Figure 4 — Engine ignition ‘off’ switch pictogram The ignition ‘on’ position shall be clearly marked see Figure 5 or the word ‘ON’.. Figure 6 — Ignition switch pictogram 5.11.2 Suppleme
General
Vehicles must adhere to the safety requirements and protective measures outlined in this clause Furthermore, they should be designed in accordance with the principles of EN ISO 12100 to address relevant but not significant hazards that are not covered by this document.
Manufacturers must conduct a thorough risk assessment to address hazards that need to be mitigated by a type B standard This assessment should complement the guidance provided in this document and cater to the specific requirements of the type B standard, particularly in situations where choices must be made or adaptations are necessary.
Unintended or unauthorised starting/moving
To start the vehicle, intentional control operation is necessary An interlock system must be in place to ensure that the vehicle cannot be started through electric cranking unless the clutch is disengaged, the gearbox is in neutral, or the brake is applied.
The vehicle shall be fitted with a device that prevents its unauthorised use, e.g a key operated main switch, a padlock provided with the vehicle, a dedicated device whose removal inhibits the vehicle functioning
Remote controls shall not be allowed.
Loss of stability
Static stability
All vehicles must be equipped with at least one stand to maintain stability when parked and not supported by a person or external means This stand can be positioned laterally, centrally, or both.
Swivelling stands shall fold rearwards in order to attain the closed or travelling position
The verification of the strength of the stand shall be made by the test defined in 6.2.2
The prop stands, if present, shall, when tested according to 6.2.3:
be designed and constructed in such a way that they do not close automatically if the angle of lean is altered unexpectedly;
be able to support the vehicle in such a way as to provide lateral stability, whether the vehicle is on a horizontal supporting surface or on a slope;
be able to support the vehicle in such a way as to maintain stability when the vehicle is parked on a slope
The center, if present, must demonstrate the ability to support the vehicle during testing as per section 6.2.3, whether one or both wheels are in contact with the supporting surface or if none of the wheels are touching the surface, ensuring the vehicle's stability.
All stands shall be provided with a retention system which holds them in the retracted or travelling position That system may consist of either:
a single device such as a spring or a clip (retention in the folded position shall be verified as defined in 6.2.1); or
two independent devices such as two separate springs, or one spring and one clip.
Dynamic stability
To prevent excessive vehicle movement during steering, handlebar stops must be installed to avoid over-steering Refer to section 5.11.14 for specific steering system requirements.
The vehicle shall be so designed that the footrests are the first part to contact the ground in case of excessive banking
This shall be verified in running order on a flat horizontal surface
Original equipment tyres are chosen by vehicle and tyre manufacturers based on the vehicle's intended use It is essential to adhere to the approved rim widths and contours outlined in international standards, including ISO 5751-1 for metric tyres, ISO 4249-1 for tyres with a rim diameter of 13 inches and above, and ISO 6054-1 for tyres with a rim diameter of 12 inches and below.
For tyres not specified by ISO standards, relevant industry standards, e.g ETRTO, TRA, JATMA, shall be followed
The owner's manual must provide comprehensive details to help consumers choose the appropriate replacement tyres, considering dimensions, load capacity, and speed ratings for both front and rear tyres.
The tyres shall comply with the following requirements:
The load capacity of each tyre fitted to a vehicle must meet or exceed the maximum permissible axle mass divided by the number of tyres on that axle, as certified by the tyre manufacturer.
Every vehicle must be equipped with tyres that possess a speed capability certified by the manufacturer, exceeding the vehicle's maximum design speed, including any variations from series production.
Tyres produced by the manufacturer must adhere to international standards or the manufacturer's specifications when such standards are unavailable, ensuring they can move freely in their designated position For type D (special service) tyres, vehicle manufacturers are required to provide adequate space to accommodate their specific maximum dimensions.
The wheel's movement must be unrestricted within the designated space, accommodating the larger permissible tire size while adhering to the suspension, steering, frame, and wheel guard limitations set by the vehicle manufacturer.
Tyres must be marked according to international standards, specifically ISO 5751-1 for metric designated tyres, ISO 4249-1 for code designated tyres with a rim diameter of 13 inches and above, and ISO 6054-1 for code designated tyres with a rim diameter of 12 inches and below.
For tyres not specified by ISO standards, marking shall be in accordance with a relevant industry standard, e.g ETRTO, TRA, JATMA
The marking shall include at least the size of the tyre, the load capability and the speed symbol
Tyres classified as tread type D, including special service, slick tyres, and those labeled 'Not for Highway Use' or 'N.H.S.', must have their load capability clearly marked on the tyre.
Tyres shall be capable of the load and the speed declared by the tyre manufacturer
In case of N.H.S tyres, they shall be capable of supporting at least:
the load capability declared by the tyre manufacturer, and
the speed declared by the tyre manufacturer or 80 km/h, whichever is the higher.
Risk of break-up during operation
General
The design of the vehicle and the materials selected for its construction must ensure durability and prevent disintegration during use This can be accomplished through appropriate calculations, simulations, or a combination of both methods.
The verification shall be carried out by the tests specified in 6.3
NOTE The test procedures are under review.
Seat resistance test
When tested as defined in 6.3.1, the seat shall show no evidence of damage or permanent deformation.
Static test
When tested as defined in 6.3.2, there shall be no visible cracks under load and after removing the loads and no permanent deformation shall be visible after removing the loads
NOTE Cracks or deformations limited to the coating materials are allowed.
Dynamic test
When tested as defined in 6.3.3, there shall be no visible cracks under load and after removing the loads and no permanent deformation shall be visible after removing the loads
NOTE Cracks or deformations limited to the coating materials are allowed.
