EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2022) XXX  draft 
ANNEX 3  
 
ANNEX  
to the  
Commission Regulation  
amending Commission Regulation (EU) 2017/1151 for the purpose of adapting to 
technical progress the emission type approval procedures for light passenger and 
commercial vehicles     
EN 1  EN ANNEX III   
Annex IIIA is replaced by the following:  
‘ANNEX IIIA  
1. ABBREVIATIONS  
Abbreviations refer generically to both the singular and the plural  forms of abbreviated 
terms.  
CLD  — ChemiLuminescence Detector  
CVS  — Constant Volume Sampler  
DCT  — Dual Clutch Transmission  
ECU  — Engine Control Unit  
EFM  — Exhaust mass Flow Meter  
FID — Flame Ionisation Detector  
FS — full scale  
GNSS  — Global Navigation Satellite System  
HCLD  — Heated ChemiLuminescence Detector  
ICE — Internal Combustion Engine  
LPG  — Liquid Petroleum Gas  
NDIR  — Non-Dispersive InfraRed analyser  
NDUV  — Non-Dispersive UltraViolet analyser  
NG — Natural Gas  
NMC  — Non-Methane Cutter  
NMC -
FID — Non-Methane Cutter in combination 
with a Flame -Ionisation Detector  
NMHC  — Non-Methane HydroCarbons  
OBD  — On-Board Diagnostics  
PEMS  — Portable Emissions Measurement 
System  
RPA  — Relative Positive Acceleration  
SEE — Standard Error of Estimate  
THC  — Total HydroCarbons  
VIN — Vehicle Identification Number  
WLTC  — Worldwide harmonized Light 
vehicles Test Cycle  
 
2. DEFINITIONS   
EN 2  EN 2.1. For the purposes of this Annex,  the following definitions shall apply  in terms of 
generic issues : 
2.1.1.  "Vehicle type with regard to Real Driving Emissions" means a group of vehicles which do 
not differ with respect to the criteria constituting a "PEMS test family" as defined in point 
3.3.1.  
2.1.2.  “Declared Maximum RDE” means the emission values, which must necessarily be lower  
than the applicable emission limits, declared optionally by the manufacturer and used for 
checking compliance against lower emission limits  
2.2. For the purposes of this Annex, the following definitions shall apply  in terms of test 
equipment:  
2.2.1.  "Accuracy" means the difference between a measured value and a reference value, 
traceable to a national or international standard and describes the correctness of a result 
(Figure 1).  
2.2.2.  “Adapter” means in the context of this annex mechanical parts that allow the connection of 
the vehicle to a commonly used or standardized measurement device connector .  
2.2.3.  "Analyser" means any measurement device that is not part of the vehicle but installed to 
determine the concentration or the amount of gaseous or particle pollutants.  
2.2.4.  "Calibrat ion" means the process of setting a measurement system's response so that its 
output agrees with a range of reference signals.  
2.2.5.  “Calibration gas" means a gas mixture used to calibrate gas analysers.  
2.2.6.  "Delay time" means the difference in time between the chan ge of the component to be 
measured at the reference point and a system response of 10  per cent of the final reading 
(t10) with the sampling probe being defined as the reference point  (Figure 2) . 
2.2.7.  "Full scale" means the full range of an analyser, flow -measur ing instrument or sensor as 
specified by the equipment manufacturer or the highest range used for the specific test.  
2.2.8.  "Hydrocarbon response factor" of a particular hydrocarbon species means the ratio 
between the reading of a FID and the concentration of th e hydrocarbon species under 
consideration in the reference gas cylinder, expressed as ppmC 1. 
2.2.9.  "Major maintenance" means the adjustment, repair or replacement of a component or 
module that could affect the accuracy of a measurement.  
2.2.10.  "Noise" means two times t he root mean square of ten standard deviations, each calculated 
from the zero responses measured at a constant frequency which is a multiple of 1.0 Hz 
during a period of 30 seconds.  
2.2.11.  "Non -methane hydrocarbons" (NMHC) means the Total Hydrocarbons (THC) minus  the 
methane (CH 4) contribution.  
2.2.12.  "Precision" means the degree to which repeated measurements under unchanged conditions 
show the same results (Figure 1).  
2.2.13.  "Reading" means the numerical value displayed by an analyser, flow -measuring 
instrument, sensor or any  other measurement devise applied in the context of vehicle 
emission measurements.  
2.2.14.  "Reference value" means a value traceable to a national or international standard 
(Figure  1).  
EN 3  EN 2.2.15.  "Response time" (t90) means the difference in time between the change of the co mponent 
to be measured at the reference point and a system response of 90 per cent of the final 
reading (t90) with the sampling probe being defined as the reference point, whereby the 
change of the measured component is at least 60 per cent full scale (FS)  and takes place in 
less than 0.1 second. The system response time consists of the delay time to the system and 
of the rise time of the system  as depicted in Figure 2.  
2.2.16.  "Rise time" means the difference in time between the 10 per cent and 90 per cent respons e 
of the final reading (t10 to t90)  as depicted in Figure 2.  
2.2.17.  "Sensor" means any measurement device that is not part of the vehicle itself but installed to 
determine parameters other than the concentration of gaseous and particle pollutants and 
the exhaust mass flow.  
2.2.18.  "Set point" means the target value a control system aims to reach.  
2.2.19.  "Span" means to adjust an instrument so that it gives a proper response to a calibration 
standard that represents between 75 per cent and 100 per cent of the maximum value in the  
instrument range or expected range of use.  
2.2.20.  "Span response" means the mean response to a span signal over a time interval of at least 
30 seconds.  
2.2.21.  "Span response drift" means the difference between the mean response to a span signal and 
the actual span sign al that is measured at a defined time period after an analyser, flow -
measuring instrument or sensor was accurately spanned.  
2.2.22.  "Total hydrocarbons" (THC) means the sum of all volatile compounds measurable by a 
flame ionization detector (FID).  
2.2.23.  "Traceable" means the ability to relate a measurement or reading through an unbroken 
chain of comparisons to a national or international standard.  
2.2.24.  "Transformation time" means the time difference between a change of concentration or 
flow (t0) at the reference point and  a system response of 50 per cent of the final reading 
(t50)  as depicted in Figure 2 . 
2.2.25.  "Type of analyser", also referred to as "analyser type" means a group of analysers 
produced by the same manufacturer that apply an identical principle to determine the 
concentration of one specific gaseous component or the number of particles.  
2.2.26.  "Type of exhaust mass flow meter" means a group of exhaust mass flow meters produced 
by the same manufacturer that share a similar tube inner diameter and function on an 
identical pr inciple to determine the mass flow rate of the exhaust gas.  
2.2.27.  "Verification" means the process of evaluating whether the measured or calculated output 
of an analyser, flow -measuring instrument, sensor or signal or method agrees with a 
reference signal or val ue within one or more predetermined thresholds for acceptance.  
2.2.28.  "Zero" means the calibration of an analyser, flow -measuring instrument or sensor so that it 
gives an accurate response to a zero signal.  
2.2.29.  "Zero gas" means a gas containing no analyte, which is u sed to set a zero response on an 
analyser.  
2.2.30.  "Zero response" means the mean response to a zero signal over a time interval of at least 
30 seconds.   
EN 4  EN 2.2.31.  “Zero response drift" means the difference between the mean response to a zero signal and 
the actual zero signa l that is measured over a defined time period after an analyser, flow -
measuring instrument or sensor has been accurately zero calibrated.  
Figure 1  
Definition of accuracy, precision and reference value  
 
Figure 2  
Definition of delay, rise, transformation and response times  
 
Step
Input
t10 t50 t90
(a) (b)(c)(d)
TimeResponseAnalyserGas
<0.1s(a)  Delay time
(b)Rise time
(c)Transformation time
(d)Response time
t0 
EN 5  EN 2.3. For the purposes of this Annex, the following definitions shall apply in terms of 
vehicle characteristics and driver:  
2.3.1.   “Actual mass of the vehicle" means the mass in running order plus the mass of the fitted 
optional equipment to an in dividual vehicle.  
2.3.2.  "Auxiliary devices" means energy consuming, converting, storing or supplying non -
peripheral devices or systems which are installed in the vehicle for purposes other than the 
propulsion of the vehicle and are therefore not considered to be  part of the powertrain.  
2.3.3.  "Mass in running order" means the mass of the vehicle, with its fuel tank(s) filled to at 
least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel 
and liquids, fitted with the standard equipment  in accordance with the manufacturer's 
specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling 
and the spare wheel(s) as well as the tools.  
2.3.4.  "Maximum Permissible Test mass of the vehicle"  means the sum of  the actual mass of the 
vehicle and 90 per cent of the difference between the technically permissible maximum 
laden mass and the actual mass of the vehicle (Figure 3).  
2.3.5.  "Odometer" means an instrument indicating to the driver the total distance driven by the 
vehicle since it s production.  
2.3.6.  "Optional equipment" means all the features not included in the standard equipment which 
are fitted to a vehicle under the responsibility of the manufacturer, and that can be ordered 
by the customer.  
2.3.7.  "Power -to-test mass -ratio" corresponds to the ratio of the rated engine power of the internal 
combustion engine over the test mass  (i.e. the actual mass of the vehicle plus the mass of 
the measurement equipment and the mass of additional passengers  or payload, if any ).  
2.3.8.   “Power -to-mass -ratio” is the ratio of rated power to the mass in running order.  
2.3.9.  "Rated engine power (Prated)" means maximum net power of the engine or motor in kW as 
per the requirements of UN Regulation No. 851. 
2.3.10.  "Technically permissible maximum laden mass" means the maximum mass allocated to a 
vehicle on the basis of its construction features and its design performances.  
2.3.11.  "Vehicle OBD information" means information relating to an on -board diagnostic system 
for any electronic system on the vehicle  
 
                                                 
1 Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions concerning the approval of internal combustion engines or electric drive trains intended for the 
propulsion of motor vehicles of categories M and N with regard to the measurement of net power and the  
maximum 30 minutes power of electric drive trains (OJ L323, 7.11.2014, p.52)   
EN 6  EN Figure 3  
Mass definitions  
 
2.3.12.  "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on different 
mixtures of two or more fuels.  
2.3.13.  "Mono -fuel vehicle" means a vehicle that is designed to run primarily on one type of fuel.  
2.3.14.  "Not off -vehicle charging hybrid electric vehicle " (NOVC -HEV) means a hybrid electric 
vehicle that cannot be charged from an external source.  
2.3.15.  "Off-vehicle charging hybrid electric vehicle" (OVC -HEV) means a hybrid electric vehicle 
that can be charged from an external source.  
2.4. For the purposes of this Anne x, the following definitions shall apply in terms of 
Calculations  
2.4.1.  "Coefficient of determination" ( 𝑟2) means:  
𝑟2=1− ∑ (𝑦𝑖− 𝑎0−(𝑎1×𝑥𝑖))2 𝑛
𝑖=1
∑ (𝑦𝑖− 𝑦)2 𝑛
𝑖=1 
where:  
𝑎0 is the axis intercept of the linear regression line  
𝑎1 is the slope of the linear regression line  
𝑥𝑖 is the measured reference value  
𝑦𝑖 is the measured value of the parameter to be verified  
𝑦 is the mean value of the parameter to be verified  
𝑛 is the number of values  
2.4.2.  "Cross -correlation coefficient" ( 𝑟) means:  
 
EN 7  EN 𝑟=∑ (𝑥𝑖− 𝑥)×(𝑦𝑖− 𝑦)𝑛−1
𝑖=1
√∑ (𝑥𝑖− 𝑥)2 𝑛−1
𝑖=1 ×√∑ (𝑦𝑖− 𝑦)2 𝑛−1
𝑖=1 
where:  
𝑥𝑖 is the measured reference value  
𝑦𝑖 is the measured value of the parameter to be verified  
𝑥 is the mean reference value  
𝑦 is the mean value of the parameter to be verified  
𝑛 is the number of values  
2.4.3.  "Root mean square" ( 𝑥𝑟𝑚𝑠) means the square root of the arithmetic mean of the squares of 
values and defined as:  
𝑥𝑟𝑚𝑠 = √1
𝑛∑ 𝑥𝑖2𝑛
𝑖=1 
where:  
𝑥𝑖 is the measured or calculated value  
𝑛 is the number of values  
2.4.4.  "Slope" of a linear regression  (𝑎1) means:  
𝑎1= ∑ (𝑥𝑖− 𝑥)×(𝑦𝑖− 𝑦)𝑛
𝑖=1
∑ (𝑥𝑖− 𝑥)2 𝑛
𝑖=1 
where: 𝑥𝑖 is the actual value of the reference parameter  
𝑦𝑖 is the actual value of the parameter to be verified  
𝑥 is the mean value of the reference parameter  
𝑦 is the mean value of the parameter to be verified  
𝑛 is the number of values  
2.4.5.  "Standard error of estimate" ( 𝑆𝐸𝐸) means:  
𝑆𝐸𝐸 = √∑  (𝑦𝑖−𝑦́)2 𝑛
𝑖=1
𝑛−2 
where:  
𝑦́ is the estimated value of the parameter to be verified  
𝑦𝑖 is the actual value of the parameter to be verified  
𝑛 is the number of values  
2.5. For the purposes of this Annex, the following definitions shall apply in terms of other 
items  
2.5.1.  "Cold start period" means the period from the test start as defined in point 2. 6.5 until the 
point when the vehicle has run for 5 minutes. If the coolant temperature is determined, the  
EN 8  EN cold start period ends once the coolant is at least 70 °C for the first time but no later than 5 
minutes after test start. In the case that measuring the coolant temperature is not feasible, 
on request  of the manufacturer and with approval of the approval authority, instead of 
using the coolant temperature, the engine oil temperature may be used.  
2.5.2.  "Deactivated internal combustion engine" means an internal combustion engine for which 
one of the following criteria apply:  
- the recorded engine speed is < 50 rpm;  
- or when the engine speed is not recorded, the exhaust mass flow rate is measured at 
< 3 kg/h.  
2.5.3.  "Engine control unit" means the electronic unit that controls various actuators to ensure the 
optimal p erformance of the engine.  
2.5.4.  "Extended factor" means a factor which accounts for the effect of extended ambient 
temperature or altitude conditions upon pollutant emissions . 
2.5.5.  "Particle number emissions" (PN) means the total number of solid particles2 emitted fr om 
the vehicle exhaust quantified according to the dilution, sampling and measurement 
methods as specified in this Annex . 
2.6. For the purposes of this Annex, the following definitions shall apply in terms of 
Testing Procedure  
2.6.1.  "Cold start PEMS trip" means a tri p with conditioning of the vehicle prior to the test as 
described in paragraph 5.3.2. 
2.6.2.  "Hot start PEMS trip" means a trip without conditioning of the vehicle prior to the test as 
described in paragraph 5.3.2, but with a warm engine with coolant temperature above 70 
°C. In the case that measuring the coolant temperature is not feasible, on request of the 
manufacturer and with approval of the approval authority, instead of using the coolant 
temperature, the engine oil temperature may be used.  
2.6.3.  "Periodically reg enerating system" means a pollutant emissions control device (e.g. 
catalytic converter, particulate trap) that requires a periodical regeneration  
2.6.4.  "Reagent" means any product other than fuel that is stored on -board the vehicle and is 
provided to the exhaust  after -treatment system upon request of the emission control system.  
2.6.5.  "Test start" means (Figure 4) whichever occurs first from:  
- the first activation of the internal combustion engine;  
- the first movement of the vehicle with speed greater than 1 km/h for  OVC -HEVs and NOVC -
HEV s. 
  Figure 4  
Test start definition  
                                                 
2 The term "particle"  is conventionally used for the matter being characterised (measured) in 
the airborne phase (suspend ed matter), and the term "particulate" for the deposited  matter.   
EN 9  EN  
2.6.6.  "Test end" means (Figure 5) that the vehicle has completed the trip and whichever occurs 
last from:  
- the final deactivation of the internal combustion engine;  
- the vehicle stops and the speed is  lower than or equal to 1 km/h for OVC -HEVs and NOVC -
HEVS finishing the test with deactivated internal combustion engine.  
Figure 5  
Test end definition  
 
 
2.6.7.  "Validation of PEMS" means the process of evaluating on a chassis dynamometer the 
correct installation  and functionality within the given accuracy limits of a Portable 
Emissions Measurement System and exhaust mass flow rate measurements as obtained 
from one or multiple non -traceable exhaust mass flow meters or as calculated from 
sensors or ECU signals.  
3. GENERAL REQUIREMENTS  
3.1. Compliance requirements  
For vehicle types approved according to this Annex, the final RDE emission results calculated 
according to this Annex at any possible RDE test performed in accordance with the requirements of 
 
 
 
EN 10  EN this Annex, shall n ot be higher than any of the relevant Euro 6 emission limit s laid down in Table 2 
of Annex I to Regulation (EC) No 715/2007 . The manufacturer shall confirm compliance with this 
Regulation by completing the RDE compliance certificate set out in Appendix 12.  
The manufacturer may declare compliance with lower emission limits by declaring lower values 
called “Declared Maximum RDE”, either for NOx or PN or both, in the Manufacturer’s RDE 
certificate of compliance  found in Appendix 12 and the Certificate of Confo rmity of each vehicle. 
These Declared Maximum RDE values shall be used for checking the compliance of cars when 
applicable, including for tests performed during In-service Conformity and Market Surveillance.  
The RDE performance shall be demonstrated by per forming the necessary tests in the PEMS test 
family on the road operated over their normal driving patterns, conditions and payloads. The 
necessary tests shall be representative for vehicles operated on their real driving routes, with their 
normal load. Th e requirements of emission limits shall be fulfilled for the urban operation and the 
complete PEMS trip.  
The RDE tests required by this Annex provide a presumption of conformity. The presumed 
conformity may be reassessed by additional RDE tests.  Verificati on of compliance shall be made in 
accordance with the rules of in -service conformity.  
3.2. Facilitation of PEMS testing  
Member States shall ensure that vehicles can be tested with PEMS on public roads in accordance 
with the procedures under their own national law, while respecting local road traffic legislation and 
safety requirements.  
Manufacturers shall ensure that vehicles can be tested with PEMS. This shall include:  
(a) constructing the exhaust pipes in order to facilitate sampling of the exhaust, or making  
available suitable adapters for exhaust pipes for testing by the authorities;  
(b) in case the exhaust pipe construction does not facilitate sampling of the exhaust, the 
manufacturer shall also make available to independent parties, adapters for purchase o r rent via 
their spare parts or service tools network (e.g. RMI portal), through authorised dealers or via a 
contact point on the referred publicly accessible website;  
(c) providing guidance available online, without the need of registration or login, on h ow to 
attach a PEMS to vehicles;  
(d) granting access to ECU signals relevant to this Annex, as mentioned in Table A4/1 of 
Appendix 4; and  
(e) making the necessary administrative arrangements.  
3.3. Selection of vehicles for PEMS testing  
PEMS tests shall not be  required for each ‘vehicle emission type  with regards to Real Driving 
Emissions ’. Several vehicle emission types may be put together by the vehicle manufacturer to form 
a ‘PEMS test family ’ in accordance with the requirements of paragraph 3.3.1., which shall be 
validated in accordance with the requirements of paragraph 3.4.  
EN 11  EN Symbols, parameters and units  
N — Number of vehicle emission types  
NT — Minimum number of vehicle emission 
types  
PMR H — highest power -to-mass -ratio of all vehicles 
in the PEMS test family  
PMR L — lowest power -to-mass -ratio of all vehicles 
in the PEMS test family  
V_eng_ma
x — maximum engine volume of all vehicles 
within the PEMS test family  
 
3.3.1.  PEMS test family building  
A PEMS test family shall comprise finished vehicles of a manufacturer with similar emission 
characteristics. Vehicle emission types may be included in a PEMS test family only as long as the 
vehicles within a PEMS test family are identical with respect to the characteristics in all the 
administrative and tec hnical criteria listed below.  
3.3.1.1.  Administrative criteria  
(a) The approval authority issuing the emission type approval in accordance with this Annex 
(‘authority’)  
(b) The manufacturer having received the emission type approval in accordance with this Annex 
(‘manufacturer’).  
3.3.1.2.  Technical criteria  
(a) Propulsion type (e.g. ICE, NOVC -HEV, OVC -HEV ) 
(b) Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi - or flex -fuelled vehicles may be 
grouped with other vehicles, with which they have one of the fuels in common.  
(c) Combustion process (e.g. two stroke, four stroke)  
(d) Number of cylinders  
(e) Configuration of the cylinder block (e.g. in -line, V, radial, horizontally opposed, …)  
(f) Engine volume  
 The vehicle manufacturer shall specify a value V_eng_max (= maximum  engine volume of 
all vehicles within the PEMS test family). The engine volumes of vehicles in the PEMS test family 
shall not deviate more than – 22 % from V_eng_max if V_eng_max ≥ 1500 ccm and – 32 % from 
V_eng_max if V_eng_max < 1500 ccm.  
(g) Method of e ngine fuelling (e.g. indirect or direct or combined injection)  
(h) Type of cooling system (e.g. air, water, oil)  
(i) Method of aspiration such as naturally aspirated, pressure charged, type of pressure charger 
(e.g. externally driven, single or multiple tu rbo, variable geometries …)   
EN 12  EN (j) Types and sequence of exhaust after -treatment components (e.g. three -way catalyst, 
oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap)  
(k) Exhaust gas recirculation (with or without, internal/externa l, cooled/non -cooled, low/high 
pressure)  
3.3.1.3.  Extension of a PEMS test family  
An existing PEMS test family may be extended by adding new vehicle emission types to it. The 
extended PEMS test family and its validation must also fulfil the requirements of paragrap hs 3.3. 
and 3.4. This may require the PEMS testing of additional vehicles to validate the extended PEMS 
test family according to paragraph 3.4.  
3.3.1.4.  Alternative PEMS test family definition  
As an alternative to the provisions of paragraph 3.3.1 .1 and 3.3.1.2 . the vehicle manufacturer may 
define a PEMS test family that is identical to a single vehicle emission type or a single WLTP IP -
family. In this case, only one vehicle has to be tested from the family in either a hot or a cold test, at 
the choice of the author ity and there is no need to validate the PEMS test family as in paragraph 3.4.  
 
