Abstract

The Euro 4 regulation, applicable since 2016 for L-category vehicles (i.e., two and three-wheelers, and mini cars) reduced the emission limits, but also introduced a new cycle, the WMTC (World Harmonized Motorcycle Test Cycle). The emission studies of Euro 4 motorcycles are limited, and most importantly there are no published studies comparing the results of different laboratories applying the new cycle. In this study we compared the particle and gaseous pollutants of one Euro 4 motorcycle measured in two laboratories in 2017 and 2020. The gaseous pollutant results had a variance (one standard deviation of the means) of 0.5% for CO2, 4–19% for CO, NOx, HC (hydrocarbons) and SPN (Solid Particle Number). The particulate matter mass results had higher variance of 50–60%. Additional tests with open configuration to mimic dilution at the tailpipe gave equivalent results to the closed configuration for the gaseous pollutants and SPN. The total particles (including volatiles) had significant differences between the two configurations, with the closed configuration giving higher results. The main conclusion of this study is that the new procedures have very good reproducibility, even for the SPN that is not regulated for L-category vehicles. However, the measurement of total particles needs attention due to the high sensitivity of volatile particles to the sampling conditions.

Highlights

  • Exhaust emissions from two- and three-wheeled vehicles (referred to as L-category vehicles in European Union (EU) legislation) have been controlled since 1999 (Euro 1) by means of Directive 97/24/EC

  • Directive 2006/72/EC introduced the possibility to type-approve Euro 3 vehicles according to the new cycle world harmonized motorcycle test cycle (WMTC) (World Harmonized Test Cycle) and the relevant limits given in the UNECE (United Nations Economic Commission for Europe) Global Technical

  • The tests were conducted at BOSMAL Automotive Research and Development Institute (Bielsko-Biala, Poland) [11] and the Vehicle Emissions Laboratory (VELA 1) of the European Commission—Joint Research Centre (JRC) (Ispra, Italy) [12]

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Summary

Introduction

Exhaust emissions from two- and three-wheeled vehicles (referred to as L-category vehicles in European Union (EU) legislation) have been controlled since 1999 (Euro 1) by means of Directive 97/24/EC. Directive 2002/51/EC and Directive 2003/77/EC introduced the Euro 2 (2003) and Euro 3 (2006) standards for motorcycles. In 2014, this cold start requirement was extended to mopeds. Directive 2006/72/EC introduced the possibility to type-approve Euro 3 vehicles according to the new cycle WMTC (World Harmonized Test Cycle) and the relevant limits given in the UNECE (United Nations Economic Commission for Europe) Global Technical. Regulation (EU) No 168/2013 and supplemental technical Regulation (EU) 134/2014 repealed all previous L-category legislation by implementing the Euro 4

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