Ais 142 F

AIS-142
AUTOMOTIVE INDUSTRY STANDARD
Evaluation of Tyres with Regard to

Rolling Sound Emissions and/or to
Adhesion on Wet Surfaces and/or to
Rolling Resistance
PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P.B. NO. 832, PUNE 411 004
ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE
UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING COMMITTEE
SET-UP BY
MINISTRY OF ROAD TRANSPORT & HIGHWAYS
(DEPARTMENT OF ROAD TRANSPORT & HIGHWAYS)
GOVERNMENT OF INDIA
February 2019
I
AIS-142
Status chart of the standard to be used by the purchaser for updating the record
Sr. Corrigenda. Amendment Revision Date Remark Misc.

No.
General remarks :
II
AIS-142
INTRODUCTION
The Government of India felt the need for a permanent agency to expedite the
publication of standards and development of test facilities in parallel when the work
on the preparation of the standards is going on, as the development of improved
safety critical parts can be undertaken only after the publication of the standard
and commissioning of test facilities. To this end, the erstwhile Ministry of Surface
Transport (MOST) has constituted a permanent Automotive Industry Standards
Committee (AISC) vide order No. RT-11028/11/97-MVL dated September 15,
1997. The standards prepared by AISC will be approved by the permanent CMVR
Technical Standing Committee (CTSC). After approval, the Automotive Research
Association of India, (ARAI), Pune, being the Secretariat of the AIS Committee,
has published this standard. For better dissemination of this information ARAI may
publish this standard on their web site.
Based on the discussions in the 52nd meeting of AISC it was agreed to form a new
AIS standard in line with UN R 117. AIS-142 is prepared in line with Revision 4 of
UN R 117. The standard was approved in the 58th meeting of AISC and adopted in
52nd meeting of CMVR-TSC.
The AISC panel and the Automotive Industry Standards Committee (AISC)
responsible for preparation of this standard are given in Annex G and Annex H
respectively.
*****
III
AIS-142
Evaluation of Tyres with Regard to Rolling Sound Emissions and/or to

Adhesion on Wet Surfaces and/or to Rolling Resistance
INDEX
Para. Contents Page No.
No.
1. Scope 1/100
2. References 1/100
3. Definitions 1/100
4. Markings 5/100
5. Criterion For Type Approval / Type Test 5/100
6. Requirements 6/100
7. Conformity of Production 11/100
8. Worst Case Criteria (WCC) 12/100
LIST OF ANNEXES
ANNEX-A Coast-by test method for measuring tyre-rolling 15/100
sound emission
ANNEX-B Specifications for the test site 24/100

ANNEX-C Testing Procedure For Measuring Wet Grip 31/100
ANNEX-D Test procedure for measuring rolling resistance 60/100
ANNEX–E Procedures for snow performance testing relative 79/100
to snow tyre for use in severe snow conditions
ANNEX-F Information To Be Submitted For Type Approval 97/100
of Tyres
ANNEX-G Panel Composition 98/100

ANNEX-H AISC Committee Composition 100/100
IV
AIS-142
Evaluation of Tyres with Regard to Rolling Sound Emissions and/or

to Adhesion on Wet Surfaces and/or to Rolling Resistance
1.0 SCOPE
1.1 This Standard applies to new pneumatic tyres of Classes C1, C2 and C3
with regard to their sound emissions, rolling resistance and to adhesion
performance on wet surfaces (wet adhesion). It does not, however,
apply to:
1.1.1 Tyres designed as "Temporary use spare tyres" and marked "Temporary
use only";
1.1.2 Tyres having a nominal rim diameter code ≤ 10 (or ≤ 254 mm) or ≥ 25
(or ≥ 635 mm);
1.1.3 Tyres designed for competitions;
1.1.4. Tyres intended to be fitted to road vehicles of categories other than M,

N and T;
1.1.5. Tyres fitted with additional devices to improve traction properties (e.g.
studded tyres);
1.1.6. Tyres with a speed rating less than 80 km/h (speed symbol F);
1.1.7. Professional off-road tyres.

2.0 REFERENCE
UN R 117
3.0 DEFINITIONS
For the purpose of this Standard, in addition to the definitions contained
in IS: 15633 and IS: 15636, the following definitions apply.
3.1 "Type of tyre" means, in relation to this Standard, a range of tyres
consisting of a list of tyre size designations, brand names and trade
descriptions, which do not differ in such essential characteristics as:
(a) The manufacturer's name;

(b) The tyre class (see paragraph 3.4. below);
(c) The tyre structure;
(d) The category of use: normal tyre, snow tyre and special use tyre;
(e) For Class C1 tyres:
(i) In case of tyres submitted for approval of rolling sound
emission levels, whether normal or reinforced (or extra
load);
(ii) In case of tyres submitted for approval of performance
adhesion on wet surfaces, whether normal tyres or snow
tyres with a speed category of Q or below excluding H
(≤ 160 km/h) or speed category R and above including H
(> 160 km/h);
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(f) For Classes C2 and C3 tyres:

(i) In case of tyres submitted for approval of rolling sound
emission levels at stage 1, whether M+S marked or not;
(ii) In case of tyres submitted for approval of rolling sound
emission levels at stage 2, whether traction tyre or not;
(g) The tread pattern.
3.2. "Brand name" or "Trade description" means the identification of

the tyre as given by the tyre manufacturer. The brand name may be the
same as that of the manufacturer and the Trade description may coincide
with the trade mark.
3.3. "Rolling sound emission" means the sound emitted from the contact
between the tyres in motion and the road surface.
3.4. "Tyre class" means one of the following groupings:
3.4.1. Class C1 tyres: Tyres conforming to Standard IS 15633;
3.4.2. Class C2 tyres: Tyres conforming to Standard IS 15636 and identified
by a load capacity index in single formation lower or equal to 121 and
a speed category symbol higher or equal to "N" and/or tyres marked
with LT/C;
3.4.3. Class C3 tyres: Tyres conforming to Standard IS 15636 and identified
by:
(a) A load capacity index in single formation higher or equal to 122
and /or tyres not marked with LT/C; or
(b) A load capacity index in single formation lower or equal to 121
and a speed category symbol lower or equal to "M" and /or tyres
not marked with LT/C.
3.5 "Representative tyre size" means the tyre size which is submitted to
the test described in Annex A to this Standard with regard to rolling
sound emissions, or Annex C for adhesion on wet surfaces or Annex D
for rolling resistance to assess the conformity for the type approval of
the type of tyre, or Annex E for use in severe snow conditions.
3.6. "Temporary-use spare tyre" means a tyre different from a tyre
intended to be fitted to any vehicle for normal driving conditions; but
intended only for temporary use under restricted driving conditions.
3.7. "Tyres designed for competition" means tyres intended to be fitted to
vehicles involved in motor sport competition and not intended for non-
competitive on-road use.
3.8. "Normal tyre" means a tyre intended for normal on-road use.
3.9. "Reinforced tyre" or "extra load tyre" of Class C1 means a
pneumatic-tyre structure designed to carry more load at a higher
inflation pressure than the load carried by the corresponding standard
version tyre at the standard inflation pressure as specified in
ISO 4000-1:2010.
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3.10. "Traction tyre" means a tyre in class C2 or C3 bearing the inscription

TRACTION and intended to be fitted primarily to the drive axle(s) of a
vehicle to maximize force transmission in various circumstances.
3.11. "Snow tyre" means a tyre whose tread pattern, tread compound or
structure is primarily designed to achieve in snow conditions a
performance better than that of a normal tyre with regard to its ability
to initiate or maintain vehicle motion.
3.11.1. "Snow tyre for use in severe snow conditions" means a snow tyre
whose tread pattern, tread compound or structure is specifically
designed to be used in severe snow conditions and that fulfils the
requirements of paragraph 6.4. of this Standard.
3.12. "Special use tyre" means a tyre intended for mixed use both on- and
off-road or for other special duty. These tyres are primarily designed to
initiate and maintain the vehicle in motion in off-road conditions
3.13. "Professional off-road tyre" is a special use tyre primarily used for
service in severe off-road conditions
3.14. "Tread depth" means the depth of the principal grooves.
3.14.1. "Principal grooves" means the wide circumferential grooves
positioned in the central zone of the tyre tread, which, in the case of
passenger and light truck (commercial) tyres, have the tread wear
indicators located in the base.
3.15. "Void to fill ratio" means the ratio between the area of voids in a
reference surface and the area of this reference surface calculated from
the mould drawing.
3.16. "Standard reference test tyre" (SRTT) means a tyre that is produced,
controlled and stored in accordance with the ASTM (American Society
for Testing and Materials) standards:
(a) E1136-93 (2003) for the size P195/75R14
(b) F2872 (2011) for the size 225/75 R 16 C
(c) F2871 (2011) for the size 245/70 R 19.5
(d) F2870 (2011) for the size 315/70 R 22.5
3.17. Wet Grip or Snow Grip measurements – Specific definitions

3.17.1. "Adhesion on wet surfaces" means the relative braking performance,
on a wet surface, of a test vehicle equipped with the candidate tyre in
comparison to that of the same test vehicle equipped with a reference
tyre (SRTT).
3.17.2. "Candidate tyre" means a tyre, representative of the type that is
submitted for approval in accordance with this Standard.
3.17.3. "Control tyre" means a normal production tyre that is used to establish
the wet grip or snow grip performance of tyre sizes unable to be fitted
to the same vehicle as the standard reference test tyre – see paragraph
4.1.7. of Annex C and paragraph 3.4.3. of Annex E to this Standard.
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3.17.4. "Wet grip index ("G")" means the ratio between the performance of
the candidate tyre and the performance of the standard reference test
tyre.
3.17.5. "Snow grip index ("SG")" means the ratio between the performance
of the candidate tyre and the performance of the standard reference test
tyre.
3.17.6. "Peak brake force coefficient ("pbfc")" means the maximum value
of the ratio of braking force to vertical load on the tyre prior to wheel
lock-up.
3.17.7. "Mean fully developed deceleration ("mfdd")" means the average
deceleration calculated on the basis of the measured distance recorded
when decelerating a vehicle between two specified speeds.
3.17.8. "Coupling (hitch) height" means the height when measured
perpendicularly from the centre of the articulation point of the trailer
towing coupling or hitch to the ground, when the towing vehicle and
trailer are coupled together. The vehicle and trailer shall be standing on
level pavement surface in its test mode complete with the appropriate
tyre(s) to be used in the particular test.
3.18. Rolling resistance measurement - Specific definitions
3.18.1. Rolling resistance Fr
Loss of energy (or energy consumed) per unit of distance travelled.
3.18.2. Rolling resistance coefficient Cr
Ratio of the rolling resistance to the load on the tyre.
3.18.3. New test tyre
A tyre which has not been previously used in a rolling deflected test
that raises its temperature above that generated in rolling resistance
tests, and which has not previously been exposed to a temperature
above 40 °C.,
3.18.4. Laboratory control tyre
Tyre used by an individual laboratory to control machine behaviour as
a function of time.
3.18.5. Capped inflation
Process of inflating the tyre and allowing the inflation pressure to build
up, as the tyre is warmed up while running.
3.18.6. Parasitic loss
Loss of energy (or energy consumed) per unit distance excluding
internal tyre losses, attributable to aerodynamic loss of the different
rotating elements of the test equipment, bearing friction and other
sources of systematic loss which may be inherent in the measurement.
3.18.7. Skim test reading

Type of parasitic loss measurement, in which the tyre is kept rolling
without slippage, while reducing the tyre load to a level at which
energy loss within the tyre itself is virtually zero.
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3.18.8. Inertia or moment of inertia.

Ratio of the torque applied to a rotating body to the rotational
acceleration of this body.
3.18.9. Measurement reproducibility σm
Capability of a machine to measure rolling resistance.
4.0 MARKINGS
4.1 All tyres constituting the type of tyre shall be marked as prescribed by
either Standard IS 15633 or IS 15636, as applicable.
4.2 In particular tyres shall bear
4.2.1 The manufacturer's name or trade mark;
4.2.2 The trade description (see paragraph 3.2. of this Standard). However,
the trade description is not required when it coincides with the trade
mark;
4.2.3 The tyre size designation;
4.2.4 The inscription "REINFORCED" (or alternatively "EXTRA LOAD") if

the tyre is classified as reinforced;
4.2.5 The inscription "TRACTION" if the tyre is classified as "traction tyre";
4.2.6 The "Alpine" symbol ("3-peak-mountain with snowflake" conforming

to the symbol described in Annex E, Appendix 1) shall be added if the
snow tyre is classified as "snow tyre for use in severe snow conditions".
4.2.7 The inscription "MPT" (or alternatively "ML" or "ET") and /or "POR"
if the tyre is classified in the category of use "special".
ET means Extra Tread, ML stands for Mining and Logging, MPT means
Multi-Purpose Truck and POR means Professional Off-Road.
4.3 Tyres shall provide adequate space for the approval mark.
4.4 The approval mark shall be moulded into or onto the sidewall of the
tyre, shall be clearly legible and shall be located in the lower area of
the tyre on atleast one of the sidewalls.
4.4.1 However, in the case of tyres identified by the tyre to rim fitment
configuration symbol "A", the marking may be located anywhere on
the outside sidewall of the tyre.
5.0 CRITERION FOR TYPE APPROVAL / TYPE TEST

5.1 Tyres(s) shall meet the test requirements tested as per requirements
given in Annex A to this Standard with regard to rolling sound
emissions, or Annex C for adhesion on wet surfaces or Annex D for
rolling resistance to assess the conformity for the type approval of the
type of tyre, or Annex E for use in severe snow conditions.
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5.2 Type Approval Procedure.

5.2.1 Application for type approval to be submitted by the manufacturer.
5.2.2 The application for type approval shall contain at least the technical
information as specified in Annex F.
Note - For type approval of tyre belonging to one family of tyre, brand
of the tyre to be selected for type approval shall be left to
certifying authority. Worst case selection shall be made at the
discretion of the certifying authority based on the criteria
specified in 8.0.
5.2.3 Changes in the technical specifications of already type approved tyres.
5.2.3.1 Every functional modification in technical specification declared in
accordance with 5.2.1 shall be intimated to the certifying authority.
5.2.3.2 The certifying authority may then consider, whether:
a) Tyre with modification complies with specified requirements, or
b) Any further verification is required
For considering whether any further verification is required or not
(criteria for extension of type approval) specified in 5.2.5 shall be used.
5.2.3.3 In case of 5.2.3.2 (b), checks for those parameters which are affected by
the modifications, only need to be carried out.
5.2.4 In the event of 5.2.3.2 (a) or in the case of 5.2.3.2 (b) after successful
compliance to the requirements, a certificate of compliance shall be
validated for the modified version, as applicable.
5.2.5 Criteria for extension of Type approval
5.2.5.1 In case the changes cause the tyre to be outside the approved family /
range of tyres, the verification shall be carried out for establishing
compliance of the changed parameters to the requirements specified in
this standard.
6.0 REQUIREMENTS
6.1 Rolling sound emission limits, as measured by the method described in
Annex A to this Standard.
6.1.1 For Class C1 tyres, the rolling sound emission value shall not exceed
the values pertinent to the applicable stage given below. These values
refer to the nominal section width as given below:
Stage 1
Nominal section width Limit dB(A)
145 and lower 72
Over 145 up to 165 73
Over 165 up to 185 74
Over 185 up to 215 75
Over 215 76
The above limits shall be increased by 1 dB(A) for extra load tyres or reinforced tyres and
by 2 dB(A) for "special use tyres".
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Stage 2
Nominal section width Limit dB(A)
185 and lower 70
Over 185 up to 245 71
Over 245 up to 275 72
Over 275 74
The above limits shall be increased by 1 dB(A) for "snow tyre for use in severe snow
conditions", extra load tyres or reinforced tyres, or any combination of these classifications.
6.1.2 For Class C2 tyres, the rolling sound emission value with reference to
its category of use (see paragraph 3.1., subparagraph (d) above) shall
not exceed the values pertinent to the applicable stage given below:
Stage 1
Category of use Limit dB(A)
Normal tyre 75
Snow tyre 77
Special use tyre 78
Stage 2
Category Limit dB(A)
of use Other Traction tyres
Normal tyre 72 73
Snow tyre 72 73
Snow tyre for use 73 75
in severe snow
conditions
Special use tyre 74 75
6.1.3 For Class C3 tyres, the rolling sound emission value with reference to
its category of use (see paragraph 3.1., subparagraph (d) above) shall
not exceed the values pertinent to the applicable stage given below:
Stage 1
Normal tyre 76
Snow tyre 78
Special use tyre 79
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Stage 2
Other Traction tyres
Normal tyre 73 75
Snow tyre 73 75
Snow tyre for use 74 76
in severe snow
conditions
Special use tyre 75 77
6.2. The wet grip performance will be based on a procedure that compares
either peak brake force coefficient ("pbfc") or mean fully developed
deceleration ("mfdd") against values achieved by a standard reference
test tyre (SRTT). The relative performance shall be indicated by a wet
grip index (G).
6.2.1 For Class C1 tyres, tested in accordance with either procedure given in
Annex C, Part (A) to this Standard, the tyre shall meet the following
requirements:
Category of use Wet grip
index (G)
Normal tyre ≥ 1.1
Snow tyre ≥ 1.1
"Snow tyre for use in severe snow ≥ 1.0
conditions" and with a speed symbol
("R" and above, including "H")
indicating a maximum permissible
speed greater than 160 km/h
"Snow tyre for use in severe snow ≥ 0.9
conditions" and with a speed symbol
("Q" or below excluding "H")
indicating a maximum permissible
speed not greater than 160 km/h
Special use tyre Not
defined
6.2.2. For Class C2 tyres, tested in accordance with either procedure given in
Annex C, Part (B), to this Standard, the tyre shall meet the following
requirements:
Wet grip index (G)
Category of use
Other Traction tyres
Normal tyre ≥ 0.95 ≥ 0.85
Snow tyre ≥ 0.95 ≥ 0.85
Snow tyre for use ≥ 0.85 ≥ 0.85
in severe snow
conditions
Special use tyre ≥ 0.85 ≥ 0.85
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6.2.3. For Class C3 tyres, tested in accordance with either procedure given in
Annex C, Part (B), to this Regulation, the tyre shall meet the following
requirements:
Wet grip index (G)

Category of use Other Traction
tyres
Normal tyre ≥ 0.80 ≥ 0.65
Snow tyre ≥ 0.65 ≥ 0.65
Snow tyre for use in ≥ 0.65 ≥ 0.65
severe snow conditions
Special use tyre ≥ 0.65 ≥ 0.65
6.3. Rolling resistance coefficient limits, as measured by the method

described in Annex D to this Standard.
6.3.1 The maximum values for stage 1 for the rolling resistance coefficient
shall not exceed the following (value in N/kN is equivalent to value in
kg/tonne):
Tyre class Max value (N/kN)

C1 13.5 (for Radial tyres < 14 inch)
12.0 (for Radial tyres ≥ 14 inch)
C2 12.0 (for Radial tyres ≤ 14 inch)
11.5 (for Radial tyres > 14 inch)
13.5 (for BIAS tyres ≤ 14 inch)
13.0 (for BIAS tyres > 14 inch)
C3 8.5 (for Radial tyres)
10.0 (for BIAS tyres)
For "snow tyre for use in severe snow conditions", the limits shall be
increased by 1 N/kN.
kg/tonne):
C1 12 (for tyres < 14 inch)
10.5 (for tyres ≥ 14 inch)
C2 11.0 (for Radial tyres ≤ 14 inch)
10.5 (for Radial tyres > 14 inch)
12.5 (for BIAS tyres ≤ 14 inch)
12.0 (for BIAS tyres > 14 inch)
C3 7.0 (for Radial tyres)
9.5 (for BIAS tyres)
For "snow tyre for use in severe snow conditions”, the limits shall be
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kg/tonne):
C1 10.5
For "snow tyre for use in severe snow conditions”, the limits shall be
6.4 In order to be classified as a "snow tyre for use in severe snow
conditions" the tyre shall meet the performance requirements of
paragraph 6.4.1. below. The tyre shall meet these requirements based
on a test method of Annex E by which:
(a) The mean fully developed deceleration ("mfdd") in a braking test,

(b) Or alternatively an average traction force in a traction test,
(c) Or alternatively the average acceleration in an acceleration test of
the candidate tyre is compared to that of a standard reference tyre.
The relative performance shall be indicated by a snow index.
6.4.1 Tyre snow performance requirements
6.4.1.1 Classes C1, C2 and C3 tyres

