Directive 97/24/EC of the European Parliament and of the Council (repealed)Show full title

CHAPTER 9

PERMISSIBLE SOUND LEVEL AND EXHAUST SYSTEM OF TWO OR THREE-WHEEL MOTOR VEHICLES

[X1 LIST OF ANNEXES

ANNEX I	Sound level limits in dB(A) and dates of entry into force for component type-approval regarding the permissible sound level of a type of two or three-wheel motor vehicle …
ANNEX II	Requirements for two-wheel mopeds …
	1. Definitions …
	2. 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 …
	3. Component type-approval of a non-original exhaust system or components thereof, as separate technical units, for a type of two-wheel moped …
Appendix 1A	Information document in respect of the permissible sound level and original exhaust system of a type of two-wheel moped …
Appendix 1B	Component type-approval certificate in respect of the permissible sound level and original exhaust system(s) of a type of two-wheel moped …
Appendix 2A	Information document in respect of a non-original exhaust system or component(s) thereof, as separate technical unit(s), for a type of two-wheel moped …
Appendix 2B	Component type-approval certificate in respect of a non-original exhaust system for a type of two-wheel moped …
ANNEX III	Requirements for motorcycles …
	1. Definitions …
	2. Component type-approval in respect of the sound level and original exhaust system, as a separate technical unit, of a type of motorcycle …
	3. Component type-approval of a non-original exhaust system or components thereof, as separate technical units, for a type of motorcycle …
Appendix 1A	Information document in respect of the permissible sound level and original exhaust system of a type of motorcycle …
Appendix 1B	Component type-approval certificate in respect of the permissible sound level and original exhaust system(s) of a type of motorcycle …
Appendix 2A	Information document in respect of a non-original exhaust system or component(s) thereof, as separate technical unit(s), for a type of motorcycle …
Appendix 2B	Component type-approval certificate in respect of a non-original exhaust system for a type of motorcycle …
ANNEX IV	Requirements for three-wheel mopeds and tricycles …
	1. Definitions …
	2. 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 or tricycle
	3. Component type-approval of a non-original exhaust system or components thereof, as separate technical units, for a type of three-wheel moped or tricycle
Appendix 1A	Information document in respect of the permissible sound level and original exhaust system of a type of three-wheel moped or tricycle …
Appendix 1B	Component type-approval certificate in respect of the permissible sound level and original exhaust system(s) of a type of three-wheel moped or tricycle …
Appendix 2A	Information document in respect of a non-original exhaust system or component(s) thereof, as separate technical unit(s), for a type of three-wheel moped or tricycle …
Appendix 2B	Component type-approval certificate for a non-original exhaust system for a type of three-wheel moped or tricycle …
ANNEX V	Production conformity requirements …
ANNEX VI	Marking requirements …
[F1 Appendix	Examples of type-approval mark …]
ANNEX VII	Test track specifications …]

ANNEX I

SOUND LEVEL LIMITS IN dB(A) AND DATES OF ENTRY INTO FORCE FOR COMPONENT TYPE-APPROVAL REGARDING THE PERMISSIBLE SOUND LEVEL OF A TYPE OF TWO OR THREE-WHEEL MOTOR VEHICLE

Vehicles	Sound level limits with effect from 24 months from the date of adoption of this Directive
1. Two-wheel mopeds
≤ 25 km/h	66
> 25 km/h	71
three-wheel mopeds	76
2. Motorcycles
≤ 80 cm3	75
> 80 ≤ 175 cm3	77
> 175 cm3	80
3. Tricycles	80

ANNEX II

REQUIREMENTS FOR TWO-WHEEL MOPEDS

1. DEFINITIONS U.K.

For the purposes of this Chapter:

1.1. ‘type of two-wheel moped as regards its sound level and exhaust system’ means mopeds which do not differ in such essential respects as the following: U.K.

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, maximum net power and corresponding speed). U.K.

The cubic capacity of rotary-piston engines is deemed to be double of the volume of the chamber;

1.1.2. transmission system, in particular the number and ratios of the gears; U.K.

1.1.3. number, type and arrangement of exhaust systems. U.K.

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

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 the one first fitted or a replacement. U.K.

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. U.K.

1.3. ‘exhaust systems of differing types’ means systems which are fundamentally different in one of the following ways: U.K.

1.3.1. systems comprising components bearing different factory or trade marks; U.K.

1.3.2. systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size; U.K.

1.3.3. systems in which the operating principles of at least one component are different; U.K.

1.3.4. systems comprising components in different combinations. U.K.

1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (such as exhaust pipework, the silencer proper) and the intake system (air filter) if any. U.K.

If the engine has to be equipped with an intake system (air filter and/or intake noise absorber) in order to comply with the maximum permissible sound levels, the filter and/or the absorber must be treated as components having the same importance as the exhaust system.

2. 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 U.K.

2.1. Noise of the two-wheel moped in motion (measuring conditions and method for testing of the vehicle during component type-approval). U.K.

2.1.1. Limits: see Annex I. U.K.

2.1.2. Measuring instruments U.K.

2.1.2.1. Acoustic measurements U.K.

The apparatus used for measuring the sound-level must be a precision sound-level meter of the type described in International Electrotechnical Commission (IEC) publication 179 ‘Precision sound-level meters’, second edition. Measurements must be carried out 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 must be calibrated in accordance with the manufacturer's instructions, using an appropriate sound source (e.g. pistonphone).

2.1.2.2. Speed measurements U.K.

Engine speed and moped speed on the test track must be determined to within ± 3 %.

2.1.3. Conditions of measurement U.K.

2.1.3.1. Condition of the moped U.K.

The combined weight of the rider and the test equipment used on the moped must be no more than 90 kg and no less than 70 kg. If necessary, weights must be added to the moped to bring the combined weight up to at least 70 kg.

During the measurements the moped must be in running order (including coolant, oils, fuel, tools, spare wheel and rider).

Before the measurements are made the moped must be brought to the normal operating temperature.

If the moped is fitted with fans with an automatic actuating mechanism, this system must not be interfered with during the sound measurements. For mopeds having 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 must be removed for the purposes of the test.

2.1.3.2. Test site U.K.

The test site must consist of a central acceleration section surrounded by a substantially flat test area. The acceleration section must be flat; its surface must 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 must 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 road surface covering of the test track must conform to the requirements of Annex VII.

The microphone must 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 must so position himself as not to affect the readings of the measuring instrument.

2.1.3.3. Miscellaneous U.K.

Measurements must not be made in poor atmospheric conditions. It must 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 must 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 sensitivity and directional characteristics of the microphone.

If the difference between the ambient noise and the measured noise is between 10 and 16 dB(A), in order to calculate the test results the appropriate correction must be subtracted from the readings on the sound-level meter, as in the following graph:

2.1.4. Method of measurement U.K.

2.1.4.1. Nature and number of measurements U.K.

The maximum sound level expressed in A-weighted decibels (dB(A)) must be measured as the moped travels between lines AA′ and BB′ (figure 1). The measurement will be invalid if an abnormal discrepancy between the peak value and the general sound level is recorded. At least two measurements must be taken on each side of the moped.

2.1.4.2. Positioning of the microphone U.K.

The microphone must be located 7,5 m ± 0,2 m from the reference line CC′ (figure 1) of the track and 1,2 m ± 0,1 m above ground level.

2.1.4.3. Conditions of operation U.K.

The moped must approach line AA′ at an initial steady speed [X2 as specified in 2.1.4.3.1 or 2.1.4.3.2.] When the front of the moped reaches line AA′ the throttle must be fully opened as quicly as practically possible and kept in that position until the rear of the moped reaches line BB′; the throttle must then be returned as quicly as possible to the idle position.

For all measurements the moped must 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 U.K.

The moped must approach line AA′ at a steady speed of 30 km/h or at its top speed if this is less than 30 km/h.

2.1.4.3.2. Selection of gear ratio U.K.

• If the moped is fitted with a manual-shift gearbox the highest gear which allows it to cross line AA′ at least half the full-power engine speed must be selected.

• If the moped has an automatic transmission, it must be ridden at the speeds indicated in 2.1.4.3.1.

2.1.5. Results (test report) U.K.

2.1.5.1. the test report drawn up for the purpose of issuing the document referred to in Appendix 1B must indicate any circumstances and influences affecting the results of the measurements. U.K.

2.1.5.2. The values taken must be rounded off to the nearest decibel. U.K.

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 those measurements whose variation in two consecutive tests on the same side of the moped is less than or equal to 2 dB(A) may be used for the purpose of issuing the document referred to in Appendix 1B.

2.1.5.3. To take account of inaccuracies in the measurements, the result of each measurement must be arrived at by deducting 1 dB(A) from the value obtained in accordance with 2.1.5.2. U.K.

2.1.5.4. If the average of the four results of the measurements does not exceed the maximum permissible level for the category to which the moped being tested belongs, the limits laid down in 2.1.1 will be deemed as being complied with. U.K.

