Regulation No. 83-07

Name:Regulation No. 83-07
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:2015-02-04
Amendment Level:07 Series, Supplement 3
Number of Pages:303
Vehicle Types:Bus, Car, Heavy Truck, Light Truck
Subject Categories:Emissions and Fuel Consumption
Available on InterRegs.NET

Our online subscription service, offering immediate access to our extensive library of global vehicle regulations, standards and legislation. A fully searchable, accurate, user-friendly resource for consolidated regulations that are updated quickly and frequently.

Tell me more | Already a subscriber

Available on SelectRegs.com

Our fast and easy means of purchasing up-to-date global vehicle and component standards and regulations on a pay-as-you-go basis. Pay securely by credit card and your documents are delivered directly and immediately to your computer as PDF files.

Tell me more | Go straight to site

Keywords:

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

Text Extract:

All InterRegs documents are formatted as PDF files and contain the full text, tables, diagrams and illustrations of the original as issued by the national government authority. We do not re-word, summarise, cut or interpret the regulatory documents. They are consolidated, published in English, and updated on a regular basis. The following text extract indicates the scope of the document, but does not represent the actual PDF content.

E/ECE/324
) Rev.1/Add.82/Rev.5/Amend.3
E/ECE/TRANS/505 )
February 22, 2017
Incorporating:
STATUS OF UNITED NATIONS REGULATION
ECE 83-07
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
07 series of amendments
Date of Entry into Force: 22.01.15
Supplement 1 to the 07 series of amendments
Date of Entry into Force: 29.01.16

REGULATION NO. 83-07
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 Definitively 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

Annex 9
Type V Test
Appendix 1:
Appendix 2:
Appendix 3:
Standard Bench Cycle (SBC)
Standard Diesel Bench Cycle (SDBC)
Standard Road Cycle (SRC)
Annex 10
Annex 10a
Annex 11
Specifications of Reference Fuels
Specifications of Gaseous Reference Fuels
On-Board Diagnostics (OBD) for Motor Vehicles
Appendix 1
Appendix 2
Functional Aspects of On-board Diagnostic (OBD) Systems
Essential Characteristics of the Vehicle Family
Annex 12
Granting of an ECE Type-Approval for a Vehicle Fuelled by LPG or NG/Biomethane
Appendix 1
Appendix 2
Bi-fuel gas vehicle – Calculation of LPG energy ratio
Bi-fuel vehicle – Calculation of NG/biomethane energy ratio
Annex 13
Annex 14
Emissions Test Procedure for a Vehicle Equipped with a Periodically Regenerating
System
Emissions Test Procedure for Hybrid Electric Vehicles (HEV)
Appendix 1
Electric Energy/Power Storage Device State of Charge (SOC) Profile for
OVC HEV Type I Test

2.4. "Gaseous pollutants" means the exhaust gas emissions of carbon monoxide, oxides of
nitrogen expressed in nitrogen dioxide (NO ) equivalent and hydrocarbons assuming ratio
of:
(a) C H for liquefied petroleum gas (LPG)
(b)
C H for natural gas (NG) and biomethane
(c) C H O for petrol (E5)
(d) C H O for petrol (E10)
(e) C H O for diesel (B5);
(f) C H O for diesel (B7);
(g) C H O for ethanol (E85)
(h) C H O for ethanol (E75).
2.5. "Particulate pollutants" means components of the exhaust gas which are removed from
the diluted exhaust gas at a maximum temperature of 325K (52°C) by means of the filters
described in Appendix 4 to Annex 4a to this Regulation.
2.5.1. "Particulate numbers" means the total number of particulates of a diameter greater than
23nm diameter present in the diluted exhaust gas after it has been conditioned to remove
volatile material, as described in Appendix 5 to Annex 4a to this Regulation.
2.6. "Exhaust emissions" means
(a)
(b)
For Positive-Ignition (P.I.) engines, emissions of gaseous and particulate pollutants;
For Compression-Ignition (C.I.) engines, emissions of gaseous pollutants, particulate
pollutants and particulate numbers;
2.7. "Evaporative emissions" means the hydrocarbon vapours lost from the fuel system of a
motor vehicle other than those from exhaust emissions;
2.7.1. "Tank breathing losses" are hydrocarbon emissions caused by temperature changes in
the fuel tank (assuming a ratio of C H ).
2.7.2. "Hot soak losses" are hydrocarbon emissions arising from the fuel system of a stationary
vehicle after a period of driving (assuming a ratio of C H );
2.8. "Engine crankcase" means the spaces in or external to an engine which are connected to
the oil sump by internal or external ducts through which gases and vapour can escape;
2.9. "Cold start device" means a device that temporarily enriches the air/fuel mixture of the
engine thus assisting the engine to start;
2.10. "Starting aid" means a device which assists engine start up without enrichment of the
air/fuel mixture of the engine, e.g. glow plug, injection timing change, etc.;

2.19.3. Limitation of emissions of gaseous pollutants by the engine, crankcase emissions, durability
of pollution control devices, cold start emissions and on-board diagnostics of vehicles
fuelled with LPG or NG/biomethane (Approval D);
2.20. "Periodically regenerating system" means an anti-pollution device (e.g. catalytic
converter, particulate trap) that requires a periodical regeneration process in less than
4,000km of normal vehicle operation. During cycles where regeneration occurs, emission
standards can be exceeded. If a regeneration of an anti-pollution device occurs at least
once per Type I test and that has already regenerated at least once during vehicle
preparation cycle, it will be considered as a continuously regenerating system which does
not require a special test procedure. Annex 13 to this Regulation does not apply to
continuously regenerating systems.
At the request of the manufacturer, the test procedure specific to periodically regenerating
systems will not apply to a regenerative device if the manufacturer provides data to the
Type-Approval Authority that, during cycles where regeneration occurs, emissions remain
below the standards given in Paragraph 5.3.1.4. applied for the concerned vehicle category
after agreement of the Technical Service.
2.21. Hybrid Vehicles (HV)
2.21.1. General Definition of Hybrid Vehicles (HV):
"Hybrid vehicle (HV)" means a vehicle with at least two different energy converters and
two different energy storage systems (on vehicle) for the purpose of vehicle propulsion.
2.21.2. Definition of Hybrid Electric Vehicles (HEV):
"Hybrid electric vehicle (HEV)" means a vehicle that, including vehicles which draw
energy from consumable fuel only for the purpose of recharging the electrical energy/power
storage device that, for the purpose of mechanical propulsion, draws energy from both of
the following on-vehicle sources of stored energy/power:
(a)
(b)
A consumable fuel;
A battery, capacitor, flywheel/generator or electrical energy/power storage device
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.

3. APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to exhaust emissions, crankcase
emissions, evaporative emissions and durability of pollution control devices, as well as to its
On-Board Diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by his
authorized representative to the Type Approval Authority.
3.1.1. In addition, the manufacturer shall submit the following information:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
In the case of vehicles equipped with positive-ignition engines, a declaration by the
manufacturer of the minimum percentage of misfires out of a total number of firing
events that would either result in emissions exceeding the limits given in
Paragraph 3.3.2. of Annex 11 to this Regulation, if that percentage of misfire had
been present from the start of a Type I test as described in Annex 4a to this
Regulation, or that could lead to an exhaust catalyst, or catalysts, overheating prior to
causing irreversible damage;
Detailed written information fully describing the functional operation characteristics of
the OBD system, including a listing of all relevant parts of the emission control system
of the vehicle that are monitored by the OBD system;
A description of the malfunction indicator used by the OBD system to signal the
presence of a fault to a driver of the vehicle;
A declaration by the manufacturer that the OBD system complies with the provisions
of Paragraph 7. of Appendix 1 to Annex 11 to this Regulation relating to in-use
performance under all reasonably foreseeable driving conditions;
A plan describing the detailed technical criteria and justification for incrementing the
numerator and denominator of each monitor that shall fulfil the requirements of
Paragraphs 7.2. and 7.3. of Appendix 1 to Annex 11 to this Regulation, as well as for
disabling numerators, denominators and the general denominator under the
conditions outlined in Paragraph 7.7. of Appendix 1 to Annex 11 to this Regulation;
A description of the provisions taken to prevent tampering with and modification of the
emission control computer;
If applicable, the particulars of the vehicle family as referred to in Appendix 2 to
Annex 11 to this Regulation;
Where appropriate, copies of other type-approvals with the relevant data to enable
extension of approvals and establishment of deterioration factors.
3.1.2. For the tests described in Paragraph 3. of Annex 11 to this Regulation, a vehicle
representative of the vehicle type or vehicle family fitted with the OBD system to be
approved shall be submitted to the Technical Service responsible for the type-approval test.
If the Technical Service determines that the submitted vehicle does not fully represent the
vehicle type or vehicle family described in Appendix 2 to Annex 11 to this Regulation, an
alternative and if necessary an additional vehicle shall be submitted for test in accordance
with Paragraph 3. of Annex.11 to this Regulation.

4. APPROVAL
4.1. If the vehicle type submitted for approval following this amendment meets the requirements
of Paragraph 5. of this Regulation, approval of that vehicle type shall be granted.
4.2. An approval number shall be assigned to each type approved.
Its first two digits shall indicate the series of amendments according to which the approval
was granted. The same Contracting Party shall not assign the same number to another
vehicle type.
4.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this
Regulation shall be communicated to the Contracting Parties to the Agreement which apply
this Regulation by means of a form conforming to the model in Annex 2 to this Regulation.
4.3.1. In the event of amendment to the present text, for example, if new limit values are
prescribed, the Contracting Parties to the Agreement shall be informed which vehicle types
already approved comply with the new provisions.
4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the
approval form, to every vehicle conforming to a vehicle type approved under this Regulation,
an international approval mark consisting of:
4.4.1. A circle surrounding the Letter "E" followed by the distinguishing number of the country that
has granted approval .
4.4.2. The number of this Regulation, followed by the Letter "R", a dash and the approval number
to the right of the circle described in Paragraph 4.4.1.
4.4.3. The approval mark shall contain an additional character after the type-approval number, the
purpose of which is to distinguish vehicle category and class for which the approval has
been granted. This letter should be chosen according to the Table A3/1 of Annex 3 to this
Regulation.
4.5. If the vehicle conforms to a vehicle type approved, under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in Paragraph 4.4.1. need not be repeated; in such a
case, the Regulation, approval numbers and the additional symbols of all the Regulations
under which approval has been granted in the country which has granted approval under
this Regulation shall be placed in vertical columns to the right of the symbol prescribed in
Paragraph 4.4.1. of this Regulation.

5. SPECIFICATIONS AND TESTS
Small volume manufacturers
As an alternative to the requirements of this Paragraph, vehicle manufacturers whose
world-wide annual production is less than 10,000 units may obtain approval on the basis of
the corresponding technical requirements specified in the table below.
Legislative Act
The California Code of Regulations, Title 13,
Paragraphs 1961(a) and 1961(b)(1)(C)(1)
applicable to 2001 and later model year
vehicles, 1968.1, 1968.2, 1968.5, 1976 and
1975, published by Barclay's Publishing.
Requirements
Type-approval shall be granted under the
California Code of Regulations applicable
to the most recent model year of light duty
vehicle.
5.1. General
The emissions tests for roadworthiness purposes set out in Annex 5 to this Regulation and
the requirements for access to vehicle OBD information set out in Paragraph 5. of Annex 11
to this Regulation shall still be required to obtain type-approval with regard to emissions
under this Paragraph.
The Type Approval Authority shall inform the other Type Approval Authorities of Contracting
Parties of the circumstances of each type-approval granted under this Paragraph.
5.1.1. The components liable to affect the emission of pollutants shall be so designed, constructed
and assembled as to enable the vehicle, in normal use, despite the vibration to which they
may be subjected, to comply with the provisions of this Regulation.
5.1.2. The technical measures taken by the manufacturer shall be such as to ensure that in
conformity with the provisions of this Regulation, exhaust gas and evaporative emissions
are effectively limited throughout the normal life of the vehicle and under normal conditions
of use. This will include the security of those hoses and their joints and connections, used
within the emission control systems, which shall be so constructed as to conform with the
original design intent. For exhaust emissions, these provisions are deemed to be met if the
provisions of Paragraphs 5.3.1. of this Regulation and Paragraph 8.2. of this Regulation are
complied with. For evaporative emissions, these conditions are deemed to be met if the
provisions of Paragraphs 5.3.4. of this Regulation and Paragraph 8.4. of this Regulation are
complied with.
5.1.2.1. The use of a defeat device is prohibited.
5.1.3. Inlet Orifices of Petrol Tanks
5.1.3.1. Subject to Paragraph 5.1.3.2. of this Regulation, the inlet orifice of the petrol or ethanol tank
shall be so designed as to prevent the tank from being filled from a fuel pump delivery
nozzle which has an external diameter of 23.6mm or greater.

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 Type
Approval Authority.
5.1.6. It shall be possible to inspect the vehicle for roadworthiness test in order to determine its
performance in relation to the data collected in accordance with Paragraph 5.3.7. If this
inspection requires a special procedure, this shall be detailed in the service manual (or
equivalent media). This special procedure shall not require the use of special equipment
other than that provided with the vehicle.
5.2. Test Procedure
Table A illustrates the various possibilities for type-approval of a vehicle.
5.2.1. Positive ignition engine-powered vehicles and hybrid electric vehicles equipped with a
positive-ignition engine shall be subject to the following tests:
Type I (verifying the average exhaust emissions after a cold start);
Type II (carbon monoxide emission at idling speed);
Type III (emission of crankcase gases);
Type IV (evaporation emissions);
Type V (durability of anti-pollution devices);
Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon
exhaust emissions after a cold start;
OBD-test;
Engine power test.
5.2.2. Positive ignition engine-powered vehicle and hybrid electric vehicles equipped with
positive-ignition engine fuelled with LPG or NG/biomethane (mono or bi-fuel) shall be
subjected to the following tests (according to Table A):
Type I (verifying the average exhaust emissions after a cold start);
Type II (carbon monoxide emissions at idling speed);
Type III (emission of crankcase gases);
Type IV (evaporative emissions), where applicable;
Type V (durability of anti-pollution devices);
Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon
exhaust emissions after a cold start), where applicable,

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
non-methane
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 particulates
(PN)
L
(#/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 80 – 170 4.5 4.5 6.0 × 10 6.0 × 10
I RM ≤ 1,305 1,000 500 100 – 68 – 60 80 – 170 4.5 4.5 6.0 × 10 6.0 × 10
N
II 1,305 < RM ≤ 1,760 1,810 630 130 – 90 – 75 105 – 195 4.5 4.5 6.0 × 10 6.0 × 10
III 1,760 < RM 2,270 740 160 – 108 – 82 125 – 215 4.5 4.5 6.0 × 10 6.0 × 10
N – All 2,270 740 160 – 108 – 82 125 – 215 4.5 4.5 6.0 × 10 6.0 × 10
PI = Positive Ignition
CI = Compression Ignition

Figure 1
Flow Chart for Type I Type-Approval

5.3.5. Type VI Test (Verifying the Average Exhaust Emissions of carbon monoxide and
hydrocarbons after a cold start at low ambient temperature))
5.3.5.1. This test shall be carried out on all vehicles referred to in Paragraph 1. Except those having
compression-ignition engines.
However, for compression ignition vehicles when applying for type approval, manufacturers
shall present to the Type Approval Authority, information showing that the NO after
treatment device reaches a sufficiently high temperature for efficient operation within 400s
after a cold start at -7°C as described in the Type VI test.
In addition, the manufacturer shall provide the Type Approval Authority with information on
the operating strategy of the Exhaust Gas Recirculation (EGR) system, including information
on its functioning at low temperatures.
This information shall also include a description of any effects on emissions.
The Type Approval Authority shall not grant type approval if the information provided is
insufficient to demonstrate that the after treatment device actually reaches a sufficiently high
temperature for efficient operation within the designated period of time.
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 to this Regulation, and
illustrated in Figure A4a/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 to this Regulation.
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 (Description of the endurance test for verifying the durability of pollution control
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 to this Regulation 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 Table 3 used as an alternative to testing to Paragraph 5.3.6.1.
Table 3
Deterioration Factors
Engine Category
Assigned deterioration factors
CO THC NMHC NO HC + NO
Particulate Matter
(PM)
Particulates
Positive-ignition 1.5 1.3 1.3 1.6 – 1.0 1.0
Compression-ignition
5.3.6.3. 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 to this Regulation by replacing the deterioration
factors in the above table with those measured in the Type V Test.
5.3.6.4. In the absence of assigned deterioration factors for compression ignition vehicles,
manufacturers shall use the whole vehicle or bench ageing durability test procedures to
establish deterioration factors.
5.3.6.5. Deterioration factors are determined using either procedure in Paragraph 5.3.6.1. or using
the values Table 3 of Paragraph 5.3.6.2. The factors are used to establish compliance with
the requirements of Paragraphs 5.3.1. and 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 Regulation.
5.3.7.2. When tested in accordance with Annex 5 to this Regulation (Type II Test) at normal idling
speed:
(a)
(b)
The carbon monoxide content by volume of the exhaust gases emitted shall be
recorded; and
The engine speed during the test shall be recorded, including any tolerances.

