Commission Delegated Regulation (EU) 2017/654 of 19 December 2016 supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery

4.5.1. Where used for a dual-fuel engine, adaptive strategies shall, in addition to satisfying the requirements of Annex IV, additionally comply with the following requirements:

4.6 The type-approval shall be conditional upon providing to the OEM and end-users,  ————— in accordance with Annexes XIV and XV, instructions for installation and operation of the dual-fuel engine including the service mode set out in point 4.2 and the dual-fuel indicator system set out in point 4.3.

5. Performance requirements

5.1. The performance requirements, including emission limit values, and the requirements for EU type-approval applicable to dual-fuel engines are identical to those of any other engine of the respective engine category as set out in this Regulation and in Regulation (EU) 2016/1628, except as set out in this Annex.

5.2 The hydrocarbon (HC) limit for operation in dual-fuel mode shall be determined using the average gas energy ratio (GER) over the specified test cycle as set out in Annex II to Regulation (EU) 2016/1628.

5.3 The technical requirements on emission control strategies, including documentation required to demonstrate these strategies, technical provisions to resist tampering and the prohibition of defeat devices are identical to those of any other engine of the respective engine category as set out in Annex IV.

5.4 The detailed technical requirements on the area associated with the relevant NRSC, within which there is control of the amount that the emissions shall be permitted to exceed the limit values set out in Annex II to Regulation (EU) 2016/1628 are identical to those of any other engine of the respective engine category as set out in Annex IV.

6.1. The demonstration requirements applicable to dual-fuel engines are identical to those of any other engine of the respective engine category as set out in this Regulation and in Regulation (EU) 2016/1628, except as set out in section 6.

6.2. Compliance with the applicable limit values shall be demonstrated in dual-fuel mode.

6.3. For dual-fuel engine types with a liquid-fuel mode (i.e. types 1B, 2B, 3B) compliance with the applicable limit values shall additionally be demonstrated in liquid-fuel mode.

6.8. A demonstration report shall document the demonstration conducted pursuant to points 6.1 to 6.7.1 The report shall:

7.1. Annex IV (technical requirements on NOx control measures) shall apply to dual-fuel engines, whether operating in dual-fuel or liquid mode.

Appendix 1

Dual-fuel engine dual-fuel indicator, warning system, operability restriction — Demonstration requirements

1. Dual-fuel indicators

The ability of the engine to command the activation of the dual-fuel mode indicator when operating in dual-fuel mode shall be demonstrated at EU type-approval.

In the case of a Type 1B, Type 2B, or Type 3B dual-fuel engine the ability of the engine to command the activation of the liquid-fuel mode indicator when operating in liquid-fuel mode shall be demonstrated at EU type-approval.

The ability of the engine to command the activation of the service mode indicator when operating in service mode shall be demonstrated at EU type-approval.

1.3.1. When so-equipped it is sufficient to perform the demonstration related to the service mode indicator by activating a service mode activation switch and to present the approval authority with evidence showing that the activation occurs when the service mode is commanded by the engine system itself (for example, through algorithms, simulations, result of in-house tests, etc. …).

2. Warning system

The ability of the engine to command the activation of the warning system in the case that the amount of gaseous fuel in the gaseous fuel tank is below the warning level, shall be demonstrated at EU type-approval. For that purpose the actual amount of gaseous fuel may be simulated.

3. Operability restriction

In the case of a Type 1A or Type 2A dual-fuel engine the ability of the engine to command the activation of the operability restriction upon detection of an empty gaseous fuel tank and of a malfunctioning gas supply system shall be demonstrated at EU type-approval. For that purpose the empty gaseous fuel tank and the malfunctioning of the gas supply may be simulated.

3.1. It is sufficient to perform the demonstration in a typical use-case selected with the agreement of the approval authority and to present that authority with evidence showing that the operability restriction occurs in the other possible use-cases (for example, through algorithms, simulations, result of in-house tests, etc.).

Appendix 2

Emission test procedure requirements for dual-fuel engines

1. General

This point defines the additional requirements and exceptions of this Annex to enable emission testing of dual-fuel engines independent whether these emissions are solely exhaust emissions or also crankcase emissions added to the exhaust emissions according to point 6.10 of Annex VI. In the case that no additional requirement or exception is listed, the requirements of this Regulation shall apply to dual-fuel engines in the same way as they apply to any other approved engine types or engine families under Regulation (EU) 2016/1628.

Emission testing of a dual-fuel engine is complicated by the fact that the fuel used by the engine can vary between pure liquid fuel and a combination of mainly gaseous fuel with only a small amount of liquid fuel as an ignition source. The ratio between the fuels used by a dual-fuel engine can also change dynamically depending of the operating condition of the engine. As a result special precautions and restrictions are necessary to enable emission testing of these engines.

Section 6 of Annex VI shall apply.

Section 7 of Annex VI shall apply.

Section 8 of Annex VI shall apply except as set out in this Appendix.

A full-flow dilution measurement procedure for dual-fuel engines is illustrated in Figure 6.6 of Annex VI (CVS system).

This measurement procedure ensures that the variation of the fuel composition during the test will mainly influence the hydrocarbon measurement results.  This shall be compensated via one of the methods described in point 7.

Raw gaseous/partial flow measurement illustrated in Figure 6.7 of Annex VI may be used with some precautions regarding exhaust gas mass flow determination and calculation methods.

Section 9 of Annex VI shall apply.

Appendix 1 of Annex VI shall apply.

The emission calculation shall be performed according to Annex VII except as set out in this section. The additional requirements set out in point 7.1 shall apply for mass-based calculations and the additional requirements set out in point 7.2 shall apply for molar-based calculations.

The emission calculation requires knowledge of the composition of the fuels being used. When a gaseous fuel is supplied with a certificate confirming the properties of the fuel (e.g. gas from bottles) it is acceptable to use the composition specified by the supplier. Where the composition is not available (e.g. pipeline fuel) the fuel composition shall be analysed at least prior to and after the engine emission test is conducted. More frequent analysis shall be permitted and the results used in the calculation.

Where the gas energy ratio (GER) is used it shall be consistent with the definition in Article 3(2) of Regulation (EU) 2016/1628 and the specific provisions on total hydrocarbon (HC) limits for fully and partially gaseous-fuelled engines in Annex II of that Regulation. The average value of GER over the cycle shall be calculated by one of the following methods:

(a) For hot-start NRTC and RMC NRSC by dividing the sum of the GER at each measurement point by the number of measurement points;

(b) For discrete-mode NRSC by multiplying the average GER for each test mode by the corresponding weighting factor for that mode and calculating the sum for all modes. The weighting factors shall be taken from Appendix 1 of Annex XVII for the applicable cycle.

