ISO 6460-2:2014

INTERNATIONAL ISO
STANDARD 6460-2
Second edition
2014-12-01
Motorcycles — Measurement method
for gaseous exhaust emissions and
fuel consumption —
Part 2:
Test cycles and specific test conditions
Motocycles — Méthode de mesure des émissions de gaz
d’échappement et de la consommation de carburant —
Partie 2: Conditions d’essai spécifiques et cycles d’essai
Reference number
©
ISO 2014
© ISO 2014
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Published in Switzerland
ii © ISO 2014 – All rights reserved

Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Test cycle 1 . 1
3.1 General . 1
3.2 Type 1 test . 2
3.3 Type 2 test . 8
4 Test cycle 2 . 9
4.1 General . 9
4.2 Test room conditions . 9
4.3 Motorcycle classification . 9
4.4 Type 1 tests .11
4.5 Type 2 tests .17
4.6 Test procedures .18
4.7 Analysis of results .21
4.8 Driving cycles for type 1 tests .23
5 Presentation of results .61
Annex A (normative) Presentation of results for gaseous exhaust emissions .62
Annex B (normative) Presentation of results of fuel consumption .65
Annex C (informative) Test cycles .69
Bibliography .71
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any
patent rights identified during the development of the document will be in the Introduction and/or on
the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT), see the following URL: Foreword — Supplementary information.
The committee responsible for this document is ISO/TC 22, Road vehicles, Subcommittee SC 22,
Motorcycles.
This second edition cancels and replaces the first edition (ISO 6460-2:2007), which has been technically
revised.
ISO 6460 consists of the following parts, under the general title Motorcycles — Measurement method for
gaseous exhaust emissions and fuel consumption:
— Part 1: General test requirements
— Part 2: Test cycles and specific test conditions
— Part 3: Fuel consumption measurement at a constant speed
iv © ISO 2014 – All rights reserved

Introduction
This part of ISO 6460 has been prepared to provide details of the typical test cycles for measurement of
gaseous exhaust emissions and fuel consumption. The measurements can be carried out by referring to
this part of ISO 6460 and to ISO 6460-1.
INTERNATIONAL STANDARD ISO 6460-2:2014(E)
Motorcycles — Measurement method for gaseous exhaust
emissions and fuel consumption —
Part 2:
Test cycles and specific test conditions
1 Scope
This part of ISO 6460 defines test cycles for measurement for the gaseous exhaust emissions from
motorcycles, as well as for determining the fuel consumption of motorcycles as defined in ISO 3833,
equipped with a spark ignition engine (four-stroke engine, two-stroke engine, or rotary piston engine)
or a compression ignition engine. The test cycle 1 is equivalent to the test cycle specified in the European
[6]
Union Commission Directive 2003/77/EC and the test cycle 2 is equivalent to the test cycle specified
in global technical regulations No.2 (WMTC), United Nations Economic Commission for Europe,
[9]
ECE/TRANS/180/Add.2 . A selection of other test cycles adopted or to be adopted by several countries
is described in Annex C for information purpose.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 4106, Motorcycles — Engine test code — Net power
ISO 6460-1, Motorcycles — Measurement method for gaseous exhaust emissions and fuel consumption —
Part 1: General test requirements
ISO 7117, Motorcycles — Measurement method for determining maximum speed
3 Test cycle 1
3.1 General
The test cycle 1 is equivalent to the test cycle specified in European Union Commission Directive
[6]
2003/77/EC .
a) For vehicle types with an engine capacity less than 150 cm , the test shall be conducted by carrying
out six elementary urban cycles. The emission sampling shall begin before or at the initiation of the
engine start-up procedure and end on conclusion of the final idling period of the last elementary
urban cycle.
b) For vehicle types with an engine capacity greater than or equal to 150 cm , the test shall be conducted
by carrying out six elementary urban cycles and one extra-urban cycle. The emission sampling shall
begin before or at the initiation of the engine start-up procedure and end on conclusion of the final
idling period of the extra-urban cycle.
During the test, the exhaust gases shall be diluted with air so that the flow volume of the mixture remains
constant. Throughout the test, a continuous flow of samples of the mixture shall be passed into one
or more bags so that concentrations (average test values) of carbon monoxide, unburnt hydrocarbons,
oxides of nitrogen, and carbon dioxide can be determined.
3.2 Type 1 test
3.2.1 Operating cycle on the chassis dynamometer
3.2.1.1 Description of cycle
The operating cycles on the chassis dynamometer are indicated in 3.2.4.
3.2.1.2 General conditions for carrying out the cycle
Preliminary test cycles shall be carried out if necessary to determine how best to actuate the accelerator
and brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed
limits.
3.2.1.3 Use of the gearbox
3.2.1.3.1 Use of the gearbox is determined as described below.
a) At constant speed, the engine speed shall as far as possible remain between 50 % and 90 % of the
maximum speed. If this speed can be achieved using more than one gear, the engine is tested using
the highest gear.
b) With respect to the urban cycle, during acceleration the engine shall be tested using the gear which
allows maximum acceleration. The next higher gear is engaged, at the latest, when the engine speed
has reached 110 % of the speed at which the maximum net power output occurs. If a motorcycle
reaches a speed of 20 km/h in first gear or 35 km/h in second gear, the next higher gear shall be
engaged at these speeds.
In these cases, no other change into higher gears is permitted. If, during the acceleration phase,
the gears are changed at fixed motorcycle speeds, the constant speed phase which follows shall be
performed with the gear which is engaged when the motorcycle begins the constant speed phase,
irrespective of the engine speed.
c) During deceleration, the next lower gear shall be engaged before the engine reaches virtual idling
speed or when the engine speed has fallen to 30 % of the speed of the maximum net power, whichever
occurs first. First gear shall not be engaged during deceleration.
3.2.1.3.2 Motorcycles equipped with automatic gearboxes shall be tested with the highest gear engaged
(drive). The accelerator shall be operated in such a way as to obtain as steady an acceleration as possible,
so that the transmission engages the different gears in the normal order. The tolerances specified in
3.2.1.4 apply.
3.2.1.3.3 For carrying out the extra-urban cycle, the gearbox shall be used in accordance with the
manufacturer’s recommendation.
Acceleration shall continue throughout the period represented by the straight line connecting the end of
each period of idling with the beginning of the next following period of constant speed. The tolerances
given in 3.2.1.4 apply.
3.2.1.4 Tolerances
3.2.1.4.1 The theoretical speed shall be maintained to a tolerance of ±2 km/h during all phases. Speed
tolerances greater than those prescribed are permitted during phase changes provided that the tolerances
are never exceeded for more than 0,5 s on any one occasion, in all cases subject to the provisions of
3.2.2.5.2 and 3.2.2.6.3.
3.2.1.4.2 A tolerance of ±0,5 s above or below the theoretical times shall be allowed.
2 © ISO 2014 – All rights reserved