5.3.8. On-board Diagnostics OBD – Test
This test shall be carried out on all vehicles referred to in Paragraph 1. The test procedure
described in Paragraph 3. of Annex 11 to this Regulation shall be followed.
6. MODIFICATIONS OF THE VEHICLE TYPE
6.1. Every modification of the vehicle type shall be notified to the Type Approval Authority that
approved the vehicle type. The Type Approval Authority 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. to the Contracting 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.

7.2. 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 are
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); and
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 Appendix 2 to Annex 11 to this Regulation. 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:
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 of this Regulation. The specific procedures for conformity of production
are set out in the Paragraphs 8.2. to 8.6.
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 Type 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 Table 1 of Paragraph 5.3.1.4.
8.2.2.2. If the Type Approval Authority is satisfied with the production standard deviation given by
the manufacturer, the tests shall be carried out according to Appendix 1 to this Regulation. If
the Type Approval Authority is not satisfied with the production standard deviation given by
the manufacturer, the tests shall be carried out according to Appendix 2 to this Regulation.

8.2.3. Notwithstanding the requirements of Paragraph 5.3.1., 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 x ≤ 3,000km for vehicles
equipped with a positive ignition engine and x ≤ 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 to this Regulation 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 to
this Regulation.

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 criterion;
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 9.2.4.
and, for OBD and IUPR , the OBD family, in accordance with Appendix 2 to Annex 11 to
this Regulation;
9.2.5.5. The vehicle identification number (VIN) codes applicable to these vehicle types within the
in-service family (VIN prefix);

(e)
Test data, including the following:
(i)
(ii)
(iii)
Date of test/download;
Location of test/download; and
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); and
Test results (from at least three different vehicles per family).
and, for IUPR only:
(viii) All required data downloaded from the vehicle; and
(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 to this
Regulation;
The percentage of selected vehicles, which have an IUPR greater or equal to the
minimum value applicable to the monitor according to Paragraphs 7.1.4. and 7.1.5. of
Appendix 1 to Annex 11 to this Regulation.
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. 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
to this Regulation shall be included in the test sample.

Vehicles of small series productions with less than 1,000 vehicles per OBD family are
exempted from minimum IUPR requirements as well as the requirement to demonstrate
these to the Type Approval Authority.
9.4. On the basis of the audit referred to in Paragraph 9.2., the Type 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, vehicle in-service family or
vehicle OBD 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 Type 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; or
Decide that the in-service conformity of a vehicle type, that is part of an in-service
family, or of an OBD family, is unsatisfactory and proceed to have such vehicle type
or OBD family tested in accordance with Appendix 3 to this Regulation.
If, according to the IUPR audit, the test criteria of Paragraph 6.1.2., subparagraph (a) or (b)
of Appendix 3 to this Regulation are met for the vehicles in a sample lot, the Type Approval
Authority shall take the further action described in subparagraph (d) above.
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 4 to
this Regulation.
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 Type Approval Authority,
to carry out checks, even of a destructive nature, on those vehicles with emission levels in
excess of the limit values with a view to establishing possible causes of deterioration which
cannot be attributed to the manufacturer (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 Regulation, may be
withdrawn if the requirements laid down in Paragraph 8.1. are not complied with or if the
vehicle or vehicles taken fail to pass the tests prescribed in Paragraph 8.1.1.
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.

12.2.4. As from September 1, 2018 for vehicles of Category M or N (Class I) and September 1,
2019 for vehicles of Category N (Classes II or III) and Category N , Contracting Parties
applying this Regulation shall not be obliged to accept a type-approval which has not been
granted in accordance with the 07 series of amendments to this Regulation which does not
comply with:
(a)
(b)
The applicable limits for the Type I test in Table 1 specified in Paragraph 5.3.1.4. of
this Regulation; and
The Final OBD threshold limits in Table A11/1 specified in Paragraph 3.3.2.1. of
Annex 11 to this Regulation.
12.3. Special Provisions
12.3.1. Contracting Parties applying this Regulation may continue to grant approvals to those
vehicles which comply with any previous series of amendments, or to any level of this
Regulation, provided that the vehicles are intended for sale or for export to countries that
apply the relating requirements in their national legislations.
13. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR
CONDUCTING APPROVAL TESTS, AND OF TYPE APPROVAL AUTHORITIES
The Contracting Parties to the 1958 Agreement which apply this Regulation shall
communicate to the United Nations Secretariat the names and addresses of the Technical
Services responsible for conducting approval tests and of the Type Approval Authorities
which grant approval and to which forms certifying approval or extension or refusal or
withdrawal of approval, or extension or refusal or withdrawal of approval, issued in other
countries, are to be sent.

Cumulative number
of tested vehicles
(current sample size)
Table App1/1
Pass Decision Number for the Sample Size
Pass decision threshold
Fail decision threshold
3 3.327 –4.724
4 3.261 –4.79
5 3.195 –4.856
6 3.129 –4.922
7 3.063 –4.988
8 2.997 –5.054
9 2.931 –5.12
10 2.865 –5.185
11 2.799 –5.251
12 2.733 –5.317
13 2.667 –5.383
14 2.601 –5.449
15 2.535 –5.515
16 2.469 –5.581
17 2.403 –5.647
18 2.337 –5.713
19 2.271 –5.779
20 2.205 –5.845
21 2.139 –5.911
22 2.073 –5.977
23 2.007 –6.043
24 1.941 –6.109
25 1.875 –6.175
26 1.809 –6.241
27 1.743 –6.307
28 1.677 –6.373
29 1.611 –6.439
30 1.545 –6.505
31 1.479 –6.571
32 –2.112 –2.112

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

APPENDIX 3
IN-SERVICE CONFORMITY CHECK
1. INTRODUCTION
This Appendix sets out the criteria referred to in Paragraph 9.3 and 9.4. of this Regulation
regarding the selection of vehicles for testing and the procedures for the in-service conformity
control.
2. SELECTION CRITERIA
The criteria for acceptance of a selected vehicle are defined for tailpipe emissions in
Paragraphs 2.1. to 2.8. of this Appendix and for IUPR in Paragraphs 2.1. to 2.5. of this
Appendix. Information is collected by vehicle examination and an interview with the
owner/driver.
2.1. The vehicle shall belong to a vehicle type that is type approved under this Regulation and
covered by a certificate of conformity in accordance with the 1958 Agreement. It shall be
registered and used in a country of the Contracting Parties.
2.2. The vehicle shall have been in service for at least 15,000km or 6 months, whichever is the
later, and for no more than 100,000km or 5 years, whichever is the sooner.
2.2.1. For checking IUPR , the test sample shall include only vehicles that:
(a)
Have collected sufficient vehicle operation data for the monitor to be tested.
For monitors required to meet the in-use monitor performance ratio and to track and
report ratio data pursuant to Paragraph 7.6.1. of Appendix 1 to Annex 11 to this
Regulation sufficient vehicle operation data shall mean the denominator meets the
criteria set forth below. The denominator, as defined in Paragraphs 7.3. and 7.5. of
Appendix 1 to Annex 11 to this Regulation for the monitor to be tested shall have a
value equal to or greater than one of the following values:
(i)
(ii)
(iii)
75 for evaporative system monitors, secondary air system monitors, and
monitors utilising a denominator incremented in accordance with
Paragraph 7.3.2. sub-paragraphs (a), (b) or (c) of Appendix 1 to Annex 11 to
this Regulation (e.g. cold start monitors, air conditioning system monitors, etc.);
or
25 for particulate filter monitors and oxidation catalyst monitors utilising a
denominator incremented in accordance with Paragraph 7.3.2.
sub-paragraph d) of Appendix 1 to Annex 11 to this Regulation; or
150 for catalyst, oxygen sensor, EGR, VVT, and all other component monitors.
(b)
Have not been tampered with or equipped with add-on or modified parts that would
cause the OBD system not to comply with the requirements of Annex 11 to this
Regulation.

3.8. In the case of vehicles equipped with periodically regenerating systems as defined in
Paragraph 2.20. of this Regulation, it shall be established that the vehicle is not approaching
a regeneration period. (The manufacturer must be given the opportunity to confirm this).
3.8.1. If this is the case, the vehicle must be driven until the end of the regeneration. If regeneration
occurs during emissions measurement, then a further test must be carried out to ensure that
regeneration has been completed. A complete new test shall then be performed, and the first
and second test results not taken into account.
3.8.2. As an alternative to Paragraph 3.8.1. above, if the vehicle is approaching a regeneration the
manufacturer may request that a specific conditioning cycle is used to ensure that
regeneration (e.g. this may involve high speed, high load driving).
The manufacturer may request that testing may be carried out immediately after regeneration
or after the conditioning cycle specified by the manufacturer and normal test preconditioning.
4. IN-SERVICE TESTING
4.1. When a check on vehicles is deemed necessary, emission tests in accordance with Annex 4a
to this Regulation are performed on pre-conditioned vehicles selected in accordance with the
requirements of Paragraphs 2. and 3. of this Appendix. Pre-conditioning cycles additional to
those specified in Paragraph 6.3. of Annex 4a to this Regulation will only be allowed if they
are representative of normal driving.
4.2. Vehicles equipped with an OBD system may be checked for proper in-service functionality of
the malfunction indication, etc., in relation to levels of emissions (e.g. the malfunction
indication limits defined in Annex 11 to this Regulation) for the type approved specifications.
4.3. The OBD system may be checked, for example, for levels of emissions above the applicable
limit values with no malfunction indication, systematic erroneous activation of the malfunction
indication and identified faulty or deteriorated components in the OBD system.
4.4. If a component or system operates in a manner not covered by the particulars in the
type approval certificate and/or information package for such vehicle types and such deviation
has not been authorised under the 1958 Agreement, with no malfunction indication by the
OBD, the component or system shall not be replaced prior to emission testing, unless it is
determined that the component or system has been tampered with or abused in such a
manner that the OBD does not detect the resulting malfunction.
5. EVALUATION OF EMISSION TEST RESULTS
5.1. The test results are submitted to the evaluation procedure in accordance with Appendix 4 to
this Regulation.
5.2. Test results shall not be multiplied by deterioration factors.
5.3. In the case of periodically regenerating systems as defined in Paragraph 2.20. of this
Regulation, the results shall be multiplied by the factors K obtained at the time when
type approval was granted.

6.3. The remedial measures shall apply to all vehicles likely to be affected by the same defect.
The need to amend the type approval documents shall be assessed.
6.4. The manufacturer shall provide a copy of all communications related to the plan of remedial
measures, and shall also maintain a record of the recall campaign, and supply regular status
reports to the Type Approval Authority.
6.5. The plan of remedial measures shall include the requirements specified in Paragraphs 6.5.1.
to 6.5.11. below. The manufacturer shall assign a unique identifying name or number to the
plan of remedial measures.
6.5.1. A description of each vehicle type included in the plan of remedial measures.
6.5.2. A description of the specific modifications, alterations, repairs, corrections, adjustments, or
other changes to be made to bring the vehicles into conformity including a brief summary of
the data and technical studies which support the manufacturer's decision as to the particular
measures to be taken to correct the non-conformity.
6.5.3. A description of the method by which the manufacturer informs the vehicle owners.
6.5.4. A description of the proper maintenance or use, if any, which the manufacturer stipulates as a
condition of eligibility for repair under the plan of remedial measures, and an explanation of
the manufacturer's reasons for imposing any such condition. No maintenance or use
conditions may be imposed unless it is demonstrably related to the non-conformity and the
remedial measures.
6.5.5. A description of the procedure to be followed by vehicle owners to obtain correction of the
non-conformity. This shall include a date after which the remedial measures may be taken,
the estimated time for the workshop to perform the repairs and where they can be done. The
repair shall be done expediently, within a reasonable time after delivery of the vehicle.
6.5.6. A copy of the information transmitted to the vehicle owner.
6.5.7. A brief description of the system which the manufacturer uses to assure an adequate supply
of component or systems for fulfilling the remedial action. It shall be indicated when there will
be an adequate supply of components or systems to initiate the campaign.
6.5.8. A copy of all instructions to be sent to those persons who are to perform the repair.
6.5.9. A description of the impact of the proposed remedial measures on the emissions, fuel
consumption, derivability, and safety of each vehicle type, covered by the plan of remedial
measures with data, technical studies, etc. which support these conclusions.
6.5.10. Any other information, reports or data the Type Approval Authority may reasonably determine
is necessary to evaluate the plan of remedial measures.
6.5.11. Where the plan of remedial measures includes a recall, a description of the method for
recording the repair shall be submitted to the Type Approval Authority. If a label is used, an
example of it shall be submitted.
6.6. The manufacturer may be required to conduct reasonably designed and necessary tests on
components and vehicles incorporating a proposed change, repair, or modification to
demonstrate the effectiveness of the change, repair, or modification.

APPENDIX 4
STATISTICAL PROCEDURE FOR TAILPIPE EMISSIONS
IN-SERVICE CONFORMITY TESTING
1. This Appendix describes the procedure to be used to verify the in-service conformity
requirements for the Type I Test.
2. Two different procedures are to be followed:
(a)
(b)
One dealing with vehicles identified in the sample, due to an emission-related defect,
causing outliers in the results (Paragraph 3. of this Appendix);
The other deals with the total sample (Paragraph 4. of this Appendix).
3. Procedure to be followed with outlying emitters in the sample
3.1. With a minimum sample size of three and a maximum sample size as determined by the
procedure of Paragraph 4. of this Appendix, a vehicle is taken at random from the sample
and the emissions of the regulated pollutants are measured to determine if it is an outlying
emitter.
3.2. A vehicle is said to be an outlying emitter when the conditions given in Paragraph 3.2.1.
below, are met.
3.2.1. In the case of a vehicle that has been type-approved according to the limit values given in
Table 1 in Paragraph 5.3.1.4. of this Regulation, an outlying emitter is a vehicle where the
applicable limit value for any regulated pollutant is exceeded by a factor of 1.5.
3.2.2. In the specific case of a vehicle with a measured emission for any regulated pollutant within
the "intermediate zone" .
3.2.2.1. If the vehicle meets the conditions of this Paragraph, the cause of the excess emission must
be determined and another vehicle is then taken at random from the sample.
3.2.2.2. Where more than one vehicle meets the condition of this Paragraph, the Type Approval
Authority and the manufacturer shall determine if the excess emission from both vehicles is
due to the same cause or not.
3.2.2.2.1. If the Type Approval Authority and the manufacturer both agree that the excess emission is
due to the same cause, the sample is regarded as having failed and the plan of remedial
measures outlined in Paragraph 6. of Appendix 3 to this Regulation applies.
3.2.2.2.2. If the Type Approval Authority and the manufacturer cannot agree on either the cause of the
excess emission from an individual vehicle or whether the causes for more than one vehicle
are the same, another vehicle is taken at random from the sample, unless the maximum
sample size has already been reached.

3.3. When an outlying emitter is found, the cause of the excess emission shall be determined.
3.4. When more than one vehicle is found to be an outlying emitter, due to the same cause, the
sample is regarded as having failed.
3.5. When only one outlying emitter has been found, or when more than one outlying emitter is
found, but due to different causes, the sample is increased by one vehicle, unless the
maximum sample size has already been reached.
3.5.1. When in the increased sample more than one vehicle is found to be an outlying emitter, due
to the same cause, the sample is regarded as having failed.
3.5.2. When in the maximum sample size not more than one outlying emitter is found, where the
excess emission is due to the same cause, the sample is regarded as having passed with
regard to the requirements of Paragraph 3. of this Appendix.
3.6. Whenever a sample is increased due to the requirements of Paragraph 3.5. above, the
statistical procedure of Paragraph 4. is applied to the increased sample.
4. PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF OUTLYING
EMITTERS IN THE SAMPLE
4.1. With a minimum sample size of three the sampling procedure is set so that the probability of
a batch passing a test with 40% of the production defective is 0.95 (producer's risk = 5%)
while the probability of a batch being accepted with 75% of the production defective is 0.15
(consumer's risk = 15%).
4.2. For each of the pollutants given in the Table 1 of Paragraph 5.3.1.4. of this Regulation, the
following procedure is used (see Figure App4/2 below).
Where:
L = the limit value for the pollutant,
x = the value of the measurement for the i-th vehicle of the sample,
n = the current sample number.
4.3. The test statistic quantifying the number of non-conforming vehicles, i.e. x > L, is computed
for the sample.
4.4. Then:
(a)
(b)
(c)
If the test statistic does not exceed the pass decision number for the sample size
given in Table App4/1, a pass decision is reached for the pollutant;
If the test statistic equals or exceeds the fail decision number for the sample size
given in Table App4/1, a fail decision is reached for the pollutant;
Otherwise, an additional vehicle is tested and the procedure is applied to the sample
with one extra unit.
In the following table the pass and fail decision numbers are computed in accordance with
the International Standard ISO 8422:1991.

