ANNEX 1

Essential characteristics of the internal combustion engine and general information concerning the conduct of tests

Parent engine/engine type (1): …

1.   General

1.1.   Make (name of undertaking): …

1.2.   Type and commercial description of the parent — and (if applicable) of the family engine(s) (2) …

1.3.   Manufacturer's type coding as marked on the engine(s) (2): …

1.4.   Specification of machinery to be propelled by the engine (2): …

1.5.   Name and address of manufacturer: …

1.6.   Name and address of manufacturer's authorised representative (if any): …

1.7.   Location, coding and method of affixing of the engine identification: …

1.8.   Location and method of affixing of the approval mark: …

1.9.   Address(es) of assembly plant(s): …

2.   Attachments

2.1.   Essential characteristics of the parent engine(s) (see Appendix 1) …

2.2.   Essential characteristics of the engine family (see Appendix 2) …

2.3.   Essential characteristics of engine types within the family (see Appendix 3) …

3.   Characteristics of engine-related parts of the mobile machinery (if applicable) …

4.   Photographs of the parent engine …

5.   List of further attachments:

(1)  Strike out what does not apply.

(2)  List the types and models.

ANNEX 2

ANNEX 3

ARRANGEMENTS OF APPROVAL MARKS

MODEL A

(see paragraph 4.4 of this Regulation)

The above approval mark affixed to an engine shows that the engine type concerned has been approved in the Netherlands (E4) with regard to the measurement of the net power, pursuant to Regulation No 120 and under the approval number 012492. The approval number indicates that the approval was granted in accordance with the requirements of Regulation No 120 as amended by the 01 series of amendments.

MODEL B

(see paragraph 4.5 of this Regulation)

The above approval mark affixed to an engine shows that the engine type concerned has been approved in the Netherlands (E4) pursuant to Regulations No 120 and 96 (1). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were granted, Regulation No 120 was amended by the 01 series of amendments, and Regulation No 96 already included the 02 series of amendments.

(1)  The second number is given merely as an example.

ANNEX 4

METHOD FOR MEASURING INTERNAL COMBUSTION ENGINE NET POWER

1.   These provisions apply to the method for determining the power curve at full load of an internal combustion engine operated under intermittent speed as a function of engine speed and the rated speed and rated net power of an internal combustion engine under constant speed.

2.   TEST CONDITIONS

2.1.   The engine shall have been run-in according to the manufacturer's recommendations.

2.2.   If the power measurement can be carried out only on an engine with the gearbox mounted, the efficiency of the gearbox shall be taken into account.

2.3.   Auxiliaries and equipment

2.3.1.   Auxiliaries and equipment to be fitted

During the test, the auxiliaries necessary for the engine operation in the intended application (as listed in Table 1) shall be installed on the test bench as far as possible in the same position as in the intended application.

2.3.2.   Auxiliaries and equipment to be removed

Certain auxiliaries whose definition is linked with the operation of the machine and which may be mounted on the engine shall be removed for the test. The following non-exhaustive list is given as a sample:

Where auxiliaries cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured engine power (see note h of Table 1). If this value is greater than 3 per cent of the maximum power at the test speed it may verified by the test authority.

Table 1

Equipment and auxiliaries to be installed for the test to determine engine power

2.4.   Setting conditions

The setting conditions for the test to determine the net power are indicated in Table 2.

Table 2

Setting conditions

3.   DATA TO BE RECORDED

3.1.   Data to be recorded are those indicated in paragraph 4 of the appendix to this annex. Performance data shall be obtained under stabilised operating conditions with an adequate fresh air supply to the engine. Combustion chambers may contain deposits, but in limited quantity. Test conditions, such as inlet air temperature, shall be selected as near to reference conditions (see paragraph 5.2 of this annex) as possible in order to minimise the magnitude of the correction factor.

3.2.   The temperature of the inlet air to the engine shall be measured within the inlet ductwork. The inlet depression measurement shall be made at the same point. The thermometer or thermocouple shall be shielded from fuel spray-back and radiant heat and located directly in the air stream. A sufficient number of locations shall be used to give a representative average of the inlet temperature.

3.3.   The inlet depression shall be measured downstream of the entry ducts, air filter, inlet silencer or speed-limiting device (if fitted).

3.4.   The absolute pressure at the entry to the engine downstream of the compressor and heat exchanger, if fitted, shall be measured in the inlet manifold and at any other point where pressure has to be measured to calculate correction factors.

3.5.   The exhaust back pressure shall be measured at a point at least three pipe diameters downstream from the outlet flange(s) of the exhaust manifold(s) and downstream at the turbocharger(s), if fitted. The location shall be specified.

3.6.   No data shall be taken until torque, speed and temperatures have been maintained substantially constant for at least one minute.

