Directive 97/68/EC of the European Parliament and of the Council of 16 December 1997 on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery
Modified by
- Commission Directive 2001/63/ECof 17 August 2001adapting to technical progress Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery, 32001L0063, August 23, 2001
- Directive 2002/88/EC of the European Parliament and of the Councilof 9 December 2002amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery, 32002L0088, February 11, 2003
- Actconcerning the conditions of accession of the Czech Republic, the Republic of Estonia, the Republic of Cyprus, the Republic of Latvia, the Republic of Lithuania, the Republic of Hungary, the Republic of Malta, the Republic of Poland, the Republic of Slovenia and the Slovak Republic and the adjustments to the Treaties on which the European Union is founded, 12003T, September 23, 2003
- Directive 2004/26/EC of the European Parliament and of the Councilof 21 April 2004amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery(Text with EEA relevance)Corrigendum to Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery(Official Journal of the European Union L 146 of 30 April 2004), 32004L002632004L0026R(01), April 30, 2004
- Council Directive 2006/105/ECof 20 November 2006adapting Directives 73/239/EEC, 74/557/EEC and 2002/83/EC in the field of environment, by reason of the accession of Bulgaria and Romania, 32006L0105, December 20, 2006
- Regulation (EC) No 596/2009 of the European Parliament and of the Councilof 18 June 2009adapting a number of instruments subject to the procedure referred to in Article 251 of the Treaty to Council Decision 1999/468/EC with regard to the regulatory procedure with scrutinyAdaptation to the regulatory procedure with scrutiny — Part Four, 32009R0596, July 18, 2009
- Commission Directive 2010/26/EUof 31 March 2010amending Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery(Text with EEA relevance), 32010L0026, April 1, 2010
- Directive 2011/88/EU of the European Parliament and of the Councilof 16 November 2011amending Directive 97/68/EC as regards the provisions for engines placed on the market under the flexibility scheme(Text with EEA relevance), 32011L0088, November 23, 2011
- Commission Directive 2012/46/EUof 6 December 2012amending Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery(Text with EEA relevance), 32012L0046, December 21, 2012
- Regulation (EU) 2016/1628 of the European Parliament and of the Councilof 14 September 2016on requirements relating to gaseous and particulate pollutant emission limits and type-approval for internal combustion engines for non-road mobile machinery, amending Regulations (EU) No 1024/2012 and (EU) No 167/2013, and amending and repealing Directive 97/68/EC(Text with EEA relevance), 32016R1628, September 16, 2016
Corrected by
- Corrigendum to Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery, 32004L0026R(01), June 25, 2004
non-road mobile machinery shall mean any mobile machine, transportable industrial equipment or vehicle with or without body work, not intended for the use of passenger- or goods-transport on the road, in which an internal combustion engine as specified in Annex I section 1 is installed,type-approval shall mean the procedure whereby a Member State certifies that an internal combustion engine type or engine family with regard to the level of emission of gaseous and particulate pollutants by the engine(s), satisfies the relevant technical requirements of this Directive,engine type shall mean a category of engines which do not differ in such essential engine characteristics as specified in Annex II, Appendix 1,engine family shall mean a manufacturer's grouping of engines which, through their design, are expected to have similar exhaust emission characteristics and which comply with the requirements of this Directive,parent engine shall mean an engine selected from an engine family in such a way that it complies with the requirements set out in sections 6 and 7 of Annex I,engine power output shall mean net power as specified in section 2.4 of Annex I,engine production date shall mean the date when the engine passes the final check after it has left the production line. At this stage the engine is ready to be delivered or to be put on stock,placing on the market shall mean the action of making an engine available for the first time on the market, for payment or free of charge, with a view to distribution and/or use in the Community,manufacturer shall mean the person or body who is responsible to the approval authority for all aspects of the type-approval process and for ensuring conformity of production. It is not essential that the person or body is directly involved in all stages of the construction of the engine,approval authority shall mean a Member State's competent authority or authorities responsible for all aspects of type-approval of an engine or of an engine family, for issuing and withdrawing approval certificates, for serving as the contact point with the approval authorities of the other Member States, and for verifying the manufacturer's conformity of production arrangements,technical service shall mean the organization(s) or body(ies) that has(have) been appointed as a testing laboratory to carry out tests or inspections on behalf of the approval authority of a Member State. This function may also be carried out by the approval authority itself,information document shall mean the document set out in Annex II that prescribes the information to be supplied by an applicant,information folder shall mean the total folder or file of data, drawings, photographs, etc. supplied by the applicant to the technical service or the approval authority as prescribed in the information document,information package shall mean the information folder plus any test reports or other documents that the technical service or the approval authority have added to the information folder in the course of carrying out their functions,index to the information package shall mean the document in which the contents of the information package, suitably numbered or otherwise marked to clearly identify all pages, are listed,replacement engines shall mean a newly built engine to replace an engine in a machine, and which has been supplied for this purpose only,hand-held engine shall mean an engine that meets at least one of the following requirements:(a) the engine must be used in a piece of equipment that is carried by the operator throughout the performance of its intended function(s); (b) the engine must be used in a piece of equipment that must operate multipositionally, such as upside down or sideways, to complete its intended function(s); (c) the engine must be used in a piece of equipment for which the combined engine and equipment dry weight is under 20 kilograms and at least one of the following attributes is also present: (i) the operator must alternatively provide support or carry the equipment throughout the performance of its intended function(s); (ii) the operator must provide support or attitudinal control for the equipment throughout the performance of its intended function(s); (iii) the engine must be used in a generator or a pump,
non-hand-held engine shall mean an engine which does not fall under the definition of a hand-held engine,professional use multipositional hand-held engine shall mean a hand-held engine which meets the requirements of both (a) and (b) of the hand-held engine definition and in relation to which the engine manufacturer has satisfied an approval authority that a Category 3 Emissions Durability Period (according to section 2.1 of Appendix 4 to Annex IV) would be applicable to the engine,emission durability period shall mean the number of hours indicated in Annex IV, Appendix 4, used to determine the deterioration factors,small volume engine family shall mean a spark-ignition (SI) engine family with a total yearly production of fewer than5000 units,small volume engine manufacturer of SI engines shall mean a manufacturer with a total yearly production of fewer than25000 units,inland waterway vessel shall mean a vessel intended for use on inland waterways having a length of 20 metres or more and having a volume of 100 m3 or more according to the formula defined in Annex I, Section 2, point 2.8a, or tugs or pusher craft having been built to tow or to push or to move alongside vessels of 20 metres or more,This definition does not include: vessels intended for passenger transport carrying no more that 12 people in addition to the crew, recreational craft with a length of less than 24 metres (as defined in Article 1(2) of Directive 94/25/EC of the European Parliament and of the Council of 16 June 1994 on the approximation of the laws, regulations and administrative provisions of the Member States relating to recreational craftOJ L 164, 30.6.1994, p. 15 . Directive as last amended by Regulation (EC) No 1882/2003 (OJ L 284, 31.10.2003, p. 1 ).service craft belonging to supervisory authorities, fire-service vessels, naval vessels, fishing vessels on the fishing vessels register of the Community, sea-going vessels, including sea-going tugs and pusher craft operating or based on tidal waters or temporarily on inland waterways, provided that they carry a valid navigation or safety certificate as defined in Annex I, Section 2, point 2.8b,
original equipment manufacturer (OEM) shall mean a manufacturer of a type of non-road mobile machine,flexibility scheme shall mean the procedure allowing an engine manufacturer to place on the market, during the period between two successive stages of limit values, a limited number of engines, to be installed in non-road mobile machinery, that only comply with the previous stage of emission limit values.
