EURO3 Stage for motorcycles: Derivation of equivalent limits for the WMTC driving cycle. P. Bonnel, G. Martini, A. Krasenbrink

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1 EURO3 Stage for motorcycles: Derivation of equivalent limits for the WMTC driving cycle P. Bonnel, G. Martini, A. Krasenbrink July 25 EUR REPORT XXXX

2 Acknowledgements On behalf on the Institute for Environment and Sustainability, we do acknowledge the support of a number of people and organisations in making these tests and evaluations possible. Particular thanks to: Mr. P. Greening (UK Department of Transport) Mr. H. Steven (RWTUV) Mr. P. Alburno (ANCMA) Mr. B. Mills (ACEM, Triumph) MM. D. Bosteels and J. May (AECC) Motorcycle manufacturers Aprilia Piaggio Ducati Yamaha MBK BMW Honda Malaguti Triumph All that have participated to the tests and the evaluation of the data. Page 2

3 Contents 1 OBJECTIVES DATA SET OVERVIEW TEST CONDITIONS FUELS VEHICLE CLASSIFICATION VEHICLE FLEET Classification according to 22/51/EC Classification according to WMTC Vehicle emissions performance DATA RELIABILITY DATA ANALYSIS CORRECTION OF THE WMTC PROJECT PHASE 1 DATA WMTC WEIGHTING FACTORS FUEL ECONOMY EURO3 CYCLE VERSUS WMTC CYCLE SENSITIVITY ANALYSIS AND DATA SCATTER Correlation factor Vehicles with and without catalyst High and low emitting vehicles EFFECT OF WMTC CLASSIFICATION FOR VEHICLES <=15CC FUEL CONSUMPTION AND CO CONCLUSIONS REFERENCES...28 Page 3

4 1 Objectives The European Union (EU) emissions limits for motorcycles will be lowered in the next years. A two-step approach is being followed. The first stage in 23 will impose stricter limits but the existing test procedure will be kept as such, in particular the existing driving cycle. In the second stage, a fundamental change to the test procedure should be introduced based on the establishment of a worldwide harmonised test procedure including a new driving cycle. This approach has been formalized in the Directive 22/51/EC: At the latest after the technical development of the worldwide test cycle, the Commission shall present a proposal for its inclusion and a new set of limit values, including particulate emissions for compression ignition engines and two-stroke spark-ignition engines. These limit values should be set in correlation to the second mandatory stage in 26 of this Directive (row B, in the table in Chapter 5, Annex II, Section to (Directive 97/24/EC) in order to guarantee the same emission level. The limits and the classification for the EURO3 stage (26) have been introduced in the aforementioned Directive for the European driving cycles as shown in Table 1. CO HC NOx Driving (g/km) (g/km) (g/km) Cycle Year EURO1 Stage 2-stroke stroke ECE 1999 EURO2 Stage < 15 cc cc ECE 23 EURO3 Stage < 15 cc ECE or 15 cc WMTC 1 26 Table 1 Current and future European limits for motorcycle emissions The main mandate for the correlation study and therefore the scope of the present document are to derive technically equivalent limits for the WMTC cycle. The selected approach was to use roller bench test data obtained from motorcycles currently on the market in order to investigate the effect of the driving cycle upon the regulated emissions. The database was built up using data obtained from different projects: - the WMTC project and its first two validation phases, - the ad-hoc testing exercise jointly organised by the Joint Research Centre (JRC) of the European Commission and ACEM 2 and conducted by both JRC and the European motorcycle manufacturers - the other test campaigns conducted on the subject by different organisations and institutions (AECC 3, Ministry of Transports from Germany). 1 With other limits 2 Association des Constructeurs Européens de Motocycles 3 Association Europénne desconstructeurs de Catalyseurs Page 4

5 The second mandate of the study was also to derive correlation factors for the fuel consumption on both cycles. This document includes: - A description of the dataset, - An investigation of the effect of motorcycle technology upon emissions, - The methodology and calculations proposed to derive equivalent limits between the WMTC cycle and the European motorcycle driving cycle for the EURO3 stage. N.B. The present document is an updated of the first report issued in Data set 2.1 Overview The data used for the present exercise were collected during three major test campaigns: The first and second validation phases of the WMTC project, which have been conducted respectively from May 21 and October 21 during approximately three months, The testing campaign prepared and performed jointly by the Joint Research Centre (JRC) of the European Commission and the motorcycle industry represented by ACEM. The other test campaigns conducted on the subject by different organisations and institutions (AECC, Ministry of Transports from Germany). 2.2 Test conditions The main objective was to compare the European Test Cycle for the EURO3 stage and the WMTC cycle (version 8). However, some results in particular during the first validation phase of the WMTC project - have also been obtained on slightly different versions of both the European and the WMTC cycle. The driving cycles and test conditions that have been considered for the present study are listed below: The European emissions test Type I in the Directive 97/24/EC for motorcycles. The cycle is shown in Appendix 3. It consists of six times the Urban Driving Cycle (UDC), without the 4s of idling time and emissions sampling is done during the last four Urban Driving Cycles. This is referred to as the EURO2 cycle. The European emissions test Type I in the Directive 97/24/EC for motorcycles, amended by the Directive 22/51/EC. The cycle is shown in Appendix 4. It consists of six times the Urban Driving Cycle (UDC). The Extra Urban Driving Cycle is added for vehicles whose engine capacity exceeds 15cc (Appendix 5). Emissions sampling is done from cold start. This is referred to as the EURO3 cycle. Page 5

