Regulation No. 83-06

Name:Regulation No. 83-06
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:2011-04-26
Amendment Level:06 Series, Supplement 7
Number of Pages:288
Information:Replaces ECE Regulation No. 15.
Vehicle Types:Bus, Car, Heavy Truck, Light Truck
Subject Categories:Prior Versions
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Keywords:

vehicle, test, system, paragraph, type, annex, vehicles, fuel, temperature, engine, manufacturer, emissions, exhaust, cycle, appendix, emission, gas, air, speed, requirements, sample, number, obd, procedure, mass, sampling, reference, conditions, approval, regulation, flow, calibration, measured, pressure, time, particle, information, control, catalyst, dynamometer, data, case, filter, operating, device, maximum, iso, concentration, cycles, measurement

Text Extract:

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E/ECE/324
) Rev.1/Add.82/Rev.4/Amend.7
E/ECE/TRANS/505 )
February 22, 2017
Incorporating:
STATUS OF UNITED NATIONS REGULATION
ECE 83-06
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
VEHICLES WITH REGARD TO THE EMISSION OF
POLLUTANTS ACCORDING TO ENGINE FUEL REQUIREMENTS
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
06 series of amendments
Date of Entry into Force: 09.12.10
Corr. 1 to Revision 4 of the Regulation
Dated: 14.11.12
Corr. 2 to Revision 4 of the Regulation
Dated: 13.11.13
Supplement 1 to the 06 series of amendments
Date of Entry into Force: 23.06.11
Supplement 2 to the 06 series of amendments
Date of Entry into Force: 13.04.12
Supplement 3 to the 06 series of amendments
Date of Entry into Force: 15.07.13
Supplement 4 to the 06 series of amendments
Date of Entry into Force: 22.01.15
Supplement 5 to the 06 series of amendments
Date of Entry into Force: 29.01.16
Supplement 6 to the 06 series of amendments
Date of Entry into Force: 18.06.16
Supplement 7 to the 06 series of amendments
Date of Entry into Force: 09.02.17

REGULATION NO. 83-06
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
EMISSION 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.
Extensions to Type-Approvals
8.
Conformity of Production (COP)
9.
In-service Conformity
10.
Penalties for Non-Conformity of Production
11.
Production Definitely Discontinued
12.
Transitional Provisions
13.
Names and Addresses of Technical Services Responsible for Conducting Approval Tests, and
of Type Approval Authorities
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
Appendix 5 − Responsibilities for in-service conformity
Appendix 6 − Requirements for vehicles that use a reagent for the exhaust after-treatment 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
Annex 5
Annex 6
Annex 7
Type II Test (Carbon-Monoxide Emission Test at Idling Speed)
Type III Test (Verifying Emissions of Crankcase Gases)
Type IV Test (Determination of Evaporative Emissions from Vehicles with
Positive-Ignition Engines)
Appendix 1:
Calibration Frequency and Methods
Appendix 2:
Annex 8
Annex 9
Type VI Test (Verifying the Average Exhaust Emissions of Carbon Monoxide and
Hydrocarbons after a Cold Start at Low Ambient Temperature
Type V Test (Description of the Endurance Test for Verifying the Durability of
Pollution Control Devices)
Appendix 1:
Appendix 2:
Appendix 3:
Standard Bench Cycle (SBC)
Standard Diesel Bench (SDBC)
Standard Road Cycle (SRC)
Annex 10
Specifications Of Reference Fuels
1. Specifications of Reference Fuels for Testing Vehicles to the Emission Limits
1.1. Technical Data on the Reference Fuel to be used for Testing Vehicles Equipped
with Positive-ignition Engines
1.2. Technical Data on the Reference Fuel to be used for Testing Vehicles Equipped
with Diesel Engine
2. Specifications of Reference Fuels for Testing Vehicles Equipped with
Positive-ignition Engines at Low Ambient Temperature – Type VI Test

REGULATION NO. 83-06
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
EMISSION OF POLLUTANTS ACCORDING TO ENGINE FUEL REQUIREMENTS
1. SCOPE
This Regulation establishes technical requirements for the type-approval of motor vehicles.
In addition, this Regulation lays down rules for in-service conformity, durability of pollution
control devices and on-board diagnostic (OBD) systems.
1.1. This Regulation shall apply to vehicles of Categories M , M , N and N with a reference
mass not exceeding 2,610kg .
At the manufacturer's request, type-approval granted under this Regulation may be
extended from vehicles mentioned above to M , M , N and N vehicles with a reference
mass not exceeding 2,840kg and which meet the conditions laid down in this Regulation.
1.2. The following do not need to be approved according to this Regulation: vehicles of reference
mass between 2,380kg and 2,610kg with engines to which an approval to Regulation No. 49
has been granted as an extension.
2. DEFINITIONS
For the purposes of this Regulation the following definitions shall apply:
2.1. "Vehicle type" means a group of vehicles that do not differ in the following respects:
2.1.1. The equivalent inertia determined in relation to the reference mass as prescribed in
Annex 4a, Table 3; and
2.1.2. The engine and vehicle characteristics as defined in Annex 1;
2.2. "Reference mass" means the "unladen mass" of the vehicle increased by a uniform figure
of 100kg for test according to Annexes 4a and 8;
2.2.1. "Unladen mass" means the mass of the vehicle in running order without the uniform mass
of the driver of 75kg, passengers or load, but with the fuel tank 90% full and the usual set of
tools and spare wheel on board, where applicable;
2.2.2. "Running order mass" means the mass described in Paragraph 2.6. of Annex 1 to this
Regulation and for vehicles designed and constructed for the carriage of more than
9 persons (in addition to the driver), the mass of a crew member (75kg), if there is a crew
seat amongst the nine or more seats.
2.3. "Maximum mass" means the technically permissible maximum mass declared by the
vehicle manufacturer (this mass may be greater than the maximum mass authorised by the
national administration);

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 9.2.1 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 E5);
LPG (liquefied petroleum gas);
NG/biomethane (natural gas);
Either petrol (E5) or LPG;
Either petrol (E5) or NG/biomethane;
Diesel fuel B5);

2.21.2. Definition of Hybrid Electric Vehicles (HEV):
"Hybrid electric vehicle (HEV)" means a vehicle that, for the purpose of mechanical
propulsion, draws energy from both of the following on-vehicle sources of stored
energy/power:
a) A consumable fuel;
b) An electrical energy/power storage device (e.g.: battery, capacitor,
flywheel/generator etc.).
2.22. "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one type of fuel;
2.22.1. "Mono-fuel gas vehicle" means a vehicle that is designed primarily for permanent running
on LPG or NG/biomethane or hydrogen, but may also have a petrol system for emergency
purposes or starting only, where the capacity of the petrol tank does not exceed 15l.
2.23. "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that is designed
to run on only one fuel at a time. The simultaneous use of both fuels is limited in amount
and duration.
2.23.1. "Bi-fuel gas vehicle" means a bi fuel vehicle that can run on petrol (petrol mode) and also
on either LPG, NG/biomethane or hydrogen (gas mode).
2.24. "Alternative fuel vehicle" means a vehicle designed to be capable of running on at least
one type of fuel that is either gaseous at atmospheric temperature and pressure, or
substantially non-mineral oil derived.
2.25. "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on different
mixtures of two or more fuels.
2.25.1. "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or a mixture of
petrol and ethanol up to an 85% ethanol blend (E85).
2.25.2. "Flex fuel biodiesel vehicle" means a flex fuel vehicle that can run on mineral diesel or a
mixture of mineral diesel and biodiesel.
2.26. "Vehicles designed to fulfil specific social needs" means diesel vehicles of Category M
which are either:
(a) Special purpose vehicles with reference mass exceeding 2,000kg ;
(b)
(c)
Vehicles with a reference mass exceeding 2,000kg and designed to carry seven or
more occupants including the driver with the exclusion, as from September 1, 2012,
of vehicles of Category M G ;
Vehicles with a reference mass exceeding 1,760kg which are built specifically for
commercial purposes to accommodate wheelchair use inside the vehicle.

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 3.2.12.2.7.6. 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.
3.4.1. The application referred to in Paragraph 3.1. shall be drawn up in accordance with the
model of the information document set out in Annex 1.
3.4.2. For the purposes of Paragraph 3.1.1.(d), the manufacturer shall use the model of a
manufacturer's certificate of compliance with the OBD in-use performance requirements set
out in Appendix 2 of Annex 2.
3.4.3. For the purposes of Paragraph 3.1.1.(e), the Approval Authority that grants the approval
shall make the information referred to in that point available to the approval authorities upon
request.
3.4.5. For the purposes of Points (d) and (e) of Paragraph 3.1.1., approval authorities shall not
approve a vehicle if the information submitted by the manufacturer is inappropriate for
fulfilling the requirements of Paragraph 7. of Appendix 1 to Annex 11. Paragraphs 7.2., 7.3.
and 7.7. of Appendix 1 to Annex 11 shall apply under all reasonably foreseeable driving
conditions. For the assessment of the implementation of the requirements set out in the first
and second sub-paragraphs, the approval authorities shall take into account the state of
technology.
3.4.6. For the purposes of Paragraph 3.1.1.(f), the provisions taken to prevent tampering with and
modification of the emission control computer shall include the facility for updating using a
manufacturer-approved programme or calibration.
3.4.7. For the tests specified in Table A, the manufacturer shall submit to the Technical Service
responsible for the type-approval tests a vehicle representative of the type to be approved.
3.4.8. The application for type-approval of flex-fuel vehicles shall comply with the additional
requirements laid down in Paragraphs 4.9.1 and 4.9.2.
3.4.9. Changes to the make of a system, component or separate technical unit that occur after a
type-approval shall not automatically invalidate a type-approval, unless its original
characteristics or technical parameters are changed in such a way that the functionality of
the engine or pollution control system is affected.

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.
4.9. Additional requirements for approval of flex fuel vehicles
4.9.1. For the type-approval of a flex fuel ethanol or biodiesel vehicle, the vehicle manufacturer
shall describe the capability of the vehicle to adapt to any mixture of petrol and ethanol fuel
(up to an 85% ethanol blend) or diesel and biodiesel that may occur across the market.
4.9.2. For flex fuel vehicles, the transition from one reference fuel to another between the tests
shall take place without manual adjustment of the engine settings.
4.10. Requirements for Approval Regarding the OBD System
4.10.1. The manufacturer shall ensure that all vehicles are equipped with an OBD system.
4.10.2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it
to identify types of deterioration or malfunction over the entire life of the vehicle.
4.10.3. The OBD system shall comply with the requirements of this Regulation during conditions of
normal use.
4.10.4. When tested with a defective component in accordance with Appendix 1 of Annex 11, the
OBD system malfunction indicator shall be activated. The OBD system malfunction indicator
may also activate during this test at levels of emissions below the OBD threshold limits
specified in Annex 11.
4.10.5. The manufacturer shall ensure that the OBD system complies with the requirements for
in-use performance set out in Paragraph 7. of Appendix 1 to Annex 11 of this Regulation
under all reasonably foreseeable driving conditions.
4.10.6. In-use performance related data to be stored and reported by a vehicle's OBD system
according to the provisions of Item 7.6. of Appendix 1 to Annex 11 shall be made readily
available by the manufacturer to national authorities and independent operators without any
encryption.

5.1.3.2.2. The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded
petrol, specified in ISO 2575 : 1982, in a position immediately visible to a person filling the
petrol tank. Additional markings are permitted.
5.1.4. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused
by a missing fuel filler cap.
This may be achieved by using one of the following:
5.1.4.1. An automatically opening and closing, non-removable fuel filler cap;
5.1.4.2. Design features which avoid excess evaporative emissions in the case of a missing fuel filler
cap;
5.1.4.3. Any other provision which has the same effect. Examples may include, but are not limited
to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler
cap as for the vehicle's ignition. In this case, the key shall be removable from the filler cap
only in the locked condition.
5.1.5. Provisions for Electronic System Security
5.1.5.1. Any vehicle with an emission control computer shall include features to deter modification,
except as authorised by the manufacturer. The manufacturer shall authorise modifications if
these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or
repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be
resistant to tampering and afford a level of protection at least as good as the provisions in
ISO DIS 15031-7, dated October 1998 (SAE J2186 dated October 1996), provided that the
security exchange is conducted using the protocols and diagnostic connector as prescribed
in Paragraph 6.5. of Annex II, Appendix 1. Any removable calibration memory chips shall be
potted, encased in a sealed container or protected by electronic algorithms and shall not be
changeable without the use of specialised tools and procedures.
5.1.5.2. Computer-coded engine operating parameters shall not be changeable without the use of
specialised tools and procedures (e.g. soldered or potted computer components or sealed
(or soldered) computer enclosures).
5.1.5.3. In the case of mechanical fuel-injection pumps fitted to compression-ignition engines,
manufacturers shall take adequate steps to protect the maximum fuel delivery setting from
tampering while a vehicle is in service.
5.1.5.4. Manufacturers may apply to the Approval Authority for an exemption to one of these
requirements for those vehicles which are unlikely to require protection. The criteria that the
Approval Authority will evaluate in considering an exemption will include, but are not limited
to, the current availability of performance chips, the high-performance capability of the
vehicle and the projected sales volume of the vehicle.
5.1.5.5. Manufacturers using programmable computer code systems (e.g. Electrical Erasable
Programmable Read-only Memory, EEPROM) shall deter unauthorised reprogramming.
Manufacturers shall include enhanced tamper protection strategies and write protect
features requiring electronic access to an off-site computer maintained by the manufacturer.
Methods giving an adequate level of tamper protection will be approved by the authority.

5.2.3. Compression ignition engine-powered vehicles and hybrid electric vehicles equipped with a
compression ignition engine shall be subject to the following tests:
Type I (verifying the average exhaust emissions after a cold start);
Type V (durability of anti-pollution control devices);
OBD test.
Table A
Requirements
Application of Test Requirements for Type-Approval and Extensions

Table 1
Emissions Limit
Limit values
Reference mass
(RM)
(kg)
Mass of carbon
monoxide
(CO)
L
(mg/km)
Mass of total
hydrocarbons
(THC)
L
(mg/km)
Mass of nonmethane
hydrocarbons
(NMHC)
L
(mg/km)
Mass of oxides of
nitrogen
(NO )
L
(mg/km)
Combined mass of
hydrocarbons and
oxides of nitrogen
(THC + NO )
L + L
(mg/km)
Mass of particulate
matter
(PM)
L
(mg/km)
Number of particles
(P)
L
(number/km)
Category Class PI CI PI CI PI CI PI CI PI CI PI CI PI CI
M – All 1,000 500 100 – 68 – 60 180 – 230 4.5 4.5 – 6.0 × 10
I RM ≤1,305 1,000 500 100 – 68 – 60 180 – 230 4.5 4.5 – 6.0 × 10
N
II 1,305 < RM ≤ 1,760 1,810 630 130 – 90 – 75 235 – 295 4.5 4.5 – 6.0 × 10
III 1,760 < RM 2,270 740 160 – 108 – 82 280 – 350 4.5 4.5 – 6.0 × 10
N – All 2,270 740 160 – 108 – 82 280 – 350 4.5 4.5 – 6.0 × 10
Key:
PI = Positive Ignition, CI = Compression Ignition

Figure 1
Flow Chart for Type I Type-approval

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 Paragraph 6.1.1. of Annex 4a, and illustrated in Figure 1 of
the same Annex. 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 total 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 160,000km
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.
Engine Category
Assigned deterioration factors
CO THC NMHC NO HC + NO
Particulate Matter
(PM)
Particles
Positive-ignition 1.5 1.3 1.3 1.6 – 1.0 1.0
Compression-ignition 1.5 – – 1.1 1.1 1.0 1.0
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 Section 8.2.
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 Technical Service 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 Type-approval Authority issuing the extension of approval shall assign a series number
to the extension and inform thereof the other Contracting Parties applying this Regulation by
means of a communication form conforming to the model in Annex 2 to this Regulation.
7. EXTENSIONS TO TYPE-APPROVALS
7.1. Extensions for Tailpipe Emissions (Type I, Type II and Type VI Tests)
7.1.1. Vehicles with Different Reference Masses
7.1.1.1. The type-approval shall be extended only to vehicles with a reference mass requiring the
use of the next two higher equivalent inertia or any lower equivalent inertia.
7.1.1.2. For Category N vehicles, the approval shall be extended only to vehicles with a lower
reference mass, if the emissions of the vehicle already approved are within the limits
prescribed for the vehicle for which extension of the approval is requested.
7.1.2. Vehicles with Different Overall Transmission Ratios
7.1.2.1. The type-approval shall be extended to vehicles with different transmission ratios only under
certain conditions.
7.1.2.2. To determine whether type-approval can be extended, for each of the transmission ratios
used in the Type I and Type VI Tests, the proportion,
E = |(V – V )|/V
shall be determined where, at an engine speed of 1,000min , V is the speed of the type of
vehicle approved and V is the speed of the vehicle type for which extension of the approval
is requested.
7.1.2.3. If, for each transmission ratio, E ≤8%, the extension shall be granted without repeating the
Type I and Type VI Tests.
7.1.2.4. If, for at least one transmission ratio, E >8%, and if, for each gear ratio, E ≤13%, the Type I
and Type VI Tests shall be repeated. The tests may be performed in a laboratory chosen by
the manufacturer subject to the approval of the Technical Service. The report of the tests
shall be sent to the Technical Service responsible for the type-approval tests.

7.2. Extensions for Evaporative Emissions (Type IV Test)
7.2.1. The type-approval shall be extended to vehicles equipped with a control system for
evaporative emissions which meet the following conditions:
7.2.1.1. The basic principle of fuel/air metering (e.g. single point injection,) is the same.
7.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses is identical.
7.2.1.3. The worst-case vehicle with regard to the cross-paragraph and approximate hose length
shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by
the Technical Service responsible for the type-approval tests.
7.2.1.4. The fuel tank volume is within a range of ±10%.
7.2.1.5. The setting of the fuel tank relief valve is identical.
7.2.1.6. The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage
medium, air cleaner (if used for evaporative emission control), etc.
7.2.1.7. The method of purging the stored vapour is identical (e.g. air flow, start point or purge
volume over the preconditioning cycle).
7.2.1.8. The method of sealing and venting the fuel metering system is identical.
7.2.2. The type-approval shall be extended to vehicles with:
7.2.2.1. Different engine sizes;
7.2.2.2. Different engine powers;
7.2.2.3. Automatic and manual gearboxes;
7.2.2.4. Two and four wheel transmissions;
7.2.2.5. Different body styles; and
7.2.2.6. Different wheel and tyre sizes.
7.3. Extensions for Durability of Pollution Control Devices (Type V Test)
7.3.1. The type-approval shall be extended to different vehicle types, provided that the vehicle,
engine or pollution control system parameters specified below are identical or remain within
the prescribed tolerances:
7.3.1.1. Vehicle:
Inertia category: the two inertia categories immediately above and any inertia category
below.
Total road load at 80km/h: +5% above and any value below.

7.4. Extensions for On-board Diagnostics
7.4.1. The type-approval shall be extended to different vehicles with identical engine and emission
control systems as defined in Annex 11, Appendix 2. The type-approval shall be extended
regardless of the following vehicle characteristics:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Engine accessories;
Tyres;
Equivalent inertia;
Cooling system;
Overall gear ratio;
Transmission type; and
Type of bodywork.
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 set out in the Paragraphs below.
8.1.1. Where applicable the tests of Types I, II, III, IV and the test for OBD shall be performed, as
described in Table A to this Regulation. The specific procedures for conformity of production
are set out in the Paragraphs 8.2. to 8.10.
8.2. Checking the Conformity of the Vehicle for a Type I Test
8.2.1. The Type I Test shall be carried out on a vehicle of the same specification as described in
the type-approval certificate. When a Type I Test is to be carried out for a vehicle
type-approval that has one or several extensions, the Type I Tests shall be carried out either
on the vehicle described in the initial information package or on the vehicle described in the
information package relating to the relevant extension.
8.2.2. After selection by the Approval Authority, the manufacturer shall not undertake any
adjustment to the vehicles selected.
8.2.2.1. Three vehicles shall be selected at random in the series and tested as described in
Paragraph 5.3.1. of this Regulation. The deterioration factors shall be used in the same way.
The limit values are set out in Paragraph 5.3.1.4., Table 1.
8.2.2.2. If the Approval Authority is satisfied with the production standard deviation given by the
manufacturer, the tests shall be carried out according to Appendix 1 of this Regulation. If the
Approval Authority is not satisfied with the production standard deviation given by the
manufacturer, the tests shall be carried out according to Appendix 2 of this Regulation.