3.2.1.4.3 The speed and time tolerances are combined as indicated in 3.2.4.
3.2.1.4.4 The distance travelled during the cycle shall be measured with a tolerance of ±2 %.
3.2.2 Procedure for chassis dynamometer tests
3.2.2.1 Special conditions for carrying out the cycle
3.2.2.1.1 The temperature in the premises where the chassis dynamometer bench is situated shall be
between 293 K and 303 K throughout the test, and shall be as close as possible to the temperature of the
premises where the motorcycle was conditioned.
3.2.2.1.2 The motorcycle shall as far as possible be horizontal during the test so as to avoid any abnormal
distribution of the fuel.
3.2.2.1.3 During the test, the motorcycle speed shall be plotted against time in order to check that the
cycles have been performed correctly.
3.2.2.1.4 The temperatures of the cooling water and the crankcase oil may be recorded.
3.2.2.2 Starting up the engine
3.2.2.2.1 Once the preliminary operations on the equipment for collecting, diluting, analysing, and
measuring the gases have been carried out, the engine is started up by means of the devices provided for
that purpose, such as the choke, the starter valve, etc., in accordance with the manufacturer’s instructions.
3.2.2.2.2 The first cycle begins when the taking of samples and the measuring of the pump rotations
commence.
3.2.2.3 Use of the manual choke
The choke shall be cut out as soon as possible and in principle before acceleration from 0 km/h to
50 km/h. If this requirement cannot be met, the moment of actual cut-out shall be indicated. The choke
shall be adjusted in accordance with the manufacturer’s instructions.
3.2.2.4 Idling
3.2.2.4.1 Manual-shift gearbox
During periods of idling, the clutch shall be engaged and the gears shall be in neutral.
To enable the accelerations to be performed in accordance with the normal cycle, the motorcycle shall be
put in first gear, with the clutch disengaged, 5 s before start of the acceleration following the idling period
in question.
The first idling period at the beginning of the cycle consists of 6 s of idling in neutral with the clutch
engaged and 5 s in first gear with the clutch disengaged.
For the idling periods during each cycle, the corresponding times are 16 s in neutral and 5 s in first gear
with the clutch disengaged.
The last idling period in the cycle consists of 7 s in neutral with the clutch engaged.
3.2.2.4.2 Semi-automatic gearboxes
The manufacturer’s instructions for driving in town, or in their absence instructions applicable to
manual gearboxes, shall be followed.
3.2.2.4.3 Automatic gearboxes
The selector shall not be operated at any time during the test unless the manufacturer specifies
otherwise. In the latter case, the procedure for manual gearboxes applies.
3.2.2.5 Accelerations
3.2.2.5.1 Accelerations shall be effected so as to ensure that the rate of acceleration is as constant as
possible throughout the operation.
3.2.2.5.2 If the acceleration capacities of the motorcycle are not sufficient to perform the acceleration
cycles within the prescribed tolerances, the motorcycle shall be driven with the throttle completely open
until the speed prescribed for the cycle has been reached. The cycle may then continue normally.
3.2.2.6 Decelerations
3.2.2.6.1 All decelerations shall be effected by completely closing the throttle, the clutch remaining
engaged. The clutch shall be disengaged at a speed of 10 km/h.
3.2.2.6.2 If the period of deceleration is longer than that prescribed for the corresponding phase, the
motorcycle’s brakes are used to keep to the cycle.
3.2.2.6.3 If the period of deceleration is shorter than that prescribed for the corresponding phase, the
timing of the theoretical cycle is restored by a steady state or an idling period merging into the following
steady state or idling operation. In this case, 3.2.1.4.3 is not applicable.
3.2.2.6.4 At the end of the deceleration period (stopping motorcycle on the rollers), the gear shall be
put into neutral and the clutch engaged.
3.2.2.7 Constant speeds
3.2.2.7.1 “Pumping” or the closing of the throttle shall be avoided when passing from acceleration to
the following constant speed.
3.2.2.7.2 Periods of constant speed shall be achieved by keeping the accelerator position fixed.
3.2.3 Analysis
The exhaust gases contained in the bag shall be analysed as soon as possible and in any event not later
than 20 min after the end of the test cycle.
3.2.4 Breakdown of the operating cycles
The operating cycle of the urban driving cycle (UDC) on the chassis dynamometer is described in
Table 1, and the operation cycle of the extra-urban driving cycle (EUDC) on the chassis dynamometer
is described in Table 2. The operating cycle of UDC is described in Figure 1 and the operating cycle of
UDC/EUDC is described in Figure 2.
In EUDC on the chassis dynamometer, for motorcycles with a permitted maximum speed of 110 km/h,
the maximum speed for EUDC shall be restricted to 90 km/h and the operation cycle on the chassis
4 © ISO 2014 – All rights reserved