3.7.   The engine speed during a run or reading shall not deviate from the selected speed by more than ± 1 per cent or ± 10 min, whichever is greater.

3.8.   Observed brake load, fuel consumption and inlet air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values which do not vary more than 2 per cent for the brake load.

3.9.   The temperature of the coolant at the outlet from the engine shall be kept at the value specified by the manufacturer.

If no temperature is specified by the manufacturer, the temperature shall be 353 K ± 5 K. For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept within + 0/– 20 K of the maximum value specified by the manufacturer in the reference conditions.

3.10.   For C.I. engines, the fuel temperature shall be measured at the inlet of the fuel injection pump and maintained within 306-316 K (33-43 °C) for positive-ignition engines the fuel temperature shall be measured as near as possible to the inlet of the carburettor or assembly of fuel injectors and maintained within 293-303 K (20-30 °C).

3.11.   The temperature of the lubricating oil measured in the oil pump or at the outlet from the coil cooler, if fitted, shall be maintained within the limits established by the engine manufacturer.

3.12.   An auxiliary regulating system may be used if necessary to maintain the temperatures within the limits specified in paragraphs 3.9, 3.10 and 3.11 above of this annex.

4.   ACCURACY OF MEASUREMENTS

4.1.   Torque: ± 1 per cent of measured torque. The torque measuring system shall be calibrated to take friction losses into account. The accuracy in the lower half of the measuring range of the dynamometer bench may be ± 2 per cent of measured torque.

4.2.   Engine speed: 0,5 per cent of measured speed.

4.3.   Fuel consumption: ± 1 per cent of measured consumption.

4.4.   Fuel temperature: ± 2 K.

4.5.   Engine inlet air temperature: ± 2 K.

4.6.   Barometric pressure: ± 100 Pa.

4.7.   Depression in inlet system: ± 50 Pa.

4.8.   Back-pressure in exhaust system: ± 200 Pa.

5.   POWER CORRECTION FACTORS

5.1.   Definition

The power correction factor is the coefficient to determine the engine power under the reference atmospheric conditions specified in 5.2 below.

Po = α P

where:

5.2.   Reference atmospheric conditions

5.2.1.   Temperature (To): 298 K (25 °C)

5.2.2.   Dry pressure (Pso): 99 kPa

The dry pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.

5.3.   Test atmospheric conditions

The atmospheric conditions during the test shall be the following:

5.4.   Determination of correction factor αa and αd  (12)

5.4.1.   Naturally aspirated or pressure-charged positive-ignition engine

The correction factor αa is obtained by applying the formula:

where:

Conditions to be complied with in the laboratory

For a test to be valid, the correction factor must be such that

0,93 < αa < 1,07

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) precisely stated in the test report.

5.4.2.   Compression-ignition engines — factor αd

The power correction factor (αd) for compression-ignition engines at constant fuel rate is obtained by applying the formula:

αd = (fa)fm

where:

5.4.2.1.   Atmospheric factor fa

This factor indicates the effects of environmental conditions (pressure, temperature and humidity) on the air drawn in by the engine. The atmospheric factor formula differs according to the type of engine.

5.4.2.1.1.   Naturally aspirated and mechanically pressure charged engines

5.4.2.1.2.   Turbocharged engines with or without charge air cooling

5.4.2.2.   Engine factor fm

fm is a function of qc (fuel flow corrected) as follows:

Where:

This formula is valid for a value interval of qc included between 37,2 mg/(l.cycle) and 65 mg/(l.cycle).

For qc values lower than 37,2 mg/(l.cycle), a constant value of fm equal to 0,2 (fm = 0,2) will be taken.

For qc values higher than 65 mg/(l.cycle), a constant value of fm equal to 1,2 (fm = 1,2) will be taken (see figure):

5.4.2.3.   Conditions to be complied with in the laboratory

For a test to be valid, the correction factors αa must be such that

0,93 ≤ αa ≤ 1,07

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) precisely stated in the test report.

(1)  The complete inlet system shall be fitted as provided for the intended application:

In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the upper limit specified by the manufacturer for a clean air filter.

(2)  The compete exhaust system shall be fitted as provided for the intended application:

In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa from the upper limit specified by the manufacturer.

(3)  If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position.

(4)  The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application (particularly when a ‘fuel return’ system is used).

(5)  The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an external circuit, such that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system.

(6)  The thermostat may be fixed in the fully open position.

(7)  When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for engines where such auxiliaries are an integral part of the engine (i.e.: cooling fans of air cooled engines directly fitted on the crankshaft). The fan or blower power shall be determined at the speeds used for the test either by calculation from standard characteristics or by practical tests.

(8)  Minimum power of the generator: the electrical power of the generator shall be limited to that necessary for operation of auxiliaries which are indispensable for engine operation. If the connection of a battery is necessary, a fully charged battery in good condition shall be used.