Figure App4/1
In-service Conformity Checking – Audit Procedure

APPENDIX 5
RESPONSIBILITIES FOR IN-SERVICE CONFORMITY
1. The process of checking in-service conformity is illustrated in Figure App5/1
2. The manufacturer shall compile all the information needed to comply with the requirements of
this Annex. The Type Approval Authority may also take information from surveillance
programmes into consideration.
3. The Type Approval Authority shall conduct all the procedures and tests necessary to ensure that
the requirements regarding the in-service conformity are met (Phases 2 to 4).
4. In the event of discrepancies or disagreements in the assessment of information supplied, the
Type Approval Authority shall request clarification from the Technical Service that conducted the
type approval test.
5. The manufacturer shall establish and implement a plan of remedial measures. This plan shall be
approved by the Type Approval Authority before it is implemented (Phase 5).
Figure App5/1
Illustration of the In-service Conformity Process

5. REAGENT CONSUMPTION MONITORING
5.1. The vehicle shall include a means of determining reagent consumption and providing
off-board access to consumption information.
5.2. Average reagent consumption and average demanded reagent consumption by the engine
system shall be available via the serial port of the standard diagnostic connector. Data shall
be available over the previous complete 2,400km period of vehicle operation.
5.3. In order to monitor reagent consumption, at least the following parameters within the vehicle
shall be monitored:
(a)
(b)
The level of reagent in the on-vehicle storage tank; and
The flow of reagent or injection of reagent as close as technically possible to the point
of injection into an exhaust after treatment system.
5.4. A deviation of more than 50% between the average reagent consumption and the average
demanded reagent consumption by the engine system over a period of 30min of vehicle
operation, shall result in the activation of the driver warning system in Paragraph 3. above,
which shall display a message indicating an appropriate warning (e.g. "urea dosing
malfunction", "AdBlue dosing malfunction", or "reagent dosing malfunction"). If the reagent
consumption is not rectified within 50km of the activation of the warning system then the
driver inducement requirements of Paragraph 8. Below shall apply.
5.5. In the case of interruption in reagent dosing activity the driver warning system as referred to in
Paragraph 3. shall be activated, which shall display a message indicating an appropriate
warning. This activation shall not be required where the interruption is demanded by the
Engine Control Unit (ECU) because the vehicle operating conditions are such that the
vehicle's emission performance does not require reagent dosing, provided that the
manufacturer has clearly informed the Type Approval Authority when such operating
conditions apply. If the reagent dosing is not rectified within 50km of the activation of the
warning system then the driver inducement requirements of Paragraph 8. below shall apply.
6. MONITORING NO EMISSIONS
6.1. As an alternative to the monitoring requirements in Paragraphs 4. and 5. above,
manufacturers may use exhaust gas sensors directly to sense excess NO levels in the
exhaust.
6.2. The manufacturer shall demonstrate that use of the sensors referred to in Paragraph 6.1.
above and any other sensors on the vehicle, results in the activation of the driver warning
system as referred to in Paragraph 3. above, the display of a message indicating an
appropriate warning (e.g. "emissions too high – check urea", "emissions too high – check
AdBlue", "emissions too high – check reagent"), and the driver inducement system as
referred to in Paragraph 8.3. below, when the situations referred to in Paragraphs 4.2., 5.4. or
5.5. above occur.
For the purposes of this Paragraph these situations are presumed to occur, if the applicable
NO OBD threshold limit of the Tables set out in Paragraph 3.3.2. of Annex 11 to this
Regulation is exceeded.
NO emissions during the test to demonstrate compliance with these requirements shall be no
more than 20% higher than the OBD threshold limits.

8.4. Once the inducement system has fully activated and disabled the vehicle, the inducement
system shall only be deactivated if the quantity of reagent added to the vehicle is equivalent
to 2,400km average driving range, or the failures specified in Paragraphs 4., 5., or 6. of this
Appendix have been rectified. After a repair has been carried out to correct a fault where the
OBD system has been triggered under Paragraph 7.2. above, the inducement system may be
reinitialised via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be
restarted for self-diagnosis purposes. The vehicle shall operate for a maximum of 50km to
enable the success of the repair to be validated. The inducement system shall be fully
reactivated if the fault persists after this validation.
8.5. The driver warning system referred to in Paragraph 3. of this Appendix shall display a
message indicating clearly:
(a)
(b)
The number of remaining restarts and/or the remaining distance; and
The conditions under which the vehicle can be restarted.
8.6. The driver inducement system shall be deactivated when the conditions for its activation have
ceased to exist. The driver inducement system shall not be automatically deactivated without
the reason for its activation having been remedied.
8.7. Detailed written information fully describing the functional operation characteristics of the
driver inducement system shall be provided to the Type Approval Authority at the time of
approval.
8.8. As part of the application for type-approval under this Regulation, the manufacturer shall
demonstrate the operation of the driver warning and inducement systems.
9. INFORMATION REQUIREMENTS
9.1. The manufacturer shall provide all owners of new vehicles written information about the
emission control system. This information shall state that if the vehicle emission control
system is not functioning correctly, the driver shall be informed of a problem by the driver
warning system and that the driver inducement system shall consequentially result in the
vehicle being unable to start.
9.2. The instructions shall indicate requirements for the proper use and maintenance of vehicles,
including the proper use of consumable reagents.
9.3. The instructions shall specify if consumable reagents have to be refilled by the vehicle
operator between normal maintenance intervals. They shall indicate how the driver should
refill the reagent tank. The information shall also indicate a likely rate of reagent consumption
for that type of vehicle and how often it should be replenished.
9.4. The instructions shall specify that use of, and refilling of, a required reagent of the correct
specifications is mandatory for the vehicle to comply with the certificate of conformity issued
for that vehicle type.
9.5. The instructions shall state that it may be a criminal offence to use a vehicle that does not
consume any reagent if it is required for the reduction of emissions.
9.6. The instructions shall explain how the warning system and driver inducement systems work.
In addition, the consequences of ignoring the warning system and not replenishing the
reagent shall be explained.

ANNEX 1
ENGINE AND VEHICLE CHARACTERISTICS AND
INFORMATION CONCERNING THE CONDUCT OF TESTS
The following information, when applicable, shall be supplied in triplicate and include a list of contents.
If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be
presented in A4 format or folded to that format. Photographs, if any, shall show sufficient detail.
If the systems, components or separate technical units have electronic controls, information concerning
their performance shall be supplied.
0. GENERAL
0.1. Make (name of undertaking): ..........................................................................................
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 mark: .....................................................................................................
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. Name and address of manufacturer's authorized representative where appropriate: ...
1. GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE
1.1. Photographs and/or drawings of a representative vehicle: ............................................
1.3.3. Powered axles (number, position, interconnection): ......................................................

3.2.1.4. Volumetric compression ratio : .....................................................................................
3.2.1.5. Drawings of combustion chamber and piston crown and, in the case of positive
ignition engine, piston rings: ...........................................................................................
3.2.1.6. Normal engine idling speed : ........................................................................................
3.2.1.6.1. High idle engine speed : ...............................................................................................
3.2.1.7. Carbon monoxide content by volume in the exhaust gas with the engine idling
(according to the manufacturer's specifications, positive ignition engines
only) ................................................................................................................ per cent
3.2.1.8. Maximum net power : ............. kW at .................................................................. min
3.2.1.9. Maximum permitted engine speed as prescribed by the manufacturer: ............... min
3.2.1.10. Maximum net torque : ............... Nm at: .............................................................. min
(manufacturer's declared value)
3.2.2. Fuel
3.2.2.1. Light-duty vehicles: Diesel/Petrol/LPG/NG or Biomethane/Ethanol
(E85)/Biodiesel/Hydrogen
3.2.2.2. Research octane number (RON), unleaded: ..................................................................
3.2.2.3. Fuel tank inlet: restricted orifice/label : .........................................................................
3.2.2.4. Vehicle fuel type: Mono fuel/Bi-fuel/Flex-fuel : .............................................................
3.2.2.5. Maximum amount of biofuel acceptable in fuel (manufacturer's declared value):
.......................................................................................................... per cent by volume
3.2.4. Fuel feed
3.2.4.2. By fuel injection (compression-ignition only): yes/no
3.2.4.2.1. System description: ........................................................................................................
3.2.4.2.2. Working principle: direct-injection/pre-chamber/swirl Chamber : .................................
3.2.4.2.3. Injection pump
3.2.4.2.3.1. Make(s): ..........................................................................................................................
3.2.4.2.3.2. Type(s): ...........................................................................................................................

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: ...........................................................................
3.2.4.3. By fuel injection (positive-ignition only): yes/no
3.2.4.3.1. Working principle: intake manifold (single/multi-point)/direct injection/other (specify): ..
3.2.4.3.2. Make(s): ..........................................................................................................................
3.2.4.3.3. Type(s): ...........................................................................................................................
3.2.4.3.4. System description, in the case of systems other than continuous injection give
equivalent details: ...........................................................................................................
3.2.4.3.4.1. Make and type of the control unit: ..................................................................................
3.2.4.3.4.2. Make and type of the fuel regulator: ...............................................................................
3.2.4.3.4.3. Make and type of the air-flow sensor: .............................................................................
3.2.4.3.4.6. Make and type of the micro-switch: ................................................................................
3.2.4.3.4.8. Make and type of the throttle housing: ...........................................................................
3.2.4.3.4.9. Make and type of the water temperature sensor: ...........................................................
3.2.4.3.4.10. Make and type of the air temperature sensor: ................................................................
3.2.4.3.5. Injectors: Opening pressure: ............................................................................. kPa
or characteristic diagram: ...............................................................................................
3.2.4.3.5.1. Make(s): ..........................................................................................................................
3.2.4.3.5.2. Type(s): ...........................................................................................................................
3.2.4.3.6. Injection timing: ...............................................................................................................
3.2.4.3.7. Cold start system: ...........................................................................................................
3.2.4.3.7.1. Operating principle(s): ....................................................................................................
3.2.4.3.7.2. Operating limits/settings : ..........................................................................................

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): ...............................................................................................
3.2.8.2. Inter-cooler: yes/no : .....................................................................................................
3.2.8.2.1. Type: air-air/air-water
3.2.8.3. Intake depression at rated engine speed and at 100% load
(compression ignition engines only)
Minimum allowable: ................................................................................................. kPa
Maximum allowable: ................................................................................................ kPa
3.2.8.4. Description and drawings of inlet pipes and their accessories (plenum chamber,
heating device, additional air intakes, etc.): ....................................................................
3.2.8.4.1. Intake manifold description (drawings and/or photographs): ..........................................
3.2.8.4.2. Air filter, drawings: .................................................................................................... , or
3.2.8.4.2.1. Make(s): ..........................................................................................................................
3.2.8.4.2.2. Type(s): ...........................................................................................................................
3.2.8.4.3. Intake silencer, drawings: ......................................................................................... , or
3.2.8.4.3.1. Make(s): ..........................................................................................................................
3.2.8.4.3.2. Type(s): ...........................................................................................................................

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 A13/1 in Annex 13 to this Regulation: ................
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. of Annex 13 to this Regulation: ..............................................................
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): ...................................................................
3.2.12.2.1.11.10. Frequency of reagent refill: continuous/maintenance (where appropriate): ................
3.2.12.2.1.12. Make of catalytic converter: ............................................................................................
3.2.12.2.1.13. Identifying part number: ..................................................................................................
3.2.12.2.2. Oxygen sensor: yes/no ................................................................................................
3.2.12.2.2.1. Type: ...............................................................................................................................
3.2.12.2.2.2. Location of oxygen sensor: .............................................................................................
3.2.12.2.2.3. Control range of oxygen sensor ...................................................................................
3.2.12.2.2.4. Make of oxygen sensor: ..................................................................................................
3.2.12.2.2.5. Identifying part number: ..................................................................................................
3.2.12.2.3. Air injection: yes/no ......................................................................................................
3.2.12.2.3.1. Type (pulse air, air pump, etc...): ....................................................................................
3.2.12.2.4. Exhaust gas recirculation (EGR): yes/no .....................................................................

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 traps 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): ...................
3.2.12.2.7.6. The following additional information must be provided by the vehicle manufacturer for
the purposes of enabling the manufacture of OBD-compatible replacement or service
parts and diagnostic tools and test equipment, unless such information is covered by
intellectual property rights or constitutes specific know-how of the manufacturer or the
OEM supplier(s).
3.2.12.2.7.6.1. A description of the type and number of the pre-conditioning cycles used for the
original type-approval of the vehicle.
3.2.12.2.7.6.2. A description of the type of the OBD demonstration cycle used for the original
type-approval of the vehicle for the component monitored by the OBD system.
3.2.12.2.7.6.3. A comprehensive document describing all sensed components with the strategy for
fault detection and MI activation (fixed number of driving cycles or statistical method),
including a list of relevant secondary sensed parameters for each component
monitored by the OBD system. A list of all OBD output codes and format used (with
an explanation of each) associated with individual emission related power-train
components and individual non-emission related components, where monitoring of
the component is used to determine MI activation. In particular, a comprehensive
explanation for the data given in service $05 Test ID $21 to FF and the data given in
service $06 shall be provided. In the case of vehicle types that use a communication
link in accordance with the standard listed in Paragraph 6.5.3.1.(a) of Annex 11,
Appendix 1 of this Regulation, a comprehensive explanation for the data given in
service $06 Test ID $00 to FF, for each OBD monitor ID supported, shall be provided.

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: ...................................................................................................
3.2.18. Hydrogen fuelling system: yes/no
3.2.18.1. Type approval number according to [Global Technical Regulation (gtr) on hydrogen
and fuel cell vehicles, currently under development]: ......................................................
3.2.18.2. Electronic engine management control unit for hydrogen fuelling
3.2.18.2.1. Make(s): ...........................................................................................................................
3.2.18.2.2. Type(s): ............................................................................................................................
3.2.18.2.3. Emission-related adjustment possibilities: .......................................................................
3.2.18.3. Further documentation
3.2.18.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen
or back: ............................................................................................................................
3.2.18.3.2. System lay-out (electrical connections, vacuum connections compensation hoses,
etc.): .................................................................................................................................
3.2.18.3.3. Drawing of the symbol: ....................................................................................................
3.3. Electric Motor
3.3.1. Type (winding, excitation): ...............................................................................................
3.3.1.1. Maximum hourly output: ......................................... kW(manufacturer’s declared value)
3.3.1.1.1. Maximum net power: ............................................ kW (manufacturer’s declared value)
3.3.1.1.2. Maximum 30min power: ....................................... kW (manufacturer’s declared value)
3.3.1.2. Operating voltage: ......................................................................................................... V

3.4.5.4. Maximum power: ...................................................................................................... kW
3.4.5.5. Working principle: ...........................................................................................................
3.4.5.5.1. Direct current/alternating current/number of phases: .....................................................
3.4.5.5.2. Separate excitation/series/compound : .........................................................................
3.4.5.5.3. Synchronous/asynchronous : .......................................................................................
3.4.6. Control unit: .....................................................................................................................
3.4.6.1. Make: ..............................................................................................................................
3.4.6.2. Type: ...............................................................................................................................
3.4.6.3. Identification number: .....................................................................................................
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 to Annex 9 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

4.5. Gearbox: .........................................................................................................................
4.5.1. Type (manual/automatic/CVT (continuously variable transmission) : ..........................
4.6. Gear ratios: .....................................................................................................................
Index
Maximum for
Continuously
Variable
Transmission (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)
6.6.1.1. Axles
(a) ...............................................................................................................................
For all tyre options indicate size designation, load-capacity index, speed category
symbol;
(b) ...............................................................................................................................
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).
6.6.1.1.1. Axle 1: .............................................................................................................................
6.6.1.1.2. Axle 2: .............................................................................................................................

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): ..........................................................................................................
S

ANNEX 2
COMMUNICATION
(maximum format: A4 (210 × 297mm))
issued by:
Name of administration
.............................................
.............................................
.............................................
Concerning:
APPROVAL GRANTED
APPROVAL EXTENDED
APPROVAL REFUSED
APPROVAL WITHDRAWN
PRODUCTION DEFINITIVELY DISCONTINUED
of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant to
Regulation No. 83
Approval No. .................................................. Extension No. ...............................................................
Reason for extension: ...................................................
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, 07 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

2.
TEST RESULTS
2.1.
Tailpipe emissions test results: .................................................................................................
Emissions classification: 07 series of amendments
Type-approval Number if not Parent Vehicle
:
Type I Result
Test
CO
(mg/km)
THC
(mg/km)
NMHC
(mg/km)
NO
(mg/km)
THC+NO
(mg/km)
Particulates
(mg/km)
Particulates
(#/km)
Measured 1
2
3
Measured mean
value (M)
K
Mean value
calculated with Ki
(M.K )
DF
Final mean value
calculated with K
and DF (M.K .DF)
Limit value
Where applicable
Round to 2 decimal places
Round to 4 decimal places
Not applicable
Mean value calculated by adding mean values (M.K ) calculated for THC and NO
Round to 1 decimal place more than limit value
Position of the engine cooling fan during the test:
Height of the lower edge above ground: ............................................................................. cm
Lateral position of fan centre: .............................................................................................. cm

2.1.4.5. Catalyst monitoring : ...............................................................................................................
2.1.4.6. Particulate trap monitoring : ....................................................................................................
2.1.4.7. Electronic fuelling system actuator monitoring : ......................................................................
2.1.4.8. Other components monitored by the OBD system: ..................................................................
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: ..................................................
3. REMARKS: ................................................................................................................................

