Regulation No. 83-05

Name:Regulation No. 83-05
Description:Emissions - Light Duty Vehicles.
Official Title:Uniform Provisions Concerning the Approval of: Vehicles with Regard to the Emission of Pollutants According to Engine Fuel Requirements.
Country:ECE - United Nations
Date of Issue:1990-04-09
Amendment Level:05 Series, Supplement 11
Number of Pages:319
Information:Replaces ECE Regulation No. 15.
Vehicle Types:Bus, Car, Heavy Truck, Light Truck
Subject Categories:Prior Versions
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Keywords:

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Text Extract:

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E/ECE/324
) Rev.1/Add.82/Rev.3/Amend.6
E/ECE/TRANS/505 )
July 11, 2016
STATUS OF UNITED NATIONS REGULATION
ECE 83-05
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
VEHICLES WITH REGARD TO THE EMISSION OF
POLLUTANTS ACCORDING TO ENGINE FUEL REQUIREMENTS
Incorporating:
01 series of amendments
Date of Entry into Force: 30.12.92
Corr. 1 to the 01 series of amendments
Dated: 11.09.92
Corr. 2 to the 01 series of amendments
Dated: 01.07.94
02 series of amendments
Date of Entry into Force: 02.07.95
03 series of amendments
Date of Entry into Force: 07.12.96
Supplement 1 to the 03 series of amendments
Date of Entry into Force: 14.05.98
Corr. 1 to Supplement 1 to the 03 series of amendments
Dated: 23.06.99
Corr. 2 to Supplement 1 to the 03 series of amendments
Dated: 08.11.00
04 series of amendments
Date of Entry into Force: 13.11.99
Corr. 1 to the 04 series of amendments
Dated: 10.11.99
05 series of amendments
Date of Entry into Force: 29.03.01
Corr. 1 to the 05 series of amendments
Dated: 07.11.01
Corr. 2 to the 05 series of amendments
Dated: 25.06.03
Corr. 3 to the 05 series of amendments
Dated: 23.06.04
Supplement 1 to the 05 series of amendments
Date of Entry into Force: 12.09.01
Supplement 2 to the 05 series of amendments
Date of Entry into Force: 21.02.02
Supplement 3 to the 05 series of amendments
Date of Entry into Force: 27.02.04
Supplement 4 to the 05 series of amendments
Date of Entry into Force: 12.08.04
Supplement 5 to the 05 series of amendments
Date of Entry into Force: 04.04.05
Corr.1 to Revision 3 to the 05 series of amendments
Dated: 18.01.08
Supplement 6 to the 05 series of amendments
Date of Entry into Force: 02.02.07
Corr. 1 to Supplement 6 to the 05 series of amendments
Dated: 07.08.08
Supplement 7 to the 05 series of amendments
Date of Entry into Force: 26.02.09
Corr. 1 to Supplement 7 to the 05 series of amendments
Dated: 23.12.10
Supplement 8 to the 05 series of amendments
Date of Entry into Force: 22.07.09
Supplement 9 to the 05 series of amendments
Date of Entry into Force: 17.03.10
Supplement 10 to the 05 series of amendments
Date of Entry into Force: 23.06.11
Supplement 11 to the 05 series of amendments
Date of Entry into Force: 18.06.16

REGULATION No. 83-05
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
EMISSIONS OF POLLUTANTS ACCORDING TO ENGINE FUEL REQUIREMENTS
CONTENTS
1.
Scope
2.
Definitions
3.
Application for Approval
4.
Approval
5.
Specifications and Tests
6.
Modifications of the Vehicle Type
7.
Extension of Approval
8.
Conformity of Production (COP)
9.
Penalties for Non-conformity of Production
10.
Production Definitely Discontinued
11.
Transitional Provisions
12.
Names and Addresses of Technical Services Responsible for Conducting Approval Tests, and
of Administrative Departments
ANNEXES
Appendix 1 – Procedure for Verifying the Conformity of Production Requirements if the
Production Standard Deviation given by the Manufacturer is Satisfactory
Appendix 2 – Procedure for Verifying the Conformity of Production Requirements if the
Production Standard Deviation given by the Manufacturer is Either not
Satisfactory or not Available
Appendix 3 – In-service conformity check
Appendix 4 – Statistical procedure for in-service conformity testing
Annex 1
Annex 2
ENGINE AND VEHICLE CHARACTERISTICS
COMMUNICATION
Appendix
OBD Related Information
Annex 3
Annex 4
ARRANGEMENTS OF THE APPROVAL MARK
TYPE I TEST. (Verifying Exhaust Emissions after a Cold Start)
1.
Introduction
2.
Operating Cycle on the Chassis Dynamometer
3.
Vehicle and Fuel
4.
Test Equipment
5.
Preparing the Test
6.
Procedure for Bench Test
7.
Procedure for Sampling and Analysis
8.
Determination of the Quantity of Gaseous and Particulate Pollutants Emitted

Annex 4a
TYPE I TEST. (Verifying Exhaust Emissions after a Cold Start)
1.
Applicability
2.
Introduction
3.
Test Conditions
4.
Test Equipment
5.
Determination of Vehicle Road Load
6.
Emissions Test Procedure
Appendix 1
Chassis Dynamometer System
1.
Specification
2.
Dynamometer Calibration Procedure
3.
Verification of the Load Curve
Appendix 2
Exhaust Dilution System
1.
System Specification
2.
CVS Calibration Procedure
3.
System Verification Procedure
Appendix 3
Gaseous Emissions Measurement Equipment
1.
Specification
2.
Calibration Procedures
3.
Reference Gases
Appendix 4
Particulate Mass Emissions Measurement Equipment
1.
Specification
2.
Calibration and Verification Procedures
Appendix 5
Particle Number Emissions Measurement Equipment
1.
Specification
2.
Calibration/Validation of the Particle Sampling System
Appendix 6
Verification of Simulated Inertia
1.
Object
2.
Principle
3.
Specification
4.
Verification Procedure
Appendix 7
Measurement of Vehicle Road Load
1.
Object of the Methods
2.
Definition of the Road
3.
Atmospheric Conditions
4.
Vehicle Preparation
5.
Methods

REGULATION No. 83-05
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
EMISSION OF POLLUTANTS ACCORDING TO ENGINE FUEL REQUIREMENTS
1. SCOPE
1.1.
This Regulation applies to vehicles of Categories M and N
as shown by Table A, with
regard to the tests foreseen for these vehicles in Table B.
Table A
Applicability
Vehicle
Category
Max. mass
Positive-ignition engined vehicles
including hybrid vehicles
Compression-ignition engined
vehicles including hybrid vehicles
Petrol NG LPG Diesel
M
≤3.5t R83 R83 R83 R83
>3.5t R83 − − −
M

R83


R49 or R83
M

R83



N

R83
R49 or R83
R49 or R83
R49 or R83
N

R83


R49 or R83
N

R83




1.1.2. Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD)
systems of vehicles of Categories M and N equipped with compression-ignition (CI)
engines which have at least four wheels and a maximum mass not exceeding 3,500kg.
1.1.3. Exhaust emissions at normal and low ambient temperature, evaporative emissions,
emissions of crankcase gases, the durability of pollution control exhaust devices and
on-board diagnostic (OBD) systems of hybrid electric vehicles (HEV) equipped with
positive-ignition (PI) engines having at least four wheels.
1.1.4. Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD)
systems of hybrid electric vehicles (HEV) of Categories M and N equipped with
compression-ignition (CI) engines, having at least four wheels and a maximum mass not
exceeding 3,500kg.
1.1.5. It does not apply to:
– Vehicles with a maximum mass of less than 400kg and to vehicles having a maximum
design speed of less than 50km/h.
– Vehicles whose unladen mass is not more than 400kg if they are intended for carrying
passengers or 550kg if they are intended for carrying goods and whose maximum
engine power does not exceed 15kW.
1.1.6. At the request of the manufacturer, type approval pursuant to this Regulation may be
extended from M or N vehicles equipped with compression-ignition engines which have
already been type approved, to M and N vehicles having a reference mass not exceeding
2,840kg and meeting the conditions of Paragraph 7. (extension of approval).
1.1.7. Vehicles of Category N equipped with compression-ignition engines or equipped with
positive-ignition engines fuelled with NG or LPG are not subject to this Regulation provided
they have been type-approved pursuant to Regulation No. 49 as amended by the last series
of amendments.
1.2. This Regulation does not apply to vehicles equipped with positive-ignition engines fuelled
with NG or LPG used for driving motor vehicles of Category M having a maximum mass
exceeding 3,500kg, M , M , N , N to which Regulation No. 49 is applicable.
2. DEFINITIONS
For the purposes of this Regulation:
2.1. "Vehicle type" means a category of power-driven vehicles that do not differ in such
essential respects as:
2.1.1. The equivalent inertia determined in relation to the reference mass as prescribed in
Annex 4, Paragraph 5.1, and
2.1.2. The engine and vehicle characteristics as defined in Annex 1.

2.11. Engine capacity means;
2.11.1. For reciprocating piston engines, the nominal engine swept volume;
2.11.2. For rotary piston engines (Wankel), twice the nominal swept volume of a combustion
chamber per piston.
2.12. "Pollution control devices" means those components of a vehicle that control and/or limit
exhaust and evaporative emissions.
2.13. "OBD" means an on-board diagnostic system for emission control, which has the capability
of identifying the likely area of malfunction by means of fault codes stored in computer
memory.
2.14. "In-service test" means the test and evaluation of conformity conducted in accordance with
Paragraph 8.2.1. of this Regulation.
2.15. "Properly maintained and used" means, for the purpose of a test vehicle, that such a
vehicle satisfies the criteria for acceptance of a selected vehicle laid down in Paragraph 2 of
Appendix 3 to this Regulation.
2.16. "Defeat Device" means any element of design which senses temperature, vehicle speed,
engine rotational speed, transmission gear, manifold vacuum or any other parameter for the
purpose of activating, modulating, delaying or deactivating the operation of any part of the
emission control system, that reduces the effectiveness of the emission control system
under conditions which may reasonably be expected to be encountered in normal vehicle
operation and use. Such an element of design may not be considered a defeat device if:
2.16.1. The need for the device is justified in terms of protecting the engine against damage or
accident and for safe operation of the vehicle, or
2.16.2. The device does not function beyond the requirements of engine starting, or
2.16.3. Conditions are substantially included in the Type I or Type VI test procedures.
2.17. "Family of vehicles" means a group of vehicle types identified by a parent vehicle for the
purpose of Annex 12.
2.18. "Fuel requirement by the engine" means the type of fuel normally used by the engine:
(a)
(b)
(c)
(d)
(e)
(f)
Petrol (E0 or E5);
LPG (liquefied petroleum gas);
NG (natural gas);
Either petrol or LPG;
Either petrol or NG;
Diesel fuel (B0 or B5).

2.23. "Bi-fuel vehicle" means a vehicle that can run part-time on petrol and also part-time on
either LPG or NG.
3. APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to exhaust emissions, crankcase
emissions, evaporative emissions and durability of pollution control devices, as well as to its
on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by his
authorised representative.
3.1.1. Should the application concern an on-board diagnostic (OBD) system, it shall be
accompanied by the additional information required in Paragraph 4.2.11.2.7 of Annex 1,
together with:
3.1.1.1. A declaration by the manufacturer of:
3.1.1.1.1. In the case of vehicles equipped with positive-ignition engines, the percentage of misfires
out of a total number of firing events that would result in emissions exceeding the limits
given in Paragraph 3.3.2 of Annex 11, if that percentage of misfire had been present from
the start of a Type I test as described in Paragraph 5.3.1 of Annex 4;
3.1.1.1.2. In the case of vehicles equipped with positive-ignition engines, the percentage of misfires
out of a total number of firing events that could lead to an exhaust catalyst, or catalysts,
overheating prior to causing irreversible damage;
3.1.1.2. Detailed written information fully describing the functional operation characteristics of the
OBD system, including a listing of all relevant parts of the vehicle's emission control system,
i.e. sensors, actuators and components, that are monitored by the OBD system;
3.1.1.3. A description of the malfunction indicator (MI) used by the OBD system to signal the
presence of a fault to a driver of the vehicle;
Copies of other type approvals with the relevant data to enable extensions of approvals;
3.1.1.4. If applicable, the particulars of the vehicle family as referred to in Annex 11, Appendix 2.
3.1.2. For the tests described in Paragraph 3 of Annex 11, a vehicle representative of the vehicle
type or vehicle family fitted with the OBD system to be approved shall be submitted to the
technical service responsible for the type approval test. If the technical service determines
that the submitted vehicle does not fully represent the vehicle type or vehicle family
described in Annex 11, Appendix 2, an alternative and if necessary an additional vehicle
shall be submitted for test in accordance with Paragraph 3 of Annex 11.
3.2. A model of the information document relating to exhaust emissions, evaporative emissions,
durability and the on-board diagnostic (OBD) system is given in Annex 1. The information
mentioned under Paragraph 4.2.11.2.7.6 of Annex 1 is to be included in Appendix 1 "OBD -
RELATED INFORMATION" to the type-approval communication given in Annex 2.
3.2.1. Where appropriate, copies of other type approvals with the relevant data to enable
extensions of approvals and establishment of deterioration factors shall be submitted.
3.3. For the tests described in Paragraph 5 of this Regulation a vehicle representative of the
vehicle type to be approved shall be submitted to the technical service responsible for the
approval tests.

4.5. If the vehicle conforms to a vehicle type approved, under one or more other Regulations
Annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in Paragraph 4.4.1. need not be repeated; in such a
case, the Regulation and approval numbers and the additional symbols of all the
Regulations under which approval has been granted in the country which has granted
approval under this Regulation shall be placed in vertical columns to the right of the symbol
prescribed in Paragraph 4.4.1.
4.6. The approval mark shall be clearly legible and be indelible.
4.7. The approval mark shall be placed close to or on the vehicle data plate.
4.8. Annex 3 to this Regulation gives examples of arrangements of the approval mark.
5. SPECIFICATIONS AND TESTS
5.1. General
Note: As an alternative to the requirements of this Paragraph, vehicle manufacturers whose
world-wide annual production is less than 10,000 units may obtain approval on the basis of
the corresponding technical requirements specified in: the California Code of Regulations,
Title 13, Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996 and
later model-year vehicles, 1968.1, 1976 and 1975, applicable to 1995 and later model year
light-duty vehicles (California Code of Regulations is published by Barclays Publishing).
5.1.1. The components liable to affect the emission of pollutants shall be so designed, constructed
and assembled as to enable the vehicle, in normal use, despite the vibration to which they
may be subjected, to comply with the provisions of this Regulation.
5.1.2. The technical measures taken by the manufacturer shall be such as to ensure that in
conformity with the provisions of this Regulation, exhaust gas and evaporative emissions
are effectively limited throughout the normal life of the vehicle and under normal conditions
of use. This will include the security of those hoses and their joints and connections, used
within the emission control systems, which shall be so constructed as to conform with the
original design intent. For exhaust emissions, these provisions are deemed to be met if the
provisions of Paragraphs 5.3.1.4. and 8.2.3.1. respectively are complied with. For
evaporative emissions, these conditions are deemed to be met if the provisions of
Paragraphs 5.3.1.4. and 8.2.3.1. respectively are complied with.
5.1.2.1. The use of a defeat device is prohibited.
5.1.3. Inlet orifices of petrol tanks
5.1.3.1. Subject to Paragraph 5.1.3.2., the inlet orifice of the petrol tank shall be so designed as to
prevent the tank from being filled from a petrol pump delivery nozzle which has an external
diameter of 23.6 mm or greater.
5.1.3.2. Paragraph 5.1.3.1. shall not apply to a vehicle in respect of which both of the following
conditions are satisfied, i.e.:
5.1.3.2.1. The vehicle is so designed and constructed that no device designed to control the emission
of gaseous pollutants shall be adversely affected by leaded petrol, and;

5.1.6. It shall be possible to inspect the vehicle for roadworthiness test in order to determine its
performance in relation to the data collected in accordance with Paragraph 5.3.7 of this
Regulation. If this inspection requires a special procedure, this shall be detailed in the
service manual (or equivalent media). This special procedure shall not require the use of
special equipment other than that provided with the vehicle.
5.2. Test Procedure
Table 1 illustrates the various possibilities for type-approval of a vehicle.
5.2.1. Positive ignition engine-powered vehicles and hybrid electric vehicles equipped with a
positive-ignition engine shall be subject to the following tests:
– Type I: (Verifying the average exhaust emissions after a cold start)
– Type II: (Carbon monoxide emission at idling speed)
– Type III: (Emission of crankcase gases)
– Type IV: (Evaporation emissions)
– Type V: (Durability of anti-pollution devices).

Type VI
(Verifying the average low ambient temperature carbon monoxide and
hydrocarbon exhaust emissions after a cold start).
– OBD-test.
5.2.2. Positive ignition engine-powered vehicle and hybrid electric vehicles equipped with
positive-ignition engine fuelled with LPG or NG (mono or bi-fuel) shall be subjected to the
following tests (according to Table 1):
– Type I: (Verifying the average exhaust emissions after a cold start)
– Type II: (Carbon monoxide emission at idling speed)
– Type III: (Emission of crankcase gases)
– Type IV: (evaporative emissions), where applicable
– Type V: (Durability of anti-pollution control devices)

Type VI:
(Verifying the average low ambient temperature carbon monoxide and
hydrocarbon exhaust emissions after a cold start), where applicable
– OBD test, where applicable.

5.3. Description of Tests
5.3.1. Type I Test (Simulating the average exhaust emissions after a cold start).
5.3.1.1. Figure 1 illustrates the routes for Type I test. This test shall be carried out on all vehicles
referred to in Paragraph 1, having a maximum mass not exceeding 3.5t.
5.3.1.2. The vehicle is placed on a chassis dynamometer equipped with a means of load and inertia
simulation.
5.3.1.2.1. A test lasting a total of 19min and 40s, made up of two parts, One and Two, is performed
without interruption. An unsampled period of not more than 20s may, with the agreement of
the manufacturer, be introduced between the end of Part One and the beginning of Part
Two in order to facilitate adjustment of the test equipment.
5.3.1.2.1.1. Vehicles that are fuelled with LPG or NG shall be tested in the Type I test for variation in the
composition of LPG or NG, as set out in Annex 12. Vehicles that can be fuelled either with
petrol or LPG or NG shall be tested on both the fuels, tests on LPG or NG being performed
for variation in the composition of LPG or NG, as set out in Annex 12.
5.3.1.2.1.2. Notwithstanding the requirement of Paragraph 5.3.1.2.1.1., vehicles that can be fuelled with
either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes
or starting only and which the petrol tank cannot contain more than 15L of petrol will be
regarded for the test Type I as vehicles that can only run on a gaseous fuel.
5.3.1.2.2. Part One of the test is made up of four elementary urban cycles. Each elementary urban
cycle comprises fifteen phases (idling, acceleration, steady speed, deceleration, etc.).
5.3.1.2.3. Part Two of the test is made up of one extra urban cycle. The extra urban cycle comprises
13 phases (idling, acceleration, steady speed, deceleration, etc.).
5.3.1.2.4. During the test, the exhaust gases are diluted and a proportional sample collected in one or
more bags. The exhaust gases of the vehicle tested are diluted, sampled and analysed,
following the procedure described below, and the total volume of the diluted exhaust is
measured. Not only the carbon monoxide, hydrocarbon and nitrogen oxide emissions, but
also the particulate pollutant emissions from vehicles equipped with compression-ignition
engines are recorded.
5.3.1.3. The test is carried out using the procedure described in Annex 4. The methods used to
collect and analyse the gases and to remove and weigh the particulates shall be as
prescribed.
5.3.1.4. Subject to the requirements of Paragraph 5.3.1.5. the test shall be repeated three times.
The results are multiplied by the appropriate deterioration factors obtained from
Paragraph 5.3.6. and, in the case of periodically regenerating systems as defined in
Paragraph 2.20., also must be multiplied by the factors K obtained from Annex 13. The
resulting masses of gaseous emissions and, in the case of vehicles equipped with
compression-ignition engines, the mass of particulates obtained in each test shall be less
than the limits shown in the table below:

5.3.2. Type II Test (Carbon monoxide emission test at idling speed)
5.3.2.1. This test is carried out on all vehicles powered by positive-ignition engines having maximum
mass exceeding 3.5t.
5.3.2.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG shall be tested in the test
Type II on both fuels.
5.3.2.1.2. Notwithstanding the requirement of Paragraph 5.3.2.1.1., vehicles that can be fuelled with
either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes
or starting only and which the petrol tank cannot contain more than 15L of petrol will be
regarded for the test Type II as vehicles that can only run on a gaseous fuel.
5.3.2.2. When tested in accordance with Annex 5, the carbon monoxide content by volume of the
exhaust gases emitted with the engine idling shall not exceed 3.5% at the setting specified
by the manufacturer and shall not exceed 4.5% within the range of adjustments specified in
that Annex.
5.3.3. Type III Test (Verifying emissions of crankcase gases)
5.3.3.1. This test shall be carried out on all vehicles referred to in Paragraph 1, except those having
compression-ignition engines.
5.3.3.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the
Type III test on petrol only.
5.3.3.1.2. Notwithstanding the requirement of Paragraph 5.3.3.1.1., vehicles that can be fuelled with
either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes
or starting only and which the petrol tank cannot contain more than 15L of petrol will be
regarded for the test Type III as vehicles that can only run on a gaseous fuel.

5.3.4. Type IV Test (Determination of evaporative emissions)
5.3.4.1. This test shall be carried out on all vehicles referred to in Paragraph 1 except those vehicles
having a compression-ignition engine, vehicles fuelled with LPG or NG and those vehicles
with a maximum mass greater than 3,500kg.
5.3.4.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the
Type IV test on petrol only.
5.3.4.2. When tested in accordance with Annex 7, evaporative emissions shall be less than 2g/test.
5.3.5. Type VI test (Verifying the average low ambient temperature carbon monoxide and
hydrocarbon exhaust emissions after a cold start)
5.3.5.1. This test shall be carried out on all vehicles of Category M and N equipped with a
positive-ignition engine except such vehicles that run only on a gaseous fuel (LPG or NG).
Vehicles, that can be fuelled with both petrol and gaseous fuel but where the petrol system
is fitted for emergency purposes or starting only and which petrol tank cannot contain more
than 15L of petrol, will be regarded for Type VI test as vehicles that can only run on a
gaseous fuel. Vehicles which can be fuelled with petrol and either LPG or NG shall be
tested in test Type VI with petrol only.
This Paragraph is applicable to new types of vehicles of Category N and M with a
maximum mass not exceeding 3,500kg.
5.3.5.1.1. The vehicle is placed on a chassis dynamometer equipped with a means of load an inertia
simulation.
5.3.5.1.2. The test consists of the four elementary urban driving cycles of Part One of the Type I test.
The Part One test is described in Annex 4, Appendix 1 and illustrated in Figures 1/1, 1/2 and
1/3 of the Appendix. The low ambient temperature test lasting a total of 780s shall be
carried out without interruption and start at engine cranking.
5.3.5.1.3. The low ambient temperature test shall be carried out at an ambient test temperature of
266K (-7°C). Before the test is carried out, the test vehicles shall be conditioned in a uniform
manner to ensure that the test results may be reproducible. The conditioning and other test
procedures are carried out as described in Annex 8.
5.3.5.1.4. During the test, the exhaust gases are diluted and a proportional sample collected. The
exhaust gases of the vehicle tested are diluted, sampled and analysed, following the
procedure described in Annex 8, and the total volume of the diluted exhaust is measured.
The diluted exhaust gases are analysed for carbon monoxide and hydrocarbons.

5.3.6. Type V Test (Durability of anti-pollution devices)
5.3.6.1. This test shall be carried out on all vehicles referred to in Paragraph 1 to which the test
specified in Paragraph 5.3.1. applies. The test represents an ageing test of
80,000 kilometres driven in accordance with the programme described in Annex 9 on a test
track, on the road or on a chassis dynamometer.
5.3.6.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the
Type V test on petrol only. In that case the deterioration factor found with unleaded petrol
will also be taken for LPG or NG.
5.3.6.2. Notwithstanding the requirement of Paragraph 5.3.6.1., a manufacturer may choose to have
the deterioration factors from the following table used as an alternative to testing to
Paragraph 5.3.6.1:
Deterioration factors
Pollutant CO HC NO HC + NO Particulates
Engine Category Positive-ignition Engine 1.2 1.2 1.2 − −
Compression-ignition
Engine
1.1 − 1 1 1.2
At the request of the manufacturer, the technical service may carry out the Type I test
before the Type V test has been completed using the deterioration factors in the table
above. On completion of the Type V test, the technical service may then amend the
type-approval results, recorded in Annex 2, by replacing the deterioration factors in the
above table with those measured in the Type V test.
5.3.6.3. Deterioration factors are determined using either procedure in Paragraph 5.3.6.1. or using
the values in the table in Paragraph 5.3.6.2. The factors are used to establish compliance
with the requirements of Paragraphs 5.3.1.4. and 8.2.3.1.
5.3.7. Emission Data Required for Roadworthiness Testing
5.3.7.1. This requirement applies to all vehicles powered by a positive-ignition engine for which type
approval is sought in accordance with this amendment.
5.3.7.2. When tested in accordance with Annex 5 (Type II test) at normal idling speed:
(a)
(b)
the carbon monoxide content by volume of the exhaust gases emitted shall be
recorded,
the engine speed during the test shall be recorded, including any tolerances.

6. MODIFICATIONS OF THE VEHICLE TYPE
6.1. Every modification of the vehicle type shall be notified to the administrative department that
approved the vehicle type. The department may then either:
6.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect and
that in any case the vehicle still complies with the requirement; or
6.1.2. Require a further test report from the technical service responsible for conducting the tests.
6.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the
procedure specified in Paragraph 4.3. above to the Parties to the Agreement which apply
this Regulation.
6.3. The competent authority issuing the extension of approval shall assign a series number to
the extension and inform thereof the other Parties to the 1958 Agreement applying this
Regulation by means of a communication form conforming to the model in Annex 2 to this
Regulation.
7. EXTENSION OF APPROVAL
In the case of modifications of the type approval pursuant to this Regulation, the following
special provisions shall apply, if applicable.
7.1. Exhaust Emission Related Extensions (Type I, Type II and Type VI Tests)
7.1.1. Vehicle Types of Different Reference Masses
7.1.1.1. Approval granted to a vehicle type may be extended only to vehicle types of a reference
mass requiring the use of the next two higher equivalent inertia categories or any lower
equivalent inertia category.
7.1.1.2. In the case of vehicles of Category N and vehicles of Category M referred to in Note of
Paragraph 5.3.1.4., if the reference mass of the vehicle type for which extension of the
approval is requested requires the use of an equivalent inertia lower than that used for the
vehicle type already approved, extension of the approval is granted if the masses of the
pollutants obtained from the vehicle already approved are within the limits prescribed for the
vehicle for which extension of the approval is requested.

7.2.1.5. The method of purging of the stored vapour shall be identical (e.g. air flow, start point or
purge volume over driving cycle).
7.2.1.6. The method of sealing and venting of the fuel metering system shall be identical.
7.2.2. Further notes:
(i)
(ii)
(iii)
(iv)
(v)
Different engine sizes are allowed;
Different engine powers are allowed;
Automatic and manual gearboxes, two and four wheel transmissions are allowed;
Different body styles are allowed;
Different wheel and tyre sizes are allowed.
7.3. Durability of Anti-pollution Devices (Type V Test)
7.3.1. Approval granted to a vehicle type may be extended to different vehicle types, provided that
the engine/pollution control system combination is identical to that of the vehicle already
approved. To this end, those vehicle types whose parameters described below are identical
or remain within the limit values prescribed are considered to belong to the same
engine/pollution control system combination:
7.3.1.1. Engine:
Number of cylinders,
Engine capacity (± 15%),
Configuration of the cylinder block,
Number of valves,
Fuel system,
Type of cooling system,
Combustion process,
Cylinder bore centre to centre dimensions.
7.3.1.2. Pollution control system:
Catalytic converters:
Number of catalytic converters and elements,
Size and shape of catalytic converters (volume of monolith ±10%),
Type of catalytic activity (oxidizing, three-way, ...),
Precious metal load (identical or higher),

8. CONFORMITY OF PRODUCTION (COP)
8.1. Every vehicle bearing an approval mark as prescribed under this Regulation shall conform,
with regard to components affecting the emission of gaseous and particulate pollutants by
the engine, emissions from the crankcase and evaporative emissions, to the vehicle type
approved. The conformity of production procedures shall comply with those set out in the
1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following
requirements:
8.2. As a general rule, conformity of production with regard to limitation of emissions from the
vehicle (test Types I, II, III and IV) is checked based on the description given in the
communication form and its Annexes.
Conformity of in-service vehicles
With reference to type approvals granted for emissions, these measures shall also be
appropriate for confirming the functionality of the emission control devices during the normal
useful life of the vehicles under normal conditions of use (conformity of in-service vehicles
properly maintained and used). For the purpose of this Regulation these measures shall be
checked for a period of up to 5 years of age or 80,000km, whichever is the sooner, and from
January 1, 2005, for a period of up to five years of age or 100,000km, whichever is the
sooner.
8.2.1. Audit of in-service conformity by the administrative department is conducted on the basis of
any relevant information that the manufacturer has, under procedures similar to those
defined in Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2).
Figures 4/1 and 4/2, in Appendix 4, illustrate the procedure for in-service conformity
checking.
8.2.1.1. Parameters defining the in-service family
The in-service family may be defined by basic design parameters which must be common to
vehicles with the family. Accordingly, those vehicle types which have in common, or within
the stated tolerances, at least the parameters described below, can be considered as
belonging to the same in-service family:
– Combustion process (2-stroke, 4-stroke, rotary);
– Number of cylinders;
– Configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The
inclination or orientation of the cylinders is not a criteria;
– Method of engine fuelling (e.g. indirect or direct injection);
– Type of cooling system (air, water, oil);
– Method of aspiration (naturally aspirated, pressure charged);
– Fuel for which the engine is designed (petrol, diesel, NG, LPG, etc).
Bi-fuelled vehicles may be grouped with dedicated fuel vehicles providing one of the
fuels is common;

8.2.1.2.11. The results from the manufacturer's in-service conformity procedure, including:
8.2.1.2.11.1. Identification of the vehicles included in the programme (whether tested or not). The
identification will include: Model name;
– Vehicle identification number (VIN);
– Vehicle registration number;
– Date of manufacture;
– Region of use (where known);
– Tyres fitted.
8.2.1.2.11.2. The reason(s) for rejecting a vehicle from the sample.
8.2.1.2.11.3. Service history for each vehicle in the sample (including any re-works).
8.2.1.2.11.4. Repair history for each vehicle in the sample (where known).
8.2.1.2.11.5. Test data, including:
– Date of test;
– Location of test;
– Distance indicated on vehicle odometer;
– Test fuel specifications (e.g. test reference fuel or market fuel);
– Test conditions (temperature, humidity, dynamometer inertia weight);
– Dynamometer settings (e.g. power setting);
– Test results (from at least three different vehicles per family).
8.2.1.2.12. Records of indication from the OBD system.
8.2.2. The information gathered by the manufacturer must be sufficiently comprehensive to
ensure that in-service performance can be assessed for normal conditions of use as
defined in Paragraph 8.2., and in a way representative of the manufacturer's geographic
penetration.
For the purpose of this Regulation, the manufacturer shall not be obliged to carry out an
audit of in-service conformity for a vehicle type if he can demonstrate to the satisfaction of
the type-approval authority that the annual worldwide sales of that vehicle type are less
than 10,000 per annum.
In the case of vehicles to be sold within the European Union, the manufacturer shall not be
obliged to carry out an audit in-service conformity for a vehicle type if he can demonstrate
to the satisfaction of the type-approval authority that the annual sales of that vehicle type
is less than 5,000 per annum within the European Union.

