1445 2 - European Commission · c 1 Renault F 3 R-264 4str-SI 34 fork lift truck C2 2 VW ADF 026.2 4str-SI 25 fork lift truck 3 GM 2.2 L (MPFI) 4str-SI 82.1 fork lift truck 4 Ford

(8523($1�&200,66,21DIRECTORATE - GENERAL XIENVIRONMENT, NUCLEAR SAFETY AND CIVIL PROTECTION

Service Contract B4 - 3040/97/MAR/D3

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Final Report

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Abgasprüfstelle Berlin-Adlershof GmbH

Dipl.-Ing. Wolfgang MierschDipl.-Ing. Jürgen Sachse

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Report No. 1445-99 20 August 1999 Page 2/31

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− a1 Test report No. 1411/ 01-99: Lombardini LDW 1204/TB2 FOCS

− a2 Test report No. 1411/ 02-99: VM D704 LT

− a3 Test report No. 1411/ 03-99: John Deere 4045 T

− a4 Test report No. 1411/ 04-99: Volvo TWD 610 G

− a5 Test report No. 1411/ 05-99: Daimler-Benz OM 906 LA

− b1 Test report No. 1411/ 06-98: Kohler CH 25 S

− b2 Test report No. 1411/ 07-98: ACME ACT 280

− b3 Test report No. 1411/ 08-98: Honda GX 270

− b4.1 Test report No. 1411/ 09.1-98: Kubota GH 400 (First engine)

− b4.2 Test report No. 1411/ 09.2-98: Kubota GH 400 (Second engine)

− b5 Test report No. 1411/ 10-99: Mitsubishi GM 401 PN

− c1 Test report No. 1411/ 11-99: Renault F3R 264 / LPG

− c2 Test report No. 1411/ 12-99: VW ADF 026.2 / LPG

− c4 Test report No. 1411/ 14-98: Ford LRG 423

− c5 Test report No. 1411/ 15-98: Nissan H25 / LPG

− d+e1 Test report No. 1411/ 16-98: Briggs & Stratton 1334

− d+e2 Test report No. 1411/ 17-99: Tecumseh Enduro 16.5

− d+e3 Test report No. 1411/ 18-98: Tecumseh Synergy 40

− d+e4 Test report No. 1411/ 19-98: Toro 48 PC

− d+e5 Test report No. 1411/ 20-98: Toro 48 TZ

− d+e6 Test report No. 1411/ 21-98: Honda GCV 135

− d+e7 Test report No. 1411/ 22-99: Briggs & Stratton 20 V-Twin / Cat

− d+e8 Test report No. 1411/ 23-98: Briggs & Stratton Intek Edge 60

− d+e9 Test report No. 1411/ 24-98: Suzuki V 161 A

− f1 Test report No. 1411/ 25-98: Honda GX 22

− f2 Test report No. 1411/ 26-98: Husqvarna 235 R / Cat

− f3 Test report No. 1411/ 27-98: Stihl 026 C / Cat

− f4 Test report No. 1411/ 28-98: Husqvarna 246 / Cat

− f5 Test report No. 1411/ 29-98: Ryobi Micro

− g1 Test report No. 1411/ 30-98: Honda GX 22 (Endurance run)

− g2 Test report No. 1411/ 31-98: Husqvarna 235R/ Cat (Endurance run)

− g3 Test report No. 1411/ 32-98: Stihl 026 C / Cat (Endurance run)

− g4 Test report No. 1411/ 33-98: Husqvarna 246 / Cat (Endurance run)

− g5 Test report No. 1411/ 34-98: Ryobi Micro (Endurance run)

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The work dealt with Lot 1 of the technical annex of Service Contract

B4-3040/97/MAR/D3. Lot 1 covers the emission testing of engines to be installed in

non-road mobile machinery. These tests were carried out as required on engine test

benches in accordance with specific test cycles devoted to the particular kind of

equipment which is to be propelled by these engines.

Five engines of each category as specified under paragraphs a) to g) below had to be

tested.

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:RUNLQJ�SULQFLSOH� Compression ignition

3RZHU�RXWSXW� 18 - 37 kW, 37 - 75 kW, 75 - 130 kW, 130 - 560 kW

7HVW�F\FOH� ISO 8178 - 4, D2

3ROOXWDQWV� CO, HC, NOx, PT

7\SLFDO�DSSOLDQFHV� Transportable generating sets with intermittent load

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:RUNLQJ�SULQFLSOH� Spark ignition

3RZHU�RXWSXW� < 10 kW

7HVW�F\FOH� ISO 8178 - 4, D2

3ROOXWDQWV� CO, HC, NOx

7\SLFDO�DSSOLDQFHV� Transportable generating sets with intermittent load

F�


3RZHU�RXWSXW� > 20 kW

7HVW�F\FOH� ISO 8178 - 4, C2


7\SLFDO�DSSOLDQFHV� Fork lift trucks, material handling equipment,

agricultural equipment

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7HVW�F\FOH� ISO 8178 - 4, G1


7\SLFDO�DSSOLDQFHV� Non-handheld intermediate speed utility or lawn and

garden equipment

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7HVW�F\FOH� ISO 8178 - 4, G2


7\SLFDO�DSSOLDQFHV� Non-handheld rated speed utility or lawn and garden

equipment

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7HVW�F\FOH� ISO 8178 - 4, G3


7\SLFDO�DSSOLDQFHV� Handheld utility or lawn and garden equipment

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3RZHU�RXWSXW� < 20 kW ( those engines used in category “f“ )

7HVW� Endurance run ( procedure to be proposed );

repeat of test as defined under paragraph f)

The contractor had to undertake to arrange for the availability of the engines chosen

for testing. The engine procurement had to be done anonymously and the choice of

the engine types had to be agreed in advance with the commission.

This report should point out state-of-the-art of emission performance of these engine

categories, if known.

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The engine programme provided for 34 tests on 29 engines.


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EngineCategory

/ No. Manufacturer Type WorkingPrinciple

RatedPower[kW]

Appliance TestCycle

a 1 Lombardini LDW1204/T FOCS 4str-CI 27.5 genset, tractor D2

2 VM D 704 LT 4str-CI 49 genset

3 John Deere 4045 T 4str-CI 67 genset, tractor

4 Volvo TDW 610 G 4str-CI 116 genset

5 Daimler Benz OM 906 LA 4str-CI 140 genset, comm. veh.

b 1 Kohler CH 25 S 4str-SI 18.4 genset D2

2 ACME ACT 280 4str-SI 6.6 genset

3 Honda GX 270 4str-SI 6.6 genset, agric. equip.

4.1 Kubota GH 400 4str-SI 9.6 genset, agric. equip.,

snow-removal equip.

4.2 Kubota GH 400 4str-SI 9.6 genset

5 Mitsubishi Meiki GM 401 PN 4str-SI 8.3 genset

c 1 Renault F 3 R-264 4str-SI 34 fork lift truck C2

2 VW ADF 026.2 4str-SI 25 fork lift truck

3 GM 2.2 L (MPFI) 4str-SI 82.1 fork lift truck

4 Ford LRG 423 4str-SI 48.5 fork lift truck

5 Nissan H 25 4str-SI 42 fork lift truck

d+e 1 B & S 1334 4str-SI 3.7 agric. equipment G1,G2

2 Tecumseh Enduro 16.5 4str-SI 12 lawn mower

3 Tecumseh Synergy 40 4str-SI 2.1 lawn mower

4 Toro 48 PC 4str-SI 2.9 lawn mower

5 Toro 48 TZ 2str-SI 2.6 lawn mower

6 Honda GCV 135 4str-SI 3.4 lawn mower

7 B & S 20 V-Twin 4str-SI 14.9 lawn mower, genset,

snow-removal equip.

8 B & S Intek Edge 60 4str-SI 3 lawn mower

9 Suzuki V 161 A 4str-SI 2.8 portable genset

f 1 Honda GX 22 4str-SI 0.74 trimmer G3

2 Husqvarna 235 R 2str-SI 1.3 trimmer

3 Stihl 026 C 2str-SI 2.6 chain saw

4 Husqvarna 246 Cat 2str-SI 2.3 chain saw

5 Ryobi Micro 4str-SI 0.56 trimmer

g 1 Honda GX 22 4str-SI 0.74 trimmer endur.

2 Husqvarna 235 R 2str-SI 1.3 trimmer run

3 Stihl 026 C 2str-SI 2.6 chain saw

4 Husqvarna 246 Cat 2str-SI 2.3 chain saw

5 Ryobi Micro 4str-SI 0.56 trimmer

Most of the engines were procured anonymously from dealers or users. That caused

big problems regarding the costs and the delivery dates. Some engines were no longer

produced or not available on the European market. One engine (f5) was procured

from the U.S.A. Some engines had to be removed from devices (fork lift truck,

generating sets, trimmer). Three engines (a1, a2, a5) could only be procured with the


help of the manufacturer. However, there were declarations from the quality or sales

management of the manufacturers that the engines were produced under normal

conditions without any preparation with respect to exhaust emission and with respect

to fuel consumption.

The engines were set going and adjusted according to the user’s manual. Then the

engines were run in between two and eight hours. Afterwards the maximum power was

checked. Complaints were made to the dealer if it had exceeded the usual power

tolerance. At the same time additional checks of the engine’s condition were done

regarding fuel consumption, air excess ratio lambda, spark angle, charge-air pressure

and compression pressure.

The emission tests were carried out with the following fuels:

- Diesel, low in sulphur, reference fuel: CEC RF-73-A-93

- Gasoline, unleaded premium: CEC RF-08-A-85

- Liquefied petroleum gas: as stated in paragraph 4.3

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The CO, HC, NOx and CO2 emissions of the engine categories “a“ and “c“ were

determined with the air and fuel flow method in accordance with ISO 8178-1. The


LPG-engines a1 and c5, where the emission measuring was carried out with diluted

exhaust gas in the CVS device, were exceptions.

The emissions of the engine categories “b“, “d+e“ and “f“ were carried out by the C-

balance method in accordance with SAE J 1088. The air and fuel flow method cannot

be used for small, quick-running engines, as the use of an air-flow meter would lead to

false exhaust-gas values.

For the engine categories “b“, “d+e“, “f“ and engine c2 the air ratio lambda was also

determined from the exhaust-gas analysis. The Brettschneider equation was used for

this. In Germany as well as in other European countries this equation is legally

required for the exhaust-gas analysis of motor vehicles in use.

A mini-tunnel device and a full-flow device were used for the analysis of the particulate

emission of the Diesel engines.

The power measuring was done in accordance with ISO 8178-1, paragraph 5.3 and

annex B. But there was a conscious deviation from the ISO 8178-1 in the following

point: air-cooled engines of the categories “b“, “d+e“ and “f“ were tested with the

engine’s blower. The power loss due to the blower could not be added to the measured

power. There are three reasons for that:

- The blower cannot be removed, or the removal would destroy the engine.

- Blowing with an external blower causes a false flow pattern.

- The characteristic curve of the blower is normally not known, therefore the

power dissipation cannot be mathematically determined.

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The specification of the test results is classified like the HQJLQH�FDWHJRULHV�³D³,�³E³,

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Within each engine category, the results are dealt with in the following order:

- Characteristics of the tested engines

- Test results regarding power, emissions and fuel consumption and on SI

engines also regarding the air excess ratio lambda

- Deviations of engine adjustment from the manufacturer’s specifications and

other faults of the procured engines

- Influence of the engine’s characteristics on emissions

- Comparison of the test results of the categories “b“, “d+e“ and “f“ with the results

of a former German UBA-project 1)

- Comparison of the test results with existing limit values for similar engines listed

in EC-directives for categories “a“ and “c“ and for the same engines in US-

legislation for categories “b“, “d+e“ and “f“

Engine category “g“ deals with endurance runs of the engines of category “f“.

Here, the results are dealt with in the following order:

- Endurance run programme

- Engines problems that developed

- Comparison of the test results regarding power, emissions, fuel consumption

and air excess ratio lambda before and after the endurance run

1) Within the limits of a project from the UBA / Umweltbundesamt, 26 small engines of categories “b“, “d+e“ and “f“ were already tested in 1995/1996.

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According to the programme five engines with a power output of from 27.5 kW to

140 kW were tested using test cycle D2 of ISO 8178-4 which is applicable for engines

of transportable generating sets with intermittent load.


The following table shows the technical characteristics of the five tested engines:

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Eng. WorkingPrinciple

RatedPower / Speed [ kW / rpm ]

FuelSystem

Air IntakeSystem

CoolingMedium

EngineDispl.[ cc ]

Cylinder /Valve

Config.

ExhaustAfter-

treatment

a1 4str-CI 27.5 / 3 000IDI

pump-nozzle-

unit

exhaust turbo-charger

withoutintercooling

water 1 222 4 / OHC no

a2 4str-CI 49 / 1 500DI

rotarypump


withoutintercooling

water 2 082 4 / OHV no

a3 4str-CI 67 / 1 500DI

rotarypump


withoutintercooling


a4 4str-CI 116 / 1 500DI

in-linepump

exhaust turbo-charger withwater-cooledintercooler


a5 4str-CI 140 / 1 500DI

pump-line-

nozzle

exhaust turbo-charger withair-cooledintercooler


The test results obtained from the tested engines are listed in the following table:

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Eng. PowerkW

COg / kWh

HCg / kWh

NOx

g / kWhParticulates

g / kWhCO2

g / kWhFuel Cons.

g / kWha1 24.7 2.5 0.44 5.4 0.70 1 552 370

a2 50.5 2.3 0.38 15.4 0.46 679 215

a3 66.4 1.0 0.64 18.4 0.19 651 214

a4 124.8 1.3 0.78 12.7 0.33 702 223

a5 147.8 0.8 0.18 8.6 0.06 639 200

By checking the engine setting of engine a1, deviations from the manufacturer’s

specifications in power (-10.2%) and in fuel consumption (-12.3%) were discovered.

The manufacturer was informed of the deviations. The deviations were caused by the

injection delivery, but no well defined instructions could be provided for that by the

German general dealer.

Engine a5 represents an engine with the most advanced technology (high-pressure

injection through an electronically controlled pump-line nozzle injection system and


exhaust-gas turbo-charging with air-cooled intercooler). Altogether it shows the lowest

emission values. Only the NOx values are undercut by the prechamber engine a1. But

engine a1 has got distinct disadvantages in particulate emission due to its small

displacement. An increase in the injection delivery would lead to an even greater rise in

the particulate emission.