ANNEX 2 – APPENDIX 2
MANUFACTURER'S CERTIFICATE OF COMPLIANCE WITH THE OBD IN–USE
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 to 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 A3/1
Letters with Reference to Fuel, Engine and Vehicle Category
Character Vehicle category and class Engine type
Emission
standard
T M, N Class I CI A
U N Class II CI A
V N Class III, N CI A
W M, N Class I.
X
Y
ZA
ZB
ZC
ZD
ZE
ZF
N Class II
N Class III, N
M, N Class I
N Class II
N Class III, N
M, N Class I
N Class II
N Class III, N
PI
CI
PI
CI
PI
CI
PI
CI
PI
CI
PI
CI
PI
CI
PI
CI
PI
CI
A
A
A
B
B
B
B
B
B
OBD standard
Interim OBD threshold
limits (see Table A11/3)
Interim OBD threshold
limits (see Table A11/3)
Interim OBD threshold
limits (see Table A11/3)
Preliminary OBD threshold
limits (see Table A11/2)
Preliminary OBD threshold
limits (see Table A11/2)
Preliminary OBD threshold
limits (see Table A11/2)
Preliminary OBD threshold
limits (see Table A11/2)
Preliminary OBD threshold
limits (see Table A11/2)
Preliminary OBD threshold
limits (see Table A11/2)
Final OBD threshold limits
(see Table A11/1)
Final OBD threshold limits
(see Table A11/1)
Final OBD threshold limits
(see Table A11/1)
Emissions standard key
A
B
Emission requirements according to the limits in Table 1 of Paragraph 5.3.1.4. of this
Regulation, but allowing the preliminary values for particulate numbers for PI vehicles as
detailed in Footnote 2 to that table;
Emission requirements according to the limits in Table 1 of Paragraph 5.3.1.4. of this
Regulation, including the final particulate number standards for PI vehicles and use of E10
and B7 reference fuel (where applicable).

3.2.5.
3.2.6.
3.2.7.
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 Service 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.
The daytime running lamps of the vehicle as
defined in Paragraph P 2. of Regulation No. 48
shall be switched on
during the test cycle. The vehicle tested shall be equipped with the
daytime running lamp
system that has the highest electrical energy consumption among the
daytime running lamp
systems, which are fitted by the manufacturer too vehicles in
the group
represented by the type-approved vehicle. The manufacturer shall supply appropriate
technical documentation to the type-approval
authorities inn this respect.
Test Fuel
The appropriate reference fuel ass defined in Annex 10 or Annex 10a to 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 to this Regulation with
the appropriate reference fuel(s) as defined in
Annex 10
or Annex 10a to this Regulation.
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. Particulate Number (PN) Emissions Equipment
The particulate number sampling and measurement requirements are given in Appendix 5
to this Annex.
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 to 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 to this Annex.
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 A4a/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 A4a/2, illustrated
in Figure A4a/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 A4a/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 A4a/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. Particulate Number Measurement Preparation
6.2.8.1. The particulate 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 particulate counter and volatile particulate
remover elements of the particulate sampling system shall be confirmed according to
Paragraphs 2.3.1. and 2.3.3. of Appendix 5 to this Annex:
The particulate counter response shall be tested at near zero prior to each test and, on a
daily basis, at high particulate concentrations using ambient air.
When the inlet is equipped with a High Efficiency Particulate Air (HEPA) filter, it shall be
demonstrated that the entire particulate 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
pre-conditioning. Three consecutive cycles shall be driven. The dynamometer setting shall
be indicated as in Paragraph 6.2.1. of this Annex.
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.
6.3.2. 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. Particulates shall be measured continuously in the particulate 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 factor is calculated as follows:
For each reference fuel, except hydrogen
DF =
C
+
X
( C + C ) × 10
For a fuel of composition CxHyOz, the general formula is:
X = 100
x +
y
2
x

+ 3.76 × ⎜x
+

y
4
z ⎞
− ⎟
2 ⎠
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

C
=
concentration of CH in the diluted exhaust gas, expressed in ppm
carbon equivalent and corrected by the amount of CH contained in the
dilution air,
Rf
=
is the FID response factor to methane as defined in Paragraph 2.3.3. of
Appendix 3 to this Annex.
6.6.5. Calculation of the NO Humidity Correction Factor
In order to correct the influence of humidity on the results of oxides of nitrogen, the following
calculations are applied:
k
= 1
1 − 0.0329 ×
(6)
( H − 10.71)
in which:
H =
P
6.211×
R
− P × R
× P
× 10
Where:
H = absolute humidity expressed in grams of water per kilogram of dry air,
R = relative humidity of the ambient air expressed as a percentage,
P = saturation vapour pressure at ambient temperature expressed in kPa,
P = atmospheric pressure in the room, expressed in kPa.
6.6.6. Determination of HC for Compression-ignition Engines
To calculate HC-mass emission for compression-ignition engines, the average HC
concentration is calculated as follows:
C
=

C
t
× dt
− 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.

Where exhaust gases are vented outside tunnel;
⎡ P ⎛ P 1 ⎞⎤
V
M ⎢ ⎜ ⎛ ⎞
= − × ⎜1
− ⎟⎟⎥
×
⎢ V
V DF
⎥ d
⎣ ⎝ ⎝ ⎠⎠⎦
Where exhaust gases are returned to the tunnel.
Where:
V
=
volume of tunnel air flowing through the background particulate filter under
standard conditions,
P = particulate mass collected by background filter,
DF = dilution factor as determined in Paragraph 6.6.4. of this Annex
Where application of a background correction results in a negative particulate mass
(in g/km) the result shall be considered to be zero g/km particulate mass.
6.6.8. Determination of Particulate Numbers
Number emission of particulates shall be calculated by means of the following equation:
N =
V × k × C × f
d
× 10
Where:
N = particulate number emission expressed in particulates per kilometre,
V
=
volume of the diluted exhaust gas expressed in litres per test and corrected to
standard conditions (273.2K and 101.33kPa),
K
=
calibration factor to correct the particulate number counter measurements to
the level of the reference instrument where this is not applied internally within
the particulate number counter. Where the calibration factor is applied internally
within the particulate number counter a value of 1 shall be used for k in the
above equation,
C
=
corrected concentration of particulates from the diluted exhaust gas expressed
as the average particulates per cubic centimetre figure from the emissions test
including the full duration of the drive cycle. If the volumetric mean
concentration results ( ) from the particulate number counter are not output at
standard conditions (273.2K and 101.33kPa), then the concentrations should
be corrected to those conditions (
),
f
=
mean particulate concentration reduction factor of the volatile particulate
remover at the dilution setting used for the test,
d = distance corresponding to the operating cycle expressed in kilometres,

6.6.9.3.1. If the manufacturer wishes to run in the vehicles, ("x" km, where x ≤ 3,000km for vehicles
equipped with a positive ignition engine and x ≤ 15,000km for vehicles equipped with a
compression ignition engine and where the vehicle is at > ⅓ distance between successive
regenerations), the procedure will be as follows:
(a)
(b)
The pollutant emissions (type I) will be measured at zero and at "x" km on the first
tested vehicle;
The evolution coefficient of the emissions between zero and "x" km will be calculated
for each of the pollutants:
This may be less than 1,
Evolution coefficient =
Emissions at " x " km
Emissions at zero km
(a)
The other vehicles will not be run in, but their zero km emissions will be multiplied by
the evolution coefficient.
In this case, the values to be taken will be:
(a)
(b)
The values at "x" km for the first vehicle;
The values at zero km multiplied by the evolution coefficient for the other vehicles.

Table A4a/2
Extra-urban Cycle (Part Two) for the Type I Test
No. of
Speed
Duration of each
Cumulative
Gear to be used in the case of a
operation
Operation
Phase
Acceleration (m/s )
(km/h)
Operation(s)
Phase(s)
time(s)
manual gearbox
1
Idling
1

Figure A4a/1
Operating Cycle for the Type I Test

Figure A4a/3
Extra-Urban Cycle (Part Two) for the Type I Test

1.2. Specific Requirements
1.2.1. The setting of the dynamometer shall not be affected by the lapse of time. It shall not
produce any vibrations perceptible to the vehicle and likely to impair the vehicle's normal
operations.
1.2.2. The chassis dynamometer may have one or two rollers. The front roller shall drive, directly
or indirectly, the inertial masses and the power absorption device.
1.2.3. It shall be possible to measure and read the indicated load to an accuracy of ±5%.
1.2.4. In the case of a dynamometer with a fixed load curve, the accuracy of the load setting at
80km/h shall be ±5%. In the case of a dynamometer with adjustable load curve, the
accuracy of matching dynamometer load to road load shall be ±5% at 120, 100, 80, 60, and
40km/h and ±10% at 20km/h. Below this, dynamometer absorption shall be positive.
1.2.5. The total inertia of the rotating parts (including the simulated inertia where applicable) shall
be known and shall be within ±20kg of the inertia class for the test.
1.2.6. The speed of the vehicle shall be measured by the speed of rotation of the roller (the front
roller in the case of a two-roller dynamometer). It shall be measured with an accuracy of
±1km/h at speeds above 10km/h.
The distance actually driven by the vehicle shall be measured by the movement of rotation
of the roller (the front roller in the case of a two-roller dynamometer).
2. DYNAMOMETER CALIBRATION PROCEDURE
2.1. Introduction
This Paragraph describes the method to be used to determine the load absorbed by a
dynamometer brake. The load absorbed comprises the load absorbed by frictional effects
and the load absorbed by the power-absorption device.
The dynamometer is brought into operation beyond the range of test speeds. The device
used for starting up the dynamometer is then disconnected: the rotational speed of the
driven roller decreases.
The kinetic energy of the rollers is dissipated by the power-absorption unit and by the
frictional effects. This method disregards variations in the roller's internal frictional effects
caused by rollers with or without the vehicle. The frictional effects of the rear roller shall be
disregarded when the roller is free.

2.2.9. Set the power-absorption device at a different level.
2.2.10. The requirements of Paragraphs 2.2.4. to 2.2.9. of this Appendix shall be repeated
sufficiently often to cover the range of loads used.
2.2.11. Calculate the load absorbed using the formula:
M
F =
× ΔV
t
Where:
F
=
load absorbed (N),
M
=
equivalent inertia in kg (excluding the inertial effects of the free rear roller),
∆V
=
speed deviation in m/s (10km/h = 2.775 m/s),
t
=
time taken by the roller to pass from 85km/h to 75km/h.
2.2.12.
Figure A4a.App1/5 shows the load indicated at 80km/h in terms of load absorbed at 80km/h.
Figure A4a.App1/5
Load Indicated at 80km/h in Terms of Load Absorbed at 80km/h
2.2.13. The requirements of Paragraphs 2.2.3. to 2.2.12. of this Appendix shall be repeated for all
inertia classes to be used.

ANNEX 4A – APPENDIX 2
EXHAUST DILUTION SYSTEM
1. SYSTEM SPECIFICATION
1.1. System Overview
A full-flow exhaust dilution system shall be used. This requires that the vehicle exhaust be
continuously diluted with ambient air under controlled conditions. The total volume of the
mixture of exhaust and dilution air shall be measured and a continuously proportional
sample of the volume shall be collected for analysis. The quantities of pollutants are
determined from the sample concentrations, corrected for the pollutant content of the
ambient air and the totalised flow over the test period.
The exhaust dilution system shall consist of a transfer tube, a mixing chamber and dilution
tunnel, a dilution air conditioning, a suction device and a flow measurement device.
Sampling probes shall be fitted in the dilution tunnel as specified in Appendices 3, 4 and 5 to
this Annex.
The mixing chamber described above will be a vessel, such as those illustrated in Figures
A4a.App2/6 and A4a.App2/7, in which vehicle exhaust gases and the dilution air are
combined so as to produce a homogeneous mixture at the chamber outlet.
1.2. General Requirements
1.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent
any water condensation in the sampling and measuring system at all conditions which may
occur during a test.
1.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the
sampling probe is located (see Paragraph 1.3.3. of this Appendix). The sampling probe shall
extract a representative sample of the diluted exhaust gas.
1.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.
1.2.4. The sampling system shall be gas-tight. The design of the variable-dilution sampling system
and the materials that go to make it up shall be such that they do not affect the pollutant
concentration in the diluted exhaust gases. Should any component in the system (heat
exchanger, cyclone separator, blower, etc.) change the concentration of any of the
pollutants in the diluted exhaust gases and the fault cannot be corrected, then sampling for
that pollutant shall be carried out upstream from that component.
1.2.5. All parts of the dilution system that are in contact with raw and diluted exhaust gas, shall be
designed to minimise deposition or alteration of the particulates or particles. All parts shall
be made of electrically conductive materials that do not react with exhaust gas components,
and shall be electrically grounded to prevent electrostatic effects.
1.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches,
the connecting tubes shall be connected as near as possible to the vehicle without
adversely affecting its operation.

1.3.3. Dilution Tunnel
Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A
mixing orifice may be used.
In order to minimise the effects on the conditions at the exhaust outlet and to limit the drop
in pressure inside the dilution-air conditioning device, if any, the pressure at the mixing point
shall not differ by more than ±0.25kPa from atmospheric pressure.
The homogeneity of the mixture in any cross-section at the location of the sampling probe
shall not vary by more than ±2% from the average of the values obtained for at least five
points located at equal intervals on the diameter of the gas stream.
For particulate and particle emissions sampling, a dilution tunnel shall be used which:
(a)
(b)
(c)
(d)
Shall consist of a straight tube of electrically-conductive material, which shall be
earthed;
Shall be small enough in diameter to cause turbulent flow (Reynolds number ≥4,000)
and of sufficient length to cause complete mixing of the exhaust and dilution air;
Shall be at least 200mm in diameter;
May be insulated.
1.3.4. Suction Device
This device may have a range of fixed speeds to ensure sufficient flow to prevent any water
condensation. This result is generally obtained if the flow is either:
(a)
(b)
Twice as high as the maximum flow of exhaust gas produced by accelerations of the
driving cycle; or
Sufficient to ensure that the CO concentration in the dilute-exhaust sample bag is
less than 3% by volume for petrol and diesel, less than 2.2% by volume for LPG and
less than 1.5% by volume for NG/biomethane.
1.3.5. Volume Measurement in the Primary Dilution System
The method of measuring total dilute exhaust volume incorporated in the constant volume
sampler shall be such that measurement is accurate to ±2% under all operating conditions.
If the device cannot compensate for variations in the temperature of the mixture of exhaust
gases and dilution air at the measuring point, a heat exchanger shall be used to maintain
the temperature to within ±6K of the specified operating temperature.
If necessary, some form of protection for the volume measuring device may be used e.g. a
cyclone separator, bulk stream filter, etc.