8.2.3.2. Notwithstanding the requirements of Paragraph 3.1.1. of Annex 4, the tests will be carried
out on vehicles coming straight off the production line.
8.2.3.2.1. However, at the request of the manufacturer, the tests may be carried out on vehicles which
have completed:


A maximum of 3,000km for vehicles equipped with a positive-ignition engine,
A maximum of 15,000km for vehicles equipped with a compression-ignition engine.
In both these cases, the running-in procedure will be conducted by the manufacturer who
shall undertake not to make any adjustments to these vehicles.
Figure 2

8.2.6.2. The production is deemed to conform if this vehicle meets the requirements of the tests
described in Annex 11, Appendix 1.
8.2.6.3. If the vehicle taken from the series does not satisfy the requirements of Paragraph 8.2.6.1.,
a further random sample of four vehicles shall be taken from the series and subjected to the
tests described in Annex 11, Appendix 1. The tests may be carried out on vehicles which
have been run in for no more than 15,000km.
8.2.6.4. The production is deemed to conform if at least 3 vehicles meet the requirements of the
tests described in Annex 11, Appendix 1.
8.2.7. On the basis of the audit referred to in Paragraph 8.2.1, the administrative department must
either:
Decide that the in-service conformity of a vehicle type or a vehicle in-service family is
satisfactory and not take any further action;
Decide that the data provided by the manufacturer is insufficient to reach a decision and
request additional information or test data from the manufacturer, or
Decide that the in-service conformity of a vehicle type, or vehicle type(s) that is/are part of
an in-service family, is unsatisfactory and proceed to have such vehicle type(s) tested in
accordance with Appendix 3.
In the case that the manufacturer has been permitted to not carry out an audit for a
particular vehicle type in accordance with Paragraph 8.2.2, the administrative department
may proceed to have such vehicle types tested in accordance with Appendix 3.
8.2.7.1. Where Type I tests are considered necessary to check the conformity of emission control
devices with the requirements for their performance while in service, such tests shall be
carried out using a test procedure meeting the statistical criteria defined in Appendix 4.
8.2.7.2. The type approval authority, in co-operation with the manufacturer, shall select a sample of
vehicles with sufficient mileage whose use under normal conditions can be reasonably
assured. The manufacturer shall be consulted on the choice of the vehicles in the sample
and be allowed to attend the confirmatory checks of the vehicles.
8.2.7.3. The manufacturer is authorised, under the supervision of the type approval authority, to
carry out checks, even of a destructive nature, on those vehicles with emission levels in
excess of the limit values with a view to establishing possible causes of deterioration which
cannot be attributed to the manufacturer himself (e.g. use of leaded petrol before the test
date). Where the results of the checks confirm such causes, those test results are excluded
from the conformity check.

10. PRODUCTION DEFINITELY DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of vehicle approved in
accordance with this Regulation, he shall so inform the authority which granted the
approval. Upon receiving the relevant communication, that authority shall inform thereof the
other Parties to the 1958 Agreement applying this Regulation by means of copies of the
communication form conforming to the model in Annex 2 to this Regulation.
11. TRANSITIONAL PROVISIONS
11.1. General
11.1.1. As from the official date of entry into force of the 05 series of amendments, no Contracting
Party applying this Regulation shall refuse to grant approval under this Regulation as
amended by the 05 series of amendments.
11.1.2. New Type Approvals
11.1.2.1. Subject to the provisions of Paragraphs 11.1.4., 11.1.5. and 11.1.6., Contracting Parties
applying this Regulation shall grant approvals only if the vehicle type to be approved meets
the requirements of this Regulation as amended by the 05 series of amendments.
For vehicles of Category M or vehicles of Category N these requirements shall apply from
the date of entry into force of the 05 series of amendments.
Vehicles shall satisfy the limits for the Type I test detailed in either Row A or Row B of the
table in Paragraph 5.3.1.4. of this Regulation.
11.1.2.2. Subject to the provisions of Paragraphs 11.1.4., 11.1.5., 11.1.6. and 11.1.7., Contracting
Parties applying this Regulation shall grant approvals only if the vehicle type to be approved
meets the requirements of this Regulation as amended by the 05 series of amendments.
For vehicles of Category M having a maximum mass less than or equal to 2,500kg or
vehicles of Category N (Class I) these requirements shall apply from January 1, 2005.
For vehicles of Category M having a maximum mass greater than 2,500kg or vehicles of
Category N (Classes II or III) these requirements shall apply from January 1, 2006.
Vehicles shall satisfy the limits for the Type I test detailed in Row B of the table in
Paragraph 5.3.1.4. of this Regulation.
11.1.3. Limit of Validity of Existing Type Approvals
11.1.3.1. Subject to the provisions of Paragraphs 11.1.4., 11.1.5. and 11.1.6., approvals granted to
this Regulation, as amended by the 04 series of amendments, shall cease to be valid from
the date of entry into force of the 05 series of amendments for vehicles of Category M
having a maximum mass less than or equal to 2,500kg or vehicles of Category N (Class I)
and on January 1, 2002 for vehicles of Category M having a maximum mass greater than
2,500kg or vehicles of Category N (Classes II or III), unless the Contracting Party which
granted the approval notifies the other Contracting Parties applying this Regulation that the
vehicle type approved meets the requirements of this Regulation as required by
Paragraph 11.1.2.1. above.

11.1.5.1.2. Vehicles of Category M , other than vehicles whose maximum mass exceeds 2,500kg, and
N Class I, running permanently or part-time on either LPG or NG fuel shall be equipped
with on-board diagnostic system from October 1, 2004 for new types and from July 1, 2005
for all types.
Vehicles of Category M whose maximum mass exceeds 2,500kg and N Class II and III,
running permanently or part-time on either LPG or NG fuel shall be equipped with on-board
diagnostic system from January 1, 2006 for new types and from January 1, 2007 for all
types.
11.1.5.2. Vehicles equipped with compression-ignition engines
11.1.5.2.1. Vehicles of Category M , other than vehicles designed to carry more than six occupants
(including the driver) or vehicles whose maximum mass exceeds 2,500kg, shall be equipped
with on-board diagnostic system from October 1, 2004 for new types and from July 1, 2005
for all types.
11.1.5.2.2. Vehicles of Category M , not covered by Paragraph 11.1.5.2.1, except vehicles whose
maximum mass exceeds 2,500kg, and vehicles of Category N Class 1, shall be equipped
with on-board diagnostic system from January 1, 2005 for new types and from
January 1, 2006 for all types.
11.1.5.2.3. Vehicles in Category N , Classes II and III, and vehicles of Category M whose maximum
mass exceeds 2,500kg, shall be equipped with on-board diagnostic system from
January 1, 2006 for new types and from January 1, 2007 for all vehicles.
11.1.5.2.4. Where compression-ignition engined vehicles entering into service prior to the dates given
in the Paragraphs above are fitted with on-board diagnostic systems the provisions of
Paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1, are applicable.
11.1.5.3. Hybrid electric vehicles (HEV) shall comply with the requirements for on-board diagnostic
systems as follows:
11.1.5.3.1. Hybrid electric vehicles (HEV) equipped with positive-ignition engines, hybrid electric
vehicles (HEV) of Category M equipped with compression-ignition engines and whose
maximum mass does not exceed 2,500kg, and hybrid electric vehicles (HEV) of
Category N (Class I) equipped with compression ignition engines, from January 1, 2005 for
new types and from January 1, 2006 for all types.
11.1.5.3.2. Hybrid electric vehicles (HEV) of Category N (Classes II and III), equipped with
compression-ignition engines, and hybrid electric vehicles (HEV) of Category M equipped
with compression-ignition engines and whose maximum mass exceeds 2,500kg, from
January 1, 2006 for new types and from January 1, 2007 for all types.
11.1.5.4. Vehicles of other categories or vehicles of Category M or N not covered by the above may
be equipped with an on-board diagnostic system. In this case, they shall comply with the
OBD provisions laid down in Paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1.

11.1.7.2. By way of derogation to the obligations of Contracting Parties to this Regulation, approvals
granted indicating compliance with the emission limits of Category A in Paragraph 5.3.1.4 of
the 05 series of amendments to this Regulation, shall cease to be valid in the European
Community from:
(i)
(ii)
January 1, 2006 for vehicles of Category M having a maximum mass less than or
equal to 2,500kg or vehicles of Category N (Class I), and on
January 1, 2007 for vehicles of Category M having a maximum mass greater than
2,500kg or vehicles of Category N (Class II or III),
Unless the Contracting Party which has granted the approval notifies other Contracting
Parties applying this Regulation that the vehicle type approved meets the requirements of
this Regulation as required by Paragraph 11.1.2.2 above.
12. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR
CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS
The Parties to the 1958 Agreement which apply this Regulation shall communicate to the
United Nations Secretariat the names and addresses of the technical services responsible
for conducting approval tests and of the administrative departments which grant approval
and to which forms certifying approval or extension or refusal or withdrawal of approval,
issued in other countries, are to be sent.

Cumulative number
of tested vehicles
(current sample size)
Table 1/1
Pass decision threshold
Fail decision threshold
3 3.327 −4.724
4 3.261 −4.79
5 3.195 −4.856
6 3.129 −4.922
7 3.063 −4.988
8 2.997 −5.054
9 2.931 −5.12
10 2.865 −5.185
11 2.799 −5.251
12 2.733 −5.317
13 2.667 −5.383
14 2.601 −5.449
15 2.535 −5.515
16 2.469 −5.581
17 2.403 −5.647
18 2.337 −5.713
19 2.271 −5.779
20 2.205 −5.845
21 2.139 −5.911
22 2.073 −5.977
23 2.007 −6.043
24 1.941 −6.109
25 1.875 −6.175
26 1.809 −6.241
27 1.743 −6.307
28 1.677 −6.373
29 1.611 −6.439
30 1.545 −6.505
31 1.479 −6.571
32 −2.112 −2.112

6. Remarks
The following recursive formulae are useful for computing successive values of the test statistic:
⎛ 1⎞
d ⎜1
− ⎟ d +
⎝ n ⎠
1
n
d
=
1
⎛ 1⎞
⎡d
− d ⎤
V = ⎜1
− ⎟ V + ⎢ ⎥
⎝ n ⎠ ⎢⎣
n − ⎥⎦
( n = 2,3, ...; d = d ; V = 0)

APPENDIX 3
IN-SERVICE CONFORMITY CHECK
1. INTRODUCTION
This Appendix sets out the criteria referred to in Paragraph 8.2.7. of this Regulation regarding
the selection of vehicles for testing and the procedures for the in-service conformity control.
2. SELECTION CRITERIA
The criteria for acceptance of a selected vehicle are defined in Paragraphs 2.1. to 2.8. of this
Appendix. Information is collected by vehicle examination and an interview with the
owner/driver.
2.1. The vehicle shall belong to a vehicle type that is type approved under this Regulation and
covered by a certificate of conformity in accordance with the 1958 Agreement. It shall be
registered and used in a country of the Contracting Parties.
2.2. The vehicle shall have been in service for at least 15,000km or 6 months, whichever is the
later, and for no more than 80,000km or 5 years, whichever is the sooner.
2.3. There shall be a maintenance record to show that the vehicle has been properly maintained,
e.g. has been serviced in accordance with the manufacturer's recommendations.
2.4. The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling, or other
misuse), or other factors (e.g. tampering) that could affect emission performance. In the case of
vehicles fitted with an OBD system, the fault code and mileage information stored in the
computer is taken into account. A vehicle shall not be selected for testing if the information
stored in the computer shows that the vehicle has operated after a fault code was stored and a
relatively prompt repair was not carried out.
2.5. There shall have been no unauthorised major repair to the engine or major repair of the
vehicle.
2.6. The lead content and sulphur content of a fuel sample from the vehicle tank shall meet
applicable standards and there shall be no evidence of misfuelling. Checks may be done in the
exhaust, etc.
2.7. There shall be no indication of any problem that might jeopardise the safety of laboratory
personnel.
2.8. All anti-pollution system components on the vehicle shall be in conformity with the applicable
type approval.

4.2. Vehicles equipped with an OBD system may be checked for proper in-service functionality of
the malfunction indication, etc., in relation to levels of emissions (e.g. the malfunction indication
limits defined in Annex 11 to this Regulation) for the type approved specifications.
4.3. The OBD system may be checked, for example, for levels of emissions above the applicable
limit values with no malfunction indication, systematic erroneous activation of the malfunction
indication and identified faulty or deteriorated components in the OBD system.
4.4. If a component or system operates in a manner not covered by the particulars in the type
approval certificate and/or information package for such vehicle types and such deviation has
not been authorised under the 1958 Agreement, with no malfunction indication by the OBD, the
component or system shall not be replaced prior to emission testing, unless it is determined
that the component or system has been tampered with or abused in such a manner that the
OBD does not detect the resulting malfunction.
5. EVALUATION OF RESULTS
5.1. The test results are submitted to the evaluation procedure in accordance with Appendix 4.
5.2. Test results shall not be multiplied by deterioration factors.
5.3. In the case of periodically regenerating systems as defined in Paragraph 2.20., the results shall
be multiplied by the factors K obtained at the time when type approval was granted.
6. PLAN OF REMEDIAL MEASURES
6.1. When more than one vehicle is found to be an outlying emitter that either,
– Meets the conditions of Paragraph 3.2.3 of Appendix 4 and where both the
administrative department and the manufacturer agree that the excess emission is due
to the same cause, or
– Meets the conditions of Paragraph 3.2.4 of Appendix 4 where the administrative
department has determined that the excess emission is due to the same cause,
The administrative department must request the manufacturer to submit a plan of remedial
measures to remedy the non-compliance.
6.2. The plan of remedial measures shall be filed with the type approval authority not later than
60 working days from the date of the notification referred to in Paragraph 6.1. above. The type
approval authority shall within 30 working days declare its approval or disapproval of the plan of
remedial measures. However, where the manufacturer can demonstrate, to the satisfaction of
the competent type approval authority, that further time is required to investigate the
non-compliance in order to submit a plan of remedial measures, an extension is granted.
6.3. The remedial measures shall apply to all vehicles likely to be affected by the same defect. The
need to amend the type approval documents shall be assessed.
6.4. The manufacturer shall provide a copy of all communications related to the plan of remedial
measures, and shall also maintain a record of the recall campaign, and supply regular status
reports to the type approval authority.

APPENDIX 4
STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY TESTING
1. This Appendix describes the procedure to be used to verify the in-service conformity
requirements for the Type I test.
2. Two different procedures are to be followed:
(i)
(ii)
One dealing with vehicles identified in the sample, due to an emission-related defect,
causing outliers in the results (Paragraph 3 below).
The other deals with the total sample (Paragraph 4 below).
3. PROCEDURE TO BE FOLLOWED WITH OUTLYING EMITTERS IN THE SAMPLE
3.1. With a minimum sample size of three and a maximum sample size as determined by the
procedure of Paragraph 4, a vehicle is taken at random from the sample and the emissions of
the regulated pollutants are measured to determine if it is an outlying emitter.
3.2. A vehicle is said to be an outlying emitter when the conditions given in either Paragraph 3.2.1
or Paragraph 3.2.2 are met.
3.2.1. In the case of a vehicle that has been type-approved according to the limit values given in
Row A of the table in Paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable
limit value for any regulated pollutant is exceeded by a factor of 1.2.
3.2.2. In the case of a vehicle that has been type-approved according to the limit values given in
Row B of the table in Paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable
limit value for any regulated pollutant is exceeded by a factor of 1.5.
3.2.3. In the specific case of a vehicle with a measured emission for any regulated pollutant within the
'intermediate zone' .
3.2.3.1. If the vehicle meets the conditions of this Paragraph, the cause of the excess emission must be
determined and another vehicle is then taken at random from the sample.

3.2.4.4. If the maximum sample size is reached and not more than one vehicle meeting the
requirements of this Paragraph has been found where the excess emission is due to the
same cause, the sample is regarded as having passed with regard to the requirements of
Paragraph 3 of this Appendix.
3.2.4.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the initial
sample and that vehicle is taken.
3.2.4.6. Whenever another vehicle is taken from the sample, the statistical procedure of Paragraph 4
of this Appendix is applied to the increased sample.
3.2.5. Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at random
from the sample.
3.3. When an outlying emitter is found, the cause of the excess emission shall be determined.
3.4. When more than one vehicle is found to be an outlying emitter, due to the same cause, the
sample is regarded as having failed.
3.5. When only one outlying emitter has been found, or when more than one outlying emitter is
found, but due to different causes, the sample is increased by one vehicle, unless the
maximum sample size has already been reached.
3.5.1. When in the increased sample more than one vehicle is found to be an outlying emitter, due to
the same cause, the sample is regarded as having failed.
3.5.2. When in the maximum sample size not more than one outlying emitter is found, where the
excess emission is due to the same cause, the sample is regarded as having passed with
regard to the requirements of Paragraph 3, of this Appendix.
3.6. Whenever a sample is increased due to the requirements of Paragraph 3.5, the statistical
procedure of Paragraph 4 below is applied to the increased sample.
4. PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF OUTLYING
EMITTERS IN THE SAMPLE
4.1. With a minimum sample size of three the sampling procedure is set so that the probability of a
batch passing a test with 40% of the production defective is 0.95 (producer's risk = 5%) while
the probability of a batch being accepted with 75% of the production defective is 0.15
(consumer's risk = 15%).
4.2. For each of the pollutants given in the table of Paragraph 5.3.1.4 of this Regulation, the
following procedure is used (see Figure 4/2 below).
Where:
L = The limit value for the pollutant,
x = The value of the measurement for the i-th vehicle of the sample,
n = The current sample number.
4.3. The test statistic quantifying the number of non-conforming vehicles, i. e. x > L, is computed for
the sample.

Figure 4/1
In-service Conformity Checking − Audit Procedure

ANNEX 1
ENGINE AND VEHICLE CHARACTERISTICS AND
INFORMATION CONCERNING THE CONDUCT OF TESTS
The following information, when applicable, shall be supplied in triplicate.
If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be
presented in A4 format or folded to that format. In the case of microprocessor-controlled functions,
appropriate operating information shall be supplied.
1. GENERAL
1.1. Make (name of undertaking): .....................................................................................................
1.2. Type and commercial description (mention any variants): ........................................................
1.3. Means of identification of type, if marked on the vehicle: ..........................................................
1.3.1. Location of that mark: ................................................................................................................
1.4. Category of vehicle: ...................................................................................................................
1.5. Name and address of manufacturer: .........................................................................................
1.6. Name and address of manufacturer's authorised representative where appropriate: ...............
2. GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE
2.1. Photographs and/or drawings of a representative vehicle: ........................................................
2.2. Powered axles (number, position, interconnection): ..................................................................
3. MASSES (Kilograms) (Refer to Drawing where Applicable)
3.1. Mass of the vehicle with bodywork in running order, or mass of the chassis with cab if the
manufacturer does not fit the bodywork (including coolant, oils, fuel, tools, spare wheel and
driver): ........................................................................................................................................
3.2. Technically permissible maximum laden mass as stated by the manufacturer: ........................
4. DESCRIPTION OF ENERGY CONVERTERS
4.1. Engine Manufacturer ..................................................................................................................
4.1.1. Manufacturer's engine code (as marked on the engine, or other means of identification) ........
4.2. Internal combustion engine ........................................................................................................
4.2.1. Specific engine information ........................................................................................................
4.2.1.1. Working principle: positive-ignition/compression-ignition, four stroke/two stroke

4.2.4.1.5. Cold start system: manual/automatic
4.2.4.1.5.1. Operating principle: ...............................................................................................................
4.2.4.1.5.2. Operating limits/settings: .................................................................................................
4.2.4.2. By fuel injection (compression-ignition only): yes/no
4.2.4.2.1. System description: ...............................................................................................................
4.2.4.2.2. Working principle: direct injection/pre-chamber/swirl chamber:
4.2.4.2.3. Injection pump
4.2.4.2.3.1. Make(s): ................................................................................................................................
4.2.4.2.3.2. Type(s): .................................................................................................................................
4.2.4.2.3.3. Maximum fuel delivery: . . . . . . mm / stroke or cycle at a pump speed of:
. . . . . . . min or characteristic diagram .........................................................................
4.2.4.2.3.4. Injection timing: ..................................................................................................................
4.2.4.2.3.5. Injection advance curve: ....................................................................................................
4.2.4.2.3.6. Calibration procedure: test bench/engine
4.2.4.2.4. Governor
4.2.4.2.4.1. Type: .....................................................................................................................................
4.2.4.2.4.2. Cut-off point: .........................................................................................................................
4.2.4.2.4.2.1. Cut-off point under load: ............................................................................................... min
4.2.4.2.4.2.2. Cut-off point without load: ............................................................................................. min
4.2.4.2.4.3. Idling speed: .................................................................................................................. min
4.2.4.2.5. Injector(s): .............................................................................................................................
4.2.4.2.5.1. Make(s): ................................................................................................................................
4.2.4.2.5.2. Type(s): .................................................................................................................................
4.2.4.2.5.3. Opening pressure: . . . . . . .kPa or characteristic diagram: ................................................
4.2.4.2.6. Cold start system
4.2.4.2.6.1. Make(s): ................................................................................................................................
4.2.4.2.6.2. Type(s): .................................................................................................................................

4.2.5. Ignition: ............................................................................................................................
4.2.5.1. Make(s): ...........................................................................................................................
4.2.5.2. Type(s): ............................................................................................................................
4.2.5.3. Working principle: ............................................................................................................
4.2.5.4. Ignition advance curve: .................................................................................................
4.2.5.5. Static ignition timing: . . . . . . . . . . .degrees before TDC ..............................................
4.2.5.6. Contact-point gap: .........................................................................................................
4.2.5.7. Dwell-angle: ..................................................................................................................
4.2.5.8. Spark plugs: .....................................................................................................................
4.2.5.8.1. Make: ...............................................................................................................................
4.2.5.8.2. Type: ................................................................................................................................
4.2.5.8.3. Spark plug gap setting: .............................................................................................. mm
4.2.5.9. Ignition coil: ......................................................................................................................
4.2.5.9.1. Make: ...............................................................................................................................
4.2.5.9.2. Type: ................................................................................................................................
4.2.5.10. Ignition condenser ...........................................................................................................
4.2.5.10.1. Make: ...............................................................................................................................
4.2.5.10.2. Type: ................................................................................................................................
4.2.6. Cooling system: (liquid/air)
4.2.7. Intake system: ..................................................................................................................
4.2.7.1. Pressure charger: yes/no ..............................................................................................
4.2.7.1.1. Make(s): ...........................................................................................................................
4.2.7.1.2. Type(s): ............................................................................................................................
4.2.7.1.3. Description of the system (maximum charge pressure: . . . . .kPa,
wastegate) .......................................................................................................................
4.2.7.2. Intercooler: yes/no ........................................................................................................

4.2.11.2.1.6. Substrate (structure and material): ..................................................................................
4.2.11.2.1.7. Cell density: .....................................................................................................................
4.2.11.2.1.8. Type of casing for catalytic converter(s): .........................................................................
4.2.11.2.1.9. Positioning of the catalytic converter(s) (place and reference distances in the exhaust
system): ...........................................................................................................................
4.2.11.2.1.10. Regeneration systems/method of exhaust after-treatment systems, description: ...........
4.2.11.2.1.10.1. The number of Type I operating cycles, or equivalent engine test bench cycles,
between two cycles where regenerative phases occur under the conditions equivalent
to Type I test (Distance 'D' in Figure 1 in Annex 13): ......................................................
4.2.11.2.1.10.2. Description of method employed to determine the number of cycles between two
cycles where regenerative phases occur: .......................................................................
4.2.11.2.1.10.3. Parameters to determine the level of loading required before regeneration occurs
(i.e. temperature, pressure etc.): .....................................................................................
4.2.11.2.1.10.4. Description of method used to load system in the test procedure described in
Paragraph 3.1., Annex 13: ...............................................................................................
4.2.11.2.1.11. Oxygen sensor: type ........................................................................................................
4.2.11.2.1.11.1. Location of oxygen sensor: ..............................................................................................
4.2.11.2.1.11.2. Control range of oxygen sensor: ...................................................................................
4.2.11.2.2. Air injection: yes/no
4.2.11.2.2.1. Type (pulse air, air pump,...): ...........................................................................................
4.2.11.2.3. Exhaust Gas Recirculation (EGR): yes/no
4.2.11.2.3.1. Characteristics (flow,...): ..................................................................................................
4.2.11.2.4. Evaporative emission control system. Complete detailed description of the devices
and their state of tune: .....................................................................................................
Drawing of the evaporative control system: .....................................................................
Drawing of the carbon canister: .......................................................................................
Drawing of the fuel tank with indication of capacity and material: ...................................
4.2.11.2.5. Particulate trap: yes/no
4.2.11.2.5.1. Dimensions and shape of the particulate trap (capacity): ...............................................

4.2.11.2.7.6. The following additional information must be provided by the vehicle manufacturer for
the purposes of enabling the manufacture of OBD-compatible replacement or service
parts and diagnostic tools and test equipment, unless such information is covered by
intellectual property rights or constitutes specific know-how of the manufacturer or the
OEM supplier(s).
4.2.11.2.7.6.1. A description of the type and number of the pre-conditioning cycles used for the
original type-approval of the vehicle.
4.2.11.2.7.6.2. A description of the type of the OBD demonstration cycle used for the original
type-approval of the vehicle for the component monitored by the OBD system.
4.2.11.2.7.6.3. A comprehensive document describing all sensed components with the strategy for
fault detection and MI activation (fixed number of driving cycles or statistical method),
including a list of relevant secondary sensed parameters for each component
monitored by the OBD system. A list of all OBD output codes and format used (with
an explanation of each) associated with individual emission related power-train
components and individual non-emission related components, where monitoring of
the components, is used to determine MI activation. In particular, a comprehensive
explanation for the data given in service $05 Test ID $21 to FF and the data given in
service $06 must be provided. In the case of vehicle types that use a communication
link in accordance with ISO 15765-4 'Road vehicles − Diagnostics on Controller Area
Network (CAN) − Part 4: Requirements for emissions-related systems', a
comprehensive explanation for the data given in service $06 Test ID $00 to FF, for
each OBD monitor ID supported, must be provided.
4.2.11.2.7.6.4. The information required by this Paragraph may, for example, be defined by
completing a table as follows, which shall be attached to this Annex:
4.2.12.
LPG fuelling system: yes/no
4.2.12.1.
Approval number: ............................................................................................................
4.2.12.2.
Electronic engine management control unit for LPG fuelling
4.2.12.2.1.
Make(s): ...........................................................................................................................
4.2.12.2.2.
Type(s): ............................................................................................................................
4.2.12.2.3.
Emission-related adjustment possibilities: .......................................................................

4.3.3.2.
Type: ................................................................................................................................
4.3.3.3.
Identification number: ......................................................................................................
4.3.3.4.
Kind of electrochemical couple: .......................................................................................
4.3.3.5.
Energy: .................. (for battery: voltage and capacity Ah in 2 h, for capacitor: J, …).....
4.3.3.6.
Charger: on board/ external/ without
4.3.4.
Electric machines (describe each type of electric machine separately)
4.3.4.1.
Make: ...............................................................................................................................
4.3.4.2.
Type: ................................................................................................................................
4.3.4.3.
Primary use: traction motor/generator
4.3.4.3.1.
When used as traction motor: monomotor/multimotors (number):..................................
4.3.4.4.
Maximum power: ................. kW
4.3.4.5.
Working principle: ............................................................................................................
4.3.4.5.1.
Direct current/ alternating current/ number of phases: ....................................................
4.3.4.5.2.
Separate excitation/ series/ compound
.........................................................................
4.3.4.5.3.
Synchronous/ asynchronous
........................................................................................
4.3.5.
Control unit: ......................................................................................................................
4.3.5.1.
Make: ...............................................................................................................................
4.3.5.2.
Type: ................................................................................................................................
4.3.5.3.
Identification number: ......................................................................................................
4.3.6.
Power controller: ..............................................................................................................
4.3.6.1.
Make: ...............................................................................................................................
4.3.6.2.
Type: ................................................................................................................................
4.3.6.3.
Identification number: ......................................................................................................
4.3.7.
Vehicle electric range ............... km (according Annex 7 of Regulation No. 101): ..........
4.3.8.
Manufacturer's recommendation for preconditioning: .....................................................

