ANNEX 1

ESSENTIAL CHARACTERISTICS OF THE INTERNAL COMBUSTION ENGINE AND INFORMATION CONCERNING THE CONDUCT OF TESTS (1)

1.

Description of engine:

1.1.

Make:

1.2.

Type:

1.3.

Working principle: positive-ignition/compression-ignition/four-stroke/two-stroke (2)

1.4.

Bore: ………… mm

1.5.

Stroke: ………… mm

1.6.

Number and layout of cylinders and firing order:

1.7.

Cylinder capacity: ………… cm3

1.8.

Compression ratio (3):

1.9.

Drawings of combustion chamber and piston crown

1.10.

Minimum cross-sectional area of inlet and outlet ports

1.11.

Fuel: leaded petrol/unleaded petrol/diesel oil/LPG/NG (2)

1.12.

Cooling system: liquid/air cooling (2)

1.12.1.

Characteristics of liquid-cooling system Nature of liquid: ………… Circulating pump: Yes/No (2) Characteristics of make(s) and type(s) of the pump: Drive ratio: Thermostat: setting: Radiator: drawing(s) or make(s) and type(s): Relief valve: pressure setting: Fan: characteristics or make(s) and type(s): Fan: drive system: ………… Drive ratio: Fan cowl:

1.12.2.

Characteristics of air-cooling system Blower: characteristics or make(s) and type(s): ………… Drive ratio: ………… Air ducting (standard production): Temperature regulating system: Yes/No (2) Brief description:

1.12.3.

Temperatures permitted by the manufacturer

1.12.3.1.

Liquid cooling: Maximum temperature at engine outlet

1.12.3.2.

Air cooling: : Reference point: Maximum temperature at reference point:

1.12.3.3.

Maximum charge air temperature at intercooler outlet

1.12.3.4.

Fuel temperature: min ………… max

1.12.3.5.

Lubricant temperature: min ………… max

1.13.

Supercharger: Yes/No (2) Description of the system:

1.14.

Intake system Intake manifold: ………… Description: Air filter: ………… Make: ………… Type: Intake silencer: ………… Make: ………… Type:

2.

Additional anti pollution devices (if any, and if not covered by another heading) Description and diagrams

3.

Air intake and fuel feed

3.1.

Description and diagrams of inlet pipes and their accessories (dash-pot, heating device, additional air intakes, etc.):

3.2.

Fuel feed

3.2.1.

By carburettor(s) (2): ………… Number:

3.2.1.1.

Make:

3.2.1.2.

Type:

3.2.1.3.

Adjustments (3)

3.2.1.3.1. Jets	or	Curve of fuel delivery plotted against air flow, and settings required to keep to the curve (2)  (3)
3.2.1.3.2. Venturis
3.2.1.3.3. Float-chamber level
3.2.1.3.4. Mass of float
3.2.1.3.5. Float needle

3.2.1.4.

Manual/automatic choke (2)

3.2.1.5.

Feed pump Pressure (3): ………… or characteristic diagram (3):

3.2.2.

By fuel injection (2): system description Working principle: Intake manifold/direct injection injection prechamber/swirl chamber (2)

3.2.2.1.

Fuel pump:

3.2.2.1.1.

Make:

3.2.2.1.2.

Type:

3.2.2.1.3.

Delivery: mm3 per stroke at a pump speed of rpm (2) (3): or, alternatively, a characteristic diagram (2)  (3): calibration procedure: test bench/engine (2):

3.2.2.1.4.

Injection timing:

3.2.2.1.5

Injection curve:

3.2.2.2.

Injector nozzle:

3.2.2.3.

Governor:

3.2.2.3.1.

Make:

3.2.2.3.2.

Type:

3.2.2.3.3.

Cut-off point under load min-1:

3.2.2.3.4

Maximum speed without load min-1:

3.2.2.3.5.

Idle speed:

3.2.2.4.

Cold start device:

3.2.2.4.1.

Make:

3.2.2.4.2.