3.4. Validation of a PEMS test family  
3.4.1.  General requirements for validating a PEMS test family  
3.4.1.1.  The vehicle manufacturer shall present a representative vehicle of the PEMS test family to 
the authority. The vehicle shall be subject to a PEMS test carried out by a Technical 
Service to demonstrate compliance of the representative vehicle with the requirements of 
this Annex.  
3.4.1.2.  The authority shall select additional vehicles according to the re quirements of paragraph 
3.4.3. for PEMS testing carried out by a Technical Service to demonstrate compliance of 
the selected vehicles with the requirements of this Annex. The technical criteria for 
selection of an additional vehicle according to paragraph 3.4.3. shall be recorded with the 
test results.  
3.4.1.3.  With agreement of the authority, a PEMS test can also be driven by a different operator 
witnessed by a Technical Service, provided that at least the tests of the vehicles required by 
paragraphs 3.4.3.2. and 3 .4.3.6. and in total at least 50 per cent of the PEMS tests required 
for validating the PEMS test family are driven by a Technical Service. In such case the 
Technical Service remains responsible for the proper execution of all PEMS tests pursuant 
to the re quirements of this Annex.  
3.4.1.4.  A PEMS test result  of a specific vehicle may be used for validating different PEMS test 
families under the following conditions:  
- the vehicles included in all PEMS test families to be validated are approved by a single 
authority  according to this Annex and this authority agrees to the use of the specific vehicle's PEMS 
test results for validating different PEMS test families;  
- each PEMS test family to be validated includes a vehicle emission type, which comprises 
the specific vehicle.  
3.4.2.  For each validation, the applicable responsibilities are considered to be borne by the 
manufacturer of the vehicles in the respective family, regardless of whether this 
manufacturer was involved in the PEMS test of the specific vehicle emission ty pe. 
3.4.3.  Selection of vehicles for PEMS testing when validating a PEMS test family   
EN 13  EN When selecting vehicles from a PEMS test family, it shall be ensured that the following technical 
characteristics relevant for pollutant emissions are covered by a PEMS test. A p articular vehicle 
selected for testing can be representative for different technical characteristics. For the validation of 
a PEMS test family , vehicles shall be selected for PEMS testing as follows:  
3.4.3.1.  For each combination of fuels (e.g. petrol -LPG, petrol -NG, petrol only), on which some 
vehicles of the PEMS test family can operate, at least one vehicle that can operate on such 
combination of fuels shall be selected for PEMS testing.  
3.4.3.2.  The manufacturer shall specify a value PMR H (= highest power -to- mass -ratio of all 
vehicles in the PEMS test family) and a value PMR L (= lowest power -to- mass -ratio of all 
vehicles in the PEMS test family). At least one vehicle configuration representative for the 
specified PMR H and one vehicle configuration representative for the  specified PMR L of a 
PEMS test family shall be selected for testing. The power -to- mass ratio of a vehicle shall 
not deviate by more than 5 per cent from the specified value for PMR H, or PMR L for the 
vehicle to be considered as representative for this valu e. 
3.4.3.3.  At least one vehicle for each transmission type (e.g., manual, automatic, DCT) installed in 
vehicles of the PEMS test family shall be selected for testing.  
3.4.3.4.  At least one vehicle per each configuration of driven axles shall be selected for testing if 
such vehicles are part of the PEMS test family.  
3.4.3.5.  For each engine volume associated with a vehicle in the PEMS test family at least one 
representative vehicle shall be tested.  
3.4.3.6.  At least one vehicle in the PEMS test family shall be tested in hot start testing.  
3.4.3.7.  Notwithstanding the provisions in paragraphs 3.4.3.1. to 3.4.3.6., at least the following 
number of vehicle emission types of a given PEMS test family shall be selected for testing:  
Number of vehicle emission 
types in a PEMS test family (N)  Minimum number of vehicle 
emission types selected for PEMS 
cold start testing (NT)  Minimum number of vehicle emission 
types selected for PEMS hot start 
testing  
   1 1 1(2) 
From 2 to 4  2 1 
from 5 to 7  3 1 
from 8 to 10  4 1 
from 11 to 49  NT = 3 + 0.1 x N(1) 2 
more than  49 NT = 0.15 x N(1) 3 
(1) NT shall be rounded to the next higher integer number  
(2) When there is only one vehicle emission type in a PEMS test family, the 
type approval authority shall decide whether the vehicle shall be tested in 
hot or cold start.  
3.5. Reporting for type approval  
3.5.1.  The vehicle manufacturer shall provide a full description of the PEMS test family, which 
shall include the technical criteria described in paragraph  3.3.1.2. and submit it to the 
authority.   
EN 14  EN 3.5.2.  The manufacturer attributes a unique i dentification number of the format MS -OEM -X-Y to 
the PEMS test family and communicates it to the authority. Here MS is the distinguishing 
number of the Member State issuing the EC type -approval3, OEM is the 3 character 
manufacturer, X is a sequential numbe r identifying the original PEMS test family and Y is 
a counter for its extensions (starting with 0 for a PEMS test family not extended yet).  
3.5.3.  The authority and the vehicle manufacturer shall maintain a list of vehicle emission types 
being part of a given PE MS test family on the basis of emission type approval numbers. 
For each emission type all corresponding combinations of vehicle type approval numbers, 
types, variants and versions as defined in sections 0.10 and 0.2 of the vehicle's EC 
certificate of confo rmity shall be provided as well.  
3.5.4.  The authority and the vehicle manufacturer shall maintain a list of vehicle emission types 
selected for PEMS testing in order validate a PEMS test family in accordance with point 
3.4, which also provides the necessary information on how the selection criteria of point 
3.4.3  are covered. This list shall also indicate whether the provisions of point 3.4.1.3 were 
applied for a particular PEMS test.  
3.6. Rounding requirements:  
Rounding of dat a in the data exchange file, defined in  Appendix 7, section  10, is not permitted. In 
the pre -processing file, the data may be rounded to the same order of magnitude of the accuracy of 
the measurement of a respective parameter.  
The intermediate and final em ission test results, as calculated in Appendix 11, shall be rounded in 
one step to the number of places to the right of the decimal point indicated by the applicable 
emission standard plus one additional significant figure. Preceding steps in the calculati ons shall not 
be rounded.  
4. PERFORMANCE REQUIREME NTS FOR INSTRUMENTAT ION 
The instrumentation used for RDE tests shall comply with the requirements found in Appendix 5.  
5. TEST CONDITIONS  
Only an RDE test fulfilling the requirements of this Section shall be accepted as valid. Tests 
performed outside the test conditions specified in this Section shall be considered as invalid, unless 
specified otherwise.  
5.1. Ambient conditions  
The test shall be conducted under the ambient conditions laid down in this section. The ambient 
conditions become ‘extended’ when at least one of the temperature or altitude conditions is 
extended. The factor for extended conditions as defined in paragraph 7.5. shall only be applied once 
even if both conditions are extended in the same time p eriod. Notwithstanding the opening 
paragraph of this section, if a part of the test or the entire test is performed outside of extended 
conditions, the test shall be invalid only when final emissions as calculated in Appendix 11, are 
greater than the appli cable emission limits. The conditions are as follows:  
For type approvals with character EA as in Table 1, Appendix 6 of Annex I:  
                                                 
3 1 for Germany; 2 for France; 3 for Italy; 4 for the Netherlands; 5 for Sweden; 6 for Belgium; 7 for Hungary; 8 
for the Czech Republic; 9 for Spain; 11 for the United Kingdom; 12 for Austria ; 13 for Luxembourg; 17 for 
Finland; 18 for Denmark; 19 for Romania; 20 for Poland; 21 for Portugal; 23 for Greece; 24 for Ireland. 25 for 
Croatia; 26 for Slovenia; 27 for Slovakia; 29 for Estonia; 32 for Latvia; 34 for Bulgaria; 36 for Lithuania; 49 
for C yprus; 50 for Malta   
EN 15  EN Moderate altitude conditions : Altitude lower or equal to 700 meters above sea level.  
Extended altitude conditions : Altitude higher than 700 meters above sea level and 
lower or equal to 1300 meters above sea level.  
Moderate temperature conditions : Greater than or equal to 273.15 K (0 °C) and lower than 
or equal to 30 3.15 K (3 0 °C).  
Extended temperature conditions : Greater than  or equal to 266.15 K ( – 7 °C) and lower 
than 273.15 K (0 °C) or greater than 30 3.15 K (3 0 °C) 
and lower than or equal to 3 08.15 K (3 5 °C).  
For type approvals with character EB as in Table 1, Appendix 6 of Annex I:  
Moderate altitude conditions : Altitude l ower or equal to 700 meters above sea level.  
Extended altitude conditions : Altitude higher than 700 meters above sea level and 
lower or equal to 1300 meters above sea level.  
Moderate temperature conditions : Greater than or equal to 273.15 K (0 °C) and lo wer than 
or equal to 308.15 K (35 °C).  
Extended temperature conditions : Greater than or equal to 266.15 K ( – 7 °C) and lower 
than 273.15 K (0 °C) or greater than 308.15 K (35 °C) 
and lower than or equal to 311.15 K (38 °C).  
 
5.2. Dynamic conditions of trip  
The dynamic conditions encompass the effect of road grade, head wind and driving dynamics 
(accelerations, decelerations) and auxiliary systems upon energy consumption and emissions of the 
test vehicle. The validity of the trip for the dynamic conditions sh all be checked after the test is 
completed, using the recorded data. This verification shall be conducted in 2 steps:  
STEP i: The excess or insufficiency of driving dynamics during the trip shall be checked using the 
methods described in Appendix 9.  
STEP i i: If the trip is valid following the verifications in accordance with STEP i, the methods for 
verifying the validity of the trip as laid down in Appendices 8 and 10 shall be applied.  
5.3. Vehicle condition and operation  
5.3.1.  Vehicle condition  
The vehicle, including  the emission related components, shall be in good mechanical condition and 
shall have been run in and driven at least 3,000 km before the test. The mileage and the age of the 
vehicle used for RDE testing shall be recorded.  
All vehicles, and in particular OVC -HEVs vehicles may be tested in any selectable mode, including 
battery charge mode. On the basis of technical evidence provided by the manufacturer and with the 
agreement of the responsible authority, the dedicated driver -selectable modes for very speci al 
limited purposes shall not be considered (e.g. maintenance mode, race driving, crawler mode). All  
EN 16  EN remaining modes used for driving may be considered and the pollutant emissions limits shall be 
fulfilled in all these modes.  
Modifications that affect the vehicle aerodynamics are not permitted, with the exception of the 
PEMS installation. The tyre types and pressure shall be according to the vehicle's manufacturer 
recommendations. The tyre pressure shall be checked prior to the pre -conditioning and adjusted  to 
the recommended values if needed. Driving the vehicle with snow chains is not permitted.  
Vehicles should not be tested with an empty starter battery. In case the vehicle has problems 
starting, the battery shall be replaced following the recommendation s of the vehicle's manufacturer.  
The vehicle's test mass comprises of the driver, a witness of the test (if applicable), the test 
equipment, including the mounting and the power supply devices and any artificial payload. It shall 
be between the actual mass  of the vehicle and the maximum permissible test mass of the vehicle at 
the beginning of the test and shall not increase during the test.  
The test vehicles shall not be driven with the intention to generate a passed or failed test due to 
extreme driving th at do not represent normal conditions of use. If necessary, verification of normal 
driving may be based on expert judgement made by or on behalf of the granting type approval 
authority through cross -correlation on several signals, which may include exhaust  flow rate, exhaust 
temperature, CO 2, O 2 etc. in combination with vehicle speed, acceleration and GNSS data and 
potentially further vehicle data parameters like engine speed, gear, accelerator pedal position etc.  
5.3.2.  Vehicle conditioning for cold start PEMS tr ip 
Before RDE testing, the vehicle shall be preconditioned in the following way:  
The vehicle shall be driven, preferably on the same route as the planned RDE testing or for at least 
10 min per type of operation (e.g. urban, rural, motorway) or 30 minutes w ith a minimum average 
velocity of 30 km/h . The validation test in the laboratory, as in Appendix 6, also counts as 
preconditioning. The vehicle shall subsequently be parked with doors and bonnet closed and kept in 
engine -off status within moderate or exten ded altitude and temperatures, in accordance with 
paragraph 5.1., for between 6 and 72 hours. Exposure to extreme atmospheric conditions (such as 
heavy snowfall, storm, hail) and excessive amounts of dust or smoke should be avoided.  
Before the test start, the vehicle and equipment shall be checked for damages and the presence of 
warning signals that may suggest malfunctioning. In the case of a malfunction the source of the 
malfunctioning shall be identified and corrected or the vehicle shall be rejected.  
5.3.3.  Auxiliary devices  
The air conditioning system or other auxiliary devices shall be operated in a way which corresponds 
to their typically intended use during real driving on the road. Any use shall be documented. The 
vehicle windows shall be closed when the a ir conditioning or heating are used.  
5.3.4.  Vehicles equipped with periodically regenerating systems  
5.3.4.1.  All results shall be corrected with the K i factors or with the K i offsets developed by the 
procedures in Appendix 1 to Annex B6 of the UN Regulation No. 1544 for type-approval 
of a vehicle type with a periodically regenerating system. The K i factor or the K i offset 
shall be applied to the final results after evaluation in accordance with Appendix 11.  
5.3.4.2.  If the final emissions as calculated in Appendix 11 are above the  applicable emission 
limits, then the occurrence of regeneration shall be verified. The verification of a 
                                                 
4 UN Regulation No. 154 – Uniform provisions concerning the approval of light duty passenger and commercial 
vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the 
measurement of electric  energy consumption and electric range (WLTP) (OJ L 423, 26.11.2021, p. 1).   
EN 17  EN regeneration may be based on expert judgement through cross -correlation of several of the 
following signals, which may include exhaust temperature, PN , CO 2, O2 measurements in 
combination with vehicle speed and acceleration. If the vehicle has a regeneration 
recognition feature, it shall be used to determine the occurrence of regeneration. The 
manufacturer may advise how to recognise whether regeneratio n has taken place in case 
such a signal is not available.  
5.3.4.3.  If regeneration occurred during the test, the final emission result without the application of 
either the K i -factor or the K i offset shall be checked against applicable emission limits. If 
the fina l emissions are above the emission limits, then the test shall be invalid and repeated 
once. The completion of the regeneration and stabilisation, through approximately 1 hour 
of driving, shall be done prior to the start of the second test. The second test  is considered 
valid even if regeneration occurs during it.  
Even if the final emission results fall below the applicable emission limits, the occurrence of 
regeneration may be verified as in paragraph  5.3.4.2. If the presence of regeneration can be proved 
and with the agreement of the Type Approval Authority, the final results shall be calculated without 
the application of either the K i factor or the Ki offset.  
5.4. PEMS operational requirements  
The trip shall be selected in such a way that the testing is uninte rrupted and the data continuously 
recorded to reach the minimum test duration defined in paragraph  6.3. 
Electrical power shall be supplied to the PEMS by an external power supply unit and not from a 
source that draws its energy either directly or indirectl y from the engine of the test vehicle.  
The installation of the PEMS equipment shall be done in a way to minimise the influence on the 
vehicle’s emissions or performance or both to the greatest extent possible. Care should be exercised 
to minimise the mass of the installed equipment and potential aerodynamic modifications of the test 
vehicle.  
During type approval, a validation test in the laboratory shall be performed before running an RDE 
test according to Appendix 6.  For OVC -HEV the test shall be conducte d in Charge Sustaining 
vehicle operation.  
5.5. Lubricating oil, fuel and reagent  
For the test performed during type approval, the fuel used for RDE testing shall be either the 
reference fuel defined in Annex B3 of the UN Regulation No. 154 or within the specifi cations 
issued by the manufacturer for vehicle operation by the customer. The reagent (where applicable) 
and lubricant used shall be within the specifications recommended or issued by the manufacturer.  
For tests performed during ISC, or Market Surveillance  the fuel used for RDE testing may be any 
fuel legally available in the market.5  
In the case of an RDE test with a failed result, samples of fuel, lubricant and reagent (if applicable) 
shall be taken and kept for at least 1 year under conditions guarantee ing the integrity of the sample. 
Once analysed, the samples can be discarded.  
6. TEST PROCEDURE  
                                                 
5 See Directive 2009/30/EC of the European Parliament and of the Council of 23 April 2009 amending Directive 
98/70/EC as regards the specification of petrol, diesel and gas -oil and  introducing a mechanism to monitor and 
reduce greenhouse gas emissions and amending Council Directive 1999/32/EC as regards the specification of 
fuel used by inland waterway vessels and repealing Directive 93/12/EEC , OJ L 140, 5.6.2009, p. 88 .  
EN 18  EN 6.1. Types of speed bins  
Urban speed bin  is characterised by vehicle speeds lower than or equal to 60  km/h.  
Rural speed bin  is characterised by vehicle speeds higher than 60 km/h and lower than or equal to 
90 km/h. For those vehicles that are equipped with a device permanently limiting vehicle speed to 
90 km/h, rural speed bin is characterised by vehicle speed higher than 60 k m/h and lower than or 
equal to 80 km/h.  
Motorway speed bin  is characterised by speeds above 90 km/h.  
For those vehicles that are equipped with a device permanently limiting vehicle speed to 100 km/h, 
motorway speed bin is characterised by speed higher tha n 90 km/h.  
For those vehicles that are equipped with a device permanently limiting vehicle speed to 90 km/h, 
motorway speed bin is characterised by speed higher than 80 km/h.  
 
6.1.1.  Other requirements  
The average speed (including stops) of the urban speed bin sh all be between 15 and 40 km/h.  
The speed range of the motorway driving shall properly cover a range between 90 and at least 110 
km/h. The vehicle’s velocity shall be above 100 km/h for at least 5 minutes.  
For those vehicles that are equipped with a device permanently limiting vehicle speed to 100 km/h, 
the speed range of the motorway speed bin shall properly cover a range between 90 and 100 km/h. 
The vehicle’s velocity shall be above 90 km/h for at least 5 minutes.  
For those vehicles that are equipped with a device limiting vehicle speed to 90 km/h, the speed 
range of the motorway speed bin of shall properly cover a range between 80 and 90 km/h. The 
vehicle’s velocity shall be above 80 km/h for at least 5 minutes.  
In the case that the local speed limits for the specific vehicle being tested prevent compliance with 
the requirements of this paragraph, the requirements of the following paragraph shall apply:  
The speed range of the motorway driving shall properly cover a range between X – 10 and X km/h. 
The vehicle’s velocity shall be above x - 10 km/h for at least 5 minutes. Where X = the local speed 
limit for the tested vehicle.  
6.2. Required distance shares of t rip speed bins  
The following is the distribution of the speed bins in an RDE trip that are required for respecting the 
needs of evaluation: The trip shall consist of approximately 34 % per cent urban, 33 % per cent 
rural and 33 % per cent motorway speed bi ns. ‘Approximately’ shall mean the interval of ±10 per 
cent points around the stated percentages. The urban speed bin shall however never be less than 
29% of the total trip distance.  
The shares of urban, rural and motorway speed bins shall be expressed as a percentage of the total 
trip distance.  
The minimum distance of each, urban, rural and motorway speed bins shall be 16 km.  
6.3. RDE test to be performed  
The RDE performance shall be demonstrated by testing vehicles on the road, operated over their 
normal drivi ng patterns, conditions and payloads. RDE tests shall be conducted on paved roads (e.g. 
off-road operation is not permitted). An RDE trip shall be driven in order to prove compliance with 
the emission requirements.   
EN 19  EN 6.3.1.  The design of the trip shall be such as to comprise driving that would in principle cover all 
of the required shares of speed bins in paragraph 6.2 and comply with all other 
requirements described in paragraphs 6.1.1., 6.3, 4.5.1. of Appendix 8 and section  4. of 
Appendix 9.  
6.3.2.  The planned RDE trip shall always start with urban operation followed by rural, then 
motorway operation, in accordance with the required shares for speed bins in paragraph 
6.2. The urban, rural and motorway operation shall be run consecutively, but may also 
include a trip whic h starts and ends at the same point. Rural operation may be interrupted 
by short periods of urban speed bin when driving through urban areas. Motorway operation 
may be interrupted by short periods of urban or rural speed bins, e.g., when passing toll 
stations or sections of road work.  
6.3.3.  The vehicle speed shall normally not exceed 145 km/h. This maximum speed may be 
exceeded by a tolerance of 15 km/h for not more than 3 per cent of the time duration of the 
motorway operation. Local speed limits remain in force  during a PEMS test, 
notwithstanding other legal consequences. Violations of local speed limits per se do not 
invalidate the results of a PEMS test.  
Stop periods, defined by vehicle speed of less than 1 km/h, shall account for 6 -30 per cent of the 
time dur ation of urban operation. Urban operation may contain several stop periods of 10 s or 
longer. If stop periods in urban driving part are over 30 per cent or there are individual stop periods 
exceeding 300 consecutive seconds, the test shall be invalid only if the emission limits are not met.  
The trip duration shall be between 90 and 120 minutes.  
The start and the end points of a trip shall not differ in their elevation above sea level by more than 
100 m. In addition, the proportional cumulative positive alti tude gain over the entire trip and over 
the urban operation shall be less than 1,200 m/100 km and be determined in accordance with 
Appendix 10.  
6.3.4.  The average speed (including stops) during cold start period shall be between 15 and 40 
km/h. The maximum speed during the cold start period shall not exceed 60 km/h.  
At the test start, the vehicle shall move within 15 seconds. The vehicle stop periods during the 
entire cold start period, as defined in paragraph 2.6.1., shall be kept to the minimum possible and it 
shall not exceed 90 s in total.  
6.4. Other trip requirements  
If the engine stalls during the test, it may be restarted, but the sampling  and data recording  shall not 
be interrupted. If the engine stops during the test, the sampling and data recording  shall not be 
interrupted.  
In general, the exhaust mass flow shall be determined by measurement equipment functioning 
independently from the vehicle. With agreement of the authority vehicle ECU data may be used in 
this respect during initial type approval.  
If the ap proval authority is not satisfied with the data quality check and validation results of a 
PEMS test conducted in accordance with Appendix 4, the approval authority may consider the test 
to be invalid. In such case, the test data and the reasons for invalid ating the test shall be recorded by 
the approval authority.  
The manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving 
patterns, conditions and payloads are representative of the PEMS test family. The ambient 
conditions and payload requirements, as specified in paragraph  5.1. and paragraph  5.3.1.  
EN 20  EN respectively, shall be used ex -ante to determine whether the conditions are acceptable for RDE 
testing.  
The approval authority shall propose a test trip in urban, rural and motor way operation meeting the 
requirements of paragraph  6.2. If applicable, for the purpose of trip design, the urban, rural and 
motorway parts shall be selected based on a topographic map. If for a vehicle the collection of ECU 
data influences the vehicle's e missions or performance, the entire PEMS test family to which the 
vehicle belongs shall be considered as non -compliant.  
For RDE tests performed during type approval, the type approval authority may verify if the test 
setup and the equipment used fulfil th e requirements of Appendices 4 and 5 through a direct 
inspection or an analysis of the supporting evidence (e.g. photographs, records).  
6.5. Compliance of software tools  
Any software tool used to verify the trip validity and calculate emissions compliance with the 
provisions laid down in paragraphs 5 and 6 and Appendices 7, 8, 9, 10 and 11 shall be validated by 
an entity defined by the Member State. Where such software tool is incorporated in the PEMS 
instrument, proof of the validation shall be provided along w ith the instrument.  
7. TEST DATA ANALYSIS  
7.1. Emissions and trip evaluation  
The test shall be conducted in accordance with Appendix 4.  
7.2. The trip validity shall be assessed in a three -step procedure as follows:  
STEP A: The trip complies with the general requirement s, boundary conditions, trip and operational 
requirements, and the specifications for lubricating oil, fuel and reagents set out in Sections  5 and 6 
and Appendix 10;  
STEP B: The trip complies with the requirements set out in Appendix 9.  
STEP C: The trip co mplies with the requirements set out in Appendix 8.  
The steps of the procedure are detailed in Figure  6. 
If at least one of the requirements is not fulfilled, the trip shall be declared invalid.   
EN 21  EN Figure 6  
Assessment of trip validity – schematic (i.e. not all details are included in the steps included in the figure, see the relevant Appendices for 
such details)  
 
 
 