The next table shows the comparison of the maximum and minimum emission values

with existing limit values within the regulations 97/68/EC and 88/77/EEC:

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TestResult

LimitDirective

TestCycle

COg / kWh

HCg / kWh

NOx

g / kWhParticulates

g / kWhMaximum - D2 2.5 0.78 18.4 0.70

Minimum - D2 0.8 0.18 5.4 0.06

- 97/68/EC 1) C1 5.0 - 6.5 1.3 9.2 0.54 - 0.85

- 88/77/EEC 2) 13-mode 4.0 1.1 7.0 0.15

1) Limits stage 1 for Diesel engines 37 - 560 kW2) Limits EURO II

The limit values of directive 97/68/EC are mainly related to Diesel engines for fork lift

trucks, construction equipment and agricultural equipment. There are limit values for

different performance classes stated in that directive.

The limit values of directive 88/77/EEC are related to Diesel engines for trucks and

busses.

The CO and HC emissions of the tested engines were far below these limit values.

Only engine a1 exceeded the particulate limit values of directive 97/68/EC. Three

engines (a2, a3, a4) exceeded the NOx limit values. However, the emissions cannot be

compared directly since they were tested according to different test cycles. In order to

compare the results directly additional tests with test cycle C1 would be necessary.

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According to the program five engines with a power output of from 6.6 kW to 18.4 kW

were tested using test cycle D2 of ISO 8178-4 which is applicable for the engines of

transportable generating sets with intermittent load.



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RatedPower/Speed [ kW / rpm ]

FuelSystem

Air IntakeSystem

CoolingMedium

EngineDispl.[ cc ]

Cylinder /Valve

Config.

ExhaustAfter-

treatment

b1 4str-SI 18.4 / 3 600down-

droughtcarburetter

naturallyaspirated

engineair 725 2 / OHV no

b2 4str-SI 6.6 / 3 600cross-

droughtcarburetter

naturallyaspirated

engineair 275 1 / OHC no

b3 4str-SI 6.6 / 3 600cross-

droughtcarburetter

naturallyaspirated


b4 4str-SI 9.6 / 3 600cross-

droughtcarburetter

naturallyaspirated


b5 4str-SI 8.3 / 3 000cross-

droughtcarburetter

naturallyaspirated


The rated speed was determined by the conditions under which the engine is used. It

was either set at 3 000 rpm (50 Hz) or at 3 600 rpm (60 Hz).


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Eng. PowerkW

COg / kWh

HCg / kWh

NOx

g / kWhCO2

g / kWhFuel Cons.

g / kWhLambda atmax. Power

b1 13.9 461 4.2 2.0 1 198 610 0.78

b2 6.2 499 8.7 1.9 782 502 0.78

b3 6.4 231 4.8 5.4 970 425 0.91

b4.1 7.3 592 5.5 1.3 1 002 614 0.75

b4.2 8.8 393 4.3 2.4 865 472 0.82

b5 8.4 396 3.2 1.8 760 409 0.80

The measured power of engines b1 and b4.1 was 24% below the power declared by

the manufacturer. No functional defects could be found on engine b1. This was

confirmed by the dealer after sending back the engine. Engine b4.1 had defects either

at the oil control ring or at the valve-stem sealing. Because the dealer demanded it, an

additional engine, b4.2, had to be tested. Its power deviation was -9%.

The emissions of each engine are quite different from each other. The CO emission is

directly related to the air excess ratio lambda.


The next table shows the comparison of test results between the EC- and UBA-project.

The UBA-project also only used four-stroke engines.

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Project Number ofEngines

Pe

kWCO

g / kWhHC

g / kWhNOx

g / kWhCO2

g / kWhFuel C.g / kWh

Lambda atmax. Power

EC 1) 5 8.5 419 5.1 2.5 930 505 0.82

UBA 1) 7 6.2 448 9.5 2.9 917 520 0.83

EC 1 2) 6.2 499 8.7 1.9 782 502 0.78

UBA 1 2) 6.2 473 6.3 1.9 812 497 0.83

1) Average values of engines tested2) Engines of same type

Only HC emission shows a deviation worth mentioning for the following reasons:

- The HC emission decreases with an increase in displacement and power.

The average power of the EC-engines is higher.

- One engine of the UBA-project is equipped with side valves. This unfavourable

shape of the combustion chamber caused an extremely high HC emission of up

to 11 g/kWh.

One engine type was tested in both projects. The test results correspond quite well to

each other.

Comparing the results from the EC-project with the US EPA-“Emission standards for

new non-road spark-ignition non-handheld engines at or below 19 kW“, class II

(displacement ≥ 225 cc), the following picture emerges:

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TestResult

US-Limit

COg/kWh

HCg/kWh

NOx

g/kWhHC + NOx

g/kWh Maximum 1) - 499 8.7 5.4 10.6

Minimum - 231 3.2 1.3 5.0

- Stage 1 (2000) 519 - - 13.4

Maximum * DF 2) 549 - - 14.8


Minimum * DF 2) 254 - - 7.0

- Stage 2 (2005) 610 - - 12.1

1) without engine b4.12) Deterioration factor: 1.1 for CO and 1.4 for HC+NOx

Except engine b4.1, all engines tested fulfilled the US EPA-stage-1 limit values. Three

engines tested fulfilled the US EPA-stage-2 limit values.

For the US EPA-stage-2 test, an endurance run has to be carried out. The emission

measurement has to be done after the end of this endurance run. Alternatively,

standardized deterioration factors can be applied. The table above made use of this

possibility.

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According to the programme three LPG-engines (liquefied petroleum gas) and two

gasoline engines with a power output of from 25 kW to 82.1 kW were tested using test

cycle C2 of ISO 8178-4 which is applicable for engines of fork lift trucks, material

handling equipment and agricultural equipment.

The following table shows the technical characteristics of the five engines tested:

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FuelSystem

Air IntakeSystem

CoolingMedium

EngineDispl.[ cc ]

Cylinder /Valve

Config.

ExhaustAfter-

treatment

c1 4str-SI 34 / 2 500LPG-

systemnaturallyaspirated

enginewater 1 998 4 / OHC

oxidationcatalyst

c2 4str-SI 25 / 2 300LPG-


enginewater 1 781 4 / OHC

oxidationcatalyst

c3 4str-SI 82.1 / 5 200gasoline

MPInaturallyaspirated

enginewater 2 200 4 / OHV

three-waycatalyst

c4 4str-SI 48.5 / 2 800gasoline

carburetternaturallyaspirated

enginewater 2 300 4 / OHV no

c5 4str-SI 42 / 2 400LPG-


enginewater 2 472 4 / OHV no


7HVW�UHVXOWV�IRU�FDWHJRU\�³F³�HQJLQHV�WHVWHG�DFFRUGLQJ�WR�,62�WHVW�F\FOH�&�

Engine PowerkW

COg/kWh

HCg/kWh

NOx

g/kWhCO2

g/kWhFuel C.g/kWh

Lambda atmax. Torque

c1 36.9 0.2 0.3 21.7 876 301 1.06

c2 1) 26.4 2.2 1.7 16.3 954 327 1.04

c4 49.1 93.1 4.9 9.1 912 343 0.86

c5 32.5 2.2 4.5 19.1 953 306 -

1) measured values in front of catalyst

At present no reference fuel for LPG has been defined. In accordance with ISO 8178

commercial LPG is to be used in this case. However, the composition of the gas has to

be analysed.

The following table contains the analysis data of the used LPG:

'DWD�RI�XVHG�OLTXHILHG�SHWUROHXP�JDV��/3*�

Gas Engine c1 Engine c2 Engine c5

Propane C3 H8 % Vol 79.0 - 80.0 99.5 95.6 - 97.1

Propene C3 H6 % Vol 16.3 - 16.9 - 0.09 - 1.24

Ethane C2 H6 % Vol 0.8 - 0.63 - 2.40

Butane C4 H10 % Vol 1.3 - 1.5 - 0.73 - 1.79

The LPG-engines c1 and c2 were optimally adjusted to each gas with the gas mixer.

The adjustment was done by controlling the CO emission as given by manufacturer.


The maximum power measured with the engine c1 was 8.5% higher than the rated

power. The maximum power of engine c5 was 23% below the rated power. A false

adjustment of the engine could not be found in either case. The installation of the LPG

system is done by the manufacturer of the fork lift trucks. This might be the reason

why the data on declared rated power is different from the power measured.

During the test of engine c2 a manufacturing defect in the catalyst system was

detected. Therefore only the emissions measured in front of the catalyst could be

included in the report. The test of engine c3 had to be cancelled. Due to defects in the

electronic control unit it was not possible to run the engine properly.

The LPG-engine with oxidation catalyst (c1) has got the lowest CO and HC emissions,

the conversion rate of the catalyst is 90% for CO and 82% for HC.

The CO emissions of the LPG-engines are at nearly the same level as the CO

emissions of the Diesel engines. The CO emission of the gasoline engine c4 is about

50 times higher than that of the LPG-engines without a catalyst (c2, c5). The main

reason seems to be that the gasoline engine c4 runs with a very rich air excess ratio

(Lambda=0.83-0.86 ; CO=5.8-6.6% Vol).

The specific fuel consumption of this engine is 8.3% higher than that stated by the

manufacturer.

In comparison with Diesel and gasoline engines the NOx emissions of the LPG-engines

are generally very high, higher than all other engine categories.

The next table shows a comparison of the maximum and minimum emission values

with existing limit values according to the regulation 97/68/EC:

&RPSDULVRQ�ZLWK�H[LVWLQJ�OLPLW�YDOXHV�RI�(&�UHJXODWLRQV

TestResult

Limit /Directive

TestCycle

COg/kWh

HCg/kWh

NOxg/kWh

Particulatesg/kWh

Maximum C2 93.1 4.9 21.7 -

Minimum C2 0.2 0.3 9.1 -

- 97/68/EC 1) C1 5.5 1.5 8.0 0.8

1) Limit values stage 2 for Diesel engines 18-37 kW

At present the limit values of directive 97/68/EC only concern Diesel engines. The CO

and HC limit values could be met by the LPG-engines even without a catalyst. The


gasoline engines would at least need an oxidation cytalyst for it. A main problem for

spark-ignition engines is to meet the NOx limit value without any exhaust

aftertreatment. It is only possible with a three-way catalyst. On the other hand, SI

engines produce almost no particulate emission.

Please note that measurements of CI and SI engines have to be carried out with

different test cycles (see notes in paragraph 4.1). So results obtained from different

test cycles cannot be compared directly.

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JDUGHQ�HTXLSPHQW��(QJLQH�FDWHJRU\�³G�H³��

According to the programme nine engines with a power output of from 2.1 kW to 12

kW were tested. For the heading “utility or lawn and garden equipment“, a division into

“intermediate speed applications“ (test cycle G1) and “rated speed applications“ (test

cycle G2) is often difficult. Therefore it was decided together with the commission to

put the categories “d“ and “e“ together to category “d+e“ and to test nine engines with

both test cycles G1 and G2.

The following table shows the technical characteristics of the eight four-stroke engines

and one two-stroke engine tested:

&KDUDFWHULVWLFV�RI�WKH�FDWHJRU\�³G�H³�HQJLQHV�WHVWHG



FuelSystem

Air IntakeSystem

CoolingMedium

EngineDispl.[ cc ]

Cylinder /Valve

Config.

ExhaustAfter-

treatment

d+e1 4str-SI 3.7 / 3 600cross-

droughtnaturallyaspirated air 206 1 / SV no


carburetter engine

d+e2 4str-SI 12 / 3 000cross-

droughtcarburetter

naturallyaspirated



droughtcarburetter

naturallyaspirated

engineair 172 1 / SV no


droughtcarburetter

naturallyaspirated



droughtcarburetter

naturallyaspirated

engineair 122 1 / - no


droughtcarburetter

naturallyaspirated


d+e7 4str-SI 14.9 / 3 600doublecross-

droughtcarburetter

naturallyaspirated

engineair 570 1 / OHV

TWCwithoutlambdaprobe

d+e8 4str-SI 3 / 2 800cross-

droughtcarburetter

naturallyaspirated



droughtcarburetter

naturallyaspirated


A constructive feature in this engine category is the arrangement of the crankshaft. All

of the lawn-mowers have got a vertical crankshaft. On the horizontal test bench these

engines were operated and measured with an angle gearbox and a torque measuring

cell between engine and gearbox.


7HVW�UHVXOWV�IRU�FDWHJRU\�³G�H³�HQJLQHV�WHVWHG�DFFRUGLQJ�WR�,62�WHVW�F\FOHV�*��DQG�*�

Engine TestCycle

PowerkW

Speedrpm

COg/kWh

HCg/kWh

NOx

g/kWhCO2

g/kWhFuel C.g/kWh

Lambda atmax. Power

d+e1 G1 3.0 3 060 217 7.0 9.2 1 341 573 0.82

G2 3.4 3 600 455 10.5 4.5 1 170 604 0.85

d+e2 G1 10.0 2 550 181 4.1 6.8 815 351 0.84

G2 11.0 3 000 217 6.2 4.9 865 386 0.79

d+e3 G1 1.6 2 550 338 16.8 6.8 1 518 662 0.87

G2 1.9 3 000 408 17.0 6.3 1 524 699 0.93

d+e4 G1 2.4 3 060 377 10.1 5.5 1 146 558 0.87

G2 2.8 3 600 385 11.3 6.2 1 141 562 0.88

d+e5 G1 2.1 2 550 432 136.9 0.6 1 141 710 0.90

G2 2.5 3 000 658 165.4 0.7 1 059 825 0.97

d+e6 G1 2.7 3 060 190 6.1 6.3 917 389 0.91

G2 3.2 3 600 197 5.0 5.8 949 402 0.93

d+e7 G1 11.8 3 060 158 1.9 3.0 1 062 415 0.85

G2 12.4 3 600 158 1.1 2.1 1 203 458 0.86


d+e8 G1 2.5 2 380 373 8.3 5.3 1 039 520 0.80

G2 3.0 2 800 384 8.5 4.6 1 037 526 0.80

d+e9 G1 2.5 2 550 342 14.5 5.4 937 479 0.91

G2 3.1 3 000 306 14.9 5.4 922 457 0.89

By checking the manufacturer’s specifications it was found that the actual power for

engine d+e7 was 17.1% less. Thereupon the ignition angle, lambda and the

compression pressure were checked. The measured values were within the usual

range. However, there was no concrete manufacturer’s information concerning that

difference.