This average value will constitute the result of the test.

2.2. Noise from stationary moped (measuring conditions and method for testing of the vehicle in use) U.K.

2.2.1. Sound-pressure level in the immediate vicinity of the moped U.K.

In order to facilitate subsequent noise tests on mopeds in use, the sound-pressure level must also be measured in the immediate vicinity of the exhaust-system outlet (silencer) in accordance with the following requirements, the result of the measurement being entered in the test report drawn up for the purpose of issuing the document referred to in Appendix 1B.

2.2.2. Measuring instruments U.K.

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

2.2.3. Conditions of measurement U.K.

2.2.3.1. Condition of the moped U.K.

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

During the measurements the gearbox must be in neutral gear. If it is impossible to disconnect the transmission, the driving wheel of the moped must be allowed to rotate freely, for example by placing the vehicle on its centre stand.

2.2.3.2. Test site (Figure 2) U.K.

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 must not be used. The test site must be in the form of a rectangle whose sides are at least 3 m from the outer edge of the moped (handlebars excluded). There must be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

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

2.2.3.3. Miscellaneous U.K.

Readings of the measuring instrument caused by ambient noise and wind effects must be at least 10 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.

2.2.4. Method of measurement U.K.

2.2.4.1. Nature and number of measurements U.K.

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

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

2.2.4.2. Positioning of the microphone (Figure 2) U.K.

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

In relation to this vertical plane, the microphone must be located on the side which gives 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 must be faced towards the outlet which is nearest the moped (handlebars excluded) or towards 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 must be taken for each of them, the highest figure recorded being taken as the test value.

2.2.4.3. Operating conditions U.K.

The engine speed must be held steady at one of the following values:

• if S is more than 5 000 rpm,

• if S is not more than 5 000 rpm,

where ‘S’ is the speed referred to in section 3.2.1.7 of Appendix 1A.

When a constant engine speed is reached, the throttle must be returned swiftly to the idle position. The sound level must 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. Results (test report) U.K.

2.2.5.1. the test report drawn up for the purpose of issuing the document referred to in Appendix 1B must indicate all relevant data and particularly those used in measuring the noise of the stationary moped. U.K.

2.2.5.2. Values, rounded off to the nearest decibel, must be read off the measuring instrument. U.K.

Only those measurements which vary by no more than 2 dB(A) in three consecutive tests will be used.

2.2.5.3. The highest of the three measurements constitutes the test result. U.K.

2.3. Original exhaust system (silencer) U.K.

2.3.1. Requirements for silencers containing absorbent fibrous materials U.K.

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

2.3.1.2. After removal of the fibrous material, the sound level must comply with the requirements of 2.1.1. U.K.

2.3.1.3. The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and must comply with the following requirements: U.K.

2.3.1.3.1. The material must be heated at a temperature of 650^o ± 5 ^oC for four hours in a furnace without reduction in average length, diameter or bulk density of the fibre; U.K.

2.3.1.3.2. After heating at 650^o ± 5 ^oC for one hour in a furnace, at least 98 % of the material must be retained in a sieve of nominal mesh size 250 μm complying with ISO standard 3310/1 when tested in accordance with ISO standard 2599; U.K.

2.3.1.3.3. The loss in weight of the material must not exceed 10,5 % after soaking for 24 hours at 90^o ± 5 ^oC in a synthetic condensate of the following composition: U.K.

• 1 N hydrobromic acid (HB_r): 10 ml

• 1 N sulphuric acid (H₂SO₄): 10 ml

• Distilled water to make up to 1 000 ml.

Note: The material must be washed in distilled water and dried for one hour at 105 ^oC before weighing. U.K.

2.3.1.4. Before the system is tested in accordance with 2.1, it must be put into normal working order by one of the following methods: U.K.

2.3.1.4.1. Conditioning by continuous road operation; U.K.

2.3.1.4.1.1. The minimum distance to be travelled during conditioning must be 2 000 km. U.K.

2.3.1.4.1.2. 50 % ± 10 % of this conditioning cycle must consist of town driving and the remainder of long-distance runs; the continuous road cycle may be replaced by a corresponding test-track programme. U.K.

2.3.1.4.1.3. The two speed regimes must be alternated at least six times. U.K.

2.3.1.4.1.4. The complete test programme must include at least 10 breaks lasting at least three hours in order to reproduce the effects of cooling and condensation. U.K.

2.3.1.4.2. Conditioning by pulsation U.K.

2.3.1.4.2.1. The exhaust system or components thereof must be fitted to the moped or to the engine. U.K.

In the former case, the moped must be mounted on a roller dynamometer. In the second case, the engine must be mounted on a test bench.

The test apparatus, as shown in detail in Figure 3, 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 must be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve. U.K.

2.3.1.4.2.3. The valve must 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 such a figure be unattainable because of the engine characteristics, the valve must open when the gas back-pressure reaches a level equivalent to 90 % of the maximum that can be measured before the engine stops. It must close when this pressure differs by no more than 10 % from its stabilized value with the valve open. U.K.

2.3.1.4.2.4. The time-lapse relay must be set for the duration of the exhaust gases calculated on the basis of the requirements of 2.3.1.4.2.3. U.K.

2.3.1.4.2.5. Engine speed must be 75 % of the speed (S) at which the engine develops maximum power. U.K.

2.3.1.4.2.6. The power indicated by the dynamometer must be 50 % of the full-throttle power measured at 75 % of engine speed (S). U.K.

2.3.1.4.2.7. Any drainage holes must be closed off during the test. U.K.

2.3.1.4.2.8. The entire test must be completed within 48 hours. If necessary, a cooling period must be allowed after each hour. U.K.

2.3.1.4.3. Conditioning on a test bench U.K.

2.3.1.4.3.1. The exhaust system must 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. U.K.

2.3.1.4.3.2. Conditioning consists of three test-bench cycles. U.K.

2.3.1.4.3.3. Each test-bench cycle must be followed by a break of at least 6 hours in order to reproduce the effects of cooling and condensation. U.K.

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: U.K.

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 in order 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/or moped speeds must be determined with an accuracy of ± 3 %. U.K.

2.3.2. Diagram and markings U.K.

2.3.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system(s) must be annexed to the document referred to in Appendix 1A. U.K.

[F2 2.3.2.2. All original silencers shall bear at least the following identifications: U.K.

• the ‘ e ’ mark followed by the identification of the country which granted the type-approval,

• the vehicle manufacturer's name or trade mark,

• the make and identifying part number.

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

Textual Amendments

F2 Substituted by Commission Directive 2006/27/EC of 3 March 2006 amending for the purposes of adapting to technical progress Council Directives 93/14/EEC on the braking of two- or three-wheel motor vehicles and 93/34/EEC on statutory markings for two- or three-wheel motor vehicles, Directives of the European Parliament and of the Council 95/1/EC on the maximum design speed, maximum torque and maximum net engine power of two- or three-wheel motor vehicles and 97/24/EC on certain components and characteristics of two- or three-wheel motor vehicles (Text with EEA relevance).

2.3.2.3. Any packing of original replacement silencer systems must be marked legibly with the words ‘original part’ and the make and type references integrated together with the ‘e’ mark together with the reference of the country of origin. U.K.

2.3.3. Intake silencer U.K.

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

3. COMPONENT TYPE-APPROVAL OF A NON-ORIGINAL EXHAUST SYSTEM OR COMPONENTS THEREOF, AS A SEPARATE TECHNICAL UNIT, FOR TWO-WHEEL MOPEDS U.K.

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

3.1. Definition U.K.

3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in 1.2 intended to be fitted to a moped to replace that of the type fitted to the moped when the document provided for in Appendix 1B was issued. U.K.

3.2. Application for component type-approval U.K.

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

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

3.2.2.1.

• description, in respect of the characteristics referred to in 1.1, of the type(s) of moped for which the system(s) or component(s) is/are intended.

• The numbers and/or symbols specific to the type of engine and moped must be given;

3.2.2.2.

• description of the replacement exhaust system stating the relative position of each of its components, together with the fitting instructions;

3.2.2.3.

• drawings of each component to facilitate location and identification, and statement of materials used. These drawings must also indicate the intended location of the mandatory component type-approval number.

3.2.3. The applicant must submit, at the request of the technical service: U.K.

3.2.3.1.

• two samples of the system for which component type-approval is requested;

3.2.3.2.

• an exhaust system conforming to that originally fitted to the moped when the document provided for in Appendix 1B was issued;

3.2.3.3.

• a moped representative of the type to which the replacement exhaust system is to be fitted, supplied in such a condition that, when fitted with a silencer of the same type as was originally fitted, it meets the requirements of either of the following two sections:

3.2.3.3.1. if the moped referred to in 3.2.3.3 is of a type which has been granted type-approval pursuant to the provisions of this Chapter: U.K.