The Positive Displacement Pump (PDP) full flow dilution system satisfies the requirements
of this Annex by metering the flow of gas through the pump at constant temperature and
pressure. The total volume is measured by counting the revolutions made by the calibrated
positive displacement pump. The proportional sample is achieved by sampling with pump,
flow-meter and flow control valve at a constant flow rate. The collecting equipment consists
of:
1.4.1.1. A filter Dilution Air 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 particulate filter is situated before the HEPA filter
and after the charcoal filter, if used. The purpose of the charcoal filter is to reduce and
stabilize the hydrocarbon concentrations of ambient emissions in the dilution air;
1.4.1.2. A Transfer Tube (TT) by which vehicle exhaust is admitted into a Dilution Tunnel (DT) in
which the exhaust gas and dilution air are mixed homogeneously;
1.4.1.3. The PDP, producing a constant-volume flow of the air/exhaust-gas mixture. The PDP
revolutions, together with associated temperature and pressure measurement are used to
determine the flowrate;
1.4.1.4. A Heat Exchanger (HE) of a capacity sufficient to ensure that throughout the test the
temperature of the air/exhaust-gas mixture measured at a point immediately upstream of the
positive displacement pump is within 6K of the average operating temperature during the
test. This device shall not affect the pollutant concentrations of diluted gases taken off after
for analysis.
1.4.1.5. 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 TT is minimized.
1.4.2. Full Flow Dilution System with Critical Flow Venturi
Figure A4a.App2/7
Critical-Flow Venturi Dilution System

2.2. Calibration of the PDP
2.2.1. The following calibration procedure outlines the equipment, the test configuration and the
various parameters that are measured to establish the flow-rate of the CVS pump. All the
parameters related to the pump are simultaneously measured with the parameters related to
the flow-meter which is connected in series with the pump. The calculated flow-rate (given in
m /min at pump inlet, absolute pressure and temperature) can then be plotted versus a
correlation function that is the value of a specific combination of pump parameters. The
linear equation that relates the pump flow and the correlation function is then determined. In
the event that a CVS has a multiple speed drive, a calibration for each range used shall be
performed.
2.2.2. This calibration procedure is based on the measurement of the absolute values of the pump
and flow-meter parameters that relate the flow rate at each point. Three conditions shall be
maintained to ensure the accuracy and integrity of the calibration curve:
2.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external
piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and
bottom centre of the pump drive headplate are exposed to the actual pump cavity
pressures, and therefore reflect the absolute pressure differentials;
2.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow-meter is
sensitive to inlet temperature oscillations which cause the data points to be scattered.
Gradual changes of ±1K in temperature are acceptable as long as they occur over a period
of several minutes;
2.2.2.3. All connections between the flow-meter and the CVS pump shall be free of any leakage.
2.2.3. During an exhaust emission test, the measurement of these same pump parameters
enables the user to calculate the flow rate from the calibration equation.
2.2.4. Figure A4a.App2/8 of this Appendix shows one possible test set-up. Variations are
permissible, provided that the Technical Service approves them as being of comparable
accuracy. If the set-up shown in Figure A4a.App2/8 is used, the following data shall be
found within the limits of precision given:
Barometric pressure (corrected)(Pb)
Ambient temperature (T)
Air temperature at LFE (ETI)
Pressure depression upstream of LFE (EPI)
Pressure drop across the LFE matrix (EDP)
Air temperature at CVS pump inlet (PTI)
Air temperature at CVS pump outlet (PTO)
Pressure depression at CVS pump inlet (PPI)
Pressure head at CVS pump outlet (PPO)
Pump revolutions during test period (n)
Elapsed time for period (minimum 250s) (t)
±0.03kPa
±0.2K
±0.15K
±0.01kPa
±0.0015kPa
±0.2K
±0.2K
±0.22kPa
±0.22kPa
±1min
±0.1s

2.2.8. The air flow-rate is then converted to pump flow (V ) in m /rev at absolute pump inlet
temperature and pressure.
Where:
Q T
V = × ×
n 273.2
V = pump flow rate at T and P (m /rev),
101.33
P
Q = air flow at 101.33kPa and 273.2K (m /min),
T = pump inlet temperature (K),
P = absolute pump inlet pressure (kPa),
n = pump speed (min ).
2.2.9. To compensate for the interaction of pump speed pressure variations at the pump and the
pump slip rate, the correlation function (x ) between the pump speed (n), the pressure
differential from pump inlet to pump outlet and the absolute pump outlet pressure is then
calculated as follows:
Where:
X
1
=
n
ΔP
P
x = correlation function,
∆P = pressure differential from pump inlet to pump outlet (kPa),
P = absolute outlet pressure (PPO + P ) (kPa).
A linear least-square fit is performed to generate the calibration equations which have the
formula:
V = D - M (x )
n = A - B (∆P )
D , M, A and B are the slope-intercept constants describing the lines.
2.2.10. A CVS system that has multiple speeds shall be calibrated on each speed used. The
calibration curves generated for the ranges shall be approximately parallel and the intercept
values (D ) shall increase as the pump flow range decreases.
2.2.11. If the calibration has been performed carefully, the calculated values from the equation will
be within 0.5% of the measured value of V . Values of M will vary from one pump to
another. Calibration is performed at pump start-up and after major maintenance.

Figure A4a.App2/9
CFV Calibration Configuration
2.3.5. The variable-flow restrictor shall be set to the open position, the blower shall be started and
the system stabilized. Data from all instruments shall be recorded.
2.3.6. The flow restrictor shall be varied and at least eight readings across the critical flow range of
the venturi shall be made.
2.3.7. The data recorded during the calibration shall be used in the following calculations. The air
flow-rate (Qs) at each test point is calculated from the flow-meter data using the
manufacturer's prescribed method.
Calculate values of the calibration coefficient for each test point:
Q
K =
P
T
Where:
Q
=
flow-rate in m /min at 273.2K and 101.33kPa,
T
=
temperature at the venturi inlet (K),
P
=
absolute pressure at the venturi inlet (kPa).

ANNEX 4A – APPENDIX 3
GASEOUS EMISSIONS MEASUREMENT EQUIPMENT
1. SPECIFICATION
1.1. System Overview
A continuously proportional sample of the diluted exhaust gases and the dilution air shall be
collected for analysis.
Mass gaseous emissions shall be determined from the proportional sample concentrations
and the total volume measured during the test. The sample concentrations shall be
corrected to take account of the pollutant content of the ambient air.
1.2. Sampling System Requirements
1.2.1. The sample of dilute exhaust gases shall be taken upstream from the suction device but
downstream from the conditioning devices (if any).
1.2.2. The flow rate shall not deviate from the average by more than ±2%
1.2.3. The sampling rate shall not fall below 5l/min and shall not exceed 0.2% of the flow rate of
the dilute exhaust gases. An equivalent limit shall apply to constant-mass sampling
systems.
1.2.4. A sample of the dilution air shall be taken at a constant flow rate near the ambient air-inlet
(after the filter if one is fitted).
1.2.5. The dilution air sample shall not be contaminated by exhaust gases from the mixing area.
1.2.6. The sampling rate for the dilution air shall be comparable to that used in the case of the
dilute exhaust gases.
1.2.7. The materials used for the sampling operations shall be such as not to change the pollutant
concentration.
1.2.8. Filters may be used in order to extract the solid particulates from the sample.
1.2.9. The various valves used to direct the exhaust gases shall be of a quick-adjustment,
quick-acting type.
1.2.10. Quick-fastening gas-tight connections may be used between the three-way valves and the
sampling bags, the connections sealing themselves automatically on the bag side. Other
systems may be used for conveying the samples to the analyser (three-way stop valves, for
example).

1.3.5. Water (H O) Analysis
The analyser shall be of the NDIR absorption type. The NDIR shall be calibrated either with
water vapour or with propylene (C H ). If the NDIR is calibrated with water vapour, it shall be
ensured that no water condensation can occur in tubes and connections during the
calibration process. If the NDIR is calibrated with propylene, the manufacturer of the
analyser shall provide the information for converting the concentration of propylene to its
corresponding concentration of water vapour. The values for conversion shall be periodically
checked by the manufacturer of the analyser, and at least once per year.
1.3.6. Hydrogen (H ) Analysis
The analyser shall be of the sector field mass spectrometry type, calibrated with hydrogen.
1.3.7. Nitrogen oxide (NO ) Analysis
The analyser shall be either of the Chemi-Luminescent Analyser (CLA) or of the
Non-Dispersive Ultra-Violet Resonance Absorption (NDUVR) type, both with NO -NO
converters.
1.3.8. The analysers shall have a measuring range compatible with the accuracy required to
measure the concentrations of the exhaust gas sample pollutants.
1.3.9. Measurement error shall not exceed ±2% (intrinsic error of analyser) disregarding the true
value for the calibration gases.
1.3.10. For concentrations of less than 100ppm, the measurement error shall not exceed ±2ppm.
1.3.11. The ambient air sample shall be measured on the same analyser with an appropriate range.
1.3.12. No gas drying device shall be used before the analysers unless shown to have no effect on
the pollutant content of the gas stream.

1.4.8. Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air during the
test;
1.4.9. A Sampling Critical-Flow Venturi (SV), to take proportional samples of the diluted exhaust
gas at sampling probe S A(CFV-CVS only);
1.4.10. A scrubber (PS), in the sampling line (CFV-CVS only);
1.4.11. Components for hydrocarbon sampling using HFID:
Fh
S
V
Q
FID
R and I
L
is a heated filter,
is a sampling point close to the mixing chamber,
is a heated multi-way valve,
is a quick connector to allow the ambient air sample BA to be analysed on the
HFID,
is a heated flame ionisation analyser,
are a means of integrating and recording the instantaneous hydrocarbon
concentrations,
is a heated sample line.
2. CALIBRATION PROCEDURES
2.1. Analyser Calibration Procedure
2.1.1. Each analyser shall be calibrated as often as necessary and in any case in the month
before type approval testing and at least once every six months for verifying conformity of
production.
2.1.2. Each normally used operating range shall be calibrated by the following procedure:
2.1.2.1. The analyser calibration curve is established by at least five calibration points spaced as
uniformly as possible. The nominal concentration of the calibration gas of the highest
concentration shall be not less than 80%of the full scale.
2.1.2.2. The calibration gas concentration required may be obtained by means of a gas divider,
diluting with purified N or with purified synthetic air. The accuracy of the mixing device shall
be such that the concentrations of the diluted calibration gases may be determined to within
±2%.
2.1.2.3. The calibration curve is calculated by the least squares method. If the resulting polynomial
degree is greater than 3, the number of calibration points shall be at least equal to this
polynomial degree plus 2.
2.1.2.4. The calibration curve shall not differ by more than ±2% from the nominal value of each
calibration gas.

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. The test gas to
be used and recommended response factor range is:
Propane and nitrogen: 0.95 < Rf < 1.05
2.4. NO Converter Efficiency Test Procedure
The efficiency of the converter used for the conversion of NO into NO is tested as follows:
Using the test set up as shown in Figure A4a.App3/11 and the procedure described below,
the efficiency of converters can be tested by means of an ozonator.
2.4.1. Calibrate the analyser in the most common operating range following the manufacturer's
specifications using zero and span gas (the NO content of which shall amount to about 80%
of the operating range and the NO concentration of the gas mixture shall be less than 5%
of the NO concentration). The NO analyser shall be in the NO mode so that the span gas
does not pass through the converter. Record the indicated concentration.
2.4.2. Via a T-fitting, oxygen or synthetic air is added continuously to the span gas flow until the
concentration indicated is about 10% less than the indicated calibration concentration given
in Paragraph 2.4.1. of this Appendix. Record the indicated concentration (c). The ozonator is
kept deactivated throughout this process.
2.4.3. The ozonator is now activated to generate enough ozone to bring the NO concentration
down to 20% (minimum 10%) of the calibration concentration given in Paragraph 2.4.1. of
this Appendix. Record the indicated concentration (d).

3. REFERENCE GASES
3.1. Pure Gases
The following pure gases shall be available, if necessary, for calibration and operation:
Purified nitrogen: (purity: ≤ 1ppm C, ≤ 1ppm CO, ≤ 400ppm CO , ≤ 0.1ppm NO);
Purified synthetic air: (purity: ≤ 1ppm C, ≤ 1ppm CO, ≤ 400ppm CO , ≤ 0.1ppm NO); oxygen
content between 18 and 21% volume;
Purified oxygen: (purity > 99.5% vol. O );
Purified hydrogen (and mixture containing helium): (purity ≤ 1ppm C, ≤ 400ppm CO );
Carbon monoxide: (minimum purity 99.5%);
Propane: (minimum purity 99.5%).
Propylene: (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 particulate-size classification performance described in
Paragraph 1.3.1.4. of this Appendix 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 A4a.App4/13, may alternatively be used provided it achieves the preclassification
performance described in Paragraph 1.3.1.4. of this Appendix
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 12mm.
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 1,020mm.
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 particulate diameter shall be between 2.5µm and
10µm at the volumetric flow rate selected for sampling particulate mass emissions. The
pre-classifier shall allow at least 99% of the mass concentration of 1µm particulates 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 A4a.App3/13, 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. of this Appendix 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 re-weighings 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
PARTICULATE NUMBER EMISSIONS MEASUREMENT EQUIPMENT
1. SPECIFICATION
1.1. System Overview
1.1.1. The particulate sampling system shall consist of a dilution tunnel, a sampling probe and a
Volatile Particulate Remover (VPR) upstream of a Particulate Number Counter (PNC) and
suitable transfer tubing.
1.1.2. It is recommended that a particulate 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 A4a.App4/13, is an acceptable
alternative to the use of a particulate size pre-classifier.
1.2. General Requirements
1.2.1. The particulate sampling point shall be located within a dilution tunnel.
The sampling probe tip or Particulate Sampling Point (PSP) and Particulate Transfer Tube
(PTT) together comprise the Particulate 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 ≥8mm.
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 particulate 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 ≥4mm;
Sample Gas flow through the OT shall have a residence time of ≤0.8s.
Any other sampling configuration for the OT for which equivalent particulate penetration at
30nm can be demonstrated will be considered acceptable.

1.3.4.3. Have a readability of at least 0.1 particulates cm at concentrations below 100cm ;
1.3.4.4. Have a linear response to particulate concentrations over the full measurement range in
single particulate count mode;
1.3.4.5. Have a data reporting frequency equal to or greater than 0.5Hz;
1.3.4.6. Have a T90 response time over the measured concentration range of less than 5s;
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. of this
Appendix, 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 particulate 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 particulate 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 20s.
1.4. Recommended System Description
The following Paragraph contains the recommended practice for measurement of particulate
number. However, any system meeting the performance specifications in Paragraphs 1.2.
and 1.3. of this Appendix is acceptable.
Figure A4a.App5/14 is a schematic drawing of the recommended particulate sampling
system.

It shall have a residence time in the PTS of ≤3s.
Any other sampling configuration for the PTS for which equivalent particulate penetration for
particulates of 30nm electrical mobility diameter can be demonstrated will be considered
acceptable.
The 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 ≥4mm;
Sample Gas flow through the POT shall have a residence time of ≤ 0.8s.
Any other sampling configuration for the OT for which equivalent particulate penetration for
particulates of 30nm electrical mobility diameter can be demonstrated will be considered
acceptable.
1.4.3. Particulate Pre-classifier
The recommended particulate pre-classifier shall be located upstream of the VPR. The
pre-classifier 50% cut point particulate diameter shall be between 2.5µm and 10µm at the
volumetric flow rate selected for sampling particulate number emissions. The pre-classifier
shall allow at least 99% of the mass concentration of 1µm particulates entering the
pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected
for sampling particulate number emissions.
1.4.4. Volatile Particulate Remover (VPR)
The VPR shall comprise one particulate 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 particulate concentration measurement unit to less than the
upper threshold of the single particulate 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 )
particulates, with an inlet concentration of ≥10,000cm , by means of heating and reduction
of partial pressures of the tetracontane. It shall also achieve a particulate concentration
reduction factor (f ) for particulates 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
particulates of 100nm electrical mobility diameter for the VPR as a whole.
1.4.4.1. First Particulate Number Dilution Device (PND )
The first particulate number dilution device shall be specifically designed to dilute particulate
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. of this Appendix). 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 (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).
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 particulate 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. of this
Appendix, on the PNC's detection efficiency with particulates of 23nm electrical mobility
diameter. A check of the counting efficiency with 41nm particulate is not required.
2.2. Calibration/Validation of the Volatile Particulate Remover
2.2.1. Calibration of the VPR's particulate 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 particulate remover within a 6 month period prior to the emissions test. If the
volatile particulate remover incorporates temperature monitoring alarms a 12 month
validation interval shall be permissible.

2.3. Particulate Number System Check Procedures
2.3.1. Prior to each test, the particulate counter shall report a measured concentration of less than
0.5 particulates cm when a HEPA filter of at least class H13 of EN 1822:2008, or
equivalent performance, is attached to the inlet of the entire particulate sampling system
(VPR and PNC).
2.3.2. On a monthly basis, the flow into the particulate counter shall report a measured value
within 5% of the particulate counter nominal flow rate when checked with a calibrated flow
meter.
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 particulate counter, the particulate counter
shall report a concentration of ≤ 0.2cm . Upon removal of this filter, the particulate counter
shall show an increase in measured concentration to at least 100 particulates 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 Table A4a/3) 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. of this Appendix 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
this Annex to this Regulation.
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 choice of tyres shall be based on the rolling resistance. The tyres with the highest
rolling resistance shall be chosen, measured according to ISO 28580.
If there are more than three tyre rolling resistances, the tyre with the second highest rolling
resistance shall be chosen.
The rolling resistance characteristics of the tyres fitted to production vehicles shall reflect
those of the tyres used for type approval.
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
K =
R
×
[ 1 + K ( t − t )]
+
R
R
×
( ρ )
ρ
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,
ρ = air density at the reference conditions (20°C, 100kPa).
The ratios R /R and R /R shall be specified by the vehicle manufacturer based on the
data normally available to the company.
If these values are not available, subject to the agreement of the manufacturer and the
Technical Service concerned, the figures for the rolling/total resistance given by the
following formula may be used:
R
R
= a × M + b
Where:
M
=
vehicle mass in kg and for each speed the coefficients a and b are
shown in the following table:

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. of this Annex. 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. of this Annex) measured according to the
formulae contained in Paragraph 3.3. of this Annex 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. of this Annex, 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. of this Annex, 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. of this Annex, the
pressure measured in the crankcase exceeds the atmospheric pressure, an additional test
as defined in Paragraph 6. of this Annex 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. of this Annex.
6.4. The vehicle shall be deemed satisfactory if, in every condition of measurement defined in
Paragraph 3.2. of this Annex, 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. of this Annex, 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 (see diagram below).

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 (see Figure A7/1) 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 or Annex 10a to this
Regulation.
4. TEST EQUIPMENT FOR EVAPORATIVE TEST
4.1. Chassis Dynamometer
The chassis dynamometer shall meet the requirements of Appendix 1 to Annex 4a to this
Regulation.