The two-stroke engine d+e5 is characterized by high CO and HC emissions but low

NOx emissions. The engine with a catalyst (d+e7) has low emissions of all three gases

mentioned before. The conversion rates of the catalyst are 29-37% for CO, 42-63% for

HC and 44-46% for NOx.

The influence of the test cycles G1 and G2 on the emissions varies. It depends on the

emission characteristic of the engine. The mean of the nine engines emerges as

follows:

,QIOXHQFH�RI�WKH�WHVW�F\FOH�RQ�WKH�WHVW�UHVXOWV

TestCycle

PowerkW

COg/kWh

HCg/kWh

NOx

g/kWhCO2

g/kWhFuel C.g/kWh

Lambda atmax. Power

G1 4.3 290 22.9 5.4 1 102 513 0.86

G2 4.8 352 26.7 4.5 1 097 547 0.88

On an average, CO emissions were 21% higher, HC emissions were 17% higher and

NOx emissions were 17% lower with test cycle G2 than with test cycle G1.

As a part of the UBA project, there were nine four-stroke engines and one two-stroke

engine tested with test cycle G2. The next table shows the comparison of the test

results between the EC-project and the UBA-project:

&RPSDULVRQ�RI�WKH�WHVW�UHVXOWV�REWDLQHG�IURP�WHVW�F\FOH�*��ZLWK�WKH�8%$�SURMHFW


Pe

kWCO

g/kWhHC

g/kWhNOx

g/kWhCO2

g/kWhFuel C.g/kWh

Lambda atmax. Power

EC 9 1) 4.8 352 26.7 4.5 1 097 547 0.88


UBA 10 1) 5.0 435 27.8 3.0 987 603 0.83

EC 1 2) 3.4 455 10.5 4.5 1 170 604 0.85

UBA 1 2) 3.5 407 10.0 4.1 1 234 601 0.86

1) Average values of 9 and 10 engines respectively2) Engines of same type

The test results of both projects correspond quite well to each other. Only by

comparison of the two upper lines, the influence of lambda on CO and NOx emissions

and fuel consumption shows up. Engine d+e1 was tested in both projects. The test

results also correspond quite well to each other.

Comparing the results from the EC-project with the US EPA-“Emission standards for

new non-road spark-ignition non-handheld engines at or below 19 kW“ , class I

(displacement < 225 cc), the following picture emerges:

&RPSDULVRQ�ZLWK�WKH�H[LVWLQJ�OLPLW�YDOXHV�DFFRUGLQJ�WR�86�UXOHV

TestResult

US-Limit

COg/kWh

HCg/kWh

NOx

g/kWhHC + NOx

g/kWh Maximum

Four-Stroke Eng.- 455 17.0 9.2 23.6

MinimumFour-Stroke Eng.

- 197 5.0 4.5 10.8

Two-Stroke Eng. - 658 165.4 0.7 166.1

Stage 1 (2000) 519 - - 16.1

Maximum * DF 1) 501 - - 49.6

Minimum * DF 1) 217 - - 16.2

- Stage 2 (2007) 610 16.1

1) Deterioration factor for side valve engines: 1.1 for CO and 2.1 for HC+NOx

Deterioration factor for overhead valve engines: 1.1 for CO and 1.4 for HC+NOx

Seven of nine engines of category “d+e“ are classified in the US-engine class I

(displacement < 225 cc). All four-stroke engines fulfil the CO limit values of stage 1

and 2. Only two four-stroke engines fulfil the HC+NOx limit values of stage 1. None of


the four-stroke engines fulfil the HC+NOx limit values of stage 2. The emissions were

multiplied with the standardized deterioration factors to make them comparable with

the US-limit values.

The two-stroke engine does not fulfil any of the US-limit values.

�� 6SDUN�LJQLWLRQ�HQJLQHV��N:�IRU�KDQGKHOG�XWLOLW\�RU�ODZQ�DQG�

JDUGHQ�HTXLSPHQW��(QJLQH�FDWHJRU\�³I³��

In keeping with the programme, three two-stroke engines and two four-stroke engines

with a power output of from 0.5 kW to 2.3 kW were tested using test cycle G3 of ISO

8178-4 which is applicable for handheld utility or lawn and garden equipment.


&KDUDFWHULVWLFV�RI�WKH�FDWHJRU\�³I³�HQJLQHV�WHVWHG


RatedPower/Speed [ kW / rpm ]

FuelSystem

Air IntakeSystem

CoolingMedium

EngineDispl.[ cc ]

Cylinder /Valve

Config.

ExhaustAfter-

treatment

f1 4str-SI 0.7 / 7 000diaphragmcarburettor

with fuelpump

naturallyaspirated

engineair 22.2 1 / OHV no


with fuelpump

naturallyaspirated

engineair 36.3 1 / - oxidation

catalyst


with fuelpump

naturallyaspirated

engineair 48.7 1 / - oxidation

catalyst


with fuelpump

naturallyaspirated

engineair 46 1 / - oxidation

catalyst


with fuelpump

naturallyaspirated



The test results obtained from the engines are listed in the following table:

7HVW�UHVXOWV�IRU�FDWHJRU\�³I³�HQJLQHV�WHVWHG�DFFRUGLQJ�WR�,62�WHVW�F\FOH�*�

Eng. PowerkW

COg/kWh

HCg/kWh

NOx

g/kWhCO2

g/kWhFuel Cons.

g/kWhLambda atmax. Power

f1 0.7 42 16.6 6.0 1 092 381 1.05

f2 1.1 43 82.0 1.7 1 398 544 0.99

f3 2.3 225 49.1 1.9 1 147 522 0.81

f4 2.0 117 66.0 1.7 1 380 559 0.84

f5 0.5 223 27.5 3.4 1 217 521 0.92

The deviation of measured from declared power ranged between -3.6% and -14.8% on

these five engines.

Comparing the two- and four-stroke engines, the following picture emerges:

&RPSDULVRQ�RI�WKH�WHVW�UHVXOWV�RI�WZR�VWURNH�DQG�IRXU�VWURNH�HQJLQHV

Engine PowerkW

COg/kWh

HCg/kWh

NOx

g/kWhCO2

g/kWhFuel C.g/kWh

Lambda atmax. Power

Two-Stroke 1)

1.8 128 66 1.8 1 308 542 0.88

Four-Stroke 1)

0.6 133 23 4.7 1 155 451 0.99

1) Average values of three and two engines respectively

In spite of a catalyst, the two-stroke engines did not reach the HC values of the

four-stroke engines. Another disadvantage was their higher CO2 emissions and fuel

consumption, but they had the advantage of lower NOx emissions. The two-stroke

engines ran with a richer air excess ratio than the four-stroke engines.

The conversion rates of the catalysts are very different. They are obviously related

more to the construction of the catalyst than to the air excess ratio lambda.

&RQYHUVLRQ�UDWHV��&5��RI�WKH�FDWDO\VWV�RI�WKH�WZR�VWURNH�HQJLQHV

Engine CR-CO [%] CR-HC [%] Lambda

f2 28 6 0.99

f3 34 58 0.81

f4 59 50 0.84


Altogether it can be stated that the emissions of the engine category “f“ are

characterized by the working principle “Two-stroke engine+catalyst“. This can be seen

by comparing them with the engine categories “b“ and “d+e“. Consequently the CO

and NOx emissions of category “f“ are lower and the HC emission is higher than the

other spark-ignition engines < 20 kW.

As a part of the UBA-project, 12 two-stroke engines were tested according to test cycle

G3, but only one of them with a catalyst. The next table shows the comparison of the

test results of the EC-project and the UBA-project:

&RPSDULVRQ�RI�WKH�WHVW�UHVXOWV�REWDLQHG�IURP�WHVW�F\FOH�*��ZLWK�WKH�8%$�SURMHFW


Pe

kWCO

g/kWhHC

g/kWhNOx

g/kWhCO2

g/kWhFuel C.g/kWh

Lambda atmax. Power

EC 5 1) 1.3 130 48 2.9 1 247 505 0.92

UBA 12 1) 1.8 408 167 1.1 991 711 0.88

1) Average values of 5 and 12 engines respectively

The results of the UBA /EC-projects are characterized by the different combination of

the engine programmes (two-stroke, four-stroke, catalyst).

Comparing the results of the EC-project with the US EPA-limit values for stage 1 for

handheld engines class IV (displacement 20 - 50 cc), the following picture emerges:

&RPSDULVRQ�ZLWK�WKH�H[LVWLQJ�OLPLW�YDOXHV�DFFRUGLQJ�WR�86�UXOHV

Test Result US-Limit

COg/kWh

HCg/kWh

NOx

g/kWhMaximum 225 82 6.0

Minimum 42 28 1.7

Stage 1 (2000) 805 241 5.36

The measured emissions were far below the US EPA-limit values. Only one emission

rate of one engine (NOx = 6,0 g/kWh) exceeded the limit value.


There are already proposals for the US EPA-limit values of stage 2, but they do not yet

appear in the federal register. The emission deterioration during an endurance run has

to be considered in this engine category too.

��(QGXUDQFH�UXQ��(QJLQH�FDWHJRU\�³J³��

The 100 h endurance run was done with the engines of category “f“. There is no

standardized method for endurance runs at present. Therefore a programme was

chosen oriented around the weighting factors of test cycle G3 of ISO 8178-4:

- Initial measuring (f1 to f5)

- Test cycle: 9 minutes full-load at rated speed, 1 minute idle

- Number of test cycles: 600

- Final measuring

During the test cycle the torque, speed, oil temperature (only on four-stroke engines),

spark-plug gasket temperature (only on two-stroke engines) and intake-air temperature

were recorded. The service for the engines like oil change, control of the air cleaner

and spark plug was done according to the manufacturer’s information.

Engine g1 finished the endurance run without any problems.

During the regular service, dirty air cleaners were found in engines g2 and g3 after half

of the endurance run. The foam-plastics air cleaners were cleaned according to the

manufacturer’s specifications.

After a short run of 21 hours the running characteristics and power of engine g3

changed rapidly. It was caused by a defective simmer shaft seal of the crankshaft seal.


After changing the simmer shaft seal, the technical parameters were attained again

and the endurance run could be continued.

Leaks appeared several times in the exhaust system of engine g3 between the 61st

and 80th hour of the endurance run. After several repairs the upper shell of the

exhaust system was replaced with a new one.

The centrifugal clutch of engine g4 loosened from the crankshaft at the beginning of

the endurance run. After fixing the clutch according to the manufacturer’s

spaecifications, the endurance run could be finished without further technical

problems.

The centrifugal clutch of engine g5 also showed damage after 4 and 20 hours of the

endurance run. That was caused by a broken holding spring.

The endurance run had to be cancelled after 64 hours as a distinct power loss of 60%

appeared. The reason for it was found in a defective crankshaft bearing. The final

measuring was actually done but it became evident that the results were not usable.

The test results of engines g1 to g4 measured after the 100 h endurance run are listed

in the following table:

7HVW�UHVXOWV�IRU�FDWHJRU\�³J³�HQJLQHV�WHVWHG�DFFRUGLQJ�WR�,62�WHVW�F\FOH�*��

Eng. PowerkW

COg/kWh

HCg/kWh

NOx

g/kWhCO2

g/kWhFuel Cons.

g/kWhLambda atmax. Power

g1 0.7 25 20.9 8.3 1 129 389 1.08

g2 1.1 56 84.2 2.1 1 422 560 0.95

g3 2.1 412 91.0 0.6 907 581 0.72

g4 2.0 313 61.3 0.4 1 019 537 0.78

The next table contains the changes in power, emissions and fuel consumption after

the endurance run. The following definition is valid for it:

[ ]change % 100 test result after endurance run

test result before endurance run*= −

1

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Engine Power%

CO%

HC%

NOx

%CO2

%Fuel C.

%Lambda

%g1 0 - 40 26 38 3 2 3

g2 0 - 30 3 24 2 3 - 4

g3 - 9 83 85 - 68 - 21 11 - 11

g4 0 168 - 7 - 76 - 26 - 4 - 7

The engine’s power remained the same with one exception.

The emissions of the engines were quite different after a longer running time than in a

new condition. Certain tendencies could not be found. The average changes were

+60% for CO, +27% for HC and -21% for NOx.

The two-stroke engines show an overlapping of changes on the engine with the aging

of the catalyst.

The next table shows the conversion rates of the catalysts before and after the

endurance run:

&RQYHUVLRQ�UDWHV�RI�WKH�FDWDO\VWV�EHIRUH�DQG�DIWHU�WKH�HQGXUDQFH�UXQ

Engine CR-CO [%] CR-HC [%]before after before after

g2 28 25 6 7

g3 34 1 58 28

g4 59 0 50 43

In order to observe the deviations continuously, it would be useful to measure the

emissions every 25 running hours.

A further problem seems to be the engines’ mounting on the test bench. The engine

has to be fixed safely. But then the position and the vibration characteristics of

engines are very often quite different than in the handheld operation of a chain saw or

a trimmer. There is no doubt about its influence on the carburettor’s function and the

emission. Therefore auxiliary tests were necessary.

Industrial experts proposed to “dynamize“ the endurance run in order to obtain a

better adaptation to real use. Both cycle times had to be shortened, e.g. to 36 seconds

full-load at rated speed and 4 seconds idle.


��&RQFOXVLRQV

The emission results found in 34 tests on 29 engines represent the state-of-the-art of

engines to be installed in non-road mobile machinery.

