Legalize / European Union / Delegated Regulation

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

Type Delegated Regulation

Publication 2013-12-16

Last updated 2023-12-26

State In force

Department European Commission

Source EUR-Lex

articles 19

Reform history JSON API

1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (such as exhaust pipe work, the silencer proper) and the air intake system (air filter), if any. If the engine has to be equipped with an air intake system (air filter or intake noise absorber) in order to comply with the maximum permissible sound levels, the filter or the absorber shall be treated as components having the same importance as the exhaust system.

Component type-approval in respect of the sound level and original exhaust system, as a separate technical unit, of a type of two-wheel moped

2.1.1. Noise limits: see Part D of Annex VI to Regulation (EU) No 168/2013.

2.1.2. 2.1.2.1. Acoustic measurements The apparatus used for measuring the sound-level shall be a precision sound-level meter of the type described in International Electro-technical Commission (IEC) publication 179 Precision sound-level meters, second edition. Measurements shall be taken using the ‘fast’ response and the ‘A’ weighting also described in that publication. At the beginning and end of each series of measurements, the sound-level meter shall be calibrated in accordance with the manufacturer’s instructions, using an appropriate noise source (e.g. piston phone). 2.1.2.2. Speed measurements Engine speed and moped speed on the test track shall be determined to within ± 3 %.

2.1.3. 2.1.3.1. Condition of the moped The combined weight of the rider and the test equipment used on the moped shall be between 70 kg and 90 kg. If necessary, weights shall be added to the moped to bring the combined weight up to at least 70 kg. During the measurements, the moped shall be in running order (including coolant, oils, fuel, tools, spare wheel and rider). Before the measurements are taken, the moped shall be brought to the normal operating temperature. If the moped is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the sound measurements. For mopeds with more than one driven wheel, only the drive provided for normal road operation may be used. Where a moped is fitted with a sidecar, this shall be removed for the purposes of the test. 2.1.3.2. Test site The test site shall consist of a central acceleration section surrounded by a substantially flat test area. The acceleration section shall be flat; its surface shall be dry and such that surface noise remains low. On the test site, the variations in the free sound field between the sound source at the centre of the acceleration section and the microphone shall not exceed 1 dB. This condition will be deemed to be met if there are no large objects which reflect sound, such as fences, rocks, bridges or buildings, within 50 m of the centre of the acceleration section. The surface covering of the test track shall conform to the requirements of Appendix 7. The microphone shall not be obstructed in any way which could affect the sound field, and no person may stand between the microphone and the sound source. The observer taking the measurements shall so position himself as not to affect the readings of the measuring instrument. 2.1.3.3. Miscellaneous Measurements shall not be taken in poor atmospheric conditions. It shall be ensured that the results are not affected by gusts of wind. For measurements, the A-weighted sound level of sound sources other than those of the vehicle to be tested and of wind effects shall be at least 10 dB(A) below the sound level produced by the vehicle. A suitable windscreen may be fitted to the microphone provided that account is taken of its effect on the microphone’s sensitivity and directional characteristics. If the difference between the ambient noise and the noise to be measured is between 10 and 16 dB(A), the test results shall be calculated by subtracting the appropriate correction from the readings on the sound-level meter, as in the following graph: Figure Ap1-1 Difference between ambient noise and noise to be measured

2.1.4. 2.1.4.1. Nature and number of measurements The maximum sound level expressed in A-weighted decibels (dB(A)) shall be measured as the moped travels between lines AA′ and BB′ (Figure Ap1-2). The measurement will be invalid if an abnormal discrepancy is recorded between the peak value and the general noise level. At least two measurements shall be taken on each side of the moped. 2.1.4.2. Positioning of the microphone The microphone shall be positioned 7,5 m ± 0,2 m from the reference line CC′ (Figure Ap1-2) of the track and 1,2 m ± 0,1 m above ground level. 2.1.4.3. Conditions of operation The moped shall approach line AA′ at an initial steady speed as specified in point 2.1.4.3.1 and 2.1.4.3.2. When the front of the moped reaches line AA′, the throttle shall be fully opened as quickly as practically possible and kept in that position until the rear of the moped reaches line BB′; the throttle shall then be returned as quickly as possible to the idle position. For all measurements, the moped shall be ridden in a straight line over the acceleration section, keeping the median longitudinal plane of the moped as close as possible to line CC′. 2.1.4.3.1. Approach speed The moped shall approach line AA′ at a steady speed of 30 km/h or at its top speed if this is less. 2.1.4.3.2. Selection of gear ratio If the moped is fitted with a manual-shift gearbox, the highest gear which allows it to cross line AA′ at a speed at least half the full-power engine speed shall be selected. If the moped has an automatic transmission, it shall be ridden at the speeds indicated in 2.1.4.3.1.

In order to facilitate subsequent noise tests on mopeds in use, the sound-pressure level in the immediate vicinity of the exhaust-system outlet (silencer) shall be measured in accordance with the following requirements, the result being entered in the test report drawn up for the purpose of issuing the document according to the template referred to in Article 32(1) of Regulation (EU) No 168/2013.

A precision sound-level meter as defined in point 2.1.2.1 shall be used.

Before the measurements are taken, the moped engine shall be brought to normal operating temperature. If the moped is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the noise measurements.

During the measurements, the gearbox shall be in neutral gear. If it is impossible to disconnect the drive train, the driving wheel of the moped shall be allowed to rotate freely, e.g. by placing the vehicle on its centre stand.

Any area in which there are no significant acoustic disturbances may be used as a test site. Flat surfaces which are covered with concrete, asphalt or some other hard material and are highly reflective are suitable; surfaces consisting of earth which has been tamped down shall not be used. The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the moped (handlebars excluded). There shall be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

The moped shall be positioned within the rectangle so that the microphone used for measurement is at least 1 m from any kerb.

Instrument readings caused by ambient noise and wind effects shall be at least 10,0 dB(A) lower than the noise levels to be measured. A suitable windshield may be fitted to the microphone provided that account is taken of its effect on the microphone’s sensitivity.

The maximum noise level expressed in A-weighted decibels (dB(A)) shall be measured during the period of operation laid down in point 2.2.4.3.

At least three measurements shall be taken at each measuring point.

The microphone shall be positioned level with the exhaust outlet or 0,2 m above the surface of the track, whichever is higher. The microphone diaphragm shall face towards the exhaust outlet at a distance of 0,5 m from it. The axis of maximum sensitivity of the microphone shall be parallel to the surface of the track at an angle of 45° ± 10° to the vertical plane of the direction of the exhaust emissions.

In relation to this vertical plane, the microphone shall be positioned on the side on which there is the maximum possible distance between the microphone and the outline of the moped (handlebars excluded).

If the exhaust system has more than one outlet at centres less than 0,3 m apart, the microphone shall face the outlet which is nearest the moped (handlebars excluded) or the outlet which is highest above the surface of the track. If the centres of the outlets are more than 0,3 m apart, separate measurements shall be taken for each of them; the highest figure recorded being taken as the test value.

The engine speed shall be held steady at:

where ‘S’ is the engine speed at which maximum power is developed.

When a constant engine speed is reached, the throttle shall be returned swiftly to the idle position. The noise level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period, the highest sound-level meter reading being taken as the test value.

2.2.5.1. The test report drawn up for the purpose of issuing the document according to the template referred to in Article 32(1) of Regulation (EU) No 168/2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary moped.

2.2.5.2. Values shall be read off the measuring instrument and rounded to the nearest decibel. Only measurements which vary by 2,0 dB(A) or less in three consecutive tests will be used.

2.2.5.3. The highest of the three measurements shall be taken as the test result.

2.3.1.1. Absorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and meets the requirements of point 2.3.1.2, 2.3.1.3 or 2.3.1.4.