dynamometer is described in Table 3. The operating cycle of UDC/EUDC for motorcycles with a permitted
maximum speed of 110 km/h is described in Figure 2.
Table 1 — UDC operating cycle on the chassis dynamometer
Duration of each
Cumulative Distance
Operation Acceleration Speed
Operation Phase time covered
Operation Phase
no. m/s km/h
s m
s s
1 Idling 1 0 0 11 11 11 0
2 Acceleration 2 1,04 0 to 15 4 4 15 8
3 Constant speed 3 0 15 8 8 23 34
4 Deceleration −0,69 15 to 10 2 25 7
Deceleration,
4 5
5 clutch −0,92 10 to 0 3 28 4
disengaged
6 Idling 5 0 0 21 21 49 0
7 Acceleration 6 0,74 0 to 32 12 12 61 54
8 Constant speed 7 0 32 24 24 85 214
9 Deceleration −0,75 32 to 10 8 93 48
Deceleration,
8 11
10 clutch −0,92 10 to 0 3 96 4
disengaged
11 Idling 9 0 0 21 21 117 0
12 Acceleration 10 0,53 0 to 50 26 26 143 183
13 Constant speed 11 0 50 12 12 155 167
14 Deceleration 12 −0,52 50 to 35 8 8 163 95
15 Constant speed 13 0 35 13 13 176 127
16 Deceleration −0,68 35 to 10 9 185 64
Deceleration,
14 12
17 clutch −0,92 10 to 0 3 188 4
disengaged
18 Idling 15 0 0 7 7 195 0
Total distance covered 1 013
Table 2 — EUDC operating cycle on the chassis dynamometer
Duration of each
Cumulative Gear to be used
Operation Acceleration Speed
Operation Phase time in the case of a
2 Operation Phase
no. m/s km/h
s manual gearbox
s s
1 Idling 1 20 20 20 See 3.2.1.3.3; use
of the gearbox over
2 Acceleration 2 0,47 0 to 70 41 41 61
the extra-urban
cycle in accord-
Constant
3 3 70 50 50 111
ance with the
speed
manufacturer’s
4 Deceleration 4 −0,69 70 to 50 8 8 119
recommendations.
Constant
5 5 50 69 69 188
speed
6 Acceleration 6 0,43 50 to 70 13 13 201
Constant
7 7 70 50 50 251
speed
8 Acceleration 8 0,24 70 to 100 35 35 286
Constant
9 9 100 30 30 316
speed
100 to
10 Acceleration 10 0,28 20 20 336
Constant
11 11 120 10 10 346
speed
12 Deceleration −0,69 120 to 80 16 362
13 Deceleration −1,04 80 to 50 8 370
12 34
Deceleration,
14 clutch −1,39 50 to 0 10 380
disengaged
15 Idling 13 20 20 400
[7]
NOTE  This table is the result of reformatting Annex III, Appendix 1, Section 3 of Directive 91/441/EEC, in accordance
with 3.2.1.3.3.
6 © ISO 2014 – All rights reserved