8.2.3. Notwithstanding the requirements of Paragraph 5.3.1. of this Regulation, the tests shall be
carried out on vehicles coming straight off the production line.
8.2.3.1. However, at the request of the manufacturer, the tests may be carried out on vehicles which
have completed:
(a)
(b)
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.
The running-in procedure shall be conducted by the manufacturer, who shall undertake not
to make any adjustments to these vehicles.
8.2.3.2. If the manufacturer wishes to run in the vehicles, ("x" km, where × ≤3,000km for vehicles
equipped with a positive ignition engine and × ≤15,000km for vehicles equipped with a
compression ignition engine), the procedure shall be the following:
(a)
(b)
The pollutant emissions (Type I) shall be measured at zero and at "x" km on the first
tested vehicle;
The evolution coefficient of the emissions between zero and "x" km shall be
calculated for each of the pollutant:
Emissions "x" km/Emissions zero km
This may be less than 1; and
(c)
The other vehicles shall not be run in, but their zero km emissions shall be multiplied
by the evolution coefficient.
In this case, the values to be taken shall be:
(i)
(ii)
The values at "x" km for the first vehicle;
The values at zero km multiplied by the evolution coefficient for the other
vehicles.
8.2.3.3. All these tests shall be conducted with commercial fuel. However, at the manufacturer's
request, the reference fuels described in Annex 10 or Annex 10a may be used.
8.3. Checking the Conformity of the Vehicle for a Type III Test
8.3.1. If a Type III Test is to be carried out, it shall be conducted on all vehicles selected for the
Type I conformity of production test set out in Paragraph 8.2.
The conditions laid down in Annex 6 shall apply.
8.4. Checking the Conformity of the Vehicle for a Type IV Test
8.4.1. If a Type IV Test is to be carried out, it shall be conducted in accordance with Annex 7.

9.2.4. Parameters Defining the In-service Family
The in-service family may be defined by basic design parameters which shall be common to
vehicles within the family. Accordingly, vehicle types may be considered as belonging to the
same in-service family if they have in common, or within the stated tolerances, the following
parameters:
9.2.4.1. Combustion process (two stroke, four stroke, rotary);
9.2.4.2. Number of cylinders;
9.2.4.3. Configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The
inclination or orientation of the cylinders is not a criteria);
9.2.4.4. Method of engine fuelling (e.g. indirect or direct injection);
9.2.4.5. Type of cooling system (air, water, oil);
9.2.4.6. Method of aspiration (naturally aspirated, pressure charged);
9.2.4.7. Fuel for which the engine is designed (petrol, diesel, NG/biomethane, LPG, etc.). Bi-fuelled
vehicles may be grouped with dedicated fuel vehicles providing one of the fuels is common;
9.2.4.8. Type of catalytic converter (three-way catalyst, lean NO trap, SCR, lean NO catalyst or
other(s));
9.2.4.9. Type of particulate trap (with or without);
9.2.4.10. Exhaust gas recirculation (with or without, cooled or non cooled); and
9.2.4.11. Engine cylinder capacity of the largest engine within the family minus 30%.
9.2.5. Information Requirements
An audit of in-service conformity will be conducted by the Approval Authority on the basis of
information supplied by the manufacturer. Such information shall include in particular, the
following:
9.2.5.1. The name and address of the manufacturer;
9.2.5.2. The name, address, telephone and fax numbers and e-mail address of the authorized
representative within the areas covered by the manufacturer's information;
9.2.5.3. The model name(s) of the vehicles included in the manufacturer's information;
9.2.5.4. Where appropriate, the list of vehicle types covered within the manufacturer's information,
i.e. for tailpipe emissions, the in-service family group in accordance with Paragraph 9.2.1.
and, for OBD and IUPR , the OBD family, in accordance with Appendix 2 to Annex 11;
9.2.5.5. The vehicle identification number (VIN) codes applicable to these vehicle types within the
in-service family (VIN prefix);
9.2.5.6. The numbers of the type-approvals applicable to these vehicle types within the in-service
family, including, where applicable, the numbers of all extensions and field fixes/recalls
(re-works);

(e)
Test data, including the following:
(i)
(ii)
(iii)
Date of test/download;
Location of test/download;
Distance indicated on vehicle odometer;
for tailpipe emissions only;
(iv)
(v)
(vi)
(vii)
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).
and, for IUPR only:
(viii) All required data downloaded from the vehicle;
(ix) For each monitor to be reported the in-use performance ratio IUPR .
9.2.5.12. Records of indication from the OBD system.
9.2.5.13. For IUPR sampling, the following:
(a)
(b)
The average of in-use-performance ratios IUPR of all selected vehicles for each
monitor according to Paragraphs 7.1.4. and 7.1.5. of Appendix 1 to Annex 11;
The percentage of selected vehicles, which have an IUPR greater or equal to the
minimum value applicable to the monitor according to Paragraphs 3.1.4. and 3.1.5. of
Appendix 1 to Annex 11.
9.3. Selection of Vehicles for In-service Conformity
9.3.1. The information gathered by the manufacturer shall be sufficiently comprehensive to ensure
that in-service performance can be assessed for normal conditions of use as defined in
Paragraph 9.2. The manufacturer's sampling shall be drawn from at least two Contracting
Parties with substantially different vehicle operating conditions. Factors such as differences
in fuels, ambient conditions, average road speeds, and urban/highway driving split shall be
taken into consideration in the selection of the Contracting Parties.
For OBD IUPR testing only, vehicles fulfilling the criteria of Paragraph 2.2.1. of Appendix 3
shall be included in the test sample.

9.4. On the basis of the audit referred to in Paragraph 9.2., the Approval Authority shall adopt
one of the following decisions and actions:
(a)
(b)
(c)
(d)
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;
Decide that based on data from the Approval Authority or Contracting Party
surveillance testing programmes, that information provided by the manufacturer is
insufficient to reach a decision and request additional information or test data from the
manufacturer;
Decide that the in-service conformity of a vehicle type, that is part of an in-service
family, is unsatisfactory and proceed to have such vehicle type tested in accordance
with Appendix 3.
If, according to the IUPR audit, the test criteria of Paragraph 6.1.2., Subparagraphs (a)
or (b) of Appendix 3 are met for the vehicles in a sample lot, the Type Approval Authority
must take the further action described in Subparagraph (d) of this Paragraph.
9.4.1. 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 2.
9.4.2. The Approval Authority, in cooperation 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 allowed to attend the confirmatory checks of the vehicles.
9.4.3. The manufacturer shall be authorized, under the supervision of the 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 (e.g. use of leaded petrol before the test date).
Where the results of the checks confirm such causes, those test results shall be excluded
from the conformity check.
10. PENALTIES FOR NON-CONFORMITY OF PRODUCTION
10.1. The approval granted in respect of a vehicle type pursuant to this amendment, may be
withdrawn if the requirements laid down in Paragraph 8.1. above are not complied with or if
the vehicle or vehicles taken fail to pass the tests prescribed in Paragraph 8.1.1. above.
10.2. If a Contracting Party which applies this Regulation withdraws an approval it has previously
granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by
means of a communication form conforming to the model in Annex 2 to this Regulation.

APPENDIX 1
PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS IF THE
PRODUCTION STANDARD DEVIATION GIVEN BY THE MANUFACTURER IS SATISFACTORY
1. This Appendix describes the procedure to be used to verify the production conformity for the
Type I Test when the manufacturer's production standard deviation is satisfactory.
2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot
passing a test with 40% of the production defective is 0.95 (producer's risk = 5%) while
the probability of a lot being accepted with 65% of the production defective is 0.1 (consumer's
risk = 10%).
3. For each of the pollutants given in Table 1 of Paragraph 5.3.1.4. of this Regulation, the following
procedure is used (see Figure 2 of this Regulation).
Taking:
L = the natural logarithm of the limit value for the pollutant,
x = the natural logarithm of the measurement for the i-th vehicle of the sample,
s = an estimate of the production standard deviation (after taking the natural logarithm of the
measurements),
n = the current sample number.
4. Compute for the sample the test statistic quantifying the sum of the standard deviations from the
limit and defined as:
1
s

( L − x )
5. Then:
5.1. If the test statistic is greater than the pass decision number for the sample size given in Table 1/1
below, the pollutant is passed;
5.2. If the test statistic is less than the fail decision number for the sample size given in Table 1/1
below, the pollutant is failed; otherwise, an additional vehicle is tested and the calculation
reapplied to the sample with a sample size one unit greater.

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
1. This Appendix describes the procedure to be used to verify the production conformity
requirements for the Type I Test when the manufacturer's evidence of production standard
deviation is either not satisfactory or not available.
2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot
passing a test with 40% of the production defective is 0.95 (producer's risk = 5%) while
the probability of a lot being accepted with 65% of the production defective is 0.1 (consumer's
risk = 10%).
3. The measurements of the pollutants given in Table 1 of Paragraph 5.3.1.4. of this Regulation are
considered to be log normally distributed and shall first be transformed by taking their natural
logarithms. Let m and m denote the minimum and maximum sample sizes respectively
(m = 3 and m = 32) and let n denote the current sample number.
4. If the natural logarithms of the measurements in the series are x , x ..., x and L is the natural
logarithm of the limit value for the pollutant, then define:
d = x – L
d
1
= ∑ d
n
and
V

1
=

⎜d
− d
n ⎝
⎟ ⎠

5. Table 1/2 shows values of the pass (A ) and fail (B ) decision numbers against current sample
number. The test statistic is the ratio d /V and shall be used to determine whether the series
has passed or failed as follows:
For m ≤ n ≤ m
d
(i) Pass the series if ≤ A
V
d
(ii) Fail the series if ≥ B
V
d
(iii) Take another measurement if A < < B
V

Sample size
(n)
Table 1/2
Minimum Sample Size = 3
Pass decision threshold
(A )
Fail decision threshold
(B )
3 -0.80381 16.64743
4 -0.76339 7.68627
5 -0.72982 4.67136
6 -0.69962 3.25573
7 -0.67129 2.45431
8 -0.64406 1.94369
9 -0.61750 1.59105
10 -0.59135 1.33295
11 -0.56542 1.13566
12 -0.53960 0.97970
13 -0.51379 0.85307
14 -0.48791 0.74801
15 -0.46191 0.65928
16 -0.43573 0.58321
17 -0.40933 0.51718
18 -0.38266 0.45922
19 -0.35570 0.40788
20 -0.32840 0.36203
21 -0.30072 0.32078
22 -0.27263 0.28343
23 -0.24410 0.24943
24 -0.21509 0.21831
25 -0.18557 0.18970
26 -0.15550 0.16328
27 -0.12483 0.13880
28 -0.09354 0.11603
29 -0.06159 0.09480
30 -0.02892 0.07493
31 0.00449 0.05629
32 0.03876 0.03876

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.
3. DIAGNOSIS AND MAINTENANCE
Diagnosis and any normal maintenance necessary shall be performed on vehicles accepted
for testing, prior to measuring exhaust emissions, in accordance with the procedure laid down
in Paragraphs 3.1. to 3.7. below.
3.1. The following checks shall be carried out: checks on air filter, all drive belts, all fluid levels,
radiator cap, all vacuum hoses and electrical wiring related to the anti-pollution system for
integrity; checks on ignition, fuel metering and anti-pollution device components for
maladjustments and/or tampering. All discrepancies shall be recorded.
3.2. The OBD system shall be checked for proper functioning. Any malfunction indications in the
OBD memory shall be recorded and the requisite repairs shall be carried out. If the OBD
malfunction indicator registers a malfunction during a preconditioning cycle, the fault may be
identified and repaired. The test may be re-run and the results of that repaired vehicle used.
3.3. The ignition system shall be checked and defective components replaced, for example spark
plugs, cables, etc.
3.4. The compression shall be checked. If the result is unsatisfactory the vehicle is rejected.
3.5. The engine parameters shall be checked to the manufacturer's specifications and adjusted if
necessary.
3.6. If the vehicle is within 800km of a scheduled maintenance service, that service shall be
performed according to the manufacturer's instructions. Regardless of odometer reading, the
oil and air filter may be changed at the request of the manufacturer.
3.7. Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test
reference fuel, unless the manufacturer accepts the use of market fuel.

6. PLAN OF REMEDIAL MEASURES
6.1. The Type Approval Authority must request the manufacturer to submit a plan of remedial
measures to remedy the non-compliance when:
6.1.1. For tailpipe emissions more than one vehicle is found to be an outlying emitter that meets
either of the following conditions:
(a)
(b)
The conditions of Paragraph 3.2.3. of Appendix 4 and where both the Type Approval
Authority and the manufacturer agree that the excess emission is due to the same
cause; or
The conditions of Paragraph 3.2.4. of Appendix 4 where the Type Approval Authority
has determined that the excess emission is due to the same cause.
The Type Approval Authority must request the manufacturer to submit a plan of remedial
measures to remedy the non-compliance.
6.1.2. For IUPR , of a particular monitor M the following statistical conditions are met in a test
sample, the size of which is determined according to Paragraph 9.3.5:
(a) For vehicles certified to a ratio of 0.1 in accordance with Paragraphs 7.1.4. and 7.1.5. of
Appendix 1 to Annex 11, the data collected from the vehicles indicate for at least one
monitor M in the test sample either that the test sample average in-use-performance
ratio is less than 0.1 or that 66% or more of the vehicles in the test sample have an inuse
monitor performance ratio of less than 0.1.
(b) For vehicles certified to the full ratios in accordance with Paragraphs 7.1.4. and 7.1.5. of
Appendix 1 to Annex 11 the data collected from the vehicles indicate for at least one
monitor M in the test sample either that the test sample average in-use performance
ratio in the test sample is less than the value Test (M) or that 66% or more of the
vehicles in the test sample have an in-use performance ratio of less than Test (M).
The value of Test (M) shall be:
(i) 0.230 if the monitor M is required to have an in-use ratio of 0.26;
(ii) 0.460 if the monitor M is required to have an in-use ratio of 0.52;
(iii) 0.297 if the monitor M is required to have an in-use ratio of 0.336;
according to Paragraph 7.1.4. of Appendix 1 to Annex 11.
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.

6.7. The manufacturer is responsible for keeping a record of every vehicle recalled and repaired
and the workshop which performed the repair. The type-approval authority shall have access
to the record on request for a period of 5 years from the implementation of the plan of
remedial measures.
6.8. The repair and/or modification or addition of new equipment shall be recorded in a certificate
supplied by the manufacturer to the vehicle owner.

3.2.2.3. When only one vehicle meeting the conditions of this Paragraph has been found, or when
more than one vehicle has been found and the Administrative Department and the
manufacturer agree it is due to different causes, another vehicle is taken at random from the
sample, unless the maximum sample size has already been reached.
3.2.2.4. 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.
3.2.2.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the initial
sample and that vehicle is taken.
3.2.2.6. Whenever another vehicle is taken from the sample, the statistical procedure of
Paragraph 4. of this Appendix is applied to the increased sample.
3.2.3. In the specific case of a vehicle with a measured emission for any regulated pollutant within
the "failure zone" .
3.2.3.1. If the vehicle meets the conditions of this Paragraph, the Administrative Department shall
determine the cause of the excess emission and another vehicle is then taken at random
from the sample.
3.2.3.2. Where more than one vehicle meets the condition of this Paragraph, and the Administrative
Department determines that the excess emission is due to the same cause, the
manufacturer shall be informed that the sample is regarded as having failed, together with
the reasons for that decision, and the plan of remedial measures outlined in Paragraph 6. of
Appendix 3 applies.
3.2.3.3. When only one vehicle meeting the conditions of this Paragraph has been found, or when
more than one vehicle has been found and the Administrative Department has determined
that it is due to different causes, another vehicle is taken at random from the sample, unless
the maximum sample size has already been reached.
3.2.3.4. 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.
3.2.3.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the initial
sample and that vehicle is taken.
3.2.3.6. Whenever another vehicle is taken from the sample, the statistical procedure of
Paragraph 4. of this Appendix is applied to the increased sample.
3.2.4. Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at
random from the sample.

5. A sample is regarded as having passed the test when it has passed both the requirements
of Paragraphs 3. and 4. of this Appendix.
Table 4/1
Table for Acceptance/Rejection Sampling Plan by Attributes
Cumulative sample size
(n)
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Pass decision number

Figure 4/2
In-service Conformity Testing − Selection and Test of Vehicles

APPENDIX 6
REQUIREMENTS FOR VEHICLES THAT USE A REAGENT
FOR THE EXHAUST AFTER-TREATMENT SYSTEM
1. INTRODUCTION
This Annex sets out the requirements for vehicles that rely on the use of a reagent for the
after-treatment system in order to reduce emissions.
2. REAGENT INDICATION
2.1. The vehicle shall include a specific indicator on the dashboard that informs the driver of low
levels of reagent in the reagent storage tank and of when the reagent tank becomes empty.
3. DRIVER WARNING SYSTEM
3.1. The vehicle shall include a warning system consisting of visual alarms that informs the driver
when the reagent level is low, that the tank soon needs to be refilled, or the reagent is not of a
quality specified by the manufacturer. The warning system may also include an audible
component to alert the driver.
3.2. The warning system shall escalate in intensity as the reagent approaches empty. It shall
culminate in a driver notification that can not be easily defeated or ignored. It shall not be
possible to turn off the system until the reagent has been replenished.
3.3. The visual warning shall display a message indicating a low level of reagent. The warning
shall not be the same as the warning used for the purposes of OBD or other engine
maintenance. The warning shall be sufficiently clear for the driver to understand that the
reagent level is low (e.g. "urea level low", "AdBlue level low", or "reagent low").
3.4. The warning system does not initially need to be continuously activated, however the warning
shall escalate so that it becomes continuous as the level of the reagent approaches the point
where the driver inducement system in Paragraph 8. comes into effect. An explicit warning
shall be displayed (e.g. "fill up urea"', "fill up AdBlue", or "fill up reagent"). The continuous
warning system may be temporarily interrupted by other warning signals providing important
safety related messages.
3.5. The warning system shall activate at a distance equivalent to a driving range of at least
2,400km in advance of the reagent tank becoming empty.
4. IDENTIFICATION OF INCORRECT REAGENT
4.1. The vehicle shall include a means of determining that a reagent corresponding to the
characteristics declared by the manufacturer and recorded in Annex 1. to this Regulation is
present on the vehicle.
4.2. If the reagent in the storage tank does not correspond to the minimum requirements declared
by the manufacturer the driver warning system in Paragraph 3. shall be activated and shall
display a message indicating an appropriate warning (e.g. "incorrect urea detected",
"incorrect AdBlue detected", or "incorrect reagent detected"). If the reagent quality is not
rectified within 50km of the activation of the warning system then the driver inducement
requirements of Paragraph 8. shall apply.