The minimum snow index value, as calculated in the procedure
described in Annex E and compared with the SRTT shall be as follows:
Class Snow grip index Snow grip index Snow grip index
of tyre (brake on snow (spin traction (acceleration
method) (a) method) (b) method) (c)
Ref. = Ref. = Ref. = Ref. = C3N – SRTT 19.5
C1 – SRTT 14 C2 – SRTT C1 – SRTT 14 Ref. = C3W – SRTT 22.5
16C
C1 1.07 No 1.10 No
C2 No 1.02 1.10 No
C3 No No No 1.25
(a)
See paragraph 3. of Annex E to this Standard
(b)
(c)
6.5 In order to be classified as a "traction tyre", a tyre is required to meet at

least one of the conditions of paragraph 6.5.1. below.
6.5.1 The tyre shall have a tread pattern with minimum two circumferential
ribs, each containing a minimum of 30 block-like elements, separated
by grooves and/or sipe elements the depth of which has to be minimum
of one half of the tread depth. The use of an alternative option of a
physical test will only apply at a later stage following a further
amendment to the Standard including a reference to an appropriate test
methods and limit values.
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6.6 In order to be classified as a "special use tyre" a tyre shall have a block
tread pattern in which the blocks are larger and more widely spaced than
for normal tyres and have the following characteristics:
For C1 tyres: a tread depth ≥ 11 mm and void to fill ratio ≥ 35 per cent
6.7 In order to be classified as a "professional off-road tyre", a tyre shall

have all of the following characteristics:
(a) For C1 and C2 tyres:
(i) A tread depth ≥ 11 mm;
(ii) A void-to-fill ratio ≥ 35 per cent;
(iii) A maximum speed rating of ≤ Q.
(b) For C3 tyres:

(i) A tread depth ≥ 16 mm;
(ii) A void-to-fill ratio ≥ 35 per cent;
(iii) A maximum speed rating of ≤ K.
7.0 CONFORMITY OF PRODUCTION
7.1 Periodic testing and approval based on worst case criteria specified in
8.0 of each type of tyre as per the approved family of tyres shall be
carried out. The approval marking shall be made only on the tyres of
that approved family and the same shall not get extended to other
families of tyres, unless tyres from out of that have undergone the same
testing and type approval for that family of tyre.
7.2 The tyres approved under this standard shall be so manufactured as to

conform to requirements set forth in in Annex A to this Standard with
regard to rolling sound emissions, or Annex C for adhesion on wet
surfaces or Annex D for rolling resistance or Annex E for use in severe
snow conditions.
7.3 The production and quality assurance system shall meet all the
requirements laid out by the certifying authority.
7.4 Production shall be deemed to conform to the requirements of this

Standard if the levels measured comply with the limits prescribed in
paragraph 6.1. of this Regulation, with an additional allowance of
+1 dB(A) for possible mass production variations.
7.5 Production shall be deemed to conform to the requirements of this

Standard if the levels measured comply with the limits prescribed in
paragraph 6.3. of this Regulation, with an additional allowance of + 0.3
N/kN for possible mass production variations.
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8.0 WORST CASE CRITERIA (WCC)

8.1 General Conditions
Worst case reference is allowed for tyres of the same tyre range. Within
the tyre range the following type essentials must be identical if WC-
reference is applied:
Manufacturer,
Category of use,
Structure,
8.2 WCC for rolling sound emission
8.2.1. The largest nominal section width.
In case of tyres with same nominal section width select the lowest
aspect ratio.
In case of tyres with same nominal section width and aspect ratio select
the largest rim diameter.
8.3. WCC for wet grip
8.3.1. Among tyres with the same tread pattern, tyres with the smallest
nominal width, the highest nominal aspect ratio and smallest rim
diameter give the worst wet grip performances.
8.3.2. Any tyre size that meets ten percent (10%) or more above the minimum
required wet grip value can represent the whole tyre size range of the
tread pattern type.
If the tested tyre meets the minimum required value but not the full extra
ten percent or more above the required value, extra tests must be
performed with two contrary WC-tyres :
(a) The tyre with the following characteristics:
The smallest nominal section width.
In case of tyres with same nominal section width, select the highest
aspect ratio.
In case of tyres with same nominal section width and aspect ratio, select
the smallest rim diameter.
(b) The tyre with the following characteristics:
The largest nominal section width.
In case of tyres with the same nominal section width, select the smallest
aspect ratio.
In case of tyres with the same nominal section width and aspect ratio,
select the largest rim diameter.
The tyre size list of tyres not meeting the extra 10% is determined by
the two most contrary WC-tyres (a and b), which meet the minimum
wet grip requirement.
If one or both WC-tyres (a and b) do not meet the minimum wet grip
requirement, the next WC tyre(s) in line must be selected until the tyre
is (are) rated that meet the minimum wet grip requirement.
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8.4. WCC for rolling resistance

8.4.1. The standard tyre with the lowest load index.
Standard tyres prove worse rolling resistance coefficient results versus

reinforced tyres. Select the standard tyre in the case of tyres with the
same load index but differing in standard and reinforced indication.
Run flat tyres prove worse rolling resistance coefficient results versus
standard tyres.
Select the Run flat version in case of tyres with the same load index in
both standard as in run flat version.
If another tyre is tested other than the worst case tyre, a relativized limit
value must be calculated and met.
To verify if a lower load index (LI-lowest) meets the requirements of

the regulation, the limit value for the tested tyre (LI-candidate) is
calculated by the formula:
Calculated limit value = (RRC-limit value R117 - 0.3# N/Kn) – 0.06* x

(LI-candidate – LI-lowest)
# the limit value of the regulation will be increased by a safety margin

of 0.3N/kN
* the slope of rolling resistance coefficient versus load index is fixed on
0.06.
The tyres with a lower load index can be added to the tyre size list if the
RRC value of the tested candidate tyre is equal or less than the
calculated limit value.
 The calculation must be presented in the information document or

test report of the application package.
 Verification calculation.
To be able to make a verification calculation on the rolling
resistance coefficient the following information must be presented
in the rolling resistance test report:
Force method:
- Lm-skim : applied skim load (see 4.6.1. of Annex D)
- rl–skim : distance from tyre axis to test drum outer surface at skim
load
- Ft-skim : spindle Force at skim load
- Ft-test load : spindle Force at test load
Torque method:
- Lm-skim : applied skim load (see 4.6.1. of Annex D)
- Tt-skim : Torque at skim load
- Tt-test load : Torque at test load
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8.5. Snow Tyres

8.5.1. For C1 and C2 category tyres
The tyre with the largest nominal section width.
Any tyre size that meets the required value of the regulation plus the
extra safety margin (or more) can represent the whole tyre size range.
If the additional safety margin value is not met, extra tests with the
defined WC-tyre must be performed. If the minimum required value of
the regulation is met by the WC-tyre, the tyre range can be represented
by this tyre.
8.5.2. For C3 category tyres

The tyre with the smallest nominal section width.
Any tyre size that meets the required value of the regulation plus the
extra safety margin (or more), then it can represent the tyre range.
If the additional safety margin value is not met, extra tests with the
defined WC-tyre must be performed. If the minimum required value of
the regulation is met, the tyre range can be represented by this tyre.
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ANNEX - A
(See 3.5 )
COAST-BY TEST METHOD FOR MEASURING
TYRE-ROLLING SOUND EMISSION
0.0 Introduction
The presented method contains specifications on measuring instruments,
measurement conditions and the measurement method, in order to obtain
the sound level of a set of tyres mounted on a test vehicle rolling on a
specified road surface. The maximum sound pressure level is to be
recorded, when the test vehicle is coasting, by remote-field microphones;
the final result for a reference speed is obtained from a linear regression
analysis. Such test results cannot be related to tyre rolling sound measured
during acceleration under power or deceleration under braking.
1.0 Measuring instruments
1.1 Acoustic measurements
The sound level meter or the equivalent measuring system, including the
windscreen recommended by the manufacturer shall meet or exceed the
requirements of Type 1 instruments in accordance with IEC
60651:1979/A1:1993, second edition.
The measurements shall be made using the frequency weighting A, and
the time weighting F.
When using a system that includes a periodic monitoring of the A-
weighted sound level, a reading should be made at a time interval not
greater than 30 ms.
1.1.1 Calibration
At the beginning and at the end of every measurement session, the entire
measurement system shall be checked by means of a sound calibrator that
fulfils the requirements for sound calibrators of at least precision Class 1
according to IEC 60942:1988. Without any further adjustment the
difference between the readings of two consecutive checks shall be less
than or equal to 0.5 dB (A). If this value is exceeded, the results of the
measurements obtained after the previous satisfactory check shall be
discarded.
1.1.2 Compliance with requirements
The compliance of the sound calibration device with the requirements of
IEC 60942:1988 shall be verified once a year and the compliance of the
instrumentation system with the requirements of IEC
60651:1979/A1:1993, second edition shall be verified at least every two
years, by a laboratory which is authorized to perform calibrations
traceable to the appropriate standards.
1.1.3 Positioning of the microphone
The microphone (or microphones) shall be located at a distance of 7.5 ±
0.05 m from track reference line CC' (Figure 1) and 1.2 ± 0.02 m above
the ground. Its axis of maximum sensitivity shall be horizontal and
perpendicular to the path of the vehicle (line CC').
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1.2 Speed measurements

The vehicle speed shall be measured with instruments with accuracy of
±1 km/h or better when the front end of the vehicle has reached line PP’
(Figure 1).
1.3 Temperature measurements

Measurements of air as well as test surface temperature are mandatory.
The temperature measuring devices shall be accurate within ± 1 °C.
1.3.1 Air temperature

The temperature sensor is to be positioned in an unobstructed location
close to the microphone in such a way that it is exposed to the airflow
and protected from direct solar radiation. The latter may be achieved by
any shading screen or similar device. The sensor should be positioned at
a height of 1.2 ± 0.1 m above the test surface level, to minimize the
influence of the test surface thermal radiation at low airflows.
1.3.2 Test surface temperature
The temperature sensor is to be positioned in a location where the

temperature measured is representative of the temperature in the wheel
tracks, without interfering with the sound measurement.
If an instrument with a contact temperature sensor is used, heat-
conductive paste shall be applied between the surface and the sensor to
ensure adequate thermal contact.
If a radiation thermometer (pyrometer) is used, the height should be
chosen to ensure that a measuring spot with a diameter of ≥ 0.1 m is
covered.
1.4 Wind measurement
The device shall be capable of measuring the wind speed with a tolerance
of ± 1 m/s. The wind shall be measured at microphone height. The wind
direction with reference to the driving direction shall be recorded.
2.0 Conditions of measurement
2.1 Test site
The test site shall consist of a central section surrounded by a
substantially flat test area. The measuring section shall be level; the test
surface shall be dry and clean for all measurements. The test surface shall
not be artificially cooled during or prior the testing.
The test track shall be such that the conditions of a free sound field
between the sound source and the microphone are attained to within 1 dB
(A). These conditions shall be deemed to be met if there is no large sound
reflecting objects, such as fences, rocks, bridges or building within 50 m
of the centre of the measuring section. The surface of the test track and
the dimensions of the test site shall be in accordance with
ISO 10844:2014.
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A central part of at least 10 m radius shall be free of powdery snow, tall

grass, loose soil, cinders or the like. There shall be no obstacle, which
could affect the sound field within the vicinity of the microphone and no
persons shall stand between the microphone and the sound source. The
operator carrying out the measurements and any observers attending the
measurements shall position themselves so as not to affect the readings
of the measuring instruments.
2.2 Meteorological conditions
Measurements shall not be made under poor atmospheric conditions.
It shall be ensured that the results are not affected by gusts of wind.
Testing shall not be performed if the wind speed at the microphone
height exceeds 5 m/s.
Measurements shall not be made if the air temperature is below 5 °C or
above 40 °C or the test surface temperature is below 5 °C or above
50 °C.
2.3 Ambient noise
2.3.1 The background sound level (including any wind noise) shall be at least
10 dB (A) less than the measured tyre rolling sound emission. A suitable
windscreen may be fitted to the microphone provided that account is
taken of its effect on the sensitivity and directional characteristics of the
microphone.
2.3.2 Any measurement affected by a sound peak which appears to be
unrelated to the characteristics of the general sound level of tyres, shall
be ignored.
2.4 Test vehicle requirements
2.4.1 General
The test vehicle shall be a motor vehicle and be fitted with four single
tyres on just two axles.
2.4.2 Vehicle load
The vehicle shall be loaded such as to comply with the test tyre loads as
specified in paragraph 2.5.2. below.
2.4.3 Wheelbase
The wheelbase between the two axles fitted with the test tyres shall for
Class C1 be less than 3.50 m and for Class C2 and Class C3 tyres be less
than 5 m.
2.4.4 Measures to minimize vehicle influence on sound level measurements
To ensure that tyre rolling sound is not significantly affected by the test
vehicle design the following requirements and recommendations are
given.
2.4.4.1 Requirements:
(a) Spray suppression flaps or other extra device to suppress spray
shall not be fitted;
(b) Addition or retention of elements in the immediate vicinity of
the rims and tyres, which may screen the emitted sound, is not
permitted;
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(b) Wheel alignment (toe in, camber and caster) shall be in full
accordance with the vehicle manufacturer's recommendations;
(c) Additional sound absorbing material may not be mounted in the
wheel housings or under the underbody;
(e) Suspension shall be in such a condition that it does not result in
an abnormal reduction in ground clearance when the vehicle is
loaded in accordance with the testing requirement. If available,
body level Standard systems shall be adjusted to give a ground
clearance during testing which is normal for unladen condition.
2.4.4.2 Recommendations to avoid parasitic noise:
(a) Removal or modification on the vehicle that may contribute to
the background noise of the vehicle is recommended. Any
removals or modifications shall be recorded in the test report;
(b) During testing it should be ascertained that brakes are not poorly
released, causing brake noise;
(d) It should be ascertained that electric cooling fans are not
operating;
(d) Windows and sliding roof of the vehicle shall be closed during
testing.
2.5 Tyres
2.5.1 General
Four identical tyres shall be fitted on the test vehicle. In the case of tyres
with a load capacity index in excess of 121 and without any dual fitting
indication, two of these tyres of the same type and range shall be fitted
to the rear axle of the test vehicle; the front axle shall be fitted with tyres
of size suitable for the axle load and planed down to the minimum depth
in order to minimize the influence of tyre/road contact noise while
maintaining a sufficient level of safety. Winter tyres that may be
equipped with studs intended to enhance friction shall be tested without
this equipment. Tyres with special fitting requirements shall be tested in
accordance with these requirements (e.g. rotation direction). The tyres
shall have full tread depth before being run-in.
Tyres are to be tested on rims permitted by the tyre manufacturer.
2.5.2 Tyre loads
The test load Qt for each tyre on the test vehicle shall be 50 to 90 per
cent of the reference load Qr, but the average test load Qt,avr of all tyres
shall be 75 ± 5 per cent of the reference load Qr.
For all tyres the reference load Qr corresponds to the maximum mass
associated with the load capacity index of the tyre. In the case where the
load capacity index is constituted by two numbers divided by slash (/),
reference shall be made to the first number.
2.5.3 Tyre inflation pressure
Each tyre fitted on the test vehicle shall have a test pressure Pt not higher
than the reference pressure Pr and within the interval:
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1.25 1.25
Q  Q 
Pr   t   Pt  1.1 Pr   t 
 Qr   Qr 
For Class C2 and Class C3 the reference pressure Pr is the pressure

corresponding to the pressure in kPa or to the pressure index marked on
the sidewall.
For Class C1 the reference pressure is Pr = 250 kPa for "standard" tyres
and 290 kPa for "reinforced" or "extra load" tyres; the minimum test
pressure shall be Pt = 150 kPa.
2.5.4 Preparations prior to testing
The tyres shall be "run-in" prior to testing to remove compound nodules
or other tyre pattern characteristics resulting from the moulding process.
This will normally require the equivalent of about 100 km of normal use
on the road.
The tyres fitted to the test vehicle shall rotate in the same direction as
when they were run-in.
Prior to testing tyres shall be warmed up by running under test
conditions.
3.0 Method of testing
3.1 General conditions
For all measurements the vehicle shall be driven in a straight line over
the measuring section (AA' to BB') in such a way that the median
longitudinal plane of the vehicle is as close as possible to the line CC'.
When the front end of the test vehicle has reached the line AA' the
vehicle driver shall have put the gear selector on neutral position and
switched off the engine. If abnormal noise (e.g. ventilator, self-ignition)
is emitted by the test vehicle during the measurement, the test shall be
disregarded.
3.2 Nature and number of measurements
The maximum sound level expressed in A-weighted decibels (dB(A))
shall be measured to the first decimal place as the vehicle is coasting
between lines AA' and BB' (Figure 1 - front end of the vehicle on line
AA', rear end of the vehicle on line BB'). This value will constitute the
result of the measurement.
At least four measurements shall be made on each side of the test vehicle
at test speeds lower than the reference speed specified in paragraph 4.1.
below and at least four measurements at test speeds higher than the
reference speed. The speeds shall be approximately equally spaced over
the speed range specified in paragraph 3.3. below.
3.3 Test speed range
The test vehicle speeds shall be within the range:
(a) From 70 to 90 km/h for Class C1 and Class C2 tyres;
(b) From 60 to 80 km/h for Class C3 tyres.
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4.0 Interpretation of results

The measurement shall be invalid if an abnormal discrepancy between
the values is recorded (see paragraph 2.3.2. of this annex).
4.1 Determination of test result
Reference speed Vref used to determine the final result will be:
(a) 80 km/h for Class C1 and Class C2 tyres;
(b) 70 km/h for Class C3 tyres.
4.2 Regression analysis of rolling sound measurements
The tyre-road rolling sound level LR in dB(A) is determined by a
regression analysis according to:
L R  L  a 
L is the mean value of the rolling sound levels Li, measured
in db (A):
n
1
L   Li
n i 1
n is the measurement number (n ≥ 16),
 is the mean value of logarithms of speeds Vi:

n
1
   i with i  lg( Vi / Vref )
n i 1
a is the slope of the regression line in dB(A):

n
( i  )(Li  L)
a  i1
n
(
i1
i  )2
4.3 Temperature correction

For Class C1 and Class C2 tyres, the final result shall be normalized to
a test surface reference temperature ref by applying a temperature
correction, according to the following:
LR(ref) = LR() + K(ref - )

Where:
 = the measured test surface temperature,
ref = 20 °C,
For Class C1 tyres, the coefficient K is: -0.03 db(A)/°C, when  > ref
and -0.06 dB(A)/°C when  < ref.
For Class C2 tyres, the coefficient K is -0.02 dB(A)/°C
If the measured test surface temperature does not change more than 5 °C
within all measurements necessary for the determination of the sound
level of one set of tyres, the temperature correction may be made only
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on the final reported tyre rolling sound level as indicated above, utilizing
the arithmetic mean value of the measured temperatures. Otherwise each
measured sound level Li shall be corrected, utilizing the temperature at
the time of the sound recording.
There will be no temperature correction for Class C3 tyres.
4.4 In order to take account of any measuring instrument inaccuracies, the

results according to paragraph 4.3. above shall be reduced by 1 dB(A).
4.5 The final result, the temperature corrected tyre rolling sound level
LR(ref) in dB(A), shall be rounded down to the nearest lower whole
value.
Figure 1
Microphone positions for the measurement
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ANNEX- A
Appendix -1
Part 1 - Report
1. Test Agency: ...
2. Name and address of applicant:
3. Test report No.:
4. Manufacturer and Brand Name or Trade description:
5. Tyre Class (C1, C2 or C3):
6. Category of use:
7. Sound level according to paragraphs 4.4. and 4.5. of Annex A: …………….. dB(A)
.........................at reference speed of 70/80 km/h1
8. Comments (if any):
9. Date:
10. Signature:
Part 2 - Test data
1. Date of test:
2. Test vehicle (Make, model, year, modifications, etc.):
2.1 Test vehicle wheelbase:………………………………………………..mm
3. Location of test track:
3.1 Date of track certification to ISO 10844:2014:
3.2 Issued by:
3.3 Method of certification:
4. Tyre test details:
4.1 Tyre size designation:
4.2 Tyre service description:
4.3 Reference inflation pressure: …………………………………………… kPa
4.4 Test data:
Front left Front right Rear left Rear right

Test mass (kg)
Tyre load index (%)
Inflation pressure
(cold) (kPa)
4.5 Test rim width code:

4.6 Temperature measurement sensor type:
1Strike out what does not apply.

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5. Valid test results:
Sound level Sound level

Sound level Sound level left1 right1
Test left1 right1 Air Track temp. temp.
Run speed Direction measured measured temp. temp. corrected corrected
No. km/h of run dB(A) dB(A) oC oC dB(A) dB(A) Comments
1
2
3
4
5
6
7
8
1
Relative to the vehicle.
5.1 Regression line slope:

5.2 Sound level after temperature correction according to paragraph 4.3. of Annex A:…….dB(A)
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ANNEX - B
(See 2.1 of Annex - A )
SPECIFICATIONS FOR THE TEST SITE
1.0 Introduction
This annex describes the specifications relating to the physical
characteristics and the laying of the test track. These specifications based
on a special standard describe the required physical characteristics as
well as the test methods for these characteristics.
2.0 Required characteristics of the surface
A surface is considered to conform to this standard provided that the
texture and voids content or sound absorption coefficient have been
measured and found to fulfil all the requirements of paragraphs 2.1. to
2.4. below and provided that the design requirements (paragraph 3.2.
below) have been met.
2.1 Residual voids content
The residual voids content (VC) of the test track paving mixture shall
not exceed 8 per cent. For the measurement procedure, see paragraph
4.1. of this annex.
2.2 Sound absorption coefficient
If the surface fails to comply with the residual voids content requirement,
the surface is acceptable only if its sound absorption coefficient α ≤ 0.10.
For the measurement procedure, see paragraph 4.2. below The
requirements of paragraph 2.1. above are met also if only sound
absorption has been measured and found to be α ≤ 0.10.
Note: The most relevant characteristic is the sound absorption, although
the residual voids content is more familiar among road constructors.
However, sound absorption needs to be measured only if the surface fails
to comply with the voids requirement. This is motivated because the
latter is connected with relatively large uncertainties in terms of both
measurements and relevance and some surfaces therefore erroneously
may be rejected when based only on the voids measurement.
2.3 Texture depth
The texture depth (TD) measured according to the volumetric method
(see paragraph 4.3. below) shall be: TD ≥ 0.4 mm
2.4 Homogeneity of the surface
Every practical effort shall be taken to ensure that the surface is made to
be as homogeneous as possible within the test area. This includes the
texture and voids content, but it should also be observed that if the rolling
process results in more effective rolling at some places than others, the
texture may be different and unevenness causing bumps may also occur.
2.5 Period of testing
In order to check whether the surface continues to conform to the texture
and voids content or sound absorption requirements stipulated in this
standard, periodic testing of the surface shall be done at the following
intervals:
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(a) For residual voids content (VC) or sound absorption (α):

When the surface is new:
If the surface meets the requirements when new, no further periodical
testing is required. If it does not meet the requirement when it is new, it
may do so later because surfaces tend to become clogged and compacted
with time;
(b) For texture depth (TD):
When the surface is new:
When the noise testing starts (Note: Not before four weeks after laying);
Then every twelve months.
3.0 Test surface design
3.1 Area
When designing the test track layout it is important to ensure that, as a
minimum requirement, the area traversed by the vehicles running
through the test strip is covered with the specified test material with
suitable margins for safe and practical driving. This will require that the
width of the track is at least 3 m and the length of the track extends
beyond lines AA and BB by at least 10 m at either end. Figure 1 shows
a plan of a suitable test site and indicates the minimum area which shall
be machine laid and machine compacted with the specified test surface
material. According to Annex A, paragraph 3.2., measurements have to
be made on each side of the vehicle. This can be made either by
measuring with two microphone locations (one on each side of the track)
and driving in one direction, or measuring with a microphone only on
one side of the track but driving the vehicle in two directions. If the latter
method is used, then there are no surface requirements on that side of the
track where there is no microphone.
Figure 1
Minimum requirements for test surface area. The shaded part is called
"Test Area"
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3.2 Design and preparation of the surface

3.2.1 Basic design requirements
The test surface shall meet four design requirements:
3.2.1.1 It shall be a dense asphaltic concrete.
3.2.1.2 The maximum chipping size shall be 8 mm (tolerances allow from
6.3 mm to 10 mm).
3.2.1.3 The thickness of the wearing course shall be ≥ 30 mm.
3.2.1.4 The binder shall be a straight penetration grade bitumen without
modification.
3.2.2 Design guidelines
As a guide to the surface constructor, an aggregate grading curve which
will give desired characteristics is shown in Figure 2. In addition, Table
1 gives some guidelines in order to obtain the desired texture and
durability. The grading curve fits the following formula:
P (% passing) = 100 · (d/dmax) ½
Where:
d = square mesh sieve size, in mm
dmax = 8 mm for the mean curve
= 10 mm for the lower tolerance curve
= 6.3 mm for the upper tolerance curve
Figure 2
Grading curve of the aggregate in the asphaltic mix with tolerances
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In addition to the above, the following recommendations are given:
(a) The sand fraction (0.063 mm < square mesh sieve size < 2 mm)
shall include no more than 55 per cent natural sand and at least
45 per cent crushed sand;
(b) The base and sub-base shall ensure a good stability and evenness,
according to best road construction practice;
(c) The chippings shall be crushed (100 per cent crushed faces) and of
a material with a high resistance to crushing;
(d) The chippings used in the mix shall be washed;
(e) No extra chippings shall be added onto the surface;
(f) The binder hardness expressed as PEN value shall be 40-60,
60-80 or even 80-100 depending on the climatic conditions of the
country. The rule is that as hard a binder as possible shall be used,
provided this is consistent with common practice;
(g) The temperature of the mix before rolling shall be chosen so as to
achieve by subsequent rolling the required voids content. In order
to increase the probability of satisfying the specifications of
paragraphs 2.1. to 2.4. above, the compactness shall be studied not
only by an appropriate choice of mixing temperature, but also by
an appropriate number of passings and by the choice of compacting
vehicle.
Table 1
Design guidelines
Target values
By total By mass of
mass the aggregate
of mix Tolerances
Mass of stones, 47.6 % 50.5 % ±5 %
square mesh sieve (SM) > 2 mm
Mass of sand 0.063 < SM < 2 38.0 % 40.2 % ±5 %
mm
Mass of filler SM < 0.063 mm 8.8 % 9.3 % ±5 %
Mass of binder (bitumen) 5.8 % N.A. ±0.5 %
Max. chipping size 8 mm 6.3 - 10 mm
Binder hardness (see paragraph 3.2.2. (f))
Polished stone value (PSV) > 50
Compactness, relative to 98 %
Marshall Compactness
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4.0 Test method

4.1 Measurement of the residual voids content
For the purpose of this measurement, cores have to be taken from the
track in at least four different positions, which are equally distributed in
the test area between lines AA and BB (see Figure 1). In order to avoid
in homogeneity and unevenness in the wheel tracks, cores should not be
taken in wheel tracks themselves, but close to them. Two cores
(minimum) should be taken close to the wheel tracks and one core
(minimum) should be taken approximately midway between the wheel
tracks and each microphone location.
If there is a suspicion that the condition of homogeneity is not met
(see paragraph 2.4. above), cores shall be taken from more locations
within the test area.
The residual voids content has to be determined for each core, then the
average value from all cores shall be calculated and compared with the
requirement of paragraph 2.1. of this annex. In addition, no single core
shall have a voids value, which is higher than 10 per cent.
The test surface constructor is reminded of the problem, which may arise
when the test area is heated by pipes or electrical wires and cores shall be
taken from this area. Such installations shall be carefully planned with
respect to future core drilling locations. It is recommended to leave a few
locations of size approximately 200 mm x 300 mm where there are no
wires/pipes or where the latter are located deep enough in order not to be
damaged by cores taken from the surface layer.
4.2 Sound absorption coefficient
The sound absorption coefficient (normal incidence) shall be measured
by the impedance tube method using the procedure specified in
ISO 10534-1:1996 or ISO 10534-2:1998.
Regarding test specimens, the same requirements shall be followed as
regarding the residual voids content (see paragraph 4.1. above). The
sound absorption shall be measured in the range between 400 Hz and 800
Hz and in the range between 800 Hz and 1,600 Hz (at least at the centre
frequencies of third octave bands) and the maximum values shall be
identified for both of these frequency ranges. Then these values, for all
test cores, shall be averaged to constitute the final result.
4.3 Volumetric macro-texture measurement
For the purpose of this standard, texture depth measurements shall be

made on at least 10 positions evenly spaced along the wheel tracks of the
test strip and the average value taken to compare with the specified
minimum texture depth. See Standard ISO 10844:2014 for description of
the procedure.
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5.0 Stability in time and maintenance

5.1 Age influence
In common with any other surfaces, it is expected that the tyre rolling
sound level measured on the test surface may increase slightly during the
first 6-12 months after construction.
The surface will achieve its required characteristics not earlier than four
weeks after construction. The influence of age on the noise from trucks
is generally less than that from cars.
The stability over time is determined mainly by the polishing and
compaction by vehicles driving on the surface. It shall be periodically
checked as stated in paragraph 2.5. above.
5.2 Maintenance of the surface

Loose debris or dust, which could significantly reduce the effective
texture depth shall be removed from the surface. In countries with winter
climates, salt is sometimes used for de-icing. Salt may alter the surface
temporarily or even permanently in such a way as to increase noise and
is therefore not recommended.
5.3 Repaving the test area
If it is necessary to repave the test track, it is usually unnecessary to
repave more than the test strip (of 3 m width in Figure 1) where vehicles
are driving, provided the test area outside the strip met the requirement
of residual voids content or sound absorption when it was measured.
6.0 Documentation of the test surface and of tests performed on it

6.1 Documentation of the test surface
The following data shall be given in a document describing the test
surface:
6.1.1 The location of the test track;
6.1.2 Type of binder, binder hardness, type of aggregate, maximum theoretical
density of the concrete (DR), thickness of the wearing course and
grading curve determined from cores from the test track;
6.1.3 Method of compaction (e.g. type of roller, roller mass, number of
passes);
6.1.4 Temperature of the mix, temperature of the ambient air and wind speed
during laying of the surface;
6.1.5 Date when the surface was laid and contractor;
6.1.6 All or at least the latest test result, including:
6.1.6.1 The residual voids content of each core;
6.1.6.2 The locations in the test area from where the cores for voids
measurements have been taken;
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6.1.6.3 The sound absorption coefficient of each core (if measured). Specify the
results both for each core and each frequency range as well as the overall
average;
6.1.6.4 The locations in the test area from where the cores for absorption
measurement have been taken;
6.1.6.5 Texture depth, including the number of tests and standard deviation;
6.1.6.6 The institution responsible for tests according to paragraphs 6.1.6.1. and
6.1.6.2. above and the type of equipment used;
6.1.6.7 Date of the test(s) and date when the cores were taken from the test track.
6.2 Documentation of vehicle noise tests conducted on the surface
In the document describing the vehicle noise test(s) it shall be stated
whether all the requirements of this standard were fulfilled or not.
Reference shall be given to a document according to paragraph 6.1.
above describing the results which verify this.
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ANNEX - C
(See 3.5)
TESTING PROCEDURE FOR MEASURING WET GRIP
(A) - C1 category tyres

1.0 Reference standards
The following documents listed apply.
1.1 ASTM E 303-93 (Reapproved 2008), Standard Test Method for
Measuring Surface Frictional Properties Using the British Pendulum
Tester.
1.2. ASTM E 501-08, Standard Specification for Standard Rib Tire for
Pavement Skid-Resistance Tests.
1.3 ASTM E 965-96 (Reapproved 2006), Standard Test Method for
Measuring Pavement Macrotexture Depth Using a Volumetric
Technique.
1.4. ASTM E 1136-93 (Reapproved 2003), Standard Specification for a
Radial Standard Reference Test Tire P195/75R14.
1.5. ASTM F 2493-08, Standard Specification for a Radial Standard
Reference Test Tire P225/60R16.
2.0 Definitions
For the purposes of testing wet grip of C1 tyres:
2.1. "Test run" means a single pass of a loaded tyre over a given test
track surface.
2.2. "Test tyre(s)" means a candidate tyre, a reference tyre or a control
tyre or tyre set that is used in a test run.
2.3. "Candidate tyre(s) (T)" means a tyre or a tyre set that is tested for
the purpose of calculating its wet grip index.
2.4. "Reference tyre(s) (R)" means a tyre or a tyre set that has the
characteristics indicated in the ASTM F 2493-08 and referred to as
the Standard Reference Test Tyre.
2.5. "Control tyre(s) (C)" means an intermediate tyre or a set of
intermediate tyres which is used when the candidate tyre and the
reference tyre cannot be directly compared on the same vehicle.
2.6. "Braking force of a tyre" means the longitudinal force, expressed in
newton, resulting from braking torque application.
2.7. "Braking force coefficient of a tyre (BFC)" means the ratio of the
braking force to the vertical load.
2.8 "Peak braking force coefficient of a tyre" means the maximum
value of a tyre braking force coefficient that occurs prior to wheel
lockup as the braking torque is progressively increased.
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2.9. "Lockup of a wheel" means the condition of a wheel in which its

rotational velocity about the wheel spin axis is zero and it is prevented
from rotating in the presence of applied wheel torque.
2.10. "Vertical load" means the load in newton imposed on the tyre
perpendicular to the road surface.
2.11. "Tyre test vehicle" means a dedicated special purpose vehicle which
has instruments to measure the vertical and the longitudinal forces on
one test tyre during braking.
2.12. "SRTT14" means the ASTM E 1136-93 (Reapproved 2003),
Standard Specification for a Radial Standard Reference Test Tire
P195/75R14.
2.13. "SRTT16" means the ASTM F 2493-08, Standard Specification for
a Radial Standard Reference Test Tire P225/60R16.
3.0 General test conditions

3.1. Track characteristics
The test track shall have the following characteristics:
3.1.1. The surface shall have a dense asphalt surface with a uniform gradient
of not more than 2 per cent and shall not deviate more than 6 mm
when tested with a 3 m straight edge.
3.1.2. The surface shall have a pavement of uniform age, composition, and
wear. The test surface shall be free of loose material and foreign
deposits.
3.1.3. The maximum chipping size shall be 10 mm (tolerances permitted
from 8 mm to 13 mm).
3.1.4. The texture depth as measured by a sand patch shall be 0.7 ± 0.3 mm.
It shall be measured in accordance with ASTM E 965-96 (Reapproved
2006).
3.1.5. The wetted frictional properties of the surface shall be measured with
either method (a) or (b) in paragraph 3.2.
3.2. Methods to measure the wetted frictional properties of the surface
3.2.1 British Pendulum Number (BPN) method (a)
The British Pendulum Number method shall be as defined in ASTM
E 303-93 (Reapproved in 2008).
Pad rubber component formulation and physical properties shall be as
specified in ASTM E 501-08.
The averaged British Pendulum Number (BPN) shall be between 42
and 60 BPN after temperature correction as follows.
BPN shall be corrected by the wetted road surface temperature.
Unless temperature correction recommendations are indicated by the
British pendulum manufacturer, the following formula is used:
BPN = BPN(measured value) + temperature correction
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Temperature correction = -0.0018 t2 + 0.34 t - 6.1

Where t is the wetted road surface temperature in degrees Celsius.
Effects of slider pad wear: the pad shall be removed for maximum
wear when the wear on the striking edge of the slider reaches 3.2 mm
in the plane of the slider or 1.6 mm vertical to it in accordance with
paragraph 5.2.2. and Figure 3 of ASTM E 303-93 (Reapproved 2008).
For the purpose of checking track surface BPN consistency for the
measurement of wet grip on an instrumented passenger car: the BPN
values of the test track should not vary over the entire stopping
distance so as to decrease the dispersion of test results. The wetted
frictional properties of the surface shall be measured five times at each
point of the BPN measurement every 10 meters and the coefficient of
variation of the averaged BPN shall not exceed 10 per cent.
3.2.2. ASTM E 1136 Standard Reference Test Tyre method (b)
By derogation with paragraph 2.4. above, this method uses the
reference tyre that has the characteristics indicated in the ASTM E
1136-93 (Reapproved 2003) and referred to as SRTT14.
The average peak braking force coefficient (µpeak,ave) of the SRTT14
shall be 0.7 ± 0.1 at 65 km/h.
The average peak braking force coefficient (µpeak,ave) of the SRTT14
shall be corrected for the wetted road surface temperature as follows:
Peak braking force coefficient (µpeak,ave) = peak braking force
coefficient (measured) + temperature correction
Temperature correction = 0.0035 x (t - 20)
Where t is the wetted road surface temperature in degrees Celsius.
3.3. Atmospheric conditions
The wind conditions shall not interfere with wetting of the surface
(wind-shields are allowed).
Both the wetted surface temperature and the ambient temperature
shall be between 2 °C and 20 °C for snow tyres and 5 °C and 35 °C
for normal tyres.
The wetted surface temperature shall not vary during the test by more
than 10 °C.
The ambient temperature must remain close to the wetted surface
temperature; the difference between the ambient and the wetted
surface temperatures must be less than 10 °C.
4.0 Testing methods for measuring wet grip
For the calculation of the wet grip index (G) of a candidate tyre, the
wet grip braking performance of the candidate tyre is compared to
the wet grip braking performance of the reference tyre on a vehicle
travelling straight ahead on a wet, paved surface. It is measured with
one of the following methods:
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(a) Vehicle method consisting of testing a set of tyres mounted on

an instrumented passenger car;
(b) Testing method using a trailer towed by a vehicle or a tyre test
vehicle, equipped with the test tyre(s).
4.1. Testing method (a) using an instrumented passenger car
4.1.1. Principle
The testing method covers a procedure for measuring the deceleration
performance of C1 tyres during braking, using an instrumented
passenger car equipped with an Antilock Braking System (ABS),
where "instrumented passenger car" means a passenger car that is
fitted with the measuring equipment listed in paragraph 4.1.2.2. below
for the purpose of this testing method. Starting with a defined initial
speed, the brakes are applied hard enough on four wheels at the same
time to activate the ABS. The average deceleration is calculated
between two pre-defined speeds.
4.1.2. Equipment
4.1.2.1. Vehicle
Permitted modifications on the passenger car are as follows:
(a) Those allowing the number of tyre sizes that can be mounted
on the vehicle to be increased;
(b) Those permitting automatic activation of the braking device to
be installed;
(c) Any other modification of the braking system is prohibited.
4.1.2.2. Measuring equipment
The vehicle shall be fitted with a sensor suitable for measuring speed
on a wet surface and distance covered between two speeds.
To measure vehicle speed, a fifth wheel or non-contact speed-
measuring system shall be used.
4.1.3. Conditioning of the test track and wetting condition
The test track surface shall be watered at least half an hour prior to
testing in order to equalize the surface temperature and water
temperature. External watering should be supplied continuously
throughout testing. For the whole testing area, the water depth shall
be 1.0 ± 0.5 mm, measured from the peak of the pavement.
The test track should then be conditioned by conducting at least ten
test runs with tyres not involved in the test programme at 90 km/h.
4.1.4. Tyres and rims
4.1.4.1. Tyre preparation and break-in
The test tyres shall be trimmed to remove all protuberances on the

tread surface caused by mould air vents or flashes at mould junctions.
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Fit the test tyres on rims specified by a recognized tyre and rim
standards organization as listed in Appendix 4 to Annex D to this
Standard.
4.1.4.2 Tyre load
The static load on each axle tyre shall lie between 60 per cent and 90
per cent of the tested tyre load capacity. Tyre loads on the same axle
should not differ by more than 10 per cent.
4.1.4.3 Tyre inflation pressure

On the front and rear axles, the inflation pressures shall be 220 kPa
(for standard- and extra-load tyres). The tyre pressure should be
checked just prior to testing at ambient temperature and adjusted if
required.
4.1.5. Procedure
4.1.5.1. Test run
The following test procedure applies for each test run.
4.1.5.1.1. The passenger car is driven in a straight line up to 85 ± 2 km/h.
4.1.5.1.2. Once the passenger car has reached 85 ± 2 km/h, the brakes are always
activated at the same place on the test track referred to as "braking
starting point", with a longitudinal tolerance of 5 m and a transverse
tolerance of 0.5 m.
4.1.5.1.3 The brakes are activated either automatically or manually.