6 The World Wide Motorcycle Test Cycle (WMTC) was used under versions 7 and 8, which is shown in Appendix 6. The history of the project shows that the data were collected at different moments in time, which has implied that the up to date cycles were used. Table 2 provides a summary of all the test conditions used in the various testing campaigns. Data Sets Test Cycles Remarks DS.W1 (WMTC validation phase 1) EURO2 WMTC Version 7 European Cycle was performed without 4s of idling. DS.W2 (WMTC validation phase 2) EURO3 WMTC Version 7 DS.JA1 (JRC-ACEM test campaign) EURO3 WMTC Version 8 DS.JA2 (Other test campaigns) EURO3 WMTC Version 8 Table 2 Test cycles conditions for each data set 2.3 Fuels The recommendations proposed for the WMTC project were the following: Each region has its own specifications for the fuel and engine lubricants. The US specifications are described in Subpart F, Sec , the European specifications are described in Annex II, of 97/24 Ch. 5 EC, the Japanese specifications in TRIAS Each region should use its own specifications. For the European part of the validation program, it is quite clear that advanced fuel specs are the most appropriate. Therefore the 2 reference fuel of Directive 98/69/EC should be used, but with a reduced aromatics content (max 35%v/v) and a reduced Sulphur content of max 5 ppm. For the JRC-ACEM testing campaign, the European legislative fuel CEC-RF-2-99 was used. As pointed out in the WMTC technical report [R3], it should still be clarified to which extent the difference in fuel composition between the different regions (Europe, USA, Japan) influences the emissions results. The influence of the fuel parameter on the current complete data set is expected to be rather low, as more than 85% of the vehicles were tested in Europe with the same type of fuel. 2.4 Vehicle classification Two classifications are considered for the present study: - the European classification introduced in the Directive 22/51/EC, - the vehicle classification being discussed for the WMTC cycle. The European classification is simply based on engine capacity and has two categories of vehicles below and above or equal to 15 cm 3. The WMTC working group has adopted a classification based on both maximum vehicle speed (in accordance with) and engine capacity. The final version, which has been adopted in May 23, is shown in Table 3 below for the maximum speed factor and also plotted in Figure 1 for both factors. Page 6

7 Some special classes (Class 1S, 2S, 3S) were introduced to ensure that some vehicles be not tested at more than 9% of their maximum engine speed. A modified cycle was introduced for these vehicles, with a maximum test speed indicated in Table 3. There are currently very few vehicles in special these classes, either in the fleet considered for this study or on the market. V max [km/h] Max. Test speed Class I V max < 1 6 km/h Class I,II special 1 < V max < km/h Class I,II 115 < V max < km/h Class I,II, III special 13 < V max < km/h Class I,II, III V max > km/h Table 3 WMTC Vehicle classification (speed factor) 25 Vehicle Maximum Speed Vmax [km/h] Class 1 (Part 1 cold +P1) Class 3 (Part 1 cold + P2 + P3) Class 3S (Part 1 cold + P2 + P3S) Class 2 (Part 1 cold + P2) Class 1S (Part 1 cold +P1S) Class 2S (Part 1 cold + P2S) Engine Capacity [cm3] Figure 1. WMTC Vehicle classification Figure 2 shows how the vehicles in the fleet would be sorted when using the aforementioned classification. The following observations can be made: Two market families, i.e. the 125cc and the 15cc motorcycles, are most sensitive to the WMTC classification rule. For both groups, it is quite clear that the maximum speed factor will determine whether they should belong to Class 1, Class 2 or Class 2S. In this study, the vehicles under investigation are more or less equally distributed between Class 1 and Class 2S for both engine capacities. The effect of classification for these groups upon their emissions results and therefore the correlation is discussed further (Paragraph 3.6) The 2 to 25cc should naturally fall in Class 2 or even Class 3S for those that have very high maximum speeds. Page 7

8 The high engine capacities will belong to Class 3 and it is quite unlikely to have vehicles falling in Class 3S, as most of the motorcycles equipped with 4 cc engines and above can easily reach 14 km/h. 25 Maximum Speed [km/h] Class 3 Class 3S Class 2 Class 1 Class 1S Class 2S Engine Capacity [cm3] Figure 2. Vehicle fleet versus WMTC classification (N.B. Maximum speed was not known for all motorcycles) 2.5 Vehicle fleet The total fleet includes the 4-stroke vehicles tested within the WMTC project and from the other testing campaigns. The tables in Appendix 1 list the tested motorcycles, with their engine capacity, maximum rated speed, engine and after treatment technologies. The fleet includes the main emissions reduction technologies currently existing on the market, either on the engine or on the after treatment systems. Table 4 gives an overview of the distribution of engine types and reduction systems within the vehicle sample. Reduction technology 15 cc >15 cc TOTAL None Air Injection or Electronic Fuel Injection without Cat Oxidation Catalyst Three Way Catalyst Unknown 1 1 TOTAL Table 4 Statistics on engine and after treatment technologies in the fleet A few vehicles tested were equipped with dummy catalytic converters to study the cycle effect of the cycle upon the pure engine emissions. The results obtained with these vehicles are shown on the following charts but are not accounted for when studying their performance versus the current EURO2 limits. Page 8

9 2.5.1 Classification according to 22/51/EC For the present exercise, the original European classification (in two groups divided by the engine capacity of 15 cc) was kept. In order to have a sufficient number of vehicles in the small motorcycles group, the 15 cc motorcycles were considered as 149 cc. With this approach, the fleet under investigation is equally divided between the small and the large vehicles: - 25 vehicles below or equal 15 cc, - 45 vehicles above 15 cc Classification according to WMTC As the final vehicle classification was not available during some of the test campaigns, some discrepancies can be observed in the data, in particular for the first two classes. For most of the small motorcycles, the WMTC data were available for Part1 (from cold start), Part2 and Part 1 (Hot), which implies that their performance was evaluated in both Class 1 and Class2. A few motorcycles were tested as Class 1 only or Class 2 only vehicles and none of the vehicles have been characterised using the modified cycle for special classes (1S, 2S, 3S) as the latter modification has been introduced a few months after the completion of the testing activities. The 25 vehicles whose engine capacity is below or equal to 15cc are equally divided in class 1 and class 2 of the WMTC cycle: - 13 vehicles in Class 1; - 12 vehicles in Class Vehicle emissions performance In their columns EURO 2+, Table 5 and Table 6 indicate the number of vehicles in the test fleet exhibiting emissions values lower than the EURO2 limits on the EURO2 cycle (4 times the Urban Driving Cycle, with sampling after two UDCs for warmup).these vehicles can be safely considered as EURO2 vehicles. Therefore the fleet was therefore divided into two groups ( EURO /1 and EURO2+ ). Category EURO /1 EURO 2+ TOTAL 15 cc > 15 cc Table 5 Number of vehicles meeting the EURO2 limits (22/51/EC classification) Category EURO /1 EURO 2+ TOTAL Class Class Class Table 6 Number of vehicles meeting the EURO2 limits (WMTC classification) This analysis also points out though this was not the scope of the present study which technologies are required to meet the limits. For instance, the only motorcycles Page 9