6.1.2.
Upper and lower limit of rolling circumference: ................................................................
6.1.2.1.
Axles
6.1.2.1.1.
Axle 1: ..............................................................................................................................
6.1.2.1.2.
Axle 2: ..............................................................................................................................
6.1.2.1.3.
Axle 3: ..............................................................................................................................
6.1.2.1.4.
Axle 4: ......................................................................................................................... etc
6.1.3.
Tyre pressure(s) as recommended by the manufacturer: ......................................... kPa
7.
BODYWORK
7.1.
Number of seats: .............................................................................................................

9. Number of seats (including the driver): ......................................................................................
10. Transmission:
10.1. Manual or automatic or continuously variable transmission: ...............................................
10.2. Number of gear ratios: ...............................................................................................................
10.3. Transmission ratio of gearbox:
First gear N/V: ............................................................................................................................
Second gear N/V: .......................................................................................................................
Third gear N/V: ...........................................................................................................................
Fourth gear N/V: .........................................................................................................................
Fifth gear N/V: ............................................................................................................................
Final drive ratio: ..........................................................................................................................
Range of tyre sizes: ...................................................................................................................
Rolling circumference of tyres used for the Type I test:.............................................................
Wheel drive: front, rear, 4 × 4: ................................................................................................
11. Vehicle submitted for test on: .....................................................................................................
12. Technical service conducting approval tests: ............................................................................
13. Date of report issued by that service: ........................................................................................
14. Number of report issued by that service: ...................................................................................
15. Approval granted/refused/extended/withdrawn: ......................................................................
16. Test results: ...............................................................................................................................
16.1. Test Type I: ...............................................................................................................................
Pollutant
CO
(g/km)
HC
(g/km)
NO
(g/km)
HC + NO
(g/km)
Particulates
(g/km)
Measured
Calculated with
deterioration factor (DF)

16.7.3.3.
Oxygen sensor monitoring: ........................................................................................................
16.7.3.4.
Other components monitored by the OBD system: ...................................................................
16.7.3.5.
Particulate trap monitoring: ........................................................................................................
16.7.3.6.
Electronic fuelling system actuator monitoring: .........................................................................
16.7.3.7.
Other components monitored by the OBD system: ...................................................................
16.7.4.
Criteria for MI activation (fixed number of driving cycles or statistical method): ........................
16.7.5.
List of all OBD output codes and formats used (with explanation of each): ..............................
17.
Emissions data required for roadworthiness testing ..................................................................
Test
CO value
(% vol.)
Lambda
Engine speed
(min )
Engine oil
temperature
(°C)
Low idle test
N/A
High idle test
18. Make and type of catalytic converter(s) as listed in Item 4.2.11.2.1 of Annex 1 to this
Regulation.
19. Position of approval mark on vehicle: ........................................................................................
20. Place: .........................................................................................................................................
21. Date ............................................................................................................................................
22. Signature: ...................................................................................................................................

ANNEX 3
ARRANGEMENTS OF THE APPROVAL MARK
Approval B (Row A) − Vehicles approved to the emission levels of gaseous pollutants required
for feeding the engine with petrol (unleaded) or with unleaded petrol and either LPG or NG.
The above approval mark affixed to a vehicle in conformity with Paragraph 4 of this Regulation shows
that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to
Regulation No. 83 under Approval No. 052439. This approval indicates that the approval was given in
accordance with the requirements of Regulation No. 83 with the 05 series of amendments incorporated
and satisfying the limits for the Type I test detailed in Row A (2000) of the table in Paragraph 5.3.1.4. of
this Regulation.
Approval B, (Row B) − Vehicles approved to the emission levels of gaseous pollutants required
for feeding the engine with petrol (unleaded) or with either unleaded petrol or LPG or NG.
The above approval mark affixed to a vehicle in conformity with Paragraph 4 of this Regulation shows
that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to
Regulation No. 83 under Approval No. 052439. This approval indicates that the approval was given in
accordance with the requirements of Regulation No. 83 with the 05 series of amendments incorporated
and satisfying the limits for the Type I test detailed in Row B (2005) of the table in Paragraph 5.3.1.4. of
this Regulation.

Approval D, (Row A) − Vehicles approved to the emission levels of gaseous pollutants required
for feeding the engine with LPG or NG.
The above approval mark affixed to a vehicle in conformity with Paragraph 4 of this Regulation shows
that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to
Regulation No. 83 under Approval No. 052439. This approval indicates that the approval was given in
accordance with the requirements of Regulation No. 83 with the 05 series of amendments incorporated
and satisfying the limits for the Type I test detailed in Row A (2000) of the table in Paragraph 5.3.1.4. of
this Regulation.
Approval D, (Row B) − Vehicles approved to the emission levels of gaseous pollutants required
for feeding the engine with LPG or NG.
The above approval mark affixed to a vehicle in conformity with Paragraph 4 of this Regulation shows
that the vehicle type concerned has been approved in the United Kingdom (E11), pursuant to
Regulation No. 83 under Approval No. 052439. This approval indicates that the approval was given in
accordance with the requirements of Regulation No. 83 with the 05 series of amendments incorporated
and satisfying the limits for the Type I test detailed in Row B (2005) of the table in Paragraph 5.3.1.4. of
this Regulation.

2.3.4. Vehicles equipped with an overdrive which the driver can actuate shall be tested with the
overdrive out of action for the urban cycle (Part One) and with the overdrive in action for the
extra-urban cycle (Part Two).
2.3.5. At the request of the manufacturer, for a vehicle type where the idle speed of the engine is
higher than the engine speed that would occur during Operations 5, 12 and 24 of the
elementary urban cycle (Part One), the clutch may be disengaged during the previous
operation.
2.4. Tolerances
2.4.1. A tolerance of ± 2km/h shall be allowed between the indicated speed and the theoretical
speed during acceleration, during steady speed, and during deceleration when the vehicle's
brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, only
the provisions of Paragraph 6.5.3 below shall apply. Speed tolerances greater than those
prescribed shall be accepted during phase changes provided that the tolerances are never
exceeded for more than 0.5s on any one occasion.
2.4.2. The time tolerances shall be ±1.0s. The above tolerances shall apply equally at the
beginning and at the end of each gear-changing period for the urban cycle (Part One) and
for the Operations No. 3, 5 and 7 of the extra-urban cycle (Part Two).
2.4.3. The speed and time tolerances shall be combined as indicated in Appendix 1 to this Annex.
3. VEHICLE AND FUEL
3.1. Test Vehicle
3.1.1. The vehicle shall be presented in good mechanical condition. It shall have been run-in and
driven at least 3,000km before the test.
3.1.2. The exhaust device shall not exhibit any leak likely to reduce the quantity of gas collected,
which quantity shall be that emerging from the engine.
3.1.3. The tightness of the intake system may be checked to ensure that carburation is not
affected by an accidental intake of air.
3.1.4. The settings of the engine and of the vehicle's controls shall be those prescribed by the
manufacturer. This requirement also applies, in particular, to the settings for idling (rotation
speed and carbon monoxide content of the exhaust gases), for the cold start device and for
the exhaust gas cleaning system.
3.1.5. The vehicle to be tested, or an equivalent vehicle, shall be fitted, if necessary, with a device
to permit the measurement of the characteristic parameters necessary for chassis
dynamometer setting, in conformity with Paragraph 4.1.1. of this Annex.
3.1.6. The technical service responsible for the tests may verify that the vehicle's performance
conforms to that stated by the manufacturer, that it can be used for normal driving and,
more particularly, that it is capable of starting when cold and when hot.

4.1.5. Load and Inertia Setting
4.1.5.1. Dynamometer with fixed load curve: the load simulator shall be adjusted to absorb the
power exerted on the driving wheels at a steady speed of 80km/h and the absorbed power
at 50km/h shall be noted. The means by which this load is determined and set are described
in Appendix 3 to this Annex.
4.1.5.2. Dynamometer with adjustable load curve: the load simulator shall be adjusted in order to
absorb the power exerted on the driving wheels at steady speeds of 120, 100, 80, 60, 40
and 20km/h. The means by which these loads are determined and set are described in
Appendix 3 to this Annex.
4.1.5.3. Inertia
Dynamometers with electric inertia simulation shall be demonstrated to be equivalent to
mechanical inertia systems. The means by which equivalence is established are described
in Appendix 4 to this Annex.
4.2. Exhaust Gas-sampling System
4.2.1. The exhaust gas-sampling system shall be able to measure the actual quantities of
pollutants emitted in the exhaust gases to be measured. The system that shall be used is
the constant volume sampler (CVS) system. This requires that the vehicle exhaust be
continuously diluted with ambient air under controlled conditions. In the constant volume
sampler concept of measuring mass emissions, two conditions shall be satisfied, the total
volume of the mixture of exhaust and dilution air shall be measured and a continuously
proportional sample of the volume shall be collected for analysis. The quantities of
pollutants are determined from the sample concentrations, corrected for the pollutant
content of the ambient air and the totalised flow over the test period.
The particulate pollutant emission level is determined by using suitable filters to collect the
particulates from a proportional part flow throughout the test and determining the quantity
thereof gravimetrically in accordance with Paragraph 4.3.1.1.
4.2.2. The flow through the system shall be sufficient to eliminate water condensation at all
conditions which may occur during a test, as defined in Appendix 5 to this Annex.
4.2.3. Appendix 5 gives examples of three types of constant volume sampler system which satisfy
the requirements of this Annex.
4.2.4. The gas and air mixture shall be homogeneous at Point S2 of the sampling probe.
4.2.5. The probe shall extract a true sample of the diluted exhaust gases.
4.2.6. The system shall be free of gas leaks. The design and materials shall be such that the
system does not influence the pollutant concentration in the diluted exhaust gas. Should any
component (heat exchanger, blower, etc.) change the concentration of any pollutant gas in
the diluted gas, the sampling for that pollutant shall be carried out before that component if
the problem cannot be corrected.
4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising several branches,
the connecting tubes shall be connected as near as possible to the vehicle without
adversely affecting his operation.

These particulates shall in each case be collected by two series-mounted filters in the
sample gas flow. The quantity of particulates collected by each pair of filters shall be as
follows:
V
V
M = × m → m = M × d ×
V × d
V
where:
V :
flow through filters;
V
:
flow through tunnel;
M:
particulate mass (g/km);
M
:
limit mass of particulates (limit mass in force, g/km);
m:
mass of particulates collected by filters (g);
d:
distance corresponding to the operating cycle (km).
The particulates sample rate (V /V
) shall be adjusted so that for
M = M
, 1 ≤ m ≤5mg (when 47mm diameter filters are used).
4.3.1.2. Accuracy
4.3.1.3. Ice-trap
The filter surface shall consist of a material that is hydrophobic and inert towards the
components of the exhaust gas (fluorocarbon coated glass fibre filters or equivalent).
The analysers shall have a measuring range compatible with the accuracy required to
measure the concentrations of the exhaust gas sample pollutants.
Measurement error shall not exceed ±2% (intrinsic error of analyser) disregarding the true
value for the calibration gases.
For concentrations of less than 100ppm the measurement error shall not exceed ±2ppm.
The ambient air sample shall be measured on the same analyser with an appropriate range.
The microgram balance used to determine the weight of all filters shall have an accuracy of
5µg (standard deviation) and readability of 1µg.
No gas drying device shall be used before the analysers unless shown to have no effect on
the pollutant content of the gas stream.

4.4. Volume Measurement
4.4.1. The method of measuring total dilute exhaust volume incorporated in the constant volume
sampler shall be such that measurement is accurate to ±2%.
4.4.2. Constant Volume Sampler Calibration
4.5. Gases
The constant volume sampler system volume measurement device shall be calibrated by a
method sufficient to ensure the prescribed accuracy and at a frequency sufficient to
maintain such accuracy.
An example of a calibration procedure which will give the required accuracy is given in
Appendix 6 to this Annex. The method shall utilise a flow metering device which is dynamic
and suitable for the high flow-rate encountered in constant volume sampler testing. The
device shall be of certified accuracy traceable to an approved national or international
standard.
4.5.1. Pure Gases
The following pure gases shall be available, if necessary, for calibration and operation:
purified nitrogen: (purity ± 1ppm C, ± 1ppm CO, ± 400ppm CO , ± 0.1ppm NO);
purified synthetic air: (purity ± 1ppm C, ± 1ppm CO, ± 400ppm CO , ± 0.1ppm NO); oxygen
content between 18 and 21% volume;
purified oxygen (purity ≥99.5% vol O );
purified hydrogen (and mixture containing helium): (purity ± 1ppm C, ± 400ppm CO );
carbon monoxide: (minimum purity 99.5%);
propane: (minimum purity 99.5%).
4.5.2. Calibration and Span Gases
Mixtures of gases having the following chemical compositions shall be available:
C H and purified synthetic air (see Paragraph 4.5.1 of this Annex);
CO and purified nitrogen;
CO and purified nitrogen;
NO and purified nitrogen. (The amount of NO contained in this calibration gas shall not
exceed 5% of the NO content.)

5. PREPARING THE TEST
5.1. Adjustment of Inertia Simulators to the Vehicle's Translatory Inertias
An inertia simulator shall be used enabling a total inertia of the rotating masses to be
obtained proportional to the reference mass within the following limits:
Reference mass of vehicle (RW)
(kg)
RW
≤480
480 < RW
≤540
540 < RW
≤595
595 < RW
≤650
650 < RW
≤710
710 < RW
≤765
765 < RW
≤850
850 < RW
≤965
965 < RW
≤1,080
1,080 < RW
≤1,190
1,190 < RW
≤1,305
1,305 < RW
≤1,420
1,420 < RW
≤1,530
1,530 < RW
≤1,640
1,640 < RW
≤1,760
1,760 < RW
≤1,870
1,870 < RW
≤1,980
1,980 < RW
≤2,100
2,100 < RW
≤2,210
2,210 < RW
≤2,380
2,380 < RW
≤2,610
2,610 < RW
Equivalent inertia I
(kg)
455
510
570
625
680
740
800
910
1,020
1,130
1,250
1,360
1,470
1,590
1,700
1,810
1,930
2,040
2,150
2,270
2,270
2,270
If the corresponding equivalent inertia is not available on the dynamometer, the larger value
closest to the vehicle reference mass will be used.
5.2. Setting of Dynamometer
The load shall be adjusted according to methods described in Paragraph 4.1.5. above.
The method used and the values obtained (equivalent inertia - characteristic adjustment
parameter) shall be recorded in the test report.
5.3. Conditioning of Vehicle
5.3.1. For compression-ignition engined vehicles for the purpose of measuring particulates, at
most 36h and at least 6h before testing, the Part Two cycle described in Appendix 1 to this
Annex shall be used. Three consecutive cycles shall be driven. The dynamometer setting
shall be indicated in Paragraphs 5.1. and 5.2 above.
At the request of the manufacturer, vehicles fitted with positive-ignition engines may be
preconditioned with one Part One and two Part Two driving cycles.

6.1.3. A current of air of variable speed shall be blown over the vehicle. The blower speed shall be
within the operating range of 10km/h to at least 50km/h, or as an alternative, at the request
of the manufacturer, within the operating range of 10km/h to at least the maximum speed of
the test cycle being used. The linear velocity of the air at the blower outlet shall be within
±5km/h of the corresponding roller speed within the range of 10km/h to 50km/h. At the
range over 50km/h, the linear velocity of the air shall be within ±10km/h of the
corresponding roller speed. At roller speeds of less than 10km/h, air velocity may be zero.
The above mentioned air velocity shall be determined as an averaged value of a number of
measuring points which:
(a)
(b)
For blowers with rectangular outlets are located at the centre of each rectangle
dividing the whole of the blower outlet into 9 areas (dividing both horizontal and
vertical sides of the blower outlet into 3 equal parts);
For circular blower outlets, the outlet shall be divided into 8 equal arcs by vertical,
horizontal and 45° lines. The measurement points lie on the radial centre line of each
arc (22.5°) at a radius of two thirds of the total (as shown in the diagram below).
These measurements shall be made with no vehicle or other obstruction in front of the fan.
The device used to measure the linear velocity of the air shall be located at between 0 and
20cm from the air outlet.
The final selection of the blower shall have the following characteristics:
(c) Area: at least 0.2m ;
(d)
(e)
Height of the lower edge above ground: approximately 20cm;
Distance from the front of the vehicle: approximately 30cm.
As an alternative, at the request of the manufacturer the blower speed shall be fixed at an
air speed of at least 6m/s (21.6km/h).
The height and lateral position of the cooling fan can also be modified at the request of the
manufacturer.
6.1.4. During the test the speed is recorded against time or collected by the data-acquisition
system so that the correctness of the cycles performed can be assessed.

6.5.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the
timing of the theoretical cycle shall be restored by constant speed or idling period merging
into the following operation.
6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers) of the elementary
urban cycle (Part One) the gears shall be placed in neutral and the clutch engaged.
6.6. Steady Speeds
6.6.1. "Pumping" or the closing of the throttle shall be avoided when passing from acceleration to
the following steady speed.
6.6.2. Periods of constant speed shall be achieved by keeping the accelerator position fixed.
7. PROCEDURE FOR SAMPLING AND ANALYSIS
7.1. Sampling
7.2. Analysis
Sampling shall begin (BS) before or at the initiation of the engine start up procedure and
end on conclusion of the final idling period in the extra-urban cycle (Part Two, end of
sampling (ES)) or, in the case of test Type VI, on conclusion of the final idling period of the
last elementary urban cycle (Part One).
7.2.1. The exhaust gases contained in the bag shall be analysed as soon as possible and in any
event not later than 20min after the end of the test cycle. The spent particulate filters shall
be taken to the chamber no later than one hour after conclusion of the test on the exhaust
gases and shall there be conditioned for between 2 and 36h and then be weighed.
7.2.2. Prior to each sample analysis, the analyser range to be used for each pollutant shall be set
to zero with the appropriate zero gas.
7.2.3. The analysers shall then be set to the calibration curves by means of span gases of nominal
concentrations of 70 to 100% of the range.
7.2.4. The analysers' zeros shall then be rechecked. If the reading differs by more than 2% of the
range from that set in Paragraph 7.2.2 above, the procedure shall be repeated.
7.2.5. The Samples Shall then be Analysed.
7.2.6. After the analysis, zero and span points shall be rechecked using the same gases. If these
rechecks are within ±2% of those in Paragraph 7.2.3 above, the analysis shall be
considered acceptable.
7.2.7. At all points in this Paragraph, the flow-rates and pressures of the various gases shall be the
same as those used during calibration of the analysers.
7.2.8. The figure adopted for the content of the gases in each of the pollutants measured shall be
that read off after stabilisation of the measuring device. Hydrocarbon mass emissions of
compression-ignition engines shall be calculated from the integrated HFID reading,
corrected for varying flow if necessary, as shown in Appendix 5 to this Annex.

APPENDIX 1
BREAKDOWN OF THE OPERATING CYCLE USED FOR THE TYPE I TEST
1. OPERATING CYCLE
The operating cycle, made up of a Part One (urban cycle) and Part Two (extra-urban cycle), is
illustrated in Figure 1/1.
2. ELEMENTARY URBAN CYCLE (PART ONE)
See Figure 1/2 and Table 1.2.
2.1. Breakdown by Phases:
Time (s) %
Idling 60 30.8 35.4
Idling, vehicle moving, clutch
engaged on one combination
9 4.6
Gear-changing 8 4.1
Accelerations 36 18.5
Steady-speed periods 57 29.2
Decelerations 25 12.8
2.2. Breakdown by Use of Gears
195 100
Time (s) %
Idling 60 30.8 35.4
Idling, vehicle moving, clutch
engaged on one combination
9 4.6
Gear-changing 8 4.1
First gear 24 12.3
Second gear 53 27.2
Third gear 41 21
2.3. General Information
195 100
Average speed during test:
19km/h.
Effective running time:
195s.
Theoretical distance covered per cycle:
1.013km.
Equivalent distance for the four cycles:
4.052km.

Table 1.2
Elementary Urban Operating Cycle on the Chassis Dynamometer (Part One)

3. EXTRA-URBAN CYCLE (PART TWO)
See Figure 1/3 and Table 1.3.
3.1 Breakdown by Phases:
Time (s) %
Idling: 20 5.0
Idling, vehicle moving, clutch
engaged on one combination:
20 5.0
Gear-shift: 6 1.5
Accelerations: 103 25.8
Steady-speed periods: 209 52.2
Decelerations: 42 10.5
3.2 Breakdown by Use of Gears:
400 100
Time (s) %
Idling: 20 5.0
Idling, vehicle moving, clutch
engaged on one combination:
20 5.0
Gear-shift: 6 1.5
First gear: 5 1.3
Second gear: 9 2.2
Third gear: 8 2
Fourth gear: 99 24.8
Fifth gear: 233 58.2
3.3 General Information
400 100
Average speed during test:
Effective running time:
Theoretical distance covered per cycle:
Maximum speed:
Maximum acceleration:
Maximum deceleration:
62.6km/h
400s
6.955km
120km/h
0.833m/s
-1.389m/s

Figure 1/3
Extra-urban Cycle (Part Two) for the Type I Test

2.2. Calibration of the Load Indicator to 80km/h as a Function of the Load Absorbed
The following procedure shall be used (see also Figure 2/1).
2.2.1. Measure the rotational speed of the roller if this has not already been done. A fifth wheel, a
revolution counter or some other method may be used.
2.2.2. Place the vehicle on the dynamometer or devise some other method of starting up the
dynamometer.
2.2.3. Use the fly-wheel or any other system of inertia simulation for the particular inertia class to
be used.
Figure 2/1
Diagram Illustrating the Power Absorbed by the Chassis Dynamometer
2.2.4. Bring the dynamometer to a speed of 80km/h.
2.2.5. Note the load indicated F (N).
2.2.6. Bring the dynamometer to a speed of 90km/h.
2.2.7. Disconnect the device used to start up the dynamometer.
2.2.8. Note the time taken by the dynamometer to pass from a speed of 85km/h to a speed of
75km/h.
2.2.9. Set the power-absorption device at a different level.
2.2.10. The requirements of Paragraphs 2.2.4 to 2.2.9 shall be repeated sufficiently often to cover
the range of loads used.

2.4.4. Draw the curve F (V) and verify that it corresponds to the requirements of Paragraph 1.2.2.
of this Appendix.
2.4.5. Repeat the procedure set out in Paragraphs 2.4.1. to 2.4.4. above for other values of
power F at 80km/h and for other values of inertias.
2.5. The same procedure shall be used for force or torque calibration.
3. SETTING OF THE DYNAMOMETER
3.1. Setting Method
3.1.1. Introduction
This method is not a preferred method and shall be used only with fixed load curve shape
dynamometers for determination of load setting at 80km/h and cannot be used for vehicles
with compression-ignition engines.
3.1.2. Test Instrumentation
3.1.3. Road Test
The vacuum (or absolute pressure) in the vehicle's intake manifold shall be measured to an
accuracy of ±0.25kPa. It shall be possible to record this reading continuously or at intervals
of no more than1s. The speed shall be recorded continuously with a precision of ± 0.4km/h.
3.1.3.1. Ensure that the requirements of Paragraph 4 of Appendix 3 to this Annex are met.
3.1.3.2. Drive the vehicle at a steady speed of 80km/h, recording speed and vacuum (or absolute
pressure) in accordance with the requirements of Paragraph 3.1.2 above.
3.1.3.3. Repeat procedure set out in Paragraph 3.1.3.2. above three times in each direction. All six
runs must be completed within 4h.
3.1.4. Data Reduction and Acceptance Criteria
3.1.4.1. Review results obtained in accordance with Paragraphs 3.1.3.2. and 3.1.3.3. above (speed
must not be lower than 79.5km/h or greater than 80.5km/h for more than 1s). For each run,
read vacuum level at 1s intervals, calculate mean vacuum and standard deviation(s). This
calculation shall consist of no less than 10 readings of vacuum.
3.1.4.2. The standard deviation must not exceed 10% of mean (v) for each run.
3.1.4.3. Calculate the mean value for the six runs (three runs in each direction).

APPENDIX 3
RESISTANCE TO PROGRESS OF A VEHICLE MEASUREMENT METHOD ON THE ROAD
SIMULATION ON A CHASSIS DYNAMOMETER
1. OBJECT OF THE METHODS
The object of the methods defined below is to measure the resistance to progress of a
vehicle at stabilised speeds on the road and to simulate this resistance on a dynamometer,
in accordance with the conditions set out in Paragraph 4.1.5. of Annex 4.
2. DEFINITION OF THE ROAD
The road shall be level and sufficiently long to enable the measurements specified below to
be made. The slope shall be constant to within ±0.1% and shall not exceed 1.5%.
3. ATMOSPHERIC CONDITIONS
3.1. Wind
3.2. Humidity
Testing shall be limited to wind speeds averaging less than 3m/s with peak speeds of less
than 5m/s. In addition, the vector component of the wind speed across the test road shall be
less than 2m/s. Wind velocity shall be measured 0.7m above the road surface.
The road shall be dry.
3.3. Pressure - Temperature
Air density at the time of the test shall not deviate by more than ±7.5% from the reference
conditions, P = 100kPa and T = 293.2K.
4. VEHICLE PREPARATION
4.1. Selection of the Test Vehicle
4.1.1. Body
4.1.2. Tyres
If not all variants of a vehicle type are measured, the following criteria for the selection of the
test vehicle shall be used.
If there are different types of body, the test shall be performed on the least aerodynamic
body. The manufacturer shall provide the necessary data for the selection.
The widest tyre shall be chosen. If there are more than three tyre sizes, the widest minus
one shall be chosen.

4.4.3. The vehicle shall be clean.
4.4.4. Immediately prior to the test, the vehicle shall be brought to normal running temperature in
an appropriate manner.
5. METHODS
5.1. Energy Variation During Coast-Down Method
5.1.1. On the Road
5.1.1.1. Test equipment and error
Time shall be measured to an error lower than ±0.1s.
Speed shall be measured to an error lower than ±2%.
5.1.1.2. Test Procedure
5.1.1.2.1. Accelerate the vehicle to a speed 10km/h greater than the chosen test speed V.
5.1.1.2.2. Place the gearbox in 'neutral' position
5.1.1.2.3. Measure the time taken (t ) for the vehicle to decelerate from speed
V = V + ΔVkm/h to V = V - ΔVkm/h,
5.1.1.2.4. Perform the same test in the opposite direction: t .
5.1.1.2.5. Take the average T of the two times t and t .
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p) of the average
1
T = × ∑ T is not more than 2% (p ≤ 2%)
n
The statistical accuracy (p) is defined by:
⎛ t.s ⎞
P = ⎜ ⎟
×
⎝ n ⎠
100
T

K
=
temperature correction factor of rolling resistance, taken to be equal to:
8.64 × 10 /°C, or the manufacturer's correction factor that is approved by the
authority
t = road test ambient temperature in °C
t = reference ambient temperature = 20°C
ρ = air density at the test conditions
ρ = air density at the reference conditions (20°C, 100kPa)
The ratios R /R and R /R shall be specified by the vehicle manufacturer based on the
data normally available to the company.
If these values are not available, subject to the agreement of the manufacturer and the
technical service concerned, the figures for the rolling/total resistance given by the following
formula may be used:
where:
R
R
= a × M + b
M = vehicle mass in kg
and for each speed the coefficients a and b are shown in the following table:
V (km/h) a b
20
40
60
80
100
120
7.24 × 10
1.59 × 10
1.96 × 10
1.85 × 10
1.63 × 10
1.57 × 10
0.82
0.54
0.33
0.23
0.18
0.14
5.1.2. On the Dynamometer
5.1.2.1.
Measurement equipment and accuracy
The equipment shall be identical to that used on the road.
5.1.2.2.
Test Procedure
5.1.2.2.1.
Install the vehicle on the test dynamometer.
5.1.2.2.2.
Adjust the tyre pressure (cold) of the driving wheels as required by the dynamometer.
5.1.2.2.3.
Adjust the equivalent inertia of the dynamometer.
5.1.2.2.4.
Bring the vehicle and dynamometer to operating temperature in a suitable manner.

5.2.1.2.7. The average torque C determined on the track shall be corrected to the reference ambient
conditions as follows:
C = K × C
where K has the value specified in Paragraph 5.1.1.2.8. of this Appendix.
5.2.2. On the Dynamometer
5.2.2.1. Measurement equipment and error
The equipment shall be identical to that used on the road.
5.2.2.2. Test Procedure
5.2.2.2.1. Perform the operations specified in Paragraphs 5.1.2.2.1. to 5.1.2.2.4. above.
5.2.2.2.2. Perform the operations specified in Paragraphs 5.2.1.2.1. to 5.2.1.2.4. above.
5.2.2.2.3. Adjust the power absorption unit to reproduce the corrected total track torque indicated in
Paragraph 5.2.1.2.7. above.
5.2.2.2.4. Proceed with the same operations as in Paragraph 5.1.2.2.7., for the same purpose.

2.2. Specification for the Calculation of Total Inertia
The test and calculation methods shall make it possible to determine the total inertia I with a
relative error (Δ I/I) of less than ±2%.
3. SPECIFICATION
3.1. The mass of the simulated total inertia I shall remain the same as the theoretical value of
the equivalent inertia (see Paragraph 5.1 of Annex 4) within the following limits:
3.1.1. ±5% of the theoretical value for each instantaneous value;
3.1.2. ±2% of the theoretical value for the average value calculated for each sequence of the
cycle.
3.2. The limit given in Paragraph 3.1.1 above is brought to ±50% for1s when starting and, for
vehicles with manual transmission, for 2s during gear changes.
4. VERIFICATION PROCEDURE
4.1. Verification is carried out during each test throughout the cycle defined in Paragraph 2.1 of
Annex 4.
4.2. However, if the requirements of Paragraph 3 above are met, with instantaneous
accelerations which are at least three times greater or smaller than the values obtained in
the sequences of the theoretical cycle, the verification described above will not be
necessary.