(a) send monthly to the approval authorities of the other Member States a list (containing the particulars shown in Annex IX) of the engine and engine family type-approvals it has granted, refused to grant or withdrawn during that month; (b) on receiving a request from the approval authority of another Member State, send forthwith: a copy of the engine or engine family type-approval certificate with/without information package for each engine type or engine family which it has approved or refused to approve or withdrawn, and/or the list of engines produced according to type-approvals granted, as described in Article 6(3), containing the particulars shown in Annex X, and/or a copy of the declaration described in Article 6(4).
issue revised page(s) of the information package as necessary, marking each revised page to show clearly the nature of the change and the date of re-issue. Wherever revised pages are issued the index to the information package (which is attached to the type-approval certificate) shall also be amended to show the latest dates of revised pages, and issue a revised type-approval certificate (denoted by an extension number) if any information on it (excluding its attachments) has changed or if the standards of this Directive have changed since the date currently on the approval. The revised certificate shall show clearly the reason for revision and the date of re-issue.
after 30 June 1998 for engines of a power output:— A: 130 kW ≤ P ≤ 560 kW, — B: 75 kW ≤ P < 130 kW, — C: 37 kW ≤ P < 75 kW,
— D: after 31 December 1999 for engines of a power output: 18 kW ≤ P < 37 kW,— E: after 31 December 2000 for engines of a power output: 130 kW ≤ P ≤ 560 kW,— F: after 31 December 2001 for engines of a power output: 75 kW ≤ P < 130 kW,— G: after 31 December 2002 for engines of a power output: 37 kW ≤ P < 75 kW,
H: after 30 June 2005 for engines — other than constant speed engines — of a power output: 130 kW ≤ P ≤ 560 kW,I: after 31 December 2005 for engines — other than constant speed engines — of a power output: 75 kW ≤ P < 130 kW,J: after 31 December 2006 for engines — other than constant speed engines — of a power output: 37 kW ≤ P < 75 kW,K: after 31 December 2005 for engines — other than constant speed engines — of a power output: 19 kW ≤ P < 37 kW,
Constant speed H engines: after 31 December 2009 for engines of a power output: 130 kW ≤ P < 560 kW,Constant speed I engines: after 31 December 2009 for engines of a power output: 75 kW ≤ P < 130 kW,Constant speed J engines: after 31 December 2010 for engines of a power output: 37 kW ≤ P < 75 kW,Constant speed K engines: after 31 December 2009 for engines of a power output: 19 kW ≤ P < 37 kW,
L: after 31 December 2009 for engines — other than constant speed engines — of a power output: 130 kW ≤ P ≤ 560 kW,M: after 31 December 2010 for engines — other than constant speed engines — of a power output: 75 kW ≤ P < 130 kW,N: after 31 December 2010 for engines — other than constant speed engines — of a power output: 56 kW ≤ P < 75 kW,P: after 31 December 2011 for engines — other than constant speed engines — of a power output: 37 kW ≤ P < 56 kW,
Q: after 31 December 2012 for engines — other than constant speed engines — of a power output: 130 kW ≤ P ≤ 560 kW,R: after 30 September 2013 for engines — other than constant speed engines — of a power output: 56 kW ≤ P < 130 kW,
V1:1: after 31 December 2005 for engines of power output at or above 37 kW and swept volume below 0,9 litres per cylinder,V1:2: after 30 June 2005 for engines with swept volume at or above 0,9 but below 1,2 litres per cylinder,V1:3: after 30 June 2005 for engines with swept volume at or above 1,2 but below 2,5 litres per cylinder and an engine power output of: 37 kW ≤ P < 75 kW,V1:4: after 31 December 2006 for engines with swept volume at or above 2,5 but below 5 litres per cylinder,V2: after 31 December 2007 for engines with swept volume at or above 5 litres per cylinder,
RC A: after 30 June 2005 for engines of power output above 130 kW
RC B: after 31 December 2010 for engines of power output above 130 kW
RL A: after 31 December 2005 for engines of power output: 130 kW ≤ P ≤ 560 kWRH A: after 31 December 2007 for engines of power output: 560 kW < P
R B: after 31 December 2010 for engines of power output above 130 kW
category A: 31 December 1998 category B: 31 December 1998 category C: 31 March 1999
category D: 31 December 2000 category E: 31 December 2001 category F: 31 December 2002 category G: 31 December 2003
category H: 31 December 2005 category I: 31 December 2006 category J: 31 December 2007 category K: 31 December 2006
category V1:1: 31 December 2006 category V1:2: 31 December 2006 category V1:3: 31 December 2006 category V1:4: 31 December 2008 categories V2: 31 December 2008
category H: 31 December 2010 category I: 31 December 2010 category J: 31 December 2011 category K: 31 December 2010
category RC A: 31 December 2005
category RL A: 31 December 2006 category RH A: 31 December 2008
category L: 31 December 2010 category M: 31 December 2011 category N: 31 December 2011 category P: 31 December 2012
category RC B: 31 December 2011
category R B: 31 December 2011
category Q: 31 December 2013 category R: 30 September 2014
| Class/category | Displacement (cubic cm) |
|---|---|
| < 20 | |
| Class SH:2 | |
| Class SH:3 | ≥ 50 |
| < 66 | |
| Class SN:2 | |
| Class SN:3 | |
| Class SN:4 | ≥ 225 |
after 1 August 2004 for engine classes SN:1 and SN:2after 1 August 2006 for engine class SN:4after 1 August 2007 for engine classes SH:1, SH:2 and SN:3after 1 August 2008 for engine class SH:3,
engines for use by the armed services, engines exempted in accordance with paragraphs 1a and 2, engines for use in machines intended primarily for the launch and recovery of lifeboats, engines for use in machines intended primarily for the launch and recovery of beach launched vessels.
(a) replacement engines that meet the Stage III A limits, where they are to replace engines for railcars and locomotives that: (i) do not meet the Stage III A standard; or (ii) meet the Stage III A standard but do not meet the Stage III B standard;
(b) replacement engines that do not meet Stage III A limits, where they are to replace engines for railcars without driving control and not capable of independent movement, so long as such replacement engines meet a standard no lower than the standard met by engines fitted to existing railcars of the same type.
the manufacturer must submit an application to the approval authorities of that Member State which approved the corresponding engine type(s) or engine family(ies) before the entry into force of the time limit(s), the application of the manufacturer must include a list as defined in Article 6(3) of those new engines which are not placed on the market within the time limit(s); in the case of engines covered by this Directive for the first time, he must submit his application to the type-approval authority of that Member State where the engines are stored, the request must specify the technical and/or economic reasons on which it is based, the engines must conform to a type or family for which the type-approval is no longer valid, or which did not need a type-approval before, but which have been produced according to the time limit(s), the engines must have been physically stored within the Community within the time limit(s), the maximum number of new engines of one or more types placed on the market in each Member State by the application of this exemption must not exceed 10 % of the new engines of all types concerned placed on the market in that Member State during the previous year, if the request is accepted by the Member State, the latter must, within one month, send the approval authorities of the other Member States particulars of, and reasons for, the exemptions granted to the manufacturer, the Member State granting exemptions according to this Article shall be responsible for ensuring that the manufacturer complies with all corresponding obligations, the approval authority shall release for each engine in question a certificate of conformity on which a special entry has been made. If applicable a consolidated document that contains all engine identification numbers in question may be used, Member States shall each year send the Commission a list of exemptions granted specifying the reasons.