10 above 15 cc meeting the EURO2 limit for Carbon Monoxide are the ones equipped with catalytic converters, as shown in Figure Data reliability In the JRC-ACEM data set, each data point is an average of three tests. During this testing campaign, it was also ensured that CO 2 deviation was below 5% within a series of tests. The same criterion was applied for the WMTC data sets whenever the number of tests was sufficient. As an overall check, the XY plot of CO 2 emissions for EURO3 versus WMTC was done for all the data points. Tail pipe and engine out results were put together, as we can easily assume that the catalytic converters have a negligible effect on the CO 2 emissions. It is clear in Figure 3 that all the points fall on the same trend line with a remarkably high correlation factor. Two data points clearly exhibiting anomalous test results have been deleted from the data set and were therefore not considered for the correlation analysis discussed in chapter 3. CARBON DIOXIDE (CO2) Emissions [g/km] on WMTC cycle CAT_12_ENGINE OUT (NO CAT) CAT_12_TAILPIPE (CAT) CAT_3_ENGINE OUT (NO CAT) CAT_3_TAILPIPE (CAT) Emissions [g/km] on EURO3 cycle [22/51/EC] Figure 3. CO 2 Emissions results on the EURO3 and WMTC cycle (All vehicles) Page 1

11 3 Data Analysis 3.1 Correction of the WMTC project phase 1 data The data obtained during the phase 1 of the WMTC project were measured on a wrong configuration of the European cycle. It was therefore necessary to carry out the following corrections: - from 4 Urban Driving Cycles (UDCs) to 6 UDCs for vehicles whose engine capacity was below or equal to 15 cc, - from 4 UDCs + the Extra Urban Driving Cycle (EUDC) to 6 UDCs+EUDC for vehicles with an engine capacity above 15 cc. For some vehicles, measured data were available on both configurations. These data are shown in Figure 4 and Figure 5. The linear trend lines passing through the origin of the XY chart - were calculated for each regulated pollutant and their equations were used to make the necessary corrections. The high values obtained for the R 2 factors (except in one case) confirm that these calculations are quite reliable. The corrected values are printed in blue colour in the results tables presented in the appendices of the document. For small vehicles, the trend line was calculated only for the engine out data points, as only engine out results had to be corrected whereas for large vehicles, the trend line was calculated for the tail pipe data points, as only tail pipe results had to be modified. The same type of correction could have been considered for the WMTC cycles, as different versions were used, i.e. version 7 for the first validation phase of the WMTC project and version 8 for all the other test campaigns. For a limited number of vehicles, the data was obtained for both versions. From these values, it came quite clearly that the differences between versions 7 and 8 regarding total emissions could be considered as negligible for the present calculations. Page 11

12 TOTAL HYDROCARBONS (THC) CARBON MONOXIDE (CO) 3, 2, Emissions 6UDC - 22/51/EC [g/km]. 2,5 2, 1,5 1,,5 y = 1,12x R 2 =,96 Emissions 6UDC - 22/51/EC [g/km]. 18, 16, 14, 12, 1, 8, 6, 4, 2, y = 1,1x R 2 =,85,,,5 1, 1,5 2, 2,5 3, Emissions 4UDC - 97/24/EC [g/km] (a),, 5, 1, 15, 2, Emissions 4UDC - 97/24/EC [g/km] (b),5 NITROGEN OXIDES (NOx) 1, CARBON DIOXIDE (CO2) Emissions 6UDC - 22/51/EC [g/km].,45,4,35,3,25,2,15,1,5 y = 1,6x R 2 =,97 Emissions 6UDC - 22/51/EC [g/km]. 9, 8, 7, 6, 5, 4, 3, 2, 1, y = 1,4x R 2 =,99,,,1,2,3,4,5 Emissions 4UDC - 97/24/EC [g/km] (c),, 2, 4, 6, 8, 1, Emissions 4UDC - 97/24/EC [g/km] (d) Figure 4. Correlation between the EURO2 Cycle (4 times UDC, hot) and the EURO3 Cycle (6 times UDC from cold start) for all species (HC, CO, NOx, CO2) - Engine capacity below or equal to 15 cc - Page 12

13 .... TOTAL HYDROCARBONS (THC) CARBON MONOXIDE (CO) 1,4 2, Emissions 6UDC+EUDC - 22/51/EC [g/km] 1,2 1,,8,6,4,2 y =,98x R 2 =,96 Emissions 6UDC+EUDC - 22/51/EC [g/km] 18, 16, 14, 12, 1, 8, 6, 4, 2, y =,86x R 2 = 1,,,,2,4,6,8 1, 1,2 1,4 Emissions 4UDC+EUDC [g/km] (a),, 5, 1, 15, 2, Emissions 4UDC+EUDC [g/km] (b) NITROGEN OXIDES (NOx) 18 CARBON DIOXIDE (CO2) Emissions 6UDC+EUDC - 22/51/EC [g/km] y =,91x R 2 = 1, Emissions 6UDC+EUDC - 22/51/EC [g/km] y = 1,6x R 2 =,96,,1,1,2,2,3,3 Emissions 4UDC+EUDC [g/km] (c), 5, 1, 15, 2, Emissions 4UDC+EUDC [g/km] (d) Figure 5. Correlation between the NEDC Cycle (4 times UDC+EUDC from cold start hot) and the EURO3 Cycle (6 times UDC+EUDC from cold start) for all species (HC, CO, NOx, CO2) - Engine capacity above 15 cc 3.2 WMTC Weighting factors For the WMTC cycle, the emission results in g/km obtained by the calculation method described in [R3] are averaged for each cycle part. The final result shall be calculated by means of the following formulae, depending on the vehicle class as defined in paragraph 2.4: Class 1, 1S: W11 = W1_cold * f11_1 + W1_hot * f11_2 Page 13