2.3.1.2. After removal of the fibrous material, the noise level shall comply with the requirements of point 2.1.1.

2.3.1.4.	Before the system is tested in accordance with point 2.1, it shall be put into normal working order by one of the following methods: 2.3.1.4.1. Conditioning by continuous road operation 2.3.1.4.1.1.The minimum distance to be travelled during conditioning shall be 2 000 km. 2.3.1.4.1.2.50 ± 10 % of this conditioning cycle shall consist of town driving and the remainder of long-distance runs; the continuous road cycle may be replaced by a corresponding test-track programme. 2.3.1.4.1.3.The two types of driving shall be alternated at least six times. 2.3.1.4.1.4.The complete test programme shall include at least 10 breaks lasting at least three hours in order to reproduce the effects of cooling and condensation. 2.3.1.4.2. Conditioning by pulsation 2.3.1.4.2.1.The exhaust system or components thereof shall be fitted to the moped or to the engine. In the first case, the moped shall be mounted on a roller dynamometer. In the second case, the engine shall be mounted on a test bench. The test apparatus, as shown in detail in Figure Ap1-4, is fitted at the outlet of the exhaust system. Any other apparatus giving equivalent results is acceptable. 2.3.1.4.2.2.The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve. 2.3.1.4.2.3.The valve shall open when the exhaust gas back-pressure, measured at least 100 mm downstream of the intake flange, reaches a value of between 0,35 and 0,40 bar. Should the engine characteristics prevent this, the valve shall open when the gas back-pressure reaches a level equivalent to 90 % of that which can be measured before the engine stops. It shall close when this pressure differs by no more than 10 % from its stabilised value with the valve open. 2.3.1.4.2.4.The time-lapse relay shall be set for the period in which exhaust gases are produced, calculated on the basis of the requirements of point 2.3.1.4.2.3. 2.3.1.4.2.5.Engine speed shall be 75 % of the speed (S) at which the engine develops maximum power. 2.3.1.4.2.6.The power indicated by the dynamometer shall be 50 % of the full-throttle power measured at 75 % of engine speed (S). 2.3.1.4.2.7.Any drainage holes shall be closed off during the test. 2.3.1.4.2.8.The entire test shall be completed within 48 hours. If necessary, a cooling period shall be allowed after each hour. 2.3.1.4.3. Conditioning on a test bench 2.3.1.4.3.1.The exhaust system shall be fitted to an engine representative of the type fitted to the moped for which the system is designed, and mounted on a test bench. 2.3.1.4.3.2.Conditioning consists of three test-bench cycles. 2.3.1.4.3.3.Each test-bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation. 2.3.1.4.3.4.Each test-bench cycle consists of six phases. The engine conditions and duration are as follows for each phase: Table Ap1-1 Test-bench test cycle phases Phase Conditions Duration of phase (minutes) 1 Idling 6 2 25 % load at 75 % S 40 3 50 % load at 75 % S 40 4 100 % load at 75 % S 30 5 50 % load at 100 % S 12 6 25 % load at 100 % S 22 Total time: 2 hrs. 30 mins 2.3.1.4.3.5.During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the moped is running at 75 % S in top gear. The engine and moped speeds shall be determined with an accuracy of ± 3 %. Figure Ap1-4 Test apparatus for conditioning by pulsation 1.Inlet flange or sleeve for connection to the rear of the test exhaust system. 2.Hand-operated regulating valve. 3.Compensating reservoir with a maximum capacity of 40 l and a filling time of not less than one second. 4.Pressure switch with an operating range of 0,05 to 2,5 bar. 5.Time delay switch. 6.Pulse counter. 7.Quick-acting valve, such as exhaust brake valve 60 mm in diameter, operated by a pneumatic cylinder with an output of 120 N at 4 bar. The response time, for opening and closing, must not exceed 0,5 second. 8.Exhaust gas evaluation. 9.Flexible hose. 10.Pressure gauge
Phase	Conditions	Duration of phase (minutes)
1	Idling	6
2	25 % load at 75 % S	40
3	50 % load at 75 % S	40
4	100 % load at 75 % S	30
5	50 % load at 100 % S	12
6	25 % load at 100 % S	22
Total time:	2 hrs. 30 mins

2.3.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system(s) shall be attached to the information document referred to in Article 27(4) of Regulation (EU) No 168/2013.

2.3.2.2. All original silencers shall bear at least the following:

This reference shall be legible, indelible and visible in the position at which it is to be fitted.

2.3.2.3. Any packing of original replacement silencer systems shall be marked legibly with the words ‘original part’ and the make and type references linked with the ‘e’ mark, together with the reference to the country of origin.

If the engine intake has to be fitted with an air filter or intake silencer in order to comply with the permissible noise level, the filter or silencer shall be regarded as part of the silencer and the requirements of point 2.3 will also apply to them.

Component type-approval of a non-original exhaust system or components thereof, as a separate technical unit, for two-wheel mopeds

This point applies to the component type-approval, as separate technical units, of exhaust systems or components thereof intended to be fitted to one or more particular types of moped as non-original replacement parts.

3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in point 1.2 intended to be fitted to a moped to replace that of the type fitted to the moped when the information document provided for in Article 27(4) of Regulation (EU) No 168/2013 was issued.

3.2.1. Applications for component type-approval for replacement exhaust systems or components thereof as separate technical units shall be submitted by the manufacturer of the system or by his authorised representative.

3.2.2. For each type of replacement exhaust system or components thereof for which approval is requested, the component type-approval application shall be accompanied by the following documents in triplicate, and by the following particulars:

3.2.3. The applicant shall submit, at the request of the technical service:

The design, construction and mounting of the silencer shall be such that:

3.3.1.1. the moped complies with the requirements of this Appendix under normal conditions of use, and in particular regardless of any vibrations to which it may be subjected;

3.3.1.2. it displays reasonable resistance to the corrosion phenomena to which it is exposed, with due regard to the normal conditions of use of the moped;

3.3.1.3. the ground clearance under the silencer as originally fitted, and the angle at which the moped can lean over, are not reduced;

3.3.1.4. the surface does not reach unduly high temperatures;

3.3.1.5. its outline has no projections or sharp edges;

3.3.1.6. shock absorbers and suspension have adequate clearance;

3.3.1.7. adequate safety clearance is provided for pipes;

3.3.1.8. it is impact-resistant in a way that is compatible with clearly defined maintenance and installation requirements.

3.3.2.1.The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in points 2.1.2, 2.1.3, 2.1.4 and 2.1.5. Where a replacement exhaust system or component thereof is fitted to the moped referred to in point 3.2.3.3, the noise-level values obtained shall not exceed those measured, in accordance with point 3.2.3.3, using the same moped fitted with the original equipment silencer both during the test in motion and during the stationary test.

3.3.3.1.The replacement silencer shall be such as to ensure that the moped’s performance is comparable with that achieved with the original silencer or component thereof.

3.3.3.2.The replacement silencer shall be compared with an originally-fitted silencer, also in new condition, fitted to the moped referred to in point 3.2.3.3.

3.3.3.3.This test shall be carried out by measuring the engine power curve. The net maximum power and the top speed measurements with the replacement silencer shall not deviate by more than ± 5 % from those taken under the same conditions with the original equipment silencer.

Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2.3.1 of this Annex are met.

The vehicle referred to in point 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo the applicable environmental tests according to the type-approval of the vehicle.

The requirements regarding environmental performance shall be deemed to be fulfilled if the results meet the limit values according to the type-approval of the vehicle as set out in Annex VI(D) of Regulation (EU) No 168/2013.

3.3.6. The marking of non-original exhaust systems or components thereof shall comply with the provisions of Article 39 of Regulation (EU) No 168/2013.

3.4.1. Upon completion of the tests laid down in this Appendix, the approval authority shall issue a certificate corresponding to the model referred to in Article 30 (2) of Regulation (EU) No 168/2013. The component type-approval number shall be preceded by a rectangle surrounding the letter ‘e’ followed by the distinguishing number or letters of the Member State which issued or refused the component type-approval. The exhaust system which is granted system type-approval shall conform to the provisions of Annexes II and VI.