7. STORAGE OF FAILURE INFORMATION
7.1. Where reference is made to this Paragraph, a non-erasable Parameter Identifier (PID) shall
be stored identifying the reason for and the distance travelled by the vehicle during the
inducement system activation. The vehicle shall retain a record of the PID for at least
800 days or 30,000km of vehicle operation. The PID shall be made available via the serial
port of a standard diagnostic connector upon request of a generic scan tool according to the
provisions of Paragraph 6.5.3.1. of Appendix 1 to Annex 11 to this Regulation. The
information stored in the PID shall be linked to the period of cumulated vehicle operation,
during which it has occurred, with an accuracy of not less than 300 days or 10,000km.
7.2. Malfunctions in the reagent dosing system attributed to technical failures (e.g. mechanical or
electrical faults) shall also be subject to the OBD requirements in Annex 11.
8. DRIVER INDUCEMENT SYSTEM
8.1. The vehicle shall include a driver inducement system to ensure that the vehicle operates with
a functioning emissions control system at all times. The inducement system shall be designed
so as to ensure that the vehicle can not operate with an empty reagent tank.
8.2. The inducement system shall activate at the latest when the level of reagent in the tank
reaches a level equivalent to the average driving range of the vehicle with a complete tank of
fuel. The system shall also activate when the failures in Paragraphs 4., 5. or 6. have occurred,
depending on the NO monitoring approach. The detection of an empty reagent tank and the
failures mentioned in Paragraphs 4., 5. or 6. shall result in the failure information storage
requirements of Paragraph 7. coming into effect.
8.3. The manufacturer shall select which type of inducement system to install. The options for a
system are described in Paragraphs 8.3.1., 8.3.2., 8.3.3. and 8.3.4.
8.3.1. A "no engine restart after countdown" approach allows a countdown of restarts or distance
remaining once the inducement system activates. Engine starts initiated by the vehicle control
system, such as start-stop systems, are not included in this countdown. Engine restarts shall
be prevented immediately after the reagent tank becomes empty or a distance equivalent to a
complete tank of fuel has been exceeded since the activation of the inducement system,
whichever occurs earlier.
8.3.2. A "no start after refuelling" system results in a vehicle being unable to start after re-fuelling if
the inducement system has activated.
8.3.3. A "fuel-lockout" approach prevents the vehicle from being refuelled by locking the fuel filler
system after the inducement system activates. The lockout system shall be robust to prevent
it being tampered with.
8.3.4. A "performance restriction" approach restricts the speed of the vehicle after the inducement
system activates. The level of speed limitation shall be noticeable to the driver and
significantly reduce the maximum speed of the vehicle. Such limitation shall enter into
operation gradually or after an engine start. Shortly before engine restarts are prevented, the
speed of the vehicle shall not exceed 50km/h. Engine restarts shall be prevented immediately
after the reagent tank becomes empty or a distance equivalent to a complete tank of fuel has
been exceeded since the activation of inducement system, whichever occurs earlier.

10. OPERATING CONDITIONS OF THE AFTER-TREATMENT SYSTEM
Manufacturers shall ensure that the emission control system retains its emission control
function during all ambient conditions, especially at low ambient temperatures. This includes
taking measures to prevent the complete freezing of the reagent during parking times of up to
7 days at 258K (-15°C) with the reagent tank 50% full. If the reagent has frozen, the
manufacturer shall ensure that reagent shall be available for use within 20min of the vehicle
starting at 258K (-15°C) measured inside the reagent tank, so as to ensure correct operation
of the emission control system.

2. MASSES AND dimensions (in kg and mm) (refer to drawing where applicable): .....
2.6. Mass of the vehicle with bodywork and, in the case of a towing vehicle of category
other than M , with coupling device, if fitted by the manufacturer, in running order, or
mass of the chassis or chassis with cab, without bodywork and/or coupling device if
the manufacturer does not fit the bodywork and/or coupling device (including liquids,
tools, spare wheel, if fitted, and driver and, for buses and coaches, a crew member if
there is a crew seat in the vehicle) (maximum and minimum for each variant): .........
2.8. Technically permissible maximum laden mass as stated by the manufacturer , :
3. Description of energy converters and power plant (In the case of a vehicle that can
run either on petrol, diesel, etc., or also in combination with another fuel, items shall
be repeated : ................................................................................................................
3.1. Engine Manufacturer: .....................................................................................................
3.1.1. Manufacturer's engine code (as marked on the engine, or other means of
identification): ...................................................................................................................
3.2. Internal combustion engine: ............................................................................................
3.2.1. Specific engine information: ............................................................................................
3.2.1.1. Working principle: positive-ignition/compression-ignition, four-stroke/two-stroke/rotary
cycle : ............................................................................................................................
3.2.1.2. Number, arrangement of cylinders: ................................................................................
3.2.1.2.1. Bore : ...................................................................................................................... mm
3.2.1.2.2. Stroke : ................................................................................................................... mm
3.2.1.2.3. Firing order: .....................................................................................................................
3.2.1.3. Engine capacity : .................................................................................................... cm
3.2.1.4. Volumetric compression ratio : .....................................................................................

3.2.4.2.4.2. Cut-off point: ...................................................................................................................
3.2.4.2.4.2.1. Cut-off point under load: ........................................................................................ min
3.2.4.2.4.2.2. Cut-off point without load: ...................................................................................... min
3.2.4.2.6. Injector(s): .......................................................................................................................
3.2.4.2.6.1. Make(s): ..........................................................................................................................
3.2.4.2.6.2. Type(s): ...........................................................................................................................
3.2.4.2.7. Cold start system: ...........................................................................................................
3.2.4.2.7.1. Make(s): ..........................................................................................................................
3.2.4.2.7.2. Type(s): ...........................................................................................................................
3.2.4.2.7.3. Description: .....................................................................................................................
3.2.4.2.8. Auxiliary starting aid
3.2.4.2.8.1. Make(s): ..........................................................................................................................
3.2.4.2.8.2. Type(s): ...........................................................................................................................
3.2.4.2.8.3. System description: ........................................................................................................
3.2.4.2.9. Electronic controlled injection: yes/no ..........................................................................
3.2.4.2.9.1. Make(s): ..........................................................................................................................
3.2.4.2.9.2. Type(s): ...........................................................................................................................
3.2.4.2.9.3. Description of the system, in the case of systems other than continuous injection, give
equivalent details: ...........................................................................................................
3.2.4.2.9.3.1. Make and type of the control unit: ..................................................................................
3.2.4.2.9.3.2. Make and type of the fuel regulator: ...............................................................................
3.2.4.2.9.3.3. Make and type of air-flow sensor: ...................................................................................
3.2.4.2.9.3.4. Make and type of fuel distributor: ...................................................................................
3.2.4.2.9.3.5. Make and type of throttle housing: .................................................................................
3.2.4.2.9.3.6. Make and type of water temperature sensor: .................................................................
3.2.4.2.9.3.7. Make and type of air temperature sensor: ......................................................................
3.2.4.2.9.3.8. Make and type of air pressure sensor: ...........................................................................

3.2.6. Ignition: .......................
3.2.6.1. Make(s): ..........................................................................................................................
3.2.6.2. Type(s): ...........................................................................................................................
3.2.6.3. Working principle: ...........................................................................................................
3.2.6.4. Ignition advance curve : ................................................................................................
3.2.6.5. Static ignition timing: ............. degrees before TDC: ..................................................
3.2.7. Cooling system: liquid/air : ............................................................................................
3.2.7.1. Nominal setting of the engine temperature control mechanism: ....................................
3.2.7.2. Liquid
3.2.7.2.1. Nature of liquid: ...............................................................................................................
3.2.7.2.2. Circulating pump(s):yes/no
3.2.7.2.3. Characteristics: .......................................................................................................... , or
3.2.7.2.3.1. Make(s): ..........................................................................................................................
3.2.7.2.3.2. Type(s): ...........................................................................................................................
3.2.7.2.4. Drive ratio(s): ..................................................................................................................
3.2.7.2.5. Description of the fan and its drive mechanism: .............................................................
3.2.7.3. Air
3.2.7.3.1. Blower: yes/no
3.2.7.3.2. Characteristics: .......................................................................................................... , or
3.2.7.3.2.1. Make(s): ..........................................................................................................................
3.2.7.3.2.2. Type(s): ...........................................................................................................................
3.2.7.3.3. Drive ratio(s): ..................................................................................................................
3.2.8. Intake system: .................................................................................................................
3.2.8.1. Pressure charger: yes/no .............................................................................................
3.2.8.1.1. Make(s): ..........................................................................................................................
3.2.8.1.2. Type(s): ...........................................................................................................................
3.2.8.1.3. Description of the system (maximum charge pressure: ......................................... kPa,
waste-gate, if applicable): ...............................................................................................

3.2.12. Measures taken against air pollution: .............................................................................
3.2.12.1. Device for recycling crankcase gases (description and drawings): ................................
3.2.12.2. Additional pollution control devices (if any, and if not covered by another heading: ......
3.2.12.2.1. Catalytic converter: yes/no ..........................................................................................
3.2.12.2.1.1. Number of catalytic converters and elements (provide the information below for each
separate unit: ..................................................................................................................
3.2.12.2.1.2. Dimensions and shape of the catalytic converter(s) (volume,...): ...................................
3.2.12.2.1.3. Type of catalytic action: ..................................................................................................
3.2.12.2.1.4. Total charge of precious metal: ......................................................................................
3.2.12.2.1.5. Relative concentration: ...................................................................................................
3.2.12.2.1.6. Substrate (structure and material): .................................................................................
3.2.12.2.1.7. Cell density: ....................................................................................................................
3.2.12.2.1.8. Type of casing for catalytic converter(s): ........................................................................
3.2.12.2.1.9. Positioning of the catalytic converter(s) (place and reference distances in the exhaust
system): ..........................................................................................................................
3.2.12.2.1.10. Heat shield: yes/no
3.2.12.2.1.11. Regeneration systems/method of exhaust after-treatment systems, description: ..........
3.2.12.2.1.11.1. 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: ....................................................
3.2.12.2.1.11.2. Description of method employed to determine the number of cycles Between two
cycles where regenerative phases occur: ......................................................................
3.2.12.2.1.11.3. Parameters to determine the level of loading required before regeneration occurs
(i.e. temperature, pressure etc): .....................................................................................
3.2.12.2.1.11.4. Description of method used to load system in the test procedure described in
Paragraph 3.1., Annex 13: ..............................................................................................
3.2.12.2.1.11.5. Normal operating temperature range (K): .......................................................................
3.2.12.2.1.11.6. Consumable reagents (where appropriate): ...................................................................
3.2.12.2.1.11.7. Type and concentration of reagent needed for catalytic action (where appropriate): ....
3.2.12.2.1.11.8. Normal operational temperature range of reagent (where appropriate): ........................
3.2.12.2.1.11.9. International standard (where appropriate): ...................................................................

3.2.12.2.6.4. Regeneration system/method. Description and/or drawing: ...........................................
3.2.12.2.6.4.1. The number of Type I operating cycles, or equivalent engine test bench cycle,
between two cycles where regeneration phases occur under the conditions equivalent
to Type I Test (Distance 'D' in Figure 1 in Annex 13): ....................................................
3.2.12.2.6.4.2. Description of method employed to determine the number of cycles between two
cycles where regenerative phases occur: ......................................................................
3.2.12.2.6.4.3. Parameters to determine the level of loading required before regeneration occurs
(i.e. temperature, pressure, etc.): ...................................................................................
3.2.12.2.6.4.4. Description of method used to load system in the test procedure described in
Paragraph 3.1., Annex 13: ..............................................................................................
3.2.12.2.6.5. Make of particulate trap: .................................................................................................
3.2.12.2.6.6. Identifying part number: ..................................................................................................
3.2.12.2.7. On-board-diagnostic (OBD) system: (yes/no) .............................................................
3.2.12.2.7.1. Written description and/or drawing of the malfunction indicator (MI): ............................
3.2.12.2.7.2. List and purpose of all components monitored by the OBD system: .............................
3.2.12.2.7.3. Written description (general working principles) for: ......................................................
3.2.12.2.7.3.1. Positive-ignition engines
3.2.12.2.7.3.1.1. Catalyst monitoring: ........................................................................................................
3.2.12.2.7.3.1.2. Misfire detection: .............................................................................................................
3.2.12.2.7.3.1.3. Oxygen sensor monitoring: .............................................................................................
3.2.12.2.7.3.1.4. Other components monitored by the OBD system: ........................................................
3.2.12.2.7.3.2. Compression-ignition engines
3.2.12.2.7.3.2.1. Catalyst monitoring: ........................................................................................................
3.2.12.2.7.3.2.2. Particulate trap monitoring: .............................................................................................
3.2.12.2.7.3.2.3. Electronic fuelling system monitoring: ............................................................................
3.2.12.2.7.3.2.4. Other components monitored by the OBD system: ........................................................
3.2.12.2.7.4. Criteria for MI activation (fixed number of driving cycles or statistical method): ............
3.2.12.2.7.5. List of all OBD output codes and formats used (with explanation of each): ...................

3.2.15. LPG fuelling system: yes/no ........................................................................................
3.2.15.1. Approval number (approval number of Regulation No. 67): ...........................................
3.2.15.2. Electronic engine management control unit for LPG fuelling
3.2.15.2.1. Make(s): ..........................................................................................................................
3.2.15.2.2. Type(s): ...........................................................................................................................
3.2.15.2.3. Emission-related adjustment possibilities: ......................................................................
3.2.15.3. Further documentation: ...................................................................................................
3.2.15.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to LPG or
back: ...............................................................................................................................
3.2.15.3.2. System layout (electrical connections, vacuum connections, compensation hoses,
etc.)
3.2.15.3.3. Drawing of the symbol: ...................................................................................................
3.2.16. NG fuelling system: yes/no
3.2.16.1. Approval number (approval number of Regulation No. 110): .........................................
3.2.16.2. Electronic engine management control unit for NG fuelling
3.2.16.2.1. Make(s): ..........................................................................................................................
3.2.16.2.2. Type(s): ...........................................................................................................................
3.2.16.2.3. Emission-related adjustment possibilities: ......................................................................
3.2.16.3. Further documentation: ...................................................................................................
3.2.16.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to NG or
back: ...............................................................................................................................
3.2.16.3.2. System layout (electrical connections, vacuum connections, compensation hoses,
etc.): ................................................................................................................................
3.2.16.3.3. Drawing of the symbol: ...................................................................................................
3.4. Engines or motor combinations
3.4.1. Hybrid Electric Vehicle: .................................................................................... yes/no
3.4.2. Category of Hybrid Electric Vehicle
Off Vehicle Charging/Not Off Vehicle Charging ...........................................................

3.4.7. Power controller: .............................................................................................................
3.4.7.1. Make: ..............................................................................................................................
3.4.7.2. Type: ...............................................................................................................................
3.4.7.3. Identification number: .....................................................................................................
3.4.8. Vehicle electric range .... km (according Annex 7 of Regulation No.101): ....................
3.4.9. Manufacturer’s recommendation for preconditioning:
3.6. Temperatures permitted by the manufacturer
3.6.1. Cooling system
3.6.1.1. Liquid cooling
3.6.1.1.1. Maximum temperature at outlet: .............. K
3.6.1.2. Air cooling
3.6.1.2.1. Reference point: .............................................................................................................
3.6.1.2.2. Maximum temperature at reference point: .............. K
3.6.2. Maximum outlet temperature of the inlet intercooler: ............... K
3.6.3. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the
outer flange(s) of the exhaust manifold: ............... K
3.6.4. Fuel temperature
3.6.4.1. Minimum: ............. K
3.6.4.2. Maximum: ............ K
3.6.5. Lubricant temperature
3.6.5.1. Minimum: ............. K
3.6.5.2. Maximum: ............ K
3.8. Lubrication system
3.8.1. Description of the system
3.8.1.1. Position of the lubricant reservoir: ..................................................................................
3.8.1.2. Feed system (by pump/injection into intake/mixing with fuel, etc.)

4.6. Gear ratios: .....................................................................................................................
Index
Maximum for CVT
1
2
3
4, 5, others
Minimum for CVT
Reverse
Internal gearbox ratios
(ratios of engine to
gearbox output shaft
revolutions)
Final drive ratios (ratio
of gearbox output
shaft to driven wheel
revolutions)
Total gear
ratios
6. SUSPENSION: ...............................................................................................................
6.6. Tyres and wheels: ...........................................................................................................
6.6.1. Tyre / wheel combination(s)
(a)
(b)
For all tyre options indicate size designation, load-capacity index, speed
category symbol;
For tyres of Category Z intended to be fitted on vehicles whose maximum
speed exceeds 300km/h equivalent information shall be provided; for wheels
indicate rim size(s) and off-set(s).
6.6.1.1.
Axles
6.6.1.1.1.
Axle 1: .............................................................................................................................
6.6.1.1.2.
Axle 2: .............................................................................................................................
6.6.1.1.3.
Axle 3: .............................................................................................................................
6.6.1.1.4.
Axle 4: ...................................................................................................................... etc.

ANNEX 1 – APPENDIX 1
INFORMATION ON TEST CONDITIONS
1. SPARK PLUG
1.1. Make: ..............................................................................................................................................
1.2. Type: ..............................................................................................................................................
1.3. Spark-gap setting: ..........................................................................................................................
2. IGNITION COIL
2.1. Make: ..............................................................................................................................................
2.2. Type: ..............................................................................................................................................
3. LUBRICANT USED
3.1. Make: ..............................................................................................................................................
3.2. Type: (state percentage of oil in mixture if lubricant and fuel mixed): ............................................
4. DYNAMOMETER LOAD SETTING INFORMATION (repeat information for each
dynamometer test)
4.1. Vehicle bodywork type (variant/version): .......................................................................................
4.2. Gearbox type (manual/automatic/CVT): ........................................................................................
4.3. Fixed load curve dynamometer setting information (if used): ........................................................
4.3.1. Alternative dynamometer load setting method used (yes/no): .......................................................
4.3.2. Inertia mass (kg): ...........................................................................................................................
4.3.3. Effective power absorbed at 80km/h including running losses of the vehicle on the
dynamometer (kW)
4.3.4. Effective power absorbed at 50km/h including running losses of the vehicle on the
dynamometer (kW): ........................................................................................................................
4.4. Adjustable load curve dynamometer setting information (if used): ................................................
4.4.1. Coast down information from the test track: ..................................................................................
4.4.2. Tyres make and type: .....................................................................................................................
4.4.3. Tyre dimensions (front/rear): ..........................................................................................................
4.4.4. Tyre pressure (front/rear) (kPa): ....................................................................................................
4.4.5. Vehicle test mass including driver (kg): .........................................................................................

ANNEX 2
COMMUNICATION
(maximum format: A4 (210 × 297 mm))
issued by:
Name of administration
.............................................
.............................................
Concerning:
APPROVAL GRANTED
APPROVAL EXTENDED
APPROVAL REFUSED
APPROVAL WITHDRAWN
PRODUCTION DEFINITELY DISCONTINUED
SECTION I
0.1. Make (trade name of manufacturer): .............................................................................................
0.2. Type: ..............................................................................................................................................
0.2.1. Commercial name(s) (if available): ................................................................................................
0.3. Means of identification of type if marked on the vehicle
0.3.1. Location of that marking: ................................................................................................................
0.4. Category of vehicle
0.5. Name and address of manufacturer: .............................................................................................
0.8. Name(s) and address(es) of assembly plant(s): ............................................................................
0.9. If applicable, name and address of manufacturer's representative: ..............................................