EN 22  EN 7.3. In order to preserve data integrity, it shall not be permitted to combine data of different 
RDE trips in a single data set or to modify or remove data from an RDE trip, except for 
cases mentioned explicitly in this Annex.  
7.4. Emission results shall be calculated using the methods laid down in Appendix 7 and 
Appendix 11. The emissions calculations shall be made between test start and test end.  
7.5. The extended factor for this Annex is set at 1.6. If during a particular time interval the 
ambient conditions are extended, in accordance with paragraph  5.1., then the pollutant 
emissions calculated according to Appendix 7, during that particular time inte rval, shall 
be divided by the extended factor. This provision does not apply to carbon dioxide 
emissions.  
7.6. Gaseous pollutant and particle number emissions during the cold start period, as defined 
in paragraph  2.6.1., shall be included in the normal evaluati on in accordance with 
Appendices 7 and 11.  
If the vehicle was conditioned for the last three hours prior to the test at an average 
temperature that falls within the extended range in accordance with paragraph  5.1., then the 
provisions of paragraph 7.5. app ly to the data collected during the cold start period, even if the 
test ambient conditions are not within the extended temperature range.  
7.7. Data Reporting  
7.7.1.  General  
All data of a single RDE test shall be recorded according to the data exchange and data 
reporti ng files found in the same weblink as the UN Regulation on RDE [ XXX ]6  
7.7.2.  Reporting and dissemination of RDE type approval test information  
7.7.2.1.  A technical report prepared by the manufacturer shall be made available to the 
approval authority. The technical report  is composed of 4 items:  
(i) the Data Exchange file  
(ii) the Reporting file  
(iii) the Vehicle and engine description as described in Appendix 4 of Annex I of 
Regulation 2017/1151;  
(iv) visual supporting material (photographs and/or videos) of the PEMS installation 
in the tested vehicle of adequate quality and quantity to identify the vehicle and to 
assess if the installation of the PEMS main unit, the EFM, the GNSS antenna, and 
the we ather station follow the instrument manufacturers recommendations and the 
general good practices of PEMS testing.  
7.7.2.2.  The manufacturer shall ensure that the information listed in point 7.7.2.2.1. is made 
available on a publicly accessible website without costs  and without the need for the 
user to reveal his identity or sign up. The manufacturer shall keep the Commission 
and Type Approval Authorities informed on the location of the website.  
7.7.2.2.1.  The website shall allow a wildcard search of the underlying 
database based on one or more of the following:  
                                                 
6 Weblink   
EN 23  EN Make, Type, Variant, Version, Commercial name, or Type Approval Number 
as referred to in the certificate of conformity, pursuant to Annex IX to 
Directive 2007/46/EC or Annex VIII to Commission Implementing Reg ulation 
(EU) 2020/683.  
The information described below shall be made available for each vehicle in a 
search:  
– The PEMS family ID to which that vehicle belongs, in accordance with 
item number 3 in the Transparency List 1 set out in Table 1 of Appendix 
5 to A nnex II;  
– The Declared Maximum RDE Values as reported in point 48.2 of the 
Certificate of Conformity, as described in  Annex VIII to Commission 
Implementing Regulation (EU) 2020/683 . 
7.7.2.3.  Upon request, without costs and within 10 days , the manufacturer shall make 
available the technical report referred to in point 7.7.2.1 to any third party and the 
Commission. The manufacturer shall also make available the technical report 
referred to in point 7.7.2.1 upon request and with a reasonable  and proportionate fee 
to others, which does not discourage an inquirer with a justified interest from 
requesting the respective information or exceed the internal costs of the manufacturer 
for making the requested information available.  
Upon request, the  type approval authority shall make available the information listed 
under points 7.7.2.1 and 7.7.2.2 without costs and within 10 days of receiving the 
request to any third party or the Commission. The type approval authority shall also 
make available to o thers upon request the information listed under points 7.7.2.1 and 
7.7.2.2 with a reasonable and proportionate fee, which does not discourage an 
inquirer with a justified interest from requesting the respective information or exceed 
the internal costs of t he authority for making the requested information available.    
EN 24  EN Appendix 1 - Reserved  
Appendix 2 - Reserved  
Appendix 3 - Reserved  
 
Appendix 4 - Test procedure for vehicle emissions testing with a portable emissions 
measurement system (PEMS)  
Test procedure fo r vehicle emissions testing with a portable emissions measurement system 
(PEMS)  
1. Introduction  
This appendix describes the test procedure to determine 
pollutant emissions from passenger and light commercial 
vehicles using a Portable Emissions Measurement System.  
2. Symbols, Parameters and Units  
pe — evacuated pressure [kPa]  
qvs — volume flow rate of the system [l/min]  
ppmC 1 — parts per million carbon equivalent  
Vs — system volume [l]  
 
3. General requirements  
3.1. PEMS  
The test shall be carried out with  a PEMS, composed of 
components specified in paragraphs  3.1.1. to 3.1.5. If 
applicable, a connection with the vehicle ECU may be 
established to determine relevant engine and vehicle 
parameters as specified in paragraph 3.2.  
3.1.1.  Analysers to determine th e concentration of pollutants in 
the exhaust gas.  
3.1.2.  One or multiple instruments or sensors to measure or 
determine the exhaust mass flow.  
3.1.3.  A GNSS receiver to determine the position, altitude and, 
speed of the vehicle.  
3.1.4.  If applicable, sensors and other appliances being not part 
of the vehicle, e.g. to measure ambient temperature, 
relative humidity and air pressure.  
3.1.5.  An energy source independent of the vehicle to power the 
PEMS.  
3.2. Test parameters   
EN 25  EN Test parameters, as specified in  Table A4/1, shall be 
measured  at a constant frequency of 1.0 Hz or higher and 
recorded and reported in accordance with the requirements 
of paragraph  10. of Appendix 7 at a sampling frequency of 
1.0 Hz. If ECU parameters are obtained, these may be 
obtained  at a substantially higher frequency but the 
recording rate shall be 1.0 Hz. The PEMS analysers, flow -
measuring instruments and sensors shall comply with the 
requirements laid down in Appendices 5 and 6.  
Table A4/1  
Test parameters  
Parameter  Recommended uni t Source7 
   THC  concentration8,9 (if 
applicable)  ppm C 1  Analyser  
CH 4 concentration9,7 (if 
applicable)  ppm C 1 Analyser   
NMHC concentration9,7 
(if applicable)  ppm C 1  Analyser10  
CO concentration 9,7 ppm Analyser  
CO 2 concentration8 ppm Analyser  
NO X concentration8,9 ppm Analyser11 
PN concentration9  #/m3 Analyser  
Exhaust mass flow rate  kg/s EFM, any methods described 
in paragraph  7. of Appendix 
5. 
Ambient humidity  % Sensor  
Ambient temperature  K Sensor  
Ambient pressure  kPa Sensor  
Vehicle speed  km/h  Sensor, GNSS, or ECU12 
Vehicle latitude  Degree  GNSS  
Vehicle longitude  Degree  GNSS  
Vehicle altitude13,14 m GNSS or Sensor  
                                                 
7 Multiple parameter sources may be used.  
8 to be measured on a wet basis or to be corrected as described in paragraph 5.1. of Appendix 7  
9 parameter only mandatory if measurement required for compliance with the limits  
10 may be calculated from THC and CH 4 concentrations according to paragraph  6.2. to Appendix 7.  
11 may be calculated from measured NO and NO 2 concentrations.  
12 method to be chosen according to paragraph 4.7. of this annex.  
13 to be determined only if necessary to verify the vehicle status and op erating conditions.  
14 The preferable source is the ambient pressure sensor.   
EN 26  EN Parameter  Recommended uni t Source7 
Exhaust gas 
temperature13 K Sensor  
Engine coolant 
temperature13 K Sensor or ECU  
Engine speed13 RPM  Sensor or ECU  
Engine torque13 Nm Sensor or ECU  
Torque at driven axle13 
(if applicable)  Nm Rim torque meter  
Pedal position13 % Sensor or ECU  
Engine fuel flow15 (if 
applicable)  g/s Sensor or ECU  
Engine intake air flow15 
(if applicable)  g/s Sensor or ECU  
Fault status13 — ECU  
Intake air flow 
temperature  K Sensor or ECU  
Regeneration status13 (if 
applicable)  — ECU  
Engine oil temperature13 K Sensor or ECU  
Actual gear13 # ECU  
Desired gear (e.g. gear 
shift indicator) 13 # ECU  
Other vehicle data13 unspecified  ECU  
3.4. Installation of PEMS  
3.4.1.  General:  
The installation of the PEMS shall follow the instructions 
of the PEMS manufacturer and the local health and safety 
regulations. When the PEMS is installed inside the 
vehicle, the vehicle should be equipped with gas monitors 
or warning systems for hazardous gases (e.g. CO). The 
PEMS should be installed as to minimis e electromagnetic 
interferences during the test as well as exposure to shocks, 
vibration, dust and variability in temperature. The 
installation and operation of the PEMS shall be such that it 
avoids leakage and minimise heat loss. The installation 
and oper ation of PEMS shall not change the nature of the 
                                                 
15 to be determined only if indirect methods are used to calculate exhaust mass flow rate as described in 
paragraphs 7.2. and 7.4. of Annex 7.   
EN 27  EN exhaust gas nor unduly increase the length of the tailpipe. 
To avoid the generation of particles, connectors shall be 
thermally stable at the exhaust gas temperatures expected 
during the test. It is recommen ded to avoid the use 
elastomer connectors to connect the vehicle exhaust outlet 
and the connecting tube. Elastomer connectors, if used, 
shall have no contact with the exhaust gas to avoid 
artefacts. If the test performed with the use of elastomer 
connector s fails, the test shall be repeated without the use 
of elastomer connectors.  
3.4.2.  Permissible backpressure  
The installation and operation of the PEMS sampling 
probes shall not unduly increase the pressure at the 
exhaust outlet in a way that may influence  the 
representativeness of the measurements. It is thus 
recommended that only one sampling probe is installed in 
the same plane. If technically feasible, any extension to 
facilitate the sampling or connection with the exhaust 
mass flow meter shall have an equivalent, or larger, cross 
sectional area than the exhaust pipe.  
3.4.3.  Exhaust mass flow meter  
Whenever used, the exhaust mass flow meter shall be 
attached to the vehicle’s tailpipe(s) in accordance with the 
recommendations of the EFM manufacturer. The 
measurement range of the EFM shall match the range of 
the exhaust mass flow rate expected during the test. It is 
recommended to select the EFM so that the maximum 
expected flow rate during the test reaches at least 75 per 
cent of the EFM full range but doe s not exceed the EFM 
full range. The installation of the EFM and any exhaust 
pipe adaptors or junctions shall not adversely affect the 
operation of the engine or exhaust after -treatment system. 
A minimum of four pipe diameters or 150 mm of straight 
tubing,  whichever is larger, shall be placed at either side of 
the flow -sensing element. When testing a multi -cylinder 
engine with a branched exhaust manifold, it is 
recommended to position the exhaust mass flow meter 
downstream of where the manifolds combine and  to 
increase the cross section of the piping such as to have an 
equivalent, or larger, cross sectional area from which to 
sample. If this is not feasible, exhaust flow measurements 
with several exhaust mass flow meters may be used. The 
wide variety of exha ust pipe configurations, dimensions 
and exhaust mass flow rates may require compromises, 
guided by good engineering judgement, when selecting 
and installing the EFM(s). It is permissible to install an 
EFM with a diameter smaller than that of the exhaust 
outlet or the total cross -sectional area of multiple outlets, 
providing it improves measurement accuracy and does not  
EN 28  EN adversely affect the operation or the exhaust after -
treatment as specified in paragraph  3.4.2. It is 
recommended to document the EFM set -up using 
photographs.  
3.4.4.  Global Positioning System (GNSS)  
The GNSS antenna shall be mounted as near as possible to 
the highest location on the vehicle, so as to ensure good 
reception of the satellite signal. The mounted GNSS 
antenna shall interfere as lit tle as possible with the vehicle 
operation.  
3.4.5.  Connection with the Engine Control Unit (ECU)  
If desired, relevant vehicle and engine parameters listed in 
Table 1 can be recorded by using a data logger connected 
with the ECU or the vehicle network throu gh national or 
international standards, such as ISO 15031 -5 or SAE 
J1979, OBD -II, EOBD or WWH -OBD. If applicable, 
manufacturers shall disclose labels to allow the 
identification of required parameters.  
3.4.6.  Sensors and auxiliary devices  
Vehicle speed sensors, temperature sensors, coolant 
thermocouples or any other measurement device not part 
of the vehicle shall be installed to measure the parameter 
under consideration in a representative, reliable and 
accurate manner without unduly interfering with th e 
vehicle operation and the functioning of other analysers, 
flow-measuring instruments, sensors and signals. Sensors 
and auxiliary equipment shall be powered independently 
of the vehicle. It is permitted to power any safety -related 
illumination of fixtures  and installations of PEMS 
components outside of the vehicle’s cabin by the vehicle’s 
battery.  
3.5. Emissions sampling  
Emissions sampling shall be representative and conducted 
at locations of well -mixed exhaust, where the influence of 
ambient air downstrea m of the sampling point is minimal. 
If applicable, emissions shall be sampled downstream of 
the exhaust mass flow meter, respecting a distance of at 
least 150 mm to the flow sensing element. The sampling 
probes shall be fitted at least 200 mm or three time s the 
inner diameter of the exhaust pipe, whichever is larger, 
upstream of the point at which the exhaust gas exits the 
PEMS sampling installation into the environment.  
If the PEMS feeds part of the sample back to the exhaust 
flow, this shall occur downst ream of the sampling probe in 
a manner that does not affect the nature of the exhaust gas 
at the sampling point(s). If the length of the sampling line 
is changed, the system transport times shall be verified  
EN 29  EN and, if necessary, corrected. If the vehicle is equipped with 
more than one tailpipe then all functioning tailpipes shall 
be connected before sampling and measuring exhaust 
flow.  
If the engine is equipped with an exhaust after -treatment 
system, the exhaust sample shall be taken downstream of 
the exhaust  after-treatment system. When testing a vehicle 
with a branched exhaust manifold, the inlet of the 
sampling probe shall be located sufficiently far 
downstream so as to ensure that the sample is 
representative of the average pollutant emissions of all 
cylin ders. In multi -cylinder engines, having distinct 
groups of manifolds, such as in a ‘V’ engine 
configuration, the sampling probe shall be positioned 
downstream of where the manifolds combine. If this is 
technically not feasible, multi -point sampling at loca tions 
of well -mixed exhaust may be used. In this case, the 
number and location of sampling probes shall match as far 
as possible those of the exhaust mass flow meters. In case 
of unequal exhaust flows, proportional sampling or 
sampling with multiple analys ers shall be considered.  
If particles are measured, they shall be sampled from the 
centre of the exhaust stream. If several probes are used for 
emissions sampling, the particle sampling probe should be 
placed upstream of the other sampling probes. The part icle 
sampling probe should not interfere with the sampling of 
gaseous pollutants. The type and specifications of the 
probe and its mounting shall be documented in detail (e.g. 
L type ot 45° cut, internal diameter, with or without 
hat, .etc).  
If hydrocarbon s are measured, the sampling line shall be 
heated to 463 ± 10  K (190 ± 10 °C). For the measurement 
of other gaseous components, with or without cooler, the 
sampling line shall be kept at a minimum of 333 K (60 °C) 
to avoid condensation and to ensure approp riate 
penetration efficiencies of the various gases. For low 
pressure sampling systems, the temperature can be 
lowered correspondingly to the pressure decrease provided 
that the sampling system ensures a penetration efficiency 
of 95 per cent for all regula ted gaseous pollutants. If 
particles are sampled and not diluted at the tailpipe, the 
sampling line from the raw exhaust sample point to the 
point of dilution or particle detector shall be heated to a 
minimum of 373  K (100 °C). The residence time of the 
sample in the particle sampling line shall be less than 3 s 
until reaching first dilution or the particle detector.  
All parts of the sampling system from the tailpipe up to 
the particle detector, which are in contact with raw or 
diluted exhaust gas, shall be  designed to minimize  
EN 30  EN deposition of particles. All parts shall be made from 
antistatic material to prevent electrostatic effects.  
4. Pre-test procedures  
4.1. PEMS leak check  
After the installation of the PEMS is completed, a leak 
check shall be performed at least once for each PEMS -
vehicle installation as prescribed by the PEMS 
manufacturer or as follows. The probe shall be 
disconnected from the exhaust system and the end 
plugged. The analyser pump shall be switched on. After an 
initial stabilization perio d, all flow meters shall read 
approximately zero in the absence of a leak. If this is not 
the case the sampling lines shall be checked and the fault 
shall be corrected.  
The leakage rate on the vacuum side shall not exceed 0.5 
per cent of the in -use flow ra te for the portion of the 
system being checked. The analyser flows and bypass 
flows may be used to estimate the in -use flow rate.  
Alternatively, the system may be evacuated to a pressure 
of at least 20 kPa vacuum (80 kPa absolute). After an 
initial stabili zation period the pressure increase Δp 
(kPa/min) in the system shall not exceed:  
∆𝑝= 𝑝𝑒
𝑉𝑠× 𝑞𝑣𝑠×0.005 
where:  
pe is the evacuated pressure [Pa],  
Vs is the system volume [l],  
qvs is is volume flow rate of the system [l/min].  
Alternatively, a concentra tion step change at the beginning 
of the sampling line shall be introduced by switching from 
zero to span gas while maintaining the same pressure 
conditions as under normal system operation. If for a 
correctly calibrated analyser after an adequate period o f 
time the reading is ≤ 99 per cent compared to the 
introduced concentration, the leakage problem shall be 
corrected.  
4.2. Starting and stabilizing the PEMS  
The PEMS shall be switched on, warmed up and stabilized 
in accordance with the specifications of th e PEMS 
manufacturer until key functional parameters (e.g., 
pressures, temperatures and flows) have reached their 
operating set points before test start. To ensure correct 
functioning, the PEMS may be kept switched on or can be 
warmed up and stabilized duri ng vehicle conditioning. The 
system shall be free of errors and critical warnings.   
EN 31  EN 4.3. Preparing the sampling system  
The sampling system, consisting of the sampling probe 
and sampling lines shall be prepared for testing by 
following the instruction of the  PEMS manufacturer. It 
shall be ensured that the sampling system is clean and free 
of moisture condensation.  
4.4. Preparing the Exhaust mass Flow Meter (EFM)  
If used for measuring the exhaust mass flow, the EFM 
shall be purged and prepared for operation in  accordance 
with the specifications of the EFM manufacturer. This 
procedure shall, if applicable, remove condensation and 
deposits from the lines and the associated measurement 
ports.  
4.5. Checking and calibrating the analysers for measuring 
gaseous emissi ons 
Zero and span calibration adjustments of the analysers 
shall be performed using calibration gases that meet the 
requirements of paragraph 5. of Appendix 5. The 
calibration gases shall be chosen to match the range of 
pollutant concentrations expected du ring the RDE test. To 
minimise analyser drift, it is recommended to conduct the 
zero and span calibration of analysers at an ambient 
temperature that resembles, as closely as possible, the 
temperature experienced by the test equipment during the 
trip. 
4.6. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded by 
sampling HEPA filtered ambient air at an appropriate 
sampling point, ideally at the inlet of the sampling line. 
The signal shall be recorded at a co nstant frequency which 
is a multiple of 1.0 Hz averaged over a period of 2 
minutes. The final concentration shall be within the 
manufacturer’s specifications, but shall not exceed 5,000 
particles per cubic -centimetre.  
4.7. Determining vehicle speed  
Vehicle  speed shall be determined by at least one of the 
following methods:  
(a) a sensor (e.g., optical or micro -wave sensor); if 
vehicle speed is determined by a sensor, the speed 
measurements shall comply with the requirements of 
paragraph 8. of Appendix 5, or alternatively, the 
total trip distance determined by the sensor shall be 
compared with a reference distance obtained from a 
digital road network or topographic map. The total 
trip distance determined by the sensor shall deviate  
EN 32  EN by no more than 4 per cent f rom the reference 
distance.  
(b) the ECU; if vehicle speed is determined by the ECU, 
the total trip distance shall be validated according to 
paragraph 3. of Appendix 6 and the ECU speed 
signal adjusted, if necessary, to fulfil the 
requirements of paragraph 3. of Appendix 6. 
Alternatively, the total trip distance as determined 
by the ECU can be compared with a reference 
distance obtained from a digital road network or 
topographic map. The total trip distance determined 
by the ECU shall deviate by no more than  4 per cent 
from the reference  distance . 
(c) a GNSS; if vehicle speed is determined by a GNSS, 
the total trip distance shall be checked against the 
measurements of another method according to 
paragraph 6.5. of Appendix 4.  
4.8. Check of PEMS set up  
The corr ectness of connections with all sensors and, if 
applicable, the ECU shall be verified. If engine parameters 
are retrieved, it shall be ensured that the ECU reports 
values correctly (e.g., zero engine speed [rpm] while the 
combustion engine is in key -on-engine-off status). The 
PEMS shall function free of errors and critical warnings.  
5. Emissions test  
5.1. Test start  
Sampling, measurement and recording of parameters shall 
begin prior to the test start (as defined in point 2.8.5. of 
this Annex). Before the test start it shall be confirmed that 
all necessary parameters are recorded by the data logger.  
To facilitate time alignment, it is recommended to record 
the parameters that are subject to time alignment either by 
a single data recording device or with a s ynchronised time 
stamp.  
5.2. Test 
Sampling, measurement and recording of parameters shall 
continue throughout the on -road test of the vehicle. The 
engine may be stopped and started, but emissions 
sampling and parameter recording shall continue. 
Repeated s talling of the engine (i.e. unintentional stopping 
of the engine) should be avoided during an RDE trip. Any 
warning signals, suggesting malfunctioning of the PEMS, 
shall be documented and verified. If any error signal(s) 
appear during the test, the test sh all be invalid. Parameter 
recording shall reach a data completeness of higher than 
99 per cent. Measurement and data recording may be  
EN 33  EN interrupted for less than 1 per cent of the total trip duration 
but for no more than a consecutive period of 30 s solely i n 
the case of unintended signal loss or for the purpose of 
PEMS system maintenance. Interruptions may be recorded 
directly by the PEMS but it is not permissible to introduce 
interruptions in the recorded parameter via the pre -
processing, exchange or post -processing of data. If 
conducted, auto zeroing shall be performed against a 
traceable zero standard similar to the one used to zero the 
analyser. It is strongly recommended to initiate PEMS 
system maintenance during periods of zero vehicle speed.  
5.3. Test end 
Excessive idling of the engine after the completion of the 
trip shall be avoided. The data recording shall continue 
after the test end (as defined in paragraph 2.8.6. of this 
Annex) and until the response time of the sampling 
systems has elapsed. For v ehicles with a signal detecting 
regeneration, the OBD -check shall be performed and 
documented directly after data recording and before any 
further driven distance is driven.  
6. Post-test procedure  
6.1. Checking the analysers for measuring gaseous emissions  
The zero and span of the analysers of gaseous components 
shall be checked by using calibration gases identical to the 
ones applied under paragraph  4.5. to evaluate the 
analyser's zero and response drift compared to the pre -test 
calibration. It is permissi ble to zero the analyser prior to 
verifying the span drift, if the zero drift was determined to 
be within the permissible range. The post -test drift check 
shall be completed as soon as possible after the test and 
before the PEMS, or individual analysers or  sensors, are 
turned off or have switched into a non -operating mode. 
The difference between the pre -test and post -test results 
shall comply with the requirements specified in Table 
A4/2.  
   