14 Class 2, 2S: W12 = W1_cold * f12_1 + W2 * f12_2 Class 3, 3S: W13 = W1_cold * f13_1 + W2 * f13_2 + W3 * f13_3 For each pollutant, the carbon dioxide emission and the fuel consumption using the weightings shown in the table below. Vehicle class Cycle sub-parts Weighting factors 1, 1S 1, cold f11_1: 5% 1, hot f11_2: 5% 2, 2S 1, cold f12_1: 3% 2, hot f12_2: 7% 1, cold f13_1: 25% 3, 3S 2, hot f13_2: 5% 3, hot f13_3: 25% Table 7 Weighting factors for the WMTC cycle 3.3 Fuel economy - For both the European and the WMTC cycles, the fuel economy was calculated using the formula:.1154 (.866 * HC * CO.273* CO ) FC( l /1km) = * m m + 2m d f where - FC is the fuel consumption in l/1 km - HC m is the measured emission of hydrocarbons in g/km - CO m is the measured emission of carbon monoxide in g/km - CO 2m is the measured emission of carbon dioxide in g/km - d f is the density of the test fuel. 3.4 EURO3 cycle versus WMTC cycle Figure 6 to Figure 9 explore the relationship between the European EURO3 cycle test and the WMTC cycle. The underlying reason for separating small and large motorcycles for hydrocarbon results is the current classification and the different limits introduced in the Directive 22/51/EC. Each data set was plotted with a different symbol. The points representing small motorcycles (Class 1 and Class 2) are in purple versus green for the large vehicles. The empty symbols stand for the motorcycles equipped with catalytic converters. These charts offer a first view of the general trends for each regulated pollutant and - more importantly - confirm that some correlations can be observed between the two driving cycles. Page 14

15 Emissions [g/km] on WMTC TOTAL HYDROCARBONS (THC) CAT_12_ENGINE OUT (NO CAT) CAT_12_TAILPIPE (CAT) Emissions [g/km] on EURO3 cycle [22/51/EC] Figure 6. HC Emissions results on the EURO3 and WMTC cycle ( 15cc) TOTAL HYDROCARBONS (THC) Emissions [g/km] on WMTC CAT_3_ENGINE OUT (NO CAT) CAT_3_TAILPIPE (CAT) Emissions [g/km] on EURO3 cycle [22/51/EC] Figure 7. HC Emissions results on the EURO3 and WMTC cycle (>15cc) Page 15

16 Emissions [g/km] on WMTC CARBON MONOXIDE (CO) Emissions [g/km] on EURO3 cycle [22/51/EC] CAT_12_ENGINE OUT (NO CAT) CAT_12_TAILPIPE (CAT) CAT_3_ENGINE OUT (NO CAT) CAT_3_TAILPIPE (CAT) Figure 8. CO Emissions results on the EURO3 and WMTC cycle Emissions [g/km] on WMTC NITROGEN OXIDES (NOx) Emissions [g/km] on EURO3 cycle [22/51/EC] CAT_12_ENGINE OUT (NO CAT) CAT_12_TAILPIPE (CAT) CAT_3_ENGINE OUT (NO CAT) CAT_3_TAILPIPE (CAT) Figure 9. NOx Emissions results on the EURO3 and WMTC cycle Page 16

17 From the previous charts, the key observations are: On HC emissions for motorcycles below or equal to 15 cc, the EURO3 test is more demanding for most vehicles, with two exceptions. On HC emissions for motorcycles above 15 cc, the WMTC test is slightly more demanding for most vehicles. On CO emissions, the WMTC test is more demanding for most vehicles and there is a clear effect of the catalytic converters, as all the corresponding data points (with empty symbols) are on the left lower quarter of the chart. On NO x emissions, the WMTC test is more demanding for all vehicles. Some technical parameters underlying the above differences are as follows: NO x emissions tend to increase at higher speeds and dynamometer loads. The low speed part of the (UDC) of the EURO3 cycle peaks at 5 km/h, compared to the WMTC s 6 km/h for part 1 and 95 km/h for part 2. The high speed part (EUDC) of the EURO3 driving cycle peaks at 12 km/h, compared to the WMTC s 125 km/h. These differences between the cycles tend to produce higher NO x emissions on the WMTC cycle. The slow catalyst warm-up of the EURO3 cycle means that the catalyst has not reached its optimum conversion temperatures until later in the cycle. Figure 1 to Figure 13 record typical warm-up data for both drive cycles, which shows the slower catalyst heating and the lower average operating temperature. The same applies to engine oil temperature, as seen in the same figures. It goes without saying that the vehicles equipped with engine management systems and/or catalytic converters have been calibrated or designed to comply with the EURO2 driving cycle. EURO3 Part 1 4 EURO3 Part 2 5 WMTC Part 1 WMTC Part2 WMTC Part3 Time [s] Distance [m] Average speed [km/h] Maximum speed [km/h] Table 8 Cycle statistics Sub-parts 6 EURO3 <15 cc EURO3 >=15 cc WMTC Part 1, 1 WMTC Part 1, 2 WMTC Part 1,2,3 Time [s] Distance [m] Average speed [km/h] Maximum speed [km/h] Table 9 Cycle statistics Complete cycles 4 6 times the Urban Driving Cycle (6 * UDC) 5 Extra Urban Driving Cycle (EUDC) 6 Statistics are not shown for the modified cycle introduced for special classes Page 17

18 25 2 OIL EXHAUST 6UDC Cycle 12 1 Temperature [ C] Speed [km/h] Time [s] Figure 1. Exhaust and engine oil temperature changes over the EURO3 cycle (2 cc vehicle, no catalyst) 4 12 Temperature [ C] OIL EXHAUST WMTC Cycle Parts 1, Time [s] Figure 11. Exhaust and engine oil temperature changes over the WMTC cycle (2 cc vehicle, no catalyst) Page 18

19 Exhaust Temperature [oc] EXHAUST 6UDC+EUDC Cycle Speed [km/h] Time [s] Figure 12. Exhaust temperature changes over the EURO3 cycle (12 cc vehicle, with catalytic converter) 5 45 EXHAUST WMTC Cycle Parts 1,2, Exhaust Temperature [oc] Speed [km/h] Time [s] Figure 13. Exhaust temperature changes over the WMTC cycle (12 cc vehicle, with catalytic converter) Page 19