Type:

3.2.2.4.3.

System description:

3.2.2.5.

Starting aid:

3.2.2.5.1.

Make:

3.2.2.5.2.

Type:

3.2.2.5.3

System description:

3.2.3.

By LPG fuelling system: Yes/No (2)

3.2.3.1.

Approval number according to Regulation No 67 and documentation:

3.2.3.2.

Electronic Engine Management Control Unit for LPG-fuelling:

3.2.3.3.

Make(s):

3.2.3.4.

Type:

3.2.3.5.

Emission related adjustment possibilities:

3.2.3.6.

Further documentation:

3.2.3.6.1.

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

3.2.3.6.2.

System lay-out (electrical connections, vacuum connections compensation hoses, etc):

3.2.3.6.3.

Drawing of the symbol:

3.2.4.

By NG fuelling system: Yes/No (2)

3.2.4.1.

Approval number according to Regulation No 67:

3.2.4.2.

Electronic Engine Management Control Unit for NG-fuelling:

3.2.4.3.

Make(s):

3.2.4.4.

Type:

3.2.4.5.

Emission-related adjustment possibilities:

3.2.4.6.

Further documentation

3.2.4.6.1.

Description of the safeguarding of the catalyst at switch-over from petrol to NG or back:

3.2.4.6.2.

System lay-out (electrical connections, vacuum connections compensation hoses, etc.):

3.2.4.6.3.

Drawing of the symbol:

4.

Valve timing or equivalent data

4.1.

Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to top dead centre

4.2.

Reference and/or setting ranges (2):

5.

Ignition

5.1.

Ignition system type:

5.1.1.

Make:

5.1.2.

Type:

5.1.3.

Ignition advance curve (3):

5.1.4.

Ignition timing (3):

5.1.5.

Contact-point gap (3) (2)and dwell-angle (3)

6.

Exhaust system Description and diagrams:

7.

Lubrication system

7.1.

Description of system:

7.1.1.

Position of lubricant reservoir:

7.1.2.

Feed system (pump, injection into intake, mixing with fuel, etc.):

7.2.

Lubricating pump (2)

7.2.1.

Make:

7.2.2.

Type:

7.3.

Mixture with fuel (2)

7.3.1.

Percentage

7.4.

Oil cooler: Yes/No (2)

7.4.1.

Drawing(s) or make(s) and type(s)

8.

Electrical equipment Generator/alternator (2): characteristics or make(s) and type(s):

9.

Other auxiliaries fitted on the engine (Enumeration and brief description if necessary):

10.

Additional information on test conditions

10.1.

Sparking plugs

10.1.1.

Make:

10.1.2.

Type:

10.1.3.

Spark-gap setting:

10.2.

Ignition coil

10.2.1

Make:

10.2.2.

Type:

10.3.

Ignition condenser

10.3.1.

Make:

10.3.2.

Type:

10.4.

Radio interference suppression equipment

10.4.1.

Make:

10.4.2.

Type:

11.

Engine performance (declared by manufacturer)

11.1.

Idle rpm (3): ………… min-l

11.2.

Rpm at maximum power (3): ………… min-l

11.3.

Maximum power — kW (according to paragraph 5.3. of this Regulation):

11.4

Rpm at maximum torque (3): ………… min-l

11.5.

Maximum torque (3): ………… Nm.

---

(1)  In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer.

(2)  Specify the tolerance.

(3)  Strike out what does not apply.

ANNEX 2

ESSENTIAL CHARACTERISTICS OF THE ELECTRIC DRIVE TRAIN AND INFORMATION CONCERNING THE CONDUCT OF TESTS

1.   General

1.1.

Make:

1.2.

Type:

1.3.

Drive (1): monomotor/multimotors/(number):

1.4.

Transmission arrangement: parallel/transaxial/others, to precise:

1.5.

Test voltage:

1.6.

Basic motor rotation: ………… min-1

1.7.