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 0.01g. 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 A7/1
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 Sealed Housing Evaporative
Determination (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 < 1ppm C equivalent,
≤ 1ppm CO, ≤ 400ppm CO , ≤ 0.1ppm NO);
oxygen content between 18 and 21% by volume.
Hydrocarbon analyser fuel gas: (40 ± 2% hydrogen, and balance helium with less than
1ppm C equivalent hydrocarbon, less than 400ppm 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. of
this Annex 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. of this Annex 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. of this Annex 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. of this Annex. 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 40g 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. of this Annex, 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 to this
Regulation. 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. of this
Annex 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 to this Regulation (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. of this Annex,
the vehicle is driven for 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. of this Annex.
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. of this Annex. 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. of
this Annex. 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 370mm ± 10mm of H O shall be applied to the fuel system.
7.2.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure
source.
7.2.4. Following isolation of the fuel system, the pressure shall not drop by more than 50mm of
H O in 5min.
7.3. Test for Venting
7.3.1. Vents to the atmosphere from the emission control shall be isolated.
7.3.2. A pressure of 370mm ± 10mm of H O shall be applied to the fuel system.
7.3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure
source.
7.3.4. The venting outlets from the emission control systems to the atmosphere shall be reinstated
to the production condition.
7.3.5. The pressure of the fuel system shall drop to below 100mm of H O in not less than 30s but
within 2min.
7.3.6. At the request of the manufacturer the functional capacity for venting can be demonstrated
by equivalent alternative procedure. The specific procedure should be demonstrated by the
manufacturer to the Technical Service during the type-approval procedure.

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 1.42m from the internal volume of the
chamber. Alternatively the volume of the test vehicle with the luggage compartment and
windows open may be used instead of the 1.42m .
2.1.3. The chamber shall be checked as in Paragraph 2.3. of this Appendix. 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. of this Appendix, 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. and the formula in
Paragraph 2.4. of this Appendix, 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. of this Appendix.
2.3.8. For variable-volume enclosures the enclosure shall be unlatched from the nominal volume
configuration. For fixed-volume enclosures, the outlet and inlet flow streams shall be
opened.
2.3.9. The process is then begun of cycling the ambient temperature from 308K (35°C) to 293K
(20°C) and back to 308K (35°C) [308.6K (35.6°C) to 295.2K (22.2°C) and back to 308.6K
(35.6°C)] over a 24h period according to the profile [alternative profile] specified in Appendix
2 to this Annex within 15min of sealing the enclosure. (Tolerances as specified in Paragraph
5.7.1. of this Annex.)
2.3.10. At the completion of the 24h cycling period, the final hydrocarbon concentration,
temperature and barometric pressure are measured and recorded. These are the final
readings C , P , T for the hydrocarbon retention check.
2.3.11. Using the formula in Paragraph 2.4. of this Appendix, the hydrocarbon mass is then
calculated from the readings taken in Paragraphs 2.3.6. and 2.3.10. of this Appendix. The
mass may not differ by more than 3% from the hydrocarbon mass given in Paragraph 2.3.7.
of this Appendix.
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 ANALYSER
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. of this Appendix, 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:
(a)
(b)
(c)
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 to this
Regulaion, with appendices, if specific requirements for the Type VI Test are not prescribed.
Paragraphs 2.2. to 2.6. of this Annex describe deviations applicable to Type VI low ambient
temperature testing.
2.2. Chassis Dynamometer
2.2.1. The requirements of Appendix 1 to Annex 4a to this Regulation 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 to Annex 4a to this
Regulation 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 to Annex 4a to this
Regulation apply.
2.3. Sampling System
2.3.1. The provisions of Appendix 2 and Appendix 3 to Annex 4a to this Regulation apply.
2.4. Analytical Equipment
2.4.1. The provisions of Appendix 3 to Annex 4a to this Regulation apply, but only for carbon
monoxide, carbon dioxide, and total hydrocarbon testing.

Figure A8/1
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 it 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
1.5m 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 to this Regulation 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 to this Regulation 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 to
this Regulation 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 bench ageing durability test to be used shall be the one appropriate to the type of
engine, as detailed in Paragraphs 2.3.1. and 2.3.2. of this Annex.
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-plus-oxygen sensor
system on a catalyst ageing bench.
Ageing on the bench shall be conducted by following the 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 SRC, described in Appendix 3 of
this Annex.
2.3.1.2. 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 to 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 to 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. The Bench Ageing Time (BAT) shall be calculated using the 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 an
after-treatment system ageing bench.
Ageing on the bench is conducted by following the Standard Diesel Bench Cycle (SDBC) for
the number of regenerations/desulphurisations calculated from the Bench Ageing Duration
(BAD) equation.
2.3.2.2. SDBC. Standard bench ageing is conducted following the SDBC. The SDBC shall be run for
the period of time calculated from the BAD equation. The SDBC is described in Appendix 2
to 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 to this Annex. 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 A9/1
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 A9/1
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 6,400km,
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

Figure A9.App1/2
Standard Bench Cycle
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.

3.9. Start-up and Shutdown. Care should be taken to assure that the maximum catalyst
temperature for rapid deterioration (e.g., 1,050°C) does not occur during start-up or
shutdown. Special low temperature start-up and shutdown procedures may be used to
alleviate this concern.
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 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 this Annex.
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
Figure A9.App1/3 for an example.
4.1.4. Calculate the slope of the best-fit line for each ageing temperature.
Figure A9.App1/3
Example of Catalyst Ageing
4.1.5. Plot the natural log (ln) of the slope of each best-fit line (determined in Paragraph 4.1.4. of
this Appendix) 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 Figure A9.App1/4 for an example.

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 SDBC 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: Petrol (E10)
Parameter
Unit
Minimum
Limits
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
60.0
EN 13016-1
Water content
% m/m
Max 0.05
Appearance at -7°C: Clear and
bright
EN 12937
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
Carbon/oxygen ratio
Report
Report
Induction period minutes 480 – EN ISO 7536
Oxygen content % m/m 3.3 3.7 EN 22854
Solvent washed gum
(Existent gum content)
Sulphur content
mg/100ml – 4
mg/kg – 10
EN ISO 6246
EN ISO 20846
EN ISO 20884
Copper corrosion 3hrs, 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

Type: Ethanol (E85)
Parameter
Unit
Minimum
Limits
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
washed)
mg/(100
ml)
– 5 EN ISO 6246
Appearance
This shall be determined at
ambient temperature or 15°C
whichever is higher.
Clear and bright, visibly
free of suspended or
precipitated
contaminants
Ethanol and higher alcohols % V/V 83 85
Visual inspection
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)
Acidity, (as acetic acid
CH COOH)
Carbon/hydrogen ratio
Carbon/oxygen ratio
Rating Class 1 EN ISO 2160
% m/m
(mg/l)

report
report
0.005
(40)
ASTM D 1613

1.2. Technical data on the reference fuel to be used for testing vehicles Equipped with
compression-ignition engine
Type: Diesel fuel (B5)
Parameter
Unit
Minimum
Limits
Maximum
Test method
Cetane number 52.0 54.0 EN ISO 5165
Density at 15°C kg/m 833 837 EN ISO 3675
Distillation:
- 50% point °C 245 – EN ISO 3405
- 95% point °C 345 350 EN ISO 3405
- Final boiling point °C – 370 EN ISO 3405
Flash point °C 55 – EN 22719
CFPP °C – - 5 EN 116
Viscosity at 40°C mm /s 2.3 3.3 EN ISO 3104
Polycyclic aromatic
% m/m 2.0 6.0 EN 12916
hydrocarbons
EN ISO 20846/
Sulphur content mg/kg – 10
EN ISO 20884
Copper corrosion – Class 1 EN ISO 2160
Conradson carbon
residue (10% DR)
% m/m – 0.2 EN ISO 10370
Ash content % m/m – 0.01 EN ISO 6245
Water content % m/m – 0.02 EN ISO 12937
Neutralisation (strong acid)
number
mg KOH/g – 0.02 ASTM D 974
Oxidation stability mg/ml – 0.025 EN ISO 12205
Lubricity (HFRR wear
scan diameter at 60°C)
μm – 400 EN ISO 12156
Oxidation stability at 110°C h 20.0 EN 14112
FAME % v/v 4.5 5.5 EN 14078

Type: Diesel fuel (B7)
Parameter
Unit
Minimum
Limits
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 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
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
% m/m

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 at 110°C h 20.0 EN 15751
FAME % v/v 6.0 7.0 EN 14078

2. SPECIFICATIONS OF REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT TEMPERATURE –
TYPE VI TEST
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
95.0
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
50.0
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: Petrol (E10)
Parameter
Unit
Minimum
Limits
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
% m/m
Max 0.05
Appearance at -7°C: Clear and
bright
EN 12937
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
Carbon/oxygen ratio
Report
Report
Induction period minutes 480 – EN ISO 7536
Oxygen content % m/m 3.3 3.7 EN 22854
Solvent washed gum
(Existent gum content)
Sulphur content
mg/100ml – 4
mg/kg – 10
EN ISO 6246
EN ISO 20846
EN ISO 20884
Copper corrosion 3hrs, 50°C

Class 1
EN ISO 2160
Lead content mg/l
mg/l

5
EN 237
Phosphorus content
mg/l

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

Type: Ethanol (E75)
Parameter
Unit
Minimum
Limits
Maximum
Test method
Research octane number, RON 95 – EN ISO 5164
Motor octane number, MON 85 – EN ISO 5163
Density at 15°C kg/m report EN ISO 12185
Vapour pressure kPa 50 60 EN ISO 13016-1 (DVPE)
Sulphur content
mg/kg

10
EN ISO 20846
EN ISO 20884
Oxidation stability min 360 – EN ISO 7536
Existent gum content
(solvent washed)
Appearance shall be determined
at ambient temperature or 15°C
whichever is higher.
mg/100ml – 4 EN ISO 6246
Clear and bright, visibly
free of suspended or
precipitated contaminants
Visual inspection
Ethanol and higher alcohols
%(V/V)
70
80
EN 1601
EN 13132
EN 1451 7
Higher alcohols (C – C ) %(V/V) – 2
Methanol %(V/V) – 0.5
Petrol %(V/V) Balance EN 228
Phosphorus
mg/l
0.30
EN 15487
ASTM D 3231
Water content
%(V/V)

0.3
ASTM E 1064
EN 15 489
Inorganic chloride content mg/l – 1 ISO 6227 – EN 15492
pHe
6.5
9
ASTM D 6423
EN 15490
Copper strip corrosion
(3h at 50°C)
Acidity (as acetic acid
CH COOH)
Carbon/hydrogen ratio
Carbon/oxygen ratio
Rating Class I EN ISO 2160
%(m/m)
0.005
ASTM 0161 3
mg/l
40
EN 15491
report
report

ANNEX 10A
SPECIFICATIONS OF GASEOUS REFERENCE FUELS
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. of this Regulation – Type I Test
Type: LPG
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

1.3. Technical Data of Hydrogen for Internal Combustion Engines.
Type: Hydrogen for Internal Combustion Engines
Characteristics
Units
Limits
minimum
maximum
Test Method
Hydrogen purity
% mole
98
100
ISO 14687-1
Total hydrocarbon
μmol/mol

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. of this Annex 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. of this Annex 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 A4a/1 and A4a/2 of Annex 4a to this Regulation.

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 Type Approval Authority shall accept that vehicles
which have travelled distances in excess of the Type V durability distance (according to
Annex 9 to this Regulation) referred to in Paragraph 3.3.1. of this Annex, may show some
deterioration in OBD system performance such that the emission limits given in Paragraph
3.3.2. of this Annex 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 Type Approval Authority accordingly.
In the event of failure to comply with these provisions the Type 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
to this Regulation, 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 in Table A11/1,
Table A11/2, or Table A11/3 in accordance with the provisions of Paragraph 12. of this
Regulation:
3.3.2.1. The OBD thresholds limits for vehicles that are type approved according to the emission
limits set out in Table 1 in Paragraph 5.3.1.4. of this Regulation from the dates given in
Paragraphs 12.2.3. and 12.2.4. of this Regulation for new type approvals and new vehicles
respectively are given in Table A11/1:
Table A11/1:
Final OBD threshold limits
3.3.2.2. Until the dates specified in Paragraphs 12.2.3. and 12.2.4. of this Regulation for new type
approvals and new vehicles respectively, the OBD threshold limits in Table A11/2 shall be
applied to vehicles that are type approved according to the emission limits set out in Table 1
in Paragraph 5.3.1.4. of this Regulation, upon the choice of the manufacturer:

3.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines;
In satisfying the requirements of Paragraph 3.3.2. of this Annex 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.
3.3.3.2. The presence of engine misfire in the engine operating region bounded by the following
lines:
(a)
(b)
(c)
A maximum speed of 4,500min or 1,000min greater than the highest speed
occurring during a Type I Test cycle, whichever is the lower;
The positive torque line (i.e. engine load with the transmission in neutral);
A line joining the following engine operating points: the positive torque line at
3,000min and a point on the maximum speed line defined in (a) above with the
engine's manifold vacuum at 13.33kPa lower than that at the positive torque line.
3.3.3.3. Oxygen Sensor Deterioration
This Paragraph shall mean that the deterioration of all oxygen sensors fitted and used for
monitoring malfunctions of the catalytic converter according to the requirements of this
Annex shall be monitored.
3.3.3.4. If active on the selected fuel, other emission control system components or systems, or
emission related power train components or systems which are connected to a computer,
the failure of which may result in tailpipe emissions exceeding the limits given in
Paragraph 3.3.2. of this Annex.
3.3.3.5. Unless otherwise monitored, any other emission-related power-train component connected
to a computer, including any relevant sensors to enable monitoring functions to be carried
out, shall be monitored for circuit continuity;
3.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be monitored for
circuit continuity.
3.3.3.7. For direct injection positive ignition engines any malfunction, which may lead to emissions
exceeding the particulate threshold limits provided for by Paragraph 3.3.2. of this Annex and
which has to be monitored according to the requirements of this Annex for compression
ignition engines, shall be monitored.
3.3.4. Monitoring Requirements for Vehicles Equipped with Compression-Ignition Engines
In satisfying the requirements of Paragraph 3.3.2. of this Annex the OBD system shall
monitor:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter;

3.5. Activation of Malfunction Indicator (MI)
3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle
operator. The MI shall not be used for any other purpose except to indicate emergency
start-up or limp-home routines to the driver. The MI shall be visible in all reasonable lighting
conditions. When activated, it shall display a symbol in conformity with ISO 2575. A vehicle
shall not be equipped with more than one general purpose MI for emission-related
problems. Separate specific purpose tell tales (e.g. brake system, fasten seat belt, oil
pressure, etc.) are permitted. The use of red colour for an MI is prohibited.
3.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the
manufacturer 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 shall also activate whenever the engine control
enters a permanent emission default mode of operation if the emission limits given in
Paragraph 3.3.2. of this Annex 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
shall 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 shall also activate when the vehicle's ignition is in the "key-on"
position before engine starting or cranking and de-activate after engine starting if no
malfunction has previously been detected.
3.6. Fault Code Storage
3.6.1. The OBD system shall record fault code(s) indicating the status of the emission control
system. Separate status codes shall be used to identify correctly functioning emission
control systems and those emission control systems which need further vehicle operation to
be fully evaluated. If the MI is activated due to deterioration or malfunction or permanent
emission default modes of operation, a fault code shall be stored that identifies the
type of malfunction. A fault code shall also be stored in the cases referred to in
Paragraphs 3.3.3.5. and 3.3.4.5. of this Annex.
3.6.2. The distance travelled by the vehicle while the MI is activated shall be available at any
instant through the serial port on the standard link connector.
3.6.3. In the case of vehicles equipped with positive-ignition engines, misfiring cylinders need not
be uniquely identified if a distinct single or multiple cylinder misfire fault code is stored.
3.7. Extinguishing the MI
3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is not
present any more, or if the engine is operated after changes to speed and load conditions
where the level of misfire will not cause catalyst damage, the MI may be switched back to
the previous state of activation during the first driving cycle on which the misfire level was
detected and may be switched to the normal activated mode on subsequent driving cycles.
If the MI is switched back to the previous state of activation, the corresponding fault codes
and stored freeze-frame conditions may be erased.
3.7.2. For all other malfunctions, the MI may be de-activated after three subsequent sequential
driving cycles during which the monitoring system responsible for activating the MI ceases
to detect the malfunction and if no other malfunction has been identified that would
independently activate the MI.