Appendix 2

Sound level test requirements for motorcycles (categories L3e and L4e)

Definitions

For the purposes of this Appendix:

1.1. ‘type of motorcycle as regards its sound level and exhaust system’ means motorcycles which do not differ in such essential respects as the following: 1.1.1. type of engine (two- or four-stroke, reciprocating piston engine or rotary-piston engine, number and capacity of cylinders, number and type of carburettors or injection systems, arrangement of valves, net maximum power and corresponding speed). The cubic capacity of rotary-piston engines shall deemed to be double the volume of the chamber; 1.1.2. Drive train, in particular the number and ratios of the gears of the transmission and final ratio; 1.1.3. number, type and arrangement of exhaust systems;

1.2. ‘exhaust system’ or ‘silencer’ means a complete set of components necessary to limit the noise caused by a motorcycle engine and its exhaust;

1.2.1. ‘original exhaust system or silencer’ means a system of the type fitted to the vehicle at the time of type-approval or extension of type-approval. It may be that first fitted or a replacement; 1.2.2. ‘non-original exhaust system or silencer’ means a system of a type other than that fitted to the vehicle at the time of type-approval or extension of type-approval. It may be used only as a replacement exhaust system or silencer;

1.3. ‘exhaust systems of differing types’ means systems which are fundamentally different in one of the following ways: 1.3.1. systems comprising components bearing different factory markings or trademarks; 1.3.2. systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size; 1.3.3. systems in which the operating principles of at least one component are different; 1.3.4. systems comprising components in different combinations;

1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (e.g. exhaust pipe work, the silencer proper) and the air intake system (air filter), if any. If the engine has to be equipped with an air intake system (air filter or intake noise absorber) in order to comply with permissible noise levels, the filter or the absorber shall be treated as components having the same importance as the exhaust system.

Component type-approval in respect of the sound level and original exhaust system, as a separate technical unit, of a type of motorcycle

2.1.1. Limits: see Part D of Annex VI to Regulation (EU) No 168/2013.

2.1.2. 2.1.2.1. Acoustic measurements The apparatus used for measuring the sound level shall be a precision sound-level meter of the type described in International Electro-technical Commission (IEC) publication 179 Precision sound-level meters, second edition. Measurements shall be taken using the ‘fast’ response and the ‘A’ weighting also described in that publication. At the beginning and end of each series of measurements, the sound-level meter shall be calibrated in accordance with the manufacturer’s instructions, using an appropriate noise source (e.g. piston phone). 2.1.2.2. Speed measurements Engine speed and motorcycle speed on the test track shall be determined to within ± 3 %.

2.1.3. 2.1.3.1. Condition of the motorcycle During the measurements, the motorcycle shall be in running order. Before the measurements are taken, the motorcycle shall be brought to normal operating temperature. If the motorcycle is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the noise measurements. For motorcycles with more than one driven wheel, only the drive provided for normal road operation may be used. Where a motorcycle is fitted with a sidecar, this shall be removed for the purposes of the test. 2.1.3.2. Test site The test site shall consist of a central acceleration section surrounded by a substantially flat test area. The acceleration section shall be flat; its surface shall be dry and such that surface noise remains low. On the test site, the variations in the free sound field between the sound source at the centre of the acceleration section and the microphone shall not exceed 1,0 dB. This condition will be deemed to be met if there are no large objects which reflect sound, such as fences, rocks, bridges or buildings, within 50 m of the centre of the acceleration section. The surface covering of the test site shall conform to the requirements of Appendix 4. The microphone shall not be obstructed in any way which could affect the sound field, and no person may stand between the microphone and the sound source. The observer carrying out the measurements shall so position himself as not to affect the readings of the measuring instrument. 2.1.3.3. Miscellaneous Measurements shall not be taken in poor atmospheric conditions. It shall be ensured that the results are not affected by gusts of wind. For measurements, the A-weighted sound level of noise sources other than those of the vehicle to be tested and of wind effects shall be at least 10,0 dB(A) below the sound level produced by the vehicle. A suitable windscreen may be fitted to the microphone provided that account is taken of its effect on the microphone’s sensitivity and directional characteristics. If the difference between the ambient noise and the measured noise is between 10,0 and 16,0 dB(A), the test results shall be calculated by subtracting the appropriate correction from the readings on the sound-level meter, as in the following graph: Figure Ap2-1 Difference between ambient noise and noise to be measured

In order to facilitate subsequent noise tests on motorcycles in use, the sound-pressure level in the immediate vicinity of the exhaust-system outlet shall be measured in accordance with the following requirements, the result being entered in the test report drawn up for the purpose of issuing the information document according to the template referred to in Article 27(4) of Regulation (EU) No 168/2013.

A precision sound-level meter as defined in point 2.1.2.1 shall be used.

Before the measurements are taken, the motorcycle engine shall be brought to normal operating temperature. If the motorcycle is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the noise measurements.

During the measurements, the gearbox shall be in neutral gear. If it is impossible to disconnect the drive train, the driving wheel of the motorcycle shall be allowed to rotate freely, e.g. by placing the vehicle on its centre stand.

Any area in which there are no significant acoustic disturbances may be used as a test site. Flat surfaces which are covered with concrete, asphalt or some other hard material and are highly reflective are suitable; surfaces consisting of earth which has been tamped down shall not be used. The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the motorcycle (handlebars excluded). There shall be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

The motorcycle shall be positioned within the rectangle so that the microphone used for measurement is at least 1 m from any kerb.

Instrument readings caused by ambient noise and wind effects shall be at least 10,0 dB(A) lower than the sound levels to be measured. A suitable windshield may be fitted to the microphone provided that account is taken of its effect on the sensitivity of the microphone.

The maximum sound level expressed in A-weighted decibels (dB(A)) shall be measured during the period of operation laid down in point 2.2.4.3.

At least three measurements shall be taken at each measuring point.

The microphone shall be positioned level with the exhaust outlet or 0,2 m above the surface of the track, whichever is the higher. The microphone diaphragm shall face the exhaust outlet at a distance of 0,5 m from it. The axis of maximum sensitivity of the microphone shall be parallel to the surface of the track at an angle of 45 ±10° to the vertical plane of the direction of the exhaust emissions.

In relation to this vertical plane, the microphone shall be positioned on the side on which there is the maximum possible distance between the microphone and the outline of the motorcycle (handlebars excluded).

If the exhaust system has more than one outlet at centres less than 0.3 m apart, the microphone shall face the outlet which is nearest the motorcycle (handlebars excluded) or the outlet which is highest above the surface of the track. If the centres of the outlets are more than 0.3 m apart, separate measurements shall be taken for each of them, the highest figure recorded being taken as the test value.

The engine speed shall be held steady at:

— ((S)/(2)) if S is more than 5 000 rpm, or

— ((3S)/(4)), if S is not more than 5 000 rpm,

where S is the engine speed at which the maximum net power is developed.

When a constant engine speed is reached, the throttle shall be returned swiftly to the idle position. The sound level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period, the maximum sound-level meter reading being taken as the test value.

2.2.5.1. The test report drawn up for the purpose of issuing the information document according to the template referred to in Article 27(4) of Regulation (EU) No 168/2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary motorcycle.

2.2.5.2. Values shall be read off the measuring instrument and rounded to the nearest decibel. If the figure following the decimal point is between 0 and 4, the total is rounded down and if between 5 and 9, it is rounded up. Only measurements which vary by no more than 2,0 dB(A) in three consecutive tests will be used.

2.2.5.3. The highest of the three measurements will be taken as the test result. Figure Ap2-2 Test for vehicle in motion Figure Ap2-3 Test for stationary vehicle

2.3.1.1. Absorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and it meets the requirements of point 2.3.1.2 or 2.3.1.3.