| ANNEX I | Scope, definitions, symbols and abbreviations, engine markings, specifications and tests, specification of conformity of production assessments, parameters defining the engine family, choice of the parent engine |
| Appendix 1 | Requirements to ensure the correct operation of NO |
| Appendix 2 | Control Area requirements for stage IV engines |
| ANNEX II | Information documents |
| Appendix 1 | Essential characteristics of the (parent) engine |
| Appendix 2 | Essential characteristics of the engine family |
| Appendix 3 | Essential characteristics of engine type within family |
| ANNEX III | Test procedure for CI Engines |
| Appendix 1 | Measurement and sampling procedures |
| Appendix 2 | Calibration procedure (NRSC, NRTC( |
| Appendix 3 | Data evaluation and calculations |
| Appendix 4 | NRTC engine dynamometer schedule |
| Appendix 5 | Durability requirements |
| Appendix 6 | Determination of CO |
| Appendix 7 | Alternative determination of CO |
| ANNEX IV | Test procedure — Spark ignition engines |
| Appendix 1 | Measurement and sampling procedures |
| Appendix 2 | Calibration of the analytical instruments |
| Appendix 3 | Data evaluation and calculations |
| Appendix 4 | Deterioration factors |
| ANNEX V | Technical characteristics of reference fuel prescribed for approval tests and to verify conformity of production |
| ANNEX VI | Analytical and sampling system |
| ANNEX VII | Type approval certificate |
| Appendix 1 | Test report for compression ignition engines test results |
| Appendix 2 | Test result for SI engines |
| Appendix 3 | Equipment and auxiliaries to be installed for the test to determine engine power |
| ANNEX VIII | Approval certificate numbering system |
| ANNEX IX | List of engine/engine family type-approvals issued |
| ANNEX X | List of engines produced |
| ANNEX XI | Data sheet of type-approved engines |
| ANNEX XII | Recognition of alternative type-approvals |
| ANNEX XIII | PROVISIONS FOR ENGINES PLACED ON THE MARKET UNDER A "FLEXIBLE SCHEME" |
| ANNEXE XIV | |
| ANNEXE XV |
vehicles as defined by Directive 70/156/EEC OJ L 42, 23.2.1970, p. 1 . Directive as last amended by Directive 93/81/EEC (OJ L 264, 23.10.1993, p. 49 ).OJ L 225, 10.8.1992, p. 72 .agricultural tractors as defined by Directive 74/150/EEC OJ L 84, 28.3.1974, p. 10 . Directive as last amended by Directive 88/297/EEC (OJ L 126, 20.5.1988, p. 52 ).
A. intended and suited, to move, or to be moved with or without road, and with (i) a C.I. engine having a net power in accordance with section 2.4. that is higher than or equal to 19 kW but not more than 560 kW and that is operated under intermittent speed rather than a single constant speed; or (ii) a C.I. engine having a net power in accordance with section 2.4. that is higher than or equal to 19 kW but not more than 560 kW and that is operated under constant speed. Limits only apply from 31 December 2006 ; or(iii) a petrol fuelled S.I. engine having a net power in accordance with section 2.4. of not more than 19 kW; or (iv) engines designed for the propulsion of railcars, which are self propelled on-track vehicles specifically designed to carry goods and/or passengers; or (v) engines designed for the propulsion of locomotives which are self-propelled pieces of on-track equipment designed for moving or propelling cars that are designed to carry freight, passengers and other equipment, but which themselves are not designed or intended to carry freight, passengers (other than those operating the locomotive) or other equipment. Any auxiliary engine or engine intended to power equipment designed to perform maintenance or construction work on the tracks is not classified under this paragraph but under A(i).
B. ships, except vessels intended for use on inland waterways; C. railway locomotives; D. aircraft; E. recreational vehicles, e.g. snow mobiles, off road motorcycles, all-terrain vehicles
for engines which are designed to operate over a speed range on a full load torque curve, the intermediate speed shall be the declared maximum torque speed if it occurs between 60 % and 75 % of rated speed, if the declared maximum torque speed is less than 60 % of rated speed, then the intermediate speed shall be 60 % of the rated speed, if the declared maximum torque speed is greater than 75 % of the rated speed then the intermediate speed shall be 75 % of rated speed, for engines to be tested on cycle G1, the intermediate speed shall be 85 % of the maximum rated speed (see section 3.5.1.2 of Annex IV);
(a) a certificate proving conformity with the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended, or equivalent, or (b) a certificate proving conformity with the 1966 International Convention on Load Lines, as amended, or equivalent, and an IOPP certificate proving conformity with the 1973 International Convention for the Prevention of Pollution from Ships (MARPOL), as amended;
| Symbol | Unit | Term |
|---|---|---|
| A/F | - | Stoichiometric air/fuel ratio |
| A | m | Cross sectional area of the isokinetic sampling probe |
| A | m | Cross sectional area of the exhaust pipe |
| Aver | Weighted average values for: | |
| m | ||
| kg/h | ||
| C1 | - | Carbon 1 equivalent hydrocarbon |
| C | - | Discharge coefficient of the SSV |
| Conc | ppm | Concentration (with suffix of the component nominating) |
| Conc | ppm | Background corrected concentration |
| Conc | ppm | Concentration of the pollutant measured in the dilution air |
| Conc | ppm | Concentration of the pollutant measured in the diluted exhaust gas |
| d | m | Diameter |
| DF | - | Dilution factor |
| f | - | Laboratory atmospheric factor |
| G | kg/h | Intake air mass flow rate on dry basis |
| G | kg/h | Intake air mass flow rate on wet basis |
| G | kg/h | Dilution air mass flow rate on wet basis |
| G | kg/h | Equivalent diluted exhaust gas mass flow rate on wet basis |
| G | kg/h | Exhaust gas mass flow rate on wet basis |
| G | kg/h | Fuel mass flow rate |
| G | kg/h | Sampled exhaust mass flow rate |
| G | cm | Tracer gas flow rate |
| G | kg/h | Diluted exhaust gas mass flow rate on wet basis |
| H | g/kg | Absolute humidity of the intake air |
| H | g/kg | Absolute humidity of the dilution air |
| H | g/kg | Reference value of absolute humidity ( |
| i | - | Subscript denoting an individual mode (for NRSC test)or an instantaneous value (for NRTC test) |
| K | - | Humidity correction factor for NO |
| K | - | Humidity correction factor for particulate |
| K | - | CFV calibration function |
| K | - | Dry to wet correction factor for the intake air |
| K | - | Dry to wet correction factor for the dilution air |
| K | - | Dry to wet correction factor for the diluted exhaust gas |
| K | - | Dry to wet correction factor for the raw exhaust gas |
| L | % | Percent torque related to the maximum torque for the test speed |
| M | mg | Particulate sample mass of the dilution air collected |
| M | kg | Mass of the dilution air sample passed through the particulate sampling filters |
| M | kg | Mass of equivalent diluted exhaust gas over the cycle |
| M | kg | Total exhaust mass flow over the cycle |
| M | mg | Particulate sample mass collected |
| M | mg | Particulate sample mass collected on primary filter |
| M | mg | Particulate sample mass collected on back-up filter |
| M | g | Total mass of gaseous pollutant over the cycle |
| M | g | Total mass of particulate over the cycle |