Table 3 — EUDC operating cycle on the chassis dynamometer for motorcycles with a maximum
designed speed of 110 km/h
Duration of each
Cumulative Gear to be used
Operation Acceleration Speed
Operation Phase time in the case of a
Operation Phase
no. m/s km/h
s manual gearbox
s s
1 Idling 1 20 20 20 See 3.2.1.3.3; use
of the gearbox
2 Acceleration 2 0,47 0 to 70 41 41 61
over the extra-
urban cycle in
3 Constant speed 3 70 50 50 111
accordance with
4 Deceleration 4 −0,69 70 to 50 8 8 119
the manufactur-
er’s recommenda-
5 Constant speed 5 50 69 69 188
tions.
6 Acceleration 6 0,43 50 to 70 13 13 201
7 Constant speed 7 70 50 50 251
8 Acceleration 8 0,24 70 to 90 23,1 23,1 274,1
9 Constant speed 9 90 84 84 358,1
10 Deceleration −0,69 90 to 80 3,9 362
11 Deceleration −1,04 80 to 50 8 370
10 21,9
Deceleration,
12 clutch −1,39 50 to 0 10 380
disengaged
13 Idling 11 20 20 400
Key
X time, s
Y speed, km/h
Figure 1 — Operating cycle on chassis dynamometer (UDC)
Key
1 UDC/EUDC
X time, s
Y speed, km/h
a
For motorcycles with a maximum designed speed of 110 km/h or less.
Figure 2 — Operating cycle on chassis dynamometer (UDC/EUDC)
3.3 Type 2 test
3.3.1 Application
This requirement only applies to all test motorcycles powered by a positive-ignition engine.
3.3.2 Measurement conditions
The type 2 test shall be measured immediately after the type 1 test with the engine at normal idling
speed and at high idle.
In the case of motorcycles with manual or semi-automatic gearboxes, the test is carried out with the
gear lever in the “neutral” position and with the clutch engaged.
In the case of motorcycles with automatic transmissions, the test is carried out with the selector in
position “zero” or “park”.
3.3.3 Sampling of gases
The exhaust outlet shall be fitted with a sufficiently leak-tight extension piece such that the exhaust-
gas sampling probe can be inserted to at least 60 cm without increasing back pressure by more than
1,25 kPa and without affecting operation of the motorcycle. Nevertheless, the shape of the extension
piece shall be such as to avoid appreciable dilution of exhaust gases by air at the point of the sampling
probe. If the motorcycle is equipped with more than one exhaust outlet, either these outlets shall be
8 © ISO 2014 – All rights reserved