3.9.3.2. Identification of fuel specific information can be realized:
(a)
(b)
(c)
By use of source addresses; and/or
By use of a fuel select switch; and/or
By use of fuel specific fault codes.
3.9.4. Regarding the status code (as described in Paragraph 3.6. of this Annex), one of the
following two options has to be used, if one or more of the diagnostics reporting readiness is
fuel type specific:
(a)
(b)
The status code is fuel specific, i.e. use of two status codes, one for each fuel type;
The status code shall indicate fully evaluated control systems for both fuel types
(petrol and (NG/biomethane)/LPG)) when the control systems are fully evaluated for
one of the fuel types.
If none of the diagnostics reporting readiness is fuel type specific, then only one status code
has to be supported.
3.10. Additional provisions for vehicles employing engine shut - off strategies.
3.10.1. Driving Cycle
3.10.1.1. Autonomous engine restarts commanded by the engine control system following an engine
stall may be considered a new driving cycle or a continuation of the existing driving cycle.
4. REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD DIAGNOSTIC
SYSTEMS
4.1. A manufacturer may request to the Type Approval Authority that an OBD system be
accepted for type approval even though the system contains one or more deficiencies such
that the specific requirements of this Annex are not fully met.
4.2. In considering the request, the authority shall determine whether compliance with the
requirements of this Annex is infeasible or unreasonable.
The Type Approval Authority shall take into consideration data from the manufacturer that
details such factors as, but not limited to, technical feasibility, lead time and production
cycles including phase-in or phase-out of engines or vehicle designs and programmed
upgrades of computers, the extent to which the resultant OBD system will be effective in
complying with the requirements of this Regulation and that the manufacturer has
demonstrated an acceptable level of effort towards compliance with the requirements of this
Regulation.
4.2.1. The Type Approval Authority will not accept any deficiency request that includes the
complete lack of a required diagnostic monitor or of mandated recording and reporting of
data related to a monitor.
4.2.2. The Type Approval Authority will not accept any deficiency request that does not respect the
OBD threshold limits in Paragraph 3.3.2. of this Annex.

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)
(c)
The Type Approval Authority shall, within 30 days, request the manufacturer of the
vehicle in question to make available the information required in Item 3.2.12.2.7.6. of
Annex 1 to this Regulation. The requirement of the second section of Item
3.2.12.2.7.6. of Annex 1 (i.e. the following text "unless such information is covered by
intellectual property rights or constitutes specific know-how of the manufacturer or the
OEM supplier(s)" is not applicable;
The manufacturer shall submit this information to the Type Approval Authority within
two months of the request;
The Type Approval Authority shall transmit this information to the Type Approval
Authorities of the Contracting Parties and the Type Approval Authority which granted
the original type-approval shall attach this information to Annex 1 to this Regulation of
the vehicle type-approval information.
This requirement shall not invalidate any approval previously granted pursuant to
Regulation No. 83 nor prevent extensions to such approvals under the terms of the
Regulation under which they were originally granted.
5.2.2. Information can only be requested for replacement or service components that are subject
to ECE type approval, or for components that form part of a system that is subject to ECE
type-approval.
5.2.3. The request for information shall identify the exact specification of the vehicle model for
which the information is required. It shall confirm that the information is required for the
development of replacement or retrofit parts or components or diagnostic tools or test
equipment.

3. TEST VEHICLE AND FUEL
3.1. Vehicle
3.2. Fuel
The test vehicle shall meet the requirements of Paragraph 3.2. of Annex 4a to this
Regulation.
The appropriate reference fuel as described in Annex 10 or Annex 10a to this Regulation
shall be used for testing. The fuel type for each failure mode to be tested (described in
Paragraph 6.3. of this Appendix) may be selected by the Type Approval Authority from the
reference fuels described in Annex 10a to this Regulation in the case of the testing of a
mono-fuelled gas vehicle and from the reference fuels described in Annex 10 and
Annex 10a to this Regulation in the case of the testing of a bi-fuelled gas vehicle. The
selected fuel type shall not be changed during any of the test phases (described in
Paragraphs 2.1. to 2.3. of this Appendix). In the case of the use of LPG or NG/biomethane
as a fuel it is permissible that the engine is started on petrol and switched to LPG or
NG/biomethane after a pre-determined period of time which is controlled automatically and
not under the control of the driver.
4. TEST TEMPERATURE AND PRESSURE
4.1. The test temperature and pressure shall meet the requirements of the Type I Test as
described in Paragraph 3.1. of Annex 4a to this Regulation.
5. TEST EQUIPMENT
5.1. Chassis Dynamometer
The chassis dynamometer shall meet the requirements of Appendix 1 to Annex 4a to this
Regulation.
6. OBD TEST PROCEDURE
6.1. The operating cycle on the chassis dynamometer shall meet the requirements of Annex 4a
to this Regulation.
6.1.1. The Type I test need not be performed for the demonstration of electrical failures
(short/open circuit). The manufacturer may demonstrate these failure modes using driving
conditions in which the component is used and the monitoring conditions are encountered.
These conditions shall be documented in the type approval documentation.
6.2. Vehicle Preconditioning
6.2.1. According to the engine type and after introduction of one of the failure modes given in
Paragraph 6.3. of this Appendix, the vehicle shall be preconditioned by driving at least two
consecutive Type I Tests (Parts One and Two). For compression-ignition engined vehicles
an additional preconditioning of two Part Two cycles is permitted.
6.2.2. At the request of the manufacturer, alternative preconditioning methods may be used.

6.4.1.1. 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. However, the total number of failures
simulated shall not exceed four (4) for the purpose of type approval
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.
6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of
a deteriorated or defective catalyst that results in emissions exceeding the NMHC limit given
in Paragraph 3.3.2. of this Annex.
6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in
Paragraph 3.3.3.2. of this Annex that results in emissions exceeding any of the limits given
in Paragraph 3.3.2. of this Annex.
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or
electronic simulation of a deteriorated or defective oxygen sensor that results in emissions
exceeding any of the limits given in Paragraph 3.3.2. of this Annex.
6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if
active on the selected fuel type).
6.4.1.6. Electrical disconnection of any other emission-related power-train component connected to
a computer that results in emissions exceeding any of the limits given in Paragraph 3.3.2. of
this Annex (if active on the selected fuel type).
6.4.2. Vehicles fitted with compression-ignition engines:
6.4.2.1. After vehicle preconditioning according to Paragraph 6.2. 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 6.4.2.2. to 6.4.2.5. of this Appendix. The MI may also be activated
during preconditioning. The Technical Service may substitute those conditions by others in
accordance with Paragraph 6.4.2.5. of this Appendix. However, the total number of failures
simulated shall not exceed four (4) for the purposes of type approval.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective catalyst or electronic
simulation of a deteriorated or defective catalyst that results in emissions exceeding limits
given in Paragraph 3.3.2. of this Annex.
6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the particulate trap with
a defective particulate trap meeting the conditions of Paragraph 6.3.2.2. of this Appendix
that results in emissions exceeding the limits given in Paragraph 3.3.2. of this Annex.
6.4.2.4. With reference to Paragraph 6.3.2.5. of this Appendix, disconnection of any fuelling system
electronic fuel quantity and timing actuator that results in emissions exceeding any of the
limits given in Paragraph 3.3.2. of this Annex.

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. of this Regulation) and the major emission control
systems monitored by the OBD system consistent with Paragraph 6.5.3.3. of this Appendix
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.
6.5.1.5. For all types of vehicles entering into service, the software calibration identification number
shall be made available through the serial port on the standardised data link connector. The
software calibration identification number shall be provided in a standardised format.
6.5.2. The emission control diagnostic system is not required to evaluate components during
malfunction if such evaluation would result in a risk to safety or component failure.
6.5.3. The emission control diagnostic system shall provide for standardised and unrestricted
access and conform with the following ISO standards and/or SAE specification. Later
versions may be used at the manufacturers' discretion.
6.5.3.1. The following standard shall be used as the on-board to off-board communications link:
(a) ISO 15765-4:2011 "Road vehicles – Diagnostics on Controller Area Network (CAN) –
Part 4: Requirements for emissions-related systems", dated February 1, 2011.
6.5.3.2. Standards used for the transmission of OBD relevant information:
(a)
(b)
(c)
(d)
(e)
(f)
ISO 15031-5 "Road vehicles - communication between vehicles and external test
equipment for emissions-related diagnostics – Part 5: Emissions-related diagnostic
services", dated April 1, 2011 or SAE J1979 dated February 23, 2012;
ISO 15031-4 "Road vehicles – Communication between vehicle and external test
equipment for emissions related diagnostics – Part 4: External test equipment", dated
1 June 2005 or SAE J1978 dated April 30, 2002;
ISO 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 July 1, 2004 or SAE J 1962 dated July
26, 2012;
ISO 15031-6 "Road vehicles – Communication between vehicle and external test
equipment for emissions related diagnostics – Part 6: Diagnostic trouble code
definitions", dated August 13, 2010 or SAE J2012 dated March 7, 2013;
ISO 27145 "Road vehicles – Implementation of World-Wide Harmonized On-Board
Diagnostics (WWH-OBD)" dated 2012-08-15 with the restriction, that only 6.5.3.1.(a)
may be used as a data link
ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS) with the
restriction, that only 6.5.3.1.(a) may be used as a data link".
The Standards (e) and (f) may be used as an option instead of (a) not earlier than January
1, 2019.

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.
7.1.4. If, according to the requirements of this annex, the vehicle is equipped with a specific
monitor M, IUPR shall be greater or equal to the following minimum values:
(a)
(b)
(c)
0.260 for secondary air system monitors and other cold start related monitors;
0.520 for evaporative emission purge control monitors;
0.336 for all other monitors.
7.1.5. Vehicles shall comply with the requirements of Paragraph 7.1.4. of this appendix for a
mileage of at least 160,000km. By way of derogation, vehicle types approved, registered,
sold or entered into service before the relevant dates given in Paragraphs 12.2.1. and
12.2.2. of this Regulation, shall have an IUPRM greater or equal to 0.1 for all monitors M.
For new type approvals and new vehicles the monitor required by Paragraph 3.3.4.7. of this
annex shall have an IUPR greater or equal to 0.1 until the dates specified in Paragraphs
12.2.3. and 12.2.4. of this Regulation respectively.
7.1.6. The requirements of this paragraph are deemed to be met for a particular monitor M, if for
all vehicles of a particular OBD family manufactured in a particular calendar year the
following statistical conditions hold:
(a)
(b)
The average IUPR is equal or above the minimum value applicable to the monitor;
More than 50% of all vehicles have an IUPR equal or above the minimum value
applicable to the monitor.
7.1.7. The manufacturer shall demonstrate to the Type Approval Authority that these statistical
conditions are satisfied all monitors required to be reported by the OBD system according to
Paragraph 7.6. of this Appendix not later than 18 months thereafter. For this purpose, for
OBD families consisting of more than 1,000 registrations in the European Union or non-EU
Contracting Party, that are subject to sampling within the sampling period, the process
described in Paragraph 9. of this Regulation shall be used without prejudice to the
provisions of Paragraph 7.1.9. of this appendix.

7.3.2. In addition to the requirements of Paragraph 7.3.1. of this appendix:
(a)
(b)
(c)
(d)
Secondary air system monitor denominator(s) shall be incremented if the commanded
"on" operation of the secondary air system occurs for a time greater than or equal to
10s. For purposes of determining this commanded "on" time, the OBD system may
not include time during intrusive operation of the secondary air system solely for the
purposes of monitoring.
Denominators of monitors of systems only active during cold start shall be
incremented if the component or strategy is commanded "on" for a time greater than
or equal to 10s.
The denominator(s) for monitors of Variable Valve Timing (VVT) and/or control
systems shall be incremented if the component is commanded to function (e.g.,
commanded "on", "open", "closed", "locked", etc.) on two or more occasions during
the driving cycle or for a time greater than or equal to 10s, whichever occurs first.
For the following monitors, the denominator(s) shall be incremented by one if, in
addition to meeting the requirements of this paragraph on at least one driving cycle,
at least 800 cumulative kilometres of vehicle operation have been experienced since
the last time the denominator was incremented:
(i)
(ii)
Diesel oxidation catalyst;
Diesel particulate filter.
(e)
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:
(i)
(ii)
(iii)
Liquid (oil, engine coolant, fuel, SCR reagent) temperature sensors;
Clean air (ambient air, intake air, charge air, inlet manifold) temperature
sensors;
Exhaust (EGR recirculation/cooling, exhaust gas turbocharging, catalyst)
temperature sensors;
(f)
The denominators of monitors of the boost pressure control system shall be
incremented if all of the following conditions are met:
(i)
(ii)
The general denominator conditions are fulfilled;
The boost pressure control system is active for a time greater than or equal to
15s.

(g)
(h)
(i)
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 Point (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.
7.6.2.1. Numerators and denominators for specific monitors of components or systems, that are
monitoring continuously for short circuit or open circuit failures are exempted from reporting.
"Continuously," if used in this context means monitoring is always enabled and sampling of
the signal used for monitoring occurs at a rate no less than two samples per second and the
presence or the absence of the failure relevant to that monitor has to be concluded within
15s.
If for control purposes, a computer input component is sampled less frequently, the signal of
the component may instead be evaluated each time sampling occurs.
It is not required to activate an output component/system for the sole purpose of monitoring
that output component/system.
7.6.3. All counters, when incremented, shall be incremented by an integer of one.
7.6.4. The minimum value of each counter is 0, the maximum value shall not be less than 65,535,
notwithstanding any other requirements on standardised storage and reporting of the OBD
system.
7.6.5. If either the numerator or denominator for a specific monitor reaches its maximum value,
both counters for that specific monitor shall be divided by two before being incremented
again according to the provisions set in Paragraphs 7.2 and 7.3. of this Appendix If the
ignition cycle counter or the general denominator reaches its maximum value, the respective
counter shall change to zero at its next increment according to the provisions set in
Paragraphs 7.4. and 7.5. of this Appendix, respectively.
7.6.6. Each counter shall be reset to zero only when a non-volatile memory reset occurs
(e.g. reprogramming event, etc.) or, if the numbers are stored in keep-alive memory (KAM),
when KAM is lost due to an interruption in electrical power to the control module
(e.g. battery disconnect, etc.).

ANNEX 11 – APPENDIX 2
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY
1. PARAMETERS DEFINING THE OBD FAMILY
The OBD family means a manufacturer's grouping of vehicles which, through their design,
are expected to have similar exhaust emission and OBD system characteristics. Each
engine of this family shall comply with the requirements of this Regulation.
The OBD family may be defined by basic design parameters which shall be common to
vehicles within the family. In some cases there may be interaction of parameters. These
effects shall also be taken into consideration to ensure that only vehicles with similar
exhaust emission characteristics are included within an OBD family.
2. To this end, those vehicle types whose parameters described below are identical are
considered to belong to the same engine/emission control/OBD system combination.
Engine:
(a) Combustion process (i.e. positive-ignition, compression-ignition, two-stroke,
four-stroke/rotary);
(b)
(c)
Method of engine fuelling (i.e. single or multi-point fuel injection); and
Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/biodiesel,
NG/biomethane, LPG, bi-fuel petrol/NG/biomethane, bi-fuel petrol/LPG).
Emission control system:
(a)
(b)
(c)
(d)
Type of catalytic converter (i.e. oxidation, three-way, heated catalyst, SCR, other);
Type of particulate trap;
Secondary air injection (i.e. with or without); and
Exhaust gas recirculation (i.e. with or without);
OBD parts and functioning.
The methods of OBD functional monitoring malfunction detection and malfunction indication
to the vehicle driver.

(f)
(g)
It has a gas fuelling system (including the pressure regulator) from the same system
manufacturer and of the same type: induction, vapour injection (single point,
multipoint), liquid injection (single point, multipoint).
This gas fuelling system is controlled by an ECU of the same type and technical
specification, containing the same software principles and control strategy. The
vehicle may have a second ECU compared to the parent vehicle, provided that the
ECU is only used to control the injectors, additional shut-off valves and the data
acquisition from additional sensors.
2.3.2. With regard to requirement (c) and (d): in the case where a demonstration shows two gasfuelled
vehicles could be members of the same family with the exception of their certified
power output, respectively P and P (P < P ), and both are tested as if were parent
vehicles the family relation will be considered valid for any vehicle with a certified power
output between 0.7 P and 1.15 P .
3. GRANTING OF A TYPE-APPROVAL
Type-approval is granted subject to the following requirements:
3.1. Exhaust Emissions Approval of a Parent Vehicle
3.1.1. The parent vehicle should demonstrate its capability to adapt to any fuel composition that
may occur across the market. In the case of LPG there are variations in C /C composition.
In the case of NG/biomethane there are generally two types of fuel, high calorific fuel
(H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they
differ significantly in Wobbe index. These variations are reflected in the reference fuels.
3.1.2. In the case of vehicles fuelled by LPG, NG/biomethane, the parent vehicle(s) shall be tested
in the Type I test on the two extreme reference fuels of Annex 10a to this Regulation. In the
case of NG/biomethane, if the transition from one fuel to another is in practice aided through
the use of a switch, this switch shall not be used during type approval. In such a case on the
manufacturer's request and with the agreement of the Technical Service the
pre-conditioning cycle referred in Paragraph 6.3. of Annex 4a to this Regulation may be
extended.
3.1.3. The vehicle is considered to conform if, under the tests and reference fuels mentioned in
Paragraph 3.1.2. of this Annex, the vehicle complies with the emission limits.
3.1.4. In the case of vehicles fuelled by LPG or NG/biomethane, the ratio of emission results "r"
shall be determined for each pollutant as follows:
Type(s) of fuel
Reference fuels
Calculation of "r"
LPG and petrol
Fuel A
(Approval B)
B
r =
or LPG only
Fuel B
A
(Approval D)
NG/biomethane and petrol
Fuel G
(Approval B)
Or NG/biomethane only
(Approval D)
Fuel G
G
r =
G

ANNEX 12 – APPENDIX 1
BI-FUEL GAS VEHICLE – CALCULATION OF LPG ENERGY RATIO
1. MEASUREMENT OF THE LPG MASS CONSUMED DURING THE TYPE I TEST CYCLE
Measurement of the LPG mass consumed during the Type 1 test cycle shall be done by a
fuel weighing system capable of measuring the weight of the LPG 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 LPG 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
LPG is burned during the test.
The LPG ratio of the energy consumed in the cycle is then determined as follows:
Where:
G : is the LPG energy ratio (%);
G = M × 10,000/(FC × dist × d)
M : is the LPG mass consumed during the cycle (kg);
FC : is the fuel consumption (l/100km) calculated in accordance with
Paragraph 1.4.3. subparagraph (b) of Annex 6 to Regulation No. 101. If
applicable, the correction factor cf in the equation used to determine FC shall
be calculated using the H/C ratio of the gaseous fuel;
dist : is the distance travelled during the cycle (km);
d : is the density d = 0.538kg/l.