20 3.5 Sensitivity analysis and data scatter The X-Y charts presented in the previous paragraph establish some trends and basic observations. A closer look at the data scatter and the influence of emission reduction technologies upon the scatter are proposed in the present paragraph for the following categories of vehicles: - With or without catalytic converters; - High and low emitting vehicles, that have been divided in two sub-categories (EURO /1 and EURO 2+) as defined earlier in paragraph Correlation factor The "correlation factor" introduced for the calculations is the ratio: W Total emissions on WMTC cycle [ g / km] R = = E Total emissions on EURO3 cycle [ g / km] R < 1 means that the emissions are higher with the EURO3 cycle. R > 1 means that the emissions are higher with the WMTC cycle Vehicles with and without catalyst The main results are reported in the tables below for the three regulated pollutants: THC SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES 7,82,75 1,2,2 VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1,2 2 1,3,21 3,57,79,23 2,19,89, CLASS 1,2 - NO CAT 14 1,29,48 3,57,94,54 2,19,87, CLASS 1,2 - WITH CAT 6,48,21,76,43,23,65,93, CLASS 3 45,71,7 2,21,73,6 2,5 1,8, CLASS 3 - NO CAT 17,98,27 2,21 1,2,37 2,5 1,6, CLASS 3 - WITH CAT 28,54,7 1,17,56,6 1,36 1,9,24 Table 1 W/E ratios Total Hydrocarbons (THC) Sub-categories level 1 - Vehicles with and without catalytic converters CO SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES 7 6,29 7,46 1,27,34 VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1,2 2 7,5 1,8 15,94 8,42 2,57 2,18 1,18, CLASS 1,2 - NO CAT 14 9,3 3,31 15,94 1,26 3,74 2,18 1,12, CLASS 1,2 - WITH CAT 6 4,26 1,8 9,35 4,12 2,57 5,38 1,31, CLASS ,67,35 18,2 7,3,27 2,3 1,31, CLASS 3 - NO CAT 17 9,9 4,9 18,2 11,27 5,26 2,3 1,24, CLASS 3 - WITH CAT 28 3,58,35 13,88 4,46,27 13,93 1,36,43 Table 11 W/E ratios Carbon Monoxide (CO) Sub-categories level 1 - Vehicles with and without catalytic converters Page 2

21 NOx SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES 7,23,31 1,38,24 VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1,2 2,21,8,39,28,13,43 1,3, CLASS 1,2 - NO CAT 14,2,8,38,27,13,43 1,37, CLASS 1,2 - WITH CAT 6,24,8,39,3,15,41 1,14, CLASS 3 45,24,2,73,32,4,78 1,42, CLASS 3 - NO CAT 17,31,17,61,42,24,78 1,39, CLASS 3 - WITH CAT 28,19,2,73,26,4,75 1,44,24 Table 12 W/E ratios Nitrogen Oxides (NO x ) Sub-categories level 1 - Vehicles with and without catalytic converters From the above tables, the key observations are the following: On average, the W/E ratios are nearly the same for vehicles equipped with or without catalytic converters. The data scatter is higher for vehicles equipped with catalytic converters, as evidenced by the higher standards deviation values. This observation is confirmed when comparing the most advanced vehicles with the less advanced ones in the next paragraph. This finding seems logical, as the design of the exhaust treatment system and the engine settings may vary a lot from a vehicle to the next one High and low emitting vehicles The next step in the analysis was to determine whether the emissions performance of the vehicles could have an effect on the correlation factors. This is two additional subcategories were introduced in the tables from the pervious paragraph: the 'high emitting' vehicles (EURO /1 family) and the 'low emitting' ones (EURO 2+). THC SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES 7,82,75 1,2,2 VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1,2 2 1,3,21 3,57,79,23 2,19,89, CLASS 1,2 - NO CAT 14 1,29,48 3,57,94,54 2,19,87, CLASS 1,2 - NO CAT - EURO /1 13 1,34,56 3,57,97,55 2,19,85, CLASS 1,2 - NO CAT - EURO 2+ 1,48,48,48,54,54,54 1,12, CLASS 1,2 - WITH CAT 6,48,21,76,43,23,65,93, CLASS 1,2 - WITH CAT - EURO /1 2,53,4,76,42,3,54,74, CLASS 1,2 - WITH CAT - EURO 2+ 4,48,21,76,43,23,65 1,3, CLASS 3 45,71,7 2,21,73,6 2,5 1,8, CLASS 3 - NO CAT 17,98,27 2,21 1,2,37 2,5 1,6, CLASS 3 - NO CAT - EURO /1 16 1,3,55 2,21 1,6,48 2,5 1,4, CLASS 3 - NO CAT - EURO 2+ 1,27,27,27,37,37,37 1,39, CLASS 3 - WITH CAT 28,54,7 1,17,56,6 1,36 1,9, CLASS 3 - WITH CAT - EURO /1 7,78,39 1,17,83,36 1,36 1,4, CLASS 3 - WITH CAT - EURO 2+ 17,46,7 1,1,47,6,99 1,14,3 Table 13 W/E ratios Total Hydrocarbons (THC) Sub-categories level 2 - Vehicles EURO /1 and EURO 2+ Page 21