Section 2 of Annex VII shall apply except as set out in this section.

Equations (7-3) and (7-4) of Annex VII shall be used to calculate the dry/wet correction.

The fuel specific parameters shall be determined in accordance with point 7.1.5.

Equation (7-3) with either equation (7-25) or (7-26) of Annex VII shall be used to calculate the wet/dry correction.

The molar hydrogen ratio α of the combination of the two fuels shall be used for the dry/wet correction. This molar hydrogen ratio shall be calculated from the fuel consumption measurement values of both fuels in accordance with point 7.1.5.

The NOx humidity correction for compression ignition engines as specified in equation (7-9) of Annex VII shall be used.

The exhaust gas mass flow shall be determined using a raw exhaust flow meter as described in point 9.4.5.3 of Annex VI.

Alternatively the airflow and air to fuel ratio measurement method according to equations (7-17) to (7-19) of Annex VII may be used only if α, γ, δ and ε values are determined according to point 7.1.5.3. The use of a zirconia-type sensor to determine the air fuel ratio is not allowed.

In the case of testing engines subject to steady-state test cycles only the exhaust gas mass flow may be determined by the air and fuel measurement method in accordance with equation (7-15) of Annex VII.

Point 2.1 of Annex VII shall apply except as set out in this section.

The possible variation of fuel composition will influence all the ugas factors and molar component ratios used in the emission calculations. One of the following approaches shall be used to determine ugas factors and molar component ratios at the choice of the manufacturer.

(a) The exact equations in point 2.1.5.2 or 2.2.3 of Annex VII shall be applied to calculate instantaneous values of ugas using the instantaneous proportions of liquid and gaseous fuel (determined from instantaneous fuel consumption measurements or calculations) and instantaneous molar component ratios determined in accordance with point 7.1.5; or,

(b) When the mass-based calculation in section 2 of Annex VII is used for the specific case of a dual-fuel engine operated on gas and diesel fuel, tabulated values may be used for the molar component ratios and ugas values. These tabulated values shall be applied as follows: (i) For engines operated on the applicable test cycle with an average gas energy ratio greater than or equal to 90 % (GER ≥ 0,9) the required values shall be those for the gaseous fuel taken from Tables 7.1 or 7.2 of Annex VII. (ii) For engines operated on the applicable test cycle with an average gas energy ratio between 10 % and 90 % (0,1 < GER < 0,9) the required values shall be assumed to be represented by those for a mixture of 50 % gaseous fuel and 50 % diesel fuel taken from Tables 8.1 and 8.2. (iii) For engines operated on the applicable test cycle with an average gas energy ratio less than or equal to 10 % (GER ≤ 0,1) the required values shall be those for diesel fuel taken from taken from Tables 7.1 or 7.2 of Annex VII. (iv) For the calculation of HC emissions the ugas value of the gaseous fuel shall be used in all cases irrespective of the average gas energy ratio (GER).

Gaseous fuel	α	γ	δ	ε
CH4	2,8681	0	0	0,0040
GR	2,7676	0	0	0,0040
G23	2,7986	0	0,0703	0,0043
G25	2,7377	0	0,1319	0,0045
Propane	2,2633	0	0	0,0039
Butane	2,1837	0	0	0,0038
LPG	2,1957	0	0	0,0038
LPG Fuel A	2,1740	0	0	0,0038
LPG Fuel B	2,2402	0	0	0,0039

In the case that the exact equations are applied to calculate instantaneous values of u gas in accordance with paragraph 7.1.3.2(a) then, when calculating the mass per test of a gaseous emission for transient (NRTC and LSI-NRTC) test cycles and RMC, u gas shall be included in the summation in equation (7-2) of point 2.1.2 of Annex VII by means of equation (8-1):

	(8-1)

Where:

u gas, i is the instantaneous value of ugas

The remaining terms of the equation are as set out in point 2.1.2 of Annex VII.

Gaseous fuel	Gas
ρ e	NOx	CO	HC	CO2	O2	CH4
		ρ gas [kg/m 3 ]
2,053	1,250	()	1,9636	1,4277	0,716
		u gas ()
CNG/LNG ()	1,2786	0,001606	0,000978	0,000528 ()	0,001536	0,001117	0,000560
Propane	1,2869	0,001596	0,000972	0,000510	0,001527	0,001110	0,000556
Butane	1,2883	0,001594	0,000971	0,000503	0,001525	0,001109	0,000556
LPG ()	1,2881	0,001594	0,000971	0,000506	0,001525	0,001109	0,000556
(1) Depending on fuel. (2) At λ = 2, dry air, 273 K, 101,3 kPa. (3) u accurate within 0,2 % for mass composition of: C = 58 – 76 %; H = 19 – 25 %; N = 0 – 14 % (CH4, G20, G23, and G25). (4) NMHC on the basis of CH2,93 (for total HC the u gas coefficient of CH4 shall be used). (5) u accurate within 0,2 % for mass composition of: C3 = 27 – 90 %; C4 = 10 – 73 % (LPG Fuels A and B)

For the determination of particulate emissions with the partial dilution measurement method the calculation shall be performed according to the equations in point 2.3 of Annex VII.

The requirements of point 8.2.1.2 of Annex VI shall apply for controlling the dilution ratio. In particular, if the combined transformation time of the exhaust gas flow measurement and the partial flow system exceeds 0,3 s, look-ahead control based on a pre-recorded test run shall be used. In this case, the combined rise time shall be ≤ 1 s and the combined delay time ≤ 10 s. Except in the case that the exhaust gas mass flow is measured directly the determination of exhaust gas mass flow shall use values of α, γ, δ and ε determined in accordance with point 7.1.5.3.

The quality check according to point 8.2.1.2 of Annex VI shall be performed for each measurement.

The flow meter referred to in points 9.4.5.3 and 9.4.5.4 of Annex VI shall not be sensitive to the changes in exhaust gas composition and density. The small errors of e.g. pitot tube or orifice-type of measurement (equivalent with the square root of the exhaust gas density) may be neglected.

Point 2.2 of Annex VII shall apply except as set out in this section.

The possible variation of the fuel composition will mainly influence the tabulated hydrocarbon ugas value. The exact equations shall be applied for the calculation of the hydrocarbon emissions using the molar component ratios determined from the fuel consumption measurements of both fuels according to point 7.1.5.

To determine the stoichiometric factor, the molar hydrogen ratio α of the fuel shall be calculated as the average molar hydrogen ratio of the fuel mix during the test according to point 7.1.5.3.

Alternatively the Fs value of the gaseous fuel may be used in equation (7-28) of Annex VII.

This section shall be used for the determination of molar component ratios when the fuel mix is known (exact method).