Moving parts
To ensure safety, guards must be installed at the drive chain or belt drive to prevent accidental entrapment near the transmission These guards should be made of durable materials, securely fastened, and designed to avoid introducing any additional hazards for users.
Fixed guards or components serving as fixed guards must be securely attached with fixings that remain with the guard or vehicle when removed, as specified in the owner's manual, to facilitate routine inspection, adjustment, or maintenance.
Sharp edges
Handlebars and handlebar levers
The ends of handlebars shall be rounded or covered with soft rubber or plastic having a hardness of less than
65 Shore A at an ambient temperature of (20 ± 5) ºC The ends of handlebars shall not be open-ended tubes
The end of handlebar levers which are forward facing shall have a radius of curvature of at least 3 mm.
Footrests
Footrests must be attached to the main frame of the vehicle or to a component securely fixed to it They should never be installed on an unsuspended part of the vehicle, such as the rear swingarm.
Folding footrests must include a mechanism that automatically returns them to the riding position upon release Additionally, they should have rounded edges with a minimum spherical radius of 8 mm, or feature integral protection at the end of the footrest.
Other items
If present, radiator covers (shields) shall be made only of flexible materials, such as flexible plastic, rubber or similar materials
Fairing materials and mudguards shall be flexible and unbreakable at normal operating temperatures of
Tank refuelling caps must be positioned on the upper surface of the tank, with their rear edges either rounded or not extending more than 15 mm above the underlying surface.
The upper edge of fairing windscreens must feature a minimum radius of curvature of 2 mm, or alternatively, be equipped with a protective edge moulding that offers equivalent protection.
All other parts that are likely to be contacted by the rider while riding shall have no sharp edges.
Hot surfaces
General
5.7.1.1 Description of normal vehicle operation
Normal operation of the vehicles covered by this document includes:
getting on and off the vehicle;
pre-riding operations, such as switching the manual fuel shut-off control, engaging the choke control and pushing the engine kick-starter;
riding the vehicle (start, accelerate, run, decelerate, brake and stop);
The operation of these vehicles is closely linked to the necessity of wearing personal protective equipment, including crash helmets, leather gloves, and leather boots To ensure optimal functionality and safety, users must don appropriate protective gear.
The identified possible hazardous zones for the vehicles covered by this document with respect to extreme temperatures are the following (see Figure 3):
exposed parts of the engine;
all controls, such as handlebar grips, brake and clutch levers, engine kick starter, choke control and manual fuel shut-off control;
1 choke, manual fuel shut-off control
Temperature limits for touchable surfaces
All surfaces that are identified by the test method described in 6.4 shall have a 'skin temperature' ≤ 43 ºC
5.7.2.2.1 Seat, handgrips, handgrip levers and footrests
The seat, handgrips, handgrip levers and footrests are parts that are considered in continuous contact with the rider In no circumstance during the test shall their temperature exceed 43 ºC
Due to the operational demands of disc brakes and their varying working temperatures based on usage, no specific temperature limit is established for these components However, the instruction manual must include a warning about the potential risk of burns if the brakes are touched after extended or intense use.
Emissions of hazardous materials and substances
The exhaust pipe outlets must be positioned to direct exhaust gases away from the rider's position while riding.
Risks related to thrown objects
To limit the risk of thrown objects, the vehicle shall be equipped with front and rear mudguards
Mudguards must extend laterally beyond the tire on both sides The front mudguard should cover a sufficient angle of the wheel's circumference to effectively shield the rider from mud.
Ergonomics
The design and construction of vehicles shall be consistent with the ergonomic principles described in
According to EN 614-1 and section 6.2.8 of EN ISO 12100:2010, it is essential to consider the characteristics of the intended user group for vehicles, including their body dimensions, postures, movements, physical strength, and mental abilities The design should aim to minimize the need for riders to maintain forced postures during normal operation.
Some specific aspects of ergonomics are dealt with in other clauses of this standard (e.g controls and indicators, rider position, noise and vibration emissions)
The riding position is dependant mainly on the following three parts that shall be checked to evaluate the ergonomics of the riding position: a) Handlebar
The vehicle’s steering system shall be operated by handlebars
Each handlebar must feature two grips at the ends, one for each hand These grips are specifically designed to accommodate users wearing protective gloves, ensuring a secure and comfortable hold Their shape and non-slip surface enhance grip stability, making them ideal for safe use.
Ensure that the left grip, and the right grip if it is not an accelerator control, is securely attached to prevent rotation around the handlebar during use.
The rider’s seat of any vehicle shall be stable for the user and shall be designed bearing in mind the principles of ergonomics
The seat shall be designed to minimise the vibrations transmitted to the user c) Footrests
Every vehicle shall be equipped with footrests at each side of the frame
The footrests shall be non-slip, either by design or by material
The footrests shall have a minimum length of 65 mm to allow the rider's foot to rest and to operate the brake pedal and gear stick.
Control devices and control systems
Engine ignition switch
2 Electrical hazards due to short-circuits 5.13
3 Thermal hazards resulting in burns due to the contact with hot surfaces 5.7
4 Noise hazard causing hearing loss, interferences with speech communication or with acoustic signals, physiological disorders 5.14
5 Material/substance hazards due to:
- breathing difficulties, suffocation, visibility problems or injuries caused by the contact with or inhalation of harmful fluids, gases, mists and fumes related with exhaust gases or battery fluids
- fire or explosion caused by leakages of the fuel circuit
- unhealthy postures of excessive effort
- inadequate design, location or identification of the indicators and control devices
7 Hazards associated with environment in which the vehicle is used due to the projection of dust and particles from the road surface against the rider
- hazards due to the unexpected or not authorised start-up of the vehicle
- hazards due to break-up during operation
- hazards due to controls systems failure
- hazards due to the vehicle unsafe use caused by incomplete instruction for operation and maintenance
- hazards due to a lack of warning of residual risks
5 Safety requirements and/or protective measures
Vehicles must adhere to the safety requirements and protective measures outlined in this clause Furthermore, they should be designed in accordance with the principles of EN ISO 12100 to address relevant but not significant hazards that are not covered by this document.