• during the test in motion, it does not exceed by more than 1 dB(A) the limit value laid down in 2.1.1;

• during the stationary test, it does not exceed by more than 3 dB(A) the value recorded when the moped was granted type-approval and indicated on the manufacturer's data plate;

3.2.3.3.2. if the moped referred to in 3.2.3.3 is not of a type which has been granted type-approval in accordance with the requirements of this Chapter, it does not exceed by more than 1 dB(A) the limit value applicable to that type of moped when it was first put into service; U.K.

3.2.3.4.

• a separate engine identical to that fitted to the moped referred to above, where the competent authorities deem necessary.

3.3. Markings and inscriptions U.K.

3.3.1. Non-original exhaust systems or components thereof must be marked in accordance with the requirements of Annex VI. U.K.

3.4. Component type-approval U.K.

3.4.1. Upon completion of the tests laid down in this chapter, the competent authority will issue a certificate based on the model set out in Appendix 2B. The component type-approval number must 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 component type-approval is deemed to conform to the provisions of Chapter 7. U.K.

3.5. Specifications U.K.

3.5.1. General specifications U.K.

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

3.5.1.1.

• the moped complies with the requirements of the Chapter 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 moped;

3.5.1.3.

• the ground clearance available under the silencer originally fitted, and the angle at which the moped 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. Specifications for sound levels U.K.

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

With a replacement exhaust system or component thereof fitted to the moped referred to in 3.2.3.3, the sound-level values obtained must meet the following conditions:

3.5.2.1.1. they must not exceed the values measured, in accordance with 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. U.K.

3.5.3. Testing of moped performance U.K.

3.5.3.1. The replacement silencer must be such as to ensure that the moped's performance is comparable to that achieved with the original silencer or component thereof. U.K.

3.5.3.2. The replacement silencer must be compared with an originally-fitted silencer, also in new condition, fitted in turn to the moped referred to in 3.2.3.3. U.K.

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

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

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

[F1 3.5.5. Evaluation of the emission of pollutants of vehicles equipped with replacement silencer system U.K.

The vehicle referred to in section 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo a Type I and a Type II test under the conditions described in the corresponding Annex to Chapter 5 annexed to this Directive according to the type-approval of the vehicle.

The requirements regarding emissions shall be deemed to be fulfilled if the results meet the limit values according to the type-approval of the vehicle.]

Appendix 1A

Appendix 1B

Appendix 2A

Appendix 2B

Editorial Information

X2 Substituted by Corrigendum to Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain components and characteristics of two or three-wheel motor vehicles (Official Journal of the European Communities L 226 of 18 August 1997).

Textual Amendments

F2 Substituted by Commission Directive 2006/27/EC of 3 March 2006 amending for the purposes of adapting to technical progress Council Directives 93/14/EEC on the braking of two- or three-wheel motor vehicles and 93/34/EEC on statutory markings for two- or three-wheel motor vehicles, Directives of the European Parliament and of the Council 95/1/EC on the maximum design speed, maximum torque and maximum net engine power of two- or three-wheel motor vehicles and 97/24/EC on certain components and characteristics of two- or three-wheel motor vehicles (Text with EEA relevance).

ANNEX III

REQUIREMENTS FOR MOTORCYCLES

1. DEFINITIONS U.K.

For the purposes of this Chapter:

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: U.K.

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). U.K.

The cubic capacity of rotary-piston engines is deemed to be double the volume of the chamber;

1.1.2. transmission system, in particular the number and ratios of the gears; U.K.

1.1.3. number, type and arrangement of exhaust systems. U.K.

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. U.K.

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 the one first fitted or a replacement. U.K.

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. U.K.

1.3. ‘exhaust systems of differing types’ means systems which are fundamentally different in one of the following ways: U.K.

1.3.1. systems comprising components bearing different factory or trade marks; U.K.

1.3.2. systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size; U.K.

1.3.3. systems in which the operating principles of at least one component are different; U.K.

1.3.4. systems comprising components in different combinations. U.K.

1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (such as exhaust pipework, the silencer proper) and the intake system (air filter) if any. U.K.

If the engine has to be equipped with an intake system (air filter and/or intake noise absorber) in order to comply with the maximum permissible sound levels, the filter and/or the absorber must be treated as components having the same importance as the exhaust system.

2. COMPONENT TYPE-APPROVAL IN RESPECT OF THE SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM, AS A SEPARATE TECHNICAL UNIT, OF A TYPE OF MOTORCYCLE U.K.

2.1. Noise of the motorcycle in motion (measuring conditions and method for testing of the vehicle during component type-approval) U.K.

2.1.1. Limits: see Annex I. U.K.

2.1.2. Measuring instruments U.K.

2.1.2.1. Acoustic measurements U.K.

The apparatus used for measuring the sound level must be a precision sound-level meter of the type described in International Electrotechnical Commission (IEC) publication 179 ‘Precision sound-level meters’, second edition. Measurements must be carried out 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 must be calibrated in accordance with the manufacturer's instructions, using an appropriate sound source (e.g. pistonphone).

2.1.2.2. Speed measurements U.K.

Engine speed and motorcycle speed on the test track must be determined to within ± 3 %.

2.1.3. Conditions of measurement U.K.

2.1.3.1. Condition of the motorcycle U.K.

During the measurements the motorcycle must be in running order (including coolant, oils, fuel, tools, spare wheel and rider).

Before the measurements are made the motorcycle must be brought to the normal operating temperature. If the motorcycle is fitted with fans with an automatic actuating mechanism, this system must not be interfered with during the sound measurements. For motorcycles having 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 must be removed for the purposes of the test.

2.1.3.2. Test site U.K.

The test site must consist of a central acceleration section surrounded by a substantially flat test area. The acceleration section must be flat; its surface must 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 must 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 road surface covering of the test site must conform to the requirements of Annex VII.

The mircrophone must 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 must so position himself as not to affect the readings of the measuring instrument.

2.1.3.3. Miscellaneous U.K.

Measurements must not be made in poor atmospheric conditions. It must 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 must 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 sensitivity and directional characteristics of the microphone.

If the difference between the ambient noise and the measured noise is between 10 and 16 dB(A), in order to calculate the test results the appropriate correction must be subtracted from the readings on the sound-level meter, as in the following graph:

2.1.4. Method of measurement U.K.

2.1.4.1. Nature and number of measurements U.K.

The maximum sound level expressed in A-weighted decibels (dB(A)) must be measured as the motorcycle travels between lines AA′ and BB′ (figure 1). The measurement will be invalid if an abnormal discrepancy between the peak value and the general sound level is recorded.

At least two measurements must be taken on each side of the motorcycle.

2.1.4.2. Positioning of the microphone U.K.

The microphone must be located 7,5 m ± 0,2 m from the reference line CC′ (Figure 1) of the track and 1,2 m ± 0,1 m above ground level.

2.1.4.3. Conditions of operation U.K.

The motorcycle must approach line AA′ at an initial steady speed as specified in 2.1.4.3.1 and 2.1.4.3.2. When the front of the motorcycle reaches line AA′ the throttle must be fully opened as quickly as practically possible and kept in that position until the rear of the motorcycle reaches line BB′; the throttle must then be returned as quickly as possible to the idle position.

For all measurements the motorcycle must be ridden in a straight line over the acceleration section keeping the longitudinal median plane of the motorcycle as close as possible to line CC′.

2.1.4.3.1. Motorcycles with non-automatic gearboxes U.K.

2.1.4.3.1.1. Approach speed U.K.

The motorcycle must approach line AA′ at a steady speed

• 50 km/h

  or

• corresponding to an engine speed equal to 75 % of the speed referred to in section 3.2.1.7 of Appendix 1A.

The lower of these speeds must be selected.

2.1.4.3.1.2. Selection of gear ratio U.K.

2.1.4.3.1.2.1. Motorcycles fitted with a gearbox having a maximum of four ratios, whatever the cylinder capacity of their engines, must be tested only in second gear. U.K.

2.1.4.3.1.2.2. Motorcycles fitted with engines having a cylinder capacity not exceeding 175 cm³ and a gearbox with five ratios or more must be tested only in third gear. U.K.

2.1.4.3.1.2.3. Motorcycles fitted with engines having a cylinder capacity of more than 175 cm³ and a gearbox with five ratios or more must be tested once in second gear and once in third gear. The result used must be the average of the two tests. U.K.

2.1.4.3.1.2.4. If, during the test carried out in second gear (see 2.1.4.3.1.2.1 and 2.1.4.3.1.2.3), the engine speed on the approach to the line marking the end of the test track exceeds 100 % of the speed referred to in section 3.2.1.7 of Appendix 1A, the test must be carried out in third gear and the sound level measured must be the only one recorded as the test result. U.K.

2.1.4.3.2. Motorcycles with automatic gearboxes U.K.

2.1.4.3.2.1. Motorcycles without a manual selector U.K.

2.1.4.3.2.1.1. Approach speed U.K.

The motorcycle must approach line AA′ at steady speeds of 30, 40 and 50 km/h or 75 % of the maximum road speed if that value is lower. The condition giving the highest sound level is chosen.