| M | kg | Mass of the diluted exhaust sample passed through the particulate sampling filters |
| M | kg | Sampled exhaust mass over the cycle |
| M | kg | Mass of secondary dilution air |
| M | kg | Total mass of double diluted exhaust over the cycle |
| M | kg | Total mass of diluted exhaust gas passing the dilution tunnel over the cycle on wet basis |
| M | kg | Instantaneous mass of diluted exhaust gas passing the dilution tunnel on wet basis |
| mass | g/h | Subscript denoting emissions mass flow (rate) |
| N | - | Total revolutions of PDP over the cycle |
| n | min | Reference engine speed for NRTC test |
| n | s | Derivative of the engine speed |
| P | kW | Power, brake uncorrected |
| p | kPa | Pressure drop below atmospheric at the pump inlet of PDP |
| P | kPa | Absolute pressure |
| P | kPa | Saturation vapour pressure of the engine intake air (ISO 3046: ps |
| P | kW | Declared total power absorbed by auxiliaries fitted for the test which are not required by paragraph 2.4. of this Annex |
| P | kPa | Total atmospheric pressure (ISO 3046: P |
| p | kPa | Saturation vapour pressure of the dilution air |
| P | kW | Maximum power at the test speed under test conditions (see Annex VII, Appendix 1) |
| Pm | kW | Power measured on test bed |
| p | kPa | Dry atmospheric pressure |
| q | - | Dilution ratio |
| Q | m | CVS volume flow rate |
| r | - | Ratio of the SSV throat to inlet absolute, static pressure |
| r | Ratio of cross sectional areas of isokinetic probe and exhaust pipe | |
| R | % | Relative humidity of the intake air |
| R | % | Relative humidity of the dilution air |
| Re | - | Reynolds number |
| R | - | FID response factor |
| T | K | Absolute temperature |
| t | s | Measuring time |
| T | K | Absolute temperature of the intake air |
| T | K | Absolute dew point temperature |
| T | K | Reference temperature of combustion air: (298 K) |
| T | N·m | Demanded torque of the transient cycle |
| t | s | Time between step input and 10 % of final reading |
| t | s | Time between step input and 50 % of final reading |
| t | s | Time between step input and 90 % of final reading |
| Δt | s | Time interval for instantaneous CFV flow |
| V | m | PDP volume flow rate at actual conditions |
| W | kWh | Actual cycle work of NRTC |
| WF | - | Weighting factor |
| WF | - | Effective weighting factor |
| X | m | Calibration function of PDP volume flow rate |
| Θ | kg·m | Rotational inertia of the eddy-current dynamometer |
| ß | - | Ratio of the SSV throat diameter, d, to the inlet pipe inner diameter |
| λ | - | Relative air/fuel ratio, actual A/F divided by stoichiometric A/F |
| ρ | kg/m | Density of the exhaust gas |
| CH | Methane |
| C | Propane |
| C | Ethane |
| CO | Carbon monoxide |
| CO | Carbon dioxide |
| DOP | Di-octylphthalate |
| H | Water |
| HC | Hydrocarbons |
| NO | Oxides of nitrogen |
| NO | Nitric oxide |
| NO | Nitrogen dioxide |
| O | Oxygen |
| PT | Particulates |
| PTFE | Polytetrafluoroethylene |
| CFV | Critical flow venturi |
| CLD | Chemiluminescent detector |
| CI | Compression ignition |
| FID | Flame ionisation detector |
| FS | Full scale |
| HCLD | Heated chemiluminescent detector |
| HFID | Heated flame ionisation detector |
| NDIR | Non-dispersive infrared analyser |
| NG | Natural gas |
| NRSC | Non-road steady cycle |
| NRTC | Non-road transient cycle |
| PDP | Positive displacement pump |
| SI | Spark ignition |
| SSV | Subsonic venturi |
for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex VI, for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system shown in Figure 3 of Annex VI, for particulate emissions, the full flow dilution system, operating either with a separate filter for each mode or with the single filter method, shown in Figure 13 of Annex VI.
| 130 ≤ P ≤ 560 | ||||
| 75 ≤ P < 130 | ||||
| 37 ≤ P < 75 |
| 130 ≤ P ≤ 560 | ||||
| 75 ≤ P < 130 | ||||
| 37 ≤ P < 75 | ||||
| 18 ≤ P < 37 |
| H: 130 kW ≤ P ≤ 560 kW | |||
| I: 75 kW ≤ P < 130 kW | |||
| J: 37 kW ≤ P < 75 kW | |||
| K: 19 kW ≤ P < 37 kW |
| V1:1 SV < | |||
| V1:2 0,9 ≤ SV < | |||
| V1:3 1,2 ≤ SV < | |||
| V1:4 2,5 ≤ SV < 5 | |||
| V2:1 5 ≤ SV < 15 | |||
| V2:2 15 ≤ SV < 20 and | |||
| V2:3 15 ≤ SV < 20 | |||
| V2:4 20 ≤ SV < 25 | |||
| V2:5 25 ≤ SV < 30 |
| RL A: 130 kW ≤ P ≤ 560 kW | ||||
| RH A: P > 560 kW | ||||
| RH A Engines with P > | ||||
| RC A: 130 kW < P |
| L: 130 kW ≤ P ≤ 560 kW | ||||
| M: 75 kW ≤ P < 130 kW | ||||
| N: 56 kW ≤ P < 75 kW | ||||
| P: 37 kW ≤ P < 56 kW | ||||
| RC B: 130 kW < P |
| RC B: 130 kW < P |
| Q: 130 kW ≤ P ≤ 560 kW | ||||
| R: 56 kW ≤ P < 130 kW |
for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex VI, for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system shown in figure 3 of Annex VI.
| Class | Carbon monoxide (CO) (g/kWh) | Hydrocarbons (HC) (g/kWh) | Oxides of nitrogen (NO | Sum of hydrocarbons and oxides of nitrogen (g/kWh) |
|---|---|---|---|---|
| HC + NO | ||||
| SH:1 | 805 | 295 | ||
| SH:2 | 805 | 241 | ||
| SH:3 | 603 | 161 | ||
| SN:1 | 519 | 50 | ||
| SN:2 | 519 | 40 | ||
| SN:3 | 519 | |||
| SN:4 | 519 |
| Class | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (g/kWh) |
|---|---|---|
| HC + NO | ||
| SH:1 | 805 | 50 |
| SH:2 | 805 | 50 |
| SH:3 | 603 | 72 |
| SN:1 | 610 | |
| SN:2 | 610 | |
| SN:3 | 610 | |
| SN:4 | 610 |
L is the limit value laid down in section 4.2.1/4.2.3 for each pollutant considered, k is a statistical factor depending on n and given in the following table:
| n | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
|---|---|---|---|---|---|---|---|---|---|
| k |
| n | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 |
|---|---|---|---|---|---|---|---|---|---|
| k |
2 cycle 4 cycle
air water oil
Diesel Petrol.
pump-line injector in-line pump distributor pump single element unit injector.
carburettor port fuel injection direct injection.
Exhaust gas recirculation Water injection/emulsion Air injection Charge cooling system Ignition type (compression, spark).
Oxidation catalyst Reduction catalyst Three way catalyst Thermal reactor Particulate trap.
(a) where the auxiliary emission control strategy is activated during the type approval test, sections 8.3.2.2 and 8.3.2.3 shall not apply; (b) where the auxiliary emission control strategy is not activated during the type approval test, it must be demonstrated that the auxiliary emission control strategy is active only for as long as required for the purposes identified in section 8.3.2.3.
(a) Control conditions for Stage III B engines: (i) an altitude not exceeding 1000 metres (or equivalent atmospheric pressure of 90 kPa);(ii) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C); (iii) the engine coolant temperature above 343 K (70 °C).
Where the auxiliary emission control strategy is activated when the engine is operating within the control conditions set out in points (i), (ii) and (iii), the strategy shall only be activated exceptionally. (b) Control conditions for Stage IV engines: (i) the atmospheric pressure greater than or equal to 82,5 kPa; (ii) the ambient temperature within the following range: equal to or above 266 K (– 7 °C), less than or equal to the temperature determined by the following equation at the specified atmospheric pressure: , where: T is the calculated ambient air temperature, K andc P b is the atmospheric pressure, kPa;
(iii) the engine coolant temperature above 343 K (70 °C).
