Commission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance

Appendix 3

Chassis dynamometer system

1. Specification

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

(a) dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed load curve shape;

(b) dynamometer with adjustable load curve, i.e. a dynamometer with at least two road load parameters that can be adjusted to shape the load curve.

1.1.2.Dynamometers with electric inertia simulation shall be demonstrated to be equivalent to mechanical inertia systems. The means by which equivalence is established are described in point 4.

1.1.3.Where the total resistance to progress on the road cannot be reproduced on the chassis dynamometer between speeds of 10 km/h and 120 km/h, it is recommended that a chassis dynamometer with the characteristics defined in point 1.2. should be used.

1.1.3.1.The load absorbed by the brake and the chassis dynamometer (internal frictional effects) between the speeds of 0 and 120 km/h is as follows:

Equation Ap3-1:

where:

1.2.1.The setting of the dynamometer shall not be affected by the lapse of time. It shall not produce any vibrations perceptible to the vehicle and likely to impair the vehicle’s normal operations.

1.2.2.The chassis dynamometer may have one roller or two rollers in the cases of three-wheel vehicles with two front wheels and quadricycles. In such cases, the front roller shall drive, directly or indirectly, the inertial masses and the power-absorption device.

1.2.3.It shall be possible to measure and read the indicated load to an accuracy of ± 5 percent.

1.2.4.In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at 80 km/h or of the load setting at the reference vehicle speeds (30 km/h, respectively 15 km/h) referred to in point 1.1.3.1. for vehicles that cannot attain 80 km/h, shall be ± 5 percent. In the case of a dynamometer with adjustable load curve, the accuracy of matching dynamometer load to road load shall be ± 5 percent for vehicle speeds > 20 km/h and ± 10 percent for vehicle speeds ≤ 20 km/h. Below this vehicle speed, dynamometer absorption shall be positive.

1.2.5.The total inertia of the rotating parts (including the simulated inertia where applicable) shall be known and shall be within ± 10 kg of the inertia class for the test.

1.2.6.The speed of the vehicle shall be measured by the speed of rotation of the roller (the front roller in the case of a two-roller dynamometer). It shall be measured with an accuracy of ± 1 km/h at vehicle speeds over 10 km/h. The distance actually driven by the vehicle shall be measured by the movement of rotation of the roller (the front roller in the case of a two-roller dynamometer).

2. Dynamometer calibration procedure

This section describes the method to be used to determine the load absorbed by a dynamometer brake. The load absorbed comprises the load absorbed by frictional effects and the load absorbed by the power-absorption device. The dynamometer is brought into operation beyond the range of test speeds. The device used for starting up the dynamometer is then disconnected; the rotational speed of the driven roller decreases. The kinetic energy of the rollers is dissipated by the power-absorption unit and by the frictional effects. This method disregards variations in the roller’s internal frictional effects caused by rollers with or without the vehicle. The frictional effects of the rear roller shall be disregarded when the roller is free.

2.3. The procedures described in point 2.2. shall be repeated as often as necessary for the chosen vehicle speeds.

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

3. Verification of the load curve

The load-absorption curve of the dynamometer from a reference setting at a speed of 80 km/h or for vehicles that cannot attain 80 km/h at the respective reference vehicle speeds referred to in point 1.1.3.1., shall be verified as follows:

3.1.1. Place the vehicle on the dynamometer or devise some other method for starting up the dynamometer.

3.1.2. Adjust the dynamometer to the absorbed load (F80) at 80 km/h, or for vehicles that cannot attain 80 km/h to the absorbed load Fvj at the respective target vehicle speed vj referred to in point 1.1.3.1.

3.1.3. Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h or for vehicles that cannot attain 80 km/h absorbed at the target vehicles speeds vj referred to in point 1.1.3.1.