EN 34  EN Table A4/2  
Permissible analyser drift over a PEMS test  
Pollutant  Absolute Zero response drift  Absolute Span response drift16 
   CO 2  ≤ 2000 pp, per test  ≤ 2 % of reading or ≤ 2000 ppm 
per test, whichever is larger  
CO ≤ 75 ppm per test  ≤ 2 % of reading or ≤ 75 ppm per 
test, whichever is larger  
NO X  ≤ 3 ppm per test  ≤ 2 % of reading or ≤ 3 ppm per 
test, whichever is larger  
CH 4  ≤ 10 ppm C 1 per test  ≤ 2 % of reading or ≤ 10 ppm C 1 
per test, whichever is larger  
THC  ≤ 10 ppm C 1 per test  ≤ 2 % of reading or ≤ 10 ppm C 1 per 
test, whichever is larger  
If the difference between the pre -test and post -test results 
for the zero and span drift is higher than permitted, all test 
results shall be invalid and the test repeated.  
6.2. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded in 
accordance with paragraph  4.6. 
6.3. Checking the on -road emission measurements  
The span gas concentration that was used for the 
calibration of the analysers in accordance with paragraph 
4.5. at the test start shall cover at least 90 pe r cent of the 
concentration values obtained from 99 per cent of the 
measurements of the valid parts of the emissions test. It is 
permissible that 1 per cent of the total number of 
measurements used for evaluation exceeds the 
concentration of the span gas u sed by up to a factor of 
two. If these requirements are not met, the test shall be 
invalid.  
6.4. Consistency check of vehicle altitude  
In case altitude has only been measured with a GNSS, the 
GNSS altitude data shall be checked for consistency and, 
if nece ssary, corrected. The consistency of data shall be 
checked by comparing the latitude, longitude and altitude 
data obtained from the GNSS with the altitude indicated 
by a digital terrain model or a topographic map of suitable 
scale. Measurements that deviat e by more than 40 m from 
the altitude depicted in the topographic map shall be 
                                                 
16 If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying 
the span drift.   
EN 35  EN manually corrected. The original and uncorrected data 
shall be retained and any corrected data shall be marked.  
The instantaneous altitude data shall be checked for 
completeness . Data gaps shall be completed by data 
interpolation. The correctness of interpolated data shall be 
verified by a topographic map. It is recommended to 
correct interpolated data if the following condition applies:  
|ℎ𝐺𝑁𝑆𝑆 (𝑡)−ℎ𝑚𝑎𝑝(𝑡)|>40 𝑚 
 
The altitude correction shall be applied so that:  
|ℎ(𝑡)−ℎ𝑚𝑎𝑝(𝑡)|<40 𝑚 
where:  
h(t) — vehicle altitude after the screening and 
principle check of data quality at data point t 
[m above sea level]  
hGNSS(t) — vehicle altitude measured with GNSS at data 
point t  [m above sea level]  
hmap(t) — vehicle altitude based on topographic map at 
data point t [m above sea level]  
6.5. Consistency check of GNSS vehicle speed  
The vehicle speed as determined by the GNSS shall be 
checked for consistency by calculating and comp aring the 
total trip distance with reference measurements obtained 
from either a sensor, the validated ECU or, alternatively, 
from a digital road network or topographic map. It is 
mandatory to correct GNSS data for obvious errors, e.g., 
by applying a dead reckoning sensor, prior to the 
consistency check. The original and uncorrected data shall 
be retained and any corrected data shall be marked. The 
corrected data shall not exceed an uninterrupted time 
period of 120 s or a total of 300 s. The total trip dist ance 
as calculated from the corrected GNSS data shall deviate 
by no more than 4 per cent from the reference. If the 
GNSS data do not meet these requirements and no other 
reliable speed source is available, the test shall be invalid.  
6.6. Consistency check of the ambient temperature  
The ambient temperature data shall be checked for 
consistency and inconsistent values corrected by 
substituting outliers with the average of the neighbouring 
values. The original and uncorrected data shall be retained 
and any cor rected data shall be marked.  
   
EN 36  EN Appendix 5  - Specific ations and calibration of PEMS components and signals  
1. Introduction  
This appendix sets out the specifications and calibration of 
PEMS components and signals  
2. Symbols, Parameters and Units  
A — undiluted CO 2 concentration [%]  
a0 — y-axis intercept of the linear regression line  
a1 — slope of the linear regression line  
B — diluted CO 2 concentration [%]  
C — diluted NO concentration [ppm]  
c — analyser response in the oxygen interference 
test 
Cb  Measured diluted NO concentration through 
bubbler  
cFS,b — full scale HC concentration in step (b) [ppmC 1] 
cFS,d — full scale HC concentration in step (d) [ppmC 1] 
cHC(w/N
MC) — HC concentration with CH 4 or C 2H6 flowing 
through the NMC [ppmC 1] 
cHC(w/o 
NMC) — HC concentration with CH 4 or C 2H6 bypassing 
the NMC [ppmC 1] 
cm,b — measured HC concentration in step (b) [ppmC 1] 
cm,d — measured HC concentration in step (d) [ppmC 1] 
cref,b — reference HC concentration in step (b) [ppmC 1] 
cref,d — reference HC concentration in step (d) [ppmC 1] 
D — undiluted NO concentration [ppm]  
De — expected diluted NO concentration [ppm]  
E — absolute operating pressure [kPa]  
ECO2 — per cent CO 2 quench  
E(d p)  —
  PEMS -PN analyser efficiency  
EE — ethane efficiency  
EH2O — per cent water quench  
EM — methane efficiency  
EO2 — oxygen interference  
F — water temperature [K]  
G — saturation vapour pressure [kPa]  
H — water vapour concentration [%]  
Hm — maximum water vapour concentration [%]  
NO X,dry — moisture -corrected mean concentration of the 
stabilized NO X recordings   
EN 37  EN NO X,m — mean concentration of the stabilized NO X 
recordings  
NO X,ref — reference mean concentration of the stabilized 
NO X recordings  
r2 — coefficient of determination  
t0 — time point of gas flow switching [ s] 
t10 — time point of 10 % response of the final reading  
t50 — time point of 50 % response of the final reading  
t90 — time point of 90 % response of the final reading  
Tbd — to be determined  
X — independent variable or reference value  
xmin — minimum value  
Y — dependent variable or measured value  
3. Linearity verification  
3.1. General  
The accuracy and linearity of analysers, flow -measuring 
instruments, sensors and signals shall be traceable to 
international or national standards.  Any sensors or signa ls 
that are not directly traceable (e.g., simplified flow -
measuring instruments) shall be calibrated alternatively 
against chassis dynamometer laboratory equipment that 
has been calibrated against international or national 
standards.  
3.2. Linearity require ments  
All analysers, flow -measuring instruments, sensors and 
signals shall comply with the linearity requirements given 
in Table 1. If air flow, fuel flow, the air -to-fuel ratio or the 
exhaust mass flow rate is obtained from the ECU, the 
calculated exhaust  mass flow rate shall meet the linearity 
requirements specified in Table A5/1.  
Table A5/1  
Linearity requirements of measurement parameters and systems  
Measurement 
parameter/instrum
ent |𝑥𝑚𝑖𝑛
×(𝑎1−1)
+𝑎0|   Slope  
a1 Standard 
error of the 
estimate  
SEE Coefficient of 
determination r2 
Fuel flow rate17  ≤ 1 % x max   0.98 – 1.02   ≤ 2 %  of x max  ≥ 0.990   
Air flow rate15  ≤ 1 % x max   0.98 – 1.02   ≤ 2 %  of x max  ≥ 0.990   
                                                 
17 optional to determine exhaust mass flow .  
EN 38  EN Exhaust mass flow 
rate  ≤ 2 % x max   0.97 – 1.03   ≤ 3 %  of 
xmax  ≥ 0.990   
Gas analysers   ≤ 0.5 % 
max  0.99 – 1.01   ≤ 1 %  of 
xmax  ≥ 0.998   
Torque18   ≤ 1 % x max   0.98 – 1.02   ≤ 2 %  of x max  ≥ 0.990   
PN analysers19   ≤ 5 % x max   0.85 – 1.1520   ≤ 10 %  of 
xmax  ≥ 0.950   
3.3. Frequency of linearity verification  
The linearity requirements pursuant to paragraph 3.2. shall 
be verified:  
(a) for each gas analyser at least every 12 months or 
whenever a system repair or component change or 
modification is made that could influence the 
calibration;  
(b) for other relevant instruments, such as PN analysers, 
exhaust mass flow meters and traceably calibrated 
sensors, whenever damage is observed, as required 
by internal audit procedures or by the instrument 
manufacturer but no longer than one year before the 
actual test.  
The linearity requi rements pursuant to paragraph 3.2. for 
sensors or ECU signals that are not directly traceable shall 
be performed using a measurement device with a traceable 
calibration on the chassis dynamometer, once for each 
PEMS -vehicle setup.  
3.4. Procedure of lineari ty verification  
3.4.1.  General requirements  
The relevant analysers, instruments and sensors shall be 
brought to their normal operating condition according to 
the recommendations of their manufacturer. The analysers, 
instruments and sensors shall be operated at their specified 
temperatures, pressures and flows.  
3.4.2.  General procedure  
The linearity shall be verified for each normal operating 
range by executing the following steps:  
(a) The analyser, flow -measuring instrument or sensor 
shall be set to zero by introducing a zero signal. For 
                                                 
18 optional parameter.  
19 The linearity check shall be verified with soot -like particles, as these are defined in paragrap h 6.2. of 
this appendix.  
20 To be updated based on error propagation and traceability charts.   
EN 39  EN gas analysers, purified synthetic air or nitrogen shall 
be introduced to the analyser port via a gas path that 
is as direct and short as possible.  
(b) The analyser, flow -measuring instrument or sensor 
shall be spanned  by introducing a span signal. For 
gas analysers, an appropriate span gas shall be 
introduced to the analyser port via a gas path that is 
as direct and short as possible.  
(c) The zero procedure of (a) shall be repeated.  
(d) The linearity shall be verified by introducing at least 
10, approximately equally spaced and valid, 
reference values (including zero). The reference 
values with respect to the concentration of 
components, the exhaust mass flow rate or any other 
relevant parameter shall be chosen to match  the 
range of values expected during the emissions test. 
For measurements of exhaust mass flow, reference 
points below 5 per cent of the maximum calibration 
value can be excluded from the linearity verification.  
(e) For gas analysers, known gas concentrati ons in 
accordance with paragraph  5. shall be introduced to 
the analyser port. Sufficient time for signal 
stabilisation shall be given. For particle number 
analysers, the particle number concentrations shall 
be at least two times the limit of detection (def ined 
in 6.2).  
(f) The values under evaluation and, if needed, the 
reference values shall be recorded at a constant 
frequency which is a multiple of 1.0 Hz over a 
period of 30 seconds (60 s for particle number 
analysers).  
(g) The arithmetic mean values over  the 30 (or 60 s) 
seconds period shall be used to calculate the least 
squares linear regression parameters, with the best -
fit equation having the form:   
𝑦=𝑎1𝑥+𝑎0 
  where:  
y is the actual value of the measurement system  
a1 is the slope of the regression  line 
x is the reference value  
a0 is the y intercept of the regression line  
The standard error of estimate ( SEE) of y on x and 
the coefficient of determination ( r2) shall be 
calculated for each measurement parameter and 
system.   
EN 40  EN (h) The linear regression pa rameters shall meet the 
requirements specified in Table 1.  
3.4.3.  Requirements for linearity verification on a chassis 
dynamometer  
Non-traceable flow -measuring instruments, sensors or 
ECU signals, that cannot directly be calibrated according 
to traceable s tandards, shall be calibrated on a chassis 
dynamometer. The procedure shall follow, as far as 
applicable, the requirements of the UN Regulation No. 
154. If necessary, the instrument or sensor to be calibrated 
shall be installed on the test vehicle and oper ated 
according to the requirements of Appendix 4. The 
calibration procedure shall follow whenever possible the 
requirements of paragraph  3.4.2.. At least 10 appropriate 
reference values shall be selected as to ensure that at least 
90 per cent of the maximu m value expected to occur 
during the RDE test is covered.  
If a non -traceable flow -measuring instrument, sensor or 
ECU signal for determining exhaust flow is to be 
calibrated, a reference exhaust mass flow meter with 
traceable calibration or the CVS shall b e attached to the 
vehicle’s tailpipe. It shall be ensured that the vehicle 
exhaust is accurately measured by the exhaust mass flow 
meter according to paragraph  3.4.3. of Appendix 4. The 
vehicle shall be operated by applying constant throttle at a 
constant gear selection and chassis dynamometer load.  
4. Analysers for measuring gaseous components  
4.1. Permissible types of analysers  
4.1.1.  Standard analysers  
The gaseous components shall be measured with analysers 
specified in paragraph  4.1.4., Annex B5 to the UN 
Regulation No. 154 . If an NDUV analyser measures both 
NO and NO 2, a NO 2/NO converter is not required.  
4.1.2.  Alternative analysers  
Any analyser not meeting the design specifications of 
paragraph  4.1.1. is permissible provided that it fulfils the 
require ments of paragraph  4.2. The manufacturer shall 
ensure that the alternative analyser achieves an equivalent 
or higher measurement performance compared to a 
standard analyser over the range of pollutant 
concentrations and co -existing gases that can be expect ed 
from vehicles operated with permissible fuels under 
moderate and extended conditions of valid RDE testing as 
specified in paragraphs 5., 6. and 7. of this Appendix. 
Upon request, the manufacturer of the analyser shall 
submit in writing supplemental info rmation, 
demonstrating that the measurement performance of the  
EN 41  EN alternative analyser is consistently and reliably in line with 
the measurement performance of standard analysers. 
Supplemental information shall contain:  
(a) a description of the theoretical ba sis and the 
technical components of the alternative analyser;  
(b) a demonstration of equivalency with the respective 
standard analyser specified in paragraph  4.1.1. over 
the expected range of pollutant concentrations and 
ambient conditions of the type -approval test defined 
in the UN Regulation No. 154  as well as a validation 
test as described in paragraph  3. of Appendix 6 for a 
vehicle equipped with a spark -ignition and 
compression -ignition engine; the manufacturer of 
the analyser shall demonstrate the sign ificance of 
equivalency within the permissible tolerances given 
in paragraph  3.3. of Appendix 6.  
(c) a demonstration of equivalency with the respective 
standard analyser specified in paragraph  4.1.1. with 
respect to the influence of atmospheric pressure on  
the measurement performance of the analyser; the 
demonstration test shall determine the response to 
span gas having a concentration within the analyser 
range to check the influence of atmospheric pressure 
under moderate and extended altitude conditions 
defined in paragraph  5.2.. Such a test can be 
performed in an altitude environmental test chamber.  
(d) a demonstration of equivalency with the respective 
standard analyser specified in paragraph  4.1.1. over 
at least three on -road tests that fulfil the 
requir ements of this Appendix.  
(e) a demonstration that the influence of vibrations, 
accelerations and ambient temperature on the 
analyser reading does not exceed the noise 
requirements for analysers set out in 
paragraph  4.2.4.  
Approval authorities may request a dditional information to 
substantiate equivalency or refuse approval if 
measurements demonstrate that an alternative analyser is 
not equivalent to a standard analyser.  
4.2. Analyser specifications  
4.2.1.  General  
In addition to the linearity requirements de fined for each 
analyser in paragraph  3., the compliance of analyser types 
with the specifications laid down in paragraphs  4.2.2. to 
4.2.8. shall be demonstrated by the analyser manufacturer. 
Analysers shall have a measuring range and response time 
appropri ate to measure with adequate accuracy the  
EN 42  EN concentrations of the exhaust gas components at the 
applicable emissions standard under transient and steady 
state conditions. The sensitivity of the analysers to shocks, 
vibration, aging, variability in temperatur e and air pressure 
as well as electromagnetic interferences and other impacts 
related to vehicle and analyser operation shall be limited 
as far as possible.  
4.2.2.  Accuracy  
The accuracy, defined as the deviation of the analyser 
reading from the reference v alue, shall not exceed 2 per 
cent of reading or 0.3 per cent of full scale, whichever is 
larger.  
4.2.3.  Precision  
The precision, defined as 2.5 times the standard deviation 
of 10 repetitive responses to a given calibration or span 
gas, shall be no greater than 1 per cent of the full scale 
concentration for a measurement range equal or above 155 
ppm (or ppmC 1) and 2 per cent of the full scale 
concentration for a measurement range of below 155 ppm 
(or ppmC 1). 
4.2.4.  Noise  
The noise shall not exceed 2 per cent  of full scale. Each of 
the 10 measurement periods shall be interspersed with an 
interval of 30 seconds in which the analyser is exposed to 
an appropriate span gas. Before each sampling period and 
before each span period, sufficient time shall be given to 
purge the analyser and the sampling lines.  
4.2.5.  Zero response drift  
The drift of the zero response, defined as the mean 
response to a zero gas during a time interval of at least 30 
seconds, shall comply with the specifications given in 
Table A5/2.  
4.2.6.  Span response drift  
The drift of the span response, defined as the mean 
response to a span gas during a time interval of at least 30 
seconds, shall comply with the specifications given in 
Table A5/2.  
Table A5/2  
Permissible zero and span response drift of analysers for 
measuring gaseous components under laboratory conditions  
Pollutant  Absolute Zero response drift  Absolute Span response drift  
    CO 2   ≤ 1000 ppm over 4 h    ≤ 2 % of reading or ≤ 1000 ppm 
over 4 h, whichever is larger    
EN 43  EN Pollutant  Absolute Zero response drift  Absolute Span response drift  
 CO   ≤ 50 ppm over 4 h    ≤ 2 % of reading or ≤ 50 ppm 
over 4 h, whichever is larger   
 PN   5000 particles per cubic 
centimetre over 4 h    According to manufacturer 
specifications   
 NO X  ≤ 3 ppm over 4 h    ≤ 2 % of reading or 3ppm over 4 
h, whichever is larger   
 CH 4   ≤ 10 ppm C 1   ≤ 2 % of reading or ≤ 10 ppm C 1 
over 4 h, whichever is larger   
 THC    ≤ 10 ppm C 1   ≤ 2 % of reading or ≤ 10 ppm C 1 
over 4 h, whichever is larger   
4.2.7.  Rise time  
The rise time, defined as the time between the 10 per cent 
and 90 per cent response of the final reading ( t10 to t90; see 
paragraph  4.4.), shall not exceed 3 seconds.  
4.2.8.  Gas drying  
Exhaust gases may be measured wet or dry. A gas -drying 
device, if used, shall have a minimal effect on the 
composition of the measured ga ses. Chemical dryers are 
not permitted.  
4.3. Additional requirements  
4.3.1.  General  
The provisions in paragraphs  4.3.2. to 4.3.5. define 
additional performance requirements for specific analyser 
types and apply only to cases in which the analyser under 
consideration is used for RDE emission measurements.  
4.3.2.  Efficiency test for NO X converters  
If a NO X converter is applied, for example to convert NO 2 
into NO for analysis with a chemiluminescence analyser, 
its efficiency shall be tested by following the re quirements 
in paragraph 5.5. of Annex B5 to the UN Regulation No. 
154. The efficiency of the NO X converter shall be verified 
no longer than one month before the emissions test.  
4.3.3.  Adjustment of the Flame Ionisation Detector (FID)  
(a) Optimization of the detector response  
If hydrocarbons are measured, the FID shall be 
adjusted as specified by the instrument 
manufacturer. A propane -in-air or propane -in-
nitrogen span gas shall be used to optimize the 
response in the most common operating range.   
EN 44  EN (b) Hydro carbon response factors  
If hydrocarbons are measured, the hydrocarbon 
response factor of the FID shall be verified by 
following the provisions of paragraph 5.4.3. of 
Annex B5 to the UN Regulation No. 154 , using 
propane -in-air or propane -in-nitrogen as span  gases 
and purified synthetic air or nitrogen as zero gases, 
respectively.  
(c) Oxygen interference check  
The oxygen interference check shall be performed 
when introducing a FID into service and after major 
maintenance intervals. A measuring range shall be 
chosen in which the oxygen interference check gases 
fall in the upper 50 per cent. The test shall be 
conducted with the oven temperature set as required. 
The specifications of the oxygen interference check 
gases are described in paragraph  5.3.. 
The followi ng procedure applies:  
(i) The analyser shall be set at zero;  
(ii) The analyser shall be spanned with a 0 per 
cent oxygen blend for positive ignition engines 
and a 21 per cent oxygen blend for 
compression ignition engines;  
(iii) The zero response shall be r echecked. If it has 
changed by more than 0.5 per cent of full 
scale, steps (i) and (ii) shall be repeated;  
(iv) The 5 per cent and 10 per cent oxygen 
interference check gases shall be introduced;  
(v) The zero response shall be rechecked. If it has 
changed by more than ±1 per cent of full scale, 
the test shall be repeated;  
(vi) The oxygen interference EO2 [%] shall be 
calculated for each oxygen interference check 
gas in step (iv) as follows:  
  
𝐸𝑂2=(𝑐𝑟𝑒𝑓 ,𝑑−𝑐)
𝑐𝑟𝑒𝑓 ,𝑑×100 
 where the analyser respons e is: 
  
𝑐=(𝑐𝑟𝑒𝑓 ,𝑑×𝑐𝐹𝑆,𝑏)
𝑐𝑚,𝑏×𝑐𝑚,𝑑
𝑐𝐹𝑆,𝑑 
 where:  
cref,b  is the reference HC concentration in  
EN 45  EN step (ii) [ppmC 1] 
cref,d  is the reference HC concentration in 
step (iv) [ppmC 1] 
cFS,b  is the full scale HC concentration in 
step (ii) [ppmC 1] 
cFS,d  is the full scale HC concentration in 
step (iv) [ppmC 1] 
cm,b  is the measured HC concentration in 
step (ii) [ppmC 1] 
cm,d  is the measured HC concentration in 
step (iv) [ppmC 1] 
 
(vii) The oxygen interference EO2 shall be less than 
±1.5 per cent for all required oxygen 
interference check gases.  
(viii)  If the oxygen interference EO2 is higher than 
±1.5 per cent, corrective action may be taken 
by incrementally adjusting the air flow (above 
and below the manufacturer 's specifications), 
the fuel flow and the sample flow.  
(ix) The oxygen interference check shall be 
repeated for each new setting.  
4.3.4.  Conversion efficiency of the non -methane cutter (NMC)  
If hydrocarbons are analysed, a NMC can be used to 
remove non -methane hydrocarbons from the gas sample 
by oxidizing all hydrocarbons except methane. Ideally, the 
conversion for methane is 0 per cent and for the other 
hydrocarbons, represented by ethane, is 100 per cent. For 
the accurate measurement of NMHC, the two effi ciencies 
shall be determined and used for the calculation of the 
NMHC emissions (see paragraph  6.2. of Appendix 7). It is 
not necessary to determine the methane conversion 
efficiency in the case where the NMC -FID is calibrated 
according to method (b) in pa ragraph  6.2. of Appendix 7 
by passing the methane/air calibration gas through the 
NMC.  
(a) Methane conversion efficiency  
Methane calibration gas shall be flowed through the 
FID with and without bypassing the NMC; the two 
concentrations shall be recorded. The methane 
efficiency shall be determined as:  
𝐸𝑀=1−𝑐𝐻𝐶(𝑤/𝑁𝑀𝐶 )
𝑐𝐻𝐶(𝑤/𝑜 𝑁𝑀𝐶 ) 
where:   
EN 46  EN cHC(w/NMC
)  is the HC concentration with CH 4 flowing 
through the NMC [ppmC 1] 
cHC(w/o 
NMC)  is the HC concentration with CH 4 bypassing 
the NMC [ppmC 1] 
 