22 CO SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES 7 6,29 7,46 1,27,34 VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1,2 2 7,5 1,8 15,94 8,42 2,57 2,18 1,18, CLASS 1,2 - NO CAT 14 9,3 3,31 15,94 1,26 3,74 2,18 1,12, CLASS 1,2 - NO CAT - EURO /1 13 9,38 4,85 15,94 1,76 5,63 2,18 1,12, CLASS 1,2 - NO CAT - EURO ,31 3,31 3,31 3,74 3,74 3,74 1,13, CLASS 1,2 - WITH CAT 6 4,26 1,8 9,35 4,12 2,57 5,38 1,31, CLASS 1,2 - WITH CAT - EURO /1 3 3,14 1,8 4,33 3,12 2,57 3,86 1,2, CLASS 1,2 - WITH CAT - EURO ,26 1,8 9,35 4,12 2,57 5,38 1,42, CLASS ,67,35 18,2 7,3,27 2,3 1,31, CLASS 3 - NO CAT 17 9,9 4,9 18,2 11,27 5,26 2,3 1,24, CLASS 3 - NO CAT - EURO /1 16 9,31 4,9 18,2 11,51 5,26 2,3 1,23, CLASS 3 - NO CAT - EURO ,62 5,62 5,62 7,31 7,31 7,31 1,3, CLASS 3 - WITH CAT 28 3,58,35 13,88 4,46,27 13,93 1,36, CLASS 3 - WITH CAT - EURO /1 7 5,3,96 13,88 5,36 1,21 13,93 1,24, CLASS 3 - WITH CAT - EURO ,1,35 9,15 4,17,27 11,21 1,45,55 Table 14 W/E ratios Carbon Monoxide (CO) Sub-categories level 2 - Vehicles EURO /1 and EURO 2+ NOx SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES 7,23,31 1,38,24 VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1,2 2,21,8,39,28,13,43 1,3, CLASS 1,2 - NO CAT 14,2,8,38,27,13,43 1,37, CLASS 1,2 - NO CAT - EURO /1 13,2,8,38,27,13,43 1,4, CLASS 1,2 - NO CAT - EURO 2+ 1,24,24,24,25,25,25 1,2, CLASS 1,2 - WITH CAT 6,24,8,39,3,15,41 1,14, CLASS 1,2 - WITH CAT - EURO /1 3,34,3,39,38,33,41 1,11, CLASS 1,2 - WITH CAT - EURO 2+ 3,24,8,39,3,15,41 1,17, CLASS 3 45,24,2,73,32,4,78 1,42, CLASS 3 - NO CAT 17,31,17,61,42,24,78 1,39, CLASS 3 - NO CAT - EURO /1 16,31,17,61,43,24,78 1,38, CLASS 3 - NO CAT - EURO 2+ 1,24,24,24,35,35,35 1,44, CLASS 3 - WITH CAT 28,19,2,73,26,4,75 1,44, CLASS 3 - WITH CAT - EURO /1 7,39,19,73,5,31,75 1,42, CLASS 3 - WITH CAT - EURO 2+ 17,13,2,22,18,4,33 1,44,26 Table 15 W/E ratios Nitrogen Oxides (NO x ) Sub-categories level 2 - Vehicles EURO /1 and EURO 2+ From the above tables, the key observations are the following: There is only one EURO2+ vehicle without catalytic converter meeting the EURO2 emissions requirements. The effect of emissions performance is rather sensitive for Class 3 vehicles equipped with catalytic converters: W/E ratio goes from 1,4 (EURO /1) to 1,14 (EURO 2+) for HC and from 1,24 to 1,45 for CO. However, W/E the values for EURO 2+ are associated with very high average deviation values (up to,55 for CO), which is consistent with the observation of paragraph (design of the exhaust treatment system and the engine settings may vary a lot from a vehicle to the next one). 3.6 Effect of WMTC classification for vehicles <=15cc Because of the low number of vehicles in both WMTC Class 1 (13 data points) and WMTC Class 2 (12), the evaluations in the previous paragraphs were conducted by merging Class 1 and Class 2 into the 22/51/EC category '<15 cc'. Page 22

23 The 25 vehicles whose engine capacity is below or equal to 15cc are equally divided in class 1 and class 2 of the WMTC cycle: - 13 vehicles in Class 1; - 12 vehicles in Class 2. To recap, the WMTC data were available for Part1 (from cold start), Part2 and Part 1 (Hot), which implies that their performance was evaluated in both Class 1 and Class2. SUB-GROUPS NUMBER OF VEHICLES THC CO NOx RATIO W/E RATIO W/E RATIO W/E AVERAGE AVEDEV AVERAGE AVEDEV AVERAGE AVEDEV ALL VEHICLES 7 1,2,2 1,27,34 1,38,24 1.a CLASS 1 13,93,14 1,7,15 1,11,19 1.a.a CLASS 1 - NO CAT 9,9,15 1,11,15 1,17,22 1.a.b CLASS 1 - WITH CAT 4,99,12 1,5,55,96,12 1.b - CLASS 2 12,91,12,96,18,99,17 1.b.a CLASS 2 - NO CAT 8,96,13 1,3,22 1,9,16 1.b.b CLASS 2 - WITH CAT 4,85,1,83,24,9,8 Table 16 Effect of classification upon average W/E ratios for small motorcycles Two observations can be made: The only significant difference between the above results and the ones presented in the analysis of paragraph 3.5 (with classes 1 and 2 merged) regards NO x, which has a value between,9 and 1,2 for classes, with can be compared to the 1,37 ratio for the vehicles equipped with no catalytic converter in Table 15. The differences between class 1 and class 2 are not significant. 3.7 Fuel consumption and CO2 The fuel consumption was calculated using the formula shown in paragraph 3.3. The results are presented in Figure 14, with a trend line for ALL the vehicles. Further details for the sub-categories (WMTC Class 1,2 and 3) are presented in Table 17. SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV ALL VEHICLES VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1, CLASS 1,2 - NO CAT CLASS 1,2 - WITH CAT CLASS CLASS 3 - NO CAT CLASS 3 - WITH CAT Table 17 W/E ratios Fuel Economy Page 23

24 Fuel [lit/1 km] on WMTC cy FUEL CONSUMPTION (CALC) y =.9x R 2 = Fuel [lit/1 km] on EURO3 cycle [22/51/EC] CAT_12_ENGINE OUT (NO CAT) CAT_12_TAILPIPE (CAT) CAT_3_ENGINE OUT (NO CAT) CAT_3_TAILPIPE (CAT) ALL VEHICLES TRENDLINE Figure 14. Fuel economy for the EURO3 and WMTC cycle From the calculations presented above, we can safely assume that, independent from the vehicle categories: [Fuel Consumption on WMTC cycle],9.[fuel Consumption on 22/51/EC cycle] Table 18 shows the W/E ratios for CO2. The average W/E value for the complete fleet is,87 and is rather independent from the vehicle category, as the values for small and large vehicles are respectively.,87 and,88. Therefore: [CO2 Mass on WMTC cycle],87 [CO2 Mass on 22/51/EC cycle] CO2 SUB-GROUPS NUMBER OF 22/51/EC WMTC RATIO W/E VEHICLES AVERAGE MIN MAX AVERAGE MIN MAX AVERAGE AVEDEV [g/km] [g/km] ALL VEHICLES VEHICLES REMOVED (INCOMPLETE DATA) CLASS 1, CLASS 1,2 - NO CAT CLASS 1,2 - WITH CAT CLASS CLASS 3 - NO CAT CLASS 3 - WITH CAT Table 18 W/E ratios Carbon Dioxide (CO 2 ) Page 24