Motor crankshaft maximum speed: ………… min-1 (or by default): … reducer/gearbox outlet shaft (1): ………… min-1 gear engaged.

1.8.

Maximum power speed (2) (specified by the manufacturer): ………… min-1

1.9.

Maximum power (specified by the manufacturer): ………… kW

1.10.

Maximum 30 minutes power (specified by the manufacturer): ………… kW

1.11.

Flexible range (where P > 90 per cent of max. power): speed at beginning of the range: ………… min-1 speed at the end of the range: ………… min-1

2.   Motor

2.1.

Working principle

2.1.1.

Direct current (DC)/alternative current (AC) (1) number of phases:

2.1.2.

Excitation/separate/series/compound (1):

2.1.3.

Synchron/asynchron (1):

2.1.4.

Rotor coiled/with permanent magnets/with housing (1)

2.1.5.

Number of poles of the motor:

2.2.

Inertia mass:

3.   Power controller

3.1.

Make:

3.2.

Type:

3.3.

Control principle: vectorial/open loop/closed/other, to be specified:

3.4.

Maximum effective current supplied to the motor (2): ………… A during ………… seconds

3.5.

Voltage range use: ………… V to ………… V

4.   Cooling system:

Motor: liquid/air (1)

Controller: liquid/air (1)

4.1.

Liquid-cooling equipment characteristics

4.1.1.

Nature of the liquid ………… circulating pumps: yes/no (1)

4.1.2.

Characteristics or make(s) and type(s) of the pump:

4.1.3.

Thermostat: setting:

4.1.4.

Radiator: drawing(s) or make(s) and type(s):

4.1.5.

Relief valve: pressure setting:

4.1.6.

Fan: characteristics or make(s) and type(s):

4.1.7.

Fan duct:

4.2.

Air-cooling equipment characteristics

4.2.1.

Blower: characteristics or make(s) and type(s)

4.2.2.

Standard air ducting:

4.2.3.

Temperature regulating system: Yes/No (1)

4.2.4.

Brief description:

4.2.5.

Air filter: ………… make(s): ………… type(s): …………

4.3.

Temperatures admitted by the manufacturer

4.3.1.

Motor outlet: (max.) ………… °C

4.3.2.

Controller inlet: (max) ………… °C

4.3.3.

At motor reference point(s): (max.) ………… °C

4.3.4.

At controller reference point(s): (max.) ………… °C

5.   Insulating category:

6.   International protection (IP)-code:

7.

Lubrication system principle: (1)

:

Bearings: friction/ball Lubricant: grease/oil Seal: Yes/No Circulation: with/without

---

(1)  Strike out what does not apply.

(2)  Specify the tolerance.

ANNEX 3

COMMUNICATION

Text of image

Text of image

ANNEX 4

ARRANGEMENTS OF APPROVAL MARKS

Model A

(see paragraph 4.4 of this Regulation)

The above approval mark affixed to a drive train shows that the drive train type concerned has been approved in the Netherlands (E 4) with regard to the measurement of the net power, pursuant to Regulation No. 85 and under the approval number 002492. The approval number indicates that the approval was granted in accordance with the requirements of Regulation No 85 in its original form.

Model B

(see paragraph 4.5 of this Regulation)

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the Netherlands (E 4) pursuant to Regulations No 85 and No 31 (1). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were granted, Regulation No 85 had not been modified and Regulation No 31 already included the 01 series of amendments.

---

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

ANNEX 5

METHOD FOR MEASURING INTERNAL COMBUSTION ENGINE NET POWER

1.

These provisions apply to the method for representing the power curve at full load of an internal combustion engine as a function of engine 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 gear-box mounted, the efficiency of the gear-box shall be taken into account.

2.3.   Auxiliaries

2.3.1.   Auxiliaries 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 to be removed

Certain vehicle accessories necessary only for operation of the vehicle and which may be mounted on the engine shall be removed for the test. The following non-exhaustive list is given as a sample:

—	air compressor for brakes

—	power steering compressor

—	suspension compressor

—	air-conditioning system.