2.3.1.2. After removal of the fibrous material, the sound level shall comply with the requirements of point 2.1.1.

2.3.1.4.	Before the system is tested in accordance with point 2.1, it shall be put in normal working order by one of the following methods: 2.3.1.4.1. Conditioning by continuous road operation 2.3.1.4.1.1. Table Ap2-1 shows the minimum distance to be travelled for each category of motorcycle during conditioning: Table Ap2-1 Minimum distance to be travelled during conditioning L3e / L4e category vehicle (motorcycle) by engine capacity (cm³) Distance (km) 1. ≤ 80 4 000 2. > 80 ≤ 175 6 000 3. > 175 8 000 2.3.1.4.1.2 50 ± 10 % of this conditioning cycle shall consist of town driving and the remainder of long-distance runs at high speed; the continuous road cycle may be replaced by a corresponding test-track programme. 2.3.1.4.1.3. The two types of driving shall be alternated at least six times. 2.3.1.4.1.4. The complete test programme shall include at least ten breaks lasting at least three hours in order to reproduce the effects of cooling and condensation. 2.3.1.4.2. Conditioning by pulsation 2.3.1.4.2.1. The exhaust system or components thereof shall be fitted to the motorcycle or to the engine. In the first case, the motorcycle shall be mounted on a roller dynamometer. In the second case, the engine shall be mounted on a test bench. The test apparatus, as shown in detail in Figure Ap2-4, is fitted at the outlet of the exhaust system. Any other apparatus giving equivalent results is acceptable. 2.3.1.4.2.2. The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve. 2.3.1.4.2.3 The valve shall open when the exhaust gas back-pressure, measured at least 100 mm downstream of the intake flange, reaches a value of between 0.35 and 0.40 bar. Should the engine characteristics prevent this, the valve shall open when the gas back-pressure reaches a level equivalent to 90 % of that which can be measured before the engine stops. It shall close when this pressure differs by no more than 10 % from its stabilised value with the valve open. 2.3.1.4.2.4. The time-lapse relay shall be set for the period in which exhaust gases are produced, calculated on the basis of the requirements of point 2.3.1.4.2.3. 2.3.1.4.2.5. Engine speed shall be 75 % of the speed (S) at which the engine develops maximum power. 2.3.1.4.2.6. The power indicated by the dynamometer shall be 50 % of the full-throttle power measured at 75 % of engine speed (S). 2.3.1.4.2.7. Any drainage holes shall be closed off during the test. 2.3.1.4.2.8. The entire test shall be completed within 48 hours. If necessary, a cooling period shall be allowed after each hour. 2.3.1.4.3. Conditioning on a test bench 2.3.1.4.3.1. The exhaust system shall be fitted to an engine representative of the type fitted to the motorcycle for which the system is designed and mounted on a test bench. 2.3.1.4.3.2. Conditioning consists of the specified number of test bench cycles for the category of motorcycle for which the exhaust system was designed. Table Ap2-2 shows the number of cycles for each category of motorcycle: Table Ap2-2 Number of test-bench cycles for conditioning Category of motorcycle by cylinder capacity (cm³) Number of cycles 1. ≤ 80 6 2. > 80 ≤ 175 9 3. > 175 12 2.3.1.4.3.3. Each test-bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation. 2.3.1.4.3.4. Each test-bench cycle consists of six phases. The engine conditions and duration are as follows for each phase: Table Ap2-3 Test cycle phases for bench testing Phase Conditions Duration of phase (minutes) Engines with displacement less than 175 cm³ Engines with displacement of 175 cm³ or more 1 Idling 6 6 2 25 % load at 75 % S 40 50 3 50 % load at 75 % S 40 50 4 100 % load at 75 % S 30 10 5 50 % load at 100 % S 12 12 6 25 % load at 100 % S 22 22 Total time: 2 hours 30 mins 2 hours 30 mins 2.3.1.4.3.5. During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the motorcycle is running at 110 km/h or 75 % S in top gear. The engine or motorcycle speeds shall be determined with an accuracy of ± 3 %. Figure Ap2-4 Test apparatus for conditioning by pulsation 1.Inlet flange or sleeve for connection to the rear of the test exhaust system. 2.Hand-operated regulating valve. 3.Compensating reservoir with a maximum capacity of 40 l and a filling time of not less than one second. 4.Pressure switch with an operating range of 0,05 to 2,5 bar. 5.Time delay switch. 6.Pulse counter. 7.Quick-acting valve, such as exhaust brake valve 60 mm in diameter, operated by a pneumatic cylinder with an output of 120 N at 4 bar. The response time, for opening and closing, must not exceed 0,5 second. 8.Exhaust gas evaluation. 9.Flexible hose. 10.Pressure gauge
2.3.1.4.1.1.	Table Ap2-1 shows the minimum distance to be travelled for each category of motorcycle during conditioning: Table Ap2-1 Minimum distance to be travelled during conditioning L3e / L4e category vehicle (motorcycle) by engine capacity (cm³) Distance (km) 1. ≤ 80 4 000 2. > 80 ≤ 175 6 000 3. > 175 8 000
L3e / L4e category vehicle (motorcycle) by engine capacity (cm³)	Distance (km)
1. ≤ 80	4 000
2. > 80 ≤ 175	6 000
3. > 175	8 000
2.3.1.4.1.2	50 ± 10 % of this conditioning cycle shall consist of town driving and the remainder of long-distance runs at high speed; the continuous road cycle may be replaced by a corresponding test-track programme.
2.3.1.4.1.3.	The two types of driving shall be alternated at least six times.
2.3.1.4.1.4.	The complete test programme shall include at least ten breaks lasting at least three hours in order to reproduce the effects of cooling and condensation.
2.3.1.4.2.1.	The exhaust system or components thereof shall be fitted to the motorcycle or to the engine. In the first case, the motorcycle shall be mounted on a roller dynamometer. In the second case, the engine shall be mounted on a test bench. The test apparatus, as shown in detail in Figure Ap2-4, is fitted at the outlet of the exhaust system. Any other apparatus giving equivalent results is acceptable.
2.3.1.4.2.2.	The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve.
2.3.1.4.2.3	The valve shall open when the exhaust gas back-pressure, measured at least 100 mm downstream of the intake flange, reaches a value of between 0.35 and 0.40 bar. Should the engine characteristics prevent this, the valve shall open when the gas back-pressure reaches a level equivalent to 90 % of that which can be measured before the engine stops. It shall close when this pressure differs by no more than 10 % from its stabilised value with the valve open.
2.3.1.4.2.4.	The time-lapse relay shall be set for the period in which exhaust gases are produced, calculated on the basis of the requirements of point 2.3.1.4.2.3.
2.3.1.4.2.5.	Engine speed shall be 75 % of the speed (S) at which the engine develops maximum power.
2.3.1.4.2.6.	The power indicated by the dynamometer shall be 50 % of the full-throttle power measured at 75 % of engine speed (S).
2.3.1.4.2.7.	Any drainage holes shall be closed off during the test.
2.3.1.4.2.8.	The entire test shall be completed within 48 hours. If necessary, a cooling period shall be allowed after each hour.
2.3.1.4.3.1.	The exhaust system shall be fitted to an engine representative of the type fitted to the motorcycle for which the system is designed and mounted on a test bench.
2.3.1.4.3.2.	Conditioning consists of the specified number of test bench cycles for the category of motorcycle for which the exhaust system was designed. Table Ap2-2 shows the number of cycles for each category of motorcycle: Table Ap2-2 Number of test-bench cycles for conditioning Category of motorcycle by cylinder capacity (cm³) Number of cycles 1. ≤ 80 6 2. > 80 ≤ 175 9 3. > 175 12
Category of motorcycle by cylinder capacity (cm³)	Number of cycles
1. ≤ 80	6
2. > 80 ≤ 175	9
3. > 175	12
2.3.1.4.3.3.	Each test-bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation.
2.3.1.4.3.4.	Each test-bench cycle consists of six phases. The engine conditions and duration are as follows for each phase: Table Ap2-3 Test cycle phases for bench testing Phase Conditions Duration of phase (minutes) Engines with displacement less than 175 cm³ Engines with displacement of 175 cm³ or more 1 Idling 6 6 2 25 % load at 75 % S 40 50 3 50 % load at 75 % S 40 50 4 100 % load at 75 % S 30 10 5 50 % load at 100 % S 12 12 6 25 % load at 100 % S 22 22 Total time: 2 hours 30 mins 2 hours 30 mins
Phase	Conditions	Duration of phase (minutes)
Engines with displacement less than 175 cm³	Engines with displacement of 175 cm³ or more
1	Idling	6	6
2	25 % load at 75 % S	40	50
3	50 % load at 75 % S	40	50
4	100 % load at 75 % S	30	10
5	50 % load at 100 % S	12	12
6	25 % load at 100 % S	22	22
Total time:	2 hours 30 mins	2 hours 30 mins
2.3.1.4.3.5.	During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the motorcycle is running at 110 km/h or 75 % S in top gear. The engine or motorcycle speeds shall be determined with an accuracy of ± 3 %. Figure Ap2-4 Test apparatus for conditioning by pulsation 1.Inlet flange or sleeve for connection to the rear of the test exhaust system. 2.Hand-operated regulating valve. 3.Compensating reservoir with a maximum capacity of 40 l and a filling time of not less than one second. 4.Pressure switch with an operating range of 0,05 to 2,5 bar. 5.Time delay switch. 6.Pulse counter. 7.Quick-acting valve, such as exhaust brake valve 60 mm in diameter, operated by a pneumatic cylinder with an output of 120 N at 4 bar. The response time, for opening and closing, must not exceed 0,5 second. 8.Exhaust gas evaluation. 9.Flexible hose. 10.Pressure gauge

2.3.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system shall be annexed to the information document according to the template referred to in Article 27(4) of Regulation (EU) No 168/2013.