connected up to a common pipe or carbon monoxide concentrations shall be tested at each outlet, with
the results of the measurements being the arithmetical mean of these concentrations.
The concentrations for carbon monoxide, c , and carbon dioxide, c , are determined by reading off
CO,e CO2,e
the results shown by the instruments or recording devices and using the appropriate calibration tables.
The corrected concentration of carbon monoxide in two-stroke engines, c , calculated in percent
CO,ec2
volume, is
cc= (1)
CO,ec2 CO,e
cc+
CO,e CO2,e
The corrected concentration of carbon monoxide in four-stroke engines, c , calculated in percent
CO,ec4
volume, is
cc= (2)
CO,ec4 CO,e
cc+
CO,e CO2,e
It is not necessary to correct the concentration of c measured in accordance with Formula (1) or (2)
CO,e
if the sum of the concentrations measured, c + c , is 10 or more for two-stroke engines, and 15 or
CO,e CO2,e
more for four-stroke engines.
3.3.4 Normal and high idling speed tests
3.3.4.1 When tested in accordance with 3.3.1 and 3.3.2 at normal idling speed,
a) the carbon monoxide content by volume of the exhaust gases emitted is recorded, and
b) the engine speed during the test shall be recorded, including any tolerances.
−1
3.3.4.2 When tested at “high idle” speed (i.e. >2 000 min ),
a) the carbon monoxide content by volume of the exhaust gases emitted is recorded, and
b) the engine speed during the test shall be recorded, including any tolerances.
The engine oil temperature at the time of the test shall be measured and recorded.
4 Test cycle 2
4.1 General
The test cycle 2 is equivalent to the test cycle specified in global technical regulations No.2 (WMTC),
[9]
United Nations Economic Commission for Europe, ECE/TRANS/180/Add.2
4.2 Test room conditions
The test room with the chassis dynamometer and the gas sample collection device shall have a
temperature of 298 K ±5 K. The room temperature shall be measured twice in the vicinity of motorcycle
cooling blower (fan), both before and after the type 1 test.
4.3 Motorcycle classification
4.3.1 General
Figure 3 gives an overview of the motorcycle classification in terms of engine capacity and maximum
motorcycle speed. The numerical values of the engine capacity and maximum motorcycle speed shall
not be rounded up or down.
4.3.2 Class 1
Motorcycles that fulfil either of the following specifications belong to class 1:
3 3
a) 50 cm < engine capacity < 150 cm and v ≤ 50 km/h;
max
b) engine capacity < 150 cm and 50 km/h < v < 100 km/h.
max
4.3.3 Class 2
Motorcycles that fulfil either of the following specifications belong to class 2:
3 3
a) subclass 2-1: engine capacity < 150 cm and 100 km/h ≤ v < 115 km/h or engine capacity ≥ 150 cm
max
and v < 115 km/h;
max
b) subclass 2-2: 115 km/h ≤ v < 130 km/h.
max
4.3.4 Class 3
Motorcycles that fulfil either of the following specifications belong to class 3:
a) subclass 3-1: 130 km/h ≤ v < 140 km/h;
max
b) subclass 3-2: v ≥ 140 km/h.
max
10 © ISO 2014 – All rights reserved

Key
1 class 1
2 class 2 subclass 2-1
3 class 2 subclass 2-2
4 class 3 subclass 3-1
5 class 3 subclass 3-2
X engine capacity, cm
Y maximum motorcycle speed, km/h
Figure 3 — Motorcycle classification
4.4 Type 1 tests
4.4.1 Driving schedules
4.4.1.1 Test cycles
Test cycles (motorcycle speed patterns) for the type 1 test consists of up to three parts that are shown
in 4.8. Depending on the motorcycle class (see 4.3), the following test cycle parts shall be run.
a) class 1:
part 1, reduced speed in cold condition, followed by part 1 reduced speed in hot condition;
b) class 2:
1) subclass 2-1: part 1, reduced speed in cold condition, followed by part 2, reduced speed in hot
condition;
2) subclass 2-2: part 1 in cold condition, followed by part 2 in hot condition;
c) class 3
1) subclass 3-1: part 1 in cold condition, followed by part 2 in hot condition, followed by part 3
reduced speed in hot condition;
2) subclass 3-2: part 1 in cold condition, followed by part 2 in hot condition, followed by part 3 in
hot condition.
4.4.1.2 Speed tolerances
The speed tolerance at any given time on the test cycle prescribed in 4.4.1.1 is defined by upper and lower
limits. The upper limit is 3,2 km/h higher than the highest point on the trace within 1 s of the given time.
The lower limit is 3,2 km/h lower than the lowest point on the trace within 1 s of the given time. Speed
variations greater than the tolerances (such as can occur during gear changes) are acceptable provided
they occur for less than 2 s on any occasion. Speeds lower than those prescribed are acceptable provided
the motorcycle is operated at maximum available power during such occurrences. Figure 4 shows the
range of acceptable speed tolerances for typical points.
Apart from these exceptions the deviations of the roller speed from the set speed of the cycles shall meet
the requirements described above. If not, the test results shall not be used for the further analysis and
the run shall be repeated.
12 © ISO 2014 – All rights reserved