Equations (8-2) to (8-7) shall be used to calculate the elemental composition of the fuel mixture:

qmf = qmf1 + qmf2	(8-2)
	(8-3)
	(8-4)
	(8-5)
	(8-6)
	(8-7)

where:

qm f1 is the fuel mass flow rate of fuel 1 [kg/s]

qm f2 is the fuel mass flow rate of fuel 2 [kg/s]

w H is the hydrogen content of fuel [% mass]

w C is the carbon content of fuel [% mass]

w S is the sulphur content of fuel [% mass]

w N is the nitrogen content of fuel [% mass]

w O is the oxygen content of fuel [% mass]

The calculation of the atomic ratios (especially the H/C-ratio α) is given in Annex VII by means of equations (8-8) to (8-11):

	(8-8)
	(8-9)
	(8-10)
	(8-11)

where:

w H is the hydrogen content of fuel, mass fraction [g/g] or [% mass]

w C is the carbon content of fuel, mass fraction [g/g] or [% mass]

w S is the sulphur content of fuel, mass fraction [g/g] or [% mass]

w N is the nitrogen content of fuel, mass fraction [g/g] or [% mass]

w O is the oxygen content of fuel, mass fraction [g/g] or [% mass]

α is the molar hydrogen ratio (H/C)

γ is the molar sulphur ratio (S/C)

δ is the molar nitrogen ratio (N/C)

ε is the molar oxygen ratio (O/C)

referring to a fuel CΗαΟεΝδSγ

Annex VII section 3 shall apply except as set out in this section.

Equation (7-102) of Annex VII (correction for compression ignition engines) shall be used.

Equation (7-112) of Annex VII (molar flow rate calculation based on intake air) shall be used. Equation (7-113) of Annex VII (molar flow rate calculation based on fuel mass flow rate) may alternatively be used only when conducting an NRSC test.

The exact approach shall be used to determine the molar component ratios using the instantaneous proportions of liquid and gaseous fuel determined from instantaneous fuel consumption measurements or calculations.  The instantaneous molar component ratios shall be input in the equations (7-88), (7-90), and (7-91) of Annex VII for the continuous chemical balance.

The determination of the ratios shall be either performed according to point 7.2.3.1 or point 7.1.5.3.

Gaseous fuels, either blended or sourced from a land line, may contain significant amounts of inert constituents such as CO2 and N2. The manufacturer shall either include these constituents in the atomic ratio calculations described in point 7.2.3.1 or point 7.1.5.3 as applicable, or, alternatively, the manufacturer shall exclude the inert constituents from the atomic ratios and allocate them appropriately to the chemical balance intake air parameters x O2int, x CO2int, and x H2Oint in point 3.4.3 of Annex VII.

Instantaneous molar component ratios of the number of hydrogen, oxygen, sulphur, and nitrogen atoms to carbons atoms in the mixed fuel for the dual-fuel engines may be calculated by means of equations (8-12) to (8-15):

	(8-12)
	(8-13)
	(8-14)
	(8-15)

Where:

In cases where exhaust gas mass flow rate is calculated based on the mixed fuel rate then wC in equation (7-113) of Annex VII shall be calculated by means of equation (8-16):

	(8-16)

Where:

Annex VII shall apply except when the engine is tested on transient (NRTC and LSI-NRTC) test cycles or RMC using raw gas sampling.

Calculation of CO2 emissions from measurement of CO2 in the exhaust gas in accordance with Annex VII shall not apply. Instead the following provisions shall apply:

The measured test-averaged fuel consumption shall be determined from the sum of the instantaneous values over the cycle and shall be used as the base for calculating the test averaged CO2 emissions.

The mass of each fuel consumed shall be used to determine, in accordance with section 7.1.5, the molar hydrogen ratio and the mass fractions of the fuel mix in the test.

The total corrected fuel mass of both fuels m

fuel,corr [g/test] and CO2 mass emission coming from the fuel m CO2, fuel [g/test] shall be determined by means of equations (8-17) and (8-18).

| | (8-17) |

| --- | --- | | | (8-18) |

Where:

The CO2 emission resulting from urea m CO2,urea [g/test] shall be calculated by means of equation (8-19):

	(8-19)

Where:

Then the total CO2 emission m CO2 [g/test] shall be calculated by means of equation (8-20):

mCO2 = mCO2,fuel + mCO2,urea	(8-20)

The total CO2 emission calculated by means of equation (8-20) shall be used in the calculation of brake specific CO2 emissions, eCO2 [g/kWh] in section 2.4.1.1 or 3.8.1.1 of Annex VII. Where applicable, the correction for CO2 in the exhaust gas arising from CO2 in the gaseous fuel shall be performed in accordance with Appendix 3 to Annex IX.

Appendix 3

Types of dual-fuel engines operated on natural gas/biomethane or LPG and a liquid fuel — illustration of the definitions and main requirements

Dual-fuel type	GERcycle	Idle on liquid fuel	Warm-up on liquid fuel	Operation on liquid fuel solely	Operation in absence of gas	Comments
1A	GERNRTC, hot ≥ 0,9 or GERNRSC, ≥ 0,9	NOT allowed	Allowed only on service mode	Allowed only on service mode	Service mode
1B	GERNRTC, hot ≥ 0,9 or GERNRSC ≥ 0,9	Allowed only on liquid-fuel mode	Allowed only on liquid-fuel mode	Allowed only on liquid-fuel and service modes	Liquid-fuel mode
2A	0,1 < GERNRTC, hot < 0,9 or 0,1 < GERNRSC < 0,9	Allowed	Allowed only on service mode	Allowed only on service mode	Service mode	GERNRTC, hot ≥ 0,9 or GERNRSC ≥ 0,9 Allowed
2B	0,1 < GERNRTC, hot < 0,9 or 0,1 < GERNRSC < 0,9	Allowed	Allowed	Allowed	Liquid-fuel mode	GERNRTC, hot ≥ 0,9 or GERNRSC ≥ 0,9 allowed
3A	Neither defined nor allowed
3B	GERNRTC, hot ≤ 0,1 or GERNRSC ≤ 0,1	Allowed	Allowed	Allowed	Liquid-fuel mode