2.2.2. The exhaust-gas sampling system shall be so designed as to make it possible to measure
the average volume concentrations of the CO , CO, HC and NO , and, in addition, in the
case of vehicles equipped with compression-ignition engines, of the particulate emissions,
contained in the exhaust gases emitted during the vehicle testing cycle.
2.2.3. The mixture of air and exhaust gases shall be homogeneous at the point where the
sampling probe is located (see Paragraph 2.3.1.2. below).
2.2.4. The probe shall extract a representative sample of the diluted gases.
2.2.5. The system shall enable the total volume of the diluted exhaust gases to be measured.
2.2.6. The sampling system shall be gas-tight. The design of the variable-dilution sampling system
and the materials that go to make it up shall be such that they do not affect the pollutant
concentration in the diluted exhaust gases. Should any component in the system (heat
exchanger, cyclone separator, blower, etc.) change the concentration of any of the
pollutants in the diluted exhaust gases and the fault cannot be corrected, then sampling for
that pollutant shall be carried out upstream from that component.
2.2.7. If the vehicle tested is equipped with an exhaust system with several outlets, the connecting
tubes shall be connected by a manifold installed as near as possible to the vehicle.
2.2.8. The gas samples shall be collected in sampling bags of adequate capacity so as not to
hinder the gas flow during the sampling period. These bags shall be made of materials
which will not affect the concentration of pollutant gases (see Paragraph 2.3.4.4. below).
2.2.9. The variable-dilution system shall be so designed as to enable the exhaust gases to be
sampled without appreciably changing the back-pressure at the exhaust pipe outlet (see
Paragraph 2.3.1.1. below).

2.3. Specific Requirements
2.3.1. Exhaust-Gas Collection and Dilution Device
2.3.1.1. The connecting tube between the vehicle exhaust outlets and the mixing chamber shall be
as short as possible; it shall in no event:
(i)
(ii)
Cause the static pressure at the exhaust outlets on the vehicle being tested to differ
by more than ±0.75kPa at 50km/h or more than ±1.25kPa for the whole duration of
the test from the static pressures recorded when nothing is connected to the vehicle
exhaust outlets. The pressure shall be measured in the exhaust outlet or in an
extension having the same diameter, as near as possible to the end of the pipe;
Change the nature of the exhaust gas.
2.3.1.2. Provision shall be made for a mixing chamber in which the vehicle exhaust gases and the
dilution air are mixed so as to produce a homogeneous mixture at the chamber outlet.
The homogeneity of the mixture in any cross-paragraph at the location of the sampling
probe shall not vary by more than ±2% from the average of the values obtained for at least
five points located at equal intervals on the diameter of the gas stream. In order to minimise
the effects on the conditions at the exhaust outlet and to limit the drop in pressure inside the
dilution-air conditioning device, if any, the pressure inside the mixing chamber shall not
differ by more than ±0.25kPa from atmospheric pressure.
2.3.2. Suction Device/Volume Measuring Device
This device may have a range of fixed speeds as to ensure sufficient flow to prevent any
water condensation. This result is generally obtained by keeping the concentration of CO in
the dilute exhaust-gas sampling bag lower than 3% by volume.
2.3.3. Volume Measurement
2.3.3.1. The volume measuring device shall retain its calibration accuracy to within ±2% under all
operating conditions. If the device cannot compensate for variations in the temperature of
the mixture of exhaust gases and dilution air at the measuring point, a heat exchanger shall
be used to maintain the temperature to within ±6K of the specified operating temperature.
If necessary, a cyclone separator may be used to protect the volume measuring device.
2.3.3.2. A temperature sensor shall be installed immediately before the volume measuring device.
This temperature sensor shall have an accuracy and a precision of ±1K and a response
time of 0.1s at 62% of a given temperature variation (value measured in silicone oil).
2.3.3.3. The pressure measurements shall have a precision and an accuracy of ±0.4kPa during the
test.
2.3.3.4. The measurement of the pressure difference from atmospheric pressure shall be taken
upstream from and, if necessary, downstream from the volume measuring device.

2.4.2. In order to reduce heat losses in the exhaust gases between the exhaust outlet and the
dilution tunnel inlet, the pipe may not be more than 3.6m long, or 6.1m long if heat insulated.
Its internal diameter may not exceed 105mm.
2.4.3. Predominantly turbulent flow conditions (Reynolds number ≥4,000) shall apply in the dilution
tunnel, which shall consist of a straight tube of electrically-conductive material, in order to
guarantee that the diluted exhaust gas is homogeneous at the sampling points and that the
samples consist of representative gases and particulates. The dilution tunnel shall be at
least 200mm in diameter and the system shall be earthed.
2.4.4. The particulate sampling system shall consist of a sampling probe in the dilution tunnel and
two series-mounted filters. Quick-acting valves shall be located both up and downstream of
the two filters in the direction of flow.
The configuration of the sample probe shall be as indicated in Figure 5/2.
2.4.5. The particulate sampling probe shall meet the following conditions:
It shall be installed near the tunnel centreline, roughly ten tunnel diameters downstream of
the gas inlet, and have an internal diameter of at least 12mm.
The distance from the sampling tip to the filter mount shall be at least five probe diameters,
but shall not exceed 1,020mm.
2.4.6. The sample gas flow measuring unit shall consist of pumps, gas flow regulators and flow
measuring units.
2.4.7. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and
pump. The sampling probe shall be installed at the same distance from the exhaust gas inlet
as the particulate sampling probe, in such a way that neither interferes with samples taken
by the other. It shall have a minimum internal diameter of 4mm.
2.4.8. All heated parts shall be maintained at a temperature of 463K (190°C) ± 10K by the heating
system.
2.4.9. If it is not possible to compensate for variations in the flow rate provision shall be made for a
heat exchanger and a temperature control device as specified in Paragraph 2.3.3.1. so as to
ensure that the flow rate in the system is constant and the sampling rate accordingly
proportional.

3. DESCRIPTION OF THE DEVICES
3.1. Variable Dilution Device with Positive Displacement Pump (PDP-CVS) (Figure 5/3)
3.1.1. The positive displacement pump - constant volume sampler (PDP-CVS) satisfies the
requirements of this Annex by metering the flow of gas through the pump at constant
temperature and pressure. The total volume is measured by counting the revolutions made
by the calibrated positive displacement pump. The proportional sample is achieved by
sampling with pump, flow-meter and flow control valve at a constant flow-rate.
3.1.2. Figure 5/3 is a schematic drawing of such a sampling system. Since various configurations
can produce accurate results, exact conformity with the drawing is not essential. Additional
components such as instruments, valves, solenoids and switches may be used to provide
additional information and co-ordinate the functions of the component system.
3.1.3. The sampling equipment consists of:
3.1.3.1. A filter (D) for the dilution air, which can be preheated if necessary. This filter shall consist of
activated charcoal sandwiched between two layers of paper, and shall be used to reduce
and stabilise the hydrocarbon concentrations of ambient emissions in the dilution air;
3.1.3.2. A mixing chamber (M) in which exhaust gas and air are mixed homogeneously;
3.1.3.3. A heat exchanger (H) of a capacity sufficient to ensure that throughout the test the
temperature of the air/exhaust-gas mixture measured at a point immediately upstream of the
positive displacement pump is within 6K of the designed operating temperature. This device
shall not affect the pollutant concentrations of diluted gases taken off after for analysis;
3.1.3.4. A temperature control system (TC), used to preheat the heat exchanger before the test and
to control its temperature during the test, so that deviations from the designed operating
temperature are limited to 6K;
3.1.3.5. The positive displacement pump (PDP), producing a constant-volume flow of the
air/exhaust-gas mixture; the flow capacity of the pump shall be large enough to eliminate
water condensation in the system under all operating conditions which may occur during a
test; this can be generally ensured by using a positive displacement pump with a flow
capacity:
3.1.3.5.1. twice as high as the maximum flow of exhaust gas produced by accelerations of the driving
cycle, or
3.1.3.5.2. sufficient to ensure that the CO concentration in the dilute-exhaust sample bag is less than
3% by volume for petrol and diesel, less than 2.2% by volume for LPG and less than 1.5%
by volume for NG.
3.1.3.6. A temperature sensor (T ) (accuracy and precision ±1K), fitted immediately upstream of the
volume meter and used to register the pressure difference between the gas mixture and the
ambient air;
3.1.3.7. A pressure gauge (G ) (accuracy and precision ±0.4kPa) fitted immediately upstream of the
positive displacement pump and used to register the pressure gradient between the gas
mixture and the ambient air;

R and I
L
are a means of integrating and recording the instantaneous hydrocarbon
concentrations,
is a heated sample line.
All heated components shall be maintained at 463K (190°C) ±10K.
Particulate sampling system:
S
F
Sampling probe in the dilution tunnel,
Filter unit consisting of two series-mounted filters; switching arrangement for
further parallel-mounted pairs of filters,
Sampling line,
Pumps, flow regulators, flow measuring units.
3.2. Critical-flow Venturi Dilution Device (CFV-CVS) (Figure 5/4)
3.2.1. The use of a critical-flow venturi in connection with the CVS sampling procedure is based on
the principles of flow mechanics for critical flow. The variable mixture flow rate of dilution
and exhaust gas is maintained at sonic velocity which is directly proportional to the square
root of the gas temperature. Flow is continually monitored, computed and integrated
throughout the test.
The use of an additional critical-flow sampling venturi ensures the proportionality of the gas
samples taken. As both pressure and temperature are equal at the two venturi inlets the
volume of the gas flow diverted for sampling is proportional to the total volume of diluted
exhaust-gas mixture produced, and thus the requirements of this Annex are met.

Figure 5/4
Constant Volume Sampler with Critical-flow Venturi (CFV-CVS System)

3.2.3.16. A measuring critical-flow venturi tube (MV), to measure the flow volume of the diluted
exhaust gas;
3.2.3.17. A blower (BL), of sufficient capacity to handle the total volume of diluted exhaust gas;
3.2.3.18. The capacity of the CFV-CVS system shall be such that, under all operating conditions
which may possibly occur during a test, there will be no condensation of water. This is
generally ensured by using a blower whose capacity is:
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by accelerations of the driving
cycle; or
3.2.3.18.2. sufficient to ensure that the CO concentration in the dilute exhaust sample bag is less than
3% by volume.
3.2.4. Additional Equipment Required when Testing Compression-ignition-engined Vehicles
To comply with the requirements of Paragraphs 4.3.1.1. and 4.3.2. of Annex 4, the
additional components shown within the dotted lines of Figure 5/4 shall be used when
testing compression-ignition-engined vehicles.
Fh
S
V
Q
HFID
R and I
L
is a heated filter,
is a hydrocarbon sampling point,
is a heated multiway valve,
is a quick connector to allow the ambient air sample BA to be analysed on the
HFID,
is a heated flame ionisation analyser,
are a means of integrating and recording the instantaneous hydrocarbon
concentrations,
is a heated sample line.
All heated components shall be maintained at 463K (190°C) ±10K.
If compensation for varying flow is not possible, then a heat exchanger (H) and temperature
control system (TC) as described in Paragraph 3.1.3. of this Appendix will be required to
ensure constant flow through the venturi (MV) and thus proportional flow through
S particulate sampling system.
S
F
Sampling probe in dilution tunnel,
Filter unit, consisting of two series-mounted filters; switching unit for further
parallel-mounted pairs of filters,
Sampling line,
Pumps, flow regulators, flow measuring units.

2. CHECKING FOR FID HYDROCARBON RESPONSE
2.1. Detector Response Optimisation
The FID shall be adjusted, as specified by the instrument manufacturer. Propane in air
should be used, to optimise the response, on the most common operating range.
2.2. Calibration of the HC Analyser
The analyser should be calibrated using propane in air and purified synthetic air. See
Paragraph 4.5.2. of Annex 4 (calibration and span gases).
Establish a calibration curve as described in Paragraphs 1.1. to 1.5. of this Appendix.
2.3. Response Factors of Different Hydrocarbons and Recommended Limits
The response factor (Rf), for a particular hydrocarbon species is the ratio of the FID C
reading to the gas cylinder concentration, expressed as ppm C .
The concentration of the test gas shall be at a level to give a response of approximately
80% of full-scale deflection, for the operating range. The concentration shall be known, to an
accuracy of ±2% in reference to a gravimetric standard expressed in volume. In addition, the
gas cylinder shall be pre-conditioned for 24h at a temperature between 293K and 303K (20
and 30°C).
Response factors should be determined when introducing an analyser into service and
thereafter at major service intervals. The test gases to be used and the recommended
response factors are:
Methane and purified air 1.00 < Rf <1.15
or 1.00 < Rf <1.05 for NG fuelled vehicles
Propylene and purified air 0.90 < Rf <1.00
Toluene and purified air 0.90 < Rf <1.00
Relative to a response factor (Rf) of 1.00 for propane and purified air.
2.4. Oxygen Interference Check and Recommended Limits
The response factor shall be determined as described in Paragraph 2.3. above. The test
gas to be used and recommended response factor range is:
Propane and nitrogen 0.95 < Rf <1.05
3. EFFICIENCY TEST OF THE NO CONVERTER
The efficiency of the converter-used for the conversion of NO into NO is tested as follows:
Using the test set up as shown in Figure 6/1 and the procedure described below, the
efficiency of converters can be tested by means of an ozonator.

3.7. The efficiency of the NO converter is calculated as follows:
⎛ a − b ⎞
Efficiency (%) =
⎜1
+ × 100
c d

⎝ − ⎠
3.8. The efficiency of the converter shall not be less than 95%.
3.9. The efficiency of the converter shall be tested at least once a week.
4. CALIBRATION OF THE CVS SYSTEM
4.1. The CVS system shall be calibrated by using an accurate flow-meter and a restricting
device. The flow through the system shall be measured at various pressure readings and
the control parameters of the system measured and related to the flows.
4.1.1. Various types of flow-meter may be used, e.g. calibrated venturi, laminar flow-meter,
calibrated turbine-meter, provided that they are dynamic measurement systems and can
meet the requirements of Paragraphs 4.4.1. and 4.4.2. of Annex 4.
4.1.2. The following Paragraphs give details of methods of calibrating PDP and CFV units, using a
laminar flow-meter, which gives the required accuracy, together with a statistical check on
the calibration validity.
4.2. Calibration of the Positive Displacement Pump (PDP)
4.2.1. The following calibration procedure outlines the equipment, the test configuration and the
various parameters which are measured to establish the flow-rate of the CVS pump. All the
parameters related to the pump are simultaneously measured with the parameters related to
the flow-meter which is connected in series with the pump. The calculated flow-rate (given in
m /min at pump inlet, absolute pressure and temperature) can then be plotted versus a
correlation function which is the value of a specific combination of pump parameters. The
linear equation which relates the pump flow and the correlation function is then determined.
In the event that a CVS has a multiple speed drive, a calibration for each range used shall
be performed.
4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump
and flow-meter parameters that relate the flow-rate at each point. Three conditions shall be
maintained to ensure the accuracy and integrity of the calibration curve:
4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external
piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and
bottom centre of the pump drive headplate are exposed to the actual pump cavity
pressures, and therefore reflect the absolute pressure differentials;
4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow-meter is
sensitive to inlet temperature oscillations which cause the data points to be scattered.
Gradual changes of ±1K in temperature are acceptable as long as they occur over a period
of several minutes;
4.2.2.3. All connections between the flow-meter and the CVS pump shall be free of any leakage.
4.2.3. During an exhaust emission test, the measurement of these same pump parameters
enables the user to calculate the flow-rate from the calibration equation.

Figure 6/2
PDP-CVS Calibration Configuration
4.2.4. Data Analysis
4.2.4.1. The air flow-rate (Q ) at each test point is calculated in standard m /min from the flow-meter
data using the manufacturer's prescribed method.
4.2.4.2. The air flow-rate is then converted to pump flow (V ) in m /rev at absolute pump inlet
temperature and pressure.
where:
Q T 101.33
V = × ×
n 273.2 P
V
Q
T
P
= pump flow-rate at T and P given in m /rev,
= air flow at 101.33kPa and 273.2K given in m /min,
= pump inlet temperature (K),
= absolute pump inlet pressure (kPa),
n = pump speed in min .

4.2.4.3. A CVS system that has multiple speeds shall be calibrated on each speed used. The
calibration curves generated for the ranges shall be approximately parallel and the intercept
values (D ) shall increase as the pump flow range decreases.
If the calibration has been performed carefully, the calculated values from the equation will
be within ± 0.5% of the measured value of V . Values of M will vary from one pump to
another. Calibration is performed at pump start-up and after major maintenance.
4.3. Calibration of the Critical-Flow Venturi (CFV)
4.3.1. Calibration of the CFV is based upon the flow equation for a critical venturi:
Q
K
=
× P
T
where:
Q
K
P
T
= flow,
= calibration coefficient,
= absolute pressure (KPa),
= absolute temperature (K).
Gas flow is a function of inlet pressure and temperature.
The calibration procedure described below establishes the value of the calibration
coefficient at measured values of pressure, temperature and air flow.
4.3.2. The manufacturer's recommended procedure shall be followed for calibrating electronic
portions of the CFV.
4.3.3. Measurements for flow calibration of the critical flow venturi are required and the following
data shall be found within the limits of precision given:
barometric pressure (corrected) (P )
LFE air temperature, flow-meter (ETI)
pressure depression upstream of LFE (EPI)
pressure drop across (EDP) LFE matrix
±0.03kPa,
±0.15K,
±0.01kPa,
±0.0015kPa,
air flow (Q ) ±0.5%,
CFV inlet depression (PPI)
temperature at venturi inlet (T )
±0.02kPa,
±0.2K.
4.3.4. The equipment shall be set up as shown in Figure 3 of this Appendix and checked for leaks.
Any leaks between the flow-measuring device and the critical flow venturi will seriously
affect the accuracy of the calibration.

APPENDIX 7
TOTAL SYSTEM VERIFICATION
1. To comply with the requirements of Paragraph 4.7. of Annex 4, the total accuracy of the
CVS sampling system and analytical system shall be determined by introducing a known
mass of a pollutant gas into the system whilst it is being operated as if during a normal test
and then analysing and calculating the pollutant mass according to the formulae in
Appendix 8 to Annex 4 except that the density of propane shall be taken as 1.967g/l at
standard conditions. The following two techniques are known to give sufficient accuracy.
2. METERING A CONSTANT FLOW OF PURE GAS (CO OR C H ) USING A CRITICAL
FLOW ORIFICE DEVICE
2.1. A known quantity of pure gas (CO or C H ) is fed into the CVS system through the
calibrated critical orifice. If the inlet pressure is high enough, the flow-rate (q), which is
adjusted by means of the critical flow orifice, is independent of orifice outlet pressure (critical
flow). If deviations exceeding 5% occur, the cause of the malfunction shall be determined
and corrected. The CVS system is operated as in an exhaust emission test for about 5 to
10min. The gas collected in the sampling bag is analysed by the usual equipment and the
results compared to the concentration of the gas samples which was known beforehand.
3. METERING A LIMITED QUANTITY OF PURE GAS (CO OR C H ) BY MEANS OF A
GRAVIMETRIC TECHNIQUE
3.1. The following gravimetric procedure may be used to verify the CVS system.
The weight of a small cylinder filled with either carbon monoxide or propane is determined
with a precision of ±0.01g. For about 5 to 10min, the CVS system is operated as in a normal
exhaust emission test, while CO or propane is injected into the system. The quantity of pure
gas involved is determined by means of differential weighing. The gas accumulated in the
bag is then analysed by means of the equipment normally used for exhaust-gas analysis.
The results are then compared to the concentration figures computed previously.

1.2.3. Correction of the diluted exhaust-gas volume to standard conditions
The diluted exhaust-gas volume is corrected by means of the following formula:
V
= V × K


P
×

− P
T



(2)
in which:
( K)
( kPa)
273.2
K =
= 2.6961 (K / kPa)
101.33
(3)
where
P = barometric pressure in the test room in kPa,
P = vacuum at the inlet to the positive displacement pump in kPa relative to the ambient
barometric pressure,
T = average temperature of the diluted exhaust gas entering the positive displacement
pump during the test (K).
1.3. Calculation of the Corrected Concentration of Pollutants in the Sampling Bag
C
= C
− C

⎜1


1
DF



(4)
where:
C = concentration of the pollutant i in the diluted exhaust gas, expressed in ppm and
corrected by the amount of i contained in the dilution air,
C = measured concentration of pollutant i in the diluted exhaust gas, expressed in ppm,
C = concentration of pollutant i in the air used for dilution, expressed in ppm,
DF = dilution factor.
The dilution factor is calculated as follows:
For each reference fuel:
DF =
C
+
X
( C + C ) × 10

1.5.1.2. Volume measured and reduced to standard conditions (Paragraph 1)
V = 51.961m
1.5.1.3. Analyser readings:
HC
CO
NO
CO
Diluted exhaust sample
92ppm
470ppm
70ppm
1.6% by vol
Dilution-air sample
3.0ppm
0ppm
0ppm
0.03% by vol
1.5.2. Calculations
1.5.2.1. Humidity correction factor (K ) (see Formula 6)
6.211×
R
H =
P − P × R
× P
× 10
6.211×
60
H =
101.33 −
( 2.81×
60.10 )
H = 10.5092
k
1
=
1 − 0.0329 ×
( H − 10.71)
k
=
1 − 0.0329 ×
1
( 10.5092 − 10.71)
k
= 0.9934
1.5.2.2. Dilution factor (DF) (see Formula (5))
DF =
C
+
13.4
( C + C )
× 10
DF =
1.6 +
13.4
( 92 + 4.70)
DF = 8.091
× 10

NO , mass emissions (see Formula (1))
M
M
= C
= 70 × 51.961×
2.05 × 0.9934 × 10
M
Q
× V
× Q
= 2.05
7.14
= g / km
d
× k
×
1
d
×
1
d
2. SPECIAL PROVISIONS FOR VEHICLES EQUIPPED WITH COMPRESSION-IGNITION
ENGINES
2.1. Determination of HC for Compression-ignition Engines
To calculate HC-mass emission for compression-ignition engines, the average
HC concentration is calculated as follows:

C
× dt
C
=
t
− t
(7)
where:

C × dt = integral of the recording of the heated FID over the test (t -t ),
C = concentration of HC measured in the diluted exhaust in ppm of C is
substituted for C in all relevant equations.
2.2. Determination of Particulates
Particulate emission M (g/km) is calculated by means of the following equation:
M
=
( V + V )
V
× P
× d
where exhaust gases are vented outside tunnel:
M
=
V
V
× P
× d
where exhaust gases are returned to the tunnel,

ANNEX 4a
TYPE I TEST
(Verifying Exhaust Emissions after a Cold Start)
1. APPLICABILITY
This Annex is not applicable for the time being, for the purpose of type approval according
to this Regulation. It will be made applicable in the future.
2. INTRODUCTION
This Annex describes the procedure for the Type I test defined in Paragraph 5.3.1. of this
Regulation. When the reference fuel to be used is LPG or NG, the provisions of Annex 12
shall apply additionally.
3. TEST CONDITIONS
3.1. Ambient Conditions
3.1.1. During the test, the test cell temperature shall be between 293K and 303K (20°C and 30°C).
The absolute humidity (H) of either the air in the test cell or the intake air of the engine shall
be such that:
5.5 ≤ H ≤12.2 (g H2O/kg dry air)
The absolute humidity (H) shall be measured.
The following temperatures shall be measured:
Test cell ambient air
Dilution and sampling system temperatures as required for emissions measurement
systems defined in Appendices 2 to 5 of this Annex.
The atmospheric pressure shall be measured.
3.2. Test Vehicle
3.2.1. The vehicle shall be presented in good mechanical condition. It shall have been run-in and
driven at least 3,000km before the test.
3.2.2. The exhaust device shall not exhibit any leak likely to reduce the quantity of gas collected,
which quantity shall be that emerging from the engine.
3.2.3. The tightness of the intake system may be checked to ensure that carburation is not
affected by an accidental intake of air.
3.2.4. The settings of the engine and of the vehicle's controls shall be those prescribed by the
manufacturer. This requirement also applies, in particular, to the settings for idling (rotation
speed and carbon monoxide content of the exhaust gases), for the cold start device and for
the exhaust gas cleaning system.

These measurements shall be made with no vehicle or other obstruction in front of the fan.
The device used to measure the linear velocity of the air shall be located at between 0 and
20cm from the air outlet.
The final selection of the blower shall have the following characteristics:
(c) Area: at least 0.2m ;
(d)
(e)
Height of the lower edge above ground: approximately 0.2m;
Distance from the front of the vehicle: approximately 0.3m.
As an alternative, at the request of the manufacturer the blower speed shall be fixed at an
air speed of at least 6m/s (21.6km/h).
The height and lateral position of the cooling fan can also be modified at the request of the
manufacturer.
4. TEST EQUIPMENT
4.1. Chassis Dynamometer
The chassis dynamometer requirements are given in Appendix 1.
4.2. Exhaust Dilution System
The exhaust dilution system requirements are given in Appendix 2.
4.3. Gaseous Emissions Sampling and Analysis
The gaseous emissions sampling and analysis equipment requirements are given in
Appendix 3.
4.4. Particulate Mass (PM) Emissions Equipment
The particulate mass sampling and measurement requirements are given in Appendix 4.
4.5. Particle Number (PN) Emissions Equipment
The particle number sampling and measurement requirements are given in Appendix 5.

6.1.1. Elementary Urban Cycle
Part One of the test cycle comprises 4 times the elementary urban cycle which is defined in
Table 1, illustrated in Figure 2, and summarized below.
Breakdown by phases:
Time (s) %
Idling 60 30.8 35.4
Deceleration, clutch disengaged 9 4.6
Gear-changing 8 4.1
Accelerations 36 18.5
Steady-speed periods 57 29.2
Decelerations 25 12.8
Total 195 100
Breakdown by use of gears
Time (s)
%
Idling
60
30.8
35.4
Deceleration, clutch disengaged
9
4.6
Gear-changing
8
4.1
First gear
24
12.3
Second gear
53
27.2
Third gear
41
21
Total
195
100
General information:
Average speed during test:
Effective running time:
Theoretical distance covered per cycle:
Equivalent distance for the four cycles:
19km/h
195s
1.013km
4.052km

6.1.3. Use of the Gearbox
6.1.3.1. If the maximum speed which can be attained in first gear is below 15km/h, the second, third
and fourth gears shall be used for the urban cycle (Part One) and the second, third, fourth
and fifth gears for the extra-urban cycle (Part Two). The second, third and fourth gears may
also be used for the urban cycle (Part One) and the second, third, fourth and fifth gears for
the extra-urban cycle (Part Two) when the manufacturer's instructions recommend starting
in second gear on level ground, or when first gear is therein defined as a gear reserved for
cross-country driving, crawling or towing.
Vehicles which do not attain the acceleration and maximum speed values required in the
operating cycle shall be operated with the accelerator control fully depressed until they once
again reach the required operating curve. Deviations from the operating cycle shall be
recorded in the test report.
Vehicles equipped with semi-automatic-shift gearboxes shall be tested by using the gears
normally employed for driving, and the gear shift is used in accordance with the
manufacturer's instructions.
6.1.3.2. Vehicles equipped with automatic-shift gearboxes shall be tested with the highest gear
("Drive") engaged. The accelerator shall be used in such a way as to obtain the steadiest
acceleration possible, enabling the various gears to be engaged in the normal order.
Furthermore, the gear-change points shown in Tables 1 and 2 of this Annex shall not apply;
acceleration shall continue throughout the period represented by the straight line connecting
the end of each period of idling with the beginning of the next following period of steady
speed. The tolerances given in Paragraphs 6.1.3.4. and 6.1.3.5. below shall apply.
6.1.3.3. Vehicles equipped with an overdrive that the driver can actuate shall be tested with the
overdrive out of action for the urban cycle (Part One) and with the overdrive in action for the
extra-urban cycle (Part Two).
6.1.3.4. A tolerance of ±2km/h shall be allowed between the indicated speed and the theoretical
speed during acceleration, during steady speed, and during deceleration when the vehicle's
brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, only
the provisions of Paragraph 6.4.4.3. below shall apply. Speed tolerances greater than those
prescribed shall be accepted during phase changes provided that the tolerances are never
exceeded for more than 0.5s on any one occasion.
6.1.3.5. The time tolerances shall be ±1.0s. The above tolerances shall apply equally at the
beginning and at the end of each gear-changing period for the urban cycle (Part One) and
for the operations Nos. 3, 5 and 7 of the extra-urban cycle (Part Two). It should be noted
that the time of 2s allowed includes the time for changing gear and, if necessary, a certain
amount of latitude to catch up with the cycle.

6.2.4. Background Particulate Mass Measurement
The particulate background level of the dilution air may be determined by passing filtered
dilution air through the particulate filter. This shall be drawn from the same point as the
particulate sample. One measurement may be performed prior to or after the test.
Particulate mass measurements may be corrected by subtracting the background
contribution from the dilution system. The permissible background contribution shall be
≤1mg/km (or equivalent mass on the filter). If the background exceeds this level, the default
figure of 1 mg/km (or equivalent mass on the filter) shall be employed. Where subtraction of
the background contribution gives a negative result, the particulate mass result shall be
considered to be zero.
6.2.5. Background Particle Number Measurements
The subtraction of background particle numbers may be determined by sampling dilution air
drawn from a point downstream of the particle and hydrocarbon filters into the particle
number measurement system. Background correction of particle number measurements
shall not be allowed for type approval, but may be used at the manufacturer's request for
conformity of production and in service conformity where there are indications that tunnel
contribution is significant.
6.2.6. Particulate Mass Filter Selection
A single particulate filter without back-up shall be employed for both urban and extra-urban
phases of the cycle combined.
Twin particulate filters, one for the urban, one for the extra-urban phase, may be used
without back-up filters, only where the pressure-drop increase across the sample filter
between the beginning and the end of the emissions test is otherwise expected to exceed
25kPa.
6.2.7. Particulate Mass Filter Preparation
6.2.7.1. Particulate mass sampling filters shall be conditioned (as regards temperature and humidity)
in an open dish that has been protected against dust ingress for at least two and for not
more than 80h before the test in an air-conditioned chamber. After this conditioning, the
uncontaminated filters will be weighed and stored until they are used. If the filters are not
used within one hour of their removal from the weighing chamber they shall be re-weighed.
6.2.7.2. The one hour limit may be replaced by an 8h limit if one or both of the following conditions
are met:
6.2.7.2.1. A stabilized filter is placed and kept in a sealed filter holder assembly with the ends plugged,
or;
6.2.7.2.2. A stabilized filter is placed in a sealed filter holder assembly which is then immediately
placed in a sample line through which there is no flow.
6.2.7.3. The particulate sampling system shall be started and prepared for sampling.