Manufacturers must conduct a thorough risk assessment to address hazards that require mitigation under a type B standard This assessment should complement the guidance provided in the relevant documentation and adapt to the specific circumstances where choices are necessary.
5.2 Unintended or unauthorised starting/moving
To start the vehicle, intentional control operation is necessary An interlock mechanism must be in place to ensure that the vehicle cannot be started through electric cranking unless the clutch is disengaged, the gearbox is in neutral, or the brake is applied.
The vehicle shall be fitted with a device that prevents its unauthorised use, e.g a key operated main switch, a padlock provided with the vehicle, a dedicated device whose removal inhibits the vehicle functioning
Remote controls shall not be allowed
All vehicles must be equipped with at least one stand to maintain stability when parked and not supported by a person or external means This stand can be positioned laterally, centrally, or both.
Swivelling stands shall fold rearwards in order to attain the closed or travelling position
The verification of the strength of the stand shall be made by the test defined in 6.2.2
The prop stands, if present, shall, when tested according to 6.2.3:
be designed and constructed in such a way that they do not close automatically if the angle of lean is altered unexpectedly;
be able to support the vehicle in such a way as to provide lateral stability, whether the vehicle is on a horizontal supporting surface or on a slope;
be able to support the vehicle in such a way as to maintain stability when the vehicle is parked on a slope
The center, if present, must demonstrate the ability to support the vehicle during testing as per section 6.2.3, whether one or both wheels are in contact with the supporting surface or if none of the wheels are touching the surface, ensuring the vehicle's stability.
All stands shall be provided with a retention system which holds them in the retracted or travelling position That system may consist of either:
a single device such as a spring or a clip (retention in the folded position shall be verified as defined in 6.2.1); or
two independent devices such as two separate springs, or one spring and one clip
To prevent excessive vehicle movement during steering, handlebar stops must be installed to avoid over-steering Refer to section 5.11.14 for specific steering system requirements.
The vehicle shall be so designed that the footrests are the first part to contact the ground in case of excessive banking
This shall be verified in running order on a flat horizontal surface
Tyres installed as original equipment are chosen by vehicle and tyre manufacturers based on the vehicle's intended use It is essential to adhere to the approved range of rim widths and contours outlined in international standards, including ISO 5751-1 for metric tyres, ISO 4249-1 for code-designated tyres with a rim diameter of 13 inches and above, and ISO 6054-1 for those with a rim diameter of 12 inches and below.
For tyres not specified by ISO standards, relevant industry standards, e.g ETRTO, TRA, JATMA, shall be followed
The owner's manual must provide detailed information to help consumers choose the appropriate replacement tyres, considering dimensions, load capacity, and speed ratings for both front and rear tyres.
The tyres shall comply with the following requirements:
The load capacity of each tyre fitted to a vehicle must meet or exceed the maximum permissible axle mass divided by the number of tyres on that axle, as certified by the tyre manufacturer.
Every vehicle's tyres must possess a speed rating certified by the manufacturer that exceeds the vehicle's maximum design speed, accounting for variations in series production.
Tyres produced by the manufacturer must adhere to international standards or the manufacturer's specifications when such standards are unavailable, ensuring they can move freely in their designated position For type D (special service) tyres, vehicle manufacturers are required to provide adequate space to accommodate their specific maximum dimensions.
The wheel's movement must be unrestricted within the designated space, accommodating the larger permissible tire size while adhering to the suspension, steering, frame, and wheel guard limitations set by the vehicle manufacturer.
Tyres must be marked according to international standards, specifically ISO 5751-1 for metric designated tyres, ISO 4249-1 for code designated tyres with a rim diameter of 13 inches and above, and ISO 6054-1 for code designated tyres with a rim diameter of 12 inches and below.
For tyres not specified by ISO standards, marking shall be in accordance with a relevant industry standard, e.g ETRTO, TRA, JATMA
The marking shall include at least the size of the tyre, the load capability and the speed symbol
Tyres classified under tread type D, as per ISO 5751-1, including special service, slick tyres, and those labeled 'Not for Highway Use' or 'N.H.S.', must have their load capability clearly marked on the tyre.
Tyres shall be capable of the load and the speed declared by the tyre manufacturer
In case of N.H.S tyres, they shall be capable of supporting at least:
the load capability declared by the tyre manufacturer, and
the speed declared by the tyre manufacturer or 80 km/h, whichever is the higher
5.4 Risk of break-up during operation
The design of the vehicle and the materials selected for its construction must ensure durability and prevent disintegration during operation This can be accomplished through appropriate calculations, simulations, or a combination of both methods.
The verification shall be carried out by the tests specified in 6.3
NOTE The test procedures are under review
When tested as defined in 6.3.1, the seat shall show no evidence of damage or permanent deformation
When tested as defined in 6.3.2, there shall be no visible cracks under load and after removing the loads and no permanent deformation shall be visible after removing the loads
NOTE Cracks or deformations limited to the coating materials are allowed
When tested as defined in 6.3.3, there shall be no visible cracks under load and after removing the loads and no permanent deformation shall be visible after removing the loads
NOTE Cracks or deformations limited to the coating materials are allowed
Supplemental engine stop (quick-stop) control
Each vehicle shall be equipped with a supplemental engine stop control which provides a quick-stop of the engine
The supplemental engine stop control must be positioned on the handlebar, close to the grip, allowing for easy operation without tools while the rider maintains a standard operating posture.