2.3.2.2. All original silencers shall bear at least the following:

This reference shall be legible, indelible and visible in the position at which it is to be fitted.

2.3.2.3. Any packing of original replacement silencer systems shall be marked legibly with the words ‘original part’ and the make and type references linked with the ‘e’ mark and also the reference to the country of origin.

If the engine intake has to be fitted with an air filter or intake silencer in order to comply with the permissible sound level, the filter or silencer shall be regarded as part of the silencer and the requirements of point 2.3 also apply to them.

Component type-approval of a non-original exhaust system or components thereof, as technical units, for motorcycles

This section applies to the component type-approval, as technical units, of exhaust systems or components thereof intended to be fitted to one or more particular types of motorcycle as non-original replacement parts.

3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in point 1.2 intended to be fitted to a motorcycle to replace that of the type fitted to the motorcycle when the information document according to the template referred to in Article 27(4) of Regulation (EU) No 168/2013 was issued.

3.2.3. The applicant shall submit, at the request of the technical service:

3.3.1. Non-original exhaust systems or components thereof shall be marked in accordance with the requirements laid down in Article 39 of Regulation (EU) No 168/2013.

3.4.1. Upon completion of the tests laid down in this Appendix, the approval authority shall issue a certificate corresponding to the model referred to in Article 30(2) of Regulation (EU) No 168/2013. The component type-approval number shall be preceded by a rectangle surrounding the letter ‘e’ followed by the distinguishing number or letters of the Member State which issued or refused the component type-approval. The exhaust system which is granted system type-approval shall conform to the provisions of Annexes II and VI.

The design, construction and mounting of the silencer shall be such that:

3.5.1.1. the motorcycle complies with the requirements of this Appendix under normal conditions of use, and in particular regardless of any vibrations to which it may be subjected;

3.5.1.2. it displays reasonable resistance to the corrosion phenomena to which it is exposed, with due regard to the normal conditions of use of the motorcycle;

3.5.1.3. the ground clearance under the silencer as originally fitted, and the angle at which the motorcycle can lean over, are not reduced;

3.5.1.4. the surface does not reach unduly high temperatures;

3.5.1.5. its outline has no projections or sharp edges;

3.5.1.6. shock absorbers and suspension have adequate clearance;

3.5.1.7. adequate safety clearance is provided for pipes;

3.5.1.8. it is impact-resistant in a way that is compatible with clearly-defined maintenance and installation requirements.

3.5.2.1.The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in points 2.1.2, 2.1.3, 2.1.4 and 2.1.5.

With a replacement exhaust system or component thereof fitted to the motorcycle referred to in point 3.2.3.3, the noise-level values obtained shall not exceed the values measured, in accordance with point 3.2.3.3, using the same motorcycle fitted with the original equipment silencer both during the test in motion and during the stationary test.

3.5.3.1.The replacement silencer shall be such as to ensure that the motorcycle’s performance is comparable with that achieved with the original silencer or component thereof.

3.5.3.2.The replacement silencer shall be compared with an originally-fitted silencer, also in new condition, fitted to the motorcycle referred to in point 3.2.3.3.

3.5.3.3.This test is carried out by measuring the engine power curve. The net maximum power and the top speed measurements with the replacement silencer shall not deviate by more than ±5 % from those taken under the same conditions with the original equipment silencer.

3.5.4. Additional provisions relating to silencers as separate technical units containing fibrous material

Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2.3.1 are met.

3.5.5. Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system

The vehicle referred to in point 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo a type I, II and V test under the conditions described in the corresponding Annexes II, III and VI according to the type-approval of the vehicle. The requirements regarding emissions shall be deemed to be fulfilled if the results are within the limit values according to the type-approval of the vehicle.

Appendix 3

Sound level test requirements for three-wheel mopeds, tricycles and quadricycles (categories L2e, L5e, L6e and L7e)

Definitions

For the purposes of this Appendix:

1.1. ‘type of three-wheel moped, tricycle or quadricycle as regards its sound level and exhaust system’ means three-wheel mopeds and tricycles which do not differ in such essential respects as the following: 1.1.1. bodywork shape or materials (in particular the engine compartment and its soundproofing); 1.1.2. vehicle length and width; 1.1.3. type of engine (spark ignition or compression ignition, two- or four-stroke, reciprocating piston or rotary piston, number and capacity of cylinders, number and type of carburettors or injection systems, arrangement of valves, net maximum power and corresponding speed); the cubic capacity of rotary-piston engines shall deemed to be double the swept volume; 1.1.4. drive train, in particular the number and ratios of the gears of the transmission and the final ratio; 1.1.5. number, type and arrangement of exhaust systems;

1.2. ‘exhaust system’ or ‘silencer’ means a complete set of components necessary to limit the noise caused by the engine and exhaust of a three-wheel moped, tricycle or quadricycle;

1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (such as exhaust pipe work, the silencer proper) and the air intake system (air filter) if any. If the engine has to be equipped with an air intake system (air filter or intake noise absorber) in order to comply with maximum permissible sound levels, the filter or the absorber must be treated as a component having the same importance as the exhaust system.

Component type-approval in respect of the sound level and original exhaust system, as a separate technical unit, of a type of three-wheel moped (L2e), a tricycle (L5e), a light quadricycle (L6e) or heavy quadricycles (L7e)

2.1.1. The vehicle, its engine and its exhaust system shall be designed, constructed and assembled so that the vehicle complies with the requirements of this Appendix under normal conditions of use, regardless of any vibrations to which they may be subjected.

2.1.2. The exhaust system shall be designed, constructed and mounted to resist the corrosion phenomena to which it is exposed.

2.2.1. Limits: see Part D of Annex VI to Regulation (EU) No 168/2013.

In order to facilitate subsequent noise tests on vehicles in use, the sound-pressure level in the immediate vicinity of the exhaust-system outlet (silencer) shall also be measured in accordance with the following requirements, the measurement being entered in the test report drawn up for the purpose of issuing the document according to the template referred to in Article 32(1) of Regulation (EU) No 168/2013.

A precision sound-level meter conforming in accuracy to point 2.2.2.1 shall be used.

Before the measurements are taken, the vehicle engine shall be brought to normal operating temperature. If the vehicle is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the noise measurements.

During the measurements, the gearbox shall be in neutral gear. If it is impossible to disconnect the drive train, the driving wheels of the moped or tricycle shall be allowed to rotate freely, e.g. by placing the vehicle on its centre stand or on rollers.

Any area in which there are no significant acoustic disturbances may be used as a test site. Flat surfaces which are covered with concrete, asphalt or some other hard material and are highly reflective are suitable; surfaces consisting of earth which has been tamped down shall not be used. The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the vehicle (handlebars excluded). There shall be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

The vehicle shall be positioned within the rectangle so that the microphone used for measurement is at least 1 m from any kerb.

Instrument readings caused by ambient noise and wind effects shall be at least 10.0 dB(A) lower than the sound levels to be measured. A suitable windshield may be fitted to the microphone provided that account is taken of its effect on the sensitivity of the microphone.

The maximum noise level expressed in 1-weighted decibels (dB(A)) shall be measured during the period of operation laid down in point 2.3.4.3.

At least three measurements shall be taken at each measurement point.

In relation to this vertical plane, the microphone shall be located on the side on which there is the maximum possible distance between the microphone and the outline of the vehicle (handlebars excluded).

If the exhaust system has more than one outlet at centres less than 0,3 m apart, the microphone shall face the outlet which is nearest the vehicle (handlebars excluded) or the outlet which is highest above the surface of the track. If the centres of the outlets are more than 0,3 m apart, separate measurements shall be taken for each of them, the highest figure recorded being taken as the test value.

The engine speed shall be held steady at:

— ((S)/(2)) if S is more than 5 000 rpm,

— ((3S)/(4)) if S is not more than 5 000 rpm,

where S is the engine speed at which maximum power is developed.

When a constant engine speed is reached, the throttle shall be returned swiftly to the idle position. The noise level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period, the maximum meter reading being taken as the test value.

2.3.5.1. The test report drawn up for the purpose of issuing the information document according to the template referred to in Article 27(4) of Regulation (EU) No 168/2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary vehicle.