6.4. Test Procedure
6.4.1. Starting-up the Engine
6.4.1.1. The engine shall be started up by means of the devices provided for this purpose according
to the manufacturer's instructions, as incorporated in the drivers' handbook of production
vehicles.
6.4.1.2. The first cycle starts on the initiation of the engine start-up procedure.
6.4.1.3. In cases where LPG or NG is used as a fuel it is permissible that the engine is started on
petrol and switched to LPG or NG after a predetermined period of time which cannot be
changed by the driver.
6.4.2. Idling
6.4.2.1. Manual-shift or semi-automatic gearbox, see Tables 1 and 2.
6.4.2.2. Automatic-shift Gearbox
After initial engagement the selector shall not be operated at any time during the test except
in the case specified in Paragraph 6.4.3.3. below or if the selector can actuate the overdrive,
if any.
6.4.3. Accelerations
6.4.3.1. Accelerations shall be so performed that the rate of acceleration is as constant as possible
throughout the operation.
6.4.3.2. If an acceleration cannot be carried out in the prescribed time, the extra time required shall
be deducted from the time allowed for changing gear, if possible, but otherwise from the
subsequent steady-speed period.
6.4.3.3. Automatic-shift Gearboxes
If acceleration cannot be carried out in the prescribed time, the gear selector shall operate in
accordance with requirements for manual-shift gearboxes.
6.4.4. Decelerations
6.4.4.1. All decelerations of the elementary urban cycle (Part One) shall be effected by removing the
foot completely from the accelerator with the clutch remaining engaged. The clutch shall be
disengaged, without use of the gear lever, at the higher of the following speeds: 10km/h or
the speed corresponding to the engine idle speed.
All decelerations of the extra-urban cycle (Part Two) shall be effected by removing the foot
completely from the accelerator, the clutch remaining engaged. The clutch shall be
disengaged, without use of the gear lever, at a speed of 50km/h for the last deceleration.
6.4.4.2. If the period of deceleration is longer than that prescribed for the corresponding phase, the
vehicle's brakes shall be used to enable compliance with the timing of the cycle.

6.5.3.4. The analysers' zero settings shall then be rechecked: if any reading differs by more than 2%
of the range from that set in Paragraph 6.5.3.2. above, the procedure shall be repeated for
that analyser.
6.5.3.5. The samples shall then be analysed.
6.5.3.6. After the analysis, zero and span points shall be rechecked using the same gases. If these
rechecks are within ±2% of those in Paragraph 6.5.3.3. above, the analysis shall be
considered acceptable.
6.5.3.7. At all points in this Paragraph, the flow-rates and pressures of the various gases shall be the
same as those used during calibration of the analysers.
6.5.3.8. The figure adopted for the content of the gases in each of the pollutants measured shall be
that read off after stabilisation of the measuring device. Hydrocarbon mass emissions of
compression-ignition engines shall be calculated from the integrated HFID reading,
corrected for varying flow if necessary, as shown in Paragraph 6.6.6. below.
6.6. Calculation of Emissions
6.6.1. Determination of Volume
6.6.1.1. Calculation of the volume when a variable dilution device with constant flow control by
orifice or venturi is used.
Record continuously the parameters showing the volumetric flow, and calculate the total
volume for the duration of the test.
6.6.1.2. Calculation of volume when a positive displacement pump is used
The volume of diluted exhaust gas measured in systems comprising a positive displacement
pump is calculated with the following formula:
where:
V = V · N
V = volume of the diluted gas expressed in litres per test (prior to correction),
V = volume of gas delivered by the positive displacement pump in testing conditions in
litres per revolution,
N = number of revolutions per test.

6.6.3. Mass emissions of gaseous pollutants shall be calculated by means of the following formula:
M
V ⋅ Q ⋅ k ⋅ C ⋅ 10
= (3)
d
where:
M
= mass emission of the pollutant i in grams per kilometre,
V = volume of the diluted exhaust gas expressed in litres per test and corrected to
standard conditions (273.2K and 101.33kPa),
Q = density of the pollutant i in grams per litre at normal temperature and pressure
(273.2K and 101.33kPa),
k
C
d
= humidity correction factor used for the calculation of the mass emissions of oxides
of nitrogen. There is no humidity correction for HC and CO,
= concentration of the pollutant i in the diluted exhaust gas expressed in ppm and
corrected by the amount of the pollutant i contained in the dilution air,
= distance corresponding to the operating cycle in kilometres.
6.6.4. Correction for Dilution Air Concentration
The concentration of pollutant in the diluted exhaust gas shall be corrected by the amount of
the pollutant in the dilution air as follows:
where:
⎛ 1 ⎞
C = C − C ⋅ ⎜1
− ⎟
(4)
⎝ DF ⎠
C
C
C
= concentration of the pollutant i in the diluted exhaust gas, expressed in ppm and
corrected by the amount of i contained in the dilution air,
= measured concentration of pollutant i in the diluted exhaust gas, expressed in ppm,
= concentration of pollutant i in the air used for dilution, expressed in ppm,
DF = dilution factor.

6.6.6. Determination of HC for Compression-ignition Engines
To calculate HC-mass emission for compression-ignition engines, the average HC
concentration is calculated as follows:
C
∫ C ⋅ dt
= (7)
t − t
where:

C ⋅ dt = integral of the recording of the heated FID over the test (t - t )
C
= concentration of HC measured in the diluted exhaust in ppm of C is
substituted for CHC in all relevant equations.
6.6.7. Determination of Particulates
Particulate emission M (g/km) is calculated by means of the following equation:
M
=
( V + V )
V ⋅ d
⋅ P
where exhaust gases are vented outside tunnel;
M
=
V
V
⋅ P
⋅ d
where exhaust gases are returned to the tunnel;
where:
V = volume of diluted exhaust gases (see Paragraph 6.6.1.), under standard conditions,
V = volume of exhaust gas flowing through particulate filter under standard conditions,
P
d
= particulate mass collected by filter(s),
= distance corresponding to the operating cycle in km,
M = particulate emission in g/km.

6.6.8. Determination of Particle Numbers
Number emission of particles shall be calculated by means of the following equation:
V.k.C
N =
.f
d
.10
where:
N
V
K
= particle number emission expressed in particles per kilometre,
= volume of the diluted exhaust gas expressed in litres per test and corrected to
standard conditions (273.2K and 101.33kPa),
= calibration factor to correct the particle number counter measurements to the level
of the reference instrument where this is not applied internally within the particle
number counter. Where the calibration factor is applied internally within the particle
number counter a value of 1 shall be used for K in the above equation,
C = corrected concentration of particles from the diluted exhaust gas expressed as the
average particles per cubic centimetre figure from the emissions test including the
full duration of the drive cycle. If the volumetric mean concentration results ( C ) from
the particle number counter are not output at standard conditions (273.2K and
101.33kPa), then the concentrations should be corrected to those conditions ( C ),
f = mean particle concentration reduction factor of the volatile particle remover at the
dilution setting used for the test,
d
C
= distance corresponding to the operating cycle expressed in kilometres.
shall be calculated from the following equation:
C =

n
C
where:
C
n
= a discrete measurement of particle concentration in the diluted gas exhaust from the
particle counter expressed in particles per cubic centimetre and corrected for
coincidence,
= total number of discrete particle concentration measurements made during the
operating cycle.

This may be less than 1,
(a)
The other vehicles will not be run in, but their zero km emissions will be multiplied by
the evolution coefficient.
In this case, the values to be taken will be:
(a)
(b)
The values at "x" km for the first vehicle,
The values at zero km multiplied by the evolution coefficient for the other vehicles.

No of
operation
Operation
Table 1
Elementary Urban Operating Cycle on the Chassis Dynamometer (Part One) (Cont'd)
Phase
Acceleration
(m/s )
Speed
(km/h)
Duration of each
Operation(s) Phase(s)
Cumulative
time(s)
Gear to be used in the
case of a manual
gearbox
16
Acceleration
0.62
15-35
9
133
2
17
Gear change
2
135
18
Acceleration
0.52
35-50
8
143
3
19
Steady speed
11
50
12
12
155
3
20
Deceleration
12
-0.52
50-35
8
8
163
3
21
Steady speed
13
35
13
13
176
3
22
Gear change
14
2
12
178
23
Deceleration
-0.86
32-10
7
185
2
24
Deceleration, clutch disengaged
-0.92
10-0
3
188
K
25
Idling
15
7
7
195
7 S pm

No of
operation
Operation
Table 2
Extra-urban Cycle (Part Two) for the Type I Test (Cont'd)
Phase
Acceleration
(m/s )
Speed
(km/h)
Duration of each
Operation(s) Phase(s)
Cumulative
time(s)
Gear to be used in the
case of a manual
gearbox
16
Acceleration (2)
10
0.28
100-120
20
20
336
5
17
Steady speed
11
120
10
20
346
5
18
Deceleration (2)
12
-0.69
120-80
16
34
362
5
19
Deceleration (2)
-1.04
80-50
8
370
5
20
Deceleration, clutch disengaged
1.39
50-0
10
380
K
21
Idle
13
20
20
400
PM

Figure 1
Operating Cycle for the Type I Test

Figure 3
Extra-urban Cycle (Part Two) for the Type I Test

1.2.3. It shall be possible to measure and read the indicated load to an accuracy of ±5%.
1.2.4. In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at
80km/h shall be ±5%. In the case of a dynamometer with adjustable load curve, the accuracy
of matching dynamometer load to road load shall be ±5% at 120, 100, 80, 60, and 40km/h
and ±10% at 20km/h. Below this, dynamometer absorption shall be positive.
1.2.5. The total inertia of the rotating parts (including the simulated inertia where applicable) shall be
known and shall be within ±20kg of the inertia class for the test.
1.2.6. The speed of the vehicle shall be measured by the speed of rotation of the roller (the front
roller in the case of a two-roller dynamometer). It shall be measured with an accuracy of
±1km/h at speeds above 10km/h.
The distance actually driven by the vehicle shall be measured by the movement of rotation of
the roller (the front roller in the case of a two-roller dynamometer).
2. DYNAMOMETER CALIBRATION PROCEDURE
2.1. Introduction
This section describes the method to be used to determine the load absorbed by a
dynamometer brake. The load absorbed comprises the load absorbed by frictional effects and
the load absorbed by the power-absorption device.
The dynamometer is brought into operation beyond the range of test speeds. The device
used for starting up the dynamometer is then disconnected: the rotational speed of the driven
roller decreases.
The kinetic energy of the rollers is dissipated by the power-absorption unit and by the
frictional effects. This method disregards variations in the roller's internal frictional effects
caused by rollers with or without the vehicle. The frictional effects of the rear roller shall be
disregarded when the roller is free.
2.2. Calibration of the Load Indicator at 80km/h
The following procedure shall be used for calibration of the load indicator to 80km/h as a
function of the load absorbed (see also Figure 4):
2.2.1. Measure the rotational speed of the roller if this has not already been done. A fifth wheel, a
revolution counter or some other method may be used.
2.2.2. Place the vehicle on the dynamometer or devise some other method of starting-up the
dynamometer.

2.2.11. Calculate the load absorbed using the formula:
M
F =
⋅ ΔV
t
where:
F
M
= load absorbed (N),
= equivalent inertia in kg (excluding the inertial effects of the free rear roller),
ΔV = Speed deviation in m/s (10km/h = 2.775m/s),
t
= time taken by the roller to pass from 85km/h to 75km/h.
2.2.12. Figure 5 shows the load indicated at 80km/h in terms of load absorbed at 80km/h.
Figure 5
Load Indicated at 80km/h in Terms of Load Absorbed at 80km/h
2.2.13. The requirements of Paragraphs 2.2.3. to 2.2.12. above shall be repeated for all inertia
classes to be used.
2.3. Calibration of the Load Indicator at Other Speeds
The procedures described in Paragraph 2.2. above shall be repeated as often as necessary
for the chosen speeds.
2.4. Calibration of Force or Torque
The same procedure shall be used for force or torque calibration.

APPENDIX 2
EXHAUST DILUTION SYSTEM
1. SYSTEM SPECIFICATION
1.1. System Overview
A full-flow exhaust dilution system shall be used. This requires that the vehicle exhaust be
continuously diluted with ambient air under controlled conditions. The total volume of the
mixture of exhaust and dilution air shall be measured and a continuously proportional
sample of the volume shall be collected for analysis. The quantities of pollutants are
determined from the sample concentrations, corrected for the pollutant content of the
ambient air and the totalised flow over the test period.
The exhaust dilution system shall consist of a transfer tube, a mixing chamber and dilution
tunnel, a dilution air conditioning, a suction device and a flow measurement device.
Sampling probes shall be fitted in the dilution tunnel as specified in Appendices 3, 4 and 5.
The mixing chamber described above will be a vessel, such as those illustrated in Figures 6
and 7, in which vehicle exhaust gases and the dilution air are combined so as to produce a
homogeneous mixture at the chamber outlet.
1.2. General Requirements
1.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent
any water condensation in the sampling and measuring system at all conditions which may
occur during a test.
1.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the
sampling probe is located (see Paragraph 1.3.3. below). The sampling probe shall extract a
representative sample of the diluted exhaust gas.
1.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.
1.2.4. The sampling system shall be gas-tight. The design of the variable-dilution sampling system
and the materials that go to make it up shall be such that they do not affect the pollutant
concentration in the diluted exhaust gases. Should any component in the system (heat
exchanger, cyclone separator, blower, etc.) change the concentration of any of the
pollutants in the diluted exhaust gases and the fault cannot be corrected, then sampling for
that pollutant shall be carried out upstream from that component.
1.2.5. All parts of the dilution system that are in contact with raw and diluted exhaust gas, shall be
designed to minimise deposition or alteration of the particulates or particles. All parts shall
be made of electrically conductive materials that do not react with exhaust gas components,
and shall be electrically grounded to prevent electrostatic effects.
1.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches,
the connecting tubes shall be connected as near as possible to the vehicle without
adversely affecting its operation.
1.2.7. The variable-dilution system shall be so designed as to enable the exhaust gases to be
sampled without appreciably changing the back-pressure at the exhaust pipe outlet.

1.3.3. Dilution Tunnel
Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A
mixing orifice may be used. In order to minimise the effects on the conditions at the exhaust
outlet and to limit the drop in pressure inside the dilution-air conditioning device, if any, the
pressure at the mixing point shall not differ by more than ±0.25kPa from atmospheric
pressure.
The homogeneity of the mixture in any cross-section at the location of the sampling probe
shall not vary by more than ±2% from the average of the values obtained for at least five
points located at equal intervals on the diameter of the gas stream.
For particulate and particle emissions sampling, a dilution tunnel shall be used which:
(a)
(b)
(c)
(d)
Shall consist of a straight tube of electrically-conductive material, which shall be
earthed;
Shall be small enough in diameter to cause turbulent flow (Reynolds number ≥4,000)
and of sufficient length to cause complete mixing of the exhaust and dilution air;
Shall be at least 200mm in diameter;
May be insulated.
1.3.4. Suction Device
This device may have a range of fixed speeds to ensure sufficient flow to prevent any water
condensation. This result is generally obtained if the flow is either:
(a)
(b)
Twice as high as the maximum flow of exhaust gas produced by accelerations of the
driving cycle; or
Sufficient to ensure that the CO concentration in the dilute-exhaust sample bag is
less than 3% by volume for petrol and diesel, less than 2.2% by volume for LPG and
less than 1.5% by volume for NG.

1.4.1.
air
DAF
DT
H E
MC
TT
vehicle
exhaust
PDP
vent
Figure 6
Positive Displacement Pump Dilution System
Full Flow Dilution System with Positive Displacement Pump
The positive displacement pump (PDP) full flow dilution system satisfies the requirements of
this Annex by metering the flow of gas through the pump at constant temperature and
pressure. The total volume is measured by counting the revolutions made by the calibrated
positive displacement pump. The proportional sample is achieved by sampling with pump,
flow-meter and flow control valve at a constant flow rate. The collecting equipment consists
of:
1.4.1.1. A filter (DAF) for the dilution air, which can be preheated if necessary. This filter shall
consist of the following filters in sequence: an optional activated charcoal filter (inlet side),
and a high efficiency particulate air (HEPA) filter (outlet side). It is recommended that an
additional coarse particle filter is situated before the HEPA filter and after the charcoal filter,
if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon
concentrations of ambient emissions in the dilution air;
1.4.1.2. A transfer tube (TT) by which vehicle exhaust is admitted into a dilution tunnel (DT) in which
the exhaust gas and dilution air are mixed homogeneously;
1.4.1.3. The positive displacement pump (PDP), producing a constant-volume flow of the
air/exhaust-gas mixture. The PDP revolutions, together with associated temperature and
pressure measurement are used to determine the flowrate;
1.4.1.4. A heat exchanger (HE) of a capacity sufficient to ensure that throughout the test the
temperature of the air/exhaust-gas mixture measured at a point immediately upstream of the
positive displacement pump is within 6K of the average operating temperature during the
test. This device shall not affect the pollutant concentrations of diluted gases taken off after
for analysis.

1.4.2.3. A dilution tunnel (DT) from which particulates and particles are sampled;
1.4.2.4. Some form of protection for the measurement system may be used e.g. a cyclone
separator, bulk stream filter, etc.;
1.4.2.5. A measuring critical-flow venturi tube (CFV), to measure the flow volume of the diluted
exhaust gas;
1.4.2.6. A blower (BL), of sufficient capacity to handle the total volume of diluted exhaust gas.
2. CVS CALIBRATION PROCEDURE
2.1. General Requirements
The CVS system shall be calibrated by using an accurate flow-meter and a restricting
device. The flow through the system shall be measured at various pressure readings and
the control parameters of the system measured and related to the flows. The flow-metering
device shall be dynamic and suitable for the high flow-rate encountered in constant volume
sampler testing. The device shall be of certified accuracy traceable to an approved national
or international standard.
2.1.1. Various types of flow-meter may be used, e.g. calibrated venturi, laminar flow-meter,
calibrated turbine-meter, provided that they are dynamic measurement systems and can
meet the requirements of Paragraph 1.3.5. of this Appendix.
2.1.2. The following paragraphs give details of methods of calibrating PDP and CFV units, using a
laminar flow-meter, which gives the required accuracy, together with a statistical check on
the calibration validity.
2.2. Calibration of the Positive Displacement Pump (PDP)
2.2.1. The following calibration procedure outlines the equipment, the test configuration and the
various parameters that are measured to establish the flow-rate of the CVS pump. All the
parameters related to the pump are simultaneously measured with the parameters related to
the flow-meter which is connected in series with the pump. The calculated flow-rate (given in
m /min at pump inlet, absolute pressure and temperature) can then be plotted versus a
correlation function that is the value of a specific combination of pump parameters. The
linear equation that relates the pump flow and the correlation function is then determined. In
the event that a CVS has a multiple speed drive, a calibration for each range used shall be
performed.
2.2.2. This calibration procedure is based on the measurement of the absolute values of the pump
and flow-meter parameters that relate the flow rate at each point. Three conditions shall be
maintained to ensure the accuracy and integrity of the calibration curve:
2.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external
piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and
bottom centre of the pump drive headplate are exposed to the actual pump cavity
pressures, and therefore reflect the absolute pressure differentials;
2.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow-meter is
sensitive to inlet temperature oscillations which cause the data points to be scattered.
Gradual changes of ±1K in temperature are acceptable as long as they occur over a period
of several minutes;

2.2.5. After the system has been connected as shown in Figure 8 of this Appendix, set the variable
restrictor in the wide-open position and run the CVS pump for 20min before starting the
calibration.
2.2.6. Reset the restrictor valve to a more restricted condition in an increment of pump inlet
depression (about 1kPa) that will yield a minimum of six data points for the total calibration.
Allow the system to stabilize for 3min and repeat the data acquisition.
2.2.7. The air flow rate (Q ) at each test point is calculated in standard m /min from the flow-meter
data using the manufacturer's prescribed method.
2.2.8. The air flow-rate is then converted to pump flow (V ) in m /rev at absolute pump inlet
temperature and pressure.
V
=
Q
n

T
273.2
101.33

P
where:
V
= pump flow rate at T and P (m /rev),
Q = air flow at 101.33kPa and 273.2K (m /min),
T
P
= pump inlet temperature (K),
= absolute pump inlet pressure (kPa),
N = pump speed (min ).
2.2.9. To compensate for the interaction of pump speed pressure variations at the pump and the
pump slip rate, the correlation function (x ) between the pump speed (n), the pressure
differential from pump inlet to pump outlet and the absolute pump outlet pressure is then
calculated as follows:
where:
x
=
1
n
ΔP
P
x
= correlation function,
ΔP = pressure differential from pump inlet to pump outlet (kPa),
P
= absolute outlet pressure (PPO + P ) (kPa).
A linear least-square fit is performed to generate the calibration equations which have the
formula:
V = D − M (x )
n = A − B (ΔP )
D , M, A and B are the slope-intercept constants describing the lines.

2.3.4. The equipment shall be set up as shown in Figure 9 of this Appendix and checked for leaks.
Any leaks between the flow-measuring device and the critical-flow venture will seriously
affect the accuracy of the calibration.
Figure 9
CFV Calibration Configuration
2.3.5. The variable-flow restrictor shall be set to the open position, the blower shall be started and
the system stabilized. Data from all instruments shall be recorded.
2.3.6. The flow restrictor shall be varied and at least eight readings across the critical flow range of
the venturi shall be made.

3.3. Gravimetric Method
3.3.1. Metering a limited quantity of pure gas (CO or C H ) by means of a gravimetric technique.
3.3.2. The following gravimetric procedure may be used to verify the CVS system.
The weight of a small cylinder filled with either carbon monoxide or propane is determined
with a precision of ±0.01g. For about 5 to 10min, the CVS system is operated as in a normal
exhaust emission test, while CO or propane is injected into the system. The quantity of pure
gas involved is determined by means of differential weighing. The gas accumulated in the
bag is then analysed by means of the equipment normally used for exhaust-gas analysis.
The results are then compared to the concentration figures computed previously.

1.2.11. Storage of the Sample
The gas samples shall be collected in sampling bags of sufficient capacity not to impede the
sample flow; the bag material shall be such as to affect neither the measurements
themselves nor the chemical composition of the gas samples by more than ±2% after 20min
(for instance: laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons).
1.2.12. Hydrocarbon Sampling System − Diesel Engines
1.2.12.1. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and
pump. The sampling probe shall be installed at the same distance from the exhaust gas inlet
as the particulate sampling probe, in such a way that neither interferes with samples taken
by the other. It shall have a minimum internal diameter of 4mm.
1.2.12.2. All heated parts shall be maintained at a temperature of 463K (190°C) ± 10K by the heating
system.
1.2.12.3. The average concentration of the measured hydrocarbons shall be determined by
integration.
1.2.12.4. The heated sampling line shall be fitted with a heated filter (F ) 99% efficient with particles
≥0.3μm, to extract any solid particles from the continuous flow of gas required for analysis.
1.2.12.5. The sampling system response time (from the probe to the analyser inlet) shall be no more
than 4s.
1.2.12.6. The HFID shall be used with a constant flow (heat exchanger) system to ensure a
representative sample, unless compensation for varying CFV or CFO flow is made.
1.3. Gas Analysis Requirements
1.3.1. Carbon Monoxide (CO) and Carbon Dioxide (CO ) Analyses:
Analysers shall be of the non-dispersive infra-red (NDIR) absorption type.
1.3.2. Hydrocarbons (HC) Analysis − Spark-ignition Engines:
The analyser shall be of the flame ionisation (FID) type calibrated with propane gas
expressed equivalent to carbon atoms (C ).
1.3.3. Hydrocarbons (HC) Analysis − Compression-ignition Engines:
The analyser shall be of the flame ionisation type with detector, valves, pipework, etc.,
heated to 463K (190°C) ± 10K (HFID). It shall be calibrated with propane gas expressed
equivalent to carbon atoms (C ).
1.3.4. Nitrogen Oxide (NO ) Analysis:
The analyser shall be either of the chemi-luminescent (CLA) or of the non-dispersive
ultra-violet resonance absorption (NDUVR) type, both with NO -NO converters.

1.4.4. Flow controller (N), to ensure a constant uniform flow of the gas samples taken during the
course of the test from sampling probes S and S (for PDP-CVS) and flow of the gas
samples shall be such that, at the end of each test, the quantity of the samples is sufficient
for analysis (approximately 10L/min);
1.4.5. Flow meters (FL), for adjusting and monitoring the constant flow of gas samples during the
test;
1.4.6. Quick-acting valves (V), to divert a constant flow of gas samples into the sampling bags or
to the outside vent;
1.4.7. Gas-tight, quick-lock coupling elements (Q) between the quick-acting valves and the
sampling bags; the coupling shall close automatically on the sampling-bag side; as an
alternative, other ways of transporting the samples to the analyser may be used (three-way
stopcocks, for instance);
1.4.8. Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air during the
test;
1.4.9. A sampling critical-flow venturi (SV), to take proportional samples of the diluted exhaust gas
at sampling probe S A(CFV-CVS only);
1.4.10. A scrubber (PS), in the sampling line (CFV-CVS only);
1.4.11. Components for hydrocarbon sampling using HFID:
Fh
S
V
Q
FID
R and I
L
is a heated filter,
is a sampling point close to the mixing chamber,
is a heated multi-way valve,
is a quick connector to allow the ambient air sample BA to be analysed on the
HFID,
is a heated flame ionisation analyser,
are a means of integrating and recording the instantaneous hydrocarbon
concentrations,
is a heated sample line.

2.2.4. After testing, zero gas and the same span gas are used for re-checking. The analysis is
considered acceptable if the difference between the two measuring results is less than 2%.
2.3. FID Hydrocarbon Response Check Procedure
2.3.1. Detector Response Optimisation
The FID shall be adjusted, as specified by the instrument manufacturer. Propane in air
should be used, to optimise the response, on the most common operating range.
2.3.2. Calibration of the HC Analyser
The analyser should be calibrated using propane in air and purified synthetic air (see
Paragraph 3 of this Appendix).
Establish a calibration curve as described in Paragraph 2.1. of this Appendix.
2.3.3. Response Factors of Different Hydrocarbons and Recommended Limits
The response factor (Rf), for a particular hydrocarbon species is the ratio of the FID C
reading to the gas cylinder concentration, expressed as ppm C .
The concentration of the test gas shall be at a level to give a response of approximately
80% of full-scale deflection, for the operating range. The concentration shall be known, to an
accuracy of ±2% in reference to a gravimetric standard expressed in volume. In addition, the
gas cylinder shall be pre-conditioned for 24h at a temperature between 293K and 303K
(20 and 30°C).
Response factors should be determined when introducing an analyser into service and
thereafter at major service intervals. The test gases to be used and the recommended
response factors are:
Methane and purified air: 1.00 < Rf <1.15
or 1.00 < Rf < 1.05 for NG fuelled vehicles
Propylene and purified air: 0.90 < Rf <1.00
Toluene and purified air: 0.90 < Rf <1.00
These are relative to a response factor (Rf) of 1.00 for propane and purified air.
2.3.4. Oxygen Interference Check and Recommended Limits
The response factor shall be determined as described in Paragraph 2.3.3. above. The test
gas to be used and recommended response factor range is:
Propane and nitrogen: 0.95 < Rf <1.05

Figure 11
NO Converter Efficiency Test Configuration
2.4.6. With the ozonator deactivated, the flow of oxygen or synthetic air is also shut off. The NO
reading of the analyser shall then be no more than 5% above the figure given in
Paragraph 2.4.1. above.
2.4.7. The efficiency of the NO converter is calculated as follows:
Efficiency

a − b ⎞
c − d ⎠
( per cent) = ⎜1
+ ⎟ ⋅ 100
2.4.8. The efficiency of the converter shall not be less than 95%.
2.4.9. The efficiency of the converter shall be tested at least once a week.


APPENDIX 4
PARTICULATE MASS EMISSIONS MEASUREMENT EQUIPMENT
1. SPECIFICATION
1.1. System Overview
1.1.1. The particulate sampling unit shall consist of a sampling probe located in the dilution tunnel,
a particle transfer tube, a filter holder, a partial-flow pump, and flow rate regulators and
measuring units.
1.1.2. It is recommended that a particle size pre-classifier (e.g. cyclone or impactor) be employed
upstream of the filter holder. However, a sampling probe, acting as an appropriate
size-classification device such as that shown in Figure 13, is acceptable.
1.2. General Requirements
1.2.1. The sampling probe for the test gas flow for particulates shall be so arranged within the
dilution tract that a representative sample gas flow can be taken from the homogeneous
air/exhaust mixture.
1.2.2. The particulate sample flow rate shall be proportional to the total flow of diluted exhaust gas
in the dilution tunnel to within a tolerance of ±5% of the particulate sample flow rate.
1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature below 325K (52°C)
within 20cm upstream or downstream of the particulate filter face, except in the case of a
regeneration test where the temperature must be below 192°C.
1.2.4. The particulate sample shall be collected on a single filter mounted within a holder in the
sampled dilute exhaust gas flow.
1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the
filter holder, which are in contact with raw and diluted exhaust gas, shall be designed to
minimise deposition or alteration of the particulates. All parts shall be made of electrically
conductive materials that do not react with exhaust gas components, and shall be
electrically grounded to prevent electrostatic effects.
1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for
a heat exchanger and a temperature control device as specified in Appendix 2 so as to
ensure that the flow rate in the system is constant and the sampling rate accordingly
proportional.