4.1.5.1.3.1. The automatic activation of the brakes is performed by means of a
detection system made of two parts, one indexed to the test track and
one on board the passenger car.
4.1.5.1.3.2 The manual activation of the brakes depends on the type of
transmission as follows. In both cases, a minimum of 600 N pedal
efforts is required.
For manual transmission, the driver should release the clutch and
depress the brake pedal sharply, holding it down as long as necessary
to perform the measurement.
For automatic transmission, the driver should select neutral gear and
then depress the brake pedal sharply, holding it down as long as
necessary to perform the measurement.
4.1.5.1.4 The average deceleration is calculated between 80 km/h and 20 km/h.
If any of the specifications listed above (including speed tolerance,
longitudinal and transverse tolerance for the braking starting point,
and braking time) are not met when a test run is made, the
measurement is discarded and a new test run is made.
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4.1.5.2. Test cycle

A number of test runs are made in order to measure the wet grip index
of a set of candidate tyres (T) according to the following procedure,
whereby each test run shall be made in the same direction and up to
three different sets of candidate tyres may be measured within the same
test cycle:
4.1.5.2.1. First, the set of reference tyres are mounted on the instrumented
passenger car.
4.1.5.2.2. After at least three valid measurements have been made in accordance
with paragraph 4.1.5.1. above, the set of reference tyres is replaced by
a set of candidate tyres.
4.1.5.2.3 After six valid measurements of the candidate tyres are performed, two
more sets of candidate tyres may be measured.
4.1.5.2.4. The test cycle is closed by three more valid measurements of the same
set of reference tyres as at the beginning of the test cycle.
Examples:
(a) The run order for a test cycle of three sets of candidate tyres
(T1 to T3) plus a set of reference tyres (R) would be the
following:
R-T1-T2-T3-R
(b) The run order for a test cycle of five sets of candidate tyres
(T1 to T5) plus a set of reference tyres (R) would be the
following:
R-T1-T2-T3-R-T4-T5-R
4.1.6. Processing of measurement results
4.1.6.1. Calculation of the average deceleration (AD)
The average deceleration (AD) is calculated for each valid test run in
m/s2 as follows:
2 2
Sf Si
AD 
2d
Where:
Sf is the final speed in m/s; Sf = 20 km/h = 5.556 m/s
Si is the initial speed in m/s; Si = 80 km/h = 22.222 m/s
d is the distance covered between Si and Sf in metre.
4.1.6.2. Validation of results
The AD coefficient of variation is calculated as follows:
(Standard deviation / Average) x 100.
For the reference tyres (R): If the AD coefficient of variation of any
two consecutive groups of three tests runs of the reference tyre set is
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higher than 3 per cent, all data should be discarded and the test repeated
for all test tyres (the candidate tyres and the reference tyres).
For the candidate tyres (T): The AD coefficients of variation are
calculated for each candidate tyre set. If one coefficient of variation is
higher than 3 per cent, the data should be discarded and the test
repeated for that candidate tyre set.
4.1.6.3 Calculation of adjusted average deceleration (Ra)

The average deceleration (AD) of the reference tyre set used for the
calculation of its braking force coefficient is adjusted according to the
positioning of each candidate tyre set in a given test cycle.
This adjusted AD of the reference tyre (Ra) is calculated in m/s2 in
accordance with Table 1 where R1 is the average of the AD values in
the first test of the reference tyre set (R) and R2 is the average of the
AD values in the second test of the same reference tyre set (R).
Table 1
Number of sets of Set of candidate Ra
candidate tyres within tyres
one test cycle
1 (R1-T1-R2) Ra = 1/2 (R1 + R2)
T1
T1 Ra = 2/3 R1 + 1/3 R2
2 (R1-T1-T2-R2)
T2 Ra = 1/3 R1 + 2/3 R2
T1 Ra = 3/4 R1 + 1/4 R2
3 (R1-T1-T2-T3-R2) T2 Ra = 1/2 (R1 +R2)
T3 Ra = 1/4 R1 + 3/4 R2
4.1.6.4. Calculation of the braking force coefficient (BFC)

The braking force coefficient (BFC) is calculated for a braking on the
two axles according to Table 2 where Ta (a = 1, 2 or 3) is the average
of the AD values for each candidate tyre (T) set that is part of a test
cycle.
Table 2
Test Tyre Braking force coefficient
Reference tyre BFC(R) = │Ra/g│
Candidate tyre BFC(T) = │Ta/g│
g is the acceleration due to gravity, g = 9.81 m/s2
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4.1.6.5 Calculation of the wet grip index of the candidate tyre

The wet grip index of the candidate tyre (G(T)) is calculated as
follows:
 BFC(T)  BFC( R) 
G (T )    125  a  (t  t 0 )  b    1,0   10
2
 BFC(R)  BFC( R0 ) 
Where:
t is the measured wet surface temperature in degree Celsius when
the candidate tyre (T) is tested
t0 is the wet surface reference temperature condition,
t0 = 20 °C for normal tyres and t0 = 10 °C for snow tyres
BFC(R0) is the braking force coefficient for the reference tyre in the
reference conditions, BFC(R0) = 0.68
a = -0.4232 and b = -8.297 for normal tyres,
a = 0.7721 and b = 31.18 for snow tyres [a is expressed as (1/°C)]
4.1.7. Wet grip performance comparison between a candidate tyre and a
reference tyre using a control tyre
4.1.7.1. General
Where the candidate tyre size is significantly different from that of the
reference tyre, a direct comparison on the same instrumented
passenger car may not be possible. This testing method uses an
intermediate tyre, hereinafter called the control tyre as defined in
paragraph 2.5. above.
4.1.7.2. Principle of the approach
The principle is the use of a control tyre set and two different
instrumented passenger cars for the test cycle of a candidate tyre set
in comparison with a reference tyre set.
One instrumented passenger car is fitted with the reference tyre set
followed by the control tyre set, the other with the control tyre set
followed by the candidate tyre set.
The specifications listed in paragraphs 4.1.2. to 4.1.4. above apply.
The first test cycle is a comparison between the control tyre set and
the reference tyre set.
The second test cycle is a comparison between the candidate tyre set
and the control tyre set. It is done on the same test track and during
the same day as the first test cycle. The wetted surface temperature
shall be within ±5 °C of the temperature of the first test cycle. The
same control tyre set shall be used for the first and the second test
cycles.
The wet grip index of the candidate tyre (G(T)) is calculated as
follows:
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G(T) = G1 × G2
Where:
G1 is the relative wet grip index of the control tyre (C) compared to
the reference tyre (R) calculated as follows:
 BFC(C)  BFC(R) 
G1    125  a  (t  t 0 )  b    1.0    10-2
 BFC( R)  BFC(R0 ) 
G2 is the relative wet grip index of the candidate tyre (T) compared to
the control tyre (C) calculated as follows:
BFC (T)
G2 
BFC(C)
4.1.7.3. Storage and preservation
It is necessary that all the tyres of a control tyre set have been stored
in the same conditions. As soon as the control tyre set has been tested
in comparison with the reference tyre, the specific storage conditions
defined in ASTM E 1136-93 (Reapproved 2003) shall be applied.
4.1.7.4 Replacement of reference tyres and control tyres
When irregular wear or damage results from tests, or when wear
influences the test results, the use of the tyre shall be discontinued.
4.2 Testing method (b) using a trailer towed by a vehicle or a tyre test
vehicle
4.2.1. Principle
The measurements are conducted on test tyres mounted on a trailer
towed by a vehicle (hereafter referred to as tow vehicle) or on a tyre
test vehicle. The brake in the test position is applied firmly until
sufficient braking torque is generated to produce the maximum
braking force that will occur prior to wheel lockup at a test speed of
65 km/h.
4.2.2. Equipment
4.2.2.1. Tow vehicle and trailer or tyre test vehicle
The tow vehicle or the tyre test vehicle shall have the capability of
maintaining the specified speed of 65 ± 2 km/h even under the
maximum braking forces.
The trailer or the tyre test vehicle shall be equipped with one place
where the tyre can be fitted for measurement purposes hereafter called
'test position' and the following accessories:
(a) Equipment to activate brakes in the test position;
(b) A water tank to store sufficient water to supply the road surface
wetting system, unless external watering is used;
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(c) Recording equipment to record signals from transducers

installed at the test position and to monitor water application
rate if the self-watering option is used.
The maximum variation of toe-settings and camber angle for the test
position shall be within ±0.5° with maximum vertical load.
Suspension arms and bushings shall have sufficient rigidity necessary
to minimize free play and ensure compliance under application of
maximum braking forces. The suspension system shall provide
adequate load-carrying capacity and be of such a design as to isolate
suspension resonance.
The test position shall be equipped with a typical or special
automotive brake system which can apply sufficient braking torque to
produce the maximum value of braking test wheel longitudinal force
at the conditions specified.
The brake application system shall be able to control the time interval
between initial brake application and peak longitudinal force as
specified in paragraph 4.2.7.1. below.
The trailer or the tyre test vehicle shall be designed to accommodate
the range of candidate tyre sizes to be tested.
The trailer or the tyre test vehicle shall have provisions for adjustment
of vertical load as specified in paragraph 4.2.5.2. below
The test wheel position on the trailer or the tyre test vehicle shall be
equipped with a rotational wheel velocity measuring system and with
transducers to measure the braking force and vertical load at the test
wheel.
General requirements for measurement system: The instrumentation
system shall conform to the following overall requirements at ambient
temperatures between 0 °C and 45 °C:
(a) Overall system accuracy, force: ± 1.5 per cent of the full scale
of the vertical load or braking force;
(b) Overall system accuracy, speed: ± 1.5 per cent of speed or ± 1.0
km/h, whichever is greater.
Vehicle speed: To measure vehicle speed, a fifth wheel or non-
contact precision speed-measuring system should be used.
Braking forces: The braking force-measuring transducers shall
measure longitudinal force generated at the tyre–road interface as a
result of brake application within a range from 0 per cent to at least
125 per cent of the applied vertical load. The transducer design and
location shall minimize inertial effects and vibration-induced
mechanical resonance.
Vertical load: The vertical load-measuring transducer shall measure
the vertical load at the test position during brake application. The
transducer shall have the same specifications as described previously.
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Signal conditioning and recording system: All signal conditioning

and recording equipment shall provide linear output with necessary
gain and data reading resolution to meet the specified previous
requirements. In addition, the following requirements apply:
(a) The minimum frequency response shall be flat from 0 Hz to 50
Hz (100 Hz) within ±1 per cent full scale;
(b) The signal-to-noise ratio shall be at least 20/1;
(c) The gain shall be sufficient to permit full-scale display for full-
scale input signal level;
(d) The input impedance shall be at least ten times larger than the
output impedance of the signal source;
(e) The equipment shall be insensitive to vibrations, acceleration,
and changes in ambient temperature.
4.2.3 Conditioning of the test track
The test track should be conditioned by conducting at least ten test

runs with tyres not involved in the test program at 65 ± 2 km/h.
4.2.4 Wetting conditions
The tow vehicle and trailer or the tyre test vehicle may be optionally
equipped with a pavement-wetting system, less the storage tank,
which, in the case of the trailer, is mounted on the tow vehicle. The
water being applied to the pavement ahead of the test tyres shall be
supplied by a nozzle suitably designed to ensure that the water layer
encountered by the test tyre has a uniform cross section at the test
speed with a minimum splash and overspray.
The nozzle configuration and position shall ensure that the water jets
are directed towards the test tyre and pointed towards the pavement at
an angle of 20° to 30°.
The water shall strike the pavement 250 mm to 450 mm ahead of the
centre of tyre contact. The nozzle shall be located 25 mm above the
pavement or at the minimum height required to clear obstacles which
the tester is expected to encounter, but in no case more than 100 mm
above the pavement.
The water layer shall be at least 25 mm wider than the test tyre tread
and applied so the tyre is centrally located between the edges. Water
delivery rate shall ensure a water depth of 1.0 ± 0.5 mm and shall be
consistent throughout the test to within ±10 per cent. The volume of
water per unit of wetted width shall be directly proportional to the test
speed. The quantity of water applied at 65 km/h shall be 18 l/s per
meter of width of wetted surface in case of a water depth of 1.0 mm.
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4.2.5. Tyres and rims

The test tyres shall be trimmed to remove all protuberances on the
tread surface caused by mould air vents or flashes at mould junctions.
The test tyre shall be mounted on the test rim declared by the tyre
manufacturer.
A proper bead seat should be achieved by the use of a suitable
lubricant. Excessive use of lubricant should be avoided to prevent
slipping of the tyre on the wheel rim.
The test tyres/rim assemblies shall be stored in a location for a
minimum of two hours such that they all have the same ambient
temperature prior to testing. They should be shielded from the sun to
avoid excessive heating by solar radiation.
For tyre break-in, two braking runs shall be performed under the load,
pressure and speed as specified in paragraphs 4.2.5.2, 4.2.5.3 and
4.2.7.1 respectively.
4.2.5.2. Tyre load
The test load on the test tyre is 75 ± 5 per cent of the tyre load capacity.
4.2.5.3. Tyre inflation pressure
The test tyre cold inflation pressure shall be 180 kPa for standard-load
tyres. For extra-load tyres, the cold inflation pressure shall be 220 kPa.
The tyre pressure should be checked just prior to testing at ambient
temperature and adjusted if required.
4.2.6 Preparation of the tow vehicle and trailer or the tyre test vehicle
4.2.6.1. Trailer
For one axle trailers, the hitch height and transverse position shall be
adjusted once the test tyre has been loaded to the specified test load
in order to avoid any disturbance of the measuring results. The
longitudinal distance from the centre line of the articulation point of
the coupling to the transverse centre line of the axle of the trailer shall
be at least ten times the "hitch height" or the "coupling (hitch) height".
4.2.6.2. Instrumentation and equipment
Install the fifth wheel, when used, in accordance with the
manufacturer’s specifications and locate it as near as possible to the
mid-track position of the tow trailer or the tyre test vehicle.
4.2.7 Procedure
4.2.7.1. Test run
The following procedure applies for each test run:
4.2.7.1.1. The tow vehicle or the tyre test vehicle is driven onto the test track in
a straight line at the specified test speed 65 ± 2 km/h.
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4.2.7.1.2. The recording system is launched.

4.2.7.1.3. Water is delivered to the pavement ahead of the test tyre
approximately 0.5 s prior to brake application (for internal watering
system).
4.2.7.1.4. The trailer brakes are activated within 2 metres of a measurement
point of the wetted frictional properties of the surface and sand depth
in accordance with paragraphs 3.1.4. and 3.1.5. above. The rate of
braking application shall be such that the time interval between initial
application of force and peak longitudinal force is in the range 0.2 s
to 0.5 s.
4.2.7.1.5. The recording system is stopped.
4.2.7.2. Test cycle
A number of test runs are made in order to measure the wet grip index
of the candidate tyre (T) according to the following procedure,
whereby each test run shall be made from the same spot on the test
track and in the same direction. Up to three candidate tyres may be
measured within the same test cycle, provided that the tests are
completed within one day.
4.2.7.2.1 First, the reference tyre is tested.
4.2.7.2.2. After at least six valid measurements are performed in accordance
with paragraph 4.2.7.1. above, the reference tyre is replaced by the
candidate tyre.
4.2.7.2.3. After six valid measurements of the candidate tyre are performed, two
more candidate tyres may be measured.
4.2.7.2.4. The test cycle is closed by six more valid measurements of the same
reference tyre as at the beginning of the test cycle.
Examples:
(a) The run order for a test cycle of three candidate tyres (T1 to
T3) plus the reference tyre (R) would be the following:
R-T1-T2-T3-R
(b) The run order for a test cycle of five candidate tyres (T1 to
T5) plus the reference tyre R would be the following:
R-T1-T2-T3-R-T4-T5-R
4.2.8. Processing of measurement results
4.2.8.1. Calculation of the peak braking force coefficient
The tyre peak braking force coefficient (µpeak) is the highest value of
µ(t) before lockup occurs calculated as follows for each test run.
Analogue signals should be filtered to remove noise. Digitally
recorded signals must be filtered using a moving average technique.
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fh ( t )
 (t ) 
fv ( t)
Where:
µ (t) is the dynamic tyre braking force coefficient in real time;
fh (t) is the dynamic braking force in real time, in N;
fv (t) is the dynamic vertical load in real time, in N.
The µpeak coefficient of variation is calculated as follows:
(Standard deviation / Average) x 100
For the reference tyre (R): If the coefficient of variation of the peak
braking force coefficient (µpeak) of the reference tyre is higher than
5 per cent, all data should be discarded and the test repeated for all test
tyres (the candidate tyre(s) and the reference tyre).
For the candidate tyre(s) (T): The coefficient of variation of the peak
braking force coefficient (µpeak) is calculated for each candidate tyre.
If one coefficient of variation is higher than 5 per cent, the data should
be discarded and the test repeated for this candidate tyre.
4.2.8.3 Calculation of the adjusted average peak braking force coefficient
The average peak braking force coefficient of the reference tyre used
for the calculation of its braking force coefficient is adjusted according
to the positioning of each candidate tyre in a given test cycle.
This adjusted average peak braking force coefficient of the reference
tyre (Ra) is calculated in accordance with Table 3 where R1 is the
average peak tyre braking coefficient in the first test of the reference
tyre (R) and R2 is the average peak tyre braking coefficient in the
second test of the same reference tyre (R).
Table 3
Number of candidate Candidate tyre Ra
tyre(s) within one test cycle
1 (R1-T1-R2) Ra = 1/2 (R1 + R2)
T1
T1 Ra = 2/3 R1 + 1/3 R2
2 (R1-T1-T2-R2)
T2 Ra = 1/3 R1 + 2/3 R2
T1 Ra = 3/4 R1 + 1/4 R2
3 (R1-T1-T2-T3-R2) T2 Ra = 1/2 (R1 +R2)
T3 Ra = 1/4 R1 + 3/4 R2
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4.2.8.1. Calculation of the average peak braking coefficient (µpeak,ave)

The average value of the peak braking coefficients (µpeak,ave) is
calculated according to Table 4 whereby Ta (a = 1, 2 or 3) is the average
of the peak braking force coefficients measured for one candidate tyre
within one test cycle.
Table 4
Test tyre µpeak,ave
Reference tyre µpeak, ave (R) = Ra as per Table 3
Candidate tyre µpeak, ave (T) = Ta
4.2.8.1. Calculation of the wet grip index of the candidate tyre

The wet grip index of the candidate tyre (G(T)) is calculated as follows:
  peak,ave (T )   peak,ave ( R ) 
G (T )    125  a  ( t  t 0 )  b    1.0   10 2
  peak,ave ( R )   peak,ave ( R 0 ) 
 
Where:
t is the measured wet surface temperature in degree Celsius when the
candidate tyre (T) is tested
t0 is the wet surface reference temperature condition
t0 = 20 °C for normal tyres t0=10°C for snow tyres
µpeak,ave(R0) = 0.85 is the peak braking force coefficient for the
reference tyre in the reference conditions
a = -0.4232 and b = -8.297 for normal tyres,
a = 0.7721 and b = 31.18 for snow tyres" [a is expressed as (1/°C)]
(B) – C2 and C3 category tyres

1.0 General test conditions
1.1. Track characteristics
The surface shall be a dense asphalt surface with a uniform gradient of
not more than two per cent and shall not deviate more than 6 mm when
tested with a 3 m straight edge.
The test surface shall have a pavement of uniform age, composition,
and wear. The test surface shall be free of loose material or foreign
deposits.
The maximum chipping size shall be from 8 mm to 13 mm.
The sand depth measured as specified in EN13036-1:2001 and ASTM
E 965-96 (reapproved 2006) shall be 0.7 ± 0.3 mm.
The surface friction value for the wetted track shall be established by
one or other of the following methods according to the discretion of the
Testing Agency.
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1.1.1. Standard Reference Test Tyre (SRTT) method

The average peak braking coefficient (μ peak average) of the ASTM
E1136 -93 (reapproved 2003) reference tyre (Test method using a
trailer or a tyre test vehicle as specified in clause 2.1) shall be 0.7 +/-
0.1 (at 65 km/h and 180 kPa). The measured values shall be corrected
for the effects of temperature as follows:
pbfc = pbfc (measured) + 0.0035 · (t - 20)
Where "t" is the wetted track surface temperature in degrees Celsius.
The test shall be conducted using the lanes and length of the track to
be used for the wet grip test.
For the trailer method, testing is run in such a way that braking occurs
within 10 meters distance of where the surface was characterized.
1.1.2. British Pendulum Number (BPN) method
The averaged British Pendulum Number (BPN) British Pendulum
Tester method as specified in ASTM E 303-93 (reapproved 2008)
using the Pad as specified in ASTM E 501-08 shall be (50 ± 10) BPN
after temperature correction.
BPN shall be corrected by the wetted road surface temperature. Unless
temperature correction recommendations are indicated by the British
pendulum manufacturer the following formula can be used:
BPN = BPN (measured value) – (0.0018 · t²) + 0.34 · t - 6.1
Where: "t" is the wetted road surface temperature in degrees Celsius.
Effects of slider pad wear: the pad should be removed for maximum
wear when the wear on the striking edge of the slider reaches 3.2 mm
in the plane of the slider or 1.6 mm vertical to it.
Check the test track testing surface BPN consistency for the
measurement of wet grip on a standard vehicle.
In the lanes of the track to be used during the wet grip tests, the BPN
shall be measured at intervals of 10 m along the length of the lanes.
The BPN shall be measured 5 times at each point and the coefficient
of variation of the BPN averages shall not exceed 10 per cent.
1.1.3. The Testing Agency shall satisfy itself of the characteristics of the
track on the basis of evidence produced in test reports.
1.2. The surface may be wetted from the track-side or by a wetting system
incorporated into the test vehicle or the trailer.
If a track-side system is used, the test surface shall be wetted for at
least half an hour prior to testing in order to equalize the surface
temperature and water temperature. It is recommended that track-side
wetting be continuously applied throughout testing.
The water depth shall be between 0.5 and 2.0 mm.
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1.3. The wind conditions shall not interfere with wetting of the surface
(wind-shields are permitted).
The ambient and the wetted surface temperature shall be between 5 °C
and 35 °C and shall not vary during the test by more than 10 °C.
1.4. In order to cover the range of the tyre sizes fitting the commercial
vehicles, three Standard Reference Testing Tyre (SRTT) sizes shall be
used to measure the relative wet index:
(a) SRTT 315/70R22.5 LI=154/150, ASTM F2870

(b) SRTT 245/70R19.5 LI=136/134, ASTM F2871
(c) SRTT 225/75 R 16 C LI=116/114, ASTM F2872
The three standard reference testing tyre sizes shall be used to measure
the relative wet index as shown in the following table:
For C3 tyres
Narrow family Wide family
SNominal < 285 mm SNominal > 285 mm
SRTT 245/70R19.5 SRTT 315/70R22.5
LI=136/134 LI=154/150
For C2 tyres
SRTT 225/75 R 16 C LI=116/114
SNominal = Tyre nominal section width
2.0 Test procedure