2.3.5.2. Values read off the measuring instrument shall be rounded to the nearest decibel. If the figure following the decimal point is 5, the total is rounded up. Only measurements which vary by no more than 2,0 dB(A) in three consecutive tests will be used.

2.3.5.3. The highest of the three measurements shall be taken as the test result. Figure Ap3-2 Positions for testing the vehicle in motion Figure Ap3-3 Positions for testing the stationary vehicle

2.4.1.1. Absorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and it meets the requirements of either point 2.4.1.2, 2.4.1.3 or 2.4.1.4.

2.4.1.2. After removal of the fibrous material, the sound level shall comply with the requirements of point 2.2.1.

2.4.1.4.	Before the system is tested it shall be put in normal working order by one of the following methods: 2.4.1.4.1. Conditioning by continuous road operation 2.4.1.4.1.1.The table Ap3-1 shows the minimum distance to be travelled for each category of vehicle during conditioning: Table Ap3-1 Minimum distance to be travelled during conditioning Category of vehicle by cylinder capacity (cm³) Distance (km) 1. ≤ 250 4 000 2. > 250 ≤ 500 6 000 3. > 500 8 000 2.4.1.4.1.2.50 % ± 10 % of this conditioning cycle shall consist of town driving and the remainder of long-distance runs at high speed; the continuous road cycle may be replaced by a corresponding test-track programme. 2.4.1.4.1.3.The two types of driving shall be alternated at least six times. 2.4.1.4.1.4.The complete test programme shall include at least ten breaks lasting at least three hours in order to reproduce the effects of cooling and condensation. 2.4.1.4.2. Conditioning by pulsation 2.4.1.4.2.1.The exhaust system or components thereof shall be fitted to the vehicle or to the engine. In the first case, the vehicle shall be mounted on a roller dynamometer. In the second case, the engine shall be mounted on a test bench. The test apparatus, as shown in detail in Figure Ap3-4, is fitted at the outlet of the exhaust system. Any other apparatus giving equivalent results is acceptable. 2.4.1.4.2.2.The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve. 2.4.1.4.2.3.The valve shall open when the exhaust gas back-pressure, measured at least 100 mm downstream of the intake flange, reaches a value of between 0,35 and 0,40 bar. Should the engine characteristics prevent this, the valve shall open when the gas back-pressure reaches a level equivalent to 90 % of the maximum that can be measured before the engine stops. It shall close when this pressure differs by no more than 10 % from its stabilised value with the valve open. 2.4.1.4.2.4.The time-lapse relay shall be set for the period in which exhaust gases are produced, calculated on the basis of the requirements of point 2.4.1.4.2.3. 2.4.1.4.2.5.Engine speed shall be 75 % of the speed (S) at which the engine develops maximum power. 2.4.1.4.2.6.The power indicated by the dynamometer shall be 50 % of the full-throttle power measured at 75 % of engine speed (S). 2.4.1.4.2.7.Any drainage holes shall be closed off during the test. 2.4.1.4.2.8.The entire test shall be completed within 48 hours. If necessary, a cooling period shall be allowed after each hour. 2.4.1.4.3. Conditioning on a test bench 2.4.1.4.3.1.The exhaust system shall be fitted to an engine representative of the type fitted to the vehicle for which the system is designed and mounted on a test bench. 2.4.1.4.3.2.Conditioning consists of the specified number of test-bench cycles for the category of vehicle for which the exhaust system was designed. The table shows the number of cycles for each category of vehicle. Table Ap3-2 Number of conditioning cycles Category of vehicle by cylinder capacity (cm³) Number of cycles 1. ≤ 250 6 2. > 250 ≤ 500 9 3. > 500 12 2.4.1.4.3.3.Each test-bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation. 2.4.1.4.3.4.Each test-bench cycle consists of six phases. The engine conditions and duration are as follows for each phase: Table Ap3-3 Duration of test phases Phase Conditions Duration of phase (minutes) 1 Idling 6 6 2 25 % load at 75 % S 40 50 3 50 % load at 75 % S 40 50 4 100 % load at 75 % S 30 10 5 50 % load at 100 % S 12 12 6 25 % load at 100 % S 22 22 Total time: 2 hrs. 30 mins 2 hrs. 30 mins 2.4.1.4.3.5.During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the vehicle is running at 110 km/h or 75 % S in top gear. The engine or vehicle speeds shall be determined with an accuracy of ± 3 %. Figure Ap3-4 Test apparatus for conditioning by pulsation 1.Inlet flange or sleeve for connection to the rear of the test exhaust system. 2.Hand-operated regulating valve. 3.Compensating reservoir with a maximum capacity of 40 l and a filling time of not less than one second. 4.Pressure switch with an operating range of 0,05 to 2,5 bar. 5.Time delay switch. 6.Pulse counter. 7.Quick-acting valve, such as exhaust brake valve 60 mm in diameter, operated by a pneumatic cylinder with an output of 120 N at 4 bar. The response time, for opening and closing, must not exceed 0,5 second. 8.Exhaust gas evaluation. 9.Flexible hose. 10.Pressure gauge.
Category of vehicle by cylinder capacity (cm³)	Distance (km)
1. ≤ 250	4 000
2. > 250 ≤ 500	6 000
3. > 500	8 000
Category of vehicle by cylinder capacity (cm³)	Number of cycles
1. ≤ 250	6
2. > 250 ≤ 500	9
3. > 500	12
Phase	Conditions	Duration of phase (minutes)
1	Idling	6	6
2	25 % load at 75 % S	40	50
3	50 % load at 75 % S	40	50
4	100 % load at 75 % S	30	10
5	50 % load at 100 % S	12	12
6	25 % load at 100 % S	22	22
Total time:	2 hrs. 30 mins	2 hrs. 30 mins

2.4.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system shall be attached to the information document according to the template referred to in Article 27(4) of Regulation (EU) No 168/2013.

2.4.2.2. All original silencers shall bear at least the following:

This reference shall be legible, indelible and visible in the position at which it is to be fitted.

2.4.2.3. Any packing of original replacement silencer systems shall be marked legibly with the words ‘original part’ and the make and type references linked with the ‘e’ mark and also the reference to the country of origin.

Component type-approval in respect of a non-original exhaust system or components thereof, as separate technical units, for three-wheel mopeds and tricycles

This section applies to the component type-approval, as separate technical units, of exhaust systems or components thereof intended to be fitted to one or more particular types of three-wheel mopeds and tricycles as non-original replacement parts.

3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in point 1.2 intended to be fitted to a three- moped, tricycle or quadricycle to replace that of the type fitted to the three-wheel moped, tricycle or quadricycle when the information document according to the template referred to in Article 27(4) Regulation (EU) No 168/2013 was issued.

3.2.2. For each type of replacement exhaust system or components thereof for which approval is requested, the application for component type-approval shall be accompanied by the following documents in triplicate, and by the following particulars:

3.2.3. At the request of the technical service, the applicant shall submit:

3.3.1. Non-original exhaust systems or components thereof shall be marked in accordance with the requirements of Article 39 of Regulation (EU) No 168/2013.

3.5.1. General specifications The design, construction and mounting of the silencer shall be such that:

3.5.2. 3.5.2.1.The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in points 2.3 and 2.4. With a replacement exhaust system or component thereof fitted to the vehicle referred to in point 3.2.3.3 of this Appendix, the noise-level values obtained shall meet the following conditions: 3.5.2.1.1.they shall not exceed the noise-level values measured, in accordance with point 3.2.3.3, using the same vehicle fitted with the original equipment silencer both during the test in motion and during the stationary test.

3.5.3. 3.5.3.1.The replacement silencer shall be such as to ensure that the performance of the vehicle is comparable with that achieved with the original silencer or component thereof.

3.5.3.2.The replacement silencer shall be compared with an originally-fitted silencer, also in new condition, fitted to the vehicle referred to in point 3.2.3.3. 3.5.3.3.This test is carried out by measuring the engine power curve. The net maximum power and the top speed measurements with the replacement silencer shall not deviate by more than ±5 % from those taken under the same conditions with the original equipment silencer.

3.5.4. Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2.4.1 are met.

3.5.5. Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system.

The vehicle referred to in point 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo a type I, II and V test under the conditions described in the corresponding Annexes to this Regulation according to the type-approval of the vehicle. The requirements regarding emissions shall be deemed to be fulfilled if the results are within the limit values according to the type-approval of the vehicle

Appendix 4

Test track specification

Introduction

This Appendix lays down specifications relating to the physical characteristics and the layout of the test track paving.