25 4 Conclusions The study has provided: - Emissions ranges on the two driving cycles under investigation for a large variety of vehicles; - Some information about the stringency of the current and future European emissions standards; - Emissions results on the two driving cycles. The key findings are: On average, the W/E ratios are nearly the same for vehicles equipped with or without catalytic converters, with very few exceptions. On HC emissions for motorcycles above 15 cc, the WMTC cycle is slightly more demanding for most vehicles. On CO emissions, the WMTC cycle is more demanding for most vehicles and there is a clear effect of the catalytic converters, as all the corresponding data points (with empty symbols) are on the lower part of the chart. On NO x emissions, the WMTC cycle is more demanding for all vehicles. This effect is strongly linked with the cycle itself, as explained in paragraph 3.4 (see exhaust temperatures on both cycles for the same vehicle) but also with the power to mass ratio of the vehicles. Lower power to mass ratios will require higher engine loads and therefore create engine conditions (higher temperatures) that generate more NO x. The data scatter is higher for vehicles equipped with catalytic converters, as evidenced by the higher standards deviation. This observation is confirmed when comparing the most advanced vehicles with the less advanced ones. This finding seems consistent, as the design of the exhaust treatment system and the engine settings may vary a lot from a vehicle to the next one. The scatter plots in paragraph 3.4 and the scatter analysis in paragraph 3.5 have shown which driving cycle is more stringent for the overall group and some sub-groups (Motorcycles with or without catalytic converter, Low and High emitting vehicles, vehicles with no emission reduction technology). Making a decision in terms of correlation factor between the EURO3 and the WMTC cycle is not an exact exercise. The main boundary condition is due to the vehicles themselves, i.e. the way they are designed. Exact correlation can never exist, as vehicles may be designed to better perform on one of the cycles (when optimising warm-up times or the engine management strategy for instance). Additionally, a true cycle effect is better observed for the vehicles with no emissions reduction technologies and the behaviour of those vehicles that are mostly running on stoechiometric air-fuel ratios could be safely considered as the reference behaviour. To select the appropriate W/E ratio for each pollutant, it can reasonably be proposed to calculate the equivalent limit on the basis of: - For HC (<15 cc): Sub-group 1.2 (vehicles with catalytic converter); - For HC (>=15 cc): Sub-group 2.2 (vehicles with catalytic converter); - For CO: Minimum W/E value for the sub-groups 1.2 and 2.2. Page 25

26 As pointed out in paragraph 3.6, the differences between class 1 and class 2 for the W/E ratios are not significant. Therefore, it is recommended to keep a single WMTC limit for these two classes. For NOx, there is an obvious difference between Classes 1 and 2 (W/E between 1,1 and 1,2) and Class 3 (W/E ratio around 1,4) due to the demanding characteristics of the third part of the WMTC cycle. Two scenarios can be proposed: 1. Keeping the set of limits as defined in 22/51/EC, i.e. having one NO x limit for all vehicles: The final results are reported in Table 19. The selected W/E factor is the used for CO (Minimum W/E value for the sub-groups 1.2 and 2.2.) 2. Introducing two limits for NO x on the WMTC cycle. The final results are reported in Table 2. The second scenario appears as the most accurate because it is clear from the analysis that the WMTC cycle is more severe for Class 3 vehicles (Higher engine loads, higher temperatures and resulting higher NO x emissions). The second scenario is also the best compromise in terms of: - Conformity of the ratio with the observed trends on the whole group and the results observed for the vehicles equipped with no emissions reduction system; - Significance of the selected vehicles for the future emissions standard; - Scatter of results in the considered groups (which eliminates the low emitting vehicles family). HC HC CO NO x 22/51/EC Cycle <15 cc >=15 cc ALL ALL WMTC Cycle 1,2 3 ALL ALL Limits on EURO3 cycle (from 22/51/EC) [g/km] Sub-Group 7 G1.2 G2.2 Min (G1.2, G2.2) Min (G1.2, G2.2) Average Ratio W/E Equivalent limits for the WMTC cycle [g/km] Table 19 Scenario 1: Proposed equivalent limits (Only one NOx limit for all vehicles) 7 Sub-group defined in Table 13, Table 14, Table 15 and considered for the calculation of the final correlation factor. Page 26

27 HC HC CO NO x NO x 22/51/EC Cycle <15 cc >= 15 cc ALL ALL ALL WMTC Classes 1,2 3 1,2,3 1,2 3 Limits on EURO3 cycle (from 22/51/EC) [g/km] Sub-Group G1.2 G Min (G1.2, G2.2) G1.2 G2.2 Average Ratio W/E , ,44 Equivalent limits for the WMTC cycle [g/km] Table 2 Scenario 2: Proposed equivalent limits (Introduction of two NOx limits for the WMTC cycle) Page 27

28 5 References R1. Directive 22/51/EC Of The European Parliament And Of The Council of 19 July 22 on the reduction of the level of pollutant emissions from two- and three-wheel motor vehicles and amending Directive 97/24/EC. R2. World-wide Harmonised Motorcycle Emissions Certification Procedure Outline of a Test Bench Validation Program TUV Automotive GmbH 3 th of March, 21. R3. WMTC Technical Report WMTC, prepared by H. Steven Appendices Appendix 1: Test Fleet - Vehicles without catalytic converters / with catalytic converters Appendix 2: Test Data Appendix 3: EURO2 Driving Cycle Appendix 4: EURO3 Driving Cycle ( 15 cc) Appendix 5: EURO3 Driving Cycle (>15 cc) Appendix 6: WMTC Drive Cycling Version 8 Page 28