3.1.4. Draw the curve F(v) and verify that it corresponds to the requirements of point 1.1.3.1.

3.1.5. Repeat the procedure set out in points 3.1.1. to 3.1.4. for other values of F80 and for other values of inertia.

4 Verification of simulated inertia

The method described in this Appendix makes it possible to check that the simulated total inertia of the dynamometer is carried out satisfactorily in the running phase of the operating cycle. The manufacturer of the chassis dynamometer shall specify a method for verifying the specifications according to point 4.3.

Since the dynamometer is subjected to variations in the rotating speed of the roller(s), the force at the surface of the roller(s) can be expressed by:

Equation Ap3-3:

where:

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

Thus, total inertia is expressed as follows:

Equation Ap3-4:

where:

The total inertia (I) will be determined during an acceleration or deceleration test with values no lower than those obtained on an operating cycle.

The test and calculation methods shall make it possible to determine the total inertia I with a relative error (ΔI/I) of less than ± 2 percent.

4.3.1. The mass of the simulated total inertia I shall remain the same as the theoretical value of the equivalent inertia (see Appendix 5) within the following limits:

4.4.1. Verification is carried out during each test throughout the test cycles defined in Appendix 6 of Annex II.

4.4.2. However, if the requirements laid down in point 4.3. are met, with instantaneous accelerations which are at least three times greater or smaller than the values obtained in the sequences of the theoretical cycle, the verification described in point 4.4.1. will not be necessary.

Appendix 4

Exhaust dilution system

1. System specification

A full-flow exhaust dilution system shall be used. This requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions. The total volume of the mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the volume shall be collected for analysis. The quantities of pollutants are determined from the sample concentrations, corrected for the pollutant content of the ambient air and the totalised flow over the test period. The exhaust dilution system shall consist of a transfer tube, a mixing chamber and dilution tunnel, a dilution air conditioning, a suction device and a flow measurement device. Sampling probes shall be fitted in the dilution tunnel as specified in Appendices 3, 4 and 5. The mixing chamber described in this point shall be a vessel, such as those illustrated in Figures Ap4-1 and Ap4-2, in which vehicle exhaust gases and the dilution air are combined so as to produce a homogeneous mixture at the chamber outlet.

1.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water condensation in the sampling and measuring system under any conditions which may occur during a test.

1.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probe is located (see point 1.3.3.). The sampling probe shall extract a representative sample of the diluted exhaust gas.

1.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.

1.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampling system and the materials that go to make it up shall be such that they do not affect the pollutant concentration in the diluted exhaust gases. Should any component in the system (heat exchanger, cyclone separator, blower, etc.) change the concentration of any of the pollutants in the diluted exhaust gases and the fault cannot be corrected, sampling for that pollutant shall be carried out upstream from that component.

1.2.5. All parts of the dilution system that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulates or particles. All parts shall be made of electrically conductive materials that do not react with exhaust gas components and shall be electrically grounded to prevent electrostatic effects.

1.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes shall be connected as near as possible to the vehicle without adversely affecting its operation.

1.2.7. The variable-dilution system shall be designed so as to enable the exhaust gases to be sampled without appreciably changing the back-pressure at the exhaust pipe outlet.

1.2.8. The connecting tube between the vehicle and dilution system shall be so designed as to minimise heat loss.

The connecting tube between the vehicle exhaust outlets and the dilution system shall be as short as possible and satisfy the following requirements:

(a) the tube shall be less than 3,6 m long, or less than 6,1 m long if heat insulated. Its internal diameter may not exceed 105 mm;

(b) it shall not cause the static pressure at the exhaust outlets on the test vehicle to differ by more than ± 0,75 kPa at 50 km/h, or more than ± 1,25 kPa for the whole duration of the test, from the static pressures recorded when nothing is connected to the vehicle exhaust outlets. The pressure shall be measured in the exhaust outlet or in an extension having the same diameter, as near as possible to the end of the pipe. Sampling systems capable of maintaining the static pressure to within ± 0,25 kPa may be used if a written request from a manufacturer to the technical service substantiates the need for the closer tolerance;

(c) it shall not change the nature of the exhaust gas;

(d) any elastomeric connectors employed shall be as thermally stable as possible and have minimum exposure to the exhaust gases.