2.1.4.3.2.2. Motorcycles equipped with a manual selector with X forward drive positions U.K.

2.1.4.3.2.2.1. Approach speed U.K.

The motorcycle must approach line AA′ at a steady speed of:

• less than 50 km/h, the engine rotation speed being equal to 75 % of the speed referred to in section 3.2.1.7 of Appendix 1A,

  or

• 50 km/h, the engine rotation speed being less than 75 % of the speed referred to in section 3.2.1.7 of Appendix 1A.

If, in the test at a steady speed of 50 km/h, the gears change down to first, the approach speed of the motorcycle may be increased to a maximum of 60 km/h to avoid the changedown.

2.1.4.3.2.2.2. Position of the manual selector U.K.

If the motorcycle is equipped with a manual selector with X forward drive positions, the test must be carried out with the selector in the highest position; the voluntary device for changing down (e.g. kickdown) must not be used. If an automatic changedown takes place after line AA′, the test must be begun again using the second-highest position or the third-highest position if necessary, in order to find the highest position of the selector at which the test can be performed without an automatic changedown (without using the kickdown).

2.1.5. Results (test report) U.K.

2.1.5.1. The test report drawn up for the purpose of issuing the document referred to in Appendix 1B must indicate any circumstances and influences affecting the results of the measurements. U.K.

2.1.5.2. Readings taken must be rounded off to the nearest decibel. U.K.

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 those measurements whose variation in two consecutive tests on the same side of the motorcycle is less than or equal to 2 dB(A) may be used for the purpose of issuing the document referred to in Appendix 1B.

2.1.5.3. To take account of inaccuracies in the measurements, the result of each measurement must be arrived at by deducting 1 dB(A) from the value obtained in accordance with 2.1.5.2. U.K.

2.1.5.4. If the average of the four results of the measurements does not exceed the maximum permissible level for the category to which the vehicle being tested belongs, the limit laid down in 2.1.1 will be deemed as being complied with. This average value will constitute the result of the test. U.K.

2.2. Noise from stationary motorcycle (measuring conditions and method for testing of the vehicle in use) U.K.

2.2.1. Sound-pressure level in the immediate vicinity of the motorcycle U.K.

In order to facilitate subsequent noise tests on motorcycles in use, the sound-pressure level must also be measured in the immediate vicinity of the exhaust-system outlet in accordance with the following requirements, the result of the measurement being entered in the test report drawn up for the purpose of issuing the document referred to in Appendix 1B.

2.2.2. Measuring instruments U.K.

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

2.2.3. Conditions of measurement U.K.

2.2.3.1. Condition of the motorcycle U.K.

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

During the measurements the gearbox must be in neutral gear. If it is impossible to disconnect the transmission, the driving wheel of the motorcycle must be allowed to rotate freely, for example by placing the vehicle on its centre stand.

2.2.3.2. Test site (Figure 2) U.K.

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 must not be used. The test site must be in the form of a rectangle whose sides are at least 3 m from the outer edge of the motorcycle (handlebars excluded). There must be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

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

2.2.3.3. Miscellaneous U.K.

Readings of the measuring instrument caused by ambient noise and wind effects must be at least 10 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.

2.2.4. Method of measurement U.K.

2.2.4.1. Nature and number of measurements U.K.

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

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

2.2.4.2. Positioning of the microphone (Figure 2) U.K.

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

In relation to this vertical plane, the microphone must be located on the side which gives 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 must be faced towards the outlet which is nearest the motorcycle (handlebars excluded) or towards 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 must be taken for each of them, the highest figure recorded being taken as the test value.

2.2.4.3. Operating conditions U.K.

The engine speed must be held steady at one of the following values:

• if S is more than 5 000 rpm,

• , if S is not more than 5 000 rpm.

where S is the speed referred to in section 3.2.1.7 of Appendix 1A.

When a constant engine speed is reached, the throttle must be returned swiftly to the idle position. The sound level must 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. Results (test report) U.K.

2.2.5.1. The test report drawn up for the purpose of issuing the document referred to in Appendix 1B must indicate all relevant data and particularly those used in measuring the noise of the stationary motorcycle. U.K.

2.2.5.2. Values, rounded off to the nearest decibel, must be read off the measuring instrument. U.K.

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 those measurements which vary by no more than 2 dB(A) in three consecutive tests will be used.

2.2.5.3. The highest of the three measurements will constitute the test result. U.K.

2.3. Original exhaust system (silencer) U.K.

2.3.1. Requirements for silencers containing absorbent fibrous materials U.K.

2.3.1.1. Absorbent fibrous material must be asbestos-free and may be used in the construction of silencers only if it is securely held in place thoughout the service life of the silencer and it meets the requirements of any one of 2.3.1.2, 2.3.1.3 or 2.3.1.4. U.K.

2.3.1.2. After removal of the fibrous material, the sound level must comply with the requirements of 2.1.1. U.K.

2.3.1.3. The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and must comply with the following requirements: U.K.

2.3.1.3.1. the material must be heated at a temperature of 650^o ± 5 ^oC for four hours in a furnace without reduction in average length, diameter or bulk density of the fibre; U.K.

2.3.1.3.2. after heating at 650 ^oC ± 5 ^oC for one hour in a furnace, at least 98 % of the material must be retained in a sieve of nominal mesh size 250 μm complying with ISO standard 3310/1 when tested in accordance with ISO standard 2599; U.K.

2.3.1.3.3. the loss in weight of the material must not exceed 10.5 % after soaking for 24 hours at 90 ^oC ± 5 ^oC in a synthetic condensate of the following composition: U.K.

• 1 N hydrobromic acid (HBr): 10 ml

• 1 N sulphuric acid (H₂SO₄): 10 ml

• Distilled water to make up to 1 000 ml.

Note: U.K.

The material must be washed in distilled water and dried for one hour at 105 ^oC before weighing.

2.3.1.4. Before the system is tested in accordance with 2.1, it must be put into normal working order by one of the following methods: U.K.

2.3.1.4.1. Conditioning by continuous road operation U.K.

2.3.1.4.1.1. The table shows the minimum distance to be travelled for each category of motorcycle during conditioniung: U.K.

Category of motorcycle by cylinder 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 must consist of town driving and the reminder of long-distance runs at high speed; the continous road cycle may be replaced by a corresponding test-track programme. U.K.

2.3.1.4.1.3. The two speed regimes must be alternated at least six times. U.K.

2.3.1.4.1.4. The complete test programme must include at least 10 breaks lasting at least three hours in order to reproduce the effects of cooling and condensation. U.K.

2.3.1.4.2. Conditioning by pulsation U.K.

2.3.1.4.2.1. The exhaust system or components thereof must be fitted to the motorcycle or to the engine. U.K.

In the former case, the motorcycle must be mounted on a roller dynamometer. In the second case, the engine must be mounted on a test bench.

The test apparatus, as shown in detail in Figure 3, 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 must be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve. U.K.

2.3.1.4.2.3. The valve must 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 such a figure be unattainable because of the engine characteristics, the valve must open when the gas back-pressure reaches a level equivalent to 90 % of the maximum that can be measured before the engine stops. It must close when this pressure differs by no more than 10 % from its staiblized value with the valve open. U.K.

2.3.1.4.2.4. The time-lapse relay must be set for the duration of exhaust gases calculated on the basis of the requirements of 2.3.1.4.2.3. U.K.

2.3.1.4.2.5. Engine speed must be 75 % of the speed (S) at which the engine develops maximum power. U.K.

2.3.1.4.2.6. The power indicated by the dynamometer must be 50 % of the full-throttle power measured at 75 % of engine speed (S). U.K.

2.3.1.4.2.7. Any drainage holes must be closed off during the test. U.K.

2.3.1.4.2.8. The entire test must be completed within 48 hours. If necessary, a cooling period must be allowed after each hour. U.K.

2.3.1.4.3. Conditioning on a test bench U.K.

2.3.1.4.3.1. The exhaust system must 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. U.K.

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. The table shows the number of cycles for each category of motorcycle. U.K.

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 must be followed by a break of at leat 6 hours in order to reproduce the effects of cooling and condensation. U.K.

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: U.K.

Phase	Conditions	Duration of phase(minutes)
		Engines of less than 175 cm3	Engines 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	2 hours 30

2.3.1.4.3.5. During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled in order 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 and/or motorcycle speeds must be determined with an accuracy of ± 3 %. U.K.

2.3.2. Diagram and markings U.K.

2.3.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system must be annexed to the document referred to in Appendix 1A. U.K.

[F2 2.3.2.2. All original silencers shall bear at least the following identifications: U.K.

• the ‘ e ’ mark followed by the identification of the country which granted the type-approval,

• the vehicle manufacturer's name or trade mark,

• the make and identifying part number.

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

2.3.2.3. Any packing of original replacement silencer systems must be marked legibly with the words ‘original part’ and the make and type references integrated together with the ‘e’ mark and also the reference of the country of origin. U.K.