29 Appendix 1 Test Fleet - Vehicles without catalytic converters 8 VEHICLE CHARACTERISTICS AVAILABLE TEST DATA Moto Mass Power Pw/Mass Max. Sp. Cyl. CB AI EFI OC TWC EURO2 EURO3 WMTC11 WMTC12 WMTC123 [kg] [kw] [kw/t] 1 MT12-C o M M M M 2 MT13-C o M M M M 3 MT2-C o C M M 4 W7-C o M C M M 5 W43-C o M C M 6 W46-C M C M 7 W62-C o M C M 8 W63-C o M C M M 9 W74-C o M C M 1 MT4-C o M M M M 11 MT6-C o M M M M 12 WR2-C o o M M M 13 W41-C o M C M M 14 W47-C o M C M M 15 W51-C o M C M M 16 W52-C o M C M M 17 W57-C o M C M 18 MT7-C o C M M 19 MT11-C3-6-DC o C M M 2 MT1-C3-1-DC o C M M 21 MT18-C o C M M 22 MT17-C o C M M 23 MT19-C3-8-DC o C M M 24 MT16-C o C M M 25 MT23-C o C M M 26 MT24-C3-4 4 o C M M 27 MT25-C3-9 9 o o C M M 28 W26-C o M M M 29 W75-C o M C M 3 W77-C o M C M 31 W78-C o M C M 32 W81-C o M C M 33 W83-C o M C M 34 D5-C o C C M 8 CB: Carburettor, AI: Air injection, FI: Fuel Injection, OC: Oxidation catalyst, TWC: Three Way Catalyst, UN: Unknown M = Measured data point (Test Result) C = Calculated data point (From WMTC data set 1, see paragraph 3.1) Page 29

30 Appendix 1 Test Fleet - Vehicles with catalytic converters 9 VEHICLE CHARACTERISTICS AVAILABLE TEST DATA Moto Mass Power Pw/Mass Max. Sp. Cyl. CB AI EFI OC TWC EURO2 EURO3 WMTC11 WMTC12 WMTC123 [kg] [kw] [kw/t] 35 W31-C o M M M M 36 W34-C o M M M M 37 MT21-C o o C M M 38 MT22-C o o C M M 39 MT5-C o o M M M M 4 W67-C o M M M M 41 MT14-C o M M M M 42 MT15-C o M M M M 43 MT11-C o o M M M 44 MT1-C o o M M M 45 MT8-C o o M M M 46 MT9-C o o M M M 47 MT26-C3-8 8 o o o M M 48 MT27-C o o M M 49 WR3-C o o M M M 5 W32-C o M M M 51 W36-C o M C M 52 W38-C o M M M 53 W39-C o o M M M 54 W4-C o M M M 55 W64-C o M M M 56 W66-C o M M M 57 W68-C o M M M 58 W76-C o o M C M 59 W137-C o M C M 6 AECC1-C3-18 M M M 61 AECC2-C3-13 M M M 62 AECC3-C3-115 M M M 63 AECC4-C3-8 M M M 64 AECC5-C3-6 M M M 65 D1-C o o C C M 66 D2-C o o C C M 67 D3-C o o C C M 68 D4-C o o C C M 69 D6-C o o C C M 7 D7-C o o C C M 9 CB: Carburettor, AI: Air injection, FI: Fuel Injection, OC: Oxidation catalyst, TWC: Three Way Catalyst, UN: Unknown M = Measured data point (Test Result) C = Calculated data point (From WMTC data set 1, see paragraph 3.1) Page 3

31 Appendix 2 Test Data TOTAL HYDROCARBONS (THC) [g/km] Moto CLASS CLASS EURO2 EURO3 WEIGHTED WMTC RESULTS 22/51/EC WMTC W11 W12 WS VEHICLES WITHOUT CATALYTIC CONVERTER 1 MT12-C MT13-C MT2-C N/A 4 W7-C W43-C W46-C N/A 7 W62-C W63-C W74-C N/A 1 MT4-C MT6-C WR2-C W41-C W47-C W51-C W52-C W57-C MT7-C MT11-C3-6-DC MT1-C3-1-DC MT18-C MT17-C MT19-C3-8-DC MT16-C MT23-C MT24-C MT25-C W26-C W75-C W77-C W78-C W81-C W83-C D5-C Page 31

32 TOTAL HYDROCARBONS (THC) [g/km] Moto CLASS CLASS EURO2 EURO3 WEIGHTED WMTC RESULTS 22/51/EC WMTC W11 W12 WS VEHICLES WITH CATALYTIC CONVERTER 35 W31-C W34-C MT21-C N/A 38 MT22-C N/A 39 MT5-C W67-C MT14-C MT15-C MT11-C MT1-C MT8-C MT9-C MT26-C MT27-C WR3-C W32-C W36-C W38-C W39-C W4-C W64-C W66-C W68-C W76-C W137-C AECC1-C AECC2-C AECC3-C AECC4-C AECC5-C D1-C D2-C D3-C D4-C D6-C D7-C Page 32

33 CARBON MONOXIDE (CO) [g/km] Moto CLASS CLASS EURO2 EURO3 WEIGHTED WMTC RESULTS 22/51/EC WMTC W11 W12 WS VEHICLES WITHOUT CATALYTIC CONVERTER 1 MT12-C MT13-C MT2-C N/A 4 W7-C W43-C W46-C N/A 7 W62-C W63-C W74-C N/A 1 MT4-C MT6-C WR2-C W41-C W47-C W51-C W52-C W57-C MT7-C MT11-C3-6-DC MT1-C3-1-DC MT18-C MT17-C MT19-C3-8-DC MT16-C MT23-C MT24-C MT25-C W26-C W75-C W77-C W78-C W81-C W83-C D5-C Page 33

34 CARBON MONOXIDE (CO) [g/km] Moto CLASS CLASS EURO2 EURO3 WEIGHTED WMTC RESULTS 22/51/EC WMTC W11 W12 WS VEHICLES WITH CATALYTIC CONVERTER 35 MT21-C N/A 36 MT22-C N/A 37 W31-C W34-C MT5-C MT14-C MT15-C W67-C MT11-C MT1-C MT8-C MT9-C MT26-C MT27-C WR3-C W32-C W36-C W38-C W39-C W4-C W64-C W66-C W68-C W76-C W137-C AECC1-C AECC2-C AECC3-C AECC4-C AECC5-C D1-C D2-C D3-C D4-C D6-C D7-C Page 34