The comparative wet grip performance shall be established using
either:
(a) A trailer or special purpose tyre evaluation vehicle; or
(b) A standard production vehicle (M2, M3, N1, N2 or N3, category) as
defined in AIS-053.
2.1. Trailer or special purpose tyre evaluation vehicle procedure
2.1.1. The measurements are conducted on (a) tyre(s) mounted on a trailer
towed by a vehicle or a tyre test vehicle.
The brake on the test position is applied firmly until sufficient braking
torque results to produce maximum braking force that will occur prior
to wheel lockup at a test speed of 50 km/h. The trailer, together with
the towing vehicle, or the tyre evaluation vehicle shall comply with the
following requirements:
2.1.1.1. Be capable of exceeding the upper limit for the test speed of 50 km/h
and of maintaining the test speed requirement of (50  2) km/h even at
the maximum level of application of braking forces;
2.1.1.2. Be equipped with an axle providing one test position having a
hydraulic brake and actuation system that can be operated at the test
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position from the towing vehicle if applicable. The braking system

shall be capable of providing sufficient braking torque to achieve the
peak brake force coefficient over the range of tyre sizes and tyre loads
to be tested;
2.1.1.3. Be capable of maintaining longitudinal alignment (toe) and camber of
the test wheel and tyre assembly throughout the test within 0.5° of
the static figures achieved at the test tyre loaded condition;
2.1.1.4. In the case a track wetting system is incorporated:
The system shall be able to deliver the water such that the tyre and
track surface in front of the tyre are wetted before the start of braking
and throughout the duration of the test. The apparatus may be
optionally equipped with a pavement-wetting system, less the storage
tank, which, in the case of the trailer, is mounted on the tow vehicle.
The water being applied to the pavement ahead of the test tyres shall
be supplied by a nozzle suitably designed to ensure that the water layer
encountered by the test tyre has a uniform cross section at the test
speed with a minimum splash and overspray.
The nozzle configuration and position shall ensure that the water jets
shall be directed toward the test tyre and pointed toward the pavement
at an angle of 15 to 30°. The water shall strike the pavement 0.25 to
0.5 m ahead of the centre of tyre contact. The nozzle shall be located
100 mm above the pavement or the minimum height required to clear
obstacles which the tester is expected to encounter, but in no case more
than 200 mm above the pavement. The water layer shall be at least 25
mm wider than the test tyre tread and applied so the tyre is centrally
located between the edges. The volume of water per unit of wetted
width shall be directly proportional to the test speed. The quantity of
water applied at 50 km/h shall be 14 l/s per meter of the width of the
wetted surface. The nominal values of rate of water application shall
be maintained within 10 per cent.
2.1.2. Test procedure
2.1.2.1. Fit the test tyres on rims specified by a recognized tyre and rim
standards organization as listed in Appendix 4 to Annex D to this
Standard. Ensure proper bead seating by the use of a suitable lubricant.
Excessive use of lubricant should be avoided to prevent slipping of the
tyre on the wheel rim.
Check the test tyres for the specified inflation pressure at ambient
temperature (cold), just prior to testing. For the purpose of this standard
the testing tyre cold inflation pressure Pt shall be calculated as follows:
1.25
Q 
Pt  Pr   t 
 Qr 
Where:
Pr = Inflation pressure marked on the sidewall. If Pr is not marked on
the sidewall refer to the specified pressure in applicable tyre
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standards manuals corresponding to maximum load capacity for

single applications
Qt = The static test load of the tyre
Qr = The maximum mass associated with the load capacity index of
the tyre
2.1.2.2. For tyre break-in, two braking runs are performed. The tyre shall be
conditioned for a minimum of two hours adjacent to the test track such
that it is stabilized at the ambient temperature of the test track area.
The tyre(s) shall not be exposed to direct sunshine during
conditioning.
2.1.2.3. The load conditions for testing shall be 75  5 per cent of the value
corresponding to the load index.
2.1.2.4. Shortly before testing, the track shall be conditioned by carrying out at
least ten braking test runs at 50 km/h on the part of the track to be used
for the performance test programme but using a tyre not involved in
that programme;
2.1.2.5. Immediately prior to testing, the tyre inflation pressure shall be
checked and reset, if necessary, to the values given in
paragraph 2.1.2.1.
2.1.2.6. The test speed shall be at 50  2 km/h and shall be maintained between
these limits throughout the test run.
2.1.2.7. The direction of the test shall be the same for each set of tests and shall
be the same for the test tyre as that used for the SRTT with which its
performance is to be compared.
2.1.2.8. Deliver water to the pavement ahead of the test tyre approximately 0.5
s prior to brake application (for internal watering system). The brakes
of the test wheel assembly shall be applied such that peak braking force
is achieved within 0.2 s and 1.0 s of brake application.
2.1.2.9. For new tyres, the first two braking runs are discarded for tyre
break-in.
2.1.2.10. For the evaluation of the performance of any tyre compared with that
of the SRTT, the braking test should be run at the same area on the test
pad.
2.1.2.11. The order of testing shall be:

R1 - T - R2
Where:
R1= the initial test of the SRTT,
R2= the repeat test of the SRTT and
T= the test of the candidate tyre to be evaluated.
A maximum of three candidate tyres may be tested before repeating
the SRTT test, for example:
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R1 - T1 - T2 - T3 - R2
2.1.2.12. Calculate the peak braking force coefficient, μpeak, for each test using
the following equation:
f h t 
μ t  
f v t 
(1)
Where:
μ(t)= dynamic tyre braking force coefficient in real time,
fh(t)= dynamic braking force in real time, N,
fv(t)= dynamic vertical load in real time, N
Using equation (1) for dynamic tyre braking force coefficient,
calculate the peak tyre braking force coefficient, μpeak, by determining
the highest value of μ(t) before lockup occurs. Analogic signals should
be filtered to remove noise. Digitally recorded signals may be filtered
using a moving average technique.
Calculate the average values of peak-braking coefficient (μpeak, ave) by
averaging four or more valid repeated runs for each set of test and
reference tyres for each test condition provided that the tests are
completed within the same day.
For the reference tyre:
If the coefficient of variation of the peak braking coefficient, which is
calculated by "standard deviation/average x 100" of the reference tyre
is higher than five per cent, discard all data and repeat the test for this
reference tyre.
For the candidate tyres:
The coefficients of variation (standard deviation/average x 100) are
calculated for all the candidate tyres. If one coefficient of variation is
greater than five per cent, discard the data for this candidate tyre and
repeat the test.
If R1 is the average of the peak braking coefficient in the first test of
the reference tyre, R2 is the average of the peak braking coefficient in
the second test of the reference tyre, the following operations are
performed, according to the following table:
If the number of sets of candidate and the set of then "Ra" is calculated by
tyres between two successive candidate tyres to applying the following:
runs of the reference tyre is: be qualified is:
1  R1 – T1 – R2 T1 Ra = 1/2 (R1 + R2)
2  R1 – T1 - T2 – R2 T1 Ra = 2/3 R1 + 1/3 R2
T2 Ra = 1/3 R1 + 2/3 R2
3  R1 – T1 - T2 - T3 – R2 T1 Ra = 3/4 R1 + 1/4 R2
T2 Ra = 1/2 (R1 + R2)
T3 Ra = 1/4 R1 + 3/4 R2
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2.1.2.14. The wet grip index (G) shall be calculated as:
Wet grip index (G) = μ peak,ave (T)/μ peak, ave (R)

It represents the relative Wet Grip Index for braking performance of
the candidate tyre (T) compared to the reference tyre (R).
2.2. Standard vehicle procedure

2.2.1. The vehicle used shall have two axles and be equipped with an anti-
lock braking system (e.g. standard production vehicle of M2, M3, N1,
N2 or N3 category). The ABS shall continue to fulfil the utilisation of
adhesion requirements defined in the Regulations as appropriate, and
shall be comparable and constant throughout the tests with the different
tyres mounted.
The vehicle shall be fitted with a sensor suitable for measuring speed
on a wet surface and distance covered between two speeds.
measuring system shall be used.
The following tolerances shall be respected:
(a) For the speed measurements: ±1 per cent or ±0.5 km/h whichever
is greater;
(b) For the distance measurements: ±1 x 10-1 m.
A display of the measured speed or the difference between the
measured speed and the reference speed for the test can be used inside
the vehicle so that the driver can adjust the speed of the vehicle.
A data acquisition system can be also used for storing the
measurements.
2.2.2. Test procedure

Starting with a defined initial speed, the brakes are applied hard
enough on the two axles at the same time to activate the ABS system.
2.2.2.1. The Average Deceleration (AD) is calculated between two defined

speeds, with an initial speed of 60 km/h and a final speed of 20 km/h.
2.2.2.2. Vehicle equipment

The rear axle may be indifferently fitted with 2 or 4 tyres.
For the reference tyre testing, both axles are fitted with reference tyres.
(A total of 4 or 6 reference tyres depending on the choice above
mentioned).
For the candidate tyre testing, 3 fitting configurations are possible:
(a) Configuration "Configuration 1": Candidate tyres on front and
rear axles: it is the standard configuration that should be used
every time it is possible.
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(b) Configuration "Configuration 2": Candidate tyres on front axle

and reference tyre or control tyre on rear axle: allowed in such
cases where fitting the candidate tyre on the rear position is not
possible.
(c) Configuration "Configuration 3": Candidate tyres on rear axle
and reference tyre or control tyre on front axle: permitted in such
cases where fitting the candidate tyre on the front position is not
possible.
2.2.2.3. Tyre inflation pressure
(a) For a vertical load higher or equal to 75 per cent of the load
capacity of the tyre, the test inflation pressure "Pt" shall be
calculated as follows:
Pt = Pr · (Qt/Qr)1.25
Pr = Inflation pressure marked on the sidewall. If Pr is not marked
on the sidewall refer to the specified pressure in applicable tyre
standards manuals corresponding to maximum load capacity
for single applications
Qt = static test load of the tyre
Qr = maximum mass associated with the load capacity index of the
tyre
(c) For a vertical load lower than 75 per cent of the load capacity of
the tire, the test inflation pressure Pt shall be calculated as
follows:
Pt = Pr · (0.75)1.25 = (0.7) · Pr
Pr = Inflation pressure marked on the sidewall.
If Pr is not marked on the sidewall refer to the specified pressure in
applicable tyre standard manuals corresponding to maximum load
capacity for single applications.
Check the tyre pressure just prior to testing at ambient temperature.
2.2.2.4. Tyre load

The static load on each axle shall remain the same throughout the test
procedure. The static load on each tyre shall lie between 60 per cent
and 100 per cent of the candidate tyre's load capacity. This value shall
not exceed 100 per cent of the load capacity of the reference tyre.
Tyre load on the same axle should not differ by more than 10 per cent.
The use of fitting as per Configurations 2 and 3 shall fulfil the
following additional requirements:
Configuration 2: Front axle load > Rear axle load
The rear axle may be indifferently fitted with 2 or 4 tyres
Configuration 3: Rear axle load > Front axle load x 1.8
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2.2.2.5.1. The test tyre shall be mounted on the test rim declared by the tyre
manufacturer.
Ensure proper bead seating by the use of a suitable lubricant.
Excessive use of lubricant should be avoided to prevent slipping of the
tyre on the wheel rim.
2.2.2.5.2. Place the fitted test tyres in a location for a minimum of two hours
such that they all have the same ambient temperature prior to testing,
and shield them from the sun to avoid excessive heating by solar
radiation. For tyre break-in, perform two braking runs.
2.2.2.5.3. Condition the pavement by conducting at least ten test runs with tyres
not involved in the test programme at an initial speed higher or equal
to 65 km/h (which is higher than the initial test speed to guarantee that
a sufficient length of track is conditioned).
2.2.2.6. Procedure
2.2.2.6.1. First, mount the set of reference tyres on the vehicle.
The vehicle accelerates in the starting zone up to 65 ± 2 km/h.
Activation of the brakes on the track is made always at the same place
with a tolerance of 5 meters in longitudinal and 0.5 meters in
transverse.
2.2.2.6.2. According to the type of transmission, two cases are possible:
(a) Manual transmission
As soon as the driver is in the measuring zone and having
reached 65 ± 2 km/h, the clutch is released and the brake pedal
depressed sharply, holding it down as long as necessary to
perform the measurement.
(b) Automatic transmission
As soon as the driver is in the measuring zone and having
reached 65 ± 2 km/h, select neutral gear and then the brake pedal
is depressed sharply, holding it down as long as necessary to
perform the measurement.
Automatic activation of the brakes can be performed by means of a
detection system made of two parts, one indexed to the track and one
embarked on the vehicle. In that case braking is made more rigorously
at the same portion of the track.
If any of the above-mentioned conditions are not met when a
measurement is made (speed tolerance, braking time, etc.), the
measurement is discarded and a new measurement is made.
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2.2.2.6.3. Test running order

Examples:
The run order for a test of 3 sets of candidate tyres (T1 to T3) plus a
reference tyre R would be:
R - T1 - T2 - T3 - R
The run order for a test of 5 sets of tyres (T1 to T5) plus a reference
tyre R would be:
R - T1 - T2 - T3 - R -T4 - T5 – R
2.2.2.6.4. The direction of the test shall be the same for each set of tests and shall
be the same for the candidate test tyre as that used for the SRTT with
which its performance is to be compared.
2.2.2.6.5. For each test and for new tires, the first two braking measurements are
discarded.
2.2.2.6.6. After at least 3 valid measurements have been made in the same
direction, the reference tyres are replaced by a set of the candidate
tyres (one of the 3 configurations presented in paragraph 2.2.2.2.) and
at least 6 valid measurements shall be performed.
2.2.2.6.7. A maximum of three sets of candidate tyres can be tested before the
reference tyre is re-tested.
2.2.2.7. Processing of measurement results
2.2.2.7.1. Calculation of the Average Deceleration (AD)
Each time the measurement is repeated, the average deceleration AD
[m∙s-²) is calculated by:
2 2
S f  Si
AD 
2d
Where d [m] is the distance covered between the initial speed Si [m∙s-1] and
the final speed Sf [m∙s-1].
2.2.2.7.2. Validation of results
If the coefficient of variation of "AD" of any two consecutive groups
of 3 runs of the reference tyre is higher than 3 per cent, discard all data
and repeat the test for all tyres (the candidate tyres and the reference
tyre). The coefficient of variation is calculated by the following
relation:
standard deviation
 100
average
The coefficients of variation are calculated for all the candidate tyres.
standard deviation
 100
average
If one coefficient of variation is greater than 3 per cent, discard the
data for this candidate tyre and repeat the test.
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2.2.2.7.3. Calculation of the "average AD"

If R1 is the average of the AD values in the first test of the reference
tyre and R2 is the average of the AD values in the second test of the
reference tyre, the following operations are performed, according to
Table 5.
Ra is the adjusted average AD of the reference tyre.
Table 5
Number of sets of candidate Set of candidate
tyres between two successive tyres to be Ra
runs of the reference tyre qualified
1 R1-T1-R2 T1 Ra = 1/2 (R1 + R2)
2 R1-T1-T2-R2 T1 Ra = 2/3 R1 + 1/3 R2
T2 Ra = 1/3 R1 + 2/3 R2
3 R1-T1-T2-T3-R2 T1 Ra = 3/4 R1 + 1/4 R2
T2 Ra = 1/2 (R1 + R2)
T3 Ra = 1/4 R1 + 3/4 R2
2.2.2.7.4. Calculation of braking force coefficient, BFC
BFC(R) and BFC(T) are calculated according to Table 6:
Table 6
Tyre type Braking force coefficient is
Reference tyre BFC(R) = Ra/g
Candidate tyre BFC(T) = Ta/g
g is the acceleration due to gravity (rounded to 9.81 m⋅s−2).
Ta (a = 1, 2, etc.) is the average of the AD values for a test of a

candidate tyre.
2.2.2.7.5. Calculation of the relative wet grip performance index of the tyre
The Wet grip index represents the relative performance of the
candidate tyre compared to the reference tyre. The way to obtain it
depends on the test configuration as defined in paragraph 2.2.2.2. of
this annex. The wet grip index of the tyre is calculated as reported into
Table 7:
Table 7
Configuration C1: BFC(T)
candidate tyres on Wet Grip Index 
BFC( R )
both axles
Configuration C2:
candidate tyres on
BFC(T)  a  b  h  BFC( R )  a  BFC( R )
front axle and Wet Grip Index 
BFC( R )  b  h  BFC(T)
reference tyres on
rear axle
Configuration C3:
reference tyres on
BFC (T )   a  b  h  BFC ( R )  b  BFC ( R )
front axle and Wet Grip Index 
BFC ( R )   a  h  BFC ( T )
candidate tyres on
rear axle
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Where:
"G": centre of gravity of the loaded vehicle
"m": mass (in kilograms) of the loaded vehicle
"a": horizontal distance between front axle and centre of gravity of
the loaded vehicle (m)
"b": horizontal distance between rear axle and centre of gravity of
the loaded vehicle
"h": vertical distance between ground level and centre of gravity of
the loaded vehicle (m).
N.B. When "h" is not precisely known, these worst case values shall apply: 1.2 for
configuration C2, and 1.5 for configuration C3
"" loaded vehicle acceleration [m∙s-²]

"g" acceleration due to the gravity [m∙s-²]
"X1" longitudinal (X-direction) reaction of the front tyre on the road
"X2" longitudinal (X-direction) reaction of the rear tyre on the road
"Z1" normal (Z-direction) reaction of the front tyre on the road
"Z2" normal (Z-direction) reaction of the rear tyre on the road
Figure 1
Nomenclature explanation related to grip index of the tyre
2.2.2.8. Wet grip performance comparison between a candidate tyre and a
reference tyre using a control tyre.
When the candidate tyre size is significantly different from the
reference tyre, a direct comparison on the same vehicle may be not
possible. This approach uses an intermediate tyre, hereinafter called
the control tyre.
2.2.2.8.1. The principle lies upon the use of a control tyre and 2 different vehicles
for assessing a candidate tyre in comparison with a reference tyre.
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One vehicle can fit the reference tyre and the control tyre, the other
the control tyre and the candidate tyre. All conditions are in
conformity with paragraphs 2.2.1.2. to 2.2.2.5. above.
2.2.2.8.2. The first assessment is a comparison between the control tyre and the
reference tyre. The result (Wet Grip Index 1) is the relative efficiency
of the control tyre compared to the reference tyre.
2.2.2.8.3. The second assessment is a comparison between the candidate tyre and
the control tyre. The result (Wet Grip Index 2) is the relative efficiency
of the candidate tyre compared to the control tyre.
The second assessment is done on the same track as the first one and
within one week maximum. The wetted surface temperature shall be
in the range of +5°C of the temperature of the first assessment. The
control tyre set (4 or 6 tyres) is physically the same set as the set used
for the first assessment.
2.2.2.8.4. The wet grip index of the candidate tyre compared to the reference tyre
is deduced by multiplying the relative efficiencies calculated above:
(Wet Grip Index 1 · Wet Grip Index 2)
Note: When the test expert decides to use an SRTT tyre as a control
tyre (i.e. in the test procedure two SRTTs are compared
directly instead of an SRTT with a control tyre) the result of the
comparison between the SRTTs is called the "local shift
factor".
It is permitted to use a previous SRTTs comparison.
The comparison results shall be checked periodically.
2.2.2.8.5. Selection of a set of tyres as a control tyre set
A "control tyre" set is a group of identical tyres made in the same
factory during a one week period.
2.2.2.8.6. Reference and control tyres
Before the first assessment (control tyre / reference tyre), normal
storage conditions can be used. It is necessary that all the tyres of a
control tyre set have been stored in the same conditions.
2.2.2.8.7. Storage of control tyres
As soon as the control tyre set has been assessed in comparison with
the reference tyre, specific storage conditions shall be applied for
control tyres replacement.
2.2.2.8.8. Replacement of reference and control tyres
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ANNEX - C
Appendix 1 - Test reports examples of wet grip index
Example 1: Test report of wet grip index using trailer method
Test report number: Test date:
Type of road surface: Texture depth (mm):
µ peak (SRTT14 E1136) : or BPN:
Speed (km/h): Water depth (mm):
No. 1 2 3 4 5 6 7 8 9 10
Size
Service description
Tyre identification
Rim
Pattern
Load (N)
Pressure (kPa)
µpeak 1
2
3
4
5
6
7
8
Average
Standard deviation σ
(σ/average)≤5 per cent
Ra, Adjusted
Wet grip index
Surface temp. (°C)
Ambient temp. (°C)
Remarks
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Example 2: Test report of wet grip index using passenger car method
Driver: Test date:
Track: Passenger Car Initial speed (km/h):
Texture depth Brand:

(mm):
BPN: Model: Final speed (km/h):
Water depth (mm): Type:
No. 1 2 3 4 5
Brand Uniroyal TYRE B TYRE C TYRE D Uniroyal
Pattern ASTM F 2493 PATTERN B PATTERN C PATTERN D ASTM F 2493
SRTT16 SRTT16
Size P225/60R16 SIZE B SIZE C SIZE D P225/60R16
Service description 97S LI/SS LI/SS LI/SS 97S
Tyre identification XXXXXXXXX YYYYYYYYY ZZZZZZZZZ NNNNNNNNN XXXXXXXXX
Rim
Front axle pressure (kPa)
Rear axle pressure (kPa)
Front axle load (kg)
Rear axle load (kg)
Wet surface temp (°C)
Ambient temp (°C)
Braking Average Braking Average Braking Average Braking Average Braking Average
distance decelera- distance decelera- distance decelera- distance decelera- distance decelera-
(m) tion (m/s2) (m) tion (m) tion (m) tion (m) tion
(m/s2) (m/s2) (m/s2) (m/s2)
Measurement 1
2
3
4
5
6
7
8
9
10
Average AD (m/s2)
Standard deviation (m/s2)
Validation of results
Coeff. of variation (per
cent) < 3 per cent
Adjusted average AD of
ref. tyre: Ra (m/s2)
BFC(R) reference tyre
(SRTT16)
BFC(T) candidate tyre
Wet grip index (%)
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ANNEX - D
(See 3.5)
TEST PROCEDURE FOR MEASURING ROLLING RESISTANCE
1.0 Test methods

The alternative measurement methods listed below are given in this
Standard. The choice of an individual method is left to the tester.
For each method, the test measurements shall be converted to a force
acting at the tyre/drum interface. The measured parameters are:
(a) In the force method: the reaction force measured or converted

at the tyre spindle;
(b) In the torque method: the torque input measured at the test
drum;
(c) In the deceleration method: the measurement of deceleration of
the test drum and tyre assembly;
(d) In the power method: the measurement of the power input to
the test drum.
2.0 Test equipment
2.1. Drum specifications
2.1.1. Diameter
The test dynamometer shall have a cylindrical flywheel (drum) with a
diameter of at least 1.7 m.
The Fr and Cr values shall be expressed relative to a drum diameter of
2.0 m. If drum diameter different than 2.0 m is used, a correlation
adjustment shall be made following the method in paragraph 6.3. of
this annex.
2.1.2 Surface
The surface of the drum shall be smooth steel. Alternatively, in order
to improve skim test reading accuracy, a textured surface may also be
used, which should be kept clean.
The Fr and Cr values shall be expressed relative to the "smooth" drum
surface. If a textured drum surface is used, see Appendix 1, paragraph
7.
2.1.3. Width
The width of the drum test surface shall exceed the width of the test
tyre contact patch.
2.2 Measuring rim (see Appendix 2)
The tyre shall be mounted on a steel or light alloy measuring rim, as
follows:
(a) For Class C1 tyres, the width of the rim shall be as defined in
ISO 4000-1:2010,
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(b) For Class C2 and C3 tyres, the width of the rim shall be as
defined in ISO 4209 1:2001.
In cases where the width is not defined in the above mentioned ISO
Standards, the rim width as defined by one of the standards
organizations as specified in Appendix 4 may be used.
2.3. Load, alignment, control and instrumentation accuracies

Measurement of these parameters shall be sufficiently accurate and
precise to provide the required test data. The specific and respective
values are shown in Appendix 1.
2.4. Thermal environment
2.4.1. Reference conditions
The reference ambient temperature, measured at a distance not less
than 0.15 m and not more than 1 m from the tyre sidewall, shall be
25 C.
2.4.2 Alternative conditions
If the test ambient temperature is different from the reference ambient
temperature, the rolling resistance measurement shall be corrected to
the reference ambient temperature in accordance with paragraph 6.2.
of this annex.
2.4.3 Drum surface temperature.
Care should be taken to ensure that the temperature of the test drum
surface is the same as the ambient temperature at the beginning of the
test.
3.0 Test conditions
3.1. General
The test consists of a measurement of rolling resistance in which the
tyre is inflated and the inflation pressure allowed to build up, i.e.,
"capped air".
3.2. Test speeds
The value shall be obtained at the appropriate drum speed specified
in Table 1.
Table 1
Test Speeds (in km/h)
Tyre Class C1 C2 and C3 C3
Load index All LI ≤ 121 LI > 121
Speed All All J 100 km/h and lower or K 110
symbol tyres not marked with km/h and
speed symbol higher
Speed 80 80 60 80
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3.3. Test load

The standard test load shall be computed from the values shown in
Table 2 and shall be kept within the tolerance specified in
Appendix 1.
3.4. Test inflation pressure

The inflation pressure shall be in accordance with that shown in Table
2 and shall be capped with the accuracy specified in paragraph 4. of
Appendix 1 to this annex.
Table 2
Test loads and inflation pressures
Tyre Class C1 (a) C2, C3
Standard Reinforced
load or extra load
Load- % of 85(b)
maximum (% of single load)
load capacity 80 80
Inflation Corresponding to
pressure 210 250 maximum load
kPa capacity for single
application(c)
Note:The inflation pressure shall be capped with the accuracy
specified in paragraph 4. of Appendix 1 to this annex.
(a)
For those passenger car tyres belonging to categories which are not
shown in ISO 4000-1:2010, the inflation pressure shall be the inflation
pressure recommended by the tyre manufacturer, corresponding to the
maximum tyre load capacity, reduced by 30 kPa.
(b)
As a percentage of single load, or 85 per cent of maximum load capacity
for single application specified in applicable tyre standards manuals if
not marked on tyre.
(c)
Inflation pressure marked on sidewall, or if not marked on sidewall, as
specified in applicable tyre standards manuals corresponding to
maximum load capacity for single application.
3.5. Duration and speed.

When the deceleration method is selected, the following requirements
apply:
(a) The deceleration j shall be determined in exact dω/dt or
approximate Δω/Δt form, where ω is angular velocity, t – time;
If the differential form dω/dt is used, then the recommendations
of Appendix 5 to this annex are to be applied.
(b) For duration Δt, the time increments shall not exceed 0.5 s;
(c) Any variation of the test drum speed shall not exceed 1 km/h
within one time increment.
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4.0 Test procedure

4.1. General
The test procedure steps described below shall be followed in the

sequence given.
4.2. Thermal conditioning
The inflated tyre shall be placed in the thermal environment of the test
location for a minimum of:
(a) 3 hours for Class C1 tyres;

(b) 6 hours for Class C2 and C3 tyres.
4.3. Pressure adjustment

After thermal conditioning, the inflation pressure shall be adjusted to
the test pressure, and verified 10 minutes after the adjustment is made.
4.4. Warm-up
The warm-up durations shall be as specified in Table 3.
Table 3
Warm up durations
C2 and C3 C3
Tyre Class C1 LI ≤ 121 LI > 121
Nominal Rim All All < 22.5 ≥ 22.5
Diameter
Warm up duration 30 min. 50 min. 150 min. 180 min.
4.5. Measurement and recording

The following shall be measured and recorded (see Figure 1):
(a) Test speed Un;
(b) Load on the tyre normal to the drum surface Lm;
(c) The initial test inflation pressure as defined in paragraph 3.3.
above;
(d) The coefficient of rolling resistance measured Cr, and its
corrected value Crc, at 25 °C and for a drum diameter of 2 m;
(e) The distance from the tyre axis to the drum outer surface under
steady state rL,;
(f) Ambient temperature tamb;
(g) Test drum radius R;
(h) Test method chosen;
(i) Test rim (size and material);
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(j) Tyre size, manufacturer, type, identity number (if one exists),
speed symbol, load index, DOT number (Department of
Transportation).
Figure 1
All the mechanical quantities (forces, torques) will be orientated in
accordance with the axis systems specified in ISO 8855:1991.
The directional tyres shall be run in their specified rotation sense.
4.6 Measurement of parasitic losses
The parasitic losses shall be determined by one of the following
procedures given in paragraph 4.6.1. or 4.6.2. below.
4.6.1. Skim test reading
Skim test reading follows the procedure below:
(a) Reduce the load to maintain the tyre at the test speed without
slippage.
The load values should be as follows:
(i) Class C1 tyres: recommended value of 100 N; not to exceed
200 N;
(ii) Class C2 tyres: recommended value of 150 N; not to exceed 200
N for machines designed for Class C1 tyre measurement or 500
N for machine designed for Class C2 and C3 tyres;
(iii) Class C3 tyres: recommended value of 400 N; not to exceed
500 N.
(b) Record the spindle force Ft, input torque Tt, or the power,
whichever applies;
(c) Record the load on the tyre normal to the drum surface Lm.
4.6.2. Deceleration method

The deceleration method follows the procedure below:
(a) Remove the tyre from the test surface;
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(b) Record the deceleration of the test drum Do/ t and that of the
unloaded tyre T0/ t or record the deceleration of the test drum
jD0 and that of the unloaded tyre jT0 in exact or approximate form
in accordance with paragraph 3.5. above.
4.7. Allowance for machines exceeding σm criterion
The steps described in paragraphs 4.3. to 4.5. above shall be carried
out once only, if the measurement standard deviation determined in
accordance with paragraph 6.5. below is:
(a) Not greater than 0.075 N/kN for Class C1 and C2 tyres;
(b) Not greater than 0.06 N/kN for Class C3 tyres.
If the measurement standard deviation exceeds this criterion, the
measurement process will be repeated n times as described in
paragraph 6.5. below. The rolling resistance value reported shall be the
average of the n measurements.
5.0 Data interpretation
5.1. Determination of parasitic losses
5.1.1. General
The laboratory shall perform the measurements described in paragraph

4.6.1. above for the force, torque and power methods or those
described in paragraph 4.6.2. above for the deceleration method, in
order to determine precisely in the test conditions (load, speed,
temperature) the tyre spindle friction, the tyre and wheel aerodynamic
losses, the drum (and as appropriate, engine and/or clutch) bearing
friction, and the drum aerodynamic losses.
The parasitic losses related to the tyre/drum interface Fpl expressed in

newton shall be calculated from the force Ft torque, power or the
deceleration, as shown in paragraphs 5.1.2. to 5.1.5. below.
5.1.2 Force method at tyre spindle

Calculate: Fpl = Ft (1  rL/R)
Where:
Ft is the tyre spindle force in newton (see paragraph 4.6.1.
above),
rL is the distance from the tyre axis to the drum outer surface
under steady state conditions, in metre,
R is the test drum radius, in meter.
5.1.3. Torque method at drum axis
Calculate: Fpl = Tt/R
Where:
Tt is the input torque in newton meter, as determined in
paragraph 4.6.1,
R is the test drum radius, in meter.
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5.1.4 Power method at drum axis
VxA
Fpl  3,6
Un
Calculate:
Where:
V is the electrical potential applied to the machine drive, in volt,
A is the electric current drawn by the machine drive, in ampere,
Un is the test drum speed, in kilometer per hour.
5.1.5. Deceleration method
Calculate the parasitic losses Fpl, in newton.
ID   D0  I T   T 0 
F pl      
R  t0  Rr  0 
Where:
ID is the test drum inertia in rotation, in kilogram meter
squared,
R is the test drum surface radius, in meter,
D0 is the test drum angular speed, without tyre, in radians per
second,
t0 is the time increment chosen for the measurement of the
parasitic losses without tyre, in second,
IT is the spindle, tyre and wheel inertia in rotation, in kilogram
meter squared,
Rr is the tyre rolling radius, in metre,
T0 is the tyre angular speed, unloaded tyre, in radian per
second.
or
ID I
Fpl  j D0  T jT0
R Rr
Where:
ID is the test drum inertia in rotation, in kilogram meter
squared,
jD0 is the deceleration of the test drum, without tyre, in
radians per second squared,
IT is the spindle, tyre and wheel inertia in rotation, in
kilogram meter squared,
jT0 is the deceleration of unloaded tyre, in radians per
second squared.
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5.2. Rolling resistance calculation
5.2.1. General
The rolling resistance Fr, expressed in newton, is calculated using the

values obtained by testing the tyre to the conditions specified in this
international standard and by subtracting the appropriate parasitic
losses Fpl, obtained according to paragraph 5.1. above.
5.2.2 Force method at tyre spindle
The rolling resistance Fr, in newton, is calculated using the equation
Fr = Ft[1  (rL/R)]  Fpl
Where:
Ft is the tyre spindle force in newton,
Fpl represents the parasitic losses as calculated in
paragraph 5.1.2. above,
rL is the distance from the tyre axis to the drum outer surface
under steady-state conditions, in metre,
R is the test drum radius, in metre.
5.2.3. Torque method at drum axis

The rolling resistance Fr, in newton, is calculated with the
equation
T
Fr  t  Fpl
R
Where:
Tt is the input torque, in newton metre,
Fp represents the parasitic losses as calculated in
l paragraph 5.1.3. above,
R is the test drum radius, in metre.
5.2.4. Power method at drum axis
The rolling resistance Fr, in newton, is calculated with the equation:
3,6V  A
Fr   Fpl
Un
Where:
V is the electrical potential applied to the machine drive, in volt,
A is the electric current drawn by the machine drive, in ampere,
Un is the test drum speed, in kilometre per hour,
paragraph 5.1.4. above.
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5.2.5 Deceleration method

The rolling resistance Fr, in newton, is calculated using the equation:
ID  ω V  R  IT  ω V 
Fr        Fpl
R  t V  R 2r  t V 
Where:
ID is the test drum inertia in rotation, in kilogram metre
squared,
tv is the time increment chosen for measurement, in second,
Δv is the test drum angular speed increment, without tyre, in

radian per second,
metre squared,
Fr is the rolling resistance, in newton.
or
ID RI
Fr  jV  2T jV  Fpl
R Rr
Where:
ID is the test drum inertia in rotation, in kilogram metre
squared,
jV is the deceleration of the test drum, in radians per second
squared,
metre squared,
Fr is the rolling resistance, in newton.
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6.0 Data analysis

6.1. Rolling resistance coefficient
The rolling resistance coefficient Cr is calculated by dividing the rolling
resistance by the load on the tyre:
Fr
Cr 
Lm
Where:
Fr is the rolling resistance, in newton,
Lm is the test load, in kN.
6.2. Temperature correction

If measurements at temperatures other than 25 C are unavoidable (only
temperatures not less than 20 C or more than 30 C are acceptable), then
a correction for temperature shall be made using the following equation,
with:
Fr25 is the rolling resistance at 25 C, in Newton:

Fr 25  Fr 1  K t amb  25 
Where:
Fr is the rolling resistance, in Newton,
t amb is the ambient temperature, in degree Celsius,
K is equal to:
0.008 for Class C1 tyres
0.010 for Class C2 and C3 tyres with a load index equal or
lower than 121
0.006 for Class C3 tyres with a load index greater than 121
6.3. Drum diameter correction

Test results obtained from different drum diameters shall be compared
by using the following theoretical formula:
Fr 02  KFr 01
With:
K
R1 R2 R2  rT 
R1  rT 
R1 is the radius of drum 1, in meter,
R2 is the radius of drum 2, in meter,
rT is one-half of the nominal design tyre diameter, in meter,
Fr 01 is the rolling resistance value measured on drum 1, in newton,
Fr 02 is the rolling resistance value measured on drum 2, in newton.
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6.4. Measurement result
Where n measurements are greater than 1, if required by paragraph 4.6.

above, the measurement result shall be the average of the Cr values
obtained for the n measurements, after the corrections described in
paragraphs 6.2. and 6.3. above have been made.
6.5. The laboratory shall ensure that, based on a minimum of three

measurements, the machine maintains the following values of σm, as
measured on a single tyre:
σm ≤ 0.075 N/kN for tyres of Classes C1 and C2

σm ≤ 0.06 N/kN for tyres of Class C3
If the above requirement for σm is not met, the following formula shall
be applied to determine the minimum number of measurements n
(rounded to the immediate superior integer value) that are required by
the machine to qualify for conformance with this Standard.
n = (σm/ x)²
Where:
x = 0.075 N/kN for tyres of Classes C1 and C2
x = 0.06 N/kN for tyres of Class C3
If a tyre needs to be measured several times, the tyre/wheel assembly

shall be removed from the machine between the successive
measurements.
If the removal/refitting operation duration is less than 10 minutes, the

warm-up durations indicated in paragraph 4.3. above may be reduced to:
(a) 10 minutes for tyres of Class C1;

(b) 20 minutes for tyres of Class C2;
(c) 30 minutes for tyres of Class C3.
6.6 Monitoring of the laboratory control tyre shall be carried out at intervals
no greater than one month. Monitoring shall include a minimum of 3
separate measurements taken during this one month period. The average
of the 3 measurements taken during a given one-month period shall be
evaluated for drift from one monthly evaluation to another.
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ANNEX – D
Appendix - 1
(See 2.1.2, 2.3, 3.3, and 3.4 of ANNEX D)
Test equipment tolerances
1.0 Purpose
The limits specified in this annex are necessary in order to achieve
suitable levels of repeatable test results, which can also be correlated
among various test laboratories. These tolerances are not meant to
represent a complete set of engineering specifications for test equipment;
rather, they should serve as guidelines for achieving reliable test results.
2.0 Test rims
2.1. Width
For passenger car tyre rims (C1 tyres), the test rim width shall be the same
as the measuring rim determined in ISO 4000-1: 2010 clause 6.2.2.
For truck and bus tyres (C2 and C3), the rim width shall be the same as
the measuring rim determined in ISO 4209-1:2001, clause 5.1.3.
In cases where the width is not defined in the above mentioned ISO
Standards, the rim width as defined by one of the standards organizations
as specified in Appendix 4 to Annex D may be used.
2.2. Run-out
Run-out shall meet the following criteria:
(a) Maximum radial run-out: 0.5 mm;
(b) Maximum lateral run-out: 0.5 mm.
3.0 Drum / tyre alignment
General:
Angle deviations are critical to the test results.
3.1. Load application
The direction of tyre loading application shall be kept normal to the test
surface and shall pass through the wheel centre within
(a) 1 mrad for the force and deceleration methods;

(b) 5 mrad for the torque and power methods.
3.2. Tyre alignment
3.2.1. Camber angle
The plane of the wheel shall be perpendicular to the test surface within 2
mrad for all methods.
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3.2.2. Slip angle

The plane of the tyre shall be parallel to the direction of the test surface
motion within 1 mrad for all methods.
4.0 Control accuracy
Test conditions shall be maintained at their specified values, independent
of perturbations induced by the tyre and rim non-uniformity, such that the
overall variability of the rolling resistance measurement is minimized. In
order to meet this requirement, the average value of measurements taken
during the rolling resistance data collection period shall be within the
accuracies stated as follows:
(a) Tyre loading:
(i) For LI ≤ 121 ±20 N or ±0.5 per cent, whichever is greater;
(ii) For LI > 121 ±45 N or ±0.5 per cent whichever is greater;
(b) Cold inflation pressure: ±3 kPa;
(c) Surface speed:
(i) ±0.2 km/h for the power, torque and deceleration methods;
(ii) ±0.5 km/h for the force method;
(d) Time:
(i) ±0.02 s for the time increments specified in Annex D,
paragraph 3.5.(b) for the data acquisition in the deceleration
method in ∆ω/∆t form;
(ii) ±0.2 per cent for the time increments specified in Annex D,
paragraph 3.5.(a) for the data acquisition in the deceleration
method in dω/dt form;
(iii) ±5 per cent for the other time durations specified in Annex D.
5.0 Instrumentation accuracy
The instrumentation used for readout and recording of test data shall be
accurate within the tolerances stated below:
Parameter Load index ≤ 121 Load index > 121
(a)
Tyre load ±10 N or ±0.5 % ±30 N or ±0.5 % (a)
Inflation pressure ±1 kPa ±1.5 kPa
(a) (a)
Spindle force +/- 0.5 N or +/- 0.5% +/- 1.0 N or +/- 0.5%
Torque input +/- 0.5 Nm or +/- 0.5% (a) +/- 1.0 Nm or +/- 0.5% (a)
Distance ±1 mm ±1 mm
Electrical power ±10 W ±20 W
Temperature ±0.2 °C
Surface speed ±0.1 km/h
Time ±0.01 s - ±0.1 % - ±10 s(b)
Angular velocity ±0.1 %
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(a)
Whichever is greater.
(b)
±0.01 s for the time increments specified in Annex D, paragraph 3.5.(b) for
the data acquisition in the deceleration method in ∆ω/∆t form
±0.1 per cent for the time increments specified in Annex D, paragraph 3.5.(a)
for the data acquisition in the deceleration method in dω/dt form
± 10 sec for the other time durations specified in Annex D.
6.0 Compensation for load/spindle force interaction and load misalignment

for the force method only
Compensation of both load/spindle force interaction ("cross talk") and
load misalignment may be achieved either by recording the spindle force
for both forward and reverse tyre rotation or by dynamic machine
calibration. If spindle force is recorded for forward and reverse directions
(at each test condition), compensation is achieved by subtracting the
"reverse" value from the "forward" value and dividing the result by two.
If dynamic machine calibration is intended, the compensation terms may
be easily incorporated in the data reduction.
In cases where reverse tyre rotation immediately follows the completion
of the forward tyre rotation, a warm-up time for reverse tyre rotation shall
be at least 10 minutes for Class C1 tyres and 30 minutes for all other tyre
types.
7.0 Test surface roughness
The roughness, measured laterally, of the smooth steel drum surface shall
have a maximum centreline average height value of 6.3 m.
Note: In cases where a textured drum surface is used instead of a smooth

steel surface, this fact is noted in the test report. The surface texture shall
then be 180 m deep (80 grit) and the laboratory is responsible for
maintaining the surface roughness characteristics. No specific correction
factor is recommended for cases where a textured drum surface is used.
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ANNEX –D
Appendix - 2
(See 2.2 of ANNEX D )
Measuring rim width
1.0 Class C1 tyres