ANNEX IX

Reference Fuels

Parameter	Unit	Limits (1)	Test Method
minimum	maximum
Cetane number (2)		45	56,0	EN-ISO 5165
Density at 15 °C	kg/m3	833	865	EN-ISO 3675
Distillation:
50 % point	°C	245	—	EN-ISO 3405
95 % point	°C	345	350	EN-ISO 3405
— Final boiling point	°C	—	370	EN-ISO 3405
Flash point	°C	55	—	EN 22719
CFPP	°C	—	– 5	EN 116
Viscosity at 40 °C	mm2/s	2,3	3,3	EN-ISO 3104
Polycyclic aromatic hydrocarbons	% m/m	2,0	6,0	IP 391
Sulphur content (3)	mg/kg	—	10	ASTM D 5453
Copper corrosion		—	class 1	EN-ISO 2160
Conradson carbon residue (10 % DR)	% m/m	—	0,2	EN-ISO 10370
Ash content	% m/m	—	0,01	EN-ISO 6245
Total contamination	mg/kg	—	24	EN 12662
Water content	% m/m	—	0,02	EN-ISO 12937
Neutralization (strong acid) number	mg KOH/g	—	0,10	ASTM D 974
Oxidation stability (3)	mg/ml	—	0,025	EN-ISO 12205
Lubricity (HFRR wear scar diameter at 60 °C)	μm	—	400	CEC F-06-A-96
Oxidation stability at 110 °C (3)	H	20,0	—	EN 15751
FAME	% v/v	—	7,0	EN 14078
(1) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied. (2) The range for the cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. (3) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.
Parameter	Unit	Limits (1)	Test method (2)
---	---	---	---	---
Minimum	Maximum
Total alcohol (Ethanol incl. content on higher saturated alcohols)	% m/m	92,4		EN 15721
Other higher saturated mono-alcohols (C3-C5)	% m/m		2,0	EN 15721
Methanol	% m/m		0,3	EN 15721
Density 15 °C	kg/m3	793,0	815,0	EN ISO 12185
Acidity, calculated as acetic acid	% m/m		0,0025	EN 15491
Appearance		Bright and clear
Flashpoint	°C	10		EN 3679
Dry residue	mg/kg		15	EN 15691
Water content	% m/m		6,5	EN 15489 (3) EN-ISO 12937 EN15692
Aldehydes calculated as acetaldehyde	% m/m		0,0050	ISO 1388-4
Esters calculated as ethylacetat	% m/m		0,1	ASTM D1617
Sulphur content	mg/kg		10,0	EN 15485 EN 15486
Sulphates	mg/kg		4,0	EN 15492
Particulate contamination	mg/kg		24	EN 12662
Phosphorus	mg/l		0,20	EN 15487
Inorganic chloride	mg/kg		1,0	EN 15484 or EN 15492
Copper	mg/kg		0,100	EN 15488
Electrical Conductivity	μS/cm		2,50	DIN 51627-4 or prEN 15938
(1) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (2) Equivalent EN/ISO methods will be adopted when issued for properties listed above. (3) Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of EN 15489 shall be applied. (1)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.

| Parameter | Unit | Limits (¹) | Test method (²) | |

| --- | --- | --- | --- | --- | | Minimum | Maximum | | | | | Research octane number, RON | | 91,0 | 98,0 | EN ISO 5164:2005 (³) | | Motor octane number, MON | | 83,0 | 89,0 | EN ISO 5163:2005 (³) | | Density at 15 °C | kg/m³ | 743 | 756 | EN ISO 3675 EN ISO 12185 | | Vapour pressure | kPa | 45,0 | 60,0 | EN ISO 13016-1 (DVPE) | | Water content | | | Max 0,05 % v/v Appearance at – 7 °C: clear and bright | EN 12937 | | Distillation: | | | | | | — evaporated at 70 °C | % v/v | 18,0 | 46,0 | EN-ISO 3405 | | — evaporated at 100 °C | % v/v | 46,0 | 62,0 | EN-ISO 3405 | | — evaporated at 150 °C | % v/v | 75,0 | 94,0 | EN-ISO 3405 | | — final boiling point | °C | 170 | 210 | EN-ISO 3405 | | Residue | % v/v | — | 2,0 | EN-ISO 3405 | | Hydrocarbon analysis: | | | | | | — olefins | % v/v | 3,0 | 18,0 | EN 14517 EN 15553 | | — aromatics | % v/v | 19,5 | 35,0 | EN 14517 EN 15553 | | — benzene | % v/v | — | 1,0 | EN 12177 EN 238, EN 14517 | | — saturates | % v/v | Report | EN 14517 EN 15553 | | | Carbon/hydrogen ratio | | Report | | | | Carbon/oxygen ratio | | Report | | | | Induction period (⁴) | minutes | 480 | | EN-ISO 7536 | | Oxygen content (⁵) | % m/m | 3,3 (⁸) | 3,7 | EN 1601 EN 13132 EN 14517 | | Existent gum | mg/ml | — | 0,04 | EN-ISO 6246 | | Sulphur content (⁶) | mg/kg | — | 10 | EN ISO 20846 EN ISO 20884 | | Copper corrosion (3h at 50 °C) | rating | — | Class 1 | EN-ISO 2160 | | Lead content | mg/l | — | 5 | EN 237 | | Phosphorus content (⁷) | mg/l | — | 1,3 | ASTM D 3231 | | Ethanol (⁴) | % v/v | 9,0 (⁸) | 10,2 (⁸) | EN 22854 | | (¹) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (²) Equivalent EN/ISO methods will be adopted when issued for properties listed above. (³) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (⁴) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. (⁵) Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to the reference fuel. (⁶) The actual sulphur content of the fuel used for the Type 1 test shall be reported. (⁷) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. (⁸) The ethanol content and corresponding oxygen content may be zero for engines of category SMB at the choice of the manufacturer. In this case all testing of the engine family, or engine type where no family exists, shall be conducted using petrol with zero ethanol content. | | | | |

| Parameter | Unit | Limits (¹) | Test method | |

| --- | --- | --- | --- | --- | | Minimum | Maximum | | | | | Research octane number, RON | | 95,0 | — | EN ISO 5164 | | Motor octane number, MON | | 85,0 | — | EN ISO 5163 | | Density at 15 °C | kg/m³ | Report | ISO 3675 | | | Vapour pressure | kPa | 40,0 | 60,0 | EN ISO 13016-1 (DVPE) | | Sulphur content (²) | mg/kg | — | 10 | EN 15485 or EN 15486 | | Oxidation stability | Minutes | 360 | | EN ISO 7536 | | Existent gum content (solvent washed) | mg/100ml | — | 5 | EN-ISO 6246 | | Appearance This shall be determined at ambient temperature or 15 °C whichever is higher | | Clear and bright, visibly free of suspended or precipitated contaminants | Visual inspection | | | Ethanol and higher alcohols (³) | % v/v | 83 | 85 | EN 1601 EN 13132 EN 14517 E DIN 51627-3 | | Higher alcohols (C3-C8) | % v/v | — | 2,0 | E DIN 51627-3 | | Methanol | % v/v | | 1,00 | E DIN 51627-3 | | Petrol (⁴) | % v/v | Balance | EN 228 | | | Phosphous | mg/l | 0,20 (⁵) | EN 15487 | | | Water content | % v/v | | 0,300 | EN 15489 or EN 15692 | | Inorganic chloride content | mg/l | | 1 | EN 15492 | | pHe | | 6,5 | 9,0 | EN 15490 | | Copper strip corrosion (3h at 50 °C) | Rating | Class 1 | | EN ISO 2160 | | Acidity, (as acetic acid CH3COOH) | % m/m (mg/l) | — | 0,0050 (40) | EN 15491 | | Electric Conductivity | μS/cm | 1,5 | DIN 51627-4 or prEN 15938 | | | Carbon/hydrogen ratio | | Report | | | | Carbon/oxygen ration | | Report | | | | (¹) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (²) The actual sulphur content of the fuel used for the emission tests shall be reported. (³) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. (⁴) The unleaded petrol content can be determined as 100 minus the sum of the % content of water, alcohols, MTBE and ETBE. (⁵) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. | | | | |