Addendum to Type-Approval Communication No …
Concerning the Type-Approval of a Vehicle with regard to
Exhaust Emissions Pursuant to Regulation No. 83, 06 series of Amendments
1. Additional information
1.1. Mass of the vehicle in running order: ........................................................................................
1.2. Reference mass of the vehicle: .................................................................................................
1.3. Maximum mass of the vehicle: ..................................................................................................
1.4. Number of seats (including the driver): .....................................................................................
1.6. Type of bodywork:
1.6.1. For M , M : saloon/ hatchback/ station wagon/coupé/convertible
/multipurpose vehicle
1.6.2. For N , N : lorry, van
1.7. Drive wheels: front, rear, 4 × 4
1.8. Pure electric vehicle: yes/no
1.9. Hybrid electric vehicle: yes/no
1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging (OVC)/Not Off
Vehicle charging (NOVC)
1.9.2. Operating mode switch: with/without
1.10. Engine identification: .................................................................................................................
1.10.1. Engine displacement: ................................................................................................................
1.10.2. Fuel supply system: direct injection/indirect injection
1.10.3. Fuel recommended by the manufacturer: .................................................................................
1.10.4. Maximum power: ................................ kW at. ................................................................ min
1.10.5. Pressure charging device: yes/no
1.10.6. Ignition system: compression ignition / positive ignition
1.11. Power train (for pure electric vehicle or hybrid electric vehicle)
1.11.1. Maximum net power: ............... kW, at: ......................... to ........................................... min
1.11.2. Maximum thirty minutes power: ........................................................................................... kW

2.
Test results
2.1.
Tailpipe emissions test results: .................................................................................................
Emissions classification: 06 series of amendments
Type-approval number if not parent vehicle
:
Type I Result
Test
CO
(mg/km)
THC
(mg/km)
NMHC
(mg/km)
NOx
(mg/km)
THC+NO
(mg/km)
Particulates
(mg/km)
Particles
(#/km)
Measured 1
2
3
Measured mean
value (M)
Ki
Mean value
calculated with Ki
(M.Ki)
DF
Final mean value
calculated with Ki
and DF (M.Ki.DF)
Limit value
Where applicable
Not applicable
Mean value calculated by adding mean values (M.Ki) calculated for THC and NO
Round to 2 decimal places
Round to 4 decimal places
Round to 1 decimal place more than limit value

2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): ........................
2.1.6. List of all OBD output codes and formats used
(with explanation of each): ........................................................................................................
2.2. 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
2.3. Catalytic converters: yes/no
2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation
yes/no
2.4. Smoke opacity test results
2.4.1. At steady speeds: See technical service test report number .....................................................
2.4.2. Free acceleration tests
2.4.2.1. Measured value of the absorption coefficient: .................................................................... .m
2.4.2.2. Corrected value of the absorption coefficient: ..................................................................... m
2.4.2.3. Location of the absorption coefficient symbol on the vehicle: ..................................................
4. Remarks:
________________
_______________

ANNEX 2 – APPENDIX 2
MANUFACTURER'S CERTIFICATE OF COMPLIANCE WITH THE OBD INUSE
PERFORMANCE REQUIREMENTS
(Manufacturer):
(Address of the manufacturer):
Certifies that:
1. The vehicle types listed in attachment to this Certificate are in compliance with the provisions of
Paragraph 7. of Appendix 1 to Annex 11 of this Regulation relating to the in-use performance of
the OBD system under all reasonably foreseeable driving conditions;
2. The plan(s) describing the detailed technical criteria for incrementing the numerator and
denominator of each monitor attached to this Certificate are correct and complete for all types of
vehicles to which this Certificate applies.
Annexes:
Done at [……Place]
On […….Date]
[Signature of the Manufacturer's Representative]
(a)
(b)
List of vehicle types to which this Certificate applies;
Plan(s) describing the detailed technical criteria for incrementing the numerator and denominator
of each monitor, as well as plan(s) for disabling numerators, denominators and general
denominator.

Table 1
Letters with Reference to Fuel, Engine and Vehicle Category
Character Vehicle category and class Engine type
J
M, N Class I.
PI
CI
K
M to fulfill specific social needs
(excluding M )
L
N Class II
PI
CI
M
N Class III, N
PI
CI
CI

3.2.5.
3.2.6.
3.3.
3.3.1.
3.3.2.
3.4.
3.4.1.
3.4.2.
The vehicle to be tested, or an equivalent vehicle, shall be fitted, if necessary, with a device
to permit the measurement off the characteristic parameters necessary for chassis
dynamometer setting, in conformity with Paragraph 5. of this Annex.
The technical servicee responsible for the tests may verify that the vehicle's performance
conforms
to that stated by the manufacturer, that it cann be used for normal driving and,
more particularly, that it is capablee of starting when cold and when hot.
Test Fuel
The appropriate reference fuel ass defined in Annex 10 too this Regulation shall be used for
testing.
Vehicles that are fuelled either with petrol or with LPG or o NG/biomethane shall be tested
according
to Annex 12 with the appropriate eference fuel(s) as defined in Annex 10a.
Vehicle Installation
The vehicle shall be approximately horizontal during the test so as to avoid any
abnormal
distribution of the fuel.
A current
of air of variable speedd shall be blown over the vehicle. The blower speed shall
be, within
the operating range off 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 bee within ±5km/h of the
corresponding roller speed withinn 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 t corresponding roller speed. At
roller speeds of less than t 10km/h, air velocity may be zero.
The above mentioned
air velocityy shall be determined as an averagedd value of a number of
measuring points which:
(a)
For blowers with rectangular outlets are located at the centre of each rectangle
dividing the whole of the blower outlet into 9 areas (dividingg both horizontal and
vertical sides of the blower outlet into
3 equal parts). The centre area shall not be
measured (as shown in thee diagram below).

4.5. Particle Number (PN) Emissions Equipment
The particle number sampling and measurement requirements are given in Appendix 5.
4.6. General Test Cell Equipment
The following temperatures shall be measured with an accuracy of ±1.5K:
(a)
(b)
(c)
Test cell ambient air;
Intake air to the engine;
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 measurable to within ±0.1kPa.
The absolute humidity (H) shall be measurable to within ±5%.
5. DETERMINATION OF VEHICLE ROAD LOAD
5.1. Test Procedure
The procedure for measuring the vehicle road load is described in Appendix 7.
This procedure is not required if the chassis dynamometer load is to be set according to the
reference mass of the vehicle.
6. EMISSIONS TEST PROCEDURE
6.1. Test Cycle
The operating cycle, made up of a Part One (urban cycle) and Part Two (extra-urban cycle),
is illustrated in Figure 1. During the complete test the elementary urban cycle is run four
times followed, by Part Two.

6.1.2. Extra-Urban Cycle
Part Two of the test cycle is the extra-urban cycle which is defined in Table 2, illustrated in
Figure 3, and summarized below.
Breakdown by phases:
Time(s)
%
Idling
20
5.0
Deceleration, clutch disengaged
20
5.0
Gear-shift
6
1.5
Accelerations
103
25.8
Steady-speed periods
209
52.2
Decelerations
42
10.5
Total
400
100
Breakdown by use of gears:
Time(s)
%
Idling
20
5.0
Deceleration, clutch disengaged
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
Total
400
100
General information:
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

6.2. Test Preparation
6.2.1. Load and Inertia Setting
6.2.1.1. Load Determined with Vehicle Road Test
The dynamometer shall be adjusted so that the total inertia of the rotating masses will
simulate the inertia and other road load forces acting on the vehicle when driving on the
road. The means by which this load is determined is described in Paragraph 5. of this
Annex.
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.
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 and 40
and 20km/h.
6.2.1.2. Load Determined by Vehicle Reference Mass
With the manufacturer's agreement the following method may be used.
The brake is adjusted so as to absorb the load exerted at the driving wheels at a constant
speed of 80km/h, in accordance with Table 3.
If the corresponding equivalent inertia is not available on the dynamometer, the larger value
closest to the vehicle reference mass will be used.
In the case of vehicles other than passenger cars, with a reference mass of more than
1,700kg or vehicles with permanent all-wheel drive, the power values given in Table 3 are
multiplied by a factor 1.3.
6.2.1.3. The method used and the values obtained (equivalent inertia - characteristic adjustment
parameter) shall be recorded in the test report.
6.2.2. Preliminary Testing Cycles
Preliminary testing cycles should be carried out if necessary to determine how best to
actuate the accelerator and brake controls so as to achieve a cycle approximating to the
theoretical cycle within the prescribed limits under which the cycle is carried out.
6.2.3. Tyre Pressures
The tyre pressures shall be the same as that specified by the manufacturer and used for the
preliminary road test for brake adjustment. The tyre pressure may be increased by up to
50% from the manufacturer's recommended setting in the case of a two-roller
dynamometer. The actual pressure used shall be recorded in the test report.

6.2.8. Particle Number Measurement Preparation
6.2.8.1. The particle specific dilution system and measurement equipment shall be started and
readied for sampling.
6.2.8.2. Prior to the test(s) the correct function of the particle counter and volatile particle remover
elements of the particle sampling system shall be confirmed according to Appendix 5,
Paragraphs 2.3.1. and 2.3.3.:
The particle counter response shall be tested at near zero prior to each test and, on a daily
basis, at high particle concentrations using ambient air.
When the inlet is equipped with a HEPA filter, it shall be demonstrated that the entire
particle sampling system is free from any leaks.
6.2.9. Checking the Gas Analysers
The emissions analysers for the gases shall be set at zero and spanned. The sample bags
shall be evacuated.
6.3. Conditioning Procedure
6.3.1. For the purpose of measuring particulates, at most 36h and at least 6h before testing, the
Part Two cycle described in Paragraph 6.1. of this Annex shall be used for vehicle preconditioning.
Three consecutive cycles shall be driven. The dynamometer setting shall be
indicated as in Paragraph 6.2.1. above.
At the request of the manufacturer, vehicles fitted with indirect injection positive-ignition
engines may be preconditioned with one Part One and two Part Two driving cycles.
In a test facility in which there may be possible contamination of a low particulate emitting
vehicle test with residue from a previous test on a high particulate emitting vehicle, it is
recommended, for the purpose of sampling equipment pre-conditioning, that a 120km/h
steady state drive cycle of 20min duration followed by three consecutive Part Two cycles be
driven by a low particulate emitting vehicle.
After this preconditioning, and before testing, vehicles 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.
If the manufacturer so requests, the test shall be carried out not later than 30h after the
vehicle has been run at its normal temperature.

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.
6.4.4.3. 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 an idling period
merging into the following operation.
6.4.4.4. 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.
6.4.5. Steady Speeds
6.4.5.1. "Pumping" or the closing of the throttle shall be avoided when passing from acceleration to
the following steady speed.
6.4.5.2. Periods of constant speed shall be achieved by keeping the accelerator position fixed.
6.4.6. Sampling
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).
6.4.7. 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.
6.4.8. Particles shall be measured continuously in the particle sampling system. The average
concentrations shall be determined by integrating the analyser signals over the test cycle.

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.
6.6.1.3. Correction of Volume to Standard Conditions
The diluted exhaust-gas volume is corrected by means of the following formula:
Where:
⎛ ⎞

P − P
V = V × K × ⎟ (1)

T

273.2(K )
K = = 2.6961 (2)
101.33( kPa )
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).

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
=
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 factors for the reference fuels covered by this Regulation are provided below:
13.4
DF = for petrol (E5) (5a)
C +
( C + C ) × 10
13.4
DF = for petrol (E10) (5b)
C +
( C + C ) × 10
13.5
DF = for diesel (B5) (5c)
C +
( C + C ) × 10
13.5
DF = for diesel (B7) (5d)
C +
( C + C ) × 10
11.9
DF = for LPG (5e)
C +
( C + C ) × 10
9.5
DF = for NG/biomethane (5f)
C +
( C + C ) × 10
12.5
DF = for Ethanol (E85) (5g)
C +
( C + C ) × 10
12.5
DF = for Ethanol (E75) (5h)
C +
( C + C ) × 10

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
× 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.
6.6.7. Determination of Particulates
Particulate emission Mp (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 = particulate mass collected by filter(s),
d = distance corresponding to the operating cycle in km,
M = particulate emission in g/km.

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 = distance corresponding to the operating cycle expressed in kilometres,
C = shall be calculated from the following equation:
Where:
C =

n
C
( )
C
=
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,
n
=
total number of discrete particle concentration measurements made during the
operating cycle,
n
shall be calculated from the following equation:
n = T × f
Where:
T = time duration of the operating cycle expressed in seconds,
f = data logging frequency of the particle counter expressed in Hz.
6.6.9. Allowance for Mass Emissions from Vehicles Equipped with Periodically Regenerating
Devices
When the vehicle is equipped with a periodically regenerating system as defined in
Regulation No. 83, 06 series of amendments, Annex 13: Emissions test procedure for a
vehicle equipped with a periodically regenerating system:
6.6.9.1. The provisions of Annex 13 shall apply for the purposes of particulate mass measurements
only and not particle number measurements.
6.6.9.2. For particulate mass sampling during a test in which the vehicle undergoes a scheduled
regeneration, the filter face temperature shall not exceed 192°C.

Table 1
Elementary Urban Operating Cycle on the Chassis Dynamometer (Part One)
Operation
Phase
Acceleration (m/s )
Speed Duration of each
Cumulative Gear to be used in the case of a
(km/h) Operation(s) Phase(s) time(s)
manual gearbox
1
Idling
1

Reference mass of
vehicle RW
Table 3
Simulated Inertia and Dyno Loading Requirements
Equivalent inertia
Power and load absorbed by the
dynamometer at 80km/h
Road Load Coefficients
kg kg kW N a(N) b[N/(km/h) ]
RW ≤480 455 3.8 171 3.8 0.0261
480 < RW ≤540 510 4.1 185 4.2 0.0282
540 < RW ≤595 570 4.3 194 4.4 0.0296
595 < RW ≤650 625 4.5 203 4.6 0.0309
650 < RW ≤710 680 4.7 212 4.8 0.0323
710 < RW ≤765 740 4.9 221 5.0 0.0337
765 < RW ≤850 800 5.1 230 5.2 0.0351
850 < RW ≤965 910 5.6 252 5.7 0.0385
965 < RW ≤1,080 1020 6.0 270 6.1 0.0412
1,080 < RW ≤1,190 1130 6.3 284 6.4 0.0433
1,190 < RW ≤1,305 1250 6.7 302 6.8 0.0460
1,305 < RW ≤1,420 1360 7.0 315 7.1 0.0481
1,420 < RW ≤1,530 1470 7.3 329 7.4 0.0502
1,530 < RW ≤1,640 1590 7.5 338 7.6 0.0515
1,640 < RW ≤1,760 1700 7.8 351 7.9 0.0536
1,760 < RW ≤1,870 1810 8.1 365 8.2 0.0557
1,870 < RW ≤1,980 1930 8.4 378 8.5 0.0577
1,980 < RW ≤2,100 2040 8.6 387 8.7 0.0591
2,100 < RW ≤2,210 2150 8.8 396 8.9 0.0605
2,210 < RW ≤2,380 2270 9.0 405 9.1 0.0619
2,380 < RW ≤2,610 2270 9.4 423 9.5 0.0646
2,610 < RW 2270 9.8 441 9.9 0.0674

Figure 2
Elementary Urban Cycle for the Type I Test

ANNEX 4A – APPENDIX 1
CHASSIS DYNAMOMETER SYSTEM
1. SPECIFICATION
1.1. General Requirements
1.1.1. The dynamometer shall be capable of simulating road load within one of the following
classifications:
(a)
(b)
Dynamometer with fixed load curve, i.e. a dynamometer whose physical
characteristics provide a fixed load curve shape;
Dynamometer with adjustable load curve, i.e. a dynamometer with at least two road
load parameters that can be adjusted to shape the load curve.
1.1.2. 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 6 to this Annex.
1.1.3. In the event that the total resistance to progress on the road cannot be reproduced on the
chassis dynamometer between speeds of 10km/h and 120km/h, it is recommended that a
chassis dynamometer having the characteristics defined below should be used.
1.1.3.1. The load absorbed by the brake and the chassis dynamometer internal frictional effects
between the speeds of 0 and 120km/h is as follows:
F = (a + b × V ) ± 0.1 × F
(without being negative)
Where:
F
=
total load absorbed by the chassis dynamometer (N),
a
=
value equivalent to rolling resistance (N),
b
=
value equivalent to coefficient of air resistance (N/(km/h) ),
V
=
speed (km/h),
F
=
load at 80km/h (N).

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.
2.2.3. Use the flywheel or any other system of inertia simulation for the particular inertia class to
be used.
Figure 4
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.

2.3. 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.
3. VERIFICATION OF THE LOAD CURVE
3.1. Procedure
The load-absorption curve of the dynamometer from a reference setting at a speed of
80km/h shall be verified as follows:
3.1.1. Place the vehicle on the dynamometer or devise some other method of starting-up the
dynamometer.
3.1.2. Adjust the dynamometer to the absorbed load (F) at 80km/h.
3.1.3. Note the load absorbed at 120, 100, 80, 60, 40 and 20km/h.
3.1.4. Draw the curve F(V) and verify that it corresponds to the requirements of Paragraph 1.1.3.1.
of this Appendix.
3.1.5. Repeat the procedure set out in Paragraphs 3.1.1. to 3.1.4. above for other values of
power F at 80km/h and for other values of inertias.

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.
1.2.8. The connecting tube between the vehicle and dilution system shall be designed so as to
minimize heat loss.
1.3. Specific Requirements
1.3.1. Connection to Vehicle Exhaust
The connecting tube between the vehicle exhaust outlets and the dilution system shall be as
short as possible; and satisfy the following requirements:
(a)
(b)
(c)
(d)
Be less than 3.6 m long, or less than 6.1 m long if heat insulated. Its internal diameter
may not exceed 105 mm;
Shall not 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.
Sampling systems capable of maintaining the static pressure to within ±0.25kPa may
be used if a written request from a manufacturer to the Technical Service
substantiates the need for the closer tolerance;
Shall not change the nature of the exhaust gas;
Any elastomer connectors employed shall be as thermally stable as possible and
have minimum exposure to the exhaust gases.
1.3.2. Dilution Air Conditioning
The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall be
passed through a medium capable of reducing particles in the most penetrating particle size
of the filter material by ≥ 99.95%, or through a filter of at least class H13 of EN 1822:1998.
This represents the specification of High Efficiency Particulate Air (HEPA) filters. The
dilution air may optionally be charcoal scrubbed before being passed to the HEPA filter. It is
recommended that an additional coarse particle filter is situated before the HEPA filter and
after the charcoal scrubber, if used.
At the vehicle manufacturer's request, the dilution air may be sampled according to good
engineering practice to determine the tunnel contribution to background particulate mass
levels, which can then be subtracted from the values measured in the diluted exhaust.

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 0.1 s at 62% of a given temperature variation (value measured in silicone oil).
The measurement of the pressure difference from atmospheric pressure shall be taken
upstream from and, if necessary, downstream from the volume measuring device.
The pressure measurements shall have a precision and an accuracy of ±0.4kPa during the
test.
1.4. Recommended System Descriptions
Figure 6 and Figure 7 are schematic drawings of two types of recommended exhaust
dilution systems that meet the requirements of this Annex.
Since various configurations can produce accurate results, exact conformity with these
figures 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.
1.4.1. Full Flow Dilution System with Positive Displacement Pump
Figure 6
Positive Displacement Pump Dilution System

The use of a critical-flow venturi (CFV) for the full-flow dilution system 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 from the dilution tunnel. 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. The collecting equipment consists of:
1.4.2.1. 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;
1.4.2.2. A mixing chamber (MC) in which exhaust gas and air are mixed homogeneously, and which
may be located close to the vehicle so that the length of the transfer tube (TT) is minimized;
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.

Figure 8
PDP Calibration Configuration
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 (Qs) at each test point is calculated in standard m /min from the flow-meter
data using the manufacturer's prescribed method.

2.3. Calibration of the Critical-flow Venturi (CFV)
2.3.1. Calibration of the CFV is based upon the flow equation for a critical venturi:
Where:
Q = flow,
K = calibration coefficient,
P = absolute pressure (kPa),
T = absolute temperature (K).
Q
K
=
P
T
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.
2.3.2. The manufacturer's recommended procedure shall be followed for calibrating electronic
portions of the CFV.
2.3.3. 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 )
±0.03kPa,
LFE air temperature, flow-meter (ETI)
±0.15K,
Pressure depression upstream of LFE (EPI)
±0.01kPa,
Pressure drop across (EDP) LFE matrix
±0.0015kPa,
Air flow (Q )
±0.5%,
CFV inlet depression (PPI)
±0.02kPa,
Temperature at venturi inlet (T )
±0.2K.
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 venturi will seriously
affect the accuracy of the calibration.