(9)  Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or air-cooled, but if the manufacturer prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the test bench system as those specified by the manufacturer.

(10)  These may include, for example, exhaust-gas recirculation (EGR system), catalytic converter, thermal reactor, secondary air-supply system and fuel evaporation protecting system.

(11)  The power for electrical or other starting systems shall be provided from the test bed.

(12)  The tests may be carried out in air-conditioned test rooms where the atmospheric conditions may be controlled.

In the case of engines fitted with automatic air temperature control, if the device is such that at full load at 25 °C no heated air is added, the test shall be carried out with the device fully closed. If the device is still operating at 25 °C then the test is made with the device operating normally and the exponent of the temperature term in the correction factor shall be taken as zero (no temperature correction).

ANNEX 5

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

1.   GENERAL

An engine family is characterised by design parameters. These shall be common to all engines within the family. The engine manufacturer may decide which engines belong to an engine family, as long as the membership criteria listed in paragraph 3.1 are respected. The engine family shall be approved by the Type Approval Authority. Since the choice of the engine family has significant implications on the engine exhaust emissions, paragraph 2.1 reports additional information (03 series of amendments to Regulation No 96), useful for the manufacturer and the Type Approval Authority when evaluating the engine family and choosing the parent engine.

2.   SPECIAL CASES

2.1.   Interactions between parameters

In some cases there may be interaction between parameters, which may cause emissions to change. This shall be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within the same engine family. These cases shall be identified by the manufacturer and notified to the Type Approval Authority. It shall then be taken into account as a criterion for creating a new engine family.

2.2.   Devices or features having a strong influence on emissions

In case of devices or features, which are not listed in paragraph 3.1 and which have a strong influence on the level of emissions, this equipment shall be identified by the manufacturer using good engineering judgment, and shall be notified to the Type Approval Authority. It shall then be taken into account as a criterion for creating a new engine family.

2.3.   Additional criteria

In addition to the parameters listed in paragraph 3.1, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of emissions.

3.   PARAMETERS DEFINING THE ENGINE FAMILY

3.1.   Combustion cycle:

3.2.   Fuel type:

3.3.   Configuration of the cylinders

3.3.1.   Position of the cylinders in the block:

3.3.2.   Relative position of the cylinders

Engines with the same block may belong to the same family as long as their bore centre-to-centre dimensions are the same.

3.4.   Main cooling medium:

3.5.   Individual cylinder displacement

Within 85 per cent and 100 per cent for engines with a unit cylinder displacement ≥ 0,75 dm3 of the largest displacement within the engine family.

Within 70 per cent and 100 per cent for engines with a unit cylinder displacement < 0,75 dm3 of the largest displacement within the engine family.

3.6.   Method of air aspiration:

3.7.   Combustion chamber type/design:

3.8.   Valves and porting:

3.9.   Fuel supply type

3.9.1.   For compression ignition engines:

3.9.2.   For positive ignition engines:

3.10.   Miscellaneous devices:

3.11.   Electronic control strategy

The presence or absence of an Electronic Control Unit (ECU) on the engine is regarded as a basic parameter of the family.

In the case of electronically controlled engines, the manufacturer shall present the technical elements explaining the grouping of these engines in the same family, i.e. the reasons why these engines can be expected to satisfy the same emission requirements.

The electronic governing of speed does not need to be in a different family from those with mechanical governing. The need to separate electronic engines from mechanical engines should only apply to the fuel injection characteristics, such as timing, pressure, rate shape, etc.

3.12.   Exhaust after-treatment systems

The function and combination of the following devices are regarded as membership criteria for an engine family:

When an engine has been certified without an after-treatment system, whether as a parent engine or as a member of the family, then this engine, when equipped with an oxidation catalyst (not with particulate trap), may be included in the same engine family, if it does not require different fuel characteristics.

If it requires specific fuel characteristics (e.g. particulate traps requiring special fuel additives to ensure the regeneration process), the decision to include it in the same family shall be based on technical elements provided by the manufacturer. These elements shall indicate that the expected emission level of the equipped engine complies with the same limit value as the non-equipped engine.

When an engine has been certified with an after-treatment system, whether as a parent engine or as a member of a family, where the parent engine is equipped with the same after-treatment system, then this engine, when equipped without an after-treatment system, shall not be added to the same engine family.

ANNEX 6

CHECKS ON CONFORMITY OF PRODUCTION

1.   GENERAL

These requirements are consistent with tests to be held to check conformity of production (COP), according to paragraph 6.2 of this Regulation.

2.   TEST PROCEDURES

The methods of testing and measuring instruments shall be those described in Annex 4 to this Regulation.