The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall be passed through a medium capable of reducing particles in the most penetrating particle size of the filter material by ≥ 99,95 percent, or through a filter of at least class H13 of EN 1822:1998. This represents the specification of High Efficiency Particulate Air (HEPA) filters. The dilution air may be charcoal scrubbed before being passed to the HEPA filter. It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the charcoal scrubber, if used. At the vehicle manufacturer’s request, the dilution air may be sampled according to good engineering practice to determine the tunnel contribution to background particulate mass levels, which can then be subtracted from the values measured in the diluted exhaust.

Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing orifice may be used. In order to minimise the effects on the conditions at the exhaust outlet and to limit the drop in pressure inside the dilution-air conditioning device, if any, the pressure at the mixing point shall not differ by more than ± 0,25 kPa from atmospheric pressure. The homogeneity of the mixture in any cross-section at the location of the sampling probe shall not vary by more than ±2 percent from the average of the values obtained for at least five points located at equal intervals on the diameter of the gas stream. For particulate and particle emissions sampling, a dilution tunnel shall be used which:

(a) shall consist of a straight tube of electrically-conductive material, which shall be earthed;

(b) shall be small enough in diameter to cause turbulent flow (Reynolds number ≥ 4 000 ) and of sufficient length to cause complete mixing of the exhaust and dilution air;

(c) shall be at least 200 mm in diameter;

(d) may be insulated.

This device may have a range of fixed speeds to ensure sufficient flow to prevent any water condensation. This result is generally obtained if the flow is either:

(a) twice the maximum flow of exhaust gas produced by accelerations of the driving cycle; or

(b) sufficient to ensure that the CO2 concentration in the dilute exhaust sample bag is less than 3 percent by volume for petrol and diesel, less than 2,2 percent by volume for LPG and less than 1,5 percent by volume for NG/biomethane.

The method for measuring total dilute exhaust volume incorporated in the constant volume sampler shall be such that measurement is accurate to ± 2 percent under all operating conditions. If the device cannot compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the measuring point, a heat exchanger shall be used to maintain the temperature to within ± 6 K of the specified operating temperature. If necessary, some form of protection for the volume measuring device may be used, e.g. a cyclone separator, bulk stream filter, etc. A temperature sensor shall be installed immediately before the volume measuring device. This sensor shall have an accuracy and a precision of ± 1 K and a response time of 0,1 s at 62 percent of a given temperature variation (value measured in silicone oil). The difference from atmospheric pressure shall be measured upstream and, if necessary, downstream from the volume measuring device. The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test.

Figure Ap 4-1 and Figure Ap 4-2 are schematic drawings of two types of recommended exhaust dilution systems that meet the requirements of this Annex. Since various configurations can produce accurate results, exact conformity with these figures is not essential. Additional components such as instruments, valves, solenoids and switches may be used to provide additional information and coordinate the functions of the component system.

The positive displacement pump (PDP) full-flow dilution system satisfies the requirements of this Annex by metering the flow of gas through the pump at constant temperature and pressure. The total volume is measured by counting the revolutions of the calibrated positive displacement pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve at a constant flow rate. The collecting equipment consists of:

1.4.1.1. A filter (refer to DAF in Figure Ap 4-1) for the dilution air shall be installed, which can be preheated if necessary. This filter shall consist of the following filters in sequence: an optional activated charcoal filter (inlet side) and a high efficiency particulate air (HEPA) filter (outlet side). It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilise the hydrocarbon concentrations of ambient emissions in the dilution air;

1.4.1.2. A transfer tube (TT) by which vehicle exhaust is admitted into a dilution tunnel (DT) in which the exhaust gas and dilution air are mixed homogeneously;

1.4.1.3. The positive displacement pump (PDP), producing a constant-volume flow of the air/exhaust-gas mixture. The PDP revolutions, together with associated temperature and pressure measurement, are used to determine the flow rate;

1.4.1.4. A heat exchanger (HE) of a capacity sufficient to ensure that throughout the test the temperature of the air/exhaust-gas mixture measured at a point immediately upstream of the positive displacement pump is within 6 K of the average operating temperature during the test. This device shall not affect the pollutant concentrations of diluted gases taken off afterwards for analysis.