Where the auxiliary emission control strategy is activated when the engine is operating within the control conditions set out in points (i), (ii) and (iii), the strategy shall only be activated when demonstrated to be necessary for the purposes identified in Section 8.3.2.3. and approved by the Type Approval authority. (c) Cold temperature operation By derogation from the requirements of point (b), an auxiliary emission control strategy may be used on a Stage IV engine equipped with exhaust gas recirculation (EGR) when the ambient temperature is below 275 K (2 °C) and if one of the two following criteria is met: (i) intake manifold temperature is less than or equal to the temperature defined by the following equation: , where: IMT c is the calculated intake manifold temperature, K andP IM is the absolute intake manifold pressure in kPa;(ii) engine coolant temperature is less than or equal to the temperature defined by the following equation: , where: ECT c is the calculated engine coolant temperature, K andP IM is the absolute intake manifold pressure, kPa.
(a) by onboard signals, for protecting the engine (including air-handling device protection) and/or non-road mobile machine into which the engine is installed from damage; (b) for operational safety reasons; (c) for prevention of excessive emissions, during cold start or warming-up, during shut-down; (d) if used to trade-off the control of one regulated pollutant under specific ambient or operating conditions, for maintaining control of all other regulated pollutants, within the emission limit values that are appropriate for the engine concerned. The purpose is to compensate for naturally occurring phenomena in a manner that provides acceptable control of all emission constituents.
(a) the documentation package, annexed to the application for type-approval, shall include a full overview of the emission control strategy. Evidence shall be provided that all outputs permitted by a matrix, obtained from the range of control of the individual unit inputs, have been identified. This evidence shall be attached to the information folder as referred to in Annex II; (b) the additional material, presented to the technical service but not annexed to the application for type-approval, shall include all the modified parameters by any auxiliary emission control strategy and the boundary conditions under which this strategy operates and in particular: (i) a description of the control logic and of timing strategies and switch points, during all modes of operation for the fuel and other essential systems, resulting in effective emissions control (such as exhaust gas recirculation system (EGR) or reagent dosing); (ii) a justification for the use of any auxiliary emission control strategy applied to the engine, accompanied by material and test data, demonstrating the effect on exhaust emissions. This justification may be based on test data, sound engineering analysis, or a combination of both; (iii) a detailed description of algorithms or sensors (where applicable) used for identifying, analysing, or diagnosing incorrect operation of the NO x control system;(iv) the tolerance used to satisfy the requirements in section 8.4.7.2, regardless of the used means.
(a) detailed warnings, explaining possible malfunctions generated by incorrect operation, use or maintenance of the installed engine, accompanied by respective rectification measures; (b) detailed warnings on the incorrect use of the machine resulting in possible malfunctions of the engine, accompanied by respective rectification measures; (c) information on the correct use of the reagent, accompanied by an instruction on refilling the reagent between normal maintenance intervals; (d) a clear warning, that the type-approval certificate, issued for the type of engine concerned, is valid only when all of the following conditions are met: (i) the engine is operated, used and maintained in accordance with the instructions provided; (ii) prompt action has been taken for rectifying incorrect operation, use or maintenance in accordance with the rectification measures indicated by the warnings referred to in point (a) and (b); (iii) no deliberate misuse of the engine has taken place, in particular deactivating or not maintaining an EGR or reagent dosing system.
(a) the amount of reagent remaining in the reagent storage container and by an additional specific signal, when the remaining reagent is less than 10 % of the full container’s capacity; (b) when the reagent container becomes empty, or almost empty; (c) when the reagent in the storage tank does not comply with the characteristics declared and recorded in section 2.2.1.13 of Appendix 1 and section 2.2.1.13 of Appendix 3 to Annex II, according to the installed means of assessment. (d) when the dosing activity of the reagent is interrupted, in cases other than those executed by the engine ECU or the dosing controller, reacting to engine operating conditions where the dosing is not required, provided that these operating conditions are made available to the type approval authority.
(a) direct means, such as the use of a reagent quality sensor. (b) indirect means, such as the use of a NO x sensor in the exhaust to evaluate reagent effectiveness.(c) any other means, provided that its efficacy is at least equal to the one resulting by the use of the means of points (a) or (b) and the main requirements of this section are maintained.
(a) providing to each operator of non-road mobile machinery written maintenance instructions; (b) providing to the OEM installation documents for the engine, inclusive of the emission control system that is part of the approved engine type; (c) providing to the OEM instructions for an operator warning system, an inducement system and (where applicable) reagent freeze protection; (d) the application of provisions on operator instruction, installation documents, operator warning system, inducement system and reagent freeze protection that are set out in Appendix 1 to this Annex.
(a) the test shall be carried out immediately after the discrete mode test cycles as described in points (a) to (e) of paragraph 7.8.1.2 of Annex 4B to UNECE Regulation No 96.03 series of amendments but before the post test procedures (f) or after the Ramped Modal Cycle (RMC) test in points (a) to (d) of paragraph 7.8.2.2 of Annex 4B to UNECE Regulation No 96.03 series of amendments but before the post test procedures (e) as relevant; (b) the tests shall be carried out as required in points (b) to (e) of paragraph 7.8.1.2 of Annex 4B to UNECE Regulation No 96.03 series of amendments using the multiple filter method (one filter for each test point) for each of the three chosen test points; (c) a specific emission value shall be calculated (in g/kWh) for each test point; (d) emissions values may be calculated on a molar basis using Appendix A.7 or on a mass basis using Appendix A.8, but should be consistent with the method used for the discrete mode or RMC test; (e) for gaseous summation calculations the N mode shall be set to 1 and a weighting factor of 1 shall be used;(f) for particulate calculations use the multiple filter method and for summation calculations N mode shall be set to 1 and a weighting factor of 1 shall be used.
(a) the tubing materials shall be smooth-walled, electrically conductive, and not reactive with crankcase emissions. Tube lengths shall be minimised as far as possible; (b) the number of bends in the laboratory crankcase tubing shall be minimised, and the radius of any unavoidable bend shall be maximised; (c) the laboratory crankcase exhaust tubing shall meet the engine manufacturer’s specifications for crankcase back pressure; (d) the crankcase exhaust tubing shall connect into the raw exhaust downstream of any after treatment system, downstream of any installed exhaust restriction, and sufficiently upstream of any sample probes to ensure complete mixing with the engine’s exhaust before sampling. The crankcase exhaust tube shall extend into the free stream of exhaust to avoid boundary-layer effects and to promote mixing. The crankcase exhaust tube’s outlet may orient in any direction relative to the raw exhaust flow.
the NRSC (non-road steady cycle) appropriate for the equipment specification which shall be used for the measurement of the emissions of carbon monoxide, hydrocarbons, oxides of nitrogen and particulates for stages I, II, IIIA, IIIB and IV of engines described in points (i) and (ii) of section 1.A of Annex I, and the NRTC (non-road transient cycle) which shall be used for the measurement of the emissions of carbon monoxide, hydrocarbons, oxides of nitrogen and particulates for stages IIIB and IV of engines described in point (i) of section 1.A of Annex I, for engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-4:2002 and IMO IMO: International Maritime Organisation. MARPOL: International Convention for the Prevention of Pollution from Ships. x Code) shall be used,for engines intended for propulsion of railcars an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage IIIA and for stage IIIB, for engines intended for propulsion of locomotives an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage IIIA and for stage IIIB.