Plot K as a function of venturi inlet pressure. For sonic flow, K will have a relatively
constant value. As pressure decreases (vacuum increases) the venturi becomes unchoked
and K decreases. The resultant K changes are not permissible.
For a minimum of eight points in the critical region, calculate an average K and the
standard deviation.
If the standard deviation exceeds 0.3% of the average K , take corrective action.
3. SYSTEM VERIFICATION PROCEDURE
3.1. General Requirements
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 formula in Paragraph 6.6. of Annex 4a except that the density of propane shall be taken
as 1.967g per litre at standard conditions. The following two techniques are known to give
sufficient accuracy.
The maximum permissible deviation between the quantity of gas introduced and the quantity
of gas measured is 5%.
3.2. CFO Method
3.2.1. Metering a constant flow of pure gas (CO or C H ) using a critical flow orifice device.
3.2.2. 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.
3.3. 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 4 mm.
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 (FH) 99% efficient with particles
≥ 0.3 μm, 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. Total Hydrocarbons (THC) 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. Total Hydrocarbons (THC) 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.

The components of the system are as follows:
1.4.1. Two sampling probes (S and S ) for continuous sampling of the dilution air and of the
diluted exhaust-gas/air mixture;
1.4.2. A filter (F), to extract solid particles from the flows of gas collected for analysis;
1.4.3. Pumps (P), to collect a constant flow of the dilution air as well as of the diluted
exhaust-gas/air mixture during the test;
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
Vh
Q
FID
R and I
Lh
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.

2.2.3. If, for the two points considered, the value found does not differ by more than ±5% of the full
scale from the theoretical value, the adjustment parameters may be modified. Should this
not be the case, a new calibration curve shall be established in accordance with
Paragraph 1. of this Appendix.
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/biomethane 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

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:
⎛ a − b ⎞
Efficiency (%) =
⎜1
+ × 100
c d

⎝ − ⎠
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.
3. REFERENCE GASES
3.1. Pure Gases
The following pure gases shall be available, if necessary, for calibration and operation:
Purified nitrogen: (purity: ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO , ≤ 0.1 ppm NO);
Purified synthetic air: (purity: ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO , ≤ 0.1 ppm NO);
oxygen content between 18 and 21% volume;
Purified oxygen: (purity > 99.5% vol. O );
Purified hydrogen (and mixture containing helium): (purity ≤ 1 ppm C, ≤400 ppm CO );
Carbon monoxide: (minimum purity 99.5%);
Propane: (minimum purity 99.5%).
3.2. Calibration and Span Gases
Mixtures of gases having the following chemical compositions shall be available:
(a)
(b)
(c)
C H and purified synthetic air (see Paragraph 3.1. above);
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).
The true concentration of a calibration gas shall be within ±2% of the stated Figure.

1.3. Specific Requirements
1.3.1. PM Sampling Probe
1.3.1.1. The sample probe shall deliver the particle-size classification performance described in
Paragraph 1.3.1.4. It is recommended that this performance be achieved by the use of a
sharp-edged, open-ended probe facing directly into the direction of flow plus a pre-classifier
(cyclone impactor, etc.). An appropriate sampling probe, such as that indicated in Figure 13,
may alternatively be used provided it achieves the pre-classification performance described
in Paragraph 1.3.1.4.
1.3.1.2. The sample probe shall be installed near the tunnel centreline, between 10 and 20 tunnel
diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter
of at least 12 mm.
If more than one simultaneous sample is drawn from a single sample probe, the flow drawn
from that probe shall be split into identical sub-flows to avoid sampling artefacts.
If multiple probes are used, each probe shall be sharp-edged, open-ended and facing
directly into the direction of flow. Probes shall be equally spaced around the central
longitudinal axis of the dilution tunnel, with the spacing between probes at least 5cm.
1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters,
but shall not exceed 1 020 mm.
1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder
assembly. The pre-classifier 50% cut point particle diameter shall be between 2.5µm and
10µm at the volumetric flow rate selected for sampling particulate mass emissions. The preclassifier
shall allow at least 99% of the mass concentration of 1µm particles entering the
pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected
for sampling particulate mass emissions. However, a sampling probe, acting as an
appropriate size-classification device, such as that shown in Figure 13, is acceptable as an
alternative to a separate pre-classifier.
1.3.2. Sample Pump and Flow Meter
1.3.2.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow
measuring units.
1.3.2.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ±3K,
except during regeneration tests on vehicles equipped with periodically regenerating after
treatment devices. In addition, the sample mass flow rate must remain proportional to the
total flow of diluted exhaust gas to within a tolerance of ±5% of the particulate sample mass
flow rate. Should the volume of flow change unacceptably as a result of excessive filter
loading, the test shall be stopped. When it is repeated, the rate of flow shall be decreased.

1.3.4.2. Buoyancy Correction
All filter weights shall be corrected for filter buoyancy in air.
The buoyancy correction depends on the density of the sample filter medium, the density of
air, and the density of the calibration weight used to calibrate the balance. The density of the
air is dependent on the pressure, temperature and humidity.
It is recommended that the temperature and dew point of the weighing environment are
controlled to 22°C ± 1°C and dew point of 9.5°C ± 1°C respectively. However, the minimum
requirements stated in Paragraph 1.3.4.1. will also result in an acceptable correction for
buoyancy effects. The correction for buoyancy shall be applied as follows:
Where:
m
= m
×
( 1 − ( ρ ) / ( ρ
) / 1 − ( ρ ) / ( ρ )
m = PM mass corrected for buoyancy
m = PM mass uncorrected for buoyancy
ρ = density of air in balance environment
( ( ))
ρ = density of calibration weight used to span balance
ρ = density of PM sample medium (filter) according to the table below:
Filter Medium ρ
Teflon coated glass fibre (e.g. TX40)
2,300kg/m
ρ can be calculated as follows:
ρ
P × M
=
R × T
Where:
P
=
absolute pressure in balance environment,
M
=
molar mass of air in balance environment (28.836 gmol ),
R
=
molar gas constant (8.314 Jmol K ),
T
=
absolute ambient temperature of balance environment.

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.
2. CALIBRATION AND VERIFICATION PROCEDURES
2.1. Flow Meter Calibration
The Technical Service shall ensure the existence of a calibration certificate for the flow
meter demonstrating compliance with a traceable standard within a 12 month period prior to
the test, or since any repair or change which could influence calibration.
2.2. Microbalance Calibration
The Technical Service shall ensure the existence of a calibration certificate for the
microbalance demonstrating compliance with a traceable standard within a 12 months
period prior to the test.
2.3. Reference Filter Weighing
To determine the specific reference filter weights, at least two unused reference filters shall
be weighed within 8h of, but preferably at the same time as, the sample filter weighings.
Reference filters shall be of the same size and material as the sample filter.
If the specific weight of any reference filter changes by more than ±5µg between sample
filter weighings, then the sample filter and reference filters shall be reconditioned in the
weighing room and then reweighed.
The comparison of reference filter weighings shall be made between the specific weights
and the rolling average of that reference filter's specific weights.
The rolling average shall be calculated from the specific weights collected in the period
since the reference filters were placed in the weighing room. The averaging period shall be
at least 1 day but not exceed 30 days.
Multiple reconditioning and reweighings of the sample and reference filters are permitted
until a period of 80h has elapsed following the measurement of gases from the emissions
test.
If, prior to or at the 80h point, more than half the number of reference filters meet the ±5µg
criterion, then the sample filter weighing can be considered valid.
If, at the 80h point, two reference filters are employed and one filter fails the ±5µg criterion,
the sample filter weighing can be considered valid under the condition that the sum of the
absolute differences between specific and rolling averages from the two reference filters
must be less than or equal to 10µg.
In case less than half of the reference filters meet the ±5µg criterion the sample filter shall
be discarded, and the emissions test repeated. All reference filters must be discarded and
replaced within 48h.

ANNEX 4A – APPENDIX 5
PARTICLE NUMBER EMISSIONS MEASUREMENT EQUIPMENT
1. SPECIFICATION
1.1. System Overview
1.1.1. The particle sampling system shall consist of a dilution tunnel, a sampling probe and a
volatile particle remover (VPR) upstream of a particle number counter (PNC) and suitable
transfer tubing.
1.1.2. It is recommended that a particle size pre-classifier (e.g. cyclone, impactor etc) be located
prior to the inlet of the VPR. However, a sample probe acting as an appropriate
size-classification device, such as that shown in Figure 13, is an acceptable alternative to
the use of a particle size pre-classifier.
1.2. General Requirements
1.2.1. The particle sampling point shall be located within a dilution tunnel.
The sampling probe tip (PSP) and particle transfer tube (PTT) together comprise the particle
transfer system (PTS). The PTS conducts the sample from the dilution tunnel to the
entrance of the VPR. The PTS shall meet the following conditions:
It shall be installed near the tunnel centre line, 10 to 20 tunnel diameters downstream of the
gas inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the
dilution tunnel.
It shall have an internal diameter of ≥ 8 mm.
Sample gas drawn through the PTS shall meet the following conditions:
It shall have a flow Reynolds number (Re) of < 1 700;
It shall have a residence time in the PTS of ≤ 3s.
Any other sampling configuration for the PTS for which equivalent particle penetration at
30nm can be demonstrated will be considered acceptable.
The outlet tube (OT) conducting the diluted sample from the VPR to the inlet of the PNC
shall have the following properties:
It shall have an internal diameter of ≥ 4 mm;
Sample Gas flow through the OT shall have a residence time of ≤ 0.8s.
Any other sampling configuration for the OT for which equivalent particle penetration at
30nm can be demonstrated will be considered acceptable.

1.3.4.3. Have a readability of at least 0.1 particles cm at concentrations below 100cm ;
1.3.4.4. Have a linear response to particle concentrations over the full measurement range in single
particle count mode;
1.3.4.5. Have a data reporting frequency equal to or greater than 0.5 Hz;
1.3.4.6. Have a T90 response time over the measured concentration range of less than 5 s;
1.3.4.7. Incorporate a coincidence correction function up to a maximum 10% correction, and may
make use of an internal calibration factor as determined in Paragraph 2.1.3., but shall not
make use of any other algorithm to correct for or define the counting efficiency;
1.3.4.8. Have counting efficiencies at particle sizes of 23nm (±1nm) and 41nm (±1nm) electrical
mobility diameter of 50% (±12%) and > 90% respectively. These counting efficiencies may
be achieved by internal (for example; control of instrument design) or external (for example;
size pre-classification) means;
1.3.4.9. If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by
the instrument manufacturer.
1.3.5. Where they are not held at a known constant level at the point at which PNC flow rate is
controlled, the pressure and/or temperature at inlet to the PNC must be measured and
reported for the purposes of correcting particle concentration measurements to standard
conditions.
1.3.6. The sum of the residence time of the PTS, VPR and OT plus the T90 response time of the
PNC shall be no greater than 20 s.
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.

It shall have a residence time in the PTS of ≤ 3s.
Any other sampling configuration for the PTS for which equivalent particle penetration for
particles of 30nm electrical mobility diameter can be demonstrated will be considered
acceptable.
The outlet tube (OT) conducting the diluted sample from the VPR to the inlet of the PNC
shall have the following properties:
It shall have an internal diameter of ≥ 4 mm;
Sample Gas flow through the POT shall have a residence time of ≤ 0.8s.
Any other sampling configuration for the OT for which equivalent particle penetration for
particles of 30nm electrical mobility diameter can be demonstrated will be considered
acceptable.
1.4.3. Particle Pre-classifier
The recommended particle pre-classifier shall be located upstream of the VPR. The
pre-classifier 50% cut point particle diameter shall be between 2.5µm and 10µm at the
volumetric flow rate selected for sampling particle number emissions. The pre-classifier shall
allow at least 99% of the mass concentration of 1µm particles entering the pre-classifier to
pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling
particle number emissions.
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 (fr) 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.

In the electrometer case, calibration shall be undertaken using at least six standard
concentrations spaced as uniformly as possible across the PNC's measurement range.
These points will include a nominal zero concentration point produced by attaching HEPA
filters of at least class H13 of EN 1822:2008, or equivalent performance, to the inlet of each
instrument. With no calibration factor applied to the PNC under calibration, measured
concentrations shall be within ±10% of the standard concentration for each concentration
used, with the exception of the zero point, otherwise the PNC under calibration shall be
rejected. The gradient from a linear regression of the two data sets shall be calculated and
recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the
PNC under calibration. Linearity of response is calculated as the square of the Pearson
product moment correlation coefficient (R2) of the two data sets and shall be equal to or
greater than 0.97. In calculating both the gradient and R the linear regression shall be
forced through the origin (zero concentration on both instruments).
In the reference PNC case, calibration shall be undertaken using at least six standard
concentrations across the PNC's measurement range. At least three points shall be at
concentrations below 1,000cm , the remaining concentrations shall be linearly spaced
between 1,000cm and the maximum of the PNC's range in single particle count mode.
These points will include a nominal zero concentration point produced by attaching HEPA
filters of at least class H13 of EN 1822:2008, or equivalent performance, to the inlet of each
instrument. With no calibration factor applied to the PNC under calibration, measured
concentrations shall be within ±10% of the standard concentration for each concentration,
with the exception of the zero point, otherwise the PNC under calibration shall be rejected.
The gradient from a linear regression of the two data sets shall be calculated and recorded.
A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC under
calibration. Linearity of response is calculated as the square of the Pearson product moment
correlation coefficient (R ) of the two data sets and shall be equal to or greater than 0.97. In
calculating both the gradient and R the linear regression shall be forced through the origin
(zero concentration on both instruments).
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 (fr(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.
( )

2.3.3. Each day, following the application of a HEPA filter of at least class H13 of EN 1822:2008,
or equivalent performance, to the inlet of the particle counter, the particle counter shall
report a concentration of ≤ 0.2cm . Upon removal of this filter, the particle counter shall
show an increase in measured concentration to at least 100 particles cm when challenged
with ambient air and a return to ≤ 0.2cm on replacement of the HEPA filter.
2.3.4. Prior to the start of each test, it shall be confirmed that the measurement system indicates
that the evaporation tube, where featured in the system, has reached its correct operating
temperature.
2.3.5. Prior to the start of each test, it shall be confirmed that the measurement system indicates
that the diluter PND has reached its correct operating temperature.

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 (∆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 Appendix 1) 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.
The limit given in Paragraph 3.1.1. above is brought to ±50% for 1s 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 6.1. of
Annex 4a.
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.

4.1.2. Tyres
The widest tyre shall be chosen. If there are more than three tyre sizes, the widest minus
one shall be chosen.
4.1.3. Testing Mass
4.1.4. Engine
The testing mass shall be the reference mass of the vehicle with the highest inertia range.
The test vehicle shall have the largest heat exchanger(s).
4.1.5. Transmission
A test shall be carried out with each type of the following transmission:
Front-wheel drive,
Rear-wheel drive,
Full-time 4 × 4,
Part-time 4 × 4,
Automatic gearbox,
Manual gearbox.
4.2. Running-in
The vehicle shall be in normal running order and adjustment after having been run-in for at
least 3 000km. The tyres shall be run-in at the same time as the vehicle or have a tread
depth within 90 and 50% of the initial tread depth.
4.3. Verifications
The following checks shall be made in accordance with the manufacturer's specifications for
the use considered:
Wheels, wheel trims, tyres (make, type, pressure), front axle geometry, brake adjustment
(elimination of parasitic drag), lubrication of front and rear axles, adjustment of the
suspension and vehicle level, etc.

5.1.1.2.5. These measurements shall be carried out in opposite directions until, for each reference
speed v , a minimum of three consecutive pairs of measurements have been obtained which
satisfy the statistical accuracy p , in per cent, as defined below.
pj =
t⋅s
n
100

ΔT
≤ 3%
where:
p is the statistical accuracy of the measurements performed at reference speed v ;
n
∆T
is the number of pairs of measurements;
is the mean coast down time at reference speed v in seconds, given by the equation:
ΔT
1
=
n

ΔT
where ∆T is the harmonic mean coast down time of the i pair of measurements at
velocity v , seconds [s], given by the equation:
ΔT
=

⎜ 1


ΔT
2
⎞ ⎛

+
⎜ 1
⎟ ⎜
⎠ ⎝
ΔT




where ∆T and ∆T are the coast down times of the i measurement at reference
speed v , in seconds [s], in opposite directions a and b, respectively;
s is the standard deviation, in seconds [s], defined by:
s
( ΔT
− Δ )
1
= ∑
T
n − 1
t
is a coefficient given in the following table:
Coefficient t as function of n

5.1.1.2.9. For each reference speed v calculate the power (P ), [kW], by the formula:
where:
P =(F · v )/1,000
F
is the average resistance at reference speed, j, [N];
v is the reference speed, j, [m/s], defined in 5.1.1.2.3.
5.1.1.2.10. The complete power curve (P), [kW], as a function of speed, [km/h], shall be calculated with
a least squares regression analysis.
5.1.1.2.11. The power (P) determined on the track shall be corrected to the reference ambient
conditions as follows:
P = K × P
Where:
R
R
K = × [ 1 + K ( t − t )]
+ ×
R
R
R = rolling resistance at speed V,
R = aerodynamic drag at speed V,
R = total driving resistance = R + R ,
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,
( p )
p
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.

5.1.2.2.7. The power P to be absorbed by the dynamometer shall be determined in order to enable
the same power (Paragraph 5.1.1.2.11. of this Appendix) to be reproduced for the same
vehicle on different days.
5.2. Torque Measurements Method at Constant Speed
5.2.1. On the Road
5.2.1.1. Measurement Equipment and Error
Torque measurement shall be carried out with an appropriate measuring device accurate to
within ±2%.
Speed measurement shall be accurate to within ±2%.
5.2.1.2. Test procedure
5.2.1.2.1. Bring the vehicle to the chosen stabilized speed V.
5.2.1.2.2. Record the torque C and speed over a period of at least 20s. The accuracy of the data
recording system shall be at least ±1 Nm for the torque and ±0.2km/h for the speed.
5.2.1.2.3. Differences in torque C and speed relative to time shall not exceed 5% for each second of
the measurement period.
5.2.1.2.4. The torque C is the average torque derived from the following formula:
C
( t )
1
= ∫ C dt
Δt
5.2.1.2.5. The test shall be carried out three times in each direction. Determine the average torque
from these six measurements for the reference speed. If the average speed deviates by
more than 1km/h from the reference speed, a linear regression shall be used for calculating
the average torque.
5.2.1.2.6. Determine the average of these two torques C and C , i.e. C .
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 5.1.1.2.11. 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.

ANNEX 5
TYPE II TEST
(Carbon monoxide emission test at idling speed)
1. INTRODUCTION
This Annex describes the procedure for the Type II Test defined in Paragraph 5.3.2. of this
Regulation.
2. CONDITIONS OF MEASUREMENT
2.1. The fuel shall be the reference fuel, specifications for which are given in Annexes 10 and
10a to this Regulation.
2.2. During the test, the environmental temperature shall be between 293 and 303K (20 and
30°C). The engine shall be warmed up until all temperatures of cooling and lubrication
means and the pressure of lubrication means have reached equilibrium.
2.2.1. Vehicles that are fuelled either with petrol or with LPG or NG/biomethane shall be tested
with the reference fuel(s) used for the Type I Test.
2.3. In the case of vehicles with manually-operated or semi-automatic-shift gearboxes, the test
shall be carried out with the gear lever in the "neutral" position and with the clutch engaged.
2.4. In the case of vehicles with automatic-shift gearboxes, the test shall be carried out with the
gear selector in either the "neutral" or the "parking" position.
2.5. Components for Adjusting the Idling Speed
2.5.1. Definition
For the purposes of this Regulation, "components for adjusting the idling speed" means
controls for changing the idling conditions of the engine which may be easily operated by a
mechanic using only the tools described in Paragraph 2.5.1.1. below. In particular, devices
for calibrating fuel and air flows are not considered as adjustment components if their setting
requires the removal of the set-stops, an operation which cannot normally be performed
except by a professional mechanic.
2.5.1.1. Tools which may be used to control components for adjusting the idling speed: screwdrivers
(ordinary or cross-headed), spanners (ring, open-end or adjustable), pliers, Allen keys.
2.5.2. Determination of Measurement Points
2.5.2.1. A measurement at the setting in accordance with the conditions fixed by the manufacturer is
performed first;
2.5.2.2. For each adjustment component with a continuous variation, a sufficient number of
characteristic positions shall be determined.