The data could be used to judge proposals for limit values from a technical point of

view within the EC. The following standards and directives should be considered for

the development of legal regulations:

- ISO 8178 Reciprocating internal combustion engines,

Exhaust emission measurement

Part 1: Test-bed measurement of gaseous and particulate exhaust

emissions

Part 4: Test cycles for different engine applications

Part 5: Test fuels

- Directive 97/68/EC Emissions of gaseous and particulate pollutants from

internal combustion engines to be installed in non-road

mobile machinery

- SAE J 1088 Test procedure for the measurement of gaseous exhaust

emissions from small utility engines

- Federal Register 01.07.1998 US EPA-Emission Standards for new non-road

spark-ignition engines at or below 19 kW, stage 1

- Federal Register 30.03.1999 US EPA-Emission Standards for new non-road

spark-ignition non-handheld engines at or below 19 kW,

stage 2


The following additional tests are proposed for the development of legal regulations:

a) Testing of Diesel engines of category “a“ in accordance with ISO-test cycle C1 as

well as D2 to compare them with the limit values of directive 97/68/EC

b) Testing of different fuels for CI engines with respect to emission

- Reference fuel: CEC-73-A-93, sulphur concentration 0.03 - 0.05%

(directive 88/77/EEC)

- Non-road mobile machinery reference fuel according to directive 97/68/EC,

annex IV, sulphur concentration 0.1 - 0.2%

- Alternative fuel: RME (rape-oil methyl ester)

c) Particulate emission testing of Diesel engines by both admitted methods

according to directive 97/68/EC, and determination of the correlation

- Single filter method

- Multiple filter method

- Different particle devices (minitunnel, full-flow tunnel, microtunnel)

d) Emission testing of Diesel engines after the starting phase (below the engine’s

working temperature)

e) Development and carrying out of an effective procedure for particulate emission

testing within a defined range of particle size

- 0.01 - 0.3 µm in diameter

- 0.3 - 10 µm in diameter

- > 10 µm in diameter

f) Investigation of the influence of the gas composition on emissions of LPG-engines

with respect to reference fuels provided for automotive engines

- Reference gas A: C3 content 48 - 52%


C4 content 48 - 52%

- Reference gas B: C3 content 83 - 87%

C4 content 13 - 17%

g) Investigation of advanced technology to reduce the NOx emissions of LPG-

engines, especially of three-way catalysts

h) Investigation of the influence of the engine’s blower on power and emissions for

engines of categories “b“, “d+e“ and “f“ (see also notes under paragraph 3)

i) Investigation of test methods for engines of categories “f“ and “g“ to bring the test

results closer to results in real use

- Recording of non-stationary operating cycles when working with chain saws,

trimmers and vibration rammers

- Testing of a “dynamic“ endurance run cycle with settings within the range of

seconds

- Emission testing of a chain saw with respect to different angles of the engine

relative to the horizontal position

- Emission testing depending on the hardness and softness of mountings

j) Emission testing of Diesel engines with power below 18 kW

k) Analysis of unlimited pollutants, especially the carcinogenic ones like benzol,

with help of the mass spectronomy

(PLVVLRQ�7HVWLQJ�RI�(QJLQHV�RI�1RQ�5RDG�0RELOH�0DFKLQHU\ ��20 Aug 1999EC DG XI/3 Service Contract B4-3040

7DEOH�RI�VXPPHU\�RI�WHVW�UHVXOWVServ.Contr.

Test engine Test results according ISO-8178-4

eng.-categ. /no.

manufacturer type workingprincip.

valve capacitycm3

cyl remark testcycle

power

kW

speedr.p.m.

COg/kWh

HCg/kWh

NOx

g/kWhPT

g/kWhCO2

g/kWhfuel con.g/kWh

test report no.1411/../ date

D 1 Lombardini LDW1204/T FOCS 4str.-CI OHC 1222 4 D2 24.7 3000 2.53 0.44 5.43 0.7 1252 370 01/ 23.06.992 VM D 704 LT 4str.-CI OHV 2082 4 D2 50.5 1500 2.32 0.38 15.41 0.46 679 215 02/ 28.06.993 John Deere 4045 T 4str.-CI OHV 4500 4 D2 66.4 1500 1.01 0.64 18.42 0.19 651 214 03/ 22.04.994 Volvo TDW 610 G 4str.-CI OHV 5480 6 D2 124.8 1500 1.25 0.78 12.70 0.33 702 223 04/ 21.06.995 Daimler Benz OM 906 LA 4str.-CI OHV 6370 6 D2 147.8 1500 0.82 0.18 8.61 0.064 639 200 05/ 27.05.99

E 1 Kohler CH 25 S 4str.-SI OHV 725 2 D2 13.9 3600 461.1 4.2 2.0 / 1198.0 610.1 06/ 08.11.982 ACME ACT 280 4str.-SI OHC 275 1 D2 6.2 3600 498.7 8.7 1.9 / 782.4 502.3 07/ 23.09.983 Honda GX 270 4str.-SI OHV 270 1 D2 6.4 3600 230.6 4.8 5.4 / 970.4 424.7 08/ 23.09.98

4.1 Kubota GH 400 4str.-SI OHV 389 1 D2 7.3 3600 592.0 5.5 1.3 / 1002.0 614.4 9.1/ 17.11.984.2 Kubota GH 400 4str.-SI OHV 389 1 D2 8.8 3600 393.1 4.3 2.4 / 865.2 471.6 9.2/ 22.12.985 Mitsubishi Meiki GM 401 PN 4str. SI OHV 391 1 D2 8.4 3000 396.4 3.2 1.8 / 759.8 409.2 10/ 20.04.99

F 1 Renault F 3 R-264 4str.-SI OHC 1998 4 LPG,Cat

C2 36.9 2500 0.2 0.3 21.7 / 876 301 11/ 21.05.99

2 VW ADF 026.2 4str.-SI OHC 1781 4 LPG C2 26.4 2300 2.2 1.7 16.3 / 954 327 12/ 10.06.993 GM 2.2 L (MPFI) 4str.-SI OHV 2200 4 defect C2 / / / / / / / / /4 Ford LRG 423 4str.-SI OHV 2300 4 gasoline C2 49.1 2800 93.1 4.9 9.1 / 912 343 14/ 04.02.995 Nissan H 25 4str.-SI OHV 2472 4 LPG C2 32.5 2400 2.2 4.5 19.1 / 953 306 15/ 04.02.99

G�H 1 B & S 1334 4str.-SI SV 206 1 G1 3.0 3060 217.4 7.0 9.2 / 1341.4 537.3G2 3.4 3600 454.5 10.5 4.5 / 1170.0 604.2 16/ 03.06.98

2 Tecumseh Enduro 16.5 4str.-SI OHV 490 1 G1 10.0 2550 181.4 4.1 6.8 / 815.1 350.7G2 11.0 3000 217.2 6.2 4.9 / 864.8 386.3 17/ 05.01.99

3 Tecumseh Synergy 40 4str.-SI SV 172 1 G1 1.6 2550 338.1 16.8 6.8 / 1517.7 662.4G2 1.9 3000 408.1 17.0 6.3 / 1523.8 699.2 18/ 06.06.98

4 Toro 48 PC 4str.-SI OHV 141 1 G1 2.4 3060 376.6 10.1 5.5 / 1145.8 557.6G2 2.8 3600 384.9 11.3 6.2 / 1141.3 561.5 19/ 16.11.98

5 Toro 48 TZ 2str.-SI / 121,6 1 G1 2.1 2550 431.7 136.9 0.6 / 1140.7 710.1G2 2.5 3000 658.0 165.4 0.7 / 1059.4 825.2 20/ 07.06.98

6 Honda GCV 135 4str.-SI OHV 135 1 G1 2.7 3060 189.8 6.1 6.3 / 917.0 388.9G2 3.2 3600 196.7 5.0 5.8 / 949.2 401.5 21/ 04.11.98

7 B & S 20 V-Twin 4str.-SI OHV 570 2 Cat. G1 11.8 3060 158.3 1.9 3.0 / 1061.8 414.8G2 12.4 3600 157.9 1.1 2.1 / 1202.9 458.2 22/ 21.05.99

8 B & S Intek Edge 60 4str.-SI OHV 189 1 G1 2.5 2380 372.6 8.3 5.3 / 1039.2 520.3G2 3.0 2800 384.4 8.5 4.6 / 1037.0 525.5 23/ 28.07.98

9 Suzuki V 161 A 4str.-SI OHV 162 1 G1 2.5 2550 341.9 14.5 5.4 / 936.7 478.9G2 3.1 3000 306.3 14.9 5.4 / 921.7 457.0 24/ 25.10.98

Abgasprüfstelle

Berlin-Adlershof GmbH Annex 1.1

(PLVVLRQ�7HVWLQJ�RI�(QJLQHV�RI�1RQ�5RDG�0RELOH�0DFKLQHU\ ��20 Aug 1999EC DG XI/3 Service Contract B4-3040

7DEOH�RI�VXPPHU\�RI�WHVW�UHVXOWV

Serv.Contr.

Test engine Test results according ISO-8178-4

eng.-categ. /no.

manufacturer type workingprincip.

valve capacitycm3

cyl remark testcycle

power

kW

speedr.p.m.

COg/kWh

HCg/kWh

NOx

g/kWhPT

g/kWhCO2

g/kWhfuel con.g/kWh

test report no.1411/../ date

f 1 Honda GX 22 4str.-SI. OHV 22.2 1 G3 0.7 7000 41.9 16.6 6.0 / 1091.9 381.3 25/ 29.10.982 Husqvarna 235 R 2str.-SI / 36.3 1 Cat. G3 1.1 9000 42.9 82.0 1.7 / 1397.9 543.5 26/ 17.07.983 Stihl 026 C 2str.-SI / 48.7 1 Cat. G3 2.3 9500 224.5 49.1 1.9 / 1147.1 521.6 27/ 31.07.984 Husqvarna 246 Cat 2str.-SI / 46 1 Cat. G3 2.0 9300 117.2 66.0 1.7 / 1379.6 558.6 28/ 22.09.985 Ryobi Micro 4str.-SI OHV 26 1 G3 0.5 7000 222.5 27.5 3.4 / 1216.7 521.0 29/ 16.11.98

g 1 Honda GX 22 4str.-SI OHV 22.2 1 G3 0.7 7000 24.6 20.9 8.3 / 1128.7 388.6 30/ 29.12.982 Husqvarna 235 R 2str.-SI / 36.3 1 Cat. G3 1.1 9000 56.1 84.2 2.1 / 1422.3 560.0 31/ 25.10.983 Stihl 026 C 2str.-SI / 48.7 1 Cat. G3 2.1 9500 412.0 91.0 0.6 / 907.1 580.8 32/ 17.11.984 Husqvarna 246 Cat 2str.-SI / 46 1 Cat. G3 2.0 9300 312.5 61.3 0.4 / 1019.2 537.2 33/ 15.12.985 Ryobi Micro 4str.-SI OHV 26 1 defect G3 / / / / / / / / 34/ 31.12.98

6XPPDU\�RI�7HVW�5HVXOWVAverage values of engine categories "a" to "f"

aa b c d+e f a b c d+e f a b c d+e f a b c d+e f a b c d+e f a b c d+e f

Power [kW]

CO[g/kWh]

HC[g/kWh]

NOx

[g/kWh] CO2

[g/kWh]

Fuel Cons. [g/kWh]

AbgasprüfstelleBerlin-Adlershof GmbH 1999-06-28

Engine category

Annex 2

82.8

8.5

36.2

4.6

1.3 1.6

419

24.4

321

130

0.49

5.1

2.9

24.8

48

12.11

2.5

16.6

5.0

2.9

787

930 924

1099

1247

244

505

319

530505

(QJLQH�FDWHJRU\��D�� - Test cycle D2 "Constant speed, generating sets"Compression ignited engines

power range 24.7 - 147.8 kW, speed range 1 500 - 3 000 r.p.m.

VAR1

a

0

20

40

60

80

00

20

40

1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5

Engine No.


Power [kW]

CO[g/kWh]

HC[g/kWh]

NOx

[g/kWh] CO2

[g/kWh]Fuel Cons. [g/kWh]

Particulates [g/kWh]

Annex 3

66,4

147.8

2.32

0.78 18.42

8.61

24.7

50.5

124.8

0.44

0.38

2.53

1.01

0.64

0.18

5.43

1.25

0.82

15.41

12.70

0.70

0.46

0.19

0.33

0.064

1252

679

651 702

639

370

215

214 223

200

(QJLQH�FDWHJRU\��E��- Test cycle D2 "Constant speed, generating sets"Spark ignited engines, power range 6,2 - 13,9 kW, speed 3000 and 3600 r.p.m.

a

VAR1

a

0

20

40

60

80

100

120

140

x yEngine No.


HC[g/kWh]

NOx

[g/kWh] CO2


Lambdaat max power

Annex 4

1 2 3 41 42 5 1 2 3 41 42 5 1 2 3 41 42 5 1 2 3 41 42 5 1 2 3 41 42 5 1 2 3 41 42 5 1 2 3 41 42 5

CO[g/kWh]

13,9

6,2

6,4

7,3

8,88,5

Power [kW]

461499

231

592

393

336

4,2

8,7

4,85,5

4,3

3,2

2,0

1,9

5,4

1,3

2,4

1,8

1198

782

9701002

865

760

610

502

425

614

472

409

0,78

0,91

0,75

0,82

0,80

(QJLQH�FDWHJRU\��F��- Test cycle C2 "Off-road vehicles, industrial equ."Spark ignited engines

power range 26.4 - 49.1 kW, speed range 2 300 - 2 800 r.p.m.

VAR1

a1 2 4 5 1 2 4 5 1 2 4 5 1 2 4 5 1 2 4 5 1 2 4 5 1 2 4 5

Engine No.


HC[g/kWh]

NOx

[g/kWh] CO2


Lambdaat max torque

Annex 5

CO[g/kWh]

Power [kW]

36.9

49.1

32,5

0,2

93,1

2,20,3

4,9 21,7

9,1

19,1876

954953

301

343

306

1,06

0,86

26.4

2.2

1.7

4.5

16.3

912327

1.04

(QJLQH�FDWHJRU\��G��H��- Test cycle G1+G2"Utility, lawn and garden, non hand-held"

Spark ignited engines, power range 1,6 - 12,4 kW, speed range 2380 - 3600 r.p.m.

VAR1

a

0

20

40

60

80

100

120

140

Engine No.

AbgasprüfstelleBerlin-Adlershof GmbH 1999-05-15 Annex 6.1

1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9

Power [kW]

CO[g/kWh]

3,03,4

10,0

11

1,6 1,9

2,42,8

2,12,5

2,73,2

2,53,0

2,53,1

217

455

181217

338

408377 385

432

658

190 197

373384

342306

G1 G211,8

12,4

158 158



VAR1

a

0

20

40

60

80

100

120

140

Engine No.


1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9

HC[g/kWh]

NOx

[g/kWh]

G1 G2

7,010,5

4,1 6,2

16,8 17,0

10,1

11,3

136,9

165,4

6,1

5,0

8,3 8,5 14,5

14,9

9,2

4,5

6,8

4,9

6,8

6,35,5

6,2

0,6 0,7

6,3

5,8

5,3

4,6

5,4 5,4

1,9 1,1

3,0

2,1



VAR1

a

0

20

40

60

80

100

120

140

Engine No.