3.   COLLECTION OF SAMPLES

3.1.   Case of an engine type

One engine has to be chosen. If after the test of paragraph 5.1 below, the engine is not considered as conforming to the requirements of this Regulation, two more engines have to be tested.

3.2.   Case of a family of engines

In case of an approval granted to a family of engines the COP shall be run on one member of the family, which is not the parent engine. In case of failure of the COP test, the two more engines shall be of the same member type.

4.   MEASUREMENT CRITERIA

4.1.   Net power and specific fuel consumption of internal combustion engine

Measurements shall be taken at a sufficient number of engine speeds to define correctly the power, torque and specific fuel consumption curves between the lowest and the highest engine speeds recommended by the manufacturer as defined in paragraphs 2.9 and 2.11 of this Regulation.

The corrected values measured for the engine sampled shall not differ by more than the values indicated in the table below and ± 10 per cent for the specific fuel consumption.

5.   EVALUATION OF RESULTS

If the net power and fuel consumption figures of the second and/or third engine of paragraph 3 do not fulfil the requirements of paragraph 4 above, the production shall be considered not to conform to the requirements of this Regulation and the provision of paragraph 7 of this Regulation shall be put into effect.

ANNEX 7

TECHNICAL DATA OF REFERENCE FUELS

1.   Technical data of the LPG reference fuels

2.   Technical data of NG reference fuels

European market fuels are available in two ranges:

The characteristics of GR, G23 and G25 reference fuels are summarised below:

3.   Reference fuel for positive-ignition engines

4.   Reference fuel for compression-ignition engines (1)

Table 1  (12)  (22)

Agricultural and forestry tractors and non-road mobile machinery reference fuel for CI engines type approved to meet limit values of power bands D to G

Table 2

Agricultural and forestry tractors and non-road mobile machinery reference fuel for CI engines type approved to meet limit values of power bands H to K

Table 3

Agricultural and forestry tractors and non-road mobile machinery reference fuel for CI engines type approved to meet limit values of power bands L to R

(1)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa

(2)  This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals, which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited

(3)  Inerts +C2+

(4)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

(5)  Inerts (different from N2) +C2/C2+

(6)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

(7)  Inerts (different from N2) +C2 +C2+

(8)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

(9)  The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum — products Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(10)  The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.

(11)  The actual sulphur content of the fuel used shall be reported.

(12)  If it is required to calculate thermal efficiency of an engine or vehicle, the calorific value of the fuel can be calculated from:

Specific energy (calorific value) (net) MJ/kg = (46,423 – 8,792 * d2 + 3,17 * d) * (1 – (x + y + s)) + 9,42 * s – 2,499 * x

where:

(13)  The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Defining a basis for petroleum produce quality disputes’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.

(14)  The figures quoted show the evaporated quantities (percentage recovered + percentage loss).

(15)  The range of cetane is not in accordance with the requirement of a minimum range of 4R. However, in cases of dispute between fuel supplier and fuel user, the terms in ISO 4259 can be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations.

(16)  Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.

(17)  This fuel should be based straight run and cracked hydrocarbon distillate components only; desulphurisation is allowed. It shall not contain any metallic additives or cetane improver additives.

(18)  Lower values are permitted, in which case the cetane number of the reference fuel used is to be reported.

(19)  Higher values are permitted, in which case the sulphur content of the reference fuel used is to be reported.

(20)  To be kept under constant review in the light of trends in the markets. For the purpose of the initial approval of an engine with no exhaust gas after treatment on request of the applicant a 0,050 per cent mass sulphur minimum is permissible, in which case the measured particulate level shall be corrected upward to the average value that is nominally specified for fuel sulphur content (0,150 per cent mass) per the equation below:

PTadj = PT + [SFC * 0,0917 * (NSLF – FSF)]

where:

Equation for the calculation of the weighted specific fuel consumption:

where:

Pi = Pm,i + PAE,i

For the purpose of conformity of production assessments in accordance with paragraph 6 of this Regulation the requirements shall be met using reference fuel with a sulphur content which complies with the minimum/maximum level of 0,1/0,2 per cent mass.

(21)  Higher values are permitted up to 855 kg/m3, in which case the density of the reference fuel used is to be reported. For the purpose of conformity of production assessments in accordance with paragraph 6 of this Regulation, the requirements shall be met using reference fuel which complies with the minimum/maximum level of 835/845 kg/m3.

(22)  All fuel characteristics and limit values are to be kept under review in light of trends in the markets.

(23)  To be replaced by EN/ISO 6245 with effect of the date of implementation.

(24)  The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.

(25)  The range for the cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

(26)  The actual sulphur content of the fuel used for the test shall be reported.

(27)  Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier on storage conditions and shelf life.

(28)  The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.

(29)  The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

(30)  The actual sulphur content of the fuel used for the Type I test shall be reported.

(31)  Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.