3. Technical data on gaseous fuels for single-fuel and dual-fuel engines

Parameter	Unit	Fuel A	Fuel B	Test method
Composition:				EN 27941
C3-content	% v/v	30 ± 2	85 ± 2
C4-content	% v/v	Balance (1)	Balance (1)
< C3, > C4	% v/v	Maximum 2	Maximum 2
Olefins	% v/v	Maximum 12	Maximum 15
Evaporation residue	mg/kg	Maximum 50	Maximum 50	EN 15470
Water at 0 °C		Free	Free	EN 15469
Total sulphur content including odorant	mg/kg	Maximum 10	Maximum 10	EN 24260, ASTM D 3246, ASTM 6667
Hydrogen sulphide		None	None	EN ISO 8819
Copper strip corrosion (1h at 40 °C)	Rating	Class 1	Class 1	ISO 6251 (2)
Odour		Characteristic	Characteristic
Motor octane number (3)		Minimum 89,0	Minimum 89,0	EN 589 Annex B
(1) Balance shall be read as follows: balance = 100 – C3 – < C3 – > C4. (2) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited. (3) At the request of the engine manufacturer, a higher MON could be used to perform the type approval tests.

As an alternative to the reference fuels set out in this point, the equivalent fuels in point 3.2.2 may be used

| Characteristics | Units | Basis | Limits | Test method | |

| --- | --- | --- | --- | --- | --- | | minimum | maximum | | | | | | Reference fuel GR | | | | | | | Composition: | | | | | | | Methane | | 87 | 84 | 89 | | | Ethane | | 13 | 11 | 15 | | | Balance (¹) | % mole | — | — | 1 | ISO 6974 | | Sulphur content | mg/m³ (²) | — | | 10 | ISO 6326-5 | | Notes: (¹)  Inerts + C2+ (²)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa. | | | | | | | Reference fuel G23 | | | | | | | Composition: | | | | | | | Methane | | 92,5 | 91,5 | 93,5 | | | Balance (¹) | % mole | — | — | 1 | ISO 6974 | | N2 | % mole | 7,5 | 6,5 | 8,5 | | | Sulphur content | mg/m³ (²) | — | — | 10 | ISO 6326-5 | | Notes: (¹)  Inerts (different from N2) + C2+ C2+ (²)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa. | | | | | | | Reference fuel G25 | | | | | | | Composition: | | | | | | | Methane | % mole | 86 | 84 | 88 | | | Balance (¹) | % mole | — | — | 1 | ISO 6974 | | N2 | % mole | 14 | 12 | 16 | | | Sulphur content | mg/m³ (²) | — | — | 10 | ISO 6326-5 | | Notes: (¹)  Inerts (different from N2) + C2+ C2+ (²)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa. | | | | | | | Reference fuel G20 | | | | | | | Composition: | | | | | | | Methane | % mole | 100 | 99 | 100 | ISO 6974 | | Balance (¹) | % mole | — | — | 1 | ISO 6974 | | N2 | % mole | | | | ISO 6974 | | Sulphur content | mg/m³ (²) | — | — | 10 | ISO 6326-5 | | Wobbe Index (net) | MJ/m³ (³) | 48,2 | 47,2 | 49,2 | | | (¹) Inerts (different from N2) + C2 + C2+. (²) Value to be determined at 293,2 K (20 °C) and 101,3 kPa. (³) Value to be determined at 273,2 K (0 °C) and 101,3 kPa. | | | | | |

As an alternative to the reference fuels in this point the equivalent reference fuels in point 3.2.1 may be used.

3.2.2.1. The basis of each pipeline reference fuel (GR, G20, …) shall be gas drawn from a utility gas distribution network, blended, where necessary to meet the corresponding lambda-shift (Sλ) specification in Table 9.1, with an admixture of one or more of the following commercially (⁷) available gases:

| 3.2.2.2. | The value of Sλ of the resulting blend of pipeline gas and admixture gas shall be within the range specified in Table 9.1 for the specified reference fuel. Table 9.1 Required range of Sλ for each reference fuel Reference fuel Minimum Sλ Maximum Sλ GR (¹) 0,87 0,95 G20 0,97 1,03 G23 1,05 1,10 G25 1,12 1,20 (¹) The engine shall not be required to be tested on a gas blend with a Methane Number (MN) less than 70. In the case that the required range of Sλ for GR would result in an MN less than 70 the value of Sλ for GR may be adjusted as necessary until a value of MN no less than 70 is attained. | |

| --- | --- | --- | | Reference fuel | Minimum Sλ | Maximum Sλ | | GR (¹) | 0,87 | 0,95 | | G20 | 0,97 | 1,03 | | G23 | 1,05 | 1,10 | | G25 | 1,12 | 1,20 | | (¹) The engine shall not be required to be tested on a gas blend with a Methane Number (MN) less than 70. In the case that the required range of Sλ for GR would result in an MN less than 70 the value of Sλ for GR may be adjusted as necessary until a value of MN no less than 70 is attained. | | |

3.2.2.3. The engine test report for each test run shall include the following:

3.2.2.4. The requirements of Appendices 1 and 2 shall be met in respect to determination of the properties of the pipeline and admixture gases, the determination of Sλ and MN for the resulting gas blend, and the verification that the blend was maintained during the test.

3.2.2.5. In the case that one or more of the gas streams (pipeline gas or admixture gas(es)) contain CO2 in greater than a de minimus proportion, the calculation of specific CO2 emissions in Annex VII shall be corrected according to Appendix 3.