(b) Ethane conversion efficiency  
Ethane calibration gas shall be flowed through the FID 
with and without bypassing the NMC; the two 
concentrations shall be recorded. The ethane efficiency 
shall be determined as:  
𝐸𝐸=1−𝑐𝐻𝐶(𝑤/𝑁𝑀𝐶 )
𝑐𝐻𝐶(𝑤/𝑜 𝑁𝑀𝐶 ) 
where: 
cHC(w/NMC)   is the HC concentration with C 2H6 flowing 
through the NMC [ppmC 1] 
cHC(w/o 
NMC)  is the HC concentration with C 2H6 
bypassing the NMC [ppmC 1] 
4.3.5.  Interference effects  
(a) General  
Other gases than the ones being analysed can affect 
the analyser reading. A check for interference effects 
and the correct functionality of analysers shall be 
performed by the analyser manufacturer prior to 
market introduction at least once for each type of 
analyser or device addressed in paragraphs  4.3.5.  (b) 
to (f).  
(b) CO analyser interference check  
Water and CO 2 can interfere with the measurements 
of the CO analyser. Therefore, a CO 2 span gas, 
having a concentration of 80 to 100 per cent of the 
full scale of the maximum operating range of the 
CO 2 analyser used during the test, shall be bubbled 
through water at room temperature and the analyser 
response recorded. The analyser response shall not 
be more than 2 per cent of the mean CO 
concentration expected during normal on -road 
testing or ± 50 ppm, whichever is larger. The 
interference check for H 2O and CO 2 may be run as 
separate procedures. If the H 2O and CO 2 levels used 
for the interference check are higher than the 
maximum levels expected during the test, each 
observed interference value shall be scaled down by  
EN 47  EN multiplying the observed interference with the ratio 
of the maximum expected concentration value 
during the test and the actual concentration value 
used during this check. Separate interference checks 
with concentrations of H 2O that are lowe r than the 
maximum concentration expected during the test 
may be run and the observed H 2O interference shall 
be scaled up by multiplying the observed 
interference with the ratio of the maximum H 2O 
concentration value expected during the test and the 
actual  concentration value used during this check. 
The sum of the two scaled interference values shall 
meet the tolerance specified in this point.  
(c) NO X analyser quench check  
The two gases of concern for CLD and HCLD 
analysers are CO 2 and water vapour. The que nch 
response to these gases is proportional to the gas 
concentrations. A test shall determine the quench at 
the highest concentrations expected during the test. 
If the CLD and HCLD analysers use quench 
compensation algorithms that utilize H 2O or CO 2 
measur ement analysers or both, quench shall be 
evaluated with these analysers active and with the 
compensation algorithms applied.  
(i) CO 2 quench check  
A CO 2 span gas having a concentration of 80 
to 100 per cent of the maximum operating 
range shall be passed through the NDIR 
analyser; the CO 2 value shall be recorded as A. 
The CO 2 span gas shall then be diluted by 
approximately 50 per cent with NO span gas 
and passed through the NDIR and CLD or 
HCLD; the CO 2 and NO values shall be 
recorded as B and C, respectively. The CO 2 
gas flow shall then be shut off and only the 
NO span gas shall be passed through the CLD 
or HCLD; the NO value shall be recorded as 
D. The pe r cent quench shall be calculated as:  
𝐸𝐶𝑂2= [1−(𝐶×𝐴
(𝐷×𝐴)−(𝐷×𝐵))]×100 
 
where:  
A  is the undiluted CO 2 concentration measured 
with the NDIR [%]  
B  is the diluted CO 2 concentration measured with  
EN 48  EN the NDIR [%]  
C  is the diluted NO concentration measured with  
the CLD or HCLD [ppm]  
D  is the undiluted NO concentration measured 
with the CLD or HCLD [ppm]  
 
Alternative methods of diluting and 
quantifying of CO 2 and NO span gas values 
such as dynamic mixing/blending are 
permitted upon approval of the approval 
authority.  
(ii) Water quench check  
This check applies to measurements of wet gas 
concentrations only. The calculation of water 
quench shall consider dilution of the NO span 
gas with water vapour and the scaling of the 
water vapour concentration in the gas mixture 
to concentration levels tha t are expected to 
occur during an emissions test. A NO span gas 
having a concentration of 80 per cent to 100 
per cent of full scale of the normal operating 
range shall be passed through the CLD or 
HCLD; the NO value shall be recorded as D. 
The NO span gas shall then be bubbled 
through water at room temperature and passed 
through the CLD or HCLD; the NO value shall 
be recorded as Cb. The analyser's absolute 
operating pressure and the water temperature 
shall be determined and recorded as E and F, 
respectively . The mixture's saturation vapour 
pressure that corresponds to the water 
temperature of the bubbler F shall be 
determined and recorded as G. The water 
vapour concentration H [%] of the gas mixture 
shall be calculated as:  
𝐻=𝐺
𝐸 × 100 
The expected concentr ation of the diluted NO -
water vapour span gas shall be recorded as De 
after being calculated as:  
𝐷𝑒=𝐷×(1−𝐻
100) 
For diesel exhaust, the maximum 
concentration of water vapour in the exhaust 
gas (in per cent) expected during the test shall  
EN 49  EN be recorded as Hm after being estimated, under 
the assumption of a fuel H/C ratio of 1.8/1, 
from the maximum CO 2 concentration in the 
exhaust gas A as follows:  
𝐻𝑚=0.9×𝐴 
The per cent water quench shall be calculated 
as: 
𝐸𝐻2𝑂=(𝐷𝑒−𝐶𝑏
𝐷𝑒)×(𝐻𝑚
𝐻)×100 
where:  
De  is the expected diluted NO concentration [ppm]  
Cb  is the measured diluted NO concentration [ppm]  
Hm  is the maximum water vapour concentration [%]  
H  is the actual water vapour concentration [%]  
 
(iii) Maximum allowable quench  
The combined CO 2 and water quench shall not 
exceed 2 per cent of full scale.  
(d) Quench check for NDUV analysers  
Hydrocarbons and water can positively interfere 
with NDUV analysers by causing a response similar 
to that of NO X. The manufacturer of the NDUV 
analyser shall use the following procedure to verify 
that quench effects are limited:  
(i) The analyser and chiller shall be set up by 
following the operating instructions of the 
manufacturer; adjustments should be made as 
to optimise the analyser and chiller 
performance.  
(ii) A zero calibration and span calibration at 
concentration values expected during 
emissions testing shall be performed for the 
analyser.  
(iii) A NO 2 calibration gas shall be selected that 
matches as far as possible the maximum NO 2 
concentration expecte d during emissions 
testing.  
(iv) The NO 2 calibration gas shall overflow at the 
gas sampling system's probe until the NO X 
response of the analyser has stabilised.   
EN 50  EN (v) The mean concentration of the stabilized NO X 
recordings over a period of 30 s shall be 
calculated and recorded as NO X,ref. 
(vi) The flow of the NO 2 calibration gas shall be 
stopped and the sampling system saturated by 
overflowing with a dew point generator's 
output, set at a dew point of 50 °C. The dew 
point generator's output shall be sampled 
through the sampling system and chiller for at 
least 10 m inutes until the chiller is expected to 
be removing a constant rate of water.  
(vii) Upon completion of (iv), the sampling system 
shall again be overflown by the NO 2 
calibration gas used to establish NO X,ref until 
the total NO X response has stabilized.  
(viii) The mean concentration of the stabilized NO X 
recordings over a period of 30 s shall be 
calculated and recorded as NO X,m. 
(ix) NO X,m shall be corrected to NO X,dry based 
upon the residual water vapour that passed 
through the chiller at the chiller's outle t 
temperature and pressure.  
 The calculated NO X,dry shall at least amount to 95 % 
of NO X,ref. 
(e) Sample dryer  
A sample dryer removes water, which can otherwise 
interfere with the NO X measurement. For dry CLD 
analysers, it shall be demonstrated that at the  highest 
expected water vapour concentration Hm the sample 
dryer maintains the CLD humidity at ≤ 5 g water/kg 
dry air (or about 0.8 per cent H 2O), which is 100 per 
cent relative humidity at 3.9 °C and 101.3 kPa or 
about 25 per cent relative humidity at 25 °C and 
101.3 kPa. Compliance may be demonstrated by 
measuring the temperature at the outlet of a thermal 
sample dryer or by measuring the humidity at a point 
just upstream of the CLD. The humidity of the CLD 
exhaust might also be measured as long as the on ly 
flow into the CLD is the flow from the sample dryer.  
(f) Sample dryer NO 2 penetration  
Liquid water remaining in an improperly designed 
sample dryer can remove NO 2 from the sample. If a 
sample dryer is used in combination with a NDUV 
analyser without an NO 2/NO converter upstream, 
water could therefore remove NO 2 from the sample 
prior to the NO X measurement. The sample dryer 
shall allow for measuring at least 95 per cent of the  
EN 51  EN NO 2 contained in a gas that is saturated with water 
vapour and consists of the maximum NO 2 
concentration expected to occur during emission 
testing.  
4.4. Response time check of the analytical system  
For the response time check, the settings of the analytical 
system shall be exactly the same as during the emissions 
test (i.e. pressure,  flow rates, filter settings in the analysers 
and all other parameters influencing the response time). 
The response time shall be determined with gas switching 
directly at the inlet of the sample probe. The gas switching 
shall be done in less than 0.1 seco nd. The gases used for 
the test shall cause a concentration change of at least 60 
per cent full scale of the analyser.  
The concentration trace of each single gas component 
shall be recorded.  
For time alignment of the analyser and exhaust flow 
signals, the  transformation time is defined as the time from 
the change ( t0) until the response is 50 per cent of the final 
reading ( t50). 
The system response time shall be ≤ 12 s with a rise time 
of ≤ 3 seconds for all components and all ranges used. 
When using a NMC  for the measurement of NMHC, the 
system response time may exceed 12 seconds.  
5. Gases  
5.1. Calibration and span gases for RDE tests  
5.1.1.  General  
The shelf life of calibration and span gases shall be 
respected. Pure as well as mixed calibration and span 
gases shall fulfil the specifications of Annex 5B of the UN 
Regulation No. 154 .  
5.1.2.  NO 2 calibration gas  
In addition, NO 2 calibration gas is permissible. The 
concentration of the NO 2 calibration gas shall be within 
two per cent of the declared concentration value. The 
amount of NO contained in the NO 2 calibration gas shall 
not exceed 5 per cent of the NO 2 content.  
5.1.3.  Multicomponent mixtures  
Only multicomponent mixtures which fulfi l the 
requirements of paragraph  5.1.1. shall be used. These 
mixtures may contain two or more of the components. 
Multicomponent mixtures containing both NO and NO 2 
are exempted of the NO 2 impurity requirement set out in 
paragraphs  5.1.1. and 5.1.2.   
EN 52  EN 5.2. Gas dividers  
Gas dividers (i.e., precision blending devices that dilute 
with purified N 2 or synthetic air) can be used to obtain 
calibration and span gases. The accuracy of the gas divider 
shall be such that the concentration of the blended 
calibration gases is accurate to within ± 2 per cent. The 
verification shall be performed at between 15 and 50 per 
cent of full scale for each calibration incorporating a gas 
divider. An additional verification may be performed 
using another calibration gas, if the first ve rification has 
failed.  
Optionally, the gas divider may be checked with an 
instrument which by nature is linear, e.g. using NO gas in 
combination with a CLD. The span value of the instrument 
shall be adjusted with the span gas directly connected to 
the inst rument. The gas divider shall be checked at the 
settings typically used and the nominal value shall be 
compared with the concentration measured by the 
instrument. The difference shall in each point be within ±1 
per cent of the nominal concentration value.  
5.3. Oxygen interference check gases  
Oxygen interference check gases consist of a blend of 
propane, oxygen and nitrogen and shall contain propane at 
a concentration of 350 ± 75 ppmC 1. The concentration 
shall be determined by gravimetric methods, dynamic 
blending or the chromatographic analysis of total 
hydrocarbons plus impurities. The oxygen concentrations 
of the oxygen interference check gases shall meet the 
requirements listed in Table A5/3; the remainder of the 
oxygen interference check gas shall consis t of purified 
nitrogen.  
Table A5/3  
Oxygen interference check gases  
 Engine type  
 Compression ignition  Positive ignition  
O2 concentration  21 ± 1 %  10 ± 1 %  
10 ± 1 %  5 ± 1 %  
5 ± 1 %  0.5 ± 0.5 %  
6. Analysers for measuring (solid) particle emissions  
This sections will define future requirement for analysers 
for measuring particle number emissions, once their 
measurement becomes mandatory.  
6.1. General   
EN 53  EN The PN analyser shall consist of a pre -conditioning unit 
and a particle detector that counts with 50 per cent 
efficiency from approximately 23 nm. It is permissible 
that the particle detector also pre -conditions the aerosol. 
The sensitivity of the analysers to shocks, vibration, aging, 
variability in temperature and air pressure as well as 
electromagnetic  interferences and other impacts related to 
vehicle and analyser operation shall be limited as far as 
possible and shall be clearly stated by the equipment 
manufacturer in its support material. The PN analyser 
shall only be used within its manufacturer’s d eclared 
parameters of operation.  
Figure A5/1  
Example of a PN analyser setup: Dotted lines depict 
optional parts. EFM = Exhaust mass Flow Meter, d = 
inner diameter, PND = Particle Number Diluter.  
 
The PN analyser shall be connected to the sampling point 
via a sampling probe which extracts a sample from the 
centreline of the tailpipe tube. As specified in 
paragraph  3.5. of Appendix 4, if particles are not diluted at 
the tailpipe, the sampling line shall be heated to a 
minimum temperature of 373 K (100 °C) un til the point of 
first dilution of the PN analyser or the particle detector of 
the analyser. The residence time in the sampling line shall 
be less than 3 s.  
All parts in contact with the sampled exhaust gas shall be 
always kept at a temperature that avoids  condensation of 
any compound in the device. This can be achieved for 
example by heating at a higher temperature and diluting 
the sample or oxidizing the (semi)volatile species.  
The PN analyser shall include a heated section at wall 
temperature ≥ 573 K. Th e unit shall control the heated 
 
EN 54  EN stages to constant nominal operating temperatures, within 
a tolerance of ± 10 K, and provide an indication of 
whether or not heated stages are at their correct operating 
temperatures. Lower temperatures are acceptable as lon g 
as the volatile particle removal efficiency fulfils the 
specifications of paragraph  6.4. 
Pressure, temperature and other sensors shall monitor the 
proper operation of the instrument during operation and 
trigger a warning or message in case of malfunction . 
The delay time of the PN analyser shall be ≤ 5 s.  
The PN analyser (and/or particle detector) shall have a rise 
time of ≤ 3.5 s.  
Particle concentration measurements shall be reported 
normalised to 273 K and 101.3 kPa. If necessary, the 
pressure and/or tem perature at the inlet of the detector 
shall be measured and reported for the purposes of 
normalizing the particle concentration.  
PN systems that comply with the calibration requirements 
of UN Regulation No. 154  automatically comply with the 
calibration req uirements of this appendix.  
6.2. Efficiency requirements  
The complete PN analyser system including the sampling 
line shall fulfil the efficiency requirements of Table 
A5/3a.  
Table A5/3a  
PN analyser (including the sampling line) system efficiency 
requirements  
dp [nm]  Sub-23 23 30 50 70 100 200 
        E(d p) PN 
analyser  To be 
determined  0.2 – 0.6 0.3 – 
1.2 0.6 – 
1.3 0.7 – 
1.3 0.7 – 
1.3 0.5 – 
2.0 
Efficiency E(d p) is defined as the ratio in the readings of 
the PN analyser system to a reference Condensation 
Particle Counter (CPC)’s (d 50 % = 10 nm or lower, checked 
for linearity and calibrated with an electrometer) or an 
Electrometer’s number concentration measuring in parallel 
monodisperse aerosol of mobility diameter d p and 
normalized at the sam e temperature and pressure 
conditions.  
The material should be thermally stable soot -like (e.g. 
spark discharged graphite or diffusion flame soot with 
thermal pre -treatment). If the efficiency curve is measured 
with a different aerosol (e.g. NaCl), the corr elation to the 
soot-like curve must be provided as a chart which  
EN 55  EN compares the efficiencies obtained using both test 
aerosols. The differences in the counting efficiencies shall 
be taken into account by adjusting the measured 
efficiencies based on the provi ded chart to give soot -like 
aerosol efficiencies. The correction for multiply charged 
particles shall be applied and documented but shall not 
exceed 10 %. These efficiencies refer to the PN analysers 
with the sampling line. The PN analyser can also be 
calibrated in parts (i.e. the pre -conditioning unit separately 
from the particle detector) as long as it is proven that PN 
analyser and the sampling line together fulfil the 
requirements of Table A5/3a. The measured signal from 
the detector shall be > 2 times the limit of detection (here 
defined as the zero level plus 3 standard deviations).  
6.3. Linearity requirements  
The PN analyser including the sampling line shall fulfil 
the linearity requirements of paragraph  3.2. of Appendix 5 
using monodisperse or polydisperse soot -like particles. 
The particle size (mobility diameter or count median 
diameter) shall be larger than 45 nm. The reference 
instrument shall be an Electrometer or a Condensation 
Particle Counter (CPC) with d 50 = 10 nm or lower, verified 
for linearity. Alternatively, a particle number system 
compliant with the UN Regulation No. 154 . 
In addition, the differences of the PN analyser from the 
reference instrument at all points checked (except the zero 
point) shall be within 15 % of their mean valu e. At least 5 
points equally distributed (plus the zero) shall be checked. 
The maximum checked concentration shall be >90% of the 
PN analyser nominal measurement range.  
If the PN analyser is calibrated in parts, then the linearity 
can be checked only for t he PN detector, but the 
efficiencies of the rest parts and the sampling line shall be 
considered in the slope calculation.  
6.4. Volatile removal efficiency  
The system shall achieve > 99 % removal of ≥ 30 nm 
tetracontane (CH 3(CH 2)38CH 3) particles with an in let 
concentration of ≥ 10000 particles per cubic -centimetre at 
the minimum dilution.  
The system shall also achieve a > 99 % removal efficiency 
of tetracontane with count median diameter > 50 nm and 
mass > 1 mg/m3. 
The volatile removal efficiency with tetra contane shall be 
proven only once for the instrument family. The 
instrument manufacturer though shall provide the 
maintenance or replacement interval that ensures that the 
removal efficiency does not drop below the technical  
EN 56  EN requirements. If such informati on is not provided, the 
volatile removal efficiency shall be checked yearly for 
each instrument.  
7. Instruments for measuring exhaust mass flow  
7.1. General  
Instruments or signals for measuring the exhaust mass 
flow rate shall have a measuring range and re sponse time 
appropriate for the accuracy required to measure the 
exhaust mass flow rate under transient and steady state 
conditions. The sensitivity of instruments and signals to 
shocks, vibration, aging, variability in temperature, 
ambient air pressure, e lectromagnetic interferences and 
other impacts related to vehicle and instrument operation 
shall be on a level as to eliminate additional errors.  
7.2. Instrument specifications  
The exhaust mass flow rate shall be determined by a direct 
measurement method a pplied in either of the following 
instruments:  
 (a) Pitot -based flow devices;  
 (b) Pressure differential devices like flow nozzle 
(details see ISO 5167);  
 (c) Ultrasonic flow meter;  
 (d) Vortex flow meter.  
Each individual exhaust mass flow meter shall fulf il the 
linearity requirements set out in paragraph  3. Furthermore, 
the instrument manufacturer shall demonstrate the 
compliance of each type of exhaust mass flow meter with 
the specifications in paragraphs  7.2.3. to 7.2.9.  
It is permissible to calculate th e exhaust mass flow rate 
based on air flow and fuel flow measurements obtained 
from sensors with traceable calibration if these fulfil the 
linearity requirements of paragraph  3., the accuracy 
requirements of paragraph  8. and if the resulting exhaust 
mass f low rate is validated according to paragraph  4. of 
Appendix 6.  
In addition, other methods that determine the exhaust mass 
flow rate based on non -traceable instruments and signals, 
such as simplified exhaust mass flow meters or ECU 
signals, are permissible if the resulting exhaust mass flow 
rate fulfils the linearity requirements of paragraph  3. and is 
validated according to paragraph  4. of Appendix 6.  
7.2.1.  Calibration and verification standards  
The measurement performance of exhaust mass flow 
meters shall  be verified with air or exhaust gas against a  
EN 57  EN traceable standard such as a calibrated exhaust mass flow 
meter or a full flow dilution tunnel.  
7.2.2.  Frequency of verification  
The compliance of exhaust mass flow meters with 
paragraphs  7.2.3. to 7.2.9. shal l be verified no longer than 
one year before the actual test.  
7.2.3.  Accuracy  
The accuracy of the EFM, defined as the deviation of the 
EFM reading from the reference flow value, shall not 
exceed ± 3 percent of the reading, or 0.3 % of full scale, 
whichever  is larger.  
7.2.4.  Precision  
The precision, defined as 2.5 times the standard deviation 
of 10 repetitive responses to a given nominal flow, 
approximately in the middle of the calibration range, shall 
not exceed 1 per cent of the maximum flow at which the 
EFM has been calibrated.  
7.2.5.  Noise  
The noise shall not exceed 2 per cent of the maximum 
calibrated flow value. Each of the 10 measurement periods 
shall be interspersed with an interval of 30 seconds in 
which the EFM is exposed to the maximum calibrated 
flow. 
7.2.6.  Zero response drift  
The zero response drift is defined as the mean response to 
zero flow during a time interval of at least 30 seconds. The 
zero response drift can be verified based on the reported 
primary signals, e.g., pressure. The drift of the primary 
signals over a period of 4 hours shall be less than ±2 per 
cent of the maximum value of the primary signal recorded 
at the flow at which the EFM was calibrated.  
7.2.7.  Span response drift  
The span response drift is defined as the mean response to 
a span flow during a time interval of at least 30 seconds. 
The span response drift can be verified based on the 
reported primary signals, e.g., pressure. The drift of the 
primary signals over a period of 4 hours shall be less than 
± 2 per cent of the ma ximum value of the primary signal 
recorded at the flow at which the EFM was calibrated.  
7.2.8.  Rise time  
The rise time of the exhaust flow instruments and methods 
should match as far as possible the rise time of the gas 
analysers as specified in paragraph  4.2.7. but shall not 
exceed 1 second.   
EN 58  EN 7.2.9.  Response time check  
The response time of exhaust mass flow meters shall be 
determined by applying similar parameters as those 
applied for the emissions test (i.e., pressure, flow rates, 
filter settings and all o ther response time influences). The 
response time determination shall be done with gas 
switching directly at the inlet of the exhaust mass flow 
meter. The gas flow switching shall be done as fast as 
possible, but in less than 0.1 second is highly 
recommend ed. The gas flow rate used for the test shall 
cause a flow rate change of at least 60 per cent full scale of 
the exhaust mass flow meter. The gas flow shall be 
recorded. The delay time is defined as the time from the 
gas flow switching ( t0) until the respo nse is 10 per cent 
(t10) of the final reading. The rise time is defined as the 
time between 10 per cent and 90 per cent response ( t10 to 
t90) of the final reading. The response time ( t90) is defined 
as the sum of the delay time and the rise time. The exhau st 
mass flow meter response time ( t90) shall be ≤ 3 seconds 
with a rise time ( t10 to t90) of ≤ 1 second in accordance 
with paragraph  7.2.8.  
8. Sensors and auxiliary equipment  
Any sensor or auxiliary equipment used to determine 
temperature, atmospheric pres sure, ambient humidity, 
vehicle speed, fuel flow or intake air flow, for example, 
shall not alter or unduly affect the performance of the 
vehicle’s engine and exhaust after -treatment system. The 
accuracy of sensors and auxiliary equipment shall fulfil 
the requirements of Table A5/4. Compliance with the 
requirements of Table A5/4 shall be demonstrated at 
intervals specified by the instrument manufacturer, as 
required by internal audit procedures or in accordance 
with ISO 9000.    
EN 59  EN Table A5/4  
Accuracy requireme nts for measurement parameters  
Measurement parameter  Accuracy  
Fuel flow21 ± 1 % of reading22 
Air flow23 ± 2 % of reading  
Vehicle speed24 ± 1.0 km/h absolute  
Temperatures ≤600 K ± 2 K absolute  
Temperatures >600 K  ± 0.4 % of reading in Kelvin  
Ambient pressure  ± 0.2 kPa absolute  
Relative humidity  ± 5 % absolute  
Absolute humidity  ± 10 % of reading or, 1 gH 2O/kg 
dry air, whichever is larger  
 