3.4. The concentration in C (see Paragraph 3.2.) measured according to the formulae
contained in Paragraph 3.3. need not be corrected if the total of the concentrations
measured (C + C ) is for four-stroke engines at least:
(a) For petrol 15%
(b) For LPG 13.5%
(c) For NG/biomethane 11.5%

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 dip-stick hole with an inclined-tube manometer.
5.3. The vehicle shall be deemed satisfactory if, in every condition of measurement defined in
Paragraph 3.2. above, the pressure measured in the crankcase does not exceed the
atmospheric pressure prevailing at the time of measurement.
5.4. For the test by the method described above, the pressure in the intake manifold shall be
measured to within ±1kPa.
5.5. The vehicle speed as indicated at the dynamometer shall be measured to within ±2km/h.
5.6. The pressure measured in the crankcase shall be measured to within ±0.01kPa.
5.7. If in one of the conditions of measurement defined in Paragraph 3.2. above, the pressure
measured in the crankcase exceeds the atmospheric pressure, an additional test as defined
in Paragraph 6. below shall be performed if so requested by the manufacturer.
6. ADDITIONAL TEST METHOD
6.1. The engine's apertures shall be left as found.
6.2. A flexible bag impervious to crankcase gases and having a capacity of approximately 5l
shall be connected to the dipstick hole. The bag shall be empty before each measurement.
6.3. The bag shall be closed before each measurement. It shall be opened to the crankcase for
5min for each condition of measurement prescribed in Paragraph 3.2. above.
6.4. The vehicle shall be deemed satisfactory if, in every condition of measurement defined in
Paragraph 3.2. above, no visible inflation of the bag occurs.
6.5. Remark
6.5.1. If the structural layout of the engine is such that the test cannot be performed by the
methods described in Paragraphs 6.1. to 6.4. above, the measurements shall be effected by
that method modified as follows:
6.5.2. Before the test, all apertures other than that required for the recovery of the gases shall be
closed;
6.5.3. The bag shall be placed on a suitable take-off which does not introduce any additional loss
of pressure and is installed on the recycling circuit of the device directly at the
engine-connection aperture.

ANNEX 7
TYPE IV TEST
(Determination of evaporative emissions from vehicles with positive-ignition engines)
1. INTRODUCTION
This Annex describes the procedure of the Type IV Test according to Paragraph 5.3.4. of
this Regulation.
This procedure describes a method for the determination of the loss of hydrocarbons by
evaporation from the fuel systems of vehicles with positive-ignition engines.
2. DESCRIPTION OF TEST
The evaporative emissions test (Figure 7/1 below) is designed to determine hydrocarbon
evaporative emissions as a consequence of diurnal temperatures fluctuation, hot soaks
during parking, and urban driving. The test consists of these phases:
2.1. Test preparation including an urban (Part One) and extra-urban (Part Two) driving cycle,
2.2. Hot soak loss determination,
2.3. Diurnal loss determination.
Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are added
up to provide an overall result for the test.
3. VEHICLE AND FUEL
3.1. Vehicle
3.1.1. The vehicle shall be in good mechanical condition and have been run in and driven at least
3,000km before the test. The evaporative emission control system shall be connected and
have been functioning correctly over this period and the carbon canister(s) shall have been
subject to normal use, neither undergoing abnormal purging nor abnormal loading.
3.2. Fuel
3.2.1. The appropriate reference fuel shall be used, as defined in Annex 10 to this Regulation.
4. TEST EQUIPMENT FOR EVAPORATIVE TEST
4.1. Chassis Dynamometer
The chassis dynamometer shall meet the requirements of Appendix 1 of Annex 4a.

4.2.2.2. The equipment shall be capable of measuring the mass of hydrocarbon in the inlet and
outlet flow streams with a resolution of 0.01gram. A bag sampling system may be used to
collect a proportional sample of the air withdrawn from and admitted to the enclosure.
Alternatively, the inlet and outlet flow streams may be continuously analysed using an
on-line FID analyser and integrated with the flow measurements to provide a continuous
record of the mass hydrocarbon removal.
Notes:
1. Evaporative emission control families – details clarified.
2. Exhaust emissions may be measured during Type I Test drive but these are not used
for legislative purposes. Exhaust emission legislative test remains separate.
Figure 7/1
Determination of Evaporative Emissions
3,000km run-in period (no excessive purge/load)
Ageing of canister(s) verified Steam-clean of vehicle (if necessary)

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.
4.5.4. The accuracy of the temperature recording system shall be within ±1.0K and the
temperature shall be capable of being resolved to ±0.4K.
4.5.5. The recording or data processing system shall be capable of resolving time to ±15s.
4.6. Pressure Recording
4.6.1. The difference ∆p between barometric pressure within the test area and the enclosure
internal pressure shall, throughout the evaporative emission measurements, be recorded or
entered into a data processing system at a frequency of at least once per minute.
4.6.2. The accuracy of the pressure recording system shall be within ±2kPa and the pressure shall
be capable of being resolved to ±0.2kPa.
4.6.3. The recording or data processing system shall be capable of resolving time to ±15s.
4.7. Fans
4.7.1. By the use of one or more fans or blowers with the SHED door(s) open it shall be possible
to reduce the hydrocarbons concentration in the chamber to the ambient hydrocarbon level.
4.7.2. The chamber shall have one or more fans or blowers of like capacity 0.1 to 0.5 m /min. with
which to thoroughly mix the atmosphere in the enclosure. It shall be possible to attain an
even temperature and hydrocarbon concentration in the chamber during measurements.
The vehicle in the enclosure shall not be subjected to a direct stream of air from the fans or
blowers.
4.8. Gases
4.8.1. The following pure gases shall be available for calibration and operation:
Purified synthetic air: (purity < 1 ppm C equivalent,
≤1 ppm CO, ≤ 400 ppm CO , ≤ 0.1 ppm NO);
oxygen content between 18 and 21% by volume.
Hydrocarbon analyser fuel gas: (40 ± 2% hydrogen, and balance helium with less than
1 ppm C equivalent hydrocarbon, less than 400 ppm CO ),
Propane (C H ): 99.5% minimum purity.
Butane (C H ): 98% minimum purity.
Nitrogen (N ): 98% minimum purity.

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.
5.1.3.7. Breakthrough may be checked as described in Paragraphs 5.1.5. and 5.1.6. of this Annex,
or with the use of another sampling and analytical arrangement capable of detecting the
emission of hydrocarbons from the canister at breakthrough.
5.1.3.8. The canister shall be purged with 25 ± 5l/min with the emission laboratory air until 300 bed
volume exchanges are reached.
5.1.3.9. The weight of the canister shall be checked.
5.1.3.10. The steps of the procedure in Paragraphs 5.1.3.4. to 5.1.3.9. shall be repeated nine times.
The test may be terminated prior to that, after not less than three ageing cycles, if the weight
of the canister after the last cycles has stabilised.
5.1.3.11. The evaporative emission canister is reconnected and the vehicle restored to its normal
operating condition.
5.1.4. One of the methods specified in Paragraphs 5.1.5. and 5.1.6. shall be used to precondition
the evaporative canister. For vehicles with multiple canisters, each canister shall be
preconditioned separately.
5.1.4.1. Canister emissions are measured to determine breakthrough.
Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons
emitted is equal to 2g.
5.1.4.2. Breakthrough may be verified using the evaporative emission enclosure as described in
Paragraphs 5.1.5. and 5.1.6. respectively. Alternatively, breakthrough may be determined
using an auxiliary evaporative canister connected downstream of the vehicle's canister. The
auxiliary canister shall be well purged with dry air prior to loading.
5.1.4.3. The measuring chamber shall be purged for several minutes immediately before the test
until a stable background is obtained. The chamber air mixing fan(s) shall be switched on at
this time.
The hydrocarbon analyser shall be zeroed and spanned immediately before the test.
5.1.5. Canister Loading with Repeated Heat Builds to Breakthrough
5.1.5.1. 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.

5.1.6.3. 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.
5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 291 ± 8K
(18 ± 8°C) to 40 +2 % of the tank's normal volumetric capacity. The fuel cap(s) of the vehicle
shall be fitted at this point.
5.2. Preconditioning Drive
5.2.1. Within 1h from the completing of canister loading in accordance with Paragraphs 5.1.5. or
5.1.6. the vehicle is placed on the chassis dynamometer and driven through one Part One
and two Part Two driving cycles of Type I Test as specified in Annex 4a. Exhaust emissions
are not sampled during this operation.
5.3. Soak
5.3.1. Within 5min of completing the preconditioning operation specified in Paragraph 5.2.1. above
the engine bonnet shall be completely closed and the vehicle driven off the chassis
dynamometer and parked in the soak area. The vehicle is parked for a minimum of 12h and
a maximum of 36h. The engine oil and coolant temperatures shall have reached the
temperature of the area or within ±3K of it at the end of the period.
5.4. Dynamometer Test
5.4.1. After conclusion of the soak period the vehicle is driven through a complete Type I Test
drive as described in Annex 4a (cold start urban and extra urban test). Then the engine is
shut off. Exhaust emissions may be sampled during this operation but the results shall not
be used for the purpose of exhaust emission type-approval.
5.4.2. Within 2min of completing the Type I Test drive specified in Paragraph 5.4.1. above the
vehicle is driven a further conditioning drive consisting of one urban test cycle (hot start) of a
Type I Test. Then the engine is shut off again. Exhaust emissions need not be sampled
during this operation.

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.
5.7.8. The end of the emission sampling period occurs 24h ±6min after the beginning of the initial
sampling, as specified in Paragraph 5.7.6. above. The time elapsed is recorded. The
hydrocarbon concentration, temperature and barometric pressure are measured to give the
final readings C , P and T for the diurnal test used for the calculation in Paragraph 6. This
completes the evaporative emission test procedure.

6.2. Overall Results of Test
The overall hydrocarbon mass emission for the vehicle is taken to be:
Where:
M + M + M
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 ± 10 mm 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 50 mm 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 ± 10 mm 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 100 mm 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.

ANNEX 7 – 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 1.42 m 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 1.42 m .
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 4-hour 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 4-hour period mentioned below.

2.3.6. The contents of the chamber shall be allowed to mix for 5min and then the hydrocarbon
concentration, temperature and barometric pressure are measured. These are the readings
C , P , T for the calibration of the enclosure as well as the initial readings C , P , T for the
retention check.
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 24-hour 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 24-hour cycling period, the final hydrocarbon concentration,
temperature and barometric pressure are measured and recorded. These are the final
readings C , P , 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)),

4. CALIBRATION OF THE HYDROCARBON ANALYZER
Each of the normally used operating ranges are calibrated by the following procedure:
4.1. Establish the calibration curve by at least five calibration points spaced as evenly as
possible over the operating range. The nominal concentration of the calibration gas with the
highest concentrations to be at least 80% of the full scale.
4.2. Calculate the calibration curve by the method of least squares. If the resulting polynomial
degree is greater than 3, then the number of calibration points shall be at least the number
of the polynomial degree plus 2.
4.3. The calibration curve shall not differ by more than 2% from the nominal value of each
calibration gas.
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 Annex 4a, 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 Appendix 1 of Annex 4a 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 7 of Annex 4a 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 1 of Annex 4a apply.
2.3. Sampling System
2.3.1. The provisions of Appendix 2 and Appendix 3 of Annex 4a apply.
2.4. Analytical Equipment
2.4.1. The provisions of Appendix 3 of Annex 4a apply, but only for carbon monoxide, carbon
dioxide, and total hydrocarbon testing.
2.4.2. For calibrations of the analytical equipment the provisions of Annex 4a apply.

Figure 8/1
Procedure for Low Ambient Temperature Test

4.3. Soak Methods
4.3.1. One of the following two methods, to be selected by the manufacturer, shall be utilised to
stabilise the vehicle before the emission test.
4.3.2. Standard Method
The vehicle is stored for not less than 12h nor for more than 36h prior to the low ambient
temperature exhaust emission test. The ambient temperature (dry bulb) during this period
shall be maintained at an average temperature of:
266K (-7°C) ±3K during each hour of this period 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) nor
more than 269K (-4°C) for more than three consecutive minutes.
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) ±2K, 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 1h 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) or
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.

5.2.6. The time between dynamometer warming and the start of the emission test shall be no
longer than 10min if the dynamometer bearings are not independently heated. If the
dynamometer bearings are independently heated, the emission test shall begin no longer
than 20min after dynamometer warming.
5.2.7. If the dynamometer power is to be adjusted manually, it shall be set within 1h prior to the
exhaust emission test phase. The test vehicle may not be used to make the adjustment. The
dynamometer, using automatic control of pre-selectable power settings, may be set at any
time prior to the beginning of the emission test.
5.2.8. Before the emission test driving schedule may begin, the test cell temperature shall be 266K
(-7°C) ±2K, as measured in the air stream of the cooling fan with a maximum distance of 1.5
m from the vehicle.
5.2.9. During operation of the vehicle the heating and defrosting devices shall be shut off.
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 Paragraph 6.4., excluding 6.4.1.2., of Annex 4a 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 6.5., excluding
Paragraph 6.5.2., of Annex 4a 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 6.6. of Annex 4a
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.

2.3. The fuel to be used during the test shall be the one specified in Paragraph 4.
2.3.1. Vehicles with Positive Ignition Engines
2.3.1.1. The following bench ageing procedure shall be applicable for positive-ignition vehicles
including hybrid vehicles which use a catalyst as the principle after-treatment emission
control device.
The bench ageing procedure requires the installation of the catalyst-plusoxygen sensor
system on a catalyst ageing bench.
Ageing on the bench shall be conducted by following the standard bench cycle (SBC) for the
period of time calculated from the bench ageing time (BAT) equation. The BAT equation
requires, as input, catalyst time-at-temperature data measured on the Standard Road Cycle
(SRC), described in Appendix 3 of this Annex.
2.3.1.2. Standard bench cycle (SBC). Standard catalyst bench ageing shall be conducted following
the SBC. The SBC shall be run for the period of time calculated from the BAT equation. The
SBC is described in Appendix 1 of this Annex.
2.3.1.3. Catalyst time-at-temperature data. Catalyst temperature shall be measured during at least
two full cycles of the SRC cycle as described in Appendix 3 of this Annex.
Catalyst temperature shall be measured at the highest temperature location in the hottest
catalyst on the test vehicle. Alternatively, the temperature may be measured at another
location providing that it is adjusted to represent the temperature measured at the hottest
location using good engineering judgement.
Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement
per second).
The measured catalyst temperature results shall be tabulated into a histogram with
temperature groups of no larger than 25°C.
2.3.1.4. Bench-ageing time. Bench ageing time shall be calculated using the bench ageing time
(BAT) equation as follows:
te for a temperature bin = th e((R/Tr)-(R/Tv))
Total te = Sum of te over all the temperature groups
Bench-Ageing Time = A (Total te)
Where:
A
=
1.1.
This value adjusts the catalyst ageing time to account for
deterioration from sources other than thermal ageing of the
catalyst.
R = Catalyst thermal reactivity =17 500

2.3.1.6. Catalyst Ageing Bench. The catalyst ageing bench shall follow the SBC and deliver the
appropriate exhaust flow, exhaust constituents, and exhaust temperature at the face of the
catalyst.
All bench ageing equipment and procedures shall record appropriate information (such as
measured A/F ratios and time-at-temperature in the catalyst) to assure that sufficient ageing
has actually occurred.
2.3.1.7. Required Testing. For calculating deterioration factors at least two Type I Tests before
bench ageing of the emission control hardware and at least two Type I Tests after the
bench-aged emission hardware is reinstalled have to be performed on the test vehicle.
Additional testing may be conducted by the manufacturer. Calculation of the deterioration
factors has to be done according to the calculation method as specified in Paragraph 7 of
this Annex.
2.3.2. Vehicles with Compression Ignition Engines
2.3.2.1. The following bench ageing procedure is applicable for compression-ignition vehicles
including hybrid vehicles.
The bench ageing procedure requires the installation of the after-treatment system on a
after-treatment system ageing bench.
Ageing on the bench is conducted by following the standard diesel bench cycle (SDBC) for
the number of regenerations/desulphurisation’s calculated from the bench ageing duration
(BAD) equation.
2.3.2.2. Standard Diesel Bench Cycle (SDBC). Standard bench ageing is conducted following the
SDBC. The SDBC shall be run for the period of time calculated from the bench ageing
duration (BAD) equation. The SDBC is described in Appendix 2 of this Annex.
2.3.2.3. Regeneration data. Regeneration intervals shall be measured during at least 10 full cycles
of the SRC cycle as described in Appendix 3. As an alternative the intervals from the K
determination may be used.
If applicable, desulphurisation intervals shall also be considered based on manufacturer's
data.
2.3.2.4. Diesel bench-ageing duration. Bench ageing duration is calculated using the BAD equation
as follows:
Bench-Ageing Duration = number of regeneration and/or desulphurisation cycles (whichever
is the longer) equivalent to 160,000km of driving.
2.3.2.5. Ageing Bench. The ageing bench shall follow the SDBC and deliver appropriate exhaust
flow, exhaust constituents, and exhaust temperature to the after-treatment system inlet.
The manufacturer shall record the number of regenerations/desulphurisations (if applicable)
to assure that sufficient ageing has actually occurred.

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 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 160,000km interpolated
point) but the 160,000km 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 = mass emission of the pollutant i in g/km interpolated to 6,00km,
Mi = mass emission of the pollutant i in g/km interpolated to 160,00km.
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.
At the request of a manufacturer, an additive exhaust emission deterioration factor shall be
calculated for each pollutant as follows:
D.E.F. = Mi - Mi

3. AGEING BENCH EQUIPMENT AND PROCEDURES
3.1. Ageing Bench Configuration. The ageing bench shall provide the appropriate exhaust flow
rate, temperature, air-fuel ratio, exhaust constituents and secondary air injection at the inlet
face of the catalyst.
The standard ageing bench consists of an engine, engine controller, and engine
dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a
dynamometer, or a burner that provides the correct exhaust conditions), as long as the
catalyst inlet conditions and control features specified in this Appendix are met.
A single ageing bench may have the exhaust flow split into several streams providing that
each exhaust stream meets the requirements of this Appendix. If the bench has more than
one exhaust stream, multiple catalyst systems may be aged simultaneously.
3.2. Exhaust System Installation. The entire catalyst(s)-plus-oxygen sensor(s) system, together
with all exhaust piping which connects these components, will be installed on the bench. For
engines with multiple exhaust streams (such as some V6 and V8 engines), each bank of the
exhaust system will be installed separately on the bench in parallel.
For exhaust systems that contain multiple in-line catalysts, the entire catalyst system
including all catalysts, all oxygen sensors and the associated exhaust piping will be installed
as a unit for ageing. Alternatively, each individual catalyst may be separately aged for the
appropriate period of time.