Appendix 1

Supplementary requirements for conducting emission testing using gaseous reference fuels comprising pipeline gas with admixture of other gases

1. Method of gas analysis and gas flow measurement

1.1. For the purpose of this Appendix, where required the composition of the gas shall be determined by analysis of the gas using gas chromatography according to EN ISO 6974, or by an alternative technique that achieves at least a similar level of accuracy and repeatability.

1.2. For the purpose of this Appendix, where required the measurement of gas flow shall be performed using a mass-based flowmeter.

2.1. The composition of the utility gas supply shall be analysed prior to the admixture blending system.

2.2. The flowrate of the utility gas entering the admixture blending system shall be measured.

3. Analysis and flowrate of admixture

3.1. When an applicable certificate of analysis is available for an admixture (for example issued by the gas supplier) this may be used as the source of that admixture composition. In this case the on-site analysis of that admixture composition shall be permitted but shall not be required.

3.2. Where an applicable certificate of analysis is not available for an admixture the composition of that admixture shall be analysed.

3.3. The flowrate of each admixture entering the admixture blending system shall be measured.

4.1. The analysis of the composition of the gas supplied to the engine after leaving the admixture blending system shall be permitted in addition to, or as an alternative to the analysis required by points 2.1 and 3.1, but shall not be required.

5. Calculation of Sλ and MN of the blended gas

5.1. The results of the gas analysis according to point 2.1, point 3.1 or 3.2 and, where applicable, point 4.1, combined with the mass flowrate of gas measured according to points 2.2 and 3.3, shall be used to calculate the MN according to EN16726:2015. The same set of data shall be used to calculate Sλ according to the procedure set out in Appendix 2.

6.1 The control and verification of the gas blend during the test shall be performed using either an open loop or closed loop control system.

Appendix 2

Calculation of λ-Shift factor (Sλ)

The λ-shift factor (Sλ) (⁸) shall be calculated by means of equation (9-1):

	(9-1)

Where:

	(9-2)
	(9- 3)

Where:

Example 1: G25: CH4 = 86 %, N2 = 14 % (by volume)

Example 2: GR: CH4 = 87 %, C2H6 = 13 % (by vol)

Example 3: USA: CH4 = 89 %, C2H6 = 4,5 %, C3H8 = 2,3 %, C6H14 = 0,2 %, O2 = 0,6 %, N2 = 4 %

As an alternative to the above equation, Sλ may be calculated from the ratio of the stoichiometric air demand of pure methane to the stoichiometric air demand of the fuel blend supplied to the engine, as specified below.

Lambda-shift factor (Sλ) expresses the oxygen demand of any fuel blend in relation to oxygen demand of pure methane. Oxygen demand means the amount of oxygen to oxidise methane in a stoichiometric composition of reaction partners to products of complete combustion (i.e. carbon-dioxide and water).

For the combustion of pure methane the reaction is as set out in equation (9-4):

1 · CH 4 + 2 · O 2 → 1 · CO 2 + 2 · H 2 O	(9-4)

In this case the ratio of molecules in stoichiometric composition of reaction partners is exactly 2:

Where:

The oxygen demand for pure methane is therefore:

The value of Sλ may be determined from the ratio of the ratio of the stoichiometric composition of oxygen and methane to the ratio of the stoichiometric composition of oxygen and the fuel blend supplied to the engine, as set out in equation (9-5):

	(9-5)

Where:

Because air contains 21 % oxygen the stoichiometric air demand Lst of any fuel shall be calculated by means of equation (9-6):

	(9-6)

Where:

Consequently the value of Sλ may also be determined from the ratio of the stoichiometric composition of air and methane to the ratio of the stoichiometric composition of air and the fuel blend supplied to the engine, i.e. the ratio of the stoichiometric air demand of methane to that of the fuel blend supplied to the engine, as set out in equation (9-7):

	(9-7)

Therefore, any calculation that specifies the stoichiometric air demand may be used to express the Lambda-shift factor.

Appendix 3

Correction for CO2 in the exhaust gas arising from CO2 in the gaseous fuel

1.1. Gas composition and gas flow shall be determined according to the requirements of sections 1 to 4 of Appendix 1.

| 1.2 | The instantaneous mass flow rate of CO2 in a stream of gas supplied to the engine shall be calculated by means of equation (9-8). ṁ CO2i = (M CO2/M stream) · x CO2i · ṁ streami (9-8) Where: ṁ CO2i = Instantaneous mass flow rate of CO2 from the gas stream [g/s] ṁ streami, = Instantaneous mass flow rate of the gas stream [g/s] x CO2i = Molar fraction of CO2 in the gaseous stream [-] M CO2 = Molar mass of CO2 [g/mol] M stream = Molar mass of gas stream [g/mol] M stream shall be calculated from all measured constituents (1, 2, …, n) by means of equation (9-9). M stream = x 1 · M 1 + x 2 · M 2 + … + x n · M n (9-9) Where: X 1, 2, … n = Molar fraction of each measured constituent in the gas stream (CH4, CO2, …) [-] M 1, 2, … n = Molar mass of each measured constituent in the gas stream [g/mol] | |

| --- | --- | --- | | ṁ CO2i = (M CO2/M stream) · x CO2i · ṁ streami | (9-8) | | | ṁ CO2i | = | Instantaneous mass flow rate of CO2 from the gas stream [g/s] | | ṁ streami, | = | Instantaneous mass flow rate of the gas stream [g/s] | | x CO2i | = | Molar fraction of CO2 in the gaseous stream [-] | | M CO2 | = | Molar mass of CO2 [g/mol] | | M stream | = | Molar mass of gas stream [g/mol] | | M stream = x 1 · M 1 + x 2 · M 2 + … + x n · M n | (9-9) | | | X 1, 2, … n | = | Molar fraction of each measured constituent in the gas stream (CH4, CO2, …) [-] | | M 1, 2, … n | = | Molar mass of each measured constituent in the gas stream [g/mol] | | 1.3. | In order to determine the total mass flow rate of CO2 in the gaseous fuel entering the engine the calculation in equation (9-8) shall be performed for each individual gas stream containing CO2 that is entering the gas blending system and the result for each gas stream added together, or it shall be performed for the blended gas leaving the blending system and entering the engine by means of equation (9-10): ṁ CO2i, fuel = ṁ CO2i, a + ṁ CO2i, b + … + ṁ CO2i, n (9-10) Where: ṁ CO2i, fuel = instantaneous combined mass flow rate of CO2 arising from the CO2 in the gaseous fuel entering the engine [g/s] ṁ CO2i, a, b, …, n = instantaneous mass flow rate of CO2 arising from the CO2 in each individual gas stream a, b, …, n [g/s] | | | --- | --- | --- | | ṁ CO2i, fuel = ṁ CO2i, a + ṁ CO2i, b + … + ṁ CO2i, n | (9-10) | | | ṁ CO2i, fuel | = | instantaneous combined mass flow rate of CO2 arising from the CO2 in the gaseous fuel entering the engine [g/s] | | ṁ CO2i, a, b, …, n | = | instantaneous mass flow rate of CO2 arising from the CO2 in each individual gas stream a, b, …, n [g/s] |