The measuring rim width Rm is equal to the product of the nominal
section width SN and the coefficient K2:
Rm = K2 x SN
rounded to the nearest standardized rim, where K2 is the rim/section
width ratio coefficient. For tyres mounted on 5° drop-centre rims with a
nominal diameter expressed by a two-figure code:
K2 = 0.7 for nominal aspect ratios 95 to 75
K2= 0.75 for nominal aspect ratios 70 to 60
K2 = 0.8 for nominal aspect ratios 55 and 50
K2 = 0.85 for nominal aspect ratio 45
K2 = 0.9 for nominal aspect ratios 40 to 30
K2 = 0.92 for nominal aspect ratios 20 and 25
2.0 Class C2 and C3 tyres

The measuring rim width Rm is equal to the product of the nominal section
width SN, and the coefficient K4:
Rm = K4 x SN rounded to the nearest standardized rim width.
Table 1
Coefficients for determining measuring rim width
Tyre Structure Nominal aspect Measuring rim/
Code Type of rim ratio H/S section ratio K4
B, D, R 5º tapered 100 to 75 0.70
70 and 65 0.75
60 0.75
55 0.80
50 0.80
45 0.85
40 0.90
15º tapered 90 to 65 0.75
(drop- 60 0.80
centre)
55 0.80
50 0.80
45 0.85
40 0.85
Note: Other factors may be established for new tyre concepts (structures).
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ANNEX –D
Appendix - 3
Test report and test data (Rolling resistance)
Part 1: Report
1. Testing Agency: ………………………………………………………………….
2. Name and address of applicant: …………………………………………………
3. Test report No.:…………………………………………………………………….
4. Manufacturer and brand name or trade description: ………………………………..
5. Tyre class (C1, C2 or C3): ………………………………………………………….
6. Category of use: …………………………………………………………………….
7. Rolling resistance coefficient
(temperature and drum diameter corrected): ……………………………………..
8. Comments (if any): ……………………………………………………………….
9. Date: ……………………………………………………………………………….
10. Signature: …………………………………………………………………………..
Part 2: Test data
1. Date of test: ………………………………………………………………………..
2. Test machine identification and drum diameter/surface: ………………………….
3. Test tyre details: …………………………………………………………………..
3.1. Tyre size designation and service description: …………………………………..
3.2. Tyre brand and trade description: ………………………………………………..
3.3. Reference inflation pressure: ………………………………………………kPa
4. Test data: ……………………………………………………………………….
4.1. Measurement method: …………………………………………………………
4.2. Test speed: …………………………………………………………………km/h
4.3. Load: …………………………………………………………………………..N
4.4. Test inflation pressure, initial: …………………………………………………
4.5. Distance from the tyre axis to the drum outer surface under steady state conditions, rL:
….………………………………………………………………………….m
4.6. Test rim width and material: ……………………………………………………
4.7. Ambient temperature: …………………………………………………………..°C
4.8. Skim test load (except deceleration method): ………………………………….N
5. Rolling resistance coefficient: …………………………………………………..
5.1. Initial value (or average in the case of more than 1): ………………………..N/kN
5.2. Temperature corrected N/kN: …………………………………………………..
5.3. Temperature and drum diameter corrected: …………………………………..N/kN
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ANNEX – D
Appendix - 4
(See 2.2 of ANNEX D )
Tyre standards organizations
1. The Tire and Rim Association, Inc. (TRA)
2. The European Tyre and Rim Technical Organisation (ETRTO)
3. The Japan Automobile Tyre Manufacturers’ Association (JATMA)
4. The Tyre and Rim Association of Australia (TRAA)
5. South Africa Bureau of Standards (SABS)
6. China Association for Standardization (CAS)
7. Indian Tyre Technical Advisory Committee (ITTAC)
8. International Standards Organisation (ISO)
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ANNEX-D
Appendix-5
Deceleration method: Measurements and data processing for deceleration
value obtaining in differential form dω/dt.
1.0 Record dependency "distance-time" of rotating body decelerated from

peripheral with a speed range such as 82 to 78 km/h or 62 to 58 km/h
dependent on tyre class (Annex D, paragraph 3.2., Table 1) in a discrete
form (Figure 1) for a rotating body:
z = f(tz)
Where:
z is a number of body revolutions during deceleration;
tz is end time of revolution number z in seconds recorded with 6 digits
after zero.
z
z4 4
z3 3
z2 2
z1 1
0 t1 t 2 t3 t4 t
Figure 1
Note 1:The lower speed of the recording range may be reduced down
to 60 km/h when test speed is 80 km/h and 40 km/h when the
test speed is 60 km/h.
2.0 Approximate recorded dependency by continuous, monotonic,
differentiable function:
2.1. Choose the value nearest to the maximum of z dividable by 4 and divide
it into 4 equal parts with bounds: 0, z1(t1), z2(t2), z3(t3), z4(t4).
2.2. Work out the system for 4 equations each of the form:
cos B(T  t m )
z m  A ln
cos BT
Where unknowns:
A is a dimensionless constant,
B is a constant in revolutions per second,
TΣ is a constant in seconds,
m is the number of bounds shown in figure 1.
Insert in these 4 equations the coordinates of 4-th bound above.
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2.3. Take constants A, B and TΣ as the solution of the equation system of

paragraph 2.2. above using iteration process and approximate measured
data by formulae:
cos B(T  t )
z( t )  A ln
cos BT
Where:
z(t) is the current continuous angular distance in number of revolutions
(not only integer values);
t is time in seconds.
Note 2: Other approximating functions z = f(tz) may be used if their
adequacy is proven.
3.0 Calculate the deceleration j in revolutions per second squared (s-2) by the
formula:
2
j  AB2 
A
Where:
ω is the angular speed in revolutions per second (s-1).
For the case Un = 80 km/h; ω = 22.222/Rr (or R).
For the case Un = 60 km/h; ω = 16.666/Rr (or R).
4.0 Estimate the quality of approximation of measured data and its accuracy
by parameters:
4.1. Standard deviation in percentages:
n 2
1  z(t ) 

n 1  1
1  z   100%
 
4.2. Coefficient of determination

n
 z  z( t) 2
R2  1 1
 z  z 
n
2
Where:
n
1 1 1 n
z
n  z  n 1  2    n  
z 1
2
Note 3: The above calculations for this variant of the deceleration

method for tyre rolling resistance measurement can be
executed by the computer program "Deceleration Calculator"
downloadable from the WP.29 website as well as any software
which allows the calculation of nonlinear regression.
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ANNEX - E
(See 3.5)
PROCEDURES FOR SNOW PERFORMANCE TESTING RELATIVE TO
SNOW TYRE FOR USE IN SEVERE SNOW CONDITIONS
1.0 Specific definitions for snow test when different from existing ones
1.1. "Test run" means a single pass of a loaded tyre over a given test
surface.
1.2. "Braking test" means a series of a specified number of ABS-braking
test runs of the same tyre repeated within a short time frame.
1.3. "Traction test" means a series of a specified number of spin-traction
test runs according to ASTM standard F1805-06 of the same tyre
repeated within a short time frame.
1.4. "Acceleration test" means a series of specified number of traction
controlled acceleration test runs of the same tyre repeated within a short
timeframe.
2.0 Spin traction method for Classes C1 and C2 tyres (traction force test per
paragraph 6.4. (b) of this Standard)
The test procedure of ASTM standard F1805-06 shall be used to assess

snow performance through spin traction values on medium packed
snow (The snow compaction index measured with a CTI penetrometer
shall be between 70 and 80).
2.1. The test course surface shall be composed of a medium packed snow
surface, as characterized in table A2.1 of ASTM standard F1805-06.
2.2. The tyre load for testing shall be as per option 2 in paragraph 11.9.2. of
ASTM standard F1805-06.
3.0 Braking on snow method for Classes C1 and C2 tyres
3.1. General conditions
3.1.1. Test course
The braking tests shall be done on a flat test surface of sufficient length
and width, with a maximum 2 per cent gradient, covered with packed
snow.
The snow surface shall be composed of a hard packed snow base at least
3 cm thick and a surface layer of medium packed and prepared snow
about 2 cm thick.
The air temperature, measured about one meter above the ground, shall
be between -2 °C and -15 °C; the snow temperature, measured at a
depth of about one centimetre, shall be between 4 °C and -15 °C.
It is recommended to avoid direct sunlight, large variations of sunlight
or humidity, as well as wind.
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The snow compaction index measured with a CTI penetrometer1 shall

be between 75 and 85.
3.1.2. Vehicle
The test shall be conducted with a standard production vehicle in good

running order and equipped with an ABS system.
The vehicle used shall be such that the loads on each wheel are
appropriate to the tyres being tested. Several different tyre sizes can be
tested on the same vehicle.
3.1.3 Tyres
The tyres should be "broken-in" prior to testing to remove spew,

compound nodules or flashes resulting from the moulding process. The
tyre surface in contact with snow shall be cleaned before performing a
test.
Tyres shall be conditioned at the outdoor ambient temperature at least

two hours before their mounting for tests. Tyre pressures shall then be
adjusted to the values specified for the test.
In case a vehicle cannot accommodate both the reference and candidate

tyres, a third tyre ("control" tyre) may be used as an intermediate. First
test control vs. reference on another vehicle, then test candidate vs.
control on the vehicle.
3.1.4. Load and pressure
3.1.4.1. For C1 tyres, the vehicle load shall be such that the resulting loads on
the tyres are between 60 per cent and 90 per cent of the load
corresponding to the tyre load index.
The cold inflation pressure shall be 240 kPa.

3.1.4.2. For C2 tyres, the vehicle load shall be such that the resulting loads on
the tyres are between 60 per cent and 100 per cent of the load
corresponding to the tyre load index.
The static tyre load on the same axle should not differ by more than 10
per cent.
The inflation pressure is calculated to run at constant deflection:
For a vertical load higher or equal to 75 per cent of the load capacity
of the tyre, a constant deflection is applied, hence the test inflation
pressure "Pt" shall be calculated as follows:
1.25
Q 
Pt  Pr  t 
 Qr 
Qr is the maximum load associated to the load capacity index of the tyre
written on the sidewall
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Pr is the reference pressure corresponding to the maximum load

capacity Qr
Qt is the static test load of the tyre
For a vertical load lower than 75 per cent of the load capacity of the
tyre, a constant inflation pressure is applied, hence the test inflation
pressure Pt shall be calculated as follows:
Pt  Pr 0.75 
1.25
 (0.7) Pr
Pr is the reference pressure corresponding to the maximum load
capacity Qr
Check the tyre pressure just prior to testing at ambient temperature.
3.1.5. Instrumentation
The vehicle shall be fitted with calibrated sensors suitable for
measurements in winter. There shall be a data acquisition system to
store measurements.
The accuracy of measurement sensors and systems shall be such that
the relative uncertainty of the measured or computed mean fully
developed decelerations is less than 1 per cent.
3.2. Testing sequences

3.2.1. For every candidate tyre and the standard reference tyre, ABS-braking
test runs shall be repeated a minimum of 6 times.
The zones where ABS-braking is fully applied shall not overlap.
When a new set of tyres is tested, the runs are performed after shifting
aside the vehicle trajectory in order not to brake on the tracks of the
previous tyre.
When it is no longer possible not to overlap full ABS-braking zones,
the test course shall be re-groomed.
Required sequence:
6 repeats SRTT, then shift aside to test next tyre on fresh surface
6 repeats Candidate 1, then shift aside
6 repeats Candidate 2, then shift aside
6 repeats SRTT, then shift aside
3.2.2. Order of testing:

If only one candidate tyre is to be evaluated, the order of testing shall
be:
R1 - T - R2
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Where:
R1is the initial test of the SRTT, R2 is the repeat test of the SRTT and
T is the test of the candidate tyre to be evaluated.
A maximum of two candidate tyres may be tested before repeating the
SRTT test, for example:
R1 - T1 - T2 - R2.
3.2.3. The comparative tests of SRTT and candidate tyres shall be repeated on
two different days.
3.3. Test procedure
3.3.1. Drive the vehicle at a speed not lower than 28 km/h.
3.3.2. When the measuring zone has been reached, the vehicle gear is set into
neutral, the brake pedal is depressed sharply by a constant force
sufficient to cause operation of the ABS on all wheels of the vehicle
and to result in stable deceleration of the vehicle and held down until
the speed is lower than 8 km/h.
3.3.3. The mean fully developed deceleration between 25 km/h and 10 km/h
shall be computed from time, distance, speed, or acceleration
measurements.
3.4. Data evaluation and presentation of results
3.4.1. Parameters to be reported
3.4.1.1. For each tyre and each braking test, the mean and standard deviation of
the mfdd shall be computed and reported.
The coefficient of variation CV of a tyre braking test shall be computed

as:
Std .dev tyre 
CV tyre  
Mean tyre 
3.4.1.2. Weighted averages of two successive tests of the SRTT shall be

computed taking into account the number of candidate tyres in between:
In the case of the order of testing R1 - T - R2, the weighted average of

the SRTT to be used in the comparison of the performance of the
candidate tyre shall be taken to be:
wa (SRTT) = (R1 + R2)/2
Where:
R1 is the mean mfdd for the first test of the SRTT and R2 is the mean
mfdd for the second test of the SRTT.
In the case of the order of testing R1 – T1 – T2 – R2, the weighted

average (wa) of the SRTT to be used in the comparison of the
performance of the candidate tyre shall be taken to be:
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wa (SRTT) = 2/3 R1 + 1/3 R2 for comparison with the candidate tyre T1;
and:
wa (SRTT) = 1/3 R1 + 2/3 R2 for comparison with the candidate tyre T2.
3.4.1.3. The snow grip index (SG) in per cent of a candidate tyre shall be
computed as:
Mean (candidate )
Snow Grip Index (candidate ) 
wa (SRTT )
3.4.2. Statistical validations
The sets of repeats of measured or computed mfdd for each tyre should
be examined for normality, drift, eventual outliers.
The consistency of the means and standard-deviations of successive
braking tests of SRTT should be examined.
The means of two successive SRTT braking tests shall not differ by
more than 5 per cent.
The coefficient of variation of any braking test shall be less than 6 per
cent.
If those conditions are not met, tests shall be performed again after re-
grooming the test course.
3.4.3. In the case where the candidate tyres cannot be fitted to the same vehicle
as the SRTT, for example, due to tyre size, inability to achieve required
loading and so on, comparison shall be made using intermediate tyres,
hereinafter referred to as "control tyres", and two different vehicles.
One vehicle shall be capable of being fitted with the SRTT and the
control tyre and the other vehicle shall be capable of being fitted with
the control tyre and the candidate tyre.
3.4.3.1. The snow grip index of the control tyre relative to the SRTT (SG1) and
of the candidate tyre relative to the control tyre (SG2) shall be
established using the procedure in paragraphs 3.1. to 3.4.2. above.
The snow grip index of the candidate tyre relative to the SRTT shall be
the product of the two resulting snow grip indices that is SG1 x SG2.
3.4.3.2. The ambient conditions shall be comparable. All tests shall be
completed within the same day.
3.4.3.3. The same set of control tyres shall be used for comparison with the
SRTT and with the candidate tyre and shall be fitted in the same wheel
positions.
3.4.3.4. Control tyres that have been used for testing shall subsequently be
stored under the same conditions as required for the SRTT.
3.4.3.5. The SRTT and control tyres shall be discarded if there is irregular wear
or damage or when the performance appears to have been deteriorated.
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4.0 Acceleration method for Class C3 tyres

4.1. According to the definition of C3 tyres reported into paragraph 2.4.3.
above, the additional classification for the purpose of this test method
only applies:
(a) C3 Narrow (C3N), when the C3 tyre nominal section width is
lower than 285 mm
(b) C3Wide (C3W), when the C3 tyre nominal section width is
greater or equal to 285 mm
4.2. Methods for measuring Snow grip index

Snow performance is based on a test method by which the average
acceleration in an acceleration test, of a candidate tyre is compared to
that of a standard reference tyre.
The relative performance shall be indicated by a snow grip index (SG).
When tested in accordance with the acceleration test in paragraph 4.7.
below, the average acceleration of a candidate snow tyre shall be at
least 1.25 compared to one of the two equivalent SRTTs – ASTM F
2870 and ASTM F 2871.
4.3. Measuring equipment

4.3.1. A sensor suitable for measuring speed and distance covered on
snow/ice surface between two speeds must be used.
measuring system (including radar, GPS) shall be used.
4.3.2. The following tolerances shall be respected:
(a) For speed measurements: ±1 per cent (km/h) or 0.5 km/h
whichever is greater.
(b) For distance measurements: ±1 x 10-1 m
4.3.3. A display of the measured speed or the difference between the

measured speed and the reference speed for the test is recommended
inside the vehicle so that the driver can adjust the speed of the vehicle.
4.3.4. For Acceleration test covered in paragraph 4.7. below, a display of the
slip ratio of the driven tyres is recommended inside the vehicle and
shall be used in the particular case of paragraph 4.7.2.1.1. below.
The slip ratio is calculated by
 Wheel Speed  Vehicle Speed 

Slip Ratio %     100
 Vehicle Speed 
(a) Vehicle speed is measured as defined in 4.3.1. above (m/s)
(b) Wheel speed is calculated on a tyre of the driven axle by
measuring its angular velocity and its loaded diameter
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Wheel Speed  π  loaded diameter  angular speed
Where, π = 3.1416 (m/360deg), the loaded diameter (m) and the

angular speed (revolution per second = 360 deg/sec).
4.3.5. A data acquisition system can be used for storing the measurements.
4.4. General conditions
4.4.1. Test course
The test shall be done on a flat test surface of sufficient length and
width, with a maximum 2 per cent gradient, covered with packed snow.
4.4.1.1. The snow surface shall be composed of a hard packed snow base at
least 3 cm thick and a surface layer of medium packed and prepared
snow about 2 cm thick.
4.4.1.2. The snow compaction index measured with a CTI penetrometer shall
be between 80 and 90. Refer to the appendix of ASTM F1805 for
additional details on measuring method.
4.4.1.3. The air temperature, measured about one meter above the ground, shall
be between -2 °C and -15 °C; the snow temperature, measured at a
depth of about one centimetre, shall be between -4 °C and -15 °C.
Air temperature shall not vary more than 10 deg C during the test.
4.5. Tyres preparation and break-in
4.5.1. Fit the test tyres on rims as per ISO 4209-1 using conventional
mounting methods. Ensure proper bead seating by the use of a suitable
lubricant. Excessive use of lubricant should be avoided to prevent
slipping of the tyre on the wheel rim.
4.5.2. The tyres should be "broken-in" prior to testing to remove spew,

compound nodules or flashes resulting from moulding process.
4.5.3. Tyres shall be conditioned at the outdoor ambient temperature at least
two hours before their mounting for tests.
They should be placed such that they all have the same ambient
temperature prior to testing and be shielded from the sun to avoid
excessive heating by solar radiation.
The tyre surface in contact with snow shall be cleaned before

performing a test.
Tyre pressures shall then be adjusted to the values specified for the test.
4.6. Testing sequence
If only one candidate tyre is to be evaluated, the order of testing shall

be:
R1, T, R2
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Where:
R1 is the initial test of the SRTT, R2 is the repeat test of the SRTT and
T is the test of the candidate tyre to be evaluated.
A maximum of 3 candidate tyres may be tested before repeating the
SRTT test, for example: R1, T1, T2, T3, R2.
Recommendations are that the zones where acceleration is fully
applied shall not overlap without reworking and when a new set of
tyres is tested;
The runs are performed after shifting the vehicle trajectory in order not
to accelerate on the tracks of the previous tyre; when it is no longer
possible not to overlap full acceleration zones, the test course should
be re-groomed.
4.7. Acceleration on snow test procedure for snow grip index of Classes
C3N and C3W
4.7.1. Principle
The test method covers a procedure for measuring the snow grip
performance of commercial vehicle tyres during acceleration, using a
commercial vehicle having a Traction Control System (TCS, ASR, etc.).
Starting with a defined initial speed, the full throttle is applied to
activate the Traction Control System, the Average acceleration is
calculated between two defined speeds.
4.7.2. Vehicle
4.7.2.1. The test shall be conducted with a 2 axles standard model commercial
vehicle in good running conditions equipped with:
(a) Low rear axle weight and an engine powerful enough to maintain
the average percentage of slip during the test as required in
paragraphs 4.7.5.1. and 4.7.5.2.1. below;
(b) A manual gearbox (automatic gearbox with manual shift allowed)
having a gear ratio covering the speed range of at least 19 km/h
between 4 km/h and 30 km/h;
(c) Differential lock on driven axle is recommended to improve
repeatability;
(d) A standard commercial system controlling/limiting the slip of the
driving axle during acceleration (Traction Control, ASR, TCS, etc.).
4.7.2.1.1. In the particular case where a standard commercial vehicle equipped
with a traction control system is not available, a vehicle without
Traction Control/ASR/TCS is permitted provided the vehicle is fitted
with a system to display the percentage slip as stated in paragraph
4.3.4. of this annex and a mandatory differential lock on the driven axle
used in accordance with operating procedure 4.7.5.2.1. below. If a
differential lock is available it shall be used; if the differential lock,
however, is not available, the average slip ratio should be measured on
the left and right driven wheel.
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4.7.2.2. The permitted modifications are:

(a) Those allowing to increase the number of tyre sizes capable to be
mounted on the vehicle;
(b) Those permitting to install an automatic activation of the
acceleration and the measurements.
Any other modification of the acceleration system is prohibited.
4.7.3. Vehicle fitting
The rear driven axle may be indifferently fitted with 2 or 4 test tyres if
respecting the loading by tyre.
The front steer non driven axle is equipped with 2 tyres having a size
suitable for the axle load. These 2 front tyres could be maintained
along the test.
4.7.4. Load and inflation pressure
4.7.4.1. The static load on each rear driven test tyres must be between 20 per
cent and 55 per cent of the tested tyre load capacity written on the
sidewall.
The vehicle front steer total static axle load should be between 60 per
cent and 160 per cent of the driven rear total axle load.
The static tyre load on the same driven axle should not differ by more
than 10 per cent.
4.7.4.2. The driven tyres inflation pressure shall be 70 per cent of the one
written on the sidewall.
The steer tyres are inflated at nominal sidewall pressure.
If the pressure is not marked on the sidewall, refer to the specified
pressure in applicable tyre standards manuals corresponding to
maximum load capacity.
4.7.5. Testing runs

4.7.5.1. Mount first the set of reference tyres on the vehicle and when on the
testing area.
Drive the vehicle at a constant speed between 4 km/h and 11 km/h and
the gear ratio capable of covering the speed range of at least 19 km/h
for the complete test programme (e.g. R-T1-T2-T3-R).
The recommended gear ratio selected is 3rd or 4th and shall give a
minimum 10 per cent average slip ratio in the measured range of speed.
4.7.5.2. In case of Traction Control System equipped vehicles (already

switched "on" before the run) apply full throttle until the vehicle has
reached the final speed.
Final speed = Initial speed + 15 km/h
No rearward restraining force shall be applied to the test vehicle.
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4.7.5.2.1. In the particular case of paragraph 4.7.2.1.1. of this annex where a

standard commercial vehicle equipped with a traction control system
is not available, the driver shall manually maintain the average slip
ratio between 10 and 40 per cent (controlled slip procedure in place of
the full slip) within the prescribed range of speeds. If a differential lock
is not available, the averaged slip ratio difference between the left and
right driven wheel shall not be higher than 8 per cent for each run. All
the tyres and runs in the test session are performed with controlled slip
procedure.
4.7.5.3. Measure the distance and the time between the initial speed and the
final speed.
4.7.5.4. For every candidate tyre and the standard reference tyre, the
acceleration test runs shall be repeated a minimum of 6 times and the
coefficients of variation (standard deviation/average*100) calculated
for minimum 6 valid runs on the distance and the time should be lower
than or equal to 6 per cent.
4.7.5.5. In case of Traction Control System equipped vehicle, the average slip
ratio shall be in the range from 13 per cent to 40 per cent (calculated
as per in paragraph 4.3.4. of this annex).
4.7.5.6 Apply testing sequence as defined in paragraph 4.6. above.
4.8. Processing of measurement results
4.8.1. Calculation of the average acceleration AA
Each time the measurement is repeated, the average acceleration
AA (m∙s-2) is calculated by
Sf 2  Si 2
AA 
2D
Where D (m) is the distance covered between the initial speed Si

(m.s-1) and the final speed Sf (m.s-1).
4.8.2. Validation of results
The coefficient of variation of the average acceleration is calculated
for all the candidate tyres. If one coefficient of variation is greater than
6 per cent, discard the data for this candidate tyre and repeat the test.
stdev
coefficient of variation   100
average

If the coefficient of variation of the average acceleration "AA" for
each group of min 6 runs of the reference tyre is higher than 6 per cent,
discard all data and repeat the test for all tyres (the candidate tyres and
the reference tyre).
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In addition and in order to take in account possible test evolution, the

coefficient of validation is calculated on the basis of the average values
of any two consecutive groups of min 6 runs of the reference tyre. If
the coefficient of validation is greater than 6 per cent, discard the data
for all the candidate tyres and repeat the test.
Average2  Average1
coefficien t of validation   100
Average1
4.8.3. Calculation of the "average AA"

If R1 is the average of the "AA" values in the first test of the reference
tyre, R2 is the average of the "AA" values in the second test of the
reference tyre, the following operations are performed, according to
Table 1:
Table 1
If the number of sets of and the set of then "Ra" is calculated by
candidate tyres between candidate tyres to applying the following:
two successive runs of the be qualified is:
reference tyre is:
1  R - T1 – R T1 Ra = 1/2 (R1 + R2)
T1 Ra = 2/3 R1 + 1/3 R2
2  R - T1 – T2 – R
T2 Ra = 1/3 R1 + 2/3 R2
T1 Ra = 3/4 R1 + 1/4 R2
3  R - T1 – T2 - T3 – R T2 Ra = 1/2 (R1 + R2)
T3 Ra = 1/4 R1 + 3/4 R2
"Ta" (a = 1, 2, …) is the average of the AA values for a test of a
candidate tyre.
4.8.4. "AFC" Calculation (Acceleration Force Coefficient)
Also called AFC Acceleration Force Coefficient
Calculation on of AFC(Ta) and AFC(Ra) as defined in Table 2:
Table 2
The acceleration force coefficient
"AFC" is:
Ra
Reference tyre AFC(R) =
g
Ta
Candidate tyre AFC(T) =
g
Ra and Ta are in m/s²
"g"= gravity acceleration (rounded to 9.81 m/s2)
4.8.5. Calculation of the relative snow grip index of the tyre

The Snow grip index represents the relative performance of the
candidate tyre compared to the reference tyre.
AFC(T)
Snow Grip Index 
AFC(R)
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4.8.6. Calculation of the slip ratio
The slip ratio can be calculated as the average of Slip ratio as

mentioned in paragraph 4.3.4. above or by comparing the average
distance referred to in paragraph 4.7.5.3. above of the min 6 runs to the
distance of a run done without slip (very low acceleration)
 Average distance  No slip distance 

Slip Ratio %     100
 No slip distance 
No slip distance means the wheel distance calculated on a run done

with a constant speed or a continuous low acceleration.
4.9. Snow grip performance comparison between a candidate tyre and a
reference tyre using a control tyre
4.9.1. Scope
When the candidate tyre size is significantly different from the
reference tyre a direct comparison on the same vehicle may be not
possible. This is an approach using an intermediate tyre, hereinafter
called the control tyre.
4.9.2. Principle of the approach
The principle lies upon the use of a control tyre and 2 different vehicles
for the assessment of a candidate tyre in comparison with a reference
tyre.
One vehicle can fit the reference tyre and the control tyre, the other the
control tyre and the candidate tyre. All conditions are in conformity
with paragraph 4.7. above.
The first assessment is a comparison between the control tyre and the
reference tyre. The result (Snow Grip Index 1) is the relative efficiency
of the control tyre compared to the reference tyre.
The second assessment is a comparison between the candidate tyre and
the control tyre. The result (Snow grip index 2) is the relative efficiency
of the candidate tyre compared to the control tyre.
The second assessment is done on the same track as the first one. The
air temperature must be in the range of +/- 5 deg C of the temperature
of the first assessment. The control tyre set is the same set as the set
used for the first assessment.
The snow grip performance index of the candidate tyre compared to
the reference tyre is deduced by multiplying the relative efficiencies
calculated above:
Snow Grip Index  SG1 SG2
4.9.3. Selection of a set of tyres as a control tyre set
A control tyre set is a group of identical tyres made in the same factory
during one week period.
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AIS-142
4.10. Storage and preservation
Before the first assessment (control tyre / reference tyre), normal

storage conditions can be used. It is necessary that all the tyres of a
control tyre set have been stored in the same conditions.
As soon as the control tyre set has been assessed in comparison with
the reference tyre, specific storage conditions shall be applied for
control tyres replacement.

91/100
AIS-142
ANNEX- E
Appendix 1
Pictogram definition of "Alpine Symbol"
Minimum 15 mm base and 15 mm height.

Above drawing not to scale.
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ANNEX- E
Appendix 2
Test reports and test data for C1 and C2 tyres
Part 1 - Report
1. Test Agency: ……………………………………………………….………………
2. Name and address of applicant: ……………………………………………………
3. Test report No.: …………………………………………………………………….
4. Manufacturer and brand name or trade description: ………………………………
5. Tyre class: …………………………………………………………………………
6. Category of use: ……………………………………………………………………
7. Snow index relative to SRTT according to paragraph 6.4.1.1.
7.1. Test procedure and SRTT used …………………………………………………….
8. Comments (if any): …………………………………………………………………
9. Date: …………………………………………………………………………………
10. Signature: …………………………………………………………………………....
Part 2 - Test data
1. Date of test: ………………………………………………………………………….
2. Location of test track: ………………………………………………………………..
2.1. Test track characteristics:
At start of tests At end of tests Specification

Weather
Ambient temperature -2 °C to -15 °C
Snow temperature -4 °C to -15 °C
CTI index 75 to 85
Other
3. Test vehicle (make, model and type, year): ................................................................

4. Test tyre details .........................................................................................................
4.1. Tyre size designation and service description: ...........................................................
4.2. Tyre brand and trade description: ..............................................................................
4.3. Test tyre data:............................................................................................................
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SRTT (1st test) Candidate Candidate SRTT (2nd test)
Tyre dimensions
Test rim width code
Tyre loads F/R (kg)
Load index F/R ( per
cent)
Tyre pressure F/R(kPa)
5. Test results: mean fully developed decelerations (m/s²) / traction coefficient.1

Run number Specification SRTT (1st test) Candidate Candidate SRTT (2nd test)
1
2
3
4
5
6
Mean
Std-deviation
CV (%) <6%
Validation (SRTT)
SRTT <5%
SRTT average
Snow index 100
1Strike out what does not apply.

94/100
AIS-142
ANNEX- E
Appendix 3
Test reports and test data for C3 tyres
Part 1 – Report
1. Test Agency:
2. Name and address of applicant:
3. Test report No.:
4. Manufacturer and brand name or trade description:
5. Tyre class:
6. Category of use:
7. Snow index relative to SRTT according to paragraph 6.4.1.1.
7.1. Test procedure and SRTT used
8. Comments (if any):
9. Date:
10. Signature:
Part 2 - Test data

1. Date of test:
2. Location of test track:
2.1. Test track characteristics:
At start of tests At end of tests Specification

Weather
Ambient temperature -2 °C to -15 °C
Snow temperature -4 °C to -15 °C
CTI index 80 to 90
Other
3. Test vehicle (make, model and type, year):

4. Test tyre details
4.1. Tyre size designation and service description:
4.2. Tyre brand and trade description:
4.3. Test tyre data:
95/100
AIS-142
SRTT (1st test) Candidate 1 Candidate 2 Candidate 3 SRTT (2nd test)
Tyre dimensions
Test rim width code
Tyre loads F/R (kg)
Load index F/R (per

cent)
Tyre pressure F/R (kPa)
5. Test results: average accelerations (m/s²)
Run number Specification SRTT Candidat Candidate Candidate SRTT (2nd

(1st test) e1 2 3 test)
1
2
3
4
5
6
Mean
Std-
deviation
Slip ratio
(per cent)
CV (per ≤ 6 per cent
cent)
Validation (SRTT) ≤ 6
SRTT per cent
SRTT
average
Snow index 1,00
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AIS-142
ANNEX - F
(See 5.2.2.)
INFORMATION TO BE SUBMITTED FOR
TYPE APPROVAL OF TYRES
1. Manufacturer’s name and Address;

2. Telephone no;
3. Fax no.;
4. Email address;
5. Contact person;
6. Tyre size Designation;
7. Brand(s) name(s) and/or Trade description(s);
8. Category of use (Normal / Special / Snow/Severe Snow);
9. Structure: Diagonal (bias ply /bias belted) / Radial
10. Speed category;
11. Ply rating and maximum load in kg (corresponding to ply rating) and /
or load index and maximum load, in kg (corresponding to load index),
as applicable;
12. Whether the tyre is to be used with or without inner tube;
13. Whether the tyre is normal or reinforced;
14. Overall width (mm);
15. Overall diameter (mm);
16. Rim on which tyre can be mounted;
17. Measuring Rim and test rim;
18. Inflation Pressure for dimensional measurements (kPa);
19. Factor X in case of theoretical (imaginary) rim, if applicable;
19.1 Maximum cold inflation pressure, in kPa, corresponding to maximum
load carrying capacity
19.2 Test inflation pressure, kPa;
20. Intended for use on (type of vehicle);
21. Numbers and height of tread wear indicators;
22. Type of tread pattern (Lug or Rib); and
23. Drawing or photograph in tripilicate identifying tyre tread pattern, side
wall marking and relevant dimensions of inflated tyre mounted on the
measuring rim
24 Tyre class (C1,C2 or C3)
25 Traction tyre (Yes /No)
26 Range of Tyre size designations applicable to the tread pattern
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ANNEX - G
(See Introduction)
COMPOSITION OF AISC PANEL ON

Evaluation of Tyres with Regard to Rolling Sound Emissions and/or to Adhesion
on Wet Surfaces and/or to Rolling Resistance
NAME ORGANISATION
Convener
Shri A. A. Badusha The Automotive Research Association of India
Members Representing
Shri Vijay L. Sadavarte The Automotive Research Association of India
Shri V. S. Khairatkar The Automotive Research Association of India
Shri Shreyas Bharadwaj The Automotive Research Association of India
Shri N. R. Kachare Central Institute of Road Transport
Shri S. B. Salunkhe Central Institute of Road Transport
Shri Prashant Vijay International Centre for Automotive Technology
Shri Abhishaek Kumar International Centre for Automotive Technology
Shri Siddharth Tripathi International Centre for Automotive Technology
Shri Niteesh K. Shukla Indian Rubber Manufacturers Research
Association
Dr. P. P. Chattaraj NATRiP
Shri S. Ravishankar SIAM (Ashok Leyland Ltd.)
Shri Ved Prakash Gautam SIAM (Ashok Leyland Ltd.)
Shri S. Muthu Kumar SIAM (Honda Cars-R&D India)
Shri V. G. Kulkarni SIAM (Mahindra & Mahindra Ltd. Truck & Bus
Division)
Shri Shailesh Kulkarni SIAM (Mahindra & Mahindra Ltd.)
Shri Ramkumar S SIAM (Maruti Suzuki India Ltd.)
Shri Raj Kumar Diwedi SIAM (Maruti Suzuki India Ltd.)
Shri Ghanashyam Jadhav SIAM (Piaggio Vehicles Pvt Ltd,)
Shri Shedage H. B. SIAM (Piaggio Vehicles Pvt Ltd,)
Shri T. M. Arun Prakash SIAM (Tata Motors Ltd.)
Shri Gajanan Salunke SIAM (Tata Motors Ltd.)
Shri Uday Salunkhe SIAM (Tata Motors Ltd.)
Shri Prasad Warwandkar SIAM (VE Commercial Vehicles Ltd.)
Shri Vikrant Lokhande SIAM (Volvo Trucks (VECV))
Shri V. K. Misra ITTAC
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Shri Vinay Vijayaraja ITTAC

Shri Rahul Vachaspati ATMA
Shri Rajiv Budhraja ATMA
Shri P. K. Mohamed Apollo Tyres
Shri Pradeep Kumar Apollo Tyres
Shri I. A. Joy Apollo Tyres Ltd.
Shri S. S. Gusain Bridgestone
Shri Tom K. Thomas CEAT
Shri Ma Zhong Continental India Pvt. Ltd.
Shri Balamurali Krishna Continental India Pvt. Ltd.
Shri Rajiv Raghuwanshi Goodyear
Shri Sidney Jose J. K. tyre & Industries Ltd.
Shri T. C. Kamath MRF
Shri Venus Garg Michelin
* At the time of approval of this Automotive Industry Standard (AIS)
99/100
AIS-142
ANNEX - H
(See Introduction)
COMMITTEE COMPOSITION *
Automotive Industry Standards Committee
Chairperson
Mrs. Rashmi Urdhwareshe Director
The Automotive Research Association of India, Pune
Members Representing
Representative from Ministry of Road Transport and Highways
(Dept. of Road Transport and Highways), New Delhi
Representative from Ministry of Heavy Industries and Public Enterprises
(Department of Heavy Industry), New Delhi
Shri S. M. Ahuja Office of the Development Commissioner, MSME,
Ministry of Micro, Small and Medium Enterprises, New
Delhi
Shri Shrikant R. Marathe Former Chairman, AISC
Shri R.R. Singh Bureau of Indian Standards, New Delhi
Director Central Institute of Road Transport, Pune
Director Global Automotive Research Centre
Director International Centre for Automotive Technology, Manesar
Director Indian Institute of Petroleum, Dehra Dun
Director Vehicles Research and Development Establishment,
Ahmednagar
Director Indian Rubber Manufacturers Research Association
Representatives from Society of Indian Automobile Manufacturers

Shri R. P. Vasudevan Tractor Manufacturers Association, New Delhi
Shri Uday Harite Automotive Components Manufacturers Association of
India, New Delhi
Member Secretary
Shri Vikram Tandon
Dy. General Manager
The Automotive Research Association of India, Pune
* At the time of approval of this Automotive Industry Standard (AIS)
100/100

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AIS-142

AUTOMOTIVE INDUSTRY STANDARD

Evaluation of Tyres with Regard to

Sr. Corrigenda. Amendment Revision Date Remark Misc.

Evaluation of Tyres with Regard to Rolling Sound Emissions and/or to

ANNEX-B Specifications for the test site 24/100

ANNEX-G Panel Composition 98/100

Evaluation of Tyres with Regard to Rolling Sound Emissions and/or

1.1.4. Tyres intended to be fitted to road vehicles of categories other than M,

1.1.7. Professional off-road tyres.

(a) The manufacturer's name;

(f) For Classes C2 and C3 tyres:

3.2. "Brand name" or "Trade description" means the identification of

3.10. "Traction tyre" means a tyre in class C2 or C3 bearing the inscription

3.17. Wet Grip or Snow Grip measurements – Specific definitions

3.18.7. Skim test reading

3.18.8. Inertia or moment of inertia.

4.2.3 The tyre size designation;

4.2.4 The inscription "REINFORCED" (or alternatively "EXTRA LOAD") if

4.2.6 The "Alpine" symbol ("3-peak-mountain with snowflake" conforming

5.0 CRITERION FOR TYPE APPROVAL / TYPE TEST

5.2 Type Approval Procedure.

Wet grip index (G)

6.3. Rolling resistance coefficient limits, as measured by the method

Tyre class Max value (N/kN)

(a) The mean fully developed deceleration ("mfdd") in a braking test,

The relative performance shall be indicated by a snow index.

6.4.1 Tyre snow performance requirements

6.4.1.1 Classes C1, C2 and C3 tyres

6.5 In order to be classified as a "traction tyre", a tyre is required to meet at

6.7 In order to be classified as a "professional off-road tyre", a tyre shall

(b) For C3 tyres:

7.0 CONFORMITY OF PRODUCTION

7.2 The tyres approved under this standard shall be so manufactured as to

7.4 Production shall be deemed to conform to the requirements of this

7.5 Production shall be deemed to conform to the requirements of this

8.0 WORST CASE CRITERIA (WCC)

8.4. WCC for rolling resistance

Standard tyres prove worse rolling resistance coefficient results versus

To verify if a lower load index (LI-lowest) meets the requirements of

Calculated limit value = (RRC-limit value R117 - 0.3# N/Kn) – 0.06* x

# the limit value of the regulation will be increased by a safety margin

 The calculation must be presented in the information document or

8.5. Snow Tyres

8.5.2. For C3 category tyres

1.2 Speed measurements

1.3 Temperature measurements

1.3.1 Air temperature

The temperature sensor is to be positioned in a location where the

A central part of at least 10 m radius shall be free of powdery snow, tall

For Class C2 and Class C3 the reference pressure Pr is the pressure

4.0 Interpretation of results

n is the measurement number (n ≥ 16),

 is the mean value of logarithms of speeds Vi:

a is the slope of the regression line in dB(A):

4.3 Temperature correction

LR(ref) = LR() + K(ref - )

There will be no temperature correction for Class C3 tyres.

4.4 In order to take account of any measuring instrument inaccuracies, the