a
a
Key
1 1 s
2 3,2 km/h
X time
Y speed
a
Allowable range.
Figure 4 — Drivers trace, allowable range
4.4.2 Gearshift prescriptions
4.4.2.1 Test motorcycles with automatic transmission
Motorcycles equipped with transfer cases, multiple sprockets, etc., shall be tested in the manufacturer’s
recommended configuration for street or highway use.
All tests shall be conducted with automatic transmissions in “drive” (highest gear). Automatic clutch-
torque converter transmissions may be shifted as manual transmissions at the option of the manufacturer.
Idle modes shall be run with automatic transmissions in “drive” and the wheels braked.
Automatic transmissions shall shift automatically through the normal sequence of gears.
The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the
desired speed.
4.4.2.2 Test motorcycles with manual transmission
4.4.2.2.1 Mandatory requirements
4.4.2.2.1.1 Step 1 — Calculation of shift speeds
Upshift speeds ( v and v ) in km/h during acceleration phases shall be calculated in accordance
12→ ii→+1
with Formulae (3) and (4).
   
 P 
n
−×19,
 
  
m +75
 k 
ve=×0,,5753 −01 ×−sn +n × (3)
()
 
12→   idle iddle
ndv
  
 
 
   
 P 
n
−×19,
 
  
m +75
 k 
ve=×0,5753 ×−sn +n ×=, in21 to g− (4)
()
 
ii→+1   idle idlee
ndv
i
  
 
 
where
i is the gear number (≥2);
ng is the total number of forward gears;
P is the rated power, in kW;
n
m is the kerb mass, in kg;
k
−1
n is the idling speed, in min ;
idle
−1
s is the rated engine speed, in min ;
−1
ndv is the ratio between engine speed, in min , and motorcycle speed, in km/h, in gear i.
i
14 © ISO 2014 – All rights reserved

Downshift speeds (v ) in km/h during cruise or deceleration phases in gear 4 (4th gear) to ng shall
ii→−1
be calculated in accordance with Formula (5).
   
 P 
n
−×19,
 
  
m +75
 k 
ve=×0,5753 ×−sn +n ×=, in 4 to g (5)
()
 
ii→−1   idle idlee
ndv
  i−2
 
 
 
where
i is the gear number (≥4);
ng is the total number of forward gears;
P is the rated power, in kW;
n
m is the kerb mass, in kg;
k
−1
n is the idling speed, in min ;
idle
−1
s is the rated engine speed, in min ;
−1
ndv is the ratio between engine speed, in min , and motorcycle speed, in km/h, in gear i−2.
i−2
The downshift speed from gear 3 to gear 2 ( v ) shall be calculated in accordance with Formula (6).
32→
   
 P 
n
−×19,
 
  
m +75
 k 
ve=×0,,5753 −01 ×−sn +n × (6)
()
 
32→   idle iddle
ndv
  
 
 
where
P is the rated power, in kW;
n
m is the kerb mass, in kg;
k
−1
n is the idling speed, in min ;
idle
−1
s is the rated engine speed, in min ;
−1
ndv is the ratio between engine speed, in min , and motorcycle speed, in km/h, in gear 1.
The downshift speed from gear 2 to gear 1 ( v ) shall be calculated in accordance with Formula (7).
21→
 
vs=×00, 3 −nn+ × (7)
()
21→ idle idle
 
ndv
where
−1
ndv is the ratio between engine speed, in min , and motorcycle speed, in km/h, in gear 2.
Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it can
be meaningful to apply an upshift. The upshift speeds ( v , v and v ) in km/h during cruise
23→ ii→+1
12®
phases can be calculated in accordance with Formulae (8) to (10).
vs=×00, 3 −nn+ × (8)
()
12→ idle idle
 
ndv
  P  
 
n
−×19,
 
 
 
m +75
 k 
ve=×0,,5753 −01 ×−sn +n × (9)
()
  
23→ idle iddle
ndv
 
 
 
 
  P  
 
n
−×19,
 
 
 
m +75
 k 
ve=×0,5753 ×−sn +n ×=, in 31to g− (10)
()
  
ii→+1 idle idlee
ndv
i−1
 
 
 