2.3.3. Intake silencer U.K.

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

3. COMPONENT TYPE-APPROVAL OF A NON-ORIGINAL EXHAUST SYSTEM OR COMPONENTS THEREOF, AS TECHNICAL UNITS, FOR MOTORCYCLES U.K.

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

3.1. Definition U.K.

3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in 1.2 intended to be fitted to a motorcycle to replace that of the type fitted to the motorcycle when the document provided for in Appendix 1B was issued. U.K.

3.2. Application for component type-approval U.K.

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

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

3.2.2.1.

• description, in respect of the characteristics referred to in section 1.1 of this Annex, of the type(s) of motorcycle for which the system(s) or component(s) is/are intended;

• the numbers and/or symbols specific to the type of engine and motorcycle must be given;

3.2.2.2.

• description of the replacement exhaust system stating the relative position of each of its components, together with the fitting instructions;

3.2.2.3.

• drawings of each component to facilitate location and identification, and statement of materials used. These drawings must also indicate the intended location of the mandatory component type-approval number.

3.2.3. The applicant must submit, at the request of the technical authority: U.K.

3.2.3.1.

• two samples of the system for which component type-approval is requested;

3.2.3.2.

• an exhaust system conforming to that originally fitted to the motorcycle when the document provided for in Appendix 1B was issued;

3.2.3.3.

• a motorcycle representative of the type to which the replacement exhaust system is to be fitted, supplied in such a condition that, when fitted with a silencer of the same type as was originally fitted, it meets the requirements of either of the following two sections:

3.2.3.3.1. If the motorcycle referred to in 3.2.3.3 is of a type which has been granted type-approval pursuant to the provisions of this chapter: U.K.

• during the test in motion, it does not exceed by more than 1 dB(A) the limit value laid down in 2.1.1;

• during the stationary test, it does not exceed by more than 3 dB(A) the value recorded when the motorcycle was granted type-approval and indicated on the manufacturer's data plate.

3.2.3.3.2. If the motorcycle referred to in 3.2.3.3 is not of a type which has been granted type-approval pursuant to the provisions of this Regulation, it does not exceed by more than 1 dB(A) the limit value applicable to that type of motorcycle when it was first put into service; U.K.

3.2.3.4.

• a separate engine identical to that fitted to the motorcycle referred to above, where the competent authorities deem necessary.

3.3. Markings and inscriptions U.K.

3.3.1. Non-originnal exhaust systems or components thereof must be marked in accordance with the requirements of Annex VI. U.K.

3.4. Component type-approval U.K.

3.4.1. Upon completion of the tests laid down in this Chapter, the competent authority will issue a certificate corresponding to the model shown in Appendix 2B. The component type-approval number must 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 component type-approval is deemed to conform to the provisions of Chapter 1. U.K.

3.5. Specifications U.K.

3.5.1. General specifications U.K.

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

3.5.1.1.

• the motorcycle complies with the requirements of the Chapter 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 available under the silencer originally fitted, and the angle at which the motorcyle 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. Specifications for sound levels U.K.

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

With a replacement exhaust system or component thereof fitted to the motorcycle referred to in 3.2.3.3, the sound-level values obtained must meet the following conditions:

3.5.2.1.1. They must not exceed the values measured, in accordance with 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. U.K.

3.5.3. Testing of motorcycle performance U.K.

3.5.3.1. The replacement silencer must be such as to ensure that the motorcycle's performance is comparable to that achieved with the original silencer or component thereof. U.K.

3.5.3.2. The replacement silencer must be compared with an originally-fitted silencer, also in new condition, fitted in turn to the motorcycle referred to in 3.2.3.3. U.K.

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

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

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

[F1 3.5.5. Evaluation of the emission of pollutants of vehicles equipped with replacement silencer system U.K.

The vehicle referred to in section 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo a Type I and a Type II test under the conditions described in the corresponding Annex to Chapter 5 annexed to this Directive according to the type-approval of the vehicle.

The requirements regarding emissions shall be deemed to be fulfilled if the results meet the limit values according to the type-approval of the vehicle.]

Appendix 1A

Appendix 1B

Appendix 2A

Appendix 2B

ANNEX IV

REQUIREMENTS FOR THREE-WHEEL MOPEDS AND TRICYCLES

1. DEFINITIONS U.K.

For the purposes of this Chapter:

1.1. ‘type of three-wheel moped or tricycle 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: U.K.

1.1.1. bodywork shape or materials (in particular the engine compartment and its soundproofing); U.K.

1.1.2. vehicle length and width; U.K.

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); U.K.

The cubic capacity of rotary-piston engines is deemed to be double the swept volume;

1.1.4. transmission system, in particular the number and ratios of the gears; U.K.

1.1.5. number, type and arrangement of exhaust systems. U.K.

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 or tricycle. U.K.

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 the one first fitted or a replacement. U.K.

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. U.K.

1.3. ‘exhaust systems of differing types’ means systems which are fundamentally different in one of the following ways: U.K.

1.3.1. systems comprising components bearing different factory or trade marks; U.K.

1.3.2. systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size; U.K.

1.3.3. systems in which the operating principles of at least one component are different; U.K.

1.3.4. systems comprising components in different combinations. U.K.

1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (such as exhaust pipework, the silencer proper) and the intake system (air filter) if any. U.K.

If the engine has to be equipped with an intake system (air filter and/or intake noise absorber) in order to comply with maximum permissible sound levels, the filter and/or the absorber must be treated as a component having the same importance as the exhaust system.

2. 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 OR TRICYCLE U.K.

2.1. Noise of the three-wheel moped or tricycle (measuring conditions and method for testing of the vehicle during component type-approval). U.K.

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

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

2.2. Specifications for sound levels U.K.

2.2.1. Limits: see Annex I. U.K.

2.2.2. Measuring instruments U.K.

2.2.2.1. The apparatus used for measuring the sound level must be a precision sound-level meter of the type described in International Electrotechnical Commission (IEC) publication No 179 ‘Precision sound-level meters’, second edition. Measurements must be carried out using the ‘fast’ response of the sound-level meter and the ‘A’ weighting also described in that publication. U.K.

At the beginning and end of each series of measurements the sound-level meter must be calibrated in accordance with the manufacturer's instructions, using an appropriate sound source (e.g. a pistonphone).

2.2.2.2. Speed measurements U.K.

Engine speed and vehicle speed on the test track must be determined to within ± 3 %.

2.2.3. Conditions of measurement U.K.

2.2.3.1. Condition of the vehicle U.K.

During the measurements, the vehicle must be in the running order (including coolant, oils, fuel, tools, spare wheel and rider). Before the measurements are made the vehicle must be brought to the normal operating temperature.

2.2.3.1.1. The measurements must be made with the vehicles unladen and without trailer or semitrailer. U.K.

2.2.3.2. Test site U.K.

The test site must consist of a central acceleration section surrounded by a substantially flat test area. The acceleration section must be flat; its surface must 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 micropohone must 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 road surface covering of the test track must conform to the requirements of Annex VII.

The microphone must 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 must so position himself as not to affect the readings of the measuring instrument.

2.2.3.3. Miscellaneous U.K.

Measurements must not be made in poor atmospheric conditions. It must 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 must 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 sensitivity and directional characteristics of the microphone.

It the difference between the ambient noise and the measured noise is between 10 and 16 dB(A), in order to calculate the test results the appropriate correction must be subtracted from the readings on the sound-level meter, as in the following graph:

2.2.4. Method of measurement U.K.

2.2.4.1. Nature and number of measurements U.K.

The maximum sound level expressed in A-weighted decibels (dB(A)) must be measured as the vehicle travels between lines AA′ and BB′ (figure 1). The measurement will be invalid if an abnormal discrepancy between the peak value and the general sound level is recorded.

At least two measurements must be taken on each side of the vehicle.

2.2.4.2. Positioning of the microphone U.K.

The microphone must be located 7,5 m ± 0,2 m from the reference line CC′ (Figure 1) of the track and 1,2 m ± 0,1 m above ground level.

2.2.4.3. Conditions of operation U.K.

The vehicle must approach line AA′ at an initial steady speed as specified in 2.2.4.4. When the front of the vehicle reaches line AA′ the throttle must be fully opened as quickly as practically possible and kept in that position until the rear of the vehicle reaches line BB′; the throttle must then be returned as quickly as possible to the idle position.

For all measurements the vehicle must be ridden in a straight line over the acceleration section keeping the median longitudinal plane of the vehicle as close as possible to line CC′.

2.2.4.3.1. In the case of articulated vehicles consisting of two inseparable components and regarded as constituting one single vehicle, the semitrailer must not be taken into account with regard to crossing line BB′. U.K.

2.2.4.4. Determining the steady speed to be adopted U.K.

2.2.4.4.1. Vehicle without gearbox U.K.

The vehicle must approach line AA′ at a steady speed corresponding either to a speed of rotation of the engine equal to three-quarters of that at which the engine develops its maximum power or to three-quarters of the maximum speed of rotation of the engine permitted by the governor, or of 50 km/h, whichever is the slowest.