The wiring to the supplemental engine stop control shall be protected and routed to avoid snagging on external obstacles
The actuation of the supplemental engine stop control shall have priority over any start control
The supplemental engine stop control shall be clearly marked (see Figure 7) or the word 'ENGINE STOP' The use of a pictogram shall be preferred to the use of 'ENGINE STOP'
Figure 7 — Supplemental engine stop control pictogram (‘off’)
For rocker switches, the supplemental engine stop control may be labeled with a pictogram or the word 'RUN' (refer to Figure 8), with a preference for pictograms over text for clarity.
Engine starter switch
If provided, the engine starter switch shall be clearly marked (see Figure 9).
Manual starters
If provided, manual starters shall fulfil the following requirements:
Manual starters shall be equipped with an automatic disengagement device Manual starters shall be prevented from re-engaging when the engine is running
Manual starters must automatically return to their original position when the foot is lifted from the lever Additionally, levers should be designed to ensure user safety during operation and while riding the vehicle.
If provided, recoil-starters shall be in accordance with EN ISO 14314.
Speed control
All vehicles must have a throttle control for speed regulation, positioned on the right side of the handlebar This control should be easily operable without requiring the rider to remove their hand from the handlebar Additionally, the throttle control must automatically return to an idle position when the rider releases their hand or thumb.
Brake control
Vehicles must have either two distinct service brake systems, a split service brake system, or a combined brake system (CBS) Importantly, at least one brake must operate on the front wheel and at least one on the rear wheel.
The two separate service brake systems may share a common brake provided that a failure in one braking device does not affect the performance of the other
The controls shall be levers operated either by hand on the handlebar or by the right foot
5.11.6.2.1 Vehicles with maximum design speed ( V max ) > 50 km/h
When the brakes are tested in accordance with the test procedure set out in 6.5.2.2, at least one of the following conditions shall be met:
either the stopping distance is as specified in Table 2;
or the Mean Fully Developed Deceleration (MFDD) is as specified in Table 2
For vehicles with a Technical Permissible Maximum Mass (TPMM) lower than the Mass in Running Order (MRO) + 75kg, the stopping distance and MFDD shall be corrected as described in 6.5.2.2
The specified speed for the test (V) shall be 0,9 V max or 60 km/h, whichever is lower
Table 2 — Minimum braking performance – Maximum design speed ( V max ) > 50 km/h
Separate brake system – Front wheel braking only S ≤ 0,1 V + 0,0087 V² ≥ 4,4
Separate brake system – Rear wheel braking only S ≤ 0,1 V + 0,0133 V² ≥ 2,9
Vehicles with CBS – normal operation S ≤ 0,1 V + 0,0076 V² ≥ 5,1
Vehicles with CBS – secondary service brake systems S ≤ 0,1 V + 0,0154 V² ≥ 2,5
V is the initial speed at the beginning of braking, in km/h
S is the required stopping distance, in m
NOTE The factors in the formulae are calculated to use the indicated units
When the brakes are tested in accordance with the test procedure set out in 6.5.2.3, the residual performance shall not be:
if expressed as a deceleration, less than 60 % of the MFDD figure achieved during the Performance test; or
if expressed as a stopping distance, more than the stopping distance, calculated in accordance with the following formula:
S 1 the stopping distance achieved, according to 6.5.2.3.1 (1)), in m;
S 2 the stopping distance as recorded in the residual performance test, according to 6.5.2.3.1 (3)), in m;
V the initial speed at the beginning of braking, in km/h
For vehicles equipped with a combined brake system it is not required to test the secondary brake system, as specified in the owner's manual
5.11.6.2.2 Vehicles with maximum design speed ( V max ) ≤ 50 km/h
When the brakes are tested in accordance with the test procedure set out in 6.5.2.2, at least one of the following conditions shall be met:
either the stopping distance is as specified in Table 3;
or the Mean Fully Developed Deceleration (MFDD) is as specified in Table 3
For vehicles with a Technical Permissible Maximum Mass (TPMM) lower than the Mass in Running Order (MRO) + 75kg, the stopping distance and MFDD shall be corrected as described in 6.5.2.2
The specified speed for the test (V) shall be 0,9 V max
Table 3 — Minimum braking performance – Maximum design speed ( V max ) ≤ 50 km/h
Separate brake system – Front wheel braking only S ≤ 0,1 V + 0,0111 V² ≥ 3,4
Separate brake system – Rear wheel braking only S ≤ 0,1 V + 0,0143 V² ≥ 2,7
Vehicles with CBS – normal operation S ≤ 0,1 V + 0,0087 V² ≥ 4,4
Vehicles with CBS – secondary service brake systems S ≤ 0,1 V + 0,0154 V² ≥ 2,5
V is the initial speed at the beginning of braking, in km/h
S is the required stopping distance, in m
NOTE The factors in the formulae are calculated to use the indicated units
The braking actuation forces, when tested, shall be as specified in Table 4
Input Location 25 mm from lever end 30 mm from lever end
Input Location Centre of the pedal Centre of the pedal
NOTE MLC means Maximum Load Capacity of the vehicle as determined by the vehicle manufacturer, including rider, accessories (if any) and luggage (if any).
Clutch control
If provided, the clutch control shall be a hand-lever and be positioned on the left side of the handlebar.
Gear selector for vehicles with manually operated gearboxes
The gear selector can be controlled using a foot lever located on the left side of the vehicle or a selector switch on the handlebar Additionally, a detent position will be available for neutral.