Required characteristics of surface

A surface is considered to conform to this Regulation if its texture and void content or noise absorption coefficient have been measured and found to fulfil the requirements of points 1.1 to 1.4 and the design requirements (point 2.2) have been met.

The residual void content, Vc, of the test track paving mixture shall not exceed 8 %. The measurement procedure is set out in point 3.1.

If the surface fails to comply with the residual void content requirement, it is acceptable only if its noise absorption coefficient, α ≤ 0,10. The measurement procedure is set out in point 3.2.

The requirement of points 1.1 and 1.2 is also met if only noise absorption has been measured and found to be: α ≤ 0,10.

The texture depth (TD) measured according to the volumetric method (see point 3.3) shall be:

TD ≥ 0,4 mm.

Every practical effort shall be made to ensure that the surface is as homogenous as possible within the test area. This includes the texture and void content, but it shall be noted that if the rolling process results in more effective rolling in some places than others, the texture may be different and unevenness causing bumps may occur.

In order to check whether the surface continues to conform to the texture and void content or noise absorption requirements of this specification, periodic testing of the surface shall be performed at the following intervals:

(a) for residual void content or noise absorption: — when the surface is new; if the surface meets the requirements when new, no further periodical testing is required, — if the surface does not meet the requirement when new, it may do so subsequently because surfaces tend to become clogged and compacted with time;

(b) for texture depth (TD): — when the surface is new, — when the noise testing starts (NB at least four weeks after laying), — every twelve months thereafter.

Test surface design

When designing the test track layout, it is important to ensure that, as a minimum requirement, the area traversed by the vehicles running through the test strip is covered with the specified test material with suitable margins for safe and practical driving. This will require that the width of the track is at least 3 m and the length of the track extends beyond lines AA and BB by at least 10 m at either end. Figure Ap4-1 shows a plan of a suitable test site and indicates the minimum area which shall be machine-laid and machine-compacted with the specified test surface material.

The test surface shall meet four design requirements:

(a) it shall be a dense asphaltic concrete;

(b) the maximum chipping size shall be 8 mm (tolerances allow from 6.3 to 10 mm);

(d) the binder shall be a straight penetration-grade bitumen without modification.

As a guide to the test surface constructor, an aggregate grading curve which will give the desired characteristics is shown in Figure Ap4-2. In addition, Table Ap4-1 gives guidelines for obtaining the desired texture and durability. The grading curve fits the following formula:

Equation Ap4-1:

where:

d square mesh sieve size, in mm

dmax 8 mm for the mean curve

dmax 10 mm for the lower tolerance curve

dmax 6,3 mm for the upper tolerance curve

In addition:

— the sand fraction (0,063 mm < square mesh sieve size < 2 mm) shall include no more than 55 % natural sand and least 45 % crushed sand,

— the base and sub-base shall ensure good stability and evenness, according to best road construction practice,

— the chippings shall be crushed (100 % crushed faces) and of a material with a high resistance to crushing,

— the chippings used in the mix should be washed,

— no extra chippings shall be added onto the surface,

— the binder hardness expressed as PEN value shall be 40 to 60, 60 to 80 or 80 to 100, depending on climatic conditions. As hard a binder as possible shall be used, provided this is consistent with common practice,

— the temperature of the mix before rolling shall be such as to achieve the required void content by subsequent rolling. In order to satisfy the specifications of points 1.1 to 1.4 as regards compactness, attention shall be paid to an appropriate choice of mixing temperature, an appropriate number of passes and the choice of compacting vehicle.

	Target values	Tolerances
	By total mass of mix	By mass of the approcase
Mass of stones, square mesh sieve (SM) > 2 mm	47,6 %	50,5 %	± 5
Mass of sand 0,063 < SM < 2 mm	38,0 %	40,2 %	± 5
Mass of filter SM < 0,063 mm	8,8 %	9,3 %	± 2
Mass of binder (bitumen)	5,8 %	N.A.	± 0,5
Maximum chipping size	8 mm	6,3-10
Binder hardness	(see below)
Polished stone value (PSV)	> 50
Compactness, relative to Marshall compactness	98 %

Test methods

For the purpose of this measurement, cores are taken from at least four different points of the track which are equally distributed in the test area between lines AA and BB (see Figure Ap4-1). In order to avoid creating a lack of homogeneity and unevenness in the wheel tracks, cores shall not be taken in the tracks themselves, but close to them. At least two cores shall be taken close to the wheel tracks and at least one approximately midway between the tracks and each microphone location.

If there is a suspicion that the homogeneity requirement is not met (see point 1.4), cores shall be taken from more points in the test area.

The residual void content must be determined for each core. The average value for all cores is calculated and compared with the requirement of point 1.1. In addition, no single core shall have a void value of over 10 %.

The test surface constructor is reminded that problems may arise where the test area is heated by pipes or electrical wires. Cores shall be taken from this area and such installations shall be carefully planned with respect to future core drilling locations. It is recommended that a few areas of approximately 200 × 300 mm be left where there are no wires or pipes, or where the latter are located deep enough not to be damaged by cores taken from the surface layer.

The noise absorption coefficient (normal incidence) is measured by the impedance tube method using the procedure specified in ISO 10534-1:1996: ‘Determination of sound absorption coefficient and impedance in impedance tubes – Part 1: Method using standing wave ratio’.

The same requirements apply to test specimens as to residual void content (see point 3.1).

The noise absorption is measured in the range 400 to 800 Hz and in the range 800 to 1 600 Hz (at least at the centre frequencies of third octave bands) and the maximum values shall be identified for both of these frequency ranges. The values for all test scores are averaged to constitute the final result.

Texture depth measurements are taken from at least ten points evenly spaced along the wheel tracks of the test strip and the average value is compared with the specified minimum texture depth. See Annex F to ISO 10844:2011 for a description of the procedure.

Stability in time and maintenance

It is expected that the tyre/road noise levels measured on the test surface may increase slightly in the first 6 to 12 months after construction.

The surface will achieve its required characteristics at least four weeks after construction.

Stability over time is determined mainly by the polishing and compaction caused by vehicles driving on the surface. It shall be periodically checked as stated in point 1.5.

Loose debris or dust which could significantly reduce the effective texture depth shall be removed from the surface. Salt may alter the surface temporarily or even permanently in such a way as to increase noise and it is therefore not recommended that it be used for de-icing.

It is not necessary to repave more than the test strip (3 m wide in Figure Ap4-1) where vehicles are driving provided the area outside the strip met the residual void content or noise absorption requirements when it was measured.

Documentation of the surface and of tests performed on it

The following data shall be given in a document describing the test surface:

(a) the location of the test track;

(b) type of binder, binder hardness, type of aggregate, maximum theoretical density of the concrete (‘DR’), thickness of the wearing course and grading curve determined from cores from the test track;

(d) temperature of the mix, temperature of the ambient air and wind speed during laying of the surface;

(e) date when the surface was laid and identity of contractor;

(f) all, or at least the latest, test results, including:

(i) the residual void content of each core; (ii) the locations in the test area from which the cores for void measurement were taken; (iii) the noise absorption coefficient of each core (if measured), specifying the results both for each core and each frequency range as well as the overall average; (iv) the locations in the test area from which the cores for absorption measurement were taken; (v) texture depth, including the number of tests and standard deviation; (vi) the institution responsible for tests (i) and (iii) and the type of equipment used; (vii) date of the test(s) and date when the cores were taken from the test track.

In the document describing the vehicle noise test(s), it shall be stated whether all the requirements were fulfilled or not. Reference shall be made to a document in accordance with point 5.1.

ANNEX X

Testing procedures and technical requirements as regards propulsion unit performance

Appendix Number	Appendix title
1.	Requirements concerning the method for measuring the maximum design vehicle speed
1.1	Procedure for defining the correction coefficient for the annular vehicle speed-test track
2.	Requirements concerning the methods for measuring the maximum torque and maximum net power of a propulsion containing a combustion engine or a hybrid propulsion type
2.1	Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L1e, L2e and L6e
2.2	Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L3e, L4e, L5e and L7e
2.2.1.	Measurement of maximum torque and maximum net engine power by means of the engine-temperature method
2.3.	Determination of the maximum torque and maximum net power of L-category vehicles equipped with a compression ignition engine
2.4.	Determination of the maximum torque and maximum power of L-category vehicles equipped with a hybrid propulsion
3.	Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type
4.	Requirements concerning the method for measuring the maximum continuous rated power, switch-off distance and maximum assistance factor of an L1e category vehicle designed to pedal referred to in Article 3(94)(b) and pedal cycles as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013

1. Introduction

1.1.In this Annex requirements are set out with regard to the output performance of the propulsion units of L-category vehicles, in particular with regard to measurement of the maximum design vehicle speed, the maximum torque, the maximum net power or maximum continuous rated power. In addition for L1e category vehicles designed to pedal specific requirements are set out to determine the switch-off distance and maximum assistance factor of the propulsion units.