2.2.4.4.2. Vehicle with manual gearbox U.K.

If the vehicle is fitted with a gearbox with two, three or four ratios, second gear must be used. If the gearbox has more than four ratios, third gear must be used. If the engine then reaches a speed of rotation beyond its maximum power rating, instead of second or third gear the next higher gear to allow line BB′ on the test track to be reached without exceeding this rating must be engaged. Overdrive must not be selected. If the vehicle has a dual-ratio final drive, the ratio selected must be that corresponding to the highest speed of the vehicle. The vehicle must approach line AA′ at a steady speed corresponding either to three-quarters of the engine rotation speed at which the engine develops its maximum power or to three-quarters of the maximum engine rotation speed permitted by the governor, or at 50 km/h, whichever is slower.

2.2.4.4.3. Vehicle with automatic gearbox U.K.

The vehicle must approach in line AA′ at a steady speed of 50 km/h or three-quarters of its maximum speed, whichever is the slowest. Where several forward drive positions are available, that producing the highest average acceleration of the vehicle between lines AA′ and BB′ must be selected. The selector position that is used only for braking, manoeuvring or similar slow movements must not be used.

2.2.5. Results (test report) U.K.

2.2.5.1. The test report drawn up for the purpose of issuing the document referred to in Appendix 1B must indicate any circumstances and influences affecting the results of the measurements. U.K.

2.2.5.2. The values taken must be rounded off to the nearest decibel. U.K.

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 those measurements whose variation in two consecutive tests on the same side of the vehicle is less than or equal to 2 dB(A) may be used for the purpose of issuing the document referred to in Appendix 1B.

2.2.5.3. To take account of inaccuracies in the measurements, the result of each measurement must be arrived at by deducting 1 dB(A) from the value obtained in accordance with 2.2.5.2. U.K.

2.2.5.4. If the average of the four results of the measurements does not exceed the maximum permissible level for the category to which the vehicle being tested belongs, the limit laid down in 2.2.1 will be deemed as being complied with. This average value will constitute the result of the test. U.K.

2.3. Measurement of the noise of the stationary vehicle (for testing the vehicle in use) U.K.

2.3.1. Sound-pressure level in the immediate vicinity of the vehicle. U.K.

In order to facilitate subsequent noise tests on vehicles in use, the sound-pressure level must also be measured in the immediate vicinity of the exhaust-system outlet (silencer) in accordance with the following requirements, the result of the measurement being entered in the test report drawn up for the purpose of issuing the document referred to in Appendix 1B.

2.3.2. Measuring instruments U.K.

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

2.3.3. Conditions of measurement U.K.

2.3.3.1. Condition of the vehicle U.K.

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

During the measurements the gearbox must be in neutral gear. If it is impossible to disconnect the transmission, the driving wheel of the moped must be allowed to rotate freely, for example by placing the vehicle on its centre stand or on rollers.

2.3.3.2. Test site (see Figure 2) U.K.

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 must not be used. The test site must be in the form of a rectangle whose sides are at least 3 m from the outer edge of the vehicle (handlebars excluded). There must be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

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

2.3.3.3. Miscellaneous U.K.

Readings of the measuring instrument caused by ambient noise and wind effects must be at least 10 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.

2.3.4. Method of measurement U.K.

2.3.4.1. Nature and number of measurements U.K.

The maximum sound level expressed in 1-weighted decibels (dB(A)) must be measured during the period of operation [X2 laid down in 2.3.4.3.]

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

2.3.4.2. Positioning of the microphone (Figure 2) U.K.

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

In relation to this vertical plane, the microphone must be located on the side which gives 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 must be faced towards the outlet which is nearest the vehicle (handlebars excluded) or towards 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 must be taken for each of them, the highest figure recorded being taken as the test value.

2.3.4.3. Operating conditions U.K.

The engine speed must be held steady at one of the following values:

• if S is more than 5 000 rpm,

• if S is not more than 5 000 rpm,

where S is the speed referred to in section 3.2.1.7 of Appendix 1A.

When a constant engine speed is reached, the throttle must be returned swiftly to the idle position. The sound level must 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.

2.3.5. Results (test report) U.K.

2.3.5.1. The test report drawn up for the purpose of issuing the document referred to in Appendix 1B must indicate all relevant data and particularly those used in measuring the noise of the stationary vehicle. U.K.

2.3.5.2. Values, rounded off to the nearest decibel, must be read off the measuring instrument. U.K.

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 those measurements which vary by no more than 2 dB(A) in three consecutive tests will be used.

2.3.5.3. The highest of the three measurement will constitute the test result. U.K.

2.4. Original exhaust system (silencer) U.K.

2.4.1. Requirements for silencers containing absorbent fibrous materials U.K.

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

2.4.1.2. After removal of the fibrous material, the sound level must comply with the requirements of 2.2.1. U.K.

2.4.1.3. The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and must comply with the following requirements. U.K.

2.4.1.3.1. The material must be heated at a temperature of 650 ^oC ± 5 ^oC for four hours in a furnace without reduction in average length, diameter or bulk density of the fibre. U.K.

2.4.1.3.2. After heating at 650 ^oC ± 5 ^oC for one hour in a furnace, at least 98 % of the material must be retained in a sieve of nominal mesh size 250 μm complying with ISO standard 3310/1 when tested in accordance with ISO standard 2599. U.K.

2.4.1.3.3. The loss in weight of the material must not exceed 10,5 % after soaking for 24 hours at 90 ^oC ± 5 ^oC in a synthetic condensate of the following composition: U.K.

• 1 N hydrobromic acid (HBr): 10 ml

• 1 N sulphuric acid (H₂SO₄): 10 ml

• Distilled water to make up to 1 000 ml.

Note: The material must be washed in distilled water and dried for one hour at 105 ^oC before weighing. U.K.

2.4.1.4. Before the system is tested in accordance with section 2, it must be put into normal working order by one of the following methods: U.K.

2.4.1.4.1. Conditioning by continuous road operation U.K.

2.4.1.4.1.1. The table shows the minimum distance to be travelled for each category of vehicle during conditoning: U.K.

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 must 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. U.K.

2.4.1.4.1.3. The two speed regimes must be alternated at least six times. U.K.

2.4.1.4.1.4. The complete test programme must include at least 10 breaks lasting at least three hours in order to reproduce the effects of cooling and condensation. U.K.

2.4.1.4.2. Conditioning by pulsation U.K.

2.4.1.4.2.1. The exhaust system or components thereof must be fitted to the vehicle or to the engine. U.K.

In the former case, the vehicle must be mounted on a roller dynamometer. In the second case, the engine must be mounted on a test bench.

The test apparatus, as shown in detail in Figure 3, 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 must be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve. U.K.

2.4.1.4.2.3. The valve must 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 such a figure be unattainable because of the engine characteristics, the valve must open when the gas back-pressure reaches a level equivalent to 90 % of the maximum that can be measured before the engine stops. It must close when this pressure differs by no more than 10 % from its stabilized value with the valve open. U.K.

2.4.1.4.2.4. The time-lapse relay must be set for the duration of exhaust gases calculated on the basis of the requirements of 2.4.1.4.2.3. U.K.

2.4.1.4.2.5. Engine speed must be 75 % of the speed (S) at which the engine develops maximum power. U.K.

2.4.1.4.2.6. The power indicated by the dynamometer must be 50 % of the full-throttle power measured at 75 % of engine speed (S). U.K.

2.4.1.4.2.7. Any drainage holes must be closed off during the test. U.K.

2.4.1.4.2.8. The entire test must be completed within 48 hours. If necessary, a cooling period must be allowed after each hour. U.K.

2.4.1.4.3. Conditioning on a test bench U.K.

2.4.1.4.3.1. The exhaust system must 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. U.K.

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. U.K.

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 must be followed by a break of at least 6 hours in order to reproduce the effects of cooling and condensation. U.K.

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: U.K.

Phase	Conditions	Duration of phase(minutes)
		Engines of less than 250 cm3	Engines of 250 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	2 hours 30

2.4.1.4.3.5. During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled in order 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 and/or vehicle speeds must be determined with an accuracy of ± 3 %. U.K.

2.4.2. Diagram and markings U.K.

2.4.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system must be annexed to the document referred to in Appendix 1A. U.K.

[F2 2.4.2.2. All original silencers shall bear at least the following identifications: U.K.

• the ‘ e ’ mark followed by the identification of the country which granted the type-approval,

• the vehicle manufacturer's name or trade mark,

• the make and identifying part number.

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

2.4.2.3. Any packing of original replacement silencer systems must be marked legibly with the words ‘original part’ and the make and type references integrated together with the ‘e’ mark and also the reference of the country of origin. U.K.

2.4.3. Intake silencer U.K.

If the engine intake has to be fitted with an air filter and/or intake silencer in order to comply with the permissible sound level, the filter and/or silencer must be regarded as part of the silencer and the requirements of 2.4 will also apply to them.