(i) durability requirements as set out in Appendix 5 to this Annex; (ii) engine control area provisions as set out in Section 8.6 of Annex I (stage IV engines only); (iii) CO 2 reporting requirements as set out in Appendix 6 to this Annex for engines tested according to the procedure in this Annex. In case of engines tested according to the procedure in Annex 4B to UNECE Regulation No 96.03 series of amendments, Appendix 7 to this Annex shall apply;(iv) the reference fuel in Annex V to this Directive shall be used for engines tested according to the requirements in this Annex. The reference fuel in Annex V to this Directive shall be used in case of engines tested according to the requirements in Annex 4B to UNECE Regulation No 96.03 series of amendments.
the first time (cold start) after the engine has soaked to room temperature and the engine coolant and oil temperatures, after treatment systems and all auxiliary engine control devices are stabilised between 20 and 30 °C, the second time (hot start) after a twenty-minute hot soak that commences immediately after the completion of the cold start cycle.
Naturally aspirated and mechanically supercharged engines: Turbocharged engine with or without cooling of the intake air:
air compressor for brakes power steering compressor air conditioning compressor pumps for hydraulic actuators.
| Mode No | Weighting factor | ||
|---|---|---|---|
| 1 | Rated or reference | ||
| 2 | Rated or reference | ||
| 3 | Rated or reference | ||
| 4 | Rated or reference | ||
| 5 | Intermediate | ||
| 6 | Intermediate | ||
| 7 | Intermediate | ||
| 8 | Idle | — |
| Mode No | Weighting factor | ||
|---|---|---|---|
| 1 | Rated | ||
| 2 | Rated | ||
| 3 | Rated | ||
| 4 | Rated | ||
| 5 | Rated |
| Mode No | Weighting factor | ||
|---|---|---|---|
| 1 | 100 % (Rated) | ||
| 2 | |||
| 3 | |||
| 4 |
| Mode No | Weighting factor | ||
|---|---|---|---|
| 1 | Rated | ||
| 2 | Rated | ||
| 3 | Rated | ||
| 4 | Rated |
| Mode No | Weighting factor | ||
|---|---|---|---|
| 1 | Rated | ||
| 2 | Intermediate | ||
| 3 | Idle | — |
(a) The engine shall be unloaded and operated at idle speed. (b) The engine shall be operated at full load setting of the injection pump at minimum mapping speed. (c) The engine speed shall be increased at an average rate of 8 ± 1 min-1/s from minimum to maximum mapping speed. Engine speed and torque points shall be recorded at a sample rate of at least one point per second.
(a) The engine shall be unloaded and operated at idle speed. (b) The engine shall be operated at full load setting of the injection pump at minimum mapping speed. (c) While maintaining full load, the minimum mapping speed shall be maintained for at least 15 s, and the average torque during the last 5 s shall be recorded. The maximum torque curve from minimum to maximum mapping speed shall be determined in no greater than 100 ± 20/min speed increments. Each test point shall be held for at least 15 s, and the average torque during the last 5 s shall be recorded.
an unreasonable amount of time has transpired since the last map, as determined by engineering judgement, or, physical changes or recalibrations have been made to the engine, which may potentially affect engine performance.
start collecting or analysing dilution air, if a full flow dilution system is used, start collecting or analysing raw or diluted exhaust gas, depending on the method used, start measuring the amount of diluted exhaust gas and the required temperatures and pressures, start recording the exhaust gas mass flow rate, if raw exhaust gas analysis is used, start recording the feedback data of speed and torque of the dynamometer.
| Speed | Torque | Power | |
|---|---|---|---|
| Standard error of estimate (SE) of Y on X | max 100 min | max 13 % of power map maximum engine torque | max 8 % of power map maximum engine power |
| Slope of the regression line, m | |||
| Coefficient of determination, r | min | min | min |
| Y intercept of the regression line, b | ± 50 min | ± 20 N·m or ± 2 % of max torque, whichever is greater | ± 4 kW or ± 2 % of max power, whichever is greater |
| Condition | Speed and/or torque and/or power points which may be deleted with reference to the conditions listed in the left column |
|---|---|
| First 24 (±1) s and last 25 s | Speed, torque and power |
| Wide open throttle, and torque feedback < 95 % torque reference | Torque and/or power |
| Wide open throttle, and speed feedback < 95 % speed reference | Speed and/or power |
| Closed throttle, speed feedback > idle speed + 50 min | Torque and/or power |
| Closed throttle, speed feedback ≤ idle speed + 50 min | Speed and/or power |
| Closed throttle and speed feedback > 105 % speed reference | Speed and/or power |
S is the dynamometer setting [kW], P M is the maximum observed or declared power at the test speed under the test conditions (see Appendix 2 of Annex VII) [kW],P AE is the declared total power absorbed by any auxiliary fitted for the test [kW] and not required by Appendix 3 of Annex VII,L is the percent torque specified for the test mode.
| Cycle D | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | 3 | 4 | 5 | ||||||
| Engine speed | Rated speed | Intermediate | Low-idle speed | ||||||||
| Load | 100 | 75 | 50 | 25 | 10 | ||||||
| Weighting factor | |||||||||||
| Cycle G1 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | 3 | 4 | 5 | 6 | |||||
| Engine speed | Rated speed | Intermediate Speed | Low-idle speed | ||||||||
| Load % | 100 | 75 | 50 | 25 | 10 | 0 | |||||
| Weighting factor | |||||||||||
| Cycle G2 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | 3 | 4 | 5 | 6 | |||||
| Engine speed | Rated speed | Intermediate Speed | Low-idle speed | ||||||||
| Load % | 100 | 75 | 50 | 25 | 10 | 0 | |||||
| Weighting factor | 0,05 | ||||||||||
| Cycle G3 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | |||||||||
| Engine speed | Rated speed | Intermediate Speed | Low-idle speed | ||||||||
| Load % | 100 | 0 | |||||||||
| Weighting factor | |||||||||||
generating sets with intermittent load including generating sets on board ships and trains (not for propulsion), refrigerating units, welding sets; gas compressors;
front or rear engines riding lawn mowers; golf carts; lawn sweepers; pedestrian-controlled rotary or cylinder lawn mowers; snow-removal equipment; waste disposers;
portable generators, pumps, welders and air compressors; may also include lawn and garden equipment, which operate at engine rated speed;
blowers; chain saws; hedge trimmers; portable saw mills; rotary tillers; sprayers; string trimmers; vacuum equipment.
(a) For engines tested with the dynamometer speed control test configuration: During each mode of the test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated speed or ± 3 min -1 whichever is greater except for low idle which shall be within the tolerances declared by the manufacturer. The specified torque shall be held so that the average over the period during which the measurements are being taken is within ± 2 % of the maximum torque at the test speed.(b) For engines tested with the dynamometer load control test configuration: During each mode of the test cycle after the initial transition period, the specified speed shall be within ± 2 % of rated speed or ± 3 min -1 whichever is greater, but shall in any case be held within ± 5 %, except for low idle which shall be within the tolerances declared by the manufacturer.During each mode of the test cycle where the prescribed torque is 50 % or greater of the maximum torque at the test speed the specified average torque over the data acquisition period shall be held within ± 5 % of the prescribed torque. During modes of the test cycle where the prescribed torque is less than 50 % of the maximum torque at the test speed the specified average torque over the data acquisition period shall be held within ± 10 % of the prescribed torque or ± 0,5 Nm whichever is greater.