1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9

CO2

[g/kWh]

G2G1

Fuel Cons. [g/kWh]

1341

1170

815865

1518 1524

11461141 1141

1059

917949

10391037

937922

537604

351

386

662

699

558 562

710

825

389

402

520526

479457

1062

1203

415

458

(QJLQH�FDWHJRU\��I�� - Test cycle G3 "Utility, lawn and garden, hand-held"Spark ignited engines, power range 0,5 - 2,3 kW, speed range 7000 - 9500 r.p.m.

a

VAR1

a

0

20

40

60

80

100

120

140

1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5

Engine No.


Power [kW]

CO[g/kWh]

HC[g/kWh]

NOx

[g/kWh] CO2


Lambdaat max power

Annex 7

0,7

1,1

2,3

2,0

0,542

225

117

223

17

82

49

66

28

6,0

1,7

1,9

1,7

3,4

1092

1398

1147

1380

1217

381

544522

559

521

1,05

0,99

0,81

0,840,92

43

(QJLQH�FDWHJRU\��J�� - Test cycle G3 after Endurance Run (100 h)Engines like category " f "

Change of test results [%] refering to state before endurance run

VAR1

a

-100

0

100

200

1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5

Engine No.


Power

CO HC NOx CO2 Lambdaat max. power

Annex 8

Fuel Cons.

0

-9

0

-41

+31

+84

+167

+26

+3

+85

-7

+38

+24

-68-76

+3+2

-21-26

+2+3 +11

-4

+3

-4-11

-7

0

&RPSDULVRQ�RI�7ZR�VWURNH�DQG�)RXU�VWURNH�HQJLQHVEngine category " f " , Test cycle G3

Average values of 3 Two-stroke and 2 Four-stroke engines

VAR1

a

0

20

40

60

80

100

120

140

160

180

01

23

45

67

89

1011

1213

1415

1617

1819

2021

2223

2425

2627

2829

3031

3233

34

AbgasprüfstelleBerlin-Adlershof GmbH 1999-05-15 Annex 9

2-st

roke

4-st

roke

Power [kW]

CO[g/kWh]

HC[g/kWh]

NOx[g/kWh]

CO2


Lambdaat max. power

1,8

0,6

128133 66

23

1,8

4,7

1308

1155

542

451

0,88

0,992-

stro

ke

4-st

roke

2-st

roke

4-st

roke 2-st

roke

4-st

roke

2-st

roke

4-st

roke 2-st

roke

4-st

roke 2-

stro

ke 4-st

roke

&RQYHUVLRQ�UDWH�RI�&DWDO\VWVEngines d + e7 (Test cycle G1 and G2) and f2, f3, f4 respectively g2, g3, g4

(Test cycle G3, before and after endurance)

a

VAR1

a

29

37

2825

34

1

59

0

42

63

6 7

58

28

50

43 4446

0

20

40

60

80

100


Conversion rate [%]

d + e7 f2 g2 f3 g3 f4 g4

CO HC NOx

d + e7 f2 g2 f3 g3 f4 g4 d + e7

Engine No.

Annex 10

G1

G2

befo

re e

. r.

afte

r e.

r.

G1

G2

befo

re e

. r.

afte

r e.

r.

befo

re e

. r.

afte

r e.

r.

befo

re e

. r.

afte

r e.

r.

befo

re e

. r.

afte

r e.

r.

befo

re e

. r.

afte

r e.

r. G1 G

2

&DOFXODWLRQ�RI�(PLVVLRQV��$LU�DQG�)XHO�)ORZ�0HWKRG

(PLVVLRQV�>J�K@�

CO = 0,00125 x CO [ppm] x VEXH’

HC = 0,000618 x HC [ppm C1] x VEXH’’

NOx = 0,00205 x NOx corr [ppm] x VEXH’’

CO2 = 0,00198 x CO2 [ppm] x VEXH’

([KDXVW�JDV�YROXPH�IORZ��>P��K@�

V ’ 2,696 p’

273 t x V [m / h] FFD x G [kg / h]EXH AIR

3Fuel=

+−

V ’’ 2,696 p’’

273 t x V [m / h] FFW x G [kg / h]EXH AIR

3Fuel=

++

p’ dry atmospheric pressure [kPa]

p’’ wet atmospheric pressure [kPa]

t inlet air temperature [°C]

)XHO�VSHFLILF�IDFWRUV�IRU�H[KDXVW�IORZ�FDOFXODWLRQ�

)XHO ))' )):

Gasoline CEC RF-08-A-85 0,7196 0,7011

Diesel CEC RF-73-A-93 0,7740 0,7558

LPG/Propane 1,025 1,007

LPG/Propane-Butane (50 : 50) 0,999 0,981


&DOFXODWLRQ�RI�(PLVVLRQV��&�%DODQFH�0HWKRG

(PLVVLRQV�>J�K@�

CO 2,02 CO" [% Vol]G [g / h]TC [% Vol]

Fuel= × ×

HC 1x10 x C H " [ppm] x 3 G [g / h]TC [%Vol]

43 8

Fuel= −

NO 3,315 10 NO " [ppm] KHG [g / h]TC [% Vol]

x4

xFuel= × × × ×−

CO 3,175 CO " [% Vol]G [g / h]TC [% Vol]2 2

Fuel= × ×

7RWDO�RI�FDUERQ�FRPSRXQGV�

TC CO " CO" C H " 3 102 3 84= + + × × −

'U\�ZHW�FRUUHFWLRQ�RI�&2�DQG�&2��FRQFHQWUDWLRQV

CO" K CO’= ×

CO " K CO ’2 2= ×

( )K1

1 0,00925 CO’ CO ’ 0,01H2 2

=+ + −

( )H

0,925 CO’ CO’ CO ’

CO’+ 3 CO ’2

2

2

=+

for four-stroke engines

H 02 = for two-stroke engines

12[�KXPLGLW\�FRUUHFWLRQ�IDFWRU

( )KH1

1 0,0182 H 10,71=

− −for four-stroke engines

KH = 1 for two-stroke engines


&DOFXODWLRQ�RI�/DPEGD0HWKRG�E\�%UHWWVFKQHLGHU

[ ] [ ]( )

[ ] [ ] [ ]( )λ =

+ + ++

−

+

+ −

+

[CO ] [CO] / 2 [O ]1,7261

4 x

3,53,5 [CO] / [CO ]

0,0088 x CO CO

11,7261

40,0088 x CO CO x HC

2 22

2

2

All concentrations in % Vol


2ULJLQ�RI�WKH�HQJLQHV

(QJLQH &RPSDQ\ 6WDWXV

a1 Lombardini Motoren GmbH Frankfurt/Main general agency for Germany

a2 VM Motori Cento (I) engine manufacturer

a3 Anlagen- und Antriebstechnik Nordhausen manufacturer of generating sets

a4 Kanzlivius Berlin authorized dealer of Volvo-Penta

a5 Dieselmotorische Antriebe Bremen manufacturer of generating sets

b1 Ricona Helmut Mataré GmbH Dietzenbach general agency of Kohler for Germany

b2 Hemprich Motorgeräte GmbH Berlin dealer

b3 Karg OHG Münchsmünster dealer

b4 Motoren- und Diesel- Vertriebs GmbHDitzingen

general agency of Kubotafor Germany

b5 de Wild BV Roosendaal (NL) dealer

c1 TRAFÖ Wustermark dealer of fork-lift trucks

c2 Linde AG Aschaffenburg manufacturer of fork-lift trucks

c4 Sauer & Sohn Dieburg dealer of engines

c5 Meyer GmbH Berlin dealer of fork-lift trucks

d+e1 to 5

Hemprich Motorgeräte GmbH Berlin dealer

d+e6 Karg OHG Münchsmünster dealer

d+e7 Engine: Hemprich Motorgeräte GmbH BerlinExhaust + Catalyst: Elektrolux Motor GmbH

Gochsheim

dealergeneral agency of Husqvarna

for Germany

d+e8 Hemprich Motorgeräte GmbH Berlin dealer

d+e9 Baumaschinen- und Gerätevertriebs-GmbHSchöneiche

dealer

f1 Fritz Bugel GmbH Berlin dealer

f2 Schulz und Sohn GbR Gosen dealer

f3 Hemprich Motorgeräte GmbH Berlin dealer

f4 Schulz und Sohn GbR Gosen dealer

f5 Ryobi Outdoor Products, Inc.Chandler Arizona (USA)

general agency for U.S.A.

Abgasprüfstelle

&RPSDULVRQ�RI�SRZHU�DQG�IXHO�FRQVXPSWLRQ�ZLWK�PDQXIDFWXUHU�V�VSHFLILFDWLRQV�DQG�DGGLWLRQDO�FKHFNV�DQG�VHWWLQJV

Abgasprüfstelle Annex 15Berlin-Adlershof GmbH 1999-07-20

HQJLQH VSHHG SRZHU IXHO�FRQVXPSWLRQ VSHFLILF�IXHO�FRQVXPSWLRQ FKHFNV��VHWWLQJV

manufac.specifi-cation

measuring

value

deviation manufac.specifi-cation

measuring

value

deviation manufac.specifi-cation

measuring

value

deviation

r.p.m. kW kW % kg/h kg/h % g/kWh g/kWh %a 1 3000 27.50 24.70 - 10.2 8.1 7.1 - 12.3 295 287 - 2.7 speed at zero load adjusted to 3180 r.p.m. 2 1500 49.00 50.50 + 3.1 11.0 10.7 - 2.7 225 212 - 5.8 3 1500 67.00 66.40 - 0.9 14.1 14.2 + 0.7 210 214 + 1.9 intake depression / exhaust back pressure adjusted 4 1500 116.00 124.80 + 7.6 25.3 27.5 + 8.7 218 220 + 0.9 intake depression / exhaust back pressure adjusted 5 1500 140.00 147.80 + 5.6 28.8 31.2 + 8.3 206 211 + 2.4b 1 3600 18.40 13.94 - 24.2 1) 6.3 1) 452 idle adjusted, compression pressure (11,9 / 12 bar) and ignition

point (10° before DC) measured 2 3600 6.60 6.24 - 5.5 2.2 2.3 + 4.5 329 373 + 13.4 3 3600 6.60 6.37 - 3.5 2.1 2.0 - 4.8 313 309 - 1.3 4.1 3600 9.60 7.26 - 24.4 3.0 3.2 + 6.6 312 443 + 42.0 air-cleaner oil-wetted, new air-cleaner used 4.2 3600 9.60 8.75 - 8.9 3.0 3.1 + 3.3 312 357 + 14.4 air-cleaner oil-wetted, new air-cleaner used,

compression pressure (7,5 bar) measured 5 3000 8.30 8.38 + 1.0 2.5 2.9 + 16,0 305 345 + 13.1c 1 2500 34.00 36.90 + 8.5 1) 8.6 1) 232 ignition point checked, CO adjusted 2 2300 25.00 26.40 + 5.6 1) 6.5 1) 245 ignition point and CO adjusted 4 2800 48.50 49.10 + 1.2 14.6 16.0 + 9.6 301 326 + 8.3 idle at carburettor adjusted 5 2400 42.00 32.50 - 22.6 idle at mixer adjusted, attempt of power increase without

successd+e 1 3600 3.70 3.41 - 7.8 1) 1.5 1) 435 idle speed adjusted 2 3000 12.00 10.95 - 8.8 1) 3.5 1) 320 3 3000 2.10 1.91 - 9.0 1) 0.8 1) 442 4 3600 2.90 2.77 - 4.5 1) 1.1 1) 401 speed adjusted according to manual 5 3000 2.60 2.45 - 5.8 1) 1.4 1) 581 6 3600 3.40 3.21 - 5.6 1.1 1.0 - 9.1 313 298 - 4.8 7 3600 14.90 12.35 - 17.1 1) 4.5 1) 363 idle mixture adjusted according to manual, compression

pressure(10,5 bar) and ignition point (25° / 27° before DC) measured

8 2800 3.00 3.03 + 1.0 1) 1.2 1) 394 9 3000 2.80 3.06 + 9.3 1) 1.0 1) 336f 1 7000 0.74 0.67 - 9.5 0.3 0.3 0.0 340 372 + 9.4 2 9000 1.30 1.12 - 13.8 1) 0.6 1) 521 idle speed and maximum speed checked 3 9500 2.60 2.29 - 11.9 1) 1.2 1) 528 idle speed, maximum speed and ignition checked 4 9300 2.30 1.96 - 14.8 1) 1.1 1) 547 idle speed and maximum speed checked 5 7000 0.56 0.54 - 3.6 1) 0.3 1) 507

&RPSDULVRQ�RI�SRZHU�DQG�IXHO�FRQVXPSWLRQ�ZLWK�PDQXIDFWXUHU�V�VSHFLILFDWLRQV�DQG�DGGLWLRQDO�FKHFNV�DQG�VHWWLQJV

Abgasprüfstelle Annex 15Berlin-Adlershof GmbH 1999-07-20

1) no manufacturer´s specification

$EJDVSU�IVWHOOH%HUOLQ�$GOHUVKRI�*PE+�� $QQH[��

7HVW�EHQFKHV�DQG�PHDVXULQJ�GHYLFHV

WHVW�EHQFK��PHDVXULQJ�GHYLFH PDQXIDFWXUHU��W\SH��VSHFLILFDWLRQ

test benches direct-current brake Siemens LPA - 14 kW

eddy-current brake Zöllner A - 100 AC 18 kW

direct-current brake Siemens LPA - 50 kW



exhaust-gas analysers Horiba Mexa - 9400 D

Horiba Mexa - 9130

(CO, HC, NOx, CO2, O2)

special FID JUM 109 A (HC 0 - 100 000 ppm)

CVS device Horiba CVS-9300

KTI

particle device minitunnel Nova

full-flow tunnel Horiba CVS-9300

smoke meter AVL - 415

fuel consumption

measuring device

AVL - 714 (gravimetric)

Flowtronic 206 / 207 (volumetric)

electronic scales for LPG-bottles

air-flow meter rotary piston gas meter Gaselan

Test Report No. 1411/01-99from 23.06.99 page 1/2Lombardini LDW 1204/TB2 FOCS

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery engines)Engine category a 1