  
                                                 
21 optional to determine exhaust mass flow  
22 The accuracy shall be 0.02 per cent of reading if used to calculate the air and exhaust mass flow rate 
from the fuel fl ow according to paragraph 7 of Appendix 7.  
23 optional to determine exhaust mass flow.  
24 This requirement applies to the speed sensor only; if vehicle speed is used to determine parameters like 
acceleration, the product of speed and positive acceleration, o r RPA, the speed signal shall have an 
accuracy of 0.1 % above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement can be 
met by using a wheel rotational speed signal.   
EN 60  EN Appendix 6 - Validation of PEMS and non -traceable exhaust mass flow rate  
1. Introduction  
 This appendix describes the requirements to validate 
under transient conditions the functionality of the installed 
PEMS as well as the correctness of the exhaust mass flow 
rate obtained from non -traceable exhaust mass flow 
meters or calculated from ECU signals.  
2. Symbols, Parameters and Units  
a0 — y intercept of the regression line  
a1 — slope of the regression line  
r2 — coefficient of determination  
x — actual value of the reference signal  
y — actual value of the signal under validation  
 
3. Validation procedure for PEMS  
3.1. Frequency of PEMS validation  
It is recommended to validate the correct installation of a 
PEMS on a vehicle via comparison with laboratory 
installed equipment on a test performed on a chassis 
dynamometer either before the RDE test or , alternatively, 
after the completion of the test.  For tests performed during 
type approval, the validation test is required.  
3.2. PEMS validation procedure  
3.2.1.  PEMS installation  
The PEMS shall be installed and prepared according to the 
requirements of Appendix 4 . The PEMS installation shall 
be kept unchanged in the time period between the 
validation and the RDE test.  
3.2.2.  Test conditions  
The validation test shall be conducted on a chassis 
dynamometer, as far as possible, under type approval 
conditions  by following the requirements of the UN 
Regulation No. 154 . It is recommended to feed the exhaust 
flow extracted by the PEMS during the validation test 
back to the CVS. If this is not feasible, the CVS results 
shall be corrected for the extracted exhaust mass. If the 
exhaust mass flow rate is validated with an exhaust mass 
flow meter, it is recommended to cross -check the mass 
flow rate measurements with data obtained from a sensor 
or the ECU.   
EN 61  EN 3.2.3.  Data analysis  
The total distance -specific emissions [g/km ] measured 
with laboratory equipment shall be calculated in 
accordance to the UN Regulation No. 154 . The emissions 
as measured with the PEMS shall be calculated according 
to Appendix 7 , summed to give the total mass of 
pollutants [g] and then divided by th e test distance [km] as 
obtained from the chassis dynamometer. The total 
distance -specific mass of pollutants [g/km], as determined 
by the PEMS and the reference laboratory system, shall be 
evaluated against the requirements specified in 
paragraph  3.3. For  the validation of NO X emission 
measurements, humidity correction shall be applied in 
accordance with the UN Regulation No. 154 . 
3.3. Permissible tolerances for PEMS validation  
The PEMS validation results shall fulfil the requirements 
given in Table  A6/1. If any permissible tolerance is not 
met, corrective action shall be taken and the PEMS 
validation shall be repeated.  
Table A6/1  
Permissible tolerances  
Parameter 
[Unit]  Permissible absolute tolerance  
Distance 
[km]25 250 m of the laboratory reference  
THC26 
[mg/km]  15 mg/km or 15 % of the laboratory reference, 
whichever is larger  
CH 425 
[mg/km]  15 mg/km or 15 % of the laboratory reference, 
whichever is  larger  
NMHC25Error! 
Bookmark not 
defined. [mg/km]  20 mg/km or 20 % of the laboratory reference, 
whichever is larger  
PN25 [#/km]  8•1010 p/km or 42 % of the laboratory 
reference27 whichever is larger  
CO25 [mg/km]  100 mg/km or 15 % of the laboratory 
reference, whichever is larger  
                                                 
25 only applicable if vehicle speed is determined by the ECU; to meet the p ermissible tolerance it is 
permitted to adjust the ECU vehicle speed measurements based on the outcome of the validation test.  
26 parameter only mandatory if measurement required for compliance with the limits.  
27 PMP system.   
EN 62  EN CO 2 [g/km]  10 g/km or 7.5 % of the laboratory reference, 
whichever is larger  
NO x25 
[mg/km]  10 mg/km or 12.5 % of the laboratory 
reference, whichever is larger  
 
4. Validation procedure for the exhaust mass flow rate 
determined by non -traceable instruments and sen sors. 
4.1. Frequency of validation  
In addition to fulfilling the linearity requirements of 
paragraph  3. of Appendix 5  under steady -state conditions, 
the linearity of non -traceable exhaust mass flow meters or 
the exhaust mass flow rate calculated from non -traceable 
sensors or ECU signals shall be validated under transient 
conditions for each test vehicle against a calibra ted 
exhaust mass flow meter or the CVS.  
4.2. Validation procedure  
The validation shall be conducted on a chassis 
dynamometer under type approval conditions, as far as 
applicable on the same vehicle used for the RDE test. As 
reference, a flow meter with traceable calibration shall be 
used. The ambient temperature can be a ny within the 
range specified in paragraph  5.1. of this Annex. The 
installation of the exhaust mass flow meter and the 
execution of the test shall fulfil the requirement of 
paragraph  3.4.3. of Appendix 4 . 
The following calculation steps shall be taken to v alidate 
the linearity:  
(a) The signal under validation and the reference signal 
shall be time corrected by following, as far as 
applicable, the requirements of paragraph  3. of 
Appendix 7.  
(b) Points below 10 % of the maximum flow value shall 
be excluded fr om the further analysis.  
(c) At a constant frequency of at least 1.0 Hz, the signal 
under validation and the reference signal shall be 
correlated using the best -fit equation having the 
form:  
𝑦=𝑎1𝑥+𝑎0 
 where:   
EN 63  EN y  is the actual value of the signal under 
validation  
a1  is the slope of the regression line  
x  is the actual value of the reference signal  
a0  is the y intercept of the regression line  
 
The standard error of estimate ( SEE) of y on x and 
the coefficient of determination ( r2) shall be 
calculated  for each measurement parameter and 
system.  
 (d) The linear regression parameters shall meet 
the requirements specified in Table 2.  
4.3. Requirements  
The linearity requirements given in Table A6/2 shall be 
fulfilled. If any permissible tolerance is not met, corrective 
action shall be taken and the validation shall be repeated.  
Table A6/2  
Linearity requirements of calculated and measured exhaust mass 
flow 
Measurement 
parameter/syst
em a0 Slope 
a1 Standard 
error of 
the 
estimate 
SEE Coefficient of 
determination  
r2 
Exhaust mass 
flow 0.0 ± 
3.0 
kg/h 1.00 ± 
0.075  ≤10 % 
max ≥ 0.90 
 
 
   
EN 64  EN Appendix 7 - Determination of instantaneous emissions  
1. Introduction  
This appendix describes the procedure to determine the 
instantaneous mass and particle number emissions [g/s; 
#/s], following application of the data consistency rules of 
Appendix 4. The instantaneous mass and particle number 
emissions shall then be used for the subsequent evaluation 
of a RDE trip and the calculation of the intermediate and 
final e mission result as described in Appendix 11.  
2. Symbols, Parameters and Units  
α — molar hydrogen ratio (H/C)  
β — molar carbon ratio (C/C)  
γ — molar sulphur ratio (S/C)  
δ — molar nitrogen ratio (N/C)  
Δtt,i — transformation time t of the analyser [s]  
Δtt,m — transformation time t of the exhaust mass flow meter [s]  
ε — molar oxygen ratio (O/C)  
ρe — density of the exhaust  
ρgas — density of the exhaust component ‘gas’  
λ — excess air ratio  
λi — instantaneous excess air ratio  
A/F st — stoichiometric air-to-fuel ratio [kg/kg]  
cCH4 — concentration of methane  
cCO — dry CO concentration [%]  
cCO2 — dry CO 2 concentration [%]  
cdry — dry concentration of a pollutant in ppm or per cent 
volume  
cgas,i — instantaneous concentration of the exhaust component 
‘gas’ [ppm]  
cHCw — wet HC concentration [ppm]  
cHC(w/
NMC) — HC concentration with CH 4 or C 2H6 flowing through the 
NMC [ppmC 1]  
EN 65  EN cHC(w/o
NMC) — HC concentration with CH 4 or C 2H6 bypassing the NMC 
[ppmC 1] 
ci,c — time-corrected concentration of component i [ppm]  
ci,r — concentration of component i [ppm] in the exhaust  
cNMHC  — concentration of non -methane hydrocarbons  
cwet — wet concentration of a pollutant in ppm or per cent 
volume  
EE — ethane efficiency  
EM — methane efficiency  
Ha — intake air humidity [g water per kg dry air]  
i — number of the measurement  
mgas,i — mass of the exhaust component ‘gas’ [g/s]  
qmaw,i — instantaneous intake air mass flow rate [kg/s]  
qm,c — time-corrected exhaust mass flow rate [kg/s]  
qmew,i — instantaneous exhaust mass flow rate [kg/s]  
qmf,i — instantaneous fuel mass flow rate [kg/s]  
qm,r — raw exhaust mass flow rate [kg/s]  
r — cross -correlation coefficient  
r2 — coefficient of determination  
rh — hydrocarbon response factor  
ugas — u value of the exhaust component ‘gas’  
3. Time correction of parameters  
For the correct calculation of distance -specific emissions, 
the recorded traces of component concentrations, exhaust 
mass flow rate, vehicle speed, and other vehicle data shall 
be time  corrected. To facilitate the time correction, data 
which are subject to time alignment shall be recorded 
either in a single data recording device or with a 
synchronised timestamp following paragraph  5.1. of 
Appendix 4 . The time correction and alignment of  
parameters shall be carried out by following the sequence 
described in paragraphs  3.1. to 3.3. .  
EN 66  EN 3.1. Time correction of component concentrations  
The recorded traces of all component concentrations shall 
be time corrected by reverse shifting according to t he 
transformation times of the respective analysers. The 
transformation time of analysers shall be determined 
according to paragraph  4.4. of Annex 5. : 
𝑐𝑖,𝑐(𝑡−∆𝑡𝑡,𝑖)=𝑐𝑖,𝑟(𝑡) 
where:   
ci,c  is the time -corrected concentration of component i 
as function of time t 
ci,r  is the raw concentration of component i as 
function of time t 
Δtt,i  is the transformation time t of the analyser 
measuring component i  
3.2. Time correction of exhaust mass f low rate  
The exhaust mass flow rate measured with an exhaust 
flow meter shall be time corrected by reverse shifting 
according to the transformation time of the exhaust mass 
flow meter. The transformation time of the mass flow 
meter shall be determined acco rding to paragraph  4.4. of 
Annex 5. : 
𝑞𝑚,𝑐(𝑡−∆𝑡𝑡,𝑚)=𝑞𝑚,𝑟(𝑡) 
where:  
qm,c  is the time -corrected exhaust mass flow rate as 
function of time t 
qm,r  is the raw exhaust mass flow rate as function of 
time t 
Δtt,m  is the transformation time t of the exhaust mass 
flow meter  
 
In case the exhaust mass flow rate is determined by ECU 
data or a sensor, an additional transformation time shall be 
considered and obtained by cross -correlation between the 
calculated exhaust mass flow rate and the exhaust mass 
flow rate measured followin g paragraph  4. of Appendix 6 . 
3.3. Time alignment of vehicle data  
Other data obtained from a sensor or the ECU shall be 
time-aligned by cross -correlation with suitable emission 
data (e.g., component concentrations).   
EN 67  EN 3.3.1.  Vehicle speed from different sour ces 
To time align vehicle speed with the exhaust mass flow 
rate, it is first necessary to establish one valid speed trace. 
In case vehicle speed is obtained from multiple sources 
(e.g., the GNSS, a sensor or the ECU), the speed values 
shall be time aligned  by cross -correlation.  
3.3.2.  Vehicle speed with exhaust mass flow rate  
Vehicle speed shall be time aligned with the exhaust mass 
flow rate by cross -correlation between the exhaust mass 
flow rate and the product of vehicle speed and positive 
acceleration.  
3.3.3.  Further signals  
The time alignment of signals whose values change slowly 
and within a small value range, e.g. ambient temperature, 
can be omitted.  
4. Emission measurements during stop of the combustion engine  
Any instantaneous emissions or exhaust f low 
measurements obtained while the combustion engine is 
deactivated shall be recorded in the data exchange file.  
5. Correction of measured values  
5.0  Drift correction  
𝑐cor=𝑐ref,z+(𝑐ref,s−𝑐ref,z)(2𝑐gas−(𝑐pre,z+𝑐post ,z)
(𝑐pre,s+𝑐post ,s)−(𝑐pre,z+𝑐post ,z)) 
cref,z  is the reference concentration of the zero gas (usually zero) 
[ppm]  
cref,s  is the reference concentration of the span gas [ppm]  
cpre,z  is the pre -test analyser concentration of the zero gas [ppm]  
cpre,s  is the pre -test analyser concentration of the span gas [ppm]  
cpost,z  is the post -test analyser concentration of the zero gas [ppm]  
cpost,s  is the post -test analyser concentration of the span gas [ppm]  
cgas  is the sample gas concentration [ppm]  
5.1. Dry-wet correction  
If the  emissions are measured on a dry basis, the measured 
concentrations shall be converted to a wet basis as:  
where:  
𝑐wet=𝑘w×𝑐dry 
   
EN 68  EN cwet  is the wet concentration of a pollutant in ppm or per 
cent volume  
cdry  is the dry concentration of a pollutant in ppm  or per 
cent volume  
kw  is the dry -wet correction factor  
 
The following equation shall be used to calculate kw: 
𝒌𝐰=(𝟏
𝟏+𝜶×𝟎.𝟎𝟎𝟓 ×(𝒄𝐂𝐎𝟐+𝒄𝐂𝐎)−𝒌𝐰𝟏)×𝟏.𝟎𝟎𝟖 
where:  
𝒌𝐰𝟏=𝟏.𝟔𝟎𝟖 ×𝑯𝐚
𝟏 𝟎𝟎𝟎 +(𝟏.𝟔𝟎𝟖 ×𝑯𝐚) 
where:  
Ha  is the intake air humidity [g water per kg dry air]  
cCO2  is the dry CO 2 concentration [%]  
cCO  is the dry CO concentration [%]  
α  is the molar hydrogen ratio of the fuel (H/C)  
 
5.2. Correction of NO x for ambient humidity and temperature  
NO x emissions shall not be corrected for ambient temperature and 
humidity.  
5.3. Correction of negative emission results  
Negative instantaneous results shall not be corrected.  
6. Determination of the instantaneous gaseous exhaust components  
6.1. Introduction  
The components in the raw exhaust shall be measured 
with the measurement and sampling analysers described in 
Appendix 5 . The raw concentrations of relevant 
components shall be measured in accordance with 
Appendix 4 . The data shall be time corrected and ali gned 
in accordance with paragraph  4. 
6.2. Calculating NMHC and CH 4 concentrations  
For methane measurement using a NMC -FID, the 
calculation of NMHC depends on the calibration 
gas/method used for the zero/span calibration adjustment. 
When a FID is used for T HC measurement without a  
EN 69  EN NMC, it shall be calibrated with propane/air or propane/N 2 
in the normal manner. For the calibration of the FID in 
series with a NMC, the following methods are permitted:  
(a) the calibration gas consisting of propane/air 
bypasses t he NMC;  
(b) the calibration gas consisting of methane/air passes 
through the NMC.  
It is strongly recommended to calibrate the methane FID 
with methane/air through the NMC.  
In method (a), the concentrations of CH 4 and NMHC shall 
be calculated as follows:  
𝑐𝐶𝐻4= 𝑐𝐻𝐶(𝑤/𝑜 𝑁𝑀𝐶 )×(1−𝐸𝑀)−𝑐𝐻𝐶(𝑤/𝑁𝑀𝐶 )
𝐸𝐸−𝐸𝑀 
𝑐𝑁𝑀𝐻𝐶 = 𝑐𝐻𝐶(𝑤/𝑁𝑀𝐶 )− 𝑐𝐻𝐶(𝑤/𝑜 𝑁𝑀𝐶 )×(1−𝐸𝐸)
𝑟ℎ×(𝐸𝐸−𝐸𝑀) 
 
In method (b), the concentration of CH 4 and NMHC shall 
be calculated as follows:  
𝑐𝐶𝐻4= 𝑐𝐻𝐶(𝑤/𝑁𝑀𝐶 )×𝑟ℎ×(1−𝐸𝑀)− 𝑐𝐻𝐶(𝑤/𝑜 𝑁𝑀𝐶 )×(1−𝐸𝐸)
𝑟ℎ×(𝐸𝐸−𝐸𝑀) 
𝑐𝑁𝑀𝐻𝐶 = 𝑐𝐻𝐶(𝑤/𝑜 𝑁𝑀𝐶 )×(1−𝐸𝑀)− 𝑐𝐻𝐶(𝑤/ 𝑁𝑀𝐶 )×𝑟ℎ×(1−𝐸𝑀)
(𝐸𝐸−𝐸𝑀) 
 
where:  
cHC(w/oNMC)   is the HC concentration with CH 4 or C 2H6 
bypassing the NMC [ppmC 1] 
cHC(w/NMC)   is the HC concentration with  CH 4 or C 2H6 
flowing through the NMC [ppmC 1] 
rh  is the hydrocarbon response factor as 
determined in paragraph  4.3.3.(b) of 
Appendix 5  
EM  is the methane efficiency as determined in 
paragraph  4.3.4.(a) of Appendix 5  
EE  is the ethane efficiency as deter mined in 
paragraph  4.3.4.(b) of Appendix 5  
 
If the methane FID is calibrated through the cutter 
(method b), then the methane conversion efficiency as 
determined in paragraph  4.3.4.(a) of Appendix 5  is zero.  
EN 70  EN The density used for calculating the NMHC mass shall be 
equal to that of total hydrocarbons at 273.15 K and 
101.325 kPa and is fuel -dependent.  
7. Determination of exhaust mass flow rate  
7.1. Introduction  
The calculation of instantaneous mass emis sions according 
to paragraphs  8. and 9. requires determining the exhaust 
mass flow rate. The exhaust mass flow rate shall be 
determined by one of the direct measurement methods 
specified in paragraph  7.2. of Appendix 5 . Alternatively, it 
is permissible to calculate the exhaust mass flow rate as 
described in paragraphs  7.2. to 7.4..  
7.2. Calculation method using air mass flow rate and fuel mass flow rate  
The instantaneous exhaust mass flow rate can be 
calculated from the air mass flow rate and the fuel mass 
flow rate as follows:  
𝒒𝐦𝐞𝐰 ,𝐢=𝒒𝐦𝐚𝐰 ,𝐢+𝒒𝐦𝐟,𝐢 
where:  
qmew,i  is the instantaneous exhaust mass flow rate 
[kg/s]  
qmaw,i  is the instantaneous intake air mass flow rate 
[kg/s]  
qmf,i  is the instantaneous fuel mass flow rate [kg/s]  
 
If the air mass flow rate and the fuel mass flow rate or the 
exhaust mass flow rate are determined from ECU 
recording, the calculated instantaneous exhaust mass flow 
rate shall meet the linearity requirements specified for the 
exhaust mass flow rate in par agraph  3. of Appendix 5  and 
the validation requirements specified in paragraph  4.3. of 
Appendix 6 . 
7.3. Calculation method using air mass flow and air -to-fuel ratio  
The instantaneous exhaust mass flow rate can be 
calculated from the air mass flow rate and the air -to-fuel 
ratio as follows:  
𝒒𝒎𝒆𝒘 ,𝒊=𝒒𝒎𝒂𝒘 ,𝒊×(𝟏+𝟏
𝑨/𝑭𝒔𝒕×𝑙𝒊) 
 
where:   
EN 71  EN 𝑨/𝑭𝒔𝒕=𝟏𝟑𝟖 .𝟎×(𝟏+𝜶
𝟒−𝜺
𝟐+𝜸)
𝟏𝟐.𝟎𝟏𝟏 +𝟏.𝟎𝟎𝟖 ×𝜶+𝟏𝟓.𝟗𝟗𝟗𝟒 ×𝜺+𝟏𝟒.𝟎𝟎𝟔𝟕 ×𝜹+𝟑𝟐.𝟎𝟔𝟕𝟓 ×𝜸 
 
𝑙𝒊
= (𝟏𝟎𝟎 −𝒄𝑪𝑶×𝟏𝟎−𝟒
𝟐−𝒄𝑯𝑪𝒘 ×𝟏𝟎−𝟒)+(𝜶
𝟒×𝟏−𝟐×𝒄𝑪𝑶×𝟏𝟎−𝟒
𝟑.𝟓×𝒄𝑪𝑶𝟐
𝟏+𝒄𝑪𝑶×𝟏𝟎−𝟒
𝟑.𝟓×𝒄𝑪𝑶𝟐−𝜺
𝟐−𝜹
𝟐)×(𝒄𝑪𝑶𝟐 +𝒄𝑪𝑶×𝟏𝟎−𝟒)
𝟒.𝟕𝟔𝟒 ×(𝟏+𝜶
𝟒−𝜺
𝟐+𝜸)×(𝒄𝑪𝑶𝟐 +𝒄𝑪𝑶×𝟏𝟎−𝟒+𝒄𝑯𝑪𝒘 ×𝟏𝟎−𝟒) 
 
where:  
qmaw,i  is the instantaneous intake air mass flow 
rate [kg/s]  
A/F st  is the stoichiometric air -to-fuel ratio 
[kg/kg]  
λi  is the instantaneous excess air ratio  
cCO2  is the dry CO 2 concentration [%]  
cCO  is the dry CO concentration [ppm]  
cHCw  is the wet HC concentration [ppm]  
α  is the molar hydrogen ratio (H/C)  
β  is the molar carbon ratio (C/C)  
γ  is the molar sulphur ratio (S/C)  
δ  is the molar nitrogen ratio (N/C)  
ε  is the molar oxygen ratio (O/C)  
 
Coefficients refer to a fuel C β Hα Oε Nδ Sγ with β = 1 for 
carbon based fuels. The concentration of HC emissions is 
typically low and may be omitted when calculating λi. 
If the air mass flow rate and air -to-fuel ratio are 
determined from ECU recording, the calculated 
instantaneous exhaust mass flow rate s hall meet the 
linearity requirements specified for the exhaust mass flow 
rate in paragraph  3. of Appendix 5  and the validation 
requirements specified in paragraph  4.3. of Appendix 6 . 
7.4. Calculation method using fuel mass flow and air -to-fuel ratio   
EN 72  EN The in stantaneous exhaust mass flow rate can be 
calculated from the fuel flow and the air -to-fuel ratio 
(calculated with A/F st and λi according to paragraph  7.3.) 
as follows:  
𝒒𝒎𝒆𝒘 ,𝒊=𝒒𝒎𝒂𝒘 ,𝒊×(𝟏+𝟏
𝑨/𝑭𝒔𝒕×𝑙𝒊) 
𝒒𝒎𝒆𝒘 ,𝒊=𝒒𝒎𝒇,𝒊×(𝟏+ 𝑨/𝑭𝒔𝒕×𝑙𝒊) 
 