 
The results of shift speeds shall be mathematically rounded to the first place of the decimal point.
4.4.2.2.1.2 Step 2 — Gear choice for each cycle sample
In order to avoid different interpretations about acceleration, deceleration, cruise, and stop phases,
corresponding indicators are added to the motorcycle speed pattern as integral parts of the cycles (see
Tables 5 to 28).
The appropriate gear for each sample shall then be calculated according to the motorcycle speed ranges
resulting from the shift speed formulae [Formulae (3) to (10)] and these phase indicators for the cycle
parts appropriate for the test motorcycle as follows:
— gear choice for stop phases
For the last 5 s of a stop phase, the gear lever shall be set to gear 1 and the clutch shall be disengaged.
For the previous part of a stop phase, the gear lever shall be set to neutral or the clutch shall be
disengaged.
— gear choice for acceleration phases:
— gear 1, if vv≤ ;
12→
— gear 2, if vv<≤ v ;
12→→23
— gear 3, if vv<≤ v ;
23→→34
— gear 4, if vv<≤ v ;
34→→45
— gear 5, if vv<≤ v ;
45→→56
— gear 6, if vv> ;
56→
— gear choice for deceleration or cruise phases:
— gear 1, if vv< ;
21→
— gear 2, if vv< ;
32→
— gear 3, if vv≤< v ;
32→→43
— gear 4, if vv≤< v ;
43→→54
— gear 5, if vv≤< v ;
54→→65
— gear 6, if vv≥ .
45→
The clutch shall be disengaged, if
a) the motorcycle speed drops below 10 km/h,
b) the engine speed drops below n + 0,03 × (s – n ), or
idle idle
c) there is a risk of engine stalling during cold start phase.
16 © ISO 2014 – All rights reserved

4.4.2.2.1.3 Step 3 — Corrections according to additional requirements
The gear choice has then to be modified according to the following requirements.
a) There shall be no gearshift at a transition from an acceleration phase to a deceleration phase. The
gear that was used for the last second of the acceleration phase shall be kept for the following
deceleration phase unless the speed drops below a downshift speed.
b) There shall be no upshifts or downshifts by more than one gear, except from gear 2 to neutral during
decelerations down to stop.(Example: Gear 4→4→4→4→3→3→3→3→1→1→1→1 will be replaced by
gear 4→4→4→4→3→3→3→3→2→1→1→1.)
c) Upshifts or downshifts for up to 4 s are replaced by the gear before, if the gears before and after are
identical. (Examples: Gear 2→3→3→3→2 will be replaced by gear 2→2→2→2→2; gear 4→3→3→3→3→4
will be replaced by gear 4→4→4→4→4→4.)
In the cases of consecutive circumstances, the gear used longer takes over. (Example: Gear
2→2→2→3→3→3→2→2→2→2→3→3→3 will be replaced by 2→2→2→2→2→2→2→2→2→2→3→3→3.)
If used for the same time, dominate a series of succeeding gears with a series of preceding gears.
(Example: 2→2→2→3→3→3→2→2→2→3→3→3 will be replaced by 2→2→2→2→2→2→2→2→2→3→3→
3.)
d) There shall be no downshift during an acceleration phase.
4.4.2.2.2 Optional provisions
The gear choice may be modified according to the following provisions.
— The use of lower gears than determined by the requirements described in 4.4.2.2.1 is permitted
in any cycle phase. Manufacturers’ recommendations for gear use shall be followed, if they do not
result in higher gears than determined by the requirements described in 4.4.2.2.1.
NOTE The calculation program to be found on the UN website at the URL below can be used as an aid for the
gear selection: http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.html. Explanations are
given in Annex 13 of the global technical regulations No.2 (WMTC), United Nations Economic Commission for
Europe, ECE/TRANS/180/Add.2/Corr.3.
4.5 Type 2 tests
4.5.1 Application
This requirement only applies to all test motorcycles powered by a positive-ignition engine.
4.5.2 Measured gaseous pollutant
The content by volume of carbon monoxide shall be measured immediately after the type 1 test.
4.5.3 Engine test speeds
The test shall be carried out with the engine at normal idling speed and at “high idle” speed. High idle
−1
speed is defined by the manufacturer but it shall be higher than 2 000 min .
4.5.4 Gear lever position
In the case of test motorcycles with manually operated or semi-automatic shift gearboxes, the test shall
be carried out with the gear lever in the “neutral” position and with the clutch engaged. In the case of
test motorcycles with automatic-shift gearboxes, the test shall be carried out with the gear selector in
either the “zero” or the “park” position.
4.6 Test procedures
4.6.1 Type 1 tests
4.6.1.1 Emissions tests
4.6.1.1.1 Engine starting and restarting
The engine shall be started according to the manufacturer’s recommended starting procedures. The test
cycle run shall begin when the engine starts.
Test motorcycles equipped with automatic chokes shall be operated according to the instructions in the
manufacturer’s operating instructions or owner’s manual including choke setting and “kick-down” from
cold fast idle. The transmission shall be placed in gear 15 s after the engine is started. If necessary, braking
may be employed to keep the drive wheels from turning.
Test motorcycles equipped with manual chokes shall be operated according to the manufacturer’s
operating instructions or owner’s manual. Where times are provided in the instructions, the point for
operation may be specified, within 15 s of the recommended time.
The operator may use the choke, throttle, etc. where necessary to keep the engine running.
If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting
procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle
about half way and cranking the engine until it starts.
If, during the cold start, the test motorcycle does not start after 10 s of cranking, or 10 cycles of the manual
starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution
counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the
“standby” position during this diagnostic period. In addition, either the CVS blower shall be turned off or
the exhaust tube disconnected from the tailpipe during the diagnostic period.
If failure to start is an operational error, the test motorcycle shall be rescheduled for testing from a cold
start. If failure to start is caused by motorcycle malfunction, corrective action (following the unscheduled
maintenance provisions) of less than 30 min duration may be taken and the test continued. The sampling
system shall be reactivated at the same time cranking is started. When the engine starts, the driving
schedule timing sequence shall begin. If failure to start is caused by motorcycle malfunction and the
motorcycle cannot be started, the test shall be voided, the motorcycle removed from the dynamometer,
corrective action taken (following the unscheduled maintenance provisions), and the motorcycle
rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall
be reported.
If the test motorcycle does not start during the hot start after 10 s of cranking, or 10 cycles of the manual
starting mechanism, cranking shall cease, the test shall be voided, the motorcycle removed from the
dynamometer, corrective action taken, and the motorcycle rescheduled for test. The reason for the
malfunction (if determined) and the corrective action taken shall be reported.
If the engine “false starts”, the operator shall repeat the recommended starting procedure (such as
resetting the choke, etc.).
4.6.1.1.2 Stalling
If the engine stalls during an idle period, the engine shall be restarted immediately and the test continued.
If the engine cannot be started soon enough to allow the motorcycle to follow the next acceleration as
18 © ISO 2014 – All rights reserved