Where accessories cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured engine power.

Table 1

Auxiliaries to be fitted for the test to determine net power of engine

(‘Standard-production equipment’ means equipment provided by the manufacturer for a particular application)

No	Auxiliaries	Fitted for net power test
1	Intake system
	— Intake manifold
	— Crankcase emission control system	Yes, standard production equipment
	— Air filter	Yes, standard production equipment
	— Intake silencer
	— Speed limiting device	(1a)
2	Induction heating device of intake manifold	Yes, standard production equipment. If possible, to be set in the most favourable position.
3	Exhaust system	Yes, standard production equipment
	— Exhaust purifier — Exhaust manifold — Supercharging device — Connecting pipes (1b) — Silencer (1b) — Tail pipe (1b) — Exhaust brake (2)
4	Fuel supply pump (3)	Yes, standard production equipment
5	Carburettor	Yes, standard production equipment
	— Electronic control system, air flow meter, etc. (if fitted)
	Pressure reducer	Yes, standard production equipment
	Evaporator
	Mixer
6	Fuel injection equipment (petrol and diesel)	Yes, standard production equipment
	— Prefilter — Filter — Pump — High pressure pipe — Injector — Air intake valve if fitted (4) — Electronic control system, air flow meter, etc. if fitted — Governor/control system. — Automatic full-load stop for the control rack depending on atmospheric conditions
7	Liquid cooling equipment
	— Engine bonnet	No
	— Bonnet air outlet
	— Radiator
	— Fan (5)  (6)	Yes, standard production equipment (5)
	— Fan cowl
	— Water pump
	— Thermostat (7)
8	Air cooling
	Cowl	Yes, standard production equipment
	Blower (5)  (6)
	Temperature regulating device	Yes, standard production equipment
9	Electrical equipment	Yes, standard production equipment (8)
10	Supercharging equipment (if fitted)
	— Compressor driven either directly by the engine, and/or by the exhaust gases	Yes, standard production equipment
	— Charge air cooler (9)
	— Coolant pump or fan (engine driven)
	— Coolant flow control devices (if fitted)
11	Auxiliary test bench fan	Yes, if necessary
12	Anti-pollution devices (10)	Yes, standard production equipment

2.3.3.   Compression-ignition engine starting auxiliaries

For the auxiliaries used in starting compression-ignition engines, the two following cases shall be considered:

(a)	electric starting. A generator is fitted and supplies, where necessary, the auxiliaries essential for engine operation;

(b)	starting other than by electrical means. If there are any electrically operated accessories essential for engine operation for which a generator is fitted. Otherwise, it is removed.

In either case, the system for producing and storing the energy necessary for starting is fitted and operates in the unloaded condition.

2.4.   Setting conditions

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

Table 2

Setting conditions

1	Setting of carburettor(s)	In accordance with the manufacturer's production specifications and used without further alteration for the particular application
2	Setting of injection pump delivery system
3	Ignition or injection timing (timing curve)
4	Governor setting
5	Emission control devices

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 (ambient air) shall be measured within 0,15 m upstream of the point of entry to the air cleaner, or, if no air cleaner is used, within 0,15 m of the air inlet horn. The thermometer or thermocouple shall be shielded from radiant heat and placed directly in the air stream. It shall also be shielded from fuel spray-back. A sufficient number of locations shall be used to give a representative average inlet temperature.

3.3.

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

3.4.

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

3.5.

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 % for the brake load.

3.6.

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 K 20 of the maximum value specified by the manufacturer in the reference conditions.

3.7.

The fuel temperature shall be measured at the inlet to the carburettor or at the fuel injection system and maintained within the limits established by the engine manufacturer.

3.8.

The temperature of the lubricating oil measured in the oil pump or within the oil sump or at the outlet from the oil cooler, if fitted, shall be maintained within the limits specified in paragraphs 3.6., 3.7. and 3.8. of this Annex.

3.9.