Audible warning device
If provided, the audible warning device shall be operated by a push button located at the left-hand side of the handlebar
The control shall be clearly marked (see Figure 10):
Lighting and light-signalling controls
If provided, the light control switch shall be clearly marked (see Figure 11):
Figure 11 — Light control switch pictogram
A rotary switch operates by engaging the vehicle's position lights followed by the main lights when turned clockwise Additional switch positions are allowed as long as they are clearly marked The light control switch can also be combined with the ignition switch if desired.
5.11.10.2 Main beam/dipped beam switch
If provided, the control for this device shall be located so that it can be operated without the rider lifting his hand from the hand grips
The control shall be clearly marked (see Figure 12):
Figure 12 — Beam switch control pictogram 5.11.10.3 Headlight flasher control
If provided, the control for this device shall be adjacent to the main beam/dipped switch or shall be an additional function of it
The device's control will be positioned on the handlebars, allowing the rider to easily access it When viewed from the rider's seat, moving the control to the left activates the left side indicators, while moving it to the right activates the right side indicators.
The control shall be clearly marked (see Figure 13)in such a manner as to indicate the side of the vehicle on which the control actuates the indicators.
Cold starting device control
If provided, the control for this device shall be so placed as to be reasonably and conveniently accessible to the rider
The control shall be marked (see Figure 14):
Manual fuel tank shut-off control (for carburettor-type engines only)
Vehicles having a natural gravity fuel supply system to the carburettor shall be fitted with a fuel shut-off system located underneath the tank (not at the carburettor intake)
For the ‘off’ position, see Figure 15 or the word ‘OFF’
Figure 15 — Manual fuel tank shut-off control pictogram (‘off’)
For the ‘on’ position, see Figure 16 or the word ‘ON’
Figure 16 — Manual fuel tank shut-off control pictogram (‘on’)
For the reserve position, see Figure 17 or the word ‘RES’.
Speed limiting device
Manufacturers must ensure that any speed limiting device is adjustable only with a tool, preventing riders from making adjustments while riding Additionally, the device's settings must remain stable against shock and vibration, which can be achieved through the use of a lock nut Compliance with these requirements will be confirmed through inspection.
All category 1a vehicles designed to exceed a maximum speed of 16 km/h must include a speed limiting device This device enables the supervising adult to adjust the vehicle's top speed based on the young rider's abilities and maturity.
For vehicles in categories other than 1a, the fitting of a speed limiting device is optional
The manufacturer must set the vehicle's speed limiting device to its minimum value to ensure that the maximum speed does not exceed 16 km/h This restriction is in place until a supervising individual confirms that the young rider possesses the necessary skills and experience to safely operate the vehicle at higher speeds.
Steering system
The steering system includes the handlebar and the stem
Vehicle design shall prevent unacceptable interferences to the steering system by any other component such as cables, wiring, etc
The design shall allow the inspection of critical parts, such as steering-stops, welds, etc
The steering system shall not lock under any circumstances while the vehicle is in motion
The vehicles shall be equipped with two steering stops which prevent:
the over-steering of the handlebar; and/or
the trapping and or crushing of fingers
The steering stops shall fulfil the following requirements:
the steering stops shall allow a rotation of the handlebar of at least 15° in each direction;
the steering stops shall provide a clearance between the gripping area at the full lock of the handlebar and any part of the vehicle of at least 25 mm
The steering effort of the steering system shall fulfil the following:
lower limit: no excessive play
This shall be verified as specified in 6.5.4.
Fuel circuit
General
All parts and components of the fuel circuit, and in particular the fuel tank, shall be made in such a way as to withstand corrosion and prevent fuel leaks
Fuel leakage (e.g during fall down due to leakage from devices that release excess pressure) should not run close to the engine, exhaust, electrical equipment or the rider's clothing
In normal operating position (i.e upright), the fuel shall be unable to flow from the filler cap or any devices fitted in order to release excess pressure.
Fuel shut-off control (for carburettor-type engines only)
Vehicles having a natural gravity fuel supply system to the carburettor shall be fitted with a fuel shut-off system located underneath the tank (not at the carburettor intake).
Fuel tank
The fuel shall be contained in a tank either of metal or plastics
Fuel tanks shall be made with materials the thermal, mechanical and chemical behaviour of which continue to be appropriate under their intended conditions of use
Fuel tanks must successfully undergo the leak-tightness test specified in section 6.6, ensuring that no leaks are present post-test Additionally, any pressure that exceeds the service limit must be automatically released through suitable mechanisms, such as orifices or safety valves.
When utilizing gravity feed, it is essential to install a fuel tap Additionally, the filler neck must have a minimum diameter of 25 mm to enable visibility of the fuel level, preventing overfilling.
Fuel lines
To prevent excessive flow from the fuel tank, the fuel feed system shall have a fuel flow limitation device (e.g a float valve installed in the carburettor).
Fuel hoses
Fuel hoses must be securely fastened with bridles and kept away from the engine and exhaust pipe If maintaining distance is not possible, they should be positioned or shielded to avoid any contact with these components.
The fuel hoses shall be made with materials the thermal, mechanical and chemical behaviour of which continue to be appropriate under their intended conditions of use
The design and construction of the battery housing must ensure that the electrolyte does not spill onto the rider during a rollover or tip-over, while also preventing the buildup of vapors that could impact the rider's safety.
The vehicle shall be equipped with a specific easily accessible disconnection device for the battery or a main fuse, that disconnects the battery in case of a short-circuit, shall be provided.
Noise
The design of the vehicle shall give the lowest noise level as possible, according to the state of the art Normative Annex A gives the reference test method.
Vibration
Vibration is not deemed a major risk for these vehicles, and no specific testing method is provided However, this does not exempt the vehicle manufacturer from the responsibility of minimizing vibration and issuing a vibration declaration.
