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
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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
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the ISO list of patent declarations received (see www.iso.org/patents).
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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
...