An auxiliary regulating system may be used if necessary to maintain the temperatures within the limits specified in paragraphs 3.6, 3.7 and 3.8 of this Annex.

4.   ACCURACY OF MEASUREMENTS

4.1.

Torque: ± 1 % 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 % of measured torque.

4.2.

Engine speed: 0,5 % of measured speed.

4.3.

Fuel consumption: ± 1 % of measured consumption.

4.4.

Fuel temperature: ± 2 K.

4.5.

Engine inlet air temperature: ± 1 K.

4.6.

Barometric pressure: ± 100 Pa.

4.7.

Pressure in intake-duct: ± 50 Pa

4.8.

Pressure in exhaust duct: ± 200 Pa

5.   POWER CORRECTION FACTORS

5.1.   Definition

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

where Po = α · P

Po is the corrected power (i.e. power under reference atmospheric conditions)

α is the correction factor (αa or αd)

P is the measured power (test power)

5.2.   Reference atmospheric conditions

5.2.1.

Temperature (To): 298 K (25 °C)

5.2.2.

Dry pressure (Pso): 99 kPa Note: 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:

5.3.1.

Temperature (T) For positive-ignition engines 288 K ≤ T ≤ 308 K For diesel engines 283 K ≤ T ≤ 313 K

5.3.2.

Pressure (Ps) 80 kPa ≤ Ps ≤ 110 kPa

5.4.   Determination of correction factor αa and αd (1)

5.4.1.

Naturally aspirated or pressure-charged positive-ignition engine factor αa The correction factor αa is obtained by applying the formula:  (2) where: Ps is the total dry atmospheric pressure in kilopascals (kPa); that is to say, the total barometric pressure minus water vapour pressure T is the absolute temperature in kelvins (K) of the air drawn in by the engine. Conditions to be complied with in the laboratory For a test to be valid, the correction factor 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.

5.4.2.   Diesel engines — Factor αd

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

where αd = (fa) fm

fa is the atmospheric factor

fm is the characteristic parameter for each type of engine and adjustment

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 supercharged engines

5.4.2.1.2.

Turbocharged engines with or without cooling of inlet air

5.4.2.2.   Engine factor fm

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

fm = 0,036 qc - 1,14

where: qc = q/r

where:

q is the fuel flow in milligram per cycle per litre of total swept volume (mg/(l. cycle))

r is the pressure ratio of compressor outlet and compressor inlet (r = 1 for naturally aspirated engines)

This formula is valid for a value interval of qc included between 40 mg/(l. cycle) and 65 mg/(l. cycle).

For qc values lower than 40 mg/(l. cycle), a constant value of fm equal to 0,3 (fm = 0,3) 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 factor αd must be such that 0,9 ≤ αd ≤ 1,1.

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.

---

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

where there is a risk of an appreciable effect on the engine power;

in the case of two-stroke and positive-ignition engines;

when the manufacturer requests that this should be done.

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 limit specified by the manufacturer for a clean air filter.

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

where there is a risk of an appreciable effect on the engine power;

in the case of two-stroke and positive-ignition engines;

when the manufacturer requests that this should be done.

In other cases, an equivalent system may be installed provided the pressure measured at the exit of the engine exhaust system does not differ by more than 1 000 Pa from that specified by the manufacturer.

The exit from the engine exhaust system is defined as a point 150 mm downstream from the termination of the part of the exhaust system mounted on the engine.

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

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

(4)  The air intake valve is the control valve for the pneumatic governor of the injection pump. The governor of the fuel injection equipment may contain other devices which may affect the amount of injected fuel.

(5)  The radiator, the fan, the fan cowl, the water pump and the thermostat shall be located on the test bench in the same relative positions as on the vehicle. The cooling liquid circulation shall be operated by the engine water pump only.

Cooling of the liquid may be produced either by the engine radiator or by an external circuit, provided 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. The radiator shutter, if incorporated, shall be in the open position.