The calculated instantaneous exhaust mass flow rate shall 
meet the linearity requirements specified for the exhaust 
gas mass flow rate in paragraph  3. of Appendix 5  and the 
validation requirements specified in paragraph  4.3. of 
Appendix 6 . 
8. Calculating t he instantaneous mass emissions of gaseous components  
The instantaneous mass emissions [g/s] shall be 
determined by multiplying the instantaneous concentration 
of the pollutant under consideration [ppm] with the 
instantaneous exhaust mass flow rate [kg/s],  both 
corrected and aligned for the transformation time, and the 
respective u value in Table  A7/1. If measured on a dry 
basis, the dry -wet correction according to paragraph  5.1. 
shall be applied to the instantaneous component 
concentrations before executin g any further calculations. If 
occurring, negative instantaneous emission values shall 
enter all subsequent data evaluations. Parameter values 
shall enter the calculation of instantaneous emissions [g/s] 
as reported by the analyser, flow -measuring instrume nt, 
sensor or the ECU. The following equation shall be 
applied:  
𝒎𝐠𝐚𝐬,𝐢=𝒖𝐠𝐚𝐬∙𝒄𝒈𝒂𝒔 ,𝒊∙𝒒𝐦𝐞𝐰 ,𝐢 
 
where:  
mgas,i  is the mass of the exhaust component ‘gas’ [g/s]  
ugas  is the ratio of the density of the exhaust component ‘gas’ 
and the overall density of the exhaust as listed in Table 1  
cgas,i  is the measured concentration of the exhaust component 
‘gas’ in the exhaust [ppm]  
qmew,i  is the measured exhaust mass flow rate [kg/s]  
gas  is the respective component  
i  number of the measurement   
EN 73  EN  
Table  A7/1  
Raw exhaust gas u values depicting the ratio between the densities of exhaust 
component or pollutant i [kg/m3] and the density of the exhaust gas [kg/m3] 
Fuel e 
[kg/m3
] Component or pollutant i  
NO x CO HC CO 2 O2 CH 4 
  gas [kg/
m3]    
 
2.052   
1.249  (1)  
1.9630   
1.4276   
0.715  
  ugas (2,6)    
Diesel (B0)   
1.2893   
0.00159
3  
0.0009
69  
0.000480   
0.00152
3  
0.00110
8  
0.00055
5 
Diesel (B5)   
1.2893   
0.00159
3  
0.0009
69  
0.000480   
0.00152
3  
0.00110
8  
0.00055
5 
Diesel (B7)   
1.2894  0.00159
3 0.0009
69 0.000480  0.00152
3 0.00110
8 0.00055
5 
Ethanol 
(ED95)  1.2768  0.00160
9 0.0009
80 0.000780  0.00153
9 0.00111
9 0.00056
1 
CNG(3) 
1.2661  0.00162
1 0.0009
87 0.000528(
4) 0.00155
1 0.00112
8 0.00056
5 
Propane  1.2805  0.00160
3 0.0009
76 0.000512  0.00153
3 0.00111
5 0.00055
9 
Butane  1.2832  0.00160
0 0.0009
74 0.000505  0.00153
0 0.00111
3 0.00055
8 
LPG(5) 1.2811  0.00160
2 0.0009
76 0.000510  0.00153
3 0.00111
5 0.00055
9 
Petrol (E0)   
1.2910   
0.00159
1  
0.0009
68  
0.000480   
0.00152
1  
0.00110
6  
0.00055
4 
Petrol (E5)          
EN 74  EN 1.2897  0.00159
2 0.0009
69 0.000480  0.00152
3 0.00110
8 0.00055
5 
Petrol (E10)   
1.2883   
0.00159
4  
0.0009
70  
0.000481   
0.00152
4  
0.00110
9  
0.00055
5 
Ethanol 
(E85)  1.2797  0.00160
4 0.0009
77 0.000730  0.00153
4 0.00111
6 0.00055
9 
(1) depending on fuel  
(2) at λ = 2, dry air, 273 K, 101.3 kPa  
(3) u values accurate within 0.2% for mass composition of: C=66 -76%; H=22 -25%; N=0 -
12%  
(4) NMHC on the basis of CH 2.93 (for THC the ugas coefficient of CH 4 shall be used)  
(5) u accurate within 0.2% for mass composition of: C 3=70-90%; C 4=10-30% 
(6)  ugas is a unitless parameter; the ugas values include unit conversions to ensure that the 
instantaneous emissions are obtained in the specified physical unit, i.e., g/s  
9. Calculating  the instantaneous particle number emissions  
The instantaneous particle number emissions [particles/s] 
shall be determined by multiplying the instantaneous 
concentration of the pollutant under consideration 
[particles/cm3] with the instantaneous exhaust ma ss flow 
rate [kg/s], both corrected and aligned for the 
transformation time and by dividing with the density 
[kg/m³] according to Table A7/1. If applicable, negative 
instantaneous emission values shall enter all subsequent 
data evaluations. All significant  digits of preceding results 
shall enter the calculation of the instantaneous emissions. 
The following equation shall apply:  
𝑃𝑁 𝑖=𝑐𝑃𝑁,𝑖𝑞𝑚𝑒𝑤 ,𝑖/𝜌𝑒 
where:  
PNi  is the particle number flux [particles/s]  
cPN,i  is the measured particle number concentration 
[#/m3] normalized at 0 °C  
qmew,i  is the measured exhaust mass flow rate [kg/s]  
ρe  is the density of the exhaust gas [kg/m3] at 0 °C 
(Table A7/1)  
 
10. Data exchange  
Data Exchange: The data shall be exchanged between the 
measurement syste ms and the data evaluation software by  
EN 75  EN a standardised data exchange file found at the same 
weblink28 as the UN Regulation [XXX] on RDE.  
Any pre -processing of data (e.g. time correction according 
to paragraph  3, vehicle speed correction according to 
paragraph 4.7 of Appendix 4 or the correction of the 
GNSS vehicle speed signal according to paragraph  6.5. of 
Appendix 4) shall be done with th e control software of the 
measurement systems and shall be completed before the 
data exchange file is generated.  
 
  
                                                 
28 Weblink ….   
EN 76  EN Appendix 8  Assessment of overall trip validity using the moving averaging window 
method  
1. Introduction  
The Moving Averaging Window method shall be used to assess the 
overall trip dynamics. The test is divided in sub -sections (windows) 
and the subsequent analysis aims at determining whether the trip is 
valid for RDE purposes. The ‘normality’ of the windows shall be 
assessed by comparing their  CO 2 distance -specific emissions with a 
reference curve obtained from the vehicle CO 2 emissions measured in 
accordance with the WLTP test.  
2. Symbols, Parameters and Units  
Index (i) refers to the time step  
Index (j) refers to the window  
Index (k) refers to  the category (t=total, ls=low speed, 
ms=medium speed, hs=high speed) or to the CO 2 
characteristic curve (cc)  
𝑎1,𝑏1 -  coefficients of the CO 2 characteristic curve  
𝑎2,𝑏2 -  coefficients of the CO 2 characteristic curve  
𝑀𝐶𝑂2 - CO 2 mass, [g]  
𝑀𝐶𝑂2,𝑗 - CO 2 mass in window j, [g]  
𝑡𝑖 - total time in step i, [s]  
𝑡𝑡 - duration of a test, [s]  
𝑣𝑖 - actual vehicle speed in time step i, [km/h]  
𝑣̅𝑗 - average vehicle speed in window j, [km/h]  
𝑡𝑜𝑙 1𝐻 -  upper tolerance for the vehicle CO 2 characteristic  curve, 
[%] 
𝑡𝑜𝑙 1𝐿 -  lower tolerance for the vehicle CO 2 characteristic curve, 
[%] 
3. Moving averaging windows  
3.1. Definition of averaging windows  
The instantaneous CO 2 emissions calculated according to 
Appendix 7 shall be integrated using a moving averaging 
window method, based on a reference CO 2 mass.  
The usage of the reference CO 2 mass is illustrated in 
Figure A8/2. The principle of the calculation is as follows: 
The RDE distance -specific CO 2 mass emissions are not 
calculated for the complete data set, but for sub -sets of the 
complete data set, the length of these sub -sets being 
determined so as to match always the same fraction of the 
CO 2 mass emitted by the vehicle over the applicable 
WLTP test (after all appropriate corrections e.g. ATCT are  
EN 77  EN applied, where relevant). The moving window calculations 
are conducted with a time increment Δ t corresponding to 
the data sampling frequency. These sub -sets used to 
calculate th e vehicle on -road CO 2 emissions and its 
average speed are referred to as ‘averaging windows’ in 
the following sections. The calculation described in this 
point shall be run from the first data point (forward), as 
shown in Figure A8/1.  
The following data sh all not be considered for the 
calculation of the CO 2 mass, the distance  and the vehicle 
average speed in each averaging window:  
The periodic verification of the instruments and/or after 
the zero drift verifications;  
Vehicle ground speed < 1 km/h;  
The calcu lation shall start from when vehicle ground 
speed is higher than or equal to 1 km/h and include driving 
events during which no CO 2 is emitted and where the 
vehicle ground speed is higher than or equal to 1 km/h.  
The mass emissions MCO 2,j shall be determine d by 
integrating the instantaneous emissions in g/s as specified 
in Appendix 7 . 
Figure A8/1  
Vehicle speed versus time - Vehicle averaged emissions versus 
time, starting from the first averaging window  
 
 
EN 78  EN Figure A8/2  
Definition of CO 2 mass based on averaging windows  
 
The duration (𝑡2,𝑗−𝑡1,𝑗) of the jth averaging window is determined 
by: 
𝑀𝐶𝑂2(𝑡2,𝑗)−𝑀𝐶𝑂2(𝑡1,𝑗)≥𝑀𝐶𝑂2,𝑟𝑒𝑓 
 
Where:  
𝑀𝐶𝑂2(𝑡𝑖,𝑗) is the CO 2 mass measured between the test start and time 
𝑡𝑖,𝑗, [g];  
𝑀𝐶𝑂2,𝑟𝑒𝑓 is the reference CO 2 mass (half of the CO 2 mass emitted by 
the vehicle over the applicable WLTP test).  
During type approval , the CO 2 reference value shall be taken from 
the WLTP CO 2 values of the individual vehicle, obtained in 
accordance with UN R egulation 154, including all appropriate 
corrections.  
For ISC or market surveillance testing purposes , the reference CO 2 
mass shall be obtained from the Certificate of Conformity29 for the 
individual vehicle. The value for OVC -HEV vehicles shall be 
obtained from the WLTP test conducted using the Charge Sustaining 
mode.  
𝑡2,𝑗 shall be selected such as:  
𝑀𝐶𝑂2(𝑡2,𝑗−∆𝑡)−𝑀𝐶𝑂2(𝑡1,𝑗)<𝑀𝐶𝑂2,𝑟𝑒𝑓≤𝑀𝐶𝑂2(𝑡2,𝑗)−𝑀𝐶𝑂2(𝑡1,𝑗) 
 
                                                 
29 As found in Annex  VIII of Regulation (EU) 2020/638.  
 
EN 79  EN Where  ∆𝑡 is the data sampling period.  
The CO 2 masses 𝑀𝐶𝑂2,𝑗 in the windows are calculated by integrating 
the instantaneous emissions calculated as specified in Appendix 7 . 
3.2. Calculation of window parameters  
– The following shall be calculated for each win dow 
determined in accordance with paragraph 3.1. The distance -
specific CO2 emissions MCO2,d,j;  
– The average vehicle speed v  ̅_j 
4. Evaluation of windows  
4.1. Introduction  
The reference dynamic conditions of the test vehicle are 
defined from the vehicle CO 2 emissions versus average 
speed measured at type approval on the WLTP test and 
referred to as ‘vehicle CO 2 characteristic curve’.   
4.2. CO 2 characteristic curve reference points.  
During type approval , the values shall be taken from the 
WLTP CO2 values of the individual vehicle, obtained in 
accordance with UN Regulation 154, including all 
appropriate corrections.  
For ISC or market surveillance testing purposes , the 
distance -specific CO 2 emissions to b e considered,  in this 
paragraph for the definition of the reference curve shall be 
obtained from the Certificate of Conformity for the 
individual vehicle.  
The reference points P 1, P2 and P 3 required to define the 
vehicle CO 2 characteristic curve shall be e stablished as 
follows:  
4.2.1.  Point P 1 
𝑣𝑃1̅̅̅̅̅=18.882  𝑘𝑚/ℎ (Average Speed of the Low Speed 
phase of the WLTP cycle)  
𝑀𝐶𝑂2,𝑑,𝑃1 = Vehicle CO 2 emissions over the Low Speed 
phase of the WLTP test [g/km]  
4.2.2.  Point P 2 
𝑣𝑃2̅̅̅̅̅=56.664  𝑘𝑚/ℎ (Average Speed of the High Speed 
phase of the WLTP cycle)  
𝑀𝐶𝑂2,𝑑,𝑃2 = Vehicle CO 2 emissions over the High Speed 
phase of the WLTP test [g/km]  
4.2.3.  Point P 3 
𝑣𝑃3̅̅̅̅̅=91.997  𝑘𝑚/ℎ (Average Speed of the Extra High 
Speed phase of the WLTP cycle)   
EN 80  EN 𝑀𝐶𝑂2,𝑑,𝑃3  = Vehicl e CO 2 emissions over the Extra High 
Speed phase of the WLTP test [g/km]   
4.3. CO 2 characteristic curve definition  
Using the reference points defined in paragraph  4.2., the 
characteristic curve CO 2 emissions are calculated as a 
function of the average speed  using two linear sections 
(P1, P2) and (P 2, P3). The section (P 2, P3) is limited to 145 
km/h on the vehicle speed axis. The characteristic curve is 
defined by equations as follows:  
For the section ( 𝑃1,𝑃2): 
𝑀𝐶𝑂2,𝑑,𝐶𝐶(𝑣̅)=𝑎1𝑣̅+𝑏1 
𝑤𝑖𝑡ℎ: 𝑎1=(𝑀𝐶𝑂2,𝑑,𝑃2−𝑀𝐶𝑂2,𝑑,𝑃1)(𝑣𝑃2̅̅̅̅̅−𝑣𝑃1̅̅̅̅̅) ⁄  
𝑎𝑛𝑑 : 𝑏1=𝑀𝐶𝑂2,𝑑,𝑃1−𝑎1𝑣𝑃1̅̅̅̅̅ 
For the section ( 𝑃2,𝑃3): 
 
𝑀𝐶𝑂2,𝑑,𝐶𝐶(𝑣̅)=𝑎2𝑣̅+𝑏2 
𝑤𝑖𝑡ℎ: 𝑎2=(𝑀𝐶𝑂2,𝑑,𝑃3−𝑀𝐶𝑂2,𝑑,𝑃2)(𝑣𝑃3̅̅̅̅̅−𝑣𝑃2̅̅̅̅̅) ⁄  
𝑎𝑛𝑑 : 𝑏2=𝑀𝐶𝑂2,𝑑,𝑃2−𝑎2𝑣𝑃2̅̅̅̅̅ 
Figure A8/3  
Vehicle CO 2 characteristic curve and tolerances for ICE and 
NOVC -HEV vehicles  
 
 
 
EN 81  EN Figure A8/4:  
Vehicle CO 2 characteristic curve and tolerances for OVC -HEV 
vehicles  
 
 
4.4. Low, medium and high -speed windows  
4.4.1.  The windows shall be categorised into low, medium, and 
high speed bins according to their average speed.  
4.4.1.1.  Low-speed windows  
Low-speed windows are characterized by average vehicle 
ground speeds 𝑣̅𝑗 lower  than 45 km/h.  
4.4.1.2.  Medium -speed windows  
Medium -speed windows are characterized by average 
vehicle ground speeds 𝑣̅𝑗 greater than or equal to 45 km/h 
and lower than 80 km/h.  
For those vehicles that are equipped with a device limiting 
vehicle speed to 90 km/h, medium -speed windows are 
characterized by average vehicle speeds 𝑣̅𝑗 lower than 70 
km/h. 
4.4.1.3.  High -speed windows  
High -speed windows are characterized by average vehicle 
ground speeds 𝑣̅𝑗 greater than or equal to 80 km/h and 
lower than 145 km/h  
For those vehicles that are equipped with a device limiting 
vehicle speed to 90 km/h, high -speed windows are 
characterized by average vehicle speeds 𝑣̅𝑗 greater than or 
equal to 70 km/h and lower than 90 km/h.  
 
EN 82  EN Figure A8/5  
Vehicle CO 2 characteristic curve:  low, medium and high speed 
definitions  (Illustrated for ICE and NOVC -HEV vehicles) except 
N2 category vehicles that are equipped with a device limiting 
vehicle speed to 90 km/h)  
 
Figure A8/6.  
Vehicle CO 2 characteristic curve:  low, medium and high speed 
driving definitions (Illustrated for OVC -HEV vehicles) except 
those vehicles that are equipped with a device limiting vehicle 
speed to 90 km/h)  
 
 
5SPEED SPEED SPEED
5SPEED SPEED SPEED 
EN 83  EN 4.5.1.  Assessment of trip validity  
4.5.1.1.  Tolerances around the vehicle CO 2 characteristic curve  
The upper tolerance of the vehicle CO 2 characteristic 
curve is 𝑡𝑜𝑙 1H=45%  for low speed drivin g and 𝑡𝑜𝑙 1H=
40%  for medium and high speed driving.  
The lower tolerance of the vehicle CO 2 characteristic 
curve is 𝑡𝑜𝑙 1L=25%  for ICE and NOVC -HEV vehicles 
and 𝑡𝑜𝑙 1L=100%  for OVC -HEV vehicles.  
4.5.1.2.  Assessment of test validity  
The test is valid  when it comprises at least 50 per cent of 
the low, medium and high speed windows that are within 
the tolerances defined for the CO 2 characteristic curve.  
For NOVC -HEVs and OVC -HEVs, if the minimum 
requirement of 50% between 𝑡𝑜𝑙 1H and 𝑡𝑜𝑙 1L is not me t, 
the upper positive tolerance  𝑡𝑜𝑙 1H may be increased until 
the value of 𝑡𝑜𝑙 1H reaches 50 per cent.  
For OVC -HEVs when no MAWs are calculated as result 
of the ICE not turning on,  the test  is still valid . 
   
EN 84  EN Appendix 9 - Assessment of excess or absence  of trip dynamics  
1. Introduction  
This appendix describes the calculation procedures to 
verify the trip dynamics by determining the excess or 
absence of dynamics during an RDE trip.  
2. Symbols, Parameters and Units  
a — acceleration [m/s2] 
ai — Accelearion in time step I [m/s2] 
apos — positive acceleration greater than 0.1 m/s2 [m/s2] 
apos,i,k — positive acceleration greater than 0.1 m/s2 in time 
step i considering the urban, rural and motorway 
shares [m/s2] 
ares — acceleration resolution [m/s2] 
di — distance covered in time step i [m]  
di,k — distance covered in time step i considering the 
urban, rural and motorway shares [m]  
Index (i)  — discrete time step  
Index (j)  — discrete time step of positive acceleration 
datasets  
Index (k)  — refers to the respective category (t=total, 
u=urban, r=rural, m=motorway)  
Mk — number of samples for urban, rural and 
motorway shares with positive acceleration 
greater than 0.1 m/s2 
Nk — total number of samples for the urban, rural and 
motorway shares and the complet e trip  
RPA k — relative positive acceleration for urban, rural and 
motorway shares [m/s2 or kWs/(kg*km)]  
tk — duration of the urban, rural and motorway shares 
and the complete trip [s]  
𝑣 — vehicle speed [km/h]  
𝑣𝑖 — actual vehicle speed in time step i  [km/h]  
𝑣𝑖,𝑘 — actual vehicle speed in time step i considering the 
urban, rural and motorway shares [km/h]  
(𝑣×𝑎)𝑖 — actual vehicle speed per acceleration in time step 
i [m2/s3 or W/kg]  
(𝑣×𝑎)𝑗,𝑘 
 — actual vehicle speed per positive acceleration 
greater than 0.1 m/s2 in time step j considering 
the urban, rural and motorway shares [m2/s3 or 
W/kg].  
(𝑣
×𝑎𝑝𝑜𝑠)𝑘−[95] — 95th percentile of the product of vehicle speed per 
positive acceleration greater than 0.1 m/s2 for 
urban, rural and motorway shares [m2/s3 or  
EN 85  EN  W/kg]  
𝑣𝑘 — average vehicle speed for urban, rural and 
motorway shares [km/h]  
3   Trip indicators  
3.1. Calculations  
3.1.1.  Data pre -processing  
 Dynamic parameters, such as acceleration, (𝑣×𝑎𝑝𝑜𝑠) or 
RPA,  shall be determined with a speed signal of an 
accuracy of 0.1 % for all speed values above 3 km/h and a 
sampling frequency of 1 Hz. Otherwise, acceleration shall 
be determined with an accuracy of 0.01 m/s2 and a 
sampling frequency of 1  Hz. In this case, a  separate speed 
signal is required for (𝑣×𝑎𝑝𝑜𝑠) and shall have an 
accuracy of at least 0.1 km/h. The speed trace shall form 
the basis for further calculations and binning as described 
in paragraphs 3.1.2. and 3.1.3.  
3.1.2.  Calculation of distance, accel eration and  (𝑣×𝑎) 
The following calculations shall be performed over the 
whole time based speed trace from the beginning to the 
end of the test data.  
The distance increment per data sample shall be calculated 
as follows:  
𝑑𝑖=𝑣𝑖
3.6 𝑖=1 𝑡𝑜 𝑁𝑡 
where:  
di  is the distance covered in time step i [m]  
νi  is the actual vehicle speed in time step i 
[km/h]  
Nt  is the total number of samples  
 
The acceleration shall be calculated as follows:  
𝑎𝑖=𝑣𝑖+1−𝑣𝑖−1
2×3.6  𝑖=1 𝑡𝑜 𝑁𝑡  
where:  
𝑎𝑖  is the  acceleration in time step i [m/s2].  
For i = 1: 𝑣𝑖−1= 0 ,  
for i = N t: vi+ 1 =0. 
  
EN 86  EN The product of vehicle speed per acceleration shall be 
calculated as follows:  
(𝑣×𝑎)𝑖=𝑣𝑖×𝑎𝑖/3.6 
where:  
(𝑣×𝑎)𝑖 
  is the product of the actual vehicle speed 
per acceleration in time step i [m2/s3 or 
W/kg].  
 