1.2.The requirements are custom tailored for L-category vehicles equipped with propulsion units referred to in Article 4(3) of Regulation (EU) No 168/2013.

2. Test procedures

The test procedures set out in appendices 1 to 4 shall be used for the type-approval of L-category vehicles.

Appendix 1

Requirements concerning the method for measuring the maximum design vehicle speed

Scope

Measurement of the maximum design vehicle speed is obligatory for L-category vehicles that are limited in maximum design vehicle speed in accordance with Annex I to Regulation (EU) No 168/2013, which concerns (sub-)categories L1e, L2e, L6e and L7e-B1 and L7e-C.

2. Test vehicle

2.1. The test vehicles used for propulsion unit performance tests shall be representative of the vehicle type with regard to the propulsion unit performance produced in series and placed on the market.

2.2. 2.2.1.The test vehicle shall be clean and only those accessories needed to enable the vehicle to undergo the test shall be in operation. 2.2.2.The fuel-supply and the ignition settings, the viscosity of the lubricants for the mechanical parts in motion, and the tyre pressures shall be as required by the manufacturer. 2.2.3.The engine, drive train and tyres of the test vehicle shall have been properly run-in in accordance with the manufacturer’s requirements. 2.2.4.Before the test, all parts of the test vehicle shall be in a thermally stable state, at their normal operating temperature. 2.2.5.The test vehicle shall be submitted at its mass in running order. 2.2.6.The distribution of the loadings across the wheels of the test vehicle shall be as intended by the manufacturer.

Driver

3.1.1.The driver shall have a mass of 75 kg ± 5 kg and be 1,75 m ± 0,05 m tall. For mopeds, these tolerances are reduced to ± 2 kg and ± 0,02 m respectively.

3.1.2.The driver shall wear an adjusted one-piece suit or equivalent item of clothing.

3.1.3.The driver shall be seated on the driver’s seat with his feet on the pedals or footrest and his arms extended normally. Where vehicles achieve a maximum speed of more than 120 km/h when their rider is in a seated position, the rider shall be equipped and positioned as recommended by the manufacturer and shall be in full control of the vehicle throughout the test. The driving position shall be the same throughout the test and described or represented by photographs in the test report.

3.2.1.The driver shall have a mass of 75 kg ± 5 kg. For mopeds, this tolerance is reduced to ± 2 kg.

Characteristics of the test track

4.1.The tests shall be carried out on a road:

4.1.1. which allows the maximum vehicle speed to be maintained along a measurement base as defined in point 4.2. The acceleration track preceding the measuring base shall be of the same type (surface and longitudinal profile) and be sufficiently long for the vehicle to reach its maximum speed;

4.1.2. that is clean, smooth, dry and asphalted or surfaced in an equivalent manner;

4.1.3. having a longitudinal gradient of not more than 1 % and a degree of banking of not more than 3 %. The variation in altitude between any two points on the test base shall not exceed 1 m.

4.2.The possible configurations for the measuring base are illustrated in points 4.2.1., 4.2.2. and 4.2.3.

4.2.1. Figure Ap1-1

Type 1

4.2.2. Figure Ap1-2

Type 2

4.2.3. Figure Ap1-3

Type 3 4.2.3.1. The two measuring bases L shall be equal in length and virtually parallel to each other. 4.2.3.2. If both measuring bases are curvilinear in shape despite the requirements of point 4.1.3., the effects of centrifugal force shall be compensated for by the cross-section of the bends. 4.2.3.3. Instead of the two bases L (see point 4.2.3.1.), the measuring base may coincide with the overall length of the annular test track. In this case, the minimum radius of the bends shall be 200 m and the effects of centrifugal force compensated for by the cross-section of the bends.

4.3.Length L of the measuring base shall be selected in conjunction with the accuracy of the equipment and the methods used to measure testing time t so that the value for actual vehicle speed can be plotted to within ± 1 %. If the measuring equipment is of the manual type, length L of the measuring base shall not be less than 500 m. If a type 2 measuring base has been selected, electronic measuring equipment shall be used in order to determine time t.

Atmospheric conditions

Test procedures

6.1. L1e vehicles equipped with power-controlled pedal assistance shall be tested according to the test procedure set out in point 4.2.6 of EN 15194:2009, on the maximum speed of a vehicle assisted by an electric motor. If the L1e vehicle is tested according to that test procedure, points 6.2 to 6.9. may be omitted.

6.2. The gear ratio used during the test shall enable the vehicle to reach its maximum vehicle speed on level ground. The throttle control shall be kept fully open and any user-selectable propulsion operation mode shall be activated so as to deploy maximum propulsion unit performance.

6.3. Drivers of uncabbed vehicles shall maintain their driving position as defined in point 3.1.3.

6.6. The fuel and lubricant shall be those recommended by the manufacturer.

6.7. The total time t needed to travel along the measuring base in both directions shall be determined to an accuracy of 0,7 %.

6.9. The average speed shall be measured at least twice in succession.

Maximum vehicle speed

The maximum vehicle speed of the test vehicle shall be expressed in kilometres per hour by the figure corresponding to the closest whole number to the arithmetical mean of the values for the vehicle speeds measured during the two consecutive tests, which shall not diverge by more than 3 %. If this arithmetical mean lies exactly between two whole numbers, it shall be rounded up to the next highest number.

Maximum vehicle speed measurement tolerances

8.1.The maximum vehicle speed, as determined by the technical service to the satisfaction of the approval authority, may differ from the value in point 7 by ± 10 % for vehicles with a Vmax ≤ than 30 km/h, and by ± 5 % for vehicles with a Vmax > 30 km/h.

Appendix 1.1

Procedure for defining the correction coefficient for the annular vehicle speed-test track

1.Coefficient k relating to the annular test track shall be plotted up to the maximum permitted vehicle speed.

2.Coefficient k shall be plotted for several vehicle speeds in such a way that the difference between two consecutive vehicle speeds will not be more than 30 km/h.

3.For each vehicle speed selected, the test shall be carried out in line with the requirements of this Regulation, in two ways:

3.1. Vehicle speed measured in a straight line vd.

3.2. Vehicle speed measured on the annular test track va.

4.For each vehicle speed measured, values va and vd shall be entered on a diagram similar to that in Figure Ap1.1-1, with the successive points linked by a segment of a straight line.

Figure Ap1.1-1

5.The coefficient k is given by the following formula for each vehicle speed measured:

Equation Ap1.1-1:

Appendix 2

Requirements concerning the methods for measuring the maximum torque and maximum net power of a propulsion containing a combustion engine or a hybrid propulsion type

General requirements

1.1.Appendix 2.1. shall apply for the purpose of determining the maximum torque and maximum net power of (spark-ignition) engines for vehicle categories L1e, L2e and L6e.

1.2.Appendix 2.2. shall apply for the purpose of determining the maximum torque and maximum net power of (spark-ignition) engines for vehicle categories L3e, L4e, L5e and L7e.

1.3.Appendix 2.3. shall apply for the purpose of determining the maximum torque and maximum net power of L-category vehicles equipped with a compression-ignition engine.

1.4.Appendix 2.4. shall apply for the purpose of determining the maximum total torque and maximum total power of L-category vehicles equipped with a hybrid propulsion.

1.5.The torque measuring system shall be calibrated to take friction losses into account. The accuracy in the lower half of the measuring range of the dynamometer bench may be ± 2 % of measured torque.

1.6.The tests may be carried out in air-conditioned test chambers where the atmospheric conditions can be controlled.

1.7.In the case of non-conventional propulsion types and systems, and hybrid applications, particulars equivalent to those referred to in this Regulation shall be supplied by the manufacturer.

Torque verification requirement for L7e-B heavy all-terrain quads

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