Where the fan, radiator and cowl system cannot conveniently be fitted to the engine, the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl (if used), must be determined at the speeds corresponding to the engine speeds used for measurement of the engine power either by calculation from standard characteristics or by practical tests. This power, corrected to the standard atmospheric conditions defined in paragraph 6.2, should be deducted from the corrected power.

(6)  Where a disconnectable or progressive fan or blower is incorporated, the test shall be made with the disconnectable fan (or blower) disconnected or with the progressive fan or blower running at maximum slip.

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

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

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

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

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

(2)  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 6

METHOD FOR MEASURING NET POWER AND THE MAXIMUM 30 MINUTES POWER OF ELECTRIC DRIVE TRAINS

1.

These requirements apply for measuring the maximum net power and the maximum 30 minutes power of electric drive trains used for propelling pure electric road vehicles.

2.   TEST CONDITIONS

2.1.

The drive train shall have been run-in according to the manufacturer's recommendations.

2.2.

If the power measurement can be carried out only on a drive train with the gear-box or a reducer mounted, the efficiency shall be taken into account.

2.3.   Auxiliaries

2.3.1.   Auxiliaries to be fitted

During the test, the auxiliaries necessary for the drive train operation in the intended application (as listed in Table 1 of this Annex) shall be installed in the same position as in the vehicle.

2.3.2.   Auxiliaries to be removed

The auxiliaries necessary for the proper operation of the vehicle, and which may be mounted on the motor shall be removed when performing the test. The following non-exhaustive list is given as an example:

—	Air compressor for brakes

—	Power steering compressor

—	Suspension system compressor

—	Air conditioner system, etc.

—	Where accessories cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured power.

Table 1

Auxiliaries to be fitted for the test to determine net power and the maximum 30 minutes power of electric drive trains

(‘Standard-production equipment’ means equipment provided by the manufacturer for a particular application).

No	Auxiliaries	Fitted for net power and the maximum 30 minutes power test
1	DC voltage source	Voltage drop during test less than 5 %
2	Speed variator and control device	Yes: Standard-production equipment
3	LIQUID COOLING
	Motor bonnet	No
	Bonnet outlet
	Radiator (1)  (2)	Yes: Standard-production equipment
	Fan
	Fan cowl
	Pump
	Thermostat (3)
	AIR COOLING	Yes: Standard-production equipment
	Air filter
	Cowl
	Blower
	Temperature adjustment system
4	Electric equipment	Yes: Standard-production equipment
5	Bench test auxiliary fan	Yes, if necessary

2.4.   Setting conditions

The setting conditions shall conform to the manufacturer's specifications for the production motor and be used without further alteration for the particular application.

2.5.   Data to be recorded

2.5.1.

The test for determining the net power shall be carried out with the accelerator control set at the maximum position.

2.5.2.

The motor must have been run in in accordance with the recommendations of the applicant for the approval.

2.5.3.

Torque and speed data shall be recorded simultaneously.

2.5.4.

If needed, the cooling liquid temperature recorded at the motor outlet must be maintained at ± 5 K of the thermostat temperature setting specified by the manufacturer. For air cooling drive trains, the temperature at a point indicated by the manufacturer shall be kept within + 0/- 20 K of the maximum value specified by the manufacturer.

2.5.5.

The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil temperature exchanger (if any) shall be maintained within the limits prescribed by the manufacturer.

2.5.6.

An auxiliary regulating system may be used, if necessary, to maintain the temperature within the limits specified in paragraphs 2.5.4 and 2.5.5.

3.   ACCURACY OF MEASUREMENTS

3.1.

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 % of measured torque.

3.2.

Motor speed: 0,5 % of measured speed.

3.3.

Motor inlet air temperature: ± 2K.

---

(1)  The radiator, the fan, the fan cowl, the water pump and the thermostat shall be located on the test bench in the same relative position as on the vehicle. The cooling-liquid circulation shall be activated by the drive train water pump only.

Cooling of the liquid may be produced either by the drive train radiator, or by an external circuit, provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the drive train cooling system. The radiator shutter, if any, shall be in the open position.