6 Verification of the safety requirements and/or protective measures
General
The verification methods shall be the ones defined in Table 5
Clause in this document Requirement Verification method
Visual inspection Measurement Functional verification Testing method
5.4 Risk of break-up during operation X See 6.3
5.8 Emissions of hazardous materials and substances X
5.9 Risk related to thrown objects X X
5.11 Control devices and control systems X X
Verification of the stability - Static stability
Verification of the folded position of stands
If the retention system for the stand (prop or centre) consists of a single device (see 5.3.1.4) is provided, it shall be able to operate without failing for at least:
1 000 normal-use cycles if the vehicle has been fitted with two stands, or
1 500 normal-use cycles if the vehicle is fitted with only one stand
There shall be no visible cracks under load and after removing the load no permanent deformation shall be visible.
Stand strength (static test)
6.2.2.1 Apply to the seat a vertical load which is 20% of the mass of the vehicle in running order or the maximum permissible payload, whichever is the lower
Place the vehicle on a flat, horizontal, and sturdy test pad using the prop stand and, if applicable, the center stand in the extended or parking position Allow the vehicle to rest on the stand for one minute.
There shall be no visible cracks under load and after removing the loads and no permanent deformation shall be visible after removing the loads
NOTE Cracks or deformations limited to the coating materials are allowed
6.2.2.2 In cases where the information provided by the manufacturer does not clearly indicate to avoid sitting on the vehicle when parked on the stand(s), the following test shall be performed
Apply to the seat a vertical load of 90 kg or the maximum permissible payload, whichever is the lower
Place the vehicle on a flat, horizontal, and sturdy test pad using the prop stand and, if applicable, the center stand in the extended or parking position Allow the vehicle to rest on the stand for one minute.
There shall be no visible cracks under load and after removing the load no permanent deformation shall be visible
NOTE Cracks or deformations limited to the coating materials are allowed.
Verification of stand performance
The vehicle shall be in the following condition:
the vehicle shall be submitted at its mass in running order;
the tyres shall be inflated to a pressure recommended by their manufacturer for that state;
the transmission shall be in neutral or, in the case of an automatic transmission, in the 'parking' position where such a position exists;
When equipped with a steering lock, the steering must remain locked in place If the steering can be locked while turned to either the left or right, tests should be conducted in both positions.
when no steering lock is fitted, the test shall be carried out with the following steering angles:
turned towards the side of the prop stand (if available)
6.2.3.2 Verification of the horizontal stability
The test area shall be a flat, horizontal pad having and hard surface that is dry and free from loose material e.g sand, grit
With the vehicle on the test pad the prop stand is extended or moved into the parking position and the vehicle is brought to rest upon it
To enhance the vehicle's stability, it is adjusted to elevate the angle between the median longitudinal plane and the supporting surface by three degrees, effectively shifting the vehicle closer to a vertical position.
This movement shall not cause the prop stand to return automatically to its retracted or travelling position
6.2.3.3 Verification on an inclined surface
A test platform shall be used for these tests
The test platform shall have a rigid, flat, rectangular surface which is able to support the vehicle without perceptible flexing
The surface of the test platform shall possess sufficient anti-skid properties to prevent the vehicle from sliding across the supporting surface during the tilt or lean tests
The test platform shall be designed in such a way as to be able to assume at least the transverse tilt (TT) and the longitudinal tilt (LT)
The vehicle is positioned on the test platform using the prop stand, while the center stand is extended or in the parking position, allowing the vehicle to rest securely on the stand.
The test platform is moved to its minimum transverse tilt (TT) and then separately, to its minimum longitudinal tilt (LT) in accordance with Table 6
Tilt Prop stand Centre stand
When testing a vehicle's centre stand on a tilted platform, the test is conducted with the vehicle resting on the centre stand and one wheel If the vehicle can rest on the centre stand with either wheel in contact with the surface, tests should only be performed with the vehicle supported by the centre stand and the rear wheel.
The vehicle shall remain stable when the test platform is tilted in accordance with the angle given in Table 6
The test platform can be adjusted to the necessary angles before positioning the vehicle This includes transverse tilt using a prop stand and a center stand, as well as longitudinal tilt for upstream adjustments.
Verification of break-up during operation
Seat resistance test
The seat shall be resistant to any stress to which it might be subjected, and shall not detach from the vehicle when subjected to a vertical upwards load of 100 N.
Static test
The vehicle shall be in running order
The following loads shall be applied sequentially to the following parts of the vehicle:
Frame (shock absorber, front and rear, fitted when provided by the manufacturer)
Apply to the centre of the seat a load of 1 400 N for 1 min
NOTE A load distribution system should be used to avoid local deformations of the seat
Apply simultaneously a load of 1 000 N in the middle point of each footrest for 1 min
Apply simultaneously a load of 400 N to each end of the handlebar, at a distance of 50 mm from the end, for 1 min.
Dynamic test
For the test, a step with the following dimensions shall be used (see Figure 19):
The step shall have a gradient α ≥ 40%
D drum diameter: min 600 mm h step height
The vehicle shall be in running order
The wheel shall pass over the obstacle at least every 0,75 s
The circumferential speed of the drum shall be at least of 2,5 m/s
The following loads shall be applied simultaneously to the following parts of the vehicle:
Apply a load of at least 100 N in the middle point of each footrest
Apply a load of at least 50 N to each end of the handlebar, at a distance of 50 mm from the end
Apply a load of at least 400 N to the centre of the seat
NOTE A load distribution system should be used to avoid local deformations of the seat
Submit the rear wheel to 18 000 cycles in these conditions.