1.4.1.5. A mixing chamber (MC) in which exhaust gas and air are mixed homogeneously and which may be located close to the vehicle so that the length of the transfer tube (TT) is minimised.

The use of a critical-flow venturi (CFV) for the full-flow dilution system is based on the principles of flow mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic velocity which is directly proportional to the square root of the gas temperature. Flow is continually monitored, computed and integrated throughout the test. The use of an additional critical-flow sampling venturi ensures the proportionality of the gas samples taken from the dilution tunnel. As pressure and temperature are both equal at the two venturi inlets, the volume of the gas flow diverted for sampling is proportional to the total volume of diluted exhaust-gas mixture produced, and thus the requirements of this Annex are met. The collecting equipment consists of:

1.4.2.1. A filter (DAF) for the dilution air which can be preheated if necessary. This filter shall consist of the following filters in sequence: an optional activated charcoal filter (inlet side) and a high efficiency particulate air (HEPA) filter (outlet side). It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilise the hydrocarbon concentrations of ambient emissions in the dilution air;

1.4.2.2. A mixing chamber (MC) in which exhaust gas and air are mixed homogeneously and which may be located close to the vehicle so that the length of the transfer tube (TT) is minimised;

1.4.2.3. A dilution tunnel (DT) from which particulates and particles are sampled;

1.4.2.4. Some form of protection for the measurement system may be used, e.g. a cyclone separator, bulk stream filter, etc.;

1.4.2.5. A measuring critical-flow venturi tube (CFV) to measure the flow volume of the diluted exhaust gas;

1.4.2.6. A blower (BL) of sufficient capacity to handle the total volume of diluted exhaust gas.

2. CVS calibration procedure

The CVS system shall be calibrated by using an accurate flow-meter and a restricting device. The flow through the system shall be measured at various pressure readings and the control parameters of the system measured and related to the flows. The flow-meter shall be dynamic and suitable for the high flow-rate encountered in CVS testing. The device shall be of certified accuracy traceable to an approved national or international standard.

2.1.1. Various types of flow-meter may be used, e.g. calibrated venturi, laminar flow-meter, calibrated turbine-meter, provided that they are dynamic measurement systems and can meet the requirements of point 1.3.5. of this Appendix.

2.1.2. The following points give details of methods of calibrating PDP and CFV units, using a laminar flow-meter which gives the required accuracy, together with a statistical check on the calibration validity.

2.2.1. The following calibration procedure outlines the equipment, the test configuration and the various parameters that are measured to establish the flow-rate of the CVS pump. All the parameters relating to the pump are simultaneously measured with the parameters relating to the flow-meter which is connected in series with the pump. The calculated flow rate (given in m³/min at pump inlet, absolute pressure and temperature) can then be plotted against a correlation function that is the value of a specific combination of pump parameters. The linear equation that relates the pump flow and the correlation function is then determined. If a CVS has a multiple speed drive, a calibration shall be performed for each range used.

2.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and flow-meter parameters that relate to the flow rate at each point. Three conditions shall be maintained to ensure the accuracy and integrity of the calibration curve:

2.2.3. During an exhaust emission test, the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.

2.2.4. Figure Ap 4-3 of this Appendix shows one possible test set-up. Variations are permissible, provided that the technical service approves them as being of comparable accuracy. If the set-up shown in Figure Ap 4-3 is used, the following data shall be found within the limits of precision given: Figure Ap4-3 PDP calibration configuration

2.2.5. After the system has been connected as shown in Figure Ap 4-3, set the variable restrictor in the wide-open position and run the CVS pump for 20 minutes before starting the calibration.