4. EXPERIMENTALLY DETERMINING THE R-FACTOR FOR BENCH AGEING
DURABILITY PROCEDURES
4.1. The R-Factor is the catalyst thermal reactivity coefficient used in the bench ageing time
(BAT) equation. Manufacturers may determine the value of R experimentally using the
following procedures.
4.1.1. Using the applicable bench cycle and ageing bench hardware, age several catalysts
(minimum of 3 of the same catalyst design) at different control temperatures between the
normal operating temperature and the damage limit temperature. Measure emissions
(or catalyst inefficiency (1-catalyst efficiency)) for each exhaust constituent. Assure that the
final testing yields data between one- and two-times the emission standard.
4.1.2. Estimate the value of R and calculate the effective reference temperature (Tr) for the bench
ageing cycle for each control temperature according to Paragraph 2.3.1.4. of Annex 9.
4.1.3. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst. Calculate the
least-squared best-fit line through the data. For the data set to be useful for this purpose the
data should have an approximately common intercept between 0 and 6,400km. See the
following graph for an example.
4.1.4. Calculate the slope of the best-fit line for each ageing temperature.
4.1.5. Plot the natural log (ln) of the slope of each best-fit line (determined in step 4.1.4.) along the
vertical axis, versus the inverse of ageing temperature (1/(ageing temperature, °K)) along
the horizontal axis, Calculate the least squared best-fit lines through the data. The slope of
the line is the R-factor. See the following graph for an example.
Catalyst Ageing

ANNEX 9 – APPENDIX 2
STANDARD DIESEL BENCH CYCLE (SDBC)
1. INTRODUCTION
For particulate filters, the number of regenerations is critical to the ageing process. For
systems that require desulphurisation cycles (e.g. NO storage catalysts), this process is
also significant.
The standard diesel bench ageing durability procedure consists of ageing an after-treatment
system on an ageing bench which follows the standard bench cycle (SDBC) described in
this Appendix. The SDBC requires use of an ageing bench with an engine as the source of
feed gas for the system.
During the SDBC, the regeneration/desulphurisation strategies of the system shall remain in
normal operating condition.
2. The Standard Diesel Bench Cycle reproduces the engine speed and load conditions that are
encountered in the SRC cycle as appropriate to the period for which durability is to be
determined. In order to accelerate the process of ageing, the engine settings on the test
bench may be modified to reduce the system loading times. For example the fuel injection
timing or EGR strategy may be modified.
3. AGEING BENCH EQUIPMENT AND PROCEDURES
3.1. The standard ageing bench consists of an engine, engine controller, and engine
dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a
dynamometer, or a burner that provides the correct exhaust conditions), as long as the
after-treatment system inlet conditions and control features specified in this Appendix are
met.
A single ageing bench may have the exhaust flow split into several streams provided that
each exhaust stream meets the requirements of this Appendix. If the bench has more than
one exhaust stream, multiple after-treatment systems may be aged simultaneously.
3.2. Exhaust System Installation. The entire after-treatment system, together with all exhaust
piping which connects these components, will be installed on the bench. For engines with
multiple exhaust streams (such as some V6 and V8 engines), each bank of the exhaust
system will be installed separately on the bench.
The entire after-treatment system will be installed as a unit for ageing. Alternatively, each
individual component may be separately aged for the appropriate period of time.

Lap
Description
Typical acceleration rate m/s²
3
Cruise at 97km/h for ¼ lap

ANNEX 10
SPECIFICATIONS OF REFERENCE FUELS
1. SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE
EMISSION LIMITS
1.1. Technical Data on the Reference Fuel to be used for Testing Vehicles Equipped with
Positive-Ignition Engines
Type: Petrol (E5)
Limits
Parameter
Unit
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
% v/v
24.0
44.0
EN-ISO 3405

Evaporated at 100°C
% v/v
48.0
60.0
EN-ISO 3405

Evaporated at 150°C
% v/v
82.0
90.0
EN-ISO 3405

Final boiling point
°C
190
210
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 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

Type: Ethanol (E85)
Parameter
Unit
Limits
Minimum Maximum
Test method
Research octane number, RON
95.0

EN ISO 5164
Motor octane number, MON
85.0

EN ISO 5163
Density at 15°C
kg/m
Report
ISO 3675
Vapour pressure
kPa
40.0
60.0
EN ISO 13016-1 (DVPE)
Sulphur content
mg/kg

10
EN ISO 20846
EN ISO 20884
Oxidation stability
minutes
360
EN ISO 7536
Existent gum content (solvent
mg/(100 ml)

5
EN-ISO 6246
washed)
Appearance
Clear and bright, visibly
Visual inspection
This shall be determined at
ambient temperature or 15°C
whichever is higher.
free of suspended or
precipitated
contaminants
Ethanol and higher alcohols
% V/V
83
85
EN 1601
EN 13132
EN 14517
Higher alcohols (C3-C8)
% V/V

2.0
Methanol
% V/V
0.5
Petrol
% V/V
Balance
EN 228
Phosphorus
mg/l
0.3
ASTM D 3231
Water content
% V/V
0.3
ASTM E 1064
Inorganic chloride content
mg/l
1
ISO 6227
pHe
6.5
9.0
ASTM D 6423
Copper strip corrosion (3h at 50°C)
Rating
Class 1
EN ISO 2160
Acidity, (as acetic acid CH COOH) % m/m (mg/l)

0.005 (40)
ASTM D 1613
Carbon/hydrogen ratio
report
Carbon/oxygen ration
report

Type: Diesel fuel (B7)
Parameter
Unit
Limits
Minimum Maximum
Test method
Cetane Index
46.0
EN ISO 4264
Cetane number
52.0
56.0
EN ISO 5165
Density at 15°C
kg/m
833.0
837.0
EN ISO 12185
Distillation:

50% point
°C
245.0

EN ISO 3405

95% point
°C
345.0
360.0
EN ISO 3405

final boiling point
°C

370.0
EN ISO 3405
Flash point
°C
55

EN ISO 2719
Cloud point
°C
-
-10
EN 23015
Viscosity at 40°C
mm /s
2.30
3.30
EN ISO 3104
Polycyclic aromatic
hydrocarbons
% m/m
2.0
4.0
EN 12916
Sulphur content
mg/kg

10.0
EN ISO 20846
EN ISO 20884
Copper corrosion 3h, 50°C

Class 1
EN ISO 2160
Conradson carbon residue (10%
DR)
% m/m

0.20
EN ISO 10370
Ash content
% m/m

0.010
EN ISO 6245
Total contamination
mg/kg

24
EN 12662
Water content
mg/kg

200
EN ISO 12937
Acid number
mg KOH/g

0.10
EN ISO 6618
Lubricity (HFRR wear scan
diameter at 60°C)
μm

400
EN ISO 12156
Oxidation stability @ 110°C
h
20.0
EN 15751
FAME
% v/v
6.0
7.0
EN 14078

Type: Petrol (E10)
Parameter
Unit
Limits
Minimum Maximum
Test method
Research octane number, RON
95.0
98.0
EN ISO 5164
Motor octane number, MON
85.0
89.0
EN ISO 5163
Density at 15°C
kg/m
743.0
756.0
EN ISO 12185
Vapour pressure (DVPE)
kPa
56.0
95.0
EN 13016-1
Water content maximum 0.05
EN 12937
Appearance at -7°C: Clear and Bright
Distillation:

evaporated at 70°C
% v/v
34.0
46.0
EN ISO 3405

evaporated at 100°C
% v/v
54.0
62.0
EN ISO 3405

evaporated at 150°C
% v/v
86.0
94.0
EN ISO 3405

final boiling point
°C
170
195
EN ISO 3405
Residue
% v/v

2.0
EN ISO 3405
Hydrocarbon analysis:

olefins
% v/v
6.0
13.0
EN 22854

aromatics
% v/v
25.0
32.0
EN 22854

benzene
% v/v

1.00
EN 22854
EN 238

saturates
% v/v
report
EN 22854
Carbon/hydrogen ratio
report
Carbon/oxygen ratio
report
Induction Period
minutes
480

EN ISO 7536
Oxygen content
% m/m
3.3
3.7
EN 22854
Solvent washed gum
(Existent gum content)
mg/100ml

4
EN ISO 6246
Sulphur content
mg/kg

10
EN ISO 20846
EN ISO 20884
Copper corrosion 3h, 50°C

class 1
EN ISO 2160
Lead content
mg/l

5
EN 237
Phosphorus content
mg/l

1.3
ASTM D 3231
Ethanol
% v/v
9.0
10.0
EN 22854

ANNEX 10A
1. SPECIFICATIONS OF GASEOUS REFERENCE FUELS
1.1. Technical data of the LPG reference fuels used for testing vehicles to the emission limits
given in Table 1 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 or
EN 15470
Water at 0°C
free
free
EN 15469
Total sulphur content
mg/kg
Maximum 50
Maximum 50
EN 24260 or
ASTM 6667
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

ANNEX 11
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES
1. INTRODUCTION
This Annex applies to the functional aspects of on-board diagnostic (OBD) system for the
emission control of motor vehicles.
2. DEFINITIONS
For the purposes of this Annex only:
2.1. "OBD" means an on-board diagnostic system for emission control which shall have the
capability of identifying the likely area of malfunction by means of fault codes stored in
computer memory.
2.2. "Vehicle type" means a category of power-driven vehicles which do not differ in such
essential engine and OBD system characteristics.
2.3. "Vehicle family" means a manufacturer's grouping of vehicles which, through their design,
are expected to have similar exhaust emission and OBD system characteristics. Each
vehicle of this family shall have complied with the requirements of this Regulation as defined
in Appendix 2 to this Annex.
2.4. "Emission control system" means the electronic engine management controller and any
emission-related component in the exhaust or evaporative system which supplies an input
to or receives an output from this controller.
2.5. "Malfunction indicator (MI)" means a visible or audible indicator that clearly informs the
driver of the vehicle in the event of a malfunction of any emission-related component
connected to the OBD system, or the OBD system itself.
2.6. "Malfunction" means the failure of an emission-related component or system that would
result in emissions exceeding the limits in Paragraph 3.3.2. or if the OBD system is unable
to fulfil the basic monitoring requirements of this Annex.
2.7. "Secondary air" refers to air introduced into the exhaust system by means of a pump or
aspirator valve or other means that is intended to aid in the oxidation of HC and CO
contained in the exhaust gas stream.
2.8. "Engine misfire" means lack of combustion in the cylinder of a positive-ignition engine due
to absence of spark, poor fuel metering, poor compression or any other cause. In terms of
OBD monitoring it is that percentage of misfires out of a total number of firing events
(as declared by the manufacturer) that would result in emissions exceeding the limits given
in Paragraph 3.3.2. or that percentage that could lead to an exhaust catalyst, or catalysts,
overheating causing irreversible damage.
2.9. "Type I Test" means the driving cycle (Parts One and Two) used for emission approvals, as
detailed in Tables 1 and 2 of Annex 4a.

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.
2.19. "Repair information" means all information required for diagnosis, servicing, inspection,
periodic monitoring or repair of the vehicle and which the manufacturers provide for their
authorised dealers/repair shops. Where necessary, such information shall include service
handbooks, technical manuals, diagnosis information (e.g. minimum and maximum
theoretical values for measurements), wiring diagrams, the software calibration identification
number applicable to a vehicle type, instructions for individual and special cases,
information provided concerning tools and equipment, data record information and
two-directional monitoring and test data. The manufacturer shall not be obliged to make
available that information which is covered by intellectual property rights or constitutes
specific know-how of manufacturers and/or OEM suppliers; in this case the necessary
technical information shall not be improperly withheld.
2.20. "Deficiency" means, in respect of vehicle OBD systems, that up to two separate
components or systems that are monitored contain temporary or permanent operating
characteristics that impair the otherwise efficient OBD monitoring of those components or
systems or do not meet all of the other detailed requirements for OBD. Vehicles may be
type-approved, registered and sold with such deficiencies according to the requirements of
Paragraph 4. of this Annex.
3. REQUIREMENTS AND TESTS
3.1. All vehicles shall be equipped with an OBD system so designed, constructed and installed in
a vehicle as to enable it to identify types of deterioration or malfunction over the entire life of
the vehicle. In achieving this objective the approval authority shall accept that vehicles
which have travelled distances in excess of the Type V durability distance (according to
Annex 9 of this Regulation) referred to in Paragraph 3.3.1., may show some deterioration in
OBD system performance such that the emission limits given in Paragraph 3.3.2. may be
exceeded before the OBD system signals a failure to the driver of the vehicle.
3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the
vehicle shall be unrestricted and standardised. All emission-related fault codes shall be
consistent with Paragraph 6.5.3.4. of Appendix 1 to this Annex.
3.1.2. No later than three months after the manufacturer has provided any authorised dealer or
repair shop with repair information, the manufacturer shall make that information (including
all subsequent amendments and supplements) available upon reasonable and
non-discriminatory payment and shall notify the approval authority accordingly.
In the event of failure to comply with these provisions the approval authority shall act to
ensure that repair information is available, in accordance with the procedures laid down for
type-approval and in-service surveys.

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:
OBD threshold limits
Reference mass
(RW) kg)
Mass of
carbon
monoxide
(CO)
(mg/km)
Mass of
nonmethane
hydrocarbons
(NMHC)
(mg/km)
Mass of
oxides of
nitrogen
(NO )
(mg/km)
Mass of
particulates
(PM)
(mg/km)
Category Class PI CI PI CI PI CI PI CI
M – All 1900 1900 250 320 300 540 50 50
N1 I RW ≤ 1305 1900 1900 250 320 300 540 50 50
II 1305 < RW ≤ 1760 3400 2400 330 360 375 705 50 50
III 1760 < RW 4300 2800 400 400 410 840 50 50
N – All 4300 2800 400 400 410 840 50 50
3.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines;
In satisfying the requirements of Paragraph 3.3.2. the OBD system shall, at a minimum,
monitor for:
3.3.3.1. The reduction in the efficiency of the catalytic converter with respect to emissions of THC
and NO . Manufacturers may monitor the front catalyst alone or in combination with the next
catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be
considered malfunctioning when the emissions exceed the NMHC or NO threshold limits
provided for by Paragraph 3.3.2. of this Annex. By way of derogation the requirement of
monitoring the reduction in the efficiency of the catalytic converter with respect to NO
emissions shall only apply as from the dates set out in Paragraph 12.1.4.

3.3.4.5. Unless otherwise monitored, any other emission-related power-train component connected
to a computer shall be monitored for circuit continuity.
3.3.4.6. Malfunctions and the reduction in efficiency of the EGR system shall be monitored.
3.3.4.7. Malfunctions and the reduction in efficiency of a NO after-treatment system using a reagent
and the reagent dosing sub-system shall be monitored.
3.3.4.8. Malfunctions and the reduction in efficiency of NO after-treatment not using a reagent shall
be monitored.
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.
A particulate trap however, where fitted as a separate unit or integrated into a combined
emission control device, shall be monitored at least for total failure or removal if the latter
resulted in exceeding the applicable emission limits. it shall also be monitored for any failure
that would result in exceeding the applicable OBD threshold limits.
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 telltales (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 must 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 ten driving cycles for
MI activation are not accepted. The MI must 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.

3.9. Bi-fuelled Gas Vehicles
In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and
(NG/biomethane)/LPG)) all the OBD requirements as for a mono-fuelled vehicle are
applicable. To this end one of the following two options in Paragraphs 3.9.1. or 3.9.2. or any
combination thereof shall be used.
3.9.1. One OBD System for Both Fuel Types.
3.9.1.1. The following procedures shall be executed for each diagnostic in a single OBD system for
operation on petrol and on (NG/biomethane)/LPG, either independent of the fuel currently in
use or fuel type specific:
(a)
(b)
(c)
(d)
Activation of malfunction indicator (MI) (see Paragraph 3.5. of this Annex);
Fault code storage (see Paragraph 3.6. of this Annex);
Extinguishing the MI (see Paragraph 3.7. of this Annex);
Erasing a fault code (see Paragraph 3.8. of this Annex).
For components or systems to be monitored, either separate diagnostics for each fuel type
can be used or a common diagnostic.
3.9.1.2. The OBD system can reside in either one or more computers.
3.9.2. Two separate OBD systems, one for each fuel type.
3.9.2.1. The following procedures shall be executed independently of each other when the vehicle is
operated on petrol or on (NG/biomethane)/LPG:
(a)
(b)
(c)
(d)
Activation of malfunction indicator (MI) (see Paragraph 3.5. of this Annex);
Fault code storage (see Paragraph 3.6. of this Annex);
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 – Part 5: Emissions-related diagnostic services", dated
November 1, 2001.

4.3. In determining the identified order of deficiencies, deficiencies relating to
Paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this Annex for positive-ignition engines and
Paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this Annex for compression-ignition engines
shall be identified first.
4.4. Prior to or at the time of type-approval, no deficiency shall be granted in respect of the
requirements of Paragraph 6.5., except Paragraph 6.5.3.4. of Appendix 1 to this Annex.
4.5. Deficiency Period
4.5.1. A deficiency may be carried-over for a period of two years after the date of type-approval of
the vehicle type unless it can be adequately demonstrated that substantial vehicle hardware
modifications and additional lead-time beyond two years would be necessary to correct the
deficiency. In such a case, the deficiency may be carried-over for a period not exceeding
three years.
4.5.2. A manufacturer may request that the Approval Authority grant a deficiency retrospectively
when such a deficiency is discovered after the original type-approval. In this case, the
deficiency may be carried-over for a period of two years after the date of notification to the
administrative department unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be necessary to
correct the deficiency. In such a case, the deficiency may be carried-over for a period not
exceeding three years.
4.6. The authority shall notify its decision in granting a deficiency request to all other Parties to
the 1958 Agreement applying this Regulation.
5. ACCESS TO OBD INFORMATION
5.1. Applications for type-approval or amendment of a type-approval shall be accompanied by
the relevant information concerning the vehicle OBD system. This relevant information shall
enable manufacturers of replacement or retrofit components to make the parts they
manufacture compatible with the vehicle OBD system with a view to fault-free operation
assuring the vehicle user against malfunctions. Similarly, such relevant information shall
enable the manufacturers of diagnostic tools and test equipment to make tools and
equipment that provide for effective and accurate diagnosis of vehicle emission control
systems.
5.2. Upon request, the Administrative Departments shall make Appendix 1 of Annex 2 containing
the relevant information on the OBD system available to any interested components,
diagnostic tools or test equipment manufacturer on a non-discriminatory basis.
5.2.1. If a Type Approval Authority receives a request from any interested components, diagnostic
tools or test equipment manufacturer for information on the OBD system of a vehicle that
has been type-approved to a previous version of this Regulation,
(a)
(b)
The Type Approval Authority shall, within 30 days, request the manufacturer of the
vehicle in question to make available the information required in
Paragraph 3.2.12.2.7.6. of Annex 1. The requirement of the second section of
Paragraph 3.2.12.2.7.6. is not applicable;
The manufacturer shall submit this information to the Administrative department
within two months of the request;

ANNEX 11 – APPENDIX 1
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS
1. INTRODUCTION
This Appendix describes the procedure of the test according to Paragraph 3. of this Annex .
The procedure describes a method for checking the function of the On-Board Diagnostic
(OBD) system installed on the vehicle by failure simulation of relevant systems in the engine
management or emission control system. It also sets procedures for determining the
durability of OBD systems.
The manufacturer shall make available the defective components and/or electrical devices
which would be used to simulate failures. When measured over the Type I Test cycle, such
defective components or devices shall not cause the vehicle emissions to exceed the limits
of Paragraph 3.3.2. by more than 20%. For electrical failures (short/open circuit), the
emissions may exceed the limits of Paragraph 3.3.2. by more than 20%.
When the vehicle is tested with the defective component or device fitted, the OBD system is
approved if the MI is activated. The OBD system is also approved if the MI is activated
below the OBD threshold limits.
2. DESCRIPTION OF TEST
2.1. The testing of OBD systems consists of the following phases:
2.1.1. Simulation of malfunction of a component of the engine management or emission control
system,
2.1.2. Preconditioning of the vehicle with a simulated malfunction over preconditioning specified in
Paragraph 6.2.1. or Paragraph 6.2.2.
2.1.3. Driving the vehicle with a simulated malfunction over the Type I Test cycle and measuring
the emissions of the vehicle,
2.1.4. Determining whether the OBD system reacts to the simulated malfunction and indicates
malfunction in an appropriate manner to the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of one or more components
may be electronically simulated according to the requirements of Paragraph 6. below.
2.3. Manufacturers may request that monitoring take place outside the Type I Test cycle if it can
be demonstrated to the authority that monitoring during conditions encountered during the
Type I Test cycle would impose restrictive monitoring conditions when the vehicle is used in
service.