1.3.3. Filter and Filter Holder
1.3.3.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall be
quick enough acting to open and close within 1s of the start and end of test.
1.3.3.2. It is recommended that the mass collected on the 47mm diameter filter (P ) is ≥20μg and
that the filter loading should be maximized consistent with the requirements of
Paragraphs 1.2.3. and 1.3.3.
1.3.3.3. For a given test the gas filter face velocity shall be set to a single value within the range
20cm/s to 80cm/s unless the dilution system is being operated with sampling flow
proportional to CVS flow rate.
1.3.3.4. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required. All
filter types shall have a 0.3μm DOP (di-octylphthalate) collection efficiency of at least 99% at
a gas filter face velocity of at least 35cm/s.
1.3.3.5. The filter holder assembly shall be of a design that provides an even flow distribution across
the filter stain area. The filter stain area shall be at least 1,075mm .
1.3.4. Filter Weighing Chamber and Balance
1.3.4.1. The microgram balance used to determine the weight of a filter shall have a precision
(standard deviation) of 2μg and resolution of 1μg or better.
It is recommended that the microbalance be checked at the start of each weighing session
by weighing one reference weight of 50mg. This weight shall be weighed three times and
the average result recorded. If the average result of the weighings is ±5μg of the result from
the previous weighing session then the weighing session and balance are considered valid.
The weighing chamber (or room) shall meet the following conditions during all filter
conditioning and weighing operations:
Temperature maintained at 295 ± 3K (22 ± 3°C);
Relative humidity maintained at 45 ± 8%;
Dewpoint maintained at 9.5°C ± 3°C.
It is recommended that temperature and humidity conditions are recorded along with sample
and reference filter weights.

Limited deviations from weighing room temperature and humidity specifications will be
allowed provided their total duration does not exceed 30min in any one filter conditioning
period. The weighing room should meet the required specifications prior to personal
entrance into the weighing room. During the weighing operation no deviations from the
specified conditions are permitted.
1.3.4.3. The effects of static electricity shall be nullified. This may be achieved by grounding the
balance through placement upon an antistatic mat and neutralisation of the particulate filters
prior to weighing using a Polonium neutraliser or a device of similar effect. Alternatively
nullification of static effects may be achieved through equalisation of the static charge.
1.3.4.4. A test filter shall be removed from the chamber no earlier than an hour before the test
begins.
1.4. Recommended System Description
Figure 12 is a schematic drawing of the recommended particulate sampling system. Since
various configurations can produce equivalent results, exact conformance with this figure is
not required. Additional components such as instruments, valves, solenoids, pumps and
switches may be used to provide additional information and co-ordinate the functions of
component systems. Further components that are not needed to maintain accuracy with
other system configurations may be excluded if their exclusion is based upon good
engineering judgement.
Figure 12
Particulate Sampling System
A sample of the diluted exhaust gas is taken from the full flow dilution tunnel DT through the
particulate sampling probe PSP and the particulate transfer tube PTT by means of the
pump P. The sample is passed through the particle size pre-classifier PCF and the filter
holder(s) FH that contain the particulate sampling filter(s). The flow rate for sampling is set
by the flow controller FC.

If the weighing room stability criteria outlined in Paragraph 1.3.4. are not met, but the
reference filter weighings meet the above criteria, the vehicle manufacturer has the option of
accepting the sample filter weights or voiding the tests, fixing the weighing room control
system and re-running the test.
Figure 13
Particulate Sampling Probe Configuration

1.2.2. The VPR shall include devices for sample dilution and for volatile particle removal. The
sampling probe for the test gas flow shall be so arranged within the dilution tract that a
representative sample gas flow is taken from a homogeneous air/exhaust mixture.
1.2.3. All parts of the dilution system and the sampling system from the exhaust pipe up to the
PNC, which are in contact with raw and diluted exhaust gas, shall be designed to minimise
deposition of the particles. All parts shall be made of electrically conductive materials that do
not react with exhaust gas components, and shall be electrically grounded to prevent
electrostatic effects.
1.2.4. The particle sampling system shall incorporate good aerosol sampling practice that includes
the avoidance of sharp bends and abrupt changes in cross-section, the use of smooth
internal surfaces and the minimisation of the length of the sampling line. Gradual changes in
the cross-section are permissible.
1.3. Specific Requirements
1.3.1. The particle sample shall not pass through a pump before passing through the PNC.
1.3.2. A sample pre-classifier is recommended.
1.3.3. The sample preconditioning unit shall:
1.3.3.1. Be capable of diluting the sample in one or more stages to achieve a particle number
concentration below the upper threshold of the single particle count mode of the PNC and a
gas temperature below 35°C at the inlet to the PNC;
1.3.3.2. Include an initial heated dilution stage which outputs a sample at a temperature of ≥150°C
and ≤ 400°C and dilutes by a factor of at least 10;
1.3.3.3. Control heated stages to constant nominal operating temperatures, within the range
specified in Paragraph 1.3.3.2., to a tolerance of ±10°C. Provide an indication of whether or
not heated stages are at their correct operating temperatures.
1.3.3.4. Achieve a particle concentration reduction factor (f (d )), as defined in Paragraph 2.2.2., for
particles of 30 nm and 50 nm electrical mobility diameters, that is no more than 30% and
20% respectively higher, and no more than 5% lower than that for particles of 100 nm
electrical mobility diameter for the VPR as a whole;
1.3.3.5. Also achieve >99.0% vaporisation of 30nm tetracontane (CH (CH ) CH ) particles, with an
inlet concentration of ≥10,000cm , by means of heating and reduction of partial pressures of
the tetracontane.
1.3.4. The PNC shall:
1.3.4.1. Operate under full flow operating conditions;
1.3.4.2. Have a counting accuracy of ±10% across the range 1cm to the upper threshold of the
single particle count mode of the PNC against a traceable standard. At concentrations
below 100cm measurements averaged over extended sampling periods may be required
to demonstrate the accuracy of the PNC with a high degree of statistical confidence;

1.4. Recommended System Description
The following section contains the recommended practice for measurement of particle
number. However, any system meeting the performance specifications in Paragraphs 1.2.
and 1.3. is acceptable.
Figure 14 is a schematic drawing of the recommended particle sampling system.
Figure 14
Schematic of Recommended Particle Sampling System

1.4.4. Volatile Particle Remover (VPR)
The VPR shall comprise one particle number diluter (PND ), an evaporation tube and a
second diluter (PND ) in series. This dilution function is to reduce the number concentration
of the sample entering the particle concentration measurement unit to less than the upper
threshold of the single particle count mode of the PNC and to suppress nucleation within the
sample. The VPR shall provide an indication of whether or not PND and the evaporation
tube are at their correct operating temperatures.
The VPR shall achieve >99.0% vaporisation of 30nm tetracontane (CH (CH ) CH )
particles, with an inlet concentration of ≥10,000cm , by means of heating and reduction of
partial pressures of the tetracontane. It shall also achieve a particle concentration reduction
factor (f ) for particles of 30nm and 50nm electrical mobility diameters, that is no more than
30% and 20% respectively higher, and no more than 5% lower than that for particles of
100nm electrical mobility diameter for the VPR as a whole.
1.4.4.1. First Particle Number Dilution Device (PND )
The first particle number dilution device shall be specifically designed to dilute particle
number concentration and operate at a (wall) temperature of 150°C − 400°C. The wall
temperature setpoint should be held at a constant nominal operating temperature, within this
range, to a tolerance of ±10°C and not exceed the wall temperature of the ET
(Paragraph 1.4.4.2.). The diluter should be supplied with HEPA filtered dilution air and be
capable of a dilution factor of 10 to 200 times.
1.4.4.2. Evaporation Tube
The entire length of the ET shall be controlled to a wall temperature greater than or equal to
that of the first particle number dilution device and the wall temperature held at a fixed
nominal operating temperature between 300°C and 400°C, to a tolerance of ±10°C.
1.4.4.3. Second Particle Number Dilution Device (PND )
PND shall be specifically designed to dilute particle number concentration. The diluter shall
be supplied with HEPA filtered dilution air and be capable of maintaining a single dilution
factor within a range of 10 to 30 times. The dilution factor of PND shall be selected in the
range between 10 and 15 such that particle number concentration downstream of the
second diluter is less than the upper threshold of the single particle count mode of the PNC
and the gas temperature prior to entry to the PNC is <35°C.
1.4.5. Particle Number Counter (PNC)
The PNC shall meet the requirements of Paragraph 1.3.4.

2.1.4. Calibration shall also include a check, against the requirements in Paragraph 1.3.4.8., on
the PNC's detection efficiency with particles of 23nm electrical mobility diameter. A check of
the counting efficiency with 41nm particles is not required.
2.2. Calibration/Validation of the Volatile Particle Remover
2.2.1. Calibration of the VPR's particle concentration reduction factors across its full range of
dilution settings, at the instrument's fixed nominal operating temperatures, shall be required
when the unit is new and following any major maintenance. The periodic validation
requirement for the VPR's particle concentration reduction factor is limited to a check at a
single setting, typical of that used for measurement on diesel particulate filter equipped
vehicles. The Technical Service shall ensure the existence of a calibration or validation
certificate for the volatile particle remover within a 6 month period prior to the emissions test.
If the volatile particle remover incorporates temperature monitoring alarms a 12 month
validation interval shall be permissible.
The VPR shall be characterised for particle concentration reduction factor with solid
particles of 30nm, 50nm and 100nm electrical mobility diameter. Particle concentration
reduction factors (f (d)) for particles of 30nm and 50nm electrical mobility diameters shall be
no more than 30% and 20% higher respectively, and no more than 5% lower than that for
particles of 100nm electrical mobility diameter. For the purposes of validation, the mean
particle concentration reduction factor shall be within ±10% of the mean particle
concentration reduction factor ( f ) determined during the primary calibration of the VPR.
2.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and 100nm
electrical mobility diameter and a minimum concentration of 5,000 particles cm at the VPR
inlet. Particle concentrations shall be measured upstream and downstream of the
components.
The particle concentration reduction factor at each particle size (f (d )) shall be calculated as
follows;
N
f ( d ) =
N
( d )
( d )
where:
N (d ) = upstream particle number concentration for particles of diameter d ;
N (d ) = downstream particle number concentration for particles of diameter d ; and
d
= particle electrical mobility diameter (30, 50 or 100nm).
N (d ) and N (d ) shall be corrected to the same conditions.
The mean particle concentration reduction ( f ) at a given dilution setting shall be calculated
as follows;
f
f =
( 30 nm) + f ( 50 nm) + f ( 100 nm)
It is recommended that the VPR is calibrated and validated as a complete unit.
3

APPENDIX 6
VERIFICATION OF SIMULATED INERTIA
1. OBJECT
The method described in this Appendix makes it possible to check that the simulated total
inertia of the dynamometer is carried out satisfactorily in the running phase of the operating
cycle. The manufacturer of the dynamometer shall specify a method for verifying the
specifications according to Paragraph 3. of this Appendix.
2. PRINCIPLE
2.1. Drawing-up Working Equations
Since the dynamometer is subjected to variations in the rotating speed of the roller(s), the force
at the surface of the roller(s) can be expressed by the formula:
where:
F = I · γ = I · γ + F
F
I
I
γ
F
= force at the surface of the roller(s),
= total inertia of the dynamometer (equivalent inertia of the vehicle: see the table in
Paragraph 5.1.),
= inertia of the mechanical masses of the dynamometer,
= tangential acceleration at roller surface,
= inertia force.
Note: An explanation of this formula with reference to dynamometers with mechanically
simulated inertia is appended.
Thus, total inertia is expressed as follows:
where:
I = Im+ F /γ
I
F
g
can be calculated or measured by traditional methods,
can be measured on the dynamometer,
can be calculated from the peripheral speed of the rollers.
The total inertia (I) will be determined during an acceleration or deceleration test with values
higher than or equal to those obtained on an operating cycle.

APPENDIX 7
MEASUREMENT OF VEHICLE ROAD LOAD RESISTANCE TO PROGRESS OF
A VEHICLE MEASUREMENT METHOD ON THE ROAD SIMULATION
ON A CHASSIS DYNAMOMETER
1. OBJECT OF THE METHODS
The object of the methods defined below is to measure the resistance to progress of a
vehicle at stabilized speeds on the road and to simulate this resistance on a
dynamometer, in accordance with the conditions set out in Paragraph 6.2.1. of Annex 4a.
2. DEFINITION OF THE ROAD
The road shall be level and sufficiently long to enable the measurements specified in this
Appendix to be made. The slope shall be constant to within ±0.1% and shall not exceed
1.5%.
3. ATMOSPHERIC CONDITIONS
3.1. Wind
3.2. Humidity
Testing shall be limited to wind speeds averaging less than 3m/s with peak speeds of less
than 5m/s. In addition, the vector component of the wind speed across the test road shall
be less than 2m/s. Wind velocity shall be measured 0.7m above the road surface.
The road shall be dry.
3.3. Pressure and Temperature
Air density at the time of the test shall not deviate by more than ±7.5% from the reference
conditions, P = 100kPa and T = 293.2K.
4. VEHICLE PREPARATION
4.1. Selection of the Test Vehicle
4.1.1. Body
If not all variants of a vehicle type are measured, the following criteria for the selection of
the test vehicle shall be used.
If there are different types of body, the test shall be performed on the least aerodynamic
body. The manufacturer shall provide the necessary data for the selection.

5. METHODS
5.1. Energy Variation During Coast-down Method
5.1.1. On the Road
5.1.1.1. Test equipment and error
Time shall be measured to an error lower than ±0.1s.
Speed shall be measured to an error lower than ±2%.
5.1.1.2. Test Procedure
5.1.1.2.1. Accelerate the vehicle to a speed 10km/h greater than the chosen test speed V.
5.1.1.2.2. Place the gearbox in "neutral" position.
5.1.1.2.3. Measure the time taken (t ) for the vehicle to decelerate from speed
V = V + ΔVkm/h to V = V − ΔVkm/h
5.1.1.2.4. Perform the same test in the opposite direction: t .
5.1.1.2.5. Take the average T of the two times t and t .
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p) of the average
1
T = ∑ T is not more than 2% (p ≤2%)
n
The statistical accuracy (p) is defined by:
⎛ t ⋅ s ⎞
p = ⎜ ⎟

⎝ n ⎠
where:
100
T
t
= coefficient given by the following table,
n = number of tests,
s = standard deviation,
s = ∑
( T − T)
n − 1

The ratios R /R and R /R shall be specified by the vehicle manufacturer based on the
data normally available to the company.
If these values are not available, subject to the agreement of the manufacturer and the
technical service concerned, the figures for the rolling/ total resistance given by the
following formula may be used:
R
R
= a ⋅ M + b
where:
M = vehicle mass in kg and for each speed the coefficients a and b are shown in the
following table:
V (km/h)
a
b
20
7.24 · 10
0.82
40
1.59 · 10
0.54
60
1.96 · 10
0.33
80
1.85 · 10
0.23
100
1.63 · 10
0.18
120
1.57 · 10
0.14
5.1.2. On the Dynamometer
5.1.2.1. Measurement equipment and accuracy
The equipment shall be identical to that used on the road.
5.1.2.2. Test Procedure
5.1.2.2.1. Install the vehicle on the test dynamometer.
5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required by the dynamometer.
5.1.2.2.3. Adjust the equivalent inertia of the dynamometer.
5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a suitable manner.
5.1.2.2.5. Carry out the operations specified in Paragraph 5.1.1.2. above (with the exception of
Paragraphs 5.1.1.2.4. and 5.1.1.2.5.), replacing M by I in the formula set out in
Paragraph 5.1.1.2.7.

5.2.1.2.7. The average torque C determined on the track shall be corrected to the reference
ambient conditions as follows:
C =K · C
whereK has the value specified in Paragraph 5.1.1.2.8. of this Appendix.
5.2.2. On the Dynamometer
5.2.2.1. Measurement Equipment and Error
The equipment shall be identical to that used on the road.
5.2.2.2. Test Procedure
5.2.2.2.1. Perform the operations specified in Paragraphs 5.1.2.2.1. to 5.1.2.2.4. above.
5.2.2.2.2. Perform the operations specified in Paragraphs 5.2.1.2.1. to 5.2.1.2.4. above.
5.2.2.2.3. Adjust the power absorption unit to reproduce the corrected total track torque indicated in
Paragraph 5.2.1.2.7. above.
5.2.2.2.4. Proceed with the same operations as in Paragraph 5.1.2.2.7., for the same purpose.

2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases shall be carried out for
all the possible positions of the adjustment components, but for components with a
continuous variation only the positions defined in Paragraph 2.5.2.2. above shall be
adopted.
2.5.2.4. The Type II test shall be considered satisfactory if one or both of the two following
conditions is met:
2.5.2.4.1. none of the values measured in accordance with Paragraph 2.5.2.3. above exceeds the limit
values;
2.5.2.4.2. the maximum content obtained by continuously varying one of the adjustment components
while the other components are kept stable does not exceed the limit value, this condition
being met for the various combinations of adjustment components other than the one which
was varied continuously.
2.5.2.5. The possible positions of the adjustment components shall be limited:
2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest idling speed which the
engine can reach; the speed recommended by the manufacturer, minus 100r/min;
2.5.2.5.2. on the other hand, by the smallest of the following three values:
the highest speed the engine can attain by activation of the idling speed components; the
speed recommended by the manufacturer, plus 250r/min; the cut-in speed of automatic
clutches.
2.5.2.6. In addition, settings incompatible with correct running of the engine shall not be adopted as
measurement settings. In particular, when the engine is equipped with several carburettors
all the carburettors shall have the same setting.
3. SAMPLING OF GASES
3.1. The sampling probe shall be inserted into the exhaust pipe to a depth of at least 300 mm
into the pipe connecting the exhaust with the sampling bag and as close as possible to the
exhaust.
3.2. The concentration in CO (C ) and CO (C ) shall be determined from the measuring
instrument readings or recordings, by use of appropriate calibration curves.
3.3. The corrected concentration for carbon monoxide regarding four-stroke engines is:
C
= C
C
15
+ C
(% vol)

ANNEX 6
TYPE III TEST
(Verifying emissions of crankcase gases)
1. INTRODUCTION
This Annex describes the procedure for the Type III test defined in Paragraph 5.3.3. of this
Regulation.
2. GENERAL PROVISIONS
2.1. The Type III test shall be carried out on a vehicle with positive-ignition engine, which has
been, subjected to the Type I and the Type II test, as applicable.
2.2. The engines tested shall include leak-proof engines other than those so designed that even
a slight leak may cause unacceptable operating faults (such as flat-twin engines).
3. TEST CONDITIONS
3.1. Idling shall be regulated in conformity with the manufacturer's recommendations.
3.2. The measurement shall be performed in the following three sets of conditions of engine
operation:
Condition No.
1
2
3
Vehicle speed (km/h)
Idling
50 ± 2 (in 3rd gear or 'drive')
50 ± 2 (in 3rd gear or 'drive')
Condition No.
1
2
3
Power absorbed by the brake
Nil
That corresponding to the setting for Type I test at 50km/h
That for conditions No. 2, multiplied by a factor of 1.7
4. TEST METHOD
4.1. For the operation conditions as listed in Paragraph 3.2. above, reliable function of the
crankcase ventilation system shall be checked.
5. METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION SYSTEM
5.1. The Engine's Apertures shall be Left as Found.
5.2. The pressure in the crankcase shall be measured at an appropriate location. It shall be
measured at the dipstick hole with an inclined-tube manometer.

TYPE III TEST

4.2. Evaporative Emission Measurement Enclosure
The evaporative emission measurement enclosure shall be a gas-tight rectangular
measuring chamber able to contain the vehicle under test. The vehicle shall be accessible
from all sides and the enclosure when sealed shall be gas-tight in accordance with
Appendix 1 to this Annex. The inner surface of the enclosure shall be impermeable and nonreactive
to hydrocarbons. The temperature conditioning system shall be capable of
controlling the internal enclosure air temperature to follow the prescribed temperature
versus time profile throughout the test, and an average tolerance of ±1K over the duration of
the test.
The control system shall be tuned to provide a smooth temperature pattern that has a
minimum of overshoot, hunting, and instability about the desired long-term ambient
temperature profile. Interior surface temperatures shall not be less than 278K (5°C) nor
more than 328K (55°C) at any time during the diurnal emission test.
Wall design shall be such as to promote good dissipation of heat. Interior surface
temperatures shall not be below 293K (20°C), nor above 325K (52°C) for the duration of the
hot soak test.
To accommodate the volume changes due to enclosure temperature changes, either a
variable-volume or fixed-volume enclosure may be used.
4.2.1. Variable-volume Enclosure
The variable-volume enclosure expands and contracts in response to the temperature
change of the air mass in the enclosure. Two potential means of accommodating the
internal volume changes are movable panel(s), or a bellows design, in which an
impermeable bag or bags inside the enclosure expand(s) and contract(s) in response to
internal pressure changes by exchanging air from outside the enclosure. Any design for
volume accommodation shall maintain the integrity of the enclosure as specified in
Appendix 1 to this Annex over the specified temperature range.
Any method of volume accommodation shall limit the differential between the enclosure
internal pressure and the barometric pressure to a maximum value of ±0.5kPa.
The enclosure shall be capable of latching to a fixed volume. A variable volume enclosure
shall be capable of accommodating a +7% change from its 'nominal volume' (see
Appendix 1 to this Annex, Paragraph 2.1.1.), taking into account temperature and
barometric pressure variation during testing.
4.2.2. Fixed-volume Enclosure
The fixed-volume enclosure shall be constructed with rigid panels that maintain a fixed
enclosure volume, and meet the requirements below.
4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air at a low,
constant rate from the enclosure throughout the test. An inlet flow stream may provide
make-up air to balance the outgoing flow with incoming ambient air. Inlet air shall be filtered
with activated carbon to provide a relatively constant hydrocarbon level. Any method of
volume accommodation shall maintain the differential between the enclosure internal
pressure and the barometric pressure between 0 and -5kPa.

4.3. Analytical Systems
4.3.1. Hydrocarbon Analyser
4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector of the flame
ionisation detector (FlD) type. Sample gas shall be drawn from the midpoint of one side wall
or roof of the chamber and any bypass flow shall be returned to the enclosure, preferably to
a point immediately downstream of the mixing fan.
4.3.1.2. The hydrocarbon analyser shall have a response time to 90% of final reading of less than
1.5s. Its stability shall be better than 2% of full scale at zero and at 80 ± 20% of full scale
over a 15min period for all operational ranges.
4.3.1.3. The repeatability of the analyser expressed as one standard deviation shall be better than
±1% of full scale deflection at zero and at 80 ± 20% of full scale on all ranges used.
4.3.1.4. The operational ranges of the analyser shall be chosen to give best resolution over the
measurement, calibration and leak-checking procedures.
4.3.2. Hydrocarbon Analyser Data Recording System
4.3.2.1. The hydrocarbon analyser shall be fitted with a device to record electrical signal output
either by strip chart recorder or other data processing system at a frequency of at least once
per minute. The recording system shall have operating characteristics at least equivalent to
the signal being recorded and shall provide a permanent record of results. The record shall
show a positive indication of the beginning and end of the hot soak or diurnal emission test
(including beginning and end of sampling periods along with the time elapsed between start
and completion of each test).
4.4. Fuel Tank Heating (only applicable for gasoline canister load option)
4.4.1. The fuel in the vehicle tank(s) shall be heated by a controllable source of heat: for example,
a heating pad of 2,000W capacity is suitable. The heating system shall apply heat evenly to
the tank walls beneath the level of the fuel so as not to cause local overheating of the fuel.
Heat shall not be applied to the vapour in the tank above the fuel.
4.4.2. The tank heating device shall make it possible to heat the fuel in the tank evenly by 14K
from 289K (16°C) within 60min, with the temperature sensor position as in Paragraph 5.1.1.
below. The heating system shall be capable of controlling the fuel temperature to ±1.5K of
the required temperature during the tank heating process.
4.5. Temperature Recording
4.5.1. The temperature in the chamber is recorded at two points by temperature sensors which are
connected so as to show a mean value. The measuring points are extended approximately
0.1m into the enclosure from the vertical centre line of each side wall at a height of
0.9m ± 0.2m.
4.5.2. The temperatures of the fuel tank(s) are recorded by means of the sensor positioned in the
fuel tank as in Paragraph 5.1.1. below in the case of use of the gasoline canister load option
(Paragraph 5.1.5. below).
4.5.3. Temperatures shall, throughout the evaporative emission measurements be recorded or
entered into a data processing system at a frequency of at least once per minute.

4.9.
Additional Equipment
4.9.1.
The absolute humidity in the test area shall be measurable to within ±5%.
5.
TEST PROCEDURE
5.1.
Test Preparation
5.1.1.
The vehicle is mechanically prepared before the test as follows:
(a)
(b)
(c)
(d)
(e)
The exhaust system of the vehicle shall not exhibit any leaks.
The vehicle may be steam-cleaned before the test.
In the case of use of the gasoline canister load option (Paragraph 5.1.5. below) the
fuel tank of the vehicle shall be equipped with a temperature sensor to enable the
temperature to be measured at the midpoint of the fuel in the fuel tank when filled to
40% of its capacity.
Additional fittings, adaptors of devices may be fitted to the fuel system in order to
allow a complete draining of the fuel tank. For this purpose it is not necessary to
modify the shell of the tank,
The manufacturer may propose a test method in order to take into account the loss of
hydrocarbons by evaporation coming only from the fuel system of the vehicle.
5.1.2. The vehicle is taken into the test area where the ambient temperature is between 293 and
303K (20°C and 30°C).
5.1.3. The ageing of the canister(s) has to be verified. This may be done by demonstrating that it
has accumulated a minimum of 3,000km. If this demonstration is not given, the following
procedure is used. In the case of a multiple canister system each canister shall undergo the
procedure separately.
5.1.3.1. The canister is removed from the vehicle. Special care shall be taken during this step to
avoid damage to components and the integrity of the fuel system.
5.1.3.2. The weight of the canister shall be checked.
5.1.3.3. The canister is connected to a fuel tank, possibly an external one, filled with reference fuel,
to 40% volume of the fuel tank(s).
5.1.3.4. The fuel temperature in the fuel tank shall be between 183K and 287K (10 and 14°C).
5.1.3.5. The (external) fuel tank is heated from 288K to 318K (15 to 45°C) (1°C increase every
9min).
5.1.3.6. If the canister reaches breakthrough before the temperature reaches 318K (45°C), the heat
source shall be turned off. Then the canister is weighed. If the canister did not reach
breakthrough during the heating to 318K (45°C), the procedure from Paragraph 5.1.3.3.
above shall be repeated until breakthrough occurs.

5.1.5.4. The fuel may be artificially heated to the starting diurnal temperature of 293K (20°C) ±1K.
5.1.5.5. When the fuel temperature reaches at least 292K (19°C), the following steps shall be taken
immediately: the purge blower shall be turned off; enclosure doors closed and sealed; and
measurement initiated of the hydrocarbon level in the enclosure.
5.1.5.6. When the fuel temperature of the fuel tank reaches 293K (20°C), a linear heat build of 15K
(15°C) begins. The fuel shall be heated in such a way that the temperature of the fuel during
the heating conforms to the function below to within ±1.5K. The elapsed time of the heat
build and temperature rise is recorded.
T = T + 0.2333 × t
where:
T
T
t
= required temperature (K);
= initial temperature (K);
= time from start of the tank heat build in minutes.
5.1.5.7. As soon as break-through occurs or when the fuel temperature reaches 308K (35°C),
whichever occurs first, the heat source is turned off, the enclosure doors unsealed and
opened, and the vehicle fuel tank cap(s) removed. If break-through has not occurred by the
time the fuel temperature 308K (35°C), the heat source is removed from the vehicle, the
vehicle removed from the evaporative emission enclosure and the entire procedure outlined
in Paragraph 5.1.7. below repeated until break-through occurs.
5.1.6. Butane Loading to Breakthrough
5.1.6.1. If the enclosure is used for the determination of the breakthrough (see Paragraph 5.1.4.2.
above) the vehicle shall be placed, with the engine shut off, in the evaporative emission
enclosure.
5.1.6.2. The evaporative emission canister shall be prepared for the canister loading operation. The
canister shall not be removed from the vehicle, unless access to it in its normal location is
so restricted that loading can only reasonably be accomplished by removing the canister
from the vehicle. Special care shall be taken during this step to avoid damage to the
components and the integrity of the fuel system.
5.1.6.3. The canister is loaded with a mixture composed of 50% butane and 50% nitrogen by volume
at a rate of 40 grams butane per hour.
5.1.6.4. As soon as the canister reaches breakthrough, the vapour source shall be shut off.
5.1.6.5. The evaporative emission canister shall then be reconnected and the vehicle restored to its
normal operating condition.
5.1.7. Fuel Drain and Refill
5.1.7.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be
done so as not to abnormally purge or abnormally load the evaporative control devices fitted
to the vehicle. Removal of the fuel cap is normally sufficient to achieve this.

5.5.6. The start of a 60 ± 0.5min hot soak period begins when the chamber is sealed. The
hydrocarbon concentration, temperature and barometric pressure are measured to give the
initial readings C , P and T for the hot soak test. These figures are used in the
evaporative emission calculation, Paragraph 6. below. The ambient temperature T of the
enclosure shall not be less than 296K and no more than 304K during the 60min hot soak
period.
5.5.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the
60 ± 0.5min test period.
5.5.8. At the end of the 60 ± 0.5min test period, the hydrocarbon concentration in the chamber
shall be measured. The temperature and the barometric pressure are also measured. These
are the final readings C , P and T for the hot soak test used for the calculation in
Paragraph 6. below.
5.6. Soak
5.6.1. The test vehicle shall be pushed or otherwise moved to the soak area without use of the
engine and soaked for not less than 6h and not more than 36h between the end of the hot
soak test and the start of the diurnal emission test. For at least 6h of this period the vehicle
shall be soaked at 293 ±2K (20 ± 2°C).
5.7. Diurnal Test
5.7.1. The test vehicle shall be exposed to one cycle of ambient temperature according to the
profile specified in Appendix 2 to this Annex with a maximum deviation of ±2K at any time.
The average temperature deviation from the profile, calculated using the absolute value of
each measured deviation, shall not exceed ±1K. Ambient temperature shall be measured at
least every minute. Temperature cycling begins when time T = 0, as specified in
Paragraph 5.7.6. below.
5.7.2. The measuring chamber shall be purged for several minutes immediately before the test
until a stable background is obtainable. The chamber mixing fan(s) shall also be switched
on at this time.
5.7.3. The test vehicle, with the engine shut off and the test vehicle windows and luggage
compartment(s) opened shall be moved into the measuring chamber. The mixing fan(s)
shall be adjusted in such a way as to maintain a minimum air circulation speed of 8km/h
under the fuel tank of the test vehicle.
5.7.4. The hydrocarbon analyser shall be zeroed and spanned immediately before the test.
5.7.5. The enclosure doors shall be closed and gas-tight sealed.
5.7.6. Within 10min of closing and sealing the doors, the hydrocarbon concentration, temperature
and barometric pressure are measured to give the initial readings C , P and T for the
diurnal test. This is the point where time T = 0
5.7.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the
test.