3.1.3.  Binning of the results  
3.1.3.1.   
Binning of the results  
After the calculation of ai and (𝑣×𝑎)𝑖, the values vi, di, ai 
and (𝑣×𝑎)𝑖 shall be ranked in ascending order of the 
vehicle speed.  
All datasets with ( 𝑣𝑖≤ 60 km/h) belong to the ‘urban’ 
speed bin, all datasets with (60 km/h < 𝑣𝑖 ≤ 90 km/h) 
belong to the ‘rural’ speed bin and all datasets with ( 𝑣𝑖 > 
90 km/h) belong to the ‘motorway’ speed bin.  
For N2 category vehicles that are equippe d with a device 
limiting vehicle speed to 90 km/h, all datasets with 𝑣𝑖 ≤ 60 
km/h belong to the “urban” speed bin, all datasets with 60 
km/h < 𝑣𝑖 ≤ 80 km/h belong to the “rural” speed bin and 
all datasets with 𝑣𝑖 > 80 km/h belong to the “motorway” 
speed bin.  
The number of datasets with acceleration values 𝑎𝑖> 0.1 
m/s2 shall be greater than or equal to 100 in each speed 
bin. 
For each speed bin the average vehicle speed ( 𝑣𝑘) shall be 
calculated as follows:  
𝑣𝑘=1
𝑁𝑘∑𝑣𝑖,𝑘
𝑖  𝑖=1 𝑡𝑜 𝑁𝑘,𝑘=𝑢,𝑟,𝑚 
where:  
Nk  is the total number of samples of the urban, rural, 
and motorway shares.  
 
 
3.1.4.  Calculation of (v×apos)k−[95] per speed bin  
The 95th percentile of the (𝑣×𝑎𝑝𝑜𝑠) values shall be 
calculated as follows:   
EN 87  EN The (𝑣×𝑎𝑝𝑜𝑠)𝑖,𝑘 values in each speed bin shall be ranked 
in ascending order for all datasets with ai,k > 0.1m/s2 and 
the total number of these samples Mk shall be determined.  
Percentile values are then assigned to the (𝑣×
𝑎𝑝𝑜𝑠)𝑖,𝑘values with ai,k > 0.1 m/s2 as follo ws: 
The lowest (𝑣×𝑎𝑝𝑜𝑠)value gets the percentile 1/ Mk, the 
second lowest 2/ Mk, the third lowest 3/ Mk and the highest 
value (M k/Mk = 100 %.)  
(𝑣×𝑎𝑝𝑜𝑠)𝑘−[95] is the (𝑣×𝑎𝑝𝑜𝑠)𝑗,𝑘 value, with j/M k = 
95 %. If j/M k = 95 % cannot be met, (𝑣×
𝑎𝑝𝑜𝑠)𝑘−[95]shall be calculated by linear interpolation 
between consecutive samples j and j+1 with j/M k < 95 % 
and ( j+1)/M k > 95%.  
The relative positive acceleration per speed bin shall be 
calculated as follows:  
𝑅𝑃𝐴 𝑘=∑(𝑣×𝑎𝑝𝑜𝑠)𝑗,𝑘 𝑗
∑𝑑𝑖,𝑘 𝑖,
𝑗=1 𝑡𝑜 𝑀𝑘,𝑖=1 𝑡𝑜 𝑁𝑘,𝑘=𝑢,𝑟,𝑚 
where:  
RPA k  is the relative positive acceleration for urban, 
rural and motorway shares in [m/s2 or 
kWs/(kg*km)]  
Mk  is the sample number for urban, rural and 
motorway shares with positive acceleration  
Nk  is the total sample number for urban, rural and 
motorway shares  
 
4. Assessment of trip validity  
4.1.1.  Assessment of (v×apos)k−[95]per speed bin (with v in 
[km/h])  
If 𝑣𝑘 ≤74.6 𝑘𝑚/ℎ and 
(𝑣×𝑎𝑝𝑜𝑠)𝑘−[95]>(0.136 × 𝑣𝑘+14.44) 
is fulfilled, the trip is invalid.  
If 𝑣𝑘>74.6 𝑘𝑚/ℎ and 
(𝑣×𝑎𝑝𝑜𝑠)𝑘−[95]>(0.0742 × 𝑣𝑘+18.966 ) 
is fulfilled, the trip is invalid.  
Upon the request of the manufacturer, and only for those 
N1 or N2 vehicles where the vehicle power -to-test mass 
ratio is less than or equal to 44 W/kg then:   
EN 88  EN If 𝑣𝑘≤74.6𝑘𝑚/ℎ and 
(v×apos)k-[95]>(0.136 ×vk+14,44) 
is fulfilled, the trip is invalid.  
If 𝑣𝑘>74.6 𝑘𝑚/ℎ and 
(𝑣×𝑎𝑝𝑜𝑠)𝑘−[95]>(−0.097 ×𝑣𝑘 + 31.635 ) 
is fulfilled, the trip is invalid.  
 
4.1.2.  Assessment of RPA per speed bin  
If 𝑣𝑘≤94.05 𝑘𝑚/ℎ and 
𝑅𝑃𝐴 𝑘<(−0.0016 ∙𝑣𝑘 + 0.1755 )  
is fulfilled, the trip is invalid.  
If 𝑣𝑘>94.05km /h and RPA k<0.025 is fulfilled, the 
trip is invalid.  
   
EN 89  EN Appendix 10 - Procedure to determine the cumulative positive elevation gain of  a PEMS 
trip 
1. Introduction  
This appendix describes the procedure to determine the 
cumulative elevation gain of a PEMS trip . 
2.  Symbols, Parameters and Units  
d(0) — distance at the start of a trip [m]  
d — cumulative distance travelled at the discrete way point 
under consideration [m]  
d0 — cumulative distance travelled until the measurement 
directly before the respective way point d [m] 
d1 — cumulative distance travelled until the measurement 
directly after the respective way point d [m] 
da — referen ce way point at d(0) [m] 
de — cumulative distance travelled until the last discrete way 
point [m]  
di — instantaneous distance [m]  
dtot — total test distance [m]  
h(0) — vehicle altitude after the screening and principle 
verification of data quality at the start of a trip [m above 
sea level]  
h(t) — vehicle altitude after the screening and principle 
verification of data quality at point t [m above sea level]  
h(d) — vehicle altitude at the way point d [m above sea level]  
h(t-1) — vehicle altitude after the screening and principle 
verification of data quality at point t -1 [m above sea 
level]  
hcorr(0) — corrected altitude directly before the respective way point 
d [m above sea level]  
hcorr(1) — corrected altitude directly after the respective way point d 
[m above sea level]  
hcorr(t) — corrected instantaneous vehicle altitude at data point t [m 
above sea level]  
hcorr(t-1) — corrected instantaneous vehicle altitude at data point t -1 
[m above sea level]   
EN 90  EN hGNSS,i  — instantaneous vehicle altitude measured with GNSS [m 
above sea level]  
hGNSS(t) — vehicle altitude measured with GNSS at data point t [m 
above sea level]  
hint(d) — interpolated altitude at the discrete way point under 
consideration d [m above sea level]  
hint,sm,1 (d) — smoothed and interpolated altitude, after the first 
smoothing run at the discrete way point under 
consideration d [m above sea level]  
hmap(t) — vehicle altitude based on topographic map at data point t 
[m above sea level]  
road grade,1 (
d) — smoothed road g rade at the discrete way point under 
consideration d after the first smoothing run [m/m]  
road grade,2 (
d) — smoothed road grade at the discrete way point under 
consideration d after the second smoothing run [m/m]  
sin — trigonometric sine function  
t — time passed since test start [s]  
t0 — time passed at the measurement directly located before 
the respective way point d [s] 
vi — instantaneous vehicle speed [km/h]  
v(t) — vehicle speed at a data point t [km/h]  
3. General requirements  
The cumulative positive elevation gain of a RDE trip shall 
be determined based on three parameters: the 
instantaneous vehicle altitude hGNSS,i  [m above sea level] 
as measured with the GNSS, the instantaneous vehicle 
speed vi [km/h] recorded at a frequency of 1 Hz and the 
corresponding time t [s] that has passed since test start.  
4. Calculation of cumulative positive elevation gain  
4.1. General  
The cumulative positive elevation gain of a RDE trip shall 
be calculated as a two -step procedure, consisting of (i)  the 
correction of instantaneous vehicle altitude data, and (ii) 
the calculation of the cumulative positive elevation gain.   
EN 91  EN 4.2. Correction of instantaneous vehicle altitude data  
The altitude h(0) at the start of a trip at d(0) shall be 
obtained by GNSS an d verified for correctness with 
information from a topographic map. The deviation shall 
not be larger than 40 m. Any instantaneous altitude data 
h(t) shall be corrected if the following condition applies:  
|ℎ(𝑡)−ℎ(𝑡−1)|>𝑣(𝑡)/3.6 ×𝑠𝑖𝑛45° 
The altitude co rrection shall be applied so that:  
ℎ𝑐𝑜𝑟𝑟(𝑡)=ℎ𝑐𝑜𝑟𝑟(𝑡−1) 
where:  
h(t) — vehicle altitude after the screening and 
principle check of data quality at data point 
t [m above sea level]  
h(t-1) — vehicle altitude after the screening and 
principle check of data quality at data point 
t-1 [m above sea level]  
v(t) — vehicle speed of data point t [km/h]  
hcorr(t) — corrected instantaneous vehicle altitude at 
data point t [m above sea level]  
hcorr(t-1) — corrected instantaneous vehicle altitude at 
data point t-1 [m above sea level]  
Upon the completion of the correction procedure, a valid 
set of altitude data is established. This data set shall be 
used for the calculation of the cumulative positive 
elevation gain as described in the following.  
4.3. Final calcu lation of the cumulative positive elevation gain  
4.3.1.  Establishment of a uniform spatial resolution  
The cumulative elevation gain shall be calculated from 
data of a constant spatial resolution of 1 m starting with 
the first measurement at the start of a trip d(0). The 
discrete data points at a resolution of 1 m are referred to as 
way points, characterized by a specific distance value d 
(e.g., 0, 1, 2, 3 m…) and their corresponding altitude h(d) 
[m above sea level].  
The altitude of each discrete way point d shall be 
calculated through interpolation of the instantaneous 
altitude hcorr(t) as: 
ℎ𝑖𝑛𝑡(𝑑)=ℎ𝑐𝑜𝑟𝑟(0)+ℎ𝑐𝑜𝑟𝑟(1)−ℎ𝑐𝑜𝑟𝑟(0)
𝑑1−𝑑0×(𝑑−𝑑0)  
EN 92  EN Where:  
hint(d) — interpolated altitude at the discrete way point 
under consideration d [m above sea level]  
hcorr(0) — corrected altitude directly before the 
respective way point d [m above sea level]  
hcorr(1) — corrected altitude directly after the 
respective way point d [m above sea level]  
d — cumulative distance travelled at the discrete 
way point under consideration d [m] 
d0 — cumulative distance travelled until the 
measurement located directly before the 
respective way point d [m] 
d1 — cumulative distance travelled until the 
measurement located directly after the 
respective way point d [m] 
4.3.2.  Additional data smoothing  
The altitude data obtained for each discrete way point 
shall be smoothed by applying a two -step procedure; da 
and de denote the first and last data point respectively 
(Figure 1). The first smoothing run shall be applied as 
follows:  
𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,1(𝑑)=ℎ𝑖𝑛𝑡(𝑑+200 𝑚)−ℎ𝑖𝑛𝑡(𝑑𝑎)
(𝑑+200  𝑚)  𝑓𝑜𝑟 𝑑
≤200  𝑚 
𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,1(𝑑)
=ℎ𝑖𝑛𝑡(𝑑+200  𝑚)−ℎ𝑖𝑛𝑡(𝑑−200  𝑚)
(𝑑+200  𝑚)−(𝑑−200  𝑚)  𝑓𝑜𝑟 200  𝑚<𝑑
<(𝑑𝑒−200  𝑚) 
𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,1(𝑑)=ℎ𝑖𝑛𝑡(𝑑𝑒)−ℎ𝑖𝑛𝑡(𝑑−200  𝑚)
𝑑𝑒−(𝑑−200  𝑚)  𝑓𝑜𝑟 𝑑
≥(𝑑𝑒−200  𝑚) 
ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑)=ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑−1 𝑚)
+𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,1(𝑑)  𝑓𝑜𝑟 𝑑=(𝑑𝑎+1) 𝑡𝑜 𝑑𝑒 
ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑𝑎)=ℎ𝑖𝑛𝑡(𝑑𝑎)+𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,1(𝑑𝑎) 
Where:  
road grade,1 (
d) — smoothed road grade at the discrete way point 
under consideration after the first smoothing 
run [m/m]   
EN 93  EN hint(d) — interpolated altitude at the discrete way point 
under consideration d [m above sea level]  
hint,sm,1 (d) — smoothed interpolated altitude, after the first 
smoothing run at the discrete way point under 
consideration d [m above sea level]  
d — cumulative distance travelled at the discrete 
way point under consideration [m]  
da — reference way point at d(0) [m] 
de — cumulative distance travelled until the last 
discrete way point [m]  
The second smoothing run shall be applied as follows:  
𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,2(𝑑)
=ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑+200  𝑚)−ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑𝑎)
(𝑑+200  𝑚)  𝑓𝑜𝑟 𝑑≤200  𝑚 
𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,2(𝑑)=ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑+200  𝑚)−ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑−200  𝑚)
(𝑑+200  𝑚)−(𝑑−200  𝑚)  𝑓𝑜𝑟 200  𝑚
<𝑑<(𝑑𝑒−200  𝑚) 
𝑟𝑜𝑎𝑑 𝑔𝑟𝑎𝑑𝑒 ,2(𝑑)
=ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑𝑒)−ℎ𝑖𝑛𝑡,𝑠𝑚,1(𝑑−200  𝑚)
𝑑𝑒−(𝑑−200  𝑚)  𝑓𝑜𝑟 𝑑
≥(𝑑𝑒−200  𝑚) 
Where:  
road grade,2 (
d) — smoothed road grade at the discrete way point 
under consideration after the second 
smoothing run [m/m]  
hint,sm,1 (d) — smoothed interpolated altitude, after the first 
smoothing run at the discrete way point under 
consideration d [m above sea level]  
d — cumulative distance travelled at the discrete 
way point under consideration [m]  
da — reference way point at d(0) [m] 
de — cumulative distance travelled until the last 
discrete way point [m]   
EN 94  EN Figure A10/1  
Illustration of the procedure to smooth the interpolated altitude 
signals  
 
4.3.3.  Calculation of the final result  
The positive cumulative elevation gain of a total trip shall 
be calculated by integrating all positive interpolated and 
smoothed road grades, i.e., road grade,2 (d). The result  should 
be normalized by the total test distance dtot and expressed 
in meters of cumulative elevation gain per one hundred 
kilometres of distance.  
The waypoint vehicle speed v w shall then be calculated 
over each discrete way point of 1m:  
𝑣𝑤=1
(𝑡𝑤,𝑖−𝑡𝑤,𝑖−1) 
 
The positive cumulative elevation gain of the urban part of 
a trip shall then be calculated based on the vehicle speed 
over each discrete way point. All datasets with 𝑣𝑤 ≤ 60 
km/h belong to the urban part of the trip. All of the 
positive interp olated and smoothed road grades that 
correspond to urban datasets shall be integrated.  
The number of 1m waypoints which correspond to urban 
datasets shall be integrated and converted to km to define 
the urban test distance d urban [km].  
The positive cumula tive elevation gain of the urban part of 
trip shall then be calculated by dividing the urban 
elevation gain by the urban test distance, and expressed in 
metres of cumulative elevation gain per one hundred 
kilometres of distance.   
 
EN 95  EN Appendix 11 - Calculation of the final RDE emission results  
1. This appendix describes the procedure to calculate the 
final pollutant emissions for the complete and urban part 
of an RDE trip  
2. Symbols, Parameters and Units  
Index (k) refers to the category (t=total, u=urban, 1 -2=first 
two phases of the WLTP test)  
𝐼𝐶𝑘 is the distance share of usage of the 
internal combustion engine for an OVC -
HEV over the RDE trip  
𝑑𝐼𝐶𝐸 ,𝑘 is the distance driven [km], with the 
internal combustion engine on for an 
OVC -HEV over the RDE trip  
𝑑𝐸𝑉,𝑘 is the distance driven [km], with the 
internal combustion engine off for an 
OVC -HEV over the RDE trip  
𝑀𝑅𝐷𝐸 ,𝑘 is the final RDE distance -specific mass 
of gaseous pollutants [mg/km] or particle 
number [#/km]  
𝑚𝑅𝐷𝐸 ,𝑘  is the distance -specific mass of gaseous 
pollutant [mg/km] or particle number 
[#/km] emissions, emitted over the 
complete RDE trip and prior to any 
correction in accordance with this 
appendix  
𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑘  is the distance -specific mass of CO 2 
[g/km], emitted over the RDE tri p  
𝑀𝐶𝑂2,𝑊𝐿𝑇𝐶 ,𝑘  is the distance -specific mass of CO 2 
[g/km], emitted over the WLTC cycle  
𝑀𝐶𝑂2,𝑊𝐿𝑇𝐶 _𝐶𝑆,𝑘  is the distance -specific mass of CO 2 
[g/km], emitted over the WLTC cycle 
for an OVC -HEV vehicle tested in 
charge sustaining vehicl e operation  
𝑟𝑘  is the ratio between the CO 2 emissions 
measured during the RDE test and the 
WLTP test  
𝑅𝐹 𝑘  is the result evaluation factor 
calculated for the RDE trip  
𝑅𝐹𝐿1  is the first parameter of the function 
used to calculate the result evalua tion 
factor   
EN 96  EN 𝑅𝐹𝐿2 is the second parameter of the function 
used to calculate the result evaluation 
factor  
3. Calculation of the Intermediate RDE emissions results  
For the valid trips, the intermediate RDE results are 
calculated as follows for vehicles with ICE, NOVC -HEV 
and OVC -HEV.  
Any instantaneous emissions or exhaust flow 
measurements obtained while the combustion engine is 
deactivated, as defined in paragraph 2.6.3. of this Annex, 
shall be set to zero.  
Any correction of the instantaneous pollutant emissions 
for Extended conditions according to paragraph 5.1. and 
7.5. and 7.6. of this Annex shall be applied.  
For the complete RDE trip and for the urban part of the 
RDE trip (k=t=total, k=u=urban):  
𝑀𝑅𝐷𝐸 ,𝑘=𝑚𝑅𝐷𝐸 ,𝑘×𝑅𝐹𝑘 
 
The values of the pa rameter 𝑅𝐹𝐿1 and 𝑅𝐹𝐿2 of the function 
used to calculate the result evaluation factor are as 
follows:  
𝑅𝐹𝐿1=1.30 and 𝑅𝐹𝐿2=1.50; 
The RDE result evaluation factors 𝑅𝐹𝑘 (k=t=total, 
k=u=urban) shall be obtained using the functions laid 
down in paragraph  3.1. for vehicles with ICE and NOVC -
HEV, and in paragraph  3.2. for OVC -HEV. A graphical 
illustration of the method is provided in Figure A11/1 
below, while the mathematica l formulas are found in 
Table A11/1:  
Figure A11/1  
Function to calculate the result evaluation factor   
EN 97  EN  
 
Table A11/1  
Result evaluation factors calculation  
When:  Then the Result evaluation 
factor 𝑅𝐹𝑘 is: Where:  
   𝑟𝑘≤𝑅𝐹𝐿1 𝑅𝐹𝑘=1  
𝑅𝐹𝐿1<𝑟𝑘≤𝑅𝐹𝐿2 𝑅𝐹𝑘=𝑎1𝑟𝑘+𝑏1 𝑎1
=𝑅𝐹𝐿2−1
[𝑅𝐹 𝐿2×(𝑅𝐹 𝐿1−𝑅𝐹 𝐿2)] 
 
𝑏1=1−𝑎1𝑅𝐹 𝐿1 
 
𝑟𝑘>𝑅𝐹𝐿2 𝑅𝐹𝑘=1
𝑟𝑘  
3.1. RDE result evaluation factor for vehicles with ICE and 
NOVC -HEV  
The value of the RDE result evaluation factor depends on 
the ratio 𝑟𝑘 between the distance specific CO 2 emissions 
measured during the RDE test and the distance -specific 
CO 2 emitted by the vehicle over the validation WLTP test 
conducted on this vehicle including all appropriate 
corrections.  
For the urban emissions, the rele vant phases of the WLTP 
test shall be:  
(a) for ICE vehicles, the first two WLTC phases, i.e. the 
Low and the Medium speed phases,  
𝑟𝑘=𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑘
𝑀𝐶𝑂2,𝑊𝐿𝑇𝑃 ,𝑘 
0.000.200.400.600.801.001.20RDE Evaluation Factor
RDE / WLTP CO2 Ratio 
EN 98  EN (b) for NOVC -HEVs, all the phases of the WLTC 
driving cycle.  
𝑟𝑘=𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑘
𝑀𝐶𝑂2,𝑊𝐿𝑇𝑃 ,𝑡 
3.2. RDE result evaluation factor for OVC -HEV  
The value of the RDE result evaluation factor depends on 
the ratio 𝑟𝑘 between the distance -specific CO 2 emissions 
measured during the RDE test and the distance -specific 
CO2 emitted by the vehicle over the applicable WLTP test 
conducted in Charge Sustaining vehicle operation 
including all appropriate corrections. The ratio 𝑟𝑘 is 
corrected by a ratio reflec ting the respective usage of the 
internal combustion engine during the RDE trip and on the 
WLTP test, to be conducted in charge sustaining vehicle 
operation.  
For either the urban or the total driving:  
𝑟𝑘=𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑘
𝑀𝐶𝑂2,𝑊𝐿𝑇𝑃 _𝐶𝑆,𝑡×0.85
𝐼𝐶𝑘 
where 𝐼𝐶𝑘 is the ratio of the distance driven either in urban 
or total trip with the combustion engine activated, divided 
by the total urban or total trip distance:  
𝐼𝐶𝑘=𝑑𝐼𝐶𝐸 ,𝑘
𝑑𝐼𝐶𝐸 ,𝑘+𝑑𝐸𝑉,𝑘 
With determination of combustion engine op eration in 
accordance with paragraph 2.6.3. of this Annex.  
4. Final RDE emission results taking into account the PEMS 
margin  
In order to take into account the uncertainty of the PEMS 
measurements compared to the ones performed in the 
laboratory with the ap plicable WLTP test, the intermediate 
calculated emission values 𝑀𝑅𝐷𝐸 ,𝑘 shall be divided by 
1+margin pollutant. , where margin pollutant  is defined in the 
Table A11/2 : 
The PEMS margin  for each pollutant is specified as 
follows:  
Table A11/ 2 
Pollutant  Mass  of 
oxides of 
nitrogen 
(NO x) Number of 
particles 
(PN)  Mass of 
carbon 
monoxide 
(CO)  Mass of total 
hydrocarbons 
(THC)  Combined mass of 
total hydrocarbons 
and oxides of 
nitrogen (THC + 
NO x) 
      Margin pollutant  0.10 0.34  Not yet 
specified  Not yet 
specified  Not yet 
specified   
EN 99  EN Any negative final results shall be set to zero.  
Any Ki factors which are applicable, according to Section 
5.3.4., shall be applied.  
These values shall be considered the Final RDE Emission 
Results for NOx and PN.  
   
EN 100  EN Appendix 12 - Manufacturer's RDE certificate of compliance  
Manufacturer’s certificate of comp liance with the Real Driving Emissions requirements  
 
(Manufacturer): …………………………………………………………………..  
(Address of the Manufacturer): 
…………………………………………………………..  
Certifies  that: 
The vehicle types listed in the attachment to this Certificate comply with the 
requirements laid down in point 3.1 of Annex IIIA to Regulation (EU) 2017/1151 
for all valid RDE tests which are in accordance to the requirements of the above 
Annex.  
 
Done at [......................... (Place)]  
On [........................ (Date)]  
 
..........................................................  
(Stamp and signature of the manufacturer's representative)  
 
Annex:  
— List of vehicle types to which this certif icate applies  
– List of the Declared Maximum RDE values for each vehicle type expressed as 
mg/km or particle numbers/km as appropriate, without the inclusion of the margin 
specified in Appendix 1 1 of Annex IIIA.  
    
’.