Hot surfaces
Identification of contact zones
6.4.1.1 Getting on and off the vehicle
A test jig, illustrated in Figure 20, will be utilized to replicate the process of a person mounting the vehicle The rod length (L) and boot height (H) must be adjusted according to the specifications provided in Figure 31 and Table 7.
Rotate the axle to elevate the end of the rod above the vehicle's corresponding part, ensuring the rod remains as close to the vehicle as possible.
Figure 21 — Determination of touchable parts
The zones that are touchable with the rod shall be marked as momentarily contactable areas
A test cone as shown in Figure 22 shall be used to verify the accessibility of hot surfaces in the vicinity of controls
The test cone must be maneuvered in all possible directions towards the control, with any areas contacted by the tip or conical surface of the test cone designated as momentarily contactable surfaces Refer to Figure 23 for illustrative examples.
2 Manual fuel shut-off control
Figure 23 — Determination of touchable parts 6.4.1.3 Riding the vehicle
A test jig as shown in Figure 24 shall be used to simulate a person sitting on the vehicle seat, moving from the most forward to the most rearward position
The length of the rods (dimensions A to H) shall be set according to Table 7
The test jig shall be set on the footrest as shown in Figure 25
Figure 25 — Positioning the test rig
The test jig must be adjusted to the furthest forward and rearward positions of the seat, ensuring that the seat rod remains horizontal throughout the process (refer to Figure 26).
Figure 26 — Moving the test rig
The areas that are touched by the test jig when moving shall be marked as momentarily contactable surfaces See Figure 27
Figure 27 — Determination of touchable parts 6.4.1.4 Pushing the vehicle
A test jig as shown in Figure 28 shall be used to simulate a person pushing the vehicle
Position the vehicle upright and advance the test jig from a distance AL from the handgrips, ensuring constant contact with the vehicle (refer to Figure 29) Upon reaching the footrests, navigate around them to the outermost position before continuing to move the test jig forward without retracting it towards the vehicle (see Figure 30).
The areas that are touched by the test jig when moving shall be marked as momentarily contactable surfaces
Figure 29 — Test jig Testing movement Lateral view
Figure 30 — Test jig Testing movement Upper view 6.4.1.5 Dimensions for the test
The following dimensions shall be used for setting the test equipment in relation to the dimensions of the vehicle under test
1 Projection of the hip point
Figure 31 — Dimensions for setting the test equipment
Table 7 — Dimensions for setting the test equipment
Temperature measurement procedure
The temperature measuring equipment shall have an accuracy of ± 4 ºC
The ambient temperature for the test shall be (20 ± 3) ºC
The corrected temperature in degrees Celsius is calculated by adjusting the observed temperature based on the difference between the specified ambient temperature and the test ambient temperature The formula is: Corrected temperature (ºC) = Observed temperature (ºC) - Ambient temperature (ºC) + 20 ºC.
The temperatures of the identified hazardous zones shall be measured at real vehicle operation conditions, which shall be obtained either on a chassis dynamo bench or by actual riding
The test cycle defined in Table 8 shall be followed
1 Warm-up Engine speed: idle 5 min
2 Riding Vehicle speed: 70% Vmax, top gear a Until the temperature stabilizes
3 Stationary Engine speed: idle 2 min a When tested on a chassis dynamo bench, a cooling fan shall be used simulating the wind speed during actual riding
The highest temperature during the test shall be recorded
When the ‘skin temperature’ is measured, the temperature measurement shall start after the hot surface has reached its highest temperature and continue for 10 s
Touchable surfaces in areas A shall be measured using denim with a thickness of 1 mm
Touchable surfaces in areas B shall be measured using leather with a thickness of 3 mm.
Verification of control devices and control systems
Verification of manual starters
Verification of 5.11.4.1 shall be made by reference to the manufacturer’s data and functional test For hand operated devices, tests in accordance with EN ISO 11102-2 shall be made.
Braking performance
6.5.2.1 Test conditions a) The test mass shall be:
1) When the Technical Permissible Maximum Mass is greater than or equal to the Mass in Running Order + 75 kg:
The mass for the test (M t) shall be the Technical Permissible Maximum Mass (TPMM),
2) When the Technical Permissible Maximum Mass is less than the Mass in Running Order + 75 kg:
The test mass (M t) must fall within the range of the Technical Permissible Mass and the Mass in Running Order plus 75 kg Additionally, the maximum stopping distances and MFDDs outlined in Tables 2 and 3 require correction as specified in section 6.5.2.2 The test track should consist of a horizontal, dry surface with excellent grip, such as asphalt For testing, the conditions will be set to the most unfavorable scenario, specifically at maximum speed.