2.2.6. Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 1 kPa) that will yield a minimum of six data points for the total calibration. Allow the system to stabilise for three minutes and repeat the data acquisition.

2.2.7. The air flow rate (Qs) at each test point is calculated in standard m³/min from the flow-meter data using the manufacturer’s prescribed method.

2.2.8. The air flow-rate is then converted to pump flow (V0) in m³/rev at absolute pump inlet temperature and pressure. Equation Ap 4-1: where: V0 = pump flow rate at Tp and Pp (m³/rev); Qs = air flow at 101,33 kPa and 273,2 K (m³/min); Tp = pump inlet temperature (K); Pp = absolute pump inlet pressure (kPa); n = pump speed (min^-1).

2.2.9. To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, the correlation function (x0) between the pump speed (n), the pressure differential from pump inlet to pump outlet, and the absolute pump outlet pressure is calculated as follows: Equation Ap 4-2: where: x0 = correlation function; ΔPp = pressure differential from pump inlet to pump outlet (kPa); Pe = absolute outlet pressure (PPO + Pb) (kPa). 2.2.9.1.A linear least-square fit is performed to generate the calibration equations which have the formula: Equation Ap 4-3: D0, M, A and B are the slope-intercept constants describing the lines.

2.2.10. A CVS system that has multiple speeds shall be calibrated on each speed used. The calibration curves generated for the ranges shall be approximately parallel and the intercept values (D0) shall increase as the pump flow range decreases.

2.2.11 If the calibration has been performed carefully, the calculated values from the equation will be within 0.5 percent of the measured value of V0.Values of M will vary from one pump to another. Calibration is performed at pump start-up and after major maintenance.

2.3.1. Calibration of the CFV is based on the flow equation for a critical-flow venturi: Equation Ap 4-4: where: Qs = flow; Kv = calibration coefficient; P = absolute pressure (kPa); T = absolute temperature (K). Gas flow is a function of inlet pressure and temperature. The calibration procedure described in points 2.3.2. to 2.3.7. shall establish the value of the calibration coefficient at measured values of pressure, temperature and air flow.

2.3.2. The manufacturer’s recommended procedure shall be followed for calibrating electronic portions of the CFV.

2.3.3. Measurements for flow calibration of the critical-flow venturi are required and the following data shall be found within the limits of precision given:

2.3.4. The equipment shall be set up as shown in Figure Ap 4-4 and checked for leaks. Any leaks between the flow-measuring device and the critical-flow venturi will seriously affect the accuracy of the calibration. Figure Ap4-4 CFV calibration configuration

2.3.5. The variable-flow restrictor shall be set to the open position, the blower shall be started and the system stabilised. Data from all instruments shall be recorded.

2.3.6. The flow restrictor shall be varied and at least eight readings shall be taken across the critical flow range of the venturi.

2.3.7. The data recorded during the calibration shall be used in the following calculations. The air flow-rate (Qs) at each test point is calculated from the flow-meter data using the manufacturer’s prescribed method. Calculate values of the calibration coefficient (Kv) for each test point: Equation Ap 4-5: where: Qs = flow-rate in m³/min at 273,2 K and 101,3 kPa; Tv = temperature at the venturi inlet (K); Pv = absolute pressure at the venturi inlet (kPa). Plot Kv as a function of venturi inlet pressure. For sonic flow, Kv will have a relatively constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and Kv decreases. The resultant Kv changes are not permissible. For a minimum of eight points in the critical region, calculate an average Kv and the standard deviation. If the standard deviation exceeds 0,3 percent of the average Kv, take corrective action.

3. System verification procedure

The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known mass of a pollutant gas into the system while it is being operated as if during a normal test and then analysing and calculating the pollutant mass according to the formula in point 4, except that the density of propane shall be taken as 1,967 grams per litre at standard conditions. The two techniques described in points 3.2. and 3.3. are known to give sufficient accuracy. The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 percent.