2.1	The total mass per test of CO2 emission from the CO2 in the fuel m CO2, fuel [g/test] shall be calculated by summation of the instantaneous mass flow rate of CO2 in the gaseous fuel entering the engine ṁ CO2i, fuel [g/s] over the test cycle by means of equation (9-11): (9-11) Where: ƒ = data sampling rate [Hz] N = number of measurements [-]
	(9-11)
ƒ	=	data sampling rate [Hz]
N	=	number of measurements [-]
2.2	The total mass of CO2 emission m CO2 [g/test] used in equation (7-61), (7-63), (7-128) or (7-130) of Annex VII to calculate the specific emissions result e CO2 [g/kWh] shall be replaced in those equations by the corrected value m CO2, corr [g/test] calculated by means of equation (9-12). m CO2, corr = m CO2 – m CO2, fuel (9-12)
---	---
m CO2, corr = m CO2 – m CO2, fuel	(9-12)

3.1	The mean mass flow of CO2 emission from the CO2 in the fuel per hour qm CO2, fuel or ṁ CO2 fuel [g/h] shall be calculated for each individual test mode from the measurements of instantaneous mass flow rate of CO2 ṁ CO2i, fuel [g/s] given by equation (9-10) taken during the sampling period of the respective test mode by means of equation (9-13): (9-13) Where: N = number of measurements taken during the test mode [-]
	(9-13)
N	=	number of measurements taken during the test mode [-]

| 3.2 | The mean mass flow rate of CO2 emission qm CO2 or ṁ CO2 [g/h] for each individual test mode used in equation (7-64) or (7-131) of Annex VII to calculate the specific emissions result e CO2 [g/kWh] shall be replaced in those equations by the corrected value qm CO2, corr or ṁ CO2, corr [g/h] for each individual test mode calculated by means of equation (9-14) or (9-15). q m CO2, corr = q m CO2 – q m CO2, fuel (9-14) ṁ CO2, corr = ṁ CO2– ṁ CO2, fuel (9-15) |

| --- | --- | | q m CO2, corr = q m CO2 – q m CO2, fuel | (9-14) | | ṁ CO2, corr = ṁ CO2– ṁ CO2, fuel | (9-15) |

ANNEX X

Detailed technical specifications and conditions for delivering an engine separately from its exhaust after-treatment system

ANNEX XI

Detailed technical specifications and conditions for the temporary placing on the market for the purposes of field testing

The following conditions shall apply for the temporary placing on the market of engines for the purpose of field testing in accordance with Article 34(4) of Regulation (EU) 2016/1628:

2. Before placing the engine on the market, the manufacturer shall inform the approval authority of a Member State, indicating his name or trade mark, the unique engine identification number of the engine, the production date of the engine, any relevant information on the emission performance of the engine and the OEM or end-users who participates in the test procedure.

3. The engine shall be accompanied by a statement of conformity delivered by the manufacturer and complying with the provisions set out in Annex II to Implementing Regulation (EU) 2017/656; the statement of conformity shall indicate, in particular, that it is a field testing engine temporarily placed on the market in accordance with Article 34(4) of Regulation (EU) 2016/1628.

ANNEX XII

Detailed technical specifications and conditions for special purpose engines

The following conditions shall apply for placing on the market of engines that meet the gaseous and particulate pollutant emission limit values for special purpose engines set out in Annex VI to Regulation (EU) 2016/1628:

ANNEX XIII

Acceptance of equivalent engine type-approvals

ANNEX XIV

Details of the relevant information and instructions for OEMs

1. As required by Article 43(2) of Regulation (EU) 2016/1628, the manufacturer shall provide to the OEM all relevant information and instructions to ensure that the engine conforms to the approved engine type when installed in non-road mobile machinery. Instructions for this purpose shall be clearly identified to the OEM.

2. The instructions may be provided on paper or a commonly used electronic format.

4. The information and instructions to the OEM shall include at least:

ANNEX XV

Details of the relevant information and instructions for end-users

4. As required by Article 43(4) of Regulation (EU) 2016/1628, the OEM shall provide to the end-users the value of the carbon dioxide (CO2) emissions in g/kWh determined during the EU type-approval process and recorded in EU type-approval certificate accompanied of the following statement: ‘This CO2 measurement results from testing over a fixed test cycle under laboratory conditions a(n) (parent) engine representative of the engine type (engine family) and shall not imply or express any guarantee of the performance of a particular engine’.

ANNEX XVI

Performance standards and assessment of technical services

Technical services shall demonstrate appropriate skills, specific technical knowledge and proven experience in the specific fields of competence covered by Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation.

2. Standards with which the technical services have to comply

2.1. Technical services of the different categories set out in Article 45 of Regulation (EU) 2016/1628 shall comply with the standards listed in Appendix 1 of Annex V to Directive 2007/46/EC of the European Parliament and of the Council (¹⁷) which are relevant for the activities they carry out.

2.2. Reference to Article 41 of Directive 2007/46/EC in that Appendix shall be construed as a reference to Article 45 of Regulation (EU) 2016/1628.

2.3. Reference to Annex IV of Directive 2007/46/EC in that Appendix shall be construed as a reference to Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation.

3.1. The compliance of the Technical services with the requirements of Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation shall be assessed in accordance with the procedure set out in Appendix 2 of Annex V to Directive 2007/46/EC.

3.2. References to Article 42 of Directive 2007/46/EC in Appendix 2 of Annex V to Directive 2007/46/EC shall be construed as references to Article 48 of Regulation (EU) 2016/1628.

ANNEX XVII

Characteristics of the steady-state and transient test cycles

1. Tables of test modes and weighting factors for the discrete-mode NRSC are set out in Appendix 1.

3. Tables of engine dynamometer schedules for transient (NRTC and LSI-NRTC) test cycles are set out in Appendix 3.

Appendix 1

Steady-state discrete-mode NRSC

Test cycles type C

| Mode number | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 |

| --- | --- | --- | --- | --- | --- | --- | --- | --- | | Speed () | 100 % | Intermediate | Idle | | | | | | | Torque () (%) | 100 | 75 | 50 | 10 | 100 | 75 | 50 | 0 | | Weighting factor | 0,15 | 0,15 | 0,15 | 0,1 | 0,1 | 0,1 | 0,1 | 0,15 | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) The % torque is relative to the maximum torque at the commanded engine speed. | | | | | | | | |

| Mode number | 1 | 2 | 3 | 4 | 5 | 6 | 7 |

| --- | --- | --- | --- | --- | --- | --- | --- | | Speed () | 100 % | Intermediate | Idle | | | | | | Torque () (%) | 25 | 100 | 75 | 50 | 25 | 10 | 0 | | Weighting factor | 0,06 | 0,02 | 0,05 | 0,32 | 0,30 | 0,10 | 0,15 | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) The % torque is relative to the maximum torque at the commanded engine speed. | | | | | | | |

Test cycles type D

Mode number (cycle D2)	1	2	3	4	5
Speed ()	100 %
Torque () (%)	100	75	50	25	10
Weighting factor	0,05	0,25	0,3	0,3	0,1
(1) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (2) % torque is relative to the torque corresponding to the rated net power declared by the manufacturer.

