that the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the converter. Record the indicated concentration (a).

Figure 6/1

Diagram of NOx converter efficiency devices

3.5.   The ozonator is now deactivated. The mixture of gases described in paragraph 3.2. above passes through the converter into the detector. Record the indicated concentration (b).

3.6.   With the ozonator deactivated, the flow of oxygen or synthetic air is also shut off. The NO2 reading of the analyser shall then be no more than 5 per cent above the figure given in paragraph 3.1 above.

3.7.   The efficiency of the NOx converter is calculated as follows:

3.8.   The efficiency of the converter shall not be less than 95 per cent.

3.9.   The efficiency of the converter shall be tested at least once a week.

4.   CALIBRATION OF THE CVS SYSTEM

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.

4.1.1.   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 paragraphs 4.4.1 and 4.4.2 of Annex 4.

4.1.2.   The following paragraphs 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.

4.2.   Calibration of the positive displacement pump (PDP)

4.2.1.   The following calibration procedure outlines the equipment, the test configuration and the various parameters which are measured to establish the flow-rate of the CVS pump. All the parameters related to the pump are simultaneously measured with the parameters related to the flow-meter which is connected in series with the pump. The calculated flow-rate (given in m3/min. at pump inlet, absolute pressure and temperature) can then be plotted versus a correlation function which is the value of a specific combination of pump parameters. The linear equation which relates the pump flow and the correlation function is then determined. In the event that a CVS has a multiple speed drive, a calibration for each range used shall be performed.

This calibration procedure is based on the measurement of the absolute values of the pump and flow-meter parameters that relate the flow rate at each point. Three conditions shall be maintained to ensure the accuracy and integrity of the calibration curve:

4.2.2.1.   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 headplate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials;

4.2.2.2.   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;

4.2.2.3.   All connections between the flow-meter and the CVS pump shall be free of any leakage.

During an exhaust emission test, the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.

4.2.3.1.   Figure 6/2 of this appendix shows one possible test set-up. Variations are permissible, provided that they are approved by the administration granting the approval as being of comparable accuracy. If the set-up shown in Appendix 5, Figure 5/3, is used, the following data shall be found within the limits of precision given:

— barometric pessure (corrected) (Pb)	± 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 l/min
— elapsed time for period (minimum 250 s) (t)	± 0,1 s

4.2.3.2.   After the system has been connected as shown in Figure 6/2 of this Appendix, set the variable restrictor in the wide-open position and run the CVS pump for 20 minutes before starting the calibration.

4.2.3.3.   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.

4.2.4.   Data analysis

4.2.4.1.   The air flow rate (Qs) at each test point is calculated in standard m3/min. from the flow-meter data using the manufacturer's prescribed method.

4.2.4.2.   The air flow-rate is then converted to pump flow (V0) in m3/rev at absolute pump inlet temperature and pressure.

where:

—	=	V0	=	pump flow rate at Tp and Pp given in m3/rev.,
—	=	Qs	=	air flow at 101,33 kPa and 273,2 K given in m3/min.,
—	=	Tp	=	pump inlet temperature (K),
—	=	Pp	=	absolute pump inlet pressure (kPa),
—	=	n	=	pump speed in min–1.

To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, the correlation function (x0) between the pump speed (n), the pressure differential from pump inlet to pump outlet and the absolute pump outlet pressure is then calculated as follows:

where:

—	=	x0	=	correlation function,
—	=	ΔPp	=	pressure differential from pump inlet to pump outlet (kPa),
—	=	Pe	=	absolute outlet pressure (PPO + Pb) (kPa).

A linear least-square fit is performed to generate the calibration equations which have the formulae:

V0 = D0 – M (x0)

n = A – B (ΔPp)

D0, M, A and B are the slope-intercept constants describing the lines.

Figure 6/2

PDP-CVS calibration configuration

Figure 6/3

CFV-CVS calibration configuration

4.2.4.3.   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.

If the calibration has been performed carefully, the calculated values from the equation will be within 0.5 per cent 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.

Calibration of the critical-flow venturi (CFV)

4.3.1.   Calibration of the CFV is based upon the flow equation for a critical venturi:

where:

—	=	Qs	=	flow,
—	=	Kv	=	calibration coefficient,
—	=	P	=	absolute pressure (kPa),
—	=	T	=	absolute temperature (K).

Gas flow is a function of inlet pressure and temperature.

The calibration procedure described below establishes the value of the calibration coefficient at measured values of pressure, temperature and air flow.

4.3.2.   The manufacturer's recommended procedure shall be followed for calibrating electronic portions of the CFV.

4.3.3.   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 per cent,
— CFV inlet depression (PPI)	± 0,02 kPa,
— temperature at venturi inlet (Tv)	± 0,2 K.

4.3.4.   The equipment shall be set up as shown in figure 3 of this Appendix and checked for leaks. Any leaks between the flow-measuring device and the critical-flow venturi will seriously affect the accuracy of the calibration.

4.3.5.   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.

4.3.6.   The flow restrictor shall be varied and at least eight readings across the critical flow range of the venturi shall be made.

4.3.7.   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 for each test point:

where:

—	=	Qs	=	flow-rate in m3/min at 273,2 K and 101,33 kPa,
—	=	Tv	=	temperature at the venturi inlet (K),
—	=	Pv	=	absolute pressure at the venturi inlet (kPa).

Plot Kv as a function of venturi inlet pressure. For sonic flow, Kv will have a relatively constant value. As pressure decreases (vacuum increases) the venturi becomes unchoked and Kv decreases. The resultant Kv changes are not permissible.

For a minimum of eight points in the critical region, calculate an average Kv and the standard deviation.

If the standard deviation exceeds 0,3 per cent of the average Kv, take corrective action.