6.2. Overall Results of Test
The overall hydrocarbon mass emission for the vehicle is taken to be:
M = M + M
where:
M = overall mass emissions of the vehicle (grams)
M
= hydrocarbon mass emission for diurnal test (grams)
M = hydrocarbon mass emission for the hot soak (grams).
7. CONFORMITY OF PRODUCTION
7.1. For routine end-of-production line testing, the holder of the approval may demonstrate
compliance by sampling vehicles which shall meet the following requirements.
7.2. Test for Leakage
7.2.1. Vents to the atmosphere from the emission control system shall be isolated.
7.2.2. A pressure of 370 ± 10mm of H O shall be applied to the fuel system.
7.2.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure
source.
7.2.4. Following isolation of the fuel system, the pressure shall not drop by more than 50mm of
H O in 5min.
7.3. Test for Venting
7.3.1. Vents to the atmosphere from the emission control shall be isolated.
7.3.2. A pressure of 370 ± 10mm of H O shall be applied to the fuel system.
7.3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure
source.
7.3.4. The venting outlets from the emission control systems to the atmosphere shall be reinstated
to the production condition.
7.3.5. The pressure of the fuel system shall drop to below 100mm of H O in not less than 30s but
within 2min.
7.3.6. At the request of the manufacturer, the functional capacity for venting can be demonstrated
by equivalent alternative procedure. The specific procedure should be demonstrated by the
manufacturer to the technical service during the type approval procedure.

APPENDIX 1
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION TESTING
1. CALIBRATION FREQUENCY AND METHODS
1.1. All equipment shall be calibrated before its initial use and then calibrated as often as
necessary and in any case in the month before type-approval testing. The calibration
methods to be used are described in this Appendix.
1.2. Normally the series of temperatures which are mentioned first shall be used. The series of
temperatures within square brackets may alternatively be used.
2. CALIBRATION OF THE ENCLOSURE
2.1. Initial Determination of Internal Volume of the Enclosure
2.1.1. Before its initial use, the internal volume of the chamber shall be determined as follows:
The internal dimensions of the chamber are carefully measured, allowing for any
irregularities such as bracing struts. The internal volume of the chamber is determined from
these measurements.
For variable-volume enclosures, the enclosure shall be latched to a fixed volume when the
enclosure is held at an ambient temperature of 303K (30°C) [(302K (29°C)]. This nominal
volume shall be repeatable within ±0.5% of the reported value.
2.1.2. The net internal volume is determined by subtracting 1.42m from the internal volume of the
chamber. Alternatively the volume of the test vehicle with the luggage compartment and
windows open may be used instead of the 1.42m .
2.1.3. The chamber shall be checked as in Paragraph 2.3. below. If the propane mass does not
correspond to the injected mass to within ±2% then corrective action is required.
2.2. Determination of Chamber Background Emissions
This operation determines that the chamber does not contain any materials that emit
significant amounts of hydrocarbons. The check shall be carried out at the enclosure's
introduction to service, after any operations in the enclosure which may affect background
emissions and at a frequency of at least once per year.
2.2.1. Variable-volume enclosures may be operated in either latched or unlatched volume
configuration, as described in Paragraph 2.1.1. above, ambient temperatures shall be
maintained at 308K ± 2K (35 ± 2°C) [309K ± 2K (36 ± 2°C)], throughout the 4h period
mentioned below.
2.2.2. Fixed volume enclosures shall be operated with the inlet and outlet flow streams closed.
Ambient temperatures shall be maintained at 308K ± 2K (35 ± 2°C) [309K ± 2K (36 ± 2°C)]
throughout the 4h period mentioned below.
2.2.3. The enclosure may be sealed and the mixing fan operated for a period of up to 12h before
the 4h background sampling period begins.

2.3.7. Based on the readings taken according to Paragraphs 2.3.4 and 2.3.6 above and the
formula in Paragraph 2.4. below, the mass of propane in the enclosure is calculated. This
shall be within ±2% of the mass of propane measured in Paragraph 2.3.5. above.
2.3.8. For variable-volume enclosures the enclosure shall be unlatched from the nominal volume
configuration. For fixed-volume enclosures, the outlet and inlet flow streams shall be
opened.
2.3.9. The process is then begun of cycling the ambient temperature from 308K (35°C) to 293K
(20°C) and back to 308K (35°C) [308.6K (35.6°C) to 295.2K (22.2°C) and back to 308.6K
(35.6°C)] over a 24h period according to the profile [alternative profile] specified in
Appendix 2 to this Annex within 15min of sealing the enclosure. (Tolerances as specified in
Paragraph 5.7.1. of Annex 7).
2.3.10. At the completion of the 24h cycling period, the final hydrocarbon concentration,
temperature and barometric pressure are measured and recorded. These are the final
readings C , P and T for the hydrocarbon retention check.
2.3.11. Using the formula in Paragraph 2.4. below, the hydrocarbon mass is then calculated from
the readings taken in Paragraphs 2.3.10. and 2.3.6. above. The mass may not differ by
more than 3% from the hydrocarbon mass given in Paragraph 2.3.7. above.
2.4. Calculations
The calculation of net hydrocarbon mass change within the enclosure is used to determine
the chamber's hydrocarbon background and leak rate. Initial and final readings of
hydrocarbon concentration, temperature and barometric pressure are used in the following
formula to calculate the mass change.
M
= k × V × 10
⎛ C × P C × P


⎝ T
T


+ M

− M
where:
M = hydrocarbon mass in grams,
M
=
mass of hydrocarbons exiting the enclosure, in the case of fixed-volume
enclosures for diurnal emission testing (grams),
M
=
mass of hydrocarbons entering the enclosure when a fixed-volume enclosure
is used for testing diurnal emissions (grams),
C
=
hydrocarbon concentration in the enclosure (ppm carbon (note ppm carbon
= ppm propane × 3)),
V = enclosure volume in cubic metres,
T = ambient temperature in the enclosure, K,
P = barometric pressure, kPa,
k = 17.6;

4.4. Using the coefficients of the polynomial derived from Paragraph 3.2. above, a table of
indicated reading against true concentration shall be drawn up in steps of no greater than
1% of full scale. This is to be carried out for each analyser range calibrated. The table shall
also contain other relevant data such as:
(a)
(b)
(c)
(d)
(e)
(f)
Date of calibration, span and zero potentiometer readings (where applicable),
Nominal scale,
Reference data of each calibration gas used,
The actual and indicated value of each calibration gas used together with the
percentage differences.
FID fuel and type.
FID air pressure.
4.5. If it can be shown to the satisfaction of the technical service that alternative technology
(e.g. computer, electronically controlled range switch) can give equivalent accuracy, then
those alternatives may be used.

ANNEX 8
TYPE VI TEST
(Verifying the average exhaust emissions of carbon monoxide
and hydrocarbons after a cold start at low ambient temperature)
1. INTRODUCTION
This Annex applies only to vehicles with positive-ignition engines. It describes the
equipment required and the procedure for the Type VI test defined in Paragraph 5.3.5 of this
Regulation in order to verify the emissions of carbon monoxide and hydrocarbons at low
ambient temperatures. Topics addressed in this Regulation include:
(i)
(ii)
(iii)
Equipment requirements;
Test conditions;
Test procedures and data requirements.
2. TEST EQUIPMENT
2.1. Summary
2.1.1. This chapter deals with the equipment needed for low ambient temperature exhaust
emission tests of positive-ignition engined vehicles. Equipment required and specifications
are equivalent to the requirements for the Type I test as specified in Annex 4, with
appendices, if specific requirements for the Type VI test are not prescribed. Paragraphs 2.2
to 2.6 describe deviations applicable to Type VI low ambient temperature testing.
2.2. Chassis Dynamometer
2.2.1. The requirements of Paragraph 4.1 of Annex 4 apply. The dynamometer shall be adjusted
to simulate the operation of a vehicle on the road at 266K (-7°C). Such adjustment may be
based on a determination of the road load force profile at 266K (-7°C). Alternatively the
driving resistance determined according to Appendix 3 of Annex 4 may be adjusted for a
10% decrease of the coast-down time. The technical service may approve the use of other
methods of determining the driving resistance.
2.2.2. For calibration of the dynamometer the provisions of Appendix 2 to Annex 4 apply.
2.3. Sampling System
2.3.1. The provisions of Paragraph 4.2 of Annex 4 and Appendix 5 to Annex 4 apply.
Paragraph 2.3.2 of Appendix 5 is modified to read:
"The piping configuration, flow capacity of the CVS, and the temperature and specific
humidity of the dilution air (which may be different from the vehicle combustion air source)
shall be controlled so as to virtually eliminate water condensation in the system (a flow of
0.142 to 0.165m /s is sufficient for most vehicles)."

Figure 8/1
Procedure for Low Ambient Temperature Test
3.4. Test Fuel
3.4.1. The test fuel must comply with the specifications given in Paragraph 3 of Annex 10.

4.3.3. Forced Method
The vehicle shall be stored for not more than 36h prior to the low ambient temperature
exhaust emission test.
4.3.3.1. The vehicle shall not be stored at ambient temperatures which exceed 303K (30°C) during
this period.
4.3.3.2. Vehicle cooling may be accomplished by force-cooling the vehicle to the test temperature. If
cooling is augmented by fans, the fans shall be placed in a vertical position so that the
maximum cooling of the drive train and engine is achieved and not primarily the sump. Fans
shall not be placed under the vehicle.
4.3.3.3. The ambient temperature need only be stringently controlled after the vehicle has been
cooled to: 266K (-7°C) ± 2 K, as determined by a representative bulk oil temperature.
A representative bulk oil temperature is the temperature of the oil measured near the middle
of the oil sump, not at the surface or at the bottom of the oil sump. If two or more diverse
locations in the oil are monitored, they shall all meet the temperature requirements.
4.3.3.4. The vehicle shall be stored for at least one hour after is has been cooled to 266K (-7°C)
± 2K, prior to the low ambient temperature exhaust emission test. The ambient temperature
(dry bulb) during this period shall average 266K (-7°C) ± 3K, and shall not be less than 260K
(-13°C) nor more than 272K (-1°C),
In addition, the temperature may not fall below 263K (-10°C) or exceed 269K (-4°C), for
more than three consecutive minutes.
4.3.4. If the vehicle is stabilised at 266K (-7°C), in a separate area and is moved through a warm
area to the test cell, the vehicle shall be destabilised in the test cell for at least six times the
period the vehicle is exposed to warmer temperatures. The ambient temperature (dry bulb)
during this period shall average 266K (-7°C) ± 3K and shall not be less than 260K (-13°C)
nor more than 272K (-1°C).
In addition, the temperature may not fall below 263K (-10°C) or exceed 269K (-4°C), for
more than three consecutive minutes.
5. DYNAMOMETER PROCEDURE
5.1. Summary
5.1.1. The emission sampling is performed over a test procedure consisting of the Part One cycle
(Annex 4, Appendix 1, Figure 1/1). Engine start-up, immediate sampling, operation over the
Part One cycle and engine shut-down make a complete low ambient temperature test, with
a total test time of 780s. The exhaust emissions are diluted with ambient air and a
continuously proportional sample is collected for analysis. The exhaust gases collected in
the bag are analysed for hydrocarbons, carbon monoxide, and carbon dioxide. A parallel
sample of the dilution air is similarly analysed for carbon monoxide, hydrocarbons and
carbon dioxide.

5.2.10. The total driving distance or roller revolutions measured are recorded.
5.2.11. A four-wheel drive vehicle shall be tested in a two-wheel drive mode of operation. The
determination of the total road force for dynamometer setting is performed while operating
the vehicle in its primary designed driving mode.
5.3. Performing the Test
5.3.1. The provisions of Paragraphs 6.2 to 6.6, excluding 6.2.2, of Annex 4 apply in respect of
starting the engine, carrying out the test and taking the emission samples. The sampling
begins before or at the initiation of the engine start-up procedure and ends on conclusion of
the final idling period of the last elementary cycle of the Part One (urban driving cycle), after
780s.
The first driving cycle starts with a period of 11s idling as soon as the engine has started.
5.3.2. For the analysis of the sampled emissions the provisions of Paragraph 7.2 of Annex 4 apply.
In performing the exhaust sample analysis the technical service shall exercise care to
prevent condensation of water vapour in the exhaust gas sampling bags.
5.3.3. For the calculations of the mass emissions the provisions of Paragraph 8 of Annex 4 apply.
6. OTHER REQUIREMENTS
6.1. Irrational Emission Control Strategy
6.1.1. Any irrational emission control strategy which results in a reduction in effectiveness of the
emission control system under normal operating conditions at low temperature driving, so
far as not covered by the standardised emission tests, may be considered a defeat device.

The schedule is then restarted from the beginning. The maximum speed of each cycle is
given in the following table.
Table 9.1
Maximum Speed of Each Cycle
Cycle
1
2
3
4
5
6
7
8
9
10
11
Cycle speed in km/h
64
48
64
64
56
48
56
72
56
89
113
Figure 9/1
Driving Schedule

The data will be acceptable for use in the calculation of the deterioration factor only if the
interpolated 6,400km and 80,000km points on this line are within the above-mentioned
limits.
The data are still acceptable when a best fit straight line crosses an applicable limit with a
negative slope (the 6,400km interpolated point is higher than the 80,000km interpolated
point) but the actual 80,000km actual data point is below the limit.
A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant
as follows:
where:
Mi
D .E.F. =
Mi
Mi
Mi
= mass emission of the pollutant i in g/km interpolated to 6,400km,
= mass emission of the pollutant i in g/km interpolated to 80,000km.
These interpolated values shall be carried out to a minimum of four places to the right of the
decimal point before dividing one by the other to determine the deterioration factor. The
result shall be rounded to three places to the right of the decimal point.
If a deterioration factor is less than one, it is deemed to be equal to one.

1.2. Technical Data on the Reference Fuel to be used for Testing Vehicles Equipped with
Diesel Engine
Type:
Diesel fuel
Parameter
Unit
Minimum
Limits
Maximum
Cetane number 52.0 54.0 EN-ISO 5165
Density at 15°C kg/m 833 837 EN-ISO 3675
Distillation:
50% point
95%
final boiling point
°C
°C
°C
245
345


350
370
EN-ISO 3405
EN-ISO 3405
EN-ISO 3405
Test Method
Flash point
°C
55

EN 22719
CFPP
°C

-5
EN 116
Viscosity at 40°C
mm /s
2.5
3.5
EN-ISO 3104
Polycyclic aromatic
% m/m
3
6.0
IP 391
hydrocarbons
Sulphur content
mg/kg

300
prEN-ISO/DIS 14596
Copper corrosion

1
EN-ISO 2160
Conradson carbon residue
% m/m

0.2
EN-ISO 10370
(10% DR)
Ash content
% m/m

0.01
EN-ISO 6245
Water content
% m/m

0.02
EN-ISO 12937
Neutralisation (strong acid)
mg

0.02
ASTM D 974-95
number
KOH/g
Oxidation stability
mg/ml

0.025
EN-ISO 12205
New and better method for
polycyclic aromatics under
development
% m/m


EN 12916

Alternatively
Type:
Petrol (E5)
Parameter
Unit
Limits
Minimum Maximum
Test Method
Research octane number, RON
95.0

EN 25164
prEN ISO 5164
Motor octane number, MON
85.0

EN 25163
prEN ISO 5163
Density at 15°C
kg/m
743
756
EN ISO 3675
EN ISO 12185
Vapour pressure
kPa
56.0
60.0
EN ISO 13016-1 (DVPE)
Water content
% v/v
0.015
ASTM E 1064
Distillation:
evaporated at 70°C
evaporated at 100°C
evaporated at 150°C
final boiling point
% v/v
% v/v
% v/v
°C
24.0
48.0
82.0
190
44.0
60.0
90.0
210
EN-ISO 3405
EN-ISO 3405
EN-ISO 3405
EN-ISO 3405
Residue
% v/v

2.0
EN-ISO 3405
Hydrocarbon analysis:
Olefins
% v/v
3.0
13.0
ASTM D 1319
Aromatics
% v/v
29.0
35.0
ASTM D 1319
Benzene
% v/v

1.0
EN 12177
Saturates
% v/v
Report
ASTM D 1319
Carbon/hydrogen ratio
Report
Carbon/oxygen ratio
Report
Induction period
minutes
480

EN-ISO 7536
Oxygen content
% m/m
Report
EN 1601
Existent gum
mg/ml

0.04
EN-ISO 6246
Sulphur content
mg/kg − 10 EN ISO 20846
EN ISO 20884
Copper corrosion

Class 1
EN-ISO 2160
Lead content
mg/l

5
EN 237
Phosphorus content
mg/l

1.3
ASTM D 3231
Ethanol
% v/v
4.7
5.3
EN 1601/EN 13132

2.2. Technical Data on the Reference Fuel to be used for Testing Vehicles Equipped with
Diesel Engine
Type:
Diesel fuel (B0)
Parameter
Unit
Minimum
Limits
Maximum
Cetane number 52.0 54.0 EN-ISO 5165
Density at 15°C kg/m 833 837 EN-ISO 3675
Distillation
50% point
95% point
final boiling point
°C
°C
°C
245
345


350
370
EN-ISO 3405
EN-ISO 3405
EN-ISO 3405
Test Method
Flash point
°C
55

EN 22719
CFPP
°C

-5
EN 116
Viscosity at 40°C
mm /s
2.3
3.3
EN-ISO 3104
Polycyclic aromatic
% m/m
3.0
6.0
IP 391
hydrocarbons
Sulphur content
mg/kg

10
ASTM D 5453
Copper corrosion

Class 1
EN-ISO 2160
Conradson carbon residue
% m/m

0.2
EN-ISO 10370
(10% DR)
Ash content
% m/m

0.01
EN-ISO 6245
Water content
% m/m

0.02
EN-ISO 12937
Neutralisation (strong acid)
mg

0.02
ASTM D 974
number
KOH/g
Oxidation stability
mg/ml

0.025
EN-ISO 12205
Lubricity (HFRR wear scan
diameter at 60°C)
μm

400
CEC F-06-A-96
FAME
Prohibited

3. SPECIFICATIONS OF REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT TEMPERATURE −
TYPE VI TEST
Type:
Unleaded petrol (E0)
Parameter
Unit
Minimum
Limits
Maximum
Test Method
Research octane number, RON
95.0

EN 25164
Motor octane number, MON
85.0

EN 25163
Density at 15°C
kg/m
740
754
ISO 3675
Reid vapour pressure
kPa
56.0
95.0
prEN ISO 13016-1 (DVPE)
Distillation
evaporated at 70°C
evaporated at 100°C
evaporated at 150°C
final boiling point
% v/v
% v/v
% v/v
°C
24.0
50.0
83.0
190
40.0
58.0
89.0
210
EN-ISO 3405
EN-ISO 3405
EN-ISO 3405
EN-ISO 3405
Residue % v/v − 2.0 EN-ISO 3405
Hydrocarbon analysis:
olefins
aromatics
% v/v
% v/v

29.0
10.0
35.0
ASTM D 1319
ASTM D 1319
saturates
% v/v
Report
ASTM D 1319
benzene
% v/v

1.0
prEN 12177
Carbon/hydrogen ratio
Report
Induction period
minutes
480

EN-ISO 7536
Oxygen content
% m/m

1.0
EN 1601
Existent gum
mg/ml

0.04
EN-ISO 6246
Sulphur content
mg/kg

10
ASTM D 5453
Copper corrosion

Class 1
EN-ISO 2160
Lead content
mg/l

5
EN 237
Phosphorus content
mg/l

1.3
ASTM D 3231

ANNEX 10a
1. SPECIFICATIONS OF GASEOUS REFERENCE FUELS
1.1. TECHNICAL DATA OF THE LPG REFERENCE FUELS
1.1.1. Technical Data of the LPG Reference Fuels used for Testing Vehicles to the Emission Limits
Given in Row A of the Table in Paragraph 5.3.1.4. − Type I Test
Parameter Unit Fuel A Fuel B Test Method
Composition: ISO 7941
C -content % vol 30 ± 2 85 ± 2
C -content % vol balance balance
< C , > C % vol maximum 2 maximum 2
Olefins % vol maximum 12 maximum 15
Evaporation residue mg/kg maximum 50 maximum 50 ISO 13757
Water at 0°C free free Visual inspection
Total sulphur content mg/kg maximum 50 maximum 50 EN 24260
Hydrogen sulphide none none ISO 8819
Copper strip corrosion rating Class 1 Class 1 ISO 6251
Odour characteristic characteristic
Motor octane number minimum 89 minimum 89 EN 589 Annex B

1.2. Technical Data of the NG Reference Fuels
Characteristics Units Basis
Reference fuel G
Composition:
Methane
Balance
N
% mole
% mole
% mole
100

Minimum
99

Limits
Maximum
100
1
Test Method
ISO 6974
ISO 6974
ISO 6974
Sulphur content mg/m − − 10 ISO 6326-5
Wobbe Index (net) MJ/m 48.2 47.2 49.2
Reference fuel G
Composition:
Methane
Balance
N
% mole
% mole
% mole
86

14
84

12
88
1
16
ISO 6974
ISO 6974
ISO 6974
Sulphur content mg/m − − 10 ISO 6326-5
Wobbe Index (net) MJ/m 39.4 38.2 40.6
Inerts (different from N ) + C + C

2.11. "A warm-up cycle" means sufficient vehicle operation such that the coolant temperature has
risen by at least 22K from engine starting and reaches a minimum temperature of 343K
(70°C).
2.12. A "Fuel trim" refers to feedback adjustments to the base fuel schedule. Short-term fuel trim
refers to dynamic or instantaneous adjustments. Long-term fuel trim refers to much more
gradual adjustments to the fuel calibration schedule than short-term trim adjustments. These
long-term adjustments compensate for vehicle differences and gradual changes that occur
over time.
2.13. A "Calculated load value" refers to an indication of the current airflow divided by peak
airflow, where peak airflow is corrected for altitude, if available. This definition provides a
dimensionless number that is not engine specific and provides the service technician with an
indication of the proportion of engine capacity that is being used (with wide open throttle as
100%);
Current airflow
CLV =
×
Peak airflow
( at sea level)
Atmospheric pressure
Barometric pressure
( at sea level)
2.14. "Permanent emission default mode" refers to a case where the engine management
controller permanently switches to a setting that does not require an input from a failed
component or system where such a failed component or system would result in an increase in
emissions from the vehicle to a level above the limits given in Paragraph 3.3.2. of this Annex.
2.15. "Power take-off unit" means an engine-driven output provision for the purposes of powering
auxiliary, vehicle mounted, equipment.
2.16. "Access" means the availability of all emission-related OBD data including all fault codes
required for the inspection, diagnosis, servicing or repair of emissions-related parts of the
vehicle, via the serial interface for the standard diagnostic connection (pursuant to Appendix 1
to this Annex, Paragraph 6.5.3.5).
2.17. "Unrestricted" means:
2.17.1. Access not dependent on an access code obtainable only from the manufacturer, or a similar
device, or
2.17.2. Access allowing evaluation of the data produced without the need for any unique decoding
information, unless that information itself is standardised.
2.18. "Standardised" means that all data stream information, including all fault codes used, shall
be produced only in accordance with industry standards which, by virtue of the fact that their
format and their permitted options are clearly defined, provide for a maximum level of
harmonisation in the motor vehicle industry, and whose use is expressly permitted in this
Regulation.

3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting temperatures below
266K (-7°C) or at elevations over 2,500 metres above sea level provided the manufacturer
submits data and/or an engineering evaluation which adequately demonstrate that monitoring
would be unreliable when such conditions exist. A manufacturer may also request
disablement of the OBD system at other ambient engine starting temperatures if he
demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis
would occur under such conditions. It is not necessary to illuminate the malfunction indicator
(MI) if the OBD thresholds are exceeded during a regeneration provided no defect is present.
3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, disablement of
affected monitoring systems is permitted provided disablement occurs only when the power
take-off unit is active.
3.2.2. Engine Misfire in Vehicles Equipped with Positive-ignition Engines
3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those declared
to the authority, under specific engine speed and load conditions where it can be
demonstrated to the authority that the detection of lower levels of misfire would be unreliable.
3.2.2.2. When a manufacturer can demonstrate to the authority that the detection of higher levels of
misfire percentages is still not feasible, or that misfire cannot be distinguished from other
effects (e.g. rough roads, transmission shifts, after engine starting; etc.) the misfire monitoring
system may be disabled when such conditions exist.
3.3. Description of Tests
3.3.1. The test are carried out on the vehicle used for the Type V durability test, given in Annex 9,
and using the test procedure in Appendix 1 to this Annex. Tests are carried out at the
conclusion of the Type V durability testing.
When no Type V durability testing is carried out, or at the request of the manufacturer, a
suitably aged and representative vehicle may be used for these OBD demonstration tests.
3.3.2. The OBD system shall indicate the failure of an emission-related component or system when
that failure results in emissions exceeding the threshold limits given below:
Reference
mass
(RM) (kg)
Mass of
carbon
monoxide
CO
L (g/km)
Mass of total
hydrocarbons
THC
L (g/km)
Mass of oxides
of nitrogen
NO
L (g/km)
Mass of
particulates
PM
L (g/km)
Category Class
Petrol Diesel Petrol
Diesel
Petrol Diesel
Diesel
M

all
3.20
3.20
0.40
0.40
0.60
1.20
0.18
N
I
RM ≤1,305
3.20
3.20
0.40
0.40
0.60
1.20
0.18
II
1,305 < RM ≤1,760
5.80
4.00
0.50
0.50
0.70
1.60
0.23
III
1,760 < RM
7.30
4.80
0.60
0.60
0.80
1.90
0.28

3.3.4.5. Unless otherwise monitored, any other emission-related power-train component connected to
a computer shall be monitored for circuit continuity.
3.3.5. Manufacturers may demonstrate to the approval authority that certain components or systems
need not be monitored if, in the event of their total failure or removal, emissions do not
exceed the emission limits given in Paragraph 3.3.2.
3.4. A sequence of diagnostic checks shall be initiated at each engine start and completed at least
once provided that the correct test conditions are met. The test conditions shall be selected in
such a way that they all occur under normal driving as represented by the Type I test.
3.5. Activation of Malfunction Indicator (MI)
3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle
operator. The MI shall not be used for any other purpose except to indicate emergency
start-up or limp-home routines to the driver. The MI shall be visible in all reasonable lighting
conditions. When activated, it shall display a symbol in conformity with ISO 2575 . A vehicle
shall not be equipped with more than one general purpose MI for emission-related problems.
Separate specific purpose tell-tales (e.g. brake system, fasten seat belt, oil pressure, etc.) are
permitted. The use of red colour for an MI is prohibited.
3.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the
manufacturer shall provide data and/or an engineering evaluation which adequately
demonstrates that the monitoring system is equally effective and timely in detecting
component deterioration. Strategies requiring on average more than 10 driving cycles for MI
activation are not accepted. The MI shall also activate whenever the engine control enters a
permanent emission default mode of operation if the emission limits given in Paragraph 3.3.2
are exceeded or if the OBD system is unable to fulfil the basic monitoring requirements
specified in Paragraph 3.3.3. or 3.3.4. of this Annex. The MI must operate in a distinct
warning mode, e.g. a flashing light, under any period during which engine misfire occurs at a
level likely to cause catalyst damage, as specified by the manufacturer. The MI must also
activate when the vehicle's ignition is in the "key-on" position before engine starting or
cranking and de-activate after engine starting if no malfunction has previously been detected.
3.6. The OBD system must record fault code(s) indicating the status of the emission-control
system. Separate status codes must be used to identify correctly functioning emission control
systems and those emission control systems which need further vehicle operation to be fully
evaluated. If the MI is activated due to deterioration or malfunction or permanent emission
default modes of operation, a fault code must be stored that identifies the type of malfunction.
A fault code must also be stored in the cases referred to in Paragraphs 3.3.3.5. and 3.3.4.5.
of this Annex.
3.6.1. The distance travelled by the vehicle while the MI is activated shall be available at any instant
through the serial port on the standard link connector .
3.6.2. In the case of vehicles equipped with positive-ignition engines, misfiring cylinders need not be
uniquely identified if a distinct single or multiple cylinder misfire fault code is stored.