________________________________________________________________________

(PLVVLRQ�WHVWLQJ�RI�HQJLQHV�WR�EH�LQVWDOOHG�LQ�QRQ�URDG�PRELOH�PDFKLQHU\

Engine category: D�� Test Engine: /RPEDUGLQL�/':��7%��)2&6

�� 7HVW�5HVXOWV�'�� FDOFXODWHG�DFFRUGLQJ�WR�,62��

COg/kWh

HCg/kWh

NOx

g/kWhParticulates

g/kWhCO2

g/kWhfuel consumption

g/kWh

Test cycle '� 2,53 0,44 5,43 0,696 1252 370

�� 5HVXOWV�REWDLQHG�DFFRUGLQJ�WR�,62��

mode number 1 2 3 4 5

speed r.p.m. 2 856 3 039 3 107 3 155 3 179

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,3 0,3 0,1

power kW 24,7 18,8 12,3 6,0 2,7

CO-emission g/h 24,4 22,7 26,7 34,0 45,1

HC-emission g/h 3,26 3,17 4,29 6,43 9,24

NOx -emission g/h 101,7 91,4 68,6 40,2 29,0

PT-emission g/h 11,58 7,79 8,17 7,44 9,30

CO2-emission g/h 23 791 19 422 14 848 10 861 8 825

fuel consumpt. g/h 7 088 5 786 4 317 3 145 2 890

exh. gas temp. °C 455 354 280 229 199

�� 'D\�RI�7HVW��7HVW�&RQGLWLRQV��)XHO�DQG�/XEULFDQW

day of test: 22.06.99

barometric pressure:/ air humidity:/ air temperature: 101,6 kPa / 29 ÷ 33 % / 28 ÷ 30 °C

maximum power: 24,7 kW at 2856 r.p.m..

charge-air pressure at maximum power: 90,5 kPa

charge-air temperature at maximum power: 120 °C

intake depression at maximum power: 1,26 kPa

exhaust back pressure at maximum power: 3,19 kPa

oil temperature at maximum power: 110 °C

maximum filter smoke number 1,65

reference fuel:

lubricant:

CEC RF-73-A-93, diesel fuel

SAE 15 W-40 Agip SB

Test Report No. 1411/01-99 Service Contract B 4-3040/97/000497/MAR/D3

Abgasprüfstelle Berlin-AdlershofRudower Chaussee 6, Geb. 17.16D - 12489 Berlin

Tel: 030 / 6392 3600Fax: 030 / 6392 3601

Test Laboratory according to DIN EN 45001 andDIN EN ISO 9001 (DAR-Reg.-Nr. KBA-P 00013-95)

C.O.Dipl.--Ing.W. MierschTest-Ing. R. Hennig

from 23.06.99 page 2/2Lombardini LDW 1204/TB2 FOCS

Lot 1 (Non road mobile machinery engines)Engine category a 1

________________________________________________________________________


�� (QJLQH�VSHFLILFDWLRQ

manufacturer: Lombardini

manufacturer’s type: LDW 1204/TB2 FOCS

number of engine: 4256620

number of cylinders: 4

working principle: compression ignition, four-stroke

injection principle: indirect injection, prechamber, pump nozzle units

pressure charging system exhaust turbocharger without intercooling

valve arrangement: OHC

cooling system: water cooling

cylinder capacity: 1,222 dm3

stroke/bore: 75 mm / 72 mm

rated power: 27,5 kW at 3000 r.p.m.

injection pump, make/type: Lombardini 272-4

pressure charger, make/type: Lombardini TD025-03C

Test engine /RPEDUGLQL�/':��7%��)2&6 at engine test bench

Test Report No. 1411/02-99from 28.06.99 page 1/2VM D 704 LT


___________________________________________________________________________


Engine category: D�� Test Engine: 90�'��/7


COg/kWh

HCg/kWh

NOx

g/kWhParticulates

g/kWhCO2


g/kWh

Test cycle '� 2,32 0,38 15,41 0,462 679 215



speed r.p.m. 1512 1522 1527 1507 1492

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,3 0,3 0,1

power kW 50,5 39,0 25,8 12,2 5,8

CO-emission g/h 523,8 69,1 20,8 16,8 15,8

HC-emission g/h 11,8 11,7 9,8 7,4 6,6

NOx -emission g/h 725 721 361 136 76

PT-emission g/h 31,9 15,1 14,0 4,6 2,5

CO2-emission g/h 33 670 25 388 17 100 9 157 5 520

O2-content g/h 9 422 16 287 20 978 24 534 26 519

fuel consumpt. g/h 10 700 7 800 5 400 2 800 2 600

exh. gas temp. °C 563 450 345 230 164


day of test: 24.06 99

barometric pressure:/ air humidity:/ air temperature: 102.1 kPa / 21 ÷ 26 % / 25 ÷ 30 °C


charge-air pressure at maximum power: 93,98 kPa






reference fuel:

lubricant:


Castrol GTX3 SAE 15 W-40


Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. H. Heidemann

Test Report No. 1411/02-99from 28.06.99 page 2/2VM D 704 LT


___________________________________________________________________________



manufacturer: VM Motori S.p.A.

manufacturer’s type: D 704 LT

number of engine: 22 B 05913



injection principle: direct injection, external rotary pump, mechanical governor

pressure charging system exhaust turbocharger without intercooler

valve arrangement: OHV




rated power: 49 kW at 1500 r.p.m.

injection pump, make/type: STANADYNE 23 107

pressure charger, make/type: Schwitzer S1

Test engine90�'��/7 at engine test bench

Test Report No. 1411/03-99from 22.04.99 page 1/2John Deere 4045 T


___________________________________________________________________________


Engine category: D�� Test Engine: -RKQ�'HHUH��7


COg/kWh

HCg/kWh

NOx

g/kWhParticulates

g/kWhCO2


g/kWh

Test cycle '� 1,01 0,64 18,42 0,19 651 214



speed r.p.m. 1500 1500 1500 1500 1500

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,3 0,3 0,1

power kW 66,44 50,27 32,83 16,49 6,60

CO-emission g/h 298,2 7,7 9,0 29,7 32,0

HC-emission g/h 19,5 19,2 23,1 17,2 20,5

NOx -emission g/h 1140 1141 581 175 84,8

PT-emission g/h 27,84 4,56 4,91 5,41 3,88

CO2-emission g/h 41 285 30 473 20 834 12 370 7 469

O2-content g/h 16 733 23 078 31 988 38 565 43 638

fuel consumpt. g/h 14 200 10 400 6 500 3 900 2 700

exh. gas temp. °C 607 491 332 244 173



barometric pressure:/ air humidity:/ air temperature: 102,8 kPa / 9 ÷ 14 % / 15 ÷ 25 °C


charge-air pressure at maximum power: 39 kPa





reference fuel:

lubricant:


SAE 15 W-40


Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/03-99from 22.04..99 page 2/2John Deere 4045 T


___________________________________________________________________________



manufacturer: John Deere

manufacturer’s type: 4045 T

number of engine: CD 4045 T 151 891



injection principle: direct injection, rotary injection pump, mechanical governor

pressure charging system exhaust turbocharger without intercooler






injection pump, make/type: Lukas DES 1065

pressure charger, make/type: Garrett T 300-02

Test engine -RKQ�'HHUH��7 at engine test bench

Test Report No. 1411/04-99from 21.06.99 page 1/2Volvo TWD 610 G


___________________________________________________________________________


Engine category: D�� Test Engine: 9ROYR�7:'��*


COg/kWh

HCg/kWh

NOx

g/kWhParticulates

g/kWhCO2


g/kWh

Test cycle '� 1,25 0,78 12,70 0,334 702 223



speed r.p.m. 1462 1500 1523 1540 1551

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,3 0,3 0,1

power kW 124,8 94,1 63,4 35,7 12,7

CO-emission g/h 361,5 109,9 27,1 43,4 93,8

HC-emission g/h 25,1 31,5 47,6 65,0 42,7

NOx -emission g/h 1244 1139 890 464 186

PT-emission g/h 70,91 25,43 9,10 22,49 9,17

CO2-emission g/h 86 606 63 763 43 605 26 570 13 587

O2-content g/h 25 549 25 755 28 273 34 403 43 062

fuel consumpt. g/h 27 464 20 223 13 809 8 440 4 298

exh. gas temp. °C 618 570 469 347 231





charge-air temperature at maximum power 85 °C





reference fuel:

lubricant:


SAE 15 W-40



Tel: 030 / 6392 3600Fax: 030 / 6392 3601



from 21.06.99 page 2/2Volvo TWD 610 G


___________________________________________________________________________



manufacturer: AB Volvo Penta

manufacturer’s type: TWD 610 G 868 304

number of engine: 2 061 15 22 32



injection principle: direct injection, in-line pump, mechanical governor

pressure charging system exhaust turbocharger with intercooler air/water




stroke/bore: 120 mm / 98,43 mm


injection pump, make/type: Bosch RSV 650...750MW4A311-S

pressure charger, make/type: Schwitzer S2

Test engine9ROYR�7:'��* at engine test bench

Test Report No. 1411/05-99from 27.05.99 page 1/2DB OM 906 LA


___________________________________________________________________________


Engine category: D�� Test Engine: 'DLPOHU�%HQ]�20��/$


COg/kWh

HCg/kWh

NOx

g/kWhParticulates

g/kWhCO2


g/kWh

Test cycle '� 0,82 0,18 8,61 0,064 639 200



speed r.p.m. 1500 1500 1500 1500 1500

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,3 0,3 0,1

power kW 147,8 113,4 75,6 33,3 15,3

CO-emission g/h 47,9 106,7 53,8 28,9 36,0

HC-emission g/h 7,7 7,2 11,2 15,6 24,1

NOx -emission g/h 1285 1029 627 261 146

PT-emission g/h 3,83 3,62 3,96 6,33 3,26

CO2-emission g/h 99 853 68 559 46 760 23 559 14 536

O2-content g/h 66 987 55 547 49 359 53 319 59 776

fuel consumpt. g/h 31 200 21 500 14 700 7 400 4 500

exh. gas temp. °C 460 417 373 252 180










reference fuel:

lubricant:


Shell Myrinea 30 SAE 10 W-30



Tel: 030 / 6392 3600Fax: 030 / 6392 3601



from 27.05.99 page 2/2DB OM 906 LA


___________________________________________________________________________



manufacturer: Daimler Benz

manufacturer’s type: OM 906 LA

number of engine: 909. 920 - 00 - 0547 10



injection principle: direct injection, pump- line- nozzle, electronic control

pressure charging system exhaust turbocharger with intercooler



cylinder capacity: 6, 37 dm3



injection pump, make/type: pump- line- nozzle injection system

pressure charger, make/type: KKK 7510 14 84 0026

Test engine '%�20��/$ at engine test bench

Test Report No. 1411/06-98from 08.11.98 page 1/2Kohler CH 25 S

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery engines)Engine category b 1

___________________________________________________________________________


Engine category: E�� Test Engine: .RKOHU�&+��6


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle '�� 461,1 4,2 2,0 1198,0 610,1


mode points 1 2 3 4 5

speed r.p.m. 3600 3600 3600 3600 3600

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,30 0,30 0,10

power kW 13,94 10,39 6,95 3,47 1,36

CO-emission g/h 5653,3 3050,5 3486,4 2366,0 2221,8

HC-emission g/h 47,2 29,1 30,4 22,9 21,6

NOx -emission g/h 19,02 27,16 9,75 7,43 4,63

CO2-emission g/h 10964,6 10653,1 7213,5 6555,2 5125,6

O2-content g/h 0 0 5,1 0 0

fuelconsumption g/h 6302 4896 4030 3260 2737exh. gas temp. °C 737 737 695 687 658

lambda(Brettschneider)

- 0,78 0,85 0,79 0,82 0,80



barometric pressure: 101,0 kPa

air humidity: 25 %

air temperature: 20 °C

exhaust gas temperature at maximum power: 737 °C


reference fuel:

lubricant:

CEC RF-08-A-85 , unleaded premium gasoline

SAE 10 W-40 DEA Garant X 1


Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. H. Hennig

Test Report No. 1411/06-98from 08.11.98 page 2/2Kohler CH 25 S


___________________________________________________________________________



manufacturer: Kohler

manufacturers type: CH 25 S

no. of engine: 28 222 14041


working principle: four - stroke

ignition: spark - ignition ( electronic CD )


cylinder capacity: 725 cm3


rated power: 18,4 kW

rated speed: 3600 r.p.m. 1)

fuel / fuel feed system: petrol / downdraught carburettor

make/type: Keihin 490 ME

system of cooling: air cooling with fan wheel

air cleaner: dry air cleaner (pre-cleaner and cartridge)

exhaust system original exhaust system

device for recycling crankcase gases: yes, return to air cleaner

engine output shaft: horizontal 1) engine rated speed correspond to user manual

Test engine .RKOHU�&+��6 at engine test bench

Test Report No. 1411/07-98from 23.09.98 page 1/2ACME ACT 280


___________________________________________________________________________


Engine category: E�� Test Engine: $&0(��$&7��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle '�� 498,7 8,7 1,9 782,4 502,3



speed r.p.m. 3600 3600 3600 3600 3600

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,30 0,30 0,10

power kW 6,24 4,74 3,11 1,53 0,59

CO-emission g/h 2117,4 1856,9 1479,1 1215,5 916,4

HC-emission g/h 27,5 24,0 20,3 31,3 28,5

NOx -emission g/h 15,77 9,52 5,09 2,30 1,48

CO2-emission g/h 3988,5 3126,9 2354,9 1617,2 1338,0

O2-content g/h 32,4 23,7 34,0 45,2 62,9



- 0,78 0,76 0,76 0,72 0,74




air humidity: 48 %




reference fuel:

lubricant:


SAE 15 W-40 Castrol GTX 3 PROTEC


Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. H. Schulz

Test Report No. 1411/07-98from 23.09.98 page 2/2ACME ACT 280


___________________________________________________________________________



manufacturer: ACME

manufacturer’s type: ACT 280

no. of engine: 11799



ignition: spark - ignition




rated power: 6,0 kW / 6,6 kW

rated speed: 3000 r.p.m. / 3600 r.p.m.

fuel / fuel feed system: petrol / horizontal carburettor

make/type: Dell´orto FHBC 25 20 R 7830





engine output shaft: horizontal

Test engine $&0(��$&7��

Test Report No. 1411/08-98from 23.09.98 page 1/2Honda GX 270


___________________________________________________________________________


Engine category: E�� Test Engine: +RQGD�*;��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle '�� 230,6 4,8 5,4 970,4 424,7



speed r.p.m. 3600 3600 3600 3600 3600

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,30 0,30 0,10

power kW 6,37 4,82 3,12 1,51 0,62

CO-emission g/h 803,1 1008,4 566,5 580,5 495,4

HC-emission g/h 20,4 17,4 13,2 12,9 11,4

NOx -emission g/h 56,42 25,52 18,34 4,08 2,08

CO2-emission g/h 4929,5 3762,2 3029,2 2084,3 1654,6

O2-content g/h 57,3 46,4 56,7 64,2 60,3



- 0,91 0,86 0,90 0,87 0,86




air humidity: 43 %




reference fuel:

lubricant:




Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/08-98from 23.09.98 page 2/2Honda GX 270


___________________________________________________________________________



manufacturer: Honda

manufacturer’s type: GX 270

no. of engine: GCAB - 1347678







rated power: 6,6 kW

rated speed: 3600 r.p.m.


make/type: Keihin / 21 A / MC






Test engine +RQGD�*;�� at engine test bench

Test Report No. 1411/09.1-98from 17.11.98 page 1/2Kubota GH 400

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery engines)Engine category b 4.1

___________________________________________________________________________


Engine category: E�� Test Engine: .XERWD��*+��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle '�� 592,0 5,5 1,3 1002,0 614,4



speed r.p.m. 3600 3600 3600 3600 3600

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,30 0,30 0,10

power kW 7,26 5,47 3,59 1,78 0,73

CO-emission g/h 3182,7 3034,7 2078,7 1213,4 1160,0

HC-emission g/h 24,1 24,2 19,4 14,1 14,0

NOx -emission g/h 9,70 5,44 4,44 3,18 2,17

CO2-emission g/h 5136,3 4089,5 3402,1 2910,3 2483,3

O2-content g/h 0 0 36,1 122,7 186,0



- 0,75 0,73 0,76 0,83 0,83




air humidity: 26 %




reference fuel:

lubricant:


SAE 10 W-40


Tel: 030 / 6392 3600Fax: 030 / 6392 3601





___________________________________________________________________________



manufacturer: Kubota

manufacturer’s type: GH 400

number of engine: A 13660



ignition: spark - ignition ( electronic ignition )




rated power: 9,6 kW



make/type: Mikuni V811 126193






Test engine �.XERWD��*+�� at engine test bench



___________________________________________________________________________


Engine category: E�� Test Engine: .XERWD��*+��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle '�� 393,1 4,3 2,4 865,2 471,6



speed r.p.m. 3600 3600 3600 3600 3600

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,30 0,30 0,10

power kW 8,75 6,56 4,34 2,16 0,85

CO-emission g/h 2374,0 2340,5 1379,1 1195,7 1402,2

HC-emission g/h 19,6 19,1 16,2 15,7 23,0

NOx -emission g/h 30,55 14,43 11,80 2,90 1,34

CO2-emission g/h 6111,9 4566,1 3725,5 2666,4 1934,0

O2-content g/h 0 0 0 6,2 21,0

fuelconsumption g/h 3121 2617 1873 1448 1327exh. gas temp. °C - - - - -


- 0,82 0,78 0,82 0,80 0,73




air humidity: 13 %


exhaust gas temperature at maximum power: -


reference fuel:

lubricant:


SAE 10 W-40


Tel: 030 / 6392 3600Fax: 030 / 6392 3601





___________________________________________________________________________



manufacturer: Kubota

manufacturer’s type: GH 400




ignition: spark - ignition ( electronic ignition )




rated power: 9,6 kW



make/type: Mikuni V471 121826






Test engine �.XERWD��*+�� at engine test bench

Test Report No. 1411/10-99from 20.04.99 page 1/2Mitsubishi GM 401 PN


___________________________________________________________________________


Engine category: E�� Test Engine: 0LWVXELVKL�*0��31


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle '�� 336,4 3,2 1,8 759,8 409,2



speed r.p.m. 3000 3000 3000 3000 3000

torque % 100 75 50 25 10

weightingfactor

- 0,05 0,25 0,30 0,30 0,10

power kW 8,38 6,27 4,17 2,11 0,84

CO-emission g/h 2429,5 2026,8 1381,1 710,0 748,9

HC-emission g/h 18,1 15,7 12,4 9,3 14,1

NOx -emission g/h 19,11 11,40 7,88 3,38 1,07

CO2-emission g/h 5287,9 4035,2 3069,4 2214,1 1464,8

O2-content g/h 0 0 0 0 0



- 0,80 0,78 0,80 0,84 0,77




air humidity: 26 %




reference fuel:

lubricant:


SAE 10 W-40


Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/10-99from 20.04.99 page 2/2Mitsubishi GM 401 PN


___________________________________________________________________________



manufacturer: Mitsubishi

manufacturer’s type: GM 401 PN




ignition: breakerless ignition type, flywheel magneto




rated power: 9,6 kW



make/type: Mikuni U711 E401AB


air cleaner: dual filter type




Test engine 0LWVXELVKL�*0��31 at engine test bench

Test Report No. 1411/11-99from 21.05.99 page 1/2Renault F3R 264

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery engines)Engine category c 1

___________________________________________________________________________


Engine category: F�� Test Engine: 5HQDXOW�)�5��LPG fuelled

�� 7HVW�5HVXOWV�&�� FDOFXODWHG�DFFRUGLQJ�,62��

COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle &� 0,2 0,3 21,7 876 301


mode number 1 2 3 4 5 6 7

speed r.p.m. 2500 1600 1600 1600 1600 1600 1000

torque % 25 100 75 50 25 10 0

weighting fact. - 0,06 0,02 0,05 0,32 0,3 0,1 0,15

power kW 9,43 24,23 18,24 12,21 6,10 2,45 2,12

CO-emission g/h 3,23 5,64 4,63 3,49 2,19 1,58 1,18

HC-emission g/h 1,99 2,49 3,63 3,09 2,22 0,89 2,06

NOx -emission g/h 203,0 544,5 523,4 292,8 112,7 15,3 8,84

CO2-emission g/h 9236 16323 12733 9433 6057 4357 2979

O2-content g/h 1677 729 1565 1467 934 684 625

fuel cons. g/h 3280 5350 4330 3210 2070 1500 1090exh. gas temp. °C 514 600 561 507 447 422 341Lambda/air fuel method

1,098 1,059 1,091 1,121 1,112 1,105 1,086


day of test: 20.05.1999


air humidity: 53 %


maximum power: 36,9 kW/2500 r.p.m.



reference fuel:

lubricant:

liquified petroleum gas, propane : 80 %, propene : 16,5 %

SAE 15 W-40, Shell Rimula TX


Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. E. Becker

Test Report No. 1411/11-99from 21.05.99 page 2/2Renault F3R 264


___________________________________________________________________________



manufacturer: Renault

manufacturer’s type: F3R 264

number of engine: B 002294


working principle: positive ignition four-stroke

ignition: mechanical ignation system




rated power: 34 kW


fuel / fuel feed system: IMPCO / vaporizer

make/type: model K

system of cooling: water cooling with fan wheel

air cleaner: dry air cleaner

exhaust system original exhaust system with oxidation catalyst


Test engine 5HQDXOW�)�5�� at engine test bench

Test Report No. 1411/12-99from 10.06.99 page 1/2VW ADF 026.2


___________________________________________________________________________


Engine category: F�� Test Engine: 9:�$')��LPG fuelled


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle &� 2,2 1,7 16,3 954 327



speed r.p.m. 2300 1600 1600 1600 1600 1600 1000

torque % 25 100 75 50 25 10 0

weighting fact. - 0,06 0,02 0,05 0,32 0,3 0,1 0,15

power kW 6,65 19,44 14,87 9,87 4,93 1,98 1,56

CO-emission g/h 23,77 16,37 16,64 15,36 14,74 13,62 6,95

HC-emission g/h 9,28 20,10 21,47 14,09 9,80 7,32 7,48

NOx -emission g/h 46,09 478,41 364,61 194,05 44,51 6,65 5,01

CO2-emission g/h 7771 14089 11071 8165 5428 3829 2462

O2-content g/h 1018 702 1497 1053 697 550 347

fuel cons. g/h 2910 4610 3730 2890 1700 1350 910exh. gas temp. °C 410 514 473 432 380 342 271lambda/ -(Brettschneider)

1,10 1,04 1,11 1,10 1,10 1,11 1,11


day of test: 08.06.1999


air humidity: 60 ÷ 62 %

air temperature: 21 ÷ 22 °C




reference fuel:

lubricant:

liquified petroleum gas, propane content 99,5 %

SAE 0 W-30, TL 52 713


Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. E. Becker

Test Report No. 1411/12-99from 10.06.99 page 2/2VW ADF 026.2


___________________________________________________________________________



manufacturer: VW

manufacturer’s type: ADF 026.2



working principle: spark ignition, four-stroke

ignition: transistor ignition system



stroke/bore: 86,4 mm / 81,0 mm

rated power: 25 kW


fuel / fuel feed system: IMPCO / vaporizer

make/type: model K

system of cooling: water cooling with electrical fan


exhaust system original exhaust system, probe in front of catalyst

device for recycling crankcase gases: yes, return to intake air system

Test engine 9:�$')�� at engine test bench

Test Report No. 1411/14-98from 04.02.99 page 1/2Ford LRG 423


___________________________________________________________________________


Engine category: F�� Test Engine: )RUG�/5*��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle &� 93,1 4,9 9,1 912 343



speed r.p.m. 2800 2100 2100 2100 2100 2100 750

torque % 25 100 75 50 25 10 0

weightingfactor

- 0,06 0,02 0,05 0,32 0,3 0,1 0,15

power kW 12,30 33,53 25,10 16,70 8,33 3,20 1,00

CO-emission g/h 610 6860 439 625 1057 1834 838

HC-emission g/h 44 132 47 58 55 61 33

NOx -emission g/h 125 73 299 186 53 6 1

CO2-emission g/h 13149 20012 19534 14051 8485 4752 2193

O2-content g/h 397 331 1158 611 178 81 41

exh. gas temp. °C 740 798 787 708 622 554 445lambda(ISO 8178)

- 1,01 0,86 1,06 1,02 0,94 0,83 0,83




air humidity: 21 %


maximum power: 49,1 kW/2800 r.p.m..



reference fuel:

lubricant:

CEC RF-08-A-85, unleaded premium gasoline

SAE 15 W-40 Castrol GTX 5 Lightec



Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. R. Kiewitt

from 04.02.99 page 2/2Ford LRG 423

Lot 1 (Non road mobile machinery engines)Engine category c 4

___________________________________________________________________________



manufacturer: Ford

manufacturer’s type: LRG




ignition: electronoc ignation system



stroke/bore: 79,5 mm / 96 mm



fuel / fuel feed system: petro / carburettor

make/type: Holley 1 V / E6JLEA / A1419



exhaust system stationary exhaust system


Test engine )RUG�/5*�� at engine test bench

Test Report No. 1411/15-98from 04.02.99 page 1/2Nissan H25


___________________________________________________________________________


Engine category: F�� Test Engine: 1LVVDQ�+��LPG - fuelled


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle &� 2,2 4,5 19,1 953 306



speed r.p.m. 2400 1600 1600 1600 1600 1600 850

torque % 25 100 75 50 25 10 0

weightingfactor

- 0,06 0,02 0,05 0,32 0,3 0,1 0,15

power kW 7,57 26,80 20,47 13,73 6,83 2,70 0,20

CO-emission g/h 26,17 37,63 17,67 16,30 17,43 20,07 23,40

HC-emission g/h 11,57 26,77 24,30 19,47 14,03 16,67 163,53

NOx -emission g/h 167,18 560,33 456,76 315,65 71,42 3,33 0,37

CO2-emission g/h 9469 20504 16012 11676 6867 4864 1873

O2-content g/h 74008 61565 65225 70134 75698 78484 82718

exh. gas temp. °C 580 694 635 572 509 497 351




air humidity: 13 %





reference fuel:

lubricant:

liquified petroleum gas, propane content: 96 - 97 %



Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. R. Kiewitt

Test Report No. 1411/15-98from 04.02.99 page 2/2Nissan H25


___________________________________________________________________________



manufacturer: Nissan

manufacturer’s type: H25

number of engine: KL5375X



ignition: mechanical ignation system




rated power: 42 kW


fuel / fuel feed system: LING / vaporizer

make/type: Nikki 268078 FB 18503Y





Test engine 1LVVDQ�+�� at engine test bench

Test Report No. 1411/16-98from 03.06.98 page 1/2Briggs & Stratton 1334

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery engines)Engine category d + e 1

__________________________________________________________________________


Engine category: G��H�� Test Engine: %ULJJV��6WUDWWRQ ��

�� 7HVW�5HVXOWV�*��*�� FDOFXODWHG�DFFRUGLQJ�WR�,62��

COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 217,4 7,0 9,2 1341,4 537,3

Test cycle *�� 454,5 10,5 4,5 1170,0 604,2


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3599 3597 3598 3600 3597 3061 3063 3063 3063 3059 1468

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 3,41 2,45 1,69 0,84 0,32 3,04 2,18 1,43 0,80 0,23 0

CO-emission g/h 1036,6 1011,8 848,1 470,0 376,5 954,8 432,5 254,5 160,4 72,5 13,8

HC-emission g/h 19,0 17,5 19,7 13,0 12,4 17,6 11,6 8,7 7,3 4,8 14,3

NOx -emission g/h 36,45 9,60 3,76 2,03 1,21 31,46 21,66 11,36 7,26 1,03 0,31

CO2-emission g/h 3017,5 2346,9 1778,2 1505,4 1314,6 2575,7 2295,8 1861,0 1712,0 1156,4 529,9

O2 - content g/h 121,1 106,1 106,3 102,0 106,9 11,3 8,8 6,8 54,6 109,7 151,5

fuelconsumption g/h 1483 1258 1000 720 613 1302 949 721 626 405 188exh. gas temp. °C 712 657 614 598 597 664 640 610 605 591 380


- 0,85 0,82 0,81 0,87 0,89 0,82 0,89 0,91 0,96 1,03 1,15


day of test: 09. - 10.04.98


air humidity: 38 %




reference fuel:

lubricant:





Tel: 030 / 6392 3600Fax: 030 / 6392 3601



from 03.06.98 page 2/2Briggs & Stratton 1334

Lot 1 (Non road mobile machinery engines)Engine category d + e 1

__________________________________________________________________________



manufacturer: Briggs & Stratton

manufacturer’s type: model 1334

no. of engine: 970508YB



ignition: spark - ignition (electronic system)

valve arrangement: SV


stroke/bore: 61,9/65,1 mm

rated power: 3,7 kW



make/type: Briggs & Stratton No. 7475/0246



exhaust system: original exhaust system (original equipment)

divice for recycling crankcase gases: yes , return to air cleaner


Test engine %ULJJV��6WUDWWRQ�� at engine test bench

Test Report No. 1411/17-99from 05.01.99 page 1/2Tecumseh Enduro 16.5


___________________________________________________________________________


Engine category: G��H�� Test Engine: 7HFXPVHK�(QGXUR��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 181,4 4,1 6,8 815,1 350,7