| Limits and units ( | Test method | |
|---|---|---|
| ISO 5165 | ||
| ISO 3675, ASTM D 4052 | ||
| Maximum 370 | ISO 3405 | |
| ISO 3104 | ||
| ISO 8754, EN 24260 | ||
| Flash point | Minimum 55 | ISO 2719 |
| CFPP | EN 116 | |
| Copper corrosion | Maximum 1 | ISO 2160 |
| Conradson carbon residue (10 % DR) | Maximum 0,3 % mass | ISO 10370 |
| Ash content | Maximum 0,01 % mass | ASTM D 482 ( |
| Water content | Maximum 0,05 % mass | ASTM D 95, D 1744 |
| Neutralization (strong acid) number | Maximum 0,20 mg KOH/g | |
| Oxidation stability ( | Maximum 2,5 mg/100 ml | ASTM D 2274 |
| Additives ( |
| Parameter | Unit | Limits | Test method | |
|---|---|---|---|---|
| Minimum | Maximum | |||
| Cetane number | 52 | EN-ISO 5165 | ||
| Density at 15 °C | kg/m | 833 | 837 | EN-ISO 3675 |
| Distillation: | ||||
| 50 % point | °C | 245 | — | EN-ISO 3405 |
| 95 % point | °C | 345 | 350 | EN-ISO 3405 |
| — Final boiling point | °C | — | 370 | EN-ISO 3405 |
| Flash point | °C | 55 | — | EN 22719 |
| CFPP | °C | — | –5 | EN 116 |
| Viscosity at 40 °C | mm | 2,5 | EN-ISO 3104 | |
| Polycyclic aromatic hydrocarbons | % m/m | 3,0 | IP 391 | |
| Sulphur content | mg/kg | — | 300 | ASTM D 5453 |
| Copper corrosion | — | class 1 | EN-ISO 2160 | |
| Conradson carbon residue (10 % DR) | % m/m | — | EN-ISO 10370 | |
| Ash content | % m/m | — | EN-ISO 6245 | |
| Water content | % m/m | — | EN-ISO 12937 | |
| Neutralisation (strong acid) number | mg KOH/g | — | ASTM D 974 | |
| Oxidation stability | mg/ml | — | EN-ISO 12205 | |
| Parameter | Unit | Limits | Test method | |
|---|---|---|---|---|
| Minimum | Maximum | |||
| Cetane number | EN-ISO 5165 | |||
| Density at 15 °C | kg/m | EN-ISO 3675 | ||
| Distillation: | ||||
| 50 % point | °C | 245 | — | EN-ISO 3405 |
| 95 % point | °C | 345 | 350 | EN-ISO 3405 |
| °C | — | 370 | EN-ISO 3405 | |
| Flash point | °C | 55 | — | EN 22719 |
| CFPP | °C | — | –5 | EN 116 |
| Viscosity at 40 °C | mm | EN-ISO 3104 | ||
| Polycyclic aromatic hydrocarbons | % m/m | IP 391 | ||
| Sulphur content | mg/kg | — | 10 | ASTM D 5453 |
| Copper corrosion | — | class 1 | EN-ISO 2160 | |
| Conradson carbon residue (10 % DR) | % m/m | — | EN-ISO 10370 | |
| Ash content | % m/m | — | EN-ISO 6245 | |
| Water content | % m/m | — | EN-ISO 12937 | |
| Neutralisation (strong acid) number | mg KOH/g | — | ASTM D 974 | |
| Oxidation stability | mg/ml | — | EN-ISO 12205 | |
| Lubricity (HFRR wear scar diameter at 60 °C) | μm | — | 400 | CEC F-06-A-96 |
| FAME | prohibited | |||
| Parameter | Unit | Limits ( | Test method | Publication | |
|---|---|---|---|---|---|
| Minimum | Maximum | ||||
| Research octane number, RON | — | EN 25164 | |||
| Motor octane number, MON | — | EN 25163 | |||
| Density at 15 | kg/m | 748 | 762 | ISO 3675 | |
| Reid vapour pressure | kPa | EN 12 | |||
| Distillation | — | ||||
| Initial boiling point | 24 | 40 | EN-ISO 3405 | ||
| — Evaporated at 100 | % v/v | EN-ISO 3405 | |||
| — Evaporated at 150 | % v/v | EN-ISO 3405 | |||
| — Final boiling point | 190 | 215 | EN-ISO 3405 | ||
| Residue | % | — | 2 | EN-ISO 3405 | |
| Hydrocarbon analysis | — | — | |||
| — Olefins | % v/v | — | 10 | ASTM D 1319 | |
| — Aromatics | % v/v | ASTM D 1319 | |||
| — Benzene | % v/v | — | EN 12177 | ||
| — Saturates | % v/v | — | balance | ASTM D 1319 | |
| Carbon/hydrogen ratio | report | report | |||
| Oxidation stability ( | min. | 480 | — | EN-ISO 7536 | |
| Oxygen content | % m/m | — | EN 1601 | ||
| Existent gum | mg/ml | — | EN-ISO 6246 | ||
| Sulphur content | mg/kg | — | 100 | EN-ISO 14596 | |
| Copper corrosion at 50 | — | 1 | EN-ISO 2160 | ||
| Lead content | g/l | — | EN 237 | ||
| Phosphorus content | g/l | — | ASTM D 3231 | ||
| Figure number | Description |
|---|---|
| 2 | Exhaust gas analysis system for raw exhaust |
| 3 | Exhaust gas analysis system for dilute exhaust |
| 4 | Partial flow, isokinetic flow, suction blower control, fractional sampling |
| 5 | Partial flow, isokinetic flow, pressure blower control, fractional sampling |
| 6 | Partial flow, CO |
| 7 | Partial flow, CO |
| 8 | Partial flow, single venturi and concentration measurement, fractional sampling |
| 9 | Partial flow, twin venturi or orifice and concentration measurement, fractional sampling |
| 10 | Partial flow, multiple tube splitting and concentration measurement, fractional sampling |
| 11 | Partial flow, flow control, total sampling |
| 12 | Partial flow, flow control, fractional sampling |
| 13 | Full flow, positive displacement pump or critical flow venturi, fractional sampling |
| 14 | Particulate sampling system |
| 15 | Dilution system for full flow system |
HFID analyser for the measurement of hydrocarbons, NDIR analysers for the measurement of carbon monoxide and carbon dioxide, HCLD or equivalent analyser for the measurement of nitrogen oxide.
be defined as the first 254 mm to 762 mm of the hydrocarbon sampling line (HSL3), have a 5 mm minimum inside diameter, be installed in the dilution tunnel DT (section 1.2.1.2) at a point where the dilution air and exhaust gas are well mixed (i.e. approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel), be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies, be heated so as to increase the gas stream temperature to 463 K (190 °C) ± 10 K at the exit of the probe.
be in the same plane as SP2, be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies, be heated and insulated over its entire length to a minimum temperature of 328 K (55 °C) to prevent water condensation.
have a 5 mm minimum and a 13,5 mm maximum inside diameter, be made of stainless steel or PTFE, maintain a wall temperature of 463 (190 °C) ± 10 K as measured at every separately controlled heated section, if the temperature of the exhaust gas at the sampling probe is equal or below 463 K (190 °C), maintain a wall temperature greater than 453 K (180 °C) if the temperature of the exhaust gas at the sampling probe is above 463 K (190 °C), maintain a gas temperature of 463 K (190 °C) ± 10 K immediately before the heated filter (F2) and the HFID.
maintain a wall temperature of 328 to 473 K (55 to 200 °C) up to the converter when using a cooling bath, and up to the analyser when a cooling bath is not used, be made of stainless steel or PTFE.
as short as possible, but not more than 5 m in length, equal to or greater than the probe diameter, but not more than 25 mm in diameter, exiting on the centre-line of the dilution tunnel and pointing downstream.