3.2.2. A known quantity of pure gas (CO or C3H8) is fed into the CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow-rate (q), which is adjusted by means of the critical-flow orifice, is independent of orifice outlet pressure (critical flow). If deviations exceeding 5 percent occur, the cause of the malfunction shall be determined and corrected. The CVS system is operated as in an exhaust emission test for about five to ten minutes. The gas collected in the sampling bag is analysed by the usual equipment and the results compared to the concentration of the gas samples which was known beforehand.

3.3.2. The following gravimetric procedure may be used to verify the CVS system. The weight of a small cylinder filled with either carbon monoxide or propane is determined with a precision of ± 0,01 g. For about five to ten minutes, the CVS system is operated as in a normal exhaust emission test, while CO or propane is injected into the system. The quantity of pure gas involved is determined by means of differential weighing. The gas accumulated in the bag is analysed using the equipment normally used for exhaust-gas analysis. The results are then compared to the concentration figures computed previously.

Appendix 5

Classification of equivalent inertia mass and running resistance

1.The chassis dynamometer can be set using the running resistance table instead of the running resistance force obtained by the coast-down methods set out in Appendices 7 or 8. In this table method, the chassis dynamometer shall be set by the reference mass regardless of particular L-category vehicle characteristics.

2.The flywheel equivalent inertia mass mref shall be the equivalent inertia mass mi specified in point 4.5.6.1.2. The chassis dynamometer shall be set by the rolling resistance of front wheel ‘a’ and the aerodynamic drag coefficient ‘b’ specified in the following table.

Appendix 6

Driving cycles for type I tests

(1) UNECE Regulation No 47 (ECE R47)-based test cycle

The ECE R47 test cycle to be used on the chassis dynamometer shall be as depicted in the following graph:

The ECE R47-based test cycle lasts 896 seconds and consists of eight elementary cycles to be carried out without interruption. Each cycle shall comprise of seven driving condition phases (idling, acceleration, steady speed, deceleration, etc.) as set out in points 2 and 3. The truncated vehicle speed trace restricted to maximum 25 km/h is applicable for L1e-A and L1e-B vehicles with a maximum design speed of 25 km/h.

Figure Ap6-2 ECE R47 based test cycle tolerances

(2) UNECE Regulation No 40 (ECE R40)-based driving cycle

The ECE R40 test cycle to be used on the chassis dynamometer shall be as depicted in the following graph:

The ECE R40-based test cycle lasts 1 170 seconds and consists of six elementary urban operating cycle cycles to be carried out without interruption. Each elementary urban cycle shall comprise fifteen driving condition phases (idling, acceleration, steady speed, deceleration, etc.) as set out in points 2 and 3.

Figure Ap6-4 ECE R40-based test cycle tolerances

4.2.The distance driven during the cycle shall be measured to (0 / + 2) percent. 4.3.If the acceleration capability of the L-category vehicle is not sufficient to carry out the acceleration phases within the prescribed limits of tolerances or the prescribed maximum vehicle speed in the individual cycles cannot be achieved owing to a lack of propulsion power, the vehicle shall be driven with the throttle fully open until the speed prescribed for the cycle is reached and the cycle shall be carried on normally. 4.4.If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the theoretical cycle shall be restored by a constant speed or idling period merging into the subsequent constant speed or idling operation. In such cases, point 4.1 shall not apply.

6.2.The ECE R40 test shall be conducted using the gearshift procedure set out in point 2.3 of UNECE regulation No 40.

(3) World Harmonised Motorcycle Test Cycle (WMTC), stage 2

The WMTC stage 2 to be used on the chassis dynamometer shall be as depicted in the following graph:

1.1. The WMTC stage 2 includes the same vehicle speed trace as WMTC stage 1 with supplemental gear shift prescriptions. The WMTC stage 2 lasts 1 800 seconds and consists of three parts to be carried out without interruption. The characteristic driving conditions (idling, acceleration, steady speed, deceleration, etc.). are set out in the following points and tables.