Where the fan, radiator and fan cowl cannot conveniently be fitted for the bench test, the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl (if used) shall be determined at the speed corresponding to the motor speeds used for measurement of the motor power either by calculation from standard characteristics or by practical tests. This power, corrected to the standard atmospheric conditions, should be deducted from the correct power.

(2)  Where a disconnectable or progressive fan or blower is incorporated, the test should be carried out with the disconnectable fan (or blower) disconnected or at maximum slip condition.

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

ANNEX 7

CHECKS ON CONFORMITY OF PRODUCTION

1.   GENERAL

These requirements are consistent with tests to be held to check conformity of production, according to paragraph 6.3.6.

2.   TEST PROCEDURES

The methods of testing and measuring instruments shall be those described in Annexes 5 or 6 to this Regulation.

3.   COLLECTION OF SAMPLES

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

4.   MEASUREMENT CRITERIA

4.1.   Net power of internal combustion engine

During the tests to verify conformity of production, the power shall be measured at two engine speeds S1 and S2, corresponding respectively to the measurement points of maximum power and maximum torque accepted for type approval. At these two engine speeds, which are subject to a tolerance of ± 5 %, the net power measured at least one point within the ranges S1 ± 5 % and S2 ± 5 % shall not differ by more than ± 5 % from the approval figure.

4.2.   Net power and maximum 30 minutes power of electric drive trains

During the tests to verify conformity of production the power shall be measured at motor speed S1 corresponding to the measurement point of maximum power accepted for type approval. At this speed, the net power shall not differ by more than ± 5 % from the approval figure.

5.   EVALUATION OF RESULTS

5.1.

If the net power and the maximum 30 minutes power of the drive train tested pursuant to paragraph 2 fulfils the requirement of paragraph 4, the production is considered to conform to the type approval.

5.2.

If the requirements of paragraph 4 are not fulfilled, two more drive trains are tested in the same way.

5.3.

If the net power figure or the maximum 30 minutes power of the second and/or third drive train of paragraph 5.2 does not fulfil the requirements of paragraph 4 above, the production shall be considered not to conform to the requirements of this Regulation and the provisions of paragraph 7.1 shall be put into effect.

ANNEX 8

1.   TECHNICAL DATA OF THE LPG REFERENCE FUELS

		Fuel A	Fuel B	Test method
Composition:				ISO 7941
C3	% vol.	30 ± 2	85 ± 2
C4	% vol.	balance	balance
<C3, >C4	% vol.	max. 2 %	max. 2 %
Olefines	% vol.	9 ± 3	12 ± 3
Evaporative residue	ppm	max. 50	max. 50	NFM 41-015
Water content		none	none	visual inspect.
Sulphur content	ppm mass (*1)	max. 50	Max. 50	EN 24260
Hydrogen sulphide		none	None
Copper corrosion	rating	Class 1	Class 1	ISO 625 1 (*2)
Odour		characteristic	characteristic
MON		Min. 89	Min. 89	EN 589 Annex B

2.   TECHNICAL DATA OF NG REFERENCE FUELS

		G20	G23	G25
Composition:
CH4	% vol.	100	92,5	86
N2	% vol.	0	7,5	14
Wobbe index (*3)	MJ/m3	53,6 ± 2 %	48,2 ± 2 %	43,9 ± 2 %

---

(*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)  Based on the gross calorific value and calculated for 0 °C.

The constituting gases of the mixtures shall have at least the following purities:

N2	:	99 %
CH4	:	95 % with a total content of hydrogen, carbon monoxide and oxygen below 1 % and a total content of nitrogen and carbon dioxide below 2 %.

The Wobbe index is the ratio of the calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

with Hgas = calorific value of the fuel in MJ/m3 at 0 °C

air= density of air at 0 °C

gas= density of fuel at 0 °C

The Wobbe index is said to be gross or net according to whether the calorific value uses is the gross or net calorific value.