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).
6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if
active on the selected fuel type).
6.3.2. Compression-ignition engined vehicles:
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or
electronic simulation of such a failure.
6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are an integral part of
the trap, a defective trap assembly.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and timing actuator.
6.3.2.4. Electrical disconnection of any other emission-related component connected to a
power-train management computer.
6.3.2.5. In meeting the requirements of Paragraphs 6.3.2.3. and 6.3.2.4., and with the agreement of
the approval authority, the manufacturer shall take appropriate steps to demonstrate that the
OBD system will indicate a fault when disconnection occurs.
6.3.2.6. The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler are
detected by the OBD system during its approval test.
6.4. OBD System Test
6.4.1. Vehicles fitted with positive-ignition engines:
6.4.1.1. After vehicle preconditioning according to Paragraph 6.2. of this Appendix, the test vehicle is
driven over a Type I Test (Parts One and Two).
The MI shall be activated at the latest before the end of this test under any of the conditions
given in Paragraphs 6.4.1.2. to 6.4.1.5. of this Appendix. The MI may also be activated
during preconditioning. The Technical Service may substitute those conditions with others in
accordance with Paragraph 6.4.1.6. of this Appendix.
In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within the maximum
of four (4) simulated failures at the discretion of the Type Approval Authority.

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 openloop
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 onboard computer or can be determined using information
available to the onboard 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.
The signals shall be provided in standard units based on the specifications given in
Paragraph 6.5.3. Actual signals shall be clearly identified separately from default value or
limp-home signals.
6.5.1.3. For all emission control systems for which specific on-board evaluation tests are conducted
(catalyst, oxygen sensor, etc.), except misfire detection, fuel system monitoring and
comprehensive component monitoring, the results of the most recent test performed by the
vehicle and the limits to which the system is compared shall be made available through the
serial data port on the standardised data link connector according to the specifications given
in Paragraph 6.5.3. For the monitored components and systems excepted above, a pass/fail
indication for the most recent test results shall be available through the data link connector.
All data required to be stored in relation to OBD in-use performance according to the
provisions of Paragraph 7.6. of this Appendix shall be available through the serial data port
on the standardized data link connector according to the specifications given in
Paragraph 6.5.3. of Appendix 1 to Annex 11 of this Regulation.
6.5.1.4. The OBD requirements to which the vehicle is certified (i.e. Annex 11 or the alternative
requirements specified in Paragraph 5.) and the major emission control systems monitored
by the OBD system consistent with Paragraph 6.5.3.3. shall be available through the serial
data port on the standardised data link connector according to the specifications given in
Paragraph 6.5.3. of this Appendix.

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 Section 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 Sections 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 in 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.
7. IN-USE PERFORMANCE
7.1. General Requirements
7.1.1. Each monitor of the OBD system shall be executed at least once per driving cycle in which
the monitoring conditions as specified in Paragraph 3.2. are met. Manufacturers may not
use the calculated ratio (or any element thereof) or any other indication of monitor frequency
as a monitoring condition for any monitor.
7.1.2. The in-use performance ratio (IUPR) of a specific monitor M of the OBD systems and in-use
performance of pollution control devices shall be:
IUPR = Numerator /Denominator
7.1.3. Comparison of Numerator and Denominator gives an indication of how often a specific
monitor is operating relative to vehicle operation. To ensure all manufacturers are tracking
IUPR in the same manner, detailed requirements are given for defining and incrementing
these counters.

7.2. Numerator
7.2.1. The numerator of a specific monitor is a counter measuring the number of times a vehicle
has been operated such that all monitoring conditions necessary for the specific monitor to
detect a malfunction in order to warn the driver, as they have been implemented by the
manufacturer, have been encountered. The numerator shall not be incremented more than
once per driving cycle, unless there is reasoned technical justification.
7.3. Denominator
7.3.1. The purpose of the denominator is to provide a counter indicating the number of vehicle
driving events, taking into account special conditions for a specific monitor. The
denominator shall be incremented at least once per driving cycle, if during this driving cycle
such conditions are met and the general denominator is incremented as specified in
Paragraph 3.5. unless the denominator is disabled according to Paragraph 3.7. of this
Appendix.
7.3.2. Without prejudice to requirements for the increment of denominators of other monitors, the
denominators of monitors of the following components shall be incremented if and only if the
driving cycle started with a cold start:
(a)
(b)
Liquid (oil, engine coolant, fuel, SCR reagent) temperature sensors;
Clean air (ambient air, intake air, charge air, inlet manifold) temperature sensors;
(c) Exhaust (EGR recirculation/cooling, exhaust gas turbo-charging, catalyst)
temperature sensors;
The denominators of monitors of the boost pressure control system shall be incremented if
the all of the following conditions are met:
(a)
The general denominator conditions arc fulfilled;
(b) The boost pressure control system is active for a time greater than or equal to 15s.

7.5. General Denominator
7.5.1. The general denominator is a counter measuring the number of times a vehicle has been
operated. It shall be incremented within 10s, if and only if, the following criteria are satisfied
on a single driving cycle:
(a)
(b)
(c)
Cumulative time since engine start is greater than or equal to 600s while at an
elevation of less than 2 440 m above sea level and at an ambient temperature of
greater than or equal to -7°C;
Cumulative vehicle operation at or above 40km/h occurs for greater than or equal to
300s while at an elevation of less than 2 440 m above sea level and at an ambient
temperature of greater than or equal to -7°C;
Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and
vehicle speed less than or equal to 1.6km/h) for greater than or equal to 30s while at
an elevation of less than 2 440 m above sea level and at an ambient temperature of
greater than or equal to -7°C.
7.6. Reporting and Increasing Counters
7.6.1. The OBD system shall report in accordance with the ISO 15031-5 specifications the ignition
cycle counter and general denominator as well as separate numerators and denominators
for the following monitors, if their presence on the vehicle is required by this Annex:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
Catalysts (each bank to be reported separately);
Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to
be reported separately);
Evaporative system;
EGR system;
VVT system;
Secondary air system;
Particulate filter;
NO after-treatment system (e.g. NO adsorber, NO reagent/catalyst system);
Boost pressure control system.
7.6.2. For specific components or systems that have multiple monitors, which are required to be
reported by this Paragraph (e.g. oxygen sensor bank 1 may have multiple monitors for
sensor response or other sensor characteristics), the OBD system shall separately track
numerators and denominators for each of the specific monitors and report only the
corresponding numerator and denominator for the specific monitor that has the lowest
numerical ratio. If two or more specific monitors have identical ratios, the corresponding
numerator and denominator for the specific monitor that has the highest denominator shall
be reported for the specific component.

7.7.3. The OBD system shall disable further incrementing of the numerator and denominator of a
specific monitor within 10s, if a malfunction of any component used to determine the criteria
within the definition of the specific monitor's denominator (i.e. vehicle speed, ambient
temperature, elevation, idle operation, engine cold start, or time of operation) has been
detected and the corresponding pending fault code has been stored. Incrementing of the
numerator and denominator shall resume within 10s when the malfunction is no longer
present (e.g. pending code erased through self-clearing or by a scan tool command).
7.7.4. The OBD system shall disable further incrementing of the general denominator within 10s, if
a malfunction has been detected of any component used to determine whether the criteria in
Paragraph 3.5. are satisfied (i.e. vehicle speed, ambient temperature, elevation, idle
operation, or time of operation) and the corresponding pending fault code has been stored.
The general denominator may not be disabled from incrementing for any other condition.
Incrementing of the general denominator shall resume within 10s when the malfunction is no
longer present (e.g., pending code erased through self-clearing or by a scan tool command).

ANNEX 12
GRANTING OF AN ECE TYPE-APPROVAL FOR A VEHICLE FUELLED
BY LPG OR NG/BIOMETHANE
1. INTRODUCTION
This Annex describes the special requirements that apply in the case of an approval of a
vehicle that runs on LPG or NG/biomethane, or that can run either on petrol or LPG or
NG/biomethane in so far as the testing on LPG or NG/biomethane gas is concerned.
In the case of LPG and NG/biomethane 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 the following definitions shall apply:
2.1. A "family" means a group of vehicle types fuelled by LPG, NG/biomethane identified by a
parent vehicle.
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 the type-approval of a mono fuel gas vehicle and bi-fuel gas vehicles operating in gas
mode as a member of the family, a Test Type I shall be performed with one gas reference
fuel. This reference fuel may be either reference fuels. 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/biomethane, 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/biomethane, the emission result
shall be divided by the relevant factor "r" if r < 1; if r > 1, no correction is needed.
On the manufacturer's request, the Test Type I may be performed on both reference fuels,
so that 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.
3.2.5. Without prejudice to Paragraph 6.4.1.3. of Annex 4a, during the Type I test, it is permissible
to use petrol only or simultaneously with gas when operating in gas mode provided that the
energy consumption of gas is higher than 80% of the total amount of energy consumed
during the test. This percentage shall be calculated in accordance with the method set out in
Appendix 1 (LPG) or Appendix 2 (NG/biomethane) of this Annex.
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/biomethane. In that case a fuel analysis needs to be present.

ANNEX 12 - APPENDIX 2
BI-FUEL VEHICLE – CALCULATION OF NG/BIOMETHANE ENERGY RATIO
1. MEASUREMENT OF THE CNG MASS CONSUMED DURING THE TYPE I TEST CYCLE
Measurement of the CNG mass consumed during the cycle shall be done by a fuel weighing
system capable of measuring the CNG storage container during the test in accordance with
the following:
An accuracy of ±2% of the difference between the readings at the beginning and at the end
of the test or better.
Precautions shall be taken to avoid measurement errors.
Such precautions shall, at least, include the careful installation of the device according to
the instrument manufacturers’ recommendations and to good engineering practice.
Other measurement methods are permitted if an equivalent accuracy can be demonstrated.
2. CALCULATION OF THE CNG ENERGY RATIO
The fuel consumption value shall be calculated from the emissions of hydrocarbons, carbon
monoxide, and carbon dioxide determined from the measurement results assuming that only
CNG is burned during the test.
The CNG ratio of the energy consumed in the cycle is then determined as follows:
Where:
G = M × cf × 10,000/(FC × dist × d)
G : the CNG energy ratio (%);
M : the CNG mass consumed during the cycle (kg);
FC
:
the fuel consumption (m /100km) calculated in accordance with Paragraph 1.4.3.
(c) of Annex 6 to Regulation No. 101;
dist : distance travelled during the cycle (km);
d : density d = 0.654kg/m ;
cf : correction factor, assuming the following values:
cf = 1
cf = 0.78
in case of G20 reference fuel;
in case of G25 reference fuel.

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 4a, Paragraphs 6.4. to 6.6. 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 6.3. of Annex 4a 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 4a 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 preconditioning
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.

M = mean mass emission 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
=
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,
d = number of operating cycles of event k required for regeneration,
D
=
number of operating cycles of event k between two cycles where regenerative
phases occur.
For an illustration of measurement parameters see Figure 8/2 (below)
Figure 8/2
Parameters Measured During Emissions Test During and Between Cycles where
Regeneration Occurs (Schematic Example)

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+2 removal event: M , M , d , D , n = 1
3. COMPLETE SYSTEM (DPF + DENO ):
M
n × M
=
× D
n × D
+ M
+ D
× D
M
n × M
=
× d
n × d
+ M
+ d
× d
M
=
n ×
M
( D + d )
+ M
+ D
+ d
n ×
=
( M
× D
+ M
× d ) + M
×
n × ( D
+ d ) + D
+ d
D
+ M
× d
The calculation of the factor (Ki) for multiple periodic regenerating systems is only possible
after a certain number of regeneration phases for each system. After performing the
complete procedure (A to B, see Figure 8/2), the original starting conditions A should be
reached again.
3.4.1. Extension of Approval for a Multiple Periodic Regeneration System
3.4.1.1. If the technical parameter(s) and or the regeneration strategy of a multiple regeneration
system for all events within this combined system are changed, the complete procedure
including all regenerative devices should be performed by measurements to update the
multiple k – factor.
3.4.1.2. If a single device of the multiple regeneration system changed only in strategy parameters
(i.e. such as "D" and/or "d" for DPF) and the manufacturer could present technical feasible
data and information to the Technical Service that:
(a)
(b)
There is no detectable interaction to the other device(s) of the system; and
The important parameters (i.e. construction, working principle, volume, location etc.)
are identical;
The necessary update procedure for ki could be simplified.
As agreed between the manufacturer and the Technical Service in such a case only a single
event of sampling/storage and regeneration should be performed and the test results
("M ", "M ") in combination with the changed parameters ("D" and/or "d") could be
introduced in the relevant formula(s) to update the multiple k - factor in a mathematical way
under substitution of the existing basis k - factor formula(s)."

3.1.2. Condition A
3.1.2.1. The procedure shall start with the discharge of the electrical energy/power storage device of
the vehicle while driving (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.
3.1.2.2. Conditioning of Vehicle
3.1.2.2.1. For compression-ignition engined vehicles the Part Two cycle described in Table 2
(and Figure 3) of Annex 4a shall be used. Three consecutive cycles shall be driven
according to Paragraph 3.1.2.5.3. below.
3.1.2.2.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and
two Part Two driving cycles according to Paragraph 3.1.2.5.3. below.
3.1.2.3. 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, and the electrical
energy/power storage device is fully charged as a result of the charging prescribed in
Paragraph 3.1.2.4. below.
3.1.2.4. During soak, the electrical energy/power storage device shall be charged:
(a)
(b)
With the on board charger if fitted; or
With an external charger recommended by the manufacturer, using the normal
overnight charging procedure.
This procedure excludes all types of special charges that could be automatically or manually
initiated like, for instance, the equalization charges or the servicing charges.
The manufacturer shall declare that during the test, a special charge procedure has not
occurred.

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
= ∑M
N
Where:
i: pollutant
a: cycle
3.1.3. Condition B
3.1.3.1. Conditioning of Vehicle
3.1.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in Table 2
(and Figure 3) of Annex 4a shall be used. Three consecutive cycles shall be driven
according to Paragraph 3.1.3.4.3. below.
3.1.3.1.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and
two Part Two driving cycles according to Paragraph 3.1.3.4.3. below.
3.1.3.2. The electrical energy/power storage device of the vehicle shall be discharged while driving
(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 can not 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 just does not start up for a defined
time/distance (to be specified between technical service and manufacturer);
Or with manufacturers' recommendation.
The fuel consuming engine shall be stopped within 10s of it being automatically started.
3.1.3.3. 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.
3.1.3.4. Test Procedure
3.1.3.4.1. 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.
3.1.3.4.2. 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)).

M
=
average mass emission of the pollutant i in grams per kilometre 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. Externally Chargeable (OVC HEV) with an Operating Mode Switch
3.2.1. Two tests shall be performed under the following conditions:
3.2.1.1. Condition A: Test shall be carried out with a fully charged electrical energy/power storage
device.
3.2.1.2. Condition B: Test shall be carried out with an electrical energy/power storage device in
minimum state of charge (maximum discharge of capacity).
3.2.1.3. The operating mode switch shall be positioned according the table below:
Hybrid-modes -
Pure electric
- Hybrid
- Pure fuel
consuming
- Hybrid
- Pure electric
- Pure fuel
consuming
- Hybrid
- Hybrid mode n

- Hybrid mode m
Battery
state
of charge
Switch in position Switch in position Switch in position
Switch in position
Condition A
Fully charged
Condition B
Min. state of
charge
Hybrid
Hybrid
Hybrid
Most
electric
hybrid
mode
Hybrid
Fuel consuming
Fuel consuming
Most
fuel
consuming
mode

3.2.2.5. During soak, the electrical energy/power storage device shall be charged:
(a)
(b)
With the on board charger if fitted; or
With an external charger recommended by the manufacturer, using the normal
overnight charging procedure.
This procedure excludes all types of special charges that could be automatically or manually
initiated like, for instance, the equalisation charges or the servicing charges.
The manufacturer shall declare that during the test, a special charge procedure has not
occurred.
3.2.2.6. Test Procedure
3.2.2.6.1. 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.
3.2.2.6.2. The test procedures defined in either Paragraph 3.2.2.6.2.1. or 3.2.2.6.2.2. may be used in
line with the procedure chosen in Regulation No. 101, Annex 8, Paragraph 4.2.4.2.
3.2.2.6.2.1. 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)).
3.2.2.6.2.2. 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 has 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 3.2.2.7. and 3.2.4.3. 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.
3.2.2.6.3. The vehicle shall be driven according to Annex 4a, or in 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 4a
are not applied. For the pattern of the operating curve the description according to
Paragraph 6.1.3. of Annex 4a shall apply.
3.2.2.6.4. The exhaust gases shall be analysed according to Annex 4a.

3.2.3.4.3. The vehicle shall be driven according to Annex 4a, or in 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 4a are
not applied. For the pattern of the operating curve the description according to
Paragraph 6.1.3. of Annex 4a shall apply.
3.2.3.4.4. The exhaust gases shall be analysed according to provisions in Annex 4a.
3.2.3.5. 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 for Condition B shall be calculated
(M ). The test results 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.
3.2.4. Test Results
3.2.4.1. In the case of testing according to Paragraph 3.2.2.6.2.1.
For communication, the weighted values shall be calculated as below:
Where:
Mi = (De × M + Dav × M )/(De + Dav)
M = mass emission of the pollutant i in grams per kilometre,
M = average mass emission of the pollutant i in grams per kilometre 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 grams per kilometre with an
electrical energy/power storage device in minimum state of charge (maximum
discharge of capacity) calculated in Paragraph 3.2.3.5,
De
=
vehicle electric range with the switch in pure electric position, according to the
procedure described in Regulation No. 101, Annex 9. If there is not a pure
electric position, 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 recharge).

4. TYPE II TEST METHODS
4.1. The vehicles shall be tested according to Annex 5 with the fuel consuming engine running.
The manufacturer shall provide a "service mode" that makes execution of this test possible.
If necessary, the special procedure provided for in Paragraph 5.1.6. to the Regulation shall
be used.
5. TYPE III TEST METHODS
5.1. The vehicles shall be tested according to Annex 6 with the fuel consuming engine running.
The manufacturer shall provide a "service mode" that makes execution of this test possible.
5.2. The tests shall be carried out only for conditions 1 and 2 of the Paragraph 3.2. of Annex 6. If
for any reasons it is not possible to test on condition 2, alternatively another steady speed
condition (with fuel consuming engine running under load) should be carried out.
6. TYPE IV TEST METHODS
6.1. The vehicles shall be tested according to Annex 7.
6.2. Before starting the test procedure (Paragraph 5.1. of Annex 7), the vehicles shall be
preconditioned as follows:
6.2.1. For OVC vehicles:
6.2.1.1. OVC vehicles without an operating mode switch: the procedure shall start with the discharge
of the electrical energy/power storage device of the vehicle while driving (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 just 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.

7. TYPE V TEST METHODS
7.1. The vehicles shall be tested according to Annex 9.
7.2. For OVC vehicles:
It is allowed to charge the electrical energy/power storage device twice a day during mileage
accumulation.
For OVC vehicles with an operating mode switch, mileage accumulation should be driven in
the mode which is automatically set after turn on of the ignition key (normal mode).
During the mileage accumulation a change into another hybrid mode is allowed if necessary
in order to continue the mileage accumulation after agreement of the Technical Service.
The measurements of emissions of pollutants shall be carried out under the same
conditions as specified by condition B of the Type I Test (Paragraphs 3.1.3. and 3.2.3.).
7.3. For NOVC vehicles:
For NOVC vehicles with an operating mode switch, mileage accumulation shall be driven in
the mode which is automatically set after turn on of the ignition key (normal mode).
The measurements of emissions of pollutants shall be carried out in the same conditions as
in the Type I Test.
8. TYPE VI TEST METHODS
8.1. The vehicles shall be tested according to Annex 8.
8.2. For OVC vehicles, the measurements of emissions of pollutants shall be carried out under
the same conditions as specified for condition B of the Type I Test (Paragraphs 3.1.3. and
3.2.3.).
8.3. For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under
the same conditions as in the Type I Test.
9. ON BOARD DIAGNOSTICS (OBD) TEST METHODS
9.1. The vehicles shall be tested according to Annex 11.
9.2. For OVC vehicles, the measurements of emissions of pollutants shall be carried out under
the same conditions as specified for condition B of the Type I Test (Paragraphs 3.1.3. and
3.2.3.).
9.3. For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under
the same conditions as in the Type I Test.

Emissions - Light Duty Vehicles.