ANNEX 13
EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED WITH A
PERIODICALLY REGENERATING SYSTEM
1. INTRODUCTION
This Annex defines the specific provisions regarding type-approval of a vehicle equipped
with a periodically regenerating system as defined in Paragraph 2.20. of this Regulation.
2. SCOPE AND EXTENSION OF THE TYPE-APPROVAL
2.1. Vehicle Family Groups Equipped with Periodically Regenerating System
The procedure applies to vehicles equipped with a periodically regenerating system as
defined in Paragraph 2.20. of this Regulation. For the purpose of this Annex vehicle family
groups may be established. Accordingly, those vehicle types with regenerative systems,
whose parameters described below are identical, or within the stated tolerances, shall be
considered to belong to the same family with respect to measurements specific to the
defined periodically regenerating systems.
2.1.1. Identical parameters are:
Engine:
(a)
Combustion process.
Periodically regenerating system (i.e. catalyst, particulate trap):
(a)
(b)
(c)
Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell
density);
Type and working principle;
Dosage and additive system;
(d) Volume ±10%;
(e) Location (temperature ±50°C at 120km/h or 5% difference of maximum
temperature/pressure).
2.2. Vehicle Types of Different Reference Masses
The K factors developed by the procedures in this Annex for type approval of a vehicle type
with a periodically regenerating system as defined in Paragraph 2.20. of this Regulation,
may be extended to other vehicles in the family group with a reference mass within the next
two higher equivalent inertia classes or any lower equivalent inertia.

3.2.3.2. Any other method agreed between the manufacturer and the Type Approval Authority.
3.2.4. A cold-start exhaust emission test including a regeneration process shall be performed
according to the Type I operating cycle, or equivalent engine test bench cycle. If the
emissions tests between two cycles where regeneration phases occur are carried out on an
engine test bench, the emissions test including a regeneration phase shall also be carried
out on an engine test bench.
3.2.5. If the regeneration process requires more than one operating cycle, subsequent test
cycle(s) shall be driven immediately, without switching the engine off, until complete
regeneration has been achieved (each cycle shall be completed). The time necessary to set
up a new test should be as short as possible (e.g. particular matter filter change). The
engine shall be switched off during this period.
3.2.6. The emission values during regeneration (M ) shall be calculated according to
Paragraph 6.6. of Annex 4a to this Regulation The number of operating cycles (d) measured
for complete regeneration shall be recorded.
3.3. Calculation of the Combined Exhaust Emissions of a Single Regenerative System

M'
(1) M =
n ≥ 2
n
(2)
M

M'
=
d
(3)
M
⎧M
= ⎨

× D + M
D + d
× d⎫


Where for each pollutant (i) considered:
M' =
M' =
mass emissions of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) without regeneration,
mass emissions of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) during regeneration (if d > 1, the first
Type I test is run cold, and subsequent cycles are hot),
M = mass emissions of pollutant (i) in g/km without regeneration,
M = mass emissions of pollutant (i) in g/km during regeneration,
M = mass emissions of pollutant (i) in g/km,
n
=
number of test points 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 required for regeneration,
D
=
number of operating cycles between two cycles where regenerative phases
occur.

3.4. Calculation of Combined Exhaust Emissions of Multiple Periodic Regenerating
Systems

M'
(1) M =
n ≥ 2
n
(2)
M

M'
=
d
(3)
M
=
∑ M × D

D
(4)
M
=
∑ M × d

d
(5)
M
=
M
×

D
+ M ×
∑ ( D + d )

d
(6)
M
=
∑ ( M × D + M × d )
∑ ( D + d )
(7)
M
K =
M
Where:
M
=
mean mass emission of all events k of pollutant (i) in g/km without
regeneration,
M = mean mass emission of all events k of pollutant (i) in g/km during regeneration,
M = mean mass emission of all events k of pollutant (i) in g/km,
M = mean mass emission of event k of pollutant (i) in g/km without regeneration,

For more details of the schematic process see Figure A13/3
Figure A13/3
Parameters Measured During Emissions Test During and Between Cycles where
Regeneration Occurs (Schematic Example)
For application of a simple and realistic case, the following description gives a detailed explanation of the
schematic example shown in Figure A13/3 above:
1. Diesel Particulate Filter "DPF": regenerative, equidistant events, similar emissions (±15%)
from event to event
D = D = D
d = d = d
M – M = M – M
n = n

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

3.1.2.5. Test procedure
3.1.2.5.1. 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.
3.1.2.5.2. The test procedures defined in either Paragraph 3.1.2.5.2.1. or 3.1.2.5.2.2. of this Annex
may be used in line with the procedure chosen in Paragraph 3.2.3.2. of Annex 8 to
Regulation No. 101.
3.1.2.5.2.1. BS begins before or at the initiation of the vehicle start up procedure and end on conclusion
of the final idling period in the extra-urban cycle (Part Two, end of sampling (ES)).
3.1.2.5.2.2. BS begins before or at the initiation of the vehicle start up procedure and continue over a
number of repeat test cycles. It shall end on conclusion of the final idling period in the first
extra-urban (Part Two) cycle during which the battery reached the minimum state of charge
according to the criterion defined below (end of sampling (ES)).
The electricity balance Q [Ah] is measured over each combined cycle, using the procedure
specified in Appendix 2 of Annex 8 to Regulation No. 101, and used to determine when the
battery minimum state of charge has been reached.
The battery minimum state of charge is considered to have been reached in combined cycle
N if the electricity balance measured during combined cycle N+1 is not more than a 3%
discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its
maximum state of charge, as declared by the manufacturer. At the manufacturer's request
additional test cycles may be run and their results included in the calculations in
Paragraphs 3.1.2.5.5. and 3.1.4.2. of this Annex provided that the electricity balance for
each additional test cycle shows less discharge of the battery than over the previous cycle.
Between each of the cycles a hot soak period of up to 10min is allowed. The power train
shall be switched off during this period.
3.1.2.5.3. The vehicle shall be driven according to provisions in Annex 4a to this Regulation, 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 to this Regulation are not applied. For the pattern of the operating
curve the description according to Paragraph 6.1.3. of Annex 4a to this Regulation shall
apply.
3.1.2.5.4. The exhaust gases shall be analyzed according to provisions in Annex 4a to this Regulation.
3.1.2.5.5. The test results shall be compared to the limits prescribed in Paragraph 5.3.1.4. of this
Regulation and the average emission of each pollutant in grams per kilometre for
Condition A shall be calculated (M ).
In the case of testing according to Paragraph 3.1.2.5.2.1. of this Annex, (M ) is simply the
result of the single combined cycle run.

3.1.3.4.3. The vehicle shall be driven according to Annex 4a to this Regulation, 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
to this Regulation are not applied. For the pattern of the operating curve the description
according to Paragraph 6.1.3. of Annex 4a to this Regulation shall apply.
3.1.3.4.4. The exhaust gases shall be analyzed according to Annex 4a to this Regulation.
3.1.3.5. 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.
3.1.4. Test Results
3.1.4.1. In the case of testing according to Paragraph 3.1.2.5.2.1. of this Annex
For communication, the weighted values shall be calculated as below:
M = (De × M + Dav × M )/(De + Dav)
Where:
M = mass emission of the pollutant i in 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 3.1.2.5.5. of this Annex,
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. of this Annex,
De
=
vehicle electric range, according to the procedure described in Regulation
No. 101, Annex 9, where the manufacturer must provide the means for
performing the measurement with the vehicle running in pure electric mode,
Dav = 25km (average distance between two battery recharges).
3.1.4.2. In the case of testing according to Paragraph 3.1.2.5.2.2 of this Annex.
For communication, the weighted values shall be calculated as below:
Where:
M = (Dovc × M + Dav × M )/(Dovc + 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 3.1.2.5.5. of this Annex,

3.2.2. Condition A
3.2.2.1. If the pure electric range of the vehicle is higher than one complete cycle, on the request of
the manufacturer, the Type I Test may be carried out in pure electric mode. In this case,
engine preconditioning prescribed in Paragraph 3.2.2.3.1. or 3.2.2.3.2. of this Annex can be
omitted.
3.2.2.2. The procedure shall start with the discharge of the electrical energy/power storage device of
the vehicle while driving with the switch in pure electric position (on the test track, on a
chassis dynamometer, etc.) at a steady speed of 70% ± 5% of the maximum thirty minutes
speed of the vehicle (determined according to Regulation No. 101).
Stopping the discharge occurs:
(a)
(b)
(c)
When the vehicle is not able to run at 65% of the maximum thirty minutes speed; or
When an indication to stop the vehicle is given to the driver by the standard on-board
instrumentation; or
After covering the distance of 100km.
If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage
device discharge shall be achieved by driving the vehicle (on the test track, on a chassis
dynamometer, etc.):
(a)
(b)
(c)
At a steady speed of 50km/h until the fuel consuming engine of the HEV starts up; or
If a vehicle cannot reach a steady speed of 50km/h without starting up the fuel
consuming engine, the speed shall be reduced until the vehicle can run a lower
steady speed where the fuel consuming engine does not start up for a defined
time/distance (to be specified between technical service and manufacturer); or
With manufacturers' recommendation.
The fuel consuming engine shall be stopped within 10s of it being automatically started.
3.2.2.3. Conditioning of vehicle
3.2.2.3.1. For compression-ignition engined vehicles the Part Two cycle described in Table A4a/2
(and Figure A4a/3) of Annex 4a to this Regulation shall be used. Three consecutive cycles
shall be driven according to Paragraph 3.2.2.6.3. of this Annex.
3.2.2.3.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and
two Part Two driving cycles according to Paragraph 3.2.2.6.3. of this Annex.
3.2.2.4. After this preconditioning, and before testing, the vehicle shall be kept in a room in which the
temperature remains relatively constant between 293 and 303K (20°C and 30°C). This
conditioning shall be carried out for at least 6h and continue until the engine oil temperature
and coolant, if any, are within ±2K of the temperature of the room, and the electrical
energy/power storage device is fully charged as a result of the charging prescribed in
Paragraph 3.2.2.5. of this Annex

3.2.2.7. The test results shall be compared to the limits prescribed in Paragraph 5.3.1.4. of this
Regulation and the average emission of each pollutant in grams per kilometre for Condition
A shall be calculated (M ).
In the case of testing according to Paragraph 3.2.2.6.2.1. of this Annex, (M ) is simply the
result of the single combined cycle run.
In the case of testing according to Paragraph 3.2.2.6.2.2. of this Annex, the test result of
each combined cycle run M , multiplied by the appropriate deterioration and K factors,
shall be less than the limits prescribed in Paragraph 5.3.1.4. of this Regulation. For the
purposes of the calculation in Paragraph 3.2.4. of this Annex, M shall be defined as:
M
1
= ∑ M
N
Where:
i: pollutant
a: cycle
3.2.3. Condition B
3.2.3.1. Conditioning of Vehicle
3.2.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in Table A4a/2 and
Figure A4a/2 of Annex 4a to this Regulation shall be used. Three consecutive cycles shall
be driven according to Paragraph 3.2.3.4.3. of this Annex.
3.2.3.1.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one Part One and
two Part Two driving cycles according to Paragraph 3.2.3.4.3. of this Annex.
3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged according to
Paragraph 3.2.2.2. of this Annex
3.2.3.3. After this preconditioning, and before testing, the vehicle shall be kept in a room in which the
temperature remains relatively constant between 293 and 303K (20°C and 30°C). This
conditioning shall be carried out for at least 6h and continue until the engine oil temperature
and coolant, if any, are within ±2K of the temperature of the room.
3.2.3.4. Test Procedure
3.2.3.4.1. The vehicle shall be started up by the means provided for normal use to the driver. The first
cycle starts on the initiation of the vehicle start-up procedure.
3.2.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up procedure and
end on conclusion of the final idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).

3.2.4.2. In the case of testing according to Paragraph 3.2.2.6.2.2. of this Annex
For communication, the weighted values shall be calculated as below
Where:
M = (Dovc × M + Dav × M )/(Dovc + 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. of this Annex,
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. of this Annex,
Dovc = OVC range according to the procedure described in Regulation No. 101,
Annex 9,
Dav = 25km (average distance between two battery recharges).
3.3. Not externally Chargeable (not-OVC HEV) Without an Operating Mode Switch
3.3.1. These vehicles shall be tested according to Annex 4a.
3.3.2. For preconditioning, at least two consecutive complete driving cycles (one Part One and one
Part Two) are carried out without soak.
3.3.3. The vehicle shall be driven according to Annex 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.
3.4. Not Externally Chargeable (not-OVC HEV) With an Operating Mode Switch
3.4.1. These vehicles are preconditioned and tested in hybrid mode according to Annex 4a. If
several hybrid modes are available, the test shall be carried out in the mode that is
automatically set after turn on of the ignition key (normal mode). On the basis of information
provided by the manufacturer, the Technical Service will make sure that the limit values are
met in all hybrid modes.
3.4.2. For preconditioning, at least two consecutive complete driving cycles (one Part One and one
Part Two) shall be carried out without soak.
3.4.3. The vehicle shall be driven according to Annex 4a to this Regulation, 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 or
Annex 4a to this Regulation are not applied. For the pattern of the operating curve the
description according to Paragraph 6.1.3. of Annex 4a to this Regulation shall apply.

6.2.1.2. OVC vehicles with an operating mode switch: the procedure shall start with the discharge of
the electrical energy/power storage device of the vehicle while driving with the switch in pure
electric position (on the test track, on a chassis dynamometer, etc.) at a steady speed of
70% ± 5% from the maximum thirty minutes speed of the vehicle.
Stopping the discharge occurs:
(a)
(b)
(c)
When the vehicle is not able to run at 65% of the maximum thirty minutes speed; or
When an indication to stop the vehicle is given to the driver by the standard on-board
instrumentation; or
After covering the distance of 100km.
If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage
device discharge shall be conducted with the vehicle driving (on the test track, on a chassis
dynamometer, etc.):
(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 engine shall be stopped within 10s of it being automatically started.
6.2.2. For NOVC vehicles:
6.2.2.1. NOVC vehicles without an operating mode switch: the procedure shall start with a
preconditioning of at least two consecutive complete driving cycles (one Part One and one
Part Two) without soak.
6.2.2.2. NOVC vehicles with an operating mode switch: the procedure shall start with a
preconditioning of at least two consecutive complete driving cycles (one Part One and one
Part Two) without soak, performed with the vehicle running in hybrid mode. If several hybrid
modes are available, the test shall be carried out in the mode which is automatically set
after turn on of the ignition key (normal mode).
6.3. The preconditioning drive and the dynamometer test shall be carried out according to
Paragraphs 5.2. and 5.4. of Annex 7 to this Regulation:
6.3.1. For OVC vehicles: under the same conditions as specified by condition B of the Type I Test
(Paragraphs 3.1.3. and 3.2.3. of this Annex).
6.3.2. For NOVC vehicles: under the same conditions as in the Type I Test.

ANNEX 14 – APPENDIX 1
ELECTRICAL ENERGY/POWER STORAGE DEVICE STATE OF CHARGE
(SOC) PROFILE FOR OVC HEV TYPE I TEST
Condition A of the Type I test
Condition A:
(1)
Initial electrical energy/power storage device state of charge
(2)
Discharge according to Paragraph 3.1.2.1. or 3.2.2.2. of this Annex
(3)
Vehicle conditioning according to Paragraph 3.1.2.2. or 3.2.2.3. of this Annex
(4)
Charge during soak according to Paragraphs 3.1.2.3. and 3.1.2.4. of this Annex, or
Paragraphs 3.2.2.4. and 3.2.2.5. of this Annex
(5)
Test according to Paragraph 3.1.2.5. or 3.2.2.6. of this Annex
Condition B of the Type I test
Condition B:
(1)
Initial state of charge
(2)
Vehicle conditioning according to Paragraph 3.1.3.1. or 3.2.3.1. of this Annex
(3)
Discharge according to Paragraph 3.1.3.2. or 3.2.3.2. of this Annex
(4)
Soak according to Paragraph 3.1.3.3. or 3.2.3.3. of this Annex
(5)
Test according to Paragraph 3.1.3.4. or 3.2.3.4. of this Annex
Emissions - Light Duty Vehicles.