3. COMPONENT TYPE-APPROVAL IN RESPECT OF A NON-ORIGINAL EXHAUST SYSTEM OR COMPONENTS THEREOF, AS SEPARATE TECHNICAL UNITS, FOR THREE-WHEEL MOPEDS AND TRICYCLES U.K.

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. Definition U.K.

3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in 1.2 intended to be fitted to a three-wheel moped or tricycle to replace that of the type fitted to the three-wheel moped or tricycle when the document provided for in Appendix 1B was issued. U.K.

3.2. Application for component type-approval U.K.

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

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

3.2.2.1.

• description, in respect of the characteristics referred to in 1.1 of this Annex, of the type(s) of vehicle for which the system(s) or component(s) is/are intended;

• the numbers and/or symbols specific to the type of engine and vehicle must be given;

3.2.2.2.

• description of the replacement exhaust system stating the relative positions of each of its components, together with the fitting instructions;

3.2.2.3.

• drawings of each component to facilitate location and identification, and statement of materials used. These drawings must also indicate the intended location of the mandatory component type-approval number.

3.2.3. The applicant must submit, at the request of the technical service: U.K.

3.2.3.1.

• two samples of the system for which component type-approval is requested,

3.2.3.2.

• an exhaust system conforming to that originally fitted to the vehicle when the document provided for in Appendix 1B was issued,

3.2.3.3.

• a vehicle representative of the type to which the replacement exhaust system is to be fitted, supplied in such a condition that, when fitted with a silencer of the same type as was originally fitted, it meets the requirements of either of the following two sections:

3.2.3.3.1. if the vehicle referred to in 3.2.3.3 is of a type which has been granted type-approval pursuant to the provisions of this chapter: U.K.

• during the test in motion, it does not exceed by more than 1 dB(A) the limit value laid down in 2.2.1.3;

• during the stationary test, is does not exceed by more than 3 dB(A) the value indicated on the manufacturer's data plate;

3.2.3.3.2. if the vehicle referred to in 3.2.3.3 is not of a type which has been granted type-approval pursuant to the provisions of this chapter it does not exceed by more than 1 dB(A) the limit value aplicable to that type of vehicle when it was first put into service; U.K.

3.2.3.4.

• a separate engine identical to that fitted to the vehicle referred to above, where the competent authorities deem it necessary.

3.3. Markings and inscriptions U.K.

3.3.1. Non-original exhaust systems or components thereof must be marked in accordance with the requirements of Annex VI. U.K.

3.4. Component type-approval U.K.

3.4.1. Upon completion of the tests laid down in this Chapter, the competent authority will issue a certificate corresponding to the model shown in Appendix 2B. The component type-approval number must 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. U.K.

3.5. Specifications U.K.

3.5.1. General specifications U.K.

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

3.5.1.1.

• the vehicle complies with the requirements of the chapter under normal conditions or 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 vehicle;

3.5.1.3.

• the ground clearance available under the silencer originally fitted, and the angle at which the vehicle 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. Specifications for sound levels U.K.

3.5.2.1. The acoustic efficiency of the replacement exhaust systems or components thereof must be tested using the methods described in 2.3, 2.4, 2.5 and 2.6. U.K.

With a replacement exhaust system or component thereof fitted to the vehicle referred to in 3.2.3.3 of this Annex, the sound-level values obtained must meet the following conditions:

3.5.2.1.1. they must not exceed the sound-level values measured, in accordance with 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. U.K.

3.5.3. Testing of vehicle performance U.K.

3.5.3.1. The replacement silencer must be such as to ensure that the vehicle's performance is comparable to that achieved with the original silencer or component thereof. U.K.

3.5.3.2. The replacement silencer must be compared with an originally-fitted silencer, also in new condition, fitted in turn to the vehicle referred to in 3.2.3.3. U.K.

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

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

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

[F1 3.5.5. Evaluation of the emission of pollutants of vehicles equipped with replacement silencer system U.K.

The vehicle referred to in section 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo a Type I and a Type II test under the conditions described in the corresponding Annex to Chapter 5 annexed to this Directive according to the type-approval of the vehicle.

The requirements regarding emissions shall be deemed to be fulfilled if the results meet the limit values according to the type-approval of the vehicle.]

Appendix 1A

Appendix 1B

Appendix 2A

Appendix 2B

ANNEX V

PRODUCTION CONFORMITY REQUIREMENTS

1. VEHICLE CONFORMITY U.K.

Any vehicle manufactured must conform to a type of vehicle approved pursuant to this Chapter, be equipped with the silencer with which it was type-approved and satisfy the requirements of section 2 of the Annex relating to the type of vehicle concerned.

In order to test conformity as required above, a sample vehicle will be taken from the production line of the type approved pursuant to this Chapter. Production will be regarded as conforming to the provisions of this Chapter if the sound level measured using the method described in section 2.1 of each Annex does not exceed by more than 3 dB(A) the value measured at the time of type-approval, nor by more than 1 dB(A) the limits laid down in this Chapter.

2. CONFORMITY OF A NON-ORIGINAL REPLACEMENT EXHAUST SYSTEM U.K.

Any exhaust system manufactured must conform to a type approved pursuant to this Chapter and satisfy the requirements of section 3 of the Annex relating to the type of vehicle for which it is intended.

In order to test conformity as required above, a sample exhaust will be taken from the production line of the type approved pursuant to this Chapter.

Production will be regarded as conforming to the provisions of this Chapter if the requirements of sections 3.5.2 and 3.5.3 of each Annex are satisfied and if the sound level measured using the method described in section 2.1 of each Annex does not exceed by more than 3 dB(A) the value measured at the time of type-approval, nor by more than 1 dB(A) the limits laid down in this chapter.

ANNEX VI

MARKING REQUIREMENTS

1. Non-original exhaust system or components thereof, but not the mounting parts and pipes, must bear: U.K.

1.1. the trade name or mark of the manufacturer of the exhaust system and its components, U.K.

1.2. the brand name given by the manufacturer, U.K.

[F3 1.3. the type-approval mark composed and affixed in accordance with the requirements of Article 8 of Directive 2002/24/EC, supplemented by further information referred to in section 6 of this Annex. The dimensions of ‘ a ’ must be ≥ 3 mm.] U.K.

Textual Amendments

F3 Substituted by Commission Directive 2005/30/EC of 22 April 2005 amending, for the purposes of their adaptation to technical progress, Directives 97/24/EC and 2002/24/EC of the European Parliament and of the Council, relating to the type-approval of two or three-wheel motor vehicles (Text with EEA relevance).

2. The marks referred to in 1.1 and 1.3 and the name referred to in 1.2 must be indelible and clearly legible even when the exhaust system is fitted to the vehicle. U.K.

3. A component may bear several type-approval numbers if it has been type-approved as a component of several replacement exhaust systems. U.K.

4. The replacement exhaust system must be supplied with packaging or labelling bearing the following: U.K.

4.1.

• the trade name or mark of the manufacturer of the replacement silencer and its components,

4.2.

• the address of the manufacturer or of the manufacturer's authorized representative,

4.3.

• a list of the motorcycle models to which the replacement silencer is intended to be fitted.

5. The manufacturer must supply the following: U.K.

5.1.

• instructions describing in detail the correct methods of fitting to the motorcycle,

5.2.

• instructions on how the silencer should be maintained,

5.3.

• a list of component parts with the corresponding part numbers, excluding mounting parts.

[F1 6. FURTHER INFORMATION CONTAINED IN THE TYPE-APPROVAL MARK U.K.

6.1. The non-original exhaust system or components thereof, but not the mounting parts and pipes, must bear in the type-approval mark the number of the Chapter(s) under which the type-approval has been granted, except as referred to in section 6.1.3. U.K.

6.1.1. Non-original exhaust system which consists of a sole part integrating both the silencer and the catalytic converter U.K.

The type-approval mark referred to in section 1.3 must be followed by two circles surrounding a number 5 and a number 9, respectively.

6.1.2. Non-original exhaust system separated from the catalytic converter U.K.

The type-approval mark referred to in section 1.3 affixed to the silencer must be followed by a circle surrounding a number 9.

6.1.3. Non-original exhaust system consisting of a sole part (silencer) for vehicles which are not type-approved according to the Chapter 5 U.K.

The type-approval mark referred to in 1.3 affixed to the silencer must not be followed by any further information.

Examples of type-approval marks are shown in the Appendix.]

[F1 Appendix

Examples of type-approval mark U.K.

The above represented type-approval mark was issued by France [e ₂ ] under number 6789 for a non-original exhaust system consisting of a sole part integrating both the silencer and the catalytic converter.

The above represented type-approval mark was issued by France [e ₂ ] under number 6789 for a non-original silencer not integrating a catalytic converter (catalytic converter and silencer not integrated in a sole element or vehicle not equipped with a catalytic converter)

The above represented type-approval mark was issued by France [e ₂ ] under number 6789 for the replacement catalytic converter not integrated in the exhaust system (catalytic converter and silencer not integrated in a sole element) (see Chapter 5).