6.5.2.2 Verification procedure for the performance test
For the calculation of the corrected stopping distance using the actual vehicle test speed, the following formula shall be used:
S s is the corrected stopping distance, in m;
V s is the specified vehicle test speed, in km/h;
S is the actual stopping distance, in m;
V is the actual vehicle test speed, in km/h
This formula is only valid when the actual test speed (V ) is within ± 5 km/h of the specified test speed (V s)
For the calculation of MFDD, the following formula shall be used:
MFDD is the mean fully developed deceleration, in m/s²;
V b is the vehicle speed at 0,8 V 1, in km/h;
V e is the vehicle speed at 0,1 V 1, in km/h;
V 1 is the vehicle speed when rider actuates the control, in km/h;
S b is the distance travelled between V 1 and V b, in m;
S e is the distance travelled between V 1 and V e, in m
When the Technical Permissible Maximum Mass is lower than the Mass in Running Order + 75 kg, the stopping distance and MFDD shall be corrected as follows: t c s M
S c is the corrected stopping distance, in m;
S s is the corrected stopping distance from (2), in m;
TPMM is the Technical Permissible Maximum Mass, in kg;
M t is the Mass for the test, in kg
MFDD c is the corrected mean fully developed deceleration, in m/s²;
MFDD is the actual mean fully developed deceleration recorded during the test, in m/s²;
M t is the mass for the test, in kg;
TPMM is the Technical Permissible Maximum Mass, in kg as those used for the performance test in 6.5.2.1
6.5.2.3 Residual requirement test (fade test)
The service brake(s) of all vehicles with maximum design speed (V max) > 50 km/h shall be tested by a series of repeated stops, in accordance with the requirements set out below
The fade test is carried out in three parts, as follows:
1) Type-0 test, a single performance test as prescribed in 5.11.6.2.1.1
2) A series of 10 repeated stops carried out in accordance with the requirements of 6.5.2.3.2
3) Residual test, a single performance test as prescribed in 5.11.6.2.1.1, carried out as soon as possible after the completion of the test specified in 6.5.2.3.1 (2)) and in any case within one minute thereof, and performed under the same conditions as those used for the performance test in 6.5.2.3.1 (1))
The initial test speed shall be:
for testing the front brake(s), whichever is the lower of 70 % of the vehicle's maximum speed and
for testing the rear brake(s), whichever is the lower of 70 % of the vehicle's maximum speed and 80 km/h;
for testing a combined braking system, whichever is the lower of 70 % of the vehicle's maximum speed and 100 km/h
The distance between the initiation of one stop and the initiation of the next shall be 1 000 m
Following each stop, the vehicle must promptly accelerate to its initial test speed and sustain that speed until the next stop is initiated.
At the conclusion of the fade test, the residual performance of the service braking device must be assessed under the same conditions as the performance test, ensuring that the control force remains as consistent as possible, with an average value not surpassing the mean force utilized during the test.
The applied force to the control must be calibrated to ensure a mean deceleration of 3 m/s² or the maximum deceleration of the brake, whichever is lower, at the initial stop This force should remain consistent for all subsequent stops as specified in section 6.5.2.3.1 (2).
Maximum design speed and speed limiting device
the restricted maximum speed of category 1a vehicles at the lowest setting of the speed limiting device is in compliance with 5.11.13;
the maximum design speed (Vmax) for the brake test (5.11.6.2.1 or 5.11.6.2.2)
The test rider (test equipment included) shall have the following mass:
if the Maximum Payload Mass (MPM) is 75 kg or more, the rider mass shall be 75 kg ± 2 kg,
if the MPM is less than 75 kg, the rider mass shall be equal to (or as close as possible to) the MPM,
For vehicles with a low Maximum Permissible Mass (MPM), if it is impractical to use a test rider within the MPM limit, a dynamic calculation utilizing the Engine Power Torque curve and Running Resistance curve will determine the actual maximum vehicle speed.
The test rider shall possess the necessary skill to drive a vehicle and shall be familiar with the vehicle under test and with the test being conducted
When performing a test, the test rider shall be seated in a normal upright position appropriate to the test being conducted
The test conditions shall be as follows:
Category 1a verification: the vehicle shall be tested with the speed limiting device (if present) as set by the manufacturer
Vmax for the brake test verification: the vehicle shall be tested with the speed limiting device at such a position that it is not restricting the speed
The total mass of the vehicle during the test shall be the mass of the vehicle in running order plus the test rider
The tyres shall be inflated to the pressures recommended in the instructions handbook
The average wind speed, measured 1 m above the ground: < 3 m/s with permitting gusts < 5 m/s
The test surface must be a clean, dry, smooth, and level road made of concrete, asphalt, or a similar material It should support the maintenance of maximum speed along a specified measurement base and include an acceleration track of the same type and profile, long enough for the vehicle to reach its maximum speed Additionally, the longitudinal gradient should not exceed 1%, with a banking degree of no more than 3%, and the altitude variation between any two points on the test base must not exceed 1 meter.
The possible configurations for the measuring base are illustrated in Figures 32, 33 and 34
Figure 32 — Configuration for the measuring base
Figure 33 — Configuration for the measuring base
Figure 34 — Configuration for the measuring base
The measuring base length \( L \) must be chosen based on the equipment's accuracy and the methods for measuring testing time \( t \) to ensure that the actual speed can be determined within ± 1% For manual measuring equipment, \( L \) should be at least 500 m If using the measuring base shown in Figure 33, electronic measuring equipment is required to accurately determine time \( t \).
In the configuration depicted in Figure 34, the two measuring bases L should be equal in length and nearly parallel If the measuring bases are curvilinear, the effects of centrifugal force must be mitigated through the bends' cross-section Alternatively, the measuring base can align with the total length of the annular test track, provided that the minimum bend radius is 200 m, with centrifugal force effects also compensated by the bends' cross-section.
Prior to conducting a test, a number of preliminary runs shall be made until the vehicle has reached a thermally stable state at its normal operating temperature
Measure the maximum speed capability of the vehicle within an accuracy of ± 1 % (e.g by means of photoelectric devices, GPS, radar, laser gun)
The test rider will accelerate the vehicle to its maximum speed and maintain that speed along the measurement base L Speed measurements will be taken once the vehicle has stabilized at maximum speed A valid maximum speed test requires at least four measurement runs on the same track, with alternate runs conducted in opposite directions.
The maximum speed capability of the vehicle shall be the arithmetic average of the measurements made.
Steering effort
Requirements of 5.11.14.3 shall be verified as follows
Raise the front tyre about 10 mm above the ground using a jack or similar, and keep the steering system in the neutral position (steering angle 0º)
Apply the force perpendicular to the stem axle at any point of the handlebar, and measure the torque at which the handlebar start to move from the neutral point.