(c)
(d)
extinguishing the MI (see Paragraph 3.7. of this Annex),
erasing a fault code (see Paragraph 3.8. of this Annex).
3.9.2.2. The separate OBD systems can reside in either one or more computers.
3.9.3. Specific Requirements Regarding the Transmission of Diagnostic Signals from Bi-fuelled Gas
Vehicles
3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be transmitted on one or
more source addresses. The use of source addresses is described in ISO DIS 15031-5 "Road
vehicles - communication between vehicles and external test equipment for emissions-related
diagnostics 5 Part 5: Emissions-related diagnostic services", dated November 1, 2001.
3.9.3.2. Identification of fuel specific information can be realised:
(a)
(b)
(c)
by use of source addresses and/or
by use of a fuel select switch and/or
by use of fuel specific fault codes.
3.9.4. Regarding the Status Code (as described in Paragraph 3.6. of this Annex), one of the
following two options has to be used, if one or more of the diagnostics reporting readiness is
fuel type specific:
(a)
(b)
the status code is fuel specific, i.e. use of two status codes, one for each fuel type;
the status code shall indicate fully evaluated control systems for both fuel types (petrol
and NG/LPG) when the control systems are fully evaluated for one of the fuel types.
If none of the diagnostics reporting readiness is fuel type specific, then only one status code
has to be supported.
4. REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD DIAGNOSTIC
SYSTEMS
4.1. A manufacturer may request to the authority that an OBD system be accepted for
type-approval even though the system contains one or more deficiencies such that the
specific requirements of this Annex are not fully met.
4.2. In considering the request, the authority shall determine whether compliance with the
requirements of this Annex is infeasible or unreasonable.
The authority shall take into consideration data from the manufacturer that details such
factors as, but not limited to, technical feasibility, lead time and production cycles including
phase-in or phase-out of engines or vehicle designs and programmed upgrades of
computers, the extent to which the resultant OBD system will be effective in complying with
the requirements of this Regulation and that the manufacturer has demonstrated an
acceptable level of effort towards compliance with the requirements of this Regulation.
4.2.1. The authority will not accept any deficiency request that includes the complete lack of a
required diagnostic monitor.

– the administrative department shall transmit this information to the administrative
departments of the Contracting Parties and the administrative department which
granted the original type-approval shall attach this information to Annex 1 of the vehicle
type-approval information.
This requirement shall not invalidate any approval previously granted pursuant to
Regulation No. 83 nor prevent extensions to such approvals under the terms of the
Regulation under which they were originally granted.
5.2.2. Information can only be requested for replacement or service components that are subject to
UNECE type-approval, or for components that form part of a system that is subject to
UNECE type-approval.
5.2.3. The request for information must identify the exact specification of the vehicle model for which
the information is required. It must confirm that the information is required for the
development of replacement or retrofit parts or components or diagnostic tools or test
equipment.

3.2. Fuel
The appropriate reference fuel as described in Annex 10 for petrol and diesel fuels and in
Annex 10a for LPG and NG fuels must be used for testing. The fuel type for each failure
mode to be tested (described in Paragraph 6.3 of this Appendix) may be selected by the
administrative department from the reference fuels described in Annex 10a in the case of the
testing of a mono-fuelled gas vehicle and from the reference fuels described in Annex 10 and
Annex 10a in the case of the testing of a bi-fuelled gas vehicle. The selected fuel type must
not be changed during any of the test phases (described in Paragraphs 2.1 to 2.3 of this
Appendix). In the case of the use of LPG or NG as a fuel it is permissible that the engine is
started on petrol and switched to LPG or NG after a pre-determined period of time which is
controlled automatically and not under the control of the driver.
4. TEST TEMPERATURE AND PRESSURE
4.1. The test temperature and pressure shall meet the requirements of the Type I test as
described in Annex 4.
5. TEST EQUIPMENT
5.1. Chassis Dynamometer
The chassis dynamometer shall meet the requirements of Annex 4.
6. OBD TEST PROCEDURE
6.1. The operating cycle on the chassis dynamometer shall meet the requirements of Annex 4.
6.2. Vehicle Preconditioning
6.2.1. According to the engine type and after introduction of one of the failure modes given in
Paragraph 6.3, the vehicle shall be preconditioned by driving at least two consecutive Type I
tests (Parts One and Two). For compression-ignition engined vehicles an additional
preconditioning of two Part Two cycles is permitted.
6.2.2. At the request of the manufacturer, alternative preconditioning methods may be used.
6.3. Failure Modes to be Tested
6.3.1. Positive-ignition Engined Vehicles:
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation
of such a failure.
6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given in
Paragraph 3.3.3.2 of Annex 11.
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor or
electronic simulation of such a failure.
6.3.1.4. Electrical disconnection of any other emission-related component connected to a power-train
management computer (if active on the selected fuel type).

6.4.2. Vehicles Fitted with Compression-ignition Engines
6.4.2.1. After vehicle preconditioning according to Paragraph 6.2, the test vehicle is driven over a
Type I test (Parts One and Two).
The MI shall activate before the end of this test under any of the conditions given in
Paragraphs 6.4.2.2 to 6.4.2.5. The technical service may substitute those conditions by others
in accordance with Paragraph 6.4.2.5. However, the total number of failures simulated shall
not exceed four for the purposes of type approval.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective catalyst or electronic
simulation of a deteriorated or defective catalyst that results in emissions exceeding limits
given in Paragraph 3.3.2 of Annex 11.
6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the particulate trap with a
defective particulate trap meeting the conditions of Paragraph 6.3.2.2. above that results in
emissions exceeding the limits given in Paragraph 3.3.2 of Annex 11.
6.4.2.4. With reference to Paragraph 6.3.2.5, disconnection of any fuelling system electronic fuel
quantity and timing actuator that results in emissions exceeding any of the limits given in
Paragraph 3.3.2 of Annex 11.
6.4.2.5 With reference to Paragraph 6.3.2.5, disconnection of any other emission-related power-train
component connected to a computer that results in emissions exceeding any of the limits
given in Paragraph 3.3.2 of Annex 11.
6.5. Diagnostic Signals
6.5.1.1. Upon determination of the first malfunction of any component or system, "freeze-frame"
engine conditions present at the time shall be stored in computer memory. Should a
subsequent fuel system or misfire malfunction occur, any previously stored freeze-frame
conditions shall be replaced by the fuel system or misfire conditions (whichever occurs first).
Stored engine conditions shall include, but are not limited to calculated load value, engine
speed, fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available),
coolant temperature, intake manifold pressure (if available), closed- or open-loop operation (if
available) and the fault code which caused the data to be stored. The manufacturer shall
choose the most appropriate set of conditions facilitating effective repairs for freeze-frame
storage. Only one frame of data is required. Manufacturers may choose to store additional
frames provided that at least the required frame can be read by a generic scan tool meeting
the specifications of Paragraphs 6.5.3.2 and 6.5.3.3. If the fault code causing the conditions to
be stored is erased in accordance with Paragraph 3.7 of Annex 11, the stored engine
conditions may also be erased.
6.5.1.2. If available, the following signals in addition to the required freeze-frame information shall be
made available on demand through the serial port on the standardised data link connector, if
the information is available to the on-board computer or can be determined using information
available to the on-board computer: diagnostic trouble codes, engine coolant temperature,
fuel control system status (closed-loop, open-loop, other), fuel trim, ignition timing advance,
intake air temperature, manifold air pressure, air flow rate, engine speed, throttle position
sensor output value, secondary air status (upstream, downstream or atmosphere), calculated
load value, vehicle speed and fuel pressure.

6.5.3.3. Basic diagnostic data, (as specified in Paragraph 6.5.1) and bi-directional control information
must be provided using the format and units described in ISO DIS 15031-5 "Road vehicles −
Communication between vehicle and external test equipment for emissions-related
diagnostics − Part 5: Emissions-related diagnostic services", dated November 1, 2001, and
must be available using a diagnostic tool meeting the requirements of ISO DIS 15031-4.
The vehicle manufacturer shall provide to a national standardisation body the details of any
emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in
ISO DIS 15031-5 but related to this Regulation.
6.5.3.4. When a fault is registered, the manufacturer must identify the fault using an appropriate fault
code consistent with those given in Paragraph 6.3 of ISO DIS 15031-6 "Road vehicles −
Communication between vehicle and external test equipment for emissions-related
diagnostics − Part 6: Diagnostic trouble code definitions", relating to "emission related system
diagnostic trouble codes". If such identification is not possible, the manufacturer may use
diagnostic trouble codes according to Paragraphs 5.3 and 5.6 of ISO DIS 15031-6. The fault
codes must be fully accessible by standardised diagnostic equipment complying with the
provisions of Paragraph 6.5.3.2. of this Annex.
The vehicle manufacturer shall provide to a national standardisation body the details of any
emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in
ISO DIS 15031-5 but related to this Regulation.
6.5.3.5. The connection interface between the vehicle and the diagnostic tester must be standardised
and must meet all the requirements of ISO DIS 15031-3 "Road vehicles − Communication
between vehicle and external test equipment for emissions-related diagnostics − Part 3:
Diagnostic connector and related electrical circuits: specification and use", dated
November 1, 2001. The installation position must be subject to agreement of the
administrative department such that it is readily accessible by service personnel but protected
from tampering by non-qualified personnel.
6.5.3.6. The manufacturer shall also make accessible, where appropriate on payment, the technical
information required for the repair or maintenance of motor vehicles unless that information is
covered by an intellectual property right or constitutes essential, secret know-how which is
identified n an appropriate form; in such case, the necessary technical information shall not
be withheld improperly.
Entitled to such information is any person engaged in commercially servicing or repairing,
road-side rescuing, inspecting or testing of vehicles or in the manufacturing or selling
replacement or retro-fit components, diagnostic tools and test equipment.

1. INTRODUCTION
ANNEX 12
GRANTING OF AN ECE TYPE APPROVAL FOR A VEHICLE
FUELLED BY LPG OR NATURAL GAS (NG)
This Annex describes the special requirements that apply in the case of an approval of a
vehicle that runs on LPG or Natural Gas (NG), or that can run either on unleaded or LPG or
Natural Gas, insofar as the testing on LPG or Natural Gas is concerned.
In the case of LPG and Natural Gas there is on the market a large variation in fuel
composition, requiring the fuelling system to adapt its fuelling rates to these compositions.
To demonstrate this capability, the vehicle has to be tested in the test Type I on two extreme
reference fuels and demonstrate the self-adaptability of the fuelling system. Whenever the
self-adaptability of a fuelling system has been demonstrated on a vehicle, such a vehicle
may be considered as a parent of a family. Vehicles that comply with the requirements of
members of that family, if fitted with the same fuelling system, need to be tested on only one
fuel.
2. DEFINITIONS
For the purpose of this Annex:
2.1. A "parent vehicle" means a vehicle that is selected to act as the vehicle on which the
self-adaptability of a fuelling system is going to be demonstrated, and to which the members
of a family refer. It is possible to have more than one parent vehicle in a family.
2.2. Member of the Family
2.2.1. A "member of the family" is a vehicle that shares the following essential characteristics
with its parent(s):
(a)
(b)
(c)
It is produced by the same manufacturer;
It is subject to the same emission limits;
If the gas fuelling system has a central metering for the whole engine:
It has a certified power output between 0.7 and 1.15 times that of the parent vehicle.
If the gas fuelling system has an individual metering per cylinder:
It has a certified power output per cylinder between 0.7 and 1.15 times that of the
parent vehicle.
(d)
If fitted with a catalyst, it has the same type of catalyst i.e. three-way, oxidation, de-
NO .

3.2. Exhaust emissions approval of a member of the family:
For a member of the family a test Type I shall be performed with one reference fuel. This
reference fuel may be either reference fuel. The vehicle is considered to comply if the
following requirements are met:
3.2.1. The vehicle complies with the definition of a family member as defined under Paragraph 2.2.
above.
3.2.2. If the test fuel is reference Fuel A for LPG or G20 for NG, the emission result shall be
multiplied by the relevant factor 'r' if r >1; if r <1, no correction is needed.
If the test fuel is reference Fuel B for LPG or G25 for NG, the emission result shall be
divided by the relevant factor 'r' if r <1; if r >1, no correction is needed.
3.2.3. The vehicle shall comply with the emission limits valid for the relevant category for both
measured and calculated emissions.
3.2.4. If repeated tests are made on the same engine the results on reference Fuel G20, or A, and
those on reference Fuel G25, or B, shall first be averaged; the 'r' factor shall then be
calculated from these averaged results.
4. GENERAL CONDITIONS
4.1. Tests for conformity of production may be performed with a commercial fuel of which the
C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of which the
Wobbe Index lies between those of the extreme reference fuels in the case of NG. In that
case a fuel analysis needs to be present.

3. TEST PROCEDURE
The vehicle may be equipped with a switch capable of preventing or permitting the
regeneration process provided that this operation has no effect on original engine
calibration. This switch shall be permitted only for the purpose of preventing regeneration
during loading of the regeneration system and during the pre-conditioning cycles. However,
it shall not be used during the measurement of emissions during the regeneration phase;
rather the emission test shall be carried out with the unchanged Original Equipment
Manufacturer's (OEM) control unit.
3.1. Exhaust Emission Measurement Between Two Cycles where Regenerative Phases
Occur
3.1.1. Average emissions between regeneration phases and during loading of the regenerative
device shall be determined from the arithmetic mean of several approximately equidistant (if
more than 2) Type I operating cycles or equivalent engine test bench cycles. As an
alternative the manufacturer may provide data to show that the emissions remain constant
(± 15%) between regeneration phases. In this case, the emissions measured during the
regular Type I test may be used. In any other case emissions measurement for at least two
Type I operating cycles or equivalent engine test bench cycles must be completed: one
immediately after regeneration (before new loading) and one as close as possible prior to a
regeneration phase. All emissions measurements and calculations shall be carried out
according to Annex 4, Paragraphs 5., 6., 7. and 8. Determination of average emissions for a
single regenerative system shall be calculated according to Paragraph 3.3. of this Annex
and for multiple regeneration systems according to Paragraph 3.4. of this Annex.
3.1.2. The loading process and K determination shall be made during the Type I operating cycle,
on a chassis dynamometer or on an engine test bench using an equivalent test cycle. These
cycles may be run continuously (i.e. without the need to switch the engine off between
cycles). After any number of completed cycles, the vehicle may be removed from the
chassis dynamometer, and the test continued at a later time.
3.1.3. The number of cycles (D) between two cycles where regeneration phases occur, the
number of cycles over which emissions measurements are made (n), and each emissions
measurement (M' ) shall be reported in Annex 1, Items 4.2.11.2.1.10.1. to 4.2.11.2.1.10.4.
or 4.2.11.2.5.4.1. to 4.2.11.2.5.4.4. as applicable.
3.2. Measurement of Emissions During Regeneration
3.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase,
may be completed using the preparation cycles in Paragraph 5.3. of Annex 4 or equivalent
engine test bench cycles, depending on the loading procedure chosen in Paragraph 3.1.2.
above.
3.2.2. The test and vehicle conditions for the Type I test described in Annex 4 apply before the first
valid emission test is carried out.
3.2.3. Regeneration must not occur during the preparation of the vehicle. This may be ensured by
one of the following methods:
3.2.3.1. A "dummy" regenerating system or partial system may be fitted for the pre-conditioning
cycles.
3.2.3.2. Any other method agreed between the manufacturer and the type approval authority.

Figure 8/1
Parameters Measured during Emissions Test during and
between Cycles where Regeneration Occurs
(schematic example, the emissions during 'D' may increase or decrease)
3.3.1. Calculation of the Regeneration Factor k for Each Pollutant (i) Considered
K = M / M
M , M and K results shall be recorded in the test report delivered by the technical service.
K may be determined following the completion of a single sequence.

Where:
M
M
M
= Mass emissions of all events k of pollutant (i) in g/km without regeneration
= Mass emissions of all events k of pollutant (i) in g/km during regeneration
= Mass emissions of all events k of pollutant (i) in g/km
M = Mass emissions of event k of pollutant (i) in g/km without regeneration
M
= Mass emissions of event k of pollutant (i) in g/km during regeneration
M' = Mass emissions of event k of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) without regeneration measured at Point j;
1 ≤ j ≤ n
M' = Mass emissions of event k of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) during regeneration (when j >1, the first
Type I test is run cold, and subsequent cycles are hot) measured at operating
cycle j; 1 ≤ j ≤ n
n
d
D
= Number of test points of event k at which emissions measurements (Type I
operating cycles or equivalent engine test bench cycles) are made between two
cycles where regenerative phases occur, ≥2
= Number of operating cycles of event k required for regeneration
= Number of operating cycles of event k between two cycles where regenerative
phases occur

For more details of the schematic process see Figure 8/3
Figure 8/3
Parameters Measured during Emissions Test during and
between Cycles where Regeneration Occurs (Schematic Example)
For application of a simple and realistic case, the following description gives a detailed explanation of the
schematic example shown in Figure 8/3 above:
1. "DPF": regenerative, equidistant events, similar emissions (± 15%) from event to event
D = D = D
d = d = d
M − M = M − M
n = n
2. "DeNO ": the desulphurisation (SO removal) event is initiated before an influence of sulphur
on emissions is detectable (±15% of measured emissions) and in this example for
exothermic reason together with the last DPF regeneration event performed.
M' = constant � M = M = M
M = M = M
For SO removal event: M , M , d , D , n = 1

ANNEX 14
EMISSIONS TEST PROCEDURE FOR HYBRID
ELECTRIC VEHICLES (HEV)
1. INTRODUCTION
1.1. This Annex defines the specific provisions regarding type-approval of a hybrid electric
vehicle (HEV) as defined in Paragraph 2.21.2. of this Regulation.
1.2. As a general principle, for the tests of Type I, II, III, IV, V, VI and OBD, hybrid electric
vehicles shall be tested according to Annex 4, 5, 6, 7, 9, 8 and 11 respectively, unless
modified by this Annex.
1.3. For the Type I test only, OVC vehicles (as categorised in Paragraph 2.) shall be tested
according to Condition A and to Condition B. The test results under both Conditions A and B
and the weighted values shall be reported in the communication form.
1.4. The emissions test results shall comply with the limits under all specified test conditions of
this Regulation.
2. CATEGORIES OF HYBRID ELECTRIC VEHICLES
Vehicle
charging
Operating mode
switch
Off-Vehicle Charging
(OVC)
Not Off-Vehicle Charging
(NOVC)
Without With Without With
3. TYPE I TEST METHODS
3.1. Externally Chargeable (OVC HEV) without an Operating Mode Switch
3.1.1. Two tests shall be performed under the following conditions:
Condition A:
Condition B:
test shall be carried out with a fully charged electrical energy/power
storage device.
test shall be carried out with an electrical energy/power storage device in
minimum state of charge (maximum discharge of capacity).
The profile of the state of charge (SOC) of the electrical energy/power storage device during
different stages of the Type I test is given in Appendix 1.

3.1.2.5.2.1. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and
end on conclusion of the final idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).
3.1.2.5.2.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and
continue over a number of repeat test cycles. It shall end on conclusion of the final idling
period in the first extra-urban (Part Two) cycle during which the battery reached the
minimum state of charge according to the criterion defined below (end of sampling (ES)).
The electricity balance Q [Ah] is measured over each combined cycle, using the procedure
specified in Appendix 2 of Annex 8 to Regulation No. 101, and used to determine when the
battery minimum state of charge has been reached.
The battery minimum state of charge is considered to have been reached in combined
cycle N if the electricity balance measured during combined cycle N+1 is not more than a
3% discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in
its maximum state of charge, as declared by the manufacturer. At the manufacturer's
request additional test cycles may be run and their results included in the calculations in
Paragraphs 3.1.2.5.5. and 3.1.4.2. provided that the electricity balance for each additional
test cycle shows less discharge of the battery than over the previous cycle.
In between each of the cycles a hot soak period of up to 10min is allowed. The power train
shall be switched off during this period.
3.1.2.5.3. The vehicle shall be driven according to Annex 4, or in the case of special gear shifting
strategy according to the manufacturer's instructions, as incorporated in the driver's
handbook of production vehicles and indicated by a technical gear shift instrument (for
drivers information). For these vehicles the gear shifting points prescribed in Annex 4,
Appendix 1 are not applied. For the pattern of the operating curve the description according
to Paragraph 2.3.3 in Annex 4 shall apply.
3.1.2.5.4. The exhaust gases shall be analysed according to Annex 4.
3.1.2.5.5. The test results shall be compared to the limits prescribed in Paragraph 5.3.1.4. of this
Regulation and the average emission of each pollutant in grams per kilometre for
Condition A shall be calculated (M ).
In the case of testing according to Paragraph 3.1.2.5.2.1., (M ) is simply the result of the
single combined cycle run.
In the case of testing according to Paragraph 3.1.2.5.2.2., the test result of each combined
cycle run (M ), multiplied by the appropriate deterioration and K factors, shall be less than
the limits prescribed in Paragraph 5.3.1.4. of this Regulation. For the purposes of the
calculation in Paragraph 3.1.4 M shall be defined as:
M
=
1
N

M
where:
i: pollutant
a: cycle

3.1.4. Test Results
3.1.4.1. In the case of testing according to Paragraph 3.1.2.5.2.1.
For communication, the weighted values shall be calculated as below:
M = (De . M + Dav . M )/(De + Dav)
Where:
M = mass emission of the pollutant i in g/km.
M
=
average mass emission of the pollutant i in g/km with a fully charged electrical
energy/power storage device calculated in Paragraph 3.1.2.5.5.
M
=
average mass emission of the pollutant i in g/km with an electrical
energy/power storage device in minimum state of charge (maximum discharge
of capacity) calculated in Paragraph 3.1.3.5.
De = vehicle electric range, according to the procedure described in
Regulation No. 101, Annex 9, where the manufacturer must provide the means
for performing the measurement with the vehicle running in pure electric mode.
Dav = 25km (average distance between two battery recharges).
3.1.4.2. In the case of testing according to Paragraph 3.1.2.5.2.2.
For communication, the weighted values shall be calculated as below:
M = (Dovc . M + Dav . M )/(Dovc + Dav)
Where:
M = mass emission of the pollutant i in g/km.
M
=
average mass emission of the pollutant i in g/km with a fully charged electrical
energy/power storage device calculated in Paragraph 3.1.2.5.5.
M
=
average mass emission of the pollutant i in g/km with an electrical
energy/power storage device in minimum state of charge (maximum discharge
of capacity) calculated in Paragraph 3.1.3.5.
Dovc = OVC range according to the procedure described in Regulation No. 101,
Annex 9.
Dav = 25km (average distance between two battery recharges).

3.2.2.2. The procedure shall start with the discharge of the electrical energy/power storage device of
the vehicle while driving with the switch in pure electric position (on the test track, on a
chassis dynamometer, etc.) at a steady speed of 70% ±5% of the maximum 30min speed of
the vehicle (determined according to Regulation No. 101).
Stopping the distance occurs:
(a)
(b)
(c)
when the vehicle is not able to run at 65% of the maximum 30min speed; or
when an indication to stop the vehicle is given to the driver by the standard on-board
instrumentation, or
after covering the distance of 100km.
If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage
device discharge shall be achieved by driving the vehicle (on the test track, on a chassis
dynamometer, etc.):
(a)
(b)
(c)
at a steady speed of 50km/h until the fuel consuming engine of the HEV starts up, or
if a vehicle cannot reach a steady speed of 50km/h without starting up the fuel
consuming engine, the speed shall be reduced until the vehicle can run a lower
steady speed where the fuel consuming engine does not start up for a defined
time/distance (to be specified between technical service and manufacturer), or
with manufacturer's recommendation.
The fuel consuming engine shall be stopped within 10s of it being automatically started.
3.2.2.3. Conditioning of Vehicle
3.2.2.3.1. For compression-ignition engined vehicles the Part Two cycle described in Appendix 1 to
the Annex 4 shall be used. Three consecutive cycles shall be driven according to Paragraph
3.2.2.6.3 below.
3.2.2.3.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and
two Part Two driving cycles according to Paragraph 3.2.2.6.3 below.
3.2.2.4. After this preconditioning, and before testing, the vehicle shall be kept in a room in which the
temperature remains relatively constant between 293 and 303K (20°C and 30°C). This
conditioning shall be carried out for at least 6h and continue until the engine oil temperature
and coolant, if any, are within ±2K of the temperature of the room, and the electrical
energy/power storage device is fully charged as a result of the charging prescribed in
Paragraph 3.2.2.5.

3.2.2.7. The test results shall be compared to the limits prescribed in Paragraph 5.3.1.4 of this
Regulation and the average emission of each pollutant in g/km for Condition A shall be
calculated (M ).
In the case of testing according to Paragraph 3.2.2.6.2.1., (M ) is simply the result of the
single combined cycle run.
In the case of testing according to Paragraph 3.2.2.6.2.2., the test result of each combined
cycle run M , multiplied by the appropriate deterioration and K factors, shall be less than
the limits prescribed in Paragraph 5.3.1.4. of this Regulation. For the purposes of the
calculation in Paragraph 3.2.4., M shall be defined as:
M
=
1
N

M
where:
i: pollutant
a: cycle
3.2.3. Condition B
3.2.3.1. Conditioning of Vehicle
3.2.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in Appendix 1 to
the Annex 4 shall be used. Three consecutive cycles shall be driven according to Paragraph
3.2.3.4.3 below.
3.2.3.1.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and
two Part Two driving cycles according to Paragraph 3.2.3.4.3 below.
3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged according to
Paragraph 3.2.2.2.
3.2.3.3. After this preconditioning, and before testing, the vehicle shall be kept in a room in which the
temperature remains relatively constant between 293 and 303K (20°C and 30°C). This
conditioning shall be carried out for at least 6h and continue until the engine oil temperature
and coolant, if any, are within ±2K of the temperature of the room.
3.2.3.4. Test Procedure
3.2.3.4.1. The vehicle shall be started up by the means provided for normal use to the driver. The first
cycle starts on the initiation of the vehicle start-up procedure.
3.2.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and
end on conclusion of the final idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).

3.2.4.2. In the case of testing according to Paragraph 3.2.2.6.2.2.
For communication, the weighted values shall be calculated as below
M = (Dovc . M + Dav . M )/(Dovc + Dav)
where:
M = mass emission of the pollutant i in g/km.
M
=
average mass emission of the pollutant i in g/km with a fully charged electrical
energy/power storage device calculated in Paragraph 3.2.2.7.
M
=
average mass emission of the pollutant i in g/km with an electrical
energy/power storage device in minimum state of charge (maximum discharge
of capacity) calculated in Paragraph 3.2.3.5.
Dovc = OVC range according to the procedure described in Regulation No. 101,
Annex 9.
Dav = 25km (average distance between two battery recharges).
3.3. Not Externally Chargeable (NOTOVC HEV) without an Operating Mode Switch
3.3.1. These vehicles shall be tested according to Annex 4.
3.3.2. For preconditioning, at least two consecutive complete driving cycles (one Part One and one
Part Two) are carried out without soak.
3.3.3. The vehicle shall be driven according to Annex 4, or in the case of special gear shifting
strategy according to the manufacturer's instructions, as incorporated in the drivers'
handbook of production vehicles and indicated by a technical gear shift instrument (for
drivers information). For these vehicles the gear shifting points prescribed in Annex 4,
Appendix 1 are not applied. For the pattern of the operating curve the description according
to Paragraph 2.3.3 in Annex 4 shall apply.
3.4. Not Externally Chargeable (NOTOVC HEV) with an Operating Mode Switch
3.4.1. These vehicles are preconditioned and tested in hybrid mode according to Annex 4. If
several hybrid modes are available, the test shall be carried out in the mode that is
automatically set after turn on of the ignition key (normal mode). On the basis of information
provided by the manufacturer, the Technical Service will make sure that the limit values are
met in all hybrid modes.
3.4.2. For preconditioning, at least two consecutive complete driving cycles (one Part One and one
Part Two) shall be carried out without soak.

6.2.1.2. OVC vehicles with an operating mode switch: the procedure shall start with the
discharge of the electrical energy/power storage device of the vehicle while driving with the
switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at a
steady speed of 70% ±5% from the maximum 30min speed of the vehicle.
Stopping the discharge occurs:
– when the vehicle is not able to run at 65% of the maximum 30min speed, or
– when an indication to stop the vehicle is given to the driver by the standard on-board
instrumentation, or
– after covering the distance of 100km.
If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage
device discharge shall be conducted with the vehicle driving (on the test track, on a chassis
dynamometer, etc.):
– at a steady speed of 50km/h until the fuel consuming engine of the HEV starts up, or
– if a vehicle cannot reach a steady speed of 50km/h without starting up the fuel
consuming engine, the speed shall be reduced until the vehicle can run a lower
steady speed where the fuel consuming engine does not start up for a defined
time/distance (to be specified between technical service and manufacturer), or
– with manufacturer's recommendation.
The engine shall be stopped within 10s of it being automatically started.
6.2.2. For NOVC Vehicles:
6.2.2.1. NOVC vehicles without an operating mode switch: the procedure shall start with a
preconditioning of at least two consecutive complete driving cycles (one Part One and one
Part Two) without soak.
6.2.2.2. NOVC vehicles with an operating mode switch: the procedure shall start with a
preconditioning of at least two consecutive complete driving cycles (one Part One and one
Part Two) without soak, performed with the vehicle running in hybrid mode. If several hybrid
modes are available, the test shall be carried out in the mode which is automatically set
after turn on of the ignition key (normal mode).
6.3. The preconditioning drive and the dynamometer test shall be carried out according to
Paragraphs 5.2 and 5.4 of Annex 7:
6.3.1. For OVC vehicles: under the same conditions as specified by Condition B of the Type I test
(Paragraphs 3.1.3 and 3.2.3).
6.3.2. For NOVC vehicles: under the same conditions as in the Type I test.

APPENDIX 1
ELECTRICAL ENERGY/POWER STORAGE DEVICE STATE OF CHARGE (SOC)
PROFILE FOR OVC HEV TYPE I TEST
Condition A of the Type I Test
Condition A:
(1)
initial electrical energy/power storage device state of charge
(2)
discharge according to Paragraph 3.1.2.1 or 3.2.2.1
(3)
vehicle conditioning according to Paragraph 3.1.2.2 or 3.2.2.2
(4)
charge during soak according to Paragraphs 3.1.2.3 and 3.1.2.4, or Paragraphs 3.2.2.3 and
3.2.2.4
(5)
test according to Paragraph 3.1.2.5 or 3.2.2.5
Condition B of the Type I test
Condition B:
(1)
initial state of charge
(2)
vehicle conditioning according to Paragraph 3.1.3.1 or 3.2.3.1
(3)
discharge according to Paragraph 3.1.3.2 or 3.2.3.2
(4)
soak according to Paragraph 3.1.3.3 or 3.2.3.3
(5)
test according to Paragraph 3.1.3.4 or 3.2.3.4
Emissions - Light Duty Vehicles.