The above represented type-approval mark was issued by France [e ₂ ] under number 6789 for a non-original exhaust system consisting of a sole part (silencer) intended to be fitted on vehicles which are not type-approved according to Chapter 5.]

Textual Amendments

F3 Substituted by Commission Directive 2005/30/EC of 22 April 2005 amending, for the purposes of their adaptation to technical progress, Directives 97/24/EC and 2002/24/EC of the European Parliament and of the Council, relating to the type-approval of two or three-wheel motor vehicles (Text with EEA relevance).

ANNEX VII

TEST TRACK SPECIFICATIONS

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

1. REQUIRED CHARACTERISTICS OF SURFACE U.K.

A surface is considered to conform to this Directive provided that the texture and voids content or sound absorption coefficient have been measured and found to fulfill all the requirements given in 1.1 to 1.4 and provided that the design requirements (section 2.2) have been met.

1.1. Residual voids content U.K.

The residual voids content, Vc, of the test track paving mixture must not exceed 8 %. See section 3.1 for measurement procedure.

1.2. Sound absorption coefficient U.K.

If the surface fails to comply with the residual voids content requirement, the surface is acceptable only if its sound absorption coefficient, α, is ≤ 0,10. See section 3.2 or measurement procedure.

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

1.3. Texture depth U.K.

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

TD ≥ 0,4 mm.

1.4. Homogeneity of the surface U.K.

Every practical effort must be taken to ensure that the surface is made to be as homogenous as possible within the test area. This includes the texture and voids content, but it should also be observed that if the rolling process results in more effective rolling at some places than at others, the texture may be different and uneverness causing bumps may also occur.

1.5. Period of testing U.K.

In order to check whether the surface continues to conform to the texture and voids content or sound absorption requirements stipulated in this standard, periodic testing of the surface must be performed at the following intervals:

(a)

for residual voids content or sound absorption:

• when the surface is new.

• if the surface meets the requiremens when new, no further periodical testing is required.

If it does not meet the requirement when it is new, it may do so later 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: not before four weeks after laying).

• then every twelve months

2. TEST SURFACE DESIGN U.K.

2.1. Area U.K.

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 1 shows a plan of a suitable test site and indicates the minimum area which, must be machine laid and machine compacted with the specified test surface material.

2.2. Design requirements for the surface U.K.

The test surface must meet four design requirements:

1.

it must be a dense asphaltic concrete;

2.

the maximum chipping size must be 8 mm (tolerances allow from 6,3 to 10 mm);

3.

the thickness of the wearing couse must be ≥ 30 mm;

4.

the binder must be a straight penetration grade bitumen without modification.

As a guide to the test surface constructor, an aggregate grading curve which will give desired characteristics is shown in figure 2. In addition, table 3 gives some guidelines in order to obtain the desired texture and durability. The grading curve fits the following formula:

P (% passing) = 100 (d/d_max) ¹/₂

where

d

=

square mesh sieve size, in mm

d_max

=

8 mm for the mean curve

d_max

=

10 mm for the lower tolerance curve

d_max

=

6,3 mm for the upper tolerance curve

In addition to the above, the following recommendations are given:

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

• the base and sub-base should ensure a good stability and evenness, according to best road construction practice,

• the chippings should 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 should be added on to the surface,

• the binder hardness expressed as PEN value should be 40 to 60, 60 to 80 or even 80 to 100, depending on the climatic conditions of the country. The rule is that as hard a binder as possible should be used, provided this is consistent with common practice,

• the temperature of the mix before rolling should be chosen so as to achieve by subsequent rolling the required voids content. In order to increase the probability or satisfying the specifications of sections 1.1 to 1.4, the compactness should be studied not only by an appropriate choice of mixing temperature, but also by an appropriate number of passings and by the choice of compacting vehicle.

Table 3
Design guidelines
	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) (see doc. 5 in bibliography)	> 50
Compactness, relative to Marshall compactness	98 %

3. TEST METHODS U.K.

3.1. Measurement of the residual voids content U.K.

For the purpose of this measurement, cores have to be taken from the track at least at four different positions which are equally distributed in the test area between lines AA and BB (see figure 1). In order to avoid inhomogeneity and unevenness in the wheel tracks, cores should not be taken in the wheel tracks themselves, but close to them. Two cores (minimum) should be taken close to the wheel tracks and one core (minimum) should be taken approximately midway between the wheel tracks and each microphone location.

If there is a suspicion that the condition of homogeneity in not met (see section 1.4), cores should be taken from more locations within the test area.

The residual voids content has to be determined for each core. Then the average value from all cores is calculated and compared with the requirement of section 1.1. In addition, no single core should have a voids value which is higher than 10 %.

The test surface constructor is reminded of the problem which may arise when the test area is heated by pipes or electrical wires and cores must be taken from this area. Such installations must be carefully planned with respect to future core drilling locations. It is recommended to leave a few locations of size approximately 200 × 300 mm where there are no wires or pipes, or where the latter are located deep enough in order not to be damaged by cores taken from the surface layer.

3.2. Sound absorption coefficient U.K.

The sound absorption coefficient (normal incidence) is measured by the impedance tube method using the procedure specified in ISO/DIS 10534: ‘Acoustics — Determination of sound absorption coefficient and impedance by a tube method’.

Regarding test specimens, the same requirements are followed as regarding the residual voids content (see section 3.1).

The sound 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. Then these values, for all test cores, are averged to constitute the final result.

3.3. Volumetric macrotexture measurement U.K.

For the purposes of this standard, texture depth measurements are made on at least 10 positions evenly spaced along the wheel tracks of the test strip and the average value taken to compare with the specified minimum texture depth. See Annex F to Draft Standard ISO/DIS 10844 for a description of the procedure.

4. STABILITY IN TIME AND MAINTENANCE U.K.

4.1. Age influence U.K.

In common with many other surfaces, is it expected that the tyre/road noise levels measured on the test surface may increase slightly during the first six to 12 months after construction.

The surface will achieve its required characteristics not earlier than four weeks after construction.

The stability over time is determined mainly by the polishing and compaction by vehicles driving on the surface. It must be periodically checked as stated in section 1.5.

4.2. Maintenance of the surface U.K.

Loose debris or dust which could significantly reduce the effective texture depth must be removed from the surface. In countries with winter climates, salt is sometimes used for de-icing. Salt may alter the surface temporarily or even permanently in such a way as to increase noise and is therefore not recommended.

4.3. Repaving the test area U.K.

If it is necessary to repave the test track, it is usually unnecessary to repave more than the test strip (of 3 m width in figure 1) where vehicles are driving provided the test area outside the strip met the requirement of residual voids content or sound absorption when it was measured.

5. DOCUMENTATION OF THE SURFACE AND OF TESTS PERFORMED ON IT U.K.

5.1. Documentation of the test surface U.K.

The following data must 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;

(c)

method of compaction (e.g. type of roller, roller mass, number of passes);

(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 contractor;

(f)

all or at least the latest test result, including:

(i)

the residual voids content of each core;

(ii)

the locations in the test area from where the cores for voids measurement have been taken;

(iii)

the sound absorption coefficient of each core (if measured). Specify the results both for each core and each frequency range as well as the overall average;

(iv)

the locations in the test area from where the cores for absorption measurement have been 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.

5.2. Documentation of vehicle noise tests concluded on the surface U.K.

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

Editorial Information

X1 Substituted by Corrigendum to Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain components and characteristics of two- or three-wheel motor vehicles (Official Journal of the European Communities L 226 of 18 August 1997).

X2 Substituted by Corrigendum to Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain components and characteristics of two or three-wheel motor vehicles (Official Journal of the European Communities L 226 of 18 August 1997).

Textual Amendments

F1 Inserted by Commission Directive 2005/30/EC of 22 April 2005 amending, for the purposes of their adaptation to technical progress, Directives 97/24/EC and 2002/24/EC of the European Parliament and of the Council, relating to the type-approval of two or three-wheel motor vehicles (Text with EEA relevance).

F2 Substituted by Commission Directive 2006/27/EC of 3 March 2006 amending for the purposes of adapting to technical progress Council Directives 93/14/EEC on the braking of two- or three-wheel motor vehicles and 93/34/EEC on statutory markings for two- or three-wheel motor vehicles, Directives of the European Parliament and of the Council 95/1/EC on the maximum design speed, maximum torque and maximum net engine power of two- or three-wheel motor vehicles and 97/24/EC on certain components and characteristics of two- or three-wheel motor vehicles (Text with EEA relevance).

F3 Substituted by Commission Directive 2005/30/EC of 22 April 2005 amending, for the purposes of their adaptation to technical progress, Directives 97/24/EC and 2002/24/EC of the European Parliament and of the Council, relating to the type-approval of two or three-wheel motor vehicles (Text with EEA relevance).