(a) controlling the speed or flow of the suction blower (SB) and keeping the speed of the pressure blower (PB) constant during each mode (Figure 4); or (b) adjusting the suction blower (SB) to a constant mass flow of the diluted exhaust and controlling the flow of the pressure blower PB, and therefore the exhaust sample flow in a region at the end of the transfer tube (TT) (Figure 5).
shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel DT centre-line of the dilution systems approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel, shall be 12 mm in minimum inside diameter, may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel, may be insulated.
shall be of a sufficient length to cause complete mixing of the exhaust and dilution air under turbulent flow conditions, shall be constructed of stainless steel with: a thickness to diameter ratio of 0,025 or less for dilution tunnels of greater than 75 mm inside diameter, a nominal wall thickness of not less than 1,5 mm for dilution tunnels of equal to or less than 75 mm inside diameter,
shall be at least 75 mm in diameter for the fractional sampling type, is recommended to be at least 25 mm in diameter for the total sampling type, may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel, may be insulated.
HE heat exchanger (Figures 9 and 10)
shall be small enough in diameter to cause turbulent flow (Reynolds number greater than 4000 ) of sufficient length to cause complete mixing of the exhaust and dilution air. A mixing orifice may be used,shall be at least 75 mm in diameter, may be insulated.
shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel DT centre-line of the dilution systems approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel, shall be 12 mm in minimum inside diameter, may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel, may be insulated.
shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel DT centre-line of the dilution systems (section 1.2.1), approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel), shall be 12 mm in minimum inside diameter, may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel, may be insulated.
the partial flow dilution fractional sampling type and the full flow single dilution system from the probe tip to the filter holder, the partial flow dilution total sampling type from the end of the dilution tunnel to the filter holder, the full flow double dilution system from the probe tip to the secondary dilution tunnel.
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel, may be insulated.
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel, may be insulated.
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C), may be insulated.
(a) for stages I, II, IIIA, IIIB and IV the requirements of Section 1 of this Annex shall apply; (b) if the manufacturer, based on the option indicated in Section 1.2.1 of this Annex, chooses to use the procedure of Annex 4B to UNECE Regulation No 96.03 series of amendments, Section 9 of Annex 4B to UNECE Regulation No 96.03 series of amendments shall apply.
| Reported engine type approval | 1 | 2 | 3 | 4 | |
|---|---|---|---|---|---|
| Type approval number | |||||
| Date of approval | |||||
| Name of manufacturer | |||||
| Engine type/family | |||||
| Engine description | General information | ||||
| Cooling medium | |||||
| Number of cylinders | |||||
| Swept volume (cm | |||||
| Type of after-treatment | |||||
| Rated speed (min | |||||
| Rated net power (kW) | |||||
| Emissions (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| PM | |||||
| Reported engine type approval | 1 | 2 | 3 | 4 | |
|---|---|---|---|---|---|
| Type approval number | |||||
| Date of approval | |||||
| Name of manufacturer | |||||
| Engine type/family | |||||
| Engine description | General information | ||||
| Cooling medium | |||||
| Number of cylinders | |||||
| Swept volume (cm | |||||
| Type of after-treatment | |||||
| Rated speed (min | |||||
| Maximum power speed (min | |||||
| Rated net power (kW) | |||||
| Maximum net power (kW) | |||||
| Reported engine type approval | 1 | 2 | 3 | 4 | |
|---|---|---|---|---|---|
| NRSC final test result inclusive of DF (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| NRSC CO | |||||
| NRTC final test result inclusive of DF (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| NRTC hot cycle CO | |||||
| NRTC hot cycle work (kWh) | |||||
| Reported engine type approval | 1 | 2 | 3 | 4 | |
|---|---|---|---|---|---|
| DF mult/add | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| NRSC test result exclusive of DF (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| Reported engine type approval | 1 | 2 | 3 | 4 | |
|---|---|---|---|---|---|
| DF mult/add | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| NRTC cold start test result exclusive of DF (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| NRTC hot start test result exclusive of DF (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| Reported engine type approval | 1 | 2 | 3 | 4 | |
|---|---|---|---|---|---|
| NRTC hot start w/o regeneration (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
| NRTC hot start with regeneration (g/kWh) | CO | ||||
| HC | |||||
| NO | |||||
| HC + NO | |||||
| PM | |||||
1.1. Type approvals to Directive 2000/25/EC; 1.2. Type-approvals to Directive 88/77/EEC, complying with the requirements of stages A or B regarding Article 2 and Annex I, Section 6.2.1 of Directive 88/77/EEC or UNECE Regulation No 49.02 series of amendments, corrigenda I/2; 1.3. Type approvals according to UNECE Regulation No 96.
2.1. Directive 2000/25/EC, stage II approvals; 2.2. Type-approvals to Directive 88/77/EEC as amended by Directive 99/96/EC which are in compliance with stages A, B1, B2 or C provided for in Article 2 and Section 6.2.1 of Annex I to that Directive; 2.3. Type-approvals to UNECE Regulation No 49.03 series of amendments; 2.4. UNECE Regulation No 96 stages D, E, F and G approvals according to paragraph 5.2.1 of the 01 series of amendments of Regulation No 96.
3.1. Type-approvals to Directive 2005/55/EC, as amended by Directives 2005/78/EC and 2006/51/EC, which are in compliance with stages B1, B2 or C provided for in Article 2 and Section 6.2.1 of Annex I to that Directive; 3.2. Type-approvals to UNECE Regulation No 49.05 series of amendments, which are in compliance with stages B1, B2 and C provided for in paragraph 5.2 of that Regulation; 3.3. UNECE Regulation No 96 stages H, I, J and K approvals according to paragraph 5.2.1 of the 02 series of amendments of Regulation No 96.
4.1. Type-approvals to Directive 2005/55/EC, as amended by Directives 2005/78/EC and 2006/51/EC, which are in compliance with stages B2 or C provided for in Article 2 and Section 6.2.1 of Annex I to that Directive; 4.2. Type-approvals to UNECE Regulation No 49.05 series of amendments, which are in compliance with stages B2 or C provided for in paragraph 5.2 of that regulation; 4.3. UNECE Regulation No 96 stages L, M, N and P approvals according to paragraph 5.2.1 of the 03 series of amendments of Regulation No 96.
5.1. Type-approvals to Regulation (EC) No 595/2009 and its implementing measures, if it is confirmed by a technical service that the engine meets the requirements of Annex I Section 8.5 to this Directive; 5.2. Type-approvals to UNECE Regulation No 49.06 series of amendments, if it is confirmed by a technical service that the engine meets the requirements of Annex I Section 8.5 to this Directive.
| Engine category P (kW) | Number of engines |
|---|---|
| 19 ≤ P < 37 | |
| 37 ≤ P < 75 | |
| 75 ≤ P < 130 | |
| 130 ≤ P ≤ 560 |
| Engine category P (kW) | Number of engines |
|---|---|
| 37 ≤ P < 56 | |
| 56 ≤ P < 75 | |
| 75 ≤ P < 130 | |
| 130 ≤ P ≤ 560 |
(a) a sample of the labels to be affixed to each piece of non-road mobile machinery in which an engine placed on the market under the flexibility scheme will be installed. The labels shall bear the following text: "MACHINE No … (sequence of machines) OF … (total number of machines in respective power band) WITH ENGINE No … WITH TYPE-APPROVAL (Dir. 97/68/EC) No …"; (b) a sample of the supplementary label to be affixed on the engine bearing the text referred to in Section 2.2.
| 37 ≤ PN < 75 | 6,5 | 1,3 | 9,2 | 0,85 |
| 75 ≤ PN < 130 | 5,0 | 1,3 | 9,2 | 0,70 |
| P ≥ 130 | 5,0 | 1,3 | 0,54 |
| 18 ≤ P | 5,5 | 1,5 | 8,0 | 0,8 |
| 37 ≤ P | 5,0 | 1,3 | 7,0 | 0,4 |
| 75 ≤ P | 5,0 | 1,0 | 6,0 | 0,3 |
| 130 ≤ P | 3,5 | 1,0 | 6,0 | 0,2 |
| P | 3,5 | 1,0 | 0,2 |
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