Test cycles type E

| Mode number (cycle E2) | 1 | 2 | 3 | 4 | | | | | | |

| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | | Speed () | 100 % | Intermediate | | | | | | | | | | Torque ()(%) | 100 | 75 | 50 | 25 | | | | | | | | Weighting factor | 0,2 | 0,5 | 0,15 | 0,15 | | | | | | | | Mode number (cycle E3) | 1 | 2 | 3 | 4 | | | | | | | | Speed ()(%) | 100 | 91 | 80 | 63 | | | | | | | | Power ()(%) | 100 | 75 | 50 | 25 | | | | | | | | Weighting factor | 0,2 | 0,5 | 0,15 | 0,15 | | | | | | | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) % torque is relative to the torque corresponding to the rated net power declared by the manufacturer at the commanded engine speed. (³) % power is relative to the maximum rated power at the 100 % speed. | | | | | | | | | | |

Test cycle type F

| Mode number | 1 | 2 () | 3 |

| --- | --- | --- | --- | | Speed () | 100 % | Intermediate | Idle | | Power (%) | 100 () | 50 () | 5 () | | Weighting factor | 0,15 | 0,25 | 0,6 | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) % power at this mode is relative to the power at mode 1. (³) % power at this mode is relative to the maximum net power at the commanded engine speed. (⁴) For engines using a discrete control system (i.e. notch type controls) mode 2 is defined as an operation in the notch closest to mode 2 or 35 % of the rated power. | | | |

Test cycle type G

Mode number (cycle G1)						1	2	3	4	5	6
Speed ()	100 %	Intermediate	Idle
Torque () %						100	75	50	25	10	0
Weighting factor						0,09	0,20	0,29	0,30	0,07	0,05
Mode number (cycle G2)	1	2	3	4	5						6
Speed ()	100 %	Intermediate	Idle
Torque () %	100	75	50	25	10						0
Weighting factor	0,09	0,20	0,29	0,30	0,07						0,05
Mode number (cycle G3)	1										2
Speed ()	100 %	Intermediate	Idle
Torque () %	100										0
Weighting factor	0,85										0,15
(1) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (2) The % torque is relative to the maximum torque at the commanded engine speed.

Test cycle type H

Mode number	1	2	3	4	5
Speed () (%)	100	85	75	65	Idle
Torque () (%)	100	51	33	19	0
Weighting factor	0,12	0,27	0,25	0,31	0,05
(1) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (2) % torque is relative to the maximum torque at the commanded engine speed.

Appendix 2

Steady-state ramped modal cycles (RMC)

Test cycles type C

| RMC Mode Number | Time in mode (seconds) | Engine speed () () | Torque (%) () () |

| --- | --- | --- | --- | | 1a Steady-state | 126 | Idle | 0 | | 1b Transition | 20 | Linear transition | Linear transition | | 2a Steady-state | 159 | Intermediate | 100 | | 2b Transition | 20 | Intermediate | Linear transition | | 3a Steady-state | 160 | Intermediate | 50 | | 3b Transition | 20 | Intermediate | Linear transition | | 4a Steady-state | 162 | Intermediate | 75 | | 4b Transition | 20 | Linear transition | Linear transition | | 5a Steady-state | 246 | 100 % | 100 | | 5b Transition | 20 | 100 % | Linear transition | | 6a Steady-state | 164 | 100 % | 10 | | 6b Transition | 20 | 100 % | Linear transition | | 7a Steady-state | 248 | 100 % | 75 | | 7b Transition | 20 | 100 % | Linear transition | | 8a Steady-state | 247 | 100 % | 50 | | 8b Transition | 20 | Linear transition | Linear transition | | 9 Steady-state | 128 | Idle | 0 | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) % torque is relative to the maximum torque at the commanded engine speed. (³) Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a similar linear progression for engine speed if there is a change in speed setting. | | | | | RMC Mode number | Time in mode (seconds) | Engine speed () () | Torque (%) () () | | --- | --- | --- | --- | | 1a Steady-state | 119 | Idle | 0 | | 1b Transition | 20 | Linear transition | Linear transition | | 2a Steady-state | 29 | Intermediate | 100 | | 2b Transition | 20 | Intermediate | Linear transition | | 3a Steady-state | 150 | Intermediate | 10 | | 3b Transition | 20 | Intermediate | Linear transition | | 4a Steady-state | 80 | Intermediate | 75 | | 4b Transition | 20 | Intermediate | Linear transition | | 5a Steady-state | 513 | Intermediate | 25 | | 5b Transition | 20 | Intermediate | Linear transition | | 6a Steady-state | 549 | Intermediate | 50 | | 6b Transition | 20 | Linear transition | Linear transition | | 7a Steady-state | 96 | 100 % | 25 | | 7b Transition | 20 | Linear transition | Linear transition | | 8 Steady-state | 124 | Idle | 0 | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) % torque is relative to the maximum torque at the commanded engine speed. (³) Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a similar linear progression for engine speed if there is a change in speed setting. | | | |

Test cycles type D

| RMC Mode Number | Time in mode (seconds) | Engine speed (%) () | Torque (%) () () |

| --- | --- | --- | --- | | 1a Steady State | 53 | 100 | 100 | | 1b Transition | 20 | 100 | Linear transition | | 2a Steady-state | 101 | 100 | 10 | | 2b Transition | 20 | 100 | Linear transition | | 3a Steady-state | 277 | 100 | 75 | | 3b Transition | 20 | 100 | Linear transition | | 4a Steady-state | 339 | 100 | 25 | | 4b Transition | 20 | 100 | Linear transition | | 5 Steady-state | 350 | 100 | 50 | | (¹) See sections 5.2.5, 7.6 and 7.7 of Annex VI for determination of required test speeds. (²) % torque is relative to the torque corresponding to the rated net power declared by the manufacturer. (³) Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode. | | | |

Test cycles type E