Test cycle *�� 217,2 6,2 4,9 864,8 386,3


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3000 3000 3000 3000 3000 2550 2550 2550 2550 2550 1480

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 10,95 7,51 5,54 2,96 1,14 9,96 7,50 4,88 2,36 0,94 0

CO-emission g/h 2843,0 1736,2 909,0 581,0 675,1 2078,7 994,7 693,2 589,5 808,1 226,7

HC-emission g/h 78,2 43,8 24,8 19,3 17,4 28,1 18,0 15,8 16,4 20,1 31,2

NOx -emission g/h 34,85 37,05 36,43 11,46 3,74 39,68 61,01 43,60 8,64 2,40 0,81

CO2-emission g/h 6404,1 5622,4 4695,1 3593,4 2740,3 6117,8 4876,9 4110,5 2776,4 2017,3 906,3

O2 - content g/h 52,5 56,3 41,2 32,5 32,0 71,4 52,2 49,6 36,4 52,1 320,9



- 0,79 0,84 0,89 0,90 0,87 0,84 0,89 0,91 0,88 0,82 1,03




air humidity: 39 %




reference fuel:

lubricant:


SAE 30 ratioparts


Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/17-99from 05.01.99 page 2/2Tecumseh Enduro 16.5


___________________________________________________________________________



manufacturer: Tecumseh

manufacturer’s type: Enduro XL/C 16 OHV

no. of engine: STP490U1G2RA






stroke/bore: no data

rated power: 12 kW

rated speed: 3000 U/min


make/type: no data / 522


air cleaner: dry air cleaner (pre-cleaner and cartridge Nr.36356)

exhaust system original equipment


engine output shaft: vertical

Test engine 7HFXPVHK�(QGXUR�� at engine test bench

Test Report No. 1411/18-98from 06.06.98 page 1/2Tecumseh Synergy 40


__________________________________________________________________________


Engine category: G��H�� Test Engine: 7HFXPVHK�6\QHUJ\��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 338,1 16,8 6,8 1517,7 662,4

Test cycle *�� 408,1 17,0 6,3 1523,8 699,2


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3000 2998 3002 3003 3001 2553 2552 2553 2554 2550 1691

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 1,91 1,48 0,98 0.50 0,21 1,63 1,25 0,83 0,40 0,15 0

CO-emission g/h 273,0 346,6 422,7 386,9 308,2 452,5 233,2 221,8 220,4 310,8 401,5

HC-emission g/h 14,4 12,4 12,5 11,8 12,6 12,4 11,0 8,8 8,8 8,9 75,7

NOx -emission g/h 22,32 9,60 3,50 2,49 1,38 14,97 9,62 4,43 1,88 1,09 0,08

CO2-emission g/h 2204,6 1777,6 1349,7 1211,3 1011,7 1750,6 1519,2 1153,3 993,7 771,7 350,3

O2 - content g/h 42,1 27,8 23,5 31,2 52,4 32,1 28,9 35,6 33,0 36,4 104,8



- 0,93 0,89 0,84 0,84 0,86 0,87 0,91 0,90 0,89 0,83 0,62


day of test: 21. - 22.04.98


air humidity: 46 %




reference fuel:

lubricant:




Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/18-98from 06.06.98 page 2/2Tecumseh Synergy 40


__________________________________________________________________________



manufacturer: Tecumseh

manufacturer’s type: Synergy 40

no. of engine: E-49304H 551990



ignition: spark - ignition (electronic system)

valve arrangement: SV



rated power: 2,1 kW


fuel / feul feed system: petrol / horizontal carburettor

make/type: Del Orto FHC 20 13E


air cleaner: air cleaner with foam plastics element




Test engine 7HFXPVHK�6\QHUJ\�� at engine test bench

Test Report No. 1411/19-98from 16.11.98 page 1/2Toro 48 PC


___________________________________________________________________________


Engine category: G��H�� Test Engine: 7RUR��3&

�� 7HVW�5HVXOWV�*��*�� FDOFXODWHG�DFFRUGLQJ�,62��

COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 376,6 10,1 5,5 1145,8 557,6

Test cycle *�� 384,9 11,3 6,2 1141,3 561,5


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3600 3600 3600 3600 3600 3060 3060 3060 3060 3060 1400

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 2,77 2,08 1,43 0,71 0,38 2,40 1,79 1,22 0,61 0,28 0

CO-emission g/h 663,4 475,6 558,8 546,0 257,6 679,1 499,8 517,4 284,2 286,0 185,4

HC-emission g/h 15,4 12,2 15,1 16,5 16,1 15,4 11,8 12,7 8,5 11,6 13,1

NOx -emission g/h 22,46 18,61 5,97 1,89 1,46 15,22 12,52 4,89 2,78 1,12 0,10

CO2-emission g/h 2434,8 2076,7 1552,7 1114,4 1070,7 2029,0 1713,0 1288,8 1091,1 811,7 241,4

O2 - content g/h 110,9 178,3 227,9 267,5 310,8 149,2 258,6 288,6 336,0 323,5 197,0



- 0,88 0,93 0,90 0,90 1,04 0,87 0,94 0,93 1,06 1,05 1,01




air humidity: 52 %




reference fuel:

lubricant:




Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/19-98from 16.11.98 page 2/2Toro 48 PC


___________________________________________________________________________



manufacturer: Toro

manufacturer’s type: 48 PC

no. of engine: without







rated power: 2,9 kW



make/type: Briggs & Stratton / 211324 B1






Test engine 7RUR��3& at engine test bench

Test Report No. 1411/20-98from 07.06.98 page 1/2Toro 48 TZ


__________________________________________________________________________


Engine category: G��H�� Test Engine: 7RUR��7=


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 431,7 136,9 0,6 1140,7 710,1

Test cycle *�� 658,0 165,4 0,7 1059,4 825,2


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3005 3004 3005 3004 3004 2555 2554 2556 2556 2554 1084

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 2,45 1,79 1,24 0,63 0,21 2,12 1,61 1,10 0,51 0,18 0

CO-emission g/h 824,8 960,3 867,0 624,6 539,2 772,0 607,9 385,0 327,8 308,9 157,6

HC-emission g/h 376,0 248,6 188,3 123,3 123,6 313,7 211,6 111,5 79,6 69,5 98,8

NOx -emission g/h 2,58 1,04 0,72 0,39 0,23 1,61 0,95 0,63 0,33 0,15 0,07

CO2-emission g/h 2029,7 1430,5 1273,5 1007,0 784,8 1431,0 1451,5 1278,7 964,9 639,5 270,3

O2 - content g/h 1722,2 1078,6 743,9 468,3 466,3 1273,9 869,4 550,2 368,1 310,5 283,5



- 0,97 0,87 0,83 0,83 0,82 0,90 0,91 0,95 0,92 0.89 0,81


day of test: 16. - 17.04.98


air humidity: 37 %



spark-plug gasket temperature at maximum power: 262 °C

reference fuel:

lubricant (mixture lubrication):

(mixture ratio):


Shell Advance VSX 2 / API TC, JASO FC

50 : 1


Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/20-98from 07.06.98 page 2/2Toro 48 TZ


__________________________________________________________________________



manufacturer: Toro

manufacturer’s type: 48 TZ

no. of engine: without


working principle: two - stroke


valve arrangement: not applicable

cylinder capacity: 121,6 cm3


rated power: 2,6 kW



make/type: Toro / without




device for recycling crankcase gases: not applicable


Test engine 7RUR��7= at engine test bench

Test Report No. 1411/21-98from 04.11.98 page 1/2Honda GCV 135


___________________________________________________________________________


Engine category: G��H�� Test Engine: +RQGD��*&9��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 189,8 6,1 6,3 917,0 388,9

Test cycle *�� 196,7 5,0 5,8 949,2 401,5


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3600 3600 3600 3600 3600 3060 3060 3060 3060 3060 1460

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 3,21 2,35 1,61 0,79 0,30 2,70 2,10 1,28 0,67 0,29 0

CO-emission g/h 365,5 390,0 299,2 243,7 242,3 369,1 294,6 214,6 216,3 211,7 83,3

HC-emission g/h 10,4 8,8 7,9 6,2 5,8 10,3 8,6 6,8 7,3 7,6 4,8

NOx -emission g/h 26,85 15,84 8,55 1,60 0,90 23,54 16,42 6,83 1,43 0,68 0,17

CO2-emission g/h 2427,3 1866,8 1485,3 1044,8 851,5 1971,1 1547,3 1231,4 827,2 661,8 256,9

O2 - content g/h 87,3 60,1 60,3 55,2 61,3 66,1 46,2 47,7 45,4 47,1 56,7



- 0,93 0,90 0,91 0,90 0,89 0,91 0,90 0,92 0,89 0,87 0,95




air humidity: 35 %




reference fuel:

lubricant:




Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/21-98from 04.11.98 page 2/2Honda GCV 135


___________________________________________________________________________



manufacturer: Honda

manufacturer’s type: GCV 135

no. of engine: GJAF - 1088995 A2E*







rated power: 3,4 kW



make/type: KEIHIN / 64A BMA16


air cleaner: dry air cleaner (cartridge)




Test engine+RQGD��*&9�� at engine test bench

Test Report No. 1411/22-99from 21.05.99 page 1/2Briggs & Stratton 20 V-Twin

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery enginesEngine category d + e 7

___________________________________________________________________________


Engine category: G��H�� Test Engine: %ULJJV��6WUDWWRQ��9�7ZLQ�Cat.

�� 7HVW�5HVXOWV�*��*�� FDOFXODWHG�DFFRUGLQJ�,62��measurement after catalyst

COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 158,3 1,9 3,0 1061,8 414,8

Test cycle *�� 157,9 1,1 2,1 1202,9 458,2

�� 5HVXOWV�REWDLQHG�DFFRUGLQJ�WR�,62��measurement after catalyst

mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 3600 3600 3600 3600 3600 3060 3060 3060 3060 3060 1200

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 12,35 9,26 6,30 3,14 1,30 11,81 8,94 5,97 2,95 1,20 0

CO-emission g/h 2718,2 1995,0 681,9 203,5 169,6 2807,7 1160,4 465,8 749,8 420,9 85,0

HC-emission g/h 20,4 15,0 3,1 0,6 0,5 22,4 12,2 5,9 10,0 6,7 14,9

NOx -emission g/h 27,43 16,81 13,19 7,81 3,11 23,87 32,95 23,21 2,77 2,63 0,31

CO2-emission g/h 9876,4 8278,5 7442,3 6220,1 5414,8 8833,7 7947,9 6530,2 4352,8 3663,1 1016,1

O2 - content g/h 84,2 258,9 239,4 461,8 426,3 157,9 374,0 624,2 786,1 1056,5 1067,0



- 0,86 0,89 0,97 1,05 1,05 0,85 0,95 1,04 1,03 1,16 -




air humidity: 35,7 %


exhaust gas temperature at maximum power: 711 °C (after catalyst)


reference fuel:

lubricant:


SAE 30 ratioparts


Tel: 030 / 6392 3600Fax: 030 / 6392 3601


C.O.Dipl.--Ing.W. MierschTest-Ing. R. Hennigz

Test Report No. 1411/22-99from 21.05.99 page 2/2Briggs & Stratton 20 V-Twin

Service Contract B 4-3040/97/000497/MAR/D3Lot 1 (Non road mobile machinery enginesEngine category d + e 7

___________________________________________________________________________



manufacturer: Briggs & Stratton Corporation

manufacturers type: Vanguard 20 HP V-Twin

no of engine: without



ignition: spark - ignition ( magnetron )







make/type: Nikki 6YB


air cleaner: dry air cleaner ( pre-cleaner and cartridge )

exhaust system exhaust system with catalyst ( Husqvarna)



Test engine %ULJJV��6WUDWWRQ��9�7ZLQ at engine test bench

Test Report No. 1411/23-98from 28.07.98 page 1/2Briggs & Stratton Intek Edge 60


___________________________________________________________________________


Engine category: G��H�� Test Engine: %ULJJV��6WUDWWRQ ,QWHN�(GJH��


COg/kWh

HCg/kWh

NOx

g/kWhCO2


g/kWh

Test cycle *�� 372,6 8,3 5,3 1039,2 520,3

Test cycle *�� 384,4 8,5 4,6 1037,0 525,5


mode points 1 2 3 4 5 6 7 8 9 10 11

speed r.p.m. 2800 2800 2800 2800 2800 2380 2380 2380 2380 2380 2070

torque % 100 75 50 25 10 100 75 50 25 10 0

weightingfactor

- 0,09 0,20 0,29 0,30 0,07 0,09 0,20 0,29 0,30 0,07 0,05

power kW 3,03 2,25 1,57 0,81 0,28 2,54 1,91 1,27 0,64 0,26 0

CO-emission g/h 994,1 663,0 542,3 462,3 433,6 801,5 518,0 433,2 376,8 332,6 107,8

HC-emission g/h 19,7 14,9 10,9 10,1 12,4 15,3 11,8 9,0 8,4 9,8 7,2

NOx -emission g/h 9,81 12,36 7,31 3,27 1,52 8,98 13,89 6,49 2,53 1,18 0,90

CO2-emission g/h 2164,3 1865,5 1585,5 1228,3 907,1 1814,6 1633,6 1337,6 910,9 718,7 683,9

O2 - content g/h 39,0 26,1 19,9 17,1 15,5 32,9 21,4 17,5 13,6 12,5 34,0



- 0,80 0,83 0,83 0,82 0,79 0,80 0,84 0,84 0,81 0,79 0,92


day of test: 16. - 27.07.98


air humidity: 46 %




reference fuel:

lubricant:




Tel: 030 / 6392 3600Fax: 030 / 6392 3601



Test Report No. 1411/23-98from 28.07.98 page 2/2Briggs & Stratton Intek Edge 60


___________________________________________________________________________



manufacturer: Briggs & Stratton

manufacturer’s type: Intek Edge 60

no. of engine: 121602-0184-E1 97101557






stroke/bore: 51,8/68,3 mm

rated power: 3,0 kW



make/type: Briggs & Stratton No. 214661 T 0268



exhaust system original equipment (No. 498656)



Test engine %ULJJV��6WUDWWRQ�,QWHN�(GJH�� at engine test bench

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