prescribed, the driving schedule indicator shall be stopped. When the motorcycle restarts, the driving
schedule indicator shall be reactivated.
If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be
stopped, the test motorcycle shall then be restarted and accelerated to the speed required at that point in
the driving schedule and the test continued. During acceleration to this point, shifting shall be performed
in accordance with 4.4.2.
If the test motorcycle will not restart within 1 min, the test shall be voided, the motorcycle removed from
the dynamometer, corrective action taken, and the motorcycle rescheduled for test. The reason for the
malfunction (if determined) and the corrective action taken shall be reported.
4.6.1.2 Drive instructions
4.6.1.2.1 The test motorcycle shall be driven with minimum throttle movement to maintain the desired
speed. No simultaneous use of brake and throttle shall be permitted.
4.6.1.2.2 If the test motorcycle cannot accelerate at the specified rate, it shall be operated with the
throttle fully opened until the roller speed reaches the value prescribed for that time in the driving
schedule.
4.6.1.3 Dynamometer test runs
4.6.1.3.1 The complete dynamometer test consists of consecutive parts as described in 4.4.1.
4.6.1.3.2 The following steps shall be taken for each test.
a) Place drive wheel of motorcycle on dynamometer without starting engine.
b) Activate motorcycle cooling fan.
c) For all test motorcycles, with the sample selector valves in the “standby” position, connect evacuated
sample collection bags to the dilute exhaust and dilution air sample collection systems.
d) Start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat
exchanger of the constant volume sampler, if used, and sample lines shall be preheated to their
respective operating temperatures before the test begins.)
e) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
1) For gaseous bag samples (except hydrocarbon samples), the minimum flow rate is 0,08 L/s.
2) For hydrocarbon samples, the minimum flame ionization detection (FID) (or heated flame
ionization detection (HFID) in the case of methanol-fuelled motorcycles) flow rate is 0,031 L/s.
f) Attach the flexible exhaust tube to the motorcycle tailpipe(s).
g) Start the gas flow measuring device, position the sample selector valves to direct the sample flow
into the “transient” exhaust sample bag, the “transient” dilution air sample bag, turn the key on, and
start cranking the engine.
h) 15 s after the engine starts, place the transmission in gear.
i) 20 s after the engine starts, begin the
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